U.S. Nationals - Dunlap, CA - Day Two - Task Two

We woke to stratus obscuring the launch and very heavy dew at the HQ. We headed to launch around 10:30 and waited for the stuff to break. A 50 Km task was called - Start at Hill 49917 then out to Squaw Valley, then down the range to Antelope Valley (near Woodlake).

My start was perfect and we made it to Bald & climbed to 6000' cloudbase. The lift looked dependable so things were happening fast & the gaggles pushed out on course at a good pace. I had a good run and finished in just less than 1:57 while Brad G. and Keith Mac placed 1/2 in around 1:42.

I placed 14th for the day and am now in 20th overall.

Cumulative ranking (if memory serves)

1. Brad Gunniccio
2. Jack Brown
3. Keith McCullough
4. Josh Cohn
5. Hayden Glatte

There is almost NO internet access at the ranch so I'm sitting in front of a gas station to update -

It looks like today (Wednesday) is going to be good flying, more to come -

Tim

U.S. Nationals - Dunlap, CA - Day One - Task One

Today the cu's were popping early so a 72K out and back task was called to Sandy Crk. then to Tivy Mtn. then out to Kaktus in the flats and, finally, back to Sampson Mtn. behind launch.

I had a good start and was firmly in the second gaggle for the first couple of turnpoints but found a bit od a hole near Tivy Mtn. I landed with Babush, Keith Mac, and Bill Hughes. I placed 20th for the day. I'm typing this on the fly so I'll make it short.

More to come -

Tim

US Nat'ls - Dunlap CA - Practice Days

I arrived in Dunlap at 1PM on Saturday hoping for a couple practice flights before the comp begins on Monday morning. The weather, when I arrived at launch, was spectacular. Cloudbase was around 6500’ and there were cloudstreets that begged to be followed. I said my hellos to some of the regulars and suited up to fly. Launch was a bit windy at times but lift was abundant and strong. At times I saw 800’/min. on my averager. One other adjective that describes the flying on Saturday is ‘COLD’. It was finger numbingly cold at altitude. I had worn my winter gloves and still was cold.
Some of the early launchers had headed out to the flats and points South but I really didn’t feel comfortable creating a situation that demanded an epic retrieve, so I did a large tour of the area that allowed me to drop into a field in town so I could easily negotiate a ride to launch and the comfort of my trailer. It was a good day with roughly 30km covered in 2:00.
Josh Cohn was one of the early launchers and he made a great flight to a small spot near Fountain Springs. This little spot is South of Porterville and is easily a new site record at around 105km. Nice!

Sunday was a warmer day and mostly a blue day. Climbs were topping out at 6000’. An informal task was called with an exit cylinder at Dunlap Launch then down to Cutler, then back to a landing at the ranger station. I really worked on this task and made some good decisions, but found myself flying alone for the majority of the day. It was particularly lonely on the leg to Cutler and I was fortunate to get back out of the valley after tagging the waypoint. I was definitely ‘tail-end-charley’ today but it was great fun. Many of the guys turned back before reaching the turnpoint but I really pushed to make the full task.
Today I ran into some massive areas of lift that carried, with them, debris and bugs from the orchards and fields below. In these areas of lift (and often flagging the lift for me) were what I call “thermal birds.” These birds are swifts or swallows that dart about catching bugs. It’s not uncommon to find them snacking at 4000 to 5000’ and they are a great help in finding lift.
We all moved into our lodgings at the St. Nicholas Ranch tonight (Sunday Night) and had a great meal before retiring for the night. Unfortunately there seems to be a bit of an issue with the amount of internet use that is available vs. the amount this crew is using, so I don’t know how often I’ll be able to get the word out.

That's it for now -
Tim

BAPACompetition - Dunlap, Part Deux

Saturday the task was from Hill 49917 to Last Chance to Bald Mtn. to GOAL at ROC124 (Rocky Hill - East of Visalia)total dist.73km. My flight is HERE.

I felt like things were ready to go today, in spite of the fact that I have flown almost no XC flights this season. This was the first successful gathering for a BAPA comp. so I had concentrated on my gear and proper preparations for the day.

