Mark Lennon flying Clough Dec

Spoilt for Choice Jan. 2018 Letter from the chair Jackie Knights Well I don’t think we could describe 2017 as one of our best flying years – however, as usual, Cumbrian pilots still made the most of every window. Between us, we managed to clock up over 1000 more points than last year in the Cumbria XC league – in roughly the same number of flights. Pretty amazing considering the weather. There didn’t seem to be any runs of consistently good flying conditions. Strong winds in the early part of the year gave way to a wet summer and autumn, meaning that we had to work hard and be vigilant to grab every opportunity to get in the air. In the background, the committee have continued to work to improve the club. My thanks go to all members of the 2017 committee. We have also had lots of help and support from non-committee members – thanks are due to (amongst others) Rick Livingstone, Ed Cleasby, Mike Harper, Richard Bungay, Ian “Barty” Bertram, Jocky Sanderson, Gordie Oliver, James Jackson, Jaysen Metcalfe, Pete Cunningham, Kev Woodward and Dave Toach. The Knowledge Base has grown in content and is all very well organised and accessible. A lot of effort has also been put in to ensure that our club coaching offer is clear and well set out. The club’s new Coaching Strategy is published on the website and signposted to new members. In addition to regular coaching days throughout the summer, members can also seek one-to-one coaching on an organised or ad-hoc basis. A BHPA Coaching course was held in Staveley in February, and we now have nine new coaches. Our coaches have a wide geographical spread, along with a great range of interests and experience, so hopefully there is “a coach for everyone”. Safety has remained high on our agenda, and the club is indebted to Chris Field for his continued enthusiasm to ensure that important safety issues are shared. I’m sure that accidents have been avoided by what we’ve all been able to learn from other people’s mistakes. It’s what our club is all about really isn’t it? Sharing our knowledge and supporting each other. We’ve also made great progress on updating our site guides. Our aim has been to try to improve consistency between guides and make important, safety-critical information easily available – even at a casual glance. This is a massive job – and not quite yet finished. Ian Henderson has shown his customary patience in responding to requests for changes to layout and presentation, and the site guides (which have always been good) are now clearer, more consistent and easier to use. The sites officers (and helpers) have also largely completed the Farmers Christmas run (as I write…) The club owes a big debt of thanks to all involved. Each person has a pretty substantial “round”, sometimes taking a few days to complete (depending on how chatty the farmers are). The response from most farmers makes it clear that this is effort well spent – and it also gives us an opportunity to check whether there are any festering problems – this year, the “run” hasn’t un- earthed anything nasty (so far!), so all seems quiet on the western (eastern, northern & southern) front(s). 2017 has seen big improvements to the website, thanks to Ian, who has also wrestled with tedious (but necessary) issues like the new Data Protection Regulations. In his spare time, he has continued to forge links with other flyers through the Air Users Forum – to whom he has given a presentation to aid their awareness or our presence in the skies. The Cumbria Cup ran again this year, thanks to the sterling efforts of Ed Cleasby, but may have run its course as a single club event. Ed and a group of pilots from other clubs are working on a wider offer for 2018. Do look out of it – it is already shaping up to be a fantastic opportunity. Thank you to Ed for what you’ve done so far – and to Richard Bungay who has joined the group on behalf of the CSC. Sadly, we lost some of our most loved characters this year, with Stuart “Tom” Thompson’s sudden death in June, and Tony Thompson bowing out in late December after the terrible march of Motor Neurone Disease. Both will be remembered – particularly for their humour and good nature. I’m sure we will all pay tribute to them when in the air – and in the pub, afterwards! On a more positive note, Ken Gamble’s idea of a new club trophy has really taken off. It is passed between members throughout the year for either flying achievements or personal kindnesses or support of others and has been a great tool for recognising and acknowledging both success and club spirit. This year’s recipients have been: • James Jackson for his epic spring flight across the lakes • Jaysen Metcalfe for his 99k from Barton • John Westall for two personal bests in a week • Jan Little & Ali Westle for their management of an accident scene • Tony Thompson for all round bravery • Mike Harper (on behalf of Malc Grout, Gordie, Stuart Holmes & Rod Weford) for getting Tony

The CSC Chairman, Jackie knights ... "mucking about"? Laying down on the job? Photo by Mark Gravestock and his family flying on Clough Head on 27th October – a truly great day Mike now has the job of picking the next recipient – let’s hope for some winter flying weather soon, to make his choice a bit easier. The club is thriving, with an active membership and lots going on, however we still don’t have a social secretary so if you have an idea for a social event please help the committee by working with us to organise it. Suggestions are fine, but we do then need help to sort out the practicalities (venue, date etc) and make things happen. Fly high, fly far, fly safely in 2018. Happy New Year. Martin Ibbott contemplating whether to join the CSC or not. Jackie

