Paragliding Prices for Novice Lessons in British Columbia

Provider	Price*	Location	Is Dealer?**	Accepts PayPal***	Notes
JetSet Paragliding	$2500	Fraser Valley	No	No
FlyBC	$2184	Fraser Valley	Yes	Yes	Equipment rental available.
DeimosPG	$2000	Fraser Valley	Yes	No	Equipment rental available.
iParaglide	$2397	Fraser Valley	Yes	No	Price does not include $160 - $320 in 'i4x4' fees. Equipment purchase required after flight 4.
Sea To Sky Paragliding	$2362	Pemberton	No	Yes
VI Paragliding	$3000	Victoria	Yes	Yes	Novice price as of January, 2016. Equipment purchase required after flight 5.
Paraglide Canada	$3472	Vernon	Yes	No	Price includes use of equipment for full course.
Freedom Flight School	$3000	Vernon	Yes	No

IMPORTANT NOTE(S): If purchase of equipment prior to or during the course of instruction is required - expect to add an additional $5000 to $8000 onto certification cost.

Schools will often advertise 'includes X flights' - it is important to know there is no established standard in Canada as to what constitutes a paragliding flight. It could be a single run down the training hill or a proper flight off the top of a mountain. Be sure to inquire what the program actually entails before making any payment.

* Price - includes tax (calculated if published price does not specifically include tax). Assumes combined PST/GST.

** 'Is Dealer?' - dealers will have beginner demo stock on hand that is frequently used for student training.  If the school is not a stocking dealer, odds are the student (you) will be required to purchase a complete paragliding kit before any instruction can be done - increasing up front costs.

*** If the provider does not accept PayPal (with its purchaser protection) - make sure to get a receipt.

DISCLAIMER

The posting of prices/links is in no way an endorsement for any of the above paragliding businesses. It is the responsibility of the client (you) to confirm that the instructor is properly trained, certified, licensed, and insured by an appropriate body. Paragliding is a dangerous activity that can result in serious injury and/or death.

Personal Responsibility vs. Paragliding Accidents

A recent post on PGForum by a student who was injured while under instruction has lead to a discussion about ultimate responsibility and if litigation should be used as a means to change behaviours.

Back in 2007 I would play witness one last time to a skydiving fatality and as a result put virtual pen to paper to share my thoughts.

My thoughts today mirror what I felt then.

"Gravity set the rules. Gravity deals the cards. And the rules say 

...gravity always deals itself a king and an ace. 

You can never beat gravity at it's own game, the best you can ever hope for blackjack as well and breakeven. 

The weekend was ended with lethal punctuation as an unfortunate fellow jumper could not match the cards gravity dealt itself. 

For those that wish to dance amongst the clouds and touch the face of heaven, they understand that the earth always takes back what has briefly been taken from it. Some may chose to ignore it and pretend, it'll never be me, others approach it with a fatalistic, when it happens, it happens, I can't change that. But every single one of us who jumps knows that given enough time, you will lose your life to this sport. 

It is simply a matter of whether or not old age, disease, accident, murder or suicide will claim us first. 

For those that have never tasted the freedom of a world where there are no rules (aside from gravity), they will be left wondering 'why'. Not only why did this happen, but why did the victim choose to do it. 

Unfortunately, the explination does not help, "those that don't, can't understand, those that do, can't explain." 

The best I can offer.... 

Its not just the sense of freedom, it's also the sense of responsbility. 

Every jump must end with the skydiver willfully saving thier own life. if they wish for it to not be thier last. 

Think about this - you have to conciously save your own life. No one else is going to do it for you. No one else is responsible for you. You make the choice, you accept the consequences of your action. If anything goes wrong, you have no one else to blame but yourself. 

You could blame the pilot, they flew the plane up, right? 
No - you chose to get on that plane. 

You could blame the packer. 
But you chose to jump thier packjob. 

You could blame your instructor from years ago. 
But you chose whether or not you stayed on top of the incident reports to learn from the mistakes of others, and to practice your emergency procedures on every jump. 

You could blame the container/parachute manufacturer. 
But no one forced you to buy or put on that rig. 


It all comes down to choice. 

I make the choice ... 
to drive to the DZ. 
to put on the gear. 
to get on the plane 
to get in the door.... 

and... 

to leave the plane. 

Knowing what could happen. 

Making a jump is at it's very core, the decision to take control of ones own life. 

I make the decision to leave the plane, I make the decision to open the parachute, I make the decision to land.... 

I make the decision to be happy, I make the decision to be upset, I make the decision to lead or to follow. 

Start to finish, birth to death 

....exit to landing.... 

you, and you alone are in control of your life, and your destiny."

