No. 352 The Magazine of The British Hang Gliding and Paragliding Association

No.
352 AUGUST 2018

The magazine of the British Hang Gliding and Paragliding Association
Contents
regulars
4 attitude: Simon Blake
THE BHPA LTD 8 Merus Court, Meridian Business Park,
6 news Leicester LE19 1RJ. Tel: 0116 289 4316.
10 safety matters Skywings magazine is published monthly by the British Hang

Gliding and Paragliding Association Ltd to inform,
educate and entertain those in the sports of
12 dead centre Paragliding and Hang Gliding. The views
expressed in this magazine are not necessarily
14 pilot profile: Harry Bloxham those of the British Hang Gliding and Paragliding
Association, their Council, Officers or Editor. The
16 product news Editor and publisher accept no responsibility for any
supposed defects in the goods, services and practices
represented or advertised in this magazine. The Editor reserves
18 comp lines the right to edit contributions. ISSN 0951-5712
SUBSCRIPTIONS AND DELIVERY ENQUIRIES Tel: 0116 289 4316,
24 hang points e-mail: office@bhpa.co.uk Online: www.shop.bhpa.co.uk.
30 airmail THE EDITOR Joe Schofield, 39 London Road, Harleston, Norfolk

IP20 9BH. Tel: 01379 855021. E-mail: skywings@bhpa.co.uk.
42 calendar COVER PHOTO Richard Sheppard cruises his Aeros Combat L

over Defford, Worcs Photo: Richard Sheppard
43 caption competition THIS PAGE Colin Fargher test flies Ozone’s new Rush 5 at Villers
Poz, eastern France - full report on page 33. Photo: Colin Fargher
reviews DESIGN & PRODUCTION Fargher Design Ltd. Killane House,
Ballaugh, Isle of Man, IM7 5BD.
26 1st impressions: SkyMax Star paramotor
PRINT & DISTRIBUTION Newman Thomson Ltd, One Jubilee Rd,
innovative machine with flexible fuel tank Victoria Ind. Est, Burgess Hill, RH15 9TL.
34 Flight test: Ozone Rush 5 ADVERTISING Tel: 020 7193 9133 Email: colin@skywingsmag.com
top-end B with top-end XC performance Online: www.skywingsmag.com.
SKYWINGS ONLINE Go to www.skywings.bhpa.co.uk. For the
features August issue enter the username August_2018 and the case-
sensitive password ##~E*2j
22 para-care, part 25 For the September issue enter the username September_2018
SIV and pilotage and the case-sensitive password c1Pr#w6
DEADLINES News items and event/competition reports for the
28 confessions of a paraglider pilot October 2018 issue must be submitted to the Skywings office by
bishops, power cables and quirky people! Monday September 3rd. Letters for the September Airmail page
should arrive no later than Friday August 17th. Advertisement
36 Madagascar is unique! bookings for the September edition of Skywings must arrive by
the best para-adventure so far Thursday August 9th. Copy and classified bookings no later than
Thursday August 16th.
2 AUGUST 2018 www.skywingsmag.com

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attitude
A new-site protocol SIMON BLAKE, LONGTIME NORTHERN XC PILOT AND AUTHOR OF ‘PREPARE TO FLY’
One of the great joys of flying a paraglider is the fact that you can take it literally anywhere, pretty much all the
time. Once you’ve seen every nook and cranny of your local hill(s), it’s easy to venture out of your local area and
visit sites around the country and sample the delights of terrain you’re unfamiliar with. A neighbouring club’s site
or the region you’re passing through might offer better conditions on the day than any hill you’d normally
frequent. Once you get really savvy with weather prediction and start chasing the points in the XC League, making
the pilgrimage to a reliable spot for big distance might become your thing. And if you’ve ambitions to competition
you might well want to suss out the lie of the land in advance.
One of the great downsides of flying a Site rules are not just for the • Where am I supposed to land?
paraglider is the fact you can take it landowners’ convenience, though – there
Is the landing field fixed, or do I need
literally anywhere, pretty much all the are safety considerations too. Three of the
to ask permission on the day and find
time. You can turn up to a site you’ve best sites in the north half of England for
out which one to use?
never seen before, hike to the top, unpack, 100km+ flights are Bradwell, the Long
set up and be in the air in a matter of Mynd and Parlick. Each of these superb Are there issues with the landing field
minutes. You can fly around to your XC sites exists in very close proximity to a I need to know about – local conditions
heart’s content, as low or high as you like, tow-launching sailplane field. It is vitally dictating a cautious approach? Power
set down in any likely looking field and be important for everyone’s safety, and our cables I need to know about?
off, with nobody any the wiser. continued ability to use these launches,
that visitors make themselves familiar • Where can I not land?
You can … but you shouldn’t. Not just
with the issues surrounding flying at Is there a field or other area near
because of airspace (and we all know not
these places. the flying site which has particular
to infringe airspace, right?). The situation
in most of the UK is such that launches It is therefore incumbent on any sensitivities?
and landing fields are available to us due responsible pilot to make sure they If you can’t answer (and abide by) all of the
to the permission of the landowners, and understand all of the following before above about a site you’re planning to fly, you
in many, many cases that permission flying a new site: shouldn’t take off. Not just because you
comes with conditions attached. These might cause trouble for yourself, but more
• Can I fly here?
may be simple (‘Paid-up local club likely you’ll cause trouble for the other pilots
members only’) or complex (‘Site open to Is this a negotiated local club site? for whom that hill might be their local.
non-members but only up to six times a
year except between March and May, If so do I meet the criteria to fly it – In 2018 there isn’t really any excuse – we
except Saturday. Avoid a zone 200m round being a member, or a member of a all have the internet in our pockets. All
the white farm building, find out which club with reciprocal rights if they’re clubs should have a presence on the web
landing field is open from the house at required? through their own site or Facebook (or
the end of the road and put a windsock in both), and their site guides should explain
If not, is there a good reason why
the field to show which one’s open). These all that a visiting pilot should need to know.
it’s not? (Answer: there probably is …)
conditions are usually the result of Club officers’ contact details are (or should
painstaking negotiations between the • Where am I supposed to take off from? be) available if you need one-to-one advice.
landowners and the unpaid volunteer site
• Where can I not take off from? When I proposed to Skywings that I should
officers of the local clubs. The
write this in response to some unfortunate
relationships are maintained thanks to • Where can I not fly?
incidents at my local site, the Editor’s
the good behaviour of local and visiting
Are there any local airspace response was ‘It’s as old as the hills – but it
pilots and the occasional club-subsidised
considerations not covered by an still needs saying!’ I make no apology for
gift at Christmas time.
airmap? saying it again.

Lovely Weather Reserves
You may have noticed For 2018 I am stocking Charly, Apco and Independence
that my business reserves, so as to give my retail and trade customers the
methods are not maximum choice.
normal. I like quirky
These brands have sold tens of thousands of reserves,
things, and quirky
and have many hundreds of successful deployments to
people too. So a round
their credit. When all is said and done, that is what counts!
of applause for Martin
Gooch, who is building My own deployment was beneath a Charly Revolution, and
a VJ11 biplane glider. I regard that reserve as having saved my life - it was
The VJ is an ancient probably my best ever investment. Read the full account
design that weighs 115 on my website, or just ask me about it! www.turfhouse.com
lbs, so Martin may find
his white SMFC
speedarms keep him
Great flying weather lately. Aces have been setting cooler in the heat of summer. He also chose wisely in
records, but I’m happy just flying stock used gliders. This opting for a Charly NO limits helmet – no half
rare and very special Finsterwalder Funfex, which I test measures: www.turfhouse.com
flew at beautiful Bossington, packs down to just 1.95m.
It flies really well, but will probably be sold by the time There’s quirky. There’s
you read this. A good choice for first time pilots. “interesting”. And then
there is Jeremy Soper….
He missed the BOS in
favour of working
towards his degree,
resulting in First Class
Honours, With Distinction
from Cambridge - and a
job offer! He then spent
two weeks hitch-hiking
through the desert in
Morocco before setting
off for two weeks flying
in France. Here you see him collecting the Condor’s
Winter XC League trophy and some spare uprights.
It has been warm, hasn’t it? That’s my excuse for Jezzer summarised the
appearing to be asleep in command of my Cure whilst a flying trip as follows:-
few hundred feet above gorgeous Branscombe. It was “20 days, 15 flights, 13 Charly Second Chance from £399 Charly Revolution, from £480.
also sunny, so perhaps it was the glare? Check out my outlandings, 12 self-
blog at www.turfhouse.com retrieves, 4382 km
driven, 489 km flown,
24h34m airtime, 7 sites,
umpteen kg oats, 6 malt
loaves, 1 night spent in
my harness and 0
chipped teeth. A fine
trip, courtesy of Simon
Murphy’s Flying Circus
for generous provision of a most excellent wing.” Not bad
for a glider that is for sale for £495! Make me an offer….
Apco Mayday HG from £415
I’d love to be able to give
top pilots more support,
The Funfex may be sold (£1600) but I have a great but this isn’t the most
selection of hangies for new pilots. This very smart lucrative occupation. In
Target is under a grand, and there are also superb the past I have supported
Falcons and a Rio : www.turfhouse.com Grant Crossingham,
whose second place at
the Europeans was a
triumph for an absolutely
top bloke - and pilot. In
paragliding, I give a little
support to XC star Wayne Charly Clou2 from £490 Independence Annular Evo,
Seeley, seen here skying from £545
out in his Charly Helmet: The NEW Charly
www.turfhouse.com Diamond Cross,
My website is laden from £670
with new and used
stuff. Some may
seem to have a
I also sell more advanced wings. My gorgeous BGD limited appeal – like
Cure is up for sale – make me a sensible offer. Check this full-house mylar competition hang gliding harness,
out my lists of new and used gliders on the website, but there is always somebody out there who wants
because stock is changing regularly. I may have just the something a little bit different. Particularly when it is
01404 891685 www.turfhouse.com

glider you want! www.turfhouse.com under £300! Have a look: www.turfhouse.com
call:
Turfhouse, Luppitt, Honiton, Devon, EX14 4SA. Email: simon@turfhouse.com
news
300km for Carter!

On July 15th Richard Carter finally cracked the 300km barrier.
Launching on his Ozone Zeno from the Elan Valley at 11am, Richard
threaded his way around Manchester airspace, routing via
Sheffield, Pontefract, Selby and York to reach the coast at
Cloughton, just north of Scarborough, well after 7pm. 301.71km
secures the UK's first 300km flight and the UK record set by Alex
Coltman last year at 281km. Richard has now held the UK open
distance record a total of nine times! Full story next month!
Snake sets engine-off

XC record
On June 15th David Broom took off from Sandy in Bedfordshire on
an Airplay Snake/Grif 3DC nanolight trike. 25 minutes later he
switched off his engine and flew under thermal power only. Just
under an hour and three climbs later he came to earth at Mepal in
Cambridgeshire having set the initial record in the FAI’s microlight
distance-in-a-straight-line-without-engine-power (RWL1T) class. David
has lodged a distance of 34.54km with the FAI but it’s not clear if he
has ticked all the boxes for a successful claim. Nevertheless his flight
has set the ball rolling on what can be achieved with a nanolight
machine using thermal power. David switched off at 1300ft and
achieved a max.height of 4600ft, landing engine-off in a remote field
Alex completes the 6
before hopping down the road to his base at Sutton Meadows. No
previous record has been set in the solo flexwing class and, if
accepted, his flight will become a new British and World record. David
Peak Challenge
says, ‘I wanted to show hang glider and paraglider pilots that their On June 26th - 27th Alex Colbeck completed his self-imposed 6
experience can be enhanced by flying a nanolight trike. I even landed Peak Challenge – to climb and fly from the well-known ‘three
out in a small field to demonstrate that this is still perfectly feasible peaks’ of Ben Nevis, Scafell Pike and Snowdon and the three
with a trike unit. 34km is only a modest distance and the aircraft is Yorkshire peaks of Ingleborough, Whernside and Pen-Y-Ghent
capable of much more. I was a bit late taking off and then had to race inside of 24 hours! Starting with Ben Nevis, Alex pushed on to
to keep ahead of some overdevelopment – if I’d launched earlier I’m Scafell Pike before tackling the Yorkshire peaks, finally completing
confident I could have reached the coast. And, aside from using the his epic trip by climbing Snowdon and flying down. The 15,000ft
engine to self-launch, it’s much more fun flying to and from your and 17 miles of climbing has never been done before. Alex was
favourite site than driving there!’ We await the next record flight with raising money for the British Tinnitus Association and Yorkshire
interest. If the FAI update their record procedures it will become much Air Ambulance; for more info and to donate go to
easier for pilots in all classes to show what they are capable of. www.6peaks.co.uk.
from many manufacturers, only Bräuniger’s

UK Icarus X Series Compeo/Competino/IQ/Sensbox range, Another First
postponed Flymaster’s B1/F1/GPS/LiveTracker/Nav range,
Flytec’s 5020 - 6030/Connect/Element/Sensbox Flighter!
range, Naviter’s Oudie 3 and 4, Skytraxx 2.0,
The UK round of the Icarus X Series, due 3.0 and Vario, Skybean’s Skydrop and Android Congratulations to John Quinn who has just
to have started on June 29th, has been phones running Mycloudbase Tracker, achieved his Elementary Pilot qualification
postponed till Friday August 17th. The XCTrack and XC Tracer will be accepted in FAI with First Flight Paragliding, Northern
paramotor race, scheduled to take place Category 1 competitions for flight data Ireland. ‘Well done John for making quick
across Devon, Somerset and Dorset, was stood recording. The full list is at progress in less than ideal conditions!’
down due to forecast strong winds. ‘The www.fai.org/sites/default/files/civl/documents/ reports First Flight CFI Bertie Kennedy.
potential for gusty conditions has forced our cat_1_instruments_e2018-07_bw.pdf.
hand,’ said organiser Dan Wedgewood. ‘The
windows of lower wind speed lost out against
the likelihood of instability and strong gusts Dust devil podcast
across the region.’ To join the 30 pilots that
have already signed up, go to In her latest podcast Judith Mole talks to
www.icarustrophy.com for details. US XC record-breaker Matt Senior and X-
Alps and X-Pyr protagonist Jesse Williams
FAI-compatible about dust devils – not just their dangers
but how to recognise them and how to
instruments use them. It’s of at least as much
relevance to hang glider pilots as it is to
paragliders. Judith’s 70th release marks a
CIVL has released a list of flight instruments
decade of podcasting since the first ones
approved for FAI Category 1 events. Those
from Kai Coleman, Richard Westgate,
listed are compliant to the instrument
Nicky Moss and Mark Dann appeared in
specification approved by the CIVL Plenary in
2008. All Judith’s podcasts are available at
February 2018. In the absence of declarations
www.theparaglider.com/podcasts.