New Members Martin Ibbott (photo above) How long you've been flying? After a Groupon “Taster Day” on Tailbridge last May, I realised paragliding was for me! Completing my EP in August, I just managed to squeeze my CP course into a breezy week with Sunsoar in Portugal in September - as you pointed out, Brian, whilst signing off my CP, I am now a complete Novice! BUT (weather permitting: onwards and upwards - hopefully). Since then, it’s been ground handling, the AGM, a big fat repack, amusing myself reading Cumbrian Weasel banter and keeping an eye on the weather! What wing do you fly? Starting out with a U-Turn Emotion 3. What are your goals for flying? It’s hill soaring first. I have enjoyed fell-walking for years and think this will be a great way to rediscover Cumbria from a different perspective, whilst working towards XC flying and a Pilot’s licence! More trips abroad beckon: amongst many possible places I would like to fly in the Alps. A little bio about yourself: After working for many years as a GP on the other side of the Pennines (Durham), I have decided to adjust my work/life balance. Reducing my working week, I find myself spending more time in the South Lakes. As well as fell-walking, I freeride ski, sail and trundle around on a cycle now and then. Although I’m starting paragliding a little later in life than originally intended (60 next month), I would hate to let an opportunity like this pass me by! You are only too old when you think you are! Ed Luke How long you've been flying? I've been flying for about a month now, having just got my CP out in Morocco with Griff. What wing do you fly? I've just bought Alan's Gin Sprint so will be flying that once the winds calm down and I'm not away at sea working. What was your best flight or what are your goals for flying? My best flight was a 55 second tracking jump from Monte Agner in the Italian Dolomites. I'm looking forward to staying up in the air with paragliding though! A little bio about yourself or any thing you'd like to share. I'm keen to meet, fly and learn with pilots who have a good sense of humour and like being in the air. I'm always keen on trips and new ideas so keep me in the loop if you have any cool ideas or adventures on the horizon. My name is Simon Grant, currently living in Halton, Lancaster. I've been flying for 45 years: first solo gliding as an Air Cadet at Old Sarum 1972; flying scholarship 1973; about 35 hours in Bulldogs with a university air squadron, 1975 to 1977 (solo aerobatics was fun!); EP hang gliding (Windlord, Northumberland) around 1990 while I was doing my PhD at Strathclyde; since then only a couple of disconnected days on the basics of paragliding, until this November: EP and CP straight through with FlySpain at Algodonales. Great weather and great company; loved flying off Lijar down to the main landing field As I've only just qualified to own a wing, I haven't yet bought kit, but intend to do so very soon. Any offers? I guess I'll be visiting the S & the W soon ... Looking perhaps for something on the light side, to make it easier to fulfil my childhood dream of climbing up the fells and floating down. I was born in Cumbria: Workington actually, where my dad was a GP. We walked the fells a good deal, so I'm pretty familiar with some of the north-western ones. I haven't any great flights to talk about. Hopefully, membership of CSC will lead to that changing. I have fairly flexible days, so when I get some kit I'll be happy to share flying trips prompted by flyable weather on nearly any day. I live in a cohousing community here, and we are really keen on lowering our carbon footprint, so I just share an all-electric car at present, with a fairly short range, so particularly keen to share transport or get public transport where feasible. Really enjoyable meeting you good folks at the recent AGM at Windermere. Tom Barron How long have you been flying? I've been flying about 3 years was introduced to paragliding by experienced but somewhat renegade pilots and flew with them mostly in the Dales and Lakes. What wing do you fly? I now have a cp that I took with Dean Crosby and fly a nova mentor 2 (blue and orange). What was your best flight? My best flight was probably on Carrock fell a couple of years ago, first thermalling experience and a lovely day. Worst flight was definitely Ellerside not long after, I went on my own in overly strong conditions, took off, started getting blown back, attempted top landing hit a bit of rotor (or stalled the wing) and broke my leg. Luckily, I had my phone and NWAA got to me within about 20 mins, I now have a metal rod in my leg that gives me absolutely no trouble at all thanks to Barrow hospital. 8 months later I found myself on Whernside with 3 mates, two of whom had just gone over the back, I was trying to get the height to follow them, conditions picked up and I got into a venturi and came down vertically touching down quite softly on top, spinning round and snatching for my c's, I slipped, missed, and got dragged into and then over a drystone wall, breaking 4 ribs and collapsing a lung. By the time I was taken off in Brid Coastguard helicopter it was pitch black, raining, foggy and I'd almost resigned myself to spending the night up there. Bless my pals and Clapham CRO who stuck it out and would have carried me down or put me in a tent. I survived and still love flying and accidents aside have good skills and inside knowledge of what it's like when it goes wrong. Me and a pal are going to Isle of Man on bikes this year and are going to take our gliders, hope to get some flying in and take some photos. What are your goals for flying? My main goal is to fly in UK and abroad, make friends and try and contribute something to this incredible sport. A little bio: Tom is a stone mason and lives and work in woodland in the Lake District. He also makes charcoal and supply firewood in the local area. You can visit his websites at: http://www.stonecarve.com http://www.lakeland-charcoal.co.uk Rebecca Hazzard How long have you been flying? I started flying this June on an EP course at the Dune du Pyla with Sunsoar. I've now got 16 hours post CP under my belt and hoping for many many more! What wing do you fly? I am currently on a Niviuk Koyot 1 that I've had on a long term loan...but hopefully will soon be the owner of a new shiny Air Design Vita 2! What was your best flight and what are your goals for flying? My best solo flight was in the UK in the Mallastang valley in the Yorkshire Dales- the first time I went over 10 km in the UK, the conditions were smooth, perfect strength and a really easy flight down the valley and back! But the most inspirational has to be when I was being taught to thermal in a tandem in Slovenia- flying 70k into Italy and back! The goal is to be able to do this on my own in the next couple of years and then progress onwards to bigger xc adventures... A little bio about yourself or any thing you'd like to share: Looking forward to improving my skills in the Lakes, flying around the mountains I walked around as a child and to having more fun abroad. I'm keen to listen to anyone who has any advice on XC flying, and also advice from any smaller pilots as to what kit they use! Mary Hazzard I started flying in June 2017 on a Sunsoar trip to the Dune du Pyla with my daughter, Rebecca, and completed my CP in November (months after she had completed hers!) As my husband, Ian, already flies, I took up flying to add another option to our outdoor portfolio. I fly a Skywalk Mescal 5 and am looking forward to gaining more experience in 2018 having only managed one hour post CP so far (probably not too bad given the British winter weather conditions). My best flight to date was a soar on Tailbridge in snowy conditions with Ian. Hopefully this year will provide more opportunities for us to climb mountains and fly back down... I am a Cumbrian who has lived in both the north and south of the County for the majority of my life, with a few brief years in the people's republic of Sheffield. I enjoy most outdoor sports, but especially climbing, skiing, fell running and Mary & Ian Hazzard sailing. Ian and I are often out at weekends in our camper enjoying being away from everything and counting down until retirement. We just need to see whether we can get our son to take up paragliding and make it another whole family sport... Andy Smith I've been flying a little over 4 years passing my CP with Active Edge in September 2013. I currently fly a Nova Mentor 4 light, but also have an Ion 2 light for coastal flying. Longest flight is 45km in Gemona but best flight was from Captain Cooks to home (Brotton) only about 12km but a really special feeling. My goals are to do some vol/biv and get into hike and fly racing which I did last year in the inaugural Dragon Hike and Fly, but generally to enjoy my flying. I did a variety of outdoors stuff before I got into paragliding (mountain bike racing, triathlons and ultra-running) but thought sitting around while floating around the sky looked much more fun, it's equally as hard as other stuff I've done but probably more rewarding and with an endless scope for improvement. I am lucky to have found a nice winter sport in cyclocross which helps with the frustration created by a lack of decent flying conditions and it's probably just as bonkers as flinging yourself off a hill under a bit of fabric!

Upcoming Events S.I.V. with Jocky Sanderson Friday Evening 26th January 2018 The Flight Park Keswick http://www.jockysanderson.com/escape/js2/index.php/bistro-venue.html • • Want to see what S.I.V. is all about? • • Wondering if it’s for you? • • introduce latest developments in 2-liner SIV and new concepts • • Done S.I.V. and want a re-cap? • • Still got burning questions? Legend and S.I.V. guru Jocky will be there to lay it all out with photos, video clips and his usual eloquent banter! Bar opens 7pm - talk begins at 8pm Free of charge to CSC members / £2 non-members ALL WELCOME

First Aid course is being offered on Jan 27, 2018 Skywalk House, South Road, Kirkby Stephen, Cumbria, CA17 4SY (SunSoar Paragliding) To sign up go to the link below. The course: Paragliding One Day course at SunSoar Paragliding Ltd, Skywalk House, South Road, Kirkby Stephen, Cumbria, CA17 4S Time: 0930 to 1700 Duration 1 day Availability: Currently fully booked £16.30 per person https://firstaidcumbria.co.uk/courses/index.php?action=book&pay=c&course_id=769&fd=1

The 2018 Lakes Charity Classic will be held on Saturday & Sunday 14/15 July 2018 in Grasmere - based at the Grasmere Sports showground. Registration for Cumbria Soaring Club members will open by 1800 on 21 January. Registration for non-members will open by 1800 on 4 February. Places go fast - if you want to be sure of a place, why not join CSC and save £10 on your registration?

