John Prince was Chief Flying Instructor (CFI) and was joined, amongst others, by civilians Gordon Mealing and Phil Hutchings from the Bristol and Gloucestershire Club, formerly Bristol Gliding Club before its move from Lulsgate to Nympsfield in 1956.

The first gliders were a Slingsby T31 and Cadet MK1, but necessary repairs meant it was August before they flew. An EON Baby, Tutor (183) and Olympia 2b followed and were soon joined by a Slingsby T21B (283) that arrived in February 1961. This latter aircraft became known as "the Barge" and is still flying with the Club some forty-four years later, following a brief period at RAF Cosford.

Launching at first was by autotow using an ex-WD Humber but many changes were run [quote] "... the Austin 7 was broken-up and a motorcycle substituted for retrieves; until this caught fire and was replaced by a Morris Minor, later a Rover and Ford V8 were put into use.

In November 1961 slim Kath had her first flight in the EON Baby "packed out with cushions and pockets filled with spanners". The following year another try at 300 Km by Ed Meddings, then CFI, in the Oly 2b, ended near Barnsley after 8 hours. That autumn the Club was allocated the only existing Olympia 403 (No.90) a year after Derek Piggott won the National Aerobatics Competition in it. Hardly had it been rigged when Max Bacon flew it to North Denes, the Club's first gold distance, and Bill Longley was only 40 Km short on the following day after an overnight retrieve. Within weeks Ed Meddings had reached Yarmouth in the 403.

Winch launches were introduced in 1963 and a trailer winch proved useful for visits to ridge sites for 5 hour attempts at Huish and the Club's present home at Keevil. Later Tug Wilson initiated soaring the nearby ridge at Bath race-course.

Harry Daniels was a very active member during the early years. He built a reverse pulley winching system mounted on the old Humber chassis, making it possible to launch a glider every 3 minutes under ideal conditions. He also gave the Club two cups to be awarded annually for best progress on the ground and in the air, and for the best flight of the year.

In 1963 a mobile flight office came into use, at which time launches cost 2s 6d. and membership numbered almost 200!

In the late 60s and early 70s the existing home-grown solo gliders were phased out and replaced with Schleicher K8, K6CR and later a K6E. The CR was taken to Portmoak in 1971 for Gold height and 5-hour duration attempts.

With the arrival in 1983 of our first K21 (R20) and a second in 1985, thoughts were of an all fibre-glass fleet, particularly as the Club's first flapped glider appeared in this period, a 15/17mtr Ventus B (16). However, when one K21 was lost in an accident it was replaced with a K13 and this, more economical, balance has been retained to the present.

The spring of 1983 saw the first expedition by the Club to the Black Mountains site at Talgarth, following its approval by the BGA. That summer also saw flying the longest day from 04.40 hours and in the autumn a brief visit to Dishforth for wave flying experience.

In August 1984 the Club was host to the Inter-Service Competitions, which was enough of a success to be repeated in 1985, though the weather on that occasion was abysmal. The same can be said for much of that soaring season, though three exceptional days went down in the record books and the Club contributed its share to these. The first Club "home" 500 Km Diamond was flown by Jerry O'Dell in his Vega on May 28th and a 300 Km goal flown on July 7th by Colin Masters in the Skylark 2.

With the arrival of 'JC-G' in 1985 there were steady improvements in the Club's bus winches and in the organization of the launches generally, with the adoption of better cable parachutes and weak links. Cable retrieve likewise entered a more comfortable and reliable era with the purchase of vans to replace tractors. The old engine-less launch point bus was replaced by a fully operational bus straight off the Manchester streets and its bottom deck converted to a well-equipped canteen. A 135hp Rallye has been on site for several years and is now operated by a syndicate of tug pilots.

In 1988 hang gliders and paracenders made occasional appearances on the airfield and in 1989 the Air Experience Flight Chipmunks moved in from Filton. Although some changes were necessary in the airfield discipline, relatively small sacrifices had to be made.

In the autumn of 1989 four gliders, including the K21, were taken to Aboyne where a number of Diamond and Silver heights were gained. For 3-4 years the Club participated in the Inter-Club League and won the finals in 1988 and 1989, coming third in 1990.

1991 proved a difficult year with the arrival of the Bristol University Air Squadron and the announcements of Hullavington's closure. Following a number of red herrings as to our future location, the Club finally moved to RAF Keevil in October 1992 where it took over the premises vacated earlier by the Bath and Wilts Club.

The drastic changes in accommodation and facilities, combined with dreadful weather during our first three months, finally gave way to a period of recovery. A combination of self-help and financial assistance from the RAF greatly improved accommodation in the three Nissen huts and Clubhouse, which were all electrically rewired. The larger Nissen was fitted with new doors and an extensive concrete apron laid in front of them. A large portakabin, donated by RAF Lyneham, was erected adjacent to the existing buildings. In 1994 the one remaining war-time hanger was completely reclad and, though not for our sole use, has become the main housing for gliders, trailers and powered aircraft.

Soon after our arrival at Keevil, RAF Lyneham adopted the Club and provided some welcome enthusiasm in the form of senior committee members, notably Wing Commander David Walker, Chairman until he was posted in 1994. This parenting results in the minor name change to Bannerdown Gliding Club (RAFGSA, Lyneham Regional).

A Janus C (16) joined the club fleet giving members the opportunity to receive cross-country soaring instruction.

