USHGA Paragliding Vol14/Iss2 February 2003 by US Hang Gliding & Paragliding Association

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Gi Dodgen, Editor in Chief Steve Roti,Contributing Editor Tm Meehan.Art Director Dennis Pagen StaffWriter Office Staff Jayne OePanfil~. Executive Director, ~shga.org Jeff Elgart, Advertising. 1etr@ushgaorg Sandra Hev,,itL Member Services. sandr.@ushga.org Natalie Hinsley. Membe.-So-\,ices,nat,I~ USHGA Officers a,ld Executive Committee: Bill Bolosky. Presidenl, bolosk)@,shgil.Org Jrn Zeiset.Vice President,1imzgreer@ilOl.com Russ Locke, Secretary,rw@lod<clcctriccom Randy LeggetLTreasure.- ial@oLcom

REGION I: Bill Bolosky, Mark Forte~ REGION 2: Ray Leonard, John Wilde, Tim West. REGION 3: Dal/Id Jebb, John Greynald. Alan O,urulale. REQON 4: Steve Mayer Jim Zeiset REGION 5: Frank Gillette. REGION 6: Len Smilh. REGION 7: Bill Br~en. REGION 8: Gary Trudeau. REGION 9: Randy Leggett Felipe Amunategui. REGION I0: Tiki Mashy, Matt Taber. REGION 11: R.R. Rodnguez. REGION 12: Paul Voight DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Chris Santacroce. HONORARY DIRECTORS: Aaron Swep~10n, Steve Roli, Did< Heckman, Michael Robertson, Bob Hannah, John Harns. La,ry Sanderson (SSA), Dave Broyles, Gene Matthews. Ken Brown, Rob Kelk, Liz Sharp, Dan Johnson. Dixon White. EX-OFFICIO DIRECTORS: Art C,reenfield (NM).

·n,e United States Hang Gticii,g Association Inc. ~ an air sports organization allilialed w,th the Nauonal Aeronau~c Association (NAA) which 1s the olli<:ial representallve or the Federaoon Acronautiquc lntcmatiooalc (FAI}, or the wend governing body for sport aviation. The NM which represents the U.S. al FAI meellngs, has delegated Lo the USHGA supervisioc, or FAJ-relaled paragliding activities !Mh as record atten'j)ts and competition sanction~

CONTENTS

Feb1u:11 .

Features

Departments

Flying Site: Mount Greylock, MA Matt Gaskin

The USHGA is a member-controlled spo11 organization decl,cal.ed to the exploration and promotion of all facets of ll1powered ultralight Right, and to the educat,on, traoning and safety or its membership. Membership ,s opeo lo anyone interested in lhis realm of fight Dues for full membership are $59.00 per year (or which $1S goes lo the publication or Paraglia1ng). ($70 non-U.S.); subscnption rates only arc $35.00 ($46 non-US.). Ch~es of ad~ should be sent s,x weeks in adv-dnce. 1ndud1ng name, USHGA runber. prewios and rew address. and a mailing label from a recent iswe. PARAGLIDING (ISSN 1089-1846) ,s publi$hed 11 limes a year: Jan., Feb., March, April, June, July. Aug., Sept, Oct., Nov, Dec. by the Ulllled States 1-lang G1oog Associatioo. Inc., 219 W. Colorado Ave, Sui Le I01, Colorado Springs. CO 80903 (7 19) 632-8300 FAX (719) 632-6117. PERIODICAL POSTAGE is paid at Co!orado Springs, CO and at additional maiing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

USHGA Reports

Women Ru.le at Chelan Fly-In

_c_._J_s_u_tr_u_v_a_n_t~ ~~~---,~ Calendar Thermal Lore, Part 3

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Updates

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_D_a_11e_R_r_~_les _______ ~

New Ratings

Out to Dinner in Omak

Incident Reports

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Photo Gallery _P_ie_r~_e_D_og_a_n_(_& _ot_he_r_s)___

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/ Europe's best views~ ~-, often seen through the lines of one's risers .. . , See the photo gallery st.arcing on page 37

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DISCLAJMER OF WARRANTIES IN P UBUCA'IlONS:

The material presented here is published ru; part of ;m information dissemination service for USH GA membe rs. The USHGA makes no warranties or represen tations and assumes no liability concerning the validity of any advice, opinio.n o r reconrn1endation expressed in the materitll. A.II individuals relying upon the material do so at their own risk. Copyright © 2003 United States Hang Gliding Association , Inc. All rights reserved to Paragliding and individual conu·ibutors.

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Classified Advertising

Advertiser Index ( .'lii 't'i' /'/Joto:

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Tow Aids

PARAGLIDING magazine is pcblished for paraglid ng sport enthusiasts to aeate further interesL in the sport, and to provide an educatiooal forum to advance paraglrding me~ ods and safety. Contributions ate welcome.Anyone is Invited to contribute art,des, photos and 1lkistrations concerning paragliding activities. If the matenal ,s LO be retumed. a stamped. self-addressed retum envelope must be enclosed. NotiGcallOn must be made of submission to othel- paragliding publicaLions. PARAGLIDING magazine rcscr\/es the right to edit contributions where necessary.The Association and publication do not assume responsi>ilrty for the material or opinions of contr,bvtors. PARAGLIDING editorial offices e-mail: edito,@Jshsgaorg, ALLADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHGA HEADQUARTERS IN COLORADO SPRINGS.

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Hang Gliding and Paragliding magazines welcome editorial submissions from our members and readers. We are always looking for good material. Please send copy as a Word attachment or text pasted into an e-mail, directly to the editor at editor@ushga.org. Photo captions and byLine credit are critical. Please remember to include your name and a title for tl1c article io your copy. Feanire stories generally run anywhere from 1,500 to 3,000 words, however, your ropic may demand more or less dun this. You may discuss this with the editor. News releases are welcomed, but please do not send brodmrcs, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sa.les hype. You are wekome to submit photo attachments, preferably jpcg 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. ff you have an idea for an article you 1rn1y discuss your topic with the editor either by e-mail or phone. Contact: Editor, Hang Glidingaud Pamgliding magazines, cditor@ushga.org.

Paragliding: February. 2003

Thoughts About Aviation 1) As an aviator, in flight you can do anything you want, as long as it's right. We'll let you know if it's right after you get down.

As a pilot only two bad things can happen to you, and one of them will: One day you will walk out to the aircraft knowing it is your last flight. One day you will walk out to the aircraft not knowing it is your last flight. If a mother has the slightest suspicion that her infant might grow up to be a pilot, she'd better teach him to put things back where he got them.

4) There are rules and there are laws. The rules are made by men who think they know better how to fly your airplane than you. The laws (of physics) are immutable. You can (and sometimes should) suspend the rules, but you cannot suspend the laws.

More about rules: Rules are a good place to hide if you don't have a better idea and the talent to execute it. If you deviate from a rule, it must be a flawless performance.

6) The pilot is the highest form of life on earth. (Don't you want to be one tool)

7) The ideal pilot exhibits a

It is absolutely imperative that a pilot be unpredictable. Rebelliousness is very predictable. In the end, conforming almost all the time is the best way to be unpredictable.

10) He who demands everything that his aircraft can give him is a pilot; he who demands one iota more of it is a fool. (The problem is knowing where the line is. The "edge of the envelope" is a cliff, not a gentle slope.) 11) If you're gonna fly low, do not fly slow!

12) It is solely the pilot's responsibility to never let any other thing touch his aircraft. 13) An aircraft's G-limits are only there in case there is going to be another flight in that particular aircraft. If subsequent flights do not appear likely, there are no G-limits.

14) It is a tacit, yet profound admission of the preeminence of flying in a pilot's life, that those who seek to control him via threats always threaten to take his wings, not his life.

15) One of the beautiful things about a single-piloted aircraft is the quality of the social experience.

16) The ultimate responsibility of the

8) The medical profession is the

pilot is to fulfill the dreams of the countless millions of earthbound ancestors who could only stare skyward and wish.

natural enemy of the aviation profession.

Author Unknown

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Paragliding: February, 2003

Important Issue for Members to Consider Corporate paperwork needs work Story by Bill Bryden n the last two decades, our sports have changed. Way back 20-odd years ago, a 'paraglider pilot' was a hang glider pilot with two wings and king posts were things to be shunned by any respectable hang pilot. And towing was a high-risk adventure avoided by most pilots. As I said, our sports have changed. Paragliders were invited 111 the intervening years, and towing has become a critical launch method employed at least in part by the vast majority of the large hang gliding schools in the United States. It has even become an element in the training of a majority of new hang glider pilots, and most paraglider pilots take advantage of towing at some point in their flying career to learn new skills and practice existing ones. A few people have even begun experimenting with aerotowing paragliders. Clearly towing has become a very critical element for the health and future for our sports. To keep pace with the evolving technologies and practices we use to enjoy this flying lifestyle, our organization must periodically modify some of our administrative paperwork and policies. Given the importance of towing to our flying lives, the time has come to revisit and revise the USHGA articles of incorporation The articles of incorporation arc the legal papers filed with the state, California in our case, to establish Paragliding: February, 2003

and maintain a legal corporation. Our articles state our purpose is to "engage exclusively for scientific and educational purposes in the development, study, and use of fuel-less flight systems and aircraft capable of being launched by human power alone." The articles of incorporation were created in the mid'70s well before towing, as we know it, was even imagined. Obviously towing has become an integral aspect of our flying. We use various surface-based tow equipment including various winches, static lines and even boats to launch with more than just human power alone. What's more, we ha.e created an entire aerotowing program including a pilot rating (ATP) for the people operating tow vehicles. We have a FAA exemption for operating powered ultralights. We now desire another exemption for heavier powered tow vehicles. In short, these are no longer activities, but significant aspects of our sports which are potentially in conflict with our articles of incorporation. We believe that the articles should be amended eliminate any potential issue or conflict with the extensive tow operations we now employ as well as those we can best envision employing in the future. California corporate law requires a membership vote for us to make this change. During the March Board of Directors meetings (March 7-9, 2003) in Colorado Springs, there will be a general membership meeting. At this meeting we will be asking the members to vote on a change in the Purpose clause of our articles of incorporation. We request members attend and cast their vote on this important matter.

We are still working on the specific language for the article's association purpose. The recommended language will be made available prior to the meeting via the USHGA Web site. We clearly are not interest in a stated purpose that would encompass trikes, powered parachutes and small airplanes beyond the use of these exclusively for tow vehicles. Craff capable of being foot launched and foot landed are the scope of ultralights to include.

The Issue of Powered Harnesses As we go to press, a debate rages within the ranks of .the U.S. Hang Gliding Association. Okay, that's not really news, but this time, the debate in question is about motors. More specifically, the topic of consideration is the USHGA's stance with respect to powered harnesses for both hang gliders and paragliders. These are harnesses like the Mosquito for hang gliders and the paramotor units for powered paragliders (PPG). Note, however, there is NO debate or consideration about trikes, powered parachutes or other types of powered ultralights that generally have wheels: The only powered units USHGA is considering are harness systems that can be clipped to a regular hang glider or paraglider and soared unpowered once aloft. During a preliminary discussion on this topic during the fall Board of Directors meeting, there were various positions presented, defended and passionately debated. But one thing which was universally accepted as fact: 5

more and more of our members are pursuing these devices with the goal of increasing their airtime, something not being adequately satisfied with current launching options. There is legitimate concern about the consequences for our insurance retention and procurement if operations with powered harnesses are covered. The insurance broker and the underwriter have both been consulted regarding the insurance ramifications of these activities, from their perspective. They do not perceive the powered harnesses (hang or para) are any greater risk than we presently have with gliders. In fact, they suspect the risks are lower. The United States Powered Paragliding Association (USPPA) has compiled some statistical data and their impression based upon a very modest population size is that risk issues are actually less. Both the USPPA and insurance representatives believe the ability to use power when approaching a landing provides the pilot a degree of freedom to avoid problems not available to a glider landing. It is also believed by many, that pilots with paramotors can more easily get airborne, fly higher and farther and consequently are more likely to get into trouble, encroach into prohibited airspace or wander into other problems. However, the opinion of many USHGA instructors who also teach the use of motorized harnesses contradicts this. The consensus opinion of these instructors is that it is indeed more difficult get into the air with a power unit, and therefore a higher skill level is needed to fly them. With respect to powered harnesses for hang gliders, consensus holds that these are also more difficult to learn to fly than hang gliders alone. 6

One important component of this debate that must be recognized is that this activity is going to happen with or without us. Ifwe get involved in some way in the governance of the activities, we can help the culture evolve toward safety and responsibility as it has done with hang gliding and paragliding. By being involved in this inevitable tangent of our sports, we can strongly recommend people get instruction and we will have the opportunity to educate them on airspace issues and the like. If we do not get involved, then we cannot influence the situation to our benefit. We would not be able to educate these pilots about the need to treat sensitive soaring sites with care and respect. However, we will still suffer any consequences of governmental or public response to problems powered harness pilots potentially create. Everyone engaged in this debate understands that the philosophy of "pure" soaring flig]1t is important. The USHGA formed a Powered Harness Committee and they have extensively considered the previous history 20+ years ago with the ultralight vote and the relevance of that to today. There are various factors different now than before and one of the more significant is that the U.S. Ultralight Association (USUA) and other organizations servicing ultralights now exist. Where before our embracing motors meant incorporating most all motorized craft including trikes and three axis machines, we can now draw a line, such as any powered unit we include in our scope must be foot-launchable and foot-landable. We would continue to refer craft outside a very narrow scope to those other organizations. We want to still be dedicated to soaring flight but embrace the use of powered harnesses to achieve it, much the same

as motor gliders are embraced by the SSA and the sailplane world. The USHGA Board of Directors has concerns about the moral merits of getting more involved with powered harnesses. Many of our members . are purchasing these and if we are able to help create an instructional environment that improves their safety and saves lives, do we not owe it to those members to provide this assistance/ Of course, we also need to address future governmental regulation and consider the likely implications of our involvement in powered harness governance. Generally, there is little downside from this dimension that isn't already there. Far more likely, the risks and issues are actually greater without our involvement. It should also be recognized that there is a growing need for some organization to embrace and assist people desiring powered harnesses for botl1 paragliders and hang gliders. Virtually everything we teach a pilot to reach our novice level is also necessary for pilots wanting to learn powered harnesses, both HG and PG. If an organization has a good powered harness program, then they have essentially the major pieces for a competing soaring program. The USUA and especially the ASC are going to have significant financial problems when the FM's Sport Pilot rules are well in effect since a significant portion of their revenues come from selling two-place instructor ratings. The ASC is already trying to move into hang gliding and paragliding to take away USHGA members. Many people perceive that people with powered harnesses, both HG and PG, can readily find a small field and start flying and that site Paragliding: February. 2003

insurance and liability insurance are not generally required to secure these. The experience of the USPPA and USHGA members actively flying powered harnesses tends to refute that assumption. Indeed , third party liability and more specifically site msurance are very clearly needs and issues presently confronting the folks with powered harnesses. Moreover, these needs cannot be meet by any existing flying organization, except by the USHGA. Insurance is something we cannot extend to non- USHGA members because of the provisions of the policies. The only realistic method for providing insurance coverage for people (including many of our own members ) using powered harness units is under a program the USHGA offered. Bearing all this in mind, the questions than come down to this: If we do not do anything to embrace powered harnesses, how likely are we to regret that decision and how much, 10 or 15 years from now? If we do embrace these in some manner, how likely are we to regret that decision and how much , 10 or 15 years from now? The decision to take on paragliding 10 years was controversial then but most members would now agree it has ultimately been very good that we did this . Similar situations in sport aviation history make me absolutely certain to the core of my heart that we will ultimately be very glad we embraced powered harnesses and we would ultimately regard a _decision to not embrace them as one of the dumbest things we've ever done as an association.

