< Previous10 SKYWINGS JANUARY 2026 Bsafety matters Airprox reports A series of five Airprox reports covering a period of two weeks in May and June last year highlight a number of common features. All initial reports were made by the paraglider pilots involved. All reported visibility to be very good. In two cases fast jets were sighted in military Low Flying Areas. In one of these the site had not been Notamed, in the other, a paraglider pilot at 1300ft on an XC flight had an RAF Typhoon fly directly beneath him. Two close calls with civilian aircraft were also reported; in both cases the GA aircraft made late sightings of the paragliders and were unable to take evasive action. In both cases the paraglider pilot/s were on XC flights at well above 4,000ft. The final case involved a fairly close encounter with an army Apache helicopter; sighting and evasive action by both pilots avoided a harsher encounter. Nevertheless the paraglider pilot’s reported 200m separation [see photo] is close enough. Each of these incidents occurred in Class G airspace, the pilots involved sharing an equal responsibility for collision avoidance. In each case the powered aircraft pilots were in contact on VHF with either air traffic control (civilian), a military Traffic Service or the military/civil Low Level Common frequency. This last is open to GA pilots but not widely used by them. None of the paraglider pilots were in touch with any formal ground station. All of the paraglider pilots were operating FLARM-equipped instruments; the military EC equipment varied from TCAS to nothing fitted, and only one of the civilian aircraft, a fast-moving SR-22, was operating an ADS-B-in system. Therefore none of the paragliders showed on any systems carried by the other aircraft. And of course none of them showed on any radars. Some consistent themes emerge. Both civilian and military pilots deemed the encounters less close in proximity and less alarming than the paraglider pilots who had originated the reports. In one case a North Wales site was marked on the military’s Low Flying Chart; the lack of a Notam in force may have encouraged two RAF Hawk pilots to regard it as a safe area to fly into. Civilian pilots reported surprise at finding paragliders flying at, in one case, over 6,000ft. Free fliers are fully aware that you can encounter military aircraft at very low levels even in rugged terrain; GA pilots need to realise that our people can be found at any below-cloudbase altitude. Two of these incidents warranted the Airprox Board classification Risk Category B: Safety not assured. In one, a late sighting at height over the East Yorkshire flatlands, the pilot of an SR-22 travelling at 200 mph ended up flying only 250ft beneath the paraglider (by that pilot’s reckoning), having been unable to take any avoiding action. In the other B-Category incident, a late sighting by a Cessna 172 pilot caused it to fly right through a group of paragliders on XC over Shipston-on-Stour, again with no time to take avoiding action. This was on a day when around 50 paraglider pilots flew over 100km, and at least 15 of them flew up to 200km into East Anglia from the Malverns. Of course the one common feature in all these incidents is the complete lack of compatible, inter-operable EC systems. Most (not all) professional pilots are flying machines equipped with some kind of EC; none of it will receive traffic information from FLARM- equipped free fliers. And a multi-million dollar Apache helicopter does not appear to carry any form of EC beyond an ADSB-out transponder. Paraglider pilots are unable to carry any of the currently available mainstream EC transponders, rarely carry airband radio and are practically invisible to ATC radar. The BHPA believes the situation needs urgent attention to prevent an otherwise almost inevitable mid-air collision. The AOPA wisely advise their pilots to expect the unexpected in Class G airspace. BHPA advice is to use the CANP system, carry an EC device, and inform ATC by telephone of your intentions if possible. The importance of maintaining a good lookout cannot be overstated, but the above examples show that paragliders and hang gliders are visually difficult to acquire. They fly slowly and have very limited ability to take avoiding action. Airprox Reports 2025095, 2025096, 2025097, 2025098 and 2025102 can be read in full on the UKAB website at www.airproxboard.org.uk. 8 Merus Court, Meridian Business Park, Leicester LE19 1RJ Saturday February 28th, 11am. Attend via GoTo Meeting link; it is hoped that those receiving awards will attend in person. • Election of Officers to BHPA Executive Committee • Officers’ reports to AGM • Presentation of BHPA