Dartmoor Gliding News - Wednesday 4th November 2026

Not quite November the fifth but would there be fireworks for the Wavers?

Andy's forecast for Wednesday's Weather

With high pressure to the north we will have an ENE flow over the field.

Wind ENE 8kts but with a fairly strong wind gradient 25kts at 2,000ft there will be a lot of cloud with a lowish cloud base first thing, 1,000ft rising to 2,000ft later in the day.  I think there a fair chance we could have some wave early on but it will be gone by 1130 if it is waving this may give us some gaps to fly in.  The wave will most probably be a single bounce but could go quite high if we can get into it.

So worth an early start (0730).

As the Duty BI I had warned Fiona Cox, today's visitor, the night before that the Duty Instructor and I were concerned about wind gusts.  We didn't want her to make a wasted journey, especially as she would be travelling from Clyst St Mary, near Exeter.

On the morning the Duty Instructor and I conducted a pitch inspection and agreed that the conditions would not be suitable for visitors.  At 1200 there was rotor over the airfield which confirmed our earlier decision.  In addition the northerly component of the wind made it bitingly cold.

The Chairman reminisces the flights in his 19 metre wingspan Jantar 1.  Any one need a set of wing tips for a Jantar 1?

As planned Andy took an early launch and managed 11 minutes in the rotor but failed to connect with the wave.  The forecast predicted it would be just too high above the airfield and so it was throughout the day.  Later Steve Lesson and Mike took a weather check flight and a further two circuits.  Neal had a go too but just managed a circuit.  All good training in the increasingly blustery and at times challenging conditions.

Mike Bennett's Club Libelle looking for the sky as we install the latest Flarm firmware and optimise the position of the GPS antenna.

While Mike B and I were fettling his Flarm Michael M-S was cleared to take his third ever launch in his DG300.  He found lift over Blackdown and managed to climb in the rotor for a short while, flying for 9 minutes.  Bravo.

David Moorley takes Mike into the air.  Note the tantalising wave bar gap starting to appear.

Michael M-S uses the mighty Panda 4x4 to bring his DG300 to the launch point for a second launch

Malcolm took the Astir CS77 up for its only flight of the day, inevitably earning "flight of the day" at 16 minutes, again working the rotor but failing to connect with that elusive wave.

Malcolm, suitably wrapped up warm and ready to aviate.

After the first flight of the day Andy's Libelle rests whilst its owner is busy launch the rest of the gliders.

Mike Jardine worked through the list of trainees; two flights with Lance and Ivan.  DB also took to the air after working on our supply of shock ropes and improving the headrest securing arrangements in the Twin Astir trainer, HBK.

After a detailed inspection Colin lays out what needs to be done to re-skin the Zugvogel IIIB as Steve and Ray listen intently.  

It had been a while since the Zugvogel had seen the daylight.  Steve was perplexed as why I started to call it Cheese Ush (see the registration) after one of the submarine service's favourite recipes.  The fuselage is the right colour too.

While I was conducting the monthly update of the club glider log books in the toasty warm, thanks to our wood burner, there was other activity.  It was a big training day in the clubhouse, the simulator, and on the hangar apron.  Recently minted Basic Instructor (Coach) Rick started our three BI candidates; Sean Westrope, John Allen, and John Osment on their journey to be Basic Instructors.  The training was interesting, thought provoking and indeed fun.  Good luck chaps.  It's a rewarding enterprise.

Three BI candidates role play with "Bloggs" on glider and parachute briefings

Michael M-S took a second shorter flight in his DG300 before calling it a day and carefully putting his steed back in its trailer, ably assisted by Lance his syndicate partner.  Lance you have my sympathy.  It was four months until I was able to fly my Standard Cirrus when I was in a syndicate with Martin Cropper.  I remember the frustration and anticipation well.

The DG300, G-CFUT, returns to its trailer at the end of the day.

Dave Archer and Ray each took a single flight.  It was that kind of day and a tiring one in the blustery, cold conditions for the Duty Instructor, Mike.  Thank you.

