John’s calm, unflappable manner has helped many hang-gliding students to engage with this difficult art. His invention of sliding tethers enabled even the most inept of students to have a taste of hang gliding in relative safety. Behind the laidback manner is a steely resolve; he often takes a stand in contradiction to established protocols and frequently turns out to be right. There are many pilots now achieving great things in the flying world who owe their success in part to John’s firm but enlightened teaching and his ‘safety first’ mantra.
Grant achieved his most significant result this year winning an individual Silver Medal in the 20th European Hang Gliding Championships in Macedonia and helping Great Britain to win a team Bronze. Grant’s Silver is the first individual GB medal since John Pendry’s Bronze in 1994. Grant flew consistently well throughout the competition achieving a top ten task result in four of the eight tasks and only missing individual gold by 155 points from a total of 6,871. His positive attitude and effective radio use helped the rest of the team to achieve good results with a total of three GB pilots finishing in the top ten for the first time since 1986. A few weeks later Grant was crowned 2018 British National Champion in Laragne, France. This was his fifth success in the National Championships
Grant has achieved outstanding results in British and World hang gliding competitions over the last 20 years, balancing his commitment to competitions with work and family life. This has often meant flying at weekends only where he can be seen out on the hill with his young family, often in less than ideal conditions, taking every opportunity to hone his flying skills.
In 2013 the minimum age for qualifying to fly a paraglider was reduced from 16 to 14. In April that year, four days after his 14th birthday, Theo began his training at Airways Airsports. By July he’d qualified on the winch, and the following month completed a hill conversion with Judy Leden MBE, former world women’s paragliding and hang gliding champion.
Completing his training in such a short space of time meant dedicating every flyable weekend. His determination to train on his own terms meant finding part-time employment — delivering papers and subsequently as a waiter — to repay his training. He also displayed a very high level of innate skill. Despite Judy’s advice to keep a low profile, by the end of his first full year of flying he was invited to become a Nova Team pilot. He was also awarded Best Newcomer by his local club.
Writing about his win in Portugal for Ozone, the manufacturer of paraglider that he flies, Theo commented: “Over the last five years so much has changed — from starting off in the Airways Airsports tow field as a 14-year-old with average school grades and questionable prospects, to taking part in a Category 1 comp and winning. I feel like paragliding has given me the opportunity to mature and grow in ways I previously thought weren’t possible."
He emailed hundreds of companies in pursuit of sponsorship. He was living on his own and managing his own risk. Later that year he developed a passion for acro flying. During a twomonth training trip to Organya in Spain filmmaker Ian Burton documented his progress over six days. Their film outlined Jack’s journey, recording on film his passion and dedication. Later he visited clubs up and down the country to talk about it.
In September Jack did his first acro display at the Coupe Icare in France. Two weeks later he had secured a place on the Ozone team and a Supported Athlete contract from Red Bull. He was not yet 18. The pace quickened in 2017 with extensive training, performances and international competitions. In 2018, he managed to combine acro training with his HNC course deadlines and final exam, then six competitions and two shows. He also drove thousands of miles, visited ten countries and gave several TV interviews, still training for ten hours a day when possible, achieving excellent results in the competitions and 98% in his HNC in Electronic Engineering!
Jack Pimblett shares his passion by giving talks, including at a local youth correctional facility and at the Kendal Mountain Festival, and he spreads positive awareness of aviation wherever he goes. He was 20 in October.
As soon as he could he learnt to fly hang gliders, gaining his BHPA rating in 2009 at the age of 19. Since then he has competed nationally and internationally and his list of competition results is too long to list here.
Starting work at Airways Airsports enabled him to broaden his horizons into paragliding, paramotoring and microlighting. While studying to become an aircraft technician he taught hang gliding and paragliding and took members of the public on Air Experience flights. In 2015 he began recording his daily vlogs which would prove immensely popular with flyers and non-flyers alike, offering an insight into the world of competitive hang gliding. He also set up the British Hangies Facebook group which now has 1400 members, again displaying his desire to encourage and educate others about the world of flying.
