Airborn #224 Nov 2022

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FRONT COVER: Kinga Masztalerz competing at the X-Pyr 2022

X-Pyr 2022

One of the toughest adventure races in the world is set in the Pyrenees mountains, our own version of the hardest adventure race in the world.

Starting on June 26th 2022, 45 teams tried to traverse the Pyrenees, reaching the waypoints that could be on the highest mountains, or the deepest valleys. Starting at the Bay of Biscay and finishing by the Mediterranean coast.

Pilots must always carry the minimum amount of equipment with them. It consists of: glider, harness, parachute, helmet, mobile phone and live tracking equipment.

There are no stages, pilots can be on the move 14 hours a day. First in goal wins. From the start, the remaining pilots have until Saturday to reach goal.

All in all, a big adventure. The race, has live information, via the web, with pilot’s positions, in 3D, on a full map. Pictures, videos, interviews, everything necessary to bring supporters into the adventure.

Day 1

Starting with the run from Hondarribia to La Rhune, 20km on the road and and 800m up, what a start of a 600km, 7 day long race! I arrived to the first turnpoint around 12th place, happy with my 2:55h, feeling strong.

Weather was better than expected, it didn’t really rain. Hike & Fly at its best, 5 flights, heaps of hiking, including 3200m up...

Camping in the hills well positioned for the next morning glide.

Day 2 Wet.

Still, our awesome team pulled off 3 flights which saved me heaps of road walking. We started with a morning glide, the only flight of the morning, and finished with the edgy wet glide off a pass where all the three supporters were holding my wet wing and then I flew out through the rain. Most of those light racing wings fall out of the sky when they even see drops of water, Scala definitely doesn’t.

In the evening Ross and Jesse dried my shoes and backpack in a tumble dryer.

Day 3

Rough day, bad timing.

First, we hiked up the mountain which was in the cloud because we believed it would open soon. However we ended up above a thick layer of clouds covering the whole valley. It didn’t stop another athlete from taking off but it’s against the rules and simply unfair toward other athletes who decided to hike the road, so Richie, Nico and myself first waited and then we hiked down to the base of the cloud and flew from there.

After slope landing I hiked to Accous take off and it was just starting working but still low. Guys flew out and landed in the valley, I tried harder and farther but it was a very slow progress which ended up with a dodgy landing in a rotor.

Kinga Masztalerz hike and Flys the Pyrenees

It’s in moments like this when I truly appreciate my Scala.

All this put me at the edge of the airspace just when the day opened and I spent the best part of the day hiking into Spain. Very frustrating, after 2.5 days of awful weather, finally a great flyable afternoon and I’m grounded while the guys in the front who already crossed to Spain, are flying some epic distances!

Not to mention that I had a near death experience when a truck squeezed me against a brick wall. When I finally made it to Col de Somport, it was 7:30pm. A quick decision to climb, we even convinced Patrick’s team to climb. We all had a fantastic flight with a beautiful evening thermal and strong back wind and overtook 7 teams who gave up on flying, either too exhausted to hike up or didn’t believe it was worth it.

I landed backwards in a weird katabatic, couldn’t quite get out of my harness because, oh btw, I damaged it today (then Chris sew it back up on the spot!) so I just collapsed on the field like an injured penguin.

It was 15 minutes until the mandatory night break and we were on a good camping spot so there was nowhere else to go, nothing else to do, so then I gave myself 5 minutes to fall apart, to cry and release the stress of the day. And of course that’s when a race media crew came to interview me.

Rough day but it’s a part of the racing. To hold it together when it all goes to sh*t because it’s never too late to climb and the day isn’t over until you give it all.

Day 4 Windy day.

Hiked with Chris up Punta de la Espata, Richie, Patrick and his supporter were hiking the same mountain on a different trail, 15 minutes ahead. On the top, I saw them walking quite a bit down, then they took off, pointed headwind and sank into the valley. They didn’t seem comfortable in the conditions and I can’t blame them, it was very windy. However, I live in New Zealand, we know windy. I waited another half an hour for some thermal activity, took off and after some searching got a lift to 3200m, joined the main ridge for a while but it didn’t feel right out

there with barely any penetration so went a bit out... It took forever at single digit and often no speed, once you hit the sink you basically fall out of the sky straight down so it was slow and technical flying in search of best lifty lines. I crossed Tena Valley and kept going, finally landing close to Broto. It was a good one, I saved heaps of walking and skipped a few places in the ranking.

I hiked out of the valley, chasing Edouard who now was only 1km in front. On the way I hiked Punta Aguilar on Sierra de la Corona, flew from the narrow spur into the valley using some nice lift on the ridge, caught Edouard and after another hour of hiking found a perfect camping spot by the river. Not a soul around, so I went topless to wash myself in the river and of course that’s when the media crew arrived. They have perfect timing every day!

Day 5 Disconnected.

In the morning, despite low clouds, I hiked up to Santa Marina with Chris. Nice hike to kick off the day but difficult to find a take off, and hard to imagine how I would clear the very shallow, never ending ridge with see of trees on the one side and no road and no landings on the other side, which by the way is in the airspace...

Chris helped me take off. I restarted breathing when got to the place where I could clear the trees, then took a little thermal with a vulture, then another one and slowly with strong head wind cruised around the ridge, crossed the valley, hooked onto a windy corner of Pena Montanesa and surfed it all the way to tagging the turnpoint in flight! No one expected this to happen! I flew so well and was so happy!

However, that was as far as I would go, low top of the lift and strong SE wind showed me my place immediately when I tried to fly around the corner to the south side; rodeo of sink and no penetration, I flew out and landed in front.

It went way better than we expected, neither Ross nor I didn’t believe I would tag the Turnpoint in flight in these conditions so we had no real plan, in the weird place in front of the massive rock face with strong headwind and the sky shutting down.

Ross found a second take-off on

caught up with me, the wind was crossed and very strong. Chris volunteered

the way, only 200m and traversing so why not to check it out. The idea being that if it doesn’t feel right, I can just keep hiking around Pena Montanesa. The fatigue

as a wind dummy but I must have missed the memo because instead of waiting for him to probe the air, we took off together and it was all wrong.

The air felt wrong, if the wind was less crossed, I could have soared the South face, but like this I was in the rotor of another ridge. What’s more I got into the harness in the wrong way, nothing dangerous but it should be a serious warning that I ignored. In the air, it was rodeo and not much progress, I decided to fly out and on the approach I took my first ever proper collapse on Scala. A good one too, Chris said it was 70%, 10-15m above the ground.

I’ve done 200 hours on Scala and took her some gnarly places and never ever had a collapse, always was able to catch any deflation before it actually happened. However this time I was a moment too late, clumsy handling, shouldn’t have let it happen.

Scala dove to the right but then my muscle memory took over, massive weight shift, arm down, up, shake, other brake and a second later I landed softly pointing headwind, like nothing happened. Thanks for being so gentle with me, Scala.

However, all together it was a mess, stressful waste of time which as a result put me further back than I would have been if I just hiked! I was really pissed at myself, this flight didn’t feel right in my guts, at the take-off I should have packed and keep hiking, instead ignored warnings, had this massive collapse so close to the ground and at the end landed farther from from my goal of the day than I started, so this flight just added road hiking!

Ross asked if I was capable to do 25km to Campo before 9pm and I treated it as a challenge, something that would push me and take my thought away from the last flight. We were all getting tired and none of us stopped for a moment to touch base with my level of fatigue, mental state and especially, what would be the best strategy for tomorrow’s good weather forecast. So I hiked 25km on the road to Campo, mostly because Ross bribed me with a promise of a hotel room and a real steak dinner.

In the hotel room, I looked into a mirror for the first time since the beginning of the race and didn’t recognise the person in it. I felt disconnected, like my body didn’t belong to me. I know it can happen when you keep pushing yourself beyond your limits and it’s OK if it’s only physical, like some big ultra-marathon. However, in X-Pyr the most crucial is to fly well on good days and tomorrow I was

about to pay the price for the stress and exertion of today. I just didn’t connect to it yet.

Day 6

Frustrating.

I woke up exhausted. The morning hike up to Cervin was slow but there was no rush. Chris and Jesse drove up and waited with yummy pasta while Ross volunteered as a wind dummy today. We waited and then cruised above the take-off waiting for the day to turn on. I could have slept two hours longer. It was a slow start and I was so nervous from the previous day’s drama that I had to top land to pee and breathe.

Took off again, so tired and stressed, after yesterday I didn’t trust my glider handling nor my decisions, whatever I tried, wherever I went, it felt forced, no flow, nothing seemed to work.

What’s more, Campo was a bad take-off choice for the day, Pena Montanesa that I came from was higher and a closer crossing, I could have simply stayed there and saved myself yesterday’s dodgy glide, massive collapse and 25km of road jogging... Sounds easy but when you’re racing, to simply say, “Well, just sit and relax for the next 16 hours...” Nah that wouldn’t have happened!

The topography is one issue, and another is that I flew like absolute rubbish, crossed the valley twice, lost heaps of time, even when the gaggle chasing me, that took off from Pena Montanesa, caught up with me, I couldn’t stay with them. Actually I wanted to take a deep line straight north but didn’t trust my guts, instead I deviated with the others, crossed to Castejon de Sos and we all got stuck there for ages with E wind. Where the heck was this wind coming from? I didn’t understand the air and felt like a beginner.

I chose my own scenic route, talked to myself, breathed, sang, set small goals, used all the techniques I’ve learned for years and kept going. I made some mistakes that put me very low close to the main ridge of the Pyrenees, fighting in the strong

valley wind and turbulence, but there was no way I would land, I was flying to France, that’s it. Not to mention that landing there looked even worse than staying in the air!

I made it work and soon surfed the main ridge of the Pyrenees. It was quite pretty, even if it took me 4 hours to fly 40km, I did it, I didn’t have to hike it. It might have been the most challenging 40km in my life but I was there, soaring the sheer rock faces and finally gliding high over the low clouds covering north side of the Pyrenees.

I glided well and hoped that I could figure out how to progress further against the northerly and strong valley wind. All the gaggle has already landed on the last reasonable field but I hooked onto a spur and tried to decipher the puzzle. I love puzzles like this and was stubborn, tried different ways but every time got flushed back,

couldn’t figure out anything worth committing into the valley with absolutely no landings. Finally, I turned back and landed on that last good field, 2 hours behind the gaggle of 6 who were well behind me in the morning.

I was mostly pissed that I flew so badly and lost so much time, it would take me a while to understand what I achieved, in the state I was in after yesterday’s stress and exertion, I flew the same flight as the gaggle of these great pilots, but mostly alone, crossed the main ridge of the Pyrenees low over the committing terrain in the rough air and held it together all the way. It might have been one of the toughest flights of my life but I stuck to it and made it work. It’s easy when you’re rested, happy and in the flow. Holding it all together when nothing works and you’re mostly scared and exhausted, and other pilots (that you had put so much energy and good decisions to leave behind) just fly in front of you... well, this is the push, this is what racing is about.

OK, get over it girl, 5 minutes of whining was over, it was time to hit the road and chase the boys!

Day 7

Reward.

There was an obvious mountain Pic d’Escales on the way to Arbas turnpoint so we hiked up. Inigo and his supporter were 2km in front so

overtaking them was a fun goal for the morning, on the 7th day any extra motivation was welcome. Chris and I cut all the road corners and flew off Mont Sijon, I also pushed quite deep into the lee side of Col de la Bene. Well, let’s just say that I wouldn’t have done it if it wasn’t for racing but I survived.

