USHGA Paragliding Vol14/Iss1 January 2003 by US Hang Gliding & Paragliding Association

LU~

Nti

500 West Blueridge Ave, Orange, CA 92865 ph: 714.998.6359 fax: 714.998-0647

vvvvvv.vvillsvving.com

Gil Dodgen, Edrtor in 01ief Steve Roti, Contributing Editor T,m Meehan.Art Drcctor Dennis Pagen StaffWriter Office Staff

Jayne Del"cnfilis, Executive Director. jayne@ushga.ocg Jeff Elgart Advertising, jef!@ushga.org Sandra Hewitt. Member Services,sandra@.,shga.org Natalie 1-fnsle)i Member ~nataie@Jshga.org

USHGA Officers and Executive Committee; Bill Bolosky, PresidenL bolosk)'@ushga.o,g Jllll Zeiset,Vice PresKlenl jimzgreer@aol.com Russ Locke,Secretary.rusl@od<elecbic.com Randy Leggett.·1reasurer ias@otcom REGION I; Bill 8olosky, Mark forbes. REGION 2: Ray Leonard. lohn Wilde, Tim West REGION 3: David Jebb, John Gre)'tlilld, Alan Chuculate. REGION 1: Steve M.!)~r Jim Ze1seL REGION 5: Frank Gillette. REGION 6: LOen YllJth. REGION 7: Bill Bryden. REGION 8: Gary Trudeau, REGION 9: Randy Leggetl Felipe Anwategui. REGION I0:T,ki Mashy, Matt Taber. REGION 11; R.R. Rodriguez. REGION 12: Paul Voight DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop. 01ns Santacroce. HONORARY DIRECTORS: Aaron ~Nepston. Stes<e Rot1, Ot(k Heckman, MJChael Robertson, Bob Hannah, John Harns. Larry Sanderson (SSA), Dave Broyles. Gene Mauhews, Ken Brow,\ Rob Kehs. Liz Sharp, Dan Johnson, Dixon White. EX-OFflOO DIRECTORS:Ari Greenfield (NAA). The United States Hang Glicing Associatjon Inc. 1s an air sports Qrg'df1ivition affiliated with the National Aerooautic Association (NM) which is ;he offocial representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. n,e NAA. which represents lhe U.S. at FAJ meetings, has delegated to the USHGA supervision of FAl-related paragliding activilics such as rec()fd atterripts and competition sanctions.

CONTENTS

anuar .

Features

Departments

Paragliding World Cup Amir lzadi

Air Mail

Wings Over Chicago Will Gadd Paragliding Lite Steve Roti David Prentice Interview ]. C. Brown Hell of a Launch Seward Whit.field Photo Gallery Jim Grossman

G G

PARAGLIDING (ISSN I089-1 846) is published II times a yc;ir; Jan., Feb., Man:h. April. jllle, July, Aug.. SepL, Oct.. Nov. Dec. by the United States Hang Gliding Assooation, Inc.. 219 W Colorado Ave., Surte 104, Colorado Spnngs. CO 80903 (719) 632-8300. FAX (7 19) 632-6417. PERIODICAL POSTAGE is paKI at Colorado Spmgs. CO and at additional mailing office~ POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330. Colorado Springs. CO 8090 I• I 330.

Updates

8 ---0 -0 --0

New Ratings

0 0

Inciden_t Reports

--0

USHGA Reports

Calendar of Events

-0 --8

Classified Advertising

Advertiser Index

Hang Gliding and Paragliding magazines welcome editorial submissions from our members and readers. We arc always looking for good material.

PARAGLIDING magazine is published for paragliding spc.-t enthusiasts lo create further interest in the sport and 10 pwide an educational fon.,m to advance paragliding methods and safety. Contributions are welcome.Anyone is invited to contribute arndes. photos and iftustrations concerning paragliding activities. If lhe material is to be returned, a st<lnl)ed,self-adck-esrecl return envelope must be enclosed. Notification must be made of submission to other paragfidi1g publications. PAMGLIDING magazine reset"Jes the right lo edh coobibutionswhere necessary.The.Assooation and publ!Cation do not asSUl'le re;ponsiJility for the material or opinions of contributOf'S. PARAGLIDING edrtonal offices e-mad:editor@.,shsgaorg.All ADVERTISING AND ADVERTISING INQUIRIES 1'11.JST BE SENT TO USHGA HEADQUARTERS IN COLORADO SPRINGS. The USHGA is a member-controlled spor1 organization dedicated lo the esploration and promotion or all facets of unpowered ultralight fligh~ and to the eduonion, training and safety of iLs membershrp. Membership is open lo anyone 11terested in this realm of Oighl Due,; for full membership are $59.00 per year (of wt.ch $15 goes to the publication of Parag5ding). ($70 non-U.S.); subscription rates orly are $35.00 ($46 non-U.S.). Changes of address should be senl six weeks ui advance. including name. USHGA nurrber. prevrous and rew aclcress. and a mailing label from a recent issue.

Please send copy as a Word attachment or text pasted into an e-mail, directly to tl1c editor at cditor@ushga.org. Photo captions and byline credit are critical. Please remember to include your name and a title for the arricle in your copy.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The mate rial presented he re is published as part of an information dissemfoation service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2002 United Sta tes Hang Gliding Association , Inc. All rights reserved to Paragliding and individual contributors.

Feature stories generally run anywhere from 1,500 to 3,000 words, however, your topic may demand more or less than tl1is. You may discuss this with the editor. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. You are welcome to submit photo attachments, preferably jpeg files smaller than a megabyte. Calendar of events items may be sent to the e-mail address above, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions arc greatly appreciated. 1f you have an idea for an article you may discuss your topic with tl1c editor either by e-mail or phone. Contact: Editor, Hang Gliding and Paragliding magazines, cditor@ushga.org.

Paragliding: January. 2003

NATIONAL PARK RECOMMENDATIONS

Dear Editor, Thanks USHGA members for your National Park recommendations! Many of you have recently asked about tl1e status of the project to replace the cumbersome park-by-park special-use rules with a more streamlined multipark rule for authorizing hang gliding and paragliding on lands of our own choosing. Things are moving forward but at a slower pace than expected. Like at other agencies, most Park Service projects were set back by last year's unfortunate events. While we'd like to speed things up, we also don't want to push too hard on the already-hassled park operations folks who've been trying to shepherd this along as quickly as is practical. Meanwhile, we still need more recommendations from tl1e membership, since it appears that only about half of the original estimate of suitable parks have been identified so far. Please remember that if we miss any now, it might be harder to include tl1em later on. An updated October 2002 PDFformat list was recently posted to tl1e USHGA Web site. So, if you haven't done so already, please check it out carefully and send me any additional recommendations, changes or corrections. And please ask otlms to do tl1e same, even if only to confirm the parks already identified as suitable for hang gliding and/or paragliding. The more people we have clamoring for a particular park, the more likely it is that it will be included in the final rule. Thanks again for your park recommendations.

Jack Eckert

RIGHT-OF-WAY RULES

Dear Editor, There were two accident reports in 2002 on a mid-air collision between a hang glider and a paraglider. They discussed the same accident from two slightly different perspectives. Both accident reports made reference to increasing congestion at many flying sites, which increases the probability of mid-air collisions. The paragliding report commented that right-of-way rules are confusing (drawing comparisons with nautical right-of-way rules) . Instead of following right-of-way rules, tl1e accident report concluded that the onus should be on each individual pilot to avoid collisions. I must disagree with these conclusions. After 10 years of competitive sailboat racing, I can assure you that nautical right-of-way rules are basically very simple and elegant. These rules were developed through hundreds of years of practice and precedent. The reason you can put dozens of fast-moving racing yachts together in a space no larger than a football field and not have collisions is that everyone in the arena knows the right-of-way rules. To sail well, you must not only know these rules, you must know them instinctively. The basic sailboat right-of-way rules are: 1) When two vessels are on opposite tacks, tl1e starboard tack vessel has ilie right-of-way. 2) When two vessels are on ilie same tack, the leeward boat has ilie rightof-way. 3) When changing tacks (tacking or gibing) you forfeit all rights. (In other words, clear your turns.)

4. You cannot use ilie right-of-way rules to force anotl1er vessel onto an obstruction (such as a shoal, or a ridge in our case). When one gets into yacht racing, some oilier specialty rules exist, but for ilie most part, the four rules mentioned above will carry you through most situations. The nice iliing about being part of a group in which everyone knows the rules of ilie road is that everybody knows what they can and should do to avoid a collision. In reviewing my instruction and in looking back ilirough old tests, I was disappointed to find that there were very few test questions very little discussion concerning rules of the road.

Ben Herrick Pete Reagan replies: Dear Ben, Thank you very much for your astute comments. First, I apologize for using an analogy (sailing) in which I have little personal experience. We certainly did not mean to imply that right of way rules are unimportant. I agree witl1 you tl1at knowledge of ilie rules is critical and increases safety in any airspace. Perhaps ilie tests should be re-evaluated to include a more specific reference to them. We did want to emphasize tl1at there are ambiguities in our right of way rules when tl1ermalling and ridge soaring pilots are competing for the same lift in time dimensions, especially when ilie lift zone is varying in size as conditions change. Beyond knowledge of the rules, safe flying demands common sense and willingness to consider leaving a too crowded area. Sincerely yours, Pete Reagan Paragliding: January, 2003

BOD 1003 REGION I

Bill Bolosky (R - 04) 8426 316th Pl SE Issaquah WA 98027 (425) 222-7702 bolosky@microsoft.com Mark Forbes (R- 03) 1840 SW Allen St Corvallis OR 97333-1739 (541) 766-2515 mgforbes@mindspring.com

Russ Locke (L - 03) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 russ@lockelectric.com

Jim Zeiset (R- 03) 13154 County Rd HO Salida CO 81201-9435 (719) 539-3335 jimzgreen@aol.com

Ken Brown (H - 03) 200 Hillcrest Dr Auburn CA 95603-4020 (530) 888-8622 flyamoyes@aol.com

Chris Santacroce (L - 03) 552 West 8360 South Sandy UT 84070-6440 (801) 255-9595 chris@4superfly.com

REGION 3

Aaron Swepston (H - 03) 3717 163rd Ave Ct E Sumner WA 98390-9543 (253) 826-1112 tontar@mindspring.com

DawidJebb (R- 04) 2800 Torrey Pines Scenic La Jolla CA 92037 (858) 452-9858 davidj@flytorrey.com

Bob Hannah (H - 04) 9920 51st Ave S Seattle WA 98118-5618 (206) 328-1104 paraskr@aol.com

John Greynald (R- 03) 2774 Puesta de! Sol Santa Barbara CA 93105 (805) 682-3483 throgrog@aol.com

Steve Rotl (H - 04) 3024 NE 18th Ave Portland OR 97212-3356 (503) 284-0998 steveroti@hotmail.com

Alan Chuculate (R- 03) 6709 Salizar St San Diego CA 92111-3328 (858) 292-1552 alanc@san.rr.com

REGION 2

Ray Leonard (R - 04) PO Box 20066 Carson City NV 89721 (775) 883-7070 advspts@pyramid.net John Wilde (R- 03) 3553 Jefferson Ave Redwood City CA 94062 (650) 556-1320 wildeblu@attbi.com Tim West (R-03) 18 Salada Ave Apt 4 Pacifica CA 94044-2565 (650) 355-3115 tim3west@yahoo.com

Paragliding: January, 2003

Rob Kells (H - 04) 500 W Blueridge Ave Orange CA 92865-4206 (714) 998-6359 rob@willswing.com

Larry Sanderson (H - 04) SSA PO Box 2100 Hobbs NM 88241-2100 (505) 392-1177 Larry@ssa.org Liz Sharp (H- 03) 5555 Bowron Pl Longmont CO 80503 (303) 530-0718 eas@cmed.com Dixon White (H-03) PO Box 2626 Flagstaff AZ 86003-2626 (928) 526-4579 dixon@paraglide.com

REGION 5

Frank Gillette (R- 03) 903 East 500 South Declo ID 83323 (208) 654-2615 watercyn@pmt.org REGION 6

REGION 4

Steve Mayer (R - 04) 12665 S. Minuteman Dr #1 Draper, Utah 84020 801-576-6460 steveml l@mindspring.com

Len Smith (R- 03) 13141 Bluejacket St Overland Park KS 66213 (913) 897-7857 SmithLl@bv.com REGION 7

Bill Bryden (R - 04) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 bbryden@hsonline.net

Dan.Johnson (H - 04) 8 Dorset St Paul MN 55118 (651) 450-0930 CumulusMan@aol.com

John Hanis (H - 04) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@kittyhawk.com

REGION 8

Steve Kroop (L - 03) 6548 Groveland Airport Rd Groveland FL 34736-9685 (352) 429-8600 steve@flytec.com

