MIDLAND
GLIDING CLUB
NEWSLETTER
Number 89 January 2001
Chairman’s Contribution... 2
CFI’s Bits...... 3
Staff Matters. 4
Book Now To Avoid Disappointment..................... 4
Trophy Presentation and Dinner Dance 2001... 5
Competitions - Why Bother?. 6
From the Flying Field.............. 7
MGC Aboyne Wave Expedition 2001..................... 7
I Learned From That.............. 8
Could it Happen To You?........ 8
Wednesday 30 August 2000. 10
Trial lessons for 2001............ 14
Flying Achievements................... 14
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Please send Newsletter contributions to: John and Ann Parry Holly Cottage Wentnor Bishops Castle Shropshire SY9 5EE Telephone..01588 650379 Fax. 01588 650596 Email ..John.Parry@Virgin.net |
Club Details: The Midland Gliding Club The Long Mynd Church Stretton Shropshire SY6 6TA Office Telephone......01588 650206 Office Fax.................01588 650532 Members Telephone..01588 650405 Email .office@longmynd.com |
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Selected items from this Newsletter will appear on the Club Internet site which is: www.longmynd.com |
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Please could we have contributions for the March issue by 24th February. (Earlier if possible please!) |
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Julian Fack
Recently I had a call from Helen Evans, the editor of Sailplane and Gliding, and she mentioned that the Mynd “seems to be on a roll”. In terms of our flying she has to be correct, as in a year when the weather was not at all cooperative, we managed some great feats, like winning Rockpolishers, and completing more 500 km flights than in all previous years put together.
A superb job has been done by some members decorating the entrance area, dining room, showers and the bunkroom corridor. Iain Evans led a hardworking team to accomplish most of the work in a couple of weekends. Also a superb suspended ceiling has been installed by John Roberts, and his father (who did most of the work!). Geoff Makin and Iain have started to get our electrics in order by acquiring a big steel electrical cabinet and installing it in the pigeonhole area. Our thanks go out to all who were involved, and to Iain in particular for galvanising them into action, just as he did when he installed the caravan electrical supply system last year.
Colin Calderhead asked the committee to consider installing a mains power system on the trailer rail, so that we could provide for running dehumidifiers, greenhouse heaters or even just battery chargers inside our trailers. The costs were considered too high at the time, but the number of gel coat blisters suffered by the Duo Discus already this winter has made me think again. Could we come up with a viable scheme? Naturally, like the caravan scheme, it would need to be financed entirely by those who want to use it, not only the running costs, but also the capital costs up front. The caravan scheme cost about £150 per van, and I cannot imagine a hitch rail system costing any less, and even that would depend on getting sufficient trailer owners to support it at the beginning. It sounds like a lot of money, but when you consider the potential damage to our gliders sitting in a humid atmosphere for weeks on end, perhaps it might be worth considering. The Duo trailer lid is insulated, but my own Discus trailer is far worse, the lift up lid is dripping when I open it up any time in winter.
Jon Hall and James Moore are working hard at putting together some marketing initiatives to try and attract even more use of our fleet, both in terms of normal courses, and also in special events, like trial lesson evenings. If you can help in any way to persuade friends, or work colleagues, or any other groups you are involved with, to spend an enjoyable social and flying evening with us next summer, then please make the effort to do so, and talk to Janet about a date for it.
Our courses will have new charging structures aimed at attracting more members to attend. When I started some 15 years ago, courses were well attended by our own members, encouraged by discounts offered, but lately the courses have appealed more to the public, under the ‘holiday course’ banner. For 2001 we want to appeal more to the ‘improve your flying skills’ heading. We have an outstanding cross country instructor in John Stuart, so if you feel you could benefit from some tuition from a man who goes cross country almost every day, why not avail yourself of his services?
I am writing this before Christmas, but I imagine you will see it in the new year, and by then there will be little more than two months until the course operation swings back into action. Why not speak to John or Janet in the meantime to discuss your flying plans and ambitions for 2001?
Liz Platt has been helping the club for some years in a number of part time roles, and it is with some sadness as well as congratulation that I report that she has a new full time job managing the office at a local language school. Liz, you will be missed, and I hope that you will still be able to come and see us regularly on a social basis. We all wish you the best of luck in your new direction.
Meanwhile I wish you all a safe and successful soaring 2001.
Nick Heriz-Smith
A glance at the BGA’s accident reports show that launching and landing are the two most dangerous phases of flight. It is that time of year when we all do less of these, but, as is the way of things, recent circumstances have a way of giving me something to write about.
John Parker’s article on page 10 is a very honest description of how one pilot worked his way through a set of events that caused the aircraft he was in charge of to be launched in an un-airworthy condition, i.e. an unsecured seat back. You do not need much imagination to consider what might have happened if another inch or so had put the stick out of his reach, or indeed, what the effect would have been if in being forced back he had pulled back on the stick. And also on page 10 Alison Rowson describes a flight with no ASI. Serious stuff. I cannot over emphasise how important it is, that before we take a launch, we make sure that we are mentally prepared for flying. For instance, consider first your own physical and mental condition; are you free from colds that might affect your balance? Have you calmed down from that check-flight you thought you might fail? Then what about the aircraft you are about to fly; is this its first flight of the day? Are you familiar with it and the panel layout? Are all adjustments made, tail dolly off etc? Then finally, (of course!), a full and considered CBSIFTCBE that might well show up something you forgot.
