2009-12 - Hang Gliding and Paragliding Association of Canada

HPAC
ACVL
AIRmagazine
WILLI 2009
PLUS:
■ The search for a new AIR editor
■ HG Nationals at Sun Peaks
■ SOGA Fun Competition
THE OFFICIAL PUBLICATION OF THE HANG GLIDING AND PARAGLIDING ASSOCIATION OF CANADA • DECEMBER 2009

HPAC
ACVL
AIRmagazine
WILLI 2009
PLUS:
■ The search for a new AIR editor
■ HG Nationals at Sun Peaks
■ SOGA Fun Competition
THE OFFICIAL PUBLICATION OF THE HANG GLIDING AND PARAGLIDING ASSOCIATION OF CANADA • DECEMBER 2009

Contents
AIR Magazine • December 2009 • Volume 23, Issue 04
Douglas Noblet and Fred Perrault over Nelson BC
photo by Douglas Noblet - Wild Air Photography
FEATURES
10 2010 Calendars for sale
11
■
News from SOGA by John Pop
Cover
A scene from the 2009 Willi XC
at Golden, B.C.
See stories, page 14-17.
Photo by Karen Keller
11
■
End of season blow out by Ross Hunter
13 Help wanted: the search for a new editor
18
■
The Hang Gliding Nationals by Terry Ryan
24
■
SOGA Fun Competition by Terry Ryan
REGULARS
06 President
07 Classifieds
08 In Brief
12 HPAC Ratings
27 Incident report form
29 Membership form
AIR MAGAZINE | DECEMBER 2009 3

Fred Perrault soaring Elephant Mountain, near Nelson, B.C.
by Douglas Noblet - Wild Air Photography

FROM THE PRESIDENT
DOMAGOJ JURETIC
P R E S I D E N T
Getting ahead of the story
The 24-hour news cycle means information — and
misinformation — about our sports can quickly spread
As I am writing this, the trees have
lost most of their leaves, marking
the end of the season at most of our flying
sites.
This forces me to reflect on this last season
and the losses we suffered this year. One
of them happened barely a few days ago (in
the last days of October) in Alberta. Another
happened earlier in the summer in Ontario.
Both involved hang gliders. And a third one,
still, happened in the middle of Montreal!
A person used a 150-ft climbing rope tied
it to a hitch on the back of his car. In a city
park, in 50-km winds, he secured himself
to his “wing and harness” contraption and
lifted off. He was facing the wind until he got
wacked hard enough by a gust to do a 180.
Then, he got to the end of his line and, with
the force of a couple of Gs, snapped some
riser lines and came back to meet the planet
at great velocity. The report said that an “experienced
pilot” died while trying to control
his “paraglider or parasail . . . while overflying
the city” (while he was tied to his car at
the end of a 150-ft rope!).
We checked the database, and from our
records, this guy has never been a member
of HPAC. Where did he get his gear? Who
knows.
In Ontario, before the fatality I mentioned
above, a small town paper reported
the death of a hang glider pilot without having
checked the facts. The true story was
that the pilot suffered a broken arm, if my
memory serves me correctly. The reporter
only relied on radio frequency monitoring
to do his story.
Why such a gruesome subject matter?
Simply put, we are an aeronautical discipline
and, as such, it is not our tradition to
stick our heads in the sand. We have things
to learn from every little mishap that pilots
are courageous enough to share with their
fellow sky visitors. But here, the message
that comes out of all this is how important
it is to share this in the most factually cor-
rect way with the public.
In this era of instant news, we must be
ready as an organization to respond to the
24-hour tempo in which news comes out.
We have a fight on our hands and it is a fight
against ignorance about our sport. Never
is it more blatant than in the case of a “pilot
falling from the sky.” I am still not sure
what is the best way to be ready. Maybe it
involves having a pool of instructors ready
to respond as contact reference for news organizations.
But I will look into this.
Speaking of loses, we (HPAC) have to go
through some of our own. And it is no small
loss that our past president and regional
director for Atlantic Canada is retiring.
Michael Fuller was also IAC Chair and he
spearheaded the massive review of our ratings
system. Michael is still an active senior
instructor in Nova Scotia, where he almost
single-handedly developed a vibrant pilot
community.
At HPAC, he was often the voice of reason
and our historical knowledge base. He was
also my mentor for all things HPAC and,
thankfully, he will remain just a phone call
away when I find myself in a bind (which
is bound to happen sooner or later). I am
proud to call him my friend. Hopefully he’s
not a vanishing breed, because the best way
to describe him is gentleman pilot.
As if this wasn’t enough, AIR Editor James
Keller announced that he wanted to retire,
as well. I will reserve my praise for James in
a following issue, but I have to let you know
that we are actively looking for a new editor.
This job is compensated, but comes with serious
responsibilities and deadlines. You will
see more info on page 11.
This transition might be an appropriate
time to ask ourselves how our magazine
could evolve. Probably the next editor will
bring some ideas to the table and that will
become the basis of that discussion.
We have many other spots to fill in our
roster. I don’t know if you remember, but
Gregg Humphries (our Insurance Chair)
retired a few years back. Well, he’s still in his
chair because of a lack of volunteers. So, we
still need a volunteer with some insurance
expertise to advise HPAC and relieve Gregg
from this forced labour. Gregg is still hanging
on, but please could someone give him a
well-deserved break?
You want some spots in HPAC? Three
directorships are up for elections. Alberta,
Manitoba and Quebec have directors whose
terms are ending Dec. 31.
Interested candidates are invited to contact
Sam Jeyes, our business manager, at
bm@hpac.ca to announce their intentions
as soon as possible.
In the interest of democracy, our business
manager will be as accommodating
as possible — but don't wait.
Are you an instructor and roaring to have
a say at HPAC? With the huge project of establishing
national standards and working
on the content that will become the reference
in our instructional system, there will
never be a better time to get involved. Steve
Younger, a senior hang gliding instructor
from Ontario, has just taken over the IAC
with that mandate. He is looking to build a
nationally representative team to tackle this
huge job.
The train will leave the station shortly —
you can be on it and have a say about where
it goes and how fast, or just watch it roll by.
If you want to be on it, please contact Steve
Younger at iac-chair@hpac.ca. If you are
not part of the next IAC, please be ready to
participate by reading and responding when
needed to any communication sent by Steve
and his team.
Currently, we are also opening a review
period for our new ratings. Now that we
went through a season with these new requirements,
it is time to review them. To that
end, we need your feedback, good or bad.
We need to know what impact these new
ratings and requirements had on you. While
6 AIR MAGAZINE | DECEMBER 2009