Having got a job at the Moyes factory in Australia 2018 has proved an outstanding year for hang gliding competition successes, with outstanding results in in Australia, New Zealand, Australia again, Macedonia, Italy, France, America and back to Australia again, where he upset the current Australian and World Champion Johnny Durand by winning the Canungra Classic. He also won the won the world’s longest-ever hang gliding competition task at 388km, appearing on UK breakfast television to speak about his achievement and further raise the profile of the sport.
Ollie is now probably the world’s most recognised British pilot, his name synonymous with that of hang gliding. His self-deprecating nature has made him a firm favourite on the competition circuit with competitors and spectators alike. He continues to be a brilliant ambassador for both the UK and the sport of hang gliding
It continued for 30 years until 2018 by which time access to internet-based services and Rod’s ill health and age led to the decision to close it down (though the Bradwell Edge service remains open access to the free-flying community). For over 20 years Rod also performed the role of Radio Advisor to the BHPA, ensuring that the membership’s need for in-flight communications were met and remained on the right side of complex legislation.
She oversaw the growth of the association and the moves, first to a terraced house and then to an old schoolroom.
In 1990 came closer working arrangements with the British Hang Gliding Association (BHGA), who soon moved into the office with two of their own staff, and eventually merging to become the British Hang Gliding and Paragliding Association (BHPA). Jennie skillfully navigated the transition. A final move, to new office premises wholly owned by the BHPA and the BGA, was accomplished in 2010, again overseen by Jennie.
In September 2018 she finally retired. Her talents had first been recognised 38 years before
He started trading in hang gliding kit, first using his connections with the rag trade and selling the Zoot flying suit and it is from his commercial activities that almost every hang glider and paraglider pilot in the country has come to know Simon. If you want something, Simon is one of your first ports of call. Not only was he a long time Hang Glider dealer, he saw where the popularity of Paragliding was taking the sport and became the UK dealer for Firebird, then a leading manufacturer of paragliders.
Simon has also been a central figure in his club, the Devon & Somerset Condors, for the best part of 40 years. He is also the club contact for the local aerotow club. Simon remains an active hang glider and paraglider pilot - one of the few old boy hangies still around and flying
In addition to sorting day-to-day flying arrangements, Charlie took the lead in setting up an East of England Aerotow Federation.
In 2015 Charlie started learning to fly microlights himself with a view to becoming a tug pilot, encouraging other club members to train. Now signed off as a fully-qualified tug pilot, he regularly gives up a day’s hang gliding to fly the tug.
Away from the flying field Charlie has managed the microlight airworthiness and airfield liaison also has also benefited from his steady hand. When the club thought running a large aerotow competition would be a good idea, Charlie organised them. The Cambridge Aerotow Competition has become accepted as the UK’s foremost aerotow gathering
Niall was required to fly the machine with one hand while engaged in an Olympian workout, legs thrashing at full power and lungs bursting. He even had to deal with wake turbulence as he crossed his own path in the still air required for the attempt. Added height is needed to turn the aircraft due to its 22-metre wingspan, and this takes extra power from the pilot’s legs.
As Niall landed after completing the full figure-of-eight plus another half-lap, the crowd erupted into cheers. One emotional onlooker remarked that he had waited 60 years to see such a flight.
The group operated a Pagasus XL from Detford airfield which, whilst arguably the best available and allowable
machine, suffers from being an elderly design and a speed envelope that puts its slowest safe speed above the
optimum speed for a glider on the tow. Furthermore its modest climb rate limits its turn-round time and increases the time on tow.
Donald long felt that we could do better a but was faced with the lack of a viable commercially available alternative. The introduction of the SSDFl category held out the possibility of introducing a new design with significant safety improvements but the regulatory regime precluded the use of SSDFls for towing and so there was no incentive for a manufacturer to develop such a machine.
Starting in 2014 Donald set out to tackle both the design and regulatory obstacles. He inspired, drove the progress and personally funded the development of a wholly new design of tug with the help Ben Ashman, Paul Dewhurst and Aeros gliders At the same time Donald set on the daunting task of persuading the CAA to allow the use of the machine for towing.
Now in action for over a year with the blessing of the authorities the resultant tug ~the Foxcub- has been a triumph and transformed the operation of the MAC making towing safer for both tug pilot and HG pilot, more enjoyable and faster with its impressive performance combining a climb rate of over 1000FPM with a tow speed more suited to both flex and rigid wing HG operation.
