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Tim

Paragliding World Cup 2011 Roldanillo, Colombia - Task 6

Today must have been some serious racing.  Speeds today were over 30KPH and there were 87 in goal.  Marcus Malmqvist was first on the UP Edge XR, followed by Yassen Savov (Boom 8) and Andreas Malecki (Mantra R10.2) and Josh Cohn (Niviuk Proto) and Charles Cazaux (Mantra R10.2).

Overall leader Michael Sigel placed 21st today, scoring 891 points and holding on to his cumulative lead.


No tasks will be dropped during this PWC so what you see is what you get.


Cumulative results are In this .PDF file

Paragliding World Cup 2011 Roldanillo, Colombia - Task 5

Today's task was 123Km and conditions were finally suitable for some racing.  The top pilots had average speeds of  28KPH. Today's Top-10 were:

1  0051 Russell OGDEN GBR
2  0147 Xevi BONET DALMAU ESP
4  0017 Andre RAINSFORD ZAF
5  0039 Primoz SUSA SVN
6  0053 Russell ACHTERBERG ZAF
6  0020 Michael SIGEL CHE
8  0101 Lucas BERNARDIN FRA
9  1717 Primoz PODOBNIK SVN
10 0009 Raul PENSO VEN
10 0319 Yassen SAVOV BGR



Nick Greece is the top US pilot at 9th, and Josh Cohn is at 13th in the cumulative ranking.
With two tasks remaining, this is proving to be a great opening competition for the 2011 season.  The top-10 pilots are on Gin Boom 8's and Ozone R10.2s.  Niviuk is represented by Josh in 13th and Stefan Wyss in 14th.  This year is looking like a very competitive year for the manufacturers who are striving to push the performance limits.



Cumulative Results are  in this .PDF file

Paragliding World Cup 2011 Roldanillo, Colombia - Task 4

Another tough day in Colombia.  113Km. task with no one in goal..  Michael Sigel was the only pilot to make 100K, which will cinch first position for him.  Since today's results aren't out yet, this is speculation, but some quick computation yields this unofficial ranking overall:

1. Michael SIGEL
2. Russell OGDEN
3. Peter NEUENSCHWANDER
4. ?????


I'm not sure of the ranking below third place, since so many were around the 86Km point. It looks like Nick Greece and Josh Cohn are hanging in there, and both may be in the top-10 when Cumulative Scores are up.




Cumulative scores are in this .PDF file


Tim

Paragliding World Cup 2011 Roldanillo, Colombia - Task 3

The third task was considerably shorter than previous tasks at 60 Km.  This allowed all but 13 pilots to make goal.  The top-15 all had average speeds of around 20KPH so it looks like it was a slow day.

Yasson Savov and Russ Ogden are emerging as the most consistent leaders.  They were third and fourth in the cumulative rankings and placed first and third today, so it looks like they will be at the top of the leaderboard.

Jack Brown was second today, and the only US pilot in the top 20.  Nick Greece was in 25th.

For results you can go to http://www.paraglidingworldcup.org/htmlrequest/results/t/1/3/1 .  Cumulative scores seem to be a secret.  There may be cumulative scores in the comments on THIS PAGE.

Tim

Flying Bookshelf - Flying Rags to Glory

Mads Syndergaard is an experienced, and quite accomplished XC competition pilot.  He also doesn't mind passing his voluminous store of information to those with XC dreams.

I received my copy of Flying Rags for Glory. . .  last month and found it to be well written and comprehensively informative. The book is written primarily for paraglider pilots contemplating entry into the comp scene. You'll find that this book contains much of the same kind of information, directed at new pilots, as my article "Flying in Paraglider Competitions" but this book also has considerable information that is of value to advanced pilots with goals of flying the best equipment and flying to their max potential.

One of Mads' strengths as a pilot, and as an author, is his interest in the psychology of winning.  He emphasizes and reinforces, with examples, that those who assume they will win, have an edge that is tangible. He also references studies of the sub-conscious and its role in high level activities.  I found this section of the book to be very interesting and informative.

