The Wayland News Page 13611 VGS - WATTON’S BEST KEPT SECRET T here can be few people in Watton who haven’t heard slightly discordant musical whistles above them, looked and have seen a white and orange glider passing overhead. Have you ever wondered who was in it? Would it surprise you to learn that the lone pilot could well be a 16 year old girl or boy? Despite that young age, you certainly don’t need to worry; the pilot has been trained by the staff at one of Watton’s best kept secrets, 611 Volunteer Gliding Squadron based on the airfield at RAF Watton. Cadets from all the Air Training Corps Squadrons in the Norfolk and Suffolk Wing and some from the Bedfordshire and Cambridgeshire Wing, as well as School Combined Cadet Force Units come to Watton on Gliding Scholarships, to attend 611 VGS as a part of their activities with their cadet unit. To gain an understanding of their work, I joined 611 for a week as they trained a group of cadets on Gliding Scholarships, to become pilots able to take off, fly and land a glider with sufficient skill to be safely sent solo. THE CADET’S EXPERIENCE I chatted with Sgt. Ollie Moate, pictured below with Instructor Aimee Petch, a Cadet with 864 (Watton) Squadron for 3 years, a couple of days into the course to find out how he came to be here and how he was getting on. THE HISTORY OF 611 VGS The history of 611 Volunteer Gliding Squadron goes back a long way, in fact 611 are celebrating their 65th Anniversary this month. E102 Gliding School, as 611 VGS was known in the beginning, was formed at Hethersett Racecourse, 6 miles south of Norwich in October of 1944. Their first machines were two Kirby Cadet Mk1’s and a Dagling Primary glider. Surprisingly perhaps, these were single seat machines with no opportunity for the budding pilot to be taken aloft and have the principles of flight demonstrated to them as is done today! The school moved to RAF Horsham St. Faith (now Norwich International Airport) in June 1945. In 1955 reorganisation within RAF Reserve Command led to the school being absorbed into No. 61 Group and was renamed No.611 Gliding School. The unit remained at Horsham St Faith for eight years until, in June 1953; it was relocated to RAF Swanton Morley where it remained for the next 42 years. In July 1978 the school became one of the first 10 units to be re-equipped with the Venture T Mk2 Self-Launching Gliders. The school was awarded the Slingsby Trophy for the best Venture unit in both 1983 and 1985. Conventional winch launch gliders returned to the unit in March 1987 when 5 Viking TX1’s replaced the Ventures. When Swanton Morley closed in 1995 the school temporarily relocated to RAF Marham while a new hanger and accommodation was being built at the old RAF Watton airfield. In October 1996 the aircraft were flown from Marham to Watton which is where of course the Squadron still operates today. 611 won the Racal Trophy in 2005/2006 and the Sir Arthur Marshall Trophy for the best Viking unit in 2007/2008. That year all VGS were renamed Volunteer Gliding Squadrons. A BRIEF HISTORY OF THE AIR TRAINING CORPS In an issue of Flight Magazine dated October 11th 1928 is a piece of news that reads as follows: The Bournemouth Young Airmen's League The above-named movement has for its aims and objects: The encouragement of young boys in airmindedness and the necessity for aviation in the future of the British Empire. The members are boys between the ages of 13 and 15 years, and are very keen on the work, which at present consists of learning the elementary principles of flight and general construction of machines from a 4-ft. span model. They are also constructing a large machine with a span of 18 ft. for instruction in rigging and general ground work. The movement is entirely self supporting, the boys paying a small subscription of 3d per week and 6d on enrolment. Badges denoting rank are given as members qualify for same, and are worn on sleeve of coat, the uniform consisting of blue double-breasted blazer with brass buttons and grey flannel shorts with peak caps. Disciplinary training after the manner of boy scouts is also a part of the programme. These particulars have been kindly sent to us by Mr. Charles Longman, the secretary, The Cottage, 28, Wimborne Road, Bournemouth. The League had been formed by an ex-RFC Flying Cadet, Charlie Longman, and ex-Air Mechanic, Bob Weller who felt there was a need to encourage young men to become interested in aviation. The pair later approached the Air League of the British Empire with a suggestion that a British Young Airman’s League should be formed. It was suggested that each unit should be called a ‘squadron’ with its members being classified so that they would develop a feeling of importance and responsibility and badges could be granted after passing certain tests. Wherever possible, gliding was also suggested as part of the activities in which members could participate. When Air Commodore Adrian Chamier was appointed to the post of Secretary General of the Air League of the British Empire in 1933 he was well aware of the need to attract young men into aviation and over a period of years worked to persuade the Air League to support the institution of an Air Cadet Corps. His work bore fruit when, in July 1938 the first squadron of the Air Defence Cadet Corps (ADCC) was formed. By the end of 1940 there were over 200 squadrons in