Wills Wing

Oz Report

topic: Gerolf Heinrichs

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2022 Green Swamp Klassic »

Sun, Dec 12 2021, 8:39:33 am MST

Registration is open

Airtribune|competition|Green Swamp Klassic 2022|Ken Millard|Richard "Ric" Caylor|Sport Class|Tavo Gutierrez

"Ken Millard" «kengineer09» writes:

The Green Swamp Sport Klassic is now live on Airtribune at https://airtribune.com/2022-green-swamp-sport-klassic/info/details.

The Green Swamp, or GSSK, is a non-sanctioned hang gliding competition designed to give intermediate pilots their first experience in competition in a supportive, coached environment. Seen another way, it is a clinic for pilots wanting to expand from local flying into cross country flying, structured to use a competition format with daily declared tasks. The event is mentored, grouping pilots into small teams and assigning each team a senior pilot “mentor” to coach and guide them.

Either way you look at it, it is a tremendously influential event in the hang gliding community. It connects senior pilots with the next generation of developing pilots, draws pilots into networking nationally and internationally outside of their local clubs, builds skills and confidence, and indoctrinates and normalizes safety practices.

To give you a sense of the impact Green Swamp has, look at this year’s meet director. Ric Caylor first attended the Green Swamp in 2018. Ric had been flying recreationally for years but had only logged two cross country flights. Green Swamp added five more cross country flights to his logbook. With the GSSK as his springboard, Ric went on to compete in Texas, Arizona, Mexico, and again in Florida. Ric is now a highly ranked Sport Class pilot and is the organizer for the 2022 event. The GSSK doesn’t just teach cross country skills; it catalyzes leadership.

I can’t think of a single event which is more influential in promoting and supporting hang gliding in the USA.

GSSK is usually scheduled just before the two-week Hang Gliding Nationals series. This makes world-class pilots available to serve as mentors. The event will represent a slice of the hang gliding community with intermediate, advanced-intermediate, and world-class pilots all flying together and gathering in the clubhouse for billiards and beer.

Rather than going easy on himself as a first-time organizer, Ric is trying to raise the bar for next year’s event. In true camp counselor style, we’re going to make 2022 the best Green Swamp ever! At past events, senior pilots created ad-hoc seminars to fill the time on rain days. Rather than wait for rain days, we are creating YouTube content to coach developing pilots on the basics of gear management, flight line operations, and cross country performance and strategy. We have established a scholarship fund to offset tow fees for pilots on a tight budget. This is noted on the “Details” tab of the Airtribune page. The “Preparation Blog” tab on the Blog page contains a collection of personal testimonials from Green Swamp alumni. It’s great reading for anyone who wants to get a feel for the event. Questions may be directed to Ric at «rmcaylor» or Ken Millard at «kengineer09».

Para consultas en español, contacte Tavo Gutierrez «tavo.gutierrez».

Discuss "2022 Green Swamp Klassic" at the Oz Report forum   link»  

Magic Colors over Schöckl

Wed, Oct 28 2020, 8:33:59 am MDT

Adventure Flying

Adventure Flying|Alexandra "Sasha" Serebrennikova|Gerolf Heinrichs|Schöckl

Discuss "Magic Colors over Schöckl" at the Oz Report forum   link»  

Weed Whacker

November 18, 2019, 6:20:08 pm PST

Weed Whacker

Needs a little more power

Gerolf Heinrichs|Manfred Ruhmer

Petr Polách writes:

We have a guy in the Czech Republic that attached this to his Combat (with propeller) and has been flying with it like you do with Mosquito motorized harness. He attached it to his keeland the thing has been maintaining altitude after launching from the hill.

Gerolf Heinrichs does a calculation:

What a great idea. The problem is simply the power output. Here a simply calculation. If your takeoff weight on a hang glider is about 130kg~1300N and your sink rate is about 1 meters/second it means you would need thrust power of 1300N*1m/s=1300Watts. That would seem quite doable, even with a rather shitty motor arrangement, right?

The problem is the efficiency losses. If you need 1300Watts to eliminate sink, you will need about 3000Watts mechanical to battle the propeller efficiency, and about 4000Watts to make up for the electrical efficiency.

So with a motor controller battery arrangement that can output 4000Watts electric, you have a realistic chance to break even. If however you want to fly out of an airfield a common minimum climb rate of 2m/s is called for (otherwise you end up scratching out low over the unlandable for too long for comfort) and 3m/s is probably the better bet. But lets stay with 2m/s climb - that is 3 times what you need for holding the zero. Means in reality you would like to have 12kW of electric power.

Compare this to what Manfred puts on his electric trikes - I think he goes with 17kW for the single seater light weight trike which might have lift off weight of about 160-180kg.

Discuss "Weed Whacker" at the Oz Report forum   link»

2019 UK Nationals »

August 30, 2019, 7:44:19 MDT

2019 UK Nationals

Task 5

Gerolf Heinrichs|Gordon Rigg|Moyes Litespeed RX|Petr Polach|UK Nationals 2019|Wills Wing T3

Results here: https://nats.bhgcomps.uk/content/2019-results

Live Tracking Open Class: https://lt.flymaster.net/bs.php?grp=3042

Live Tracking Sport Class: https://lt.flymaster.net/bs.php?grp=3038

Live Tracking ATOS Class: https://lt.flymaster.net/bs.php?grp=3040

Gerolf returns to form.

Task 5:

# Name Glider Time Total
1 Gerolf Heinrichs Moyes Litespeed RS3.5 01:20:03 971
2 Grant Crossingham Moyes Litespeed RX3.5 01:20:21 962
3 andy hollidge WillsWing T3 01:21:03 941
4 Dave Matthews Moyes Litespeed RX 3.5T 01:24:58 873
5 Damien Zahn Moyes RX3 Pro-Edge 01:26:05 839
6 Malcolm Brown Wills Wing T3 01:32:08 777
7 Darren Brown Wills Wing T2C-154 01:34:04 773
8 Petr Polach Moyes Litespeed RX4 01:33:41 754
9 Stephen Penfold Moyes Litespeed RX4 01:35:05 749
10 Robert Kulhánek Wills Wing T2C-144 01:34:41 747


# Name Glider Total
1 Grant Crossingham Moyes Litespeed RX3.5 4745
2 Dave Matthews Moyes Litespeed RX 3.5T 4583
3 Gordon rigg Moyes RX3.5ProEdgeSkylite 4511
4 andy hollidge WillsWing T3 4336
5 Stephen Penfold Moyes Litespeed RX4 4131
6 Darren Brown Wills Wing T2C-154 3824
7 Petr Polach Moyes Litespeed RX4 3669
8 Malcolm Brown Wills Wing T3 3498
9 Damien Zahn Moyes RX3 Pro-Edge 3379
10 Daniel Martin Mota Wills Wing T2C-144 3328

Grant pulls ahead a few extra points.

Open Internacional Vila d'Àger

August 24, 2019, 6:25:09 pm MDT

Open Internacional Vila d'Àger

Task 5, Gerolf wins every single day

competition|Gerolf Heinrichs|Moyes Litespeed RX|Richard Lovelace|Wills Wing T3


Task 5:

# Name Nat Glider Time Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 01:12:12 951
2 Frank Ruiz ESP Wills Wing T2C 144 C 01:13:47 890
3 Stephen Penfold GBR Moyes Rx 4 01:14:02 883
4 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 01:14:30 869
5 Joel Miron de Soto ESP WILLS WING T2C 136 01:16:54 826
6 Richard Lovelace GBR Wills Wing T3 144 01:21:32 781
7 Gustavo Migliozzi ESP Wills Wing T2C 144 01:48:20 542
8 Greg Emms GBR Moyes RX3 01:46:05 539
9 Dan Balla GBR moyes rx 01:55:09 503
10 Tim Swait GBR Avian Cheetah Evo3 01:52:25 482

Final Results:

# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 4778
2 Stephen Penfold GBR Moyes Rx 4 4320
3 Daniel Martin Mota ESP Wills Wing T2C 144 3739
4 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 3566
5 Joel Miron de Soto ESP WILLS WING T2C 136 3228
6 Richard Lovelace GBR Wills Wing T3 144 3110
7 Frank Ruiz ESP Wills Wing T2C 144 C 2664
8 Dan Balla GBR moyes rx 2375
9 Tim Swait GBR Avian Cheetah Evo3 2266
10 Manuel Gómez de Pablos Moya ESP Moyes Rx4 2241

Open Internacional Vila d'Àger

August 23, 2019, 3:27:11 pm MDT

Open Internacional Vila d'Àger

Task 4

Alexandra "Sasha" Serebrennikova|competition|Facebook|Gerolf Heinrichs|Moyes Litespeed RX|Richard Lovelace|Wills Wing T3


Gerolf wins every day:

Photo by H.

Task 4:

# Name Nat Glider Time Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 02:00:32 1000
2 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 02:00:32 972
3 Daniel Martin Mota ESP Wills Wing T2C 144 02:00:34 954
4 Stephen Penfold GBR Moyes Rx 4 02:00:58 936
5 Joel Miron de Soto ESP WILLS WING T2C 136 02:01:05 924
6 Manuel Gómez de Pablos Moya ESP Moyes Rx4 02:29:02 705
7 Richard Lovelace GBR Wills Wing T3 144 02:24:42 654
8 Tim Swait GBR Avian Cheetah Evo3 02:37:09 589
9 Gabriel Navarrete ESP Wills Wing T2C 144 02:45:26 550
10 Dan Balla GBR moyes rx 02:54:52 517


# Name Nat Glider Total
1 Gerolf Heinrichs M AUT Moyes Litespeed RX3.5 3827
2 Stephen Penfold M GBR Moyes Rx 4 3437
3 Daniel Martin Mota M ESP Wills Wing T2C 144 3300
4 Ataulfo J Fernandez Montero M ESP Wills Wing T2C 144 2697
5 Joel Miron de Soto M ESP WILLS WING T2C 136 2402
6 Richard Lovelace M GBR Wills Wing T3 144 2329
7 Dan Balla M GBR moyes rx 1872
8 Manuel Gómez de Pablos Moya M ESP Moyes Rx4 1836
9 Sasha Serebrennikova F RUS Moyes Litespeed RX3 Pro 1787
10 Tim Swait M GBR Avian Cheetah Evo3 1784

Open Internacional Vila d'Àger

August 22, 2019, 5:03:32 pm MDT

Open Internacional Vila d'Àger

Task 3

Alexandra "Sasha" Serebrennikova|competition|Facebook|Gerolf Heinrichs|Moyes Litespeed RX|Richard Lovelace|Wills Wing T3


Gerolf wins yet again:

Task 3:

# Name Nat Glider Time Distance Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 02:35:19 100.62 983
2 Daniel Martin Mota ESP Wills Wing T2C 144 03:03:27 100.62 881
3 Stephen Penfold GBR Moyes Rx 4 90.79 757
4 Richard Lovelace GBR Wills Wing T3 144 85.69 704
5 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 87.24 700
6 Tim Swait GBR Avian Cheetah Evo3 50.96 490
7 Enda Carrigan IRL Moyes Rx 49.97 485
8 Joel Miron de Soto ESP WILLS WING T2C 136 49.05 479
9 Dan Balla GBR moyes rx 44.36 441
10 Frank Ruiz ESP Wills Wing T2C 144 C 17.75 267


# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 2826
2 Stephen Penfold GBR Moyes Rx 4 2501
3 Daniel Martin Mota ESP Wills Wing T2C 144 2346
4 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 1725
5 Richard Lovelace GBR Wills Wing T3 144 1675
6 Joel Miron de Soto ESP WILLS WING T2C 136 1476
7 Dan Balla GBR moyes rx 1353
8 Frank Ruiz ESP Wills Wing T2C 144 C 1341
9 Sasha Serebrennikova RUS Moyes Litespeed RX3 Pro 1281
10 Greg Emms GBR Moyes RX3 1261

Open Internacional Vila d'Àger

August 21, 2019, 10:42:58 pm MDT

Open Internacional Vila d'Àger

Task 2

Alexandra "Sasha" Serebrennikova|competition|Gerolf Heinrichs|Moyes Litespeed RX|Richard Lovelace|Wills Wing T3


Gerolf wins again:

Task 2:

# Name Nat Glider Distance Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 68.66 843
2 Stephen Penfold GBR Moyes Rx 4 63.73 801
3 Daniel Martin Mota ESP Wills Wing T2C 144 47.84 665
4 Joel Miron de Soto ESP WILLS WING T2C 136 37.53 578
5 Richard Lovelace GBR Wills Wing T3 144 33.84 543
6 Sasha Serebrennikova RUS Moyes Litespeed RX3 Pro 33.69 542
7 Greg Emms GBR Moyes RX3 32.00 520
8 Dan Balla GBR moyes rx 30.35 495
9 Xavi Tarazona ESP WILLS WING T2-C 144 29.31 478
10 Peter Tkatchenko FRA Icaro Laminar 27.90 452


# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 1843
2 Stephen Penfold GBR Moyes Rx 4 1744
3 Daniel Martin Mota ESP Wills Wing T2C 144 1465
4 Frank Ruiz ESP Wills Wing T2C 144 C 1074
5 Sasha Serebrennikova RUS Moyes Litespeed RX3 Pro 1036
6 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 1025
7 Joel Miron de Soto ESP WILLS WING T2C 136 1000
8 Greg Emms GBR Moyes RX3 997
9 Richard Lovelace GBR Wills Wing T3 144 974
10 Dan Balla GBR moyes rx 914

Open Internacional Vila d'Àger

Ager Open

Open Internacional Vila d'Àger

August 20, 2019, 6:15:04 MDT

A.I.R. ATOS VR|Alexandra "Sasha" Serebrennikova|competition|Facebook|Gerolf Heinrichs|Moyes Litespeed RX


Alexandra Serebrennikova writes:

The first day of Ager Open has begun with a 100% overcast and the cloud base of 1000 m which is about 350 m lower than the take of, however the long wait was then finally rewarded by a more or less classical zigizagi late task with a jump to the Tremp Lake. Gerolf was the first in goal.

Task 1:

# Name Nat Glider Time Total
1 Gerolf Heinrichs AUT Moyes Litespeed RX3.5 01:35:39 1000
2 Stephen Penfold GBR Moyes Rx 4 01:38:38 943
3 Frank Ruiz ESP Wills Wing T2C 144 C 01:58:17 815
4 Daniel Martin Mota ESP Wills Wing T2C 144 01:58:11 791
5 Ataulfo J Fernandez Montero ESP Wills Wing T2C 144 02:00:45 760
6 Tim King GBR AIR Atos VR18 02:00:57 650
7 Mike Armstrong GBR AIR ATOS VQ 02:16:39 589

Site guide for the Chabre area

September 28, 2018, 7:49:47 MDT

Site guide for the Chabre area

A video guide for hang gliding at Laragne

Gerolf Heinrichs|video


Here is the last video in my site guide for the Chabre, Laragne. Plenty more to come, including thermaling guide, tasks from the British National Hang-gliding Championships and interviews with pilots - including world famous Gerolf Heinrichs!

Discuss "Site guide for the Chabre area" at the Oz Report forum   link»

Following the rules

July 15, 2018, 7:33:44 MDT

Following the rules

The primary tracker

CIVL|CIVL Sporting code|Gerolf Heinrichs|Ivan Lukanov

Gerolf responds (and finds an issue with the CIVL Sporting code):

Thanks for your reply, Ivan Lukanov!

You are spot on the money when bringing up the issue with using a backup. I have no doubt that you organizers would be unbiased towards all pilots and nationalities. I also didn't imply that Tom was in any way cheating when cutting the corner, or that there was any intent. I just pointed out that he DID NOT TAKE the turnpoint correctly according to the tracklog.

I am of course aware that every pilot navigates with his personal instrument (Tom flies a Naviter Oudie 4 from what I recall), most of all because the Flymaster trackers that you provide to all pilots as primary instruments for flight verification have no displays to navigate with. I also don't want to go into doubting whether or not Tom's flying instrument mislead him.

What surprises me here is that you were willing to accept Tom's flying instrument as a backup given the fact that his primary instrument, his Flymaster tracker, DID NOT FAIL. It just shows him in very smooth tracking fashion to NOT MAKE the turnpoint. That is very different from running out of batteries, or encountering a dodgy signal or such.

Why is this important? Most of all because there is this rule 4.2.1 in SECTION 7a, 4 GPS flight verification, 4.2 GPS USE, covering precisely this case. I quote (but please have a look together with the CIVL officials to see for yourself).

4.2.1 Back-up logger

A pilot may use multiple GPSs for verification and backup. Each pilot must designate the primary logger that will be downloaded as the primary source of scoring and the secondary one(s) to be used as backup, only in case of a malfunction of the primary logger.

Since it is so explicitly stated in this Sec7 rule there is very little wiggle room here, isn't there? If the primary logger prooves - and that is precisely what it does - that the pilot is not inside the TP sector he simply is not in. That is why I brought it up in the first place. The backup can NEVER overrule the primary, it can only help out if the primary fails. It's a tough rule, I know, but think of the implications it would create for organizers not having said rule.

So the question is, do the pilots explicitly designate the Flymaster trackers as their primary logger or is this just a convenience for the meet organizers to provide them so as to make live tracking work and to make scoring easier? Do pilots in fact ever designate their primary loggers?

Also 4.1 states:

Flights will be verified using either GPS track log or live tracking data. When live-tracking data is used as a primary source of scoring, pilots must be able to produce GPS track logs as a back-up.

What is interesting to me, other than the mixed messages of the CIVL Sporting Code, is why would these two instruments have different track logs.

Compare and contrast the Moyes Gecko and the Wills Wing Sport 3

February 20, 2018, 8:17:14 EST

Compare and contrast the Moyes Gecko and the Wills Wing Sport 3

A running discussion on Facebook

Facebook|Gerolf Heinrichs|Jonathan Dietch|video


Jonathan Dietch writes:

I have 5½ hours on this same glider. Here it is in action with a quick look-round at the end. https://youtu.be/zZQ_gCefuaI

At the end of the video he claims that the Sport 3 is 10 pounds lighter than the Gecko. I asked him about this claim as the Wills Wing site claims 59 pounds (Sport 2 155) and the Moyes site claims 65 pounds (Gecko 155). He wrote:

The Gecko 155 I flew felt heavy. This glider is very light. My personal 2010 Sport 2 155 weighs 58 pounds in the cover bags. Subtract 3 pounds or so for the bags and you have 55 pounds. The S3 that Rudy has and that I flew five times feels maybe a pound lighter than my S2 155. Next time I'll bring my digital bathroom scale.

I asked for actual measurements.

Jonathan Dietch writes:

You can pull the sail drum tight on a Gecko and the frame is clearly built stiff, to take the force. The S3 is a different, yet wonderful glider. I want one.

Gerolf Heinrichs writes:

When it comes to weight, Jonathan Dietch likes to compare the Gecko to the Sport 3 (or 2) model, and when it comes to performance he then likes to compare it to the U2.

On a more serious note: Don't forget, please, that the Geckos have a rather unique VG system which compensates luff lines and side cable wire slack as you engage the VG. This is what in fact gives the Gecko the edge on both ends of the VG spectrum. The Geckos also sport a solid rim and core Mylar mainsail construction and significantly more double surface towards the tip area, which allows to completely cover the divestick and transversal batten inside.

The new S3 Proto may be the "light weight" here, but apparently has none of those features still. If you leave out crucial constructive elements in your design - yes - then you will accomplish a wing with less weight. That has nothing to do with ingenuity, that's simply physics.

It's tempting to compare the Sport and the Gecko model because they have rather similar plan forms. But that is about where the similarities end.

What one should compare here is not so much glider models, but maybe marketing concepts:

1) Wills still follows a traditional, two-model philosophy when approaching the Intermediate market.

2) We, at Moyes, figured we could do with just one complete Intermediate. One that covers the performance gap between the single surface and topless models.

We'll probably have to lean back and wait for a while now what the market will favor: one complete Intermediate or two not quite so complete ones.

I mentioned the Moyes Litesport that is viewed by pilots as an intermediate glider while Moyes always marketed it as an advanced king posted glider.

Gerolf stated:

I dare say that in any regular Sport Class competition a Sport Class pilot on a Technora Gecko will likely beat a pilot on a regular Litesport.

I believe 65 pounds is the true weight of a Technora Gecko 155, yes. But that is a 155ft2 glider still. Compare that to a full carbon topless glider of 146ft2 still being about 73 pounds (33 kg) at best. I think focusing on weight is mistake, as long as you are altogether under 30 kg. Just when gliders start reaching 35 kg, this is when every ounce starts to matter, as you reach the weight that one starts to have problem handling on his own.

I would also rather focus on roll inertia (looking where the weight actually sits on the glider), so if a glider is solid near the keel, but has light components out there near the tip - that is the glider that you should favour, if you look for light as in light in handling in the air. After all, you will carry the glider for about 1 min, but then the glider ideally will carry you for the rest of the afternoon.

I am not advocating heavy gliders - my point is just: weight is not weight. You got to look out for the weight that hurts your roll vs. the weight saving that hurts your wallet. In other words, you need to be smart where to invest your dollar.

2017 Forbes Flatlands - day 8 »

January 6, 2017, 5:15:04 pm EST

2017 Forbes Flatlands - day 8

Gerolf wins the day

André Wolfe|André Wolfe|Attila Bertok|Filippo Oppici|Forbes Flatlands 2017|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Steve Blenkinsop




Task 6:

# Name Glider Time Total
1 Gerolf Heinrichs Moyes RX 3.5 Pro 03:21:24 1000
2 Andre Wolf Moyes RX 3.5 Pro 03:21:29 995
3 Attila Bertok Moyes RX 5 Pro 03:24:02 947
4 Kato Minoru Moyes RX 3.5 Pro 03:24:45 938
5 Jonny Durand Moyes RX 3.5 Pro 03:26:15 921
6 Jonas Lobitz Moyes RX 3.5 Pro 03:28:46 896
6 Glen Mcfarlane Wills Wing T2C 144 03:28:44 896
8 Filippo Oppici Wills Wing T2C 144 03:28:56 894
9 Tyler Borrdaile Moyes RX 3.5 Pro 03:29:18 891
9 Michael Jackson Moyes LSS 5 03:29:17 891

Final (based on the day seven results and the results of those top ten pilots from day seven on day eight):

# Name Total Day 8 Total
1 Jonny Durand 4732 921 5653
2 Gerolf Heinrichs 4405 1000 5405
3 Andre Wolf 4378 995 5373
4 Attila Bertok 4368 947 5315
5 Steve Blenkinsop 4338 834 5172
6 Michael Jackson 4272 891 5163
7 Tyler Borrdaile 4229 891 5120
8 Filippo Oppici 4221 894 5115
9 Harrison Rowntree 4047 857 4904
10 Christian Voiblet 3936 886 4822

2017 Forbes Flatlands - day 7 »

January 5, 2017, 8:06:46 EST

2017 Forbes Flatlands - day 7

The task had pilots come back toward Forbes

André Wolfe|André Wolfe|Attila Bertok|Facebook|Filippo Oppici|Forbes Flatlands 2017|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Niki Longshore|record|Steve Blenkinsop|Trent Brown



Task 5:

# Name Glider Time Total
1 Jonny Durand Moyes RX 3.5 Pro 02:49:33 1000
2 Trent Brown Moyes RX 3.5 02:53:46 923
3 Andre Wolf Moyes RX 3.5 Pro 02:55:42 902
4 Filippo Oppici Wills Wing T2C 144 02:55:47 901
4 Attila Bertok Moyes RX 5 Pro 02:55:44 901
6 Kato Minoru Moyes RX 3.5 Pro 02:55:55 899
7 Glen Mcfarlane Wills Wing T2C 144 02:56:24 894
8 Gijs Wanders Wills Wing T2C 144 02:56:43 891
9 Tyler Borrdaile Moyes RX 3.5 Pro 02:57:51 880
10 Jonas Lobitz Moyes RX 3.5 Pro 02:58:11 877


# Name Glider T 1 T 2 T 3 T 4 T 5 Total
1 Jonny Durand Moyes RX 3.5 Pro 860 899 973 1000 1000 4732
2 Gerolf Heinrichs Moyes RX 3.5 Pro 840 858 858 973 876 4405
3 Andre Wolf Moyes RX 3.5 Pro 852 898 965 761 902 4378
4 Attila Bertok Moyes RX 5 Pro 825 788 1000 854 901 4368
5 Steve Blenkinsop Moyes RX 3.5 975 897 810 781 875 4338
6 Michael Jackson Moyes LSS 5 856 900 816 851 849 4272
7 Tyler Borrdaile Moyes RX 3.5 Pro 1000 869 723 757 880 4229
8 Filippo Oppici Wills Wing T2C 144 842 898 816 764 901 4221
9 Harrison Rowntree Moyes RX 3.5 806 883 723 761 874 4047
10 Christian Voiblet Aeros Combat C 12.7 843 684 720 818 871 3936

Niki Longshore writes:

I had track log issues with yesterday's flight. My vario would not pick up a GPS signal and so I flew the whole time not knowing where I was or how far I was from goal. Luckily I was using Airtribune which recorded my flight with a proper IGC file. I came in 22nd for the day.

Sasha barely nipped out Niki for first female.

2017 Forbes Flatlands - day 6 »

January 4, 2017, 10:30:29 EST

2017 Forbes Flatlands - day 6

Goolgowi goal, not as far as Hay

André Wolfe|André Wolfe|Attila Bertok|Facebook|Filippo Oppici|Forbes Flatlands 2017|Gerolf Heinrichs|Gordon Rigg|Jon "Jonny" Durand jnr|Niki Longshore|Steve Blenkinsop|Trent Brown|Yoko Isomoto



Task 4:

# Name Glider Time Total
1 Jonny Durand Moyes RX 3.5 Pro 03:54:15 1000
2 Gerolf Heinrichs Moyes RX 3.5 Pro 03:55:24 973
3 Kato Minoru Moyes RX 3.5 Pro 04:08:19 854
4 Attila Bertok Moyes RX 5 Pro 04:08:43 851
5 Michael Jackson Moyes LSS 5 04:09:01 849
6 Christian Voiblet Aeros Combat C 12.7 04:14:17 815
7 Trent Brown Moyes RX 3.5 04:15:59 805
8 Steve Blenkinsop Moyes RX 3.5 04:20:47 777
9 Filippo Oppici Wills Wing T2C 144 04:23:47 761
10 Gordon Rigg Moyes RX 3.5 04:23:58 760


# Name Glider Total
1 Jonny Durand Moyes RX 3.5 Pro 3732
2 Gerolf Heinrichs Moyes RX 3.5 Pro 3529
3 Andre Wolf Moyes RX 3.5 Pro 3473
4 Attila Bertok Moyes RX 5 Pro 3464
5 Steve Blenkinsop Moyes RX 3.5 3459
6 Michael Jackson Moyes LSS 5 3421
7 Tyler Borrdaile Moyes RX 3.5 Pro 3346
8 Filippo Oppici Wills Wing T2C 144 3317
9 Harrison Rowntree Moyes RX 3.5 3169
10 Adam Stevens Moyes RX 3.5 3071

Thirty six (or thirty seven) in goal. Sasha is shown in the results as the only female at goal. Yoko, then Niki is shown not outside the start cylinder (which has got to be incorrect as Airtribune live tracking showed her going down the course line and making goal). Jonny started an hour after the first pilots.

2017 Forbes Flatlands - day 5 »

January 3, 2017, 9:13:21 EST

2017 Forbes Flatlands - day 5

Downwind to Lake Cargellgo

André Wolfe|André Wolfe|Attila Bertok|Facebook|Filippo Oppici|Forbes Flatlands 2017|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Niki Longshore|Steve Blenkinsop|Trent Brown|Yoko Isomoto



Task 3:

# Name Glider Time Total
1 Attila Bertok Moyes RX 5 Pro 02:48:08 1000
2 Jonny Durand Moyes RX 3.5 Pro 02:49:03 973
3 Andre Wolf Moyes RX 3.5 Pro 02:49:28 965
4 Glen Mcfarlane Wills Wing T2C 144 02:53:36 910
5 Gerolf Heinrichs Moyes RX 3.5 Pro 02:59:02 857
6 Trent Brown Moyes RX 3.5 03:03:22 821
7 Olav Opsanger Moyes RX 4 03:03:47 818
8 Filippo Oppici Wills Wing T2C 144 03:04:05 816
9 Kato Minoru Moyes RX 3.5 Pro 03:04:08 815
9 Michael Jackson Moyes LSS 5 03:04:11 815


# Name Glider Total
1 Jonny Durand Moyes RX 3.5 Pro 2732
2 Andre Wolf Moyes RX 3.5 Pro 2715
3 Steve Blenkinsop Moyes RX 3.5 2681
4 Glen Mcfarlane Wills Wing T2C 144 2630
5 Attila Bertok Moyes RX 5 Pro 2613
6 Tyler Borrdaile Moyes RX 3.5 Pro 2590
7 Michael Jackson Moyes LSS 5 2571
8 Filippo Oppici Wills Wing T2C 144 2556
9 Gerolf Heinrichs Moyes RX 3.5 Pro 2555
10 Harrison Rowntree Moyes RX 3.5 2411

Forty five in goal. Sasha, Niki and then Yoko in goal. Niki the leading female pilot.

Adventure Flying »

Fri, Feb 26 2016, 8:33:48 am EST

Fly with Gerolf in Europe

Gerolf Heinrichs

Adventure Flying


If you have never run off the steep edge of an Alpine mountain, climbed out to cloud base and headed back into the higher, snow-covered regions of the European Alps, you haven’t experienced true hang gliding freedom just yet.

After twenty-some intense years of competition flying, I eventually figured this amazing sport had to be about more than just winning. Flying relentlessly against each other on re-occurring tasks started to feel a lot like the unending mission of the Flying Dutchman.

Flying exploratively across and not along mountain ridges suddenly made a lot more sense to me, and back there amidst these majestic remote rocks I could sense again what I had virtually lost while holding onto countless trophies on countless podiums.

Setting out from unfamiliar sites I met new unfamiliar pilots. But, though they all shared my newly gained passion about Alpine flying, I didn’t manage to persuade them to join me. It was only then when I started realizing that not everyone could afford the luxury of a few thousand hours of flying experience. Because, what felt so satisfying and enjoyable to me was apparently a rather stressful experience to the less experienced.

I came to understand that over time I had accumulated truly valuable “insider” knowledge about the proper moves “back in there”, and I realised I would have to share this knowledge, if I wanted to share that kind of flying with others. That’s why I started the AdventureFlying Project.

Vicki's wrap on the Forbes Flatlands

January 18, 2016, 9:47:04 EST

Vicki's wrap on the Forbes Flatlands

So happy that Jonny won.

Alexandra "Sasha" Serebrennikova|Bobby Bailey|Gerolf Heinrichs|Gordon Rigg|Jon "Jonny" Durand jnr|Michael "Zupy" Zupanc|record|Steve Blenkinsop|Trent Brown|Vicki Cain|Wesley "Wes" Hill|Wills Wing T2C|Yoko Isomoto

Vicki Cain <<Vicki>> writes:

Forbes Flatlands Hang Gliding Championships 2016

What started out looking like it was going to be the worst Forbes comp ever turned out to be one of the best! I think we'll be talking about this one for a long time to come! It's all about the numbers! Our 10th consecutive Forbes Flatlands competition. 62 Pilots from 13 Countries 22 Crew from all over All together in 1 place, for 10 days, doing what we love, having fun, seeing old friends, making new friends and making the most of this amazing sport.