FROM THE EDITOR
No more horizons wider than Hope! No more
the franchise of the sky, the freedom
of the blue! No more! Farewell to wings!
Down to the little earth!
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: MICHAEL FULLER
Business Manager: SAM JEYES [bm@hpac.ca]
Éditeur du Survol: ANNE-SOPHIE GUENIER
[survol@hpac.ca]
Competition Committee Chair: MARK DOWSETT
National Site Preservation and Development
Chair: MARGIT NANCE [margitnance@shaw.ca]
Observer: VINCENE MULLER
[fly@mullerwindsports.com]
FAI/CIVL Delegate: STEWART MIDWINTER
[stewartd@midwinter.ca]
Instructors Advisory Council Chair: MICHAEL
FULLER
Insurance Committee: GREGG HUMPHREYS
[insurance@hpac.ca]
Legal Advisor: MARK KOWALSKY
[lawyer@hpac.ca]
XC Records/Observer: VINCENE MULLER
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
— Cecil Lewis
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.
I am looking for an offer on this equipment.
I would like to sell the entire package rather
than breaking it up. I will be giving somebody
a really good deal — 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. brendon@pei.sympatico.ca
■ 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 and the wing is in very good
condition.
■ APCO, MAYDAY 16 reserve, 23m2,
1.863kg, max load 106kg.
■ 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.
AIR CLASSIFIEDS
you ponder this, it is important for me to remind
everyone that this is not a popularity
contest. The aim is better proficiency for our
pilots and ultimately increased safety. The
biggest challenge is to have some ratings and
requirements that take into account the different
flying sites and experiences from all
over the country. The proper place to share
that crucial feedback is at this address: iac@
hpac.ca.
As I told you in the last issue, we constantly
face all sort of challenges and opportunities
at HPAC and we need the manpower
to face both when they arise. In the
case of the Pemberton launch, it was an
opportunity that required volunteers to be
ready and seize it. Thanks to these (mainly
local) volunteers, the project went ahead
and the work already started this fall. And
all this effort will result in a premier flying
site.
Sometimes, it takes great effort and
perseverance just to keep our sites open.
At Mt Ste-Anne, a tireless bunch of volunteers
is working hard to keep the site
open. In this case, the challenge to our
sport is truly national. We are dealing with
a national ski operator and the final decision
(which is yet to be made) might have
national implications for all flying sites
located on ski resorts. Margit Nance, our
National Site Preservation and Development
Chair, is our fighting general in this
long-hauled battle.
And it is why my main message for this issue
is a reminder. A reminder that our sport
can’t be expected to survive aloft just on autopilot.
It constantly needs an able crew to
keep it going, wherever the flight plan might
take it next.
With the Internet being available even under
the warmer skies of the exotic locales that
a few of us frequent in the winter months,
there have never been so few excuses for not
getting involved in your association to take
care of the sport we all love so much. Please
give us a hint that you care by jumping on
board with us, wherever you may physically
be at the time.
And if you're among the lucky few snowbirds,
please remember those three words:
INSURANCE...... INSURANCE..... INSUR-
ANCE! (medical, emergency evac, etc...)
Don’t leave home without it!
Looking for a quick, simple an elegant solution
for a last-minute holiday gift?
Think of our very chic 2010 calendars.
They really look great and you will be proud
to share them with friends and family.
Happy Holidays with my best wishes for
your loftiest aspirations in 2010!
— Domagoj Juretic
HPAC President
■ 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.
Both of the following gliders are in London,
Ont., and can be seen anytime. For info, call:
Patrick at 519-659-0710.
The price is 1600.00 for all this great stuff:
■ SPORT 167 EUROSPORT (speed bar,very
good shape)
■ SPORT 167 AMERICASPORT (speed
bar,good shape)
■ Spare downtubes (four)
■ Spare wheels (four sets), spare speed bar,
spare base bar (straight)
■ Ball vario (652)
■ Tail fin
■ Manuals batten chart assorted hardware,
cross country bag.
AIR MAGAZINE | DECEMBER 2009 7

IN BRIEF
News from the HPAC world
Board nominations
Nominations are open for three positions
on the HPAC board of directors:
Alberta and Northwest Territories;
Manitoba and Nunavut; and Quebec.
Board members are elected every two
years, with those three regions alternating
election years with the other four.
Interested candidates should contact
the business manager at bm@hpac.ca.
Corrections
The new HPAC ratings requirements
printed in the last issue of AIR incorrectly
stated first aid is recommended for
the intermediate rating. In fact, first aid is
required for the intermediate rating.
Also, in the same issue, an article about
the Ottawa XC Challenge incorrectly stated
that Serge Lamarche participated in the
event. In fact, Serge was not there.
Muller instructor course
Muller Windsports Ltd. will host the
Annual Instructor Course for Hang
Gliding and Paragliding from March 19-
21, 2010.
The course runs from 9 a.m. to 5 p.m.
at Muller Windsports in Cochrane, Alta.
The course will be conducted by John
Janssen (Senior, Hang Gliding) and Keith
MacCullough (Senior, Paragliding).
HAGAR refund
HPAC’s board has approved a motion
to refund up to $100 for any instructors
HAGAR / Transport Canada invigilation
written test fee.
Instructors can only apply once.
It will be paid on completion of instructor
rating.
A copy of the payment must have an
exam date on or after Jan. 1, 2009.
photo by Paul McLennan
Because you deserve to fly
every stinkin' day of your vacation
w w w. f l y m e x i c o . c o m
8 AIR MAGAZINE | DECEMBER 2009

J A M E S K E L L E R
[Ed. note: . . . ]
FROM THE EDITOR
After six years, HPAC's AIR Magazine is about to get a new editor
A I R E D I T O R
It's a funny thing, editing a magazine
about hang gliding and paragliding
when you're not a pilot.
Both of my parents, Karen and Doug
Keller, few hang gliders when I was growing
up, so I was always around the sport.
I've only been in the air once, a short tandem
off tow on the Alberta prairies, looking
down on the patchwork quilt of canola
and grass, surprised at just how quiet it was,
but even that was part of an otherwise typical
weekend.
Trips out to watch the towing, riding in
the back of the old rusty Ford pickup and
watching the pilots shoot into the air after
shouting, "Clear!" The annual camping
trips to Golden, riding up to the Mount
Seven launch or hanging out at the landing
zone, waiting for the pilots to come in. The
Christmas and awards parties at our house
in Calgary, and I'd always be able to sneak
some food, that delicious red-coloured rice
that would be there every time.
All of this no doubt helped when I become
editor at the end of 2003.
I knew what words like thermals, LZ and
cloudbase meant, and that certainly made
the job of editing your stories easier.
Still, it was a learning experience, not unlike
my day job — a print and radio journalist
— constantly learning and making sense
of things I've never before encountered.
It's a learning experienced I've quite enjoyed
over the years, but it's one that's now
coming to an end.
I've put in my notice to leave the editor
position — probably after the next issue.
It's time to move onto to other personal
and professional commitments, and pass
the torch to the next editor.
I hope the pilots that have made this job
possible — writing the stories and snapping
the photos that found their way onto these
pages — continue to contribute, and others
who might have the urge, give it a try.
Don't underestimate how much HPAC/
ACVL members across Canada appreciate
the stories and pictures that tell the story of
free-flight in Canada.
After every issue, I receive several emails
thanking me for the latest edition — but it
is, of course, the pilots who volunteer their
time that deserve the credit.
And for those pilots — and there are
many, after two dozen issues — I am incredibly
grateful.
So thank you, to all the pilots who have
contributed, the HPAC/ACVL board, and
the presidents and business managers over
the years that have helped make this job
easier.
It's been a slice.
– James Keller
AIR Editor
Starting in Manzanillo and surrounding sites
December 15 to February 28
FlyBC’s Mexico Winter Tours
Weekly tour packages for Beginner though to Advanced PG Pilots.
Train to become a Novice/P2 pilot in sunny Mexico on your vacation
with an Advanced HPAC/USHPA Instructor with 15 years experience
with FlyBC Paragliding.
On alternating weeks we provide Guiding and Intermediate to Advanced
Instruction at some of the most beautiful sites in Mexico.
Everything but food is included for one low price.
www.flybc.org/tours.htm // Jim: 604-618-5467
AIR MAGAZINE | DECEMBER 2009 9

2010 HPAC CALENDAR
The 2010 HPAC Calendar is now
available for purchase.
This is a large-format, 11x17-
inch, glossy calendar with flying photos
from all across Canada, coast to coast.
The quality of the photos is stunning
and worthy of our great sport.
The entire calendar is bilingual except
for the cover, which can be ordered in
either French or English.
2010 HPAC calendar for sale
Order yours today, in either English or French,
for just $20
Price
The price of each calendar is $20 plus
$9 shipping. Taxes included.
Orders of up to five calendars will still
be charged the one shipping price.
Please consider ordering more than
one, as they are a great way to celebrate
our sport and will make excellent
Christmas gifts for all your non-flying
friends and family.
All proceeds go back into HPAC.
To order
You can place your order through the
business office via cheque or paypal.
Please specify if you would like a
French or English cover.
Calculate: $20/calendar + $9 shipping
(for up to five calendars)
Via Paypal: Send payment to: treasurer@hpac.ca
Or go to www.hpac.ca/pub/ where
you can click on the link in the righthand
corner and specify the quantity
you want and pay with your credit card
via PayPal.
Via Cheque: Make cheque payable to
HPAC. Include “calendar” in the memo
spot. Send cheques to:
HPAC (Calendar Project)
5 Millennium Drive
Stratford, PEI
C1B 2H2 Canada
Tel: 1-877-370-2078
Fax: 1-902-367-3358
Email: bm@hpac.ca
Quantities are limited so please
order now!
— Amir Izadi
10 AIR MAGAZINE | DECEMBER 2009