existence. The ADCC changed when, on 10th January 1941, The Right Honourable Sir Archibald Sinclair released details of the formation of the new Air Training Corps. He said in a radio broadcast that the organisation was being formed in order to meet the growing needs of the Royal Air Force and Fleet Air Arm for pilots and aircrew to fly the new aircraft coming into service. He stressed that the scheme would depend on suitable volunteers, who had previous air force or other service experience, coming forward to serve as officers and instructors within the Corps. The scheme was to be open, mainly to boys of 16 years of age and over, although boys under that age would be allowed to participate in training if they could be accommodated without detriment to the work of the others. Sir Archibald said that there were two very high hurdles that had to be achieved. These were the physical and educational tests which were so exacting as to make the Royal Air Force the ‘corps d’elite’. The headquarters of the new corps, with Air Commodore Chamier as the Chief Commandant, was to commence operations on 11th January 1941. When the new Air Training Corps came into existence on 5th February 1941, seven squadrons had already been established in Norfolk; five were in Norwich, one in Great Yarmouth and one in Kings Lynn. Units were also being formed in various towns throughout Norfolk and these became detached flights of the seven main squadrons until they had enrolled around 50 cadets, when they became squadrons in their own right. The Ollie joined the Air Training Corps in the summer of 2006 after learning of the activities of the ATC from a cousin who was establishment of all units in Norfolk was controlled by the ATC committee in a cadet with a London squadron. Ollie lives at Methwold, but after hearing from school friends that 864 (Watton) Squadron Norwich and through this connection they all became part of Norwich Wing. In was the best unit in Norfolk, he now makes the effort to travel here for parade every Monday and Wednesday evenings. April 1941, Captain A A Rice, who was the prime instigator of the ATC in For Ollie the initial attraction of the ATC was not flying but the range of activities on offer. Norfolk, received a commission as a Flight Lieutenant and was appointed to the “It’s great in Cadets” said Ollie, “they provide it all! Shooting, flying, adventure training and sports - the whole package of post of Commanding Officer of the Norwich Wing. core activities is what attracted me in the first place.” Over the intervening years, the Air Training Corps has undergone many Had always he wanted to fly? “Not really” he said “it was the ATC that introduced me to flying. I have now done several changes in structure and organisation but it has always retained its core ideals. Gliding Induction Courses and I have been able to take advantage of loads of air experience flights. I have already flown Each year more than 60,000 cadets, volunteer staff and civilian committee several times in a Tutor, and I have flown in a Hercules aircraft and Sea King and Griffon helicopters.” members help engage in pursuits and rewarding opportunities such as I asked Ollie how he had felt about spending time here in the unit’s accommodation, was he at all nervous at the prospect of championing good causes in local communities, pursuing sporting events at a a week away from home – I should have known better of course . . . national level and becoming international youth ambassadors. “Oh no! It’s great here because you feel a part of the team.” I was slightly surprised at that comment as I expected some Air cadets aged 13 to 19 are given the chance, by the staff and volunteers of the trepidation on his part so I asked him to expand on that. Air Cadet Organisation, to learn to fly, develop skills to lead expeditions, tour “Even as a cadet, you are working alongside all the staff and other cadets getting the gliders out and all the equipment ready foreign countries, become target shooting marksmen, join a band and learn to fly in the morning, then, all day, even when you are not flying, everyone is playing their part in getting the gliders up in about aviation and aerospace. And this is only a small list of the many activities the air.” and opportunities available, all whilst making new friends. So how was the flying so far? “It’s been really good! I had an hour and half yesterday. It was so good and we did loads of One bit of trivia for you. There are a number of overseas ATC squadrons; for upper air exercises and even a bit of aerobatics” he said with a grin all over his face. What was next on the course for him? example No 1 (Overseas) Cyprus Squadron at RAF Akrotiri and No. 2 “My handling the aircraft is good now, I have done stalling, medium turns and soaring and I am just about to move on to take (Overseas) Gibraltar Squadron. For some obscure reason the Gibraltar offs, circuits and landings” Squadron comes under the care of Norfolk and Suffolk Wing! Overall all then, how did Ollie sum up his experience so far? One word, “Brilliant!” The Wayland News Page 14 THE ROLE OF THE STAFF CADETS Crucial to the organisation of 611 are Staff Cadets. These are young people, sometimes only just left school, who are the foot soldiers of the operation. Cadets apply to join 611 by writing to the CO, Squadron Leader Stedman, and they will then spend a while as a