All enquiries, contact Harriet Pottinger Tel: 01823 601202 e-mail: harrietp@onetel.com
Smeatharpe Airfield from about 4000ft (north/south runway is about 2/3 mile long)
The name "Smeatharpe" reportedly originates from the name of a blacksmith named Harp (or Harpe). Whether or not he lived at the site of the house now called 'The Old Forge' is unknown.
On airmaps, the site is marked as Upottery.
Historical Airfields by Dr. Mike Glanvill
Smeatharpe Today by Harriet Pottinger
Strings and Things by Maggie Wilson (learning to winch a PG)
The Perils of PG Towing by Jeff Hoer
Memories of Smeatharpe Airfield by Clifford Pym (May 2003)
Smeatharpe As I Remember by Ruby Cooke (with help from Lewis Arscott and Mrs. B. Woollacott, July 2003)
Smeatharpe is one of several East Devon WW2 Airfields. At Churchstanton (close to Smeatharpe) re-named Culmhead on 22nd December 1943, there were based, at various times, several Fighter Units that included Polish and Czech Squadrons, a Naval Fighter Wing of the Fleet Air Arm, six Squadrons of RAF Spitfires, the first Meteor Unit (JETS) and a Glider Training School (Hotspur and Master Tugs).
Smeatharpe was built mainly for D-Day use only. Up to 6th June 1944 the aerodrome was used by the USAAF Sky Trains and Waco Hadrians. Sky Trains were also called DC3 or Dakota (by the RAF). They were used during the War to transport 28 fully armed Paratoopers, 18 stretchers for wounded troops, military cargo (e.g. 2 light trucks) and anything else that would fit through its cargo doors and weighed not much more than 3 tons. The DC was also used to tow gliders for the D-Day landings. This particular aircraft could also be used as an efficient high speed glider by the simple means of removing its engine and fairings over the empty cowls, and other non-essential weight. As a glider it could carry 40 fully armed troops at a top speed of 290mph, 90mph faster than any other transport glider, and 26% faster than its own top speed as a transport plane.
Simultaneously with the US Navy's departure from nearby Dunkeswell (now an active airfield for light aircraft and microlights) Smeatharpe was abandoned. Some suggest the aerodrome was used as a satellite for the US Navy's Anti-Submarine Liberation Squadron stationed at Dunkeswell.
From this little bit of history, the reader can understand that the Upottery Towing Club, whether aerotowing or winch launching, is continuing, in peace time, the traditions associated with these airfields in time of war.
Based at Smeatharpe, half way between Taunton and Honiton, the Upottery Towing Club is closely affiliated with the Devon & Somerset Condors Hang Gliding & Paragliding Club. Both clubs are registered with the British Hang Gliding and Paragliding Association. If you notice a preponderance of Moyes hang gliders and Firebird paragliders on the airfield, it is because one of the UK’s longest established and most reputable hang glider and paraglider dealerships, Firebird UK, is based in Luppitt and those are the manufacturers they support.
Courtesy of Riggles and Gotleigh Farms, the Upottery Towing Club shares the use of the airfield with the Blackdown Radio Controlled Flying Club and AJL Driving School. There is stock car and banger racing regularly during the summer, and once or twice a year we enjoy the spectacle of the Standing Quarter Mile trials (mainly motorbikes, but some really weird and wonderful homebuilt machines turn up as well). The stock car racing has its own track at the southwest corner of the airfield, the modellers have the western half of the east/west runway to themselves (and the airspace above it) and the hang gliding and paragliding tow launch activities have the use of the remaining three concrete runways which accomodate all wind directions. The longest is about 2/3 mile, and winch tows to over 1,000 feet are usual here - the best I've had is 1,800ft. (The lorry driving school always uses a different runway when we’re flying.)