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news
from before 11:00 until after 19:00, and set a few days later, has been cancelled as
Record day at some climbs went to over 7000ft. If we get no dossier was received in time. Sasha will
Sutton Meadows a repeat of such a day there's an even
bigger triangle available!' Hats off to the
have to be content with the four other
records she set at the Flatlands, all of
Cambridgeshire Aerotow Group, who which await ratification.
An exceptional day at Sutton Meadows on currently lie second in the National Club
Sunday July 15th. After many consecutive Radio licences from Ofcom. The CAA
XC League. Taka's flight accrues to the
days of pure blue, an excellent RASP administers radio licences for UK aircraft
Southern club who are lying third!
prediction proved remarkably accurate. and ground stations on behalf of Ofcom.
With cumulus at a good height from about From November 2018 Ofcom will issue such
10:30am onwards, most pilots were able to In brief licences itself; the two agencies are now
release at well below 2000ft. Kosaka working to achieve a smooth transition.
Takatoshi broke his recently established British Paramotor Open dates. The British Aviation radio frequencies are assigned by
(152km on June 24th) UK defined-triangle Open Paramotor Championships will run at the CAA and this will not change. More
record with a six-hour, 171km flight, Worleston, just west of Crewe, from detailed information will follow shortly.
landing back at the field just after 18:00. Wednesday August 29th to Sunday
New European record. French pilot Martin
Andy Keyte made a 116km triangle; Richard September 2nd. Competition flying will
Morlet claimed the previously-unset
Hunt flew a 90km triangle; Jeremy Maddox begin on August 30th. The event director is
European paragliding free distance (up to
did a good out-and-return and a duration Paul Smith and the comps director will be
three turnpoints) record on June 22nd.
PB at four hours; and Rob Hawkins flew Barney Townsend, with tasks aligned with
Martin’s flight, aboard an Ozone Enzo, was
upwind to the field next to his house the entirely new XC format laid out in his
372km from Conflans-sur-Seine east of
having taken off after 15:30. Charlie Rethinking the British Paramotor
Paris to Rodez in l’Aveyron.
Richardson: 'I think over eight hours of Championships article in March Skywings.
flying was possible. The lift was usable More details are at www.ppgcomps.co.uk. Russ 4th in PWC. Ozone’s Russell
Ogden finished fourth at the Italian PWC at
BHPA AGM. Following an Exec decision to
Gemona in June. Russ, flying an Enzo 3, was
BHPA 500 Club find a new venue for the AGM unconnected
to the BGA AGM at Nottingham – alongside
only 19 points short of winner Juri Vidic’s
score after four tasks. the only other British
which it has been held since 2012 – next
WIN CASH PRIZES AND HELP THE pilot at the Gemona comp was Seb Ospina
year’s AGM is likely to be held in the
ASSOCIATION! who finished 39th.
Leicester area in February 2019. Full details
June winners of the new venue will appear next month. Small changes. As supplies of the old
As well as the Election of Officers, the circular BHPA membership stickers run
Russell Hicks £132.60 current Exec will report on their activities down the BHPA will shortly be issuing a
Brent Pullen £66.30 and members will be able to cross- smaller, rectangular version. The
Jonathan Browne £33.15 examine them on their achievements. Any Association is also looking into the use of
BHPA member thinking about seeking digital membership cards running on a
Neal Lewis £19.89 nomination for election should contact phone app in a bid to bring down
Chris Holmes £16.58 Chairman Marc Asquith or another Exec processing costs.
Andrew Burton £16.58 member to find out what’s involved. The
closing date for nominations will appear in Skywings online. The online version of
Mark Manwaring £13.26 this (August) issue of the magazine can be
next month’s magazine.
Sebastian Nicholls £13.26 found at www.skywings.bhpa.co.uk. Enter
Shasha records cancelled. Sasha the username August_2018 and the case-
Arthur Bentley £9.95
Serebrennikova’s claim for Corinna sensitive password ##~E*2j. For the
Mike Hibbit £9.95 Schwiegerhausen’s 2017 hang gliding September issue enter the username
BHPA £331.48 straight distance record at 408.1km has September_2018 and the case-sensitive
been disallowed. Her flight, made during password c1Pr#w6. These details can also be
If by the time you read this you have not practice for the Forbes Flatlands in January, found on the contents page of each issue.
received your cheque, please contact me did not exceed Corinna’s distance by the Magazines with a cover date over six
on 07802 525099. required margin. And her 213.5 km claim on months old can be viewed online or
Marc Asquith
the free distance around a triangle record, downloaded without the need to log in.

Pilot Development
Structure update
As you’ll already be aware, the PDS was released to all CP+ BHPA
members in April. Login details were sent to the email address
you have on the BHPA database. Over 1,000 addresses bounced
and possibly more were obsolete; if you haven’t got your login
details please update your email address with the BHPA Office.
There is quite a lot of content already uploaded, but we have
only just started and new pages are being added every month.
Each addition or amendment is notified within the PDS, but in
addition we’ll pick out some highlights in a new monthly
section in Skywings. There are already around 150 Skill Pages
live on the PDS –but I’ll not list them all in this first month!
There have been some great recent additions to the XC module,
including Pat Dower discussing ‘The basics of getting away’ and
Justin Needham on ‘Trigger points’. Tony Johnston describes
‘Choosing the right equipment’ for dual flying, and in the Glider
Control module Steven Hope has some great stuff on ‘Strong
wind ground handling’. Judith Mole also has some wise words
on ‘The first ten hours after CP’ in the Decision Making and
Psychology Module.
Due to the practicalities of publishing, this column will always
be a few weeks out of date. For the very latest updates, log in to
the PDS at https://bhpa-pds.com and click on the alarm bell at
top right for all the notifications.
If you haven’t noticed, if you click on the Module title on the
Dashboard, there’s a short intro to that module with a list of the
Skill Pages which have been already been identified but not yet
written. There is plenty of scope for anyone who feels they could
contribute – please contact PDP@bhpa.co.uk.
The Competition Flying, Speed Flying and Powered Flying
Modules are particularly in need of some input. The Hang
Gliding structure is also in development and awaiting the
addition of content.
We are also concentrating on completing more Exercise pages
for you to demonstrate to yourself that you’ve really mastered a
particular skill. With lots more exciting content about to get
uploaded, why not make the PDS your first site to visit when
you’ve got five minutes ?
David Thomson, BHPA Pilot Development Panel
www.skywingsmag.com AUGUST 2018 9

safety matters
New powered hang gliding training syllabus

Pilots wishing to fly hang gliders under power have previously
had two routes to obtaining this BHPA rating. A conversion course
if they are already qualified hang glider pilots, or a conversion if
they are already qualified microlight pilots with the appropriate
licence. There was no option for a beginner to learn powered hang
gliding from scratch.
With the advent of sub-70kg wheeled trikes this situation
has changed significantly, and there is likely to be an increasing
appetite for new pilots (possibly those who may have only
considered paramotoring in the past) to gain a qualification to fly
these aircraft. We are aware of around 30 sub-70kg trikes being
sold, and no doubt several more are being home built.
The two routes above are still valid, and in fact if the pilot is
considering a foot-launched powered hang glider, having some
hang-gliding experience first is still the essential method. But for
wheeled aircraft there is now an opportunity to learn to fly these
from scratch.
Of course we have been in a similar situation before. In the early
days of microlighting it was very quickly realised that dual training
was the best and safest way to teach new pilots to fly weight-shift
trikes. The situation today is no different and the BHPA’s new
powered hang gliding training syllabus for wheeled aircraft
borrows heavily from the NPPL system, albeit with significantly
less onerous requirements to reach solo stage and obtain a rating.
The initial flights must be done dual, in a Permit to Fly microlight,
and a BHPA powered hang gliding Instructor is also required to
hold the appropriate CAA licence to be able to conduct this part of
the training. The new syllabus is available from the BHPA Office.
For more information about how to become a BHPA powered
hang gliding Instructor please contact: ian-currer@bhpa.co.uk
Deployment bag (D-Bag)

operations
The FSC have approved an operating procedure for deployment
bag launch operations for paragliders. The purpose of this is to
allow suitably-qualified pilots to launch from balloons or
helicopters in order to take part in approved flying displays. There
are however significant restrictions on who, where, and how this
can be done. These include:
• In the UK the dropping aircraft must hold a CAA permit to drop
parachutists
• The paraglider pilot must be suitably qualified (currently this
means holding a CAA Display Authorisation)
• The pilot must be equipped with a cut-away (BASE) emergency
parachute system
• The operation must be conducted in accordance with the BHPA
D-bag operations manual (available on request)
For more information contact ian-currer@bhpa.co.uk or mark-
shaw@bhpa.co.uk.
Hang glider Instructors’ course

A BHPA Hang Glider Instructor course will take place at
Woldingham, on the North Downs near Caterham, on October 14th -
20th. The course will prepare prospective instructors for future
examination to become a BHPA hang gliding instructor, subject to
further training experience at a school. It will cover tow, hill and
power training and be run by the BHPA Technical Staff; facilities
will be provided by Green Dragons. Eight pilots are already booked
on the course but there is still limited room for more; hang glider
Instructor courses are run only infrequently. For details, costs,
course requirements or to book a place, contact Stef Blankley at
stephanie-blankley@bhpa.co.uk or phone 0116 289 4316.

Formal Inquiry report summary
On June 22nd 2016, during a hang gliding disturbed his damaged hang glider, to and any other loose items must be
competition at Laragne, a mid-air collision which he was still attached. A BHPA Formal packed up, moved away or safely secured
occurred at about 200ft directly above the Investigation was convened to investigate from the helicopter’s downwash.
mountain known as Chabre. Both pilots lost the circumstances of the incident.
• Pilots should be reminded of the
control of their gliders and deployed their
The Investigation concluded that the collision importance of ensuring that their helmets
emergency parachutes. Both struck
occurred due to the failure of both pilots to are well fitted and securely fastened, and
Chabre’s north-facing cliff and slid down
maintain adequate situational awareness, and that they should not be modified by
the vertical rock face to the scree slope at
to monitor each other’s position so as to be attaching anything that could contribute
its foot. One pilot landed with only minor
able to avoid a collision. Three to the helmet being pulled off by catching
injuries, the other was seriously injured
recommendations were made, all involving on a wire, on a line, or on the terrain.
after his parachute either collapsed or was
publication of advice through Skywings:
damaged by contact with the cliff face. Both • Pilots should be reminded that there is
pilots lost their helmets, either during • In the event of casualty evacuation by no law, regulation or accepted protocol
parachute deployment or on contact with helicopter, all persons including casualties (with the exception of aircraft on landing
the cliff. The more seriously injured pilot should be disconnected from their gliders approach) stating that an aircraft must
may have suffered further harm when and emergency parachutes if possible. All give way to those at a lower altitude. They
downwash from an approaching helicopter gliders, deployed emergency parachutes should also be reminded that the most
important anti-collision rule is that, ‘…
BHPA Coaching and Instructor Courses nothing ... shall relieve the pilot-in-
command of an aircraft from the
Oct 20 - 21 Club Coach Pennine Soaring Club gkjones@btconnect.com 07590 010177 responsibility of taking such action ... as
will best avert collision.’
Oct 14 - 20 HG Instructor Woldingham, Surrey stephanie-blankley@bhpa.co.uk 0116 289 4316
Nov 10 - 11 Club Coach Sky Surfing Club kjdoick@gmail.com 07880 911409 The recommendations were all acted
on and articles appeared in these pages
Dec 1 - 2 Club Coach Scottish Federation tonyshep@clara.net 07799 483631
in September 2016 (helicopter downwash;
Jan 12 - 13 Club Coach TBC stephanie-blankley@bhpa.co.uk 0116 289 4316 helmet security) and March 2017 (pilot
Feb 2 - 3 Club Coach TBC stephanie-blankley@bhpa.co.uk 0116 289 4316 priority). The full report can be found at
www.bhpa.co.uk/documents/safety/formal_
Mar 9 - 10 Club Coach TBC stephanie-blankley@bhpa.co.uk 0116 289 4316
investigations.

dead centre ANDREW WEBSTER awebster168@btinternet.com
French Grand Prix

The first European Parascending Grand Prix of 2018 took place
on May 26th - 27th, hosted by Groupement d’Initiation au
Parachutisme Sportif (GIPS) at Persan Beaumont aerodrome near
Bernes sur Oise, about 50km north of Paris. The Grand Prix series
aims to discover, over three competitions, the best classic accuracy
pilot in Europe.
25 pilots attended the French leg. GIPS had, as usual, arranged for
practice flying over the three days prior to the weekend competition,
and this was gratefully accepted by a handful of UK competitors. The
UK contingent was Simon Sykes and John and Katie Lawrence (Scout
Rebels A); Dave Crowhurst, Jamie Robe and Don Bodill (who would
become the Three Mustgetbeers for the weekend); and Liz
Lawrence, Andy Tillsley and Charlie Grantham (Scout Rebels B).
The bookies would have probably predicted the top awards going
to the French competitors. Francois Barriot, Pierre Asteix, Bruno
Lautard and Thierry Vasseur are all capable of – and very familiar
with – monopolising the podium, but nothing could be taken for
granted with Dave, John and Simon present.
Three rounds were completed on the Saturday in sunny conditions
with temperatures reaching 30 degrees! Vehicle tow was used for the
squares and a payout winch for paragliders. Simon Sykes took the lead in the
first round on his paraglider, being the only person to score a DC, and was joint
leader in the second round when Pierre Asteix matched his scores of a DC and
1cm. Dave Crowhurst (5cm) was second placed Brit followed by John Lawrence
(11cm) at the end of the second round. A second DC in the third round allowed
Pierre (1cm) to stay in the lead with Simon (5cm) dropping to fourth. In the third
round a wind gradient caught out a few pilots including Dave Crowhurst, resulting
in a 237cm score and allowing John Lawrence (15cm) to become 2nd place Brit,
followed by Katie Lawrence (24cm).
Another hot sunny day on Sunday allowed the completion of another two rounds
with Simon Sykes pushing the French hard for a podium place. Pierre Asteix (3cm)
scored 2cm to hold on to the lead in the
4th round and was followed by French
pilots Bruno Lautard (4cm) and Thierry
Vasseur (7cm). Simon Sykes (9cm) held on
to 4th place with John Lawrence (19cm)
and Katie Lawrence (27cm) making up the
top three Brits. In the 5th and final round
Bruno Lautard scored a timely DC to take
the win off Pierre Asteix (2cm). Simon
Photos: Arthur Bentley
Sykes retained 4th place with 3cm to take

the best paraglider pilot award. Katie
Lawrence was best female and Pierre
Asteix best junior.
Many thanks to Jacques Lecamus and his
team at GIPS for another great, well-
organised competition, and an excellent
barbecue on Saturday evening. Also
thanks go to Nikki Bodill for again taking
on the role of Chief Judge, and to Jess
Coghlan and Gary Ounsworth for judging.
Individual results
1 Bruno Lautard France Parafoil 2000 / 250 0.04m
2 Pierre Asteix France Parafoil 252 0.05m
3 Thierry Vasseur France Eiff Classic 0.10m Main image: John Lawrence, second-placed British pilot
Inset: Bruno Lautard, individual winner at Persan Beaumont in May
4 Simon Sykes GB UP Ascent 3 0.12m
Team results
8 John Lawrence GB Eiff Classic 238 0.25m 1 GIPS A France B Lautard, P Asteix, T Vasseur 0.19m
10 Katie Lawrence GB UP Ascent 3 1.46m 2 Scout Rebels A GB S Sykes, J Lawrence, K Lawrence 1.83m
12 Don Bodill GB U-Turn Evolution 2.19m 3 PTB France F Barriot, E Simonin, R Lecamus 1.96m
13 Dave Crowhurst GB Parafoil 2000 2.45m 4 MGB GB Don Bodill, D Crowhurst, J Robe 8.06m
14 Jamie Robe GB Parafoil 252 3.42m 5 LTDDD France A Nogueira, L Bouillaud, L Jaguelin 13.83m
15 Charlie Grantham GB Harley 288 5.54m 6 Sky Rebels Netherlands S Mahinda, J Otterspeer, A Bons 25.79m
19 Andy Tillsley GB Sol Atmus 10.06m 7 Falcon Rebels Netherlands J Reijden, H Coumans, A Harder 27.09m
22 Liz Lawrence GB Sportlite 255 12.50m 8 Scout Rebels B GB C Grantham, A Tillsley, L Lawrence 28.10m

