Volume 34 No 4 Aug-Sept 1983.pdf - Lakes Gliding Club

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tic licence is allowed. However, the essentialingredients of the standard ar~, as follows:a. ASI. Tne ASI should always beplaoed on the left hand side of the panel asclose 10 the top, as possible.b. Main varlometer. As the primarysoaring instrument this variometer with itsflight director or speed-to-fly ring should beplaced in the top centre of the panel.,c. Second ilarlometer. The second variometeris also a constant source of referenceand should occupy a position, on the right ofthe panel close to the top.d. T&S indicator. To reduce eyemovement when blind flying the T&S indicatorshould be positioned below and adjacent tothe ASI and the main variometer.e. Altimeter. The altimeter should notcommand much attention during critical1 2 3SOLphases of flight aoo a position at lhe bottom ofthe panel can be utiliSed.f. Artlficlall horizon. The position of anartificial horizon is not critical and it can, bemounted in tile bottom Of ,he panel. Its bulkoften, indicates a position in the centre.g. Compass. The compass Is 'bestmounled upon the coaming (lr canopy where itcan be easily viewed while cruising between:thermals. If it has to be mounted on the panelit is best positioned as high as possible ,but themain consideration is to avoid magnetic interferencefrom electrical instruments or ferrousitems.This standard layout is based upon soundflight safety and ergonomic reasoning and iswidely used throughout the RAFGSA. I certainlyagree with the concluding paragraphof Mr Dale's article that it would be a goodVOLthing if the BGA were to endorse this standardand recommend its universal application.There is another point mentioned in the articlewhich is worthy o,f comment and that Is onthe SUbject of ASI ranges. It is really not practicalto choose airspeed indicators so that at40kt (for e)(ample) all 'indicators would bepointing to the same clock position. Apart fromany other considerations different gliders musthave different types of ASI so that the choseninstrument covers the normal speed range ofthe glider plus HI% over VNE, and lhiscanvary enormously between gfider types.Finally, if I may wear my CFI hat for amoment, whatever the instrument layout orindicator ranges may /:>e, before a pilot is convenedto a glider he has not flown before(even if it is of a familiar ,type) it is essentialthat he not onl,Y receives ,a thorough briefingbut that he also has lime to s~ in the cockpiland get to know the layout before beingoffered a launch.RALPH DIXON, RAFGSA instrument memberand CFI of the ,Fenland GC.WHY NOT USE COLOURS?TM.62 Ground SetTM62Fitted with 129.9, 130.1 and 130.4. 5 watts output. Size 2Ye x 5 x 8%".0~~5 • • 2Salo4 3 VOl0TM.61o 6 :"fj:1oTM.61 Glider RadioOu.tput 1.8 watts at 12.5 volts.Size 2'h x 2% x 7%" long,up to 6, Channels, normallysupplied with 130.1 and130.4, complete with !handheldmike (or Swan-nec'kboom mike, 0ptiona'l extraat (20). ,speaker and wiringharness.Price £180 plus VATC.A.A. welding and re-sprays. Repairs to wood, glass-fibre and steel tubemachines. Stocks of most materials for repairs and re-builds. Wide rangeof instruments in stock. Barograph and A.S.1. Calibration.oPrice £195 plus VATLondon Sailplanes Ltd.Tring Road, Dunstable, Bedfordshire Telephone Dunstable 62068u.K. Agents for Avionic Oittel 720 Channel RadioV.K. Agents for Tostand A. SchleicherOpen Monday to Saturday 9.00 am to 5.30pmDear Editor,I am sure Harold Dale's article found muchagreement with its theme - the confusioncreated by a mass of white blobs, streaks andsquiggles against an amorphous dark background.The messages are decipherableunder fresh and full concentration but easilymissed in moments of stress.Why not have standard faces for the maininstruments such as:Speedometer(ASI)RedUpandowner(Vario) - Blue top halfGreen