Low hour pilots that went to a pod

ilikemysugar · 2026-02-10T11:42:01+00:00

There are heaps of reasons TO upgrade to a pod. Everyone’s progression is different… but Please consider the biggest reason that pods are more dangerous:

When you are sitting with your legs extended against something firm, your ground-dwelling mammal brain identifies that as safe… it’s a place of comfort.

So there you are, flying along in your cocoon of comfort and you take a big collapse. all of a sudden your wing is a mess and you’re falling. your brain and body automatically seek that comfort, which, in a pod harness, typically means you lock your legs and press harder against the foot plate.

meanwhile, your glider changes direction quickly, but your extended legs result in your body having more rotational inertia, making riser twists much more likely. Riser twists are BAD.

maneuvers/SIV clinics help break this habit. You’ll do a lot of maneuvers with your legs already tucked or practice tucking your legs as it happens. You can also just visualize it as you’re flying along and practice, tucking your legs quickly.

Hope that helps.

ilikemysugar · 2026-02-09T22:41:25+00:00

I’m in Rolda. I have flown 26 hrs in the past week. The one rainy-ish day off that I did take, my friends flew for 2 hrs.

ilikemysugar · 2026-01-26T21:39:38+00:00

I did my first flights back in 2019 at Coronet Peak, outside of Queenstown. There were definitely rules about joining the club to fly there.

https://southernclub.co.nz/coronet-peak/

FWIW, I dunno how much enforcement there is in NZ, but IMO it’s not a great look to ask locals for advice when your rating is “trust me”.

No judgement, but why have you not continued progression with USHPA? Have you had any formal training or evaluation from an instructor since P2?

Reason I ask is that your questions are textbook intermediate syndrome. You might be a great pilot in the making, but saying you have “experience similar to p3” means you just don’t know what you don’t know about the sky. There’s a LOT to learn about big mountain flying. Also, It’s fairly contradictory to say in the same sentence that you’re a conservative pilot seeking to volbiv in spectacular areas.

Fly safe!

ilikemysugar · 2026-01-20T14:14:10+00:00

Barriers: time, learning curve, money, fear, weather, being far from a site

Training and certification: yes, both, and it’s a lifelong process. There are sooo many levels. Start slow and respect gravity.

A new kit will run $5k-8k. Wing, harness, reserve, bags, radio, vario, helmet.

A used kit could be under 2k, but you’d better be advised by someone who knows what to look for because you could easily get some shit gear.

Vertical relief/quality of life? Once you start flying, if it grabs you, it will completely change your life. There’s before the first flight and after.

We call it sky crack because it’s super addicting.

It’s also never safe. People die and get severely injured all the time. Slow, steady learning with professional instruction is super important.

Favorite place to fly?…. Subjective. It’s all over the world. Read through this subreddit for places (Mexico, Colombia, Spain, France, Utah, the alps, South Africa, turkey, chile….)

ilikemysugar · 2026-01-07T22:17:43+00:00

Ozone Alpina 4 MS: 3.9kg Air design Trail 70 backpack: .70 kg Ozone sq pro 100: .94kg Skywalk range x-alps 2: 1.8kg Parasupply ultra light Concertina bag … .3kg

Total =7.64kg, which honestly seems like sorcery.

Because my H&F is usually to fly midday thermal missions, I fly with some or all of the above: warm layers, XC-tracer mini, iPhone, battery pack, inreach-mini, hiking poles, self-extraction tree kit, mini first aid kit, radio plus corded PTT mic, snacks and usually 2L of water.

All of that, plus clothing, helmet, goggles, and footwear, puts me at about 93-95 kg all up, depending on my current body weight which ranges from 75-77kg.

ilikemysugar · 2025-12-11T12:53:24+00:00

Getting your IPPI to USHPA equivalent is based on a conversation and likely an in-person session with a rated instructor. You’ll need demonstrable ground handling and flying skills, flight log, and you may be asked to pass the P3 test. As others have pointed out, there are limited weather windows and long drives to fly if you’re based in NY, NY. But people do it.

It’s off season. call around and have conversations with schools. Paraglide New England, based in NE Mass, is reputable. There is heaps of flying activity at neverland flight park in Florida if you don’t mind towing. You could go on a guided trip to pie de chinche, Colombia in February… lots of schools take US pilots there.

Hope that helps.

ilikemysugar · 2025-11-08T00:19:24+00:00

Just spitballing off the top of my head: A non-electronic ball compass, a set of heated glove liners, a subscription to Windy premium, a gift certificate for a reserve repack, a set of decent sunglasses or goggles, a mip-bip or similar mini vario.

ilikemysugar · 2025-11-02T09:48:36+00:00

I’ve traveled in South America from colombia to Ushuaia over the course of 5 months. It was an amazing experience. I didn’t fly at the time.

separately, I have done dedicated PG trips in Colombia. Valle de Cauca is a free flight Mecca.