Then a hike to Arbas turnpoint which looked way closer on the map. On the ridge I saw that all the guys from yesterday’s gaggle were sitting

on Pic de la Paloumere waiting for the thermals and when I got there I could still see them fighting in low, weak thermals, some progressing, others landing but they marked the air for me so I took off and chased them... chasing sounds aggressive, these conditions were more about not bombing out!

It was slow flying but I did well. The crux putting pilots on the ground was crossing of La Garrone Valley. Again, I spent quite a while trying to figure out how to re-climb after crossing but at the end I landed anyways.

No regrets though, I always learn a lot trying to solve puzzles like this.

Ross asked if I wanted to hike and fly off Tourroc on that last evening. Of course I did. 10km and 1000m up. Chris paced me like a boss and I just unleashed, my feet were killing me but there was no holding back so it took less than 2 hours.

We came out of the forest to the clearing on the top and it was... perfect. Stunning evening light, calm air, mighty Pyrenees on our left, vast flatlands on our right, sheep gently ringing their bells, perfect grassy slope to launch, with light square wind. It was a hell of a week and to get this piece of perfection at the very end, it touched me deeply.

We took off and glided through the smoothest air into the sunset, using last bits of the evening lift together with a couple of vultures. The whole week of exertion came down to this magical moment.

I flew over two other athletes, milked this glide until the last meter and slope landed, this time on a nice and big field.

It was 20:45, the road ended here both literally and metaphorically, there was nowhere else to go, no need to rush any more. I lay on the grass and closed my eyes. Past days browsed under my lids, the best and the worst, ups and downs, emotions, limits and push, great choices and mistakes, friendship and teamwork, rain, wind, heat, unlandable valleys, hills covered with trees and razorshaped rocks... You name it, X-Pyr delivered.

Was it really only 7 days ago when we left Hondarribia for that first gruelling 20km run up to La Rhune? Would I do it again? Without question.

Epilogue

Chrigel did it again, even if in the morning of the 6th day he said he gave himself 10% of chance... But then he did what he does and flew just a few km short of Santa Helena. Maxime came close behind, then Pierre and Simon, after a fantastic race, closed the field of the athletes in goal.

It was a brutal race, from 42 athletes at the start line, 10 did not finish. No bad accidents, no reserves thrown but the ridiculous amount of hiking and very demanding conditions made some of the fittest athletes and best pilots pull out, either physically or emotionally incapable to continue. So I would like to congratulate all the athletes who at the end of the race were still there, either have flown to the raft in Port de la Selva or were chasing a

competitor in front, fighting to jump one place in the ranking, no matter if it was 3rd or 30th position. You’re all heroes.

Prize giving was fun and chilled, with fancy food and wild stories. Every team traveled a unique and mind-blowing journey, which is hard to comprehend unless you’ve been there.

We had a good debrief, especially with Ross, he was a great supporter and we both learned a lot during this race. My whole team was a dream team. People often don’t understand the difference between a smaller race or a beast like X-Pyr or X-Alps. The latter are long, meaning everybody gets tired and get into their default mode. It’s easy to roll for 3 days on adrenaline and enthusiasm, you don’t even need to sleep or eat

much. However, after a few days, when mistakes accumulate, fatigue and sleep depravation comes in and the monotony of long, intense days hits you hard, then you can’t cheat it anymore, all the narratives are ripped off, and everyone is their real self. And Ross, Chris and Jesse rocked all the way through!

We spent the night at the camp drinking slightly too much wine and still, the next morning I felt like I could do it all over again. But that was it, Ross and Jesse went to Barcelona, then Ross flew back to US to start a new job and Jesse flew to Austria chasing new adventures.

Chris and I went to Cap D’Agde to hang out and relax for a couple of days. For those of you who don’t know, it’s the largest naturist beach and village in the world, the camping itself has 10.000+ capacity, and

there are also hotels, cabins, bars, clubs, shops, supermarkets, gym, you name it. Thousands of naked people around you living their lives, often for the whole summer. You do you but for me, when we take off our clothes, we take off our narratives, there is no status, no armor, here we are. It doesn’t have to be sexual but definitely is freeing and sensual, and very, very far from hike & fly racing through the rough mountains. I couldn’t have imagined a better reset. It was all fun but now it was time

to head back to the Alps. ‘The mountains are calling’ etc.. See you out there!

Huge thanks to my sponsors, PHI Paragliders for Scala, the best racing machine, BogdanFly for the comfortable harness that packs up to nothing, Adventure Menu for keeping us well fed and Chimpy for empowering us during the race.

And a massive thanks to Ross Desmond, Chris Wright and Jesse Dhue, my dream team who treated me like a queen and made this adventure so much fun.

Going Commercial

it all started for me during a European BASE jumping trip in 2014. i was hiking to an exit on the mighty Jungfrau when i saw a couple of paragliders seemingly floating around above me.

I had no idea of the reality of thermal flying in the mountains but at that stage, to me, it looked peaceful and fun. And without ever even trying paragliding it was on that trip I decided to make it my career, all purely based on the feeling that paragliding would be a fun job. So later that year I moved back to NZ and got in touch with Dave Dennis to begin the journey.

By that stage I had been flying parachutes for 9 years, I worked all over as a geologist looking for things that companies wanted to dig up. I liked my job but it wasn’t fun. The best part about it was the money and time off which allowed me to follow my real passions of skydiving and BASE jumping.

I really loved the first few years after learning to paraglide. I loved the feeling of free flight and loved the new places I was able to explore. In the first few years I did a lot of solo flying and didn’t make many paragliding friends. Probably somewhat due to travelling quite a bit between Oz and NZ but also probably I wasn’t putting in much effort to make flying friends.

I didn’t really care though; the focus was on flying as much as possible so I could advance through the rating system. But for the longest time I genuinely felt I didn’t belong. I didn’t know why; it was just a feeling I had.

I’ve since learnt that this is a thing: imposter syndrome. Because for as long as I can remember all I wanted to do was BASE jump. And from

the time I started skydiving at 21 all my focus was on gaining the knowledge and skills needed to jump. It consumed me, and soon enough most of my spare time was devoted to jumping, all my holidays were BASE jumping holidays, and most of my friends were either skydivers or BASE jumpers. So for the longest time that was my identity. I was a BASE jumper.

I never wanted to start a tandem company, I wanted to start a school. Only problem was there were already 2 schools in my home town of Christchurch, and no tandem operation, and as I didn’t want to step on any toes, starting a tandem operation was the logical conclusion.

I had no idea what it involved but heard it was hard to do and told it needed to be big to make it profitable as it’s expensive to start. Looking back, depending a little on perspective, none of this was true.

I got my recreational tandem rating in the summer of 2018/19 and decided I’d try to get something going for next summer. This gave me the best part of one year to get ready; knowledge, skills and paperwork wise. In retrospect this wasn’t a lot of

Left; For pure fun, it’s hard to beat wingsuit skydiving

time. There was a lot to learn about flying tandems. The major difference being the responsibility you carry for the safety of the passenger. It can be nerve racking, and it’s one thing flying with friends or your partner but the whole thing is on another level when you see grandma walking down the hill towards you and you know she will not bounce the same as your mate. You can’t faak up.

Although totally inexperience in flying a tandem paraglider at that stage I had been flying parachutes for 13 years and I’ve always felt comfortable with my level of canopy control. I had a quiet self-belief that I could do it. If you BASE jump for 10 years you’re bound to do some crazy shit and in my early days I had a pretty loose crew. Anything that was high enough we used to jump off it. I definitely had luck from time to time to survive but also developed some skill and never had an incident due to poor canopy control. Skydiving and BASE also gave me the knowledge of what you need to have in these types of sports to stay safe. Without going too into my flying philosophy, a basic summary of what I think pilots need to develop is:

1. Knowledge. Acquire a thorough knowledge of equipment, rules/ laws, and environmental factors

Ryan Scarlett gets to business

(weather, site assessment, airflow, etc).

2. Judgement. Flying safely is all about good judgement which is a result of good decision making. This relates to many things including having a good attitude, good visual awareness, and a healthy respect for flying.

3. Skill. Comprehensive knowledge and good judgement in my opinion are the most important attributes needed for safe flying. However, having good skill, especially in paragliding, can be lifesaving.

So through 10 months of 2019 I set about writing an exposition – a detailed explanation of ideas, the document you need to start a tandem company. And with a little help from a friend, I chipped away at it night after night. Probably averaging working on it 5 nights a week. As with any large task it came down to breaking it right down to very small steps. Reading slowly rule by rule, word by word, and consulting with the CAA advisory circulars for explanation of what is required to comply with the rule.

Some nights I was happy if I’d completed just one sentence. The whole process was slow and tedious, but not hard. Through the advisory circulars and a range of other publications the CAA basically tell you what they need to hear, you just need to write it down in a simple and coherent way. I feel like you don’t often hear that many positive things regarding the CAA but in my experience they have been very good to deal with. They say they are there to help and from what I’ve found they really are. They’ve always been willing to answer questions, provide solutions, and I’ve genuinely felt, want you to succeed. This makes sense as financially, having more (safe) operators is in their interest. I’ve found them strict but fair, maybe a little intimidating from the outside but quite personable and genuine in reality.

This was not the case regarding dealing this the Christchurch City Council. It literally took 16 months from the day I first approached them, asking if I could operate from their land, to the day they said yes. 16 months! All I wanted was to walk onto the land, setup, takeoff, land, and walk away, leaving no trace,

at the same spots recreational paragliders have been flying for many years. They had no clear process to follow, and apart from the final license agreement, no official paperwork, just email after phone call after email, getting transferred around from one person to another. In comparison from the initial application with the CAA which involved close to 300 pages of paperwork, all of which needed to be reviewed and a fair bit of it needing correction that had to bounce back between us a few times, took 4 months till sign off. The only other part that was somewhat out of my control that did really make or break the operation was the filling of the senior persons positions. In order to start a tandem operation you need ‘senior’ persons; people with sufficient knowledge and experience in the chosen role.

Above; Having fun working the

Below; One of the

manager! Fortunately due to the size of the operation I was starting one person could fulfil multiple roles which was just as well as the number of people with the required experience in these areas in the paragliding industry is not particular large. I was so fortunate and will always be grateful to Grey and Anton for helping out here. I couldn’t have got the operation started without them. Thank you guys so much. We got sign off to start operating in February 2020, one month before

Left; View from the office these days

the first lockdown! Possibly the worst time in the history of tourism to start a tourist operation. All out of my control so nothing to worry about there. Now 2 years have passed and to date it’s been a success with literally zero incidents.

We’ve just gone through the CAA recertification process so hopefully we can keep that going for the next 5 years! I won’t get rich with this career but that’s not what it was about. I still hold on to that initial mindset I felt in the Alps, that it’s all about fun. It’s likely you only live once so if you can why not do fun shit?

It seems overkill but for one person to fly a paraglider commercially who need an operations manager, safety manager, occurrence investigator, training manager, and maintenance

camera angles/shameless self-promotion!

awesome things about flying tandems is being able to fly family! My niece Lily near the Gondola Christchurch

MOUNTAIN STEW

In which the author Bryan tuffnell goes flying with Keith richards, visits Wonderland with alice, and meets some real people who were actually there.