A brief note from SOGA
by JOHN POP
NOTES FROM SOGA // BLOW OUT SPECIAL
Well, I don’t know what the weather
was like for the rest of Canada
this summer, but for us in Ontario,
it was cool and wet.
I really can’t call it summer, but we did
have summer in September! We were flying
most weekdays and weekends. Club members
bagged off many days of work to take
advantage of the awesome thermal days.
Many pilots would boast of flights averaging
one to four hours on many days.
One day, there were about nine or 10 pilots
who showed up for the crystal-clear blue
sky. Not a cummie in sight, but many blue
thermals were lurking about. There were six
to eight of us working the skies riding the lift
anywhere from 3,500 to 5,500 ft ASL in gaggles
of two to six gliders at any one time.
We also shared the air with many sail
planes from York Sailing, who are our neighbours
just a couple of kilometres from our
field. Needless to say, we generally were well
above them that day.
As you can see from the picture, Ontario
is a Mecca for XC flying, as there are many
large flat fields for landing.
SOGA is slowly growing again, with new
members joining each year, from 31 to 78
years young. Some pilots as far as New York
State are starting to come up more often for
the awesome flying and great camaraderie.
As an added value to the club, Mark
Dowcett and Steve Younger have started a
separate business in hang glider sales and
a training school to teach prospective pilots.
(Grand Valley Hang Gliding — www.
hangon.ca).
Collectively, with SOGA and Grand Valley,
we are trying to encourage new people
to take up hang gliding.
Consider visiting us on your next trip to
Ontario: www.soga.ca.
End of season blow out special
by ROSS HUNTER
It was getting close to the end of the flying
season, and I was looking for one last
prairie flying day. Looking over my busy
social schedule, it looked like the weekend of
Sept 19 would be good. XC skies confirmed
this with some pretty colors I had not seen
since the spring.
I made a few phone calls and it wasn’t
long until John Mac, Eric Boisvert and Rob
Clarkson were on board.
The day started out looking real fine, blue,
and wind not too strong, but the closer we
got to the tow road, the stronger the wind
became.
First, we towed up Eric. He made one
circle and was blown about 1,000 ft behind
takeoff, and on the wrong side of a creek. After
hauling Eric’s gear back across the creek,
I decided it was too strong for John, but
thought I was OK to go.
The sky did not look very good, with high
overcast and a few sunny spots, but I was
there set up and ready to go. Rob Clarkson
decided not to set up, as he arrived later, and
it really did not look that inviting, but said
he would help with retrieval should I make
more than one turn.
It was bumpy on tow, and John and Eric
were out of rope way before they ran out of
road. I radioed down to park the car to increase
the pressure so rope would not pull
out. I’d waited on tow for a thermal.
I gained about 200 ft as the rope straightened
out between myself and the car, then
just waited. After a few minutes I was in 100
up, released and started turning. Very week
lift, but I was gaining altitude and had retrieval
worked out. Life is good.
Wasn’t long until I was out of sight of Rob
and John, but my radio crackled, and I was
able to broadcast my position.
They figured out my drift and ground
speed and were hot on my trail. I stumbled
around 1,500 ft above ground for awhile
then popped up to 4,000, 5,000 and eventually
6,000 ft above ground. After a couple
hours, my luck ran out and I was 115 km
from take off. Rob and John showed up with
my glider still on the “A” frame, but it wasn’t
long until we were off to Hana for a delicious
Chinese diner.
Thanks Rob and John for your help. You
can really relax in a flight when you know
retrieval is worked out — and when they‘re
chasing you, well, it’s even better.
When I took off, I really thought I would
be going somewhere in the 3-10 km range,
not more than 100.
I think some of our favorite flights are the
ones where we did not think it was going
to be all that great and we managed to get
a good flight. It can be soaring a ridge when
the flags really did not look that great on the
drive out, or launching when the flag is kind
of light, but getting up anyways, or having
a nice XC when the sky did not look that
good. I can hardly wait for spring.
AIR MAGAZINE | DECEMBER 2009 11

RATINGS
RATINGS BOARD
HPAC ratings issued between July 1, 2009, and Sept. 30, 2009
RATING PROV. RATING OFFICIAL MEMBER DATE
HG Beginner NS Michael Robertson Harry Daigle 1-Aug-2009
HG Novice BC Michael Robertson Jon Orders 3-Jul-2009
HG Novice On Michael Robertson Adam Sheppard 1-Aug-2009
HG Intermediate BC Michael Robertson Jon Orders 3-Jul-2009
HG Intermediate On Michael Robertson Milko Angulo 6-Aug-2009
HG Intermediate On Michael Robertson Nikolaus Wellstein 30-Sep-2009
HG Intermediate On Steven Younger Peter J. Morgan 12-Sep-2009
HG Advanced BC Michael Robertson Jon Orders 3-Jul-2009
HG Advanced Qc Vincent Vaillancourt Hugo Fournier 3-Jul-2009
PG Beginner Ab Keith MacCullough Ian Haigh 31-Jul-2009
PG Beginner BC Jayson Biggins Hans Dahler 1-Aug-2009
PG Beginner BC Jayson Biggins Paul McLennan 1-Aug-2009
PG Beginner BC Claudio Mota James Breau 1-Aug-2009
PG Beginner NS Michael Fuller George Boudreau 29-Aug-2009
PG Beginner NS Michael Fuller James Emery 10-Sep-2009
PG Beginner Qc René Marion Daniel Di Domenico 30-Sep-2009
PG Novice Michael Fuller Walter Ludwick 20-Aug-2009
PG Novice BC Thomas Clark Walter Geissbuehler 31-Jul-2009
PG Novice BC Glenn Derouin Ron Clark 19-Aug-2009
PG Novice BC Glenn Derouin Philip Howe 19-Aug-2009
PG Novice BC Glenn Derouin Emmanuel Lavoie 16-Jul-2009
PG Novice BC Alan Polster Dave Sproule 30-Sep-2009
PG Novice BC Dion Vuk Guy Herrington 30-Sep-2009
PG Novice BC Dion Vuk Rajeev Nongpiur 19-Aug-2009
PG Novice BC (BoD) Jason Faulkner 17-Jul-2009
PG Novice On Eric Brent George Holborn 5-Aug-2009
PG Novice On (BoD) Carlos Olivera 12-Sep-2009
PG Novice Qc Jocelyn Lapointe Martin Cote 1-Aug-2009
PG Novice Qc René Marion Guy Desgreniers 3-Jul-2009
PG Novice Qc René Marion Daniel Di Domenico 30-Sep-2009
PG Novice Qc René Marion Jimmy Marois 4-Aug-2009
PG Novice Qc René Marion Bruno Matte 19-Aug-2009
PG Novice Qc René Marion Bernard Rouzaud 3-Jul-2009
PG Novice WA Thomas Clark Pilat Zenon 17-Jul-2009
PG Intermediate BC Pawel Boryniec Maciej Siwocha 1-Aug-2009
PG Intermediate BC Glenn Derouin Jonathan Wreglesworth 1-Aug-2009
PG Intermediate BC Jason Leus Frederic Perreault 6-Jul-2009
PG Intermediate BC Keith MacCullough Ryan Letchford 3-Sep-2009
PG Intermediate BC (BoD) Andrei Kravchenko 30-Sep-2009
PG Intermediate BC (BoD) Magali Lalonde-Legault 29-Aug-2009
PG Intermediate BC (BoD) Claudia Schwab 6-Sep-2009
PG Intermediate Qc René Marion Bernard Rouzaud 3-Jul-200 9
PG Intermediate Qc (BoD) Daniel Lavertu 3-Jul-2009
PG Advanced BC Pawel Boryniec Peyman Imani 31-Jul-2009
PG Advanced BC Pawel Boryniec Maciej Siwocha 1-Aug-2009
PG Advanced BC Jeff Muldoon Frederic Perreault 10-Sep-2009
PG Advanced BC Jim Reich Alan Polster 17-Jul-2009
PG Advanced Qc René Marion Bernard Rouzaud 3-Jul-2009
PG Advanced Qc Vincent Vaillancourt Hugo Fournier 3-Jul-2009
12 AIR MAGAZINE | DECEMBER 2009

