Dartmoor Gliding News - Saturday 25th July 2026

 The run of good weather continues (until Sunday). Today we were presented with a moderate NW breeze with increasing cloud cover throughout the day. Not much in the way of thermals to excite any privateers. 

We welcomed Tim Hockings from London GC at Dunstable who came along to see how we operate. He flew 4 flights and helped us out throughout the day. 

Visiting pilot Tim with Instructor Steve Moore

Rick Wiles worked his way through the flying list with 5 trainees. The main highlight of which was Michael M-S who flew his first solo flight. After thousands of hours flying helicopters, it was time he did that with gliders as well. Well done Michael, it won't be long before you can fly your DG300!

Michael ready to go

No going back now

Take off

Smooth rotation

And safely back again

We had 3 visitors, Serhii Hagen (Sorry no photo), Gabriel Aguiar Noury and David Oconnnor (no photo again!) Each experienced a soaring flight. 

Gabriel ready to launch

There were some thermic activity, I managed 34 minutes in the K8 before air braking down, Rick and trainee Elliot managed 24 minutes as did Steve Moore and visitor David Connor. Most thermals were narrow and pretty turbulent at times. 

Back at the hangar, the Astir CS 77 was rigged, and the Twin Astir DSL had its annual inspection completed and then rigged; both can have their test flights on Wednesday.

Congratulations Michael

Another great day with a first solo to add to it.

Jamie Young

Dartmoor Gliding News - Saturday 18th July 2026

High pressure is still very much in charge. Today we were presented with a light northerly breeze. RASP was very optimistic predicting a 6-star day with cloudbases of up to 6000 feet. Would this actually be true? 

An early start for launching at the east end with the first launch at 09:57, it was Mike Bennett and Rick Wiles in the K13 who already reported that there was thermic activity about. After their sortie Mike was cleared to fly the K8 and Rick worked his way down the flying list. 

Only one visitor today, Brandon Fisher enjoyed two extended soaring flights.

Brandon about to have his first taste of gliding

Despite the forecast, it remained eerily quiet at the launch point. The syndicate standard cirrus was the only private glider that flew. Mike Jardine, Scratch and Rick each had flights of over an hour. 

CCY was also bought to the launchpoint for a test flight. Mike Jardine volunteered and then took Rowan for a set of three flights. 

Trainee Rowan about to launch and .....

... off he goes

Myself, Zack and Alasdair each had long soaring flights in the K8, visibility was generally poor but the strong climbs made up for that and there were reports of cloudbases of up to 5000' AGL. 

Overhead Lydford

Looking East over Dartmoor

During the afternoon, a convergence was slowly moving towards us from the south and was eventually reachable with enough care.

Rick's view of Tavistock while climbing up the side of the convergence

Riding the convergence

A view of Roadford Lake through the murky sky

After a sterling effort working on the single Astir in the hangar, John Smith and Malcolm each flew. Returning Culdrose member Nic Beretta also had a soaring flight in the K8 in the weakening convergence. 

Scratch claimed flight of the day in his Cirrus with 2 hours 7 minutes before air braking down to allow Rick to fly. A day where although the forecast didn't live up to expectations, it was still a good day.

Jamie Young

Dartmoor Gliding News - Wednesday 22nd July 2026

Things are a changing.  There was some fog and low cloud early in the morning on the way to the club.  A light breeze from the North then backing northwest and perhaps some high-level cloud developing in the afternoon to take the edge off the sun.  But much cooler than of late. The barometer was forecast to drop throughout the day.  No rain but RASP had five stars.  Curious.

The duty crew were Mike Jardine and Richard Roberts.  The latter had a one day course and two other visitors to fly.  With the Twin Astirs, DSL and HBK, offline due to maintenance and hydraulic wheel brake repair respectively DGS returned to its old school roots with two K-13s, FGR and CCY.

Whilst members got the gear out and emptied the hangar the clubhouse was out of action for an exam.  The Wavers had their teas and coffees, al fresco, on the terrace (how very un DGS!).

The reason was that Zack was resitting the Sailplane Pilot Licence (SPL) theoretical knowledge examination.  Or for old school pilots, including Wednesday's duty instructor, the legacy BGA Bronze theory test.  Try and keep up at the back!