Holy cow, that couloir was a bit brutal. Usually there’s a simple rhythm of ice axe and crampons that gets you up steep snow, a kind of steady metronomic cadence that propels you upward at four beats to the bar. I don’t seem to be able to channel my inner Charlie Watts today though. Must’ve left my drums back in the tent this morning...

I’d spent last night camped among snow tussocks and dracophyllums, with the river chuckling its way through the boulders alongside. The plan had been to go further up the valley yesterday, to the hut

perhaps, but a little frost flat nestled between snowy peaks was just too gorgeous to pass by. The price of that indolence was this morning’s pre-dawn start. A short wander through celmisia, buttercups and tussocks got me to the November snowline and the couloir that has just run over me.

Time to take five, then. It’s still very early, and the glacier is in excellent condition. It will be hours before the sun casts its cheery glow on the western slopes. More than enough time for some shameless peak-bagging. I’ll drag my ageing carcass over the summits that ring the glacier, but a big hummus and tomato sandwich comes first. Yum!

I first stood on this summit... ah... forty-four years ago. Holy cow! Back then life was all about bigger, higher, further, steeper, faster. There weren’t enough hours in a day to get all the

Okay, you want to hear about the flying, and if I don’t get airborne smartly there’ll be complaints about me to the editor. The truth is... I’m quite nervous. I’m alone in the Alps at noon on a hot spring day, with a hefty anticyclone overhead. A plot of the lapse rate probably looks like a dog’s hind leg, and there are vast mountainsides of rocks baking in the sun below me and a skyfull of heat all around. It’s really about the limit that Alice – my little nylon friend – and I

can take on without relying unfairly on Lady Luck.

I want to spend tonight at the hut a thousand metres below, and I’ve got good, safe options: an evening sleddie would put me at the doorstep with a respectable margin of safety, or I could climb down the big couloir

Above; Up-valley view from my lazy campsite and landing site cool stuff done. Now, the older and mellower me prefers a less spicy kind of mountain stew: a more moderate quantity of effort and risk mixed with liberal doses of appreciation, simplicity and quiet times. Call me lazy. I spend a few hours happily pottering around on the rocks and snow, eating massive hummus and tomato sandwiches, taking photos of my phone case and pigging out on the views.

Left; Roast pheasant surprise. The surprise part is that it’s really a vegetable stew

Right; The author flying near Mt Cook

behind me – it’s named after the dude who made the first descent, unintentionally, at nine point eight metres per second squared. He survived. That’s how you use up all nine lives in one go.

But I think I’ll get my act together and fly now. Let’s wander over to those western slopes... wow, it’s steep! Peg the wing out on the snow, get ready, take three deep breaths and go.

YahoOLY COW, it’s REALLY ROUGH up here!!!

We’re rocketing towards the sun, Alice and me, hoovered upwards by the Great Vacuum Cleaner in the Sky. In a few turns we’re well above takeoff, and I don’t need a vario to tell me that we’re climbing fast, which is kind of a good thing because I haven’t brought one. Actually, my pulse makes a fair substitute. This is like a coast to coast drive on a hot

day with the top down and an old cassette tape of the Stones turned up loud on the stereo... only we’re off-road, Keith Richards is driving, and he ain’t slowin’ down for nothin’ or no one.

It soon feels like Alice is banging her head on the stratosphere. This is a kind of flying I really love: to be here, alone, a vulnerable little dot in the sky a gazzillion miles over the Alps, above the rock and snow and scrub and scree and rivers and grassy flats and roads, miles and days away from the roadend and the pubs with fine pale ales on tap. It’s a bit daunting though! We’re riding the ragged edge of what’s achievable for an old mountain wanderer and a flying package that gives a bit of change from two kilos. I feel big enough to be excited and small enough to feel exposed.

One peak to the south, Keith steps on the gas pedal again. Around and up up up, Alice rustling and thrashing around overhead, and this time I find it much harder to tell if I’m centred in the lift. The stress level is high and I’m keen on getting away from the divide and into more mellow air. We wriggle, wobble and squirm our way to the the southeast.

Well, that worked, but now what? It’s tough going on the Shaler Range. We’re scraping around beautiful mountains but struggling to stay in the air. I’m drenched in sweat. This is more Cliff Richard than Keith Richards. My mediocre flying skills and lack of boldness has me focused more on landing options than triggers, but in spite of myself we manage to make progress. There

are ski tracks on the glacier below but I see no one. Once past the head of the valley we’re back in the breach, on another hold-on-to-your hat ride to the stars. My heart is going about eight metres per second. There’s that mix of elation and jangling nerves as Alice and I go up, up and away.

The valley crossing is optional. There are big flats and wide open spaces below, promising easy times and just a few hours’ walking to get to the hut. No sweat. But I’m keen to fly all the way, if I can. Arriving on the far side, low over forested slopes, we’re offered the most technical flying fun of the day: a determined, serious scratch on a southwest spur. Gain a hundred metres, lose fifty. Search around, lose another hundred, gain fifty. By the time I get locked into a reasonable climb I’ve forgotten to be scared for at least ten minutes.

Now the hut is in sight. One more scratch on a southeast spur, one more cannonball thermal which I chicken out of early, and I’m over its red iron roof. My first guess for the wind direction – towards the sunlit slopes – looks wrong, so we slam around through degrees one hunnert and eighty, and land neatly just a hop and a skip from the hut door.

Yahoo!!!

What a day. What a place!

This is awesome. It’s a little after 2 o’clock, and there’s no one around. I lazily pack up the wing and plan the rest of the afternoon. It sounds terrific: I’m going to sit in the tussocks and soak in this little snowy basin while eating peanut butter sandwiches and reading my paperback. Good plan! The sense of

Below; A great spot to land.

solitude here is wonderful. There’s something incredibly special about being alone in these places, as if the world has been made just for your very own plea...

“Hello Bryan”

Holy cow! It’s Anna with a hefty pack and a pair of skis, passing through on a massive mission to get to the west coast highway, today. That’s really impressive. A little flair, along with a heapin’ helpin’ of fitness, and you can make a day extraordinary. Well, I wasn’t expecting company, but it’s great to spend half an hour with another solitary mountain wanderer. We talk about the things we love to do and talk about, and the need to get things done before Old Father Time catches up with us. We’re a pair of Huck Finns going to grey. It’s great. But she’s got a long way to go. I watch for a long time when she leaves, skinning up to the saddle at the head of the valley. A shrinking dot and a pair of ski tracks fade into a white landscape until there’s nothing left in the lengthening shadows but silence and a deeper solitude.

Sunrise, day three. It was perfect crampon snow all the way to an easy summit. It looks like it’s going to be another day of stonking thermals and light winds to dizzying heights, but I think Alice deserves an easy day today. Okay, the subtext is: I’m not mentally prepared for another day of Keith’s driving. Yesterday’s flight, a squiggly out-and-back triangular sort of shape somewhere vaguely in the order of 20 kilometres in somewhat more than two hours in no wind, isn’t exactly going to set the world on fire. In fact, I would later hear of

Above; The scene of Sampson’s accidental descent. The first launch is to the right of the picture.

some impressive XC flights done on this day. But in the context of one bloke’s mountain wanders and the lightweight kit, my little journey yesterday was everything I could ever want in a day of mountain flying.

This morning’s five minute flight from the summit down to the saddle was unremarkable by the normal measures of these things, except perhaps for the launch and landing in crampons on firm snow. But gliding through the crisp mountain air in the rosy colours of dawn... that’s magical. Alice and I are in Wonderland.

The eastern slopes are solid snow, and they’re painted a blushing pink by the rising sun. The view to the north and west takes in deep shaded valleys draped with podocarp rainforest, which yield to huge grassy flats and the sea. Terrific stuff. I land before the sun reaches the saddle. A bit of exploring on the West Coast side of the col, and checking out Anna’s ski tracks from yesterday, fills in a few hours.

Gaultheria and forget-me-nots appear along the fringes of melting snow. The sun is warm; much warmer

than it has a right to be. Back at the hut, brunch is massive sandwiches eaten in the sun, leaning against warm rocks. Pretty cool.

One more flight, I reckon, a small one to get me down the valley. I pack up and leave the hut.

A sloping shelf of snow leads to a basin below the peak to the west. There’s a fine launch here, and soon Alice and I are ready to rock’n’roll. 3 – 2 – 1 see ya!

YA – oh, wait for it... yep, it’s okay so far – HOO!

What a place.

We scrape around the south side of the peak, sometimes looking for lift, and sometimes just looking. When I find it, the thermal is a scrappy, short-fetch thing that rolls up from the rocky gully below. It becomes more useable as we climb, until it’s a ‘surfin’ the small stuff on a longboard with the Beach Boys’ kind of thermal. Brian Wilson is lot kinder to Alice and me and our nervous dispositions than Keith was. Less exile on Main Street, more surfin’ safari.

I want to land on the flat where I camped two nights ago. It’s now an

easy glide away, and we arrive above it with plenty of height to kill. We float down in a gentle helix, carving a halfstrand of the gene for ‘downwards’ before rolling level and flaring to a stop in the tall tussocks. Yahoo!

I’ve got plenty of time to wander down to the next hut. There’s a track at the end of this flat, and it’s great. It picks its way through mossy rocks and river gravels under a canopy of mountain beech and hoheria, in dappled light and carrying the sweet damp scent of forest.

By now I’m feeling a bit proprietal about this valley. I pack up, start walking across my flat, past my old campsite, when four – four! - fit young guys with big packs festooned with crampons, ice tools, snowstakes and helmets intrude on my solitude, pulling up in a cloud of dust from their boots.

“Hi

Bryan!”

Holy cow, that’s twice! It’s Eric and friends, heading up-valley to climb the peak I was on yesterday. Or as Eric put it, to climb NZ’s most accessible alpine peak by its least accessible route. Cool! We swap notes, and then with a flex of turbocharged muscles, the lads boost it up the valley. I select low gear and shuffle down to the hut. Tomorrow will be a lazy few hours’ walk back to the road end and civilisation.

Midnight. I’m in my sleeping bag, reading by headlamp, when the distinctive kerthump-kerthump of rigid mountaineering boots echoes off the deck. Curious, I get up to greet the newcomers. It’s couple of young climbers, and they look like they’re just back from ‘Nam. They are justifiably trashed after a hard tour of duty in the Alps – two peaks attempted, various tussles with difficult sections and double cornices, two epic retreats, and no sleep.

They’ve got massive packs for a weekender, crammed with twin half-ropes, ice tools with more teeth than Jaws, crampons that could kill a bear from twenty paces. My heart

Below; Here’s the cheap and easy snow anchor method I use for alpine launches. I grab a handful of bamboo kebab skewers from the kitchen, cut them down, and tie a short piece of cord to them. Fine undyed wool is best.

Above;

goes out to these lads. I hear echoes of my youth in their stories: the days when you measured yourself against your dreams and you really lived with every breath you took in the Alps, in the air, on rivers, wherever you found your freedom.

Bobby McGee to the contrary, freedom isn’t having nothing left to lose – it’s having everything to gain. All that drive, all that passion – why does it have to fade?

I go back to my sleeping bag. Tomorrow will be an easy shuffle down-valley to the roadend. I’ll have the privilege of sharing a few hours with eight year old Hannah and her dad. Like just about all kids that you meet overnighting in huts, Hannah is great company. I get to hear her stories and try to see the world through her eyes. After six decades in Wonderland, it’s nice to recalibrate from time to time. A good stew has many flavours.

Left;

Above; Alice in Wonderland

Looking back at the second and third launches, the former on the distant sunlit summit and the latter on a snow shelf below the highest peak on the left.

