USHGA Paragliding Vol13/Iss7 July 2002 by US Hang Gliding & Paragliding Association

PARAGLIDING • JULY 2002

AIR IWAIL

INCIDENT REPORTS

DIRECTOR NOMINATIONS

STATE X-C DISTAN.C E RECORDS

U~DATE

PARAGLIDING INTERVIEWS: KARI CAsll$ byjosh Cohn

CLASSIFIED ADVERTISING

WATER, WATER, EVERYWHERE, So GIVE

CAIJENDAR OF EVENTS

ME SOME To DRINK by Dan A. Nelson

GLIDER REVIEW: THE SKYWAI.;K SILE.XX by A'4n Chucu'4te~photos by Mary Hobson·

INREX TO ADVERTISERS

DISCJ.AJMER OF

WAlUW'ITIES IN PUBUCATION$: The material presented ,here Is pllbli,shed as part 9f an Information dis-

COVER: Crowded skies in font oflaunch, Chelan Butte, Washington. Photo by Dan A. Nelson. See photo gallery on page 39.

semination service fot USHGA members. The

SCARY PARACHUTES by Betty Pfeiffer and Gary Douris

tJSHGA maJ(es no warranties or representations and assumes no liability concerning the validity of

.any advice, opinion or recom1nendat1on cxp!'C511Cd in

PARAGLIDING PHOTO GALLERY This month's featured photographer: Dan Nelson

contributors.

J U LY

2 002

~------------- - - - - Gil Dodgen, Managing Editor/Editor-in-Chief,

Gi!Dodgen@aol.com Steve Roti, Contributing Editor Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers

OfficeSt.1ff Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Paul Defranco, IT Administrator, paul@ushga.org Sandra Hewitt, Member Services, sandra@ushga.org Natalie Hinsley, Member Services, natalie@ushga.org

USHGA Officers and Executive Committ.;,:

Jim Zeiset, President, jimzgreen@aol.com Mark Ferguson, Vice Presiden~ mark@rmparagliding.com Russ Lod<e, Secretary,russ@lockelectric.com Bill Bolosky, Treasurer, bolosky@microsoft.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, John Wilde, Tim West. REGION 3: David Jebb, John Greynald, Alan Chuculate. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: James Gaar. REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Tiki Mashy, Matt Taber. REGION 11: R.R. Rodriguez. REGION 12: Paul Voight. DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Chris Santacroce. HONORARY DIRECTORS: Aaron Swepston, J.C. Brown, Ed Pitman, G.W. Meadows, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Gene Matthews, Ken Brown, Rob Kells, Liz Sharp, Dan Johnson, Dixon White. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association-Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (rAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions. PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices (articles and photos only): 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 888-7363, fax (949) 888-7464, e-mail: GilDodgen@aol.com. ALL ADVERTISERING AND ADVERTISING INQUIRIES MUST BE SENT TO USHGA HEADQUARTERS IN COLORADO SPRINGS. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59.00 per year (of which $15 goes to the publication of Paragliding), ($70 non-U.S.); subscription rates only are $35.00 ($46 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. PARAGLIDING (ISSN 1089-1846) is published 11 times a year: Jan., ~eb., March, April, June, July, Aug., Sept., Oct., Nov., Dec. by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLJDING, P.O. BOX 1330, Colorado Springs, CO 80901-1130.

JULY

2002

VOLUME

SERAK CORRECTIONS Dear Editor, In the recent article on the Windtech Serak by Rob Sparrer there were two clear mistakes that need to be corrected. Josh Cohn was not yet flying Windtech products when he won the 1999 U.S. Nationals, although the other records and wins reported were on Windtech gliders. Windtech has made up to 30% of their gliders, specifically DHV 2-3, DHV 3 and some tandems in Asia, when unable to keep up with production in Spain. Dixon White

became so valuable, and I want to extend my heartfelt appreciation to him. Following my two- to three-second "freak-out," a calm clarity embraced my mind, placing me thousands of feet above Lake Powell in Utah during that maneuvers clinic last spring. I shifted my weight, steered away from the hill and bingo, my half wing snapped back to its full size. Ken, I thank you very much for your instruction. That clinic was one of the greatest experiences of my life. Chris Piela

We will feature an article on this clinic in the next issue a/Paragliding. - Ed

USE YOUR HEAD MORE ON SRG'S Dear Editor, Just about every pilot remembers a difficult launch - trying to control a wing that's ready to fly and fighting a stuck bral<e handle that won't come off the snap. It happened to me a couple times before I remembered some advice from my dad. Rub the snap on your head. The natural oils in your hair provide just enough lubrication to allow the snap to engage and disengage easily. Stu Alderman Reno, NV

MANEUVERS CLINIC PAYOFF Dear Editor, I just wanted to tell you about an experience I had in the mountains last fall. I was flying my paraglider at Inspiration Point on what seemed to be a mellow fall afrernoon. The pilots who launched before me were working hard to stay up and were experiencing minimal turbulence. (I knew these pilots and was very familiar with their abilities.) Approximately three minutes and two turns after launching I suffered a 70% fold (as I was told by one of the other pilots). When I looked up, 50% was gone, and I was dropping rapidly but not turning much. Considering I only had 150 feet below me, I initially freaked out. This is where my training in one of Ken Hudonjorgensen's maneuvers clinics

13, ISSUE #7

Dear Editor, I read with great interest "The Stationary Reverse Gradient" article in the April issue of Paragliding magazine. My compliments to the author, Captain Llenray Kram for his excellent work. I have experienced the Stationary Reverse Gradient many times. I have tried to explain this phenomenon to other pilots but they were skeptical. I feel that I am now vindicated, since the SRG is now a fact that is fully explained and documented. The author mentions several do's and don'ts when caught in a SRG, one of which is to avoid the temptation to leave the harness and float around. I have to disagree. While caught in am SRG recently, I was unable to resist this temptation and successfully left my harness for a period of nearly 30 minutes. This is a perfectly safe maneuver for P4 pilots. This is my only disagreement with an otherwise well-written article. Please keep up the good work. Rich Parry

A FEW PHILOSOPHICAL COMMENTS Dear Editor, In February of this year, at the Air Sports Expo in Ontario, California, Steve Brown of the FAA gave a talk in which he stated, in part, that there is not a perception PARAGLIDING

USHGA is issuing its annual call for nominations to the national Board of Directors. Ten positions are open for election in October 2002 for a two-year term beginning January 2003.

Candidates must be nominated by at least three current USHGA members residing in the candidates' region. Nominations must be received at the USHGA office by July 20, 2002. Nominations are needed in the following regions. The current Directors, whose terms are up for reelection in 2003 are:

Current Director Bill Bolosky Ray Leonard David Jebb Mark Ferguson Nominations are not needed in Region 5 for this election. Nominations are not needed in Region 6 for this election. Bill Bryden

Douglas Sharpe

Felipe Amunategui

Tiki Mashy

Nominations are not needed in Region 11 for this election. Paul Voight

Reg# 1 2 3

5 6

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

Ballots will be distributed with the October issue of HANG GLIDING and PARAGLIDING magazines. USHGA needs the very best volunteers to help guide the safe development and growth of the sports. Forward candidate material for receipt no later than July 20th to: USHGA, PO Box 1330, Colorado Springs CO 80901-1330. USHGA members seeking position on the ballot should send to headquarters for receipt no later than August 20, 2002 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected). The following form is for your convenience. ****************************************************************************************** REGIONAL DIRECTOR ELECTION NOMINATION FORM I hereby nominate_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ as a candidate for Regional Director for Region # _ _ _ __

I understand that his/her name will be placed on the Official Ballot for the 2003

Regional Director Election if three nominations are received at the USHGA office by July 20, 2002. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA#_ _ _ _ __

REGION# _ _ __

within the FAA that sport aviation is an important recreational activity. He stated that there is a need for sport aviation enthusiasts to continue to communicate to the FAA the passion that sport aviation participants feel for their sport, and that recre-· ational aviation use of the airspace is every bit as valid as any other recreational use of any other natural resource. I wish to communicate herein that passion. I wish to state that flight for recreation is, in fact, more important than flight for commerce or any other utilitarian purpose. We do not live for the purpose of engaging in commerce. We engage in commerce because doing so allows us to live, or to live a little better, or more comfortably. But living itself finds its true meaning and significance in other activities. The profound meaning that is found, experienced and enjoyed in activities such as aviation for sport and recreation is the type of meaning that makes living worth the trouble. One flight in an open-cockpit (or no-cockpit) aircraft has the capacity to infuse a greater sense of meaning into life than any number of infinitely more profitable exercises in efficient air transport. These types of sport aviation activities are undertaken by participants - whether they be the pilot in command of the aircraft or an informed second occupant who value the rewards of this activity, recognize the inherent risks, understand the requirements to manage those risks, and choose to exercise their justly granted freedom to pursue aviation for sport and recreation. They do not need to be protected from their own choices. With regard to the issue of safety, and its relationship to regulation, the history and current state of aviation have demonstrated several things. First, as has been shown by the example of hang gliding and the positive results for safety achieved by the voluntary programs for pilot training, and pilot and instructor rating of the United States Hang Gliding Association, and by the voluntary industry airworthiness standards administered by the Hang Glider Manufacturers Association, it is possible to realize significant safety benefits from very simple, low-burden regulatory structures. Second, as is shown by the record of air safety in commercial air transport, even the most sophisticated, rigorous and costly pro-

grams of pilot and aircraft certification cannot eliminate all risk of accidents due to improper design and maintenance of aircraft, or improper training or qualification of pilots. The challenge for Sport Pilot and Light Sport Aircraft is to learn from the lessons of the past, including the histories of success of hang gliding and ultralighting, and the histories of lack of success of Recreational Pilot and Primary Category, and from these lessons to select a path that seeks minimal burden for participants in the regulatory structure in order to provide for a reasonable level of safety, while still allowing for vitality and growth in this most important segment of aviation. Michael Meier

THANKSJZ Dear Editor, I was privileged to attend the Airsports Exhibition (SSA/USUA/USHGA) in Ontario, California. It was quite interesting and a great opportunity to see old friends from far away. It was more than a little frustrating because there were too many friends and not enough time before more long-lost types wandered into range. The BOD was also meeting, so I looked forward to seeing Jim Zeiser in my part of the world. This was not to be the case, as it was clear he was far too busy to socialize. Watching some of the political goings on made me grateful that we have so many pilots interested in the mechanisms of the organization. I thought back to some of the crises in management that have beset us over the past 20 years, and it seems to me it is usually JZ who takes control, smoothes out the problems, points us back in a rational direction, and spins up the gyros again. This is a repeating pattern now and I want to thank JZ for all this work on our behalf over the years. I have learned to trust his judgment and his ethics. I think this guy has saved our butts a bunch of times and I like his style. He may twealc some noses from time to time (usually deserving noses), but this guy has earned the benefit of any doubt we pilots might have, and I hope he has the respect and goodwill of the entire governing body of the USHGA

behind him. We are all lucky Jim is one of us, and I hope we get to enjoy the privilege of his guidance for another few decades. I guess a visit to his ranch is the best way to hang with The Dude, but I did get the pleasure oflunching with Amy, and she is a whole lot better looking than he is. Thanks so much for everything Jim. Can we go flying now? RC Dave E-Team, CA

INAPPROPRIATE PHOTO Dear Editor, Thanks for the great "combo issue" of Hang Gliding and Paragliding magazine, I was somewhat shocked, however, by the photograph on page 19 of the Mitch McAleer interview article by Steve Roti. I feel the photo is inappropriate for our magazine. I realize its support of Mr. McAleer's renegade attitude, but the damage it does to our sport as a whole outweighs the need for its publication. In the same issue we have members encouraging us to recycle our magazines at libraries, local high schools and on airplanes to help promote our sport. I can only guess what the average person would think while thumbing through this issue and seeing this picture. I feel and believe that a majority of our members would agree that there is too much gun-related violence in America, too many gun-related suicides. This photo hurts anyone who has lost a love one through gun violence. Gerry Donohoe

Steve Roti Responds: The following caption was inadvertently omitted ftom the photo on page 19 of the May issue: "Mitch McAleer and foe Gluzinski at Elsinore during/Urning ofa commando action movie called Mercenary in the mid 1990's. "The photo wasn't intended to condone gun violence; it was intended to illustrate the "insane" behavior mentioned in the interview. I agree with Gerry Donohoe that there is too much gun-related violence in America.

PARAGLIDING

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UPDATE

AEROBATICS: A VISUAL GUIDE TO THE TERMINOLOGY

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his is the first in a series of paragliding aerobatic videos by The Hook Productions, and it includes more than 100 minutes of the newest tricks that leading pilots are busy testing. Time codes allow for easy reference to 50 minutes of categorized and tided aerobatic maneuvers, and there is an additional 50 minutes of non-stop, world-class flying. Experience footage of recent 2002 practice sessions in which pushing the envelope is part of a day's work. The video is available in NTSC and VHS formats for $25 with free shipping. For inquiries and orders contact: The Hook Productions, P.O. Box 910 Draper, UT 84020, www.thehookproductions.com (place orders, pilot interviews, free video downloads, and updates on the making of the second edition of the aerobatic series) .

