GisaJob: 33 vacancies - see page 16
Gransden times April 2010
Celebrating 63 years of flight with Bryce CGC marks a milestone for the man and club
Sits Vac
Ask not what your club can do for you...
TEM
Threat and Error Management: it could save your life and gliding
Out of Africa From the land of record breakers - Karl Martin
Crash - what happens next? Phil Scott on when it all goes wrong
Gransden times - the magazine of Cambridge Gliding Club - www.glide.co.uk. Editorial contact: gt@glide.co.uk
the point of the issue is...
flyWithCE
Contents A Spring 2010
Club News and Events: Pages 4-5 The workshop has been hectic over the last month getting a new glider on line and putting a nose hook in DM. There's also the ICL and DIRSERA to worry about. Mike Smith remembers Frank Prime
Learning the Hard Way: Page 6 We have all had the odd poor landing, but what's it like to write off your pride and joy? Phil Scott gives a frank account of the day he did
TEM: Pages 7-8 Threat and Error Management is a structured approach to managing the risks inherent in flying. It is also used in commercial aviation. CFI, Richard Maskell, has adapted the system to be used in gliding in the hope that we can reduce our already good accident rate
The Generation Game: Page 9 There are few today who have not soloed without dual instruction: Bryce BryceSnith is one of them. Bryce has also held almost every position in the club, from CFI to honorary member. He has 9000 hours and rising, from Meteors to T21s
2010 AGM and Chairman's Report Andrew Hulme retired after five years as treasuruer: Bernard Madoff got off more lightly. Richard Brickwood highlights the risks from DIRSERA whcih threatens the whole gliding movement. However, he has some antibiotics to treat it with Pages 10-13
Out of Africa: Pages 14-15 The world speed record for a glider over 300Km is 161Kph. Karl Martin didn't set it. But he did show that persistence pays off when he finally achieved his 300Km gold badge
Sits Vac: Page 16 All gliding clubs rely on volunteers to keep the cost of our sport within most people's means. CGC currently has 33 vacancies, from S&G correspondent to launch marshalls and winch drivers. Your club needs YOU
CGC is flying seven days a week from 29th March. Andrew Beaty and Robert Theil will be our full time instructors. Motorglider flying will be available every day, Please phone the office to book. 01767 677 077
s this issue wings its way to hyperspace, the season finally started. Officially, I reckon it was 12-30pm on April 8th. Confirmation came the following weekend. The AGM was held in March and marked the end of Andrew Hulme's time after five years as treasurer. The past two years have been tough but the club is in a sound position as our membership grows. In no small part, this is due to Andrew's work. I had often wondered how people react to a serious accident. By chance, we have Phil Scott writing on how he wrote off his Jantar: in contrast, Richard Maskell outlines his plans to introduce TEM, Threat and Error Management. None of us care much for forms, but TEM does put a structure into annual checks and has proven its worth in civil aviation. As a movement, we need to get our accident rate down. Another who has proven his worth is Bryce Bryce-Smith. An aviator for 63 years and with 9,000 hours, the club gathered to celebrate his 80th birthday last January - see page nine. The next big club event is the open day on Saturday, May 9th. Please come out and help if you can, it's great for recruitment Paul Harvey, Editor, Gransden times 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
April 2010 www.glide.co.uk GT 3
Club news and events Inter Club League 2010
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ell, it’s that time of year again and the Inter Club Leagues are being planned. For those of you who don’t know, the Inter-Club League is intended to encourage competitive cross-country flying on a much less formal basis than national and regional competitions, involving pilots at all levels of cross-country competence. Special emphasis is placed on the performance of novice pilots in an effort to encourage cross county competition and often the spirit of a rule is applied more than the letter. Full details of the pilot classes and this year’s fixtures are detailed here. So this is the annual begging letter for competitors. Pilots of all levels of x-country experience are required. As a novice, flying in the ICL is a fun way to start your competition flying career, whilst being surrounded by more experienced club members who can help out with advice, tips and hints. In addition, with only 6 clubs taking part, giving a total of 18 competition gliders, the sky does not get overcrowded with aircraft. To fly in the ICL you should be cleared for x-country and be able to provide your own crew. Fly one day and crew the other is a very common arrangement for a weekend as you need only commit to a single day if you want. If you wish to use a club glider then you will need to approach the club committee. If you are interested in participating in any of the rounds, which are detailed here, please contact me. 01954 268043 Julian Bane The Soaring Centre, Husbands Bosworth - 1, 2, 3 May Cranwell - 15, 16 May Four Counties GC, Wittering - 5, 6 June London GC, Dunstable - 19, 20 June Buckminster GC, Saltby - 3, 4 July
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ASW24 Replaces Discus
he tragic loss of a club Discus, HOM, last year left the club short of a high performance single-seater. Cambridge University Gliding Club generously helped out with the loan of their ASW19, CU, but HOM had to be replaced. GT 4
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Three gliders were considered to replace HOM: an LS7, another Discus or an ASW24. As luck would have it, an ASW24 was for sale by a club member and following an inspection
Man Of Letters: Robert Verdier
by Robert Verdier, £25,500 changed hands. We also got the comp number FLY. Whilst the glider is nearly 20 years old, it is in very good condition and when the work is finished (complete with Schleicher graphics) it will look suberb. The glider has had to be transitioned (registration numbers applied and mafia-money paid to EASA) and a dedicated aerotow hook fitted.
The Neville Anderson Young Pilot Award
Neville with his favourite glider, FVV
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ou will remember Neville Anderson who sadly died last year following a short illness. Neville’s wife, Anna-Maria, and his sister, Delphine, have kindly donated an annual award of £200 to recognise and encourage young pilots in developing their flying skills. Any pilot may apply if he or she
is under the age of 23 and is a member within the cadet scheme, the CGC young adults scheme, or CUGC. Applicants will be in at least their second year of membership and must be in full time education and not in full time employment. Applications should be made by email to the Treasurer Rhod Turner at rhod.turner@gmail.com outlining your current experience and why you are applying for the award by the closing date of 30 April 2010. It is expected the successful recipient will be presented with a cheque which will be paid into his or her flying account by Anna-Maria in early May. Peter Warner
Gliding to end in 2012?