Paragliding: February, 2003

After much angst, soul searching and excellent discussion, the recommendation of the Powered Harness Committee is a unanimous recommendation that the USHGA · should embrace powered harnesses for our members. The merits of establishing a new division or class of members have been considered. Maybe that will be a necessary step in the future . Presently, pilots already having some degree of mastery with the basics of flying , acquiring the skills required for powered harnesses isn 't that big of a deal . Probably more than learning how to tow but clearly far less than for a HG pilot to learn PG or visa versa. The Powered Harness Conunittee has recommended we simply create a new special skill for each hang gliding and paragliding. This is something we need to do . I W1derstand and appreciate how some of the purists may take issue with powered harnesses; I had sin1ilar thoughts and concerns when the USHGA incorporated paragliding. However, history has proven the wisdom of that decision and I now passionately believe history will be sin1ilarly repeated with our embracing powered harnesses.

Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. COMPETITION UNTIL DEC. 31: The Michael

Champlin World X-C Challenge . No entry fees or pre-registration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www .hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 447-6237, brettonwoods@emai I.msn .com. FUN FLYING FEB. 15-16: Third 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 . FEB. 15-16 & MARCH 22-23:

Cotes Cliffs, Baja California, 80 miles south ofEnsenada Mexico. Our annual series of winter flying trips, although slightly truncated. The flying site is a 10 mile long, 250 foot high cliff located on a deserted Mexican beach. There are no facilities, so bring everytlung that you will need. Bring along any household donations tl1at can be left behind for the local population. Contact: Mike Hilberath @949-455-0032, etean1er@cox.net or etean1ontop@yourmother.com.

CLINICS, MEETINGS, TOURS MONDAYS: Torrey Pines Gliderport paragliding talk show on Internet radio, broadcast live on wsRadio.com, Mondays from 9:00 to 11 :00 AM. Hosted by Gabriel and David Jebb, open to a worldwide audience. Call in toll-free at 1-800-327-0061 (U.S. and Canada) or 1-760-476-4111 for tl1e world audience. Surf to www.wsRadio.com and click under the "live" section. Contact: David Jebb, Director of Operations, 2800 Torrey Pines Scenic Drive, San Diego, CA 92037, (858) 452 -ZULU (9858), www.flytorrey.com.

Advanced Paragliding Mexico paragliding tours. Juan Laos and Fabio Blancarte will host seven-day paragliding tours in west central Mexico, including Tapalpa, the site of the 2002 Paragliding World Cup. One of the best paragliding areas in Mexico, with 10 sites within a twohour drive . Launch from a 15,000' volcano, soar the coastal ridges and enjoy some of tl1e best seafood in the world at very reasonable prices. Sites include Jalisco, Colima and Michoacan. Tours include pickup and drop-off at Guadalajara International Airport, transportation to all launches, lodging and other accommodations, detailed site introductions witl1 maps, daily meteorology information and retrieves. Thermal flying and cross-counu·y coaching and instruction. $1,500 includes pickup at the airport on a Saturday morning and drop-off at the airport on the following Saturday. $500 USD deposit required. Credit cards accepted. Contact: Juan Laos, (925) 377-8810, juan.laos@realpvs.com, www.advancedparagliding.com. THROUGH MARCH:

T O R R E ~ I N E~ O L I D E R PO R T

1-877-FLY - TEA:M:

T HROUGH FEBRUARY. 16:Airplay

Paragliding Central Mexico tours, with Marty De Vietti and Dixon White . Ten-day tours with a max of five students at a time. Topnotch thermal/ X-C flying, eating and lodging. With seven years of guiding experience in Mexico and a combined 22 years of teaching paragliding you can count on a great experience. You should be a solid P2 (at least 70 flights , 10 hours, solid basic skills) to consider this trip. Contact: dixon@paraglide .com, (928) 526-4579. FEBRUARY. 8-1 2: 2003 Mauna Kea

Thermal Clinic, on the Big Island of Hawaii. Mauna Kea (13,796' MSL) has flying sites at various altitudes, some of them suitable for intermediate pilots. Pilots should expect big air, highaltitude takeoff's and challenging X-C flying. Manna Kea and the surrounding areas are still unexplored to a large extent. Requirements: Intermediate rating or better/Novice with instructor signoff. Everything you need for highaltitude X-C flying. $275 before Dec. 15 (registration deadline ). Food and gas money extra. Clinic includes 4WD transportation, airport pickup, guide service, free ocean site camping, daily state-of-the-art weather report. To register contact: Paraglide Hawaii, P.O.

Box 797, Mountain View, HI 96771, tofly@excite.com, (808 ) 968-6856. FEB. 21-MARCH I, MARCH 1-9:

Fly beautiful Governador Valadares, Brazil with Scotty Alan Marion, for his fourth annual Thermal and X-C Intensive Clinic. Scotty is currently the second-ranked pilot in the world, won two PWC's in 2002, and is a U.S . National Champion. Governador is one of the best sites in the world for pilots of all skill levels. Included are the nicest B&B in town, the best transportation and retrieval, and the best instruction. Pilots can expect to improve by one or two levels. $1,200 covers everything but airfare, lunch and dinner. Contact: 801-FLY-AWAY scotty@pointofthemountain.com. The original Adventure Sports Brazil Tour. Five years of flying, fun and a bit of confusion with the best guides in Governador Valadares. USHGA instructors fluent in Portuguese and with local knowledge . Side trips to Bahia and Rio de Janeiro also available for coastal flying adventures. $100 per day includes hotel close to the LZ, breakfast, rides and guides for local or X-C flying . Make the most of your Brazilian experience. Contact: MA RCH:

Soar over to the

Aviation Depot

MARCH 7-9: Spring USHGA BOD Meeting in Colorado Springs, CO. Watch the USHGA Web site (www.ushga.org) for further details. MARCH 7-9: USHGAAnnual

Membership Meeting in Colorado Springs, CO. MARCH

8-9: Raven Sky Sports'

Sixtl1 Annual Betty Pfeiffer Parachute and Safety Clinic, Deployment Seminar, Practice Session, and Repack Workshop, hosted by Raven Sky Sports, Inc. of Whitewater, Wisconsin. The clinic will be held at Purdy Elementary School's gymnasium, in Fort Atkinson, WI (five miles northwest of Whitewater). This is a real parachute safety clinic, not just a repack session . From 9:00 am sharp until evening witl1 a one-hour group lunch break. Two separate clinic sessions. You only need to attend one or the other. You do not need to attend both days. Contact Brad@hanggliding.com, (262 ) 473-8800, to register for either Saturday or Sunday and/or to ask for directions.

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MARCH 29-APRIL 6: Flight Fest

2003. Torrey Pines Gliderport will be hosting their 11th annual paragliding and hang gliding speed races. The hang gliding races will be held March 2931 and the paragliding races will take place April 4-7. The races will be held in conjunction with a manufacturer's exposition in which pilots will be able to "try and fly" a wide variety of free flight gear. Stay tuned for further info.

JUNE-JULY: 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. Contact: cristol8750@hotmail.com. USHGA Membership Application/Waiver Update The USHGA reemphasized its mandatory waiver collection program this past summer in an effort to be sure that each of the Association's members satisfies the criteria for membership this year. The USHGA has three membership criteria: 1) full paid annual dues; 2) an approved membership application, and 3) an original member-signed waiver on file in the USHGA office. Magazine subscribers are not members of the USHGA. Magazine subscribers do not have the right to vote and they are not eligible for pilot liability coverage. If by chance you are an active pilot who renewed as a magazine subscriber for some reason, please be advised that you arc not eligible for the USHGA's pilot liability insurance program. While the magazine is considered to be the most visible membership benefit, pilot liability insurance and landowner site insurance are arguably your most important member benefits. 10

The design of the USHGA's database nearly four years ago did not take into consideration the Association's need to implement a mandatory waiver collection program on an annual basis to fulfill membership criteria. In order to qualify for pilot liability insurance and landowner site insurance, the USHGA agreed to implement a diligent waiver collection effort at the time you join the USHGA and at the time you renew your membership each year. The USHGA's membership database is fully integrated into our Web site. The membership database drives the content of the Web site in many ways. While many aviation associations' Web sites offer online application services that appear to be utilizing fully integrated membership databases, some of these other online application processes still require a staff person to print the online applications and enter the membership data into a separate membership database. Other aviationrelated associations don't require original member-signed waivers for membership because they don't offer a unique insurance program like the USHGA does. Again, the USHGA's online application process is fully integrated, and it will soon provide fully automated application and renewal services with some fine tuning. Even though the USHGA is well ahead of the curve in terms of having developed and implemented such sophisticated Internet technology, especially given the fact that we are a relatively small membership association with limited resources, the online processes, including joining the USHGA, renewing your USHGA membership and auto-renewing your membership, must conform with our

business model. The fully integrated database/Web site has not yet provided fully automated application and renewal processes. Members must still provide the USHGA with original member-signed waivers on an annual basis and the online processes did not account for this requirement. An announcement was published in the magazines last summer, informing USHGA members that the Association planned to implement a revised waiver. The primary purpose of revising the waiver was to address this issue that our members must still provide an original member-signed waiver every year at renewal in order to fulfill the membership criteria. The USHGA is very cognizant of the fact that in order to take full advantage of the Web site as a fully automated membership application and renewal service, we had to implement a waiver that the applicant would be required to complete and sign once, either at the time you join or at the time you renew. The USHGA implemented a new membership application as well in December 2002 and January 2003. Once this new membership application is "married" to the revised waiver, applicants for membership in the USHGA will only need to sign the Membership Application/Waiver, Release of Liability, and Assumption of Risk form once, facilitating a fully automated online application service. The USHGA expects to begin a oneyear mandatory waiver collection program when the new Membership Application/Waiver is implemented, hopefully by February 1, 2003. The USHGA currently requires original member-signed waivers for membership. Many of you already Paragliding: February, 2003

know that the USHGA cannot accept faxed waivers, and we cannot accept telephone renewals. For those of you who renew online, the USHGA will contact you and let you know that we will happily send your new membership card to you once we receive a "freshly" signed waiver from you . The USHGA advises you to return the completed and signed membership Application/Waiver to the USHGA office within 15 days of notification. Those of you who are currently enrolled in the auto-renewal program can expect to receive this same kind of notification either by e-mail, if \Ye have your e-mail address, or by regular mail. The membership application and waiver forms can be downloaded from the USHGA Web site or mailed to you by the USHGA staff. I ack now ledge that the USHGA currently has an online system that

isn't fully automa ted, but we also have one of the most advanced, integrated, onli ne membership services in operation in a small aviation-re lated association. The USHGA staff greatly appreciates your patience and understanding during this time of transition. If you have questions or comments, or require further clarification, please call me at 800-616-6888 or e-mail me at jayne@ushga.org.

- Jayne DePanfilis, USHGA Executive Director

Paragliding: Februar·y, 2003

Red BullVertigo paragliding and hang gliding AEROBATICS DVD

The DVD is available on the official event Web site: www.redbull-vertigo.com, or contact Pascal Poullain, shop@redbull-vertigo.com. New APCO Paragliding Bag

The sky is not the limit; tl1e ground is. The first Red Bull paragliding and hang gliding aerobatics DVD is now on the market. The DVD contains 65 minutes of great material from the last four Red Bull Vertigo events, the prestigious international competition and first event of its kind in which only tl1e world's best pilots participate. It is an explosive cocktail of brilliant video that presents the competition from various perspectives. The 1998, 2000, 2001 and 2002 footage was produced by Harmes Arch, a wellknown professional aerobatics and paraglider pilot. Also included is "Vertigarnes 2002," by Guillaume Broust, a passionate video artist. He presents Red Bull Vertigo in the form of a video game. The DVD concludes with a 2002 photo gallery by Swiss event photographer Denis Ba..libouse. Red Bull Vertigo was brought to life five years ago to meet the needs of manv hang glider and paraglider aerobatics pi lots who sought new horizons in tl1eir sports. The secret of this sport is the third din1ension - the union of aerobatics, technique and aesthetics - a veritable ballet in the sky which combines courage and virtuositv with adrenaline.

Apco is pleased to present its new paraglider bag, a stateof-the -art bag that weighs just one kil ogram (2.2 pounds), about half as much as the old bag. Empty pack volume is less than half that of a standard bag. It uses super-light, 210 dmier, high-density ripstop Nylon

coatin g. Shoulder and waist carrying straps are gel padded for maxim um co mfort and minimum weight and volume. Advanced materials and technology were used to make this bag extremely practical and long- lasting. Contact: Apco Aviation Ltd., tel: 011 972 4 627 3727, fax: 011 972 4 627 3728, www.apcoaviation .com .