JON HUNT RECEIVES SAFE PILOT AWARD

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

SHGA would like to congratulate Jon Hunt, of Wilson, Wyoming for his achievement oflogging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award.

SAILCLOTH STRENGTH ADv1S0RY

ixon White would like to point out that annual inspections of paragliders should include sailcloth strength tests. Performing a porosity check isn't sufficient. He has found that some gliders pass porosity tests but still have very weak sailcloth. You don't want your glider falling apart, especially with you dangling underneath.

DOMINICAN REPUBLIC PARAGLIDING

he Dominican Republic in the Caribbean is a new and relatively unknown destination for paragliding. It is two hours by air from Miami, Florida, and has mountains up to 10,000 feet with thermals year round. There are 17 launch sites around the country with great cross-country potential.

. ,~

There are two flight instructors, Cedric Savioz (Swiss) and Simon Vacher(French), who have been living on the island since 1999. They offer paragliding and adventure tours as well as other services for pilots. You may find for information at http://www.caribbeanfreeflying. com/ or call 1-809-882-1201.

NEW VIDEO uper Fly Hard, the long-

awaited sequel to the 1995 smash hit Fly Hard, is now available. This film features Chris Santacroce, Rob Whittall, Othar Lawrence and Pablo Lopez. It was shot in Hawaii, Utah, Switzerland and Turkey. Breathtaking scenery and spectacular aerobatics will keep you on the edge of your seat. The video is 40 minutes long and sells for $35.95 plus shipping. Ir may be ordered at www.4superfly.com.

REI GETS ALOFT

aragliding has a new friend: Recreational Equipment, Incorporated. REI, one of the leading retailers in the outdoor recreation market, has long been known for hosting clinics and presentations on all sorts of outdoor recreation in their stores. Now, REI has opened their doors to the flying community. The company's flagstaff retail ouclet, the REI-Seattle store, will host a presentation tided "Learning to Fly: Paragliding." Doug Stroop, instructor at Dixon's Airplay Paragliding School, will offer a multi-media presentation at 7:00 PM on Tuesday, July 16 at the Seattle REI store (222 Yale Ave. N. , Seattle, WA). The presentation will introduce the audience to the joys of flight while covering the basics of foot-launched free flight. Doug's show will feature excerpts from the award-winning video, A Higher Calling (winner of the People's Choice Award at the BanffMountain Film Festival), as well as photographs from flying sites around the Pacific Northwest. Doug will also provide a simulator and paraglider harness so attendees can not only see, but strap into the gear used by paraglider pilots. For more information contact: Doug Stroop, Dixon's Airplay, (509) 782-0379, www.airplay.com, or REI-Seattle, (206) 2231944. PARAGLIDING

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407MlestoAaaly. Texas 36} Miles to &lalo Gap, Tms

8. David Glover · USA 9. Kari Castle · USA 10. Josh Cohn · USA 11.Cherie Silvera · USA

318 Mies to Big Lal!, Texas 3TI Miles to Mertzon. Texas ~ Miles to Big Lake, Texas 250 Miles to lost Lake, Texas Rigidwing World Record: Dist. to goal 220 Miles to Rocksprings, Texas Flexwing World Record: Female Dist.to goal 219 Miles to Rocksprings, Texas Paraglider World Record: Dist.to goal 200 Miles to Camp Wood,Texas Paraglider US Record: Female Distance 121 Miles to Winter Haven, Texas

Pi/,ot Granger Banks

Don Norris Kay Tauscher MikeNaye MikeWeiben Matt Combs Chris Santacroce

Dist. 1 4 7 15.1 18 15 70 70

Dist. 2 35 12 9.1 74 6.7 113

Dist. 3 61 5 4

Max Altitude 13,500' 14,412' 13,035' 15,000' 9,400' 17,400' 15,500'

Total Miles Flown: 518.9 FLY AWAY PARAGLIDING NEWS ill Laurence, ITP Administrator, owner and head instructor at Fly Away Paragliding, is now the ITP Administrator for the Colorado area. They are currently offering clinics on an as-needed basis. If you are interested in becoming an Instructor feel &ee to contact Bill or other ITP Administrators. Bill earned his USHGA Second Diamond Safety Award this spring. Fly Away Paragliding has a new web site: flyawayparagliding.com. Check out this site for school information, pictures, stories, links to weather resources and their line of products such as Pro-Design gliders. Pro-Design is offering sponsorship opportunities for U.S. competition pilots. For more information contact: Bill Laurence, Fly Away Paragliding, 30590 Hwy. 72, Golden, CO 80403, (303) 642-0849.

JACKSON HOLE PARAGLIDING NEWS ackson Hole Paragliding is proud to announce that they have secured a Forest rvice permit for commercial paragliding operations at the Palisades Reservoir in Alpine, Wyoming. The permit completes a trifecta for JHPG, which also operates the paragliding concessions at the Jackson Hole Mountain Resort and at Grand Targhee Ski and Summer Resort. Pilots looking for adventure and a variety of flying sites will not be disappointed with a visit to Jackson Hole. JHPG towing services are available at the lake and include tandem flights, beginner through advanced instruction, X-C clinics and maneuvers training. JHPG utilizes a 20foot Bayliner Capri equipped with a hydraulic pay-out winch and 5,500 feet of line. The Palisades is a beautiful alpine lake surrounded by the Snake River Mountain Range. For more information call Scott

Harris at (307) 690-8726, and check out www.jhparagliding.com.

518 MILES XC FLOWN AT TOW X-C CLINIC

he 2002 Parasoft Paragliding School Tow X-C Clinic was extremely successful with seven pilots racking up 518 miles in three days of towing. For the third consecutive year pilots were towed on a pay-out winch to 3,000' before releasing and climbing in thermals over the plains of northeastern Colorado to as high as 17,400'. Super Mike Naye had his personal best flight of74 miles after beginning lessons with Parasoft Paragliding School in January of 2002. With such tremendous success, Parasoft has already scheduled its three-day clinic for next year, May 2-4, 2003. Details may be fount at http://parasoft.boulder.net/ XCClinic.htrnl.

ELLENVILLE, NEW YORK TO HOST 2002 NATIONAL FLY-IN

he Southern New York Hang Glider Pilots Association is proud to announce the revival of the "National Fly-In." The event will be held during the week of August 19-25, 2002 (Monday through Sunday) at the Ellenville Mountain flying site. Saturday the 24th will feature a party extravaganza. The format is very simple. Pilots show up, and have a marvelous time flying, camping, demoing and anything else that comes to mind - for a week straight. All "mountaincapable," Novice-rated pilots and above are welcome (and encouraged) to attend. The distinguishing feature of this particular fly-in will be a huge portrait of Elvis that will be mowed into the landing wne and adjacent fields (almost twice the size of the previous Statue of Liberty inlay!). This will be a "rockin"' event! PARAGLIDING

The club membership requirement will be waived for the week. Camping is available creek-side in the LZ, and there are hotels in town and in nearby Middletown, New York. Manufacturers should consider attending and providing contingency prizes. There will be a large audience. Guest speakers are welcome. One of the tents for the event will be used to display pilots' artwork, so bring your art. There will be other tents and other cool events, all of which are still in the planning stages. For more info, or to offer technical or manufacturer support, call Paul Voight at (845) 744-3317, or e-mail flyhigh@frontiernet.net.

CANUNGRA CUIP 2002 ust a short drive from Surfers Paradise and an hour from Brisbane, Canungra has for many years been the epicenter of footlaunched free-flying in Queensland, Australia. The proximity of the Gold Coast

(with its almost unlimited tourist attractions and great beaches), and the superb flying in and around Canungra have made the region a popular flying destination for pilots from all over the world. The Canungra Hang Gliding Club is pleased to invite paraglider pilots to participate in the 2002 Canungra Cup (October 12-19). This event has been awarded a AAA sanction by the HGFA, Category 2 status by CIVL and will be the first sanctioned paragliding event of the Australian season. The entry fee includes maps, competition T-shirt, presentation dinner, site fees for the duration of the event and the chance to win up to 450 national ladder points each day - all this for only $150 providing your registration and entry fee are received before September 6, 2002. An additional $30 late fee will be levied for all entries received after this date. Last year's organized retrieval system was a great success, and a similar system will operate this year, assuming there is sufficient

interest among participating pilots. The cost of this package is $160 for the eight days of the event. To reserve a place in the organized retrieval system, notification must be made on the registration form and payment received before September 6. For pilots new to competition flying they hope to offer a series of workshops designed to enhance competition flying skills. The workshops which will run throughout the week, and will include post-flight analyses and hopefully contributions from the leading pilots. The workshops will be free of charge to all pilots flying in their first competition. All that is required is an expression of interest on the registration form. For more information about the competition or Canungra visit http://home.iprimus. com.au/ plenderleithm/ canungracup/, e-mail canungracup@hotmail.com, or phone Karen Sexton at O11 0410 433 711 or Robert Wilton at O11 0418 732 325. II

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JULY

2002

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.

McClellan Peak, both in the Washoe Valley 20 miles south of Reno, NV. Cameras required. Sponsored by Adventure Sports. Entry $100 until July 1, $125 thereafter. Contact: Box 20066, Carson City, NV 89721 (775) 883-7070, advspcs@pyramid.net.

COMPETITION

JULY 26-28: Inter-mountain League Meet, Salt Lake City, Utah. AUG. 9-11: Intermountain League Meet, Jackson, Wyoming. AUG. 23-25: Inter-mountain League Meet, King Mountain, Idaho. $35 entry for all meets. Two days open distance, one day race to goal. Have fun and fly with your buddies. Contact: Nate Scales (208) 788-8455.

UNTIL NOV 15: 2002 Region Nine Yearlong X-C Contest. The yearlong contest is to honor longest individual flights of the year on any day between February 15 and November 15. Classes for Rookies, Sixty Miles, Open, Rigids and Paragliders. Entry fees $10 and $5 respectively. Contact: Pete Lehmann, lplehmann@aol.com, (412) 6613474, 5811 Elgin St, Pittsburgh, PA 15206. UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No entry fees or preregistration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 4476237, brettonwoods@email.msn.com. JULY 19-21: 2002 Texas Open. Hang gliding and paragliding. First-ever Texas NSFC points meet in the beautiful Texas Hill Country. Fly near the World Record Encampment (WRE) route in WRE conditions. Open class and Sport class pilot designations allow for pilots of all levels to participate in a safe, fun and challenging environment. $30 entry fee includes a Texas Open T-shirt, NSFC scoring, barbecue dinner, awards ceremony and tons of flying, fun and friends. Skill requirements: Open class, AT signoff required plus Intermediate rating with X-C signoff, or Advanced rating only; Sport class, AT signoff. Visit http://danbarb.org/txopen for more details or contact: Meet Director, Dave Broyles, broydg@attbi.com, (972) 390-9090. More info: http://danbarb.org/txopen. JULY 19-21: Adventure Sports X-C Open 2002. Open Distance, Open Direction, Open Window. Open to all pilots. Pilots choose their course. The longest flights win. Launches will be from either Slide Mtn. or

AUG 31-SEPT 7: USHGA-sanctioned Snowbird X-C competition. Register early; space is limited. Contact: Ken Hudonjorgensen, 474 E. Tonya Dr. Sandy, UT 84070, (801) 572-3414, khudonj@qwest.net,www.twocanfly.com. SEPT. 20-28: 2002 US. Paragliding Nationals Cross-Country Competition This 100-mile-long, 20-mile-wide valley has a history of providing conditions for amazing altitude gains and long-distance flights. Many cross-country records achieved by sailplanes, hang gliders and paragliders have begun in the Owens Valley! Join the best paraglider pilots in the world for a week of X-C flying and competition in the big air of the Owens Valley! Contact: Chad Bastian (805) 895-2133, or Lee Anne Norris, http://www.flyaboveall.com, leeanne@flyaboveall.com.

UNTIL OCT.: Two-can Fly Clinics/Competitions, Point of the Mountain and Utah mountain sites. AUG. 9-11: Three-day maneuvers (safety) clinic, $550. AUG. 13-15: Three-day maneuvers (safety) clinic, $550. AUG. 17-19: Three-day maneuvers (safety) clinic, $550. AUG. 31SEPT. 7: Snowbird Cross-Country Competition, $330. SEPT. 28-29: Mountain flying, $200. OCT. 4-7: Instructor training, $400. OCT. 5-6: Instructor recertification, $200. OCT. 12-13: Tandem (T2 &T3), $200. OCT. 17-19: Lake Powell maneuvers camping clinic, $550. OCT. 20-26: Lake Powell maneuvers clinic (deluxe with Houseboat), $1500. Contact: Two-can Fly Paragliding, 474 East Tonya Dr., Sandy, UT 84070, phone/fax (801) 572-3414, hudonj@qwest.net,www.twocanfly.com. THROUGH OCT: Jackson Hole

Paragliding, WY clinics and courses. Jackson Hole has evolved into a Mecca for paragliding activities, and Jackson Hole Paragliding can help turn flying dreams into reality with their quality instruction and guide service. Three-day Maneuvers Training Courses at the Palisades Reservoir. July 10-12, Aug. 12-14, Sept. 20-22, $550. Tow Tuesday. One-day Maneuvers Training Course, every Tuesday throughout the summer at the Palisades Reservoir, $200. Inter-Mountain X-C Challenge at the Jackson Hole Mountain Resort, Aug. 9-11. Pilots meet for lessons every morning at 7:45 at Nick Wilson's at the Jackson Hole Mountain Resort aerial tram. Contact: (307) 690-8726 www.jhparagliding.com.

