Thanks Gin!

A few pics I took on a record cross country flight in Alaska this spring.

As expected, the organization here in Mungyeong was top notch. I'd like to thank Gin for making such an investment both in time and $ to insure everyone was looked after and exceptionally well fed. I know that personally, as my friend Bill was commenting, I was burning more calories ust eating the veggie sandwich on launch than I was storing from the ingredients themselves, but honestly, I think many of us could take a lesson from the Korean people and their diet. The food offered was “enough” along with the fruit, and although psychologically I had it in my mind that I needed more.... gotta load up on protein – the reality was that it was enough because it was good nutritious whole food – certainly not the norm for many of our diets these days. And come on, how often can you walk for 3 hours through a park in a constant flow of visitors, and never see anyone who is over weight?

Of course for me it's hard to be objective with the win under my belt, but I think the overall mood and attitude was surprisingly good considering the lousy run of weather.... and this we must attribute to the organization. I'm also so fortunate to have a life partner who is supportive of the paragliding mistress that latched on to me 11 years ago. I doubt I'll even see her in Lienz next month as I'm sure she'll be out doing the hut to hut or paddling down some river in her pack raft! And it seems as though we get plenty of nice time together at the comps during weather days when it doesn't always work out that way at home due to our busy work schedules.....

PWC Austria is next for a very high pilot quality warmup for the FAI worlds in Spain. The World champs is something I've always hoped to be able to fly in one day. I was starting to wonder if I'd have to become a Canadian citizen or move to Luxemburg! I'm proud to be joining Josh and Brad along with Jeff and Rob in Piedrahita! I hope to represent well and feel ready with the right glider and a good attitude....

In August I start working with a mechanic to finish the restoration of our Cessna 180 tail dragger which hasn't flown in many years. After 3 intense months of PWC and FAI worlds, I don't plan to compete again until the PWC Superfinal in Valle next January. I'm sure it will be painful knowing my friends are racing at the national comps in Utah and Texas, but honestly I'm excited looking forward to just being home in Alaska this late summer and fall and perhaps doing some XC at home where on a good day it's one of them most beautiful flights on the planet....

Launching the R10.2 in strong winds

After more than a few hundred hours flying the R10.2, and after watching so much launch carnage in Mungyeong over the past week, and at the Turkey PWC Superfinal last fall, I feel motivated to offer some feedback which might help the newer R10.2 pilots, and perhaps some of the more experienced ones as well. If more pilots could safely launch the glider in stronger winds, then perhaps this could lead to a successful task on some marginal days, instead of a forced cancellation by organizers trying to protect those who are struggling and creating tension and anxiety on launch.

I'm hesitant to include the Boom 8 and other 2 liners as I haven't flown them and wouldn't feel comfortable including all 2 liners in a generalized manner. I'm hoping that other 2 liner pilots will jump in and comment with additional content. I'll start from the beginning so that I can offer my full perspective on the R10.2. I'll describe some characteristics of the glider as this is applicable to the high wind launch technique discussed later.

The unique wing loading qualities of the first R10.2 in my country became immediately evident with the first sessions on the glider at the training hill with my original instructor who's been flying and competing from early on. Trying to stall the glider while hovering in strong wind close to the ground was an instant eye opener. Neither of us had ever seen so much “stall authority” and a glider that kept flying with far more brake input and travel than one could ever imagine before it slowly let go. It was instantly clear that this glider was pressurized and loaded surprisingly well, and that the production 2 line innovation was made possible by some very brilliant internal design and construction.

When launching the R10.2 in high winds, the glider demands mastery of control. If you relinquish control in strong wind, even for a moment, the R10.2 will have it's way with you. The airfoil has become far too efficient in generating lift for a pilot to be tentative, and in my opinion, only one launch technique is consistently safe. I'm disappointed that it took me so long to master this technique. I'm afraid I was just muddling along like many R10 pilots just hoping that I would keep getting away with it. That all changed in Turkey last fall at the Superfinal when I was popped high off the ground and dropped hard on two separate occasions having the wind knocked out of me and shaken up...... not the way to start a task, and very likely a contributing factor to my poor performance there. Talk about frustration! You know it's coming but don't know how to prevent it. That forced me to seek out guidance and figure it out!