Just the other week, raining and un-flyable, Howard asked Charles and me to walk with him to see how the airfield was coping with all the wet weather we had been having. We were surprised at how well some areas were doing; dry enough that with care most launch points were accessible, though the area in front of the hangar definitely wants keeping off till spring.
We eventually found ourselves down in the northeast corner of the airfield heading back towards the road when I noticed we were crossing the track of a glider landing to the southwest. Odd, right on the edge of the airfield, so we turned back to see where the glider had touched down. We couldn’t, the track disappeared over the edge. Becoming more intrigued by the moment, we followed the track back to the edge of the rise and found ourselves looking down into a deep three-yard skid with turf thrown up in front and all around it. There were no cut marks, so the glider had not been fitted with a skid. It looked as though whoever was in charge of that glider had a very interesting arrival! Most of us, especially instructors taking over a bit late, have had landings we thought we could improve on, but something about this one worried me, and it niggled at the back of my mind for the next few days.
Finally it stopped raining and so, a few days later I went back to the site with Simon to see if he agreed with my interpretation of the events, and while I talked it through with him, he poked around in the peat.
Clearly, I told him, a glider on approach had undershot and the skid mark was evidence that on touchdown the wheel had been locked. The width of the skid indicated that the glider was a two-seater. The Duo Discus only overshoots so it had to be one of the K21s. For the wheel brake to be locked on, the airbrakes had to have been fully extended at touchdown. So, I concluded, someone under shooting in a K21 had got flustered at the last minute, and instead of closing the airbrakes had opened them further. As I finished, Simon held up what he had been looking for, bits of white plastic. So there we have it, an unreported heavy landing.
Reporting Incidents and Accidents is an essential part of controlling safety. Others learn from our mistakes, and future accidents can be avoided.
We all of us have a duty to report any incident or accident that threatens the integrity of a glider or a person’s safety at the club.
What does this mean and how do we do it?
We started with a seatback that had been altered just before flight, and its security failed on launch. By reporting this event as an incident several things will be set in motion. Firstly to complete the report an engineer will examine our K23. He will test the operation of the bolts, look for damage and/or worn parts. Depending on his findings he might make recommendations relating to design or replacement. The report then goes to the BGA who publish it. Any significant findings are included in the next issue of the Technical Notes, which are distributed throughout the entire movement. The glider is a common type being used all over the world, whatever the reason for our incident, others will learn from it.
The heavy landing could have caused structural damage that only a thorough investigation would find. If this were the case and not reported, every future flight of that glider and its occupants would be at risk, reporting this landing would have been deserving of thanks, not blame.
So, please do not feel shy in coming forward. Follow the examples of John and Alison, talk to an instructor about anything that causes you concern, but do so as soon as it occurs to you. If the instructor is not sure whether to pursue it they know where to go for advice.
The procedure is that accidents or suspected incidents are reported immediately to the Instructor in Charge who will complete the formalities.
Charles Carter
I am sure that by the time that this is published most of you will be aware that Liz Platt has found a full time job at Lydbury North starting early in the new year.
Unfortunately this means that she will be unable to run the office at weekends during the summer months next season. I know that you will all join me in wishing her every success in her new venture and assuring her of a warm welcome should she ever wish to return. The first point of contact that outsiders have with gliding is invariably through the office and nobody could fail to be impressed by the way that Janet and Liz promote gliding and the products we sell. Their thorough understanding of gliding and all its facets is I believe the key to their success.
Fortunately we still have Janet and perhaps with your help we could find someone for her to lick into shape ready for next spring. If any of you do know of a likely person who can work on Saturdays and Sundays from March to October and cover for Janet at certain times please contact me or the office.
James Moore
Courses are very important to our club. Our courses are busy when other club’s courses are not, which is a reflection of the quality of our professional instructors. Building on our success we are improving our lecture facilities, pricing and discount structure, reflecting the value of membership. It is important to book now to avoid disappointment later in the year.
This year for the Spring Season courses in March and April there is a daily course fee of £35, less discounts, plus unlimited half price flying, which is capped at a maximum of £20 per day. That means you could fly from dawn to dusk for just £20. Summer Season prices (May through September) are the same as last year.
Unlike previous years, discounts are given for early rather than late booking. Members who join a course on the day gain a 20% discount whereas those who book and pay the course fee one month in advance gain a 40% discount. Members who are 18 or under, or under 25 and in full time education, receive a 50% discount on the course fee.
What does this mean on Spring courses for a full flying member booking and paying the course fee in advance? The course fee would be £21 per day plus half price flying. In other words, you will
Never pay more than £41 per day!
So, with our professional instructors, improved lecture facilities and our new pricing, it is important to book now to avoid disappointment. Call Janet to book your place.
