Better knowledge of mount 7 (Seven) free flight area improves the experience.

Mount Seven...

Overview

Above mount 7 (PBE). Mt 7 overview.
Aerial topographic (Canada).
Recent image from town.

The mount Seven flying site is located southeast, and as close as it can possibly be to the town of Golden, BC, Canada. The flying season starts normally in May taking off from the lower (9k) launch. In June, the upper part of the road clears of snow and permits vehicle access to the Lookout area. Later in the summer, the upper launch becomes accessible for paragliders not afraid of hiking. By November, the weather and the snowed road end the season for most. Some paraglider pilots take the time to go by snowmobile or otherwise for a bit of flying in the winter.

The landing zone, a large field in Nicholson, is usually easy to reach and land. Mount 7 is a great site where the conditions are very dependant on the weather. It can be a bore when the wind is light and it's overcast or a roller-coaster when the real wind is light east and the sun cooks up violent thermals. Be aware of the weather conditions and do not exceed your and your wing limitations. However, if you persist, you will be rewarded. For example, the front of an air mass sometimes happens to spill some air ahead in the valley, thereby producing a huge lift wave traveling forward. Riding this in the middle of the valley is quite a thrill. Be careful though, these gusts fronts can be dangerous, especially if caused by storms, like we experienced in the Willi 2009 . Read some free flight stories and adventures from mount 7 or a couple of praises to know better the site.

Road access to launch areas

The road, improved in 2000, now makes the two lower takeoff areas (the lower launch and the Lookout) easily accessible by two-wheels-drive cars. The mt 7 road was rechrisened Bowle-Evans drive in Peter Bowle-Evans honour, in 2009. Peter made much efforts to open a road for normal vehicles. This road is quite used in good weather: free flight pilots, travelers, visitors, tourists and mountain bikers in particular. Mountain bike trails are popular. Be prudent in the turns and narrowings in particular.

From Golden to BE drive, in pale green.
Turn left to takeoffs and gravel pit;
straight to Nicholson LZ.
Arrow: to takeoffs; R: rodeo ground.
BE drive street sign by the gravel pit.
BE drive to BE forestry road.
Narrow right turn at the 8 km.
Right turnoff to the 9k (lower) launch.
Turnoff to upper launch (left turn).
Top of steep road to upper launch.
Arrow left: trail head; right: loop and park spot.
Aerial view of road to LZ.

Directions:

Take the main road (10^th avenue) in Golden direction south. About one kilometer out of town, you should see the gravel pit on your left. Take the road off the highway on your left between the gravel pit and the small bird sanctuary called "Reflection lake" (photo). Take the left again on the gravel road that goes up around the gravel pit (photo; the rodeo grounds should be to your right) and take the right fork into the mountain (photo). Follow this meandering road. Note the numbered signs on the side of the road to mark kilometers. The Lookout is at kilometer 14. At kilometer 5, a sharp left turn. There, to the right, a trail popular with mountain bikers. Continue up the road. Soon after some S-bends, the road climbs on a narrow rock cut and you can see the valley to your left. At the top of this, the road bends right into the Kicking Horse canyon and a side road or two to pass. Keep on the main upward road. Past kilometer 8, take the right upward road at the Y and drive carefully to the narrow and blind right turn (photo). Watch for traffic. After a couple of switchbacks, you should see a downward road cutting to the right (photo) and a post, at about kilometer 9.

• Take this road down 50 meters to go to the lower or 9k launch. Park your vehicle down there and walk the trail that is somewhat along the ridge, downward for about 40 meters to get to the actual lower launch, or 9k launch.

Do not take this road to continue upward for the other launches. Simply follow the most beaten road going up. At the high point (photo), you should see the gravel area widening to the right with another road to the left at 120°.

• Continue straight ahead for the Lookout. The open area is the place to park the vehicles when the Lookout is crowded. Here are a four toilet outhouse to the right, a shelter and an adapted outhouse without toilet paper to the left. Continue straight up and you are at the Lookout, a BC forest service recreation site and the best takeoff area of the region for foot-launched wings. Drive back down to park your vehicle, once your equipment unloaded, in order to free some space at the Lookout.
• To go to the paragliders' upper launch take the left 120° road instead. Have a sturdy 4WD with a good ground clearance. The road follows the spine of the mountain upward. Muddy, damaged or very steep at places. At the first steep upward Y, the left leads to a muddy flat early in the season while the right steep is more damaged. Your choice. Travel along the spine and climb right up to a peak (photo), somewhat rocky, where the road makes a small loop. (There are a couple of lower dead-ends.) Stop there, you should be able to see the upper launch, away from its right backside, and maybe also a wind-sock or a flag. The trail starts on the south side downward straight along the spine toward the upper launch, and is easily followed. The walk takes about forty minutes depending on your physical shape. It is mostly a hike, but there is a short stretch requiring a quick scramble over a rocky ledge. It takes you up to an unserviced alpine launch area.