Spry 85-yeal"-old goes paragliding by Bob Taylor of The Issaquah Press Issaquah resident Bev Dietz is proof that no one is ever too old to take on a new challenge. Dietz, a spry 85, recently went paragliding. Dietz flew with tandem pilot John Kraske from Tiger Mountain on September 6, 2002. Because she had undergone two back surgeries, the flying community was very careful with her on the takeoff and landing. Other flyers formed a cradle as she and Kraske landed. "They were very cautious with me on the landing. They didn't want me jarring myself. When we landed, there were eight men waiting for me," Dietz said. Then, laughing, she added, "My friends asked me if the highlight was flying. I said it was eight men waiting for me. That's something that's never happened to me before." Dietz is the oldest person to go paragliding off Tiger Mountain. "It was just amazing. To pursue such a dream as flying as free as a bird with the wind in her face, she is a real inspiration," said Marc Chirico of Seattle Paragliding. Tiger has some otl1er active senior fliers, too. Lee Crabtree, 77, has made more than 400 flights. Andy Hjellen, 75, and Ken Morgan, a youngster at 67, · also have made several flights. Morgan and Mike Daniel, a Seattle Paragliding instructor, recently set a Tiger Mountain tandem record by flying 26.6 miles.

be with her son James, a well-lrnown Seattle artist who specializes in World War I and II paintings. After settling in Issaquah, she soon was enamored of the fliers who floated gracefully down from Tiger Mountain. "I always tl10ught I wanted to fly," she said. "It's one of tl10se things that's in my blood." Dietz said she once had gone parasailing in Mexico. "It was similar to paragliding, except they pull you over the water and you guide yourself. You are all alone and you don't go nearly as high as you do paragliding," Dietz said. Michael Miller, a local flier who has cerebral palsy, impressed Dietz. "I have such admiration for him," she said. Before signing up for a flight, she talked it over with her four children and her doctor. "My children said, 'More power to you.' My doctor said, 'Go for it.' I had a lot of support." Asked if she had faced similar challenges in the past, Dietz said, laughing, "I was Camp Fire Girls director for 25 years, That was a challenge."

Dietz said she wasn't nervous after she launched off the mountain. "There was not one bit of concern," she said. "I knew I was right where I wanted to be. It was so beautiful. I can't believe how beautiful God's world is from the air. We were floating with the currents like tl1e birds do." Dietz and her pilot flew for almost an hour. "That was probably my first and last flight, although I might try it again some time. If I do, I would like to go farther," she said. "I had a great time." Dietz believes she has shown that elderly people don't have pass their waning years sitting. "One of the things I wanted to do was inspire older people," she said. "Too often they reach a point when they get older that they have regrets about not doing something they always wapfi.:if tcuio. ~I know my life:is,much cc--

challen~~ anc!,canm.eet th' of those_~'c::-.: - -"'

Some friends asked if she was concerned ;-:.._ about getting killed. "I can e "f:?:·.:,,:street and be killed if it's · wanted to do."

Dietz was a nurse for several years and also a director of nursing at a long-term care center in California before retiring at 73. Four years ago she moved up to 12

Paragliding: February, 2003

• Rating/Pilot

Instructor

Rating/Pilot

P-1 CHRISTOPHER 'NEWTON ASHLAND

KEVIN LEE

P-3 MICHAEL MULRY

CARBONDALE

P-2 CHRISTOPHER NEWTON ASHLAND

KEVIN LEE

P-1

DAVID GRAY

ALBUQUERQUE NM

DAVID PRENTICE

P-1 RANDY BOPP

MONROE

MIKE EBERLE

P-1 GLENN NORMAN

ALBUQUERQUE NM

DAVID PRENTICE

P-2 RANDY BOPP

MONROE

Ml KE EBERLE .

P-1 STEPHEN CROTHERS

ALBUQUERQUE NM

DAVID PRENTICE

P-2 DAVID GRAY

ALBUQUERQUE NM

DAVID PRENTICE

P-2 GLENN NORMAN

ALBUQUERQUE NM

DAVID PRENTICE

ALBUQUERQUE NM

DAVID PRENTICE

PARKER

KYOUNG Kl HONG

Instructor CO ALEJANDRO PALMAZ

DAVID CHERNE

CUPERTINO

DENISE REED

P-2 STEPHEN CROTHERS

P-2 DAVID CHERNE

CUPERTINO

DENISE REED

P-2 CHARLES LEATHERS

P-4 PAUL HAMILTON

RENO

DIXON WHITE

P-1

SPARKS

KYOUNG Kl HONG

P-1 GAURAV CHAWLA

BERKELEY

NICHOLAS GREECE

P-1 JACQUES DUPRET

EDEN PRAIRIE

DIXON WHITE

P-1

MARCUS SCHNEIDER

SAN FRANCISCO CA

W.ANDERSON

P-2 JACQUES DUPRET

EDEN PRAIRIE

DIXON WHITE

P-2 MARCUS SCHNEIDER

SAN FRANCISCO CA

W.ANDERSON

P-1 STEVE CHERNE

BLOOMINGTON MN

DOUGLAS STROOP

P-2 STEVE CHERNE

BLOOMINGTON MN

DOUGLAS STROOP

P-1

MAYNARD MCREE

P-3 GREGORY BROWN

SANTA BARBARA CA

P-1 ALLEN GIUDICI

WAI LU KU

DAVID BINDER

P-1 GREGORY MICK

LYNCHBURG

VA RICKY RAY ARNOLD

P-1 JASON CROSS

KULA

DAVID BINDER

P-2 GREGORY MICK

LYNCHBURG

VA RICKY RAY ARNOLD

P-2 ALLEN GIUDICI

WAILUKU

DAVID BINDER

CHULUOTA

DIXON WHITE

CHULUOTA

DIXON WHITE

Paragliding: Feb1·uary, 2003

BO CRISS

Mount Greylock, Massachusetts

by Matt Gaskin

n Sunday, October 6, 2002, I had the good fortune to fly Mount Grey!ock, Massachusetts with a group of friends. Mount Greylock is in the extreme northwest corner of the state in the town of North Adams. It's a three-hour drive north from the New York City area, and about a twohour drive west from Boston. Notch Road takes you the nine miles from Route 2 in North Adams right up to the summit parking lot. However, if it's a beautiful weekend day, plan on arriving early, because the summit parking lot (100+ cars) and the overflow parking (30 to 40 cars) along Notch Road will fill quickly. There is also a separate parking area for 20 to 30 motorcycles. Hundreds of visitors will often be at this site at one time. If hang glider and paraglider pilots are flying, visitors will linger for hours to ask questions and watch the pilots launch and fly. Mount Greylock stands 3,491 feet above sea level, the highest point in the state. It's the site of a state park and war memorial, as well as a launch area for glider pilots. The site falls within the purview of the Massachusetts Hang Glider Association (MassHGA). The paraglider LZ is a large field visible directly in front of the eastern-facing launch area. It's owned by the Gould family and is used with their permission. Hang glider pilots also use this field for convenience or in an emergency, but their main LZ is the 14

North Adams Radio Control (RC) field located on Route 8, five miles northeast of Mount Greylock. The site is listed with a 2,400-foot vertical.

top of Greylock would be closed for several hours. John and I got to the paragliding landing zone at about 11:00 am.

The Mount Grcylock State Park Reservation includes more than 12,500 acres and 11.5 miles of the Appalachian Trail. Other visitor activities at the park include hiking, camping, cross-country skiing, or simply taking in the breathtaking views offered by the drive-up approach and summit vistas. This is especially true during the month of October, as the foliage turns multicolored. The summit also boasts a lodge that can host up to 32 overnight guests, a snack bar, rest rooms and a gift shop.

We met Chris and Chip there. Everyone transferred their gear into Chris's truck and we left our other vehicles parked at the LZ. As we drove back up Route 8 to the road which led up to Greylock we found that it was already blocked by the North Adams police department in preparation for the parade. This was the annual North Adams autumn parade. We drove up to the police officer and explained our situation. He was kind enough to let us through after learning that we would be turning off before we entered the heart of town. Our drive took us through a route that was now lined with parade onlookers. We turned off as planned and continued up to the top of Greylock.

Sunday morning was a rather gray affair with fog hanging over Lake Saint Catherine in southern Vermont. I had spent the night there at the home of Catherine Casavant and John Colardi. The air was still. We were up and dressed shortly after 7:00 am and John was on the phone with Bo and Dennis to find out what wind direction and speed were forecast for the day. Bo was calling the location to fly as Greylock, and the wind direction and speed were expected to be cast at about 10 mph. We agreed to meet at the Grcylock paraglider LZ at about 11 :30 am. John then called Chip, who lives in the town of North Adams located at the base of Greylock. Chip told us that the sky there was clear. He also warned us that a parade was due to start there in the early afternoon, so we should plan on arriving early or the main street that we needed to travel up to the

We found Bo, Dennis and Brian already at the top, having arrived there shortly before us. We were cager to launch since we could see a paraglider in the air as we neared the top. I later learned that it was John Gallagher. We carried our equipment to tl1e layout area at tl1e base of the monument and left them stacked together as we went to the summit lodge to sign in before flying. All of us had flown there before so we had already signed waivers for the site. We then headed back to the layout area. Bo asked us to prepare for launch since he would be responsible for our safety and would therefore launch last. I laid out my wing, cleared and connected my lines to my harness, and Paragliding: February, 2003

set my radio frequency to that being used by everyone in our group. When I was ready I turned to see Dennis preparing to launch. He launched successfully after first lifting his wing to check his lines. I gained the benefit of this by setting up to launch where he had been so successful. I spread the wing with Bo's help and built a wal l with most of the center of my wing. Then I waited for the wind to subside slightly. fu it did, I pulled gently on my A-risers. My wing rose into the air, filling completely as it can1e over my head. I automatically took about two steps to\.vard it to control its energy and applied brakes to stop it overhead. I spun to the right, turning a full 180 degrees . I was now facing down me slight, rocky grade. I moved forward and felt the paraglider beginning to lift me from the ground. I heard Bo shout to ease up on me brakes, so I leaned forward, further lifting my arms to also ease up on the brakes . This allowed me to gain more speed and I was now lifted completely away from tl1e ground. In a matter of seconds I was flying away fro m the hilltop and gaining altitude. It was 12:15 pm. Mount Greylock rises several hundred feet above its ridge line. Everyone who initially launched tended to stay close to mis peak fo r some time before venturing out fartl1er to find out if me lift extended

out away from me hilltop. As more and more pilots launched and flew me hilltop we were forced to venture out from the peak and into me valleys toward the LZ and nearby lower ridges. These proved to produce more lift man expected. A hilltop limit of 500 feet soon became over 1,000 feet above takeoff elevation. I saw other pilots find mermals and rise to perhaps 2,000 to 2,500 feet above launch. The higher they rose the farmer they were able to venture away from me Greylock launch area. Bo Soifer and Dave Williams managed to work meir way north and east and land with the hang gliders at their main LZ. John Gallagher got high and flew over the back side to eventually land next to Notch Road.

main LZ by Roman Iacobucci, a friend who was injured in a paragliding accident in July at Point of the Mountain, Utah. He is 27 years old and has been flying paragliders for 12 years. He was back in New York after extensive back surgery, hospitalization and several montl1s of preliminary rehabilitation . Roman was quick to show us that he could stand and walk with a little assistance. His spirits were good and we were all glad to see him making good progress in his recovery. Roman was accompanied by his girlfriend, Elizabeth Straney. Elizabem is an angel as well as a true beauty and has arranged her school schedule to help Roman wherever possible.

I was on my way out to land, and at about 1,000 feet above the LZ after more man an hour and mree-quarters of flying. However, as I approached the edge of the LZ I realized that I was in a huge thermal. I couldn't resist turning to ride it back up. I made about five complete turns, drifting back about a quarter mile toward Greylock, and found myself at launch altitude. My hands were cold in the summer gloves I was wearing, so I again flew out toward the LZ, leaving this thermal to the pilots who were still flying. I landed at exactly 2: 15 pm. I had been in the air for two glorious hours.

We arranged to meet at a local diner before heading back to New York. It would give us more time to spend with Roman and Eli zabeth. Our group was joined by John Sillaro, a friend and longtime hang glider pilot. Dinner was an opportunity to share our flying experiences on this wonderful day. It passed all too quickly and we were soon saying goodbye. We would all have a spring in our steps for some time.

This day was special for another reason as well. We were joined in the Paragliding: February, 2003

l;n:dock is :1 P-1- ,ind H.J. sit, , but 1ou c:rn th thn, if 1ou :1r, at k:1st .1 P3 or I 13 and .ir, .1crnmp.rni,d b1 .1 l'SHG:\ Obs,nn. Our l'-10bs,nn is Bo Soifrr. Bo is :1 g,rclt frirnd .rnd .1 drntist from th, l.:1k, Grnrg, , '.\rn York ,lr,:l. Th, rest of our group included John C:ol:irdi , Drnnis L,mtk, Brian '.\ichols, Chris Jonts .ind Chip lkkh . IS

Ya-Ya Princess Dances at Cloudbase with Bears by C.J. Sturtevant

ix immutable facts about the Northwest's annual Women's Halloween Fly-In

(and a seventh that's approaching immutability):

been totally skunked. (This yea.r's organizer may have coveted a mention in Fly-In history for ending that no-skunk tradition. Michelle Devoe's warm and fuzzy outfit was black and white, and there were numerous approving comments regarding her cute st.ripey tail! )

3) A significant portion of the Fly1) It's going to be friggin' cold! In's airborne creatures will be (This is late autumn in eastern women. This year more females ~------~~ flew from the Butte at the Fly-In Washington, than during the Women's World after all. ) Championships, held in Chelan The Fly-In "regulars" have last July. Twenty-something cai.1ght on that women pilots - that's a if you intend to significant Girl Gaggle! fly in costume, warm and fuzzy 4) Any woman seen mincing around works much launch in fishnet stockings and better than seestilettos and gobs of makeup, and flaunting her DDD bosom, isn't through and sexy. Of course, there part of the tally in #3 above . But are always a few who attempt to since this is a Women's Fly-In, defy this bit of common sense. The most notorious, Mike held on the weekend in closest Smith, appeared each year as a proximity to Halloween, and scantily clad caveman or Indian there are those certain privileges or belly dancer, barely avoiding conferred upon female participants - well, why not/ an indecent exposure citation and acquiring the well-earned nickname "Butt of the Butte." 5) The costuming creativity of He's moved to Alaska, though 1 Northwest pilots rivals that of the Europeans who showcase which may or may not provide some sort of explanation. their talents at the infamous St. It's going to be flyable. Maybe only during brief windows, mayl5e strictly sledders, but in the 11 yea.ts ~ince e first Women's Fly-In back in 191, we've never

Hilaire Coupe Icare. Snapshots from the a.rmals of Fly-In history: Tina Pavelic's flying cow gallumphing off launch with legs and udders flapping wildly (and surely providing the inspiration for Fly.tee's goofy vario ad); Mike Smith's airborne canoe gracefully gliding out Between the Rocks and over the ridges; BC Colleen's giant green Gum by lumbering safely into the air and immediately ripping its face off to allow it to clear its turns. 6) The Potluck Party, with an absolute minimum of organization, will turn into a gala feast of sufficient quantity to satisfy a horde of hungry monsters, and witl1 sufficient selection from ~ -- -- -- -- all tl1e basic food groups to satisfy even your health teacher's menu requirements. And while two years is hardly enough time to consider this in1mutably carved into stone, we'd like to think we began tradition #7 last year when we invited Kari Castle to come fly with us as Honored Guest of the Women's Fly-In.We were delighted wire Jayne DeP filis, Hang II pilot and USRGNsExecutive_· _ __ Director, accepted our invitation to come join the fun as the :2002 Women's Fly-In Featured Gufst.

