Dartmoor Gliding Society Club News

Dartmoor Gliding News - Sunday 17th May 2026

Depending on which forecast you studied today would give us a three star soaring day (RASP) or rain/showers all day (Local Met Office). As there were only seven pilots at the club most were erring for the latter forecast. With things looking bright enough to fly, we set about setting the field up to fly. A k13 and the Twin Astir were taken to the east end launchpoint.

The only trainee today was Aiden Hughes and flew with me first. Experiencing slow flight and presenting him with a unusual circuit was all flown well and sees him well on through the syllabus.

Airfield at the top of the picture.

I swapped gliders to the Twin Astir for Sean Westrope to have his first flight on type. Sean found the different glider interesting.

Sean ready for first flight on type.

Steve Fletcher and Phil Hardwick took turns to be P1 in the Twin Astir to keep current on type.

Steve and Phil keeping current.

John Smith came from the winch to have a flight in the Astir 77, but was delayed due to another shower passing through.

John waiting to fly.

And returns.

View of the launch point.

For those of you who may be counting names, you will notice one person missing. This was John Osment who spent time at the winch getting ready to be cleared. A small group at the club toda, but we did manage to fly between showers. Thanks to everyone today.

Peter Howarth

Dartmoor Gliding News - Wednesday 20 May 2026

Another April day in the rainy month of May. Would it be dry enough to fly our visitors; Ollie for a One Day Course and Sarah for a double flight at 1400?

On the fleet front K-8, FXB is close to going back online. However, the rainy weather has been preventing progress. Maybe the drier and warmer end of the week will help the DGS maintenance team.

As a moral booster, and hopefully a harbinger of better weather to come, here are some photos from twenty years ago taken near Keiheuvel airfield, Balen, in northeast Belgium:

This thermal on the Dutch-Belgium border produced an 11.7 knot average. The altimeter needle was whizzing around!

A youthful Fleet Manager enjoying the flight

Plenty of safe land out options. This is Weelde, a disused NATO airfield in the Netherlands.

In UK you can navigate by the railway lines. In Belgium, you use the canals.

Still making good progress at 1835

4 knot thermals at 1920 in the evening!

Now after daydreaming I bring you back to the present. As expected the weather was not suitable for flying. In fact, it was lightly raining for several hours when we arrived; worse than expected. However, the Wednesday Waver's weren't unduly concerned as the Duty Instructor had emailed the members at "O' dark thirty" that he was unwell and could not come to the airfield. So we couldn't operate anyway.

But there were jobs to be done. Mike Bennett, to fit a new Airspeed Indicator to his Club Libelle, instrument panel that had received some repairs and improvements from John Allan. It wasn't a straightforward task as the ASI was made in the USA and required extra fittings to make it work. After a quick phone call to Mendelsshons Pilot Supplies these were dispatched straightaway, free of charge. Great service. Thank you.

I carried out an upgrade to my IMI wing wheel, better suspension and a rotating wheel arrangement that will prevent "wheel skip" when being towed down the runway. Everyone likes a bit of Bling! Was it necessary? No. But if your wife wants to buy something for your glider who would refuse?

The original IMI wing wheel and the Topline upgrade kit below

The upgraded wing wheel. The Wavers thought it was suitable for a Vulcan Bomber.

Michael H-S was doing some work on his glider as the drizzle eased, and John Allan got the Twin Astir Trainer, HBK out, and we started refitting the seat side panels. On deeper investigation the wheel brake cable, part of the air brake system, needed to be lengthened after the earlier work on recommissioning the hydraulic brake system.

I had been unsuccessful in finding the manufacture of the brake system; no manufacturer's name, no serial numbers, and it wasn't a system fitted by GROB or TOST. I could ask Linder in Germany, which I will do, but the pragmatic solution was to get Safetek Friction Ltd, who are based in Telford, to make us several sets of disc pads.

Some may wonder at the course of action but bear in mind that this was a glider built in Germany in the 70s, on a training variant developed as short notice, in small numbers, that required a hydraulic brake system. A local motorcycle shop near Tussenhausen-Mattsies airfield, Bavaria, probably provided the system and from my research it may be from a classic Moto Guzzi (Italian)!

