The Wire November 2000

The Newsletter of Stratford Gliding Club

Issue 18, November 2000


The News Letter

Despite early indications to the contrary, we had a summer. July, August, and September salvaged what was looking disturbingly like a serious shortfall in our income. Lots of flying, lots of badge flights, lots of ladder flights, and a palpable enthusiasm for flying.

One side-effect of the second half of the summer, and the general level of enthusiasm that it created, was that the contributors to The Wire all found flying much more interesting than writing their contributions. As a result, we missed an issue, which should have come out in July or probably August, but nobody feels very guilty about it.


Club News

Who’s Done What

During this season, we’ve had six first solo’s, a bronze, a silver, and some silver legs.

There were 16809 km recorded in the Cross-Country Book, in 106 flights, of which 10 were over 200k; 12 over 300k; 2 over 400k; and one 504k flight, by Diana King.

Andy Balkwill gained a Basic Instructor rating, and Jeff Gale requalified.

Lee Ingram and David Johnson have Assistant Instructor ratings, and Roy Wood has a Full Rating.

The AGM 2000

The AGM 2000 took place on 19th October in the new Bearley Millennium Hall.

The Hall is bright, airy, and modern, with a pleasing amount of wood. Unfortunately, the adjacent bar is frosty and unwelcoming, and nobody stayed.

This is a summary of the meeting. A full report is posted on the web site.

Finance Report

The treasurer reported on the year ending 30th March 2000, as detailed in the Club accounts. He pointed out most important details, which included an operating surplus of £8000. The Lottery grant is being fed into the accounts over a period of ten years, matching the depreciation life of the Skylaunch, so only 10% of it is included in the bottom line for this year.

Among the proposal for fees for the season starting 1st April 2001 was a differential launch fee, £5 for club aircraft and £6 for syndicate aircraft. This generated a long discussion, resulting in an amendment from the floor, proposed by Jim Tyler, seconded by Steve Brown, that the launch fees should be the same for everyone, and that they should cost £5.20 for the coming year.

With that amendment, the proposal was accepted unanimously. The fees for the year starting 1st April 2000 will therefore be

Annual Membership £180 + £10
Senior, Family £100 + £15
Junior, Discretionary £60 – £15
Associate £18 + £1
Launch fee £5.20 + £0.20
Flying time £0.25

Brian Samson & Co were appointed as our auditors again for the coming year.

Chairman’s Report

Reduced Fees. There has been a change in the balance of the reduced membership fees. Senior and Family membership is now slightly above half price, junior and discretionary memberships are slightly below half price. This is sign of the spending power of the groups.

Donation. The Club has received a donation of £1000, from a member who wishes to remain anonymous, for the purchase of a parachute and an electric vario for the K18.

Electronic logging system. The electronic logging system, which John Dickinson has produced for us, has been on trial for the summer, during which time all the teething troubles were sorted out

During the trial, we had to keep paper logs in parallel, as backup while people were learning to use the system, and while we learned to trust it. That’s now over, the system has been live since the beginning of October, and paper logs are a thing of the past except in case of real emergency.

The biggest benefit is to the Club Bursars, who have an enormous amount of work reconciling payments against flight fees.

A further benefit is that the information from the logs is now easily available. Annual aircraft statistics no longer require thousands of numbers to be added up by hand. Monthly reports are available to the committee, and the treasurer is in a much better position to monitor the performance of the business. The CFI has access to pilots’ flying records and can monitor such things as currency levels.

These benefits ease the workload of many of the people who already do a great deal of hard work for the Club. Furthermore, in future, if we want it, we may be able to offer alternatives to payment on the day, such as accounts or standing orders, so there will be benefits to the membership in general. First things first, though.

Mains Electricity. The original estimate for this was in the region of £30,000, well beyond our means. Some deregulation changes brought this down to about £23,000, which is not noticeably more affordable. We now have an estimate of £14,500, with probably another £1000 for our end of the installation. It’s still a lot of money, but our generator is near the end of its life. Opinions vary, but the cheapest replacement we’ve found will cost not less than £5500, and may not be up to the job. We’ll need three of those before our licence on the site runs out, so the equation begins to look rather different. So, that project is under way, and we expect it to be complete by the early next season.

Election of Committee

Lez Blair, Derek Phillips, and Martyn Davies stood down from the Committee and were not seeking re-election. Tony Palfreyman and Jo O’Brien stood down from the Committee in accordance with the Club rules, and were seeking re-election.