MID WALES PG CENTRE
COURSES 2018-19
Morocco EP, CP &
post CP 3rd - 17th
November
14, 10 and 7 day courses
available. Struggling to
finish your CP or are you
already qualified? Come
and join us and we’ll work
on your weaknesses, keep
you learning with new
techniques to build your
confidence and help polish
off those rough edges.
Kamshet, India Post

CP 19th January -
2nd February 2019
The next leg of the Grand Prix series will be hosted by the BHPA This course is for qualified
Accuracy Panel and Birdwings at South Cerney airfield over the CP pilots + 10 hours. Based
UK August bank holiday weekend (August 25th - 27th). The final in the hills of western India,
leg will be hosted by Sky Rebels at Numansdorp, Netherlands, on off the tourist track, this trip
September 8th - 9th.
Report by Arthur Bentley will be filled with exotic
secnes, spicy food,
sunshine and amazing
Classic Accuracy Nationals memories.
The 47th Classic Accuracy National Championships will be held
at South Cerney, Gloucestershire on the August bank holiday Morocco EP, CP &
weekend (August 25th - 27th). As noted above, the
competition is also the British leg of the European Grand post CP 2nd – 16th
Prix and there will be stiff competition from our French
and Dutch friends for the international honours. The March 2019
competition will be a tow-launch event open to pilots of
both parascending and paragliding wings. Under classic Struggling to finish your CP
accuracy rules you do not have to remain standing on
or are you already
the inflated tuffet target.
qualified? Come and join us
The main event is open to pilots who are rated CP in sunny Morocco where
(tow) and above. As well as the individual and team we’ve been teaching for the
honours there will be trophies for best female pilot, last 10 years.
best newcomer, best young pilot, best veteran, best
paraglider pilot and most improved pilot – subject
to a minimum of three pilots contesting each
Olu-Deniz, Turkey
category. There will also be a novice competition
open to UK pilots without a rating, or with a CP
May 5th – 12th 2019

rating who are entering it for the first time
since achieving CP and have not previously
won it. Pilots without a rating must be
accompanied by their own instructor. This destination is one of
The weekend is a great social event the most pictureseque
and you are welcome to bring your places you will ever fly.
families to this spectator-friendly 6000ft top to bottoms,
competition. Accommodation will be landing on the beach.
in a barrack block and the barrack
catering facilities will be available for everyone. Camping will also
be available on the airfield.
Competition details and entry forms are available at www.bhpa-
accuracy.org.uk. Entries must be received by Saturday August 11th
tel: 07779 790 637 or 01974 241574

to take advantage of the reduced entry fee. Students under 23
have half-price entry. Entries must be received by 08:00 on
or visit www.mwpgc.co.uk
Saturday August 25th. Registration will be on Friday evening
(18:00 – 22:00) and Saturday morning (07:00 – 08:00); Saturday
briefing takes place at 08:30.

pilot profile
No. 296: Harry Bloxham

Harry started flying in 2013, achieved his first 100km within a year and made two
150km flights in his first UK season the year after. His best distance is currently
256km from Garway in 2017. A year earlier he made goal in the the longest
paragliding task ever set, 224km at the US Nationals at Chelan, finishing only a
minute behind winner Josh Cohn. Although he has experimented with acro and
speed flying, Harry focuses mostly on competitions and flew in the Ecuador
October and Disentis PWCs in 2017. He finished in the top ten of the National XC
League last year and was fourth in this year’s League at the time of writing.
Since early last year Harry has also co-ordinated – and contributed great reports
to – Skywings’ Comp Lines pages.

Age? 27
EN-B
Marital status? Single.
Time for Change

Where were you born? Manchester.
Where do you live now? Bristol.
Occupation? I’m just finishing up a PhD in engineering.
Rebellious, fun and enlightening.

Previous occupations? I’ve done a bit of bar work, etc, in the past, but mostly just being a
student.
Not just talk, the Punk actually

How and when did you start flying? I used to do quite a lot of climbing and
tells you the truth about the air.

mountaineering and had always seen paragliders around. After a few years of telling
Stay informed, make your own

myself ‘I must give that a go’ I finally did and became totally obsessed with it! I was in the
airport on my way home from scaling some unclimbed mountains in Kyrgyzstan when I
choices, fly the Punk.

got a text from my instructor saying the next day would be good for training. I got home at
2am and was on the hill by 9. I finished off my CP that day and I haven’t climbed since!
Which pilots most influenced you? Probably not very sensibly, I headed straight out to
Gourdon in France after I got my CP, and asked the only English-speaking person I could
find on the hill for a site brief. It happened to be Russ Ogden and he spent a good ten
minutes giving me a thorough grounding on the site, thermalling and mountain flying, etc. I
had no idea who he was at the time, or that he was in the middle of work! I later did an SIV
with him, the first time I really began to get to grips with proper wing control. He, and a few
others, also taught me just about everything I know about racing, as part of the BPRA. Russ
has always been there for advice and he’s definitely influenced me more than anyone else.
Where and what was your most memorable flying experience? A couple of years ago at
the start of a task at the Hasan Daği pre-PWC. We climbed up to 4500m while it was still
blue, and then clouds started forming 1000m below us. There were about 50 of us up there,
mincing around a kilometre above cloudbase for half an hour, waiting for the start while
everyone else was trapped below base. It was pretty special.
What is your favourite flying site in Britain? Westbury is great for local flying but
doesn’t have much XC potential. I’ve made all my longest flights from Milk Hill and Garway,
but I think they’re terrible as sites. They’re just very well positioned for XC! If you ignore the
numbers (which I find hard to do!), a tour of the Black Mountains and Brecon Beacons in
South Wales is hard to beat!
What is your favourite site in Europe? St Andre is great for blasting around the
mountains, but I think Hasan Daği in Turkey is my favourite. You launch from a 3500m
dormant volcano and have a nice mix of mountains, flats, gorges and lakes – it’s got it
all and it’s incredibly photogenic! I’m heading back there for the PWC later this year; I
hope it will be as good this time.
What is your favourite site in the world? I’ve not done a huge amount of flying outside of
Europe, but Chelan in Washington, USA, is an incredible place! It helps that the competition
I flew there was the first time I was regularly flying with the lead gaggle … and that I got
to goal on the world record 220km task only 60 seconds behind the winner!
Who do you most admire in the sport? I’ve got a lot of respect for Alex Coltman. He flies
at the highest level but he does it for all the right reasons. A lot of us end up chasing the
numbers a bit too much and losing some of the enjoyment. Alex still gets excited like a
little child looking out of the window in a plane! He really just loves flying!
What trait do you most deplore in yourself? I can definitely get a bit too focused on
the result rather than enjoying myself. I’ve had what should have been a great flight by
anyone’s standards suddenly not seem quite so good, just because someone has flown over
my head for another 5km while I’ve been packing up.
What trait do you most deplore in other people? Being rude to people who are just doing
their jobs.
When not flying, what do you do for recreation? I’ve just taken up sailplaning, if that
counts. It’s not going to replace paragliding for me, but they get a lot more XC days in this
country than we do. I’m quite into photography too.
What is your favourite piece of music? Wish you were here by Pink Floyd – the whole
album, not just the song.
What is your favourite TV show? Hannibal.
What is your favourite film? City of God.
What is your greatest fear? Public speaking.
What is your idea of perfect happiness? I was about 220km into a flight from Garway last
year. I had already beaten my PB; it was getting very late in the day and I thought I was on
final glide. Then I saw a column of hundreds of seagulls perfectly marking a thermal from
the ground all the way to cloudbase. That was pretty close to perfect happiness! It was a
slow climb but it got me back up and another 30km!
What would your motto be? ‘I’m always right’ … according to my girlfriend!
How would you like to be remembered? From all my adventures.

product news
Apco Hybrid
Apco’s unique Hybrid glider, combining both double and
single surface profiles, is now certificated at EN B in its S
size as well as the M reported in June Skywings. The
Hybrid is definitely not a ‘single-skin’ wing, and Apco say
it’s incredibly stable in roll with no oscillation. Other
attributes are said to include low weight, low brake
pressures, low take-off speed, easy inflation and an EN A-
type flare. While aimed at hike-and-fly and power
applications, Apco say the Hybrid offers many advantages
over single-skin designs and ‘classic’ gliders up to sport
level. Details from Apco dealers everywhere or go to
www.apcoaviation.com.
BGD Luna 2
BGD’s new paramotor wing blends comfort, performance and speed for
intermediate pilots and competition racers too. The Luna 2 has a new shark
nose and re-optimised reflex profile, plus a new elliptical arc and 3D panel
shaping. New risers have dedicated tip-steering handles, plus low and high
hang-points, trimmers and speed bar. BGD say its handling is exceptional.
Three sizes cover all-up weights from 80 - 160kg; certification is DGAC only.
BGD also have a new acro wing on the stocks – the Zest is being designed
for free-flight and to withstand the high forces of paramotor
acrobatics. Details from dealers or contact UK Airsports on 01768 779800, e-
mail: info@airsports.com, website: www.airsports.com.
Ibex 4 special
Nova have released a ‘special edition’ of the EN/LTF A Ibex
4. Descended from 2007’s original groundbreaking hike-
and-fly wing, the fourth iteration offers wider versatility
including travelling, recreational flying, instruction, high-
mountain adventures, soaring and even straight XC. The
Ibex 4 is a three-liner with 36 cells and an aspect ratio of
4.63:1. It features diagonal tape ribs that confer lower
weight, higher performance and a more solid feel. The
Special Edition comes in an eye-catching white, gold and
violet livery with Nova’s totally waterproof compression
bag and their comprehensive warranty. Details from UK
importer Active Edge on 08451 298286,
dean@activeedge.co.uk and www.activeedge.co.uk, or go to
www.nova.eu.

Fuse 2
Gin say their Fuse 2 tandem
paraglider is a significant step
forward from the original.
Aimed at professional pilots, it
offers easier inflation and
smoother take-offs, improved
real performance and first class
thermal-sniffing ability. There’s
great energy retention with
trim off, or super-soft,
progressive braking with trim
neutral, plus a ‘Trim Indicator’
on the (replaceable) risers.
Aspect ratio is a modest 5.35:1
and glider weights of the two
EN B certificated sizes, covering
all-up weights from 90 - 220kg,
are 7.0 and 7.7kg. From Gin
dealers everywhere or contact
the square rescue with fast opening, rapid
UK Airsports on 017687 79800 or
stabilisation and reliability
info@ukairsports.com.
Axess 4 The lightweight Pull-Down-Apex from Gin

Advance’s ‘beginner and all
round’ harness is now in its
fourth incarnation. It offers
a plain and simple securing
system, straightforward
adjustment, safe and reliable
riser attachment and easy
movement from seated to upright.
Protection comes from Advance’s
removable Air-Foam Hybrid model,
itself now in its third version, and new
visco-elastic SAS-TEC components, widely
used in motor sport, to provide side protection and up the back as far as the neck. The
Axess 4 is available in three sizes and two colour combinations from Advance dealers
everywhere, or go to www.advance.ch.
Replaces top selling One-G, new materials,

lighter weight, small volume, stability slots.
The Tubebag
Advance’s new Tubebag closes in a flash thanks to three click-buckles and a straight-up
zip. Its anti-snagging slider prevents zipping the paraglider material or lines. Risers can be
secured in two rubber rings, and a front netting surface ensures good ventilation. It’s
available in just one chord length of 280cm, from Advance dealers; for details go to
www.advance.ch.

comp lines
Bornes To Fly (19th – 21st May)