Road to the landing zone

Leave Golden on highway #95 heading south. Drive five minutes. Take the right off the highway on Nicholson frontage road, to enter Nicholson. Take Canyon Creek road on your right, cross the rail track and the bridge. Take McBeath road on your right at the fork. The landing zone will be to your right with wind-socks. Continue and take the driveway leading to the house. Park your vehicles to the right on the new graveled parking area in the corner of the field. See aerial photo in previous section. Highway 95 and landing zone highlighted in blue, the parking area, in purple. Recent photos are shown in the Landing zone section.

Mt. Seven lower launch at 9 km or 9k launch

Setting up on the lower launch.
Tim takes off. Ron takes off.
View from the lower launch. Ron in flight.
Aerial views of the lower launch.
Arrows point to the access road and to the launch.

Altitude: 5120'ASL; 1560 m ASL. Height: 2525'; 770 m.
Coordinates NAD 83: UTM 11 U 5681202 m N; 506944 m E
Coordinates WGS84: 51.28211° N; 116.90043° W
WGS84 for SAR: 51° 16.9266' N; 116° 54.0258' W

Small launch pad on the ground with not much room to spare. Can put together four hang gliders at a time. Accommodate winds west to south or light wind (any direction) with good thermals to compensate. Difficult for paragliders because the slope is short with trees on each side. Paragliders may have to land in the previously mentioned gravel pit if they can't climb. This launch is used in the spring when the pilots can't wait for the road higher up to clear of snow. Not recommended for beginners.

Mt. Seven main launch site - the Lookout

Altitude: 6370'ASL; 1942 m ASL. Height: 3780'; 1152 m.
Coordinates NAD 83: UTM 11 U 5680474.428 m N; 507967.656 m E
Coordinates WGS84: 51.27555° N; 116.88577° W
WGS84 for SAR: 51° 16.533' N; 116° 53.1462' W

The main launch. Close-up.
View from above, the west and the south-west.
Setting up wings.
Northwest side to avoid.
Correct takeoff sequence from the ramp (LB):
ready, good wing position, solid stance;
good run, keep wing in line;
airborne, retracting takeoff/landing gears.
Launching at the north ground: para para hang.
Reverse launch on the south ground.

There are three launching pads at the Lookout: the north ground (N on photo), the west ramp (R on photo) and the south ground (S on photo). Accommodates takeoffs in winds coming from north, west, and south. More precisely, from north to south-southeast. Their exact orientations are in fact respectively northwest, southwest, and southeast.
The old north ramp (X on photo) does not exist anymore.

Paragliders prefer the north ground when the wind comes from between north and southwest. They sometimes succeed in more southerly winds when the thermals have the air flow wrap around to go upward the northwest side. Must be careful though, it's a little more risky.
The slope of the north ground is rather gentle hence requiring a good run in light wind.

Hang gliders prefer the west ramp in winds west to south. Rather simple to take off. Prudence still asks to take the time to choose well the takeoff run moment. In thermal conditions, we notice sometimes sudden changes in the wind force and direction. The air may go so straight up then, that it does not circulate well on the ramp.
Avoid using the northwest side of the ramp (photo), especially in light wind. The ground is a bit close at the end. Use the north ground instead. And obviously, when the wind is too cross for the ramp, it's time to take off from the ground.

The south ground launch is a bit unnerving because it is short and some trees are left standing, right in front. The trees impair the air flow, causing some turbulence. This launch also leads to an almost vertical slope. A cliff takeoff technique may apply. Fortunately, the wind is not south too often.

Tip: Try to start your takeoff in order to benefit from a stronger and more regular wind cycle. You want as much air speed as possible, quickly, to maximize control. Remember to keep your wings level and correct any improper wing attitude during takeoff, the cause of so many crashes.
In any case, watch for possible turbulence or shear in the wind shadow of trees and bushes.

