Hi guys


It’s that time of the year again.  Thanks to those who have already sent me their details.  Can you supply me with your hours/launches please for the year ending 30th September 2007.



If you instruct and/or fly elsewhere can you split this into other and Talgarth.


For those not sponsored by the BMGC can I ask you to send me your declared renewal stats anyway, just for my records?  Could you separate out the flying done at Talgarth if poss? Many thanks



Rating and Privilege

Revalidation/Renewal Requirement

Basic Instructor (BI)

Minimum 20 hrs and 30 launches in previous 12 months, of which 5 hrs OR 25 launches should be instructing and 10 hrs OR 50 launches should be solo

Annual standardisation training flight with CFI or BI coach

Recommendation for renewal by CFI

Declaration of physical fitness


Assistant Instructor (AI)

Minimum 20 hrs in previous 12 months, of which 10 hrs and 25 launches, OR 100 launches, should be instructing and 10 hrs and 10 launches, OR 50 launches should be solo

Standardisation check with CFI at an interval not to exceed 3 years

Refresher course every 5 years

Recommendation for renewal by CFI

Declaration of physical fitness


Full Instructor (FI)

As per Assistant Instructor



Taxiing or steering on the landing roll out


I have noticed an increase in this, especially with the arrival of the K21, where the glider is taxied up to the launch point, trailer or hangar entrance.



Remember as you start to ‘taxi’



Please set the example, remind other BMGC pilots that this is not good practice and tell visitors not to do it.


K21 tail wheel


Tony Crowden discovered the following recently:


When we got the K21 out of the hangar we found the tail wheel tyre had been ripped off it's rim.  We took the wheel off the glider, put the tyre back on the rim and re-inflated it with no problem.  But, to damage the tyre like that the tail must have been forcibly dragged sideways across the concrete apron by pulling on the wing tip, I assume to line the glider up to get it in the hangar.  This is a very bad practice as this kind of miss-handling can easily also damage the wing root of the glider. 


I completely agree with Tony’s feedback.


K21 Spin Mod


You might have seen or heard about correspondence regarding the K21 spin mod.  For the record:



Peter Saundby has been very helpful and quite rightly pointed out his concerns with the mod.


Peter’s comments back up my own thoughts. Therefore great care will be required and exercised.

For the moment only myself and John Clarke will fly as P1 when the mod is fitted


Many thanks






Dear all


Looking after visiting pilots


While there are many challenges at Talgarth and many ways that our fantastic site and soaring can ‘getcha’, getting back on the ground again appears to be the most challenging prospect for our visitors.


There have been several incidents this season that have resulted in damaged or written off gliders at Talgarth which involve either an undershoot or overshoot problem.  Although mainly with the less experienced, the problem is not exclusively with that type of pilot. 


We are getting to that time of year when we get lots of visitors.  Remember we are here to help the visitor have safe and enjoyable flying.


We are also getting increasing numbers of country members who fly infrequently with us or who base their glider here for the winter etc.


Naturally they all get a ‘check flight’.  If that was satisfactory they are usually released.  However I would ask you to think about the following example.


Where and what do they normally fly?

Even the experienced can struggle to get back on the ground safely at Talgarth.

Take Bloggs, a Bicester based, and Ventus Turbo 500 hour pilot.  But what has he experienced recently?



I am not picking on just Bicester.  Virtually every airfield in the country is bigger than ours, has less slopes to land up and probably less gotcha’s.  Remember that when clearing someone to fly with us.


So how can we help? 


What type of glider are they going to fly? 

We have a choice of tools now. 


Was everything perfect or not?


Do you have any nagging doubts?

Was the flight just ‘ok’, especially the circuit planning.  If so take them again, even if it’s a training circuit. 

The vast majority will welcome the opportunity if you explain why. 

If they don’t, should they be flying?

Any doubt, no doubt – have another look at them


Correct tow position


Which landing run have they been cleared for?

Unfortunately in all of the recent incidents this has been a fundamental contribution

Checking them on one landing direction does not necessarily mean they will deal with another

You must check each day


Country Members

Watch the country members who visit infrequently but think they can just turn up and fly. 

There are several requests to the committee for gliders to be based at Talgarth for the winter for instance. 

We have to be very careful that these pilots are well looked after.  As we know, being looked at on a nice westerly day is a completely different experience compared to flying in a raging easterly. 

I will be managing their expectations when an enquiry comes, telling them to read our notes, attend briefing and come and talk to you each day; but you do have to keep asking the questions on the day.


How do I know the pilot is a visitor?

How do I know if they are a visitor, country member or club member?

That’s simple I’m afraid, if you do not recognise them, go an introduce yourself.  Start to ask questions such as.


Ø       When did they last have to land in a confined area

Ø       When have they last had to plan a circuit to land with an up slope

Ø       When have they had to land in a strong cross wind

Ø       How well does the visitor know their glider

Ø       How current are they

Ø       On Aero tow

Ø       On their glider

Ø       In Ridge soaring

Ø       At Talgarth


In summary

For visitors we should be looking at the following key points.  These are areas they need key supervision and guidance



I appreciate that when we have a load of visitors the pressure is on.  Liz in the office is very good at keeping me up to date with bookings, so that together with Les, we can ask for extra instructor cover if we need it. So think of the needs of P2 and not necessarily the growing Que.


Thanks guys







Dear all


Latest update for you.


(Liz – can you please print this and send to Rhona and John Price – Thanks)




The K21 had a successful task week, doing three field landings I believe.  I look forward to hearing about many more, although actually getting back would be better!


‘K21 will not spin’


Brakes closed and locked?