Alison Rowson
Ludlow Racecourse, Bromfield, near Ludlow
Saturday 24th March 2001
7.30pm for 8.00 pm
Music by Studio 1 Discotheque
Black tie/lounge suit
3-course carvery/vegetarian dinner + coffee
£22.00 per person
Book now, contact:
Alison Rowson
Church Farm
Stoke St Milborough
Ludlow
Julian Fack
In the early ‘90s having been gliding for about five years, I realised my soaring had reached a plateau. I was choosing good days to fly, not bothering to launch unless the sky looked superb, and so on.
I was happy to fly 300s on those sorts of days, but was failing to improve my flying for marginal conditions, in fact in some ways it was as if I was going backwards. Something was needed to shake me out of this creeping complacency, and a competition seemed like a good idea, although in reality I was scared stiff of ‘playing with the big boys’.
I think it was Rose Johnson who made the first move, although I had rung Phil King (ex Mynd CFI and Nationals pilot) during the winter to ask about ‘proper competitions’, and a group of us decided to enter the very first Bidford Regionals. Phil also entered, so we would have a mentor to guide us.
In the end the Mynd contingent consisted of Simon Adlard, Rose, Nick Heriz-Smith and me, as well as Iain Evans who was competing as an Usk member at the time. We made up a large part of the small entry of just 14 gliders. In spite of its lack of size, the competition was superbly organised by the late Gordon Camp with the help of Claire Thorne, who currently runs the BGA AGM, and scored by Tim Newport-Peace himself.
The procedures in the actual competition were something of a shock; form filling, production of certificates and radio licences, C of A and insurance, barograph calibration charts and so on, it took a bit of getting together. Everyone was friendly, but firm, you had to get it right.
The next shock was the regimentation; formal briefing followed by gridding. This was something completely alien to Myndites. You had to form a grid exactly as laid out by the organisers, and it was different each morning. You then launched in grid order, unless you pulled out, in which case you were sent right to the back.
The next new experience was ‘the start’. You had to hang around locally, for up to an hour if you launched first, until the line opened. You could not land out, only land back before the opening for a re-light, otherwise you would forfeit the whole day. From then on you could start at any time to suit yourself, even re-starting if you changed your mind and returned after some time on task. All of this was very strange to us whose previous competition experience was limited to task week. Mynd task weeks were much less organised at that time than they are today.
The whole experience was daunting yet magical, we sometimes waited until almost 3 pm to start a task, and yet often got back. On the last day Gordon briefed us several times, holding on for the weather, and finally sent us about a quarter of an hour after he heard that Hus Bos Regionals, only a few miles away, had scrubbed. Amazingly some of us got round, which really made Gordon’s day.
So, to get back to the subject after all the nostalgia, why bother with competitions? The point about competitions is that you have to do what you are told to do, you do not consider the weather, the airspace, the time of day, these are all someone else’s problem. You just concentrate on the flying. The second reason is that you fly tasks on days that you would not normally open the trailer for, and you often succeed. This second point really pushes your skills, and you find that you improve your techniques without really noticing, at the same time as having a deeply satisfying time.
The third point is that you fly at other airfields, whose operation is always different in some way, and you learn that there is more than one way to do things. You also fly over parts of the country that you might not normally see, for instance very few Myndites have flown over the east coast strip from York down to Nottingham, yet those of us who task out of Sutton Bank have got to know it well.
What qualifications do you need? The entry form says “Silver C”, but you need to be current in soaring terms, and in particular in field landings. You are sure to land out during a competition, sometimes as often as every flying day! You also need to be confident on aerotow, since all competitions are launched that way. The most important bit after that is a crew and tow vehicle you can rely on, since you need to get back to base as soon as possible after a landout to get some sleep for the next day. Tasking almost every day gets very tiring.
You need someone to look after all the peripheral things that are important, such as drinks, food, maps, ballast water, battery charging, loggers GPS co-ordinates and so on. Crew have a busy time during a competition day, and cannot normally get in much flying themselves if they are to do their job properly.
There are those who improve their flying by setting their own tasks, and who stretch themselves as often as possible, but for the rest of us who need a little push to achieve, competitions are a superb and sociable way to achieve your goals.
Ann Parry
Welcome to new members Barry Micklethwaite and Simon Taylor.
Today (30 December) I have been watching gliders soaring on the ridge, and enjoying ridge-running, all in a beautiful winter world of sparkling snow and brilliant sunshine. They have been flying every day since 27 December, including Andy Holmes’s mates from the Juniors. Yesterday there were comments about the wrong sort of snow, as the cold and snow were causing main wheels to freeze up. I think it was probably ideal snow for skiing. This makes a glorious and welcome change from the astonishing amounts of rain we have all experienced, along with the grey skies. Despite that, in November there was flying on 18 days during the month. On three of the four main decorating days it was flyable, with people like Walter Baumann disappearing for a couple of hours to fly and when he came back I learnt that he had climbed to 8,000 feet. That decorating weekend we had visitors from the Norfolk club, for their first trip to the Mynd in recent memory. Essex have been back for their winter flying here over a couple of weekends, and we have had visitors from other clubs. Paul Stanley and David Rance were flying in wave on 12 November, and Simon Adlard (with Liz in the Janus) found the best of the wave on 2 December, towing into it.