Probationary Staff Cadet on the unit to see if they have the right stuff. Usually of course the team will already know the cadet when they have attended GIC or GS courses and so they already have a fair idea of how they will fit in when the application is first received. Team work and supporting each other is very clearly demonstrated in everything they do, and it is probably more appropriate to describe 611 as a family than a Squadron. But it goes much, much further than that. Staff and cadets are not super human of course and encounter the same day to day troubles that we all do. And when a member of the 611 family has a problem, the unit closes ranks and supports each other through difficult times. Within the organisation, there is none of the elitism you might expect; everyone mucks in, be it flying cadets or washing up, winch driving or hangar floor sweeping, it is all the same. Everyone gets on with a camaraderie and banter that is most impressive. And yet, all the time, there is respectfulness of rank and position, and when the situation demands, military discipline kicks in and instructions are carried out with a will. FOGGY, LIZ AND BEN In the Squadron kitchens, I found Staff Cadets Foggy Vincent and Liz Dodd preparing dozens of hot dogs for the midday meal which would be taken on the airfield. Both Foggy and Liz are staff cadets with 611, Liz is with a Combined Cadet Force unit in Suffolk and is a G1 pilot. Foggy is an air cadet who lives at Tibenham and is a member of 759 (Beccles) Squadron. Foggy is building her hours ready to become a G1. Both were there for the whole week and were expecting to spend most of their time cooking – though I did at one point find Foggy wearing the duty pilots jacket at the launch point – how’s that for versatility? They would be preparing breakfast and lunch for everyone and evening meals for the staff; cadet’s evening meals being taken off unit. I asked about who did the washing up. Back came the response in unison “If you don’t cook, you wash up!” and they implied that most of the male staff were not as good at cooking as they were at flying, therefore most of the washing up was done by the males! Cadets will come to 611 VGS from the age of 13 even though they can’t fly solo until they are 16 but prior to that they will come to a series of Gliding Induction Course (GIC) each of which lasts one day. On their initial GIC (GIC 1) a cadet is introduced to gliding by being briefed on airfield safety and is then taken aloft and is given a chance to familiarise themselves with the local area. The effects of pitch are demonstrated and this is followed up on GIC 2 with a recap of all that was learned on GIC 1 and the effect on the aircraft a roll manoeuvre. On the third GIC, there is another recap of everything learned to date and the effect of yaw is demonstrated. A student, if comfortable, may also experience a gentle stall. A stall is where the aircraft speed falls below that necessary for the aircraft to fly. Its sounds much scarier than it is, all that happens is that the aircraft’s nose drops and it enters a gentle dive where speed builds up and normal flight returns. During GIC flights, cadets are allowed to handle the controls and gain experience in how the aircraft handles in the air. Cadets will return to further GICs from time to time during their time with the ATC and those who demonstrate aptitude and keenness will be given more advanced instruction. Cadets over the age of 16 are chosen by their Squadrons to be put forward for Gliding Scholarships (GS), the only requirement being the age and a valid medical certificate. 611 VGS run five week long GS courses every year as well as running them over several weekends. All GIC and GS courses are run according to a carefully designed syllabus of ground school and flights which introduces the cadets to all they need to know to fly safely. There are several grades of instructor. The Grade 1 pilots are staff pilots with several hundred launches in their log book, they are authorised to take up passengers and demonstrate aircraft handling characteristics. The main task for G1s is to deliver the Gliding It is possible to launch gliders in a number of ways. For example, they can be towed into the air by another aircraft, the so called aero tow, but at 611 the gliders are launched into the air by winching them on the end of a long cable. Although the launch depends very much on the conditions at the time and the pilot’s skill, a typical launch is around 1,000 feet although double and occasionally more is possible. The winch (pictured right) at 611 VGS is a remarkable piece of equipment and everything about it is impressive. It has six drums each holding around 6,000 of steel hawser cable, that’s just over a mile and each cable weighs in at well over a ton. The winch is powered a large diesel engine similar to that found in a lorry. This drives a torque converter which in turn drives one of the six drums through selectable nonslipping, dog clutches. The power is such that at launch, the glider and the ton or more of cable laid out is accelerated to around fifty knots in just a couple of seconds. Needless to say, a great deal of energy is involved in achieving this and strict safety procedures are adhered to prevent damage to equipment or injury to staff and cadets. For example, it would be easy to over-stress an aircraft by