Serial v. Open Class Revisited

The annual discussion flurry about "Serial V. Open Class Competitions" has flared up this month. . . The ignition point was a letter of resignation from Mark Hayman to Brit team leader Kitt Rudd. In it Mark criticized CIVL for making banal rule changes that essentially did little to improve safety.

Mark writes: “I know, living in the real world, that every time I attach an uncertified two-line glider to my body I am increasing my risk substantially of having an accident over flying a certified wing.”

Mark was participating in Valle de Bravo in 2009 when he watched Stefan Schmoker wrestle with a low collapse and make a fatal impact.  Mark also had a brush with mortality when he had a major event on his R10.2 that included lines wrapping around his neck as he descended under his reserve.

His message has been loud and clear. . . and, as many times happens when one raises the flag of caution, his message seems at times, to be somewhat overstated -  Perhaps so his voice is heard by the resistant masses of enthusiastic pilots who enjoy the sport as it is.

R10.2 line plan

Marks' main point seems to be that the new crop of 2-liner wings are being accepted by CIVL, and being flown by every wanna-be comp pilot, with only a superficial examination of the flying characteristics of these wings.  The prevailing views seem to be that the current crop of 2-liners (essentially a row of A-lines at approximately 25-30% chord - and B-lines at 60% chord) are very collapse resistant when flown well.  The problems become apparent after the wing goes away - the recovery characteristics are just plain bad.  Where as an EN-D (certified) glider is required to recover with proper pilot input, the 'open-class' uncertified wings aren't required to demonstrate recovery.   It's not uncommon to hear of 2000'+ cascades before the wing recovers or the excitement is terminated in a reserve toss.  Mark is simply asking, as am I, IS THIS REALLY THE KIND OF AIRCRAFT BEHAVIOR THAT WE WANT TO PROMOTE?

I've been flying a long time.  I've flown all kinds of aircraft.  But I've always known that if the aircraft departed from "normal flight attitudes" that I could recover without the need to bail-out.  Even the homebuilts - the early fiberglass competition sailplanes that had marginal stability - the 2nd generation swept-wing jets that required 'skills' - they all displayed a required, predictable level of safety and handling.  Mark's primary message is that this is not the case when flying the open-class wings of the last 2 years.

The argument to Mark's point, is that the "good" pilots have no problem on the new wings.  I agree that with the right set of skill, judgment, and luck a good pilot can successfully fly the new wings without incident.  But is that a healthy attitude when considering the sport as a whole?  Let's look at US pylon racing in the 1930s - Speed and performance ruled - The good pilots lived the longest, but even they couldn't fly aircraft that had negative stability and couldn't survive minor equipment failures without fatal consequences.  To compete with the fastest "good" pilots, many other pilots flew similar *dangerous* aircraft and died trying.  Was that the fault of the pilots, or the system that allowed dangerous machines in the air and required others to compete on that "level" playing field?


Pylon races, in spite of their popularity, didn't survive the carnage of 1933 - 1940 and the interuption of a couple of world wars.  Now the few races that are staged in the US are very highly regulated and safety is highly regarded.

So the question becomes one of scale and philosophy.  How many accidents/incidents are to occur before Mark's cautionary message becomes valid?  In my case, he's preaching to the choir. 

In a parallel logic path, the DHV in Germany is making some important moves that may get the parade moving in the right direction. Jorge Ewald translates -

From a post on the German Forum by Ulrich Prinz:

* DHV recognizes the harmonic community of Serial and Open Class pilots in Germany as a good model that may be applicable for FAI-1 events as well: Introduce a Serial class in parallel, crown a Serial Class World Champion. This would prevent pilots from lower qualification countries from giving in to the temptation to fly in the Open class, just to remain competitive. Hence the DHV will now work on the international level to introduce the Serial Class in parallel, rather than to get rid of the Open class. [which is a complete paradigm change, as far as I can see. Great, Mark Hayman - given he stays away from bikes and stairwells long enough to heal - may have a glorious come-back. Mads and other PWC old-timers may feel like after an involuntary ride in a De Lorean, though...]

* DHV (especially Charlie Jöst, their president) will task the DHV technical department with finding new test criteria for competition wings (in collaboration with the other testing houses). This because it is now understood that today's testing criteria are not applicable to competition wings, which were built for actively piloting pilots

It's great to see a European entity, with an official acronym, working in a reasonable fashion to actually make some positive changes in the way Serial class is viewed.  Stay Tuned!

Tim

Flying in Paraglider Competitions - A Primer, Part 6

This is the sixth installment in the series,
"Flying Paragliding Competitions - A Primer"

Please send me any comments and/or requests for info
 that you would like to see included.

Part one may be read HERE

The complete article may be downloaded,
in PDF format HERE

Variations
Some competitions utilize variations of the formats mentioned so far.  I’ll mention a few here so that they are not a complete surprise when they are utilized.  If any of these options are exercised you can expect some explanation from the CD to answer questions at the Pilot Meeting.

Alternate Tasks – Occasionally, when weather conditions are in transition, the Task Committee will build an “A” task and a “B” task.  Each task fits weather conditions that may develop.  The Task Committee will call the appropriate task at a later pilot meeting when the weather forecast is more developed.  A good strategy is to write down each task with all details, then program both into your GPS.  When the task is called, you can make the appropriate route a competition route, and/or activate that route.

Multiple Start Gates – When the Task Committee considers it necessary, a start with multiple start times, or gates, will be specified.  A “first” gate at 1 PM may be specified with 15 minute intervals between gates, and the last start at 2:15 – for example.  What this means to you is that you can choose to start the task any time after 1 PM.  Your elapsed time for the task will be computed from the time of the last start gate time that expired prior to you leaving the start cylinder.  This format can provide some strategic opportunities including: Choosing the gaggle you’d like to fly with; Flying out on course, and then returning for a later start gate (if conditions become stronger for example) etc.

Ground Starts – At large launch sites this option can be used and is quite a sight.  At the “start” time all participants launch and begin the task.  Elapsed time begins at the start-time.  These are generally not seen in the USA.

Open Distance – The XC Open series uses this format.  Instead of a task committee setting your waypoints and goal, you choose the turn-points.  There is no goal other than the horizon.  Flying these tasks can be less stressful, but also has less ‘mano-a-mano’ feel.

Class Racing – Most competitions have an “OPEN” class and a “SERIAL” class.  Some also include a “SPORT” class.  Serial Class includes EN-D wings and Sport Class includes EN-C, B, or A.   Usually all pilots, in all classes, will fly the same task.  Scoring is not handicapped or given premium based on class.

Handicapped Racing – Some competitions use a handicapped score to allow pilots of low experience and flying low performance wings to score a ‘value plus’ score.  This type of scoring is sometimes used in Open Distance type of tasks and is useful in Team scoring.


