new Windsock

June 2018 windsock@buckminstergc.co.uk p.1

Buckminster Gliding Club, Saltby 008

by Chris Davison

D rum roll please.....the simulator is live and

ready to be used!! I am deliberately not saying “finished“ as I’m sure that there will be tweaks along the way. Next stage is to finesse the available lessons and build them in the learning syllabus for pilots. Many thanks to everyone who has helped make this possible.

This is an amazing achievement by a number of members including Keith Ford for the simulator room and Andrew Cluskey for the difficult job of making the controls work with some modest realism. This first K6 cockpit will hopefully be replaced by an ex-ATC Vigilant currently being scrapped—Ed

From BGC Members Facebook 12th June 2018

M any thanks to the inimitable Les Merritt and other Saltby members who helped

me achieve the Self-Launching Addition to my LAPL-S on June 11th and 12th, in the MiniLAK 13.5mtr FES owned by John Bennett and me, both members of the Nene Valley Gliding Club (NVGC) at Upwood, Cambs.

The MiniLAK FES (Front Electric Sustainer) was originally ordered by Chris Armstrong (4CGC and HusBos), John Bennett (4CGC and NVGC) and me (NVGC) back in August 2016. Sadly, Chris was killed in a mid-air near HusBos in Dec 2016, but John and I decided to continue with the purchase without looking for another partner to take Chris's place; anyone who knew Chris would know that he was irreplaceable.

The glider finally arrived in the UK in Feb this year, and as soon as the weather began to get better John and I took our first tentative flights in it; the type is on a Permit to Fly at present. Although I wasn't qualified to Self-Launch, I took our normal winch-launches, and as the weather improved I started to explore its soaring capabilities, and the use of flaps (which I'd last used many years ago in a flapped 2-seater on a BGA Course at Bicester). John and I also experimented with the motor while we were airborne.

Knowing that there would be times when a Self-Launch would be very useful, I contacted

Les Merritt and asked if he would “do the necessary” in order for me to get the necessary qualification to use that facility.

On June 11th and 12th he took me through the process, which involved a BGA Syllabus, 2 accompanied launches in an SLMG (the requirement is 5, so I've 3 more to do) and 5 observed launches in the MinLAK. What a brilliant little machine it is! From switching on, to full-power, takes about 2 seconds, and the acceleration from the 1mtr prop is phenomenal.

Les held the wings level for me but hardly needed to run with it as it sped forward. I completed the required 5 launches with over a third of battery capacity still to spare.

I believe our FES (G-CLUJ) was the first FES to take off from Saltby, so a landmark event for me, Les and Buckminster Gliding Club.

Many thanks for helping me to achieve this, and a special Thankyou to Les Merritt; I learned a lot from you in those two days!

First LAK17B / FES at Saltby 11/12 June 2018 from Roger Emms, Nene Valley GC, Upwood

Roger Emms is in the blue jersey and John Bennett is in red.

Les clearly prefers wing-running to having his picture taken.

new Windsock

June 2018 windsock@buckminstergc.co.uk p.2

Editorial

Well it’s happened again; another 8 pager, but please keep sending it in. This month we have a new CFI and Treasurer and I’m sure we all wish them the very best as we go into a busy summer season.

We have two visitors contributing this time, Roger Emms (Nene Valley) on his trip to Saltby with an amazing all electric miniLAK (a snip at £95k), and David Howell (Cotswolds) writing about his aeros experience at Saltby. Our mainstay contributors, Danny, John Elkington and Emma have all written columns and Martin Hands and Paddy have added their considerable technical expertise.

As ever some of our LSUGC students will be leaving this summer so let’s wish them well for the future and wish all the pilots entering the inter-university competition at Nympsfield the very best of luck.

I’m off to St Auban in a couple of weeks so I’ll write about it next time. In the mean time lets’ remember that this month was another anniversary of D-Day with our Heritage links, with a few notes below. ALM

Saltby 6th June 1944—D-Day

T he 314th Troop Carrier Group at Saltby flew 60 C-47s to drop men of the 508th Regimental Headquarters and

Second Battalion in Normandy on 6 Jun 1944. The aircraft comprised Serials 20 and 21. The Group also flew resupply and reinforcement missions on D+1. The 314th received a Distinguished Unit Citation for these operations. The remainder of the 508th Parachute Infantry Regiment flew from Folkingham.

