tag:blogger.com,1999:blog-64746199351740723862024-03-21T08:27:27.648+01:00Moonrakers Gliding and Soaring Club - RAFGSAThe Moonrakers Gliding and Soaring Club was part of the RAF Gliding and Soaring Association and based at RAF Upavon in Wiltshire when I flew with them. I am putting some of my memories of a great Club where others may find them, and perhaps add to building a picture of what flying there was like in the early 1960's.christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.comBlogger23125tag:blogger.com,1999:blog-6474619935174072386.post-73392428830037104392022-01-14T20:20:00.000+01:002022-01-14T20:20:48.100+01:00John Williamson Copied from Gliding Australia<p> </p><div class="page-header" style="background-color: white; box-sizing: inherit; color: #292727; font-family: roboto, Helvetica, Tahoma, Geneva, Arial, sans-serif; font-size: 16px;"><h2 itemprop="headline" style="box-sizing: inherit; font-size: 1.9rem; margin: 0.75rem 0px 1.5rem; text-rendering: optimizelegibility;">A tribute to John Williamson</h2></div><div itemprop="articleBody" style="background-color: white; box-sizing: inherit; color: #292727; font-family: roboto, Helvetica, Tahoma, Geneva, Arial, sans-serif; font-size: 16px;"><h1 style="box-sizing: inherit; font-size: 2.25rem; margin: 0.75rem 0px 1.5rem; text-rendering: optimizelegibility;"><strong style="box-sizing: inherit;">A Tribute to John Williamson </strong></h1><p style="box-sizing: inherit; margin: 1rem 0px;"><em style="box-sizing: inherit;"><strong style="box-sizing: inherit;"><img alt="JW and his calculator" height="476" src="./A tribute to John Williamson_files/JW-and-his-calculator.jpg" style="border: 0px; box-sizing: inherit; display: inline-block; height: auto; max-width: 100%; vertical-align: middle;" width="600" /></strong></em></p><p style="box-sizing: inherit; margin: 1rem 0px;"><em style="box-sizing: inherit;"><strong style="box-sizing: inherit;">John Shapcote Williamson (John Willie) 29 October 1928 - 3 June 2020</strong></em></p><p style="box-sizing: inherit; margin: 1rem 0px;"><em style="box-sizing: inherit;"><strong style="box-sizing: inherit;">First published and in Sailplane & Gliding (UK)</strong></em></p><p style="box-sizing: inherit; margin: 1rem 0px;"><em style="box-sizing: inherit;"><strong style="box-sizing: inherit;">I had the pleasure of meeting John Williamson at Benalla where he was resident in the early 1990s. He helped me achieve my first 300km and introduced me to the JSW Calculator which I used on every flight into the 2000s long after I purchased my first Garmin GPS - to check that the Garmin was giving me accurate data.</strong></em></p><p style="box-sizing: inherit; margin: 1rem 0px;"><em style="box-sizing: inherit;"></em><br style="box-sizing: inherit;" /><em style="box-sizing: inherit;"><strong style="box-sizing: inherit;"><br style="box-sizing: inherit;" />John was a gentleman and great glider pilot and I am sure many Australian pilots remember him well. Sean Young</strong></em></p><p style="box-sizing: inherit; margin: 1rem 0px;">Gliding recently lost another of its legends with the death of ‘John Willie’, inventor of the John Willie Calculator and mentor to many young glider pilots</p><p style="box-sizing: inherit; margin: 1rem 0px;">John’s father was the novelist Henry Williamson, whose experience in the trenches of WW1 made him a dedicated pacifist. This did not deter John from joining the RAF in 1947 and training as a radio fitter. He started gliding in 1948 at Wahn (near Cologne, Germany) using the solo training system on a primary glider – low hops, graduating to high hops and finally circuits. It was some years before he flew a two-seater. Returning to the UK with a Silver C flown in a Grunau Baby, John was posted to Farnborough. He continued gliding at Lasham, flying his first competition in the 1953 Nationals, part of a team entry in a Prefect.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />He went on to gain Gold and Diamond heights flying a Weihe in a Cu Nim over Basingstoke; self-taught in cloud flying. John completed his Gold and Diamond goal, also in the Weihe, flying over the Welsh valleys to St Davids. He said if his geography had been better, he might have chosen a different task as his maps didn’t show hills. John became an instructor at Lasham, and one of his students was a pretty, young Swedish visitor, Böel.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />In 1958 the RAF hinted to John that helping run an RAFGSA club would mean availability of a competitive glider for the nationals; posted to Yatesbury he became CFI of the Moonrakers Club at Upavon. For the next few years John encouraged dozens of trainees from Yatesbury and Compton Bassett to take up gliding, a number of whom continued to become competition pilots. His energy and enthusiasm to take expeditions in the winter months to ridges at Huish, Roundway and Westbury; cloud flying training when the cloudbase was below 800ft by winching into cloud; and trailer reversing races when the weather was completely unflyable all stick in the memory of those who experienced those days.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />This energy included the design of a circular calculator for final glides that allowed for wind and thermal strength; the ‘John Willie Calculator’ became an essential piece of every UK soaring pilot’s kit until eventually superseded by electronic aids.<br style="box-sizing: inherit;" />In 1959 John flew the Olympia 401 to 7th place in the nationals; all the pilots placed higher (and most placed below) were flying gliders with at least three metres more wingspan. As a reserve pilot and radio expert for the British Team at the 1960 Worlds in Germany, he met Böel again (they had kept up a correspondence) and that winter they married in Sweden.</p><p style="box-sizing: inherit; margin: 1rem 0px;"><em style="box-sizing: inherit;"><strong style="box-sizing: inherit;">From Peter Purdie, Lasham GS</strong></em></p><h3 style="box-sizing: inherit; font-size: 1.5rem; margin: 0.75rem 0px 1.5rem; text-rendering: optimizelegibility;">Champion</h3><p style="box-sizing: inherit; margin: 1rem 0px;">In 1961 he flew the RAFGSA’s Olympia 419 in the nationals. In spite of his crew chief rolling the trailer the week before, although fortunately the 419 escaped unscathed, John won the first day and remained in the lead throughout to become national champion. The tasks included a series of flights into Devon and Cornwall, with long night retrieves. While still in bed after one such retrieve he was summoned to be presented to the Duke of Edinburgh, and he and Böel quickly put on flying suits over their pyjamas to meet Prince Philip.</p><p style="box-sizing: inherit; margin: 1rem 0px;"><img alt="JW, Boel & the Duke of E" height="603" src="./A tribute to John Williamson_files/JW,-Boel-&-the-Duke-of-E.jpg" style="border: 0px; box-sizing: inherit; display: inline-block; height: auto; max-width: 100%; vertical-align: middle;" width="500" /></p><p style="box-sizing: inherit; margin: 1rem 0px;">A few weeks later John broke the out-and-return record and, in August, flew north across the Scottish border to complete the first Diamond badge flown entirely in the UK.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />At this time he had the rank of sergeant; his abilities were acknowledged by being commissioned as a pilot officer and posted to RAF Locking (Weston-super-Mare), where he founded another RAFGSA club. John then broke three UK records and became a member of the British Gliding Team, flying a Skylark 4 at the world championships in Argentina in 1963. He recounted his frustration at watching the Polish Zefirs cruise past 10kts faster yet getting higher in the sky, but he still finished in 7th place.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />In 1965 in the UK, John flew an Olympia 419, outclassed by the D-36 and SHK of the German team, and finished 6th. In 1968, in Poland, he flew a Dart 15W when most other pilots were now flying glass gliders. The canopy on his factory-modified Dart distorted the forward view so much that a crew member had to drive ahead, spotting the otherwise invisible gaggles and reporting on the weather. The result was inevitably John’s lowest placing in a worlds. He did win the 1970 Sports Class/Standard Nationals, and his final team appearance was in Australia in 1974, where he developed an affection for the country and its gliding opportunities, to which he returned later.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />On leaving the RAF as a flight lieutenant, John became a BGA National Coach, running instructor courses and cross-country training the Junior Squad, which developed into the Junior movement. In the 1980s one would often encounter a gaggle of young pilots being led by John; a radio call of “I’m getting low” was likely to get the reply “OK, I’ll come up and join you!”<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />On handing over the soaring coach role to Chris Rollings, John emigrated to Australia to run the club at Benalla, where he broke a few records, but, more importantly, welcomed many ‘Poms’ and other nationalities to the pleasures of flying in Australia.<br style="box-sizing: inherit;" />John was a consummate soaring pilot and communicator. When he started competition flying, the top pilots were very reticent to share their experience. John was the opposite, and eager to pass on his knowledge to others. If one of his former pupils beat him in a competition he regarded it a success, not a failure.</p><h3 style="box-sizing: inherit; font-size: 1.5rem; margin: 0.75rem 0px 1.5rem; text-rendering: optimizelegibility;">From Mike Young</h3><p style="box-sizing: inherit; margin: 1rem 0px;">I was part of the Junior Squad training in 1984, coached by JW and flying alongside the regionals. He was a gliding legend by this time and it would have been easy for him to intimidate a young 18-year-old with just 200 hours’ experience. John had a rare skill to be able to quickly put you at your ease, freely sharing his knowledge, never patronising. I recall a 300km lead and follow with John flying the BGA ASW 19 and me following in a Ventus B. On several occasions he airbraked down to help me quickly find the core of a thermal. His enthusiasm and encouragement, particularly towards young pilots, was notable in an era when gliding appeared to be wrapped up in mysticism.