WORLD GLIDING CHAMPIONSHIPSM. R. CARLTON, British Team ManagerBy the time you read this, we shall be officially entered in the1981 World Championships with a four man team comprisingGeorge Lee in the Open Class, Brian Spreckley and BernardFitchett in the 15 Meter Flapped Class, and Andrew Davis inthe Standard Class. These last minute changes arise from heavailability of new aircraft, partiCtllady in the Open Class, and Iam delighted to say that, all things being equal, the Team asrestructured win be ,going 10 Paderborn with the very beslequipment available at this time.The move of Ahdrew Davis 10 Standard Class was madepossible by the provision of an LS-4 through the good offices ofDick Sergeallt of Speed Soaring Lld who has also done sterlingwork in making available DiHel air and ground stations for allTeam members to use at the Championships. I should like toextend my special thanks to Dick for his help.Glidimg is not the easiest of sports to "train" for, but Brianami Bernard! are fortunate in being able to compete overChristmas in the South African Nationals. Brian wiU have theopportunity of flying a new Ventus there, and of course themarvellous South African weather will afford them both thechance of getting in some really good gliding.Our other Team members are less fortunate on the trainingfronl, with George Lee doing a stint with the RAF in Germany,and Andrew Oavis up in Shetland, neither p'lace being particularlyrenowned for winter gliding. However, what they lack in,flying practice they will obviously make up for in austere living.It takes more than good pilots to win Wor,J(j Championshipsand I am pleased to report the addition of two very importantgr.ound staff to our team. Oave Patan has agreed to come along,no doubt suitably armed with sellotape and string, and, with hisreputation for straightening out bent gliders in double quicklime, he will prove a tremendous asset should anyone be carelessor unlucky. Of equal importance, we have secured theservices of Tom Bradbury whose replltation as our foremost"Metman" goes well before him. He is doinga crash course inGerman meteorology and should be as proficient in lheir cloudsand weather as he was at Chateaurollx after learning French.An encouraging response-_ ......- ......... _~_._--------Whilst setting pen to paper, I should like to thank everyonewho has helped in any way with our fund raising appeal. Theresponse has been most encouraging, and the Team FundAppeal now stands at £15 250. (By the way, if you haven't yetreturned your stock sheet, could you please let us have it assoon as possible.)In addition to the many club secretaries, club members andothers who have helped with the promotional items, a numberof people have made a noli
The Cautio-d"·1. A Nice,QuietBy MENTORThe evening air warm but placid, a good wire launch in the K-8and Joe setlles down to a nice, quiet circuit. It's his favouritetime of day. <strong>No</strong> sweat, no strain.He enters Ihe downwind: I~eg up beyond! the winch, enjoys thesmooth ride down past the launch point and turns over l.hefamiliar .dump oftl"ees onto crosswind, all!owing neatly for dr,ift.Filla'ls, a smoolh approach and a well held off landing. The littleglow of satisfaction. It reaUy is quite easy!And that's his problem! It's so easy that Joe doesn't evenhave to shift his brain out of neutral!Brain disengagedThere are lots of Joes around, doing hundreds of circuitswithout incident. But every now and then a J'oe gets caught outand can't find the menial gear shift. Hi,s brain stays disengaged!Joe's logbook shows that he took rather more than the averagenumber of flights to go solo. His progress was slow butsteady. He flew with most of the ~nstfuctors ill the club ,andwhen it came to circuits he was a pleasure to ":y with. He had anair for nice, qu'iet circuits.SAILPLANE NEWSToo quiet! Joe wasn't getting the attention he really needed.