Additional Equipment
Other than the equipment mentioned previously, I carry the following:

SPOT – The SPOT unit is a valuable piece of kit when flying XC.  Unlike cell-phones, it uses satellite phone technology to make a graduated request for aid.  I think it is cheap insurance.
 www.findmespot.com

Tree Kit -  I carry a home-made kit similar to the kit in this article from www.towmeup.com.


Survival Kit – I carry a kit with the items listed in my article.


Water – I carry a 2 liter water bladder in my harness and 1 or 2 additional liters in my pack.


Condom Catheter - Believe it or not, this is an important item.  I am able to drink freely and allow proper hydration while flying a long task.  Once you’ve used the CC, you will be a believer also. Girls, I’ve heard some use adult diapers, but I have no first hand info -


Oxygen – Many competitions are held in mountain sites where it is not uncommon to get over 15,000’.  A pilot’s performance is noticeably affected when at high altitude for any length of time.  Oxygen also helps the pilot stay warm when properly oxygenated.

4. Putting it All Together
Your task is to tie this all together.  The difference between Cross Country flying and flying Cross Country Tasks is similar to the difference between waterskiing around the lake for fun and skiing a slalom course at a prescribed speed.  Flying an XC task requires specific skills, preparation, planning, and strategy.  The best way to build the skills and learn the strategies required to fly in comps, is to fly comps.  It is a specialized skill-set that, when you achieve a level of competence, leads to understanding and competence that carries over into your non-comp flying.


Safety
The trickiest time, in your XC competition ‘career,’ will be your first 3-4 competitions.  Your experience is lacking, while your enthusiasm and competitive drive are high.  Many pilots are of the opinion that flying comps is dangerous.  I disagree.  Flying beyond your experience is dangerous.  Flying wings that you are unable to fly competently is foolhardy.  Competition pilots are some of the most experienced and safety-minded pilots you will meet.  Make a concerted effort to be a safe and mature competitor, and your longevity will guarantee you a degree of success.  You can begin by choosing to fly a wing that you are comfortable on.  Get experience flying in thermal conditions and launching in variable winds.  Practice your wing control so you are comfortable on launch.  Each landing should be planned and controlled.  When LZs are scarce, don’t “put yourself in a corner” where there are no good options.  In short – Use your head.  Remember that this is not your livelihood. It is simply, an ‘optional’ activity.


Expectations
When you begin to fly XC comps your primary goal should be to fly each task as safely and successfully as possible.  Don’t try to race.  Make every attempt to fly with a gaggle to cover the miles and make it to goal.  Making goal equates to success.  When you land short of goal you should try to learn from the experience.  How did others get through that area?  Could you have increased your chances?  I’ve found that writing up a debrief of each flight has future value when reviewing flights.   Expectations to learn are good since, even if you land short of goal, you will have valuable lessons to learn.


Strategy
Be a student of the game. You will soon understand that a paraglider competition task is like a road-bike race where cooperation and courtesy are important to your success.  The real race doesn’t begin until that last thermal when everyone in the lead gaggle is computing their glide to goal.  The pilot with the fastest wing, with the best glide, and the most accurate final glide computation (not to mention largest cojones), wins.  Your strategy is different.  Your goal is to fly with a gaggle of similar performance pilots and wings to work your way around the course to goal.  As your skill improves you will find that the company you keep will be of better quality.


Camaraderie
There are many learning opportunities during the competitions.  If Mentoring is offered, take the time to ask questions and discuss mistakes with your Mentor.  Take the opportunity to talk with the successful pilots when it presents itself.  Be sensitive to timing and don’t be a distraction when the pilots are setting up for a task.  Beer seems to be a good trade for expertise.  Some pilots are more conversational than others, but we all know that new pilots have questions and we are happy to work with them.

Success
Each of us has our own goals.  This sport has so many layers of challenge that ‘mastering’ XC competitions is quite a lofty goal.  Even pilots who have flown competitively for decades have bad days and make the occasional mistake.  The trick is to make less mistakes than you did last flight, each time you fly.  When you have your gear set-up correctly, when you know how to use your electronics to your best advantage, and when your flying skills and strategy are optimum for the day, you will fly a ‘good task’ to goal – the feeling of accomplishment is very rewarding.  Your rank is a secondary measurement to that of the joy you feel.  Hang-on, because NOW you are hooked.

Tim

Flying in Paraglider Competitions - A Primer, Part 5

4.   Flying the Task

This is the fifth installment in the series,
"Flying Paragliding Competitions - A Primer"

Please send me any comments and/or requests for info
 that you would like to see included.

Part one may be read HERE

The scope of this article is that of supplying information for use by new pilots in competition flying.  For that reason, I will discuss flying tasks as a new pilot on a lower/mid performance wing.  The strategies one uses when beginning are different than when the pilot has the skills and wing performance to stay in contact with the lead gaggle.   For now, your goal is to make as few mistakes as possible during the task. 

Philosophy and Strategy

You are here, not to win the competition, but to Learn and have Fun. You can maximize your learning opportunities, score, and your fun, by make it to goal.  I caution you to not let your competitive juices get the better of you.  While getting carried away in a weekend soccer game can leave you sore and bruised, making decisions that put you in harm’s way during a PG event can have much more serious consequences.  Use your head so you may fly another day.   

It is a valid strategy, at this point in your flying, to be a follower and fly with the gaggles around the course.  Flying with friends increases your odds for making it along the course.  Racing along at your own pace, alone, is just about guaranteed to put you on the dirt, or in holes that slow your speed considerably.

Planning the Task

Once the task has been programmed into your GPS and you have a moment to look at your map, take a moment to plan your flight.  It’s a given that you will need some key climbs during the task.  You can depend on luck, others showing you the lift sources, or you do your own strategizing.  As an example, if the top-of-lift for the day is planned to be 2,500 meters, and the ‘lift-band’ is roughly 2000 meters deep (In other words, below 500 meters you would be in danger of bombing out due to lift being broken or weak below 500meters) then you will have transitions (at a glide ratio of 6:1) of no more than (2000 meters X 6) or 12 Kilometers.   To fly a 50 Km. task you will need at least 5 full climbs, or more partial climbs to make it to goal.  Plan these climbs by looking for lift sources, spaced accordingly along your route.  Keep in mind the forecast winds for the day.  You should also look for potential ‘crux points’ along the route so you can plan to attack this portion of the task with other pilots to increase your odds of completing the transition successfully.