Of course, the 11th Annual Women's Halloween Fly- In met or exceeded all of the above expectations. Cold: Frost on the tents of the hardv souls camping out at the airport gave a clue that balaclavas and hand-warmers would be in style this weekend. Those who planned fleece and mittens into their costumes were fat and happy. Flyable: You betcha! Dozens of pilots had multiple flights from every launch on the Butte; a few lucky ones caught the window for hour-long flights on Saturday (with Nicole from BC hanging out on top of the stack till she was almost too frozen to top-land and thaw out). For the most part the wind was light enough that pilots could choose launch options by length of queue or anticipated quality of entertainment. Lots of women: More than 20 women from the Northwest (Oregon, Washington and British Columbia), both hang and para, plus a couple more from farther afield, made an appearance this year. AJ

Paragliding: February. 2003

Murray, a visiting hang pilot from New Zealand, arrived wingless but nevertheless enjoyed a biwingual weekend with a tandem paragliding flight courtesy of Thayer, and a hang flight on a Falcon borrowed from Steve Kincaid . And lots ofwomen-wannabe's: There wasn't much chance of mistaking the wannabe's for the real thing, however. The real women flew in cozy costumes (Michelle the skunk, Colleen the Cowardly Lion, Ya-Ya Princesses in insulated flight suits and elaborately bejeweled and beribboned crowns ), whereas many of the wannabe's shivered in their flimsy fabrics and skimpy skirts. Award-winning costumes and shenanigans: Cheerleader Dan Nelson's letter sweater was way too tight to pass any high school activity advisor's censorship, and reliable sources indicate that his pompom waving leaps had more to do with avoiding hypothermia than stirring up tean1 spirit. Good Witch Glenda from OZ (a.k.a. Jim from BC ), gorgeous in a gown large enough to accommodate both "her" and her harness, wove a spell strong enough to produce flawless reverse launches

"Wo111et1' sHalloween Fly-lt1,

Ocrober 1.6 S-11, 1.001.; Okay, here's the way fhls worb: This ts a w0111et1's fly-m, opett 10 W0111et1 pt1ots. If you are t10t a wo111at1 you catt still fly wtthft1 the followittg mtrictlotts: You 111ust volutrteer 10 lay out attY WOlllatt'S wittg, elear her llttes at1d offer attY other assistat1ee 10 get her off. (h real careful with this Otte latCM' your rlghtsD Whett flylttg you are there as a "therlul seout" attd are expectal 10 111ove out of the way 0110t you have idettttfied where the lift is. Of course, you are there 10 ltteaflvJ fold the wlttgs of art( WOllletl pilots, attd you 111ust reff11quish your seat 10 a wo111at1 if fhe shuttle Is full Whett tlOt flylttg you should fmh beer for fl1e WOlltetl attd otherwise etmrtaltt ttie111. Poes fhls souttd Hice nm 10 you? How do you sideskp all fhese silly sfipulatiottS? Co111e dressed itt drag! We pro111ise ttOt 10 laugh, ...._...tr.... ,L.,.. .......... "" :.. iaa4'11ti. ftnoll ClllllifffllrNIUW~, II ll!RllJ ....-•

8lltlrely tlWI avettues 10 you. Of course, o1tier eost11111es are welco111e but thev wott't eKelltpf you fro111 the rules. The Mttt itteludes a potluck dltttter lbrlt1g so111ethittg 10 eott111butll attd , prizes for all sorts of fhlttQS. Register at Chelatt Falls Park. Cotttaet,,

with no entanglements in her long and flowing train. Murdoch and Jan Hughes, renowned for their elaborate costumes and zany performances at past Fly-In's, were entirely too cute as One Eyed, One Horned, Very Purple People Eaters. And with Jan, a brandnew P2, the People Eaters were able to enjoy the advantage of team flying in pursuit of their purple prey. Hal Smith made a most convincing Red Green, his harness transformed into a giant roll of duct tape and a flap of silver-fabric "tape" that he deployed to flutter out behind him in flight. Snuffy Smith's Viking ship was a work of art until he decapitated his dragon figurehead in an aborted attempt at reverse inflation. Luckily Red Green's duct tape was close at hand and our valiant Viking was able to repair enough of the damage that he dared set sail from Between the Rocks without fear of ill luck pursuing him. And the party! Decorations Director Thayer set the mood in the pilots' lounge with intriguingly carved pumpkins and all sorts of dangling spooks and skeletons and witchy parabears. The Deepwater Brewery's beer truck, parked in the frosty field behind the pilots' lounge, lured even the scantily clad out to enjoy the refreshments. The bonfire tradition left over from the early Fly-Ins where we all camped out (back when we were young and hardy!) was scaled down to fit in a more civilized brazier. Its tamed-down heat was most welcome to PJ-clad Ya-Ya Princesses and barely clad biker babes and all who tarried in close proximity to the beer. Rick May's awesome deep-fried turkeys (strictly Meleagris gallopavo - Ricky declined to roast any of those turkeys who'd been potatoing on launch earlier on) disappeared as fast as he could serve them. Three long cafeteria tables bent under the weight 18

of enough potluck finger foods/hot snacks/salads/desserts to assure that the whole crowd would be sufficiently ballasted for windy winter flying. Our Renowned Woman Pilot Guest of Honor: What could be more appropriate at a Women's Fly-In than to honor the woman pilot who has unarguably done the most to preserve and perpetuate footlaunched flying in the United States? Jayne points out that "our sport needs really great pilots, top athletes like Kari, need pilots like me who truly enjoy and excel at the management of our sport." Precisely the sentiments of the NWPC, obviously, as Kari and Jayne have been the featured women pilots at the last two Fly-Ins!