Nigel Spedding is replacing Martyn as Club Secretary and sought election to the Committee. Jeff Gale is replacing Derek as Technical Officer and sought election to the Committee.

The Committee has a current limit of 14, with 13 members actually serving. With the situation described above, all candidates were returned unopposed, and the Committee is reduced to 12 members.

Chairman Geoff Butler
Secretary Nigel Spedding
Treasurer Chris Wooller
Deputy Chairman &
Operations Group
Tony Palfreyman
Aircraft Jeff Gale
Engineering Pete Blair
Marketing Andy Sutton
Site Lee Ingram
Andy Balkwill
Jo O’Brien
Roy Wood
Sandra Wood
Ex officio CFI Peter Fanshawe

The Chairman is elected by the Committee from among its members at the first Committee Meeting after the AGM, so things may yet change.

CFI’s Report

Weather. The season started well with some good soaring in February, and went downhill from there. In June, temperatures reached 30° C with strong, blustery 90° cross winds. Then, periods of indifferent weather with some very good short spells, and lots of rain.

Inter Club League. We took part in the Interclub Cross Country League. Stratford’s Week End together with several others was washed out. We were represented at most meetings, not necessary on both days and not always a full team.

Expeditions. At the beginning of the season we hired the BGA DG500 for the week end, complete with David Allison who came to give the soaring coaches some coaching. Quite some time was spent on the theory side due to the weather but we did get some distance in.

Our annual expedition to Sutton Bank and our now annual expedition to Camp Hill were once again run, but the weather was rather unkind. A small group of members attended an aerobatic course at Lasham. Bad weather prevented flying but the theory side was well covered.

Diana and Phil King, Martyn Davies and Mike Coffee ran the Badge Week once again. It was very successful, with 3521 km flown, 7 outlandings and 123 hours.

The BGA. Lemmy Tanner has resigned, and Werner Leutfeld (ex CFI of Welland) is now our SRE, with support from Andy Parish (HB) and Graham Morris (SRE South West Region, Nympsfield).

Presentation of Trophies

The Chairman awarded the following trophies on behalf or the Committee:

John Simonite Trophy for contribution to the running of the Club: John Dickinson, for the Club Logging system. Fred Haines Shield for long and meritorious service: Martin Greenwood, for his unstinting work around the site. Chairman’s Cup: Pete Blair, for keeping the mechanical equipment running in the face of insuperable odds.

The CFI awarded the following trophies on behalf of the Flying Committee:

Most Progress During The Year: Nick Jaffray. Best Flight in a Club Glider: Trevor Tibbetts, for his cross-country flight in the K18. Tom Smith Cup for cross-country achievement: Mark Pedwell, for his triangles in his Oly 2B. Club Ladder: Dave Benton, 5600 points; runners up: Diana King 5033, Mike Coffee 4282. Seaside Trophy: Dave Benton, for his 410k flight to Perranporth. CFI’s Trophy: Diana King, for her help behind the scenes.

The Andy Coffee trophy for Flying Excellence was awarded to Diana King, for encouraging so much of the Club’s cross-country flying, for recording the most cross-country kilometres, but mainly for her 500k to Hay-on-Wye and Stradishall.

The Chairman awarded two Life Memberships.

Derek Phillips for his contribution over the years towards keeping the Club fleet flying, and his work on as Technical Officer and on the Committee; and Martyn Davies for his work as Technical Officer, CFI, and Club Secretary, and on the Lottery Bid.


Aircraft News


The Club fleet will be going one by one for their C of A. The instrumentation will be improved in the process.

The K21

The K21 has been modified for hand operation of the rudder and will have the instrument panel modified to lift up with the canopy.



It’s winter again, which means that aircraft get muddy and wheel-boxes get clogged. It’s much easier to clean this up while the mud is still wet. This is a hint.


CFI’s Corner

Winter Programme

We’ve drawn up a comprehensive winter programme, which is set out at the back of The Wire.

There is something for everyone. Each lecture has a suggested target audience, but this isn’t rigid, so feel free to come along to any of them that you find interesting.

To aid the administration, it would be helpful if you could indicate which lectures you intend to attend. To that end, there’s a list on the CFI’s notice board. If you’re not going to be at the Club in time, an email or phone call are equally good, and if you forget to put your name forward, you’re still welcome to come anyway.

Winter Flying

Despite the exceptional rainfall, the airfield is very wet but not yet waterlogged. The availability of the south side of the airfield means that we still manage to fly on most occasions, so it is worth the effort to turn up at the Club.



