Paragliding adventures of a pilot flying XC in competitions and scoring in the "top of the middle third."
Flight descriptions, Competition tips, recap of results, and US competition schedule.
The long awaited performance glider AVAX XC 2 is here. AVAX XC 2 has been tested extensively over a long period of time and by a variety of pilots before being presented to the jury. All Sizes 2passed EN (European Norm) as C rated glidershttp://www.para-test.com/ what is rating roughly corresponding to DHV 2. Gradient, however, suggests this glider should be treated more like DHV 2-3. AVAX XC 2 is a typical representative of the latest performance gliders with parameters close to comp machines. It has a formidable aspect ratio 6.38 and a high number of cells (73) to assure a clean shape of the airfoil. Its weight has been kept very low: size 28 weights only 5.8 kg. As usual, Gradient is not trying to dazzle the market by amazing performance data, but anybody experienced with Gradient gliders knows what to expect. Just making sure there is no misunderstanding: The AVAX part of the name is no indication this glider is a down-tuned comp machine. AVAX XC 2 has been developed independently from the scratch as a performance glider and there are no compromises. This should be glider for demanding recreational XC pilots and aspiring comp enthusiasts.
I also came across a video of 4 Avax XC2s flying at a great Czech site. . .My wing is either going to be the Grey/Red combo or the "Sangria" combo Red with Black leading edge.
I promise this is the last bit of excited gushing I'll do until I fly it - unless I get more info . . .
Well, I made the jump. I've gone out on a limb a bit & I'm sure I'll have some stories to tell about my experiences. . .
Thanks to my wife, Mary, giving me the green-light, today I ordered a NEW wing - not only new to me, not only new - as in NOT USED. But I ordered a NEW wing - as in nobody has one in the US yet.
I've moved from my Aspen2 to the new (have I mentioned it's new ;-) Avax XC2. This is Gradient's highest performance certified glider. I will have one of the first wings to be flown in the US & hope to do it proud when it arrives in February.
I'm pushing my personal envelope a bit & will be cautious, but all the early flight reports indicate that the Avax XC2 flies very much like my Aspen 2 and has the light handling characteristics that Gradient wings display. It has been certified under the new CEN criteria as a CEN 'C' glider. This certification is quite impressive, as it indicates that the handling of the XC2 should be comperable, in skill required, as my Aspen 2.
The forecast performance will increase my glide ratio by 10% and speed by over 10%, so it should make it more possible for me to keep contact with the leading gaggles during competitions. This wing will, in no uncertain terms, allow me to evaluate MY performance during a competition without having to factor in a 'penalty' for the wing's deficiency in performance - No excuses. . .
I've put off moving to a wing of this performance for a while because the higher the performance class & speed, the higher the skill necessary to keep the wing in shape & over my head. I will conservatively fly this wing in the upcoming season & feel my skills will keep me out of trouble.
One of our local instructors, Tom M. has taken delivery of a used winch. He has plans to install it in his ski boat so we can fly at Lake San Antonio. I love the idea (since I got a taste of some real acro at my SIV course in Oct.) I went to his house, last weekend, & helped him modify & weld the unit so that it would fit into the boat.
When finished with the mods, I mentioned that it might make sense to try the winch out in my truck to eliminate the natural "fiasco factor" that is added anytime you involve a boat in an endeavor. Tom responded enthusiastically, so we drilled holes in my Tundra & mounted the unit. I chopped the legs off a lawn chair to use as a control operator's station, which worked surprisingly well.
Sunday afternoon we scouted for the perfect site to test the rig. We didn't find that site, but settled for a dirt road out in East Nipomo. Tom laid out his wing & Peter drove while I manned a hydraulic valve that I was completely unfamiliar with.
We managed a safe launch & climb to around 150-200' before a splice in the used line let go. Tom made a safe landing with his share of the line. We proved the concept & are comfortable with the winch's design & function. The sun was setting so we packed up -
Now we need to get comfortable with its use & finish the installation in the boat. We also need to find excellent spots to tow on land.
Today was only my second flight since I flew at the SIV clinic in mid October. A couple of weeks ago I had a magical flight at Shell Beach, a beautiful sea-side flying spot that generally depends on on-shore breezes to provide a thin band of lift parallel to the bluffs above the beach. Tom M. launched early in spite of the general negative prognostications of the local experts and was able to stay up so I suited up. I was very lucky & had perfect timing since the wind was freshly blowing on-shore as I launched. Five minutes later it would have been impossible to launch due to the wind switching to a calm or offshore breeze.