Towing provides a particularly sociable and friendly atmosphere as pilots depend on each other for assistance with launching, either as launch marshals, winch operators or microlight aerotow (tug) pilots. On light or nil-wind weekend days, when hill flying is either very difficult or impossible, towing probably doubles our airtime in a year, and Smeatharpe provides the start point for some excellent cross country flight potential. Our Senior Coach, Jeff Hoer, once held the UK's winch distance record from Smeatharpe with a flight of 69.9 miles in 1989 (this is still the site record). In 2002 four pilots flew from the aerotow to the far side of Dartmoor on separate occasions, the furthest being 67.9 miles (distance measured in a straight line to landing). Despite this, we are not a particularly competitive club, many of us preferring on the whole to fly recreationally for our own personal enjoyment, just relishing the exhilaration and freedom that hang gliding and paragliding bring.
Cross country flying is not our only pleasure. On days when there isn’t enough thermal activity to stay aloft or to fly cross country, it is still possible to be towed up and have “top to bottom” flights. On a high pressure, clear blue winter’s day, it is truly a bonus to be towed behind the microlight to higher than we normally go (you must release from the tow by 2,000ft above take off in order for a cross country flight to be valid for entry into the club or national annual cross country league). There is a maximum limit of 10,000ft – provided the tug pilot is prepared to take you that high and if you don’t freeze before you get there! There is only one pilot who does this with any regularity, but tows to 4, 5 or even 6,000 feet are not unusual in the winter. The views are stupendous, from coast to coast and across to the mountains in Wales.
After foot and mouth stopped play in 2001, flying from Smeatharpe went into decline, as people found alternative ways of spending their weekends. However, new pilots are now getting qualified to tow-launch and new enthusiasm promises renewed interest in towing, so we are looking forward to spending more time flying from Smeatharpe again through this winter and into 2004.
This old WWII airfield is an invaluable asset as our most flexible and central flying site. Long may it remain available for recreational aviation activities.
The winch is available to anyone and everyone, HG & PG, visitors currently paying £15 a day.
The aerotow is operated as a closed syndicate, so is not available to visitors except for aerotow endorsements or by special invitation. If you want to buy a share, contact Harriet Pottinger (tel: 01823 601202) or Jeff Hoer (tel: 01404 850489) to get your name on the waiting list!
Aerotow endorsements cost £130. The BHPA fee to add any new rating to your membership card is included. These endorsements are all done under the supervision of our Senior Tow Coach, Jeff Hoer.
Our winch training evenings (summer, midweek) have proved a continuing success with yet more pilots and operators in the process of completing their endorsements and licences. HG & PG winch tow endorsements cost £50 for Condors members, £60 for visitors. Winch operator endorsement costs £60 for non-members. The BHPA fee to add any new rating to your membership card is extra. Winch operator endorsement is free for active, local members who will subsequently help on a regular basis. All endorsements are done under the supervision of our Senior Tow Coach, Jeff Hoer. Any pilots wishing to gain their winch tickets with us can contact Harriet Pottinger for details. Tel: 01823 601202, e-mail: harrietp@onetel.com
At last the Condors were passed as safe by the BHPA
to convert a PG hill pilot to a winch rating. Hooray! Shortly
after, a high pressure September weekend arrived and I had to put
my recently purchased tow release where my mouth is. Dragging a
slightly reluctant Phil (Maggie's husband, also a PG pilot. Ed.)
with me we set off en famille to Smeatharpe one Sunday morning.
The usual hum of Smeatharpe activity was in progress. Eddie (Colfox)
was fresh from his first days' coaching the previous day. The
green pilots (in more ways than one) had a good briefing from
Jeff and then we watched Eddie cavort about the runway trying to
keep his canopy above his head and getting dragged
unceremoniously into the air. All too soon I found myself
attached in a most unnatural way to 3,000 feet of cable and a
large horse power engine operated by a hang glider pilot:
nightmare scenario! I was, however, surrounded by a ring of moral
support and on my second attempt I squeaked "ALL OUT, ALL
OUT." Wow! I was airborne. The flight was cut short as the
line snagged on the runway and I released at 250ft and made a
safe but undignified landing in a huge bramble bush planted there
just for the purpose of catching PG pilots.
I raced back to the take-off mat and plonked my helmet down int he queue: this was fun. Phil and Eddie had a go. Eddie tried to eke away in an incy wincy thermal but landed 2 fields back up to his knees in bog. My second tow went well. The forces on my harness felt weird, but the canopy behaved well and it seemed fairly easy to keep it at right angles to the tow line. I started to get a bit scared at 900ft for no good reason. I was frantically waving my legs about but they are obviously so short that Craig (Parker - winch operator) couldn't see them and he released me above the winch at nearly 1,200ft which was great, so I was really pleased that the tow had continued. It was magic to be airborne, the view was great and I really enjoyed the flight down.