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urocontrol, the European Organisation for the Safety of Air Navigation is currently consulting on its proposed Standardised European Rules of the Air. Given the nature of the proposals, we are asking that as many glider pilots as possible take the time to respond in order to highlight our very significant concerns. As the name implies, the proposals seek to unify rules of the air across Europe by cancelling all agreed national differences from current ICAO standards. This will result in the removal of decades of appropriate and sensible national modifications and differences to the ICAO Rules of the Air. These national differences, as seen for example in the UK ANO and in the series of exemptions put in place by UK CAA - are appropriate and safe. The safety, operational and economic impact associated with inappropriate Standardised European Rules of the Air is likely to be significantly damaging to gliding. For a start, normal gliding flight would be classed as aerobatic and would, therefore, be prohibited unless specific permissions were obtained. There would be no more field landing training in motor gliders, no more ridge soaring, as we know it and potentialy, the closure of unlicensed aerodromes. We would also have to file flight plans with ATCIf established, these rules would affect all pilots from 2012. BGA news release
Frank Prime
Frank in a Grob II at CGC
Frank Prime: 15 May 1922 2 March 2010.
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rank passed away on 2nd March 2010. With the exception of his last 2 years, he had enjoyed really good health. Frank was born into a Farming family and ran a farm in Farnham near Bishops Stortford for much of his life. When the war came he joined the RAF and became a Warrant Officer. Serving in South Africa he learned to fly gliders which were to be towed into France behind Lancasters. Fortunately for him the landings took place in Europe before he was ready. He was also very lucky again going to Karachi preparing for taking on the Japanese, but the American’s got there first. Whilst in his fifties, his daughter gave him a gliding lesson for his birthday and from that day on, farming wasn’t quite so important. Anytime the sky looked soarable he was off, saying you can manage without me can’t you. I got to know Frank well when I purchased a share in a Dart 17 in the early 80s. Together with the third member of the syndicate, Peter Pool, we spent the winter recovering the wings and refinishing the glider. Frank always made a good contribution, particularly on any manual tasks as he was a large man and as strong as an Ox. He was a good syndicate partner and friend. Frank really enjoyed his gliding and flew solo into his eighties. The only thing that stopped him flying was the difficulty he had getting into and
out of the cockpit. He accrued over 1000 hours in gliders and as well as flying with the Cambridge Gliding Centre, he enjoyed numerous expeditions to The Long Mynd, Sutton Bank, Portmoak, as well as other local clubs. He and his wife Norma took several holidays in the Antipodes. He always managed to find an airfield where he could fly. Even on the last trip at the age of 84, to celebrate their 60th wedding anniversary, he still managed a flight. He had several other interests. Making and consuming beer, old farm machinery, mostly steam driven, and keeping weather records, which were published monthly in the Parish Magazine. One of Frank’s memorable comments was “hope springs eternal” which he used when he needed to be really optimistic about a particular outcome. The other was “I can’t be doing with that” when things were happening that he didn’t like or approve of. Frank was a true gentleman with a down to earth approach to life. He was larger than life and always jolly and positive. He was a popular member of our club and we will miss his cheerful and helpful presence. Our sympathies go to his wife Norma, son David, daughter Tuppa, and all his family and friends. Mike Smith
Fronting Up
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he front cover of a magazine is central to its success. This issue's cover picture was created by Sarah Kelman. It is actually two photos blended together. One is of Andrew Beatty in our ASK21, KFY, and the other of the Robin tug coming in to land. After half an hour on the PC the two pics had been seamlessly stitched together. An hour earlier Sarah had completed a '300' on the best day of the year so far.
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Nose Hook for DM
f you have been frustrated by the absence of the Discus, DM, it should soon be back on-line. The reason for the delay is that it's having a new nose (aerotow) hook fitted. This is one mean job. It has involved
opening out the nose, re-plumbing the pneumatics, glassing in a frame for the hook, re-routing the release cables and re-assembling the kit. In addition, the blistering down the fu-
Nose Job: New nose cone for front release
selage and nose has been repaired and the glider has had a new CofA. It will be worth the wait.
CGC has more double O's than GCHQ
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f you thought that GPS and IGC loggeres had put an end to the paperwork of badge claims, think again. The BGA still insists on your claim having a signature. And that means finding an 'OO' or official observer. Thanks to Martin Gregorie we now have a definitive list:
Baker Peter Bridge John Bryce-Smith Robert Davies Jem Decloux Ariane Drury Graham Evershed Mark Goudie Gavin Gregorie Martin Head Alan Head Wendy Hooson Bryan Knight George Lees Don Longland Steve McIntyre Ross O'Donald Peter Pursey Bob Sanderson George Smith Mike Ward Rod Welford Robert Whitehead Martin
April 2010 www.glide.co.uk
GT 5
Learning the hard way Recently qualified BI, Phil Scott, learns the meaning of ‘never low and slow’
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rashing your glider is not fun, but sometimes it is useful. It was three years ago now that I wrapped Weather Jack’s pride and joy around a tree, having owned it for less than a year. It was a fine example of Polish glider making, a shiny Jantar Std. 2 which, for the uninitiated is essentially a Junior on steroids. It was no ASG, granted, but it was ‘mine’. Overnight I had graduated from a poor glider-less student to a member of the gliding illuminate. I was a professional now, one of those elite who would rock up on a bank holiday, throw on their wings and bask in the glory of the aerotow launch queue while the plebeians gazed on in envy as they fetched another pair of winch cables. Or at least that was the rather misguided sentiment tucked away in the back of my mind, as my confidence and ego overtook perspective and ability in a way which appears to be a unique phenomenon in twenty something young men who think they can spend a few quid and earn the respect of the world. All that was missing to complete the picture was perhaps some blue neon lights
Phil Scott’s Jantar wrapped around one of only three trees for miles. Excuse: “yesterday it was working just fine” before I left, so obviously I was already a professional and so was not overly concerned. The first half of the week was splendid, the wind blew and I had hours and hours of fun polishing the rocks and terrifying walkers and sheep at 100 knots and 20 feet AGL. On the day of the crash, the wind had dropped and swung around 45 degrees or so. After launching and reaching the ridge I had been scraped around for half an hour or so just below the top, but I was getting a bit flustered – after all, I was doing this yesterday and it was working just fine. To make matters worse, I could see people who had managed to climb away heading out comfortably to explore the next bowl. I was getting hot, bothered
I sat and ate my sandwich as I contemplated whether the tree branch that now had me trapped in the cockpit might actually have saved my life. underneath the fuselage and an extra riser on the tailplane. As you might have gathered, it didn’t work out so well. Some friends had organized an expedition to Denbigh, North Wales, and I was keen to flex the wings on my new toy. There wasn’t to be much in the way of instruction; there was a skeleton team at Denbigh to sign us off and launch us, but during the week the only local around was the winch driver. I had about 10 hours of ridge flying under my` belt GT 6
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and flustered. I should have given in at this point and headed back to the field, but instead I decided to press on and try the next bowl along. I set off, lost another hundred feet or so and rounded the lip of the bowl. I held my breath, crossed my fingers and sure enough the vario went silent and then began to chime that delicious ‘beep’.... ‘beep’.... ‘beep’... that only 0.5 knots of lift can bring. Not wanting to miss an opportunity, I slowed right down to just above the stall, lapping up every bit of energy the air could impart
when all of a sudden it occurred to me that the main ridge ahead was becoming rather proximate, and decided that I had better turn away from it. I sat and ate my sandwich as I contemplated whether, inconvenient as it was, the tree branch that now had me trapped in the cockpit might actually have saved my life. I had not been able to turn steeply enough away from the hill to escape and had performed a kind of mushy stall across the slope. The impact itself was not that severe and there was only minor damage to the belly. However, as I had scraped along the floor the starboard wing had struck a tree, writing off the glider and spinning me around to face the valley floor. The hill was very steep, and I had I not had the tree holding me back I suspect I might have been found upside down at the bottom. You can imagine the rest; the sheepish phone call to the club – the epic (ultimately pointless) retrieve. The chat with the CFI. The endless ribbing, soul searching and ridiculous insurance premiums. For a nearly a day, I was unsure whether or not I should glide again. To have ended up writing off my pride and joy in an accident that could easily have been avoided made me realise that there was more to gliding than just learning how to fly. I mean, that would have helped, for sure but really more than anything else... I just needed to grow up.
