2008-07 - Hang Gliding and Paragliding Association of Canada

THE OFFICIAL PUBLICATION OF THE HANG GLIDING AND PARAGLIDING ASSOCIATION OF CANADA • JULY 2008 

HPAC 

ACVL 

AIR 

AIRmagazine 

SEARCHING 

FOR EL DORADO 

PLUS: 

■ PG AND HG NATIONALS THIS MONTH 

■ MILES IN MAY RECAP 

■ THE NEW XCXC SERIES

Contents 

AIR Magazine • July 2008 • Volume 22, Issue 02 

Playtime in mellow thermals at Golden, B.C., Fall 2006 

photo by David Kunz 

FEATURES 

09 Tragedy on Israel’s anniversary 

12 B.C. XC League By Nicole McLearn 

14 Oscar’s Longest Day By John McClintock 

16 Miles in May By Rob Clarkson 

20 Introducing the XCXC Series By Randy Parkin 

23 Insurance changes By Gregg Humphreys 

30 The Scope of Safety By Andre Nadeau 

Cover 

A scene from Chris 

Wilson’s recent trip to 

Columbia. 

See story, page 18. 

REGULARS 

04 President 

07 Business Manager/Classifieds 

08 In Brief 

10 Events 

25 Incident Report Form 

27 Membership Form 

AIR MAGAZINE | JULY 2008 3

FROM THE PRESIDENT 

DOMAGOJ JURETIC 

PRESIDENT 

Big changes ahead . . . 

The board looks to a strategic 

plan for HPAC/ACVL 

Canadian West Coast importer 

CAYOOSH EXPEDITIONS INC. 

We have a demo centre for all 

the wings and sizes. 

www.cayooshexpeditions.ca 

This spring has left us scrambling 

between an eight-monthlate 

AGM in February, our usual directors’ 

meeting, which was held at the end of April, 

and this year’s AGM, which will be held in 

the second half of June, just before you receive 

this issue. 

If you add the fact that we went through 

a business manager selection process to 

find a successor to Troy Withmore and just 

went through the transition period that this 

entails, you will start to get a feel for what’s 

been going with your bunch of volunteers. 

Troy, being the professional that he is, is 

still working with us and tidying up loose 

ends. And Sam Jeyes has jumped in with 

both feet into the unknown, and he’s already 

doing a fine job of running the business office. 

That office is now in Stratford, P.E.I., so 

please make sure that all correspondence 

with our business manager has the new address. 

As far as AGMs are concerned, participation 

is still minimal, which is sad when you 

think that it takes about five to 10 minutes 

to participate. 

Usually, there a few documents to glean 

over and a few poll questions to click on. It is 

my intention to make the AGMs more and 

more meaningful by using that opportunity 

to get the pulse of the membership. Don’t 

be surprised if we poll you even outside the 

AGM format in the coming year. In the case 

of this year’s AGM, we will have put the new 

insurance policy and a summary from our 

Insurance Chair, Gregg Humphreys, online. 

Those documents will continue to be accessible 

online after the AGM. You can also 

read Gregg’s summary in this issue of AIR. 

While the participation was limited, the 

last AGM included some online exchanges 

between volunteers and members. Even if 

it is not always easy to hear criticism, I can 

tell you that it doesn’t go unnoticed. After 

it’s taken into context, it does guide us and 

4 AIR MAGAZINE | JULY 2008 

in some cases totally influences our policy 

making. That’s democracy in action. 

The annual director’s meeting took place 

in Saskatoon this year. Although we didn’t 

meet as many local pilots as we would have 

liked, the local (Saskatchewan and Manitoba) 

flying scene was very much in our 

conversations. This always leaves us with a 

better understanding of pilots and their issues. 

This is usually the strongest argument 

for holding directors’ meetings in different 

locales on a rotation basis. 

This year’s ADM lasted three days, which 

gave us time to get to know the new directors 

(three incoming directors in the past 

year) and our new business manager. This 

creates the basis of our working relationship 

for the coming year, and since we also 

set our game plan at the ADM, we leave the 

meeting with a good understanding of what 

our priorities should be. This year, our meeting 

started with a back-to-basics discussion 

about our vision for the association. This is 

a summary of what came out of it. 

Strategic planning 

and five-year vision 

HPAC Goal: To promote the sports of 

hang gliding and paragliding in Canada on 

a nationwide basis. 

Basic Foundations: Instruction; information 

on hang gliding and paragliding; 

legal entity; standardization (not policing); 

policy setting; uniformity; regional diversification; 

sustainability; insurance; direction; 

safety; volunteerism. 

Board members’ ideas: 

■ Communication — every member 

should know who their representative is 

and what HPAC does. 

■ Standardizing instruction nationwide 

■ Simplicity and efficiency 

■ Recognizing regional variances 

■ Volunteer friendly, succession plan-

Editor: JAMES KELLER 

air@hpac.ca 

HPAC/ACVL OFFICERS 

President: DOMAGOJ JURETIC 

[domjuretic@videotron.ca] 

Vice-president: CAS WOLAN [shga@hpac.ca] 

Secretary: AMIR IZADI 

[bluethermal@shaw.ca] 

Treasurer: CHARLES MATHIESON 

[Charles.Mathieson@telus.net] 

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: CAS WOLAN [shga@hpac.ca] 

Man. and Nunavut: QUINN CORNWELL 

Ont.: STEVE YOUNGER 

Que.: DOMAGOJ JURETIC [domjuretic@videotron.ca] 

Atlantic Canada: MICHAEL FULLER 

Business Manager: SAM JEYES 

[bm@hpac.ca] 

Éditeur du Survol: ANNE-SOPHIE GUENIER 

[survol@hpac.ca] 

Competition Commitee Chairman: MARK 

DOWSETT 

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: CHARLES MATHIESON, GERRY 

GROSSNEGGER, QUINN CORNWEL, CHRISTIAN 

BRITTON, 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 Millennium Dr. 

Stratford, P.E.I. 

C1B 2H2 

To fly as fast as thought, 

you must begin by knowing that 

you have already arrived. 

— Richard Bach 

HTTP://HPAC.CA 

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. 


ning. A place on website to check if you 

want to volunteer. 

■ Increase membership – bringing back 

old members and limiting attrition, developing 

a sense of community. 

■ Safety. 

■ Information-Communications. 

■ Sites. 

■ Sustainability. 

■ Legal entity – but unanswered questions 

remain. 

Although this seems a bit theoretical, 

we did bring this to the practical realm by 

building our priority list and game plan 

from this discussion. Let’s go down the list 

of ideas and how they will concretely translate 

into actions in this coming year. 

The game plan: 

■ We will redefine the role of your regional 

representative. He or she will be more than 

the local pilot voting on national issues. Our 

membership needs directors they know by 

name, who they can reach anytime (or most 

of the time!) and who they can complain to. 

Directors must be the bridge between the 

provincial and national volunteers. They 

have to be able to give a snapshot of what 

is going on in their provinces to the other 

HPAC directors (regular reports) and to 

the rest of the country (by a regular piece in 

AIR, possibly). 

■ Standardizing instruction is an ongoing 

goal that is best illustrated with the current 

effort to review our rating system to bring 

it up to more current standards that should 

be pretty equal nationwide. Those standards 

will still take into account the regional diversity 

imposed by geography. This effort 

is currently halfway through and won’t be 

implemented until it can be done so simultaneously 

and comprehensively. 

■ Our new business manager, Sam 

Jeyes, will be very keen on finding ways to 

streamline business processes and services 

to membership. A back-to-basics attitude 

dominates at the board of directors level 

right now. As an example, we stopped providing 

Cross Country Magazine. This magazine 

was provided at minimum savings to 

our members and was causing big headaches 

and eating lots of our BM’s time. Our 

BM will also repatriate most of the day-today 

bookkeeping of our organization. The 

same is true with our recent difficult decision 

to eliminate the family membership. 

■ Regional differences in the way we fly, 

what we fly with and what concerns us as 

individual pilots and as part of a local community 

have to be reflected in the regional 

representation at the national level. 

■ Our organization will always rely 

mainly on volunteers. Since the life span of 

a volunteer career is always limited, succession 

is a part of life in this business. We have 

to think of who comes next and make sure 

that getting on board and up to speed isn’t 

an insurmountable task. So we have to keep 

the organization simple to run. We always 

have to be on the lookout for new volunteers 

and we will provide different places 

where members can express their desire to 

volunteer. Volunteer recognition is still a 

current topic, so we are still on the lookout 

for a formula by which we might modestly 

compensate our volunteers. 

■ On top of our regular marketing concerns, 

we plan to concentrate our efforts on 

enticing ex-members to rejoin while working 

on the attrition side of the equation. 

However, we have to recognize that there 

are many reasons that explain attrition rates 

in our sport — and we must concentrate on 

those which we can influence. We believe 

the main factor is the lack of a sense of community. 

If you really feel part of the group 

that goes on flying, you might just go on flying 

yourself. The main tools to promote this 

sense of community will be the focus of the 

latter part of this text. 

■ Safety is still an Achilles’ heal of our 

sport. We still have a long ways to go even 

if it’s just in getting a clear picture of how 

dangerous or safe our sport is. So on top of 

going after the promotion of safe practices, 

we have to strive for better incident and accident 

reporting. Our depleted safety committee 

definitely needs help. 

■ Even though we have a quarterly magazine 

and a website, we realize there is a gap 

to bridge in our communications with our 

members. The revamped role of the directors 

and the plans we have for the website 

should go a long way in improving the connection 

between your organization and 

you. The first and most concrete example of 

this is the addition of a 1-800 line to reach 

our business manager. As far as in house 

communication, the directors use SKYPE, a 

free Internet voice-chat service. So we now 

talk on a regular basis. It would be great 

to continue to implement this at the local 

level and really create a “communication 

net” between national and local volunteers. 

