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.

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.

Flying in Paraglider Competitions - A Primer Part 1

The following post is the first installment of an article I'm writing for new pilots entering, or considering entering the Northern California Cross Country League.  Subsequent posts will cover additional aspects of the subject.  If you have any recommendations along these lines or subjects you would like to see covered, please comment or send me an email.

The complete article may be downloaded,
in PDF format HERE

Flying in Paraglider Competitions

A Guide for the Aspiring XC Pilot

Preface
When I first learned to fly paragliders, I had been flying for 35 years. I’d flown various flying machines that ranged from 400 lb. sailplanes to 875,000 lb. commercial airliners. I was no sky-god, but I was a “Flyer.” I was the guy who looked out the window of a car and wondered what flying along that ridge would be like; and I’m the guy that my wife had heard, innumerable times, say, “I wish I was a bird. . .” Paragliding was the perfect combination of freedom, autonomy, and challenge.

That said, when I learned to paraglide in 2003, I viewed the sport of racing paragliders like I viewed moped racing – “What’s the point?” Then, in 2004, I began to yearn for more adventure, more challenge and started straying from my home site to fly cross-country. This thrill rekindled the excitement I felt when I was 15 and first flew my sailplane over a couple ridges to land in a friend’s pasture. In 2005 I was flying a popular LTF 1/2 paraglider and entered my first XC competition and really enjoyed the challenge. I took it slowly & didn’t score very well, but I learned so much in just 6 flights that I was truly hooked on XC competitions.

I’ve learned that I learn best by reading all I can and visualizing events, then applying what I’ve learned. I also found that I gain value by ‘debriefing’ and critiquing – writing down my observations for future reference and comment by other pilots I respect. The main documentation is done on my blog. This paper is an extension of that process. Much of it is personal opinion & observation. Most of that is information I have gleaned from others. It is meant to be a tool for those who are considering entry into XC Comps. By removing some of the unknowns, I hope to make your entry into this sport more comfortable and safe. Nothing has done more to increase my enjoyment of local flying, and improve my skills, than participating in XC competitions.

Now the legal stuff.

Paragliding is an inherently dangerous sport. Nothing in these pages should be construed as encouragement or endorsement of YOU entering the sport of Cross Country Paragliding. This paper is written to document what I have learned about the sport. I encourage you to use your judgment and training to decide whether your qualifications are appropriate and your life is ready to engage in this activity.
Tailwinds,
Tim O’Neill

1.  Paragliding Competitions - Right for You?

What are Paraglider XC Competitions?
The paraglider community has held paragliding competitions since the sport caught on in the 80’s. Early wings had atrocious performance and even worse flying characteristics, so these comps were true thrill-sporting events. The modern paraglider is much safer and has the performance to fly long distances at high speeds relative to the early days of the sport.

Generally speaking, most XC Comps are events that have a defined task, over turnpoints, to a goal with scoring points accrued for distance flown and speed-to-goal. There are other formats that will discussed later, but this is the format that will be considered for most of the examples.

Why Fly in Competitions?
Do you really want to compete?  If the answer is ‘’NO,’’ then understand that you will be among many other pilots who also participate in competitions for the experience and enjoyment it provides.  If competitions didn’t offer more than an opportunity to ‘WIN’, there wouldn’t be more than 10 to 20 participants.  So, why should you consider these events?  Competitions are, by definition, organized. The extent of the organization will vary, event to event, but this organization often includes: 

• Task setting based upon weather knowledge and local knowledge. It’s like having the local guru give you personal advice on where to fly. The tasks often push you to reach goals that you would otherwise think unreachable. During the task briefing, listen carefully to any cautions and predictions; particularly forecasts of valley winds and over-development.
• Retrievals. You have a group of pilots all heading the same direction and cars along the route to pick up those who land out. Comp organizers look for every last pilot until they are all accounted for.
• Camaraderie among the participants is very encouraging and educational. Just ‘lurking’ at launch provides many tid-bits of information regarding equipment, tactics, and technique.
• Logistics. Most competitions will have worked out accommodations, safety procedures, launch recommendations, repair services, emergency services, and retrieves etc.
• Safety. The prospect of planning and flying cross-country flights can be sketchy without the above items. It is my opinion that a well-run competition is the safest way to fly XC, especially for the newer XC pilot.
• FUN – These events can be a lot of fun.

Who Should Fly XC Comps
I’m the first to admit that there are some pilots who shouldn’t fly, or aren’t ready to fly, in XC Comps. To safely fly away from the comfort and familiarity of the ‘nest’ introduces many new variables that one needs to observe and react to correctly.

