Flying Safe

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I say this a lot. "Fly safe."* 

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

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

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

National Air and Space Museum- Smithsonian Institution

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


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

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

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

What does it mean to "Fly Safe?"

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

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

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

So, do we "Fly Safe"?

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

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

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

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

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

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

2010 PWC Superfinal Results and some News

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

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

Thanks for representing the US Comp pilots and flying well! 

Final Results are HERE

PWC FORMAT TO RETAIN THE SUPERFINAL:

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


PMA SAYS "GO SERIAL":

On an interesting note; The PMA has announced:

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

Read the full Cross Country article HERE.

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

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

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

Fly Safe,
Tim

Aftermath of a fall - This one turned out well.

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

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

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

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

Let's work through the timeline of the event -

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

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

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

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

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

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

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

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

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

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

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

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

When Things Go Bad - Part 3

In prior posts I went through a few scenarios and recommended some possible solutions and procedures to consider when faced with these abnormal situations.  The main thing we are after, in looking at these situations is the ability to think and fly while working through the problem to it's safest outcome.  As mentioned before, all of these equipment and grey-matter failures can be avoided if you are conscientious with your gear, preparation, and anticipation of potential danger. 

SCENARIO 8 - Brake Handle Separation 

You huck off the hill with your brakes held in your normal way; When you pull the right brake, the handle separates from the brake-line, and your brake-line trails 10 feet behind you as you fly along.

No Problem.  You will still have plenty of control to safely get on the ground.  As your instructor (probably) told you during training, you can use your rear risers to control the wing.  Because you want similar control pressures, I recommend using both rear risers rather than using one brake and the opposite riser.  Be careful since the force required to control the wing may be different than that normally experienced while using brakes - consider the possibility of stall/spin, if over controlling.

Practice rear-riser-flying your wing every once in a while to familiarize yourself with the flying characteristics and control pressures associated with using the rear risers for control.

When you tie your brake line knots I recommend using the knot shown in the graphic here.  Click on the graphic for a larger version.

SCENARIO 9 - Tow Boat Disabled

You are attending your first SIV course, held at a local lake.  The instructor is a well respected acro pilot who gets right to the description of how/what/where you are going to do the maneuvers.  You excitedly hook into the tow-line and are soon airborne.  The boat tows you to about 200', when you feel the line go slack and you see the boat slowing until it's dead in the water. 

This may sound a bit far-fetched, but I've seen a variation of this happen at three different towing events. Any time you combine a boat, a winch, a long towing line, and a wing, you add innumerable complex failure points and something is bound to happen.  This means you need to be prepared and all parties need to have a plan.

When on tow, and the line goes very slack, (you realize something is ending the tow prematurely) your first thought should be to disconnect from the tow-line.  You may need two hands to accomplish this task since the force has been removed from the line.  Your priority should be to clear yourself from the tow-line.  Then steer towards a suitable landing spot while considering the wind.  If you are in a position where landing in the water is the best or only option, get as close to another boat or shore as possible.  If your safety boat has been disabled you may be in the water for a while.

You should be wearing a good life vest.  You should have removed the padding from your harness so you float face-up. You should have a hook knife readily available.  And you should have a plan if you hit the water without the aid of a rescue boat; because. . .

The very reason you are heading for the water, may be the reason the rescue boat won't be coming to your aid!  If you are fouled in your lines, you are in serious danger, since no rescue boat is coming.

 Scenario 7 covered some of the things to consider, and preparations to make, when landing in the water.  You may think that the water is your friend since the whole reason for the course being held at the lake is so you will land in the water if the wing gets out of sorts - but the hazards of the water are as real as any other time.

So - Here's the way to preemptively avoid the above situation.  If your acro-god instructor doesn't brief you (and the boat driver) about the tow pattern and the importance of a path that allows for a landing on shore if a low rope-break or boat malfunction occurs, you need to take responsibility for your safety, and do the briefing with them.  If, as is the case most of the time, your tow-boat is also the safety boat, there is a gap in safety if the boat is disabled due to engine or winch problems. You shouldn't be exposed to a water landing for any longer than necessary, early in the tow.  The best-case scenario is for you to be towed along a landable shoreline until you are high enough to return to a designated LZ.   If you find yourself headed for the water then all the caveats mentioned in Scenario 7 apply.