As far as the AIR Magazine is concerned, 

we’ve started the experimentation by hav- 

..continued next page 



ing it available online, allowing members 

to forego the paper version. But we are also 

experimenting with the paper version. The 

first experiment will to go for full colour 

starting next issue. 

■ Another of our Achilles’s heals — flying 

sites — will be the focus of much attention. 

The first step was to take away the $10 

fee for the site insurance certificates. Now, 

our BM doesn’t have to wait for cheques 

to process certificate requests. The second 

huge step will be the widening of scope 

of the environmental impact assessment, 

which will provide us with a national document 

to defend existing sites and develop 

new ones. Our site preservation and development 

chair, Margit Nance, might have 

some announcements about this in the next 

community. This word seems to be a common 

thread in many of the points expressed 

above. 

To develop this sense of community, 

we have identified tools and means that 

we now consider priorities. From an idea 

brought to us by Amir Izadi, we will develop 

a welcome package for students to make 

them feel part of our community from 

the start. We still have to work out some 

of the details, but this might require our 

instructors to promote the student rating 

for example. 

Newly rated students would get a welcome 

letter, AIR Magazine, XC Magazine, 

a cool calendar — all this with their shiny 

new student rating card. Also, our directors 

would play a more visible role, ideally in 

be the functional services-to-members 

part of the equation, which is what we have 

now. 

Yes, the goals are high. Yes, it might be expensive. 

But we want your input and we will 

seek your approval before going ahead with 

this project, which just might be the biggest 

one of the coming year. 

Another big contributor to this sense of 

community that I am taking about is the 

competition and fly-in scene. 

Although we started the year with a big 

blow by realizing there were no volunteers 

to take on hosting the Paragliding Nationals, 

which resulted in the decision to hold 

them in the U.S., we rolled up our sleeves 

and looked for new solutions. 

That’s when Mark Dowsett and Randy 

“If I could sum it up in word, it would be: community. This word seems to be a common thread.” 

issue of AIR. 

This point touches on concerns brought 

up a previous point, but focuses on soft 

spots in our potential growth. Here, we just 

want to underscore our understanding of 

the very tentative survival of our sport in 

more remote locales and the very tentative 

survival of hang gliding instruction far 

away from the big centres. In those cases, 

the survival often depends on the will and 

persistence of a single instructor. We have to 

see if there are ways to help out those lone 

instructors. 

■ The final point of this discussion 

touched on the legal framework in which 

our sport operates and our organization 

exists. This includes the insurance environment. 

Every so often this framework and 

environment evolve, which requires an 

all-encompassing reassessment of the way 

we do things. We just started this process 

by educating ourselves on the subject. With 

many new directors, who, like me, aren’t 

necessarily aware of the history behind this 

issue, we have a lot to explore and a lot to 

learn. It is still possible that this process will 

bring about some changes to our bylaws or 

simply the way we operate. 

So these are some of the basic themes that 

started our annual meeting. As you can see, 

pretty much all of them have practical and 

immediate applications. From this exercise, 

I can say that I’ve developed what I consider 

to be my own priorities for our organization, 

for our sport and for our community. 

If I could sum it up in word, it would be: 

person but when not possible using a free 

and direct communication net to defeat the 

long distance barrier. 

To defeat this long distance barrier and 

to create this sense of community, we need 

electronic help. This can only take the form 

of an electronic community centred on our 

website. 

To achieve this, we might be talking 

about a major overhaul and/or addition to 

the website. This might involve outside help 

and also quite a bit of your money. To try to 

get it right from the start, we will encourage 

you to communicate with us and tell us 

which the features that you would really like 

to see in this website. 

To attain the goals we are setting for this 

endeavour, the website should have a shiny 

and gripping front display for the interested 

newcomer, a front page with dynamic, inyour-face 

pictures, captivating streaming 

video and direct links to local schools. 

The second part would be the virtual 

community part. We are talking about sideby-side 

local forums, capped by the national 

one. These forums should actually be much 

more than forums, they should be full multimedia 

blogs where members can post 

themselves, be it in text, photos or videos, to 

share locally or nationally, so that my buddy 

Bruce in Calgary could catch the little video 

of the crummy sledder I did at Yamaska that 

same day. That section would be open to the 

newcomers so they can get a sense of this 

community of ours. 

The last component of the website would 

Parkin can up with the idea of our new 

XCXC Series, which you can read about in 

detail later in this issue. 

The XCXC Series is designed to be a takehome 

package to make it much easier, even 

for inexperienced volunteers, to organize 

competitions aimed at regular pilots, which 

would sanctioned by the FAI and follow a 

uniform format across the land. It would 

therefore be possible for a pilot to travel and 

do the whole series of competitions to accumulate 

points. This format would probably 

produce a much higher number of ranked 

pilots. HPAC has earmarked $1,000 to help 

fund the first four scheduled events. To find 

out more, read Randy’s article in this issue 

and visit: goflyxc.com/xcxc. 

As far as marketing is concerned, we have 

decided to associate ourselves with a major 

effort to create a television amateur sports 

network. We have decided to support this 

effort because if it ever where to see the light 

of day, we just might gain a major visibility 

outlet for our sport. We will keep you posted 

on the developments. 

If you add the instruction review and the 

possible website overhaul, I strongly suggest 

that you keep posted through our website, 

AIR, the HPAC e-mail list and your fellow 

pilots. 

Be safe up there and fly sky-high! 

- Domagoj Juretic 

HPAC President 

president@hpac.ca 

6 AIR MAGAZINE | JULY 2008

FROM THE BUSINESS MANAGER // CLASSIFIEDS 

SAM JEYES 

New hands on your money 

Introducing HPAC’s new P.E.I.-based business manager 

BUSINESS 

MANAGER 

First, I want to take the opportunity 

to thank the board of directors 

for bringing me into your association 

to help provide value and organisational 

skills to their operation. 

I certainly enjoy challenges, and I hope 

to provide each member the level of service 

they would expect from a national organization. 

I would also like to take a moment to 

thank Troy and Sharon, the previous business 

managers, for their hard work, dedication 

and professionalism over the past 

two years. With their help and support, I 

have been brought up to speed on a relatively 

quick basis, and effective June 1, I 

am now the sole contact for any questions 

and concerns you may have. 

For your reference, please make a note 

of all my particulars that are listed at the 

end of this column. 

With changes in technology, processes 

are always affected. I would like to take a 

moment to share with you some processing 

time frames so I can give you the right 

expectations. 

Membership renewals, insurance documents, 

ratings and all other member inquiries 

are processed on a weekly basis. 

From a member perspective, there would 

be a maximum 14-day processing time 

from when you send in your documentation 

to when it is mailed back to you. 

The only variable that would affect this 

is incorrect or missing information. If this 

is the case, I normally contact the member 

by e-mail or telephone. Naturally, I encourage 

you all to review your documents 

before sending them to our office to ensure 

you have all your information completed 

correctly. This would include the correct 

payment amount, your member number 

and relevant recommendations, etc. 

I appreciate your participation in this 

as it makes my work more effective, and, 

more importantly, I can provide you with 

a better level of service! 

From a logistical perspective, I am located 

in Prince Edward Island, which is on 

Atlantic Time — four hours ahead of the 

West Coast, an hour ahead of Toronto. So 

if you are trying to track me down, it’s a 

good idea to call in the mornings. 

UP Summit 3 paraglider, burgundy and 

grey, size medium, brand new glider - only 

test flown - new cost $5,000 - selling for 

$4,000. || APCO Edge harness, size L/XL, 

one year old, Black and red, $500 || APCO 

Mayday 18 reserve, $500 || APCO Allegra 

paraglider, size medium, blue and black, 

under 150 hours, $1,000 || APCO Contour 

AIR CLASSIFIEDS 

Going forward, as I start to get a good 

handle on working with the members and 

the directors, I look forward to managing, 

implementing and reviewing the policies 

and future changes that are brought into 

the association. On a personal note, I always 

appreciate feedback to help me serve 

you better, good or bad. 

With summer just around the corner, I 

would like to wish you all a great, exciting 

and memorable summer in the air, and 

if anyone has the opportunity to visit the 

beautiful Island of P.E.I. this summer, give 

me a call! 

– Sam Jeyes 

Business Manager 

5 Millennium Dr., Stratford, P.E.I., C1B 2H2 

Phone: 1-877-370-2078 

Fax: 1-902-367-3538 

Skype: spjeyes 

harness, size L, purple, $250. For all items, 

contact Nisbet at (403)932-1931 or patnisbet@xplornet.com 

Wills Wing Ultra Sport 147 in good 

shape. First reasonable offer takes it. 

ken@5starwatersolutions.ca (519)743- 

9800 


IN BRIEF 

Bite-sized news from the gliding world 

Free Flight now quarterly 

For subscribers — or potential subscribers 

— to Free Flight magazine, the 

publication is going quarterly. 

The change hopefully won’t mean any 

change in the total annual content or price, 

but it will result in more colour covers. 

HPAC stops subscriptions 

for XC Mag 

Attention XC Magazine subscribers: 

starting from this point onwards, 

subscriptions to XC Magazine will no 

longer be available through HPAC. 

After a review of the efforts to keep track 

of our members and the subscription, the 

board and its committee members have 

decided to discontinue the subscription 

through the HPAC renewal process. 

Individual pilots can subscribe using the 

XC Magazine website: www.xcmag.com. 

Ratings news 

The HPAC board has approved new ratings 

for two pilots. 