AIR EDITOR WANTED
HPAC is looking for a
new AIR editor
Applications due Dec. 31 to takeover
editing and layout duties
James Keller's departure means
HPAC is seeking a new editor to
put together the association's official
quarterly publication.
AIR is the official magazine of HPAC/
ACVL, and is sent to nearly all members
outside Quebec, and some in that province,
as well.
It is the primary tool the association
and its board of directors have to communicate
with members across the country,
featuring regular notices that are required
to be included.
But AIR is also a chance for association
members to tell the story of free flight in
Canada, in writing and in pictures.
The job
The AIR editor is a paid position, hired
by HPAC as a contractor to produce the
magazine.
The position deals with every aspect of
putting together the magazine, including:
■ Soliciting articles and advertisements.
■ Editing the articles for the magazine
for content, grammar and style (using the
industry standard, The Canadian Press
Style Guide).
■ Laying out the magazine.
■ Working with the printer and distrobutor
to ensure the issues are correctly
printed and sent to HPAC members and
subscribers.
The editor is required to have his or her
own access to the hardware and software
required to produce the magazine.
The editor is paid a set rate per issue, as
well as incentives for attracting new advertising
and writing articles.
How to apply
Interested applicants should contact the
HPAC business manager, Sam Jeyes, at
bm@hpac.ca.
Applications are due on Dec. 31, and the
position will start early in the new year after
a decision by the HPAC board.
APCO Fiesta over Elephant Mountain, near Nelson, B.C.
AIR MAGAZINE | DECEMBER 2009 13

WILLII XC
Karen Keller
back to the willi
by serge lamarche
THE 2009 WILLI CERTAINLY WAS
one of the most difficult and dangerous
to date. Four days with stormy gust
fronts and the last day was a bit hard for
paragliders. Still, fantastic weather every
day except one.
Indeed, right on the first day, Saturday, a
superb afternoon had a growing thunderstorm
southerly, which exploded violently
around 6:30 p.m. in Golden. For people
who do not know, these gust fronts generate
stunning strength and speed.
Three hang gliders were able to reach
the official LZ, while several paragliders
couldn’t, since the wind reaching 70 km/h,
exceeded their flying speed.
One paraglider fled north fast and far
enough to land before the gust front reach
him. The others were too low. One landed
at the airport, another in a baseball field in
town, another in a slough, and one more
in the CPR yard, all while flying backwards.
Some bruises, no worse.
The three hang gliders that landed during
the gusts had to manage. One only
broke a downtube. The second broke
two, bent more tubes and seems to have
cracked a few ribs landing flat hard on the
belly. He slightly banged a knee as well.
The third maneuvered a bit better, but
the ground slid fast on his medium size
wheels. He scraped his knees and face in
spite of a full-face helmet.
Day 2 was too windy and only one pilot
flew.
Day 3, a thunderstorm to the north this
time created a terrible gust front again that
caught only one by surprise in flight. Gay
Leblanc found himself in the river and no
doubt his helicopter water landing training
contributed to his good survival. No
harm, only some dacron scraped off the
left leading edge, and lots of humidity.
Day 4 ended with a thunderstorm again,
but this time all were already sheltered.
Only beautiful on Day 5. One paraglider
scratched too much and was forced to
land in a clear cut. He found himself facing
a bear and called 911, which triggered
a search. The police were still looking
while he finished dinner at GEAR. The
phone company had located the call at less
than 15 km from their Harrogate antenna.
Good to know in case of real emergency.
Day 6, I decided not to fly. Too much
storm in the air.
Day 7 was very beautiful and hot. An
inversion was stopping the thermals and
distances were few.
Day 8, all is very beautiful, but the
14 AIR MAGAZINE | DECEMBER 2009

WILLII XC
Vincene Muller
Karen Keller
Vincene Muller
clouds appeared perky enough to predict another thunderstorm.
Good flights by all except the three late ones
that got caught by another gust front. Only one had to
land in the gusts and broke a downtube. The other two
promptly fled south to land in calm air, narrowly avoiding
the worse.
Day 9, thermals were described as hard. Most free fliers
didn’t go far. Two paragliders went down under their
reserve. One walked out of the woods on his own. The
other, a woman, called for help by radio and was finally
rescued before sunset by a helicopter SAR team.
The awards and closing dinner went very well and the
atmosphere was more social. I must thank all the participants
for their good humour in spite of the difficulties.
The group seems closer since last year. An atmosphere of
mutual aid brings much to the group.
Big thank you to all who participated, volunteered,
retrieved, cooked, endured, sponsored, etc., during the
week. The conditions were challenging.
Thanks in particular to John McIsaac for his support,
to Karen Keller, our co-organizer, to the local landowners
that showed patience and seem to enjoy our adventures,
to Alpine Helicopters and the search-and-rescue
team for saving one.
Photo contest
Vincene Muller
The Willi 2009 is not quite complete yet. The photo
contest held by Glenn Bitterman was not judged because
of other concerns during the event. However, Glenn has
collected and sent me the photos, and they are now posted
on a voting page at:
http://sergewebservice.ca/seven/wmxcc_photo.html
Please vote for your favourite photos!
// Continued, next page . . .
AIR MAGAZINE | DECEMBER 2009 15

WILLII XC
WILLI 2009 RESULTS
PARAGLIDER ADVANCED
1 Igor Bogdanov
2 Nicole McLearn
3 Robin Sather
4 John Haigh
5 Raul Sanchez
6 Igor Tolsky
7 Guy Leblanc
8 Brett Yeates
9 Ryan Letchford
10 Fedja Mulabdic
11 Keith MacCullough
12 Greg Hemmingway
13 Norm Lawlor
14 Lyle Johnson
15 Sandor Barth
16 Randy Parkin
17 Mike Waddington
18 Dave Corbin
19 Rob Green
PARAGLIDER INTERMEDIATE
1 Al Thielmann
2 Dale Osmond
3 Veronica Dubak
4 Magali Legault
5 Stu Cobbledick
6 Dannie Wolf
7 John R. McIsaac
8 Oleg Sotnik
9 Rob Rae
PARAGLIDER NOVICE
1 Andrew Berkley
2 Louise Bouchard
3 Doug Litzenberger
4 Andrew McLellan
5 Evelyn Peters McLellan
6 Devin McMurdo
7 Vincent Wolf
8 Karen Girouard
TOPLESS HANG GLIDER, ADVANCED
1 Rob Clarkson
2 Fiona Katay
3 Doug Litzenberger
4 Gary Braun
5 Greg Leslie
6 Ken Nicholson
7 Rob Green
8 Ross Hunter
9 Doug Keller
10 Leif Hanson
HANG GLIDER W/KING POST, ADVANCED
1 Serge Lamarche
2 Tim Middlemiss
3 Chris Culler
4 Guy Leblanc
5 Christine Nidd
6 James Komarniski
7 Dave Corbin
8 Moore Newell
9 Dave Bacon
HANG GLIDER INTERMEDIATE
1 Jason Dyer
2 Phil Siscoe
3 Rob Stagg
HANG GLIDER NOVICE
1 Gilles Normandeau
2 John Chisholm
Vincene Muller
16 AIR MAGAZINE | DECEMBER 2009