I launched early and found some weak lift. Within 25 min. the rest of the field was filing into the sky and filling the weak thermals. The start was a 1.5km ENTRY cylinder around Hill 49917 - then run in to tag the 400meter cylinder around 49917 for the first turnpoint. Today I seemed to do everything the hard way. The things that worked out well, I managed to screw up with bad decisions. I am very happy that I got this stuff out of my system during today's task. . .

Anyway the start was at 1pm and by then I'd been working high point - just surfing around on top of the various thermals. With 7 minutes to the start, and about 4 minutes to beginning my run at the cylinder, I got flushed badly and watched as my high aspect ratio buddies (high above me) made their run at the start. I climbed up a bit and decided that there would be lift on the hill, so I made the start cylinder only to be skunked on Hill 49917. I retreated all the way back to 1000' below the launch before I regained some lift and got back into the race. At this point I accepted that I was at least 20 minutes behind the leaders (35 minutes into the race) and that the pace of the day was going to be slow anyway - so I plodded along using all the traffic ahead of me as aid.

I flew along with just about everybody today as I worked my way back into the running. Eventually I got to Bald Mtn. and could see Josh, Jug, Tom, Kansas, and Will circling slowly in weak lift on top of Bald. Will & I collaborated for a while and watched as the others all began their glides into the Squaw Valley and down Sand Creak Rd. For a long time Will and I just circled in 1's and zeros waiting for somebody to start circling in lift ahead. Josh was able to find a weak bubble and survive, but the rest all landed in the same area along the road. Will and I slowly advanced towards Josh, who was patiently loitering to let us catch up.

I seemed to be tiring more than I expected and realized that my harness straps had loosened and I was in "full-recline" mode which meant I had been essentially doing sit-ups for the last 2 hours. My patience with the 1-200fpm lift was waning so I headed to a lift trigger for better. Bad idea. I ended up low & alone circling to survive for the last 3 miles or so. Will made it a bit farther and Josh landed just short of Goal - an impressive solo flight.

I landed in a tight field next to Geo. Smith Rd. and was soon joined by a herd of kids. They all wore traditional Amish garb and were both shy and extremely curious. The oldest brought me a cup of Lemonade that really hit the spot.

I made it to the road and put my thumb out for the 10 mile ride to the pizza joint and the first truck that came by stopped. Thank you Naomi for nagging your husband until he reluctantly stopped to keep you quiet ;-)

I placed 3rd for the day. Considering the way it started, it was a good outcome.

Lessons learned (some of them repeat lessons, since I'm slow):

1. Don't get in a hurry and make bad decisions that slow you down ultimately.
2. Stay with your buddies. It is especially important within 10 minutes of the start and when entering an area of weak lift that requires searching.
3. Remember that a race where no one makes goal is a race of survival - the pace you fly can determine your score for the day.

Sunday the task was a few laps of the valley, then out to Dalton Mtn. and back to goal at the Ranger Stn. My flight is HERE. Most hit the first 2 turnpoints but got snookered after Dan's when we went to get up at last chance. At one point there were 7 or 8 of us all ridge soaring this diminutive hill before each of us dropped into the field at the bottom. Josh and Kansas made it farther along the course - not sure where they landed.

Results for the weekend are HERE.
A good warmup for next week's Nats.

Tim

BAPA Competition - Dunlap

This weekend we flew 2 XC tasks from the Dunlap launch. I'll write more about the tasks tomorrow when I've had some sleep. But here is a video of some of the first day fun in the gaggles & on the ridge.

Tim


Airtime at Dunlap from Tim O'Neill on Vimeo.

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

Competitions This Season

Well the season schedule is beginning to solidify for the coming year. I'll be flying in the first round of the U.S. Nationals in Dunlap, CA (April 27th-May 2nd) and then heading North to the West Coast Championships at Woodrat Mtn. (May 31 - June 6th). Finally, I'll be flying the second round of the U.S. Nationals in Utah (Aug.16th - Aug. 22nd).

In between these competitions I'll be flying as many BAPA XC league and SoCal XC league events as I can.

I've been a bit frustrated for the last month because the weather and my UAL schedule have conspired to make it impossible to attend any of the league events, so far. I've been doing some virtual flying (reviewing my past flights at Woodrat and Dunlap) and reviewing my XC Competition Tips from PGForum.com compiled and Lessons Learned from my first few Comps.