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.

Paragliding Economics 101A: Shopping Around (First Paraglider Purchase).

Looking at lessons, trying to sort out the true costs.

No rental option, local used market is dried up (there is an ebb and flow to used wing availability - very dependant on time of year).

Guess a new wing it is.

If you are part of the rare 1% who has reigned in impulse and taken a step back to consider the true costs - you're likely wondering how to best save some coin on equipment purchase. 

The majority of the worlds wings are fabricated in a small number of factories that cater to multiple brands (a secret manufacturers don't make very public) and are made from a very small collection of fabrics. The result -> production costs are relatively similar.

In addition - R&D, administration, and marketing typically scale. Larger manufacturers pour more into marketing (sponsoring competition teams and factory pilots), have in house designers, and employ test pilots. Smaller shops outsource the entire design process and limit marketing to very specific regions/segments. 

What does this all mean?  

Commoditization.

A wing in EN class X should cost Y no matter the brand. A price above this is either result of inefficiency or the padding of margin somewhere between you and the manufacturer. The former will die due to decreasing market share, the latter will perish with an informed customer.

What can you do?

Become informed. Window shop around. This can be a touchy subject as it will eat into a schools margin. A *pre-authorized* purchase outside the school is sometimes offered as an unspoken option for an 'uncorking fee'  - typically around $500. It will not hurt to ask up front before paying for lessons, if I want to buy a different brand than what you carry, what is the additional cost? If nothing else, it could pressure the school dealer to price match if they wish to maintain market share.

How much could you save?

Pricing options for low end EN-B (a common first wing here) plus harness and reserve in the Vancouver market:

Equipment	Dealer A	Dealer B	Dealer C
Wing	$3900	$3500	$4000
Harness (with back protection)	$900	$650	$1100
Medium Reserve	$660	$700*	$1000

* I had to query the reserve price, as none was published.

The right combination of the above can net over $1200 in savings.The catch is the need to negotiate. A smart dealer will realize a customer who feels they are getting a good deal will become a repeat customer.

In the end the right questions cost you nothing and can save you alot.

This is why we can't have nice things.

Chatting with a flying counterpart a week or so ago, they mentioned they wanted to try flying Austria one day.

"You can't."

"What do you mean?"

"HPAC paraglider ratings are not recognized in Austria, IPPI card or not."

"Huh?"

"It appears our licensing system wasn't judged to be up to par. The Brits, Swedes, Germans all ok. Us, not so much."

A discussion followed suit on how best to bring this to the attention of HPAC and see if there is a way to address. The rating system went through a recent overhaul and surely would match up against the best Europe has to offer (at least thats what we were lead to believe).

Then a few days later, a posting by one of the HPAC SIs (a Senior Instructor - the folk who set the standards for our ratings):

I think the Austrians are onto something.

Purchasing a used paraglider.

By this point, you've gotten a sense that I am very much in favour of finding the most cost effective means possible to get and remain in paragliding (and still retain a high degree of safety).

I've outlined how you can go about evaluating your local schools to find the true 'soup to nuts' cost of getting a license with Paragliding Economics 102: Lessons.

I've also outlined why with your first wing you should favour a used paraglider over new and rental over used with Paragliding Economics 101: First Wing Purchase.

But lets say your local school does not offer wing rental? Now what? Assuming suitability (as discussed with your instructor) and availability, into the 'pre-owned' bazaar we venture.

Two Simple Rules

Rule 1: The seller needs my money more than I need their wing. 

This is my variant of the age old 'there is no such thing as savers remorse'. I remind myself of this before any interaction with someone looking to sell. Putting myself in this frame of mind helps keep me objective and enables me to easily walk away - a deal that fails leaves me with money everyone wants and the seller with a wing few people want.

Rule 2: Trust no data that is not readily measurable. 

Launched off grass, accordion packed, no SIV, closet stored. None of these statements mean anything to me as I can't readily verify them. As a buyer I want to know four things - the 'Four Ps' - price, pilot, pics and porosity.

The Four Ps

Price - Price is self explanatory.

Pilot - I want to know who has been flying this wing. This info allows me look up the flight logs in Leonardo and XContest. I can also look up videos on YouTube and Vimeo. I can even look the pilot up in ParaglidingForum.com. Sounds creepy? I don't think so. This is how I determine if they are being honest with me - compare the description of the wing with their digital paragliding foot print. I have seen cases where a pilot selling a wing claimed it had only X hours but was bragging a month earlier on Paragliding Forum how they had clocked 2 times X on the wing that summer. Likewise with track logs and videos. Only grass launched, how about those tracks in Turkey? No SIV, funny that video of acro over Annecy. If there is any inconsistency, remember Rule #1 and walk away.