Mads has been flying for most of the years that our young sport has been evolving. He does an excellent job of relating his experiences competing on wings of dubious flying characteristics and modest performance. Many photos are used to illustrate the wings and characters of the early years.

I found this book to be a good read and a valuable addition to my bookshelf. If you'd like to read some excerpts, here are a few:

Excerpt#1 from Flying Rags For Glory - Your First Task Briefing

Excerpt#2 from Flying Rags For Glory - Flattening the Sinus Wave

Excerpt#3 from Flying Rags For Glory - Non Conscious Learning

Flying Rags for Glory is available exclusively in the XCSHOP. If you decide to purchase this book, please click the graphic at left or this text to visit the website. I will get credit for the referral. This is the only revenue generation I use on this site.

Paragliding World Cup 2011 Roldanillo, Colombia - Task 2

Another tough day, from the sound of it.  123K task and it looks like everyone has landed short of goal.  Looking at the 'Live Leader Board' Eric Reed placed second a few km. short of goal. Nick Greece, Josh Cohn, and Jack Brown landed around the 116k point.

No official cumulative results are out as of 2100 pst.  But here are some links for your useage:

The retrieve map and general task map are at  www.fastretrieve.com/mapping

The Live Leader Board can be found at Live Leader Board

Results are in the window below and available at http://www.paraglidingworldcup.org/htmlrequest/results/1/2/1.

Paragliding World Cup 2011 Roldanillo, Colombia

The first task of the Colombia PWC was a 94 kilometer zig-zag that had as many pilots landing near the 1/2 way point as it had in goal. With the pilot caliber that these events attract, it must have been a tough day.

The Top-10 for the day were:

Rank ID Name        Nation    Glider            Score
1 0020 Michael SIGEL CHE   Gin Boomerang 7       997
2 0051 Russell OGDEN GBR Ozone Ozone prototype   987
3 0077 Jean Baptiste BERLIOUX FRA  Boomerang 7   976
4 0305 Peter NEUENSCHWANDER CHE Swing prototype  973
4 0319 Yassen SAVOV BGR        Gin Boomerang 7   973
6 0059 Nicholas GREECE USA        R10.2?         968
7 0002 Jurij VIDIC SVN      Ozone Mantra R10.2   965
8 0015 Jacques FOURNIER FRA   Ozone R10.2        964
8 0147 Xevi BONET DALMAU ESP   Gin Boomerang 7   964
10 0107 Adrian HACHEN CHE ? ?                    962

Jack Brown and Josh Cohn are in 15th and 16th respectively, and Brad Gunnuscio, Eric Reed, and Brett Zaenglein, all scored around 350 points, landing mid-task.

Results can be viewed in this .PDF file.

Volando en Roldanillo - USA is 1, 2 !

Well it's over in Columbia and Eric Reed was consistent enough to win the Gold. Brad Gunnuscio finished strong to move up to 2nd, and Nick Greece finished at 15th after a great effort in the last two tasks. Jack Brown was 28th and Max Marion did a respectable 50th in one of his first international events.

This is certainly a great showing in this comp, and bodes well for the US guys during the Columbian PWC event next week.

The links in my previous posts appear to be broken due to bandwidth exceedence, but final results are visible in this .PDF file
Tim

Volando en Roldanillo - One more day

Eric Reed is still at the top of the leader board after 5 tough tasks.  He is showing his tenacity and skills among a very talented field.  In addition, Brad Gunnuscio has climbed into 3rd place and Nick Greece is in 18th.  I'm sure Jack Brown is a bit frustrated in 30th, but it is tough to come back from 2 bad days at the start of a competition. Good luck to the guys!

Tomorrow's task will be the 'decider' so check back for the final results.
The overall results can be viewed in this .PDF file.


Tim

Volando en Roldanillo

The competition is on in Columbia at the Volando en Roldanillo.  After three tasks Eric Reed is leading the pack with his signature consistent 'badger' style flying.  He won the first day's task, placed 6th in task two, and second in the third.  Brad Gunnuscio is 4th overall and Nick Greece is 24th.  Jack Brown tied for first in task 3 after a couple tough days early in the comp.