been working in this industry, a group of pilots who were mostly unknown to me were recognizing me for my experience and skill in managing the business of hang gliding and paragliding." The rest of you event organizers have been missing out on an incredible opportunity! Jayne may have been an unknown entity to most of the Northwest pilots before the Fly- In, but by the end of the weekend, all who had met her were delighted that so e ne WI such a stuffy-sounding title as "USHGA Executive Director" could so easily slide into the wacky spirit of this event. Please note that on October 26, your Executive Director was willingly inducted into the Northwest chapter of the Ya-Ya Sisterhood. Princess Naked as a Jaynebird addressed the cheering crowd at the potluck party clad in pink flannel PJ's and a crown tl1at appropriately showcased her royal title. Her grace, style and sense of humor put to rest any remaining sentiments of "us versus them" concerning the pilot membership and this administration of the USHGA.

~~~~~~~~~~~~

Bundled in a warm jacket and still suffering the effects of a turbulent flight from Colorado, Jayne turned down numerous offers for a tandem paraglider flight and instead opted to spend all day Saturday on the Butte, surrounded by a windbreak of hang and para pilots engaged in animated conversation. Steve Kincaid, chairman of Cloudbase Country Club (USHGA Chapter 92 ), impressed on Jayne the significance of her presence when he deserted his bride of only a few months and drove three hours to Chelan specifically to discuss issues related to the opening of a new hang gliding training site in the Seattle area. (Oh, yeah, Steve did manage to squeeze in a few flights on his Falcon while he was in the area.) Jayne is so personable and such great fun that it was a total surprise to learn from her that "for the first time in the more than 12 years that I have

For many of tl1e pilots who are active in the local clubs, Jayne's presence provided a rare opportunity to bend the ear ofUSHGA officialdom in a non-official setting. When the afterparty schmoozing was relocated from tl1e pilots' lounge to the hot tub at Campbell's Resort, Princess Jayne traded her PJ's and crown for (in spite of her royal title!) a swimsuit and a glass of Ricky May's special concoction, and held court for several hours on topics ranging from insurance and site regulation to stories from "the good old days" or "What the heck is in this drink?"

continues on a e 34...

Paragliding: February, 2003

n Nelson and C.J. Sturtevant invi to the Northwest Paragliding CluVi Annual Women>s Halloween Fly-In in September of 2002. I was elated when I received the e-mail invitation from Dan, C.J. and USHGA Chapter secretary Beth Friesen. They informed me that Kari Castle had been their guest ofhonor in 2001. I remember thinking that these Chapter representatives obviously hadn't selected me as this year's guest of honor as a result of my exceptional flying skills, since I am a perpetual Hang II who flies a Falcon 140 in smooth air and purposely lands on 12-inch training wheels (you know, the ones that let other pilots know from afar that ((there is a new pilot on board"). I assumed that the club had invited me to attend the Women's Fly-In so they could meet the woman who has been successfully managing the USHGAfor nearly two years now. I assumed that this invitation was their way of recognizing my contribution to the preservation and perpetuation of our sports. I also assumed that they were sending a message to me, and to others, that my contribution to our sports was fust as valuable, but in a different way, as that of Kari Castle as one of the top female hang glider and paraglider pilots in the world. It was with great pride that I immediately accepted this invitation. Our sport needs really great pilots, top athletes like Kari, and we need pilots like me, who truly enfoy and excel at the management of our sport. I had worked in hang gliding for 10 years before I accepted the position of USHGA Executive Director. In fact, I felt that for the first time in the more than 12 years I had been working in this industry that agroup ofpilots, mostly unknown to me, were recognizing me for my experience and skill in managing the business ofhang gliding and paragliding. Rightly or wrongly, this was how I felt. Beth and Ernie Friesen were kind enough to invite me to stay with them in Seattle the night before we drove to Chelan for the Hy-In. Beth greeted me at the airport and we immediately settled very comfortably into a flying related conversation. I was truly impressed with the genuine concern both Beth and Ernie displayed for the present and future states of our sport. We discussed a wide range of topics, including pilot liability insurance, landowner site insurance and the USHGA publications. This seemed like preparation for the following day on launch in Chelan where I would spend 12 hours talking to many pilots about a wide variety offlying relq,ted tppics. Steve Kincaid) President of the Gloudbase Hang Gliding Chapter,, told me that he drove three hours fust to talk to rni about issues conc1wn}ng the opening of a new training h#l,sitt in;histJ/11ea:, Hejtew that weekend as well. I';h~/f;been toSea/itlt tJ~i~ before in Mayof 2001 for a USHGA

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Bill Bolosky had shown us his local flying site, Tiger Mountain, t I had never been to Chelan. Beth, Ernie and I talked about ying) the politics offlying and insurance related matters during the three plus hour drive to Chelan. I must admit that we barely stopped to come up for air; it was Just great to be talking to pilots who are genuinely concerned and interested in what is transpiring at the national level with respect to their sport. These pilots obviously understood that the USHGA is their representative and that I am their Association executive, the one who can make things happen on their behalf. The scenery on the way to Chelan was fust stunning; the leaves had changed color and they were still on the trees. Chelan is a lake resort surrounded by the Cascade Mountains and the vistas are spectacular. What a perfect time of the year to have visited the Chelan flying site. The summer crowds were noticeably missing while more than 100 pilots turned out for this well-01:ganized and well-advertised annual event. As a low airtime hang glider pilot, I was doubly impressed to have witnessed literally hundreds of safe launches by pilots, mostly paraglider pilots, of all skill levels. I was amazed and so pleased by what I saw. I didn,t fly tandem but I had plenty of opportunities to do so. I connected with so many pilots during that weekend. We talked on launch, spoke at length at the costume party, and numerous pilots flew that day in costume. A good time was had by all. Tom Allen, President of the Northwest Paragliding Chapter, formally introduced me to the crowd at the Halloween costume party that night. He said a few words on my behalf, and at that moment I was so delighted to be with my new pilot friends dressed in my pink flannel pafamas, as part of my Halloween costume adapted from the book and movie, The Ya-Ya Sisterhood. The Sisterhood consisted of Beth Friesen, Reni Gordon, Dean Cook, Jayne) C.]., Sandi Fredric) Lisa Evans and Patti Fufii. What a first impression I must have made, standing on a chair, bowing to a round of applause, in my pink flannel pafamas. I won)t forget that moment either. This is what I like so much about pilots: We can stand around a campfire in our pafamas and set up and fly together the next day. I left the Women)s Fly-In knowing that I had made new pilot friends. I had been invited back to Chelan by this group of pilots whom I had Just met even before I had left the Fly-In, and they made me feel like a special part of their local flying community. I experienced the genuine hospitality that pilots are known to provide each other. But above all else, I was simply amazed at how much we, as pilots, care about our sports and the people who participate in them. I often quote Bill Bryden who once commented to me, ((We don,t fly these things for logical reasons.>> It seems that we, as pilots, share a common bond and interest in preserving the history and the future of our sport. I won>t soon forget my visit to Chelan during the 2002 Northwest Paragliding Chapter's Women's Annual Halloween Fly-In. 19

Thernial Lore copyright© 2003 by Dennis Pagen y first thermal encounter was unwitting, as in, "What the hell is this?" The experience occurred at a dinky 450-foot former ski area in the spring of 1975. We flew that northwest slope nearly every weekend and I eventually opened a school there. I was flying a standard hang glider (four poles and a rag wing) that weighed only 35 pounds. We would hump the gliders up tl1e hill an,d take as many sled rides as our youthful exuberance could stand. I had learned to ridge-soar the previous winter and knew that I needed a stiff breeze to stay up, given the typical 400 fpm sink rate of our gliders. So on that day it was sled rides in the 10-mph wind wafting straight in. It was my turn to launch and I edged to the edge. Just as I began my launch lunge, a major gust caught my wing and carried me and the whole ensemble upward. Naturally, I was going too slow and was turned. In a jiffy I was aiming back at the mountain, but lifted above tl1e tops of the trees. Yikes!

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ahead to safety. The funny thing was, I kept climbing and climbing under a long roll of clouds. The farther I went, the higher I got. Eventually, I climbed to about 2,000 feet above the ridge and continued forward to land more than a mile upwind: By n1rns, I was surprised, then scared, then relieved, then full of bravado by the time my friends arrived to marvel at the flight. We were sure it was a record of some sort. Looking back, I realized that we all learned a lot from that experience, and someone even mentioned the possibility of something he had heard about called thermals. Now I know I was under a street, strung out for miles. In hindsight I also know thatit was one of the best-looking X-C skies I have ever seen in these parts. My first witting (as in intentional) thermal flight came in June of 1976. I was attending the first invitational meet at Grandfather Mountain in North Carolina. Several of us were soaring in

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light air on the northwest-facing cliff. The wind wasn't strong, b~~ plenty of buoyant lift was sliding up the mountain from the warm v!lley. Most of us were running back an~ forth along the half-mile ridge, bpt I noticed that two pilots, Steve Moy4 and Rollie Davies, were flying out in f~ont and turning a series of 360's: the time they were back near the m9untain, they were hundreds of feet rbove us. The light bulb went off in. ipy head. I realized exactly what they ~ere doing, and the next time they wen;\: looking for a thermal, I followed. We didn't have varios back tl;en, but ~ could feel t!1e surge of lift and tell I w~s climbing by watching the mountain. !r tried to match t!1eir circles and., mir~culously, I was thermaling. I can't dt$cribe the i thrill of that!lloment. I rep~ated the experjence for nearly an howr, but can honestly say that I learned ~b thermal in the first 15 mimites qfrealiiation and I exploration and have been ~ devotee of . upward ever smce.: . ! augenng

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I recovered from my surprise and completed the 360 to fly out to the front of the mountain. The lift was so strong, tl1at by the time I cleared the ridge I was easily I 00 feet above and climbing. Wanting no part of this robust air, I white-knuckled the bar and flew straight 20

Paragliding: February. 2003

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Sometimes it only takes forming the correct model in your head to let you catch on to a skill or concept. In fact, the main thiJ?.g we are trying to do with this series of articles is to form a good working model of thermals in our image databank. The better images we have to work with, the better we will perform when globular lift beckons. $0, we continue with our exploration the world of thermals where we left off last time.

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Inversion ~ehavior Last month )'Ve invs~l~gated lapse rate and invtjrsiotrs, as well as their effect on thermals. We'll begin here with a bit m$re about inversions and then look at some details of I thermal crea~on. The first question we should adswer is, How are I inversions fotmedr I

As we learne4 in the previotts installment, irversions are layers of air in which tpe air temperature does not decrease {vith increasing altitude, ! at least to thtj degree necessary for instabititylto occur. We also saw how thisfeature most readily occurs near tl}e ground through the process of ni&httime cooling. But we also encountdr inversions aloft. At i competitions) the air's sounding (lapse rate graph) isloften presented. It is not uncomrnbn to see three inversion I . layers at diffetenflevels. up to the altitude of cojnmon local cloud base. (Whether or tot the clouds reach that altitude depeids on whether or not the thermals fan punch through the various inver~ions.) These inversions are very imp~rtant for thermaling and cross-countr~ prospects. They can gradually dis~ppear or intensify. Many invers~bns higher in the air come from the sliding of warmer air over cooler air that inhabits an area. This is the case when a warm front approaches. But even with a cold Paragliding: February, 2003

front, a layer of warmer air aloft is usually left as the cooler air plows under the warm. Cold fronts are typically limited in vertical extent, so on top they are capped by a warmer flow. If you look at charts or the wind flow near a front at different levels, you will see that aloft, the warm air is not being pushed out of the way by the cold air as much as it is at the surface. Another cause of inversions is sea breezes moving inland. Usually these sea breezes act like mini cold fronts and move cooler air in under the existing warm air. Multiple sea breezes on succeeding days can cause inversions at different levels. Next we should mention the effect whereby mountains block lower flows and allow warm air moving into an area to pass over the mountain and thus above the cooler air on the other side. All of these causes may come into play in certain areas so that a complicated lapse-rate profile with multiple inversions of different strengths and thicknesses occurs. Below

we'll describe how thermals create inversions, which is perhaps the most important cause.

Inversion Conversion There are two factors that affect inversions. The first is the widespread vertical movement of the air, and the second is thermals themselves. There's a general rule that you can bank on: The air rises in and around a low-pressure system, and it sinks in and around a high-pressure system. In most of the U.S., the passage of a cold front means the arrival of cooler, unstable air driven by a high. Typically, one to three days of good thermal production follows the front and then things get more stable as the high approaches. What's happening herd First we should note that although thermals may be rising vigorously in a high-pressure system, the general air mass is sinking at a rate of about an inch or two per minute. This sinking is caused by the air at the bottom of a high-pressure system flowing outward. This effect is shown in Figure 1. As a 21

layer of air sinks, it becomes warmer due to compression caused by greater pressure. It also becomes more stable. When the opposite happens - a layer is lifted by some mechanical process, such as due to frontal movement or over a mountain - it becomes cooler and less stable. The cause of "mackerel sky," with its array of alto-cumulus or cirro-cumulus clouds, is the result of thermals that are born high in the sky due to the lifting of a layer until it auto-convects.

thermals. Now you see why. The mass is stable, and normal thermals simply die out in the stable air, or are stopped by the inversion layers that get lower and lower. Particularly strong heating at the ground may produce a thermal that rises for a good ways, but it will be quickly eroded, so only the strongest portions push upward and these portions will be well mixed (read turbulent). These high-pressure thermals should also seem familiar to coastal pilots, since they are very similar to thermals after a sea breeze has passed. The sea breeze is a thick layer of stable air moving inland from the sea. The reason this mass is stable is precisely for the same reason highpressure masses are: the air has sunk from aloft to the surface (out to sea in this case). Sea breezes are beyond the scope of this series, so those who want to know more about this important facet of our flying should consult Understanding the Sky.

But right now we are interested in highs (the weather kind, so we can achieve the glider kind). The effect of the sinking air is to compress the layers of air (as they move lower they have more weight above them), alter the lapse rate and narrow the inversion layer while at the same time lowering it and essentially intensifying it. These effects are shown in Figure 2. Here we see the lapse rate on three successive days. On the second day, the general lapse rate isn't as sloped as Readers with good memories may on the first. That means it has become recall the story we told last month more stable. Also, it is moved to the describing the day a hopeful flock of right which indicates that the temperature is warmer at any given altitude (this warming is exaggerated for clarity). We can clearly see that the inversion has moved lower, and become narrower and intensified. This intensification is the result of it having become more stable (slanted more to the OR,/&1~£-. right). ;'.-if""\P.:,S

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Most of us know that high-pressure systems bring stable air and usually weak, nonexistent or punchy Paragliding: February,

pilots expected the clear, crisp weather to deliver them a cornucopia of thermals. All they found was a bright, sunny, dreary day of dead .iir. This ! occurrence was precisely dµe to a big I fat high squatting over th~ Eastern states. The air was cold and heated well from below, but since·. it was stable, thermals didn't rise very high. It should be clear to us th4t lingering highs are a bane to good, ~holesome I thermal flying. I i

But there is some solace id highpressure systems.-;J;b; fact~s, since they lower an inversion lay~t wjthin the high, eventually the inver~on reaches _the ground and becomes wart of the ground inversion, to bewjped out by the next day's surface heaiing: In that way, a couple of9ays afte~ a high- ·· pressure systeril has hung ~ver an area, conditioJ1s may suddenly et better again. Ofroursc, we haveldescribed a weeklong proc~ss, consi~ering the one- to three-day godp soaring followed by stable air, theh the I return of good unstable cpnditions. The one thing we are all ~ware of is the variabil/ty cif \he weather, sol the scenario we describep is only a common p~ssibility, not I something pn which you can rely. Often there is,gnltone day of .," I goDa soari4g post cold front. Equajlly o~en, the inversidns don't have a chadce to reach the ground\because some otheriweather disturbancei move ! through to ~tart the cycles of w*m front, cold front, rarm front, etc., all ovet again.

....

2003

Thermal Effects As indicateq above, thermals also have an effect on inversion layers as well as lapse rate. Think about the curricul~1m vitae, the resume of a thermal. If is designed solely to wick heat away from the surface on a sunny day./Without thermals, heat would build/ up to an unbearable I level (our n~rthern climes would be like the steamy tropics, which themselves ~ould be unbearable without the~mals ). So where does all this heat go~ Up in smoke, of course. It gets transblante-g into the air at various level1. Let's start from the bottom up t,o get the picture.

