How to start racing in cross-country.
The word "race" has a completely different meaning in paragliding than the one I know from running, triathlon or ski jumping. And since I hear irrelevant reasons from beginners why they shouldn't go to races, I tried to write down my feelings and impressions in a way that a pilot without experience could get a better idea of the races. I added a few personal tips on how to choose the ideal race, how to register for it and what racing tactics worked for me in the beginning.
Why participate in races?
Many excellent pilots have competed in cross-country races: Chrigel Maurer, Alex Robé, Karel Vrbenský, Tomáš Brauner, … and many others. Some of them didn’t do very well in the races, I won’t name Karel, but they still see them as an important experience. The race will teach you skills that a regular solo pilot has a hard time acquiring:
- Learning to fly in less than ideal conditions (the flyer stays at home, and a weaker spot on the track will likely land him/her)
- Determine when it is safe to accelerate (the overspeeder usually accelerates at any cost)
- Learn to cooperate in flight (a flyer tends to fly alone)
- Better understand thermals (you can analyze surrounding areas at the same time, which doesn't happen very often during flights)
- He flies to places he wouldn't normally look (which will give him a new perspective on how thermals work)
I still vividly remember how I shook my head in disbelief in Kruševo, wondering why I was going up a hill, only to then fly over 80 kilometers on a school wing in clearly "unflyable" conditions. After the races, I arrived in the Czech Republic, and in the following 3 flights, I flew 3 triangles of 50+ km on my B-plane, which I had only dreamed of before, which at the last moment also secured me a victory in the Rozlet category.
When is the ideal time to start racing?
A pilot should definitely be able to:
- manage the start even in worse conditions (e.g. crosswind or gusty wind)
- reliably dial the riser
- landed a few times in unknown terrain (budget error not included)
On the contrary, if a pilot has already flown several hundred flights on easy terrain (Kobala, Bassano), but for some reason is not doing well elsewhere, yesterday was too late.
A special situation can be considered when the pilot is worried about returning to the car in the event of a breakdown. Even small races are an excellent tool for severing the "umbilical cord" and subsequent recovery.
What to expect at the race?
Cross-country competitions are mainly a social event for most participants, if only because most of the time the pilot is waiting (for the start, for the weather, for the pick-up, for the results...). A traditional task is flown for about 2 hours, i.e. the slower ones will be in the air for about 4 hours a day on a nice day. The competition usually takes place for 3–7 days, with a different competition task flown each day, depending on the current weather conditions.
In the event of inclement weather, the organizer provides a voluntary replacement program, hiking, canoeing, swimming, paintball, etc.
You don't fly for points in the CPP, so even if you give an excellent racing performance, don't expect a point bonus. Xcontest will normally show 50–80 km even with a 100 km competition task. Also, clock chasers will be downright frustrated waiting for the start in conditions when you can already fly. It helped me to forget about the CPP and the clock, and learn to fly to the finish with others, but I can't guess whether it is possible for ambitious pilots.
How the race is going
In the morning I get up, have breakfast and check WhatsApp or Telegram to see when the meeting is or whether it has been postponed due to the weather. The toilet becomes a strategic place, especially if it is not directly at the start. I pack the devices that have been charged overnight, to be sure I check the presence of the necessary equipment in the backpack and try to be on time for the export/hike to the start.
At the start I wait for the briefing, in the meantime I unpack and prepare my equipment so that the rest of the preparation for the start does not take me more than a few minutes. Since there is usually enough time, I thoroughly check the knots on the lines and then cover the wing again.
After a briefing, where I learn about the track and current conditions, I record the track on my phone and sooner or later I start. In the air, I feel the conditions at various points around the start and gradually try to take the most advantageous position.
After the start, I fly to the finish line, unless I dodge along the way.
After landing, I report my location, pack my things, and wait for the pickup. I usually eat a packed snack while I do this. If more than one pilot lands at the same place, we share our experiences and knowledge from the flight.
In the evening I take a shower or bath, have some food, charge my devices, change smelly clothes, air out my shoes, analyze my flight and especially the flights of better pilots, and rest. Pilots socialize and have fun, each according to their own taste.
On the last day of the race, I will go to the podium, or applaud the more skillful pilots.
What do I need?
In principle, I only need certified mandatory equipment, in the Czech Republic with a valid technical license for the wing. From the documents, I also need a so-called digital FAI card (issued by the PG Association), and an IPPI level 5 card (issued by your instructor), which says that I can land safely in unknown terrain. These costs are in the order of hundreds of crowns.
A 2m radio for instructions from the organizer during the flight or possible communication at a location without a signal. It must be unlocked even outside the amateur radio band, which all cheap ones usually have.
I also need a device that will allow me to enter a racing task. All I need is a phone and the xctrack free app, or flyskyhy+racing plugin from Jablíčkářů. Cheaper GPS devices usually don't allow this, but I can always buy an extra case and a self-adhesive Velcro for my phone.
You can also compete on EN-A gliders if you accept that you have no chance of winning. Personally, I raced on EN-Bs for the first few years, and often beat many pilots on more powerful wings.
How much does it cost?
Entry fees have far outpaced inflation in recent years and today typically cost 2500–9000 CZK per race, depending on the length of the race and location. The total cost comes to 3 CZK for the cheapest races in the Humny area. For races within driving distance, I would calculate 1–2 CZK per day if I am saving. If I indulge or have to travel by plane, one race will cost me 20–50 CZK.
Many pilots value the experience gained more highly and therefore cheaper than flying solo. The hypothesis is that despite the high price, the vast majority of races are fully booked.
How to choose a race?
Certainly depending on financial possibilities and the equipment I fly with.
