Gransden Times by Paul Harvey

Shortage of winch drivers threatens launching

Gransden times January 2010

John Bridgeâ&#x20AC;&#x2122;s Guide to Sisteron

Gransden times - the magazine of Cambridge Gliding Club - www.glide.co.uk. Editorial contact: gt@glide.co.uk

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flyWithCE

Contents Winter 2010

The Diary Room - 2010: The new soaring season is less than two months away. We have a comprehensive guide to courses and events through the year covering flying and club management - pages 4-5

Travel broadens the mind: this aerial abomination was spotted (as if you could miss it) by George and Robert while collecting our new Robin tug - pages 6 - 7 and 14 - 15

If you are missing the snow (assuming it has gone by summer) get yourself down to Sisteron. John Bridge’s guide tells you all you need to know pages 8 - 11 Plus: Richard Brickwood’s roundup of the last year and plans for 2010 and an appeal from Steve Kazak, roster manager, for help at the launch point and driving the winch: pages 14 15. Finally, there is a new interactive racing calendar on page 16 - just click on a comp and apply

CGC is flying seven days a week until 4th October. From 5th Oct we are changing to winter operations and will fly Monday, Wednesday, Friday, Saturday and Sunday. Flying on Tuesday and Thursday will be by arrangement, please contact Rob T or the office. Motorglider flying will be available every day, Please phone the office to book. 01767 677 077 Gransden Times is produced by Moltenlight.com for The Cambridge Gliding Centre Ltd. (www.glide.co.uk) All material is the copyright of contributors. The views expressed in Gransden Times are not necessarily those of the Cambridge Gliding Centre Ltd or its editor. For more information contact: gt@glide.co.uk

the point of the issue is...

inter, and finally, with the days growing longer, we can look forward to a new soaring season. After last year’s season the club is in good shape with a growing membership and a new tug. You can read about how we got the new Robin on page six. There’s no shortage of people to drive the new Robin, tuggies actually pay a premium membership for the privilege. With the winch however, the situation is getting desperate with only 15 winch drivers on the roster - see page 15. I have lost count of the number of times plaintiff emails came through over the summer pleading for a winch driver to step in to help out on a trial flight evening. You can read my comments on page 15, but, in short, the winch makes the club a lot of money and is exempt from EASA nonsense. I am sure it’s not as much fun to drive as a tug, but pilots really do appreciate a good winch launch: with aerotow there are only complaints when the launch is less than perfect. However, if you go to Sisteron, you will need to be current on aerotow. John Bridge has provided an engaging and stimulating account of how he came to fly in the southern French alps. Sisteron is also a regular haunt for many CGC members and regulars include Richard Maskell, Ariane and Martin Whitehead. His piece also includes some excellent pictures and a list of useful web sites which, if you are reading this online, you can access on page 11. Our chairman, Richard Brickwood, gives us his annual roundup on page 12 but also highlights on page five that as the club grows, we must be more aware of the image we present to visitors and the care we need to take of club kit. Steve Kazak, who manages the rosters, also provides a reminder of the need for launch marshalls and assistants. Finally, don’t forget the Kelman Cup - there’s still time to win it. Paul Harvey, Editor, Gransden times January 2010 www.glide.co.uk

GT 3

Club news and events

Tuggies have feelings too please don’t upset them

ug upsets happen when the glider gets excessively high, pulling the tug tail up uncontrollably. Sometimes the glider suddenly zooms above the tug in an unstoppable manner after an initial pitch-up, putting the tug into a steep dive requiring as much as 400 feet to recover. The sequence of events occupies only 2-3 seconds, giving little chance for either the glider pilot or tow-pilot to recognise the problem and pull the release in time. Some years ago the BGA ran a successful campaign to stop the resulting fatalities to tug pilots, but several years without incident now appear to have ended. This year there have been two reported upsets and at least one other not reported. Fortunately none resulted in crashes. Six factors make upsets more likely. Three or more together should be considered unacceptable: Lightweight glider, low wingloading.and C of G hooks intended for winch launching. The light weight makes the glider more prone to gusts and unintended control inputs whilst the C of G hook effectively reduces the power of the elevator: basically a component of the tug’s ‘pull’ acts vertically. Short ropes transmit tug movements quicker and glider fluctuations affect the tug more quickly, giving less time to react. Pilots with little aerotow experience are likely to respond more slowly or over react, and are less likely to see a ‘situation’ developing. An aft C of G also reduces elevator effectiveness and combined with use of the C of G hook spells trouble. Turbulent conditions of course throw the glider around more and that can mean above the tug. C of G hooks are the worst factor but the presence of any of these factors increases the danger. Of course, winching has it’s own challenges but the issue of C of G hooks does not arise. There is a refresher course on 31 January and any instructor would be moret than happy to explain the issues. GT 4

www.glide.co.uk January 2010

New Aerobatics course at Gransden

liding offers many challenges that allow pilots to develop their flying skills. The majority of our training is aimed at helping you become safe soaring and cross country pilots. Aerobatic flying offers a different set of challenges and requires a different skill set. There are various levels of aerobatic manoeuvres ranging from the basic “loops and chandelles” through to inverted flying and rolling manoeuvres. Teaching the more advanced manoeuvres requires an additional instructors rating, however learning to do the basic manoeuvres doesn’t and can provide a good reason to keep yourself flying over the winter though I acknowledge it might not be every one’s cup of tea. Julian Bane has been doing some flying with Buckminster GC at Saltby where they have dedicated facilities including having the Fox - a fully aerobatic two seater, based there. Julian is now very interested in helping others start basic aerobatics. Initially training will be in the K-21s but will probably progress to include the Puchaz as people get more proficient. We have scheduled some “Basic Aerobatic” training days over the next few months, the idea being to make a fun day with several pilots learning at the same time, sharing briefings etc. Anyone interested in having a go should initially contact Julian (julianbane@compuserve. com) and then book a training slot with him in the normal way through the web site. He hopes to be able to take some volunteer slots over the winter too and will continue to do regular instruction during his rostered duties. To make best use of the booked time he will run briefings beforehand but check with him for details. This is primarily aimed at solo students who want to expand their horizons. Also be aware that virtually all training flights will be by high aerotow.

