Dartmoor Gliding News - Wednesday 10 January 2024 - A new club record

Welcome to the first flying day of 2024 at Brentor.  Hurrah!

It had been frosty overnight. There was rotor wind at the site on arrival which was very noticeable when driving through the gate.  Tea was made with the available water (frozen pipes) before Mike Bennett got some supplies from our neighbour.

Log books were out in the clubhouse and the realisation by some that they hadn't flown for not a month but six weeks.  So a number of members were booked in for check flights.  After the hangar was emptied, and the K-8 put back inside with two tyres weighting the wing tip (Ed: There were rotor effects inside the hangar!). Ever the optimist, Andy rigged his Libelle.

The rest of us waited for the for the forecast abating of the wind. There was a wave cloud well over the moors and a second one well back over Callington at Kit hill.  So Andy would have his task cut out to climb in rotor to get to them.

I started in the winch thankful to be out of the icy, biting, wind with both cab doors tightly shut.  But after warming up the winch for a second time there was a lot of waiting caused by a, rightly, cautious Duty Instructor concerned at the gusty, at times northerly, cross wind rather than the steady north east wind that had been forecast.

 

After a stand down for 30 minutes (Ed: Readers will be forgiven if they lose track of the number of stand downs before we finally get to fly!) I drove back to the winch and watched the sky and saw a lenticular develop.

An impressive lenticular cloud formed south of the winch

It also caught the eye of those at the launch point

After delivering the Twin Astir's belly dolly to the hangar in the the retrieve vehicle (for further inspections of the Twin Astir by Colin and visiting BGA Inspector, from Dorset Gliding Club, John Halford that were underway) the consensus was to wait again and have a cup of tea. After being suitably fortified we decided to commit aviation. I warmed up the winch again and the launch point team carried out Daily Inspections of the aircraft (Ed: Tsch!  What is wrong with conducting DIs at the start of the day when the aircraft are removed from the hangar?).

And those at the hangar

Then we stood down again for 30 mins due to yet more gusty conditions.  Meanwhile the lenticular south of the winch had doubled in size and was now forming above the winch.  It was all so tempting.  So Andy, in his Libelle, took the first launch.  He reported a smooth launch to 1,750 feet with some turbulence at around 1,000 ft QFE.

Andy ready to launch

And away he goes

Despite the sunshine it was still bitterly cold and I decided not to rig due to the cold (Ed: Wimp!).  The check flights in the K-13 started.  The Puchacz was pegged out and chocked with tyres as the cross wind was quite severe at times and we haven't enough experience of its characteristics in crosswind conditions.  The first flight was Mike Jardine and Peter for a weather check.  Then Mike flew with Hugh, Mike Bennett, Richard (twice due to a cable break (Ed: You are up to date!)), Steve Fletcher, David Bourchier, John Smith, David Archer, and Phil Hardwick. 

Hugh and Duty Instructor Mike ready themselves for flight (Ed: Hugh, where are your gloves?)

Hugh, trimmed out, flying slow and straight, looking for the wave

The remnants of the lenticular were still there but it was fading in strength

The wave cloud was still more pronounced to the south

Richard ready for his check flight (Ed: are you warm enough lads?)

Our new GRP single-seater, Astir CS77, DNE was kept busy by those pilots who were current: Scratch (twice), Peter,  Gavin, John Allan (twice) and Malcolm (Ed: Good.  DNE is starting to earn its keep).

John Allan ready to take the Astir CS 77, DNE, for a circuit

John "dive bombs" the airfield (Ed: Perhaps a proper circuit is called for next time?)

A carefully picketed Puchacz

Unfortunately no-one else managed to contact the wave. So what of Andy?  In amongst the currency flights eyes were glued to smart phones watching Andy's progress on "Glide and Seek".  After his launch he reported being in wave at 4,000 ft overhead Lydford which is to the north of the site.  Across the launch point there were cries of excitement as Andy kept climbing.  According to his height he must have been on oxygen and making good use of the "Dartmoor Wave box" which permits us to climb to Flight Level 195 (basically 19,500 feet without using a transponder).  When he reached his maximum height he used it to head in to Cornwall; the Callington and Launceston region before returning to base.