Beginners will find the site very suitable for them before and after the great thermal conditions of the afternoon. Typically in the summer, thermals begin at around 2:00 pm and get strong enough after 3:00 pm. Thermals usually begin to weaken at around 6:00 pm to become easily manageable during the evening. Lift may last until sunset or later. Often, mount Seven "gives" continual lift locally while Kapristo mountain, next to the south, would sink you down.

The Lookout is a recreation site enjoyed by us and mountain bikers, hikers, motorcyclists, photographs, sightseers, and other animals. The outhouse (T on photo) is not anymore. There is a big one with four seats, at the large parking. To free some space, please unload your needed equipment at the Lookout and bring your vehicle down to the large parking.

Enjoy!

Mt. Seven upper launch site

Aerial photo of the upper launch (arrow).
Trail head; trail; rocky ledge.
Animated takeoff sequence:

Altitude: 7577'ASL; 2310 m ASL. Height: 4987'; 1520 m.
Coordinates NAD 83: UTM 11 U 5678403.927 m N; 509777.847 m E
Coordinates WGS84: 51.25691° N; 116.85988° W
WGS84 for SAR: 51° 15.4146' N; 116° 51.5928' W

The wide-open launch is suited in northwest to south wind. Watch your lines on the sharp scree that covers the launch area, this is no place to cut a line. You can also launch from the saddle just behind the main launch, but be wary of rotor as you move out in front through the gap.
Note the strong thermals produced close to that launch in the cliffs below. This means that the anabatic wind picks up earlier than at the Lookout and get much stronger, fast. Consequently, when the air is sufficiently unstable in the summer, the wind becomes too strong for paragliders to take off, as early as noon to as late as 8:00 pm sometimes, while it's marvelous at the Lookout.

The landing zone

Altitude: 2590'ASL; 790 m ASL. Height: 0'; 0 m.
Coordinates NAD 83: UTM 11 U 5676926.592 m N; 505619.991 m E
Coordinates WGS84: 51.24368° N; 116.91949° W
WGS84 for SAR: 51° 14.6208' N; 116° 55.1694' W

The designated landing zone, if you don't fly cross country or if you do an out-and-return, is in Nicholson. It's the large field directly north of the big Y of roads in Nicholson, west of the Columbia river (LZ/ATT on photo). The parking is on gravel at the south-west corner. Do not park on McBeath road. Notice that we do not share the field with horses anymore.

Since October 2003, the large property in Nicholson that includes the landing zone is owned by Columbia View Homes Ltd. This company is itself controlled by John McIsaac and Cathy-Anne David, whom have paragliding skills. These developers are integrating a flight park, named Muller flight park (MFP), with other adventures. The official ribbon cutting opening was 2005 July 2^nd. The whole is dubbed N.E.A.R. for Nicholson eco-adventure ranch, or is it G.E.A.R. for Golden? Meh, whichever. Anyway, as a consequence of investment, they now require pilots to sign their own waiver and have current membership of the HPAC to land. Visit their Eco-Adventure Ranch website for many more details and to get a copy of their waiver.

Since 2006, the owners of the flight park introduced a new event: the Golden Glassoff. A mainly social event of costumes, target landings and a party, held at the beginning of automn. It is an annual event taking its inspiration from the famous Coupe Icare of St-Hilaire-du-Touvet in France.

John, Cathy-Anne, and family expressed their pride in securing the landing zone for years to come, making mount 7 a tried and true destination.

Things to watch for during the approach and on landing:

• Electric cables run along the road and on the west side of the LZ to the house.
• Sinking air near the river. Particularly early in season, when the glacial water is flooding the marshes.
• The trees are high and produce turbulence as far as half the field length when windy.
• On a thermally afternoon, the wind becomes very variable in strength and direction in the LZ. Watch the wind-socks closely. Avoid a downwind landing, crosswind is better. Keep the speed up, correct rolls especially in finale.
• Ground squirrels have reproduced a bit much and their holes may pose a risk when running. Be careful, some areas have more and bigger holes.

Neighbours and visitors enjoy the sight of hang gliders and paragliders landings. Have a good one but keep good humor if you miss. Moreover, they may save you in case of a crash.

Nicholson landing zone; from closer.
Golden and alternate landings; from closer.
Landing in the gravel pit, easy without wind.
Owners of MFP flanked by Vincene Muller.
G.E.A.R. office. The late Peter, with Rob.
G.E.A.R. office.
MFP ample parking and grassy folding area.