Conditions turned on for task 4 to allow us to set the longest task ever in a hang gliding competition. 368 km from Forbes to Walgett. A massive 26 pilots made the task, that's 41% of the field!

It was a personal best flight for all at goal except for Jonny Durand, Len Paton and Guy Hubbard. And a World Record flight for the only female pilot to make goal, the current World Champion Yoko Isomoto. And the Forbes mantra rings true "How Good is Forbes!"

All this made possible by so many people. Thank you: Meet Director: Wesley Hill. Operations: Thea O'Connor. Launch Director: Michael Zupanc. Goal Marshall: Rob Van Der Klooster. Bill and Molly Moyes and the tug pilots Bobby Bailey, Steve McCarthy, Bruce Crerar, Blaino and Marco Carelli. Launch crew: Richard Nevins, Sue Nevins, Lizzy Nevins, Jack Nevins, Yes the whole Nevins family! Christina Quinn, Tony Hanlon, Annie Crerar, Bena, Linda Zupanc. The Task Committee: Gerolf Heinrichs, Jonny Durand, Bruce Wynne. Safety Committee: Gordon Rigg, Lukas Bader, Nils Vesk. Protest Committee: Steve Blenkinsop, Glenn McFarlane, Trent Brown.

We set 6 Tasks totaling over 1000 kms with the leaders averaging 160 km per day, that's close to 100 miles per day! The consistent flying at Forbes is why we come back year after year. How good is Forbes!

Congratulations to all the winners!

Top 10 Open Class

10th Olav Opsanger Norway Moyes RX 3.5
9th Gavin Myers Australia Moyes RX 5
8th Fredy Bircher Switzerland Moyes RX 3.5
7th Lukas Bader Germany Moyes RS 4
6th Josh Woods Australia Moyes RX 3.5
5th Len Paton Australia Moyes RS 4
4th Glen McFarlane Australia Wills Wing T2C 144
3rd Jason Kath Australia Wills Wing T2C 144
2nd Michael Jackson Australia Moyes LSS 5
And a most deserved win with a dominant performance, and his 6th Forbes Flatlands title
1st Jonny Durand Australia Moyes RX 3.5

Women Class: 1st Alexandra Serebrennikova Russia Moyes RX 3

Sport Class: 1st Noel Bear Australia Moyes Gecko 155

Forbes A Grade Award: 1st Josh Woods Australia Moyes RX 3.5

Forbes Council Encouragement Award: Howard Jones Australia Moyes RX 3.5

Thank you to all the pilots and their support crews for making the trek to Forbes, we hope you had the time of your life ; )

Full results can be found at www.forbesflatlands.com

Photo credits to Michael Zupanc Peak Pictures and Christina Quinn.

2016 Forbes Flatlands, day 6 »

Thu, Jan 7 2016, 7:50:16 pm EST

The results.

Øyvind Ellefsen|Forbes Flatlands 2016|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Phil Schroder|Rohan Taylor|Wills Wing T2C

Results here: http://www.forbesflatlands.com/results.html

Task 4:

# Name Glider SS ES Time Total
1 Jonny Durand Moyes RX 3.5 13:09:46 18:51:20 05:41:34 1000
2 Rohan Taylor Moyes Rs 4 13:07:52 18:55:18 05:47:26 935
3 Michael Jackson Moyes RX 5 13:07:09 18:55:47 05:48:38 926
4 Len Paton Moyes RX 4 12:42:20 18:35:43 05:53:23 896
5 Glen Mcfarlane Wills Wing T2C 144 13:08:14 19:03:39 05:55:25 884
6 Phil Schroder Wills Wing T2C 144 13:10:09 19:05:43 05:55:34 883
7 Simon Braithwaite Moyes RX 3.5 13:08:09 19:03:57 05:55:48 882
8 Tony Armstrong Moyes RX 3.5 13:07:02 19:03:43 05:56:41 877
9 Yasuhiro Noma Moyes RX 3.5 13:50:58 19:48:35 05:57:37 872
10 Gerolf Heinrichs Moyes RX 3.5 13:08:10 19:06:09 05:57:59 870


# Name Glider T 1 T 2 T 3 T 4 Total
1 Jonny Durand Moyes RX 3.5 33 1000 949 1000 2982
2 Michael Jackson Moyes RX 5 28 909 889 924 2750
3 Simon Braithwaite Moyes RX 3.5 26 903 816 879 2624
4 Tony Armstrong Moyes RX 3.5 34 840 804 874 2552
5 Glen Mcfarlane Wills Wing T2C 144 18 712 911 882 2523
6 Lukas Bader Moyes Rs 4 16 801 850 845 2512
7 Fredy Bircher Moyes RX 3.5 25 887 780 747 2439
8 Jason Kath Wills Wing T2C 144 16 746 764 843 2369
9 Josh Woods Moyes RX 3.5 20 759 824 757 2360
10 Len Paton Moyes RX 4 26 680 755 893 2354

Twenty six in goal. Oyvind 0.19 km short.

2016 Forbes Flatlands, day 2 results »

January 3, 2016, 7:54:27 EST

2016 Forbes Flatlands, day 2 results

Elapsed time task

Forbes Flatlands 2016|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Phil Schroder|Steve Blenkinsop|Wills Wing T2C

Results here: http://www.forbesflatlands.com/results.html

# Name Glider SS ES Time Total
1 Jonny Durand Moyes RX 3.5 13:33:45 15:30:36 01:56:51 1000
2 Michael Jackson Moyes RX 5 13:37:46 15:39:09 02:01:23 909
3 Simon Braithwaite Moyes RX 3.5 14:14:33 16:16:23 02:01:50 903
4 Fredy Bircher Moyes RX 3.5 13:32:40 15:35:51 02:03:11 886
5 Gerolf Heinrichs Moyes RX 3.5 13:20:52 15:25:29 02:04:37 869
6 Tony Armstrong Moyes RX 3.5 13:36:27 15:43:53 02:07:26 840
7 Gavin Myers Moyes RX 5 13:36:10 15:44:24 02:08:14 832
8 Phil Schroder Wills Wing T2C 144 14:27:19 16:37:39 02:10:20 811
9 Steve Blenkinsop Moyes RX 3.5 14:03:08 16:14:14 02:11:06 804
10 Lukas Bader Moyes RS 4 14:03:29 16:15:06 02:11:37 800

No leading points used on this day. No start times. No start intervals. The day apparently looked so weak that they didn't bother with forcing a set of start times. And didn't see a reason for leading points.

2016 Forbes Flatlands, day 1 »

January 1, 2016, 10:24:40 pm EST

2016 Forbes Flatlands, day 1

The task and the overcast sky

Facebook|Forbes Flatlands 2016|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Moyes Delta Gliders

Results will be here: http://www.forbesflatlands.com/results.html

Slow towing in overcast skies lots of pilots coming back.

Thanks to Moyes Delta Gliders

SPOT tracking: http://www.flytrace.com/tracker/map.aspx?group=280

She, pictured above, writes:

Had zero beep as a wind dummy but competitors stayed up. Starting to rain now.

# Name Distance Total
1 Tony Armstrong 38.83 26
1 Jonny Durand 37.48 26
3 Michael Jackson 26.31 22
4 Simon Braithwaite 23.65 20
4 Fredy Bircher 22.19 20
6 Gerolf Heinrichs 21.25 19
6 Sasha 21.47 19
8 Olav Olsen 17.88 18
9 Bruce Wynn 13.36 16
9 Josh Woods 14.41 16

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2015 Santa Cruz Flats Race - day 7 »

September 20, 2015, 7:51:42 MST

2015 Santa Cruz Flats Race - day 7

Gerolf and Molly Moyes comment

Davis Straub|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Santa Cruz Flats Race 2015

Gerolf Heinrichs:

 I just read on the Oz Report that Davis called Jonny's victory in Arizona a "surprise victory". What a silly comment about a pilot who has probably won more international competitions in the last 10 years than any other competitor! No, Davis, a surprise victory would be if YOU would ever win an international competition.

Gerolf Heinrichs:

Congratulations to both of you, Jonny and Kraig - I think either of you would sure have deserved to win that one.

Molly Moyes: Good comment on Davis

Davis Straub:

 Hi Molly, what a not surprising comment from you. :-)

Thanks, Gerolf, for keeping up with the Oz Report. Always nice to know I have a loyal reader, well, at least one.

Of course, the comment about Jonny's "surprising" win, was that it was a surprise. Pedro had held everyone off all week. He was in the lead by over 200 points after six days. All he had to do was make goal and he would have won the competition.

Now, of course, it is not surprising that Jonny can win a hang gliding competition (as you rightly point out). What was surprising was that (as I point out) Pedro did not make goal and therefore Jonny won.

I hope that that clarifies for you why I would use the term "surprising" in this context.

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Gerolf⁣ landing

Fri, Jan 9 2015, 10:18:02 am MST

Waiting for the new version

Gerolf Heinrichs|video

With Glen's swearing missing.

Two new versions are available:

Lightly edited here.

Glen's production here.

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2015 Forbes Flatlands »

January 6, 2015, 6:26:24 pm EST

2015 Forbes Flatlands

Task 4, Zac still in first, along with Jonny he is tied for first place

Filippo Oppici|Forbes Flatlands 2015|Gerolf Heinrichs|Gordon Rigg|Jamie Shelden|Jon "Jonny" Durand jnr|Phil Schroder|Trent Brown|Wills Wing|Wills Wing T2C|Zac Majors




Task 4:

# Name Nat Glider Time Total
1 Zac Majors USA Wills Wing T2C 144 04:31:03 975
2 Jonas Lobitz NZL Moyes RS 3.5 04:44:50 905
3 Jonny Durand AUS Moyes RX 3.5 04:42:26 870
4 Olav Olsen NOR Moyes RX 3.5 04:43:15 862
5 Glen Mcfarlane AUS Wills Wing T2C 04:51:32 858
6 Christian Voiblet SUI Aeros 04:47:25 829
6 Phil Schroder AUS Airborne Rev 04:47:25 829
8 Gijs Wanders NED Icaro 05:01:48 789
8 Gordon Rigg GBR Moyes RX 3.5 04:53:33 789
10 Filippo Oppici ITA Wills Wing T2C 04:54:32 784

Attila drops from first to fifteenth landing early on task 4.


# Name Nat Glider Total
1 Zac Majors USA Wills Wing T2C 144 3459
1 Jonny Durand AUS Moyes RX 3.5 3459
3 Gordon Rigg GBR Moyes RX 3.5 3369
4 Jonas Lobitz NZL Moyes RS 3.5 3318
5 Gerolf Heinrichs AUT Moyes RX 3.5 3288
6 Christian Voiblet SUI Aeros 3226
7 Olav Olsen NOR Moyes RX 3.5 3208
8 Jochen Zeischka BEL Moyes RX 4 3193
9 Olav Opsanger NOR Moyes RX 3.5 3177
10 Trent Brown AUS Moyes RX 3.5 3149


Looooong task and a long day overall. They called a 258km task out to the west (toward Hay). The drive along course line takes you through almost nothing, just lots of Australian outback. Drivers were warned at the briefing to fuel up anyplace we saw an open station. It's not unheard of for teams to sleep in their cars after a late retrieve waiting for the gas station to open up in the morning. That may have been the fate of the team of Christian/Blenky/Glen as their driver arrived at goal with 1/3 a tank of fuel - which wouldn't have been enough to make it back to the nearest fuel at West Waylong (haven't heard yet this morning though).

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2015 Forbes Flatlands »

January 2, 2015, 6:14:38 pm EST

2015 Forbes Flatlands

Day Two Results

Attila Bertok|Conrad Loten|Forbes Flatlands 2015|Gerolf Heinrichs|Gordon Rigg|Jon "Jonny" Durand jnr|Moyes Litespeed RX|Trent Brown|Wills Wing|Wills Wing T2C|Zac Majors


Task 2:

# Name Nat Glider Time Total
1 Zac Majors USA Wills Wing T2C 144 02:39:42 999
2 Jochen Zeischka BEL Moyes Litespeed RX4 02:43:22 935
3 Gordon Rigg GBR Moyes Litespeed RX3.5 02:49:22 874
4 Jonas Lobitz NZL   02:56:23 799
5 Trent Brown AUS Moyes RX 02:58:17 770
6 Jonny Durand AUS Moyes RX 02:59:18 741
7 Conrad Loten NZL   03:11:01 735
8 Christian Voiblet SUI Wills Wing T2C 03:11:34 726
9 Guy Hubbard AUS Moyes RS 03:12:22 720
10 Lukas Bader GER Moyes RS 03:12:24 713

The task:

No Dist. Id Radius
1 0.0 km FORBE 400
2 SS 9.6 km FORBE 10000
3 56.7 km MARSDE 400
4 107.1 km TYAGON 20000
5 ES 162.1 km STOC15 400


# Name Nat Glider Total
1 Zac Majors USA Wills Wing T2C 144 1700
2 Attila Bertok HUN Moyes RX 5 1661
3 Jochen Zeischka BEL Moyes RX 4 1648
4 Gordon Rigg GBR Moyes RX 3.5 1641
5 Olav Opsanger NOR Moyes RX 3.5 1640
6 Jonny Durand AUS Moyes RX 3.5 1600
7 Gerolf Heinrichs AUT Moyes RX 3.5 1587
8 Christian Voiblet SUI Aeros 1549
9 Olav Olsen NOR Moyes RX 3.5 1539
10 Jonas Lobitz NZL Moyes RS 3.5 1530

Vicki gets this shot:

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2015 Forbes Flatlands »

Thu, Jan 1 2015, 7:35:11 pm EST

33 in goal

Øyvind Ellefsen|Attila Bertok|Forbes Flatlands 2015|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon "Jonny" Durand jnr|Wills Wing|Wills Wing T2C


Task 1 results updated:

# Name Nat Glider Time Total
1 Attila Bertok Hun 02:36:59 967
2 Olav Opsanger Nor 02:38:19 931
3 Gerolf Heinrichs Aut Moyes Litespeed RS3.5 02:43:17 883
4 Olav Olsen Nor Moyes Rs 02:52:29 868
5 Jonny Durand Aus Moyes RX 02:39:59 860
6 Len Paton Aus 02:41:44 840
7 Christian Voiblet Sui Wills Wing T2C 02:48:38 825
8 Oyvind Ellefsen Nor Moyes Litespeed Rs 4 02:48:42 823
9 Glen Mcfarlane Aus Moyes RX 02:42:54 821
10 Gijs Wanders Ned 02:58:36 807

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2015 Forbes Flatlands »

January 1, 2015, 8:40:16 EST

2015 Forbes Flatlands

Good to see Gerolf competing

Attila Bertok|Forbes Flatlands 2015|Gerolf Heinrichs|Gordon Rigg|Jon "Jonny" Durand jnr|Moyes Litespeed RX|Wills Wing|Wills Wing T2C


Task 1:

# Name Nat Glider Time Total
1 Attila Bertok HUN   02:36:59 974
2 Gerolf Heinrichs AUT Moyes Litespeed RS3.5 02:43:17 900
3 Jonny Durand AUS Moyes RX 02:39:59 871
4 Len Paton AUS   02:41:44 850
5 Christian Voiblet SUI Wills Wing T2C 02:48:38 837
6 Glen Mcfarlane AUS Moyes RX 02:42:54 829
7 Gijs Wanders NED   02:58:36 828
8 Gavin Myers AUS Moyes LSS 03:01:53 808
9 Harrison Rowntree AUS   03:02:18 795
10 Gordon Rigg GBR Moyes Litespeed RX3.5 02:55:56 781

Zac hasn't been scored yet.

Task 1:

No Dist. Id Radius
1 0.0 km FORBE 400
2 SS 4.6 km FORBE 5000
3 71.1 km CANOWI 400
4 118.8 km MOLONG 5000
5 ES 135.1 km MANI15 200

A number of of pilots haven't been scored yet.

There are six sport class pilots also.

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Steve Pearson on Wills Wing Innovations

July 3, 2014, 6:24:19 MDT

Steve Pearson on Wills Wing Innovations

Responds to Gerolf

Bill Moyes|Gerolf Heinrichs|Steven "Steve" Pearson|Terry Reynolds|Wills Wing

Steven Pearson <<Steve>> writes:

Gerolf Heinrichs writes: Wills is not exactly famous for being innovative. They have copied everything Moyes and Icaro have developed in the topless glider era, and currently they benefit from a low US dollar for their selling success.

Gerolf should know better but maybe he's forgotten a few of the features that I introduced and that he copied and applied to the Litespeed. In fairness, many of these features were already part of his Laminar that was the basis of the initial Litespeed so maybe Gerolf isn't aware of their origin. For anyone who disputes that the following features are essential to "the topless glider era", I challenge them to develop a glider without them or to list comparable technologies aside from those by Thevanot. The three people who come to mind when I think about the modern hang glider are Roy Haggard, Tom Price and Gerard Thevanot. The innovations by those three and the following are 95% of a T2.

There are certainly a few non-essential features of the T2 that relied on innovation from others. Two that come to mind are the curved tip configuration developed by Bob Trampeneau and more recently the raked tips introduced by Icaro. I was particularly impressed by the Icaro raked tips since I had almost given up on solutions to improve the aerodynamic penalty associated with the pointed planform of 'curved tips' which is the reason I was so reluctant to adopt them initially. I honestly can't think of anything developed by Gerolf that's part of the T2 or any other model that we produce.

The (inflight adjustable) VG system is certainly essential and I'm not sure who to attribute that to. I think Bob Trampeneau released the first production glider but others also had prototype systems on their gliders.

Enclosed keel from the Wills Wing HP, one of the most copied gliders in history. Before that, all of our competitors had tall keel pockets. When Bill Moyes saw the HP in 1984, all he could say to me was "it will never climb mate". Within a few years and ever since, every high-performance glider has had the same configuration.

7075 tubing in the 1986 Sport (Gerolf's first glider). The Sport was not the first hang glider to use 7075 tubing but the first with now industry standard 42/44/50/52/60/62 mm tubing and the first by a major manufacturer. Without question, it was the overwhelming success of the Sport and HP-AT that compelled every else to adopt it with Moyes being last (pushed by Gerolf) by over 15 years.

Carbon airframes have a long history. UP was certainly the pioneer with their carbon Spider in ~1978. The subsequent damage issues associated with that prototype made us very caution. Nevertheless, we evaluated a carbon Raven in 1979 and abandoned that when a market survey didn't support the option price. Much later, the restructured UP was again the first to offer a popular production carbon airframe but carbon wasn't widely adopted until LaMouette introduced the topless carbon crossbar followed by simultaneous following releases by WW, Icaro and Moyes. I don't recall Gerolf having any part of these products.

The kingpost hang system, prototyped on the Duck in 1983 and introduced on the 1986 Sport. Without a kingpost, this becomes a hang-T. Elevated hang systems are essential for reducing pitch and roll pressures and everyone uses them. Before the kingpost hang, others used "pitchys" and French connections.

Stepped leading edges with crescents using larger diameter 60/62 in front and smaller 50/52 in the rear, introduced on the HP-AT and later copied by Moyes, Icaro, Aeros and others. Oh, all our airframe plans have been published in our owners manuals for others to copy since 1978. I haven't seen a frame plan in anyone else's manual.

Sprogs. Gerolf freely admits that I designed this system, which is self-evident since Moyes and everyone either buys the brackets from us or has made their own copies.

Shear ribs. On gliders with over 50% double surface, you either need a lot of straight battens to support bottom surface shape (as we all did in the past) or the configuration that I designed where the top surface battens prevents the bottom surface from blowing down at high speed. In addition to the weight savings, shear ribs add many other aerodynamic and stability advantages that cannot be replicated with battens. I shared many details of shear rib shaping related to longitudinal stability with Gerolf over 10 years ago.

Carbon high-performance control bar. I'm a bit surprised that Gerolf forgot about this since he personally (and other Moyes/Icaro pilots) bought one from me. Many firsts with this structure including manufacturing technology (pre-preg carbon, consolidated in a closed mold at 110C and 100 psi (7x vacuum pressure)), the machined hardware junctions which were copied in castings by Aeros and Icaro and much later a derivative by Moyes, the airfoil which was wind tunnel tested at less than 1/4 of the drag other downtubes, and the toed-in, canted down angles of the downtubes and basetube which I initially implemented in our early welded-steel bars in 1983. Incidentally, our detailed wind-tunnel results were posted on our website long before Moyes developed their derivative.

Technora sailcloth. Almost a first for Wills Wing except that Terry Reynolds used them on the TR3 years before I reintroduced them after overcoming my apprehension about the cost/performance ratio. I could write pages about this alone. It's not 6oz. As Gerolf says. UVODL06 is less than 4 oz. (165 gms/m) and UVODL04 is 3.2 oz, (135 gms/m). We haven't used inexpensive 'PX' in years because UVODL06 is far stronger at a fraction of the weight. The carbon reins on the UVODL04 sail are much stronger still. Why would I consider a heavier and weaker laminate like PX15 for the trailing edge except to save money? The latest Moyes Technora option, while certainly a major improvement over Code Zero, is still a substandard option because of conventional Mylar film with half the lifespan of UV film. We're still the only manufacturer with UV film which lasts twice as long as any other film independent of the fiber type, polyester, PEN, Kevlar, Technora or Carbon. Oh, and as far who was the first to use laminates in hang gliding sail, it was Duck Boone followed by me in 1979.

WW was also the first to use spanwise sail cuts to optimize the orthotropic sail material structural properties to the sail plan form. First with the WW XC in 1977 and subsequently in every WW glider since the Harrier in 1980 when I figured out how to shape a spanwise sail with pre-cambered battens

The first CNC sail cutter (1993). While this isn't a glider innovation, it's an essential tool in the development and production of modern hang glider sails and we invested in this technology long before others.

Gerolf just pushes lie after lie. He says about Wills Wing "they benefit from a low US dollar for their selling success." In fact, the producer of the Moyes machined fittings in China contacted me and quoted me far lower prices than I can produce them on our CNC in house at Wills Wing. I offer this because Gerolf is fond of suggesting that Wills Wing gliders are produced in China when he knows that to be untrue at the same time as he sources fabricated components from there! His premium "Code Zero" costs less than half of the cost of the standard no-extra-cost UVPT laminate on the T2C. If you compare the cost of manufacturing in southern California to Australia, you won't find a difference.

Our gliders cost less because I'm at Lookout doing demos over the 4th of July weekend instead of taking the summer off for flying tours in the alps. Check the test fly sticker on the T2s around you--in the vast majority of cases it will say 'SP' or 'MM', just one more indication of who cares most about the products delivered to their customers.

Gerolf⁣ discusses why we use carbon in our hang gliders

Wed, May 7 2014, 8:27:07 am EDT

Better handling, better performance, lighter and/or/both stiffer

Gerolf Heinrichs|video


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Gerolf's Adventure Flying Circus 2014

April 23, 2014, 8:34:56 EDT

Gerolf's Adventure Flying Circus 2014

Fly with Gerolf and Zhenya in Europe

Evgeniya "Zhenya" Laritskaya|Facebook|Gerolf Heinrichs|photo|video|weather

Gerolf Heinrichs <<gerolfontour>> writes:

With the European flying season on its way, our “Adventure Flying Project” is about to go into its third year. Originally starting out with only a small number of master classes in the very heart of Austria, Zhenya and I soon realized we would (a) have to expand our cross country flying play ground, and (b) extend our course variety to cope with the unexpectedly strong response.

In a nut shell: Our Adventure Flying courses aim at making non-alpine pilots familiar with the particularities of high Alpine cross country flying, and will introduce them to a remote and fascinating world of flying. A world, one would have a hard time, but to enter and enjoy without proper guidance or years of local experience.

“No alpine experience” now sure covers a lot of ground, and consequently requested us to offer and conduct courses for different skill levels. To this date we distinguish between “introductory” and “advanced” pilot levels. Yet, so far, we successfully managed to place everyone into their respective course – always trying to make sure pilots would neither get bored nor scared with the tasks I would have in mind on the given day.

If you feel you could be interested in one of these Adventure Flying courses, but worry this could be just another cross country clinic, you can already relax. My courses resemble very little similarity to the so-called cross country clinic concept.

Mostly, because I perceive my Adventure flying groups as gaggles of pilots which I just happen to lead and guide - and not as a number of patients who get charged to be diagnosed by Dr. HangGliding for their possibly “neurotic“ flying behavior :-)

Also, my own experience with cross country clinics is that they tend to be loaded with  “concern-talk”. While providing plenty of sitting together they often contain very little flying together.  But sitting out days on the hill and blaming imperfect conditions for it, is just not my idea of a great time.

As for the general course schedule now: Every Adventure Flying class runs over a period of a week, and – for the flying part of it – is conducted very similar to a typical National league competition training.

Starting with a morning briefing where the weather and the overall plan for the day was explained, we would eventually decide for a take-off location and meet there early enough to allow for an extensive weather analysis and task briefing. Setting tasks, working on alternatives and considering various safety outs in case wind and weather was not cooperating to plan would soon be a familiar procedure to the participants.

The flights themselves are conducted like air started races, with a pre-declared start time, a number of optional guiding points and some compulsory turn points as well as a final goal, of course. I fly every task with the group, giving hints and comments via radio. My aim is to explain WHY we go here and not there, and this way hopefully bring as many participants as possible around the course – but since the tasks can be challenging this is far from being a sure thing.

All participants are provided with 66-channel data loggers as to facilitate extensive flight analysis during evenly de-briefings. We also have heart rate monitors in use, which allow to link typical stress patterns to specific flying behavior and situations.

On the side we take photos and video footage from participants’ launches and landings (if possible), as well as lending out GoPro equipment and mounts, in order to acquire technical as well as scenic video material for later use.

Lectures and discussion on a vast variety of hang gliding related subjects - preferably held during evening sessions  - are rounding off the course activities.

If all this got you interested enough, please check out: http://adventure-flying.hginsider.com  for more detailed course information, or scroll through our Facebook site: https://www.facebook.com/pages/Adventure-Flying/357094734407623.

Discuss "Gerolf's Adventure Flying Circus 2014" at the Oz Report forum   link»

Pretty pictures - the GAP scoring system

February 7, 2013, 7:38:02 PST

The GAP scoring system

Sketch out how the points should be allocated between distance, speed, etc.

GAP|Gerolf Heinrichs|PG

What does the GAP 98 document say?

GAP scoring was developed for FAI by Gerolf Heinrichs, Angelo Crapanzano and Paul Mollison. The idea was to get a fair scoring system that was easily adaptable to any competition everywhere in the world, both for hang gliding and paragliding, with a philosophy easy to understand for the pilot, regardless of the mathematical complexity. To compare different tasks within the competition and to adapt the scoring to hang gliders or paragliders, different flying sites, pilot’s level and task philosophy, before the competition the meet director sets some parameters.

Is GAP easy to understand? We'll see if this is true as we proceed through this series.

One of the major scoring decisions that these three made was to apportion the points available to all pilots depending on whether they got to goal or not, depending on how fast they flew, depending on how early they started and in what order they arrived at goal. This is how they decided at first to apportion the 1000 available points, points that they thought each day should be potentially worth:

These essentially hand drawn curves express the idea that as more pilots make it into goal more points should be available for speed to give more reward to the pilots who went faster and less to distance, as getting to goal apparently wasn't that hard and getting distance was therefore not such a big deal. Arrival position and departure time points are a portion of the speed points (actually a portion of what's left over after the distance points are subtracted from the 1000 points), providing, it was hoped, some small incentive to go as early as possible, offsetting the risk of being out in front, perhaps alone.

Note the speed line at zero percentage of pilots at goal actually goes to zero points, although the graph doesn't show this. Arrival and Departure points also go to zero if no one gets to goal. This leaves us with 900 points for the pilot who goes the furthest on a day no one makes goal, which may or may not be a good thing. Is there a good reason to devalue such a day, other than it looks that way on the chart?

In order to use this pretty picture for actual scoring they came up with equations that matched the curves (that's right, the picture came first, then the scoring equations). I've had Excel chart a picture based on the equation that they came up with:

Now one might quibble that the pilots who landed out shouldn't get any points, but unfortunately that would encourage meet directors to call tasks that would be considered by most pilots to be too short.

Their work wasn't done and as they saw how the scoring system worked they decided to make some changes. Next came a revision to GAP 98 that eventually became GAP 2000:

In this iteration speed was now relatively less important as more pilots made it to goal and the pilots who didn't make it to goal didn't get hurt quite as badly. Also there were slight changes to Departure points with its multiplier increasing from 1.2 to 1.4, upping their value a bit. This is essentially the distribution of points that we've been living with since 2000.

2013 Worlds »

January 9, 2013, 7:22:31 AEDT

2013 Worlds


Chisato Nojiri|Conrad Loten|Corinna Schwiegershausen|Facebook|Gerolf Heinrichs|Jamie Shelden|Kathleen Rigg|Kraig Coomber|Moyes Litespeed RX|photo|video|weather|Wills Wing|Wills Wing T2C|Worlds 2013



In English here.




Opening ceremony: http://www.youtube.com/watch?v=SaaU-DCOwYw

First, Jamie Shelden has a Moyes Litespeed RX 3. Because she is a big girl she wanted a custom version with the big control frame. She's the only one apparently. She has a history with Gerolf Heinrichs and he has not been helpful to here (according to her). She is getting great help from Kraig Coomber, but still there is too much bar pressure. As far as I'm concerned, gliders are always a custom deal.

Second, Wolfgang Siess has a little bit of a crumbling up problem with his outboard carbon leading edge with at the outboard sprog on his Wills Wing T2C. It appears as though the heat here was a bit too much for this leading edge and it wrinkled and cracked and he noticed only after he landed on the first day. He noticed that the leading edge was soft.

He has a new outboard carbon leading edge in now and is getting Swiss Nick's glider shipped here for parts. This is the first time that this has been reported on a Wills Wing carbon leading edge.

Third, Chisato Nojiri from Japan was in in the 52 position at goal on the first day two places ahead of Corinna, to win the day for the women's competition (the Women's Worlds). Kathleen Rigg was in third, the last person to make goal. She had turtled earlier in the launch paddock.

Forbes on the practice day: http://www.youtube.com/watch?v=yx_BfnfVQ5c

Prime 7 News here.

The local paper:





Hot Weather, here.


The team in the lead after the first day:

Low top of lift over the tow paddock on the first day:

Attila Bertok, world champion »

January 8, 2013, 7:08:02 AEDT

Attila Bertok, world champion

Grace interviews him on flying in his home territory

Attila Bertok|Gerolf Heinrichs|Manfred Ruhmer


Who were your mentors?

My instructor, Istvan Szabo. I learnt to fly with Istvan in 1981. Internationally Thomas Suchanek, who won three World Championships and four European titles, was someone to look to and also John Pendry who was the 1985 World Champion and won European titles. Later on, Manfred Ruhmer came along who won three World Championships and four european titles. He is pure talent and I’m glad that he is coming to Forbes.

Are there any pilots out there that have helped you become the pilot you are today?

Thomas. I tried to learn the attitude from him, which basically means you don’t compromise. But there were also many other pilots earlier and later but he was the most influential for sure. And let’s not forget about Gerolf Heinrichs, who knows pretty much everything about all aspects of hang gliding.

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Sprogs and their settings

Fri, Dec 28 2012, 10:01:28 am PST

Whose numbers?