This is what Andy said on the BGA Ladder site after uploading his trace:

"I had always thought it should be possible to get to the top of the wave box at Brentor and today was the proof. Had a good winch launch to 1,700 feet (thanks Gavin) and was straight into reduced sink pushed forward and contacted weak wave initial the climb was quite slow but the higher I got the better it become. I nearly abandoned the flight at about 14,000 feet as the inside of the canopy started to freeze up but some vigorous rubbing left me with a view out the front so I carried on. I could have gone higher but with the top of the wave box approaching and the OAT (Ed: Outside Air Temperature) at -26 C started my decent back into Brentor. Epic!"

Analysis of the .igc file produced by his logger by the BGA ladder software showed that Andy climbed to 50 foot short of Flight Level 195.  His true maximum altitude was 19,069 QNH (Ed: Above sea level) which equates to a height gain of 17,490 feet.  This comfortable exceeds a diamond height climb of 5,000 metres (16,405 feet).  Andy already has his Diamond Height badge but he made a club record today for the highest height climb achieved from Brentor (19,069 ft).  We think this is also another record: The most southerly diamond height achieved in UK (Ed: to be checked with the British Gliding Association).

(Ed: The only way to go higher in the wave box is to attempt the climb on a high pressure day and FL195 will be higher in absolute terms).

Andy's view of the same lenticular from just under 6,000 feet QNH

Andy's view at the edge of space just before terminating his climb (Ed: Note icy wing on the right)

The route and height gain of Andy's flight taken from the BGA ladder

St. Michael dd Rupe's church at North Brentor with indication of wave behind

At the end of the day Scratch flew with Hugh to ensure that he was current flying from the back seat prior to his visit to RNAS Culdrose on Saturday.  Steve Fletcher also availed himself of the back seat and flew with Phil.

A sunset launch at the end of the day

Steve Fletcher climbing after a launch at 1616

So our first flights in 2024.  Twenty flights.  Every one who wanted to fly, flew and a club height record was made. Tremendous.  Congratulations Andy.

Gavin Short

Dartmoor Gliding News - The first weekend of 2024 - Flying at RNAS Culdrose

Happy New Year to all our Dartmoor Gliding blog readers.  You may have noticed the dearth of blogs last month.  The reason (Ed: It surely doesn't need an explanation) is that the weather has been truly appalling as most of the country has witnessed.  It has been heart breaking to have to turn visitors away on multiple occasions.  We will get to fly you!

Amid this frustration our illustrious CFI recognised the need for members to remain current so he hatched a plan with the CFI of Seahawk Gliding Club, which is based at RNAS Culdrose, near Helston. The plan was to continue to build our experience of flying a GRP two-seater glider - a Puchacz, the same as we have on loan from the Royal Navy.  The Assistant Category and Full Category instructors were to take aero tows to 4,000 feet and put a Puchacz through its paces for stall and spins.  Other members could improve their experience of both the Puchacz and learning how to auto tow (Ed:  A launch method consisting of a Ford RAM 250 pick-up truck with a huge diesel engine, 1,750 ft of lightweight cable, and the lion's share of a 6,000 ft tarmac runway).

Saturday 6 January 2024 

Today John Allan drove Dave Archer and Mike Jardine to Culdrose for their training.  Dave on auto tow, Mike for spin training, and John declined the auto tow and opted to increase his experience and currency by opting for an aero tow.

Gliders being brought to the grid.  John Allan pushes the Junior (a Polish single-seat trainer) forward

A promising sky developing

View of the launch point bus set up on Runway 06

Despite the low cloud base the sky looked good

Dave Archer ready for his auto tow in the Puchacz

John accepting the the tow rope for an aero tow

The launch marshal checking "above and behind" prior to launching John on an aerotow behind a Super Dimona motor glider

John on tow heading North

A well stocked hangar but Dave Archer (right) naturally gravitates to the familiar - a K6

Sunday 7 January 2024

Peter and Gavin drove down to RNAS Culdrose together on the southerly route whereas Malcolm battled with the A30 road works.  That notwithstanding we arrived at the main gate at about the same time.  Not much had changed at the air station in the two decades since I had flown here last.

After a site brief, a cup of coffee, an auto tow brief, and a stall and spin brief for Peter, we went flying.  During the second brief we were asked whether we had auto towed before.  Me: "Yes, twenty years ago here and at RNAS Yeovilton in a Puchacz, a Junior, and my Standard Cirrus".  Malcolm: "Yes, forty years ago in Singapore in T-21s and T-31s!"