The Bronze Age

f you’re a solo pilot (or close to solo) but you haven’t got your Bronze badge yet, you should be thinking about doing the Bronze exam this winter. The club will be running a four-evening exam

preparation course at the clubhouse at 7:15pm on Tuesday evenings starting on 9th February, leading up to a sitting of the Bronze exam on Tuesday 9th March. If you’re interested in attending, please contact Andrew Watson <awatson@ cantab.net> or Julian Bayford <julianbayford@hotmail.com>. The course emphasises self-study, largely based on the excellent book “Bronze and Beyond”, written by John McCullagh. The club usually has copies in stock, or you can order it by email from the author: http://www.mccullagh.demon.co.uk/ bronze.htm Or from the BGA: http://www.gliding.co.uk/shop/product_ reviews_info.php?products_id=45 Julian and I will be setting our homework reading from the book, so if you plan to attend the course and don’t already have a copy, you might like to order one now.

It’s that time of year already

he Gransden Regionals 2010 will be run from the 21 August - 29 August 2010. The entry fee is £205.00 (inclusive of BGA fee). This is arguably the most fun, and challenging, Regional’s competition the UK can offer. The 2009 Regional’s produced some of the best competition days in the country and with no significant changes planned to the setup for 2010 this is likely to be a very popular competition. We have decided to make some improvements to the entry system this year. All entries can be done on-line here and you can apply from the 1 October 2009 to provisionally book your place. There is no need to pay a deposit until 31 January 2010. Your entry will be secured when you pay your the first instalment (the £75.00 deposit) in January 2010. An email will be sent to you at the beginning of 2010 explaining the payment options. The 2nd instalment of the remaining amount (£130.00) must be paid by the 15 June 2010. The Regionals team will be largely unchanged and we hope to have as much fun in 2010 as we did in 2009.

‘If you can’t say anything nice, don’t say anything at all.’ These were some of the last words Bambi’s mother said. Our Chairman concurs

or some time the CGC Management Committee have been concerned with the apparently cavalier way in which so much of the Club’s assets are treated by the membership. Gliders, winches, ground vehicles and aircraft cleaning facilities such as hoses, buckets and brushes, are regularly damaged through a lack of care or misuse. The consequent bills can be pretty eye watering if we have to go for repairs or replacements. If we don’t, the kit deteriorates, presents a poor image of the Club to prospective members and visitors, until we incur the capital cost of replacing it. A formal and detailed complaint from a member over the state of the Club House kitchen and other items was considered by a rather horrified Committee at their September meeting. The Committee recognise that a vibrant esprit de corps is to be encouraged as it is good fun and makes CGC the great place it has come to be but there are limits and the regular use of foul language and four letter words in front of visitors, our female members, younger members and children certainly exceeds this threshold. Some of our members have found it so offensive that they have ceased to use the indoor club facilities. The Committee debated the introduction of “Club Rules of Conduct” (a bit like a golf club perhaps) but were of the opinion that we really didn’t need to be so draconian, any such rules would be impossible to enforce and, anyway, if we are all aware of the problem we would all help to make it go away - so here are the outline issues:• If you are having a good time at the Club, or in its environs, – please ensure that you are not causing offence to someone in the vicinity. If you are, do the civilised thing - stop. • Visitors – be aware of them and act accordingly – they may be a

prospective member – lets not lose even one prospect (or an existing member) through boorishness. • Ensure that you know what you are doing before you try to do it – whether that is rigging/de-rigging a glider or “fettling” a malfunctioning piece of Club equipment. If in doubt seek advice. We do have lots of experienced people around who will help you. • Dogs – not everybody likes them – especially if they have just trodden in a pile of faeces. o If you bring a dog on site please consider if it is appropriate to bring it into the Club House – if other Club members are eating in there it probably isn’t. o If you “take it for a walk” ensure that you clean-up any mess that it makes. There probably isn’t a piece of the airfield on which members don’t walk at some time or another. Coming across your dog’s poo is not very nice. We’ve found it on the paths, the runways, the Diamond and Rigging areas. Pretty yucky really. Especially if you step in it. o Keep dogs with you and under control at all times whilst on the airfield – they can be a distraction and could cause an accident. o Is it appropriate to take them to the launch point? – you will know and act accordingly. But having several there at the same time? - Probably not. Visitors’ dogs? – definitely not. Experience tells me that I am likely to take grief for these suggestions but there is nothing in here that I am not prepared to do myself, I do own a dog, a glider, eat at the Club and I’m proud to be a member of it. I just hate it when it takes on the appearance of a neglected, untidy, unsanitary and unsafe place with junk and rubbish scattered all over the place, overflowing waste bins, a sink full of dirty coffee cups and dirtier saucepans and Toyotas which are unsafe to drive because of the mud on the windows – and sincerely hope that it offends you too. If you use any of the Club facilities, from gliders to coffee cups, please clean up after you - and everyone else who “forgot” or who “didn’t have the time”. Let’s all strive to change our public face for the better; it will be worth the effort. Richard Brickwood, Chairman

The Diary Room 2010 January 2010 8

Tug pilot’s meeting

Rec and Ret Sub Committee

Committee meeting

Child Potection briefing and curry night

Basic Aerobatics Available

Evening Lecture (tbc)