Not much left of the original brake pads. These two brake pads can stop the 650kg all up weight of the Twin Astir Trainer, such is the power of hydraulics.

Calling classic motorcyclists. Do you recognise this brake calliper?

John Allan used his mountain bike tools to exercise the calliper so that the previous uneven brake pad wear wouldn't be repeated when we fit new pads.

The Site Manager, John Smith, was busy in the murk and drizzle on the airfield with some extra track work. He was assisted by Michael M-S and Neal. The latter had finished his earlier membership and merchandise work and needed some fresh air.

Steve Lewis was keen to get the K-8, FXB back in service. Three coats of dope on the fin patch and then the rudder was refitted. It's ready for its second test flight after having its total Energy system overhauled, a replacement PZL mechanical variometer fitted, and a Skylaunch Launch Assistant fitted.

Colin, carried out repairs to CCY's wing, defects that had been discovered during its ARC, which has delayed renting out the glider to a sister club. CCY's fuselage had its balls painted yellow (relax, I am talking about the yellow release balls front and rear that needed the colour coding restored). I did the same on the front release ball of HBK. I declared what I was doing to those who were working on other parts of the fuselage, but some people have the attention span of a goldfish and ended up sporting a yellow hand!

Jobs done, the tempo decreased, and the Wednesday Wavers packed up and headed home. The clearing weather providing just a hint of better weather to come later in the week.

In the pub that night I contemplated the day. No flying, but the Wavers had definitely moved the fleet forward.

A pint of Hawkstone Black to contemplate gliding while sat in the Royal, a 15th century inn on at River Tamar, Horsebridge. So not such a bad Wednesday after all!

Gavin Short

Dartmoor Gliding News - Aston Down Expedition Day Five - Friday 15 May 2026

The forecast was promising. The best it's looked all week.

The final breakfast, then rigging and an extended briefing. Well to be fair it was more of a discussion about the increased granularity of Skysight's wind forecast for the moors. Which way would be best to go cross-country and up country; to the north of Dartmoor or to the south. Both had their pros and cons.

There was a pause as heavy showers swept through mid-morning that delayed the Expeder's rigging.

Rigging the first red K-6 (EWO)

And the second Red K-6 (DKG). This time in Ukrainian!

And some white "glass" ready for the day (a Libelle and Mini-Numbus)

Rick was first to launch. A circuit but then Andy got away, and I saw him on Glide and Seek near Launceston. Sadly I had volunteered to help Colin conduct the annual inspection and ARC of K-13, G-DCCY which is being prepared for rental by another Gliding Club. We worked on the tailplane and the fuselage.

Earlier during the rain showers Rick had unpacked the new starter motor for the poorly tractor. He compared the two and confirmed that Saturday's task would be to fit the new one.

Viktor followed Andy and flew for 20 minutes. He enjoyed two shorter soaring flights through the day. Allan and Phil followed with some extended circuits as did Sean and Peter with even shorter ones. So perhaps not the easiest of days to get going.

The fuselage being inspected.

Quietly Ed stepped in to his red K-6, EWO and showed the others what could be done with a fight of 1 hr and 23 minutes. John Osment followed with a soaring flight. The day seemed to get going; Rick 1hr 49 mins and Peter 1hr 6 mins.

Colin and I welcomed a walk-in to the club; Steve, a former RAF ground engineer who had recently retired and was looking for a new challenge. After giving him a tour of the facilities and describing the trial flight and membership options we hope to see him back on a One Day Course. The cool wind on the airfield when we took a look didn't deter him as he hails from Princetown.

The tailplane, cleaned, disassembled, inspected, reassembled,
and the mylar strips, that cover the hinges, renewed.

The wind from the northeast increased during the day. Reports of broken thermals and difficulties in wind shear started filtering back to the hangar. As if to prove the point John Allan made an aborted attempt at a climb over Cox Tor which was down wind of the airfield. Short on height on the return to the airfield John made a wise choice and landed in the L-shaped field.