Six V's of aircraft, 3 to a 'V', formed up for the assault flight. Designation - Drop Zone 'N' with a Green Light time of 0208. Similar serials of aircraft flew the other 2 battalions that night. The 508th formed a part of the 82nd Airborne Division.

The picture in the corner of the Clubhouse tells the story.

W ell my devoted reader we have made May so what happened !!!!!

1st May – The weather for a change looked good ? The cross-section said thermals up to 5 knots, is this a Tuesday – Yeahhhhhhh!

After briefing we proceeded to get out the gliders. The Puchacz had a crack in the canopy – This was fixed by Bill V. with Alan’s guidance. The Perkoz had some panels to be refitted – again Bill to the rescue, there was a note in it saying the front wheel needed pumping up – it had to be removed to do this as the valve was too close to the hub Mark E. and John T. managed this later in the day. That was all we had to deal with, at least the EuroFOX was OK. Many thanks to the guys who volunteered to fix things.

Off we went to fly. It was a very good day; 15 flights nearly all with soaring content, 1 trial flight and lots of big landing smiles. John T. got to 4700ft in the K8 with the rest of us topping out in the high 3000’s. We did have an interesting incident late in the day which by now you will know all about suffice to say that the glider pilot Richard B. managed a successful landing after Les M. flying the tug waved him off at 50ft. Les returned OK with the tug and Richard thanked his training for saving the situation. REMEMBER do your checks and be ready for when things happen – as one day they will.

All in all a great day at the club it would have been nice to have a few more people out to enjoy the skies.

8th May – Weather looked good again – on a Tuesday ?????? Cross section giving 4 knot thermals with a possibility of Thunderstorms late in the day.

We got out the aircraft and set up the field and went flying. The visibility was not great as you could see the mast but not Melton Mowbray, so about 5 miles. Later in the day the air changed and we could see 20 miles plus. The air change was proceeded by a dead thermal hour.

We completed 13 flights including 2 trial flights. The T/F pilots were both locals so they may be back. There was a lot of soaring, early on only making 2000ft or so but after the air change they got higher with John T. again top of the shop with 3800ft in the K8 taking off at 4pm and having an hour in the air. There were a number of flights doing annual checks and just generally enjoyable flying.

Another great Tuesday so let’s see what the rest of the month brings.

15th May – Weather forecast was for a lovely sunny day, It was Blue all day, with some very poor thermals low down later in the proceedings. It did get up to 23 degrees and the air felt cold but no great happenings in the thermal department.

We operated from 07 end with all landings on 20 as there was quite a crosswind for most of the day. It did calm down towards the end of flying when some small thermal climbs were completed.

But we still had a good day completing 12 flights with Mike S. in charge. Lots of annual checks flights done and some more development for the pilots working towards their IFP rating. Dave B. re-soloed after his winter break and had a huge smile on his face after landing.

There was one trial flight which was much enjoyed. We also had a visit from the Duke who went for a flight with Mike.

Alan M. did the remaining tug flights to allow Berian to do some work on his motor glider. One small reportable incident did occur. A glider caught the crop at the end of its ground run and ended up looking a very pretty shade of yellow from the rapeseed flowers. Another reason to be always expecting something to happen when you are flying [and for rolling out straight – Ed].

22nd May – Weather looked questionable with crosswinds and 25knot gusts. We got ready and did a take-off on 07 followed by a landing on 20. 12 mins from a 2000ft launch behind the Robin, sink and rough air all over the place. After some discussion it was decided that no more flying would take place and we retired to the clubhouse for our now traditional many cups of tea.

29th May – With a north easterly blowing the fog across the airfield we were not hopeful of any flying. It did clear up for the odd half hour but at less than 500ft cloud base made it a no go !!!!!

Danny led a discussion on what to do when you have landed out and we took a tour of all the trailers looking at the different types of fittings and towing hitches. There were a few “Sheds” with flat wheels and very overgrown tow hitches in need of some care and attention.