TEM:ACultural Change? Threat and Error Management is used in civil aviation. What can glider pilots learn from it? CFI, Richard Maskell, explains
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ost of you will probably be unaware of the gauntlet thrown down by the BGA to club chairman and CFI’s to reduce the accident rate in gliding. This message was presented at Hugh Browning’s recent safety presentation and reinforced at the regional CFI’s conference. To cut a long story short the accident rate in gliding has remained unaltered over the last 25 years. However, the injury rate has increased, probably due to the increased weight of modern gliders. Unfortunately the level of insurance claims has also increased, especially with respect
‘In recent years the amount paid out by the insurers has significantly exceeded the premiums collected’
to trial flights and instructing accidents. In recent years the amount paid out by the insurers has significantly exceeded the premiums collected, trail flight claims being by far the most expensive. This all sounds a touch monetary, but we are on the brink of becoming uninsurable as a sport. Besides the financial implications having accidents is “not a good thing” – for obvious reasons! The BGA’s message is rather stark. The BGA stated that Leadership to a safer operation must be lead by the CFI and chairman, this means: no trial lesson accidents no serious instructing accidents, pilots able to evaluate and manage risk and fewer accidents in the six priority areas (winching, spinning etc.) The good news is that our accident rate is around two thirds of the national average and that we have already implemented most of the practical suggestions made by the BGA. But this leaves no room
for complacency. The BGA mes- ble hang ups. sage emphasised that what was In contrast, some errors in needed was a complete change in winching are a high rotation rate the safety culture at gliding clubs, into climb, climbing too steeply, not just a bit of fiddling with the incorrect c/b recovery and not getinstructing syllabus. Unfortunately ting to the right attitude/air speed they didn’t recommend how to ac- before manoeuvring. Pulling too tually achieve this. hard at the top of the launch and Last November I attended a over stressing the glider or flicking motor glider seminar at the club into a spin entry. run by Andy Miller – BGA moHaving identified these the next tor gliding supremo. One of the step is to identify safeguards that talks was new to me. It was given will help to protect against these by Steve Oddy from the CAA and threats and errors. Taking winch covered Threat and Error Manage- cable breaks as an example, some ment - TEM. It transpires that this suitable safeguards would be: is a technique used by the civil • Speed monitoring, awareness aviation world to systematically of nose attitude, reduce risk. Over the last four • Correct cable break recovmonths Robert Bryce Smith and I ery technique have been investigating TEM. We • Accurate approach control think it shows promise as a way of • Judgement of whether land preventing some accidents before ahead option available they happen • Always maintaining safe I apologise if this all looks a bit attitude for speed and height on jargon ridden but it seems sensible launch to include a brief description of • Knowledge of correct cable TEM. break procedures The idea is to identify potential • Methodical eventualities causes of incidents and accidents. pre take-off brief These causes are categorised as • Recognising wind gradient either threats or errors. • Correct critical height caThreats “come at” the pilot, ble break circuit whilst errors are “caused by” the • Hand on release so that pilot. For example some gliding cable can be released quickly, parthreats and errors would be the ticularly if wing goes down on weather such as low sun/misting, launch. thunderstorms, rain, strong wind Some of these safeguards are or gusty thermals - leading to related to a pilot’s abilities, for exground handling problems. Human ample a pilot with poor situational factors can also be threats. Most awareness would have trouble reccommon are dehydration, fatigue, ognising a wind gradient, good depoor performance, personal issues cision making helps with judging (domestic or work worries) boredom and medical issues. Glider pilots are (should be) well aware of the threats from winching. These include: wing drops on the ground due to cross wind or wing tip runner getting it wrong, cable Room for error: rotation, speed, recovery and decision breaks and ca- making. TEM puts structure into assessment April 2010 www.glide.co.uk
GT 7
Cu nims on a competition day at Nympsfield 2005. How many threats can you spot? what to do with a critical height cable break. A key aspect of this whole approach is to be able to catagorise safeguards by pilot attributes. So if a pilot is weak in a particular area then the related safeguards naturally form a tailored support program. Prompted by this I recently introduced a Pilot Review Form to be filled in by instructors during refresher course and annual checks. I was rather caught out by the timings with a lot of the refreshers being run before the instructors meeting. The idea is for the instructor to discus the form with the “refreshee” before starting, and to fill it in after the course or checks. It can be used as an aid to summarise the course. The form has categories for skills, judgement, knowledge, situational awareness, workload management and decision making. Each category is assessed as being standard, very good, support needed, or fail. I would expect most pilots to come out as ‘standard’, that’s sort of what the name implies. ‘Fail’ would be extremely GT 8
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rare, meaning that your flying wasn’t up to solo standard. ‘Support needed’ means you are Ok to fly solo but a particular aspect of your flying would benefit from some tailored help. ‘Very good’ is pretty self explanatory. On completion the forms would be sent to me. The forms should soon be downloadable from the clubs web site.
