We recently received a letter from a member relating to this publication complaining that the "Newsletter…..is dull as ditchwater" and "…..a vehicle for the staff to whinge at the members".

Leaving aside the fact that the second of the foregoing comments is simply not the case, what this letter has brought to light is that the purpose and remit of this sheet may not be clear to everyone. If you look to the top of the page you will note that this is not a "newsletter" but an "Information sheet". The distinction is intentional. Some years ago we decided to discontinue the then newsletter because we could not commit sufficient manpower or financial resources to keep it tenable. We do, however, need the staff and committee to be able to communicate with other members in a timely fashion and this information sheet is produced to that end. By its very nature this sort of information is not going to produce a read likely to threaten the careers of Roddy Doyle or JD Salinger: Sorry but, by its nature, it will generally be a bit dull. (We try to keep it brief for that reason.)

The individual who wrote has attempted to ameliorate the situation by providing an account of a notable flight to spice things up. It’s a worthy account, but both for lack of space and the foregoing reasons it is not possible to include it here. We do provide a forum for this kind of article, and that is the web site which now provides some of the facilities of a newsletter under the efficient stewardship of Alan Smith. The letter will find its way there soon. If space permits we may include the account in a future sheet, but we have no intention of making this a regular occurrence for the reasons outlined earlier.

The possibility of producing a quarterly newsletter in addition to the info sheet and web-site is under review, but is unlikely to happen in the near future.

The letter also contained some questions about cloud flying and use of the ridge field. These, with G’s reply, are produced later. Again, in general, we would much prefer to answer letters directly or, better still, face to face. For space and time reasons this is how we will continue to do things most of the time.

Finally, I guess we should provide some real information, in keeping with the title. There is little to report, as one may expect at this time of year. We are firming up the plans for next year and, as this is written, expect to be able to collect the ‘new’ K21 in the next 10-15 days. We will actually put this off as long as possible given the weather and condition of the field in order to keep the cash in the bank as long as possible.

We are pleased to inform you that a special reduced rate has been negotiated by BGC tug pilots to carry out their Proficiency Check/Test at Wycombe Air Centre Ltd.

Wycombe Air Centre Ltd has kindly agreed to provide this training at their own staff discounted rate of 15% less list price ie hourly rate of £115.60 inc VAT by excluding test fee if applicable.

(NOTE) This offer is exclusive to BGC tug pilots and proof of association will be required.

Would any members interested in flying in Spain (Ontur) next April, please contact Phil Jarvis (01635 254422 or e-mail pjarvis334@aol.com)

Depending on the outcome we could use one of our single seaters (Discus) or rent a glider from ESC.

Keep being asked what you would like for Christmas this year? Stuck for ideas? Why not chose something from Booker Gliding Club Shop! Open 7 days a week from 8.30 to 5.00, ample parking and friendly service.

Stuck for a gift idea for someone you know. How about a trial lesson gift voucher? £30 to all you lucky members, currently retailing to the public for £69!

The load factor increases by the Secant of the bank angle.

eg. At a bank angle of 60° the load factor is doubled.

The Stalling Speed increases by the square root of the increased load factor.

A question on the effect of W/V on cross country flying.

For simplicity assume a powered aircraft with a TAS of 75kph which is effected by a constant W/V throughout the assigned flight.

1. Case A will result in the same elapsed time as Case B.
2. Case B will take 20 minutes more than Case A.
3. Case B will take 30 minutes more than Case A.

4. Case C will result in the same elapsed time as Case D.
5. Case D will take 26 minutes more than Case C.
6. Case D will take 36 minutes more than Case C.

If the answer to question 1 is not ‘i’ then, in simple logical terms, why is ‘i’ incorrect?

I am aware that you cannot wind the clock back and that our gliding club exists under a rather different set of circumstances from twenty years ago. I would however ask one or two questions.

Why do we hardly ever fly out of the field that is available to us at the top of the ridge? (I know one reason is that very few tug pilots are deemed competent to tow from it, but that might well be another question). I call upon G to gear up to use that field at least ten times a year. It is a bit demanding but it is excellent fun!

Why do we have all these turns and slips fitted to our gliders and yet make absolutely no attempt to teach people to cloud fly? Cloud flying is fantastic fun, but so many members are frightened of it. This could easily be addressed by fitting at least one two-seater with at least one, preferably two horizons, and teaching people how to do it safely and confidently. (And throw all the turn and slips into wood).

I call on the Committee to do it. Not talk about it, just do it! There is a whole new world out there once you are confident about flying in cloud. I would readily make myself available to anyone who wants to learn. Incidentally, you don’t need clouds for some of the instruction, you can do it with the rear half of a two-seater wallpapered on the inside.