excessive speed at launch, but a mechanical fuse, the weak link, protects the aircraft, and winch, from just such a problem. The links and cables are checked regularly to ensure that no damage has been sustained but they do occasionally fail. Because the loss of power during launch can be problematic to say the least, the actions necessary in the event of just such an emergency are routinely practiced. THE VIKING TX1 GLIDER A TYPICAL LAUNCH GOES SOMETHING LIKE THIS . . . Sgt. Ben Bowler is a 17 year old Cadet with No. 759 (Beccles) Squadron and lives at Stoke Holy Cross some 26 miles from Watton. Ben so enjoyed his GIC and GS courses with 611, he has joined the Squadron as a Probationary Staff Cadet. Perhaps the most remarkable aspect of Ben’s story is that he cycles backwards and forwards to Watton from Stoke Holy Cross every weekend on a machine that he built himself! I asked him why he did this . . . “I want to be a full time Staff Cadet with 611 and become a full member of the Squadron and fly” he replied. “When you volunteer to be a Staff Cadet you undertake to be here as often as possible and so I cycle in as it’s the only way for me to get here” Had he always wanted to fly? “I’ve been flying since I was quite young. I enjoy it and when I could, I joined my local flying club, helped out there and now I have a few hours powered flying. I also joined the air cadets as it seemed the natural thing to do. I came to Watton as a cadet on a GIC and GS and I knew then I wanted to join 611.” Surprisingly Ben is not considering a career in the RAF at this time. “I am looking at a more business based career” he said “I am doing my A levels in Business, Maths and Physics.” Ben’s skills don’t stop there however; on his list of jobs to do at 611 is a review and possible redesign of 611’s website! THE TRAINING THE LAUNCH - HOW TO GET AIRBORNE The Wayland News Page 15 Induction Course to cadets who are attending courses and introduce them to the thrill of flight. G1s generally progress on to become C, B and A Category instructors. These are all highly qualified instructors who will take the cadets through to the stage when they can be safely sent solo, though the final decision to allow a cadet to take this major step is restricted to the CO and his deputy. Above: every day starts with a full briefing. Right: A broken winch cable is joined by means of copper sleeves with a closed with a hydraulic press The duty pilot, who is responsible for the safe and smooth operation of the whole launch process, ensures that aircraft are lined up and made ready for launch on time and in good order. The aircraft is held level by a wing tip runner while the crew go though the list of checks and procedures carried out before every launch. When the aircraft’s crew are happy that they are ready to fly, the pilot will call for the cable to be attached with the command to the ground crew of “cable on”. The ground crew will hold the cable ready and asks the pilot to open the hook by calling “open”. The pilot pulls on his cable release in the cockpit and this draws back the hook which links the cable to the aircraft. After inserting the ring on the end of the cable, the ground crew call “close” and the pilot releases his control and the security of the attachment is then checked by pulling on the cable. If all is well, the crew man moves out of the way. A final check that it is all clear “above and behind” is carried out the wingman who signals the result to the pilot. Only when the pilot is completely confident that all is well will he then call “take up slack” to the wingman who repeats this command to the control caravan with a shout and an arm signal. The crew in the caravan then signal to the winch to start taking up slack cable by a series of slow, long flashes of the signalling lamp. Lamps are used to signal as, unlike radio, they cannot be interfered with. Just as the cable starts to pull on the aircraft, the pilot, if still happy all is well, will call “all out”. All around the launch area everyone has their eyes on the sky and the ground ahead and should anyone spot a hazard, the shout of “Stop, Stop, Stop” will cause the launch to be aborted. At the calling of “all out” the winch is signalled with a series of rapid short flashes and at the other end of the airfield, the winch operator becomes the second most important person in the whole operation. He and the pilot form a partnership with the aim of getting the aircraft into the air safely and to the maximum possible height. The winch driver for much of the week was Henry 'Grandad' Restell (pictured left). I asked him how he got the Grandad tag given that he could be only be in his early twenties at most. “I was the oldest on my first GIC here” he said, “Someone called me Grandad and it just stuck!” Did he mind being on his own detached from the rest of the process? “Absolutely not, it’s a job needs to be done.” Where did he come from? “I travel up every weekend from Hastings, usually leaving about 9pm on the Friday evening so as to be ready to start on the Saturday morning”. On seeing the “all out” signal, the Henry advances the throttle and causes the drum in use to start to spin hauling in cable at a terrific rate. The driver carefully monitors the progress of the aircraft during the launch by watching the ‘bow’ in the cable, slowly reducing the power as the aircraft climbs. If