Dartmoor Gliding News-Saturday 6th February 2021 Condor Racing

 This Saturday due to lockdown we met up for our Condor flight. There were 3 pilots missing from our normal crowd. 

The task set was Long Mynd, Nymphsfield, Weston-Zoy, Chard, Cullompton, Bovey Tracey, Brentor. Distance 304km or 190 miles. All airspace is active, including Bristol airport which is Cat. D airspace, and the red rectangle over Weston-Zoy to make life a little difficult. Weather 14knts from NE, Cloud Base 4593ft Variation low, Thermals Strong Variation low, Width Normal Variation None. For those that have read last week’s blog, a number did complain about the strong turbulence that was set last time, so this week it’s set to weak.

Glider Type = Diana2 only. Aerotow to 3500ft.

After a quick briefing during which I mentioned that Bristol Airport is Class D airspace and no one here had a radio license so we had to fly around it and I also mentioned that the thermal width setting to normal meaning that all the thermalling would need to be done at 45o. Two pilots choose a relight (have another start) after running into trouble. At the start a few or us chose to make life easy and set my altimeter to QHN, meaning we only had to stay below 2000ft when we arrived at the temporary airspace over Weston-Zoy. Alan, Hugh, Phil, Ed and I also chose to fill the water tanks on the gliders, Simon and Matt elected to take half tank, though Matt emptied some out early on. We all started close together with Alan getting the best start followed by Ed, Phil Me, Hugh, Simon and Matt. 

Matt confessed after a restart that he hated the Diana2 as he could never get it to thermal. After getting low again he was left with no option but to press Q twice which gives you 2000ft in height, it also penalises you with 100 penalties points each time it is pressed. Poor Matt had a hard time and ended up pressing Q quite a few times. 

Phil, Ed. Hugh and Alan over 9 miles ahead
Half way to Nymphsfield Hugh had overtaken me and was catching Alan. As we approached Nymphsfield over the River Severn, Phil was bringing up the rear and Alan had trouble with a few thermals. As I said at the start you need to keep at least 45 degree bank or you slipped out of them, they were also a little harder to find. This allowed Hugh to take the lead with me following a few miles behind. 

Next obstacle was Bristol airport. By the time we got there I was catching Hugh who ended up choosing a cloud further away meaning he took a longer way around the airspace, which allowed me to scrape by. At this point the places were Matt with the aid of the Q button was in front, though with penalty points this put him last, me with Hugh right behind me, Phil, Alan, Ed and Simon were all close together. At this point Alan decided to empty his water tanks which made life easier for him.

The next obstacle was the temporary class A airspace over Weston-Zoy. Normally no one would set a task through it in real life, However it does mix things up a bit and does test all the pilots. As I approached I took a quick climb which allowed me to increase speed close to VNE (maximum flying speed without damaging the glider) and as I entered the zone I was under the 2000ft height. I don’t think I would do this is real life. As I lost height I started to slow, meaning I could stay close to the 2000 feet. A lot of banter often goes on over team speak, I heard Phil ask Hugh “Do you really need to be climbing so high just before the controlled airspace!!!”  Once I had reached the turn point I noticed there were very few clouds again. However one was placed nicely over it, I know it’s not real, But it’s isn’t very comfortable being at 1400ft QNH with a glider full of water. I climbed to just under 2000ft and set off again, this time flying at 60knts to maximise the distance for the height I had, I did have to top up my height again near the end of the controlled airspace. As I emerged from it the sky was nearly all blue, not many clouds within flying range. I noticed a few wisps of white. A cloud was developing, what timing!!  I headed for it and started climbing in a strong thermal giving me between 6 and 8 up. It was then I noticed Phil had emerged from the airspace ahead of Hugh. He had a good 2nd leg and taking 2nd place.  

