Dartmoor Gliding News - Wednesday 28 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 lollopping 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

Dartmoor Gliding News - Wednesday 14th October 2026

Well, we are halfway through October already, but the autumnal feel didn't deter the Wednesday Wavers.  Unfortunately, the forecast of a gusty, full crosswind and low cloud base throughout much of the day curtained any hope of flying.  As the Duty Basic Instructor, I had to phone today's visitor, Michael Tappenden, who was ready for his One Day Course and let him down gently.  He hails from Sparkwell in Plymouth, and we hope to see him soon when he rebooks.

Skysight nailed today's forecast but omitted the heavy rain just before lunch. 

The real weather was worse than forecast.  When we arrived, we were in fog.  Then there were some tantalising glimpses of blue sky, then the low cloud base materialised.  Then to reinforce the decision not to fly, there were some heavy, prolonged showers between 1100 and 1200.

So it was going to be a day of jobs around the club.  But John Allan had some gliding-related activity.  A while back, Steve Lesson had noticed on Flightradar24 a power plane landing on a farm strip some miles to the north of the club.  Using the simulator, he found the landing strip had a steep slope and that it was not viable to land in the Duo Discus that he was "flying".  He concluded that it would have been possible to land in his own glider, a Mini-Nimbus.  He continued to investigate other fields as possible landing options in the vicinity.

The simulator was put to good use with the Chairman tackling the local task in a Duo Discus. Yes, in real life the Duo's cockpit is slightly different. 

John Osment had produced a pair of exquisite main wheel axle end caps for Twin Astir, DSL on his lathe at home.  Peter and Steve Lewis fitted them, and John checked the dimensions on the other Twin Astir, HBK, so he could make a second set.

Val should be happy with the results of her efforts.  Two sparklingly clean DGS vehicles.  Bravo.

Earlier, I investigated the front instrument panel in DSL for several things that had been bugging me.  The Turn and Slip switch was poorly labelled, and there was a mystery broken switch.  I discovered that the Turn and Slip didn't work, nor was it fused.  However, getting access proved a challenge, so Steve and Peter took over.  As ever, a simple job on a glider took four times as long as you think.  The errant switches and the defective Turn and Slip were removed.  We await the delivery of an 80 mm blanking plate and suitable fasteners from Navboys to make the panel look smart again.

The heat-reflective canopy covers were removed from the Twin Astirs, aired and put away for the winter.  They won't be needed again until the spring.

Colin turned his hand to K-13, CCY's wing in his glider workshop.  

Colin meticulously scarfs in, glues, and clamps the new trailing edge in CCY's port wing. 

The plan is to retain the AMF trailer that we had previously earmarked to accommodate the Puchacz.  As regular readers will recall, we handed back the Puchacz to the Royal Navy so that conversion work stopped.  It was decided that the AMF trailer would make a much better trailer for our K-13 than the original trailer that came with CCY from Mendip GC.  So the team, led by John Smith, set about the task of preparing it.

Peter and John Smith offer up the new floor panel to the AMF trailer in preparation for it accommodating a K-13 securely.

New floor, ramp, and dolly tracks in the correct position. 

Next, the wing spar supports/clamps, visible in the photo above, need improving.  That will mean welding.  Let's not forget a welding sentry this time for the sake of both the trailer and the welder! 

In the clubhouse, the Duty Instructor, Mike, delivered some training lectures for Jamie McCullum.  Jamie worked through some of his glider training card, and John Osment and Scratch led him through his club orientation card.

During the day, support frames for the solar panels received some more creosote.  Earlier in the week, our new solar system received some tweaks, and now the generator will charge the 5 kW battery at a decent rate when the generator is running rather than providing just a trickle charge.  We are learning all the time, but the indications are that it will be a good system.

Then there was some serious engineering underway in the hangar.  At the Astir CS77's last Airworthiness Review Check (ARC), it was discovered that some of the threads on the tailplane locking bolt showed evidence of some minor stretching.  This is a typical area of wear in GROB gliders.  Although serviceable, it was decided to replace the tailplane locking bolt and fittings to ensure the glider enjoyed a long service life in our hands.  I had received a replacement from LTB-Linder in Germany.

Colin invited Jamie to witness and participate.  Perhaps there were too many spectators and differing opinions... too many cooks etc.  Despite that, the parts were changed over, and Jamie was introduced to thread mechanisms, the correct use of circlips, washers, stress indicators, the use of non-freezing aviation grease, and the correct assembly of L'hotellier control fittings.  All good stuff for a young glider pilot.  After several trial fittings, everything was lined up and went together and came apart as designed.  Happy that threadlock and witness mark paint had been correctly applied; duplicate checks were conducted and the tailplane taped ready for a test flight. Whoahh!  The job is not done until the Fleet Manager writes the Form 205, a rectification sheet, and attaches the EASA Form 1.  Tomorrow's task then...

The Astir CS77 looks resplendent with its new tailplane locking bolt, which of course you can't see now that it is fitted!  The Wavers can attest that the new locking bolt is very shiny under that white GRP. 

With the main jobs done, I could turn to my own instrument panel and indulge in a bit of fettling.  I mounted and threaded a longer lead (USB A  to USB A socket) to allow the download of flight traces and the upload of firmware to the newly fitted Power Flarm Core.  The Wavers were in an advisory mood following the work in the hangar, with lots of vocal ideas on how a rectangular slot should be best made in an instrument hole blanking plate.  I ignored their helpful advice, got the job done in half the time, and put my tools away.  During this, Scratch was able to update us on the work in the Motor Transport hangar, preparing the manual winch for the long-awaited automatic control.

Hangar doors shut, calm returns to the fleet after a myriad of activities during the day.

For those Wavers who had travelled from Plymouth and negotiated the extensive diversions due to Goosey Fair in Tavistock, as well as those Wavers from other directions, it had been a productive non-flying day.  As we relaxed in the clubhouse, the banter flowed.  Try as we might, we couldn't convince Dave to rig his K-6, Debbie, and attempt to make use of the very dark cloud street running directly across the airfield at an estimated height of just 850 feet above the airfield!  Maybe another day.

Saturday and Sunday are likely to be high-pressure days with a cold northerly wind.  Winter is coming!  Wrap up warm.

Gavin Short 

Dartmoor Gliding News - Saturday 3rd October 2026

 The weather today presented quite a forecasting challenge. We have a slow moving front overhead. To the south it is shown as a warm front and to the North it is show as a cold front .We are exactly at the join ( at least on the forecast map ). Does this make it an occluded front locally?

The day started with low cloud and drizzle but this started to clear and the cloud base to rise so the club aircraft ( a K13, a Twin Astir, K8 and Astir CS77) were taken to the East end launch point. where we were joined by a solitary K6 privateer. The wind was light and variable with perhaps a little west in it.

Sometimes the day was like this and ---

... sometimes more like this

The day proceeded with the usual training efforts. There was a solitary soaring flight of 24minutes in the K8 by Jamie Young who found a little converge as it passed by. At 2pm we had an hour break in proceedings as a band of drizzle and low cloud went through.

Jamie launching into the convergence

We welcomed 2 visitors for Air Experience flights; Anna Tissandier and Charles Holme. Both were flown successfully. 

Anna with Steve Moore

Charles with Gavin and Lance

Fliyng was completed at 5.30pm to give the club enough time to put everything away before the start of the end of season BBQ. The meats were sourced and cooked by Mike Bennett as usual. There was salads and Couscous provided by members. 

A great evening was had with good food and plenty of catching up with friends old and new.

Notice the lowering cloud base in the background

A good club day

Steve