755k at 100kph in April

755k at 100kph in April!
by David Masson

The story had already begun by Friday 12^th April - I 'd seen the effects of the very dry ground coupled with good air and enjoyed about 30 hours in some unexpectedly good early season weather, a fair amount of cross country and cloudbases of 5-6000ft on several days.  That Friday was fairly classic for a few hours, but I missed it - I sent Karen, my wife, flying and she enjoyed it instead. Perhaps one of the best diplomatic moves I've ever made?

It was becoming apparent that the next Monday, Tuesday or both could be very good with a weak cold front going through followed by a little ridge of high pressure.  I started thinking "possible 750" (as I always do). Jonathan, our eldest, was away for the week, but Karen was working late both days so I had to think about getting Edward, our younger son, a child minder for after school - or later if I landed out.

On Sunday I had Edward sorted out for Monday.  It was still looking good, though the timing of the front was still uncertain. My best guess was a 750k day on Monday night! I went up to Lasham in the evening, filled the water ballast barrels and rigged only to find I had a main wheel puncture. I couldn't find a way to fix the puncture before the morning, but still kept hoping I wouldn't lose too much time and it was all still possible. I had a little chat with Ralph Jones and explained I thought it was a possible 750 day tomorrow.  I hope he doesn't mind me quoting him, but he said "Surely it's too early in the season".  I had to argue even though he was probably right and I was being too enthusiastic as usual - "But look at the ground - bone dry.  With the right air and some sun it's going to go."  I'm still not sure if I won that argument.

On Monday it was obvious that the front had not cleared enough and the 750 was not on.  I called Southdown to fix the puncture and then spent over an hour on the met'.  The Camborne ascent was very good, but Nottingham and Larkhill still showed too much cloud, spread out and showers.  I had no hesitation in recommending going west or north west, but nowhere else. The other guys set off on a 500k las-shb-nym-shs-las.  My puncture was fixed promptly (thanks to Neil Fripp for that), but by the time I was watered up and ready I was a bit late.  I decided on trying for the vacant 20m 300k out-and-return record with Lasham - Honiton - Lasham and investigating the air to the west. It wasn't brilliant at Lasham, but the good weather started about 40k away.  It wasn't that good either between Yeovil and Honiton and back to Yeovil - some Cirrus damping it down.  But the rest was absolutely steaming. When I arrived back at Lasham it was raining lightly - the good weather still hadn't reached us. I am claiming the record, although 106kph is not that fast.  I don't expect it or most of the 20m records to remain unbroken/unclaimed for long now.  The important thing about Monday was sampling how good the air was. I refilled all my water ballast barrels before I left.

On Tuesday morning I didn't have very long to look at the met', half of it wasn't available anyway.  The midnight soundings from Nottingham and Herstmonceux were very similar. I didn't need to do the sums to see how good they were.  They both promised good soaring with very little heating needed to get it going. It was too early to get the 6am soundings and there were no satellite photos available. So, using the remarkable powers of optimism and ignorance, I decided it was worth a try.  Edward was going to a friend's after school so I begged Jo to hold on to him if I was late. She said he could stay the night, so that was one weight off my mind. I've spent quite a lot of time flying lately and I could sense the threat in Karen's last words "Good luck, but you'd better do it!" I rushed up to Lasham and shouted "750 until we know otherwise" to those I thought would be interested. I spoke to Graham McAndrew, told him my plans and asked him to get a satellite photo and the 6am soundings.  He said "it's a bit early in the season isn't it?".  I rushed through the familiar conversation and he relented "OK, OK, maybe if it gets going by 10". I watered up, got everything ready and bought a stack of sandwiches (breakfast, lunch and tea).

At about 9.45 I saw the first Cumulus to the south-east. I stuck my head through the office hatch and told Graham.  He presented me with the Satellite photo. It showed a bit of cirrus to the west and the front well to the east now.  The only thing of concern was a big blob of cloud over the midlands. He said it might be a bit of fog that would burn off. This optimism thing is catching! I wanted to be in the air and it was too late to change my declared task (755k las-don-pop-wat-las), so off I went.

I started off tow at 10:11, refused the one bit of cumulus just NW of the airfield and headed towards some more to the north. That turned out to be further away than I had originally thought and I was down to 1100ft between Aldermaston and the M4 before, very relieved, I rolled into 1.5kts climb.  I took that for a few turns and then went exploring and found 3kts nearby.  I left that at about 3200ft and headed for Didcot power station, as it was pluming nicely with cumulus above it. That gave me my best climb of the day - nearly 9 knots. Bernie Morris had started a few minutes behind on a similar task.  I called the first two climbs to him, but after that it didn't seem necessary. More cumulus was beginning to appear to the north and west. I'd confirmed how good the air was.  It was rocking! I was on my way!

I won't bore you with most of the rest of the flight - it was uneventful really. I gradually wound up Mr McReady as conditions improved and became reliable.  I kept to a working band between 2500 and 5000ft, taking 4 to 6 knots and following any lines of energy I could work out.  North of Melton Mowbray the cumulus was a bit shallower and fewer and further between, but it wasn't a problem. I didn't need to take any chances, never got low, just plugged away working hard and enjoying it. 

I did get a telling off for my "schoolboy (or boy scout?) chatter" on the radio. After an hour or so I'd remarked to Bernie that if it carried on like this we'd be back before the bar opened.  After a "Sorry, I didn't realise anyone else was up yet!" I shut up for a few hours.

I made good progress all day, but with an even better run down the second half of the second leg and the whole of the third leg I realised that I could probably break 100kph.  I still had plenty of energy so, if anything, I worked harder to make sure of it.

The only thing that peed me off was my final glide.  I had the choice of diverting to Didcot or some good looking clouds to the south west. I chose to stay roughly on track and follow a scraggy looking line of cloud which should still have had held some opportunities to get a good last climb. In the end I got my last 1000ft from 2.5kts dropping to 1.5kts. I kept with it and didn't try anything different because I was still going to be over the 100kph with a minute or two to spare. It's just a pity - having been used to good climbs all day it would have been so nice to have one more and come smokin' back.

I managed a not-too-impressive smoke of the clubhouse and 100.3kph.  But I landed with a big schoolboy grin on my face. 16 minutes before the bar opened!

A few thanks are necessary - mainly to Karen for putting up with me, and Mum, Barbara and Jo for looking after the kids.  There's the would-be-crews and anyone else who helped this time or on some of my heroic failures in the past.  I know I couldn't have done it without you and I'm very grateful.

Now for a 750k in 15m mode, a triangle and the 1000k.  I reckon I need a similar day and about 10 hours.  I can just hear Pete's voice now - "Hmm".

David Masson, April 2002.