Phil and Eddie were also having successful training flights and experts, Angie (Weir) and (Milner) were showing us how it should be done. My third flight was a near disaster: not only did I come close to nose diving in, but I think I nearly gave jeff a heart attack as well. I called "ALL OUT" when I thought the canopy was above my head, but after I lifted off the canopy veered off to the left and I realised that I had the brake wrapped around my riser in such a way as to give about 8 inches of brake on the left. Crain on the winch reacted well and eased the tension while I took both hands off to untangle it. Craig then took up tension again but the huge forces had pulled my maillon round into an unusual attitude, so I called for release and landed, shaken but not stirred. What impressed me about this incident was firstly the winchman halping me expertly out of the mess and also the canopy behaving so well despite it being pulled into some very unusual attitudes. Jeff got me straight back into the saddle which I'm sure was the right thing, and I then had a superb tow to 1,200ft with the winch paying out quite a lot on the way up. Fantastic.
Both Phil, I and Eddie really enjoyed the towing. The support for us to succeed by all at the field was felt very strongly and added a lot to our enjoyment of the day. We are eagerly looking forward to our next chance to be dragged off the ground by a hang glider pilot. We must be mad!
(The following article is taken from a response by Jeff Hoer
to a report of a nasty towing accident)
Hell, one day it might just happen to us and the results could be
disastrous for the poor pilot. To make it worse, it may be
nothing to do with the Pilot and his inputs to the PG.
The problem is not only due to the pilot heaving on the brakes
and inducing a stall close to the ground. If things go wrong when
you are below a safe height then you are in serious trouble, no
question about it.
When HG towing was evolved back in the 1980's, the safest way of
getting aloft was using the tried and tested Skyting Bridle
system. This relied on one third of the tow forces acting just in
front of the HG's C of G from the keel, with the rest of the tow
force coming from the pilot. This meant that the glider came with
you, so stalling on the line was almost impossible, even at low
levels.
The Skyting Bridle was essentially replaced in UK by the now
universally-used two line system, with the top line preventing
too high an angle of attack while this line is connected. The
pilot would choose to release the top line when sufficient height
was achieved. Interestingly the old Skyting system is still
universally maintained for all HG dual towing.
With PG towing none of these facilities is available. The PG
pilot has to put his complete faith in the operator who is towing
him. As the tow forces are coming from half way up the pilot and
not from the PG, which is some 6 metres above and to the rear, it
is very easy to leave the canopy behind when the tow is too
strong or the wind is a tad fresh. I firmly believe that, if the
wind strength is such that the pilot is happier doing a reverse
launch, then it is too windy for safe PG towing.
The tow position on modern PG's is made worse by the trend to
make the PG lines longer and longer. Canopies are getting more
and more remote (distance-wise) from the Pilot on tow, and
therefore sudden gusts or changes in tow forces, or the fact that
the canopy is not quite at flying attitude, will have a more
marked effect on the PG position and angle of attack, aggravating
the risk of stall. Obviously this is made worse if pilot inputs
are incorrect.
It’s interesting to note that the more experienced PG pilots
are harder to convert that the 10 hour novices! The experienced
PG pilots are into wraps and brakes even on the take-off run.
So how do we get around this?
During the conversions that I carry out at Smeatharpe, there are
two important points that I labour to get across to the Pilot:
¨ Do NOT use brakes, particularly when close to the ground.
¨ Ensure the canopy is pointing at the winch at ALL times.
If the pilot only complies with these two items, I estimate the
risk of a serious pilot induced situation occurring is reduced by
80%.
The responsibility of the Operator to ensure safe PG tows is
equally as great as the Pilot’s. During training of PG
operators I also labour the point that operators must tow at low
tensions when the PG is close to the ground. This means the first
100 ft. The temptation is always to get the highest tow for the
pilot, but this does compromise safety. Interestingly, the pilots
who fly regularly on tow tend to like the stronger tows and also
put this into practice when winching.