Collision Avoidance – Part 2

I looked last time at collision avoidance by a mixture of ‘See and be Seen’, or ‘See and Avoid’, concentrating mainly on how to ‘See’. What about the rest?

And be seen …

You might think that this is the other pilot’s responsibility – and so it is – but never forget that it doesn’t matter who’s right if someone is dead. There are ways of improving your visibility.

1. If you have your own glider, consider conspicuity markings. Many people have commented on the dayglo paint on our LS8. Some people love it, others hate it (including me when I first saw it) but nearly everyone has agreed that it is worth trying to be eye-catching.

2. Don’t fly in someone else’s blind spot. The fact that you can see them is only half the matter. If they don’t know you are there, they may unknowingly do something that will endanger you both.

3. Don’t dodge in and out of cloud or fly along streets close to cloud base. Running 200 feet or so below will lose you very little speed or distance and will improve your view of the best lift ahead, and at the same time greatly increase your safety.

4. So far as is reasonable, fly in ways and places which are predictable by other people. If you are doing something unusual – such as a circuit the opposite way from the day’s norm – try to position yourself so that you are as obvious as possible to other people, so that they are not taken by surprise.

See and Avoid

Avoiding other aircraft means more than getting out of their way when you find you are heading straight for them. Avoidance is about anticipation and what is sometimes known as ‘Defensive Flying.’

1. Know the rules of the air.

2. Consider where you are likely to meet other gliders: in thermals – even at some distance from any gliding clubs, most of us have been surprised at some time, by suddenly finding another glider in ‘our’ thermal; ridge soaring; in the circuit, especially on finals.

3. Think about other types of aircraft – light aircraft, microlights, military aircraft, hang gliders – where are they likely to be?

4. Be prepared for other gliders to do the unexpected, such as an unconventional circuit – they may have had a launch failure or other emergency. Plan your own flying, and especially your circuit, so that you have options and space to manoeuvre if the unexpected happens.

5. If you feel you have been carved up in a thermal, in the circuit, or elsewhere, keep calm and move away to a safe distance, where you feel unthreatened. ‘Air rage’ is more dangerous than ‘road rage’, so wait until you are safely on the ground and then talk to the other pilot to find out how you could both have managed the situation better.

6. Know how to share a thermal.

Circle the same way as others and in the same position over the ground. If you find a thermal where people are circling different ways, you may be better looking elsewhere!

Plan your entry and exit. Join so that you arrive on the opposite side of the circle from anyone at a similar height and try to ensure that they see you arrive. Be aware of your energy as you arrive – if you are cruising fast, you will zoom up as you pull back to climb – try to practise this so that you know how to control the situation. Leave by simply levelling the wings and flying away in a straight line – don’t cut across the middle on your way out, and wait until you are well clear before stuffing the nose down to gain speed.

Stay on opposite sides of the thermal if possible and never sit in someone else’s blind spot. If they are circling less tightly than you like, either settle down to be patient or go and find your own thermal. Don’t cut in to overtake.

If you lose sight of another aircraft for any length of time or if you are uncomfortable with the proximity, leave and find another thermal. You will hear people talk of flying in thermals with 20, 30 or 40 other gliders. This is advanced stuff. For most of us, 2, 3 or 4 others is plenty!

7. Anticipate where other aircraft will be in a few minutes, relative to your position then. I mentioned last time that an aircraft that you might hit will appear to be on the horizon and will stay in the same relative position on your canopy. Exceptions to this are: in the circuit, when aircraft may be deliberately losing height; and in a thermal, ridge lift or wave, where those in the lift should be climbing, while the glider approaching will probably be descending

To sum up, the key messages in Collision Avoidance are courtesy, anticipation, predictability, and constant vigilance.

Diana King


Camp Hill 2000

Camp Hill is located at Great Hucklow, to the west of Chesterfield in Derbyshire. The site offers ridge and thermal flying, as well as occasional wave, and is the home of the Derbyshire and Lancashire Gliding Club, who for the last four years have hosted the British Vintage Glider Club annual Rally.

For the last two years, Stratford members have formed the biggest single contingent. This year there were 17 of us, bringing eight aircraft along.

The Rally started on Saturday 24th June, and anyone arriving in time to fly that day had the benefit of ridge flying in a brisk westerly wind. This enabled any site checks required to be extended to include a really comprehensive look around the area, and having a leisurely look at the contingency outlanding fields. An excellent welcoming dinner in the Clubhouse marked Saturday evening; everyone was keyed up and ready to go.