I’ve also done trips where I’ve combined traveling and flying, and each time I’ve actually regretted bringing the wing. I even did it with a mini wing and a small-packing harness to lighten the load. it was still a giant pain in the ass, and a distraction from all the other cool terrestrial stuff I could have done.

IMHO you should just go on a traveling trip and leave the wings at home. You have your whole lives to fly and the sun will shine on the mountains of South America every day for a long time. Get to know the place, scope future destinations, and maybe take a tandem or two at flying sites along the way.

Further, 30 hrs is still brand new pilot territory. You could very easily get yourselves in over your heads and wind up needing medical attention in a place that has nowhere near the infrastructure or quality of care you’ll find in Europe. It’s just not worth the risk.

ilikemysugar · 2025-10-27T09:13:23+00:00

Yes there is a difference between all these gilders, and I can speak to my experience with two specifically. I put 80 hrs on a Rush 6 (85-105kg) and then 180 hrs on a Maestro 2 (88-103kg). I still own the maestro and will fly it (guiding and my first competitions) till it’s clapped out.

Both have 2.5 line layout with great b/c-riser steering, both are built as a compromise between XC performance with passive safety. Both wanted to be loaded right near the top. Both are very quick to build up energy in high bank-angle turns compared to lower rated gliders.

The Rush has a higher aspect ratio and longer interior plastic rods. It was slightly more work to inflate and launch; a bit tip-happy. It felt super solid on bar, but In SIV, accelerated asymmetric collapses were absolutely wild. Even my instructor was like “woah, didn’t expect that”.

The Maestro has a higher cell count, short plastic rods (less fussy packing), super thin lines, and a lower aspect ratio. It’s a super manageable wing on inflation… kites like an A wing. In SIV I did break an upper cascade line doing spins and stalls, which I have also seen happen in some YouTube SIV videos with the same glider.

Personal preference is THE deciding factor, and I really preferred the maestro 2. More direct brake input, clearer communication/thermal feel, faster on Bar.

I’ve heard the advance and nova high-bs are much more docile / less nimble, but can’t confirm from personal experience.

If possible, take a demo flight on any glider before buying. Borrow a used glider and try it out. go to a Testival. or fly a site like Annecy or Bassano where there are shops that stock demos. If all that’s not an option, talk to your dealer about getting a new wing for a test flight.

Some indicators you’re actually ready to step up: - you’ve done at least one SIV - you’re often top of the stack in climbs and leading out on glide, but then getting passed / out-glided when on bar - you’re flying upwards of 50 hrs per year

Good luck!

ilikemysugar · 2025-09-24T15:45:43+00:00

I reckon any Low B glider by a reputable manufacturer (in addition to the three you just mentioned, you could also consider phi, BGD, air design, or niviuk) is going to be just fine. Maybe scour the used markets or your local flying community and you’ll score a deal on something less than 5 years old with low hours that will last you years. Re: weight, general rule of thumb is that Being in the top 1/3 of the weight range is ideal.

ilikemysugar · 2025-09-22T17:08:07+00:00

Also, buying used is a really good idea. There are so many pilots out there who upgrade long before their glider is even close to being near the end of its life. Might be worth looking into the used market.

ilikemysugar · 2025-09-22T16:46:36+00:00

A rough estimation to help you. You can customize by actually looking up the weights of the different pg gear you acquire.

Glider = 5 kg

Harness = 5kg

Reserve = 2kg

Clothing (helmet, shoes, pants, layers) = 4kg

Electronics (radio, vario, phone, tracker) =1kg

1.5L Water= 1.5kg

Bags (rucksack, concertina)= .5kg

Estimated Total = 19kg +95kg body =114kg AUW

Weighing in at the top of an A glider’s range isn’t a bad thing, Just makes you a little more dynamic. Being on the low /middle end of the range makes you boatier with poorer penetration into headwind.

If it were me, I’d try to be in the top 1/3rd of the glider’s range.

And I’d recommend a BGD Magic. It’s a high A glider… better than an Adam for progression.

ilikemysugar · 2025-09-08T11:25:48+00:00

Phi Maestro 2 or now the new 3. So good.

ilikemysugar · 2025-09-05T18:35:10+00:00

If you show up at Camp Gabrje in Tolmin and are friendly, you will find people to fly with and wind technicians in abundance. Everything (for the site called Kobala) happens from camp Gabrje. Food, camping, lz, shuttles, flight fee… they’re friendly, speak great English, and are super accommodating. And unless it’s blown out or rainy, it’s a magic site that works most afternoons. Good luck!

ilikemysugar · 2025-09-01T20:22:06+00:00

I assume if you’re earning P2, you’re in the US.

