RidgeDancer February 1997
Reproduced from the monthly newsletter.
Contents:
Easy Courage
Annual NarNar Prevention
E-Mail Proxy Voting
More Ratings Proposals
Why I Go
Web Survey
Meeting Minutes
Easy Courage
Somebody told me it takes some courage to fly, they were wrong, it is far too easy to do what we do. As I write this, I find it takes much greater resource to be willing to assess and admit failure. *This* is hard, running off of launch is easy . . . (hmmmmm - let me think about this for a moment)
Those present will offer additional inputs, here is the first-person perspective.
Saturday afternoon, Pacifica dumps, shear Strong NW conditions, I'm at 30' - 50' AGL holding a fixed position midway between the construction equipment and the training launch. I was content to hold this spotfor several minutes.
Several gliders airborne below me along the lower stairs and to my North. Several gliders spread out along the launch - no one kiting, yet. This is getting hectic, I am getting boxed in both by wind velocity and by traffic and the construction stuff to my south. I don't like my situation. It's time to call it a day. I *can* still make a choice - move out and lower on the hill for a side-landing (but I dont want to squeeze traffic), I feel I am too low to turn and head down-wind (south), lift has been consistant along the top ridge, I opt to head for the training launch, if necessary continue along the upper ridge and settle along the road or steps to the North of launch.
My approach to the training launch area is directly along the top ridge, forward progress is slow (as anticipated) as I release the brakes. I am losing lift as I approach the launch, perhaps the wind is getting more North . . .
I am now 10 - 20 AGL. Traffic below me is now moving to the south and behind me. At this point I am mentally comitting to a landing in the launch area. I do not want to initiate a downwind turn this low to the hill, I am uncertain of traffic behind me.
I holler to Mike Yost who is spread out at launch, good thing, my forward progress stalls as he looks up, I am s l o w l y coming down on Mike ! YIKES !! A bit of brake, and I am back behind Mike but now looking at his lines and wing. A ginger step, trying to avoid lines, "Excuse me, Mike.", one foot on the ground, so far so good, but then . . . all hell breaks loose.
Somewhere a sharp tug on my boot, and in a couple of milliseconds I transition from a gentle vertical descent to a 10 mile an hour horizontal ride, face down, across the surface of the launch area. I have no idea what Mike was doing at this point, beyond cursing the dumbass dragging his wing downwind.
An alarm goes off - "HAUL IN THOSE BRAKES !" - about the time I get two good arm-lengths wrapped up, everything comes to a screeching halt.
Outcomes :
Mine - nothing serious, bruised shoulder and knees, a flight suit ripped up, my radio needs the BNC replaced. Should have been worse. The chin-guard on my full face helmet was digging a trench for the duration of the ride - could'a been *my* chin. ("Should'a been", thought Mike)
Mike - two perforations in his wing. My sincere apologies. You won't believe this guy, but like a true salesman and as nice a guy as you'll meet, Mike refused my offers to pay up for any and all damages - he merely asks that I contact him when it is time to buy a new wing. Mike - I appreciate your sentiment but it is important to me that you allow me to pony up.
Lessons :
The most important one was being lulled into a sense of confidence by finding a place I could hang out. Not only did I physically "park" my wing for a few moments, I did the same thing mentally. It wasn't until I decided it was time for a change that I began re-assessing my options and environment. By then, too few options remained.
1. Leave margin - get down while the gettin' is good. The closer in you fly, the fewer options you have. 2. The stuff on the ground can quickly become your worst nightmare. 3. Keep flying the wing until everything stops. 4. The debate on full-face helmets or not is settled in my mind. 5. Mike Yost is as nice a guy as you'll find.
