18 January 2016

Feeding the Winter Rat

If your sanity is crumbling as the winter blues hits hard, I have a couple of suggestions.
The first is a brilliant book by X-Alps pilot John Chambers called Hanging In There.

Hanging in There: One Man and his Dad take on the Alps in the World's Toughest Race

It tells the story his participation and 5th place finish in the 2013 Re Bull X-Alps.
I loved it. It is a great account and helps the reader appreciate the struggle and the elation. The flying side of it is great of course but all the other things like logistics of Jon's support crew and the training to change to fat metabolism to improve endurance were fascinating too. Nice one Jon!

The second is the 6hr+ and 220km flight by Chrigel Maurer and his brother Michael through the Swiss Alps. They fly with two Go-pros each, one helmet mounted and the other pointing back at the pilot. A helicopter joins them periodically to get even more great shots. The boys commentate on where they are, the decisions they are making and where they are heading to. There are English subtitles. You see up-close and personal their glider handling, thermalling and speed bar use. As I watched it I followed their progress on map and Google Earth and the whole thing really came to life.
The video is here.
Swiss map on line is here.
There really is over 6 hours; its hypnotic!

30 December 2015

CCC and Bye-Bye Boomerang 10

Beautiful!
Well – it was with great sadness a few days ago that I said good bye to my Gin Boomerang 10. It is a quite stunning wing with a level of purity and refinement that I have never before experienced. Letting such a crisp, high performing and great handling glider go was a wrench.


But for me it was the right decision. Competition level gliders require sharp skills and close attention especially when racing. I got caught out once and had the pleasure of a serene reserve ride but one that gave me the chance to reflect on my error.
I also had to accept that my recent flying on the Boomerang has been a mixture of huge pleasure and fair amount of stress. So what to do? Focus sharply on the weaknesses, train, get more hours, challenge myself to go hard again OR take a step back and take a step down. Look for a different focus.

A few things came back into sharp relief in 2015, not least that racing top end gliders in strong conditions is a hard-core business. At the PWC in Portugal this year there were reserve rides every day although thankfully no significant injuries. Sitting around in a group of PWC regulars, I made the comment that it hadn’t been a great week for safety. A few glances around the table and back came the response: it’s pretty normal really! I had wanted to believe that reserves are the exception rather than regular events. As you would expect/hope the deployments generally appear to be rarer amongst the very top group. I say “appear” because even if the incident information is routinely and reliably collected, I am damned if I can track it down. Maybe that’s intentional - some of the rule makers wouldn’t need much encouragement to renew their assault on comps.


The Boomerang 10 in its element
So has CCC (CIVL Competition Class) worked? In my view it’s a step forward from EN D certified comp wings and the rule-stretching that went on. The gliders are purer and in particular don’t need to be trimmed slow to pass the tests. The parameters such glider/line dimensions and speed bar travel are tied down better now. With the expectation of top speed they are superior to the Open Class 2 liners. There are good gliders available in all the main sizes. It is truly impressive to see the cracking CCC gliders from Gin and Ozone, but a shame to see so few manufacturers involved.

I’m not into competition bashing competitions, slagging off CCC or calling for more regulation; in my view it is about free choice and in my case I need a break from the madness!

24 November 2015

Catch the Dive!

Old lessons, new manoeuvres, assessing wings and skills... I was delighted when Toby Colombé at Passion Paragliding said he had space for me on his wing control course in Oludinez in October. As ever it was great to learn in a group and Toby’s special talents, helped by the impressive Mike Agnew eased us all along.
I am indebted to Sigmund Aamodt for allowing me to use some photos and footage from the course. Sigmund is a fast developing Norwegian pilot on a high EN B glider who flies cross country whenever he can and entered his first competition this year.
Sigmund showed impressive skills in the early part of the course but was keen to push harder into dynamic manoeuvres to fine tune his timing and learn just how aggressive control inputs sometimes need to be. The core exercise for this bit of the training is to do rapid exits from spiral dives. During the exit the pilot needs to manage pitch and roll in a high energy situation. Rather like what can be experienced with a big collapse and recovery in strong XC conditions.