For the latest scores go to http://www.volandoenroldanillo.com

The overall results can be viewed in this .PDF file.

Flytec's 6030 soon to have features of the Flymaster B1Nav!

Hey sportsfans - The folks at Flytec just announced there will be a significant firmware update for the 6030 very soon. It is being tested at the January HG comps in OZ and PWC comp in Columbia. If there are no significant bugs reported that cannot be quickly fixed they expect to release it at the end of this month.

Click for link to my magazine review

The "significant features" added include:

• Optimized route.
• Goal line finish
• Speed to start cylinder
• Nascent/near thermal tone
• NMEA output over Bluetooth

Yep, the $1449 SRP Flytec 6030 will soon (maybe) have the same features as the $630 Flymaster B1Nav.

It's great that Flytec is adding these features.  I don't sell either instrument and I don't really care which is 'best' - I just don't like the big-guys using their influence to control the market and the price points of a niche business.  I especially don't like our limited publications allowing this control to be exercised in their pages.  When I mentioned these "significant features" in my review of the B1Nav, it was considered an unbalanced view ;-)

Tim

For additional background, see my review of the B1Nav - http://biggovtsucks.blogspot.com/2010/08/flymaster-b1-nav.html
and the reaction to it's publication:

http://biggovtsucks.blogspot.com/2010/11/really.html

Skywalk video competition 2010 Winner!

I embedded this video in August because I felt it conveyed much of the appeal of the sport.  Skywalk agrees.
Congratulations to José Abreu who has won the 2010 Skywalk video competition!
If you have the bandwidth, watch it in HD - Enjoy.



And for those fellow AC/DC lovers, here's a bit more bumpin' video, also from Jose:

Magic Soap

I'm no good at remembering jokes.  I enjoy hearing them - and have an appreciation for humor; I just don't retain the elements of the story in my brain. . . With one notable exception.

Many years ago I was at a small comedy club and an unknown comic took the mike.  He told this joke -

"I was talking to my roommate the other day, about soap.  I told him that soap must be magical.  He said 'Soap isn't magic!  It's just soap!'
I said, Oh yeah? Well think about the soap in the shower. And think about the last thing I wash. . . and the first thing YOU wash. . . It must be magic!"

I've never forgotten that joke.  I think about it, with a chuckle, at least 30% of the times I reach for the soap in my shower.  I don't know why this has 'stuck' for so long, just that it has.  If only all the important lessons in life stuck with the vividness and the humor of that one. . .

Which is why I relate this story.  What I write, on this silly blog, is written with the hope that some of it will resonate and 'stick' with you.  It's my hope that the wheat will show through the chaff and, when you find yourself in need of a good idea in a bad situation, something you've read here will help.

In the meanwhile, Fly Safe -

Tim

REALLY?!

In an August post I reviewed the Flymaster B1Nav integrated flight instrument.  This post has been one of my most read posts, accessed through Google, by those researching flight instrument purchases.

I reformatted this post and submitted it to the U.S. USHPA magazine for inclusion in the October 2010 issue.  Before publication, the article was edited by the USHPA editor, Nick Greece.  The article came out and, except for some rather frustrating formatting errors and missing graphics, read the way I had written it - after being edited by the USHPA editor.  The article can be seen in it's published format here ->  http://issuu.com/us_hang_gliding_paragliding/docs/1010web_mag/18?mode=a_p

The article was written from the standpoint of (me) a pilot wishing to update his instrumentation or enter the Competition XC fray.  I prefaced the review by indicating my prior instrumentation was an "aging" Flytec 5020 and a Garmin 76S.  I also wanted to convey to the large number of aspiring XC pilots, who cannot afford a $1500 unit, that the B1Nav might be an affordable integrated instrument that delivers the necessary features while costing much less.