Under Sailplane Flight Crew Licensing (SFCL) rules the examination is now managed directly at club level by the Chief Flying instructor.  It covers ten subject areas: Air law; Human performance; Meteorology; Communications; Principles of flight; Operational procedures; Flight performance and planning; Aircraft and general knowledge; Navigation; and Navigation using instruments.

While Zack was busy sweating inside the CFI conducted the morning brief on the terrace using his laptop so we could get on with the business of flying.  After what seemed like hours white smoke appeared and the clubhouse could be regained.  Congratulations Zack.  Studying does have its rewards.

On the ground the main focus was to get DSL through its annual inspection.  On Saturday, using a new bush and fresh bolts the play in the rear rudder connecting bar was eliminated.  A simple and straightforward fix to what could have been an expensive and involved repair.  Today Phil and Colin, after removing the seats and myriad of seat and side panels, set to work inspecting the fuselage and tail plane.

Unsurprisingly the first launch was a little later than normal, at 1100 precisely, with David Moorley taking a set of thee circuits with the Duty Instructor.  

After the briefing and the inevitable paperwork Basic Instructor Richard took junior Harry Carnegie aloft to start his one day course.  Harry was accompanied by his Dad.  Harry had recently returned from a deployment in HMS St. Albans and managed to fit in his course before deploying again.  He is obviously enjoying his naval career.  Now he will have a chance to participate in Royal Navy gliding courses and expeditions in the future.  But his next focus is a specialisation change to Mine Clearance Diver (yes, not content with the challenge of defusing unexploded bombs he wants to do it underwater!).  MCDs are a special breed.  My best man was one.  Some of his tales would make your hair stand on end.  Good luck with your career Harry.

Harry, happy to be starting his course with Richard.  Suitably supported by former Fleet Air Arm pilot Michael Malric-Smith (on the right - you didn't want to see his face did you?)

Rowan continued his training whilst I gave Richard a break and took Simon Holder up for his two flight voucher.  Simon, who works at Lee Mill was celebrating his 60th birthday and enjoyed two soaring flights.  To be honest they were extended periods of scratching in the very weak and broken thermals which just slowed the inevitable rate of descent.  Frustrating for me until right at the end of the second flight where we climbed three hundred feet and I could hand the controls to Simon so that he could explore the effects of the elevator and ailerons.  He loved it.

Simon Holder prepares to aviate with Gavin

The day became thermic; John Allan soared in the K-8 for 36 minutes and Rowan enjoyed 24 minutes aloft on his last flight of his training set.  Steve Fletcher "got away" in his Open Cirrus and clocked up the flight of the day with 2 hours 42 minutes.

Steve's view of Roadford lake

However, getting away wasn't guaranteed.  Both Sean and Rick took two launches before getting established and soaring for well over an hour each.  Sean in his Libelle and Rick in his syndicate Standard Cirrus.

There was evidence of a sea breeze front to the south, beyond Tavistock, that was linking the moors with the south coast.  We weren't the only ones who had noticed it.  On Glide and Seek we could see three gliders on a cross-country task out of Lasham (Alton, Hampshire) in the sea breeze front before turning Tavistock.  They were all above 4,000 feet in two ASG 29E and one Ventus 2CXT (these are high performance gliders with 18m wings and self-sustaining engines, if required).  After making the turnpoint at Tavistock they sped back to the east heading directly over Dartmoor.  These three flights were the top scoring flights on the day's BGA ladder.

"Dartmoor. Here be dragons".  Lasham-based Howard Joseph's view of Dartmoor from his Ventus 2CXT of hazy visbility and relatively low cloud base.

Richard briefs Di Dawe before her soaring flight

I handed back the glider to Richard and he flew Di Dawe who was supported by friends and family. 

After his first flights Harry witnessed and took part in ground handling operations.  Richard resumed Harry's course with an extended soaring fight followed by three shorter flights as the conditions changed.

Jamie managed the last soaring flight before the sea breeze set in from the North giving a damp cooling strong crosswind.  Its unusual that we get a sea breeze from the north and discussion ensued whether this was actually the front that Rick had highlighted in the morning brief or the sea breeze.  However, the darkness and murkiness dissipated at the end of the day as it cooled somewhat so the consensus was that it was a sea breeze from the north.