The picture shows a dramatic consequence of mistiming inputs!
Sigmund working the Rush 4
Sigmund's video gives us a chance to explore further. 
0:00 to 0:10 - A nice hard spiral to build up the energy.
0:11 - An intentional quick exit from the spiral by going hands-up. As opposed to bleeding off the speed over several revolutions this allows the glider to come out of the spiral quickly and climb with lots of energy.
0:14 - The glider is now well behind Sigmund and not quite level to the horizon. His weight is towards the high side of the glider and he might be pushing himself over with the opposite risers to try and even things up.
0:15 - The glider is now starting to come back overhead, but with an "oblique attack." Lots of brake is being applied.
0:16 - The glider is still shooting but Sigmund has let his hands up.
0:17 - Oops!
So how could the glider be managed better through the stages?
  • A cleaner exit can be achieved by a brief application and release of opposite brake at 0:11 - the "piff-paff." On some glider/harness combinations the spiral will continue without opposite brake input.
  • After a dramatic exit it is likely that the glider or pilot will still have some rotation so it probably won't be nice and level with the horizon. This is the opportunity to briefly use one brake to steer the the glider back into a level position  - the "compensation." The ideal time would be at 0:14. At this stage the pilot should be sat back symmetrically in the harness, looking up and back at the glider. This helps in two ways: it loads the glider evenly; the pilot can judge the size and duration of the compensation input. Get this right and the recovery dive will start symmetrically instead of obliquely as at at 0:15. At this point the hands should be right up to the pulleys. Braking now introduces camber and removes reflex and can actually make the dive worse.
  • Once the glider is accelerating hard past the vertical at 0:16 it is time to brake the dive hard. The further past the vertical the glider has come before brake input, the deeper and faster the input will need to be. At 0:16 the hands should roughly at hip level or what ever is required to brake the aggressive dive.
  • Once the glider has stopped its forward shooting it is time for hands-up and the pilot will swing under the glider and fly away calmly! For more about pitch control have a look at Toby's article.
Many thanks to Sigmund for sharing - it certainly reinforces the value of training to develop your reactions. Sigmund is a positive and bold pilot and really went for that spiral. Most pilots will gradually build up through a wing control or SIV course to high-energy maneuvers and avoid such a drama. Kudos to Sigmund for pushing hard when he had a life jacket and Toby in the rescue boat. He didn't need him anyway.
When I met him, I suspected Sigmund to be made of stern stuff and when I learnt what his name means in Old Nordic: "Victory man from where the rivers meet," any doubt was removed!




24 September 2015

An eventful season!


The September weather has allowed a bit of reflection time in between flying the new Skywalk Cayenne 5 for Cross Country Magazine and some necessary work. Big XCs at home and abroad, my first PWC for 21 years; a small but regrettable airspace infringement; my first reserve throw: its been fun!
I have loved flying the Boomerang 10 this season: the step up in performance; the handling; the speed. One of my favourite flights was an only moderate triangle from a site I have been flying for 25 years. It was a day when many didn't bother going out due to little instability and it frustrated a good few who gave it a try. Seeing familiar surrounds from a new view point was a thrill and only just getting back over high ground to close the triangle added to the excitement.


The best day of the year was June 7th with over 13000km flown. I did my first UK 200km from the Lawley to Weymouth. It ended in heart-break though: I'd gone over 200ft into a 4500' ceiling near Bristol. How did that happen? A combination of unfamiliar airspace, high workload at that point in the flight and a new flying instrument all combined to fade my brain. What a Muppett!

The highlight of the competition year for me was captaining the winning team at the British Champs in Macedonia. A beautiful place to fly, a really welcoming country and superbly organised event.

Photo - Ruth
The PWC in Portugal was staggering. The speed and tactical shrewdness of the pilots are truly impressive. The tasks, with varying amounts of wind, were characterised by multiple convergence lines if you could find them. The third task sticks in the mind. Early into the 135km task I had pushed ahead (not shrewd) with a small group (a bit more shrewd) and managed to find a good climb that the others missed (lucky). However the main gaggle was able to come in 1000m above me having detoured to take a buoyant line (that's how to do it!). They were able to get properly high and miss out the next two climbs that I needed. I couldn't get back in contact, but around the 100km mark got into a really good position close to the airspace ceiling of 3500m. My instrument said 35km to goal with a glide required of 14:1. That sort of glide is very achievable on the right line and so it proved. A couple of S turns were all that were needed to clear a small hill just before goal. In the last part of the flight I had seen very few pilots ahead of me and was getting excited about a high placing when I suddenly spotted the goal field with 40+ gliders already there and more bleeding off height to land. I had been beaten by over 20min and 60 pilots!
For task four the wind properly arrived and the task required flying into it for some distance. This was tough - the PWC showed its hard-core side! I changed strategy and aimed to find the best cores to get above the main gaggle even if it meant being a bit behind. As we punched into wind I could see the group ahead and below - this was paying off. Close to full bar in, in the now familiar choppy air, I eased the pressure on the B risers to let the glider pick up yet more speed. Bang! I took a big collapse. I mishandled the recovery and ended up with a cravat and 3 twists. Game over. The ride to earth of my Beamer 3 was calm once I'd gathered in the main glider and ended with a gentle landing.

