Air Cadet Gliding pix in the 80s (pre glass)
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Side slipping is the only explanation to induce rapid loss of height used on many an occasion by myself.
Once spoilers where fitted one could lose height rapidly by operating the spoilers without the students knowledge by pulling the cables situated to the rear and left of the rear seat instructor.
This operation was used mainly for the overconfident pupil or instructors under training to let them know how MKIII's could bite if you strayed too far from the circuit.
Once spoilers where fitted one could lose height rapidly by operating the spoilers without the students knowledge by pulling the cables situated to the rear and left of the rear seat instructor.
This operation was used mainly for the overconfident pupil or instructors under training to let them know how MKIII's could bite if you strayed too far from the circuit.
Last edited by Burtonwood Aviator; 12th Aug 2009 at 17:25. Reason: spelling
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Thanks Burtonwood. Any idea why XA282 was at Hawkinge then?
Were their gliders taken from other schools on rotation or something?
Was it rebuilt to go to the Caernarvon museum?
And anyone know about Ron Whittenbury (see my post #350 on 8/8/09)?
Laurence
Were their gliders taken from other schools on rotation or something?
Was it rebuilt to go to the Caernarvon museum?
And anyone know about Ron Whittenbury (see my post #350 on 8/8/09)?
Laurence
Adverse yaw is caused when there is insufficient keel area on an aircraft. Think about it; apply aileron for a left turn; the right aileron goes down increasing drag, the left goes up reducing drag, hence the aircraft will intially tend to yaw right until you add a bootfull of rudder to counteract it. Most marked on the ill fated T53 which never entered service with Air Cadets.
What a rivetting thread.
I first soloed at Burtonwood in 1969 or 1970 at the start of a long and less than illustrious career in aviation that sees me now in Doha bulding a new airport with 250 hrs in my book and still flying as a PPL on PA-28s and C 172s.
I regrettably cannot remember a soul that was at Burtonwood when I flew in the cold, cold winter of 1969 / 70. The main things I remember were that
a) my feet were always too cold to feel the rudder pedals
b) the bit of red string on the pitot more often than not was at 45 degrees to the direction we were meant to go in, and
c) the "boss" of my ATC squadron in Warrington was Steve Briggs.
I knew Will Taylor when we worked together in Warrington many years ago and I have just discovered the 635 Sqd website and sent him a "hello"
Cor the nostalgia
I first soloed at Burtonwood in 1969 or 1970 at the start of a long and less than illustrious career in aviation that sees me now in Doha bulding a new airport with 250 hrs in my book and still flying as a PPL on PA-28s and C 172s.
I regrettably cannot remember a soul that was at Burtonwood when I flew in the cold, cold winter of 1969 / 70. The main things I remember were that
a) my feet were always too cold to feel the rudder pedals
b) the bit of red string on the pitot more often than not was at 45 degrees to the direction we were meant to go in, and
c) the "boss" of my ATC squadron in Warrington was Steve Briggs.
I knew Will Taylor when we worked together in Warrington many years ago and I have just discovered the 635 Sqd website and sent him a "hello"
Cor the nostalgia
Last edited by Dave Gittins; 17th Aug 2009 at 03:49.
Chevvron
Sorry to dispute with a fellow ex 613er
Surely the primary cause of adverse yaw is lack of sufficient 'differential' on the aileron range of movement,thereby being caused by the excess drag of the downgoing aileron.
On an aircraft with good differential ailerons the adverse yaw tendancy should be greatly reduced.
regards LR
Sorry to dispute with a fellow ex 613er
Surely the primary cause of adverse yaw is lack of sufficient 'differential' on the aileron range of movement,thereby being caused by the excess drag of the downgoing aileron.
On an aircraft with good differential ailerons the adverse yaw tendancy should be greatly reduced.
regards LR
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The downgoing aileron enters an airflow of higher pressure than the upgoing one (a la Bernoulli effect), so you'd need an upgoing aileron the size of a barn door to balance the drag forces! 
Its not rocket science...differential ailerons have been on aircraft since the 30's at least.
Either the type where the upgoing one is geared to move approx double the downgoing angle.
Or the frise type where the hinge line is inset so that the nose of the upgoing aileron sticks out into the airflow thereby causing drag to equalise with the downgoing aileron
cheers LR
Either the type where the upgoing one is geared to move approx double the downgoing angle.
Or the frise type where the hinge line is inset so that the nose of the upgoing aileron sticks out into the airflow thereby causing drag to equalise with the downgoing aileron
cheers LR
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Hawkinge
Following discussion with my erstwhile colleague who is much more knowledgeable than I on these matters, it was determined that : -
Hawkinge was known as Home Command Gliding Instructors School following relocation from RAF Detling later transferring and splitting to No 1 Gliding Centre (RAF Swanton Morley - Ian Ladley CFI) and No2 Gliding Centre (RAF Kirton in Lindsey - Jack Oliver CFI).
XA 282 is now hanging from the Caernarfon museum roof in Wales why at Hawkinge as yet unknown.
Ron Whittenbury famous for his home made toffee, unfortunately found ill favour with his peers after running over a glider wing with a land rover, thus leaving the Air Cadet Organisation, whereabouts now unknown.
Hawkinge was known as Home Command Gliding Instructors School following relocation from RAF Detling later transferring and splitting to No 1 Gliding Centre (RAF Swanton Morley - Ian Ladley CFI) and No2 Gliding Centre (RAF Kirton in Lindsey - Jack Oliver CFI).
XA 282 is now hanging from the Caernarfon museum roof in Wales why at Hawkinge as yet unknown.
Ron Whittenbury famous for his home made toffee, unfortunately found ill favour with his peers after running over a glider wing with a land rover, thus leaving the Air Cadet Organisation, whereabouts now unknown.
