Planning Ahead: 2016

The lackluster state of flying here in the Fraser Valley means an early start to planning for next season.

Now add a dash of slow motion currency freefall (I would not be surprised to see the CAD = 0.65 USD by years end).

The result is a rush to get things booked and paid for ASAP.

I had chanced upon a course being offered by Dean Crosby (the gent who vol biv'd the Pyrenees back in 2012) of Active Edge Paragliding in Iquiquie, Chile in November, but work was a no go with my disappearing during that time period.

Plan B. Same company, same instructor, different time/location.

Brazil, early 2016.

Here's why (from a group flying there in 2011):

Transformation: Gin Carrera to Gin Carrera+ (Plus): Part 2

As, Bs and Brakes down. The Cs took another 1.5 hours in the backyard.

Sunday morning, off to FlyBC. I need more space to spread the full wing out and trace the lines from maillon to attachment tab - to make sure nothing is crossed or wrapped.

One pair of crossed lines on the left C, easy enough to sort.

I expected the riser swap to be very straight forward and aside from the B maillons, it would have been. Both maillons were a right sob to get clear of their respective riser loops. But perseverance paid off and the lines eventually made their way across. All of the maillons were taken to finger tight as there was no point in adding the quarter turn by wrench until after kiting the wing.

New riser left, old riser right.

Curious.

Transformation complete. Time to kite.

Laid out in the LZ. Very switchy winds today (SE right now).

Pull up. The tips noticeably lag compared to the base model.

Back down, South wind now. Notice the Altocumulus Virga?

Rebuild wall, winds now SW.

Pull up, again tips lag -a good sign for strong conditions.

I also tried my hand at A+Cs, and it appears this new configurations is much more user friendly. I was concerned I might have to engage the floating Cs, but all is good.

Due to the switch winds, more kiting will be needed to ensure there are no problems (mistakes in line attachment) followed a few jaunts up and down the training hill. 

Next weekend.

Onto Part 3 of the Gin Carrera Plus Transformation

Transformation: Gin Carrera to Gin Carrera+ (Plus)

Finally!

After two months, the line set has arrived.

When I first demo'd the Gin Carrera, I remarked on the inability to A+C's the wing during launch due to a rather unique riser configuration. The C3 line is mounted to a floating maillon between the main B and C attachment points. The webbing upon which this maillon rides significantly limits the C riser range of motion. The updated Carrera+ riser is expected to help address this short coming by lowering the rear attachment of the webbing strap.

Original Carrera riser layout.Note short C3.
Courtesy of Gin Gliders.  

Carrera+ riser layout. Note extended C3.
Courtesy of Gin Gliders.  

The other thing that stood out was the 'floppy' wing tips. The brake fan layout on the first generation Carrera would engage the centre portion of the trailing edge well ahead of the tips. The byproduct of this configuration is a reduced 'feeling' for an impending collapse short of riding somewhat deep into the brake range. The new line layout on the Carrera+ is expected to 'slow' the tips and engage the trailing edge in a more even manner.

The upgrade kit itself consists of 50 lines (for XS through to M) or 56 lines (for L and XL), an instruction set, a pair of new risers, a new certification/serial number label, packing bag tab, and a '+' sticker to affix to the right of the 'Carrera' label on the wing tip.

The instructions are a single double sided page:

The line set is organized into a collection of daisy chains, grouped by riser and by tier.

I set out to break the chains down and subgroup by pairs of individual lines.

Brake lines mid tier. Each pair (L and R) is placed in a single marked baggie.

Once all of the pairs are divided, its time to label the old lines that are to be replaced. As the instructions are not available online, I went overkill and created a label for every line, unsure which would be flagged for replacement.

Line labels.

Wing laid out in the backyard.

A check of the instructions to confirm which line is next.

Crack open the maillon, slip the line free, follow it to the attachment, un-hitch.

Place the tagged old line in a large baggie and extract the new line from its individual baggie. Check the tag holding the line pair to confirm the index (there is a slight inconsistency in how the lines are labeled on the instructions and on their tags - but it is easy to deduce what goes where). 