'I believe CGC is the only club in the UK even looking at making TEM work in a gliding environment'
I can understand that this may cause some unease. As a club we’ve never had to fill in forms like this so it seems appropriate to explain why I think these are a good idea. First the easy one, as CFI I am responsible for all flying at the club. If somebody has an annual check and some aspects of their flying concerns the instructor, then I would expect the instructor to talk to the pilot and agree some remedial plan to help the pilot get
back on track. Without the form I simply don’t find out about this and have no opportunity to check that the support plan has worked or that it even happened. Secondly, the categories on the form are designed to match up with the TEM safeguards, helping to generate a support plan for the pilot. The forms can also help highlight potential instructors. Finally, we grew the club by around 40 new members last year, the size of some of the smaller clubs in East Anglia. I simply cannot keep track of new pilots progress without some form of feedback. If you have any questions or concerns please feel free to email me at richard@maskells.net or talk to me on the airfield – if I am trying to rig and fly cross country I may say, “can we talk later”. At present I believe CGC is the only club in the UK even looking at making TEM work in a gliding environment. It may all come to nothing, but in light of the BGA’s challenge it seems worth a go. Happy soaring Richard Maskell, CFI, CGC
The Generation Game There are few pilots today who soloed without dual instuction. Bryce Bryce-Smith is one of them. To mark Bryce’s 80 years (63 a pilot) the club gathered last January to celebrate a milestone for the man and the club. Andrew Watson reports
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n Sunday 17th January Bryce Bryce-Smith celebrated his 80th birthday by piloting a glider at Cambridge Gliding Centre during a celebration of his 63 years in the air. For this special flight his glider’s tow-plane was piloted by Bryce’s airline-captain son Robert, with grandson, Toby, as a passenger. The glider was released at an altitude of 3,150 feet - 50 feet for every year Bryce has been flying. Bryce was born near Cambridge in 1930, went to school in the city, and started training on gliders with the Air Training Corps’ 105 Gliding School at Cambridge airport on 12th January 1947, aged just 16. At the time the ATC still used the solo method of glider training, where the pupil was strapped into a single-seat “primary” glider and first winched along the airfield in a “ground slide” to learn about aileron use. This lead to a series of “low hops”, towed to 6-10 feet altitude but landing immediately, then successivelyhigher hops, with the instructor cycling alongside shouting advice. Eventually
Grandson,Toby, with father, Robert, in Robin. Pic:Colin Hinson
Bryce in the back seat of K21, KFY, with Andrew Hulme.Others (left-to-right): Rhod Turner, Martin Pointon, Gavin Goudie, Mike Smith, Cathy Prescott. Pic: Andrew Watson the student was ready to tow to height, release, and fly a 30-second-long circuit, a feat Bryce achieved in April 1947. Bryce joined the RAF for National Service in 1951. After initial training in Scotland, he was sent back to Cambridgeshire to convert to Meteor fighters at RAF Oakington, and then Canberra jet bombers at RAF Bassingbourn.. After completing National Service in 1953, Bryce continued teaching gliding in his spare time with the ATC at Marshall’s in Cambridge until 105 Gliding School closed in 1955. Meanwhile, he also joined Cambridge Gliding Club, where he taught civilian glider pilots until the age of 72. As a civil engineer, Bryce was instrumental in moving the club from Duxford to Gransden Lodge in 1991, helping to re-commission the airfield from the farmland to which it had been returned after the war. Despite a stroke in 2002 which robbed him of speech, Bryce is still an active pilot. In his lifetime of flying he has accumulated over 4,500 hours in gliders and another 4,500 in powered aircraft. Bryce’s professional life was spent working for Cambridge City Council, latterly as City Engineer. In 1962 he married Gillian Maltby, who for many years edited S&G. Robert Bryce-Smith, Bryce’s son, a training captain with Easyjet, said: “Flying has been Dad’s lifelong passion. He goes flying two or three times a week. He’s lost none of his ability to soar a glider and sometimes flies out to places like Bury St. Edmunds or Leicester and back. It’s great to see his enthusiasm.” Club Chairman, Richard Brickwood,
said: “Bryce began flying while still a teenager, and spent over five decades helping others discover the thrill of gliding through his selfless work training new pilots. We congratulate him on his lifetime in aviation, and are proud to continue his work teaching young people to fly. In addition, Bryce was a key member of the team that moved Cambridge Gliding Club from Duxford to our current magnificent airfield at Gransden Lodge.”
Nowadays, Bryce is a man of few words. However, his son, Robert, managed to coax a few... “Thank you all for my party it was quite unexpected and it was great to see so many of you there. “CUGC/CGC has been a very big part of my life. After 63 years of flying I enjoy it just as much as ever! "I’ve seen some massive changes in gliding and in the club - but coming out to the airfield remains one of my biggest pleasures in life. If not flying, then seeing old friends and helping around at the launchpoint; on the golf buggy is good fun. “I still fly my DG500. If that’s not available then I fly club two seaters, motor glider and Bluebell as P2. I enjoy trying to get the T21 as high as possible - especially when my son has forgotten to put his coat on! “Thank you all for helping me enjoy what continues to be a great pastime.” Bryce Bryce-Smith April 2010 www.glide.co.uk
GT 9
2010 AGM Andrew Hulme passes the reins to Rhod Turner after five years in harness. The last two years have been challenging but Andrew hands over a club in fine fettle
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he accounts for the year ended 30 September 2009 taken together with those for the last couple of years illustrate our heavy reliance on activity based income to cover fixed costs. We have worked hard to reduce the impact of this link over the years and in some respects have had considerable success. The introduction of the facility fee some years ago, the cross subsidy to aerotows/ winch launches from that and, more recently, the increase in that fee with higher cross subsidy is the best example of fixed income which enables us to reduce charges on certain items of activity based income………and reduce our reliance therefore on that income which falls short in years of, say, poor weather. Against that general background the following summary is presented in regard to the 2009 management accounts approved by the directors on 10 March – we start with the unnumbered pages at the back of the accounts:
Aerotowing
With the insurance write-off of the Rallye in 2008 we suffered the maintenance of both tugs in the winter of 2007, and the insurance of both tugs for the whole year 2007/8 but the need to rent in a tug to replace the Rallye for a substantial part of the 2008 season. Given that the rental was at full rates reflecting maintenance and insurance we had unavoidably duplicated costs for 2008 season. Together with a poor year, and poor weather for the 2008 competition aerotowing only broke even. Perhaps we were fortunate to achieve that. We went into 2008/9 accounts year with the residual insurance GT 10
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charges for the Rallye but a budget which reflected the need to rent in a tug for 2009 season and with clear management objectives for the tugging operation. We had a very expensive annual inspection on the Pawnee in the winter of 2009 but so much work was carried out that we considered there was an investment in the Pawnee maintenance for the future. That proved to be the case with very much improved serviceability in 2009, resulting in less reliance on the hired in tug as the Pawnee was No 1 tug. Part of the cost of that ‘annual’ was carried forward and has proved to be justified by a very low bill for the Pawnee annual in the winter of 2009 (2009/10 accounts year). The result of nearly £13,000 surplus on aerotowing is pleasing and returns us to the satisfactory levels we have seen in some earlier years. Thank you Robert Bryce–Smith for your management of this facility and the good result!
