2010-06 - Hang Gliding and Paragliding Association of Canada

HPAC 

ACVL 

AIR 

AIRmagazine 

CONQUERING 

VALLE DE BRAVO 

PLUS: 

■ AGM underway 

■ Directors’ reports 

■ Nationals almost on 

THE OFFICIAL PUBLICATION OF THE HANG GLIDING AND PARAGLIDING ASSOCIATION OF CANADA • JUNE 2010

HPAC 

ACVL 

AIR 

AIRmagazine 

CONQUERING 


PLUS: 

■ AGM underway 

■ Directors’ reports 

■ Nationals almost on 

THE OFFICIAL PUBLICATION OF THE HANG GLIDING AND PARAGLIDING ASSOCIATION OF CANADA • JUNE 2010

Contents 

AIR Magazine • June 2010 • Volume 24, Issue 02 

Doug Keller and Fiona Katay (front) land near Nanton, Alta., at this year's Miles in May competition. 

photo by James Keller 

FEATURES 

11 2010 AGM underway 

14 PG Nationals on the horizon 

16 The Willi Muller XC Challenge 

Cover 

Fiona Katay during a recent trip 

to Valle de Bravo. Read two accounts 

of the trip, beginning on 

page 18. 

Photo by Guy Leblanc 

17 Notes from the Muller Windsports reserve clinic 

18 Conquering the Penon Del Diablo at Valle de Bravo 

22 Highs and lows at Valle 

24 HPAC directors' reports 

33 HPAC's budget 

34 Liability waivers and the law 

REGULARS 

08 President 

11 In Brief 

12 Business Manager 

13 Classifieds 

29 Incident report form 

31 Membership form 

AIR MAGAZINE | JUNE 2010 5

FROM THE PRESIDENT 

DOMAGOJ JURETIC 

Jumping off the cliff 

Big changes on the way, including the website overhaul and 

the new face of HPAC's magazine 

P R E S I D E N T 

Hello fellow pilots, 

We just got back from our annual directors’ meeting. 

This is our only chance to meet our fellow volunteers from 

across the country. In some cases, it is the first chance for new directors 

and the business manager to meet. 

Although we are still looking for the most efficient electronic 

way to communicate long distance, I still can’t deny the value of a 

face-to-face meeting. This is useful for the collegial-type of work 

that HPAC directors do and it is also useful for the awareness of the 

local realities of our sport. 

On such an occasion, a lot of personal ties are built between the 

directors and the local flying community that hosts the meeting. 

And this was certainly the case this year as we had our meeting 

in Cochrane, Alta. 

Notwithstanding the chilly weather, the reception was really 

warm and it was really great to meet the whole gang 

RAVEN AVIATION Ltd. 

■ Certified hang gliding instruction and 

sales (since 1976) 

■ Tandem flights 

Lumby, B.C., Canada 

H o m e o f t h e a n n u a l Lumby A i r R a c e s 

a n d t h e 20 1 0 H G N a t i o n a l s 

■ Accelerated courses, from April-Oct 

■ Certified ultra-light and trike instruction 

and sales 

■ Dealers for: 

North Wing gliders and trikes, Wills Wing 

gliders, harnesses and chutes, Rotax 

engines and parts, ICOM VHF radios, 

helmets and intercoms, varios and altimeters 

■ On-site camping and B&B at The Freedom 

Flight Park 

■ Used glider emporium 

www.RavenAviation.ca 

250.547.6841 // 250 .307.75 5 3 

at Muller Windsports. 

After having worked (through HPAC) with Vincene for the past 

couple of years, it was great to finally meet her. It’s impossible not 

to realize that such an opportunity does dispel a certain amount 

of unavoidable myths and misconceptions, and even if it is only 

for that reason, it does bestow great value to the moment. Getting 

direct input from the biggest school in the country and somebody 

of such great experience as Vincene is worth a lot for our organization 

like ours. 

This ADM had the feel of a pilgrimage, a voyage back to the 

roots of our sport here in Canada. And it would have been impossible 

if it weren’t for Vincene’s and Sam’s (our HPAC BM) advance 

logistics, and for Bruce Busby playing the generous and tireless 

host. Alberta hospitality is definitely not a myth! 

To follow up on the communication theme of my last address to 

the membership, for the first time in HPAC’s history, we are sharing 

with you all the reports (including the financials) in this issue. 

Only the actual minutes of the directors’ meeting are missing. They 

will be published online at the annual general meeting (mid-June). 

I invite you to read those reports, as they will give you the best 

snapshot of our sport at this particular time. 

Coming back from the ADM doesn’t mean we are off for the 

summer, especially not this year. Even though we have the AGM 

coming up, we are quite literally jumping off the cliff. This unfitting 

way to describe our sport seems kind of fitting at least for a couple 

of big projects we have now underway. 

Website Overhaulv 

Our website overhaul project is finally underway, as we have put 

out an official request for proposals. Our vice-president, Amir Izadi, 

is spearheading this project. He has worked tirelessly on the request 

itself, which is no small feat considering all the legalities and technicalities 

involved. 

The very professional result will guarantee we start this project on 

solid ground. Considering the small means of the association, this is 

a huge project for us all. The stakes are high and so is the stress level. 

Although we relied on many expert opinions and tried to prepare 

thoroughly, there is a feeling of being on a new takeoff with unfamiliar 

weather conditions. As I am writing this, we are still receiving 

proposals and should be in the selection stage when you receive this 

copy of Air. 

Our request for proposals includes a timeline that would have our 

new website up and running before the end of the year. We are trying 

be as ready as possible for this big leap, like a pilot trying to assess all 

the parameters of an unknown cliff as he is about to jump off.

Aviation records don't fall until someone is willing 

to mortgage the present for the future. 

Editor: JAMES KELLER 

air@hpac.ca 

HPAC/ACVL OFFICERS 

President: DOMAGOJ JURETIC [domjuretic@ 

videotron.ca] 

Vice-president: AMIR IZADI [bluethermal@ 

shaw.ca] 

Secretary: BRUCE BUSBY [buzword@telus.net] 

Treasurer: TIM PARKER 

Safety and Accident Review Officer: 

QUINN CORNWELL [safety@hpac.ca] 

HPAC/ACVL BOARD OF DIRECTORS 

B.C. and Yukon: AMIR IZADI 

Alta. and NWT: BRUCE BUSBY [buzword@telus.net] 

Saskatchewan: LOREN WHITE 

Man. and Nunavut: GILLES NORMANDEAU 

Ont.: STEVE YOUNGER 

Que.: DOMAGOJ JURETIC 

Atlantic Canada: MARK DEMPSEY 

Business Manager: SAM JEYES [bm@hpac.ca] 

Éditeur du Survol: BOSCO DAUDE 

Competition Committee Chair: MARK DOWSETT 

National Site Preservation and Development 

Chair: MARGIT NANCE [margitnance@shaw.ca] 

Observer Observer Overseer: MARK DOWSETT 

FAI/CIVL Delegate: STEWART MIDWINTER 

[stewartd@midwinter.ca] 

Instructors Advisory Council Chair: STEVE 

YOUNGER 

Insurance Committee: GREGG HUMPHREYS 

[insurance@hpac.ca] 

Legal Advisor: MARK KOWALSKY 

[lawyer@hpac.ca] 

XC Records/Observer: MARK DOWSETT 

Transport Canada Liaison: ANDRÉ NADEAU 

[andre.nadeau@rogers.com] 

Web Team: GERRY GROSSNEGGER, CHARLES 

MATHIESON, QUINN CORNWEL, SERGE 

LAMARCHE 

AIR is published four times yearly by the Hang 

Gliding and Paragliding Association of Canada/ 

L’Association Canadienne de Vol Libre, and is mailed 

under Publication Agreement Number: 40735588. 

Undeliverable copies should be returned to: 

5 Mount Herbert Rd. 

Stratford, P.E.I. 

C1B 2S3 

- Amelia Earhart 

H T T P : / / H PA C . C A 

Articles and photographs published in AIR remain the 

property of their creators, and do not necessarily express 

the viewpoints of AIR, the editor or HPAC/ACVL. 

Air Magazine 

We are also trying to leave no stone unturned 

as we question the future of our magazine. 

All options are still on the table, as we 

have now stretched out James’s commitment 

to the last drop. James is leaving after many 

years of loyal services to our community and 

this our collective loss. 

It’s his departure that brings us to this 

crossroads, which we feel we should use to 

make your association evolve to the next 

stage and thereby bring you services that 

correspond to your needs. And, like in the 

case of the website, we will be jumping off a 

new and unknown cliff. 

We want our future website to be a prime 

communication tool, but the truth is, we still 

don’t know how well it could complement or 

possibly replace our paper magazine. So we 

are currently experimenting and exploring 

bold ideas, like having our magazine edited 

by a another professional magazine. 

This could literally bring our magazine to 

another realm. It wouldn’t change the fact 

that an association magazine will always be 

reliant on member input. If this does pan 

out, we will be nagging you for your biggest 

effort in quite some time to submit photos 

and written material to make it something to 

remember. If this doesn’t pan out, all options 

are still on the table, including having a simple 

quarterly newsletter that would keep us 

going until we explore all the possibilities for 

our magazine and until we validate all the 

capabilities of our new website. If we get to 

that stage, your opinions will be crucial and 

we will be polling you. 

New Logo Contest 

With all those changes, we feel the moment 

is ripe for an image revamp. I humbly 

believe our sport happens to be one the 

coolest around, and therefore we should do 

what we can to keep our image as “hip” as 

possible 

Our founders worked very hard to present 

a serious and responsible image that brought 

us a lot of credibility with the authorities. It 

is that credibility that got us the respectable 

place we have now in sport aviation. But we 

are now past that stage and have some room 

to manoeuvre to have a hipper image while 

not losing our respectability. 

Our nice logo has served us well, but I 

submit to you that we could use something 

younger and fresher. USHPA went through 


a similar exercise, and I believe they came up 

with something cool. 

So we are launching a contest for a new 

logo that we would like to coincide with the 

launch of the new website. 

We will organize a poll to let you choose 

between the new and current logo. 

Here are the details: 

■ This contest is open to all (you don’t 

have to be a pro graphic artist). 

■ Submissions should be in Pantone colours 

(an international colour standard) and 

scalable vector format (so the logo will be at 

full resolution no matter the size). 

■ The submission deadlineis Sept. 1, 

2010. Send all submissions to bm@hpac.ca. 

■ The creator of the winning design will 

receive a three-year HPAC membership and 

a Sonic vario. 

National HG and PG Day 

Somebody brought up the fact that our 

American neighbours declared May 31 as 

their National Hang Gliding and Paragliding 

Day. 

Since we thought this was a very good 

idea, we shamelessly decided to copy 

USHPA and use this a marketing tool here 

in Canada. We tentatively scheduled this on 

the same day as the Americans, so as to try 

to create a North American synergy for this 

event. 

Obviously, it was too late to make something 

out this great idea for this year. The 

goal for our community will be to prepare 

a comprehensive and co-ordinated strategy 

for next year, including news releases, events 

such as demos and special-priced day-taster 

clinics and tandems. 

Ideas are welcome, of course. Please contact 

Sam Jeyes, our business manager, at 

bm@hpac.ca 

2011 HPAC Calendar 

After the success of our first two editions, 

we are going ahead with next year’s calendar. 

Douglas Noblet will be taking over from 

Amir Izadi (our VP) as the primary point 

person for this project. 

We will be looking for a good balance between 

hang gliding and paragliding, but we 

need your help to achieve it. We are always 

trying to represent the uniqueness of our 

country, so on top of regular good photo attributes, 

we will be looking for photos with 

strong geographical references from our dif-


ferent regions. Seasonal references are also a 

plus. 

Also, you are all invited to add already 

scheduled event dates and any significant 

dates for our sport. 

For your submissions please contact 

Douglass Noblet at : hpaccalendar@wildairphoto.com 

Ratings Review 

Our ratings review is forging ahead. Our 

IAC committee will examine the possibility 

of having a system of “special skill sign 

offs” to bridge the gap of the many different 

ways in which we fly and get airborne. 

Special skills like “tow” and “winch” 

takeoffs are considered. Even more mainstream 

skills such as “mountain flight” and 

“high wind coastal soaring” could be considered 

in this effort to bridge those big 

differences. 

Please keep the input coming, ideally 

beforehand by contacting our IAC Chair, 

Steve Younger: iac-chair@hpac.ca 

CompETITION 

Funding 

We renewed our commitment to competition, 

as this should be a part of any 

sport organization. Competition is a main 

means of increasing the proficiency and 

experience of our pilots, and, as you heard 

me say before, it is a lifeline in the communal 

aspect of our sport. 

It is my personal belief that it is key to 

its survival. 

To that end, we renewed our $2,500 of 

annual funding to be divided among the 

10 first registered competitions on the 

HPAC calendar. 

The simple formula gives up to $250 per 

competition at a rate of $10 per registered 

participant. 

Please contact our competition chair, 

Mark Dowsett: competition@hpac.ca 

HPAC’s status 

This tool would complete our strategy 

for fostering competition in Canada. But 

it would also be used for what we consider 

the other pillars of our sport, such as sport 

safety, instruction and flying sites. 

We worked to get a charitable status for 

the last three years without success. This 

year, who knows — maybe we will see 

if we can create a “Foundation for Free 

Flight” like they did in the States. 

Mark will keep us posted on that very 

important project. 

New Technologies 

Just a few words to reassure everybody. 

Yes, we are keeping an eye on new technologies 

like speed wings and electric 

power for free flight wings. 

In the case of speed wings, we are still 

keeping on the sidelines, as these wings 

aren’t necessarily meant for soaring. In 

some cases, they do allow rather stable 

high-wind soaring, but the main argument 

for us is the lack of proper certification, 

which could result in insurance 

issues. 

In the case of electric-powered takeoff 

apparatuses, it is a brand-new technology 

that allows an electric engine to bring 

a glider and pilot up to altitude. It is not 

meant to cruise, just to get up and soar. 

Many European federations and associations 

are keenly looking at incorporating 

this under their umbrellas. In Canada, 

there seem to be Transport Canada hurdles. 

If you imagine the potential of this 

technology in less-topographically endowed 

regions, we just can’t say no right 

off the bat. 

So we have to stay on top of technology; 

if not it will just pass us by. 

Your welcome to share your opinions 

with me on those subjects at: president@ 

hpac.ca 

Annual General Meeting 

Please don’t forget to take 10 minutes 

to visit the forum on the HPAC website to 

participate in the online AGM. The approval 

of the budget and the choice of auditors are 

required. We will also add a couple of questions 

regarding the future of our magazine. 

Please take part in this only civic duty we 

really require of you. As you get this issue the 

AGM might still be underway. You have until 

the end of June to participate. 

*** 

As I am finishing this “word” of mine, 

the season has started with kick-ass flights 

in Alberta, even before the Miles in May 

event started. Congrats to all the kilometre-hungry 

pilots out there! 

In my home province, the 200-kilometre 

barrier was almost broken on an Atos 

and we just had two registered competitions 

with many valid tasks. Our national 

championships seem to be in great hands 

and our events calendar is full. 

The season is full of promise and it is 

starting with a punch indeed. Just be careful 

not get KOed by those unforgiving 

spring thermals. 

Drag your photo and video cameras. 

We will need to record this summer in images 

like never before. With our attempt 

at a new magazine, our new image-hungry 

website and our calendar, your souvenirs 

will be in great demand. 

So fly high, snap away (or press Record!) 

and . . . be careful up there!! 

And to James, our loyal editor: farewell 

and best of luck in your new endeavours!! 

– Domagoj Juretic 

HPAC President 

HPAC Regional Director for Quebec 

president@hpac.ca 

HPAC is considering several options to 

allow donations: Charitable status, charitable 

foundation or endowment fund. 

Our director for the Atlantic Region, 

Mark Dempsey, will be looking at creating 

a vehicle that would allow us to receive 

donations and give out tax receipts to fund 

competition in general and high-level 

competitors in particular. 

The HPAC directors: Back row: Tim Parker (treasurer), Amir Izadi (B.C.), Vincene 

Muller, Dom Juretic (Que.) and Bruce Busby (Alta.). Front row: Lorne White (Sask.), 

Gilles Normandeau (Man) and Steve Younger (Ont.). 

10 AIR MAGAZINE | JUNE 2010

The 2010 AGM — happening right now! 

Dear Members, 

On behalf of our President, Domagoj 

Juretic, I would like to provide you 

with the notification that we will be hosting 

our online annual general meeting in 

June 2010. 

Allowing for the notice in our bylaws, 

the AGM is set to officially start on the 

June 19 and end on the June 29. 

During this period, you will have the 

opportunity to provide your feedback and 

vote on the following items: Approval of 

the financial statements for the fiscal year 

2009-2010; and approval of the choice of 

auditors for 2011. 

We'll also provide a link to the summary 

of the 2010 annual directors’ meeting 

that was held in April of this year. 

Furthermore, there will be a link to the 

new insurance policy and a text of our bylaws 

for your review. 

And, finally, there will a suggestion box 

AGM // IN BRIEF 

at your disposal. 

You're cordially invited to take part in 

this process and possibly to help out fellow 

pilots with limited online access, by 

going to our website’s main page at: www. 

hpac.ca 

Thanks for caring about what goes on 

in your association. 

- Sam Jeyes 

Business Manager 

All the news that's fit to print 

Competition funding 

In the spring, the HPAC Board of Directors 

approved, for the second year, funding 

for sanctioned competitions. You have 

to post the event 30 days in advance for 

sanctioning, so if you’re interested, do it 

quickly to get in on some of the funding. 

The board recently passed the following 

motion: 

First 10 registered Canadian competitions 

can receive up to $250 each, $25 per 

participating competitor up to the maximum 

amount of $250. Effective from May 

1, 2010 to Dec. 31, 2010. To be applied to 

Business Manager by event organizer. 

...Sam Jeyes 

Airspace changes 

Ultralights were restricted from flying 

in Class E Airspace — I believe this 

was always the case. But recently, Transport 

Canada/NavCan grabbed pretty 

much all of the airspace in southwestern 

Ontario and changed it to Class E. This 

would have shut down all of our aerotowing 

if the UPAC (Ultralight Pilots Association 

of Canada) hadn’t jumped on 

the case. 

We were certainly on their side but 

didn’t have to do much (other than show 

our support), since Kathy Lubitz from 

UPAC was all over them and got the following 

exemption passed before our flying 

season started. 

Please check out the article on their 

website, which also has a copy of the ac- 

tual exemption: http://bit.ly/c8wcVs 

For our concerns, in summary, it says 

that you can operate a Basic UL in Class E 

airspace if you have an altimeter — pretty 

basic! 

Many thanks Kathy! We owe you! 

...Mark Dowsett 

BM address reminder 

Another reminder that the Business 

Manager’s mailing address (where 

you would send any association-related 

forms) has changed. You can find updated 

forms with the new address at www.hpac. 

ca. 

If you have forms that were printed before 

November 2009, you’ll have to make 

sure you send it to the current mailing address: 

5 Mount Herbert Road, Stratford, PEI, 

C1B 2S3 

Sporting licences 

reminder: to apply for a sporting licence, 

contact Suzanne Carter at the 

A 

Aero Club of Canada. 

You can reach her by email at aeroclub@ 

nb.sympatico.ca (found on the ACC 

website at aeroclubofcanada.ca) or call her 

at 506-658-9059. She will email an application, 

which they can send back by mail 

or fax at 506-658-9809. 

Then, all you need to do is send a cheque 

by mail for $50 made out to Aero Club of 

Canada. 

Charts of Reliability 

DVD released 

by MICHAEL ROBERTSON 

High Perspective 

I 

’m ecstatic to announce that, after eight 

years of travel, interviews, graphics 

production and editing, the Charts of 

Reliability DVD is finally finished. It will 

now accompany the perennially popular 

Art of Skysailing Risk Management 

Notebook, which has been revised and 

updated. 

