FOOTLAUNCHJuly

Has it been a busy month for flying? I’ve no idea!

 

Blimey, was that June? As you can tell from my tardiness, I’ve been caught on the                        hop with this month’s Footlaunch.   

It was a lovely evening for the club barbeque at Ken’s place earlier in the month.  No one made a joke out of the association of the two words Ken and Barbie, which I found a little worrying – but maybe MHGC’s members are a little more sophisticated than I thought.

There have been some more good days on the Malverns.  I noted in my diary that the 7th and the 26th where both good days – at least for the PGs. I get the impression that the HGs do not seem to be enjoying good conditions on the hill though. Would I be correct in thinking that HG pilots are being put of by the shear number of floppies on the ridge when it’s a good light wind day? More on this subject later…

As you will see, I’ve yet again had to pad this edition out with my own drivel. Come on MHGC fliers, send me some copy! XC stories, anecdotes, theories, problems. They are all welcome. In fact, I hereby threaten to fill this newsletter with drivel and frivolity if you don’t contribute! Talking of drivel (see, I’m starting already), how about a problem page? Send in your flying related problems and our resident agony Aunt, Doreen Campervan, will try to put you on the straight and narrow.

Safe flying, Richard.

Next club meeting; on Wed 13th July at the Plume of Feathers, Castlemorton. 

SAFETY MATTERS and other stuff

 

 

Safety Officer's Bit -Flying Frocester and Selsley

Frocester and Selsley are Avon Club sites which overlook the Severn Estuary
just south of Stroud.  Details can be found in their sites guide which is on
the web at:- http://www.avonhgpg.co.uk/files/avon_sites_guide.pdf

These are popular sites because they offer good XC potential in NWlys; Selsley takes N to NW and Frocester takes NW to W. Amongst all the usual considerations like turbulence, tight T/Os and landings, and site rules, there's a couple of other things to be aware of if you're new or an infrequent visitor.

Bristol and Gloucester Gliding Club (aka Nymphsfield) operate from a strip immediately behind the ridge between Frocester and Selsley. The strip runs parallel to the ridge so they take off either over one site or the other - in W to NW they usually launch over Frocester, both aerotow and static winch. When soaring Frocester you need to keep an eye out for them as the tug/glider usually clear the ridge at approx 200' normally slightly N of our T/O. Winch launches usually go to ~1400' so not an issue for us when ridge soaring. However when drifting back in a thermal you need to be very aware of their launches particularly in a W or WSW when the drift may take you directly over their strip. Last week in a WSW a gaggle drifted straight along their runway in a very weak climb at 500' - a glider winch launched through the middle of them and then the released cable dropped and missed a
PG by ~50yds. It doesn't take much imagination to figure out what half a  mile of steel cable would do draped over a PG and pilot, but I think the cable would be OK.

Landing gliders also need consideration; they normally cross the ridge on base leg at 100'+ so beware soaring the ridge between Frocester and Selsley as at some point you'll be in their way. They haven't evolved as far as PGs have to be slope-landable. Have a good look when airborne, see where they're flying their landing circuit and stay away, they could get really annoyed if they have to land somewhere else, or you might even suddenly hitch a ride if they haven't spotted you…

Finally if you are in a thermal then lose it and decide to land on top somewhere, don't land on their field, it only annoys them and there's plenty of others big enough for a PG for gawd's sake! If you need a field that big you should really give up.

Both Frocester and Selsley are used extensively by r/c models. Frocester tends to be used by them in a SW (on the spur to the S of our T/O) so not usually a problem as it's not flown by us in that direction. However Selsley is very popular with modellers in exactly the same conditions as we like, and there have already been a number of collisions. So far no-one has been injured and they have just tangled in the lines. But if you get one in the face then you could be serious trouble. There is an agreement with the modellers that they stay on the left ie SW side of the bowl and we stay on the right ie NE side. I fly models as well and it's difficult to spot a PG bearing down in your peripheral vision as you are focussed on your model, particularly if there's a number of r/c planes up at once. When flying try and give them space, they make great wind dummies so it would be a shame to put them off completely. Occasionally they get annoyed and fly models at you if you stray into their 'zone' and that's not on - I find a gentle word as you grip them round the throat usually does the trick.

If you visit either site for the first time have a chat to others and check out any site rules etc and also bottom landings as these can change depending on crops etc, watch the gliders and models and give them some consideration as you fly.

