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| April to June 2001ContentsEditorial
EditorialDespite the difficult start to the year I have continued to have good responses from members who have volunteered to share their experiences with us all even if, in the case of JR, they are not strictly associated with flying.
The newsletter is the club’s journal and it will contain whatever you, as members, wish to put in it (libel laws permitting). It is a vehicle for distributing information, airing views, offering experience to others and showing us all how it can be done..
Please feel free to make your contribution.
For the shy author I am willing to publish articles anonymously.
The newsletter is also a vehicle for members to express their views offer items and advertise aircraft and equipment for sale.
Just because you are a new or inexperienced member does not mean that you have not got anything to offer. New members see things with a fresh viewpoint which could result in the rest of us learning from them.
Experienced members have a wealth of experience on the full range of topics that can be of use to lesser mortals consequently such lessons learned and How – I – Dun - It articles will be most welcome.
Thank you in anticipation. Reg Wooller, Editor
Chairman’s ReportWe probably set a record for the longest continuous time the Club was open when we got back to flying after the break because of foot and mouth. We reopened on the 5th May and we flew, weather permitting, every day for a month. So thank you to Geoff and all supporters for getting the checks done and some much needed flying.
The full effects of the F & M epidemic on the Club and indeed on the gliding movement have yet to be ascertained and by all accounts a final assessment may be some time away. However for us one result is that at the moment the ground is in better condition than ever in my experience. After some research and visits to contractors we decided to purchase a ‘topper’ that has been in almost constant use since. It can be a lethal machine as I can testify but we do need one or two more volunteers to drive it so will anyone so prepared please let me know. At present it takes between 15 and 20 hours every 10 days to keep the field in order so there is quite a bit of work to do. No doubt your Committee will be discussing the way forward at its next meeting. During June the interviewing and selecting of cadets took place. This was organised and run by Martin Moss, Emma and Alan who ran a very thorough selection process. This started with an introduction to the Club for candidates and their parents. Interviews and flying the cadets also took place and because of the weather the whole process, which had already been delayed by our closure, took about 3 weeks. By all accounts the standard of candidate was high and we now have five Cadets, so please make them welcome
On behalf of the committee I would like to welcome the following members who have joined since the last newsletter: Full Members Dean Eden, John Edmondson, Andrew Huggon, Stuart Miller, Robert Morris, Phillip Wallwork Social Members Annie Ascroft, Pamela Wilson It is always good to see new faces. Some new members have previous experience of gliding but whatever their level of expertise they are most welcome.
Finally as it is the time for summer expeditions have good flying and a safe and happy time. Martin Phillips, Chairman
CFI’S NotesMission Control (Or, how to run an efficient operation). We’ve talked about this before, in fact it’s been a favourite topic on wet days for the past thirty years to my knowledge.
The two key people are the Duty Pilot and the cable tractor driver. Let’s look at the second one first.
The cable tractor can do a round trip in ten minutes, without breaking the tractor or the driver.(We’ve timed it; sneaky or what!) This obviously means we can do twelve launches an hour. We never do.
The ten minutes can only be achieved if the tractor driver is switched-on. Having dropped the cables, start back immediately, or, if we’re flying on Rwyl2 (the top end!), wait for the first glider to launch and follow it down, watching very carefully in case it has a cable break. Above all, please don’t just get off when you’ve had enough: hand over to someone else.
The Duty Pilots job is harder, and there are a lot of things to consider. One of the hardest parts is making sure that pilots are ready to go when the cables arrive, and this is usually the main cause of delays.
Obviously there will be situations where nothing can be done, for example an aircraft in the way, but usually the delay is because the pilot isn’t ready. Sometimes this is because an instructor is still briefing the P2. If you see this happening, ask the instructor if you can give the cable to someone else (I’ll discuss this with the instructors). Often however, it’s simply because a pilot hasn’t thought to get himself ready (it’s always a “him”). The solution is simple; if the cables are on the way and the pilot isn’t in the aircraft, have it dragged off the line. This may cause some shouting, but believe me, you’ll only have to do it once. Don’t be fooled by the line “but it’s quicker to let me get in it now”. Not in the long term it isn’t. And if anyone gets obnoxious about it, refer them to me.
A third two-seater?During the course of The Great Motor Glider Debate, it was apparently suggested that the club needed a third two—seater (presumably meaning one without an engine).
This was not the view of the instructors when the fleet requirements were thrashed out two years ago, and so was not included in Paul’s report to the Committee. However, circumstances can change, and so I asked Al Roberts to find out if there was a problem by talking to as many of you as possible.
Al has now spoken to quite a lot of you, but no problem as such has been identified. Points to ponder include how often you would want to fly it if it cost you twice as much as a K13, and should we buy it instead of another single seater? A point for me to ponder is how we would man it.
A view still held by some of you is that a high-performance two-seater would improve our cross—country training, but as I explained in the last Newsletter, experience has shown that this is not so.
If you have any views, please tell me, Martin Moss, or Alan Roberts.
Motor GliderIt’s only when you get involved with power aircraft that you realize how lucky we are that the inspection and approval of modifications to gliders is delegated to the B.G.A.
If ever Dave Masterson or myself appears at the club without any hair, it will be because we’ve torn it out in frustration. Not that the CAA have been too bad; our relations with them have been cordial, and the six weeks it took to get what’s called the Authorisation Approval Note for the engine change was about what we expected.