What had happened was that a strong convergence line had formed between the on-shore and Santa Ana-like breeze that we experienced inland. As it moved across launch, I was able to just fly the convergence and Tom & I were treated to a beautiful flight that took us to heights unusual for this site. I carried no altimeter, but guess that I hit 1500 to 2000' above the sea. The view was great & a great first flight at the site.
Today we headed up to Cuesta - I had high hopes since my forecast indicated very light winds. Patrick, Eric, Jack, Dave & I all arrived at launch around noon. Eric & Pat launched first & didn't get high, but flew around launch altitude for 15 minutes. They were both able to top-land & wait for things to improve. I was ready to fly & decided it looked soarable, so I launched into a nice gentle cycle. A nice thermal was right off the launch & I went up about 50' right away.
Soon I was touring the ridge looking for any shard of lift I could work. Within 12 minutes I was down to 1200' MSL (about 200' above the pasture) & planning where I would land to minimize the hike-up the hill to launch. The I felt a great bubble of lift & it filled my wing from right to left. As I rolled into my turn, it filled out the whole wing & I climbed back up to launch - much more quickly and easily than if I were to have landed & hiked up. From then on, the day was ON. Lift was everywhere & generally, the down cycles were few & of short duration.
It's not uncommon to fly over the ridge & observe other sportsmen and yahoos in various activities. Today our entertainment was a truckload of mullets, beer, & shotguns, who parked up ridge& proceeded to make clay pigeons into dust. That wasn't the fun part - The fun began when the CHP arrived on scene & showed the proper protocol for approaching multiple guys who have guns. . . all the while I (and others) were lurking quietly above, watching the show ;-)
Anyway, it was a fun day with all of us having good flights. I flew for 2 hours & landed just because everyone else had. The top landing took a couple tries since there was a bullet of a thermal right in front of the spot - but it worked out fine.
Recently, on a forum I frequent, http://www.paraglidingforum.com I managed to derail a discussion about the relative safety of competition wings to the lesser performance - but safer - wings that us mere mortals fly. The certified, and therefor tested wings are rated from DHV 1 (beginner wings) to DHV 3 with performance increasing as the # increases. I competed on my Sport 2 (DHV 1/2) for a year and a half and now am flying my Aspen 2 (DHV 2).
If I ruled the world, we would have competitions that emphasized 'class' racing so there would be winners in each class. This would allow less experienced pilots to earn their 'chops' while competing against others in their class. I found that my response pretty well encapsulated why I enjoy flying XC and XC competitions so much. Here it is:
MadS. wrote: As for registering for competitions year after year just to pimp and learn, well it sure isn't a game for me - I strongly feel that if you're doing comps then you must want to win - and in most cases you won't be winning on a DHV 2 wing, so it follows that you won't be having fun on said wing.
My Response:
I know many people who 'race' knowing they won't win. They race for racing's sake; for the experience and comraderie. They are happy as long as they see improvement. I think my experiences echo many.
I strive to win tasks & have worked hard to improve my skills and equipment so my ranking is higher year over year. I've only flown PG for 4 years & comps for two, so I'm in the position where my goals to fly competitively are bumping up against the limits of my experience. I've many thousands of hours in other types of flying machines, so I acknowledge my limits and try to push them without hurting myself (usually). I've had intermediate syndrome in sailplanes, powered A/C, and jets, so I know myself pretty well by now. I want to win & I know I won't on my Aspen 2 without a fluke.
BUT, I AM having fun. I'd hazard to say that I'm having more fun than some of my friends who have flown competitively for many years without breaking through their frustrating 'plateau' and find themselves shaken & spent, while flying their 2/3 in rowdy conditions. I'm 52 & I have over 25,000 hours & I'm bored in the cockpit. But put me on the hill, with 100 other PG pilots and the electricity is palpable. The singular focus of my mind while flying an XC task and the amazing insights I've come away with, make flying comps one of the most rewarding experiences of my career. Learning is fun. Even when I place 27th in a national comp, I am proud. Next year I hope to place 26th!
I will, eventually progress to a 2/3, maybe next year - but I'll know when - I won't query the forum.
Tailwinds, and thanks for your contribution to this thread. What do you think about class racing Mads? Pilot vs. pilot - no bells & whistles. True competition. The 2/3 market is well represented by UP, could they use more Trango sales?
Dave S. and I are heading South to OZ in Jan. '08 to fly the Killarney Classic and then travel around looking for good XC for a week. The 2008 US schedule has been determined:
PARAGLIDING West Coast PG Championships June 6-14 (Ruch, Oregon) Rat Race July 6-12 (Ruch, Oregon) Chelan XC Open July 27-Aug 1 (Chelan, WA) 2008 US Paragliding Nationals Sept 14-20 (Owens Valley)
HANG GLIDING “Hang-On” HG Nationals Aug 17-23 (Lakeview Oregon)
BOTH DISCIPLINES Chelan Classic (HG & PG) June 29 to July 4 (Chelan, WA) Practice days the 27th and 28th
I hope to fly the West Coast Championships in June & the US Nats in Sept.