The training continued with Michael and Lance, bouyed up by the sucessful annual inspection and ARC of their, yet to be flown, DG300, on Tuesday.  As the sea breeze started to disappate Lance enjoyed a short soaring flight, with Mike, as did Zack in the K-8.  Then Ray Staines had the final set of flights for the day in conditions that were clearing and brightening up.

I did the last session on the winch.  The sky was clearing and inbetwen the training flights there was a steady stream of privateers retruring to the glider rack at the end of the day.  Some had had great flights others less so.  When one's flight in a flapped 19m-winged glider is shorter than either of Dave Archer's flights in his 1964 Ka-6CR, G-DHEB (Debbie), you know it's not been a good day. 

The privateers return to the glider rack at the end of the day

The winch returns to the Motor Transport hangar.
The yellow cab is almost camouflaged against the scorched grass of the airfield.

Back at the hangar the Astir CS77 fuselage was on the workshop dolly.  Whilst flying was going on a second day of work had achieved a strip down of the undercarriage, replacement of the brake shoes, adjusting and testing the wheel brake.  The rest of the fittings can be reinstated on Saturday.  If there is time the glider can be rigged and test flown.  Many thanks indeed for all those involved in the project; John Smith, Malcolm, DB, Mike Bennett, Colin, and me (a little bit).  If I have left anyone off the list, apologies, you know who you are.  Great DGS team work to get us flying again.

Two weeks ago I showed a photo of a number of boxes that had been delivered to my home, for the club.  It's always the way.  When you finally get the pieces together for a project you find that you can't use it because there is a missing bit.

Many know that the tails of the Twin Astirs are very heavy.   Former DGS syndicate had home-made tow out gear based on the Astirs spigot wheel feature.  It's OKish but not suitable for use by trainees or visitors.

The committee approved the purchase of professional tow out gear.  After much research we decided on an IMI tail dolly (from the Czech Republic) and a Soaring XX Giga tow out bar (from Slovenia).  The hybrid set up allows the fuselage boom to be safely lifted, the tail dolly fitted, the glider lowered and then the tow out bar connected to the tail dolly axle.  If the system is successful we will consider a second set.

However, there was no extended axle provided for the IMI tail dolly.  I sourced one, but the axle was not quite long enough to accommodate the jaws of the Soaring XX Giga tow out bar.  Good old Screwfix and a lot of work on Tuesday solved the problem.  The system works and is ready for use... We just need a Twin Astir to fly.

 So belatedly here is the grand reveal of what we have got:

Unpacking and assembling in my garden

The IMI tail dolly is substantial and beautifully made. 
It's also very big to accommodate a Twin Astir tail boom

The business end of the Giga tow out bar with its jaws to locate on to the tail dolly axle...
but there was no tail dolly axle in sight!

After much work at the club on Tuesday I made an extended tail dolly wheel axle
and fitted all the washers, spacers and nuts to my satisfaction

And the gear will be labelled up, useful at the launch point for identification

The Soaring XX Giga tow out bar, telescopically extended
and the "spoon" scoop that is used to lift the glider's tail boom is fitted.

A close up of the lifting "spoon"

Lifting the fuselage.  It's easy. 
Place the "spoon" under the tail boom and lower the tow out bar to the ground.

Straddle the tail boom and fit the tail dolly.

The jaws of the tow bar engaged with the tail dolly axle.  Normally the tow-bar would be in line with the tail boom, but there wasn't enough room in the hangar to demonstrate that.  For those thinking about it the spoon is stored at the tow hitch end while towing.

I hope that members enjoy using the new tow out gear for the Twin Astirs.

Today was a tad cooler but still a sunny day.  Some soaring was to be had and there were sea breezes from the south, producing a sea breeze front over Tavistock, and a larger sea breeze from the north.  At the clubhouse lots of work was underway in the hangar and outside.  Thirty-six flights made or which 14 were training flights and nine were visitors flights.  The Wednesday Wavers and their visitors had a good day.

Gavin Short

Dartmoor Gliding Society - Wednesday 15th July 2026

Andy's take on Wednesday's Weather.