Annual NarNar Prevention
In years past, a spring day would arrive when Pat Morissey would grin and gleefully announce, "The soaring season is upon us!". Last Sunday as Ron and I relaunched into sweet, soarable air, I determined that the season had indeed begun. Sunny and bright, smooth and buoyant, the charming, challenging, scenic coast again. With twenty paragliders in the air, pilots had emerged from hibernation and everyone was eager to fly. As the days get longer and the flying gets better, this seems like a good time to print a few reminders about flying at the coast. (Yeah, yeah, you've read these nar-nar articles before... well most of the information is similar to previous years, except a few notes on better knives, bigger rotors and other tidbits I've learned or observed over the past year.)
Para-pointers:
1. A site introduction is important to having safe and fun flights when you are new to a site. Local pilots who fly the site often will have tips and cautions that will help you plan your flight and stay out of trouble. Don't launch at a new site without getting a site intro. If there is no one to talk to because they are all up there soaring, then at least watch people fly for a while to observe wind direction, where the lift is, where the traffic is, where pilots launch and land and so on. Also identify for yourself where rotors will be based on the current wind direction.
2. One of the most important things to do when approaching any unfamiliar site is to ask the locals what they think of the current conditions. This is how you learn to read the conditions for yourself. If no one else is flying, it's best to find out why rather than decide they're all a bunch of wimps. And, if an experienced local pilot lands and recommends that you don't launch, find out what their reading of the conditions is because they may have seen and felt something you haven't.
3. Although flying is an individual rather than team sport, getting to know other pilots is enjoyable, educational, and probably increases your safety because people know who you are and what your skill level is and are concerned about your well-being.
4. Having flying mentors and friends who are experienced pilots can be very helpful. You can learn a lot by watching the senior pilots fly and asking them about techniques they use. My experience has been that people are glad to share information and tips that they have learned through many hours of flying.
5. When you fly, always take a good look at any wind indicators such as flags, waves on the water, wind lines on the water, whitecaps, clouds, fog, birds soaring by, hanggliders, other paragliders and so on. If you see something you don't understand, ask someone what they make of it. For example, if the wind seems very light on the ground but there are some hanggliders skying out, what does that indicate?
6. Be aware that in the winter months the tide in many places along the coast comes ALL the way up to the bottom of the cliffs. Then there is NO beach. Do not launch and fly over the water when there is no place to land. An experienced pilot sank out from the top of Westlake and ended up in the water because he did not turn back toward landable terrain soon enough. If you are flying for a long period of time, keep an eye on the tide and observe whether it is coming in or going out in case you have to land on the beach. Before coming out to fly, check the newspaper or weather radio (162.40 on the VHF band - most two-meter radios can receive this frequency) to find out what time high tide will be that day so you will know what to expect.
7. Do NOT go in the water. We have witnessed tragic evidence of how dangerous this can be. A pilot who landed in the water eventually died after being dragged down by his wing, reserve and harness. The efforts of a number of people to save the pilot were unsuccessful. The tragedy was that he could have lived if he had gotten rid of his equipment immediately. If you end up in the water UNHOOK immediately, DUMP your harness, reserve and glider and be alive to regret the loss. The most important safety equipment will be quick-release connectors on your harness so you can get out quickly. It costs about $100 to have old-style connectors replaced with quick-release ones. Also carry a good knife in case you have to cut lines and risers. The Gerber River Shorty is a knife which will cut through risers (this has been tested out by some pilots) and does not have a sharp point so you are less likely to stab yourself. Hook knives are better than nothing, but may not be able to cut through all your lines because they tend to get clogged with fibers.
8. Test the conditions as you fly. Keep your eye on the water to see if whitecaps or wind lines are developing. Watch carefully for fog moving in and dropping lower. It can take only seconds to get whited-out so you should land before the fog is close to you.
9. Never fly in the fog. Even if you can still make out wings below you, they are likely NOT to be able to see you if you are up in the fog. If you pop out unexpectedly, you can easily cause a midair because others don't know you are there. Plus, the chances of visibility dropping to zero are pretty high if you are already surrounded by fog.