The unexpected frustrations have been because of the three German Companies with which we are having to deal, all apparently lacking that famed Teutonic efficiency which we hear about. Scheibe took six weeks and repeated reminders to send the papers we needed to start the process with the CAA, the firm in Cambridge fettling our propeller have, at the time of writing, been waiting five weeks for Hoffman to send the new blades, and the firm in Bedford who are doing the final assembly of the engine have warned David and myself that Limbach have in the past been sometimes slow in supplying parts.
Still, it will all come right in the end, and we’ll have the ideal motor glider for our site.
Finally I would like to congratulate Peter Hill, Malcolm Dean and Andy Huggon for successfully completing their first solos.
Well, that’s all for now. If there is anything you think I should write about in future newsletters, please tell me. Enjoy your flying, Geoff Guttery CFI
It’s been a tough year, so are we nearly bankrupt?The financial year ends on 31 July and, in view of recent events, we sense that members may be interested in an update on the state of our finances, before I present the annual accounts to the AGM on 30 November.
The club closed voluntarily for 9 weeks during the Foot and Mouth crisis. Visitor and evening flying was then deferred for a further month to allow members to become current again. Additionally, the press reported in April that we had suffered the wettest 12 months since records began in 1766. The weather has not been particularly kind since we re-opened in May. All this, of course, has had an adverse effect on our income. At the end of June, 11 months into our financial year, we were £7,000 down on members’ flying fees, nearly £2,000 down on visitors’ fees and 1,000 fewer launches when compared with the same time last year.
However, last year was an above average year. This year is still comparable to the year ended in 1999.
At the end of the last financial year, we held £57,000 in the bank. At the end of June this year we were holding £42,000, but we have new assets which at least account for the difference, including the motor glider and the new grass cutting equipment. In addition, many improvements have been made to gliders and to the field and equipment.
With one month to go to complete the financial year, we still have an opportunity to match last July’s 1,000 launches and £6,500 income, which would result in an average year, financially. If we achieve this, we can expect to end the year with around £40,000 in the bank, after paying expected expenditure, including completion of work on the motor glider and the field.
We remain, therefore, in a stable and healthy position as we move into the new financial year. I am sure that we can all recognise benefits from the work done this year.
It is clear, however, that we need to take a closer look at how we will meet our needs in future. As our operations and facilities expand, so does the work necessary to maintain them. We must either match this with members’ efforts or pay contractors.
We also need to build in funding for replacement of equipment.
To take a current example, many members will be unaware of the enormous efforts made by Nigel Dickenson and Walter Postlethwaite in maintaining the tractors, which are essential to effective flying operations. Many members will simply note, as some have remarked, that they are often breaking down. It is laudable that Nigel and Walter have spent many long hours bringing the equipment up to standard, but it is totally unreasonable that anyone should be required to continue this level of effort to maintain equipment which we can wreck faster than they can fix it and which, in any event, is probably past its sell-by date. The Committee has concluded that we need to buy two replacement tractors, for which it has now set aside funds of up to £10,000. Having made the purchases, we will then need to find additional, willing volunteers to maintain equipment or pay for the work to be completed to keep operations flowing. The latter will clearly require further increases in fees. I am sure that this will generate some discussion at, or even before, the next AGM.
In the meantime, the full membership subscription is raised from £115 to £120, as approved at the last AGM.
May I remind you that membership, caravan and trailer parking renewal fees are due on 1 August.
Let’s not forget that we still enjoy excellent facilities at costs which astonish members of most clubs. We need to continue to be realistic about what we can expect for our money and efforts.
Let’s hope for a least a couple of months of really good (and profitable) flying weather soon. Alan Forbes Treasurer Flying Log – please help us to help youThose club members involved in the computerised flying log and payments system continue to face an unnecessarily high workload due to log keeping inadequacies. It is also annoying to pilots who find that they dispute their account Of course, it is not you personally who causes the difficulties, but you could help by taking the time to read the following and by helping the less experienced.
Could we ask therefore that before filling in the Flying Log members please read again the “Guide to completing the Flying Log” – this is published on the next page and in the clubhouse and DP van. It contains the MINIMUM information a log keeper needs to know. Our written log is not only a vital legal document but is the basis of our flight costing and payments and information system and is therefore important to the Club.
Specific problems are: 1. Members with the same surname are not distinguished – the Roskells, Wilsons, Whittakers, Littlers et al have all been charged for flights of members with the same surname!
2. Some visitors payments can only be matched to their flights with great difficulty because their full surname and forenames are not used. On a busy day there may be many visitors and matching their payments to their flights may not take place for some time – can you imagine fathoming out several J Smiths in those circumstances? Who paid and who didn’t?
3. The TYPE of visitors flight is omitted. When the log is input to the computer and there is no indication on the log of the type of flight an assumption must be made. (Note VOUCHER, TEMPORARY MEMBER or RECIPROCAL, as explained in the Guide). To correct a wrong assumption takes a lot of time.
4. Illegible writing! This requires long investigations about exactly what was written – very frustrating.
5. Occasionally landing times are not recorded – usually last flights of the day but many long flights by private aircraft too. Even takeoff times have been omitted! Such flights obviously cannot be correctly costed – we assume an hours duration if we cannot find the truth.