The DVD is almost four hours long and 

covers all the lectures: The Wondrous 

Wind, The Wing and The Windividual. It 

also includes almost 25 minutes of bonus 

material. It is an excellent resource for 

students, tool for instructors and general 

knowledge/good judgement review for 

all pilots. 

It is easy to navigate with more than 80 

chapter points. 

Everyone who sees it is really impressed 

with the graphics in the Wind and the 

simplicity of the Macro and Micrometeorology 

sections. After viewing it, Mike 

Meier of Wills Wing said he was happy to 

recommend the DVD/Notebook, saying, 

“Decision making is not part of the game 

— it’s the whole game!” 

At $20 per lecture and 15 for the notebook, 

that’s a $75 value. The price is $55. 

Schools may order multiple copies at regular 

commercial discounts. 

For more info: 905.294.2536 or www. 

flyhigh.com. 


FROM THE BM 

S A M J E Y E S 

BUSINESS MANAGER 

Notes from the ADM 

A look at some of the changes voted in by the board when 

they met in Cochrane, Alta., this spring 

Following the Annual Directors' 

Meeting held in Cochrane, 

Alta., in April, a number of motions were 

approved by the board. 

I would like to summarize some of the 

key points that will affect our members. 

For more detailed information on the 

minutes of the 2010 ADM, please visit our 

website at www.hpac.ca. 

The HPAC board has given the IAC 

the task of reviewing and recommending 

changes to the rating system that would 

improve it and make it more in touch with 

all the diverse types of training and flying 

that we do across this country. 

Over the past few months, we have been 

reviewing the input we received from instructors 

and discussing in depth what is 

needed to achieve these goals. 

To that end, there have been a few 

changes made to the rating system to be 

implemented immediately that you need 

to be aware of. 

Beginner Rating 

1. Removal of the flight time and 

number of flights from the hang glider 

and paraglider beginner ratings. 

After a lot of discussion on this topic, it 

was felt that at this level the developed skill 

and knowledge witnessed by an instructor 

was far more important than a flight 

number and airtime that could only fit one 

type of training or be a compromise . 

This not to say a pilot can get the rating 

with no airtime, as they will still need to 

demonstrate the required skill and knowledge 

to their instructor, and this alone will 

take the appropriate amount of airtime. 

2. Question No. 7 on the hang glider 

and paraglider Beginner written test has 

changed to remove the words “from the 

hill.” 

This is a small change that does not affect 

the answer or meaning of the question, 

just makes it more generic for all 

types of training. 

Novice Rating 

3. Lowering of the required airtime 

for the Novice paragliding rating to four 

hours. 

It was felt the lower airtime more reflected 

the expectations of the Novice rating. 

4. Removal of the Beginner prerequisite 

from the Novice rating. 

It was felt the Beginner rating is an important 

stepping stone for new pilots and 

a good introduction to HPAC through the 

welcome package, as well as a good way 

for HPAC to keep track of the numbers of 

people learning to fly. However, this being 

said, HPAC recognizes some of the newer 

training methods do not avail themselves 

well to the Beginner rating, so we have left 

the door open to them at the Novice level. 

We do, however, recommend and encourage 

the use of the Beginner program in 

your training program. 

5. Changes to paraglider flight test requirements 

No. 3 and No. 4: 

■ Ground handle and launch alone in 

moderate laminar winds (up to 25 km/h, 

with visual check) has been changed to 

read: Ground handle and launch alone in 

moderate laminar winds (up to 15 km/h, 

with visual check). 

■ Ground handle and launch alone in 

light thermic winds (up to 20 km/h, with 

visual check) has been changed to read: 

Ground handle and launch alone in light 

thermic winds (up to 10 km/h, with visual 

check). 

It was felt these numbers better align 

themselves better with the expectations of 

the Novice rating. 

6. Changes to paraglider flight test requirements 

No. 6 and No. 7 to remove the 

following time requirements: 

■ Demonstrate two 360-degree turns in 

the same direction within 20 seconds. 

■ Demonstrate reversing 360° turn 

within 30 seconds. 

It was felt the time requirement and 

these manoeuvres could be unrealistic and 

set an unsafe goal at some training sites. 

Advanced 

7. The required airtime for the hang 

gliding and paragliding Advanced ratings 

has been increased from 50 hours to 100 

hours. 

8. The required XC distance for both 

hang gliding and paragliding ratings has 

increased from 10 kilometres to 40 kilometres 

9. For paragliders, the required number 

of flights increased from 150 to 200. 

The Advanced rating is our top rating 

and should not be too easily achieved. Advanced 

should represent our ultimate pilot 

— someone to be looked up to. 

It was felt these changes would bring 

this rating more in line with those expectations. 

Going forward 

This rating review will be an ongoing 

project for some time to come as we try 

to fine tune it to the diverse types of flying 

and training we do in this country. 

The thing we really need for this to be a 

success is input from the Instructors, from 

the schools, and from the students. 

Over the next year, you should expect 

to see small changes and corrections to 

the rating written tests. These changes will 

happen quarterly with a notification to instructors. 

You should also expect to see the beginnings 

of a new Special Skills Sign 

Off System. These will be introduced 

one at a time as they are prepared. This 


will be a slow process, as there is a lot of 

background work to be done on each — 

and we would like to get it right the first 

time. 

This is the HPAC system. This is your 

system, and it is our objective to try and 

make it a safe system that fits the hang 

gliding and paragliding communities’ 

needs while offering a safe guideline for 

pilots. 

Feel free to send your input to your local 

IAC rep or to iac@hpac.ca 

* * * 

New Membership Applications: 

To receive an HPAC Membership, you 

must be either : 

■ An individual currently in training 

with a certified HPAC/ACVL instructor; 

■ An individual with a HPAC rating 

or foreign equivalency rating, as per PRD 

410-2; or 

COMPLETE GEAR FOR FLIGHT: 

SWING, ARCUS 3, size 28 (All up pilot 

weight of 198-254 lbs), a very pretty Aqua 

Blue, with accelerator system and complete 

bag. This wing has 63 hours - 40 minutes of 

air time on it. During storage it was always 

stored in a dry place. This wing has never 

been wet, which in the Maritimes is quite 

common for wings to get wet while flying in 

light fog/mist, flying in light rain, flying errors 

putting them in the drink, etc. I was the 

person not flying when the conditions were 

damp and taking all the ribbing for staying 

on the ground. I folded this wing properly 

each time and didn’t store or transport it in 

a stuff sack. I didn’t do any ground handling 

with it which would expose it to more sun, 

I have an old wing I did all my ground handling 

with. I didn’t take it out and leave it 

in the sun while waiting for conditions to 

improve, I always left it in the bag or put 

it in the shade. There is no holes/patches 

whatsoever in this wing. The condition of 

this wing is well above average. Most people 

who see it when I am flying ask if it is new! 

I guess what I am trying to say is the wing is 

in very good condition. 

■ An HPAC/ACVL Pilot who has registered 

before Jan 1, 2009. 

For more information on this please 

visit the following page on our website: 

http://www.hpac.ca/pub/?pid=141 

Rating Applications: 

■ The fee for a Beginner to Advanced 

rating application is $10 per application, 

payable to HPAC/ACVL. The fee must be 

enclosed with the application. 

■ Members of HPAC/ACVL who already 

have a foreign rating may obtain 

the equivalent HPAC/ACVL rating in 

some cases. However, no rating above 

Intermediate will be awarded until the 

applicant provides proof that he has 

completed the HAGAR examination and 

has completed the Advanced rating examination 

■ There is NO CHARGE for a foreign 

rating equivalency. 


AIR CLASSIFIEDS 

Sup Air Harness, model EVO Moduable, Large 

size, custom manufactured by Sup Air to fit the 

extra large Bump Air of 20cm instead of the 

standard 17cm, top chute container, side hip 

protectors, 2 carabineers, hook knife sewn onto 

harness webbing for easy access. Black with red 

accents. 

APCO, MAYDAY 16 reserve, 23m2 , 1.863kg, 

max load 106kg. I am at the upper end of this 

reserve but it was recommended that I use this 

size to gain a quicker deployment as I would be 

too light on the Mayday 18. 

Advance Flight suit, large in size, grey with red 

accents, fits me very well and I am 5’-10.5” and 

185 lbs in my birthday suit. 

CRISPI FLIGHT BOOTS, Airborne, removable 

ankle support, fits size 10.5 with extra support 

after market insole or size 11 without. 

I am looking for an offer on this equipment. I 

would like to sell the entire package rather than 

breaking up the package. I will be giving somebody 

a really good deal here. I would like to see 

somebody get a good deal and make very good 

use of this equipment. Contact me and we can 

work out a very good price that will be hard to 

say no to: 

Brendon McKenna, bemckenna@ihis.org 

FROM THE BM 



Temporary Memberships: 

■ Effective May 1, temporary memberships 

for our association will be for a 60- 

day duration. The fee remains the same 

at $40. 




If you have any questions regarding the 

above changes, or if you need more information, 

please do not hesitate to contact 

me. 

On some general notes, when enquiring 

about your membership, please ensure 

you reference your membership number 

whenever possible. Have a great flying 

season, and take care in the sky. 

– Sam Jeyes 

Business Manager 

PARAGLIDER MAC PARA INTOX 

28 (the predecessor of Envy), 85-110 kg, 

DHV-2, only 38 hrs. air time, mint condition, 

$1,600.00 OBO. Info at http://www. 

macpara.com/en/envy-2.html; VARIO/ 

GPS FLYTEC 5020 w/ speed probe, $700; 

RESERVE SKY PARA, size M, never used, 

regularly repacked, $250; CARBON FIBRE 

HELMET Lubin, size M, $80. 

HANWAG BOOTS, size EU 9, $90. 

QUICK-OUT KARABINERS Fin. & Charly 

w/ SS snap shackles incl., $70. BACK- 

PACK GRADIENT, $40. BACKPACK 

MAC PARA (new), $60. FLIGHT SUIT 

GRADIENT (+/- 5’10”, 80 kg), $80. WA- 

TER BALLAST 10 l, $20. 

All equipment was well taken care of. Contact: 

Zdenek @ 250-765-9599 or znagl@telus.net 


PARAGLIDING NATIONALS 

2010 PG Nationals: July 26 - Aug.1 at Golden, B.C. 

by BRUCE BUSBY 

The 2010 Canadian National Paragliding 

Championships are for July 26 to Aug. 

1 on Mount Seven in Golden, B.C. 

Organized by Bruce Busby, the headquarters 

of this year’s event will be at the GEAR 

campsite in Golden (www.goldenadventurepark.com). 

The timing of this meet has been carefully 

selected and graciously accommodated by 

the organizing committee of the Willi, as the 

Willi XC event is usually during the last week 

in July. 

The timing is designed to maximize flying 

and competing for visiting pilots. Major meets 

include the Chelan XC competition (www. 

chelanxcopen.com), which is two weeks prior 

to the paraglding Nationals, followed immediately 

by the Chelan PWC (www.chelanpwc. 

com). The Nationals’ schedule allows for one 

day of travel after the PCW meet. 

If you prefer to warm up for the Nationals 

by flying at Golden, the Willi takes place 

a week earlier, offering loose and open-task 

format. For more info about the Willi, go to 

sergewebservice.ca/seven/wmxcc.html or 

check out the info on page 16. 

The Nationals were last held in Golden in 

2007 with fantastic results. The competitors 

were blessed with fantastic weather, great attendance, 

an amazing support staff and great 

organization. I’m hoping to mimic most of 

the success of the 2007 meet, but put a bit of a 

twist the theme (more on that later). 

My concept for running a successful meet 

in Golden will cater to the “racers” as well as 

the beginner competitors and the casual average 

weekend warrior pilot. 

Racers are great at racing; we all love to 

watch them calculate and fly with such precision. 

They often arrive at goal within a metre 

of the ground, climb out of the “pod” and 

land. It’s something that is truly exciting to be 

around and to witness. Seconds or fractions 

of seconds often separate these pilots. 

The weekend warrior pilot wants to come 

to a great meet that is well attended, get some 

new information, have a great time flying and 

razzing their buddies because they beat them 

on course or into goal. I think this represents 

the majority of pilots in Canada. Some are on 

the way to being a racer; some are just thrilled 

to be involved surrounded by great friends, 

great racers and an enthusiastic collection of 

newcomers to the competition scene. 

For the first-time competitor, competitions 

can be a bit intimidating (been there, done 

that, and got the T-shirt). I know Golden can 

be a bit intimidating to the newcomer due to 

its size and beauty. We’ve thought of that, and 

we’re introducing a program this year called 

the Future Stars program. 

Future Stars is an evolution on the mentoring 

program of the 2007 Nationals in Golden. 

Our Future Stars participant will be matched 

with pilots with competition experience 

and/or local knowledge of the site. 

You will have the opportunity to “team fly” 

to ensure success in your goals. Future Stars 

will be given weekly tips before the competition 

and have a question-and-answer forum 

leading up to the event. 

We’ve lined up some great instructional 

talks you might want to take in to be able 

to take your flying (and competing) to the 

next level, while helping you make decisions 

that will prove to be safe and rewarding. 

Sometimes the first-time XC pilot needs 

some encouragement cutting that invisible 

bungee cord attached to the normal LZ. 

Sometimes the developing Future Star just 

needs a bit of help making a turnpoint or a 

goal finish. There is a great wealth of XC and 

competition experience awaiting the Future 

Stars participant. 

Enrolment in the Future Stars program is 

included in the competition fees. 

We’re also introducing a new concept in 

paragliding competition this year: the Pay-it- 

Forward program. We’re throwing the format 

and structure of this program out to each of 

the competitors and supporters. 

Sometimes, we in the flying community 

run into gifted pilots that could benefit 

from the experience of competitions and 

the chance to fly set tasks in the format of 

competitions, but they just can’t afford to 

attend. 

The Pay-it-Forward program will allow 

people to pay for, or help pay for, the enrolment 

of such pilots. Let’s call this a grassroots 

sponsorship concept. 

I’m leaving this format wide open. If you 

would like to donate to the program, please 

send me an e-mail at brucebusby1@gmail. 

com and give me the details, however they 

work for you. Any amount of donation will 

be accepted, and you can be named or remain 

anonymous, direct the funds towards a 

specific individual or just sponsor a recipient 

randomly 

If you would like to apply for this program 

or suggest a recipient, also contact me. This is 

your program to direct. 

The format and structure of the 2010 Canadian 

National Paragliding Championships 

is as follows: 

■ FAI sanctioned Cat 2 event 

■ Open class, serial class gliders LTF 2 and 

2/3, standard Class gliders LTF 1 and LTF 1-2 

(no sandbaggers please) 

■ Open tasks any distance, and direction 

■ The Future Stars mentoring program to 

foster community and help the Future Stars 

learn the hows, whys, whens and wheres of 

competition and XC flying. Includes a mostimproved 

pilot award. 

Here are a few of the things we’re working 

on and can assist you with: 

■ The campsite is reserved for us if you intend 

to camp. 

■ Accommodations in and around Golden 

(Condo rentals etc.) 

■ Pre-shipping gear services for visiting pilots. 

We can deliver your gear to the site. 

■ Airport pickup and co-ordination to get 

pilots to the competition site. 

■ Shuttle up to launch and retrieval arrangement 

■ Photographer and video for competition 

pilots 

■ Breakfast program each day 

■ Lunch-to-go program available for pickup 

before heading up the mountain. 

by Phil Redmond 


SUMMITING EVEREST 

Alberta paraglider pilot reaches the 

top of Mount Everest 

Lucille de Beaudrap of 

Edmonton arrives at 

the top in May 

RATINGS BOARD 

HPAC ratings issued between Jan. 1, 2010, and March 31, 2009 

RATING PROV. RATING OFFICIAL MEMBER DATE 

Paraglider pilot Lucille de Beaudrap of 

Edmonton summited Mount Everest of 

May 7. 

De Beaudrap, her climbing partner, 

Domhnall, and their two sherpas were the 

first to summit after the sherpas fixed the 

rope to the summit. Other groups had to 

wait for another window of opportunity 

which was ten days later. You can find Lucille’s 

story on her blog: myfriendlucille. 

blogspot.com 

Lucille is a former president of the AHPA 

and former chair of the HPAC rating committee. 

She started paragliding in 1992 

and climbing about four years ago. She has 

trained for her Everest attempt for the past 

two years. 

When she's not gliding or climbing, she is 

a critical care nurse in Edmonton and also 

volunteers for the Stars flight ambulance. 

HG Novice Qc Vincent Vaillancourt Armando Balmori 26-Jan-2010 

PG Beginner Ab Foreign Equivalency Sandor Barth 24-Feb-2010 

PG Beginner BC Glenn Derouin Robert Greig 30-Mar-2010 

PG Beginner On Norvel Hernandez Cobas Alain Bard 10-Feb-2010 

PG Beginner On Foreign Equivalency Eduard Malinovskyy 23-Mar-2010 

PG Beginner Qc Norvel Hernandez Cobas Cyrille Aubin 10-Feb-2010 

PG Novice BC Glenn Derouin Robert Greig 30-Mar-2010 

PG Novice BC Alan Polster Juan Ditoro 27-Mar-2010 

PG Novice BC Antonina Roumiantseva John Macek 9-Feb-2010 

PG Novice BC Foreign Equivalency Ben Matthews 9-Feb-2010 

PG Novice On Norvel Hernandez Cobas Chris Saindon 1-Feb-2010 

PG Novice Qc Vincent Vaillancourt Phillipe Boucher 3-Feb-2010 

PG Novice Qc Vincent Vaillancourt Pierre Boyer 22-Jan-2010 

PG Novice Qc Vincent Vaillancourt Vincent Falardeau 3-Feb-2010 

PG Novice Sk Foreign Equivalency Camille Lizee 30-Mar-2010 

PG Intermediate Ab Keith MacCullough Will Gadd 26-Jan-2010 

PG Advanced Qc Jacques Blanchet Bora Kucukyilmaz 15-Mar-2010 

...Vincene Muller 


WILLI XC 

Willi Muller XC challenge: July 16-24 

The annual Willi Muller XC Challenge 

will be held July 16/17 until Saturday, 

July 24. The Willi is bumped by the 

Paragliding Nationals, so Sunday is for travel. 

Registration is $80, which includes mentioned 

meals (except GEAR’s BBQs), and the 

$5 Canadian Team Fee. Online registration. 

Participants must be insured members of 

HPAC. Out-of-country pilots can get temporary 

HPAC membership. Membership 

forms will be there at registration, but it’s always 

better to be member already. 

Two waivers must be signed by participants. 

One is the GEAR waiver open-page 

(available online) if you have not signed 

it before. The other is the Willi waiver that 

should be signed every year. 

It’s a Class C HPAC competition. Same format 

as usual: Hang gliding and paragliding, 

skill categories for scoring/prizes. Best three 

distances count. Out-and-returns need GPS 

confirmation. 

Schedule 

The evening of Friday, July 16, is initial 

registrations/BBQ to allow flying on Saturday. 

Saturday, July 17 is the first day of flying 

and second-wave registrations/BBQ. Registrations 

are allowed all week. 

Muller Windsports sponsors and will prepare 

a BBQ dinner (bratwurst — traditional 

sausage to grill) on the patio of the pavilion 

at some date (the first Friday evening). 

GEAR will hold BBQs several days during 

the meet. 

Saturday, July 24, is the final day of competition, 

with dinner/prizes in the evening. 

Breakfasts of pancake and eggs are included 

all mornings at around 9 a.m., followed by 

the pilots’ briefings at around 10. 

Bilingual French/English organization by 

Serge Lamarche and John McIsaac. 

Book your campsite online at www.goldenadventurepark.com. 

The campground at Sander lake is also 

very close — contact Pam and Bernie at 250- 

344-6517 or bsander@rockies.net. 

Competition/Scoring 

The Willi is open to paralgider and hang 

glider pilots. The winners of this meet will 

be the registered pilots in each category with 

the best total points for three flights over the 

course of the competition. 