Motor Gliding The Motor Glider also had an acceptable year. Although we still only achieved about 200 hours split roughly equally between ourselves and the Scouts this was despite the Motor glider being out of action for a good part of the winter 2008/9 for a new engine. The high maintenance costs in 2007/8 accounts year (winter 2007) were for an annual overhaul and part refurbishment. Because of the cost sharing arrangements the repairs on our accounts were high, and the income similarly high (including the recharge of the maintenance) but we did not cover our costs on operations for 2007/8 and ended up just below breakeven. The 2008/9 non-flying winter, due to the new engine, did impact on hours achieved in the financial year and therefore there is not such a good return, but did not impact on the cost sharing arrangements – there is a separate engine fund. Accordingly operating costs are well down for 2008/9 compared with 2007/8 and income came down too, with fewer costs to re-charge. There were motor glider rental charges (Tim Wilkinson’s Grob) included as well as the airframe hire charge/depreciation charge on the
Scout motor glider which we bear. Net result is a good year with a surplus of £1,613 representing approximately £13 per hour. About right - and will be better when we can get the utilisation up.
Winching There were no major changes in costs and usage went up, from 6,700 to 7,500 launches, generating a significant net positive contribution (it was also positive the previous year).
Glider flying Income up (despite the loss of HOM part way through the season) – in part due to the well subscribed single seater scheme. Maintenance costs up with “transition” to EASA and registrations for all the gliders. Net result up slightly on last year and up on budget.
Courses A very welcome source of income, but one where we don’t isolate the expenditure so it appears only as an income source.
Competitions Despite the low number of entrants, the good weather (and some very careful budgeting by Neil Goudie) helped to turn in a positive contribution close to, but better than, the budget expectation. As the numbers of entrants were apparently not reaching expectation, he cut the costs: great work. The overall result was negative the previous year when the flying was minimal due to bad weather - but we had experimented with some more expensive, but improved facilities too so had a poor result in 2008). Thanks Neil – well managed 2009 result with difficulty of getting entrants after a couple of poor weather years.
Subscriptions and other income There was a noticeable increase in subscriptions which Richard Brickwood will no doubt refer to. Not all the impact of new members appears as the new member sub falls
part into this year and part into next (first membership runs for 12 months from date of joining). The increase is despite the headline subscription being reduced to £455 from £470 prior year. Very pleasing increase. Miscellaneous income is Cambridge Broadband, Ordnance Survey and Virgin Balloons. Last year it also included a write back of expired vouchers –where no write back is appropriate this year.
Other Income £15,776 is a surplus over the written value of the Discus – depreciation allowed for which is now written back as we received more for the glider than it was written down to. Bunkhouse and Caravans includes a charge to the competition of £1,600 for the provision of the shower and washing facilities reflecting a decision we made to build those facilities and cut out “renting in” costs. Catering shows a small profit, being the “Chiller café” in the office. The current arrangement is never going to make a lot as there is no profit on the sandwiches, just a contribution to delivery costs. BUT if we can continue this facility without losing money I think it is a good stand-in until something better comes along. Donations includes those made at sub renewal time, just under £1,400 from 50 members. The rest is the donation of travel costs and the tax reclaim under gift aid. Gift aid refunds run between £600 and £800 a quarter. “Events” is a mix of things, including, fireworks evening, hog roasts, and the catering cost (less income) for the VGC – but against that extra flying revenue was generated.
Overheads and Establishment costs Salaries are the office team and the flying team, together with, for the first time, paid log keeping in the height of the summer with three sixth formers helping out for a few weeks. Heat and light is a huge overhead and has been the subject of recent email circulars. The last quarter (which falls in 2009/10) cost about £2000 in electricity alone! Please be vigilant, and if you are using club electricity – your own parachute cup-
board, your a caravan or what have you please contribute. Travel expenses, though it looks high, is counteracted by the donations…….only small amounts of travel costs for very specific journeys (delivery of glider for repair, that sort of thing) are paid and not donated back. Interest – reduced with the general reduction in interest rates. As far as the element which relates to member loans, the rates will be restructured from 1 April and the previous “interest free deposits” abandoned from 1 October. Repairs – no track professional repairs this year. Reverting to the Statutory accounts: • The Balance sheet has improved from £123,800 to £132,400 • Prepayments are high as they include the prepaid deposit on the Robin £23,700 approx • Bank loans look high as we consolidated the Toyota and winch loans in with the new tug loan to get the benefit of current lower interest rates and held the cash on deposit expecting payment any day for the tug. I specifically asked the bank to leave the changes until after 30 September………..did they, no! Bank manager now changed! • Bank loan is now secured (subject of a bank debenture) (see note 11 on page 8) • Note 14 capital commitments………. is the Robin
Cash is King Of course businesses can be profitable and still run out of cash. Equally they can show a trading deficit after proper provision for depreciation (which does not involve flow of funds) and can have generated a cash surplus. That’s where we are this year. In 2008 we showed a significant deficit and only just positive cash generated from operations, (£1,300). That boils down to the fact that we covered our costs but set nothing aside for re-equipment. For 2009 I am pleased to say that although we had a trading deficit (if you strip out the surplus on the disposal of the Discus), the provision we have set aside for re-equipment (depreciation) was partly (mostly)
covered by the cash we generated of £24,000 from operations. That is a good number, ideally we would breakeven or better and then the non-cash expenses allowed in the accounts would mean generation of cash roughly equivalent to depreciation. We did not manage that ………….but we got a long way towards it. Whilst the aircraft hold their value and can be sold (or paid out on insurance) we will “get away” with not covering depreciation……… but it does not apply to vehicles and winches, hangars etc so we cannot be complacent and DO need to cover the depreciation every year if we are to re-equip as and when appropriate.