</p><h3 style="box-sizing: inherit; font-size: 1.5rem; margin: 0.75rem 0px 1.5rem; text-rendering: optimizelegibility;">From G Dale</h3><p style="box-sizing: inherit; margin: 1rem 0px;">G sums up the feelings of those of us fortunate to have had John as a mentor:<br style="box-sizing: inherit;" />I first met JSW (callsign Magpie) when at a BGA soaring course as a retrieve crew. It was a great programme that opened my eyes to gliding sport, and JSW was just brilliant. I immediately became a serial consumer of BGA cross-country courses, absorbing all the lectures and, of course, the great stories.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />John would stand at the blackboard at the start of the course and list the stories he could tell during the week: ‘cream teas’, ‘the day I crashed twice’, and so on. I remember him standing on a desk with his head up against the ceiling to show us how you couldn’t see the route ahead from cloudbase. Pip, his faithful collie, watched from underneath the desk, having seen it all before. I was lucky enough to pass through John’s hands right at the beginning of my time in gliding and he made a massive difference to my life. He taught me to soar, taught me to instruct, and inspired me to follow his example and to become a gliding coach.<br style="box-sizing: inherit;" /><br style="box-sizing: inherit;" />Maybe two or three times in a life you come across someone who helps you up, who changes your world. John made a huge difference to many, many people. Thanks, Magpie, we’ll miss you.</p><p style="box-sizing: inherit; margin: 1rem 0px;"><img alt="JSW Calculator 1" height="470" src="./A tribute to John Williamson_files/JSW_Calculator-1.jpg" style="border: 0px; box-sizing: inherit; display: inline-block; height: auto; max-width: 100%; vertical-align: middle;" width="400" /></p><p style="box-sizing: inherit; margin: 1rem 0px;"><img alt="JSW Calculator" height="468" src="./A tribute to John Williamson_files/JSW_Calculator.jpg" style="border: 0px; box-sizing: inherit; display: inline-block; height: auto; max-width: 100%; vertical-align: middle;" width="400" /></p><p style="box-sizing: inherit; margin: 1rem 0px;"><span style="box-sizing: inherit; color: grey;"><em style="box-sizing: inherit;">My much used JSW Calculator was an invaluable final glide calculator before the advent of GPS and electronic navigation aids.</em></span></p><p style="box-sizing: inherit; margin: 1rem 0px;"><span style="box-sizing: inherit; color: grey;"><em style="box-sizing: inherit;">I, like many pilots, have internalised the basic calculations and to this day use the rule of thumb wind components distance and speed to fly to mentally confirm what my new expensive flight computers are telling me. SY</em></span></p><p style="box-sizing: inherit; margin: 1rem 0px;"> </p><p style="box-sizing: inherit; margin: 1rem 0px;"> </p><p style="box-sizing: inherit; margin: 1rem 0px;"> </p><p style="box-sizing: inherit; margin: 1rem 0px;"> </p><p style="box-sizing: inherit; margin: 1rem 0px;"> </p></div><ul class="pager pagenav" style="background-color: white; box-sizing: inherit; color: #292727; font-family: roboto, Helvetica, Tahoma, Geneva, Arial, sans-serif; font-size: 16px; list-style: none; margin: 20px 0px; padding: 0px; text-align: center;"><li class="previous" style="box-sizing: inherit; display: inline;"><a aria-label="Previous article: Gloucester Glide August 2020" class="hasTooltip" data-original-title="Gloucester Glide August 2020" href="https://magazine.glidingaustralia.org/features/103-gloucester-glide-august-2020" rel="prev" style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial; border-radius: 15px; border: 1px solid rgb(221, 221, 221); box-sizing: inherit; color: black; display: inline-block; float: left; padding: 5px 14px; text-decoration-line: none; transition: all 0.2s ease 0s;" title=""><span aria-hidden="true" class="icon-chevron-left" style="box-sizing: inherit; display: inline-block; height: 14px; line-height: 14px; margin-right: 0.25em; width: 14px;"></span></a></li></ul>christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-92115246816341149192022-01-11T22:03:00.000+01:002022-01-11T22:03:01.406+01:00<p>An old photo from 193x</p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEifqi97vAr_4KQe22Sl2mQ6j8h0R2ET9xCkz9IxqYqTUKQTSJWgGEu1hes2UXyW5NOIlpj-kg-lzucy4ag8NGSmCCmtahDk0_pP_8bjR2rmWXRpT22sYzyAhMGutJ0pbhIwK888RRLJUbTgJyjlI4BxAWBEOKpvYH0SIAjpjaA3IZhGnAg4cUCpQOb8UA=s954" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="582" data-original-width="954" height="195" src="https://blogger.googleusercontent.com/img/a/AVvXsEifqi97vAr_4KQe22Sl2mQ6j8h0R2ET9xCkz9IxqYqTUKQTSJWgGEu1hes2UXyW5NOIlpj-kg-lzucy4ag8NGSmCCmtahDk0_pP_8bjR2rmWXRpT22sYzyAhMGutJ0pbhIwK888RRLJUbTgJyjlI4BxAWBEOKpvYH0SIAjpjaA3IZhGnAg4cUCpQOb8UA=s320" width="320" /></a></div><br /> <p></p>christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-22992133427080381822021-02-23T08:33:00.000+01:002021-02-23T08:33:45.882+01:00History by Al Stacy, from RAFGSA facebook page.<div dir="ltr" style="text-align: left;" trbidi="on">
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Moonrakers</h2>
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By <a data-hovercard-prefer-more-content-show="1" data-hovercard="/ajax/hovercard/user.php?id=1052792679&extragetparams=%7B%22eid%22%3A%22ARDwXYwNZwilaWoV9X2xZb0QxBo9BmHvc9zLHlpzRy8JpOXtFJBcDNQx6fC_qphqINj1wgTXLHaHQSe6%22%7D" href="https://www.facebook.com/al.stacey.7?eid=ARDwXYwNZwilaWoV9X2xZb0QxBo9BmHvc9zLHlpzRy8JpOXtFJBcDNQx6fC_qphqINj1wgTXLHaHQSe6" style="color: #385898; cursor: pointer; font-family: inherit; text-decoration-line: none;" title="Al Stacey">Al Stacey</a> on <a class="_39g5" href="https://www.facebook.com/notes/royal-air-force-gliding-and-soaring-association-rafgsa-/moonrakers/10150498185707425/" style="color: #90949c; cursor: pointer; font-family: inherit; text-decoration-line: none;">Saturday, November 26, 2011 at 9:24 PM</a><span class="timelineUnitContainer" style="font-family: inherit;"></span></div>
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<span style="font-weight: 600;">MOONRAKERS</span></div>
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February 1960</div>
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The main news item for the report is that the Club have had a most successful start to the winter ridge soaring season. Our thanks go to Neil Swan ton who has generously put at our disposal a fine large field at the base of Huish ridge. The first week-end produced 27 hrs and since then five Silver C durations have been flown. The shocking part of the story is that prior to arrival of John Williamson (CFI) the use of the ridge was hardly considered, but now it only needs the Met. man to mention the possibility of a wind with a touch of South in it and the equipment is put in the field overnight and flying starts at the crack of dawn.</div>
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During the past few months we have regretfully said goodbye to four staunch supporters of the Club, namely Plt Off Bill Keppel-Compton (KC) ACI Dave Ellis, SAC Eddie Hodges and SAC John Dack. We wish them all the best with their postings and hope to see them again at Upavon whenever they have a chance to visit us.</div>
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Thanks to that ridge and supporting ground organisation, we heartily congratulate Major John Evans, Flt Lt Eric Reeves and SAC John Dack on their Silver C's. John Dack found that the southerly winds did not quite fit in with his off duty time, so he flew his five hours at Fovant. However, he started his distance leg from Huish and landed at Staverton. Also congratulations to our Chairman, Gp Capt P A Cooper, Sqn Ldr R B Stratton and Cpl Steve Warrick-Fleming, they also recently clocked the required five hours in the Olympia. Other qualifications in the past few months are C's for "Bob" McLuckie and Ron Colvin and B's for Peter Lewis and "Jock' McPherson. Our deepest sympathy goes' to JT Geoff Chandler, who came to earth after 153 miles on a very fine attempt at his Gold distance.</div>
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The statistics for 1959 have proved what a wonderful year it was. The Club recorded 5,813 launches and 970 hours and the totals passed all previous records by at least 90 %.</div>
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Work for the non-flyable winter days is in the shape of a badly damaged Weihe trailer which was purchased from Lasham. History has come home to roost, for the trailer met its doom when on its way to retrieve our CFI at Okehampton in the 1957 Nationals.</div>
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At long last we have a Club Room, it needs quite a lot of work in order to bring it to a usable state but the panelling has almost been completed and the floor laid. Some members have remarked that the inside looks like a large coffin but as it is six feet underground, their comments are understandable. Dick Stratton is planning the cooking and heating arrangements, so we should soon be able to offer visitors the odd cup of tea.</div>
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The Moonrakers wish all gliding clubs a Very Happy New Year of Soaring, if you ever come down our way during any weekend, just drop in for a visit.</div>
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April 1960</div>