When to Launch

I’ve already discussed launch organization a bit and you shouldn’t underestimate the importance of your decision regarding launch timing.  Generally, I recommend launching shortly after the wind techs have demonstrated that there is sufficient lift to stay in the air.  It works out well to launch 30 to 45 minutes before the start time.   If it is obvious that you will have traffic in the queue and/or the weather conditions are variable, you may want to be suited up and ready to launch early, so you can take advantage of any launchable window.  I’ve seen very experienced pilots loose a task before they even launched, by delaying their launch for one reason or another, only to have the wind turn and make the launch impossible or excruciatingly slow.  Remember that you will need to consider your rank in the ordered launch to decide whether to wait or use the open launch period.  If in doubt, get in the air at your earliest opportunity.

The Pre-Start

Once in the air, I do a quick inventory to make sure my instruments are all working properly, speed system is working correctly, water source is OK, and that the condom catheter is un-kinked.  Spend time exploring the immediate area around the start cylinder for lift triggers and note the wind direction and speed.  All this information is data that is useful in planning your start.  At this time you also want to get to the top of lift and stay there.  The best pilots have a knack of getting high and staying there, prior to the start.  10-15 minutes before the start you want to get serious about putting yourself in the optimum position for your start.  

The Start

Ideally your start should take place at the optimum edge of the start cylinder, just after the start time expires.   The optimum edge is determined primarily by the wind.  You want to place yourself upwind of the course line if possible.   As the Start-time approaches, you need to remember one very important thing – It is better to be late across the line than to cross early.  If you do cross the start cylinder early, or if there is ANY doubt, do a quick turn back and re-cross the line.  You will receive no points for the day if you blow the start and continue on course. 

The graphic shows an example of flying the optimum route to the first and second turnpoint after the start.   By flying the optimum (red) line you have effectively shortened the route and turned the cross wind into as much of a tailwind as possible.

By noting your groundspeed, as you approach the start cylinder, you can use the Start Planning Chart in the appendix to help you judge your time to cross. 

Back to the start for a moment:  If you find yourself low and/or out of position for the start, don’t get frustrated and desperate.  We’ve all had bad starts.  Take the time necessary to get up and make a reasonable start.  Remember that you are not ‘ahead’ if you are the lowest glider in the valley – you’re just LOW.  Take your time and don’t compound error.

Flying the Task

Once you are on course, you are flying with the intention of incrementally advancing along the route.  Don’t let the specter of the distance intimidate you.  Just keep on working your way from climb to climb.  On transitions you should spread out so that you and your gaggle-mates can cover a large search area for lift.  When you see someone turn, wait a bit and verify they are going up, before moving to them.  While you are looking at the task in short increments, it is also important to keep the “big picture” in mind also.  By that I mean that a good pilot is looking down the course, at wings preceding her, and also anticipating the conditions as they change with time. 

Pace is very important to successful execution of the flight.  Some stretches can be flown fast when the lift is strong and abundant.  Other transitions will require a deft touch and the use of every scrap of lift.  Sensing this change in pace is very important in longer tasks that fly through many micro-climates and into the later portions of the day.  One way to learn this pacing is to work with more experienced pilots.  When they slow down, you should do so also.

Don’t give up when things look bleak.  As long as you keep yourself in the air, you have a chance to get back up.  Don’t wait until you are desperately low before you begin to work every foot out of the available lift.   Remember that the bubble that is teasing you may turn into a fully developed thermal core in 100 meters.  Always work towards getting up.  Never go on a “Death-Glide” when you have the option of gliding to a lift source.  It can even make sense to back-track to a lift source, if the best odds for survival are located there.   

Getting to Goal

When you are a thermal or two from goal you should be looking at your final glide calculation.  The big-boys are going to work this out down to the millimeter and then play chicken with each other until one blinks & starts his final glide on full speed-bar.  You are going to be a bit more conservative and make it to goal with some altitude so you can bask in your glory before landing ;-)  Keep your distance to goal in mind, even prior to the last turnpoint, so you can have a good idea when to begin your final glide.  You should have a good idea of your L/D Over the Ground, when heading in the direction of goal, so you can come up with a number (altitude or L/D req’d to Goal) where is will be possible to begin your final glide.  Don’t get in a hurry and make up an optimistic number – I’ve landed 1K short of goal after a 3 hour flight – it’s not fun.  Give yourself a guaranteed final glide & relax as you head into goal – it feels marvelous! 

Most Goal Lines are a cylinder around a waypoint (like any other turnpoint) however many will have goal as a 400meter cylinder with a 1Km End of Speed Section (ESS).  What this means to you is that when you make goal, your speed will be the average speed between the start and the ESS point.  You can stop ‘racing’ at 1K – You DO, however, need to cross the 400m cylinder to get your full points (speed, leading, etc.) Don’t forget to proceed all the way to goal, and don’t race on bar if it looks doubtful that you will make it all the way to the 400m cylinder.   

Part 6 is HERE

More to come - 

Flying in Paraglider Competitions - A Primer, Part 4

This is the fourth installment in the series,
"Flying Paragliding Competitions - A Primer"

Please send me any comments and/or requests for info
 that you would like to see included.

Part one may be read HERE

Large Competitions
The primary differences, between Large Competitions and those held regionally, are those of scale.  The flying venues are sites that can accommodate many pilots at launch, and any gathering of pilots will see over 100 in the room rather than the 20-30 at League events.  For this reason you will find more organization to the administrative side of larger comps.  At the top of the pyramid is the Competition Director (CD).  The CD has the responsibility to deal with any issues that come up during the competition.  To take some of the load off the CD, committees are formed with committee members chosen from the pilot group.  Usually the committees are the Task committee, Protest committee, and Safety committee.  Each of these committees consist of appointed pilots who have XC experience in the area and the respect of their fellow pilots.

The Task committee:  The goal of the Task committee is to use the day’s forecast to produce a task that is challenging, possible by a percentage of the field, and safe.

The Protest committee:  Fields protests regarding all issues regarding procedures, scoring, penalties, and misconduct.  Protests are relatively rare and not considered by the committee unless a timely, written protest is filed and a protest fee (determined prior to the first task) is paid.  The fee is only returned if the protest is ruled in favor of the protestor.

The Safety committee: Input from members of the Safety committee is considered by the CD in making decisions regarding launch safety, safety on course, and important decisions regarding flying the task vs. cancelling or stopping the task.

Don’t be intimidated by the size of the field or the quality of the pilots and their exotic wings.   The higher the quality of the field, the more learning opportunities there will be for you.