Gary Tmdeau (R - 04)

595 Outlook Avenue Cheshire, MA 01225 413-743-0147 gtet595@aol.com REGION 9 David "Randy" Leggett (R- 03) 7112 Little Creek Rd Bangor PA 18013-4142 (610) 258-6066 ias@ot.com Felipe Amunategui (R- 04) 3122 Huntington Rd Shaker Hgts OH 44120 (216) 751-0347 dr.amunategui@att.net Dennis Pagen (L - 03) 318 Bitner Hollow Rd Spring Mills PA 16875 (814) 422-0589 hm pagenbks@lazerlink.com Art Greenfield-NM (X) 1815 N Ft Meyer Dr Ste 500 Arlington VA 22209 1-800-644-9777 awgreenfield@naa-usa.org REGION 10

Matt Taber (R- 03) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 fly@hanglide.com Tild Mash.y (R- 04) 1805 Dean Still Road Davenport FL 33837 (863) 424-0070 tikimashy@aol.com

Dick Heckman (H - 04) 3401 Lookout Dr Huntsville AL 35801 (205) 534-1461 hekdic@worldnet.att.net REGION 11 R.R.Rodriguez (R - 03) 1980 Hilltop Drive Wimberley TX 78676-5224 (512) 245-2400 rr@swt.edu Dave Broyles (H-04) 203 Whisenant Dr Allen TX 75013-1505 (972) 390-9090 broydg@attbi.com REGION 12

Paul Voight (R- 04) 5163 Searsville Road Pine Bush NY 12566-6423 (845) 744-3317 info@flyhighhg.com

EXECUTIVE COMMITTEE: Executive Dir-

Jayne DePanfilis jayne@ushga.org

President-

Bill Bolosky

Vice President-

Jim Zeiset

Secretary-

Russ Locke

Treasurer-

Randy Leggett

R=Regional H=Honorary L=At Large X=Ex Officio

COMMITTEE CHAIRS: CompetitionRon Gleason xcflying@earthlink.net Memb. & Dev. Matt Taber Site Mgt. Randy Leggett HG Ac::ddentsAlan Chuculate PG Ac::ddentsSteve Roti AwardsJan Johnson BylawsLiz Sharp Nat'I CoordinatorD. Pagen PlanningRuss Locke Safety&TrainingDave Broyles TandemPaul Voight TowingSteve I<roop P11.1blicationsDan Johnson lnsuranc::eR.R.Rodriguez FinanceRandy Leggett

Jan Johnson (L - 03) 70 King Rd Middletown NY 19041 (845) 695-8747 jjohnsn2@hotmail.com REGION IJ

Michael Robertson (H-04) RR 5 865 Con 7 Claremont, Ont Canada Ll Y 1A2 (905) 294-2536 Michael@flyhigh.com

USHGA FOUNDATION: PresidentJim Maze paramaze@aol.com Vice PresidentRandy Leggett TreasurerStephen Onstad sonstad@worldnet.att.net Sec::retaryDoug Sharp Tr11.1steeJim Zeiset Tr11.1steeBill Bolosky Exec::1.1tive DiredorJayne DePanfilis

Rev 11/22/02 6

Paragliding: January, 2003

The Centennial of Controlled Flight

n October 5, 1902, Orville Wright described to his brother Wilbur a method by which they might control the dangerous tendency of their new glider to swing its nose in the opposite direction from which they were turning. Their 1902 glider, the first aircraft they designed using information from their own wind tunnel tests, flew well as long as it was traveling in a straight line. When the brothers banked it into a turn, they often lost control. The glider already had two sets of controls - the wings twisted or "warped" to roll the glider from side to side, and the front elevator rotated to pitch the nose up and down. But this wasn't enough, Orville explained. They needed a third control, a movable rudder to yaw the nose from side to side. Wilbur agreed, and the brothers took the rest of the day and all of the next to add the new control. On October 7, the wind was too light to fly, but it was strong again on October 8, 1902, and for the first time the Wright brothers flew with three-axis control: roll, pitch and yaw.

their 1899 scientific kite and the 1900, 1901 and 1902 gliders. Accomplished aviators from all three branches of the U.S. armed services - Navy, Army and Air Force - flew the 1902 glider. In addition, Dudley Mead, a Hang IV pilot from Dayton, Ohio, and Bruce Weaver, Kitty Hawk Kites hang gliding manager, flew the glider. As you can see from the photos the spectators loved seeing the 1902 glider fly. It is very sensitive in pitch and hard to fly, but all the pilots had great flights (about 250 feet). PBS, the History Channel, CNN, NBC and many newspapers covered the event.

This reenactment 1s part of the centennial activities leading up to the 2003 celebration. There will be activities and events all through 2003 ending on December 17, the 100th anniversary of controlled flight.

Design work on the New Airwave DHV-1 glider to be called the Wave is now nearing completion . The glider will be available in three sizes and

BLU c

EYE w

Aviation historians generally agree that this was the Wright brothers' most important contribution to aeronautics. Every aircraft and spacecraft that has flown successfully since 1902 has had three-axis control. The grandfather patent of the airplane, granted to Wilbur and Orville Wright in 1906, shows drawing of their 1902 glider, not their powered Flyers. Control was the key to flying. So, in 2002 (October 5-8) the Wright Brothers Aeroplane Company, with the help of Jockey's Ridge State Park and Kitty Hawk Kites, celebrated this red-letter day in aviation by reenacting the glider flights. On display were the first four aircraft of the Wright brothers: 8

contact your local Flytec dealer

FlyTEC

352·429·8600 • 800,662,2449 • www.flytec.com Paragliding:January, 2003

,.. ... .

incorporates cells and diagonal ribs, which is unusual for a DHV-1 glider. Performance tests show a very good glide and unmatched stability at speed, on a glider which is extremely easy to fly. The image shows Martin on the Wave S launching in the Stubai Valley, just above the Airwave factory.

Congratulations to Craig Byrne who won the British Clubs Challenge, also known as the Airwave Challenge. The event took place in southeast Wales where teams of hang glider and paraglider pilots battled it out over three days of flying. This now qualifies Craig for a place in the British Championships in 2003, in which he plans to compete on his trusty Sport. Contact: Airwave Gliders, phone: +43-5225-64455 , fax: +43-52256445566, sales@airwave-gliders.com, www.airwave-gliders.com.

SUPER FLY MEXICO WINTER 2003 Super Fly's annual Mexico trip is fast approaching and you are invited. Join Team Super Fly as they travel to central Mexico and fly three sites in eight days . All you have to do is book a ticket to Mexico City and they handle the rest. This is their seventh annual Mexican

·":"It,

cross-coW1try potential are the norm at these sites in January and February. This is not just a site-guiding trip, Super Fly will provide comprehensive thermal and X-C clinics as well as thorough instruction in active flying and basic maneuvers. Conditions are appropriate for a broad range of experience levels, with a P2 with SO flights being the minimum requirement. Come for one week or more, but space is limited. Jeff Farrell and Chris Santacroce will be your guides and they promise to help you to have the best flying trip of your life. Their Mextravaganza groups are famous for great, food, fun, friends and flying. Their customers always have some sort of personal best. Groups are small and filling fast, so register soon. A 50% deposit will hold your spot and the remainder will be charged a month before the trip. Mextravaganza spots are transferable if you can't make it, and it will be easy to sell your spot. Trips are $1,850 and include transportation, lodging, guiding, X-C and thermal coaching, retrieval, 20 ounces of American coffee every morning and cold, refreshing beverages after you land. They haven't had a rain day in six years. Trip dates are Jan. 5-12, Jan. 12-19 and Jan. 26-Feb. 2. Contact: Super Fly, Inc., (801 ) 255-9595 or info@4superfly.com.

Extravaganza. Enjoy consistent, summer-like flying at a variety of sites in the Mexico City area. Valle de Bravo, Tisca, Malinalco and one more are on the agenda for 2003 . Good thermaling and excellent Paragliding: January, 2003

by Amir Izadi, photos courtesy Murat Tuzer

guide book I have doesn't mention it as a destination worth a stopover, the reason being, it is in the heart of Turkey's earthquake zone and much of the town has been leveled by a series of the earthquakes, the worst in 1939 when nearly 33,000 people died. Wide and perfectly straight boulevards with meridians of struggling shrubbery crisscross each other in grid-like fashion, the result of an urban planner's attempt to design a city from scratch with minimal effort, wary perhaps of potential future destruction. At least getting lost won't be much of a problem, I think to myself. Though the city looks relatively modern, the people reflect a culture of time-honored tradition. In contrast to Istanbul, the majority of women wear the hijab head covering and avert eye contact with men. Old men with beards and skull caps occupy park benches, some sitting idly, counting worry beads, others huddled in groups absorbed in conversation. As much as Turkey likes to think of itself as European, it resembles more the Middle Eastern countries in terms of almost everything: culture, religion, food, music and mentality.

ofTurkish goulashes. Thinking no bacteria would survive the fire-hot oven, I order pizza - a mistake, as the pizza is way too salty but the kebab is great. I forget the cardinal rule of eating out in a foreign country: always order the local food. At the appointed hour of 3:00 pm, two other pilots and I are left standing on the street staring up at the clouds. The truck had come by at 2:30 and picked up the others. This is, after all, the Middle East where the relativity of time is a reality, not just a theory, and it works in both directions - people can arrive early or late. The following day I go tandem with Scotty Marion in moderately strong (seven m/s) conditions. At 3,500 meters, close to cloud base, Scotty points to a glider out of control. A yellow Boomerang is undergoing multiple asymmetries followed by multiple surges and more asymmetries. Within minutes the pilot has lost 1,000 meters of altitude, but finally his reserve opens and we breathe a sigh of relief. Then we watch him being dragged along the ground for a few hundred meters before he manages to extricate himself from the harness. The glider, however, continues to be dragged

another kilometer across the rocks. The pilot survives with only minor injuries, but his glider doesn't. The ride across the rocks has torn it to shreds. Scotty and I manage a short XC flight before it starts to OD. I learn loads from Scotty and highly recommend a tandem flight with a top competition pilot as one of the best learning experiences. Shortly after we land we look up and see one of the Korean pilots coming down under his reserve. Apparently he attempted a SAT from a steep spiral and ripped his Boomerang down the center. We've had two reserve deployments in one day and the competition hasn't even yet begun. The majority of the pilots arrive that night and share stories about their adventures getting here. Registration goes without a hitch. I'm in. The competition begins. Day I - The day is canceled because

of bad weather. Day 2 -A 56.6-km task with three

turnpoints Conditions look a little better, but early cumulus clouds and a low cloud base indicate a potential for OD. We

I haven't a clue where to find the PWC headquarters and am not even sure I am in the competition. Although I registered last November, when I last checked I was still on the waiting list. I go to find an Internet cafe. By chance I run into a bunch of pilots who inform me that they've seen Semih Sayir, the meet organizer, who will take them up the mountain at 3:00 pm. We decide to go for lunch in the meantime. The food is a choice between pizza, kebab and a variety Paragliding: January, 2003

launch at 12:30 pm and the start window opens a half hour later. Being the first day of the comp, the pilots aren't willing to venture beyond the one thermal that is working near launch. At one point it seems that all 95 pilots are in the same tight, elusive thermal. The first turnpoint is about 12 km from launch, slightly out into the flats. I try to gain maximum altitude before heading to the turnpoint. On the way back my Bandit's lack of glide is evident. I am low and it takes me a while to climb out, by which time more than half the pilots are almost out of sight. I scratch around in light thermals toward the second turnpoint which is actually in rain until they stop the task. Only three pilots - Alex Hofer, Scotty Marion and Shoichiro Tadana - make it to goal before the task is called off. As a result, it is a valid day. Scotty says the key today was to be in the upper third of the sky near cloud base where the lapse rate was best. He and Alex headed up the ridge and scooted under the clouds ahead of others who took a different route and tell well behind. One pilot lost control of his glider and was lucky to survive. He had his reserve out but hadn't the time to actually release it. He packed it back into his harness and relaunched.