Phil, Hugh and Ed not far behind.
No major airspace to deal with now, towards Chard then Cullompton, Bovey Tracey. All this way I had Phil close behind me. I knew I had the advantage as I was a good 1500ft higher, though one missed thermal could change everything. 
Hugh’s View as he flies over Dunkeswell.
Plenty of height to fly over the ATZ
After Bovey Tracey the flight computer was saying I had enough height to make it back to Brentor. However what the flight computer didn’t know is I had to fly over Dartmoor first so I took a final climb to give me plenty of height. The thermal was a good one giving me a between 8 and 10 up.

If only we had lift like this at Dartmoor!
Now a dilemma, do I stay and get more height allowing me to fly a lot faster to the finish, or level early and fly slower so not to lose the height. As I was climbing so fast I choose the height and then fly very fast to the finish. As I was leaving Phil joined the same thermal. Once Dartmoor was behind me I pressed W to empty the water ready for landing.  One rule we have is that you must finish with enough height to do a circuit and land safely. I went through the finish at 130knts with 1400ft QNH or about 600ft above the ground at Brentor pulling up to convert the speed to height and climbing to over 1000ft, plenty of height for the circuit and landing. Phil wasn’t far behind, with Hugh, Ed, Alan and Simon bringing up the rear. Simon only started flying in September, with the lock downs we have had he did really well only using the thermal helpers twice. Matt finished 1st but due to using the Q 14 times finished last. Was a good mornings flying, But I am really missing getting in the air for real. We are all hoping it will not be much longer.

Final Positions

Rick Wiles

Dartmoor Gliding News-Saturday 30th January 2021 - Condor

Saturday we gathered for the week's Condor2 challenge. Even though we were missing some regular members (Scratch John, and North Hill member Matt) spirits were high as it’s good to have a little human contact, however virtual. We congratulated the Theatre Royal for the slot on the One Show about Alan Fox. Ed informed us that the interviewer should actually have been Elaine Paige not Michel Ball. “A shame” mused Richard as he said, "She knows him so well".

The task was set: - Brentor, Crediton Station, Weston-Zoy, Sherborne, The Park, Glastonbury, and finish at North Hill. Distance of about 251kms or 135 NM.

The task
Conditions were set: - Wind 13knts from NNW, Turbulence = Strong, Cloud base 4500ft high chance of variation, Strength = Moderate with a high chance of variation, Width = Wide with a low chance of variation. There were the usual complaints about tug pilots, task setting, and the strong turbulence which highlighted the difficulties with heavy water loaded gliders towing in a crosswind.  Not a common problem at our club!

Ed led the field across Dartmoor most of us enjoying strong thermals and good cloud bases, at this point Matt joined us on TeamSpeak, He's still unfortunately on East Devon time had missed the start gate, so we all agreed to restart the task from NH (NOT influenced by Ed flying in front of Rick!).

More traumatic launches (see Hugh’s demise below after dropping a wing on the ground run) from north hill Forced Rick to change the wind direction more west and away we went again. Matt leading the way with a EB 29 which we think may have been wider than Brentor Airfield!

More aerotow practice required Hugh?
At the Weston-Zoy turn point, Rick had placed a large rectangular air space 2000' QNH to FL45. The approach was at 2000' at VNE the exit to Sherborne fortunately followed a cloud street all be it into Yeovil’s MATS in my case.

Alan in the distance
Hugh sharing a thermal
This area is known for bad thermals and in Condor it's no different, this caused even more complaints. especially as the fastest way back from Glastonbury was back through it again.  Alan and I required help – i.e., the "Q" button which is the equivalent to a land out but less work. Hugh elected to land out 12 miles from the finish (pic below) rather than resort to using the “Q” button.

Ed below
Matt returned first followed by Rick and ED. The rest of us drowning our sorrows in a virtual pub in the Somerset levels. Had the CFI organised the retrieve crews, unplanned incidents paperwork for airspace infringements the task setter would now be very unpopular. It's a good job, it's only virtual!

The results over laid on the Duo Discus
This isn’t flying but it’s the best we can get at the moment, thank you to all that took part.  The company and chance to use sentences like "you’re turning the wrong way" or "you will climb better without air brakes" help to remind us of better times.