the pilot feels the aircraft is travelling too fast during the launch, he can signal to the Henry, by moving the rudder from side to side which causes the aircraft to ‘waggle’. On seeing this, the winch driver will decelerate the winch further to allow the speed to reduce. When the aircraft approaches the maximum altitude of the launch, the pilot will dip the nose and pull the cable release which allows the cable to detach from the aircraft. Should, for some reason, the pilot fail to pull his release, a mechanism known as the back release, automatically detaches the cable from the aircraft. Once released the winch engine is accelerated and the cable is drawn in at relatively high speed, a small drogue parachute on the end of the cable providing some back resistance to tow in against and to keep the cable from tangling. Extreme care is taken to ensure the safety of everyone involved in the operation as a flailing cable travelling at high speed will easily cut a person in half, and this why it is most important for anyone not involved with the operation to stay away from the airfield at all times. To ensure a thorough knowledge of the emergency procedures to be followed in the event of a launch failure caused by a cable breaking, practice exercises are flown quite frequently. After demonstrating and teaching launch failures, Instructors will test cadets with an unannounced early release. This gives the cadets the skills and confidence they need to handle difficult and potentially dangerous situations. I asked Adam Clarke, one of the instructors, how students reacted to this exercise. “I always brief my students never to expect a thousand feet again after their first practice launch failure and I’ve had some very mixed responses to their first surprise failure” he said. “They have varied from curses as they realise what has happened, to one girl who bounced around the cockpit with joy after her first low level practice failure. For her it was a moment of elation as, for the first time, she was able to see the winch. Very entertaining” he said with a grin. Had he ever been scared as an instructor by anything a student did? “No, not really” was his reply, “we train in stages and only when I am confident a student is competent at any given stage do we move on to the next one. In this way we do not stretch a student to the point that they cant cope with an exercise so as to maintain maximum safety.” Pictured right: Flying Officer James Stevens (RAF) is a serving officer at Marham, here James is maintaining the logs and is running launch control from the caravan The glider used today to train cadets is the Viking TX1 which is the military designation for the Grob 103 Acro. The Viking is a two seat trainer made of glass reinforced plastic which 611 have had since 1985. It is 26 feet 10 inches long with a wingspan of a little over 57 feet and weighs 870lbs empty. Capable of aerobatics, it is a very stable machine in flight with no nasty surprises to catch out the unwary pilot; the large wing area gives good low speed handling, a characteristic which of course makes it an ideal tuition aircraft. Another factor in its favour is the roomy cockpit which makes life a little easier for those without the ability of a young mountain goat, to get in and out of! The uninitiated are often surprised to see glider pilots wearing parachutes and conclude that the sport must be so unsafe that these are needed. That is very far from the truth. In fact, the parachutes, although worn for safety’s sake, have a much more functional purpose, which is to provide a back cushion for the pilot who sits reclined in an unpadded seat, sometimes for hours at a time, if conditions are good. Above: A glider just about to pitch into the full climb. At this stage the aircraft has acquired sufficient flying speed so that even a cable break at this stage could be safely dealt with. Right: Flight Lieutenant Luke Waskett-Booth (RAF) is briefing Cadet Sam Long from 216 (Swardeston) Squadron on the finer points of positioning the aircraft in the circuit. Below: One of the things that most impressed me at 611 VGS was the unbroken good humour. For example there are many tasks associated with operating the Squadron that are essential but entirely unglamorous. Being part of the retrieve team is one such job. You wait around until a glider is about to land then it must be got off the runway quickly and safely, quite a physical activity. I saw the recovery crew relaxing between frantic bouts of activity and said “can I take a picture?”. In an instant and with a smile on their faces, they posed with results below. The smiles are not false - they are genuinely having a great time! The Wayland News Page 16 THE FLIGHT By now you are probably wondering what it is like to experience a flight in a glider, and I will try and give you a sense of what it is like from a beginner’s perspective. After a full briefing on what the aims and objectives of the flight are, you climb into the front seat and make yourself comfortable. The parachute on your back is your seat cushion and it is surprisingly good at softening the hard seat. A full safety harness in fastened with the help of one of the ground crew. Although it takes nearly a minute to be fully strapped in and to get comfortable, the entire harness can be released and you can be free of the aircraft in less than a second by