Refresher course

February 9

Bronze Course §1

Bronze Course §2

Committee Meeting

New members forum

Bronze Course §3

March 2

Bronze Course §4

Bronze Course §5

Committee Meeting

Director’s meeting

AGM

April 7

Consultative Committee

75 year anniversary dinner

May 9

Open Day

August 21-29

Gransden Regionals

January 2010 www.glide.co.uk

GT 5

We have a new Robin tug. Robert Bryce-Smith recalls how he and George Knight dodged mountains and storms to bring it home

his journey began 4 years earlier when I became Chief Tug Pilot. Andy Jude, my predecessor, had a Robin DR400 at the top of his wish list. In a bid to convince me to do the same he organised a day flying Norfolk’s example. After 3 hours of effortless flying, impressive towing, exploring its envelope and, most importantly, finding out how little fuel it consumed I too was bought in. I suppose it came to an end at 6,400’ (just 100’ below controlled airspace) midchannel in cloud, occasionally nudging the controls on this extremely stable aeroplane to maintain altitude whilst eating the sandwich George had kindly got me 3 hours and two countries earlier. In between a mixture of circumstances, with an in-depth Committee decision to one day purchase a Robin, the Rallye suffering a marginal insurance write off and much work, especially by Dave Howse and Andrew Hulme in finding the right aeroplane, got us to that Channel crossing at the end of 4 busy days, 12 flights, 12.4 hours in the air, 433 litres of fuel and 1200 nm. Once we found the right aeroplane in Switzerland one small detail remained - how to collect it. As negotiations pro-

very warm day. We were aware that this was to be the last decent day in the Alps for a while and that the further we got away from there that day the better! However, this sadly meant passing up on their kind offer of lunch. We worked through the paperwork and had a guided tour of the Robin with their engineer. We had commissioned London GCs licensed engineer and tug pilot to survey the aeroplane before agreeing the price back in July. But before signing the papers, I got the chance to take it around the block with their “instructeur”, to finally agree what we’d bought. Thankfully it

version options enroute, so a second pilot was very necessary. We believed the aeroplane had a safe range of 180 nm when burning 40 litres/ hour. In fact it was greater than this because it consumed only 35 litres/hour – but running out of fuel on Day 1 would have been embarrassing. Then crossing borders required customs notifications and flight plans to be filed. These require approved airfields. Hence most flights were under 180 nm. We needed various items of safety equipment, Parachute drop aircraft at Flensburg. CGC committee refused chocks, tie-downs, this as the new paint scheme for the Robin! three GPSs, spare radio and maps. Having chosen the route, was exactly as advertised. printed off the airfield charts, checked We then signed the sale papers (for their availability, NOTAMs etc. and cho- which we received Swiss Army knives sen a good VFR met briefing package - hopefully as mementos rather than as (www topmeteo.com) we were ready. essential tools for the trip), loaded our Day 1 (Thursday) We caught the baggage, programmed the GPS and were (very) early Luton to Geneva flight; we ready to depart ... except for customs! An then went by tilting train anxious 30 minutes followed waiting for We went as high as possible as rumour up to Neuchatel (just over a call from Swiss customs saying we had an hour) and met the club’s our T1 and that it was being e-mailed to has it that George can’t swim President at the station. the Neuchatal club. This T1 had caused Neuchatel town sits between us (especially Andrew) much stress over gressed we hit on the idea of importing it the lake and mountains. Somehow they’ve the previous few days. This was the traninto Denmark. I remember Andrew call- prised a small airfield in there too! The 15 sit form that got “opened” to allow us fly ing me saying how about it – and as Lon- minute drive through the town gave us a over and land in the EU before formally don Geneva London Copenhagen London chance to get acquainted. importing the Robin into the EU in Denrepresents a straight forward day with my We arrived at the airfield around mark. (Remember Switzerland isn’t in low cost employer – I said yeah - OK. midday. A large group of club members Europe!) A mistake here would have cost Once it became apparent that we’d miss greeted us and proudly presented their us the full German VAT of 19% (circa the summer (long days and good weather) Robin DR400 tug HB-EYO to us. They £9,000). and I’d be without a large Flight Plan- had bought it new in ning Department, I wanted help, so I head 1979 and looked after The only problem was Zurich Airport hunted George Knight. Amongst his attri- it really well. They had being in the way. “Tongue in cheek” butes he’s retired and so switched on with all been having their last aviation legislation that even the CAA ask flights during the previ- we filed to go directly over the top for his advice. ous few days and you Flying VFR (Visual Flight Rules) could sense a degree of emotion about losWe had agreed with customs to exit across so many countries (seven including their precious aeroplane. I felt slightly Switzerland from Grenchen (a small airing the UK) required much thought and uncomfortable telling them we were tak- field 25 nm up the road). So a quick goodplanning. Having no autopilot meant the ing their wooden aircraft to Scandinavia bye and we were away at around 14:30. handling pilot would find it hard to fly, in October. The sky was now completely blue and a navigate, keep an eye on fuel and on diThe morning mist was lifting to be a very easy flight along the lake and into GT 6

www.glide.co.uk January 2010

Fort at Bourtange, Netherlands. http://home.kpn.nl/armeagle/eng/frameset.html http://www.bourtange.nl/site/ Grenchen took under 20 minutes. The flying, at an airspeed of 110 kts was, in the main, the easy bit. George had prepared flight plans that we simply had to add the date and time to and file from the operations office in each airport. With no fuel needed, a quick customs clearance (writing our names on a sheet of paper) and the flight plan already filed at Neuchatal we were quickly away. The next leg took us 99 nm to Mengen (South of Stuttgart). George was flying since we had agreed to alternate roles between being handling pilot and navigator every leg. The only problem was Zurich Airport being in the way. “Tongue in cheek” we filed to go directly over the top of this busy airport to save time and distance but sadly, on first contact with Zurich, realised we’d failed. “Remain below 3000’ and clear of controlled airspace” was the answer, followed by: “What are your intentions?” Most of the terrain was above 3000’ around there so – the only way to get out of Switzerland was to pick our way through the passes. It reminded me of the scene in the “Great Escape” when James Garner and Donald Pleasance were trying to get to Switzerland in a stolen Luftwaffe aircraft and safety – only we were going the other way. Then over Shaufhausen and the edge of Lake Constance and into Mengen (a fairly quiet airfield with a concrete runway, fuel and customs). Our original plan was to night-stop there but our weather package advised us

