Volume 16 No 1 Feb 1965.pdf - Lakes Gliding Club

SA LP A&GLIDIGFebruary - March 1965 3s 6d

Banking on BPand banking on BPThis chap isn't (repeat isn't) a daredevil. Just a highlycautious type of flyer who's banking on BP Aero Oil (incans). Here's why. He wants an oil that's guaranteedc/e8n. fresh from the can. He wants easier starting, fasterwarm-up. less engine wear. lower operating costs. So herelies on BPAero Oil 100. Top-quality straight minera·J oilfor aero engines requiring oil to British~Specification D'. Eng. R.D. 2472 BID. AIR .~

SAILPLANE& GLIDINGOFFICIAL ORGAN OF THE BRITISH GLIDING ASSOCIATIONEditor: ALAN SLATER, M.A. F.R.Met.S.Assistant Editor and Production Manager: RIKA HARWOODClub News Editor: YVONNE BONHAMAdvertisement Manager: PEGGY MIEVILLECommittee: PHILlP WilLS Chalrman,G. HARWOOD, W. KAHN, M. BIRDCONTENTS1965 World Glidin~ ChampionshipsFred Slingsby's Retirement ..Imperial College goes to BrunswickThe Oarmstadt 0-36 ..Flying the 0·36 ..Tenth OSTlV Congress ..Pictorial AnaJysis ill FlightTesting a Soviet DiscopJancAlan Oerek Piggott .. . . . .Second New Zealand Championships1965 Co~ at Lasham.. _.Lee Wave "Gcn" for Aeroplane Pilolst'e~~ifi~~teEY~f V~i~orthiness· RcI~ewaI FeeIt's All Yours . . . .Cloud Flying ill GlidersH.F. Radio Channel ..1%4 Kronfcld Art EXhibition and1965 World Championships Art ExhibitionGliding Certificates .. . .Pilots' Rating List 1965-1966Rhodesia's First 500 KilometersPerformanee Polars .. . . . .British Giiding Association News . . . . . .How to Fall out of a Cloud Without Really TryingKronfeld Club ..How the Albatross SoarsSaucer Over MichiganCrossword Solution ..lime to Think . "True Flight - A Fable _. . .Notes by all 18th Century BanoonistDust Devil on Sea-breeze FrontObituary: Angus MacaulayBook ReviewsCorrespo.DdenccClub Ne.... ..Service N~wsOverseas NewsAnn Welch .. ..J. E. C;. HarwoodK. Doctsch, cl allG. Waibel, W. Lemkc:G. WaibeI ..A. H. "alesD. B. JamesV. lvanoY ..W. A. H. KahnR. Maeil1lyreA. E." State~' .Elizabeth RietbergF. G. IrvingAnn Welch ..D. Bridson ..R. Brctt-Kn.owlesYvonne BonhamE. P.. Hodge'K. H. Ooctsch, D.' LampardR. Jones ..O. Scallnn ..F.H.M. HamiltonDrewM. C:' Wooidridgc'M. BirdJ. P. WhiteheadA. E. Slater . . .D. B. James, J. Firth,' J. C:.Riddell, R. L S. Butler ..35691011f2151819232529333434373)40404344454S49~O5253545555~6565761647882Cover pilologropJ,: On top. HarI.nd Ross with passenger ill R-6; middle. George Mnffat in HP-8:below. J. C. "Red" Wright in SISU lA, flying over the prairie near Maria. Texas. Photo by Alex Aldon.Published by Ih., .rilish G,lidlllG Auoci.tion. 75 Vidori. Str.ot. London, S.W.1. SLllliun 7548/9Printed by S,. R. Vorstage & Sons Ltd., Houndmills Es,:.t&, Basingstoke, HantsVo!. XVI No. 11

The SKYLARK "4Still winning competitions: Flown to first place in theBelgian Nationals: Also the US. and Canadian Nationalsfor the second year running.The DART15 metre O.s.T.l.V. Class Competition Sa.ilplane.Most single seat records are wide open to Dart owners,and we hope they will stand by to attack them.-.,-----.SLINGSBY SAILPLANES LIMITEDKIRBYMOORSIDE - YORK - ENGLANDTELEPHONE: KInBYMOOl{SlDE 312CA.BLE: SAILPLANESPIONEERS OF BRITISH GLIDING2

1965 WORLD G,LIDINGCHAMPIONSHIPSHE provisional entry is 31 nationsT and 87 gJiders. The Standard Classis now closed at 47 entries. Someextremely interesting new gliders arecoming, including Zefir 3 from Poland,Havukka-Standard from Finland, StandardElfe from Switzerland, KAI-19from Russia, D-36 from Germany, ES-60Boomerang from Australia, HP-12 fromD.S.A. and our own Dart 17. If anyoneis interested in seeing what can be donein the field of refined design and highquaUtyaircraft engineering, they shouldcome to the Championships and inspectthis display of superb aircraft.The Organization is working itselfsteadily into top gear, one of the problemsbeing the very large number ofpeople wallting to visit the event. Inorder to cope with this influx, the followingarrangements have beell made:-HOTELs.-Anyone wanting hotel accommodationin the area during theChampionships period should write toTbos. Cook $I. Son Ltd., Berkeley Street,London, W.I.CAMPING.-There will be a field oppositethe main entrance to South Cerneyairfield where gliding people who arenot directly involved in the C1?aropio~shipscan camp. They must bnng th,elrown tents or caravans, but .washmgfacilities are available. There Will be asmall charge of £ I for a site fOT a caravan,lOs. for a tent site, and Ss. for asmall one-man tent site. These chargescover the period 28th May-14th June,with no reduction for short periods.There is a shop where food, etc., canbe bought, and light refreshments willbe available on the airfield.The Opening Ceremony will be onSaturday, 29th May and the ClosingCeremony on Sunday, 13th June. ThePrizegiving will be at 13.00 hrs., followedby the final banquet lunch for allcompetitors and helpers. This will enablethose who ha\(e to be at work nextmorning to have time to pack up andjourney home on the Sunday evening.ANN WELCHCHARGE FOR PRACTICE WEEK.-Thenumber of entries has grown to the pointwhere it has been possible to reducethe charge for the practice week; whichaccordingly is now £4 per day (perglider, 4 people) with no extra chargefor the team manager.Acknowledgments. - The followingdonations and offers of equipment aregratefully acknowledged:-DONATIONS from:Robert B. Clark (U.S.A.)Arthur DoughtyJulian R. R. PortalGrace Whe1ayJ. WotherspooJl.EQUIPMENT from:Baynes (Swindon) Timber Co. Ltd.British Aircraft Corporation Ltd.British Oxygen ServicesOttley Motors Ltd.ENGLAND'S, LEADING TOURING HIRESERVICEONLY THREE MILES FROM SOUTH CERNEY!1965 Caravans . Cars . free BrochureHANTS &DORSET ,CARAVAN SERVICE lTD.London Road; Purbrook, ~rtsmou-thj HantsE.,.bH,h.d 19~8 Cosbom 76952ALKERTON HOUSE114 HfGH STREET, CRICKLADEBed and BreakfastVast rooms' H. and' C. . Special termsfor sharing . Garages . T.V.. DinnerCrickl.d.381R.....C. Supp. List.3

AsktheMan,at COOKSHis knowledge of travel is unequalled; his adviceis sound; his courtesy well-known. Ask himabout travel arrangements to the forthcomingWorld Gliding Championships at GloucestershireMay/June 1965-Cooks are pleased to havebeen appointed official travel agents and the man atCooks is ready to attend to all yourtravel needs~at over 400 branches throughout the world...THOS COOK &. SON LTD..Berkeley Street, London, W.!.and branches throughout the world.Members of4ALWAYS CARRY. COOKS TRAVELLERS CHEQUES