the twist of a release system. Behind you is your instructor, Aimee, a surprisingly young looking “C Cat” instructor. She uses an aide-memoir to go through the pre-flight checks to ensure that nothing is missed, something even the most experienced instructors will do. When all is ready, the wings are brought level, Aimee calls “cable on”, and the winch cable is attached to the aircraft; after a final check is made for other machines in the circuit, the pilot calls out “take up slack”. You sit there, waiting in almost total silence, oblivious to all that is going on around you, with a dry mouth and heart pounding, looking down the grassy strip ahead of you, watching and waiting for the cable to start moving. Suddenly you see it start to go taught and the pilot calls “All out”. For a second nothing happens as the signal is relayed to the winch, then suddenly, and without any further warning, you are speeding down the take off run being thrown around (or rather, you would be, if you weren’t so firmly strapped in), and it feels like the aircraft will shake itself to pieces on the lumps and bumps in what you previously thought was a bowling green smooth piece of grass. In less than three seconds, and just as suddenly, it all goes quiet and you are aware that the aircraft is airborne and flying just above the ground and the speed is building. A second later comes the second surprise. The pilot pulls back on her controls and the aircraft pitches into a climb, at what seems an impossibly steep angle, and the sound of air rushing past the canopy is so loud you can hardly hear the reassuring words of Aimee as she explains what is happening now and what will happen next. By this time, your shock and surprise at the speed at which events have taken place so far, starts to subside, and you risk a look out of the canopy to the right and left, and the joy and exhilaration at what is happening takes over. Aimee starts to reduce the angle of climb, and slowly the aircraft levels out and then, after reminding you that you will hear a loud thump, she dips the nose and releases the cable and you are free of any connection with the ground. It is less than thirty seconds since you sat at the launch point and now you are at 1,000 feet with the whole of Watton spread out in front of you in such a way that, at a glance, you can see from one end of the town to the other and you begin to get an appreciation of what it is to fly like the birds. It is now so quiet in the cockpit, you can talk in a normal voice with your pilot as she points out some of the landmarks in the local area and some further afield. The turbines at Pickenham and even Swaffham are clearly visible as well as the water tower at Dereham which stands like a giant white mushroom in the landscape. Then Aimee demonstrates the way in which the controls affect the aircraft. She shows how the rudder pedals affect the yaw, or direction in which the aircraft is pointing (not travelling), and she then rolls the aircraft by moving the control column from one side to the other. It is only by combining these two control inputs in a coordinated manner can the aircraft can be made to turn. “Would you like to see a stall”? She asks. “OK” you reply, somewhat nervously, “Well, the first thing we will do” says Aimee, “are the HASELL Checks” “HASELL?” you ask. “Yes, it’s a checklist of things to do before manoeuvres like this. H is height; are we high enough? A is for Airframe, is everything correct in the aircraft for example, airbrakes locked in and locked; S is for security, are our straps tight and no loose items in the cockpit, E is for engine – but of course we don’t have one of those! It is a standard check for all aircraft, that’s why it is in there.” Flying is full of mnemonics like this to remember vital actions. “The first L is for location, are we in or will we enter cloud or are we above a built up area? And lastly LOOKOUT. We need to be certain there is no else around so I’ll just do a 360 degree turn to make sure – can you keep a lookout as well please? Four eyes are always better than two.” She says with a smile in her voice. Smoothly you go round and again Aimee checks you are happy. “Here we go then. I’m pulling gently back on the stick and you can see the nose rising above the horizon and if you watch the airspeed indicator you can see we start to slow down.” And indeed you do. One thing about aircraft most people know is that they need to have a certain amount of speed in order to fly, and you watch nervously as the pointer of the airspeed indicator starts to travel backwards. “Here we go . . .” says Aimee, and in a most unspectacular way the nose drops below the horizon and there is a sound of rushing air as the speed climbs again and your stomach experiences a sensation akin to going over a hump back bridge a bit too fast. “Not too bad was it?” she asks as she brings the aircraft back to normal attitude. Actually no, it wasn’t and Aimee invites you to have a go. You grasp the top of the control column. “You have control” she says “I have control” you reply, although you very clearly don’t! But there is no need to worry, Aimee is still there following your movements on the column and ready to retake control of the aircraft in an instant if anything untoward happens. “OK, pull back gently on the stick and watch to see how the nose responds.” You do as instructed and