Øyvind Ellefsen|Christof Kratzner|CIVL|Dennis Pagen|Flip Koetsier|Gerolf Heinrichs|Jamie Shelden|Vicki Cain|video

What follows is taken from an email message sent out today by Vicki Cain, the Worlds' meet organizer, regarding sprogs and is my best interpretation of that email message (passages in blue are lightly edited to improve understanding).

Dennis Pagen on December 15th sent Vicki an email that contained a chart of the sprog setting values that he received from the glider manufacturers and that he was going to use for helping team leaders measure their team's gliders. You can find Dennis' chart here. Vicki's email message continues:

Unfortunately many of the sprog settings found in Dennis' document do not match up with what the reference data originally provided in 2009 by Christof Kratzner (see here). These were the basis of the sprog measurements in Laragne 2009, Ager 2010 and Monte Cucco 2011.

My understanding at this point is, that Dennis did not confirm the values that he received with the DHV/HGMA data base (here is the link to the English version of DHV database search) and that Dennis has used the values provided by the manufacturers instead.

Since most competing gliders are in fact truck-tested with the DHV, I then contacted Hannes Weiniger, head of the DHV technical department, and he was able to provide us with current sprog data of most all the glider models we might see competing in Forbes. I got his answer only two days ago.

We have now put all this data into a Forbes 2013 Sprog Chart. There, in the GREEN COLUMN you will find the sprog data for every model that has so far been successfully truck (pitch) tested. I added also the data of models that have been confirmed HGMA truck tested (as far as known).

Hannes Weiniger also provided a link to the DHV pdf-datasheets where under point 16 you can see the sprog angles for yourself (bigger pair of number for loose VG inboard/outboard, smaller pair of numbers for tight VG inboard/outboard).

To see the DHV sprog setting values click here. Type in the manufacturer's name in the appropriate field, click Search, then click on the certified model, and upon picking a model, click on top of the window a Datasheet button, which opens the Datasheet pdf link, and scrolling down to line number 16, you'll find the sprog figures.

What follows is a discussion of what tolerances to use:

What is left to do now – and it is something that I could not decide on my own – is deciding the sprog measuring tolerance. The DHV argues - and Moyes would support their point - that a tolerance of 2 degrees per sprog proved to be too big a safety compromise, and renders the whole sporg measuring efforts practically worthless.

The DHV then trialed a 1 degree tolerance per sprog against truck tested figures at their Nationals. This approach seems more reasonable, and experience shows that gliders still fly satisfyingly well this way. However, manufacturers would likely want to use this overall 2 degree tolerance margin in a more sophisticated way.

I consulted with Steve Moyes and Gerolf Heinrichs about this, and Moyes Gliders for instance does not want the inboard sprogs on our models lowered to as much as a degree below certification. Their findings from inflight video footage is “ that the inboard sprog rarely engages in flight, but being the much stronger and stiffer member in the sprog configuration would we the main reason to prevent a pilot from tumbling in severe conditions.“

For that reason we suggest that manufacturers should have the liberty to lower the sprogs within a 2 degree overall limit, where no single sprog can be lowered more than 1.5 degrees below the truck-tested figures. (e.g. : the RS3.5, certified to 4.65/7.35 could then compete as low as 4.15/6.0 degs, consuming less than 1.35 degrees on the outboard, and but only 0.5 degrees on the inboard, and thus staying within the 2 degree overall limitation).

The so-called manufacturer settings, would then turn into what could be called manufacturer tolerance settings. The truck-tested figures would become the sole reference base to the glider settings, and unsubstantiated guessed-up prototype sprog figures would be a thing of the past. As a default - if manufacturers are not suggesting otherwise that is - we then should go by the 1 degree-per-sprog rule.

Flip Koetsier «Flip Koetsier» writes:

The Forbes 2013 Sprog Chart looks like the document that we have always needed. Without going into detail about where (and when) the figures in the chart have been collected, I was rather surprised about differences in sprog angles in the manufacturers information that Dennis received in the past months and the figures on the chart. I hope that the organiser and CIVL Hang Gliding subcommittee (Dennis and Oyvind?) will come to an agreement about this.

Vicki, although your motivations for the 2 degree overall tolerance limit sound valid (to me), I think that you should know that the CIVL Hang Gliding subcommittee has agreed (seconded by Jamie Shelden) that all gliders should comply with a 1 degree per sprog tolerance. Your suggested 2 degree over all (shared between both sprogs) tolerance puts some "outside sprog angles" below the 1 degree limits.

2012 Austrian Nationals »

July 10, 2012, 7:28:27 CDT

2012 Austrian Nationals

Wolfi wins

Austrian Nationals 2012|Gerolf Heinrichs|Manfred Ruhmer|Wills Wing

Austrian Nationals 2012|Gerolf Heinrichs|Manfred Ruhmer|Moyes Litespeed RX|Wills Wing

Austrian Nationals 2012|Gerolf Heinrichs|Manfred Ruhmer|Moyes Litespeed RX|Wills Wing|Wills Wing T2C

Austrian Nationals 2012|Gerolf Heinrichs|Manfred Ruhmer|Moyes Litespeed RX|Wills Wing|Wills Wing T2C

# Name Glider Total
1 Wolfgang SIESS Wills Wing T2C 154 2755
2 Tom WEISSENBERGER Moyes Litespeed RS 3.5 2663
3 Walter MAYER Moyes Litespeed RS 3.5 2584
4 Manfred TRIMMEL Wills Wing T2C 2425
5 Gerolf HEINRICHS Moyes Litespeed RX 3.5 2244
6 Eduard MEUSBURGER Moyes Litespeed RS4 Zero 2070
7 Christian PREININGER Moyes Litespeed RX 3.5 1930
8 Günther TSCHURNIG Icaro 2000 Laminar Z9 1877
9 Raimund KAISER Icaro 2000 Laminar Z9 13.7 1771
10 Philipp HOFMANN Wills Wing T2C 1641


Wolfi is happy:

Wolfi, with Tom and Walter.

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The Flytec Race and Rally

The Flytec Race and Rally

We head north from Moultrie

Daniel Vé|Daniel Vélez Bravo|Daniel Vélez Bravo|Davide Guiducci|Dustin Martin|Facebook|Gerolf Heinrichs|James Stinnett|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Kraig Coomber|Moyes Litespeed RX|Paris Williams|Quest Air|Robin Hamilton|Wills Wing T2C|Zac Majors





Wolfi here
Ben here
Konrad here
Jonny here
Alex Cuddy here
David Aldrich here

The gnats are bothering everyone and a great plague on the east coast.

The task is north to the small town of Cordelle, just west of Interstate 75, then cross wind to the west 40 km to the Americus airfield.

The totals before the last task:

# Name Nat Glider T 1 T 2 T 3 T 4 Total
1 Dustin Martin USA Wills Wings T2C 154 930 901 892 910 3633
2 Paris Williams USA Paris Combat GT 13.2 897 876 906 845 3524
3 Pedro L. Garcia ESP Wills Wings T2C 144 820 888 898 908 3514
4 Kraig Coomber USA Moyes Litespeed RX 3.5 855 825 912 911 3503
5 Jonny Durand AUS Moyes Litespeed RX 3.5 931 846 855 869 3501
6 James Stinnett USA Wills Wings T2C 144 899 895 882 772 3448
7 Robin Hamilton USA Moyes Litespeed RS 4 959 741 905 766 3371
8 Carl Wallbank GBR Moyes Litespeed RS 3.5 838 737 860 933 3368
9 Eduardo Oliveira BRA Wills Wings T2C 154 934 820 916 665 3335
10 Davide Guiducci ITA Wills Wing T2C 144 953 900 716 739 3308
11 Zac Majors USA Wills Wings T2C 144 558 908 896 919 3281
12 Daniel Velez COL Wills Wings T2C 144 - "Circa" 831 817 913 615 3176
13 Glen McFarlane AUS Moyes Litespeed RS 4 441 861 887 907 3096
14 Wolfgang Siess AUT Wills Wings T2C 154 849 739 697 779 3064
15 Edoardo Giudiceandrea ITA Wills Wings T2C 154 818 860 695 680 3053

Gerolf Heinrichs writes (but not to me):


you got to help us out here. The Rallye is just not happening online these days. Davis is light years behind the action on his float, Jamie's twitters are stuck with task1, her linked-to articles are from 2009. And the scoring sucks ass being like a day or two late - who by the way is in charge there? Girls, only girls now? - oh boy.

I didn't think I would ever have to say that, but you and some more top pilots on bloody FACEBOOK are the best source of information we can get hold on these days - this is really depressing.

I mean, how hard can it be in hitec-infested America to have some goalie send one bloody twitter text with the names of the pilots as they arrive in goal. It could be done in the ozzy outback with no problem.

We can't wait and rely on the freaking bloggers to tell the news, because they are seemingly all only concerned about selling us their personal up-and-down stories.

I wonder, is there one, just one person left with an intact journalistic attitude? One person, who can sum up the story of the day without mingling in his/her personal POV?


Jeez, looking at the preliminary results, I would think that Gerolf would be happy that we've fallen down on the job and not met his high standards.

Forbes Flatlands - final results »

January 15, 2012, 0:44:39 AEDT

Forbes Flatlands - final results

Rohan wins, Attila second, Scott third

Aeros Combat|Attila Bertok|Curt Warren|Davide Guiducci|Forbes Flatlands|Gerolf Heinrichs|Rohan Holtkamp|Rohan Taylor|Scott Barrett|Trent Brown|Tullio Gervasoni|Wills Wing T2C


Task eight:

# Name Nat Glider SS ES Time Total
1 Gerolf Heinrichs AUT Moyes RX 3.5 14:31:17 18:14:24 03:43:07 1000
2 Attila Bertok HUN Moyes Litespeed S 5 14:30:54 18:31:07 04:00:13 881
3 Jonas Lobitz NZL Moyes RS 3.5 14:31:14 18:35:18 04:04:04 870
4 Peter Dall AUS Airborne Rev 14.5 14:44:05 18:39:30 03:55:25 869
5 Curt Warren AUS Moyes RS 4 15:00:00 18:56:52 03:56:52 801
5 Davide Guiducci ITA Moyes RS 3.5 14:35:58 18:50:30 04:14:32 801
7 Matthew Barlow NZL Moyes RS 4 14:31:10 18:50:06 04:18:56 795
7 Trent Brown AUS Moyes RS 3.5 14:42:40 18:55:39 04:12:59 795
9 Rohan Holtkamp AUS Airborne Rev 13.5 14:35:43 18:52:23 04:16:40 791
10 Franz Herrmann SUI Aeros Combat 13.5 14:35:39 18:55:08 04:19:29 784


# Name Nat Glider Total
1 Rohan Holtkamp AUS Airborne Rev 13.5 6628
2 Attila Bertok HUN Moyes Litespeed S 5 6516
3 Scott Barrett AUS Airborne Rev 13.5 5847
4 Adam Stevens AUS Airborne Rev 13.5 5739
5 Hans Kiefinger GER Aeros GT 13.2 5707
6 Tullio Gervasoni ITA Wills Wing T2C 144 5676
7 Roland Wöhrle GER Moyes RS 3.5 5665
8 Jonas Lobitz NZL Moyes RS 3.5 5633
9 Trent Brown AUS Moyes RS 3.5 5626
10 Lukas Bader GER Moyes RS 4 5603

Having forgotten that the first turnpoint in the swamp was 5 KM instead of 400 meters Rohan found himself low at about 100 meters while those who remembered were thermaling back up behind him.

Forbes Flatlands - task seven results »

January 14, 2012, 8:33:55 AEDT

Forbes Flatlands - task seven

A tight contest

Airborne Rev|Attila Bertok|Curt Warren|Davide Guiducci|Forbes Flatlands|Gerolf Heinrichs|John Smith|Primoz Gricar|Rohan Holtkamp|Rohan Taylor|Scott Barrett|Trent Brown|Tullio Gervasoni|Wills Wing T2C


Task Seven:

# Name Nat Glider SS ES Time km/h Dist. Total
1 Curt Warren AUS Moyes RS 4 14:40:50 18:17:19 03:36:29 45.6 174.5 999
2 Attila Bertok HUN Moyes Litespeed S 5 14:26:02 18:21:58 03:55:56 41.9 174.5 945
3 Gerolf Heinrichs AUT Moyes RX 3.5 14:27:13 18:22:51 03:55:38 41.9 174.5 941
4 Davide Guiducci ITA Moyes RS 3.5 14:39:24 19:01:57 04:22:33 37.6 174.5 886
5 Rohan Holtkamp AUS Airborne Rev 13.5 14:38:35 19:02:20 04:23:45 37.5 174.5 882
6 Roland Wöhrle GER Moyes RS 3.5 14:25:34 19:02:24 04:36:50 35.7 174.5 867
7 Tullio Gervasoni ITA Wills Wing T2C 144 14:26:45 19:02:33 04:35:48 35.8 174.5 866
8 Scott Barrett AUS Airborne Rev 13.5 14:38:43       174.5 807
9 Trent Brown AUS Moyes RS 3.5 14:24:22       172.6 802


# Name Nat Glider Total
1 Rohan Holtkamp AUS Airborne Rev 13.5 5837
2 Attila Bertok HUN Moyes Litespeed S 5 5635
3 Scott Barrett AUS Airborne Rev 13.5 5095
4 Adam Stevens AUS Airborne Rev 13.5 5036
5 Hans Kiefinger GER Aeros GT 13.2 4951
6 Tullio Gervasoni ITA Wills Wing T2C 144 4939
7 Roland Wöhrle GER Moyes RS 3.5 4906
8 John Smith NZL Moyes RS 4 4902
9 Primoz Gricar SLO Aeros Combat 13.5 GT 4893
10 Lukas Bader GER Moyes RS 4 4851

Forbes Flatlands - day two »

Forbes Flatlands 2012

Actual results

Adam Parer|Cameron Tunbridge|Forbes Flatlands|Gerolf Heinrichs|Primoz Gricar|Roberto Nichele|Rohan Holtkamp|Rohan Taylor|Scott Barrett|Tullio Gervasoni|Wills Wing T2C


Eye witnesses had difficulty determining who was actually first into goal yesterday as there was a 400 meter cylinder instead of a line. Also pilots get their individual start times:

# Name Nat Glider SS Time Total
1 Scott Barrett AUS Airborne Rev 13.5 14:35:33 03:12:05 991
2 Roberto Nichele SUI WillsWing T2C 144 14:33:00 03:14:25 969
3 Tullio Gervasoni ITA Wills Wing T2C 144 14:35:38 03:13:15 966
4 Rohan Holtkamp AUS Airborne Rev 13.5 14:31:29 03:17:03 946
5 Jonas Lobitz NZL Moyes RS 3.5 14:33:39 03:16:18 932
6 Adam Parer AUS Moyes RS 3.5 14:31:06 03:18:39 921
7 Gerolf Heinrichs AUT Moyes RX 3.5 14:30:50 03:19:38 914
8 Anton Struganov RUS Aeros CombatL 13,7 09 14:30:55 03:19:14 909
9 Jean Souviron FRA Moyes RS 3.5 14:31:15 03:20:17 904
10 Lukas Bader GER Moyes RS 4 14:30:38 03:21:57 890

Total after two days:

# Name Nat Glider Total
1 Rohan Holtkamp AUS Airborne Rev 13.5 1497
2 Scott Barrett AUS Airborne Rev 13.5 1458
3 Edoardo Giudiceandrea ITA WW T2C 154 1455
4 Jean Souviron FRA Moyes RS 3.5 1394
5 Lukas Bader GER Moyes RS 4 1385
6 Anton Struganov RUS Aeros CombatL 13,7 09 1310
7 Primoz Gricar SLO Aeros Combat 13.5 GT 1305
8 Gerolf Heinrichs AUT Moyes RX 3.5 1297
9 Cameron Tunbridge AUS Airborne Rev 14.5 1278
10 Tullio Gervasoni ITA Wills Wing T2C 144 1271

Forbes Flatlands 2012 »

January 3, 2012, 8:08:05 AEDT

Forbes Flatlands 2012

Couldn't be better

Facebook|Gerolf Heinrichs|Vicki Cain|video


Forbes - one of most suitable places on the continent for hang gliding XCountry flying. World Hang gliding Championship will be held there in January 2013. Here some emotions from a training day. Footage is filmed by Gerolf Heinrichs and Lukas Bader, the interview is made with Vicki Cain, the organiser of the hang gliding worlds.

Pictures here.

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Helmet⁣s - the CIVL Bureau should form a working group »

Thu, Aug 11 2011, 9:26:49 am CDT

Following the petition for a suspension of the requirement for certified helmets

CIVL|Gerolf Heinrichs|helmet|Mart Bosman|Scott Barrett|Zac Majors

There has been a movement to form a Working Group of CIVL to review the requirement for certified (EN 966) helmets in Category 1 competitions. This became a very controversial issue at the last Worlds and many pilots (the overwhelming majority of pilots at the Worlds) have asked for a suspension of the rule for the 2012 pre-Worlds. To address the issue of what to do about the rule after the pre-Worlds, pilots are asking for a Working Group that will address the issues of certification and the appropriateness of the EN 966 certification for hang gliding. The point is not to come up with a new certification for hang gliding helmets but rather to choose an appropriate path for the future of helmets in hang gliding.

I have listened to a number of pilots make recommendations for members of the Working Group and I have the following suggestions:

Scott Barrett (see his previous article on being allowed to use helmets with "higher" certification than EN 966), Gerolf Heinrichs (he raised the issue at the Worlds and feels that EN 966 is not appropriate for hang glider pilots), Mart Bosman (concerned that pilots were placing certification stickers on non certified helmets), Zac Majors (felt that other helmets were more appropriate for hang glider pilots), and Hagen Lobitz (an engineer who felt that the modification made by pilots and allowed at the Worlds were making the helmets more dangerous).

I ask the CIVL Bureau to appoint these interested individuals to a Working Group to work on the helmet certification issue and to immediately suspend the existing rule for the 2012 (January) pre-Worlds.

Gerolf and Andre missing from the Worlds

Sun, Jul 17 2011, 5:08:55 pm EDT

Gerolf and Andre missing from the Worlds

We will miss flying with them

Gerolf Heinrichs|Worlds|Worlds 2011

Andre had some trouble with his passport being stolen and other items at an AutoGrill (restaurant) on the way to Sigillo. Decided to take care of the problems and not come to the Worlds. Gerolf dug himself a pretty deep hole refusing to fly with any helmet other than his own. Decided not to register.

See here: http://ozreport.com/forum/viewtopic.php?t=24358

We are sorry that they are not going to be with us.

2010 Dutch Open »

August 13, 2010, 8:00:01 CDT

2010 Dutch Open

Less restrictive airspace

Dutch Open 2010|Evgeniya "Zhenya" Laritskaya|Gerolf Heinrichs|Jamie Shelden|Trent Brown


Jamie Sheldon's blog here

Koos de Keijzer <<koos>> writes:

The problems during the Pre-Words released a lobby among local politicians in the province. It looks like they understand the problem. But changing the rules will take a lot more time.

In the mean time, we (the Dutch) wanted to stretch the rules a bit to make task setting easier, and making flying to Gubbio also possible for sport class gliders. That's why we chose sticking to the rules and installing a big error margin of 500 meters. Going up to 1820m plus 500m meant a warning, second time (during the comp) a zero for the day. Maybe not the best solution, but having the local politicians already supporting us we took the chance. Possible for a Cat 2 event, probably not for a Cat 1.

It worked. About fifteen pilots got a warning, but luckily only one a zero for entering zone 2 the day after his first warning.

# Name Nat Total
1 Gerolf Heinrichs AUT 3811
2 Vladimir Leuskov RUS 3515
3 Jochen Zeischka BEL 3423
4 Trent Brown AUS 3397
5 Alexandre Trivelato BRA 3264
6 Koos de Keijzer NED 3236
7 Gerd Doenhuber GER 3181
8 Pedro Garcia ESP 3113
9 Rob In 't Groen NED 3058
10 Anton Struganov RUS 2896

Looks like the first four tasks were the only tasks, and the above are the final results.

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2010 Dutch Open »

August 10, 2010, 5:05:03 pm GMT+0200

2010 Dutch Open

At Montecucco

Dutch Open 2010|Gerolf Heinrichs|Jamie Shelden|Mart Bosman|Trent Brown|Tullio Gervasoni

Jamie Sheldon blog /task tweets here
Jamie's tweets


Daphne Schelkers <<ladeesse7>> writes:

The Dutch Open started yesterday with eighty pilots from fourteen nations at Montecucco. The biggest Dutch Open ever! The competition blog (in English) can be found here: www.zeilvliegen.nl.

The results can be found there also.


# Name Nat Time Total
1 Alexandre Trivelato BRA 01:50:56 1000
2 Pedro Garcia ESP 01:51:58 968
3 Trent Brown AUS 01:53:08 945
4 Mart Bosman NED 01:53:28 938
4 Gerolf Heinrichs AUT 01:53:30 938
6 David Brito Filho BRA 01:55:12 915
7 Tullio Gervasoni ITA 01:55:18 914
8 Vanni Accattoli ITA 02:00:26 866
9 Vladimir Leuskov RUS 02:01:03 864
10 Hans Kiefinger GER 02:01:23 857

Looks like there airspace problems after all with the second task. I don't know what the height of the lower limit is. I had assumed 8,000', which we never got to at the pre-Worlds.

The 2010 European Championships

July 24, 2010, 3:44:30 pm GMT+0200

The 2010 European Championships

Julia at 26th is the new "unofficial" European women's champion

Alessandro "Alex" Ploner|Attila Bertok|Christian Ciech|Davide Guiducci|Filippo Oppici|Gerolf Heinrichs|Gordon Rigg|Jon "Jonny" Durand jnr|Martin Harri|Primoz Gricar|Thomas Weissenberger|Wills Wing T2C


# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 8153
2 Thomas Weissenberger AUT Moyes Litespeed RS3.5 8012
3 Attila Bertok HUN Moyes Litespeed 7847
4 Mario Alonzi FRA Aeros Combat 09 GT 13.2 7842
5 Dan Vyhnalik CZE Aeros Combat 09 14L 7803
6 Primoz Gricar SLO Aeros Combat 09 GT 13,2 7528
7 Grant Crossingham GBR Moyes Litespeed RS 3.5 7449
8 Christian Voiblet SUI Aeros Combat 09 GT 13,2 7430
9 Martin Harri SUI Moyes Litespeed RS 3.5 7386
10 Balazs Ujhelyi HUN Moyes Litespeed RS4 7380
11 Alessandro Ploner ITA Laminar Z9 (Icaro) 7073
12 Elio Cataldi ITA Wills Wing T2C 6999
13 Carl Wallbank GBR Moyes Litespeed RS 3.5 6852
14 Filippo Oppici ITA Moyes LITESPEED RS4 6850
15 Davide Guiducci ITA LITESPEED S3,5 (Moyes) 6712
16 Gordon Rigg GBR Moyes Litespeed S4 6689
17 Jon Durand Jnr AUS Moyes Litespeed RS 3,5 6535
18 Marc Utrillo ESP Aeros Combat L09 6283
19 Christian Ciech ITA Laminar Z9 (Icaro) 5879
20 Luis Rizo Salom FRA Wills Wing T2C 144 5864


# Name Total
1 ITA 22803
2 AUT 22642
3 SUI 22351
4 GBR 22254
5 FRA 20764
6 HUN 20735
7 CZE 20234
8 GER 19030
9 SLO 18033
10 RUS 16858

The 2010 European Championships

July 23, 2010, 6:34:51 pm GMT+0200

The 2010 European Championships

Gerolf is the new European Champion

Attila Bertok|Corinna Schwiegershausen|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Thomas Weissenberger

Scorer's blog
Jamie Sheldon blog /task tweets here
Jamie's tweets
Jonny Durand's blog here.
DHV reports here
Corinna's Sky here
Matjaz Klemencic blog here
Daphne Schelker's blog here
German Team live tracking on Leonardo Live here

Jamie writes:

37 in goal so far and a few on final still.

Scorekeeper writes:

Team Results (Provisional) 1st Italy 22800 pts. 2nd Austria 22636 pts. 3rd Switzerland 22348 pts.

Overall (Provisional) Gerolf Heinrichs (AUT) Thomas Weissenberger (AUT) Attila Bertok (HUN)

Mario Alonzi (FRA) won the Task 9 50 pilots at Goal in Calaf

The 2010 European Championships

July 21, 2010, 7:14:27 pm GMT+0200

The 2010 European Championships

Rough conditions on launch

Attila Bertok|Christian Ciech|Corinna Schwiegershausen|Davide Guiducci|Filippo Oppici|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Julia Kucherenko|Martin Harri|Oliver "Olli" Barthelmes|Thomas Weissenberger

Scorer's blog
Jamie Sheldon blog /task tweets here
Jamie's twitters
Jonny Durand's blog here.
DHV reports here
Corinna's Sky here
Matjaz Klemencic blog here
Daphne Schelker's blog here
German Team live tracking on Leonardo Live here

Scorer writes:

Pilots at goals by 7 PM for task eight:

Jon Durand (AUS), Primoz (SLO), Thomas Weissenberger (AUT), Zin (FRA), Martin Harri (SUI), Gerolf Heinrichs (AUT), Mario Alonzi (FRA), Cataldi (ITA), Ciech (ITA), Balazs (HUN), Attila Bertok (HUN), Hermann (SUI), Kavanagh (GBR), Voiblet (SUI), Gordon (GBR), Guiducci (ITA), Moroder (ITA), Blay Snr (ESP), Peternel (SLO), Corinna (GER), Wolfgang (AUT), Struganov (RUS), Dave Matthews (GBR), Barthelmes (GER), Dan Vyhnalik (CZE), Filippo Oppici (ITA), Grant (GBR), Kathleen (GBR), Klemencic (SLO), Cejka (CZE), Tom (BEL), Jochen (BEL), Rob In T'Groen (NED), Julia Kucherenko (RUS), Marc Utrillo (ESP), Rizo (FRA), Pedro Garcia (ESP), Trimmel (AUT), Balog (HUN)...

Jamie http://twitter.com/naughtylawyer writes:

Tom first, Christian second and Pippo third. Many here, but many didn't make the whole course.

Scorekeeper writes:

TASK 8 ( Provisional 21:15)

Christian Ciech (ITA) 1:33:56 956 points
Thomas Weissenberger (AUT) 1:33:54 989 points
Filippo Opicci (ITA) 1:34:17 970 points
Elio Cataldi (ITA) 1:34:31 968 points
Martin Harri (SUI) 1:34:57 949 points

OVERALL (Provisional 21:15)

Gerolf Heinrichs (AUT) 7251 points
Thomas Weisenberger (AUT) 7123 points
Attila Bertok (HUN) 6890 points

The 2010 European Championships

July 20, 2010, 8:57:58 pm GMT+0200

The 2010 European Championships

Gerolf is patient as no one flies.

Alessandro "Alex" Ploner|Attila Bertok|Corinna Schwiegershausen|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Primoz Gricar|Thomas Weissenberger

Scorer's blog
Jamie Sheldon's blog /task tweets here
Jamie's twitters
Jonny Durand's blog here.
DHV reports here
Corinna's Sky here
Matjaz Klemencic blog here
Daphne Schelker's blog here
German Team live tracking on Leonardo Live here

Jamie writes:

Going into the last three days of the competition, Gerolf has a solid lead – about 200 points on Tom Weissenberger in second. I had a chance to chat with Gerolf on launch yesterday and get a little insight into what is driving him these days. His last major win was in Croatia at the Pre-Euros in 2005. Right around that same time he won the French Nationals in Laragne (2005) and the British Nationals also in Laragne (2006). But, he’s not had a great run since then.

So I asked what he thought it was that was giving him such a good run this time around. Not only is he leading overall, but he has won three out of seven tasks here. At 50, what suddenly starts to kick in, I wondered? Patience, I was told, is that answer. I have to say, that made me laugh more than a little bit. I don’t think anyone would say Gerolf is known for his patience. But Gerolf recons that is exactly what it is. For perhaps the first time in his flying career, he has learned to slow down. Maybe that comes with age? He thinks so. Between this new-found patience and having a solid start on the first tasks, he’s in a great spot mentally. He went on to explain that winning a few in the beginning certainly puts you in the right state of mind for backing off and letting the others rush themselves into the ground. Blay, for example, is a fantastic new young pilot. But all of his energy and enthusiasm has translated – this week at least - into pushing much too hard and ending up on the deck.

Gerolf sounds rather surprised with his success this week, adding “Is this serious? It’s like magic!” Maybe it's all the recognition he's getting from all the "freaking bloggers" here ;-)

# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 6425
2 Thomas Weissenberger AUT Moyes Litespeed RS3.5 6134
3 Attila Bertok HUN Moyes Litespeed 6079
4 Dan Vyhnalik CZE Aeros Combat 09 14L 5966
5 Mario Alonzi FRA Aeros Combat 09 GT 13.2 5945
6 Primoz Gricar SLO Aeros Combat 09 GT 13,2 5754
7 Alessandro Ploner ITA Laminar Z9 (Icaro) 5739
8 Grant Crossingham GBR Moyes Litespeed RS 3.5 5678
9 Christian Voiblet SUI Aeros Combat 09 GT 13,2 5675
10 Carl Wallbank GBR Moyes Litespeed RS 3.5 5594

The two meets at Forbes

July 19, 2010, 5:58:06 pm GMT+0200

The two meets at Forbes

The Sport Class meet and then the Open Class meet

Attila Bertok|Curt Warren|Dragonfly|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon Durand jnr|record|Vicki Cain|weather

Vicki Cain <<moyes>> writes:


and  the


At Forbes next summer we will organise two competitions: the main Open Class competition and a separate Sports Class Competition which will begin earlier.

The Sport Class Competition will be held before the Open Class competition from Tuesday 28th December - Friday 31st December or Saturday 1st January. The focus will be on an introduction to competition flying, with an in depth weather and task briefing in the morning.

Gerolf Heinrichs will be the Meet Director and will chair the morning briefing. He will also fly the task. In the evening there will be a social/BBQ/meal and de brief of the days flights.

I'm not sure of entry fee or tow fees at this point. It will depend on what sort of budget I can put together as to how many pilots are interested. So please register your interest on the website at www.moyes.com.au/Forbes2011.

At the same time Curt Warren and Jonny Durand will host a Cross Country and Tuning seminar

As well as the Sport class competition and the Cross Country seminar, towing will be available all day for all pilots from the 28th December- 2nd January

So come join us if you want to practice for the Open Class competition or to obtain an aerotow endorsement or attempt record flights with Attila Bertok or have your glider tuned by a Jonny Durand.

You need to register your interest for each category so we can be sure to have enough Dragonfly's available.

* Forbes Flatlands Sports Class Championships 2011 - 28th December 2010 - 1st January 2011
* Cross Country Seminar - 28th December 2010 - 1st January 2011
* Record Flying - 28th December 2010 - 1st January 2011
* Tuning Seminar - 28th December 2010 - 1st January 2011
* Aerotow Endorsement Course - 28th December 2010 - 1st January 2011
* Practice Flying
* Forbes Flatlands Hang Gliding Championships 2011 - 2nd January 2011 - 12th January 2011

The web site is not quite ready for your input.

I asked Vicki if she thought that Aircraft Frequency Radios would be required for the competition. She felt that they wouldn't be as sanity would prevail.