High pressure is still in charge, so again Wednesday will see an easterly flow over the field at 10kts.  There will most probably be some high cloud cover (there is some difference between the models).  If we get the high cover it will dampen any thermal activity if not there could be some good thermals from midday on. There is a good chance of some wave in the morning but only going to 4,000ft this is why the thermals won’t get going till lunchtime and there is the chance the wave could mess it up all day.  We'll only find out by being there.

After welcoming Richard back, today's Basic Instructor, from two gliding competitions it was time for the first task of the day to rig K-13, CCY.  There was a sense of urgency as the Two Twin Astirs were both offline.   After being rigged, taped, the canopy cleaned, and the safety cushions installed the maintenance team took over to check the control deflections.  Adjustment was needed on the port air brake which was successful.  The other deflections were OK, but much work was expended getting them right in the middle of the range of the manufacturers design values.  The team were ably assisted by junior Rowan who logged the readings and worked out the direction of adjustment need so that the team wielded spanners in the correct direction!  Good preparation for his A-levels in maths, physics and geography which start in the autumn.  In other work Twin Astir, DSL, was offline for its annual inspection, planned, and HBK, with a hydraulic leak on its main wheel brake, unplanned.  Calliper seals and O-rings are being sourced.

The Twin Astir was derigged for its annual inspection on Sunday
and brought out for an initial look today

The suspect rudder pedal operating arm in DSL, which had excessive play, was removed and inspected.  The fix was new bolts and a new bush to be made, but not the bearings.

At the launch point Andy took the first launch at 0946 and climbed through the rotor, albeit it took some effort, into the wave for the flight of the day of 3 hours 56 minutes.  Then the training started with Ed Nicholson sampling the delights of the rotor for the shortest flight of the day at 9 minutes!

Next up was returning temporary member Walter Seip who was accompanied by his mother and grandmother.  It is great to see that gliding can be a family affair.  This was Walter's first introduction to wave, but the duty Instructor limited the flight duration, due to the effects of the turbulent rotor, to 16 minutes.  Not deterred, Peter in the mighty Kestrel, tried climbing in the rotor for a similar duration.  Getting through the rotor into the wave lift was the challenge in these morning flights.

Walter Seip on his way to 3,000 feet in the wave.  Just visible is the vario repeater, bottom right, indicating a climb of 9 knots (900 feet/minute)

Our veteran rotary-wing aviator, Michael M-S, was also undeterred with the prospect of a "little" vibration and took the third flight with Duty Instructor Mike Jardine to add soaring in the "Dartmoor Wave" to his log book.

Michael M-S climbing past 2,700 ft in a full, 10 knot, climb. It's fascinating to watch the speed at which the altimeter needles swings round the dial.  Who needs an engine Michael?

While Michael M-S climbs, Mike admires the murky view
to the south of the barely visible Hamoaze

The airfield looks small from 4,000 feet. 
This photo was taken just four minutes after Michael M-S was climbing through 2,700 feet.

When it was time to come down Michael opened the airbrakes fully; remember in the K-13 the air brakes are paddles above and below the wing. In 10 knots of lift with the airbrakes fully open Michael and Mike were still going up at 2 knots!  Time to find some sinking air to help the glider descend. 

On landing, Mike needed a rest after the three "full-on" flights and handed the glider over to Rick and Zack for a 31-minute flight.  Then Duty Instructor's schedule resumed with Neal clocking up 25 minutes in the wave.

Peter, after his relatively short soaring flight gave it another go and clocked up 2 hours 41 minutes and explored the wave patterns in the local area.  Biding his time, and only when he was convinced that Peter was fully established in the wave Sean launched his Libelle and clocked up a little over an hour. 

Fortunately, Richard's dance card was almost empty with just a Friends and Family flight experience for member Dave Osment; to fly Nick Miller which meant that he didn't have to wait for the work on CCY to complete and could fly in K-13, FGR.  Previously there was concern whether we could fly Nick at all due to the turbulent conditions but Richard, as ever, flew him very professionally for 19 minutes for a great flight.