Donald’s single handed determination opens up a new and better era of HG towing and it now looks as though other tow groups will follow suit with the Foxcub design which itself, through making the whole process less daunting, already appears to be reviving interest in towing generally and the the whole HG tow community owes a debt of thanks to Donald.
The Club Class serves as a less intimidating introduction to competition than the main series and therefore requires more pilot support, which Mark has provided in his own unruffled, enthusiastic and amiable style. His personality and supportive approach is ideal for pilots new to competition and the
technicalities of accurately flying pre-set cross-country routes round virtual GPS turn-points.
Mark has become the face of the Club Class competition and he has almost single-handedly taken on the task of shepherding the Club class pilots from preparation well before the competition to providing them with support, advice, encouragement and some gentle chivvying on take-off. Of note is that Mark’s commitment to the cause does not stop on launch, he also arranges a full retrieve service and also drives the retrieve vehicle, thus providing a seamless and highly professional service throughout the day.
His presence on the hill, where he provides sage advice and encouragement, reassuring both for the Club Class pilots, Meet Director and competition organisers alike. With Mark‘s uncanny ability to be the right place at the right time, the Meet Director and Committee can concentrate on their own jobs in the knowledge that the Club Class and the less experienced pilots are in safe reliable hands.
On behalf of the competition panel and the Club Class pilots we would like to show our appreciation of Mark’s selfless commitment, over many years, by unreservedly nominating him for this award.
In 2015, building on what had worked and what hadn't on the 2014 flight, Giles and his team aimed to go still higher. A new custom built oxygen system and a complex radio fit were employed, but the same Bailey Hornet engine from the earlier record was used, this time fitted with a custom climb propeller. An elaborate heated suit and numerous layers of high-performance clothing were required to ward off hypothermia
The target was 26,000ft, which would take around two hours of climbing in temperatures down to -40 degrees C. Medical coordination on the day included the facility to contact the staff of a hyperbaric chamber for advice in case of decompression sickness, Again extensive liaison with the CAA and Swanwlck Military controllers was sought and timed high-altitude slots arranged. A weather window finally presented itself and a decision was taken to make an attempt on October 3rd.
The checklist of FAI requirements to secure a record involved weigh-ins and data-logger verification and activation. After more than an hour of final preparation and careful checking, Giles launched with full fuel at a take-off weight of 129kg. He was escorted to just over 12.000ft by Paul Mahony (Sqn Ldr Retired) in a CTSW microlight, at which point it could no longer climb, Checking in with Swanwick Military ATC confirmed the clearance to continue the attempt.
Sacha took up paragliding in Australia and converted to paramotoring about five years ago, having taken a dislike to hill soaring after a mid-air collision in the UK. Now working for the WWT, she became concerned at the plight of the Bewick's swan. Although officially protected in every country along its annual migration route from Siberia to the UK, the Bewick’s swan is in decline. In the last 20 years numbers have fallen by over 60%; not all the causes are understood but habitat loss, hunting, wind turbines and power lines are implicated.
Sacha's idea was to follow the route of the migrating birds, who leave northern Siberia in October and November to winter in coastal lowlands of northern Europe, including their long established second home at Slimbridge. En route the swans use wetland staging areas around Russia's Lake Onega and White Sea, and in Estonia.
Her three-month paramotor journey from northern Siberia covered 11 countries. Sacha was broadcasting her progress the whole way using a team of professional media production volunteers in her ground crew, and working with partners of different nationalities. By landing and staying in the communities over which the swans fly she succeeded in making them aware of the swans“ plight.
Two years of planning culminated in a reconnaissance trip in August to tag several swans with GPS trackers to keep tabs on the migrating birds. When the swans began to move Sacha got going too, assisted by a ZOO-strong team of volunteers. She left the Russian arctic on September 19th; by the time she arrived at Slimbridge she had flown over Russia, Estonia, Latvia, Lithuania, Poland, Germany, Denmark, Netherlands, Belgium,France and southern Britain.
There were few roads in the first 1,000km of her route over Arctic Russia and she had to fly without the large ground crew who attended later stages of her flight. A small team of pilots from different countries flew with her on successive stages of the flight. Having media professionals as part of her ground entourage enable Sacha to gain almost saturation newspaper and TV coverage in every country she flew over, which was of course her primary goal.