Tim Crow

 

HG and PG take off areas on Kettle Sings

Certain HG pilots have been complaining about the lack of consideration shown by a few PG pilots when flying Kettle Sings in light conditions. As I understand it, area to the right (south) of the bowl is historically used by hang gliders for take off whilst the area to the left (north) is used by paragliders. This sort of segregation is usually followed on other sites around the country and works well. However, on light wind days PGs are landing on the area in front of where hang gliders are rigged. This is not a problem in itself but becomes one when the PG pilots decide to take off from that area instead of bundling up their wing and moving out of the way in order to give the hang gliders a clear and readily accessible take off run. As everyone knows, when conditions are light, pilots (both HG and PG) need to take off at a critical time in order to maximise their chances of catching a thermal. If you are clipped in on a hang glider behind a PG, which is laid out, then it is a very frustrating business if your one chance is ruined because you don’t have a clear run. Whereas a PG launch in nil or light wind is never guaranteed without the thing first going sideways or collapsing onto the pilot’s head, hang glider pilots can be off within seconds of making a decision to launch. They also have a much greater search area than a PG and just because a PG pilot decides a thermal is too far away to reach, this doesn’t mean a HG pilot will be thinking the same thing.  As a flier of both types I can empathise with PG pilots not wanting to drag their kit back across the hill on a hot day but please consider the poor hangy who has already carted 40+ kgs of kit up the hill in order to fly! So please, if you do land in front of any rigged hang gliders please make sure you aren’t being a hill hog!

Richard Sheppard

NEWS

 

MY SECRET HELL! MHGC VETERAN ADMITS ‘I’M BIWINGUAL’ IN SHOCK REVELATION!

Well-known Malvern club flex wing pilot John Bevan stunned the free flying world last month when he admitted that he is considering “binning” his Ukrainian hot ship in favour of a rigid wing and a paraglider!

Bevan, 82*, told readers, “This is the way I see 'Hang gliding in the future'. I see Stiffies
phasing out, leaving us with Rigids and Floppies. Both of Which, I will (I hope) be flying”.

Rumours that he was rendered temporarily doollally after an encounter with a large tree have been discounted.  “He’s always like this” said his wife and mentor, Diane. 

Although he did later admit to saying, “ Have now decided to … go Rigid and Floppy”, he is adamant that this was taken out of context and he wasn’t actually referring to his physical state. 

He denied being a closet full-on paraglider pilot. “It’s all lies. I’ve never been in a boutique in my life and it’s just not true that I’m looking for a job in IT!”  He also stated, “I’m just a casual floppy user – I only got the Sirocco because I was curious - I could stop tomorrow if I wanted to”. 

Eager Local fliers say they are now on the lookout for a suitably large bin in the vicinity of Bewdley in which they hope to find a very usable topless hang glider any day now…

*Kg

 
Historical Pictures (one day)pic by Diane Bevan
 
Group shot at Ken’s Barbie (no survivors)
 
 
 






 
Flying Diary 
 

COMPETITIONS & MEETS

Go4it 2005

Rules

1.    UK flights only.
2.    No infringement of airspace.
3.    Must have Pilot rating or be under instruction from one on the day.
4.    Flights between 01/12/04 to 30/11/05.
5.    Co-ordinates for T/O and landing required plus distance from point to point in Kms as a check. Flights will be scored to nearest 100m.
6.    Defined flights (BHPA rules) Coordinates for turn points in addition. Double distance awarded provided 60% of flight outside ridge lift.
7.    Stone's throw award for smallest flight submitted (or known about) provided distance 5km or greater (previously 3 miles).

Bryan Hindle

40.4      

42.6(DL)  

85.4(FT)   

6.7      

17.6(DL)   

34.9                 

61.7    

26.5

315.8

Tim Crow                       

29.8(DL)

15.8(DL) 

22.3(DL)  

31.6(DL)

63.4(DL)  

26.4(FT) 

 

 

189.3

Dave Jackson-Hobbs        

60.8

 

 

 

 

 

 

 

60.8

Dennis Ferneyhough        

40.4      

15.9     

 

 

 

 

 

 

56.3

Nigel Dewdney                

27.0      

19.6

 

 

 

 

 

 

46.6

Chris Smith

15.5

22.6(DL)

 

 

 

 

 

 

38.1

Rob Davies

20.4

8.7

 

 

 

 

 

 

29.1

Rich Sheppard

24.3

 

 

 

 

 

 

 

24.3

Carolyn Dewdney

13.5

 

 

 

 

 

 

 

13.5

NAME

                                                                                                                                                  TOTAL Km
                       
Flight Types

Open Distance (score = distance)
Open Distance flights do not have any turnpoints. Open distance flights will score the straight-line distance from the start point to the end point.

 

Dog-Leg (DL) score = distance
Dog-Leg flights are open distance flights with a single turnpoint. The turnpoint does not need to be declared beforehand. The turnpoint is permitted when pilots are forced to make a substantial change in direction.

 

Out and Return (OR) score = distance x 2 when the majority of the flight is out of ridge lift.
Out and Return flights commence at a start point, go round a single turnpoint, and return to the original start point. The coordinates of the start point and finish point are therefore identical. The start/finish point may be different to the actual launch/landing points but the flight distance is only measured from the start, to the turnpoint and back.