You may fly as many flights as you wish — 

only the best three will be counted. 

Points will be accumulated as follows: 

■ Open-distance flights will be scored as 10 

points per kilometre. A GPS is recommended, 

but we’ll accept flights verified by a reliable 

witness. 

■ All out-and-return flights requires GPS 

verification. The tracklog will do very well. 

■ Unterminated out-and-return flights 

will be scored at 13 points/km if you return 

at least 50 per cent of a minimum 10-km out 

distance. Otherwise, 10 points/km. 

■ Terminated out-and-Return flights (10 

km minimum out distance and closed with 

flying above launch or Nicholson LZ) will be 

scored at 15 points/km. Flight distances made 

after closing get 10 points/km even if it’s another 

out-and-return. Not more than two 

out-and-returns per flight. 

■ NEW!: Circuits along predetermined 

waypoints and/or past pre-determined lines 

are allowed. One restriction: no more than 

one lap between any two adjacent waypoints/ 

lines counts. Distance will only count for 10 

points/km. Waypoints are: the 10 km antenna 

and the summit. The lines are: Kicking Horse 

River and Horse Creek. 

■ Also new: Cat’s Craddle circuits along 

predetermined points are allowed. Done 

in accordance with the XCXC: each point 

counts only once. Distance will only count for 

10 points/km except a first out-and-return of 

more than 10 km (15 pts/km for this leg). 

■ In addition, any flight relatively well landed 

(for example: on your feet until stopped) 

at Nicholson LZ will be given a 100 points 

bonus. For example: a sled run with a good 

landing will be worth 150 points — 50 distance 

points (distance rounded to 5 km for 

sleds) plus the landing bonus; a 100-km outand-return 

landed well in the Nicholson LZ 

would score 1600 points b— 100 x 15 for distance, 

plus 100 points for the landing. 

Only flights from Upper or Lookout 

launches in Golden will be counted in the 

meet unless a decision is made by the Competition 

Committee to designate an alternative 

launch. Please adjust your distances accordingly 

(4 km difference between Lookout 

and Upper), or mark your start point on your 

GPS before flying. Other launches may be 

designated depending on conditions. 

You may make as many flights as you wish 

in a day; the best one will count. (More than 

one a day may count if you registered late in 

the week or the weather was poor.) The best 

three submitted flights during the week will 

be used to determine your total points. Please 

complete a landing form every day you fly. 

You will receive a zero score for any flight 

that clearly violates safety, involves a landing 

in a restricted area or in a National Park, or 

results in an unresolved conflict with a landowner. 

Restricted areas are mentioned in the 

main Mount Seven webpage. 

Registration 

Register prior to flying, anytime during 

the week. Flights made prior to registration 

will not be counted except where prior arrangements 

have been made in advance 

with the meet head. 

For complete details, visit: sergewebservice.ca/seven/wmxcc.html 

by Vincene Muller 


2010 Muller Windsports reserve seminar 

Justine Florence participates in the Muller Windsports reserve seminar 

by VINCENE MULLER 

For the second year, we had our annual 

Reserve Deployment Seminar 

at the French Community Centre in 

Calgary. Thanks to Caroline Lampron for 

looking after booking arrangements. 

We had a very good turnout, more 

than 70 pilots, both hang gliders and 

paragliders. Many paraglider pilots had 

recently repacked reserves due to winter 

travelling and this certainly helped the 

repackers. 

Here are some of the issue that were discovered 

during deployments (this is why it 

is so important to attend a reserve deployment 

clinic annually): 

Damp lines and bridles: Usually due 

to storage in vehicles or unheated garages. 

Fortunately, the reserves were dry and 

they will be hung in the shop to completely 

dry before being repacked. Make sure 

harnesses and reserves are stored inside to 

avoid this happening. Also, make sure any 

camelbacks or water bottles are taken out 

MULLER WINDSPORTS RESERVE SEMINAR 

by Ole Andreas Haddeland 

of harnesses after each day of flying. 

Incorrect rubber band packing: One 

older hang gliding reserve had been 

repacked with incorrect rubber bands. 

They looked much like those found in the 

veggie department at the local supermarket. 

This reserve would not have worked. 

Older reserves: A few old-time pilots 

have very old reserves. Due to the age, 

they should be replaced. No point having 

reserve that comes out but won't work if 

the fabric doesn’t hold up. 

Dirty equipment: Many pilots (both 

hang glider and paraglider) have a lot of 

dirt in the reserve containers. We had harnesses 

with dirt, grass and gravel. Some 

pilots had harnesses that had water, juice 

and whatever spilled on them. Please try 

and make sure that you keep your equipment 

as clean as possible. 

Deployment problems: With one 

paraglider harness, the reserve came out 

incorrectly. In a real-life situation, it 

would have worked but not as fast as it 

would have if it was in the correct deployment 

bag for that harness. The reserve 

was a used one and just needed the right 

deployment bag to work faster. 

Methods: Some hang glider pilots had 

difficulty pulling reserves out of containers. 

This problem was solved when 

they changed their method of pulling 

the handles. Not all systems work 

the same way, and pilots have to adapt 

their way of pulling the various different 

types of handles to make the best 

deployment. This really emphasized the 

point of practice. The only way to know 

if you can deploy the reserve is to actually 

do it. 

One experienced hang glider pilot decided 

to try a deployment using his left 

hand on a right-hand internal side mount. 

This was an exercise to see what would 

happen if he had his right hand trapped 

in the wires. It took him twice as long to 

deploy, but his time was still quite good. 

Four paragliding students and three 

hang gliding students who don’t yet have 

equipment deployed. 

Having watched all morning, they did a 

great job. 

So the statistics are as follows: 

■ 34 hang glider deployments, 15 were 

new pilots. 

■ 37 paraglider deployments, 16 were 

new pilots. 

■ Jean-Michel Wan had the fastest deployment 

time for paragliders and Jim 

Ockers was fastest for the hang gliders. 

Both times were just over two seconds. 

All pilots were hooked up to the simulator 

and spun. Most pilots remembered to 

wait to throw after the spin, into clear air 

(in our case, the person catching the reserve), 

and most remembered to pull back 

the bridle. 

Many thanks to John Janssen (hang gliders) 

and Keith MacCullough (paragliders), 

who worked so hard with the deployments. 

Keith did a great job with the new 

simulator, which made it so much better 

for the hang glider pilots. Thanks to 

our packers, Bernard Winkelmann, Ole 

Andreas Haddeland, Marty Quinn, Rob 

Clarkson and Clay Brauer. Helpers Tina 

Haddeland, Doug Skye and Clint Doering. 

This clinic is an important step in preparation 

for the season. Thanks to all who 

attended and see you again next year. 



by Terry Ryan 

Conquering the Penon Del Diablo at Valle de Bravo 

by Terry Ryan 

THERE IS A WONDERFUL SIDE TO 

the culture in Mexico that we can all learn 

from. 

I arrived on Sunday, Jan. 31, and, after 

settling in, went straight to the town square 

(zocalo). Everybody comes out on Sunday 

evening. Families, from babies to grandparents, 

enjoy the toys and treats from the 

myriad vendors. Children play, teenagers 

court, parents chat and old folks philosophize. 

Real music emanates from the bandstand 

— always at the center of the square 

— and unofficial mariachi groups wander 

and play at random. 

Even when children get over-exuberant, 

they are never harshly chastised. Tolerance 

is the order of the day. 

There is a life — a spirit — that draws 

you in. And welcomes you. 

It was raining lightly as we drove to 

launch on Monday morning. We first 

toured the LZ to get the lay of the land, 

but I neglected to zero my vario, and that 

would be my downfall. 

Then, we climbed the rugged road to 

Penon launch. By that time, the rain cleared 

out, but it remained mostly overcast. The 

paragliders and a few hangies took off, 

but, as Ole suggested, I waited for the 

two o’clock express. 

An easy launch into light lift about three 

o’clock and a low save over the last knob on 

the ridge. I squeaked out a 40-minute flight 

to get rid of the new-site jitters. As soon as 

I landed, the sky turned full blue with huge 

cumulus cloud streets. Pilots were bailing 

off the mountain and reaching cloudbase 

with ease. Rats! Timing is everything. 

In less than an hour, it closed up again 

and we wouldn’t see the blue again for four 

days. But we all went home happy — stopping 

for quesadias and cervesas along the 

way. 

I was glad to see that I’m not the only one 

who gets the new-site jitters. Every pilot 

there expressed some sort of preflight nervousness 

on their first day. Gordon from 

Lookout, Kent from Missouri, and Steve 

from Tennessee. Also a paraglider pilot, 

Lance, from SLC. 

These are the guys I stayed with in the 

FlyMexico house. We got along great. Kent 

made the coffee every morning, Gordon 

supplied the music and Lance made the 

fires (yes, it was that cold). 

Accommodations in the FlyMexico 

guest house are basic, to be sure, and I admit 

I was taken aback by the lock mechanism 

on the front “door.” But the location is 

excellent. If you go there, ask for bedroom 

No. 3. It’s the nicest, mainly because of its 

view. 

That night, in the common room, Kent 

was grinning from ear to ear as he proudly 

produced about 10 “bottle rockets.” But 

these are not bottle rockets as you know 

them. Imagine the inner sleeve from a roll 

of paper towel, packed solid, with a oneinch 

super-fast wick, attached to a four-foot 

piece of 3/8-inch dowel. There is no bottle 

big enough for these rockets. 

I’m wondering where he’s going to light 

them off, when he marches out onto the 

balcony, leans one up against the railing 

and lets her rip. Right in the middle of 



by Terry Ryan 

The Penon in all it's magnificence. Can you spot the three paragliders? 

town. F-f-s-s-s-s-s-s-s . . . up, up, up it goes. 

Then quiet. Then, BANG! — Well, no, not 

bang. Not really. 

More like a thunder clap when lightening 

strikes a tree on your front lawn. Oh 

man, my kids would give anything for firecrackers 

like this. What a show. 

It was raining moderately as we drove 

to launch on Tuesday morning. It cleared 

somewhat while we set up and waited to 

take off. The launch site was not busy at all, 

due to the weather. Jeff and his team (Jamie 

and Potro) were very good at keeping track 

of the details and calming everyone down 

with soothing words of encouragement 

and helpful hints. Soon after I took wing, I 

could hear the pitter-patter of raindrops on 

dacron. I was convinced it would be a sledder, 

but just over that last knob on the ridge 

extending way out from launch, I found my 

thermal and managed to extend my flight 

for a while. I was really surprised to find 

lifting air in the middle of a drizzle. 

When I crossed the LZ, I felt the rising 

air of a thermal. Without an accurate reading 

for altitude, I optimistically — and stupidly 

— tried for a low save. I lost valuable 

altitude in the attempt, and by the time I 

started my down-wind leg, I was too low, 

too slow, and fumbling to unzip. 

“Base” was an ugly fast slipping turn 

— almost scraping my left wing tip on 

the ground. “Final” was over-controlled, 

yet almost under control . . . until I tried 

to get beyond a clump of tall weeds to the 

smooth grassy area. I either stalled it or 

got gusted and cart-wheeled it in from 

about eight feet. 

Yes, a crash landing — breaking a downtube 

in the process. My perfect record shattered. 

In repairing the glider later that night, we 

found out just how hard it is to perform a 

bent pip-pin removal operation. 

Somewhere in here, I managed to hook 

up with the Canadian contingent. Fiona 

and Brett, Andy, Paul P., Guy and Laurence. 

We walked in the rain to the little Monarca 

restaurant and were joined by Erin, Victor 

and Rick, some other pilots we met down 

there. 

We all practised our Spanish on the poor 

waitress and the lucky ones actually got 

what they wanted. Lots of banter and good 

fun. 

Brett competed in the Monarca 

Paragliding Meet the week before. Eric Olivier, 

from Montreal, was also listed but did 

not show. Too bad; it would have been nice 

to hook up. I haven’t seen him since the 

2005 Canadian Nationals. 

On Tuesday evening, there was a major 

festival commemorating the presentation 

of the baby Jesus in the temple 40 days after 

his birth. This holiday is also celebrated as 

Día de la Candelaria, known as Candlemas 

in English. There was a huge procession 

in the streets with each person carrying a 

doll or figurine representing the baby Jesus. 

Oddly, those thunder-clap skyrockets figured 

prominently in this celebration. 

It was raining heavily when I woke up on 

Wednesday morning. I purposely packed 

light for this trip and did not bring a rain 

coat. It poured all day. 

Jeff took us on a tour around the lake to 

the high-end convention centre at the Hotel 

Santuaria, where we had lunch/dinner, 

and beyond to the relocated town of Nuevo 

Santo Tomas de los Platanos (St. Thomas of 

the Bananas) where the church steeple of 

the old town still sticks above the waters of 

the man-made lake. 

It was raining torrentially as we sat in the 

gloom on Thursday morning. We hung 

around the common room trying to decide 

where to have breakfast, if at all. Illianna, 

Jeffo’s wife, came in to give us Spanish lessons 

late in the morning. That afternoon, 

Jeff took us out to see an old “hacienda” 

— essentially a fort that was built in the 

1500s. Very interesting. They built an aqueduct 

and an underground tunnel from this 

water-rich area all the way into Toluca — 

about 30 miles away. 

The persistent rain surprised everyone. 

“This never happens,” says Jeffo as he 

drives us on a sightseeing tour in the fog. 

“This never happens” says Illianna as she 

conducts a class in Spanish. 

“Dis neh-behr hoppin” says Potro as he 

repairs a wing in the garage. 

Indeed, it doesn’t happen, certainly not 

at this time of year, and not even in the 

rainy season in June and July does it rain 

so heavy for so long. Rivers overflowed, 

streets flooded, boats sunk and a horrible 

landslide was triggered that killed 11 people 

on the very road we would need to take 

back to Toluca. 

Fiona and Brett came over on Thursday 

evening and we all tucked into the tequila. 

Then the stories came out. So many great 

stories. I wish I’d had a tape recorder. 

Montezuma, too, dropped in for a visit 

after the quesadia de pollo, but luckily he 

did not stay too long. 

On Friday morning, I flung back the 

curtains and saw a beautiful clear blue 

sky. There were lots of pilots, both hangies 

and bags, up at launch when we got there. 

You could feel the excitement in the air. 

This would be the day. That kind of excitement 

often yields a nervous stomach. 

Luckily, Gordon brought the mountain 

money so everyone was “relieved.” 

Paul, another Canadian, joined us on Friday. 

Also, Daniel, from Montreal, drove 

down by himself with a travelling time of 

about 40 hours. He must have been boot- 



ing it. A few others from Quebec flew in to 

join him. 

Gee, it’s neat to meet new friends and 

hook up with old friends and “paesanos” at 

such a great flying site. And all this through 

the miracle of hang gliding. 

This launch, called penon because of its 

proximity to El Penon Del Diablo, is beautiful. 

It is wide enough to lay out four or five 

paragliders side by side. And, across the 

whole width, it rolls off downhill like a radial 

ramp. The winds were always straight 

in. And just over that way, at two o’clock, 

about two miles away, is the Penon Del 

Diablo. 

The heavy precipitation in recent days, at 

altitude, brought fresh white snow to cover 

the volcano. It glistened and sparkled in 

the bright sun, emphasised even more by 

the rich blue sky into which it protruded. 

This white wonder is called the Nevado De 

Toluca volcano, or Xinantecatl. At 4,558 

metres, it is the fourth-highest mountain in 

Mexico. 

I launched cleanly and grabbed the 

house thermal right away. Flying in close 

formation with both paragliders and hang 

gliders is a bit tricky at first, but with a bit of 

practice, it worked out quite well. 

After about an hour, I was feeling 

vaguely tired and was thinking of going in 

to land. Then I remembered my Camelbak 

full of water. I took a few big mouthfuls of 

water and couldn’t believe how it rejuvenated 

me. I continued flying for another 

1½ hours, feeling top of the world. I hung 

around launch for the whole flight, all the 

while eyeing the Penon, seemingly just out 

of reach. The Penon Del Diablo is an imposing 

structure of granite that dominates 

the whole valley. Its appearance pleases 

you, yet, at the same time, challenges you. 

I’m not up for it today — maybe tomorrow. 

It’s so neat to land in the LZ all exhausted 

and have the local kids pack up your glider 

for you. You usually pick two kids to do it 

and the going rate is 10 pesos each (about 

80 cents). So you sit and relax and sip on 

a Modelo Especial and watch the others 

come in. 

On the way home, we stopped at a small 

restaurant/store along the road where we 

bought bottles of tequila filled right there 

from an old wooden barrel. 

Friday night, we went out and had tacos 

at one of four taco stands near the zocalo. 

Later, back at the house, we launched a 

Kent comes in with a drogue chute. 

hot air balloon, driven by a flaming ball 

soaked in kerosene, out over the city. It rose 

surprisingly fast and we watched it until it 

became a reddish star — not unlike Mars. 

Saturday was my last opportunity to fly. 

The day was clear and beautiful. Everyone 

wanted to fly. We packed 14 people, plus 

equipment, into the FlyMexico van. It had 

to be some kind of a record. 

My launch was not strong — I had to run 

the whole ramp — and that distracted me. 

While zipping up my harness, I flew beyond 

the first bubble. Flew down the spine 

to the first knob. Nothing! Lost more height 

searching. Down the spine further, searching 

side to side, losing more altitude. 

I start to get resigned to the fact that this 

flight will be a sledder. Head for the second 

knob for a last-ditch effort. I need something. 

Anything. It’s now or never. 

And there it is. My wing waggles in the 

ripples, followed quickly by the “happy 

sound” from the vario. Tentative at first. 

I feel the thermal. I map out the thermal. 

After two turns, I have a picture in my 

head and I focus on the strong parts. Oh 

yeah, there it is — 500 up. Up with the big 

boys. 

My heart soars as I climb past the launch 

ramp. On up, I circle with the others, now 

wingtip to wingtip. Clearing my turns. 

Checking out the neighbourhood. 

We’ve got four hang gliders, one rigid 

wing, five paragliders, and three hawks. 

I’m circling now with two paragliders and 

one other hangie. I feel the hot spots, but I 

cannot take advantage of them. That would 

disrupt the order of the dance. Happily, I 

seem to be doing better than them. This 

Sport2 is a thermalling machine. 

When I am 200 feet above the others, I 

tighten my circles and sky out. 

Oh, what luck. My last day at Valle and 

I’m feeling fine. Eight thousand; eighty-five 

hundred; nine thousand; ninety-five hundred. 

Yes! Yesterday I wouldn’t leave the 

nest, but today I’m ready to cut the apron 

strings. (How’s that for mixing my metaphors?) 

The Penon beckons. Adrenalin pumps. 

A deep breath, a sip of water, a yank on the 

VG, and I go on glide. I find lots of sink 

and waver a bit mentally . . . but no, I’m 

committed. 

The mythical Penon looms larger and 

larger. Up close, it has much more character 

than can be discerned from a distance. 

I come in low — about half way up its 

craggy granite face. At first, the shear scale 

of the thing makes it hard to judge how 

close I am to it. I picture the winds howling 

up its rocky sides, building turbulence 

that could shake me senseless. But, in fact, 

there is no lift out here 200 feet away. No 

lift. Rats. What to do? 

I check my glide to the LZ far out 

in the valley. So far, OK. Then I spy 

Kent down on the flanks . . . searching 

. . . now turning . . . now rising. I 

“see” the thermal rising around him, 

by Terry Ryan 



by Terry Ryan 

Kids accost a pilot even before he lands. 

continuing higher, and drifting. 

In seconds, I find it at my altitude and 

join the dance once again. Kent outclimbs 

me and soon he is at my height and we are 

in the wingtip waltz together against this 

amazing backdrop. 

There is a certain connection, a respect, 

you feel when thermalling with a fellow 

pilot. You match each other’s circles, staying 

at each other’s three o’clock position (it 

was a right turn day). 