of “Alpine grot” the next morning. each other) and we could barely see the A ritual was taking shape with one of one we were landing on. us refuelling and prepping the Robin for By the time we’d unpacked & sethe next leg whilst the other visited the cured the Robin for the night, the taxi and control tower to pay and file for the next darkness arrived simultaneously. We were leg. We had planned to fly to the Wassek- dropped in town, and took the first availuppe on the first leg of Day 2. I’d always able modest hotel that did not require us wanted to visit this home of gliding. They to share a bed. A schnitzel and a couple of even have a gliding museum for crew en- beers went down well at the end of a very tertainment! But it was also on a 2000’ long day. Then a tiny bit of re-planning hill. I called a colleague who flies his for the next day before bed – a tactical reglider from there – who said no way – 300 route was needed due to forecast simultam visibility in hill fog. neous low cloud with high terrain ahead! So a real quick change of plan was Day 2 (Friday) – The rain had cleared, needed. Following a rough calculation of how Having convinced George the previous far we could fly in the remaining 90 minutes evening that we should go for it, with of daylight we set off this improbable weather window, I for Wurzburg. In fact we had a weak moment looked out of my window to see the on our way back to the aircraft when passing an seagulls still walking extremely inviting bar with veranda and late afternoon sunshine. decent breakfast and the first minor issue It also felt like passing up the last of the – trying to get our cab driver to take us to summer warmth – being October 1st and the right airfield! The first leg (to Eddesse knowing the weather up north. near Hanover) was probably the hardest. Still, to get another 100 miles in such We ran into a weak front which coincided benign weather was too good to pass up. with rising ground. Not the most helpful We ran into the rain of an approaching combination in an aeroplane unequipped cold front about 20 nm short of Wurzburg for airways flying. but managed to landed 10 minutes before We passed a suitable diversion airthey shut in failing light. I had to ask field which looked a safe bolt-hole just George to check on the GPS at 1,000’ on before the high ground. Then a run of the approach to confirm we had the right choosing the best valley along with highairport (as there were two very close to est cloud/least rain began. Go to page 14 January 2010 www.glide.co.uk

GT 7

Photo courtesy of DG

â&#x20AC;&#x153;Turns must be tighter; ridge-lift is ra and rotor can be truly stomach-churning be intense and violent...â&#x20AC;? GT 8

www.glide.co.uk January 2010

or nearly 30 years John Bridge has been gliding at Sisteron in southern France. What is it that draws him back?

hills rise to around 7000ft asl and their rocky, south-west facing cretes act as excellent thermal generators. Not that far east of site lies 80km of loosely connected ridges, famously known as the parcours du combattant, while 50km to the north lie Ecrins and the start of the proper high Alps. Sisteron is an aerotow-only visitors’ club and gliding is the primary activity here, with a light sprinkling of power before glider-launching begins. Mandatory briefings are held every morning, during which w e a t h e r forecasts are provided, along with Notams and any other business of which pilots should be aware. Flying generally starts around lunchtime, when reliable thermals begin to form over the local hills, or sometimes earlier if it is an exceptionally good thermal day, or if the mistral is blowing (good for ridges and wave). It is not unusual for flying to continue to 8pm and beyond during the summer, giving a satisfactorily long soaring day.Airfield facilities are all what one would expect at a visitors’ club. ‘Le Janus’ restaurant offers meals and the club has its own, separate clubhouse, ‘Le Pegase’. The club also lays on weekly aperitif evenings and excellent-value monthly barbecues. Peak visitor periods tend to be during March/April, when the wavehunters appear, and July/August, when one can expect the strongest thermals, although it must be said that wave, ridge, thermal and convergence lift can occur here at any time of the year. We generally go during June, when the days are at their longest but before the European holidays have started. Anyone can fly here, but some advance preparation is essential, at

Love on the Rocks

arely smooth g. Storms can

In the early eighties, when I was a wet-behind-the-ears Silver C pilot with a mere 150 hours to my name, two of my then syndicate partners got married (yes, to each other) and, while on honeymoon, they ‘just happened’ to pass by the French National Gliding Centre at St Auban. On their return, a plan was formed, and the following spring we took our limited experience to an unforgettable two-week course at the centre, flying immaculate French gliders amongst the most stunning scenery I had ever seen. We returned with a pair of Diamond Heights and some unforgettable memories. The next few years were spent in the UK developing my crosscountry skills (still work-in-progress) after which I felt better equipped to understand mountain soaring. So, in 1987, a couple of friends and I trailed our gliders down to Sisteron for another go at scaring ourselves in the mountains, again with great success. My love affair with the mountains had begun and now I wanted more. Ariane and I have returned to the Alps every year, ever since. There are no fewer than ten gliding clubs in the southern French Alps, from Fayence near the Mediterranean, to St Crepin in the north. Sisteron is about 650 miles from Calais and fast autoroutes are available for most of the way, so it is possible to make the journey from Gransden Lodge in one (admittedly long) day. Sisteron airfield is a 1200m x 100m strip handily placed 1800ft above sea level in a wide valley bordered by the lower foothills of the Alps. The local