FUN FLYING SEPT. 14-15: 12th Annual Pine Mtn. F/,yIn, Pine Mtn., Bend, OR. Contact: Bill Taylor, (541) 408-2408, www.desertairriders.org.

CLINICS, MEETING, TOURS UNTIL AUGUST 28: Paraglide in France, 10-day tours, $499. Sites such as Chamonix, Megeve, La Clusaz, St. Andre and many more. Details at: www.skyingout.web.worldonline.cz/home.htm. Contact: skying.out@tiscali.cz or call Ladio Novotny 011 420 606406952.

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

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THROUGH NOV: Paraglider Network and Andre Gupta Alps Tours for novice and better pilots. Non-flying companions and aspiring pilots welcome on some tours. Tours include overnight accommodations, breakfast and dinner daily, local transportation, lifts to launch, retrieval, Geneva airport pickup and drop-off, and services of an English- and local language-speaking certified guide pilot. Introductory tandem flight for non-pilot friends. P2, five-day course, $350. Contact: www.paraglider.net, freeflight@wanadoo.fr, (703) 273-0123, 9-5 M-F EDT. AUG. 30-SEPT. 8: St. Andre Les Alpes, St. Vincent Les Forts, a flying Mecca. Details to come. MID-SEPT.: St. Hillaire de Touvet flying carnival Details to come. OCT.: Festival du Vent Calvi, Corsica. Details to come. NOV. 9-NOV. 17: Flying in the south ofFrance and over Monte-Carlo. Details to come. THROUGH DEC.: Dixon's Airplay Arizona open all year (near Flagstaff). Specializing in new pilot instruction. Start out right with thorough training in meteorology, kiting, flight dynamics and much more. Only one or two new students per instructor. 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 1-760-476-4111 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 SEPT. 10-13, SEPT. 14-17: Dixon's Airplay Therma!IXCC!inic with Dixon White and Marry DeVietti in Flagstaff, AZ. Tandem and radio-controlled training with comprehensive weather and classroom studies. Contact: dixon@paraglide.com, (928) 5264579. OCT 18-20: Fall 2002 USHGA Board of Director's meeting, Orlando, Florida. Events to take place in the evening at both Quest Air and Wallaby Ranch. Meetings at the Ramada Inn off of 192 and 14. Contact: www.ushga.org, (719) 632-8300. OC[ 20-NOV 3: Tour to northern India. Fly the Himalayas, the site that produced the paragliding world out-and-return record for seven years and hosted the 1984 World Hang Gliding Competition. Manali and Billing are renowned for consistent alpine X-C conditions. This year has seen 120-km out-and-returns and 60-km flights with gains to 6,000 meters. Visit Rohtang Pass, 500-year-old castles and Paratrek in the Manali wildlife preserve. Brush up on your thermaling and X-C skills with Dale Covington and local flying guides. Visit Tibetan settlements in Bir and Dharamsala.

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$1,600 includes food, lodging, all transportation within India and guides. Contact: Big Sky Paragliding, www.bigskyparagliding.com, 1-800-782-9204, (80 I) 699-1462. OCT. 25-27: Ninth Annual Baja Thermal Clinic, "El Original," Hosted by Air California Adventure, Inc. Escape to Mexico and enjoy three days ofluxurious thermal flying and three evenings of happy hours and poolside lectures. Hone your flying skills, work on thermal technique, or take a cross-country flight to the beach. Package includes breakfasts, discounted stay at the Baja Seasons Resort, shuttle to and from the coastal flying ridge, and daily instruction from David Jebb and the Torrey Pines Gliderport staff. David has been flying in Baja for over 10 years. Designed for Novice through Advanced paraglider pilots. Bring your family and make it a vacation for everyone! Contact: Torrey Pines Gliderport, info@flytorrey.com, (858) 4529858. NOV. 24-DEC 8: Fly Nepal 2002. The most stunning and exotic flying site imaginable! Fly near three of the highest peaks in the world with huge birds. Gentle and consistent thermal conditions appropriate for novice thermalers with good canopy control. Guidance from Master-rated instructor Dale Covington, logistics handled by Nepal expedition specialist Kellie Erwin. $1,800 for two weeks in flying paradise. Contact: Big Sky Paragliding, www.bigskyparagliding.com, 1-800-782-9204, (801) 699-1462.

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URBAN COASTAL SITE, MIDDAY - GOOD, SMOOTH SOARING CONDITIONS An inexperienced pilot was soaring by himself, and there were two experienced parapilot witnesses, one in the air and one on the ground. One of them was taking pictures. About 100 feet AGL, near launch, the pilot was flying deep in his brakes. Suddenly he stalled, and his glider entered a negative spin. The pilot was observed to impact the gutter of a house at high speed with the back of his head, his neck and his shoulders. He was taken to a hospital in a coma and died two weeks later. The known factors include flying too slow and dose to the ground. Nothing is more important than good airspeed for maintaining control. Here is one area where it is almost always better to fly too fast than too slow. Some of us develop the mistaken belief that by going slower we decrease sink rate a lot, but in truth, the only thing that decreases significantly is life expectancy. The pilot was wearing a very thinly padded, open-face motorcycle helmet with minimal occipital coverage. This latter feature may have been a factor, considering the precise site of the impact. Witnesses do not feel that chin protection would have made a significant difference in the outcome this accident, since the blow was from behind. The pilot may have been trying to pose for a camera, which always increases risk, especially for less-experienced fliers. Finally, there is always an aura of mystery surrounding accidents in which the pilot dies, since the main witness isn't available for comment. This is the first foot-launch paragliding fatality in two years. We

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are still short on details to provide an in-depth analysis, and we may publish more in a future issue of Paragliding. While the sadness and loss are far greater for friends and family, they are shared by the paragliding community. I am reminded of a passage in the classic mountaineering tale by David Roberts, Mountain ofmy Fear, which describes his reaction to the tragic fall of his companion on an remote Alaskan Peak. "It would be said that Ed died doing what he enjoyed most, that his last conscious moments were happy ones. But he did not want to die; every part of him that was aware he was falling did not want that to be, but was powerless. It would be said that the way he died was somehow 'right.' But he did not have to die; to die young is never right. It would be said that, at least, he never had time to feel pain or even fear. But, although I could not have wanted Ed to die suffering, dying without pain or fear seems to me the equivalent ofliving without joy. Let us be aware of our end, because life is all we have." Learning to grieve our loss is a part of learning to be safe. Only when we have adequately addressed our powerful emotions are we able to clearly perceive what happened, and the true importance of it. Meanwhile, summer is here. The days are longer, the sun is warmer, and lift is beckoning. SUBURBAN MIXED RIDGE AND THERMAL SITE Conditions were strong with measured gusts to 18 miles per hour. A very experienced pilot launched from low on the slope and had an immediate but rough ride to cloud base. This was followed by a slow, straight course to the LZ with full speed bar and a difficult landing. The second pilot to set up was relatively new to the sport. He pulled up his wing successfully near the top of the slope and was initially able to penetrate forward. Gusts rocked him dose to trees on both sides of the funnel, but soon he was above the treetops and being blown back. He was rapidly lifted above the level of the power lines behind the launch, but as he got into his speed bar and deployed it he lost this altitude rapidly and gradually drifted back into wires which were about midway up his lines. The glider fell backwards over the wires. Sparks flew as lines popped and the pilot was lowered to the ground. A brilliant arc burned through several cells of the glider, but the pilot was able to unclip. He then turned around and tried to pull the glider off the rest of the wires. There were no injuries. In about half of wire-related accidents the pilot is blown into them backwards by strong winds. Strong winds and wires are a particularly dangerous combination. It is critical to take wires into account when deciding whether or not to fly. A couple of fatalities have occurred this way in the U.S. alone. Leave more margin for error, and carefully consider in advance what you will do if you start getting blown toward power lines. You will not figure it out soon enough in the moment. It's interesting to note that an old friend of this pilot had died in a hang gliding mishap many years earlier in these same wires. When an experienced pilot launches into strong conditions PARAGLIDING

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and has an "educational" flight, many newer pilots would decide to stay on the ground. But those of us who chink we have what it cakes to fly a paraglider tend to be optimistic and confident. These attributes bite us when we decide that, "Ifhe can do it, so can I. " The more experienced pilot launched much lower on the slope, farther from the wires. His launch was better controlled, he was on a faster glider, and he chose co land as soon as he knew what he was coping with. Always ask onsite experienced pilots what they think about conditions. You can do nothing but profit from this. If you are stuck in wires, or if you are on the ground but your glider is entangled, never try to disentangle your equipment. By surviving up to that point you have already used your quota of luck for the day. Call the power company. The energy in power lines is utterly beyond anything you have ever experienced.

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A pilot with 250 hours of experience launched into smooth conditions and had an idyllic 20-minute soar in front of a desert ridge. He then ventured farther down the ridge, crossing a perpendicular spur which is known to cause rotor when the wind is cross. He used his GPS to judge chat the prevailing wind would parallel the spur, and thus not be too turbulent. Shortly after crossing the spur and about 200 feet above it, he suddenly encountered violent turbulence, causing three successive asymmetric deflations in quick succession. The last one led to an unrecoverable spiral dive. The pilot tried to reach his shouldermounted reserve but the G-forces made it difficult and he failed to deploy. He impacted about 200 feet below the ridge line, suffering three rib fractures and a fibular fracture. RC pilots reported the accident and he was evacuated four hours later to spend two nights in the hospital. A minor point: Sometimes G-forces impede your ability to deploy your reserve. Anticipate the huge effort you may have to make just to reach the handle and pull it. The major point: Respect rotor turbulence. This pilot wrote that he'd flown at many lee-side thermal sites, had certainly experienced large asymmetric deflations before, but never experienced anything like chis. He was beginning to think rotor was a myth. But lee-side thermal sites are relatively protected from rotor because the air is at least coming up behind the ridge. In glass-off conditions there is no such tendency behind the obstruction. Rotor may be the most violent of all forms of mechanical turbulence, and most of our turbulence experience is of the thermal variety. While often very impressive, thermal turbulence has a fluffy, cottony quality that is surprisingly forgiving. Mechanical turbulence is angular and jagged, and it happens much closer to the ground. It's like a rattlesnake - it's the one you can't see that bites you. There is no warning. Beware! May all of our luck be sufficient to allow us to learn what we need to know. Thank you, pilots, for your conscientious and candid reporting of your own mishaps. •

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Unofficial State Cross-Country Distance Records by Steve Roti

Tom's flying buddy, Tony Deleo, the former California state distance record holder, was part of the crew that chased Tom and provided support on his flight. For a more detailed report of the flight visit this web page: http://paraglide.net/log/O 1/0616-01_walts_l 45mi.htm.

This is the sixth edition ofthe paragliding state distance record list, and in 2001 there were three new straight-distance records to report: California, New York and Texas. CALIFORNIA On June 16, 2001, Tom Truax flew 145 miles from Walt's Point in the Owens Valley, breaking the previous record of 139 miles set by Tony Deleo two years earlier. Tom flew his Gin Bonanza for eight hours and 10 minutes, landing five miles past Luning, Nevada, on the road to Gabbs. There was a light-and-variable winds-aloft forecast and he described the

conditions like this: "On balance, I think the potential for a long flight from Walt's was about as good as you can expect. The cores were a bit small, but I seemed to avoid big, broad areas of sink that you often find when the lift is strong and fat." In the late afternoon Tom climbed up to 18,000' MSL and reported that he was still two or three thousand feed below cloud base. One interesting note is that