Discuss "The two meets at Forbes" at the Oz Report forum   link»

The 2010 European Championships

July 19, 2010, 5:56:08 pm GMT+0200

The 2010 European Championships

Looks like a good day today, Monday July 19th

Alessandro "Alex" Ploner|Attila Bertok|Corinna Schwiegershausen|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Martin Harri|Primoz Gricar|Thomas Weissenberger

Scorer's blog
Jamie Sheldon blog /task tweets here
Jamie's twitters
Jonny Durand's blog here.
DHV reports here
Corinna's Sky here
Matjaz Klemencic blog here
Daphne Schelker's blog here
German Team live tracking on Leonardo Live here

Results after six tasks:

# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 5603
2 Attila Bertok HUN Moyes Litespeed 5294
3 Mario Alonzi FRA Aeros Combat 09 GT 13.2 5240
4 Martin Harri SUI Moyes Litespeed RS 3.5 5236
5 Thomas Weissenberger AUT Moyes Litespeed RS3.5 5170
6 Dan Vyhnalik CZE Aeros Combat 09 14L 5054
7 Carl Wallbank GBR Moyes Litespeed RS 3.5 4959
8 Franz Herrmann SUI Aeros Combat 09 GT 14 4930
9 Alessandro Ploner ITA Laminar Z9 (Icaro) 4901
10 Primoz Gricar SLO Aeros Combat 09 GT 13,2 4887

They are out on their seventh task of the competition.

Jamie http://twitter.com/naughtylawyer writes:

Everyone quick to take off today and all looking high. It's gonna be a nice fast one I think. 127 km sort of out a return with a turnpoint to the NNW and goal in Balaguer in the flats.


Gerolf Heinrichs 6425 points
Thomas Weissenberger 6134 points
Attila Bertok 6079 points


AUT 17322 points
ITA 17099 points
GBR 17069 points


Thomas Weissenberger 964 points
Laurent Thevenot 950 points
Dan Vyhnalik 912 points

The 2010 European Championships

July 17, 2010, 7:19:02 pm GMT+0200

The 2010 European Championships

Task five

Alessandro "Alex" Ploner|Attila Bertok|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Martin Harri|Primoz Gricar|Thomas Weissenberger|Wills Wing T2C

Scorer's blog
Jamie's twitters

Alex Ploner wins the day with Gerolf second. Jamie didn't see Jonny (who was in second) at goal.

Photo by Jamie Shelden.

Jamie writes:

New day, new forecast calling for near 90% cloud cover between the cirrus and cumulous. But, still expecting very strong lift...strange.

138km of zigging and zagging with goal out in the flats to the south.

Alex first across! Gerolf a few seconds behind. Carl third in.

Jonny knocked out on landing. Smashed instruments. Says he's okay. Says glider is okay.

# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 4650
2 Mario Alonzi FRA Aeros Combat 09 GT 13.2 4427
3 Attila Bertok HUN Moyes Litespeed 4368
4 Thomas Weissenberger AUT Moyes Litespeed RS3.5 4362
5 Martin Harri SUI Moyes Litespeed RS 3.5 4319
6 Elio Cataldi ITA Wills Wing T2C 4225
7 Dan Vyhnalik CZE Aeros Combat 09 14L 4122
8 Carl Wallbank GBR Moyes Litespeed RS 3.5 4106
9 Primoz Gricar SLO Aeros Combat 09 GT 13,2 4094
10 Jon Durand Jnr AUS Moyes Litespeed RS 3,5 4064

The 2010 European Championships

July 16, 2010, 1:02:32 GMT+0200

The 2010 European Championships

Gerolf wins again, still in the overall lead

Attila Bertok|Corinna Schwiegershausen|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Manfred Ruhmer|Martin Harri|Thomas Weissenberger|Wills Wing T2C

Scorer's blog
Jamie Sheldon blog /task tweets here
Jamie's twitters
DHV reports here
Corinna's Sky here
Matjaz Klemencic blog here
Jonny Durand's blog here.
Daphne Schelker's blog here

From the scorer's blog (see above):

1st Gerolf Heinrichs 02:39:01
2nd Mario Alonzi 02:39:08
3th Manfred Trimmel 02:39:27

Final results are not ready yet, but approximately 45 pilots in goal!!! A couple landed very very short (5 to 15mts) and some other were some kms short.... They had to fly with head wind the last leg, WELL DONE everyone!!!

Gerolf Heinrichs (AUT) came in first; the question is: Will he win the day? When asked how was the flight, he said: "It was easy for me (wink)! Those that I cannot catch on the climb, I catch on glide; and those that I don't catch on glide, I catch on climb!! You've got to have the package (smiling)!"

Third task:

# Name Nat Glider Time Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 02:39:01 970
2 Mario Alonzi FRA Aeros Combat 09 13.2 02:39:08 954
3 Dan Vyhnalik CZE Aeros Combat 09 14L 02:39:20 949
4 Manfred Trimmel AUT Aeros Combat 02:39:27 948
5 Carl Wallbank GBR Moyes Litespeed RS 3.5 02:39:28 942
6 Thomas Weissenberger AUT Moyes Litespeed RS3.5 02:39:30 938
7 Franz Herrmann SUI Aeros Combat L14 02:39:37 933
8 Jon Durand Jnr AUS Moyes Litespeed RS 3,5 02:39:47 927
9 Martin Harri SUI Moyes Litespeed RS 3.5 02:40:07 924
10 Attila Bertok HUN Moyes Litespeed 02:41:12 908


# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 2771
2 Balazs Ujhelyi HUN Moyes Litespeed RS4 2616
3 Jon Durand Jnr AUS Moyes Litespeed RS 3,5 2576
4 Attila Bertok HUN Moyes Litespeed 2541
5 Elio Cataldi ITA Wills Wing T2C 2514
5 Mario Alonzi FRA Aeros Combat 09 13.2 2514
7 Martin Harri SUI Moyes Litespeed RS 3.5 2500
8 Franz Herrmann SUI Aeros Combat L14 2483
8 Dan Vyhnalik CZE Aeros Combat 09 14L 2483
10 Thomas Weissenberger AUT Moyes Litespeed RS3.5 2458

Freaking Bloggers!

July 14, 2010, 6:55:24 pm EDT

Freaking Bloggers

Why don't they give us the real news?

Alessandro "Alex" Ploner|Attila Bertok|Corinna Schwiegershausen|Filippo Oppici|Gerolf Heinrichs|Gordon Rigg|Harry Martin|Jamie Shelden|Jon "Jonny" Durand jnr|Primoz Gricar|video

Gerolf «Gerolfontour» writes:

Woke up early this morning shook awake by some kind of strange nightmare, that maybe yesterday’s task didn’t actually happen and my current lead in the Comp was nothing more but a sweet illusion.

I quickly grabbed the laptop to check for scores as I hadn’t seen any last night – but of course there was no scores to be found on the official site YET AGAIN (we are in Spain, for those who read the Oz Report infrequently, “manana”-country so to speak).

So I decide moving on to the Oz Report for clues (always my next source of wisdom), but all I find is numerous blog links with no results but just a short Jamie comment that the conditions and task were similar than the day before, and so were the issues with the scoring. Yeah, and also the mountains were still in the same spot as the day before :-)

I’m all in a frenzy now. I click onto her blog hoping at least to learn some more on how Carl is feeling these days and find out quickly that him and Gordon where the first in from the Brits. What a relief – at least the Brits did well!

I log onto the DHV blog. The DHV site usually covers very well the life and times of Primoz Gricar, and as he often ends up in the lead gaggle, I am thinking I might even learn something about my own flight this way.

But this morning Regina is more focused on the important fact that Life-tracking isn’t a very reliable technology – at least in the hands of hang glider pilots - and it basically works only in one of six cases on average. I had a hunch about this all along :-)

I’m surfing on. On Matjaz’ site we learn that the nights are acceptably cool but the bugs are unacceptably nasty here around, especially at the campsite. Did you know? Matjaz is also a big fan of Primoz and reveals to us how they started low but got up and high and then low and then high again and … and to spoil the whole story … in the end both made goal including all the other Slovenians. And what about ME?

I got to find out now, I got to move on. But Daphne is still reflecting about the opening ceremony where she met nice friends and all, and there is also a cute video of her boyfriend being sprog-tested – I quickly realize I might not find much about task flying on here.

I move on to Corinna’s World. If you’re into facts, this site isn’t for you. But, it’s got some surreal quality to it. Corinna has this rare talent to present the reader with an “alternative reality”, if I may word it this way. But this morning I’m desperate enough to give it a peek.

And, as if I knew it – drama, drama. Air had come in the camel bag and as if that was not enough already it turns out a dextrose bit – I’m not making this up - carefully taped to her helmet, came lose - just before landing. Can you believe it?

And, you guessed it right: no dextrose, no good landing. The cruel reality of hang gliding!

If this isn’t grabbing you right away, what is?

But then there it is - thank you Corinna - just as I was about to click you away, a little side comment of a side comment so to speak, kind of a by-the-way thing: Gerolf won the day, followed by Blay and Johnny.

Finally it’s out. And I can go back to bed…

…wondering what this blog world has come to?

Hey, you reporters, writers and part-time poets: this Comp isn’t about YOU and your friends. This is about ME, ME, ME and Balazs (and Gordon to some extend)

Well, at least as long as we top those lists. After that it will be about the Blays and Johnnys, the Attilas and Christians, Alex’ and Primoz’, Martins and Marios or who else will make the story of the comp in the days to come.

So please, give us a lead story here for crying out loud. Try to cover at least some of the plot of the day – tell us, what really matters for the results to finally come out the way they do!

Don’t get me wrong. We all love you interest in personal side shows. Your gossip stories and odd looks at things. But such “coverage” should be done in ADDITION to the main plain task facts, not in EXCHANGE for it!

I have to apologize to Gerolf. I had received the results for both days and the combined from Koos before they were up on the official web site, but as I was catching a plane to Zurich I was unable to publish them in the Oz Report in time. I hate it when I miss a scoop.

Vicki sends the results from day two as she is so happy with the good results for Moyes.

Total scores after 2 days at the Europeans:

1st-Gerolf Heinrichs Moyes Litespeed RS 3.5 1801
2nd- Balazs Ujhelyi Moyes Litespeed RS 4 1720
3rd-Gordon Rigg Moyes Litespeed S 4 1659
4th-Jon Durand Jnr Moyes Litespeed RS 3.5 1649
5th-Elio Cataldi Wills Wing 1642
6th-Attila Bertok Moyes Litespeed S 5 1633
7th-Alex Ploner Icaro 1614
8th-Martin Harry Moyes Litespeed RS 3.5 1576
9th-Filippo Oppici Moyes Litespeed RS 4 1572
10th-Mario Alonzi Aeros 1560

The 2010 European Championships

July 14, 2010, 10:43:42 pm GMT+0200

The 2010 European Championships

Day called due to wind

Alessandro "Alex" Ploner|Attila Bertok|Corinna Schwiegershausen|Filippo Oppici|Gerolf Heinrichs|Gordon Rigg|Jamie Shelden|Jon "Jonny" Durand jnr|Jon Durand jnr|Martin Harri|Wills Wing T2C


Jamie Sheldon's blog / task tweets

DHV reports here

Corinna's Sky here

Matjaz Klemencic's blog here

Jonny Durand's blog here

Daphne Schelker's blog here

The scores have been fixed up. See the official web site.

# Name Nat Glider Total
1 Gerolf Heinrichs AUT Moyes Litespeed Litespeed RS-3.5 1801
2 Balazs Ujhelyi HUN Moyes Litespeed RS4 1720
3 Gordon Rigg GBR Moyes Litespeed S4 1659
4 Jon Durand Jnr AUS Moyes Litespeed RS 3,5 1649
5 Elio Cataldi ITA Wills Wing T2C 1642
6 Attila Bertok HUN Moyes Litespeed 1633
7 Alessandro Ploner ITA Laminar Z9 (Icaro) 1614
8 Martin Harri SUI Moyes Litespeed RS 3.5 1576
9 Filippo Oppici ITA Moyes LITESPEED RS4 1572
10 Mario Alonzi FRA Aeros Combat 09 13.2 1560

The USHPA Magazine article on Sport Class

February 16, 2010, 7:09:05 pm PST

The USHPA Magazine article on Sport Class

Written by yours truly

Gerolf Heinrichs|Kathryn O'Riordan|PG|USHPA

You'll find the February issue of USHPA Hang Gliding and Paragliding Magazine (in PDF format) here (if the USHPA.aero web site is back after being down over the weekend). The Sport Class article starts out:

First of all, let's hear from Kathryn O'Riordan regarding flying in the Sport Class at the Airborne Gulgong Classic in November, 2009:

"For the last year and a half I have been involved in the competition scene, but not competing. My first taste of the comp scene was in Austria last year with Gerolf Heinrichs. I thought to myself, the only thing better than hanging out on a beautiful mountaintop in the sunshine would be if I was actually flying myself! I knew then that I wanted to be part of the action, not just an observer. Since then I have been to (but not flown in) comps in Australia, Florida, Austria and France and Spain. The 2009 Airborne Gulgong Classic was my first competition. Finally, I was part of the action!

"In Gulgong I flew an Airborne Fun 160 (the same glider that my friend Jorj was flying). It's a beginner glider, a dune-soaring glider. It is definitely not designed to tow or go cross country. But I feel safe in it, and I thought there was so much to learn about going cross country, that I didn't want to have to worry about handling a more advanced glider.

"Before the competition there were a few skills I was worried about and some that I knew I had. I was worried about towing behind a trike, but this ended up being drama free. Some tows were quite bumpy but nothing too scary. I was worried about bombing out, but this did not happen too much. I was worried about not finding 'the next thermal, but you know, even though I didn't make goal, I did find some thermals and managed to stay in the air over 2 hours on the days I flew.

"I was also a bit apprehensive about flying in gaggles, or at least thermaling with more than one person. I realized that I got a bit nervous whenever anyone flew too close. This is where my lack of confidence shows, and one area where I am determined to become confident in while I am still flying the Fun 160.

"Making decisions in the air is another area where my lack of experience shows. I realized that my decision to go downwind to find a thermal, as opposed to upwind was a very bad decision because it was so hard to punch back on course with the Fun.

"Overall it was huge learning experience. I could even see by the end of the competition how I took things like towing, using my GPS and landing out all in stride. There is really no better way to learn how to fly cross country than to enter a competition.

"Personally it gives me a focus. I would prefer to have a task set for me than to just fly around aimlessly because even if you do not make the goal, you will be able to measure your progress and feel like you have achieved something. And of course there is nothing like getting up there and just going somewhere new, flying over terrain, landing in some random farmer's field and getting fed a lovely roast dinner with the farmer and his wife while you wait for retrieve."

Discuss "The USHPA Magazine article on Sport Class" at the Oz Report forum   link»

Open Ocean hang gliding

Thu, Feb 4 2010, 1:28:32 pm MST


cloud|game|Gerolf Heinrichs|news|Thomas "Tom/Tomas" Weissenberger|track log

Tom Weissenberger writes:

Already after 15 min I get to the end of the ridge. I look for a good thermal to make cloud base and to set my turnpoint as far as possible off shore. From 600 m I make it up to 1.200 m and I top out. Gliding over the sea reminds me of flying at Stanwell Park playing the chicken game with Gerolf: the pilot who turns around first looses. I am very happy that nobody of my Austrian mates is now flying next to me - thank god!

After gliding 2 km over open water I turn around - chicken? With 20 km/h cross wind from the right I head back enjoying this unique perspective view of Lanzarote in front of me! I am now even closer to the little island of La Graciosa about 1 km to my right. I am still 800 m high and easily I could fly there looking for a thermal. But I am not pushing my luck to far! I just have an eye on it if getting short and keep heading back.

The article

The track log

Discuss "Open Ocean hang gliding" at the Oz Report forum   link»  

Slovenian Open

August 21, 2009, 8:14:17 pm MDT

Slovenian Open

Primoz in first, so far

Flemming Lauridsen|Gerolf Heinrichs|Jamie Shelden|Primoz Gricar|Thomas Weissenberger




1Primoz GricarSLOAeros Combat L 133890
2Thomas WeissenbergerAUTMoyes Litespeed RS 43616
3Gerd DoenhuberGERMoyes Litespeed RS 3.53606
4Peter KejzarSLOAeros Combat L3436
5Gerolf HeinrichsAUTMoyes Litespeed RS 43422
6Franc PeternelSLOAeros Combat3285
7David ShieldsGBRMoyes Litespeed RS42780
8Stanislav GalovecSLOAeros Combat2771
9Flemming LauridsenDENLitespeed S 4.52741
10Matjaz CaterSLOIcaro Laminar MC2327

Discuss "Slovenian Open" at the Oz Report forum   link»

The pre-Europeans

July 18, 2009, 5:07:41 pm CDT

The pre-Europeans

Jonny falls down on the last day

Bruce Kavanagh|Corinna Schwiegershausen|Evgeniya "Zhenya" Laritskaya|Gerolf Heinrichs|Jamie Shelden|Jon "Jonny" Durand jnr|Manfred Ruhmer|Martin Harri|Primoz Gricar|Richard Lovelace|Scott Barrett|Steve Blenkinsop|Tullio Gervasoni|Wills Wing T2C

Most recent news:




After the race:

Jonny's blog

Corinna's blog




Evgeniya wrote on Friday:

Corinna made the goal but crashed there: it was not a good landing field, she used her drougue chute too early, hit a tree and fell on the road. She feels good (maybe just broken ankle), but her glider is broken. Some pilots landed on the small fields, breaking uprights, base bars, tails.

Steve Blekinsop wrote on Friday:

...Corinna came in high and threw her drogue chute. Pilots watching from the landing were of the opinion she still needed to sideslip it in and unfortunately the chute makes it difficult to do this pulling the glider straight and tending pull the pilot back slowing the glider. She hit trees and came down on the edge of a road. We sprinted the 250m to her closely followed by the medical assistance. A helicopter took her to hospital where she was treated for concussion and a fractured ankle. Her parents took her home this morning, possibly for surgery on the ankle. Considering the proximity of the road she may be lucky.

Steve remembers pictures of himself that I took and posted (they have since been removed) on the Oz Report many years ago.

And what did Scott Barrett say to me a few weeks ago at the Worlds about Corinna's drogue chute? That it pulled her back, slowing down the glider and making it more difficult for her to flare.

So on the last day, check out Jamie's twitter posts.

Jonny lands 13 km from goal losing the meet on the last day, as Manfred did at the Worlds.


1Blay jr Olmos QuesadaESPMoyes Litespeed S 3.55082
2Martin HarriSUIMoyes Litespeed RS 3.55077
3Carl WallbankGBRMoyes Litespeed RS 3.54946
4Primoz GricarSLOAeros Combat L 134921
5Jon Durand JnrAUSMoyes Litespeed RS 3.54862
6Balazs UjhelyiHUNMoyes Litespeed S 4.54710
7Vladimir LeuskovRUSMoyes Litespeed RS 3.54577
8Steve BlenkinsopAUSMoyes Litespeed S 3.54516
9Manfred TrimmelAUTAeros Combat 144505
10Tullio GervasoniITAMoyes Litespeed RS 3.54422

Last day:

1Gerolf HeinrichsAUTMoyes Litespeed RS 401:31:54857
2Richard LovelaceGBRMoyes Litespeed RS 3.501:46:29780
3Carl WallbankGBRMoyes Litespeed RS 3.501:47:35772
4Bruce KavanaghGBRWills Wing T2C 14401:49:03764
5Balazs UjhelyiHUNMoyes Litespeed S 4.501:50:00756
6Vladimir LeuskovRUSMoyes Litespeed RS 3.501:50:19751
7Tullio GervasoniITAMoyes Litespeed RS 3.501:51:03748
8Marc UtrilloESPAeros Combat L01:51:22742
9Edoardo GiudiceandreaITAWills Wing T2C01:53:23738
10Blay jr Olmos QuesadaESPMoyes Litespeed S 3.501:53:40736

The pre-Europeans

July 15, 2009, 7:29:06 CDT

The pre-Europeans

Jonny wins, in second, Blay in first, still

Corinna Schwiegershausen|Evgeniya "Zhenya" Laritskaya|Gerolf Heinrichs|Icaro 2000|Jamie Shelden|Jon "Jonny" Durand jnr|Manfred Ruhmer|Martin Harri|Primoz Gricar



Jonny's blog

Corinna's blog





# Name Nat Glider Total
1 Blay jr Olmos Quesada ESP Moyes Litespeed S 3.5 3498
2 Jon Durand Jnr AUS Moyes Litespeed RS 3.5 3451
3 Martin Harri SUI Moyes Litespeed RS 3.5 3424
4 Primoz Gricar SLO Aeros Combat L 13 3418
5 Carl Wallbank GBR Moyes Litespeed RS 3.5 3334
6 Gianpietro Zin FRA Icaro2000 Laminar Z9 3189
7 Manfred Trimmel AUT Aeros Combat 14 3163
8 Gerolf Heinrichs AUT Moyes Litespeed RS 4 3159
9 Vladimir Leuskov RUS Moyes Litespeed RS 3.5 3153
10 Jose Antonio(Ako) Abollado ESP Aeros Combat L 3078

Next to the last day?

Discuss "The pre-Europeans" at the Oz Report forum   link»

So what do I want from the DHV?

July 10, 2009, 11:57:53 EDT

So what do I want from the DHV?

To "sit down" with the hang gliding manufacturers

CIVL|Gerolf Heinrichs|Mike Meier|Scott Barrett|Steven "Steve" Pearson

My article on the DHV monopoly in Germany has caused a bit of a stir (that's why I write articles, after all). I thought that I would follow it up with some suggestions as to how the DHV could get back in my (and others) good graces.

First, engage in a real dialog with the hang gliding manufacturers (and listen very closely to them) regarding the proper testing procedures and then adopt the "consensus" procedures. Contact Steve Pearson and Mike Meier at Wills Wing, Scott Barrett at Airborne, Gerolf Heinrichs at Moyes, Tomas Pellicci at Ikarus, and the designers at Icaro and Aeros and form a workgroup of these gentlemen. Ask them to produce a document that states the changes that they want to see in the certification process at the DHV. Follow their recommendations and change the procedures as they have detailed.

This was essentially the process engaged in by the US FAA and the manufacturers of Light Sport Aircraft in the US. The FAA relied on the manufacturers to set the standards for LSA and for the certification procedures. The FAA figured rightly that the expertise was in the heads of the designers and builders of these aircraft and that they should rely on them to set the standards. They oversaw the process so that it was legitimate and fair to all.

Second, ask this group what should be done regarding sprog measurements in competition. Whether the whole idea should be dropped, or procedures changed, or just what makes sense from a technical point of view. Report the results to CIVL.

Third, retract this article http://ozreport.com/forum/viewtopic.php?t=16154 (from Charlie Joest, DHV President, in his capacity at EHGPU President) and engage in a dialog with hang gliding pilots around the world regarding safety matters (through the Oz Report and other venues).

Fourth, accept certification from the BHPA and the HGMA as equivalent to DHV certification.

Fifth, enhance democratic decision making within the DHV.

The 2009 Hang Gliding Worlds, comparison

The Worlds

Alessandro "Alex" Ploner|Attila Bertok|Bruce Kavanagh|Christian Ciech|Davis Straub|Dustin Martin|Gary Wirdnam|Gerolf Heinrichs|Gordon Rigg|Icaro 2000|Jeff O'Brien|Jeff Shapiro|Jon "Jonny" Durand jnr|Julia Kucherenko|Manfred Ruhmer|Oleg Bondarchuk|Robert Reisinger|Robin Hamilton|Scott Barrett|Thomas Weissenberger|Wills Wing T2C|Worlds 2009|Zac Majors

"Comparison is the source of all unhappiness." ~Soren Kierkegaard.

The 2008 pre-Worlds:

10Jeff O'BrienUSAWills Wing T2 1542883
17Davis StraubUSAWills Wing T2 - 1442623
21Gordon RiggGBRMoyes Litespeed S42492
23Attila BertokHUNMoyes Litespeed 52422
48Jeff ShapiroUSAWills Wing T2 1441955
51Zac MajorsUSAWills Wing T2C 1441916
88Derreck TurnerUSAMoyes Litespeed S51231

I built a lot of expectation into my head having accomplished this result compared to 117 other pilots flying in the pre-Worlds. I felt good about flying in Laragne and was quite happy with my result (sixteenth in the line of losers). Scott Barrett won the pre-Worlds and was obviously elated.

Gordon Rigg felt that the earth was some how kicked off its axis that I had finished ahead of him at the pre-Worlds. He was completely incensed and let me know about it. Attila, the World Champion fell down when he should have stayed up.

The 2009 Worlds:

1Alessandro PlonerITAIcaro2000 Z95046
2Jon DurandAUSMoyes Litespeed RS 3.54935
3Thomas WeissenbergerAUTMoyes Litespeed RS 44695
4Zac MajorsUSAWills Wing T2C 1444594
5Gordon RiggGBRMoyes Litespeed S 44581
6Antoine BoisselierFRAMoyes Litespeed RS 44568
7Dustin MartinUSAWills Wing T2C 1444558
8Nene RotorBRAWills Wing T2 C -1444556
9Dan VyhnalikCZEAeros Combat L 144547
10Manfred RuhmerAUTIcaro 2000 Laminar Z94535
11Christian CiechITAIcaro 2000 Laminar 14 Z94534
15Carl WallbankGBRMoyes Litespeed RS 3.54294
20Mario AlonziFRAAeros Combat L 13.54213
23Attila BertókHUNMoyes Litespeed S 54165
26Bruce KavanaghGBRWills Wing T2C4040
28Jeff O'BrienUSAWills Wing Tee Two See3946
28Gerolf HeinrichsAUTMoyes Litespeed RS 43946
38Robert ReisingerAUTMoyes Litespeed RS 43620
46Scott BarrettAUSAirborne C4 13.53334
50Christian VoibletSUIAeros Combat 12L3282
56Blay Jr OlmosESPMoyes Litespeed S 3.53022
67Gary WirdnamGBRWills Wing T2C2684
74Jeff ShapiroUSAWills Wing T-2C 1442389
80Julia KucherenkoRUSAeros Combat-L2261
82Davis StraubUSAWills Wing T2C - 1442140
89Oleg BondarchukUKRAeros Combat1847

Jonny was very close to Alex and won a day. Zac could have easily come in third and I feel partially responsible for him losing a hundred points on the second to last day. When we were all together (with Jonny also) on the ridge southwest of Aspres climbing slowly five minutes before the second start window almost at cloud base, I mentioned on the radio that if we ran out of time and lift before the start we should go west to the clouds and mountain over there. This suggestion was perhaps too influential because that is what Zippy did right after I made the suggestion. It really wasn't time to make this move, and he lost 500' to 1000' on us at the start which was a handicap that kept him behind the whole way.

Zac, who was added to the team as the fifth member when registration was again opened, turned in the best performance by an American only missing goal on the two days when the task was stopped.

Gordon Rigg was restored to his rightful place and the world got back on its axis. You might remember that Gordon was denied a place on the British team then got back on with Robin Hamilton couldn't make it to the Worlds. He then out performed all his teammates as well as being on the task committee. I'm sure that he feels quite vindicated.

Dustin Martin flew well and consistently and was rewarded with a seventh place finish. Two Americans in the top ten, which hasn't happened since the Worlds at the Owens Valley. The US team had its best finish since then also.

Manfred was so far ahead in points to most of the field that when he bombed out on the last day, he only dropped to tenth.

Christian Ciech was at one point in the lead having captured the lead from Manfred. Then he made a crucial error going back to restart on a day that was stopped before the task was ended. This cost him big time. He was likewise not near goal on the second to last day when the task was stopped. He looked quite crestfallen after these events but tried to be supportive in his actions if not his expression for his former student and friend Alex Ploner, and for the whole Italian team.

Carl Wallbank, after a poor landing near me on the second to last day when we were all just trying to make it over the ridge at Mison, had forty stitches in his leg and a broken pinky. He then flew the last day and made goal. He was able to launch off the steep north side. He before and later said that he likely wouldn't have launched at all from the shallow south side.

Mario Alonzi was ranked number one quite a few times in the last year, but in his home country against the best in the World he was twentieth.

Attila Bertok landed short a few times, and was unable to defend his crown as World Champion, to the disappointment of the Hungarian team. He finished about like he did last year.

Bruce Kavanaugh placed third on the British team after being added as the fifth pilot. The British team won the last World Championship in Big Spring, Texas but finished behind the US here in France.

Jeff O'Brien won the first day and was the early leader, but didn't keep up the pace and dropped back after taking later start times on days that he should have gone with the big gaggle, then hitting the no fly zone, and not making it to goal on the last day. He also just missed getting to goal on the previous day to be in ahead of the stop time.

Gerolf Heinrichs and Robert Reisinger, perpetual top finishers (but not quite right at the top) were way down below their and our expectations. Gerolf got not too far on the last two days, but finished well on others, except for getting stuck on one day and coming to goal fortieth.

Scott Barrett finished well off the pace of his previous year's efforts, in spite of using smart tactics (going around the turnpoint when we went west of Pic de Bure) which won him the pre-Worlds.

Christian Voiblet finished second on one day behind Christian Ciech when he took the lead from Manfred, but didn't get far on other days and landed short on the final day.

Blay, inspite of doing very well in Australia and often doing better than Jonny apparently didn't fly one day (I don't know the reason) and in general did not do as well as expected after beating Jonny in the Spanish nationals.

Gary Wirdham landed early at Camping Montéglin on the last day after feeling that the air conditions were too rough.

Jeff Shapiro did not do as well as he expected getting some poor late starts and dropping out in weak conditions on a couple of days and being held up on launch one day. He didn't improve his relative performance over his efforts at the pre-Worlds. I'm quite sure that he feels he has no one to blame but himself.

Julia was the top placing women. She destroyed her first glider and then flew another one. She could use help with landing technique, although it may also be associated with the problem of being relatively short and light in hang gliders that are not made for such people if they wish to pass the DHV certification.

Me, I dropped like a stone, essentially due to very poor decision making related to strong emotions that nudge me in the wrong direction. The emotions overcome any of my limited abilities to cogitate in stressful situations. Deep breathing might help. I might go into more details later if I think that they will be of any use to the reader in dealing with their own situations. We'll see.

Oleg Bondarchuck was suffering from back problems.

Gerolf⁣ on Sprogs

Wed, May 13 2009, 8:54:56 am EDT


CIVL|Gerolf Heinrichs|Max Bishop|weather

Gerolf Heinrichs «gerolfontour» writes (but not to me):

I am well aware that we are already in week thirteen since the annual CIVL meeting. I know - formally speaking - the mandate from the plenum has long expired, but despite us running out of time, handing it back to the CIVL bureau seems a no go, since the bureau got no mandate at all. And the prospect of Max Bishop and the EHPU coming up with the fix for safer competition flying seems a really scary thought, isn't it? ;-)

I think we heard enough good arguments from each side now and despite my original fears of this ending in a dead lock, I now feel we can form this into something where all involved parties - pilots, CIVL officials, delegates and manufacturers - in the end can conclude: yes, this could actually work!

I suppose, I will speak for all here when I say, we don’t have to convince each other anymore on whether or not we are going to measure sprogs in Laragne: Pilots already have agreed on doing so in the last CAT-1 event, the Europeans in Greifenburg.