Day l - A 49-km task with three turnpoints The day is similar to yesterday, maybe a bit better. An inversion exists around 1,500 meters, just 300 meters below launch. From 1,500-2,500 meters the lapse rate is best, which is the place to be. The first thermal off launch is again tight and I have a close call with another pilot who rightly gives me crap afterwards. I've found it difficult to thermal with competition gliders since my glider banks well and I usually find myself turning a lot tighter 12

than other pilots. It's bad etiquette to hog the core, as I understand it, although a few pilots do it regularly. Most of the pilots make it to the first turnpoint about 16 km away without too much difficulty. On the way back to the ridge, however, a bunch of pilots sink out. I am close to doing the same, but manage a low save about 200 feet off the deck where I can hear the children yelling at me. Not wanting to get low again I opt for the security of maximum altitude, wishing only to make goal no matter how long it takes. I make it to the second turnpoint and am on my way to the third with good altitude, when I notice some black clouds and even a flash of lightening in the adjacent valley. Pive minutes later I hear Xavier's voice over the radio: "All pilots, the task is stopped, repeat ... " I think I could have made goal today, but unlike yesterday the fastest route was to stay low. Hans Bollinger wins by one second over Achim Joos. I head toward the stadium in Erzincan where other pilots have landed, but come up a couple of hundred meters short in an empty lot. I am immediately surrounded by children who trample all over my lines in their attempt to get as close to me as possible. I try to be nice and answer the only question they know how to ask in English, and which every child seems to want to try out on me: "What is your name1" I hear it again and again. After repeating my name at least 10 times, but to no avail,

as the question persists, I lose my patience and reply with a different name to every child. Their cheery expressions turn quizzical.

Day 4 - A 49.4-km task with three turnpoints It rained hard the night before and again a low cloud base and early cumulus clouds portend the potential for overdevelopment. Ten-km/h cycles are starting to come through launch, and Semih, the meet organizer, takes off on a glider much too small for him and promptly sinks out. Twenty minutes later the second wind dummy suffers an asymmetric shortly after takeoff and crashes into the side of the hill, injuring his arm. The third wind dummy is now too scared to launch. We decide to get off anyway in case it OD's which it never does. Everyone makes it to the first turnpoint 11 km away within l 0 minutes of each other. The sight of 100 gliders on glide is breathtaking. I take the higher route again but am slowed by a headwind. The lead

Paragliding: January, 2003

second turnpoint as I'm on my way there. I'm in good position, I think to myself, and decide to go faster. I make the second turnpoint but lose my patience and go on straight glide to the third turnpoint, thinking I will get something in the flats. Not to be. I land at the third turnpoint and am picked up by a retrieval truck 10 minutes later with one other pilot, Steve Cox, who is more than a little miffed. Apparently he was in the lead but got flushed when it shaded over, only to watch 40 or so pilots pass over him and make it to goal. Hans Bollinger and Achim Joos are again first and second. One of the German pilots pvis waiting at goal. He walks away uninjured but the ambulance looks the worse for wear with a big dent in its side. The next day the same ambulance gets rear-ended by a taxi and we wonder if it will survive the week. Day S -A 55.4-km task with one turnpolnt well out over the flats I decide to shoot some video before I launch and am the last to take off - a mistake, as I need all the help I can get. I have the sky to myself off launch and am thermaling when I look up and see the leaders 1,000 meters above me, going on glide toward the first turnpoint. From my perspective it actually appears that I might be able to cut them off and be in the lead, but my thermal drifts back to where they started their glide. There's no such thing as beginners luck in this sport.

It's the first time we've gone this far west and the terrain proves quite the challenge, since it is lightly sloped and at any time one gets low there's a chance he will land on the desolate hillside far from any road. What makes it even more challenging is that we have to pass over a large military base which is riddled with silos and

barbed wjre, and ia forbidden to land in .. To drivethe,point:horoe, we have been tokl. thadfwe.do'lan!±there neither our retrievaknor our safety is guaranteed. The first turnpoint is.easily enough reached by three,quarters of the pilots, but I only i;nanage it after two low saves .. The second turnpoint is well out over th.e ftats, and the half of the pilots who get back to the ridge and climb high seem to do better than those who take the i:nore direct route. Still, no one makes goal or the min~mum distance whkh was set at 50 km. Only 200 points at~ allotted to the winner for the day and there is considerable grumbling on account of the low

I just barely manage to. in the military base al) up by Louise Crandal reverse and we are s tight onto another roa wait for long before au full of soldiers comes ti down and it takes all push the truck back up find Semih, who's bus organizing a retrieve pilots who've deployed: and are stuck up in the' One of them, who spea.li,l with a heavy accent, keep$ anxious voice ifwe can "fi who speks French?" "NoF' . Louise in a feigned French a. Day 6 - The longest task yet: a 71 km race to goal There is a moderately strong east wind which will make it a fast race, but launching becomes difficult as it is completely cross. After some waiting, a few straight cycles come up the hill and the launch window opens. The srart is somewhat sketchy with multlpI6 'a and a few mishaps involvin

Paragliding: January, 2003 9•

dragged across rocks. About 70 pilots take off before it starts to blow 25-30 km in every which direction. The remaining 20 or so pilots are stranded on launch, waiting for the wind to straighten out. Xavier has reservations about the conditions in light of what's happening at launch and decides to cancel the task before the start time is reached. The majority of pilots are quite disappointed, believing the danger was minimal and the task quite doable. However, as Xavier explains later, safety in a PWC is paramount, and it is a competition for all the pilots, not just the top 10 or 20. I have the honor of being the first at goal - unfortunately, not the one that counts. Day 1 - A 73.5-km with three

turnpoints The day looks the most promising so far. Cloud base is higher than it's been all week and there is little valley wind. It seems like the low-pressure system has finally passed through. On the way

up, Scotty Marion suggests I get a good serial-class wing and believes the UP Trango to be the best of the lot, as it is gaining a good reputation among competition pilots. "But," he says, "make sure you take a couple of SN courses on the wing before competing with it." He himself attended five SN courses over water with his Boomerang the first year he got it, and attributes that to why he's never had to throw his reserve. When we arrive at launch there is no wind and light cycles are beginning to come up the slope. This being the last day and conditions being better than they've been all week, some of the top competitors are expecting a long and challenging task. Unfortunately, half of the Swiss team have to catch a bus later that afternoon to make their 6: 00 am flight from Istanbul the next day, and are averse to a long task. A compromise is reached. A task which

is both long enough and technically challenging but manageable in a reasonable time frame is called. The first turnpoint is reached easily enough but the second turnpoint is 24 km away and over a large plateau. It's critical to have enough altitude over the plateau since it's about 1,000 meters above the valley floor. About half a dozen pilots misjudge the altitude and land on top of the plateau in a beautiful but arid landscape. On three occasions Scotty Marion takes the lead, only to be passed by others who are a little more patient and climb higher before making the transitions. Alex Hofer takes a line over the plateau different than the lead gaggle and suffers for it, losing his first place in the competition as a result. Helmut Erchholzer, the young Austrian, wins the day, followed by Norman Lausch. Forty-one pilots

2 3

5 6 7 £ 9 10

12 13 14

15 16 17

18 19 20 21

Paragliding:January, 2003

make goal. I manage 68 .2 km , ;.i. (a personal best) after nearly ,:·· · six hours of flying (also a personal record). Later, when I am relating the story to Alex Hofer, who is incredulous that I flew for that long, I recall a story about Bill Rogers who won the Boston Marathon three years in a row in the late 1970's with a time of about 2:12. When asked what he thought of the people who finish the marathon in five or six hours he replied, "I think that's a remarkable achievement. Who can run for that long!" The overall consensus among the pilots was that the flying and the organization at this PWC were very impressive. The high, dry desert type of climate in a relatively protected valley has all the makings for excellent flying conditions, as was evident by the fact that despite the poor weather we had six flyable days and four valid tasks with many pilots making goal every day. And, in spite of the appearance that the organization was slightly

dispatched to find them - not necessarily common or expected in · many competitions when outlandings usually necessitate a several· hour hike Out. .: . The people of Erzincan never quite knew what to make of : . us. Although the young people :would say hello to us everywhere . we went and ask us all sorts of · questions in their limited English, the older people regarded us mostly with indifference bordering on mild suspicion. Ours is, after all, a world far removed from their conservative Muslim culture. And let's face it, the majority of pilots were there to fly, not to experience a foreign culture. It seemed that it was only when pilots outlanded and lost the distance and security provided by their hotel rooms, the organization, or their wings, and they became ordinary humans in need, did they experience what has always been a dominant feature of Turkish society: kindness and hospitality. As Xavier, the PWC representative said, "If Turkey were to host another PWC, we will happily return." Pity the pilot who misses out.

·1

... haphazard and disorderly during the first couple of days of the competition, remarkably, as often happens in the Middle East, everything came together very well thereafter. As soon as the army and city officials realized that the competition was a reality and more than 100 pilots were in town, they supported the organization with choppers, medics and parties. Retrievals were remarkably prompt. Even when pilots outlanded in the mountains or remote regions, a truck with mountain guides was

Fifteen of the world's top skydivers also competed in a series of "sWl)Op" rounds. On each r ed at about 3,000 I momentum by di water at sick speeds. I canopy could dive like a Just before splash<f9wn they an aggressive hook lutn, leveled off at less than 10 feet over the water-m front of a lane of marker buoys, and attempted to glide onto the pontoon from up to 200 feet out with points

he perfect venue for a publicfriendly, world-class paragliding aerobatics competition might look a lot like North Beach in Chicago: 9,000,000 potential spectators, a miles-long beach packed with people, a big lake and the organizational muscle of Red Bull to pull it all together. Anyone who witnessed an inverted glider trailing smoke against the backdrop of Chicago's skyscrapers while 10,000 spectators went off has the memory burned into his mind. The first annual Wings Over Chicago brought together the best paragliding aerobatics pilots and the best skydivers for an absolutely unprecedented four-day celebration of adrenaline and aviation right in the heart of America. 16

ramp like a cartoon character. The skydiving action was non-stop, with a Bea'\ler and Twin Otter on hand for quick reftights.

Paragliding aerobatics have developed itlto its mvn sport, as separate from X:C flying as umls are from X-C skiing. I haven't watched a paragliding aero comp in a couple of years,

and I was

absolutely blown away. It's obvious that the pilots are devoting massive amounts of time and altitude to refining their routines and new moves on both sides of the Atlantic. Half-pipes, ass-choppers, tumbles and helicopters are now standard moves - the best routines fluidly linked the most difficult moves into a judge _and spectator-fiiendly package. It was easy to tell who was really on by how cleanly the smoke trails meshed, and bow well the gliders stayed open despite being upside down more than "upright!" Horatio Llorens, all of 19 years old and a new member of the SAT team, put together some great runs for $CCOnd place, but the surprise winner (surprising only for those who don't yet know him} was Enleau O'Connor. Enleau travels the U.S. with his wife and fellow competitor, A$n, as a: sort of aerobatics Messiah ministering to literally hundreds of initiates. He's also evidently worked Paragliding: January. 2003

hard on his own maneuvers. They were powerful, clean and diverse, but his death spirals give him a slim winning margin, especially as he managed to stick the pontoon on both runs, the only paragliding competitor to stay dry for the entire event. The point spread between first and third was microscopic: five points out of 530.

Matt Coombs, Dale Baugh and Guiseppi Frie, throwing down hard along with the relative "old-timers" such as Othar Lawrence (he competed

tow-boat operator Scott Harris represented an impressive crew of aero pilots from Jackson Hole, Wyoming. Jackson is now one of the top aero centers in the U.S. , thanks to a 4,000-foot tram and a committed group of aero pilots with their own boats and enough dedication to fall out of sky all summer. Ranyon's latest maneuver mixes a very fast spin 180 wingover, a move probably coming soon to a comp near you. It's good to see strong new U.S. aero pilots, such as Brad Gunuciou, Josh Waldrop,

in addition to organizing everything' ) and Chris Santacroce. Any new event will have some problems, and woe was 110 exception. Lake Erie was the main culprit. When you think of a lake you might picture something fairly large, maybe even hard to see across, but Erie is actually 50 times larger than Switzerland and definitely less stable. It's relatively shallow and, as the organizers learned, infamous for developing some of the worst "chop" waves around . Towing paragliders in six-foot "chop" at 30 mph proved to be a serious challenge, and ultimately the waves limited the paragliders to two rounds. I'm sure the $2,500 O'Connor won for first will make him feel a little bit better about the damage done to his towboat - at one point the steering wheel fell orn While competitors found the conditions a bit frustrating, Red Bull promises a bigger and better boat next year. Red Bull and High Line Events did a stellar job of dealing with the massive 17

logistics of putting on an aviation event in the middle of one of the largest cities, and densest air-traffic areas, post 9/11. September 11 has really restricted aviation in America, so city officials are understandably very careful about who they let fly in their airspace. It's a credit to Red Bull that the event took place at all, and also definitely positive for American free flight.

While unable to get inverted over their gliders as much as they would like, Raul and Felix Rodriguez and Horacio Llorens fed their addiction to aerials by continually hucking themselves off else near the water until asked them to stop. I co but laugh. These

where many did their own low-altitude maneuvers in one of the greatest party /, ies on earth. Everybody walked ay from the event uninjured if t, while Othar and the rest of the crew managed to keep the police, the Federal Aviation Administration, the Coast Guard, the lifeguards and about 10 other types of government agencies happy, so next year looks good!