We saw in tl{e last installment of tl1is series how tL~e warming of the surface and convectjve stirring eradicates a ground invetsion, usually sometimes in the mornjng. Then, when thermals trigger, the ~ixing begins higher and higher as th~ thermal ceiling rises. So, I thermals disfibute heat upward, mix with the surrounding air as they rise, and thereby\alter the lapse rate. But we learned last fime that thermals are no longer warnfer than their surroundings after they ri~e to two-thirds or threefourths oftileir maximum height. Thus, the hbt redistribution doesn't go as high ap the thermals. In Figure 3 we have illustrated some of the I principles dtscribed. r

It should be clear that the lower few thousand febt above the surface will be warmed iby the constant passage of thermals. The presence of downdrafts bringing cool air from aloft toward the surface spreads out the heating and mixes the air, so the change in the lapse rate is not as great as it would be if this mixing did not occur. But the net effett is to warm the lower atmosphere and actually make the lapse rate more unstable as shown. But the rub is, a thermal must be heated to a greater temperature in Paragliding: February, 2003

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order to begin rising in this more unstable environment. So the thermals take longer to heat, become farther in between, but rise more vigorously once they do rise. This effect and the change in heating as the sun moves accounts for the difference in thermal strength and frequency as we go from morning abundance of weak thermals to afternoon increase in strength but decrease in frequency. The sudden evening cutoff of thermals occurs when the sun's radiation no longer can raise the ground temperature above the trigger temperature. Residual heat may still release an occasional late tl1ermal if something can trigger an initial rise. That something is usually cool air sliding down a slope in shadow or out of a canyon. When thermals enter an inversion layer they can intensify it, if it is sufficiently low (so the thermals still have excess heat) and strong (so the thermals don't punch through it). On the other hand, thermals can wipe out or

reduce the strength of an inversion. To see how this happens, look at Figure 4. Here we see some thermals strong enough to pass through the inversion, and some being stopped in its clutches. The strong ones pass through, entrain air with them and produce a general mixing that can thicken an inversion and thus make it less intense. Even the thermals that are halted produce some mixing with the layers of air above and below the inversion, so the inversion is rendered less intense if the thermal isn't warmer than its surroundings. But the major effect that thermals have on inversions is to create them in the first place. Remember, we noted that thermals lose much of their excess heat as they rise and may simply erode away to nothing. However, often they reach the dew point or condensation level and form cloud. When cloud forms, the water vapor changing to water droplets releases a good deal of heat energy (called the latent heat 23

of vaporization). This heat raises the temperature of the surrounding air as the cloud mixes with it vigorously. Now, this heat is not free money in the bank, but is only on loan, for as soon as the cloud starts evaporating, heat is again taken in the evaporation process and the surrounding air cools, then often sinks. That would be the end of the story, since the cooling would be as much as the initial heating, except for our good friend, the sun. Water vapor is greatly invisible to the sun's rays, but water droplets are not. The sun heats the cloud itself and thus

lower inversion may be formed. In this manner, multiple inversion layers will be created.

happens most often in the winter with weaker sunshine. Picture Salt Lake City for a model of tl1is be~avior.

No doubt inversion layers, like most things in the atmosphere, are more complex than we normally think, but they are extremely important to successful and excellent flying, so it behooves us to understand them as much as possible.

For the most part, Western1conditions create what is known as a h~at low. This process is very similar fo that which takes place in the se~ breeze. A local area gets heated. The ~r expands and flows away high aloft dµe to the "bulge" effect (see Figure air flows away aloft, the surface is reduced (thus low") and a lower-level The process I,u11wt!<l\i~.

Our Western Friends We have been speaking of fronts, relatively low cloud bases and multiple inversions. The last two factors are

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I provides added heat energy to the area. So there is some residual heat left when the cloud evaporates. This heat builds up at the cloud formation level throughout the day and, voila, we have an inversion layer. You can readily see that an inversion layer formed in this manner will persist through the night (there is nothing to cause an exchange of heat) and into the next day. If thermals don't reach as high the next day (perhaps the mass has moved over more moist ground so cloud base is lower), a separate and

often rare in the high desert area of the U.S. West, so let's see what modifications·are needed for our model to apply. To be sure, near the West Coast, you can encounter inversion layers accompanying the sea breeze, producing the famous LA smog which contributes to road rage and the genetic defects that result in Valley Girls. But further inland the inversions occur mainly when mountains trap cool evening air in a layer so thick that the day's heating cannot produce thermals strong enough to bust through. This effect

of slowly-risirig air qvs,r,a:\fi'despread area. This slowris1ng woulli be an anathema to flying in tl1e ~oistEast, since cloud would soon fofm and block the sun. However, in the t~irsty West, the rising air produces littl} cloud and iliermals are greatly enhanted. ','' '-' ," ~;: ~ -

The general rising air, irtJ combination with the df1ness of the air (more solar heat),Jand the often bare ground is wha~ accounts for the vigorous (and so~etimes violent) thermals comparbd to their Eastern kin. There are fet inversions I

Paragliding: February, 2003

formed in the high desert because the thermals don't often reach a dew-point level, and if they do, the gradual rise of the air mass weakens them or puts them out of the reach of the next day's thermals. Note that heat lows can be as small as a single field, or multi -state in expanse. In the summer, a heat low typically sets up that covers the entire front range of the Rockies, for example.

day according to what went before. If you have access to the soundings (lapse rate ) for your area, you can look at what was displayed compared to what you experienced. In time you will be able to see how thick and intense an inversion is, and figure how likely it is to stop thermals at its level. This judgment in turn lets you know whether or not it is worth your effort to try to punch through the inversion.

What You Can Use Perhaps the main idea to take away from this installment is that inversions are a common enough occurrence that we should understand their cause and effect. If you only fly in the Owens Valley in the middle of summer, then perhaps you can ignore inversions, but the rest of us need to study them so we can avoid their worst disappointments. By learning how inversions change from day to day, we know better what to expect on a given

If you are in the area of the country where fronts and high-pressure systems affect your flying, you are also in prime inversion territory. Learn how the high changes the stability of the air as it lingers in the area. Watch for the times when instability returns to the area and judge where the high is and how long it took for the change to occur. You don't have to go flying to detect these changes since you can judge thermal production by the gustiness on the ground, as long as

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(DHV2) with leading edge HIT (High-speed Intake Valves) and integrated battens. 59+ krrVhrtop speed 0.9 rnVsec min. sink rate.

strong winds aren't around (which they probably aren't since a high typically brings light winds) . Now you have a good reason to be staring out the window while at work. Tell your boss I said it was okay. Almost all thermal pilots have flown through inversions. That's what's happening when the thermal slows down and things start to get bumpy. There are real useful techniques for staying with the thermal and hopefully punching through the inversion. We'll describe those techniques when we get to the flying part of this series. We have struggled through perhaps the driest part of thermal lore. But a good basis in how all this works will help you figure things out on the fly so you can make good decisions when things go awry. In the next installment we will moisten matters up by looking at real thermals.

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tow force sufficiently slowly that the canopy has time to move to the proper position before the pilot is lifted off the ground. Unless both actions are taken, the glider will come off the ground in the parachutal stall that characterizes overtowing.

Front view of tow aid applying maximum acceleration.

Take Two and Call Me in the Morning

experience hang gliding and eight years of experience paragliding, one is inclined to believe that he has learned all of the critically important things about the sport he should know. This is not true.

paragliders by personally performing hundreds of tows and training quite a number of people how to tow safely. "Overtowing" is the term used to describe towing a paraglider without first letting it move far enough above the pilot for the glider to attain a normal angle of attack under tow. If a paraglider and pilot are lifted off the ground at the excessive angle of attack that results, the paraglider is flying in a sort of artificially induced parachutal stall. It climbs more slowly, and the pilot has almost no control over the glider. This condition can be very dangerous because the glider tends to hang in parachutal stall Side view of tow as the tow force is aid attached to reduced, and then riser applying suddenly surge acceleration. forward as the tow force goes to zero. If tow force is maintained, the glider may lock out.

I disproved this in the most emphatic way by breal<ing my back. I learned to fly paragliders in the early 1990's and almost immediately began flying them under tow. At the time I started towing paragliders, knowledge about it was limited, but it was common knowledge that overtowing a paraglider was a problem, and that some paragliders didn't tow well without taking certain steps, the nature of which was not made clear. Without making excuses, I will say that I did not make a connection Overtowing is caused by failures on the between the two, nor did I research part of both the pilot being towed and what methods to use to fix gliders that the tow operator. ~iarduring did not tow well. tb~_tow-launclitli.at the pilot maintain -----------forward force on the A-risers until ---------I-arrlveciafthepo~t~~~-i-;ad gained the canopy is completely overhead. In a large amount of experience towing addition, the tow operator must apply 26

The tendency of a canopy to be overtowed depends on the design of the canopy, its porosity, and the weight of the pilot related to the size of the

canopy. Canopies that, when inflated, tend to hang back, requiring the pilot to force it overhead with the applying maximum A-risers, are acceleration. likely to suffer overtow problems. A canopy that is being flown by a pilot at the bottom of the weight range is also likely to have overtow problems. So, on to my injury. I was test-flying an extra-large canopy for a student. For whatever reason, I was towed up to about 25 feet with the canopy behind me instead of over my head. The tow operator reduced the tow tension, trying to get the canopy~to~// / move over my head, but it persisted in hanging back until the tow fore was completely redu~ttfut point the cangpy-surged forward. As _J!Jnovecr;~ight in front of me, the - left side underwent an asymmetrical collapse. The canopy spun, slamming me down on my back from 25 feet high, breaking thoracic vertebrae T-11 and T-12, fortunately without spinal cord damage. Paragliding: February, 2003

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In researching the possible causes of the accident, I found that this particular canopy had a tendency to spin, and that it tended to climb over slowly and h,n.g back during inflation. However, several of the people I called commented that I should have been using a tow aid. My reaction was, "Tow aid? What's a tow aid?"

I found that several differe manufacturers supplied w aids to improve the tow· of those paragliders in th9r product line I that were dif!j.eult to tow.

/ What /etow aids? These devices ar~s~ap-based items placed /b~tween the tow bridle and the · paraglider attachment point that actuate the paraglider's accelerator system when tow force is applied to the glider. This causes the glider to accelerate more quickly overhead when tow force is applied, and causes the glider to fly at a lower angle of attack when being towed. Various manufacturers call tow aids "tow assists" and use various other terms. Some manufacturers make tow aids designed for a specific glider model, and others make them widely adjustable for use on any glider equipped with an accelerator system. Because the details of accelerator systems vary from design to design, no one configuration of tow aid will work with all paragliders without adjustment. The key consideration in using a tow aid is to adjust it to apply

·ent accelerator ause the paraglider to tow redictably, while also totally releasing the accelerator while in normal flight. The tow aid also must not interfere with the normal operation of the accelerator in free flight. One of the suppliers of tow aids asserts that paragliders will generally tow higher with less tow force using a tow aid. This effect is caused by the lower angle of attack while the glider is under tow. The · w aids I have tested were supplied by ·Superfly and Flight Design. Superfly has a tow aid that conveniently permits attachment to the paraglider riser without the use of an extra link. It also has a tow release that incorporates tl1e tow aid into the bridle of the release. This tow aid has no built-in adjustment of the amount of accelerator pull. If the range of pull is too great, the link between the accelerator can be lengthened, however, if the range of pull is too small, it cannot be increased. tSuperfly has a more adjustable version on the drawing board. Flight Design has several tow aids targeted at specific models, and it has one that is highly adjustable. We have tested both tl1e Superfly and the Flight Design tow aids and found them satisfactory for most gliders. In the case of the specific glider on which I broke my back, a large amount of accelerator travel was required to make it docile to tow, and in this case only the highly adjustable Flight Design model was suitable. Superfly has a Web-based docun1ent that shows the application of their tow aid at www.4superfly.com, and it can be ordered from the Paragliding Academy. The Flight Design tow aids can be obtained directly from Flight Design or any Flight Design dealer. 27

LLS.....,.,,,.;Nt;

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

vvvvvv.vvillsvving.com

A Tandem Adventure from Chelan Butte

by C.J. Sturtevant "Launch early if you want to go far," according to the Chelan cognoscente. "Early", in XC context, means 110011ish-if you wait much later than that, especially in a paraglider, you risk running out of daylight and lift well before rwming beyond the XC-friendly terrain. So the plan was to get off launch "early", just before the World Meet comp window opened at 12:30 p.m., and hopefully benefit from all those speedy hotshots zipping by and marking thermals for us pokey bagwingers hoping to follow them along the courseline. But, as often happens with those best-laid plans, unforeseen circumstances caused our Plan A to go quite astray. My husband George and T, and our best flying buddy ThinAir, drove up the Butte plenty early enough to discuss the day's plans with friends before focusing on our usual prelaunch routine. When Sandv Fredric mentioned that she was waiting

for Morgan Hollingsworth, who was going to take her for a tandem Paragliding: February, 2003

thermal/XC lesson, Plan B began to take shape. My buddy and I have enjoyed flying several solo XC's with Morgan, and we've often talked about some day trying for an XC on one of our tandem flights. The

decision to swap our solo wings for the tandem and team up with Morgan and Sandy for an XC attempt was a no-brainer. In short order we were gearing up, waiting for our turn to !av out the Galaxy on Between the Rocks launch and chatting with Richard, whose wife was about to take a flight with Gaspo. The longer we talked , the more we realized that here was an opportunity too perfect to be passed up. My tandem partner is a USHGA Tandem lnstructor, and mile-wide smiles greeted his offer to take Richard instead of me and give this couple the special thrill of being in the air together. So, Plan C quickly

evolved as I traded the tandem gear for my solo wing, leaving my friend to brief his passenger and launch just before Gaspo Both Richard and his wife were still airborne when I took off from Ants to join George for a half-hour of rodeo thermalling a couple thousand feet over the Butte. eventually . tired of yo-yoing in abusive air and bailed to the soccer field; our buddy had already caught a ride back to launch, and as I packed my wing I spotted Morgan and Sandy flying overhead on their way to the Flats. George and I piled into the next vehicle heading up the Butte, but we were too late-launch was now closed to free flyers until after all the World Meet pilots had taken off. "Early" was no longer an option, nor was team flying with Morgan and Sandy. But, flexible folks that we are, ThinAir and I opted to go tandem anyhow, and just see how things worked out. So Plan D found us suited up and waiti ng on Green Monster for the last of the world-class pilots to get airborne. We watched with dismay

as all the late-launchers struggled for altitude; no one seemed to be able to climb out and get away. Still, 2 p.m. didn't seem hopelessly late, so we took the next decent cycle on the Monster and joined a handful of hang and rigid pilots in MixMaster air. We'd managed to work our way up above launch in spotty lift before an inattentive pilot flying in too-close proximity chased us away from the rocks - which was, of course, the only place offering even a hint of workable lift. Far too soon we'd sunk to an altitude that demanded we turn and run around the corner toward the soccer field. Too low to catch anything at Three Tree Point, low enough for me to search for coyotes as we cruised over their Flats, just barely high enough to hope for a desperation save over the Last Chance Rocks. If that failed, we'd be skunked. But Last Chance popped off a teaser, and we carefully milked it, climbing slowly as we drifted across the Columbia River to the rocky cliffs on the east side. Nothing there tempted us to linger, but our little "puker" eventually took us to 3000 feet and, before it fizzled, carried us far enough over the rim to hang out in an area where on past solo flights we've often found dependable lift. And luck was with us - as is typical of Chelan afternoons, the thermals were better organized and more plentiful away from the Butte. George, driving down from the top and fully expecting to find us waiting in the soccer field, heard my radioed request to skip the LZ and head straight for McNeil Canyon. When he called back, "I'm on my way!" we began to hope that all the pieces were in place for a decent XC flight. 30