FRED SLINGSBY'S RETIREMENTANY are the men, from LiIienthalM.and Pilcher onward~, who havedevoted the major part of their life tothe furtherance of the. science and art0f gliding. Progress iD ~ny branch 9fscience of course depends entirely onthe practical man wh~ can mould theresults of scientific researchers into ausable commodity. Future' historians ofgliding will undoubtedly accord a placeof high honour to Frederick NicholasSlingsby, who retired on 31st Augustlast from the post of Managing Directorof Sti1'lgsby Sailplanes Limited.Born in Cambridge on 6th November,1894, Fred Slingsby evinced at an earlyage an interest in practical mechanicsand an enquiring turn of mind. As ayouth he bee-ame aware of the experimentsin aviation which were being conducted'by the Wright brothers, and notlong after the turn of the century hehad himself constructed gliders, albeitas models only.As he grew up this interest developedinto an enthusiasm for f1¥ing which ledhim, in March, 1914, to Join the RoyalFlying .corps. Posted to Belgium in thatautumn he served first as an AirMechanic, and a year or so later Onpromotion to Flight Sergeant as anObserverI Gunner. He was twice shotdown over the lines, and was awan;ledthe Military Medal for gallantry.After "demob" he took a partnershipin business in Scarborough as a fumituremanufacturer_ In 1930 he foundedthe Scarborough Gliding Club, and whentbe early gliders flown by Yorkshireenthusiasts needed repairs it was inevitablethat they should be worked onunder the supervision of a fellow ScarboroughGliding Club member, a manwith long experience of early militaryaeroplanes, himself now fast becominga devotee of gliding.Fred Slingsby gained his C at InglebyGreenhow in 1931 in a Falcon of, hisown manufacture, based on the GermanFalke design. He visited many clubs andentered numerous contests with consider·able success. Orders for this aircraft andfor the Falcon 3 two-seater started topour in, to such an extent that largerworkshop premises became essential. In1934 the Yorkshire Gliding Club hadbeen formed at Sutton Bank, and bygood fortune contact was made withMajor J. E. D. Shaw, himself a pilotwith two aeroplanes of his own, whoowned consider,able l'J"operty aroundKirbymoorside. By the time World Wllr11 started, Slings~y SailJ;llanes Limitedwas. well .'c:stabhslted ID a factoryslilCc1ally bUilt on the Shaw estate.The works were well adapted to themanufacture of troop-carrying gliders,orders for which; however, did notmaterialise for some time. It was not.indeed, until 1941 that the factory couldbe said to be fully engaged on this workand ,on tbe construction of gliders forthe Air Training Corps. It was these waryears, on top of th.estrain of buildingup the business from small beginnings,that built into Fred Slingsby's characteran element of shrewd caution and conservatism,combined with a willingnessto consider new ideas, which has everbeen the mark of truly great men.The post-war years saw the evolutionof improved designs, notably the Sky,which won the World Cbampionshjps in5

Spain in 1952, flown by Philip Wills,and the series of Skylarks with threepiecewings. These aircraft have beenconsistently successful in gliding competitionsall over the world, and it iscertain that the tally .is by no meansended.The dea,th of Major Shaw in 1955 putthe firm in a somewhat difficult position.He had been the major shareholder, andthe Inland Revenue was calling fordeath duties. The problem was solved bythe sale of the share capital to the ShawSlingsby Trust. This body was createdby ,Philip Wills for that special purposein order to preserve the factory fromthe doubtful fate of a sale on the openmarket and thus to ensure for Britishgliding clubS' and pilots the continuanceof the supply of Slingsby sailplanes.The outstanding abilities of FeedSlingsby have not passed without remark.In 1958 he was awarded the Paul TissandierDiploma by the FederationAeronautique Internationale. In that yearalso he )\Ias elected to be a Fellow ,ofthe Royal Aeronautical Society whoseCouncil awarded him their Silver Medalfor Aeronautics in 1962. On hi,s retirementhe was offered and has acceptedthe title of Vice.chairman of his firm,and he will remain in close touch withgliding clubs and gliding perSonalitiesall o,ver the country. J. E. G. H.IMPERIAL COLLEGE GOES TO BRUNSWICK"p'LEASE may I see your glidinglicences authorising solo flying,aerobatics, instructing and passengercarrying'?"... ."We don't have anythmg hke thIS IIIEngland.""May I see your glider documentsthen?""Here's the C. of A.; will that do?""What's the glider's registration number?""It doesn't have ooe.""But it must; all German gliders havea, registration number.""Ah! But we've a British prototype."At this, the control to,wer official atBrunswick Airport, near Hanover,chewed the end of his pencil, ,carefullyscrutinized the C. of A.. and w.ithTeutonic thoroughness printed the lettersD-ART in the airport log book. Withofficia.ldom satisfied. the four of us setforth .to rig the Dart in preparation forit~ first flight over German soil.The 1964 OST\.v-IoAFLlEG flight-testingcourse at Brunswick had already beenunder way for thl: first of its three wl:eks'duralion during August, as Karl Doetsch,Bill Kronfeld, Des Lampard and JohnBridgewater, representing the ImperialCollege Gliding Club, began to rig themaroon-and-white Dart prototype in themidst of about twelve -other glider types6of many different shapes and sizes; 11.5to 19 metres span, butterfly to highflyingtailplanes, wood to metal andfibreglass construction.Inquisitive onlookers soon gathered.as each diminutive half of the Dart tailplanewas carefUlly placed on the groundand the cable tweaked to start the fuselagerolling out of the trailer. As thewings emerged and were attached, so thenumber of spectators increased. Not only~re photographs taken from all possibleangles within and without theglider, but the trailer fittings themselvesreceived their fair share of attention.With the DJ. completed, the assembledDart was rushed to the aero-tow launchpoint.We soon found ourselves taking partin the flight test programme. Generalhandling assessment. stick force measurements,observation of the stalling speedswith brakes open, brakes closed, withand without turn and slip. and estimationsof the time needed to reverse a45° banked turn were but a few of themany tests performed. The iests wetecarried. out with perspex protractorshanging across the inside of the c

D-34(o)D·36Polyt 3Kria7

SB-7space in the cockpit. In addition, comparisonglides were carried out by theOart with both the K"6 and the Oarmstadt0-34(0). Th~ pilot of a chasingPiper aircraft c'arefully observed anyrelative changes in height that occurredat selected airspeeds. As expected, theDart proved superior to the K-6 at thehigh-speed end, but not quite as good asthe 0-34(0), an experimental 12.5-metreglider. The mass of information obtainedis now being collated in Germany, andit is heped that a report will be availablesoon.Fourteen different types of gliderswere available. These ranged from thetailless Fauvel AV -36 and a diminutive12-metre machine called the B-Spatz toproduction gliders such as the Ka-6, Ka-8and to sophisticated "one-off" laminarflowmachines typified by tbe 0.34(0)and the Kria. These latter two 12.5­metre gliders, designed and built by~Akallieg" student groups, using mainlyfibreglass, had advanced laminar-Ilowsection wings with tbe maximum thicknesspoint located very far aft. Excellentsurface finish and refinements, such asretractable or droppable wheels andtrailing-edge flaps, gave them a verygood straight glide performance, butuncomfortable cockpits and excessivecontrol friction marred their thermallingpotentialities.Experience gained from the aerodynamicand fibreglass techniques usedin the construction of these smallermachines was clearly apolied to tbe"next generation" 0-36. SB-6 and SB-7gliders which also put in an appearanceat Brunswick. These very advancedgliders were strictly reserved for punditsonly. The loss of one of them followingan aero-tow incident, and references tovicious laminar flow separations, demon­~tratcd the wisdom of this decision.Since the D-36 will probably be repre-8senting Germany at South Cerney, its"hot" performance capabilities will beawaited with considerable interest.Perhaps the glider that aroused ,thegreatest delight and amusement was amammoth two-seater designed and builtby the students of Copenhagen.Officially this was christened the PoIyt,but unofficially it was called (amongstother things) the "flying omnibus"!Despite its prehistoric looks, Clark Ysection, and uncertain controls, tbe Polytseemed to be under the guiding handsof "Saint Tuberg", to judge from itsunbelievable ability to maintain altitudeover other gliders in thermals.In case the reader has arrived at themistaken impression that the OSTIV­Braunschweig Idaflieg flight-testingcourse was nothing but drag polars andslide-rule pushing, it should be pointedout that whenever the weather obliged(as it often did), variometers rapidly replacedstop-watches in importance andtbermalling soon took priority overevaluation flying. On such an occasionJorrn Bridgewater was fortunate enoughto find himself in possession of the Dart,the others having been eliminated bythe careful manioulation of a coin.Following the successful completion ofa 300-km. triangle the previous day byno fewer than seven pilots, it wasdecided to attempt a similar task withLilneburg and Nienburg as the turningpoints. Here follows John's account ofhis fligbt:-"At 11.30 I pulled off in a blue thermaland started climbing at 6 knots. Bythe time 5,000 feet had been reached,a small cumulus cloud had formed overhead,and with others starting to formI set off for the first turning point;Uincburg, in company with a K-6 andthe Kria. Navigation presented no diffieultiesat this stage; it was just a case offollowing tbe road."However, the second leg was almost