Ivan and Mike manoeuvre FGR at the launch point ready for the final flight of the day

I took the last flight with Mike as one of my two biennial SPL check flights with a FI(S).  He could relax, for once, albeit in the strange environment of the front seat of the K-13.  After a 1,200 foot launch I managed to climb 300 feet by turning tightly, in a combination of rotor and ridge lift, as the wind swept us down the length of the runway.  I am glad that I had further tightened my shoulder straps before take off!

The biting cold ensured that the hangar was packed promptly after a respectable, considering the conditions, 17 flights. The Wavers dispersed not having lived up to their name today but they were often tantalisingly close.

Gavin Short

Dartmoor Gliding News - Sunday 1st November 2026

A light nort easterly breeze with a cloud base of about 1500ft. However the dartmoor weather hadn't read the forecast and low cloud over the airfield delayed the start. This enabled a steady start to the day setting up the airfield and getting the aircraft ready to start. Finally at about 11 O'Clock the sky looked clear enough and first launch was made at 11:16. Chris Bryning was at the airfield to help me with instructing, but wanted a quick recency flight before instructing.

The trainees were split into two, Chris would fly with those who are in the K13 and I would fly with those who are in the Twin Astir Trainer. After a few weeks away, Misha Skochko was first to fly with Chris to get back up to speed.

Misha and Chris prepare to fly.

Richard Hattersley was first to fly with me in the Twin Astir.

Richard settles into the Twin Astir.

Chris would also fly with Aiden Hughes and David Moorley. My other trainees would be Eleanor Hattersley and Jamie McCallum.

Starting to write the blog early.

A couple of emails yesterday asked us to look out for a missing phone and a pair of sunglasses. Some members set up a search party.

There's always one enthusiastic idiot!!!

After his conversion flight yesterday, Ed Nicholson was keen to add another single seat flight to his logbook and managed 38 minutes.

Ed ready in the K8.

Also other solo pilots tried their luck. Viktor in his K6, Ed Borlase in his K6 and Adam Hoskin in the K8.

Vikto gets into his K6.

Ed Borlase outflew Ed Nicholson with a flight of 53 minutes. This was achieved in a mixture of weak wave/thermal lift.

Ed looking down on the Twin Astir.

Ed's view of the airfield through the cloud.

The winch drivers supplied a constant supply of cables to keep things moving even with the stronger crosswind at height.

Which one of these levers makes it go?

With the sun starting to set, Steve Lesson had the last flight of the day with me.

Steve lands in the fading light.

Thank you to all at the airfield today. With the late start we managed to fly everybody so all left happy today.

Peter Howarth

Dartmoor Gliding News - Wednesday 28th October 2026

It's Wednesday.  After their long run of non-flying days would the Wavers get to fly?  As readers know gliding is often in the lap of the gods due to the weather.  Sometimes gliding can appear to be a spiritual thing.  Sometimes we look for a sign.

And that sign came to me on Tuesday afternoon while towing a trailer (sadly not a glider trailer) back from Hampshire.  I stopped at Podimore Services for a "tea and a pee" to be enveloped in a glorious sound when I opened the car door.  The spine-tingling growl of a aviation engine on full chat.

Alas the trees prevented me seeing that it was a 1946 Seafire (the name is a contraction of Sea Spitfire) Mk XVII, G-KASX, with its Griffon Mk VI 37-litre V-12 engine.  The Seafire is a carrier-capable naval variant of the iconic Spitfire and is owned by the Fly Navy Heritage Trust based at RNAS Yeovilton.  I waited before going inside to buy my tea to listen to the glorious sound until the Seafire landed and all was quiet bar the background A303 traffic noise.  Many of my fellow travellers were unaware of what was flying nearby but Flightradar24 had revealed the Seafire's secrets to me.

The Seafire's track taken from Flightradar24

So was it a sign from the weather gods that it was time to go flying on Wednesday after many days stood down because of the weather?  You bet it was, but the Wavers weren't going to be given a free pass.  With RASP still down the weather brief was for an initial low cloud base initially brightening up at 1300 with some thermal activity up to 1.5 knots which should be enough to hold the gliders up in "zero sink".  There might be some rain at dusk, which of course is one hour earlier than last Wednesday.

G-KASX.  The world's only airworthy Supermarine Seafire.  Photo credit Brian T Richards.