Julian Fack
Aboyne has the reputation of being a ‘difficult’ site, but this is undeserved. It has a narrow tarmac runway which is only a problem for your first few landings, and it can be turbulent, but nothing that a Mynd pilot would find too problematic.
It also has plenty of two seater capacity, and, at least during the week you will have no problem getting checked out and trained in their ways, whatever your level of experience.
On average you can expect one or two superb wave days ( Gold C and more) a week, no wonder it is regarded as the premier wave site in UK. There is flying any time it is possible, wave or not, so you can get plenty of practice, and it is located in a spectacularly beautiful part of the country, with lots of lovely pubs which serve good food.
This is your last chance to book a place.
We will be there for the weeks commencing 6th & 13th October.
Accommodation will be about £50 per week.
The booking fee for your own glider is £30 per week.
I need commitment with deposits by end of February, or I will have to cancel the accommodation booking. If interested contact me on jfack@mcmail.com or leave a message on 01426 954 208 and I will ring back to discuss the arrangements.
I Learned From That
John Parker
It was my fifth flight in a K23 having re-soloed in July and converted to the 23 in August. It was now mid October and I hadn’t flown for two months. A check flight with Paul Fowler and he passed me, to my surprise but as I consider him to be the most picky instructor on the Mynd now Phil Foster has departed that seemed to be OK.
Anyway EVV was second in line and available so I jumped in. Started strapping in then realised that some ballast would be a good idea. Not strictly necessary at my weight but it seems to fly better. Jumped out and got some. Strapped in again and discovered that the seat was too far back. Jumped out again by which time I was on line so, not wanting to hold things up I hurriedly did the necessary, flew through the checks and launched.
As the glider accelerated, there was an ominous give from the seat back which slipped several inches. Not quite too far for me to reach the stick. We were launching to the north, so I flew the normal glider (left hand) circuit, and having given the downwind call noticed the tug on the same position in a right hand circuit. 200 feet above but coming down fast. Held back and turned in behind calling him on the radio to tell him I was landing behind him and on his left. He landed on the right of the strip and then turned left in front of me. I cursed his deafness, did an S turn and got down with no further problems.
After landing I discovered firstly that the radio was switched off and secondly that the seat back was only held in by one pin and lying at a sharp angle. I remember Colin Knox, who is about the same size, describing a similar problem so I’m not the only one to make this mistake.
So next time I shall:
· Remember the seat setting and make sure it is locked in place.
· Remember the amount of ballast needed and make sure it is locked in place.
· Take my time at the launch point and not be hurried.
· Add ‘Radio’ to my pre launch checks.
I took another launch to settle my nerves and had a cable break...
CFI’s Comment
It is very easy when this sort of thing happens, (and it all to often does, just ask around), to think, whoops - silly me, and then put it to the back of one’s mind and not say anything about it. John must be thanked for sharing this with us. His article raises two very important issues, read more in CFI’s bits on page 4.
Alison Rowson
I was booked on the BGA Soaring Course at the Mynd in September, and I was lucky enough to have Discus 19 to fly for the week, more or less to myself, as all the others on the course had their own aircraft.
Monday morning wasn’t very exciting weatherwise, but it was flyable, so Simon Adlard rigged the BGA Duo Discus and several of us rigged the ‘baby Discus’. I DI’d it and we towed it to the launch-point. Simon took one of the course members in the Duo for a check-flight and told me to wait for him to land as he would type-brief me, as I hadn’t flown a Discus for several years and never on aerotow. So we lounged around in the sun on the grass and watched Simon get into the wave on the east side of the Mynd - nothing spectacular, but at least he was flying.
When he landed, he briefed me and off I went. I don’t aerotow very often and I’d never aerotowed the Discus, and working quite hard as Golf Charlie and Paul Stanley towed us out to the south. No problem, just relax and concentrate. What speed are we doing? The ASI needle is pointing straight down. What speed is that? Dunno, so leave it to Paul not to over-cook things, as he knows it’s my first on type. I took a tow to 3000 feet to give me time to settle and perhaps reach the gentle wave, pulled off over Pillocks Green, and got the under-carriage up, which had been worrying me in case I couldn’t do it.
The ASI needle was still pointing to the bottom. It shouldn’t be doing that! I had no ASI on an aircraft I’d hardly ever flown before, and not lately. Mmm, interesting. Could I hack it? Yes, of course I could, what choice did I have?!
I’d flown with no ASI before, years ago, so I was pretty sure what the problem was, and I knew I couldn’t sort it out in the air.
Something in my mind had registered the aerotow speed at perhaps 60 knots and the relative angle of the wings and nose to the horizon. So I eased back gently till I felt I was doing about 50 knots. Fortunately the air was pretty stable, so nothing was happening without me doing something, so I could assess what was going on. I went to where Simon had contacted the wave and cruised gently up and down in half to one up. It surprised me how little I looked at the ASI and how much I must usually do by feel. I didn’t miss it that much. Why are my hands so wet and my mouth so dry? Relax, you fool, you’re doing OK.
