The site

We operate from the previous location of a WWII airfield, which is now mostly grassed over. We now have available eight take off runs. Circuit patterns vary with conditions and will be allocated at the morning briefing (9.30am). Approach patterns from the East end of the field, especially in strong wind conditions suffer from strong wind gradients and rotor activity. Plan to land well into the field and avoid low final turns. You have been warned! We now have three tugs, a Super Cub 180, a Pawnee 235 and a Pawnee 160. For safety reasons, as is good practice in all clubs, we insist on a site check / orientation flight if you have not flown with us before. Instructors may also want to review you logbook.

The entrance to the site is just above the wingtip. The boundary on this side follows the thin line of trees and at the far side of the field is behind the far hangar.

Site Map

Hill soaring

The College valley offers good hill soaring from West through North and often transforms into wave in suitable conditions. East wind offers reasonable soaring but cloud bases are usually low. The following suggested safety heights are intended as a guide only, and will vary with your experience and sailplane performance. From the middle of the valley we would recommend a minimum height of 1800 feet to return safely to the site if conditions deteriorate. Further into the valley the Cheviot can be soared with rewarding transitions into wave. To "jump" the gap to Cheviot, we would recommend a starting height of 3000 feet on your first attempt, and leave if your height drops below 2500 feet and there is no obvious lift. There are no good fields in that area to land in.

Looking back along the College Valley towards the site, (just above glider). Hethpool is the lake in the left foreground and Holy Island can be made out on the coast.

Looking in the opposite direction towards the 'Triangular Wood' at the top of the College Valley. Cheviot is behind and to the left of the Triangular Wood. Note the unlandable terrain.

To see enlarged photos in a new window click on the photo. To return close the window.

Pilots new to hill soaring

A few useful tips. Close to hill top height lift will be found close to the hill and as height is gained will move up wind slightly. Vertical gusts close to the hill can cause stalls or wing drops. Low down on the ridge we recommend flying nearer to " landing approach speeds" to avoid stalling if conditions are turbulent. Take care not to try and "pick" the wing up or you could end up spinning. Adjust your flying speed to reduce the risk. If you encounter a thermal low down on the hill, don't attempt to circle, make "S" turns to gain height. It is very anti social behaviour and dangerous to make full turns near hill soaring gliders, and when alone you run the risk of drifting back into sinking air. Always try to complete turns when approaching the end of a beat while you are still in lift. This will assist you in maintaining or gaining height. When heading back to the site don't be tempted to short cut over the back of the hills as you will almost certainly encounter strong sink. Follow the hill contours to minimise height loss. Please follow the BGA hill soaring rules: 1) Perform all turns away from the hill 2) Overtake between the hill and the glider being passed 3) When meeting head on the one who has the hill on the right maintains course. ( i.e. has theoretical right of way ). The glider with free air to the right moves out. 4) Do not thermal low down - S turn.

Wave soaring

We quite often encounter wave activity in wind directions from South East through to North. Depending upon wind direction we might find lift in the mouth of the College valley, further into the valley itself, as well as the Cheviot. Akeld bridge to the East of the hills on the A697 is often a good starting point for South Westerly wave, as well as Wooler and Doddington.

Pilots new to wave soaring

Expect the aerotow to be extremely rough, this is quite normal when towing out through rotor. The tug pilots, who are all glider pilots, will do their best to position you in good lift. At low level the area of lift may be quite small and weak and turbulent, stay with it ! Once established in lift track along the upwind edge of the wave bar (from below the clouds are often raggy and rarely resemble the classic lenticulars). Only after you are established in the climb start to explore forward and back to find the strongest lift. It is wise to explore upwind first, as you can lose a lot of height in the downside of the wave, and wind strengths aloft are very high. Once established the wave normally goes very smooth and can be accompanied by very high climb rates (see Gallery). Keep a good look out for wave gaps closing in, blocking out the ground, and be prepared for a rapid descent. It is a wise precaution to wear a parachute, carry a radio and GPS, and have at least some basic blind flying functional instruments. Have a plan of action prepared in advance for the event of being stranded above cloud with no gaps apparent. Wind strengths aloft are very high in wave conditions and it is all too easy to drift over the North Sea, it has happened to pilots here before, - see photo below. Keep a track of the time if flying later in the day. At high altitudes it may be sunny but the sun may be setting on the ground. If you can see car lights on the roads below you need to leave the lift. It can take a suprising length of time to descend. Remember that you must have oxygen on board for height climbs above 10,000 feet. We will not authorise height gains made without oxygen above 12,000 feet.

The site, middle foreground, showing the North Sea in the (not very far) distance.

Safety issues

We use standard conventions - the rudder signal if the tug pilot sees your brakes open, and wing rock for immediate release. Follow the BGA hill soaring and thermaling conventions, and finally, KEEP A GOOD LOOKOUT, Our Safety officer hates the paper work ! ENJOY YOUR FLYING !