Sunday morning was definitely uninspiring. We awoke to discover low cloud and rain: flying was clearly off. So most people entertained themselves by going out – this week is Wake’s Week in Derbyshire, and there are a number of extra attractions organised locally, including the famous well-dressings. By mid-afternoon, the sun was beginning to stir, and at 6.30p.m. we got the kit out and started flying (there’s a lesson in enthusiasm for us there somewhere). Obviously there weren’t that many launches, but at least flying was done. And the weather was getting better – it was going to be a great week.

Monday came and was brilliant. Hot sun burned off the initial mist, and people were getting away right from the first launch. Over 50 hours were flown by the Rally and in relatively low performance gliders too. Best flight of the day was a cat’s cradle of over 50k flown in a T31. And the forecast for Tuesday was even better!

So we all rigged, took the gliders to the launch point – and sat there virtually all day. Anticyclonic overcast meant that the day never really got going, and many people didn’t bother to fly. Those who did mostly trundled round the circuit, but Jeff Gale managed to find a breath and stayed aloft for nearly an hour. This flight justly earned the bottle of wine at briefing next morning; similarly the Camp Hill horn (a wooden spoon) was unanimously awarded to the CFI for his weather forecast. And from then on, it sadly, steadily, went downhill.

Wednesday was very similar to Tuesday, gloom clearing towards the afternoon. Most didn’t rig, but some brave souls aired their gliders towards the end of the day: again circuits mostly. Peter Kenealy earned the horn next morning for his excellent performance with the K6e – out, rigged, flown and back in the box in an hour-and-a-half flat.

Thursday and Friday were grim. An occluded front decided to sit over the site, and vis was at most fifty yards all day in drizzle. There was hope of an improvement on Saturday, but it didn’t materialise, and anyway by this time many people had gone home already.

Although the weather was unkind, the VGC Rally was not really unsuccessful. Old acquaintances were renewed, the aircraft were varied and interesting, both in configuration and colour and everyone was friendly. On the inclement days there is much to see in the local area, and on flying days the site and clubhouse facilities are first-rate. But (almost) the best thing about Camp Hill is – they don’t have any pesky sheep!

Bob Horsnell


A Member Writes

One of my pet irritations at the club lately is the number of people who seem to forgotten how to properly act as signaller.

The number of times I have seen different, sometimes very experienced, members of the club have a cursory glance round, then face the bus whilst waving the bat, never changing their gaze from the bus, except for an occasional glance at the glider to see if it is moving and therefore change from Up Slack to All Out! Clearly this is dangerous, as they would not be aware of any glider which may have been out of sight behind the trees when they had their quick glance round. And how many members would attempt to stop a launch if this situation occurred, especially if the signaller is one of the more senior members of the club!

The correct procedure, as I understand it, is:

1) Position yourself so: You have a bat in your hand; You are in front of, but not in the line of the glider; You are facing in the direction of the glider and towards the direction of normal circuit approaches; The log keeper can see you; You can see the pilot and they can see you; You can see the cable. On a ‘normal’ circuit day this would mean standing north-west of the glider facing south-east

2) Ensure that the skies above and behind the glider are clear of gliders on approach and other traffic.

3) Point out the bleedin’ obvious to the pilot – they may not have seen it!

4) If all is OK, give the up slack signal.

5) Keep looking and listening and be prepared to give the ‘Stop!’ signal! Look everywhere except at the log keeper, namely: The normal circuit; Alternative circuits from the other direction; The pilot; he may pull off!; The cable. Listen in case some-one else spots something you don’t and they stop the launch.

6) When the cable moves, a hearty cry of ‘Live Cable!’ if there has been a delay.

7) Keep looking and listening (see 5)

8) As the glider starts to move, and only then, change to the ‘All Out’ signal

9) Keep Looking and Signalling until such time as you are confident that the winch driver can clearly see the glider.

10) Sit down and have a rest.

John Dickinson


A Gliding Day, 2005

The latest satpics have already been analyzed by Jack H.’s website and I download them; yes, good towards the South. Yesterday I have already dialed into my trailer, switched the ventilation on and checked tires, environmental statistics and electrical systems.

My computer (I call him ‘Sebastian’) has in the meantime automatically gathered the balloon ascents, pressure charts, wind charts, infrared scans, humidity scans and weather data from 12,000 stations up and down the country. I paste the data into the latest Blitzenschützengizmo Weather Software tool from some German Akaflieg.