Pics - Pictures of the wing are always nice, but what I am after is a pic of the manufacturer label. This will have the Make, Model, EN rating, Serial Number (S/N) and Date of Manufacture (DOM). With the DOM I apply my previously suggested depreciation of 20% per year and check it against the sale price. Also, if there is any doubt in the legitimacy of the sale, I ask that a sticky note be placed in the photo of the manufacturer label with my name and date. I would reserve the use of the sticky to be a condition of final sale after price is finalized and not something to push for right away.

Porosity - I will not touch a used wing that has not had a proper test done by a porosity meter. I would also ask for a photo of the test result.  My minimum is leading and trailing edge centre top cell - it is the part most likely to be smacked nose first into the ground on landing and dragged tail last during take off. I suggest researching the relationship of porosity to wing lifespan, there are a few graphs floating about. One note of caution - a wing can retain porosity well after the fabric has passed its useful life - you will frequently see this with wings from the last decade flown only one season and closet dumped. The porosity will be high, but the fabric will have the strength of tissue paper. Another reason to ask for a pic of the manufacturer label. I personally will not consider a wing more than a few years old because of this.

Summing it up

With a little 'leg work' and an objective mind, there is quite a bit of savings to be had by going into the secondary paraglider market rather than purchasing new outright. If you keep the Two Rules and Four Ps in your kit while evaluating options, you stand a much better chance of walking away with a deal you are happy with as opposed to an unexpected surprise a season or so down the road.

Divide 'EN', Conquer

Limitations

One of the lessons I learned while on my paragliding pilgrimage last summer was that the statement, "I fly an EN-B wing because it is safe." frequently heralds the presence of a pilot who is courting a tree landing. This is in part because the pilot places too much emphasis on the rating of the wing, not realizing the limitations of the current rating system.

The rating system evaluates the characteristics of wings, with the majority of attention given to departure from normal flight. Collapses, spins, stalls are all evaluated by a test pilot and the results recorded. The most benign of behaviours are awarded an 'A', while increasingly energetic ones can see awards of up to 'D' or 'F' (failure). The key points to take away from these tests are:

1. To minimize atmospheric variations across different tests, the tests are done in calm air over a lake. This in no way reflects the conditions in which we may find ourselves (thermic, gusting, lee, etc).
2. Collapses are human initiated by pulling on lines. Collapses in real life are initiated by the air at the wing. 
3. The tests are human performed and the results are human judged. While the testers try to remain as objective as possible, subtle variations in pilot behaviour and observation can unknowingly influence the results. The test pilots do their best, but they are human.
4. The most important (in my mind and the reason for this blog post), these tests try to measure the outcome of a departure from normal flight. There is no real comprehensive measurement of behaviour prior to departure.

Simply put, there are limitations to what the current wing rating system can accomplish. Once we have an understanding of these limitations, we can determine how best to use the system as is and improve upon it for our own needs.

The dividing line

The wing rating system looks almost exclusively at the behaviour of the wing as it departs normal flight. What is normal flight? Normal flight is a loaded, inflated wing directly overhead and under the control of the pilot. Anything that violates these criteria can be considered a departure.

A collapse is one example.

A stall is another.

A spiral may or may not be - the wing is inflated, loaded, and overhead - but is it under the control of the pilot? What may be a welcome experience for the acro pilot may be completely overwhelming for the inexperienced (highlighting the need for continuing education after attainment of first license, see 'Right Pilot'). So, it depends.

So while the rating system deals reasonably well with what happens during and after the dividing line, before it is a different story. The characteristics of the wing before it departs normal flight plays a significant role in how often it will. If the wing is too demanding for the pilot given the conditions, departures could be frequent and overwhelming, even if recovery is quick and without incident.  The rating system may include pilot notes pertaining to the wing, but given that the test is performed in calm air over a lake, it is unlikely to include much commentary on the handing of the wing in thermic conditions. It is this behaviour that needs a standardized, simple to understand method of reporting, much akin to the wing rating system already in place.

Suitability

To cut to the chase, I would suggest splitting Suitability from Passive Safety.

Suitability would be derived from manufacturer data, but we cannot use the data outright
.
Why?

The current situation of manufacturer ratings is hit and miss, some indicate the type of pilot, some indicate if the wing is not suitable for students, others indicate the number of air hours.

 If we could standardize the manufacturer suitability data, we can make something approaching an apples to apples comparison.  What we need is the target pilot and the air hours per season to remain current on the wing.