When I sent off my race entries it didn’t occur to me to check the actual dates. I later discovered BTF 2018 was
only a week ahead of Bordairrace 2 – if nothing else, my legs were going to get a proper workout. A supporter
was mandatory for BTF and in Andy Read, who had supported me during an X-Pyr recce trip in 2017, I had one of
sound provenance.
The format is a circular 100 - 250km fly back to Talloires and head towards Here my lack of experience in the
waypoint route around the Aravis and Thones for the north-eastern waypoint. mountains showed as I headed up the next
Bauges ranges, starting and finishing at valley towards St-Jean-de-Sixt. I tried the
Eventually a small bubble got me above the
Talloires on Lake Annecy. The Brits were north-west facing slopes on the right where
ridge and I headed for Roc des Boeufs to get
well represented by Steve Bramfitt, Robin there was a bit of ridge lift, leaving it too
height for the lake crossing. My impatience
Houghton, Alistair Andrews, Alex Buck, Dan late and too low to exploit the beautiful
was rewarded with a bit of SIV as I flew
Starsmore and Martin Dockrill (Ali and south-east facing rock faces opposite.
through the Semnoz rotor. Every time I got
Steve were using it as an X-Pyr warm-up).
over 1000m it rained and therefore my lake By the time I’d worked this out there were
A 154km course was declared with the first crossing started at 995m. Inevitably I was powerlines between me and a safe landing
turnpoint at Le Sire, the south-western tip too low to climb out the other side and and I bailed out to land just past Les
of the Bauges. The next was just beyond ended up in someone’s garden. Villards-sur-Thones. From here it was back
Bonneville on the north-eastern edge of the into hiking mode until the race cut-off time.
From here it was a short hike back into
Aravis, and the third near Albertville. I covered around 25km in the remaining
Talloires, from where I retraced yesterday’s
four hours, not quite reaching Bonneville. It
On race day cloudbase was only around route up to Planfait and regrouped with Andy.
was nice to see friendly British faces
1600m. After an hour’s hike to Planfait I We slept in the car park, gazing at a
heading in the opposite direction, all one
joined the throng and slowly made my way stunning-looking Lanfons.
turnpoint ahead of me.
up the front of the Dents de Lanfon. As I got
Monday found us early on the hiking
into the wisps of cloudbase I turned and It was disappointing not to make the
trail up to the 1600m Col des Frêtes. Some
booted it for the other side of the lake, a waypoint but Andy and I had a great
speedwing flyers showed us the way up an
good 200m lower than I would normally be. adventure, hiking up some of the bigger
incredibly muddy and slippery path. Being
mountains in the area. BTF is a superbly-
Despite loads of sink I sneaked onto Roc the consummate supporter, Andy swapped
organised event in beautiful surroundings
des Boeufs and followed the tried and his grippy trail shoes for my running
and highly accessible to those who want to
tested route to the south-west in the shoes to help me on the path. There was
try a hike-and-fly event.
company of five or six others. As I crossed still snow on the ground at the Col, but a
the plains a blue wing circled into my 1km hike towards La Tournette provided a Maxime Pinot won the race with our own
thermal and it turned out to be Dan. We sheer north-easterly face. It was too steep Steve Bramfitt second. Martin was 21st,
pushed off together to the ridge leading to to launch on, but the inner face was Robin 22nd, Alex 28th, Dan 29th and I
the turnpoint where we could see three grassy and I had a perfect glide out of the brought up the rear in 43rd!
others trying to find lift. As we arrived two bowl and headed towards Thones.
by James Hope-Lang
of them landed at the bottom, and I joined
them a few kilometres further along the
valley. Dan headed back to the last known
lift and managed to stay in the air.
I had a 10km hike to the village of La Féclaz
where I met up with Andy and refuelled. We
then headed up to the turnpoint where I tried
to launch into a north-easterly opposite the
main south-west facing launch. After
eventually taking off but catching a tree we
gave up and settled in with four other pilots
for the night (one was Haydon Gray, another
X-Pyr pilot, who’d had a shocking day after
being in the lead group). As would be
expected at 1400m, the sunset was stunning.
Next morning Haydon and his supporter
Florian Textor hiked to the top of the ski
run to see if they could launch whilst I
headed for Mont Revard, 5km down the
road. I arrived to find they had also gone
there and launched around 30 minutes
earlier. As this was the first flight of the
day my intention was to glide as close to
the foot of Semnoz as possible, and with
help from tiny snippets of lift I managed to
get within 5km of the trail.
Andy, being the stalwart supporter he is,
grabbed supplies and we spent a pleasant
two hours hiking up the 1000m ascent to the
Photo: James Hope-Lang
top of Semnoz. From here we used the first

grassy slope facing the south-westerly breeze
to take off and I followed the ridge towards
Annecy, looking for a climb to take me over
the back towards the lake. The plan was to
We survived the BTF 2018! James Hope-Lang (L) and Andy Read

LIVE SD for maximum
performance & safety
The ultimate Flymaster
flight instrument specially
built for competition and
XC pilots. Includes
LIVETRACKING and
RACE competition
functions.
Photo: Antonio Burian
GPS SD+ for Easy

Navigation and Safety
Naviter Open action at Montclar
The ultimate flight
instrument sharing the
Naviter Open (24th - 29th June) same hardware as the LIVE

SD but limited to non RACE
competition functions.
Montclar in south-eastern France, known for its paragliding sites, mountain
Specially built for XC pilots.
biking and especially skiing in winter, hosted the friendly Category 2 Includes LIVETRAKING.
Naviter Open. Drawing more than 130 pilots with wide-ranging skills and
experience, it’s the perfect competition for those who want to make their
first steps in the competition scene or simply enhance their XC skills.
Talks from experts and task briefings making and great lines saw Richard
and debriefings are part of the competition, only thermal once in the entire task.
providing pilots with flying advice and
The final task was surprisingly difficult
educational tips. If you’re not convinced, the
and slow-going at the beginning. The 67.1km
lengthy list of prizes should win you over – Second by second
race to goal via seven turnpoints lost just
a brand-new harness, Naviter and Flytec live tracking
under 100 pilots to a low and relatively dark
instruments and XCMag coupons. From a
possible six days only three were taskable,
cloudbase around the first turnpoint. S.O.S button
with routes ranging from 43.8km to 67.1km. For some of them the adventure had IPX7 certified
only just started as they were forced to
The first task was a 53.3km race to goal via Huge battery life
walk down the mountain and through
seven turnpoints. It was a really difficult
forests for several hours to get to the G-force, RF and
day due as clouds prevented the sun from
warming the ground, reducing the available
nearest road for a signal and access to the pressure sensor
retrieve bus. Only 13 made goal including
lift. No-one made goal but Nikolay Zhukov Worldwide coverage
BPRA pilots Antonio Burian (Niviuk Peak 4)
(Axis Comet 3) put up a great performance
and Richard Butterworth. Rugged construction
to make 43.94km.
With the prospect of rain and strong Magnetic connector
Task 2, a 43.8km race to goal via eight
winds in the afternoon and evening the
turnpoints, offered ridge or valley racing
options. Light winds and climbs of up to
following days weren’t taskable, but there The Industry Standard as used in PWCs, the X-Alps
was flying to be had until the dark clouds and all major paragliding competitions.
4m/s made for a pleasant race.
appeared. Sightseeing and water activities
BPRA member Richard Butterworth (Ozone and were also on the list. A truly great
Delta2) won the day in an incredible 1:07, event organised by Brett Janaway, Robbo
proving that Zenos and other EN D gliders Roberts and the rest of the team!
can be defeated. Exceptional decision Report by Antonio Burian
Overall Female Sports Leisure

1 Manfred Zenker Rosanne Vaneeckhaute Sepp Inniger Stephane Meytadier
2 Sepp Inniger Anne-Laure Broise Antti Tuutti Rosanne Vaneeckhaute
3 Anders Gustafsson Lill-Elisabeth Jensen Alan McNab Yannick LeGall

comp lines
View from the Gelderkogel back to the Schöckl in the distance
Bordairrace 2 (26th - 27th May)

Round 2 of the Bordair series found 60 pilots ready at 8am in a small square in Graz, Austria, on the eastern edge
of the Alps. The concept is simple: you have 33 hours to get as far from the start as possible and still return to the
finish before the cut-off.
When the gun went we headed off for an filled gulch with swirly winds from all
18km hike to the nearest launch at Schöckl. directions. With a lot of ‘active’ piloting I got
Despite attempting to repeat my previous down between an electric fence on one side
error of following a local I managed to and barbed wire the other, relieved to land
arrive at the 1250m site only 30 minutes on two feet. Back on the road, after 5km, I
behind the leader, to find cloudbase 50m found myself back where I had been a few
below the hill. A few people were still hours earlier.
launching and gliding round into spots of

This time I headed into Fladnitz an der
sunshine, some even climbing out of the
Teichalm, just below the planned morning
plains behind launch to reach the first
take-off at Gelderkogel, and checked into a
proper mountain range.
cheap hotel. After the last round the plan
By the time I felt it was clear enough to had always been to hike less and get a Some Bordairrace pilots were proper hardcore!
launch, the back valley had shut down decent night’s sleep, whether AirBnB,
and I had a 15-minute glide into a mountain hut or hotel. nearer 2500m. The 7km flight to the finish
farmer’s field, where I managed to fill my could be done in one glide, but I thought I
Fully recharged, I was on the road at would come up short until I hit a screaming
new Supair Strike with mud in every
7:30am on Sunday morning and at launch 4-5m/s thermal, after which goal was easy
opening and pocket!
by 9. There I met a few other pilots but getting down was not. Eventually I had
This was not part of the plan – you had to including two who had slept at the launch to spiral down to get below the thermal base
clear the flats to reach the proper mountains under a tarp – proper hardcore. With no and make the landing field.
– and a 15km hike to the nearest reasonable wind and 15km of valley to cross to return
launch ensued. On the way Gerald Gold’s (X- to Schöckl, an informal gliding After a fairly frustrating weekend with
Alps competitor) supporter pointed me in the competition took place. The Spice more hours spent hiking than minutes
direction of a ‘local’ site, Nechnitz, that was outglided everyone else, helped by a tiny flying, I ticked off Round 2 of the Bordair
5km closer. I hiked up to find launch on a flat bit of ridge lift at launch. series in 41st place. Winner Markus Anders
spot in front of a 10m high cross. He’d told – and around 30 other pilots – had
Of the two routes to the Schockl I avoided managed to cross the back valley at the
me to just take off, turn right, flop over the
the main road and took the scenic 8km hike beginning, eventually covering around
back and head for the hills.
onto a plateau, followed by a brutal trail up 100km each way. A phenomenal effort in
This nearly worked, but at 6:30pm the back the front of the hill … back to yesterday’s initially very difficult conditions.
valley turned out to be a super steep tree- first launch, but his time cloudbase was Report by James Hope-Lang

Photo: Brett Janaway
Flying further at FlyFurther
Explorer
Seasoned XC pilots and those looking for a
FlyFurther (7th - 13th June) lightweight performance glider will love the
performance and comfort of the Explorer, the
The XC and pilot skills development clinic organised by Brett Janaway Medium weighs in at just under 4kg. For extra peace
shares some elements of a classic competition format. Where it differs is in of mind the Explorer has been through additional
the lack of a competitive element; rather than pilots vying with each other certification testing with the Genie Lite 2 Cocoon
they are organised into groups, each led by a guide. It’s aimed at ‘… pilots Harness.
who want to dramatically improve their XC flying skills.’ The 2018 event was
based at Camp Gabrje in the Soca valley, close to Tolmin and using the Certified En B in all sizes.
Kobala take-off overlooking the town.
The technical backbone was provided by tailed by overdevelopment the late afternoon
Airtribune. This included a website and blog would be used to present relevant talks. Every
for organising theory lectures and take-off day was flown except the last when the moth-
times, and for buses, trackers and retrieves. er of all fronts swept down from the northern
The Airtribune system, coupled with some Alps. Tasks varied from humble top-to-bot-
recently-developed custom software, keeps toms to epic 135km routes through the Alps,
a real-time picture of every pilot’s location depending on the group and the weather.
and raises alarms on criteria such as
Guest speakers included Naviter’s Jost
descent rate or lack of movement after
Napret, talking about instruments and
landing. It also gives pilots’ exact locations
offering free year-long licences for SeeYou.
on the ground to drivers via an app on a
tablet in their bus, making the advance
Talks were sometimes very informal, often Genie Lite 2
with a symposium element where
planning of retrieves possible. Drawing on our technology from the Genie Race
experiences were exchanged or Q&A sessions
Coaches this year were experienced Swiss developed. The campsite served drinks and 3, the Genie Lite 2 has been designed for
guide Bernie Hertz, World Champion Nicole food from 0800 to 2200 and there was ample maximum XC comfort and stability in turbulence.
Fedele, guide and former British teamster opportunity to socialise. Campsite The must have harness for those that want light
Pat Dower and PWCA pilot Stan Radzikowski. accommodation was cheap or available from
Each pilot was interviewed by one of these, many nearby places offering rooms.
weight but with the added glider control and
then allotted to one of four groups based on security of a seat plate harness!
There are no prizes in this sort of event;
ability and expectation.
nevertheless the final day was capped off
The days were full, the content depending on with a party and a prize draw that saw a
the weather. There was always a debrief of the Flytec Element handed out to lucky Brian
previous day for each group, then a weather Doub. Overall, a cracking event with lots of
briefing. Other topics would be presented if opportunities and a fantastic social vibe too.
take-off was late; when flying was early or cur- Report by Steve Uzochukwu

Care and maintenance, Part 25: SIV and Pilotage
JOHN WARDEN OF AEROFIX DISCUSSES SIV AND DEVELOPING OUR PILOTING SKILLS
As we enjoy the heat of summer, hopefully with our glider in trim and our reserve repacked, is there anything else
we should do to make sure we’re having our fun as safely as possible? Well, one of the common answers is to
make sure we’re up to date on our SIV practice. But that’s scary and not for everyone, right? And do I really need
to know how to stall and recover my EN B wing to fly safely?
I went on my first SIV three years ago. We spirals rather cautiously to avoid a maximise our learning. Then the group
covered an extensive syllabus including rapid climb with my wing dropping way was spilt into two for a detailed briefing
spins, spirals and stalls. At the end of it I back, as I didn’t feel confident I could on the exercise relevant to our aims and
felt I had experienced the worst of what I catch the subsequent dive. For the same experience.
might encounter out there if conditions reason I was probably also over-
My first exercise was to control a
got really rough. But despite gaining that compensating in very thermic conditions
rapid spiral exit. We would be
confidence, I was also unsure that I’d be – what you might call hyperactive flying –
able to control the level
able to perform the right corrective action and both my flying and the wing would
of energy in the
in the heat of the moment if I had to. So I benefit from a more relaxed approach and
spiral and
decided to top up again this June. a bit more free rein. My second goal was
the
to revisit asymmetric collapses, build my
It had taken me three years to feel ready
knowledge about how to control an
to have another go. That was partly
autorotation and clear any cravat that
because I’d found the first course scary.
might have caused it.
I’d fallen through my lines after a spin
developed beyond what I could control, I joined a full course
and I got locked into a spiral dive. But my with seven
second SIV was to show me that all my others, run
anxiety was entirely unwarranted. In fact, by
approaching more extreme manoeuvres
step by step, with enough practice,
could in fact be quite fun.
I had two clear goals in
mind. My first was
to feel much
more
speed
of exit, but
we were
encouraged to push
them both as far as we felt
comfortable. Increasing either
would give a steeper climb, followed by
a more severe dive, tackling my first area
Malin of anxiety head-on. Taking time over the
Lobb at classroom preparation really paid off,
Flyeo, a BHPA giving ample opportunity to address any
school based at uncertainty anyone had. The bus ride to
Annecy. The group the first launch was pretty quiet as each
encompassed pilots with between of us mentally rehearsed exactly what we
one and more than ten years flying, were going to do.
and gliders from EN A to C. After a
thorough discussion about each pilot’s On the flight out to the box I relaxed into
comfortable aims, Malin outlined the course and some my harness, leant back and looked over
with extreme underlying fundamentals that would the wing. I knew from Malin’s
pitch. I’d always exited

explanations of his three other control), and spins (which can be
fundamentals that I had to dissociate my used for emergency course
arms from any instinctive balance changes and clearing
reactions, and use them to operate the cravats). By giving
full range of the brakes. And the better each of us a
prepared I felt before doing the exercise,
the better placed I would be to develop
my situational awareness of where I was
relative to the wing, and how both I
and it were moving.
‘OK John - now let’s Lightweight and powerful
build up some
energy
in
Complete and practical
comprehensive
individual debrief,
and then an appropriate
briefing for the next flight, we
each were able to address our own
a
particular points and progress as best we
were able.
Revolutionary insight
spiral.’
Malin let it So back to my initial questions: is it
build up until the scary and not for everyone? Well, I did get
angle between the leading mildly anxious in preparation, but no one
edge and the horizon reduced on my course described their experience
to less than 45 degrees, before as scary. Given tailored exercises, I believe
instructing me to ‘Exit’. As fast as I could, that any pilot can enhance and develop
I released the inner brake and gave a their skills in a safe environment under
massive input of outside brake. careful instruction. I would have
Immediately the glider rolled out, described myself as a confident pilot
extremely fast. ‘Compensation’ told me to before, unintimidated by strong thermic
reverse the brake input again to kill the conditions, but now I can tackle those
roll. The glider went into a steep climb, conditions with substantially increased
and I watched the wing drop back confidence. I’m more able to focus on
towards the horizon behind me. ‘Relax …’ what’s happening and much better
as everything went quiet and peaceful, prepared to make appropriate corrective
just for a few moments. Then came the control inputs should the need arise. Syride specializes in flight instruments
dive. And to my surprise and relief, ‘Catch that offer customizable simplicity,
Thanks to Malin and the Flyeo team,
it’ prompted me to give a big brake input
that did exactly that, and I flew away
and my companions on the course: advanced functionality and highly
Marcus, Chris, Pete, Alex, Robin, James
without any drama. Wow, I thought!
and Thomas.
intuitive operation.
Over the next couple of days I got enough
If you want to chat anything through,
practice to feel totally confident doing not
we’re always happy to offer help and
Find out more on syride.com
only this exercise on my own, but also
advice over the phone (01433 627195) or
autorotations (hold in all the As on one
by email (info@aerofix.com).
side and lean into the collapsed side until Official Importers
a rapid spiral develops, which you then
info@flybubble.com 01273 812 442
hang points CHRISTO.TRACEY@GMAIL.COM
Team Chargus
Flying at Dunstable in the early 1970s Chargus designer Simon Wootton and Midas E with high-revving McCulloch engine and 24-inch
Photo: Don Liddard