Summary Much improved result compared to 2008. Strip out the adjustment on disposal of the Discus and the accounts would show a deficit of £8696, budget deficit was £9282 – but there are many ups and downs in between headings:o Tugging positive variance o Motor gliding positive variance o Winching positive variance o Gliders positive variance o Courses on budget o Comps positive variance o Subs etc positive variance o Expenses – negative variance o Net result, roughly the budgeted deficit! And finally…………………….. I hand over to a new Treasurer this year. Rhod Turner has stepped forward – although there is some relief in making the change it has been very rewarding, and, yes, enjoyable………..all the more so with the great support of Richard Brickwood as Chairman and the background support of David Howse, John Birch, and other officers …………and it has been good working with Joanne Presland in the office. I am sure the new treasurer will find it hard work at times, but equally rewarding. His, undoubtedly different, approach will be refreshing – which is why we have officers changing at five year intervals! April 2010 www.glide.co.uk
GT 11
Chairman’s report Membership is up and 200 looks on. Sadly so are dings to club kit. But the biggest threat comes again from Europe with DIRSERA. If that sounds like a tart with syphilis, you’d be right. Richard Brickwood prescribes some antibiotics
W
elcome to the new season! – We went to seven day a week operations on Monday March 29th – it rained - and is still raining today as I write this; (and as I edit it, Ed) cloudbase at GRL was 300’when I was there this morning and even Robert Theil and Andy were looking to future soarable days rather than getting out there and on line for a launch. It must have been dire. BUT looking at the stats for the year to date and the launch sheets for March puts a whole different face on the picture. Robert and the winter crews have been having a pretty good time of it; they even delivered ALL the flights ordered under the City University scheme and the students were so enamoured with the flying program which we have developed for them that their tutor, Dr Douglas Greenwell, is already talking about repeating it next year. March also produced some pretty thermic days and a number of 200k X/C flights have already been completed.
Charming the punters: Peter B (left) and Phil Scott, Open Day 2009
Could this be the start of another great year? Let’s hope so. What else? Just as I keep thinking, “yup – up to date – lets go and do something else” GT 12
www.glide.co.uk April 2010
something else comes along and demands lots of attention. Last week a briefing arrived from Pete Stratten (Chief Executive BGA) on a 600+page Eurodocument which has the snappy title of “Draft Implementing Rule on Standardised European Rules of the Air”. OK – so Eurodocuments are a) dead boring b) nothing to do with gliding and c) someone else will deal with it. Sadly only a) is correct. At this point gliding needs YOU to do something and you only have until April 12th to get your act together. (If you have already responded to my e-mail of March 30th , or previously and directly, thank you, skip the next paragraph and go to the next interesting bit of GT. If not – read on. please. The bottom line is that DIRSERA was drafted for commercial air traffic and completely ignores private aircraft and (in our case) gliders and gliding sites. The BGA have summarised the main issues in the letter from Pete Stratten which I attached to my original e-mail – or you can find it on the relevant portion of the BGA web site. The problem is that if adopted (as drafted) gliders and gliding sites will have to comply with these new regulations. So, no more spin checks (=aerobatics=new regulations), no more ridge soaring, no more water ballast etc etc. The BGA response is excellent (but then it would be; not least because George Knight helped write a lot of it) but I URGE you to go to the BGA’s response site, read their draft submission, and paraphrase it in your own words. Sadly, despite not being sent personal copies of the proposed Draft by Eurocontrol, they will NOT accept an equally generic response from us - so we can’t cut and paste. Seems pretty inequitable to me - but that’s Euroland and we need to play by their rules (and use their forms).Could you let me know when you have sent your response in as I would like to keep track of how many CGC members do so - not least because a potential next step is to get our MEPs involved and it would be good to give them some specific idea of who in their constituency is actively involved. All have been invited to our Open Day (May 9th) and there is no such thing as a free lunch (or coffee and trial lesson in this case). I
Richard Brickwood in ASW19, HLV
know that this request will provoke a groan - but nothing like the one that will emanate from the land if we do NOTHING and the regulations are imposed. I’ll be doing one on behalf of both CGC and myself -which will be kind of tricky given the no cut and paste rule. The AGM was well attended with nothing too controversial on the agenda. A presentation by new committee member Jason Holloway on the work he has been undertaking, in conjunction with Richard Baker, on getting CGC further up the results of various search engines, such as Google, was warmly received. It is already bearing fruit with a measurable increase in the number of hits to the site and increased activity to the “shop”. Dave Tew and Neil Goudie were also elected to the new committee, with Neil taking a specific role of organising the Regionals and ensuring that they fit smoothly into normal Club operations. Rhod Turner has agreed to succeed Andrew Hulme as Treasurer as Andrew must step down under the “five year” rule for key Committee posts. He has agreed become a Director of Cambridge Gliding Club Ltd
“He has gently and firmly dissuaded me from bankrupting the Club with my more wild spending ideas... where his corporate knowledge and memory will be invaluable. I would particularly like to thank Andrew for everything that he has done over the past five years (and his family for putting up with his evening and weekend work load). We have new kit, including duplicate tractors, winches and tow out vehicles. A fabulous new primary tug in the shape of the Robin DR400, an ASW24, bunk
houses, showers and toilets. He has gently and firmly dissuaded me from bankrupting the Club with my more wild spending ideas and been a great support and valued advisor on more occasions than I can list. Somehow he has consistently delivered a good financial result and hands over to Rhod a club on a sound financial basis. So, a final AGM for Andrew, heartfelt thanks from all of us, and the recommendation that he now goes and flys the gel coat off HGV, his DG 500. I suggest a lot of 5,000’ aerotows – Rhod wants the revenue. Membership – the work of the Recruitment and Retention team lead
“The bottom line is that DIRSERA was drafted for commercial air traffic and completely ignores gliders and gliding sites
