Gliders stay airborne by converting potential energy (i.e., height) into kinetic energy (or forward motion). The forward motion of the glider generates airflow over the wings, creating lift. Moderns gliders create lift very efficiently (by some very clever wing design); generally speaking, the longer and thinner the wings, the better. Furthermore, both the design of the wing and the shape of the glider produce very little resistance to airflow and therefore generate very little drag. In fact, the performance of a glider is described by its lift to drag ratio, or L/D, which also indicates its glide angle. Thus, the glide angle is also controlled by the speed of the glider - the faster it goes, the more its glide angle decreases (it produces more drag). Equally, if it flies too slowly, the wing itself starts to create more drag and eventually stops working altogether and the glider stalls. Every glider therefore has an optimum speed range. Something shaped like a bus with very short wings does not glide very well!

Most modern gliders have glide angles of better than 40 to 1, that is, for every 1 unit of distance they descend, they move forward 40 units. Some of the very high performance gliders have better than 60 to 1 glide angles. Moreover, they also achieve this at quite a high speed. For instance, a glider called a Nimbus 4 (which has a 25 + metre wing span), can, from a height of 1 mile, glide well over 60 miles at 60 mph before coming to earth. To put this in context, if such a glider was 2 miles above Bristol (about a third of the height that commercial jets fly at), it could glide into Hyde Park in London. Smaller gliders, such as a Discus, have a 15-metre wing span, but still achieve a 42 to 1 glide angle. In comparison, your average light aircraft (or 'spam can'), can only manage something like 10 to 1 when the engine is switched off. In fact, most planes will glide, but not very well. The fastest, and perhaps the most famous glider, is the shuttle. Now that is a ride!

It may surprise many people, but it is entirely possible for gliders to compete. In fact, like many sports, it evolved through competition. Ever since man first took to the air, intrepid pilots of heavier-than-air machines have been trying to out-do each other. Initially, it was who could fly the furthest (in the early days this was measured in metres), the highest (also measured in metres) and the longest (measured in minutes). However, as gliders got better, speed became important and duration less so: people ended up soaring hills for days, only stopping when they crashed after falling asleep. Not surprisingly, duration as competitive sport has tended to die out. Although there are still distance, speed and height records to be broken, when competitive gliding is discussed, it is usually referring to pilots racing against each other to see who can complete a cross-country task the fastest.

Cross-country flights are now measured in kilometres (many exceeding 500) and speeds are measured in kilometres per hour (100 plus is not uncommon). There are also competitive aerobatic competitions, but these tend to be slightly less popular because of the cost involved (gravity, high speed and flying upside-down tends to make the flights very short!).

Cross-country originated as soon as both glider performance and pilot ability became good enough for gliders to fly away from the airfield. In the early days, it often involved seeing who could fly the furthest from home (called 'free-distance'). This resulted in some incredibly long retrieves for the poor crew who had to come and get the pilot, and his machine, from some field many miles away from the base airfield. Modern competitions now comprise of closed tasks where everyone races around an aerial route that brings everybody back to base. The weather forecast and the performance of the machines, as well as the experience level of the pilots, dictate the length of the task.

We offer various courses based on your experience and aimed at extending your cross-country flying ability and confidence, enabling you to develop after your course and really enjoy your flying.

Retrieves are by mutual arrangement between course members so no crew is required unless you want to bring one along, but as a minimum you require a car capable of towing.

For the pilot who has completed silver distance but precious little else. If your 50km flight seemed a bit of an anti-climax and has left you hungry for more then this course will point you in the right direction and set you on your way. Aimed at the 100km Diploma and remaining parts of the Silver badge, progress will be fast and rewarding given good weather. You will be tasked within your capabilities and given all the encouragement and support you need to attain your goals.

Or if you prefer to relax then Lasham makes a great holiday base from which to explore the South of England.