Just found this great thread. Jim Chaplin ex-Sealand passed on maybe 15 years ago, and had once flown Corsairs with The Fleet Air Arm. He was my art master at school and he almost forgave my lack of ability in this subject because of my obsession with aviation. Another Sealand instructor and long term friend of mine was Dr Atholl Duncan, also sadly missed.
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Would that be the Dr. who diagnosed me with pharyngitis one Sunday. I turned up for my weekly attendance at the gliding course feeling decidedly not like flying, he sent me home with the explanation that it was like laryngitis, or as he said, " Same dog, different tail." Happy days.
Its just come to my attention that the CFIs of both powered fixed wing schools at Wycombe are ex 613 instructors, while one other is a national gliding coach and yet another runs an operation involving Tiger Moths.
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Cadet gliding memories from fifty years ago
Just joined with a few facts to get things going.
Triggered by a nostalgia trip to Halesland a few days ago. First visit in 50 years. Took a few photos. I must say that the site appears to be on very good order, presumbaly to the credit of the Mendip Gliding Club. I must re-visit on a flying day.
My log book suggests that I was gliding with the CCF (School 634 based at Exeter) from around mid 1957 to mid 1960.
Achieved A & B at Exeter August 1958.
Attended a course at St Athans (intended to be C but my CO forgot to check!). Got a week's gliding in though.
Attended a C course at Halesland but Easter snow put paid to that. I remember even the Bedfords getting stuck to be rescued by a couple of Land Rovers sent up from RAF Locking.
Flew mainly Sedburghs and Mk IIIs but also the single seat (Prefect?).
Nearly came to grief at Halesland in the single seat when the cable failed to release so was still attached as the winch operator went to full chat. Finally broke free losing some of the underside. I do remember being lifted still shaking and plonked in another glider before I had time to dwell on the incident. It appeared to be a well reheared incident although I cannot imagine it happened very often.
Unfortunately, I do not have any photos so if anyone out there can oblige I would be extremely grateful. Just remembered that I do have a group photo of my Halesland course taken at Weston.
Summer camps attended included Lindholme and Upwood. Visits included Chivenor and Colerne (sat in P7350 when no one was looking. ME 163 and two seat FW190 were in the same hangar).
Serial numbers in my "spotters" notebook include:-
Sedburgh WB944, WB927, WB950, WB991, WB943, WB943, WB980, WB929, WB967.
MkIII WT870, XE192, XA290, WT874, WT875, XA286, XE187, XA286, XE786, WT899, WT900, XA295, WT902.
Prefect WE990, WE983.
I obviousy did not fly in all of the above. Unfortunately, I cannot find a record of those that I did or where they were located.
As an aside to all this gliding talk, did anybody come across an immaculate Beaufighter parked at St Athans? Serial number was SR914. Where is it now? I would have had a fantastic photo but was caught red handed, trundled off by the MPs and had my film confiscated. Any images without buildings or facilities were eventually developed and sent to me.
Hopefully that is enough to get things underway.
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Having looked into this thread on several occasions, and felt the interest you people have for these machines I was happy to see these two gliders at Shipdham Charity Airshow on Sunday last, I wonder if they may be of interest to you ? I know nothing of gliding or gliders and rather hope they are of the era you are discussing and that they are genuine, not 'replicas' ?
A Few photos to enjoy (I hope).
Keith.
A Few photos to enjoy (I hope).
Keith.
They look real enough to me! WB975 also has a BGA registration which tells me it's still flying. WB 975 was also the subject of the 'Squadron Print' of an Air Cadets glider and is the very first entry in any of my logbooks when I took my first ever flight in her in 1979 at HMS Condor, Arbroath.
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Great thread !
I was in the Air Cadets and did a gliding course. In fact I did two - one at RAF Syerston and another at RAF Debden. (1970's)
I eventually soloed in either a T21 or T Mk1111 ?
Anyway - I'm off to the loft now to try and dig out my old 3822 to find out more detail. Hopefully should have a few serial numbers of what I flew, maybe even a few pics?
I was in the Air Cadets and did a gliding course. In fact I did two - one at RAF Syerston and another at RAF Debden. (1970's)
I eventually soloed in either a T21 or T Mk1111 ?
Anyway - I'm off to the loft now to try and dig out my old 3822 to find out more detail. Hopefully should have a few serial numbers of what I flew, maybe even a few pics?
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WE 992
Back from the loft with 3822 in hand.....
Reading through your posts - #156, #215, #217 you mention XE 807, XE 810 and WB 972. I flew these at RAF Debden - fond memories.
Interestingly, you also mention WB 988 (a T21) was written off on 29/4/64. My log book shows I flew this a/c on 26/10/75 at RAF Debden. Obviously she came back from the grave !
Would that be usual for a glider to be classified as written off, then rebuilt. This can be the case for cars obviously, if the insurance company deems them as being beyond economic repair?
Con Air
Back from the loft with 3822 in hand.....
Reading through your posts - #156, #215, #217 you mention XE 807, XE 810 and WB 972. I flew these at RAF Debden - fond memories.
Interestingly, you also mention WB 988 (a T21) was written off on 29/4/64. My log book shows I flew this a/c on 26/10/75 at RAF Debden. Obviously she came back from the grave !
Would that be usual for a glider to be classified as written off, then rebuilt. This can be the case for cars obviously, if the insurance company deems them as being beyond economic repair?
Con Air
Well VX 275 was technically written off (Cat 5) by me then re-built by Slingsbys, so it's not unheard of.
Flew Prefects '993 and '987 at Halton in the '60s .
Flew Prefects '993 and '987 at Halton in the '60s .