So May finished on a low with the score Weather 2 - TT’s 3; makes a change. Still we have flaming June to look forward to.

The TT Report No.6 from Danny Lamb

new Windsock

June 2018 windsock@buckminstergc.co.uk p.3

L ast month we held our inaugural annual dinner. This was a chance to celebrate all of the achievements good and bad

throughout the year, as well as a final social before exams. There were eight awards up for grabs from Club Badger to the Cheese Grater of the Year, and the most prized award: Clubman of the Year. This was voted on by the club. This year’s awards are as follows:

Clubman of the Year: Miles Isted s’Jacob

Highest Achiever: Jack Vincent

Club Badger: Harry Entwistle

Cheese Grater of the Year (aka dunce of the year ): Barnaby Pine

Best Flight: Lawrence Broad

CFI’s Award: Simon Fredholm

Keenest Fresher: Duncan Livingstone

Chairman’s Award: Callum McEachen

May saw the second solo of the year, Simon Fredholm who only joined the club in early February. As an ERAMUS exchange student, from Sweden he was only studying at Loughborough for the second semester. Simon is a prime example of what can be

achieved through hard work and dedication week on week. After being awarded the CFI’s Award for his ‘amazing landings’, he was then sent solo a week later by George. We wish Simon well as he returns to Sweden and that he continues his gliding adventure there!

This year Ben Jenner has been working towards his Bronze Badge, after completing his theory and oral test at Easter Training Week, he just had the flying test to complete! In early May he completed his flying test and the following day achieved his first solo hour in the club Astir. He is now already starting to make progress towards his Cross Country endorsement.

The Saltby Experience from David Howell

LSUGC Prizegiving from Emma Burns

The Awards

Ben Jenner after his first solo hour

M artyn Woerner, and yours truly, David Howell, are members of Cotswold Gliding

Club. We each had one flight instruction in glider aerobatics in our Club K21 last November. While we had an experienced instructor on the day, he only comes to our Club every other Wednesday. Over the next months the weather on Wednesdays was such that even our local rook colony spent most of their time on the ground!

We were made aware that to become, and remain competent in aerobatics, requires keeping current, like everything else in aviation. Martyn and I agreed we needed concentrated training over a few days with the aim of gaining the BGA Standard Aerobatic Badge. We did some research and took advice that the best place to go was Saltby. We made contact with Mark Erlund, DCFI aerobatics, who turned out to have started his gliding at Cotswold Gliding Club!

Dates were agreed for our training. Martyn decided to stay at a local pub. My wife and I brought our caravan having been assured by Mark that the club had the best ablution facilities in UK gliding courtesy of the National Lottery Fund. Unlike most sales pitches this turned out to be true!

We had only been there minutes when a friendly and helpful character arrived who immediately made us welcome. This I later learned was George Rizk, CFI and later one of our instructors.

There was no flying on or first day, the Tuesday, but this allowed an extended briefing and input of the essential knowledge required to fly aerobatics safely towards the edge of the flight envelope. Tim Beasley conducted the briefing along with Mark Erlund. Without the pressure to get airborne we had plenty of time to absorb information, make notes and go over areas of uncertainty. In retrospect this non-flying day added to the experience as it allowed time to let it all sink in. We

were both grateful for the time that Tim and Mark spent with us. [picture from Tim Beasley]

Next day the weather gods smiled to give a perfect sunny day for our training in the Club K21. A pleasant surprise was that our tow behind the Eurofox was £40 to 4,000ft as against the £68 charged at our own Club. Mark Erlund took the first sessions taking us through the figures required for the Standard Badge. This required us to fly a sequence consisting of a 270° aerobatic turn, a 45° down line, loop, chandelle and canopy down humpty. A helpful triangular wire device to get the angles right was added to the wingtip. Getting the required 110kt speed and maintaining it for the required 3 seconds between figures was not as easy as it sounds. Getting used to the relationship between the nose and the horizon was the issue. In my case I tended to level out too much with the attendant loss in speed. However, I did get it right eventually. Both Martyn and I found the Chandelle the most difficult figure to fly accurately.

