20/10/07

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 30^th September 2007.

• Instructional hours and launches
• Solo hours and launches
• P2 hours and launches
• Cross country km this year

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.

• This is not good practice and should stop immediately before someone gets this wrong.
• The only excuse for this is if the airfield needs to be vacated urgently to avoid conflict with other traffic.

Remember as you start to ‘taxi’

• You have less control over the glider
• You are totally reliant on the wheel brake (especially the K21)
• Place unnecessary sideways loads on the nose wheel or skids of the glider.

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.

• Please stamp on this practice. 
• It is very easy to raise the tail by gently pushing down on the nose

K21 Spin Mod

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

• The modification and its use is approved
• We are insured when the mod is in use.

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

Martin

13/09/07

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?

• Bicester is a huge airfield; when did Bloggs last have to land in a confined area.  In comparison, Talgarth IS a confined area
• You have a lot of choice in landing area at Bicester, therefore when has Bloggs had to deal with a strong/turbulent cross wind landing?
• How well does Bloggs know his glider?  For instance, does he know what flap setting to use in cross wind conditions whist landing into a confined area (landing east in a Northerly – our last victim landed his Ventus with little flap selected, touched down well past the road and had to do a spectacular ground loop to stop)
• Bicester is very flat.  How will Bloggs cope with landing East with its subtle slope or South West with the less subtle slope.  Both have caught out visitors this year
• When was the last time Bloggs had to land out and therefore think about ‘wind, size, slope’ as part of his circuit planning and subsequent landing

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. 

• Try and make sure that the visitor is checked in the K21 if they intend to fly glass.
• Limit their airbrake to half available (brief them first!) to ensure that they have to fly a circuit and approach which is closer to the glider they intend to fly
• If they had to use full airbrake in the K21 to get in, it is simply not going to work if they then try and pull the same stunt in their Cirrus.

Was everything perfect or not?

• In which case was it too perfect?  Did you see any need for Bloggs to make corrections and prove that P2 had to think about his/her actions? If not it would be worth introducing a problem that does or have another go?
• How was the launch – did they hold position ok behind the tug, especially when approaching the mountains?
• How was their general aircraft handling, lookout, airmanship and general decision making?
• How was the circuit planning?  Did they start asking for heights and where to start their high key or did they work it out for themselves?
• How was the speed control on approach?
• Did they need full airbrake to make their reference point – if so they would have been off the other end in their Cirrus
• Did they creep over the boundary with little or no airbrake?
• If any of these apply then all is not well.

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

• Some visitors get high behind tug, especially when approaching the mountains.
• I am sure we have all found that if you ask them how they know that they are in the correct tow position, quite often they will give the ‘put the wheels on the horizon’ type answer.  That’s ok except they will have no horizon!  Therefore do the following:
• As the rope goes tight on ‘all out’ – get them to note the position of the tug in relation to the cockpit edge.  That will give them the initial tow position
• Once at a safe height get the pilot to re-calibrate by doing the correct tow position exercise (down onto the slip stream/back up into the smooth air at that point note the tug position in the canopy).  That is the correct position and not any other rubbish idea’s they might have.

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

• Have they landed in the proposed direction in these conditions?
• If not they will need at least a briefing if not more
• I have added this to the Duty Instructor check list as a reminder

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.

• When did they last do the following in their glider

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

• As part of the site brief, the duty instructor should tell the pilot to treat landing at Talgarth as landing out to get them to more likely think of wind, size and slope
• How was the launch – did they hold position ok behind the tug, especially when approaching the mountains?
• How was their general aircraft handling, lookout, airmanship and general decision making?
• Emphasise the need for early recognition of a developing undershoot/overshoot and the importance of maintaining correct approach speed.  Remind the visiting pilots that undershoot/overshoot options are very limited if non – existent at Talgarth with very little room for correction.
• If the pilot is anticipating to land on a different runway from the one checked on, make sure they are thoroughly briefed or even consider another check ride to ensure that they understand the correct picture. 
• Any doubt about the visiting pilots ability should be investigated thoroughly

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

Martin

CFI

13/09/07

Dear all

Latest update for you.

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

K21

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’

• You hear this quite a lot.  However despite being a benign aircraft she will still descend towards the down going wing when provoked at the stall. 
• With light weights in the front she may even start to auto rotate?
• I have had a go twice now with me in the front and either Gerry or Mark F in the back.  In both cases (to the right) the stick was coming back/to the left and yet the nose was dropping we were rolling to the right. 
• This didn’t last very long, but then it doesn’t need to if you are close the ground or mountain……
• Try it – in both cases we did this off a standard “shallow banked, over ruddered ‘final’ turn with the speed being bled off as bloggs was not paying attention”.

Brakes closed and locked?

• We have had a recent incident where a very experienced instructor in the K21 inadvertently launched with brakes unlocked. 
• They only sucked open about 2” and therefore were not visible from the tug.
• What ensued was quite alarming as it had a huge difference to the rate of climb. 
• Be careful!

The Spin Kit has arrived

• The spin mod is now ready for use.  Please do not use it until you hear from me.
• More details to follow when I get them
• The mod consists of lead weights bolts externally to the base of the fin just in front of the rudder.  They are very obvious.

Tyres on wingtips

• There is no need to put tyres on the wing tip on any glass glider
• Park glider sideways with the into wind wing up.
• If this is not good enough then perhaps it’s too windy, so put them – spread the word

Opening the Canopies

• I have witnessed several members and instructor opening the canopies using the DV panel.
• Use the locking handle 
• I have also seen saw several folk reaching thro the front DV to release tow rope as well, on one occasion whilst the glider was still on the move
• Needless to say I reminded them all that this was not good practice – please quash this before we get an expensive bill.

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

• There have been several incidents this year through out the country where people or objects have been struck during the launch
• We have a small airfield and this is a potential problem at Talgarth
• For us the risk is greatest when launching from the gate with gliders being rigged on the trailer park or aircraft near the water point intruding into the east west runway.
• Either way the launch run needs to have a clear zone of at least 30 – 45 degrees each side.
• If you don’t, get the obstacle moved.

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

Bo will be with us until the 09^th 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

Mentors

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:

• Monitor their progress,
• Provide encouragement,
• Provide a point of contact to answer any of their queries
• Provide a point of contact and distribution for any instructor feedback
• Keep me and John briefed

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

Cheers

Martin

20/07/07

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…….