WILLII XC
spashing down in the columbia river
g u y l e b l a n c g e t s w a t e r l o g g e d w h i l e h a n g g l i d i n g a t t h e w i l l i
Climbing the Pagliaro cliffs, I
am preparing my final glide
back to the GEAR LZ. A growing T-cell to
the east gave me concern, but I am now
past it and will be landing shortly.
As I set out across the gap, I get hammered
with strong persistent sink. The LZ
quickly becomes unreachable, so I turn
back towards the nearby 15-km field, but
I plummet rapidly out of range. A couple
small fields below are my only escape.
Turning final above Highway 95, I
hit the full force of the gust front and
get blown back despite top speed on my
XC142.
Behind me is a steep embankment leading
to the Columbia River and associated
marshes. My choices are crashing into wildly
swinging trees or going for a swim. I turn
right and promptly get pushed sideways
over the 200-ft cliff. A fierce rotor slams my
left wing, sending me out of control into a
steep left turn towards the embankment.
I roll right with all my might, barely miss
the trees, then hit the water in a descending
right turn.
SPLASH!!
In-flight mayhem turns to peace and
quiet underwater. Just like during my helicopter
underwater egress training, I took
a deep breath before the plunge, giving
me time to consider the options. Should I
release my harness buckles, cut my hang
loop or undo the carabiner? A quick glance
shows more light behind me than in front,
so I push out the control frame, lift the glider’s
keel, and pop my head out of the water,
just behind the trailing edge.
The hang glider is floating nicely nosedown,
my harness is also buoyant, and I am
drifting slowly with the current.
I quickly toss my gloves and sunglasses,
then I undo the carabiner to separate my
harness from the glider. I grab a wing tip
and swim while pulling the glider across
the river, towards the shore closest to the
road, drifting nearly 800 metres from the
impact point.
Reaching the steep, boulder-built shoreline,
I try to lift the glider out keel first, but
can’t get secure footing. Shivering in the
cold water, I streamline the glider in the
current and remove my harness and flight
instruments. Repositioning the hang glider
requires me to push off into deeper water,
then rotate the nose towards shore. More
failed attempts and urgent physiological
needs convince me to give up, so I jam the
nose wires in submerged rocks and get out.
I strip off my wet clothes in the howling
winds, just as a train whips by on the spot I
would have crashed at the base of the cliff.
I clear the horrific vision from my mind
and climb up to the nearest house, where
caring locals give me dry clothes and let
me call for assistance.
Soon after, my friends Leif, Fiona and
Rob help me get the glider out of the cold
river. Luckily, the glider only has superficial
damage. After a full dry-out period, reserve
repack and minor sail tape-up, I am back
thermalling my glider over Mount Seven!
My BlackBerry, GPS and FRS radio fully
recover, but my vario only offers partial
functionality . . .
Final comments:
■ A water landing is not for everyone,
as many pilot drownings have shown.
Panic, a broken arm or being knocked unconscious
could have been catastrophic.
■ Air trapped in the sail and keel allowed
my glider to float for a long time.
Also, my hang-strap length and glider geometry
allowed my head to clear the trailing
edge. Other gliders may not float at all,
and also prevent a pilot’s head from clearing
the sail.
■ Prevention is best: land early if conditions
deteriorate, especially in the mountains.
■ Still, pilots must weigh all options
when facing a crash. Top-landing may be
better than racing a gust front in the valley.
A planned tree-landing may be better
than getting rotored into the ground.
Crashing close to a road is better than in a
remote area.
AIR MAGAZINE | DECEMBER 2009 17

HANG GLIDING NATIONALS
between the sun and the peaks
terry ryan goes to the nationals
There is a lot of angst preparing to
fly a new site where the LZ is way
upwind and nowhere in sight.
But now that I’m in the air, my mind
is at ease knowing I have the height to go
anywhere I want.
The view from a thousand feet over
launch at Sun Peaks Ski Resort in B.C. is
truly spectacular. On a clear day, you can
see glaciers 80 km away. Closer, way down
in the valley, the tiny town is laid out like
a Christmas mantle set — toy houses and
cars, and people too small to see.
The mountains, range after range. fade
to purple. A patchwork of greens and
beiges run up the valleys in three different
directions. And the pines — the tall majestic
pines — reaching high as if to snatch
at your wing. Numerous forest fires mar
the otherwise idyllic scene. But all seems
well. It is the last day of the Canadian Nationals
for 2009 and I am having the flight
of my life.
Oh, What a Flight
There is a hairpin turn, a switch-back
really, where the road climbs the mountain
from Whitecroft to Sun Peaks. You
can see it on any detailed map of the area.
That’s where I found my elevator to the
sky.
I could dance and frolic in the air, losing
altitude in the process, then glide on over
to that elevator above the hairpin turn and
rise up again. Rick and Moore and Dave (I
think) were in the area, too, all watching
each other, searching for better lift.
But this day, for the most part, I was
at the top of the stack. Even after they all
landed, I snagged a thermal at 700 ft above
the LZ and cake-walked back into the sky.
Then, at 1,500 ft, the real magic began. I
decided to tour the valley before landing,
expecting to lose altitude. But I boated
around for 10 minutes or so and found
myself at 3,000 ft.
Lift was everywhere. I flew fast, faster
than I ever have before, twice, three times
around the valley; and still I had 3,000 ft.
I toured the two upwind legs of the valley,
and still I was maintaining altitude. The
guys on the ground were breaking down.
Did they know something that I didn’t?
I scanned the sky for signs of danger.
Fog, a rogue cloud, a gust front. Nothing.
Conditions were beyond perfect.
But the truck would be leaving soon.
And our celebration dinner was tonight. I
shouldn’t stay up too long. But how to get
down? I wanted to hold onto the pleasure
of this flight forever.
But I began a half-hearted search pattern
for sinking air. Once in it, I stood
Wanda (my wonder-wing) on her ear in a
spiral dive. The wind song was louder than
I ever remember as I plummeted downward.
I pulled out at 2,000 ft just because,
and had to search for more sink. Down
again to 1,000. Then flew hard towards the
LZ.
There was a shear at 800 ft and I got
batted around, twanging my side wires
twice. I came in hot on final over the flags,
rounded out, and pulled off a nice threestepper
to compliments all around. A truly
joyful flight.
I was barely unhooked when Rick Hines
handed me a cold beer. How can you beat
that? It was a fabulous finish to a great
week.
Here’s what led up to it.
The Setting
The little yuppy town of Sun Peaks is
nestled in a high mountain valley about
4,000 ft ASL. As soon as you leave Highway
5 and go east, the road climbs and
climbs and climbs. It levels off around
Whitecroft, where the LZ is, then climbs
some more as you approach Sun Peaks.
It is a pretty little place but very touristy.
The pavement stops here and if you
wish to continue exploring the mountains
it is all gravel roads from here on in. Horse
ranches abound, deer are everywhere, and
cattle guards are at regular intervals along
the road.
18 AIR MAGAZINE | DECEMBER 2009