Follow the new line end to end, being sure to follow the instructions to attach the thicker sheath portion of the bottom most lines to the bottom of the mid cascade.

Re-attach. Rinse and repeat for other lines. When done, place back on old risers in same order.

I will do the riser swap at the dealers, as he has a rigging loft when I can also check each line end to end before taking for a spin kiting.

Thus far, both sides:

• A+Bs -> 1.5 hours
• Brakes -> 40 mins.

Next up Cs.

Onto Part 2 of the Gin Carrera Plus Transformation

The 2015 Ozone Chabre Open: Looks like a bit of a coup.

The results speak for themselves.


A 'rookie' on a Recreation Class Gin Carrera+ beat everyone, including the X Class pilots on the much higher performing Ozone Mantra 6.


Only goes to show the two axioms of competition flying:

1. It isn't the best pilot who wins, but the most consistent.
2. A comfortable pilot is a consistent pilot.

Paragliding 103: HPAC Novice/P2 vs. Asymmetric Collapses

Asymmetric Collapse

The asymmetric collapse, an inevitability of learning to fly in thermic air. We learn to first mitigate and then prevent them by flying in increasingly active air, preferably under instruction.

Mitigation can come by way of active weight shift and braking technique. The ultimate goal is collision avoidance, be it with the ground, terrain, or other pilots.

Another means of mitigation is wing selection (passive safety). A lower EN/LTF rated wing can help reduce the aftermath of the collapse. An instructor is the best place to start with deciding which wing is best suited to the pilot. That said, the first steps we take as a pilot-in-command is making and accepting responsibility for own decisions. The more information the new pilot has, the better the decision they can make.

The basic certification system (EN/LTF) is not perfect, as per Divide 'EN', Conquer. But the certification system is continually evolving. Part of this evolution is the trial testing of wings by the DHV using a data logger and documenting the post collapse behaviour beyond a simple change of direction/pitch.

DHV Safety Class

The core of the DHV Safety Class is a trio of safety ratings per wing: symmetric collapse, asymmetric collapse, and spiral dive. In addition, notes are provided on altitude loss, G forces experienced, cravat and cascade tendencies. It is these notes that are of interest.

Below are the DHV Safety Class Notes on unaccelerated asymmetric collapses for common paragliders used in the Fraser Valley (Vancouver) for student and novice pilots:

The source for these values and notes can be found under the DHV Safety Test webpage.

In addition, the suitability for training and manufacturer notes regarding the target pilot are included to give a more complete picture. This data was pulled from the manufacturer webpage and user manuals.

Wing Made/Model	Height Loss	Pitch Angle	G Force	Training Suitable	DHV Notes	Manufacturer Notes
Skywalk Mescal 4	20 - 29 m	-60 degrees	2.4G	Yes	Massive collapses and maximum deformations usually recover with little diving and course change.	Suitable for beginners on the training hill, the MESCAL4 also offers lasting satisfaction for ambitious hobby pilots for their first XC flying experiences.
Icaro Cyber TE	30 - 39 m	-65 degrees	2.3G	Yes	Relative moderate reactions, moderate dynamics	Beginners who are looking for a fun, but performant and fast glider, that—nevertheless—still is gentle and easy to fly, will find a good companion in the new Cyber TE.
Ozone Mojo 4	40 - 49 m	-65 degrees	2.3G	Yes	Greater height loss and course change angles than other [...] gliders.	The Mojo 5 is designed for new pilots. First and foremost it is a safe, fun, and easy high-performance wing suitable for students in training but ideal for the newly qualified.