Dartmoor Gliding News-Saturday 23rd January 2021

Return to Enstone

Back in the Spring/Summer of last year after we had all emerged from the first lockdown, I had the opportunity to submit to the DGS Blog the tale of my first proper cross-country endeavour in my old K6-E. It described how I had valiantly (or stubbornly!) battled to the first turnpoint at Welshpool to claim a 4th place in the Comp that day. It was 31st August 1999 – blimey, where did those 22 years go? Anyway, with my flying appetite whetted, I was hopeful that a return to REAL flying in the summer of 2020 would ensue - perhaps with some small cross-country tasks initially and working up to longer distances. Covid-19, however, had other ideas and torpedoed all our hopes. So, we grounded pilots had no choice but to resort to the virtual reality of Condor2, about which I have previously Blogged.

As a virtual soaring group, we have been pretty active whilst confined to Covid quarters, all of us participating in a series of challenging tasks hosted by Rick's Condor2 Server. He has set many and varied tasks for all abilities, and the time and effort he has put in is appreciated by all of us. So, with this unfinished business of the ENS-WPL-HEC-ENS 300k task still rattling around in my brain, I suggested it might be set as a Condor2 task. Rick duly obliged, and on Saturday 23rd January he opened the 0915 briefing on TeamSpeak. To my shame I was late to the briefing - especially embarrassing given I had declared the task. I could hear the tut-tutting from my fellow competitors through my headphones as Rick gave the briefing. 

Preparing to start the task over Enstone Airfield.
The task was 300k, departing from Enstone, Oxfordshire (the site of the now defunct Enstone Eagles Gliding Club) to Welshpool, Hereford Cathedral then back to Enstone. The choice of aircraft was K8, Standard Cirrus, K6-CR, K-21 or Blanik. No prizes for guessing my chosen ship for this task. Thermals were set to strong with a 5000ft cloud base. We welcomed a new pilot to our little Comp in the shape of Matt Howard from North Hill GC, who chose the K21.

Runners and Riders


Ed B


Yours Truly





Std Cirrus

Simon V

Std Cirrus

Alan C


Matt H

After a couple of relights we were all airborne in the start quadrant. Alan Carter in the Cirrus was first to depart - the first leg to Welshpool being the longest of the three. The performance difference between his Cirrus and my K6-CR made itself apparent as I watched him extend to a 10-mile lead.

1st Leg – leaving a thermal at 4500ft, Alan in the Cirrus 10m ahead.
I don’t know if it’s the same for you, esteemed pilot reading this article, but for me the first thermal taken after leaving the start (or cutting the cord) is always a very scrappy affair trying to get centred and settled – both in real life and in the simulator. Such was the case again on this task – old habits die hard! 

All the banter heard over the airwaves whilst we circled in the start quadrant seemed to vanish as we all sought the first thermal away from site. There was lots of concentration going on! So, it took a while for me to settle both aircraft and nerves, and it wasn’t until 22 miles out from TP1 that I hooked up my first half-decent (in terms of handling of the flight controls!) climb. As I circled, I could see Ed (K6 DQS) off to the south on another track to Welshpool. I was grinning gleefully with the +10kts I was getting in this climb, never experienced for real other than fleetingly.

Working on my Core Strength!
There seem to be two trains of thought when it comes to thermal centring; ‘Tighten the turn in lift’ or ‘Flatten the turn in lift’. I have found the latter method yields greater success personally, but there is merit in both, I am sure. I am somewhat of a creature of habit (or just plain stubborn!) so I tend to stick with my chosen method. Anyone who has dipped into the Reichmann book ‘Cross Country Soaring’ will know that there is a whole raft of detailed information on soaring strategies accompanied by baffling (to me anyway) scientific charts. Depends how deep you want to go, I guess.

With Welshpool now less than 4 miles distant, I was relieved to see Rik in the Blanik and Simon in the Cirrus still within ‘catching up’ range as they both rounded the TP. Now, if I was brave enough to put the speed on and give chase, this could be my chance to gain some ground. Easier said than done though, the K6 is quite a draggy aircraft at 85kts, so I was forced to let head rule the heart and fly more conservatively.