Awards • Members’ discussion forum BHPA club repack sessions Jan 17 Dales Club Repack Ilkley safety@dhpc.org.uk Feb 1 North Wales Repack Chester secretary@nwhgpc.org.uk Feb 8 TV Big Fat Repack Aldershot www.tvhgc.co.uk/events AGM 2026 THE AGM WILL BE LIVE STREAMED FOR ALL TO PARTICIPATE – SEE THE BHPA WEBSITE OR THE BHPA FACEBOOK PAGE FOR DETAILSJANUARY 2026 SKYWINGS 11 AAdv lli venture l y n live your SIN SS‘‘MANMANSKY EDSIR SKY ybrid single sh THE SKINNGLE WERFWERFPO POTTOSOSM SHARK M acwith 20% double surfkin DMUND FUL IS FUL ec K EDSIR t pomos SHARKDMUND lyFe&ikH orerful single skin fw crShort T sttry flighounoss-cr hermalling T ly Fe &ikH Advanced Pilot (AP) rating amended FSC has for some time considered the future of the Advanced Pilot rating. This was originally designed to give progressing pilots something higher than Pilot to aim for, and to confirm the more exacting standard of flying thought necessary for entry into the hang gliding League and paragliding Championships. These competitions have not required an AP rating for some time and the top BHPA qualification fell into obscurity. Nevertheless BHPA stats show 158 AP rated hang glider pilots and 278 AP rated paraglider pilots. After some discussion, FSC agreed to maintain the AP rating but to adjust its requirements in line with the possibilities of modern gliders. The new requirements, equivalent to Stage 5 of the FAI Para Pro and Safe Pro schemes, took effect on January 1st. To qualify for an Advance Pilot rating after attaining the Pilot rating pilots must: 1. Have gained broad experience in a wide range of conditions* 2. Logged experience flying a range of models** 3. Logged 100hrs 4. Complete a cross-country flight of at least 100km using thermal lift 5. Pass the BHPA Advanced Pilot theory exam 6. Have gained experience in an additional environment: e.g. (Tow, Hill, Aerotow or Power endorsement) 7. Have attended a BHPA Club Coach course 8. Demonstrate good airmanship and the correct attitude to continue flying safely and competently. All paraglider pilots must: 9. Have completed an Advanced Glider Control skills (SIV) course: Dealing with asymmetric collapses, (inc. accelerated). Search for spin, Controlled spiral dives, Search for stall & recovery, Pitch & recovery 10. Complete a defined cross-country flight of at least 40km Out and return or triangle, using thermal lift 11. Display consistent accurate landings (Accuracy 3 x <10m). All hang glider pilots must: 9. Complete a defined cross-country flight of at least 75km Out and return or triangle, using thermal lift 10. Demonstrate consistent landing accuracy (3 x <30m). * The candidate (PG) should be capable of: Safe and effective cross wind launching in up to 45 degree light crosswind. Good energy management technique launching in strong winds (Cobra). Adapting cruising speed to conditions, effective use of speed systems. Effective glider control, managing turbulence and gusts. Rear riser steering in combination with accelerated flight. HG and PG: Have extensive experience in mountain and dynamic soaring conditions. ** Minimum of four different models (PG) and three different models (HG) The new requirements will be inserted into the Pilot task book. Note that there is currently no BHPA Advanced Pilot rating applicable to Powered flight, Acro, Parascending or Speed flying. BHPA courses Jan 17-18 Club Coach Derbyshire guy@gingerair.co.uk 07966 229963 Feb 14-15 Club Coach TBC stephanie-blankley@bhpa.co.uk 0116 289 4316 Mar 28-29 Club Coach Sky Surfing david.e.harvey@googlemal.com 07799 197345 Apr 22-24 Instructor/SI TBC Bpilot profile No. 385: Ali Matthews Photo: Ali Mat the w sJANUARY 2026 SKYWINGS 13 TAKE OFF INTO ADVENTURE Designed for pilots who seek genuine cross- country adventures and the freedom of flying from mountain to mountain with only their paraglider and bivouac gear, the Bandit 2 combines a true ultra-lightweight concept with the performance cues of a higher-aspect wing. Whether you’re stepping into long-distance flying, chasing hike-and-fly adventures, or your next mountain flying trip, the Bandit 2 is your perfect partner. Conceived as an ultralight wing from the very first sketch. Every parameter — from the internal architecture to the line geometry and cell construction - has been optimised from the ground up to achieve the lowest possible weight without compromising performance, handling or durability. Bandit 2 ULTRALIGHT INTERMEDIATE EN B Age? 42. Where were you born? London. Where do you live now? Haute Savoie, France. Occupation? Sustainability Programme Manager, supporting business with their net zero ambitions. How and when did you start flying? In 2015, a few years after moving to