If you speed up, he can’t see you. If 

he speeds up, you can’t see him. If he’s 

smooth, you stay with him. If he’s erratic, 

you’re wise to leave. 

During the dance, I notice Guy coming 

in under us on his all-red paraglider. 

Gosh, it’s great flying with friends at such 

an awesome site. 

Kent and I ascend higher and higher up 

the face and finally over the top. We have 

conquered the Penon. But our task is not 

done. Penon breath continues to levitate 

us. Two more paragliders and a rigid come 

to join the party. As I passed within 200 

feet of one paraglider, I gave a big wave. It 

turned out to be Brett. 

The top of the Penon is about 8,400 feet 

above sea level. The thermal is wide and 

smooth now and we all ride it to well over 

10,000 feet. By the time I topped out at 

10,300, the others had left. I watched them 

go, with a bit of jealousy, imagining their 

great cross-country flights. (I found out 

later that Brett made it all the way back 

into town and landed at the lakeside LZ. 

Guy landed in the field near the Penitas 

and had to pay Don Felix’s toll of 25 pesos.) 

The view from high over the Penon is 

amazing. The snow-capped volcano; the 

tiny ribbon of highway; Lake Avandaro; 

the town of Valle De Bravo; pine-covered 

hills and valleys all around accented by 

the Penitas, Cerro Gordo, and — standing 

proud and distinct — Los Tres Reyes (the 

Three Kings). 

Then, suddenly, there was nothing left, 

so I went to play on the “wall” while the 

Penon took another breath. Alas, the 

wall was not working and I lost 2,000 

feet searching. Back to the Penon. I see 

Paul coming over. As I approach the face, 

I think I’m getting close until I see Paul’s 

wing, tiny now against the craggs. Paul 

climbs well as I struggle with my conservatism. 

It takes a lot of “surfing” across the 

Devil’s face to get up this time; back and 

forth, back and forth. 

In time, I conquer him again and manage 

to ride the waves between the wall and 

the Penon to my heart's content. There is a 

house on the mesa right on top of the wall 

with no discernible road for miles. How 

isolated he is, so far from the beautiful val- 

ley way below. 

I glance in that direction and see the LZ 

some miles away. Many gliders have landed 

there and I can almost hear the snap 

and fizz of beer cans being opened, and I 

can “see” all the grinning faces. I am completely 

satisfied with my flight today, so I 

head in to land. 

Some 20 minutes later I got my feet on 

the ground, in an awkward sort of way, 

amid cheers from my buds. 

Kent was particularly quiet on the way 

home. He’d stepped in a hole in the LZ 

after landing and thought he’d sprained 

his ankle. X-rays two days later revealed 

a broken tibia. Even as we helped him 

through the trials and tribulations of 

checking a short-packed hang glider at the 

airport, we had no idea how much he was 

suffering. Heal fast, buddy. 

A special dinner with some of my fellow 

Canucks this night at the high-class Italian 

restaurant. It was my last supper and 

kind of a denouement. In spite of the poor 

weather all week, we had fun and the last 

two days made it all worth-while. 

Early Sunday morning, we piled into 

the FlyMexico van for the trip back to the 

airport. In some shaded areas in the highlands, 

there was still a thick frost on the 

ground. The Nevado De Toluca remained 

continually visible from the van window 

for the first hour of our trip home, as if 

bidding us an extended farewell. 

Classical music pounded in my headphones 

as we climbed out of Mexico City 

heading back north. A vast sea of uniform 

low-rise buildings passed beneath, broken 

only by the periodic greenery of town 

squares. Then hills, terraced fields, mountains, 

clouds, a gorgeous sunset, darkness, 

and finally only great memories. 

What I Learned 

■ Viewing Mexico City from the air redefines 

the words sprawling and smog. 

■ You can taste the polluted air above 

Mexico City even before the plane lands. 

■ A molette is not an omelet. 

■ In the zocalo, they sell slices of a vegetable 

on a stick, dipped in spicy flavours or 

your choice. 

■ A fresh cream-filled churro makes for 

a great dessert. 

I have uploaded many more pictures on 

the net. Check out them out: picasaweb. 

google.ca/deke2007 



Why did I do this? After 27 hours of 

airtime in the last eight days, and 

just hours before taking the bus 

for the airport, I certainly didn’t need to push 

my luck. The world is now a blur, as I’m spiralling 

out of control at 3,000+ feet per minute . . . 

The flying highs and lows in Valle 

by Guy Leblanc 

Fiona’s email about a $270 airfare to Mexico 

is what nailed it for me. She’s even looking 

after the apartment rental, greatly simplifying 

the two-week getaway for Laurence and 

I. Travelling by bus through the rain, we’re 

a bit concerned about snow accumulations 

through the mountain passes, but it’s only 

hail piled up after significant thunderstorms. 

Our long travel day ends up in Valle de 

Bravo, relaxing on a huge balcony overlooking 

beautiful lake Avandaro. 

OK, I’ve been there before, spiralling under 

my Synergy2 after a huge collapse; just weightshift 

and pull the outside brake. Hmm, this is 

not working (I now know that I should have 

tried harder). The glider is facing the ground, 

rapidly circling level with me, and the right 

wingtip is deeply wedged inside the suspension 

lines. Cravate! Worrisome, but also seen on a 

previous wing. The acceleration forces just snap 

on as a very tight corkscrew develops, before I 

can induce a clearing full stall. Pulling Gs in 

a jet cockpit is routine, but being wildly tossed 

about at four to five Gs in a loose paraglider 

harness is definitely harder to manage . . . 

Guy LeBlanc ponders the conditions. 

Feb. 2, the first morning at Valle: Fiona, 

Brett, Andy and I walk to the Zocalo (central 

park), and hire a cab to launch. With 

paragliders on our laps, the 30-minute ride is 

a bit uncomfortable, but quite cheap! Launch 

is very nice and wide, with gorgeous landscape 

surrounding us, including the infamous 

El Peñon del Diablo, a 400-metre high 

dome-shaped rock, a short glide to the right. 

The overcast conditions make for smooth 

winds and mild thermals, helping me get 

over the big jitters that follow my long break 

from flying. I still manage to launch with a 

misrouted accelerator line; however, no ill effect 

is apparent. A very pleasant 45-minute 

gaggle flight results, occasionally thermalling 

up in the mist! 

Laurence and I flee to the capital for the 

next two days, experiencing widespread unseasonable 

rainshowers over Mexico, then 

return just as the weather clears up. 

I fly twice on Feb. 4. Pushing to reach the 

Peñon in a bad cycle, I find myself scratching 

along its flanks, slowly losing height, and 

I bail out to a small wet field. Andy joins me 

there, deftly carving around the trees and 

power lines to a safe touchdown, then he kites 

his paraglider to a dry spot. Well done! 

We drive back up quickly, and launch for 

a mid-afternoon flight in punchy thermals. 

Cranking up to 9,000 feet, I complete several 

glides to the Peñon, bailing back to the 

reliable lift near launch when threatened to 

sink out. Not surprisingly, good thermals at 

launch often suck the air upwind, making 

for tough glides through sink cycles near the 

Peñon. This results in big yoyo games, requiring 

patience and tenacity to get away. I spend 

two hours, 20 minutes playing in the big air 

and chasing friends across the sky, then spiral 

my way down to the Piano LZ to catch the 

FlyMexico van back to town. 

I hear people screaming to throw my reserve 

on 2m band, but I have tons of height. Trying a 

full stall to recover, the right brake hangs loose 

and low, while the left brake is seemingly stuck 

in the pulley despite a hard pull. I insist, and 

the flat spiral turns into a really bad SAT, the 

half-wing whipping around me even faster. As 

I relax my inputs, the rotation axis changes, 

the glider nearly looping above and below me. 

Acro pilots would love this, but it’s no fun for 

me. Falling into the wing would no doubt be 

catastrophic. 

Feb. 6: Another high-pressure day, where 

tight thermals punch through the generally 

sinking airmass. Everyone is doing huge 

yoyo cycles, going from low saves to specking 

out. Brett, Terry (hang gliding) and I finally 

get high over the Peñon, then Brett leads me 

out on XC over the mesa. We find no lift on a 

long glide, and spread out to nearby triggers. 

While I’m scratching on the face of a promising 

tree-covered peak, Brett climbs out over 

cliffs further away. 

I leave the weak but reliable lift and try to 

join him, arriving lower over the rocks and 

tangling with thermals too rough for my 

taste, given the height. I relent and glide off 

the mesa, landing in a field near Godinez, for 

two hours, 25 minutes of airtime. Brett hits 

cloudbase and expertly flies back to the main 

LZ in Valle. Good job! 

Feb. 7: Brett and Andy have left for home, 

unfortunately. Building on the previous day’s 

lessons, I wait patiently near launch, staying 

high and conserving energy until midafternoon 

conditions make it easier to go 

XC. After a few tries, I reach the Peñon then 

fly to nearby cliffs, ridge-soaring with rigid 

hang gliders until a good thermal takes me 

to cloudbase. I glide over to Cerro Gordo, 

scratch my way to its summit and then dive 

towards Valle once the angle seems do-able. 

Going through extensive sink, my options 

rapidly dwindle, intently watching small LZs 

go by as I near the lake. Surprisingly, I hit 

widespread smooth lift over water, making 

for an easy crossing. 

Spotting a few ridge-soaring paragliders 

near La Torre, I dive for the slopes and work 

my way up, spending a relaxing hour in silky 

smooth conditions. Heading out over the lake 

by Terry Ryan 



to descend, the widespread lift is now even 

stronger; I just get higher as I push offshore! 

Spiralling in a patch of zero, I finally get low 

enough to escape the lift band and ungracefully 

land at the lake LZ, after four hours, 40 

minutes in the air. 

by Guy Leblanc 

Laurence is now calmly advising me twice 

to “think about throwing your reserve” on my 

FRS radio, in contrast to the commotion on the 

2m band. After swinging tightly below me, the 

glider briefly pauses overhead. A quick glance 

shows several twists in the lines, then the chaos 

resumes. I assume the safety position and assess 

my height, while spiralling backwards at high 

speed and sink rate. Time is running out . . . 

Feb. 8-12: As Brett told me, this is starting 

to feel like the movie Groundhog Day. We 

wake up every morning to blue skies, make 

our way to launch, then fly our asses off. 

Racking up impressive hours, each day brings 

more gaggle flying, high thermals and low 

saves. Pilots fly everywhere, exploring the valley 

and nearby ridges, sometimes landing at 

the Piano, other times ending up somewhere 

towards Valle. 

Fiona usually gets high then pushes upwind, 

skilfully working the low-altitude valley 

thermals, while I hang above launch until 

mid-afternoon before chancing my way past 

the Peñon.We also fly La Torre one late afternoon, 

following each other in the very pleasant 

air over Valle. 

My airtime builds rapidly with multiple 

three- to five-hour flights, as I get more comfortable 

in the big air. 

As the high-pressure system weakens, the 

last few days bring nice cumulus clouds. Playing 

connect-the-dots is my favourite, being 

primarily a flatland tow pilot. Lift at cloudbase 

is reliable, strong and moderately turbulent, 

allowing me to practise emergency 

descent manoeuvres such as Big Ears, spirals 

and mild B-Line stalls, and then climb back 

up for more fun. 

Just as I make my decision, Laurence calmly 

but firmly directs me to throw my reserve. I let 

go of the brake toggles, lean over and grab the 

red handle. Pins come out easily, but extracting 

the G-loaded D-bag is harder than I expected, 

causing a very small delay while straining. I 

toss it behind me, watch it fall at a 45-degree 

angle, then lose sight of it. Velcro peels off my 

harness as the parachute deploys and pulls the 

main riser. Unfortunately, the tight-spiralling 

paraglider collides with the reserve, and both 

canopies tangle up. My heart sinks as 

the descent rate further increases and 

the trees below grow very rapidly . . . 

Feb. 13: Having decided to take the 

day off, after flying four hours of XC 

back to Valle yesterday, Laurence and I go 

visit the Monarca Butterfly Sanctuary. Beautiful 

clouds dot the sky by late morning, so 

I succumb to encouragements to fly one last 

time before taking the bus for the airport. 

Arriving late at the Peñon launch, paraglider 

pilots have already scattered out, either flying 

far upwind, going XC, or landing out. I 

launch and quickly get to cloudbase, pushing 

hard to catch up with German friend 

Thomas, way ahead. Still alone an hour later, 

I’m back near launch, parked under a huge 

cumulus, watching hang glider pilots slowly 

climbing up. 

Staying out of the cloud requires the occasional 

use of speedbar and Big Ears, and 

I just wish I could head downwind and 

rack up tons of distance under the beautiful 

cloudstreet I’m under. Getting impatient, 

I push out into the blue and decide to 

drop down to my friends’ height for some 

gaggle flying. Hang glider friend Paul just 

happens to have caught up with me, arriving 

50 feet overhead, and calls up on radio 

to see where we can fly together. Unaware 

of his presence and missing his call, I reach 

up and grab the B-risers, slowly pulling 

in while watching the spanwise fold, then 

pulling harder until a good crease forms. 

Dropping rapidly, I release the risers under 

control, and the wing pauses overhead instead 

of giving me the usual mild dive recovery. 

The glider suddenly yaws and dives 

steeply, swinging me out like a rag doll on 

a string. (Likely caused by an asymmetrical 

recovery from parachutal flight, leading to 

a cravate.) 

The tight spiral has broken, but I’m still spinning 

under light G forces. I quickly grab 

the A-lines on the left, and succeed in 

pulling against the reduced tensions. This 

finally disables the paraglider, and a mild 

deceleration follows, indicating a partially 

open reserve. Watching the D-bag fly up on my 

left, I can’t help but think that I wish I could 

catch it! More pulling on A-lines further opens 

the reserve, but I must now focus on the PLF. I 

parachute in at full sink alarm, treetops whizzing 

by, crashing way down and left of launch. 

Facing uphill, my feet hit first, followed by 

my foam-protected butt and back. This sends 

me in a sharp back-flip down a steep bush-covered 

hill. I come to rest sitting upright against 

saplings and assess the damage. No pain, no 

injuries — not even a scratch. The reserve and 

paraglider are also intact, gently draped on 

low bushes behind me! Un-frigging-believable! 

I call “down and safe,” much to the relief of the 

many witnesses, especially Paul, who’s watched 

the whole ordeal unfold right before his eyes! 

It’s a short walk to the road after a quick packing 

job, followed by emotional stories and farewells 

before catching the bus. 

Overall, this was a great flying trip, despite 

my mishap. Valle de Bravo offers a wide 

range of conditions for pilots of all levels, 

mindful of the weather and time of day. I 

learned lots about thermalling, XC flying, my 

own gear and about myself. Sure, I got in big 

trouble, but it likely had nothing to do with 

the location. 

Discussing the merits of various emergency 

descent manoeuvres, or even the risks versis 

the rewards of the sport, go well beyond 

the scope of this article. Suffice to say that my 

life is far richer from taking part in free-flight 

activities, and especially from spending time 

with the outstanding individuals that share 

this passion. I look forward to flying Valle 

again, a remarkable site that has brought 

me new friends, important lessons and 

memorable adventures. 


HPAC DIRECTORS' REPORTS 

HPAC/ACVL directors' reports 

The following are the reports from HPAC BoD 

members at the recent ADM in April 

British Columbia 

Dear fellow directors, 

These are the issues affecting hang gliding and 

paragliding in BC over the last year. 

SITES: 

In Pemberton, a new upper McKenzie launch 

site has been developed in cooperation with the 

Pemberton Valleys Trails Association. It was 

spearheaded by the executive director of the 

PVTA with matching federal funds as well as 

funds from HPAC, WCSC, and BCHPA in the 

amount of $3500 each. Pemberton is already a 

world class flying site and with the addition of 

this new launch, it will be even more so. 

The situation on Vancouver Island is pretty 

grim with Timber West owning most of our 

launches. They prohibit all flying during July, August 

and September. No exceptions. As a result, 

we are exploring the option of using boat and stationary 

tows. It’s a work in progress. 

Grouse Mountain constructed a new chair lift 

last year that severely limits our launch aspect. 

An accident occurred last fall with a visiting 

American pilot and a tourist on the chair lift. No 

one was hurt, but Grouse shut down all flying for 

the remainder of the year. Flying will re-open this 

year in May but with much tighter restrictions 

on visiting pilots. We are in consultation with 

Grouse Mtn about expanding the launch. 

AIR SPACE: 

Some minor changes in air space issues were 

enacted by Nav Canada, but we managed to get 

our voice heard in the public meetings and luckily 

nothing too significant affected us. 

GENERAL MEMBERSHIP: 

Most of the feedback I receive from the general 

membership are complaints about delays in updating 

their ratings and receiving their membership 

cards. This is an administrative issue and a 

website data base issue. Perhaps with the creation 

of a new website, these administrative issues will 

be handled more expeditiously. 

– Amir Izadi 

British Columbia Director 

* * * 

MANITOBA 

In Manitoba, the flying season was quite slow 

because of inclement weather throughout most 

of the summer. The rainy days were surrounded 

by very windy days making flying undesirable if 

not dangerous. 

Despite these setbacks, there were a few nice 

days where our only hang gliding school, Adventure@Altitude, 

did manage to teach a few new 

students but was unable to get them soloed before 

the weather turned cold in October. On a positive 

note, these students are ready to come back 

and finish their training this spring and there 

may be as many as six more ready to start lessons 

this year. We are hoping that they persevere and 

come out flying with the rest of us. 

A few of our members did manage to get to 

Golden for the annual Willi XC Challenge last 

July, with Gilles Normandeau taking first place in 

the novice XC category. 

With less than fifteen members across Manitoba, 

it is difficult to promote our sport, but in 

that vein, the MHGA is currently trying to develop 

some video’s taken while flying for use at 

mall displays and promotional talks. The MHGA 

has also received a small grant from Sport Manitoba 

to help us defray the costs of developing promotional 

material, such as the afore-mentioned 

video’s, web site design and business cards which 

we have printed up: 

We currently have ten up-to-date HPAC members 

in the province and we’re hoping that we’ll be 

able to grow that number in 2010. 

– Gilles Normandeau 

Manitoba and Nunavut Director 

* * * 

QUEBEC 

AQVL MEMBERSHIP: 

Last summer was one the wettest and coolest 

on record in Quebec and it had a devastating 

impact on the numbers of new members. Our 

membership seems to remained stable in numbers, 

although this hides the fact that the attrition 

rate is sizeable. Schools seem to be producing 

new members but we lose older members at a 

rate that seems to very steady. Without having determined 

that number, it seems to be a constant 

percentage of the total number of members. We 

are currently at 250 members, but this number 

usually goes up by 10% after May 1st as most 

sites open for the season. We also seem to have a 

sizeable ‘’rogue’’ pilot population in more remote 

regions. In those remote regions, the flying can 

be the property of the pilot or the property of a 

friend or acquaintance. In any of those cases, it 

is hard to convince the pilots of the benefits of 

HPAC membership. Many remote regions offer 

possibilities for nice flying sites but the simply 

don’t have the pilot population nor the potential 

to make a school viable. Nevertheless there are remote 

areas where instruction is still available and 

in some cases even thriving. For example we do 

still have a few ‘’outposts’’ where hang gliding is 

thought and where we can expect new pilots like 

on the Gaspe Peninsula. 

SCHOOLS AND INSTRUCTION: 

Although we do have a few independent instructors, 

Quebec’s instructional offer is anchored 

by three schools that seem to be thriving. The interesting 

characteristic that those school share is 

that they don’t have a seasonal business model. 

They all have instructional activities that keep 

them going year round. In the case of Aerostyle 

at Mt Ste-Anne, they are located on a site that is 

easily accessible year round. In winter the tandem 

business compensates for the drop in instruction. 