We returned with a pair of Diamond Heights and some unforgettable memories least until pilot licensing becomes harmonised (if that is the correct word). The club also appreciates advance notification of visitors’ intentions by means of their on-line registration page. See the links, page January 2010 www.glide.co.uk

GT 9

220 near Gap (photo Martin Whitehead)

11, for more information. Soaring in the mountains is interestingly different to soaring over the UK. The mountains here are three times higher than they are back home, the lift is three times as strong, and so is the sink. Turns must be tighter, ridge-lift is rarely smooth and rotor can be truly

flying over the Valensole plateau and the Gorge du Verdon. Of course, there may be wave, too. The mistral is a north-westerly wind that gives good ridge- and wave-soaring, although I personally dislike wave because of its negative and disrespectful impact on normally well-behaved thermals. There are also some irritating airspace issues for prospective highfliers; FL115 is the limit over the club, and FL195 a short distance to the north, although upper airspace windows may be opened under the right circumstances. It does amuse me to hear that one recommended way of getting a Diamond Height from Sisteron is to launch onto the house ridge, Gache, than descend to la Baume, a lower mountain near Sisteron town, until the vario reads zero. And then climb away to FL195. Ultimately, what draws us back time and time again is the breathtaking scenery, aptly referred to by Cambridge-based writer Robert Macfarlane in his excellent book Mountains of the Mind as the “unspeakable beauty of mountains”. Whether we are racing at highspeed along the parcours, or soaring through the Ecrins in sparkling visibility above the whitest snow on the blackest rocks, or hovering high above the Queyras looking down onto 8/8ths over the Italian plains, or threading ourselves through high mountain passes, or rocketing skywards in off-the-clock wave at the pic de Bure, or savouring the

but most who have tried it keep returning for more. So, what do we enjoy about it the most, and why Sisteron? For a start, thanks to the warm, dry, Mediterranean climate, almost every summer day is soarable, which is distinctly un-British. Even the northern French Alps can suffer from maritime conditions ...it is essential for mountain pilots so it is well worth driving the extra few to have an intimate understanding miles to the south. the good days it of how their gliders behave, and to On is easily possible to fly them accurately and with ad- reach the snow and ice of the northern equate safety margins. Ecrins, while local pundits press on to stomach-churning. Storms can be the Mont Blanc and the Matterhorn, intense and violent and are not to making occasionally forays deep into be underestimated – landing out S w i t z e r l a n d , at another club is the best option along the Sion when our base airfield is stormed valley to the out. In short, it is essential for Furka Pass. mountain pilots to have an intimate C l o u d b a s e s understanding of how their gliders over the higher behave, and to fly them accurately m o u n t a i n s and with adequate safety margins. typically And there’s more: field landing 12,000ft and opportunities are limited, especially more – the in the higher mountains, although if best that I one flies conservatively, it is almost have seen was always possible to reach an airfield 16,000ft near from anywhere in the southern the Matterhorn. French Alps. An out-landing book is And on the few available for purchase at the club; it occasions when lists a few dozen field possibilities the Ecrins are of varying degrees of usefulness, stormed out, and is well worth detailed pre-flight it is often still study. possible to Given the above, I can guess that head south for mountain flying is not for everyone, some lowland Duo 220 following in the foorsteps of Attila leaving the Queyras GT 10

www.glide.co.uk January 2010

Chavs go gliding too: Ariane with friend in Duo in wave over Cheval Blanc

La Toupine: John and Ariane’s hideaway in Sisteron is for rent (See useful websites)

impossible colours of the lac St Croix, or simply relaxing in gentle evening ridge-lift against the western face of the Vercors, the southern French Alps is a magical playground for anyone eager for a new challenge

riding, via ferrata, rock-climbing, mountain-biking, karting, kayaking, white-water rafting, canyoning, fishing, paragliding, touring, restaurant dining, wine tasting, visiting markets, reading, sunbathing and ‘other stuff’, there is absolutely nothing to do. Our next expedition will be in June 2010. If anyone is interested in joining us, please get in touch, either at the club, or at the following addresses: John Bridge :johnb@ aircross.co.uk or Ariane Decloux:arianedecloux@hotmail. com

in gliding. But what if you are all glid-out? Well, it’s France! Apart from swimming, hill-walking, horse-

Useful websites: Sisteron Diaries: Bureaucracy: Sisteron Club Website: Sisteron Town Website: Accommodation:

http://www.aircross.co.uk/sisteron http://www.aircross.co.uk/sisteron/ http://www.aeroclubsisteron.fr/ http://www.sisteron.com/index.php http://www.latoupine.com

CGC relaxing before breakfast briefing January 2010 www.glide.co.uk

GT 11

Chairman’s report After a successful 2009 the new decade is looking good with ambitions for over 200 members by the year end. Richard Brickwood reports

efore anything else – a Happy, Prosperous and Enjoyable New Year to all members of Cambridge Gliding Club. I hope that everyone has a terrific season, that you each achieve the goal you set yourselves for 2010 but, above all, have a great time launching from Gransden Lodge, or further afield, throughout the year. Overall 2009 was the best year that we have enjoyed for at least five as a number of initiatives by the Committee and membership began to come together although it was marred by the tragic loss of Douglas Brookes in the accident to HOM in July. His presence will be greatly missed in the Club House and Launch Point as will his skills as a tuggie. He loved flying and our thoughts are with his family especially at this time of the year. We are still awaiting the AAIB report and, until that is published, there is little that we know about the cause or could say at the moment. Major contributions to this success (apart from having some very decent flying days) came from the Recruitment and Retention sub-Committee who were responsible for laying the ground work and thus contributing to attracting 38 new members overall by Sept 31st (including a number of re-joins who are particularly welcome back) and the Regionals Organisation who ran a terrific competition in August. I am pleased to report that this trend has continued with six new members so far this season; actually make that seven as another joined yesterday, subject to Committee approval. The overall aim, allowing for the inevitable churn (which we are also pleased to note appears to be quite low) is to end 2010 with a membership in excess of 200 and, ultimately, a stable number slightly higher than that. On current form this is perfectly attainable and, as it to everyone’s long term benefit, please keep introducing, encouraging and nurturing new members. We are beginning to be a lot better at retaining and motivatGT 12

