| Student
soaring
 Gary
Stedman goes gliding with 611 VGS
It's difficult to overstate the
importance of the network of Volunteer Gliding Schools (VGS) to today's
Royal Air Force - in common with many other air arms the RAF faces
losing many of its senior aircrew each year to civil aviation, so
the recruitment of the next generation of RAF aircrew is therefore
very much a high priority. Many of the UK's military and civilian
pilots started their flying careers with the gliding schools, who
perform a vital first step for cadets considering a flying career.
The VGSs have remained largely untouched in the present climate of
cutbacks, with over twenty-five schools located nationwide, their
role in supporting the future of the RAF looking assured.
The first step for a Air Training Corp or Combined Cadet Force cadet
attending a VGS is the Gliding Induction Course (GIC), cadets under
14 years being allowed Air Experience Flights only. The GIC is designed
to show cadets basic handling and typically lasts for about thirty
minutes, but with the winch launched Viking this can take several
launches. Once the cadet reaches 16 they have the opportunity to take
the Gliding Scholarship (GS) course and eventually fly solo, receiving
their GS wings. The course is typically run over successive weekends,
but during the summer a weekday course is also sometimes held. A cadet
is expected to complete the GS course and fly solo within fifty launches
(eight hours for the powered Vigilant). Advanced Glider Training courses
are also available once a cadet has completed a GS course. Further
training includes learning how to ridge soar from the gliding centre
at Portmoack, located near Loch Leven in Scotland.
 The
Grob 103 and 109 form the backbone of the VGS fleet, called the Viking
and Vigilant respectively in RAF service. The Viking serves in the
greater numbers and is a winch-launched two seater, being complemented
by a smaller number of powered Vigilants. A school will operate either
Vikings or Vigilants, the types not being mixed at school level. The
majority of instructors at the VGSs are commissioned officers in the
RAF Volunteer Reserve, some being former cadets.
Originally formed in 1943, 611 Volunteer Gliding School has suffered
the misfortune in having to relocate its gliding operations twice
in recent years. For many years the school operated from RAF Swanton
Morley, the RAF station boasting one of the finest grass airfields
in the UK. Many enthusiasts will recall the small but always well
attended airshows hosted by the station, and 611 VGS could always
be relied upon to take a active role. Unfortunately 611 was left looking
for a new home when the RAF left Swanton Morley in 1994, the station
being turned over to the Army. The grass airfield currently now houses
a regiment of light tanks.
The school relocated its Vikings to RAF Marham in September 1995,
the Norfolk Tornado base providing a less than ideal site to conduct
gliding activities. The summer holidays usually allow the school the
opportunity to operate during the week in addition to their regular
weekend flying, but the daily operations of the Tornados and Canberras
of the Marham reconnaissance wing proved to be too restrictive for
it. A more permanent home was found with the move to the old RAF airfield
at Watton during October 1996. Although mostly derelict, the runway,
hangars and tower remain, the airfield being administrated by the
army as part of the STANTA training area located throughout the Thetford
area.
In its role as the STANTA airfield, Watton still sees regular visits
from the UK support helicopter force, as well as C130s conducting
tactical exercises from the 6,000 foot runway. Although still standing,
Watton's four C-type hangars have long since fallen in disrepair and
are now used for grain storage. A new purpose built hangar was constructed
to house 611 VGS upon arrival.
 During
my visit 611 VGS was operating five Vikings TX1s; ZE530/VS,
ZE553/WA, ZE587/WS, ZE601/XA and ZE611/XL. A sixth, ZE554/WB was missing,
undergoing repairs to a damaged canopy. The fact that ZE611
came to 611 VGS is no coincidence - not one of the schools original
line-up when they converted to Vikings in 1987, 611 VGS requested
and eventually acquired 'their' Viking. Tail codes were recently applied
to all VGS gliders to aid airborne identification following a mid-air
collision (not involving 611 VGS I hasten to add). Most of the schools
operate about four or five gliders, although strengths do vary. The
only other glider with 611 is a old Primary trainer, the school having
rescued it from disposal by the Ipswich Combined Cadet Force some
years previously.