Check outwww.redbull wingsoverchicago.com for full results and some sick video.

easier it would be to huck out of the plane instead of tow. The possibilities and ideas were well-debated at the

Paragliding: January, 2003

hat if I told you that your paraglider pack could weigh less than half what it does now1 Does that sound appealing/ Does it sound impossible/ Well, it is possible using the lighter gliders and harnesses designed for hike-and-fly style paragliding these days. It's a st l

days of the sport, when climbers and mountaineers were the early adopters of paragliding equipment, but today's hike and-fly gliders get performance comparable to other contemporary gliders so you don't have to sacrifice soaring flight to enjoy Paragliding Lite. There arc a number of lightweight paragliders on the market. The one I had the opportunity to fly this summer

was the Ozone Peak, so that'll be the focus of this article, but most of the comments I have to make about lightweight gliders apply to the other models as well. To design a glider as lightweight and durable as possible, Ozone collaborated with Sup'Air and a company named PRS. The result was a glider, harness, protector and bag that weigh 16.5 pounds (more on this

original goal was to climb Mont Blanc du Tacul and fly down , but the weather didn't cooperate while I was in the Chamonix valley. The next opportunity to hike and fly presented itself when I was in Grindelwald, Switzerland. I scoured a map of the area and spotted a peak named the Rotihorn . Figuring that this must be an omen I talked three of my flying companions into hiking it with me. Then can1e the decisions about what to take and what to leave behind, and here's the gear list I came up with.

later). There are weight savings in the canopy, the lines, and the risers - all are lighter than in a typical modern paraglider, but they are plenty strong as evidenced by the fact that the Peak passed the rigorous DHV load tests . For technical information about the Peak's materials and to download the Peak Pilot's Manual you can visit this Web page: http:// www.ozoneglidcrs.com/ gliderspeak.htm. Ali sizes of the Ozone Peak are certified at the DHV l level. Tflew the Peak Medium, which has a certified takeoff weight range of 80-100 kg, and my weight varied between 80 and 85 kg depending on which gear I chose to take along on each flight .

I took the Peak Medium on a trip to

Europe during June and July of 2002. My 20

Glider: YES Reserve: NO Harness: YES (Sup'Air Altiplume ) Back protector: NO Helmet: YES (bicycle helmet) Vario: NO Radio: YES (Kenwood TH-22AT) GPS: NO Camera: YES (Canon PowerShot SlOO)

My pack with the listed gear weighed in at 18 pounds, which compares reasonably well with the 16.5 pounds advertised by Ozone. After a roughly two-hour hike from the top of the First gondola and another two-hour wait for the clouds to lift, I found myself on a grassy ledge with the wind coming lightly up the hill. The ledge was just wide enough to accommodate the wingspan, and

I was glad the Peak's lines are short because that gave me about three feet of running room before the steep drop-off. As this was the first time I had launched the Peak I did a reverse inflation in order to watch the wing, and was pleased to see it come up straight and clean directly over my head, so I turned, leaned and kicked off the hill. It was such an easy launch experience in a tight launch area that I flew away with a renewed appreciation for lightweight gliders, and I was glad I hadn't tried to launch my heavier, long-lined regular glider there . Flying away from the Rotihorn I saw gliders below Paragliding: January, 2003

me circling in the usual house thermals in the vicinity of the First launch. A question came to mind: Would I be able

to thermal with the other gliders on a mountain glider without a vario1 Only one way to find out, so I joined in and started circling with an Advance Sigma V. (Advance headquarters are

Paragliding: January, 2003

nearby so the skies above

Grindelwald are filled with Epsilons, Sigmas and Omegas.) Five minutes later we were both back up at cloudbase. I did this a few more times and convinced myself that the Peak is a good thermal machine, with light handling and easy turning characteristics. It can't come close to matching the higher-performance recreational gliders on speed and glide, but for localized soaring flight it does just fine. I landed the flight after an

hour with a smile on my face next to a group of Japanese hikers who helped me fold my glider and gave me a glass of French wine. Ah, it's easy to love the Alps after flights like that. I made a few more flights on the Peak after remrning home from Europe to the Pacific Northwest. One example: Silver Star, a hike-up site in the southern Washington Cascades. On this outing my wife and I took our two-year-old daughter along and took turns watching her while the other

person flew. On the hike up I carried my daughter in a backpack and carried the Peak pack on my chest, something I wouldn't have been able to do with a full-size glider pack. The additional flights reinforced the impressions of the first flight - easy launches and comfortable in-flight handling. The Peak is a specialty glider, and like all specialty equipment there are pros and cons. The primary pro is the light weight which allows you to do hike-ups and arrive on launch sooner and fresher than you would with a full-size pack. The primary con is that, all things being equal, the Peak is unlikely to last as long as a typical recreational glider because of the lighter materials. This isn't a criticism of the Peak, just a recognition of the fact that it won't stand up to as much long-term abuse as a glider made out of heavier materials. The Peak is best suited to be a secondary glider for a pilot who already has a regular glider for everyday use, but who wants a lightweight setup for hiking. That pilot could be a serious climber like Will Gadd, or he could be a recreational hiker like you or I who wants to enjoy Paragliding Lite.

P-1 JOHN MCINTOSH

HILLSBORO

D.HILL

P-2 JOHN MCINTOSH

HILLSBORO

D.HILL

T-1

DENISE REED

CASHMERE

D.WHITE

T-1

MATTHEW GERDES

LEAVENWORTH WA

D.WHITE

P-4 JACK BROWN

ANCHARAGE

K.HONG

P-1

CHRIS IGIELSKI

PORTLAND

L.CHIRICO

P-2 CHRIS IGIELSKI

PORTLAND

L.CHIRICO

P-1

BELLEVUE

M.CHIRICO

P-2 MARTIN SHETTER

BELLEVUE

M.CHIRICO

P-3 KARL BETTINGER

SEATTLE

M.CHIRICO

P-3 TAKESHI SHIMIZU

SAMMAMISH

M.CHIRICO

IGNACIO VELASCO

PORTLAND

R.HIGGINS

P-2 IGNACIO VELASCO

PORTLAND

R.HIGGINS

P-3 KATHLEEN STEPHENS

HILLSBORO

R.HIGGINS

P-4 LESLIE SAWYER

PORTLAND

R.HIGGINS

P-5 DAVID WHEELER

CASHMERE

W. BOLOSKY

P-1

MARTIN SHETTER

ROY KRAUTSTRUNK

SEASIDE

D. KESTNER

P-2 ROY KRAUTSTRUNK

SEASIDE

D. KESTNER

P-2 CHUCK SKEWES

SAN DIEGO

K.HONG

P-1 ANNE PISAR

RANCHO PALOSVERDESCA

M. DE BARROS

P-1

SAN PEDRO

M. DE BARROS

P-1 JAMES LANTHRIPE

POMONA

N.GREECE

P-2 JAMES LANTHRIPE

POMONA

N.GREECE

LAKEWOOD

D.OLSEN

FLAGSTAFF

D.WHITE

P-1

MICHEL CARIOTIS

• P-2 WILLIAM BREUER T-1

DOUGLAS STROOP

P-2 SEAN VIERLING

VAIL

P-3 ANDRE DE LUCINGES

AVON

P-3 DAVID DREISCH

VAIL

P-3 STEVE LUCIDO

AVON

P-1

PARKER

CHARLES LEATHERS

G. KELLEY G. KELLEY G. KELLEY G. KELLEY K.HONG

P-1

KELLY MANGRUM

SALT LAKE CITY UT

S. MAYER

P-1

SPENCER MANGRUM

SALT LAKE CITY UT

S. MAYER

P-1

MIKE STEEN

SALT LAKE CITY UT

S. MAYER

P-1 JEREMY SNADER

TELLURIDE

S. MAYER

P-2 KELLY MANGRUM

SALT LAKE CITY UT

S. MAYER

P-2 SPENCER MANGRUM

SALT LAKE CITY UT

S. MAYER

P-2 MIKE STEEN

SALT LAKE CITY UT

S. MAYER

P-2 JEREMY SNADER

TELLURIDE

S. MAYER

P-3 GREG BABUSH

TELLURIDE

co co

ALBUQUERQUE NM

W. SMITH

P-3 JEFFREY MARTIN 22

co co co co co

S. MAYER

Paragliding: January, 2003

• P-1

PETER STRUM

BOZEMAN

A. MACRAE

P-2 PETER STRUM

BOZEMAN

A.MACRAE

P-3 MIKEAEED

JACKSON

S. HARRIS

P-4 MIKEAEED

JACKSON

S. HARRIS

JACKSON

S. HARRIS

P-3 CHAD YURASHAK

JACKSON

T. BARTLETT

P-3 PETE LINDELL

WILSON

T. BARTLETT

T-1

MIKEAEED

• .

J ROBERT BARBOUR

CHESAPEAKE

D.REED

P-3 MICHAEL MCDONALD

POTOMAC

S. GASPARIAN

P-4 NIGEL DEWDNEY

BELAIR

WELSETH

P-1 ALISON PEARCE

FORT MILL

P. PEARCE

P-1

ENGLEWOOD

P-1

J. BJORENAS

P-1 TIMOTHY QUARNSTROM NEW YORK

P-1 JOHN MOOMEY

BINGHAMTON

P-1 JOHN MOOMEY

BINGHAMTON

J. BJORENAS J. BJORENAS J. BJORENAS

P-1 JOZO SARIC

CLIFFSIDE PK

P-1 JAY WANG

NEW YORK

J. BJORENAS J. BJORENAS

P-1 YVONNE CRISTOVICI

FOREST HILLS

J. BJORENAS

P-2 KEVIN COYNE

ENGLEWOOD

KEVIN COYNE

P-2 TIMOTHY QUARNSTROM NEW YORK

J. BJORENAS J. BJORENAS

P-2 JOHN MOOMEY

BINGHAMTON

j. BJORENAS

P-2 JOHN MOOMEY

BINGHAMTON

J. BJORENAS

P-2 JOZO SARIC

CLIFFSIDE PK

P-2 JAYWANG

NEW YORK

P-2 YVONNE CRISTOVICI

FOREST HILLS

J. BJORENAS J. BJORENAS J. BJORENAS

P-3 JAMES SUMMERFIELD

NEW YORK

J. BJORENAS

P-2 URS NEUWEILER

RUDOLFSTETTEN 8964

G.JEBB

Regions 1-12 Region 13: Everywhere else

Paragliding: January, 2003

ent and hardly anyone crashed on takeoff, the EMT and Safety Director didn't have much to do all week except enjoy the spectacle of watching 70 bangies launch off the 10,400-foot MSL peak, gaggle up thousands of feet above takeoff, and then depart on 24

their daily X-C racing task. David and I had a lot of time to sit on launch and talk about - what else - flying! It turned out that we had a mutual interest in paragliding. I had become intrigued by paras during a recent hang gliding trip to France, and was interested in taking some beginner lessons. David, as it turned out, actually owned a paraglider, a completely thrashed UK-built Harley of some kind. Neither of us can recall the name of the model. I remember that it had 10 or 12 extremely fat cells and a roughly rectangular planform. It looked and flew more like a package of hot dogs than a flying wing. He admitted that he had already made a fair number of"flights" on the Harley, and he generously offered to share his glider and paragliding experience with me. I told him I'd contribute whatever part of my hang gliding knowledge was useful, and that I'd call my friends at UP Paragliding (I'd worked for their hang gliding division in the past) and get us some better gear. We started flying on some cactuscovered sand hills near the Albuquerque airport. At first we did some pretty stupid things, but we had a huge amount of fun learning to fly. Before long we retired the Harley and were soaring our brand-new UP paragliders over the deserts of New Mexico. Eventually I gave him some hang gliding lessons and he fell in love with that sport as well. From the beginning of his flying career it was clear to me that he was a naturally gifted pilot of footlaunched aircraft. Today, at 30, David is part of a very small group of pilots in the U.S. who compete in both hangs and paras. In 2002 David flew in both Florida aerotow hang gliding comps and Mitch McAleer's Southern California Paragliding: January, 2003

Paragliding Open. He placed respectably mid-pack at the Florida meets (and was awarded the Wills Wing Sportsmanship award at the Wallaby Open). The big news is that he scored the first big win of his comp career at the 2002 SoCal Paragliding Open. His win at the "Mitch Match" and his sixth-place finish at the 2001 U.S. Paragliding Nationals make him a definite contender for a place on the next U.S. Paragliding World Team. David is also one of a very small number of pilots in the world who are experimenting with gravity deployments ofparaglidcrs. He likes to deploy from his friend Jonathan Wolfe's homemade ' tic-dyed hot air balloon and then stall ' spin and SAT his way back down to the ground. He even designed and built his own gravity deployment system, or "d-bag" as he calls it. On the increasingly rare occasions when he's at his home in Albuquerque, New Mexico he operates a sewing shop called Earth Cog Industries. Earth Cog's corporate headquarters are located in a single converted railroad freight car, where he designs and manufactures pilot fairings and other flight accessories (he also makes custom bow-hw1ting gear). As if that wasn't enough flying activity, he's also into hang and paraglider instruction, tours, tandem and X-C. After making flights of 125 and 145 miles in 2001 David was "King for a Day" at the 2002 Flytec World Record Encampment. On June 20, 2002 he made a 240-mile flight from Zapata, Texas on his Ozone Proton GT. After an all-night retrieve, Dave returned to Zapata in time to tow Will Gadd up for Will's 263-miler, the flight that currently stands as tl1e open-distance record.

