I’m up with the first gaggle turning Southam. A quick sum in my head comes up with 80km in 55 minutes. Keep going and things are looking good. The track to Thame has some Parachute DZ penalty zones to avoid. I’ve already thought about this on the ground. A straight line to Thame takes us through Hinton. We can deviate left of track and pass north-east of Hinton, or deviate right of track and fly between Hinton and Weston. I’ve already decided that, unless the weather looks much better right of track, I will go left, as fewer miles are involved and there is only one DZ to limit my choice of sky, not two. As we approach decision time, the sky does look better to the right, and the other gliders appear to be choosing this option, but I stick to my guns and set off on my own after topping up to cloudbase. After a long, relatively slow glide I hit some weak lift and take a few turns before pressing on. My “water!” sticker is shouting at me again, but the first leg and the cumulus in the distance convince me that the best option is to keep the water, but slow down. A small cloud over Brackley is what I’m gliding for. It’s just outside the Hinton zone - I have my GPS on Hinton for a precise distance as I know where I’m going. The cloud is enough to climb up a bit and keep moving. Simon appears in the Janus and we cruise on track looking for lift. We hit some good air but I’m convinced there is better to come as we cruise towards Bicester. I later learn that Simon turned the opposite way and found a good climb - DOH!

Things are improving again. In a good climb near Bicester the BGA Duo 98 joins below me - Pete Masson is flying. I’m still convinced that there are better conditions ahead and the presence of the Duo makes me concentrate hard on climbing and makes sure I leave each thermal as soon as the average drops. It is satisfying to notice that each time I leave a climb, the Duo is still thermalling tightly, yet once I am centred in the next one, the Duo again joins a similar distance below. Pete agrees with what I’m doing - I must have something right. We are amongst the first gliders to approach the second turn at Thame, and in a tricky thermal with two miles to go, I decide to leave on my own and round the TP. Sure enough, on my way back north, the gliders are now established in the climb approaching cloudbase as I join below them, but it is pleasing to know that I will be leaving in the opposite direction. Heading towards TP3, Watford Gap, I am with Pete again, and also Leigh Wells in LS. I push hard to try and keep up but they are ahead, and the thermals are busy with gliders inbound to Thame. Progress is still quick though. One more TP and we’re on the way home - potentially for a good result.

The sky is changing though. I’m now flying with two ASH-25s and Anna Wells in 321. To the west it looks milky as the warm front approaches. I’m a bit more ahead of the game than the previous comp day though and as the climbs weaken I dump my water near Silverstone to help get the best out of them. We are still able to make reasonable progress. Approaching Watford Gap, a straight line track would take us under an unpromising sky, but a detour to the east would allow a curved path into the turn under small cumulus. I opt for the latter and top up as high as I can under each cloud while still achieving a reasonable rate of climb. Once round the turn, Anna and I glide on track for home. There are no cumulus now, except the odd weak wisp under a sky of high cover. After a long glide, Anna and I find a 1kt average. The flight is now very quiet. We’ve been gliding at 60kts, the air is very smooth and still, the radio is turned down and with the weak thermals even the audio vario is relatively quiet. As we slowly circle upwards I consider the rest of the flight. We have made good progress so far and, although the top guys are undoubtably ahead, it is unlikely that we are far behind. I’ve never flown cross-country in these conditions before, but am enjoying it and still concentrate on how to get home as always. I’m convinced that with patient climbs and long glides, there is a chance of getting back.

As we climb, my thoughts on the number of gliders behind us are confirmed as, one by one, people join below.

At 1200ft I’ve got a group of gliders two or three miles ahead circling but I’m not happy to arrive there possibly as low as 600ft so I remain near a huge stubble field in some weak lift and watch the progress of the other gliders. I’m about five miles south-west of Daventry. My patience is possibly affected by watching the other guys and I can’t climb so search around the field but find nothing. I land, slightly annoyed with not being able to climb in the very weak lift. On balance though, I’m pleased with the flight, as I made good progress in the initial good weather and changed gear at the right time as the front approached. I could have made more of the weak conditions towards the end of the flight but this was my first attempt at flying cross-country in such weak weather so I’m happy. After chatting to my farmer and calling control, I lie in the glider in light rain and listen to the radio. Some are still airborne, but the gaggle of gliders I saw ahead landed there. Eighty kilometres from home, I’m prepared for a long wait for my retrieve. A huge team arrives - Mum, Dad and Richard and Sarah Platt. I’ve been doing nothing for two or more hours and this is evident as I organise the derig so that everyone is doing something and the trailer is closed with 493 inside in five minutes - it’s party night back at Aston Down and I’m keen to get back. With a definite scrub the next day it was a top night.

It turns out I’m 20th for the day (covering 218km), which means 23rd overall out of the 47 competitors. My day positions were fairly consistent then - 17th, 29th, 19th, 20th. Top half was my aim and top 20 was my best hope. Day two was a bit disappointing, but the other day results are pleasing. My aims were to do more cross-country flying, become a better pilot and have a laugh. In the nine days I had four cross-country flights with a total distance of 1010km. I also flew on two of the non-comp days, including the “aerotow to Nympsfield, ridge run all afternoon then thermal home” flight. My flying during the comp totalled over 25 hours.

To decide whether or not I became a better pilot is something that is difficult to analyse myself. However, the way my handling, judgment, gear-changing and decisiveness changed throughout the week was noticeable. I also found that my perceived improvement in these areas, especially during the third and fourth comp days, meant I was flying with a very positive frame of mind. A confident, positive and decisive attitude like this helped me concentrate and make decisions with an optimistic bias. My experience so far suggests that the better pilots have a slightly optimistic attitude, combined with good situational awareness of soaring conditions, and this will be the main way I can improve my cross-country speed. I can’t wait to get some more practice. Hopefully I can build on this and continue to learn more about this intoxicating sport of ours. Lastly, did I have a laugh? The juniors involves 40-odd pilots and crews, all either under 25 or young at heart. Hopefully it is clear that I enjoyed the flying immensely. When I wasn’t flying, I was spending time getting to know my new mates better, having animated discussions about the task in the bar over a pint, eating out or kart racing. Roll on next year!

2002 For the first time ever there is a group of five Mynd pilots hoping to enter the Junior Nationals at Husband Bosworth during the first week of September 2002. Ian Mac, John Roberts, Richard Billany, Sarah Platt and I could all be competing. I’m hoping that we can all fly cross-country from the Mynd as often as possible next season and perhaps be involved in Rockpolishers and normal weekend tasks to prepare us for the comp. If you can help us by lending or hiring gliders or equipment, by crewing or even by coaching and task setting at the weekends then please do so. Let’s put the Mynd on the Junior map! Thanks Lastly, thanks to the following Mynd people (and many more) for help and encouragement in getting me this far: my family, 882 syndicate, Ian Mac, John Stuart, Chris Harris, Simon Adlard, Paul Stanley and the MGC as a whole for giving me ample opportunities to fly and learn.

(This report was first published in the Midland Gliding Club’s newsletter.)