France, my climbing partner and I decided to learn, as we were getting tired of the long walk-outs. I took my first course with Prevol at Saint Hilaire. I quickly realised the investment in flying required to get to a reasonably proficient level; I ended up spending so much time flying that I stopped climbing. Which pilots most influenced you? It’s an ongoing thing. There are many pilots and professionals who have had a huge impact on my flying career. The most influential are those who have supported me on my SIV/acro journey. I think this forms a fundamental base of our sport and the skills we need as pilots. Collectively the BPRA have been, and continue to have, a huge impact on my flying progression. I’m extremely grateful to be able to train with them as a group. Where and what was your most memorable flying experience? Evening flights with friends at home, and flying the Tour de Mont Blanc. Comp-wise, flying my first 120km task in Colombia last year; and Andy Mac and his team’s amazingly organised British and Irish Sports Championship at Gemona. Incredible flying and great gelato! What is your favourite flying site in Britain? I have never really flown in the UK but hear it’s the place to fly XC these days, so I’m looking forward to flying there. What is your favourite site in Europe? All things Italian, and Laragne, St André and Tolmin. What is your favourite site in the world? Probably my local site at Passy Plaine Joux, as it’s more or less flyable all year round. Who do you most admire in the sport? Brett and Mags Janaway and the team that provide such a high level of sports class competitions, whilst not compromising on safety. Here in France the Collectif National Féminin (CNF) are an inspiring group of female competition pilots who recognise the need to encourage women to participate in competitions. They facilitate access to high level competition with a structured approach, and provide the support to help achieve that higher level of performance, whether it be in competitions or professional flying qualifications. I’m always bowled over by the time devoted, kindness, openness and ambition of every individual involved. What trait do you most deplore in yourself? Being over-critical and trying to seek perfection. What trait do you most deplore in other people? Not seeing the funny side of life. When not flying, what do you do for recreation? Anything that keeps me in the mountains. Ski touring and running, and spending time with my son. What is your favourite piece of music? Everything will be alright tomorrow, Faithless. What is your favourite book? Probably my ski guidebooks for route planning. What is your favourite film? Anything Christopher Nolan: Inception, The Prestige and The Dark Knight. What is your greatest fear? Not laughing enough. What is your idea of perfect happiness? Being healthy, spending time with friends and family and enjoying the outdoors. What would your motto be? Keep being curious and never stop learning. How would you like to be remembered? As a fun and inspirational Mum to my son. I came to flying at what feels like quite a late stage in life; my sports background is in kayaking, climbing and skiing. In 2013 I moved to the Alps to be closer to the sports I loved. I knew nothing about paragliding, but I did know Matt Wilkes, a friend and former university flatmate, who was completely mad about it. After hearing many good things, in 2015 I decided to give it a go, first at my local school at Saint Hilaire, and then further training with Verbier Summits in Switzerland. I spent a couple of years doing mostly hike and fly, and small XC flights in the Alps. In 2017 I did my first SIV, with Jocky Sanderson at Annecy. I loved it so much I did another one a few months later, and then spent a few years doing acro. In 2019 some friends persuaded me to go to my first competition, the Chabre Open at Laragne, and it opened my eyes to another world of flying. After a short stint of not flying due to Covid and having my son, in 2023 I began to take part in more Category 2 comps. Now my flying time is spent in the Mont Blanc/Aravis area, training at my local site and taking part in competitions internationally. In 2023 I joined the BPRA, and last year the FFVL’s Collectif National Féminin; both have been hugely influential in providing support, coaching and mentoring in the competition world. I currently fly a Photon. I have also started flying a Zeno, but whilst I’m still making plenty of mistakes in competitions that are to do with me and not the wing, I’ll continue to fly sports class in 2026. And I really like the vibe of this level of competition. Blencathra Business Centre, Threlkeld Keswick, Cumbria. CA12 