bottom halfAltimeterWhiteCompass - as now - main 1'1 black e)(cept forBohlis?And certainly a standard panel layout; whowill take the lead?JOHN JEFFERSON, Market Drayton.THE P FACTORDear Editor,Alison Campbell writes in the June issue,p128, "What we need to understand is whywomen do not seek to reach the top in gliding".This is entirely due to evolutionary l1ydraulics.Reaching' the top in gliding inevitably meanslong hours in the cockpn, fairly often. Evolutior:lhas decreed that males are front-enders, whilstfemales are back-enders. This places them inan impossible position, and accounts for thedearth 01 women at the top in gliding.STEVE PRICE, Walllngton, .Surrey.AUSTRALIA INCLUDE TAIL DOLLYDear Editor,In the April issue, p81, John Marriott refersto the addition of tail dolly to our pre-fIightchecks. The standard "prior to entering cock·pit check" at soaring centres in Australiaincludes this item, using:178 SAILPLANE & GLIDING
A- Alrframe. Check for damage to controlsurfaces, tail-wheeVskid, correct main wheeltype inflation or any unusual dents, scrapes orpunctures.B -IBallast, Is ballast required? If so, is itsecurely in correct position? If not required,remove any ballast left in .aircraft.C - Con.trols. Foil and free movement inthe correct sense.D-Dolly (Tail). Removed!.The adoption of ABCO also satisfies thetrans~olY interval between the movement 01the aircraft (A) from hangar/trailer tQ launchpoint or (B) retrieving after landing to launchpoint, thus ensuring safe preparation for !light.PETER ROSE, Storrlngton, W. Sussex.One very experienced pilot has written to sayhe once flew with the tail dolly on, for whichhis paJ1ner was very apologetic. He suspectedit might be on although the airCraft'shandling was unaffected, but he didn't makeany abnormal manoeuvres. "It is very convenientonlanding," he adds, "though I won't doit again. "MNEMONICSDear Editor,The key to an effective mnemonic is that it iseasily remembered under stress conditions,eg anxiety, anger, emergency situation. (See"More on Mnemonics" in the last issue, p129.)To serve this function it needs to be a wordor ·semi-word" that provokes a reliable, consistentresponse, and brings forth the rightchecks without forgetting anything. Amnemonic which itself is difficult to rememberis useless.Forexamllle: HAS.E.L. (Hazel), E.F.U.L.S.(Ethel's), and L.U.F.T.S.T.A.L.L. (Luft-stall)are easy to remember.Those who want to make up mnemonicsfor their own use might like to make it easyto remember by using this principle - arecognisable word, that jumps to mind whenneeded.For example: in field landings I useW.A.S.S.S.S.P. (Wasp) that is: Wind,Approach Direction, Effective Size after obstades,SUr'face, Slope, Stock, Positioning.JOHN LEONARD, Wellesbourne, Warwicks.THE RETURN OF LEWIS CARROLLDear Editor,I note with interest the return after 45yrs oflewisCarroll to the pages of S&G. (Seethe lastissue, p141.)I well recall the writings of "Corunus", who Ibelieve was Philip Wills, in the 1938 copies oftheSeilplane on such as "Alice in Bungyland"together with sundry poems which are nice tosee again.PETER FLETCHER, London.FALCON IN MUSEUMDear Editor,Following the reproduced article "Glidingfrom water" in the April issue, p79, readersmay be interested to know that the Falcon hasRoger's photograph ofthe Falcon on exhibirion./n the museum caralogue it is /i'/ed as a "Seaplane glider" andsaid 10be "in~nded for military use."been fully restored, and now hangs as a permanentexhibit in the Windermere SteamboatMuseum.ROGER F. POLLARD, Harpenden, Herts.EGOS, LARGE AND SMALLDear Editor,Gliding seems to be a sport which attractspeople with self-confidence and strong personalities.