Jayson Biggins has received a senior 

paragliding rating. 

Steven Milchak has obtained the senior 

hang gliding ranking. 

Panorama Easter results 

By MAX FANDERL 

wasn’t sure, but based on my notes, this 

I was the 10th annual Easter meet. Wow, 

time just flies when you have fun. 

Saturday a picture-book day. Most people 

had about three flights and a lot of 

people made it up to more than 9,000 feet. 

Only six flew out into the valley and others 

decided to land due cold hands. 

Saturday evening, we had pizza and then 

went to the Pup. The party started slow, got 

into boat races, then to our annual “tray” 

race before dancing and music. 

For the food tray race, we had great 

conditions on the hill, but after two races, 

security shut us down for out own safety. 

The board meets at this year’s ADM (from left to right): Sam Jeyes, business manager; 

Charles Mathieson, treasurer; Domagoj Juretic, president/Quebec; Cas Wolan, 

VP/Saskatchewan; Michael Fuller, Atlantic Canada/IAC Chair; Steven Younger, 

Ontario Director/CARs advisor; Quinn Cornwell, Manitoba/safety chair/web; 

Amir Izadi, B.C./secretary. 

Sunday morning, the weather was OK, 

but you could see that snow was coming 

in. We got about four flights in total and 

then stopped due snowfall. At noon, we 

handed out the prizes and then we finally 

could go for a couple ski runs. 

Overall, it was just picture-perfect and 

everyone had a great time. 

By the way, we forgot to clean up the 

landing site with all the attempts to hit the 

Easter Nest. So Penny and I sent the kids 

to friends for a couple of hours and headed 

up the mountain to clean up. We were 

looking everywhere and could not find 

any. We even looked at Taintan Bowl without 

any luck. Eventually we went home as 

we had a hard time to find any under 25 

cm of new snow. 

The winners were: 1st, Mark Tarrant; 

2nd, Andy Gamp; 3rd, Greg Solvbjerk 

FAI record claims 

The FAI has seen a number of worldrecord 

claims recently. 

Austrian pilot Walter Geppert has submitted 

two record claims for a flight this 

past May in his native country. 

The first is for speed over a triangular 

course of 300 km on a rigid hang glider. 

Geppert set a record of 44.86 km/h on 

May 12 at Emberger Alm, Austria. 

There was no previous record in this 

category, and Geppert’s claim still must be 

ratified by the FAI. 

For the same flight, Geppert also submitted 

a claim for distance over a traingular 

course. The flight was 404 km. 

The previous record in this category was 

set in August 2000 by Marcus Hoffmann- 

Guben of Germany. 

Another Austrian pilot submitted two 

tandem paragliding record claims: distance 

over a triangular course, and speed over a 

triangular course of 100 km. 

Lois Grugger was flying, with Petra Lindbichler 

as a passenger, on May 9, 2008. 

The 112-km flight took place at Schareck, 

Austria. The speed claim is for 21.4 km/h. 

If they are ratified by the FAI, the claims 

would replace previous records held by Jurgen 

Stock of Austria. 

In June 2000, Stock had a 101.9-km flight 

with a speed of 19.41 km/h. 

In Namibia, the FAI has ratified a claim 

by a Spanish pilot for out-and-return distance 

on a rigid hang glider. 

Carlos Puñet of Spain submitted a flight 

of 348.4 km at Moreson Farm - Malta Hohe 

in Namibia from Jan. 10. 

The previous record is 338.2 km, set in 

December 2006 by Gil Souviron of France. 


ISRAEL ANNIVERSARY FLIGHT 

photos by Shuki Genzler 

Anniversary marked by tragedy 

Pilot killed in attack day after flight over massive flag 

By ANATOLY COHN 

APCO Aviation 

I 

was just going to send a short story 

about Jimmy Kedoshim flying over 

the world’s largest flag, which was 

specially put together and laid out on Israeli 

soil to commerate Israel’s 60th anniversary. 

Unfortunately, it turned into a very 

sudden tragedy. 

Jimmy Kedoshim was a veteran 

paramotor pilot and multiple Israeli 

paramotor champion. We collaborated 

with him and sought his advice when 

developing our paramotor wings, and he 

was a great help. 

For the 60th anniversary of Israel’s 

founding, which was celebrated on May 

8, a number of Israeli paramotor pilots 

decided to fly over the giant Israeli flag 

laid out near the highway, and which is 

actually the world’s largest flag. 

The following day, on Friday, May 9, 

Jimmy was tending his garden in the late 

afternoon at his home on Kibbutz Kfar 

Aza, which is not far from the border 

with Gaza, near the Israeli southern city 

of Ashkelon. 

Unfortunately, Jimmy happened to be 

in the wrong place at the wrong time and 

an Iranian made mortar shell sent from 

Gaza by Hamas exploded in his garden, 

killing him outright. 

For all my life in Israel, victims of terror 

were something I read about in the 

newspaper or saw on the television news 

while having dinner at home. But I was 

left deeply shocked by the cruel reality 

slamming in my face, when TV became 

a painful reality as a friend was lost in a 

second in a terror attack. 

Jimmy was a great pilot, a good friend 

and life-loving, freedom-seeking family 

man with a huge passion for flying. 

We all will miss him greatly. 


EVENTS 

Events in Canada and below the 49th 

Willi Muller XC 

July 25 - Aug. 3 

Golden, B.C. 

By SERGE LAMARCHE 

The dates of this year’s Willi Muller 

Cross-Country Classic have been 

set. The annual event will be held July 

25 - August 3, as always at Mount Seven 

in Golden, B.C. For complete details, including 

rules and preregistration, visit: 

http://sergewebservice.ca/seven/wmxcc.html 

Here’s what you need to know: 

- Registration is $60, which includes a 

$5 Canadian team fee. 

- 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 a member 

already. Waivers have to be signed by 

participants. 

- This is a Class C HPAC competition, 

but it’s the same format as usual: hang 

gliding and paragliding; skill categories 

for scoring and prizes; the best three distances 

count; out-and-returns need GPS 

confirmation, and so on. For complete 

details, see the website. 

- Schedule: The evening of Friday, July 

25, is for initial registrations and the 

opening-night BBQ. Saturday, July 26, is 

first day of flying and the second-wave 

registrations/BBQ. Registrations allowed 

all week. Sunday, Aug. 3, is last day of 

competition with dinner, trophies and 

prizes in the evening. 

- Breakfasts of pancake and eggs are 

included each morning at around 9 a.m., 

followed by the pilots briefings around 

10. 

- The headquarters of the competition 

are at the GEAR flight park and LZ. 

- Sponsors so far include GEAR (goldenadventurepark.com), 

Muller Windsports 

(mullerwindsports.com), other of 

course sponsors are welcome. 

- Bilingual (French/English) organization. 

- Book your camping/lodging early. 

A scene from last year’s Willi Muller Cross-Country Classic in Golden, B.C. 

HG Nationals 

July 20 - 26 

Golden, B.C. 

The Canadian Hang Gliding Nationals 

will be held at Mount Seven in 

Golden, B.C., July 20 to 26. 

The competition is designed the help 

Canadian pilots prepare for international 

competition, while giving all pilots an opportunity 

to learn new skills and compete 

in a classic location. 

With the 2009 Hang gliding World 

Championships taking place in the southern 

French alps, there is no closer match 

in Canada than Golden. 

The dates of the meet were picked to 

capitalize on the best flying conditions 

this site has to offer. 

The site: A favourite for Western Canadian 

pilots and the site of many competitions, 

the Mount Seven launch sits at the 

end of a 14-km, two-wheel-drive road up 

the mountain. 

The launch can hold upwards of 60 gliders, 

but only 30 are expected on launch at 

any given time. 

Pilot info: An entry fee of $175 per 

pilot is expected with retrieval and rides 

up the mountain left to the individual pilots. 

Pilot registration will be done through 

goflyxc.com. 

Organizers are expecting between 30 

and 40 pilots, but many more could be 

accommodated. 

For more info: Scott Gravelle, 403- 

998-5114 


EVENTS 

Burnaby Mountain, site of the eighth-annual Best Glide Competition. 

photo by Ursula Hunter 

Best Glide 

Aug. 22 

Burnaby Mountain, B.C. 

By THOMAS CLARK 

Come join us for the Burnaby Mountain 

Best Glide Competition, now in 

its eighth year. 

We will continue with the same format 

as last year, but with more prizes and cash 

for our winners. We plan to bring the latest 

wings from Aeros and U-Turn to test 

fly. 

Cost: By donation ($10 minimum). 

Money collected will go to the Bridal 

Falls Web Camera. A special prize will be 

given to the person with the largest donation. 

Location: Burnaby Mountain, of 

course. 

Date: Friday, Aug. 22, 2008. Starts after 

4 p.m., weather permitting. 

There are three events that all qualified 

pilots may enter: 

Solo A: Fly the most laps around the 

trees (taking off from before the path – 

no foot faults). Prize money: $25. 

Solo B: Fly then kite the most laps 

around the trees (foot faults are allowed). 

Prize money: $25. 

Team C: Fly then kite the most laps 

around the trees (foot faults and “helpers” 

are allowed). Prize money: $50. 

The Rules: 

— If during your flight you touch a tree 

or person with your wing, you are disqualified 

from the entire event. 

— You must land on your feet for the 

flight to count. 

— You must be a HPAC or USHGA 

member to enter. 

— And finally, you must have fun. 

2007 Winner: 

Aaron Price was the big winner last 

year. Using his “lucky purple Vitamin,” he 

won both best glide and best kite, collecting 

a cool $75, a U-Turn Team jacket, a 

bottle of fine wine, a set of crystal glasses 

and a Skywalk banner. 