I was able to attend an SIV course at Lake San Antonio this weekend.The 3-day class was run by Eagle Paragliding (Rob Sporrer) and featured Brad Gunnicio on the microphone.
Friday started well & 9 students and a crew of 4 headed over to the SE shore of the lake at around 8 AM.We setup a day-camp & got organized.We each introduced ourselves & listed our goals for the weekend.Mine were:
1.Go through the collapse series on the Aspen2, emphasis on accelerated collapses.
2.Perform well developed & timed spirals & asymmetric spirals.
3.Learn the entry & recovery of full stalls.
4.Enter & recover from incipient & fully developed spins.
5.SAT
I was first in the line-up.Although cloudy, the rain looked like it might stay South of us.Cloudbase looked high enough to get some basic maneuvers in.I suited up in cold wx gear & made ready for the tow.Due to a South wind, we were launching on a tangent to the shore so my time over the beach was longer than the standard pattern (fortunately).Launch went well & soon I was at 100’, just about to cross the beach & fly over the water when Rob came on the mike, “Pin off !Pin-off! ”I released & turned crosswind to land near our camp.Apparently, one of the drive belts to the hydraulics had slipped & filled the boat with smoke.I’m glad I stayed dry, ‘cause it was maybe 40F. outside.The rain moved in shortly thereafter so we piled into the boat & went to a cabin for lunch & a brief by Brad.The day was over & I had the highest tow of the day ;-)Jim Wells from SLOSA was also at the course.
Saturday I was first up again & we towed as high as the cloud overcast would allow.I did the collapses & basic maneuvers (B-line stalls, horseshoe etc.) that Brad asked for.The first tow or two Brad is building trust – I listened & carefully did what Brad said to do WHEN he said to do it.This way he knew that if I did more advanced maneuvers & got balled up, I would still comply with his instructions.We all got to do the basics & 90 minutes later it was my turn again.Launch went well & I was soon 2000’ above the lake & upwind of the camp a mile or so.Suddenly the tension on the line went away & I realized that I was not attached to the boat any more.First order of business, steer the jet.I headed towards the camp & glide looked good.Next, I pulled in the line until the drogue chute was in my lap & pinned it under my leg.I could now see the line all the way to the water & realized that the lower I got, the more drag the line would have.I was just digesting this info when Brad said to do what I was working towards, “Disconnect the tow hitch in case the line snags on anything.”Good call, Brad.Then I planned my flight path so I didn’t overfly any trees or boats & flew downwind of the camp, dumped the drogue from about 150’ above the beach & landed back in front of the launch.Kind of a fun exercise!
A splice had let loose & soon the boys had it repaired & we were back in business.I got the next tow (since I hadn’t done any maneuvers) and was soon spiraling and collapsing again.It was great to be able to screw the wing up & get it back into shape without any concern of impact with the ground.Brad was great at encouraging & coaching.He kept it up all day long without losing his sense of humor or attention.
I drove home Sat. night with a sense of excitement – Tomorrow I get to do full stalls & SATs.
Sunday the weather at the lake was a thin layer of fog.It started to break up, so Brad went up for a couple quick tows & did an airshow for us.I caught one of his landings –
At this point we had a couple of mechanical issues that really slowed the day down.Rob & the crew did their best to get things going again.After 90 minutes we resumed towing.My first tow was very high & allowed me to do 5 full stalls. I was anticipating a much more dynamic reaction from the wing. The entry & recovery were both benign compared to my expectations.
On my last flight we were able to do 4 SAT entries & a few spirals.The SAT entry was not very hard technically, but was harder to do physically than I expected.The pull to initiate the maneuver required a wrap and I found the pull on the brake line to be more tension around my hand than I liked – in fact, I still have a numb pinky.The successive SATs really scrambled my brains.After rolling out of the last SAT, Brad wanted me to enter a spiral.I was so dizzy that I just ignored him for a few seconds to get my bearings & breath back.When he says on the video, "you're probably dizzy as hell. . ." he was so right. Then I entered some of my best & most dynamic asymmetric spirals.I was able to get way over the wing & felt the timing when it was working.The Aspen 2 really has a lot of energy & SATs very well too.
Here's a video of my last flight taken by Mike W. with a good video camera, followed by a (not very good) video of the last flight taken with my little point & shoot -
Brad’s debriefs were very helpful & I’m sure that as I rerun the maneuvers in my head, I’ll learn much more.I’m looking forward to working with Rob Sporrer & Brad again.