So, a wing could come with a pair of standardized ratings -> One from the testing facility for passive safety (the wing rating as it currently stands) and a second from the manufacturer, clearly indicating the target pilot and air hours recommended per year to fly the wing.

Perhaps: (target pilot)-(hours/year) + (passive safety). For example:

School-10 EN A, Leisure-30 LTF B, Advanced-80 EN B, Advanced-100 EN C, etc, etc.

The School-10 EN A would be suitable for a pilot under instruction, a solo pilot pilot flying over 10 hours per year, and has a passive safety rating of EN A.

The Leisure-30 LTF B would be suited for a solo pilot flying over 30 hours per year and does not want the workload of the traditional sport wings. A possible second wing candidate.

The Advanced-80 EN B is meant for an experienced XC pilot who flies often and can manage a demanding wing but may not want to post departure behaviour of EN C.

The Advanced-100 EN C. If you are considering this, I can only hope you know what you are doing by this point.

The point of all of this?

Ultimately, the point of this proposed combined rating system is to divorce us from the idea that passive safety and suitability are one in the same. When we realize that a wing rating does not always reflect the workload we may face in the air under that wing, we begin to see the limitations of the current system. From there we can research further, hopefully finding the right wing to then combine with right conditions and pilot.

Happy Hunting.

Sports Psychology and Paragliding: Here and Now.

Evolution is not out friend

We are engaging in a activity for which evolution did not equip us and has potentially life threatening consequences. What nature did equip us with was a sense of 'this isn't right' and the thought of dangling below a collection of lines and fabric (especially in less than stellar conditions) is a pretty sure fire way to trigger that instinct.

Sports Psychology to the Rescue

There are elements of sports psychology that can be adapted over time to allow a pilot to free up mental energy that would otherwise be wasted on irrational fear (the 'this isn't right' feeling with no identifiable cause). I briefly mention the difference between rational and irrational fear in my blog post 'Fear Factor' along with one way to convert the irrational variant into a rational one and then address. But if the fear still remains irrational, even though we know we are up to the challenge, then we can begin to leverage some psychological tools to help alleviate that fear.

The Reset

I am not much of a tennis fan, but my wife is and especially of Rafael Nadal. One thing I noticed is that he has a routine to how everything is done and where everything is placed. Some may write this off as simply being OCD, but it can also act as a means of mentally hitting the reset button. We see it time and time again with athletes who cannot hit this 'reset', they can't seem to let go of the last point or last play, especially if the outcome was negative. A negative mindset establishes itself and becomes self reinforcing. Any fan (though I suspect there are not many these days) knows this all too well with the Vancouver Canucks hockey team -> an absolute mental train wreck. This was a team that was in the finals a few short seasons ago and now cannot even make the playoffs.

Being able to reset brings us into the 'moment' and enables us to get our minds back on task. Preflight presents an opportunity to do this -> I go off to the side, away from everyone, and focus on sorting through every piece of kit in a specific order. I am putting myself in 'flying mode', blocking off any thoughts or concerns that are not involved in a successful flight. Once laid out and ready to launch, I give one last check of leg straps, brakes and A's, reset my mind with one controlled deep breath, and go. I don't give doubt a chance to enter the equation from preflight through launch and it manifests itself with launches that others have described as 'zen-like'. 

I am in my zone and doubt has no place here.

Active Reset: Breath Control

If doubt does enter, the use of breath control as a means of reset can help. Most forms of mediation begin with breath awareness - inhale for a fixed number of counts, hold for a few more, then control the exhale. As an example, I was taught inhale for a slow three count, hold for two and exhale for two. By using a conscious slow count, we are focusing on our breath and bringing our attention to the immediate - away from what has either just happened (regret) or what might happen (fear). This technique can also help bring under control a stress induced climb in heart rate, reducing the chance of going full on 'Condition Black' where rational thought and fine motor skills go out the window (also known as 'Fight or Flight'). 

Passive Reset: Totem

On a more subconscious level I have a 'totem' (for lack of a better word) on my flight deck. This totem is a Mil-Spec Monkey velcro morale patch, a big red Staples 'Easy' button. It is my reminder that when things get a little challenging (and/or dicey) that paragliding is 'easy'. I envision myself, like an idiot, hitting the big red Easy button and everything becomes as if I stayed at a Holiday Inn Express last night. The point of the 'totem' is to take my mind off of whatever just happened and to get me back in the moment.

Now that the reset has allowed our mind and body to settle, we can begin to plant a positive mindset and refocus our attention to the task at hand. 

Now Reboot

The reset has made our mind as calm as a moonlit lake (or at least we'd like to hope). Now it's time to get back on task. If we leave this too long it is quite likely whatever yanked us from our 'zone' previously will do so again, requiring yet another reset. So being passive at this point will not do, it requires active intervention.