Richard briefs Nick Miller before his Friends and Family flight

Running through their preflight checks

Whilst waiting for CCY to come online Rick got his syndicate's Standard Cirrus, FCN, out of its box and soared for 1 hour and 22 minutes.  The conditions seemed to be improving as the day progressed. 

Peter's view of Tavistock and the disused golf course to the south

And the airfield and Blackdown to the north

Later the view of the Rivers Tavy and Tamar were even murkier. 
We need a good cold front to clear the rubbish out of the air.

After discovering a puncture in his main wheel during his Daily Inspection Steve Fletcher had a later start than he intended but connected to the wave and enjoyed almost two hours aloft

Glide and Seek's view of Steve's flight that topped out at over 5,000 feet.

There were periods when the launch point was devoid of gliders.  Looking from the apron whilst working on CCY's control deflections four, sometimes five gliders could be seen climbing in the wave.

Sean's Libelle after his flight

By now the rotor had subsided and the "Old man of the sky", John Smith took the K-8 aloft for almost 40 minutes.  Solo pilots John Osment and Junior Jamie matched John's flights. Inspired, Dave Archer rigged his K-6, "Debbie" and flew for almost half an hour thereby doubling the flight time in his log book for this year!

Sean reminiscing his flight with an attentive audience (Rowan's mum)

The maintenance team released Rowan from the apron so that he could fly ad enjoy the wave with the Duty Instructor.  It was then David Moorley's turn to soar in the wave.

Dave Osment's immaculate 1967 Ford Cortina powered by a mighty 1500cc engine. 
Note the maintenance team still hard at work on the hangar apron behind.

The glider rack waiting for the privateers to return

The launch point late afternoon with the solo ships about to launch

Mike then took over the Standard Cirrus to get some solo hours in and achieved just over an hour.

Mike's view from his Standard Cirrus in the wave to the west of the airfield

Malcolm took the last flight of the day in the K-8 and landed at 1823.  All who wanted, had enjoyed their flights in a surprisingly good, but challenging day.  Unfortunately, after his great soaring flight Peter suffered a puncture on landing.  Andy helped him to change the inner tube of the mighty Kestrel's 5-inch main wheel (which is the same size as those in the K-13s and Twin Astirs) - pricey!

A day of wave and thermals.  Turbulent rotor and initially a challenge to exploit the access the abundant lift that was there.  Many exploited it well.  Seven training and visitor flights, and 13 solo flights.  Total flight time was 17 hours 49 minutes.  The average flight time of 53 minutes; with the easterly wind the Wednesday Wavers are back on form.

Before I sign off bear a thought for those who didn't fly because they were winching, processing equipment we had received from Seahawk GC, and the maintenance team working hard to get gliders back online. They all deserve our gracious thanks as without them, we wouldn't get to fly. 

Postscript.

On Sunday Scratch and I attended a party at Seahawk GC.  This was to mark the 60th Anniversary of the club's existence.  Sadly it also marked the closure of the club.  After 60 years of operating at RNAS Culdrose it had become impossible for the gliding club to have a home on the base and operate there.  Disappointingly, this was a repeat of the closure of Heron Gliding Club at RNAS Yeovilton in 2018.

Seahawk Gliding Club 60th anniversary cake

A defence planner might analyse the situation and conclude that with ever reducing funding, defence cuts, consequential tightening of regulations, restrictive operating practices, had led hard-pressed senior managers to conclude that the cost of operating gliders was too much.  As ever it's easy to know the "cost" of an activity but never appreciate the value of it.  That there is no gliding at any Royal naval air station in the 21st century is a damning indictment and perhaps a telling measure of the level of decline of the United Kingdom's Naval Service.

The name board over the Seahawk GC clubhouse bar

Looking positively, the long-standing relationship between the clubs is not all lost.  Although we won't be able to fly gliders at RNAS Culdrose, the doors are open at Dartmoor Gliding Society for those members of Seahawk GC who wish to continue to fly gliders.  However, it won't be in their beloved Cornwall.  A number of Seahawk instructors and members are already flying at Brentor.  They, and anyone else from Seahawk who wants to sample "The Dartmoor Wave", are most welcome. 

The "Clagged Inn" sign now in pride of place in the DGS clubhouse marking the close relationship between the two clubs over the years.

Gavin Short