Now, instead of confronting you with yet another proposal to choose from, I decided to go with Dennis’ latest approach (I basically agree with it in all points), and just add a few aspects that have been addressed since.

I also agree with Klaus Tanzler (now that must be a first, huh?), that we need to get this first round of measurements out of the way before the competition actually starts. I doubt one afternoon will do to measure 120-130 pilots, so I would suggest that the CIVL officials to be available during the two to three days before registration to measure glider throughout this period. This will allow pilots who have to do substantial sprog adjustments to fly their gliders once more before the meet starts - a safety aspect that has not yet been addressed.

A sticker of approval for pilot and glider is also a good idea, to distinguish who’s been measured and who is yet to come. If we don’t want to have pilots compete with unchecked gliders, we may as well do it properly. I would hope during the competition the focus should shift towards flying again and sprog measuring would become a side show only. After all this is a World Championship, not a sprog measuring contest.

To remind you all what we are talking about, I include Dennis’ proposal below and add my suggestions:

1. All sprogs will be measured at the World Meet in Laragne. This measurement will normally take place in the landing areas, but may be taken on launch in special situations. Selected gliders will be measured multiple times in order to gather data as to the repeatability of measurements.

2. I add: "All gliders have to be available for inspection and measuring during the practice days before the meet." All measurements will be published with the pilots' name and glider particulars as well as their certified setting and I add: "and their minimal permitted sprog limits."*

3. Gliders will be measured randomly during the competition in a non-obtrusive manner. All subsequent measurements will be published.

4. Any glider that is deemed exceedingly low will have to be raised before the pilot can continue to compete. I suggest to replace this with: "Any glider that is found to be more than the measuring accuracy (0.2degs) below the minimum permitted sprog limits (MPSL) will have to be raised before the pilot can continue to compete."

5. A glider with a tail will have to have the certified tail dimensions and angle setting published. It is the responsibility of the pilot to supply these values to the CIVL officials.

6. Prototypes will be allowed in the competition as long as the pilot supplies a letter of approval from the manufacturer and documentation that the glider has passed a certification pitch test along with the settings of the pitch devices (sprogs, tail, etc.).

7. All pilots must attend a safety discussion relating to pitch stability.

8. These rules are understood to be subject to change after this competition or during this competition if clear safety issues arise. **

* * Any proposed rule change during a CAT-1 competition needs the majority approval of the team leaders. This CIVL sprog working group has no say in the matter during the Worlds.

* As you see, I have introduced the term “minimum permitted sprog limits” (MPSL) here: It will simply not go anymore to tell pilots we are measuring against certification limits and the measuring tolerance is 2 degrees! This is hypocritical.

We all know meanwhile the measurement accuracy for sprog measuring with angular gauges is about 0.2 degs, not 2 degrees (regardless how hot or humid it may be). If we want the pilots to be honest with us, we got to be honest with them. The MPSL is the compromise between what pilots/manufacturers think is still flyable and testing bodies think is still tolerable - it is the current outcome of a bargain, so to speak. Lets not beat around the bush here.

The DHV formula "Certification-limit minus 2 degrees" (CLM2D) was not such a bad guess for this compromise. But, we need to remember, it is still only a guess, after all. A guess that has not yet been backed with sufficient testing data for the various models in use. This is where manufacturer’s input is required. Manufacturers can certainly provide safer, more reasonable MPSL, based on past experience with their various models.

An example and short technical excursion can illustrate best what I mean:

The Litespeed RS-4 is currently certified (DHV Gütesiegel) with 4.55/7.7 degrees (see Christof’s Excel sheet).

Combat L 14 Dhv 01-0414-06 5.3° 9.9°
Laminar Z8 14.1 Dhv 01-0418-06 6.4° 10.3°
Laminar Z8 13.2 Dhv 01-0420-06 6.0° 10.6°
Kite Dhv 01-0421-06 7.65° 12.65°
Litespeed Rs 3.5 Dhv 01-0426-07 4.65° 7.35°
Litespeed Rs 4 Dhv 01-0427-07 4.55° 7.7°
C4 13.5 Dhv 01-0428-08 5.8° 12.1°
C4 14 Dhv 01-0429-08 7.4° 13.5°
Combat-L 12 07 Dhv 01-0430-08 6.5° 10.15°
Combat-L 13 07 Dhv 01-0431-08 5.95° 8.75°
Combat-L 14 07 Dhv 01-0432-08 4.25° 7.35°
Laminar Z9 14.1 Dhv 01-0435-08 5.75° 9.3°
Laminar Z9 13.7 Dhv 01-0437-08 6.45° 11.6°
T2C 154 Dhv 01-0439-08 4.75° 8.4°
Laminar Z9 13.2 Dhv 01-0441-09 4.25° 9.0°
Combat-L 12 07 With Tail In Progress 5.25° 8.7° Tail Set At -5° Against Keel
Combat-L 13 07 With Tail In Progress 5.55° 8.65° Tail Set At -5° Against Keel
Combat-L 14 07 With Tail In Progress 2.8° 5.05° Tail Set At -5° Against Keel
Combat-L 13 09 In Progress 5.65° 9.15°
Combat-L 13 09 With Tail In Progress 4.55° 7.15° Tail Set At -5° Against Keel
Laminar Z9 12.6 In Progress 7.0° 10.5°
Laminar Z8 14.8 Certified As Prototype 6.4° 10.3°

According to CLM2D this would entitle a pilot to set such glider to 2.55/5.7 degrees for the MPSL and compete with it. From my four year experience with this model I know such set-up would be rather unsafe to fly, since the load balance between inboard and outboard sprog is seriously distorted – CLM2D practically disables the inboard sprog and puts most all the pitch load on the outboard sprog.

Technical note:

(i) the outboard sprog, due to its more backward position, has better leverage and therefore gives about 12-15% more pitch gain per washout degree as compared to the inboard. The inboard sprog on modern topless gliders in turn is about 2.5-3 times stiffer than the outboard! While raising the outboard sprogs will provide quicker results on the test car where sprog loads hardly exceed 10kp, upon a hard hit in real in-flight situations the inboard sprog will determine whether the whole sprog system will sustain the imposed pitch load or not. Studying the pitch figures from Christof’s Excel-file one can find that most gliders have similar outboard to inboard sprog ratios. This ratio is not god given, but. 5.5/7.0 or even 6/6.2 may provide just as much pitch as 4.55/7.7. From most recent experience I would conclude: The more balanced your sprogs are set, the more even the pitch load will be absorbed. And the more even that absorption, the higher the maximum load can be before your recovery system gives in.

(ii) If you look across tumbles in most recent time for which we have detailed technical information, you find one baffling fact that all those tumbles have in common: all gliders show very low inboard sprogs! With very low I mean 2.5 degrees or less. Richi Meier’s glider was no exception to this, his glider was set to 2/4 degrees, if I recall right. The inboard sprog is our best friend against nasty air, we got to make use of it.

Given those arguments, I would always want to correct the above given figures 2.55/5.7 degs into something like 4/5 degs. Note, that the overall sprog count (the sum of the two sprogs that is) after correcting is even higher now. Interestingly, this corrected setup will not only make the glider safer than before, it will also lead to better handling (remember: a glider’s roll rate at +50% VG is compromised by the outboard sprog much stronger than by inboards), and likely also lead to a more responsive VG system – the pilots acceptance for this setup will be higher – everyone wins.

I understand that there might be concerns this could be misused for an “anything goes” rule. I don’t share this fear, because manufacturers themselves have a very strong interest in having their gliders NOT tumble. However, a side condition as given below which will help to prevent this.

Thus, I come to the following addendum to rule 2 in Dennis’ proposal:

add 2) Manufacturers shall suggest minimum permitted sprog limits for each glider model. Condition: The overall sprog count shall not be reduced by more than 4 degrees against certification, the outboard sprog shall not be reduced by more than 3 degrees, the inboard sprog shall not be reduced by more than 2 degrees. In case a manufacturer cannot or will not provide such limits on their part, the minimum permitted sprog limit for each sprog will be set to 2 degrees below certification.

Having the manufacturers set the limits for their gliders also will help solve the problem of the smaller sizes. Since the DHV test ignores smaller gliders/lighter pilots which logically require less pitch moment to be at the same safety level, manufacturers could in this way take the bite out of the plain CLM2D rule.

In his last posting, Klaus is the first to make a more detailed proposal on how to actually measure, so I use this as a starting point.

I think specifying your measuring method is crucial to escape endless arguing with pilots if their sprogs don’t cooperate. Since the Spi-Tronic Pro is a fine but rather costly gauge, I doubt CIVL will have several of those organized for Laragne. Therefore I suggest not to prescribe the exact make of the angular gauge in the rules, and just establish a certain required accuracy, say +/- 0.1degs per measurement. The quality of the angular measurement of course depends on a minimum length of said device, 150 mm seems a good compromise between it being too short and too clumsy, inside the sail. All used devices shall be of same make. Since each sprog angle reading is actually the difference between a keel measurement and a sprog measurement the realistic overall sprog-accuracy then is only +/-0.2degs. I guess we’re all in agreement here.

The keel measurement is easier to get right, while measuring the sprog angle requires a skilled hand, as the gauge needs to be held to the sprog without either pushing it up or pulling it down – an error of 0.5 degrees easily occurs this way.

While measuring gliders for DHV certification the leading edges are supported to make sure the side cables are firm tight. During in field tests this support is sometimes neglected. This will lead to differences exceeding the measuring accuracy of 0.2 degs and will show the tested glider lower than the certified model.

I know everyone of you has already fallen in love with angular devices, but trust me the string method is just as practical and has several advantages over the gauge: (i) the string averages out left and right, (ii) needs no perfectly level glider, (iii) needs no skilled hands, (iv) measures the trailing edge, (v) costs next to nothing, (vi) measuring precision is higher: 1mm = 0.05degs, (vii) string data are available for all models already.

As for the where on the sprog to measure, I see no other way, but to measure exactly the way the glider was measured upon certification. All certification numbers we may refer to are based on the assumption of this being the case. And the method that Christof and Co came up with back then, is: as close as possible to the back end of the sprog (the sprog wire fixing point that is), to permit a relevant and reproducible measurement.

Now, in this context also the concern of pre-bent/pre-loaded keels has to be addressed, also the practice of over-cambering outward batten shapes that don’t comply with the model in use. The issue of carbon vs aluminum tubing/battens, or altered wing tip/ glass tip angles. Altering any of these elements can easily change pitch figures in the equivalent of at least 1-1.5 degree washout.

I frankly admit I have no solution to this problem yet, but to let it slide this time (since tackling those issues will get us in way over our heads and the Worlds could then really turn into a sprog measuring meet)

Any solutions for such “infringements”, Klaus - except spanking or electro-shocks? ;-)

Last, but least, what is 100% VG? I suppose Klaus means 100% VG of what the pilot shows up with. That is not necessarily what the glider was really tested with. I am cool with this, I just want to clarify it here. (and remind you all that deliberately backing off on full VG setting and adjusting sprogs to this new level – light pilot will likely resort to this as they may fear their gliders locking up on them otherwise - will lead to a less stiff “battle” between sprogs and sail push, and thus result in less “washout stiffness”. A lot less, a little less? Hard to tell, without going on the test vehicle.

You see, the devil is always in the detail. Anyone already getting cold feet about sprog measuring, haha? ;-)

For the actual measurement procedure I suggest a walk-through tent, where pilots show up one after the other, rather than the officials going around from glider to glider like we had in Greifenburg. This allows a more consistent measuring setup, and guarantees more acceptance for the produced figures. There is also more privacy if required, protection from weather and wind not to mention.

I think I’m getting a little long here. I might save my last two subjects for a second post: (i) prototypes and (ii) education/penalties.

The DHV Pitch Police

April 29, 2009, 8:23:44 EDT

The DHV Pitch Police

Dealing with the "enormous" tail

CIVL|Gerolf Heinrichs|Primoz Gricar

Gerolf Heinrichs «gerolfontour» writes:

The success of tails with rigid wing designs has apparently made some of us think tails are the solution to all pitch problems. Rigids certainly had no trouble with the rigidity of their wing trailing edges – their washout holds up fine. Their problem was that the pitch forces at work are just acting on a short arm only, due to the substantial nose angle of 140-148° of a modern rigid (as opposed to 128-133° for topless flex wings). New rigids have keels which are quite long and at the end of it they sport a more or less fix-mounted tail. The tail is of considerable size and, along with some undesirable side effects, does the job.

Flex wings have keel lengths that will not allow a mounted tail to reach further back than the wing tip area of the glider already does. For a very practical reason: if the keel was any longer you would either frequently break it on flaring while landing, or not be able to perform such flare. If it was any shorter the glider’s tips would be prone to damage upon setup and landing.

Tails on flex wings proved to be quite impractical, and the only reason you would want them on your glider is, that you had doubt the wing washout would be holding up sufficiently.

I acknowledge Aeros' attempt to give their gliders extra pitch stability which their sprog systems are not supplying to a desirable extent. However, the introduction of tails once again, raises a few questions instantly: How big does such tail have to be to be regarded a proper tail? At which distance from the glider nose and which angle to the keel does it have to be mounted? And how much are we willing to reduce the glider’s sprog setting requirements if said tail is used?

One would of course conclude that the tail in use has to be of exact size and shape and in the same position and angle as mounted as the one used while testing. This however should not be taken for granted right away.

When Aeros tested with the DHV, producing those so encouraging pitch figures which are now floating through the web, they showed up with a tail of substantial size (the word “enormous” was used from the German pilots who knew about it).

The tail Primoz recently flew and advertized in Bassano was on the other hand tiny. So small in fact, that Primoz claimed that despite it being fix-mounted to the keel one would not even feel it while thermaling.

Given the small size of the tail, this would not surprise me. However, it would surprise if this miniature tail would do much pitch work and thus improve the pitch figures substantially. It would also surprise me that it would it be this easy to cheat the pitch rule everyone of the CIVL sprogs workgroup is so eager to design.

So Primoz, is Aeros serious about their tail, is it just a nice PR gag or simply a “feel good fin” for those who have temporarily or permanently lost confidence in their topless wings?

As for the ruling now: If we go for simple and a tail will be a tail regardless of its size, we may see a lot of gliders equipped with credit card sized tails in Laragne.

I think we might even want to wait and see how the DHV rules on this matter in their upcoming event. I hope Primoz will compete with his Bassano version Combat and tail and not fly a Rigid like he did in the last German Open, as the DHV pitch police will be at work there.

Primoz Gricar «g_primoz» responds:

The question, which I get thankfully reading Gerolf's feedback, is what is actually science? At my (limited) knowledge science is to make an experiment and to observe the result. Thus we get information, which is authoritative and we can be sure of. The opposite of science is speculation. Speculation or assumption means personal opinion, which does only remotely refer to authorities, is subjected to mental modes and can be used to promote personal interests. It creates only disturbance. I am sorry for having to say this but there is quite a few nonscientific statements in Gerolf's statements below.

Gerolf wrote: "Flex wings have keel lengths that will not allow a mounted tail to reach further back then the wing tip area of the glider already does."

(speculation, not true for Combats, we can prove it)

Gerolf wrote: "Tails on flex wings proved to be quite impractical, and the only reason you would want them on your glider is that you had doubt the wing washout would not be holding up sufficiently well."

(speculation, not true for Combats, we can prove it)

Gerolf wrote: "I acknowledge Aeros' attempt to give their gliders extra pitch stability which their sprog systems are not supplying at the desirable extent."

(Speculation, not true, we can prove it)

Gerolf wrote: "How big does such tail have to be to be regarded a proper tail? At which distance from the glider nose and which angle to the keel does it have to be mounted? And how much are we willing to reduce the glider’s sprog setting requirements if said tail is used."

(For Combats this questions have been answered already to the satisfying extent. Development is of course going on.)

Gerolf wrote: "One would of course conclude that the tail in use has to be of exact size and shape and in the same position and angle as mounted as the one used while testing. This however should not be taken for granted right away."

(very true)

Gerolf wrote: "When Aeros tested with the DHV producing those so encouraging pitch figures which are now floating through the web, they showed up with a tail of substantial size (the word “enormous” was used from the German pilots who knew about it).

"The tail Primoz recently flew and advertized in Bassano was only tiny. So small in fact, that Primoz claimed that despite it being fix-mounted to the keel one would not even feel it while thermaling."

(speculation, hear/say, there is no substantial aerodynamic difference between proto and serial tail, we can prove it)

Gerolf wrote: "So Primoz, is Aeros serious about their tail, is it just a nice PR gag or simply a “feel good fin” for those who have temporarily or permanently lost confidence in their topless wings?"

(Aeros is serious about the tail)

Gerolf wrote: "I think we might even want to wait and see how the DHV rules on this matter in their upcoming event."

(That is the proper way of doing things.)

Gerolf wrote: "I hope Primoz will compete with his Bassano Combat and tail and not fly a Rigid like he did in the last German opens since DHV pitch police is at work."

(Gerolf, I will surely compete with my combat and tail at the German open. I hope you are also there to study it. I am speculating that the Aeros tail plane is something, which can also improve other gliders and fulfill desires of not only Aeros pilots.)

Discuss The DHV Pitch Police at the Oz Report forum   link»

CIVL and sprogs

Wed, Mar 11 2009, 8:34:11 am EDT

Measurements in the real world

Øyvind Ellefsen|CIVL|Dennis Pagen|Gerolf Heinrichs|PG|USHPA|video

The CIVL Sprog Committee:

Koos de Keijzer, Raymond Caux, Oyvind Ellefsen, Klaus Taenzler, Gerolf Heinrichs, Dennis Pagen and the FAI lawyer.

In response to my question: How do we know that sprog settings are a major factor in accidents involving tumbling?

Dennis Pagen wrote:

We know that dynamic stability comes from static stability and dampening. Dampening in a tailless glider comes from inertia and surfaces moving obliquely to the airflow. By far sprogs are the greatest contributor to pitch dampening in negative angles of attack in a similar manner as the tail of a conventional aircraft. There are many aerodynamic texts that illuminate the matters of pitch stability.

Ignoring Dennis' condescending tone (he always uses it with me), I wrote back:

So no statistics (or just even plain old numbers) are available on sprog settings and tucking and tumbling accidents then? He wrote back:

No, and one of the things the working group is going to address is how to get these numbers. Essentially we can only require (request with a carrot and stick) that meet directors measure sprogs and VG settings when a tumble occurs. The other side of that is we will probably know a pilot's sprog settings already if we are measuring. Without funding we cannot conduct tests. The DHV did dynamic stability tests in 1986 (I believe) which, of course, were with completely different gliders.

When I showed Dennis' answer to a very knowledgeable source, he sent back this quote from the indicated source:


"The basic complaint is that the Bush White House puts political ideology over science when writing policy or when determining who sits on advisory panels set up to provide expert input into decision making."

Dennis wrote in the USHPA Hang Gliding and Paragliding Magazine in February, 2009:

"…but they (sprogs) only come into play when we fly at very low angles of attack (usually with half or more VG pulled and the bar at least to our waist)."

I asked a knowledgeable top competition pilot about this statement. He said that in fact as you pull in to your waist the sail rises up and pulls (undersurface pushes) the sprogs up with it. The cable that keeps the sprogs from going down goes slack and the sprogs are doing nothing at all in this situation. That is they are not "in play" at very low angles of attack. So Dennis' statement is completely false.

I suggest that the committee contact Andreas Olson re this issue. Also check here:


Listen to the sounds and watch the sail rise at about 1:20 into the video.

So the question naturally arises if the chairman of CIVL's sprog committee doesn't know how sprogs work in reality how can we expect a technically correct decision from the committee?

Discuss "CIVL and sprogs" at the Oz Report forum   link»  

Airborne Sting 3 - 168 »

Fri, Jan 30 2009, 7:36:36 am AEDT

The bigger version

Airborne Sting 3|Australia|Gerolf Heinrichs|news|release|site

Somehow I missed it that Airborne had released a bigger version of the Sting 3, 168 squares. I then went looking on the Airborne web site to see if there was a press release or any notice of the new glider. Couldn't find it.

Then I began to wonder, was I just clueless. Maybe I just don't remember. But I went back and looked at the Oz Reports archive, and there was nothing about the 168 version.

I had the opportunity to fly the Sting 3 154 last spring while it was being developed and had a great time with it. I had heard that there might be a be a bigger version later, but I was surprised to see it on the Airborne web site after being clued into the fact that one existed.

I made a stop over at the Airborne factory earlier Thursday morning when I took my car into get a new water pump at the garage next door. I spoke with Rob Hibbard and all the Duncan brothers. I told Rob that he had to be sure to get the word out to me and to other hang gliding news outlets (are there any other?) about whatever developments were coming out of Airborne. That their promotion was just too sketchy.

I was at the Moyes factory on Tuesday and said the same thing (and Gerolf more than agrees). I also heard a rumor, maybe I heard this wrong, but that Gerolf is going to develop a new Moyes intermediate glider. I guess to replace the Sonic and/or XT. Maybe we'll hear more about that later.

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The difference between Gerolf and I (re recorded GPS altitude)

January 16, 2009, 7:29:59 AEDT

The difference between Gerolf and I (re recorded GPS altitude)

The Gecko 301 has a pressure transducer

Bruce Kavanagh|CIVL|Flytec 6030|Gerolf Heinrichs|record


I flew with a Flytec 6030 and Gerolf flew with a Gecko 301.

Bruce Kavanagh «bruce.kavanagh» writes;

As you are aware I've been try get to the bottom the issues with altitude verification so that we can persuade CIVL to adopt a more satisfactory solution to this problem. The Garmin units with pressure transducers do not record GPS altitude but instead record GPS altitude which can be adjusted to whatever setting the user wants either before or during the flight.

The Gecko 301 has a pressure sensor so I believe it records pressure altitude whereas the 201 does not have a pressure sensor so records GPS altitude.

As you mention auto-calibrate was on that implies that Gerolf was flying with the 301.

I'm not sure what the auto calibrate option does and the manual does not explain. It is likely that it sets the altimeter to the GPS altitude when you switch it on and then relies on the pressure sensor from there on. In which case I would expect the Gecko to be reading a lower altitude than the GPS altitude from your 6030 once you both got high. On a hot day 560ft difference is about what you'd expect at around 6-9000ft above launch depending upon how hot it was.

It was 43 degrees Celsius (109 Fahrenheit) that day in the tow paddock.

Forbes, day nine, task six

January 11, 2009, 10:47:08 pm AEDT

Forbes, day nine, task six

We fly until the cu-nimbs become a bit too much.

Attila Bertok|Blue Sky|Cameron Tunbridge|Chris Jones|Curt Warren|Davis Straub|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Robert Reisinger|sailplane|Scott Barrett|Steve Blenkinsop

The results.

The flight and task.

Similar forecast to the day before. We are looking for OD later in the day, with isolated thunderstorms. The day starts with a blue sky and it stays that way until a few clouds appear near noon. Very dangerous as it is an inviting sky with the prognosis for dangerous conditions later.

We called a 142 km task south southeast to Attila's goal, a field just short of the goal on the last day of last year where Attila landed short. We were not to optimistic that we would be flying later in the day, but as soon as we got to the field we set up in the beautiful conditions with the steady north  wind.

We had an hour and fifteen minutes launch window before the first start time. We had moved the start time earlier in order to be able to get as big a task window as we could given the prognosis for OD later. With the 12 to 14 knot north wind we should be able to get to goal in a little over two hours.

Pilots were ready to go at noon and with the sky beginning to fill up pilots were able to climb up to cloud base at a little over 6,000' MSL. There were soon cu's every where and pilots had to be sure to stay clear of the cu's and run away from them as they got close. There was plenty of lift.

Ten minutes before the start window opened at 1:15 PM I moved to the southeast of Forbes, found strong lift and got to cloud base with Blay and Jonny. It turned out to be perfectly timed and I headed off with Jonny under the dark clouds toward the course line. Blay heads further east and was going down quickly, so the clouds looked like the ticket.

I stopped for 300+ fpm as Jonny moved on. He must have found something better, as the next time I saw him he was a few hundred feet over my head. We all went on glide and it was 16 km for me before at 1,400' AGL I found a weak thermal and was on my own.

I had to pay some dues in this weak bunny and get myself back in the game. The drift was good, down the course line, so I hung in there until I could make the next clouds and not risk landing in the forest that was coming up.

The clouds were working and there were some fellow pilots around so I wasn't all along after all. I climb to almost 7,000' with Steve Blenkinsop and then we went on glide for the next 20 km getting down to 500' AGL. Jon Snr was on my right and I saw him make a little slow non climbing turn as Steve headed east. I turned back toward Jon and we worked the weak lift together. I found the better core and Jon came back to me and we climbed out of there.

As we twirl up we look back and see the area that we just flew from. It was black then, now it is dumping hard. This is the first cu-nimb that we see, but soon there is another between us and the goal. It's not looking good.

Cu-nimbs make me nervous and I leave the lift running to get away from the bad area behind us and hoping to find a path around the rain in front. The cu-nimb it shooting out high clouds over us and the sunlight is disappearing from the ground below. But the lift is still there.

I'm beginning to think that the day needs to be stopped if there are pilots behind near the cu-nimb. I race ahead to get away from the front in front of the cu-nimb as the lift continues and I stay at about 5,000' no matter how fast I fly. Finally I hear that the task is stopped (and the stop time will be set back ten minutes).

I keep racing to find sink and not until I see Lenny on the ground at a small sailplane port do I find any sink. The landing conditions are very mellow and it is only after we get everything broken down and in the bag that the rain comes. We hide under the sailplane trailers.

Task Six:

# Name Nat Glider Dist. Total
1 Attila Bertok HUN Moyes Litespeed S 5 113.6 900
2 Robert Reisinger AUT Moyes Litespeed RS 4 109.6 879
3 Jon Durand Jnr AUS Moyes Litespeed RS 3.5 108.9 875
4 Cameron Tunbridge AUS Airborne C4 14 106.6 857
5 Michael Friesenbichler AUT Moyes Litespeed S 3.5 103.8 835
6 Blay Olmos ESP Moyes Litespeed S 3.5 103.7 834
7 Gerolf Heinrichs AUT Moyes Litespeed RS 4 102.6 823
8 Scott Barrett AUS Airborne C4 102.0 817
9 Maxim Usachev RUS Aeros Combat L 101.7 815
9 Pedro Luis Garicia Morelli ESP Aeros Combat L 13.7 101.8 815
9 Curt Warren AUS Moyes Litespeed RS 4 101.8 815


# Name Nat Glider Total
1 Blay Olmos ESP Moyes Litespeed S 3.5 5330
2 Jon Durand Jnr AUS Moyes Litespeed RS 3.5 5327
3 Attila Bertok HUN Moyes Litespeed S 5 4901
4 Michael Friesenbichler AUT Moyes Litespeed S 3.5 4671
5 Gerolf Heinrichs AUT Moyes Litespeed RS 4 4634
6 Chris Jones AUS Moyes Litespeed S 4 4536
7 Lukas Bader DEU Moyes Litespeed RS 4 4496
8 Pedro Luis Garicia Morelli ESP Aeros Combat L 13.7 4288
9 Maxim Usachev RUS Aeros Combat L 4177
10 Davis Straub USA Moyes Litesport 4 4091

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Forbes, day six, task five

Fri, Jan 9 2009, 10:39:18 am AEDT

We call a long task on a weak day

Attila Bertok|Chris Jones|Davis Straub|dust devil|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Phil Schroder|Scott Barrett|Steve Elliot|weather

The results.

The flight and task.

On day five (Wednesday) the winds died off in the afternoon but there were thick clouds all day with intermittent rain. It was a good call not to go out to the tow paddock. Pilots seemed to enjoy a day off. It rained steady in the evening.

On Wednesday the pilots voted for a "rest" day on Friday o that pilots and officials could attend Steve Elliot's funeral in Sydney (some were flying out from Orange). We expected to do a long task on Thursday as we had a rest day on Friday.

On Thursday morning the task committee looked at the weather and saw a dismal picture. With a strong inversion the lift wasn't supposed to go over 6,000' until about 200 km to the north. The lift looked reasonable at 550 fpm and the winds were supposed to be moderately strong (14-16 knots) out of the south. It would be a totally blue day until well north of Narromine.

I proposed Narromine at 129 km, but Gerolf thought I was out of my mind as the task was too short. I was never sure just what task Gerolf wanted, but I know he wanted a difficult task. The problem has been that the days have been so good that it was hard to make a difficult task if we needed to go down wind (and we went with quartering tail winds) because of the high wind velocity.

Attila though a long task would bring in a too large factor of luck. But still he proposed a 267 km task north northeast to Coonamble, under the assumption that we would not make it. The lift was supposed to drop off around 6 PM to 350 fpm (minus 200 fpm for your glider's sink rate) and the task would take about four hours for the fast guys.

Gerolf was not happy about something and left the task committee meeting.

We started the day a half hour earlier hoping to get more time for better conditions on the long task. We were worried that with all the rain the night before and the forecast for light lift early that it might be weak at first. The first launch time was noon and the first start clock at 1:30 PM.

The launch lines were orderly given the extra half hour for launching and I got off at 12:17. There were a few gliders in the air not very high and not climbing very fast. I joined them and we dribbled to the north northeast a couple of kilometers.

The forecast turned out to be wildly optimistic. We could climb to 4,900' (maybe the bottom of the hard inversion) and the lift was really weak, 220 fpm at most. We had to keep coming back to the airport as we drifted quickly away from it, in order to stay inside the start circle. Scott Barrett got low drifting out and had to go back and relaunch. Another pilot got even lower and didn't make it back having to walk his glider a good ways to get back in the launch line.

The sport and club class pilots waited until 2 PM to start their launch seeing the poor conditions that we were in. Their task was 74 km to Peak Hill. We sent the goalie to Peak Hill as we felt we might have beat him to the long goal if we hadn't.

After going back and forth a few times and not getting very high there were a few gaggles working slowly toward the edge of the start circle and just concentrating on staying in the air. I joined up and did my best to climb up, but was not all that successful getting as high as the top guys.

We drifted and drifted watching the minutes count down and the distance to the edge shrink. We went past the start circle at five minutes to go but we had to stay up so we stayed with the thermal. We saw a few pilots turning back by the edge of the start circle and made our way back to them in time to get the first start window in the start circle. We were still not high.

We headed out on a long (8 km) glide and pilots were fortunately spread out as I saw the pilot to my right catch some lift. The guy to my left in front and low landed. Numerous pilots were in another gaggle further to my right and others had gone ahead. I was just trying to survive.

We hooked up with the bigger gaggle but I was on the bottom. I just ignored the fact that it was too low to follow anyone out on course when they left and just stayed thermaling in broken, small, and weak lift. What choice did I have?

There were enough pilots around that you did have a few thermal markers around to help out. I hooked up with Julia and Warren and a few others and we worked our way slowly to the north not ever finding a real solid core of lift. Pilots were spread out and very hard to see when they were more than a few miles away. The winds were about 16 mph.

After half a dozen thermal (which are more closely situated when the top of lift is low) I lead out with Kenji in an Aeros Combat just above me and right behind me. He wasn't spreading out at all.

Down to 1,000' AGL 105 kilometers from the start I was searching every where for lift and Kenji was right next to me also looking. Finally down to 700' AGL six minutes later we found a consistent core, but now he was 50' below me. We started turning, me right above him and just working that thing as hard as we could.

Ever so slowly I started pulling away from him. Then I started climbing faster and faster in reasonable lift (it averaged over 300 fpm for 12 minutes). He didn't and soon landed. The lift had finally improved a bit.