To be honest that fried me a little, not least as I knew I had made mistakes. My last comp of the year was to be wonderful but demanding St Andre.
Big scenery - thanks to Lawrie Nocter for the pic.
I decided to take the pressure off myself and just enjoy the flying. I was very kindly loaned the wonderful Gin Carrera+ by the guys at UK Airports. I had a great time recovered my sanity; it was great to fly such a wonderful sports class glider. Big thanks to Patrick Holmes and Mark Stewart!

Continuing the Sports class theme I am now on the afore mentioned Cayenne 5. This has really surprised me (in a very good way) but you will have to wait for the review in Cross Country mag!
Photo - Ian Burton

16 February 2015

Gin Boomerang 10





After much agonising and talking to as many World Championships pilots as I could, I finally opted for the Gin Boomerang 10 as my weapon of choice. Taking delivery of my first ever Gin wing was a pleasure!



The construction and detail are staggering and Gin have a beautifully finished product. My all-up weight of about 95kg is 5kg below the top and seems a good place to start and I can go a few kg lighter or heavier with ease.







I have only flown it on a local site with ridge lift and little meaningful convection, but the initial impression  was awesome. The best word I can use to describe the handling is "creamy." The turn is immediate and easy; belying the 7.7 aspect ratio. Hooked up to the Genie Race 3 harness there is a nice integrated feel. Another strong impression is the fast trim speed. A few brief periods of acceleration to three quarters bar really had me moving around the sky as you would expect. 


Early impressions of the launch characteristics were pretty favourable. The inflation seemed a little bit steadier and more linear than can often be the case with this class of glider. There wasn't a reluctance to catch the air or a savage acceleration. I need a windier day to explore this more. The tips are a bit cravaty on the ground. 



Can't wait for the next opportunity to get out!



24 January 2015

SIV on Advance Iota and UP Summit XC3

A few days in the sun in January for Cross Country Magazine gave me first chance to try the high EN B gliders from UP and Advance. At Cross Country we are always looking for new ways to explore the gliders we fly. A day over the water at Monaco under the watchful eye of Russ Ogden gave us a really interesting perspective on these two fine wings.

My first stall on the Summit XC3
Not the best technique on show in the photo above - a hint of over-stall.

The peachy Iota
The Iota had different strengths from the XC3. It was a really interesting way to compare the wings. You will have to wait for Cross Country Magazine to read the full details!

For those who do not know Russ Ogden - he is one of the finest paraglider pilots that Britain has produced. Truely world class in the competition environment; long standing test pilot for Ozone and ace SIV instructor. Russell's approach to SIV is all about control and just like training with Flyeo in France you learn a lot about your wing and yourself! If I lived closer I'd be doing this type of training a lot more often than the once every 2 years that I seem to currently manage.

High EN B gliders are an interesting breed. Some believe they are the ideal compromise: good performance in a glider that performs well in the EN tests. Others feel they offer the worst of both worlds; not the sporting purity of a well sorted EN C yet potentially pretty demanding. My personal stance is somewhere in the middle, but many pilots flying high EN B gliders (from any manufacturer) are probably not really aware of how demanding this level of glider can be. Pilotage, glider control training and SIV really are a big help if you fly this level of glider. If you are not prepared to put yourself through the training maybe a low to mid EN B is a better choice.
Thanks to Hugh Miller for the photos.

29 December 2014

Winter training

As well as having some beautiful scenic flying on clear winter's days, this is good time of year to practice skills.
For example: why not do a few exercises to improve your gliding ability by developing your rear-riser control?
Rear riser control is accepted by most top level pilots as an essential skill on 2-liners and is also very useful for a much wider range of pilots and gliders. Using the rear risers to damp pitch movements, make course corrections and maintain a feel for the glider is much better than resorting to the brakes. It has the bonus of maintaining efficiency much better. It is done by keeping your hands in the brake handles and holding the top of the rear riser or the handles if present. The brakes should be fully off.
Try this:

  • Fly the full length of the ridge holding the rear risers
  • Fly several beats including the turns using rear risers only
  • Go to full speed bar and allow the speed to stabilise. Come off the bar quickly so that the speed converts to height and the glider pitches back. Damp the ensuing surge with the rear risers.
To see a bit of rear riser control in action have a look at Brett Hazlett's beautiful video "Never Come Down"After about 2min 25 you will him using plenty of bar in active air and using the rears.

Notes of caution:
  • Small rear riser movements have a big effect compared to brakes
  • Be especially gentle of the rear risers if you have no speed bar on since you are slowing the glider down
  • Build up gradually with your rear riser control
Happy winter!