The nineteen-mile hop out towards Mansfield was almost easy - thermals (and dust devils!) were plentiful, and after a low save at Bump in the Road we climbed to 10 grand, where I found it teeth-chattering cold in my insulated flight suit, but my Alaskaborn friend declared it "perfect" for him in jeans and a tank top. Of course, he had the advantage of me as a windbreak, and he was definitely getting a workout flying that big Galaxy in gnarly air! En route to Mansfield we discussed potential destinations. I love flying across Banks Lake and wanted to try the route towards Spokane, while the practical pilot-in-command was inclined to go with the flow, which was definitely pushing us northeast towards the Colville Indian Reservation. Driver George checked his map and pointed out a serious lack of roads on that northeasterly route; he also reminded our buddy of his 7.5 hour retrieve from a previous outlanding (with Morgan) in the Rez. So we waffied a bit out towards Mansfield, evaluating our options and waiting for George to catch up with us. The drift was indisputably to the northeast and our penetration back towards the narrow section of Banks Lake was pitiful, convincing me that we'd waste too much time and altitude fighting the S component if we chose the Spokane route. So northeast it was-on to Omak Lake, where ThinAir predicted plentiful lift over dark rock bluffs on the far side of the lake, which he'd spotted on his previous flight up to Omak and which were facing southwest into the afternoon sun and the prevailing wind. Once we'd agreed on this downwind route, we quickly left George behind. Our flight path crossed directly over ChiefJoseph Dam, a spectacular

display of white froth contrasting with the dark river. For the first time I remembered my camera, and lamented the missed opportunity to photograph some incredibly huge dust devils we'd marveled at (and kept our distance from!) en route to Mansfield. Crossing the Columbia put us over Bridgeport Point, in the Reservation and getting low. At times like this it's really fun to be flying tandem-we combined our thermal and routefinding experience to decide if we needed to bail out to an LZ near US Highway 97 (not yet!) or hang in and hope that one of those dark rocky patches just ahead would be working enough to get us up again (likely, and there is a dirt road here, and as long as we're in radio contact with George and can get him a GPS reading, he will find us, eventually!) My buddy is truly masterful at milking the light lift, and cranking aggressively into the boomers. He hooked into a thermal at one of the predicted trigger spot and we climbed out, just as the forest fire burning near Chelan burst up through the inversion layer in a huge billowing tower of smoke. I could almost imagine an eerie relationship between our climb and that of the smoke as we circled back to a comfortable altitude. By late afternoon the boomers were getting fewer and farther apart, and in between we'd find ourselves plummeting, drifting downwind across Timentwa Flats, zigging and zagging in search of lift. It was out here in roadless territory that we encountered a major drawback of flying on the USHGA radio frequencies: too much other traffic! With tone squelch we never heard anyone else's transmissions, but the interference was there and George never did receive any of my multiple transmissions with our coordinates as we left the "main" Paragliding: February, 2003

dirt road and angled over towards Omak Lake. The drift was pushing us straight towards those impressive rocky bluffs, clearly baking in the afternoon sun. We fully expected our next ticket to altitude to be waiting for us on the far side of the lake. But to reach those hot rocks we had to cross Omak Lake, and to do that we definitely needed to get higher. On our side we had roads and open fields, and a little bump of a hill that might trigger the thermal we needed to boost us up enough to cross with minimum trepidation (mostly on my part). Across the lake, those bluffs plunged straight into the water with nary a road nor a speck of landable terrain for several miles. iii/hat if our ticket wasn't waiting over there/ So we hung out on the safe side until we found a climb over a jumble of rustylooking rocks that topped out high enough for us to agree that going for it was a viable option. We tucked in our elbows and glided/drifted across the expanse of clear, deep blue water. How I spaced out on taking a photo looking down on that lovely lake I'll never know-most likely we were so totally focused on that (probably rowdy) lift we knew we'd encounter when we reached the bluffs that there wasn't room for another thought! But on the far side of the lake our luck ran out-instead of straight-upthe-face, soarable wind, we found ourselves being pushed along parallel to the rocks accompanied by the raucous squawk of my Flytec's sink alarm. No ticket to altitude, no roads, only one tiny green patch that looked potentially landable but without any visible egress via land, no boats to provide hope of a ferry out to civilization. I considered the possibility that my friend's flights towards Omak might somehow be inextricably linked to long and arduous retrieves. Paragliding: February, 2003

The lift gods had clearly deserted us, but the wind gods were still kind. Even in heavy sink we were able to skim along the rocks for a long couple of miles to the north end of the lake, where the valley opened a bit and we had green pastures below us instead of water and rock. I radioed George that we were likely going down on the north end of Omak Lake, but we heard no confirmation. Even without a driver, though, the retrieve options from this point didn't appear terribly grim. As my tension eased I again remembered my camera, and at my buddy's suggestion I photographed the pasture in the valley below where he expected to set us down. As we descended we were surprised by the strength of the valley flow, which quickly drifted us beyond the chosen field, and the next one, and the next several. We were no longer in plummet mode and even found an occasional little burp oflift on the northeastfacing side of the valley. Our ground track indicated the need for a big open field with no downwind obstructions, as there was a good chance we'd be doing a back-in landing. And that's exactly what we did, touching down in some nasty, unfriendly prickery weeds owned by a most friendly rancher, who drove out to pick us up before we'd finished packing our gear. He was delighted with our story of how we'd flown 47 miles from Chelan Butte to appear suddenly in his field. He displaced his dog to the bed of the truck so we

could ride up front in comfort, back across the field and down the road to his house for a snack and a cold drink. His wife was equally enthralled by our drop-in visit, and brought out crackers and fresh goat cheese and huge glasses of ice water for all of us while we chatted and waited for George to show up or make radio contact with us. But after an hour or so with no word from George (and we'd eaten all the crackers and cheese!) I felt a need to get somewhere with cell phone or radio options and try to re-establish contact. Rancher Walton graciously drove us out to where St. Mary Mission Road intersects Route 155, a high spot which he knew had cell phone coverage. Even with a long antenna from atop the guard rail we had no success with the radio, so I called George's cell phone and left our GPS coordinates on George's voice mail. What to do next/ "Well," Rancher Walton offered, "I could leave you here, or I could drive you into Omak, or you could come back home with me and have dinner while you wait." No discussion necessary this time - we piled into the truck and headed back to the ranch. With radio and cell phone standing at alert on the counter, we relaxed with icy cold wine and a huge dinner salad while our hosts entertained us with wonderful tales of local history and adventures and misadventures of their days of riding and ranching and country living. Just as we were 31

assembling the raspberry shortcake our radio beeped an acknowledgment that George was in our vicinity and attempting to make contact. Assuming from our last understandable transmission that we had altitude and tailwind to get us far beyond Omak, he had driven on to Tonasket, where his phone finally informed him of our message. He'd punched in our GPS coordinates and was backtracking about 15 miles to our location, pulling in to the Walton Ranch just as we were

Paragliding Flights. And I can't help wondering: if we could fly that far on an old glider after launching late in the day, what might be possible with an early start on a prin10 day with a high performance tandem wing? In this amazing sport, there is always something to be looking forward to! Many, many thanks to George for keeping track of us under difficult circumstances! Neither he nor I thought of switching from USHGA

to take ThinAir up on his offer to give them each a tandem flight. We have the GPS coordinates for their ranch, and they enthusiastically assured us they'd be delighted if other pilots would "drop in" any time for a visit. And finally, our grateful thanks to Geoff Pentz for not being more aggressive about reclaiming his tandem Galaxy that he had lent us months-or was it eons?-ago. Your patience, Geoff, is remarkable, and there's no doubt that your role, albeit unwitting, in making this flight possible has significantly improved your karma. By now I definitely owe you a LOT of cookies! There is one thing certain about XC flying: no matter how far you go, or where you land, or what new friends you meet when your feet finally touch the ground, every time you set your sights beyond the confines of the designated LZ, you are in for an adventure!

clearing the table and offering to help with the dishes. Our hosts shooed us out- "let us off scot-free," as my mom would have put it-helped us load our gear into the Trooper, and waved us on our way.

we done so, we'd have~ being stepped on while

arrived in time for shortcake.

From the first low save to the last crumbs of raspberry shortcake, this 47-mile tandem with one of my favorite flying buddies is high on my personal list of Most Memorable 32

Paraglid ing: February, 2003

And when Sunday morning dawned cloudy and drizzly, pilots began drifting back toward home with that warm feeling that accompanies a weekend of renewing bonds and forging new friendships. In making her farewells, Jayne expressed her pleasure and amazement at the weekend's demonstration of"bow much we, as pilots, care about our sports and the people who participate in them." We Nortbwesterners tend to take that caring spirit for granted - that's just how it is around here. Join us at next year's Women's Fly-In, always held the weekend before Halloween, and see for yourself. Craft yourself a crazy costume, grab your longjohns and a dish for the potluck, and come be a part of tl1e Northwest's favorite fall tradition . For information on other Northwest flying events check our local club Web sites at www.paraglider.org and www.cloudbase.org. To view lots more photos of tl1e Women's Fly-In visit http://www.pbase.com/hal_smith/halloween_,yomens_flyin or

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Paragliding: February, 2003

Incident Reports

by Peter Reagan This has been a very high-loss year in the history of U.S. paragliding, with seven fatal accidents. This is the most we've ever had in one year, but since the number of pilots is increasing as well, our rate is still lower than it was in the early years, and remains comparable to motorcycling or horseback riding. Five deaths have already been reported in previous issues and two more will be reported next month as the documentation comes in. Meanwhile, it's nice to remember that most of our mishaps don't end tragically, and to appreciate the many instructive reports we have received over the year. for example, here is a dreadfol situation that ended fairly well. Popular mountain thermal site - late afternoon, light conditions

An experienced paraplegic pilot prepared to launch. His practice was to have an assist from two other pilots on each side, who would hold his harness on a strap attached to each carabiner, run with him and release him into the air. On this occasion, one of the assistants was a new pilot who had never assisted before. The run needed to be very aggressive, and the new assistant was unable to release his hand from the harness strap before his feet left the ground. "I was already over the edge! I suddenly felt the cold chill of death. I knew that people don't come back from these types of things. I knew there was no way out, no way back, and I just reached up with my other hand and closed my eyes. I couldn't believe that Paragliding: February, 2003

such a perfect day could turn to the end of my life that quickly ... " At one point the victim was dangling 700 feet above the slope. The pilot banked left, back into the mountain, perhaps partly because of the asymmetric weight of the passenger. They crashed into a tall fir tree. This dislodged the passenger, who then fell 100 feet straight down into a pile of leaves on the mountainside. In the fall he re-injured an old neck lesion, and spent several days in traction in the hospital because of a ruptured disc, but had no fractures, internal damage, or significant neurological damage. The paraplegic pilot was not injured. This brings up the topic of assisting at launch. Very popular in the early days of paragliding, it was responsible for several gruesome accidents. More recently the technique is usually reserved for special circumstances, such as helping disabled pilots, or occasionally for tandem launches in strong conditions. The danger is excruciatingly obvious in retrospect, but hard to imagine before it happens. Assisting at launch is a very serious undertaking, with possible fatal consequences to the helper. Plan accordingly. Be certain you can release in time. Your own safety comes first. Conditions: Popular mixed thermal and ridge site, late summer, light prevailing winds over the back, several pilots in the air

An experienced tandem instructor launched with a passenger into what felt like mellow thermal conditions, and commenced ridge soaring below launch. Conditions were reasonable

enough for the passenger, a first-timer, to do a lot of the steering. About 20 minutes into the flight, while the instructor was at the controls, a 50 percent deflation of the right (mountain side) wing occurred. The glider rotated l 00 degrees and regained its form, only to surge and dive toward the mountain on recovery. The pilot attempted to continue the right turn around to avoid a collision but impacted a tall tree. Both pilot and passenger then fell 100 feet to the ground. The pilot landed on his back, with the passenger on top of him. Both had full back protection. Evacuation was complex but expeditious. The pilot was found to have a compound lefi: tibial/fibular fracture and arterial bleeding. The passenger had a left humeral fracture and a metatarsal fracture. An unusual aspect of this accident was the relatively severe consequences of the tree encounter. It is much more common for a tree rescue to be complex and time consuming, but the main risk is usually that the treed pilot disconnects from his gear and then falls to the ground. It is unusual to fall clear to the ground while still in the harness. It is simplistic to suggest that this accident could have been prevented by flying farther from the terrain. Other pilots were in the air in the same area and none suffered the turbulence. There has been a lively local discussion about the level of risk posed by light prevailing winds over the back at this site. Arc there rare but dangerous isolated downdrafts close to the sloper Even local experienced pilots disagree. Risk discrimination at this level of subtlety will not be dependable.

Conditions: Inland soaring site, good thermal lift, aerobatics accident

A very experienced aerobatics pilot had been borrowing wings for a few weeks, waiting for his new one to arrive, and was flying significantly under the placarded range on a DHV 2-3 glider. After two hours of delightful soaring he flew out over the LZ with about 2,000 feet of altitude. He began an aerobatics routine with a well-executed SAT and a few spin rotations. At 500 feet he braked hard for the asymmetric entry in another SAT. Lacking the momentum necessary, his body climbed toward the outside wing tip, which deflated, and fell through the lines into a severe cravat. A severe spiral ensued with extreme G-loading. He reached for his shoulder-mounted reserve handle but was unable to deploy because of the forces. He reached with both hands, pulled with all his might, wrenching his left shoulder, and got the chute deployed out horizontally. Unfortunately, the whipping wing wrapped the chute in the lines and the hard spiral continued to the ground. The pilot impacted some bushes, suffering a lumbar burst fracture requiring eight hours of surgery and 10 days in the hospital. There was no neurological damage. This pilot wrote a very comprehensive report (http://www.flyaboveall.com/ matt.htm). I am not qualified to critique the details of the aerobatics, but feel that many of his conclusions are generally very helpful to all of us. Summarized, they are: • Too low. e Too light. • Didn't stop to think and set sensible limits. If you are going to do them, as doubtless some people are, pick your height bands for ma36

neuvers based on altitude needed for recovery and predictability. • Up high - funky SAT's, loops and spins. • Moderate height - regular SAT's, wingovers and asymmetric spirals. • Down low, less than 500 feet - nothing except moderately tight turns. • Less than 100 feet - mellow downwind, base and final. • Parachute technology is not l 00% reliable. Note that maneuvers are almost certainly more safely performed over water. Conditions: Summer, full-on X-C conditions, many pilots in the air

Two experienced pilots, friends of each other, one a hang pilot the other a paraglider, each circled from the 4,000-foot MSL launch site to about 10,000 feet. Neither reported having any idea that the other was in the vicinity. The hang glider pilot became preoccupied setting up a wing-tip camera photograph. Suddenly his wing yawed hard to one side, then straightened back into level flight. He looked up to see his buddy in tl1e air nearby recovering from a large asymmetric deflation. He realized there had been a collision. The paraglider pilot seemed to be in control so he continued on his way, flying about 20 miles. He noted that the paraglider pilot seemed to make a normal landing two miles below. They had no radios.

that two outer A-lines were severed near the canopy, and a center B-line was severely frayed. Three lines were damaged as well. The pilot was almost panic stricken, but flew to a quiet corner of the sky and worked himself down to an uneventful landing. No one was injured. The wing was not damaged but many lines needed replacement. The paraglider pilot felt abandoned by his buddy. A blame discussion ensued, with many pilots participating. However, the fact remained that neither pilot saw the other until after the midair. To avoid this kind of interaction we need to carefully maintain awareness at all times. Clear all of our turns. The sky at 7,000 feet AGL is a very big place, but not necessarily big enough to stop paying attention. Photography in a crowd is challenging and needs to be carefully considered, since it detracts from our awareness. Carry a radio to stay informed. Finally, if you hit someone, it's like it is in your car. Stop and talk it over. They may need your help.

Thanks again for sending in your reports. It keeps all of us honest to read about the predicaments in which smart, careful people find themselves.

The paraglider pilot was minding his own business at 10,000 feet when he suddenly experienced a massive asymmetric deflation. As he was recovering he looked up to see his hang glider buddy departing from his wing tip. He noted that the wing was in a normal configuration, but Paragliding: February, 2003

Euro 1001: A Paragliding Trip to the French and Swiss Alps by Pierre Dogan

group of 12 U.S. paraglider pilots travele to the Alps in late June and ea July last year, a trip known to the participants as Euro 2002. One of the people in the group w Pierre Dogan, a relatively new pilot from the Denver, Colorado area. Pierre, now in his 60's, had a special desire to visit this area because when he was younger he had lived in Geneva, Switzerland, and climbed extensively in the mountains of France and Switzerland. Now he longed to return to fly over many of the same peaks he had climbed as a younger man. Here are Pierre's brief introductions to the paragliding areas in the accompanying photos. Annecy, France escape