The start of the day was overcast with low cloud as the gliders were prepared and taken to the East end.  As expected the initial launch rate was low until the cloud lifted.  What wasn't forecast was a short burst of rain before lunch time and then the clearance came in.

Dave Osment takes Twin Astir, HBK to the East end ready for its test flight to check the operation of the new brake master cylinder that we recently fitted.

The DG300 boys (Michael and Lance) had planned to conduct a dry run; they rigged and derigging their glider.  Settling in the cockpit with my Strong Enterprises parachute to confirm that this was going to be the type that the syndicate woud purchase.  As they say "a lot was learnt".  Members observed a great pride in their ownership.  We look forward to the test flight by an instructor, the type brief, and the syndicate flying it.

Michael M-S and the Chairman discuss the finer points of rigging the DG300

Astir CS77, DNE, with a perfectly adjusted wheel brake ready for service
(John, its operated by the handle on the stick not the air brake lever!)

With the three trainees needing the K-13, DSL's services weren't required today

DG300, G-CFUT, rigged and ready but wouldn't fly today.  Today was a dry run.

The flying started off with a check ride and practice launch failure for Ed who was then cleared to fly the K-13 solo, which he did twice during the day.

Ed, happy to be sent solo again in the K-13. 
A welcome break from his Mechanical Engineering studies at Exeter University.

And away he goes

Peter Howarth was standing in for Mike Jardine as Duty Instructor.  Perhaps that's the reason the Wavers could go flying?  Peter had three trainees; Neal Oxley, Ray Staines and Ivan Foster who all progressed in their training. 

Of the other solo pilots, John and Dave Osment flew their Ka-6CR, FUB, and Scratch, Jamie, Malcolm, John Allan, Gavin, and Steve flew, or a mixture of, the K-8 and the Astir CS77.

Jamie, Malcolm, John Allan, and Steve managed to find that elusive 1.5 knots of lift that kept them in the air a little longer than a circuit.  Indeed, it was there.  I took the last flight of the day and managed seven minutes having released at 800 feet on the launch so as not to enter cloud.  So that "zero sink" was there.  Cheekily the Chairman tried to claim that as he didn't actually soar (i.e. climb) but just descended more slowly then he should be exempt from the minute fees for club aircraft.  This was not met with approval from the club treasurer or the field treasurer.  So that's a no then Steve!

Back at the clubhouse, one of my tasks was to wash my trailer.  Due to the drought restrictions over the summer, even though we are not on mains water, I held off on this task until now.  It needed it.

The Chairman and I washed my trailer

I co-opted Steve Lewis to assist and we had fun with a handheld power washer and the liberal application of snow foam.  The Chairman admitted washing and cleaning the trailer was a therapeutic activity that calmed the soul.  However, I wasn't to let his wife know.  Ooops!

No more unsightly green algae

With my trailer clean Michael M-S used his mighty Panda 4x4's impressive abilities to drive it straight back into its slot in the glider rack.  Elsewhere site clearance was underway.

DB collected an impressive array of dead batteries and other scrap

Scratch was also busy in the hangar with the industrial sewing machine making up wing ballast bags.  Inspired by the red lead-filled strip bags, which we acquired from Seahawk GC, the plan was to create larger ones for use on windier days.  It would mean that we could avoid using tyres that leave unsightly marks on the wing tips.  We were surprised to find inside the sacks we acquired was not lead shot but the smooth pebbles of a Cornish beach!

...all to satisfy Colin's scrapyard run itch

The early afternoon view from the winch towards Dartmoor

Ka-6CR, FUB, ready for the Osments to fly her.

Ray and Peter ready for a training sortie

John Osment enjoying the afternoon sunshine before his flight

FUB about to take to the air

His flights made, Ed runs the tower.

After flying some Wavers retired to the terrace on a surprisingly mild late afternoon as the sky dimmed.  Our musings were interrupted by the appearance of a weasel, or was it a stoat, with a bounding gait lolloping along past the trailers parked up on the fence.  The sight was a rare treat only marred by the DCFIs groan-inducing pun about the differences between the two animals.  I later established that it was a stoat.

The Chairman's musings took us back to the sign that we would be flying today.  At the start of WWII the Spitfire with its 27-litre Merlin engine could barely muster 1,000 Hp.  By the war's end with the 37-litre Griffon engine some variants could muster 2,300 Hp.  What amazing technological progress in such a short time.