Then Paul radioed, “19, have you contacted the wave?”
“Not really, but I’m a bit busy as I have no ASI, 19.”
John Stuart came on the radio, “Are you OK? Keep the wings relative to the horizon as if they’re lying on the ground.”
“Thanks, I’m fine, but I could do with plenty of field to land in, please, 19.”
Phil Foster in JGJ launched to fly beside me and monitor my speed relative to his, but I was coping OK and feeling more confident about the impending inevitable arrival on the ground.
So I thought I’d better get the sticky bit over with, as JS had cleared a patch of field about three miles long and a mile wide for me (did he think I was landing the Shuttle?), and it looked as if they were waiting for me on the ground. Down with the under-carriage. Let’s do this.
The circuit and approach were nothing exceptional except that I was shaking. We all know what slippery glass is like if you land too fast. I pulled the brakes where it looked and felt right and - do they work! That was a bit exciting, so I closed them a bit, rather hastily, rounded out over the edge of the gully and stopped level with the retrieve winch.
Phew! I sat and shook for a minute, thanked 19 fervently for looking after me, and climbed out.
Of course, I knew what I’d done very early on in the flight. The time I’d had it happen before was in a K13 which had been standing in the rain and the pipes were full of water. Well I knew it wasn’t that, but I know that the Duo has two probes and two places to put them on the front of the fin. On the ‘baby Discus’ there is one probe and two places to put it in. I’d only fitted the total energy into the pitot, hadn’t I?
Should it be that easy for idiots like me to get wrong something so important? Some aircraft have colour-coded fittings, but these wear off, as they had on 19. Shouldn’t it be mechanically impossible to fit the wrong one in the wrong place?
I was so glad that it was me who DI’d the aircraft and then flew it. I only had myself to blame. Supposing I’d been responsible for someone else having to sort out my stupid mistake?
How thoroughly did I check the instruments on the DI?
Could You make the same mistake on Your aircraft? I hope not.
Ann Parry, Dominic Haughton and Jon Richards
Task Week had ended, and we’d only had one competition day out of three at the Inter Club League Final. And then we had two glorious days, Tuesday 29 and Wednesday 30 August. There were some big flights on Tuesday, including Richard Langford’s 300 km. Rose Johnson had flown 400 km and then left EZ out for Iain Evans the next day.
On Wednesday morning there were all the usual preparations by those planning cross countries, and John Stuart and Phil Foster running a busy course. The players: Dominic Haughton (after 375 km on Tue), Nick Heriz Smith, Iain Evans, Paul Stanley (with Sarah Butler, after 299 km with Jeff Rowson on Tue), Colin Calderhead, Jon Richards and me. Richard was there, showing his 300 km trace to anyone who’d look, with that pilot’s grin. Colin, Jon and I declared 300 km, all in search of Gold distances. They picked triangles. After listening to the big boys talking about the weather and their plans I opted for Newport Pagnell O/R, using Bidford to avoid Birmingham airspace. The course was busy flying, launching to the south from close to the road. JS asked me to get some of the waiting gliders moved, as we were too close. I tried starting Dominic’s car but failed, so ran into the clubhouse to find him, where he was calmly mapping up. More of his car and keys later. Alison and Jeff were crewing for Paul in 494. My potential crew, John Parry, had gone to work at Sizewell, but Nick Swales and Paul Waller offered help. Paul was doing so already, practised after crewing for me during Task Week, for which thanks.
By noon I was ready, knowing I wanted to be away. Nearly all the private gliders were still in the waiting area, no one actually at the launch point. I decided it was time to pull over and launch. My mistake was going for a last pee without having staked my claim. When I returned everyone else had pulled over forming a substantial queue at the launch point. Thanks to a timely comment from Nick as he passed, and an obliging course member, I was helped into a slot behind the big boys. 494 was already launching. Now there was a delay. I watched my desired launch time pass by, feeling under pressure before even starting. I need six hours to tackle 300 km. At last, my turn. I flew straight from launch to my chosen cloud to the east, watching the height wind down on the altimeter. Past the point I’d usually turn back for a circuit, I carried on, not quite at the cloud yet, there must be lift somewhere, here the air was feeling alive, wait, the vario moved upwards towards zero and then here it was. I turned gratefully in the lift and was soon climbing, studying the sky ahead of me, which way to go?
