Doarama has changed name to Ayvri, and seems to have raised its game. Have a look at the track here: https://ayvri.com/scene/8dk36qe1kx/cjufeds5k00013b64fvfr8bas

Thanks Jim Ashley for the choice of site, I thought the wind was was too far South. Driving through Ingleton we nearly turned back under the uniform grey blanket, but we put our faith in the weather forecast which turned out to be spot on. A triangle around the 3 peaks was set, but after an hour of vainly pushing upwind, Ingleborough wasn't getting any closer, the thermals were rough and spring like and the southerly wind was making life near the hill very unpleasant. Poor Jim, after persuading Graham and I to join him, landed early and had to console himself with a pint and a nice view of Ribblehead viaduct.

Graham and I decided we'd go over the back, and found that the clouds were behaving just like the textbooks say they should. With hindsight we could probably have pushed faster but lacked the confidence to leave the climbs early. Arriving at the M6 we debated pushing on towards the Lakes, but the clouds drew us along the motorway instead. Both of us had low saves at Tebay, and I was privileged to share a 2000' climb with a true king of the sky - a buzzard that stayed just in front of my leading edge all the way to base.

Landing at Langwathby I set up for an empty field but got it wrong and had to stall it into the field downwind as I wouldn't clear the fence. Then bundle up my glider and run for the gate as a herd of frisky cows galloped towards me. I swear one of them was trying to head me off, but I made the gate, throwing myself, still in the harness, and the glider over it in an ungainly heap. Note to self: must stop crashing on landing.

Big thanks to Jim Ashley for following us in Graham's car and a speedy pickup.

To get the ball rolling on our new all singing web site, I've been encouraged to write a few words about the first decent day this flying season.
For once the day arrived at the weekend Saturday 23rd March, light winds and WNW. Parlick was the obvious choice but Andy Archer and I decided on Dodd or Wether Fell in the Dales to avoid airspace restrictions - nothing like ambition! We arrived at Wether Fell but the wind seemed a bit west so we decided on Dodd. We managed to cadge a lift and left the car on the main road avoiding the long drive in on the lane for easier retrieval which eventually proved to be a good move. The day didn't initially look too promising but soon brightened up so we all launched into a reasonably buoyant sky. At times the climbs seemed promising but they rarely took us above two and a half thousand feet. Every so often people were peeling off in pairs, it seemed, and making the glide to Wether Fell which is just down wind. Eventually we made a decent height and set off ourselves towards Wether. Dodd gives you a second bite of the cherry should you fail to make a good escape since you can easily drop onto Wether Fell as its only a few kilometres down wind.

Wether Fell & hang gliders

It was interesting to fly with hang gliders on Wether, it took me back to my early days on Parlick. There was a class 5 rigid wing which was pretty sporty and a flex wing who dedicated himself to scaring the pants off me for the 20 or so minutes it took me to get away. A slow climb to four grand and we set off toward Semer Water, I had been left behind slightly so managed to cut the corner when they all diverted north to a small ridge east of Semer which is used for training I'm told. Anyway, it was a good move as most managed the climb out - we dropped two pilots here who glided off north in search of the road and an easier return. So four were still in it but I had fallen out of the lift and ended up gritting my teeth on a low glide to the next dale. Arriving at ridge height at the lee side I knew I might take a beating but happily the lee ridge was gentle not sharp so little rotor effect and bingo - a lee sider. A slow & a rough one though but it took me to base eventually where I realised I was a climb and a glide behind. Andy, on his Iota 1, had done a fine job sticking with the two ahead, one on a Zeno (D wing) but he had to big ears out of cloud at one point so I was on my guard. There can be benefits to being at the back (as well as getting called a 'pimp') since you can tell when things haven't worked out for the leaders and choose a different route - but I wasn't really close enough and in the end lost sight of them. Airwhere or other tracking software might have helped here.

Gaggle

The next moor crossing was a big one with smoke from a heather fire to the south, cloud threatening to suck you in and a huge moor to walk out of if you blow it! Caution was needed here, the climbs were assured to some extent but you needed to judge where you would hit the cloud if at all. The trick was to clip the edge on the downwind side but in the event, I didn't enter cloud at all which is good for me. The gaps between the clouds were quite small so it wasn't that difficult later in the flight but boy was I cold. Having neglected to bring a base layer, I was now shaking like shi££ing dog and even briefly considered landing early. But the rewards were there and eventually the dramatic Dales landscape came to an end and the flats beaconed, I heard on the radio that Harrogate was ahead which confused me as my instruments were saying Ripon and I wondered if I was off course but all was well. There were some glorious formal gardens west of Ripon but the sky had cleared and it was obvious I wasn't going a great deal further.