dead into sun, and the haze made VISibilityvery bad. There were no goodlandmarks, so I flew a compass coursefor a while. A large lake appeared wherethere was none marked on the map, andfrom this I concluded that the compasshad an error of about 90°. This wasquickly confirmed by the position ofthe autobahn. Returning to track, I madecontact with a K-6 and a Kranich, butsoon left these behind. By the timeNienburg had been rounded, the lift wasgetting weaker, and when it finally diedaway I was at Grossburgweddel, still50 km. from Brunswick. There was nodifficulty in finding a suitable field. Therewere plenty of soft plol.lghed fields, oneof which produced a very satisfactoryretardation on touch-down. Peopleappeared from all directions, and threecars had stopped on the road by thefield before the Dart had stopped rolling."In due course the trailer arrivedbehind Bill Kronfeld's Cortina G.T.After thanking the multitude of helpers,we took our leave and returned toBrunswick, where we learnt that four outof eleven aircraft had completed thetask.With cloud base around the 6,000-ft.mark and good lift everywhere, it becamea routine custom to fine pilots acrate of beer each time they overflewtwo hours' duration. The same impositionwas applied to pilots who indulgedin mild undershoots and to pilots whoclimbed into the cockpit from the starboardside - this, we were told, was anold German custom! Until then wehad wondered why it had been decided10 change the canopy hinge position tothe port side on the Dart. Needless tosay, there was never a shortage of beerat the several very enjoyable barbecuesarranged by the German students.At the conclusion of this extremelypleasant and instructive OSTIV-IDAFLlEGflight test course, the Dart prototypehad been flown by over 20 foreignpilots and had amassed a total of nearly40 hours' flying in two weeks. It comparedfavourably in performance withGerman )5-metre machines and wasundoubtedly more refined in cockpitcomfort and control systems. The keeninterest it aroused has created a veryfavourable continental climate of opiniontowards the products of Slingsby SailplanesLtd.There were many contributors to thesuccess of our expedition. Thanks aredue to Slingsby Sailplanes for the loanof the Dart prototype, to Pye Telecommunicationsfor the loan of the Bantamand Cambridge radios,. which proved,invaluable during comparison flying, andto Imperial College Union for its readyassistance. Finally. we would like tothank our friends in Brunswick for theirsplendid hospitality.K"RL DOETSH, BILL KRONFELD.DES LAMPARD, JOHN BRIDGEW"URTHE OARMSTAOT 0-36By GERHARD WAIBEL AND WOLF LEMKETranslated and abridged from "Aerokurier"HE D-36 was intended to achieveT the maximum possible cross-countryspeed in weak lift. This requirement wasdecisive for the design layout. Greatattention was therefore given to goodperformance in circling in thermals. Thehigh strength of the fibreglass-reinforcedplastic allowed an aspect ratio of 24 witha wing-section thickness of 13 %, whichhas proved to be the ootimum for maximumperformance in drcHng flight. Thisapproach brought the advantage that,if the optimum wing-loading was overstepped,the cross-country speed was·relatively little reduced.It is difficult to maintain laminar flowover a fuselage with a Reynolds Numberof I.5 x 10 7 , yet its drag has a decisiveinfluence, so the blown plexiglass canopywas divided in two and the forward portionattached rigidly to the fuselage. Aswind-tunnel measurements by F. X.W.ortmann at Stuttgart showed the pitotfitting at the front end of the fuselage

II'-to have a very disturbing influence, thishas been transferred to below the wingjunction, and the pressure tube is at thetip of the T-tail. This T configurationwas chosen because in aircraft with highaspect ratios it gives the lowest dragcompared with other types of tail. Theextra weight of the T-taH does not matterin a sailplane of these dimensions.The flaps occupy 17% of the chord;the hinge is at the lower surface of thewing and airflow through the slit is prevented.The ailerons occupy 25 % chordand move in conformity with the flaps.The flap movement ranges from about10" down in slow flight to about 10"up at extreme high speed. The angle ofincidence of the wing and fuselage donot alter with changes of speed.Speed when circling in thermals liesbetween 70 and 80 km./h. (38-43 kt.).Time for 45" bank to 45" opposite bankis 5 seconds.In the construction of the machineb3lsa-reinforced glassfibre sandwich was10used, as developed by the Brunswickgroup.DataSpan. 17.8 m. (58 ft. 5 in.).Length, 735 m. (24 ft. I in.).Wing area, 12.8 sq. m. (138 sq. ft.).Aspect ratio, 24.Wing section: inner, F.X, 62-K-131;outer, EX. 60-126.Empty weight, 282 kg. (622 lb.).All-up weight (max.). 410 kg. (904 lb.).Wing loading (max.), 32.0 kg./sq. m.(6.55 Ib./sq. ft.).Safety factor, 10.Max. permissible speeds: calm air,rough air and aero-tow, all 200 km./h.(108 kt.); winch launch, 110 km./h.(59 kt.).Calcalated PenOflDllKeBest gliding angle, about I in 40 atbetween 80 and 100 km./h. (43-54 kt.).Minimum speed, 65 km./h. (35 kt.).Minimum sink at 70 km.jh. (38 kt.),0.5 mls (I ft. 7.7 in. Isec.).***FLYING THE 0-36By GERHARD WAIBELHE machine has shown itself wellT suited for competition flying and,considering its span, has very goodmanoeuvrability. It can be made to perfOlmvery steep turns. It could hold itsown with the K-6 and even climb aboveit in steady flying conditions.The flexible wings take up a largedihedral angle. The chief advantage ofthis great flexibility is that landing joltsand sensitivity to gusts are dampeddown. The whole aircraft behaves as ifsprung, somewhat like a heavy vehicleon the motorway. This, how-ever, hasalso some disadvantages, and the recumbentposture contributes to the fact thatone's sensations are reduced, so thatwhen one enters a thermal, one's perceptionof the ac

its normal position lies very near theground. During the very first flights,owing to our lack of experience, itsometimes happened that the wingswould brush the ground, but apart fromthis there are DO problem5 OD take-offby acro-tow or by winch lauDch.It appears tbat at high speeds thecalculated polars are achieved. In slowflight some improvement was shown tobe needed, due not to the profile butto the fact that some air leaked thr,oughthe airbrake slots.The landing turned out to be surprisinglysimple. The brakes, of whichthere are two pairs altogether, are verygood, although no airflow is possiblefrom below to above through the brakeboxes.The flaps and the new profile haveprovided a definite reserve performance.This means that in almost all weathersituations the D-36 has approximately a15 km./h. greater cruising speed thanthe K-6; this naturally gives it a noteworthylead in a competition. Consequentlyit is difficult with this machineto join a gaggle [German: Sperrholzwolke= plywood cloud], sim:e one iscontinually getting above and ahead.In addition, visibility below aDd behindis poor, so that one easily loses sightof tbe others.It was a great thrill to fly alongsidethe Phoebus. The D-36 mostly gainedheight somewhat, owing to its betterperformance in turns. It was veryinteresting to fly with the Phoebus becauseboth aircraft kept well alongsideat high speeds. But in slow flight thegreater experience of Rudi Lindner gavehim a great advantage.TENTH O.S.T.I.V. CONGRESSHIS congress will be held at South Cerney during tbe World Gliding Championships.The provisicnal programme T is:-Wednesday June 2 orThursday June 3(Thursday June 3)Friday June 4Saturday June 5Monday June 7Tuesday June 8Wednesday June 9Thursday June 10Friday June IISatwday June 12Call for PapersTECHNICAL PAPERS are desired onAerodynamics, Structures, AirworthinessDesign Criteria. Instruments, Training,Official Opening of the 10th OSTIV Congress.(Technical sessions).Technical sessions.Technical sessions.Technical se5sicns.Joint Technical and Meteorological sessions.Excursion for OSTlV participants.Meteorological sessions.Meteorological sessions.General Conference and Closing Party.Equipment-Ground Handling and Sailp~aneLaunching.Some suggested subjects are: Results11

-of Flight Measurements-Aerodynamics,Flutter, Fatigue. etc.; Work on LaminarAirfoils at Low Reynolds Numbers;Structures Using New Materials andMethods; Design of Flight Control Systemsand Control Surfaces; Analyses ofNew Sailplane Designs.METEOROLOGICAL PAPERS are desiredon, but not limited to; MeteorologicalFlight Reports on Record or other ExceptionalFlights; Satellite Observationsof Interest to Sailplane Pilots; The FlowProfile of Thermals: Advances in Instrumentation;High Altitude Soaring-Experienceand Theory.CoMBINED TECHNICAL AND METEORO­LOGICAL SESSIONs.-The theme for thissession will be: Matching weather, contesttask and sailplane characteristics.Some suggested titles are: SoaringClimatology of 'Contest Sites; OptimumMeteorological Conditions for Specific.Tasks; Optimum Sailplane Characterisitics for Specific Contest Tasks; Optimum'Overall Sailplane Characteristics for:Specific Geographical Conditions.Authors must submit titles as soon aspossible, and completed papers by 15thApril, 1965, to:Scientific Chairman: Dr. Joachim P.Kuettner, 2919. Thompson Circle, SE,Huntsvil!e. Alabama, U.S.A.; or­Technical Chairman: Lt.-C01. FloydJ. Sweet (Rtd.), 5649 Massachusetts Ave.,Falls Church, Virginia 22043, U.S.A.Mr. Alan Yates's address during theweek is: Coombe Lodge, Blagdon, Nr.Bristol (Tel. Blagdon 503); but he canstill be reached at Technical College,Bath.PICTORIAL ANALYSIS IN FLIGHTBy BRENNIG JAMESWHEN you fly, you are looking at apicture which is steadily growingand appearing to radiate from a centralpoint which we shall call the point ofzero parallax (Fig. 1). At a good altitudethis effect is too slow te be clearly apparent,but flying through rain or snowit is a dramatic sight.Clearly the point of zero parallax isyour destination. The recognition of thispoint is rapid and instinctive, if, forexam~le, you skid your car: as it begins12to spin,. your head and eyes will automaticallyturn 10 stay fixated on theP.Z.P.This. 'skill is not specially related toflying, but it is one of the main means.whereby you navigate when you walkor run; the effect experienced by a dogwhen it runs through long grass must bevery dramatic and is clearly pleasurable.(If you ever see an object steadily increasingwith zero parallax, duck!)J1le P.Z.P. tells you where you are• g01Og; how do you know where you are?, When you are airborne, the earth is yourmost important navigational aid, sinceits position will tell you where you are.On the drawing board you establish aposition by Cartesian co-ordinates (Fig_2), but in the air your instinctive positionsense is based on radial co·-ordinates(Fig. 3).Three-dimensional positioning is basedon the diagnosis of perspective, and it isl'5lo1OATH"lEAST .)