I want to fully disclose that I have received some minor discounts on some of my gear because I am an active pilot and this blog has a readership (20,000 page views in the last 6 months).  I've never made a statement that I haven't fully believed, nor made a recommendation based upon a freebie offered to me.  And I didn't this time - I honestly recommend the Flymaster B1 Nav for those who don't want to spend a grand and a half for a comparable Flytec unit.

Then I received the November USHPA mag. . .

In it, on page 9, was included a NOTE FROM THE EDITOR that addressed, solely and specifically, the article I had written and that had been edited by the editor.  The "note' covered more than nine column inches and seemed to be written as a counterpoint to my article.  It read, suspiciously, like it had been written by Flytec themselves, using the USHPA editor as a mouthpiece and the non-advert pages of the USHPA magazine as their advertising space.

It stated that "the article was not a review based on objective facts."  This is an accusation of personal bias and I resent the unveiled insinuation.  I'm a Flytec owner.  I like my Flytec instrument but it's time to upgrade to a newer unit and I reviewed the Flymaster after buying it.  Bias was not a factor.

It criticizes the fact that I compare it to the 5020 - after I prefaced my review by stating this fact.

It also states, "... since the B1Nav lacks significant features and functionality (compared to units costing twice as much) the comparison is weak."  This statement was made by the editor without a single example to support the statement. Frankly I'd like to hear what these 'features' are, since I don't fly one of these top-of-the-line units and wasn't reviewing them.

Then a comparison was made by the USHPA Editor to the Flytec 6015 as a "comparable unit".  I'd wager an expensive beer that this statement was made without him ever flying the 6015.  At least I referenced instruments that I own and have flown in cross country competitions.  To state that the 6015 has comparable features is nonsense.  The B1Nav is fully featured - read the article.

I have no interest in starting a feud with Nick.  He's a good guy and an excellent pilot.  I generally like the work he's done with the mag.  But an editor has authority and responsibility.  He exercised his authority and completely dodged all responsibility.

I think what's happened here is this - The October issue was edited during some seriously busy XC competition schedules this Summer.  The article wasn't my best work and his efforts to edit it properly were probably hindered by a busy flying schedule.  Then, after publication, Flytec USA gave Nick a lambasting, using every ounce of influence that their advertising dollars impart.  Nick's response was the NOTE FROM THE EDITOR where he threw me under the bus.

And now, this is my response to the NOTE.  You wouldn't be reading this if Nick had manned-up and acknowledged some responsibility as the editor of the article.  Instead he caved in when the pressure was on -  and the casualty was an uncompensated contributor.  If one uses a national magazine to attack my credibility, the least I can do is to respond on this little blog -

NEWS: Flytec has announced that they plan to add "significant features" to the 6030 firmware.  These features are already offered on the Flymaster B1Nav.

Fly safe and contribute to the USHPA mag, if you feel lucky -

Tim

2011 X-Alps Athlete selection announced

Tom Payne put this great table of the 2011 Athletes together:

Country	Flag	Athlete	Age	Supporter	Glider	Blog/website	2003	2005	2007	2009
ARG		Martin Romero	36	Diego E. Romero	MacPara Magus XC
AUS		Lloyd Pennicuik	45	Paul Underwood	Axis Venus	link			17	X
AUT1		Helmut Eichholzer	36	Wolfgang Ehgarter	Ozone Delta	link		4		X
AUT2		Christian Amon	41	Mario Schmaranzer	Swing Stratus			X		X
AUT3		Mike Küng	42	Thomas Arzberger	Paratech P8 Proto
BEL		Thomas de Dorlodot	26	Gatien de Dorlodot	Gradient Avax XC3	link			X	10
BRA		Richard Pethigal	42	tba.	Swing Stratus
CAN		Max Fanderl	46	Penny Powers	tba.	link			X	13
CZE		Jan Skrabálek	41	Karel Vrbensky	tba.	link			11	15
ESP		Ramón Morillas	44	Juan Morillas	Advance Proto	link			7	9
FIN		Jouni Makkonen	40	Toni Leskelä	Gradient Avax XC					7
FRA1		Vincent Sprüngli	46	Jerome Maupoint	Gin Boomerang				X	X
FRA2		Philippe Barnier	36	Hervé Garcia	Niviuk Icepeak
FRA3		Clément Latour	28	Gil Thomas	Skywalk Poison 3
GBR		Steve Nash	48	Richard Bungay	Nova
GER		Michael Gebert	31	Florian Schellheimer	Gradient Avax XC3	link		5	X	6
ITA		Andy Frötscher	42	Martin Klotz	Skywalk Poison 3	link	X	X	14	12
JPN1		Kaoru Ogisawa	51	Masaru Saso	Gin Boomerang				5	13
JPN2		Masayuki Matsubara	40	Tetsuo Kogai	tba.					X
NED		Ferdinand van Schelven	27	Anton Brous	tba.
NOR		Ivar Sandstå	44	Inge Haustveit	Niviuk Peak 2
POL		Pavel Faron	37	Piotr Goc	Swing Stratus
POR		Nuno Virgilio	31	Samuel Lopes	Axis Mercury
ROM		Toma Coconea	36	Daniel Pisica	UP	link	X	X	2	X
RSA		Pierre Carter	44	James Braid	Gradient XC3					X
RUS		Evgeny Gryaznov	39	tba.	tba.					5
SUI1		Christian Maurer	28	Thomas Theurillat	Advance Omega	link				1
SUI2		Alex Hofer	34	Roland Moltinger	tba.	link		1	1	2
SUI3		Martin Müller	45	Yannick Flugi	Gin Boomerang 7 light	link			3	X
USA		Honza Rejmanek	36	Dave Hanning	Axis Mercury	link			9	3

source: X-Alps website, Wikipedia, own research || Age at Race launch 17th. Jul 2011 || blogs tbc. || X means participated, but injured or disqualified/eliminated

Flying Safe

Copyright ©2010 iStockphoto LP

I say this a lot. "Fly safe."* 

I think this a lot too.  You see, I've never considered having an accident as a reasonable possibility, as long as I "Fly Safe."

I began my flying life at 15, in sailplanes.  I was a skull-full-o-mush, as all 15ers are.  In order to afford my flying lessons, I became the 'airport kid' and worked around the airport - fueling airplanes, working the launch line, cleaning bathrooms etc; and I learned a lot watching the many pilots come and go.  Soon I was towing gliders with a Super-Cub and flying glider rides and intro-lessons.  All the while I was observing other pilots - noticing their different styles and techniques.

I developed an indelible image of the difference between a good pilot  and one who thought he was good.  The 'wanker' assumed he could overcome all variables - but never took the time to think them through.  The good pilots always considered the variables and made sure that the sum added up to a safe operation.  I'm convinced that this lesson saved my life - often - as I negotiated my early flying escapades while experiencing the insanity of puberty.  Applying this lesson has kept me alive during the ensuing 40 years and 25000+ hours.  I've made being a "safe" pilot priority one.  

National Air and Space Museum- Smithsonian Institution

Don't get me wrong - I did my share of stunts, over the early years, and I'm not dumb enough to list them here.  But I've always - even when doing things that I knew were on the fringe of stupid - considered the variables and made an effort to make the right call.  I've NOT done many stunts that just didn't pass my 'safe' test.  


You've all experienced 'Intermediate Syndrome.'  This is a kind of temporary insanity that many experience when they get just enough knowledge and comfort in their abilities to forget about "Flying Safe."
To my chagrin, I experienced a brief Intermediate Syndrome, in paragliders, just before I turned 50, and it resulted in injury.  It took five broken ribs to remind me that paragliders are not toys - they are aircraft that need the respect and consideration given to any other kind of aircraft.

For the last 30 years I've made a living flying airliners.  The most important job of an airline pilot is to consider the many, many, variables and still provide a safe, boring flight to his passengers and crew.  It's hard for me to fly my paraglider with a different mind-set than I do my 747. . . Does that mean that I never fly when conditions aren't optimal?  NO.  Just as in my airline career, I have flown in conditions that pushed (but never exceeded) my experience and aircraft performance.  The secret to increasing your experience level, and comfort in unfamiliar situations, is to do it in baby steps.  It takes time and experience.