www.glide.co.uk January 2010

ing new members and will be doing even more work on this throughout this season, commencing with a New Members Conference on February 21st. Fuller details, and focussed invitations, will be available in due course. Many of our new members have joined following one or more “Day Membership” experiences with Robert Theil, Andy Beattie and the rostered midweek instructors - not least because they are so enthusiastic – but there is nothing like a good soaring flight to get you bitten by the gliding bug! Financially the granite heart of the Treasurer may even be softening a bit; although he tells me that it is early days yet, but that the answer should be available in time for the AGM on March 12th. In January 2009 I announced that Paul Harvey was taking over as editor of Gransden Times and, thus, this will be his fifth edition. The previous four were superb, each better than the last and so I would especially like to thank him for all his efforts on our behalf – long may they continue. The edit dates for 2010 are in the calendar which was circulated via traka on Saturday 2nd January and I know that Paul values your contributions as much as we all look forward to reading them. A number have also been forwarded to S&G and, generally, published there too, which helps keep CGC in the wider public eye. It all helps brand recognition and subsequent growth. Short term calendar dates are also posted under the Airfield Status page of the web site Following the successful re-introduction of Cross Country and Five Day courses in 2009 these are being retained for 2010 and dates are in the calendar. Please look out for the sign-up sheets as soon as these are posted in the Club House corridor as it helps us to assess demand and plan accordingly. In addition there will (almost certainly) be an unofficial, yet organised, expedition to Jaca in April and a more official expedition to a wave site in the Autumn. Dates and details will be circulated as soon as they are available. The Open day is set for May 9th and, as usual, PLEASE be prepared to lend a hand if at all possible. This a major show case for the Club and directly leads to recruitment to the evening classes and Five Day Courses; so by helping out you will

also be helping to keep the Club in good health and contribute to that goal of 200+ members and that is definitely in your own self interest as more members equals a better revenue base. It’s as simple and directly related as that. Subject to membership approval at the AGM, Neil Goudie has agreed to rejoin the Committee with specific responsibility for the Operations Manager role which he will take over from John Birch to whom the Club owes an immense debt of gratitude for helping to ensure that so many things have run so smoothly for many many years. One of Neil’s aims is to ensure the smooth integration of the Regionals and Club flying during the Regionals competition in August for the direct benefit of non-competing Club members. In doing this he has relinquished running the Single Seat Scheme to Joe Westwood. Thanks Neil, welcome Joe! At the Strategic Planning Day in November the Committee and Directors agreed to seek a replacement for HOM, either a Discus or an ASW24 as recommended by the Flying Safety Committee. A sub-Committee for this purchase is actively seeking a suitable machine so watch this space. Meanwhile CUGC have kindly offered to make their ASW19 available to CGC members for 2010 and details by which this can be flown are being finalised. Watch for further announcements on the Single Seat scheme as soon as details are finalised – you will need to act quickly as it has been a sell out for each of the past two years and, with an increasing membership, demand is bound to be high. Last year we averaged 28 winch

...the Committee and Directors agreed to seek a replacement for HOM, either a Discus or an ASW24... launches per flying day overall; (55 on one exceptional evening – which just shows what can be done). If we can increase this average by only 10% to 31 we will add over £5,000 to Club funds (equal to a further 10 Full Flying Members). The introduction of Launch Point Assistants and improved Launch Point efficiency are already showing signs of what can be achieved but much remains to be done - and is in hand, so watch this space. There will be a joint Launch Marshals and Winch Drivers meeting on Sunday March

28th at which Launch Point efficiency will be a major topic. If you can contribute to that you will be more than welcome – but if you can only ensure that your time waiting for a launch is used efficiently by, for example, fetching cables if no one else is doing that, helping to retrieve a glider blocking the runway, or simply running the aerotow log until it is almost your turn to go you will get in the air that much quicker and, again, we will all win. We always need more Launch Marshals, winch drivers and Assistant Launch Marshals so if you are not on one of those rosters (or are not otherwise fulfilling the implicit volunteer obligation at the Club in some other way) the winter is a good time to volunteer and get trained in time for the new season; so why not contact Janet Birch or Bryan Hoosan right now and make their recruitment life just THAT much easier! To help with a number of regular succession planning issues the Committee are currently creating an organisation chart which will show pretty much everything that needs doing, and who it gets done by, at CGC. It will not include rostered positions as these are already well understood and organised. What it has already highlighted is that there are number of jobs which do not have a clear owner or manager. Once this is completed we will be crating a regular “Sits Vac” column in GT and on the Club House notice board to advertise the vacant voluntary positions. These are all are pretty vital to the smooth running of the Club but in themselves range from the “not a lot of work” to “blimey”. If you are NOT already involved in helping to run CGC we really would appreciate your offer of help for any of the SitsVac. Please contact me if you are willing to volunteer for one of them and we can discuss the role more specifically. Lastly – April 17th 2010 will be the 75th Anniversary to the day of the first flight by a member of Cambridge Gliding Club (that is correct “University” was inserted later) and CUGC and CGC will be marking the occasion with a joint formal reception and dinner in Main Hall at Jesus College. Tickets, which are £45 a head for current members of either Club – or £50 for non-members – are available from the office and on line. I hope to see you at many of these events – or at least on the flight line. Have a good season – I intend to.