Photo: Dave Secker
direct-drive prop – an early and astonishingly noisy FLPHG. Murray Rose assists
Back in 1972 the first UK hang gliding duration record stood at 12 minutes. By July 1973 it had been put up to
an hour. Against this background Murray Rose started out as a hang glider manufacturer. Team Chargus was
eventually to embrace Murray as owner, designer and sail loft worker, designer Simon Wootton, Jen Rose in the
sail loft, Robin Goodwin on airframes and Joe Binns as test pilot. The company eventually diversified with a
number of powered wings and trikes; the Cyclone of 1979 was the last hang glider they built. Here, in Murray’s
words, is how it came about …
‘Rarely are we presented with a blank sheet Chargus Midas E of 1977 ‘At Dunstable I met Robin Goodwin who
Photo: Don Liddard
of paper on which we can doodle as freely had built his own Skyhook. Next thing I
as we like. If it was not a completely empty know, he comes to the factory looking for a
sheet it was one with only a few jottings in job. I told him I had no idea how long the
its spacious margins. This was how hang sport would last. A week? A year? There
gliding presented itself to me in 1972. I were no solid prospects on offer; moving
consider myself very fortunate to have from far away was a risky prospect. His
been in the right place at the right time. reply was classic Robin: “If it all goes pear-
shaped, I’d sooner be unemployed in
‘A quick look at the scraps of information
Buckingham than in Dagenham.” I’m glad
coming from the States, and designs with a
he made his decision; it was not one I
glide ratio of around 1:1, showed there was
could have asked of him. Chargus now had
ample room for improvement. I don’t want to
a workforce … ‘
give the impression we thought we knew
everything about hang glider design. It was Hang gliders produced by Chargus
a time when no one knew much. Five
degrees of billow and no kingpost? They’ve 1972 Homebuilt (standard Rogallo)
got to be effin’ joking! But there was every 1975 Solar (standard Rogallo), Aquila, Gemini (two-
chance that performance could be improved seater)
– and that gliders might soon remain in one take off and landing without abrasions.
Yippee – I’m alive! After that it was just 1976 Andromeda, Aquila Vega, Midas C
piece after a moderately heavy landing.
improving one’s technique; I won’t bore 1977 Vega 2, Midas E
‘As I said, I was lucky – an almost blank you with my progress.
1978 Vortex, Midas Super E
sheet of paper on which I was able to write
the next phase of my life. And what an ‘Later I met some guys on Dunstable Downs. 1979 Cyclone
exciting phase that was. Quite a few of them were building their own
gliders from kits – Skyhooks I think. This is After serving in the Royal Navy, Murray
‘I had never intended getting into where I first met Tony Beresford who was became a motor racing engineer. In the
manufacturing. My first glider, built by my flying a Wasp 229B. early 1970s he set up Chargus to design
partner Jen and myself in a bedroom and and manufacture hang gliders, and in 1975
outside in the garden, was created simply ‘My own glider flew well and it wasn’t long competed in the first hang gliding World
to have some fun. Flight with no rules before people were asking me to build them Championships at Kössen in Austria.
attached; a chance too good to miss. Flying one. Manufacturing, here I come! This Nearly two decades later he conceived the
for the ‘oik’ had arrived. Wow! The very idea meant getting up at 4 o’clock in the idea of Speed Hang Gliding – a low-level
of a self-launched aircraft (I use the term morning, driving to Banbury and working downhill speed trial around pylons – and
“aircraft” quite loosely, so brief was the until 2pm (it paid to have a brother in later became a key figure behind the first
average flight). charge of a large building project). Then I FAI World Speed Gliding Championships at
would then drive to Gawcott, near Mount Olympus. He now lives in the
‘I rebuilt the glider during the weekdays Buckingham, and start building gliders. If it Pyrenees, writing books under the name
after writing it off two weekends in a row was flyable I’d cut building short and go to Walter Gunn (www.gunncomms.co.uk).
at Ivinghoe Beacon. The third weekend … Dunstable to drum up a bit of trade.

New home, new sites!
Flying in Scotland – Lochs as far as you can see!
Photo: Charlie King
Element Alto
A simple, robust and reliable vario
with a comfortable and clear tone,
glove friendly keys and a massive
250 hour battery life.
The thought of moving home has always been a bit daunting for me,
especially the thought of having to move my glider and find new sites to go
flying. So when a job opportunity came up in Scotland I was worried about
finding new storage for my glider, a way to transport it, someone to go
flying with, etc. Element Speed
As it turns out I never really needed to I eventually had to come down because I
worry. The hang gliding community is was getting too cold as I got higher, landing Adds the benefit of GPS: shows the
fantastic and the good nature of British in a huge field out in front of the hill. current wind speed and direction as
hangies saw me right. Not only were people well as your speed and heading.
The next day was warm and sunny with
putting out feelers to try and find me
fewer jumpers needed. We went to a site
somewhere to live, people were offering to
called Strathyre, conveniently only half an
take me flying and Mike Armstrong even
hour from my house! There was a blue sky
offered to look after and transport my
with no clouds and it was rated only a one-
glider for me!
star day on RASP. Oliver Moffat came to join
Beautiful weather, including some of the us and we took off without particularly
hottest June days Scotland has ever seen, high hopes of getting any good thermals.
meant that I was able to go out one
Despite the forecast we were all able to
weekend with Mike and dust off my wings.
get up and away in some strong lift – up to
I was a bit nervous, having not flown for a
700ft/min! I was half expecting to go
few months and only a couple of times
straight down and I was glad to be able to
with my new harness, but I was as keen as
have more than just a top-to-bottom. It was
anything to get flying again.
We arrived at a great site north of
Edinburgh and set up, even though the
also nice to be able to comfortably make it
over all the trees to the designated bottom
landing field, 4km from take-off!
Element Track
wind seemed a bit strong right on the front.
The scenery around the area is incredible,
After rigging and having some lunch the
with mountains and lochs as far as you
With airspace warnings and IGC file
wind was a bit calmer and I decided it
can see. It’s much more akin to flying in recording, it offers basic competition
seemed good enough to fly. The sky hadn’t
looked like anything particularly special but
the Alps than flying along the South Downs. features and waypoints management
it was probably one of the most buoyant After experiencing some one-star days I for cross country flying.
days I’ve ever flown. can’t wait to see what a five-star day looks
like. If you see a good forecast it’s well
It was my first time flying in wave
worth the trip up to Scotland!
conditions and it was great. I flew around Imported by FLYBUBBLE
the ridge and over the town in front of the I’m looking forward to many more flights
hill, hitting virtually no sink for the entire
info@flybubble.com
here … maybe one day I’ll be able to fly and
flight. The sailplanes were also out and land next to my house. 01273 812442
seemed to be enjoying the conditions, Report by Charlie King
skimming up and down the ridge.

flight test
First impressions: SkyMax Star

IVAN BORODIN AND ALAN HORNE EXAMINE A RUSSIAN PARAMOTOR
All photos: Ivan Borodin
Note titaniaum S-type horns
This year the Winged Monkeys cross-country paramotor team bought two new SkyMax Star paramotors. After
completing our first ten hours flying on them we are fairly impressed with the difference to other paramotors we
have flown before and would love to share our experience with you.
SkyMax is a Russian manufacturer known desperate). We were quite skeptical about bar setting to eliminate the turn. All that
for building light and solid machines using the soft fuel tanks, but as they are used in is needed is to loosen a few bolts and move
high quality titanium and aluminium. With airplanes we decided to try them. We the cross bar holding the horns to the left
the Star unit they introduced several absolutely loved them. or to the right. It’s an analogue of weight-
innovative options and we were keen to try shift steering used by free flight pilots, but
The most important difference with a soft
them. These are a soft fuel tank, a Torque it’s much more effective: a few millimetres
tank is that there is no smell at all as it can
Compensation System and, for the very of adjustment is usually enough to
expand when pressure changes. It’s the
first time in paramotoring, a Cross Bar overcome the tendency of the wing to turn
first time I’ve been able to keep a motor in
Weight Shift System intended to left or right.
the boot of my car for a whole week with
compensate for any tendency to deviate
no smell of petrol. Secondly, there is no air Most harnesses, including split-leg types,
from straight flight.
valve to forget about – when fuel is sucked can be used with the Star. We decided on
A variety of engine options is available from the tank it simply shrinks. Thirdly, the Sky Paragliders one, tailored for use
(see table). We decided to go for the the same feature allows you to use all the with this frame. It is quite similar to
Vittorazi Moster 185 plus because of its fuel up to the last drop as the tank Supair’s Paramotor Evo type, offering the
power-to-weight ratio and reliability. contracts around the fuel line. same comfort during long XC flights but
weighing half a kilo less. This is due to the
The heart of the frame is built from The most interesting features are the
removal of all the straps not required with
aviation grade aluminium in a shape of torque compensation and cross-bar weight
S-type horns, and exchanging the wooden
the star, giving the name to the model. It shift systems. In the former, the S-type
seat for a plastic one. The harness is
is incredibly rigid and holds four folding titanium horns of the paramotor have quite
supplied with a side emergency parachute
and one screwed-in connectors with a complex shape, and the left and right
container as standard. It has one more
titanium rods. In contrast to many other ones are different. This is intended to
pocket on the other side, a back
paramotors, it takes just a few seconds to compensate for the twisting moment
compartment for a foam insert to reduce
get the rods up into their working position. generated by the engine, but without the
the vibration and a large pocket
The cage itself is built from very strong parasite drag of propeller-like cage inserts.
underneath as well.
oval-section titanium. The Dyneema net is The idea is to move the thrust point of the
tightened up using a small pulley that motor to compensate for the twisting force.
halves the effort needed.
In flight
The novel cross-bar weight shift system
The lower part of the frame usually is designed to compensate for any tendency When we were contemplating buying the
contains a 15-litre soft fuel tank. Our to deviate from straight forward flight. If Star frames, one of our first considerations
version, tailored for long XC flights, holds 18 the wing is turning to the right or left all was whether it would be capable of what
litres (up to 20 if you are absolutely the time you can adjust the central cross- we call the Power Start. Many machines

cannot accept full power until the wing tendency towards a twisted pilot position
is overhead as the flexibility of the cage at any time, even with full throttle applied
allows the prop to catch the netting. We at take-off with trimmers closed. Weight
were pleased to find the Star would tolerate shift steering is another advantage and it’s
as much power as we were able to handle
without risk to the netting or the prop. As
we often find ourselves with very limited
possible to control the direction of flight
with ease.
At Winged Monkeys we specialise in long
Expanding
space to take off, the ability to do the Power
Start is paramount.
The torque compensation system works
XCs and recently made a 65-mile flight
from Porthmadog to the Wirral. To avoid the
turbulence resulting from strong thermic
horizons
well at all stages of flight. There’s no activity we flew most of the flight above
cloud at around 8,000ft. It was convenient
and really comfortable to use only weight
shift and keep our hands warm.
When you do fly through turbulence the S-
horns deliver just the right amount of
feedback. It is not over-informative or
shaky enough to make you uncomfortable,
but does provide some awareness of what
is happening – and warns you to keep your
hands on the brakes to be prepared for
active steering.
Regarding the adjustable cross-bar, Alan
describes his experience of using it: ‘When
we first got the new SkyMax Star I was a
bit sceptical about the cross-bar weight
shift system but I was in for a shock. The
machine I’ve been flying for the past few
years has always tended to fly to the right,
probably due to engine torque. With the
Star I made the required adjustment by
Flexible long-range fuel tank loosening four nuts, moving the cross-bar
only 5mm to the right, then tightening up
the nuts again – the work of only a few
minutes. During my subsequent test flight I
couldn’t believe what was happening. I was Tenor
flying hands-off and absolutely straight for
the first time in two years. This system is
absolutely fantastic.’ The TENOR is a Mid B wing which
sets new standards in dynamic
Conclusion performance, passive safety and
We are delighted with the performance of aerodynamic construction.
our Star Paramotors. All the new options
introduced with these machines work really
well and we are looking forward to getting Mini ribs in the leading edge double
Central star is the heart of the frame
some proper XC flights this year. the cell number (to 100) in the
critical area of the aerofoil. Double
Specification zigzag 3D shaping offers a new level
Materials Aircraft grade aluminium, titanium of surface finish perfection.
Engine Moster 185 Plus (25hp)
Throttle Vittorazi This wing is durable, very stable at
Other compatible engines Moster Classic/Electric/Dual Start, speed and has plenty of safety when
EOS, Polini range, Black Bull, Bull Max it’s getting rough: the TENOR is built
Fuel tank Soft fuel tank 15L (18L for long-range version) to expand your horizons.
Weight 22kg with Moster 185 Plus, including harness
Propeller diameter 125cm (up to 130cm possible)
PHI, designed by Hannes Papesh
Horns S-type, titanium alloy
Harness Sky Paragliders
Price c. 6,000 euros (subject to fluctuations) Imported by FLYBUBBLE
Manufacturer SkyMax Paramotors, Saint Petersburg, Russia. http://skymaxavia.ru info@flybubble.com
UK importer None 01273 812442