Event Reports November 2017 Regional Airspace Users Working Group Report By Ian Henderson I went to the November RAUWG meeting at RAF Linton on Ouse yesterday (29 November). It always a bit strange for me as I spent a year here on pilot training quite a few years ago. Apart from the extra security on the gate, not much has changed! The aim of the group is, “The intent is to closer align military and civilian establishments in the North of England with a view to delivering common processes which achieve effective, efficient and appropriate levels of coherence in Air Safety” The event is attended by a wide representative of the North of England aviation community, now including commercial drone operators. Somewhat surprisingly, there is a heavy RAF attendance and they are very committed to it. First off to present was Sqn Ldr Marc Smith, RAF Linton's safety officer. His talk was not very impressive. Although his slot was titled " Review of AIRPROX " he only talked about a single airprox involving Linton on Ouse. However, the airprox had an important lesson in that poor radio messaging caused the airprox. A gyrocopter was outside of the Linton-on-Ouse MATZ at 1000ft underneath the pan handle of the MATZ, crossing the extended runway centreline at right angles. However, Air Traffic Control informed the Tucano formation that " there was non-squawking traffic 'On PAR' at 1000ft". PAR is Precision Approach Radar where a ATC controller talks a aircraft down an instrument approach to the runway. So ATC implied that the gyrocopter was flying at 90 degrees to it's actual track. The Tucano formation took action to avoid the perceived risk which took them into conflict. The gyrocopter did not contact Linton until after the airprox. Lessons • 1. Be clear on your radio transmissions • 2. Although the gyrocopter was outside the MATZ, there is a lot of activity around the MATZ. It would have been much better if he had contacted Linton so they knew where he was and where he was going. The next talk was much more interesting and may be highly relevant to us. Keith Vinning from PilotAware - http://www.pilotaware.com gave a talk about the product he has developed. There are lots of position awareness products out there: • Automatic dependent surveillance – broadcast (ADS–B) is used by airliners and expensive private aircraft to broadcast its position • Mode C is a transponder system used in conjunction with a ground based radar. When the aircraft is "challenged" by the radar, it responds with a "squawk" number and its height. The radar operator can then identify the aircraft and see its height - this is a limitation of simple radar systems. • FLARM is a traffic awareness and collision avoidance technology for General Aviation, light aircraft, and UAVs. PilotAware brings all of these positioning systems together so that an aircraft fitted with PilotAware kit will be warned of a conflict with any other aircraft fitted with any of the above systems. The current kit retails for around £200. It operates on 5.4V and uses 1.0A to 2.1A. Excluding the battery it weighs 320g. Like AirWhere - but this time using a legal frequency, they are setting up a large number of ground stations and these cost around £250 to set up. The ground stations pass on the information from one aircraft to another. They have a number of ground stations in the North East, Midlands and Southern England. Gatwick is just about to install one. At present coverage in the North West is limited. Keith is very conscious of the free flight community and emphasised that the current kit is too heavy for us. However, he states that he is developing a credit card size system that will have a 4 to 6 hour life. He states that paragliders can't take much avoiding action so his priority is develop a "I am here" system for us. We need to watch developments in this area. The final presentation before lunch was down to yours truly. I was asked to talk about paragliders so I talked about: • What kit we use • Where we fly • How we can avoid conflict Interesting comments came from the RAF: • First comment was that of all types of General Aviation, the one they expect to see most were paragliders. • They understood that we didn't just stay on the hill, we flew long distances • Don't buy a petrol or lime glider. Buy one that stands out like the proverbial d... b....s. This is probably the single biggest thing you can do to help them see you. • If you see a jet, put in a turn so that you are broadside on to them. If you are facing them it's much more difficult to see you. They were very interested in a recent story I had heard. After a flight, one paraglider pilot approached another and asked him where he had got his strobe light from. The first pilot had seen the flashes from a long distance off. The second pilot showed him the old CD that was dangling from his harness. Sounds like a cheap effective idea to me After lunch, we had a talk from Jonathon Stanley who works for the Bristow Search and Rescue organisation. Within the last few years, SAR has transferred from the RAF/Navy to Bristows. He stressed that this was contractorization not privatisation as they have a contract with HM Coastguard. They have contractual obligations to meet and need to take off within 15 minutes of a call during the day and 45 minutes at night. It was recognised by the RAF element that Sea King serviceability was very poor at the end of the RAF tenure as the Sea Kings were so old. They fly the Sikorsky S92 for longer range jobs and the Leonardo AW189 for shorter jobs. An interesting comment - helicopters fly down the side of the valley and will fly on the windward updraft side, i.e. the same as us. They have a red and white colour scheme with HM COASTGUARD emblazoned on the sides. Our nearest bases are now Prestwick, Caernarfon and Humberside as the new service is based on civilian airfields. The National Maritime Ops Centre is based at Lee on Solent in the south having moved from Kinloss in Scotland They have an impressive instrumentation package. He reported that they can comfortably read number plates at 1500ft. They have blind landing and hover capability and showed an impressive photo of landing in fog. For the first time, they are fitted with a winch camera so that pilots can actually see what is happening on the winch. Their transit speed is around 135 kts so it does take some time for them to reach us. Next was Tony Cowan from the UK Civil Air Patrol. Their mission is "To promote for the benefit of the public, the saving of life and the preservation and protection of people and property by the use of aerial observation, over land and water, in order to identify situations where people and property are at risk and then reporting such incidents to and working with the statutory emergency services and such other bodies as deemed appropriate". He reported on Exercise Northumberland held in May 2017. The aim of the exercise was to compare the effectiveness of ground and air assets during a search for targets and in particular to examine the use and performance of Unmanned Aerial Vehicles (Drones) in a search environment. 16 mannequin dummies with A4 sized identification letters were laid out in a square mile of borders moorland country and the effectiveness of different searching systems was tested. A Cessna 210 plane identified 6 targets in 21 minutes. A Vans RV12 identified 16 targets in 22 minutes but was unable to positively identify any of them. A R22 helicopter positively identified 12 targets and spotted all of them. All targets were photographed. The drones searched a smaller area. A fixed wing drone identified 4 targets in 65 minutes. This flew over the entire area and used a photo analysis system to identify the targets. A DJI Inspire drone identified 3 out of 4 targets in 47 minutes. Search by Mountain Rescue Teams were considerably slower and a search by search dog identified 3 targets in 90 minutes. The point was that aerial reconnaissance is very effective in search conditions. You can find the report by searching for "Exercise Northumberland Research Report - Newcastle University". There are a number of interesting observations on the limitations of drones. He said that they are getting involved with major incidents. In one recent fire at Tyne Dock, the fire brigade couldn't get to the rear of the property so a drone was used so that fire hoses could be directed on the fire. Next on was the Low Flying Cell representatives from RAF Wittering. The talk was from junior aircraftmen in an Officers Mess with senior officers in the front row. A bit intimidating! Most of it was covered in the last RAUWG meeting. Points: • The Low Flying Cell don't raise NOTAMS, they just propose them to the CAA Aeronautical Information Service. • I asked whether we were giving them the right information when we raise a CANP. They said that 9 out 10 were providing good information. • There was a debate about the low flying information that is available. For example there is a airspace gap between RAF Leeming MATZ and Teeside airport. However this is heavily used by low level transits in a south easterly direction. It was questioned why this information isn't widely available. Finally, we had a talk from Ben Wilkinson who is a commercial drone operator. He brought one of his big drones to the talk which was a pretty hefty beast. He explained that these drones have to have a lot of redundancy - 6 batteries, 3 control units, duplicated data links. A session in a congested area make take 9 months to plan. After the meeting the gliding and free flight representatives had a discussion on the Leeds Bradford Airspace changes (see lat RAUWG report). The consultation period has been extended as they forgot to consult Selby Council. The feeling was that the consultation had been poorly handled. The view was that we should wait until Leeds Bradford had published the report saying how they had handled the consultation and then challenge it. It was reported that Leeds Bradford airport is now owned by the group that owns Newcastle airport. There was a view that this might have been done to protect Newcastle.

CSC AGM By Jackie Knights

Thanks to everyone who came along to the AGM on Saturday, great company, lovely meal and a highly entertaining (if knuckle biting) talk from Geoff Yeadon

We had a good turnout of prize winners with most being there to collect their trophies and hear their plaudits...but because they couldn't make it, I would like to publicly say...

It was a great pleasure for us to announce that we would like to make Tony Thompson an Honorary Associate of the club and that the Chairman's award went to Ed Cleasby. Ed has, of course, done masses for the club for many years and has endless enthusiasm for all things flying. This year he has persevered as a lone warrior organising the Cumbria Cup - something that was rather dropped on him by others a couple of years ago. As I said at the AGM, Ed has an exciting proposition for next year involving a number of northern clubs and sites, so do look out for it (see Northern Challenge Trophy below)...coming up with new ideas and stepping up to the plate are his fortes - he's like the gift that keeps on giving! 2017 Award Winners Club achievements in the National XC league: • • 16 club representatives in the national XC league • • Highest placed Cumbrian in National XC league: Mike Cavanagh 11th 923 pts • • National XC League: Club achievement. 6th place with 2235 points (65 down on last year) • • Cumbria Team were: Mike Cavanagh, Geoff Crossley, Ali Westle, Keith “Bud” Paterson Club XC league 34 entrants = 214 flights and 6436 points (1033 more than 2016) • • Mike Mason logged the most xc flights 17 each • • Cumbrian Winter Warrior: (for flights logged between November – March) Ali Westle 126 pts • • Weekend Warrior: (for those pilots with loyalty to their employers - Phil Kew 244 points • • 2017 CSC XC Winner: Mike Cavanagh 788 points • • Highest placed pilot in Cumbrian league flying a Sports Class glider – Phil Kew 369 points • • 1st female pilot Jackie Knights 180 pts • • Best scoring XC flight from a Cumbrian site: Mike Cavanagh (217 pts) triangle flown from Grayrigg Pike Other prizes • • Cumbria Cup: Richard Bungay • • Clough Circles Challenge: Richard Bungay • • LCC Top Cumbrian: A comp: Richard Meek, B Comp: John Westall • • Best Newcomer : Dave Eva • • Keenest Pilot : Jude Osborne • • Chairman's Award : Ed Cleasby

News

”Tony made me smile, nay, laugh all the time! (Once while) parawaiting in the sun, Tony laughed, “let's all pose for a 'naked' paraglider pic.” It's obviously been a hard year for laughs but we had a sneaky one in the Swinny recently. When I pour myself a G&T tonight (another shared interest with TT) I will raise him a glass.” Catherine Clark Tony Thompson By Mike Harper

It is with great sadness that I have been asked, by one of his daughters, to write about the passing of Tony Thompson on Friday 29/12/17. Tony was diagnosed with Motor Neurone Disease towards the end of 2016. Tony was a great family man and will be missed by many.

I’m struggling for words so I’m opting for the easier option of copying Gordie’s letter that was published in December’s Skywings.