To summarise: Without these problems the new system is a doddle, giving excellent results with minimum effort. Errors in fact double or triple the time spent by volunteers on the log/accounts procedure – very unfair to them.
We would ask that inexperienced members DO NOT act as log keepers until they have been fully briefed to do so and have been subsequently supervised for some time to confirm their understanding and competence.
Visitors MUST NOT FLY until their status is clear and they have read and signed their visitors form. They must pay in a clearly marked envelope immediately after their flights. Members should take responsibility for making sure that they pay. This includes all Temporary Members flying during their 28 days. They are not extended credit.
Please write on the log clearly and in block capitals – if you have a shaky hand get someone else to do it.
Will all pilots from now on please check their own log entries for accuracy after their flights – it only takes a minute. This would be a valuable way of reducing log keeping errors and subsequent queries by pilots.
Finally - A big thank-you to those responsible for the many excellent logs we process – especially on visitor evenings where all is clear and easy to input!
John Reece (in consultation with the Treasurer)
Guide for completing the Flying Log
You must fill in ALL the relevant columns on the new form PLEASE WRITE LEGIBLY IN CAPITALS Runway Runways are given the magnetic bearing of the takeoff direction with the end digit removed – rounded of course. For example at Cock Hill we have runways 12 (top end) and 30 (bottom end) which bear 304 deg and 124 deg magnetic respectively. If we change ends this MUST be noted. Registration Write ONLY the glider’s registration letters in the column – not the type, colour nor anything else. These letters are painted on the fin. Refer to the list of gliders provided if in doubt. Names Many club members have the same surname. Please distinguish between them otherwise the wrong member will be charged for the flight – this has happened several times! Please do not use nicknames as log input volunteers may not know them! Visitors MUST have their full forenames as well as surname written legibly in capitals. This is VERY important for club accounts. Winch Driver PLEASE note changes of winch driver – drivers have been advised to inform the launch point at changeover. Remarks Cable breaks - note if Real or Simulated (Real are free, Simulated are £1.00). Type of flight - there are 4 types:
Reciprocal – a member of another club flies dual or solo and pays normal flying fees – no other charge.
Temporary – the public pay £25 for a 28 days membership and one flight (if it is only circuits then they are entitled to two). They pay normal flying fees for any subsequent flights within the 28 days. A list of temporary members still within the 28 day period is printed every morning and kept in the DP van.
Voucher – Exactly as Temporary but £0 instead of £25.
Free flying by a club member helping out with Visitor flying, a test flight of a club aircraft or any other reason.
If we ever bring out the old winch please note, in this column, the flights on which it is used. Wind The usual aviation convention applies – direction (true) followed by speed in knots (ask if you are not familiar with this).
Note Please work out and enter flight time – this is a useful check when flights are input to the computer. However there is no need to calculate flight cost (except for Visitors who need to pay immediately) as this is now done automatically. ALL VISITORS MUST PLACE THEIR FULL PAYMENT IN AN ANNOTATED ENVELOPE BEFORE THEY LEAVE. Safety CornerReg approached me about a fortnight ago to let me know that it was time again for another newsletter and could I supply an article on safety? Given the long lay-off resulting from the foot and mouth problems, and the relatively good start since May I thought that for once in my life I’d have nothing to say……not my style (too true!—ed.) at all I hear you all say! Well, I’m saddened to say that events since then have taken a turn for the worst in that we have had a serious accident involving one of our tractors and two visitors from North Hill. For those that have not got the gory details off the grapevine, one visitor was attempting to climb onto the tractor whilst his colleague was still trying to disengage gear and get off. The driver’s foot slipped off the clutch resulting in a badly broken pelvis for the poor unfortunate chap. There are definitely at least two North Hill pilots who will always remember this particular trip to Chipping.
But let’s not forget that this could just as easily have happened to one of our own members. I remember noticing how procedures suddenly tightened up two years ago after a similar incident, with members diligently taking care not to stand close to reversing tractors or be tempted to ride on the foot-plate next to the driver (probably the worst place of all to stand). But we all soon forget. Just over the last 3 weeks I have noticed such bad practices as allowing very young children to drive tractors (one without even the knowledge or permission of his parents!). If one of them had similarly slipped under the back wheel of a tractor then the resultant injuries would almost certainly have been much worse than above.
I have therefore compiled a list of safety rules to act as recommended practice for you all. They are intended to complement, but not replace, the comprehensive Daily Inspection brief that Nigel Dickinson has compiled. It is already up on both the notice board and DP Wagon but is worth repeating…. therefore please note and observe the following:
1 No one should drive a tractor unless they have first received a briefing from a member already experienced in its use.
2 No one should drive the GRASS-CUTTER tractor unless they have been briefed and checked out by either Geoff Guttery, Martin Phillips or John Richardson.
3 Children under 13 must not drive any tractors/vehicles on our site (this includes private cars).
4 Children under 16 must not drive the GRASS-CUTTER or any other tractor operating a PowerTake Off shaft.
5 Children who satisfy the age qualification to drive BFGC vehicles can do so only with parental consent and briefing.
6 Tractors must be fully DI’d at the start of the day (check tyres, brakes, fuel, oil). Any problems to be reported to a committee member.
