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Our soon to be newest family member.

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The World -> Hope.
Hope -> the World.

A rare shot for this camera shy one.
Photo courtesy of Jewels Pride Bengals. 

Hope, a lynx point snow Bengal, will be joining us in about 8 weeks.

Exponential increase in disorder house wide is expected.

Performance Coaching with Pat Dower: Part 2

Back from Brazil with a wing full of airtime and a head full of memories. Time to sync up with Pat Dower to go over what was learned and to plan next steps.

Recap

Main three points from the last chat:

1) Explore stepping into the deeper end of the pool - launch and fly in stronger conditions (but not go over board).

2) Learn to use the gaggle, not avoid it.

3) Try to capitalize on coaching during the trip.

Debrief of Trip

Stronger conditions are coming along. Comment from counterparts after one flight noted that I was diving into the Cauldron a lot closer than several of them would have personally done. But like many things, this still needs work - especially in cases where I take a series of collapses in rapid succession early in a flight.

The gaggle aspect is pretty solid at this point. I was quite comfortable with the aggregate of our crew, the Norwegian contingent, and the 90+ pilot Brazilian comp on the day of my Personal Best (PB).

Coaching was the most challenging aspect both because of the size of our group (having only 2 coaches available across a dozen pilots) and because I appeared to sit between the two groups that the coaches were working with -> quite comfortable striking out on my own without assistance, but not quite good enough to keep up with the hotshots. The day I was able to capitalize on Robins time helped to set up the preconditions for the aforementioned PB day that followed. Moving forward, it is quite clear I need to look for in air coaching options that are as close to 1:1 as possible vs. larger tours.

After debriefing my observations with Pat, we identified what next to work on.

Next Steps

Physical Preparation

Thermalling Efficiency

I noticed that even if we were in a decent climb, our guide Robin would oft times widen out his turn. I gathered it to mean that he was looking for something even better. Pat mentioned that the Oudie could prove invaluable for this - it can track the best climb for the day, the last climb I was in, and the average of my current climb. If my current climb is 2.0 m/s while my last was 2.9 and the best 3.5 - odds are there is something better nearby (especially if multicore thermals are the norm for the site). The Oudie does show a 'heat map' with arcs coloured to denote relative climb rates - indicating that the pilot shift the turn towards the 'warmer' arcs and possibly a better core (if not a better part of the same core). It is time that I relegate the 'leGSBip' to silent backup and start leveraging the Oudie more as my primary vario. Work on a plan to develop explicit thermalling exercises to dial things in.

Speed Bar Usage

I see bar as a means to maximize glide ratio - which is a solid decision when flying conservatively. If I have a tail wind, I will often avoid bar altogether and apply brake to squeeze every last point of glide I can. But in doing so, I was finding myself constantly getting left behind by the lead gaggle. Pat pointed out that while I would lose some glide by applying bar in this situation, I would stay with the gaggle and be able to leverage their ability to find climbs faster - mitigating the risk and increasing my overall XC speed. This discussion resulted is a simple exercise to add to my 'homework'- if not in a climb, be on 1/3 to 1/2 speed bar constantly. Change the use of bar from a decision to an instinct.

Tasks and the Oudie

I am quite comfortable entering tasks into the Oudie and following them in the air. But all of the tasks I have flown with it have been XC tasks - not Race to Goal (RtG) tasks. Nationals is just around the bend and it will be a RtG event. This means using the Start Gate and Final Glide capabilities of the Oudie. If I want to put all of my focus into the flying, I cannot afford for any of it to be spent trying to sort out what my flight computer is telling me (I recall the first time my Flymaster reported that I had tagged a cylinder - I was at a complete loss as to what the chirping meant). Become familiar with the Start Gate and Final Glide aspects of the Oudie before Canadian Nationals - including practice using them on the ground. Create small tasks to be run at the local hill.

Final Glide in Flight

Like most pilots, I end up at the LZ with a boatload of height to spare. At Nationals this height will be a waste as it represents untapped potential speed. Get used to going on final glide without the goal of having a massive amount of residual height at the end. Leverage the Oudie. Our local LZ @ FlyBC is surrounded by a swath of farmland within which the odd out landing is tolerated (at the cost of $20) - so coming up short will hurt little more than pocket change and can provide invaluable insight into just how much I can push bar and still make it. Make every trip to the LZ a final glide exercise.