I headed toward some more pilots that I saw thermaling ahead and found myself in a general area of lift southwest of Narromine with three different small gaggles. It was nice to have the company.

Heading out I ran into 1000 fpm down. I took a 90° left turn and was rewarded with less and less sink until I got into the lift line just south of Michael Williams who I had seen just land. This lift got me up to over 5,800', that was highest I would get all day.

My radio battery had died right away while I was in the start circle so I was really concentrating on getting to goal so that I would have an easy retrieve. We were out far away from paved roads so I didn't want to go down.

I was able to fly with a pilot or two now and then and flew to a couple of small dust devils providing good lift. The lift was consistent although I was often down to 2,500' AGL. The winds had picked up and were now 20 to 24 mph out of the south southwest.

Fifty kilometers out I saw Peter Dall and Dave May very low behind me searching back and forth. I was happy to see a paved road ahead and knew at least that I was safe for a fast retrieval. I went on glide and I got down to 1,100' AGL by the highway. There was a glider next to the road 30 kilometers out.

I headed for the edge of the forest hoping that it would be kicking off lift in the strong winds. It was, very weak lift (averaged 77 fpm), but enough to keep me up and drifting quickly toward the goal. I just stuck with it even when it was zero.

At 2,800' AGL I headed down wind just happy to be within 23 km of goal. I found another patch of weak lift and worked it to let the thermal drift me toward goal. As my required glide ratio to goal got down to below 20:1 I worked weak lift to get high enough to make it. At fifteen kilometers out I had enough altitude and went on final glide getting there with plenty of altitude.

I arrived at the airport to find two glider coming in with me just a couple of minutes head. I had not seen these pilots, Tony and Phil. There were no gliders on the ground, and no cars at the airport. It looked like we were the first three in.

In fact, Jonny had come in earlier and and landed away from the airport as it was surrounded by a fence. Blay and Maxim also came in before us and landed off the airport. Four other pilots ( Peter, Dave, Warren and Chris) landed later at the goal with Chris Jones last. Chris had a reflight and was the last pilot to tow and leave the airfield.

Everyone else went down before the goal. Robert, Gerolf, Attila, Fredrico, Scott, Curt, the whole gang. This should have a big effect on the overall results.

Task five:

# Name Nat Glider Time Total
1 Jon Durand Jnr Aus Moyes Litespeed Rs 3.5 04:30:45 997
2 Maxim Usachev Rus Aeros Combat L 04:33:35 970
3 Blay Olmos Esp Moyes Litespeed S 3.5 04:43:26 914
4 Phil Schroder Aus Airborne C4 13.5 04:52:34 874
5 Tony Lowrey Aus Moyes Litespeed Rs 3.5 04:54:43 866
6 Davis Straub Usa Moyes Litesport S 4 04:55:14 864
7 Dave May Aus Airborne C4 13.5 05:00:43 845
8 Warren Simonsen Nzl Airborne 05:02:24 840
9 Chris Jones Aus Moyes Litespeed S 4 04:59:52 834
10 Peter Dall Aus Atos D 669


# Name Nat Glider Total
1 Blay Olmos m Esp Moyes Litespeed S 3.5 4496
2 Jon Durand Jnr m Aus Moyes Litespeed Rs 3.5 4452
3 Attila Bertok m Hun Moyes Litespeed S 5 3995
4 Michael Friesenbichler m Aut Moyes Litespeed S 3.5 3836
5 Gerolf Heinrichs m Aut Moyes Litespeed Rs 4 3810
6 Lukas Bader m Deu Moyes Litespeed Rs 4 3772
7 Chris Jones m Aus Moyes Litespeed S 4 3762
8 Pedro Luis Garicia Morelli m Esp Aeros Combat L 13.7 3473
9 Davis Straub m Usa Moyes Litesport S 4 3421
10 Maxim Usachev m Rus Aeros Combat L 3362

The father and son team of Tim and Keith Howells were the only pilots to make goal in the sport and club class. A few days earlier they both made goal for the first time for each of them.

Friday is the funeral/rest day. It looks flyable but we are all happy for the rest after the long drive.

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Forbes, going into day four, task four

January 6, 2009, 8:58:07 AEDT

Forbes, going into day four, task four

After three good days

Attila Bertok|Chris Jones|Davis Straub|Enda Murphy|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon Durand snr|Julia Kucherenko|Nick Purcell|Scott Barrett|Steve Blenkinsop|Trent Brown

The results.

Blay from Spain is leading the competition. Julia, who that Russian team almost didn't let fly last year, is leading all the Russians.

# Name Nat Glider Total
1 Blay Olmos ESP Moyes Litespeed S 3.5 2809
2 Michael Friesenbichler AUT Moyes Litespeed S 3.5 2703
3 Attila Bertok HUN Moyes Litespeed S 5 2665
4 Gerolf Heinrichs AUT Moyes Litespeed RS 4 2522
5 Jon Durand Jnr AUS Moyes Litespeed RS 3.5 2497
6 Lukas Bader DEU Moyes Litespeed RS 4 2467
7 Pedro Luis Garicia Morelli ESP Aeros Combat L 13.7 2391
8 Federico Martini CHE Moyes Litespeed RS 3.5 2351
9 Chris Jones AUS Moyes Litespeed S 4 2336
10 Trent Brown AUS Moyes Litespeed RS 3.5 2254
11 Jon snr Durand AUS Moyes Litespeed S 5 2248
12 Steve Blenkinsop AUS Moyes Litespeed S 3.5 2224
13 Julia Kucherenko RUS Aeros Combat 12 2050
14 Artur Dzamikhov RUS AEROS Combat L 13 1908
15 Guy Hubbard AUS Moyes Litespeed RS 4 1898
16 Davis Straub USA Moyes Litesport S 4 1893
17 Maxim Usachev RUS Aeros Combat L 1830
18 Enda Murphy AUS Moyes Litespeed S 4 1805
19 Scott Barrett AUS Airborne C4 1797
20 Nick Purcell AUS Moyes Litespeed S 4 1792

Results from the first day

The top ten on day one.

Sun, Jan 4 2009, 9:21:10 pm AEDT

Aeros Combat L|Airborne C4|Attila Bertok|Blay Olmos|Cameron Tunbridge|Davis Straub|Forbes Flatlands 2009|Gerolf Heinrichs|Lukas Bader|Maxim Usachev|Michael Friesenbichler|Moyes Litespeed RS 4|Moyes Litespeed S|Moyes Litesport|Pedro Jesus Garcia Aviles|Robert Reisinger

# Name Nat Glider Time Total
1 Attila Bertok Hun Moyes Litespeed S 5 03:34:40 997
2 Robert Reisinger Aut Moyes Litespeed Rs 4 03:34:56 988
3 Michael Friesenbichler Aut Moyes Litespeed S 3.5 03:44:31 877
4 Blay Olmos Esp Moyes Litespeed S 3.5 03:51:37 873
5 Gerolf Heinrichs Aut Moyes Litespeed Rs 4 03:46:35 859
6 Lukas Bader Deu Moyes Litespeed RS4 04:02:17 747
7 Cameron Tunbridge Aus Airborne C4 14 04:10:23 734
8 Pedro Jesus Garcia Aviles Esp Aeros Combat L 13.7 04:19:36 681
9 Maxim Usachev Rus Aeros Combat L 04:21:34 671
10 Davis Straub Usa Moyes Litesport 04:21:37 670

Forbes, day one, task one

Sun, Jan 4 2009, 7:50:24 am AEDT

We start off with a big task

cart|dust devil|Jon "Jonny" Durand jnr|Scott Barrett|crash|Steve Elliot|Forbes Flatlands 2009|Michael Williams|Gerolf Heinrichs|RASP

The results.

The Forbes Flatlands started off with a bang on Saturday, but first the good news.

Gerolf and Attila (with me sitting in) called a 188 km task for the open class to the southwest in light of the forecasted 10 knot winds out of the northeast. The sport and club class were sent 89 km to the south (as the wind were supposed to clock around later from the north). They would launch an hour later to get the heart of the day.

The RASP forecast called for cumulus clouds, and we did get a few wisps near launch but that was all. The winds around launch were as forecast but dropped off quickly as we headed down the course line.

We had an hour and fifteen minutes from the launch open to the first start time and I got off early just to get out of the heat. Pinning off at 1,500' AGL I found reasonable lift and it was no problem climbing to cloud base at over 8,000' MSL. The elevation here is 761 feet.

After that first climb the lift was broken and not all that much fun to fly in. But I had a half hour until the start gate opened and there were twenty or so pilots milling around at cloud base with me.

We drifted toward the edge of the 10 km start circle waiting for the start time and I was getting lower. Scott Barrett wanted to wait to the second start time but when I saw a bunch of pilots leave I decided that I didn't want to stay in this particular air any more and headed out, even though I was maybe a thousand feet below the top guys.

This turned out to be a great move as I headed down the course line while a large group of pilots headed north of the course line to the right side of the gap through the ridge line to our west. They got lower and lower as I followed a Russian pilot to their left. He found good lift and soon we were the lead gaggle and high.

Our luck continued for the next 80 km as I was able to stick with the the lead gaggle that turned into three pilots. I'm flying the Moyes Litesport 4 (a king posted glider) and I wasn't noticing any great disadvantage. It seemed to glide with the topless gliders and I had an easy time of it in the thermals.

Fifty four kilometers into the course I found absolutely smooth 1,110 fpm. This was great fun to thermal in and it attracted the rest of the lead gaggle.

Just before West Wyalong the three pilots in front of me went out and found bad sink. I came over the Russian and we worked poor lift for eleven minutes from down low. This allowed the gaggles behind us to catch up. Now we had to chase them.

There hadn't been any clouds since the start circle but a small one appeared at the turnpoint 145 km out. For the most part we were just flying along straight and hoping to run into something. Every now and then we would spot a pilot turning and join them. I continue to be amazed that we are able to find thermals without any indicator of where they are over this flat plain.

By the time we made the turnpoint 145 km out, it was getting late in the day, after 5 PM. The lift was beginning to get weaker, no more 1,100 fpm thermals, so we were working lighter stuff longer. Pilots were bunching up and there were maybe ten in the vicinity so that helped with searching for thermals.

We slowly worked our way to the south southwest until about 15 km out we found a good thermal. I was just with Federico and the lift was the best we had seen since the turnpoint. I climbed until I was sure that I had goal and headed out leaving lots of pilots just behind.

The goal had been moved 300 meters up the course line, which I knew, but I was still surprised to see it when I was still pretty high. Six or so pilots were at goal and then ten of us came in at about 20 minutes after 6 PM, having started at 2 PM.

Pilots dribbled in until the last one, Pablo, came in at a few minutes before 8 PM. There is no goal closing time (other then sunset).

Jonny Durand took a late start gate but got stuck nine kilometers out and had a slow time. Scott Barrett got low 31 kilometers before the turnpoint and had to work weak lift for a long time to get back up, so he also was slow.

Attila, Robert, Michi and Gerolf all took the second clock and had fast times.

I was very pleased with the Moyes Litesport. It handled very well, no slow response like on the first day. It has a slight left turn so I preferred turning right. I didn't notice that I couldn't glide as well as others, so maybe I can. It handled well in thermals.

It was easy to fly with full VG which I did often. The VG had a very marked affect on the bar position and there was light bar pressure at full VG. It was a pleasure to fly with the bar stuffed.

Now for the bad news.

As I twirled up in a nice thermal over the tow paddock, I noticed a glider below me, but still high. I saw the green undersurface of the glider and the wings folded up like a cheap suit. It was at least five seconds before the parachute was deployed. The ride down was very slow and the landing soft. The Russian pilot walked away from his Aeros glider.

Meanwhile there was dust devil carnage in the launch line. A dust devil happened right in front of Michael Williams and he and two other pilots who were hooked in were pulled up and flipped over. One pilot had two people trying to hold him down and they had to let go.

The pilots were okay and apparently the damage to the gliders can be repaired here in Forbes.

The final incident had greater consequences. Steve Elliot came off the cart crooked and things went from bad to worse as he augured in. He was helicoptered to Orange and eventually to Sydney where the prognosis is not good. I'll update as I find out more.

Discuss "Forbes, day one, task one" at the Oz Report forum   link»  

Flying the Moyes Litesport in Competition

December 10, 2008, 7:24:12 PST

Flying the Moyes Litesport in Competition

How did I get myself talked into this?

Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon Durand jnr|Wills Wing T2C

Gerolf Heinrichs has talked me into flying a Moyes Litesport 4 (the latest version with an S shaped wing) in the upcoming competitions in Australia (maybe not in all of them, we'll see). How could this happen? Am I crazy? Maybe.

Here's how it works. Over a number of years I have traded Oz Report ads (over a set number of months) from companies that have been advertising with me for a number of years for use of their glider for a fixed short amount of time. That way I am not showing any favoritism toward any particular manufacturer. I started doing this with the Australian manufacturers when I decided I didn't want to take my AIR ATOS to Australia any more. When I decided to stop flying rigid wings, I made a similar arrangement with Wills Wing to fly their T2C in exchange for ad space.

I have traded off each year between Airborne and Moyes when flying in Australia and in 2009 it is Moyes turn. I had indicated to Vicki at Moyes that this year I wanted to fly an Moyes RS 3.5, a smaller glider than I had flown before from Moyes. I wanted a glider that I felt the most comfortable handling.

When Gerolf heard about my request for a RS 3.5 he proposed in stead that I fly a Moyes Litesport 4. When I first say this in an email from him, I freaked out. It was only later that I was able to consider the proposal with a bit less emotion.

I took the original proposal as an insult. How could Gerolf treat me so cavalierly as to offer an inferior glider? It takes a while to recover from such a slight, whether imagined or not.

Gerolf recognized quite rightly that I am not as happy flying glider with a higher span (or is it higher area, whatever it is it is whatever that makes the glider feel too big). For example, I would rather fly the Wills Wing T2C 144 at a span of 32.3 feet than the T2C 154 at a span of 33.5 feet (the difference in area is 144 Vs. 154 sq. ft.). (I have flown both.)

I would rather fly the Airborne C4-13.5 with a span of 32.8 feet (146 sq. ft.) than the C4-14 with a span of 34.1 feet (154 sq. ft.) (and the C4-13 at 31.5 feet (137 sq. ft.) was even more "fun"). (I have flown all three, and my preferred size is the C4-13.5 which we can assume is better at "holding" my weight than the C4-13.)

Moyes comes with an even larger number of different spans and areas. I have flown the Moyes Litespeed RS 4 extensively (http://ozreport.com/11.010#0) which has a span of 34.1 feet (152 sq. ft.) and was hoping to fly the RS 3.5 with a span of 33.7 feet (147 sq. ft.). I liked the RS 4, as reported, but wanted to try the RS 3.5 for a little more wing loading (so apparently span isn't the only thing that makes a glider seem big).

If I wanted to go to a smaller span Moyes glider I could have gone to the Litespeed S4 at 32.8 feet (151 sq. ft.) or even a Litespeed S3.5 also at 32.8 feet (146 sq. ft.). I've extensively flown the Litespeed S4.5 (34 feet and 155 sq. ft.) and S4 and much prefer the S4 (http://ozreport.com/9.040#0 and http://ozreport.com/9.062#2).

Gerolf has asked me to fly a Litesport S4 at 31.5 feet (even less than the T2C 144) and 149 sq. ft.

Gerolf has also indicated that he feels that I have gone to gliders that are too small (in terms of area) given my weight (77 kg or 170 pounds). I have felt that it was fine to go to heavier wing loading, as I don't like to carry ballast and this is a way for me to up my wing loading to competition levels (95 kg hook in - 210 pounds).

Gerolf would like me to be happy flying my glider and felt that I would not be happy with a RS 4 (maybe he didn't get the word that I wanted to fly the RS 3.5). He seemed to think that I would be worried flying the RS 4 with full VG. I don't recall feeling that. He indicated that it wouldn't make much sense to fly an RS 4 with a half VG all day. Actually I am very active on the VG rope when I fly.

Gerolf knew that I was already on the 2009 US National Team so he concluded that I didn't need any points from the 2009 season in Australia. The Austrian system (which includes Gerolf) is different from the US system, where one's standing at the end of the year determines the members of the team. The Austrian system takes results up to much closer to the Worlds.

I have found good results in competing in Australia going against high level pilots (many from Europe) and have used these meets to up my NTSS ranking in the US. If I come to Australia and don't do as well as I have for the last two years (especially at the Forbes Flatlands) I will have to find other ways to do well enough to make the 2011 US National team. So, yes, it is very important to me to do well at the upcoming meets in Australia.

Gerolf has offered (and I have accepted his offer) to make me a "special" Litesport 4 with a smoke inlaid sail, the same style as the smoke inlaid Litespeeds. In addition, the whole carbon lot underneath the sail.

Gerolf feels that the "full dressed" Litesport performs amazingly well, but handles most pleasantly in thermals. What more could I want?

Readers will note that I have published what I believe to be the polars for the Litespeed RS 4 and the Litesport 4 taken from the values published on the Moyes web site here. This polar indicates that the Litesport will sink at 400 fpm at 40 mph Vs. 300 fpm for a Litespeed. Maybe the special Litesport will do better. Or maybe I'm wrong about the polars.

Gerolf really believes that his Litesports are better than the kingposted competition, and is in fact the highest performing kingposted glider ever produced. I don't doubt him for a moment. (I have test flown a Litesport previously and reported on it in the Oz Report.)

He claims that it will perform as well as an Airborne Climax (didn't say which model) and that there won't be much difference between a Litespeed and Litesport below 39 mph. I guess Gerolf didn't see Scott's results at the pre-Worlds at Laragne (but then maybe it was the pilot).

Gerolf writes:

I think the Litesport-4, which really is a Litesport-S 4 meanwhile, is the right size glider for you. It has the size of an RS-4 (14.1m^2 that is) but the span is only 9.8m, as compared to 10.4m. Weight: a standard Litesport is about 33kg, but your one will have a smoke inlaid sail and carbon outboard and dive sticks, so the weight will be less than 31kg, I reckon. The Carbon gear really makes the glider a pleasant toy to use.

As for the polar, the Litesport is a lot closer to the topless models then you might think now. Max glide will be under one 1 glide point less than the topless models. You can still fly over 100kph if you need to, the bar pressure is more consistent then you know from kingpost-less wings, but not disturbingly high. Therefore you will fly full-VG a lot more then you did on the Litespeeds.

I hope that Gerolf doesn't mind me quoting him here. You can see that he is making strong claims as well as a strong argument.

Given this argument (and his other statements) I turned the tables on Gerolf and asked him to join me on the Litesport. After all a good showing by one of the World's best hang glider pilots would be saying something. Of course, a good showing by me would also be saying something.

Gerolf declined to be my teammate on the Litesport saying that he had to be a symbol to those many top ranked Litespeed pilots who were worried about him spending too much time on the Malibu and not paying enough attention to their favorite flying machine, the RS. He will also be bringing out a few mods that he will have to highlight (just as he is making me a special modified Litesport). He'll need to test those mods in competition conditions before the big spring production begins at Moyes.

So it's the Moyes Litesport for me at the upcoming Australian competition season. If I do well will the competition community say, hey cool glider, or hey, when did Davis get so good? If I don't do so well, will it be, hey the glider sucks, or Davis sucks?

I truly hope that the glider lives up to all the hype that Gerolf provides for it. That I will feel so comfortable with it that I will climb up at a great rate and be able to keep up with the Litespeeds (and Climax's) on glide.

Remember a few years back that Jonny Durand won the NSW State Titles on a Litesport. I'm no Jonny Durand, but maybe I can do well.

Gerolf and Attila on the ⁢2008 Canungra Classic »

Tue, Nov 4 2008, 8:16:26 am PST

But should he have received bomb out points the first day?

Attila Bertok|Canungra Classic 2008|CIVL|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon Durand jnr|PG



Gerolf Heinrichs «gerolfontour» writes:

The official scores of the Canungra Classic 2008 for day-1, http://www.triptera.com.au/canungra/classic2008/open_day_1.htm show Jonny Durand Jnr and three more pilots scoring 0 pts for the day - while other pilots earning 153 pts for “minimum distance”.

According to various comments on the matter (including Johnny’s own blog), Johnny was in no flying condition that day and did not fly the task at all. Therefore scoring him with 0 pts is the RIGHT ruling. You, Davis, quote the CIVL rule book and the HGFA-rule book (which actually mostly matters in this case). Both come to the same inevitable conclusion: a pilot can only score minimum distance, if he has taken off within the boundaries of the take off window (and also actually handed in a flight/landing report later on). A pilot who doesn’t fly on the day (for whatever personal reasons actually) will get a DNF and score a zero for the day.

If a significant portion of the pilots present at take off do not take off at all, the task will get devaluated by the GAP-formula. For that very reason the number of pilots at take off and the number of pilots actually taking off for the task has to be known to the scorer by the end of the day. The number of competitors in the meet is not relevant for this calculation. There is no such thing as a “show up at take off bonus”, or a score for intending to fly on the task without ever doing so. You have to fly to score points – there is no way around that, and the official day-1 result seems to reflect that understanding.

However, in the overall score sheet, http://www.triptera.com.au/canungra/classic2008/comp_result.htm, we find Johnny Durand with a score of 153pts for day-1 again – apparently a major mistake by the scorer. How this could stay unnoticed and unfixed throughout the entire competition remains a miracle to me, given the fact that Johnny and Attila were battling for win and were finally only a few points apart in the overall score.

There is no nice way to break it:

It’s a capital scoring error, one that needs to be corrected as soon as possible: With 153 pts less on the cumulative score Johnny despite winning several tasks afterwards, will end up in a respectful second place. But the rightful winner of the Canungra Classic 2008 can only be Attila Bertok. Trophies and price money (if there is any) need to be swapped and, I suppose, a decent apology to Attila will be in order.

The corrected results will then have to go to CIVL accompanied by an explanation on the matter – this seems the only way the Canungra Classic 2008 can keep its status and the results can be included into the CIVL Permanent International Ranking System (PIRS).

If the results are submitted the way they stand right now, the results and possibly the competition will have to be declared invalid!

It would be good to get an official comment from the meet organizers on the matter before addressing CIVL. At this point I am still willing to imagine the situation just being a result of a terrible mistake in conducting the scores on the final day. If, however, it turns out the comp organizers at the Canungra Hang and Paragliding Club would back the current result and support the idea of sticking with Johnny Durand as the rightful winner of their event, we would certainly have to consider sanctions.

Attila's very extensive comments can be found on the Oz Report forum.

Discuss "Gerolf and Attila on the ⁢2008 Canungra Classic" at the Oz Report forum   link»  

Skyline Party

August 20, 2008, 7:07:37 PDT

Skyline Party

Moyes comes there also.

Bernhard Greindl|Corinna Schwiegershausen|Dragonfly|Gerolf Heinrichs|PG|Robert Reisinger|video

Bernhard Greindl at Skyline «bernhard» writes:

Skyline Party and Moyes Meeting on the 30th and 31st of August, 2008 in Germany

Skyline will hold the traditional Moyes Meeting in conjunction with the Skyline Party and Testival Air show and Red Bull Fly In near the CHIEMSEE. There will be a big flight event with hang glider, paraglider, ultralight, parachutes and anything else what is able to fly.

RED BULL FLY IN: Besides the big air show there will be also a "FLY IN" competition for hang glider and paraglider pilots. The longest flight to the event area wins!

Corinna Schwiegershausen will moderate the complete event. Dragonflys and trikes can be also booked for sightseeing flights!

There will be a lot of VIP's the hang gliding scene in attendance:

3rd European champion Michael Friesenbichler,
Moyes designer and 3rd at the 2007 world championships in Texas, Gerolf Heinrichs,
the 11 times German champion, Bob Baier,
vice European champion and HOLC contest leader Tom Weissenberger,
FAI 2 world champion Robert Reisinger
the three time women's world champion Corinna Schwiegershausen,
also the Dragonfly designer Bob Bailey.
All they are at the event also to answer questions.

There will be also Toni Roth with his new electric engine Atos to showand to fly.

There will be some lectures about hang glider technique, tuning hang gliders with Gerolf Heinrichs, discussion of some of the best flights by Tom Weissenberger, and a show of the newest instruments from DIGIFLY.

Pilots can also fly. There is the possibility for towing by ultralights, trikes or with Dragonflies (there will be about 3 or 4 Dragonflies this time!) Or to fly from the mountains near the area (Hochfelln, Hochplatte)

Also there is the possibility to test Skyline products: Moyes Litespeed S, Litespeed RS, Litesport and the fun floater Malibu, also paraglider of Mac Para and Niviuk and for sure the whole harnesses - hang gliding and paragliding. You could also take a look at the new instruments of DIGIFLY.

There will be also enough goodies to make for a grand party, drink and food. Barbecue, Cocktails, DJ, Videos and cold beer are our specialties.

Www.skyline-flightgear.de tel: 08642-5979-0

Discuss Skyline Party at the Oz Report forum   link»

Big Spring videos

Fri, Jul 11 2008, 8:26:32 am EDT

Gerolf Heinrichs on glider design

Big Spring 2008|Gerolf Heinrichs|video


1 minute:


Europeans in the rear view mirror

June 23, 2008, 6:40:03 pm +0200


Gerolf thinks about the Europeans

Belinda Boulter|CIVL|Corinna Schwiegershausen|David Glover|Davis Straub|Gerolf Heinrichs|weather

Gerolf Heinrichs «Gerolfontour» writes:

So it’s all over now, and people seem happy about it. Three tasks in twelve days is not a lot in return for the hefty entry fee, and a rather mediocre performance of a meet conductor (I wouldn’t call him a meet director), who just isn’t up to the job of running a big CAT-1 meet.

Yesterday’s task again got cancelled way too early and – aside from Corinna falsely reporting to see rain at the first turnpoint – for no apparent reason. Unless you wanted to accept for a plausible “reason” that just too many people involved in the decision making process here saw no more reason to risk their current position in the overall standings.

Bear in mind that both task- and safety-advisory committee were composed of an Austrian, a German, and an Italian, each. Then, as you check the scores, you will find that after three tasks all the medals, team and individual, were in the hands of pilots from exactly those nations – what a funny coincidence, isn’t it?

As the Moyes-Litespeed designer I should say: “perfect!”. Top four Guys, top Girl – who can ask for more? We’ll I wanted more flying. More commitment to actually go for it. Seriously go for it, not just play the competition task game. If we would have acted the way we acted yesterday, we would have had not one single task last year.

Thinking back, the last two weeks very much looked to me as if we were just kept busy on take off every day. Show up at 9am, hang around for hours and hours, cancel tasks for various false reasons, then go and fly around for hours and finally debate it all with a beer at the camp ground.

In saying that, I have to make one exception: Elio Cataldi! The overall leader and now European champion was not shy to fly another task. He willing to compete and did not engage in urging the organizers to cancel.

Congratulations Elio: good flying - good attitude!!

He also answers my question about why would it be that twenty nine pilots on the third day got altitude penalty points:

I suppose some pilots just take the altitude limit without allowing for any margin of altitude error. Also some less competitive pilots maybe just don’t take it so serious with the altitude limit. They don’t mind to take a few penalty points in return for a little higher start. Note, that the penalty is set so progressive that it does very little damage in the beginning and only kicks in once you are higher then about 50 meters above the line.

If twenty nine out of ninety eight pilots were too high, it still means that sixty nine pilots did manage to get it right, right?

What is more surprising to me is that twice an Italian pilot – who would actually have won the day otherwise - would be caught losing points like that. What was even more surprising is the reaction to it. While most other team leaders would probably have talked to their pilots and instructed them to stay well below the limit, the Italians just started bitching about the new rule. “Hey officer, it’s not me driving too fast, it’s the speed limit that is too high, and your radar pistol is probably not calibrated accurately” – you got to love those Italians :-)

I was going with the strategy to stay about 100 meters below the actual limit, knowing that if things come out not in my favor, the error could be this much. I figured 100 meters lower then some others, and probably only 50 meters less then most of my direct competitors, was really no big deal if you have a task of 150 km ahead of you. Think about it. Is it wise to run the risk to lose some points for such stupid reason, just to be first in the first thermal?

Some pilots think 100 meters of max error (the reality is more 20-30 meters in fact) is too much. Again, I would not compare it to the perfect situation where the error is zero. I would compare it to what we get otherwise, with pilots taking up to 300-400 more altitude advantage into the task. Be a bit more reasonable and a bit less Italian here, guys.

Gerolf follows up:

Needless to say, the weather was really good on Saturday. Despite it being our spare comp day in case the weather WOULD HAVE BEEN no good throughout the meet, our organizers had decided no more flying days were needed :-)

Instead, a marathon prize giving ceremony was held, starting 1 pm, in the middle of a greatest heat of the day, in a closed tent - and it lasted for about three hours, even longer then the tasks would.

Speeches, speeches, even a mass was held, performing kids, music, more performances, endless announcements about sponsoring and local support, and of course how well everything was organized - you got to accept where the focus is at here. Well, for sure not on flying.

The flying gods - if there are any - must have been killing themselves laughing at us.

Meanwhile talk is getting loud once again that we simply can’t go on like that. While semi-professional CIVL officials stand beside and look without ever intercepting, we have amateur organizers mess up our top level meets. The call is for a professional meet director, a rules- and flying-wise competent person who is up to the job of decision making in critical moments, can speak understandable and reasonable English, does understand our game, doesn’t serve self interests, and most of all doesn’t need constant coaching on dealing properly with the obvious.

But who could that be? Heather’s name was mentioned. Well, we’ll see. She’ll have a chance shortly to show how well she can do in Laragne. Some thought I should be the man, but I quickly convinced everyone that we wanted a popular person, or at least someone who wants to be popular.

Then we had a brain wave: How about that Davis Straub. He is nearly too old competing himself anyway, he is quite smart, knows the game really well, and has totally failed to screw up the most recent World’s meet – he seems almost perfect!

Think about it. Travel the world, all expenses paid, getting a chance to have arguments with the highest CIVL officials on one side and some famous and infamous pilots on the other almost on a daily basis. Who would not want to have a dream job like that ;-)

I'll be available in about twenty years. I did like running the 2007 Worlds in Texas (with David Glover as the organizer and Belinda getting all the details right and making sure that CIVL personnel were kept happy). I can operate under pressure without taking it personally. I do have an idea of what the pilots want as the Oz Report sees it as its mission to support the pilot's agenda. I very much appreciate your kind considerations here (I know that tempers will flare in actual situations).

CIVL has asked me to be a CIVL official (I have taken the "training"). I would be happy to be a meet director for the Worlds if I am not on the US team.

2008 European Championships - sunny day »

June 19, 2008, 7:12:16 pm +0200


They fly

Ø|Øyvind Ellefsen|CIVL|Corinna Schwiegershausen|European Championships 2008|Gerolf Heinrichs|Richard Lovelace

Results here.

The Lienz weather forecast here.

Corinna's reports here. Norwegian here. Richard Lovelace here.

No results as of 7 PM UTC +2.

Gerolf Heinrichs «Gerolfontour» writes:

Finally a task, and a good one too. 150km triangle, a bit rough in the first part, very nice towards the end. Looks like Tom will lose his overall lead to Elio, who arrived second or third in goal and was about six minutes faster – means they will just swap places. Not much change after that. Michi will likely stay ahead of me, Christian will move up and so will Filipo.