‘On Friday October 27th, Cumbrian pilots had the great honour and privilege of assisting their friend Tony Thompson on his wish of achieving one last paragliding flight. Tony, an active local pilot for many years, was diagnosed only last Autumn with motor neurone disease. This cruel disease has since robbed him of the ability to move and talk, leaving him reliant on a special computer to communicate and medical staff and family for all his daily needs and care. MND though has not taken his spirit. Keen to live life to the fullest, for some time Tony had been organising his friends and family to get him airborne one last time, in the process raising much-needed funds for MND research. It would be by no means an easy challenge; although we at Air Ventures are experienced at flying disabled people, Tony’s current condition meant he would be by far the most delicate passenger we had ever flown tandem. A beautiful autumn day finally allowed an attempt at a flight. An amazing team of family, friends, local mountain rescue volunteers, fellow pilots and local media converged on Clough Head. Tony was hauled up the fellside in a specially-adapted flying wheelchair to gain a suitable take-off. The fresh breeze allowed for an easy launch with Tony soon soaring high up above his beloved Lake District and touching the clouds once more. Flying conditions were fantastic for such a late season day, with thermals common place. The sky soon filled with gliders as many of Tony’s old flying mates joined him in the air for one last time. The experience was made even more special by all Tony’s grandchildren being flown tandem alongside him. After an hour Tony, having achieved his ambition, descended through the valleys, coming in for a perfect smooth landing in front of his family, friends and the host of media who had attended the event. Please find details of Tony’s JustGiving page, where he has so far raised over £3,500 from his airborne endeavour, at www.justgiving.com/fundraising/flytt’ – Gordie Oliver

Here are links to a couple of videos of Tony's final flight: https://youtu.be/nXp-8vddkMc; https://www.facebook.com/bbccumbria/vid ... 823696207/ The KenKen Trophy The KenKen Trophy continues to bring smiles to those who receive it and to those who have the privilege to pass it on.

In October Jan Little presented the trophy to Tony Thompson for bravery in the face of insurmountable circumstances. In November Tony passed the KenKen Trophy on to Mike Harper, Rod Welford, Malcolm Grout, and James Jackson, at the CSC pub night in the Swinside Inn on Friday (24 Nov). “I (Mike) was honoured to be presented with the KenKen trophy by Tony Thompson, for helping to arrange for three of his grandchildren to fly with him. Tony was awarded the trophy a month ago, ahead of his tandem flight from Clough Head. I've known Tony and his family for years, having been at school with his daughters and I work with Sarah, his middle daughter. I'd already promised Sarah that I would take her flying alongside her dad and when the suitable day was identified I got in touch with a few friends to see if we could get a few more family members in the air. It didn't take long for Rod, Stuart and Gordie to confirm that they could take Tony's 4, 7 and 10-year-old grandchildren flying alongside him. It turned out to be a perfect day, as you'll see from this video https://youtu.be/nXp-8vddkMc.” www.justgiving.com/fundraising/flytt From Tony: “I am so grateful to all the people who made my day so special. I can't hope to mention everyone individually so I apologise if you are not mentioned. “I thank the Mountain Rescue Team and others for getting me up the hill (a change from carrying me down). I know how how difficult this is because only last year I helped Jocky Sanderson to get the same chair up Souther Fell. “I have to thank Malc who piloted me and borrowed the equipment. I know he was very aware that the BBC cameras were on him but an excellent take off and beautiful flight, I am sorry that I could not manage to stay up longer but I had to come down for some suction. “I have to thank Jocky and Catherine for lending us the equipment and Land rover. I hadn't realised how important it is to make paragliding accessible but Jocky has done a great deal in this field. “My day wouldn't have been so special without my family being there. But to have three grandchildren flying along with me shouting and waving was the icing on the cake. “I have to thank Stewart, Gordie and Rod for this. You only have to look at the pictures of their faces to know how much they enjoyed it. Josh came running up to me after so excited because he had been up to the white room. “All good paragliding events involve Gordie. He was there helping to get everyone up the coach road, organise the news crew on location and coordinate people on the take off. “My family have been fantastic throughout. They have been so supportive and my wife and daughters have made my situation so much more bearable. “I had an unforgettable day and have been safely returned to the amazing staff at keswick Hospital. They have been kept busy stretching my stiff muscles and thinking I must have an eye infection. “It has taken me a while to write this out with watery eyes but the picture below sums up the love I felt during this very emotional day. Good Memories “I remember walking up Clough Head with Tony one day, no one else was around. ‘Looks like it’s going to p*ss it down Tony', I said, 'yeah', he said 'but it will clear through'. Anyway, about 10 minutes later it starts to chuck it down! “All we could find on the path up was a large boulder - about waist high – so we carefully removed the gliders from their bags and used the bags and the boulder to make a shelter for us both (and the gilders), which we sat under for about 20- 30 minutes until the rain past. (Amazing the sh*t you talk about in those circumstances ) Needless to say the rain did pass and we were both soon flying – he was right again!” - James Jackson

“Gutted! So sad to see a friend and a fellow pilot just depart too early from the scene and life. “We didn't meet often Tony but you were always smiling and so easy to get on with ... and of course we had our 'mutual' interest subject to blather on about .” - Ed Cleasby

“I remember early on in our flying careers (Tony and I passed our CP in the same summer) we were both flying Blease and (dare I say) neither of us had the site guide's advised 50 hours experience. I had slope landed and was packing up when Tony came in to land along the track. He misjudged the width of his wing and snagged the right-wing tip on the tree by the track just about the same time as his feet touched the ground. I think he fell over and was left dangling from the branch but was otherwise fine. Others came and helped him immediately. “If I recall correctly he got the wing down without any damage and packed up and went home. Others may remember better than I, but we had a good laugh over it. He is a great flying mate and a good friend. He is sorely missed. My prayers are with his family.” - Brian Doub

“One time I came across Tony was on a memorable XC day in 2012. We had both flown from Clough Head down the Helvellyn ridge and were scratching about on Wansfell above Ambleside. I landed on the slopes of Wansfell but Tony persevered to get over the back and half-way down Windermere before landing. “After I'd packed up and walked down into Ambleside I found Tony had made it back to the centre of town and was sitting in the sun, leaning against his glider bag and enjoying a large ice cream. Tony chatted enthusiastically about his flight with a contented smile on his face. That's how I'll remember him.” - Geoff Moss

I remember another time we were flying on Carrock Fell when it was a fairly strong day. I think this must have been my 2nd or 3rd flight after getting my CP. I remember Dangerous Dave telling Tony and I that we'd be fine as long as we stayed out front. As we walked up Tony was making comments about Dave's nickname and giving nicknames to other pilots. Well, Tony listened to Dave and I didn't. I got bored out front and wanted to explore back along Carrock ridge towards Milton Hill and Hare Stones. I learned about venturi effect that day and landed on top going backwards and ended up rolling through a bog. It was a long walk back. At the bottom I met Tony packing up and he asked me why I was so wet. When I told him he laughed and said, "And you'll be known as "Backwards Brian!" I (stupidly) made a big deal about it and he politely never mentioned it to anyone. A true gentleman. - “Backwards”

Northern Challenge Trophy (2018)

The Northern Challenge Trophy (NCT) is a fresh approach to both competition and pilot development. It has the support of all six northern clubs who have been involved in its development and attempts to provide new solutions to the problems that beset fixed date/venue events in the UK … primarily the weather. It unashamedly pimps off what makes the UKxcleague a huge success – its flexibility. By the time you read this you may already have been directed by various sources to links which give you all the detail you need to understand the aims, structure, how it works and the possible rewards. What this article tries to do is provide an extra personal layer, especially the thinking behind it from inception to tasking. It also hopefully provides the inspiration for people to get involved because without the active participation of pilots it’s just a pipedream.

At UK, local and regional level I’ve been involved in competitions for over 35 years, mostly as a humble competitor and occasionally on the organising side. Getting pilots, venues and weather to all coalesce around a set place and time is almost impossible. I’ve seen competitions come and go, lots of them - National, manufacturer sponsored, regional and club based. I won’t list them … but it’s a long list. Currently there are really only three that buck the trend, the LCC, BCC and the BPC. Just to illustrate … after 7 years absence the Championships came back to the UK for a round this year (2017) – out of seven days it managed a single task. The BPC managed two main and two minor tasks that got squeezed in out of 11 possible days. In 2016 it got none! It has now partly accepted the inevitable and taken its main round abroad for 2018. Even the LCC is not immune and it’s remarkable that it’s lasted 27 years. Partly the answer is that it has, like other events been rebranded … ever optimistic, we choose to run well organised social meets and accept that the flying is actually a bolt-on luxury. The dream is always of an event date coinciding with some great flying weather, we are ever the optimists because when it does all come together the fun is immense. I am a great fan of such days – but I’m also a realist and I’m coming to the conclusion that there may be a better – or at least an alternative way. Be in no doubt I still support some fixed date events – I just think we need to supplement them with something else to overcome the difficulties.