My PC rumbles briefly while the motherboard chews the data. There comes the output: yes, as I suspected; the first one-knotter will rise at 10:12am from 27.85 meters direction 302° off the fruit farm and last until 10:24am.

The computer calculates the best launch time at 10:09 and automatically queries the clubs Skylaunch Mark VII winch for availability. Lucky me, no one has reserved that slot yet and I tell Sebastian to tell the winches computer to book me in. The winch has already downloaded the wind data and submits my estimated launch altitude with 568.62 meters, providing I do not touch the stick during the launch.

The thermal will get me to 2400 ft and the course from there is 268°. Sebastian has worked out the next thermal from a small field that is a mile south of the Avon.

I open a dataport into my trusted ASW15. The aircraft computer boots up and links up with my PC, the trailers system and sensors, the Internet, the Club’s Local Area Network, my caravan, my car and my household appliances and network. Last week my trusted ASW found a fault developing in my Hoover. Not all aircraft are that sensitive. E-mail from Lee comes in, asking if he can have my 10:09 launch slot. Lee has also a Blitzenschützengizmo. I reply by sending him the video clip with his last field landing (due to a virus in his Cirrus’ computer systems).

A brief look at some of the clubs web cams shows very little activity yet. I have time enough to complete the details of my 290k FAI triangle. I had hoped for a flight over 300k, but Sebastian has found a stretch near Gloucester where the sea breeze would require a glide only achievable with an L/D of 40.27554. No chance with my ASW, which Sebastian tells me, will have 139 insect hits by that time if that dodgy insect-density web server hasn’t uploaded the previous days data again.

Also there is Brize Norton. The last time I broke into their computer system and got me a clearance to fly right through. I wish I could have seen that controller’s face when his computer cleared me and diverted all these military stick jockeys and Hercules transports out of the way for me. But they seem to have plugged that hole in their software now. I’ll have to go around this time.

I download the task into the GPS. E-mail arrives. This time it is from my car. It has intercepted the upload to the GPS and tells me that after it has driven me to the airfield the remaining LPG will be insufficient for a retrieve, if Sebastian develops a problem and I have to land in a field. A nightmare scenario, flying alone without Sebastian! So pump 11 at Stratford’s Elf filling station is booked for 8:47 am with 42 litres. That’ll be £146.50.

Flash Alert from Sebastian, the gliderpilot newsgroup is aware of that thermal gap at Gloucester and has arranged for an artificial thermal available to subscribers every first 15 minutes of the hour from 11:00 to 18:00 hours. At £150 the subscription fee is comparatively cheap, so I do not hesitate; onto their secure web server at and the encrypted data is downloaded straight into my ASW15 – and 150 smackers uploaded to them.

Sebastian has already recalculated the task: 366 km! The landing time is now later at 17:10, so he has re-arranged my ETA at the Snitterfield Arms for 18:45 and the pubs computer system will prepare the Cumberland sausage appropriately delayed.

How did I ever survive without him?



The View from the Back

Winter Exercises

The season’s over and those of us who only get our exercise at the gliding field will need to find other ways to exercise if we stop coming because the flying doesn’t last for long.

As with any training regime, if you stop suddenly the muscle tone you’ll have built up during the summer will turn to fat. Regular visits to the Stratford on Avon Gliding Club Gym during the winter months will keep you looking good, feeling good and keep the club healthy (financially).

Our gym has several departments aimed at strengthening various parts of the body. There’s the weight lifting area for upper body strength (normally known as the rigging area) where you are invited to power lift wings onto gliders or gliders into trailers. This isn’t as popular in the winter so we use this area as a paddling pool and ornamental boating lake. We do open up another power lifting area in front of the main hanger from time to time when the Club gliders need to go offsite for their annual CofA’s. These dates are published and all are encourage to make use of this facility when available.

In winter many members make extensive use of our walking machine, normally known as a simulated cable break from which we land ahead (always popular) followed by a retrieve from the winch end of the field. There’s plenty of opportunity for this in the winter.

The rowing machine, when the cable doesn’t quite reach the glider and the pilots are already strapped, in is a good team exercise, more of a coxless four I suppose in the cold weather. This machine is particularly effective on the stomach muscles and upper arms, but may lead to an early bath if you lose your footing.

We have the “step up” area, to control on the bus; a short exercise to the sauna where the warm surroundings encourage members to sit and relax away from the exercise areas .