Ripon Ahead

Andy had chosen a landing field at Ripon which turned out to be an army barracks so had to reconsider at the last minute! Once he was safely down we had a chat and he pointed out the other pilots just north of the town which I hadn't seen. They appeared to be in zeros at best so kept my course to cross the racecourse at the south side. The A1 was in sight and I hoped to cross it between the MATZ at Linton and Topcliffe although it wasn't likely. My landing field at Skelton on Ure was complete with a welcoming mad March hare darting around in a bonkers dance - I felt like doing the same just to warm up! Having packed up next to the church of Christ the Consoler I made my way into the village to find the usual story with regard to public transport - a bus an hour earlier or an hour later then not at all till Monday so I began thumbing on the almost totally deserted road. Car three stopped and took me to the pub Andy had found near the square in Ripon, after the first pint it was beginning to dawn on us that we maybe weren't getting home tonight. There is no obvious route back and zero public transport so it was with relief that I took a call from Jacob Cleverley who, incredibly, offered to drive out to pick us up since his chances of flying after work had evaporated - thankfully!

Once Jacob had arrived and we'd bought him his tea we set off for Hawes and Dodd. It seemed to take forever to get back even in Jacob's motor and had we decided to try our luck hitching we'd have ended up sleeping in the gliders at the side of the road probably. It was pitch black when we arrived at the car and we were glad we didn't have to make the trip across the moor on the gated road. Our thanks to our saviour on the day Jacob - you are the man!

http://www.xcleague.com/xc/flights/2019458.html

Fire flying

Big walk out here

Ripon racecourse

In addition to the proposed change to the airspace around Farnborough, there is a long list of other
planned changes to the airspace in the UK which will affect both general aviation and people on the
ground.
On 5 February, Southampton Airport stated on the CAA’s website
(https://airspacechange.caa.co.uk/PublicProposalArea?pID=115) that it was submitting an airspace
change proposal (ACP) to expand its airspace. At an assessment meeting held at the Hilton Hotel,
Gatwick Airport on 22 January 2019, Southampton stated that new routes would overfly some new
communities, not currently regularly overflown. It also stated that there is work ongoing as part of
the airport’s master plan to consult with local communities including parish councils. The area
concerned is shown below in the diagram issued by the airport.

The proposed change to Southampton’s airspace is one of fifteen ACPs under a plan (entitled the
Future Airspace Strategy Implementation South: FASI South) that are expected for consultation in
the near future. Some of these will affect airspace below 7000ft.
We recognise that there is a need to reduce delay and to save fuel. However, it is important that any
new controlled areas are designed to be safe for all users of British airspace and to use this valuable
national resource as efficiently as possible. At present there is a risk that an uncoordinated
patchwork of airspace will be left for general aviation with numerous pinch-points that will increase
the risk of collisions. People living in previously quiet areas of the country may also be in for
surprises.
As previously reported Lasham Gliding Society has been granted leave for a judicial review against
the CAA in relation to its decision to approve Farnborough Airfield’s airspace change proposal. The
hearing has now been scheduled in the High Court to commence on 5 June 2019.
Lasham Gliding Society and other aviation bodies oppose Farnborough’s proposal because it would
create an inefficient and disproportionately large amount of controlled airspace that would have a
significant and negative impact on safety, and on the Society’s operations and financial health. With
the Southampton airspace and more in the offing, winning this judicial review is more important than
ever to ensure that the needs of General Aviation are properly considered.
To help fight this case, Lasham has set up a campaign fund and asks all to contribute. Lasham would
like to thank all those who have already donated, both pilots and local residents. The target for the
fund is £100,000 and so far, £68,000 has been raised. For details click on
https://www.lashamgliding.com/pages/airspace-campaign
John McCullagh
john@mccullagh.biz

Download the press release

I had a really nice flight on the Thursday afternoon, floating around at cloudbase out the front of Pendle so had accepted Friday would be a work day. Fortunately, when I got to work I had a quick check of the weather forecasts.

RASP was looking excellent, boundary layer depth over 5000 feet, light southerly, a 4 star day for what would be the track north from Parlick. It was too good to miss, so a frantic 3 hours followed by a quick exit from work saw me on Parlick for 12pm.

As I walked up I was watching John Oliver climbing out in what was obviously a really nice thermal. A couple of the local pilots were sat on the top, they were able to confirm that Paul Winterbottom had left the hill earlier but they thought conditions were a bit strong. It didn't feel too bad to me so I quickly got ready and launched. A few exploratory pushes out towards where the clouds were gave bits of lift but nothing good enough to tempt me away from the hill. A radio message from one of the guys on the hill that it was blowing strongly up past take off brought me back and as I pushed out from take off over the big gulley that runs up the south face of Parlick I got into a super 2m/s climb all the way to 4000 feet.