Having learned the figures separately it was now time to put them together in a sequence as required for the Standard badge test. Another learning challenge! On the first of our planned two days we managed 3 sessions, one with George Rizk, which included a safety demonstration of what to do if it all goes pear shape during a figure. A very satisfying day under excellent instruction and a feeling of real progress.

Next day there were more dual sessions. Mark required us to get familiar with the Aresti shorthand for aerobatic figures and specify the order that we choose to fly them for the badge test. Firstly Martyn and then I went off solo to demonstrate that we had achieved the required standard. It is a credit to the quality of the instruction we received that we are now proud possessors of the BGA Standard Aerobatic Badge. If you read this and have not tried aerobatics you

are missing a great experience. In my reckoning it is second only to sex; and a very close second at that!

We were very impressed with Buckminster Club. The facilities were excellent and the atmosphere friendly and welcoming. The QLogger system was very impressive and to my mind, a must for any well run gliding club. George Rizk very kindly compensated my wife with a bottle of wine for her patience as a gliding widow that was much appreciated. Martyn was so impressed he stayed an extra day and managed another 3 sessions with George in the K21 focusing on stall turns. This was followed by a session of rolls and inverted flying in the Fox. Onward and upward to the Sports Badge!

As for me I was ecstatic for a number of reasons. I had done some aerobatics in both powered aircraft and gliders, but that was a long time ago. I’ve never had a formal aerobatic qualification. As you get older one problem is when your family ask “What do you want for your birthday?” The answer this year was to put some money into the

kitty to get my Standard Badge. It was a great 80th birthday present to achieve it. Thank you Buckminster Gliding Club. We will be back.

June 2018 windsock@buckminstergc.co.uk p.4

new Windsock

A Brief Introduction to R/T for Glider Pilots from Martin Hands

• This short presentation may help you be a bit more confident using the gliding frequencies as an aid to safety.

• If you want to use the Radio on frequencies other than dedicated glider frequencies then you must have an R/T licence.

• To get a licence you need to do a proper course.

What are you Permitted to do without an R/T Licence as a Glider Pilot?

You may transmit on designated frequencies only 129.900 MHz, 130.100 MHz, 130.125 MHz, 130.400 MHz (Glider Ground Station Standard)

129.975 MHz, (Glider Ground Station Common Field Frequency) We use this for Saltby Radio.

The use of these assigned frequencies is determined by the BGA in agreement with the CAA and details can be found in BGA RP34 ‘Glider Frequencies’

121.5 International Distress Frequency.

Golden Rules for Using R/T

1. Know what you are going to say BEFORE pressing the Button 2. Listen Out for other transmissions. Don’t ‘Step on another

transmission’ and don’t break into another exchange. 3. Hold the Microphone close to your mouth. Speak up and Raise

the pitch of your voice. 4. Keep it Short! 5. Release the button when you have finished speaking. 6. When Using Hand Held. Stand Outside Bus and Keep Aerial

Vertical. What can you say?

• You cannot give any sort of clearance. E.g. T/O or Landing. • You should not pass pressure settings. You could pass the

Airfield Elevation (Saltby is480 ft). • You can say what we are doing e.g. R/W 25 Left-hand circuit. • General information. E.g. Gliders in circuit and winch launching

in progress Phonetic Alphabet Pronunciation

• Alpha Bravo Charlie Delta Echo Foxtrot Golf Hotel India Juliett Kilo Lima Mike November Oscar Papa Quebec Romeo Sierra Tango Uniform Victor Whiskey X-ray Yankee Zulu.

• Ze-ro, Wun, Too, Tree, Fow-er, Fife, Six, Sev-en, Ait, Nin-er

Useful Phrases and Their Meanings

ROGER I have received all of your last transmission

WILCO I understand your message and will comply with it.

UNABLE I cannot comply with your request

AFFIRM Yes

NEGATIVE No

SAY AGAIN Repeat All or the following parts of your message.

HOW DO YOU READ. What is the readability of my transmission?

Making a Call

• Listen out before transmitting • Do not block anyone else

1.Address the Station you are calling. 2.Say who you are. 3.Pass your message or question. 4.Listen for reply.