Alice has loops inside the cells for attaching anchors, but in practice I find the tabs for the A lines easier to use. A total of four anchors, spread over the centre half of the span, works fine for me.

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ten t ips For Competition

“

THE W i N do W i S o PEN!” hails a marshal from down below, and suddenly the slope explodes into action around you. Your mind fills with a chaos of coloured fabric as the pilots leap into the air.

A glider rushes by, and you duck to avoid the pilot’s legs. Then it is your time to go, you have to launch and join the melee of spiralling gliders out in front of takeoff, mad swirls of the frantic and the masters, mixed in a fluid dance of adrenaline and determination.

A paragliding competition can be a wonderful game, an exhilarating challenge of skill pitted against the sky. But if you are not prepared it can also be an intimidating and high stress situation. Maybe this article will help bridge your gap between overload and understanding.

1. PrEPArE FOr BAttLE

Use the time before the competition to methodically prepare your equipment: Reserve parachute repack, fresh and spare batteries for everything that can go flat, repair kit for your glider. Research the site and chat to the local pilots, ask about competition tasks flown there in the past, war-stories and where things went wrong, what weather to expect. Look at websites from competitions held there before, and look at the tasks and tracklogs. Check out the XC routes on XC Planner.

Practice days are invaluable if you can afford the time! Getting there early allows you to calm your nervousness of an unfamiliar site. You can scout out routes, work out retrieves, learn the lay of the land, source the best flying maps, and absorb information, preventing overload during the comp.

Practice your ground-handling – it will come under pressure (100 pilots watching, cameras, spectators, side-on winds, thermals, unfamiliar sites). And get some airtime: whether you are at the competition site or still at home, take your glider out, make some time and get airborne! Keep current.

2. On tHE sLOPE

Understand the briefing: get a more experienced pilot to help you out. Things look completely different from the air, so ask, ask and ask again – you can’t have too much information about where the turnpoints are. Buddy-up with friends and fellow pilots.

Identify the top pilots. Take note of their glider

colours and harness design, and memorise a few. Observing them will teach you an immense amount. Don’t copy and follow them, just watch and compare what they did to what you did, how they performed each day.

Form a battle strategy: every task consists of a few critical points connected by stretches of easier flying. At the end of the day, you will find pilots clustered around various points along the course, having fallen prey to those common

technical critical points.

Sometimes they sneak up on you, sometimes they are obvious and can be planned for – a big valley crossing early in the day, a long glide away from the mountains against a headwind, a predicted weather-change. Decide how you will tackle each issue, get some advice, but most of all, mentally prepare yourself for these crux areas.

3. CHArGE!

Expect some degree of confusion at take-off,

the rules, gliders and locations might change, but Greg Hamerton’s advice on how to compete remains

timeless. this is an edited version of an article first published in Cross Country Magazine 101.

Right; You’ll soon be climbing over launch with everyone Photo; Sergio Shao

Below; Loading the task into your instrument Photo; Jesse Dhue

Above; Busy sky at Auckland Paragliding meet Photo; Janice Lamberton

as competition takeoffs the world over are busy. The trick is to be ready before the pilot’s briefing. Then immediately after the briefing, get clipped in. You can always move, you can always wait, but if your glider’s in its bag, you’re going to be too late!

Once in the air, thermalling fast means following the core of the thermal. In a big gaggle of pilots traffic problems can be avoided instantly by following the pilot in front of you. Efficient flying is essential to hold on to every scrap of lift. Finally, you will see the top pilots jostling for position. As soon as a good pilot gets in a position where the lead the circling gaggle they can escape the turbulent wash of the other gliders, and will most likely sneak away.

4. rACinG vs rUsHinG

To fly fast does not mean full-speed ahead. Speed is a product of superior tactics, good thermalling and good lines. Use strong thermals to climb very high, then use long glides, bypassing the weaker thermals on the way.

Long ridges with abundant thermals can be flown fast by staying low, encountering more thermals. As you thermal upwards, think what your next move will be, stay one step ahead. This allows you to choose the fastest tactical route from the options available.

5. YOU ArE ALOnE

Although there are other pilots in the sky, no one will experience exactly the same lift and sink as you will. So don’t worry about the pilot that seems to be gliding better than you, or the leaders up at cloudbase.

Paragliding competition in Nepal. Photo: Marcus King

Maximise your individual performance, within the air that you alone are offered. Other gliders are information, use them as visible thermals. Make your own tactical decisions. Even if they are wrong. This way you will learn and remember the correct decision next time. Following the gaggle blindly is mindless.

6. YOUr sHiELD AGAinst DAnGEr!

In a competition, every metre counts. Keep going until both feet are on the ground, and expect a miracle – low saves are commonplace in competitions. Never, ever give up. But, an injury caused by flying beyond your safety margin is a waste of good skin and bone.

So have heart, believe you can do it, you can achieve incredible feats of distance flying, but keep your shield of safety by your side, don’t push yourself into situations you dread. There will always be some nutter out there who is prepared to take maniacal risks. Just break through your personal limitations, extend your flying beyond what you have ever achieved.

7. instrUmEnts

Before you head to the competition make sure

you know your instrument well. You should be totally happy with entering a task from a list of waypoints and the information needed for any speed section. You don’t want to be trying to work it out when you are under stress. Set a small task from your local site and navigate it.

When you enter a task double-check it and compare the total distance and optimised distance with other pilots or the task board to make sure you have all the waypoints, then check the timings.

When you are in the air, unless you are competing with the leaders there is no need to shave the waypoints. Count a second or so after your instrument pings to say you are in a sector before turning to allow for a safety margin. When you get back to base, download your tracklog before you head to the bar, you want to make sure you get a score plus it will let the organisers know you are safely back.

8. tHE AFtEr-PArtY

Have a goal beer, go to the pub in evening, buy yourself a drink and relax! This is where you will learn a lot – the stories of the other competitors. Quiz the task winners, debrief yourself, chat to your mates and absorb the tactics that worked, those that failed. Everyone wants to tell you his or her story, it’s as easy as saying “So, how was your flight today?”

9. PsYCHOLOGiCAL strEnGtH

This is the deciding factor in many flights. The winners are those pilots that can regularly pick themselves up after a bad day. Remember that each pilot experiences his or her own individual weather, slightly different from everyone else, so use that fact to your advantage after a bad day.

Two pilots congratulate each other at the FAI Paragliding World Championships in 2017. Photo: Marcus King

You tried your best. It didn’t work. Today you will have completely different circumstances. Just fly your best, always give of your best, and that way you will never have cause to feel depressed about a day when the lift just wasn’t there for you.

10. HAVE FUn!

You are on holiday, after all. It is only a competition, one of hundreds held every year.

Below; Organised for launch at Big Spring US HG Nationals Photo; Audray Luck

Above; Winners at Wanaka Hike & Fly 2021

s afety Checks

Front Wires; Finsterwalder Fex Hang Gliders

Airfex: DHV 01-0218-91, Funfex: DHV 010149-87, Lightfex: DHV 01-0193-90 Perfex: DHV 01-0217-91, Speedfex: DHV 01-0308-96

During a launch with launch assistants, the front lower bracing of the Perfex unhooked. Finsterwalder instructs the following in the safety notice for launches with launch assistants: When launching with launch assistants, the kite is not to be held by the front lower bracing, but by a rope loop attached to the keel tube for this purpose.

- Finsterwalder GmbH, 17.08.2022

skywalk CHIlI3/technora Paraglider lines

During a B-stall manoeuvre with a heavily used CHILI3 manufactured in 4/2014, several lines in the outer area broke. The pilot immediately deployed his reserve parachute and landed uninjured. The inspection showed that the strength of the Technora lines was insufficient. In the case of the affected equipment,it’s most likely that frequent use in sand (dunes), as well as winch towing, led to an extraordinary weakening of the unsheathed Technora line. Comparable to a CHILI3 with a similar amount of wear, but without use in sand, the strength values of the affected lines were considerably higher. Skywalk nevertheless hereby issues the following safety notice in consultation with the DHV:

All CHILI3 owners are requested to check the protocol of the last inspection before the next flight. The value of the breaking strength of the line „small a1” (LTC 85 daN Technora line) must be checked:

- If this value is 55 daN or higher, no further action is required until the next check.

- If the value is between 50 and 54 daN, you should have the paraglider checked by an authorised check center within the next 20 flying hours.

- If the value is below 50 daN, the paraglider must be checked by an authorised check center before the next flight.

- If the breaking value of the line “a1” is 54daN or less, two more lines (LTC 65 and LTC 45) must also be torn by the inspection company in order to check their strength as well.

CHILI3 owners who do not have a protocol of the last check of their CHILI3, please contact your Skywalk dealer or Skywalk directly before the next flight. October 19, 2022

- Skywalk GmbH & Co.KG Windeckstr. 4, 83250 Marquartstein 0049-8641-6948-0 support@skywalk.info

skywalk salsa rescue rubber line

During our regular series control, we noticed that a few Salsa rescue systems had a 4mm rubber[bungee] line installed on the inner container instead of a 3mm rubber line. The strength of the rubber line and the associated elasticity determine how high the force must be to open the inner container through free fall and thus release the rescue chute into the airspace. During the review of this drop test with a 4mm rubber line, all rescue chutes were properly released and opened as planned. When checking this drop test with a 4mm rubber line, all rescue devices were properly released and opened as planned. Nevertheless, we noticed an increased friction of the 4mm rubber line, so we decided to report it.

Ozone Neoprene speed Wing Brake Handles

Concerning all neoprene speed wing brake handles.

A structural failure of a neoprene speed wing brake handle has been reported. After further investigation we have found that it is possible for the overall strength of the handle to be insufficient, especially after ageing.

You should no longer fly with these handles. Before the next flight you must replace the Neoprene handles with the standard webbing version. Please contact your Ozone dealer to arrange replacements.

- www.flyozone.com

Ozone BV1 Paraglider Harness Parachute Handle BV1 produced before June 2022.

The parachute handle extraction of the BV1 is certified and effective. However we have found that the process can be improved by modifying the plastic pins as shown.

Action required: It is recommended for owners to modify their BV1 handle as shown.

We recommend to check the thickness of the rubber cord on all Salsa inner containers of size 90, 110 and 135 and to convert the affected inner containers with a 3mm rubber line. If your inner container is affected, please contact your skywalk dealer or skywalk directly. For exchange, please note the following graphic.

Remove the handle from the harness so the pins are extracted from the loops. Bend the horizontal pins to downwards by approximately 30 degrees. No tools are required, the modification is easily made by hand using gentle pressure. Reinstall the handle with the pins correctly secured in the loops. To ensure the smooth functioning of the system, perform a practice extraction.

For any questions, please contact your local Ozone dealer or contact us directly.

- www.flyozone.com

Paraglider Harness Parachute Zippers

DHV Safety notice 8/2022

Potentially affected are harnesses with 2 zips, where a separate zip closes the rescue container. There are 4 pages showing various closure systems, which are best viewed in original form. View at; www.dhv.de/fileadmin/user_upload/files/2022/Sicherheit_2022/DHV_Safety_note_harness_ with_zip_reserve_container.pdf

NeO Paraglider rescue Bridle y125

This recall concerns the rescue bridle Y125 (year of production 2022, black colour)

Following the evaluation of a new production batch, we have discovered that the assembly technique has resulted in a weak area on the bridle at lower than standard strength level. We ask you not to fly with these Y125 bridles anymore.