7 When driving towards people/aircraft/vehicles/buildings remember that brakes are unreliable and can fail. Therefore reduce power early and aim to clear or stop before obstacles. 8 Only one person at a time should ride on tractors.............ABSOLUTELY NO PASSENGERS.
9 When changing drivers put tractor in neutral, apply hand brake if fitted and SWITCH OFF THE ENGINE first.
10 Do not get off a tractor until you are completely satisfied it has stopped moving and will not move of its own accord (e.g. sloping ground).
11 Never stand directly behind a tractor (e.g. when it is being reversed to hook up to the DP van) or between the front and rear wheels whilst the engine is running.
12 Every club member is responsible for enforcing the above. If you see anyone breaking these rules stop them and/or report the matter to a committee member.
To those members who collared me last week to smugly tell me that “we can’t switch one of the yellow tractors off first because the battery/alternator is knackered and it won’t start again” I say “get it fixed or report it to a committee member”. Incidentally there is no rule that says only committee members are allowed to fix things, test fire guillotines or stop dangerous practices. Faulty equipment is not an excuse for lax safety procedures. By applying a little thought and considering the above we should prevent future accidents so that we can all continue to enjoy what we really turn up to do which is glide. One visiting pilot won’t be doing that for some time!
As always, THINK SAFE and BE SAFE.
Pete Desmond, Safety Officer
Safe Hill FlyingThe absence of Para gliders and Hang Gliders in recent months has made hill flying relatively easy. The time is not far away when the hill will again be a busy place. It seems therefore the right time to remind all flying members of the following key points to safe hill flying.
1 Keep a good look out. Always keep a good lookout and anticipate where other aircraft will be in sufficient time to avoid potential conflict and the need to take violent evasive action.
2 Overtaking another glider is potentially hazardous and is even more so if it is attempted between the hill and the glider being overtaken. If you are getting close to the glider ahead and cannot overtake on the outside without cramping the other aircraft and preventing it turning safely, then turn back along the ridge or turn away from the hill.
3 Hill entry has priority. Gliders entering the hill have priority and gliders on the hill should adapt their beat to accommodate the newcomer.
4 Recognise priority direction Once established on the hill give way to gliders who have the hill on their Starboard side in the West Bowl and Port Side in the East Bowl. Although gliders flying in this direction have priority, they do not have right of way
5 Manage hill traffic level. If the numbers of gliders, paragliders etc. on the hill give you cause for concern or difficulty in maintaining altitude, Go Home. Do Not continue to push on regardless
6 Set up a traffic pattern. Endeavour to set up a traffic pattern with other gliders when flying in hill lift by adjusting your beat to maintain a safe distance from aircraft ahead.
7 Demonstrate clear intentions. Make reasonably gentle turns that give other glider pilots adequate time to recognise your intensions and adapt their flight path accordingly.
8 Beware of hang gliders and paragliders. Paraglider and hang glider pilots will follow none of the above guidelines
9 Maintain safe separation. Always assume that you have not been seen by the other glider(s) and ensure safe separation at all times.
10 Avoid hang gliders and paragliders Always give Para gliders and Hang Gliders plenty of room
11 Do not fly directly underneath or overhead hang gliders or paragliders They change altitude far quicker than gliders
12 Beware of model aircraft. Model Aircraft pilots are unable to judge the relative distance between their model and your aircraft. Keep well clear of model aircraft.
13 Give hang gliders and paragliders a wide berth. Hang glider and Paraglider pilots can fly solo with very little training and no hill flying experience. Always assume that their airmanship and skill are considerably less than your own and give them a wide berth. Even if it means relinquishing the little lift available and returning to the club. Hitting either will ruin your day.
14 Be prepared to give way. Always be prepared to give way to other aircraft of all types.
Reg Wooller
Tractor Trials and TribulationsPrior to the club reopening considerable time and effort was put into attempting to get the tractor fleet into the best condition that could realistically be achieved. Despite this effort by Walter Postlethwaite and I there have subsequently been valid complaints that the tractors still break down.
There are a number of reasons for this. 1 The tractors in use for cable and glider retrieves are at the end of their useful lives and are therefore relatively fragile. Current high levels of abuse are only making things worse.
2 They are being driven without regard for the uneven terrain that is our airfield (sorry Geoff but even you do not plan to make the field really smooth). It is one thing to occasionally driving a car fairly quickly over such terrain and another to thrash a tractor back and forth at maximum speed for several thousand kilometres every year.
3 Failing to carry out proper DI s has resulted in tractors breaking down on the airfield because they have run out of fuel or loose parts have failed because they not been rectified before they fall off or break.
4 Tyres damaged due to under or over inflation. Both conditions are potentially very expensive and dangerous. Under inflation can result in an unstable tractor and an over inflated tyre can burst with fatal consequences. The club has recently had to purchase new, low pressure, tractor tyres mainly due to neglect. ( For information the low pressure tyres cost £1000 each.)
Typical; examples of the considerable abuse are: Within hours of the club re - opening the little blue tractor was observed thrashing down the field at high speed with the newly fitted rear window being allowed to thrash about untethered . In addition the ¾ full hopper was still fitted and being allowed to scrape on the ground. The driver was apparently oblivious to the danger in which he (Note: Not a lady driver) was placing himself. There was a real risk of personal injury and serious damage running into several thousand pounds.