well that you should understand how itis done. as it will make your judgmentof height and position in the air moreeasy and accurate. It is best that youshould practise this by holding a bookin your hand and studying its change ofappearance with change of position.t>retend that you are a fly coming in tolamd 00 it; baving just returned froma mission .to the larder. As you fly vert,icallyover the book, you se~ it in planview (Fig. 4); you now throttle back andwing-over into your cross-wind leg; anotherturn and you are on your approach.Two, four, six, all legs downand your airfield looks like Fig. S. Notethat, as you are a good way away. thenear and far boundaries lQok about thesame length. As you get nearer. the farone will stay about the same size butthe near one will appear to get longer, aprocess called foreshortening.Look out-you are much too low (Fig.6); you know .this because the airfieldlooks too widc ~n relation to its depth,so shove on full throttle till it looks likeFig. 7; hold it and ease yourself ownto a nice gentle six-po.inter.Now keep on practising with yourTHREE COUNTIESAERO CLUB LTD.FIG.4l \FIG.SFIG-.7book; it's the cheapest flight simulatoryou'll ever get!Blackbushe Airport, Nr. Camberle.y, .SurreySpecial Courses for Glider Pilots to obtainPriva,te Pilot's UceMeNormal Courses for Private Pilot's LicenceNight flying -Instrument FlyingCharter and Pleasure FlyingResidential Courses availableC.F.I. Mr. Derek JohnsonYATELEY 215213

You'll never get thisoff the groundIt is a Rubery Owen trailer axle. Haul itround tight corners, drag rt over bumpy roads'-the wheels stay firmly on the ground. Thisis independent suspension by torsion bars atits best.This axle has more to offer. Plenty of'braking power-discs OD the 25 cwt. size,shock absorbers if you want them, and the newRubery Owen compensated linkage-~-smaller,.lighter and trouble free.Specify Rubery OWe11 axles for yoUT glider trailer.RUBERY OWEN & co. LTD. Trailer Equipment Dept.,p.a. Box 10, Darlaston, Wednesbury, Staffs. Telephone·:James Bridge 3131.14

TESTING A SOVIET DISCOPLANEBy V. IVANOVPEAKING of sailplanes. one alwaysS pictures a slender craft with long,narrow wings resembling a bird. Theobject that I was to start testing was farfrom any of these usual conceptions.Climbing into the cabin of this unusualsailplane, I recalled the storiesabout "flying saucers", mysterious intrudersfrom strange planets soaringabove the Earth at colossal speeds. Severalyears ago I had already piloted asailplane with a disc-shaped wing. TheDiscoplane-l-as the craft was thencalled--eonfirmed that a "flying saucer"was not just fiction. The scientific theory,to which M. V. Su~hanov has devotedalmost 30 years of his life, insists thatthe circle is a shape that has equal rightswith. and in some aspects is even superiorto, the delta-wing which we areused to see on supersonic aircraft.Imagine a very large bicycle wheel almostfive m.etres in diameter and coveredwith canvas. Frcm its central hub tothe outer rim (calJed the circleron) thererun thousands of spokes made of pianowire. This simple and original constructionhas proved to be light-weight androbust. One side of the disc houses thepilot's cabin. Its nose, which resembles arocket head. imparts a streamlined formto the sailplane. There is another disc inthe tail part: a similar bicycle wheel butof a smaller diameter. This is the direc-IS

tional rudder. Two deflecting plan.eselevons-arepositioned on the rear edgeof the wing. They have replaced theelevator and ailerons.I remember the first time I climbedinto the Discoplane cabin. It turned outto be quite spacious and comfortable.There were the same controls and instrumentsas in a conventional sailplane.True, 'the field of vision could have beenbetter-the cabin is integrated in tbewing and the latter's surface obstructeddownward vision. ,But I could see theground ahead of me quite well, whichwas extremely important in landing.The group that tested the DisCQplanehad. thoroughly prepared for tbe flight.They had studied carefully the r,esults ofruns in the aerodynamic test tunneitheyhad to know while still on theground everything that might happento the craft in the air. They checked allthe craft's assemblies, control systemand instruments again and again. Recordingdevices were installed to give adetailed account of the sailplane's behaviourin flight and to record accurately,every movement of its controlsurfaces.Everything seemed t,o be ready. I wentthrough a series of rtlns and take-offsto a few metres' high. This was essentialto determine the craft's stabi,lity duringthe run, for our Discoplane has only onewheel. The designer is of the opinionthat this single "leg" is quite enoughfor the craft to take off into the sky.The engineers proved to be right-theDiscoplane is stable. keeps its directionwell during take-off, and does not heelover. Only after this very importanttesting stage were we allowed to makeour first flight.The sailplane was brought to a fieldnear Moscow. It was immediately surroundedby enthusiasts, many of whamkneW about my flights on a similar lla,ilplanein 1956. They were amazed atthe new craft. They showered us wlthquestions, wished us luck, and immediatelychristened the Discoplane "Panc.ak1e".The first take-off was scheduled forearly morning. We wanted to fly in acalm atmosphere. But the wind startedblowing and the first cumuli-heralds ofupward currents - started appearing.Soaring pilots usually welcome their appearance.but this time we roundly16FORD ~.100PICK"UPS- The answer to Glider LaunchingTHOMPSON-DOXEYLIMITEDHave available a limited numberof the very latest type(1959/60 product'ion)American Ford F.l00 Pick-ups-VS. OJi.V. engine and fully automaticlransmiuion - in low mileage, unregisteredand really superb conditionAvailable tOe variousSlMdfic,ations according toreqUirements • •• from £105THOMPSON-DOXEY(EXPORT) LIMITEDSefton Street.Southport.Lancs.TELEPHONE,:DAY Southport 56934/5/6NIGHT Hlghtowl'l 260

cursed. The designer looked despondentlyat the sky: "Well, are you going to flyTI didn't feel like waiting, al)Q decidedto take off.We had a shart conference round the'sailplane•.defined the first assignment:: tocheck the chief flying properties of theDiscoplane. Then we made arrangementswith Galina Sokolova, the piloter the towplane. to watch carefully thebehaviour of the sailplane and to makean immediate decision if anything untowardhappened.I could see blue gas coming out of theexba'ust of Ga]ina's "Yak", I lookedaround, checked the straps and the parachutelock. 1 tried the controls with myhands, and feet---everything was OK.Then. I closed the cabin hood. The towcablewas attached and we were readyfor the take-off."Stretch the tow-cable!" cameGalina's command. The plane startedtaxi-ing. I switched on the recordingdevices, which had to operate from thevery beginning of the take-off.Everything went as usual at first. Butwhen tbe tow-plane gained speed, Ifound it more and more difficult to keepthe sailplane at the same altitude-thestrain on the handle had increased agreat deal. The sailplane did not want toclimb and I soon found myself far belowthe tow-plane. I could not right the sailplaneby pulling .the stick. Morecver, theDiscoplane heeled over and only with agreat effort did I manage to set it straightagain. The flight was getting increasinglydifficult. The tow-cable was tearing atthe plane. r managed to climb up to200 metres, but that was the limit. Theairfield was close by, and it was a suitablemoment to release the tow-cable.We decided to try again and cbangethe towing speed. Everything went muchbetter ne~t time. There was no heelingover, no jerks of the tow-cable. Obyiouslyon the first flight .the speed hadbeen too high. The tow-plane seemed tohave stopped dead en the hariz;on infront of m:.. There was no strain oranxiety. I could hear only the whistlingsound of the air current and the hum ofthe recorders.We tried over and over again, witbthe assignments growing more complicatedas the days went by. Minimumspeed' tests . . . every pilaf knows howtroublesome and sometimes even dangerousthe loss of speed can ~. howunstable the plane gets. The surprisingthillg was that it was the minimum speedtna! proved to be the Discoplane'sstablest regime. And finally came the spintest. I did eve.rything I co