So, ask yourself, "Do you Fly Safe?"

What does it mean to "Fly Safe?"

MY definition of a safe pilot is one who I would allow to fly with my family aboard.  Before making the determination of a pilot's "safety," I look at his/her competence and knowledge (experience); mental state; and  motivation on the flight.

• Does the pilot have the experience to fly in the conditions that exist presently and those that may occur during the flight?
• Is the pilot experienced enough to anticipate problems and avoid/compensate for these problems?
• Is the pilot thoughtful in planning the flight and aware of the responsibilities she is assuming?
• Is the pilot's competency on that aircraft type sufficient?

We have to remind ourselves that there is an important passenger on board, even when we are flying alone ;-)

So, do we "Fly Safe"?

From the standpoint of flying paragliders in Cross-Country events, when I answer that question honestly, I must admit that there are times it appears that I could have flown with more safety.  When I am on a XC flight and get low on the terrain to pull out a save;  When I explore the lee to contact a booming lee-side thermal; When conditions at launch are *sketchy-but-flyable* and I decide to launch before it gets worse;  All of these situations are second-guessable.  The important factor is that I am aware that the safety margins may have been reduced in these situations but, after weighing the applicable variables, have decided it is, indeed, safe.

I know that this appears hypocritical - "It's OK to do dumb things as long as you realize they are dumb."
That's NOT the takeaway here.

What I'm saying is, in the dynamic world of aviation, awareness of your risk at all times, and weighing all the variables, is imperative.  To blindly dive into the lee without a consideration given to the consequences, is idiotic - to fly into the lee after considering the sun angle, winds, and plan of retreat, is "Flying Safe."

In a sport where the prize monies are paltry; the fame is but momentary; and the bragging rights only last for the weekend; ask yourself, "How much are you really willing to dip outside your safety envelope to win a task?"

Answer that question honestly, when in the heat of competition, and you'll know my mindset while competing. Consideration of your risk/reward when it's important is the key.

At the moment I have four friends in physical rehab after flying accidents that occurred while pushing the limits of safety.  I'm sure each of them has a different perspective on the risk/reward calculation than they had prior to pounding.  Please consider their outcomes and daily struggles when you are making critical safety decisions in the heat of battle -
Fly Safe -
Tim
*Even though it's improper English, I live with it.

2010 PWC Superfinal Results and some News

The US team is heading home from Turkey and they can hold their heads up high.  After 7 tasks in 11 days, the US pilots all flew well and brought home 5th place in the Team standings, of which Cross Country Magazine says, "In fifth place was Team USA. The seven pilots flew strongly to show that they are now a true force on the international stage."

Congratulations go to all seven guys:  Nate Scales who was the highest scoring US pilot, at 23rd - Josh Cohn placed 28th - Eric Reed at 49th - Len Szafaryn at 54th - Nick Greece, who was leading after task two, finished at 59th - 2010 US Nat'l Champion, Jack Brown, at 88th and Brad Gunnuscio at 92nd.

Thanks for representing the US Comp pilots and flying well! 

Final Results are HERE

PWC FORMAT TO RETAIN THE SUPERFINAL:

The PWC format, for the foreseeable future, will retain the 'Superfinal' format, with 5 regional tests before selecting the qualifiers for the Superfinal.  This format was overwhelmingly approved and will continue to improve the chances of US pilots to qualify, and participate in, the highest level competitions in our sport.


PMA SAYS "GO SERIAL":

On an interesting note; The PMA has announced:

“The PMA believe that from the material point of view a significant way to improve safety in FAI cat.1 competitions is to restrict them to EN–D gliders. Open Class gliders have their place in competitions but FAI cat.1 is not that place.”

Read the full Cross Country article HERE.