That immense jump in power was driven by two factors: moving from the original Rolls-Royce Merlin engine to the massive Rolls-Royce Griffon engine, and monumental advancements in supercharger technology and fuel chemistry.

With those thoughts and comparison with the day's engine-less flying the remaining Wavers disappeared into the night.

Gavin Short

Dartmoor Gliding News - Saturday 17th October 2026

 A surprisingly soarable autumn day in spite of the forecast.

Gavin's view from the CS77 looking towards Plymouth
with the sun shining on Whitsand Bay

The forecast today showed NE wind with an blue sky and little soaring possibility. In spite of the forecast by midday there was CU cloud forming over the airfield and it was very soarable. Longest flight of the day was Mike Jardine in the Std Cirrus who returned after 2:04hrs because he was feeling cold at 3200ft above the airfield. 

Twin Astir rear seat view of the runway from the west

There were plenty of other soaring flights around the 30 minute mark as pilots returned to allow others to fly. This included our 2 visitors today Steve Appleby and Richard Sandercock

Steve Appleby

Richard Sandercock

My own flight in Twin Astir DSL was interesting and probably typical of the day. I launched to 1100ft. Immediately on release it was obvious the we were in some rotor mixed with a thermal. After several circles the thermal drifted downwind and smoothed out as we moved clear of the rotor. This was followed by a short climb to cloud base. After some flying exercises for my passenger we made our way back from Tavistock to the east end of the airfield in a line of constant smooth lift. This felt like a wave bar. Interesting. A full airbrake descent from cloud base lead to an uneventful landing.

K8 turning finals

Returning One Day Course candidate Sylvia with her family

John Allan had the last flight of the day in the K8 where he was able to stay airborne comfortably in the ridge lift coming off the North edge of the airfield.

A great autumnal flying day.

Steve

Dartmoor Gliding News - Wednesday 21st November 2026

A Wednesday washout where a select band of stoic Wavers fixed gliders and vehicles.

The Wednesday Wavers are a stoic bunch, but this is the fourth consecutive Wednesday that they have not flown.  Perhaps a rebrand is needed - "The Wednesday Washouts"?  Is there a malign influence at work?  Is there a Jonah at play?  Mike the Duty Instructor?

Personally, I can't complain.  On Saturday, after Colin and I finished the work on the tailplane locking mechanism of the Astir CS77, someone had to test fly it.  After being detailed off by the CFI I warned him that if it was soarable, then I would make it a normal flight.  And so it was to be.  Straight off the wire into a smooth 3.5 knot average, lovely thermal climb.  Earlier, others thought there was evidence of wave, and I found that I could also climb in a straight line in bands of lift not associated with the clouds.  Out of the sunshine, it was a bit chilly at 4,000 ft AMSL (3 degrees Centigrade), as Mike Jardine also found out with this two-hour-plus flight in his Standard Cirrus.  I landed after 32 minutes and then took DB up for a wizz round the sky in the Twin Astir, DSL.  So my spirits were high when faced with the realities of today's weather.

The rain icons should have started at 0800 in Skysight's Windgram!

In the morning, there were waves of heavy showers occurring every 20 minutes.  Fortunately, the wood burner made the clubhouse a pleasant place to be while we contemplated the day.  I expected pushback when I listed seven items to be fixed on the gliders.  But the Wavers happily set to work, and all the jobs that we could achieve with hangar doors closed were complete by 0930. The exception was fitting  HBK's new brake master cylinder, which was completed by lunchtime.

The day's task list

Twin Astir 1, DSL had an instrument blank applied where the defective turn and slip was removed. The redundant switch was removed too. The Duty Instructor reviewed the labelling on the panel, and we made the OFF position of the master power switch much more obvious.  On Sunday, the power had been left on, and members witnessed on Glide and Seek DSL on a merry dance in the hangar as the Flarm indicated its position.  After that three-day marathon, the battery had to be changed!

Twin Astir Trainer, HBK.  The new master cylinder arrived from Germany.  Scratch and DB ensured that the copper washers from the original were annealed and used to build up the new one.  John Allan fitted it to the glider, and we now have an effective braking system again.