Photo: Adrian Thomas
DALE PICKARD ILLUMINATES THE RISKS AND REVELATIONS OF LANDING OUT
Those of us who were around in the 1970s and who educated ourselves at the cinema will already have
a pre-conceived view of what this article is going to be about. Sorry, you’re wrong. Well … almost wrong!
During my years of flying paragliders I signage but I waved cheerily as it passed.

have had some fantastic experiences going The next car was coming the wrong way,
XC and being retrieved by many wonderful but then I recognised the vehicle that
and unique people. Every XC has an passed me before. The action of waving and
interesting story of the locations, people being polite worked yet again; they had
and the logistics of getting back. However come back for me. The driver already had
some XC flights can border on the bizarre. two friends in the car so I squeezed in with
You might be sceptical if I told you that all my paraglider.
the following words are related to some of
my XC flying experiences: monster, cancer,
bishop, drugs, electricity, begging, refusal
and finally sex. Allow me to explain.
synod event in the Yorkshire Dales. Being a

Yorkshire Dale myself I was relieved that we
had something in common!
Monster. I had landed in a farmer's

field downwind from the Long Mynd. A dust
cloud and the screaming roar of an engine
was seen and heard well before the They asked me my age and how long I
monster of a vehicle came into view, had left to live, which was very odd and
blasting down the dirt track towards me. unsettling. During our conversation they
The vehicle was dirtier than the field! The revealed they were returning from their
14-year-old driver introduced himself and last-ever day trip as a group of friends. The
the offer of a lift overcame my concerns driver had terminal prostate cancer, his
regarding the cleanliness and ferocity of lady friend and co-driver had terminal
the vehicle. The five-point seat belt and breast cancer and the fellow passenger in
bucket seats only added to my concerns the back, who already looked dead, had Drugs. An XC flight from Pendle Hill
over the wisdom of accepting a lift. The terminal kidney cancer. They had agreed to was my first encounter with drugs whilst
screeching tyres, speed, spins and turns do a last good deed and came back to offer paragliding. The gentleman who offered me
were an absolutely a hell-raising blast. Oh me a lift all the way back to my car. People a lift seemed fine to begin with, at least on
to be 14 and think you are invincible! are generous and amazing at the most the straight bit of road. On the first bend I
unlikely times. screamed as the car hit the dirt
Cancer. An XC from Parlick involved an
hour and a half walk out to the nearest The Bishop. I once had a lift back to Parlick embankment and bounced back onto the
road; I was desperate for a lift. The first car from the retired Bishop of Leyland. He and road. The offer of a joint was not enough to
on the quite country road ignored my his wife were returning from a religious convince me to continue with this journey.

E TO BUY A
P LAC L L
ST
YO
BE
U
THE
RK
IT!
Electricity. In 2009 I experienced my time to apply this philosophy to obtaining The best gear doesn’t
most unfortunate and costly XC of all, from a lift. The offer of my driving licence, the
Edenfield. 20 kilometres downwind I was in opportunity to talk to my wife on the have to be expensive.
a low thermal rolling up a sloping hill. I was phone, and simply engaging the lady in
too close to buildings and livestock and conversation all had the desired effect. I
eventually decided it was unsafe to continue. was soon in the car and on my way to
As I approached my selected landing zone I York railway station. During the journey Use your old wing to
was fully aware of a 330V power line to the the lady told me about her poorly and
farm building. Unfortunately I slightly
misjudged the span of my wing. With a
troubled son. The personal sacrifices she
was having to make were quite inspiring.
finance the new one!
bright blue flash, a loud bang and a forming
cloud of black smoke, I saw a large chunk of
my wing had disappeared.
Luckily for me my feet had not touched the
ground and I was fine. My temporary
contact with the power line had been
registered as a bird strike – not far from
the truth if you think about it - and power
was immediately restored. The farmer had
not noticed any interruption and was more
concerned about me. His wife gave a very
embarrassed but lucky pilot a lift all the
way back to the hill. Thankfully, the only
injuries that day were to my pride, and
definitely to my wallet for a new wing.
PART X PART Y
Sex. Now the salacious bits, for those who
were around in the 1970s. First, an XC from We’ll offer you good money for your
Longridge and landing by the Blackburn old equipment in part exchange
Rovers football training ground. The
when you buy new from us
octogenarian lady pensioner was absolutely
insistent that I stay for Sunday dinner (according to its condition).
(apparently the chicken was already in the
oven) and some fun before she drove me
back to the hill. I managed to take the lift
What would you like to be flying?
but avoid the dinner.
Then there was the lift back to Bradwell Also, find used gear you can trust on
from a lady photographer whose boyfriend our busy second-hand lists.
had cheated on her; she was out for revenge.
The lift to the hill was intense but I arrived
back safely. After a flight from Lords Seat, a
recently divorced lady gave me a lift all the
way back to the hill. I politely declined her
Begging. An XC flight from Llangollen
many offers of coffee in her new flat where
perhaps took the longest time to get back to
she lived alone. And then there was the time
the hill. Thousands of sheep but not a single
I landed near Skipton at the fringe of an
car for two hours. When a car did appear
and was about to pass me by, I am not
outdoor musical rave. A bikini-clad young We give your flying a lift
lady wrapped herself around me and gazed
ashamed to admit that I went down on my
into my eyes and emphasised that she would
knees and begged the lone female driver to
do 'anything, absolutely anything,' for a ride
stop, which thankfully she did. She gave me
on my kite. My wife commented wryly, 'She
a lift to an absolutely deserted village where,
was probably already as high as a kite.'
many hours later, I was able to catch a bus.
Although these situations may sound
Absolute refusal. After an XC from Eyam
amusing after the event, at the time you do
Edge to York, a car pulled over on the
need to be very careful. Surprisingly, about
quiet country road. 'Fantastic!' I thought, 'I
50% of my lifts are from lone or only
am in for a lift.' The posh driver, very
women occupants of cars; you do need to
politely and apologetically, firmly
take extra care to protect yourself.
explained that she had to refuse my
For expert advice on a select
request for a lift as she was a lone lady I am already looking forward to the new
driver. When flying XC you soon learn that tales and the interesting, quirky people range of free-flying gear
as long as you are in the air you still have (and that includes fellow pilots) I hope to
a chance to get back to cloudbase. It was meet during this year's XC flying. info@flybubble.com
airmail Please send letters for inclusion in the Airmail pages to skywings@bhpa.co.uk, or by post to Skywings Magazine, 39 London Road,
Westbury Airprox which can generate choke points deducing things from incoming data,
around their edges and give a false forget it. It’s just a day job to them.
Thank you for publishing a concise sense of security to those both inside
The solution to the problem, it seems to
version of the Westbury Airprox [Attitude, and outside the specified area.
me, is an automated system that initiates
July]. I think that the UK Airprox Board
I was interested to note that Westbury is CANP automatically for every site forecast
(UKAB) failed to consider an important
depicted as a flying site on military to be flyable the next weekday. I envisage
aspect of the incident, and that we are in
charts. That it didn’t prevent this Airprox such a system using as input the data
danger of pushing out the wrong message
rather supports my case that too many that drives the XC Weather website, runs
to our members.
(often inactive) dots on charts that past the BHPA sites database and
Having served on the UKAB for a couple encourages complacency. generates a CANP e-mail message
of years I know how they work and have automatically for each active site flyable
When I talk to other BHPA members I’m
huge respect for what they do. But in this in the forecast conditions. This is outlined
often astonished at their blasé attitude to
case I don’t think that they properly in greater detail at
CANP. I’m familiar with most of their
addressed the failure of the Civil Aircraft https://everardcunion.com/hang-gliding-
excuses (‘Big Sky’ theory, I’m going XC,
Notification Procedure (CANP). There are a 2013/notices-to-airmen/#top. You’ll see
etc), which were published in my July
number of limitations with the procedure from the date that I first considered this
2014 Skywings article To CAN-P or not to
which I have identified in previous solution in 2013!
CAN-P? Even if you don’t care about
editions of Skywings. One rule states that
risking your life, or those of others, then Finding someone with the skills and
a CANP can only be made for five or more
please consider the ramifications of a spare time to implement such a program,
aircraft. My understanding is that in this
mid-air collision on our sport. The for no reward and no recognition, is the
case it was rejected because, like most of
message that we should all take on board hard part, I realise.
us, the pilot concerned could only Everard Cunion, everard_cunion_777@postmaster.co.uk
is that if you are flying midweek you
account for himself. I am fighting to get
should use CANP. Apart from chasing the
this rule changed but in the meantime, Changes at Westward Ho!
LFOF if they fail to do their job properly, it
and if I fail, I recommend that all pilots
really is quite easy.
‘estimate’ five or more aircraft: it works Martin Baxter, BHPA Sites Officer, mrbaxter@hotmail.co.uk The North Devon Club have had to
for me every time. After all, if you publish make a decision to close Westward Ho!
something on social media ‘they will Make CANP proactive (Cornborough) as a flying site. The take-
come’. There were certainly more than off field is owned by Lomas Helicopters
five pilots at Westbury that day. The Attitude article about the Westbury whose business has undergone significant
airprox incident states, ‘... the TACP should development this year, making it the
I don’t know if the procedure was
have been aware of the site and, given its busiest heliport in the South West. This
initiated by telephone or email, but I
likely activity in the conditions, could means much more helicopter traffic
wonder if the Low Flying Operations
have deduced that it might be active and coming in and out, in very close
Flight (LFOF) got back to the initiator to
should have warned against using that proximity to our take-off. Lomas have
explain why it had been rejected. (It’s
target attack direction.’ expressed concern for our safety, the
more complicated now that a CANP is
main issue being that it is very difficult to
passed to NATS for publication as a There was reportedly a gaggle of
predict traffic as they are being used
NOTAM - a service for which the military paragliders flying when the Hawk flew
more and more as a diversionary heliport
pays.) I’m not entirely convinced that the through them, and more paraglider pilots
for refueling.
onus should be on us to chase up a on the hill. Yet only one attempt at
booking if we haven’t received an initiating CANP was made and it failed. In order for us to continue to fly at this
acknowledgement. As professional pilots The problem is that the CANP process fantastic location we are having to make
we should warn others of our planned depends on pilots notifying someone some unprecedented changes to our
activity, but we can’t be held entirely outside their immediate circle of friends current system. Once we open the site the
accountable for what they do with that of what they are intending to do. For following rules will need to be followed:
information. In a similar vein I’m a fan of whatever reason, nowadays, people are
warnings rather than avoids, the latter of • All pilots will need to carry their usual
reluctant to do that. As for the TACP
radios. You do not need to be able to
Dr. Evil
I used to use a converted Soviet spy satelite but it was designed
by a freakin' idiot.
Now, thanks to the BHPA Pilot Handbook, I’ll be using an

“Ozone Zeno”, allowing me to control my “lasers” from Low
Earth Orbit.
I'm Dr. Evil and I'm coming back to steal your Mojo.

Harleston Norfolk IP20 9BH.
transmit (although that would really Most have come to learn that
help) but you must carry out a listening paragliding isn’t as graceful or serene
watch. No radio = No fly. No ifs, no buts, as it seems from the ground. The fear
no maybes – this is non-negotiable. We of turbulence, tucks, getting pinned or
may need to tell you urgently that there simply the height is a worry for most
is a helicopter inbound. If you don’t have new pilots at some point along the way.
a radio, or your headset/radio set up I had decided it was just too much for
makes it difficult to communicate, you me. But with Mark and Sian’s support
will need to sort this out if you want to I gave it one last shot, and step by step
fly this site. we worked through it.
• The take-off field belongs to Lomas and Mark and Sian have an incredibly gentle
therefore we need to be courteous and approach when helping pilots to progress
ring up for permission to fly – don’t just and dealing with the issues they have.
turn up. That said, we do not need five For me, the fact that you get guidance for
people ringing; there will need to be one life when you train with them is not Hik
person who will be responsible for that only reassuring for when you need help e &
flight. They need to call Lomas on 01237
421054. This is a 24-hour telephone line.
and advice in the future, it’s the way you
also become part of the team when you
F ly
You will be provided with the details of meet on the hill, rather than the
any known incoming aircraft, what time daunting task of being off on your own
expected, etc. You will provide details of after passing your CP.
your intentions, numbers, expected flight
There were times I was ready to pack it
times, etc, and provide a telephone
all in, but these were the times that they
number which Lomas can update you on
always found a way to not just resolve
as required.
my issue but help me understand it. I
• Any updates will be telephoned couldn’t understand why Mark and Sian
through to the duty pilot, however if in went to so much effort to support pilots
the air this will be more difficult. far beyond what was expected of them
as a school. I was soon to learn – just ask
• Our club members will be purchasing
anybody that has been taught by them –
radios and receivers in order to
it’s simple: they genuinely love it. They
maintain a listening watch on 122.95. Not
love the sport and just want others to
everyone will need a new radio, but you
experience it too.
will need to have a ‘normal’ hang
gliding/paragliding radio so that I would not be flying today if it wasn’t
messages can be relayed to you. for the incredible support of this school.
I can’t recommend them enough; they
• Actually seeing a hang glider or
are a credit to the sport. Thank you so
paraglider from a helicopter can be
difficult despite the bright colours.
much to Leavesley Aviation and all that www
have helped me on this journey. .mac
Therefore it would be helpful if you can Hayden Andrews, Shropshire para
put in some turns, wagga-type .com
manoeuvres, etc, to try to increase your Incorrect statement
visual profile and thereby maximise the
evasive action distance between yourself July 2018, page 30 [Care and maintenance,
and the helicopter. But, of course, do this Part 24]. The second diagram in Fig. 2
safely considering height, lift and states that if you hold a piece of paper
position. vertically and blow downwards it does not
provide a demonstration of Bernoulli’s
• Do not hang around in front of take-off.
theorem.
This is the closest proximity to the
heliport. Get some height and head off
In the diagram the arrow appears to
down the coast. We should already be
indicate that if you blow directly on the
doing this to avoid the wedding venue
edge of the paper the theorem does not
behind and to the right (if looking out to
work. This is a false example in that the
sea) from take-off.
air flow will be split by the paper edge
Contact me at the address below if you and hence the pressure will be equal on
have any queries about the new scheme. either side. The paper will move but only
Stuart Hall, NDHPC Chairman, stuarthall40@hotmail.com due to turbulence.
Credit where it is due To perform the exercise correctly with

the paper held vertically the edge should
Rarely in life do you come across be held to the eyebrows and then a long
someone that really puts themselves out steady flow of air blown vertically
to help you, and these are the times that downwards, parallel to the paper. the
a simple thank you just won’t cut it. paper will be attracted towards the airflow
Last year I came across two such in perfect demonstration of the theorem.
people, Mark and Sian Leavesley from
Leavesley Aviation. After doing I witness the same effect in the shower
a taster day, like most people I was every morning when the shower curtain
hooked and soon booked up for my EP is drawn towards me due to the reduction
and CP. I passed out in September last in pressure due to the air inside the
year. However, the unexpected mental shower being entrained by the water from
challenges that I found along the way the shower head.
Noel Holland, Noel.Holland@btinternet.com
took me totally by surprise!