Wing Made/Model	Height Loss	Pitch Angle	G Force	Training Suitable	DHV Notes	Manufacturer Notes
Ozone Buzz Z4	30 - 39 m	-60 degrees	2.3G	N/A*	Moderate dynamics, height loss < 40m. Maximum collapses result in large pitch forward dives and occasional opposing collapses, but without course changes.	The Buzz Z4 is an ideal choice for pilots who fly approximately 30-50 hours per year [...] .
Skywalk Tequila 4	40 - 49 m	-75 degrees	2.9G	Yes	Difficult to collapse to measurement field limits. Marked rotation with dive angles of up to 75° for large collapses. Opposing collapses observed with occasional cravats and course changes.	The T4 is quite forgiving, making it the right choice for talented beginners.
Icaro Instinct TE	40 - 49 m	-75 degrees	2.9G	Yes	Without using special collapse techniques the wing collapses very steeply and has high rotation and pitching dynamics, resulting in opposing collapses and cravats on both wingtips.	Since it performs at a very high level, but is also very pleasant and well-behaving at the same time, the Instinct TE is the perfect glider for all pilots who want to feel comfortable in the air.
Icaro Wildcat TE	40 - 49 m	> -75 degrees	2.6G	No	Height loss is average for its class, but reactions are very dynamic, dive forward angles are severe and course changes are rapid. The canopy folds steeply, creating a lot of resistance and turns abruptly and dives forward steeply. Total height loss was average for the class. Generally the canopy shows a tendency to dive forward steeply which often leads to cascades and cravats.	Recommended flight experience: 20 - 30 flying hours per year.
Gin Atlas	50 - 59 m	-60 degrees	2.3G	N/A*	Relatively low dynamics (pitching, G-forces, sink velocity) for its class, but delayed recovery resulting in higher height and course changes. In some cases, recovery had to be aided with a little pilot input.	The Atlas is suitable for beginning to intermediate pilots.

* There is no clear indication regarding suitability (or lack there of) for training. Consult your instructor.

Side note: notice any differences between the DHV and Manufacturer Notes?

The HPAC Novice/P-2

The current Hang Gliding/Paragliding Association of Canada (HPAC) requirement to be awarded a Novice/P-2 rating includes the following prerequisites:

B. Prerequisites

• Paragliding P1 Beginner Rating
• Thermal Endorsement or the Coastal/Ridge Endorsement

 The Thermal Endorsement includes the following:

• Demonstrates proper directional control and correction of full (i.e. 50% of the wing span) asymmetric collapses.

Anyone flying in the Fraser Valley will receive their Novice/P-2 with the Thermal Endorsement (due the lack of a consistent Coastal/Ridge Soaring Site). 

Under the current HPAC requirements, the Novice/P-2 candidate who satisfies the Thermal Endorsement will have demonstrated the proper response to a 50% asymmetric collapse. 

Re-read the above descriptions of asymmetric collapse behaviour and ask which wing would you want to be on with less than 25 flights and asked to demonstrate the 'proper directional control and correction of full (i.e. 50% of wing span) asymmetric collapses'. Demonstrating a response means experiencing the collapse to then demonstrate the proper response.

I suspect if this requirement was fully enforced by HPAC, we would see very few students on EN B wings.

It is better to have a wing you can grow out of than one you need to grow into.

Small Victories (with a flying 'pitbull')

July First, a welcome mid week holiday.

Onto the West Coast Soaring Club Line group to pop a quick, 'Anyone flying Bridal?'

Andrei replies, "sometime after noon."

Car loaded and out the door. I will likely be sitting around for a few hours waiting for a ride to show, but as the investment adage goes, "Better a year early than a second late."

Sitting in the car at the Bridal LZ, AC running to stave off the increasing heat. It doesn't take long for a car bearing an older gent in a collared shirt to pull up. Josef, an occasional pilot here in the valley. 

Following him is a pickup with Chris and Shawn (the pilot from the Yukon who unofficially broke the Canadian PG distance record with a flight of 260 km). A little milling about occurs, hoping a ride shows up but no dice. Our quad of pilots piles into the pick up to make our way up to Lower Bridal.

Along the way Shawn recounts his adventures in Brazil, conversations with pilots planning to cross the Sierra Nevada range, and the Burning Man festival. Oh, and the general state of flying in the Yukon - the lone consistency lies in the lack of back to back flyable days.