CGC is short of winch drivers and launch marshalls. Steve Kaszak sends an SOS

eekend Rosters. Your club needs you! With the ground currently an unusual shade of white, Summer may seem particularly distant, however behind the scenes, planning for our Summer operations is well underway. Can you help? We are in need of new recruits to the Winch Driver, Launch Marshal and Launchpoint Assistant rosters (particularly the Winch as we have had a couple of long standing members retire, and others achieve BI status). Gliding clubs are traditionally crewed by volunteers, and really all club members should participate in helping to run the airfield by being on one of our rosters. Solo pilots generally start by driving the winch or by launch marshalling – training for both roles is provided. Pre-solo members can help by acting as Launchpoint assistants. Launchpoint assistants work with the launch marshal to run the launch points efficiently. We roster crews on weekend days and bank holidays (not weekdays). More information can be found at http://www.glide.co.uk/ops/ MemberRosterFAQ.aspx (Sign in with the same username and password as you use for the Two Seater bookings). If you are able to help, please contact me at rosters@glide.co.uk by the end of January. The Summer rosters will be prepared mid February and will cover the period April to September (inclusive). Your Availability For those members on a roster, the availability page on the rosters website is now open and you are invited to record any prior engagements there so that I can try to avoid allocating you duties on those days. The availability page will remain open until I begin preparation of the Summer rosters, mid February (the actual date is to be confirmed, but will probably be 11th Feb). As usual, I ask that you only block out dates that you are actually unable to attend the airfield, and only to block afternoon duties if you have other commitments outside of gliding, that prevent you from staying on until 6pm. Blocking the

No more winching? whole of either Saturdays or Sunday does not normally cause a big issue, as long as the other day is left available. Please do NOT attempt to use the availability options to “preselect” your duties by only allowing a handful of days. I’ll totally ignore such availability patterns. Certain roles have restrictions placed by their duty chiefs (LMs- no blocking of PM duties, Instructors - No per day availability). Please respect those restrictions. Members attending university, and who are only available either within or outside of term time can have a duty load set to represent the time they are in the Cambridge area. To qualify for this you should set your availability as normal including the periods that you not around AND email the rosters manger with the actual dates that you are away (which may be less than the unavailability you’ve set). Steve Kaszak, Rosters Manager rosters@glide.co.uk Ed’s note:

inch driving is not the most glamorous job in a gliding club; some people even become instructors or living organ donors to avoid it. However, it is the most important day-today job on site. Flying can continue without a tuggie, without a launch Marshall and without instructors. Not a sustainable situation, but for a short while we can fly. Further, without a winch driver there can be no evening flying as we cannot aerotow after 18-00, and even if we could it would be prohibitively expensive. Also, in no small part, much of the growth of the club has been down to the availability of winch launching in the evenings. Currently we only have 15 winch drivers. The greater the load we put on them the more likely they are to sacrifice their corneas or become BIs Learning to drive the winch is not difficult and the worst part of the job, sorting cable breaks, has been alleviated by good maintenance. I won’t go through the training sylabus here but I will say that good winch drivers are appreciated as pilots realise that a good launch (winch drivers can affect the launch) saves them money - about £20 in fact over a 2,000ft aerotow. Winch drivers also get retrieved faster after a landout, and winch launching is a moneyspinner for the club. What is there not to like? You will also earn the eternal gratitude of the members. January 2010 www.glide.co.uk

GT 13

and flight plans, re- part again. This all seemed a bit surreal. It was a very easy hop back into fuelling and calling our Danish agents Flensburg to refuel and park the aircraft. with an accurate We knew of an approaching deep depresETA. The airfield sion and believed flying the next day would had a pleasant feel be unlikely. Luckily Flensburg air traffic with nice people, had also received these weather warnproper aviators and ings – so our request for hangar space was hangars! So, aware sympathetically dealt with. They rang the of some dreadful local flying club who, knowing there’d be weather approach- no flying that weekend due to the weather, ing the region the allowed us to squeeze our tug into their following day, we hangar. We spent the next hour finding both had one of the right key, repacking their hangar and those “light-bulb sliding our Robin in. It was quite a relief. moments”... let’s try Then into town. We found another modest hotel, that to get back here tohad much to be modest about – but renight. So (as was the served the rooms for an extra night just in theme of this trip) case. More beer and German cuisine. We we were back in the reflected on two busy but successful days, air again with haste, the fact that we’d not seen any aeroplanes albeit this time with in the air after Grenchen and pontificated life jackets and how long we’d be stuck. Flensburg is an PLBs. The hop over old harbour town with character and things to Denmark was to do and our Robin was safe indoors– so easy, avoiding the not a bad result. George and Robert on approach to ‘22’ at Gransden Day 3 (Saturday). I’m not sure the Sun odd shower. We parked on a jet stand came up that day! Wet and very windy, next to the Passen- clouds passing by the hotel bedroom win(Continued from page 7) Our knowledge of gliding was well used – avoiding the ger Terminal and called the agent again. dow. The seagulls were grounded. We did orographic cloud. We passed close to the “We’re here, but don’t be offended, we some flight planning, then once the rain Wassekuppe. That diversion airfield was don’t want to stay long”. We didn’t need abated (a bit) popped around the corner well in mind as it looked increasingly un- fuel – so we went into the terminal for a to the old town centre. Commercial pilikely we’d get through. We were literally cuppa – only to find the Danes haven’t lots have to be able to order beer in every about to give up when we got to the high- joined the Euro either! Another reason language – so we practised our language est terrain. Then, of course, it got progres- to get away – as we forgot to bring any skills with great success. The following day’s forecast wasn’t sively easier, that diversion field went out Krona. Still the phone went (half an hour of range and we had an easy run into Ed- after our arrival) and our Danish agent in- much better – but there was a tiny chance desse. formed us that the aeroplane had been of- of window. A huge front would clear in Eddesse was a peculiar airfield, set in ficially imported and we were free to de- the morning leaving strong winds (40 kts) a clearing within a large forest. Ours was the only aeroplane in sight. Still, a quick refuel and turn around and we were back in the air. We soon ran into the next front – a cold front with a few imbedded thunderstorms. This gave us an interesting choice not having weather radar. We could fly low in sight of the ground (in places too close to it!) and in the rain, or sit above the lowest clouds at around 4000’ between layers. This was like looking through a letter box with dotted cumulus nimbus clouds but with a backdrop of really inviting clear blue all the way to Flensburg. So the second half of this leg, North of Hamburg, was extremely straight forward. Flensburg is right on the Danish border, only 55 nm from our Danish destination - Odense. The weather was very clear with just scattered heavy showers. We were back to dealing with customs Robert filing a flight plan - it’s not all fun, fun fun GT 14