airmail
Autumn guiding news airfield near Kinross on Saturday June 23rd by Susan McMeekin,
shows (L - R): Andy McLauglin, Bob Dunthorne, Allan Huntly,
FlySpain have offered all levels of guiding and coaching all over Scott McMeekin and Mike Hogan. On the day the group
the world, and from our European base here in Spain, for over 15 aerotowed a total of 20,000ft.
years. We have always offered sound coaching and advice to our Bob Dunthorn, bobdunthorn@hotmail.com
clients, and looked for new and interesting ways to help bring
pilots through their tentative first 100-hour steps. The view over
This autumn we are offering not just our hugely popular Mentor Atlantis!
Plus holidays, aimed at the newly-qualified or rusty pilot. These
Please see attached a picture
work to a pilot task sheet that coincides with the BHPA Pilot
of my mate Chris Drabble.
Development initiative, coaching the practical skills of
He’s often at the top of the
thermalling technique, mapping and the how-to of grabbing
stack, but in real life he
your second climbs.
always wears a helmet! Let
We also have some ex-competition pilots, who we’ve worked me also take this opportunity
with before, to coach and cajole you into more XC flying. Our to thank everyone at the
website news section has a full team line-up and profiles of all BHPA. Your hard work makes
our instructors, including Venezuelan former comp pilot Carlos it possible for pilots like me
Cordido and Polish XC and X-Pyr star Stan Radzikowski. All our to to have more fun than I
guided XC weeks in Spain offer full Tracker support and post- can wave a stick at.
flight debriefs. For more information please see John Kirby, thermalflyer@yahoo.co.uk
www.flyspain.co.uk.
Rob Mansley, FlySpain, rob@flyspain.co.uk Winter Hill
Landing in water This view, taken from
Parlick on June 28th,
I’m one of the lucky ones that gets your magazine every month. shows the start of the
On June 1st 2017 one of our members drowned trying to cross a moorland fire on Winter
bay with not enough altitude. He was probably forced to try due Hill that took more than a
to strong wind caused by a rain shower/ hailstorm. Therefore week to control. The
Graham Tydeman’s article about landing in water [June photographer is Paul
Skywings] was very interesting. Winterbottom; I’m flying
the lime green Iota2. The
We have discussed many times what would be best. It’s far from Pennine Soaring Club site
uncommon to have water landings in connection with SIV, even on the east side of Winter
relatively controlled ones when the pilots realise they are not Hill is now closed for
going to make it to the shore. Few, however, are calm enough to flying.
do this kind of experiment. Graham Jones, gkjlars@me.com
I was wondering if we can be allowed to reprint this article in

our magazine.
Pyla sunset
Trond Nilsen, Technical Officer, Norges Luftsportforbund (Norwegian Air Sports Federation)
A picture taken last night – July 16th – of my pal Keith Rea at
the Dune de Pyla campsite. Photo by Sandra Voisin.
Graham Tydeman responds Lennie Pincher, lennie.pincher@loyaltylogistix.com
Please share with anyone. The more I think about it the more
the serious side to my experiment occurs to me: we train on
SIV and go to annual reserve-throwing events. All training for
things we hope will never happen. As a reasonably common
cause of death, landing in water fits into the same category. I
can’t remember if I stressed this point in the article.
On another note, I flew my dad on a tandem paraglider for
his 90th birthday recently. He flew solo in a sailplane, aged 16,
in 1944. Later he taught me to fly and I flew solo in 1976. At the
time of our tandem flight we had a combined age of 147 years
with 115 years of solo flying.
Graham Tydeman, strathenry@aol.com
Scottish aerotow
The Scottish Hang Gliding Club (www.scottish-hanggliding.org.uk)
now has two Senior Aerotow Coaches and can offer conversion
training to Hill pilots by arrangement. The photo, taken at Balado

flight test: Ozone Rush 5
REPORT BY COLIN FARGHER
The Rush 5 became available to test fly in late April, just in time a for a couple of weeks of
Photo: Nicolas Assael
thunderstorms. Chief test pilot Russ Ogden and the Ozone team have spent considerable time fine-
tuning this wing before release. As high-end EN B wings are the market’s biggest sellers, so the Rush is
the most important chick to leave Ozone’s nest every few years. Hence the perfectionism from one of the
world’s biggest paraglider manufacturers.
The new fledgling is the evolution of a proven concept. The Rush 5 retains the same aspect ratio and similar curve and
surface area, size for size, as the earlier model. The differences are in the internal structure, line plan and sophisticated
cell entry and leading edge construction. The ever-reducing line set uses a mixture of Edelrid Aramid and Liros Dyneema –
strong and long lasting. Above the cascade the lines are unsheathed, saving a bit of drag, but should last hundreds of
hours before needing replacement. However the mix does mean you need to spend more time undoing tangles and
checking for knots. The sailcloth is Dominico 30DM. Again, durable and feels very robust. The whole wing weighs in at
5.3kg for the MS size as tested. I flew it towards the top of its 80 – 95kg weight range at 90kg all-up.

flight test Ozone Rush 5
The most striking thing about the wing is Thus delayed, my second flight was at Arriving at cloudbase I felt there was
the new leading edge and its tiny cell entries 18:20 when conditions had mellowed something missing … other pilots. I’d
with reinforcing strips across the centre. This considerably. Cloudbase had risen to 1500m outclimbed everyone, with a couple of lower-
gives the impression of twice as many cells and I reached it shortly after catching a end Advance wings and an Artik 4 still
as it really has (57), but keeps the leading really nice 1.8m/s thermal straight from scratching above launch and the rest
edge crease-free and stable when accelerated.
Photo: Colin Fargher
Photo: Nicolas Assael

As with many of the new generation of EN B
(and even some A) gliders, the small cell
entries help to keep pressure in the wing.
This creates a fairly solid-feeling wing and a
more direct feeling of contact with the air.
The barely noticeable shark-nose profile
uses a single reinforcing wire, extending
from the undersurface 50cm back from the
leading edge, around the nose of the aerofoil
and back to 70cm from the leading edge on
the top surface (measured at the centre of
the span). It’s a considerable distance, so
mind where you fold your wing! The A lines
hang from the centre of these wires, set
back from the leading edge. Needless to say,
in an SIV situation you’d be pulling down a
lot of sailcloth to achieve a frontal collapse.
The build quality of the whole package is
impeccable, but the leading edge deserves
an extra mention for its fantastic wrinkle-
free form and superb craftsmanship. Well
Photo: Colin Fargher
done Ozone – this wing really does look like

a serious hi-tech XC machine!
In light winds the wing is a little slow to
inflate due to the small cell openings, but this
becomes an advantage in stronger winds and
there’s no tendency to overshoot. Forward
launching was a doddle, with no problems
getting the wing to come up straight. However
reverse launching is a bit more technical.
Ozone have spent a lot of time and effort
refining brake feel, and whilst they’ve created
a wing which is very responsive from the
first touch of the brakes, it means that the
brakes engage the trailing edge almost as
soon as they are off the poppers. Depending
on technique, this creates additional drag
when reverse launching. If you use the cross-
hands technique you’ll need to re-learn.
It’s not a problem - just leave the brakes
on the poppers and use the brake lines
rather than the handles for directional
control as the wing comes up. Or use the ‘As
and Cs’ technique, grabbing the brakes off launch. Gone was the horrible texture of heading for the landing field. I could see
the poppers as you turn around, which mashed-up thermals, replaced by surging little in the way of active cloud and I decided
worked well for me. Lastly, regarding the lift that allowed me to really get to grips to eke out my lonely cumulus to the
brakes, I found it best to fly with half a with the wing. The Rush feels well and truly crosswind side and try to get as far as I
wrap but needed at least one full wrap for at home in thermals. It seems to turn very could on glide before losing half my height
nil-wind landings. My own preference is for efficiently, with little tendency to bank up gain. This proved to be just 6km with no lift
shorter brake travel. and drop in front of you. There’s no need to found en route. It was getting late and a real
bury the brake to tighten up. With some test of glide lay ahead – crossing back over
As mentioned above, the wing’s arrival weight shift and just the first third of the launch to reach the landing field from 6km
coincided with a spell of dramatic weather inside brake range I was able to climb very out in a 15km/h cross/headwind. I arrived at
in western Europe; strong sunshine and fast, balancing the wing into the surges launch with just 20 metres to spare.
feisty northerly winds leading to with a bit of outside brake now and again.
thunderstorms nearly every day for a couple Looking at my GPS trace, it was difficult to
The Rush obeys every command instantly –
of weeks. Initially I spent quite a few hours decide if the part of the glide where I used
a real joy to climb with.
ground handling before nipping out between about 20% bar was more efficient than just
storms on some of the smaller sites around In the turn the glider is progressive, the hands-up glide. I asked Russ, who said best
central eastern France. My first 40 minutes brakes operating in a smooth and linear glide is hands-up. I’d say there’s little loss
on the Rush were spent battling with manner. Brake pressure is initially light in glide at up to 25% bar, just a bit more
mashed-up early-afternoon thermals and and builds through the range. Other gliders speed. Hands-up I was at about 38km/h and
strong sink, getting up to 1100m a couple of may seem to be more agile and acro-like, with 25% bar roughly 42km/h.
times only to be drilled back down. I was but with the Rush 5 the emphasis is on
Since that first day’s flying I’ve managed
unsure of just how much the wing was smooth, efficient, flat turning. We never
to put in six and half hours from eight
moving around and how much of what I really turn flat, but it feels very flat and
different sites, in everything from gale-
was feeling was the air itself being very smooth compared to most other EN B
hanging to weak and scratchy, smooth
textured. On landing I soon found out from wings I’ve flown – the exception being
evening restitution, and one little 30km
the other pilots, and the fact that we had to Swing’s Arcus RS which I’d rate on equal
out-and-return across the Vosges above
rescue a pilot from a tree landing! par in weak conditions.

Alsace and Lorraine. During this time one didn’t try it, it’s possible to get stabilised in a level, here’s a glider that climbs very well
thing has become clear to me – the Rush nose-down spiral. The manual states you indeed and glides exceptionally. With its XC-
5 is at the very top end in its category for should always be prepared to pilot the wing orientated handling the Rush 5 is likely to
XC performance. Glide efficiency is as out of a spiral dive using outside brake and become a glider on which many clubman
good as it gets, and its climbing efficiency weight shift to exit. pilots will claim new personal bests.
Specification
Model XS S MS ML L XL
No. of cells 57 57 57 57 57 57
Span (projected, m) 8.55 9.02 9.27 9.51 9.78 10.25
Area (flat, m2) 21.41 23.86 25.16 26.5 28.06 30.81
Aspect ratio 5.55:1 5.55:1 5.55:1 5.55:1 5.55:1 5.55:1
Max. chord (m) 2.47 2.61 2.68 2.75 2.83 2.97
Glider weight (kg) 4.63 5.00 5.19 5.47 5.71 6.20
All-up weight range (kg) 55 - 70 65 - 85 80 - 95 85 - 105 95 - 115 110 - 130
Recommended flying weight (kg) 60 - 70 70 - 84 82 - 94 90 - 104 100 - 114 112 - 128
EN Certification B B B B B B
Guarantee If there’s a problem Ozone will fix it
Price £3650 £3650 £3650 £3650 £3650 £3650
UK importer Ozone UK, e-mail: mike@flyozone.com. Check dealers at
www.flyozone.com.
and ease of use in weak or strong When I had need of the speed system Summary
thermals is simply outstanding. I found it smooth and easy to use. A top
speed of about 50km/h can be held with Forward launching: uuuuu
I only flew the Rush 4 once but I’ve
ease and I noticed no vibration, or the roll No problems.
spent many hours on the lightweight Swift
and yaw oscillations I have suffered with Reverse launch: uuuu
4 version (see Skywings, October 2015). In
other gliders including the Swift 4. The
comparison the Rush 5 feels more solid in
Rush 5 is quite easy to pilot with weight A bit slow in light winds, much better in stronger winds, but
the air, with less nervousness in both pitch
shift and a touch of C riser whilst needs additional techniques to really master.
and roll. It climbs faster and responds Glide performance uuuuu+
accelerated; it’s a shame there are no
quicker to pilot input. Nevertheless it gives
dedicated C handles. Possibly the class leader … but there are challengers.
lots of feedback and anyone moving up
from an EN A or lower-end B may be taken Ozone say you should be flying at least Climbing: uuuuu+
aback. After flying the Rush 5 for half an 50 hours a year if you choose to fly the Outstanding in strong and weak conditions.
hour I was able to jump onto an Advance Rush 5 and I’d agree. It is more accessible
Alpha 6 for ten minutes; it was so damped- than the previous generation of Rush and Handling for soaring and XC: uuuuu+.
out by comparison, I could hardly believe I Swift 4, but it needs to be flown actively Outstanding
was in the same air at the same site. and could still be a bit of a handful if Handling for wagga/acro/fun: uuuuu
you’re not current, especially if you’re
I didn’t take the Rush to an SIV session but I Excellent handling, but more sharply pointed at XC.
flying in big conditions. Remember, an EN
did try a few basic manoeuvres. Big ears, Speed system: uuuuu+
test tells you how a glider reacts after an
with the usual dedicated external A lines, are
induced simulated incident - it doesn’t Retains performance well at speed, very easy to use.
stable and will remain in place until pumped
reveal how fast a glider may enter into a
out; 50% collapses are fairly benign with little Landing: uuuuu
real incident out in the wild.
change in course, and come straight back out Needs wraps for light winds.
again. Spiral dives can be entered with ease When Ozone say you should be flying
Design and quality of construction: uuuuu
after one progressive 360, the brake pressure 50 hours a year, this is what they have in
building quite a bit after halfway. Although I mind. Having said that, if you’re at that Excellent, but for brakes/riser set which could be improved.