4TR 01768 779800 - 14 SKYWINGS JANUARY 2026 Ccomp lines The beautiful thing about the Cup is that is a team event, with no individual results. It doesn’t really matter what happens. Scoring is done with maps, pins and string – there’s a conscious effort to take any sniff of seriousness out of things. The Cup usually starts with a Thursday morning weather call, after which we throw sleeping bags in vans and head to some far-flung car park in Scotland or Wales, ready to fly on Friday morning. Flexibility and freedom, we feel, is sort of stitched into the free flying experience. Keeping the Cup loose over the years has meant that we’ve gone wherever the weather is best. That way we’ve been able to score to score properly epic flying, including several UK records and personal bests. And, however well you’ve flown, the final result is likely to be decided by a tug- of-war or rap battle. Sounds strange? It is. And long may it continue, with the very kind permission of the clubs whose sites we fly, and Richard Meek taking over from Hugh as the background organiser. Over the years we’ve also raised tens of thousands of pounds for a range of charities, from local Welsh litterpickers to NHS mental health trusts, to air ambulances and local schools. This year we raised £3,156 in entry fees and proceeds from our auction. This resulted in donations of £789 to four charities: Wales Air Ambulance, Great North Air Ambulance, Scotland’s Charity Air Ambulance and Midlands Air Ambulance. This last via the Malvern Hang Gliding Club, whose use of the Kettle Sings bottom landing field is dependent on support of this particular air ambulance. All are welcome to join. Just email the team captains, Jocky and Jim, and look for the Cup on social media to find out more. Jocky Sanderson, Jim Mallinson and Hugh Miller An incredible experience … MARK SIMPSON ENJOYS A GLIDING THRILLER WITH HUGH MILLER I’d heard a rumour all my life that money can’t buy you happiness, yet I was stood at the bar with cider in hand feeling pretty bloody happy. I had just become the highest bidder in a charity auction for a sailplane flight with one of the UK’s best XC pilots, Hugh Miller! Last year the North-South Cup chose to auction off its star prize at the Lakes Charity Classic in June as it attracted a much larger crowd. And, as everyone knows, alcohol and auctions always go better when the two collide. I wasn’t comfortable bidding in the large crowd, so I approached Jocky on the down low and gave him a figure I was happy to donate, and let him bid on my behalf. The day had finally come, and in the middle of August I pulled up to Lasham Gliding Club, nervous and excited in equal measure. I’d never met Hugh before, but I’d flown in a sailplane the previous year and had some appreciation of what to expect. Hugh was lovely: calm, warm and with an air of confidence – just what you’re after when entrusting your life to someone. After we got the formalities out of the way he asked me what I thought of today’s forecast. Ouch! Test failed before I’d even started. I’d turned up for a pleasure flight, not a test on what I don’t know about forecasting. I’m very much the guy with a piece of seaweed combined with the Country File weekly forecast, rather than studying daily synoptics on a basis. But I’d taken a quick look at Met Office over breakfast and managed to repeat what it had said. Much to my surprise Hugh agreed; my cover wasn’t blown just yet. The flight plan was to stay local as the forecast wasn’t great. Hugh had worked out a number of airfields in the area which we could land at if we needed to and easily get relaunched. If things improved we would just go with it. For the first hour and a half we never got above 2500ft. There were very few clouds around and an inversion that blocked any further gains, but gradually the day improved, especially as we headed out towards the coast. Hugh shouted over, asking which cloud All hail the North-South Cup! The North-South cup started life in 2011 as a grassroots riposte to the Competition Panel’s decision to cease holding national events in the UK. We all agreed we missed the camaraderie, fun and silliness of the UK Nationals and wanted to try and recreate it. Jim Mallinson and Hugh Miller wrote to Jocky Sanderson, inviting him to assemble a squadron of 30 Northerners to take on their Southerners, and the entries flooded in. North-South Cup action on Milk Hill last June N-S Cup captains Jim Mallinson and Jocky Sanderson Hugh Miller (R) with BPRA motivator Barney Woodhead Mark and Hugh climbing with other gliders between Lasham and Basingstoke Photo: Hugh Miller Photo: Hugh Miller Photo: Viv Four acre Photo: Mark Simpsonshould