All Y125 rescue bridles sold since March 2022 (model with black colour) are affected. The separate//125 spare bridles are not affected.

All pilots who own a Y125 bridle are asked to contact their dealer or to contact us by e- mail (neo@flyneo.com).

The Y125 rescue bridle will be replaced by our separate//125 rescue bridles.

Note; The inner container only needs to be checked if the original 4-leaf container is still used.

- Skywalk GmbH & Co.KG Windeckstr. 4, 83250 Marquartstein 0049-8641-6948-0 support@skywalk.info

- The Neo Team, neo@flyneo.com, Doussard, 20.09.2022

Gin G-lite rescue Parachute

A routine inspection has revealed visible material degradation which may result in the breaking of the rubber bands closing the inner bag of the G-Lite rescue parachute and thus a failed deployment. Photos at right.

Pilots flying with the G-lite should replace the rubber bands with textile [covered] cord [bungee or shock cord] before their next flight.

Please refer to the instructions in the video and manual at www.gingliders.com/en/ safety-notices/2022-10-28-g-lite-safetynotice/

Dual Paragliding ‘Hard’ spreaders

The FSC is aware of an issue concerning certain ‘hard’ spreaders on dual paragliders. During the launch phase, a rotation may occur in the horizontal rigid section of the spreader (the spreader bar), allowing the structural webbing material to twist itself around the bar. All dual pilots using these spreaders are advised to perform a visual check of the spreaders once the wing is inflated, but before accelerating to become airborne. If a rotation is detected, abort the launch if it is safe to do so, using a suitable method to ‘kill’ the wing.

If the spreader rotation is detected once airborne the dual pilot is advised to cut short the flight by safe means and reset the spreader rotation after landing. See photos at right.

Issued by Angus Pinkerton, Chairman FSC, June 30th 2022

Full advisory: www.bhpa.co.uk/documents/ safety/safety_notice/?doc=sc014.pdf

Hang Glider Nose Cones

In recent years several hang glider pilots - both rigid and flex-wing - have reported disturbing and sometimes potentially dangerous flight characteristics when nose cones have either fallen off in the air or became dislodged, In a recent case a flex-wing pilot, whose nose cone had become loose (but not detached) in the air, reported their glider becoming impossible to fly slowly. On landing the glider failed to respond to the pilot’s flare input and landed very heavily, causing serious injury.

Even a small gap between the nose cone and the sail can give rise to disconcerting pitch responses on rigids and flexwings, If the nose cone actually detaches, the effects can be even more pronounced, Pilots have reported gyrations in pitch, rigid-wing tail units visibly shaking, and unpredictable and poor pitch response. Missing nose cones may also allow the undersurface to become inflated and change the pitch behaviour at higher speeds.

Whether caused by forgetting to secure the nose cone, or it coming loose or falling off in flight, these are unwelcome and potentially serious divergences from normal flight behaviour. Anecdotal evidence now suggests that nose cone incidents are far more common than had been thought (or notified to the BHPA through Incident Reports). The flimsy nose cone is not the superficial and cosmetic item it may appear to be.

There seem to be two issues caused by incomplete nose cone fitting; disruption of the airflow over the nose causing a centre-section stall, and inflation of the double surface leading to unpredictable pitch effects. When flaring hard to land in light winds, the centre section of the wing should be the last, not the first, area to stall.

To guard against these possibilities...

• Examine the fitment and security of your nose cone and consider taping the edges to the leading edge

• Consider sealing the aperture between the leading edges to minimise aerodynamic effects if the nose cone departs.

• Prioritise the nose cone check during your pre-flight inspection.

• Competition situations always provide extra stress, with briefings, etc, interrupting rehearsed procedures. It is imperative to be systematic about our assembly and preflight checks.

- BHPA Skywings

Paragliders constructed from Dominico 30 material on external surfaces. During air permeability (‘porosity’) tests performed on a very low airtime paraglider by an independent service centre, the Dominico 30 material used on the top surface leading edge exhibited extremely low readings on several cells. Other parts of the top surface (constructed from a different brand of material) exhibited significantly higher readings, as would be expected from a nearly new paraglider. The results were confirmed by another independent test centre.

Dominico 30 is used widely in the paraglider industry, not just in leading edge locations but in forming the entire surfaces of some manufacturers’ wings.

If you own a paraglider that incorporates Dominico 30 material on external wing surfaces and you have not had its air permeability established, you are recommended to have it checked by a service centre with suitable measuring equipment. If the readings are lower than stipulated by the wing’s manufacturer, consult your manufacturer.

All pilots are reminded that the air permeability of paraglider material contributes to the flying characteristics of their wing and should be checked regularly in accordance with the wing manufacturer’s service intervals.

Issued by Angus Pinkerton, Chairman FSC, June 30th 2022

Full advisory: www.bhpa.co.uk/documents/safety/safety_ notice/?doc=sc015.pdf

Crossbar tensioner; Hang Glider sol`r DHV 01-0495-18

During the assembly of a Sol `R, an incident occurred in which the tensioning rope for the cross tube unhooked itself. Tests have shown that this problem can be reproduced when the cross tube tension is relieved with the carabiner thus jammed.

Ellipse issues the following safety notice:

Hang gliders Sol `R may not be flown temporarily until a retrofit has been made.

For this purpose, Ellipse offers a free retrofit kit which prevents the tensioning rope from unhooking itself even in the case of a jammed/jammed carabiner.

The conversion can be done by the owner themself.

Pilots or flight schools can either contact Ellipse directly in French (contact details at: https://ellipse-delta.com) or the Hang Gliding Center Millau in German and English (contact details at: https://drachenflugzentrum-millau.de). 18.08.2022

Dominico 30 Paraglider Cloth

G-lite Rescue Parachute perished rubber bands

Rubber band to change for textile covered shock cord (right)

Hard Spreader twist above left with correct orienattion at right

THE COUNTRY CODE

We are all dependent on good relations with the farmers who own the land we fly from. Here are some guidelines to ensure that you and other pilots will be able to continue to fly.

ALWAYS CHECK with local pilots before flying at new sites.

ALWAYS ASK PERMISSION to fly unless you are absolutely certain that the owner allows use of the site without asking.

CHECK AGAIN at Springtime as most farms have pregnant and new born stock that can easily be frightened and injured.

DO NOT show displeasure or abuse an owner if permission is refused. This could hamper getting permission in the future.

ALWAYS GET PERMISSION to take a vehicle onto a property. Ensure that vehicles without gliders are not taken onto the property. Put all gliders on one car rather than have a convoy crossing the property. If stock is near, drive slowly.

LEAVE GATES as you find them, gates may be closed to keep stock in or open to allow stock to feed. Ensure that all pilots and drivers understand.

USE STILES and gates where ever possible, if you must cross a fence, cross at a post or strainer post.

AVOID hay standing or cut unless permission has been given to cross it.

AVOID landing in paddocks containing crops or stock. Carefully move off crops to avoid damage.

DO NOT LIGHT FIRES at any time.

DO NOT SMOKE during fire risk times.

DO NOT TAKE DOGS onto any farm or property.

DO NOT disturb plants or machinery, move around it.

LEAVE NO RUBBISH.

new iPhone 14 introduces Emergency satellite Connectivity

It’s not often that new phone features are worth getting excited about, the days of overnight queues for new models is over, but apple has a feature or two that many who fly could find to be life saving.

Users will be able to send distress signals and text their locations from remote areas where cell reception dosent exist like many parts of the South Island Alps.

In an emergency, the phone will check to see if cell reception is available before allowing satellite connection. Then it just needs a clear view of the sky for a message which might take 15 seconds to send. Trees with light foliage might slow down the connection, and dense foliage might block it. Hills or mountains, canyons, and tall structures can also block the connection, but the software provides guidance for positioning the phone (see photo).

In some situations, users will be able to use its ‘FindMy’ app to share their location via satellite when they have no other connectivity.

The new GPS-based service, called Emergency SOS via Low Earth Orbit satellite, will allow iPhones to send special low-bandwidth text messages to emergency responders through space-based relays. The service will be free for two years. It is initially restricted to North America, and will soon work in NZ but only the iPhone 14 or later will have the necessary hardware.

I’m sure other manufacturers will soon be offering this too. Elon Musk said last month it is working with T-Mobile to use its Starlink satellites to connect phones directly to the internet.

Another new Apple safety feature, Crash Detection, is available everywhere and on all iPhone 14 models. The dual-core accelerometer and high dynamic range gyroscope can detect a severe crash and automatically dial emergency services when a user is unconscious or unable to reach their iPhone after a 10-second countdown. It’s expected this feature would apply to car crashes so we hope the shock dosen’t have to be too high to detect a flight impact.

The new iPhones also now have esims which allows two phone numbers to be active at the same time. This could be useful in areas with patchy coverage across different networks (such as Mackenzie country), and those with separate work and personal numbers. The esims can’t be removed from the phone which might be handy if they are lost or stolen as you’d be able to track their location. I expect that there will soon be more low earth orbit satellite services at lower cost with tracking and voice calls available for non-emergency use, let’s hope that then drones arn’t ruling the skies...

50th Anniversary of Hang Gliding at Paekākāriki

During the second half of 2023 it will be the 50th anniversary of the first hang glider flight from the Paekākāriki escarpment. The Wellington Hang Gliding and Paragliding Club is planning on having a celebratory dinner at Paekākāriki, have a static display of hang gliders and paragliders in a local park one afternoon, and, if the weather gods cooperate, flights from the escarpment.

Dates and events have yet to be finalised, but if you are interested in participating please register your interest and preferences using this link: https://tinyurl.com/WHGPC50

in NZ’

Photo from ‘Hang Gliding

the NZHGPa 2022 aGM rounded out a busy year for the executive and it was a sprint to the finish to get everything ready for the official ZOOM meeting but it all came together in the end.

This year a number of long serving volunteers stepped down from the Association – Duncan Macnab, Kyla MacDonald, Carlos Palmer and Blake Round. Their time and expertise over the last few years has been invaluable to the association, often in ways which are not promoted or publicised to members, but without whose help things would grind to halt. I want to take the opportunity to acknowledge and thank them for all the work that they have put in.

Stepping into their places are Emlyn RevellNash and Chris Chandler-Yates from Auckland, and Aaron Darby from Waikato. Each member provided a short bio as part of the official nomination procedure – as detailed, but I have taken the opportunity to ask for some important additional information.

In the coming year I hope that members will get to know all the Executives and understand just what it is that we do for the association. We’re all pilots and all want the opportunity to get in the air – but don’t forget some of us may have to be on the ground attending a zoom meeting discussing boring bureaucratic regulatory points of tiny but critical significance… so you don’t have to! - Erica Caro

This is your Executive Team for 2022/23.

home built glider. That glider lasted until 1974. It wasn’t until 1977 and approx. $700 later that I had a manufactured setup and the rest is history. I was at the very first meeting of the Canterbury Free Flight Club & been an active member of the association ever since.

I have been a member of the executive now for 2 years, and I have a vested interest in not only ensuring hang gliding is represented but is actively encouraged to grow. I have seen the design technology improve dramatically – what was once only a 5km flight is now well over 50kms, and access to the sport and the opportunity to take flight needs to be strengthened.

I am often found directing the national competition – with the loudest voice to make sure pilots get off the hill in a timely manner. I have not ruled out trying paragliding – but it certainly wouldn’t be as a tandem passenger, I may as well fly the thing!

