Local Situation

Local city ordinances do not allow flying in this area, and the authorities have the right to stop our activities anytime they choose to. However, paragliding, hanggliding and RC activities have been tolerated in the Mussel Rock area (also known as "The Dump") for a number of years. Because of three fatalities, and a high number of blowbacks and other incidents, local pilots have banded together to deal with these problems. Many of the incidents involve pilots who are unfamiliar with the site, or are new to paragliding. This site is situated in a metropolitan area so homeowner complaints about blowbacks onto their property, excessive noise, and a high number of medical evacuations greatly increase the risk of negative attention from the authorities.

We strongly encourage new and visiting pilots to talk to local pilots before flying, and learn about the conditions and hazards for the day. If you are honest, objective and open about your experience and skill level, the locals will help you make the most of your flying time here.

Special notice to pilots visiting from other countries. Site access in the USA is a very sensitive and complex issue. We have to work very hard to keep our sites open, and we ask that you respect our efforts. Please don’t assume that the laws and customs of your country apply to this site.

We appreciate your help in reading this advisory and working with us to keep this great flying site open and accessible to everyone.

Site Conditions and Hazards

WATER LANDINGS ARE NOT AN OPTION, and must be avoided at any cost. The Pacific Ocean at this site is cold and turbulent. Hypothermia, the risk of line tangles in surf, and the wing’s tendency to drag pilots below the surface when filled with water all contribute to an extremely hazardous situation. Any landing on the ground is better than landing in the water. In 1995, a pilot drowned in the ocean because he did not unhook from his equipment after landing in knee deep water. Several other water landings resulted in very serious danger to the pilot and to those trying to help. Before launching, check the tides and how much beach there is, and adjust your flight plan accordingly.

If you or your wing land in the water, UNHOOK. Do not try to retrieve your wing. UNHOOK from your harness, reserve and wing. Live to regret the loss of your equipment and appreciate being alive.

Wind Gradients need to taken into account when analyzing flying conditions. Simply put, the higher you are, the stronger the wind is. In stronger conditions pilots should fly low and out in front, and avoid the upper ridges and the backs of bowls. This is especially true of the upper ridge line to the east of Tomcat launch, the launch closest to the parking lot. Do not go far back along the ridge where it cuts in to the east. The wind venturis in here and pilots have gotten stuck in this bowl and blown back. At the Westlake cliffs, the wind gradient is usually quite noticeable. It can be very light on the ground at launch but strong up above. Do not fly above or close to the top of the Westlake ridge when the wind is very strong because you are likely to get blown back.

Shears are where two air masses meet, that have different wind velocity and direction. The interface between the air masses is usually extremely turbulent. When an air mass with high velocity (over 20 mph) overtakes a slower air mass (usually out of the NW), there can be very strong lift in the overtaking air. Hanggliders will take these shears thousands of feet up. Unfortunately, these conditions are outside of the operating envelope of paragliders, and should be avoided by all pilots. Shears can be recognized by a low altitude cloud line, usually running SW-NE, by a waterline with whitecaps on the ‘outside’ of the line, and by birds and hanggliders soaring very high. Shears are extremely hazardous. Pilots need to be observant of these conditions, and land well in advance of approaching shears.

Strong and/or gusty winds are a factor in most of the incidents here. Pilots need to know how to determine wind speed and direction while in flight, and take the appropriate actions if the wind changes speed or direction. The following is only an introduction. Local pilots have literally hundreds of hours of experience with site conditions, and should always be consulted as to whether conditions are appropriate for a given skill level.

Wind strength, direction and condition can be determined by watching birds, other pilots in the air, kiting of canopies on the ground and your own ground track and heading. The texture and color of the Ocean is an excellent indicator of the wind, and all pilots should learn what the indicators are, and frequently check the water for them during the flight. Here are a few of the indicators to look out for:

Texture An even, rippled surface, with a deep, consistent color is a very good sign of a steady onshore breeze. Wind speeds in flight will range from about 8 to 15 mph. However, if the sea surface has alternating smooth and textured areas, this indicates gusty conditions, with abrupt changes in velocity and direction. These are very hazardous conditions, not suitable for any pilot level.

Wind Lines Roughly straight lines in the water, running parallel to the wind direction, indicate wind speeds in flight will be from about 14 to 18 mph. While these conditions are within safe parameters for suitably equipped pilots with site experience, experienced pilots new to the site should plan on staying low and in front. Novice pilots not familiar with the site should land.

Whitecaps Beware whitecaps on the water. The presence of whitecaps means that the winds in flight are exceeding 18 mph, possibly by quite a bit. Only pilots who are very experienced with these conditions at this site should fly in them. Sometimes there will be whitecaps just offshore, but with lower winds at launch. This is an indication of an approaching shear, and pilots shouldn’t launch because the shear line may come in very rapidly.