are surprised at how little effort it takes to move the column. The speed bleeds off, and there’s that hump back bridge again. “Put the stick back to the middle and watch the speed build” says Aimee “then bring it back to normal.” It is surprising how instinctive controlling an aircraft is, which seems to fly itself, such is its stability. You don’t really need to think too hard about flying, but of course we are only starting with the simplest of exercises. But by now we are reaching the point where Aimee must think about landing. “I have control” she says. “You have control” you reply and release your grasp on the column, realising it is just ever so slightly sweaty. Expertly she manoeuvres the glider to a position in line with the runway and we begin our descent towards the ground. The noise level starts to build again as speed increases and it looks as if we will fly into the ground at a point well short of where the other gliders are lined up and you start to wonder if everything is OK. But then, the nose lifts, and you are flying along the runway just a few feet off the ground and the wind noise starts to die away again as the speed reduces and like stepping off an escalator, you touch down. What an experience! Gliding is like nothing you have ever done before and is probably as close to true flight as humans will ever get. It has a beauty and serenity about it that is, in my opinion unparalleled in any other activity I can imagine. SQUADRON LEADER KEN STEDMAN A successful unit, with the highest standards, as demonstrated by 611 VGS, does not just happen by itself of course. It is given life and spirit by the person in charge, and, in this case, the man affectionately known by everyone as “Boss” is Squadron Leader Ken Stedman RAF VR (T). Ken leads by example and it is a great tribute to him that the unit runs so smoothly. After 30 years in the paint industry, in 1987, he started and continues to run his own successful industrial powder and paint supply business in Ipswich. He attributes much of his personal and business success to the confidence and life skills given him by his involvement with the Air Cadet Organisation. He joined the Air Cadets at the age of 13, in 1958, with 1331 (Stowmarket) Squadron, and then joined 611 in 1965 at Swanton Morley and was commissioned in 1967 and has been there ever since. “We could write a history of people who, through 611, have been trained and then gone on to achieve very high standards either as commercial pilots or in their chosen profession in other civilian walks of life.” “That’s what we do; we make people believe in themselves, if you can glide and teach young people to glide, then you can do anything.” Quite candidly, Ken said “For me, there is nothing better than to be in the air in a glider with a cadet, teaching them the art of gliding.” There are four A Cat Instructors on the unit. Squadron Leader Ken Stedman RAFVR (T), as Commanding Officer, his deputy Flight Lieutenant Phil Melia RAFVR (T), Jerry Lightowler Civilian Gliding Instructor, an ex OC of 611 and Flight Lieutenant Steve Bell RAFVR (T) Retd, a captain with well over 10,000 hours flying helicopters for Bristows (and he started as his flying career with 611 as a cadet!). The A Cat’s train the Staff Cadets to Grade 1 Standard, and they then go away to the Air Cadet Central Gliding Squadron at RAF Syerston in Nottinghamshire for qualification as a C Cat or B Cat. The instructors are all checked quarterly by an A Cat instructor or higher. Checks involve the demonstration of all the flying skills needed to teach safely at the designated level and cope with emergency situations, and in this way the very highest standards are maintained. As Boss, Ken carries the ultimate responsibility for the unit. I asked him about this as I wanted to know what it was like to make the decision to send a student solo; did it weigh on him at all? “The responsibility is always there” said Ken, “but we have a very good crew here and we fly to very strict rules and regulations but the responsibility never goes away. Even if I am not here, I am still responsible. But I have Ken’s preferred office - in the back seat teaching young people to fly total confidence in my staff and the system that documents the way we fly and teach.” I commented that everything seemed so well organised and that even when an adverse comment needed about someone’s performance, as I had seen at the morning briefing, the point was made, accepted and everyone moved on. “The point is” said Ken “there is a clear chain of command in the unit. From the officers, the duty instructors to the staff cadets, everyone knows what has to be done and gets on with it. If I, as Gliding Squadron Duty Executive, ask my deputy to do something, it’s done. Similarly all the way down the chain, if it’s asked for, it’s done.” “Everything that must be done, and can’t be done is clearly documented, leaving no room for doubt. Without it we could not function as safely or as efficiently as we do.” I asked Ken about his personal commitment to the Squadron given that he has his business to run, not to mention a family life away from gliding. “We all commit to at least every other weekend through the year plus we fly several one week courses through the year; one at Easter, a second in May, usually two August courses, an October course and again we are here at Christmas. It