Rick turns Welshpool in the lead.
Rounding Welshpool, I realised I had equalled my epic flight back in August 1999 (where I landed out at Welshpool Aerodrome right next to another competitor in a Discus) so with renewed bravado I set off to Hereford to try and chase down the leaders. After taking a stonker of a climb, the red mist started to creep in, and I pressed on with abandon, sometimes nearing 90kts in a vain effort to catch up. This was my undoing, as I got low and ended up scampering around either side of track hunting thermals. My flying became ragged which drastically reduced my expected rates of climb. I could now see Scratch behind me in the other Blanik, and Ed was closing the gap also. I marked a couple of thermals, so it was clear that Scratch was scratching, but to his credit he was overtaking me on points.

The consequence of my ‘pressing on’ was that I arrived at HEC much lower than was comfortable in the simulator – in real life it would have been reckless! The houses looked BIG out of the window.

Do not try this at home, kids! 1500’ above a built-up area.
My tunnel-vision frame of mind pushed me to round the turnpoint at Hereford Cathedral – so that was in the bag. Now I had to resort to ‘survival mode’, pegging the speed back to best glide whilst scanning all around for clouds or cloud shadows. At this point I was starting to resign myself to a field landing somewhere. I headed for a small cloud off to the left of track, the altimeter winding down ominously. This was going to be tight.

View from 600ft. “There’s my field, but this cloud has GOT to work!”
Come on, keep the speed steady… gentle turns… maintain bank angles not too steep… surely this will yield something? I had my field picked over the nose – just near the river, so an upslope to make use of if necessary. Then the vario pitch dipped – was this the hoped-for pre-thermal sink? Stay on course, it should change any second… the vario starts chirping again. Yes!! In we go, watch that speed, steady bank, do not get greedy for that core, 2 knots will do me just FINE right now!

Euphoria – that unexpected climb to escape a seemingly inevitable field landing.
Having extricated myself from the ignominy of an out landing, I set off again with head firmly overruling heart. Scratch was by now snapping at my heels, but in the spirit of gliding I let him know if I was in a good thermal. Ed was also closing in at about 8 miles distant. With 40 miles to run to Enstone I found myself low once again at 1250ft but was able to scrape away – Scratch joined up below me.

Scratch joins the thermal below me – cores were quite tight!
I now started to consider how best to deal with the final 35miles to the finish at Enstone. Because the thermals were generally strong and wide, I exploited the low stall speed of the K6-CR by pulling up steeply as the lift began to increase. This ‘dolphining’ worked well, but I had to be very careful given the rates of climb that I did not get drawn rapidly into cloud. On one occasion I had the stick fully forward to prevent this happening.

How can I still be going up at this attitude? – look at the Vario!
I continued to dolphin down track in this fashion until I got within the final glide of the finish. Remembering to reset the McReady to zero, I had a look at the scoreboard. It was clear Rik was going to win it, and Scratch was likely to take 2nd place given his points advantage. Ed was still a threat, so with renewed concentration I soldiered on.

With 19 miles to go I encountered another big fat thermal to pull up in, rather than circle, to maintain forward momentum. Holding the glider in the stall, it was amusing to see how the simulator mimicked the stall, with incipient wing drops while the vario sung a drunken tune!

Holding it against the stall before pushing on.
As soon as I got within gliding range of the finish line, I concentrated on controlling the speed to keep a safe finish height on the final glide calculator. 75-80 knots seemed to achieve this. I checked on Ed’s position and he seemed to have slipped back. Now it was a case of flying through the finish quadrant properly – I had completely missed it on a previous task when I was in the lead, costing me points and the win. Much egg on face! I did not want that to happen again, especially after this long and arduous (but very gratifying) task.

Final glide into Enstone – Scratch and Ed behind.
I could see the finish up ahead now, and although the angle looked uncomfortably shallow, I trusted in the final glide calculator. I also had a bit of speed on so could stretch the glide if I needed to – but it was fine, and I crossed the line with height to spare.