Malcolm and Peter enjoy being driven to the launch point whilst drinking their cups of coffee (Ed: Don't get used to this boys!)

Malcolm runs through his checks before flying with SGC Instructor Steve Moore (Ed: In the back seat)

The Puchacz sits on the nose wheel even with Malcolm's weight (Ed: Which is a consideration as part of the launch)

And Malcolm is off and about to balance the glider on the main wheel when he gains elevator authority

A shiny launch bus.  The old double decker was a rare one and was taken back by the bus company and Seahawk GC got a newer one in exchange (Ed: A bargain except for no generator to make a brew...gaspers!).

All decked out with logos

The Super Dimona motor glider ready to take Peter and Chris Bryning to 4,000 feet.

Peter took a 4,000 foot aero tow with Chris Bryning to be put through his paces. They were too far away for any decent spinning photos but it was a dramatic sight!

Of course DGS flights were shoe-horned in around SGC training flights.  This is Liam about to auto tow and then soar to 3,000 feet for 41 minutes in January on his ninth flight (Ed: Outstanding!)

Steve Moore tries the front seat to allow Gavin to fly from the back seat which will be his normal position when he returns to Brentor

Steve demonstrated the auto tow launch to Gavin and then a landing on the grass between runways 11 and 06 which proved to be very boggy (Ed: So not much difference to Brentor then).  Gavin then flew the next two flights landing on the threshold of Runway 11 and the threshold of Runway 06, the latter following a disappointing 750 ft launch in the increasingly lighter wind.

The day was drawing to a close and so it was time to pack up the toys.

A darkening sky

The auto tow launch vehicle (Ed: its got a very big diesel engine under that bonnet)

Packing up is by hand - winding the launch cable on to the drum

The hangar packed.  Seahawk Gliding Club has 2/3rds of the hangar

And shares the hangar with some hi tech F35Bs (Ed: Even if they are just deck handling training models rather than the real thing)

And so it was time to go home.

Uncharacteristically my driver refused the Seahawk CFI's generous offer of a beer (Ed: Maybe next time).  With that we thanked our hosts for a great day and headed back to Plymouth.

Looking ahead to Wednesday

The Wednesday Wavers are keeping a close look at the RASP and Skysight forecasts.  After some dry weather and a steady North Easterly breeze we have our figures crossed to be able to fly at Brentor on Wednesday.

Meanwhile on Dartmoor (Eylesborough mine) on Sunday things were developing

A second wave bar

Brentor is back there somewhere, perhaps under the third wave bar

The view from Mike Bennett's house in Plymouth on Monday afternoon

Gavin Short

Dartmoor Gliding News - Christmas Eve - Sunday 24 December 2023

Another gloomy and wet forecast, with a low cloud base, caused the Duty Instructor to cancel flying at Brentor today.  But there has been activity at the club recently in anticipation of the big day by the DGS Maintenance Team.  Here is their latest fleet update:

As spotted last year (Ed: By the number of reindeer fog must have been forecast)

DGS Fleet update - Sunday 24 December 2023

Santa Sleigh - G-HOHO - Serviceable

Annual inspection completed, ARC issued, BGA and CAA informed.

Reindeer droppings and stray Bourbon biscuits vacuumed out of the the cockpit.

Repairs have been effected to the existing landing damage to the LH side of the cockpit with fresh 1.5mm aviation grade plywood using Aerodux glue. Repainted with Cirrus Red paint (RAL 3000).  New CAA registration letters applied as required.

Damage to the left skid has been repaired by fitting a new skid.  The pilot was informed to attempt landings on grass in preference to landing on concrete or rough terrain.

The TOST Aero tow hook was exchanged to cure the reported tardy release on demand.

The ASI and Altimeter have been checked against Colin's electronic manometer.

 

PowerFLARM Fusion Firmware version 7.22 has been installed and checked against the club's Atom base station so members can monitor the flights on Glide and Seek or Flight Radar 24.  Accordingly, the Stealth/competition mode has not been selected.

Ventilation holes were drilled in the front screen and a vent deflector was fitted following the misting problems reported last year.  This was another good vent deflector installation by John Smith.