At a 4:1 glide from the Lookout, the landing zone (LZ) is easily accessible most of the time. As a rule of thumb, when you are at the height of the west butte, you should head toward the landing. However, flying is not always so easy. Paragliders fly much slower than hang gliders, consequently come short of the LZ most often. It happens every year. The lack of penetration in an increasing head wind is the principal reason, bad judgment comes second. However, in moderate (or stronger) south wind, paragliders simply must land elsewhere. Also, after taking off from the lower launch or when scratching low at the kilometer 5 cliffs, the landing of choice becomes the gravel pit. Hang gliders: avoid the alternates LZ unless you're in serious trouble (thunderstorm, for example). They are small; a crash would be too likely. Although, a good drag parachute could possibly help.

The Nicholson LZ is the best. Keep in mind to have enough altitude in reserve to glide to it. Otherwise, if need be, the higher you are, better is the choice of alternatives.

These alternatives are:

• The gravel pit (G on photo)
  Coordinates NAD 83: UTM 11 U 5681753.413 m N; 503734.829 m E
  Coordinates WGS84: 51.28709° N; 116.94648° W
  WGS84 for SAR: 51° 17.2254' N; 116° 56.7888' W
  Used all the time for the aforementioned reasons or simply for convenience. Good in light or south winds. Airplane traffic will fly right above it during their landing circuit, so fly with an aircraft radio and/or make a low (relative to airplanes) approach from the mountain side. Watch also for wind shear. In stronger northerly wind, prefer the next option.
• The CPR ditch grass strip
  Small grass strip between the CPR yard and Highway #95 (between arrows in the close-up views), on the other side of the road from the south end of Reflection lake (R). It has a big wind-sock on the west side and barely any obstacles to the northerly air flow. Preferred in strong winds from the north when the Nicholson LZ is too far. (Although normally, the Nicholson LZ is really easy to reach in north wind!) Watch for the lampposts and the electric wire line. Your approach must be perfect.
• The soccer field
  On the plateau just north of the gravel pit. Grassy but many obstacles around, avoid landing in the adjacent baseball fields: full of fences. Watch for wind shears and turbulences, even when not so windy. Probably worse than the gravel pit for it.
• The swampy area just north of the LZ (M in LZ photo)
  Can save you from damage and injuries. If you seriously doubt crossing the tree patch, land before it. The trees are high and hurt. Flooded in the spring, the swamp becomes almost dry by the end of July in the vicinity of the trees and the walk through the woods is relatively easy.

Other small places are not recommended for visitors. Do not risk your bones for a longer flight. You can always go back up for another. However, if your wing collapsed, closed, or other (rather paragliding catastrophe), nobody thoughtful will annoy you for the emergency landing you chose...

Airports

Golden ATF zone: shaded circle (not a recent map)

Any free flight pilot living near a big center knows how much airports and their airspaces can restrict, if not forbid, our flights. They have big buffer zones to insure the safety of the air travelling public. This is mainly due to the IFR traffic, very fast, heavy, and blind.
Local airports are the least restrictive. They require only radio contact and permission in the smallest open airspace. However, an airport implies a higher density of traffic in its vicinity. Consequently, keep your eyes and ears open in particular near the usual routes taken by the traffic.

Golden airport

Uncontrolled. Unicom 122.8 MHz in the airport traffic frequency (ATF) zone of 5 NM (nautical miles, makes 9.3 km) radius up to 5600'ASL (1707 m above sea level). Although it is class G airspace, avoid flying close to the runway. Do not land at the airport unless you have permission and radio contact. The traffic, mainly helicopters and small planes, may exceed 30 takeoffs/landings on a good day and is fast and hard to see. Its location is indicated by "A--port" on the photo of Golden, previous section.

The surroundings are mostly class G airspace where aircrafts use the en route frequency 126.7 MHz. We use the very light aircrafts frequency 123.4 MHz. Class G airspace also means that there is no restrictions on VFR flights (us included) other than VFR (visual flight rules). Few restricted areas for blasting indicated on the aeronautical map. All details published by Transport Canada.

Invermere airport

Uncontrolled. tfc 123.2 MHz in the ATF zone of 5NM (9.3 km) radius up to 5800'ASL (1770 m ASL). This airport is private; do not land there without permission nor without radio contact. Operated by Babin Air Ltd . Traffic denser than Golden's and includes student pilots, small airplanes, sailplanes. On good days, there may be some sailplane traffic organization on the very light aircraft frequency (123.4 MHz).