Over the line at Enstone. Must do this for REAL one day!
We all thoroughly enjoyed this task, some of us sticking with it despite the call of domestic duties. Thanks to Rick for accepting my suggestion – now it is out of my system. I promise I will not be late for briefing again!

View as seen from the winner’s seat – well done Rick.

So, victory on this task is handed to The Blanik Brothers (Rick and Scratch respectively) shortly to be performing at a venue near you! I think the K6’s can be happy with the mid-table result, but everyone’s a winner for taking part.

Time to derig and saunter off to the bar – virtually.

I suspect the next task Rick sets will be shorter, perhaps using more slippery aircraft – but that’s the thing with this, it is always a new challenge. Perhaps we can inspire other pilots out there in Lockdown Land to come and join us?

Hugh Gascoyne

Dartmoor Gliding News-Saturday 9th January 2021 Condor Racing

You Could Almost Be There
To those of you suffering from the effects of soaring withdrawal in this beastly lockdown, I would like to put forward a partial antidote - in the shape of the Condor2 Gliding Simulator! Probably known already to most of you (as we have it installed on our simulator in the clubhouse) I can heartily recommend it as a means of keeping the cross-country soaring pilot’s mindset current. There is a Multiplayer function in the software which allows for virtual cross-country competitions. If you have a reasonable computer and a reasonable internet connection, then you have the main pre-requisites.

At DGS we already have a small band of Condor2 devotees, myself included, but it would be great if we could enrol more pilots into this virtual soaring group. Just drop Rick a line and he can show you how to connect to his hosting server for the Multiplayer sessions. There is a one-off cost in buying the software but it’s well worth it. Get it here:


The only other thing you’ll need is TeamSpeak3 which is a free download for the audio.


I have done a handful of tasks set by Rick in various gliders, and it is always an enthralling experience. But the real fun element is that you can see all your fellow competitors around you and in permanent audio so you can see (and hear!) how everyone is doing. There is even a dynamic points-scoring table that updates as you progress through the task. So, to give you a flavour I will recount the task that we flew on Sat 9th January.

Condor2 Task - Saturday 9th January 2021.

Brentor, Whiddon Down, Compton Abbas, Weston-Zoy, Brentor. 306km

BRIEFING: Weather, wind from ENE at 8knts, Upper wind 13knts. Thermals strong low variation, also wide with a medium chance of variation. Cloud Base about 4500ft, High chance of variation. Aerotow to 3700ft.

Notams - The red box over Weston-Zoy is active from 2000ft to FL 45

Rick had prepared us a cracking task – lots of long glides in the strong conditions (hopefully!) so I thought I’d better pick something slippery rather than my trusty K6-CR. There comes a time when one must abandon futility in favour of getting ‘the right tool for the job’ - to that end I chose the Duo Discus as it seemed (in my hands anyway) to be the most forgiving high-performance glider to fly. I admit I did have a little practice before the task!

We duly lined up on the starting grid at Brentor in our chosen gliders and awaited the nine tugs to taxi one by one through the fence (!) to our launch position. The aerotow simulation is pretty good so Rick briefed us to keep the trim well forward for the aerotow to save tug upsets. The fun really started when we were all off tow looking for that elusive first thermal. To make things more interesting, the tugs seem to randomize where they drop you, so I could hear plenty of complaining over the headset! I think Rick was dropped off somewhere south of Tavistock. As the race start timer ticked down from 5 minutes I could see most of the gliders getting in position near the start line. At the “Race is on!” message they all hurtled off towards Whiddon Down. I was struggling to get centred in my thermal so chose to play it cool and get nice and high before venturing off.

When I finally got hooked up to a core and climbed to 4000’ I could see most of the field were over 10 miles away. Time to try and catch up a little – so I endeavoured to fly with the McReady speed-to-fly set optimistically for an expected +5 knots at the next thermal. What I finally achieved however was only 3kts on the averager, so a bit of a rethink was needed. Although the other pilots were all miles away, the banter over TeamSpeak is always at the same levels. I could hear some heckling of my ‘K6 mindset’ over the airwaves – doubtless aimed at my over-conservative hanging around in the start quadrant.