For you, the differences will be seen in the following instances:

• The websites for larger comps are less oriented towards the ‘new’ pilot.  If you desire information about the flying venue, you will have to do the exploration using Google Earth or similar map program.
• The waypoint files will be loaded into your GPS units at the competition briefing by the scorer.  It will also include your pilot number as a unique waypoint in the unit.  You can make the scorer’s job easier by clearing all routes and waypoints from your instruments prior to arrival at the scorer’s table.  If you have an ‘exotic’ GPS unit, I would recommend that you bring the cable for the unit with you, in case the scorer does not have a cable for your unit.  If it is new and exotic, you might send an email to the Competition Director asking if your instrument will be supported.  
• It is essential that your NAME and PILOT NUMBER are visible on the flight instrument case.
• The Competition Director will hold a mandatory Pilot Meeting the evening before the competition begins.  Bring your Instruments and notepad to this meeting.   You will be checked in and given some type of bag-tag or card with your pilot #.  It will also include phone #s for the competition staff and emergency contacts. 
• Transportation to the launch site is usually provided and the cost is included in the entrance fee.
• Retrieves are usually included in the entrance fee.
• All of the caveats relating to “Good Form” still apply.
• As a new guy though, try to find a helpful pilot with some experience to answer your questions.  In the US, a great first ‘BIG’ competition is the “Rat Race” put on by the Haley’s in Ruch, Oregon.  They have a well developed Mentor Program that is designed to help novice XC competition pilots participate safely.  
• Usually a big comp. will have a Launch Window based upon your standing in the competition.  For example; The meet director may announce that Launch Opens at 12:30PM with Ranked Launch beginning at 1PM.  For you this means that you will have the opportunity to launch early, without restriction, until 1PM.  After 1PM your ranking in the comp will allow all pilots with a higher ranked score to pass you in the queue.  The possibility of being stuck in the queue is quite high for a low ranked pilot, after Ranked Launch begins.  
• To ensure that the meet director knows who is flying, you are required to check in when ready to launch.  This safety precaution is imperative to guarantee that all pilots are accounted for at the end of the day.
• It is absolutely essential that you check in at the end of your day to notify the Competition Director that you are down and safe.  Even if you bomb-out and end your day in the LZ, 20 minutes before the start of the race, you MUST check in and submit your track at the end of the day. There is always somebody who forgets this and causes grief for the CD - Don't be this guy.
• Some competitions,  because the logistics allow for easy transport from the LZ to launch, will allow a “RELAUNCH”.  This option may have specific times and rules associated with it.  Have a plan if you are in danger of landing in the LZ.  Sometimes it is advantageous to land rather than miss the relaunch shuttle because you tried to pull off a low save in vain.

Wind Tech
Large Competitions often offer the option of serving as a ‘Wind Tech’ to pilots who are unsure whether they want to participate in the competition but would like to fly during the event.  If you are tempted to participate at that level, it is a good way to get a taste of the event.  There are certainly positive and negative aspects to flying as a Wind Tech, depending on your goals –

Positive Aspects of being a Wind Tech–

• You are not required to enter the competition to act as a wind tech.  This saves you the cost of entry and is an option if you can only participate in a few days of the scheduled competition.
• You will see the workings of the competition and how your fellow pilots prepare.
• You will have the chance to fly with the competition pilots prior to the start of the task.  
• Your flying will not have the perceived pressure of competition, but you will gain some experience just by attending and flying the event site.
• You may have the option of flying on course (if allowed by the Competition Director)

Negative Aspects of being a Wind Tech –

• You will not be scored and, generally, not allowed to fly the course. You are looking at the event from the outside in.  This may have you gleaning less experiential value than if you were to actually fly the competition.
• Your flying is “at the pleasure” Competition Director. 
• You will be told when to launch. It will be timed well before Launch Opens and timed so that the air can be sampled for start planning and safety considerations.
• You may not qualify for a free retrieve. 

Good Form as a Wind Tech
Remember that your flying is allowed so you can be of service to the competition by demonstrating and reporting the type of day it is.  Both the competition pilots and Competition Director will be using your flight, and those of other Wind Techs, to gauge the wind, and the quality of the day.

Remember that a request by CD to launch is just that – a request.  YOU must determine the safety of your launch.  Consider the conditions and your experience when deciding to fly. I’ve seen wind techs launch in conditions that many of the comp pilots were uncomfortable with.  Safety is an acceptable reason to refuse a request to launch from the CD.

Remember that the participants all paid an entrance fee to fly in the event.  Fly in a way that is helpful and uncompetitive.  You should always consider the comp pilots when they are looking for seats in the van to launch, in your thermal, or jockeying for position for the start.  I’d say that 5 to 10  minutes before the start a wind tech should not hinder any other pilots.  Don’t expect to fly the task and don’t turn in your GPS for scoring.

More to come -

Part 5 is HERE

Tim

Flying in Paraglider Competitions - A Primer, Part 3

This is the third installment in the series, 

"Flying Paragliding Competitions - A Primer" 

I've reposted to correct some formatting errors.  Part one may be read HERE

.
3. What to Expect at the Competition
Much of the anxiety you may feel, when attending your first few events, is caused by the fact that, “you just don’t know, how much you don’t know.”  This chapter gives you a look at what to expect during a competition and what’s expected of you.  Because many new XC pilots participate in weekend league meets, this type of event will be discussed first.

Weekend League Events
League events differ from larger competitions in that the number of participants is smaller and, even though they are more informal, your workload will be a bit higher to ensure that you are properly prepared for the event, logistically.

The league will have a website that is used to disseminate information, distribute waypoint files, and list pilot rosters.  You would do well to explore all areas of the website before attending your first weekend comp.  An example of excellent use of this medium is the Northern California XC League site.  You are provided with waypoint files and topographical maps, as well as Google Earth .KML files with points of information (lift sources, LZs, cautions, etc.)  Take the time to do your online registration and waiver, if this is an option.  Get as much done before the event as possible so you can concentrate on the task.

A lot of work goes into a site like that listed above – don’t be the guy who shows up at the last minute without the waypoints loaded, without maps, and without a clue.  Do your homework so you can get to the flying without being a distraction for other pilots.  Show up at the designated meeting place ON TIME.  When 25-30 pilots get together and wait for stragglers it has a tendency to blow the day, so we don’t wait.  If you are left behind, it creates logistic problems with your vehicle being stuck at launch, etc.  Be on time.

There are usually no dedicated retrieve drivers at League meets.  The system works because one or more pilots bomb out or land early in the task.  They get back to their cars early in the day and start retrieving others.  It is good form (and the only way a system like this works) for those pilots to do some early retrieve duty.  While on the subject of good form – when you are retrieved by someone, consider their time and fuel.  Compensate them reasonably and next time they will not hesitate before again driving into the boonies to pick you up.  Most big trucks get around 5 miles/buck (at $3.00/gal.) so a 50 mile drive to pick your butt up is at least a $10 ride.  Be generous and humble when recounting your epic flight to the guy who landed in the LZ two hours ago –
When you get back to your car, don’t drink that 2nd beer until you are sure that YOUR services are not needed to retrieve someone else.  GOOD FORM is important ;-)

OK, you have arrived at launch and you begin getting the lay of the land.  Find out when the site intro will be conducted.  Sort your gear and have it ready to go.  Eat something (you did bring a sandwich didn’t you?) and drink water.   Lurk, introduce yourself, learn who’s been here and get as much local beta as you can.  You are basically killing time until the pilot meeting.  Use this time wisely, and your day will be more relaxed and successful.