10. Conditions change quickly at the coast! If the wind seems to be getting stronger, move out of the lift band and plan your landing. Don't expect the wind to drop off, because usually it will only keep building. Use your speedbar, adjust your trim, penetrate out, use Big Ears and come down immediately.
11. If the wind has picked up while you were in the air, land at a low spot such as the beach or other low, flat area, rather than insisting on top landing where the wind is much stronger.
12. Practice dropping your wing quickly so you don't get dragged when you land. Some pilots swear by using B risers which takes a fair amount of force and others prefer Cs which requires less strength. Using only the brake lines tends to lift you off the ground and then slam you back down when the wing deflates. You are also more likely to get dragged trying to drop the wing with brake lines because it takes longer to deflate. (For smaller pilots being thrown in the air and slammed back down tends to also happen when using Ds. Believe me, I know.) In high winds the difference between being dragged into something or not can be the speed with which you are able to drop your wing upon landing.
13. Check the wind direction - sometimes it switches and if you fail to realize his you can sink out or risk being rotored by hugging the wrong face of the cliff. Check the streamers and other indicators as you fly. Do not fly by formula, each day the conditions may be different.
14. Don't go to any huge cliff like Westlake until you have CONSIDERABLE experience flying the coast. Before you go, be familiar with staying on the outer edge of the lift band and increasing your penetration if necessary. Go the first time escorted by your flying mentor or a friend who is experienced and conservative, preferably in radio contact with them. Stay below the top and out away from the cliff. The lift and blow-back potential are incredible on a 500' sheer cliff. Do not discover this by getting sucked up on top and having to avoid deadly power lines and major roads with lots of traffic!
15. Until you are extremely familiar with coastal flying and the specific site, don't fly above the top of a large cliff like Westlake because the wind gradient can make it much windier at the top. Stay low (like halfway down at road level at Westlake) and out. Make sure there is a beach in case it gets light and you sink out and need to land.
16. Stay out of deep bowls because the wind will be even stronger there due to the air funneling into the bowl. Once you have gone to back of the bowl, you may not be able to penetrate back out. The bowl in back of the Tomcat (Mussel Rock) launch is particularly hard to get out of. Do not go back there along the cliffs on a strong day. This also applies to large gaps in a ridge. Don't get sucked in and stuck. Move away from the ridge as you cross a large gap so you don't suffer from gap suck. Watch out for rotors at the corners of a gap or bowl if the wind is cross. Don't cut way in to a deep bowl or gap.
17. Watch out for rotors, such as the Mussel Rock rotor on days when the wind is WSW and the point rotor at Westlake when the wind is WNW. A rotor can easily collapse part of your wing which is dangerous if you are close to the ground or the cliff. Do not go into the shadow of a cliff when the wind is coming from the opposite direction and do not land in the path of a rotor. Adjust your flight path and landing area.
18. Be aware this year that the land configuration is different at the point on the South end of Westlake. A mudslide south of the point has diminished the lift before the point as you come from the Dump and erosion on the north side has made the point into a knife-edge ridge with a large, nasty rotor on WNW days. Give the point plenty of clearance as you go around on a WNW day. Watch out for sink before it and that you turn back soon enough if you are not going to make it unless there is a big beach and you plan to land there. Three experienced pilots with combined approximately 900 hours of airtime, most of it on the coast, got rotored at the point within a 3-day period in February. Things have clearly changed and gotten worse.
19. Remember that if the wind is cross and you are having trouble penetrating, you can turn downwind. So for example, on a SW day, you turn NW and due to less wind resistance can then penetrate out of the lift band and come down for a landing. Turning straight into the wind may cause you to be blown backwards if the wind has become very strong.
20. Know the performance characteristics of your wing with you on it. Remember that the same wing in the same size, performs differently under different loads. If you are light on your wing, be more cautious about speed and penetration, blow-back and getting-dragged potential. You need to fly differently and land sooner than someone who loads the wing more heavily and has good penetration.