Within a few days at least one tractor ran out of fuel during operations with the resulting delays while the fuel system was bled and the tractor persuaded to start again
The committee have authorised expenditure for two replacement tractors. Meanwhile everyone can improve the reliability of the current fleet by:
1 Driving them with a little more consideration and not flogging them unnecessarily. e.g Driving the cable retrieve tractor at ¾ speed instead of flat out will halve the stress on the machine and will make virtually no difference to the launch rate
2 Carrying out a proper DI including refuelling and ensure defects are rectified before further use.
3 Treating tractors as a valuable working asset because without them we cannot operate Nigel Dickenson Renovating the Glider WorkshopMany of you will have visited the glider workshop following the club’s re-opening and noticed that it is undergoing a makeover (a term I learned from J.R). The workshop has been emptied, the floor painted and the workbench given a new top and a vice.
In addition 2 lockable cupboards are being made from the two shelving units. These cupboards will contain the club aircraft stocks for both gliders and the motor glider.
It is intended to carry out a similar operation with the other end of the workshop which can be used for both glider and trailer repairs.
All this activity should prompt the question – Why? Well there are several reasons:.
1 The workshop was a pigsty and was not a place to work on aircraft. If you saw your car being worked on in those conditions you would take your business elsewhere.
2 The floor was sealed when the workshop was built in the 80’s and the sealing had broken down consequently there was concrete dust getting in the airframes and contaminating lubricants being used on the gliders. It also meant that it was virtually impossible to get a dust free atmosphere for doping, painting and gelcoating.
3 The BGA are in the process of raising standards for glider maintenance and have expressed their concerns about the untidy and dirty conditions found in some club workshops. They are putting in plans to audit workshops, gliders and inspection documentation
4 We now have a motor glider that demands a higher standard of workshop for safe maintenance than a pure sailplane. Unless we can maintain the aircraft ourselves then we will have to pay someone to do it for us.
5 To carry out the maintenance to the desired standard our workshop must pass an inspection by the BGA Chief Technical Officer.
Based on discussions between our inspectors and the BGA Chief Technical Officer the work we are carrying out will enable us to carry out a majority of maintenance work on the motor glider at Cockhill once we have got the workshop set up to a reasonable standard.
This will have the benefit of saving the club several hundred pounds each year in routine maintenance costs.
In order to protect this investment in time and effort, the committee will be setting up a booking system for all private owners wishing to use the facility and enforcing the following points of good housekeeping:
1 Only aircraft and aircraft components will be permitted in the glider workshop.
2 Anyone using the workshop is expected to clean up after themselves. Two brooms have been put in the workshop for this purpose.
3 Private aircraft items are not to be left in the workshop at the end of a stay. They must be removed and any mess cleared up
4 Avoid damaging the floor by using plastic sheeting on the floor before rubbing down, spraying etc.
5 Ensure all cups, cutlery etc ‘borrowed’ from elsewhere in the club are returned from whence they came.
It is in everyone’s interest to keep the workshop in good order and protect the club’s investment. Reg Wooller A Review of Our Cadet SchemeOur present cadet scheme was initiated nearly six years ago. In the first year of operation it produced two outstanding cadets, Rachel Brown and Emma Norris, fine pilots and members who are still with us today, and two by-products, Croft Brown and Harry Norris, their fathers, who are not bad either. Since that time it has been relatively unsuccessful with only our current cadets, Peter Hill and Nick Buckley, still active and excellent examples of the promising youngsters we have been missing. The club has tried to induce earlier years’ candidates to continue by raising the number of cadets to five last year, but with no success.
Towards the end of last year, I was asked, along with Alan Forbes and Emma Norris, to look again at the Bowland Forest Cadet Scheme. We got together and decided to review whether or not we should continue with the scheme, and if so, how could we put it back on the rails
Our scheme was started at a time when the BGA had begun to encourage the clubs to set up these cadet schemes to introduce youngsters to the gliding movement. The gliding movement generally still has a declining membership, and the age of the average glider pilot is increasing. Happily, the membership at our club has remained reasonably constant but we still see very few young members joining our ranks.
A cadet scheme offers young people the chance to take up a challenging and exciting sport that demands both self-discipline and team work. By selecting young people from the locality we help foster our integration with the local communities. Maybe the most important element to us as a club is the vitality and enthusiasm that active young people bring to all aspects of club activities. We still have a responsibility to encourage youth if we wish to see gliding and our club continue. Having decided to go on with the scheme, it was then a question of how could we revitalise it in order to get back to the successful pattern of that first year, and then repeat that again and again ?
The original scheme, run by Paul Myers, Steve Robinson and Carrie Wright, was a well considered scheme whose aim was to provide free membership and flying for one year to two cadets. These were selected by formal procedure from candidates from a local school, Longridge High.
We decided to re-establish this original aim of selecting cadets from a short list taken from the local community. We would invite six local High Schools to participate in the cadet scheme but only go ahead with the three schools who showed the most interest. Each school would present us with five candidates to which would be added any further internal or external candidates we wished to include.
After I had spoken with Geoff Guttery regarding the training implications, we decided to continue with five cadetships. The programme of attendance would take account of their unavailability while preparing for and taking their exams, but with the aim of achieving solo flying before the end of the summer. This puts candidates in the age band of 15 to 17 years.