Traces and reins inspected and assessed as serviceable for another year following DB's servicing of the eight reindeer tow ropes and checking of their weak links.  A ninth has been produced for Rudolf as a contingency if fog is forecast on the flight plan.  The fifth strap on the safety harness has been removed as aerobatics are no longer permitted due to the CFI's local ruling.

Mrs Bennett has made new safety cushion covers incorporating Navboy's latest air foam safety cushions (Ed:  These retain their energy absorption characteristics even in extreme cold unlike Confor or Dynafoam.)  A new, large cockpit pocket has been fitted for in-flight essentials and has a low-noise USB charging port.

The tatty yaw string has been replaced by an MK IV “high tech” Yaw String courtesy of John Allan.  It was procured from Navboys before their move "Up north" from their previous base at Lasham.

Hugh Gascoyne worked on the air brake caps, fettling, and touching up the paint to ensure no air brake cap "chatter" at high speed.  Air brake over-centre-lock pull-off force checked correct.

Weight and Balance calculations were reviewed by the Chairman and the Fleet Manager.  The British Gliding  Association 3% all-up weight concession was correctly applied which has increased the luggage payload by a useful 21.2 Kg. The placard has been reissued accordingly

Operation of the 8.33 kHz spacing radio checked correct. David Archer has also checked the antenna with the Voltage Standing Wave Ratio meter and it's within tolerance. Oxygen equipment was removed to reduce weight as no wave flying is expected this year.

The glider log book has been updated and the sleigh released to service.  Adam has added a new aircraft type to his Personal Experience Record which should help him on his path to get his BGA Inspector's ticket.

Merry Christmas and Happy New Year,

from the DGS Maintenance Team

-------------------------- 

Gavin Short

Dartmoor Gliding News - Wednesday 6 December 2023

Due to no visitors today, caused by a cancellation by naval personnel due to the exigencies of the service, and no other visitors, no trainees either, the Wednesday Wavers had the club to ourselves.

Mike Jardine gave the weather and morning brief; fairly calm, overcast with the wind from the south east building gently during the day followed rain by the time it was dark.  After a few admin notices Peter, prophetically, mentioned that the Puchacz flight manual listed crosswind limits which might curtail flying during the afternoon if the wind strengthened.

Before its daily inspection the placard in the Astir CS77 was treated to Dynotape labels with the min and max pilot loads in Kgs and the dual-knotted yaw string reduced to a more manageable (Ed: And sensitive) single length of red wool.

The Astir CS77 after its Daily Inspection (Ed: Note shiny red tail dolly)

Daily inspections completed a K-13, FGR, and the Puchacz were taken to the west end.  The field was still "moist" but flyable (Ed: To be honest it was boggy in many parts).  If the conditions were OK for solo flying the K-8 and Astir CS 77 were to follow up to the launch point.

Trailer park fettling (Ed: And boy do these K-6s need a lot of fettling!)

Up on the field the wind was freshening remarkably quickly from the south east ahead of the forecast.  Mike and Peter took the first launch of what was planned to be a series of flights to convert Mike to the Puchacz.  Inevitably these would include a practice launch failure.  The launch was surprisingly turbulent and continued up to two-thirds of launch height when our first red link broke with the Puchacz (Ed: As its designed to do) in what seemed like rotor, but may have been caused by extended curl over from the trees on the south side and an extreme wind gradient.  As Mike turned the glider the upper wind was surprisingly strong and caused significant drift downwind before the intrepid duo landed after a modified circuit (Ed: So type conversion and launch failure practice all in a single two minute flight.  How economical is that?)

After considering the conditions, which were going to be challenging for a K-13 too, Mike decided to stop flying operations.  Meanwhile the wind strength was increasing further.  So the launch point was packed up and the two two-seaters, and the winch brought were back to the clubhouse.

The Puchacz suitably chocked after its short flight

The early cessation of flying meant that we were able derig FGR ready for its annual inspection.  Once suitably mounted on the "dead man" frame the canopy was removed, the tail plane disconnected, the seats unscrewed, and  the wings removed relatively easily using the "Allan" main pin retractor.  A few modifications in size and shape and the "Allan" retractor will be suitable for both lower and upper main pins for our K-13s.  The wings were placed on trestles on the right side of the hangar and CCY's other wing laid ready for inspection.  The fuselage was initially place on the left side of the hangar.