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In spite of the seasonable weather of rain, snow and fog, the Club has been pressing on with the winter training programme and already the Upavon thermals have been sampled by several members. Cyril Wade in the Olympia II even found a wave from a winch launch, he coaxed her up 500 ft. and remained aloft for 40 minutes Recently the Chipmunk emerged from the Hangar for the first aero-tows of the year and as a result, several members have been checked out for solo tows. They were so elated that they could still smile after the sub-zero tows in the Kite I.</div>
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Thanks to the Midland Gliding Club Wave Safari, a group of members had their first taste of wave soaring at the Mynd, plus bungey experience for the majority. Gp Capt Cooper completed the second leg of his Silver C with a climb of 4,700 ft. and JT Eddie Hodges was once again defeated by a sticking barograph. JT Geoff Chandler produced the best Moonraker height of the meeting with a climb to 6,600 ft. and the Club chalked up a total of 23 hours; in brief a good time was had by all (excluding the Studebaker when confronted with the hill!)</div>
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Due to lack of club accommodation, the Club rarely has a social gathering, however the night of 23rd January, was an exception. The Royal Oak-Pewsey was the venue, and over the odd glass of beer there was much talk of past activities and things to come. Sgt. John Williamson (CFI) organised a couple of gliding films which went down very nicely, coupled with the usual exclamations of Ah! Gee! etc. and that inspiring feeling that made the individuals visualise themselves in the Championships of the future. JT John Dock was due to receive the Novice Trophy, but unfortunately he could not attend, however the cup was presented by Valerie Reeves to Geoff. Chandler who was just a few points behind in the No. 2 position. The Party was a most successful "do", it was amazing that gliding types could look so respectable.</div>
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The EON Primary is still in demand by the hardy members who find joy in braving the wintery blasts and at the other end of the fleet, the magnificent Olympia 419 continuously probes the sky in search for something to arrest the descent. At present the flying has been reduced slightly as the annual inspections are in hand, however, the winter has been the most active one ever known by the Club.</div>
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August 1960</div>
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During March our section of the hangar at Upavon was due to be invaded by some fuel-burning aircraft and it was necessary to look for another base for a few months. Our problems were overcome when the CO at Netheravon kindly gave his permission for the Club to use a hangar and the airfield, so we moved everything by road and air to a position just four miles south. The return to Upavon is scheduled for mid June.</div>
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For the Easter holiday period the Club split its forces between the Mynd and base John Williamson (CFI) and Major John Evans flew the 419 and Sqn Ldr Dick Stratton and JT<em> </em>Geoff Chandler the Olympia llb, leaving behind the remainder of the fleet and "bods" for a most enjoyable session of flying at Netheravon.</div>
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During the past four months, twenty members have qualified for A and B certificates; the list goes something like this: McPherson, Vig, Batten, Lea, Oatham, Bakewell, Thomas, Swanton, McWilliam, Rose, MacFarlane, Staines, Pickering, Henderson, Murphy, Pell, Barrett, Binstead and Phipps. Neil Swanton (owner of the No. 1 soaring ridge at Huish) is the only civilian member and Carol Binstead is the first member of the WRAF to take a keen interest in gliding. C certificates ha\e since been flown by Rose, Thomas, Simon Cooper, McPherson, Vig, MacFarlane and Andrews. Congratulations also go to Dave ElIis who completed his Silver C with a cross-country, and to Eddie Hodges who rode the southerly wind at Huish for five hours. Both Dave and Eddie were posted several months ago, but manage to return every few weeks for a couple of days flying with the Club. Bob McLuckie is now well on the way toward his target, having recently completed the height and distance legs, and Jock Reilly made a good start by soaring the Grunau to 5,000 ft. in early June.</div>
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We are all delighted that the Grunau has now returned to the air following a major rebuild by the hands of John Evans.</div>
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October 1960</div>
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A very successful week of gliding was had over Whitsun at Edgehill. Five of the Club aircraft were moved by road. The week produced 400 launches, 70 hours and four A and B's, plus a number of cross country flights. Major John Evans made the best distance flight when he flew the 117 miles to Leeds. Dick Stratton produced his 2.4 Jaguar for auto-towing on the runways and it averaged out at 9 launches to a gallon.</div>
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Two members are now well on the way towards their Silver C's, namely "Jock" Reilly, who collected his height at Edgehill and flew to Dunkeswell from Upavon, also Eddie Edwards who recorded his height on one Sunday morning in June and in the afternoon qualified for his distance with a flight to Lasham.</div>
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On 16th June the Club entertained 150 pensioners from Messrs. Fry's of Bristol They all enjoyed themselves but were quite happy to remain firmly rooted to the ground.</div>
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August Monday was a day of most impressive lift that sent the green ball leaping to the top of the tube. John "Willie" climbed to 21,000 at approximately 2,000 ft. per minute. During the previous few days Geoff Chandler made three climbs to over 8,000 ft. the last one was in an open Grunau.</div>
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December 1960</div>
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In September, at the request of the Royal Naval College, Dartmouth the Club organised a gliding week for 11 cadets at RAF Wroughton.</div>
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The cadets averaged 24 flights each and three qualified for their A and B certificates. During the week Geoff Chandler flew northwards in the Olympia 2B for an attempt at Gold distance. Unfortunately he touched down after 153 miles.</div>
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Nine months from start to Silver C (subject to confirmation) puts Cpl Tech (Taff) Thomas in the lead for the Novices Trophy.</div>
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Hill soaring at Huish (thanks to Nei1 Swan ton) has again produced a number of soaring hours. John Willie has also successfully started bungey operations from the top. .</div>
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The Kite I has regretfully been retired from the fleet after 25 years of flying. The Olympia 419 has left for the winter wave project and several members are now making plans for the trek up north.</div>
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All gliding types are welcome, but don't approach from the south-west. The Army characters own that air space as a flying area.</div>
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February 1961</div>
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On the 10th December the Moonrakers thoroughly enjoyed themselves at the Annual Party held in the Black Swan at Devizes. It was a grand gathering of gliding types and included one member who had flown in from Kenya during the afternoon.</div>
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During the party the Chairman, Group Captain Cooper, presented John Willie with the Pundits Pot and also expressed the best wishes of the Club members for John's forthcoming marriage on the 1st January. John is off to Sweden before Christmas and in the New Year will return with Boel (C class glider pilot), who has often flown with the Club and is admired by us all.</div>
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The day previous to the party a strong contingent of Club members attended annual RAFGSA meeting in London, and it was there that the Novices Trophy was presented by Air Chief Marshal Sir Theodore McEvoy, K.C.B., C.B.E., to Cpl technician "Taff Thomas. Not only has Taff managed his Silver C in nine months but has also done more than his fair share in the hangar.</div>
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Also on the list for congratulations are Senior Technician Jock Reilly who completed his Silver C with a five-hour flight in adverse conditions (to say the least) on Huish ridge and also Anne Cooper who, like her brother, went solo on her 16th birthday.</div>
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The statistics for the year gave the Club Lodge both stayed up long enough to get 6,393 launches and 896 hours. The launches show a considerable increase and the hours slightly lower than the previous year. As the weather has been mentioned there is nothing more to say other than it has been deadly. The rain has been bad enough but even more frustrating has been the waiting for the airfield to dry out.</div>
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The only good thing that can be said for the period is that the supporting equipment is in a very good state of serviceability, thanks to Dick Stratton and his assistants. The Studebaker is now on its 11 plus, the Jeep has had a Minor and the 15 cwt. now has a leak-proof roof.</div>
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Recently the T.31 took to the air following a major inspection; Jock McPherson proved to have a light finger for the spray gun and the result is a glider in black and yellow stripes. It certainly shows up well in the air but we hope that it is never mistaken for a drone target aircraft</div>