They also organize flying trips and instruction in 

Spain. The second one and newest one, Voiles 4 

Saisons, also found activities to keep it going in 

the winter. During the nicer months, they concentrate 

on paragliding and paramotoring and in 

the winter they give instruction for ski and board 

kiting. They also welcome pilots and students 

in Costa Rica. Our third year round school and 

probably the second largest after Muller’s, gives 

instruction in paragliding, hang gliding and kite 

surfing in the summer. They then switch to ski 

and board kiting in the winter and they move 

their pg and hg instruction operation to Colima, 

Mexico where they successfully built an off season 

clientele made of Quebec pilots and would be 

pilots who can’t wait till May 1st to fly. Those 3 

schools insure year round visibility and presence 

for our sport. My belief is that those schools are 

profitable, that they can survive through leaner 

years and have the potential to survive their 

founders. Definitely a business model to be encouraged 

by HPAC. 

HG VS PG 

The interest in hang gliding remains strong 

where it is still offered. Schools that offer both 

PG and HG report that the interest in HG is still 

strong. So it’s seems that it is the declining offer in 

HG that seems to be determining the dwindling 

numbers of new HG members. As long as one of 

our three major schools offers it, HG will remain 

viable in Quebec. 

SPEED WINGS AND ACRO 

Speed wings and acro (as two separate phenomena) 

have taken over sizeable chunks of 

Quebec sky. 

Speed wings are smaller (less than 20 sqm) 

wings that you can use to skim steep hills at great 

speed or small wings with better glide that you 

can use in really high winds to soar at your favourite 

windy site. This second type, has tripled 

the number of flyable days for many PG pilots. 

Now the HG pilots must share the take off with 

PG pilots on what used to be ‘’HG only days’’ 

before. At least the HG pilots can’t complain 



about the space the PG pilots require on takeoff 

with those tiny wings! Those tiny wings require 

reactive piloting but are surprisingly stable. No 

reports of a greater number of accidents till now. 

Acro seems to be a spreading virus among the 

younger pilot population. SATs are common, 

helicopters are the norm, misty flips are seen in 

the mix and some pilots report they are starting 

to work on infinity tumblings. No accidents to 

report. Pilots seem to be taking this step by step. 

The serious ones seem to be practicing over water. 

I bet that I might have pilots from my region 

representing Canada at international comps in 

the foreseeable future. 

LAST YEAR’S COMPS AND EVENTS, 

AND COMP FUNDING: 

Quebec always has a full calendar of fly ins 

and comps every summer but this year there 

was something different. No less the 3 registered 

comps crowded the calendar, one of them being 

the PG Nationals. A 4th one was organized by the 

Ottawa guys, giving eastern pilots the chance to 

gather points in 4 different comps. The Nationals 

which were held at Mt Yamaska and were attended 

by two HPAC directors were a success if 

you allow that having 4 valid tasks is feat in our 

Canadian weather. Having tasks as long as 70 

kms that were completed by some pilots proves 

that it is indeed possible to have competitions of 

that magnitude in the eastern Canada. Hope that 

other potential eastern organizers will take this 

cue. The first big comp of the season was held at 

Mt Ste-Anne with a 40 kms valid task! The third 

comp was held at Yamaska again on Labour Day 

weekend and had valid tasks of 55kms. 

All this left a real positive ‘’comp mindset’’ in 

Quebec. So much so that I believe that this year’s 

Nationals in Golden will be attended by at least a 

small contingent from Quebec. 

At this early time, we already have two registered 

comps on the calendar. The Coupe Quebec, 

a PG comp at Victoria Day weekend at Mt 

Ste-Anne and the Yamaska club annual HG/PG 

comp the same weekend. 

The AQVL has seriously increased funding of 

comps to $300 per registered comp for the first 

ten comps and up to $1000 for the nationals. 

All this is fallout from the first sanctioned 

comp to be held in Quebec in many years, the 

East Coast PG Championships in 2005. 

(First comp and first XC flights for the author 

of this report) 

FLYING SITES: 

We could modestly say that this was the biggest 

issue in Quebec in this last year. 

Last year, the owner of Mt Ste-Anne (second 

most important flying site in Quebec) has singlehandedly 

decided to stop all flying activities except 

the school which had a contract valid until 

Nov. 1st. A really national coalition of volunteers 

headed by Margit Nance got together and negotiations 

where started with the head office in 

Calgary. This is still an ongoing process and the 

faith of this flying site is still up in the air. But all 

possible measures were taken and we are waiting 

a favourable response. Whatever the faith of this 

flying site turns out to be, this will remain an example 

in national mobilisation for our organization 

and its volunteers. 

This hard blow was mitigates by other successes 

on the flying site front. 

We expectt to gain a new flying site with lots of 

potential in the Eastern Townships. Owl’s Head 

ski resort is considering allowing free flight on its 

property. The experience gained in the Mt Ste- 

Anne negotiations is turning out to be quite useful 

here. The mountain offers a 1800’ vertical and 

a least a couple of takeoffs. It sits by a majestic lake 

and 9 kms north of the US border. It could offer 

easy year round flying. (Photos available) 

Another flying site in the Laurentian Mountains 

(north of Montreal is open and used by 

both Quebec and Ottawa area pilots. It is a private 

property owned by an enthusiastic helicopter pilot. 

It has a modest 400’ vertical with a nice ridge 

facing south west and therefore soarable quite 

often. Another new flying site was developed on 

first nation territory. This was positively a great 

experience where personal approaches were key. 

We got together with a film maker and landscape 

architect and involved local youth in the planning 

and preparation of the flying site. Then a couple 

of instructors went back for free training sessions. 

All this was the subject of a film (who’s premiere I 

just attended). Now we are welcomed there again 

this summer for the annual powwow and we are 

marking as an important flying meet on our Quebec 

event calendar. Strong ties exit now between 

our flying community and the descendants of the 

first users of this territory. The flying site’s name 

is Tcikitanaw or closest place to the sky in the 

Atikamekw language. (Photos available) 

Sharing experience and building a model for 

negotiations with first nations and ski resort 

should by a high priority on HPAC’s agenda. 

AIRSPACE: 

There are no significant airspace issues this 

year. We went through an airspace review (TC) 

two years ago without any losses and everything 

seems stable for now. 

AQVL: 

The AQVL just had its AGM in March and I 

inherited of the president’s job (again!). But to ensure 

that there is someone to take over on day, we 

created four vice president positions and we also 

created assistant positions for all major executive 

roles like treasurer and secretary. This seems to 

work as new volunteers seems less reluctant to 

jump in these trainee roles. They are less intimidating 

and allow for some mentoring. So we have 

an executive that is at least 10 people strong. (A 

model to be followed by HPAC?) 

We have also greatly reduced the number of 

face to face meetings as we take care of most business 

in the form of online discussions and online 

votes. We will also set up online AGM for the first 

time and an online forum as those used by HPAC 

and the West Coast Soaring Club. 

All this will be anchored by AQVL’s website 

which member’s like a lot. As far as the SURVOL 

is concerned, the attachment to the paper version 

is still there but the electronic version gains preference 

every year. We just got a new editor (Bosco 

Daude) which should mean new and fresh 

energy for the magazine. 

– Domagoj Juretic 

Quebec director, AQVL President 

* * * 

Saskatchewan 

Hang gliding and paragliding is still very 

much alive in Saskatchewan, contrary to popular 

opinion. Although the number of pilots that 

are current HPAC members is down from previous 

years there are still active pilots flying in 

Saskatchewan and attending functions outside 

the province. We currently have 9 members in 

the province and are optimistic these numbers 

will increase significantly with the pending addition 

of a new instructor in the Saskatoon area. 

Not having an instructor actively teaching in the 

province has always been an issue and has created 

numerous difficulties for pilots to train elsewhere 

and then try and continue to develop their skills 

at the home sites when there are few senior pilots 

around who can mentor them. This will be a very 

positive addition to the flying community here in 

the province to have an active instructor teaching 

hang glider pilots. Now if we could just get a 

paragliding instructor to set up shop. 

We had a fairly average year last year for flying 

with some pilots flying at our ridge soaring 

sites in the province as well as some towing in the 

Saskatoon area. The long time senior pilots were 

not as active as they have been in previous years 

but I am hoping they will continue to stay active 

in the sport. A couple of us attended Miles in May 

last year and thoroughly enjoyed the flying and 

the hospitality. I expect to see some Saskatchewan 

pilots attending the event again this year. Also, 

Golden continues to be site where the Saskatchewan 

pilots like to travel to for a chance to get 

some exceptional mountain flying in every year. 

Although few made the trip last year I expect to 

see a few of our pilots making the trip again this 

year. 

We have some new paraglider pilots in the 

province which is very nice to see. I want to make 

an effort this year to see if we can set up a properly 

trained team to safely tow the paragliders. Personally 

I think if we ever do get towing paragliders in 

this province everyone in our flying community 

will benefit. 

I will make an effort this year to contact all 

of our Saskatchewan members to see how each 

one is doing and to find out what they want us 

(HPAC) to work on to improve our sport. Please 



feel free to contact me for any issues regarding 

flying in our province. 

- Loren White 

Saskatchewan Director 

* * * 

Competition report 

COMPETITION COMMITTEE 

leo.hpac.ca - I would like to start this up 

again. I let it go dormant this Spring due to Gerry 

not being able to resync the HPAC user database 

with it’s database. I never received a response 

from him if he couldn’t or didn’t have time to. If I 

can get a final answer from him, I’ll just start fresh 

- which means people will have to have a separate 

user name and password to log in to it (which is 

often a barrier to participation). I need approval 

on to pay for the hosting fees of $120 per year to 

get this reactivated. 

I’d like a cash prize to be given to a couple of 

the winners of the HPAC Leo main category winner....maybe 

$100 x2 (one for HG, one for PG) 

competition fund - the 10x $250 is a good incentive 

to help organizers get going on organizing 

sanctioned events. This initiative need some 

promotion as many don’t know about it. I’d like a 

link from the menu system on HPAC to better direct 

people. Maybe on the “Events>Competition 

Info>” there could be a “Competition Funding” 

link. I’d like to be able to edit this at will...I think 

Gerry can make that happen. 

our Competition Committee is healthy. We 

have the same seven members from the previous 

year and when there are outstanding issues, they 

are there to help resolve. We’ve tried to make 

some changes to the Comp Manual but interest 

in making changes never seems to be a project 

too many are interested in tackling...it’s a big job 

with large discussions 

BADGES: 

I’d like to promote the badges more to encourage 

all pilots to strive to improve their skills and 

hopefully this will give pilots individual goals to 

shoot for 

there is currently ZERO info on Badges on 

hpac.ca 

I hope to use the HPAC Leo track server 

as a repository for flights to be uploaded to 

(which will then go out to the other OLCs in the 

World). I’d also like to work on a system on hpac. 

ca where pilot’s badges are prominently shown 

(“latest badges earned” column somewhere”). I 

hope to use a similar system that Gerry currently 

has rigged for me to approve people as an Official 

Observer (OO). 

I’d like a page created to explain Badges that I 

can edit myself. I’m torn where to put it. I don’t 

like it under the current “Members” menu item. I 

think under “Let’s Fly” is more appropriate 

I’d like a form created for people to submit 

their Badge applications online. If the webteam 

can’t do it, I may just do it thru Google Docs (but 

I’d rather not). 

I’d like pilot’s badges to be shown on their profile 

pages once I approve them online myself (see 

item 3 above)...but is this even possible as we really 

don’t have a “pilot profile” of each user....I was 

hoping that if you went to look at Dom’s profile, 

it would show a bit about him and, in this case, 

be able to show his Badges....but when you go 

there, it is just an email form to contact him. Is 

an enhance profile possible with our current web 

system? 

I did rig a system last spring for all of this on 

GoFlyXC.com in hopes Stewart would use it but 

it never got promoted. You can see it on the right 

side of the home page and you can submit your 

badge applications right online and there is a list 

of new badge approvals. I can use this if hpac.ca 

can’t do this (or you don’t wish to spare the resources 

to make it happen)....but then it’s off of 

HPACs server and doesn’t promote HPAC at all. 

RECORDS: 

I also started a Records list on goflyxc.com over 

a year ago and it’s actually more up-to-date than 

Stewart’s list (somewhere on his Google Accounts 

list) but once again, records needs promotion to 

get people interested in it.. There is a push internationally 

on records - they have been working 

on promoting official CONTINENTAL records 

(North American ones at: http://records.fai. 

org/data?v1=79&v2=4). We should follow suit 

and use this system for Canadian records. My 

thought is the bar should be lowered as much as 

possible to promote activity....get pilots hooked 

and the more elite will aspire to shoot for continental 

records and then for world records 

I’d like to REDUCE the requirements for official 

Canadian to make it easier for people to try 

for them. I’d like to reduce the need for OOs (Official 

Observers) and pre-flight declarations - this 

will allow people to TRY for them easier and/or 

just use a GPS track after a stellar flight that they 

may have not thought would turn into a Canadian 

record - just submit it (to the track server) 

after the flight and if it beats what is out there, it’s 

a record! Sure it wouldn’t help them truly prepare 

for Continental or World records but it’ll hopefully 

get them hooked. And those that are inthe-know 

and want to do Continental or World 

Records will research and plan how to do them 

properly. 

What I need to make this happen: 

■ Approve removing the need for an OO and 

Flight Declaration for Canadian Records 

■ An online form on hpac.ca for people to apply 

for records - submissions of this form would 

go to me 

■ An online system for me to approve their 

submissions and add their accomplishments to 

their profile (see Badges #6 above) 

■ An automated listing on hpac.ca that would 

show recent record attempts and approvals (show 

who is trying and who is accomplishing). 

■ Get me access to edit the Records page on 

hpac.ca so I can edit at will. I’d also like to move it 

from “Members” to the “Let’s Fly” menu item as 

I feel it is more appropriate. And rename it from 

“Records & Badges” to just “Records” as I’d like to 

separate those two items. 

BROKEN WEB LINKS: 

Let’s Fly > Online Contest > - looks like it is 

trying to send you to a 2006 results page. Now 

there are multiple OLCs. I say remove this link 

for now 

Let’s Fly > Online Contest > OLC instructions 

> - goes to Midwinter’s page but link is broken. 

Remove as well. 

- Mark Dowsett 

Competition Chair 

* * * 

SAFETY REPORT 

Unfortunately, I have to report two fatalities 

that occurred last year here in Canada with respect 

to hang gliding. The first one occurred at 

Michael R.’s flight park. I was in contact with 

Michael R. via email about the incident. A safety 

report with a thorough description was provided. 

The second was in Alberta along a common 

ridge flown out there. The accident was very unfortunate 

as there was a small landing area pilots 

needed to stay away from (a pile of rocks) and the 

pilot flew straight into it. I contacted Leif (Alberta 

pilot) and he was able to give me a written description 

and some pictures of the area where the 

accident occurred. 

Michael R. wrote a very good note that he 

planned on sharing with the community (family 

and friends). He did not publish it but I can 

say it was very touching and as the Safety Chair, 

I was very grief stricken when dealing with the 

accidents. 

REPORTING ACCIDENTS 

There were about 20 hang gliding incident/ 

accident reports sent in and somewhere in the 

range of 10-15 PG incident/accident reports sent 

in (some digital, some hard copy). Last year, I 

heard of some pretty gnarly conditions at some 

of the competitions out west with pilots landing 

in trees and a few escaping storms by the skin of 

their teeth. My goal this year would be to talk to 

both the HG and PG National competition organizers 

and see if we could push for more people 

to report their accidents/incidents. I might even 

put something together for organizers to read regarding 

safety issues as all pilots will be gathered 

during task setting. 

WEB STATISTICS 

The HPAC statistics have been stripped off the 

web site due to the fact that they were detrimental 

to how outside viewers see our sport. Although 

Fred Wilson did a thorough job collecting and 


displaying statistics, it was a bit much for how we 

would like the general public to see our sport. I 

would invite Amir to provide the Board with the 

Safety presentation we put together for landowners 

and other public stakeholders last year. If he 

does not have it, have me email the presentation 

to you so the Board can see it. Now, I am not there 

to provide my opinion on what we should display 

on the web respect to stats, but I invite the Board 

to discuss an alternative to what was there before. 

Choose the proper information and statistics we 

would like to show that portrays us as a safety 

conscience sport. 

SAFETY CHAIR AND COMMITTEE 

As you are aware, I haven’t put as much time 

into the safety position and the past year has 

gotten busier and busier for me (working on my 

second degree). In the past, there has been some 

talk of giving up the Chair position to someone 

the Board feels comfortable will do a good job 

representing Safety in our sport. I would urge the 

Board to discuss this again as the position may 

be beneficial to someone else. I have kept safety 

reports from all those who have sent me them 

and I have attempted to represent the position in 

a positive and helpful manner. If the Board feels 

that there needs to be a change, please work it 

into a discussion. If not, I will continue my duties 

and try to find time to engage in safety conversations, 

articles, discussions, etc with the flying 

community. 

- Quinn Cornwell 

Safety Chair. 

* * * 

ONTARIO 

The 2009 flying season in Ontario was a slower 

than average due to the cooler, wetter than normal 

weather. However membership appears to 

have remained stable at around 70 members. 

This is not a very good showing considering the 

population of the province. One of the primary 

problems is exposure. HG/PG is not a very visible 

sport in Ontario most of the flying is done 

from remote farm fields and air strips. Gone are 

the days of the Etobicoke flying site 

Where half of Toronto could catch a glimpse 

from the highway. 

The prospects are looking better though with 

the opening of Mark Dowsetts new school. Mark 

appears to be motivated and has a winch site 

that has good visibility from highway #7 in the 

Guelph, Kitchener area of Southern Ontario 

In 2009 Ontario saw some reasonably large 

changes in airspace with the implementation of 

the new Windsor-Toronto-Montréal Airspace. 

The majority of of the changes where to the size 

and Shape of control zones and approaches to the 

large airports .How ever there was also a large increase 

in blanket class E airspace. Originally the 

class E was 2000’ AGL, this was changed to 2500’ 

ASL and the area was pushed north to connect 

with local airways. Considering most of southern 

Ont’s. Ground level is between 800’-1500’ that 

doesn’t leave a lot of room. Effectively this means 

nothing but low training flights in Southern Ont. 

without Hagar.HPAC had good representation 

at the Nav Can review meetings and from there 

perspective they left us lots of room because we 

all have Hagar right. 

The lower ceiling created another problem 

for aero tow operations as ultra light aircraft were 

not allowed to operate in class E airspace .How 

ever due in large to the diligence and persistence 

of Kathy Lubitz and UPAC this has been resolved 

with a change in the Car’s. 

On February 23, 2010, UPAC received notice 

that the Exemption allowing Basic Ultra lights 

to operate in Class E airspace has been signed by 

Transport Canada. 

Effective immediately, Basic Ultra lights 

equipped with a fixed or portable altimeter can 

legally operate in Class E airspace. 

Basic Ultra lights on cross country flights in 

Class E airspace must also have a portable or 

fixed magnetic compass or a Global Positioning 

System (GPS) receiver. 

All things accounted for things are looking 

good in Ontario we now have four active aero 

tow groups and couple of winch tow groups a 

possible new foot launch site, a new school and 

what looks like good weather on the horizon. All 

we have to do now is avoid the windmills. 

- Steve Younger 

Ontario Director 

* * * 

ATLANTIC 

The last year has been an interesting one, to say 

the least, for HPAAC. Our membership has remained 

relatively stable, although, in the last year 

we have lost/are losing some of our more experienced 

and active pilots. The reasons are various 

including safety concerns, stepping back from 

the sport for a period of time and retirement of 

sorts. Presently our membership stands at approximately 

25 members, most of which are active 

pilots. We are spread around the three Maritime 

Provinces with Nova Scotia accounting for 

the largest pilot population. Paragliding pilots far 

outnumber hang glider pilots, but our hang glider 

pilots are active and very experienced. 