Flying the sky

During the trip, I started developing a sense of flight phase altitudes. One day in particular, I determined that below 1200 m, I would take any climb I could, below 1500 m - nothing less than 2.0 m/s, and above 1500 m it had to be 4.0 m/s - otherwise continue on. The problem was that I was not readjusting these numbers as the day went on and conditions shifted to stronger and then weaker. So I was flying too slow at first and too fast at the end. Work on becoming aware of the shifts in the day and when gear changes are needed. 

Mental Preparation

Routine on launch

Build a routine when arriving at launch. Have everything ready to go with the glider in the concertina bag. That way when things turn on, be ready to go. I follow this pretty well but have been caught out once or twice. Time to make routine a religion.

Weather

Be prepared, do not rely on the guide or task committee to tell me what the conditions are - arrive knowing the weather (including the sounding). Knowing the sounding will help better judge cloud formation and the subsequent decision to either skirt in under that tower or give it a wide berth. Remove doubt through foreknowledge. 

Focus

I mentioned to Pat that on the trip it was taking upwards of 30 minutes to get into my groove/flow state - the point where I lose track of time (at home it typically takes about 10 minutes). If things go sideways during this adjustment period (equipment problem, rough air, nausea), I will start considering abandoning the flight - especially at home, since I know another ride up the hill is readily available. Being able to recenter and push through this adjustment phase will help at sites where the air is crowded and rough. Revisit common sports psychology mental training techniques.

So far ...

All in all, another great session with Pat to review progress and focus in on what I need to start working on next. All of this 'homework' is going to make for a busy spring - now if only the weather would cooperate.

Our home got a little emptier ...

This past weekend we had to say good bye to our little guy.

Sprocket, in search of attention one last time.

I remember one day, a few years after we met, when I came home early from work sick. Laying on the bed on my left side with right arm on the bed, I hear the rustle of a cat jumping up to join me. Lone behold this fella walks up and works himself in between my arm and body, falling asleep in short order. It was that afternoon I knew I was finally adopted as one of his family.

Tonight I come home to silence, no string of meows demanding immediate feeding. The house - a little emptier.

This is why I preflight check my kit three times before take off.

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Once when the kit is donned.
Once when the wing is laid out.
Once before pulling the wing up.

(hint, look at the right carabiner)

A Paragliding Personal Best (PB): Part 1

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Day 6 (Thursday): Overdevelopment shuts the day down. Only Richard launches and spends the majority of the flight trying to avoid being hoovered up into the stratosphere by the towering Cu that has set up shop over the mountain.

Day 7 (Friday): A botched initial climb out leads to my sliding off the mountain and setting down in 'Jurassic Park' (the bomb out at the foot of the mountain). A break down in comms on my end leads to some confusion over the retrieve picture. The end result: my electing to hike back to the hotel in GV.

35 C.
2.5 hours.
10 kgs of kit.

The decision to go lightweight pays dividends during this and subsequent hike outs.

Day 8 (Saturday): Perchance two bad days makes for a good one?

The Brazilian Cross Country (XC) league is holding the latest in their year long XC contest here in GV. We were told to expect 93 pilots to attend this event so things might get cozy in the air. Thankfully the comp organizers are not going to close the launch meaning we don't have to race to get ready and launch ahead of the main comp group. On top of this we get word that we can also expect a contingent of 20+ Norwegians to arrive for a XC course of their own. Rumour has it that the course is mandatory for these pilots to be deemed XC ready and given an endorsement by their National Association Committee (NAC). Is that a cash register ringing in the background?

Comp pilots setting up.

In amongst the hustle and bustle of the comp Dean gathers us up and lays out the plan for the day, an out and return (Dean's favourite - to save on the need for retrieve, I gather). The turn around point will be Engenheiro Caldas again (hopefully not blocked by growing overdevelopment/storms this time). The wind today is straight east (rather than the hoped for NE tail) which means a cross/tail component on the way out and a cross/head component on return. My personal preference would be for a straight SE run with no return leg - simply maximize distance with what little tail wind component we have. But it is not to be.

Rob (the second in air guide/instructor joining Dean this year due to the sheer size of the group) syncs up with me for a quick discussion regarding the flight - if I am able to keep up with Dean's group, go for it. Otherwise Rob will be hanging back to provide in air coaching as needed to stragglers.

Ready to go.

We get the crew in the air in record time (word has it afterwords that from first to last it took less than 7 minutes to get 12 pilots plus 2 guides off).

I quickly join Simon in snagging a climb just out front of the Cauldron.

Still giving this beast a wide berth.

Above launch but with everything shaded over, time to head for a sunnier spot.

While successful in getting above launch, the climb dissipates. I need to find terrain that is still receiving sun. The west side of the mountain looks to have just what I need (and will put me closer to the XC jumping off point - the hill to the west nicknamed 'Salvation').