HANG GLIDING NATIONALS
It is cool here in the high pines — even
in summer. A T-shirt is too light in the
mornings and a jacket is recommended
on the mountain. The highest of the three
peaks is Tod Mountain, about 7,000 ft
ASL.
Magnificent 7
It was a good year for Ontario pilots. Ultimately,
seven of us showed up at the Nationals
this year. Five from SOGA; Eugene
Bumbaco from The Soo (free flyer); and
Jim Scoles from Ottawa. WestJet wanted
way too much so we shipped our wings
out via Quik-X Transportation. (By the
way, I used to use Quik-X in my business
before I retired and I’d highly recommend
them for LTL shipments.) Whereas Rick
arrived later, Mark and Milko and Peter
came on Friday and we were all set to go
for the practice day on Saturday. But it was
not to be, due to poor conditions.
Mike and I took the opportunity to
explore the mountains out to McGilvray
Lake and way beyond. Somewhere in the
hinterlands, I lost my cellphone.
Pilots’ meeting, Sunday morning at 8:45
sharp. Gee, it was good to see all the old
guard again and catch up on what’s new. A
good turnout of new pilots too, mostly in
the sport class.
Early Disappointment
Terry launches from Oscar's on Day 1.
North winds that day, the first official
day of the competition, prevented us from
flying at SunPeaks, so we all went to Savona,
just west of Kamloops to a launch site
called Oscar’s.
A light task was called, but a heavy
overcast made it impossible and no one
made it beyond the minimum distance
of 15 km. I got an extended sledder and
managed to make it all the way, over the
power lines, to the (international) LZ.
This LZ is real desert in every sense of
the word. Many pilots landed there and
during a leisurely breakdown the good
mood and enthusiasm was infectious.
The only bad thing around here was the
cactus.
In the end, we all retired to the Fox
and Hound in Kamloops for apres-flight
libations.
Diane was first to get the Lucky Dog
award, landing downwind and coming
out unscathed. Peter was not so lucky.
He had a hard landing at the “bombout”
LZ and a dislocated shoulder put
him out for the duration. What a disappointment
for him — and for all of us.
On the second day, we were back to
Oscar’s launch. At least we were familiar
with it now. We all set up and waited,
and each picked the conditions we
thought were best. I picked poorly and
only got a sledder.
A Near Disaster
I landed in the desert just short of the
power lines and found a cactus-free area
to break down. (Just another one of life’s
little pleasures.) My gawd, it was hot and
dry. A car approaches fast and the passenger
yells, “Hey, ya done great man!" and
disappears just as fast.
Quiet! Hot! Dry! My water is running
low. Two horses with no name amble over
to check out the fallen bird. More distant
dust.
Another vehicle. Our truck this time.
Kathy is driving and Mark is in the passenger
seat. Mark yells, holding his arm at
full length, and extends a can of beer towards
me. Kathy slows down just enough
so I can snag it. And then they’re off, disappearing
over the horizon on another
retrieve. Quiet again. I smile as I clutch
AIR MAGAZINE | DECEMBER 2009 19

HANG GLIDING NATIONALS
my treasure.
The first two draughts are glorious
after the exertion of my flight. I set it
down behind my glider and proceed to
break down. I’m pulling the battens and
flinging them behind me when suddenly
I hear a different sound: the sound of
batten hitting a beer can. I turn around
and see it tipping over. “NOOOOO!!” I
wail as I lunge to save it. It tips back, teeters
three or four more times, then stabilizes
upright. Whew! A near disaster has
been averted by shear luck. I savour the
rest of it even more now as I wait for my
retrieve. That story got me the second
Lucky Dog Award.
I can’t believe my good fortune. After
Day 2 of the Canadian Nationals, I’m
still in first place. Unfortunately, they
tell me I’m sharing that position with
many others who have done equally well
—
like, all of them.
The soaring has not been good with
cirrus and overdevelopment. No one has
made it beyond the minimum distance
of 15 km.
Day 3. Conditions are still not right
for the summit of Sun Peaks (Mount
Tod), so back to Savona again for Oscar’s
launch.
I had a grand one-hour-plus flight to
7,500 ft ASL. I shared a thermal with a
Climax until he went farther back than
I was prepared to go. Later, I soared
awhile with Dave Bacon until he left.
Then the bottom dropped out.
Freight Train
I landed on kind of a mesa in the
desert above the main LZ called the
crash pad. I can well understand how it
got its name. Lining up with the streamers,
I was careful not to get into the sink
over the toilet bowl. I passed the streamers
a bit high but soon rounded out in
ground effect. Flare timing was good but
— what the heck — suddenly too fast —
slammed down on my wheels — rolled
through ground cactus and stopped
hard up against a few sage brush bushes.
Well, that was a surprise.
I spend the next few minutes picking
shit-ball cactus off my shoes and harness.
By the time I get out of my helmet
and harness the wind is dead calm.
I walk back to the streamers to discern
what went wrong when I suddenly get a
sense of unease. Then I hear the rush of
the proverbial freight train coming.
I turn around and look at my wing 200
ft away, and start to run. The normally
rigid sage brush starts waving wildly all
around me. I now hear the roar of the
coming wind. I’m running with long
strides and can almost hear the theme
to Chariots of Fire in my head. At 50 ft,
the gust hits my wing and it rises, clears
the ground, flies backwards, and pounds
down on its keel. I get closer. It rises
and repeats the short flight. I’m almost
there. But not close enough to grab it
before it tumbles over in the wind, once,
twice before it snags temporarily in the
sage brush.
I flop on it and grab the nose wires
before it can go over again. I pull down
and set my stance while a howling wind
blows through, veering 90 degrees before
it finally dies down.
Wow!
Dead calm again. I take some time to
gather all my stuff together again and
start to break down (not me, my glider).
I’m a bit stressed and find myself short
on water again.
The Fruit Angel
While I am contemplating the “strong
and variable” conditions, a little red car
comes up over the crest of the mesa and
drives the dusty trail towards me. It is
Cecilia. She gets out laden with fresh
Okanagan fruit: plump grapes and large
juicy home-grown apples. Oh, what a
treat, out here in this hot dusty place.
Such luxury.
I resist the temptation to say, “Peel me
a grape.” We chat for a while and I assure
her that I am OK for a retrieve. Off she
goes, disappearing into the mirage.
20 AIR MAGAZINE | DECEMBER 2009

HANG GLIDING NATIONALS
I find that it is not possible to set my
keel to the wind because it is changing
so much. I move it five or six times before
giving up.
Hell on Final
When I have my wings folded, I notice
a paraglider approaching at about 800
feet. It is clear he intends to land here. I
face the wind, bend over and spread my
arms to show him the direction. But then
it changes 90 degrees. I turn around and
see a dust devil breaking off. High above
it, he seems to go up for a short time and
I’m thinking, “Low save.”
Then his wing collapses violently and
I’m thinking, “Land now.” He seems to
be attempting an S-turn pattern at 300
ft when his wing collapses again. Woah!
Too close.
He comes out of it penduluming wildly
but at least his wing is flying. At 200 ft,
it collapses again. He lets out a yell. He
plummets earthward. Oh gawd, that’s too
close for comfort.
It snaps out penduluming again with
no directional control. But at least he’s
flying. (Now set it down, buddy.)
At 100 ft, he takes another quarterwing
collapse . I can’t believe what I’m
seeing. I see it fold under the other part
of the wing. He lets out a scream. The
whole issue drops like a stone.
I’m thinking; Oh, no! Not here. Not
now. My first-aid skills are not up to
this. With a woosh and a pop his wing
fills with air when his body is 25 ft above
ground, still dropping fast.
Now slowing. At five ft he pulls full
breaks and leaps to the ground. He lets
out an adrenalin-fed banshee yell and
thanks God he’s alive. I run over and grab
his hand — I’m not sure whether in comfort
or congratulations.
We say little. The experience speaks for
itself. Whew! He got on the radio right
away and warned Tonya not to land here.
Others saw it all from a distance and
many came rushing to our “crash pad”
expecting the worst. But we all went
home with a bit more knowledge and a
lot more respect for desert flying.
Milko makes the first turnpoint and
beyond. Game on. I mention him specifically
because this is his very first National
competition. Way to go Milko.
Greg from California reported that he
landed in a field all purple with flowers.
He said his landing wasn’t so good, but
it was the nicest-smelling field he’s ever
landed in. I suspect it was actually the
sage brush or ruffled junipers he was
smelling.
Burfield Jitters
Ralph Herten, the organizer, has put
so much into this. The 8:45 pilots’ meetings
each morning are always informative
and fun. Top pilots from the day
before share their exploits, and we get
a detailed weather briefing from Mike
Swift. On this, the fourth day, it is decided
that we’re going up the mountain.
Yahoo! This means taking our wings up
on the chair lift. We’re all excited.
Some of us too much so.
Me, the epitome of jangled nerves, I’m
trying to show calm encouragement to
Milko.
The ride up on the Burfield chair is an
exercise in logistics and co-operation. It
all went surprisingly smoothly. At the
top, one must hike all of one’s equipment
about 200 yards to the launch site.
Whatever one brings up the mountain,
one must fly off the mountain.
I am very conscious of the extra weight
and the extra thin air at this altitude.
Now, Google will tell you that the distance
by road from Sun Peaks to Whitecroft
is 7 km; and the bomb-out LZ is
another kilometre beyond Whitecroft.
You cannot see it from launch because it
is over that ridge of trees. Yikes!
It is with great apprehension that I
consider taking off and hope to glide to
the bomb-out field against the strong
prevailing winds. I witness two blown
launches and my nerves get the better of
me. I pack up my wing and leave it on
the mountain overnight.
The task that day was 124 km, but nobody
made goal. Jeff Remple won the
day again by making it to the turnpoint
and most of the way back. Second and
third went to Mark and Tyler.
Kayaks and Cayuses
Everyone around here is geared up for
some form of outdoor activity. It’s good
to see such participaction. In addition
to all the hang gliders, I see tons of bicycles.
They are by far the most popular.
You also see lots of kayaks, canoes,
motorcycles, horses and hiking boots.
I guess the fresh mountain air just inspires
people.
Day 5
I am more relaxed the next day going
up on the chair lift. Relaxed enough
to appreciate the awesome beauty all
around me. I snap way too many pictures
trying, in vain, to capture the essence of
it all. The purple we see everywhere in
the high alpine meadows is fireweed, so
named because it is the first to colonize
and thrive in new open spaces after a
AIR MAGAZINE | DECEMBER 2009 21