PG Nationals 

July 28 - Aug. 2 

Chelan, Wash. 

The 2008 Canadian Paragliding Nationals 

will be held July 28 to Aug. 2 

at Chelan, Wash. 

This is the first time a Canadian Nationals 

competition will be staged at Chelan. 

The event will be held in conjuction 

with the Chelan Open, pre-PCW competition. 

Registration: $325. 

Pilot Requirements: USHPA issued 

P4, or a P3 with Turbulence and crosscountry 

special skills endorsements, or 

foreign equivalent. Pilots must present 

their current USHPA membership card 

at registration. Foreign pilots will be able 

to obtain a 30-day temporary USHPA 

membership at registration. 

Type of tasks: Race to goal via 

turnpoints. 

Prize classes: Open, Canadian, Serial, 

Womens. 

Prizes: Cash, trophies and swag. 

Canadian scoring: Scored as a Canadian 

competition for Canadian NTSS 

points. This meet counts as a Canadian 

meet for 2008, not a foreign meet. This is 

to encourage all Canadian pilots to attend 

and compete against each other, which is 

important for Canadian team selection 

Canadian prizes: For the first three 

male and top female Canadians. Canadians 

are also of course entered in the 

open prize categories, as well as the serial 

glider class. 

For more info: www.chelanxcopen. 

com or contact doug@paragliding.us 


B.C. XC LEAGUE 

photo by Nicole McLearn 

XC in B.C. 

By NICOLE McLEARN 

The B.C. XC League is an informal 

competition for both hang glider 

and paraglider pilots, in which pilots 

can submit XC flights flown in B.C. to 

the West Coast Soaring Club database. 

At the end of the XC season (mid- to 

late-October), the total cumulative scores 

for all flights will be calculated, and the 

winners decided. 

Objective: 

Our objective is that this competition be 

simple and fun. We would also like to promote 

HPAC and local club membership. 

Hopefully it will also encourage more pilots 

to go XC! 

You don’t need to be a WCSC member 

to participate in this competition (unless 

you’re flying WCSC sites, of course). 

However, all participants must be members 

of HPAC, and must have fulfilled the 

requirements of the particular flying site 

(paid site access fees, landing fees, signed 

waivers, etc). All flights must take place 

completely within British Columbia. 

There is no entry fee. However, this year 

the cash prizes given out will be dependent 

on pilot donations, in addition to a 

cash donation of $300 by the WCSC. If 

you plan to participate in the 2008 B.C. 

XC League, you are encouraged to donate 

to the cash fund. Last year, private donations 

ranged from $20 to $300. Donations 

can be done via paypal (www.paypal.com 

and the payer is payment@westcoastsoaringclub.com), 

cheque or cash. Updates on 

how much is in the B.C. XC League fund 

will be given on a regular basis, so pilots 

can know how much is sitting in there to 

give out at the end of the season! 

How it works: 

Fly XC from a site in B.C. (any site in 

province counts). An XC flight is any 

flight of at least 10 km (submitted flights 

of less than 10 km will be deleted from the 

database). If you are not already in the database 

from previous years, you’ll need to 

register first. Fill in the fields on the submission 

form to submit the flight. 

You are allowed to submit as many XC 

flights as you wish. Flights must be submitted 

within four weeks of the flight. At 

the end of the XC season, the scores from 

your five best flights will be counted for 

your overall score. 


Submitted flights must be verifiable. 

There are three ways to do this, in order 

of preference: 

1. GPS .igc file, or other electronically 

submittable file 

2. Datalogger or GPS track, but not 

readily submittable 

3. Pilot witness with phone number 

For each flight submitted, you will need 

to indicate the verification method. For 

GPS .igc, or other submittable files, you 

will not need to actually upload any files, 

but you should save them in case we ask 

to see them. All submitted flights will be 

monitored, and edited by the moderators 

if need be. You (or your witness) may be 

asked for verification of the details of your 

submitted flight. 

Types of Flights: 

Open-distance (OD) flights will allow 

up to three turnpoints between the start 

and finish. This is the easiest way to get a 

big distance, but there is no bonus (a 1.0 

multiplier) for this type of flight. 

Out-and-return (OR) flights will be 

scored the same as flat triangles. There 

is a 50 per cent bonus (a 1.5 multiplier) 

awarded for this type of flight. The return 

portion of the OR flight must be at least 

50 per cent of the out-distance in order to 

qualify for the 50 per cent bonus, otherwise 

the entire flight will be scored as an 

OD flight (in that case, there would be no 

bonus). 

Only simple out-and-return flights will 

qualify for the bonus. Complicated OR 

flights (for example, flights with an OD 

and an OR component to them, or multiple 

OR laps) will be counted as OD flights 

and scored as such. It is permissible (and 

encouraged) for OR flights to originate 

from mid-way along a ridge (for example, 

Bridal or Pemberton), provided you fly 

50 per cent of the return leg to your start 

point. 

FAI triangle (T) flights are probably the 

hardest to complete. These triangles must 

have no side less than 28 per cent of the 

total distance. A 100 per cent bonus (a 

2.0 multiplier) will be awarded for an FAI 

triangle. For triangles to receive bonuses, 

at least 50 per cent of the last leg must be 

completed. 

Other Bonuses: 

Experience bonuses will be given for 

less experienced pilots, based on their experience 

level at the time of their flights. 

We ask that you keep track of your total 

hours of airtime, and that you report 

which category you are in for every flight 

that you record, as it may change during 

the year. 

The four categories are: 

Student: Total airtime of 0 to 20 hours. 

Comes with a 100 per cent bonus (multiplier 

of 2.0). 

Novice: Total airtime of 20 to 60 hours. 

50 per cent bonus (1.5 multiplier). 

Intermediate: Total airtime of 60 to 120 

hours. Bonus of 25 per cent (1.25 multiplier). 

Advanced: Total airtime of more than 

120 hours. No bonus. 

Glider bonuses will be given, based on 

the class of glider flown. All gliders are 

given a bonus (or deficit) based on their 

typical XC performance relative to a topless 

hang glider, as follows: 

Rigid: Deduction of 25 per cent (multiplier 

of 0.75) 

Topless hang glider: No bonus, no deduction. 

Kingposted hang glider: 25 per cent 

bonus (multiplied by 1.25) 

Unrated or competition paraglider: 45 

per cent bonus (multiplier of 1.45) 

DHV 2 or 2-3 PG: 60 per cent bonus 

(1.60) 

DHV 1 or 1-2 PG: 80 per cent bonus 

(1.80) 

Scoring: 

Each flight’s score will be calculated as 

follows: 

(XC Distance) x (Flight Type Multiplier) 

x (Experience Multiplier) x (Glider 

Multiplier) 

For example: 

■ An open-distance XC flight of 25 km, 

flown by a pilot with 80 hours airtime, 

flying a DHV 1-2 paraglider would get a 

score of: 

(25 km) x (1.0) x (1.25) x (1.80) = 56.25 

points 

■ Or, an out-and-return flight of 48 km, 

flown by a pilot with 130 hours airtime, 

flying a kingposted hang glider: 

B.C. XC LEAGUE 

(48 km) x (1.5) x (1.25) x (1.25) = 112.50 

points 

You get the idea. 

Prizes: 

Placing prizes: Since the amount won 

depends on the amount of money received 

via donations, you could win a little (few 

donations) or a lot (with lots of donations)! 

Amounts below are based on final donation 

amounts, minus the amount given out 

during the year as $50 random drawings. 

1st overall: 19 per cent 

2nd overall: 17 per cent 

3rd overall: 15 per cent 

4th overall: 13 per cent 





Participant prizes will be awarded 

again in random draws throughout the 

year. The participant cash prizes will be 

$50 each. The number of prizes awarded 

will depend on the number of flights submitted. 

For every 50 flight entries, a cash prize 

will be randomly awarded to a pilot who 

submitted one of those 50 flights. Multiple 

flight submissions by any one pilot 

count as multiple chances to win the next 

participant prize. Draws will take place at 

the monthly WCSC club meeting that follows 

the submission of every 50th flight. 

Once a pilot has won a participant prize, 

they are ineligible for future participant 

prizes, but of course remain eligible for 

overall placement (and other) prizes. If a 

previous winning pilot’s name is drawn 

for a new participant prize, another name 

will be drawn until a new winner is selected. 

Other Prizes will be awarded for: best 

placed veteran, most improved newcomer, 

longest single XC flight, best in each 

glider class, and so on, as the organizers 

see fit. 

If you have any questions or comments 

about these rules, or are unsure how to 

categorize a specific flight, please contact 

Nicole McLearn (Nicole.mclearn@gmail. 

com). Full details, examples of how to 

score typical B.C. XC flights, and updated 

information on prizes are available at 

www.westcoastsoaringclub.com 


OSCAR’S LONGEST DAY 

Oscar’s Longest Day Celebration 

By JOHN McCLINTOCK 

Oscar’s Longest Day Celebration is 

a hang gliding event with a seven-year 

history. The meet is an 

informal cross-country camp, where the 

guns try to expand the local site records, 

and intermediate pilots are encouraged to 

expand their XC experience. 

This year’s event takes place June 28-30 

at Savona, B.C. The pilots’ meeting takes 

place at noon at the launch. 

Two trophies are available each year. 

The first is for best flight. 

The second is a discretionary award, 

which could go for a notable leap in someone’s 

personal best flight, or a lucky ending 

to a botched landing approach, forgetting 

your vario at home, being hung-over 

on the best XC day. Anything goes for the 

discretionary trophy, and it seems to get a 

new title every year. 