My wife Mary also had an ‘active’ weekend while I was at the lake. She ran the City to the Sea Half Marathon & set a personal best of 1:55.She placed 6th in her age bracket!
Jack G., Dave S. & I headed to Bishop to fly in the Owens Valley with the BAPA XC league. We had high hope for good weather & long flights. On the Friday eve drive North on 395 we saw the weather at left over the southern White Mountains (the East side of the Owens valley.) (click on pic) We saw some beautiful cloud build-ups & the Sierras were dusted that night with snow.
This proved to be the last of the weather though. Saturday dawned clear & beautiful. Unfortunately the winds were higher on Sat. than was prudent to fly, so we all had a recreational day in/around Bishop. Sat. night we all met at a pizza parlor to tell stories & celebrate Kari Castle's birthday.
Sunday looked good on paper, but had a very stable lapse rate, so lift was forcast to be weak & tops of lift - low. A task was called which ran us upvalley to Casbah & then South to Pupfish & across the valley to Keogh.
The leg North was straight-forward but lift petered out below 9000'. The field of 45 was littered all along the course. It was not a day to race - it was one of survival. I was able to hang with Jug & Rob S., thermaling towards Casbah. The guys decided to head out in the valley & tag the point & come back . I decided to hang back & work the last of the weak thermal. After gaining another 400' I too headed for Casbah. A mile from the turnpoint I found a great little core which bought me another 800'. I then tagged the turnpoint & returned to the foothills and entered the thermal the boys had found - this time I was on the top of the stack. This allowed me to work up high enough to make it down range & limp a mile of so farther than the field. Jug & maybe Josh C. were the only guys who made it further South than I. I put down in scrub near Susan who was headed to the waypoint. The scrub consisted of what seemed like barbed-wire tumbleweeds & it took 15 minutes to clear & fold the wing and another 50 minutes to cover the three mile hike to Hwy 6. Miles covered: 15 Flight time: 1:40
Monday the forecast was for SE winds in the valley, & light winds aloft. Jug knew everyone was heading out on long drives at the end of the day, so a 25 mile task was called - Just a downwind dash N. to Benton (about 5 miles from the CA-NV border.)
A few pilots launched 30 minutes before the start & flushed to the LZ in spite of some gallant struggles. A couple of good pilots hung in there & eventually I launched about 5 minutes after the Start Cylinder opened. There was speculation on the hill, earlier, that it may be the kind of day where you may be lucky to exceed minimum distance (5 miles) but after launch I climbed well to 8300' & Dave was ahead of me with good altitude. It looked like the day was improving. Since climbs were low, I headed out lower than I wanted to. 15 minutes later I was only 600' off the deck & looking at another long hike to the road. . . I needed some lift NOW. With only 4 minutes to landing left, I felt a burble that foretold a core nearby. Soon I was happily climbing back into the game. I hate getting low when competing - it just slows you down drastically - but a save from low altitude is quite rewarding & set the tone for the next 18 miles.
I soon found myself flying with Bill Belcourt & Montana (both of whom made goal, dangit). We climbed in a couple of serpentine thermals to around 8000' but they wanted to push deep into the high ground. I knew the potential for high climbs was greater over the high ground, but I was sporting a serious blister from yesterday & didn't want to hike more than a couple of miles. They were also on higher performance wings, so I played it safe & stayed over the fingers.
This worked for awhile, but eventually I needed to point at the goal, use the tailwind, & head into the flats. I was able to find a couple of small thermals in the valley but not enough to make goal. I eventually landed 3/4 of a mile from Hwy 6 and 6 miles short of goal. This time I found a nice spot with an intersection of two dirt roads that allowed me to land and lay the wing down, clear of any scrub. The landing went just as planned & the wing came down with nary a snag. Meanwhile Dave had his best day & landed a mere 1/4 mile from goal.
Miles covered: 20 Flight time: 1:42
Altogether Dave & I drove 12 hours & each flew about 3.5 hours. . . This is within my personal 4:1 acceptable ratio of drive/fly. To be able to fly 2 out of 3 days in the Owens is great. Jack was very generous to offer us the use of his Tahoe to shuttle pilots up the hill. Dave was a great flying partner - able to candidly debrief with meaningful insights. The breadth of experience in this weekend's competitor list was unprecedented in BAPA comps. We had 5 US National Champs (including 3 of this year's US World's Team members) & many more top 20 pilots competing. What a great learning experience. Jug has done a great job of building this league to a regional status. His attention to detail & professionalism has made us all better pilots.