Baking in the sun, this terrain is a good thermal generator.
These thermals will hug/craw along the terrain until a trigger point further up the mountain slope.

Thermal hunting.

Found it! Climbing anew.

Time to push on to Salvation.

Further away from the mountain another climb to top up and push onto 'Salvation' ahead.

About as textbook as it gets.
The source: sun baked fields and quarry.
The trigger: 'Salvation'.
The sign: the cloud.

Salvation delivers.

Climbing over 'Salvation'. GV ahead/below.

Onwards SE we go ...

How will today unfold?

Day 5: A flight cut short.

First day in Governador Valadares. The main reason why most pilots come to Brazil is to fly here and to fly far (the second location is Quixada to the distant northeast, though only select few can and do fly there).

The launch is on the lone mountain in the region, Ibituruna. At 1100 meters and surrounded by a near endless expanse of rolling hills to the south - it is the perfect place for the intermediate pilot to start building upon their flatland flying skill set.

For the solo pilot not booked into a tour, retrieve is simply a matter of catching the blue/red/white Rio Doce bus that runs up and down BR116 every hour or two - though many a local will stop and offer rides with little to no expectation of repayment (though this is starting to change so I hear - word is spreading that visiting pilots are a lucrative cash cow). Rides up the mountain can be found at the main LZ near the river - having some knowledge of Portuguese will help immensely in this regard (otherwise it is a pricey cab ride up the hill).

This being the first day in GV, Dean wants to limit the ambition level of the task. An out and return to Engenheiro Caldas is the plan.

I kit up quickly and launch with the first third of the group, including Dean. Putting to use lessons learned from flying here last year, I immediately fly to the lip of the Cauldron hoping to catch some lift that is being pushed up the slope by the easterly wind.

Working the eastern edge of the Cauldron.

The climb takes me above launch height, but it is slow going. Over the radio I hear Dean, "Ok lads, let's get going."

I need a stronger/faster climb, I need what is boiling on the rock face.

Skirting the Cauldron, I work my way around to the western edge.

Motoring along in search of a stronger climb that is sure to be downwind of this thermal generator.

Almost there - wing still well behaved.

Turn in and head south to intersect any Cauldron born thermals being blown by the wind.

Southwards I venture. In the meantime, Dean is now over the hill to the west nicknamed 'Salvation' (aka the 'Crocodile' due to its shape). Salvation is a common second climb out point for pilots hoping to fly cross country (XC) to the south east (which follows BR116) towards Caratinga, 100 km away.

I still need more height if I am to transition to Salvation and join up with Dean. Not much is found downwind of the Cauldron which means I will need to hug onto the slope and hope to catch a 'crawler' thermal, sliding up to a trigger point along one of the many ridges fanning out from the mountain.

Change in plans. Move in closer.

Time to get a little cozy with the hill.

A few beats back and forth. Little concern of sinking out - this tactic has worked countless times in the past, simply a matter of being willing to kick tree tops.

The mountain delivers. Back above launch and still climbing.

Next stop, Salvation.

Salvation bound.

Have a wee bit of altitude to make up.

Working a climb.

Dean is still climbing out over this hill, so there is a chance I can still join up with he, Richard, and Simon.

Joining Simon in the climb.

Over the radio I hear, "Ok Mark and Simon, lets go." Gather Dean figures we have enough altitude to make the next jump. Topping up as needed, we push southwards along the road.

And another climb.

Passing Alpercata, Richard and I sync up. Working the climbs together, we continue onwards south with Dean well in the lead.

The kilometer tall mountain off in the distance.

Nearing the half way point towards Engenheiro, Dean pipes on the radio, "I'm not liking the look of those clouds to the south". Richard replies,"Yes. Looks like Death and Destruction.".

Richard and I continue on.

One of countless low saves this trip.

A few minutes pass, Dean on the radio, "I think we should turn back. It might be ok, but I'd rather not chance it."

Looking ahead to the south, I am one to agree.

A dark and humid sky awaits to the south.

Dean on the radio, "Mark, what are your thoughts?" (aka you are going to do what I suggest, yes?)

"Death and destruction. Cats and dogs living together. Understood. Turning back."

"Heh."

I begin the return leg and make it back to a hillside between the two gas stations along the road.

Packed up and awaiting retrieve, I look up to see this:

Would say landing was the right call.

The flight.

Survived to fly another day. Los Hermanos for dinner.

Fly. Eat. Sleep. Repeat.

It gets better ...