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April 1961</div>
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The club was delighted to hear that John Willie has been awarded a bronze medal by the Royal Aero Club for the "continuous and unselfish work he has performed on the gliding instruction side".</div>
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Eric Reeves, Jock Reilly, Ed Edwards, and Roger Staines went off to the Long Mynd at Christmas and all experienced their first wave lift. Roger achieved his Silver C height, and Eddie completed his Silver C.</div>
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Since the New Year, Brian Hext, Tony Morris, Iain Kite, and Doug Lang have all gone solo. Several ATC trained pilots have recently joined the club.</div>
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The "Flying Doc."Sqn Ldr Brown has been flying the Chipmunk on Wednesday afternoons, enabling several of our members to gain aerotow experience.</div>
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Jock McPherson, Jock Reilly and Eric Reeves have been busy getting the Grunau ready for the soaring season. Jeff Chandler has completed building a wooden shack in our hangar. This acts as a high temperature enclosure so that our glues can set.</div>
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The early morning flying bug has hit the club and as dawn breaks Dave Ellis and his followers can be seen on the airfield ready to start operations.</div>
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If any of our ex-members would like to receive our "Newsletter" just let us know and we will put them on our mailing list.</div>
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June 1961</div>
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Our congratulations go to Eddie Edwards who was presented with his Silver C. The BGA's 1,000th-by Lady McEvoy at the BGA Ball. Also congratulations to Mac McKenna who has gone solo since our last report.</div>
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Though the first soaring of the season at Upavon was experienced on the 19th March, when John Willie reached 7,000 ft., there is little more to report from the flying side of club affairs. Of late, effort has been concentrated mainly on repair work and this together with R.A.F. team practice and the Easter Rally at Long Mynd has curtailed our activities somewhat.</div>
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However, one ray of hope in an otherwise gloomy report is the maiden voyage of our new 40 ft. trailer which "hit the road" at Easter when it went to Long Mynd. Everyone agreed that it is a credit to its builders- Taff Thomas and his team.</div>
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October 1961</div>
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Six members have recently soloed and the same number have obtained C certificates. The most outstanding one is Chris Morris who flew a good C less than four weeks after his first instructional flight.</div>
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Moving on up the soaring ladder, Pete Purdie and Tony Morris have qualified for Silver C heights, Phil Goodwin for height and duration and Dick Stratton, Roger Staines and Dennis Stubbings have now completed the lot.</div>
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On to Gold now and to report that "Jock" Reilly and "Taff', Thomas both achieved the required climb. Unfortunately "Taff" is still hunting out large Cu as the barograph failed to trace the vital part of the climb. Gold distance now and a Diamond (I hope) with a flight to Great Yarmouth via Edgehill for Eric Reeves on the 30th July.</div>
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"Taff" Thomas and Jim McPherson did the fine retrieve which arrived back at 06.10 hours, just in time to change for work. Thanks at this stage to "Wilbur" Wright, his wife and all concerned for the hospitality received at Yarmouth Airport.</div>
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Now to our "John" and his achievements. First, his attempt on the out-and return record to somewhere in Wales (can't remember the name) on the 22nd July. Unfortunately the weather beyond the Mynd was hopeless, so John did a quick 180 and made it back to Upavon for tea a round trip of 200 miles.</div>
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His crowning achievement was the August Monday flight from base to a field seven miles N.W. of Berwick-on-Tweed, duration 8.20. The news arrived at Upavon in the evening and maps were joined together on the airfield to check the distance-the result was 315 miles and great rejoicing.</div>
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Hearty congratulations on what we hope is the first set of diamonds to be completed in Britain, also credit to Boel and Jim McPherson for the retrieve.</div>
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April 1962</div>
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Since our last letter, written in August, we have turned to the Wiltshire hills for our soaring, and found them and the local farmers most obliging.</div>
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By keeping the soaring fleet of T.21, Grunau Baby and two Olympias transportable, we can leave Upavon and be airborne at a hill within 90 minutes, whenever the wind blows from any direction but east or south-east.</div>
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Granted we sometimes have our fill of muddy lanes and soaked clothes, but most of our pilots have pushed up their hours and had experience of many different fields to land in We can bungey from Inkpen, Huish and Westbury, and have launching fields also at Lavington and Roundway. The hills form the north and south boundaries of the Pewsey Vale and include the northern escarpment of Salisbury Plain.</div>
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When the wind is southerly the gliders are winched from Upavon on to Huish, seven miles to the north. The record launch obtained in these conditions is 3,100 ft., but usually 1,500 ft. is enough.</div>
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This winter's batch of Silver Durations includes Harry Jones, George Ross and Cyril Wride, whilst several others have flown to Huish.</div>
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Plenty of hill soaring has made the winter go pretty quickly, and we look forward to the new season's thermals. The only thing missing is wave soaring, and Wally Wallington, who has recently joined the Club, tells us that even this is possible.</div>
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April 1963</div>
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"There’s a long long trail a 'winding" - up to the top of the Mynd. An enthusiastic team, led by John Wil1iamson, set out on Boxing Day complete with two Olympias and the 401 from Bicester in search of wave-soaring experience at the Midland Club site.</div>
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The expedition provided experience of an unforgettable nature, amongst which a gain of height of some 1,400 ft. was achieved by one of the Olympias, whose rate of climb has yet to be calculated since it spread over three days of slithering and sliding, accompanied by occasional grunts and much thermal-provoking language.</div>
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At the time of writing, ways and means are still being devised as to how to get it down again. The 401 got to the top and down again, thanks to strong ropes and strategically placed picketing posts down the Church Stretton road.</div>
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The other Olympia eased the situation by conveniently shedding a trailer stub axle in Hereford and consequently not arriving at all. Need it be added that no flying was done?</div>
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Little did we realise that those two ridge days at Westbury before Christmas would be the last flying for so long. Not to be daunted, however, our snow covered airfield was surveyed from the cockpit of the Tutor in January by Bill Owens and a hardy band of supporters, and again on February 3rd, when the T.21 and the Grunau were manoeuvred through the frozen hangar doors and took to the air again.</div>
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Meanwhile, each week-end sees activity in the hangar, where Jock Reilly and Ken Edwards are doing a major repair and rebuild on the 419 trailer, an airfield control van is taking shape and much fettling and preparation is going on for the coming season. Our new 463 will require a new trailer, for which Cyril Wride is preparing a design, and £5 worth of Chrysler is almost ready for its 11 plus.</div>
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We look forward now to the return from the Argentine of John Williamson, Dave Cretney and Wally Wallington, and if they only bring back some soaring weather, the club will be ready and rarin' to go.</div>
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February 1964</div>
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Because of a lengthy absence from this column it is appropriate to sum up last season’s activities. On the high performance side we did well by any standard. Two Gold distances by Denis Stubbings and Jeff Chandler in Olympia 2’s early in the season gave us a good start. A well won Gold height by John Allerton turned up in June. In July CFI John Williamson, second in the nationals, broke the goal and return record of 242 miles, the day after the same distance was done from Lasham! A substantial claim for the Douglas Trophy can, however, be submitted.</div>
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Lower down the scale Silver badges were not very prolific, but the six or so completed did include our first by a lady member, Boel Williamson. A number of Silver distances helped swell the total cross country miles to nearly 3500, of which a healthy 1,200 were in the cooking Olympias.</div>
