Well, we made it back to the Northwest on Christmas eve day, and arrived in sunny Sequim mid afternoon. Almost 3 weeks on the road visiting family and friends, and looking for some good flying. All that, and I only flew 2 different days. But they were good days of flying. Buddy Steve and I flew at the Andy Jackson Airpark just on the north side of San Bernardino on the 15th of December and also on the 17th. It was a long drive from Oceanside where Steve and his lady are renting a condo for the winter months, but I think it was worth it.
We launched from the Crestline launch at 5200' (the landing zone at the AJ airpark is at 1700') and got a bit of lift, however, I never got above launch, and sunk out early. Steve managed to stay up and eventually top landed at the Marshall launch site which is at 4000' and just south of the Crestline site by 1/2 to 3/4 mile. I knew Rob (the shuttle driver and main man at the AJ airpark) was planning a 1:30PM ride back up to launch, so I went back up and launched again at Crestline. My log book shows 45 minutes and 20 minutes for that day. Not the best, but very enjoyable.
On the 17th, we met up with Wayne (one of the guys from our club up in Washington who also happens to belong to the Crestline Soaring Society) and his wife who was our driver for the day. This time we went to the Marshall launch site and the 3 of us launched around noon. After about an hour and having climbed up to 5000', we all top landed at the launch for a break. Some of us did better at the top landing than others, but all arrived unhurt. OK, I more or less "side landed" as I was down the northwest side of the launch site a hundred feet or so. I think I got a rotor just about 100' or so in the air, and I didn't have time to turn out into the wind. Poor approach technique by yours truely. I'll do better next time.
After launching again from Marshall, I scratched about for another 45 minutes before landing. All in all, I had a great time. I hope to fly at that site again in years to come. It is the best site I have flown so far in my vast paragliding experience (almost 4 months, 47 flights, and over 8 hours of airtime). It has a paved road all the way to the Crestline launch, and the most beautiful and large (about 3 acres) green grass LZ I have ever seen. Flat as a billiard table, and they water it every night.
The wife and I took it slow up the entire coast of California, most of the Oregon coast, and back home. It took 5 days, but it sure was beautiful scenery. I don't think I'll ever do it again!
Friday, December 28, 2007
Monday, December 3, 2007
Heading south for some flying...!!!
Thursday we begin a trip to southern California to find some good flying. Anyone have any suggestions for flying sites?
Monday, November 19, 2007
My last adventure...
The Wild (Short) Ride of Captain McFly
Since I had business in the Bellingham area, I thought I just might get lucky with the conditions and take a hop off Mt. Blanchard. With my wife to chauffeur, I looked over the LZ and then proceeded to the launch. At the top, the winds were 8-15 and I saw one gust that registered 27. I decided against anything more than checking out the fantastic view. We planned a 2 night stay in the area, so I thought I might still be able to fly the site another day.
The next day was overcast, but looked good enough to check the site out again. This time I took along my friend, Rich, who is a retired postal worker. I showed him the LZ and again proceeded to the launch. It had been sprinkling earlier, but was calm and dry at the time. I decided to launch for a “sledder” and proceeded to set up. I checked harness and reserve as I pulled them out of the truck, and all looked normal. I laid out the wing and checked the risers and brake lines, and again, everything looked normal. I hooked in, and proceeded with my pre-flight check-list. I learned the R-1-2-3-4-R-S-T checklist at the “Ranch” in Cashmere run by Doug Stroop and Denise Reed. For those who might not use this check-list, the first R is for reserve chute checked, 1 is for the helmet strap checked secure, 2 is to insure the wing risers are attached to the harness carabineers, 3 is to insure the harness leg and chest straps (normally 3) are secure, 4 is to insure the risers are in the right orientation with “A’s” up and brakes down, the second R is for radio checked, the S is for the stirrup checked and between legs, and the T is for the “turn” checking the risers are crossed properly for your direction of turn if doing a reverse launch.
I had decided to make a forward launch due to light to no wind conditions, and I got into position ready to launch. I went through the checklist and everything appeared normal to this point. When I got to the S point in the checklist, I looked down at my stirrup and it looked normal to me. I had decided to leave the stirrup behind both legs as I felt it might make the no-wind forward launch easier. I wish I could say at this point that this was my first mistake, but I don’t think it was.
The launch went exactly as I wanted, and I was airborne with very little effort. I looked overhead, and the canopy was perfectly formed and filled out. This was to be the “Lucky # 7” flight for my new Ozone Buzz Z. And now for a nice sled ride.
At this point in the story, I will tell you that this flight was very short… I estimate approximately 20 to 30 seconds. And the launch went so well!