We are fortunate to have Pegasus Paragliding 

continuing as an active paragliding school on the 

beautiful Bay of Fundy in Nova Scotia. Pegasus 

offers full instruction for any level of pilot and instructor, 

full service and sales of all paragliding 

gear, tandem flights and an annual tour to Portugal. 

This past year also saw the introduction of 

hang gliding instruction in New Brunswick, being 

offered by Scott Newman, an experienced 

hang glider instructor who has worked with, and 

continues to work with, Michael Robertson at 


High Perspective in Ontario. 

In the past year, HPAAC held its usual flying 

events as follows: 

The annual Fly-In on the long weekend in May 

in the Parrsboro area which brings paraglider and 

hang glider pilots as well as a group of paramotor 

pilots. Last years event was hugely successful 

with a good turnout thanks to the organization 

of HPAAC, spearheaded by Michael Fuller. The 

weekend is every bit as much about socializing as 

it is flying and at last year’s event plenty of both 

was enjoyed by all in attendance; 

Tow Jam. This is the brain child of Brendon 

McKenna, past president of HPAAC, with the social 

aspect of the weekend being held at Brendon’s 

home outside of Charlottetown and the towing 

(paraglider and hang glider) being conducted at 

the Summerside airport. Brendon puts an enormous 

effort into this event every year making 

the necessary arrangements at the airport for the 

flying aspect of the weekend and also arranging 

for camping/accommodations and two nights of 

“jamming” around the campfire at his home. 

When conditions are not ideal for towing, 

the pilots have scoured the island for additional 

coastal sites including the sand dunes, many of 

which are now being developed into reliable flying 

sites; 

Snow Tow. In February of this year, the first 

snow tow was organized and held thanks to 

Scott Newman. The towing was done by Ski- 

Doo on the frozen waters off of Saint John with 

the first day being hugely successful by the pilots 

who braved the cold. We hope that this will be 

an annual event to provide an opportunity for 

some towing and flying in the month of February 

which is usually downtime for us here in the 

Maritimes. 

We have also continued with the Maritime 

Challenge, a fun competition developed and run 

by Tim Reicker. Participating pilots pay a small 

fee (which goes toward site development) to participate 

in the challenge which requires pilots 

to log flights over the entire flying season with 

awards for the highest flight, longest flight, most 

flights, longest out and back, etc. Awards are given 

out at the annual Fly-In held the long weekend 

in May of each year (see number 1 above). 

2009 was a good year for site development. 

HPAAC obtained the approval of the Nova Scotia 

government to have a launch constructed at what 

is known as Half Island, which is just outside of 

Cole Harbour (home of Sidney Crosby) and is a 

spectacular ridge along the Atlantic Ocean. As 

a result of our dealings with the Department of 

Natural Resources regarding construction of the 

launch we are led to believe that the Provincial 

Government in Nova Scotia is supportive of our 

sport. 

We continued to upgrade access to one of our 

most spectacular flying sites, being Hidden Falls 

just outside of Parrsboro. We continue to enjoy 

access to Cape Chignecto Provincial Park which 

is also a spectacular and very high coastal site at 

the mouth of the Bay of Fundy. It is a popular 



hiking area so we get good public exposure 

when flying at Chignecto. 

A core group of pilots in the Saint John area 

of New Brunswick are developing additional 

sites there. Dennis Beach (coastal), Welsford 

(inland) and Alma (coastal) to name a few. 

PEI perhaps offers the most bountiful opportunity 

for additional sites considering its coastline 

and the sand dunes. 

Unfortunately our small group experienced a 

number of incidents/accidents last year despite 

a constant emphasis on safety. Nothing overly 

serious but a constant reminder to all. 

Our small organization remains financially 

viable with our budget in the black. We dedicate 

a portion of our budget annually to site 

maintenance and development. We are fortunate 

to have a great deal of volunteer help as 

well. 

HPAAC is very interested in any negotiations 

with the Federal Government regarding our 

ability to fly in national parks. Fundy National 

Park in New Brunswick and the Highlands National 

Park in Cape Breton, Nova Scotia would 

both offer wonderful flying opportunities. 

Our semi-annual publication, Atlantic In- 

Flight, continues under the expert editorship 

of hang glider pilot Christopher Ball. If anyone 

would like to be put on our mailing list, please 

provide me with your address. 

- Mark F. Dempsey 

Atlantica Director 

* * * 

Web 

The current web team consists of myself, 

Quinn, Gerry G, Serge L. (translator) and the 

occasional voice of Charles M.. Mark Dowsett 

has access to edit some records-related pages. 

Most requests for updating the web site have 

been prompt. There is always a small to-do list 

that lingers depending on personal schedules. 

The big change in the web site has been the 

exclusion of the stats page. New formal statistics 

have been created to show landowners 

and other various public stakeholders positive 

projections of how our sport is safety-wise. The 

next step would be to provide some statistics 

on the web site that all agree will be beneficial 

for those who would like some information on 

the safety of our sport, whether current members 

or the public. Since there will be no web 

team members at the AGM, I suggest the Board 

come up with a way or a suggestion on how we 

can display some statistics properly. Of course 

this subject overlaps with what is written in the 

Safety Report (provided by myself) but I think 

we need to eventually tackle this issue. More in 

the safety report. 

The web team has been waiting patiently for 

any news involving the new web site. The current 

framework can be skinned to look any way 

the Board would like, while still having access to all 

the current data and database integrations (rather 

than starting from scratch). We (the web team) just 

need to know what the Board wishes to see. Until 

then, we have been handling day to day problems 

or changes that the BM or other members request. 

There has been no major setbacks. 

Documents that are available on the web site 

have been handled by myself. I try to update any 

documents when needed. Of course the new 

HPAC rating exams have been put up within the 

last year. 

- Quinn 

Content Manager 

* * * 

SITE PRESERVATION 

While Clubs and groups of local pilots across the 

country are constantly working on protecting and 

maintaining their flying sites, there are two projects 

in particular where 

HPAC’s Site Preservation committees have been 

very active. Many thanks to not only the direct 

participants in these projects, but the many other 

individual pilots and instructors, whose advice was 

sought in relation to these projects. 

1) Ongoing Parks Canada Negotiations: Since 

the summer of 2008, a dedicated committee of pilots 

has been engaging in a long term negotiation 

with Parks Canada to reinstate hang gliding and 

paragliding (both recreational and commercial) in 

national parks, where it has been prohibited for the 

last 25 or so years. In the fall of 2008 Parks Canada 

engaged in a three-day National Assessment of our 

sport in Vancouver and that process continues to 

wend its way slowly through the various processes 

in Ottawa. We were warned it would take substantial 

time but if in the end we are successful, it will 

have been worth it, given the new flying opportunities 

that might open up. The committee consists of 

Dom Juretic, Rob Samplonius, Pete Ehlers, Robin 

Sather, Will Gadd and myself. I thank all committee 

members for working so strategically and consistently 

on this long-term project. 

2) Mont Ste. Anne (Québec) Reinstatement of 

Flying Privileges: Suddenly last fall 

flying was halted at Mont Ste. Anne in Quebec, 

affecting a club of approximately 50 pilots 

and a paragliding school which operates at Mont 

Ste. Anne and for which that is their primary flying 

site. At issue for the owner of the land and 

the ski operation there, Resorts of the Canadian 

Rockies, were potential liability and the perceived 

risk that our sport represents. Our first job was to 

update the HPAC statistics and present them in a 

way that is not only reflective of the incidents/accidents 

but also understandable and measurable 

by external users of the information, such as landowners. 

This required also placing these numbers 

in a context that reflected their true significance, 

such as the estimated numbers of hours flown annually 

in Canada. Quinn Cornwell (HPAC Stats 

Chair), with assistance from Amir Izadi (BC Rep 

HPAC), completely updated our statistics as they 

are a major tool for us to accurately demonstrate 

the minimal risk we represent. 

We began negotiations with RCR over the winter, 

presented our updated statistics, also presented 

the BCHPA/HPAC Overview Environmental 

Impact Assessment which documents our comprehensive 

instruction and ratings system, and 

acquired a legal opinion, as required by RCR, of 

the adequacy of our waiver document, especially 

as it relates to Quebec law. 

We also had a face-to-face meeting with management 

at the headquarters of the company in 

Calgary with Bruce Busby (Alberta HPAC Rep), 

Will Gadd and myself. We are finalizing discussions 

around our new agreement (at this writing). 

Major players in 

Quebec who are working on this issue are Jac 

St. Hilaire (President of the Quebec club), Rene 

Marion and Dom Juretic (HPAC Pres.). They are 

developing a new site management plan for Mont 

Ste. Anne, to be appended to a new agreement 

with the company. This documentation along 

with other documentation will be valuable for 

negotiating with other ski hills across the country. 

A project that is upcoming, and that will benefit 

from a completed agreement with 

RCR (Mont Ste. Anne), is an approach to 

Georgian Peaks in southern Ontario, a site that, 

if accessible, would be a major boon to southern 

Ontario pilots. At this writing, the approach has 

just begun. The committee for this project at this 

writing consists of Steve Younger (HPAC Ontario 

Rep), Erik Brent and myself. 

Please contact me on any site-related issues 

where we might be able to offer documents, strategic 

advice or other assistance. Our site issues 

are basically the same across the country and we 

are the stronger for sharing our expertise coast to 

coast. 

- Margit Nance 

Site Preservation Chair 

* * * 

Alberta and NWT 

It’s been pretty much business as usual in the 

past year in Alberta and NWT. The flying in the 

province has benefited from a milder winter this 

year. 

Some brief highlights of the news from the 

region are... Northern Lights Club in Edmonton 

has built a new towing platform (pick-up truck 

based)... 

Darryl has successfully negotiated access to 

crown land and SRD controlled access to the 

launch site near the ranger tower. A meeting 


HPAC Association Accident canadienne / Incident Report de Vol – CONFIDENTIAL 

Libre Hang ACVL Gliding Rapport and Paragliding d’Accident / ou Association d’Incident – o 

ACVL Rapport d’Accident / ou d’Incident – CONFIDENTIEL 

Hang Gliding Association and Paragliding canadienne Association de Vol Lib o 

HPAC Accident / Incident Report – CONFIDENTIAL 

Is this an Accident or Incident? Hang / Gliding Est-ce 

Association 

que and c’est Paragliding un accident 

canadienne 

ou incident? Association de Vol Lib o 

ACVL Rapport d’Accident / ou d’Incident – CONFIDENTIEL HPAC Accident / Incident Report – CO 

Type (HG or PG) / Type (DP ou PP): 

Hang Gliding and Paragliding Association of Canada Association canadienne de Vol Lib 

ACVL HPAC Rapport Accident d’Accident / Incident / ou Report d’Incident – CO– 

Date of Accident/Incident / Date de l’accident/incident: 

Hang Gliding and Association Paragliding Association canadienne of de Canada Vol Hang Libre ACVL Gliding 

HPAC 

Rapport and Paragliding 

Accident 

d’Accident 

/ Incident 

/ Association ou 

Report 

d’Incident o 

– CO 

– 

Time of Accident/Incident / L’heure de l’accident/incident: 

Hang Gliding and Paragliding Is Association this an Accident of or Canada Incident? / Est-ce que c’est un accident ou incident? 

Hang Gliding 


and HPAC Paragliding 

canadienne 

Accident Association 

de Vol Libre ACVL Association Rapport d’Accident canadienne / ou d’Incident de Vol Lib 

Province / Province: 

– 

Incident Report of Canada 

Hang Gliding Association and Paragliding canadienne Type Is this 


(HG an Accident or Vol PG) Libre / 

of 

Type Incident? 

Canada 

(DP – ou CONFIDENTIAL 

PP): / Est-ce que c’est un accident ou incident? 

Site / Site: 

HPAC 

Association ACVL Accident Rapport canadienne 

/ Incident d’Accident Date Report of de Accident/Incident Vol /– ou CONFIDENTIAL 

Libre 

Association canadienne Is 

Type 

this 

(HG 

de an Accident PG) / Type 

Vol Libre d’Incident or Incident? 

(DP / Date ou PP): 

/ 

de 

Est-ce – l’accident/incident: 

HPAC Accident / Incident Report – CO 

Purpose of Flight (Training/Student, 

CONFIDENTIEL 

que c’est accident ou incident? 

ACVL Tandem, Rapport X-Country, d’Accident Local, Competition, / ou d’Incident SIV) /– 

ACVL HPAC Rapport Accident d’Accident / Incident / Type (formation/étudiant, Time Date ou Report d’Incident of 

(HG Accident/Incident PG) – CONFIDENTIAL 

/ – Type CONFIDENTIEL 

tandem, (DP 

/ Date L’heure 

ou vol PP): 

de voyage, l’accident/incident: 

(or, fill out the electronic form at www.hpac.ca) 

vol local, compétition, SIV) : 

Is this an Accident or Incident? / Est-ce que c’est un accident ou incident? 

HPAC Accident / Incident Report – CO 


Is this an Accident or Incident? / Est-ce que c’est un accident ou incident? 







Site / Site: 


Purpose of Flight (Training/Student, HPAC Tandem, Accident X-Country, / Local, Incident Competition, Report SIV) CONFIDENTIAL 

/ Le but du vol 

Site (formation/étudiant, / Site: 

Is this an Accident 

tandem, 

or 

vol ACVL 

Incident? 

voyage, 

ACVL 

HPAC Rapport 

/ 

vol 

Rapport Est-ce Accident local, d’Accident 

que 

compétition, 

d’Accident c’est / Incident un Date / Province Time SIV) ou accident ou 

Report : of d’Incident of 

d’Incident Accident/Incident 

Accident/Incident / Province: 

ou – incident? CONFIDENTIAL 

– CONFIDENTIEL 

CONFIDENTIEL 

/ 

/ 

Date 

L’heure 

de l’accident/incident: 


Is Purpose this an of Accident Flight (Training/Student, or Incident? ACVL / Est-ce Tandem, Rapport que c’est X-Country, d’Accident accident Local, ou / Competition, Is 

Type (HG PG) / Type (DP ou PP): 

Time 

Site Province this 

ou incident? / d’Incident Site: 

an 

of Accident/Incident 

/ Accident Province: SIV) –/ Le or Incident? 

CONFIDENTIEL 

but du 

/ L’heure 

vol / Est-ce que c’est un accident ou incident? 


(formation/étudiant, tandem, vol voyage, vol local, compétition, SIV) Type 

Type Is this (HG an Accident or PG) / Type or Incident? (DP ou PP): / Est-ce que c’est un accident ou Province 

Purpose Site incident? /: 

(HG Site: of 

or 

Flight 

PG) / 

(Training/Student, 

Type (DP ou PP): 

PILOT INFORMATION / Province: / INFORMATION Tandem, DU PILOTE X-Country, Local, Competition, SIV) / 

Is this Date an Accident of Accident/Incident or Incident? / Est-ce / Date que de c’est l’accident/incident: 

un ou Date incident? 


(formation/étudiant, tandem, vol voyage, vol local, compétition, SIV) : 

Is Date this of an Accident/Incident or Incident? / Date / de Est-ce l’accident/incident: 

que c’est un accident ou Site 

Purpose of Accident/Incident 

incident? / Site: 

of Flight (Training/Student, / Date l’accident/incident: 

PILOT INFORMATION / INFORMATION DU PILOTE 

Name / Nom du Pilote: 

Tandem, X-Country, Local, Competition, SIV) / 

Type Time (HG or of PG) Accident/Incident / Type (DP ou PP): / L’heure de l’accident/incident: Time (formation/étudiant, of Accident/Incident tandem, / L’heure vol voyage, de l’accident/incident: 

vol local, compétition, SIV) : 

Type Time Date Name (HG of / Nom Accident/Incident or PG) du Pilote: / Type (DP / Date L’heure ou PP): de l’accident/incident: Purpose Gender / of Sexe: Flight (Training/Student, Tandem, X-Country, Local, Competition, SIV) / 

PILOT Date 

Province 

of INFORMATION Accident/Incident 

/ Province: / INFORMATION / Date de l’accident/incident: 

DU PILOTE 

Date Province Time of of Accident/Incident / Province: // Date L’heure de l’accident/incident: 

(formation/étudiant, 


Gender / Sexe: 

Age / Age: tandem, vol voyage, vol local, compétition, SIV) : 

Name Time of / Nom Accident/Incident du Pilote: / L’heure de l’accident/incident: Site 


PILOT / Site: INFORMATION / INFORMATION DU PILOTE 

Time Site Age / of Site: Age: Accident/Incident Site: / L’heure de l’accident/incident: Address & Contact # / Adresse & Téléphone: 

Gender Province / Sexe: / Province: 

Purpose 

Site / Purpose Site: 

Name PILOT INFORMATION Nom of Flight du Pilote: (Training/Student, / INFORMATION Tandem, DU PILOTE X-Country, Local, Competition, SIV) / 

Province Purpose Address of /& Province: Contact Flight of Flight (Training/Student, # / Adresse & Téléphone: Tandem, X-Country, Tandem, X-Country, Local, Competition, Email Local, Competition, SIV) / Le but du vol 

Site Site: 


/ Courriel: SIV) / Le but du vol 

(formation/étudiant, Age / Age: 

Site Purpose / Site: of Flight (Training/Student, tandem, tandem, vol voyage, Tandem, vol vol voyage, local, X-Country, compétition, vol local, Local, compétition, SIV) PILOT Competition, 

Gender Name : / 

INFORMATION 

Nom / Sexe: du Pilote: tandem, vol voyage, vol local, compétition, SIV) : 

Email / Courriel: 

SIV) /: 

Le / but INFORMATION du vol DU PILOTE 

Address Purpose (formation/étudiant, & of Contact Flight (Training/Student, # tandem, / Adresse vol & voyage, Téléphone: Tandem, vol local, X-Country, compétition, Local, Competition, Passenger 

SIV) : SIV) / Le but du vol 

Purpose (formation/étudiant, of Flight (Training/Student, tandem, vol voyage, Tandem, vol local, X-Country, compétition, Local, Competition, Name 

Age Gender / Age: 

/ Nom 

/ Sexe: / Passager: 

du 

SIV) : SIV) Pilote: / Le but du vol 


Email Passenger / Courriel: / Passager: 

Address 

tandem, vol voyage, vol local, compétition, SIV) Gender Age :/ Age: & Contact # / Adresse & Téléphone: 

/ Sexe: 

Address & Contact # / Adresse & Téléphone: 

Email PILOT 


Age Address / INFORMATION Courriel: 

/ Age: 

& Contact # // Adresse INFORMATION & Téléphone: DU PILOTE 

Passenger / Passager: 


Name PILOT 

Email / INFORMATION 

Courriel: 

Name 

Nom du Pilote: / INFORMATION DU PILOTE 

Address 

Email / Courriel: Nom du Pilote: 

Address 

PILOT Name INFORMATION 

& Contact # / 

/ Nom du / 

Adresse 

Pilote: INFORMATION 

& Téléphone: 

DU PILOTE 

Witness Passenger & Contact / Passager: # / Adresse & Téléphone: 

Gender // Sexe: Nom des témoins: 

PILOT Gender Email 

Name Nom / Sexe: du Pilote: 

Name Witness / INFORMATION Courriel: Nom / Nom du des / INFORMATION DU PILOTE 

Pilote: témoins: 

Email Contact Address / Courriel: 

Name Age Gender / Gender Age: / Nom / Sexe: du / Sexe: 

Age 

Passenger 

/ Age: #/ & Téléphone: 

Contact / Passager: # / Adresse & Téléphone: 

Pilote: 

Gender Contact /#/ Sexe: Téléphone: 

Passenger Email Address Address / Courriel: 

/ 

Contact 

Passager: 

Adresse Téléphone: 

Gender Address Witness Age / Age: / / Sexe: &/ Nom Contact Age: des témoins: 

& Contact # / Adresse & Téléphone: 

# / Adresse & Téléphone: 

Age Email / Age: / Courriel: 

Address 

Email Courriel: 

Age Email Contact Address / Address Age: / Courriel: #/ & Téléphone: 