Communications

Radios are strongly recommended even if you fly only locally. The mountain is big, a crash could go unnoticed and locating a victim could take too long. See details in Emergencies. You should have the appropriate radiotelephone operator certificate (ROC), either aeronautical or radio amateur. The aeronautical ROC is the simplest and most appropriate. Contact Industry Canada at http://www.ic.gc.ca/ for details.
Read the radio communications information circulars RIC-21 (aeronautical) or RIC-2 and RIC-3 (radio amateurs) published on their website. (Tip: do a search with RIC-21 as keyword, the Strategis website is huge!) A direct link is found in the Contacts & links table.

Aircraft radio frequencies (ROC needed)

Aircraft radios themselves do not require a licence nor registration when operated in the context of flight or soaring, only the operator.

Sailplanes from Invermere may use the Invermere airport ATF frequency 123.2 MHz or the soaring frequency 123.4 MHz in the Invermere ATF zone and are supposed to use 123.4 when flying cross country or on visual contact with us. They may switch to 122.8 MHz in the Golden ATF, near our site. Be aware, they are silent and also hunt for thermals.

Emergencies: do not switch frequency if you are already in contact with someone that can help. However, know that the universal distress frequency is the most monitored on earth. In addition of the terrestrial stations, airliners and some satellites are listening to it.

Amateur radio frequency (ROC needed)

• Please use: 173.64 MHz - on the VHF band of mobile service. Hence not subjected to the restrictions imposed on amateur band. It is a private commercial band for tracking operations on a shared non-interference basis with Royal Canadian Golf and Ski Patrols. The HPAC obtained permission for us to use this frequency.
• Or use: 146.46 MHz - in the amateur band. Please be aware that anyone using this frequency will need to have received their official amateur radio authorization, else use of this frequency is illegal, no matter what the use of it is for. If anyone causes interference in any way, Industry Canada will know, and will contact us.

Since 2005, the radio itself does not need a licence anymore.

Should be limited to ground-ground communications. Not recommended in aircrafts communications, but is better than nothing.

Others

• Family radio service (FRS) and general mobile radio service (GMRS) radios are practical in local flights (short range of FRS) and even in distance flights (longer range of GMRS). These radios do not require any permit. GMRS radios are limited to 5 watts. Make sure you're on the same frequency with a friend.
• Cellular telephone service is available through some parts of the valley and is improving.
• There is also a wireless internet system developing in the valley.

Flying mount 7

Flying in the Rockies is not flying in the plains. It can be easier and more challenging at the same time. The wind may stir the air in altitude, or cause a venturi in the valleys. Local effects of many kinds may please or scare.

In high mountains like the Rockies, the meteo wind has a tendancy to circulate above the highest peaks. Mountains are obstacles. In summer, when the sun shine, mountains slopes warm and constantly produce thermals. Mountains will hence create an ascending wind continuously with air coming from the valleys. This air circulation up is called anabatic. According to the well known saying of Lavoisier, nothing is lost, nothing is created, all is transformed. The valleys bottoms must fill with air and there is no other place than up to take it, elsewhere. The valleys center, shaded slopes and mountains lee-sides allow this descending circulation. This is called a catabatic wind. Moreover, after sunset, the air circulation reverses, often in less than 15 minutes. Hence, generally, the valley wind will be different from the takeoff wind and the wind in flight. Obviously there is a correlation between meteo wind and local winds but it is not direct. We can imagine how the air will circulate according to conditions and locations but it is not always easy nor obvious. These are the main differences between flying in the mountains compared to flying in the plains.

In addition to the tips and warnings in previous sections, here are, in this section and the next, reminders of some specificities of flying mount Seven, in the Rockies.

• On most days, the area of the antenna (under the A of the photo of Golden), just northwest of the lookout, generates strong and regular thermals. Less true in south winds.
• Be extra careful on windy days (15 km/h or less does not count as windy!). Winds aloft and in the valley may be higher and of different directions. Consider postponing or cancelling your flight. Observe the weather conditions. Evaluate the performances of your glider, your experience, your skills and the risks you are willing to assume.
• On certain very good days, thermals can hit brutally and flip you like a pancake. Keep the speed up and accelerate further when entering the thermals. This should prevent stalling and help maintain control. Paragliders: follow the recommendations of the manufacturer or the advance manoeuvres instructor regarding your wing.
• Always fly high and far enough above ground to clear it in case of stall, sinking air or nudging by thermals or turbulence. This is very true above rocky terrain and on the lee side of mountains. Paragliders: "Scratch" the mountains at an altitude sufficient to recover from a full collapse and more! A few tree themselves every year. Try to avoid being one of these. Here, in the (relatively) high mountains, thermals do not lick the ground much but the sinks do! And please, fly with a radio if you cherish your life! See next two recommendations.
• Trees are tall in the west! Think ahead and carry a rope long enough - at least 30 m (100') - to come down a tree yourself. A rescue crew may take a while to arrive even if they are alerted. More about this topic in the Emergencies section.
• Flying with a radio is advised for many reasons including safety. Please limit your transmissions to useful statements. We recommend the aircraft band radios which have proven reliable over very long distances, let you talk to other aircraft, have emergency frequency, etc.