we head towards. No pressure! The one on the right, please. Why? I don’t know, I just like the look of it … and off we went. If I was a great storyteller this would be the point where we got the most incredible climb to base, joined a line of convergence that allowed us to fly back to Hereford, waved to my family and got back to Lasham for tea. But we all know XC flying isn’t like that for average pilots like myself, who rely on blind faith rather than knowledge or talent. My cloud didn’t work, but Hugh was polite enough. He suggested one to the north, and yes (spoiler alert) his cloud worked just fine. We were back in the game. Gradually the clouds started to improve, and a lovely line of convergence did form as the sea breeze started to push in. Based on the flight brief and forecast, I had been expecting nothing more than a glorified top-to-bottom. But now, nearly three and a half hours later, we began our final approach to land. It had been an incredible demonstration of why Hugh can do what he does, and I’d had the privilege of sharing an incredible experience with him. I’d had the opportunity to ask as many questions as I liked, take brief control of the glider and, as vomit-in- mouth as it sounds, just have a nice day getting to know a new friend. I’d heard about the North-South Cup. It’s made up of the best pilots the UK has to offer, that compete, as the name suggests, the North against the South. I’d love to be one of those great pilots competing, but when you’re like myself, who generally does one decent flight every three years, I know my place. If, like me, you’re equally below average, but want to play with the big boys and girls, get saving up for this year. But this isn’t a free- for-all for everyone to bid me up; I’m from the North and I have my limits. Huge thanks to Hugh for making it an incredible day – it was a real privilege to be in his company. And massive thanks to Jocky for his discretion, and incredible poker face when making eye contact with me during the auction. BPCup date The UK round of the British Paragliding Cup will take place in the Yorkshire Dales on June 3rd-7th. Camping and HQ will again be at the Dalesbridge, Austwick, near Settle. Registration will open shortly on Airtribune. The team are working on details for an overseas round to take place in August. Info is at www.bpcup.co.uk Correction Skywings blunder department has been twiddling its thumbs of late; alas no longer. Last month’s BP Cup results listed Dave McLeod as Best B Wing Pilot. In fact the Best B Pilot award went to David McLean. Apologies to both parties. Shut your north and south In winter top pilots exchange lots of banter Each side declares it’ll win at a canter But try not to be such an arrogant ranter Oi you! Shut your north and south. It’s chilly, so most pilots dress in merino Rarely does any come out on his Zeno But don’t try to blame your own sloth on El Nino Oi you! Shut your north and south. Southern-based pilots have fun at the coast The sea thermals get them much higher than most But give us a rest, guys – please do not boast Oi you! Shut your north and south. Northerners whizz down from snow- covered hills With GoPros they spare us from none of their thrills You’re trying to make us all green at the gills Oi you! Shut your north and south. Some fly away to the wrong hemisphere They taunt us with selfies of acro and beer We hope the cheap airline has lost all your gear Oi you! Shut your north and south. The day will soon come when we enter the battle But it’s not the time yet for braggarts to prattle So stay in your pram and don’t chuck out your rattle Oi you! Shut your north and south. Andrew Craig, paragliding’s Poet Laureate JANUARY 2026 SKYWINGS 1516 SKYWINGS JANUARY 2026 Dhang points Ten pilots gathered at the Cambridge Aerotow Club. I arrived early to help with the setup, hoping for a prime launch spot. In July 2020 Carl Wallbank took Andy Hollidge’s 126km UK flexwing defined triangle record to 142km from the Malvern Aerotow Club. Now, five years later at Sutton Meadows, our task discussions were led by Nigel Bray. I had pushed for a big triangle, and after some consideration Nigel set a 151km task around Peterborough. The first leg was crosswind, north-west to the edge of Spalding. Then we’d push south-west, into the wind, to Kettering, before finally heading east back to Sutton Meadows with a quartering tailwind Charlie Richardson, CAC’s illustrious chairman, had taken another one for the team by agreeing to fly the tug. I was airborne at exactly midday and Charlie soon dropped me in a thermal at 2,000ft. Leaving that lift early to get on task, found a strong 700ft per minute climb that hoovered me all