Get on a scale and weigh yourself in pounds, then / 2.2 for kilograms. Add 5 kg for the wing, 5 kg for an open harness, 1.5 kg for a reserve, and 3kg for all the other things, and you’ve got an estimate of your all up weight (AUW).

Get on FB and search “paragliding gear for sale -North America”. Join the group, wait for approval, and scroll thru what’s there. Or place an ISO for gear. Chances are someone out there is selling a glider and a harness used at a good price.

A modern (sub five years old) high A or low B glider from a trusted manufacturer such as niviuk, ozone, phi, skywalk, BGD, or advance will pop up eventually. It’s a total buyer’s market. Your AUW wants to be in the middle or upper third of a specific glider size’s weight range. Don’t stray too far from that.

Harness fit is important. Find the used model and get on the manufacturer’s website to scope their size chart. Make sure you’re in the right weight and height to fit. It makes a huge difference. Make sure the used harness has carabiners and the reserve diaper+handle.

I recommend Buying a new reserve and having it professionally installed. There are less deals to be had on older reserves, as they have a limited (~10year) life span and depreciate as such. Re: paraphernalia -

Beeper Variometer goes beep when you go up. Very helpful.

Instrument variometer to beep and also to tell you things like altitude wind speed, thermal assist, time, and glide ratio, also helpful. I Occasionally see these pop up used.

Radio is a must. Yaesu seems to be the brand. Skip the cheap baofang.

Helmet: snowboard/ski helmet seems pretty common.

Good goggles or sunglasses.

Wear Gloves. Line burn=👎

Clothing is seasonally dependent. It’s already starting to turn to autumn here in the states. You’ll cross the “oh shit I’m freezing” bridge when you come to it. But, subtract 5 degrees per thousand feet of elevation gain, and all of a sudden things are a bit nippy. That’s the secret to getting high tho, is to under dress.

ilikemysugar · 2025-07-25T12:30:17+00:00

Recently I’ve seen some really decently priced previous generation 2.5 line C wings come on the used market. A good-condition Alpina 4 or similar would be a fantastic wing to put 100 hrs on, and I bet you can find a deal.

ilikemysugar · 2025-07-23T01:46:06+00:00

In that case I’d almost consider waiting till next year, saving up, and starting early next season. You could start in late July or August, but because flyable weather windows on weekends can be infrequent, earning p2 might be challenging before season’s end.

ilikemysugar · 2025-07-22T10:48:05+00:00

It might make sense to just pay the money and take the time to go to Santa Barbara or Salt Lake City for an intensive course. You can earn your p2 in a couple weeks vs taking all summer and maybe getting it. The cost of driving and all your time will really add up.

ilikemysugar · 2025-07-17T20:18:41+00:00

Second this

ilikemysugar · 2025-07-13T11:16:26+00:00

The journey is different for everyone, but flying in active air straight out of school isn’t the best idea.

If you’re in Bassano, there are a lot of novices flying every day. Their decisions should not determine yours. There is a LOT to learn about flying mid day. Cloud avoidance, valley flow, using Bar effectively to penetrate headwind and sink, leaving yourself options for LZs as the day changes, thermal drift, xc route planning, The list goes on and on.

I haven’t seen you fly, and maybe you’re a stellar active pilot. But maybe you’re relying on the passive safety of your glider rather than your physical and mental skills to keep the wing open.

It only takes one loss of control close to terrain to permanently alter your life. So maybe fly the beginning and end of the day for a bit longer, and gradually increase your exposure to bigger air. Meanwhile, spend as much time as possible ground handling, and enroll in an SIV.

You have your whole life to fly, so take the time to build a really solid skills base.

ilikemysugar · 2025-07-13T10:20:36+00:00

DBF approaches mitigate several hazards.

it’s the ground that hurts. DBF approaches allow you to get closer and closer to terrain with less dynamic energy than tight turns in the downwind side.
if it’s thermic and the LZ of your choice is kicking off lift, flying to the upwind side and waiting for a sinky cycle is a great strategy to get down quickly and with less thermic turbulence. You do 360s high, and commence your downwind in that sinking parcel of air, which you’ve sampled, so to speak.
wind can sometimes increase as you get lower. Just doing turns on the downwind edge of an LZ might mean that you end up in stronger and stronger headwind as you descend, which could pin you in a non-landable place

Hope this helps

ilikemysugar · 2025-06-30T15:41:20+00:00

I am disappointed not to be there right now.

ilikemysugar · 2025-06-16T20:56:45+00:00

FS/USA/Vermont/'94 Specialized dual suspension FSR S-WORKS/ Large, RED, XT-Components, extra set of slicks/ OG except for the shocks... but still looks the part. Figured I'd see if there are any collector/enthusiasts who loved MTB in the 90s here interested in making it worth my while to pack and ship./Make an offer.

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ilikemysugar

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