Club: Aorangi

Flying Flavour: Hang Gliding

Pineapple on Pizza?: “The more the merrier I say!”

Who would win in a fight – Baboon or Badger?: “All depends who paid off the referee.”

kamdfc@gmail.com / 021 134 0463

Erica Caro

I am self-employed based in Hawkes Bay. I started paragliding in 2015 - training in Queenstown, which I followed up with some more training in Australia later that same year. Like everyone I don’t get as much flying as I would like, and most of my flying in done outside of New Zealand. In the last few years I have travelled extensively for flying - regularly heading across the Tasman, as well as entering competitions in as far away places as Macedonia. I enjoy following all the exploits and adventures of the hike & fly fraternity but highly unlikely to ever do that myself, I much prefer an easy trip to launch and a quick pick up at the end of the day!

Club: Hawkes Bay

Flying Flavour: Paragliding Pineapple on Pizza?: “It’s a kiwi tradition & technically if you say ‘No’ to pineapple on the basis that it is a fruit & therefore doesn’t belong. Then you can’t have tomatoes either” Do you have any weird flying superstitions ?: - “If my car tires ride perfectly over the rail of the cattle stop on the way up to launch, it’s a good omen for the days flying.” eerieka@gmail.com / 021 978 524

Aaron Darby

I’ve been flying hang gliders for about 7 years. I’ve attended the Nationals every year as an annual pilgrimage and an opportunity to connect with other pilots across the country. I’ve also had some great flying in Australia. I’m currently the President of the Waikato Hang Gliding and Paragliding Club. I’ve spent a decade with the volunteer fire service so see a lot of crossover on trying to run/grow/ support a volunteer organization that needs to manage risk well. I work as an Engineer in a Dairy Factory in South Auckland. If it’s raining I’ll be getting ready to go flying or working on motorbikes.

Club: Waikato

Flying Flavour: Hang Gliding Pineapple on Pizza?: “YES ! – Hawaiian pizza, what else is there ?!?”

If you were arrested with no explanation, what would your friends and family assume you had done/ were doing ?: “Probably fleeing from the cops, but I drive a motorbike you can’t get caught on!”

aarondarby@gmail.com / 021 407 357

ian manton – President

Most may already know me from the administrator role that I have filled over the past couple of years - which I will be passing on this year. I am part of the Waikato club, and a paraglider pilot for just 11 years - although I have met quite a few Hang Glider pilots, who have made me seriously think about becoming, as a wise person once said to me - bi-wingual - and learn to become one with the Delta!

Club: Waikato

Flying Flavour: Paragliding

Pineapple on pizza? “Love it!”

What is something that is really popular now, but in 5 years everyone will look back on and be embarrassed by?: “Gym selfies”

president@nzhgpa.org.nz / 027 546 2832

I was hooked on anything that flew after my very first flight. My first flight was from a 2 meter high garden wall at the bottom of my grandma’s garden using a modified umbrella (I’m still not sure if it was supposed to be a paraglider or a hang glider flight). Skip forward about 25 years and I learnt to hang glider and paragliding at the same time in Queenstown, Coronet Peak. Over the last 6 years I have been flying as much as possible.

My most memorable PG flight has got to be my first ever XC, Treble Cone - Coronet Peak. Most memorable on the hang glider comes from my first goal in one of the 2018 HG national tasks. Favourite flying site in NZ has to be Mt Murchison, favourite outside NZ so far is The Chabre, Laragne - France. I still actively fly both hang and para both solo and tandem.

Club: Southern

Flying Favour: EVERYTHING – it is easier to list the ratings Pete doesn’t have !!! Pineapple on Pizza?: “No pineapple on pizza for me”

I started hang gliding in 1973, with help from my Mum who sewed the sails on my

What would be a dream product from a Company, that you would promote on your channel ? (www.youtube.com/c/petehelliwell: )” It would probably be the Moyes RX3.5 hang glider, the colours would be black & blue – they are the colours that I always seem to pick.” pete.helliwell@sky.com / 021 028 45170

Emlyn revell-nash

I’m based in Auckland and have been flying for 8 years. I spend most of my flying time on mini-wings at the coast but my favourite type of flying is XC. I have joined the Executive team because I have benefitted from the people before me and would like to do that for others. I love seeing new pilots on the hill and of course waiting around. I look forward to giving back to the community that has enabled me to experience life in a way that very few get the chance to.

Club: Auckland

Flying Flavour: Paragliding Pineapple on Pizza?: “Yes – because of the juice”

What is the most random fact you know ?: “Ummmm aaaggghhhhhh..I guess…that’s a hard one, I just thought about possums and they have anal scent glans……. “

emlyn.revellnash@gmail.com / 021 216 4322

I am an American/Kiwi who arrived in New Zealand in 2004. I did a seven year career in the NZ Police force starting in 2011. I left the NZ Police and started my own business as a coach assisting people to prevent and overcome burnout and PTSD. I grew up around paragliding - flying before I could walk with my father who was one of the pioneers of paragliding for Northern California. After a long break from the sport I have recently got back into it and look forward to help grow and influence others in the sport.

Club: Auckland

Flying Flavour: Paragliding

Pineapple on Pizza?:”That’s just disgusting – what ?? – who ??? , urrgghhhhhhh, No, No No No – that’s just wrong. Who puts fruit on a pizza?? - NOOOOOOOOOO”

The zombie apocalypse just happened, you have an 4WD & a baseball bat – where do you drive to first ?: “I know where all the firearms are kept – I’m heading straight to the police station”

chris@knockingdemonfitness.co.nz / 021 160 6231

Kevin mcmanus

Pete Helliwell

Chris Chandler-Yates

CEO Update - Accident & incident summaries

Selected Accident & Incidents

During this three month reporting period of 1st July until 30 september 2022 there were 13 Incidents or accidents. In this report the spotlight is on recent coastal flying occurrences.

There has been an interesting trend with pilots grappling with the seasonal pick up in weather, as we move from winter into spring, in particular coastal flying and the strengthening sea breezes. There is a very good AHGPC Facebook article written by the Club Safety Officer Jeremy Watts, and I commend the AHGPC Site Monitor Joe Ward for picking up on site trends, alerting pilots to fly within their skill set and to the conditions. Special thanks to those that filed reports so we may pick up on trends and learn from other pilots’ experiences – loving the thoughtful pilot reflection and advice. For those pilots unsure whether to file an incident report then please check in with your local Safety Officer or instructor for advice, we are all here to help you get the most out of your flying and keep the flying community safe.

Kia ora koutou pilots.

The committee has received a notification from the Muriwai Site Monitor, Joe Ward, regarding the increase in incidents at Maukatia in the last month or so. This will be discussed at our next committee meeting.

Beside the two reported incidents are a number of unreported events, amongst which was a pilot being blown down the road while attempting to top land, a water landing in the tide line and various ground handling errors with pilots being pulled around launch and gliders being draped over the rock wall and cars. Both of the particular events mentioned above are worthy of an AIRS report in my opinion. With regard to ground handling - we cannot stress enough the importance of having good ground handling skills, which ideally should be fine tuned at a site like Kariotahi. Maukatia is not a site to be found wanting of these skills - it risks doing damage to members of the general public and property, as well as ourselves.

Maukatia is one of our most used sites, being a handy location to the city, and is also one of our most sensitive sites with regard to our members behaviour. We cannot afford to lose this site.

PLEASE take extra time and care in your decision making both on the ground and in the air.

Noho ora mai

- PGSO

sept 2022, Paraglider landing approach, No Injuries, equipment Damage: salt water in lines/wing

Human Factors quoted by pilot; Decision Making and Situational Awareness experience: 40 hours

Pilots’ first flight at Muriwai in the SW bowl. He spoke to a local who suggested launching about half way down. To avoid the rock wall and spectators. Took off in light wind and turned to the left. Flew to the start of the cliff and turned back, then came to the bowl where the pilot turned back and went on landing approach. It was close to high tide and the landing ended up being in the water.

The pilot was about calf deep in the water and got out without injury. Minor damage being a bit of salt water throughout the gear.

Pilot advice:

It may not be the best site for a beginner. Be sure to check the amount of landing area you have.

sept 2022, Paraglider, No Injuries

Human Factors quoted by pilot; Situational Awareness experience: 200 hours

Caught in rotor at Maori Bay with wind direction change, forced to land on slope above cliff face next to carpark. Landed in a reverse mode as rotor dropped me to the only grassed area. Situational awareness, and lack of reassessing the changing wind direction led to allowing myself to fly too close to a dangerous location in search of lift.

Pilot advice: Situational Awareness with wind direction and strength is to be

respected and monitored. This can immediately create zones which were once flyable to extremely dangerous in a matter of a simple wind direction change. Situation awareness is required when flying near land masses where a situation of rotor is quickly and devastating created which can cause an aircraft to be come unflyable. Enjoy, but always be aware of our surroundings. Fly safe.

sept 2022 Paraglider No Injuries

Human Factors quoted by pilot; Decision making, Inadequate training, Situational Awareness experience: 36 hours

Got caught in the venturi immediately after taking [off] only to get blown back into the lee side. The wind was about 15-16kts on the ground at the time, conditions were laminar airflow tunnelling through the narrow area in Maori Bay without much punchiness or turbulence present. There were 2 other pilots up in the air at that time (1 tandem and 1 C class glider). The wind at the take-off felt strong but was still under my limit of take-off skills. My plan was to take off and go as far as possible towards the sea where I do my figure 8s at the edge of the lift band..

The take-off went smoothly, however I got pinned immediately at the bowl (where the venturi was at the strongest). It was a wrong move I should have either steered to the left OR not taken off at all at that time. However after 30 minutes of parawaiting on the take-off area and observing other wings fly I thought I’d give it a crack, and then the incident took place. I was lucky to come out of it unscathed but my misjudgement of the wind strength above take-off at the time would have cost me severe consequences. While I was drifting back at about 3-5kmh and I was on about 60% speed bar (another thing that i need to be comfortable is practice using the full speed range of my glider) at the time. There was not enough height for me to turn and burn (make the transition towards the beach), so I was planning on aiming for the tree tops for a soft landing as the worst case scenario.

I’ve been practising the ‘butterfly landing’/flapping technique to burn off height in close proximity to ground. Luckily there was no turbulence at the lee side where i was at on top of the hill. The area beneath me was sloping further down without much landing space behind me, and I was quite confident with the active flying on my wing and know the stall point of my glider, and was able to use the butterfly technique for my advantage which seemed to work out well for me without putting myself in a stall/spin situation. Nonetheless I was so relieved to come out of it in unharmed. It was a scary experience which could have potentially been avoided if I did not have misjudged the strength of the wind at the time.

In short summary it was the venturi + misjudgement of wind strength and the decision to take-off at that time that got me. This situation could have been avoided but as a low airtime pilot I’m learning as I go and this was definitely a scary and

humbling experience.

Pilot advice:

Few things I intend to do from now on:

- Make it a habit to check Holfuy weather station moments before deciding to launch. (Especially on windy days when you should not be relying exclusively on the wind strength you feel on the ground, which can be somewhat deceiving like how I found out in this case..)

- Practice and get good with using the full range of speed on my glider.

sept 2022, Paraglider Descent Manoeuvre, No Injuries

Human Factors quoted by pilot; Decision Making and Situational Awareness experience: 72 hours

I was returning to Kariotahi high side from the Awhitu Peninsular lighthouse.

I had been through a fairly significant shower.