If a pilot is unable to deal with variables (wind changes, obstacles in the LZ, turbulence, etc.) he should gather more experience before leaving the nest. Another factor to consider is nerves, or lack of confidence. Some nervousness is normal (and healthy) but too much can hamper your ability to respond to changing conditions and react correctly. XC is all about decisions. When you are making consistent good decisions and are looking for additional challenge, it is time.

As you read the equipment and skill requirements necessary to participate, it may seem a bit intimidating. Remember that this is something akin to collecting and building a foundation that allows you to enjoy the benefits of our sport.

A pilot who is capable of landing in an LZ assessed from the air; who has demonstrated thermalling ability in traffic and control of her wing in turbulence; who is willing to make mistakes and endure disappointment to learn the game – is qualified to fly a competition. Generally a P3 with endorsements or a P4 are required to enter a national competition. Local/regional comps are not so concerned & minimum rating is determined by the rating required to fly the launch site.

• Pilot Readiness - The most important prerequisite is your mental readiness and emotional control. You must be prepared to endure some disappointment while doing your internship as a new XC pilot. Too much competitive drive, coupled with too little experience is a recipe for disaster. Approach your first few comps as student of the game. There are so many aspects one must master to be a good XC pilot that it will not happen overnight. An XC pilot should be fit enough to carry his PG rucksack for at least 3 miles. Acclimatization before flights above 3500 meters is highly recommended.

Pilot Skills - Before considering participation in an XC Comp a pilot should be experienced in:

• Assessing Weather conditions. The ability to assess the changing weather conditions while flying is essential. Your safety may rely on your reactions to the weather and its changes, even in unfamiliar locations.
• Consistent Launches in variable conditions. Launch often feels like the first Tee at the US Open for new pilots. The “yips” are very real unless you are comfortable launching. Practice getting your wing up in less than optimum conditions.
• Thermalling - in traffic. You can’t fly far if you can’t stay up. Practice at your home site. It isn’t as scary (usually) as it looks to be in a gaggle of well behaved pilots, but things can be hectic. We have all left gaggles we thought were not safe, but gaggle flying is a skill you will need to develop. 
• Navigating. You don’t need to be Magellan, but you need to be able to visualize the task and how you want to fly it. The truth is, that your early comps will have you playing follow the leader but you will be building navigation skills as you fly each task. Build judgment skills that allow you to decide whether you can make a thermal source on glide.
• Wing Control. We fly our competitions in the heat of the day, when conditions are their best and, often, rowdiest. The conditions are not dangerous, just very active. Each pilot needs to keep their wing over their head. SIV experience is very helpful. Confidence in your skills and ability to control the wing is essential.
• Assessing LZs from the air and planning the approach and landing. The most dangerous part of a XC flight is the approach and landing. You may be tired and dehydrated. It is natural to be frustrated if you land out. You will unconsciously relax, since the task is now ‘forgotten.’ You will need to exercise discipline to maintain focus and a healthy paranoia during the approach and landing.

Equipment Required

• Any modern LTF 1/2 rated (or higher) wing can be flown in XC competitions. A properly adjusted “Speed-system” is imperative. You do not need the latest and greatest – just a wing that you are comfortable on and confident in.
• Reserve Parachute is required. It is generally accepted that the reserve should be less than 10 years old and regularly inspected / repacked by a pro.
• Transceiver capable of transmitting on the common frequencies. Many transceivers need to be modified to transmit on USHPA frequencies. It is helpful to have a speaker/mike to allow easy operation of the unit. Don’t invest in fancy PTT (push-to-talk) systems. They tend to be distracting, damaged easily, and are outlawed by many comp. directors. VOX (voice activated) systems are a very bad idea at comps. Keep it simple with either a chest harness or a simple speaker mike.
• GPS unit. You will need a GPS unit (preferably one with a 3D tracklog) and cable to download waypoints and upload tracks to/from your unit. For your first few events a simple GPS is fine. Later you might opt for an integrated unit which displays more information in a more useable format. These units are great at ‘unloading’ the pilot – allowing him to concentrate on flying rather than computing final glide figures. Serious XC Comp pilots carry a backup GPS as a track logger in case of primary instrument failure.
• Variometer. You will want to carry either a variometer or an integrated GPS instrument. Some pilots carry an audio only vario as a backup.

These are the essentials. More on what pilots carry in their kit, in later sections.
More to come in future installments . . .
Part 2 is HERE


Tim