If you fly paragliders in the UK you’ll be painfully aware that we are extremely weather dependent, generally the further north you go the worse it gets. It isn’t getting any better either as our climate becomes increasingly predictable only in its unpredictability. Sorry to spoil your day. I recently did a review for the Dales looking back at 2017. I used all available sources and spent some time on it … and my own log confirms one basic truth. The number of flying days during the summer months is actually quite small, between 5 and 10; that they coincide with a weekend is a rarity; that they also provide taskable weather, makes running any fixed date comp at a weekend very slim. This is just the way it is … so it seems best to accept it and move on.

So what’s the answer?

My suggestion is essentially to accept the weather and work with it by providing something offering maximum flexibility in terms of marrying pilot convenience to flyable days. The NCT does this through season long , standing tasks (I prefer to call them challenges). As evidence this more flexible approach works, I ‘d point to the highly successful – UKxcleague. The leagues format is essentially quite simple. Pilots can simply choose from a bucket list of flight types, select their days, their site, make their own plans - everything is at a pilots convenience and a slick website does all the hardwork when it comes to scoring, ordering and filtering. The numbers entering has been rising steadily , this year it’s over 320. It’s growing, it’s popular, it works and is a major driver in pilot standards … and works for pilots at almost all levels. Why? Simple …to reiterate, total pilot flexibility that takes account of the main variables in our sport. So to the NCT and how it’s set up.

At the heart of the NCT is XCMAP, developed by Chris Foster. Many of you will have possibly discovered it as the host for the GRID Challenges that cover five main northern sites. Some of you may have actually tried one of the GRIDS and uploaded to the website. What it essentially does is store and map the task (for you to download), allow you to upload your flight and provides automatic scoring and ordering. Chris is keen to see XCMAP used more extensively and to develop it further. My only contribution is to see its possible potential as host for my own ideas. Between us Chris (doing all the techie hard graft) and me (just creating work) we feel we are onto something that is at the core of making the NCT accessible utilising an easy to use web based tool.

In short I believe the NCT will work because:

• It provides huge flexibility – you attempt set tasks when it best suits your availability and the weather. • The tasks are standing tasks for a full season … they don’t change and can be attempted under a variety of conditions. • It is a competition (see below) for those who are of that inclination. • It can be seen as focused pilot development challenges, either as an individual or as a coaching activity. • The tasks/challenges are designed to be inclusive in terms of pilot experience/skill level. • The type of challenge encompass the small and simple to major hike and fly undertakings. • It has substantial rewards from personal achievement to financial. It depends what motivates you.

Competition: One thing that kept coming up was “I’m not interested in competition, not my thing … I don’t like crowds/a busy sky/ hooters and timings etc”. Well, the NCT is on your terms, none of the busy skies, being shepherded to tasks, etc. If you wish, just regard the tasks as a challenge to bring a focus to your day, something to try. Actually, having a focus is a great way to relieve the anxious moments we all occasionally feel. I meet very few pilots who say they aren’t up for trying something.

How NCT standing tasks are structured:

MAIN tasks (12) SUBSIDIARY tasks (2) T1 GRID (Parlick) T7 (Windbank) H&F 1 (Dales Three Peaks)

T2 GRID (Clough Head)) T8 (Cross Fell) H&F 2 (Lakes Three Summits)

T3 GRID (Dodd) T9 (Whernside) • The MAIN and the SUBSIDIARY are run and scored as completely separate events. T4 GRID (Model Ridge) T10 (Far Whitestones) • For both the start/end dates are the same (1st March – 30th September incl) T5 GRID (Cross Fell) T11 (Blease) • Only best 8/12 tasks on MAIN score. You can pick and mix tasks to suit. It allows for T6 (Pendle) T12 (Coniston) task dropping • See task notes for task details.

CLUB/S TASK DISTRIBUTION by SITE Wind directions Cumbria SC Clough (GRID), Blease Coniston, Far Whitestones NW, W, SSW, SSE, E, NE, ESE

Northumbria Cross Fell (GRID), Cross Fell FAI SW, W

Sir George Cayley Model Ridge (GRID) NNW, NNE Pennine SC Parlick (GRID), Pendle FAI SW, W, NW Dales HPC Dodd (GRID), Windbank, Whernside NW, W, SW, E, SE.

North Yorks Model Ridge (GRID), NNW, NNE. Sailwing Lake District H&F - The Three Summits E. S, W Yorkshire Dales H&F - The Three Peaks E, SE, W, WNW

On the design of the MAIN tasks.

• The site and location gives a fair geographical spread across the northern regions. That is between the M62 and Hadrian’s Wall. Full inclusion for all clubs as far as possible. • They had to cover most wind directions, but especially the prevailing SW / W winds • They couldn’t be 'members only’ unless requested (by a club) or have lengthy closed periods. • They had to be free of airspace or any known hazards or impediments (permissions) • Only full members of the SIX NORTHERN CLUBS (See banner header) are eligible.

The tasks are designed with the following in mind

• The GRIDS are popular, established and accessible to all pilots. They are in at the request of the various clubs. • ALL tasks are roughly based on levels, they get harder as you progress through them and the scoring reflects this. Completion then takes account of time. • Some tasks are CATS CRADLE (back and forth) and some are based around double FAI triangles; the inner is a lot easier than the outer. • They are multiple cylinder with usually an end of speed (ESS) cylinder outside the goal. • They allow (see rules) multiple attempts. • None are xc based to allow multiple attempts, no retrieve hassle and include CP rated pilots • Only a maximum of eight tasks will score – or your best eight if more flown.

T10 Far Whitestones (example only – screen dump from XCMAP)

On the design of the SUBSIDIARY tasks.

Hike and Fly is becoming increasingly popular amongst some pilots and living in a mountain region it was felt useful to include them, yet because of the unique nature of the challenge to keep separate.

• Both Hike & Fly challenges are open to ALL members of the BHPA. This was a request made once the idea got out and there seemed no reason to not have wider inclusion. • Special separate rules apply which need to be read.

The two chosen are well known and obvious. One is considerably easier than the other so it leaves it up to the pilot how much they wish to take on. Both can be attempted under a variety of conditions.

They both have fixed starting points and within the rules there is enough flexibility to allow a variety of strategies. Starts for example can be ground or air starts – each brings its own rewards or penalties depending on conditions.

Hike & Fly (HF 1) Dales Three Peaks (includes TP1 to conform with FAI rules)

Rewards!

Maybe contentious – I’ve found people who really do hate money!

I wanted the NCT to have some kudos, so to that extent I’ve put £100 into the prize fund as a starter. Other clubs and some individuals have also committed into the fund so that in the early stages it stands at around £400. Any donation/sponsoring is welcome, however small, there is no entry fee and any donation promises only get called on after the end date of 30th Sept 2018. Within the rules you will see how this is allotted in percentage terms between MAIN, SUBSIDIARY and a DRAW.

100% is to be given over to prizes and a full list of donations will be published.

If you can’t bear the thought of winning some money, then being a true pilot the sense of achievement at completing a challenge will bring its own rewards.

In conclusion

That is in essence the broad thinking and structure behind the NCT for 2018. Below is a link to where the more detailed rules/notes/task links are held, this is currently my own site, but they may migrate to XCMAP if time allows. https://www.xcflight.com/northern-challenge-trophy-2018/

Please consider the task list (especially T6 – T12) as merely exemplars for now, the 2018 final list will be available after the end of February.

I’d welcome any comment but having batted the rules around for two months they are pretty much set. The tasks are still being tweaked so useful input is always welcome over the next few weeks. I’d especially welcome reaction from less comp orientated pilots to see if it addresses their comp aversions or is viewed as useful challenges to push them a little more.

With others I’ve worked on this for the past few months and tried to draw it together into what I hope is a workable format. Brief details will appear in Skywings and some local clubs have requested an article for their Newsletter, others preferred a presentation which has the advantage of gauging reaction. Having made a commitment to the project and put in the graft it’s now down to pilots to actually make it work … and that is the great unknown.

Ed Cleasby

Dec 2017

Ground Handling Challenge

Ground Handling Challenge by Andre Bandarra. Andre has put together a great website with ground handling exercises to try your hand at. See http://www.groundhandlingchallenge.com/ and under Menu, About there are links to the Android app that accompanies the site.

