The weather did not look too good, the forecast was nos too optimistic, nevertheless to have a chance to fly a task we had to be on take-off, so there we went this morning. The long parawaiting session allowed many discussions, none of them conclusive on the right way to handle the current issues with the use of supposedly certified equipments, neither on the next steps to follow for improving the situation. The only sure thing is that some people will not be happy with the outcome of the situation, whatever it is. No way to escape by the top, only crawling away from the melee seems an option to avoid being hurt.

But we have to face reality: EN-D is not meant for defining a competition glider. That’s it. EN-D has been helpful as a transition phase, it has calmed down the search for higher speeds delivering uncontrolable collapses. The soonest we change that, the best. The simpler we keep the new rules, the better. Because rules must have a way to be controled and enforced. I try to avoid as much as I can comparizons, but for the sake of clarity (I confess my previous post may sound cryptic for non-specialists) let’s use one: imagine EuroNCAP 5* is used as a definition of a WRC rally car or a Formula 1 racing car. That is what we are doing by using EN-926 as a definition of a competition paraglider. It is meant for assessing passive security. It does not fit the purpose of competition rules.

What will happen now? I do not really now. I was not focused on result when I came here so that I feel a bit detached. On the longer term, I care about paragliding, about competition, about PWCA. I want them to display a positive and responsible image. I am not really confident in the CECC propositions for defining a competition paraglider as they are too complex and subject to a vote from FAI delegates. But they may be the first step towards a solution.

Nevertheless I enjoyed the 30 minutes fly today, playing with the cloud, playing with the ground. Hopefully we fly a task tomorrow.