the way to cloudbase. It felt like a perfect start, a theme that continued throughout the first leg. I reached the first turnpoint, 44km from take-off, within an hour and a half. I felt confident that the record was up for grabs. However I made a tactical error in getting the first turnpoint. I hadn’t appreciated the strength of the south-west wind and botched my approach. I ended up downwind, down at 2,000ft and drifting further away from the next turnpoint. Commencing the second leg, at one point my instrument showed 11km/h over the ground. Thus wasn’t inspiring for the start of the longest leg, and I began to realise that it was going to be a slog. For every two steps forward the headwind pushed me one step back. I decided to see how I progressed for another hour, but I was tempted to head home for a simple out- and-return. On the positive side it, was the best part of the day. There were nice clouds everywhere and sailplanes marking good lift ahead. Despite watching these gliders zoom to upwind clouds, seemingly without losing any height, my optimism slowly returned as I maintained a good working altitude. The cloudbase continued to slowly rise up past 6,000ft, but at the same time the lift markers started to dry up. The sky looked particularly sparse past Peterborough. After a desperate, risky long glide toward the only cloud in the far distance, I arrived below it at 1,500ft. It was the biggest risk I’d taken so far, and I took 30 minutes to climb back up to base in multiple broken thermals. However once there a new path of cumulus clouds seemed to appear ahead like stepping- stones, teasing me onwards. At this point I could have settled for a 100km triangle, but I couldn’t shake off an unyielding determination to continue. Earlier, Carl had goaded us on Telegram that a paraglider was going to break all his records before anyone on a hang glider did! I wasn’t going to give up while there were still good clouds in the sky. East of Peterborough I had made an early move to avoid getting boxed in by Sibson’s airspace, which had been a looming obstacle on this track. Even though I was a couple of miles clear of their dropzone, their Cessna Caravan made a Stuka dive a mile or so past me, as if to scare me further from their airspace. It worked, and I positioned myself toward a nice cloud further to the south and east. My pace to the second turnpoint improved, and I was able to bag it well above 5,000ft, much better than my awful attempt at tagging the previous waypoint. Immediately after turning towards home I found a solid thermal and climbed to 6,400ft. The drift was now taking me homeward too. It was a great relief not to be fighting the headwind any longer! In the distance I could see the A1, and beyond it the huge former airbase of RAF Alconbury. It slowly took up more of my view, and it looked like an incredible thermal trigger. If I could make it there I The three faces of a triangle STEVE BLACKLER DEMONSTRATES AN UNYIELDING DETERMINATION TO PRESS ON Sunday 10th August. With my summer coming to a close, I had one last chance to fly before I had to return to my job and be confined to a boat for eight weeks. The forecast had been very promising and my sights were set on Carl Wallbank’s UK triangle record, which would need five to six hours in the air. Photo: Katy Tr ace y The defined-flight record now stands at 151.52km JANUARY 2026 SKYWINGS 17 FAIRHAVEN ELECTRONICS LTD MICRO ALTI 2 Now available with bluetooth! The Micro Alti 2 is our latest wristwatch-size multifunction vario- altimeter which now includes Bluetooth-5 to connect to paragliding apps! It provides ultimate vario sensitivity with a loud audio tone system, QNE and QNH references, G-meter, weather trend, humidity, vario averager, weak lift thermal finder, FM radio, time clock and timers, and gives up to 70 hours of battery life! The Micro Alti 2 also has USB-C and headphone sockets and is supplied with wrist strap and riser mounting clips. Bluetooth Micro Alti 2 £139 (no Bluetooth £119) for more info and ordering, or just FAIRHAVEN 01332 670707 was sure I would find the thermal I desperately needed. As I progressed along the final leg I was finally over familiar ground. For the last three hours, I had flown over territory I wasn’t familiar with. Now, flying over ground I’d been over many times before was a welcome and reassuring feeling, like arriving home after being away on holiday. The thermals weakened and I changed gears. My pace slowed and I became more patient. The numbers to goal were improving but the thermal strength was fading. I finally found something that got me back to 4,500ft, and when the lift weakened I hung on to the zero, which took me a