It was at the end of an intensive week of gliding in early September
2000 that I had the opportunity to visit and hopefully fly with 611
VGS. Upon finding the school's hangar (no easy task on a such large
deserted airfield!), all flying visitors are required to view a safety
video and parachute demonstration. The school's five operational Vikings
were lined up out on the airfield beside the control caravan, other
equipment required include the cable winch and a couple of Land Rovers.
Each launch is co-ordinated between the glider, ground handlers and
winch operator by the control caravan. When the glider and crew are
ready to launch, the ground handler will call 'take up slack' to the
caravan, who then sends a light signal to the winch operator several
thousand feet away to start the launch. When the cable is taught the
handler calls 'all out' to the caravan who instructs the winch operator
to commence the launch. A Viking typically launches at about fifty
to sixty knots, climbing to
about 1,000 feet before nosing over to release the winch, a parachute
slowing the descent of the cable.
 How
long a Viking stays airborne is very much in the hands of the weather
conditions and the skill of the pilot - unfortunately during my visit
ten to fifteen minutes seemed to be the most anybody achieved. Given
the right wind conditions however, a Viking can remain aloft for hours.
The more experienced instructors remarked how they develop a feel
for the wind conditions in the local area, adding that since the move
to Watton they now have to contend with a regular crosswind. Other
factors can also influence the flight; wet wings increase the aircraft's
sink rate, clearly noticeable when the rain came down during the afternoon.
Once airborne the aircraft is fully cleared for aerobatics, the Viking
being stressed to +6/-4 G. One characteristic of the Viking is it
is not designed to fly inverted, a fact I was happy to made aware
of before the flight, as I'd forgotten where the video said the sick
bags were stored. Although launched from the grass the Vikings land
on Watton's runway, opening their airbrakes on final approach. The
gliders are equipped with wheel brakes, slowing quickly before being
pushed to the back of the line
for the next flight.
I had some idea of what to expect when the time for my flight came,
having flown with the Wattisham Gliding Club some years previously.
It takes a few minutes to remember where all the parachute straps
go, taking great care not pull the ripcord accidentally. By coincidence,
my ride turns out to be ZE611. In common with most two-seat training
aircraft, the instructor takes the back seat. With a parachute on
your back as well as carrying a camera, there's very little room in
a Viking cockpit. After the marshal holding the wingtip gives the
command 'all out', the aircraft picks up pace quickly, the marshal
running
with us for a few paces before letting go. With the stick pulled back
and banked slightly into wind all you can see from the front is blue
(well, grey really) until the instructor rolls level and releases
the cable. Unfortunately, with little lift about the Viking is already
on its way down, the occasional bump being experienced upon finding
a thermal.
 After
a few circuits and a brief look at nearby Wayland prison (the former
home of Reggie Kray), it's time to head downwind. After rolling out
on finals, we release the wing mounted airbrakes before touching down
with a gentle bump. The ground marshals (all ATC cadets) are upon
you straight away to clear the runway for the next Viking on approach.
'611 is pushed to the rear of the line-up before we disembark. The
winch can operate with up to six cables, the short flights causing
a fast turnaround. As soon as I'm out the next passenger is strapping
in, and within a few minutes the Viking is airborne again. On a typical
weekend with no weather interruptions the school can mount up to 150
launches.
The blue skies and warm sun that were a welcome surprise during the
morning flights soon gave way to the forecast cloud cover and finally
rain, so it's then that the control caravan becomes popular. With
the rain apparently settling in for the day it's time to thank the
staff at 611 VGS and find my way out of Watton airfield, but at least
the weather did clear that evening for the school's barbecue!
Acknowledgements: I'd like to thank the CO and everybody at 611
Volunteer Gliding School for their assistance and hospitality during
my visit.
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