Recently I sat down with David and asked him 10 questions about flying and the Sky Freak lifestyle. JCB: What's up with cl-bagging/ DP: My hometown of Albuquerque, New Mexico considers itself the hot air balloon capitol of the world. Every year they have this huge balloon rally during the least soarable time of the year. Seeing those hundreds of balloons flying together gave me the desire to put all that hot air to use. Ever since my early days offlying I've dreamed of bucking myself from a hot air balloon over Albnquerque. I spent hours and hours dreaming and scheming up many ways of dropping or deploying my paraglider. I never actually figured out how to do it, plus I was unable to find a willing balloon pilot to drop me. Several years later I saw Chris Santacroce buck from a tandem paraglider and I realized exactly how to build a clean d-bag. A couple of weeks later I had developed my own d-bag system that would work with a balloon. Instead of actually jwnping out of the balloon's basket, my idea was to ride up to high altitude in tl1e basket, tlm1 rappel down below the basket and get comfortably seated in my harness witl1 tl1e glider in its d-bag suspended above my head. With the balloon in a slow, stable descent I could then release the glider from tl1e d-bag and would only have to fall the lengtl1 of the lines before the glider started to open up. I figured that would really reduce the opening shock. The other trick was developing a method for packing the glider and lines that would give consistently clean, progressive deployments. A couple of friends with lots of skydiving and BASEjumping experience gave me some critical advice, and the last piece of tl1e puzzle fell into place. Continues on page 26 ... 25

A week after I figured it all out, I happened to meet Jonathan Wolfe, a balloonist with an open mind, and three days later we did the first drop. Our first three drops were flawless. I've done 13 deployments from Jonathan's balloon and one from a tandem paraglider. Over the last year and a half! have worked to refine my design and packing technique, and the last four drops have been the best. JCB: Have you ever had a cl-bagging malfunction/ DP: Yes, I've had four malfunctions in total. One was caused by human error; I packed the glider wrong. I also had three malfunctions in a row on a glider that obviously was not suited to be cl-bagged, but nothing that I wasn't able to correct in flight. The worst was a cravat that resulted in a big spiral right after the glider came out of the d-bag, then a main brake line failed while I was exiting the spiral. I was able to fix the cravat and fly down, steering with the rear nsers. JCB: Will cl-bagging ever be a mainstream paragliding activity? DP: I think we will see an increase in cl-bagging activity worldwide. For those few pilots interested in learning how to do it, I'll be giving clinics in cl-bagging this winter in Mexico. The cost of the clinic will include two deployments and your own d-bag. Personally, I'd love to see an aerobatics comp done d-bag style! How about a special cl-bagging hang glider trike/ I've heard rumors that someone is already building one, kind oflike a jump plane for paragliders. Just think of the ability to start on a worldrecord cross-country flight at 3,000 feet in the best thermal the area has to offer, without the risk of ground towing in strong winds. Look at what aerotowing did for hang gliding.

JCB: Why do you spend the winters in Valle de Bravo, Mexico? DP: The place has awesome flying conditions, and the atmosphere of the town ofValle is incredible. I have a winter job with the local boys, Jeff and Alejandro of Fly Mexico. I'm a guide, instructor and tandem pilot for them. During 2002, in three months, only two days were not flyable. There's excellent X-C potential every day. Sometimes we fly three times a day. I feel that all this airtime gives me an advantage in honing my racing and aero skills. JCB: Do you use different paragliders for comp, X-C and cl-bagging/ DP: Absolutely! The best gliders for cl-bagging have simple line layouts; I've been using a medium Gin Bandit, but I've recently switched to my Proton GT. The glider that I had my malfunctions on had more lines and pointier wingtips tl1a11 the Bandit or GT does. In comps it's all about performance, and it's hard to beat the full-on comp wings. Look at this year's Owens Valley Nationals; the top tl1ree places were all Boomerang 2's. For the big air of Texas recordsetting, where you are aloft for 10 or 12 hours, I like smaller DHV 2-3 wings. Fortunately, my sponsors at Super Fly, Ozone and Flytec keep me supplied with all tl1e necessary tools of ilie trade. JCB: Are you are still an EMT/ DP: Yes, I am a certified EMT-1. I also have 13 years of mountain rescue experience. I no longer do tlus for work, but I render care when needed. It's a great skill to be able to share with the flying community. JCB: If you had to choose between hang and para, which would you pick/

them both! The two complement each otlm; I really just love to fly. But ifI had to choose, I'd take paragliding. I can grab my paraglider and jump on a plane to a foreign place with ease, or hike alone into the mountains and soar off on an X-C adventure, then hitchluke back. Paragliding is just more selfsufficient. Modern paragliders fly so well that almost anything you can imagine is possible in the air. JCB: I understand that you've been taking sailplane lessons lately. Do tl1ink you'll add that to your repertoird DP: Of course it's the best thing to do on those really gnarly days, when the wind is ripping. And the sailplane community has a wealth of soaring knowledge and a huge experience base. But no, I'm just experimenting with sailplanes; I'll stick to free flying for now. JCB: Are you going elk hunting in Northern New Mexico again this fam DP: Yes, I like to walk into the mountains of New Mexico and harvest an elk with my bow and arrow every year. It's not just my main source of meat; it's also my biggest break from flying during the year. JCB: Do you have any closing thoughts? DP: I feel that the quality of paraglider racing in the U.S. is better than it's ever been. Look at Scotty Marion's second place overall in the 2002 PWC. I clunk tl1at the U.S. will have its strongest team ever at the next World Championslups in Portugal. We might even be able to wm. JCB: That's a bold prediction given the Europeans' current total dominance of the paragliding competition scene, but I think you might be right.

DP: That might be the question I get asked ilie most. I always say that I love Paragliding: January, 2003

Three fatal Acddents by Steve Roti here were three paragliding fatalities in the U.S. last summer in addition to the two earlier in the year which brings the 2002 fatality total to five. Little is known about fatality number four, but there is enough known about numbers three and five to point out some similarities and some differences. Both pilots were middle-aged, both Advanced-rated, both suffered head m1unes despite weanng full-face paragliding helmets, and both crashes were unwitnessed so the exact cause is unknown. In number three the pilot had been paragliding for 10 years but had little recent experience, while in number five the pilot had been paragliding for only two years but had much recent experience. NUMBER 3: Inland mountain site, light to moderate thermal conditions Accident Date: 7/22/02 2:00 pm Pilot Name: Scott Dennistoun Pilot Age: 43 years Pilot Rating: Advanced (P-4) Years of Experience: 10 years Glider Rating: DHV 2 Helmet Type: Full Face Reserve Deployed: No The following accident description was written by one of the pilots flying with Scott on the day of the accident. The forecast was for light and variable, turning southwest at 5 to 10 mph later. It was very hot (105°+ F). The flying site where the accident occurred is a pyramid-shaped, 3,400foot mountain which straddles the Paragliding: January, 2003

edge of a steep, deep river canyon in the transition zone from high, dry desert country on the east to mountain/canyon country to the west. It's quite similar to Chelan Butte but steeper and pointy, with a knife-edge ridge running west, almost horizontally from the summit. It's the highest point for miles around, and routinely produces climbs to 10,000' MSL and above. The flying site and conditions are characterized by strong thermals, and the dry environment allows the formation of dust devils which mark the associated thermal turbulence. This is no place to scratch midday, and Scott was well aware of that fact. When we got on top at about 1:15 pm we were disappointed to find that it was calm, but at least it was a few degrees cooler than in the canyon below. We sat down for a while to see what would happen. In about 15 minutes we started getting light cycles up the east face - not good, as this direction rarely results in good climbs. We like south to southwest or northwest to northeast if it's light. The four pilots in our group had the mountain to ourselves as usual. Scott was not a recent regular, but had accompanied me there and in the vicinity many times over the last 10 years. He was never a "hot dog," and had only a couple of hours on his new DHV 2 glider. He said it made him nervous; it felt "twitchy." Prior to this he had been on a DHV 1-2 glider for several years. When the cycles got strong enough that I thought I might stay up, I launched first. I went 100 feet above launch in smooth lift, then the lift petered out and I went all the way to the bottom of

the east face without finding anything else. Business as usual on east days. The second pilot launched during my sink-out and immediately went lee-side looking for something there, but he found nothing eitlm. The third pilot got back in the car to drive down and get us. I gave Scott a radio check and he then launched, and I glanced up from folding my wing to see him gliding out from the mountain a few seconds after he had left the ground. I assumed he would be joining me momentarily and went back to folding my wing. Ten minutes later he hadn't shown up and was nowhere in sight. I called to him on the radio, and when he didn't respond I assumed he'd flown lee-side also and was out of range behind the mountain. A few minutes later the car stopped on the road above me and the driver radioed that he could see Scott lying on the hillside, about 500 feet below launch, and he wasn't moving. Both of us hurried to Scott's location, started CPR and called 911. We found Scott in a fetal pos1t1on, head uphill, with both brake toggles clinched tightly to his chest. There was no evidence of an impact in the steep, soft dirt and dry grass surrounding him. His wing was accordioned at full extension on the hillside above him. I didn't notice any twists in his risers, but I wasn't analyzing at that point either. It looked like he had flared, landed and just keeled over against the hillside. When we later inspected the helmet we found a couple of new-looking dings and a stress fracture at the left joint of the face guard. The helmet was nearly new and of good quality. There was a 16-inch rip down the center of the bottom of his harness (front to back), 27

but the bottom of the harness wasn't really dirty, as it would surely have been if he'd crashed right side up. CPR was not successful. We gave up after a half hour or so. The rescue crew arrived an hour and a half after the accident occurred. By this time the mountain was cooking and powerful dust devils were sweeping through the draw every few minutes. Scott had a recent history of heart disease which had culminated in bypass surgery last fall. When even the coroner's visual inspection couldn't find evidence of recent trauma, we all jumped to the conclusion that he had suffered another heart attack in flight, and had been just able to land softly before dying. Tb.is scenario couldn't explain the rip in his harness, however.

Scott's wife didn't buy the heart attack scenario and ordered an autopsy. The report showed that the cause of death was a neck fracture, and there was also significant head trauma, in spite of his helmet. I took Scott's gear home and went over it thoroughly several times. He had separated the aluminum f!atbar of his backpack's internal stiffener from the other parts and stowed them all in the back of his harness . The flatbar has sharp, square edges, and if he had impacted inverted it might have been pushed "up" in an arc, from the inside, across the bottom of his harness, causing the unexplained rip in the bottom. His wing is pristine and a subsequent test-flight showed no problems.

(DHV2) with ledlg edg@ HIT (High-speed lntal<e Valves) and integrated battens. 59+ km'hrtop speed 0.9 mttsec min. sink rate.

This point forward is mostly conjecture on my part: Scott impacted hard, headfirst, seconds after I saw him gliding smoothly away from launch. He would have been further down the mountain ifit had been any longer than that. How do you get upside-down in your harness during a sled ride, when you're already nervous on a new glider and not a b.otdog1 A couple of days afterward I took his wife out to visit the site. While we were there I discovered his sunglasses lying about 40 feet to the right on a horizontal plane from where we found him. The significance of that find didn't sink in until a day later, so I drove back out again. This time I was to find the helmet imprint I suspected would be a few feet further along that same plane. I did find something right

(DHV1-2) with leading edge HIT (High-speed ~ Vaves) 50+ kn'VllMDPspeed 1.0 mVsec nin. sink rate.

where I suspected it would be, but there was a bootprint (probably my own ) right in the middle of it, so that's inconclusive. I think he hit the ground headfirst while traveling nearly horizontally in a counterclockwise direction. The only way I can think of that he could have gotten there is a dust devil. The only way to be assured you won't fly into a dust devil is to avoid flying at any thermal site. NUMBER 4: Towing, unrated pilot Accident Date: 9/10/02 5:30 pm Pilot Name: Ralph James Pilot Age: 71 years Pilot Rating: Not a USHGA member The only facts known about this accident are those contained in the following Associated Press news item.

