AssetID: 55339114
Headline: RAW VIDEO: Nine cyclists pull glider aircraft into the air in world-first human-powered takeoff
Caption: Nine elite cyclists have achieved a jaw-dropping world first – by pulling a glider plane into powered flight using nothing but their own legs. The project, known as Peloton Takeoff, took place on December 4, 2025, and saw the cyclists accelerate to 54km/h along a 1,500-metre runway, producing enough force to lift pilot Andy Hediger and his engine-less aircraft into the air without mechanical assistance. While the event attracted immediate attention, organisers say the successful takeoff was the result of months of engineering work, led by Olympic silver medallist and Red Bull–BORA–hansgrohe Head of Engineering Dan Bigham. The project aimed to convert elite cycling power into aerodynamic lift, combining data modelling, system design and precise execution. Aircraft traditionally rely on engines or tow vehicles to reach the airspeed required for lift. Human-powered propulsion introduces additional challenges, including physiological limits, variable force output and sensitivity to wind conditions. Peloton Takeoff examined whether a group of cyclists could operate as a single, controllable propulsion system by integrating principles from cycling physiology, aerodynamics and aviation engineering. Engineers modelled the glider’s lift-to-drag characteristics across different airspeeds and weather scenarios. Rider power data and aerodynamic drag coefficients were incorporated into a unified performance model. A bespoke harness system was designed to transfer force from nine bicycles to the aircraft, while allowing the peloton to accelerate in a seated, synchronised formation to reduce drag and maintain stability. Once minimum airspeed was exceeded, any additional power resulted in climb. According to Bigham, the project required entirely new solutions. “It’s not something you can just pick up off the shelf,” he said. “It’s not something that anybody else has ever used in history.” To establish feasibility, engineers developed a custom computational model linking three systems: the riders, the aircraft and environmental conditions. “We pulled together a really interesting model where we looked at how the lift and drag of the airplane varied with speed,” Bigham explained, “whereas with the riders we have both airspeed and ground speed that matter.” This distinction proved critical, as cyclists produce power relative to ground speed, while aircraft generate lift based on airspeed. “That made it a tool we could use to assess the weather conditions, the wind conditions and the power requirements,” said Bigham. While modelling confirmed the concept was viable, transferring human force safely into the aircraft was the most complex engineering challenge. “How high we can get the plane harness was the most critical point of this entire project,” said Bigham. The harness had to deliver sustained force efficiently, avoid interference with bicycle components, allow riders to brake safely, maintain consistent tension for the pilot and provide rider confidence under maximum effort. Multiple prototypes were tested, including early trials in Austria and further development at Niederöblarn airfield. “We actually learned that there are a few fairly significant flaws with that,” Bigham said. “That brought us to a final concept where everyone was super happy that they could ride full gas without any worries.” Once connected to the aircraft, the riders were required to reach a precise speed threshold. “We need to get to a minimum speed—about 45 to 50 kilometres per hour—before the plane can start to lift off and climb,” Bigham explained. Engineering data showed that approximately 550 watts per rider would enable takeoff. Additional power would translate directly into increased climb. During the attempt, the nine-rider peloton averaged close to 650 watts per rider for up to 90 seconds. “This kind of effort is what you would think about as a race-winning move,” said Bigham. Unlike a traditional sprint, riders were required to remain seated and fully synchronised to maintain stability. “You have to do the exact same effort as your partner in the group,” Bigham said, “because you have to balance the forces in a seated, tucked aero position while towing a plane.” Rider positioning within the peloton was determined through mathematical modelling rather than rider hierarchy. “The position of the riders within the group was decided based on maths,” said Bigham. Each rider’s aerodynamic drag coefficient and power profile informed their placement, producing an optimised formation similar to a team time trial, with the added complexity of towing an aircraft. “It’s an optimisation problem,” Bigham said, “just with the unique aspect of towing a plane to lift off.” For Bigham, Peloton Takeoff demonstrated how elite sport can function as applied engineering. “It’s been really helpful to dig into the physiological side of things we use to explain rider performance,” he said, “and then apply that to something absolutely history-making.” The project involved multiple test phases, extensive coordination and tightly controlled execution. “On this day we’ve done something monumental,” Bigham said. “Projects like this are game changing.” Organisers say Peloton Takeoff illustrates how interdisciplinary collaboration can convert human performance into real-world engineering outcomes, bringing together professional cycling and aviation in an unprecedented way.
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