I had been on the speed bar for about 15 minutes solidly and had pulled big ears several times to try to avoid the shower and to get lower.

I had been out of the shower for about 10 minutes.

I pulled big ears without speed bar and stayed on big ears for about 10 seconds.

I released both big ears at the same time and shortly after that I noticed there was no wind noise.

Then I noticed that I was going backwards and down and started to spiral to the left.

I did one and a half circles before hitting the cliff face about ¾ of the way up, about 2km north of the high side launch of Kariotahi.

There was no vegetation – just clay / rocks.

Impact was extraordinarily light – almost like a normal landing and I almost stayed on my feet.

I collected my gear, walked up the cliff and hill side to a clearing. I examined my gear, ground handled, launched and flew to the high side launch.

I met an Instructor there and discussed the incident.

I launched and flew to Maioro, returned and landed at the car park.

I met the Club Safety officer there and discussed the incident with him.

Pilot advice: Don’t fly in showers. Land and stay dry.

If you do get wet, land and walk home.

If you do get wet and are still airborne, be careful, don’t pull big ears, be ready to go to speed bar to lower the angle of attack or gently pull the A-lines.

Release big ears slowly and carefully and one at a time.

Pilot thanks to the local Instructor and Club Safety Officer for the in depth discussion on the day. Special thanks also for calling the next day to check if I was okay.

How to report an accident or incident

What to report?

You must report as soon as practical anything that is defined as an “Accident” by CAA rules. That is anything that caused significant damage or serious injuries while the aircraft is being used. Club safety officers and other pilots can help out here by reporting even basic information about an accident for pilots that are unable to do it themselves.

We also want reports for incidents or accidents that aren’t so serious. The biggest benefit comes from the reporting of the smaller incidents and near misses. How small? Well, if good luck is all that saved you from an accident then it’s probably worth reporting.

Your personal details will be kept confidential. How?

To make a report go to the NZHGPA website and click on ”Safety”. www.nzhgpa.org.nz/safety

Then the button to hit for starting your report looks like this;

Your description of what happened is the most important part and makes up the majority of the reports we publish but other details are used to help with statistics that show trends so please complete as much as you can. Please include the location so we can send the report to the local safety officer and the club president for any follow up they need to do. Don’t worry, our policy is that we do not use the reports to lay blame or for any disciplinary action. They are for safety and learning.

Finally if you want to see other reports then click on this button;

Bluebridge Ferries - special nZHGPA membership Discounts 2022/23

Charlotte began her paragliding journey during the pandemic and quickly became an avid pilot always keen to improve her technique. One of her goals was to fly from Queenstown to Wānaka and while she didn’t accomplish that task, she did manage an epic flight off of Treble Cone last summer. Charlotte would often spend her lunch breaks flying the gondola or sneak a flight off Coronet Peak before her shift as a doctor began.

In the community, she could be found helping others whether that be asking that newer pilots be added to the frinwge WhatsApp groups, resetting people’s gliders after a failed launch or acting as a first responder to PG related incidents. Her other hobbies included gymnastics, working out, and going on missions when the wind was too strong to fly. She did not enjoy cooking, but she did love a veggie pizza from Frank’s.

Charlotte took a trip to Europe in May to continue flying as the season slowed down here. During the last week of the trip, she

had an accident in France and could not be saved. She flew until the end and made the most of the life she had through trips, time spent with friends and family and a myriad of sports. Her life was a reminder of how many opportunities exist around us and how important it is to take those opportunities when you can.

n ico s and

Bluebridge Ferries have done it again for another year - supporting our Free Flying Community with fantastic discounted ferry prices What’s more Bluebridge have sponsored the Presidents Good Sorts Award to the tune of $500.00 travel vouchers for the third year running!!

How to Book

For NZHGPA member discounts and benefits, or to book using the special promotional code SAIL2GLIDE at bluebridge.co.nz/NZHGPA Or quote the promo code when you call 0800 844 844 then simply pop in the sailing day and click next.

The system will pre-populate the discount and display your negotiated pricing. Please note: You must present proof of your NZHGPA membership when you check-in. If not presented, the standard fare will be charged

For other NZHGPA membership sponsored benefits visit the NZHGPA Members Area

Check out Aeropath Go Pre Flight

- Free Personal Use

Airways and MetService have joined forces to develop a one-stop platform to better support the needs of pilots throughout New Zealand. A modern, interactive format, combining both weather and aeronautical data and airspace mapping, on desktop or mobile devices. https://gopreflight.co.nz/

On the 22nd of August 2022, Nicolas “Nico” Sand passed away during a cross country flight in France. Nico was multitalented, dedicated, and ever helpful. His quiet confidence as an instructor put calmness is the hearts of his paragliding students and sharing his knowledge allowed many to join the skies with us.

Nico won the 2019 Leo Geary trophy for the “Most Outstanding Up And Coming Pilot in NZ Competition”, was Second in the 2022 AcroFest and held critical positions over the years in the Southern Club and NZHGPA including Secretary, Safety Officer, managed ZHF, Gondola

Certifications and WoF examinations. He will long be appreciated, remembered and loved.

Our hearts are with his partner Carly, friends, family, and extended whānau in both his homes of Belgium and New Zealand. - Tim Shoultz

airborn needs your articles and photos. We’d like to read about your flights, frights, sites, experiences and techniques. anything educating or enthusing to pilots is especially welcome.

Airborn can’t afford to pay you but does post contributors a complimen tary copy which you should receive a day or so before everyone else.

Just email your text to; aero@xtra.co.nz

Photo; Carly Elle

Cross-Cou N try C H ampio N s H ips

Omarama Hang Gliding Cross Country Classic

Flying around Omarama is always spectacular; expect 9 or 10,000ft and an easy 20km to over 100km depending on your skill and weather conditions.

The Mackenzie country around Omarama is a great place to beat your Personal Best; height, distance etc, move up the XC Champs table, fly legally to 13,000ft or maybe even fly to Mt Cook!

This summer, our usual Waitangi date was nabbed by the HG Nationals so we’ll go for the week after so people can go on to Omarama after the Nats for more excellent flying. This time of year gets the most flyable days with the least strong winds and turbulence, but it’s still hot and dry so gives the most XC flying opportunities. Launch and landing areas are massive and the event is stress free; there’s no queues or waiting.

Don’t be put off by stable forecasts, it’s usually better than on the forecasting apps, sometimes there is wave and a stable day at Omarama beats coastal flying. Strong winds are more common in November to January, so if it’s not too windy, it’s on.

Fly open distance, in any direction from any site in the Omarama area. Enter any number of flights and improve your personal best flight. Scoring is by GPS or you can use witnessed launch & landing positions and you can use XContest or other online scoring as always.

Fly the whole week, just the weekends or just the days you want, when you want; it’s up to you, only your best 3 flights are scored. You decide if, when and where to fly and a couple of unlucky flights won’t ruin your total. There’s no pressure and you can make it as safe as you want. If you don’t like the conditions; don’t fly, you’re not penalised for being careful or sensible.

The object is to get cross country flying and learn from others but there’s awards for best total of 3 flights, best single flight, most

improved personal best and for best driver. Accommodation; free camping, cabins, caravans, motels and hotels are all available. The gliding airfield campground is recommended as it welcomes hang glider pilots, has weather briefings and a cafe that’s often open late.

REQUIRED; Advanced rating with mountain/ XC skills. Pilots with lower skill ratings may fly under supervision if conditions are suitable. Printed site briefings are available.

The tracks up local mountains do need 4WDs with low ratio gearing for safe descents or brakes will burn out. There’s usually plenty of 4WDs and a spare place or 2 but best to team up earlier if you can. To maintain the Magic Mountain track we ask pilots for a donation but the competition is free of charge. Buscot and Twinburn sites are just as high but less scary for drivers. All the same its worth having a spade on board plus good tyres and a spare!

Bring; spare glider parts, a driver that’s comfy with steep mountain tracks, radio, (airband for the MBZ if you want to fly to Mt Cook), camelback, spare sim card, satellite messenger. Bring your mountain bike and kite/windsurfers for days off.

If you don’t have a driver, pilots can take turns: this results in expert drivers and a welcome rest day for tired pilots. There’s often time for more than 1 flight per day too.

For more information, updates, registration, site briefings etc; contact Bill Degen at aero@xtra.co.nz and check www.hgpg. co.nz for updates.

The web site for scoring and uploading your track logs is XContest at: www.xcontest.org/newzealand/ranking-hg-open/

Aoraki Hang Gliding Classic

nZ Hang Gliding nationals 2023

Registration is open for the HG Nationals next year. Tom Mulder is organising with Shane McKay and Steve Cronin. Matt Barlow has stepped away from organising the Nationals this year.

Murchison Nationals Competition 2023

Dates:

Practice Days: 2nd and 3rd February

Competition Days: 4th - 11th February

Registration: https://airtribune.com/nzhgnats23/info

NZ Competition Organiser’s Responsibilities

It is the Comp Organiser’s responsibility to;

1. Obtain a list of current members from the Administrator.

2. Ensure every competition entrant is a current NZHGPA member.

3. Sign up any non-members. Any competitors found to be nonmembers will be listed and scored as ‘disqualified’.

Wandering Kiwi

Club Competition

Wanaka Hike and Fly

The web site for scoring and uploading your track logs is XContest at: www.xcontest. org/newzealand/ranking-xcchampionship/

new Zealand PG Open 2023

sat 7 - sat 14 January 2023

Wanaka, Otago

Not since 2018 has a National event been held in Wanaka, probably the most scenic and spectacular mountain flying region in Australasia.

Though the principal takeoff is at Pub Corner on Treble Cone, various other launches may be used to ensure the best and most enjoyable experience.

Though this competition will be used to select the New Zealand champions overall and for the respective wing classes it is also open to the more novice competition pilot that they gain experience flying in competition with some of the best at national level.

The competition is aimed at experienced inland intermediate to advanced rated pilots that are competent flying in a mountainous environment with its associated hazards.

Traditionally Wanaka has proved to be New Zealand’s most reliable and consistent fun location to fly.

All competitors are required to have a CiVL ID/FAI ID prior to the event (this must now be obtained online at: civlcomps.org/), a valid NZ FAI Sports Licence (issued by the NZ NAC by

ticking the box and paying the fee on your annual NZHGPA renewal form which is due in November), and a GPS Tracker which is registered/linked to Geoff Wongs Highcloud/ Airscore link.

For more information contact: Tim Browntjbro137@gmail.com

Information is also be on Airtribune: https:// airtribune.com/newzealand-pg-open-2023/ info

thu 9 - Mon 13 February 2023

The 2023 Wanaka Hike and Fly will take place (rain or shine) over 9-13 February 2023.

Organised by Kinga Masztalerz, this event is open to all keen paragliders, whether they are racing for the top spot or just want to enjoy the friendly vibe.

Come hike, fly, and socialise with us at this top notch event! The race briefing will be held on Thursday 9 February at 6pm in Wanaka with the race taking place over three days from Friday 10 to Sunday 12 February. In the event of bad weather, we will race from Saturday 11 to Monday 13 February, with the race briefing on the Friday.

For more information: https://wanakahikefly. nz https://www.facebook.com/wanakahikefly/ Contact: Lorraine Johns lorraine.johns@ gmail.com +64273130073

Hawkes Bay regional XC

8am tues 21 - sun 26 Feb 2023

Come fly in the beautiful sunny Hawkes Bay on the east coast of the North Island, where you can fly all day and drink wine and beer at one of the many world class vineyards in the area.

