[Darbbb]

The recent thread on pushing out on the Falcon in a thermal was a good one for us newbies (I am H1.5, as my instructor says). I wish we had more questions that turned into learning clinics for hang 1s and 2s. So, it got me thinking....what do you wish you had known as a hang 1 or brand-new hang 2? Something that would have helped you, or kept you out of danger, or made your training more efficient, or.....?

BB

[sg]

Man... what a great question... and potentially great thread. (SO NO ONE SCREW IT UP )

Id say... learn to instinctually pull in, in almost all bad scenarios
Speed = control, and helps to overcome turbulence/wake/rotor

I think that has saved me more than anything, especially at times when its counterintuitive to pull in, thats when you REALLY need to pull in for speed

[GerryP]

Here are a few ...

* Develop a solid pre-flight and hang check routine
* Buy the best helmet you can afford
* Keeping air speed is very very important
* Don't fly unless the weather is clearly good
* Extra caution flying near the hill or ground
* Clear your turns
* Never land in water
* Avoid the lee-side of anything (mountains, trees, etc)
* Don't do aerobatics or show off stuff
* Learn to recognize cloud suck and read the sky
* Keep a large LZ always within reach
* Landing approach is most important part of a good landing
* Avoid power lines, trees, ...
* Don't fly alone
* Talk to locals, never be the first to launch
* Safety = decisions and judgement, not skill level

[AIRTHUG]

In terms of soaring- I wish I had learned a lot sooner when to tighten up, and when to widen up my 360's... made a HUGE difference in my thermalling success when I started to figure that out... It was brought to my attention by Dennis Pagen, who suggested counting (out loud) the Mississippi's it takes to complete a 360. I thought I WAS turning tight, and it turned out I was turning wide... once I knew that, I could work on how and when to turn tighter...

Anyone that's flown thermals with me has probably seen my adjust my 360 size at some point in the thermal... it makes a huge difference to tighten up in a strong core or to widen up in a fat thermal... (and thermals can change back and forth at different altitudes!)

Also, I wish I knew how to read weather conditions as well as I do now... knowing exactly what to expect before stepping off launch is huge!

And I hope moving forward that I continue to learn about reading conditions- I feel like it's one of those things where you never know as much as you could, and the more you learn the more successful your flying is... so I just keep on learnin'...

[SeeMarkFly]

The person that ties down the glider is the driver.



<edit> Less gender specific than
"He who ties the glider down is the driver of that car/truck/van..."

[CHassan]

Learn to launch strong.
Learn to land soft.

Learn everything else you need to know.

In that order!

[CAL]

[BBJCaptain]

To make me think about trim speed as the speed to fly when I went for my first high launch. The first 2 or 3 times I was flying so fast that I
couldn't see. Airspeed is great as long as it is the correct airspeed to fly. I went from 50' to 800' and man what a ride! I guess I have no one
to blame since I was my instructor. I had been thinking of airspeed as ground speed and got a very fast lesson in the difference on the first
few flights.

Also to leave the ridge with enough altitude to do a DBF when the lift starts to die out. If you make the DBF part of your landing
approach early enough in your flying carrier you will be able to get into any LZ with confidence.

Never ever trust what you think someone else is going to do while ridge soaring. Be ready for anything as you pass someone head on.

Above all else RELAX and enjoy the ride

[red]

Campers,

Probably the best thing to know is when to leave the glider on the truck. I no longer go anywhere to fly, I go out to look at the weather (conditions) on launch. If it's good, or at least okay, then I go flying. I have even been known to look at reasonable conditions, and still back off because something did not feel right inside me. I am not ruled by my "gut feelings,' but it is one more factor that I have learned to consider.

A new HG pilot may feel "obligated" to fly due to work schedules (I have to work tomorrow!), or even by social pressures (everybody else is launching!). My advice to low-time pilots is this: If you are not looking out from launch with serious anticipation (I am READY for this!), and with everybody saying you are gonna do great here, then maybe you are rushing things. The sky will still be there, when you are better prepared. Don't get yourself busted up, trying to do things that you are not good at, yet. You have a certain level of comfort, in your flying. Fly at the upper end of that level, if you wish, but there is no obligation to far exceed that limit. As Pilot In Command, on your aircraft, you do not owe explanations to anybody else.

[jyoder111]

Don't be too quick to use a vario, radio, and all that jazz. First time I flew with a vario beeping and someone talking on the radio I was too distracted and sank out right away because I began to wait for beeps/instructions instead of listening to the air and the glider.

Pagen's book mentions adding only one or less new distraction to a flight. I still don't fly with a vario because I'm not ready for one.

[Nibs]

Dirt roads look like paved roads from any altitude above "too late to change fields now".

[kukailimoku]

[jimrooney]

Good stuff.
Good thread.

#1) Buy a Falcon
Chasing the performance demon is stupid and will slow your progress. Man that would have helped so much.

There is a faction of Footlaunch only purists that need to be kicked in the nuts. I'll never forgive myself for listening to them. My learning went into lightspeed once I started towing.

In fact, there's a lot of "us vs them" bs in HG circles. None of it is good for the sport.

A true appreciation for what flying fast on final means. It's nice words, but most people that don't actually *think* that they are. One tandem opened my eyes.

Landing is a formula.
It's simple and can be taught. Unfortunately, most pilots don't know the formula (because they were never taught it), so they can not teach it to you. Once you know it, it is easy to learn to land and to land well.

When the lift increases, fly flatter circles. When it decreases, fly tighter. What a difference that makes.

Ok, there's more, but those are the big ones in my book.
Jim

[TomGalvin]

Don't leave lift or zero sink. Just have patience and relax.

[NMERider]

[Nicos]

One hand up, one hand down (on the downtubes) for landing in rowdy air... when in doubt, PULL IN.

Relax.

And not being afraid to ASK for feedback whenever possible... that way we all learn something

[mapjim]

Never rush, especially on or before launch.

[nulld]

These are some of the things I remember.

1. Pay attention to weather on launch and in the LZ. Be very aware that the wind at launch is more than likely stronger at altitude. Also, just because you can launch in thermally conditions does not mean that you can land in the same conditions.
2. Listen to other pilots talk about their flight plans. Get a mentor and LISTEN.
3. In light conditions, try to stay at least two wing spans away from the mountain.
4. In strong conditions, stay further away from the mountain (depends on conditions).
5. Ground clearance is your friend. Do not do 360s without altitude--never close to the ridge.
6. Airspeed is also your friend, especially when close to the ridge or when landing.
7. Clear all turns. If flying with paragliders, give them extra room. Your wake can collapse their wing.

[tige_matt]

Fly with the best equipment and fly only when it's worth it.

If you are visiting a new site and the locals are not setting up, eat some humble pie and don't set up.

And my favorite ...when thinking about turning back toward the hill to stay in a thermal, think "T.C." Terrain Clearance or...... Trauma Center.

Matt

[relate2]

Some great tips.

One from me that really helped. I was flying with a death grip on the base bar trying to correct for every little bump and it was tiring me out.

A mate said "Just let yourself rock under the glider, it won't fall out of the sky with every bump."

All of sudden flying was easy, I would keep a light grip which gave me much more feedback on what the glider was doing and I was no longer tired out........Now surely I don't have to say don't do this if the air is really rough, just have some common sense.