by Tony Cronshaw continues to bear fruit with something like 40 new Full Flying Members recruited in 2008/9 – and a further five this year already. Depending on how you count the numbers, current membership is in the region of 170 which is nicely up from about 150 at the same time last year. This is a fantastic result and puts our target of 200+ clearly in sight. Sadly we lost four members, Neville Anderson, John Mcnamee and Frank Prime during the year and, of course, Douglas Brooks. The AAIB report into the accident to G-CHOM (in which Douglas Brooks died) is still in draft form and will take a couple of months to finalise, but our understanding is that the report currently contains no recommendations, negative comments, or substantive conclusions Our Open Day is on Sunday May 9th. This is THE major recruitment event of the year and where we will make the biggest step towards that magic 200 members. If you can only help out on one day of the year – make it this one. Its good fun, hard work, drives new members and fills the evening classes. Last year we had c12 helpers which meant that we were running around like maniacs – and that did NOT give a good impression of our ability to deliver. There is nothing like a field full of
enthusiastic pilots talking to the public to recruit new members and we all need all the new members we can get. The long term benefits of increased membership and asset utilisation for CGC and gliding generally are immense. There will be a general briefing for helpers at 0900 in the Club House. If you cannot be there by then don’t worry, simply find someone who was to get the details. But, please, don’t stay away. The calendar has been widely circulated and I would urge you to support the numerous events which are listed. These range from the regular cross country courses, an advanced Cross Country Course being run by Sarah Kelman, the Inter Club League to the Gransden Regionals for which Neil Goudie has promised perfect weather, task setting and catering. Bit like last year really. It is not (yet) sold out –but Neil is working on it. Get your application in soon to avoid disappointment. We sent the Grob off site for its annual, to have the front canopy replaced and the rear hinges reset. It is back and perfect. The “wind noise” that made EWP a hangar queen has gone and she is a delight to fly. Try it, you will be delightfully surprised. DM is having a nose hook fitted as part of its annual and will be out of the workshop within a week a so. All this has taken a little longer than anticipated not least because Robert got side-tracked by a couple of minorish incidents of the type mentioned below. We are having a significant number of minor incidents with damage to kit. These all cost time and money to repair and incur loss of revenue whilst the kit is out of commission. We’ve broken two canopies (which cost between £2,500 and £5,000 each to repair), run over x2 K21 seat backs, hit the bus with a Junior, the Romany Hut doors with the winch, the rear lights of both Toyotas, run over the Grob tow-out gear and driven off the bus whilst attached to the charger. Worryingly not all such incidents are reported. None of us really wants to launch in a glider that has been stressed in a minor crunch or heavy landing; miss a launch because of broken gear or stand in the wind because the bus is u/s. If you do damage something (or
notice something has been damaged) please tell an instructor or the Office. Then we can fix it. No blame will be attached or personal cost incurred; but we simply do need to know – it’s so much safer that way. As part of an on-going process of formalizing routine management of the Club we have recently created an organogram which shows all the jobs that need to be done in order to keep things running as smoothly as possible and who does them. This has already high lit a number that are NOT currently being undertaken and a “SitsVac” column (page 16) will be a regular part of GT in future. Could you please consider taking one of the vacant roles if you are nowhere on this chart and not performing a regular rostered duty. Some of them, such as the S&G correspondent, will only take an hour or so yet make a significant contribution to the Club’s visibility in the wider gliding community. Others might require specialist skills or knowledge; but the Club really does need everyone’s help and coop-
Julian Bane in back of KFY with trial flight
eration to keep it running and launching gliders safely. Finally – one of our members, Ross Macintyre, joins a long list of esteemed and internationally famous glider pilots by being awarded the FAI Lilienthal Gliding Medal for services to gliding. It’s worth a look at the FAI web site to see just how esteemed that list is. Congratulations, Ross. Have a good season - and see you at the Launch Point. Richard Brickwood, Chairman, Cambridge Gliding Club April 2010 www.glide.co.uk
GT 13
Slowly does it South Africa is the home of record breakers. Karl Martin keeps up a fine tradition
A
ll my earlier attempts at a 300 Km flight had resulted in landing-out. There is no greater evidence of failure than landing-out. I should know. I’ve made six so far and none of them show any ambiguity about my soaring prowess; merde. The location for success was Bloemfontein, capital of the Orange Free State in South Africa. It is just south of the tropic of Capricorn on a vast plateau, mostly at 4,500 ft asl. In December with temperatures well into the 30s, density altitudes of 7,000 ft are common on the surface. Although I was flying a light hot single-seater, an LS7 with a 43:1 glide ratio, aero tows take significantly longer than they would at sea-level. Hereabouts, much of the land is used for growing maize on enormous fields, hundreds of hectares in area.
So, landing-out on stubble or ploughed fields is not difficult or dangerous. However, it has been my experience that retrieval by road takes forever not to mention being expensive. One of my three land-outs took nine hours, even though I was only 100kms away from the aerodrome. I walked for two hours to a dirt road and was eaten by bats and bugs for another six hours before the crew found me. Then the crew wanted me to buy them dinner. Luckily for me, it was so late that all local restaurants were closed. Lucky for them, I was too tired to kill three people in one evening. Instead, I enjoyed the charitable thought that I could give them rabies from my bat bites and they would suffer long slow painful deaths! I digress. Departure I had chosen to be at the back of the glider grid so that thermals would be better developed by the time I was due to be airborne. Generally, this works to the advantage of a novice like me but has the price of a shorter flying day, about an hour on this particular day. It takes that long to launch six gliders
at this altitude. When my turn came, I took a tow towards puffy cumulus clouds against a blue sky, a perfect soaring day. Soon I noticed that my ASI was reading zero. Tapping the instrument did no good. I advised the tug pilot of my situation and released over the airfield. I kept my approach speed constant by keeping the whistle from the air-vent constant. It worked well and I landed without incident. Back on the ground a bug was found to have blocked the pitot tube. Apparently, pitot covers are for wimps in South Africa. Forty minutes later, I was airborne with a working ASI. Now it was 1:30pm, quite a bit later than planned. First Leg I released in a thermal at 6,500 ft and reached 10,000 ft fairly quickly. The cloud base was another 3,000 ft higher. If I could cruise in this band 10,000 to 13,000 ft, I would be following the advice of my parrot: “Get high, stay in the top one third of max height”. If I descended close to 10,000 ft, I would have to find a thermal even though I was still about 6000 ft agl. With this plan in mind, off I set for Hertzogville, 110 kms away. By the time I reached it, I was exhausted from so much turning in thermals. I had taken ten thermals to
Under African Skies: Jonker JS1enjoying what S. Africa is best known for, huge distances at speed GT 14
www.glide.co.uk April 2010