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manage to get around to putting fresh Cherie's 121-mile flight set a new U.S. batteries in some key instruments. I women's open distance record, and it follaunched at 11:50 AM, chasing Kevin and lowed on the heels of two other long Florian who were up and away before I flights for Cherie last year (70 miles from was. I was able to climb straight out to Paiute to Luning in the Owens Valley, 2,400' MSL over launch in smooth, 2-4 California, and 45.5 miles from Chelan mis up. After that, the flight was pure Butte toward Wilbur in Washington cloud-hopping with a state). For a detailed Prior to 2001 there wasn't even report on the 2001 moderate tailwind of 10-20 km/h. I never a state distance record listed for WRE paragliding referenced the ground record flights, see the once for a source. Texas, but now it's on the list September 2001 issue Cloud base was 2,400' of Paragliding magawith the longest paraglider MSL at launch, rising zine. Josh, a master of to 2,700' MSL by 3:00 flight ever in the U.S. -200 understatement, starts PM. I flew mostly out his article with the miles by josh Cohn. How between 1,600' MSL observation that, and cloud base with could that be? The answer lies "Conditions looked many climbs of 800 pretty good in Zapata, meters or so in consisin Z4,pata, Texas, a small town Texas," on the day of tent lift. My vario wit~nieteorolooic¢l conditions his 200-mile flight. If . 6' that's what happens packed up due to dead batteries immediately when conditions are and terrain that create ideal after the climb-out pretty good, imagine conditions for long-distance from launch, and I had what might happen to thermal using this year if conditions flights in paragliders and altimeter readings get really good. hang gliders. from my GPS for the Looking at the state rest of the flight. This distance records I see a made me a little slow." few things worth pointing out. First, both Charles Warren and Josh Cohn were flying TEXAS DHV 2 gliders, proving once again that Prior to 2001 there wasn't even a state high-performance competition gliders distance record listed for Texas, but now aren't necessary for distance record flights. it's on the list with the longest paraglider Also, there are now seven states with flights flight ever in the U.S. - 200 miles by longer than 100 miles (out of 18 total Josh Cohn. How could that be? The states on the list), and the number of states answer lies in Zapata, Texas, a small town with tow-launched records has risen to with meteorological conditions and terthree (including the two longest flights on rain that create ideal conditions for longthe list). There's definitely more towing distance flights in paragliders and hang going on now than in years past, and it's gliders. You've no doubt read about opening up new possibilities for pilots who weatherman Gary Osoba's forecasting want to fly long distances. and the World Record Encampment, so I If your flight should be listed here and won't go into detail about them here, but it's not, it's only because I wasn't aware of the result last summer was that four it. Send me information about flights that pilots (Josh on a Windtech Quarx, David should be on the list and I'll update it Prentice on an Ozone Proton, Arnold periodically. You can e-mail cross-country Marx on a Windtech Silex, and Cherie flight reports to me at steveroti@hotmail. Silvera on an Advance Omega 5) all flew com, or send them by U.S. mail to P.O. farther than 100 miles during the WRE. Box 8989, Portland, OR 97207, or phone David's 125 and 142 milers were Texas them in to (503) 284-0998. Be sure to records until Josh busted out with the include your name, miles flown, duration, 200-miler, which was also a new distakeoff site, flight date, and make/model tance-to-goal world record flight. of glider. Im JULY

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Paragliding Interviews

by josh Cohn

PARAGLIDING

• K arl

Castle needs little introduction, having b~en at the top of womens hang gliding for as long as I can remember, and at the top of women's paragliding when she has competed in ir. Just lase summer she reclaimed her women's hang gliding open-distance record in Zapata with a 250-mile flight after winning the Paragliding Nationals in Chelan, Washington. A two-time hang gliding world champion, she'll be gunning for a third in Chelan this summer. If you've met Kari you know she is one of the funnier people in the free-flying world, with a wit honed by years of hanging with a sometimes-rough crowd of guys. There is no doubt chat she can hang.

Josh: How did you get started in hang gliding

become family to me in many ways and I always loved beating my brothers! Winning is just icing on the cake; I love icing.

with friends to cloud base, hooting and hollering a great big "YEE HAH," a bald eagle staring at us while climbing up with us in disbelief

Josh: Do you have a philosophy about which

risks are worth taking?

Josh: Which pilots have you learned the most from, and/or looked to far inspiration?

Kari: Everything in flying is a calculated risk. Do I fly today? What time should I launch? Where do I fly to, to get up? How high do I need to be to get up over there? Can I land in that field? I take all of this into account while making the simplest decisions, and if I don't feel good about something, I just won't do it. I have learned my limits and nothing is worth hurting myself for.

Kari: I have learned so much from the top competition pilots. There is no better way to improve than to surround yourself with more experienced pilots. The inspiration comes from the special pilots who take the time to help new and less experienced pilots along the way. There have been many pilots along the way that have helped me and I thank them for that.

Josh: What are some ofyour favorite flying

Josh: How important is sponsorship to the

memories?

lifestyle ofa free-flying superstar?

and paragliding? Kari: It's mandatory unless you were born Kari: I guess you could say I was just following my dreams. As a kid I had recurring dreams of flying. In these dreams I would fly like Peter Pan up over my neighborhood, but the best part was that I could land and take off from anywhere. So hang gliding was the start for me back in 1981. When I was first introduced to paragliding in 1988 I was ready to cry something new - hey, it flew, didn't it! I haven't stopped since in either sport.

Josh: How do the two scenes compare and

how have they evolved in the several years you've been involved? Kari: The two scenes are comparable in that that both attract the sometimes rough crowd of guys. I'd have to say they have both evolved a lot in the safery department. The competitions in the early days were more about who had the biggest cajones, but now pilots have gotten smarter and are not willing to risk their lives. We have all seen too many of our friends lost or hurt in competition. So now meet directors are using good judgment, safery directors make good calls, and the best pilot usually wins. Josh: What motivates you to compete and win? Kari: I'm still competing after all these years because I'm still learning. If I weren't, it wouldn't be fun , which is another reason I compete. I have so much fun flying with so many good pilots. These pilots have

JULY

2002

the comps in places and at certain times of the year, etc. I thought the number of deployments and injuries were way too high a risk for me to play with. Over the last few years I've seen a remarkable change in the safety issues, and the gliders just keep getting better. Hence, I'm starting to play with the idea of competing again. Last year in Chelan I figured I would just fly when it looked good to me. I even flew the new Windtech 1-2 Serak for a few of the days to build my confidence. At the end, to my surprise, I flew every day there - the last day being a bit marginal but I was warmed up and I got off early. It was a blast! Josh: Any advice for hang pilots learning to

paraglide or vice-versa?

Kari looking 250 miles away. Photo © 2002 by Diana Wallis. into wealth. I quit my regular 9:00 to 5:00 type job when I moved to the Owens Valley in 1988 to pursue my flying addiction. I worked just enough so I could afford to go to comps. I was lucky enough to have sponsorship from a manufacturer at that time. With that combo going on for years I managed to just get by. Did I mention I had a lot of fun too? And now with companies such as Red Bull that embrace our flying world and sponsor a number of well-known pilots, things are looking up. This helps free up the manufacturers that are struggling to stay in the market. Comp pilots need to look for corporate sponsors for support. This will help everyone in our sport by bringing legitimacy to the game. Josh: What qualities are important to you in

a sponsor? Kari: I must love the product, is the number-one rule for me. All of my sponsors that I've gone after are a result of my love for their products, such as Windtech, Icaro 2000, Red Bull, Oakley, Teva (Deckers), Stonewear Designs, Woody Valley, Arai Design, Flight Connections. Then they must believe in what I do and what I can do. Having them psyched about flying is the key to success.

Josh: You've been in, then out, then recent/,y

back into the paragliding competition scene, always doing well. Was it the new gliders available such as the Quarx that got you fired up to compete in the Nationals in Chelan last ]u/,y, for instance, or were there other reasons? Kari: Of course, having Dixon White encourage me, and a great glider like the Quarx made me feel good enough to even think about competing again. One of the main reasons for being in and getting out again was the way the competitions were going for a while. I thought the paragliding comp scene was absolutely crazy, holding

Kari looking serious. Photo by Willi Ewig I Manilla Skyranch.

Josh: Just do it! You need to have the time to put into learning the new sport, and then the crossover can be challenging at first, going back and forth. So it's important to try to stay current in both sports so you don't lose your edge. I absolutely love having both options to fly. Take your time and treat it like a brand-new sport and you'll be fine. I find when teaching crossover students that they learn really quickly as long as they don't think they already know it all. Josh: My flying buddies want to know why

there aren't more women in these sports. Any theories? Also, do you have any advice for aspiring women pilots? Kari: I'm probably not the one to ask, seeing as how I'm so deep into both sports. I see no good reason why they all wouldn't want to fly. Don't they get it? Freedom, exhilaration, fresh air, a male-dominated sport - sounds like a winning combination to me! My advice to aspiring women pilots: Take your time; learn at a pace that is comfortable for you. We learn differently than guys, so be aware of that and don't let it get you down. Know that women make great pilots when they let go of the fears and let the senses take over. Take control of your flying. I've seen too many women let themselves be radio controlled their whole careers - it's scary. Bottom line: Who's flying, anyway? Josh: You do quite a bit ofthermal and X-C

instruction. What is your best bit ofwisdom PARAGLIDING

far pilots making the step from X-C pilot to comp pilot?

competitions in order for our sport to grow. This is where I'd like to help.

Kari: I highly recommend entering a competition, the sooner the better. There is no better way to improve your X-C skills than to witness the best of the best doing their thing. Go into it with a goal to learn. Treat it as if you are taking an X-C course, ask lots of questions, and don't set yourself up with unrealistic expectations. My goal when I first started was to just not finish last. I figured anything above that and I was doing great.

Josh: How have the schools and teaching philosophies changed over the years?

Josh: The next paragliding Nationals will be at your home site, the Owen's Valley. Are you involved in the organization, and do you have any tips far pilots who haven't flown the Owens?

Kari: What a difference from when I learned to fly in 1981. They took me to the top of a 200-foot hill, gave me a few pointers, and, of course, a hang glider, and said run. I was scared to death to say the least.

Kari: I'm excited that the Owen's Valley will host the U.S. Paragliding Nationals again. It's been more

Nowadays a new student can sign up with a professional school like Dixon's Airplay in Arizona or Washington and be completely at ease learning in the right progression from true professionals. These guys are mastering the art of teaching and pride themselves in safety. They take pride in working with their dealers and other schools, such as Rob Sporrer's Eagle Paragliding in Santa Barbara and others around the country, to ensure that students get the best service and training possible. It's a winning combination.

held here. Things have changed a lot since then. My involvement is limited because of my busy schedule, but I will be helping with local matters, sponsors, and, of course, organizing the Red Bull Afterburner Party! I want to help make it a great experience for the pilots and crew with fun and safety being the main themes of the competition. Pro tips: Take a maneuvers course beforehand, know your wing inside and out, be prepared for big air, and sign up for an X-C course with me beforehand ro get the inside scoop on flying here. !Im

Josh: Are there skills in X-C or competition that you make an effort to practice? Kari: Yes. I'm constantly trying to train my mind. After a pilot learns the basic flying skills needed to stay up in most conditions and terrain, the test is then in decisionmaking. It is truly amazing how many mistakes go along with one day of competition flying. The skill is to make as few mistakes as possible. I'm a slow learner at times, and some of these mistakes I have to make over and over to get it right. The trick is to not let it get you down, recognize it, say thanks for showing it to me again, and go on from there. Competition is all a mind game. At this point, it's fun.

Josh: Do you have any secrets ofX-C success that you've kept to yourself until now? Kari: Of course!

Josh: Where do you see yourselfgoing professionally in the next 10 years? Kari: That's a good question. I keep wondering what I'll be when I grow up! Actually I see myself getting more involved with filming and photography. For me, it's a way of sharing this exciting sport through (from) our flying eyes. Then, of course, there is my dream "fun resort" with the theme, "Come and play!"

Josh: Where would you like to see free flying go in the next 10 years? Kari: I'd love to see hang gliding and paragliding in the Olympics. Speedgliding and freestyle aerobatic competition are gaining popularity in the media. We need even more creative ideas for media-friendly

JULY

2002

ater is viral to survival, and free-flight pilots routinely and intentionally put themselves in environments that are hostile to water, thus risking dehydration and the many physical problems (including death) related to dehydration. We seek out, high, dry, sun-scorched ridges and mountains in the heat of summer (see the related story in the March issue). Bur this just means we need to plan better to stay hydrated and healthy. Fortunately, the general outdoor recreation community has the same needs and thirsts, and over the years, hikers, bikers and runners have helped developed some incredibly efficient, lightweight means of carrying and consuming water. Indeed, multi-million dollar companies have ---been built around the need to stay hydrated. As a result, there are a slew of hydration systems on the market that, while initially designed for hikers, bikers, skiers and

s give me some to dn k. article and photos by Dan A. Nelson

We may live to fly, but we must drink to live.

The author with the Camelbak Rocket.

climbers, perfectly suit foot-launch pilots. A5 in all things, though, not all of the competing products are equal in performance, price and functionaliry. With that in mind, we decided to put a sampling of the leading hydration packs in the hands of a several testers to be used extensively in the field. We selected hydration systems that offered at least 1.5 liters of fluid capaciry, a modest amount of storage (for keys, wallet, etc.) and which could be carried independently via shoulder straps or hipbelt, but still be slim and sleek enough to be loaded inside a pack or harness pocket as an add-on hydration system. The test requirements were simple: Use the hydration systems as much as possible, in a variery of ways, and feel free to treat them as roughly as possible. What we found surprised none of us: There are some products worth avoiding and others you should actively seek out. The testing of these products wasn't limited to launch sites. In addition to putting the products to use while paragliding and parawaiting (endlessly parawaiting, it seemed!), we toted the hydration packs up

hiking trails, down mountain biking trails and all over ski slopes. Joining me in testing these products were Donna Meshke, a P2 pilot and my worthy partner in all things outdoors (and indoors); Bree Barton, also a P2 pilot, hiker and ORV enthusiast; and Alan Bauer, a professional outdoor photographer. Me, I'm a professional hiker and gear review specialist (for several publications), as well as a P2-rated paraglider pilot. In the interest of space and clariry, we've focused only on the best of the best there are too many dogs in the kennel to name them all. Here's what we found. CAMELBAK ROCKET, $80 Camelbak entered the scene with their first bladder-type water bottle and drinking rube (i.e., hydration system) a decade ago, and they've been at the forefront of the market ever since. This company offers a broad range of models, from simple bladders and tubes to technical packs designed for exhaustive outings in the world's remotest regions. The strength of the Camelbak line,

though, is their attention to detail, with a strong focus on the needs of the end-user - whether it's a mountain biker, U.S. Army Ranger (yes, Camelbak does supply product to the U.S. Military), adventure racer, hiker or paraglider pilot. A great example is the Camelbak Rocker. The heart of this sleek pack is a baffled 72ounce (2.1-liter) water bladder, the Omega Reservoir. The internal baffle holds the front and back closer together when full to keep it lying flat (the tendency is for the soft bladder to bulge up into a cylinder space when filled with fluid, but that makes the pack much less comfortable on your back). The Omega Reservoir also boasts a huge opening through which you can insert ice cubes. It is big enough, in fact, that you can stick a hand through so you can reach in and scrub out any buildup on the inside. At the other end of the drinking system is a drip-free bite valve. After hundreds of hours of use, not one of the test samples we used leaked. And as further protection from inadvertent leakage, the drinking tube has a small shut-off valve positioned near

The Platypus Streak.