That was me committed to leaving the hill and as the lift slowed I glided over to get under the big cloud that was tracking slightly west of me. This also worked and I was able to stay with this cloud over the 1^st moorland section although I didn't make it to cloudbase.

JO radioed to say he was down at Abbeystead in what he thought was sea breeze, with forward speed of 5K when he landed. PW also came on the radio to say he was over Killington Lake and that the wind strength was OK all the way to there.

Both messages were a help – as I glided towards the next cloud I tracked towards the east side of it to try and stay away from the sea breeze, and knowing that the wind shouldn't be a problem for the next 40K took one worry away.

Good lift under the next cloud took me all the way to cloudbase at 5000 feet, and this made the crossing of Tarnbrook and Mallowdale fells, often tricky with a long walk if you go down, relatively easy. The sea breeze was noticeable as clouds were forming below me on the western side and it was bumpy as I negotiated what seemed to be an area of convergence.

The lift died so I set off on a glide to a cloud to my north. On route it started to dissipate with holes showing in the cloud shadow. I decided to head back into wind to try and find lift, partly as the cloud I had left still looked good. This didn't work and I ended up at 1,000 feet, 12 minutes after being at 5,000 feet.

At this point I realised that rather than looking at the clouds I should be looking at the ground features. Off to my right, among all the green fields were two brown dry looking graded fields with one of them on a slight slope. They worked for a broken climb to 3000 feet and then a short glide to the edge of Kirby Lonsdale and a better climb back up to 5,000 feet.

Another long glide and this time I used both the ground features (nice dry cut field with a tree line at the downwind side) plus clouds just downwind to find a good climb back up to 5,000 feet.

It was tempting to head into the Lakes following a line of cloud that was forming along the windward side of the hills but I decided the better option was to carry on along the direction of the wind, especially as my Oudie was telling me that the wind was up to 26kph so my drift was good.

This was new territory for me, I have never managed to fly past the eastern side of the Howgills and for the first time ever I was flying with a pee tube. As I was high over open countryside I decided to give the pee tube a go, leg out of the harness and - nothing. My brain couldn't persuade my body that it was going to work without me ending up wet and smelly!

The next 15k to Tebay was very pleasant, flying in towards the middle of the cloud to top up and then back out to the sink at the east side of the cloud, down 200 foot or so then repeat, drifting along at a decent speed. The views were fantastic with the Lake District on one side and the Howgills and then the Yorkshire Dales on the other.

North of Tebay I had to work hard for about 20k before another great climb back to cloudbase which was now about 5,300feet.

The next 20k were incredible, again drifting with the cloud I flew the length of Cross Fell at over 5,000 feet, watching 5 sailplanes that were flying the ridges about 4,000 feet below me. The first half of this section was along the eastern side of the cloud, the sun by now was off to the west. It was relatively smooth with gentle climbs and transitions to the sink. One of the highlights was watching the distance to take off pass the 100k. Another highlight was managing to use to the pee tube for the first time as the pressure overcame the doubt. I was glad there were no spectators as it definitely can't look cool flying along shaking your leg to try and get rid of the drips!

The lift started to slow so I transitioned across to the sunny side. What a difference, stronger lift and sharp edges, this wasn't as comfortable. I also had to decide which way to head, stay with the direction of the drift even though it looked blue ahead or try and work crosswind into the flats towards Carlisle.

With hindsight I may have made the wrong choice due partly to having the display on the Oudie at too small a scale, I stayed with the drift without realising it was taking me straight towards the Spadeadam danger area, which is huge! By the time I spotted it on the map I was too close to fly round and it's too big and high to fly over. This meant that there was no way I could achieve one of my ambitions, to fly to Scotland from Parlick.

The flight ended by flying past the moors where I had a long walk out earlier this year after a flight from the Lake District, to land on the outskirts of Haltwhistle for 121K. A slightly windy landing, short walk, lift from a chap I had asked directions from and I was at the train station.

Another lesson from the flight, removing pee tube attachments need more privacy than the middle of a field. For anyone who saw me after I visited the loo on the Virgin train from Carlisle, the tears weren't emotion, they were pain, after discovering that the glue on the sheath sticks even better to hair than skin!

The main lesson for me from the day was how lucky we are nowadays to have easy access to such good weather forecasting. RASP is especially good and learning to interpret it really can pay dividends. For me the town and city forecast to give detailed analysis of the local conditions, combined with the traditional maps to show the likely conditions on a possible flight path, give a great indication of what might be possible and also clues as to what the best track to follow might be.

Now just have to wait for the right conditions and opportunity to try and make that flight to Scotland!

View flight on XC League