21. When you call the windtalker and get the Fort Funston readings, it's probably wise to add a few miles per hour to the wind speed because the windtalker is located pretty far back from the cliff. Also, be aware that the conditions can be quite different at Fort Funston than they are a few miles to the south. There are many days when one coastal site is soarable but another only a few miles away is not. Therefore, when you arrive at a site, evaluate the current conditions rather than assuming anything.
22. Don't scratch really close to the cliff unless you have lots of experience. Pilots who are unfamiliar with a site and its conditions often end up hitting the cliff when they try to scratch too close. In one case a very new pilot watched very old pilots scratching at Walker Ridge in light conditions and then tried to duplicate this and ended up hitting hard and breaking an ankle. Be realistic about your skills and experience. It isn't worth it to rush into things.
23. Always carefully clear your turns and follow ridge rules. Pass to the right when meeting an oncoming glider. If overtaking a glider going in the same direction, you must pass on the inside of the ridge or turn back. Do not pass the glider on the outside because if the glider turns you will have a midair. Watch out for gliders that travel at different speeds from you. A small person on a slower glider is going a LOT slower than a big person heavy on their wing.
24. Do not wake other pilots. Remember that if you fly lower and outside (upwind) another pilot you will wake them. This is especially true if you pendulum back and forth, are heavy on your wing or are deep in the brakes. Pass by other pilots with plenty of room - wakes often cause the other pilot to drop several feet due to the turbulence. This is not good if they are close to the ridge.
25. Fly with a radio and talk to your flying friends while in the air. This can be a good way to discuss any changes in conditions or things that other pilots have spotted. So there are my top recommendations for flying at the coast. I welcome other pilots adding wisdom that they have learned to this list. Some people say the beach is boring and the Seagulls are wimps, but if you've spent any amount of time at the coast you know what magic is in the air. Here's to having a safe and soarable year!
E-Mail Proxy Voting
There has been some discussion in regards to BAPA members being able to vote on issues using e-mail. Generally this is an issue for those who live too far away from the meeting place or for some reason or another cannot make a meeting in which an issue is voted on.
However, voting by e-mail or by US Mail, for that matter, ignores one important point; being at a meeting prior to the voting, one is exposed to the discussions that can sway one's opinion and change the vote, and the outcome of the voting. E-mail will not allow us that. Someone who thinks, that on the surface a proposal should pass or should not and sends in his or her vote, will not be at the meeting to hear that one key argument that may change their vote.
There should be a way, though, for members unable to make meetings to have their opinions' count. A proven and effective way of doing this is by using proxies. A proxy is permission for another member to vote for you. If you trust someone to think like you do and have beliefs like you do, on a particular subject, you give them a proxy and at the meeting, this person can weigh the arguments, just like the absentee would, and would vote with some newly acquired insight, etc.
There is a problem with the assumption that "if they care about an issue, they need to make it to the meetings". I care about a lot of issues, but I don't go hang out in DC. I have representitives with a sort of proxy. (Not that I always care for the way I vote, but at least it is better than having noone represent me--actually that's hypothetical, since I am not a citizen; I just pay taxes, and get no representation :-).
I do think having a proxy system for our club would be a good idea. This is especially important as we discuss sites further and further out and it becomes a hardship for people to attend meetings. And a proxy system is not too hard to put into place. The newsletter would mention the proposals being voted on at the next meeting, a proxy form would be provided and can be filled out by individuals who cannot make the meetings and can be given to someone they choose. There will not be any mention of how the absentee wants to vote, but they will be trusting their proxy to do the right thing, whatever that might be. The proxy then would vote more than once depending on how many people had given them a proxy.
I recently went to a homeowners association with a neighbor's proxy. They and I both had agreed that we disliked the proposal for a fee increase. When they gave me the proxy they said, "do whatever you think is best". At the meeting, after making my arguments and listening to others, I realized that the fee increase was needed if we were to keep the state or county from closing our pool. So I voted for the fee increase, twice, one for myself and once for my neighbors. I told my neighbors the story and they understood and agreed.