Today was a great day at Cuesta. I rode up with Mike & Dave. Patrick was already in the air when we got there. Mike went first & had a nice 30 min. flight to the LZ. Dave launched next & soon joined Patrick. I wasn't far behind & soon we were bouncing around at 1000' over launch. Lift was abundant but very rough on the edges.
We were able to move around today to areas that have been untraveled by me before. I found myself directly over the TV towers at 3300' (1200' over launch). An area of convergence lay right along the Cuesta Ridge & some of the thermals bumping through this area were very strong & sharp edged. The winds above 3000' were from the North and the winds below were from the SW. Patrick headed North but found this headwind to be a problem & landed at Cal Poly. He gets the prize for most adventurous for the day. Dave, on the other hand, gets a prize for most optimistic. Ask him ;-)
I flew for about 2 hours & finally landed due to bladder issues - I'm sure that it was working until after 5pm today.
My gear worked well, I had many chances to practice with my new speed-bar & my blue-tooth phone dongle worked while I was flying. Next weekend we are headed for the Owens Valley so I want everything in order. Last year I flew 115 miles in two flights - I can only hope for conditions like that this year.
Today I headed to Cuesta & met Eric & Patrick at the top. Winds at launch were brisk but not too high between cycles. Patrick launched first & wasn't having much luck getting above launch for a while so I decided to work on some tweaks to my stirrup & new 3-step speed-bar. Eric launched after a while & the two guys were able to get up & move around the area.
I got into the air & found the air to be quite buoyant. Within 6 minutes I was bouncing around at the inversion at 2600' (500' over) I had fun exploring the area & noticed that today there were a lot of birds of prey & vultures soaring today. I was struck that many of the birds were just out enjoying themselves - flying for the same reason I was. One medium sized raptor was flying along just upwind of me as I flew a lift band - as he went by, he folded his wings & dove 100' only to 'zoomie' back up to my altitude and bank over the top of me. He looked at me with a "Try that" look.
I headed up towards the towers & got closer than previously. I didn't like the way the air felt up there so I came out front to avoid getting caught back on the shallow slope of the ridge.
The RamRace harness I'm flying is completely different than my last - it is a much more supine design and utilizes a stirrup. I have been getting some quite twitchy rides on it. I've been feeling like the signal to noise ratio was a bit low until today. Today I played with the chest strap quite a bit & got it dialed in. I was able to feel the core of the thermals as my wing cut into them - it felt, at times, like a strong bubble was moving laterally along the span of the wing. As I learn to interpret this information, my flying will improve & become more intuitive.
After an hour and a half of fun, I landed at the base of the ridge in some very active air. I packed up & hiked the hill to get back to my truck. On the 900' hike up the hill I stopped to rest a bit & was treated to a pair of adolescent vultures playing follow-me along the ridge. They explored lee-side & rotor areas in a kind of chicken game that I hadn't observed before today.
Today Patrick had a bunch of us SLOSA guys meet him at Cuesta for a site clinic. Although I've many flights at the site, I knew that Pat's extensive palette of strategies exceeded mine & I would leave with some info that would be valuable. There were 10 of us at launch at 10:30 am. The wind was clocked at 12-18 mph so we did a walkabout to view the various launch options & top-landing spots. Patrick did a great job of talking about the site in a way that the newbies could use, while including info that more experienced pilots could use.
The wind was less stiff at the lower launch so Dave S. launched there. I walked back to the top launch & it felt like the wind was lulling enough to allow a launch there. I set up while Dave flew the ridge. Try #1 (which usually is sufficient) was just ugly - the wing came up & I didn't control it properly. It overshot while I turned & frontalled - flailing behind me. I gathered it up & reset only to bring the wing up with a healthy stick in the right side lines. I pulled the "C's" but lost one of them so only one side of the wing was killed. The flying side took me for a ride into the scrub to the left of the launch chute, landing me ingloriously on my ass. Keith assisted my reset & finally, after 20 minutes of ineptitude, I slipped the surly bounds.
Once in the air I was having fun. The air was a bit choppy and the wind on the ridge was 8-10mph, but lift was abundant to the inversion at 2600'. I worked the full extent of the ridge and then was able to repeatedly press out front & then climb in thermals drifting back to ridge. Eventually I headed out to the LZ only to blunder across a nice weak thermal at about 400' over the bluffs near the LZ. I playfully worked the lift until I found a core & then climbed to around 2000' before exploring a bit farther West. Eventually I found the LZ & landed.
Usually, when a "WUFFO" approaches me in the LZ, one of the questions comes out something like,"So, waddayado, keep circling until you go up?"