The candidates would be invited with their parents to attend a presentation, look over the club’s facilities, and have individual interviews with the cadet selection team (Alan, Emma and myself). At these interviews the obligations and duties of the cadets would be stressed. If possible, the candidates would be given a flight to test their reactions to flying.
Well how has it worked out ? We finally decided to go ahead with Bowland HS (near Clitheroe), Garstang HS and Longridge HS. In total we had 20 cadet candidates and arranged to see them over two days, Saturday 24th February and Sunday 4th March. Almost immediately following the first selection day, the club was closed for two months owing to the Foot and Mouth outbreak. Even when the club reopened it took until the end of June to finalise the selection because most of the candidates were deep into their exams.
We were greatly impressed by the qualities of the youngsters we saw and would genuinely liked to have been able to offer even more cadetships. The most difficult part of our task was choosing the final five. This we have done and five fine young people started with us last Sunday. They are Amy Barsby, Anthony Keighley, David Price, James Ruddock and Lawrence Taylor. Good luck and lots of flying to them all. The unsuccessful candidates have been encouraged to join. Hopefully some will.
Thanks to Paul, Alan Roberts, and Bob for making the M200 and the “The Beast” available and for flying the candidates.
We will be documenting the selection process so that it operates more smoothly next time. In fact without a scoring system (thanks for that JR, no wonder you became a TV celebrity) and the same selection team, it would have been impossible in the circumstances to be fair to the candidates. The scheme, schools involvement and process will be reviewed again before next year’s cycle begins. Let us know if you have any further views or ideas on this, or if you wish to be involved in the process next time. Martin Moss Deputy CFI
Mentoring Scheme UpdateThe scheme has been extended to improve the induction process for new members. Several Volunteers have undertaken to take new members under their metaphorical wing for the first few weeks to familiarise them with the basics of glider operations ranging from airfield safety and how to handle gliders on the ground to the basics of tractor driving.
We have Neil Morgan, Eileen Littler and Liz Whitaker to cover Sunday members. Val Holwells, Trevor Tuthill and Ian Pendlebury, cover Saturday members Reg Wooller, Terry Harrison cover the weekday arrivals.
New members are given a list of topics for which they will need briefing and as a general principle the above named people will be covering the topics themselves.
However in the event that none of them are around on the day, the new member is instructed to ask the duty instructor to nominate someone to carry out the requested briefing.
Should this happen and the duty instructor picks you, please co-operate and provide the briefing. It is only the basic information that is required and it will make a worthwhile contribution to a new member’s experience while helping to improve operational safety and efficiency. Reg Wooller Mentoring Group
Social MattersClubhouse Bedrooms Thanks to the efforts of several members including Daniel Littler and Peter Hill the club house now has two bedrooms for overnight stays. The booking arrangement is simple. It is first come first served Bring your own sleeping bag Put your name and the date you wish to book on the list attached to the bedroom door and that entitles you to one of the bed in that bedroom for the nights you have stated.
The charge is £2.00 per night payable in a brown envelope and put in the club safe. Please make it clear on the envelope what the money is for.
Ladies Night Out This is an opportunity for all non gliding partners to join the female glider pilots for a night out without the male chauvinists. The night out is planned for 1st September Venue - The Dog and Partridge Restaurant Near Longridge Time - The table is booked for 8pm
Please put your name on the list in the clubhouse kitchen or phone either Liz Whittaker on 01942 714721 Eileen Littler on 01942 716327
Christmas Party (Yes already!) Details of the Club Christmas Party will be available soon. The party at the Preston Novotel has been very popular in past years and we will need to have an idea of how many to book for. If you are interested please let Liz or Eileen know on the above telephone numbers so that we can book enough places this year (Then we can chase you for the money when it is booked) Watch notice boards for details. The Ladies’ gliding holiday at Husbands BosworthEarly this year the ladies were planning a trip to another gliding club, and it was going to be better than last year when Val, Carol and myself spent our two days fogbound at Hus Bos whilst the sun was cracking the flags up North! In order to include Liz, we had to go during school holidays, and we chose to go early June, but unfortunately, Carol was unable to come this year. Our next big decision was where to go – Hus Bos again or somewhere new? When we heard about Martin Moss’s appointment at The Mynd , there was the answer – good accommodation, good gliders, good site etc. But we were thwarted by the Foot and Mouth epidemic, so thinking caps on again! Ah well, it had to be Hus Bos after all. As the booking was being made, a song came to mind (to the tune of the Christmas carol ‘We Three Kings’).
We three lady glider pilots are Coming to visit you from afarVal owns a DG Liz needs her Silver CEileen is early so-lo-oh Husbands Bosworth here we come Find us an instructor with a nice bum Upward soaring, never boring Flying till the day is done.
On the Sunday, Val set off at her own pace towing FFU, and Liz and myself would follow later, due to Liz’s previous commitment of dancing with Wayne Sleep! I decided to go up to the club and leave at 3.30pm after hopefully having a flight. However the best laid plans is a phrase that comes to mind – I arrived late at 9.00 am and the list was LONG, and having dutifully filled in the log, by 3.30 when it was just about my turn, it was time to go. Still, I saw young Peter Hill achieve his first solo (congratulations to him).
Because of problems on the M6, my 45 minute journey home took 3 and a half hours, but nevertheless Liz and I joined Val by 11.00 pm ready for what Hus Bos could throw at us.