www.glide.co.uk January 2010

and showers behind. The later we left departure the better – except this made getting home less likely. The problem being that fog was forecast the following day! We took the decision to go for it first thing in the morning in the hope that this window would open. Day 4 (Sunday) – Having convinced George the previous evening that we should go for it, with this improbably weather window – I got up and looked out of the window to see the seagulls still walking. It looked horrible and so I went straight back to bed. George, who had the internet access, banged on my door a few minutes later saying, “It might just be on.” So a quick breakfast, cab ride out to the airfield, prep. and load the Robin. All the while it was getting clearer, if only slowly. We were able to make a judgement on the possibility of dodging these showers. Our first leg was to Bremerhaven and luckily the strong wind was forecast to be straight down their runway. We got ready, and took off in a lull between showers.

Look familiar? The Swiss answer to hanger packing a T21

was on. Nowadays international flights flicting jet - we descended into the clear can go into airfields like ours – but only weather. Our routing took us past Canterwith 4 hours notice. We had the form al- bury over the Thames estuary, (descending ready prepared – so I called David Howse all the while) round the M25 and up beto lodge this request. In addition I asked tween Stansted and Luton, below 2400’. him to see what chance Marshalls would In the event we arrived at Gransden a stay open for us if we good 45 minutes before sunset at the end We found another modest hotel, that had arrived after dark. of a good late season soaring day, to quite Then a run a large welcoming committee with time much to be modest about – but reserved along the Dutch and for Andrew Hulme to take David Howse the rooms for an extra night just in case. Belgium coast into up to show him what had been bought. Oostende closley fol- Overall a very pleasant and memorable That leg down to Bremerhaven was lowing an Airbus. This was where the real trip. The Robin was easy to fly, but the OK. The weather was going to improve fun started! This was the biggest airport weather made decision making the hard and the wind abate as the day progressed we visited all trip and whilst the flying part. and we got closer to Holland and Belgium. was easy – we had to mix with terminals, By the time you read this article in the So setting off early was extremely handy. security, nonsense, yellow tabards, late Gransden Times the Robin will have been By now we had our turnarounds well fuel bowser, more nonsense and the usual re-registered as G-OCGC, some cosmetic sorted. Launching out of Bremerhaven Belgian efficiency. Meanwhile, David in- work been completed and the process of coincided with the last significant shower. formed us that Marshalls would not stay checking-out our tug pilots started. Being We dropped down to 1,200’ as we ap- open for us. So I reckon the most stressful less thirsty than the Pawnee it is intended proached the Dutch border (we could not spell of the whole trip was dealing with that G-OCGC will be our number one tug legally fly above 1,200’ in Dutch airspace) this lot. Still, it suddenly came together most of the time. The Pawnee will be and ahead was improving convective soar- and we were back in the air. used on busy days and when the airfield is ing conditions. Our main focus was on A cruise climb along the Belgian and excessively wet and muddy. the clock and whether we could we make French coast to CalGransden before dark? We passed a glid- ais got us up to 6400’ ing club, routing around their winch and for the channel crossavoiding a cloud street with thermalling ing. We went as high gliders. However we also got to test our as possible as rumour FLARM with an unsuspecting glider in has it that George can’t the sink. Then, after nearly two hours, swim and we got the into Hilversum, near Amsterdam, for fuel occasional view of ferand more customs etc.. This was the only ries in the gaps in the place where we attracted the attention of cloud. Then we had customs who sent three of their officers the fun of London askto enquire why two Englishmen, flying ing us to call Manston a Swiss aeroplane, should be flying from Radar, who requested Denmark to Holland. Still I got pleasure us to maintain 6400’ in getting one to help me top-up the oil due to coordinated jet before they wished us a safe onward jour- traffic underneath us. ney. On landfall - and It was now looking like Gransden once clear of this conGeorge Knight being the Englishman abroad January 2010 www.glide.co.uk

GT 15

September

August

July

June

May

April

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Standard Class Nationals, Aston Down Open Class Nationals, Aston Down

Junior Nationals, Bicester Gransden Regionals, Cambridge 18m Nationals, Lasham Two-seater competition - Pocklington

Lasham Regionals

Bicester Regionals Dunstable Regionals Club Class Nationals, Hus Bos

Bidford Regionals, Bidford Midland Regionals, Hus Bos

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 ER Tib

Shenington Regionals, Edgehill

Northern Regionals, Sutton Bank Bic Dun

Clb

Competition Enterprise, lasham

15m Nationals, Nympsfield

EasternRegionals, Tibham

The Racing Year - 2010 Non rated Competitions

Where a club has a dedicated competition web page, you will be teken to it. Otherwise, you will be taken to their main site.

The calendar is interactive. Click on a competition label text and you will be taken to the site of the organiser.

Regional Competitions

National Competitions