After Whiddon Down it was the long haul to Compton Abbas, still into wind and some 60 miles distant. Some of the other guys were so far ahead of me they had disappeared from the view (default setting visible to 12 miles I think). I could see some of the cloud shadows were lining up more or less on track so I tried some ‘dolphining’ in an attempt to increase my average speed. There was some limited success with this tactic as I could see Simon some 5 miles ahead of me, and a couple of the others were at 8 miles range. I had been flying for over an hour and I needed all of that time to get my thermalling technique a little tidier. This effort was rewarded 38 miles from Compton Abbas where I had one of my best climbs of the day. The vario needle hit +10kts near the top with +7.3kts on the averager.

By the time I rounded Compton Abbas I could hear the others speculating how they would deal with the airspace at Weston-Zor. Rick announced he had a plan. “What’s your plan, Rick?”. Silence. Being a somewhat conservative soul myself, I decided to track north until parallel with the TP, then cross the zone at right-angles to minimize the distance flown.

However, there was a price to pay as this extended the task distance. By this time though, I was really enjoying the Duo Discus after struggling on the first two Legs. I liked the way it would tolerate being flown at 50kts thermalling at 40 degrees of bank.

So, we were all strung out on the last leg to Brentor, although Rick, Scratch and Phil were all so far ahead they had gone off my radar. Nevertheless, I tried to be braver on this leg and stuck to the speed-to-fly indications as dictated by Mr McReady. There were still plenty of good clouds around so I set it to +5kts. I could see Ed some 8 miles ahead of me. Final glide looked ok but I decided to take a strong thermal rather than chase Ed down. This appeared to work as I was now higher than Ed, however, he must have had his nose down as the distance to him was increasing. Over the last 10 miles I was able to bring the speed up, but for some reason I avoided going near VNE – perhaps the old K6 mentality creeping in?

At BRT the fast boys were all over the finish line. Ed was still 8 miles ahead when he finished despite my attempts at ‘pushing on’. As it turned out I could have chosen to cross the line at VNE rather than my stately 120kts. A good learning day – can't wait until I try this for REAL!!

Hugh Gascoyne

Dartmoor Gliding News-Saturday 2nd January 2021

Careful examination of the forecast and the airfield conditions revealed a possible flying window early on Saturday. The airfield was very wet after weeks of rain but today it was so cold that the ground was frozen and therefore usable, at least, until it defrosts. There is an occluded front forecast to arrive early afternoon. So an early start was required and members responded to the call and had the aircraft out and the winch set up by 9:30am. Excellent. After a short delay to get on top of canopy misting it was game on.

The frozen airfield looking towards the winch
The K13's basking in the sun waiting for canopies to clear
Today's wind was very light from the north and about 10 to 12 knots at flying heights. The flying conditions were extremely smooth making for some very pleasant flying around the circuit. Unsurprisingly the were no thermals or ridge lift. 

Andy Davey preparing in the K8
David Archer ready for a training flight with Rick Wiles
The solo pilots flew the K8 and the 2 K13's shared the load with training flights for our pre-solo pilots and rear seat practice for our potential IFP's. Instruction was shared between Mike Jardine and Rick Wiles.

The view was breathtaking - This photo taken by me
Steve Fletcher enjoyed the same by the same view
All too soon it started to cloud over. we were able to carry on flying until the front arrived overhead at about 12.45pm when the gliders were rushed back to the hangar, washed and put away just before it started to rain, sleet and snow in equal measures

The front closes in
Washing the K8
Many hands make light work

A nice early start to 2021.


Dartmoor Gliding News=Thursday 31st December 2020

 Well , no flying  today ,but just enough time for the ‘Big DGS tidy up’ to continue. An ad hock day when Rick and Scratch (along with David our friendly neighbouring farmer and his forklift) managed to remove not one but TWO daf 1160 engines out of the winches!  Other equipment was also removed from them for recycling to other winches further afield in wales ( when travel permits).