Monday morning, breakfast then briefings, then introduction to our instructor, John Ellis (who apparently had something to do with George Wearing’s early training!). Gliders out of the hanger – Puchaczes, Juniors and the odd Discus - then down to launch point. One man on the course, Gunter Schulz, had won £500 worth of glider training through a competition in his local newspaper!
The weather was superb all week with lots of huge thermals and cloud streets, although there was a very strong, cold wind, so only our faces and hands turned brown. Liz went off first with John, and they took an aero tow and were gone for half an hour or so whilst I dutifully filled in the log, then it was my turn for an aero tow to gain some training, spins, stalls etc. The rudder pedals felt very strange, since they moved in a different way to the K13’s, but the trimmer bar being on the left made it much simpler to use. How civilised it was to take a break for lunch and treat ourselves to soup or sandwiches, and the ever welcome cups of tea. Back to launch point for another long flight. Fancy being told to ignore 2 up and wait until 6 or 8 came along – we were up at cloud base in no time, and then the world really did seem our oyster. I was fascinated to be flying over Bruntingthorpe Airfield and seeing the planes parked up and the car testing track!
John may not have been our ‘ideal’ candidate for instructor, being 81, but he was extremely patient, and kindly looked after our interests through his extensive experience. Janos, the Hungarian tuggie, was just what we’d have died for had we been 30 years younger! (Val is still willing to die for him! - Ed) I even got to sit on the tail of the tug one day when it was too windy for it to taxi – what a pity I was only good for ballast!
On Tuesday we did some winch launches including the inevitable cable breaks, but in the last flight I found I had lost all my co-ordination. Never mind, tomorrow will be better. By Wednesday Liz was sent off on her own, and enjoyed herself immensely. I took another aero tow to practice more spins and stalls, and yes my co-ordination had returned! On Thursday John and I managed the highest flight of the day (from a winch launch) topping out at 6,700 in such a strong thermal that the vario went off the clock. On Friday the wind had calmed down significantly, but the approach was still very turbulent. After 2 circuits, John sent me off on my own and it was almost as good a feeling as doing my first ever solo, with Val and Liz dong the camera bit. For my last flight I asked John if he would fly me around whilst I took some photographs. What a gentleman – when he realised that the DV panel might be getting in the way he reversed the turn! We were getting thermals up to 5000, and so I fastened my camera inside my jacket, and John did some loops and other aerobatic manoeuvres. It was an exhilarating way to end the week.
Three Lady Musketeers and their personal trainer Eileen LittlerLife away from Burnley.Dear all, I am sure some of you will be asking where Steve Robinson is, either because you are glad to see the back of me or because you are missing my warm fun loving sense of humour, either way I moved to Geneva, Switzerland on the 4 January 2001.
Having done a little research with the BGA before my move I knew that there were a number of Gliding sites in the west of Switzerland but nothing close to Geneva. So on my first day I started to ask questions of my new work colleagues about where I could fly.
The response was immediate, within the first week I had offers to fly power, Helicopter, Microlite and Paraglider. Then I had a conversation with a guy who had taken a trial lesson at a club the previous year; the club was called the gliding club of Geneva and was 55kms east of the city.
I drove to the site the next day Saturday 20 January and was immediately made to feel welcome; English is spoken by almost half of the members and by three of the ten instructors.
The site operates from early March to the end of November, so there was no flying going on but like all sites there is always something to do. So that is where I could be found most Saturdays when I was not travelling.
The site is on the North side of the Lake at a place called Montrisher which is nearer to Lausanne than Geneva it takes just over 1 hour to drive there from my apartment. It is on the edge of the Jura which is a 5000’ ridge running from Geneva to Bern. The strip runs east west and is unobstructed in all directions except for the ridge, which is about 4 miles away. The club fleet consists of a Pawnee, K13, K21, Janus, 2 Ls4, 1Ls8, 3 B4 all of which are in immaculate condition.
As a visiting pilot the UK licence is enough to fly your own aircraft or the clubs, subject of course to a check flight, but because I am classed as resident, I have to register and pass their flight and theory examinations before I can fly solo. After a lot of letter writing and discussions between the CFI and the Swiss authorities they have agreed to give me a permit to fly as long as I pass their tests by the end of this year. My instructor rating is also not valid but it has been agreed that if I take the last week of their three and a half week course they will issue me with a Swiss rating.
Life at the club is very similar to that at Chipping even though the language is different the issues are the same for example, on the first day of the season we rigged all the club fleet, it was hilarious. Just too many people giving instructions, arms waving tempers fraying, raised voices, imagine the scene, no trestles twelve people rigging an Ls4 with three on each tip the rest directing from the fuselage. It was total confusion but great fun. That day turned into a party after we had finished, with me drinking so much local wine that I had to have a sleep before I could drive home.
The only flight I have had so far was an area orientation flight in a Dimona MG. We did a few circuits and approaches from each end, some stalls, then we flew into the mountains!
The views on what the instructor called a bad day, were unbelievable, the extremes of lift and sink had to be felt to be believed. The size of the place will take a long time to get used to, it seems to take forever to get from one ridge to the next and when you do arrive the mountain just towers above you. My first sight of the Mont Blanc range will stay with me forever; it was truly an awesome panorama. That one flight made me realise that I have a lot to learn in this new environment, but there is no rush even the local soaring is going to be spectacular, and I can’t wait to get the check flights completed and shake this rust off. The site has a good web site, check it out there are some good pictures of the area: WWW.gliding.ch then click on Geneva.