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2002

The Ultimate,

the bite valve, This proved to be extremely valuable in transit to our destinations, Tossing gear into the back of a truck or car, it is almost inevitable that something heavy is going to come down on the bite valve, letting water gush out all over the rest of your gear while you drive up the

mountain, With the Camelbak "Hydrolock" this couldn't happen, The Rocket pack itself is simplicity in action. A simple, padded sleeve holds and insulates the water bladder, and a modest pleated pocket, accessed through a long zipper around the top edge, covers the

front of that sleeve. The pack fits comfortably on your spine, nesting between the shoulder blades. The shoulder straps are lightly padded, just enough to keep your shoulders protected, but not enough to be bulky or cumbersome when shoved into a pack. The small, one-inch webbing hipPARAGLIDING

belt attaches with Velcro straps, so it can be removed. I tossed the belt immediately since its only real purpose is hold the pack in place on your back, not to take any weight. The Rocket is an efficient water carrier, whether strapped to your back or stuffed in your pack. For more information visit www.camelbak.com.

CAMELBAK FIASHFLO, $40 The FlashFlo boasts many of the same great features of the Rocket (see above) but in a waist pack rather than a backpack form. The FlashFlo sports a 45-ounce ( 1.'!liter) reservoir, and about 60 cubic inches of storage space (just enough for an energy bar or two, a set of car keys and a wallet). The bladder lacks the oversized opening found in Omega Reservoir, but otherwise is identical when it comes to features, from the soft, puncture-resistant material to the Hydrolock flow valve. The FlashFlo pack fits comfortably, snugging firmly into the lumbar region of the back, thanks to a broad, stabilizing hipbelt. The hipbelt has broad mesh panels which wrap the hips (with the modest size of the pack, there's not a pressing need for padding), providing stability and breathability. The long drinking tube wraps around the hipbelt, clipping in place with a few quick-clips around the top of the belt. This keeps the drinking tube readily at hand when needed (a simple tug pops the tube off the belt and it's plenty long to reach your mouth) but also out of the way when not needed. Folks who want less bulk, and don't need a full two liters of fluid, will enjoy the compact functionality of the FlashFlo. For more information visit www.camelbak.com. CASCADE DESIGNS PLATYPUS STREAK, $54 The Platypus water bladder set a new standard for the hydration market. It is a lighter, less expensive bladder than most on the market, yet is remarkably durable and effective. What's more, Cascade Designs developed an incredible zipper-type closure, letting them create a bladder that opens along its entire top edge. The Big Zip bladder swallows 60 ounces (1.8 liters) and, with its broad opening, you can load it up with ice, lemon slices, or whatever

jULY

2002

you want, then reach in and clean it out. The Big Zip is made with durable triplelayer laminate (lined with polyethylene so there is no "plastic flavor" bleeding into the water) and welded seam construction. The material is so durable it can be frozen or filled with boiling water, and comes with a lifetime warranty. Plain and simple, the Platypus doesn't leak. I've loaded up a Big Zip full of water and ice and hucked it off a 100-foot cliff. No pops, no leaks. The Hyper Flow bite valve also proves to be leak-proof: though incredibly soft and comfortable to bite and use. The Streak pack rides comfortably on the back, with well-shaped, padded shoulder straps holding the sleek pack in place. A wide bellowed pocket offers more than l 80 cubic inches of storage - enough lunch and other essentials - while the flat bladder slips into a padded sleeve on the inside of the pack. When loaded in a backpack, the Streak sits flat and compact. The form and function of the Platypus Streak makes it a winner, and with a price well below that of comparable products, it's hard to beat. For more information visit www.cascadedesigns.com.

ULTIMATE DIRECTIONS XSPURT, $80 Camelbak may be a leader in cultivating the hydration system market, but Ultimate Direction literally invented that market. More than 20 years ago, the company founder, Bryce Thatcher, sought a better way to carry water during his epic adventures as a climber, runner and cross-country skier. He couldn't find what he wanted, so he invented it: the hydration system. The first system was a contoured waist pack holding a pair of bicycle water bottles. In the 20 years since, Ultimate has perfected the hydration system by offering a slew of products and models to fit any possible niche sport. The company offers the biggest and best line of packs and carries for traditional water bottles, but also earns top marks for their bladder-style hydration systems. The Ultimate SportTank, 96 ounces (2.8 liters), boasts an innovative roll-top design. The top of the bladder opens completely for filling (or cleaning) then rolls down and seals with a Velcro strap for a superb leak-proof closure. The soft, clear, polyurethane tank has no odor and doesn't leave a plastic taste in the

water. Internal baffles reduce water slosh and keep the tank flat and comfortable on your back (or in your pack). The Ultimate bite valve takes more bite pressure to open than some, but it proved to be leak proof and resistant to accidental openings. (For instance, if you sit on some bite valves, you'll end up with an uncomfortable, and hard to explain, water stain on your britches. But not with this one.) The XSpurt pack sports a yoke-type harness that wraps around your shoulders and the back of your neck to prevent uncomfortable pressure. The pack boasts a roomy 425 cubic inches of storage space ~ - plenty of room for lunch for two. There's also a mesh panel covering the outside of the pack so you can stash a jacket or gloves when not in use. For more information visit www.ultimatedirection.com.

ULTIMATE DIRECTIONS LUNA, $70 Like its sister company, Sierra Designs, Ultimate Direction had invested a lot of time, money and energy in meeting the needs of female athletes. Whereas some companies merely change the colors of their standard line of products to create a "women's line," Ultimate actually invests in designs that make sense for women. 1 didn't believe there was much you could do to make a small hydration pack gender specific, but the women testers I trusted told me otherwise. The Ultimate Direction Luna hydration pack proved it. The lower profile of the pack fits more comfortably on a woman's back, and the contour of the shoulder straps wraps around the torso more comfortably. The Luna sports many of the same features as the XSpurt. The SportTank is just 64 ounces rather than 96, but otherwise is identical, and the pack design is likewise comparable. It actually has more gear storage space (600 cubic inches), but lacks the mesh stuff panel. The women in the test praised its fit, and the comfort of the strap system. If there is any gripe, it is that the pack has too much cargo room, making a bit bulky for fitting into already full pack pockets. But this was a minor quibble, and the Luna earned high praise otherwise. for more information visit www.ultimatedirection.com. •

THESKYWALK

•••••••••

RECREATIONAL PARAGLIDER REVIEW PREFACE This review of the Skywalk SilexX is the 13th article in my series of Recreational Paraglider Reviews, which began in the November/December 1998 issue of

Paragliding. The reasons for reviewing this particular glider are as follows: • I was asked by the U.S. importer/distributor, Chris Bowles of Southern Skies, to do a review as the sequel to the very successful Swing Silex motor wing. • I have a personal interest in keeping abreast of new developments in motoring wmgs. • I liked the Swing Silex both as a motoring and soaring wing in strong conditions because of its stability and high maximum speed. • The Skywalk SilexX is the first purposebuilt, crossover wing intended to bridge the gap between motoring and soaring. Please read the sidebar accompanying this article entitled "Glider Reviews," which discusses writer motivation and perceived bias.

INTRODUCTION The German PPG (Powered ParaGlider) manufacturer, Fresh Breeze (FB), wanted to market a wing to improve upon their very successful, dedicated motor wing to make it better suited for soaring. The designer of both the original Silex and its sequel, the SilexX (Silex 2, two X or double X as you

prefer), is Manfred Kistler, who left Swing and in August of last year founded Skywalk in Germany with a six-person team. The other parmers are: Armin Harich, wellknown German cross-country and competition pilot; Thomas Allertseder, former owner of the Betech line company; Arne Wehrlin, test and competition pilot; Ralf Grosel, CAD (Computer Aided Design) specialist and experienced kite designer; and Jilrgen Kraus, one of the most experienced test pilots. The original Silex was optimized for motoring by providing it with a high trim speed and a fast roll rate for improved maneuverability. The result was a fast wing with quick and responsive handling, but it lacked the ability to flat rum and its sink rate was higher than that of conventional soaring wings. So Manfred created a crossover wing to bridge the gap between motoring and soaring. Even though FB intended to discontinue distribution of the original Silex, they chose to continue supplying it at least for the present time because the demand remains in the motoring community. Neither the Swing Silex nor the Skywalk SilexX should be confused with the Windtech Silex, which is an AFNOR competition-level dedicated soaring wmg.

THE SKYWALK PRODUCT LINE Since Skywalk is a new company, they have produced only two gliders so far as listed in Table 1.

SIZING As of this writing, the SilexX is only available in the small size. A medium size and a large size may be available by the time this article is published. The specifications for the small size are listed in Table 2. Since I have no owner's manual for the wing, the available data are limited. I flew both a prototype (solid blue without accent pattern) and the actual DHV test glider (red with accent pattern), and my hook-in weight of approximately 200 pounds put me in the top half of the weight range.

PARAGLIDING

BRAKE LINE ROUTING OPTIONS

Center cell closeup. The alternating black and white strips of the full-span, aerobatic-looking piano-keyboard, undersurface leading edge pattern differs somewhat from the original Silex because it sweeps a& toward the trailing edge out near the wing tips. The center cell marking uses a small black circle at the trailing edge. See Photo.

The lines are made ofTechnora Super aramid and have a double-cascade configuration with lower, middle and upper lines. Colored sheathing and lower line distribution is as follows: three yellow N.s, three red B's, four blue/green C's and two blue/green D's. The yellow stabilo line is attached to the B-riser.

The SilexX. rear risers have two pulleys for routing the brake lines, with the lower one primarily intended to restrain the toggles from contacting the propeller when motoring. See Photo. Routing the brake line through the upper and lower pulleys, or just through the lower pulley, may be useful for pilots with short arms, particularly if motoring with a high suspension attachment point, but I found it to be awkward and uncomfortable. Since I fly with my brake lines shorter than most pilots do, I found the use of the lower pulley unnecessary regarding propeller contact, except for motor configurations such as the Adventure F4, which has short fore/a& spacing between the riser attachment and the propeller.

Ifyou choose to not use the lower pulley for routing the brake lines, be sure to conduct a thorough ground check before flying with this configuration, since getting your toggle caught in the propeller could result in a spin to impact ifthe brake line were to wrap around the propeller rather than breaking. ACCESSORIES The SilexX. comes standard with two accessories, an accelerator and rear riser trimmers. Both of these accessories lower the angle of attack when utilized, thereby increasing airspeed by lowering the flight path angle. In the interest of pilot safety I want to emphasize that reducing the angle ofattack makes the

wing more susceptible to leading edge coluzpse

1. Trimmers set long (fast). 2. Trimmers set short (slow).

CANOPY The SilexX. is made with French Porcher Marine fabric and uses modern construction: • V-ribs (diagonal rib) construction to reduce parasitic drag. • Cloth reinforcement strips along the 0-row for strength and shape control. • Mylar (polyester sheet) reinforced vertical ribs for good inflation characteristics. The stock colors are red, blue or yellow. Other colors are available by special order.

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2002

The SilexX. has a four-riser configuration with both an accelerator and trimmers. See Photo. The riser color-coding matches the line coloring. The accelerator uses two pulleys yielding a 3: 1 ratio with 14. 6 cm (5 .8 inches) of pulley line travel. The accelerator affects the A, B and C risers, while the trimmers affect only the C and D risers. The trimmers allow only lengthening of the rear risers with no shortening possible. There are no split A-risers, but the short riser length (46 cm/18 inches) allows the lines to be accessible in flight for performing big ears, even when motoring with higher attachment points above the pilot's shoulders. The brake line keepers are of the magnetic type.

when flown in turbulent conditions such as thermals, shear, wake and rotor. Therefore, these speed-enhancing accessories must be

used ,vith discretion in turbulent conditions. As with any paraglider, if a leading edge tuck or asymmetric collapse occurs when either of these accessories is being utilized, the recovery time and potential complications will be

TABLE 1 -THE SKYWALK

PRODUCT LINE Model

Certification

Hype SilexX

DHVl-2 DHV2with trimmers fixed

Current Size Available Large Small

DULV with

trimmers free 1DUL V- Deutscher UltraLeichtflugVerband. German powered ultralight cmification organiz,ation, the DHV equivalentfor powerrd wingr and machines.