Pilot Meeting
At league meets the Pilot Meeting is very important.  All information, considered important enough to pass along to all pilots, will be discussed.  Don’t get yourself stuck next to a guy who wants to chat.  Bring a pen, paper, and your flight instruments and map to the briefing.  Information regarding rules, no-land fields, and safety will be discussed.  Information such as phone numbers and email addresses will be provided, which may become very important.

A ‘buddy system’ may be used to organize groups who keep an eye on each other at the end of the day.  Pilots with similar experience and performance, in groups of 3-5, will make sure all members of their buddy-group are down safe and accounted for with each other, and the meet director.

Task Briefing
Once all the administrative information has been covered, the Task Briefing will be done.  I recommend writing down the task on a piece of paper, or even better, a bit of tape on the blank spot of your GPS.  By writing down the task you aren’t distracted by the effort to input it into your GPS in a rush, and it is available for reference during the flight.  It is important to note the turnpoint cylinder diameters and start cylinder parameters on this task sheet.  Times, such as LAUNCH OPEN, LAUNCH CLOSE, START OPEN, START CLOSE, GOAL CLOSE, and REPORT BY TIMES are sometimes enforced.  Any frequencies and/or Phone #s given during the pilot meeting should be noted in your notes.   A weather briefing will be done.  Pay particular attention to afternoon valley winds and hazardous overdevelopment forecasts.  Once the pilot meeting is over you are free to input the route into your GPS.  If you have questions about the procedure, be considerate by NOT interrupting other pilots until they have completed their route setup.  Here’s my informal checklist for inputting and verifying a competition route:

1. Input all waypoints.
2. Verify the number of waypoints and total distance of the task are correct.
3. Verify (and input, if a GPS feature) all cylinder diameters.
4. Set up the start (If a GPS feature) and verify start diameter, EXIT or ENTRY START, and start time.
5. Activate route (if required).
6. Verify countdown timer (if GPS feature) is correct.

When you are satisfied that your electronics are set up you should verify the following, one last time:
1. Track log cleared.
2. Variometer audio ON.

Launch Queue Etiquette
Let’s talk a bit more about ‘good form.’  It’s often hot at the launch, and standing in the launch queue in full regalia isn’t comfortable.  It is, however, very bad form to get in the queue when not fully ready to launch.  You should have all harness buckles checked & double checked, gloves and helmet on and be ready to go.  I recommend launching early, but this is simply technique.  I figure that if indications are that it is possible to stay up, and conditions are favorable, it makes sense to get in the air before it blows out or the queue gets long.

Launching 30 to 45 minutes before the start allows you to launch before the majority of participants crowd the launch queue.  It also allows you to explore a bit and get a feel for the top-of-climb, wind, and develop a map of the start cylinder, so you can formulate a tactical plan for the start.

When new to comps, the launch can be a bit intimidating.  Launch only when you are ready and the cycles are right.  If you are lined up 2 or 3 abreast, announce your launch when about to pull-up.  DON’T get in a hurry and rush the launch.   If you don’t like the conditions at launch, there is no shame in stepping out of the queue.  Remember Rule #1  - Don’t make decisions that you wouldn’t make while free flying.   Your safety is your responsibility.

More to come -
Part four is HERE

Tim

Flying in Paraglider Competitions - A Primer, Part 2

This is the second installment of an article I'm writing - Part one is HERE

Getting Started
Addressing the Prerequisites
You want to give it a try – but are you ready? You don’t have to be a sky-god to fly your first few comps – Just not a danger to yourself or others. You can build your list of skills gradually. Let’s go down the list and discuss how to develop some of the tools you should have in your aviation toolbox.

• Pilot Readiness. It is imperative that you are properly mentally prepared to fly in Paragliding Competitions. A beginner with Intermediate Syndrome and a gung-ho attitude is a little scary to watch – and dangerous to be. You need to talk with pilots who have flown comps and understand the game. You need experience at flying away from the local hill and the understanding that an XC flight should be conducted with the same level of safety and sense as that of a simple local flight.

You need to fly every flight with a commitment that you will not go places, or fly in conditions, that you wouldn’t while on a non-comp-local flight. Risk / Reward management is the primary skill that one needs to cultivate while building an aviation toolbox.

• Pilot Skills
 Assessing Weather conditions. The ability to assess the changing weather conditions while flying is essential. When you fly locally, don’t just be a follower. Try to understand how the local wx guru determines the forecasts and decides on likely flying spots. Look, also, at the weather on non-flyable days to develop a talent for seeing the hazards hidden in the forecast. Get to the site early and watch the conditions change. Note the visible hints and timeline of change vs. your forecast. All these skills will make you a safer and more tactical pilot.

 Consistent Launches in variable conditions. Practice, Practice, PRACTICE. Mountain pilots don’t get to kite as much as coastal pilots, so the skills are different. Both groups should work hard to develop their weak skills. Know how to time your launch in a thermal cycle. Know how to control the wing in a stronger-than-anticipated gust. Ask – Practice.

 Thermalling - in traffic. Thermalling is a dark art that many new pilots avoid. They worry about turbulence and bumps and collapses. Experience and airtime are the only cures for fear of the air. The sky is an ocean of air and thermals are an essential part of the ‘freedom’ of free-flight. Get good at thermalling and visualizing the lift. That said, thermalling with friends is a skill you will need to develop too. A gaggle is a busy place and, as a beginner, you need to fit in. You have to stay within your comfort level and get closer to other pilots with experience. The main mistakes a new pilot makes are:

o Turning in weak thermals. When you are new, the temptation is to take ANY lift available. That’s fine until you see a bird, trashbag, or other glider climbing faster than you are. If you see this you should move to that thermal. Learn to judge climb rates of others while you are in a thermal.

o Not turning tight enough. Keep your turn going. Let the gaggle guide the circle for a bit and just climb with the collective. When you are in a gaggle, it’s not your time to try to modify the circle. If you have pilots consistently cutting the turn, behind you, it means you need to tighten the turn.

o Not keeping a constant attitude while banking up. When you tighten your turn, keep a constant nose attitude so you don’t spiral down through the gaggle.

o Be Polite. Remember that this is one of many climbs today. You don’t need to ‘win’ this climb. Fly cooperatively and respectfully. Don’t try to stay out of the way, that almost always creates problems since now, you are not doing what they expect you to do. Try to be predictable and signal your intentions with body language.

o Enter like a PRO. You can make a name for yourself (not a good one) very quickly by entering a gaggle the wrong way. When approaching a gaggle you must look at it like a turnabout that you are merging with. Choose a gap in the parade and fly outside the turn, on a tangent, and slowly slip into the gaggle. There is no need to crowd or barge.

o Leave when the lift fades. There is little to be gained by staying with a thermal once the lift begins to fade. You will be in a better position staying with the gaggle. Assuming your altitude is close to that of the gaggle’s, when the gaggle rolls out on glide you should too.