The other problem is, the operator can be as far as ¾ mile away
from the take-off, so local wind conditions can differ between TO
and Winch. 99.999% of the time we get away with it. The problem
is that the 0.001% will happen one day.
The real solution is always to go easy when towing PG's.
Operators must be extremely gentle for the first 100 ft and
pilots must heed the No Brake warning and be prepared to run
until airborne. This is the safe way. We also need the wind to
play ball as well, and the cable to not break, and the winch to
not cough, and the swages to not part, and the weak link not to
be frayed, and the learner drivers to not get caught in the tow
line, and the canopy lines to have not stretched etc,etc,etc.
The long and the short of it is Towing PG's is safe for most of
the time, however, if it goes wrong the consequences can be a
disaster. When on the tow, it is not only the pilot who calls the
shots; he or she is relying on others to get a good tow.
The risks can be reduced to a safe and acceptable level, and I
believe we now are at that stage. A few months ago, I would have
argued (and did) that we were towing far too aggressively low to
the ground, but that has slowly changed. We must keep it that way.
I trust this has not put the prospective PG pilots off of towing,
as this really is the way to go on the very light wind days. It
is worth bearing in mind that the guys winching you are doing the
best they can. However, If you feel that there is something not
right about how the tows are happening, then SAY SOMETHING now!.
Jeff Hoer
Memories of Smeatharpe Airfield
by Clifford Pym (Smeatharpe Resident, May 2003)
The airfield was built for D-Day landings in 1942-1943.
Several farmers but mainly Lord Sidmouth owned the land, a great deal of which was covered with gorse and bracken.
The airfield was constructed by G Wimpey and Co with mainly Irish labour. Before the construction, roads through Upottery had to be reinforced to take the force of the heavy lorries carrying cement from Honiton Station and hard core from quarries and the coast. The lorries were very noisy as they roared along our narrow roads, unsheeted and often with broken silencers. At times bags of cement etc. would fall off the lorries only to be picked up by local householders whose sheds soon became full. The airfield was constructed on approx. 500 acres of land. Only two houses, which were council houses, had to be demolished. Electricity and mains water was brought to Smeatharpe at that time. When the airfield was finished all small roads into Smeatharpe were blocked off and other accesses were guarded round the clock.
Two weeks before the D Day landings American Troops marched out from Honiton Station via Rawridge and Upottery and past the school. It was the first time many of the school children, me included, had seen a coloured person. The troops camped under canvas for weeks in three fields near Newhouse Chapel.
The Dakota was the main aircraft to use the airfield but sometimes a Super Fortress or Lancaster would land. The Dakota was mainly a transport plane but also used for towing. I remember thinking how terrified the soldiers must have been sitting in the big plywood gliders, which were suddenly being hauled up into the air by planes. Sometimes the gliders would fail to make the runway and bulldoze through hedges making large holes.
After the war was over the running of the airfield was taken over by the Agricultural Land Commission, the runways being used for emergency landings and for touch down training for Canberra’s and Vampires. From 1947-1960 the grassed area of the airfield was cut and the grass dried and milled and added to animal feed. A company based at Exeter Airport called Wessex Crop Driers did this, a company I worked for.
In about 1960 the land was sold back to the farmers who owned it originally. The majority of it owned by Lord Sidmouth was later sold to R Mason of Riggles Farm for whom I still work in semi retirement. I have spent a total of 48 years working on the airfield, living on it with my family for the last forty years. The airfield is currently used by radio controlled model aircraft enthusiasts, stock car racing, hang gliders and paragliders, motocross and car rally clubs and driving schools. It has also at times been an illegal temporary camping site for travellers.
