Hang gliding 1996 and 1997

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Hang gliding 1996 and 1997

Hang gliders: Ultralight Products TRX 160
Harness: Solar Wings Edge 2
In-flight camera: Ricoh FF-9 compact 35mm film

This page continues from Hang gliding 1994 and 1995.

Equipped with a second-hand Ultralight Products TRX 160 hang glider and a new Solar Wings Edge II harness, I flew in Lanzarote, Canary Islands, in December 1995. I carried on flying and taking photographs, which I had always looked forward to taking in to the nursing home to show my old mum, but she died in early December. Maybe she can see them here somehow.

Famara LZ in December, 1995

Famara LZ in December, 1995

Photo of a hang glider over Malvern, England

Get me down!

At Malvern in 1996, my glider exhibited a constant left turn, the result of incorrectly assembling it after I packed it short for a flying expedition overseas.

Photo of a man standing beside a car with a hang glider on its roof

Thinking about why I had assembled the glider wrongly

The first step in analyzing such an event is to fill out a BHPA (or USHPA) incident report form. Completing its different parts helps the pilot (or witness) record the pertinent facts without jumping to unwarranted conclusions. Safety officers at national level analyse these reports and results are published in hang gliding/paragliding magazines. Also, incident reports can result in equipment design changes and sometimes they give rise to new or altered pilot training schemes such as the club coaching system (in Britain) and the pilot mentoring system (USA).

Wing-mounted camera view of hang glider on landing approach at Malvern in England

A better landing approach at Malvern

Kitty Hawk

Photo of hang glider pilot training

Pilot training in North Carolina. Photo by John Eager.

Kitty Hawk Kites, based in North Carolina near where the Wrights first flew their powered aircraft, is almost certainly the world’s longest established hang gliding school.

Art based on a photo of KHK premises in 1996

Art based on a photo of KHK premises in 1996

Art based on a photo of Bob Rouse flight testing his Dimorph pteron in 1997

Art based on a photo of Bob Rouse flight testing his Dimorph pteron in 1997

The accompanying image of Bob Rouse of Texas flight testing his Dimorph pteron is based on one he sent me as a print. There are more in his book Selected Works 1982 to 1998.

Consciousness explained

One day in 1997, I found myself lying face-down on the ground under a friend’s Airwave K-5 in the old bottom landing field (with the single power line that runs parallel to final approach). I was under the power line, or, at least one half of the wing was under the line. The owner of the wing I had crashed had just landed my UP TRX farther along the field and he unclipped and made his way towards me.

Everard at Bell Hill on the same day he crashed Simon's K5 in September 1997

Air-to-air at Bell Hill on the same day I crashed Simon’s K5 in September 1997

In those days I flew with a large spherical compass clipped to the centre of the control frame base tube. (Not so much for navigation, but as a crude artificial horizon if you are unfortunate enough to be whited out in cloud suck.) It was not broken, as such, but it was in pieces and needed to be reassembled. Alas, the K-5 had a broken keel tube and other damage.

Art based on a photo by Mark Vaughn of an Airwave K5 launching

After unclipping, I had no memory of the crash and could not provide an answer to his question “What happened?” To do something useful, I figured I would start by collecting up the bits of my compass. I turned round to start off towards the crashed glider, but I stopped, amazed. The compass was whole and attached to the base tube. I turned back to my friend and said that I could have sworn it was in pieces.

“It was,” he replied. “You just spent the past five minutes putting it back together.” He then asked me where we were.

A good question. The hill resembled the Devil’s Dyke, a popular site on the South Downs that I used to fly in the early 1980s. However, the Dyke has buildings on the top, but this hill did not. A very good question! (It was in fact Bell Hill, the site I most frequently flew then, as now.)

I resolved never to fly another K-5 or K-2 because they feel so unstable to me. (Especially the K-2ic, which terrified me when I flew another friend’s example.)

Carbon copy

Hang glider pilots at Bell Hill in August 1997

Paul, Tony, Pete, Chris, and Harriet ‘hang waiting’ at Bell Hill in August 1997

Pete’s Airwave K-5 is held level by a nose-to-ground tether while Harriet’s Moyes XS is parked safely tail-down across wind — and slightly tail into wind.

Hang check at Ringstead in 1997

Hang check at Ringstead in 1997

I have flown occasionally in the company of this lady paraglider pilot, together with her paragliding husband, for more than 20 years (as I write this in 2019).

Hang glider wing camera view over France in May 1997 with the Northampton Hang Gliding Club

France in May 1997 with the Northampton Hang Gliding Club

The significance of this unremarkable photo, taken a Charbre, near Laragne, is that I encounterede an unexpected valley wind on this approach to the ‘bomb out’ field. I landed successfully and immediately transmitted over the radio a warning about the wind. The only pilot who did not receive my transmission, for unknown reason, was top cross country pilot Malcolm B., who crashed in tress short of the field. His injuries were minor, as I recall, but his wing was damaged.

Hang gliders and  sailplanes (gliders) at the Long Mynd in Shropshire

At the Long Mynd in Shropshire. Notice the sailplane (glider) field behind the ridge top.

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Hang gliding 1998 and 1999

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