keep as high as I could, so keen was I to stay much higher than my parrot’s minimum. But it had taken me more than two hours to travel 110 kms. At this rate it would take at least another 4 hours for the remaining 200 kms. I would land in the dark at 7:30 or later. I must do better: take fewer thermals for higher climbs and fly faster, i.e. reprogram parrot. Second Leg Rounding Hertzogville, I headed east for my second turn point 80 kms away. Aha, an instrument told me I had a 9 kph tailwind. I slowed down to a little below best L/D and headed straight for the waypoint. About an hour later I reached it having taken only 5 thermals. That was better, 16 kms between climbs as compared with 11 kms in the first leg. Final Leg I had 120 kms to go on the final leg to make it back to my starting point. Now heading for home, I was
“Do you know that you had an average speed of about 65 kph for your 300 kms? We don’t have landing lights here, nor do our gliders have lights” facing a crosswind, much better than a headwind (parrot says: “think positively”). Also, along this route was an airfield 30 kms ahead which I could use as an alternate. As I got closer to the airfield I noticed that the clouds, which had been all around me thus far on the flight, were disappearing rapidly. The sky was turning blue and I was getting nervous. After the airfield I would have no clouds marking out thermals, just blue sky. I decided to go past the airfield as high as possible and if I got low after that I would turn back to land on it. My parrot advises 10kms glide per 1000 ft alt loss. I reckoned I could travel about 36 kms beyond the airfield and back if I found no lift, providing I could start at 13,000 ft. Using every bit of lift under the next cloud, I reached a little higher than 13,000 ft before accelerating into the blue. This was a calculated gamble. However, the air was so buoyant that I lost only 1000 ft in the next 17 km glide. Then I gained 200 ft porpoising through a blue thermal. Likewise in the following 16 kms, I lost 900 ft but gained 300. Decision point: do I
Attie Jonker getting on board his 'home-built special' Pic: Francois Caffa go on or turn back? I was at 11,600 ft and had 60 kms to go. 60 kms would require 6,000 ft altitude if I found no lift. That would place me over my destination at 5,600 ft, giving a margin of 100 ft (about a 1km glide) over the circuit height of 5,500 ft. That’s tight, very tight if I hit sink of significance. Naturally and illogically I pressed on. Within 5 kms I found a thermal which I took for a 1,500 ft climb. Gaining confidence with altitude, I pushed the stick forward and made an average IAS of 120 kph over the last 60 kms. Also, I averaged 24 kms between climbs for the whole leg. That’s more like it. When I landed at 6:30, just before sunset, I was tired but satisfied, ok I mean knackered! “Hey Dick, have a look at my logger. I think I have done my first 300 kms.”
“Hmm yes, it looks like you’ve qualified for Gold distance. Well done.” Later he said: “I don’t believe it. Do you know that you had an average speed of about 65 kph for your 300 kms” “That’s the slowest ever on our records. It doesn’t affect your claim for Gold, or the fact that you will buy beers tonight, but if you want to do 500 kms for a Diamond XC it will take you about 8 hours at that speed. We don’t have landing lights here, nor do our gliders have lights!” Later I discovered that the world speed record for 300 kms is 161 kph on average. A New Zealander, Jenny Wilkinson, holds it. One hundred and sixty one kph, wow! What a mover. As for me, it is time to re-programme the parrot. That is what winter is for. Next, I am up for Diamond. Will that make me a geezer?
The Cambridge Contingent: Robert Verdier and Matt Handke in ASH25 April 2010 www.glide.co.uk
GT 15
Sits Vac
Despite Gordon Brown’s best efforts to trash the economy, CGC has 33 vacancies. Whilst the pay is lousy (none) there’s fresh air and you get to reduce the running costs of the club. Paul Harvey takes a creative look at what’s on offer (and ignores employment law)
D e s p e ra t e l y Seeking Susan?
Well look no more, we’ve found one for you. As the CGC S&G Co-
respondent you will write to her six times a year. BUT Can u spel, right, and luv wurds? We need sumwon (anywon) to tel the world about CGC threw S&G (the UK’s second best gliding mag). Good knowledge of libel law essential
Winch Drivers Wanted
Benefit claimant
Into Watersports?
Are you living in a mansion in St. John’s Wood on benefits and sick of the Daily Mail hounding you? Well, CGC need a Sources of Grant Tracker. You will be a highly experienced benefit-cheat able to spot a freebie from 6,000 ft. Preference will be given to applicants with more than 10 children from multiple partners.
Failed at Top-Gun? This is the next best thing. Get behind 450hp and accelerate (others) from 0-60 in FIVE seconds. What is there not to like? (Gentlemen's literature supplied)
You’d be surprised how many are!
CGC need someone (rabies free) to
take care of cold water supply for ballasting gliders and washing equipment..
Coffee, tea or me?
Tired of being on strike? Had your travel perks stopped? Then CGC has the job for you. We are recruiting TEN launch point assistants. You must be good with people and able to cope with tantrums from cross (livid) - country pilots when the dew point drops to 5 celsius in August. Ryanair terms and conditions of employment apply.
The Ultimate Mc’Job
Do you suffer from MRSA or dysentery? Are you a carrier of botulism? Then maybe this is not the job for you. Otherwise, CGC is seeking a catering and kitchen organiser GT 16
Grass Cutter (x3)
Lost your driving licence? Want to get back behind the wheel? Can you drive in a straight line? This is for you! CGC needs 3 grass cutters to maintain the airfield. Members of AAA, grass lovers and the visually challenged need not apply
www.glide.co.uk April 2010
needed
Air Traffic Controller (Aka Launch Marshall)
Can you walk and chew gum at the same time? CGC needs five launch marshalls to prevent aircraft landing hitting those taking off. Would suit recently retired Cabin Services Director from national flag carrier. Terms and conditions of employment may differ from expectations. Generous strike leave for right candidates (x5)
Looking for a BRIGHT future
Due to promotion (he became treasurer) we now need a Ground Equipment and Airfield Officer. Basically you will take care of anything that doesn’t fly. Because members keep breaking things, this is a vital and busy position Elf ‘n bleedin’ safety officer Love form filling and telling people what they can and can’t do? This is for you.
Spin Doctor
Nothing to do with medicine or aviation. But can you lie like Peter Mandleson? CGC are seeking a dynamic communications professional to communicate the many and diverse activities of the Gliding Club. You will be conversant with email and posters
Jobsworth Wanted We urgently need a Planning Permission Officer. You will likely be a retired parking warden or head of planning at a dysfunctional council. A track record of removing illegal garden sheds or garden gnomes would be helpful, as would an obstructive personality. It is unlikely you will be a club member
Willie Wanted This is a fantastic opportunity for someone who wants to start their own airline or has just been sacked from a national flag carrier. You will be a natural blond-haired entrepreneur or a ruthless gobby Irishman able to extract maximum utility from aircraft and cash from punters. (OK, it’s actually a motor glider coordinator - but we all need to start somewhere) To apply for any of these jobs please contact the Chairman of Cambridge Gliding Club, Richard Brickwood, stating where and when you heard about them. You will then be offered the position with an immediate start.