Most of the land is used for growing corn, hay and silage and the rest is known as “set-aside” i.e. uncultivated. After the war much of the wildlife returned and so have many bird watchers who have been welcome visitors and someone to talk to on long lonely bleak wintry days when working hours alone, sharing an interest not only in the birds but other wildlife and the flora and fauna. The Crow, Rook, Jackdaw, Magpie, Buzzard, Kestrel, Sparrow Hawk, Little Owl, Raven, Sky Lark, Meadow Pippet, Snipe, Woodcock, Lapwing have been the most frequent visitors on the airfield but none have nested there in recent years except last year, so hopefully some more will return this year. On the set-aside area of the airfield, which has not been cultivated for a while, the Hare has made a return, also the Roe Deer, which are venturing out into open spaces. I have seen a set of twin Deer for the last three years. On the outskirts of the airfield other birds can be seen in great numbers: the Chaffinch, Greenfinch, Blue Tit, Great Tit, Coal Tit, Robin, Blackbird, Starling, Pigeons, Collared Dove, Yellow Hammer, Long Tailed Tit, Tree Creeper, Nut Hatch, Green Woodpecker, Spotted Woodpecker, House Sparrow, Pied Wagtail, Grey Wagtail, Wren and Siskin. A few Thrushes and Tawny Owls but sadly not many.
The airfield may be a reminder of war and bad times and may seem bleak and windswept and lacking beauty but beauty is in the eye of the beholder: the airfield is where I have spent many happy years working the land. It is an area where I have learnt so much. Somewhere to see the sunset and the moonrise, able to study the stars at night and to admire the many colour changes of the sky and cloud formations. My blue Ford tractor, my radio and earphones, the airfield and its inhabitants enable me to observe the ever-changing world without travelling far. I didn’t think as a small boy, 4 years of age, watching the airfield being constructed that it would provide me with so many happy memories and many more I hope.
(This article first was published in the Upottery & Rawridge Parish Pump Magazine, May 2003.)
Smeatharpe As I Remember
by Ruby Cooke (with help from Lewis Arscott and Mrs B Woollacott, July 2003)
Smeatharpe was a self contained community for many years before the aerodrome was built. The school, known as Viscount Sidmouth School, was built in 1871. When Mrs. Bessie Woollacott attended there were 51 pupils. When she left an extra classroom was added. A screen partitioned off an attractive Sanctuary which was opened into the schoolroom for church services taken by the Upottery Vicar every Sunday afternoon. The first vicar I remember was Rev. G. Heslop, who gave Lewis, my brother, a penny for not going to sleep during the sermon!! There was a playing field biven by Lord Sidmouth. An oak tree, planted to commemorate the Silver Jubilee of George V, has grown into a very attractive specimen.
The hall opened in 1926, free of debt, built by local labour given free of charge. My father had a great deal to do with the building, helping with haulage and many other tasks. The rent of 6p per year, paid to Lord Sidmouth for the field in which it was built. For many years a very successful carnival was organised by the residents, proceeds going to local hospitals. during the war, the hall became a WVS canteen where hundreds of servicemen came for refreshments. There were 3 aerodromes in close proximity - Americans, Polish as well as our own came for a cup of coffee and a chat. Local ladies had a rota system for teas and beans on toast, open every night except Sundays.
There were two sawmills, one owned by Mr. A. Bromfield & Son in the centre of the village, and the other opposite the New House Chapel owned by Mr. W. Pym. The pub, knows as The King's Arms, was situated on the edge of the aerodrome. Mr. G. Clode & Sons, who were builders, lived at 'Little Inches', currently home of Mr. and Mrs. G. Layzell. Miss Gladys Clode was the Post Mistress, the Post Office opening 1933-4. Mr. Frank Smith was the Blacksmith, horses coming from a wide area to be shod. Mr. Smith also ran a taxi service when the car was in working order! There was an allotment - plots let at 3/6 per year. Bloomers Farm (owned by Mr. & Mrs. J. Woollacott) sold mile, everyone bringing their cans to be filled each day.
The community seemed to fade after the aerodrome closed and the barracks that were scattered around were sold or demolished. The school closed in 1962 when pupil numbers were only 17. The church altar, font, cross and candlesticks and the painting, situated over the altar, were given to St. Mary's Church in Upottery and placed in the Lady Chapel. The War Memorial for 2 wars was given to the hall and the bible to new House Baptist Chapel. The school is now a private dwelling, as are the pub and sawmills. The hall keeps going and has regular bookings.
(This article first was published in the Upottery & Rawridge Parish Pump Magazine, July 2003.)