STRAFFORD, Mo. - A man died Monday evening after he fell from a tree where his paraglider crashed . Law officers say Ralph James of Strafford died at a hospital in Springfield, where he was flown after the accident around 5:30 pm. James' craft became entangled in the tree as he was taking off while being towed behind a car. Greene County Sheriff's Deputy Mike Robertson says James fell after unstrapping himself from the glider. Robertson says the 71-year- old man released his harnesses, stepped out on a limb and fell. He says James would have been fine if he had stayed where he was until rescuers could reach him. NUMBER 5: Inland mountain site, strong thermal conditions Accident Date: 09 / 20 / 02 1: 30 pm Pilot Name: Bruce Wallace Pilot Age: 54 years Pilot Rating: Advanced (P-4 ) Hours of Airtime: 200 Years ofExperience: 2 Glider Rating: DHV 2 Paraglid ing: January, 2003

Helmet Type: Full-face Reserve Deployed: No The following accident description was written by a pilot who !mew Bruce but was not present at the flying site on the day of the accident. ACCIDENT DESCRIPTION

Bruce launched at 12:45 pm from a 9,000-foot MSL launch site in the Owens Valley. The flight plan was to follow the eastern slope of the Sierras northward up the valley as far as possible. After the first half hour of Bruce's flight visual and radio contact with him was lost. A search using helicopter and fixed wing aircraft was initiated by local authorities the following morning (Saturday). The helicopter crew located Bruce on Sunday morning after they concentrated their efforts in an area where concerned pilots, with the use of a telescope, had spotted what might be a paraglider on the mountains near where Bruce was last seen flying. He was found dead at the 11,300-foot level on a ridge 6.3 miles from launch. He was still attached to his wing, which was snagged on a rock pinnacle. After observing the amount of trauma to the right side of his head and the right side of his upper body, the Coroner, as well as the rescue personnel who retrieved his body, concluded that he died very soon after striking the rock face. There was no evidence of an attempt to deploy the reserve chute. Bruce's variometer log was useful for post-accident analysis. The data indicated that he was airborne for 40 minutes, had three major climbs, a maximum averaged climb rate of 700 fpm during his first climb, and that he had achieved a maximum altitude of 12,000 feet during the second climb. It also indicated that 30

on his last climb he thermaled to an indicated 11,378 feet at an averaged climb rate of 177 fpm, and then had a sudden final descent to impact at 11,286 feet. The final descent was a distance of 92 feet at a maximum averaged sink rate of 400 fpm. With the vertical aspect of the impact area and the nature of injuries to the side of his upper body, it is reasonable to assume that there was probably a considerable horizontal component to the in1pact. WEATHER CONDITIONS THE DAY OF INCIDENT

The atmosphere was dry and the pressure relatively high. Two of Bruce's companions launched close to the same time that he launched and followed a similar route. One pilot experienced a maximum averaged climb rate of800 fpm and the other 1,000 fpm. They said that the wind was variable in direction, under five mph, and that the thermal-induced turbulence was not unusually strong. Many other paraglider pilots were also flying in the Owens Valley that afternoon in the west-facing White Mountains 60 miles away. The pilots flying the Whites offered mixed accounts of the turbulence factor, with some saying that it was quite manageable and others saying that it was very rough. PILOT EXPERIENCE

Bruce received a P-4 rating five months prior to the accident, and he had approximately 200 hours of airtime in mostly mountain thermal conditions. He had experience flying a variety of different inland thermal sites and he often flew these sites during midday in tl1e summer. Earlier, as a P-3 pilot witl1 less than 45 hours of experience, he lost control of his glider while flying in midday inland thermal conditions and had a successful reserve deployment. Bruce attended two maneuvers clinics and was the author of

the article, "I'll Be Down in a Minute, or Why I Attended a Maneuvers Clinic," tlut was published in the September 2002 issue of Paragliding magazine. He had no prior flight experience in the eastern Sierra. PILOT EMOTIONAU PSYCHOLOGICAL FACTORS

On the day of his flight Bruce did not display any unusual mood or behavior. He was his usual upbeat sel( excited about flying tl1e site, and looking forward to the possibility of having his longest flight to date. He was an extraordinarily intelligent person and an accomplished problem solver. His progression toward flying in stronger conditions and over more challenging terrain was more accelerated than most pilots. To facilitate his desire to become a more accomplished pilot, Bruce stayed current and used tl1e latest equipment. He carefully analyzed his past flights to learn from tl1em and improve. He attended clinics and seminars that were hosted by accomplished pilots and instructors, and he chose to associate with the pilots in his area who were the most progressive with their desire to advance their skills. Bruce's desire to progress and his previous success with problem solving may have influenced his decision to fly in conditions that at times may have exceeded his skill/experience level, a situation commonly referred to as intermediate syndrome. His attendance at a maneuvers clinic a year ago may have added to his confidence. Another factor influencing his decisionmaking process might have involved the group of pilots with which he associated. The pilots witl1 whom he spent the most airtime had been progressing rapidly with their long-distance flights and with flights in demanding conditions. Witl1in the last two years there were no flying mishaps Paragliding: January, 2003

Features high-tech synthetic materials designed for use in · c sports. lron Clad offers creased protection without compromising dexterity. Available in Summer/recreation and Winter/cold styles. The way a glove should be builtl Solid Cordura construction protects your investment! Fully opens to cover gear or 1 cinchl's up around unfolded \ving, harness, etc., offering

· protection and portability. Unique "Cine 1 Closure" design stays closed! Built in shoulder straps and extra cinching buckles. X-C Lite version also available!" .The best quality and design available today!

l'~ff.~-~ Compact yet incredibly rugged, the VX-series '.'. meter and Tri-band handhelds arc derived from the Vertex commercial transceiver line, providing exceptional receiver performance along ,vith clean, clear trans1nit audio. 2w or 5\v output, Key-lock, full fcaturc<ll