I'm looking forward to seeing everybody at the hill. It's always good flying, a good group & good times.

Tim

Right ON!

http://www.youtube.com/watch?v=jeYscnFpEyA

PodMod Pt. 3

Not a lot of info to add at this point, but I thought I'd report on the outcome after making the final mods to the pod.

The floor (made out of a flexible plastic cutting board) really cuts down the friction between my heel and the pod. This makes activating my speed-bar much more manageable and controllable - allowing 'throttling' of the bar to control the wing. The bungy, tied to the loop of webbing I attached to the nose-piece, keeps the 3-step UP speed-bar laying nicely in the pod.

I have also moved the lower skirt of the pod towards the back of my harness 2.5" - using the velcro already installed on the harness bottom. I then added velcro to the outside of the skirt to hold the forward-bottom edge of the tailpiece (with the ram-air intakes) in its original placement. This process changed the angle of the pod and cleaned up the profile of the bottom of the pod/harness connection.

I've now flown the installation for a few flights and am very pleased with the outcome.

Tim

PodMod Pt. 2

A week ago I started my mod of my harness, by adding a pod. You can see Part One HERE. I've also made a few additional changes.
I've had a couple flights with my pod installed and really like the product so far. I am not totally satisfied with the mod, yet, though. I have encountered a couple problems.

1. The top (front) of the skirt has a lot of weight due to the front mounted reserve. This creates an issue when launching and groundhandling. When the risers are not under load, the pod skirt tends to fall forward over the carabiners. There is also a lot of stress on the seams where the carabiners support the pod.

2. When activating the speed bar (a 3-step UP ladder type) my heel tends to rub with much friction on the bottom surface of the pod. The XC2 has a very stiff push to activate the speed-bar already and the additional friction makes using the bar almost impossible and may cause wear of the pod.

Click on each photo for a larger view

To remedy the issues I added a strip of 1" webbing along the opening for the carabiners that crosses both seams to strengthen them.







I also added a strip of velcro that is wrapped around the carabiner and holds the skirt in place when the risers are not held vertical.

































To fix my second issue I laid a 1/16" thick plastic cutting board, trimmed to shape, that fit between the piping at the floor seams. Sewn to the seams was a strip of 1" velcro, which holds the plastic in place, as well as physically capturing the plastic sheet.








Next I sewed a loop to the nosepiece which allows a 1/8" bungee to hold the stirrup in position for easy access.










Here's the completed stirrup set-up.

I'll be flying the new mods soon & hope to have a workable system before the first comp of the season.

Tim

Another fun day at Cayucos

Today was another glorious day at Cayucos. I really prefer higher flights, but it's hard not to appreciate the chance to fly over such spectacular beauty on such a great day with my friends.


Another Beautiful Day to Paraglide at Cayucos from Tim O'Neill on Vimeo.

Tim

Cayucos Today 03/14/09

Today was a fun day at Cayucos. The hill is a 700' high walk-up that works with a West wind. The forecast was for high winds in the afternoon so we all hit the hill early. Once the wind freshened we all launched into buoyant lift. I was getting the kinks out of my new pod set-up and top-landed to do some adjustments.

The wind came up subtly and soon the sea showed some whitecaps. I headed for the beach a bit later than I should have and landed just as the wind approached the limit for a safe landing.

Here's some video of the flight.


A day at Cayucos from Tim O'Neill on Vimeo

PodMod

Well, if you were to have read an entry from late Dec. '08, you might remember a post labeled 'Project Time'. I had ordered a leg covering, or POD, from UP. UP is a paraglider producer in Germany. Somewhere along the line things got lost in translation between my supplier and UP for the last 3 months. I'd like to thank Rob and Ty at Eagle Paragliding for staying on things so that the outcome was successful. It isn't unusual for the PG supply pipeline to have some kinks and clogs in it, but Rob is a good expediter and a stand-up guy.

My goal was to add the pod and make whatever modifications to the harness were necessary to do this, BUT I wanted the ability to fly the harness without the pod if I chose to. Since the leg cover mounts to the bottom of the harness I had to move my reserve to the front mounted position. For this reason I ordered the version with the integral reserve container. Moving the reserve was straight forward. The pod has bridle routes that cover the bridle on either side.

