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Cross Country Safety

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Fri Feb 13, 2015 10:11 am    Post subject: Cross Country Safety Reply with quote

Article copied from Safety Articles http://www.hpac.ca/pub/?pid=48
- The HPAC is about to get a new website, so I am salvaging and updating what I think is valuable.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CROSS COUNTRY SAFETY
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..Andrew Barber Starkey

As we learn more about thermalling and our skills increase, the urge to make a cross country flight becomes stronger.
Why not, when you have 5000' or more above the mountain top? A good cross country flight will highlight a year's flying, but a certain amount of caution is necessary.
Some considerations are:

Always keep a safe landing field within easy reach.
Remember a strong thermal can be surrounded by strong sink.
When flying along a ridge in strong winds, be particularly cautious around gaps and canyons.
The wind here will be horizontal and also stronger due to venturi. Stay well out in front when crossing these obstacles.
When penetrating out of a canyon, stay to the downwind side to avoid rotors and to utilize possible ridge lift.
Don't fly in the middle of a canyon in a cross wind as that is where the down air from the rotor will be.
Never go behind a mountain in straight ridge lift. In thermals at least 1000' clearance is needed, if there is any wind.
Watch the clouds and surface wind direction for signs of a sheer line or other unusual situations.
Turbulence in a wind sheer can be extreme.
It is a good idea to drive along your intended flight path, observing landing fields, obstructions and power lines.
Stay away from airports, controlled zones and airways. Be aware of their locations, directions and reserved altitudes.
Picking a landing field from the air is the most difficult and potentially dangerous part of flying cross country. Always arrive over your chosen field with at least 500'.
A few large, unfluctuating 360's over an object will quickly show you wind direction as you drift downwind of it. At the same time check the field for power lines (hidden poles) fences, ditches and crops.
Look for contour lines indicating a sloping field. It is a good idea to fly a circuit around the field to look for slope, power lines etc. Observe your wind drift so you can land into the wind.
Wind directions may change close to the ground, so look for ripples on water, blowing grass, dust, trees, flags, or clotheslines. A body of water will be calm at the upwind end and rippled downwind.
Land will away from trees, hills or other obstructions that could cause turbulence. By all means, land in a convenient field, but don't choose an unsafe field because it is near the road or a house.
Before you land is a good time to see the road and trail situation, so you can walk out without getting lost. Beware of landing on the wrong side of creeks and rivers.
That can cause long walks.
If you are considering going cross country, arrange a rendezvous point before launching where you can phone or meet when you land. Be sure someone will be home.
Restaurants, hotels and gas stations can be used for this purpose. It is also a good idea to beg borrow or buy a two way CB or some other radio communication. (Like an Aircraft ICOM)
If you are crossing rough terrain, carry a survival kit containing at least a signal mirror a nd matches. In some areas carrying water is a matter of survival.
Your harness and parachute make a good sleeping bag and tent. If you land way out ALWAYS stay with your glider. It is like a big neon sign out there for searchers.
We continually hear of hunter's trying to hike out from their vehicles which are found (and now one glider) while the people are lost forever.
If you are landing in light and variable conditions, _always_ land uphill if possible without regard to insignificant (only) downwind conditions. Come in _hot_ and flare sharply.

A good cross country flight gives the pilot a great sense of accomplishment. So, by all means, go for it. But be very conservative, especially on your first few times. Have a good one!
Winter Blues Reading Material + XC Magazine's Tuesday Tips + Flytec Tips of the Week + Event Management Support
Thermaling Tips Wiki + Cross Country Coaching Manuals +RASP Wiki + Event Management Support

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Fred Wilson
Joined: 10 Dec 2014
Posts: 45
PostPosted: Fri Feb 13, 2015 10:17 am    Post subject: Reply with quote

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Competition and XC Planning Tips
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .by Martin Henry

If your planning on hitting the competition trail this summer, it pays to plan ahead.
Planning ahead includes getting your gear together now!

Remember last summer when your radio started acting up, did you fix it? (drop it off at your favorite radio shop now, the two week wait won't seem so bad) Speaking about radio's, when was the last time you charged it?
If your radio is more than 3 years old it may be a good idea to get the battery packs rebuilt or start looking around for a primary power system made up of nicads. Also make sure your headset is working.
Consider putting together a PTT (push to talk) system, remember its rude to be heard screaming obscenities about your imminent demise over your VOX, distracts and upsets your fellow pilots.

Competition pilots amaze me, they will whine and snivel about the cost of a Comp or a ride up the hill but they will go and spend $6 or $7 for a roll of film at the gas station at the bottom of the hill.
If they planned ahead they could buy the same film for $1.75 a roll (regularly on sale at the Canadian Super Store or Zellers or....).
Along with film this same pilot will wait until is vario has made like a vampire and sucked the last volt of power and end buying a single 9volt for $7 at that same gas station, cost, $6 for two at London Drugs.

What about the camera that the film goes into?
You spend all that money for your glider, equipment, and entry fee, then you use a $19 K-mart special (that has never worked right since you bought it) to rely on documenting your spectacular achievements.
Check out flyers at your front door, good deals on date back cameras can be found anywhere (my rule of thumb, never pay more than $100 for a camera,
the only difference between a $100 camera and a $300 camera in a hang gliding environment is the sound they make when you drop them on the ground!).
Right now a good deal is the Polaroid 3000AF (with date back) for less than $70 (also is manufactured under the name Yashica).

Drag out your glider, give it the full inspection.
If its worn out, give me a call for a new Aeros Stealth KPL (604-854-5950). If it looks like it will last a season more, pull out the manual and give it the full Monty (right down to the Airframe).
If your not comfortable with doing a full airframe inspection, local dealers will be more than happy to oblige!

Same goes for you harness.
If the zipper is getting worn, remember it won't get any better! Mark at Aerial Adventures (604-888-1988) would be more than happy to make the repairs.
By the way, if your harness has reached that special "odor-ifus" stage (it has become a living breathing entity) give it a bath
and throw in one of them little green tree deodorizers (one low scratchy sweaty day and you'll thank me!).

One last tip. Many XC and Comp. pilots carry first aid and survival gear. When was the last time you inspected it?
Are the "sterile" Band-Aids still sterile? Did you eat the last power bar out of your survival food waiting for your last retrieve (for that mater, is that survival food still eatable?).
Pain killers turned to dust? Matches still work?

Check it ALL out! It will give you something to do while your climbing the walls waiting for the season to start!
Winter Blues Reading Material + XC Magazine's Tuesday Tips + Flytec Tips of the Week + Event Management Support
Thermaling Tips Wiki + Cross Country Coaching Manuals +RASP Wiki + Event Management Support
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