(See "Instructor's Ego Trip" in thelast issue, p128.) Inter-personal re lationships insuch a group are naturally more abrasive than"average". But gliding is not a healthy sport forover-inflated egos - Mother Nature slaps youdown too often, even if no one else does.I have not yet met an instructor flying on an"ego trip". I have not yet been "blasted withabuse" by an instructor. I have not yet felt itnecessary to "belt" an instructor. MynameisnotJames.C. J. CHAPMAN, Nuneaton.MENDIP WERE THERE!Dear Editor,Mendip GC gliders are finished in a brightyellow colour scheme In the hope that they arereadily visible. For some totally unaccountablereason, Ihe, BGA made no provision for ourcanalY Bocian in the Royal Agricultural Collegelecture room and reliance w,as therefore placedonone member'sjackelofasubtle blend of red,yelloW, green and purple stripesto advertise IheMendip GC presence at the :BGA Conference.Imagine the consternation at WeslonSuper-Mare on reading S&G (see lasl issue,p120) and discovering that neither Mendip GCor1he jacket of many colours was observed atCirencester and that only Cotswold hadbothered to represent the West Country.10 set the record straight: Mendip GC providedlfive members for the weekend conferenceplus a further five for the AGM. Therefore15% of this club's members made the effort toget to Cirencester and, with but a few reservationson the AGM, all thought il was well worthwhile.Please BGA, we dio exist nol just as an, enl'IYonyouracCQuntsiledger.Wecanbearnotbeingspoken to, but to be rendered invisible in Iheeyesofthe almighty isjusttoomuch.Wewonderwhether other small clubs feel unwanted andunloved too, (perhaps Dr Bamardo acceptsglidingclubs?).W. A. T. BURGESS, (51°20'N - 02"56'W~(Sorry Mendipnotto have given you a mentionin the report. EO.)Glider identified. Harold Holdsworth of Brad·ford tI'links the glider shown in the April issue,p81, is almost certainly a BAC VII made bythe late Lowe-Wylde during 1931-32.He writes to say that the BAC series weremade in a disused brewery at Chardstone andwhile the VII was the best, it had drawbacks.It couldn't shed its whee'ls for minimum dragwhen soaring and it was of a very light con~struction, far lighter than the Slingsby tandemTutor, but of roughly the same size. It had apermanent tube undercarriage with low pres·sure tyres which look the impact on thecorner of the main fuselage hame where thelift struts were attached_ As a result the bottomof the fuselage was quite light andunsuitable for the rough landing surfaces ofthe period which were either virgin moorlandor natural pasture.Not many were sold and most were con·verted into Planettes which became theKronfeld Orone. Haro'ld said that at one stagethey were in the Alan Cobham air circus.GiveastheYGave~RNAW1NGSAPPEAl ~ ~~~~~DURING SEPTEMBERl'~August/september 1983 179
Page 6 and 7: Pilots do itwith Props!'IERS\ONCOUR
Page 8 and 9: SAILPLAN,E/GLIDER/AIRCRAFTINSURANCE
Page 10 and 11: THE WORLD'S LONGEST GLIDER FLIGHTTO
Page 12: RIDGE SOARING REVIVEDPETER SAUNDBY
Page 15 and 16: sand drifts. Thermals rose to 5500f
Page 17 and 18: simultaneously' and plunged into th
Page 19 and 20: PROOF OF THE THRESHOLD THEOREMTHE A
Page 21 and 22: including no powered aircraft. CGC
Page 23 and 24: GLIDING SPONSORSHIPBILL SCULL, BGA
Page 25 and 26: Saturday, May 21 Sunday, May 22 Mon
Page 27 and 28: An arresling shot ofthe slart ofIhe
Page 29 and 30: Ul@~@rtJfi@.~/kralll!.lft1 @ASSOCIA
Page 31 and 32: cial "banking" engines to push the
Page 33 and 34: FIFTY YEARS AGO - German NationalsA
Page 35 and 36: GLIDING CERTIFICATESALL THAEE DIAMO
Page 37: FALse CLAIMS FROM SOUTH AFRICADear
Page 41 and 42: ollered by visiting instructors, to
Page 43 and 44: Silver height and Nigel Cotterrell
Page 45 and 46: keys and John Bridges' trailer brok
Page 47 and 48: OverseasNewsThe first 1000km t,rian
Page 49 and 50: 'YE CAMBRI.DGE, boot mounting, with
Page 51 and 52: LASHAMSuper soaring, al Britain's l

Volume 34 No 4 Aug-Sept 1983.pdf - Lakes Gliding Club

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