Glider Reviews: Are they disguised advertisements, solely editorials, or advertorial hybrids? by Alan Chuculate

n ecendy, questions have been raised as to

GENERAL REASONS FOR WRITING REVIEWS Nearly four years ago, USHGA publications editor Gil Dodgen asked me if I would be interested in writing paraglider review articles, because he perceived a desire for them from the membership and no one was producing them regularly at that time. He didn't offer me an exclusive for providing these reviews, and during the time I have been writing for Paragliding magazine other authors have also been providing them, most notably Steve Roti, as well as others. I also write safety, educational and technical articles for this magazine as well as other publications. I am not paid by manufacturers or importers/ distributors to write glider reviews. The USHGA pays me a modest per-published-page rate, which does not

begin to cover the cost of my time to produce these articles. Some of the importers/distributors, but not all, have given me token gifrs such as a T-shirt, a hat, a windsock, a fanny pack and even a stuff sack. Some of the importers/distributors, but not all, have offered me a discount on a demo glider I used for a review. Sometimes the importers/distributors pay for shipping the gliders in both directions, while others pay only the shipping to me, and I pay for the return or forwarded freight. Most recently, one importer/distributor offered to pay me to write a review out of respect for the time and effort it takes to do a review, but I settled for a stuff sack and some miscellaneous small parts. The main reason I do glider reviews is to keep abreast of new developments and to have the opportunity to fly numerous gliders. I enjoy writing, and view it as one of several ways in which I contribute to the flying community. In coming years I plan to publish one or more books. These articles present an opportunity for my wife and me to collaborate on a mutual project. You know her as my photographer, but she is also my preliminary editor. We both enjoy the process and the result of producing glider reviews, including the business contacts made, meeting different personali-

TABLE 2 - SILEXX SPECIFICATIONS

minimized if the accessories are immediately returned to their slowest setting.

.f\.a writer's motivation for submitting

paraglider reviews, and as to whether the reviews are honest or biased based on one's business affiliations. As for me, I would like to share my reasons in general for writing reviews, specific reasons for reviewing a particular glider, the qualifications I have for the gliders I review, and any business affiliations that may be perceived to bias me.

Size ........................... Small Recommended Takeoff Weight (kg/ lb) Soaring ........ 80 - 100 I 176 - 220 Motoring ..... 100 - 130 I 220 - 286 Number of Cells ................... 42 Wing Area (ni2) Flat,,, ....................... 24.B Projeci:ed , .................. 22.3 W!llg Span. {m I ft) Flat ................... 10.5 I 34.3 Ptojeci:ed ................ 9.0 I 29.5 Aspect Ratlo.(Flat I Projeci:ed) .. 4.413.6

TABLE 3 - SILEXXAIRSPEEDS Airspeefls Trim

M~imum

km/hr. 36-37 50

mi/hr. 22-23 31

ACCELERATOR An accelerator, often referred to as a speed system, is common on paragliders, but not as popular when motoring. I suspect that this is because motor harnesses have historically not been available with the pulleys required for accelerator use, and that training in their use has typically not been provided to the motor community, which is predominately a nonparagliding group here in the U.S. The system is activated and deactivated by the foot stirrup, so the action is nearly instantaneous if the pilot's feet are resting on the stirrup, as I recommend. An accelerator affects both riser sets about equally and simultaneously, so changes are usually symmetrical and no turning tendency is introduced. A speed system is simpler than trim-

ties in the industry, learning about new glider innovations, test-flying, capturing the essence of the gliders in photographs, and the positive feedback we receive from the flying community. REASONS FOR REVIEWING A SPECIFIC GLIDER The reasons for reviewing a particular glider va1y widely. Some of these are: • Personal interest (such as motoring). • Solicitation directly by an importer/distributor to publicize a new glider. • Solicitation by a dealer who wants to promote a glider he sells. • Suggestion by a pilot who thinks highly of his or her current glider or who is considering buying a replacement glider. • The glider has a unique or innovative feature or characteristic behavior. • The glider is the newest model in a product line. • The glider is produced by a new manufacturer. • The glider is newly imported and available in the U.S.

As standard practice going forward, I will include the specific reasons as to why I am writing a review of a particular glider, as I have done in this latest review of the SilexX. QUALIFICATIONS FOR REVIEWING A SPECIFIC GLIDER • I want to encourage pilots to fly safe gliders, which is why I've titled my series

mers for a manufacturer when it comes to getting a glider to pass certification tests, because a glider with trimmers requires twice as many tests since each test must be performed at each extreme setting. The accelerator travel on the SilexX is not as long as that of a typical paraglider because the motor risers are shorter. TRIMMERS The rear riser trimmers on the SilexX are configured to only allow the wing to speed up from what is termed the neutral trim position. Neutral trim is the position the risers would have if the trimmers weren't present, that is, all of the risers are of equal length. Some paragliders with trimmers also allow shortening the rear risers from neutral trim. An advantage of trimmers over an accelerator for the motoring applications is to compensate for turning during power PARAGLIDING

"Recreational Paraglider Reviews," and the gliders I've reviewed have all been DHV 1-2 or D HV 2, with the exception of the original Silex motor glider which was not DHV tested but was DULV approved. • If I subjectively view a glider as having questionable safety, I will not review it, which is why I will not do reviews of DHV 2-3, DHV 3 or AFNOR Competition wings. • I want to appeal to the majority of readers, and most U.S. pilots fly gliders in the DHV 1-2 and DHV 2 categories. • I prefer to review recently released gliders that are less than a year old, at least in the U.S. market. • I doubt I will ever do a review of a DHV 1 glider because I believe they are much more alike than different, and they are primarily marketed as instructional trainers. • On rare occasions I have chosen not to write a review of a glider after having flown it, because it had one or more attributes which I found to be unacceptable.

greater than the differences. BUSINESS AFFILIATIONS

• I am an independent instructor/dealer with no employees. I offer personalized training emphasizing quality over quantity.

• I do subcontract to other businesses for limited periods with larger student classes.

• I am not an importer or distributor for any products, and I don't exclusively represent any particular brand.

• I want my customers to have the right equipment for their needs, so I will sell them what I believe is appropriate for them. • Customer needs are based on a variety of factors, including: Their previous experience Their current skill level The sites they fly The type and range of conditions in which they fly The frequency and regularity of their flying Their intention for flying • There are gliders I have sold which I have not reviewed, and gliders I have reviewed which I have not sold. It is a complex matter that's dependent on several variables, including timing and pricing.

Some members object to my personal policy of not publicizing unacceptable information because they want to know which gliders are bad. The truth of the matter is that if you buy a modern glider with a proven track record, certified at an appropriate level for you skill, and you maintain it as the manufacturer prescribes, chances are you won't ever encounter a bad glider. While the range of what qualifies as a D HV 1-2 glider seems to be expanding, the similarities remain

SUMMARY The ultralight industry in the U.S., and particularly the unpowered ultralight business, is a small and fragile venture in

climbs caused by propeller torque. Note that some pilots mistakenly refer to propeller torque as P-factor, which is an unrelated propeller phenomenon resulting from the differential angle of attack between the ascending blade and the descending blade, known as asymmetrical disc loading or asymmetrical blade thrust. With the SilexX trim system there is not only adequate trimmer travel to fly straight during climb, but there is additional trim available to make a climbing turn opposite to the propeller torque without using the toggles. This is accomplished by fully lengthening the riser on the side the wing turns to under power, to accelerate the slow side while simultaneously fully shortening the opposite riser to decelerate the fast side. The SilexX received DULV certification with its full range of trim settings. The trimmer uses a circular metal ring

sewn to the webbing as a handle, the weight of which keeps it from flopping around in flight when set in the short (slow) position, so Velcro is not necessary to secure the handle to the rear riser as was used on the original Silex. See Photo. This metal ring serves a second purpose in that it can be hooked onto the carabiner to restrict trimmer use for soaring. In this configuration (with trimmers fixed short) the SilexX is listed in the DHV report as having no trimmers, even though they were installed on the risers. Informal testing with the trimmers fully lengthened resulted in DHV 2 behavior even when flown at 125 kg, which is over the maximum certified weight. DHV test pilot Mike Kung was particularly enthusiastic about the smooth collapse reactions with open trimmers at high wing loading during testing, because a motor wing has never achieved such forgiving behavior before!

JULY

2002

the bigger picture of the economy. A bad reputation for an inferior product could be devastating to a particular company and result in financial ruin. While my intention is not to protect the financial solvency of a supplier in favor of putting the pilot community at risk, I also don't want to be the catalyst for financial ruin of a business because of my subjective opinion. However, I wouldn't hesitate to publicize a particular glider's lack of safety that was revealed to me, especially if the supplier proved to be malicious, deceptive or misleading concerning public disclosure of this information. The bottom line is that if I don't have something good to say about a glider, I would prefer to let my silence speak for itself. That's not to say that if I haven't reviewed a glider I don't like it, because there are many reasons why I haven't reviewed some gliders or brands, the primary one being time. I don't want to read a review that berates equipment, and I believe the majority of readers don't want to either. Whether a glider review is intended as a promotional tool for the supplier or not, the truth is that it has this result. AB a writer I do my best to be honest and I state my biases where and when they occur. I hope this short article clarifies my position. If you have an opinion regarding motivation and bias in glider reviews, I encourage you to publicize it in a letter to the editor or an article of your own. II

GROUND HANDLING The SilexX tends to hang back when inflating in light or no-wind conditions, so setting the trim faster is recommended for lightwind inflations. If you do trim fast for inflation, to maintain the lowest sink rate for mountain launch soaring or to minimize your takeoff distance when motor launching from flat ground, I suggest that you trim the glider to full slow following the inflation but before committing to liftoff. When it's windy the glider comes fully overhead without hanging back, so no-hands inflations are easily accomplished in either the forward or reverse position, and the glider stays overhead without deflating if the wind is also steady. BRAKE LINE LENGTH The brake travel is appropriately long for the higher suspension position typically used for motoring. This also makes it forgiving for

beginner pilots. When paragliding using the SilexX, I found it preferable to shorten the brakes a little.

IN-FLIGHT HANDLING The SilexX initially turns flat in the early stages of braking, but steepens the bank quickly as additional braking is applied. The roll rare is slower than the original Silex, and it turns flatter than its predecessor, although not as flat as a typical paraglider. So, while it can produce a more efficient soaring turn than the original Silex, it only handles like a soaring wing when the lift is wide and shallow banks are used.

PERFORMANCE Performance data are limited since the owner's manual has not yet been translated into English. The SilexX is probably trimmed to fly at the speed for maximum LID (lift to drag ratio), which is equivalent ro die maxinmm glide ratio in still air. The minimum sink rate is estimated to occur at 25 % brake. No performance polar was published or measured, but the airspeeds from the DHV report for the small size are listed in Table 3. I did make an interesting relative performance comparison while flying on a strong day at Horse Canyon in Southern California. Early in the day the thermals were narrow, and with my high speed when turning flat and high sink rate when turning steeply, I could not get the altitude gains that the other paraglider and hang glider pilots were, which was frustrating. Later in the afternoon, when the thermals broadened and became more workable for the SilexX, the situation seemed to instantly reverse. I was above everyone else and our-climbed a hang glider pilot in the same wide, fat thermal,

L d no one could reach me vertically. I did ~ot experience any collapses and I could lnove around at will, which inspired me with confident sense of impunity and made the ~ght very relaxing and satisfying.

bESCENT TECHNIQUES jrhere are four common descent techniques: pig ears, big ears with speed bar, B-stall and spiral dive. Since the SilexX also has trimhiers, these can be used with big ears and/or tiie speed bar for two additional combinafions. I didn't test the use of trimmers and/or speed bar in conjunction with spiral ves, and I wouldn't recommend use of ese combinations except in a possible lifereacening scenario because of the loading ~ ac such high speeds. !GEA.Rs

:f3ig ears is a symmetrical wing area reduction technique used to increase descent race by increasing wing loading. The Silex,X does not have split A-risers to facilitate this, how~ver, the risers are short enough to allow the pilot to reach above the quick links and up to the lines to perform ears. The rips reopen on their own when the lines are released. To make your own big ears line for the SilexX, please refer to last month's magazine, which includes my article that describes how to fa bricate a big ears line for gliders that lack split A-risers. Ears should never be combined

with a spiral dive because ofthe potential for structural failure. BIG EA.Rs Willi ACCESSORIES

While ears do not provide an increase in forward speed, they can be combined with use of the speed bar and/or trimmers to do so and to increase descent rate. Whether initiating ears first or last in combination

with either speed bar and/or trimmers, the SilexX remained stable without exhibiting any tendency to frontal. However, some instructors would recommend always initiating with ears and accelerating second, and in turbulent conditions I would agree with this sequence for paragliding in general, although conceptually ic shouldn't matter whether the angle of attack is first increased (ears) then lowered (accelerator), or fuse lowered and then increased.