 Navigating. Practice with your GPS. I’ve set up waypoints at my local hills and built tasks to go through all the steps in flying a task. It is important to feel confident in your instrumentation and your ability to use it.

 Wing Control. Flying the wing simply has to be a secondary task. You must build the experience to keep the wing over your head even when flying in dynamic air. Don’t get in the habit of looking up at your wing every time you fly into turbulence. Sense your wing position as a bird does – through your body, hands, and sight.

 Assessing LZs from the air and planning the approach and landing. Like all flights, XC flights come to an end. The landing plan must be begun while high enough to offer you options and a good view of the landscape. You should actually plan many approaches to landing as the day progresses in a normal flight. At 1500’ AGL I have a rough plan and a field or two that I keep in mind. At 1000’ AGL I make sure that at least one of my fields is adequate – That is:
o A size that is appropriate for the conditions and slope.
o Wind direction and speed.
o Wires
o Obstructions to the approach and rotor creation
o Wires
o Livestock in the field
o Extraction considerations.

o IMPORTANT – Look for a backup spot in case of; wind change, low altitude pop, etc. Nice to have a place to go when Plan ‘A’ doesn’t work.
It’s nice to work in a nice thermal trigger along the way to your LZ, so you are giving yourself an opportunity for a save while maneuvering to land. Strict discipline is important though. You should abandon all efforts for a save at an altitude (I won’t pick a number since it is conditional) and stick to that decision. Most pilots who get hurt, while landing out, start their stories off with something like, ‘’I was on base leg when I felt this great bit of lift off to my right. . .’’ While flying your approach to landing you must consider that you are tired, dehydrated, disappointed, and concentrate on the task at hand. Get down safe so you can fly tomorrow’s task.

While on the subject of landing out: Nobody looks good while throwing a tantrum or sulking. If you have a bad day, either go away to sulk alone or hang out with your buddies and regale in their success. Know that everybody has had a bad day. Fly enough events and you are surely to have a bad competition, where every task is a struggle and your results are dismal. Don’t get wrapped up in the results. You are doing this for fun and the pilots who have longevity in the sport never forget this – they are truly a treat to be around.

More to come in the next installment -

Part 3 is HERE.

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

My Future in Paragliding Competitions

Mantra R10

The landscape of paragliding could change drastically in the near future. It appears that Ozone has taken 'point' with regard to shaking up the competition wing offerings in 2009/2010.  It all started with the introduction in a PWC event, last year, of the BBHPP, which stands for BaBy High Performance Paraglider.  The BBHPP is the practical proto version of the HPP - an experimental 2 liner optimized for performance over all else.  The HPP, even Ozone admits, is not a practical XC machine.  It was a platform to test many innovative design features.  Many of these features are included in the BBHPP and the 2010 Mantra R10 & 10.2 competition wings.

The Baby HPP is a more usable wing with an aspect ratio of greater than 8:1.  It has created much debate due to its integration of 1mm carbon fiber 'rods' that run chordwise and allow for a drastic reduction in the number of lines.  This use of a 'rigid' material in the BBHPP has been very provacative and everyone with an opinion has voiced it HERE.  I'm not going to burden you with a diatribe on this subject, other than to say that  I am all for the use of modern materials to improve the usability and performance of our wings, as long as safety isn't the price we pay for that innovation.  The safety implications have not been thoroughly tested WRT carbon rods, so I don't have an opinion yet & I disagree with the PMA making a preemptive ruling recommendation based on fallacious reasoning. . .

But back to the situation in competitive paragliding - 2010.  Ozone has just announced the delivery schedule for the Mantra R10.  It will be offered in a 3-line and a (more demanding to fly) 2-line version.  Ozone says both these models will have increased collapse resistance, performance, and comfort on bar than the Mantra R09 did.  The other manufacturers are, I'm sure, going to offer new models with glide ratios exceeding 11:1 and good speeds, but it appears that Ozone has taken the lead.

This is all background to address something that I feel is a growing sentiment across our sport.  Many pilots are flying XC flights and have aspirations to compete.  For the first few years they compete on EN-C & EN-D wings to "earn their chops" and hone their skills.  During this period two things become readily apparent.

1. To compete in the top-10, you must fly a modern competition wing.
2. Each year, competition wings are produced that have new characteristics and habits to be learned and handled by each pilot.  You are essentially, a test pilot - flying in competition conditions sometimes at low altitudes, while not completely aware of what your wing's reactions to those conditions will be.  I say this because no certification flights are required, or pilot reports are available when you order this new wing.  Word spreads among those who have the wings after delivery.

Pilots get to this stage in their competition flying 'cycle' and either go to a competition (uncertified) wing or stick with a 'hot' EN-D wing and settle for overall top 20 and competing with the other Serial Class wings.

I have reached this stage. . . And I've made an uncharacteristicly indecisive move because I just don't like the risk/reward ratio of flying an unknown, uncertified wing that is delivered (if I'm lucky) shortly before my first competition of the season.    

Last year I was flying a Gradient Avax XC2.  It is an amazing wing with wonderful handling, good performance, and excellent safety.  It is an EN-C wing, but I was occasionally running with the big dawgs and loved the front of the pack feeling (fleeting though it was).  In the blended U.S. Nat'l results I placed 16th overall on my Avax, and I'm happy with that result. But I'd like to be on a wing that puts me in contention - That allows me to score well if I'm flying well.  I guess I'm just tired of wondering how I'd do if the playing field was level.

So, what have I done?  I took the plunge last season and purchased a Gin Boomerang 5.  This wing was a top-of-the-line wing in 2008.  It has a great reputation and has probably flown as many XC hours as any model of competition wing without showing any bad habits.  I bought this wing with the logic that it satisfied my need for speed while not crossing into the potentially hazardous region of "unproven new model."  I continued to fly my Avax XC2 for the rest of last season and plan to fly the Boom 5 in the 2010 season XC events.