See also Andre's YouTube channel linked on the About page.

On the use and abuse of VHR radios by free flyers. (Discussion Document) By Chris Field

I had a dream! It was a sunny day on Clough Head and I saw a sky filled with paragliders, maybe forty or more from clubs all over the north. Each one was carrying a VHF radio tuned to 143.7. A few XC gaggles were forming prior to setting off down the ridge; already tuned to their chosen chat frequency but each pilot was monitoring 143.7 in case of an emergency. The airwaves were practically silent, just an occasional short transmission message receiving a brief response and no transmissions lasting more than 5 to 10seconds. And then a large Gloucester old spot flew into my vision….

1. A couple of recent incidents (Barton and Wether Fell) highlighted some of the long running issues affecting radio use by free flyers. It’s clear that the problems are fairly universal. I was tasked by the CSC committee with finding possible solutions. 2. VHF radio use has some clear benefits. • Safety is the most obvious benefit, both in incident/accident management and for warning of potential threats and hazards. The safety benefits were clearly demonstrated by recent events. • Radio has an essential role in coaching and training. • The ability to share information is particularly valuable to XC gaggles. XC performance and enjoyment is improved by good radio communications. • The above points are ‘hard’ benefits, radios use also provide some ‘soft’ benefits. Paragliding is for many a social activity and some pilots report pleasure and an increased feeling of security and enjoyment from an active radio net, even if they are not actively involved. 3. There is a negative side to radio use. It is frequently cited as the most annoying aspect of flying. The common complaints are: • Irrelevant chatter which can be at best irritating and worse a distraction from safe flying. • Long rambling transmissions are at best irritating but can block out more important or urgent transmissions. • Radios jammed on ‘transmit’ block the net. • Objectional language puts potential users off. • Poor radio procedure leads to confusion, repetitive transmissions frustration.

A significant number of pilots report a reluctance to use VHF radios for some or all of the above reasons. This is a pity as it negates the strong positive benefits, particularly safety.

4. VHF radio use by the free flying community is of dubious legitimacy. This reality hinders any formal or universally imposed top-down regulation. Moreover, given that the ethos of the free flying community resists perceived over- regulation any recommendations cannot involve mandatory radio use. 5. All clubs have a preferred operating frequency. This has the benefit of providing an established net for any pilot, local or visitor, intending to fly in that club’s area of influence. However, on occasions when large numbers are flying the club radio net can become busy to the point of being unworkable. Some visiting pilots choose to remain on their own club frequency or move to an alternative vacant frequency. The problem is exacerbated by the potentially long range of radio transitions particularly when broadcast at altitude and high power. 6. The level of technical knowledge and skill of pilots varies a lot; unsurprising given that radio use is neither mandatory or included in any training syllabus. It is not unusual to meet pilots on launch that are unable to adjust the settings of their own radio. Few pilots are able or willing to change frequency in flight and many pilots are unaware of the dual watch facility whereby a "radio capable" pilot can set his radio to monitor an additional frequency. It is unrealistic to expect pilots, particularly the occasional, non-XC pilot who might be reluctant to let go of the brakes, to achieve a higher level of in-flight operating skill beyond pressing the transmit switch. It is however, in the interest of XC pilots to be able to switch frequency as a flight progresses or circumstances dictate. Hence there can be no single panacea for improved radio use. Any proposals need to be simple and acceptable to occasional use pilots. If we, as a club, are dissatisfied with pilot radio competence we need to take action to rectify the situation. 7. Pilot radio voice procedure is execrable. Again, this is unsurprising given the absence of any formal accepted protocol or training. (See 3 above) The problems stem from a lack of understanding and to some extent a lack of empathy with other pilots. Individual pilots and small groups tend to treat their chosen frequency (often the club frequency) as a cell phone conference facility, unaware or unconcerned that their discourse is entirely public and potentially annoying. Whilst the obvious solution might be to encourage such groups to move to a different frequency (and most do) this can have unintended safety implications when it runs counter to the principle of establishing a single ‘all- informed’ net. (see below) 8. There can be no simple ‘one size fits all’ solution to improved radio comms. Compromise will be needed to devise a system that meets the needs and matches the abilities of a wide spectrum of radio users from the trainee/trainer through occasional ridge soarer to XC hound. Any attempt to establish a heavily disciplined radio protocol will have the adverse effect of discouraging pilot involvement. It is useful to consider the different situations and needs separately whilst accepting that there is considerable overlap between categories of user.

10. The Safety Imperative. As discussed above, radio comms is a key component of pilot safety which only works if pilots are carrying radios and know how to use them. Recent examples of the safety value of radios have been the passing of information on approaching squalls, approaching aircraft and information concerning a downed pilot. (In the latter case the ability of the pilot to communicate that he was okay saved a potentially intense and disruptive rescue effort) The most frequent and important safety value of radios has been in accident management. Some examples are: • Accident of Wolf Crag. A seriously injured pilot was being treated on the fell side. A helicopter was called however there was no way of contacting the few remaining pilots still flying after various attempts to signal failed. The pilots were not on radio. • Accident at Wether Fell. A seriously injured pilot was being treated on the fell and helevac summoned. Radio communication with the airborne pilots was successful but only achieved by transmitting on the four separate frequencies being used. • Incident at Barton Fell. A pilot was seen to impact heavily. A pilot landed unnecessarily to assist which could have been avoided if the pilot had communicated he was okay.

The Wether Fell incident is the most instructive in demonstrating the benefits and limitations of radios.

11. Training and coaching. • Groups training in a BHPA school environment do not present a problem. Schools appreciate the need for continuous reliable communication (usually one way) over short distances with students. Schools will use tried and tested frequencies often using PMRs hence not being part of the problem. • Coaching, whether in groups or one-to-one, formal or informal, can present particular problems for the coaching group and other pilots. Coaching is likely to be radio intensive. It also needs to be reliable and non-confusing for coach and coached. It will normally be conducted over short range. For the sake of both the coaching group and potential listeners-in, coaching participants should not use a club frequency. It is good practice (accepted practice in some clubs) where possible to use PMRs if available.

12. Local flying. (This is taken to include all flying activity in the vicinity of a flying site. i.e. not XC.) It may involve large numbers of gliders in the air and on the ground with a wide range of pilot experience and ability. Given the number and frequency of launches and landings and potentially high concentrations around the ridge it provides the most likely scenario for an accident. Hence it is the scenario which will benefit most from a structured safety radio protocol. To be effective such a radio safety protocol needs to be: • Acceptable to all pilots. • Accessible to all pilots in terms of equipment, understanding and ease of use. • All pilots need to be on the designated safety frequency. This must include visiting pilots and non- members. The principles of any proposed protocol must be accepted jointly by adjacent clubs.

The realities of free-flyer radio use impose some limitations: • As many pilots will not be willing or able to operate or monitor more than one frequency (i.e. dual watch) the local club frequency must incorporate the safety function. • The club frequency must be available for other legitimate traffic, it cannot function as a stand- alone frequency. ‘Legitimate traffic’ is a contentious area. Just what is acceptable and who decides is discussed below. • Any proposed protocol needs to be user friendly. If it is perceived as over-complex, over-policed or autocratically imposed users will avoid the frequency. • It is unrealistic to expect one hundred per cent take-up. It must be assumed some pilots will be ‘off- message’ both literally and metaphorically.

14. XC Flying. Radio use for XC flying has some additional challenges and benefits from a higher level of operator skill. A typical flight might involve a period ‘local’ flying sharing the same radio net as local pilots, discussed above. This may be followed by the XC phase possibly flying in a gaggle. This phase can be radio intensive as pilots exchange information on conditions and flight decisions. Ideally this requires a separate chat frequency. Finally, there will be a landing/retrieve phase. • During the ‘launch phase’ the gaggle should ideally be on the local safety net. This can be achieved by commencing the flight tuned into the local club frequency in dual mode or having the facility to switch frequencies in flight. • On the XC phase it benefits both the XC gaggle and other pilots to be on separate frequencies. • XC pilots will experience interference from other nets as they progress, a problem that is exacerbated with altitude. Pilots need to be aware that their ‘chat frequency’ might now be shared with another club’s local frequency.