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At the end of the season we were delighted that Hon Sec Douglas Bridson won the National Aerobatic Championship.</div>
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Less Auspicious was the record non the recruiting and training side in a Service club these items are perhaps even more important than in a civilian because of the steady drain of top talent fro individual clubs due to postings, often abroard. There are signs, however, that the expansion of the RAFGSA several years ago is bearing fruit at last insofar as the flow of top talent is no longer always one way. A number of tour expired experts are showing up from overseas to carry on where they left off two or more years ago. </div>
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August 1964</div>
<div style="font-family: inherit;">
Since we last reported we have made excellent progress in our efforts to improve our equipment. The new lightweight trailers have been built, the last nail in the Dart trailer being driven home in the early hours on the day before we assembled for the Nationals.</div>
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Both our T.21's are now fully canopied and our mobile winch petrol engine has been replaced by a diesel one. We have obtained a second diesel tractor and once our third winch is converted we shall be fully diesel. Already the savings in cost of launches is showing.</div>
<div style="font-family: inherit;">
On the operational side success has been less marked by only a few solos and a C Certificate. A Silver C distance each for Ted Norman and John Martin and height for Fred Bass. Alex Chapman jumped into a cunim and out again at 14,000 ft. Gain 3.000 metres.</div>
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We regretfully say farewell to Club stalwarts Jock Reilly, who has returned to his native Scotland, and Les Manley to Malta. Peter Purdie has gone to Borneo and we hope he will be back in time for the Internationals. We thank these three and wish them good luck. They will always be welcome at Moonrakers.</div>
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October 1964</div>
<div style="font-family: inherit;">
Earlier this year we introduced a package deal for new members: for 50s. (paid in advance) we provide 25 instructional flights, two text books and a log book. This system is now proving most successful.</div>
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This month we had our first female solo for some time Gillian Bridson follows her husband Derek who has gained his C Certificate after soloing earlier in the year.</div>
<div style="font-family: inherit;">
In the August Club news we said we were not doing so well on the flying side but this has changed and we have many successes to report. John WiIliamson, who has been running a summer camp at Keevil during August, hurried round a 100 Km. triangle at 49 m.p.h. which could have been a U.K. record had there been an Official Observer at the turning points.</div>
<div style="font-family: inherit;">
(On 30th August John Williamson broke the U.K. Goal-and-Return record by flying to Swinderby and back, 274 miles.)</div>
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We had mixed fortune at the August Aspirants' Contest at Bicester. Eric Reeves had the misfortune to injure his back landing in a rough field on the second day and could take no further part in the competition. Doug Bridson flew consistently well to win the League 1 competition, hotly pursued by ex Moonraker Dennis Stubbings. John Martin has completed his Silver C he did his duration in May, distance in July and height in August. Geoff Chandler completed his Gold C by getting his height in July.</div>
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Our winter programme will include the annual dinner which is to take place en 21st November. Any ex-Moonraker who wishes to attend should contact Flt Lt D Bridson, Station Adjutant at Upavon.</div>
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April 1965</div>
<div style="font-family: inherit;">
We begin on rather a sad note this time by announcing the departure of one of our longest serving members, Bill Owens. On this his second tour with Moonrakers, Bill has put in a great amount of hard work and his enthusiasm and encouragement will be sadly missed when he parts company with the Service and takes his place in civilian life.</div>
<div style="font-family: inherit;">
New members to the club since we last wrote are Tony Morris, Pete Hanneman, Taff Thomas, Andy Whitaker, Rupert Butler and Steve Warwick-Flemming, who takes over from Bill Owens as Deputy CFI.</div>
<div style="font-family: inherit;">
On the gliding side our first mention goes to Andy Whitaker who gained a Silver C height in his ejection seat while his Lightning did the first field landing of the season. Congratulations go to Derek Bridson, Roy Johnston and Rupert Butler who gained their Silver C durations during December and January.</div>
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It was with some consternation that we received a spanking new Ka-7 a couple of weekends ago but it shouldn't be long before our pundits are convinced of its great possibilities. Since it arrived it has earned its keep to the full and should make a good training aircraft once our instructors are checked out in it.</div>
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Work is progressing in the hangar at present with major inspections well under way and the re-spray of the Olympia now completed. We were all very pleased when our new club room was ready for use at the beginning of last month; cups of coffee and hot pies going down extremely well on cold weekends.</div>
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December 1965</div>
<div style="font-family: inherit;">
Although garrulous where gliding is concerned, most Moonrakers seldom put pen to paper a glance at Club records and personal log books provide ample proof of this lack of practice. Having tactlessly mentioned within hearing of the CFI that I could actually write, the job of publicity member was promptly allotted, and so for the first time in six months news of our less notorious exploits reach the gliding world. We have certainly had an eventful six months with 5 Diamond, 7 Gold and 12 Silver legs confirmed and 11 C and 11 A and B certificates completed.</div>
<div style="font-family: inherit;">
June started well with Whit Week-end when Tony Morris and Rupert Butler managed some good cross-country flights and three Silver legs and three C certificates were completed. Later, Steve Warwick-Flemming inaugurated the milk run to Great Yarmouth, completing his Gold C and getting a Diamond Goal. The following day John Weston Allwork and Derick Bridson completed their Silvers and Scratcher MacMillan flew 136 miles towards Great Yarmouth before the East Anglican sea breeze defeated him.</div>
<div style="font-family: inherit;">
July was slightly marred by a malignant barograph which, although "repaired" several times, spoilt two Silver and one Gold height claims before it was fixed. Ed Meddings, peering out of his office window one Wednesday afternoon, saw a big black cloud right over his winches. Still in his uniform, he rushed to the launch point, jumped straight into the Oly, and half an hour later was back on the ground with a Gold height to complete his Gold C. Stew Levitt, Adrian Goodwin and Jim Porter completed their A and B and then C certificates in close succession.</div>
<div style="font-family: inherit;">
August started with a real bang: Taff Thomas and Andy Whitaker flew to Great Yarmouth on successive days for Gold distance and Diamond goal and Andy got his height as well to complete his Gold C. Meanwhile, Tony Chew and Trevor North flew to Lasham for Silver distance and Gillian Bridson was at last persuaded to sit her air law exam and so passed her C. The next week-end the procession eastwards continued; Les Manley got to Great Yarmouth for his 30G-km. goal and Norman Gould drifted over to Lasham and hung around there scaring the locals out of their thermals until he had completed five hours and his Silver C. Ed Meddings tried something different and set off on a 500km. triangle; in 9 hours he had completed 230 miles for what looks like being our longest flight this year.</div>
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Our August gliding week was a combined effort with the Mendipians; John Willy in charge. The weather was marvellous but not always useable since our tug failed to appear. Getting away was always a bit chancy for those going cross-country, but A's, B's and C's came thick and fast. Paul Gibson got his C and so did several Mendipians. Doug Bridson, getting into the groove, did a l00km triangle in 1 hour 12 minutes and finally Tony Morris finished off the week on another high note by flying to Great Yarmouth, but two vehicles broke down on the retrieve.</div>
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Socially the week was a great success.</div>
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Most nights we dined together at the Ship in Upavon. Two barbecues at our wooded caravan site continued until the early hours and were enlivened by Hot lips Whitaker and his trumpet.</div>
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December 1967</div>
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Our absence from these columns does not indicate inactivity; by the end of July we had already flown 1,000 hours and 6,000 miles cross-country, so the club records will be well broken this years.</div>
<div style="font-family: inherit;">
The season started well with a task week in April, during which almost 2,000 miles soaring were logged, and George Lee, a visitor from Colerne, did a 315km. out-and return for his Gold distance and Diamond goal.</div>