KP safely in the luxurious expanse of the L-shaped field. The cows were yet to arrive.

John called for some assistance as the cows at the other end of the field had become very frisky and were investigating the glider. Alasdair left the tower and was assisted by Ed. Between them, they protected the glider and identified a better exit from the L-shaped field that the normal one by the barn. That allowed John a chance to go back to the club and bring his trailer and set it up in the road for the retrieve. The other gliders were derigging when he arrived back at the club and had to wait his turn to park his trailer in the "glider rack". So a land out, but the field wasn't as smooth as the polo field that Adam landed Snoopy in last year. There certainly weren't any jodphur-clad well-spoken young ladies to mop John's fevered brow! Perhaps that should be an addition to the mnemonic for in-air field selection "Wind + the six S's". Suggestions on a post card please ....

John's land out.
Glider position in blue in the L-shaped field that continues to the right of the screenshot.
The airfield is at the top of the picture and the normal exit from the L-shaped field is circled in red.
Note the large South field, in the centre of the picture is a very tempting but it's considerably
rougher than where John landed.

John's comment.

Yes, that thermal near Cox Tor looked like it should have worked... Thank you to Ed and Alastair for the retrieve from the L shaped field.

Colin had departed at 1400 to get ready for his gig in Calstock Arts Centre that evening. I continued with the long list of tasks that Colin had left me. Colin and I, helped by others, continued on Saturday (which wasn't a flying day) and finished off the fuselage work and inspected the wings. Here is a look at the finished article.

A pair of batteries and dedicated charger ready to go away to the new user.

Front instrument panel in after leak checking the pneumatics on the fuselage and the panel.

Rear instrument panel in. GPS antenna positioned on a repainted glare shield.
Flarm firmware reloaded and Flarm operation proved correct.

An hour and 45 minutes later, with Alasdair back in the tower the launches started again with final flights by Viktor, Sean and Rick before Rick called it a day in the increasing wind. Viktor was pleased with his three flights in the Red Bear.

The expeders extended their thanks to Alasdair, who you had already heard ran the tower for the day but also to John Smith who winched all day. Thank you both.

After 17 flights on what was a difficult day for some of today's none pilots the expedition came to an end. The gliders returned to the glider rack more quickly than if they had travelled home from Aston Down. Of course one glider trailer got some mileage, and John Allan had to buy the beers in the clubhouse when the hangar doors were shut. Normally the retrieve crew is well rewarded for their efforts. We must have had a first - John's retrieve crew were all teetotal!

I almost forgot about silent Andy. No feedback from his flight or where he went, but he did fly for 3 hours 24 minutes earning him "flight of the day". Perhaps we, and our readers, could hear the story of his flight next time.

Gavin Short

Dartmoor Glding News - Aston Down Expedition - Thursday 14 May 2026

It was wet, windy and there were heavy showers, so there was no staycation expedition at DGS today.

Instead, for our readers, here is a look back at last year's expedition (2025) to Aston Down in the form of photo essay with their captions of the time (and an explanation if needed).

"Breaker, Breaker, we have got ourselves a convoy."

Gavin dancing with his Standard Cirrus. Around and around we go. (He is actually swinging his fluxgate compass and calibrating the electronic artificial horizon).

The launch point on runway 08 viewed from the parking area

A busy launch point

Are you ready for a cable madam? (offering a cable to Val, and Scratch)

Nympsfield airfield. Look closely, and you can see a sole glider; an Aston Down cross-country pilot who didn't make it back home.

Gavin gets his Standard Cirrus, CNN, ready

Waiting for the cumulus and the tug pilot to arrive

Those gliders with water ballast keep their wings level

Walking the T-21 down the runway. Goggles and flying helmet anyone?

Rick waiting in style

Looking good. Notice CNN's shorter wing when compared to Peter's Kestrel 19

John's second turn point, Grafham water

Rick with his instructing hat on readies to take Val to the skies

Adam in Snoopy, happy to go flying again

Phil delighted to be back in the air again after a day off

The smoothest field that Snoopy has ever landed on (Adam landed out at the local polo club and was apparently taken good care of by the "young ladies in jodphurs")