It's very easy to build up false confidence with this glider launching or practicing inflations in strong wind at the training hill. Turns out with a light kiting harness and quick feet, a fast (and motivated) pilot can successfully sprint up under the glider, turn and be flying all in one aggressive motion. This can't be duplicated, however, with a fully loaded pod harness – not even close to it. In fact, the heavier, slower moving pilot anchor just accelerates the glider and generates more lift quicker causing the well known R10.2 classic “pilot plucked off the ground and redeposited” syndrome.

After observing literally 100s of high wind 2 liner launches now, I can suggest with confidence how to proceed. Firstly, starting from a strong wall, then loading and forming up the glider early, and keeping the glider symmetrically loaded is crucial. Any technique which results in the glider pressurizing asymmetrically while overhead or near overhead is dangerous, and is the single greatest cause of loss of control in strong wind. This also holds true for gliders which are brought up symmetrically, but partially unloaded with the Bs, and then let go to load overhead. Although effective with a 3 liner, with a 2 liner this latter technique usually results in success only after masterful input from a very strong pilot, and more often than not the glider experiences several sketchy asymmetrical gyrations in the loading process. Cheers and applause also typically follow this launch effort – not the recognition we should strive for..... I don't want anyone to notice my launch – just the fact that my spot is vacant.

In the past I'd been impressed by excellent pilots who were able to bring up their conventional 3 line comp glider by either B or C line input – much like you'd launch any serial glider..... It's relatively easy to grab a handful of Bs or Cs and bring the glider up on your terms in the strongest wind. None of this applies to the R10.2 Don't kid yourself into thinking you can bring the glider up with As and the B toggles. You might get lucky here and there in a laminar coastal soaring wind but there's no future in it in thermal wind..... Here's why: Even if you manage to B toggle the wing up and overhead in some form of a glider without it snaking all over the place, the chances of an asymmetrical high speed inflation/pressurization are very likely, with the resulting dangerous consequences.

Perhaps the strongest quality of the R10.2, and now the R11, is it's brilliant ability to hold it's form and resist stall. This quality is also strongly present when the glider is being launched, so it makes excellent sense to take advantage of it.

If you have help to hold your glider down, prepare for your high wind launch as you would any other, with the As and brakes as normal. Any riser/brake handling technique is fine..... If you don't have help add in a bite of the B toggles until you are ready to pull up. The Bs along with lite As does wonders to stabilize the glider nicely on the ground and avoid the dragon in strong winds.

Launch the glider as you normally would, looking for a 100% normally formed and loaded wing. When the glider approaches a mid point of about 45 degrees or so, or at a point where it is clearly both solidly pressurized and accelerating, drop the As and go to both brakes symmetrically or as required to maintain a symmetrical rise. Brake down the glider to a point where the rest of the rise to the overhead position is on your terms – not the gliders. I can't speak for other 2 liners, but the R10.2, because of it's huge stall authority, gives you all kinds of room to work with here without breaking form. With a bit of practice, you'll find that you can easily “walk” the glider up the rest of the way, keeping it loaded and safely symmetrical.

Because of experience with other competition gliders in the past, or perhaps due to my lack of confidence in high wind launching, I wasn't sure that this was an option for me as the stalling characteristics of others gliders I've flown were nothing like the R10.2. If you brake it too early, it will simply unload most likely in a very controlled manner. If you brake it too late..... well we all know what that outcome will likely be!! You probably won't brake it again late the next time! All kidding aside, if you do brake it late, the glider will still remain symmetrical, shoot overhead and frontal while jerking you cleanly and efficiently off the ground and then dropping you straight down onto your fully loaded pod which shouldn't be too painful..... This is far preferable to a glider which is pressurizing and accelerating asymmetrically, causing the pilot to lose balance... and then control, often becoming airborne in a dangerous and scary manner....

I write this with a mindful of very strong fresh images from Mungyeong, as well as many firmly imprinted images from Turkey last fall. I saw every conceivable method of getting the 2 liner loaded and going in the strong wind with many very strong pilots in attendance. Many times I watched the same pilot make multiple attempts. Things were really amplified because their was some terrain out in front of launch that was sometimes messing with the airflow. Every once and awhile a stronger pilot would walk out on launch and you could just see the focus and confidence. No waiting forever for the lower wind speeds that weren't gonna come while tying up the launch. Just timing the cycle and pulling up with confidence, braking the R10 down cleanly and smoothly until overhead... turning and flying away from launch without jacking up everyone's anxiety level in the process – especially the organizer and meet director....

