No. 427 NOVEMBER 2024 The magazine of the British Hang Gliding and Paragliding AssociationThis report is not about whether you should do a SIV or not, but a reflection of my experience both during and after the course. Following completion of my CP in 2020, despite the best efforts of Covid, I continued my training with an experienced post-CP instructor and transferred some of my late ‘80s and early ‘90s hang gliding abilities to paragliders. What always slightly unnerved me was the sudden flapping around of part of the paraglider wing which didn’t have the aluminium poles to hold it in place! So, after a further year of flying, I decided that a SIV course would reassure me that I could recover from any untoward behaviour of this cloth-and-string flying machine. October 2022 saw me heading out to Ölüdeniz, with more than a little trepidation but hoping to return with some new skills and a better understanding of wing behaviour and recovery. The first flight of the course was to be an easy introduction, and to show the instructor that I had some degree of flying ability. What could be easier than a bit of pitch control by pulling and releasing the brakes? Having taken off from the rather busy Babadag mountain 1800m take-off and flown out to the ‘box’, over the radio came the request to ‘Pull the brakes and release … pull the brakes and release’. I started the task, but not as effectively as required by my instructor and I was asked to pull the brakes even harder. I thought, ‘OK, fine, I’ll give it a try,’ but pulled so hard that I stalled the wing. I remembered from my previous tuition that I should go ‘hands up’ to let the wing fly again. I think some of you will guess what happened next! The wing then whipped over the top of my head and continued in a downward path. I braked it like I had been taught in EP school: gently. I had never been told or learnt to brake really hard and fast to stop the dive, and so I was now staring at the wing below me. I fell into the lines, with one of them wrapping itself around my leg. After less than a minute of my SIV course I was falling and rotating at some speed towards the sea, obviously still with a lot of height, but with my leg trapped. Despite being partially upside-down, with the wing spinning like a bag of washing above my head, I didn’t want to deploy my reserve as my leg was already cut by the line and I didn’t know how much worse that might get with the shock of a reserve opening. With one eye on the fast-approaching water I managed to get my leg free on the third attempt. The wing recovered and flew away. At the time I was very calm about the whole situation and completed the course, but with a degree of trepidation, particularly during wingovers when the wing went below me. However, this air of calm was not to continue. Since the SIV incident the joy of flying has left me and I spend much of my time in the air worrying about the behaviour of the wing and whether it is going to bite me again. In fact nothing has happened and I have flown another 60 hours in sometimes strong conditions, including at Piedrahita in July. I have used some of the skills I learnt from the course and controlled dives, recovered cravattes, and increased my use of speed bar as I no longer fear frontal collapses in the same way. The SIV course showed me that the paragliders that we fly today are a wonderful way to fly, and that they will recover from most situations with the right inputs. It also taught me not to be afraid of the wing flapping around, which had been my main aim. However it has also caused me to lose some of the joy of flying, because my brain won’t let me forget the level of risk that I am taking every time I step into the air. I have since met pilots with (tens of) thousands of hours who have never done a SIV course, and who undoubtedly have the skills to control their wing in a way that I can only dream about. I wish I’d met them before. I was on the point of giving up the sport, but after chatting to a lot of experienced pilots I have decided to step down a category of wing. The aim is to reassure my brain that I can relax and enjoy the flight, in the knowledge that I stand every chance of recovering from all but the worst situations. For those … I now fly with two reserves! 