ALAN DEREKPIGGOTTLASHAM today is known and respe-ctedthroughout the GlidingWorld. A great deal of the credit forthis. hapj)y state of affairs must go toDerek Piggott, who has been our C.ELfor ten years.It was in 1953 or 1954 when I metDerek at Farnborough during an AirShow. The Surrey and Army Clubs hadjust decided to operate jointly at Lasham.and we :.vere looking for a C.F.I. Derek(known in the Air Force as Alan) hadbeen CP.\. o1'the Home CommandGliding School at Delling, and hispraises were sung throughout the itA.F.and A.T.C. Gliding Schools. Beforejoining Delling, he had been an ~.IR.A.F. Flying Instructor on the exammingfli~ht of the Ce~tral Flying School(thal is the top top In Service Instructing).We offered him the job at Lasham andwere delighted when he accepted. Notonly did he come to Lasham, but he evenbrought his glider repair genius-oneCl'\. Warren Storey-with him.Since then the world knows of Derek'sachievements. He is absolutely fantastic.The man never walks. he runs. He n~vetstands still, he is always doing somethmg.He Worked so hard that he wore outshoes at a faster rate than even theShoe Trade Research Institute could do.Various shoe firms were persuaded tooffer him their indestructible shoes buteach time Derek ma:naged to wear themout at Lasham in under six weeks. Eventuallya s'pecial pair was made whichseemed to last nearly six months.What of his .achievements? In soaringhe had beld the two-seat,er height recordby reaching 18,000 feet in an open T-21with a cadet. He reached 25,000 feetwithout oxygen in a thunderstorm whicshkilled numerous people on Ascot Day.The glider was struck repeatedly bylightning but Derek did not mind-~esays that he cannot remember certalOparts of the flight due to lack of oxygen!He flew the English Channel in an. openPrimary for the Dajl~ M~jl Air Race.Having reached Par~s, he returned,jumped into an Olympia 419, was towed18to the coast of France and soared, toParis.He has talCen part in 'various NationalChampionshil's-always ,doing extremelywell although each time he was flying anew and strange glider. H,e tested glidersfor Elliotts and Slingsby's; he has donemost things. One could go, Oil and on-jumping out of the Bocian over. theAirwork hangar, Manpowered 11lght,where he was the first person to getaiJborne by his own exertions, his aerobatics...This is a Vale/e-and yet we hope thatone day Derek will get fed up with themake-believe wdrld of the ClOema. andreturn to us. Now he has a film behindhim---entitled "Those Magnificent Menand Their Flying Maehimes". Next yearhe hopes to do another. During thewinter he wants to write another book(his first one-"Gliding; A Handbook onSoaring Flight"-is superb) and ,,":orkon 'his pet scheme of the po~e~ed tr~l1nerwhich will probably revolutlOOlse ghdmgtraining.Derek Piggott-this is your life. Fromthe start-Aviation. Winning the ModelAircraft World's highest trophy, takingpart in the World Model Aircraft Chaml'ionshipsin America, winning a RoyalAero Club medal for services to gliding.all your' fantastic achievements in th-efield of gliding and flying, your c1eyerschoolmistress wife and your two chIldren,both of whom have won scholarshipsto Millfield School-surely aunique family.We will remember you for the thousandsof hOlus you have spent on theground and in the air at Lasham, helpingus to fly; giving pleasure, encouragement,teaching, advising, correcting, enthusing-beingDerek.The life of a full-time instructor ingliding is a fairly un-few'lrding task. Inthe main, gliding types tend to be ratherselfish and ungratefuL But I am certainthat there must be hundreds of gliderpilots throughout the world who do saywith pride and sincerity-l was taughtto glide by DEREK PIGGOTT.All of us surely say that too-thankyou. Derek, for your len years of work,inspiration and unceasing efforts on ourbehalf.WALLY KAHN.(Reproduced from "Lasham & Gliding")

SECOND NEW ZEALAND CHAMPIONSHIPSHOOD AERODROME. MASTER'rON Zlst to Z8th NOVEMBERBy ROSS MACINTYREVERYTHING from wave to thermalE was experienced during practice weekbefore the champs. Several pilots flewin the wave at heights up to 30,000 feetbut no great distances were logged.Weather conditions during the periodof the Championships were rath.er vari·able. A north to north-west aIrstreamahead of an advancing depression fromthe Tasman Sea prevailed on the firsttwo days, which gave mainly wave con'ditions though of only moderate development.Weak thermal activity occurredfor short periods, but little advantagecould be taken of this.With a stationary anticyclone northof New Zealand and deep depressionspassing to the south, the following fourdays covered a per.iod of s~rong or verystrong westerly wmds whIch producedon two days very marked waves toheights over 30,000 ft. Unfortunatelyperiods of severe turbulence in the lowerlevels prevented these days from beingcontest days.Saturday. Zht NovemberThe Championships were opened at9 a.m. Saturday morning by Mr. I. F. B.Waiters, the Divisional Controller ofOperations for the Air Department.The Contest Director, John Messervy,gave the task as Free Distance. Launchheight was 4,000 feet and X was 30miles.From the configuration of the country.north was the direction for maximu~ndistance but a northerly component IDthe wa~e·producing west wind stoppedthoug,hts in this direction. Instead, mostheaded south. The first report back ofa landing over X ~as also one of .thelongest flights, 51 mJles to Cape ~alhserlighthouse - about as far as It waspossible to go without wet feet. Thepilot, Gordon Hookings (Skylark 4), waslater joined by Alan Carneron (K-6cR)and John Cooper (K-6).Cooper (last year's champion) had .themisfortune to hit a wingtip on landmg,which put him out of the contesL Only10 out of the 27 crossed X, so thatmaximum points for the day were only569.Sunday, ZZndA lOO-km. Triangle race was set withturning-points at Featherston and TeWharau. An expected slackening of thewind did not occur, and considerabledifficulty was experienced on the firstinto-wind leg. Launches were to 2,000feet. With the increasing wind. wavedeveloped, marked only by a line ofgood cumulus right do~n the valleylike a cloud street at fight angles tothe wind. SOme pilots didn't recognisethe wave and did the whole trip onthermals and ridge lift.Alan Cameron was first to go around.He did so in I hQur 36 mins., whkhbroke the existing N.Z. lOO-km. trianglerecord. He flew tbe first leg on thermals,struck the wave, where he climbed to11,000 feet, then set off on a straightglide.Rass Reid in a K·6PE went around inoH'.t·MILE:S10 10019

•--R. C. Reid. Open and Standard ClassNew Zealand ChampionI hour 53, then ~et off again. He wasob~erved low on hi~ final glide thesecond time, but his calculation~ musthave been dead right for he crossed thefinish line with 6 inches height still inhand. His time, r hOur 32.5 mins., hasto be confirmed as the new New Zealandrecord.Immediately after this, Hookings(Skylark 4) and Wood (Olympia 463)were seen on their final glides, but theylanded jllst t mile from the 'dro01e. Thefarmer' wasn't too happy about tbis. Thepaddocks held his Stud Rams worth£3,500 ,each - more than the twogliders together!Several competitors had troublesighting the second turning point becal!Jsethe village of Toe Wharau consi~t~ onlyof a school and hall and a couple ofhouses. Most local farms have as manybuildings on them. Tne experiencednavigator~ had no trouble on this score,however.Results: Reid, 1,000 pts.; Cameron,980; Carmicbael, 924.MODday, Z3rdThe task once again was a small one,lID-km. out-and-return to Pirinoa_ Thermals,were forecast but over-development20st'lrted early. and large rain squallsdotted the Wairarapa Valley.Ross Reid wa~ the nearest to' Mastertonon the return leg, getting within ninemiles of home under a completely leadensky. Gerald Westenra (Skylark 4) wasnext, with the rest of the field all theway to the turning point and back.Two aircraft were slightly damagedand unable to compete next day.At least it proved that the WairarapaWave didn't always work, and thermalsdo OC(lur here.Re~ults: Reid 1,000; Handley. 981;Westenra, 925.Tuesday, 24thWith a most unlikely sky outside, TedEadie forecast that good wave wouldappear, and it did. The task was a300-km. out-and-return to Gwavas forestand thence 'free distance.Of those that reached the turningpoint, most lost the wave and had tothermal their way back. Ross Reid wasthe ,only one who managed to slip backinto the wave. and he got back to H()odaerodrome. No one else did tnis, andso he won the day again.A K·7 flown by JQon Edmundson andTed Hardy flew 85 miles on this ta~k,beating many single-seaters. Three pilotsthrew away their chances of long distanceflights when a K-6 crashed nearMt. Bruce. The pilot broke both legsand extensively damaged the glider. TheDick Georgeson. who broke a worldrecord on 6th January with his Dart (seepage 53).