a romantic

Our two flying days at Annecy were enlivened by the presence of a local French pilot, Herve Garcia, known to our American pilots for having lived one year in Portland, Oregon. Gracious and talkative, Herve briefed us on conditions and the potential flying. The more experienced and ambitious American pilots could launch from Planfait, and attempt the so-called "grand" tour (24 km) or the "petit" tour (12 km) of the famous lake. I listened to his explanations, fascinated and envious, registering new local names to dream about: Les Dents de Lanfon and Le Lanfonnet. Herve's love of flying this great site was contagious. Bruce Tracy managed to fly both the "grand" and the "petit" tours of the lake in a single Paragliding: February, 2003

flight! Because of my obvious lack of experience I followed Herve's recommendation for less-experienced pilots: take off at the Montmin launch (700 meters AGL) located over the cliffs at the southeastern end of the lake, fly the thermals, and land on a narrow strip between the road and steep mountain. This area is divided into two parallel LZ's, one for hang e other for paragliders. The view from the Montmin launch is magnificent, revealing the entire length of the lake and beyond, about 20 km. Romantic! A postcard picture!

At 11 :00 am our American group reached the Planpraz cable car terminal located at 1,050 meters AGL. I reverse-launched in a good thermal cycle with friendly tips from Dave Verbois, thus achieving my long-held desire to launch at Planpraz. I found lift, but it was weak and sporadic. I maintained altitude with several 360's at a comfortable distance from the cliff, and the reward was soon the high-pitched singing of my variometer. Chamonix was deep down below, and I had no desire to shorten my flight near the cliff. I scanned the horizon for other wings, and noticed tandem paragliders in the process of crossing the valley. The thermals were not powerful, and I had not experienced any collapses.

Chamonix, France - mountaineering capital of the world

I finally noticed that recent 360's had only revealed sink. I could have stayed up, but in the end made the decision to peel off from the cliff and resolutely aim for the middle of the valley, viewing the exciting city below. I felt airy and windy. I thought of the happiness that entered my life since I discovered this magic Chamonix.

Arriving in this fabled city on June 24, I found it as breathtaking as in my remembrances: gleaming Mont Blanc, the roof of Europe, with its retinue of lesser but still formidable and quite lethal peaks, with evocative names such as Mont Maudit, Dome du Gouter and Mont Blanc du Tacul. The Chamonix Valley is deep and narrow, with forbiddingly steep slopes, cascading glaciers and waterfalls, and rocky peaks named Aiguilles de Chamonix that crown the crest of the slopes, visible from the streets. The highest and most famous is the Aiguille du Midi (3,840 meters MSL), now a legitimate paragliding launch site. Chamonix is not a manmade Disneyland creation. It's real. It's stark. It's unforgiving. But it is also enchanting and strangely attractive, and for some, compelling. The inyour-face combination of high-altitude wilderness and modern city living exists nowhere else that I know of.

Attentive to warnings about wind in the LZ, I approached the landing area which is surrounded by trees and two roads. The wind was shifty and lifty, a landing scenario that reminded me of my "contrary" home LZ in Golden, Colorado. I shifted into "patience" landing mode, lost altitude until I was just below the first line of mechanical obstacles, crabbed in diagonally along the longest longitudinal landing axis available, and landed feeling exhilarated and happy. I cleared the field and immediately began folding my wing. I struck up a conversation with a pilot who had landed just before I did, a 37

German who complained about "this French wind." I smiled. I felt intensely alive. On this same day several of my Euro 2002 companions made successful X-C flights from Planpraz to the Plaine Joux Valley. Verbier - a famous Swiss highaltitude ski resort

This site has neatly cultivated vineyards covering the lower slopes. Our American expedition drove up to the launch site called Croix de Coeur (with an actual wooden cross), from which one can see a very large, bowl-shaped cirque of ridges that dominates the city ofVerbier. The background of snowy and icy peaks on the horizon is breathtaking. Some of them are from the Chamonix area that we had just left the same morning. What a magnificent paragliding site! I set up on the steep, grassy slope below the ridge just above the switchback road, and promptly reverse-launched into this paradise. I felt alive, my variometer uttering highpitched tones. I thought thankfully about my paraglider instructor, Bill Laurence, who first learned to fly here in Verbier more than 10 years ago. I focused on the essence of my challenge, which was to reconcile my proximity to the rugged bowl wall with the amount of lift I wanted to capture. I surprised myself, quietly pursuing this, and gaining about 1,000 feet of altitude above launch. Later, my variometer began emitting growls indicating sink, and I soon realized that I could not regain my lost altitude. The day was still young, so I decided to land in what looked like slightly angled, wide-open fields lower in the bowl. A 23-minute flight!

Fiesch, Switzerland departure point

a great X-C

Flying a paraglider above the ridge of the Eggishorn is a "Holy Grail" flight, permitting a beautiful view of the 23-kilometer-long Aletschgletscher glacier, all the way to its origin at the Jungfraujoch near Grindelwald. No wonder UNESCO declared this area a world cultural asset. All the other pilots took off on X-C attempts toward Grimsel Pass and Furka Pass, although the morning pilots' meeting emphasized that conditions might not be appropriate

to fly through these passes. I made the decision not to join them and fly locally. I reverse-launched and immediately found 500-fj:,m thermal lift, climbing 350 feet above launch. I was thinking that it would be nice if I could climb to the Eggishorn summit, but it was not to happen. The thermals were narrow and I could not spiral tightly enough in them. I also encountered 700 fpm sink. I felt turbulence from punchy thermals, and later from the valley wind, during my entire 21-minute flight to the valley floor. I found out later that many of my flying companions had experienced

Grindelwald Swiss

quintessentially

Nothing quite prepares a first-time visitor for the magnificent panoramic view from Grindelwald on a goodweather day. Three gigantic mountains dominate one's view from the south side of town: the Eiger (with its infamous north face), the Schreckhorn and the Wetterhorn, separated respectively by two cascading glaciers with the interminable German names of Untergrindelwaldgletschcr and Obergrindelwaldglctscher. The view is majestic and strangely serene, with gleaming ice and snow. The town was teeming with tourists, many of them Japanese. Flying fever gripped us as soon as we saw paragliders in the blue sky. We immediately took the First (pronounced "fee'rst") cable car with our wings to experience the stunning view from the launch area of the same name (2,100 meters MSL, 1,150 111cters AGL).

I succeeded in reverse-launching on my second attempt and was immediately yanked up by lift. I controlled the surges and went for safe altitude above ground, aiming directly at a terrain shelf located some distance straight ahead. I literally and figuratively felt like I was in heaven, experiencing a high point on this vacation. I had the impression of having taken a journey in time machine: Eighteen years previously my wife and I were hiking the exposed Gleckstcinhiitte trail, visible below on the flank of the rough fligh~ts;"--'~bu~t;_--::::::;::;;;;;;;;;;;;;.a1mii\ Wetterhorn. I found good thermals ot the edge of the terrain shelf they all I was aiming for, and enjoyed came half an hour of 360ing over the back safe! teeming city. I landed in the - by trai sunny LZ, feeling like a king. Paragliding: February, 2003

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The Art of Paraglid by Dennis Pagen

1$34.95!

The book everyone has been waiting for: • 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 I12 x I l format, 374 pages, 248 illustrations, 8 l photographs, four-color cover

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 the 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

SAV,1_10%,,Qff ordetof; 2.books or m@re SAVEi .1Qf/q Qff qr~er of be>ok and. video combinations 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

Adventure Productions ........................................................................... 43 Aero light USA ....................................................................................... 43 Apco ....................................................................................................... 25 Cloud Nine Soaring Center ...................................................................... 7 Critter ..................................................................................................... 27 Dixon's Airplay ...................................................................................... 33 Flytec ........................................................................................................ 2 Hall Brothers .......................................................................................... 43 Independence ......................................................................................... 34 Mojo's Gear ............................................................................................. 9 Sport Aviation Publications .................................................................... 43 Super Fly, Inc ......................................................................................... 48 Thermal Tracker ....................................................................................... 4 Torrey Pines Gliderport.. ................................................................ 7, 8, 29 Wills Wing ............................................................................................. 28 CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e. 137-185lbs~2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs are $25.00 per column inch. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-6417, email jeff@ushga.org with your Visa, Amex or MasterCard. DEADLINE FOR THE MARCH ISSUE IS DECEMBER20TH.

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

ARIZONA

DIXON'S AIRPLAY PARAGLIDING Dixon White: USHGA's Instructor of the Year! Airplay: Top ranked school for years and featured in the best selling videos "Starting Paragliding", "Weather to Fly" and the "Art of Kiting". The perfect beginner training areas at both our Washington and Arizona locations. Arizona's "best" beginner season is September through May. Washington is open May through September. At both locations drive-up to 360 degree treeless and rockless launches. Land in wide open fields, enjoy many flights each day! Limited access to the Flight Parks reduce traffic and crowding. Excellent individualized instruction with state,of-the-art lesson plans and equipment. Comprehensive ground schooling with an emphasis on micrometeorology. Great new/used inventory, specializing in Windtech paragliding gear, repair center, and superb customer service. In ARIZONA or WASHINGTON appointments are required. PO Box 2626 Flagstaff, AZ 86003. (928) 526-4579 www.paraglide.com or dixon@paraglide.com 0

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 at (805) 965-3733.

PARAGLIIDERS ADVANCE SIGMA 4- 27 medium, <30 hours, excellent condition Sl,300. (850) 862-6857.

CALIFORNIA

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

Am.JUNiilllS 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

MAR!lllESSES HIGH ADVENTURE HARNESS - Large, built in ram-air bag protection, excellent condition $300. (970) 544-5161.

FlySanta.Barbara.com

P®WERH:> PARAGLIE>ERS EXPLORER POWERED PARAGLIDER - Tach, hour meter, upgraded carburetor, flown once. Adventure L34 wing, turquoise. Scorpio training 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 CHUTll REPAIR - And service center for APCO, Elan, Chiron powered parachutes and UP/Perche/Indepcndence 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

EAGLE PARAGLIDING-ROB SPORRER: USHGA'S 2002 INSTRUCTOR OF THE YEAR! We are an Airplay sister school, and teach the same high quality program which has made Dixon's Airplay a top ranked school for years. We specialize in beginner instruction. SANTA BARBARA caters to paraglider pilots of all levels. Our training hill is unparalleled, and offers year round instruction, equipment sales, SERVICE, and support. By appointment only. www.FlySantaBarbara.com (805) 968-0980.

TORREY PINES GLIDERPORT - 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 Cliffhanger Cafe. Importers for: SKYWALK, PARATECH, and INDEPENDENCE paragliders; and dealers for most other brands. Accessories include: Center of Gravity clothing, gloves, UV stuff sacks, and helmets; Crispi boots; AustriA!pin Carabiners; Fly Mike flight suits and helmets; and GutStuff gloves. Check us out online for sales and information at: www.flyt11rrey.c11m and email us with your questions at l.nfo@flytorrey.com, or call toll-free at 1-877-FLY-TEAM. Also, you can tune in to the only Internet Paragliding Talk Show every Monday, from 8:00-10:00 am (PST) at www.wsradio.com.

Paragliding: February, 2003

PROFLYGHT PARAGLIDING - 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 before/ 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

NEW YORK

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

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

SUPER FLY PARAGLIDING ACADEMY The nations foremost training paragliding center offering comprehensive pilot training programs, powered paragliding instruction, 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 Hudonjorgensen, Scotty Marion, Chris Santacroce, Kevin Biernacki, Dale Covington, Jeff Farrell and Ryan Swan. Lessons start at $65. (801) 816-1372 or www.paraglidingacadcmy.com

WASHINGTON MICHIGAN

FLIGHT CONNECTIONS, INC.

TEXAS

MEXICO

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

FLIGHT CONNECTIONS, INC. PTT II

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

0000

0000 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 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. hillc o un t ryp ara gliding. com 800-664-1160 for orders only. Office (915) 379-1567.

WYOMING

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) 6328300, ushga@ushga.org or fax your ad with a Visa/MC, fax (719) 632-6417. TRAVERSE CITY HANG GLIDERS/ PARAGLIDEiZS - Put your knees in our breeze and soar our 450' sand dunes. FULLTIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City Ml 49684. Offering POWERED PARAGLIDING. Call Bill at (231) 922-2844, tchangglider@chartcr mi.net. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620.

NEVADA

ADVENTURE SPORTS - Carson City, Sierra tours, tandems, sales. (775) 883-7070 http:// home.pyramid.net/advspts

Paragliding: ~ebruary, 2003

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 training, acrobatic 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 aeropilots Matt Combs and Ranyon D'Arge, tow tech Randy Alfano, and vidcographer 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

IS IT SOARABLE~ - Be sure with a USHGA Windsok. Made of I. 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) 6326417. VISA/MC accepted.

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

PARAGLIDER GROUND HANDLING & THE ART OF KITING, by Adventure Productions. Learn techniques and tips for easy ground handling with this instructional program. Get in tune with your glider and improve your flying skills while on the ground. Various wind conditions are covered with the successfol 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. 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

l!UBLIC:ATIONS & ORGANIZArTIONS

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 tl1e 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@Ltshga.org

PARAGLIDING INSTRUCTOR'S MANUAL - By Dennis Page11, 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. foll membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

*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 worldHawaii, 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 Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing. 45 minutes $32.95

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 Bili, Indonesia. A result of wild imaginations, weeks of filming and three unsupervised pilots in a land of serious fun. Great flying footage. 38 min $29.95.

WEATHER TO FLY, by Adventure Productions. A much needed instructional/ educational video on micrometeorology. Dixon White, Master pilot and USHGA Examiner, takes you through a simple step-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 usefol details and includes great cloud footage. A straightforward presentation that is easy to follow. 50 min. $39.95. NOW AVAILABLE IN DVD, same great price. STARTING PARAGLIDING bv Adventure Productions. Covers basic preparati~ns, 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 12 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!

Paragliding: February, 2003

VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 6326417, email: ushga@ushga.org,www.ushga.org

DON'T LEAVE YOUR GROUNDBOUND EQUIPMENT SITTING INTHE GARAGE. SELL IT INTHE CLASSIFIEDS.

CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e. 137185lbs=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of$15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2,25". Please underline words to be in bold print. Special layouts of tabs are $25.00 per column inch. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-6417, email jeff@ushga.org with your Visa, Amex or MasterCard. DEADLINE FOR THE APRIL ISSUE IS JANUARY 20TH.

Prices:

SMALL GIN BOLERO #31247 & Genie II Harness by fraud ring in Singapore at JI.Gandaria IX No:4, Gandaria kebayoran baru, City: )AKSEL, JKT-IND. Also fraudulently ordered by dclta_trikes@astaga.com: Alinco DJ-195 radio, Gin Flight Suit, Gin Reserve and Lazer helmet. Contact granger@parasoftparagliding.com or (303) 494-2820.

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) 2559595, ryan@4superfly.comwww.4superfly.com

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

GIN BOLERO & PARAGLIDING GEAR - Stolen May 17th, 2002 from car at REDMOND, WA. Gin Bolero, blue, X-small. SupAir Eva harness, small red/black w/tan trim & rear mount reserve container w/ extra velcro strips along both sides of the reserve container area, it also has black clips attached to the tops of both shoulder straps. Gin SS 30m2 reserve parachute (inside the harness). Tree kit. Contact Annie Sohn, (425) 493-2289, asohn@combimatrix.com

SOL AXIOM -- stolen with Toyota truck in Salt Lake City, Utah in late March 2002. Wing is size small, purple with pink stripe along the underside; also Sol Charly harness (small/medium), grey Leedom helmet, Flytec vario, reserve. All items were packed in a homemade black and green PG backpack. Contact Damion Mitchell, (801) 518-0768 or dzmitchell@hotmail.com

50 cents per word, $5.00 minimum

Number of words:

@$.50 =

Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.)

Number of words:

@$1.00 =

Number of months:

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).

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

Towing Schools & Dealers Ultralights Publications & Organizations Wanted Harnesses Videos

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 -,--,.,-- 2002 issue and run for____consecutive issue(s).

Please enter my classified ad as follows:

(month)

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

name

a ress city

state

Zip

p one

Paragliding: February, 2.003

USHGAP.O Box 1330,Colorado Springs,CO 80901 (719) 632-8300/ax (719) 632-6417 41