few crucial kilometers closer to my goal. As I approached the flat, featureless fields of the Cambridgeshire fens, I finally made out the runways and hangars of Sutton Meadows. The required glide to goal was a tantalising 10:1. The numbers remained optimistic but not comfortable, and landing short was at the front of my mind. One consolation was that I knew that I was going to cross my earlier flight path, so at the very least I would be able to secure the undeclared triangle record. In the end one or two final bubbles of lift just carried me over the airfield boundary. All I had to do was turn right onto a base leg in order to land next to the de-rigging area! What a flight! The UK Class 1 Defined Triangle record was in the bag. I was elated! With a whoop and a scream I shouted to my friends, who I had abandoned six and a half hours earlier and were now de-rigging after their flights, ‘Get me a beer!’ It was a great feeling to make it home, and it felt good to share it with friends. A huge thank you to Nigel Bray for setting the task and to Charlie Richardson for giving up yet another day to fly the tug. Nigel hadn’t found lift off the tow and had to wait hours for a relight, missing the opportunity to fly the task despite an amazing low save from 300ft. Photo: Katy Tr ace y Six and a half hours later … ‘Get me a beer!’Hang gliding competitions and cross- country flying have never really been on my radar. I’ve usually been content to fly at my own pace, enjoy the views and land safely. That’s always felt like enough to get my flying fix while making conservative decisions. But I’ve recently realised that staying too comfortable doesn’t grow your skills, and without improving you don’t actually become a safer pilot. For years other pilots urged me to ‘come to Forbes’, and this year I finally made it. As someone new to these beginner- friendly events, I can honestly say I learned more in a few days than in many years of on-and-off flying. It was an opportunity to learn from experienced pilots and receive guidance from some of the best in the country. Before Forbes I had never landed outside the airfield, so my expectations were low. A pilot told me that leaving the airfield is a mental decision, one you have to make before you launch or you’ll never leave the paddock. So I tried to get into that mindset. For my first XC attempt, my only goal was to be brave enough to land somewhere new, with no windsock and no familiar markers. And, of course, have fun. I’d heard some pilots say their best flying has been when they were simply having fun and not taking it too seriously. That would be my approach too. A quick crash course in SeeYou Navigator before take-off was also invaluable. With just a glance I’d be able to see my distance to goal and know whether I’d make it or need to find lift. After launching, I focused on staying high and enjoying myself, although team leader Steve Blenkinsop had cautioned that it’s not always necessary to ride a thermal to the very top. When I heard over the radio that our team was going for it, my first thought was, ‘I’m not ready!’ But I made the decision to follow the team away from the paddock and not look back. I tried to stay in the gaggle and stay aware of who was near me at all times. Later, above the landing area, exhausted and having forgotten to pack water that I could access (a tough lesson), I used some gentle lift to take a brief break before setting up my approach. I watched a couple of pilots land and followed their path. My flare was a little late; others encountered some large rocks further into the field. A few cuts and grazes served as a reminder of why sharing information about landing zones with team-mates matters. In just a few days I had gained a huge amount of confidence with my flying, thanks to a supportive, friendly environment and a wealth of knowledge to draw on. It made stepping into the unknown far less daunting. I also realised that having fun is the beginning of the magic, and that you really can surprise yourself with what you’re capable of. Report by Brianna Piazza 18 SKYWINGS JANUARY 2026 Dhang points Step beyond your comfort zone! The Forbes Team Challenge in Australia last October delivered some incredible moments, not least for pilots taking their first steps into cross-country flying. Many new-to-XC pilots achieved personal bests and memorable flights, among them Brianna Piazza: personal best height gain, first team flight, first XC and first goal flight. Read on … Brianna Piazza: ‘You really can surprise yourself with what you’re capable of!’ Brianna and another pilot in the first climb out of Bill Moyes International Photo: Jonn y Dur and Photo: Brianna PiazzaJANUARY 2026 SKYWINGS 19 The Forbes Team Challenge Forbes is famous for flatland flying, friendly mentoring and the infectious spirit of the hang gliding community. Last October around 30 pilots from across Australia turned out for one of the most rewarding events on the Australian calendar, from which they take home new skills, new friends and renewed passion for the sport. Teams were led by World-level pilots Jonny Durand, Steve Blenkinsop, Glen McFarlane and Guy Hubbard. Their collective experience provided invaluable guidance for the mix of novice, intermediate and advanced pilots. Good food and a friendly buzz set the tone for the weekend. Teams were chosen on the Saturday to balance skill levels and maximise learning. A 60km out-and-return task was set for Glen’s advanced group, with a 30km goal for newer pilots. Glen’s team led off under blue skies and a light south-westerly, followed by Guy Hubbard’s intermediate crew. Steve Blenkinsop and Jonny Durand guided the single-surface pilots. With thermals to about 5,000ft, Glen’s group made the turnpoint but faced a tough headwind home. Two of Guy’s team reached the turnpoint, while three of Steve and Jonny’s group reached goal, including one who achieved their first-ever cross- country flight. By evening there were many smiles and stories. When strong winds grounded the fleet on Sunday, a team leaders’ Q&A session turned into an impromptu masterclass as Jonny discussed landing techniques. Steve presented three pilots with their FAI Bronze badge. Calmer weather on Monday allowed landing practice as pilots put new techniques to use. By the end of the weekend 171 tows had been completed without incident, a credit to the organisation and the professionalism of all involved. Alongside the event, Curt Warren’s new Moyes Hang Gliding Academy had run an aerotow endorsement course for three new pilots including his 15-year-old son Wylie. The Forbes Team Challenge couldn’t run without the hospitality of the Forbes Aeroclub, or the hard work of tug pilots Blaino and Marco and the retrieve drivers who got everyone safely back home. And of course the support of the Moyes family for the use of Bill Moyes International Airport, spiritual home of Australian flatland hang gliding. Report by Vicki Cain BHPA Comps Panel news Personnel changes. November’s Comps Panel meeting saw Andrew Woods, Tim King and Darren Brown join the team. Irene Carson takes on the Treasurer’s role; Doug Neil takes over as Secretary; Oliver Moffatt becomes Vice-Chair and retains responsibility for Nationals planning. Dave Barber has stepped down; his efforts in shaping the new Hang Gliding Pilot Development Framework were noted. Class 1 Europeans/Class 5 Worlds. Team sizes for this competition at Gemona in June are undefined as yet. Core teams have been agreed; pilots in contention for additional places can continue to earn WPRS ranking points until the spring cut-off. Class 1: Grant Crossingham, Gordon Rigg, Dave Matthews, Jeremy Soper and Darren Brown. Class 5: Mike Armstrong, Tim King, Neil Atkinson and Nigel Bray (reserve). Team Manager. Garry Hume, having successfully managed Silver and Bronze- placed British teams at the last two Worlds, has decided to step back. Thus a team manager is needed for the 2026 Gemona Europeans/Worlds, and for the scheduled 2027 Class 1 Worlds at Andradas, Brazil. If you are interested, please talk to a Panel member or email to discuss. UK Nationals and BOS. Although names have been pencilled in for this years events, the Panel is always looking for Meet Directors for BOS and UK Nationals events to ensure availability. If you are interested in these roles, please contact us at the address above. The BOS organisational overhead will be reduced by holding just two one-week events. One will be prior to the Europeans. The Nationals will be held after that and the final BOS probably in August. The flexible payment plan, allowing pilots to only pay for those days they are available, to fly will continue. UKNXCL. The BHPA President’s Trophy is normally awarded for the year’s longest straight line foot launched flight. If this does not exceed the previous year’s distance it is awarded for conspicuous services to hang gliding. Following the loss of team pilot and Treasurer Steve Penfold after 15 years on the Panel, this year it will be awarded in his honour. Class 1 Pilot Trophy Steve Blackler 1,440 pts Class 2 Champion Marek Pisarek 1,122 pts Club Trophy Cambridge Aerotow 3,192 pts Ralph Bygott Trophy Steve Blackler 1,067 pts (defined-flights) Dave Loxely Trophy Jeremy Maddox 89.43km (longest winch flight) Report by Oliver Moffatt Brianna on her way to 5000ft at Forbes Photo: Sukru KalancNext >