The Spin Kit has arrived


Tyres on wingtips


Opening the Canopies


30 to 45 degree clear zone should be in front of a glider


Kilo 13 canopy

This is now back from repair. 

Unfortunately there is some distortion especially for us in the back.

It is serviceable but not ideal

Keep this mind especially when close the ground, mountain, into low sun etc


Nearly the end of the Instructor year

It is that time again – you have just a couple of weeks to get the last bits of flying completed before I will want your submissions.


John Poland and Chris Puddy

Both have now completed their Bronze C and xc endorsement.  Congratulations to them both.



Mike Codd

Mike recently completed his BI training and did very well.  Thanks to all of you that helped him through his training.

I have now signed him off and he is on line as a BI.  What he needs is a couple of victims under his belt (remember what it was like for you the first time).  If you have the required flights for renewal can you offer some of your BI flights to Mike please?


New Aerobatic Instructor

I am pleased to say that John Clark was cleared a few weeks ago to teach aerobatics in Sports Class level.



Bo will be with us until the 09th October when he heads south.  I would like to take this opportunity to thank Bo for all of his hard work in delivering quality training over the last 6 months.  He has made my life a lot easier as I knew the mid week operation has been in a safe pair of hands.  Thanks again


Copies of my emails in one place

I am conscious that I have sent several emails over the last six months.  Hopefully you will have found some of the information useful. 

I will shortly lift the key points and put them all together as one document which I will send to you all and add to the Duty Instructor folder.

This will get updated as anything new crops up


Some help – any volunteers


Winter lectures


Ø       Would one of you mind picking this up please?  Not the delivery but the organising of the programme.

Ø       I have some ideas, and some are provisionally set up

Ø       It is not too onerous and is very rewarding when you get the feedback



I am after a couple of volunteers who would help and mentor pilot’s progress in the club, an area I feel we could be better at. 

I am not after you having to fly with them all of the time, but be available to:



The three area’s I am thinking of (although I am completely open to suggestions)

Pre – solo

Ø       These guys need keeping on track and someone to talk to


Solo – Bronze

Ø       Some of these guys need a bit of pushing.  It is easy to not to get your Bronze and especially cross country endorsement because they can just sit on the ridge


Bronze – Silver

Ø       These guys could be our future instructors, cross county pundits, comp pilots etc


Do any of you want to get involved?


Lesley (my boss, manager and better half)

Les, also known as the roster Dragon, will be recovering from a major operation the week after next

Unfortunately for her, I am the nurse

Therefore I will not be around for much if at all from the last week in September to the end of October

However I will be fully contactable









Dear all


Latest update for you


Dick Jeffcoat & Jannie Jordaan

Dick and Jannie have both gone solo for the first time in the last fortnight or so. Congratulations to them both and all of the instructors involved with their training.


BGA mini courses

Please see the attached documents kindly put together by Gordon Dennis. 

I believe it is important that theses are treated seriously.  People that buy one of these are making an investment in time and money in which case they obviously have more than a passing interest.

Please make every effort to give then the time for full briefing/debriefing as well as structured flights.

I will try and change the booking system so that a dedicated instructor is made available for such a booking.


Mike Tomlinson – Cross country coach

I am pleased to say that Mike has agreed to be a cross country coach.  There will be a period where Mike needs to get up to speed on the K21 and then we will be ready.  The idea is to have nominated days where Mike and K21 are available and an advert will then be put out to the membership.

Mike is not an instructor and therefore falls into the ‘grey’ area of coach.  Please assist him on the day.

As a basic guidance I have told him that he is always P1 and handing pilot below 500’ AGL.  I will leave it to Mike as to which seat he chooses to coach from.


Launching on the west run

There used to be a marker which indicated the upper most point from which a glider could launch from.  This will soon be back thanks to Robbie


The return of the K21


The K21 is now back looking very smart.  The radio will be fitted very shortly as will the GPS’s


Just a reminder of key operating issues with K21


Rear Canopy

If this is not locked properly it will come open in flight.  Not only does then become a very good airbrake for a short period of time, but it will also cost at least £1500 to replace!  Please ensure the canopy is locked properly before launch.  The canopy locks have now been changed so that they swing out into the cockpit when unlocked making them much easier to spot.


Watch any overrun on up slack

There is a risk that the rope can get wound round the nose wheel if the up slack is a bit quick and the ground is hard (fat chance!) as the glider will readily roll forward.  As me and Clarkie discovered subsequent release can be troublesome…….


Nose wheel

The nose wheel is the K21’s Achilles’ heel.  If there is a hard landing on the main and nose wheel there is a high chance damage will be inflicted.  Therefore on take off ensure the stick is well back (as per a K13) and ensure landings are fully held off with the stick progressively coming back to take keep the weight off the nose for as long as possible.  Avoid ‘steering’ on the ground roll unless absolutely necessary.


Keep the area around the nose wheel clean for easy inspection for any possible damage.


Use the K21 for all visitor check flights who then intend to fly their glass glider



Spin Mod

Do not use yet until you have heard further from me.  A period of evaluation is required first before we look at using this for training.


Instructor requirements - reminder


Basic Instructors

If you have not flown a K21 before or similar:


As P2


If you then feel comfortable with the glider you can start to do air experience from then on, but use your common sense especially if the conditions are challenging


Ass Cats/Full Cats

If you have not flown a K21 before or similar


I would encourage all instructors to fly at least once from back seat before instructing even if you have flown a K21 (or similar) before, just so that you can do a Talgarth ‘calibration’ (performance and view at Tal). 


As always use your common sense (i.e. do not start to teach abinitio/early solo pilots landing on your first flight as P1!)


There is no soaring charge for any of the above as this is instructor consolidation.


Remaining membership