A committee of taste (Ed: That's a highfalutin name for you and Peter contemplating life on the hangar apron) considered that the Puchacz wouldn't fit and that FGR's fuselage needed to be placed along the back wall behind FSD in hangar position one. Positioning the various components parts and location of the gliders when we packed the hangar required some in depth thought.  So with the tea made all retired to the clubhouse for lunch and some sinking thinking (Ed: "This is the German Coastguard what are you thinking about?").

FGR being derigged for its annual inspection

Suitably refreshed after tea and lunch the hangar was packed in double quick time. Some minor projects were progressed and the Astir CS77's documentation was weeded and filed.

After lunch Jamie Steel came up to fly (Ed: But yet again we weren't due to the weather) so he discussed with me the arrangements for our navy flying package in the New Year.

Andy Davey brought two belly dollies to the club today and we trial fitted to the Puchacz The better fitting will be loaned to the club and will be used for fitting out our AMF trailer (Ed: Thank's Andy).

Andy's long term loan to the club (Ed: I can see the need for some red paint on the horizon)

As the afternoon drew to a close  (Ed: Sunset at Brentor was at 1613 today) and we started locking up Jamie was presented with a raspberry-jam filled doughnut as compensation (Ed: That's one way of ensuring that we don't attract any mice into the clubhouse) for not being able to fly with this autumn.

Today the Wednesday Wavers were thwarted but not downbeat.  "We will get to fly. We will get to fly." Repeat after me. "We will get to fly."

Gavin

Dartmoor Gliding News - Saturday 2nd December 2023

Luck seems to be on our side with a weak ridge of high pressure giving a "quiet" spell weather. The forecast was for light variable winds with a southerly drift initially, gradually strengthening and backing to the SE. The blue sky was gradually obscured by high cirrus until late afternoon when the next  made an appearance with solid cloud cover. It was cold all day.

The early view from the east end launchpoint

The thin cirrus obscuring the blue sky

We had 2 visitors today. David Baker flew with me and Katherine Steer flew with Phill Hardwick. 

David waiting to fly

Katherine and family

The Puchacz was kept busy with instructor familiarisation flights. This and some check flights meant that it was a day with a lot of practice launch failures. The southerly breeze turned this into a day with a lot of cables landing over the northerly fence. A special mention and thanks must be due to the winch drivers who took this all in their stride. This and the change of ends early afternoon somewhat suppressed the launch rate.

The Puchacz was kept busy

The view south was somewhat ethereal with the sun shining on the sea

The Astir CS77 was kept busy as the solo pilots were trying out this "new to us" glider.

The Astir on approach

The late afternoon west end launchpoint with the arriving front overhead

Looking down the airfield from the east 

A bonus flying day.

Steve

Dartmoor Gliding News - Sunday 3rd December 2023

The Sunday rain, low cloud and wind was due to continue according to the forecast. The small turn out settled in the clubhouse with teas and coffees with the log burner lit for chats and putting the world to rights. Usually ever optimistic Richard arrived and presented us with bacon and bread, so we set about making butties for a late breakfast. Saffron loaf and butter was provided by Sean. Junior member Toby Irons arrived with dad Howard so we gave Toby his joining pack and started working through some ground schooling.

Richard came back into the clubhouse and said to me that I should look outside as the weather was not acting like the forecast. Having looked at the sky and the surrounding area, I decided we should at least try to fly. The airfield was quickly set up and one K13 was taken to the east end launch point.

First launch was Sean Westrope who hadn't flown for seven weeks due to the continuous string of bad weather on Sundays.

Sean happy to be flying again.

At the top of the launch we could see a band of rain down in Cornwall. After landing and doing checks ready for a second flight, the rain arrived so we headed to the bus and waited. A break for an hour saw a clearance finally arrive, so Toby Irons was given the next chance to fly.

Toby ready to go flying.

We managed three flights practicing turns and learning about trimming and stall warnings.

Off we go into an overcast sky.

Toby watched by Dad Howard getting ready again.

Next into the K13 was Ed Borlase who also hadn't flown for seven weeks. At the top of the launch we saw another heavier band of rain heading our way. A radio call to the launch notified them we would hangar land and be packing up for the day.

A day that started with a forecast of no flying, ended with a junior member happy with his flying and two other members just glad to have flown after a long spell of no flying. Thank you to those who were at the airfield including Gavin and Richard who did not manage to fly. Never say never.

Peter Howarth