Today, was that kind of day. When Dave & Pat & I got to launch at Cuesta the wind seemed a bit fresh for a PG flight. Patric was game though & it wasn't gusty so he hucked off & flew at launch alt. +/- 100' for 15 minutes. I decided I was in & got plucked right off launch & found some good lift to Launch + 300'. We toured the area & found that there was an area of lift that must have been a convergence line. We were able to climb to 2600' (400 over) while flying straight. I was able to get to 2800' later in a rogue thermal that had been able to bust through the inversion. Dave was last to try a launch & had no assistance on the hill. He worked it for a good 25 min. until deciding it was too windy for him that day. Patrick top-landed on a finger & I flew out to the LZ to get Dave's car. Flight time: 1:15 with lotsa fun.
Later Patrick & I hiked Cayucos & had short flights in weak choppy lift. A good day.
Thanks to Tom W. for the photo of Dave & me above.
SATURDAY This weekend I headed to Tollhouse with fellow SLOSA members Dave S. & Jack G. We all were looking forward to a good weekend of XC because the local conditions have been weak. Dave is flying a new Boom Sport & this weekend will be the first real test. It's also my first high flight with my new Ram-Race harness.
Saturday looked good with light S-SW winds forecast. The inversion looked like it would be weakened by 1PM. The task was a leg to the NW to 4-lane-turn at the NW end of Sandy Ridge, then to KNOB (in front of launch), then past Black Mtn. to Humphry's Station, then to Piedra - down by Pine Flat Reservoir. The task total distance is 26 miles.
I started off strong with a quick start & made it over to Squaw's Tit with moderate altitude. Alex & I climbed a bit to the inversion (at about 4500') & decided to head out ahead of the normal lead gaggle, which had found a bit of a hole. . . we made it to the first TP at 4-lane-turn. At this point, we were joined by Josh & Eric R. I found myself climbing alone in my thermal while watching Alec & Josh & Eric climb in a thermal slightly upwind. Their climb put them about 1/2 a climb ahead of me & I was comfortable watching from about 1/4 mile behind.
After hitting the next turnpoint I watched as A, J, & E headed due West over the back of Black. This course was upwind of the courseline by 30 degrees. I watched them as I topped out my climb. They really weren't doing that well so I headed directly towards Humphry's. By cutting the corner I saved some time & distance, but now I was flying over low terrain & risking my longevity on a flat-land thermal. I found some weak lift & was able to bubble-surf along towards the TP at an uncomfortable but adequate altitude. As I hit Humphry's, I saw Alex come in under me & we moved south to the low-lying hills on the south side of the valley. I was maybe 900' over the field & just loitered in bubbles until I got hold of a thermal that allowed a climb along the terrain. Alex tried to hang, but eventually landed below. It seemed forever until I was able to make a 360, but once I did the core carried me up to contact Josh & Eric who had gotten skunked farther South. The three of us carried on for the next 15 miles together. I wasn't able to use my speed bar (due to some new harness set-up issues) but I still stayed with the guys & was able to watch & learn from the best. I also did a pretty good job of pimping ;-)
About 5miles from goal Josh & Eric went into race mode & I was content to just make goal. Eric finished ahead of Josh by 15 seconds and they beat me by 7 minutes. I was so thrilled to be in goal with that kind of talent that I was happy to buy the beer.
Results: Flt time - 3:12 Distance flown - 26.2 miles 3rd to Goal behind Eric & Josh.
Dave & Jack had good flights also. Thanks to them for making the long drive to goal for the retrieve.
Sunday's flight was flown in challenging conditions. Lots of sink & lots of violent area of thrash. I can't say I was having fun, but I was enjoying the challenge. I made a slow, laborious trek down to 4 lane turn again & had the lead gaggle (which included Dave) in sight, but things weren't 'clicking'.
I found myself flying alone & got a bit more aggressive than I should've. I made a glide for the turn-point at the high school & tagged it low. I was depending on a suspicion, backed by some success of those ahead of me, that I would snag some lift. None developed & I put in to a small field with a nice big oak tree to fold up under. As I stashed my gear I watched, the more patient Dave, fly over head & proceed on course. Dave made it over Black Mtn to Nichols. His accomplishment doesn't go without notice on me - today was a hard day. He placed 3rd or 4th for the day. Not bad for a second XC on his new Boom. Jack made it to the LZ & was a big help in the retrieve again.
Results: Flt. time - 1:12 Distance - 10.1 miles - About 10 miles short of Goal,
I've flown two 6-day trips to Frankfurt in the last 15 days (at my job in the 747) but have only flown one, short sledder since returning from Lakeview. I was ready to fly.