In aircraft exercises are also very valuable. These range from sit ups, getting in and out of an aircraft with a 15lb weight on your back which are made even more effective when you’re also wearing an extra 15lb of clothing; the exercises checking the rudder, elevator and aileron as part of the pre-flight checks help build up stomach, leg and shoulder muscles.

There are several other exercises that need constant practice especially during the flying phase such as keeping a good lookout which stretch the neck muscles. You must remember to look in both directions to the point where you twist the torso. For instructors there is the additional exercise of “buttock clenching”, waiting for a student to recognise and then correct a mistake, especially close to the ground! There is a nominal extra charge for using these “in aircraft” facilities.

The climbing frames made by Ferguson have proved particularly popular this year especially as they formed part of the necessary warm up exercise schedule every morning to get them started. With the cold and damp mornings approaching, we felt they would become a little too strenuous for the beginner so we felt we had no alternative but to sell them. We still have other models made by Fordson and International which are proving even trickier as climbing frames but easier from a starting exercise perspective. These larger machines are also proving very adaptable and are very popular as jogging machines, back to the launch point when the tractor driver can only find third gear!

Unfortunately, the main pool has been closed for the summer but is filling rapidly now that autumn has arrived ready for our winter aquarobics programme. We hope to get the wave machine working again for a day or so as earlier this year. We apologise for its unreliability but do expect it to work every now and again so everyone may get to have a go. As availability of this machine has been very limited at our club, many members visit Shobden at this time of year as theirs seems much more reliable and efficient. We have investigated borrowing their wave generator from time to time but the moving costs are mountainous!

Considering the alternative of joining a health club for the winter, the facilities available at the SOAGC gym are extensive, easy to use, available throughout the year (wave machine excepted) and all for no extra cost on the membership this year, even to syndicate members



Winter Programme

This is the winter programme for 2000/2001. The target audience for each lecture is a general guideline, so please come along if you’re interested in something particular.

To help us plan, it would be useful if you could indicate which lectures interest you, on the list in the Clubhouse or by email or phone to the CFI. However, if you forget to book, you’re still welcome to come along.


Subject Presenter Date  
Wave Flying Diana King 5th Dec All Solo Pilots
Winter Expedition sites Phil King 12th Dec Descriptions and outline briefing of some Winter Sites – all Solo Pilots
Meteorology Martyn Davies 10th Jan Bronze C Pilots but all welcome
Navigation 1 Roy Wood 16th Jan Bronze C Pilots
Pre-Solo Ground School -1 To be arranged ** 20th Jan All Pre Solo Pilots. In depth briefings on all aspects of Gliding
Navigation 2 Roy Wood 23rd Jan Bronze C Pilots
Ridge Flying Diana King 25th Jan All Solo Pilots
Pre-Solo Ground School -2 To be arranged ** 28th Jan All Pre Solo Pilots. In depth briefings on all aspects of Gliding
Air Law and BGA Operational Regulations Peter Fanshawe 30th Jan Bronze C Pilots
Principles of Flight 1 Phil Pickett 6th Feb Bronze C Pilots
Preparation for P1 Rating Peter Fanshawe 10th Feb Those wishing to obtain P1 Rating
Principles of Flight 2 Phil Pickett 13th Feb Bronze C Pilots
Principles of Flight 3 Phil Pickett 20th Feb Bronze C Pilots
Thermalling and improving speed Phil King 1st Mar All Pilots
Instruments 1 Mike Coffee 6th Mar All Pilots- general instrumentation, expectations and limitations
Airmanship and Radio Peter Fanshawe 7th Mar Bronze C Pilots
Instruments 2 Mike Coffee 13th Mar All Pilots – detailed examination of different systems and pros and cons of different makes
Navigation Peter Fanshawe 20th Mar All Solo Pilots
Field Landings and Summer out landing Sites Peter Fanshawe 27th Mar All Solo Pilots
Practical Navigation and Field landings- 1 Peter Fanshawe ** 31st Mar All Solo Pilots – Venue Enstone – Motor Glider
Practical Navigation and Field landings- 2 Peter Fanshawe ** 1st Apr All Solo Pilots – Venue Enstone – Motor Glider

For those wishing to obtain a Radio Operators Licence, arrangements can be made for places on the relevant course. This would be away from Snitterfield as an externally run course. If interested please contact the CFI for further details.

The venue is the Club House and the commencement time is 7.30 pm. Where the Presenter Box is marked ** then these are all day courses commencing at 9:45 am, except the Motor Gliding where the time will be notified.

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