B-STALL The European community seems to be moving away from B-Stall as a paraglider rapiddescent technique, despite its effective and benign behavior because it can stretch and distort the ribs and alter the behavior and performance of the wing. This seems reasonable, so while I still believe pilots should learn to do ic and have it in their repertoire, I now recommend using it only sparingly to keep your wing in top condition. The SilexX B-scalls without complications, although the surge on inflation is greater if the trimmers are lengthened, so I would recommend performing B-stalls with the trimmers set slow to minimize the surge. There is one exception: As a glider ages and becomes more porous, its tendency to enter parachutal stall increases when slowly exiting a B-stall, so on any glider with trimmers chat begins to exhibit this tendency, setting chem faster than full slow will reduce chis possibility. Symmetry ofthe trimmer settings is perhaps

more critical than the amount oftrim used, since asymmetry on entry or exit can result in rotation complications. SPIRALDNE

The SilexX spirals easily and with a high descent race. Caution is advised for the fledg-

P AR AG LID ING

ling pilor when firsr pracricing spirals in general and on rhe SilexX in parricular, because of ics rapid roll race and high speed which can combine co cause overwhelming behavior when roggle movemems are made abruptly. Slow and subtle braking on boch emries and exirs are rhe key co precluding complications associared wich spiral dives.

COLLAPSE RESISTANCE AND RECOVERY The SilexX rerains che excellem collapse resisrance of ics predecessor. As I memioned in che preface, the original Silex is my fuse choice when paragliding in windy and/or curbulem condirions because of ics combination of superior srabiliry and irs maximum speed, even when flown underweighr (below che placard weighr). SilexX collapse recovery is more benign chan char of irs predecessor, parricularly wich asymmecrics, during which ic exhibics boch slower and less rorarion. AsYMMETRIC COLLAPSES

The SilexX rorares slowly and recovers in less chan 90° from an unaccelerared 50% asymmecric collapse. The rocarion rare and amoum of rorarion increase only slightly during speed-sysrem-accelerared 50% asymmerrics. During crimmer-accelerared 50% asymmetries, che inicial rotation rare increases dramatically and exceeds 90°, bur rhe roracion race soon slows and rhe glider recovers on irs own wirhin 120° of roracion. I did nor have the alcicude co rest acceleraced asymmerric behavior when boch the speed system and rhe crimmers are used rogerher, bur I suspecr ir would be less chan rhe original Silex, which rook abour 270° of fairly rapid rorarion co recover on its own. FRONT T UCKS

A fromal collapse usually occurs when sink-

ing air is emered abruptly, as when exiting a rhermal. Increasing the angle of attack by flying slower rhan crim speed, and timely braking co dampen dives will reduce rhe probabiliry of a fromal collapse. A firm and rapid pump of borh brakes can accelerare rhe recovery if a glider fromals. The SilexX recovered promptly withour the need for pilot inpur from a frontal, whecher accelerared or nor, and exhibired only a brief delay in the surge and avoided any tendency co emer a parachural seal!. PARACHUIAL STALL

A parachural seal! (also known as deep seal!, consram seal! or parachucage) occurs when a paraglider wing loses enough airspeed char che air simulcaneously flows around che rrailing and leading edges of rhe wing. When chis happens, ir behaves like a parachure, producing only drag. This is caused by a loss of airspeed due ro an excessively high angle of anack. In searching for deep srall using rhe brakes while ridge soaring, rhe canopy exhibired a significant increase in sink rare bur maimained adequare airspeed for control. Upon release of rhe roggles, rhe wing resumed normal flight wich no rendency ro encer conscanr srall. This reinforces my experience chat no modern paragliders I have flown have emered a parachural seal! solely by using rhe brakes in smooch air. Pilors muse recognize, however, char any paraglider can enter deep seal! during collapse recovery such as during a B-scall, parricularly when che glider has a light wing loading. Also, transient rurbulence may induce consranr stall with brakes alone, especially if che paraglider has crimmers char are capable of slowing rhe glider beyond neucral and are flown ar chis sening.

OTHER FLIGHT MODES TOWING

The SilexX is DHV approved for rowing. Since I didn'r have rhe opporcuniry co row launch it, I can'c commem on ics rowing behavior, however, ir's probably advisable, especially in light winds, co sec rhe trimmers

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2002

faster than neutral to avoid tow-induced parachutal stall on launch. MOTOR FLIGH T

The SilexX was designed for auxiliary power and is well suited for this flight mode. Even though experienced motor pilots typically fly at a higher wing loading than would be used for soaring (over the maximum weight range of a glider) , I normally would not choose such a small wing for motoring because of the longer takeoff run and lower climb rate. However, on my first motor flight with the SilexX I had an impressive and enjoyable flight doing bigger wingovers and spirals than I normally do, because the higher wing loading enhanced its responsiveness. The SilexX doesn't roll as quickly as the original Silex, and some motor pilots may prefer not to make the transition to the newer version. However, motor pilots who also want to soar their wings as a paraglider will likely find this glider preferable, since this is what it was designed for and it succeeds in meeting this design criterion. I anticipate that the larger sizes of the new SilexX, like the original Silex, will be unique gliders that can be flown underweight (below the placard) for the purpose of achieving an improved sink rate for soaring. I fly my large Silex when motoring and as an unpowered paraglider in strong conditions. Although its sink rate is still higher than that of a typical paraglider of comparable size, I can fly without concern about being blown back, and with relaxed confidence in the wing's outstanding turbulenceinduced collapse resistance. I did have some difficulty bringing the SilexX fully overhead in light winds with the trimmers set at full slow. One solution is to simply set the trimmers faster. Another is to use the technique of inserting the tip of each index finger into the A-riser quick link, and if the canopy hangs back, simply pull down slightly and symmetrically to bring the canopy fully overhead.

SUMMARY The SilexX is the first crossover wing designed to bridge the gap between a motor wing and a soaring wing. Like its predecessor, it excels in handling, speed and stability. However, it's still a motoring wing more than a soaring wing, except in big air where I found it to really shine. Its flat turning ability is an improvement over the original Silex, but it still can't compare to the efficiency of a soaring paraglider in other than shallow banks. Its collapse recovery characteristics are significantly improved over the original Silex, making it much more userfriendly for the beginner pilot if it does collapse. I would like to have seen split A-risers added, but at least after-market ones are easy to fabricate and install. Some motor pilots may still prefer the faster roll rate of the original Silex, which is part of what makes it fun to fly. I look forward to the release of the medium and large sizes, and I intend to write a follow-up article to this one, reviewing these more popular sizes when they become available. I can recommend the SilexX for beginner-level pilots as long as they fly slowly in turbulent conditions - that is, they set the trimmers to full slow and maintain moderate braking. The SilexX is a pioneering effort in the right direction and I consider the Dos Equis (two X's) a success.

About the author: Afan Chucufate lives in San Diego, California with his wife Mary Hobson who is also his photographer and editor. Hespecializes in offering equipment for pilots ofall skill levels, and personalized training at the intermediate, advanced, tandem and instructor levels to round out pilot education beyond where most instructors leave off Ifyou have questions or comments regarding this article you're welcome to contact him directly by e-mail at Afan C@San.RR.com, or by telephone at (858) 292-1552. •

PARAGLIDING

Gary Douris ofFree Flight Enterprise and Betty Pfeiffer ofHigh Energy Sports, Inc. represent the major American emergency parachute manufacturers for paragliding and hang gliding. In this article they join forces for the purpose ofexposing unsafe by Betty Pfeiffer and Gary Douris

!though U.S. pilots continue to be very lucky when it comes to successfully deploying their emergency parachutes, we must learn from the rest of the world where some pilots have suffered disastrous consequences from unsafe systems. As we see parachutes that utilize "unconventional" manufacturing techniques show up in our shops or at parachute clinics, we have been in the uncomfortable position of having to inform pilots of associated structural problems. In this article we will illustrate some of the most obvious areas of marginal construction. If you suspect that your parachute may utilize this kind of construction, simulate a deployment (not while flying!) and look at your parachute. (You may as well practice a deployment as long as you are taking your parachute out of your harness.) If you find evidence of questionable construction, have the parachute inspected by a qualified person. An emergency reserve parachute deployment is often a last-ditch effort to get out of a terrible situation, and you must be able to rely on your chute to save your life without falling apart in the process. For the purpose of this article we will not distinguish between catastrophic failures and probable damage from malfunctions or asymmetrical openings. We will not discuss deployment systems, but focus strictly on easy-to-identify, inadequate parachute construction. A qualified, skilled parachute inspector will go into much more detail when examining your parachute for airworthiness. JULY

2002

parachute construction in the hope ofsaving lives.

Cardinal Rule # 1: Ifyour parachute lines fall offyour parachute, the parachute will not do you much good

UNACCEPTABLE LINE ATTACHMENTS AT THE SKIRT OF THE PARACHUTE

UNACCEPTABLE LINE ATTACHMENT AT THE BRIDLE

Problem: Lines are sewn directly onto a seam using a single zigzag stitch.

Problem: Lines are folded and sewn with a single zigzag stitch. Usually, the end of each line is melted so it will not unravel. Sharp edges on lines can cut fibers. More importancly, the zigzag is only one stitch that crosses from the line to the folded end. If the end of the line catches on wreckage you could easily lose lines. At the very least, this type of construction should us three stitches for each zig and each zag.

Problem: Lines are sewn directly onto a seam without a V-tab to distribute the load in the event of a peeling action (line-over, inversion, or temporary partial inversion).

Problem: One line is attached to the skirt of the parachute, looped around the bridle and secured with a bar tack, then attached to the skirt of the parachute. The lines are only half as strong as they would be if each line were individually attached to the parachute. If you lose one line you will most likely lose two attachment points instead of just one. Here is the true story of the 10-line parachute. Years ago, when hang glider pilots only cared about "surviving" a deployment, the 10-line parachute emerged. It packed up very small and looked quite good except for one small detail; it would not open when tested from an airplane The designers finally did get it to open by throwing it off the back of a pickup truck while driving down a runway. The moral of the story is: Know how your parachute was tested!

Problem: V-tabs are sewn with single needle and the stitches go past the skirt band into a single layer of parachute material (point loading). Problem: Line-attachment loops are attached only to the top surface of the canopy. (They should sandwich the parachute seam.) Problem: Line-attachment loops are sewn with two lines of straight stitching. (They should use a double stitch with a zigzag pattern.) Problem: Sewing on fine attachment loops extends past the reinforced area onto the single layer of parachute material (point loading). Cardinal Rule #2: Ifyour parachute falls apart you will come down Jaster than you wish.

UNACCEPTABLE CANOPY CONSTRUCTION This is a true story. Years ago, when reserve parachutes for hang gliding were rare, parachute designers for one company were given the following specifications: The chute must be lightweight, have low bulk, be quick and easy to manufacture and use no more than $50 worth of materials. The internal code name for these parachutes was "meat-saver." The parachute was designed to save a pilot but would probably break some bones in the process.

Problem: There is no reinforcement in the skirt or on the apex. The parachute material is simply folded and sewn. Problem: There is no reinforcement tape in the radial seams. Problem: Uneven line lengths fluctuate four inches or more on a round parachute. Problem: Gore widths or lengths are uneven on a standard round parachute. Problem: Parachute "domes" are attached to the skirt with eight to 18 stitches at the seam with no reinforcement. The problems listed above are meant as

guidelines when evaluating your parachute for airworthiness. Many of the lessons we have learned came from tests performed on our own parachutes, and some came from drop tests performed on questionable chutes brought into our shops. As we continue to monitor hang gliding and paragliding accidents, and keep abreast of failure modes in which pilots resort to deploying their parachutes, we continue to refine and improve our safety instructions and products. When we encounter known construction problems we feel that it is our responsibility to speak up.

A WORD ABOUT CERTIFICATION Pilots must be proactive in determining whether or not international certification programs for hang gliding and paragliding parachutes are indeed testing what they claim to be. If you have any questions about the testing procedures used for your equipment, be sure to ask the manufacturer specific questions. We believe that with today's sophisticated testing instrumentation, good, objective results are available, and a good certification program will use standard parachute tests. Throwing a parachute off an 800foot bridge clearly does not tell us what we need to know about the airworthiness of your reserve. Ill

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Solid, 110 hours $800.

EDEL ATLAS - Medium, yellow wired trim, Firebird L/XL harness, RS2 reserve-never deployed, all excellent condition, crispy, 10 hours $2,500. Russ (208) 5789878, cr2bul1s@msn.com

SCREAMING DEALS - On Windtech team pilot gliders: New Tucan tandem blue/white $2900; new Serak L DHV 1-2 red/white $2650; used Tucan green/white 25-30 flights $2275; used Quarx M 100 hours $950 see www.windtech.es for pies and http:/ /www.paraglide.com/Equipment.htm for retail prices and descriptions. (808) 222-2185 cell josh_cohn@hotmail.com,www.pbase.com/josh_cohn SILEX 2 - Crispy new, only 10 hours, small, red, new version of best motor wing, read about it in this issue, first one in the U.S., weight range soaring: 80-100 kg motoring: 100-130 kg, need medium size, sells new for $2600, $1999. Advance Omega 3/29, 50 hours, crispy, white/pink, $600. 714-350-7860 turbobobryan@cox.net.