HANG GLIDING NATIONALS
forest fire.
As we repeat the work of slugging and
setting up, I find myself huffing and
puffing a lot. I thought I was way out of
shape until I realized that we were 7,000
ft ASL. The safety committee called the
day off due to high and crossing winds
and turbulent air. Some of the guys went
ahead to free-fly, but most of us packed
up and left our wings on top. We walked
down to the top of the active chair lift,
where we met Gabby, Milko’s sweetie,
and her brother, who were mountain
biking all day.
Milko rode the bike down. Lucky dog.
Went searching for my lost cellphone
but never found it.
That night, we had rain and a violent
lightning storm. Many people saw
a strike that set a tree on fire right near
the resort. Luckily, the staff was prepared
and had it out in short order.
Tree Hugger
My wing was all wet the next morning
when I arrived on the mountain. But
that was better than if it got struck by
lightning or crapped on by a bear. Ian
told a story of a bear eating the rubber
handle grips, tires, even the ignition
wires off an abandoned ATV.
Strong southwest winds were crossing
on launch when one pilot decided to go.
As he cleared the ground in mush, his
wing got gusted to the left causing his
wing tip to hit a small tree. With lots of
retained energy, the glider pivoted to the
left struck the ground and flipped over,
violently flinging the pilot’s body into
the air and slamming him to the ground.
We all expected the worst, but he
landed on a thick bed of junipers, saving
him from serious injury. The wing
itself did not fare so well. I overheard a
bystander say, ”Those guys are crazy.”
After things settled down, most pilots
got off in strong winds with twostep
launches. The task was an 82-km
downwind dash to Clearwater. John Mc-
Clintock, on his ATOS, was the only one
who made goal. Jeff Rempel was second
and a bunch of other pilots were pretty
close behind at varying points between
Barrier and Clearwater.
Yesterday, there was only one forest
fire visible from Sun Peaks. But after
the lightning storms of Thursday night,
the mountains were dotted with new
fires. Amazing! The firefighters could
not possibly keep up. It’s no wonder the
fires burn so readily. The lower branches
and under-brush in the “old” forests are
thick and matted and tinder dry.
An impromptu party kicked off at Masa’s
that evening where the hang stories
flowed like the pitchers of beer. Good
fun.
Last Day
After observing conditions on the
mountain, the task committee called “a
small downwind dash to Little Fort.”
There were a few scary launches on
the last day, probably precipitated by the
fact that launching the day before was so
easy. One guy blew his launch completely
and two others almost scraped their
base bar after jumping into it. But they
got away with it. Lucky dogs.
I knew I could do better than that, so
I launched in spite of my apprehension.
I got away cleanly and found lift right
where they said it would be. Thus began
my fantastic flight described above.
Nazca Lines
When you’re flying high above the
world, you see things from a different
perspective. The cars winding up the
mountain roads. Impatient horses milling
in their paddocks. And inexplicable
crop art in the fields, that you can only
see from above, like miniature Nazca
Lines. Just east of the LZ, there was one
such pattern. Farmers often break from
their regular cutting routine and describe
large sweeping arcs with their tractors.
Who knows why. Maybe just for fun.
That, we pilots understand.
Jeff won the day again and finished
with a commanding lead.
Masa’s served up a nice dinner that
night and at the awards ceremony there
were lots of congratulations and goodnatured
ribbing. See the results on the
next page.
Big thanks to Ralph Herten and Ian
MacArthur, his co-organizer, for pulling
off an excellent competition where everybody
had fun competing in a superfriendly
environment. See y’all next year.
On Sunday morning we short-packed
our wings, stuffed them into the shipping
tubes and loaded them onto John’s truck
for delivery to the shipper in Kamloops.
Then the boys headed off to the airport.
In the afternoon, I had a chance to
watch some of the Canada Cup International
Downhill Cycling competition.
Teams of all ages were in from all over
the world.
That is something to see — cyclists
hurtling down the mountain, through
the woods, over the rocks and roots at
breakneck speeds. The ambulance was
there at least twice.
As a bystander I just had to say, “Those
guys are crazy.”
22 AIR MAGAZINE | DECEMBER 2009

SCOREBOARD
HANG GLIDING NATIONALS
TASK 1 TASK 2 TASK 3 TASK 4 TOTAL
1 Jeff Rempel (Cda) Airborne C4 13.5 732 659 595 802 2788
2 Rob Clarkson (Cda) WW - T2 579 414 543 577 2113
3 Ross Hunter (Cda) Moyes - Litespeed S4.5 472 415 563 579 2029
4 Jon Orders (Cda) Airborne - C4 238 413 566 608 1825
5 Greg Kendall (USA) Moyes - Litespeed S4 599 0 482 611 1692
6 Tyler Borradaile (Cda) WW - U2 0 536 556 525 1617
7 Mark Kowalsky (Cda) WW - U2-160 238 554 514 200 1506
8 Mike Swift (Cda) WW - Talon 238 412 177 677 1504
9 Gary Braun (USA) WW - Talon 140 410 342 263 176 1191
10 Leif Hanson (Cda) WW - T2C 144 247 154 512 249 1162
11 Ralph Herten (Cda) WW - Talon 500 0 444 188 1132
12 Dave Bacon (Cda) Seedwings - Sensor 610 F5 238 267 0 497 1002
13 John Mcclintock (Cda) Air - Atos 242 0 725 0 967
14 Milko Angulo (Cda) WW - U2 145 307 133 177 330 947
15 Rick Hines (Cda) WW - Fusion 238 132 362 176 908
16 Christine Nidd (Cda) WW Sport 2 135 341 132 177 209 859
17 Jim Scoles (Cda) Moyes - Litespeed 5S 0 0 199 559 758
18 Jason Dyer (Cda) WW Sport 2 238 170 0 323 731
19 Chris Culler (USA) WW - U2-145 249 0 177 176 602
20 Dave Wagner (Cda) Airborne - C1 13 238 0 177 176 591
21 Terry Ryan (Cda) WW - Sport-2 155 238 0 0 176 414
21 Moore Newell (Cda) WW - Sport-2 238 0 0 176 414
23 Ian McAurthur (Cda) Airborne Australia - C2 305 0 0 0 305
24 Garth Hemming (Cda) North Wings - Horison ET 0 0 0 0 0
24 Peter Morgan (Cda) WW - Ultra Sport 166 0 0 0 0 0
AIR MAGAZINE | DECEMBER 2009 23