For some very sobering information, see this excellent study done by the DHV. It is obvious, from this study, that a timely arrival of the safety boat is imperative to a safely run SIV course.

SIV courses are very important in advancing your flying through increased familiarity and confidence in your ability to handle your wing in all situations - I value my time over the water greatly - but be aware that it is essential that your SIV is conducted by professionals who have good equipment and good procedures.

Fly Safe -
Tim

When Things Go Bad - Part 1

What to do when things go bad

This is Part ONE of THREE in this series - Links to the next part are at the end of this page.

I’ve spent much of my life in simulators; often practicing “worst case scenarios.”  While practicing the handling of these types of situations, I work with my crew to utilize the procedures that have been practiced and designed to ensure the proper response.   We also discuss alternative courses of action.  It’s not pessimism that drives this behavior – it’s a healthy respect for the value of mental preparation.   I believe that a similar mindset is valuable in our flying of paragliders.

Even if you never leave your home site, and never land anywhere but your own LZ, “dry flying”  - thinking abnormal scenarios through, can be good practice.

All of the scenarios in this post are situations that are best avoided in the first place.  Use proper preparation and judgment, and you will eliminate the need to deal with these situations.  It is still of value, however, to consider what you would do, to avoid panic and brain-lock, should you encounter them.

Rule number one is KEEP YOUR HEAD.  Don’t stop thinking just because you are confronted with an abnormal situation.  There is a way to handle the situation to minimize your peril and maximize a positive outcome.  Rule number two is TAKE YOUR TIME.  Often the time for ‘immediate action’ has passed – Now you need to make a considered reaction to ensure a safe outcome.

SCENARIO 1 – Parked.

You are soaring at 100 meters (300’) over launch, along your ridge site when the wind picks up suddenly.  You realize you are parked and unable to penetrate into the wind.  What to do?

Assuming that your normal LZ is upwind and below launch, your first course should be to increase your speed to penetrate into the wind.  Use of your speedbar will achieve added ground speed.  If the air is rough, you may not be able to use your speedbar to its full extension, but use as much as you safely can to achieve a visible groundspeed into the wind.  As you get in front of the ridge you will often leave the lift band that can increase the velocity of the wind as it is compressed over the ridge.  You will soon note an increase in your groundspeed.

If you are still parked while accelerated, or unable to use speedbar due to rough air, then you need to explore your other, less attractive options.  You might want to consider descending to the level of the slope in front of launch and side-hill landing.  You may need to land using big-ears to pull this off.  It is often possible (since the wind may be slightly less than 90°  to the ridge) to creep along, parallel to the ridge, so as to get to the end of the ridge and get to an alternative LZ next to the ridge and/or downwind of the ridge.

It also may be a viable alternative to fly over the back to land downwind of the ridge.  You must take into consideration that there may be sink and rotor caused by the wind flowing over the ridge.  You can increase the viability of this choice by utilizing lift on the ridge to get high and choosing your spot to go back carefully, to maximize the distance from the ridge of your landing.  Generally landing as far downwind as possible is your best bet.  Why not take the next thermal over the back and embark on a cross-country flight?  This is a far better choice than panicking and rushing the reaction, or attempting to get to your normal LZ in a vain attempt against the wind. 

You get the idea?  We need to consider these options so they come to mind when you realize you’re in a pickle.

SCENARIO 2 –  High Wind Landing

You have had a great flight and are landing in a stronger wind than expected or comfortable.  

First, plan to land in a LZ with sufficient room to allow for downwind drift, should it be encountered.  Next, plan to land in the upwind 1/3 of the LZ if this has clear air.  When dealing with a lot of wind near the ground, consider any obstructions that may create rotor turbulence.  Make an approach to the LZ that allows you to maneuver without turning away (downwind) from the LZ.  Your approach should be made with the minimum necessary speedbar.  If speedbar is used, then plan to touchdown with minimal bar and then kill the wing by pulling down on your “B” or “C” risers.  An optimum way to achieve a nice high-wind landing is to lean forward slightly, with legs extended and risers ready to pull, so a PLF may be achieved or a quick turn may be made while pulling the “C” risers to kill all lift.   A video of such a landing can be viewed below.  I opted to make the approach and landing without speed-bar since none was necessary.  If speed had been required, I would have landed on the beach since it afforded a bit more space. 

