Do not fly into the canyons at or below ridge-lines down wind/ in the lee of effective faces. Note that effective faces and thermaling / soaring envelopes (out of rotor zones) typically extend up at the same slope as the effective face.
Canyon crossings should be made only with enough altitude to be able to fly from spine to spine arriving at the next spine with altitude clearance or to an effective face clear of rotor zones.
Do not attempt to ridge soar deep in the canyons of Pauma / Lion Creek below 6K, there are no lading options and are known venturi locations.
On multiple occasions with this past Sunday being the most recent, pilots flying into rotor and possible venturi locations have been observed. All should be reminded that Palomar is a complex mountain site and all should review the Soaring notes of the Palomar Site Guide and also Review the Flying Effective Faces article pulled from our XC clinic talks.
Palomar is a complex mountain site
Fly effective faces that are perpendicular to the prevailing wind conditions. Note that on light and variable wind pure thermal days, the effective faces can be constantly changing and influenced by thermal activity. i.e. If the prevailing winds are west, trying to ridge fly the big south face or into the canyons will not be productive and can be turbulent. See Article on Flying Effective Faces and scroll through Palomar examples for different wind directions. Also Note that winds and effective faces will shift to thermal activity and geographic location / topography influences.
June 15th 2017 Meeting Agenda & Notes:
Was a small meeting mostly attended by Board Members.
Site Information and Updates - Reminder for all on Site Protocols:
Palomar Main LZ Gate Update:
Main LZ access on Sunday is now available to SDHGPA Club Members along with all other days.
Call for SDHGPA Weather Station Proposals: - Approved
The Board voted unanimously to spend up to $2K per weather station and associated data plans and installation for two initial trail stations. The first trial stations are proposed to be at the Palomar Main Launch and Little Black.
Aug Update: After initial proof of concept install at Palomar, the Board decided to approve a 3rd station for installation this year under the 2017 budget and the first 3 Stations would be installed at Palomar, Horse, & Laguna as being sites that are undeserved by current weather stations and being lease susceptible to being vandalized.
Example Holfuy stations and web module samples:
Accident Awareness & Prime Season is here.
Reminder to follow USHPA Pilot Proficiency SOPs for flight condition parameters per rating level. - Midday flying should be reserved for advanced pilots only at all Mt sites off of the coast.
Recent Accident reports were also reviewed. Without getting into details for two recent accidents at our San Diego and other US sites, some things all pilots should be reminded of when flying home sites or abroad in another country:
Traditionally there is no scheduled SDHGPA Meeting in July. The Aug Meeting time slot has too many conflicts for Board Members and will be canceled. The Next Scheduled SDHGPA meeting will be in September on the 21st. Follow the SDHGPA Calendar for updates.
Photo Cedit: Alex Turner
HG tips from a Jedi Master that cross over to the PG side.
Spring is here and ,maybe you are getting ready to fly after a bit of a layoff. Review your take off procedure. Do you like to have a wire crew? If you need a wire crew to stabilize your glider at take off you shouldn’t be at take off. You may want help getting to the spot where you start your run. This is especially true at the Laguna cliff launch where you have to get your glider up over a hump and get your wing tips past rocky bumps. It’s good to have some help, a little insurance, to keep the glider from getting away from you as you negotiate the obstacles. But once on launch you should be able to control the glider by yourself no matter what the wind does. Why? Well, when you say “CLEAR!”, you are the only one controlling your glider. What if at that instant, or during the first step or two of your run, the wind conditions where you need help, suddenly occur? You have to control the glider on your own.
You build a weather model in your head. At launch you study the wind conditions and see that there are times when the wind is too strong, or too cross, or too blustery. Then there are nice conditions. You decide that the nice conditions last long enough for a controlled take off. So you stand at launch with help controlling the glider during the not nice conditions and wait for a nice condition. It occurs and you say “CLEAR!”. What if you space-time weather model is wrong? What if the nice condition does not last as long as your model expects? What if the wind 20 feet down the ramp is not nice, that is the spatial aspect of your model is wrong? What are you willing to risk based on the weather model you have created in your head?
If you can’t control your glider during any conditions that could occur while you are standing at launch, you should not be standing at launch. This of course also involves a model. The model says that what you will experience at launch will be no worse than what you have observed over the past period of time.
Light wind conditions pose a different problem. Suppose you need a 10 mph wind on a shallow slope launch, and that is the maximum speed of the wind. Sometimes it is less. So you wait for a good cycle and off you go. If the wind holds, you are fine. If it gets lighter, then what? Again, you are basing your decision to take off on a model you have created in your head. If the wind is light you must be able to take off in no wind conditions.
Photo Credit: Hadi - Henry Golian
SDHGPA meeting, Sept 17 2015
Meeting called to order
3 board members present (SR, BH, DM)
Torrey Pines Soaring Council:
Peter Hill was appointed as SDHGPA's new Torrey Pines Soaring Council representative replacing David Metzgar following this month's TPSC meeting on the 21st.
David Metzgar reported the results of the survey of SDHGPA Members, taken at the request of the Torrey Pines Soaring Council, on the question of the possible re-regulation of Torrey Pines as a Hang 3 site requiring 50 hours of flight time, to replace the current Hang 4 requirement.