If I have deep pockets, the Czech League is usually the cheapest. On the other hand, races in our conditions are often "just" an effort to fly together and I was significantly moved by the Czech Championship in Kruševo, where I flew for seven days straight. The race starts as soon as registration is completed, but fortunately it is not so busy after the Covid subsides.
Any race within driving distance is cheaper than air travel. In terms of cost, poorer countries within driving distance are very interesting, probably the most famous are Bulgaria/Sopot, and Macedonia/Kruševo, but many Austrian and German races also allow reasonable camping in the parking lot, so costs can be kept relatively low.
The ideal entry point for EN-A to EN-C pilots are competitions designed specifically for these wings. Today: Ozone Open, SRS, Flymaster open …, in the past Serial Cup. They are usually held on easy and reliable terrain, but you pay extra. On the other hand, you can usually win interesting prizes in a raffle, and they often include a public analysis of the day from an experienced pilot or a few top pilots on school wings, who will fly you an hour anyway.
Then any race where there are less than 60 points for the winner is suitable. This usually guarantees that there are enough pilots for a beginner to be able to compete. The number of points for the winner can be found on the tab FORECAST on the details of each race. In simple terms, the points system calculates the world ranking of registered pilots (better half) vs. the world ranking of the best pilots (same number). The theoretical maximum is 120 points for the winner, the minimum is 20 points for the winner.
There are specific nomination criteria for the PWC (Paragliding World Cup) and its Superfinal, which I will not detail. In other words, these can be safely omitted. The Pre-PWC, on the other hand, is a de facto regular race and can be included in the selection.
I searched YouTube for videos of takeoffs and airdrops in terrains I was unfamiliar with. To this day, I don't like rocks (the air kicks there), short takeoffs, shallow hills, and especially places with few landings, and YouTube always told me whether and to what extent I should expect that.
It is ideal to go with several people and share the costs of travel and accommodation. On the race website you can see who from the Czechs is registering, as well as who has already paid, and contact can usually be found through acquaintances.
Some races may be cancelled or the experience may be reduced by bad weather. This is simply part of our sport and no one can prevent it. In the event of a cancellation, the organizer often refunds most of the entry fee, and in the case of a free cancellation option, it will cost a few tens of euros. I never expect 100% efficiency and I always have a backup program.
In short: Evaluate the location, overall costs, and quality of the plant based on your experience. 
Tips for succeeding in a race
Good advice as gold. Personally, I would recommend that on less powerful wings, the race be seen as just a joint flight with the aim of learning something and ideally getting to the finish line.
Identify difficult spots where you should definitely gain altitude (before a valley jump or a turn on flat ground against the wind). Don't be afraid to ask anyone about such spots, every pilot in waiting mode will be happy to advise anyone.
The position in the air half an hour before the start is not very important, so as not to be unnecessarily nervous or aggressive. However, in the last 10 minutes you should not change the starting point or look for a riser, because then you probably won't be able to make the start on time, which is not a tragedy either.
When others in the climb above you go for a jump, it's a good idea to calmly turn above(!) their height. If you don't do this, you'll usually cry quickly!
In planes, it is better to fly in a group than alone. If you are flying alone, and you don't know where to go, it is better to fly the shortest route to your destination.
In the mountains, flying solo along a ridge is much easier, so sometimes it's okay to try something other than gaggle and compare the results.
If there is a delay somewhere, don't hang your head and just try to get up. Under the cloud 30 minutes later you find out that you are still not the last one.
After a flight or a crash, look for what could have been done differently compared to more successful pilots on the same wing category.
Don't take unnecessary risks, damaged equipment or health is not worth winning the race.
Celebrate every goal.
How to register for the race
I'll take a look. stránky and I choose a race that interests me (I recommend filtering out only xc paragliding). Since the selection criteria differ, I register everywhere as soon as possible. In some places, the time of registration is decisive, in others, the position in the world ranking, and often certain groups of pilots are somehow favored (Czechs in the Czech League...) and often it is a combination of everything. If I really want a race, I read the selection rules in detail and, if necessary, note the registration time in the calendar. Most races are listed in winter, January - March), but you can register for unfilled races at any time. Some races link to other sites, but all races should be searchable here.
If I get selected, I'll get an email to pay. I'll decide if I really want to go, pay, find accommodation and I'm done (or I'll get an IPPI + FAI card and check my insurance).
Representation
The team is selected according to the world ranking, i.e. the 4 best races, and to qualify for support from the association, 80–120 points per season are sufficient, depending on the season. The tricky part, but also the advantage of the system, is that the value of points from the race decreases over time, very slowly at first.
The association is legally obliged to provide representation, so it can contribute to selected pilots for some races, but in terms of total costs at this level, one can expect rather symbolic financial support. After recent investment subsidies, it might be more interesting for someone to obtain the right to borrow a racing wing, seat, device or bookmark.
The current ranking can be found here.
Summary
After my racing experience, I am definitely a more versatile pilot. I can fly over when there is a blanket, a stronger wind, no clouds, I have to go to leeward somewhere... I always fly something. That was my main motive and I fulfilled it perfectly.
Today, I find racing to be a more interesting form of flying compared to waiting for perfect weather and then trying to fly the route like a thousand pilots before me, just trying to stretch it a bit. This way I get to see places I would never fly as a cross-country flyer, which I consider a great added value.
I also met many new people, some of whom became my new friends, which is priceless.
About the author
I am definitely not the best racing or cross-country pilot. As a participant in more than 50 races of all levels, I have collected some medals, across almost all categories, except for Women and Juniors.
Author: Petr Kožíšek
Prepared by: Klára Hadašová