There was a light easterly, 5-10 knots. I recall struggling under a low cloud base, making slow progress to the east of the Clees where I got stuck, or so it felt. I couldn’t get away from the hill, and despite searching for the lift wasn’t getting convincing climbs. All this in an area where the ground is lumpy and unfriendly looking, and I felt the need to be aware of fields. Hard work, in contrast to a lovely flight that way during Task Week. More of this brought me to the field at Stourport I landed in on my first 300 km attempt, on my way home. Struggling on I was now 18 km short of Bidford, with a big blue hole that way. I’d begun working out time and distance (forgetting about the head wind) and was feeling I’d blown my chances of completing the flight. I considered turning Bidford and going home, but though I could reach Bidford I wasn’t confident of staying airborne. So I gave up (why, I now ask myself?). During Task Week faced with similar doubt I’d carried on, but now I dithered and then turned for home. Whereupon conditions improved. Cloud base shot up and at last I was finding the climbs and using them better. I was quickly back at the Clees, zipping along under the clouds and then connecting with a massive cloud street running like a motorway to the Mynd and well beyond. Home in no time at all, so I went to play and explore what I learnt later was a convergence zone. Whatever it was it was huge fun to race along, eyes peeled for everyone else doing likewise. I’d flown 130 km in about 3 hours.
During the afternoon Nick (400 km), Iain (500 km), Paul and Sarah (405 km) and Jon arrived back. Jon had also cut his task short and settled for home.
Colin and I declared the same 300 km. My back up task was to fly toward the better weather in the Seighford direction, as the weather to the south looked iffy, and maybe pop in for coffee and chat with my friends there. Having got established in 1-3 knots at 3500 feet QNH I headed towards Clee Hill. Conditions on track were at best marginal and I was about to turn towards the large mass of energy over Brown Clee and on to Seighford when I got my first good climb (2-4 knots to 4000 feet) with a perfect line of fat cumulus starting at Tenbury all the way to Malvern. With Colin soaring locally I radioed him the conditions and set off “proper”, with now near perfect conditions. As I approached Bromyard Paul and Sarah radioed me that they had crossed the Severn Estuary, and conditions were very good towards the Cotswold Edge. I called Colin when I got a stonking climb at Malvern to tell him how good it was looking. He replied that he was finding things a little “slow”.
I climbed at Malvern in 5-6 knots to 4000 feet. Encouraged by Paul’s call and making good time I put my foot down and pushed the old Cirrus to 80 knots heading to what I expected to be at least as good conditions round Nympsfield. This is when it all started falling apart. On crossing the Severn (having been caught in the dead airmass of the estuary before) I noticed all the signs of imminent landout. The air went smooth as silk and the clouds were producing little or no lift. The conditions north of track looked much better. Slowing down I nudged 127’s nose northeast. Still in poor air I arrived at Gloucester at 1000 feet QNH and was going into survival mode. With weak thermals everywhere I nearly landed at Staverton. With ½-1 knots lift I couldn’t get above 2500 feet QNH. Slowly I worked my way to the Cotswold Edge north of Cheltenham and was devastated to encounter still marginal conditions. Two hours into task and miles away from my first TP it was decision time. I decided that at best I would make the first TP and land on track to the second. Head for home time. I am such a wuss but in my defence 127’s performance and John and Janet’s party were the main deciding factors. Scratching in weak lift never higher than 2500 feet QNH I drifted slowly back to the Malverns taking survival thermals all the way. Sharing one with a paraglider I hit good lift on the northeast face of the Malverns and established myself back in good air. The trip home was a romp encountering a mega cloud street at Brown Clee arriving at the Mynd flying VNE with 2000 feet in hand wishing it were a real finish but happy to be home with three hours and 150 km in the bag. Better luck next time !?
All the usual story swapping, tea drinking, glider cleaning and derigging, that lovely sensation of not being in a field. I began asking for news of Dominic. Time to honour my vague promises of crewing. FVP was long since in her box. Sitting outside the club with others, admiring the view into Wales, conscious of autumn looming. The tug took off, someone said Paul had gone to tow Colin back from Shenington. Everyone else was accounted for. The sky no longer looked soarable. Then we heard Dominic was at Shobdon, having completed his first 500 km. Road retrieve then, there wouldn’t be time for Paul to tow him after Colin. I was still hoping to get to John and Janet’s barbecue, where everyone else was heading to.
Hmm. Couldn’t find Dominic’s car keys, and no-one else I asked knew. But then I couldn’t start his car even with the keys. Take Discovery instead. Oh no, the snake prevention device on the trailer stopped it fitting properly. Jeff proposed a Discovery swap, it would fit on their tow ball. Keys and cars swapped and off I went, feeling as if I were missing the party. Which I did. It had seemed churlish to leave Dominic in an empty bar after the retrieve (everyone else was at the party) when he was still high as a kite after a magnificent flight.
I had picked the previous day, Tuesday 29th, as the ‘day of days’ for 2000. In a matter of fact way Rose had suggested a 500 via Newport Pagnell (M1 services north of Milton Keynes) - Pewsey (east of Devizes in Wiltshire) - Wing (south of Milton Keynes) and home. Nick added that a remote finish at Shobdon would be a safer option than trying to squeeze back onto the top of the Mynd at the end of a long day.
With too little advanced planning it was nearly one o’clock before I got away. Just under two and a quarter hours and 152 km later I was turning Newport Pagnell. A little over half way down the second leg, with 216 km covered I decided I was a long way from home for four o’clock in the afternoon, and nearly September. Picking a way between Brize Norton and Lyneham CTRs I arrived back at the Mynd by half past five with 375 km flown. It seems you need a long day to cover 500 km!