If you fly the R10.2, the strong wind launch doesn't have to be intimidating. Of course you must exercise extra caution, but you must believe that you might be able to increase your strong wind comfort range much further than you think. The R10.2 has brought levels of confidence and safety to the competition glider world that have never been realized in the past.... The ability to cleanly launch this glider in strong wind is just one of the many qualities of a brilliant paraglider. Anyone competing on one should take full advantage of these qualities to both increase their own safety, and to help all pilots get safely and efficiently into the sky and into the start cylinder..... so the windy day task can be pulled off and enjoyed by most everyone, instead of being canceled......

I'll never forget the first day on the hill in Brazil at the Pocos PWC last year when the R10.2 first came out in numbers..... It was like a perfect production line of clean pluck and drop maneuvers... one right after another.....highly experienced pilot or not.... and it wasn't even that windy! Many pilots have adjusted... some have mastered it, still others are really hoping that it's not windy on launch!! I write this understanding that with the delivery of I don't know how many R11.2s this year, the number of new pilots getting the used R10s is gonna go through the roof! I'm hoping that these new pilots will take it upon themselves to spend the time to get properly dialed in so they can enjoy the full benefit of one great flying machine!! (Oh, and keep the launch que moving!!!!)

Jack

Task 2

The second task was again all about the wind. The winds had gone SW which is a difficult direction for the launch. After much skepticism and wondering if we would get a task, the winds shifted around more to the SE, and came in the backside which made for easy and quick launching for the entire field. The task was also built around the wind – keeping us lower and out of the stronger stuff, and in the local terrain as the downwind direction was off limits due to military airspace.

This race day was completely different than the first task, and was far more technical. At the start the gliders were very spread out, with the largest gaggle with many strong pilots more in front of launch to the North. The start cylinder was an entry and you had to continue to get the first turn point as well. It was across the valley to the west and somewhat into the wind. There were gliders heading for the start from several different directions and from a wide range of altitudes. Being an elapsed time race, I wasn't eager to mash on the bar from the get go and was more determined to be patient and let things develop a bit before I got too aggressive. Because of this I didn't enter the start cylinder until several minutes after the start time, but I was quite high and was able to fly accelerated all the way through the start cylinder to the first turn point, and then back much of the way across the valley towards launch before stopping to climb. I lost focus somewhat at that point as apparently many of the lead gaggle which had started a few K from me had run into huge sink after the first turn point and never recovered. Some turned around and went back to the terrain and were able to stay in the race. I remember watching a large gaggle racing hard for the first turn point but just plain lost track of the entire group!! I was also momentarily distracted by an R10 well below me who took a big whack and recovered, but too late to avoid a scary high speed pendulum into the trees. He was a banged up a bit but nothing serious, and ended up suspended from the branches 2 meters above the ground.

For whatever reason, many of us had a pretty easy time making it back across the valley to launch where the conditions were the strongest of the day. I remember bailing out of one climb because it was too rough, but turning around and driving right back in for another round. I was nice and high and I wanted to get higher before I headed into the wind for the next leg. At this point the high filter thickened quite a bit and toned down the day big time. This forced a major downshift of gears and it was easy to spot several gliders suddenly low and racing to the dirt! I grabbed the next turnpoint and then headed well off the course line, almost 90 degrees, to a large ridge which was ridge soarable and sustainable. Here I joined Lucas and some other strong pilots but wasn't able to hang with them. They caught a small thermal when I was soaring further down the ridge and were able to drift up and away somewhat with it, but it didn't pan out and they just ended up more downwind before the next glide. They left on glide across the city to a large climbing ridge and the next point which looked quite difficult given the reduced heat energy now coming through the high clouds. A tough decision to go with them but lower followed. I managed to find a more buoyant line then they and joined up with them very low on the next ridge. Here we spent about half an hour slowly working our way gradually higher and higher up the ridge and to the higher mountain behind. We got the turnpoint, and then the high cloud filter started thinning at the same time. For the first time I thought we might make the goal. I also knew my elapsed time was good as I'd caught up to those who had started well before me.

The rest of the course was easy as long as you were patient and didn't push on ahead low as some pilots discovered. I managed to get more of the final thermal than the others and was again in a great position to win the day. Again I was showing a 7:1 glide and 300m over the goal – much more than I needed, but wanted to make sure I would make it. I was much above Lucas before the final glide but let him go ahead of me! Still confidence issues!! I knew there were some strong south winds coming out of the valleys and I didn't want to get a last minute drilling and land short!! This is something I must work on! As it was, I was plenty high, and after the end of speed section I flew into some nice sink and spiraled down but almost too far as I just barely flew across the line!!