<strong>No</strong> one thought to see how he 'Would cope if his careful circuitplan was deliberately put awry. <strong>No</strong> one noticed that, in hisquiet self·effacing way, Joe alwa,ys drifted to the back or thetraining list and thus new mostly In the evenings. He avoidedthe rough, tough days ,and his ability to transform the unexpectedinlo the commonplace - his alrmanship - wasn'tdeveloped. True, he did the customary cable break practicesbut at such a large airfield he coped with these more or less byrote.But one day someone "up there" cheated and put a heftydown draught in his way jusl up beyond the winch and Joe.brain in neutral as had become his habit, didn't notice. Hebegan to feel a bit close to the ground as he went past the launchpoint but he headed on for the security of his favourite dump of'trees. He knew the way in from there, no problem. But hisfavourite trees reached up and claimed him and his nice smartK-8 became a bitsa!Joe wasn't hurt, not much, but was puzzled and a littleaggrieved at the unfairness of it all. Why, he had always donesuch good circuits! Everybody said so! 0Stall and spin behaviour is very docile and the machinerecovers immediately whell back pressure on the stick isreleased. The spring trimmer is effective from 35 to 92kt.The lOp surface spoilers, although adequate on the prototype,are to be improved on ilI'1e production machines. The Delphinhas, however, excellent side-slipping qualities.SFH·34 DelphinThe manufacturer Scheibe Sege'lflugzeugbau hope that with theSFH-34 they w,jl! provide an interesting competitor in the GRPtwo-seater market.Design philosophy centred on a light-weight, manoeuvrableand docile glider which would be easy to handle on the groundand not take up too much hangar space - a glider ideal y suitedfor training and dub use.According to a report by Gerd Stolle, who flew the secondprototype on a number of occasions, the flying characteristicsare excellent and the Delph,in handles like a single-seater whenthermalling. Rate of 1"011 (45 0to 45°) 4.5 seconds.With a low empty weight and IS.80m span groundhandling isan easy task for two people. The 'Iow line, oflhe fuselage and theside opening one-piece canopy makes access to either seatstraight forward and the seats offer a higll degree ofcomfort andare adjustable - the backs are also adjustable in fligh:t, as arethe rudder pedals.<strong>Feb</strong>ruary/<strong>Mar</strong>ch 1981Tec'hnleal data:Span (m)Wing SectionWing area (m 2 )Aspect ratioWingloading (kg/m')Bes,t LID at 95km/hMin Sink at 74km/h (m/sec)VNE (km/h)Stall speed (km/h) approx----Smow:.:;E;;:LL__- ...........~LPLANES ~15.80Wortmann 61-18460-12614.81723.5-33.21 :350.725065SHEPLEY LANE, HAWK GREEN,MARPLE, CHESHIRE.Telephone: 061-4212488The Quali:fied RepairersCAA. "8" Lict:nce approval m al/marenalsB. G A Senior Inspecrion Approval, "E'" & "M" RatingPI A Approval-- all alrtrameso9
- Page 1 and 2: February-March 198195p
- Page 3 and 4: Magazine of the BRITISH GLIDING ASS
- Page 5 and 6: Flew Tech"olQg~ARE YOU READY FOR TH
- Page 7 and 8: ·CUT THE COST OF FLYINGINSURE WITH
- Page 9: Henry, a marine geologist in theIns
- Page 13 and 14: MIXERIF. FilTERINTERMEDIATEFREOUEHC
- Page 15 and 16: KRONFELD'S.SECRETVARIOMETERA. E. SL
- Page 17 and 18: LILIENTHAL DIAGRAMSWILLlAM MALPASPe
- Page 19 and 20: A LOAD OF BULL"A reluctant gliding
- Page 21 and 22: no sense a't all 10 have your only
- Page 23 and 24: the bar or half-way up the runway,
- Page 25 and 26: DORSET GOES DUTCH()ENNIS NEAL write
- Page 27 and 28: Another I'etter in the last S&G ("T
- Page 29 and 30: in the days before audio variometer
- Page 31 and 32: 0, B, ""mey Cranwell 30,9 5724 J, C
- Page 33 and 34: ANNUAL STATISTICS - OCTOBER 1, 1979
- Page 35 and 36: FLY FRIENDLYFLY THENORTHERNS25th Ju
- Page 37 and 38: work on club aircraft ourselves to
- Page 39 and 40: ULSTER (Bellarena, Co Derry)Gliding
- Page 41 and 42: tlours on the same night. Altogethe
- Page 43 and 44: wishes to experiment witn more up-t
- Page 45 and 46: very emotive happenin,gs, particula
- Page 47 and 48: REPLOGLEBAROGRAPHSF 24A MOTOR SPATZ
- Page 49 and 50: LS3·17 (LS3 with tips). Comp No50.
- Page 51 and 52: SHOBDONYour easily accessible wave