High Wind Landing from Tim O'Neill on Vimeo.

An alternative procedure that I have not employed, but I’ve heard can be successful, is to twist 180° and land while facing backwards so any downwind drift may be handled by running backwards while killing the wing.

SCENARIO 3 – Cloud Suck

You are thermalling up in a nice thermal, when suddenly you realize that you are in rapidly increasing lift and may be sucked into the cloud above, soon. 

As the thermal rises, and the air reaches its dew-point, the increased energy of the thermal can reach a point that causes a climb much faster than intended and anticipated.  Prior to being lifted into the cloud you should attempt to exit the area of lift.  The best way to do this is to roll-out and fly in the direction of the closest edge of the cloud (and the adjacent clear area).  You should have noted the nearest clear area while well below cloud-base since you will not be able to see which direction is best while close to the cloud.  If necessary, use speed-bar and big-ears to increase your speed and sink rate, to evade the lift.  If you have a compass or GPS, use them to provide heading information.  If not, then use the sun as a reference and hold your heading relative to the sun, if possible.  It may be best to hold this heading even if you are lifted into cloud since horizontal escape of the lift is the best method.

Alternative methods are to use descent techniques prior to reaching the cloud.  Big-Ears + Speed-bar, Spirals, and B-Line Stalls are often employed to decrease the effect of the lift.  When exiting these configurations however, you may find yourself climbing in the lift again.  That is why I recommend the first technique.
   

If you find yourself in cloud, do not panic.  It is disorienting and vertigo may be experienced, but you are not in trouble unless you just flew into a 35,000’ thunderstorm.  Just remember that a paraglider has more inherent stability than most flying machines so a hands off approach will suffice to allow you to exit the cloud.  If you can safely fly with some speed-bar, then I recommend you use it to expedite your exit from the cloud.  Be patient – when you get into the sink, you will soon exit the cloud.

A note about spirals - Spirals are a very effective descent technique, but need to be practiced.  I recommend you get with your instructor, or better yet, an SIV coach, to practice ‘throttling’ your spirals so you can effectively modulate the G forces and descent rate.

Part 2 is located HERE.  If you have any suggestions, drop me a note.
Tim

Musings

Everyone who lives dies, yet not everyone who dies, has lived. We take these risks not to escape life, but to prevent life escaping us.

One of my fellow PG Forumers has this as his tagline. I like it, even if it sounds a bit trite. At the age of 53, I'm probably ripe for a midlife 'crisis' of some kind, but there are no Harleys, affairs with 25-yr-olds, or tattoos in my near future. I imagine that's because I still feel alive and young enough that death is either going to come spectacularly, or much later on. . .

I guess you could call me a flyer - I've flown some form of aircraft since I was 14 yrs old. For the last 35 years I've made my living flying airplanes. Now, as a 747 pilot I'm more of a manager and less of a pilot. I fly 15 hour international flights that guarantee that I will be tired when making the approach and landing. For that reason, I employ automation and procedures to minimize the opportunity for error. I guess that's why I fly these crazy paraglider competitions.

My slick little paraglider is undoubtedly the lowest performance aircraft I've ever flown - although flying one is the closest thing to spreading my wings and just flying. Paragliders are the easiest aircraft to learn to fly but they take quite a while to learn to fly well. And flying cross country flights is very challenging. I think the challenge is where it's at for me. The focusing nature of being no more than 20 minutes from landing, unless you find lift, keeps me consumed in concentration until I cross the goal line. As I've said before, this sport can seem very trivial to those that 'don't get it' - and I understand. It's just like me 'not getting' why somebody would want to collect Beany Babies . . .

But it doesn't make the impact on my life any less that you, or my wife, don't understand why I do it. My wife does understand (from experience) that if I don't get to fly for a week or two, I get edgy and restless. And I think that she intuitively understands that I need to get into the air - as much as I need to breath the stuff.

What's my point? I don't know, really. I just had my 15 yr. old hound-dog put out of his misery this week. . . He lived a full life and crawled into the garden to die under his favorite tree. I think he was satisfied with his life and lived until he was ready to die. I wish the same for us all.