The steel cables were removed from the drums as well as all the scrap metal and wood on the site being segregated ready for recycling or burning soon.

Scratch ‘pleased’ ?? with the new , now zero emissions winch!
 (Only downside is it’s now zero launching )
Well done all who were on site. A good end to 2020

Onward and upwards 2021.

Happy new year all.

Richard Roberts

Dartmoor Gliding News-Sunday 27th December 2020

Although the airfield was not flyable today - with passing wintry showers and the ground very boggy in parts it simply wasn’t safe - members will be pleased to hear that the drains were working overtime and that the hangar was notably dry and free from ingress.  

 ‘You will be pleased to hear…

…that the drains were working overtime’.
Had you have been here you would have been able to discover if the crock of gold at the end of the rainbow was indeed to be found in the old launchpoint.  But as you weren’t, here’s a clue: the Instructors went away as penniless as ever…(>sob!<)  

: Wintry shower scampering over Nattor Down.
Was there a crock of gold to be found in the launchpoint?

Wishing you all a Happy and Peaceful New Year.

Martin Cropper

Dartmoor Gliding News-Sunday 20th December 2020

Although the forecast predicated sunshine and showers, a pitch inspection at around 1000 showed that, despite the reinforced area at the east end being capable of supporting launching and landing, the rest of the field was too waterlogged for safe operations, both equipment (principally the winch and people).  

Although showers skirted the airfield the ground was too waterlogged for flying.

Nonetheless, we pitched-in to help Colin get started with the CofA for K-8 FXB, preparing the fuselage and removing the instrument panel for calibration.  

And so it only remains to say Merry Christmas to our Sunday readers - Instructor cover will be available on 27 December - let’s hope we can get flying as soon as possible following the festive season.

Martin Cropper

Dartmoor Gliding News-Wednesday 16th December 2020

When I arrived at the club the duty instructor was coming back from his morning inspection of the airfield only to report that the centre track was awash, a veritable river.  This wasn’t unexpected as the culverts draining the airfield, and the hangar apron, into the ditch alongside the road were in full spate.  So today was to be a non-flying day which was reinforced by some regular heavy showers throughout the day to remind us.

However, despite the appalling weather early this morning, despite blockages on the A30, despite fallen trees, and despite copious amounts of standing water on the back roads that engulfed windscreens with spray, the hangar elves turned up and engaged in a myriad of activities on the site.

How many elves can you spot in the hangar?
A tip run got rid of a lot of the waste plastic, insulation, metal etc. from behind the club house.

The glider instrument holdings were rationalised and the excess will be carefully packaged and sent for evaluation and sale.

The SF-27's belly was coated with a snazzy white gel coat and the repair to the pared-back wheel box continued apace (in a previous life the FS-27 had been a racing glider and had a lot of performance improving modifications that are not required on Dartmoor!).  However, copious use of a heat gun was required to raise the ambient temperature in the hangar to be able to work the glass fibre.  Plans have been formulated for a GRP tail dolly to improve the ground handling of this heavy-tailed glider.

The Chief Elf mixing up some magic potion for the SF-27

 K-13 wheel hub was shod with an inner and outer tube and added to the tyre cabinet as another spare.

These busy elves declared themselves not tyred (Ed: Groan!) in the slightest.
The blue K-13, CCY, received some tender loving care.  The yaw string has been repositioned (lowered) to be in an elf’s line of sight and the canopy ventilator modified for better demisting (all that heavy breathing by flying elves) on wintery flying days.  The canopy restraining cord has been replaced and re-orientated.  The mechanical variometer and the altimeter were inspected but left in situ.  Finally the cockpit was vacuumed.

The blue K-13 receiving sparkle dust from an elf.
The Chief Elf, after supplying the remaining elves with mugs of tea mid-afternoon, then called time.  So we shut up shop and went home (whistling as we went, of course).

What do you mean you want to go home?
There may have been some other activities that I missed but thanks must go to all today's hangar elves for their normally unsung toil.  

Gavin Short