The problem occurred as I went to get my feet on the stirrup bar. I reached down with my left hand to assist in getting my left foot on the bar. Once I had the left foot on, I stepped down with the right foot, and the stirrup went way beyond where it normally stopped… usually right next to my left foot. At about this same time, I had a nagging feeling, but I couldn’t quite digest why. I think I might have barely noticed a bump or something, but I was more concerned at the time about the stirrup bar. About this time, I discerned a slight flapping noise behind me and I’m sure I thought at the time that “this can’t be a good thing”! About that time, the wing overhead started a gentle surge forward and I knew what had happened. I was beginning a “Ride on the Reserve”.
My friend, Rich, had observed the launch, and said the reserve dropped down below the harness approximately 15 feet before starting to fill. It was a very gentle, if somewhat swift, descent to the trees. I would estimate that approximately 5 - 10 seconds elapsed between the time I realized the reserve was deployed and I came to rest about 20 – 25 feet in the air between two fir trees. The glider was in the taller, down-hill fir, and the reserve was in the shorter, uphill fir. I was closer to the shorter, uphill tree, and could reach a large branch. I pulled myself toward that tree along that branch until I could hug the tree and I then released the glider from the harness. I then climbed the tree and dislodged the reserve and harness and let them fall to the ground. I climbed down that tree and then climbed the larger tree to get to the glider (I actually climbed both trees twice because of snags). At about 60 feet or so I decided I couldn’t get any higher due to a fat belly and branches too far apart to allow my short little legs access. If I had had a saw with me, I could have cut the top out of the tree, and had both chutes out the same day. It was almost 2:30 PM and it would be dark in not too long. I would have to return for the glider another day.
While hanging around in the trees, I communicated to Rich that I was OK, and to meet me at the bottom of the hill. The hillside was very steep, and I decided that since I was now very tired, it would be easier to head downhill than up. Another mistake. I spent the next hour + slipping and sliding and yes, falling down the hill. When I got to the bottom, I was wet, muddy, and even more tired. Rich thought this paragliding looked like fun!
The next morning Rich and I went to the hardware store and bought two saws. One was a 2’ bow saw, and the other was a pruning saw with a 14” folding blade. In tree country, I will be carrying this in my harness on future flights. We arrived at the launch at11 AM, and started down the hill. Soon we spotted the glider and arrived and started work. After we had the glider rolled up and in the backpack, we started up the hill. We arrived at the launch about 20 minutes later, for a total of 1 hour and 20 minutes from truck to truck. I could have saved myself a miserable hike the previous day by climbing back up to the launch.
I believe I’ve gained a lot experience from this flight, short as it was! Cause of deployment? I believe the stirrup strap got tangled with the reserve chute handle, and when moved, the reserve deployed! I’m not positive of this, but can think of no other explanation.
I can think of a few mistakes and errors on my part leading up to this incident. When I swung on the harness, I might have snagged the stirrup bar at that point. I don’t know because I never checked the reserve handle after that point. I will in the future. Additionally, I plan on only launching with the stirrup between my legs from now on, regardless of the type of launch. During my training I was reminded often to not be in a hurry to get back into the harness. While I don’t believe I was hasty on this launch, I will really take my time getting back into the harness on future flights. I might even consider the terrain I’m over prior to stepping on the stirrup. Then again, complacency has a tendency to return.
One thing I’ve learned in 45 years of aviation… you must learn from others mistakes, as you will not survive making them all yourself! I certainly hope to make fewer mistakes in the future.
Equipment:
Glider Ozone Buzz Z - DHV 1-2
Harness Woody Valley Peak II
Reserve Chute metamorfosi Conar PG20
Since I had business in the Bellingham area, I thought I just might get lucky with the conditions and take a hop off Mt. Blanchard. With my wife to chauffeur, I looked over the LZ and then proceeded to the launch. At the top, the winds were 8-15 and I saw one gust that registered 27. I decided against anything more than checking out the fantastic view. We planned a 2 night stay in the area, so I thought I might still be able to fly the site another day.
The next day was overcast, but looked good enough to check the site out again. This time I took along my friend, Rich, who is a retired postal worker. I showed him the LZ and again proceeded to the launch. It had been sprinkling earlier, but was calm and dry at the time. I decided to launch for a “sledder” and proceeded to set up. I checked harness and reserve as I pulled them out of the truck, and all looked normal. I laid out the wing and checked the risers and brake lines, and again, everything looked normal. I hooked in, and proceeded with my pre-flight check-list. I learned the R-1-2-3-4-R-S-T checklist at the “Ranch” in Cashmere run by Doug Stroop and Denise Reed. For those who might not use this check-list, the first R is for reserve chute checked, 1 is for the helmet strap checked secure, 2 is to insure the wing risers are attached to the harness carabineers, 3 is to insure the harness leg and chest straps (normally 3) are secure, 4 is to insure the risers are in the right orientation with “A’s” up and brakes down, the second R is for radio checked, the S is for the stirrup checked and between legs, and the T is for the “turn” checking the risers are crossed properly for your direction of turn if doing a reverse launch.