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Anne and Einar Enevoldson return to the States in December. We are almost as sorry to see Einar's Phoebus go as we are to lose Anne, our most efficient duty pilot. We hope to see them again, either here, or in some of their real thermals back home.</div>
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christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-12188928801586228492016-03-20T19:48:00.001+01:002016-03-20T19:50:13.246+01:00Amazing flying machines - In case you missed this.<div dir="ltr" style="text-align: left;" trbidi="on">
<h2 style="color: #909090;">
Meet the dazzling flying machines of the future | Raffaello D'Andrea</h2>
<br />
<a href="http://www.uvioo.com/watch/?v=RCXGpEmFbOw&m=dewlish" target="_blank">http://www.uvioo.com/watch/?v=RCXGpEmFbOw&m=dewlish</a><br />
<br />
Regards<br />
<br />
Chris.<br />
<br />
PS could not resist this.</div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com3tag:blogger.com,1999:blog-6474619935174072386.post-11452655658398012062014-12-21T10:59:00.002+01:002016-03-20T19:51:42.643+01:00Portmoak - DG-300 Glider Winch Launch and Ridge Soaring<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-size: large;"><a href="http://www.uvioo.com/video?m=dewlish&so=yt&v=c_VhkslR1ko" target="_blank">Portmoak soaring</a></span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;">I flew here in March 2004. A great site.</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;">My other ridge flights as a young man were at "Huish" near Upavon, Westbury White Horse, Doing my five hours at Devizes, a failed attempt at Halton, and at a ridge near Kemble, all with encouragement of John Williamson.</span><br />
<span style="font-size: large;"><br /></span>
<span style="font-size: large;"><a href="http://www.uvioo.com/video?m=dewlish&so=yt&v=c_VhkslR1ko" target="_blank">Take a look here.</a></span></div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com1tag:blogger.com,1999:blog-6474619935174072386.post-12916300902527554282014-03-09T20:10:00.000+01:002014-03-09T20:10:02.939+01:00ACM Sir Theodore MCEVOY<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
<br />
<br />
<b>Sometime in 1962</b> it must have been. For some reason we were flying from<b> </b>Biscester probably the time I was towed to Halton to try for my 5hours.<br />
<br />
The highlight of my few days there was the honor of flying with <b>Sir Theodore MCEVOY </b>in the Eagle two seater as his safety pilot!!! As it was only my second trip in this aircraft ....<br />
The moment the aircraft started to move on the launch it was like being on rails. Perfection.<br />
What a great gentleman.<br />
<br />
<br />
<b>obituarys thanks to http://oldhabs.com</b><br />
<b> </b><br />
<b>ACM Sir Theodore MCEVOY (1915-25) <br />
</b>died on 29 September 1991, at the age of 86.<br />
<br />
In spite of his illness, he was an outstanding fighter leader. As
Station Commander of RAF Northolt, he formed the Polish Fighter Wing in
1941, after they had fought magnificently in the Battle of Britain, the
previous Summer. Now they became part of Sholto Douglas's aggressive
policy of taking the war to German-occupied France. Following some
severe losses, Mac decided to test conditions for himself and flew with
the wing, but was bounded on the way home. Badly wounded he crash-landed
his badly-damaged Spitfire at Lydd - in the middle of an anti-invasion
minefield, from which he was gingerly rescued by the Home Guard! <br />
He went on to build a reputation as one of the most accomplished
RAF staff officers of the Second World War, progressing as Group
Captain, Operations HQ Fighter Command in 1942, Senior Air Staff Officer
No. 11 Group in 1943 and of No. 84, the fighter group which supported
the Normandy landing, in the following year. Mac became Assistant Chief
of Staff Policy in 1945 and Director of Command and Staff Training after
the war ended.<br />
<br />
He learned to pilot helicopters and, at the age of 51, took a
refresher jet course at the RAF Flying College, Manby. In 1950, he had
become Assistant Chief of Staff Training and then in 1954 RAF
instructor, at the Imperial Defence College. It was at this time, in
1954/55, that he became President of the HOBC, of which he was a life
member. Two years later, he went to Fontainbleau, as Chief of Staff,
Allied Air Forces, Central Europe, returning in 1959 to the Air
Ministry, as Air Secretary. He continued to fly a variety of aircraft
including Meteors, until his retirement in 1962, after three years as
Air ADC to the Queen.<br />
<br />
Apart from his calligraphy and gardening, Mac played golf as a
pastime and enjoyed turning out in a foursome of which the other members
were the legless Douglas Bader, the fingerless Arthur Donaldson and the
one-armed Gus Walker.<br />
<br />
There follows two widely differing appreciations by his contemporary
Teddy Mautner (1912-22) and the son of another leaver of the twenties -
Gustave J Muteau (1921-25). On behalf of the Association (to which Mac
had been making annual donations since its foundation in 1962) we would
wish to express to Marion (with whom he had celebrated their Golden
Wedding anniversary in 1985) our deep-felt pride of her late husband.
Also, to their daughter Jill and son, Robin.<br />
<br />
WRT<br />
<br />
Theo was a contemporary of my late father (Gustave F Muteau 1921-25),
and was instrumental in getting him posted to RAF Intelligence where
his knowledge and expertise in languages could be properly utilised in
WW2.<br />
<br />
As a result of his friendship with my father he heard of the
abominable state of my handwriting and decided that I should be
privately tutored by him - as he was, despite his injuries, one of the
most noted calligraphists in this country. You see the result, which has
been my normal handwriting every since.<br />
<br />
To see him at work with his quills and pens was a great privilege,
which I enjoyed for many years. But my most lasting memory of this great
OH is of him inspecting the CCF at Westbere Road. It was painful for
him to stand for more than a few minutes, even with the aid of his two
canes but he handed them to his ADC and proceeded to inspect the whole
Corps - not just the front rank as many inspecting officers were prone
to do - and then to stand to take the salute as we marched past. For
well over an hour he walked and stood unaided; often stopping to chat to
us. He told my father later that he was in agony the whole time but he
refused to let us down! What a man!<br />
<br />
Truly a parfait knight and a gentleman.<br />
<br />
C Muteau<br />
<br />
Air Chief Marshal Sir Theodore McEvoy KCB, CVE. Did he, in 1915,
envisage this description of himself in later years? I would not be
surprised. When, to us other boys, aeroplanes were just dots in the sky,
by "Mac" they were recognised as Bristol Fighters or Sopwith Pups, or
whatever. If ever there was a boy with a firm and fixed ambition as to
what he wanted to do in life it was Mac and flying. After becoming a
cadet-officer in the School Cadet Corps, he went on to Cranwell and
passed out - predictably - with the Sword of Honour two years later in
1925. <br />
From then his career through the Royal Air Force was one of steady
promotion, and this in spite of a crippling disease of the spine,
spondylitis, which overtook him before he was 30. Whilst it was
developing it caused him intense pain, and it was small consolation that
once his spine had set in its curvature it no longer hurt, but he was
never afterwards able to stand straight. The fact that he was not
invalided out of service is proof of his outstanding qualities as an
airman and a staff officer. <br />
He played a leading part in RAF activities throughout the war,
particularly as Group Captain Operations HQ Fighter Command, and he
served in Normandy, being mentioned in despatches. Subsequently he rose
to be Chief of Staff, Allied Air Forces, Central Europe, at
Fontainbleau. On the way up the ladder as Station Commander, Northolt,
in 1941 he formed close links with the Polish Air Force fighter units,
and received a high Polish decoration. <br />
Retired in 1962 at the age of 58 he occupied his time in a variety
of interests, including gliding, calligraphy, he wrote an exquisite
italic hand, becoming President of the Italic Handwriting Society - and
glass engraving, where in spite of severe eye disability he was able to
apply his calligraphic talent to glass. He also busied himself
politically in anti-Communist activities and will have been gratified to
have lived to see the turn of events in Russia and Eastern Europe. Mac
is survived by his wife Marian, and a son and a daughter, and
grandchildren.<br />
<br />
E E Mautner (1912-22)<br />
<b><br />
</b></div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-54081748223797743122014-03-08T19:36:00.001+01:002014-03-09T20:21:13.002+01:00Sailplane And Gliding ref J S Wiliamson<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="http://www.lakesgc.co.uk/mainwebpages/Sailplane%20&%20Gliding%201961%20to%201970/Volume%2017%20No%201%20Feb-Mar%201966.pdf" target="_blank">ref John Willi</a><br />
<br />
and ref; the calculator. This is the latest reference I can find for Him.<br />
T<br />
<a href="http://forum.aerosoft.com/index.php?/topic/23803-free-glide-calculator/" target="_blank">his link gave me the quote below. </a><br />
<br />
"Ref "John Willy" - John Williamson - I remember him well and the
calculator. Back in 1966 when he was a Flt Lt at RAF Locking he taught
me to fly gliders in the then "Mendips" RAF Gliding Club. Wonderful
days, T21, Tutor, Prefect, Oly 2b and a Grunau 2 (with its original
German markings). Rotten site though, sea breeze front used to wipe out
all thermal lift."</div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-54327958169594758092014-03-08T19:33:00.000+01:002015-01-05T09:58:28.406+01:00Gain of height in 1957 26,500 feet.<div dir="ltr" style="text-align: left;" trbidi="on">