Patrick called me at 11:30 and said Cayucos was ON. I was doing Coffee House business, so I told him I'd be there soon. I got to the bottom of the hill just before 1pm. By the time I'd hauled my butt to the top of the hill, it was almost 1:30pm but conditions were perfect. Jessie & Eric were at the top with Patrick & were taking a break. I set up &launched into nice smooth lift that took me 250' over launch.
Today wasn't the kind of day to get adventurous or go big - which suited me fine - I wasn't in the mood either. I was ready to boat around, looking at the glory of the coast. I saw the Rock with a different eye - I saw the beach & surf and marveled at its beauty. It was the kind of day I just hovered in 0 sink, parked deep in the brakes, enjoying the view & feeling like a hovering kildeer. I flew for 80 minutes until I got cold & made a nice landing on the beach.
I'm waiting for my new harness to arrive - I made the plunge & ordered an Airwave Ram Race harness. It should be here any day.
Dave & I got home this evening after a 10 hour drive. It's nice to be in my own bed.
The last two weeks were very rewarding. The Rat Race was a lot of fun with flying 8 days straight. The Nat's had too much wind, and the flying was very challenging. I had two days at the Nat's where I chose not to fly in the conditions at launch and was fortunate that both day's tasks were called off. I never put myself in a position I didn't want to be, no risky landings and no botched launches.
HERE ARE THE STATS: I learned a lot of lessons that I'm still digesting & pondering - In 14 days I flew 202 miles - Total flight time 24 hours. I made goal at the Rat Race 3 times in the comp & once to declared goal in practice. Landed out 5 times without incident. Relaunched '0' times. I ate 10 Power Bars, 5 Crunchy Energy Bars, and 30 pints of water on the hill. I only had to hike once - 2 miles. Won two trophies and scored 5 T-shirts. Met a LOT of cool people & successfully met my declared goal by having more fun than anybody else at the comps!
We gave it a go today - Strong & crossed winds at launch and weak lift. The task called was a 100k downwind run.
I didn't like conditions at launch. The wind was crossed & gusting to at least 15 at times. The lulls were allowing launches so I decided to stay on the ground & see what kind of drift the guys were dealing with. My strategy was to launch after the start window opened & simply exit the start cylinder while making my first climb - that is, IF the conditions at launch improved. The conditions when the start opened were gusty & strong so I held back. About 10 minutes before the launch window closed the wind lulled considerably & I got my helmet on & was heading to launch when I was told the task was canceled. This was a good call since the lead gaggles were drifting a lot & only getting ratty climbs to about 1000' over launch. I saw two pretty impressive collapses in front of launch that illustrated the tough conditions in the lift. . .I was glad to stay on the hill.
Today was a no fly day. Winds at launch are forecast to be 15 kts. & winds aloft forecasts predict winds at 9000’ & 12,000’ to 30-40 kts. Tomorrow, the last day of the comp, is supposed to have light Southerly winds but winds aloft may still be strong.
The last two tasks were brutal for those of us on DHV 2 wings since we were unable to get to a point in space that would allow us to reach the turn point upwind of the working course line. The task committee had to assign the turn point to keep the 65 competitors near the main roads, but the tasks were near impossible for most. I’m hoping for a task tomorrow that will challenge my skills & decision making rather than the penetration performance of my wing. Don’t get me wrong – the second task did have three DHV 2 wings in goal – it was doable that day & I made a rookie mistake getting downwind of the proper line. But the third task just seemed to be impossible for the slower wings since we had to be flying South of the course line to make the turn point and there just wasn’t any lift there.
Considering the above, I’m feeling good about the way I’ve flown the tasks assigned. In a couple cases I didn’t go very far (18.5 K) but given the circumstances – I gave it a good effort & am happy I just got over the back & on course. These two down days have allowed Dave & me to get out & see the countryside around Lakeview and, I’ve got to say, it is beautiful country. I’m writing this while sitting in the sun in a 100 acre meadow that I flew over the last two tasks. You can get to the boonies in 15 minutes around here – for the ME that’s a hermit, this could be heaven. I imagine the winters can be cold & long here, but the spring & summer is great. Dave’s out on another walkabout & I’m just relaxing – it could be worse ;-)
If you are reading this blog & are considering competitions, I would highly recommend them for improving your skills & increasing the quality of your flights. At some point, boating around your local site may get a bit tedious, as it did for me. When that happens, you need to have the skills, equipment, & experience to safely fly your first XC. One of the best places to fly your first XC is at a local comp. Generally, the first couple of waypoints are nearby with small valley crossings. This will give you experience at starts, strategy & experience using the GPS. Retrieves are usually simple & you’ve 10 guys/gals in the area with radios that can help you out. The best aspect of comps is the exchange of information by the finest XC pilots. At this Nat’s I’ve had the opportunity to talk with Frank Brown, Eric Reed, Josh Cohn, Dean Stratton, and many other top 20 pilots. The Rat Race was more geared for mentoring, but it’s hard to avoid learning just lurking & listening. Don’t be shy & don’t stop learning. Cross country flying is very challenging and very rewarding. Competitions are just a simple way to get in the air with a safety net that is organized.