We will be holding a FAI cat 2 event over 5 days in the middle of our awesome flying season. Organised by Aaron Chesterman, the competition will be held at any number of our inland sites depending on weather.

The event is 5 days, Feb 21 -25, but we have allowed an extra day (26th) as a backup day in case weather is really bad at the start of the competition and we want to get that extra task in. Decision will be made during the comp on whether the extra day will be needed.

First briefing is in Havelock North, 21st February at 8am.

Contact Aaron Chesterman: 021 0248 4730 Follow the link to airtribune for more information and registration.

https://airtribune.com/hawkes-bayparagliding-xc-2023/info

Flying Treble cone with Mt Roy in background

learn to Fly

NORTHLAND

HANG GLIDING

Skywalk

Guntram Gross, Herman Ahrens

Phone: 09 436 0268, 09 432 9333 or 021 072 0357 Email: skywalk@hotmail.co.nz

PARAGLIDING

Ferg’s Paragliding & Adventure

Mike Ferguson

Phone: 021 995 682 Email: fergsparaglidiing@gmail.com www.fergsparaglidiing.com

AUCKLAND

HANG GLIDING

Sean oliver

Phone: 027 670 8301 Email: skyriderag@gmail.com FaceBook: @Skyrider

PARAGLIDING

SkyWings Paragliding

Alan Hills

Phone: 09 570 5757, 027 498 2345 Email: alan@skywings.co.nz www.skywings.co.nz

Wings & Waves Paragliding and Kitesurfing

Reuben Muir and Eva Keim

Phone: 09 446 0020, 027 472 7013 Email: info@wingsandwaves.co.nz www.wingsandwaves.co.nz

WAIKATO

HANG GLIDING

Sean oliver

Phone: 027 670 8301 Email: skyriderag@gmail.com FaceBook: @Skyrider

PARAGLIDING

Bruce vickerman

Phone: 07 862 4919, 027 498 9941 Email: seehigh@slingshot.co.nz Thames Coast Paramotors Rick Hawkeswood Phone: 021682766 Email: rick.hawkeswood66@ outlook.com

HAWKES BAY

PARAGLIDING

Airplay Paragliding School

Barry Sayer, Phone: 027 451 2886 Email: barry@airplay.co.nz www.airplay.co.nz

BAY OF PLENTY

PARAGLIDING

Kiwi-Air

Mike & Aniko

Phone: 07 929 5807, 021 104 6208 http://kiwi-air.co.nz

Mount Paragliding

Darrell Packe

Phone: 027 249 2702

Email: darrellpacke@gmail.com

WELLINGTON/WAIRARAPA

HANG GLIDING

Wellington Hang Gliding & Paragliding Club

Grant Tatham

Phone: 06 379 7322, 027 636 3491 Email: tathams@xtra.co.nz

MARLBOROUGH PARAGLIDING

High Adventure New Zealand

Russell Read

Phone: 027 448 0888 Email: russread@ihug.co.nz

NELSON/TASMAN

HANG GLIDING

Ash Win

Phone: 021 220 8302 email: ashswin556@gmail.com

Nelson Hang Gliding Adventures

Glenn Meadows

Phone: 027 275 1022 Email: Gmeadows@xtra.co.nz

PARAGLIDING

Nelson Paragliding

Stew Karstens

Phone: 028-446 3930, 0508 FlyNow Email: paragliding@xtra.co.nz www.nelsonparagliding.co.nz

CHRISTCHURCH

HANG GLIDING

Canterbury Hang Gliding School

Bill Degen

Phone: 03 326 6411, 021 247 2676 Email: aero@xtra.co.nz www.hgpg.co.nz

PARAGLIDING

Cloudbase Paragliding

Grey Hamilton

Phone: 027 532 4874 Email: cbparagliding@gmail.com www.cloudbaseparagliding.co.nz

ParaPro (paragliding & powered paragliding)

Dave Dennis

Phone: 03 328 8255, 0508 548 323 Email: info@parapro.co.nz www.parapro.co.nz

WANAKA

PARAGLIDING

Paraventures Paragliding School

Mark Hardman

Phone: 021 809 275 Email: info@paraventures.co.nz www.paraventures.co.nz

QUEENSTOWN

PARAGLIDING

infinity Paragliding School

Chris Connolly

Phone: 022 676 5599

Email: info@infinityparagliding.co.nz www.infinityparagliding.co.nz

Extreme Air Hang Gliding & Paragliding School & Tandems

Lisa Bradley

Phone: 021 156 3256 or +61 45 728 7200

Email: lisa@extremeair.co.nz www.extremeair.co.nz

DUNEDIN

HANG GLIDING

Aorangi Club

Tom Mulder

Phone: 021 148 1831

Email: tom@mulder.co.nz

Classified Advertisements

■ Paid up NZHGPA members may run one advertisement per classification for free in each issue ■ Please email or post your advertisement to the editor, quoting your NZHGPA PIN number ■ Commercial operators, dealers, and non-members must enclose payment of $0.50c per word with their advertisement ■ include your email address for the online issue ■ Please notify when your items are sold ■ Buyers are advised that all used hang gliders and paragliders are highly recommended to have a full check as well as a new WOF when sold ■ It is dangerous to fly a glider or with equipment that is above your rated ability ■

PARAGLIDERS

AIRDESIGN Rise3, Enb cert.xs, 60-78kg, 80 hours, great condition, Call Rene 027 433 2541, nzrenegade@gmail.com

MANTRA SIX, ML, 90-105kg, purple/white, as shown Ozone website promotion photos, excel lent condition, still a bit crispy! Always stored flat, one owner, 162 hours. Includes XL Ozone backpack, as new, and saucisse bag: $2400 ONO. Enquiries <bud.hauser.nz@gmail.com>

SKYWINGS Paragliding in Auckland - 33 years serving and training NZ pilots - exclusive PHI importers, Mini Wing specialists, Paramotor Specialists - Phone 027 498-2345, info@ skywings.co.nz

HANG GLIDERS

FALCON 4 tandems for sale. 4 to choose from. Contact Angus on 021 220 5932 info@tandem hanggliding.com

MOYES Litespeed RS 3.5. Older frame with a much newer technora sail. Around 130 hours airtime on the sail. Carbon sprogs, outboards, battens, basebar. Alloy inboards. All wires, VG, pull back are new. Sold with new WOF. $4500 Contact Andrew 021 112 5367 refresh@slingshot.co.nz

AIRBORNE C4-13 with a few spares. White mylar upper, yellow & lilac under. $1500 ono. Tom, 027 245-6777, nz_flyboy@outlook.com

U2 160. Dacron sail, Mylar/Hydranet LE/TE, speed battens and raked tips. 2012, great condition, has flown approx 300 hours. email - skyriderag@gmail.com, phone 027 670 8301

KIWI 170 mint/new condition. Manufactured mid ’90s, unused. Test flown - Good Nov/Inter mediate first 70% double surface lower aspect ratio glider, No VG new WOF, $2000. email - skyriderag@gmail.com

LITESPEED S 4.5, $2000, Phone 027 670 8301, Email: skyriderag@gmail.com

KIWI Flyer 170, US 6061 tubing (stronger that the NZ tubing that most have), low hours (has been in storage), great condition, full strip check and trim test flown, phone 021 247 2676 email aero@xtra.co.nz

MOYES Litesport 4 (149 sq ft) for sale. DOM 2004. Airframe really good but sail is worn but serviceable. Mainly white sail with kevlar leading and trailing edge. White and mid blue lower surface. Recently purchased but too small for me. Comes with manual, batten profiles and spare uprights. Will be sold with new WOF. $1200. Contact John King at 027 751 3192 or jonstoys53@yahoo.co.nz

HANG GLIDER HARNESSES

EUROPEAN backframe harness, red in near new condition, front reserve container, sliding 2 riser type for easier landings, fit around 5’10 medium build, Phone 021 247 2676, email aero@xtra.co.nz

POD harness; Old style and somewhat worn but a good cheap first prone harness. Goes vertical better than current back frame types, fit around 5’10 medium build, steel carabiner included. Chute container storage pocketsand storage bag. $150, Phone 021 247 2676, email aero@xtra.co.nz

MotoR HANG GLIDING

MOSQUITO NRG motorharness, as new with very low airtime, electric start, folding carbon propellor, stainless auto carabiner, extra fuel tank, can supply large reserve parachute if required. Phone 021 247 2676, email aero@xtra.co.nz

RESERVE PARACHUtES

RANGE of reserve parachutes for hang gliding and paragliding including Charly’s super compact DiamondCross in steerable PG versions and HG version with built in swivel. Woody Valley Quadro are similar and sized in between. Bridles, Front containers, Maillons, Swivels, Hook knives etc, in stock at HG & PG Supplies, Phone 021 247 2676 or email aero@xtra.co.nz

INStRUMENtS

OUDIE N instruments in stock now. Full featured GPS/alti/vario/flight computer, with high resolution colour mapping and airspace that automatically updates, Optional Fanet and Flarm via sim card or cell. A range of Naviter, Aircotec and Digifly instruments in stock 021 247 2676 or email aero@xtra.co.nz

ACCESSoRIES

HELMETS, No Limit full face (visor option), Insider, Loop (visor option) & the new lightweight Vitesse, phone 021 247 2676 email aero@xtra.co.nz

BUSINESS

HANG Gliding & Paragliding Supplies will be moving soon to a new address a bit closer to Sumner and Taylors. There will be some stock clearing specials. Check www.hgpg.co.nz for news, phone 021 247 2676 email aero@xtra.co.nz

Photos: Neil Brown, Ross Gray

Hang gliding, paragliding schools and instructors that you can contact for qualified flight instruction in New Zealand

Aerial Silks At Sunset

Chivet of AirDesign introduces a new activity

Here in Saint Hilaire, French Alps, we had the pleasure to welcome Agnes Gorgues (team pilot) and her friend Joffrey Maluski (photographer) with a very nice project in mind. These two young people from the Pyrenees practice the mountains in all their forms, push barriers and realise their dreams while warning about climate change. Two beautiful people that I am very happy to know and to introduce to you.

Here are the words of Agnes and photos by Joffrey: “The idea took seed in my mind during the 2019 Christmas holidays when watching the film “Suspendu aux Nuages” mixing paragliding and aerial circus in Martinique. The story of the film is magnificent, the paragliding sublimates the artists. I started wondering how it would be to perform aerial silks under a paraglider.

In March 2021, we managed to find a day to give it a try with a paraglider friend, Leo Malfuson. After a first short flight to the great despair of Leo, not succeeding in thermalling properly, the 2 following flights were rather conclusive. The cold froze my body but I was super excited to see that it could work.

At the end of July 2022, we finally managed to find a weather slot with Nicolas Cochet and Mathilde Chivet to immortalise the silks’ performance in a photo. After a first fail in Saint-Hilaire because of too demanding conditions, we decided to try from Chamrousse, an afternoon site, giving way to a beautiful restitution and an exceptional sunset with a view of the Vercors and the Chartreuse massifs.

Joffrey Maluski and his camera were in a tandem piloted by Lorris Bouniol, me in another tandem piloted by Nico Cochet and off we went for 50 minutes of flight including 40 in the silks, we had plenty of time to enjoy the landscape and to coordinate for the shots.

After top landing, my legs were shaking with fatigue and emotion, tears in my eyes after such a perfect flight. It was time to join the whole team to realise how amazed everybody was after such a beautiful moment.”

Mathilde