Early in the flight, while still in Russia, Sacha dislocated her knee while taking off. Russian paramotorist Alexander Bogdanov, a flying partner on the expedition, stepped in and sourced a paramotor trike which enabled Sacha to continue and complete the flight. On December 5th she left Saint lnglevert in France's Pas—de-Calais, crossed the English Channel and landed just north of Dover. In doing so she had become the first first female paramotor pilot to fly across Channel.
As well as leading the expedition, taking time out from her day job as WWT's head of media, Sacha‘s team included an Expedition Manager, a Flight Manager, a Team Mechanic and Engineer and a medic, plus cooks, weather forecasters, video and stills photographers and even a drone operator. As well as her paramotor flying partners Sacha was backed up in the air by British microlight pilot Rob Keene in the role of airborne search and rescue.
On the ground, Project Partners rose to the challenge and put on a range of events timed to coincide with Sacha's arrival at the location. The expedition got off to a strong start when Moscow State University's Zoological Museum hosted a launch event attended by eminent Russian ornithologists, British embassy staff and the BBC. This was followed by workshops, conservation meetings and conferences, demonstrations and even the development of a charter for paramotor pilots in the West Flemish wetlands. Schools engaged in letter—writing, lessons devoted to the swans and their habitats, art competitions, singing and community events. As result of this activity, assisted by Sacha's professional media crew, over 700 related articles were published in local and national newspapers and periodicals and around 1,000 mentions were made on TV and radio. The initiative provided connections with diverse groups that are important for swan conservation: politicians, schools, hunters, farmers, windfarm companies, conservationists, government officials, scientists and local communities, and all these will continue their efforts into the future.
As a symbol of humanity‘s triumph over adversity in the service of conservation Sacha‘s flight breaks new ground. In terms of the amount of enthusiastic volunteer support and sheer professionalism it dwarfs earlier efforts. As an effective tool for publicity to raise the profile of the Bewick's swan, and to reveal mankind's unwitting damage to the basis of their existence, it is unparalleled. And as a demonstration of sheer determination, flying solo on a tiny machine from above the arctic circle to the relative warmth of southern Britain, it has few equals.
Dave found himself low and looking tor a place to land, however the shore at that point was crowded with people. Water landings are generally considered to be unsurvivable without immediate help. However to avoid hitting anybody Dave elected to land in a small inlet in what he thought to be shallow water that would allow him to stand‘ He flared hard and landed on the water in the centre of the inlet but the steep banks meant the water was too deep for him to stand up.
Dave tried to tread water and shouted for help, fortunately Tony Stephens and his wife loana were immediately on hand because Tony had landed a little earlier and they decided to go tor a swim together in the lake They immediately realised the seriousness of the situation because it was not possible to unclip Dave from the glider. which was on top of him, and his enclosed harness would make it impossible to swim anyway Tony and loana and were able to keep Dave afloat long enough for a number of local bystanders to join them in propelling the glider and pilot to the shore where he was able to stand up, lift the glider onto his shoulders, and walk out of the water unharmed.
As a result of their fortunate presence at the right time and right moment, their understanding of the seriousness of the situation and immediate reaction. Tony and loana Stephens undoubtedly saved the life of a fellow pilot and deserve proper recognition, this recognition was unfortunately delayed as the following day Dave Shields sadly suffered an unrelated accident with more serious life-changing consequences that overshadowed the events of the previous day, Combined with Tony and loana's modesty this led to their actions not being given the publicity they deserved and we wish to make up for this in recognising them properly now
Being self taught (there weren‘t many paragliding schools back in 1988), Jocky soon realised that there was a rising need Ior new pilots to be taught to paraglide safely, and before he was 22, he started his own school near Rossthwaile in the Lake District, the school was Eagle Quest (Jocky’s first fledgling flight had been from Eagle Crag, he says it was "interesting!“).
Due to his love of teaching paragliding, and in a quest for more knowledge and experience. Jocky started to compete internationally in 1990. becoming a regular member of the British team, alongside a host of other "legendary" pioneering paraglider pilots, Jocky was ranked third in the world in 1995.