The UP Speed cover is made of good quality materials and appears to be fairly durable. It consists of a stretchy material on the top surface of the pod (with the split for entry/exit from the pod) and a light but sturdy Nylon fabric for the sides and bottom of the pod. A heavy-duty zipper is used to join the front of the pod at the waist strap between the carabiners.

The nose cone on this pod has a 2in. hole that allows ram air to inflate the cone. The bottom surface of the pod skirt has Velcro sewn into the skirt to facilitate attachment to the harness. I sewed strips of mating velcro to the harness, just forward of the Ram Race's tailpiece ram-air intakes.

Because the bulk of the front mounted reserve makes it impossible to use my existing flight deck I made my own instrument deck that mounts to the Velcro on the reserve container.

I stand 69in. and 175 lbs. and the Medium size is perfect for me. Anyone taller should opt for the large. The video below shows some of the details of the mod.

The complete project took less than 4 hours and $25 for professional sewing. The results are a good looking and comfortable leg covering. This pod looks like it would work on a number of similar harnesses.

I made some additional changes after flying a couple flights.
They can be seen HERE.

PodMod from Tim O'Neill on Vimeo

I can't wait to fly it. I hope to get a chance this weekend at the Santa Barbara event.

Tim

Cuesta Today - Mar. 08, '09

The prediction for today looked good for a flight at Cuesta - Probably not a day to go XC, but flyable. It was a bit dicey looking since the windtalker indicated an Easterly flow on the ridge. On the drive down I took this picture of the convergence clouds mid-valley over the Men's Colony near Hwy 1.


I got to the top around 12:20 and met Dave and Eric and Sharon. There were substantial puffs from over the back, indicating that the convergence was still out in front of launch. This was backed up by the clouds. I still was optimistic that the puffs would turn and soon cycles would be rolling up launch. After a half hour or so, Eric & Sharon decided to head down the hill for more interesting activities.

Dave & I hung out looking for encouraging signs. Soon the thermal birds reappeared. Then we saw a big bird work up from low altitude and head NW along the convergence line without flapping or loosing altitude. When the puffs started coming up the launch from the West I suited up and took off into great lift that took me right to 3000'. Dave launched soon after I did and we explored the area mapping the convergence by climbing, then reaching out until 1000'/min. sink forced us back to the lifty area. Our reach wasn't that far before being hammered by massive sink so this was a local flight. Eventually the convergence moved to a position behind launch and we flew in relatively trashy air until we landed down the ridge, by the 'X'.

A fun day & worth waiting for.

Tim

The season is just about to start

The first weekend comp of the season is next weekend in Santa Barbara. The next is the following weekend, a BAPA league meet at Potato Hill. I'm still waiting to receive my leg cover to modify my harness & flying has been sparse. . . So here's some more pilot porn. It's advertisement, but great air2air videography.



The video can be downloaded HERE It looks great in 'full-screen.'

Tim

Cuesta Today - Feb. 18, '09

Today was a spectacular day in the San Luis Obispo area. I awoke with my usual "got in from Hong Kong yesterday funk," but shook it off when the forecast looked good for the Grade. The emails flew back and forth and it looked like a good weekday group would be at the hill around 12.

My flight is HERE.

After taking my dogs to the vet I hustled up the hill & was first to set up while marveling at how green things had gotten since last week. Patrick and Kevin soon joined me and prepared to fly. Patrick was first to lay out and that meant that there was an immediate lull for 10 minutes. The cumulus clouds were really starting to look good, with a nice cloud-street West all the way (it looked) to Cayucos and many more popping East of launch. Patrick passed up a couple decent cycles and I was getting antsy, so I opted to launch first. I launched at 12:30 and played with some scattered lift but soon was maybe 30-50 meters below launch wishing I had been more patient. I eventually found a nice bubble in the usual spot that bloomed into a nice climb back to the ridge and then to the towers. As I headed West, over launch, I could hear/see a blimp flying along 101 and crossing the grade towards SLO. He was maybe 300 meters below me and a mile away - it was hard not to head over to fly by him ;-)

Patrick soon launched as did Dave, Kevin and Jack. When I passed the towers I was over 1000 meters and things looked text book for a fun XC flight towards Cayucos. I was showing a S flow that veered into an Easterly flow at around 1200-1400 meters, so I opted to continue along the ridge Westbound. The cloud street was the nicest I'd flown in this area. Patrick was getting nice & high and looked like he might head East but turned back West to shadow me along the ridge. The best lift band seemed to lay just W of the ridge. The thermals were regularly spaced and reasonably smooth.