•Official rest day.three pilots assisted with radio messagesand Ron Wood in the Oly 463 landednearby to give assistance. All three hadsecond launches, but it was too late inthe day for really effective distance tobe run up.Results: Reid, 1,000; Handley, 601;Fowke, 577.WedDesday, 25thOfficial rest day. Wave did developlater in the day, and Andy Gough,visiting froom England, managed to workit up to 15,000 ft.; but wasn't able to gethis Diamond gain of height.Thursday, 26thThe task was set as distance arounda 75-km. triangle as many times as possible.However, it soon became apparentthat no one was making headway againstthe wind although the thermals werethere, and the day' was, declared "nocontest". Wave once again appearedvery high up, and some took launchesinto it later in the day. Greatest heightreached was 15,000 ft.Friday, 27thWave again. Hope springs eternaland another task - a big one. Distanceto a turning point at Lake Waikaremoana(190 miles), thencc free distance.A start was made on launching, butthere were reports of extreme turbulence.Two Rhonseglers were flipped on totheir backs at about 12,000 feet inrot~r turbulepce, and the tug pilots weregettmg worned. So John Messervy recalledthose that could be, and cancelledthe task.Four aircraft without radio could notbe recalled and shot away on the task.The fifth, John Day, in an Oly 463asked permission on the radio to attemptthe task. This was granted. John cameback to the aerodrome after a longflight. He had been to Hastings and backat about 31,000 feet. Of the others, lanDunce, in a Skylark 3B, Ross Carmichael,in a Skylark lB, and AlanCameron, in a K-6, reached Gisborne ­200 miles. All required Gold Distance.Howard Seoffin (Standard Austria), whooverfIew Gisboroe to land at TokamaruBay, some 240 direct miles away, alsorequired Gold Distance, (This Bight wonhim the "Most Meritorious Flight"award presented each year.) lan Duncehad declared Gisborne and so receivesTHERMAL EQUIPMENT LJMITEDannounce theirCHANGE OF ADDRESSas below.Write for leaflet on'WINnR' BarographsU.K. Price now £48.0.0Due to higher "ex Works" costs andthe additional 15~a Import DutyDelivery llpprox. 6 weeuPrice increase imminent for the'MUNRO' A.S.1.20 - 150 knotsDial diameter 3~ incheswhile current stocks IllstPrice £11.0.0 Prompt DeliveryPacking & Postage extraTHERMAL EQUIPMENT LIMITED1588 Acre Road.Kingston-on-Thames, ,Surrey21

his Gold C with two Diamonds. Thisto a pilot who has only been glidingseriously for six months or so and wonhis Silver C only three months ago. Heworks as a top-dressing pilot, flying aPiper Pawnee.Saturday, 28thDeclared a no-contest day because ofhigh winds. Tigers couldn't operate,although wave was in evidence.So ended the second New ZealandChampionships - in many respects adisappointing contest with only fourcontest days. For the second year in soccession,high winds tended to spoil theflying. It can only be hoped that therewill be good thermal conditions for nextyear's Championships, wherever they willbe.Pilot(s)ReidHandley&MenziesFowkeCameronWestenraDayCourtHookingsGeorgesonWrightCarmichaelHeginbothamWoodWhitedePrere,Reed &DunceVan AschMolloyWilliamsEdmundson& HardyTrotterTeUa&FINAL RESULTSGlider PIs.K-6PE 3284SkI. 3FK-6cRK-6cRSkI. 4Oly.463SkI. 4Sk14DartOly.463Skl.2K-6cROly.463K-6cRSkI. 3DSagittaK-7K-6cRK-7SkI. 3F244223462186188818651738171414821456128012751120912642575556505431354Posn.O. S.I I23452346789 510 61I 712 813 914 101516 111718 121920Carr K-6cR 291 21 13Cook K-6cR 278 22 14Evans K-7 38 23EDITORIAL NOTE.-The table of finalres-ults sent to us contains two lists of"cumulative points", but with noexplanation. The sec0l!d is not very differentfrom the first (given above) exceptthat Nos. 16 and 17 in the Open Classchange places.Z2THELAW OFCLUBSJ. F. JOSLINGLIONEL ALEXANDER"To the best of my knowledge,this book is unique in that it collectstogether all the Club law ­both licensing and general. Assuch, it should have a ready salewith club secretaries and otherswith similar interests." - PoliceWorld.May, 1964 63s.THELICENSINGGUIUEOyez Practice Notes No. 38MICHAEL UNDERHILLAn outline of the law and practiceconcerning intoxicating' liquor...Iicences incorporating the provisionsof the Licensing Act, 1964.4th edition, December 1964 15s.HIRE-PURCHASEANDCREDIT SALESOyez Practice Notes No. 40W. D. PARK4th edition, January 1965 21s.Oyez PublicationsOYEZ HOUSE, FETTER LANE,E.C.4.

1965 COURSES AT LASHAMHE 196'5 course programme is design~to offer facilities for all typesTof gliding training to members of GlidingClubs in the United Kingdom and overseas.Courses will use tbe Lasham schoolfleet of three T49 Capstans, a Blanikall-metal high peTformallce two-seater,alld two Slingsby Swallows for soloflying. Skylark 2's are also available tosuitably qualified pilots as temporarymembers of the Surrey Gliding Club.All courses will include full food andaccommodation in reconditioned heatedbunkhouse from supper on Sunday untilbreakfast on the following Saturdaymorning. Briefing on Monday at 09.15in 'the Fligh'l Planning room to "pair 011"inslructors and students.Ground lectures will be arranged inthe event of bad weather. A.II coursemembers with previous experienceshould bring their flying logs, totalled,and signed by their C.F.I.Dual car and winch launches 8s. 6d..Dual acto-tows to 2.000 ft. 27s. 6d.Solo car and winch launches 5s. 6d. Soloaero-tows to 2.000 ft. 22s. 6d. Bunkhouse4s. per night. £2 deposit on all'bookings.COURSE SYLLABUSCOURSE TYPE ·'A".-Basic ab-initi0 instructionfor mEmbers of clubs otherthan Lasham and members of the public.There is a possibility of reaching solostandard after two consecutive weeks'training without previous experience asa pilot:Launches guaranteed: :; dual aerotowsfor initial handling or pre-solospinning checks; 15 wire launches, dualor solo in T-49 Capstan; free soaring.COURSE TYPE "B".-Conversion toSwallow. Available to members of clubsother than Lasham who have reachedat least solo standard in their own club.The T-49 Capstans will be used for dualchecks and solo as necessary, with Blanikfor spinning checks.Launches guaranteed: 3 dual aerotows;,15 wire launches doal or solo; freesoaring. Extra launches at club rates ifrequired.COURSE TYPE '~". P:re cross-countryadvanct:d training. Available to pilotsnear to cross-country standard in ownclub, Instruction will be given on anindividual basis, depending on experienceof student. as follows:-T-4'91 Blanik. AeJo-towing, full spinning,field landings, field selection (fromAuster), instrument flying (simulated oractual), dual cross-country, aerobatics.Aircraft available for solo flying willdepend entirely on students' ability andex!'Criellce.A basic charge of £10 will be made tocover cost of food, accommodation,membership and instruction. All flyingto be charged at normal club rates.Launching facilities available for privateor club solo aircraft if pilots wisA tobring one.COURSE TYPE "D".-Power pilot conversionto gliding. Power pilots with aminimum qualification of a Priva,tePilot's Licence ha've no difficulty generallyin reaching solo stage on glidersbetween 12 and 20 launches.. One canexpect to' get some soaring instruction onall courses between March and October.Instruction will be given by experiencedpower'gliding instructors on theT-49 side-by-side enclosed two-seater.Solo in same aircraft with full spinning,aerobatics and soaring in the tandemall-metal Blanik.Launches guaranteed: 3 dualaerotows,plus 15 wire launches for ,circuit,training. Lecture programme in event ofbad weather. AlI-aero-towing trainingavailable at extra rates if required.COURSE TYPE "E".-lnstructor Training.Instructors' courses will be run inaccordance with the B.G.A. Syllabus forcategorisation of instructors. A fullground, lecture programme is included inthe course fee.Aircraft available for CQurse 'will beT-21, T-49. Blanik. Eagle, Swallow, andSkylark 2.Launches guaranteed: 3 aero-tows, 15wire launches. Dual, solo or mutual flyingas required.Courses in 1965, will be run by DerekPiggott" wi,lh preliminaries on Sundayevening if possible. All applicants must'have recommendation from their C.F.I.and be cleared fer carrying passengers.23

andNo",,·a Fully Transistorised~ Walkie-Talkie!the~ ~ !!~V~D!~!I!Once again inthe tradition ofthe outstandingCambridge andVanguard Radiotelephones,Pyehave produced theBantam, a brilliantfully transistorisedWaJl