Thanks to all who answered, these results will be reported to the TPSC:
An announcement was made regarding USHPA's Safety notice letter. Some had not seen it yet. All were advised to look in their email spam folder or social filter folder.
For those that missed the USHPA Safety Notice, it can be downloaded at the following link:
Topic: (Discussion topic lead by Steve R)
Palomar & Laguna XC - Finding lift in all the right places & Avoiding the Hazard Zones
A big thank you to Angela for organizing the BBQ along with all those that pitched in!
David Metzgar, SDHGPA Secretary
Open SDHGPA General Meeting Minutes 3-26-2015
SDHGPA is now officially registered and listed as a 501 (c) (7) Tax Exempt nonprofit; thank you Mr. Helliwell for all your efforts.
Blossom: Don't land in the valley below Blossom. Period. It is trespassing, and it will guarantee that we never regain permission to use the old LZ. If you sink out, side hill land on the face of the mountain. If you land in the old LZ, everyone else in the club will hate you, and eventually we will kick you out of the club and you won't be able to launch there either. Please don't be clueless and stupid. Read the site rules before you fly any site (ours or elsewhere), and follow them. http://www.sdhgpa.com/blossom-valley.html
Palomar has lots of Site Rules as requested by our Land Owners. They are clearly described in the site guide, and continued use of the site is dependent on everyone following them. As with Blossom, Palomar is on private property and it is a hard-won privilege to fly there. The owners have asked us to only allow pilots to fly there if they demonstrate that they are smart enough to read. Carry your membership cards, display your placard, lock the gate, call Pala security and John Smiley every time before you go launch. Land only in designated LZs and for sure do not land in areas designated as being close. Pala security and other Land Owners are watching you, and they are calling us.
We have already experienced two injury accidents at Little Black this spring. Recent conditions have been more summer-like than spring-like, and awareness of both conditions and your own capabilities is critical to your survival and continued ability to enjoy this sport.
Contributing factors in both incidences: these pilots were flying in inappropriate locations to prevailing conditions. We are continuing to see this with many pilots at our more complex non simple ridge sites like Little Black and Palomar to name a few.
It is never a bad time to step back to a slightly more conservative flying style, a safer wing, or more mellow hours of the day. Review your training books; read "Understanding the Sky" and "Speed to Fly". For a quick review and practical example of evaluating Palomar's and Little Black's sensitivity to wind shifts see: http://www.sdhgpa.com/minutes-news--articles/effective-ridge-lift-flying-mountain-sites
Again. Remember that paragliding and hang gliding are really dangerous, and your family and friends want you to be safe more than they want you to fly high and go far. Remember no one cares how long you stayed up, if you set XC records, or do cool acro. No one. Really. You are the pilot in command of your glider, or your wheelchair, and of your life.
Spring fly-in will be in May, likely at Palomar May 2nd, or possibly on Memorial Day Weekend. Experiencing some difficulties coordinating with mothers, XC leagues, etc. Any suggestions are welcome!
Doug P and Jody L offered to help with planning and coordination in addition to the social committee.
Keep an eye out for an upcoming Spring Fly-in Flier/ blog post.
On Saturday the weather forecast was telling me that it would not be blowing up at Laguna. Five of us went to Horse for a fly around day, getting there a little before 1:00. Wind at launch was 10 mph and a little from the right, not really an issue. We all had good take-offs. John, Mike L and Chris H each managed to find a thermal that took them over 7,000'. They were then able to fly around staying above 5,500'. At least that is what it looked like to me.
Glenn and I could not find the elevator to 1,000' over.
We struggled to stay at ridge level. At least a half hour of my flight was below the ridge top. Not wanting to give up too soon, I scratched around and eventually ended up landing at the postage stamp. The other pilots were able to make it across the freeway to Anderson's field. The wind there was parallel with the road from the North.
Sunday the weather forecast indicated a chance for taking off at Laguna. Anna, John, Mike B and I arrived around 11:30. Floyd had arrived just before us and was setting up the GOAT. Wind was Easterly at 10 mph. Everybody took off into a decent breeze. I was last to go.
When I walked up to launch the wind was zero. Now I am thinking that I want to get off and up with everybody else, and it is getting ready to blow down. I was anxious to get off and did not wait to stabilize the glider. The breeze was light and swirly. I took off in a left turn, went out a few tens of feet, rotated around and crashed into the cliff about 50 feet below launch and slightly to the left. I am ok, legs a little banged up. That is the short story.
Once a year or so the fire and rescue folks do cliff rescue training at the cliff at Laguna launch.