Is this democratic enough?
Ratings Proposal
At the last BAPA meeting I outlined restrictions for flying Diablo that would allow for flying by Para-3s under certain conditions. The arguments both for and against making Diablo a Para-4 site only have been discussed at length in prior newsletters. I encourage everyone to re-read the last three months of newsletters to review those arguments.
Regardless of what happens with these proposals, I realize that everyone is concerned about pilot safety and site preservation. I appreciate other pilots' concern for my safety, and the safety of others like me. That concern only fills me with a greater desire to fly well and within my limits. With that being said, here are my two proposals each of which can easily be integrated into the language of the May 1996 Diablo Site restrictions (the ones that existed before the last change):
Proposition 1 1. Para-3s can only fly from the Juniper Launches.
2. Para-3s must have their turbulence sign off before making their first flight from Diablo.
3. A Para-3 can only begin flying Diablo under the direct sponsorship (ie supervision and mentoring) of an experienced Diablo pilot. An experienced Diablo pilot is one who has 25 or more hours of air time at the site.
4. A sponsored Para-3 must have a radio and remain in radio contact with his sponsor while flying.
5. A sponsor may only sponsor one pilot in the air at a time.
6. A Para-3 must be sponsored for 10 days and 20 hours of air time, before a Diablo sticker can be obtained. The Para-3 must have each Diablo flight signed off by his or her sponsor and the relevant pages of that pilot's log book must be submitted along with an application for a Diablo sticker when the 10 day and 20 hour requirements are met.
Proposition 2 Clauses 1-5 remain the same.
6. Para-3s must always be sponsored by an eligible Diablo sponsor (ie a pilot with 25+ hours of flying experience at Diablo.)
Please note that the air time requirements for both sponsors and Para-3s are 5 hours less than the proposal made at the February BAPA meeting. This change was made because of input by other pilots who suggested that the restrictions were too high and might mean that there would be few eligible sponsors and few Para-3s who would get their required hours before becoming Para-4s.
Why I Go to BAPA Meetings
There were thirty people at the last BAPA meeting -- a comparatively high turn out. Someone suggested that the location of the meetings makes it too inconvenient for many of the East Bay pilots to attend. I live in the East Bay and I have attended almost every meeting since I joined BAPA. In my humble opinion, it is well worth the monthly drive from the East Bay to meet with the dozen or so regulars who attend the BAPA meetings.
Every action we take in life has consequences. Most of us learn to gather information, weigh pros and cons, risks and rewards and make decisions based upon our individual value systems. Everyone's opinions are different and that's what makes life interesting. Viva la difference! Paragliding is a slice of life. It is risky. It's also about the most fun you can have with your clothes on. I'm only a novice pilot, but I hope to be soaring well into my golden years. My plan is to mitigate the risk by learning as much as I can about equipment, sites and techniques. Since my personal experience is limited, I rely heavily upon the experience of others.
Without exception, I have learned something at every BAPA meeting which makes me a better pilot and may someday save my life. I feel fortunate to live in an area where there are so many experienced pilots who are willing to share their knowledge of the sport. The Bay Area instructors, sponsors other advanced pilots generously offer their expertise, without compensation, simply for the love of the sport.
The BAPA meetings generally last about two hours. Discussions range from evaluation of equipment, tips on techniques, safety and site information. We talk about our flights. We plan trips. Sometimes the discussions are passionate. They are always informative. The big debate during the last couple of meetings has been over site regulations and how they can be changed. This has led to a larger debate over how decisions are made within the organization. There are lots of opinions. Everyone who attends the meetings has an opportunity to express his or her opinion. Everyone's ideas are considered and respected. Motions are made and voted on. The atmosphere is generally cooperative.