Seagulls are excellent indicators of conditions. The main thing to keep in mind is that seagulls prefer straight and level soaring flight. If you see them soaring and sometimes flapping their wings, this indicates turbulence and holes in the lift. If they are popping up and down, rocking back and forth, decreasing their wingspan, or all three, then conditions aren’t suitable for paragliding. If they are smoothly gliding 50 feet above the ridge top, the conditions are probably excellent. Watching their flight is a good way to map out wind speed and direction, and the areas of lift and sink along the terrain.

Rotors and ground-induced turbulence have caused problems for a large number of pilots at this site. Please ask local pilots about these hazards before launching. Pilots have suffered collapses from rotors caused by offshore rocks, spines and points in cross conditions, and from rotors on the lee side of ridges. Pilots should be extremely cautious when scratching in light conditions, or otherwise flying close in to the hill. Fly out and around a spine, rather than over it.

The Mussel Rock rotor and the rotor at the point of Westlake are two significant hazards to look out for. When launching at Tomcat, the launch closest to the parking lot, beware the rotor that Mussel Rock (the large rock out in the ocean in front of the launch) can put off. This is true in a straight in or southwest condition. If you kite your wing and find rotor turbulence, go to another location such as Lemmings (the flat area to the north where instruction often takes place) or Walkers (the launch at the top of the hill above Lemmings).

The point which sticks out at the southern end of Westlake puts off a rotor on WNW or NW days. Avoid going deep into the shadow of the point in these wind conditions.

Also, be careful in the first large gap you encounter where there is a landslide along the Westlake cliffs just north of the Dump. The wind can swirl around inside this gap and create unexpected turbulence. Do not go deep inside the gap/landslide area.

Wing induced turbulence, or wakes are a part of coastal ridge soaring. Beware of the wakes from other wings that may hit you, and how your wake may affect other wings. Flying in front of and below another pilot coming in to land or trying to launch is particularly rude and dangerous, and will probably earn you a few choice words. If you are heavy on your wing and deep in your brakes, you will put off a big wake. Try to let up on the brakes as you pass lower and outside another pilot.

Clouds and fog. The primary rule is to be aware of cloud and fog development (it can form quickly) and take action to avoid it well in advance. Do not launch on days with a low fog ceiling. If you find yourself in fog, immediately use your speedbar and Big Ears to descend out of it. B line stalls are potentially hazardous because of the proximity of the ground, and should only be used as a last resort.

Fly in front of the ridge, always. Behind the ridge, you may encounter lee side rotors, which can cause full wing collapses. Behind the upper ridges, you will encounter much stronger wind velocity, with no lift, making penetration forward much more difficult.

Avoid the power lines and houses at the top of the Westlake Ridge. On a strong day it is CRITICAL not to fly high above the ridge and back close to the power lines and houses. Approximately nine years ago a pilot was electrocuted when he got blown back into the power lines. In 1997 another pilot was lucky enough to survive hitting the power lines - a very close call with burn marks on his harness and carabiners. In 1996 a pilot broke both legs when he slammed into the roof of a house at Westlake.

Exert caution when crossing in and out of the Dump to and from the South. The profile of the land is uneven with spines sticking out so big rotors are possible. One of the dangers is that if you cross low on a day with a northerly component it is often hard to get back to the Dump and you can get massively rotored trying. In addition, there is an inaccessible cove between the Dump parking lot and Cheetah Ridge. You do not want to land in this cove because the sheer walls make it is almost impossible to climb out.

Needed Skills and Equipment

Pilots must be competent in ground handling their canopy in strong winds, and able to reverse inflate, kite the canopy in both a reverse and forward position, transition smoothly between the two, maneuver in the launch area, and deflate their canopy in a controlled and safe fashion. If a pilot isn’t able to demonstrate competence in ground handling, local pilots will recommend areas to practice these skills.

Pilots should avoid scratching too close to the ridge in light conditions unless very familiar with the site. In a WSW condition, experienced pilots use Walker Ridge, the ridge south of Walkers launch to bench up. There is sometimes thermal activity in addition to ridge lift on this ridge. The penalty for scratching too close and hitting sink can be serious. An inexperienced pilot had a severely broken ankle when he impacted the ridge while scratching.

Pilots should be aware of wind direction and not fly close to the ground downwind. Several pilots and a tandem passenger have been injured (broken hip, fractured vertebrae, broken ribs, broken arm) impacting the ground going downwind. When flying a downwind leg, be sure you have enough clearance above the ground or away from the ridge to complete a turn back into the wind without coming into contact with the ground.