The Goal

15. In spite of the skepticism exhibited in the opening paragraph there is much that can be done to improve on the current situation. • The main problem affecting safety is the relatively low number of pilots on the local club frequency. This is due in part to … • … pilots are frustrated and annoyed by the current activity on our radio nets and individually solve the problem by going ‘off net’ to chat frequencies or simply not carrying a radio. If radio ill-discipline can be eliminated the number of on-net users will increase with a positive effect on safety. • Pilots need to be educated in good radio procedure. First, we must decide what that is. Then we must devise ways to inculcate the good procedure. • The default for visiting pilots should be to use the local club net. This can be achieved with cross-club consensus combined with publicity. One simple measure is to publish (across all clubs) a Northern Club Frequency list. • Some issues are caused by technical ignorance. As with recent efforts to improve pilots’ understanding of flight instruments we need to take steps to improve understanding of VHF radios. This can involve the forum, SFC and ‘social’ events. • The issues involving XC pilots are probably less urgent. The key issue is for XC pilots to monitor the local club frequencies when appropriate and use separate frequencies for group chat. Next Steps

16. The first priority is to improve radio procedure. • A working group should be tasked with devising guidelines for radio use by free flyers. • An implementation plan should be devised and implemented.

17. Northern clubs should be contacted with a view to achieving consensus on the recommended use of local club frequencies. 18. A programme of technical education/training is required to improve pilots’ understanding and competence. 19. The guiding principal needs to be ‘light touch’ implementation, no one can be forced!

… and then what happened?

Well as if often the case with good ideas, there was a great deal of discussion. We attempted to involve the other Northern clubs but with the exception of the Dales there was only a muted response. Everyone seems to agree with the analysis of the issues and that the best way forward is deal with it as two separate but related matters. The first is promoting the role of radios as a safety tool; the second is to develop and improve general radio use.

The safety issues are being worked on by the CSO and the conclusions and proposals will be disseminated in the next Safety Bulletin. In an effort to improve general radio use there is little more that can be done than to publish a guide to best practice and encourage pilots to adhere. We’ll see.

Tony was also presented with a check for £360 raised from the Lakes Charity Classic for the Motor Neurone Disease Association.

Carlisle Airport Public Consultation for Implementation of New Instrument Flight Procedures (RNAV) As a stakeholder of Carlisle Airport, we write to inform you that we have today launched our Public Consultation in respect of our proposal to implement RNAV (derived from aRea NAVigation) Procedures at Carlisle Airport. These procedures utilise Global Navigation Satellite Systems (GNSS) rather than conventional navigation aids. Carlisle Airport has embarked upon a project to make improvements to the runways and other infrastructure. This Consultation concerns the introduction of new RNAV (GNSS) Procedures to Runway 06 and Runway 24, and also includes new Point in Space (PinS) procedures that are for use by helicopters only, to make approaches to Runway 01 and Runway 19. We have completed a Consultation Document containing details of the proposed RNAV (GNSS) procedures, to provide both aviation and non-aviation stakeholders that might be affected by the proposal the opportunity to view and comment on the designs. We invite you to visit our website where you can download the document. We would appreciate comments from both aviation and non-aviation stakeholders. Equally, if you have read the document, but have no comment to make, then please let us know as this feedback is also important to us. The consultation period commences today, Thursday 4th January 2018 and will finish on Thursday 29th March 2018. To see the proposed RNAV (GNSS) procedures, and to find out how you can comment, please visit our webpage and follow the link at: www.carlisleairport.co.uk/ A form has been included within the document should you wish to make use of it when providing your response. Any questions or comments about the proposed changes should be sent to the email address below which will be monitored by Osprey Consulting Services Ltd, who are managing this process on our behalf. [email protected] Postal responses should be sent to the following address; please annotate your correspondence with ‘Carlisle Airport Consultation Response’: Osprey Consulting Services Ltd Suite 10, The Hub, Fowler Avenue, Farnborough Business Park, Farnborough, GU14 7JP Yours sincerely, The Carlisle Airport Consultation Team

Safety Matters: Tree Rescue for Paraglider Pilots http://www.cascadeparaglidingclub.org/pages/treeres.php Mountain Rescue - Jocky Sanderson, often known as the SIV Guru, has been teaching paragliding for over 2 decades and in this video he talks about what to do when things go wrong in a remote location. https://youtu.be/o3c6D9P33Cc

Safety Bulletin 13 It has been a long time since Bulletin 12. It was the original intention to issue bulletins on a time (monthly) rather than a need (something worth reporting) basis. However, after the initial enthusiasm for the airing of safety incidents and issues the forum discussions have gone quiet. It would be nice to ascribe this to a successful safety campaign and if that was the case then my work here would be over and I can retire happy. It’s more likely a combination of less flying (hence fewer incidents) due to the disappointing weather and a loss of enthusiasm for reporting accidents. The incidents most likely to be reported are those involving helicopters as it’s more difficult to keep them secret. I was alerted to Jez Wiltshire’s accident (see below) by the Air Ambulance flying low over my garden towards Matterdale. In this Bulletin both incidents discussed involved MRT and Air Ambulance. That’s great and we should all be grateful to the two pilots (Jez and Andrew Maltby) for enabling us to benefit from their misfortune. I am aware of at least two other incidents on our patch, both potentially serious, which were not reported. This is a pity as, from the small amount I know, there are some extremely useful lessons to be drawn. I fully understand why some pilots do not wish to air their misfortunes. In the past I’ve taken the same approach limiting my dissemination to a quiet chat on the fellside, in the pub or in Aerofix whilst arranging repairs, benefitting a tiny few. This is exactly the reason we instigated a more open approach. Incident reporting and discussion can be completely anonymized. There are a number of ways in which an incident can be raised; via the forum Safety section, by email or simply in conversation. The important lessons can often be drawn without reference to any identifying information; glider, date or even place. Please bear this in mind next time you are involved in an incident from which others might benefit, even if it doesn’t involve a helicopter. Once upon a time on Wolf Crags By Jez Wiltshire It was forecast to be quite a nice day for Wolf Crags with conditions good enough to convince me to take my hang glider out. I arrived at the bottom of take-off (East end of the hill) about 10:30 and had a quick jaunt to take off to check conditions. Within ten minutes observing the wind and direction reassured me the carry up would be worthwhile. I should note at this point I was the only person on Wolf that I could see or get a radio response from. Cutting to the chase I was rigged and clipping into my harness at 12:00ish with a disconcerting feeling that the wind was easing. Trying to ignore this voice in my head I turned the glider into wind to assess conditions and yes, the wind had dropped off but was cycling through well enough. I took off with no particular drama and turned left along to the Crags, it soon became apparent that I was struggling to maintain. Added to this was the fact that I hadn’t flown this particular glider in a while and was keeping a cautious distance from the hill. I scraped onto the crags themselves hoping that I’d get something here. I didn’t. I ended up doing one beat the of the Crags before deciding to set myself up for an approach and landing directly in front of the crags which is a large flat open area very slightly wind shaded by the comparably elevated section of the Old Coach road. I’d successfully unzipped and rotated out of my harness and transferred my hands from the base/control bar to the uprights. I flew into what felt like still air so pulled on a tad more speed. On final approach I was coming in and moments from flaring and landing I noticed that running across in front of me was a shallow ditch, moss and water filled exactly where I wanted to flare and land. Here’s where I made a poor decision … I decided to leave the flare until after the ditch and so land on drier and firmer ground. The glider ran out of energy and when I did flare it did not result in a braked stall but mushed in. This is, in itself, not the end of the world. In a normal hard landing area, you just run of the excess speed. What happened next highlighted the second poor decision (the landing area). It is effectively a bog and with all the recent rain was exhibiting very bog-like features i.e. lots of water held in deep moss. I touched down still going forward and attempted to run off the excess speed. My feet sank into the sponge, I fell forward, my feet locked in the mire. The base bar connected with the ground and my face was stuffed into wet moss and blinding pain shot through my right arm. I pulled myself to my feet and immediately felt my arm and knew all was not right as there were things sticking out where there shouldn’t be. A quick check of everything else revealed it seemed only to be my arm that was a problem. There’s a sort of rule in hang gliding; if you know you are going to pile in you should pull your arms in from the metal uprights so all of you swings through the frame. Leaving your hands on the uprights results your arms being left behind, broken! So in much pain I managed to undo the karabiner and disconnect my harness from the glider. I also realized I really was standing in a bog. Fortunately, a lone walker (Martin from Rochdale) appeared on the Coach Road, helped me out of my harness and found a nice flat rock for me to pass out on. I managed to call the emergency services getting through quickly (luckily a good signal) requesting mountain rescue. I was put through to the police who in turn contacted Patterdale MRT after I gave details of who I was, what had happed and current location. They assured me they could access (providing there was a decent signal) an accurate location by my phone. I was told to stay by my phone as someone would be in contact with an update. While I was waiting I thought it best to try and notify any potential other fliers on Wolf what was transpiring and that a helicopter was in-bound, So I radioed and sent a message via the S*W Whatsapp message group. Within a few minutes Patterdale MRT got in contact and informed me that the MRT were still on their way back from another call-out and that the Helimed had been called. As it turned out the Helimed got there first by about 10mins. The paramedics on board gave me some pain relief and with some more swearing got my arm into a vacuum splint. With the help of the MRT we all walked to the helicopter where they whisked me off to Carlisle. So the result of all this was a dislocated elbow (see below), Morphine/Ketamine hangover (also see below) and a slightly bent upright on the glider.