DAVID MCKENZIE EMBARKS ON THE TRIP OF A LIFETIME
This time last year I couldn’t have imagined

just how rewarding and unforgettable a
paragliding trip to Madagascar would be. It
was around this time of year I was thinking of
somewhere different to go and via some
Google searching I made contact with some
French pilots who did guided trips. The photos
and videos I found through them looked
stunning and the seed was sown.
I was to meet the group on November 5th at St

Augustine, a small fishing village on the south-west
coast of Madagascar. I flew in from Birmingham on my
own via Istanbul and Mauritius, spending a night in
Antananarivo, the island’s capital, before catching a
local ‘bush taxi’ (think mini-bus) and travelling down
the country for 27 hours! This was a bit hardcore but a
great experience – I could do a whole write-up just
about that journey.
After arriving and sleeping in Tulear early the
following morning, I got a taxi the final few km to St
Augustine and met up with Vincent, Manu and the rest
of the group. Having consumed some much needed
coffee we set off across the sand on foot to our
awaiting transport to take-off – square-sailed pirogues.
These were local fishing boats in which we would be
sailed with our paragliders the hour-long journey
across the bay, passing flamingos and even very large
butterflies on the way.
We would arrive at another bay, fly until early
afternoon, swim in the sea afterwards and sail back in
the pirogues for fantastic local seafood for lunch. I have
done very little coastal flying but this was quite
stunning, flying over the Mozambique Channel. In the
afternoon we would fly another site, often getting nice
restitution lift, and then back for more superb food,
finished off with vari-flavoured local rum. While here I
took the opportunity to do some snorkelling and seeing
some of the fascinating flora and fauna.
After four days at the coast, the next stop was
Isalo National Park inland. We stayed at a hotel which
had its own runway and did towing – spending two
cracking days flying over stunning, unusual
landscapes. With its full-size swimming pool and
exceptionally good food this was a great hotel – an
oasis in the desert. More and more strange creatures
were seen here, but it wasn’t until the next stop that
we got to see lemurs and chameleons for the first time.
The pictures I had seen back in the UK of the
Tsaranoro Valley were the ones that really had me
excited. When we arrived it was everything I had hoped
for and more. After a good two or three hours 4x4
driving off the only tarmac road along dirt tracks and
through rivers, etc, we arrived at our camp for the next
four days. With massive, towering vertical cliffs, the
jungle and mountains surrounding these valleys was
All photos: David McKenzie
immediately aesthetically pleasing, and the more you

discovered the better it got.
The flying here was truly amazing. We were
surrounded by lemurs and other unique animals and
insects – the sounds around us were exquisite. No
Soaring over the Mozambique Channel at Soalara on the south-west coast
Crossing the bay from St Augustine to Soalara take-off by pirogue – our daily commute A chameleon right next to the dining area at the Tsaranoro Valley camp
phone signal, no internet, no television,

just a trickle of electricity – it was great! A
warm, friendly, welcoming family, delicious
local food (the dining area is in a sort of
cave) and entertainment in the evening. I
will never forget this place and I didn’t
want to leave.
After staying in the sticks we moved on
and had a night in a hotel in Toamasina,
Madagascar’s second city, commonly
known as Tamatave. The following day we
flew an interesting site on the edge of town
and then continued to Antsirabe - a French
ex-pat town a few hours from
Antananarivo. We were just entering the
rainy reason but we were able to tow from
the airport in the morning; the sky tended
to overdevelop by the afternoon. Vincent
had loads of friends here and we were
treated to fantastic meals, a nice way to
end the trip in luxury.
When we arrived back in Antananarivo
the group was dispersing and a new one
arriving. Together with another pilot I
managed to get a driver and a trip to the
rain forest (Andasibe-Mantadia) arranged.
We said our goodbyes and thanks and set
off on a three-day trip, a brilliant
experience. I saw loads of wildlife
including nine types of lemur, boa
constrictors, some amazing birds, brightly
coloured frogs, etc. To hear the unreal
sound of the Indri lemur echoing
throughout the forest was a real privilege.
There is so much more I could say
about this trip. I could list at least ten
highlights, but in summary it was easily
the best para-adventure I’ve been on so
far. Madagascar is such a unique place -
I will return.
A video of David’s trip is at
https://vimeo.com/193265715
The towering cliffs of Tsaranoro

Madagascan pigmy kingfisher seen at the Mantadia rain forest
life cover

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Skywings and elsewhere. Only Club Pilot courses completed at a Airworthiness certification held responsible for the quality or airworthiness of items
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Where no airworthiness certification details appear on an
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what’s on u: paragliding event l: hang gliding event z: powered flying event m: accuracy event z: human powered flying event
AUGUST
11 - 17 u British Paragliding Open Round 2 Krusevo, Macedonia www.pgcomps.org.uk
18 – 25 u PWC Bulgaria Sopot, Bulgaria www.pwca.org
25 - 27 m Classic Accuracy Nationals/UK Grand Prix South Cerney, Gloucester http://bhpa-accuracy.org.uk
26 - 1 Sep l British Hang Gliding Championships Laragne, France www.bhgcomps.uk hgmeethead@hotmail.com
29 - 2 Sep z British Paramotor Open Championship Crewe, Cheshire www.ppgcomps.co.uk
SEPTEMBER
2-8 u BGD Weightless Tolmin, Slovenia www.bgd-weightless.org
8-9 m Dutch Classic Accuracy Grand Prix Numansdorp, Netherlands arthur.bentley@virgin.net
8 – 15 u PWC Turkey Aksara, Turkey www.pwca.org
16 - 22 m European Paragliding Accuracy Champs Kobarid Slovenia www.fai.org
OCTOBER
5-7 m Paragliding Accuracy World Cup Mont-Saint-Pierre, Canada www.pgawc.org
NOVEMBER
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DECEMBER
14 - 16 m Paragliding Accuracy World Cup Albania www.pgawc.org

caption competition Win one of these excellent instructional flying books!
hoto: Simon Twiss

A goodly postbag this month, albeit swollen by a record
deployment of, 'Does my bum look big in this?' This phrase
has been submitted many times before and was even a
winning entry once. Can we have a moratorium on its use
please? Otherwise there was much merriment at the old Three
Compasses and Still I'm Lost, where Jan Henslow finally
emerged a worthy winner. Thanks, as always, to everyone
who contributed. Keep 'em coming!
Photo: Steve Gee

Yeah, you can get them in black too. But these go with my Y-Fronts! (Ed Winter)
One cool photo. Do hope I removed the Aldi £6.99 sticker from bottom of my boots. (Clive Jones)
Toby's eBay flying boots had been a bargain, having convinced himself that Size 15 would be
OK. (Steve Pearce)
Whaddya mean, Bigfoot! … do I look like a big, hairy, muscular … bi-pedal ape ? (Martin Bates)
Note to Self – must not kick glowing meteorites! (Carole Sherrington)
Beware the predatory Greater Yellow-Footed Booby, known to splat its prey by landing on it.
(Chris Leaver)
Skywings’ glass table photo technique is becoming a bit passé. (John Holmes)
Clever, funny or stupid captions for this And don't forget … we're always on the
month's photo should arrive at the lookout for daft pictures to use.
Skywings Office by Friday August 17th.
Send your entries to:
Multiple offerings are perfectly acceptable.
The funniest offering, judged by Skywings' Caption Competition, Skywings Magazine,
resident Sense of Humour Panel, will appear 39 London Road, Harleston, Norfolk IP20
in the September issue, together with the 9BH, tel: 01379 855021, e-mail: When he finally achieved flight, even
next ridiculous picture we can find. The skywings@bhpa.co.uk. Mark was astounded by his amazing feat!
winner can choose between a copy of Bruce
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Better, Dean Eldridge's Paramotoring - The exclude BHPA employees, their families or
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Essential Guide and Kelly Farina's Mastering
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Get inspired
What will be your next adventure?
Make sure you get your free print copy of the first /advancedadventures-
collection and get inspired by the contents! 70 pages of concentrated content
awaits, all of it containing exciting stories with awesome pictures.
The print run is limited.
#extreme #highline #basejumping “We are probably just being very chil- chil
dish”, says Eliot, and laughs. That’s what
you might call it, if anyone has the idea
to stretch a highline between two pa-
ragliders. “One day I was thinking about
whether it would be possible to connect
two paragliders with such a line”, exp-
lains Eliot. “I was probably influenced by
the Flying Frenchies”. The French base-
jumpers had stretched a highline bet-
ween two hot air balloons in 2014.
“As soon as I got the idea I contacted Thi-

Thi
bault Cheval”, remembers Eliot. The pro
fessional slackliner had had the same
idea and definitely wanted to try it. “At
first the whole thing seemed completely
mad. We thought it would be impossib-
“Then I sometimes go flying … by base-jump.”
le, but the idea would not go away. After
long consideration we both came to the
same conclusion: ‘It’s doable.’ very tiring,” recounted Eliot. “But for me
this was exactly the reason why the pro
Keeping your Balance
Keeping your Balance
ject was so terrific.”
We wanted to explode
Climb & Fly Peru
Climb & Fly Peru
Find the correct balance

the limits, be creative, The most difficult thing was to keep the
because that’s what we line tensioned without deforming the pa-
About
Extreme in all respects. did ... ragliders too much. Although they must
fly at the same speed, and basically in the Eliot Nochez has been flying for ten
Eliot Nochez
54
55
same direction, the two wings also have years. He does not just hang under
8
to try to fly apart, by the right amount, to a paraglider, exactly; you may come
hold the line under tension. To find this across the three-times French acro
Adventures Collection
Five flights a day balance required the greatest delicacy of champion and 2015 World Cup winner
Keeping your
The biggest challenge with this new- paraglider handling. In addition, they had kiting, skydiving and speedriding.
fangled attempt was to make it comple- to be flying quite slowly. So Eliot and Ju- Julien Millot first began climbing at
tely safe. At that time Julien Millot was lien needed most of the time to practise age 24 and shortly afterwards caught
still involved with the Flying Frenchies. their coordination. Once they’d got the the highlining bug. That was in 2008.
He would be flying the second paraglider. hang of it, Thibault could begin his balan- The paraglider pilot, base-jumper and
Balance They began with intensive training. The

most important and largest problem was
that both paragliders had to be flying at
the same height at the same speed in the
cing on the highline.
Looking back, Eliot says the biggest

challenge with this performance was not
wingsuit acrobat is a joint founder of the
Flying Frenchies.
Thibault Cheval has been climbing
for as long as he can remember. Influ-
/advancedadventures
same direction. To manage this Eliot and to have been too nervous – and, of cour enced by the ‘I believe I can fly’ Flying
Julien flew five times a day for almost a se, not to get hurt. “We wanted to do so- Frenchies film in 2012 he changed from
week. Then followed an eight-day filming mething that no one had ever done befo- slacklining to highlining. In 2015 he beg-
On a highline between two paragliders session. re, and so broaden the possibilities of the
sport”, he says.
an base-jumping.
Each attempt was extremely expensive.

First we had to walk to the takeoff, then That is what the three achieved – no
prepare the wings and cameras and fi- question. In the film ‘Bob je quitte le na-
Some like it tough, others look for extremes. Eliot Nochez combines nally take off – that’s the whole team, in- vire’ Eliot, Julien and Thibault tell of their
cluding the two cameramen and pho adventure.
both with his adventures. The acro pilot loves projects which others tographers. The actual attempts on the
highline lasted mostly a few seconds,
consider impossible. ‘Bob je quitte le navire (Bob, I’m leaving the Thibault had to be very quick. As soon
ship) was exactly such a project. Together with pro slackliner Thibault as the pilots dropped the highline, it was
down to land, pack everything and walk
Cheval and Julien Millot of the Flying Frenchies he actually achieved it. up to the takeoff again – for the next flight.
2.700-Höhenmeter-Flug vom Gipfel des Vallunaraju (5.686 m, li.) bis nach Huaraz.
“It all took an incredibly long time and was
advance.ch /advancedadventures advance.ch /advancedadventures
#hikeandfly #explore #tanzania

Bild Highres von FLO rein
English
Fascination
Fascination Kilimanjaro
Fascination Kilimanjaro
XC Adventure Brazil
XC Adventure Brazil
Kilimanjaro
20
36
37
21
Fabulous flight from the roof of Africa
At 5,895 metres the Kilimanjaro Massif is the highest place in Africa.

If you want to fly here you need permission. Since 2017 this has been
reasonably easy to get. The large height difference of almost 5,000
metres, the weather and the thick ancient forest at the foot of the
mountain certainly presents the paraglider pilot with a demanding task.
Julian Beermann found out about the experience.
Schon die Orientierung in der Weite Brasiliens ist ein Abenteuer für sich. A moment in eternity: Julian enjoys the airy perspective in the soft morning light.
advance.ch /advancedadventures advance.ch /advancedadventures
Order your free copy here

www.advance.ch /advancedadventures
/advancedadventures

No. 352 The Magazine of The British Hang Gliding and Paragliding Association

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No.

352 AUGUST 2018

10 safety matters Skywings magazine is published monthly by the British Hang

30 airmail THE EDITOR Joe Schofield, 39 London Road, Harleston, Norfolk

42 calendar COVER PHOTO Richard Sheppard cruises his Aeros Combat L

2 AUGUST 2018 www.skywingsmag.com

4 AUGUST 2018 www.skywingsmag.com

01404 891685 www.turfhouse.com

300km for Carter!

Snake sets engine-off

from many manufacturers, only Bräuniger’s

6 AUGUST 2018 www.skywingsmag.com

SIV & Pilotage

8 AUGUST 2018 www.skywingsmag.com

www.skywingsmag.com AUGUST 2018 9

New powered hang gliding training syllabus

Deployment bag (D-Bag)

Hang glider Instructors’ course

10 AUGUST 2018 www.skywingsmag.com

www.skywingsmag.com AUGUST 2018 11

French Grand Prix

Sykes retained 4th place with 3cm to take

12 AUGUST 2018 www.skywingsmag.com

Kamshet, India Post

May 5th – 12th 2019

tel: 07779 790 637 or 01974 241574

www.skywingsmag.com AUGUST 2018 13

No. 296: Harry Bloxham

14 AUGUST 2018 www.skywingsmag.com

Time for Change

Rebellious, fun and enlightening.

Not just talk, the Punk actually

tells you the truth about the air.

Stay informed, make your own

choices, ﬂy the Punk.

www.skywingsmag.com AUGUST 2018 15

16 AUGUST 2018 www.skywingsmag.com

Axess 4 The lightweight Pull-Down-Apex from Gin

Replaces top selling One-G, new materials,

www.skywingsmag.com AUGUST 2018 17

Bornes To Fly (19th – 21st May)

top of Semnoz. From here we used the ﬁrst

18 AUGUST 2018 www.skywingsmag.com

GPS SD+ for Easy

Naviter Open (24th - 29th June) same hardware as the LIVE

Overall Female Sports Leisure

www.skywingsmag.com AUGUST 2018 19

View from the Gelderkogel back to the Schöckl in the distance

Bordairrace 2 (26th - 27th May)

launching and gliding round into spots of

20 AUGUST 2018 www.skywingsmag.com

Flying further at FlyFurther

www.skywingsmag.com AUGUST 2018 21

22 AUGUST 2018 www.skywingsmag.com

Complete and practical

Photo: Don Liddard

24 AUGUST 2018 www.skywingsmag.com

www.skywingsmag.com AUGUST 2018 25

First impressions: SkyMax Star

All photos: Ivan Borodin

Note titaniaum S-type horns

26 AUGUST 2018 www.skywingsmag.com

www.skywingsmag.com AUGUST 2018 27