Ralph received the 2006 best flight 

award with a flight to Lumby Air Park, 

93 miles (see the previous issue of AIR). 

The flying conditions were superb, and it 

was a close decision for the judge to pick a 

big out-and-return by a rigid wing, or the 

straight line flex flight to goal (a goal that 

was declared before the start of the flying 

season). 

In 2007, it would be back-to-back awards 

for Ralph, and this time the decision was 

easy. You might say Ralph was in a class by 

Ralph Herten adds the 2007 Oscar’s Longest Day Celebration Longest Landing 

Award to his trophy collection. 

himself, thank goodness nobody else even 

came close! We were not blessed with XC 

weather that weekend, but at least it was 

soarable around launch. When Ralph 

headed over to the LZ, Stew Trowsdale 

gave him the running wanna-be-flyingthis-way 

symbol, as it appeared the little 

survey ribbons were being ignored. 

The longest landing was clearly evidenced 

by dual skid marks that must have 

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mail to: 5 Millennium Dr. • Stratford, P.E.I. • C1B 2H2 

been at least 50 metres long through the 

desert dirt! Ralph’s technique was to buy 

those little plastic WW wheels, then pull 

in the bar for some good old speed, come 

in downwind and stay prone. Picking a 

line without sage, rocks and/or cactus was 

also key to successfully avoid medical attention. 

For more info: John McClintock at 250- 

668-9596 


Dipping the Mustang 2 into the Himalayas 

by Jayson Biggins, VIParagliding Nepal Tour 2008 


MILES IN MAY 

MILES IN MAY 2008 

photos by Leif Hanson 

By ROB CLARKSON 

First, I would like to thank Ross 

and Cathie for taking over Miles 

in May this year. I have put much 

more time into my flying over the past 

two years and was not putting the effort 

into organizing the event that it required. 

Ross and Cathie did a great job this 

year with help from Doug Keller, who did 

the scoring. 

Vulcan has always been very supportive 

of hang gliding in the community, 

and Ross was able to get approval from 

the county to use various roads around 

Vulcan. 

Ross changed to a race format this year 

and Day 1 was a race to Vauxhall airport, 

with a task of about 100 km. 

I was on Range Road 260 and we started 

towing at about 1 p.m. I took the first 

tow and soon landed. Everyone on our 

road was suffering a similar fate. 

On Range Road 255, one mile to our 

east, pilots were have better luck. Ross, 

Leif, Moore and Doug Litzenburger were 

all getting away a little after 2:30. 

Meanwhile, back on the 260, I was getting 

ready for my third tow. Those that 

were brave enough to drift away soon 

landed. I landed after my third tow, but 

landed on the 255 to at least visit with 

some different pilots. I landed to find 

only Fiona left on this road. I wasn’t going 

to tow anymore, but with some coaxing 

from Fi, we agreed to try and fly back 

into town. 

Fiona got away after a weaklink break 

and I was left waiting while the wind blew 

straight across at 90 degrees at 30 km/h. 

When the wind died off slightly, I gave 

the command to go — which was a mistake. 

The wind was still very strong and 

cross. 

I came off the truck in a hard turn, but 

managed to save it. I spotted a dust devil 

in the field beside me, and climbed out 

just after 5 p.m. The thermals are hard to 

track in such strong winds but the rising 

dust made it easier to follow until I got 

higher. 

When I made it to Vulcan, I spotted 

Fiona on the ground in the middle of a 

huge field with a long walk to get to the 

road. It didn’t really look like a spot where 

I would have wanted to land, so despite 

our agreement to fly to town, I decided 

to carry on to see how far I can get on 

course. 

I managed to get high and with the 

strong wind I made some good distance. 

I got to within 20 km of goal, which I am 


MILES IN MAY 

happy with, especially after leaving so 

late in the day. 

Ross was the only one to make goal, 

and I finished second for the day with 

Leif a little ways behind me. 

Day 2 was a race to the Bassano airport 

— 73 km. Ross won the day again, 

managing to get within site of goal while 

the rest of us struggled to make the minimum 

distance. How does he do it 

Fiona managed a low save from a few 

hundred feet to make it farther down 

course, finishing second for the day. 

Doug Litzenburger and Leif managed to 

make it beyond minimum distance. 

Day 3 was a race to Bassano again. 

Doug Keller wanted to swap roads, as 

the 255 crew were getting better flights. 

The forecast looked good, but when we 

arrived at the tow roads, there was high, 

thick cirrus cloud over us. 

Off to the west, the sky looked great, so 

we set up and visited for a bit while waiting 

for the cloud to push off to the east. 

Lorne took the first tow and soon 

landed. He claimed he found some good 

lift and that a better pilot would have 

climbed out. I took his advice and suited 

up. I towed up just after 1 p.m. and managed 

to climb out slowly. I was happy 

with the slow climb, as I wanted time 

for the cirrus cloud to push farther east 

ahead of me. 

As I looked back to the west, a huge 

cumulus cloud had shaded in both tow 

roads. I felt like I had timed it perfectly. 

I headed on course, taking my time to let 

the clouds move ahead of me. After about 

35 km, I was at cloud base at the edge of 

the cirrus cloud. Behind me, the nice blue 

sky with puffy clouds was getting smaller, 

while the sky was starting to overdevelop 

further west. 

My choice was to head north to betterlooking 

sky or head out under the high 

cirrus clouds. I didn’t see any point in 

going north when it wasn’t going to get 

me any closer to goal. I headed east under 

the clouded area and, as I expected, 

I found no lift and landed after flying 50 

km. I called Cathie for a ride, assuming 

Ross is most likely going to be close to 

me, but she told me Ross hadn’t gotten 

away yet. 

I was confident that I would win the day, 

as the blue patch was getting smaller. 

I called my driver to come and get me 

and just as he arrived, Ralf called. He landed 

on the same road 10 km east of me. 

I was stunned he got by me, but happy 

to finish second to him, as it will add validity 

to the day. 

When we got to Ralf, I received a call 

from Ross. He was just short of goal — 

again! I really can’t figure out how he 

got so far when I flew into the abyss and 

never got a beep. On our way to get Ross, 

we saw another glider land on the Trans- 

Canada Highway. It turned out to be Darryl 

Bosser and he told us Bruce Hanson 

landed just down the highway from him. 

They launched between rain cells and 

flew through snow and rain and landed 

just short of goal. So much for my perfect 

timing. 

By Day 4, the forecast was for rain for 

the rest of the week. I headed back to 

work and every one else heads home. 

Camrose has a better forecast so several 

of us head up there for the weekend. Friday 

and Saturday turned out to be pretty 

good days and Ross continued to school 

us in northern Alberta. 

Thanks again to Ross for organizing 

the meet and kicking our butts. Also a big 

thanks to Cathie for all the work she put 

into organizing and retrieve. Thanks to 

Karen Keller, who was out helping as always. 

We also had drivers for the tow rigs 

this year, which made it so much easier 

not having pilots tow each other up. 


IN SEARCH OF EL DORADO 




The Spaniards came looking for 

the legend that had so enticed 

them. The natives were adorned 

with fine specimens of gold that graced 

their necks, ears and noses. Rumours of 

a land in which a kingdom of gold existed 

but with the whereabouts unknown 

inspired many, including Colombus. 

The relentless hunt for El Dorado 

seemingly never did result in attainment 

– until now! The location has been 

determined and it is Bucaramanga. 

A group of Canadian pilots set off 

for this destination in February 2008 

against the better judgment of their 

well-wishing loved ones and government 

officials. 

After a one-hour flight out of Bogota, 

we were greeted upon arrival with 

hugs and kisses and a short scenic drive 

to our on-launch accommodations. 

Within an hour we hiked a grueling 50 

level steps, set up and were among the 

Chulos, who are an excellent green alternative 

to a vario. These buzzards are 

much the same as the urubu in Brazil, 

but they seem much more plentiful, are 

keen to help you out and aren’t unhappy 

to share their thermals with you. 

It was “groundhog day,” day after day, 

where you would get a bite for breakfast, 

saunter out to launch at 10 a.m. and fly 

the thermals until noon, then top land 

before the north winds hit from noon 

to 2:30. Richi — the ever-smiling, locally 

born and bred, true Colombian 

— would make sure that we had a nice 

fresh lunch brought up to the site or 

that we could wind our way into town 

for the break. 

Everywhere you go in this city of one 

million people, the locals hail down 

Richi and laughter ensues. Bucaramanga 

itself is a very modern city for 

the most part, and the downtown has 

malls and shops that rival anything 

you would encounter in Europe and far 

exceed most in Canada. The basics of 

food, clothing and transport are very 

inexpensive and perhaps the most important 

indicator — beer — came in at 

CHRIS WILSON 

SETS OUT IN 

SEARCH OF HIS 

OWN EL DORADO 

— AND HE FINDS 

IT IN COLUMBIA AT 

A PLACE CALLED 

BUCARAMANGA 

about 75 cents! 

Richi loaded us into a comfortable 

van and scooted us off to another site 

known as the , which has a grass runway 

strip for launch followed by a dropping 

vertical cliffband, which immediately 

becomes your buena vista. 

A good climb here will get you to 

cloudbase and then allow for a crossing 

of the canyon to the other side where 

a national park and interpretive centre 

allows the tourists to be inspired by 

your audacity. A very warm LZ awaits 

for you at the riverside after a vertical 

descent of more than 4,000 feet. 

With so much flying every day, we 

decided to take a two-day break to 

a historic and authentic town called 

Barichara to enjoy food, drink and a 

day pushing through a cavern consisting 

of a zipline, fruit bats, vampire bats, 

swimming, tunnel creeping, ladders 

and the finale of jumping 15 feet down 

into the darkness of black water. This 

area is a popular destination for rafting 

as well. 