Alex would have won the day, but scored some unpleasant 25 penalty points for a high start. So, Filipo will take the day instead, keeping our Litespeed performance “immaculate” – I like that.

However, the Italians were really on fire today. They managed to build a good lead from the first turnpoint on, and brought it to the goal line: first three places by the looks of it.

Others were less fortunate. Antoine landed a couple of meters short, and so did a few more.

The Austrian “team” came in reasonably quick too, so the team trophy should still be in our hands.

Looks like the last comp day tomorrow should be flyable (and hopefully taskable) too - if organizers and CIVL officials don’t screw up again that is. I am still bitter about the too early cancellation of yesterday’s task. After it was called off, pilots flew nicely for about 3 hours up and down the valley – what a shame.

Discuss Europeans at the Oz Report forum   link»

Altitude penalties

June 19, 2008, 4:58:21 pm +0200

Altitude penalties

Setting up your flight computer to keep you from getting penalties

Gerolf Heinrichs|record|sailplane

Gerolf Heinrichs «Gerolfontour» answers my questions regarding how altitude penalties work:

When we approached this altitude penalty rule of course we also debated the potential inaccuracies of the 3D-GPS altitude recording and how to counteract it.

What we do right now is, going by GPS-altitude, not barometric reading, because every pilot is able to produce this figure without having access to altering it. When switching on our 3D GPSes before take off we check the displayed altitude against the take off altitude. We set our barometric altimeters to take off height and we all note the respective differences between GPS height and actual height. That difference was found not more then about 20 meters so far. Ideally, at a later stage flight verification software would zero this difference, by simple shifting the GPS altitude to your take off height before taking off, but right now we don’t. We live with that error and the fact that this error generally seems not in the favor of the pilot as GPS heights tend to always read higher then the actual height.

The reason for setting the barometric height to take off height and not to the GPS reading is simply that you don’t want to screw up your final glide. It’s easier to remember the twenty something meters in your head and stay lower then the given altitude limit by that amount, plus a little margin in case you want to make sure to not even loose one single point.

As it turns out the procedure is rather workable, and not difficult to handle at all. Please bear in mind that until now we had to live with certain pilots often starting up too 200 meters higher in altitude depending on how they liked to see cloud base.

Now to your question why not policing altitude all along a pilot’s track log; why only at the one point, the start cylinder? The answer is feasibility. We simply haven't got the means here to check all data points on a track log – this would need to be programmed into the software and wasn’t available at this stage. If we wanted to police altitude limitation throughout a task, we would also need to come up with an appropriate penalty rule for it. Simply penalizing every one the same for having the same “too high reading” regardless of how long a pilot did so will not do. An appropriate penalty will probably have to be proportional to the altitude-vs-time area above that certain altitude limit of a given 3D-track log. Or as a simpler version of it, just counting the number of seconds one spends above the limit.

The idea to use the one start point at the start cylinder came from the Spanish pilots Francisco Vinas and Carlos Punet and was quickly accepted by the rest of the working group for its simplicity and practicality. It helps solve the problem of starting too high in an indirect but very elegant way.

Also the initial worries of pilots likely to speed up like sailplanes and pull up hard once passing the gate, did not materialize. Pilots came to quickly realize that is a lot easier to just fly along the cylinder line and simply swing into the start gate once time is up and altitude is sufficiently low.

Thinking back of Croatia 2006, we realize now how much hard ship and protesting we could have spared us had we pursued that idea already 2 years ago.

Discuss Altitude penalties at the Oz Report forum   link»

2008 European Championships - Gerolf has lots of time to write »

June 18, 2008, 4:08:50 pm +0200


Given that they aren't flying, Gerolf kindly takes a moment to answer my questions

Ø|Øyvind Ellefsen|Corinna Schwiegershausen|Dennis Pagen|European Championships 2008|Gerolf Heinrichs|Richard Lovelace

Results here.

The Lienz weather forecast here.

Corinna's reports here. Norwegian here. Richard Lovelace here.

Gerolf Heinrichs «Gerolfontour» writes:

The Swiss team decided to leave today. They were not in the right mood for more flying as it seems, or shall we say, for more hanging around here in Greifenburg waiting waiting waiting for the weather to improve.

I agree with you that PDF files are not a smart format for results, at least not if we wanted them to be promoted and made public on the internet. I guess the pilots should push organizers more in this respect. The scorers here are not to blame, they do really a great job – no complaints about them so far.

To my knowledge it is still all up to the organizers what scoring tools are being used even in CAT1 events (as long as the formula resembles some formerly tested GAP version) and CompeGPS is probably used this year again because the organizers are just familiar with it (while FS which certainly seems the future for us, is still too new to them).

As for Elio not winning the task despite having done the fastest run: Yes, apparently he scored some altitude penalty points, which we have introduced to counter-act the hazard of potential tactical cloud flying in the pre-start period. I was quite impressed that we could get this going here, after talking for ever about the trouble with pilots doing the “white out thing” for getting the perfect start over years.

The way it works is, that the scorers (manually so far!) check the altitude of the first track-log point for a pilots task log, and compare it to a given altitude limit that the task setters decide upon for the day. On task two this altitude limit was set to 2200 meters, with a progressive square power penalty formula that would cost you about 12.5 points for being 50 meters to high, but already 50 points for being 100 too high. Elio apparently fell in between there somewhere, as he lost around 20 points from his initial score.

There has been plenty of discussion on the potential reasons of Richi’s tumble. To stop some of them speculations let me say this: we can’t blame task setting, and it was not due to hazardous weather conditions. With the approaching warm front we found ourselves rather in a quickly building overcast and despite the fresh and crisp air mass, conditions where no where near what we had been experiencing here at times with a fresh Northerly. In fact the winds where only 15-20kmh from SW at the most throughout the task and there was no need to ever end up on a lee side face.

Upon measuring sprogs on gliders here during the comp Richi was reportedly found rather low on his sprog setup, was instructed about it and from what we hear apparently did slightly alter his setup to some degree after that. By how much, however, we don’t know for sure. Swiss team pilot Franz Hermann was able to take a closer look at the glider yesterday and reported it being found on full VG setting. Walter Maier from the Austrian team, who flew just seconds in front of Richi when it all happened told they experienced some rough air near a potential good thermal when he got weightless himself for a quick moment, then looked back and watched Richi’s glider snap in hard in front of him the very next moment. Walter himself fortunately was flying a little more proactive in this situation and was already on half VG or less, in anticipation of that strong thermal nearby.

Today we had a lengthy pilot’s discussion on glider pitch stability and proactive flying in rough air. Most pilots showed up at that meeting, Dennis Pagen presented some first statistics on the conducted sprog measurements, followed by a really unusually constructive discussion on various safety matters. One could see that comp pilots these days do definitely care more about what it takes to fly and tune high performance competition wings then this has ever been in the past.

Such discussion will of course not bring Richi Meier back to life. We all know that very well. However, it may help some others to avoid a similar fate in the near and far future.

I hope that the scorekeepers took into account the 100 meter or so inaccuracy in the GPS in vertical height (GPS measurements), also the differences that I've noticed between what my flight computer read while I was in the air and the heights displayed later in SeeYou from the IGC file. Also, it seems strange that they only check at the start circle. Easy to check the rest of the flight. Of course, the reported altitude drifts during the day as the pressure changes, as the pressure altitude it reported as a default (although you can view the GPS altitude also).

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Death on the mountain

June 16, 2008, 2:30:51 pm +0200


Too little room between the glider and the mountain.

Gerolf Heinrichs|Thomas Weissenberger

Gerolf Heinrichs «Gerolfontour» writes:

Task two here at the Europeans, and yes, the Litespeeds are still winning (Elio Cataldi took the day), but I am not leading anymore :-(

However, this seems all a little insignificant right now, as Swiss Top Aeros Pilot Richi Meier unfortunately died today, crashing onto a mountain plateau, after tumbling and not having enough altitude to successfully deploy his chute. We are still collecting all available information from potential eye witnesses, so at this stage it would be too early for conclusions.

As you can imagine everyone here is quite sad. Richi was a fun guy and despite only around for a few years already quite popular among the pilots.

Official notice here.

Provisional task results of the 101.3km task saw 25 pilots in goal at Annenheim.

1. Thomas Weissenberger (AUT) – 1.58:29
2. Michael Friesenbichler (AUT) – 1.58:43
3. Elio Cataldi (ITA) – 1.59:15

Find results here. They weren't fully updated as of 2 PM Monday (local time UTC + 1).

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The 2008 European Championships

Thu, Jun 12 2008, 1:37:32 pm


Gerolf wins the first flyable day

Christian Ciech|Gerolf Heinrichs|Oleg Bondarchuk

It will be hard for me to keep up with the Europeans as I don't have great internet access out here on the farm near Grasse. But it looks like the first day was flyable. And the first day was the 10th of June. Find results here.

Day One:

1 HEINRICHS, Gerolf (Moyes Litespeed RS 4) AUT 02:04:18 1000
2 HÄRRI, Martin (Moyes Litespeed RS 3.5) CHE 02:04:20 993
3 VOIBLET, Christian (Aeros Combat L 13) CHE 02:04:43 980
4 WEISSENBERGER, Thomas (Moyes Litespeed RS AUT  02:05:12 968
5 BOISSELIER, Antoine (Moyes Litespeed RS) FRA 02:06:59 944
6 CIECH, Christian (Icaro Laminar Z9 14,1) ITA 02:07:22 931
7 HERRMANN, Franz (Aeros Combat L 14) CHE 02:07:51 925
7 CATALDI, Elio (Moyes Litespeed RS 4) ITA 02:07:58 925
9 RIZO SALOM, Luis (Moyes Litespeed RS 3.5) FRA 02:08:04 917
10 FRIESENBICHLER, Michael (Moyes Litespeed RS AUT 02:10:50 890

Oleg didn't make goal, only half the distance. He's a bit rusty, it appears.

As you can see there are seven Moyes Litespeeds, two Aeros Combats and one Icaro Laminar in the top ten finishers on day one. There are overall fifty Aeros Combats, twenty nine Moyes Litespeeds, twelve Icaro Laminars, and seven Wills Wing T2's in the competition. The Combat is now a very popular racing glider, at least as far as European pilots are concerned.

There are ten Combats, nine Litespeeds, three T2's, and two Laminars on the first page of the Race output (twenty four top places). Forty three percent of the T2's, thirty one percent of the Litespeeds, twenty percent of the Combats, and seventeen percent of the Laminars are on the first page.

The 11th was canceled.

Gerolf⁣ when he read in the Oz Report that Nene won the day

Mon, Apr 21 2008, 8:56:43 pm PDT


Gerolf at the boneyard in Sydney

Gerolf Heinrichs

Discuss "Gerolf⁣ when he read in the Oz Report that Nene won the day" at the Oz Report forum   link»  

Span and aspect ratio distribution at the 2007 Worlds

April 21, 2008, 6:47:28 PDT

Span and aspect ratio

Is there any correlation between these values and the results of the Worlds?

Alessandro "Alex" Ploner|Attila Bertok|Corinna Schwiegershausen|Gary Wirdnam|Gerolf Heinrichs|Glen Volk|Jon "Jonny" Durand jnr|Kraig Coomber|Robin Hamilton

Let's look at the top twenty:

Name Glider Span Aspect Ratio
1 BERTOK, Attila Moyes Litespeed S 5 10.4 7.4
2 REISINGER, Robert Moyes Litespeed RS 4 10.4 7.7
3 HEINRICHS, Gerolf Moyes Litespeed RS 4 10.4 7.7
4 ALONZI, Mario Aeros Combat L
5 PLONER, Alessandro Icaro Zero 8
6 WIRDNAM, Gary Aeros Combat L 13 10.4 7.9
7 COOMBER, Kraig Moyes Litespeed RS 3.5 10.3 7.7
8 WALLBANK, Carl Moyes Litespeed RS 3.5 10.3 7.7
9 BADER, Lucas Moyes Litespeed RS 4 10.4 7.7
10 VYHNALIK, Dan Aeros Combat L 15 10.7 7.8
11 CATALDI, Elio Moyes Litespeed RS 3.5 10.3 7.7
12 OPSANGER, Olav Moyes Litespeed RS 4 10.4 7.7
13 BOISSELIER, Antoine Moyes Litespeed RS 4 10.4 7.7
14 DURAND, Jonny Moyes Litespeed RS 3.5 10.3 7.7
15 SCHWIEGERSHAUSEN, Corinna Moyes Litespeed S 3.5 10 7.5
16 MATTHEWS, Dave Moyes Litespeed S 3.5 10 7.5
17 HAMILTON, Robin Moyes Litespeed RS 4 10.4 7.7
18 RIZO SALOM, Luis Moyes Litespeed RS 3.5 10.3 7.7
19 ROTOR, Nene Wills Wing T2 144 9.8 7.3
20 VOLK, Glen Moyes Litespeed S4 10 7.3

Spans: http://ozreport.com/12.75#1

Aspect ratio: http://ozreport.com/12.76#2

It’s not about the price - it’s about the glider!

Tue, Apr 8 2008, 8:10:42 am PDT


One has to look to the benefits, as they are much more important than the costs

Gerolf Heinrichs|Vicki Cain

Vicki Cain «moyes», Gerolf Heinrichs, and Steve Moyes write:

Whether the Oz Report tries to compare top shelf gliders with top shelf gliders of different manufacturers, or tries to create an artificial standard configuration you still inevitably compare apples with oranges. Just take a short look at your “seriously corrected” basic configuration (https://OzReport.com/12.061#6). You compare two World Championship winning gliders (the Combat and the Litespeed, that is) with two products that have not even been on the charts, yet.

And the very reason certain manufacturers will always try to undercut our prices or throw in extra options with their deals, is that they just cannot match our state of the art product for quality and performance.

Even if different manufacturers are offering different carbon or sail options on the gliders, you need to look more closely at each individual option and see what’s behind it. Not every carbon wrap around a mandrel makes a carbon leading edge or dive stick. Remember, we were the ones to introduce carbon tubing and new Mylar alternatives, while other manufactures were rubbishing these innovations as inferior, unnecessary or unreliable only years later to follow us along exactly the same lines.

It seems to us that while we are developing winning products at substantial R&D costs, others simply take a short cut, just copy us and develop smart marketing strategies to cover up that they are constantly trailing the field.

What makes us proud is to see that whenever new pilots join the Moyes family their personal bests, results or rankings almost inevitably improve. This is even truer, the closer to winning these pilots come. One could as well say, a competitive pilot can just not afford to fly a non competitive glider. It can’t be just a fluke that in the major competitions almost half the field flies Moyes.

It can’t be just a fluke that more than half the top ranked pilots are with Moyes.

So in the end it comes down to the crucial question: Are you looking for a good deal or for a good glider. Most top pilots have well understood this concept, and laugh about ads that claim “unsurpassed performance” without ever showing any proof of it. Unfortunately, upcoming pilots often get fooled with cool ads and smooth talk, just to find that, once they have bought their "winning machine" it is not really where it’s at.

Moyes is essentially a family business and has traditionally focused on the high performance, winning-glider market. In the near future we will, however, show that we can make a difference in the beginner and intermediate glider segment, also.

We never claimed to be the biggest, we claim to be the best! Although bigger selling numbers certainly always help in cutting costs per gliders, success in hang gliding has never been about sheer quantity, but quality.

You very well address the issue of different product prices for different countries, but this could easily confuse customers and dealers. As you and we know, price differences in different countries come about as a consequence of currency fluctuations or market situations (e.g. different country taxes, shipping costs, facing strong local competition, etc). We think you will agree that a currently low US price has little or nothing to do with US dealers being kinder to their pilots whereas European dealers were trying to rip off their customers. You can believe us all our agents are doing a great job out there, despite no one in the hang gliding industry, neither dealers nor manufacturers, making substantial profits these days.

With a US dollar seemingly free falling at times it is nearly impossible to get the retail prices perfectly balanced between different countries around the world at all times.

Not a day goes by that a dealer argues his case feeling disadvantaged in this game of fluctuating currencies and markets.

Fair pricing, as one gets taught in any marketing seminar one attends, is not achieved when everyone pays the same price, but when everyone can afford the same goods.

Discuss "It’s not about the price - it’s about the glider!" at the Oz Report forum   link»  

Leaving the start cylinder early

April 2, 2008, 2:51:52 pm PDT

Start cylinder

Using appropriate penalties so that they are actually applied

CIVL|Gerolf Heinrichs


There was no uniform CIVL Sporting code rule about what happens to pilot's leaving before the start open time. The local rules for the 2007 World Championships in Big Spring, Texas (http://ozreport.com/bigspring2007afterCIVL.php) state:

The Pilots leaving before the start gate opened are awarded minimum distance points only if GAP 2002 scoring system is used.

This rule, which we did not like, was forced upon us by the CIVL Bureau. Numerous different rules are applied in Category 2 competitions to deal with this situation. The recent CIVL Plenary decided:

Early start penalties for Cat 1 comps. Gerolf Heinrichs proposed that the penalty for early start is ten times the amount of time added as a time penalty to the pilots total time. Amended by Nils Jorgen Askirkto read the max amount of time that this rule will be applied to is five minutes. Beyond five minutes the pilot will receive minimum distance.

This seems unduly harsh to me. I say just shift the start time to the first start time and leave the time interval the same. Or rotate the time interval around the first start time.

Discuss Start cylinder at the Oz Report forum   link»


So flex wings or rigid wings, which are better?

Tue, Mar 25 2008, 5:57:03 am PDT

A.I.R. ATOS VR|Aeronautic Innovation Rühle & Co GmbH|Gerolf Heinrichs|PG|Vicki Cain


Gerolf Heinrichs «gerolfontour» writes:

I’m pretty sure you’re not gonna print this one again, however, I think it’s quite interesting.

As you know, at the annual Anger winter glide comparison event they have hang gliders of different classes perform a task that is basically to take off from one side of the valley, cross it and land above a certain line (goal line) on the slope on the other side – your score is the time you need from take off on one side to passing the goal line on the other. The altitude difference is 300m, the glide distance 3km, so the task really is to perform a 10:1 glide as fast as you can. Since, there are no more rules (e.g. wing loading unfortunately is not regulated, and wing span is never considered an issue), you often see a lot of guys trying to pull off the impossible and smash hard into the other side of the hill :-(

On the A.I.R website (www.a-i-r.de) we find a graph comparing the average speeds of different classes over the past years. Of course – surprise - they make it not look too good for the Flexis :-)

This season we find the Atos VR winning @ 93kmh, while Seppi on his small Aeros got it @77kmh (e.g Tom Weissenberger did 81kmh on his RS-4 last year). The difference may look quite significant, however, you need to see the span advantage the Atos-VR has over the flexies: about 33-40%. And the wing loadings in this event usually compare like 11kg/m² against 9kg/m², a 20% difference.

Right now, as we speak the competition in Bassano, Italy is going on. On the first day the Flexwings and the Rigids flew the same task (110km), there may have been a difference in start radius of 2km, but: The flexies won this comparison by miles.

Michi on his Moyes Litespeed RS-3.5 finished in 1:55 (four minutes ahead of the next flex wing). Walter Geppert on his Atos VR in 2:07 (eight minutes ahead of the next rigid wing). What do we conclude now?

That the Flexies can use their nominal performance more efficiently then Rigids? That they get back some, if not all, their glide handicap @ 10:1, from better climb and better maneuverability near the ridge? Or simply that machine performance is overrated and it all still comes down to which machine is steered by the better pilot?

If so, we then would still always have to answer the pressing question: Why do top hang glider pilots still prefer to hang under a flexible wing, when given the chance? ;-)

First, I always love it when Gerolf argues that the flex wings are better than the rigid wings. As I won the Australian National Championships twice flying an ATOS, beating Gerolf and all the other flex wings (as well as the few other rigid wings), I like to think that Gerolf knows that I'm the better pilot and that's why I won. :-)

Second, I don't know if the question, which glider type is better, is site and conditions specific, but it may be.

Third, top hang glider pilots may prefer the higher level of competition among the flex wings that comes with most competitions where few rigid wings are flying. I know that that very much influences me.

Fourth, I prefer to hang under a flex wing because I haven't had one tuck and tumble on me. But that was before the tail. Still it is my personal history. Maybe other pilots prefer the "feel" of the flex wing glider to that of the rigid wing.

Fifth, vast prices differences may affect this decision (see a follow up article coming soon).

Sixth, most top pilots actually prefer to fly paragliders, so maybe performance is not the primary issue.

I think that Gerolf raises some interesting questions, but muddies the water a bit (as do I) with his final question. Perhaps Oz Report readers have some real answers for him to his serious questions.

I would say that on average the VR climbs better than any flex wing, but there may be circumstances where the flex wing has an advantage. I don't think that on average the flex wings have an overall performance advantage, quite the contrary.

I believe the results of this one day in one contest indicate that Michi was the better pilot. Pilot skills are widely divergent. They can easily overwhelm differences in glider performance. That's why manufacturers want the best pilots flying their gliders.

There was only one valid day at Bassano apparently. The results can be found here: http://www.aeroclubmontegrappa.it/flex-task-1.html and here: http://www.aeroclubmontegrappa.it/rigid-task-1.html. There were eighty seven flex wing pilots and only twelve rigid wing pilots. Thanks to Vicki Cain.

It's all rosy at the ⁢CIVL⁣ Plenary (we'll see when the minutes come out) »

Tue, Feb 19 2008, 10:05:12 am MST

CIVL Plenary

Not clear what happened with the pitch testing (I assume that it was ditched)

CIVL|Gerolf Heinrichs|PG


Thanks should go to top hang gliding competition pilot, and Moyes hang glider developer Gerolf Heinrichs, for his valuable contributions and offers of help in the pitch stability discussions, for his support of the promotion of the Sport Class alongside Class 1 events, and for his concern over safety following a new trend in ultralight uprights.

The (paragliding and hang gliding standing committees) differed in their treatment of some proposals, such as early start penalties, and the ending of speed sections before goal.

Discuss "It's all rosy at the ⁢CIVL⁣ Plenary (we'll see when the minutes come out)" at the Oz Report forum   link»  

Forbes, day six results

January 9, 2008, 8:47:48 +1100

Forbes, day six

Luis from France won the day as Mario goes down in the south head wind from the sea breeze

Attila Bertok|Davis Straub|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Oliver "Olli" Barthelmes

The flight and task.

The results

After the fastest pilots went down. Michi called Jonny on the radio to tell him that they landed short. Jonny made sure that he made goal, and dramatically improved his position from sixth to second. Gerolf didn't fly and apparently has left the building.

The pilots had goal but the sea breeze was clearing the sky and brought on the headwind at the last moment, just before they got to goal. Michi still had zero for the goal altitude instead of 1800'. Attila had the goal altitude correct on his flight computer but wasn't looking at it. Balasz was just keying off Attila on the race to goal stuffing the bar.

1RIZO-SALOM, LuisMoyes Litespeed RS3.5FRA02:10:02903
2WOEHRLE, RolandMoyes Litespeed RS4DEU02:11:27869
3JONES, ChrisMoyes Litespeed S 4AUS02:25:09855
3PATON, LenMoyes Litespeed RS4AUS02:25:09855
5GARCIA, PedroAeros Combat 13ESP02:13:01846
6DZAMIKOV, ArturAeros Combat L 2007RUS02:15:23817
7DURAND, Jon jnrMoyes Litespeed RS3.5AUS02:17:44791
8LEUSKOV, VladmirAeros Combat L 13RUS02:23:17790
9DURAND, Jon snrMoyes Litespeed S 5AUS02:23:26789
10SEIB, DavidMoyes Litespeed RS4AUS02:19:57770
11KIEFINGER, HansAeros CombatDEU02:21:08759
12BARTHELMES, OliverMoyes Litespeed RS4DEU02:26:42713
13SCHRODER, PhilAirborne Climax C4AUS02:32:49705
14MARTINI, FedericoMoyes Litespeed RS3.5CHE02:30:17685
15BADER, LukasMoyes Litespeed RS4DEU02:31:45676
15PURCELL, NickMoyes Litespeed S 4AUS02:43:34676
17DALL, PeterATOS B 146AUS02:36:42675
18MOYES, SteveMoyes Litespeed RS4AUS02:34:06660
19TRIVELATO, AlexandreMoyes Litespeed RS4BRA02:35:33651
20STRAUB, DavisAirborne Climax C4USA02:35:46650


1BERTOK, Attila,Moyes Litespeed S5HUN5165
2DURAND, Jon jnrMoyes Litespeed RS3.5AUS5154
3UJHELYI, BalazsMoyes Litespeed S4.5HUN5065
4ALONZI, MarioAeros Combat LFRA4874
5FRIESSENBICHLER, MichiMoyes Litespeed S 3.5AUT4713
6SEIB, DavidMoyes Litespeed RS4AUS4543
7RIZO-SALOM, LuisMoyes Litespeed RS3.5FRA4478
8BADER, LukasMoyes Litespeed RS4DEU4378
9HEINRICHS, GerolfMoyes Litespeed RS4AUT4308
10DZAMIKOV, ArturAeros Combat L 2007RUS4206
11KIEFINGER, HansAeros CombatDEU4181
12BARTHELMES, OliverMoyes Litespeed RS4DEU4158
13BLENKINSOP, SteveMoyes Litespeed S 3.5AUS4089
14WOEHRLE, RolandMoyes Litespeed RS4DEU4029
15GARCIA, PedroAeros Combat 13ESP3998
16STRAUB, Davis,Airborne Climax C4USA3976
17MOYES, SteveMoyes Litespeed RS4AUS3970
18BAJEWSKI, JoergMoyes Litespeed S5DEU3943
19PATON, LenMoyes Litespeed RS4AUS3937
20LEUSKOV, VladmirAeros Combat L 13RUS3931

Forbes, day five (of eight)

January 8, 2008, 7:27:33 +1100

Forbes, day five

Another full day (but a late start)

Attila Bertok|Davis Straub|dust devil|Flytec 6030|Gerolf Heinrichs|Jeff Shapiro|Oliver "Olli" Barthelmes

The flight and task.

The results

Ah, yes, another super day here at Forbes. How's the snow and the cold where you are? This competition has been so fantastic that some of the "older" pilots are asking for a rest day. Don't think that it is going to happen. My body is holding up great, so I'm willing to go all out every day.

The forecast was for an eight knot west wind at cloud base. The task committee called a 160 km triangle task (after going back and forth), assuming that we could get back to goal into the wind. It's great to be able to come back to Forbes at the end of the day.

The RASP model also called for a blue day, or just barely a few cu's. But it blew that big time as the sky filled up with cu's and a cu-nimb to the north east. It was also pretty clear why RASP didn't get that right. It used a lower forecasted surface temperature. Yesterday (on day four), the BOM was calling for 34 degrees in Forbes for day five. But today (on day five) they called for 38 degrees. RASP used the older forecasted surface temperature as the model was run the night before.

After a bunch of delays in the tow paddock, we got off late taking the mandatory start time at 3:20 PM. After I pinned off I climbed right away to over 9,000'. It looked like the day would be great.

I made a mental error not going upwind in the start circle. I knew which direction to go, I knew to go in that direction, but I got hooked by the nice cumulus clouds that offered so much lift, a little down wind of the course line, that I never made it upwind. I had launched early so there was no excuse not to get upwind.

I did find a nice thermal to get back up to 9,800' just before the start gate opened. About five of us were hanging at cloud base trying to stay out of the wispies and could see a cloud street (the one we were under) right toward the first turnpoint. Sure we weren't up wind of the course line, but it looked like we had decent shot at a good outcome.

When the mandatory start time came we all raced down the cloud street not finding any lift, unfortunately. But twenty kilometers out in front of us was a dust devil going to 8,000'. We raced for it.

Unfortunately, even though we are racing out in front and seemingly have a good line, it all ended up for naught as we got down to 4,000' AGL and had to take the first lift that we found. Looking up I saw a squadron of pilots coming in way high over our heads. So much for getting out in front on the first leg. We were going to have to play catch up.

All those pilots were high and going fast, but a few of us had to make up for our lowly status. We were getting much higher than we had been on the early days of the meet, so 8,500' seemed low, when a few days ago it was unobtainable. We couldn't get to 9,000' getting to the first turnpoint at the oval southwest of Grenfell.

I was flying with Jeff Shapiro and we hung out together for the second leg. We went a bit to the downwind side of the course line to the northeast to get under some good clouds and the beginning of a cloud street toward the second turnpoint. That turned out to be a good move as we got under some working clouds, one that turned on to 900 fpm to over 10,000'. Finally we were back in the picture.

I led us over to another cloud street upwind of the course line and that got us up again over 10,000' which was a good thing, as we went on a 20 km glide to the second turnpoint at Eugowra. There were no cu's between the end of the cloud street and the turnpoint. In fact the cu's were disappearing in general except for north of the second turnpoint (goal was to the west southwest).

We found a little bit of weak lift just before the turnpoint and I circling in it to drift to the turnpoint. After taking the turnpoint I headed due north seven kilometers away from the course line toward big cu's over hot rocks. These clouds were the only good looking ones nearby that could help us get to goal. Down to 2,000' AGL, I hooked into a nice thermal and drifting back away from goal climbed to 9,500'. It was after six and we had 43 km to go to get to goal.

Nick and another pilot and I were working the lift as we moved west going from cloud to cloud. Over a forested area we found a strong one that got us to 10,500', highest for the day, at 6:37. There were no more clouds in front of us. It was final glide time.

It was a 28.5 km glide into goal. I was 10,000' AGL. The head wind was between 10 and 6 mph. Six mph up high as I circled up. As I took off at cloud base, the 6030 said I had goal by 3,300' and an 8.6:1 glide was required to make it. I was skeptical given the head wind, but there was nothing else to be done. The hope was that I had enough extra altitude that would make up for any lack of lift on the way in.

There was almost no lift on the way in. Not only that the head wind increased from six mph (the head wind that the flight computer was using, the average head wind in the last thermal) to ten mph near the ground. I landed 2.9 km short. Nick flew a better line to my south and was more careful in choosing his air speed. He made it. We landed after 7 PM, another full day of racing.

Jeff Shapiro landed less than one kilometer short. Fifteen pilots made goal.

1BERTOK, AttilaMoyes Litespeed S5HUN03:00:311000
2DURAND, Jon jnrMoyes Litespeed RS3.5AUS03:00:51992
3ALONZI, MarioAeros Combat LFRA03:01:28983
4UJHELYI, BalazsMoyes Litespeed S4.5HUN03:05:31941
5RIZO-SALOM, LuisMoyes Litespeed RS3.5FRA03:07:55922
6FRIESSENBICHLER, MichiMoyes Litespeed S 3.5AUT03:08:10920
7LEUSKOV, VladmirAeros Combat L 13RUS03:08:28917
8BADER, LukasMoyes Litespeed RS4DEU03:08:35916
9HEINRICHS, GerolfMoyes Litespeed RS4AUT03:21:42832
10PATON, LenMoyes Litespeed RS4AUS03:33:15815
11SEIB, DavidMoyes Litespeed RS4AUS03:33:45773
12WILLIAMS, MichaelMoyes Litespeed S 5USA03:51:36727
13NICHELE, RobertoWills Wing T2 144CHE04:08:35666
14TUNBRIDGE, CameronAirborne Climax C4AUS04:09:01665
15BARTHELMES, OliverMoyes Litespeed RS4DEU05:50:11577

The meet has been well run with pilots getting into the air in less than an hour. Bill and Bobby have been running a duffers line for those less experienced pilots. One of those had a poor landing the other day and suffers along with Armand with a dislocated shoulder. This is the only injury so far.