Enter self talk.

Active Reboot: Self Talk

By using self talk, we are forcing ourselves to focus on the idea we are trying to plant in our mind. The key to this is to focus only on the positive, as any negativity will quickly become self defeating. It also needs to be quick and to the point, as focusing on the reboot is taking time and effort from the actual activity we want to return to.

Easy to recall, to the point, and positively focused.

A paragliding flight has four phases: launch, landing, thermalling, and transition. Each phase can have it's own unique self talk.

Again, easy to recall, to the point, positively focused.

Example: Thermalling Self Talk

For thermalling, I compressed the lessons learned from Austrian Arena to, "Smooth and Relaxed. Four for ninety. Open the turn, close the turn.".

"Smooth and Relaxed."

Thermals, by their nature, are turbulent. If we are stiff in our body or jerky in our movements, we will not be able to get in sync with the air and will end up with a less than pleasant experience (likely necessitating yet another reset). Or worse yet, commit the cardinal sin of swinging through and accomplishing nothing more than thermal wingovers - converting altitude into speed. 

"Four for Ninety."

Many pilots are guilty (myself more often than I would like) of not banking a wing up sufficiently when working a thermal. This element reminds me to be aggressive and to really get into the core.

"Open the turn, close the turn."

The core of a thermal rarely makes itself immediately known to us. It shifts, slides, and changes shape. By opening and closing the turn at the appropriate time, we can reduce how long we spend outside the core as we try to centre on it. In a subtle way, this self talk is telling me, "yes you have lift, but are you sure this is the core? Keep looking."

Prior Practice Prepends Perfect Performance

In other words, don't expect to read this and have it magically work for you the next time out. 

Find somewhere quiet and begin to work on your breathing exercises. Focus on your breath count - inhale for 3 (or 4 or 5, whatever works), hold, exhale. The key is to let whatever distractions, internal or external, to come and go by focusing on the breath. Bring yourself into the moment.

Go find a totem for your flight deck. Perhaps a particularly politically incorrect morale patch that cracks you up, a memorable quote to stick to your vario, or a keychain sized stuffed T-Rex. Something visual that can help break a prior train of thought.

Develop your self talk. Pick a positive phase (or phrases) that will get you focusing on what you need to be doing right here, right now. 

Put it all together. Visualize which component of flying you are engaged in - the sight, the sounds, the smells, the sensations. Reset with a controlled breath. Visualize glancing at your totem. Mind is clear. Reboot with self talk. Smile, it's amazing day to be in the air.

Notice there is no mention of a negative event triggering the reset/reboot. The reality is, I use this every time I am not on task or I am changing tasks - be it taking a collapse, falling out of a thermal, entering a new thermal, leaving a thermal to go on glide, or setting up an approach with a cold beer waiting in the LZ.

It's all in your mind

Paragliding is easily a 90% mental activity. Knowing this, it would be foolish to ignore the wealth of sports psychology tools that have already helped countless athletes attain the top of their mental game. No one solution works for everyone, and frankly half the fun is discovering what will work for you.

Paragliding Economics 102: Lessons in Vancouver.

In my previous post, I began explaining the importance of reining in impulse and delaying the purchase of your first wing (favouring rental over outright purchase during training).

During that discussion, it became apparent that there needs to be an additional investigation into the economics of lessons, including the importance of shopping around and asking questions.

Using three local schools posted rates (and rough estimates of retail equipment prices) - you can see the impact a little legwork can have on your pocket book. The assumption is total cost to get to the HPAC mandated minimum of 25 flights, assuming you as the student meet all learning objectives within that time. Some may not, requiring additional instruction (and cost) - ask about this up front.

In my opinion, each school has turned out some remarkable novice pilots since I started flying.

	School A	School B	School C
HPAC required 25 flights for Novice	$2000	$2400	$1650
Equipment rental	yes	no	yes
- if yes, flight required.	11		10
- if yes, cost per flight.	$25 ($50/day flat rate, assuming two flights per day)		$25
- if yes, total cost to 25th flight.	$350		$375
- if no, equipment purchase flight required.		6
- if no, estimated purchase cost (based on last available price).		$6000
Total cost to HPAC Novice	$2350	$8400	$2025

This pricing assumes worst case, you finish your lessons and forget about flying. It happens. More than you think.

If instead you continue on, you now have full access to the secondary equipment market and have a relationship with an instructor (or two) that you hopefully trust the opinion of. 

In end ask questions of the school(s) you are looking at, find an instructor you are comfortable with, and make a spreadsheet like I just did - your wallet will thank you.

Happy Hunting!