LEE WAVE uGEN" FOR AEROPLANE PILOTS•• DETECTION A~DAVOIDANCE OF MOUN-TAIN WAVE SYSTEMS - SAFETYHEIGHTS OVER HIGH GROUND" is tbe titleaf a Civil Aviation Information Circularissued by the Ministry of Aviation andnumbered 92(1964. It introduces thesubject with an account of how a LockheedLightning pilot arrived in theBishop Wave region of California tofind that a dust storm prevented hislanding below: so he soared his 13,500lb. machine in the upcurrent of a wavefor over an hour until the landingground cleared. He estimated the upcurrentat 8,000 fL/min.. and the circularpoints out that, if he had not been soknowledgeable about waves, he couldhave got into an equally strong downcurrentwith disastr:>us results.The circular then gives general informationabout waves, remarking that theirpresence is revealed by the aircraft'saltimeter and vertical speed indicator,and points out that "a height coupledautopilot. when in use, will attempt tocounteract any height fluctuations inducedby wave motion, thus bringingabout marked variations in airspeed. Itis therefare advisable either to disengagethe height lock, or to revert to manualcontrol in severe conditions, because thespeed variations may otherwise be somarked as to bring the aircraft to astalled condition."Then comes a warning about rotorsand an account of how a Hoeing B-52re:cently lost most of its fin and rudderin One. Here we have the first mentionof "safety heights", for which, for theavoidance of rcters, the recommendedclearance margin above high ground is"at least half the height of the mountainsabove the surrounding terrain".This is immediately followed by a warningthat, to counteract the downcurrentsof waves, a much higher "safety heightmargin" might be needed.The next section. "Downdraughts".deals at once with this problem, sayingthat the: effects of vertical currents dependlargely on the aircraft's performanceand on the direction of its trackrelative to the alignment of the highground which initiates the waves. Whatshould the pilot do if caught in a con­~muous downcurrent., The answer givenIS:"Unfortunately. because of the manyvariables involved, no hard and fastrules can be laid down, but generally thebest course would be to turn upwind ordownwind and seek rising air in anotherpart of tbe wave system. If the aircraft'sterrain clearance is already marginal itwill be desirable to turn downwind, i.e.away from the initiating high ground."The reader is referred to an Appendixfor more detailed information.. Three more hazards of flying overhigh ground are then mentioned. Firstair forced up a slope will c.ool at th~adiabatic rate and eventually becomecolder than other air at the same heightso its freezing level may be lowerelSecond, winds over mountains may deviat~in direction and vary in speed. Third,alttmeters may not read correctly: however,the errors due to airflow effectsare small.ALL.OVER THE WORLD4,000COSIM VARIOMETERSARE NOW IN USENational &- International Records"Cook" Compasses with pivotedmounting"Cook" Electric Variometers"Irving" Venturies & Water Traps"Burton" Total Energy Units"Cosim" Best Speed ScaleHoldersloolle'. I,OfIICobb-Slater Inst. CO. Ltd."COSIM" WORKS, DARLEY DALE,MATLOCK, DERBYS.TeJephone O.tley 0.1. 213825

GUDING-SAIlING Q' >,)~WATER SKI-tNG' ~,~COfIlIbine 3 exc,j'ing sports in T ' ~_"me.." holidoy in 'hO~glorious surroundings of0..011', lObAY. utoJl equip·~"' all Pfoyided i"c1udes two...... _. _SiNt", gliders, Sailing dinghies,.. ~-----==--Sp••dbailts & Skis .nd ~---~Berm."don S!oop !tc•• Quolified"'::il'e:'.....~::i:?::; '-;...-:;;ii1~Ii!IIii.1r,... InShycho", Llce",ed 2 ".' _ ......hotel, Minicoach transport. hperlJilnd b.~in.n.rsweJcome.From 25 gn. (FULLY ,INCLUSIVE)Brochur. hom:AIR WESTWARD17,. Victoria Str••t, '~9nton, DevonA paragraph headed "Conclusions" inthis section begins:"For most operations. a nominalsafety height margin of 2,000 ft. may bejudged sufficient to ensure safety offlight. If, however. there are reasons toexpect strong mountain wave effects, e.g.from the available forecasts or in-flightreports, from the appearance o'f cloudsor from the pilot's previous experienceof the route, the best insurance againstencountering severe rotor zone turbulenceor sustained down-draughts is anadequate height margin above any highground on the route."ApPENDIX.-A ten-page Appendix followsthe four pages of general information.This goes into details and givesmuch of the information to be foundin Mr. C. E. Wallington's "Meteorologyfor Glider Pilots", so there is no needto repeat it here. The disastrous galewhich damaged more than half Sheffield'shouses on 16th February, 1962, isattributed to the fact that, below thelevel of maximum wave amplitude, thehorizontal winds are strongest in thewave troughs and weakest in the crests.How best to escape from a sustaineddowncurrent is again discussed: "Thechoice between seeking an upcurrent afew miles towards, or away from. thehigh ground upwind depends upon thecircumstances. If the aircraft is alreadyso near to the high ground that thedowncurrent is obviously descending thelee slope itself-as distinct from a leewave further downstream-no rising airis likely tl) be found unless the ridge iscrossed. In such circumstances it is normallywiser to look for rising air furtherdownstream, subject to there being asufficient height margin available in thatdirection." Also, "where no attempt is26made to counteract height changes, the~ircraft's height variations when flyingInto wind are out of phase with anyairstream waves, so that the aircraft isliable to be at its lowest height whenactually over the highest ground."The points. already made about autopilots,rotors, wind deviations, icing, andaltimeter errors af>e further elaborated,and then we come to the pamphlet'smost novel feature-a method of calculatingsafety heights for a v'ariety ofterrains and of flying tracks in relationto the terrain.First, to get the safety height over anisolated hill, you take the height of thecrest above the foot of the slope (h),multiply by the wind speed at flight level(V) and divide by the aircraft's groundspeed (G). The result, h x V IG, is theamount of height you could lose (orgain) when flying directly up or downwind over the hill. (The foot of the ridgeis the lowest ground within 5 miles inBritain or within 10 miles in Alpine-typeregions.)To allow for flying along a continuousdowncurrent parallel to a ridge. youmultiply by a factor K, which is theratio of the length of the ridge to thehorizontal distance between its crest andfoot. This makes the formula Kh xV IG. (It is applied if your course iswithin 30° of the line of the ridge andthe wind direction is within 30· of theperpendicular to the ridge.)Then, jf there is wave motion as well,the upward or downward flow may beeven steeper than the hill slope, so youadd another 50 per cent, giving finally:1.5 x Kh x 'V IGTo save time in applying this formula,you can prepare your maps beforehandby drawing lines (isopleths) of equal Kh,using K = I for isolated peaks. But youare recommended to draw your isopleths10 miles further out, to allow for winddeviations upsetting your navigation.It is emphasised that all these safetyheights are not merely to be measuredfrom the tops of the hills or mountains;they are to be adde

of the Sheffield gale. The other is ageneralised drawing of two mountainwaves, one occupying the position of thenormal upward and downward slope currentsand the other containing a rollcloud and rotor, while both containlenticular clouds and the mountain topis immersed in a cloud cap; an aeroplaneis also shown, about to come togrief.Comment.-There is a world of di'fIer·ence between this circular, which saysvirtually all that needs to be said, anda circular on the same subject put outin 1953, which was, if anything, worsethan useless, because it nQt only gavethe vaguest information about waves, butkept harping on "turbulence" so that thereader would think he was quite safe aslong as he flew in smooth air.How does the present circular standup to certain important questions?First of all, there is that menace, the"safety height" fiend, who is still withus in large numbers. "All I ask," he says,"is to be told how high I must fly soas to avoid all these currents and things."On seeing a document like this, he skimsGUDE AHEAD WITH Athrough it in search of t~e expressi~n"safety height", and, havlOg found It,looks for an accompanying figure expressedin height units, makes a mentalnote of it, relaxes and says: "That's allI want to know; now I needn't botherwith all that tedious stuff Iloout whatgoes on lower down."How will he fare with this circul'ar?In para. 6 a rule for .avoiding rotors isgiven, but it involves a calculation foreach specific case, though a figure isgiven for one such case. In para. 10 anactual figur.e of 2,000 ft "for most operations"is given, and he might accept thisif he doesn't read on. However, the complicatedsafety-height calculation in theAppendix should shake him out of hiscomplacency.But the only certain way of scotchingthe "safety-height fiend" is to point outthat he can never climb above the "influence"of mountains on airflow, even ifhe goes up to 80,000 ft. The circulargives this figure in one place, at the endof para. 2.2 of the Appendix, stating:"There is evidence that waves eJ!;tend toa height of 80,000 ft. in some circumstancesin winter." It is true that the"BLANIK"THE HIGH PERFORMANCE TWO-SEATlRA.R.P., approved for aerobatics and cloud flyingAnodised metal construction, duplicated instrumentsFlap and air brakes, retractable undercarriageUpholstered interior£2..072. delivered U,K. duty paidSole Agent..PetereIiff ()rd Aviat ion Ltd. OXFORD AIRPORTKIDUNGTONCab/os: CLIFFAIR OXFORD T~/~phon..: KIDLlNGTON 426227