,------------------------------------------------------------------------------------------------, 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, 10 weeks before the cover date of the issue in which you want your ad to appear (i.e., September 20 for the Nov. issue). Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:

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

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

Begin with ________ 2002 issue and run for _ _ _ __ consecutive issue(s). My O check, O money order is enclosed in the amount of$ _ _ _ __ NAME: ADDRESS: CITY: _ _ _ _ _ _ _ _ __ STATE: _ _ __ PHONE: ___________________

Number of words:

@$.50 =____

Number of words: ________ @$1.00 =_____

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

b------------------------------------------------------------------------------------------------~ 38

PARAGLIDING

Paragliding Photo Gallery This month's featured photographer: Dan Ndson Mar"ty Devietti playing above Glory Launch, near Cashmere, Washington.

an A. Nelson is employed by the non-profit, hiker-advocacy organization, Washington Trails Association. He is the editor ofWTA's monthly magazine, Washington Trails, and also works as a freelance writer/photographer. Dan writes a regular gear review column for the Seattle Times outdoor recreation section, and is a contributing editor for Backpacker magazine. He has authored five hiking guidebooks for The Mountaineers Books, and one book of essays on wildlife issues. Dan first took an interest in paragliding in 1998 during a hike near Snoqualmie Pass. Dan and his partner, Donna Meshke, witnessed a pair of pilots soaring off Snoqualmie Mountain and they were awestruck. After discussing what he had seen with his friend, Barry Barr owner ofKAVU, Inc., and an accomplished pilot himself - Dan went out to Tiger Mountain where he met Jabe Blumenthal. Jabe led Dan to Dixon White, and finally, during the summer of 2000, Dan and Donna enrolled in Dixon's Airplay paragliding school. They earned their P2 ratings in September, 2000, and hope to earn their P3 ratings this summer. They live in Puyallup, Washington.

Andrei Akaikine flying away from Tiger Mountain's north launch (Windtech Serac). JULY 2002

1. Chelan Butte, Washington. Crowded skies in front ofthe launch. 2. Heavy winds and convergi,ng storm fronts. Note the ripped bottoms ofthe cloud line. 3. Gaggle working the lift in front of Tiger Mountain's north launch. Issaquah, WJ:l and Lake Sammamish in the distance. 4. Kari Castle runs off'/,aunch from Green Monster in high winds.

1. Donna Meshke flying the west launch ofBlanchard Mountain, near Bellingham, ~. Sa-mish Bay beww. 2. Donna Meshke launching from the west launch ofBlanchard Mountain, near Bellingham, ~. 3. The U.S. Paragliding National.s comp and Pre-World Cup event.

POWERED PARAGLIDERS ADVENTURE F-1 - 31 lbs, 27" prop, Solo 210 engine, low hours, spare prop $750. (310) 372-3648, taylor@logicalevolution.com PARAPOWER USA - New paramotors and wings. Special motorparagliders, designed with safety and easy handling: Silex & Dudek. Perfect balance between motor, harness and glider. Engines: powerful, quiet, reliable Solo 210. Made in Germany. Great prices. (630) 595-9346, www.parapowerusa.com EMERGENCY PARACHUTES AUTHORIZED CHUTE REPAIR - And service center for APCO, Elan, Chiron powered parachutes and UP/Perche/lndependence paragliders 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: 915-3791567, www.mojosgear.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, repair center, and superb customer se1vice. In ARJZONA or WASHINGTON appointments are required. PO Box 2626 Flagstaff, AZ 86003. (928) 526-4579 www.paraglide.com or dixon@paraglide.com

New: To Fly, Discover Paragliding video in stock, $9.95. Free shipping in the U.S. JULY

2002

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@worldnet.att.net

PlySantaBarbara.com

Eagle Pa.rag liding EAGLE PARAGLIDING - We are an Airplay sister school, and teach the same high quality program which has made Dixon's Airplay a top ranked school for years. We specialize in beginner instruction. SANTA BARBARA caters to paraglider pilots of all levels. Our training hill is unparalleled, and offers year round instruction, equipment sales, SERVICE, and support. By appointment only. www.FlySantaBarbara.com (805) 9680980."

FLY ABOVE ALL - Experience year-round paragliding instruction in beautiful Santa Barbara, CA! Our friendly, experienced staff offers hands-on, personalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, shuttles will whisk you back to the top for your next scenic flight. USHGA certified, solo, tandem and powered paragliding instruction, equipment sales and tandem flights. Visir our Website at www.flyaboveall.com or call at (805) 965-3733. 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, Gut Stuff gloves, and AustriAlpin carabiners and dealers for most other brands. Check us out online for sales and questions at: www.flytorrey.com, or call toll free at 1-877-FLY-TEAM. Also, tune in to the Internet Paragliding Talk Show at www.wsradio.ws every Thursday 5-7:00 pm (PST). COLORADO

642-0849, www.flyawayparagliding.com

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

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

ERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City Ml 49684. Offering POWERED PARAGLIDING. Call Bill at (231) 922-2844, tchangglider@chartermi.net. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620. MONTANA HIGH PLAINS PARAGLIDING - Superior quality paragliding equipment, excellent prices, and friendly service. On the web at: http://hometown.aol.com/hiplainz or phone (406) 458-8636. NEVADA ADVENTURE SPORTS - Carson City, Sierra tours, tandems, sales. (775) 883-7070 http:! /home. pyramid.net/ advspts

THE MID-ATLANTIC'S - Most experienced paragliding school. All USHGA Ratings from beginner ro advanced. Thermal/XC tuition, tow-winching & maneuvers specialist, and National/International guided tours. Contact us for a list of in-stock new and used equipment and/or to inquire about our training programs. Flying sites in North Carolina and Virginia. Call us at (803) 448-7254 or visit our web site:

HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR220, Tow TX 78672. KITE ENTERPRISES - Slope, stationary 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 ----- ------

----·--~----

JACKSON HOLE PARAGLIDING - Come to Paragliding Paradise and enjoy alpine flying at irs absolute best. Ten sites in a ten-mile radius including the 4,139' aerial tram. Jackson Hole Paragliding offers scenic tandem flights, beginner through advanced instruction, mountain thermal clinics, x-c clinics, maneuvers train-

ing, aerobatic demonstrations, scooter, truck, and boat rowing. The Jackson Hole Paragliding team fearures advanced instructors Scott Harris and Tom Bartlett, x-c masters Jon Hunt and Chip Hildebrand, world class aero-pilots Matt Combs and Ranyon D'Arge, tow tech Randy Alfano, and videographer Demian McConnell. Call to set up a vacation package tailored to improve your flying skills and to build your confidence. (307) 690-TRAM (8726) flyrun@wyoming.com www.jhparagliding.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 FLIGHT CONNECTIONS, INC. PTT JI SUMMER SPECIAL $99.95 - Free Express S&H

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

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 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.

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

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

Your ad is read by more than 4,000 paragliding enthusiasts. Advertise with us today.

FLIGHT CONNECTIONS, INC.

1 i ((

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

Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (785) 843-1842, mikedillon@flightconn.com. MC/Visa. Visit our website at www.flightconn.com

PARAGLIDING

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 pares, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding.com 800664-1160 for orders only. Office (915) 379-1567.

PUBLICATIONS & ORGANIZATIONS

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, fox (719) 632-6417. THE ART OF PARAGLIDING - By Dennis Pagen. HOT OFF THE PRESS!!! Step by step training, ground handling, soaring, avoiding dangers, and much much more. 274 pages, 248 illustrations. The most complete manual about paragliding on the market. $34.95 +$5.00 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org

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

*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 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)

VIDEOS

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

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

2002

*NEW-JUST IN* SUPER FLY HARD by Super Fly. A worldwide flying adventure film featuring Chris Santacroce, Rob Whittall, Othar Lawrence and Pablo Lopez. Filmed at the most beautiful flying locations in the world-Hawaii, Switzerland, Turkey & Utah. This films shows the beauty of flying, the latest aerobatic maneuvers and an introspective look into why we fly. 40 minutes $35.95 *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 inter-

viewing the top pilots. Covers thermaling, decision making, competition flying and speed to fly. 70 minutes $39.95 *NEW* A HIGHER CALLING by Dawn Treader Productions. Winner "People's Choice Award" at the Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon eve1y landing. Superb editing. 45 minutes $32.95 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 WhiteMaster rated pilot, USHGA Examiner and USHGA's PG Instructor of the Year. This is for the beginner, intermediate & advanced pilot who wanes to do some brushing up on his skills. Be a master of your paraglider. 44 minutes $36.95 IN SEARCH OF THE PERFECT MOUNTAIN By Adventure Productions. Searching for the perfect mountain, perfect flight, and the perfect experience chat challenges our essence and satisfies out 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, cakes you through a simple step-bystep process showing where to acquire weather data and how to interpret it. For pilots of any aircraft. Learn about regional & local influences and how to determine winds aloft and stability. "Weather To Fly" is an over-all view packed with useful details and includes great cloud footage. A straight-forward presentation chat is easy to follow. 50 min. $39.95. STARTING PARAGLIDING by Adventure Productions. Covers basic preparations, weather, proper attitude, gtound handling & chose first exciting launches. 30 min $29.95. FLY HARD by Viking films. 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 l-2 videos, add $6 for 3-4 videos (Inc'! orders, email us at ushga@ushga.org for shipping charges.) Great to impress your friends or for chose socked-in days. Order online at www.ushga.org!

face Lazer Helmet. Contact Ryan Swan, (801) 2559595, ,yan@4superfly.comwww.4superfly.com 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 Evo top harness, helmet, vario, etc. Contact Jason Gilbert (530) 318-7288, jg! lben@hotmail.com visit Bruce Goldsmith in his mountain paradise, Greolieres, Southern France. Six excellent PG/HG flying sites within close access. Friendly paragliding school in the village. Self-catering accommodation from $20. Apartment also available. Tel +33 493 599 562, email arnag@wanadoo.fr. wwv1.chateau-de-max.corn

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=} 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. 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. DEADLINE FOR THE NOVEMBER ISSUE IS AUGUST 20. 0

STOLEN WINGS & THINGS GIN BOLERO & PARAGLIDING GEAR - Stolen May 17th, 2002 from car at REDMOND, WA. Bin Bolero, blue, X-small. SupAir Eva harness, small red/black w!tan trim & rear mount reserve container w/extra velcro strips along both sides of the reserve container area, it also has black clips attached to the tops of both shoulder straps. Gin 55 30m2 reserve parachute (inside the harness). Tree kit. Contact Annie Sohn, (425) 493-2289, asohn@combimatrix.com SOL AXIOM - stolen with Toyota truck in Salt Lake City, Utah in late March 2002. Wing is size small, purple with pink stripe along the underside; also Sol Charly harness (small/medium), grey Leedom helmet, Flytec vario, reserve. All items were packed in a homemade black and green PG backpack. Contact Damion Mitchell, (801) 518-0768 or dzmitchell@hotmail.com GIN BANDIT - Small purple wired stripe and GIN BOLERO, medium white wired stripe STOLEN along with a car SALT LAKE CITY, UT around December 31, 2001. Both slightly used. Also blue, medium Woody Valley Express air bag harness, reserve, and black open

FIREBIRD IGNITION - Large. Stolen in the BELLINGHAM, WA area in early Augnst 2001. Yellow, with black Edel Hero harness with RS2 reserve; black full-face Edel Helmet. All items were packed in a black Edel backpack. Contact Matias Rudback (360)647-8485, rudbacm@cc.wwu.edu ARCUS - Large, Stolen/lost in the MARSHALL PEAK/SAN BERNARDINO, CA area in early August, 2001. Blue, serial #0764, w/blue SupAir harness. Contact Matthew Sill (646)528-4569, mwsill@hotmail.com STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 6328300, faxed in (719) 632-6417, or emailed ushga@ushga.org for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS

By Dennis Pagan

Adventure Productions ........................... 13 Aerolight USA ........................................ 11 Apco ...................................................... 17 Critter Mountain Wear. ......................... 19 Dixon's Airplay ..................................... .47 Flytec ....................................................... 9

Plus $5 S/H In the USA.

Hall Brothers ......................................... 13 High Plains Paragliding .......................... 36 Independence ........................................... 2 Mojo's Gear ........................................... 33 Sport Aviation Publications .................... 14 Sup'Air ................................................... 17 Super Fly, Inc ........................... Back Cover Torrey Pines Gliderport .................... 10, 11 USHGA ...................... 5,8,16,34,36,37,46,

1tmAmN11 JG!\ 1c1 1~Ae,°f I T~Ae.HlhlC:, TO LKAR~I ' IBCHOC!L ClRCry.4-IJll.!MIC!I~ ' TMCl11i~(; IBffiGll ll~ER@ '

rEM:1~11·1e,

r 1civ1u

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CClf IIBIDH?AIIOl lg ' II IE Wlf JG, II J THli. AIR ', ll~T~f<Mrnl.4-rn 10 ADVAl'>IC H) 1w; rnuc Timi

Send to: USHGA PO Box 1330 Colorado Springs CO 80901 1-800-616-6888 www.ushga.org

Wills Wing ............................................... 7

PARAGLIDING