2 SKYWINGS NOVEMBER 2024 attitude SIV: an unexpected outcome GRAHAM SHIELDS, PROGRESSING PILOT Destination: Porterville Escape to South Africa this winter 5 launch sites + Local guide + Retrieves 7 nights · £490 · Nov-April Luxury en-suite accommodation · Swimming Pool · Wifi Full English breakfast · Braai facilities · Free retrieves Booking enquiries: (UK number 07751 195220) Photo: Andre w Williams4 SKYWINGS NOVEMBER 2024 THE BHPA LTD 8 Merus Court, Meridian Business Park, Leicester LE19 1RJ. Tel: 0116 289 4316. SKYWINGS MAGAZINE is published monthly by the British Hang Gliding and Paragliding Association Ltd to inform, educate and entertain those in the sports of Paragliding and Hang Gliding. The views expressed in this magazine are not necessarily those of the British Hang Gliding and Paragliding Association, their Council, Officers or Editor. The 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 the right to edit contributions. ISSN 0951-5712 SUBSCRIPTIONS AND DELIVERY ENQUIRIES Tel: 0116 289 4316, THE EDITOR Joe Schofield, 39 London Road, Harleston, Norfolk IP20 9BH. Tel: 01379 855021. COVER PHOTO Hugh Burnaby-Atkins prepares to launch from Mont Blanc in September. See news item on page 6. Photo: Edward Burnaby-Atkins THIS PAGE Heading for the Bieligerlicke gap in Valais, between the Wasenhorn (3447m) and Vorderes Galmihorn (3507m), with the Finsteraarhorn (4274m) at right Photo: Robert Smith DESIGN & PRODUCTION Fargher Design Ltd. Killane House, Ballaugh, Isle of Man, IM7 5BD. PRINT & DISTRIBUTION Newman Thomson Ltd, One Jubilee Rd, Victoria Ind. Est, Burgess Hill, RH15 9TL. ADVERTISING Tel: 07624 413737 Email: SKYWINGS ONLINE All issues of Skywings magazine are now freely available DEADLINES News items and event/competition reports for the January issue must be submitted to the Skywings office by Wednesday November 30th. Letters for the December Airmail pages should arrive no later than Monday November 18th. Advertisement bookings for the December edition must arrive by Monday November 11th. Copy and classified bookings no later than the following Monday November 18th. regulars regulars features NOVEMBER 2024 SKYWINGS 56 SKYWINGS NOVEMBER 2024 news Hugh Burnaby-Atkins summits Mont Blanc At 9 am on Thursday September 19th, Hugh Burnaby-Atkins, founder member of the Rutland Airsports club, summited Mont Blanc, western Europe’s highest mountain. Soon afterwards he launched his Ozone Ultralight 5 glider and flew down to the Passy LZ. Last year Hugh was diagnosed with Parkinson’s Disease; his ascent and fly-down, accompanied by his son Ed and a mountain/flying guide, was partly to raise money for a Parkinson’s charity. Hugh had been in training for the ascent for some time and is considering an attempt on Britain’s Three Peaks next year. In 2002 he made an attempt on Mont Blanc but was forced to turn back two hours from the summit. Hugh’s own father suffered with Parkinson’s for more than 20 years. ‘It’s not supposed to be hereditary,’ he says. ‘But it seems lightning has struck twice, so this is for future generations.’ It is estimated that Parkinson’s will affect 1 in 37 of the UK population, and there is at present no cure. To help Hugh raise money for Cure Parkinsons go A full report on Hugh’s successful ascent will appear next month. [Photo: Edward Burnaby-Atkins] Flying4Youth expands to Manston Green Dragons Airsports have teamed up with Air Cadets at Manston Airport to expand their Flying4Youth training sessions and set up a new BHPA club. The initiative aims to offer opportunities for young enthusiasts to inspire a new generation of young parascenders, paragliders, paramotors and hang gliders. ‘I’ve been in airsports for over 40 years,’ says Andy, ‘and always had a passion for nurturing the next generation. My vision is to create a program that will teach the technical skills required for flying and instil a deep love and respect for the skies. Flying has always been more than a job for me; it’s a passion. When I see the smiles on faces as these young people take the controls for the first time, it reminds me of why I started flying.’ Collaboration between Green Dragons and the Air Cadets seemed like a natural fit. The Cadets have long been committed to developing leadership, discipline and technical skills in young people and are a cornerstone of UK youth aviation education. By partnering with Green Dragons they can offer their young people fantastic flying opportunities. ‘Together we’re creating a program that teaches the technical aspects and encourages personal growth and confidence too. Flying’s broader lessons – discipline, focus, calmness under pressure – are valuable in all walks of life. The response to Andy’s initiative has been positive. ‘We’re thrilled to be working with his team,’ says Jeannene Lesley from RAF Manston History Museum. ‘Our cadets are benefiting immensely.’ After practicing PLFs the cadets took to the skies under a tandem, briefed by Billy Elliston. Later, when inspecting paramotors, they showed great interest in the relationship between thrust, engine and wing size. ‘Green Dragons and the Manston Cadets are proving that, with dedication and the right opportunities, the next generation of pilots is ready to soar,’ says Andy. ‘We’re looking for help – please get in touch BHPA AGM reminder 2025 will see a number of changes to the BHPA AGM format, to be held at the Association’s Leicester Office on Saturday March 1st. The move from a convention centre venue is a cost-saving measure reflecting historic low attendance. Rather than watching via a Facebook livestream, members will be able to participate online via a GoTo Meeting link. It is hoped that that those receiving awards will still attend in person. Members wishing to raise a discussion topic should email details to the BHPA Office by December 31st. Any member who thinks they might want to join the Exec has until Friday November 29th to submit a nomination. Contact BHPA Chair Jenny Buck to what is involved; a nomination form must be obtained from the Office. Nominations are also sought for BHPA Merit Awards. If you are aware of someone who has put commendable effort into the sport over a number of years, please nominate them. Merit Award citations should arrive at the BHPA Office by Friday December 20th. SEW Magic Bash In September, after a too long a break driven by the Covid pandemic, South East Wales threw its first Bash for a few years at the Glanusk caravan park below Magic Mountain. Although plagued by a daunting weather forecast, the event was supported by about 100 guests, coming from as far afield as Bradford, London, Sussex and Devon. Friday was a quiet day setting up, but flying was achieved at Pandy on the Saturday. New pilot Ellie Surtees (pictured) achieved her first flight post-CP under the care of local instructor Skye Graille, with a memorable 40 minutes along the Pandy ridge. SKYWINGS 7 AAdv lli venture l y n live your SIN SS‘‘MANMANSKY EDSIR SKY ybrid single sh THE SKINNGLE WERFWERFPO POTTOSOSM SHARK M acwith 20% double surfkin DMUND FUL IS FUL ec K EDSIR t pomos SHARKDMUND lyFe&ikH orerful single skin fw crShort T sttry flighounoss-cr hermalling T ly Fe &ikH Earlier, Peter Lake reached the top of Magic inside the hour to win an orienteering competition. The evening was a rollercoaster of conditions but all held together, with Jani providing the cocktails and beers and local artist Adam Thorne producing an exceptional acoustic set when the PA got soaked. The guests sang their hearts out around the fire pit! 2025 will be bigger and better – tickets on sale soon. [Report by Stuart Blackburn] In brief ‘Dealing with incidents’ factsheet updated. The BHPA’s ‘Dealing with incidents and accidents’ document (see Skywings, October 2023) has been updated. Revisions include actions to take when a medevac helicopter may be inbound, when calling the emergency services, and when news media may become involved. The update also covers resources to support post-incident physical and mental fallout. at Tinto windfarm kicked into touch. In September South Lanarkshire Council rejected a planning application for six 150m wind turbines near the LLSC’s site at Tinto. The club had put in a strong objection but it is not clear if this affected the decision. Although this is good news, there can be little doubt that there more applications will follow. SRS dates announced. The 2025 Sports Class Racing Series kicks off in February with the Ozone Edition at Santa Fe de Antioquia in Colombia. Three more rounds were announced in October: the Gin Edition at Mungyeong in South Korea (May 26th-June 1st); a third edition at Gemona in Italy (July 6th-13th); and a fourth at Áger in Spain (August 30th-September 6th). Full details are at BHPA 500 Club WIN CASH PRIZES AND HELP THE ASSOCIATION! September winners: Alex Miranda £134.40 Charles Blount £67.20 James Styles £33.60 Alison Darling £20.16 Mark Barrett £16.80 Mike Gardiner £16.80 Brent Pullen £13.44 Len Hull £13.44 Ian Laidlaw £10.08 Gary Rankin £10.08 BHPA £336.00 Winners will note that payments of the above sums have been made to the account from which they contribute to the 500 Club by standing order. In case of error, please contact Marc Asquith on 07802 525099.Bill Moyes was a fearless flier and an inveterate showman. New records were broken by him and Bill Bennett in turn, usually in front of large crowds and cameras. In 1969 Bennett moved to the US; Moyes had already established Moyes Delta Gliders and begun building his own versions of John