You might be interested to know that we have not flown for the last four weeks, the field is waterlogged and everyone is blaming me for bringing the bad weather.
If anyone fancies a trip out here just let me know as we have a couple of spare rooms and with Easyjet offering flights at £17.50 each way it really is a weekend destination. I will let you know how the year progresses, Stay safe everyone and hope to see you soon Steve Robinson Overseas CorrespondentJR entertains Gloria, Nadine and Trevor (Hunniford/Baggot/Sorbie)
Friday 8th June After arriving at the club - Carole calls “Will I be free on Wed/Thu/Fri next”, “Why?” says I. “Doesn’t matter says she”. So I reluctantly says “Yes”, despite these days being planned to mix with the North Hill gang. That afternoon - I’m at the launch-point doing what I do when Geoff Bailey gives me a note “Please return call to Jerrard on 020-------“ “Hello Jerrard?” “Yes”. “This is JR returning your call”. “Oh hi, has anyone told you what this is about…………….. So rather than let the kids down I agree to be a candidate for a “Make-over for Father’s Day” and they’ll make the final selection on Monday
Monday 11th June Dawn rings – “You’re the Winner!” So we talk about the arrangements “Stephanie and I to rail down on Wednesday stay in a hotel. Film and record on Thursday till late then hotel. Travel back Friday But Stephanie has exams on Wed p.m. and Fri a.m. – Carole calls back “We’re all going down on Wednesday evening by car, hotel, film, show and returning Thursday p.m. – and you (JR) can do the driving”. Great! – so that’s what happened
Instructors Meeting – Laugh, joke rib…… Laugh, joke rib etc etc
Wednesday 13th June Left home at 16:15, traffic ok till Birmingham when we’re told that M6/J1 is blocked by a major accident. So off into Birmingham City centre, and then down the A45 to Coventry. Find a hostelry (The Three Horseshoes) at Sutton Something and spend our £10 pp allowance, Victoria spent most of the time on the slides. Anyway we arrived at the Grafton Hotel, Euston at 22.45 without incident Hotel – Night staff are expecting us to occupy three rooms and don’t know who is to pay – so we take two and provide means of payment. Good hotel, super rooms, slept well after Victoria went to sleep at about 02:00
Thursday 14th June Breakfast fine – but we’re being collected at 10:30 so as usual there’s a panic to pack and go. Bill problems are sorted – Gloria’s paying Chauffeur asks where we’re going “Studio I think” so 10min walk becomes 25min in the People Carrier. I’m right and we meet Jerrard and Dawn. Stephanie and I are to go to Debenhams with Jerrard for filming – Carole. Tim and Victoria are not needed till 16:30
Debenhams – Meet with Nadine and the film crew and do the business (see the video if you’re interested). We’re finished by 13:45, Stephanie goes back to see the daytime show and I meet Carole and crew at Hamleys (yes £££££s)
Studio – Back for 16:30. Little happens, except eats and chats till 18:00. Rehearsal, were all told where to be and how to enter (Gloria is very professional but without any airs and graces – just as she appears), it takes about 10 min 19:30 – Recording for the first part of the Friday show takes place (see the video if you’re interested) – the audience do as they’re told and applaud when told. Then I’m off to get my haircut (Trevor - £150 a go), get washed, changed makeup etc for the last part of the show 21:30 – Don’t I look good, the family are on set and I’m waiting for my cue. It’s all over by ten p.m. (see the video if you’re interested) and we’re packed up and away by half past
Home – We arrive at 02:00 – knackered for the rest of the day
Copy of the video has been left at the club – if it’s missing I might have removed it to save embarrassment - and yes we all enjoyed the day. John Richardson
I’m a lonely little OlyI have had many good flying years at Bowland Forest Gliding Club since Jack Aked, the club founder bought me in 1960.
I was known for many years as the club Hot Ship and was always treated with care and affection. When Jack died I joined the club fleet and continued to give many flying hours of pleasure to the club members.
In 1988 the club decided to move on and considered I was now too old to be used as a general club aircraft consequently I was replaced by some mere stripling called a K-8. However the club was very keen that I stayed on, and I was sold to a syndicate of new pilots with the understanding that I would be flown regularly and well looked after.
All went well for several years and much loving care was bestowed on me. My fuselage was recovered in 1992 and I had a fine new red and white paint scheme.
I was flown regularly until 1994.
I have not flown since because some of my owners have left the club and the remaining two have many commitments that get in the way of completing my C of A.
Last year Reg inspected my fuselage and found me it to be in good condition. All that needs doing is to carry out an inspection of my wings and tail and I will be fit to fly again. I understand that Reg is willing to do the work but would like to share both the work and operating costs by forming a new syndicate.
I am unique in that I am the only aircraft in the club that has been with the club since new (Except of course these flashy plastic things that have recently appeared)
I can give hours of pleasure. I am told that my handling qualities are considered ladylike and I perform as well as the upstart K-8 aircraft with which I was replaced by the club.
If anyone is interested in forming a syndicate and enjoying good quality low cost private ownership then please contact Reg Wooller on 01772 718337 Reg Wooller
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