Pilots are responsible for keeping track of all other traffic with frequent and deliberate eye contact. Pilots must know and follow ‘Ridge Rules’. All turns need to be ‘cleared’, with the pilot looking and turning their head in the direction of the turn before the turn is made. All turns should be away from the ridge. When approaching another glider head on, pass to the right.

When overtaking a slower glider, pass to the inside if there is a safe margin of room and the other pilot is aware of you, or if there isn’t enough room, turn back. Never pass on the outside in case the pilot ahead of you makes a turn unexpectedly.

If you are not experienced with ridge soaring in traffic, be sure to review ridge rules with a local pilot before flying.

Dress warmly, with an outside wind breaking layer for both top and bottom. The temperature can be in the 50s or lower, in any season on the coast.

Gloves are important, both for warmth and for protection against line cuts when ground handling or pulling Big Ears.

Appropriate footwear: Boots with good ankle support should be worn. There is always the possibility of landing on hard ground, thick brush with Poison Oak, rock, rubble and broken glass.

Canopies must have speed equipment (trim tabs and/or speed bar) and be capable of ‘Big Ears’ canopy reduction. Common sense says that the canopy, harness, risers, etc. should be in good condition and inspected regularly. Pilots need to know how to use this equipment, and be experienced at pulling Big Ears.

Helmets are mandatory. Expect local pilots to become very upset if you try to launch without adequate headgear. Construction hats, climbing helmets, bicycle helmets and the like are not appropriate headgear. Full - face helmets are strongly recommended.

Hook knives should be quickly accessible by the pilot, and prominently visible to others who may need to give assistance during an emergency.

Quick release buckles on your harness are important so you can get out of the harness and away from your wing if you go in the water. However, note that if the quick release buckles get full of sand, they will not open. In that case, your only option is to cut the harness webbing to get out.

Wing and speedbar carabiners that are easily opened can also be important in a water landing. If you can’t get out of your harness, at least you can detach from the wing and speedbar. But of course, the carabiners have to be secure in flight.

Pretty Good Rules to Follow

1. Decide for yourself if conditions are right for you. Seeing other wings in the air is no indication of safe conditions. There have been many days when local pilots weren’t flying and were advising the visitors not to fly either. Since some of the visitors came a long way to the site, it’s really hard for them to stay on the ground when they see other wings in the air. Don’t let this suck you in. Nearly all of the problems have been caused by pilots flying in conditions above their experience and skill level. "Flyable" is a term relative to your skill level, experience, wing loading and site familiarity.

2. Use the right launch for the conditions of the day. There are several launches at this site, and they are not all suitable for all days depending on wind direction and strength. Again, check with the locals if you are in doubt.

3. Always check your equipment and do a complete pre-flight before inflating, every time.

4. Decide on a flight plan before launching. Think ahead of time what you will do after launch, where you plan to fly, what options you want to give yourself in case conditions change, and where you want to land. There is nothing wrong with revising your flight plan once aloft, but you should always think it all through before taking off. Always keep alternate flight plans in mind, in case things change mid-flight.

5. When in flight, continually monitor other traffic, conditions on the water, changes in wind direction and velocity, your airspeed and groundspeed, your heading, your ground track, and your own mental and physical condition. This is what is meant by being a pilot. A good way to keep track of other traffic is to count the number of other wings in the air, both paragliders and hanggliders, and make sure your count adds up each time you scan. Keep an especially close watch for hanggliders, as they have a very thin profile head on, and a much higher airspeed.

6. Maintain deliberate eye contact with all pilots, and clear your turns. This is worth repeating. We are all responsible for looking out for each other.

7. Don’t hog the launch window. On most days there is plenty of flying room for everyone. Give the other pilots a break, and let them use the ridge by launch to gain altitude. Do not endlessly soar back and forth at launch level when others are trying to launch. If conditions are such that the launch area is the only soarable spot, then pilots are expected to limit the duration of their flights, and allow others some airtime.

8. Be courteous. This is especially true with non-pilots using the area, park and city officials and law enforcement officers. With other pilots, please keep in mind that we’re all here to fly and have fun.

9. Check the beach before flying. Better yet, check to see when the high tide will be before coming out to fly. Often there is NO beach at high tide so landing there is not an option.

10. Observe the TCA limit. The TCA is 1500 feet above the Dump because jets from San Francisco Airport fly right over the site. Pilots should stay below the 1500 foot limit. North of the big gap at Westlake, the TCA is 2100 feet.

11. Do not fly to Fort Funston or beyond. There is a bird sanctuary in the cliffs north of Funston. At this time paragliders are not allowed to fly at Funston. In order to avoid conflict with the GGNRA, the controlling body for both these areas, paraglider pilots should stay well south of the Funston area. The Stables northern site boundary is where the cliff gets really low, a few hundred feet north of the launch.