No flying today & probably not tomorrow either. . .The wind sure does blow in this area. Dave & I went to the pilot meeting at 8:45, gathered our morning smoothies (Thanks Gail) & listened to the 10 pilots who made goal yesterday tell their tales. The scorers presented a nice flight analysis which showed the relative position & speeds of each of the top 3 finishers. We all applauded the accomplishment of these ten guys who completed the longest task in US paragliding comp history, 145 kilometers.
Yesterday I placed 26th for the day. For the day, I was 4th in the masters class & 2nd in the serial class. I'm now sitting 27th overall & very happy. My flying is improving and I believe that I'm thinking more about attacking the tasks rather than following gaggles. I still want to complete a task here, so it looks like Saturday will be the day for that.
Dave & I went to the Lakeview Chamber of Commerce to ask about hikes & were treated to a great tour & food orientation of the area. I've never seen folks so happy to have a bunch of paraglider pilots in their town. We have been constantly told, by shop keepers & locals, how much they enjoy looking up & seeing us launch. This launch is different than most - it's 700' directly above town. Every launch can be seen by EVERYBODY in the small town.
We decided to go hiking in the Gearheart Wilderness area. It's about a 35 min. drive West of town. We picked up some lunch & headed out. We hiked 9 miles total & climbed 1700' in about 3 hours. The scenery was great with pinnacles & palisades amongst thick forest trails. While hiking we ran into Hawaii Ray, Cliff, Frankie, and Tim K. They hiked back with us & shared a beer in the parking lot.
I'm not sure what's on the docket for tomorrow but the wind is forcast to blow & I'll be ready to fly if it doesn't.
Results for the various classes & overall can be found HERE.
Today, as forecast, the wind was blowing at launch. Conditions were marginal, but there were definite lulls that would allow for safe launches, so a task was called.
The task started with a 13.5 mile leg to Cutoff (the turnpoint I couldn't reach yesterday because I was too far downwind of course line) and then a 75 mile downwind leg that was over Plush & proceeded North.
The Wind Techs launched without trouble & had little luck staying in the air until about noon. Additional Wind Techs were put in the air & they began to find lift but their drift downwind to the North was noticeable. The wind began to come up & most pilots were not too quick to launch. Dave & I launched about 15 minutes before the Start time of the task. We launched into a down cycle & had to grovel for 10 minutes before we found a thermal & started a bumpy, drifty, climb to 9000'. Dave left for better lift & found none & had to side-hill-land for a relaunch. Meanwhile, many pilots were dirting in the LZ out in front of launch.
I continued to search the area for lift & after reading "PATIENCE" on my vario I took a deep breath & realized I would be having fun if I quit being frustrated that I hadn't gone over the back yet. I worked a couple small rough thermals & finally found a smooth 400'/min. core that soon bloomed into 650'/min. steady climb to 9500'. Sam Crocker & I headed over the back towards Cutoff. I was wary of getting downwind of the course line this time. I stayed over the road & took climbs back a bit, but soon penetrated back near the road. I was able to travel 6 miles while working very disorganized lift towards the turn point. Eventually I had to make the decision to either push out towards the road or press on & land in the boonies while maximizing my track towards the point - I chose the latter. Dave has had two long hike-outs & I had none - it was time for me to experience the beauty of SE Oregon's wilderness first-hand.
Eventually I made a nice landing in, what might be called, a meadow. In truth, the slope I landed on was covered in sparse sage with softball & football sized volcanic boulders everywhere. As I approached the clearing I awoke a sleeping coyote & he ran off in a hurry. The landing went well & I made contact with Kevin on the retrieval freq. I told them I'd hike out & meet them at Hwy. 140. . . I was actually looking forward to a bit of a hike.
Today was a day of marginal conditions & contrast. The task was the longest ever called for a US Nationals competition, yet there were many pilots on launch who decided not to fly due to the wind & drift in climbs. There were also many good pilots in the LZ with minimum distance points. I wouldn't have launched if I thought it wasn't safe. Conditions when Dave & I launched were fine. The challenge was climbing high enough to cross over the back of the ridge without drift so far from the course line that I ended up in a position like yesterday's frustrating flight.
I know that at least 6 made goal today - probably a couple more.