After a rest and many great chuckles, 

we returned to another launch site 

at the canyon in the morning and then 

back to home base for the afternoon 

sunset flight. This afternoon produced 

a rare bit of rainfall in the next valley 

and allowed for goose bumps or pinchme 

moments of flying in the radiance 

of rainbows. 

If your taste is that of flying countless 

hours under friendly skies, eating inexpensive 

excellent food, drinking cheap 

beer, viewing the exotic urban wildlife 

as well as the charming geography, then 

you really need to experience the pleasure 

of this destination. 

I have yet to determine the viability 

of leprechauns stashing their pots, 

but I know without doubt that the gold 

does exist, and is to be found here in 

El Dorado — otherwise known as Bucaramanga! 

Check out the website and contact 

Richi: colombiaparagliding.com 


XCXC SERIES 

XCountry, XCanada 

A new competition series launches across Canada 

By RANDY PARKIN 

The decision to hold the Canadian 

Paragliding Nationals in Chelan, 

Wash., got me thinking about 

competitions in Canada, and why we’d 

have to go out of country to hold our own 

Nationals. 

The people who made this decision 

were acting in good faith, doing what 

they thought best, and probably made the 

right decision in the circumstances. 

The real issue isn’t the Nationals anyway. 

The more important question is, 

Why aren’t there more Canadian competitions 

generally 

Why do we need more competitions 

First and foremost, they can be a lot of 

fun. There is also nothing like a little 

healthy competition with your peers, at 

whatever level, to spur improvements in 

your piloting skills and decision-making. 

And finally, if we want more top pilots, 

those with potential need places where 

they can hone their talents. 

More competitions of the right kind at 

more sites is one way to build a healthier, 

safer pilot community overall, in my 

opinion. 

Mark Dowsett and I are offering one 

way to do this – the XCXC Series. You 

can read more on Mark’s site at goflyxc. 

com and read on for some background 

on our proposal . . . 

For those of you who don’t know Mark 

and I, a little background. Mark flies 

both hang gliders and paragliders. He 

took over the Nationals from me and ran 

great meets under terrible weather conditions 

in Lumby, B.C., in 2004 and 2005. 

He helped make the 2006 Yamaska Nationals 

in Quebec and has consulted on 

a number of other meets in Canada and 

the U.S., as well as competing in many 

more. Some would argue his energy and 

expertise has been crucial to introducing 

GPS use and computer scoring in Canadian 

competitions. 

Anyone who has flown with me will 

confirm I’m a mediocre paraglider pilot. 

Because I enjoy competition, though, 

I’ve done my best in competitions in 

Canada and internationally, including a 

pre-PWC, along with national competitions 

in the U.S. and Brazil. I believe I’m 

the only pilot who has participated in the 

last 14 Canadian Paragliding Nationals, 

and was the meet head for 10 of them between 

1994 and 2003. With the support 

of some good friends, I also started the 

popular Willi XC Challenge in 1997, running 

it for 10 years for both paragliding 

and hang gliding. 

Back to the point: more competitions 

in Canada and how the XCXC Series 

helps. 

You can’t control many competition 

ingredients — first there’s the weather. 

Weather concerns can be mitigated 

somewhat by keeping costs low and convenience 

high, so pilots aren’t asked to 

invest too much for what could be little 

flying when the weather craps out. Our 

weather is what it is, and that’s flying in 

Canada. 

Ingredient No. 2 is the sites themselves. 

Golden, B.C., is first class. Despite what 

anyone says (see the first point on the 

weather), Lumby can be a fine competition 

site. Yamaska was a blast in 2006. 

And, there are places like Pemberton, 

B.C., that are still untried. Beyond that, 

many other locations, even ridge sites, 

are suited to the type of competition envisioned 

in our proposal. 

So what are the problems 

The first problem is that we need more 

pilots willing to compete. You can’t run 

meets that are competitively or financially 

viable without them. Some have pointed 

out that only 20 of 63 pilots in last year’s 

Nationals in Golden were Canadians, and 

at this writing only 12 Canadians have 

photo by Phil Redmond 


XCXC SERIES 

photo by Robert Samplonius 

registered for the Chelan meet. Might 

seem like evidence that our pilots, by and 

large, don’t want to compete, but I’d offer 

a different theory. 

I think many pilots are voting with 

their feet and choosing not to participate 

in high-level, tightly controlled, technical 

competitions. We need this type of 

competition for our high-end competition 

pilots, but there are just too few of 

these top-end pilots in Canada to support 

a healthy competition environment 

on their own. I wish more people would 

go to these high-end competitions, because 

they can be a lot of fun and you 

can learn lots. But paying a big fee, sitting 

on a mountain waiting for a window, 

jockeying with other pilots for a launch 

slot, chasing down upwind turn points 

on a low-end glider, racing to the ground 

when you know the day offers more flying, 

then losing your flight because you 

screwed up the GPS just isn’t everyone’s 

idea of fun. 

Pilots with potential to compete at 

a high level could benefit from lessdemanding 

competition environments 

to develop their skills and gain NTSS 

points. Many more pilots — the “weekend 

warriors” — would enjoy an opportunity 

to compete with their peers without 

the complications, limitations and 

costs of a high-end meet. Competitions 

like the Willi (with an average of 50 to 60 

pilots a year), the Lumby Air Races and 

the Fraser Valley XC Series indicate there 

are enough pilots in Canada who want 

to attend competitions — if they are the 

right kind. 

The competitions proposed for the 

XCXC Series emphasize learning, safety 

and maximizing the flying available in 

a day. The primary race format – laps 

around a prescribed set of turn points - is 

an excellent way to learn how to use a GPS 

in flight, practise navigation and improve 

XC flying skills. Eliminating launch windows 

allows pilots to decide when launch 

conditions match their skills, rather than 

pushing them off in a crowd under pressure. 

Allowing re-launches allows those 

who take a risk launching early to get 

back in the game if things don’t work out. 

The open-ended lap format still favours 

speed and efficient flying, but lets the pilot 

decide when they and the day have 

had enough. 

This format probably isn’t attractive to 

top-end pilots, but they are not the target. 

These pilots are welcome to participate; 

in fact, they’re encouraged so others can 

learn from their example. 

But the true target of these meets is 

three-fold, and the competition classes 

proposed reflect that: 

Ace Class (A): Top-10 in the previous 

three years in the Canadian NTSS 

rankings, and/or winners of any A- or B- 

category XCXC event from the previous 

year. 

Intermediate Class (B): Winners of 

any C-category XCXC event from the 

previous year, or top-10 in the previous 

ten years of Canadian NTSS rankings 

(but not in top-10 from the previous 

three years), or have been flying for the 

more than five years. 

Newbie Class (C): Never been in the 


XCXC SERIES 

XCXC Series before or have been flying 

for less than five years. 

There will, of course, be separate classes 

for hang gliding and paragliding. These 

competition classes allow pilots of similar 

skill to compete together, rather than 

ranking them based on what type of glider 

they choose to fly. Pilots will be placed 

in a class at the beginning of the calendar 

year based on their previous year’s XCXC 

results. Each pilot can only be in one class 

and that is the highest class they fit into. 

You only need to fit any one of the criteria 

to fit into a class 

We believe the racing series concept 

adds another attractive incentive to get 

out and compete. Points will be accumulated 

across meets, so attending more 

meets brings you closer to the top of the 

heap in your class. Ideally, those who 

are really motivated will take the time to 

travel beyond their usual sites to compete 

in different conditions with other pilots. 

A prize pool generated out of meet 

fees and donations will pay off individual 

competition winners, as well as overall 

series winners, encouraging participation 

locally and afar. 

The second problem is that if you want 

more meets, you need more organizers. 

Lack of organizers may be the greatest 

limiting factor on the number and quality 

of competitions in Canada. We have 

people who have done it, but their time 

and energy has a limit. Having them do 

more of the same doesn’t solve the problem 

of more meets in the long term. 

A little history: I became meet head 

for the Nationals in 1994 because I was 

hanging around at Cochrane one day and 

Willi said, “You talk a lot. Want a job” 

He and Vincene actually ran the meet 

in the background that year and the next. 

I was the idiot who made the speeches 

and did the shit work (well, Vincene did 

most of the hard work, but I was right 

there watching). They backed off the 

third year and I took over. 

The bottom line is that I eased into the 

job, and had a chance to figure things out 

with incredibly able back-up if the shit hit 

the fan. I would not have “volunteered” to 

run a meet otherwise. And we were running 

an open-distance, three-day meet, 

which is a lot easier technically than what 

high-end competitions are these days. 

This history though gets to the essence of 

the real challenge as I see it: how do you 

get people to step up and organize You 

make it easy for them. 

The XCXC Series tries to do that in 

four ways: 

“Franchise” the process: Put a “meet 

in a box.” Potential new organizers may 

not be sure what is involved, and when 

they are, some of it is just complicated. 

We can provide templates, checklists or 

guides that describe what needs to be 

done with some of the key pieces. The 

admin and HPAC side can be simplified, 

photo by Ross Hunter 

and we can offer suggestions for getting 

local involvement, advertising or addressing 

worrisome issues such as liability 

and insurance. The services on Mark’s 

GoFlyXC site make it easy to advertise a 

meet and manage on-line sign-up. 

Simplify the scoring job: Scoring has 

become a challenge, with software and 

rules to be understood. We will make 

it easier by choosing the right software 

package, buying it once, figuring it out 

and providing a how-to guide. Software 

will be packaged with a computer and all 

the needed cables. Mark’s scoring skills 

and expertise will also be available online 

to those who run into bigger issues. 