I wasn't pushing hard because I really wanted Patrick to catch me but just flew a reasonable pace. Occasionally I'd see a couple hawks above me and circle with them to 1000+ meters. Approaching the 41 corridor I notice that a blue hole was lying over the pass and optimistically (too optimistically as it turned out) continued into the blue at a mid altitude. Soon I was calling back to Pat that he needed to tank up before his transition. I cruised across 41 at the point the big power lines cross the hwy at a meager altitude. After a low save, I was joined by Patrick and we skated around in a 150 meter band of lift for 15 min. until I was out of steam. We both landed in the same field next to Hwy 41.

We had no cell svc so we hiked a bit until we found a turnout and set up for the hitch to Cuesta. After tying on my PILOT NEEDS RIDE sign and thumbing for 10 minutes, a nice gentleman offered to give us a ride to the top of the grade. We piled in and soon we were at the base of the dirt road hiking to launch.

It was one of the prettiest days I've flown at Cuesta. Unfortunately my thick gloves (which were VERY helpful at altitude) caused some fumbling with my helmet cam, so I was unable to turn it on.

Thanks to Patrick for taking the photos and making the flight a joint effort.

Tim

U.S. Nationals - Dunlap, CA - Briefly

The website is hot and registration is open for the first leg of the US Nationals. Competition will begin on Monday, April 27th and run through May 2nd 2009.

Dunlap is one of the sites I consider a home site and I'm really looking forward to a great week of flying, learning, and visiting with the 'regulars' at these events. Here is some information about the area:

The Flying:
The Dunlap launch (36° 45.916'N 119° 5.879'W) lies along a a 1500 meter high ridge. This is the Eastern (high side) of the Dunlap valley. The valley is approximately 10km long (NW-SE) and 5km wide with the valley floor around 600 meters. The valley, while small, can be technically challenging when trying to make expeditious crossings. The long task options are to the West, North, and South. We usually fly a few valley crossings before leaving to fly into the next ridges West. Once on the Eastern side of the San Joaquin Valley there is little restriction to the distances achievable to the North and South.

The flying in the area can be very consistent. In recent years we have held many NorCal XC League events at this site with only one or two no-fly days. Spring flying in Dunlap can be quite nice with climbs to altitudes above 2700 meters and cumulus clouds to show likely routes. Winds are generally SW-W-NW. The flying isn't as dependent on (or affected by) convergences as the Woodrat area, although some convergences can be found in the afternoon.

The launch area has been improved and expanded to allow 2 or 3 launches simultaneously. A large layout/set-up area is also available adjacent to launch. There is quite a bit of poison oak around the cleared launch area so consider that if you are allergic.

As far as logistics go, Cell Phone reception can be very spotty in the Dunlap area and at launch. Internet access at the St. Nicholas Ranch will be very useful for those with Skype. There are only a few restaurants in the area so the meals served at the Ranch will also be a welcome convenience as well as a nice social gathering. There is no running water available at launch, so bring your own.

Some of my most enjoyable tasks have been in the Dunlap area due to the sometimes low top-of-climbs which make the technical/strategic decisions very important.
HERE are some of my flights from last year -
Tim

Flying MDO today

Today I met a few friends for some fickle but fun flying at the bluffs.
I've gotten a bit more comfortable with my video editing software & here's my latest.

Paragliding at Montana de Oro 08 Feb 09 from Tim O'Neill on Vimeo.

Cuesta Today

Today I met Patrick, Jesse, and Eric for a quick flight at the Cuesta Grade. The air felt good and the cycles were nicely rolling up the hill so we all got airborne before 1 P.M. and flew a few flights with top landings in between. I was able to get up high enough to head over to the TV towers and look closely at the guy-wires.


First Flight at Cuesta 2009 from Tim O'Neill on Vimeo.

This is my first flight using the Helmet Hero camera.

The video isn't riveting, but it was a fun flight.

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