Note: 129.75 is a common frequency, so it is important to name the station you are calling. At Saltby when in the circuit we also repeat the name at the end of the transmission.

Getting a Radio Check

Glider “Saltby Radio Golf Bravo Victor Kilo Kilo request radio check on Wun Too Nin-er Decimal Nin-er Sev-en Fife”

Base. “Golf Bravo Victor Kilo Kilo your Readability Fife. How me?”

Glider. “Your readability Tree.”

Readability: Meaning:

Strength 1 UNREADABLE Strength 2 READABLE NOW AND THEN Strength 3 READABLE WITH DIFFICULTY Strength 4 READABLE Strength 5. PERFECTLY READABLE Circuit Calls e.g. R/W 25 LH Circuit

Emergency R/T – States of Emergency

• Distress. A condition of Serious/Imminent Danger requiring immediate assistance.

Call Mayday Mayday Mayday. • Urgency. A condition concerning the safety of an aircraft or

other vehicle or person on board or in sight that does not require immediate assistance

Call Pan Pan Pan If in contact with a ground station call them first. If not call on 121.5. Give your callsign, position and relevant information. No need to address a station. Frequency monitored by ATC and airborne aircraft.

new Windsock

June 2018 windsock@buckminstergc.co.uk p.5

D uring July last year my wife and I set off on a trip to Canada, visiting Vancouver, Vancouver

Island, travelling on the Rocky Mountaineer train through Banff, Lake Louise, Jasper and finishing up in Calgary for the world-famous Stampede, a Rodeo not to be missed!! A little bit of clandestine research prior to leaving for Canada told me that one of the best gliding resorts in Canada was not a million miles from our prescribed route. I just happened to mention this to Mrs E and said it would be a lifetime opportunity missed if we didn’t visit this gliding heaven. Lots of Brownie points had to be earned but it was so worth it

The Canadian Rockies Soaring Club is located at Invermere Airport, near Lake Windermere in British Columbia. Although the Canadian Rockies Soaring Club is one of the smallest clubs in Canada, they have conditions which allow members and visitors to fly long cross country flights in the scenic Rocky and Purcell Mountains.

The Invermere Soaring Centre is located in the beautiful Columbia Valley. It is considered to be one of the best mountain soaring sites in the world with a wonderful mix of thermals, dynamic soaring and wave. The best soaring season is May to September with cloud bases from typically 9000 ft. to 15000 ft. (May), June, July, August, (September)

are the months to choose if you are heading for the records. There have been World Records and 1000 km+ flights already flown from here. I had got in touch with them prior to our arrival and booked a two hour trip at a cost of £350!!

I was to fly with an instructor, who sat in the front, in a Duo Discus and we were to have an aero tow behind a very well used Pawnee. What an experience that turned out to be. I had never been ill in a glider before until now!! I have never experienced anything like it. The turbulence and the up-draughts were mind blowing, I totally lost sight of the tug on more than one occasion and was convinced that we were going to hit a rock face several times and that my life was about to end in Canada. Once we had released from the tug and the contents of my stomach were now securely stowed in a plastic bag, were stowed away safely the world took on a different dimension. It was mind-blowingly awesome

We had released at 3000’agl and immediately started thermalling. We were constantly averaging 10-12kts, it was like going up in a lift, and we were quite quickly up to 14000’asl where we stayed without much effort at all for the next hour and a half. We didn’t have any oxygen, and this concerned me a little but he assured me that it would be perfectly OK and that he regularly

had flights of five hours or more at this height without any side effects at all. I certainly didn’t feel any side effects.

[Classic symptoms of anoxia—Ed]

The scenery and the smoothness of flight at that height was just fantastic, something I will remember for the rest of my life. The clarity of mountain air at this location had to be seen to be believed, the lack of pollution made for such clear visibility.

We covered about 150km during the flight flying over the beautiful Canadian Rockies. I was told at the beginning of my flight that I wouldn’t be allowed to have control of the glider at any time which was disappointing. It was a private glider and was clearly his pride and joy and he wasn’t going to let me spoil it in any way at all. I can’t really see what harm I could have come to at that height with him sat up front. His glider, his rules, I’m afraid.