Mentors and coaches: We will provide 

a team of mentors and coaches to 

support organizers and scorers. Even if 

things are going well, things happen in 

competitions that are better taken care 

of by people who have been there before. 

Pilots can be royal pains — trust me. As 

a newbie meet director, the hardest part 

of the job can be telling these “experts” 

to go to hell, or deciding they are right 

and making changes. This is where good 

back-up really helps. 

Finding the organizers. Stepping up 

to organize can be intimidating, and we 

need to be pro-active in finding people 

willing to do so. I believe some people 

would respond well to being asked, especially 

with some of the hard parts handled 

as described above. 

The Lumby Air Races looks like the first 

event in the series. We’ve also had a commitment 

to run an event in Golden, B.C., 

this summer. There’s no reason, however, 

why there couldn’t be an event every 

weekend at these sites or your home site. 

We just need organizers. 

HPAC has done their part to support 

the series, even offering a $250 grant to 

help with expenses for the first two organizers 

to step up this year to run a 

meet. We want new organizers to succeed, 

and will do whatever we can to help 

that happen. If you have any interest at all 

in organizing, find out how you can help. 

You can find more details on-line at 

goflyxc.com – click on the banner logo 

for the XCXC Series. You can also contact 

myself at randy@keyinc.com or Mark at 

goflyxc@gmail.com. 

If you are interested in competing, 

check the upcoming events list at goflyxc. 

com for events as they are announced. 


Insurance adjustments 

2008-2009 report on third-party liability insurance 

INSURANCE 

by GREGG HUMPHREYS 

Insurance Committee Chair 

A 

primary benefit of being a 

member of HPAC is that each 

member is protected by a Comprehensive 

General Liability Insurance 

policy (CGL). This benefit is in place for 

all members, whether they are students, 

accomplished pilots or at any other level. 

Our policy also covers member schools 

and, especially, landowners who provide 

our members with access to their 

property. This is particularly important 

in preserving flying sites and gaining 

access to new ones. Insurance is one of 

those things that may seem bureaucratic 

and even unimportant — until you need 

it. This article is intended to give you 

an overview of this year’s coverage and 

to advise you of the positive changes 

that were negotiated for 2008-2009. As 

always, a summary article like this can 

give you and overview and an opinion 

on some of the key areas of coverage, but 

you should always go to the actual policy 

wording for the precise details. That is 

now available online for you to read. 

Briefly, our annual policy expires on 

Feb. 14 of each year. The policy was negotiated 

on behalf of the membership 

and, with the approval of our board of 

directors, it was renewed again this year 

— with increased coverage. 

A large part of your membership fees 

go towards the purchase of this insurance 

protection, so you will be interested 

in knowing what you get for your dollar. 

The essential details of our policy for 

2008-2009 are: 

■ Our new insurer this year is the 

Kingsway General Insurance Company, 

a duly licensed insurer in Canada. 

■ The policy provides coverage for the 

cost of defending you and coverage for 

damages (which means money to be paid 

to the party that is harmed when damages 

are assessed against members - for 

bodily injury and/or property damage 

suffered by third parties as a result of flying 

activities. 

■ The policy limit is $5 million per incident. 

■ The deductible is $2,500 per incident. 

■ Landowners who give us permission 

to fly onto or off of their land are automatically 

insured. 

■ Our coverage territory has been increased 

to “world wide” including the 

United States. 

■ The coverage for the benefit of landowners 

has been increased 

■ Site-specific certificates are now 

available, as necessary, to confirm that 

landowners are “named insureds” in this 

policy. 

■ Coverage is now in place for “forest 

fire-fighting costs,” a condition that several 

provincial agencies have made mandatory 

to allow us into certain areas. 

New Policy Limit 

The amount of coverage has been a 

point of discussion since the high cost 

of insurance is influenced by the amount 

of insurance. Because some large commercial 

landowners require a high limit, 

it was agreed to raise our overall policy 

limit to $5 million, despite the increase 

in the premium that this has created, 

which of course is a cost to all of us as 

an organization. In the current liability 

environment, this amount of coverage is 

prudent and reasonable. 

Deductible 

All claims, where a payment is made by 

the insurer on behalf of a pilot or school, 

will require payment of a $2,500 deductible 

- by the person or school responsible. 

This is an unavoidable item and is in 

place to avoid frivolous claims, and also 

to place some accountability upon the 

person who “caused” an incident. 

Site Certificates 

As in the past, all landowners who 

simply give permission for our members 

to use their property for flying activities 

automatically become “insureds” under 

our policy. There is no need for them to 

be named or to be identified in any way. 

All that is required is that the landowner 

says that they gave us permission and 

they will be included in the coverage if 

an incident occurs. 

Understandably, many landowners 

will not rely upon this type of verbal 

declaration of coverage. They require a 

“site certificate” with their name on it, 

confirming insurance coverage. 

Therefore, we have again established 

a program where site certificates will be 

provided to you through our business 

manager for landowners who require 

this document. 

Participant’s exclusion 

This exclusion continues to be in 

place, and it also appears to be an item 

of some confusion within our membership. 

Therefore, I wish to take a moment 

to discuss this point. This is an important 

exclusion, and one that is basic to 

our coverage. 

All insurance policies have exclusions. 

This policy has all of the standard insurance 

policy exclusions (such as for 

remote things such as nuclear accidents 

and less remote things such as the use of 

automobiles) but in our case, there is the 

special “participants exclusion”. 

This does not mean that if you participate 

in this sport, that you are excluded 

from coverage. Just the opposite; this 

policy is here to protect you as a participant. 

What it means is that this policy 

will not cover you if a participant is the 

person making a claim against insured 

members or landowners. 

A couple of examples may help: 

Example 1: If you go flying and cause 

accidental damage to a hydro wire, an 

airplane, a house or a child in a field, you 

are covered; since those people or things 

are “third parties” – they are not anyone 

or are a thing of anyone who is participating 

in the sport. 

Example 2: If you and another pilot 

go flying and you collide, the other pilot 

may want to sue you for their injuries, 

perhaps saying that you cut them off or 

that you were negligent in some manner. 

This policy excludes claims brought 


XCXC SERIES 

by participants and therefore it will not 

protect you for this. 

Because of this exclusion, “participants” 

cannot bring a claim under this 

policy; participants are covered from 

claims brought against them. This exclusion, 

of course, also refers to any other 

participant, such as tandem passengers, 

students and other pilots. This is important 

for members to know. 

Therefore, we should emphasis that if 

a pilot takes a friend flying, as a tandem 

passenger, and the passenger is injured, 

our liability policy will not protect the 

pilot from a claim against them by the 

tandem passenger. Anyone contemplating 

doing this should have a solid waiver 

of liability to protect them. 

Landowners 

You can see that a “landowner” could 

potentially be considered to be a “participant” 

in some cases and this has been an 

important and potentially difficult point. 

To address that point, for 2008 we have 

secured the insurer’s agreement that the 

participant exclusion does not apply to 

owners and/or leasers of land when the 

participant has signed a release, waiver 

and assumption of risk for releasing the 

owner and/or lesser of the land. In other 

words, the insurer will now defend landowners 

who are sued by participants if 

the pilots have signed the waiver that is 

attached to the membership application. 

(A pilot need only sign this once, not 

every year.) 

This is a significant step forward and 

one that we are very pleased to see added 

to this year’s coverage. 

Forest Fire Coverage 

To enable flying activities on Crown 

land, some provincial governments have 

required special coverage for the cost of 

fighting forest fires that may have been 

caused by our member’s activities. Although 

the risk of our members causing 

a forest fire is very low, this coverage requirement 

has been made mandatory by 

some provincial authorities in order to 

gain access to their land and therefore, 

coverage of $1 million has been added to 

our policy. 

In conclusion 

I hope that this gives you an overview 

of our coverage for 2008. 

As always, I must qualify my activities, 

on behalf of HPAC, and any opinions 

that I have given. I am a licensed, 

professional general insurance adjuster 

by vocation, however none of my work 

on behalf of HPAC is in a professional 

capacity. My activities are done solely in 

the capacity of an unpaid volunteer. My 

companies — Associated Island Adjusters 

and Island Claims Ltd. — are not involved 

in these activities in any way. 

photo by Domagoj Juretic 


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: 

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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) /: 

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SIV) : SIV) / Le but du vol 

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


Email Passenger / Courriel: / Passager: 

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Age Address / INFORMATION Courriel: 

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Name PILOT 

Email / INFORMATION 

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& Contact # / 

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Name Nom / Sexe: du Pilote: 

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

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Passenger 

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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: 

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Reported / 

Email Email Courriel: 

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

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Address Passenger 

/ Courriel: # / Téléphone: 

& Contact / Passager: # / Adresse & Téléphone: 

Witness Email Address Contact / Courriel: #/ 

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Passenger Passenger 

By / Rapporté 

/ Passager: / Passager: 

par: 


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

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#/ Téléphone: 

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Reported By / Rapporté par: 

& Téléphone: ASSOCIATION / ASSOCIATION 

Address Email & Contact # / Adresse & Téléphone: 


Witness Email ASSOCIATION / Courriel: 

Email Courriel: / ASSOCIATION 

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

/ Nom / Courriel: des témoins: 



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HPAC Membership 

#/ / Nom Téléphone: des témoins: 

# / # de membre ACVL: 

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

/ Téléphone: 

/ Rapporté par: 

ASSOCIATION 

Witness / Nom des 

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témoins: 

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Club(s) Witness / 

/ Courriel: 

#/ 

Club(s): 

Nom Téléphone: / des Nom témoins: des témoins: 