I think that we will tweak the organization a bit today to have the task committee call the task earlier (like we do in the US) based on the RASP model output. You can always change it later is conditions really are different in the field.


1BERTOK, AttilaMoyes Litespeed S5HUN4796
2UJHELYI, BalazsMoyes Litespeed S4.5HUN4695
3ALONZI, MarioAeros Combat LFRA4503
4DURAND, Jon jnrMoyes Litespeed RS3.5AUS4363
5FRIESSENBICHLER, MichiMoyes Litespeed S 3.5AUT4343
6HEINRICHS, GerolfMoyes Litespeed RS4AUT4308
7SEIB, DavidMoyes Litespeed RS4AUS3773
8BADER, LukasMoyes Litespeed RS4DEU3702
9RIZO-SALOM, LuisMoyes Litespeed RS3.5FRA3575
10BLENKINSOP, SteveMoyes Litespeed S 3.5AUS3532
11BARTHELMES, OliverMoyes Litespeed RS4DEU3445
12KIEFINGER, HansAeros CombatDEU3422
13DZAMIKOV, ArturAeros Combat L 2007RUS3389
14BAJEWSKI, JoergMoyes Litespeed S5DEU3373
15STRAUB, DavisAirborne Climax C4USA3326
16MOYES, SteveMoyes Litespeed RS4AUS3310
17NICHELE, RobertoWills Wing T2 144CHE3249
18TUNBRIDGE, CameronAirborne Climax C4AUS3204
19MARTINI, FedericoMoyes Litespeed RS3.5CHE3170
20WOEHRLE, RolandMoyes Litespeed RS4DEU3160

Forbes, day three

January 6, 2008, 9:03:47 +1100

Forbes, day three

The cu's arrive (as forecast).

Attila Bertok|Belinda Boulter|Davis Straub|Gerolf Heinrichs|Jack Simmons|Jeff Shapiro|Oliver "Olli" Barthelmes

The flight and task.

The results

The winds that were supposed to be 14 knots out of the southeast didn't show up, which was great because the task committee called a back into the wind task, that turned out not to have any wind to come back into. Actually the winds were all over the place today along the course line, mostly light, but some times 10 mph out of the southeast.

The cu's did show up just as forecasted and they were a nice addition to the flying conditions here in Forbes. Looks like we might have cu's for the rest of the competition. The average lift was forecasted to be up to 600 fpm, and we got some of that, now and then.

The task committee called a 150 km dogleg task. First west northwest 80 km to Condobolin, then north east 45 km to a small tow, then east southeast 25 km to a field north of Trundle.

The cu's were forming to our northeast as we launched. It looked like a great day. The cu's were supposed to come down to Forbes a bit later in the day and they did.

I took off second in our line and found lift without missing a beat to 5, 000' AGL. It was 50 minutes to the last of three start gates, which I was planning to take. I wanted a bunch of guys out in front of me who started twenty minutes before me.

The lift was on and off in the start circle until 2:16, four minutes before the second start time. A cloud formed a little under five km from the edge of the ten km start cylinder. We all got under it and climbed. Some pilots left the lift after the second start gate opened, but a number stayed to the top at 7,000' AGL before heading out six minutes after the start gate.

I continued to work the cloud and the subsequent ones that formed conveniently right at the same spot. Ollie was with me and we hung on only losing 1,000' before heading out to catch up with the pilots in front of us. The cu's were just forming north of the course line (north of the river over the dry, dark fields) so we had timed it perfectly. We were soon catching the stragglers.

There were plenty of cu's forming during the first hour and a half as we worked our way west to Condoblin. We were getting to 7,000' AGL. In the last thermal 10 km before the first turnpoint everyone joined up, although at different altitudes. The leaders were still ahead of us, but we did have twenty minutes on them and could use them to mark thermals ahead.

Going to the second turnpoint was a bit dodgy. Still I found good lift to get back over 7,000' AGL. There were plenty of cu's and you just had to find the sunny patches and get under the cu's with sunlight below. I worked 300 fpm from 2,000' AGL back to 6,500' AGL ten km from the second turnpoint.

Jack Simmons, who didn't fly the first two days because he hurt his shoulder landing on the practice day, started late and landed at the first turnpoint. Alex Trivelato from Brazil was low under me at the second turnpoint and landed there.

I was plenty high coming into the second turnpoint which is always a plus when it comes to turnpoints. The cu's were now a bit off the course line as I headed into the blue, but I could reach the clouds if I needed to. I saw a few pilots on the ground below.

Three pilots were turning but not really going up in front of me and to my left. They were circling like buzzards over a fallen comrade. My instinct was to not go to them as they weren't climbing but then I said, well they are showing zero and maybe I'll need that. After a couple of turns near them I saw a cloud forming a few kilometers to the right and headed for it. That was the ticket.

The three pilots came came in a thousand under me as we rocketed back to cloud base, twenty kilometers from goal. I went on glide to goal as did Hans Kiefinger a thousand feet below me. The flight computer showed I had goal by two thousand feet.

There was sink all the way and ten kilometers out I barely had goal made when I found strong lift. A few turns and it was lift all the way into goal. A good number of pilots landed just short of goal, a few hundred meters. Some even in the same field as the goal line. Jeff Shapiro came in blazing at forty feet above the goal line.

It appears that a small group of pilots made it in early. I came in near the lead of the second group in seventh place (the results page has obvious errors). Pilots dribbled in over the next hour and a half. We sent our driver out to pick up Alex and Jack and Jeff and had Belinda drive the 70 km from town to get us.

1ALONZI, MarioAeros Combat LFRA14:20:0017:20:1803:00:181000
2HEINRICHS, GerolfMoyes Litespeed RS4AUT14:20:0017:20:3403:00:34991
3BERTOK, AttilaMoyes Litespeed S5HUN14:20:0017:23:1503:03:15949
4UJHELYI, BalazsMoyes Litespeed S4.5HUN14:20:0017:24:5003:04:50930
5DURAND, Jon jnrMoyes Litespeed RS3.5AUS14:20:0017:26:5203:06:52907
6PATON, LenMoyes Litespeed RS4AUS15:05:02 (error)18:41:0303:36:01663
7DZAMIKOV, ArturAeros Combat L 2007RUS15:08:18 (error)18:44:4303:36:25662
8BARTHELMES, OliverMoyes Litespeed RS4DEU14:40:0018:18:1603:38:16661
9SEIB, DavidMoyes Litespeed RS4AUS14:21:58 (error)18:11:1603:49:18627
10STRAUB, Davis,Airborne Climax C4USA14:40:0018:29:1703:49:17618

Forbes, day two

January 5, 2008, 8:46:06 +1100

Forbes, day two

With thick cirrus we only go 225 kilometers

Attila Bertok|dust devil|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon Durand jnr

The flight and task.

The results

The RASP called for a day similar to the first day, a fresh east wind (10 knots on the ground 156 knots above), 500 fpm average lift, with climbs to about 8,000' MSL. What RASP doesn't take into account are midlevel and upper level clouds. When the cirrus came over it looked like we would have a lot less lift than forecast, but the task committee stuck with its task a straight west shot 225 kilometers to Hilston (a turnpoint for the Hay meets) over Lake Cargelligo.

The shaded ground caused folks to hesitate a bit on launching but I was first off in our line not wanting to be stuck at the back. With a few pilots launching just before me there was some assurance that there would be help finding the lift. Actually the tug pilot took me right to a thermal and I pinned off at 1,600' AGL. I worked 350 fpm average up to eventually 7,300'. It didn't seem to matter that the ground was shaded. The wind was 14 mph due east.

Getting high it was still 35 minutes to the mandatory start gate at 2:30 and I was three kilometers from the edger of the start circle in a strong wind. Gerolf and I headed up wind back toward the Forbes airfield where we were towing. There were plenty of pilot circling in front of us, but they were all much lower. Apparently the shaded ground was now taking its toll.

Not finding much lift and now back down to 3,000' AGL, I came over Steve Moyes (he's easy to see in the red harness and the red Litespeed that I flew last week) and stayed with him and a couple of the Russian pilots (they fly Aero gliders) in light lift.

Other pilots had drifted down wind and gotten higher but beyond the start circle. Just before the start time they all came and joined us about two hundred feet over us. We were at 3,300' AGL, or 4,000' less than I had already achieved earlier in the start circle. Not a great start, but at least we were all together.

We headed north west at 2:30, not exactly on the course line with an eighteen mph tail wind toward an area with sun. The thickness band of cirrus had passed over us and was now to our west and moving west. Maybe we would fly just fast enough to stay in the sunny area behind it.

The lift was weak and we didn't get over 4,500' AGL as we drifted 45 kilometers in the next hour. Everyone was hanging together working the available lift and not venturing too far out in front. Pilots who had gone straight on the course line had landed. One hour into the flight we were 17 kilometers north of the course line.

It was there that we found 400 fpm average up to 7,200'. We were finally looking good, but the shaded ground was to our west and we needed to go west. We were high now so off we went west toward the thickest band of cirrus and goal.

The lift was weak but it only took at 45 minutes to get through it going 40 kilometers. We were down to 2,000' AGL back on the sunny area and climbing back up at 125 fpm. I had been flying with Steve and Jonny Durand for the last seventy kilometers just above them so I was able to know who they were.

We climbed back up after finding some better lift to 5,000' AGL. The Jonny below me headed off west south west and I followed him. This turned out to be a big mistake as he dropped like a rock. Steve seeing this headed more westerly and within a few minutes he was a thousand feet over me I headed under him and found some lift but lost touch with both him and Jonny and most of the other pilots that I was flying with.

Heading further west twenty kilometers east of Lake Cargelligo a Russian pilot and I found 600 fpm at 1,500 AGL to 5,500' AGL, a thermal that required that I really hold on tight and put the glider up on a tip. The lake and many flooded fields were looming ahead of us to the west so when the lift ran out I headed on my own west south west to get around the bottom of the wettest area. It was now two and a half hours into the flight, after five o'clock and I still had 100 kilometers to go.

I headed for an area that was dry and had just had a massive dust devil. Arriving at 700' AGL I found 300 fpm in interesting lift and held on as it drifted me to the southeast of the lake area to 6,000' AGL. Ahead lay a small range of hills right on my line toward goal.

I saw a couple of pilots turning in the hills and joined them as the sun shone on the bare rock faces that faced north. The lift was not all that great and when I left off the end of the range I was only 5,000' AGL. When the sink after the range averaged 500 fpm down, it looked grim as I got down to 1000' AGL. It was now after 6 PM and I was 50 kilometers from goal.

I felt out a nice little thermal just as it looked I was about to land. It seemed to me that this might be the last thermal, so I held on and it averaged 280 fpm to 6,000' AGL. Not quite enough to make goal from now 43 kilometers out.

I headed out when it quit and then found myself down to 1,500' AGL 22 kilometers out. Again it looked like I was going to land as it was now 6:40 and I wasn't seeing any possible lift. Then I felt a small bump and after searching around found 200 fpm back to 3,000' AGL.

This thermal (like all the other ones) was drifting quickly to the west and I just held on to it hoping that the thermal would take me to goal. I still wasn't quite high enough to make it.

Fifteen kilometers out I gave up on the thermal, but probably should have tried to stay with it a bit more. Zero sink would have been fine as I was basically drifting toward goal. I went on glide to the west southwest toward goal watching the large areas of trees below closely as there were few areas to land and lots of trees.

I landed 3 kilometers short of goal just before a vineyard. About twenty pilots made goal. I didn't get to see any for the last fifty kilometers. Half of them landed at goal just before I landed short of goal at 7:06 PM.

We got back to Forbes at 12:30 AM after our second flat tires in two days. The gravel roads are tough out here.

1UJHELYI, Balazs, 6Moyes Litespeed S4.5HUN03:57:39953
2BERTOK, Attila, 7Moyes Litespeed S5HUN03:57:52946
3FRIESSENBICHLER, Michi, 2Moyes Litespeed S 3.5AUT03:57:58944
4HEINRICHS, Gerolf, 1Moyes Litespeed RS4AUT03:58:08941
5TUNBRIDGE, Cameron, 20Airborne Climax C4AUS04:05:43933
6ALONZI, Mario, 3Aeros Combat LFRA04:00:29910
7DURAND, Jon jnr, 4Moyes Litespeed RS3.5AUS04:06:46852
8MOYES, Steve, 11Moyes Litespeed RS4AUS04:07:25847
9SHIELDS, Dave, 15Moyes Litespeed RS4GBR04:11:23818
10BLENKINSOP, Steve, 35Moyes Litespeed S 3.5AUS04:11:36817

See the overall results at the link above.

Discuss Forbes, day two at the Oz Report forum   link»

Forbes, results from day one

January 4, 2008, 6:46:12 GMT+1100

Forbes, results

Forty six in goal

Attila Bertok|Gerolf Heinrichs|Oliver "Olli" Barthelmes

The flight and task.

The results.

1BERTOK, AttilaMoyes Litespeed S5HUN01:44:3171.641000
2FRIESSENBICHLER, MichiMoyes Litespeed S 3.5AUT01:44:3871.56993
3HEINRICHS, GerolfMoyes Litespeed RS4AUT01:44:4071.54992
4UJHELYI, BalazsMoyes Litespeed S4.5HUN01:45:2771.01970
5RIZO-SALOM, LuisMoyes Litespeed RS3.5FRA01:45:3170.97969
6BADER, LukasMoyes Litespeed RS4DEU01:49:2668.43900
7ALONZI, MarioAeros Combat LFRA01:49:3068.38899
8BARTHELMES, OliverMoyes Litespeed RS4DEU01:50:1067.97890
9DURAND, Jon jnrMoyes Litespeed RS3.5AUS01:50:3867.68883
10WOEHRLE, RolandMoyes Litespeed RS4DEU01:50:4167.65882

The 2007 OLC's

October 19, 2007, 4:05:54 pm EDT


The flex wing results of the 2007 On Line Contests

David Cameron|Davis Straub|Gerolf Heinrichs|Krzysztof "Krys/Kris" Grzyb|Marc Fink|Oliver "Olli" Barthelmes|Quest Air


Davis Straub[davisstraub]US1481.69
Stefan Eylert[Stefaneylert]DE1279.72
Christian Voiblet[ticum]CH1137.24
Tony Marty[atmarty]CH1100.07
Stanislav Galovec[galovec]SI1046.41
Eggenberg Stefan[Eggi]CH 939.82
Balazs Ujhelyi[ubalika]HU 874.89
Zsolt Balogh[longer]HU 874.15
Péter Szász[szaasz]HU 861.18
Beat Saegesser[Saegi]CH 850.47


The rigid wings have been removed.

Davis StraubWills Wing T2-144Quest Air US2221.21
David CameronMoyes LiteSpeed 4S1525.56
Jacek PawlusAeros Comat LStowarzyszenie Paralotniarzy Beskidu Wyspowego PL 650.13
Hans KiefingerAeros Combat LDelta Club Bavaria Ruhpolding e.V. DE 492.3
Marc FinkWills Wing Talon 457.34


1Lukas Bader(DE / BL)Drachen- und Gleitschirmfliegerfreunde Berlin Altes Lager e.V. I'm DCB2608.13
2Oliver Barthelmes(DE / HE)Odenwälder Drachen- und Gleitschirmflieger Club e.V.2366.61
3Davis Straub(US)Quest Air2176.22
4Gerolf Heinrichs(AT / Stk)Cross Country Club2134.08
5Walter Mayer(AT / Vbg)DFC - Bregenzerwald2089.92
6J-Charles BALEMBOIS(FR)Delta Club du Bar sur Loup2077.36
7Karl Reichegger(IT)Drachenfliegerclub Pfalzen2058.45
8Krzysztof KRIS Grzyb(US)Hang Glide CHICAGO2022.05
9Stefan Eylert(DE / BY)Ammergauer Drachenflieger e.V.1861.53
10Marc HAENEL(FR)Delta Club du Bar sur Loup1847.20
11Jörg Bajewski(DE / NW)Warsteiner Skyglider Team1785.60

2007 Worlds - why is Moyes so successful? »

August 24, 2007, 9:24:51 MDT


One big family

Attila Bertok|Bill Moyes|Bobby Bailey|Brett Hazlett|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Jon Durand jnr|Kraig Coomber|Manfred Ruhmer|Oleg Bondarchuk|Robert Reisinger|Rob Kells|Scott Barrett|Steven "Steve" Pearson|Tomas Suchanek|Worlds 2007

Moyes hasn't had a World Champion since Tomas Suchanek in 1995 (Manfred from Icaro had a monopoly for six years and then Oleg came along). Now they have Attila Bertok and the top three places on the podium with Robert Reisinger and Gerolf Heinrichs, the Moyes glider designer. In spite of this lack (and now abundance) Moyes has been very successful in competition with their glider well represented. In fact in many competition the Moyes gliders dominated the top spots. Why is Moyes so successful?

First of all Gerolf has designed a very competitive glider. The differences between the top of the line competition topless gliders is very slight, so as long as you have a glider that is as good as any of the other top gliders then you can let the differences between pilot skills become the deciding factor.

Second, Gerolf is a very good pilot, obviously from his third place finish at the Worlds, as well as a charismatic figure. Having your designer be an elite level pilot sends a huge message. Unfortunately, that message can be that it is the pilot not the glider, as it has often been in the case of Icaro and Aeros. So it takes more than that.

Third, the way you get around the identification of the top pilot/designer as the reason that the glider does well is to have the glider flown by lots and lots of pilots. This was not the case with the Icaro and earlier with the Aeros Combat gliders (although this is much less true now). With fewer pilots flying them, it appeared as though it was more Manfred and Oleg rather than the glider that determined how well they did (but, of course, I would argue that this is always the case).

Fourth, of course, I have illustrated a chicken and egg problem. How do you get many pilots to fly your glider in the first place so that pilots don't automatically assign the success of the glider to the elite pilot?

Fifth, Moyes has a strong family tradition. A strong extended family tradition. A family tradition that reaches out and incorporates many others into the family and gives them that family feeling, that feeling of belonging to a very special family/club.

Who has been to every Worlds - Molly and Bill Moyes (and until this Worlds, Steve Moyes has flown in every Worlds, and won one). Their dedication to the sport was highlighted at the Worlds on the last night to a standing ovation. A very important symbol and one felt by all the pilots there. Who wouldn't want to be a part of that?

Bill and Molly are the patriarch and matriarch of a large and extended family and three of their children run Moyes Delta Gliders while Bill runs Bailey-Moyes Dragonflies. Pilots from around the world have over the years been brought into the company to help build the gliders. Think Brett Hazlett, Kraig Coomber, Jonny Durand, Attila Bertok, Mikki Fiesenbichler, and many others.

Moyes has built loyalty among the most promising new pilots giving them a helping hand and supporting them early. This willingness to bring others into the family is part of the family tradition. There is always room for one more, includign Gerolf and Bobby Bailey, and many many others..

Can you think of one other "company" that was at the Worlds in such force? Rob Kells and Steven Pearson from Wills Wing were there (separately), but how can they compete with the Moyes family (including Vicki - who heads up Moyes marketing)? Rob and Steve provide great support, but they are just being outgunned. Kraig Coomber (the main designer of the Moyes Matrix harness) from Moyes USA was there helping other pilots as well as flying very well.

Airborne had their designer, Scott Barrett. Who was there from Aero and Icaro? Their gliders were there, but I wasn't aware of any other presence.

The attraction of the Moyes family/company/brand is huge. Pilots have the feeling that the Moyes glider is superior, or if not superior, at least as good as any of the other gliders there. They feel that you can't go wrong with the Moyes RS. (Actually Attila flies the older S model as he likes to fly the big mode - S5, and there isn't an RS-5 - for obvious reasons, if you think about it.)

The Moyes family makes you feel part of a big friendly superior family/club even if you aren't the top most pilot around. It is just something that they have learned from being such a family for years and it is natural for them to extend it to others. Marketing by being one big happy family.

If you are not part of that family, you are just missing something. So Moyes attracts many more pilots than other manufacturers (at least at these elite level competitions) and that gives everyone the feeling that the glider is superior as the superior pilots are flying the glider. And that solves the chicken and egg problem.

2007 Worlds - the ranking Vs. the finish »

August 22, 2007, 0:22:52 MDT

Worlds finish

Does their ranking predict their finish?

Alessandro "Alex" Ploner|Attila Bertok|Gary Wirdnam|Gerolf Heinrichs|Kraig Coomber|Quinn Cornwell|World Pilot Ranking Scheme|Worlds 2007

Name2007 WorldsWPRSGliderNation
BERTOK, Attila117Moyes Litespeed S 5HUN
REISINGER, Robert21Moyes Litespeed RS 4AUT
HEINRICHS, Gerolf32Moyes Litespeed RS 4AUT
ALONZI, Mario48Aeros Combat LFRA
PLONER, Alessandro535Icaro Zero 8ITA
WIRDNAM, Gary6N/RAeros Combat L 13GBR
COOMBER, Kraig722Moyes Litespeed RS 3.5AUS
WALLBANK, Carl883Moyes Litespeed RS 3.5GBR
BADER, Lucas919Moyes Litespeed RS 4DEU
VYHNALIK, Dan1083Aeros Combat L 15CZE

Thanks to Quinn Cornwell «smiguy02». N/R equals not ranked in the WPRS system. The full list is here.

2007 Worlds - Day 1, Task 1, the overview »

August 10, 2007, 5:32:22 CDT

Big Spring

Fifty two at goal

Attila Bertok|Gerolf Heinrichs|Jon "Jonny" Durand jnr|Worlds 2007



No Brazilians at goal. They flew together and all went down together with Seppi. Seppi had a four and a half hour retrieve. They landed in the lower "canyon" area. I heard that this normally dry area was completely green. Lots of standing water out in the fields, also.

Attila was first, followed one second later by Koji Daimon and then Gerolf. The two Swiss pilots who had to borrow/rent Aeros gliders as theirs are still in Zurich, came in tied for 11th.

1 BERTOK, Attila Moyes Litespeed S 5 HUN 02:13:36 979
2 DAIMON, Koji Aeros Combat L 13 JPN 02:13:37 977
3 HEINRICHS, Gerolf Moyes Litespeed RS 4 AUT 02:13:53 971
4 WALLBANK, Carl Moyes Litespeed RS 3.5 GBR 02:13:58 961
5 CATALDI, Elio Moyes Litespeed RS 3.5 ITA 02:13:58 960
6 GRICAR, Primoz Aeros Combat 13L SVN 02:14:00 956
7 BADER, Lucas Moyes Litespeed RS 4 DEU 02:14:02 955
8 DURAND, Jonny Moyes Litespeed RS 3.5 AUS 02:14:11 952
9 OPSANGER, Olav Moyes Litespeed RS 4 NOR 02:14:23 939
9 JOHANSEN, Lars Bo Aeros Combat L 15 DNK 02:14:33 939

Gerolf on Oleg

Wed, Jul 4 2007, 9:06:23 pm EDT

Gerolf visits Oleg in the hospital


Gerolf Heinrichs|Oleg Bondarchuk

Gerolf Heinrichs «Gerolfontour» writes:

All Olli told you guys is fact (https://OzReport.com/11.129#0).

I visited Oleg last Saturday, 30th June in Villach hospital and had a short, only 15 minute chat with him, since he is still very weak from the operation.

The accident occurred Monday mid-afternoon. According to Oleg upper winds where already about 30-40kph from the west (forecast was for a cold front pushing through during the afternoon) but lower level winds were still light S-SE. He was on straight glide in the westerly wind band when he hit the shear zone and had a strong dive. We didn’t discuss any more technical details on how it all happened, all Oleg could tell at this point is that the glider broke and he got hit by some structural piece of the frame in his right side belly, around the appendix. He said the pain was so bad he could not throw the chute with his right hand and had to use the left arm instead. After the chute opened everything went smooth again and he had only a very soft impact on the ground.

He didn’t go into details on how he managed to get the helicopter to his place but apparently that part worked out fine and he was in hospital soon after.

Oleg had to be operated Tuesday morning due his internal injuries (no details on what exactly was hurt), but from what I understood it was not the possible failure of internal organs but rather the risk of a septic infection that lead the doctors to operate.

After a few tough days – Oleg hasn’t regularly eaten now for more then a week, is still all hooked up with infusion tubes and such, and said the pain all over his lower body is rather bad – according to the station doctors, he seems in the clear now and on the way up. The doctors assume from he will have to stay in intensive care until the upcoming weekend, and could then be moved to a normal station where he would have to stay another 10 days before he could go back home.

Until the weekend, they don’t want any visiting. Oleg said, he would let me know, when he could stand our ugly mugs again ;-)

There were meanwhile many individual top pilots from all over the world calling me these days, asking whether Oleg would need financial help. I also asked him about that, and his comment was, that he got a certain form of insurance but wasn’t sure how this would work out in the end. I suppose, Aeros will likely have a backup plan for this kind of situation as well, so I would hope Oleg does not have to worry too much about it all.

Austrian hospitals are always giving you the full treatment first and talk about the money later – means, we wouldn’t have to worry that his treatment is harmed by financial considerations.

I’ll keep you informed, when I hear back from Villach

Discuss "Gerolf on Oleg" at the Oz Report forum   link»  

Pre-Europeans in Greifenburg - task three

June 19, 2007, 5:41:48 pm EDT


Don't worry about the rain or the cu-nimbs

Gerolf Heinrichs|Oleg Bondarchuk|Oliver "Olli" Barthelmes|Pre-Europeans 2007

The Results.

Daily News:

A 103km task was set with most of the turnpoints out to the east and with some valley crossings to get away from the straight ridge runs. Huge clouds out in the task direction once again failed to materialize into anything dangerous. Goal was at Annenheim (58km straight line SE of Greifenburg) and a virtual cylinder was used as they weren't sure exactly what the landing field was like. Reports so far of a great flying day with bases of 2500 – 2700m and at least 60 pilots at goal.

Task 3:

1BONDARCHUK, Oleg(Aeros Combat L)UKR14:30:0016:36:1102:06:11995
2VOIBLET, Christian(Aeros Combat L 13)CHE14:30:0016:36:4402:06:44975
3OLSSON, Andreas(Wills Wing T2)SWE14:30:0016:37:1602:07:16955
4HEINRICHS, Gerolf(Moyes Litespeed)AUT14:30:0016:38:4202:08:42943
5GRICAR, Primoz(Aeros Combat 13)SVN14:30:0016:40:3702:10:3924
6WEISSENBERGER, Thomas(Moyes Litespeed)AUT14:30:0016:43:3202:13:32887
7REISINGER, Robert(Moyes Litespeed)AUT14:30:0016:44:5102:14:51879
8OPSANGER, Olav(Moyes Litespeed RS 4)NOR14:30:0016:44:5202:14:52874
9PETERNEL, Franc(Moyes Litespeed RS)SVN14:30:0016:46:5302:16:53854
10BARTHELMES, Oliver(Moyes Litespeed RS)DEU14:30:0016:46:5702:16:57852
11MEIER, Richi(Aeros Combat)CHE14:30:0016:47:3702:17:3845


1BONDARCHUK, Oleg(Aeros Combat L)UKR8599089952762
2GRICAR, Primoz(Aeros Combat 13)SVN9298739242726
3OLSSON, Andreas(Wills Wing T2)SWE8169529552723
4REISINGER, Robert(Moyes Litespeed)AUT9468788792703
5MEIER, Richi(Aeros Combat)CHE9029448452691
6HEINRICHS, Gerolf(Moyes Litespeed)AUT8189149432675
7VOIBLET, Christian(Aeros Combat L 13)CHE8098889752672
8FRIESENBICHLER, Michael(Moyes Litespeed)AUT9558607842599
9BARTHELMES, Oliver(Moyes Litespeed RS)DEU8129218522585
10HERRMANN, Franz(Moyes Litespeed)CHE8008948382532

Pre-Europeans in Greifenburg - task two

June 18, 2007, 3:13:49 pm EDT


Andreas Olsson wins day two

Andreas Olsson|Davide Guiducci|Gerolf Heinrichs|Oleg Bondarchuk|Oliver "Olli" Barthelmes|Pre-Europeans 2007

The Results.

Andreas Olsson, flying a Wills Wing T2 - 148 (prototype), won the second day of the pre-Europeans. Given that there are only five or six T2's in the competition, this says something (although it is unclear just what, perhaps just that the T2 is a competitive glider):

181OLSSON, Andreas(Wills Wing T2)SWE14:30:0016:05:2701:35:27952
2105MEIER, Richi(Aeros Combat)CHE14:30:0016:05:4301:35:43944
3112BARTHELMES, Oliver(Moyes Litespeed RS)DEU14:30:0016:06:3501:36:35921
493HEINRICHS, Gerolf(Moyes Litespeed)AUT14:30:0016:07:0201:37:02914
5118BONDARCHUK, Oleg(Aeros Combat L)UKR14:30:0016:07:2601:37:26908
645RIZO SALOM, Luis(Moyes Litespeed RS)FRA14:30:0016:07:5301:37:53901
7114HERRMANN, Franz(Moyes Litespeed)CHE14:30:0016:08:2301:38:23894
8108VOIBLET, Christian(Aeros Combat L 13)CHE14:30:0016:08:2701:38:27888
8140CATALDIO, Elio(Moyes Litespeed RS)ITA14:30:0016:08:3501:38:35888
10142GUIDUCCI, Davide(Moyes Litespeed 4)ITA14:15:0016:01:1701:46:17884
1195REISINGER, Robert(Moyes Litespeed)AUT14:30:0016:09:0001:39:00880
1241GRICAR, Primoz(Aeros Combat 13)SVN14:30:0016:09:1901:39:19875

I notice that the tasks so far in this big air place are mostly smaller or at least comparable to those that we attempted at the East Coast Championships. Looks like Seppi didn't fly today.

Pre-Europeans in Greifenburg - an update

June 17, 2007, 9:56:06 pm EDT


The results

Gerolf Heinrichs|Oliver "Olli" Barthelmes|Pre-Europeans 2007

The Results.

146 pilots. Two launches.

1FRIESENBICHLER, Michael(Moyes Litespeed)AUT13:30:0014:58:0501:28:05955
2REISINGER, Robert(Moyes Litespeed)AUT13:30:0014:58:1301:28:13946
3GRICAR, Primoz(Aeros Combat 13)SVN13:30:0014:58:4301:28:43929
4MEIER, Richi(Aeros Combat)CHE13:15:0014:50:2501:35:25902
5SEIB, David(Moyes Litespeed RS 4)AUS13:30:0015:01:4401:31:44873
6MAYER, Walter(Moyes Litespeed)AUT13:30:0015:05:2401:35:24829
7CATALDIO, Elio(Moyes Litespeed RS)ITA13:30:0015:05:2801:35:28821
8HEINRICHS, Gerolf(Moyes Litespeed)AUT13:30:0015:05:3801:35:38818
9OLSSON, Andreas(Wills Wing T2)SWE13:30:0015:05:3301:35:33816
10KATO, Minoru(Icaro Laminar)JPN13:30:0015:05:4701:35:47814
11BARTHELMES, Oliver(Moyes Litespeed RS)DEU13:30:0015:05:5301:35:53813

Seppi was flying his Moyes Litespeed S 4. His new glider, Moyes Litespeed RS 4, just got there and that's what he'll be flying from now on.