I have some stunning pictures, some of which I have included, and some phenomenal memories. I have a very tolerant wife who patiently sat reading her book in the sunshine for the two hours or so that I was airborne. I am very grateful to her for allowing me to have the experience of a lifetime whilst on holiday together.

My Canada Rockies Gliding 2017 from John Elkington

Manager’s Update

Besides being incredibly busy this week the ladies have managed to provide the essential info, as at 21 June (longest day 22nd).

FLEET NEWS

K21 - serviceable But dolly needs new latches (Martin Hutchinson has very kindly offered to sort this)

Perkoz - Serviceable

FSH - Serviceable

JNN - Serviceable

Winch - Serviceable

FTH - Is U/S whilst wing is away having its laminaton repaired by Richard Kilham as he moves from HusBos. Expected back 22 June if no snags

As far as we know all tractors and club vehicles are serviceable as at 22 June 2018

DATES FOR YOUR DIARY

Bowland Forest annual visit to Saltby 23rd - 30th June

LSUGC Summer week: 23rd - 30th June (although some are arriving on the Friday)

History Group Barbecue: Club Members Welcome 14th June 5pm - 10pm

Open Aerobatic Competition: 20th - 22nd July (all club caravans fully booked)

Millfield: annual visit to Saltby 6th - 11th August

National aerobatic competition: 23rd - 26th August (all club caravans fully booked)

GROUP EVENINGS

Melton Scouts Thurs 05/07 17.00-20.00

107 Derby Scouts Fri 13/07 17.00-19.00

Loughborough Round Table 14/07 11.00—?

Derby Scouts Weds 18/07 17.00 TBC

Melton Round Table Thurs 19/07 17.00-19.00

107 Derby Scouts Fri 20/07 17.00-19.00

John Davies group 24/07 17.00-20.00 TBC

Much support will be needed

RUNWAY REPAIR

The next runway work is scheduled for:

Monday 9th July

If you can spare the time and help please let Brian Barnes know.

from Carol & Angie

new Windsock

June 2018 windsock@buckminstergc.co.uk p.6

P robably the best bit of advice I was given was “DON’T JUST BUMBLE ABOUT –

have at least one AIM to every flight and REFLECT on every flight afterwards. What went well and what areas of weakness do you need to work on?”

As a solo pilot you have already acquired most of the skills required to fly cross country, but your first XC remains a daunting prospect. The days when you are free and the weather is suitable are unfortunately few. You can, however, do a lot to improve essential skills on days when you can’t fly or it is unsoarable. This will allow you to maximise your training on soarable days so you are prepared for that great day.

It is mostly the psychological element that holds us back from making our first attempts - mainly the fear of having to make an unplanned field landing. We need to fight this fear by developing confidence in our basic flying abilities. We can fly planned local routes on the simulator then do the same route in a motor glider or microlight. Check out land out options and make a note of where they are (take a GPS Fix) and note suitable wind directions for landing.

Visiting nearby airfields and gliding sites with a Motor Glider or Microlight will increase familiarity and reduce the fear factor. They become new ‘home airfields’, and you will feel comfortable when you are within gliding range of them even though you are beyond gliding range of your home base.

Why not visit your neighbours for the day? Your first XC route should be planned with at least one of these familiar “stepping stones” in reach at all times. In fact this is exactly how flights are planned by experienced pilots in mountain areas or over difficult terrain. With less on your mind your flying will be more relaxed and efficient. Here are some suggestions:

How do I Get into Cross Country Flying? from Paddy Yeoman

Would you have recognised Shenington, and known how to get in

there?

On non-flyable Days

• Study your airmap – plan possible flights, dream and imagine!

• Read about other people’s flights and talk to other pilots about their XC exploits.

• Learn the technology: GPS / Glide Computer/ Data Logger and how to analyse your flight using See You (or similar)

• Learn about Soaring Weather, Thermal production and structure and how to predict a potentially good day. Learn your way around RASP

• Learn about NOTAMS and RATs

• Fly the club simulator in a structured way. Watch how others approach the same task

• Learn how to rig and derig the glider you will be using and how to load the trailer

• Learn how to tow a trailer have a go at reversing!