On the 30th the weather looked just as good, and I was on line before midday. At noon Paul and Sarah in the Duo set off directly on task from a winch launch: stopping locally to check for lift must show a lack of conviction (if not convection). Way to go 494! At 12:18 I launched on the same task as the previous day but preferred to be sure a climb was on and took 800 feet at 2 knots before heading out over Church Stretton. About an hour later and something over 70 km down track Iain caught me up. Iain had been a couple of launches behind me and was clearly on a mission as he passed by.
Trying to follow Iain dolphining cross-country was like cycling to the shops on the day the Tour de France is in town, then giving chase to a guy in a yellow jersey. Game for a laugh I tried to match his all-out dives and vertiginous pull-ups. A stationary Dart at Snitterfield offered an irresistible opportunity with Iain and I in matching gliders hurtling past, one on each side at 100 knots or more. However with every pull-up and every push-over I lost out and soon Iain was above me and ahead. I returned to a more familiar style and took a climb. By the time I got to the top Iain was gone. Even after that humbling benchmarking experience I reckoned the 500 was still on, the day would be getting better for a couple of hours, and I should be able to top 75 kph for a while longer.
Newport Pagnell seemed familiar when I arrived to start the 108 km second leg at 14:20, an hour ahead of the previous day. At the height of the day and with an eight knot wind right on my tail this should have been the easiest part of all. But I started to believe I was going too slowly and to doubt my decision making. Nick had caught up after launching much later than me and radioed to share the pleasure of the excellent conditions. Pre-occupied with going faster my reply was less gracious than Nick deserved. I started flying more aggressively and surprised myself by getting low near Membury.
Being low discouraged me from searching for a better climb and a half knot climb was taken. After what seemed like a very long time I centred properly, and the half knot abruptly became three knots. Things then returned to normal in as much as Iain, having been to somewhere deep in Cambridgeshire (well beyond Newport Pagnell) was once again well above me and reporting climbs twice as strong as mine. It was now 15:40 and I was at Pewsey, a little over half way around, feeling slow having been low once and with the 95 km straight into wind to arrive at the furthest point from the Long Mynd.
As we left the TP I was watching Iain well above me. He was doing his best to help by reporting his climbs, while I was continuing to get slower climbs. His last reported climb was over Oxford, as I climbed at 3½ knots at Didcot power station with a motor glider. Around this time, half past four, the remaining cross country pilots on frequency were discussing plans of going home, declaring that they thought the day was just about done. I still had 40 km to go to Wing, my last turning point, and another152 km from there to Shobdon. During another 3½ knot climb I started to believe I would not complete the task. I called Iain to ask how he was getting on, only to learn that he had already made the call and was heading homeward. I felt like the last glider on task, and a long way from home!
By this time the pattern of the sky was changing. The regular cumulus clouds, previously spaced close enough to allow several to be tried easily, were dissolving visibly. Now I really had to make a call on whether to push on with the task or head home. The probability was that I was going to land out, but I reckoned I might have another hour to find a friendly field. I’d already planned to get an aero-tow retrieve and could head back via Bicester, Edgehill and Bidford. Or I could go to the TP and then follow the same route. Bicester was well within range only a few nautical miles to the north and 30 km downwind from Wing. But I estimated that if I could stay above 4000 feet (within 1000 feet or so of cloudbase) as far as the TP I could still arrive back at Bicester with plenty of height to familiarise myself and land safely. So I had a plan and some contingencies: head for the TP staying high, and if I got much below 4000 feet turn tail for Bicester. On the other hand if I landed at the TP I was going to have some explaining to do!
At 30 km from the Wing I pulled up under a cloud to be surprised by a 4½ knot average to 5000 feet. On the way into the TP I collected another 1800 feet at 6½ knots average, the strongest climb of the day, so perhaps things were not going to be so bad after all! I planned to go into the TP and return to this cloud, however turning Wing at 3500 feet and looking west the sky once again looked very different. The blue sky with white cumulus had gone and a haze obscured a lot of the ground features. The only clouds seemed a long way off and south of track, but a couple of two knot climbs got me past Bicester and my next stepping stone was changed to Enstone. I was well south of track, and the plan to go via Edgehill and Bidford was shelved to follow the few remaining clouds that led towards Cheltenham. Passing Blenheim Palace at 3000 feet a one knot climb became 3½ knots to 5400 feet and all of a sudden I was within 100 km of Shobdon, with both Edgehill and Bidford in range again.
At the top of this climb the sky had changed yet again. The few remaining clouds were particularly large and heavy looking but spaced at least 20 km apart on a line to the north west. To the right of the line the air was hazy and I could almost visualise the steady convection from large areas of the ground gathering from far and wide into these giant stately clouds. To the left there was no sign of convection in the sea air over the Severn estuary.
Climbs under these great battleships of clouds were steady and easy 2½ - 3 knots. I had no doubt as I took a climb east of Cheltenham that the next cloud would work, but decided that a bit more height would do no harm. The cloud was isolated, and there was no other traffic around, so I decided that if ever I was going to cloud climb this was the time. Trimming carefully and starting the T&S I tentatively went up into the cloud, concentrating on scanning the instruments and trying not to let the glider get away from me. Six hundred feet later, at 6000 feet I straightened up and came out.