I've had some fun with this wing already and am beginning to enjoy the feel of the wing, as I learn to trust it and explore the corners of the envelope.  It has an aspect ratio of 7.4 and can develop some wicked cravattes, but is not so bad as a Boom 6 with the stiffeners in its ribs.   For those who have done some maneuvers on your wings and wonder what it looks like on a comp machine, here is a video of some teasing of an IcePeak 3.  Stay with it to the end for a demonstration of how a high aspect ratio can affect the behavior of a wing after a simple full-frontal. The hazard of a frontal is that the wing can wad up and create riser twists very quickly, which is probably a worst case scenario.  EDIT- 

Testflüge Niviuk Icepeak 3 from Airnatuk on Vimeo.

So - How does this all play out?  I'm at a crossroad.  Do I continue to fly competition wings and eventually get into the thin-air of the 10-15 guys in the US that purchase the latest uber-wing every Spring so I can try to compete with the best?  Or do I fly a good handling, performance EN-D wing and compete with my fellow Serial pilots?  I'll let you know at the end of the season, but I think I already know the answer.

In the meanwhile, I'd like to advocate that our sport look, very hard, at the potential benefits of a requirement that all wings flown in FAI competitions pass the EN-D certifications.  Either that or a certified, one-design class similar to those in sailboat racing.  I really think this has the potential of bringing more pilots into the comp scene and keeping them longer, which as a result, will increase safety and skill due to increased experience level.

Tim

BAPA Comp at Dunlap Aug '09

CLICK ON PHOTOS TO VIEW LARGER VERSION

This weekend Jack Grisanti joined me to fly in a weekend comp at Dunlap, CA. We drove up Friday night and stayed in my Pop-Up camper. The days were about 85*-90* in the Valley but cooled in the evening for perfect sleeping weather at the top of the hill.

The turnout was good with many first-timers and a few visitors from Hawaii, Germany, and Bo from Seoul.

The weekend forecast looked like the top of climb would be around 6000' with good climb rates and no cloud. Actual conditions were good with some very small cores that made centering a bit of a struggle.

The 65K task on Saturday was lap of the Dunlap valley followed by a 37K leg to goal at Woodlake. I had a good start and was in the hunt for the first few waypoints. At Bald Mtn., the last fix before the leg to Woodlake, I was about 10-15 minutes behind Josh & Eric and Kansas. I was between the lead pack and the second small gaggle. I hit the Squaw Valley turnpoint and decided to go back to Bald for a climb which would also (possibly) allow me to be joined by Steve and Alex to help with the nleg to Woodlake. By now the West winds had established and it seemed to break up the lift on top of Bald. To make a long story short, I ended my flight at the Ranger Station with many others after getting skunked at Bald. I had made what I thought was the high percentage decision. The fact that it didn't work out doesn't it make it wrong, but it does make me replay the decision to look for reasonable alternatives.

Eric was the only pilot in goal, with Josh and Alex just short of goal. I placed 5th or 6th for the day.

Sunday weather was a carbon copy of Sat. and we called a 39K task that included 5 valley crossings. With the winds, and critical crossings, this task was very technical. Every pilot had at least one or two low saves.

I had another good start and was, again, right behind Josh & Eric for the first hour, with Kansas, Alex, and Steve, just ahead of me or hot on my heels. We (the second gaggle) actually traded positions many times as each of us found our own holes, routes, and low saves. I was very conservative generally, and used most climbs until the net gain (lift vs. drift) was a wash.

Near the end of the task, as I neared the ranger station I passed by Kansas and Josh, who were in the lead and flying from the Ranger station to launch. They were quite low and flying along my track. I had felt little in the way of lift, so I was in doubt about the prospect of lift along that route. As I headed the last 2K to Ranger station, I kept an eye on Josh & Kansas and it was not good, so I made the turnpoint and turned left to a low (200' tall) lift trigger. The hill had been terraced for a home and had a field at the base if no lift was found. Fortunately, I hit a well behaved thermal at about 250' above the ground that took me up 3000' and assured making it to launch. I'd have to say that my decision to take the weak climb, just prior to the ranger station, which gave me the extra 200-300' to get to my lift trigger, was THE decision that allowed me to make it to goal. Luck was a factor too, but in this instance, I made my luck.

On the way to launch I found one more boomer that gave me enough altitude to fly from launch to Granny's knob, then to goal. Alex had had a similar save and was only about 5-10 minutes behind me into goal. There were no other pilots at the goal field, so my initial thoughts were that Josh and Eric had gone looking for shade and beer. It wasn't until a guy drove by and congratulated me that I realized I was first into goal 8-) Alex was also surprised when he found out that we were the first. SEE EDIT BELOW.

We had a celebratory brew and packed up before a few other pilots landed at the LZ, but I'm unsure if they completed the task. It was a long day that required the dreaded low save. I was able to make goal while others weren't, only because I was lucky enough to get my save when I needed it most. Alex flew very consistently well - placing second on both days.

It was a great weekend with a lot of great flights and great people.

EDIT - My initial thoughts were correct! Eric Reed won the task day with a great time of 1:20 for the task. I was a full 38 minutes behind Eric. He then continued on to a landing out by the pizza place. Alex and I are happy with second and third.

Results will be HERE soon.

My Sat. Flight is HERE.

My Sun. Flight is HERE.

This was a fun weekend and a good warmup for the US Nat's next week.

Tim

Progress check

Well let's see. . . "The guy who has the most fun wins."

I try to live by this rule. . .er, recommendation.. . . ah, tenet.

But it's not easy. I mean, I AM having fun most of the time. But I'm a competitive guy, and I'd like to stand on the podium as much as the next guy. It's not that I want to get a trophy (although it's nice, before paragliding, the last I got was when I was 12). And I don't need to win so I can swagger amongst the launch queue. But I want to do my very best at the sport that has my attention.

How do I do that? In short - Practice, Practice, Practice. I need to make good decisions and learn from those that aren't. One of the reasons I started writing this bloggage was so I could relive the tasks that went bad, as much as those that went well. The only way to learn from the bad decisions is to remember them.

In order to plot my progress I've built a crude Excel graph of my placing in the last eight competitions. No compensation has been made for field quality or for the fact that I was on a DHV 1/2 and 2 for most of these comps. My present wing, a Gradient Avax XC2, is an EN-C (almost a 2/3) that I am very comfortable flying. I don't have any qualms flying it in angry conditions because I know what it is saying and how it will react. I also own a Boomerang 5 that I have flown a few times now. The Boom 5 has obviously better performance but isn't a wing that I enjoy flying - right now. The handling seems unresponsive and almost untrustworthy. I imagine that I will get some confidence on the Boom, with time, but until then I will be competing on the Avax XC2 - that includes the U.S. Nat's in Inspo UT in August.

So - looking at the graph, it seems there has been some progress. I'm happy competing and learning while flying in the Serial/Sports class. I'm also getting a taste of the Boom on days that allow some altitude.

Looking forward to Utah next month.