Peter and I removed the nose wheel of K-13, FGR, but couldn't find any reason for the reported rumble.  It was refitted, and we will monitor it.  Some of the day's tasks we couldn't manage in the hangar.  The wet outside world was not conducive to getting the gliders out.  So we got very industrious and checked and pumped up the tyres of all the tailwheels, tail dollies and tow-out gear wheels.  We also pumped up all the tyres of K-13, FSD ready for it to re-enter service presently.

After lunch the sun came out, and apart from the wind, it was quite pleasant.  Ray and Steve Lewis investigated the Zugvogel III in its cathedral-like trailer, and plans were hatched to bring it back into service.  That would be welcome. The Zug is a veritable gentleman's soaring machine, and it would be wonderful to see it back in the sky.

The "Cathedral" (middle trailer) resplendent in the sunshine.  The winch workers are off to the left up at the launch point

During the morning, Scratch made some repairs to the winch: the pay-out gear, the safety cage, and a few other items.  Serious stuff was evidently afoot as he arrived at the hangar asking the whereabouts of the club sledgehammer.

Repairs complete, a select team got the winch out and onto the field.  The team added an extra 100 metres of steel cable to the right hand drum and then put it away.  His club tasks complete. Scratch used a bit of the hangar space to change the front brake discs and pads on his car.

The Wavers' tasks done; we decided on an early stack.  On the way home, I contemplated the arrival of Storm Austen.  While talking to Mike Bennett earlier in the day I referred to it as Steve Austin - gosh, that dates me.  But from the frequent Met Office warnings, it may indeed be Bionic in its wind strength.  Hopefully there won't be any rebuilding to do in its aftermath.

Gavin Short

Dartmoor Gliding News - Sunday 18th October 2026

A light NE breeze and clear skies all day brought a steady, but small group of pilots to the airfield today. Steve Fletcher was missing in action due to being laid low by a seasonal bout of man flu. The one visitor booked in today asked if his partner who had a voucher, but not yet booked, could also be flown. After a discussion with Phil Hardwick, who was at the club today, it was agreed he would step in as duty BI and fly both visitors. Phil also brought a friend to the club to experience the joys of silent flight.

First to fly with me was Jess Nicholson who is now doing the whole flight although some prompts are still required on the approach and landing. Nex to fly was brother, Ed. After a circuit and statutory launch failure, he was allowed another solo flight to add to his total.

Ed Nocholson ready for his check flights.

And off on another solo flight.

Next trainee was Aiden Hughes who's first flight was without the use of an ASI. A couple of flight coping well with the cross-wind launch and approach followed by another launch failure practice sees Aiden well on his way towards his target.

Aiden on approach.

Phil's first visitor arrived. Michele Muschamp was a friend of Phil's and enjoyed two flights in the Twin Astir.

Michele and Phil waiting to launch.

Lewis Gillingham and partner Meg Smith arrived for their flights with Phil.

Meg ready for her flights with Phil.

Phil shows Lewis around the Twin Astir.

Both left happy with their experience flights. After a delay whilst the K13 received some TLC, Steve Lesson had a couple of flights with me.

Steve and I discussing the flight plan.

Solo pilots Viktor Skochko (K6), Ed Borlase (K6), Sean Westrope (Astir), John Smith (Astir) and Michael Malric-Smith (Astir) all tried their luck in a sky that looked a lot better than what it delivered. Longest flight was only 8 minutes by Michael.

Viktor returns in his K6.

Ed returns in his K6.

Due to the earlier delays and daylight running out decisions had to be made. Eleanor who has been flying the Twin Astir was moved to the K13 for two flights. This didn't stop her progress as she started flying the top part of the launch as well as general flying.

Eleanor receiving last minute briefing.

Returning pilot Freddie Purkiss decided to have an experience flight with Phil Hardwick in the Twin Astir, just to say he had flown today. This was a short lived experience as Phil had a launch failure just off the ground. This caused a further delay and it was decided to curtail flying for the day. Richard Hattersley unfortunately did not fly today.

Trainees Richard, Jess, Ed and Eleanor.

28 flights with nearly everybody flying. Thanks to all at the field today for an enjoyable autumnal flying day.

Peter Howarth