 

FAI Triangle (T) score = distance x 3 when the majority of the flight is out of ridge lift.
An FAI Triangle is one which satisfies the FAI's 28% Rule (shortest side must be greater than, or equal to, 28% of the distance flown). To fly a triangle you must round three turnpoints, and return to the original start point. The coordinates of the start point and goal are therefore identical and for declared triangles and local records, must be one of the turnpoints. The start/goal point may be different to the actual launch/landing points.

 

Special Rule to encourage pilots to attempt triangle flights
Note that for non-declared triangles, using GPS verification, you can fly a loop and you will be scored the best triangle which can be fitted inside it. Your track log points must cross to complete the loop. This means you don’t have to start and finish at a turnpoint but may start midway along a leg. This is to encourage pilots to try triangle flights.

 

Flat Triangle (FT) score = distance x 2
A Flat Triangle is a triangular flight as above, except that it does not conform to the FAI 28% rule. Completed Flat Triangle flights score the distance multiplied by 2 when the majority of the flight is out of ridge lift.

 

Failed Triangle (score = distance)
A Failed Triangle is an attempt at a triangular flight in which the pilot fails to make it back to the start point. Failed Triangles score the total distance from the start, around up to two turnpoints and back towards the finish point.

 

 

 

 

The following just missed the last newsletter (sorry Chris)

 

BCC update.

Kernow 7th/8th May

We entered the Kernow event in Cornwall. The forecast was not good for the
entire country with only a slim chance of doing anything on the Sunday.
Fate saw that the best place in the country to be was exactly where we were
going!
Bryan and myself went down early Sat morning and met at the briefing point
(the Little Chef near St Agnes!). Met the only other teams, the Devon and
Somerset Condors.
It looked like it might be flyable on the dunes at Hayle (near St Ives) so
we headed there, picking-up BBQ supplies on the way. The dunes are about
3km long facing NW and people were flying! We joined in and spent the
entire day flying. A task was set for a ridge-run followed by a spot
landing. I had to abandon my run after being pushed out of the lift by
other flyers (it was very busy at times) but Bryan did a good run. The spot
landing was better but not on the map. Bryan did better, trying to land on
the target at the same time as another pilot!
After a BBQ on the beach provided by the Kernow club (nice chaps!) we
set-off to St Agnes to make camp and meet up with some Condors for an
evening meal...which was nice.
Sunday was forecast to be more N and slightly less strong so we headed for
St Agnes, the one with cliffs straight down into the boiling sea, so no
bottom landing! It was flyable with small thermals until about 13:00 when
it got too strong. An open XC was set but I never established the rules. I
did a short (2km!) flop over the back (joint 2nd) only to find others went
for ridge runs which seemed to be allowed and so did much better. Oh well...
We came joint 2nd with one of the Condors teams. The Kernow teams were
joint first (fix!).
On the whole a great weekend. We learned some useful dune flying and ground
handling skills (the take-offs can be very messy!), and saw some excellent
wing control demonstrations from the locals. Best of all we flew both days
on an unflyable weekend :-)

Chris

 

Humour section

 

Tim Crow sent me a never-ending list of aviation jokes so blame him for this. (I don’t get half of them). RS

 

Aviation Jokes


CONTROLLER : Hawk 20, is this the same aircraft declaring emergency about
two hours ago?
PILOT : Negative, Sir. It is only the same pilot.



TOWER : Lufthansa 893, number one, checkcar on the runway. PILOT : Roger, we’ll check the car on the runway.



CONTROLLER : Delta Romeo Zulu, confirm you are inbound to Sulz NDB?

PILOT : Affirm, but we don’t receive it!



TOWER: PH-ABC, check you have the gear down?
PILOT: Sir, it has been down since this aircraft was built.



PILOT: Good morning, Frankfurt ground, KLM 242 request start up and push
back, please.
GROUND: KLM 242 expect start up in two hours.
PILOT: Please confirm, two hours delay?
GROUND: Affirmative.
PILOT: In that case, cancel the good morning!

 

 


TOWER: Paris tower to all aircraft, QNH is now 1017hPa.
PILOT: How come? Did everybody open their windows?



TOWER: Mission 1234, your are cleared to...via...and via...After take off...
and...then...climb to...and further...and descend...further instructions on
frequency...or...and squawk...Acknowledge please!
PILOT: Roger tower, we are cancelling IFR.



CONTROLLER : Delta Oscar Mike, squawk 0476.
PILOT : Say again.
CONTROLLER : Squawk 0476.
PILOT : Four, zero....?
CONTROLLER : Wollen sie nen leichteren haben?

 

 

 

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