Please read the pilot's etiquette section.

Insurance

HPAC third party liability Insurance is required to use the launch sites & the landing zone.
Canadian residents buy it from the HPAC (Hang gliding and Paragliding Association of Canada, aka ACVL).
Out of country visitors can buy the temporary coverage (90 days: $40).
You can obtain them directly from the HPAC or, if necessary, contact in here the LZ office or Scott Watwood or Serge Lamarche.

Don't forget to subscribe to the contingency fund as described in Emergencies.

Maintenance funds

Profits from sale of shirts & caps go to the site: insurance, road, LZ... These items are now found at the landing zone's office/store. Donations are gratefully accepted. You can also make a donation via Scott Watwood: scottwatwood@persona.ca and Serge Lamarche: sergelamarche@gmail.com

Cross country flights

Satellite view (Photos source: Canada).
Aeronautical map from Golden to Canal Flats .
West cliffs near Pagliaro rd (arrow).
At Tower peak, near Parson.
Mountain range split at Spillimacheen.
Above the front range near Brisco (bottom right).
Edgewater and the problematic fields, in red.
Southeasterly view of the two fields south of Edgewater.
Radium, Invermere, Windermere lake.

Be nice to yourself and pass the HAGAR test from Transport Canada. The study guide should be available from the HPAC. It can only help you understand the aerial traffic and our place in it. Also, once again, fly with a radio, preferably in the aircraft band. Provide help to others. Ask for help if needed, do not let a bad situation deteriorate.

After a cross country flight, register your flight in the BC cross country league. Since 2004, cross country flights done in British Columbia are eligible for money prizes thanks to private donations from pilots managed by the provincial association. It's a good way to encourage cross country flights and see their evolution. Enter and details on this page hosted by the WCSC.

Here are more recommendations:

• For a good start, try to get high above the mount Seven peak to cross the gap to the next mountain, mount Kapristo. This way you will fly above the venturi in the Horse creek gap and the probable sink around mount Kapristo's west cliffs (near Pagliaro rd).
• Do not allow yourself to drift behind any peak in a thermal unless you are at safe height, say 500' (150 m) or more above it, and the angle (say 45°) will let you glide out easily to the valley. The venturi of the peaks and the sinks of the lee sides are to be avoided. A crash or just a forced landing over there could become a catastrophe for the pilot. Walking out could take more than a day.
• In general, if you are getting lower than the peaks, think about heading to the valley. Keep an eye to at least one suitable landing area you can be sure to glide to. It is always preferable to land near the highway. Otherwise, you may have to walk for hours.
• The valley bottom climbs slowly (70 m) from 2590'ASL (790 m ASL) at the Nicholson LZ to 2820'ASL (860 m ASL) at the Invermere airport, 100 km away. The elevation difference of the river is only 50' (15 m) for the same distance.
• Continually monitor the wind directions as indicated by water areas on the ground, and clouds and thermal drifts in altitude. Usually, the winds switch from west to south down the range near Harrogate. Sudden changes in force and direction are common when fronts are closing in or thunderstorms are present. Check with the cloud type. Some huge thunderstorms located east of Field have sucked the air so strongly in the valley that they turned a north wind into a strong south wind in Nicholson. Also, air masses may spill ahead of the fronts inside the valleys. The spill thereby creates a wave travelling along the valley, sometimes accompanied by gusts of excessive strength. An advice that seems to work if you get caught flying in this, is to head downwind in the hope to land ahead of the "gust front" and have time to secure yourself and fold your wing.
• Avoid landings on peak tops unless it's a case of emergency or you are well prepared for the adventure (camping gear, repair kit, etc.) and have radio contact with someone you trust. If you are unable to relaunch, walking down could take the night and the helicopter retrieval would cost you.
• There are plenty of fields on the way to Windermere except between Brisco and Edgewater. This stretch is also more difficult to pass because the mountain range split at Spillimacheen (see photo) into smaller ones, valley side.
• Be aware that wires cross some fields. Watch for poles on each side. Some may be hidden in the trees. Paragliders may prefer to land on road edges instead of crop fields. Make an approach that leaves options, an alternate field for example...
  Talking electric lines, a field not much used because small for starter now has two electric fences running through. It's the field at Horse Creek. Photo in the May 2007 news. To avoid, Naturally. Horse creek flows between mount 7 and Kapristo into the Columbia river.
• The owners in general and at Brisco particularly do not like to see us land in grown fields. Try to choose your landing accordingly. For example, if possible, land and fold your wing in fields or spots that are not maintained or grow poorly for some reason. Sometimes, the owner may appreciate you offer to pay for damages, if any ($5-$10). Please do so only if the owner comes to you and there is actual damage (very rare). This is more of a problem in June, before the first harvests. Note: some fields are rented.
  Regarding this, one owner came talk to me about a few pilots, paragliders and hang gliders, that landed in a field of theirs while grown, in the middle of it or in the corn patch even. Their fields have watering pipes and are located about 24 km from takeoff. They're okay with landing after the cuts (two per year) or in the bad corners.
  Coord. WGS84: 51.09075° N; 116.68000° W
  WGS84 for SAR: 51° 05.445' N; 116° 40.800' W
• Between Spillimacheen and Radium, fly the back range only if you are sure you can glide to the front range in case of headwind and sink. That is something like a 1:1 glide. Once again you are the best judge of the situation. You should know your wing and yourself more than anybody else. Sink of over 5 m/s (1000 ft/min.) is common along the ridge, and landings are practically non-existent between these ridges and rare in the valley in this area. Always keep a safety margin.
• Take note: the fields not far south of Edgewater are restricted areas: about 86 km from takeoff, both sides of the highway. These owners are easily irate at the sight of people walking in their fields. We are trying to improve the relation. Don't land there. Unfortunately, this is serious (see photo). They span about 0.6 km² and are approximately located at:
  Coord. NAD 83: UTM 11 U 5613875 m N; 563125 m E
  Coord. WGS84: 50.67607° N; 116.10351° W
  WGS84 for SAR: 50° 40.5642' N; 116° 06.2106' W
• Take note, landing in the first long field on the west side of the highway immediately north of Edgewater is fine (see photo, marked in blue). The new owner is quite friendly. The field is now equiped with an artificial pond. Always stay nice with people where you land. However, a couple of places are not recommended in Edgewater as they are unfriendly. But they're unlikely to be used because of their location or their bad quality. One is the golf course. The other is just north of the mill on the east side and of angled and rolling terrain.
• Another field that doesn't cause problem: Harrogate. Walter and Jay even invite to call to spend the evening or the night, 250-346-3054.
• If you do not have a retrieval team, take note: after sunset the traffic on highways 95 and 93 becomes very sparse, especially on weekdays. Hitchhiking may get so bad you would have to spend the night there. There is a regular bus doing a late route from Cranbrook to Golden. It stops in Radium. The driver may stop for you if you clearly show your intention to be a paying client and there is space to pull the bus on the side of the road without blocking the traffic. The price is around $20 from Radium. Inquire to the bus company for the schedule and the price. It usually passes before sunset in July.
  Note that week days, a new community bus service serves the valley and Golden. These two routes pass by Parson at around 18:00 (6pm). A bit early for good flights though. Cost is $2,50 and have the correct change with you.
• Repeat: Flying with a radio is advised for many reasons including safety. Please limit your transmissions to useful statements. We recommend the aircraft band radios which have proven reliable over very long distances, let you talk to other aircrafts, have emergency frequency, etc.

Please read the pilot's etiquette section.

Emergencies

Phone 911 and ask for the Golden RCMP (also at 250-344-2221) - it is manned 24 hours a day - they will coordinate all search & rescue (SAR) operations.

Ambulance service: 250-344-6226 but phone 911 in case of emergency.
Helicopter rescues are operated by Alpine Helicopters. By phone: 250-344-7444. On aircraft frequency: 122.8 MHz.