I've gone on record as being in favor of such a move, and I still believe it would help our sport grow and improve the quality and safety of our competitions.  I do believe that there is a place for full-on racing (uncertified) ships for use in the PWC that will provide a venue for the highest performance and R&D for the manufacturers.  Much like Formula One and America's Cup racing, there is a place for the spectacular performance of a "cost is no object" type of class*, but I feel that competing mano-a-mano on whatever performance wing will provide better 'sport' for a larger market.  Admittedly, I am flying an EN-D wing in competitions and this obviously biases my opinion, but my choice of wing is due to my opinion that my EN-D wing provides a increased margin of safety and handling not exhibited by competition wings.

I am not cynical enough to assume that the PMA decision is to boost sales by requiring serious competitors to purchase a Cat 1 comp wing and another to fly in PWC events - I hope they feel it will stimulate the market and expand it.  Am I naive?  I hope not.

Do I think Cross Country Competitions will become safer?  Probably not.  Quite simply, it's the stuff between the ears that, ultimately, provides a safety margin.  You can fly a Cessna 150 into trashy air & the result will be ugly.  Pick your line intelligently and fly safely - THAT's the measure of a good pilot. . .
--------------------------------------------------------------------
* By 'cost is no object' I mean $$ is no object. . . Unfortunately in the sport of paragliding, the cost to compete on the highest performance wings can mean the cost is your personal safety - This I find unacceptable.

Fly Safe,
Tim

Aftermath of a fall - This one turned out well.

White Mountains in the Owens Valley -
Click photo for larger version - Photos by Jay Gordon

None of us wants to leave a three-day flying weekend knowing that we are leaving one of our own injured and alone in the mountains. We all want, even less, to be that guy.

This weekend, at the Nor-Cal XC league event; three days of flying geared towards new and improving XC pilots, one of our experienced pilots found himself down in the White mountains at around 2:30 pm and spent 12 hours lying injured on the hill, awaiting rescue.

I've heard words of surprise from some of my fellow pilots, that it took so long to get him to the hospital, but I was actually VERY IMPRESSED that the efforts of many culminated in the successful resolution of this event.

Let's work through the timeline of the event -

• Shortly after 14:00 the crash occurs at 11,000' in the Whites. No radio call is made by PilotX. No phone call is made by the pilot. It is not known if he was conscious or not.
• One of our group happens to be flying in a position where he can see this area of the White Mountains (which is approx. 1 mile East of flight tracks of those flying the task that day.)
• The pilot who knew the position of PilotX and another of our group, who had a private aircraft, fly over the crash site to verify the position of the victim and verify if he is injured.

This is the point where I got involved; Just back from goal, with no idea what's up– around 16:10.

• Once we had verification that he was on the hill and injured, with an accurate position, I called 911 to get to the local SAR teams mobilized.  (I had just been talking to the Mono Sheriff SAR Sargent, 2 days earlier, and actually had asked him the best way to alert them to a problem like this - 911 was the answer) 
• Stephan & I worked with the SAR coordinator and the ball started rolling by 16:30. Sunset is 1800 – I don't say it, but I know the odds are good that PilotX may be spending the night.
• The next 5 hours are spent getting SAR volunteers mobilized and up to the Barcroft Research facility. Once there, it was a 2.5 mile hike – in the dark – in tough terrain, with a couple steep canyons to enter/exit/work around (you get the picture – it took them a while to hike with their 50 lb. packs of med gear and technical equipment. They get to PilotX at 1am.
• It takes a while to assess, stabilize, immobilize, and package PilotX for carry-out to a suitable LZ for the chopper, which has been dispatched from NAS Fallon (200 miles away). The Navy pilots are using IR gear to navigate at 11,000' in the terrain – it ain't easy flying – RESPECT.
• By 3am I get word that PilotX will be arriving at the hospital in Bishop for evaluation. I get word at 5 am that he is going to be transported to Stanford by air, at 7am
  
  
  
  Why did it take 12 hours? Well, we got lucky on this one – that's why.
  