Chelan XC Open - Day 1 - Task 1

Chelan Day One - Task 1

Today's forecast looked very good so anticipation was high at launch. We assembled a bit early to ensure that the rides to the top were adequate for the entire group. That meant that we spent two and a half hours killing time, socializing, checking out set-up, then checking it again. The lift forecast called for lower top-of-climbs than Saturday, but the winds aloft were forecast to be light until the Souterlies kicked in later. I took some time to review my goal for the day & this contest in particular. The flats can be tricky when the winds kick in and cloud bands can also require a gear change until the lift increases. My goals for the day were to get to goal & not make mistakes that put me in a "hole" that delays or dirts me. . .

The task was a short one - 63 kilometers (38 miles) that took us East to Simms Junction then North to Leahy. I launched early and got up easily, about 50 minutes before the start time. The thermals got rather crowded and tense prior to the start but sense prevailed. My start was spot on, I wasn't high guy but I was in the front and plenty high when I made it to the rim on the other side of the Columbia. None of the gliders ahead were turning in lift so I headed North a bit to reach a few gliders turning in weak lift. This turn took me to a sunny area and cut the corner so I made up some time on all the guys ahead of me who, eventually, came over also. Things went well for the next 20 miles & I wasn't far behind the lead gaggle until I got within 5 miles of Simms.

There was quite a shuffle in the lead gaggle as Marty, Dean, and many others got low & eventually landed near the turn-point. A few caught a ripper while many gliders were dirting in the shadow over Simms so I changed gears and took any & all climbing opportunities so that I could stay in the air until the sun-band came along. The low climb rate allowed the wind to take me NW (downwind) of the course line, which was very frustrating to watch, but I needed to stay in the air to make goal, so I took the slow climbs. Eventually my patience paid off & I caught a ripper that allowed me to get high enough to penetrate to the Simms turnpoint and turn back to the lift.

The wind that had been my nemesis for 35 minutes then became my friend. I climbed to 7000' and saw 7:1 glide required to goal, so I headed to goal. I pushed full speed-bar and kept it in until the end of the speed section 11 kilometers later. At times I saw 75 kM (46 mph) groundspeed.

The goal had many pilots already in the field but it was nice to start the comp with a flight to goal. I don't know the standings yet, but the scores will be HERE. It sounds like Jeff Wishney won the day and there were 25-30 in goal. I'm currently in 4th in the Serial class & 26th overall.

My flight is HERE.

The Tuesday forecast looks marginal due to winds, but I'll be ready if we fly.

Tim

Lessons from the WCPC

This Blog Entry has been edited for inclusion in the 2008 Rat Race Book. It is now an article entitled "Lessons I've Learned From my First Few Comps" and can be downloaded HERE

I got home late last night after a 10 hour drive. The pop-up trailer was very comfortable and made the week of flying enjoyable. . . I figure that having the 20-yr-old camper saved me approximately $700 over the 9 days I was in Jacksonville. I ate well & had fresh, strong coffee each morning while laying in my bed - Life was good, even when the temps dropped to 40F at night.

The flying at Woodrat was classic Rat. Nice buoyant areas of convergence that are accompanied by strong (sometimes nasty) turbulence. The tasks were very well suited to the conditions as they changed over the week. This competition attracted most of the top 50 pilots in the US and I was very happy to watch & learn. Josh, the Erics, Dean, Brad and many others were always willing to offer advice. Jug and I had a lot of fun flying together and watching as our different styles still had us meeting up at the next turnpoint or thermal, wing-tip to tip.

Lessons I learned are below - Some are repeats of lessons listed in prior comps. I never have said that I learn quickly or efficiently - Just that I'm learning. . .

Be ready to launch early. Then Launch early.

I launched at least 35 minutes before, and usually 50 minutes before the start. I am now confident that I can stay in the air if anyone can. This confidence allows me to sample the air, explore the start cylinder for lift, and try to make my own start rather than chase the gaggle.

Get a GOOD START

I had 4 really good starts and a couple of marginal ones this week. A big lesson I learned is that being with the leaders, but low-man, as you cross the valley is not as competitive as being behind and high. Go fast by slowing down if the climbs haven't come at the right time.

Stay with the Gaggle.

It's not easy to stay with the comp wings on my Avax XC2, but I MUST try. If I get dropped, the second gaggle is an excellent place to be. It is easy to drop back (actually let them catch me) to the 2nd gaggle and be the 'high-guy' when they get to my thermal. It is sometimes amazing how close the second gaggle is (in time) to the leaders when getting to goal. More than once this week the leaders raced themselves into the ground, allowing the next batch of gliders to tip-toe through the weak patch & make goal.

Don't get low - or alone.

My two worst moments were the desperate last ten minutes of flights where I hadn't heeded the prior rules. I found myself low & alone. Without help, the chances of finding a low save are very small. It's all about making high probability decisions. - Even bold moves must be done with good odds. It's like playing poker & knowing all the odds - Going all-in looks bold to someone who doesn't realize the hands showing are in your favor 75% to 25%.

Don't Give up - Until it's time to give up.

On the last task I had goal almost made. I glided into Boaz Peak low, hoping to get to the 1k circle and then glide into the goal cylinder 1.75k (about a mile)away. As it turned out, I turned away from the 1k cylinder with 750 feet to go because I was heading downwind, into steeply rising terrain, in crap air, and I heard my inner voice say, "Tim - You are not going to get extra attention from the ladies, or rich, or famous, if you make this turnpoint. Do what's smart & fly the jet." So I did what I knew I should, turned & made a safe landing on my terms in a nice field. No fame ;-) but I get to fly another day. If I'd pushed it, I might have made goal, but it would have put me in 24th place overall, instead of 27th - worth it when the down-side was ugly? Nope. . .

As it was, I landed about 100 meters from where Marty had thrown his laundry when his wing went away at 50 meters in the air. He used up some luck & walked away unscathed. His luck was compounded when he made goal by a couple feet while he hung in the tree! Welcome to the Caterpillar Club Marty.

To summarize - I'm learning the game. Fly fast enough to stay with the gaggle but be ready to change gears and slow down when conditions warrant. My speed system was not set-up to allow me full bar & this hurt at times. A.J. flew his 2/3 with the comp wings by aggressive use of bar & pulled it off day after day. He's an excellent pilot and will go very far.

I had a great time at the WCPC. My flying wasn't as consistent as I'd like, but I am really understanding what's going on. When I make a bad decision, I'm realizing the consequences much sooner than before. I hope to be able to use these lessons to avoid the bad decisions in future flights. On an up note - I felt like I flew really well for portions of a couple tasks. My attention waned, or fatigue set in, or something - but for a while, things were really clicking.

Next comp is the BAPA comp in Dunlap next weekend. Then the Chelan XC Open in Chelan WA.