• Does your licence cover towing – if not get this sorted.

• When out and about look at the crops in the fields and imagine how you would approach and land in suitable fields.

• When you are out for a walk on a soarable day, use the experience to feel what the air is doing at ground level. Feel the hotter areas of ground, feel the patches of warmer air, feel the breeze as a nearby thermal is launched and fed, watch the soaring birds soar. Watch how the clouds develop and imagine you are flying: what route would you take.

• Learn some essential Radio Telephony

On flyable but non-soarable Days

Fly with an instructor in a Motor Glider

• Practice Landings until you can confidently spot land where you want to.

• Practice modified circuits: Right hand,, truncated, cross wind,

• Practice full airbrake and side slipping approaches

• Practice field selection and landings until you can confidently get in every time.

• Fly proposed XC routes paying particular attention to landable fields en route.

• Become familiar with useful en-route navigational features.

What are the unique features of this village? Where could you land?

Where are the thermals?

Would you land out on a farm strip? This lady farm owner wasn’t at all happy. She had no interest in flying and was getting double money for set-aside and maintaining the strip for light ac lodged there. Her problem.

Leicester is always pleased to see you and the restaurant is excellent. It’s a complex circuit though with the rotaries there, so excellent practice

Continued on next page

new Windsock

June 2018 windsock@buckminstergc.co.uk p.7

• Use a data logger and analyse the flight afterwards.

• Land away at all nearby airfields and gliding sites – make all standard radio calls.

While solo or flying dual with an instructor (practice using a data logger)

• Practice accurate sequences of 40 to 45 degree bank angle turns with the string in the middle at about 55 kts while maintaining a constant attitude (nose moving steadily around the horizon). This is essential for maximising your climb rate in a thermal.

• Make sure you are looking out before turning and before coming out as well as during. Analyse your trace afterwards – how perfect were your circles? Also note if you have a strong preference for circling to the left or right. If you have practice circling the other way until you can go both ways with ease.

• Practice moving your circle slightly in the direction you chose, by reducing bank then tightening again. This is an essential thermal centring technique, Analyse your logger trace after your flight – did your circle really move where you wanted?

• Practice “Threading the needle”. Fly a series of circles drifting down wind then fly straight upwind from your last circle. This technique is useful for staying in “energy lines” on blue days and days when the thermals are induced by wave above them. Analyse your logger trace – did your upwind run thread through all your loops?

On Soarable Days – initially with an instructor

• It is essential that you develop a SAFE thermalling technique. LOOK OUT before turning, during the turn and before coming out. Don’t make sudden unpredictable changes in height or direction. Remember others will have had the same idea as you and they may be hidden from view. FLY WITH AN INSTRUCTOR and practice how to SAFELY join others who are already circling. This is not easy. To begin with try to find your own thermal so you can practice without being constrained by others.

• Practice as described above for unsoarable days but now using thermals. They will

mess you about so “be the boss” don’t let the thermal push you out into the sink. Fly positively and accurately (in balance!).

• Practice moving your circle into best lift and extend your upwind straight flight until you locate another thermal – then Repeat.

• Train yourself to recognise the part of the thermal you are flying through. Train your bum to feel slight turbulence, vertical acceleration (surge- as if setting off in a lift). Train yourself to maintain orientation instinctively. Train your imagination to develop a ‘mental map’ of the thermal where you are and how you will need to turn to get into the best lift. THIS IS VERY IMPORTANT but takes time to develop

• Practice locating and entering thermals as efficiently as possible. To start with, use a simple ‘centring technique’. When you’ve got nothing else to go on try just tightening your circle when you encounter better lift indicated on your vario and vice versa. This will keep you near the core most of the time but is not very efficient. Later you must develop more efficient techniques by feeling vertical accelerations with the “seat of your pants” and using your mental map of the lift. For example if you feel a vertical acceleration wait momentarily for the sensation to pass and then tighten your circle.

