Here is the talk given by Neil Charles for the PSC club night on the 8th November 2021.

For more details, see the Get Tracking link on Neil’s page.

Winter Flying

It’s that time of year again, and there’s some value in readjusting our mindset from summer to winter: cold, limited daylight, frozen ground etc. Conditions can be magical: cloudless blue skies, a low sun sparkling off the snow, smooth laminar air all contributing to having a great time, and when it all comes together there’s only one thing to do and that’s to get out there and enjoy it.

On the other hand . . .

Wind. Winter brings the top of the boundary layer much closer to the surface, and the potential for radically different airflow just above take off height is very real. Wind speed may be much higher, giving you penetration problems, and if the direction is very different the potential turbulence can leave you wishing you’d gone xmas shopping instead.

Wave. The potential for wave influence seems much greater in winter, so what feels like a gentle breeze on the ground can become a fight for survival a few hundred feet higher. Of course you can have wonderful experiences in wave, soaring smoothly ever higher, but it pays to be aware of this and have a plan for what to do if you are swept up towards controlled airspace, or the beautiful layer of smooth cloud you’ve been looking down on and filming suddenly fills all the gaps, or that laminar air you were enjoying turns into a white-knuckle ride. All these things happen – have a plan of what you will do.

Weather apps like Windy and RASP can give good, detailed forecasts of what the wind speeds and directions will be like at different heights. Don’t just look at the wind speed at the top of the boundary layer, you need to look at the Airgram diagram on Windy, or the custom sounding chart on RASP to get a fuller picture. Look for marked changes in speed and/or direction. The Met Office can supply detail on wind speeds at heights for the aviation community. If you don’t know how to use these, then spend the rainy days finding out. Remember though that these are only predictions and may not be based on the latest data. The best risk assessment is the one you continually adjust as you observe the conditions. Make sure your skill set contains all the tools you are likely to need.

Cold. Performance and decision-making deteriorate rapidly when cold, and sitting virtually motionless in a 25 mph wind makes keeping warm a major task. Usually, we moan about our hands being cold, but remember that this is a physiological response to your body core temperature dropping, and when that happens judgment and reactions may be seriously impaired. Make sure to keep your body and head warm; pay attention to keeping draughts out where layers overlap and have a completely windproof outer layer. One-piece flying suits went out of fashion some time ago, but if you still have one kicking around, they can be perfect for winter.

Ground. The ground may be frozen hard, or slippery with ice. Or it may be soft wet mud when you get to the landing area. Either can spell disaster to a cold, stiff body arriving slightly too fast.

Sun. That photogenic low sun casting such lovely long shadows? WW2 pilots had the phrase ‘beware the hun in the sun’ for good reason. Keep a good look out, as a typical winter flight involves a lot of ridge soaring with many wings at the same level, and a low sun makes them hard to spot.

Tight lines, everyone.

Brian

The winter social season got off to a cracking start at the Sea View on Monday, 11^th October. It was great to see a couple of dozen old faces and plenty of new ones eager to get together, talk parabollox over a couple of pints and to listen to John Westall describe “A Year in the Life of a Hike and Fly Pilot”. John gave us a run through 2020’s programme of gruelling hike-and-fly challenges he’d done with his flying mate Keith ‘Bud’ Patterson. He had us all on the edge of our seats with his descriptions and pictures of the sketchy take-offs and dodgy conditions which are ‘normal’ for these exploits. From our local hills, via Wales, the Lakes and Dales, to the grandeur of the Eiger, we enjoyed vicariously the thrills (and spills) of his year.

John shared with us that his own inspiration to take on this challenging aspect of our sport came from attending a PSC winter social night with Steve Nash. Maybe some of our keen young pilots will get similar inspiration to follow John’s rapid progress. Certainly they will need to follow his examples of meticulous planning, preparation and goal-setting if they want to get close.

Thank you for a great evening, John, we’re already looking forward to hearing about next year’s achievements.

Strong Winds

Are we experiencing stronger than normal winds recently? Hard to say but there have been many days of marginal conditions, with the evening shift workers on Parlick having to wait until late for a safe flight. Strong winds bring a whole new suite of problems for foot-launched flight – with take off and landing speeds limited to running pace at best, our wings are trimmed for relatively low speeds so straying outside these boundaries makes for difficult launches and landings where precise and swift control actions are essential. In flight, the problems of increased turbulence and lack of penetration add another layer of stress.

So why do it? In the UK it is part of our sport: it’s a windy country. You can of course opt to only fly in gentle winds but sooner or later you will find yourself launching just as the strong gust arrives; landing backwards, possibly in turbulence behind trees or buildings when the wind strength increases suddenly; unable to penetrate as you drift back over the ridge. It’s definitely worth practising on the ground in stronger than flyable winds – choosing a safe place with soft downwind options for when you get dragged. There are plenty of online videos to find tips for safely controlling your wing – Greg Hamerton and Mark Leavesley have some very good examples (other providers are available). I find that having a ‘strong wind routine’ for getting set up on the hill takes away some of the stress; trying to wrestle 25 sq m of flapping nylon while you’re struggling into your harness is not a good way to start a flight.

One of our members recently had a serious crash on Parlick – getting blown back over the saddle from the west bowl and was dumped hard behind the wall. Fortunately he’s making a good recovery from his injuries. He was rescued by the Air Ambulance after some excellent on-the-ground support and coordination by the pilots on the hill, benefitting from Paul’s mountain rescue experience and the presence of a doctor. John has bravely put his helmet-cam video on YouTube, both as a warning to low airtime pilots and to invite constructive comments from the more experienced, and has stated that this was a completely avoidable accident – he should have known better but for some reason went to the venturi in the saddle to find lift. He also sends his apologies to the club for causing such a fuss!. The video link (https://youtu.be/YBNQEZ69y5s) is also posted on Pennine Flight Club, so please contribute if you spot something that would help the analysis: how could it have been prevented and how could it have been handled to avoid the outcome. Positive comments only please, I’m sure John feels bad enough about crashing already.