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# / Téléphone: 

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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): délivrance du premier brevet: 

Total Hours / Nombre d’heures totales: 

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: 

Endorsements Rating / Niveau: / Qualifications: 

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

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

& / Formation Year / Marque, SIV modèle (O/N): et année de fabrication de Hagar SIV Training Date (Y/N) of / (Y/N) (O/N): first / Rating Formation Issue SIV / (O/N): 

Total Flights / Nombre total vols: 

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 : 

INJURIES 

Harness Description Make, 

Wind 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): 

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

Helmet OBJECTIVE HUMAN 

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 : 

HUMAN ENVIRONMENTAL 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 ENVIRONMENTAL TECHNICAL 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 TECHNICAL RECOMMENDATIONS 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) 

RECOMMENDATIONS 

ENVIRONMENTAL FACTORS 

ACTIONS 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 


ACTIONS REPORT 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) 

TECHNICAL 

RECOMMENDATIONS ENVIRONMENTAL 

HUMAN FACTORS 

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- 

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

(COORDONNÉES ET PHOTOS) 


RECOMMENDATIONS ENVIRONMENTAL TECHNICAL FACTORS FACTORS / (EQUIPMENT) RECOMMANDATIONS 

/ FACTEURS / FACTEURS ENVIRONMENTAUX 


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


ENVIRONMENTAL 

ACTIONS 

RECOMMENDATIONS TECHNICAL 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 

ENVIRONMENTAL TECHNICAL 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.

Hang Gliding and Paragliding Association of Canada 

5 Millennium 

7 Windal 

Dr. • Stratford, 

Ave., Toronto, 

P.E.I. 

ON 

• C1B 

M9N 

2H2 

2C2 

Phone / Fax: (416) 243-0469 Email: admin@hpac.ca 

E-mail: bm@hpac.ca 

APPLICATION FOR MEMBERSHIP 

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) 

$25 provincial fee 

C. Atlantic Provinces, Saskatchewan, Alberta, British 

Columbia, Yukon (includes Air Magazine) 

$15 provincial fee 

$125 

$150 

Hang Gliding and Paragliding Online Contest (HOLC) 

Season-long event, points don't count for National Ranking 

Hang Gliding and Paragliding Online (HOLC) 

Season-long event, points count for National Ranking 

$140 Subscription to AIR Magazine for non-HPAC members $30 

D. Quebec (includes SurVol Magazine) $43 prov. fee $150 Subscription to AIR Magazine for HPAC members $18 

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

TOTAL SUBMITTED TO HPAC (Membership + Optional fees): 

$12.50 

$17.50 

Subscription to SURVOL Magazine for HPAC members $18 

(Subscription to SURVOL Magazine for non-HPAC members 

is available for $25 directly from AQVL.qc.ca ) 

Cross Country Magazine 

USA Publication Subscription, 6 issues per year, CAD 

Optional airmail delivery, CAD 

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: ____________ 

* 

$60 

$20 

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 this information to remain confidential—i.e. not made available on the list distributed to 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 ) 

Receive paper version of AIR (Yes No ) OR receive paper version of SurVol (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.

Type in the grey boxes 

HPAC/ACVL WAIVER 

Member #: 

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, my preparation 

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.

looking down on kiting cornell 

VIParagliding nepal tour 2008 

photo by jayson biggins 


THE SCOPE OF SAFETY 

Are you prepared 

Andre Nadeau on why — and how — you should prepare for an accident 

Nobody ever plans on having an accident. 

I certainly did not when I 

tree-landed my paraglider in 1999 

(was it that long ago already), or when I 

crashed my paraglider in the Dominican 

Republic in 2005. 

(You can find both of those fascinating 

accounts at http://www.geocities.com/capecanaveral/lab/5038/Storiespics/stories.htm 

— but I digress.) 

My point is that accidents can happen. 

The question is: Are you ready for it 

I bet many pilots are not ready for it. OK, I 

know that many pilots are not ready for it! 

I just have to look at what they are wearing 

to know that much. I have seen many pilots 

of there. 

I shudder to think about the suffering a 

person would experience if stuck in a tree all 

night long — talk about mosquito buffet. 

Of course, preparation is not limited to 

proper clothing. I have read many articles 

in the past and in many diverse magazines 

about the equipment pilots should carry 

with them while flying. Yet, I know some pilots 

who have ignored such advice so far and 

do not carry anything at all. 

I suppose it is OK during a competition 

if you have a chase crew properly equipped 

and religiously following you, but those are 

exceptions because few pilots ever fly in such 

circumstances. 

in flight to make sure I have a reserve. I also 

carry a spare bottle of water in my paraglider 

harness, although not in my hang gliding 

harness for lack of space. 

The next item is a multi-purpose utility 

knife. These knives are very handy and not 

only during emergencies. I have used mine 

many times at launch or around the winch 

systems to tackle a last-minute equipment 

problem. Although such knives can cost 

more than a hundred dollars, I have seen 

many $9.99 specials at Canadian Tire over 

the years that are perfectly adequate. At that 

price, there is no excuse not to have one of 

those little handy tools around. 

The three previous items are useful in 

“Remember that all of these items are useless if you cannot get to them when you need them.” 

fly in sandals, T-shirts and shorts. Now, I am 

not saying those outfits are not appropriate 

in some circumstances, such as dune soaring 

on the beach at Nags Head, N.C. Sandals, 

T-shirts and shorts might just be the 

best clothing at Nags Head, but I cannot really 

say, because I have never been there. No, 

where I have seen pilots wearing these types 

of outfits is over all sorts of terrain including 

forest, jungle, rocky terrain, etc. 

This is not a problem if you can guarantee 

that you will always land in a clean LZ, but, 

as I have myself demonstrated, there are no 

such guarantees in life. 

I always wear boots, pants and a jacket, 

no matter how warm it is outside. I made 

a conscious decision to do so from recommendations 

in accident reports in my early 

flying days. 

At the time, it seemed like perfectly reasonable 

advice. Now, it seems like a nobrainer, 

because that practice saved me from 

major discomfort when my tree landing occurred. 

Wearing a pair of shorts and a T-shirt 

would likely have resulted in some injuries 

while I was climbing down the tree. Wearing 

sandals would have invited a sprained 

ankle or two while walking back to civilization 

through rough terrain. Probably worse, 

I would have been devoured by mosquitoes 

during the two hours it took me to get out 

Therefore, I see it as my duty to refresh pilot’s 

memory in these matters — assuming, 

of course, that some pilots actually reading 

my columns. 

The site, terrain, ground cover and the 

planned flight dictate what a pilot should 

carry. Some equipment would be useless 

in some scenario and very useful in others. 

However, there are pieces of equipment that 

are useful in most circumstances. 

First thing’s first: pilots should carry a 

first-aid kit. At a minimum, the kit should 

include the basics, such as some antiseptic 

towels and Band-Aids. Some painkillers and 

a triangular bandage to immobilize a broken 

limb are also useful. 

I carry a small first-aid kit in my harness 

and have used it quite regularly for myself 

and for other pilots. The last time was last 

May after a wind gust caught my wing and 

dragged me a couple of feet on the ground 

on a launch in the Las Vegas area, resulting 

in a torn pair of pants and a bloody knee. A 

few minutes of mending my knee, and I was 

good to go. 

Some water is also a necessity in most 

flights where there is a possibility a pilot 

may be stranded for an extended duration 

– a tree landing in rough terrain comes to 

mind. The hotter and dryer the climate, the 

more important water is. I personally always 

fly with a full camelback and use it sparingly 

most all circumstances. Other items are 

more specialized. 

Certainly, I would not think of flying over 

forested area without some thin line that I 

could lower to the ground to help a rescue 

effort. I would not fly over cold, inhospitable 

terrain without a space blanket and some 

way to light a fire. And bug juice is an essential 

when flying anywhere bugs can be a 

problem. 

Of course, communication is also important. 

Most pilots I know carry a cellphone. 

Given that most people feel naked without 

one nowadays, that is no great feat, but it is 

a prudent measure nevertheless. Of course, 

a cellphone is not very useful outside of 

coverage areas, so another means of communication 

may be necessary. Furthermore, 

a cellphone does nothing to figure out your 

location, so carrying a map — or, even better, 

a GPS — may be in order. I am personally 

interested in the new SPOT personal 

locator beacon to replace the Emergency 

Locator Transmitter (ELT) in my ultralight, 

and I will be looking at it closely. 

This column only touched on some of the 

items you may wish to carry with you. Obviously, 

there are others and it is up to you 

to decide what they should be. Regardless of 

what you carry, remember that all of these 

items are useless if you cannot get to them 

when you need them. Pack accordingly. 


A PERFECT DAY 

AT SALTSPRING ISLAND 

by jayson biggins

Adventure At Altitude 

(204)333-WING www.altitude.ca 

SPRING SPECIALS! 

Save $500 on Wills Wing! 

Falcon $2875 Tandem $3275 

Sport 2 $3875 U2 $4275 

T2 $5775 New T2-C $7785 

Canadian Prices at PAR subject to minor fluctuations 

Shipping & GST extra (no PST on mail orders) 

The new T2C features the same superb handling qualities of the T2, 

but with a commensurate extra boost in competitive performance 

that will place you at the top of the stack with the most exotic factory 

works gliders that you will ever come up against in Competition ! 

The T2C comes packaged “fully loaded” with all the options of the T2 

including custom colors, plus special carbon components listed 

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in Blazing Speed and All-Out Performance! 

Photo by Jeff O’Brien -- jeffobrien4@yahoo.com

2008-07 - Hang Gliding and Paragliding Association of Canada

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