This was a difficult and very technical task and many excellent pilots landed early. I know the frustration factor was through the roof but was glad I'd made good decisions and flew the race on my terms without being influenced by any gaggles. The points for the day were devalued because so many pilots landed early. All in all a very fun flying day. I love mashing the bar for one kilometer after another with the vario singing in a strong convergence where it's all going up, but I also always enjoy the challenge when it's more than just seeing how fast you can go from climb to climb or through abundant lift....

Lots of site seeing on this trip - There was a beautiful national park very close to Mungyeong, and Sue spent many hours exploring and hiking....

Gin brought the house down during the opening ceremonies, and had everyone excited - well, almost everyone!

PWC Korea May 2011

Mungyeong Task 1

Today was all about the wind. Intensities were high on launch. Everyone wants to race, but of course nobody wants to see anyone get hurt. There is some conflict on launch as each pilot has his or her own idea of what is safe, and what is not. The preceding day was canceled after conditions became too windy on launch, but not until many pilots had launched, and we had witnessed many tense moments as unfamiliar pilots struggled with the quickly accelerating and high lift generating 2 liners. I felt the meet director and Gin handled things well with constant monitoring and ongoing evaluation of conditions. This is always the most difficult challenge for the organizer.... days like this when the sky looks great for racing but you have difficult conditions along with such a diverse spread of skill level on launch.

As seems to be my MO, and with no launch priority, I was later getting into the launch que, and with many pilots taking multiple attempts to get airborne, it was slow going through the line. My launch was confident and controlled as I've been forced like many R10 pilots to either figure it out or be hurt or left behind on windy days. After a few more scary blown launches the organizers closed launch for awhile, but then opened it again – although by that time, after watching so many struggle and some get banged up a bit, most of those remaining choose to not fly.

Once airborne, with only 20 minutes to the start, I was already behind before the race had even started. This forced some early on serious decision making if I was to have any chance to be competitive for the race. The conditions were very good for racing, but for some reason many pilots were spending much time climbing in lite lift trying to maximize the climb, when there was no need to be that high. I honored my C Pilot audio prompt to leave the 4K exit cylinder, and found myself immediately in a good start position, but much lower than almost all gliders. It looked good to me, however, and I felt no reason for concern as the day was looking great with nice cummies forming downwind, and plenty of altitude to find the next climb.

I flew 90% of the race alone. I was never high with the gaggles, but made the choice to prioritize my position over my altitude. If I'd ever stopped to climb high I would have dropped far behind of the leaders. This wasn't really my initial plan, it was just the reality of where I was at the start. It was fun and fast racing, a bit rough in spots but overall pretty nice. I flew fast, never getting high and put myself in a great position to go for the win. There was nobody in front of me but many less than a kilometer close behind but much higher. The clouds were popping everywhere in front of me and I had plenty of altitude to find one more good core. It looked so good, but being alone, I just didn't find it and instead found a sinky line and got low about 10K from goal. This was the same area where several pilots were busting the 2000m altitude restriction set for the day. I wouldn't say that I was desperately low, but at least half my focus was on a safe landing spot, while the other half was on a last attempt to get away. The last bit of terrain along the river which formed a nice bowl was working nicely and even though I was quite low, it worked and turned into my final climb. The time to get established cost me the lead and I took more altitude than I needed, or so I thought. Yasson was the first to fly over while I was low. He was alone and pushing hard. Pepe and some others were higher and further SW and also passing while Dean was passing above and to my left. I left on a 7:1 with a nice tail wind and 300m over goal.... As soon as I was situated back on glide with the kick down rings to the pullies, I noticed Yasson just getting absolutely drilled on a line right in front of me. Dean was to my left on a line which took him over the last bit of terrain and turned out to be a good decision. Pepe and the others were higher and to the right and in much better position. Really bad luck for Yasson as his drilling took him all the way to the dirt when I believe he was in a good position to win the day. I'm not sure when, but soon after I went on final glide, I backed off the speed and went into the “I just want to make the goal line” mode. I had just enough altitude to angle off to the left and surf the last bit of terrain across a huge bridge and then to goal. I crossed the line, made one S turn to the right, and then landed behind Dean who had won the day.... WAY TOO CLOSE for comfort.

After a few weather days, it was great to see so many pilots fly to goal, and many happy faces all around.