PTT's and antennas available for all radios.

~~~-~

' This comfortable "One Size Fits All" radio harness instantly adjust to hold anv radio. Features " all-Cordura Con;truc tion, large bellow cargo pocket at 1 pen/ antenna pouch. Beautifolly crafted, anodized aluminum hook knives. All feature lightweight construction, replaceable blades and knife pockets. The 8" raptor, designed to fit in your hand while wearing gloves. The 4" single blade is the best compact knife available.

~~--~

~-~

~--'!!iff'

www.thermaltracker.com 1920 North East D St. Grants Pass, Oregon, 97526 phone/fax 541.955.1737 thcrmaltrackcr@bigfoot.com

Guided Tours - Instruction ' Sales - Service Paragliding: January, 2003

within this peer group that caused any serious injuries. With his calculating intellect, Bruce probably understood and accepted the risks involved with his decisions in a logical way, but with the absence of recent serious injuries within a tight flying commmiity, the tendency for pilots to be more conservative from an emotional standpoint is not as strong.

clearance issue described above is the dominant factor, the following factors may have contributed to the incident and therefore should be mentioned: l) choice of flying site known for its turbulence; 2) intermediate syndrome; 3) choice of flight path deep into the mountains; 4) wing loading at the lower end of the weight range; 5) choice of lightweight helmet.

EQUIPMENT

SUGGESTIONS FOR PREVENTION

Bruce was flying a relatively new glider rated DHV 2. His helmet was a lightweight, full-face model and his reserve was a rear-mount, one-handonly system. The reserve chute was inspected and repacked two weeks before the incident by an experienced rigger, and reinstalled into the harness by Bruce. PRIMARY (PROBABLE) CAUSE OF ACCIDENT

The probable cause of the accident was collapse or stall of the wing while at a distance above the terrain that was insufficient to rectify the collapse/stall, or to deploy the reserve parachute. Terrain clearance of 92 feet is too close to the ground for the conditions reported, and too close for a high-altitude location with massive terrain features !mown to confound one's depth perception. This is the biggest factor in the accident. This conclusion is based on Bruce's variometer data, the altitude of the crash site compared to t:1e peak altitudes achieved by Bruce and other pilots flying with him, and where he was last seen flying. OTHER CONTRIBUTING FACTORS

With aviation catastrophes there is often more than one cause leading to the incident. While the ground

All pilots should realize that avoiding sites with a reputation for excessive turbulence, flying a less advanced wing and wearing robust head, back and ankle protection all contribute to safer flying. In addition, Bruce had been observed flying too close to the terrain in the past, and his flying buddies had warned him of the dangers of not maintaining adequate clearance and of flying too deep into the Sierras. In retrospect, his flying mates now wish they had been more emphatic with their suggestions. A suggestion with a wellthought-out approach, coming from as many respected flying friends as possible, is the most effective tool we have in preventing a judgment related mishaps. Another thing to consider is that some advancing pilots desire to experience outstanding flights that are similar to those of the most skilled and experienced pilots within their commmlity. The local sky gods can have a powerful influence on the wannabes. This influence is best used to promote safer flying practices when the sky gods are observed to make obviously conservative decisions. A Master pilot can have an invaluable positive influence by deciding to go out and land or not fly at all on a day when he or she is capable of pulling it off, and most other pilots would struggle.

glancing up as a hang glider appeared out of nowhere and basically crashed on the road. I ran over to the pilot, who was no spring chicken.

by SeJVard Whitfield

tl1ere would be people up on the Toutle, so I tossed my bag in the truck and arrived at Twin Bowls around noon. To my surprise, no one else was there. The wind was still a little light, so I headed up to Elk Rock. It was hot up there. I waited a while in the shade of a bush. Finally, the wind picked up a bit, and despite the fact that no one else seemed to be around, I decided to lay out.

gainst my better judgment - and when you have my judgment it · bound to get better at some point - I have decided to share the story of what happened to me during three days last summer. I wrote it all down right afterwards so I would remember it correctly, but I've never mentioned any of it to anyone.

I flopped my wing on the ground and was about to unroll it when I saw a shadow rushing toward me. I ducked,

It was a nice day, with NOM

promising northwest at 10-15. I knew

"Are you all right?" I asked him. "Yeah, yeah, of course I'm okay," he said in a gruff, burned-out voice. He got out of his harness and proceeded to somewhat straighten botl1 badly bent downtubes by kicking at tl1em, and near them. I don't know a lot about hang gliding, so I just stood there watching this. The wing itself was nothing short of an1azing. There wasn't a single straight or even clean line anywhere on it. Support wires were kinked and tied together in jaggedy knots, and bailing wire and twisted coat hangers trailed from places where there should have been pins or bolts. Holes in the wing fabric and the harness had been patched with what looked like women's frilly undergarments. The wing fabric was, or had been a long time ago, a deep purple with faded orange-and-red flames flowing back from the leading

..,:;::;: ...,:;.

.,.:,. •~·Y.~·-·

.:·

~. ,;;.

.'!'

:=:=:::?!ti .....~.-:...-:•8•:~ •_,...~:~;:f ...,.,, 32

Paragliding: January, 2003

COMPETITION FUN FLYING

FEB 15-16, 2003 3rd Annual February Frostbite Festival, held at Cliffside or Bingen, WA. Informal competition, camping available. Contact John Sargent sargeomatic@hotmail.com (503) 639-2284 or Andrew Park (503) 247-5936

CLINICS, MEETS,TOURS March 7-9, 2003 The Spring USHGA BOD Meeting will

be held in Colorado Springs, CO. Watch the USHGA website www.ushga.org for further details.

TOUCH THE ANDES

June -July, 2003 Guided paragliding tours to the Central Andes of Peru. Join Jeff Cristo! as he returns to fly spectacular highland sites, visits Incan ruins and explores the colorful Peruvian culture. More Info: contact cristol8750@hotmail.com

Hell of a Launch , 1111111,11,,d

edge. It was like a cross between a hot-rodder's fantasy and a bulldozed aluminum chicken coop.

The pilot brushed back his long white hair with both hands, then reached into his harness, jerking out an old green bag that he set on the ground. He opened the bag, pulling out a banged-up thermos, two glasses and several bottles of liquor, and started pouring. "Whew, I need one of these," he said. ''What about you1" "One what1" I asked. "One what1 Spanish coffee." "I.. . I try not to drink and fly."

"Well, you may as well have one." "It's pretty hot out for a Spanish coffee, isn't it1" I inquired. Paragliding: January, 2003

"Nah, it's never too hot. But I got beer in there if you'd rather."

haven't done stupid things. many."

"No, thank you."

"What about two weeks ago? Flying next to Tina down at Lakeview when you had to find out how hard you could bank a paraglider in a bullet thermal? I was right above you. You didn't even know where your damn wing went. What about the competition wing everybody told you not to buy? At least that time you knew where it was didn't you?Wrapped all over you while you tried to keep your fool head above water. What about ... ?"

"Go on, have one or the other," he insisted. "You only have three days left. Live it up!" He ran one hand through the middle of his hair again, and when he finished there were what appeared to be horns sticking up. He pointed his finger at the two glasses, and the 151 rum inside burst into flame . My blood actually went cold, like people say it can. "Who are you?" I asked. "I know this sounds like something out of a dumb movie, but are you the Devil?" He chuckled. "Hell no, I'm not the Devil. But I am the devil's minion." "Minion?" "You got a problem with minion?" "No. No." "I'm a sub-devil. I'm the devil of footlaunched flight. " "Why are you herd " I asked. "I'm here because you're here. You've done too many stupid things since you started flying. Way too many." "Stupid things? You must have the wrong pilot," I told him. "I wasn't even going to come here today. I

ot very

"Okay. Okay. Maybe I'll have that drink, ifI have time. " "Oh yeah. Here's the deal. You get three days, and this part is kinda like one of those movies. You can do pretty much anything each day that you wish. You can have any crosscountry flight you want, win any race, get higher than anybody, have anything you want, any woman you want - whatever. But at the end of the third day you and I meet back here and go for that last flight together. That final glide. So what do you want to do?"

"I can have, or be, or do anything? I could be .. . I could be Josh Cohn?" "You could be Josh Cohn. You could be some Euro-pilot. You could be Will Go- Big-or-Go-Home Gadd." "With my own driver?" "A beautiful woman driver. She'll use her own rig to chase you wherever you go. Downwind, baby!" "You kidding me? " ''You're not following me here, bub. This is it. If you want, you can have a brand-new Suburban with seven women in string bikinis and a full bar. If you wanted to, in less than a minute from now you could be with a very scantily clad Brigitte Bardot on a baby harp seal rug. " "Brigitte Bardot?" "You got a problem with Brigitte Bardot? Very sexy lady." "Yeah, but she's a little ... " "Old?" "Yeah ." "I mought you liked older women."

"I have to decide now) "

"Well, back ... "

"No. You take aii the time you want. But this is one of d1e d1ree days and the meter's ticking. "

"You're pushing 50 aren't you now? Besides, it's true what they say about older women being real grateful. Whatever, drink that up. I got other

Soar over to the

Aviation Depot

Paragli di ng: January, 2003

things to do whilst you make up your mind." I tipped my glass back and wiped the cream off my lips. "Thanks, I do need to think about it." He finished his Spanish coffee, put everything away, and clipped in. "All's you do to get me is click your heels together twice when you decide what you want." "Click my heels together?"

"Well, if I only have three days, some of those things he suggested actually do sound pretty good to me." "Three full days. What about doing something good for others? Something good for your mother? Do all you can in that time for homeless children? Something good for the folks in your flying club?" "Would that, like, be worth some extra points, if I do decide to do good? You know, extra points on that last day when everything gets decided?"

"You got a problem with that?" "No. No."

"Good." He ran off the cliff, wobbled toward a snag, veered hard, almost stalled, straightened it out and began to climb. I watched as he sailed away toward Mount St. Helens and spiraled down into the crater. There was a rustling behind me that startled the hell out of me in my jittery state. I leaped around to see a white paraglider in big ears settling in on the road. The ears popped out and a little old lady dressed in a white flying suit smiled at me as she touched down like a piece of. .. down. "Just had another visitor didn't you?" she asked. "I know all about it. I'm the angel of foot-launched flight and I just dropped by to let you know that things aren't necessarily the way he says they are." "They aren't? I don't have to ... go soon?" "Oh, no, he's right about that. You do have three days. But the good news is that you don't have to take him up on any of those ludicrous suggestions of his. You can choose to do something good with the time you have left." Paragliding: January, 2003

"I'm not allowed to divulge information of this nature," she said. "Doing good without the knowledge of reward is part of the reward of doing good." Well, I had never met an angel before. And might not again, I thought.

"I need to think about it, ma'am." "Whatever. But this is one of your days and the ticky is tocking." "The ticky is tocking?" "You got a problem with that?" "No."

"Then if you make up your mind to do some good in this world before you leave it, click your heels together twice." "Click my heels together twice?" "You got a problem with that/" "That's what the other guy said to do." "He did? Well, that's pretty sneaky. He knows that hang gliders are still faster, that's why, but it won't be that way forever, I guarantee you." "It won't? All right!"

gonna happen in three days." "Oh, yeah. Well, is there flying in heaven? I don't mean just floating around, being good, but fun flying?" "I'm not allowed to divulge that information. I am allowed to help you help others if that's what you decide. Forget tl1e heel-click crap, just think a truly worthwhile thought and I'll be here." There was a lull in the warm breeze. The pink ribbon beside me hung limp, but she did a nice forward launch, her own little flapping wings getting her up to speed in no time. She disappeared into a puffy cloud. Judging by the cloud she had entered, conditions were getting good, but I knew I had to do some serious thinking. Anything I wanted! If I was gonna go anyway, what was the hottest new wing on the market? And what about a Ferrari? Kim Basinger. Kim Basinger. I was paralyzed, burning at least another hour as I worked on my list. It's not as easy you think. This probably isn't the time or place, I guess, to go into everything I did decide to do in iliose three days, but I will say that I took my moilier out for a quick hazelnut latte - she's very fond of them. Time flies too, when you're having fun. Late in the afternoon of ilie third day I was really beat. I was almost too tired to think or care, when I suddenly found myself at Elk Rock again, staring out over ilie valley. I heard the familiar sound of twanging wires and crunching aluminum as he plowed into ilie gravel. "Hey, you been doing pretty good for yourself," he said as he picked himself up and dug out his green bag. "Dang, I need one of these. You?"

"Well, don't get too excited. It isn't 35

. l,par;t ~viatia,- Ptt,mUeatiamis Para0licling Beeks I Viclees

The Art of Paragliding by Dennis Pagen The book everyone has been waiting/or:

!$34.95 j

• The most complete manual on the market • Beginner, Novice and Intermediate levels • Follows USHGA teaching methods • Ground handling, step-by-step training, judgement, equipment, troubleshooting, weather, learning to soar and more. • 8 1/2 x 11 format, 374 pages, 248 illustrations, 81 photographs, four-color cover

Responsive lo slightest variation in wind velocity. AIRSPEED INDICATOR Use with optional PATENTED P.araglider mounting bracket. Maximize your performance and skill. RUGGED & ACCURATE: Molded of super tough LEXAN® resin. Stainless steel rod. Calibration traceable lo National lnslilule of Slandards and Technology. Specify: 0-30mph or 0-50km/h Airspeed Indicator $23.50 -Poraglider Bracket $6.50

HALL BROTHERS PO Box 1010-P@ Morgan, UT 84050 (801) 829-3232 fox 829-6349 MC/Visa/COD

OTHER PARAGLIDING BOOKS NEW! PARAMOTORING From the Ground Up - by Noel Whittall • The only book available on powered paragliding - $31.95 Flying With Condors, by J. Leden - World travels of a great pilot - $26.95 Understanding tile Sky, by D. Pagen - The Weather Bible - $24.95

**Add $5.50 to your order for S&H**

Check our web site for Paragliding Videos (7 titles available) - www.lazerlink.com/-pagenbks

Sport Aviation Publications, PO Box 43, Spring Mills, PA 16875 Tel/Fax: 814-422-0589 - E-mail: pagenbks@lazerlink.com Visa and Mastercard accepted

• APCO Aviation Paragllders

• FLY Products Powere~ Paragllders " SRAUNHH!R Flight l111truments '•, CRISPI Boots N" • KIWI Helmets

DON'T MISS ON YOUR MAGAZINE!

" GARMI' Gfl,1 • YAISU .

If Your USHGA Membership Expires On O1/31/03 We Need To Receive Your Renewal BY JANUARY 20th Or you will miaa the February magazine. If Your USHGA Membership Expires On 02/28/03 We Need To Receive Your Renewal BY FEBRUARY 20th Or you will mias the March magazme.

"Sure," I said. He looked at my face. "May as well make 'em doubles." We finished that Spanish coffee and another one before he looked around at the lowering sun. "Time for us to quit being launch potatoes, I guess. You're not French are your" "No." "Ahh, I always like that one. Launch potato to French fries in five minutes, heh." He had been as good as his word, and those three days had really been something. I didn't argue or whine. But I did have my worst-ever case of launch butt. "I'll be right back," I told him. "Yeah, still happens to me too," he said. When I came back I picked up my wing. I had been flying a super-skinny, factory-tweaked, Pro- Design MegaMax competition prototype that no one else had ever had the balls to fly before, but now I had my old Compact, just for the comfort of it. There wasn't a breath of air, unless it was coming over the back just a little. I spread the Compact out as far back as I could against the slope of the hill, which still left only about 15 feet of running room. I crossed and half-twisted the lines and hooked in, in reverse. He looked at me like I was nuts. "You can't do a reverse here, in no wind."

heck. I pretty well figure that if can't do a running reverse, I shouldn't be launching at all." "Look," he says, "I've never tried to fly one of those things, or even wanted to. I don't at all like the way they decide to fold themselves up sometimes of their own dang accord. But all I do is fly around all day every day watching people launching and flying and landing and screwing up and I know you can't do a reverse here." "Well, I don't do forwards. You got a problem with that1"