Email / Courriel: & Contact # / Adresse & Téléphone: 

Contact & Contact # / Adresse # / Adresse & Téléphone: & Téléphone: Reported Witness / By Nom / Rapporté des témoins: par: 

Address & Contact # / Adresse & Téléphone: 

Address Email 


Reported / 

Email Email Courriel: 

& By Contact 

Passenger / Courriel: // Passager: Courriel: / Rapporté # / Adresse par: & Téléphone: 

Contact Passenger Witness #/ / Nom / / Téléphone: Passager: des témoins: 

Email Contact 

Address Passenger 

/ Courriel: # / Téléphone: 

& Contact / Passager: # / Adresse & Téléphone: 

Witness Email Address Contact / Courriel: #/ 

/& Nom 

Téléphone: 

Contact des témoins: # / Adresse & Téléphone: 

Reported 

Passenger Passenger 

By / Rapporté 

/ Passager: / Passager: 

par: 


Passenger Email Address / Courriel: & / Contact Passager: # / Adresse & Téléphone: 

Contact Email / Courriel: 

Contact # / Téléphone: 

#/ Téléphone: 

Reported By / Rapporté par: 

Address Address & Contact & Contact # / Adresse # / Adresse & Téléphone: & Téléphone: ASSOCIATION / ASSOCIATION 

Address Email & Contact # / Adresse & Téléphone: 


Contact # / Téléphone: 

Witness Email ASSOCIATION / Courriel: 

Email Courriel: / ASSOCIATION 

HPAC Witness Reported Membership / Nom By / Rapporté des témoins: # / # par: de membre ACVL: 

/ Nom / Courriel: des témoins: 



Contact Witness 

HPAC Membership 

#/ / Nom Téléphone: des témoins: 

# / # de membre ACVL: 

Reported Club(s) Contact /#/# Club(s): By 

/ Téléphone: 

/ Rapporté par: 

ASSOCIATION 

Witness / Nom des 

/ ASSOCIATION 

témoins: 

Witness Email Contact 

Club(s) Witness / 

/ Courriel: 

#/ 

Club(s): 

Nom Téléphone: / des Nom témoins: des témoins: 

Contact Email / Courriel: 

# / Téléphone: 

HPAC 

Contact 

Membership 

#/ Téléphone: 


ASSOCIATION / ASSOCIATION 

Contact Email Contact / Courriel: #/ Téléphone: #/ Téléphone: 

Email EXPERIENCE / Courriel: / EXPÉRIENCE 

Club(s) 

Reported Email / Courriel: 

/ Club(s): 

Reported HPAC ASSOCIATION Membership By / Rapporté / ASSOCIATION 

# / # par: de membre ACVL: 

EXPERIENCE By / Rapporté / EXPÉRIENCE par: 

Student (Y/N) / Ètudiant (O/N): 

Email Email / Courriel: / Courriel: 

Contact Reported # By / Téléphone: / Rapporté par: 

ASSOCIATION 

Contact Club(s) HPAC Membership /# Club(s): / Téléphone: 

/ ASSOCIATION 


Student (Y/N) / Ètudiant (O/N): 

Rating / Niveau: 

EXPERIENCE Reported By / / Rapporté EXPÉRIENCE par: 

Reported Email Contact # / Téléphone: 

Contact Reported / Courriel: By / Rapporté 

# / Téléphone: By / Rapporté par: 

HPAC 

Email Club(s) / 

Membership 

Courriel: / Club(s): 


Date of first Rating Issue # / # de / Date membre de délivrance ACVL: du premier brevet: 

Student (Y/N) / Ètudiant (O/N): par: 

EXPERIENCE / EXPÉRIENCE 

Contact Email Date of / Courriel: first # / Téléphone: Rating Issue / Date de délivrance du premier brevet: Club(s) Endorsements / Club(s): 

ASSOCIATION 

Email Contact / Courriel: # / 

ASSOCIATION 

Téléphone: 

ASSOCIATION 

/ 

Student EXPERIENCE (Y/N) / Ètudiant Qualifications: 


EXPÉRIENCE 

ASSOCIATION 

(O/N): 

Email Endorsements / Courriel: / Qualifications: 

SIV 

HPAC ASSOCIATION Email Membership / Courriel: 

HPAC 

Training 

/ ASSOCIATION 


EXPERIENCE 

Rating Student Membership 

(Y/N) / Formation 

/ Niveau: (Y/N) / Ètudiant # / # 

EXPÉRIENCE 

(O/N): de membre 

SIV (O/N): 

Date of first Rating Issue / Date de délivrance du premier brevet: 

ACVL: 

ASSOCIATION 

SIV Training (Y/N) ASSOCIATION 

/ Formation SIV (O/N): 

ASSOCIATION Club(s) Endorsements HPAC Membership / Club(s): 

/ 

ASSOCIATION 

Qualifications: 


Student Hagar 

Club(s) 

Date Rating of (Y/N) / first 

/ 

(Y/N) 

Niveau: Club(s): 

/ Rating (O/N): / Ètudiant 

Issue 

(O/N): 

/ Date de délivrance du premier brevet: 

HPAC Membership # / # de membre ACVL: 

HPAC 

SIV Club(s) Hagar Training ASSOCIATION Membership (Y/N) / Club(s): /(Y/N) (O/N): / 

# 

Formation 

//# ASSOCIATION 

de membre 

SIV (O/N): 

ACVL: 

Rating Hagar Endorsements Date of #/ first 

Niveau: / # Hagar: Rating / Qualifications: 

Issue / Date de délivrance du premier brevet: 

Club(s) / Club(s): 

EXPERIENCE 

Club(s) EXPERIENCE Hagar HPAC #/ / Club(s): # Hagar: Membership / EXPÉRIENCE # / # de membre ACVL: 

Date 

SIV Endorsements Training 

of first Rating 

(Y/N) 

/ / EXPÉRIENCE 

Qualifications: 

/ 

Issue 

Formation 

/ Date 

SIV 

de 

(O/N): 

Hagar (Y/N) / (O/N): 

délivrance du premier brevet: 

Total Student 

Student EXPERIENCE Club(s) (Y/N) / Club(s): Ètudiant EXPÉRIENCE (O/N): 

Endorsements 

SIV Training Hours (Y/N) /(Y/N) Nombre / Ètudiant 

/ Qualifications: 

/ Formation d’heures (O/N): SIV totales: (O/N): 

Hagar EXPERIENCE Total Hours # / # Hagar: / Nombre / EXPÉRIENCE d’heures totales: 

Hours Rating Hagar (Y/N) last / Niveau: 90 / (O/N): days / Heures depuis 

EXPERIENCE Rating Student / Niveau: (Y/N) / EXPÉRIENCE 

Ètudiant (O/N): 

Page 90 2 jours: 

SIV Training (Y/N) / Formation SIV (O/N): 

Student Hours last (Y/N) 90 days Ètudiant / Heures (O/N): depuis 90 jours: 

Total Date Hagar of Flights #(Y/N) first / # Hagar: / Rating /(O/N): 

Nombre Issue total / Date de vols: de délivrance du premier brevet: 

Student Date Total Rating / Niveau: 

Rating EXPERIENCE 

of Hours first (Y/N) Rating / Nombre Ètudiant Issue 

/ Niveau: / EXPÉRIENCE 

d’heures (O/N): / Date totales: de délivrance du premier brevet: 

Total Flights / Nombre total de vols: 

Rating Endorsements Date of / first Niveau: Rating / Qualifications: 

Issue / Date délivrance du premier brevet: Hagar Endorsements Hagar 

(Y/N) 

# / # Hagar: 

/ (O/N): / Qualifications: 

Hours last 90 days / Heures depuis 90 jours: 

Date Student of first Rating (Y/N) Issue / Ètudiant / Date de (O/N): 

Total Hours / Nombre d’heures totales: 

délivrance du premier brevet: 

Date SIV Endorsements Training of first Rating (Y/N) / Qualifications: 

/ Issue Formation / Date SIV de (O/N): délivrance du premier brevet: 

Hagar SIV Training # / # Hagar: (Y/N) / Formation SIV (O/N): 

EQUIPMENT Total Flights / ÉQUIPEMENTS 

/ Nombre total de vols: 

Hours Total Hours last 90 / Nombre days / Heures d’heures depuis totales: 90 jours: 

Endorsements Rating / Niveau: / Qualifications: 

Endorsements Glider SIV Training Make, Model (Y/N) / Qualifications: 

& / Formation Year / Marque, SIV modèle (O/N): et année de fabrication de Total Flights / Nombre total vols: 

Hagar SIV Training Date (Y/N) of / (Y/N) (O/N): first / Rating Formation Issue SIV / (O/N): 

SIV Training (Y/N) / Formation SIV (O/N): 

Date de délivrance du premier 

Total Hagar Hours l’aéronef brevet: 

Hours (Y/N) last : 

90 / (O/N): Nombre 

days / Heures 

d’heures 

depuis 

totales: 

90 jours: 

Hagar Hagar Endorsements #(Y/N) / # Hagar: / (O/N): 

Hours Hagar Total Flights # last / # 90 Hagar: / 

days 

Nombre 

/ Heures 

total de 

depuis 

vols: 

90 jours: 

Harness (Y/N) 

Make, / (O/N): 

Model & / Year Qualifications: 

/ Marque, modèle et année de fabrication du harnais : 

Hagar # / # Hagar: 

Hagar SIV (Y/N) 

# / Training / (O/N): 


# Hagar: (Y/N) / Formation SIV (O/N): 



Hagar Helmet # Make, / # Hagar: Model & Year / Marque, modèle et année de fabrication du Hours casque last : 

90 days / Heures depuis 90 jours: 

Hours Total Hours last 90 / Nombre days / Heures d’heures depuis totales: 90 jours: 

Total Hagar Hours (Y/N) / Nombre / (O/N): d’heures totales: 


Total Reserve Hours Hours Flights last 90 / / Nombre days / Heures d’heures total depuis vols: totales: 90 jours: 

Hours Hagar last Make, 90 # days Model / # Hagar: / & Heures Year / Marque, depuis 90 modèle jours: et année de fabrication du parachute : 

Hours Total Flights last 90 / days Nombre / Heures total depuis vols: 90 jours: 


Total Reserve Flights Deployment / Nombre (Y/N) total / Déploiement de vols: du parachute (O/N): 


Description Hours of last Damage 90 days / Description / Heures des depuis dommages: 

90 jours: 


WEATHER CONDITIONS / CONDITIONS MÉTÉOROLOGIQUES 

General / Général : 

Wind speed & direction / Direction et vitesse du vent: 

INJURIES (INCL. HOSPITALIZATION & TIME LOST FROM WORK) / BLESSURES (INCLUANT LA PÉRIODE 

D’HOSPITALISATION ET ABSENCE DU TRAVAIL


Page 2 

Reserve Make, Model & Year / Marque, modèle et année de fabrication du parachute : 

Helmet Make, Model & Year / Marque, modèle et année de fabrication du casque : 

Wind WEATHER Harness 

EQUIPMENT 

Make, 

/ ÉQUIPEMENTS 

speed CONDITIONS Model & Year 

& direction / / Direction CONDITIONS / Marque, modèle 

et vitesse MÉTÉOROLOGIQUES 

et année de fabrication du harnais : 

Glider Reserve Make, Deployment Model &(Y/N) Year / Déploiement Marque, modèle du parachute et du année vent: de (O/N): fabrication de l’aéronef : 


Page 2 

Reserve Make, Model & Year / Marque, modèle et année de fabrication du parachute : 

Helmet EQUIPMENT Make, / Model ÉQUIPEMENTS & Year / Marque, modèle et année de fabrication du casque : 

Harness Description 

Wind INJURIES 

Make, 

speed (INCL. of Damage Model 

& direction HOSPITALIZATION 

&/ Year Description / Marque, 

/ Direction et & des 

vitesse TIME 

modèle dommages: LOST 

et année 

du vent: FROM 

de 

WORK) 

fabrication 

/ BLESSURES 

du harnais 

(INCLUANT 

: 

Glider LA PÉRIODE 

Reserve Make, Deployment Model &(Y/N) Year / Déploiement Marque, modèle du parachute et année de (O/N): fabrication de l’aéronef : 

Reserve D’HOSPITALISATION Make, Model ET & Year ABSENCE / Marque, DU modèle TRAVAIL et année de fabrication du parachute : 

Helmet EQUIPMENT Make, / Model ÉQUIPEMENTS & Year / Marque, modèle et année de fabrication du casque : 

Harness Description Make, of Damage Model &/ Year Description / Marque, des modèle dommages: et année de fabrication du harnais : 

INJURIES WEATHER Glider (INCL. CONDITIONS HOSPITALIZATION / CONDITIONS & TIME MÉTÉOROLOGIQUES 

Reserve 

Make, LOST FROM WORK) / BLESSURES (INCLUANT LA PÉRIODE 

D’HOSPITALISATION OBJECTIVE Deployment 

Model & 

DESCRIPTION (Y/N) 

Year / 

ET ABSENCE OF Déploiement 

Marque, modèle 

ACCIDENT/INCIDENT du parachute 

et année de 

DU TRAVAIL (INCLUDE (O/N): 

fabrication de l’aéronef : 

General COORDINATES & PHOTOS) / DESCRIPTION 

Reserve / Make, Général Model : & Year / Marque, modèle et année de fabrication du parachute : 

Helmet OBJECTIVE Make, DU Model VOL & ET Year DE L’ACCIDENT / Marque, modèle / INCIDENT et année (COORDONNÉES de fabrication du ET casque PHOTOS) : 

Harness 

WEATHER Description 

Make, 

CONDITIONS of Damage 

Model & 

/ 

Year 

Description 

/ Marque, 

/ CONDITIONS des 

modèle 

MÉTÉOROLOGIQUES 

dommages: 

et année de fabrication du harnais : 

Wind Reserve speed Deployment & direction (Y/N) / Direction / Déploiement et vitesse du parachute du vent: (O/N): 

General Reserve OBJECTIVE / Make, Général DESCRIPTION Model : & Year OF / Marque, ACCIDENT/INCIDENT modèle et année (INCLUDE de fabrication COORDINATES du parachute & PHOTOS) : / DESCRIPTION 

Helmet 

HUMAN OBJECTIVE Make, 

FACTORS DU Model VOL / FACTEURS 

& ET Year DE L’ACCIDENT / Marque, 

HUMAINS 

modèle / INCIDENT et année (COORDONNÉES de fabrication du ET casque PHOTOS) : 

INJURIES WEATHER Description 

Wind speed (INCL. CONDITIONS of Damage 

& direction HOSPITALIZATION 

/ Description / CONDITIONS 

/ Direction et & 

des 

vitesse TIME MÉTÉOROLOGIQUES 

dommages: 

Reserve Deployment (Y/N) / Déploiement du parachute LOST du vent: FROM (O/N): WORK) / BLESSURES (INCLUANT LA PÉRIODE 

D’HOSPITALISATION General Reserve / Make, Général Model : ET & Year ABSENCE / Marque, DU modèle TRAVAIL et année de fabrication du parachute : 

ENVIRONMENTAL HUMAN FACTORS FACTORS / FACTEURS / FACTEURS HUMAINS ENVIRONMENTAUX 

INJURIES Wind 

WEATHER 

Description 

speed (INCL. CONDITIONS 

of Damage / Description 

& direction HOSPITALIZATION / 

/ 

Direction 

CONDITIONS 

des 

et & vitesse TIME MÉTÉOROLOGIQUES 

dommages: 

Reserve Deployment (Y/N) / Déploiement du parachute LOST du vent: FROM (O/N): WORK) / BLESSURES (INCLUANT LA PÉRIODE 

D’HOSPITALISATION OBJECTIVE General / Général DESCRIPTION : ET ABSENCE OF ACCIDENT/INCIDENT DU TRAVAIL (INCLUDE COORDINATES & PHOTOS) / DESCRIPTION 

OBJECTIVE DU VOL ET DE L’ACCIDENT / INCIDENT (COORDONNÉES ET PHOTOS) 

WEATHER Description TECHNICAL ENVIRONMENTAL CONDITIONS of FACTORS Damage FACTORS (EQUIPMENT) / Description / CONDITIONS / FACTEURS des / FACTEURS MÉTÉOROLOGIQUES 

dommages: ENVIRONMENTAUX 

TECHNIQUES (ÉQUIPEMENTS) 

INJURIES Wind speed (INCL. & direction HOSPITALIZATION / Direction et & vitesse TIME LOST du vent: FROM WORK) / BLESSURES (INCLUANT LA PÉRIODE 

OBJECTIVE D’HOSPITALISATION General / Général DESCRIPTION : ET ABSENCE OF ACCIDENT/INCIDENT DU TRAVAIL (INCLUDE COORDINATES & PHOTOS) / DESCRIPTION 

OBJECTIVE DU VOL ET DE L’ACCIDENT / INCIDENT (COORDONNÉES ET PHOTOS) 

HUMAN FACTORS / FACTEURS HUMAINS 

WEATHER RECOMMENDATIONS TECHNICAL CONDITIONS FACTORS / (EQUIPMENT) RECOMMANDATIONS 

/ CONDITIONS / FACTEURS MÉTÉOROLOGIQUES TECHNIQUES (ÉQUIPEMENTS) 

INJURIES Wind speed (INCL. & direction HOSPITALIZATION / Direction et & vitesse TIME LOST du vent: FROM WORK) / BLESSURES (INCLUANT LA PÉRIODE 

OBJECTIVE D’HOSPITALISATION General / Général DESCRIPTION : ET ABSENCE OF ACCIDENT/INCIDENT DU TRAVAIL (INCLUDE COORDINATES & PHOTOS) / DESCRIPTION 

HUMAN 

OBJECTIVE 

FACTORS 

DU VOL 

/ FACTEURS 

ET DE L’ACCIDENT 

HUMAINS 

/ INCIDENT (COORDONNÉES ET PHOTOS) 

ACTIONS RECOMMENDATIONS 

ENVIRONMENTAL FACTORS 

TAKEN (CLUB / RECOMMANDATIONS 

/ FACTEURS ENVIRONMENTAUX 

INJURIES Wind speed (INCL. & direction HOSPITALIZATION / OR Direction ASSOCIATION) et & vitesse TIME LOST / du CORRECTIFS vent: FROM WORK) APPORTÉS / BLESSURES (LE CLUB (INCLUANT OU L’ASSOCIATION) 

LA PÉRIODE 

OBJECTIVE D’HOSPITALISATION DESCRIPTION ET ABSENCE OF ACCIDENT/INCIDENT DU TRAVAIL (INCLUDE COORDINATES & PHOTOS) / DESCRIPTION 

HUMAN 

OBJECTIVE 

FACTORS 

DU VOL 

/ FACTEURS 

ET DE L’ACCIDENT 

HUMAINS 

/ INCIDENT (COORDONNÉES ET PHOTOS) 

ENVIRONMENTAL TECHNICAL FACTORS FACTORS (EQUIPMENT) / FACTEURS / FACTEURS ENVIRONMENTAUX 

INJURIES 


REPORT ACTIONS REVIEW TAKEN 

(INCL. HOSPITALIZATION 

(CLUB – COULD OR THIS ASSOCIATION) 

& TIME LOST / HAVE CORRECTIFS 

FROM WORK) 

BEEN AVOIDED? APPORTÉS 

/ BLESSURES 

HOW? (LE / CLUB 

(INCLUANT 

RÉVISION OU L’ASSOCIATION) 

LA PÉRIODE 

OBJECTIVE D’HOSPITALISATION DESCRIPTION ET ABSENCE OF ACCIDENT/INCIDENT DU TRAVAIL (INCLUDE COORDINATES & PHOTOS) DE RAPPORT / DESCRIPTION – EST- 

OBJECTIVE CE QUE CET DU ACCIDENT VOL ET DE AURAIT L’ACCIDENT PU ÊTRE / INCIDENT ÉVITÉ? COMMENT? 