They were there on Sunday. They were in the process of packing up when I took off. Instead of wire-help-friends having to make phone calls and wait, who knows how long, the rescue folks were down to me in a couple of minutes. They disconnected me from my glider and put on a climbing harness over my harness. I expected to be able to use my feet against the rocks and sort of walk up the cliff as I was pulled up with ropes. I have three injuries, a contusion with slight scraping on my left tricep, the same on my left outer thigh, and a groin pull on my right leg from being yanked by the harness. The groin pull, yelling at my brain, would not let me use my right leg for anything. They ended up hauling me up in a basket. Paramedics had arrived and checked me out. They said they had notified a hospital, they wanted to move me from the basket to a back board, and were ready to take me. I told them I wanted them to help get my harness off, then I was going to sit up, then stand up, and assess the damage. We did it my way. My assessment was I had no broken bones, no bleeding, no stitches required, no head or back damage. The head paramedic, a very sensitive and caring woman, wanted me to drop my trousers so she could check out my legs. I complied. A couple of paramedics helped me walk/shuffle to my car.
Where did it all go haywire?
It turns out a person was there with a high def video camera and recorded the whole thing. He posted it on YouTube and we were watching it while driving home. His video is:
Anna extracted the few relevant seconds and slowed it down. :
Allison, an experienced wire person, is on the right. A friend of Floyd, who had not helped launch a flex wing before, is on the left. You can see that when I say clear both wire people do exactly the right thing and let go. Behind launch I talked to Floyd's friend and went over the take-off procedure. He indicated he understood what to do and he subsequently did it exactly correct. (I want to make this clear. He was very upset after my crash, and felt horrible that he may have caused it. This is not the case.)
The main cause of the blown launch is clear to me, I screwed up. In the video, especially the slow motion version. you can see the wing oscillating -- the wing tip going up forward down back. When I said "launching" the right wing was moving up and forward. After one step I am in a hard left turn. It also looks like I may be letting the nose come up. My recollection is that the glider wasn't flying and I didn't want the base tube to hit the ground. Once I am out a bit you can see I have shifted my weight right to counter the left turn. I should have been pulling in too but if I was it was clearly not enough to get airspeed to fly the glider. I was locked in a left turn.
In response to Fox 5 article and other press inquiries regarding the tragic fatal Powered Paragliding Instruction accident in Imperial Beach under the direction of Dell Schanze on JULY 1, 2013 http://fox5sandiego.com/2013/07/01/paraglider-death-sparks-controversy/#axzz2XvxGtMBM
(Yes this comes just months after after Dell Schanze single handily gets Paragliging and Powerered Paragliding banned in Imperial Beach) http://www.10news.com/news/extreme-sports-enthusiast-gets-sport-banned-in-ib
The San Diego Hang-gliding and Paragliding Association (SDHGPA) extends its sincere condolences to the family of Henry Ho and Firmly reiterates USHPA's statements regarding Dell Schanze and his operations under any other alias including (SuperDell, Dell Buck Schanze, World Powered Paragliding Association, WPPA, totallyawesome.com, Flat Top Paramotor, or u-turnusa.com). u-turnusa.com should not be confused with the legitimate brand and legitimate dealers of u-turn.com.
SDHGPA encourages people interested in learning to fly hang gliders, paragliders, or power paragliders (PPG) to seek out trained instructors holding valid USHPA or USPPA Instructor Appointments. This would exclude Dell Schanze, and his flight school operations and self created World Powered Paragliding Association.
More specifically: Dell Schanze and his flight school operations are not sanctioned by USHPA. Dell Schanze is also not a current USHPA member in good standing. His Prior Ratings and Tandem Appointment have lapsed or have were revoked by USHPA in June of 2012. Dell Schanze has never has never held any USHPA Basic Instructor or Advanced Instructor appointments. He has held no USHPA appointments since June of 2010.
Further, Dell Schanze and his flight school operations, as non USHPA members, are not welcome at SDHGPA maintained and Site Insured flying sites (Little Black, Blossom, Horse, Laguna, Big Black, Palomar, and Otay Mesa) or in a 4 mile vicinity of those sites for any flight or ground handling activities.
Paragliding (PG) and Powered Paragliding (PPG) flight is conducted under FAR Part 103, and is deemed to be self regulating. The FAA and Pilot Community Recognized Self Regulation body for our sports is the United States Hang Gliding and Paragliding Association (USHPA) and/ or the United States Powered Paragliding Association (USPPA) . All competent and respected instructors are members of one or both of these two organizations and abide by their self regulation guidelines for each respective discipline.
Please Reference USHPA’s Official Statement on 7-3-2013 at: http://www.ushpa.aero/ or below.
(SDHGPA is a Local Chapter of USHPA)
USHPA’s Official Statement posted on 7-3-2013 : http://www.ushpa.aero
Inquiries Concerning a Recent Accident: 7/3/2013 The United States Hang Gliding and Paragliding Association, Inc., (USHPA) has received a number of inquiries concerning a paragliding fatality that occurred recently at Imperial Beach, California, specifically asking what we know about Dell Schanze and any paragliding operations he may have been conducting.
Paragliding (PG) and Powered Paragliding (PPG) flight is conducted under the FAA FAR Part 103, and is deemed to be self regulating. The FAA and Pilot Community's Recognized Self Regulation body for our sports is the United States Hang Gliding and Paragliding Association (USHPA) and/ or the United States Powered Paragliding Association (USPPA). All competent and respected instructors are members of one or both of these two organizations and abide by their self regulation guidelines for each respective discipline.
The San Diego Hang Gliding and Paragliding Association