Note:

• You'd think SAR could easily handle coordinates of every formats. Well, apparently not. SAR services and Alpine helicopters use GPS coordinates of the format degrees minutes.decimal minutes such as 50 54.520 being 50° 54.520 minutes. Please set your GPS to this format for rescues, to avoid misunderstandings and save time.
• The aircraft radios emergency frequency connects with SAR services
• CB radio emergency channel 9 (is there someone still using CB?)
• An EVAC box is located at the Lookout and another one is at the upper launch. Buy a key for $10. All regulars should have one. They contain ropes, bandages, stretcher, spine board... and a cell phone.

Small helicopter at the lookout (PBE).
A rescue crew with rescued HG pilot (KK/RD).
Hospital position in Golden.

• Golden hospital: 250-344-5271, 835 9^th avenue South (photo).
  Directions: take 9^th street south westward at the crossing with 10^th avenue south (the main road) at the light. Then, take the right at the next street (9^th avenue south, notice the police station to your left), the hospital will be to your left.

If necessary, a helicopter can land at the Lookout and at the upper launch. If this happens, remember to shelter the wings, attach them to trees or take off.

Again, seriously consider flying with a radio. Also, nothing can help locate a downed pilot better than a GPS receiver. And carrying a long rope to climb down a tree is also a good idea. Some do fly with a complete rescue kit.
If a pilot is still stuck in a tree and needs outside help, some individuals can make tree rescues .

Our contingency fund

In case of a rescue where the costs (or some costs) are not covered neither by the government, health insurance, travel insurance, nor by any other way (very rare), we have a contingency fund. This fund insures the subscribers that a retrieval by any mean (including helicopter) will be available for them and that they will not go broke because of it. Perhaps most importantly, it means that a helicopter can proceed without any of the delays than can ensue from having to first acquire hard payment before taking off. When possible, a pilot requiring the fund should subsequently replenish it.
All, subscribers included, must contact the RCMP first if they sustain or suspect bodily injury after a crash.
The cost of the subscription is $25. Persons that paid once already are considered covered. You can subscribe at the Nicholson LZ store or by contacting Scott Watwood at scottwatwood@persona.ca or Serge Lamarche at sergelamarche@gmail.com. List of subscribers .

Events calendar

Contacts and useful links

Etiquette

To keep at our happiest some rules should be followed:

• Know the Visual Flight Rules (VFR) and hang gliding & paragliding flying rules. Examples: Highest priority to the pilot at the lower altitude. Priority goes to the pilot in the slower aircraft. Priority goes to the pilot that has the side of the mountain on its right. Avoid an imminent collision by making a right turn. Use your judgement in any manner that increases the safety including breaking the rules if necessary.
• Match your turn direction to the one(s) already in the thermal or the one(s) out climbing you.
• Land in fields of cut crop or pasture. And if you do not cause any damage and no one comes to you, there is no point to try to contact the owner.
• Do not land in grown crop fields. If you do have to, offer to pay for crop damage, if any (say $5 - $10). Stay calm, polite, and be understanding of their position if they are upset or irate. Remember, a landing is not an act of trespass if all you do after the landing is pick up your equipment and leave the field. Be open, listen, explain, we like their fields, we need them for landing, we want them on our side as much as possible.
  You can limit or avoid damages by touching down where the crop does not grow well. For example, near the entrance, where the machinery compact the soil.
• Do not step on fence wires, it pulls out the staples hence annoying the farmers. Pass under or through them.
• Do not drive into any field. Stay on the roads.
• Close any gate that you used as it was.
• Pick up your own garbage.
• Offer rides and help those in need. Exchange rides to reduce the number of vehicles. On the other side, it is the custom to offer $10 for a ride (gas, wear & tear) but this should be a gift as the ride is. Flying is difficult, have some inherent risks, so we recommend to maintain a mutual helpful attitude.

Brief recapitulation. To fly mount 7:

Finally, free flying can be anything from dangerous, just frustrating, to exhilarating. I found the best fun/pain ratio at mount Seven so far...
- Serge.
P.S. I leave you with another citation.

[...] Considered as a sport, flying possesses attractions which will appeal to many persons with a force beyond that exercised by any of the similar sports, such as boating, cycling, or automobiling. There is a sense of exhilaration in flying through the free air, an intensity of enjoyment, which possibly may be due to the satisfaction of an inborn longing transmitted to us from the days when our early ancestors gazed wonderingly at the free flight of birds and contrasted it with their own slow and toilsome progress through the unbroken wilderness. [...]
- Wilbur Wright, 1908 February 29.

The Wright brothers in brief — Photo source