(COORDONNÉES ET PHOTOS) 

ENVIRONMENTAL 

HUMAN 

TECHNICAL 

FACTORS 

RECOMMENDATIONS 

FACTORS FACTORS 

/ FACTEURS 

/ 

(EQUIPMENT) 

RECOMMANDATIONS 

/ FACTEURS 

HUMAINS 

/ FACTEURS ENVIRONMENTAUX 


OBJECTIVE REPORT REVIEW DESCRIPTION – COULD OF THIS ACCIDENT/INCIDENT HAVE BEEN (INCLUDE AVOIDED? COORDINATES HOW? / RÉVISION & PHOTOS) DE RAPPORT / DESCRIPTION – EST- 

OBJECTIVE CE QUE CET DU ACCIDENT VOL ET DE AURAIT L’ACCIDENT PU ÊTRE / INCIDENT ÉVITÉ? COMMENT? 

(COORDONNÉES ET PHOTOS) 


ENVIRONMENTAL RECOMMENDATIONS TECHNICAL FACTORS FACTORS / (EQUIPMENT) RECOMMANDATIONS 

/ FACTEURS / FACTEURS ENVIRONMENTAUX 


ACTIONS TAKEN (CLUB OR ASSOCIATION) / CORRECTIFS APPORTÉS (LE CLUB OU L’ASSOCIATION) 


TECHNICAL ENVIRONMENTAL 

ACTIONS 

RECOMMENDATIONS FACTORS FACTORS 

TAKEN (CLUB 

/ (EQUIPMENT) / FACTEURS 

RECOMMANDATIONS / FACTEURS ENVIRONMENTAUX 


OR ASSOCIATION) / CORRECTIFS APPORTÉS (LE CLUB OU L’ASSOCIATION) 

REPORT REVIEW – COULD THIS ACCIDENT HAVE BEEN AVOIDED? HOW? / RÉVISION DE RAPPORT – EST- 

CE QUE CET ACCIDENT AURAIT PU ÊTRE ÉVITÉ? COMMENT? 

TECHNICAL ENVIRONMENTAL FACTORS FACTORS (EQUIPMENT) / FACTEURS / FACTEURS ENVIRONMENTAUX 


ACTIONS 


TAKEN (CLUB 

/ RECOMMANDATIONS 

OR ASSOCIATION) / CORRECTIFS APPORTÉS (LE CLUB OU L’ASSOCIATION) 




TECHNICAL FACTORS 

/ 

(EQUIPMENT) 

RECOMMANDATIONS 

/ FACTEURS TECHNIQUES (ÉQUIPEMENTS) 

REPORT 

ACTIONS 

REVIEW 

TAKEN (CLUB 

– COULD 

OR 

THIS 

ASSOCIATION) 

ACCIDENT 

/ 

HAVE 

CORRECTIFS 

BEEN AVOIDED? 

APPORTÉS 

HOW? 

(LE CLUB 

/ RÉVISION 

OU L’ASSOCIATION) 

DE RAPPORT – EST- 


RECOMMENDATIONS / RECOMMANDATIONS 









Page 3 

HPAC SAFETY OFFICER / OFFICIER DE SÉCURITÉ ACVL 

Marlene Quinn Cornwell Jacob 

Cell: cell: 204.237.0540 

705.795.7717 

Email / Courriel: safety@hpac.ca 

Mail / Poste: 157 Birchdale Ave. 

27 Coronation Winnipeg, Pkwy Man. 

Barrie, ON L4M R2H 7J91S3 

______________________________________________________________________________________ 

* Accidents are investigated to provide guidance toward the prevention of a recurrence. The personal 

content of this report is CONFIDENTIAL. Report analysis is confined to cause-related circumstances and is 

for record keeping and accident prevention purposes only. 

*Les accidents sont soumis à une enquête afin de fournir des recommandations qui serviront à prévenir 

d’autres incidents. Les données personnelles de ce rapport sont CONFIDENTIELLES. Le rapport d’analyse 

sera limité aux causes et circonstances de l’incident et sera conservé dans les archives à des fins de 

prévention.

H a n g G l i d i n g a n d P a r a g l i d i n g A s s o c i a t i o n o f C a n a d a 

5 Mount 5 Millennium Herbert Drive, Rd., Stratford, P.E.I. PEI. C1B 2S3 2H2 

T e l : 1- 8 7 7- 3 7 0- 2 0 7 8 F a x : 1- 9 0 2- 3 6 7- 3 3 5 8 E m a i l : a d m i n @ h p a c . c a 

A P P L I C A T I O N F O R M E M B E R S H I P 

HPAC and Provincial 1 Association Membership Fees 

Includes $3 Million third-party liability insurance, valid Canada wide, and a magazine (see below depending on your province). 

FULL MEMBER: Choose ONE of A, B, C or D OPTIONS: 

A. Ontario, NWT, out-of-Canada residents (includes 

Air Magazine) $0 provincial fee 

B. Manitoba, Nunavut (includes Air Magazine) 

$0 provincial fee 

C. Atlantic Provinces, Saskatchewan, Alberta, British 

Columbia, Yukon (includes Air Magazine) 

$15 provincial fee 

D. Quebec (includes SurVol Magazine) $43 prov. fee $150 

$125 Subscription to AIR Magazine for non-HPAC members $30 

$125 Subscription to AIR Magazine for HPAC members $18 

$140 Subscription to SURVOL Magazine for HPAC members $18 

(Subscription to SURVOL Magazine for non-HPAC members 

is available for $25 direc tly from AQVL.qc.ca ) 

* 

Magazine preference (pick one): 

AIR (English) 

SurVol (French) 

neither (downloaded PDF only) 

Total of Membership Fees (A, B, C or D): 

Total of Optional Fees: 

TOTAL SUBMITTED TO HPAC (Membership + Optional fees): 

New Member? Yes No Check appropriate: HG Pilot PG Pilot 

HPAC/ACVL Membership # (required if you are currently or have previously been a member): 

Name: _____________________________________________________________ Male Female 

Address: ___________________________________________________ City: __________________ 

Province: _______________ Postal Code: ____________ Country: _____________________ 

Club or School Affiliation: 

________________________________________________________________ 

Phone Home: ( ) - Work: ( ) - Cell: ( ) - 

Date of Birth: (day) (month) (year) E-mail: _____________________________ 

Medic Alert: _________________________________ 2 Meter Radio Call Sign: _________________ 

In Case of EMERGENCY contact: _______________________________ Relationship: ___________ 

Address: __________________________________________________ City: __________________ 

Province: ___________________ Postal Code: _______________ Country: ______________ 

Phone H: ( ) - ___ Work: ( ) - ____ 

I wish all the information above to remain confidential (not made available on the list available to other members): 

It is MANDATORY to carry third-party liability insurance to fly most sites in Canada. HPAC/ACVL Liability Insurance is only available 

to members of the HPAC/ACVL. If you are applying for membership please complete the following: 

Did you have an accident or incident in the past year that was not reported? (Yes No ) 

I ACKNOWLEDGE THAT THIS FORM IS AN APPLICATION FOR LIABILITY INSURANCE 

AND THAT ALL THE INFORMATION GIVEN ABOVE IS CORRECT. 

Dated: _____ Signature:____________________________________________________ 

1 The HPAC/ACVL collects Provincial Membership fees on behalf of Provincial Associations. This mandatory fee is set by Provincial 

Associations.

HPAC/ACVL WAIVER 

RELEASE, WAIVER AND ASSUMPTION OF RISK 

I, _______, hereby acknowledge and agree that in consideration of being permitted to participate in Hang Gliding/Paragliding 

programs or activities, I hereby agree to release and discharge Owners and / or Lessors of land who have granted permission for the 

use of property for Hang Gliding/Paragliding programs or activities, the Hang Gliding and Paragliding Association of Canada a/o 

Association Canadienne De Vol Libre, their officers, directors, representatives, employees, members and all other persons or entities 

acting in any capacity on their behalf (hereinafter collectively referred to as Releasee) from all liability and I do hereby waive as against 

the Releasee all recourses, claims, causes of action of any kind whatsoever, in respect of all personal injuries or property losses 

which I may suffer arising out of or connected with, my preparation for, or participation in, the aforesaid Hang Gliding/Paragliding 

programs or activities, not withstanding that such injuries or losses may have been caused solely or partly by the negligence of the 

Releasee 

And I do hereby acknowledge and agree; 

a. that the sport of Hang Gliding/Paragliding and Hang Gliding/Paragliding is very dangerous, exposing participants to many risks 

and hazards, some of which are inherent in the very nature of the sport itself, others which result from human error and 

negligence on the part of persons involved in preparing, organizing and staging Hang Gliding/Paragliding programs or 

activities; 

b. that, as a result of the aforesaid risks and hazards, I as a participant may suffer serious personal injury, even death, as well as 

property loss; 

c. that some of the aforesaid risks and hazards are foreseeable but others are not; 

d. that I nevertheless freely and voluntarily assume all of the aforesaid risks and hazards, and that, accordingly, mypreparation 

for, and participation in the aforesaid Hang Gliding/Paragliding programs and activities shall be entirely at my own risk; 

e. that I understand that the Releasee does not assume any responsibility whatsoever for my safety during the course of 

my preparation for or participation in the aforesaid Hang Gliding/Paragliding programs or activities; 

f. that I have carefully read this RELEASE, WAIVER AND ASSUMPTION OF RISK agreement, that I fully understand same, 

and that I am freely and voluntarily executing same; 

g. that I understand that by signing this release I hereby voluntarily release, forever discharge and agree to indemnify and hold 

harmless the Releasee for any loss or damage connected with any property loss or personal injury that I may sustain while 

participating in or preparing for any Hang Gliding/Paragliding programs or activities whether or not such loss or injury is 

caused solely or partly by the negligence of the Releasee; 

h. that I have been given the opportunity and have been encouraged to seek independent legal advice prior to signing 

this agreement; 

i. that the term Hang Gliding/Paragliding programs or activities as used in this RELEASE, WAIVER AND ASSUMPTION OF 

RISK agreement includes without limiting the generality of that term, the Hang Gliding programs and activities as well as all 

other competitions, fly-ins, training sessions, clinics, towing programs and events; 

j. this RELEASE, WAIVER AND ASSUMPTION OF RISK agreement is binding on myself, my heirs, my executors, 

administrators, personal representatives and assigns and; 

k. that I have had sufficient opportunity to read this entire document. I have read and understood it, and I agree to be 

bound by its terms. 

Signature of Participant: (You must sign here)____________________________ Date: _ 

_____________ 

Participant Name (Type here): 

______________ 

Signature of Witness (Must sign here): _________________________________Date: 

_______________ 

Witness Name (Type here): 

__________________________________ 

Note: You are only required to sign the HPAC Waiver once but we would prefer that you complete one every year. To verify that we 

have a waiver on file for you, visit the HPAC/ACVL site at http://www.hpac.ca.

with the stakeholders will happen soon to increase 

the ease of use and access to retrieve vehicles 

in the LZ. This is a major accomplishment 

for the area to get such cooperation and access to 

public parks. His work will ensure the continued 

ability to fly in the Jasper area of Alberta. Darryl 

has also re-cert as a HG instructor, so he can 

resume teaching HG in the area He operates a 

‘zip line’ that he also uses as a teaching aid. 

The towing season is in full force near Standard 

Alberta (about 1hr east of Calgary) with some 

absolutely incredible numbers being flown. How 

does 54km for your 1st XC sound? Larry did it 

on a Falcon! Leif had a personal best of 177km. 

Way to go Leif. Rob had a 90km triangle (searching 

for a record perhaps), then the next day he 

went 150km! John went 180km! Just 3km short 

of personal best! Michael 185km and Ross went 

190km ending just short of the Sask boarder in 

the 5 hr flight. These pilots will be checked to ensure 

they’re not growing feathers! 

Congrats to Rob Clarkson on receiving a Tandem 

2 HG rating. He’s such an asset to HG in 

Alberta. 

Rob has also been busy representing Canada 

in HG competition. He went to France for the ‘09 

worlds. He travelled to Brazil in early ’10 to sample 

some culture, flying and enjoyed a bit of rain. 

Rumour is, a new Dragonfly tow plane has 

been purchased by a member of the Alberta HG 

community. No announcement on a towing operation 

yet but keep your fingers crossed and ears 

open. 

Margit Nance spearheaded an initiative with 

RCR based in Calgary to re-open a site in Quebec. 

Margit has done an amazing job and presented 

a professional and organized face to RCR 

to get the site re-opened. Look for any announcement 

to follow. 

The 2010 HPAC ADM was held in Cochrane 

this year. Muller Windsports had a dinner 

evening attended by your BoD. We were treated 

to a snow storm that dumped 6” of snow overnight! 

It was great to have the Directors and executive 

out here for a very productive 3 day meeting. 

The HPAC is in very good hands! 

Planning continues for the 2010 Canadian 

National Paragliding Championships in Golden 

B.C. from July 26-Aug 1 We’re hoping for a great 

turnout, great weather and plenty of happy pilots. 

This will be a FAI sanctioned cat 2 meet. I’m the 

‘Meet-Head’ and thankfully I’ve had so many great 

volunteers step up. Check out our facebook page 

for updates http://www.facebook.com/group. 

php?gid=117015208322137 

Lucille (PG pilot from Edmonton) has successfully 

summated Mt. Everest! Read all about it here 

http://myfriendlucille.blogspot.com/ She is an incredible 

woman to say the least! We’re all so very, 

very proud of her! 

That’s all the news I can recall so far. Fly high, 

fly safe and have a great year! 

- Bruce Busby 

Alberta and NWT Director 

HPAC ACVL 

Income Statement 2009.04.01 to 2010.03.31 

REVENUE 2010-2011 Budget Notes for ADM - to be added to / discussed 

REVENUE 

Uncategorized 

AIR Advertising 2,500.00 Based on actuals 

Donation Revenue 200.00 

Finance Charge 25.00 

School Insurance Certificates 2,500.00 Based on actuals 

Site-Event Insurance Certificates 0.00 

Interest Inc 2,200.00 

Badges 

Calendar Sales 3,500.00 Based on actuals 

FAI Sporting Licenses 

Paraglider Magazine Subscriptions 

IPPI Card Fees 210.00 

Log Books 300.00 Based on actuals 

Ratings 1,300.00 

Total Member Sales & Services 5,310.00 

AHPA 19,875.00 

AQVL 26,857.00 

AYPH 625.00 

BCHPA 42,375.00 

Foreign 540.00 

HPAAC 3,000.00 

MHGA 1,250.00 

OHPA 8,875.00 

SHGA 875.00 

Total Full Membership 104,272.00 

Optional Second Magazine 600.00 

Temporary Memberships 3,000.00 Increase on actuals and more visitors 

Total Memberships 3,600.00 

World Team Comp Fees 650.00 Based on actuals 

TOTAL REVENUE 121,257.00 

TOTAL REVENUE 121,257.00 

EXPENSE 

HPAC DIRECTORS' REPORTS // FINANCIALS 

2009/2010 HPAC budget 

EXPENSES 

Uncategorized Expense 5,000.00 Create fund - $5000 - Site Preservation Fund 

Aero Club of Canada 5,350.00 

AIR Editor 5,400.00 

AIR Mailing 4,500.00 

AIR Printing 5,000.00 (based on actuals - change to AIR project???) 

Total AIR Magazine Expenses 14,900.00 

Annual Directors' Meeting 8,000.00 

Auditor Fees 800.00 based on actuals 

Jaime Christensen Award 150.00 

Solid Ground Awards 150.00 

Total Awards 300.00 

Bad Debt 450.00 

Cheque Orders 0.00 

Returned Cheques Charges 15.00 

Service Charges 150.00 

Total Banking Expenses 165.00 

Business Manager Salary 18,900.00 

FAI Badges 0.00 ? Check with Mak Dowsett 

FAI Sporting Licenses 0.00 ? Check with Mak Dowsett 

Filing Fees 30.00 

Legal Fees 500.00 Charity Status work 

Grants 0.00 

Insurance 35,000.00 

IPPI Cards 0.00 

Office Expense 4,500.00 Includes $500 for new logo and appropriate stationary 

Office Equipment 0.00 

PayPal Fees 2,000.00 

Welcome Package 5050 

2009-2010 Calendars (For Resale) 3000 

Web Overhaul Project 4,000.00 To be amortised over 5 years / Project update?? - check with Amir? 

Total Promotions & Marketing 12,050.00 

Safety Documentation 50.00 

Translation Fees 1,000.00 

Web Hosting 400.00 

Programming 2,500.00 based on actuals 

World Team Funding (Endowment Fund) 1,600.00 ? Mark Dowsett - What world events are there in 2010/2011 

Sanction Competition XCXC Funding 2,500.00 ? Mark Dowsett - $250 per event 

CIVL Travel 500.00 

HAGAR Instructor Rebate 500.00 

TOTAL EXPENSES 116,995.00 

TOTAL EXPENSE 116,995.00 

NET INCOME 4,262.00 

Generated On: 2010.4.25 


THE LEGAL BEAGLE 

HPAC'S legal advisor takes a look at waivers 

by MARK KOWALSKY 

Liability waivers are a royal pain in 

the backside, since they take time 

and detract from the business at 

hand, which is to get on with the joy of 

flying. Schools, instructors, launch-site 

owners, LZ owners should all take a second 

look at their waivers and procedures. 

The reality is that many of the waivers 

proffered by organized recreational and 

athletic activity providers would not be 

enforced by Canadian courts, which have 

history of approaching waivers with great 

caution. 

In 2008, two trial court decisions deviated 

from this long-standing trend. In 

Cejvan v. Blue Moutain Resorts Ltd., a 

snowboarder was denied compensation 

for his injuries after he struck snow-covered 

steel pipes on a groomed run. 

In Isildar v. Kanata Diving Supply, the 

dependents of a man killed during a scuba 

diving instructional course were denied 

damages for their loss. The court found 

that there was negligence in both cases, 

but damages were denied because of the 

waivers. 

Despite the risk, few (if any) amateur 

participants in sports pay attention to the 

waivers they sign before engaging in activities. 

And then after getting injured, they 

exclaim to their lawyers: “I didn’t read it. I 

didn’t expect it to matter.” 

Honestly now, when is the last time you 

read everything on your lift ticket at a 

ski hill? 

In the case of hang gliding instruction, 

it is critical the student be given sufficient, 

unhurried time to read and consider the 

waiver, and be given time and opportunity 

to ask questions. They should even be 

given the opportunity to seek independent 

legal advice if they want to. 

The problem for the law is the gap between 

what the participant believes he or 

she is waiving (if anything), and the activities 

for which the provider is trying to escape 

liability. In order to defeat the waiver, 

an injured plaintiff must focus on this gap 

and prove it to the court. 

A waiver is worthless unless the court 

is convinced the participant has truly 

understood and assented to its terms. 

The person signing the waiver must be 

fully educated on the risks that they are 

waiving. 

Note that the waivers did not prevent 

the injured party from suing, they just 

meant that the provider of the waiver escaped 

liability for damages. 

Therein lies the key to the legal protection 

of a waiver: It has to be clear, it has to 

be brought to the attention of the participant, 

and the participant has to agree to 

the terms in circumstances where they are 

making an informed choice. 

Schools, instructors, clubs and those 

who control launch sites really need to 

be both strict and vigilant in the signing 

of waivers. It is no good to simply copy 

someone else’s waiver, because it may not 

cover you. Certainly, take a copy of another 

waiver that you think is good, but 

get your own legal advice before using it. 

Despite the fact that I am a lawyer, this 

is not legal advice, it is only information 

based on which you should get legal advice. 

Be careful out there, and protecti posterium 

(and yes, I know that is not proper 

latin, but it sounds good). 

I am grateful to Roger Oatley and Drew 

Sinclair of the law firm of Oatley, Vigmond 

in Barrie, Ont., on whose article the above 

is loosely plagiarized — with permission.

2010-06 - Hang Gliding and Paragliding Association of Canada

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