12. Do not launch off the top of the Westlake cliff or off the road in the big gap at Westlake. Launching off the top of Westlake is dangerous because of the power lines and houses along the steep cliff. Also, maintenance workers have asked that pilots not launch off the road in the Big Gap. If you land on the beach close to the gap, plan to walk back to the Dump to relaunch.

Frequently Asked Questions

How do I find a ‘local pilot’?

Ask the pilots you see here how much they have flown the site, and who you should talk to for a site introduction. You need to take responsibility for yourself when acting on the advice from others. It is always useful to cross-check any information someone may give you.

What should I do if the wind gets too strong and I start going backwards?

First of all, think rather than panic. Second, focus on getting lower and away from the ridge. Immediately use your speedbar or trim tabs to increase your airspeed, and keep off your brakes. If you are well ahead of the ridge, you probably want to pull Big Ears, while staying on the speedbar, to get lower in the wind gradient. Keep in mind that Big Ears may increase drag, thus decrease airspeed. You may lose ground at first, but once you’re lower in the wind gradient, the windspeed should be less, and it will be easier to penetrate.

In cross conditions you may be able to fly downwind along the beach, losing altitude and land on the beach if it is big enough. Do not fly back into bowls. This makes the situation much worse because the wind venturis in the back of bowls and gaps. If you are able to penetrate, then fly out in front of the lift band, and use Big Ears and/or wingovers to descend in the laminar (non-lifting) air. When you have reached an altitude just a little higher than the LZ, carefully fly back to just in front of (west) of the LZ, making sure to initiate the turn out well in advance. Using a combination of Big Ears and speedbar, descend to the LZ (which may be the beach in this case). Once again, do not land in the water.

Once on the ground, get your wing out of the air as soon as possible to avoid being dragged along the ground. Use your C risers or B risers to quickly deflate the canopy.

If the wind direction is straight in and you find yourself unable to penetrate out and down, there is a point at which you must make a decision. If you are being blown back over the Westlake cliff despite using your speedbar or trim tabs, you may have to turn downwind (East) and find a spot to land. This is not a trivial thing. You may be rotored when you try to land. There are also many obstacles at the top of the Westlake cliffs including power lines, houses, a major road with fast moving traffic, parked cars, trees, etc. Pilots have been blown back into all of these, some suffering significant injury and one fatality.

Local pilots fly the site all the time, in all sorts of conditions, and never get close to being blown back. The best way to cope with blowbacks is to never give them an opportunity to occur.

What should I do if I screw up my launch or landing, and I start getting dragged backwards?

Immediately begin pulling in on one or both brake lines or rear risers, hand over hand, until the pressure lets up, while running towards the wing. If you’ve fallen down, focus first on pulling in the brake lines, then try to roll over onto your feet, and get up and run toward the wing. This procedure should be practiced under instruction before flying the Coast.

How do pilots screw up?

Nearly all accidents have a pattern where a bad decision leads to a bad situation, and then subsequent decisions and actions (or lack of) keep making things worse and worse. In most cases this happens because of lack of experience leading to panic. Thinking ahead and keeping several options open is the best way to prevent bad situations from developing in the first place.

What is the flying season here?

The summertime onshore flow is caused by the thermal low in the Central Valley pulling in the marine layer off of the Pacific through gaps in the Coast Range. This site is well situated to take advantage of these winds. During the rest of the year, soarable conditions occur on the edges of passing storm fronts, which call for a lot of observation and local site knowledge to fly safely. An excellent reference book on local climatic conditions is Weather of the San Francisco Bay Region, by Harold Gilliam.

What about paramotoring?

Not welcome. The noise draws complaints from the neighbors. No motorized vehicles are allowed in the Mussel Rock area.

Will this site be regulated?

The primary focus of the local flying community is to have a good safety record. If we are successful in self-regulating this site, we hope that the current situation will continue indefinitely.

Why will I see people flying, but I’m advised not to fly?

Several reasons. An experienced local pilot on an advanced wing has more options and can fly in a wider range of conditions than an intermediate pilot on a slower wing. When the conditions are very strong, often the local pilots are on the ground, wishing the pilots in the air will soon figure things out and land.

How can I become familiar with coastal flying at this site?

Practice is the key. In order to understand coastal flying at this site, you need to spend many hours slowly and steadily working on your ground handling and soaring skills. This is not something that happens overnight. Being an experienced thermal pilot does not mean that you are an experienced coastal pilot as some of the skills and experience are different, though related. Having a killer forward launch won’t get you off the ground in strong coastal winds. Getting high may be great in the mountains but can be disastrous on the coast. Developing the necessary skills makes coastal flying enjoyable and makes you a safer pilot.

Originally written by Chris Northcutt - 1995
Updated by Ron Thompson - 1996
Updated by Ann Sasaki - 1997, 1998, 1999, 2000