• BECAUSE one of our pilots spotted the crash, and
• BECAUSE another of our group had an airplane to view the scene and pinpoint the position, and
• EVEN THOUGH no radio or cell contact was made for hours, and
• EVEN THOUGH PilotX had no survival gear accessible, and
• EVEN THOUGH PilotX had not a single light source – NOT ONE. and
• BECAUSE the weather in the area was the warmest September 27th in history,
  
  
  
  This one turned out well.

This situation, if things hadn't gone well, could have easily been a body extraction, folks. 

You simply can't find someone in a mountain range, this big, without some hints.

Even though PilotX's injuries weren't life threatening, he was incapable of hiking out and had no survival gear with which to buy time to allow for rescue

The guys hiking into the site would have arrived sooner if they'd had the ability to see his position with a strobe light or headlamp. A SPOT would have been a valuable aid to pinpoint PilotX's last known position and to get rescue started in a timely manner. (I'll just go on record now – if I go missing, use my SPOT page on my blog & you'll see where I'm laid out.)

Yup, we got very lucky on this one.  Please carry some gear.  I carry a spare radio battery. I carry a AA power source for my cell-phone,  I carry a strobe light and a headlamp.  I carry enough clothing that I could spend the night on the hill.  A SPOT is cheap insurance.  If the crap slaps the fan, at least put the odds on your side that you'll live long enough to get rescued.

If you fly XC anywhere, even in the Dunlap valley, and you don't carry some survival stuff that is accessible while sitting injured, IN YOUR HARNESS,  then you are the intelligence equivalent of the idiot that hikes into the Grand Canyon in flip-flops, carrying a diet pepsi. Please don't be that guy.

It's not like I haven't preached about this before – My article about survival strategies and a DIY survival kit was in the USHPA mag a while back.  It's available at http://biggovtsucks.blogspot.com/p/articles-by-tim.html. EDIT: I've had some input from the NAS Fallon helo crew, and they recommend carrying Lite Sticks (red is best) in our survival kits.

The 2010 XC season is almost over for us in the Northern Hemisphere, so take some time and make a survival kit. I hope you'll never need to use it.  But if I'm coordinating your rescue, I'll rest easier knowing that you have a light source, water, warmth, and can communicate. I'd also like to send a word of Thanks to the Mono County Sheriff's Dept. and their volunteer team of SAR team members who gave up a nice warm bed to help one of our guys. Fly Safe, Tim

Owens Valley - Bonus Day!

Mt. Whitney from 13,500'
Click on photos for larger version

A group of us decided to do some "value-added" flying today.  Conditions have been suitable for launching from Walt's Point on the Eastern side of the Sierras all week.  This launch has been a popular launch since the 60's and allows for long flights to the North.
The launch can be tricky though.  Walt's is a cliff-launch - that is, you layout on level ground and then pull up-turn and walk off a cliff. . . It can be interesting.  Unfortunately, Walt's launch isn't suitable for a large group due to it's restricted size and requirement of high launch skills.

Flights from Walt's are spectacular because it provides views of the Eastern Sierra Range from perspectives that noone else can experience.  You can hear and smell - almost touch the most beautiful mountain range in California.

Mt. Whitney over my shoulder - at 14,000''

We didn't have a goal today.  Bishop would be nice, crossing to the White range would be cool, but we were just going flying.  A nice relaxing flight with friends.  Dean was flying high point - patiently relaying info to Heidi, who had graciously offered to drive for us.

I launched first and went directly to 13,500'.  I loitered around launch for 30 minutes to allow a gaggle to form so we could convoy up range together.  The views were so amazing that I won't even try to convey their beauty with words. Even my photos don't even begin to produce the vivid colors of the rock and the deep blue of the alpine lakes.

Dean on his R10.2

We all made it to Big Pine without struggle but some high Cirrus was washing out the sunlight so lift was getting shut down.  I was tired (not much sleep while monitoring the situation in the White mountains all night) a bit hypoxic, and generally beat.  I found a nice big field about 63 miles from launch and landed.

The flight.

It was a great weekend with 13.5 hours flown and 185 miles flown.

Results will be HERE, when posted.  My flights are HERE.