Points to ponder: 1. Flying on your own carries its risks, I accepted that risk and took off. 2. The decision to flare late was driven by not wanting to get wet rather than flaring when the aerodynamics said ‘flare!’ 3. I didn’t know the landing area as well as I thought (how much water was present). 4. Ketamine is a very strange drug indeed. My thanks go out big time to all those involved in my Ah! That's what hurts. rescue/treatment, Martin the passer-by for the water, chocolate, coffee and suitably bemused look; The Helimed and Patterdale MRT crew for assistance, piss taking and drugs and finally Steve and Stuart for coming to my aid and entering the Clegg/Horse Fly infested bog to rescue my hang glider. Tree Landing Harry Postill has contributed an interesting letter to the latest edition of Skywings, August 2017 page 24; String Theory. It was discussed on the forum. http://www.cumbriasoaringclub.co.uk/forum/viewtopic.php?f=20&t=4583 Here are the key bits: On a recent trip to Annecy, a pilot was dumped in the trees and ended up securely lodged about 90 feet above the ground. Rescue was summoned and arrived by helicopter in the form of a team of a gendarme and sapeur-pompier, fully experienced and equipped for such a rescue. The pilot (Richard Sewell, for it was he) was fully prepared for such an eventuality. He was able to access the emergency cord he was carrying. This he weighted with a vario and lowered the 90 feet to pull up the necessary rescue gear which he assembled and was safely lowered. As a bonus, the rescuers were able to provide a contact for a paraglider recovery expert who successfully retrieved the glider. Harry highlights the importance of carrying a length of line, he suggests at least a 100 feet, and making sure it is accessible in the event of a tree landing. He usefully suggests making a loop in one end to prevent accidentally dropping it. Whilst tree landings seem to be less frequent in our neck of the woods there have been at least two recent incidents of pilots landing amongst if not actually up trees. (Unreported). Harry Postill noted in his article that in the course of his ten day trip they observed 3 gliders abandoned in trees and two heli-rescues. Pilots frequenting more forested areas presumably will carry rescue kit. I learnt to fly in New South Wales where rescue line was almost mandatory (longer than 100 feet!) but I have lost the habit. Dental floss was the favoured material but I have read of incidents where the line snapped. Brian Doub observed that in Russia they are all trained for tree landings and all carry saws with them. I think this might also be the case in Japan as I once observed a Japanese pilot in Australia choose to land in the only tree in a one square mile flat pasture. The explanation was that the tree option was preferable to a downwind landing. Weird, turning into wind sounds better! Andy Elliot reported that when in Annecy he carried 20m thin cord to pull up a rope with, some thicker cord and a couple of climbing slings for securing self to tree, and a karabiner or two from the climbing kit. Noel Holland choses to cover all bases suggesting a: “Paracord bracelet with metal shackle on right wrist - enough to secure myself to a decent branch or the trunk while waiting for rescue. I don't want to land in a tree uninjured only to fall to the ground while waiting for rescue. A very long length of light string and a Leatherman tool which can double as a line weight. The pliers part of the leatherman is important as the easiest way to remove a glider from over a I Feel greeeaaatt!!! tree is to disconnect the maillons on one set of riser lines A plastic storm whistle - if you land in dense forest the rescue team might have a rough idea where you are but not be able to see you through the tree canopy, the whistle may help them locate you faster. The last two items live in my radio chest harness which is always on me not the flying harness. That way if for any reason I have to get out of the harness in a hurry (water landing or pylon landing) I always have my radio, PLB and a basic rescue kit with me.” A more comprehensive article on tree landing, including how best to land in a tree as well as extrication is available in the Knowledge Base. https://issuu.com/cumbriasoaringclub/docs/tree_landings_-_free.aero_extract_m?ff=true First Aid Training Jonathan Butler drew our attention to a St John Ambulance first aid app. http://www.sja.org.uk/sja/first-aid-advice/free-mobile-first-aid-app.aspx It is in everyone’s interest to get trained in first aid, obviously. The problem for many is that, even having taken the time and trouble to get trained, without practice the skills and knowledge tend to fade. Whilst not a substitute for proper training this app will go a long way towards preparing for the eventuality of having to deal with a casualty. It is certainly impressive, comprehensive, clear and concise and extremely easy to navigate. It will be great as an aide memoire at the scene and as a refresher to click through during those quiet periods of parawaiting. It covers a far wider range of medical situations than we are likely to meet in a paragliding accident which actually makes it even more useful. (Test: How does the acronym F A S T relate to a suspected stroke victim? Don’t know? Download the app today!) Wether Fell 10 May 2017 Andrew Maltby was victim of an accident whilst launching at Wether Fell. The And it’s not just trees incident provides some valuable lessons particularly in the areas of incident management, and rescue.

Andrew reports: I arrived at Wether Fell in a group of 4 to find light winds and gliders just managing to stay airborne, regularly taking off and side landing. We set up our gliders ready for launch. After a short while an obvious thermal cycle was approaching the hill with two gliders climbing rapidly in front. I pulled up my glider and made a normal take off. At less than 30' I encountered strong lift and then an immediate large asymmetric deflation of the right wing. Due to the low height and suddenness of the collapse there was insufficient time to react before ground impact. I was fully in my harness with hands on the brakes. Witnesses report that the collapse seemed irrecoverable in the height available (time 1220 approx.) I was immediately attended by Ali Westle and Jan Little who took control of the situation. Ali elected to press my SPOT SOS button. I have since learned that this alerted the SPOT GEO rescue centre in Montgomery, Texas who alerted the U.K. emergency services and contacted my nominated emergency contact (my wife). They gave her my coordinates which she passed on to another PG friend who also alerted the emergency services. Meanwhile on Wether Fell no phone signal was available until Gordon Coulthard walked a short distance down the hill and was also able to alert the emergency services at 1228. A first responder arrived at 1256 followed in time by mountain rescue, military mountain rescue and ultimately the coastguard helicopter at 1430approx. I was recovered to James Cook hospital by 1500. Spot GEO centre called my wife at 1530 to say recovery complete. Pilots flying later on the hill reported strong changes in wind strength and direction with thermal passage and once in the air "sharp edged thermals". This certainly seems to be the primary cause of the accident. Comment: Cause of the Accident. The consensus from Andrew and witnesses was that the accident resulted from the strong conditions on the day, typically Spring thermals. Andrew felt that a possible secondary contributory factor could have been tension in the harness speed system bungee. The speed system was not engaged, but sometimes when initially getting into this type of harness it is easy to snag or induce additional tension over normal in the retaining bungee with excessive pressure on the footboard. This might interfere with immediate recovery of the leading edge. The glider was subsequently checked by Aerofix who found no problems. As to the potential for snagging the speed system on entry, it is a risk ‘pod’ pilots need to be aware of. Practice, practice, practice makes perfect. Accident Management. Not for the first time in recent history, an accident victim had cause to be grateful that Ali Westle was on hand. SPOT certainly proved its worth and all SPOT users and potential users will be grateful to Andrew for this confidence building demonstration. It did highlight a weakness; the SPOT system does not send a confirmatory message. On the day there was no phone signal on the top of the hill. A pilot was dispatched to find a signal and contact the emergency services. However, having returned to the site of the incident there was no means for the emergency services to re-contact the incident. In hindsight a pilot could have remained in phone contact whilst using radio to relay information to the accident site. Multiple Radio Frequencies. It was reported that on the day pilots were operating on 4 different frequencies. Whilst it was possible to contact all airborne pilots it would have been more straightforward if pilots were all on one frequency. This led to a great deal of discussion both within and between clubs. The recommendation is that pilots flying other clubs’ sites should operate on those clubs’ frequencies. This proposal, along with wider recommendations on radio use, including a list of our neighboring club frequencies will be published shortly. That’s it for this Bulletin.

Parting Shot

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