In the early 90‘s Jocky had also become a test pilot in his quest for more knowledge and understanding, as well as to help sponsor his competition flying and, amongst others, Jocky tested for Gin, Nova, Firebird and AFNOR, the French equivalent of the British Standards Institute.
Jocky's experience as a kayak instructor. paragliding instructor, competition pilot and test pilot placed him perfectly to become one of the world’s first Simulation d'lncidents en Vol (SlV) instructors (SlV in English stands for ‘simulated incidents in flight',
As the 80's became the 90's, Jacky started teaching SlV skills to international groups at pilots in France, then in 91, he was the first to teach SIV in what is now the paragliding Mecca of OIu Deniz in Turkey, Over the years, Jocky has trained approximately 4,000 pilots in SIV skills, and is still running SlV courses for between 150/200 pilots a year in France. Turkey and Australia. There is no doubt that Jocky is one of the most experienced SlV instructor in the world and as long as he keeps teaching SIV, no one else can even get close to catching up,
In 1995 Jacky started his current BHPA paragliding school, Escape, where he teaches at all levels, from ab initio
students to tandem flying, through cross country courses around the world, competition ilying, Acro and, of course, SIV courses.
Alan also supports pilots at a more local level. He has been the chief coach at his local club for longer than anyone can remember. He is responsible for the coaching team and has organised and run lectures for pilots wishing to take their pilot rating for many years. He also organises many other lectures and events to encourage increased knowledge and pilot safety.
She is however being proposed for this award because she has, while being Meet Director of a British competition held overseas, now twice been put in the unfortunate position of having to use her specialist medical knowledge and organisational skills to deal with and direct the response to a serious accident and the aftermath of dealing with hospitals whilst abroad and coordinating the return of the injured pilot to the UK. Furthermore in 2015 she flew out to Spain to for a week to organise the care and return of a pilot seriously injured in something of a freak accident during our British Nationals which were being run by a different Director. Jenny made the most conspicuous contribution by being on site and having the experience in dealing with the care and management of such situations. Her efforts ensured the best achievable outcome of what was a very serious accident.
We wish to thank and congratulate Jenny for her actions in mitigating the consequences of what has been an unprecedented run of accidents and hope that in future her military training and personal qualities are only called on again to ensure the smooth running of gliding competitions.
In 1989 John joined the Safety and Training Committee of the BAPC and served there until amalgamation with the BHGA in 1992, when he became a founder member of the BHPA’s Flying and Safety Committee, as head of the Accident Investigation and Analysis Panel.
In 2003 he became Chairman of the European Safety and Training Committee of the EHPU. A notable achievement under John's Chairmanship was the successful introduction of a harmonised Europe-wide database to record accident and incident data and allow multinational analysis.
As well as overseeing accident investigations and reports, and managing the collation and analysis of both the BHPA and European data, John has been involved in all of the varied safety and educational activities of the FSC. During 29 years of continuous service John has proved a steady and ultra-reliable pair of hands, and has contributed significantly to the safe development of the sports of hang gliding and paragliding.
He has been a pioneer involved in many new developments in Hang Gliding and class 2 gliders in particular. He was one of the original members of the British league in 1977 when he came second in the very first British National League competition.
He has since represented the UK in many international competitions and in 2012 led the British class 1 cross country league and was ranked in the top 10 in the British open series. In May 2012, he set a new UK Class 1 out and return record of 108 Km from his home site at Devils Dyke.
Johnny continues to be an active and widely respected competitor at all levels of UK Hang Gliding competition.
John served on the British Hang Gliding and Paragliding Executive Board as Competition Director from 1996 to 2011. He was the UK delegate to CIVL for 12 years, head of its Sporting Code Sub-committee for 8 years and the CIVL representative on CASI. John was elected as Vice President of CIVL in 2002 and rose to President at the plenary meeting in 2010. He has served as steward to the jury at many FAI World and European Championships in both disciplines of Hang Gliding and Paragliding since 2000 and was also a council member of the Royal Aero Club from 2005 to 2011. John was awarded the BHPA Presidents Trophy in 2011 for conspicuous service to the sport.
In recognition of John’s years of self-less service to the administration of national and international hang gliding and paragliding, he was appointed as an FAI Companion of Honour at the 2012 FAI General Conference.
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