In June 1994 the Club Rallye and K13 joined 22 other combinations at Lasham in a fly-past at Portsmouth celebrating the D-Day invasion. The arrival of the Janus in that year greatly extended the Club's capabilities for cross-country training and competition. A Kittewake aircraft was also acquired by a syndicate of members and is operated as a tug alongside the Rallye.

1997 saw the arrival of the first of two twin drum Tost winches to replace the bus winches. This was welcome both on safety grounds and the improved launches that it provided. The lost art of winch driving had to be re-learned. Launching was further improved when a third tug arrived in the form of a privately owned Piper Cub. The MT fleet was further improved with the retirement of the landrover retrieve vehicles that were replaced by a pair of Ford Cargo’s and a Bedford CL.

During the latter half of 1998 the clubs original Discus (R12) was replaced by a more modern Czech built example (R55). There were expeditions to the Long Mynd, Aboyne and Talgarth. CFI Al Stacey was presented with the Andy Gough Trophy (RAFGSA Member of the year) at the RAFGSA AGM. Steve Ayres came second in his first competition, the ISRGC at our former home Hullavington flying his Ventus A.

At the beginning of 1999 an almost new K13 (R61) which was fitted with a nose wheel rather than the conventional skid replaced K13 R80 as it was more suitable for operating of the tarmac at Keevil. The private glider fleet increased to 26, a club record ranging from a primary to a Discus BT. Jon Arnold and Richie Arnall came second in the French Air Force Championships at Romorantin flying a borrowed Duo-Discus. An expedition to Aboyne in October achieved 5 Diamond and 3 Gold heights and 80 hours flying. The club came second at the National Inter Club League final at Nympsfield.

The start of the new millenium brought with it a Janus CM, the first time the club had operated a self-launching sailplane. A K18 (R32) was acquired from Fulmar club at Kinloss to replace K8 (R44) in February. The Vintage Glider Club week during May produced wave to over ten thousand feet. Steve Ayres flew Diamond Distance in June, a club first from its current site. Four gliders (R20, R55, JA & V17) took part in a successful expedition to Milfield during October.

The early part of 2001 saw operations severely curtailed when the airfield together with much of the country was shut due to foot and mouth disease. The club single seater fleet increased with the addition of an LS8 (R3) from RAF Marham in a multi way deal that also saw Discus R55 depart in exchange for the former RAFGGA example (547). There were minor expeditions to Lleweni Park and Talgarth. During September the club mounted its first overseas expedition for several years taking 6 gliders (Discus 547 & JA, LS8 R3, ASW19 4T, ASW24 V17 & Ventus 840) to Ocana Spain. The year ended on a sad note when K6E (CCU) was broken in two when it spun in on approach to runway 31. The pilot was uninjured!

In May 2002 5 gliders (547, R3, HKB, JBZ, V17) went to Sutton Bank for a week where it was soarable on all but one day. Ken Bryer flew Silver Duration in easterly wave. The K13 (R61) suffered a landing accident on the pilots 2nd solo back at Keevil.

Easter 2003 saw the T21 emerge from the workshops after a complete overhaul which included completely replacing both wing trailing edges. Newly painted in a new blue and white colour scheme the glider adopted the number R83.

In January 2004 Discus 547 went to Poland for a complete re-gel, within four weeks of returning to Keevil it was damaged in a launching accident. Janus 16 suffered a landing accident in April which kept it out of action for most of the summer. Spring saw the arrival of two privately owned ASW20’s JAG and 271 (the latter formerly RAFGSA 27). The SZD12 Mucha belonging to Rick Fretwell made its first flight after a protracted restoration. ASK 21 (R20) was replaced in November by a brand new example (R12), closely followed by a new Rotax powered Falke (G-CDFD) capable of aero towing delivered in December. This is the most expensive glider purchased by the RAFGSA to date.

In the spring of 2005 the club mounted an expedition to the Bowland Forest GC at Chipping which was blessed with soarable weather for the duration. In April the club achieved a UK first with the introduction of plasma rope launching cable on the ‘Merv’ Tost winch. Dave Waller boosted the private owner fleet with the addition of a DG200. Mark Parker won the Junior World Championships flying the LS8 at Husbands Bosworth. Jon Arnold flew just short of 750Km in his Discus ‘JA’, whilst Bob Bromwich turned Mount Snowden in an epic flight of over 600km in his DG-500. The T.21 was sold to a Japanese business man and was shipped to Australia in September. Stewart Renfrew completed the restoration of his M100S.

In January 2006 Andy Hill was appointed by the BGA as the South West region regional safety officer. A large group from Bowland Forest GC were made most welcome during the May soaring week and Glen Turpin became the first club member to complete the BGA Standard Aerobatic Badge. A sizeable contingent represented the club at the Inter Services Competition hosted by the Army at Middle Wallop. A programme to overhaul four RAFGSA K13’s at Keevil commenced with the first aircraft being delivered to the new RAFGSA club at RAF Odiham in September. December saw the number of private gliders on site at Keevil reach 29 with the arrival of Bob Bromwich’s ASG29.

Andy Miller was appointed the Senior Regional Examiner for motor gliders by the BGA in February 2007. March witnessed the return home of one of Bannerdown’s founder gliders when Tutor RAFGSA183 joined Al Stacey’s collection of 15 Slingsby built gliders! Several members joined the RAFGSA spring expedition Lleweni Parc.