<div data-angle="0" data-canvas-width="6.605280262470246" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 177.418px; top: 796.213px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(1.10088, 1);">
<a href="http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200344.html" target="_blank">This where I found the reference to John Willi gain of height award.</a></div>
<div data-angle="0" data-canvas-width="6.605280262470246" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 177.418px; top: 796.213px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(1.10088, 1);">
<br />
I remember him talking about this one day and saying how he was all iced up in the cockpit and it took an hour to get down as the </div>
<div data-angle="0" data-canvas-width="6.605280262470246" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 177.418px; top: 796.213px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(1.10088, 1);">
Weihe had no air brakes. <br />
<div data-angle="0" data-canvas-width="5.2747202095985415" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 201.011px; top: 806.773px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(0.99211, 1);">
<br /></div>
</div>
<div data-angle="0" data-canvas-width="6.605280262470246" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 177.418px; top: 796.213px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(1.10088, 1);">
de Havilland Cup (gain of height): JS.Williamson</div>
<div data-angle="0" data-canvas-width="35.9145614271164" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 105.92px; top: 806.773px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(0.971101, 1);">
26,500f</div>
<div data-angle="0" data-canvas-width="3.302640131235123" data-font-name="Times" dir="ltr" style="font-family: serif; font-size: 12px; left: 141.835px; top: 806.773px; transform-origin: 0% 0% 0px; transform: rotate(0deg) scale(0.990792, 1);">
<br /></div>
</div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-61642210647621558422013-06-13T19:52:00.001+02:002016-03-20T19:53:41.612+01:00Carrying Pasengers in a T21<div dir="ltr" style="text-align: left;" trbidi="on">
<div dir="ltr" style="text-align: left;" trbidi="on">
Carrying Passengers in a T21.<br />
<br />
On 4 August 1963 John Williamson signed me off as fit to carry passenger in the T21. As this meant sitting in the left hand seat, it meant using the left hand for the stick and right hand for the spoilers. As in all other gliders it was the opposite hand, it took some getting used too. I was helped a lot as at the time I was in the process of getting my PPL flying Austers at Wolverhampton, and in the Auster it was Left hand seat flying so I had got used to it.<br />
<br />
Later that day I took my first passenger, a Mr Hicks, the second was a Mrs White so indicates my log book, both 4 minute circuits.<br />
<br />
The next day (Sunday 5th August) another 16 passenger flights, all short with one exception of 17 mins thanks to the cook house thermal..<br />
<br />
A fun day. </div>
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christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-89831638943996691842013-06-13T19:34:00.000+02:002014-03-09T20:16:14.449+01:00Olympia 463 Hot Ship?<div dir="ltr" style="text-align: left;" trbidi="on">
Olympia 463 Hot Ship?<br />
<br />
8 June 1962 I converted to the Olympia 463 which was a fairly new machine for the club as far as I can remember. It was a 35 minute flight and I enjoyed something that had a bit more penetration than the Oly 2.<br />
<br />
As It happens this was the only flight I ever had in this machine as someone broke it a week or two later in a competition. So I was back to an Oly 2 again next time out.<br />
<br />
<br /></div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com3tag:blogger.com,1999:blog-6474619935174072386.post-3897707587405789832013-06-13T19:08:00.003+02:002014-03-09T20:15:00.585+01:00Meterology for Glider pilots by Wally Wallington<div dir="ltr" style="text-align: left;" trbidi="on">
<div dir="ltr" style="text-align: left;" trbidi="on">
As far as I can remember, Wally did the weather for the UK Championships in 1961 and 62. He also came over to Upavon a few times and John Willi called him for advice when doing something special. He was a lovely man and I had a copy of his book (now lost) and read it more than once.<br />
A read I recommend.</div>
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christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-62065168822993513362013-06-05T09:23:00.000+02:002014-03-09T20:12:37.082+01:00Aviation Product store<div dir="ltr" style="text-align: left;" trbidi="on">
Aviation Products<br />
Mainly for Private pilots and Gliding geeks<br />
<a href="http://astore.amazon.com/flyingproducts-20">Check here</a></div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-58544166310128433302013-06-03T11:38:00.000+02:002014-03-09T20:11:44.367+01:00Christopher Morris - glider pilot.<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="http://4.bp.blogspot.com/-ikSUJyAe8As/SZsIB5lXmII/AAAAAAAAAjs/SSMiKz32Vas/s1600/Christopher+Morris+at+various+stages.jpg" imageanchor="1"><img border="0" src="http://4.bp.blogspot.com/-ikSUJyAe8As/SZsIB5lXmII/AAAAAAAAAjs/SSMiKz32Vas/s320/Christopher+Morris+at+various+stages.jpg" /></a><br />
<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
</div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-78098553378315045942013-06-03T10:59:00.000+02:002013-06-03T10:59:17.006+02:00<div dir="ltr" style="text-align: left;" trbidi="on">
<br /></div>
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<script type="text/javascript" src="http://www.assoc-amazon.com/s/ads.js"></script>christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-26948065717320309942012-05-08T19:27:00.001+02:002014-03-10T10:42:10.630+01:00Getting to Silver C in 1962<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-size: large;">Getting to Silver C in 1962. Oly 2.</span><br />
<br />
<span style="font-size: large;">First cross country attempt on 1st July but only made 30 miles from Upavon to</span> <span style="font-size: large;">a field at</span> <span style="font-size: large;">More Critchell near Wimborn. My route took me over Stonehenge but too short.</span><br />
<br />
<span style="font-size: large;">Next attempt was to get to Lasham. This was 7th july and I made it. So my distance was in the bag and the barograph showed a gain of 4500 feet, so the height was obtained too. Making progress. Only need my 5 hours now....</span><br />
<br />
<span style="font-size: large;">On the 7th August of the same year we were at Bicester and John Willi sent me off to Halton to have a go at my 5 hours. Don't remember the name of the pilot flying the Tiger Moth tug pilot (Jeff Gough ?), but remember him as being a glider buff too. Only managed 2h 10 mins on the hill as the wind declined enough for me to give it up. Got a great tow back to Bicester behind the same Tiger.</span><br />
<br />
<span style="font-size: large;">Back at Upavon on the 10th August for another attempt. This time JW chose Roundway hill near Devises for three of us to see what we could do. We were towed over by the Chipmunk. I went first and was later joined by the club Tutor and another Oly2. Quite a bit of thermal activity after the first hour, then just needed to stay with the hill until my time was up. 5hr 10mins did the trick and so gained Silver C certificate number 1202.</span><br />
<br />
<span style="font-size: large;">Later I went on to get my power PPL in 16hr 45mins on an Auster at Wolverhampton. Only needing shortened training time due to the Silver C. I was a very happy chappi. </span></div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-15467653178518286222012-01-02T20:05:00.000+01:002014-03-10T10:42:45.626+01:00The Answer<div dir="ltr" style="text-align: left;" trbidi="on">
As I promised in my last post, the ridge site where we were flying was "Westbury".<br />
<br />
I do not have any photos and my log book notes show that I was airborne for 1 hour and eight minutes, and it was very rough air. Most of the time my altitude was about 200 ft above the hill top and I needed 300 ft to turn in for my landing.<br />
<br />
There was a bit of curl over as one went in for landing, but all flights went well. Thanks again John Willi for another great flying experience.<br />
<br />
The date was 9th December 1962.</div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com2tag:blogger.com,1999:blog-6474619935174072386.post-11826149102185613202011-01-28T19:47:00.000+01:002011-01-28T19:47:05.944+01:00Exciting Places and Field Trips<div dir="ltr" style="text-align: left;" trbidi="on">John Williamson was an adventurer. If the day was flyable then the opportunity had to be taken even if this meant putting the T21 on a trailer, hooking a winch to a tractor and de-rigging various other gliders, so be it, then off we went.<br />
<br />
I remember one weekend when we were flying off the top of a ridge some miles from Upavon. A key piece of advice we were given was "don't land at the bottom as the farmer does not like gliders and has a shot gun". Who can tell me where that was!!!<br />
<br />
As the wind was a bit variable this meant just staying airborne until a landing at the top was possible. Given the curl over behind the ridge this was not the simplest site to fly at. Great experience though and we were all given a check flight in the T21 before being set loose in the Oly2<br />
<br />
I'll tell you where this was next time.<br />
<br />
Good Flying. <br />
<br />
<br />
</div>christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com1tag:blogger.com,1999:blog-6474619935174072386.post-46776156535780397402010-04-13T11:27:00.000+02:002010-04-13T11:27:14.972+02:00Formation of Club - Lynham 1957Many thanks for the comment telling me that the club was originally formed at RAF Lynham in 1957.<br />
Anyone know who the CFI was at the time and any other details?<br />
When did it move to RAF Upavon and when did it close down?<br />
Best regards,<br />
Chrischristopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com12tag:blogger.com,1999:blog-6474619935174072386.post-88529233758069559022010-01-20T16:48:00.001+01:002010-01-20T18:11:01.922+01:00Moonrakers Gliding club Membership Card<div class="separator" style="clear: both; text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbqXLhDjvJTMe1xd8rnHtze6qiggiWWqg9Gz3WZqg0eCVWj49081TtafCNc3ot8GSWMvoFoG24ZXcstqJPMaB9mL027-4mrzed8ognIeedb2Koxhyphenhyphen2ovpK4n1DlFvSBXKbFNCreBZyQIOM/s1600-h/DSCN1342.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbqXLhDjvJTMe1xd8rnHtze6qiggiWWqg9Gz3WZqg0eCVWj49081TtafCNc3ot8GSWMvoFoG24ZXcstqJPMaB9mL027-4mrzed8ognIeedb2Koxhyphenhyphen2ovpK4n1DlFvSBXKbFNCreBZyQIOM/s320/DSCN1342.JPG" /></a><br />
</div>This is the Club membership Card on which was recorded the aircraft one was permitted to fly, and other club tasks that one was checked out to perform.<br />
<br />
The aircraft in the fleet at that time were;<br />
Tutor, Grunau, Olympia 2 and Olympia 419. The training aircraft were a T31 and T21. We also had an occasional tug which was a Chipmunk.christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-18543159416531332152010-01-20T09:00:00.000+01:002010-01-20T09:00:25.801+01:00Getting to SoloSunday 30 July was my fifth day at the Moonrakers Gliding club and I was looking forward to flying again. So far I had flown with four different instructors (Dennis, Stains, John Williamson, Colins) and they all seemed to have a magic touch. When I had to work hard all the time to keep the glider flying level or turning smoothly, they could take control and everything instantly become smooth and perfect.<br />
<br />
Today I was back in the T31 and flying from the front seat with Dennis instructing from the rear.<br />
<br />
One of the most exciting phases of flight when learning to fly a glider, is the take off. We were being launched by winch using a launching method whereby a cable is attached to the aircraft at a special hook point just under the front of the fuselage. Once this was attached and checked to ensure it would release correctly, a helper held one of the wings of the glider, and the cable (about 3 or 4 thousand feet of it) which was attached to a winch at the other end of the air field, was rapidly wound in, pulling the glider with it. This gave us the speed to fly and we climbed rapidly, rather like a Kite on a string to about 1000 feet where we released the cable and went on our way. <br />
<br />
There are two main emergencies that as budding pilots we had to learn to cope with. One being the risk that the cable would break during the launch, and the other being the winch loosing power. Either of these events could lead to disaster if not properly handled. So part of my flying experience in the T31 included the instructor (JW) dropping the cable without warning at 300 feet into the launch. I do not remember this specific event, but must have handled it satisfactorily. For my next flight Dennis took the back seat, and so for my 24th flight I flew a normal circuit without any drama. I now had 3hours and 5 minutes total flying time in my log book.<br />
<br />
We then prepared for our next launch with me in the front seat as usual. Dennis then went to the back seat and fiddled about with the seat harness, then said to me that he was not coming this time, and just to do a left hand circuit of the airfield and land in the normal way. So I did as I was told and completed my first solo flight!!!!<br />
<br />
I remember being told after landing that I should stop my side slip a little higher when coming in to land, and was sent off to to complete two more flights, so gaining my A and B certificates. A perfect ending a most exciting day. Magical......christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-19002602772056087632009-12-30T19:03:00.000+01:002014-03-10T10:48:38.731+01:00Learning to fly, RAFGSA.<div dir="ltr" style="text-align: left;" trbidi="on">
Learning to fly, RAFGSA with the MOONRAKER Gliding Club.<br />
<br />
How did it happen? Well it was all rather simple really.<br />
<br />
It was a Sunday and I was on an Air Radar Fitters course at RAF Yatesbury in Wiltshire, England and had nothing to do. Come to the gliding club a friend said, and as he had a Jaguar Mark I, it was an invitation that could not be turned down.<br />
<br />
Thirty minutes later at about 9:30 I suppose, we were on the Airfield at RAF Upavon, a grass field high on the Wiltshire downs. It supported a couple of large hangars and there were several gliders on the grass ready to be flown. The first thing we did on our arrival was to put our names down on the flying list as this determined the order in which we would fly. That done I did not know what to do next, so I stood about watching some two seater aircraft get hitched to the winch cable and then launched. This was all rather spectacular as I had only ever seen a kite fly like these things were being launched.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.rcawsey.co.uk/bga1960.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.rcawsey.co.uk/bga1960.jpg" height="173" width="320" /></a></div>
It is not possible to stand around doing nothing for long at any gliding club, and soon I was asked to help a couple of other guys wash down the wings of a rather smooth looking glider, a Olympia 419 as it turned out to be. One this task had been completed I saw a rather slim chap having his photo taken next to a blackboard on which his destination was written. I did not take too much notice of it at the time. A little while later the rather swish glider was pulled into the launch area and the slim fellow got in and was launched to about 700 feet so I was informed. He then turned to the east side of the airfield and started circling above the corn fields and drifting away. Eventually, he disappeared and that seemed to be that until two other club members climbed into a ford van and drove off towing a rather long trailer.<br />
<br />
My curiosity was aroused by this activity so I asked what was going on. The answer was that the pilot and club CFI, John Williamson, had set his Diamond Goal and was planning to fly some 500km. As far as I remember, he did not get to his planned destination, but did do more than 500km so got his distance target. This all made me think that gliding was quite a serious activity.<br />
<br />
And of course later in the day I had my first flight in a T31 glider. In fact I had two flights which my log book shows as Joy rides and totaled 8 minutes in all, and I was hooked.</div>
christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com0tag:blogger.com,1999:blog-6474619935174072386.post-20666864647283924652009-02-15T12:25:00.001+01:002009-12-30T16:20:37.925+01:00Some of the People I remember<span style="font-weight:bold;">John Williamson<span style="font-style:italic;"></span></span> the CFI was a fairly small wiry man, with enormous energy and enthusiasm for Gliding and the Club. He was the person who did the 500km flight the day I first visited, and was the UK champion as well as representing the UK in the World Championships if my memory serves me well.<br />
<br />
I flew with him many times and one of the most memorable flights was in the T21 at the end of the day. He was flying and I was just a passenger. My log book shows it as having taken place on the 21st of August 1961. It was a winch launch to 1100 feet, which on releasing the cable pulled up into a half turn of a spin, followed by a loop, a stall turn, a steep turn and a beat up in the valley to the side of the airfield then a spot landing (of course).<br />
<br />
John was always looking for the best gliding experience possible given the weather conditions that prevailed. Just to the north of RAF Upavon was a south facing hill called "Huish". And on days when the winds were suitable we de-rigged the T21 and took a winch to a field owned by a friendly farmer (who also flew with us sometimes), and we learned about ridge soaring. As space was pretty restricted for the launch we could only get to about 400feet, but this was enough to make the turn back to the hill and start soaring.<br />
<br />
<span style="font-weight:bold;">Dick Stratton</span> was the other special character that I had the privilege to fly with. He took me up to learn some aerobatics in the T21 one day. My log book note shows "loop, stall turn. Great".<br />
I remember it now. The loop went fine, but I was a bit late hitting the rudder for the stall turn, so we were only part way round when we stopped flying. It was all a bit topsy turvy for a moment and Dick laughed like a drain. A great man who I know is missed by all he met.<br />
<br />
Some of the other characters that I particularly remember (if not their names) include a Scottish fellow who was particularly busy fixing things most of the time. He did fly from time to time and was a stickler for things being done right! So one day when he came back from a trip in the OLY419 and landed very fast well down the field, us onlookers wondered what was the matter with him. In fact he had ice in the pitot head for his air speed indicator and had no reading from it. Just being careful. He had made a climb to over 16000 feet in cloud and got his gold height. Celebrations all round.christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com4tag:blogger.com,1999:blog-6474619935174072386.post-32886140893608927582009-02-14T12:10:00.000+01:002009-02-14T12:19:54.624+01:00Why this blog about the Moonrakers Gliding ClubWell, I had a great time and learned a lot about safe flying at the Moonrakers Gliding and Soaring Club, operating at RAF Upavon in the early 1960's.<br /><br />Having searched the internet and RAF Gliding and Soaring Association for information and history about it to no avail, I decided to start this blog and see if any of my old friends would pop out of the woodwork and share memories of the good old times, before they are lost.<br /><br />If you ever flew with the club, or were just a visitor, please get in touch.christopher morrishttp://www.blogger.com/profile/14194974317197183367noreply@blogger.com11