information of that nature, you know that." "Well, I like the idea of having some more time, and I don't like forward launches. You're on." "All right, all right. It's your ass to fry, French or otherwise," he said. "But let's have one more toddy before we do this." I sucked the cream from my mustache as I hooked back in. I picked up the risers and looked at my trusty old wing lying there in the dust. I lifted the A's as evenly as I could as I lunged backward toward the drop-off!

"Totally. It isn't safe. You'd crash."

*** "So what1 My time is up, isn't it1" "That's not the point. The point is, you can't do a damned running reverse here. A crash is not the right way to start your very last flight. Now turn around." "Nope." "Listen, it's not all exactly the same where we're going. There's parts of hell that are a lot worse than others. Seven levels, in fact. Turn around and do a forward or I'll see to it that you start at about level five." "In those movies they always bet the

devil," I said to him. "I'm betting you I can do a reverse." Shaking his head, he paced to the edge and looked over.

Since I'm here to tell the truth about what happened, I guess you know how that running reverse turned out. When you're flying up at Mount St. Helens, keep a good eye out. One of those little things you see flying into or out of the crater may not be a helicopter.

Seward Whitfield is a writer and parag!ider pilot living in Tillamook, Oregon. He never does a forward when he can do running reverse instead, and he)s hoping that Dixon White can do a screen version of ''Hell of a Launch)) one day.

"Can't be done." "Can. And ifl win, what do I get1"

"Yeah, I think I can," I said. "That's all I ever do. Sec, I think people who try forward launches in scary places are always just a little timid in their run. With a reverse, once I see my wing up nicely, I can trust it completely and turn around and run like ... well, Paragliding: January, 2003

"Hellfire - just for the sake of argument, more time before you have to go, I guess." "How much more timd" "I'm not at liberty to divulge 37

Csed paragliders should always be thoroughly inspected before flying for the first time. If in doubt, many paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn't sufficient. Some gliders pass porosity yet have very weak sailcloth. You don't want your glider simply falling apart, especially with you dangling underneath.

BUYERS SHOULD SELECT EQUIPMENTTHAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR.

APCO FIESTA - In new condition, medium, with Fly powered PG harness (no engine), zero airtime, stored in UVproof sail bag in dark garage $2,000. (561) 439-7664. EDEL ATLAS -- Medium, cobalt blue, flown 3 times, Balance harness, Pocket Rocket reserve, Brauniger alto vario, Yaesu FT-llR radio, all excellent condition. Ed (208) 726-6218, fax (208) 726-8474, mcg5B@aol.com EDEL SABER - - Like new, small w/ small harness, excellent condition, 3 years old, very little use, also includes reserve, vario $900. (858) 459-6620, pmccoyl@san.rr.com

EXPLORER POWERED PARAGLIDER - Tach, hour meter, upgraded carburetor, flown once. Adventure L34 wing, turquoise. Scorpio trammg harness, 2 helmets (one w/communications), windmeter, alitmeter watch, brand new pair Symplex paragliding boots size 12. $8,500 invested, asking $6,500. Walt (410) 977-7932.

AUTHORIZED CHUTE

REPAIR

- And service center for APCO, Elan, Chiron powered parachutes and UP/ Perche/Independence 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: 915-379-1567, www.mojosgear.com

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 stateof-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 service. In ARIZONA or WASHINGTON appointments are required. PO Box 2626 Flagstaff, AZ 86003. (928) 526-4579 www.paraglide.com or dixon@paraglide.com

CALIFORNIA

AIR.JUNKIES 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 PARAGLIDING - We are an Airplay sister school, and teach the same high qnality 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, eqnipment sales, SERVICE, and support. By appointment only. www.FlySantaBarbara.com (805) 968-0980.

FLY ABOVE ALL -- Experience year- round paragliding instruction in beautiful Santa Barbara, CA! Our friendly, experienced staff offers handson, personalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, shuttles will whisk you back to the top for your next scenic flight. USHGA certified, solo, tandem and powered paragliding instruction, equipment sales and tandem flights. Visit our Website at www.flyaboveall.com or call: (805) 965-3733 Paragliding: January, 2003

Desert Camp

TORREY PINES GLIDER.PORT Come soar in San Diego! This family owned and operated flying site offers: USHGA certified instruction, equipment sales, tandem flight instruction, paramotor 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 Cliff11anger Cate. Importers for: ADVANCE, PARATECH, and INDEPENDENCE paragliders; and dealers for most other brands. Accessories include: Center of Gravity clothing, gloves, UV stuff sacks, and helmets; Crispi boots; AustriAlpin Carabiners; Fly Mike flight suits and helmets; and GutStuff gloves. Check us out online for sales and information at: www.flytor:rey.com and email us with your questions at i.nfo@flytor:rey.com, or call toll -free at l-877-FLY-TEAM. Also, you can tune in to the only Internet Paragliding Talk Show every Monday, from 9:00-11:00 am (PST) at www.wsradio.com.

- Imagine a 1000' foot training hill with nothing but grass between the launches and landing zone. Imagine a paved road that would offer easy access to multiple launches. Imagine that road continuing up to a launch at 6,500' AGL. Imagine telling your spouse that the next flying trip will be to Maui. (SNAP!) Now wake up and make your dreams a reality. Join Dexter Clearwater and his team at Proflyght Paragliding for an experience of a lifetime. Never flown beford Spend two weeks in paradise and go home with your rating. We offer complete instruction from beginner to advanced. Call (808) 874-5433 for more information or check us out at WWW.PARAGLIDEHAWAII.COM MEXICO

FLY BAJA MEXICO - February 22 to March 1, 2003. Join us for our 11th year at La Salina, Baja, Mexico, one of the most consistently flyable sites on the North American continent. Last year we flew 7 out of 8 days at La Salina. Beginners (no experience required) $1,175. Para 2 and above rated pilots $899. For flight logs of prior years and more details, check our web site at www.paraflypg.com or call 1-800'PARAFLY

TRAVERSE CITY HANG GLIDERS/ PARAGLIDERS -- Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 49684. Offering POWER.ED PARAGLIDING. Call Bill at (231) 922-2844, tchangglide r@chartermi.net. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620.

NEVADA ADVENTURE SPORTS - Carson City, Sierra tours, tandems, sales. (775) 8837070 http://homc.pyramid.net/advspts

NEW YORK

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

HAWAII TEXAS

MEXICO -- Summer in Monterrey, winter in Valle de Bravo. 1-800-861-7198, www.flymexico.com

Paragliding: January, 2003

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) 379-1185. 1475 CR 220, Tow TX 78672. UTAH

SUPERFLY PARAGLIDING ACADEMY The nations foremost training paragliding center offering comprehensive pilot training programs, powered paragliding instrnction, tandem flights, maneuvers training, towing training/ certification and tandem pilot training. We arc the closest shop to Point of the Mountain, open year round and supported by the Super Fly, Inc. distribution and service center just minutes away. Instructors Ken Hudonjorgenscn, Scotty Marion, Chris Santacroce, Kevin Biernacki, Dale Covington, Jeff Farrell and Ryan Swan. Lessons start at $65. (801) 816-1372 or www.paraglidingacademy.com

WASHINGTON

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

JACKSON HOLE PARAGLIDING - Come to Paragliding Paradise and enjoy alpine flying at its 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 trammg, aerobatic demonstrations, scooter, truck, and boat towing. The Jackson Hole Paragliding team features 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

FLIGHT CONNECTIONS, INC. PTT II FLIGHT CONNECTIONS, INC.

FOR ALL YOUR FLYING NEEDS - Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparag liding.com 800-664-H60 for orders only. Office (915) 379-1567. HAVE EXTRA EQUIPMENT-That you don't know what to do with. Advertise in the Paragliding classifieds, $ .50 per word, $5 minimum. Call USHGA for details (719) 632-8300, ushga@ushga.org or fax your ad with a Visa/MC, fax (719) 632-6417.

IS IT SOARABLEI 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.

THE ART OF PARAGLIDING - By Dennis Pagen. HOT OFF THE PRESS!!! Step by step training, ground handling, soaring, avoiding dangers, and much much more. 274 pages, 248 illustrations. The most complete manual about paragliding on the market. $34.95 +$5.00 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org PARAGLIDING INSTRUCTOR'S MANUAL - By Dennis Pagen, available through USHGA. Covers: Learning to teach/Teaching to learn; school organization; teaching beginners; teaching novice; weather considerations and much more. 140 pages packed with illustrations. $15.00 +$5 s/ h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

··~OO<'J<;)

ouoo 0000 0000

*ORDER ONLINE AND SAVE *Water/Dust Resistant Push Button *Field Replaceable Finger Switch *Heavier Gauge Wire/Improved Plugs *Increased Strain Relief at ALL Joints Price $119.95. Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (636) 390-8919, mikedillon@flightc onn.com. MC/Visa. Visit our website at www.flightconn.com

MINI VARIO - - World's smallest, simplest vario ! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for hang gliding too. ONLY $].69. Mallettec, PO Box 15756, Santa Ana CA, 92735. (714) 966-1240, www.mallettec.com MC/Visa accepted.

TO FLY: DISCOVER PARAGLIDING TODAY USHGA's 7 minute promotional video, now only $9.95 PLUS FREE SHIPPING (in the USA). 1-800-616-6888, www.ushga.org Paragliding: January, 2003

*NEW* 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 interviewing the top pilots. Covers thermaling, decision making, competition flying and speed to fly. 70 minutes $39.95 *NEW* A HIGHER CALLING by Dawn Treader Productions. Winner "People's Choice Award" at the Ban ff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing. 45 minutes $32.95 PARAGLIDERGROUNDHANDLING & THE ART OF IOTING, by Adventure Productions. Learn techniques and tips for easy ground handling with this instructional program. Get in tune with your glider and improve your flying skills while on the ground. Various wind conditions are covered with the successful and proven industry-standard techniques of Dixon White-Master rated pilot, USHGA Examiner and USHGA's PG Instructor of the Year. This is for the beginner, intermediate & advanced pilot who wants to do some brushing up on his skills. Be a master of your paraglider. 44 minutes $36.95 NOW AVAILABLE IN DVD, same great price.

IN SEARCH OF THE PERFECT MOUNTAIN By Adventure Productions. Searching for the perfect mountain, perfect flight, and the perfect experience that challenges our essence and satisfies our quest for adventure. This paragliding odyssey takes you to St. Anton, Austria; Garmisch- Partenkirchen, Germany; Sun Valley, Idaho; Point of the Mountain, Utah; and Jackson Hole, Wyoming. Features in-air footage, aerial maneuvers, and local pilot tours. 44 minutes $36.95. NOW AVAILABLE IN DVD, same great price. 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 micromcteorology. Dixon White, Master pilot and USHGA Examiner, takes you through a simple step-by-step process showing where to acquire weather data and how to interpret it. For pilots of any aircraft. Learn about regional & local influences and how to determine winds aloft and stability. "Weather To Fly" is an over-all view packed with useful details and includes great cloud footage. A straight-forward presentation that is easy to follow. 50 min. $39.95. NOW AVAILABLE IN DVD, same great price.

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 numbcr=2 words, PO Box=2 words, weight range i.e. 137-185lbs=2 words, web site or email address=3 words. MINIMUM AD CHAR.GE $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 l.75" X 2.25'? Please underline words to be in bold print. Special layouts of tabs arc $25.00 per column inch. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 809011330 (719) 632-8300 or fax (719) 632-6417, email jeff@ushga.org with your Visa, Amcx or MasterCard. DEADLINE FOR THE APRIL ISSUE IS JANUARY 20TH.

STAR.TING PARAGLIDING by Adventure Productions. Covers basic preparations, weather, proper attitude, ground handling & those first exciting launches. 30 min $29.95. NOW AVAILABLE IN DVD, same great price. Call or fax USHGA (719) 632-8300, fax (719) 632-6417, please add +$5 domestic s/h for 1-2 videos (1-4 DVDs), add $6 for 3-4 videos (Int'! orders, email us at ushga@ushga.org for shipping charges.) Great to impress your friends or for those socked-in days. Order online at www.ushga.org!

VIDEOS, BOOKS & APPAREL Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email: ushga@ushga.org, www.ushga.org Paragliding:January. 2003

S:POLB:11,1 Wl~(§S & :PMlti'l~S

SMALL GIN BOLERO #31247 & Genie II Harness by fraud ring in Singapore at Jl.Gandaria IX No:4, Gandaria kebayoran baru, City: JAKSEL, JKT- IND. Also fraudulently ordered by delta_trikes@astaga.com: Alinco DJ-195 radio, Gin Flight Suit, Gin Reserve and Lazer helmet. Contact granger@parasoftp aragliding.com or (303) 494-2820. GIN BOLERO & PARAGLIDING GEAR -- Stolen May 17th, 2002 from car at REDMOND, WA. Gin Bolero, blue, X-small. SupAir Evo 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 SS 30m2 reserve parachute (inside the harness). Tree kit. Contact Annie Sohn, (425) 493-2289, asohn@combimatrix.com

GIN BANDIT -- Small purple w/red stripe and GIN BOLERO, medium white w/red 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 face Lazer Helmet. Contact Ryan Swan, (801) 255-9595, ryan@4superfly.com www.4supcrfly.com STOLEN WINGS arc 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) 632-8300, 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.

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) 5180768 or dzmitchell@hotmail.com

Prices:

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: I word, E-mail or Web address: 3 words) Photos: $25.00, Line art logos: $15.00 (1.75" maximum)

DEADLINE: 20th of the month, IO weeks before the cover date of the issue in which you want your ad to appear (i.e., September 20 for the Nov. issue).

Adventure Productions ................... 36 Aerolight USA ............................... 36 Apco ............................................... 28 Cloud Nine Soaring Center.. ............ 7 Dixon's Airplay .............................. 42 Flytec .......................................... 4, 47 Hall Brothers .................................. 36 Independence ................................. 33 Mojo's Gear ................................... 34 Sport Aviation Publications ............ 36 Super Fly, Inc ................................. 48 Thermal Tracker. ............................ 35 Torrey Pines Gliderport.. ............ 9, 29 Wills Wing ....................................... 2 CLASSIFIED ADVERTISING RATES The rate for classified advertising is$ .50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e. 137-185lbs=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of$15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs arc $25.00 per column inch. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 809011330 (719) 632-8300 or fax (719) 632-6417, email jcff@ushga.org with your Visa, Amex or MasterCard. DEADLINE FOR THE MARCH ISSUE JS DECEMBER20TH.

Number of words:

@$.50 =

Number of words:

@$1.00 =

Number of months:

SECTION Paragliders Emergency Parachutes Parts &Accessories Business & Employment Miscellaneous Powered Paragliders

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.

Begin with

Please enter my classified ad as follows:

Towing Schools & Dealers Ultra Iights Publications & Organizations Wanted Harnesses Videos

2002 issue and run for _ _ _ consecutive issue(s). (month)

D check, D money order is enclosed in the amount of$_ __

name

a ress city

state

zip

p one

USHGA, P.O Box 1330, Colorado Springs, CO 8090 I (119) 632-8300 fax (119) 632-6417 46

Paragliding: January, 2003

$599

The world's best vario, service, and price. ~a'

Some may claim they have more features . . . udderly ridiculous

116).&:e1.ct J,La~:(}...e 4030XL only $899 including PC cable, GPS cable, FlyChart 4.32 on CD,manual, and protection bag.

All the basic features, plus: • a 126-hour barograph • user programmable audio • selectable audio excitement levels • flight evaluation software that allows you to configure your instrument from your PC • FlyChart Professional CD-ROM and PC cable FREE • same day/next day turnaround on any repairs • real-world polar recording and graphic editing • unlimited flight log book • if you're interested in a competition vario, call us and learn all the high-end features that we have and they don't (allow some time-the list is long!)

Who Flies With Flytec? 2002 Longest flight ever in a Hang Glider 2002 Longest flight ever in a Paraglider 2002, 2001, 2000 US Flex wing National Champion 2002 Top 2 current ranked US HG pilots 2002 Top 5 current ranked US PG pilots 2002 1st and 2nd place Australian Nationals 2002 Paragliding World Cup 2001 US Paragliding National Champion 2001 1st place US Nationals-Rigid wing 2001 Speed Gliding top 3 pilots The only 3-time World Champion The most word record flights NASA and four space program contractors Brietling Orbiter 3-The only balloon to circumnavigate the world World hang gliding loop record holder

and every pilot who simply wants the best

FlyTEC t)_;P

~(yll

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