Arrival on launch reveals some strange conditions. The west wind is completely absent and a pulse of NE cycles make their way through the trees just behind us. The outflow has yet to completely subside.

Time passes, the outflow ever...soooo....slowly decays.

Shawn kits up and I give him a hand layout the wing out, ribbing him with a "I just wanted to touch the highest performing PG wing in Canada.". It takes little time for a cycle to come through and Shawn is away and climbing out.

Chris is not far behind.

I watch their wings with a keen eye, looking for small sharp yaw and pitch movements indicative of rough conditions. Nada. Just smooth carves.

In the meantime, Andrei, Elena, Tyler and Kristi have arrived and hiking up with a family of 'launch tourists'.

Launch is about to get cozy. Go time.

Thirty minutes later Elena has set up above me and is starting to feel the afternoon heat. It is starting to roast out. A puff of a cycle comes through and Andrei points out, "Looks good." Not hard to tell he wants me to hustle so Elena can get away quickly. Wouldn't blame him in the least. Two sets back and the wing just drops. Not strong enough for a reverse. Switch to a forward. I hear the right tip thwack during the run but don't feel it.

Airborne.

Away from terrain and scan for traffic.

Clear.

The radio chirps to life, its Andrei...

"You have a small cravat on your left tip." Glance up, the trailing edge tip is caught in amongst a few C lines. One pump of left brake. No effect. Quickly grab and tug the stabilo. Clear.

It is situations like this where SIV training pays its dividend. One of the quirks of the sharknose on the Delta 2 is the tenacity of the cravats. Previously working through these makes for quick work in the real world.

Everything squared away, off to the mixing bowl we go. Except with the lack of wind, there is no mixing bowl today. Just a wide swath of gently rising 1.5 to 2.0 m/s air. Over Alan's Ridge and beyond. Approaching the next spine things spice up a bit and I start to bank into a carve. The rising air draws me towards the side of the mountain. I look down and east to see a road leading towards what I suspect is Upper Launch  A sudden chill to the air signals the end of the inversion.

Onwards to Elk!

Mind you, I am not entirely sure which peak Elk is, just that Elk is at the end of this ridge and that is where I am going.

So ...

Onwards to Elk!

The air begins to take on a sporty flavor with my first (and only) collapse of the day. I am near the lip of the ridge either in rotor or mixing thermals from both sides of the ridge. Not sure how much worse it will get, I decide to take a prudent path - push out front.

To find...

Sink, sink and, more sink. Rotor?

Oh well, return to the churn and backtrack to the bowl behind launch.

Several rivers of thermal crawl up the mountain to my right, beckoning the nose of the Carrera. One in particular causes the Carrera to go full on 'pit bull', the nose snapping right and charging in for the kill. My view immediately fills with tree covered hill side. Hard right to force the wing to do a three quarter turn to get back on heading. I make note of this spot to revisit at another time, today is not the day for tree top kicking climbs.

Back to the bowl to see Kristi climbing in a right hand turn. I blend in from outside and just behind but don't find much (1.5m/s) compared to the strength of the climbs closer to the ridge line (3.0 m/s).

Back west, again. This speaks volumes to my lack of patience.

I settle for a triangle route. Back down the ridge, out to the highway, back to lower.

The glide out to the highway initially has some decent chop (more hints of rotor?) but smooths out nicely. I am able to grab a drink from the Camelback and flip through some Podrunner mixes on the iPod+iHome mini speaker on the flight deck. Out in the valley, the west wind is picking up. There is a risk of being forced to back into the LZ if the wind climbs much more.

New plan: Play it safe, tag Lower, and set up to land.

The remainder is uneventful with landing coming up about 15 feet short of the cones. I watch other pilots work the ridge just downwind of launch, varying between standstill and crawl. I am sure the winds will die off as the sun sets. There are no regrets on my end for calling it a day early.

Just about to leave, I am paid a visit by a fellow flier who seemed quite content to stick around for a few minutes. Didn't have much to say, but then again ...

Those who do can't explain, those who don't can't understand.