Dickenson’s design. By 1973 John Dickenson’s part in the evolution of the hang glider was over, although he remained on good terms with Moyes. Bill Moyes followed Bennett to the US, where both flew competitively while continuing to break records and generate positive publicity. In 1970 he became the first person to hang glide, somewhat illegally, into the Grand Canyon; in 1972 he won the North American Championships, despite being on crutches after an earlier mishap, and in 1973 he dropped from a balloon at over 10,700ft, gliding for more than 13 miles before landing. There’s little doubt that Bill Moyes and Bill Bennett’s activities helped to ignite worldwide enthusiasm for hang gliding in the late 1960s and early ‘70s. The production Moyes Kite of 1969 had evolved in stages to become the Stinger in 1974, in which Bill introduced the raised keel pocket, a feature that was to remain central to flexwing design until the 1990s. The Missile of 1983 was the first Moyes glider to feature the flexible wingtip that would become a much-copied trademark. This led to the high- performance GT series through the 1980s, followed by the keel-pocket-less XS and XT. In 1983 Bill’s son Steve won the World Championships on a GT, a feat repeated five years later by Rick Duncan on a GTR. In the 1990s Tomas Suchanek was to bring Moyes three consecutive World Championships on Xtralites. Always abreast and often ahead of the game, as other hang gliding manufacturers the world over shut up shop, the Xtralite (1993) and Litespeed series (2003 on) cemented Moyes’ pre-eminence in the field. At the Brasilia World Championships in 2003, six of the top ten pilots flew Litespeeds. By this time the day-to-day running of the company had been in the capable hands of Steve and Vicki Moyes for some time, although Bill remained a frequent visitor. LiteFlite, a separate company he had set up, manufactured the remarkable Bailey-Moyes Dragonfly tug. In 1990 Bill invited pilots to compete in the first Forbes Flatlands meeting. This aerotow competition in New South Wales was to become a fabled event in the hang gliding calendar, notable for big distances, prodigious retrieves and remarkable camaraderie. ‘Forbes’ hosted the World Champion- ships in 1998 and 2013, and in 2018 set the longest hang gliding task in history at 388km, won by Brit Ollie Chitty. Until recently Bill was always present; Forbes remains a bucket-list competition for many pilots and is perhaps his enduring legacy. Beyond the gliders and the competitions, Bill Moyes was a mentor and friend to many, commanding universal respect from everyone in the sport. Among pilots, his sense of humour and zest for life were as significant as his aeronautical contributions. British veteran Johnny Carr met him on several occasions. ‘He was a great person to be around,’ he says, ‘and I feel honoured to have known him.’ Gordon Rigg recalls, ‘I first met Bill at my first World Championships in 1995. I was a bit awestruck when he actually knew my name! The Moyes family were always at the big comps back then, with all the Moyes pilots invited in turn for a meal cooked by Bill’s formidable wife Molly. If you were on your way to Forbes you’d find yourself joining a Boxing Day meal at their place at Bronte Beach. There were pilots sleeping all over the house before heading out to the competition; flying a Moyes glider made you part of the family.’ Among many honours, Bill was awarded the first-ever FAI Hang Gliding and Paragliding Diploma in 1979, the Order of Australia Medal in 1998 and the FAI’s Gold Air Medal in 2014. In the late 1960s Bill Moyes was one of the sparks that set the hang gliding movement ablaze. In later years he came to embody everything positive about the sport. Of his own contribution, he once said, ‘I didn’t invent anything ... I just made little discoveries.’ Bill Moyes died peacefully in September, close to where he had been born, aged 92. He is survived by Molly, his wife of 73 years, by Steve, Debra, Vicki and Jenny, and by a huge extended family of 32 grand-and great-grandchildren. [JS] 8 SKYWINGS NOVEMBER 2024 Bill Moyes 12.7.1932 – 24.9.2024 In March 1967, Sydney-born Bill Moyes signed up for trial flights with John Dickenson, who had by then perfected his Ski Wing of 1963. Dickenson taught Bill and fellow enthusiast Bill Bennett, both experienced water-skiers, to fly them. Moyes went on to buy a Ski Wing; he and John Dickenson became good friends, collaborating in search of better performance. Photo: Zhenshi v an der Klooster21.06.2024. CP rated pilot aged 57 Experience: 500 hours (15) Site & conditions: Parlick, 15-20km/h, strong turbulence Glider: Advance Epsilon 9 Incident: The pilot experienced an asymmetric collapse on landing approach in thermic conditions. The paraglider re-inflated close to the ground and a successful landing was made. The pilot noted they had made control input errors, and the paraglider re- inflated when the controls were released. Injury: None 24.06.2024. CP rated pilot aged 62 Site & conditions: Nont Sarahs, 10-15km/h, light turbulence Glider: Nova Mentor 7 Light Incident: The pilot collided with rocks whilst soaring in light winds, impacting on the base of the harness. The pilot cited distraction due to altering harness settings in flight. Injury: Serious: lumbar spine 25.06.2024. Pilot age and rating unknown Site & conditions: Landsdown, 5-10km/h, not turbulent Glider: Dudek Solo Incident: The pilot lost control of their powered paraglider after entering a spiral dive over the landing field and impacted the ground. Injury: Serious 20.07.2024. P rated pilot aged 64 Experience: 292 hours (4) Site & conditions: Newhaven Cliffs, 10-15km/h, not turbulent Glider: Advance Epsilon 9 Incident: The pilot was ridge soaring in light conditions and caught the bottom of their harness on the ground behind the cliff edge. The paraglider overflew the pilot, who was dragged over the edge, coming to rest on a shelf below the cliff top. Injury: Minor 27.07.2024. P rated pilot aged 45 Experience: 350 hours (11) Site & conditions: Bassano, Italy, 5-10km/h, strong turbulence Glider: Flow Fusion Light Incident: The pilot flew into a small landing area in thermic conditions and lost control of the paraglider. They noted that the paraglider felt ‘parachutal’. They made two turns to lose height and experienced a rapid descent to the ground. Injury: Serious: feet, legs 30.07.2024. Servicing report Glider: Advance Alpha 7 Incident: During a routine service the technician identified a 2cm long reduction in thickness of a top level C suspension line (the level connected directly to the wing). Further investigation revealed that there was a break in the inner (structural) core whilst the line sheath remained intact. Injury: None 04.08.2024. CP rated pilot aged 41 Experience: 32 hours (21) Site & conditions: Crete Road, 25-30km/h, moderate turbulence Glider: Ozone Buzz Z6 Incident: Approaching to land in conditions described as ‘becoming turbulent’, the pilot opted to lose height by making dynamic turns, inadvertently inducing the paraglider to spin. It surged and recovered facing the hill; the pilot managed to land across the slope, the wing becoming entangled in bushes. Injury: None 12.08.2024. P rated pilot aged 40 Experience: 88 hours (12) Site & conditions: Bell Hill, 20-25km/h, light turbulence Glider: AirDesign Vivo Incident: The pilot experienced an asymmetric collapse on a bottom landing approach and struck the ground. The pilot noted the possible presence of rotor in the lee of a large tree upwind of their final approach track. Injury: Serious 14.08.2024. CP rated pilot aged 57 Experience: (4) Site & conditions: Perran Sands, 15-20km/h, light turbulence Glider: Airwave Sportster Incident: The pilot misjudged their landing approach on a sloping top landing area. They pulled the bar in and impacted the ground at speed, resulting in damage to the hang glider. Injury: None Quick facts abo out the NG series: weight(m²) Surface g)(k Max load NG g)weight (kg)t (k G NG light The world´s leading rescue systems Use of high-qu• even at low spe g, g • Available in 3 s certified accord • New, innovative • Excellent sink r to a jump from • Very reliable op • Intelligent, light ality lightweight materials eeds gp sizes as NG and in the light versio ding to EN12491 e X-Flare concept for high efficien rates, each just over 5 m/s, equiva a height of about 1.3 m pening and extremely good pend tweight construction for fast open g, NG 140 Ser NG 120 Ser -geneous load distri --flares for homoX NG 100 Ser on NG light, ncy alent dulum stability nings, 33 1401,85rie 291201,6rie 25100rie1,45 1,49 5 1,3 18 6 concept. -Flare innovative X s to the , thankface -Nearly flat top sur 5 1, for fa ow L ast opening canopy height projected surface area bution across the large geneous load distri stability pendulum outlets for air defined Precisely safety matters BHPA Accident and Incident digest The following is an edited digest of Incident Reports submitted to the FSC between June 21st and September 15th 2024. ‘Experience: 20 hours (5)’ indicates 20 hours total airtime and 5 hours within the previous six months. The complete database of reports can be found Next >