SOGA FUN COMPETITION
Surrounded by
Soya Beans
The 2009 SOGA
Fun Competition
by Terry Ryan
So here’s Mark D. He lands out,
about 30 km away. The farmer
strides over as if all is normal and
says, “Hi, I just met your buddy.”
“Huh?” says Mark.
“Yeah,” says the farmer. “He landed his
hang glider right here not an hour ago.
Then another guy came and picked him
up.”
Talk about surprise. Dan Spier had
landed in the exact same spot a bit earlier.
What are the chances that two pilots
would land in the same field 30 km away
completely independently? That’s just one
of the cool stories generated at the SOGA
Fun Competition, held Aug. 1-3, 2009.
We had 12 contestants in this annual
event and many came with wives and kids.
A real family affair. Even more showed up
for Mary’s barbecue steak dinner on Saturday
night.
Winds were high that first day and four
of the 12 did not fly. Of those who did,
four got away and did themselves proud.
Others tried for the spot, but, alas, none
qualified. It was a very tricky day. We
didn’t know quite how tricky it was until
later when we tried to fly a traction kite
and watched its many collapses and surges.
We’ve had so much rain here in Ontario
this summer, you can imagine how pleased
I was to see no rain for the long weekend
forecast. Alas, the wind gods frowned on
us and two of the three days were blown
out. But that didn’t stop the fun part of the
event. It’s always fun when like-minded
people — people united by a common
passion — get together for a weekend. The
core group camped over three nights, so
around the campfire we told stories (about
hang gliding exploits, of course), sang and
solved the problems of the world.
Mornings and evenings, many of us
flew in relatively calm air. Mark D. hauled
out the scooter winch Sunday night and
gave free flights to all and sundry. One
experienced pilot, demonstrating how
the condor can be flown without hands,
got gusted into the beans — to everyone’s
amusement. It cost him dearly. We have a
policy that if you land in the beans, you
must contribute five bucks to the bean
fund, which will go to the farmer at year
end.
During the day, we flew kites, played
horseshoes, worked on the hangar, stocked
24 AIR MAGAZINE | DECEMBER 2009

SOGA FUN COMPETITION
firewood and had a paper airplane contest.
From an organizational perspective,
things went much better for me this year.
We had “civilian” volunteers to look after
things like registration (and other clerical
stuff) and retrieval co-ordination and
driving. That was a big help.
This year, we had a truly international
flavour. Two pilots came up from the Syracuse,
N.Y., area. George and Dan showed
up on Friday with their ATOSes. Woah,
heavy duty! We had to modify our T-dolly
to suit. The V-tail on the ATOS takes some
special consideration when it comes to the
dolly keel support.
Anyway, it’s nice when people come
from away. It gives our little event a certain
stature.
The Saturday night party at Ken and
Mary’s was a big bonus as usual. Great
food and loads of fun. Mary always puts
on a good spread. Some got to drinking
and dancing — in that order. And then repeated
the process.
The campsite at this location is excellent.
A natural clearing in the trees by a
brook. Firepit, barbecue, picnic table.
Sunday night we all gathered around the
campfire for a community supper and
great camaraderie. Shishkebob and smokies
and corn-on-the-cob topped off with
a good pull of Cortel Brandy supplied by
John Pop.
Troy was the last man standing — er
— sitting. All the other die-hards left the
campfire around 2 a.m.
Monday morning. Pizza for breakfast.
Yeah, that’s roughing it. And Tim Hortons
coffee brought in by Peter, the coffee saint.
At the awards ceremony, Ken got first
place, of course. And Terry Davidson was
recognised as this year’s most-improved
pilot. Mary handed out some gag gifts and
put a pointed humourous spin on each
presentation. Everybody was thanked because
everybody pitched in to make the
weekend a roaring success. Well . . . except
Mark S — he’s just the ideas guy.
Before we left on Monday afternoon
Milko and Peter and I short-packed our
wings into long black tubes and prepared
them for shipping out west to the Nationals.
The next big adventure. Gotta love this
sport.
results
Ken Kinzie 1000
Daniel Spier 687
Mark Dowsett 604
Mark Kowalsky 121
Milko Angulo 121
Ryan Wood 121
Peter Morgan 121
Steve Younge 0
John Pop 0
Terry Davidson 0
George Adams 0
Terry Ryan 0
AIR MAGAZINE | DECEMBER 2009 25

Sean White at Dallas Rd., Victoria, B.C.
photo by Paul McLennan
26 AIR MAGAZINE | DECEMBER 2009

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
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d’Incident o
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Hang Gliding and Paragliding Is Association this an Accident of or Canada Incident? / Est-ce que c’est un accident ou incident?
Hang Gliding
Association
and HPAC Paragliding
canadienne
Accident Association
de Vol Libre ACVL Association Rapport d’Accident canadienne / ou d’Incident de Vol Lib
Province / Province:
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Incident Report of Canada
Hang Gliding Association and Paragliding canadienne Type Is this
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of
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(DP – ou CONFIDENTIAL
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de an Accident PG) / Type
Vol Libre d’Incident or Incident?
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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
Type (HG or PG) / Type (DP ou PP):
Is this an Accident or Incident? / Est-ce que c’est un accident ou incident?
Date of Accident/Incident / Date de l’accident/incident:
Type (HG or PG) / Type (DP ou PP):
Time of Accident/Incident / L’heure de l’accident/incident:
Date of Accident/Incident / Date de l’accident/incident:
Province / Province:
Time of Accident/Incident / L’heure de l’accident/incident:
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Purpose of Flight (Training/Student, HPAC Tandem, Accident X-Country, / Local, Incident Competition, Report SIV) CONFIDENTIAL
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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):
Total Flights / Nombre total de vols:
# Hagar: (Y/N) / Formation SIV (O/N):
Total Hours / Nombre d’heures totales:
Total Hours / Nombre d’heures totales:
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 Flights / Nombre total de vols:
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 Flights / Nombre total de vols:
Total Reserve Flights Deployment / Nombre (Y/N) total / Déploiement de vols: du parachute (O/N):
Total Hours / Nombre d’heures totales:
Description Hours of last Damage 90 days / Description / Heures des depuis dommages:
90 jours:
Total Flights / Nombre total de vols:
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

General / Général :
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 :
General / Général :
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
TECHNIQUES (ÉQUIPEMENTS)
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
TECHNIQUES (ÉQUIPEMENTS)
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)
HUMAN FACTORS / FACTEURS HUMAINS
ENVIRONMENTAL RECOMMENDATIONS TECHNICAL FACTORS FACTORS / (EQUIPMENT) RECOMMANDATIONS
/ FACTEURS / FACTEURS ENVIRONMENTAUX
TECHNIQUES (ÉQUIPEMENTS)
ACTIONS TAKEN (CLUB OR ASSOCIATION) / CORRECTIFS APPORTÉS (LE CLUB OU L’ASSOCIATION)
HUMAN FACTORS / FACTEURS HUMAINS
TECHNICAL ENVIRONMENTAL
ACTIONS
RECOMMENDATIONS FACTORS FACTORS
TAKEN (CLUB
/ (EQUIPMENT) / FACTEURS
RECOMMANDATIONS / FACTEURS ENVIRONMENTAUX
TECHNIQUES (ÉQUIPEMENTS)
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
TECHNIQUES (ÉQUIPEMENTS)
ACTIONS
RECOMMENDATIONS
TAKEN (CLUB
/ RECOMMANDATIONS
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?
RECOMMENDATIONS
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-
CE QUE CET ACCIDENT AURAIT PU ÊTRE ÉVITÉ? COMMENT?
RECOMMENDATIONS / RECOMMANDATIONS
ACTIONS TAKEN (CLUB 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?
ACTIONS TAKEN (CLUB 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?
REPORT REVIEW – COULD THIS ACCIDENT HAVE BEEN AVOIDED? HOW? / RÉVISION DE RAPPORT – EST-
CE QUE CET ACCIDENT AURAIT PU ÊTRE ÉVITÉ? COMMENT?
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.

Fred Perrault launching Idaho Peak, near New Denver, B.C.
by Douglas Noblet - Wild Air Photography
AIR MAGAZINE | DECEMBER 2009 31

Satie flying Mount McKenzie near Revelstoke, B.C.
by Douglas Noblet - Wild Air Photography
32 AIR MAGAZINE | DECEMBER 2009