I had decided to make a forward launch due to light to no wind conditions, and I got into position ready to launch. I went through the checklist and everything appeared normal to this point. When I got to the S point in the checklist, I looked down at my stirrup and it looked normal to me. I had decided to leave the stirrup behind both legs as I felt it might make the no-wind forward launch easier. I wish I could say at this point that this was my first mistake, but I don’t think it was.
The launch went exactly as I wanted, and I was airborne with very little effort. I looked overhead, and the canopy was perfectly formed and filled out. This was to be the “Lucky # 7” flight for my new Ozone Buzz Z. And now for a nice sled ride.
At this point in the story, I will tell you that this flight was very short… I estimate approximately 20 to 30 seconds. And the launch went so well!
The problem occurred as I went to get my feet on the stirrup bar. I reached down with my left hand to assist in getting my left foot on the bar. Once I had the left foot on, I stepped down with the right foot, and the stirrup went way beyond where it normally stopped… usually right next to my left foot. At about this same time, I had a nagging feeling, but I couldn’t quite digest why. I think I might have barely noticed a bump or something, but I was more concerned at the time about the stirrup bar. About this time, I discerned a slight flapping noise behind me and I’m sure I thought at the time that “this can’t be a good thing”! About that time, the wing overhead started a gentle surge forward and I knew what had happened. I was beginning a “Ride on the Reserve”.
My friend, Rich, had observed the launch, and said the reserve dropped down below the harness approximately 15 feet before starting to fill. It was a very gentle, if somewhat swift, descent to the trees. I would estimate that approximately 5 - 10 seconds elapsed between the time I realized the reserve was deployed and I came to rest about 20 – 25 feet in the air between two fir trees. The glider was in the taller, down-hill fir, and the reserve was in the shorter, uphill fir. I was closer to the shorter, uphill tree, and could reach a large branch. I pulled myself toward that tree along that branch until I could hug the tree and I then released the glider from the harness. I then climbed the tree and dislodged the reserve and harness and let them fall to the ground. I climbed down that tree and then climbed the larger tree to get to the glider (I actually climbed both trees twice because of snags). At about 60 feet or so I decided I couldn’t get any higher due to a fat belly and branches too far apart to allow my short little legs access. If I had had a saw with me, I could have cut the top out of the tree, and had both chutes out the same day. It was almost 2:30 PM and it would be dark in not too long. I would have to return for the glider another day.
While hanging around in the trees, I communicated to Rich that I was OK, and to meet me at the bottom of the hill. The hillside was very steep, and I decided that since I was now very tired, it would be easier to head downhill than up. Another mistake. I spent the next hour + slipping and sliding and yes, falling down the hill. When I got to the bottom, I was wet, muddy, and even more tired. Rich thought this paragliding looked like fun!
The next morning Rich and I went to the hardware store and bought two saws. One was a 2’ bow saw, and the other was a pruning saw with a 14” folding blade. In tree country, I will be carrying this in my harness on future flights. We arrived at the launch at11 AM, and started down the hill. Soon we spotted the glider and arrived and started work. After we had the glider rolled up and in the backpack, we started up the hill. We arrived at the launch about 20 minutes later, for a total of 1 hour and 20 minutes from truck to truck. I could have saved myself a miserable hike the previous day by climbing back up to the launch.
I believe I’ve gained a lot experience from this flight, short as it was! Cause of deployment? I believe the stirrup strap got tangled with the reserve chute handle, and when moved, the reserve deployed! I’m not positive of this, but can think of no other explanation.
I can think of a few mistakes and errors on my part leading up to this incident. When I swung on the harness, I might have snagged the stirrup bar at that point. I don’t know because I never checked the reserve handle after that point. I will in the future. Additionally, I plan on only launching with the stirrup between my legs from now on, regardless of the type of launch. During my training I was reminded often to not be in a hurry to get back into the harness. While I don’t believe I was hasty on this launch, I will really take my time getting back into the harness on future flights. I might even consider the terrain I’m over prior to stepping on the stirrup. Then again, complacency has a tendency to return.
One thing I’ve learned in 45 years of aviation… you must learn from others mistakes, as you will not survive making them all yourself! I certainly hope to make fewer mistakes in the future.
Equipment:
Glider Ozone Buzz Z - DHV 1-2
Harness Woody Valley Peak II
Reserve Chute metamorfosi Conar PG20
Monday, November 12, 2007
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