is a big commitment and of course it is all unpaid.” And what did Eileen, Ken’s wife, think? “I am incredibly fortunate” said Ken “Eileen has supported me right through the years and she knows and understands that once you take on the responsibility of being the Boss of a gliding school, the rest of the staff expect you to be throughout the year, which I try so to do. But I couldn’t do any of this without her enthusiastic support.” The Wayland News Page 17 COUGHTREY BDK Ltd. Unit 2, Coughtrey Industrial Estate Church Road, Griston. IP25 6QB Fitted Kitchens Bathrooms Internal Doors Free Quotations & Full Planning Service 01953 881243 The Hare & Barrel Hotel Originally an old manor house dating back to 1806, we offer 16 en-suite bedrooms, 10 of which have been converted from the old Coach House Stables ‘Noted for Good Food’ Pictured from left to right and top to bottom: Cadet Corporal Beverly Goodchild from, 188 (Ipswich) Squadron, James Lyttle from March, Peterborough who has 12 hours experience on light aircraft at Chatteris Airfield on a scholarship is with his instructor, Flying Officer Mike Salter RAFVR(T), Cadet Danny Montgomery goes through his check list with Corporal Phil Harker (RAF). A busy retrieve team, their task is to clear the landing area as quickly and as safely as possible. Left: The Wings Parade at the end of the course. Because o fthe poor weather this week, unfortunately no one was able to go solo but all cadets were presented with the blue wings. Below: You can get an idea of the size of the organisation that is 611 VGS form the course shot below. The front row kneeling are the visiting Cadets with 611 VGS Staff Behind Extensive Bar & Restaurant Menu bookings advisable at all times A relaxing Conservatory ~ Beer Garden Patio ~ Bar ~ Restaurant Games Room ~ Car Park ~ Courtyard Try our Traditional Sunday Lunch Discounts for large bookings always negotiable Children Always Welcome Quiz night every 3rd Wednesday ring us for more details 80 Brandon Road, Watton. Tel: 01953 882752 Health & Wellbeing Aches and pains, stress or strains. Bad habits to kick, new habits to learn. Visit Total Health Therapy and find out how we can help you. There is a poem, High Flight, which has become a mantra for pilots over the years. It was written by Pilot Officer Gillespie Magee of No 412 squadron, Royal Canadian Air Force who was sadly killed in a flying accident on 11th December 1941: Oh! I have slipped the surly bonds of earth And danced the skies on laughter-silvered wings; Sunward I've climbed, and joined the tumbling mirth Of sun-split clouds - and done a hundred things You have not dreamed of - wheeled and soared and swung High in the sunlit silence. Hov'ring there I've chased the shouting wind along, and flung My eager craft through footless halls of air. Up, up the long delirious, burning blue, I've topped the windswept heights with easy grace Where never lark, or even eagle flew And, while with silent lifting mind I've trod The high untrespassed sanctity of space, Put out my hand and touched the face of God. I think I have a small sense of exactly what Pilot Officer Magee was talking about. As I reflect on the time I spent with them, I cannot help but marvel at the organisation that is 611 Volunteer Gliding Squadron. The commitment, the dedication and the professionalism demonstrated by 611 staff and the cadets in achieving a standard that is recognised in the UK Air Cadet organisation as one of, if not the best, Volunteer Gliding Squadrons in the country is a great tribute to all concerned but especially the Commanding Officer, Squadron Leader Ken Stedman. Modestly he claims that the organisation is built on documented procedures, and technically he is correct. But you cannot document spirit and enthusiasm; you can only engender it by the very highest standards of command and leadership. The senior staff and civilian instructors, equally but their heart and soul into the unit and as for the Staff Cadets, all I can say is they are the best examples of this country’s youth that you will see anywhere. I know I have used the term commitment several times, but just think about what it takes to persuade Henry to drive up from Hastings every weekend, for Ben to cycle 25 miles to be here, for Liz and Foggy to come and cook all week. It is without doubt something special and is actually quite humbling to witness. The extraordinary efforts some of them make to be here too, means for some of the young people, it is truly a case of “Per Ardua Ad Astra” There are many, many people whom I should thank for helping prepare this feature, and it is not possible to name them all. However I should particularly like single out Squadron Leader Ken Stedman RAFVR, Officer Commanding 611 VGS and all his staff and cadets for treating me so kindly on my several visits and answering my every question with enthusiasm. I would also like to mention Flt. Lt. RE Fisher RAFVR (T) Retd. for allowing me to draw on his extensive and invaluable knowledge on the history of the air cadet organisation and also for allowing me free access to his archive of text and pictures. • Acupuncture • Chiropody • Physiotherapy • Osteopathy • Indian Head Massage • Homeopathy • Reflexology • Hypnotherapy • Nutritional Therapy Gift Vouchers Available 22 Thetford Road Watton IP25 6BS Tel : 01953 886860
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