There has been some discussion about whether or not proxy/e-mail votes should be accepted. I would rather see members come to the meetings and vote in person. This way, they would have an opportunity to consider other member's points of view. In addition, the membership would have an opportunity to consider their views. If you don't regularly attend the BAPA meetings, I encourage you to do so. I believe your attendance can and will have an impact on paragliding in the Bay Area. I think you'll find that attending the meetings will enhance your own individual paragliding experience as well.
Easy Courage
Meeting Minutes
The meeting was brought to order at 7:05 PM. 31 members and one guest were present.
Notable Flights
- Klaus Schleuter just got back from Australia where he experienced some scary but outstanding flying. Launches were at 700 meters and they regularly got up to cloudbase at 2500 meters. The best time to go is mid January to Late February if you are thinking about a big trip down under.
- Ann Sasaki had a nice flight at La Salina in Mexico with the Galvins, the two Ron's, and the ever present cameraman Paul Peck. This site is becoming quite popular and is a great place to get some winter flying in.
- Brad tight - rope walked the fence around the parking lot at the Dump while flying his glider.
- Al got 9 hours of flying in the first 5 days of February. The season is off to a great start.
Old Business
** Motion to accept last month's minutes seconded by The People
- Ann Sasaki went over her site regulation change procedure.
** Motion to accept Ann's new site regulation change procedures made by Anne Huffington.
This motion was tabled, and after about an hour of discussion regarding Diablo, a new proposal was heard:
** Motion to accept Ann's new site regulation change procedure excluding sites under 'Special Pending Status' and placing Mt. Diablo under 'Special Pending Status' made by Gever Tulley. Seconded and accepted.
Officer Reports
President's Report - Anne Huffington
- The BAPA bylaws state "No executive committee member has the power to authorize or execute a binding obligation on behalf of BAPA without prior approval by motion at a Membership Meeting." Since BAPA has not approved site regulations through a motion and vote in the past, the executive committee wanted to rectify this so that we are following our bylaws. This is a housekeeping measure.
** Ann Sasaki made a motion to accept the existing site regulations at the Stables, Mt. Diablo, and Tam to rectify the fact that this wasn't done in the past.
The motion was seconded and accepted by the majority.
Treasurer's Report
- Treasurer Kim Galvin reported that the club has plenty of money.
Safety Director's Report
- Safety Director Ann Sasaki reported that the applicant interested in developing the Dump into a golf course has not yet submitted paperwork to Daly City so the City has not begun an environmental impact study.
- Mahboud will now take over the mailing of the newsletter from Ann and Ron starting with the March issue.
- The point as Westlake has a mean, vicious rotor which has gotten worse over the winter due to erosion. The rotor got 3 experienced pilots on Northwest days recently.
Activities Director's Report
- Activities director Jody Lucas told us about the Easter Weekend BAPA trip to San Diego. Blossom and Horse Canyon will be the primary sites. There will be a trade show, dinner, contests and lots of instructors present. P2's and up are welcome.
Site Director
- Site director Dave Bingham told us that Dave Sondergeld was shot down by the Fellow Feathers when he went to their meeting to propose paragliders flying at Funston.
New Business
- Mahboud set up a web cam that points at his favorite flying site - Mt. Diablo. A committee of Mahboud, Al, and gaspo was formed to look into setting up a cam at the Dump.
- Al observed someone launch at Westlake. He tried to persuade the person to not launch, but was not successful. Please bring peer pressure to bear on anyone who tries to launch at Westlake. This highly visible action will definitely have negative repercussions on our so far undisturbed flying activities at the coast.
- At the next meeting, Joe and Mahboud will present their proposal to change the Diablo site regulations to include a P3 sponsorship program. There will be a vote on this issue, and there was some discussion about allowing voting by e-mail for those that cannot make it. The majority felt that voting should be done at the meetings since that is specified in the bylaws and also because there is valuable discussion prior to any vote that would be missed if proxy voting was put in place.
** Anne Huffington made a motion to end the meeting. Seconded and accepted at 8:55 PM.
Last Updated 28.11.96 by --gaspo.