• Practice climbing as efficiently as possible by adjusting the centre of your 40 degree bank angle turn to stay in the best lift. Maintain your attitude don’t chase your speed. Keep up the work even when you are in an established climb, don’t be satisfied with different climb rates as you go around – move your circle into the area of best climb rate.

• Practice leaving your thermal as efficiently as possible on a pre-determined heading at 70 kts Then either turn 180 degrees and try to relocate your known thermal or go and find another thermal.

• Practice gliding between thermals at an efficient speed using the most efficient route. Avoiding areas of strong sink and trying to follow areas of minimal sink and the occasional bit of lift. Plan a route where you “join the dots” flying under useful looking parts of clouds but not stopping to thermal until you get a really good one you can’t resist. Analyse your logger trace afterwards to see how well you’ve done.

• Practice Mini Cross Countries while staying within gliding range of the airfield circuit.

• Practice flying upwind to the limit of your safe glide and practice “final glides” back to the airfield circuit. (Set yourself a circuit height of say 1200 ft to allow for misjudgements!)

• Talk to pilots off on XC – what are they planning? Why? Note what conditions are like when they leave. Get them to tell you about their flight when they return. Get them to send you their trace so you can analyse it ( or look at it on the BGA Ladder)

• If they land out, go on the retrieve – they will tell you all about their flight and you will get a free drink!

• Lastly James’ Silver 50k Distance

[Says it all really [Ed]

Can't really see a lot, but in the centre is Darlton, managed to make it there and back (via Melton) to get the 50k - such a booming day, managed the 5 hours too, and possibly a height gain! One of the best days I've had in many years by far. Thanks to all who have helped. James Walker, 18 April 2017

Ready for the road?

June 2018 windsock@buckminstergc.co.uk p.8

new Windsock

Who does what? - The Board

Chairman / IT James Walker

Secretary Chris Prideaux

CFI John Sentance

Treasurer Kevin Williams

CTO Julie Matysik

Director / Site Maintenance Brian Barnes

Director / Hangar Plans John Elkington

Board Member / DCSO Luke Walker

Board Member / LSUGC

Child Protection Officer

Emma Burns

Others you may want to contact:

DCFI - Aerobatics Mark Erlund

DCFI - Motor Gliding Martin Hands

DCFI Ground instruction & record keeping / AME

Paddy Yeoman

Mentor to solo David-John Gibbs

Mentor to solo Mike Sheehan

Mentor X-Country Chris Davison

Mentor post-solo Vacant

CSO / Windsock Alan Munro

Tugmaster Gareth Bustin

Winchmaster / BMFA liaison Trevor Henson

Instrument Maintenance John Margrave

Avionics Malcolm Huddart

First Aid Boxes Kate Hutchinson

Club Website Guy Roberts

Social Media Liam Green

Office Manager Carol Freer

What does it all cost?

Full membership £345.00 pa or £31 pm (DD)

Country membership £245.00 pa or £22 pm (DD)

Self Launching £400.00 pa or £35 pm (DD)

Social membership £75.00 pa

NPPL membership £150.00 pa

Juniors 18 - 25 £75.00 pa (Juniors < 18 Free)

BGA capitation fee £31 pa

EuroFox aerotow to 1200 ft £10.00 then £1.00/100 ft

Winch launch £8.25

Flight time single seater £0.20/min (Juniors Free)

Flight time two seater £0.40/min (Juniors Free)

T61 Venture £60.00/hr

Hangarage, trailers, caravans etc Call for prices & spaces But Don’t try this at home

AND Another ultimate selfie

Malcolm Huddart has now spent many hours trying to solve, usually successfully, the various problems that have beset the EuroFOX. The picture is of Malcolm and Gareth. Malcolm is the one not smiling.

Indeed Malcolm has put hundreds of hours work into keeping the Club’s fleet serviceable, with his invaluable expertise as an engineer, radio specialist and diarist .

ThankU

More crops spotted

Potatoes

At this time of year a potato field may be treacherous. It will look like a short growing crop from 1500 feet but is actually a series of deep furrows. Even landing down them will probably rip off gear doors.

Weeds

This is the field to the north east of the R/W25 threshold. It has not yet been planted out. The patches of weed are irregular but a long enough field will be flat and useable.