Now sure that I was going to get in to Shobdon I called the Mynd to mobilise the planned aero-tow retrieve. However the Pawnee was already on its way for another retrieve so I turned my attention to the next cloud, 25 km away over Tewkesbury. Emerging from this cloud at 5700 feet I was now 58 km out from Shobdon and well above glide. Turning into the still sea air I trimmed for 60 knots and sat back. What a relief to have no more tactical decisions to make and to be able to watch England roll gently past, Shobdon getting imperceptibly closer with each minute. I called Shobdon radio to announce my intentions and half an hour later arrived with 1600 feet in hand. It was 19:16 after almost 7 hours in the air.
After landing I passed the time of day with a solitary glider pilot who was about to leave for the day. All other activity had long ceased. Shortly afterwards Ann arrived, having organised a retrieve car and, foregoing John and Jan’s barbecue, single-handedly set out to collect me. Only afterwards I learned that the Diamond distance would have been valid if I had diverted from my declared finish to return to the Mynd. That said I would have needed at least 1300 feet more in my last climb, and a measure of luck, to glide the 40 nautical miles from Tewksbury. Otherwise I expect one last climb east of Shobdon might have been on, but I was safe at Shobdon with a Diamond distance and a retrieve thanks to Ann.
Hindsight and loggers are wonderful things! Analysing the flight showed that on the second leg, when I convinced myself I was falling behind time, I actually flew faster (82 kph after correcting for wind) than on first leg (77 kph). In an attempt to gain time I had got myself low by flying fast towards rising ground, but even the long slow climb I remembered at Membury actually took only five minutes before the rhythm was re-established. On the third leg when I decided I would not complete the task I flew faster still (85 kph) while feeling like I was taking the last few thermals of the day. After the event even the easy, widely spaced thermals on the sea breeze edge that brought me home are easily explained (even if not easily predicted!). On my 750 km (Mynd-Sutton Bank-Lasham-Mynd in case you are wondering) I’ll start early (before the first thermal of course), not fall victim to my perceptions of how things are going, and keep flying until I land!
Dominic then went home. But I couldn’t, as Jeff and Alison had my keys and JP was away. By now I was tired, so I settled for sleeping in their caravan until they finally came in, after a nightcap in the bar. Earlier I’d talked to some of the course members, who were busy celebrating such matters as their first successful attempts at thermalling, thrilled with their achievements. One of them will have been with JS when he flew to Bromsgrove and back in the K21. It had been an excellent day. Oh, and I hear the party was good.
David Rance
Firstly the standard trial lesson that we have offered for some years will continue at a cost of fifty five pounds. Following a comprehensive briefing, this will be either a single aero tow to 2000 feet or two winch launches or a single winch launch if it is soarable. Flight time will be around twenty minutes. For club members who want a friend to fly, the winch launch trial lesson will be £28 and the lesson launched by aerotow, £40.
Secondly, we are introducing The Mile High Club. The flying element of this will be a single aerotow to one mile above sea level (3900 feet above Mynd height) and then a float down again. Successful completion of the flight will be rewarded with a certificate stating membership of the Long Mynd Mile High Club. The cost of this will be £85.
Finally, and to sort the wheat from the chaff, we will have a half day ‘Introduction to Gliding’ which will be structured for the aspirant actually interested in taking up the sport. The cost will be around £135. At the moment, this group of people are not served well by the trial lesson or the delay sometimes encountered between ringing for a slot and actually getting a flight. We want to convert a greater proportion of trial lessons to full flying members and this option will be structured to do just that.
Finally, when you land in some farmer’s field and thank him profusely for his unexpected hospitality, you can now send him a trial lesson voucher that will be charged to you as a member only when he actually brings it back to fly. Many of course, don’t and it has been frustrating to have to pay for the lesson up front and send it to a recipient, knowing that it is less than 50:50 that he would actually fly. Of course, this would also apply to you giving a trial lesson as a gift to friends as well.
John Parry
This is the time of year when I look back at last year’s flying records as the first stage in working out who has won trophies. And every year I look in the blue cross-country record book and am surprised at the small number of flights that have been recorded. Presumably some people don’t bother to record flights they regard as trivial, others don’t even know that the book exists. But if a flight is not recorded in the book, I won’t know about it. So please record all significant flights - distance, height, two seater, anything qualifying for a badge (don’t forget that there is a trophy for the best Silver Distance, so please identify these flights).
There have been suggestions that we should make a few changes to the trophy system. There is at least one trophy that has not been awarded for many years, and we feel that there is a gap between the best Silver Distance, best ab-initio, best young pilot, and the ‘expert’ trophies like the best height, best distance and so on. These days the best distance is usually also the best closed circuit flight, and we tend to see the same pundits needing a wheelbarrow to collect all their trophies. So we might introduce new categories such as best cross-country diploma (100 km), best 200 km by a novice, best first 300 km - what do you think?
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