Tim

World Championship Risks & Rewards

What does it take to compete on the international stage in sport?

Years of preparation?
Commitment?
Top performance equipment?
Risking Life & Limb?

All of the above.

Today a pilot died while competing at the Paragliding World Championships in Valle de Bravo Mexico. This is a very sad event and an indication of what each pilot who competes at this level of paragliding competition must keep in the back of his/her mind.

While I like to tell my friends that XC paragliding is the activity I derive the most enjoyment and reward from, I understand the risks. My risk/reward assessment allows me to continue to fly with confidence and enthusiasm. I do have control of some of the factors: My currency, my familiarity with the area, wing characteristics & safety, the forecast weather. Those risks that I can't control, I minimize or avoid. But many risks are not visible or creep up stealthily.

Mark Hayman says it very well in a recent blog post from the worlds: (written days before the fatality)

"To put it bluntly, top competition pilots in general and particularly competition paraglider pilots are just not normal. Does anybody think that leaping from a hill into angry conditions with your safety assured by 7 kilos of marginally stable sail cloth which at any moment could decide to stop flying, is normal? Let’s face it, most Olympic Athletes or indeed most competitive sports people do not run a very significant risk of death or serious injury each time they participate in their chosen sport. The only things that spring to mind are some forms of motor sport and a few ‘extreme’ sports. In spite of recent advances in equipment and organisation I rarely do a competition where somebody doesn’t ’smack in’, often with quite serious consequences. The fact that we, as pilots, accept this means we are not in any way a ‘normal’ cross section of the population at large. In fact we are pretty weird as far as I can see.
...
So the point I’m making is that the very top guys in a sport where the risk of death or disablement are so high are unlikely to conform to social norms. If they’ve survived the day, they’re likely to drink, smoke or engage in other frowned upon behaviours. If they were unable to control these behaviours and were flying whilst unfit then Darwinian Forces would have removed them from the gene pool long before they’d amassed the thousands of hours flying necessary to be chosen for a National Team and compete in the World Championships."

Mark, in my opinion, does a reasonable job of describing the risks of Top-Level Paragliding XC competition.

Now, let's look at the reward side of the docket:

How many seven figure baseball, cricket, football, players risk life & limb to win? If they did risk it all, and for no money - just the thrill of the game, do you think the same guys would be doing it?

The group I 'hang' with, competitive XC pilots, risk all they are willing to (and more, that is often out of their control) for little or no money. We fly and compete for the thrill and experience and camaraderie. It's not just a hobby. It is the activity we do that somehow gives perspective to the rest of our lives.

So - Today we are one less. A fellow flier has flown his last flight. I hope that the thermals are fat and smooth in the after. I know why he flew and why he accepted the risks. I understand.

Tim

Happy New Year!

It's 2008, and I'm sitting in Narita on a 6-day trip to Japan & Thailand.

I find myself more inclined to ponder how things are going when I'm alone & away from home. This New Years is no different. I don't make New Years resolutions, but occasionally, I do assess and reflect. 2007 was a tough year for me in some ways. I found myself bitching about my job more than I like. The fact is that I've lost the dream. I'm now resigned to "get on with it" and just do the job. If you were one of my targets for a diatribe - I apologize & hope to not bore you with self-indulgent whining ever again.

This isn't the job it used to be but I'm good at it & it does allow me the time to pursue my passions and spend time with my family & friends. . . even if I'm not always at home when I'd like to be. . . I'm thankful to have the job I've aspired to have since I was 14 years old & started flying.

This New Years I'm very THANKFUL.

Thankful that I have a good woman who allows me to love her & returns the favor.
I aspire to be a kind, supportive mate.

Thankful that I have two great, grown daughters that have made me proud. They are the sum of their parent's parts, and better for it.
I aspire to be a good father to my adult kids.

Thankful for my friends. Friends provide a feedback loop that is reasonable and helpful. . . and sometimes they even buy the beer.
I aspire to be as good a friend to those I have.

Thankful for my passions. My life is filled with activities that occupy my time & fulfill my need to be challenged, enriched, and educated.
I aspire to improve my skills & expand my horizons. To take risks that will stretch me as a person without impinging on any of the above aspirations.

I hope you all have a great 2008!

Tim