The first glider trials in Sydney in recent years were successfully carried out by Jack Lyons at Box Hill, near Windsor NSW, on 13 and 15 February, 1930.
The machine used was a Bronzewing primary training glider, built by the Lyons Trading Company under the supervision of Alfred Pelton. This gentleman has had extensive experience on the Continent in glider construction.
It is a surprise when one starts constructing something out of the common, what  difficulty is experienced in getting together the necessary fittings, and the machinery which has to be installed to make the various parts. These cannot be purchased and they have to be made from raw materials. However, there is the compensation of having the plant for future use.
The glider was constructed from aircraft standard material, consisting of spruce, American ash, carbon steel, birch, 3-ply, maple and aeroplane fabric. The wing span was 35ft; the width 5ft 3in; and the weight 170lbs. Its ‘wing loading’ capacity was approximately 2lbs per sq ft, based on an average pilot weight of 168lbs.
To raise the glider into the air a rope, 60ft in length, was held by Mr Pelton in a car which was used as the hauling medium. The other end was, of course, attached to the glider. On the Thursday the wind was south-east, and we were fortunate in having a very gradual takeoff, permitting the car to attain top speed quickly.
The glider was placed in position on the level top of a hill, 50 yards from the crest. On either side two assistants held it upright. Upon the order ‘ready’, the rope began to take the strain, and the glider was gradually drawn along the ground. Owing to the absence of wheels and shock absorbers, the takeoff was rather bumpy in comparison with a ‘plane, but as the machine gathered speed the jolting became less pronounced.
Upon reaching about 15 miles an hour one began to wonder if it would rise. By this time the top of the hill was reached and the air currents struck her. In the fraction of a second the glider was 40ft in the air. If the takeoff is slightly crosswind it soars either to the right or left like a kite until sufficient speed is developed to allow the controls to become operative.
Upon straightening out, the glider commenced to overtake the car, and when it was seen that the rope had given the maximum of lift the pilot called to the man on the rope to ‘let go’. The rope automatically unhooked itself, and at that moment the nose was put down slightly to the best glide angle.
Thereafter it depends upon the force of the wind how far and how high the glider will go.
The gliding angle is naturally less than a ‘plane, and the speed seemed to be in the vicinity of 25 to 30 miles an hour. A spot ahead is picked out where the landing is anticipated, but if you are more fortunate you will feel the ‘plane lift from a sudden gust of wind, giving more height and you are able to go further than it first appeared.
The distance covered on the Thursday was between 600 and 700 yards. On the Saturday, owing to a complete absence of wind, it was impossible to go any great distance.
Landings were slightly more bumpy than when the steady south-east breeze of Thursday permitted a glide along the ground, keeping a height of approximately one or two feet, with a gentle landing.’
Although the ‘Bronzewing’ is classified as a primary training glider and only expected to fly very short distances, if there are steady winds and ideal gliding conditions, the distance this craft could travel would help one to realise the reports from other countries of sailplanes remaining aloft all day.
I feel sure it will require only one flight to make even the most staid person a glider enthusiast.