evidence is scanty, because it comes fromtbe rare wave-like "motber of pearl"clouds, which probably form only whenthe air at that height is abnormallymoist, and anyway can only be seenwhen they are in sunlight and the groundbelow is in darkness. But there seems noreason to believe waves are not presentat other times too. If one of the manystratosphere sailplane projects is evercompleted, we may get further evidence.For the rest, two features of Dr. R. S.Scorer's wave theory are omitted. Instating that a wind sbear helps the formationof waves. he said that this is truenot only when the wind increases withheight, but also when it decreases withheight; in fact, one of the most notablewave flights of the R.AF. PennineWave project was made when the winddecreased with height and the Met. Officetold them there would be no waves thatday. Also, Dick Scorer believes that theBernoulIi effect, according to which pressuredecreases as air velocity increases,nas a greater influence on wave formationthan the "gravity wave" effect mentionedin para. 2.1 of the Appendix;however, as no expert seems able toexplain the working of the pressure{velocity effect in plain English, its absencehere is not surprising.The only otber point on which moremight have been said is the normaldowncurrent to leeward of a mountain:this nearly brought the 1933 MountEverest fliers to grief because they hadbeen given a "safety height" which theycouldn't reach. This downcurrent is indeedmentioned in the text. but both thediagrams in the circular only depict it aspart of the wave system, not as independentof any waves.In summary. this circular maintainsthe conception that there is a "safetyheight" from which a pilot can descendthrough a downcurrent region withouthitting anything before he comes to theend of it. To this old-standing conceptionit adds the new one that safetyheights vary according to circumstances,though in such a way that tbey can stillbe calculated if enough is known aboutthe terrain below. finally, there isspecific advice on how to escape fr.oO?- adowDcurrent - a welcome admissIontbat it is not enough to know yoursafety height. A. E. S.28ACCELEROMETER 35'· p&p 3/6Ex. LA.F. Kolvin Hug~•• TypeKB 482/01 in excellent u".sedcondition. St.nd.rd rh,.. pointertype ..irh inlegf.1 ',.nsport.tion~d. end Iron' ,.,.1 knob. tt.ngecoven ·451 to .l2g.BROTHERSPILOT'S KNEE PADACh".II.,. R..A.F. pe.ft.f" PilotsInlefceptor Plolter Mk. I Consisfsof lightw"9ht anodised atul'llJl·in"'''' frame sheped 10 fit k"..wilh adjusl,bl. .slic.tedquid-,et.se slraps. Hingedplastic wriling pad on met••tre,," wilh integral peflcitholder opens to rev_in•• cher' COllnpa,t.-n:t.nd .djuJt.bl. plasticse.I... Suppljed wi'~two coIltP.rt ... entcenvu hotd.lt.LIMITEDS2 TOTTENHAH COURT ROAD. LONDON WI.PHONE LAN(h~m. OI41.Hrs9-6.Thurs.9-I.AnQl Sat..TOW ROPESFor sale: Nylon Tow Ropeslength 150 It., circumference i",3·srtand, complete with Ottfur. rings each end.Price: £".Os.Od. eachexcluding carriageREMINDER TO CLUBSHOLDING GLIDING COURSESAb Initio pupils may need thefollowing books:-Elementary GlidingPrice: 5f·d. plus 6d. postageLaws and Rules for Glider PilotsPrice: 2f6d. plus 6d. postageTHE BRITISH GLIDINGASSOCIATIONArtUI.ry Mansions,75, Vlctorica St,.et,London, S.W.1.

IT wasn't just having to get used to atrailer~the car was something of achange too. An aged and irascible cow,of a noble and now extinct line; and incomparison to the delicate manoeuvrabilityof the Sprite I'd been used to,she felt like a rusty tank.And then, of course, there was thetrailer, all 30 miles of it-I beg yourpardon-feet. At least it was no widerthan the car, and comparatively light,but the prospect of having to cope withit-and in public at that-'--appalled me.My first introduction to the businesswas relatively easy, apart from havingto hitch the trailer on to the noble cowby myself, which turned out simpler thanI'd expected, since by sheer luck I'dplaced the car in exactly the right spotto lower the hitch on to the ball.Hanno and 999 had landed only 10miles away, but between us lay the fullsurge of a town's rush-hour traffic. Inegotiated the airfield gate without takinga post with me, and prepared for thecha{)s to come. It was just as well that Ihad forgotten to put the number-plateon the back-I'm sure a lot of peoplewould dearly have loved to report mefor everything from nearly taking thecorner of a house with me, to holdingup all the traffic in three directions atonce.By the time I eased the noble cow andcontraption on to the main road I wasnear to being a total wreck-I personally,that is, not the trailer.I found 999 without any difficulty; shewas conveniently parked by the road.Bursting with pride at my remarkableefficiency, I s.lid alongside and wahedsmugly for the well-deserved praise dueto me. Hanno slanted an eye at the towbarand then at me. "Next time, try lockingthe hitch in place before you start,"he suggested.I deflated rapidly to knee-higb-to-agnatsize, and watched his competentsupervision of two worshipful yokels dismantlingand stowing 999.On the return trip Hanno graciouslyallowed me to drive. 999 hung behind,heavy as my sense of responsibility."Come on, you can go faster tbanthat," urged Hauno."I can't-she keeps yawing.""Then you're just not handling the carproperly!"I gritted my teeth and said nothing.The noble cow wallowed down the road,trailer trundling spongily. "I think I'dbetter drive," said Hanno finnly.Cringing with humility, I changedplaces with him.We continued at a fairly smart pace,when suddenly the trailer slewed acrossthe road, heaving the car into a series ofviolent metronomic yaws. Hanno'sknuckles gleamed whitely on the wheel,and we waltzed gradually to a standstill."I think I'd better check the tyre pressure,"he said.It wasn't exactly necessary., being alltoo obvious that one tyre was very tiredindeed. Hanno made no further mentionof my inefficiency on the way home.The next occasion provided no pitfalls;a long haul to Moreton and some difficultyfinding 999. I spent ages tackingin the dark across a one-time airfield,29

pimpled with straw bales, until I nearlyran down the glider, neatly deriggedand minus Hanno.I had visions of having to search forhim in every house in MOTeton when,to my relief, he materialised out of thedark, accompanied by a complete familyof enthusiastic ground crew.Hometrek uneventful-apart from asick distributor. Have you ever tried toborrow a screwdriver at two o'clock inthe morning? And then had to listen tothe owner's life history as well?Another retrieve, somewhere near Kettering.Hanno hadn't succeeded in enticingan extra crew, and strode purposefullydown a side str~t in search of anycitizen stupid enough to be interested. Ileaned against the parked trailer andsmiled sweetly at a couple of gentlemenwhiling away those quiet momentsbefore tea, digging in their front gardens.Ten minutes later Hanno returned,empty handed. I and my four stalwartaides were waiting, ready and eager.Inaccessible-maunderings-of-fa rm-lanesaway 999 nestled cosily agaiQst a hedge,her nose brushing a stout post. Hannoconceded that he'd had a little braketrouble. I didn't like to enouire further.My preliminary trammg now over, Iwas ready to tackle anything. Of course,Manna may not have considered me expertenough to crew in a competition,but willing crew are hard to come by.Hanno, already having achieved aname for himself, made me aware that,in the atmosphere of punditry surroundingthe Regionals, anly a taken·forgrantedefficiency would be tolerated.A run to Edgehill started the ball rolling.My feeling of Importance as I easedthe trailer down the slope from the30L.G.C. clubhouse was quickly dissipatedby my almost phenomenal lack of skillbacking the blasted contraption out of anarrow lane near Leighton, which turnedout to be a dead-end. It's bad enoughbacking a car, but when you have towork out the seeming illogicality ofturning the car in the opposite directionto where you want to go, down a lanethe corners of which you can't see round,the whole spiced with urgency becauseyour pilot's last radioed message was ablurred mumble, the blow to one's conceitis almost traumatic. Ten minutes ofterrified fumbling deflated my ego almostbeyond repair.It's taken me years to get over beingfearful of a telephone, and the radiodid nothing to ease my pains. I couldnever remember whether I'd twiddled allthe necessary knobs, and anyway,Hanno's car transmitter didn't work verywell.Things finally under semi-control againand Hanno obviously well on his way,I headed for Buckingham, stopping onthe outskirts for petrol. Wrapped inapathy, the garage attendant stood guidingthe glugging hose into the tank. Thetrailer apparently impressed him not atall-but Hanno, transmitting clear as abell, did. "999 to Mobile. 999 to Mobile.Am at Finmere. Four thousand andclimbing. Over."The attenrlant's eyes bugged slowly.Gratified by his attention, I rose to theoccasion with the aplomb of 007. Knowin",full well that Hanno couldn't hearme, I picked up the mike. "Mobile to999. Am reading you loud and clear.Roger and out."The attendant's jaw sagged gently tosnag on his Adam's apple. I picked myreceipt out of his limp palm. "KeeD the:~:·::·:.r~:·:;:·:--·-···· .,... "-

change, my man," I sa.id grandly, andjolted out into the road, ego teetering atcloudbase.Buckingham is a. town full of narrowstreets and charm-and one {'articulal'corner which presents for a trailer moreor less the same problem that the eye ofa needle does for a camel. I must haveseriously discommoded at Je.ast half thelocal populace in my negotiatioll-socalled-of a right ~ngle even a Minimight have baulked at. By the time Isweatily pulled into the 'straight my egowas about clutch level again.Passing through Finmere 1 saw aparked trailer beside a telephone bo)!:,and matiIy shared a phone call back tobase. Hanno was fine-all I had to dowas wait.From a cottage across the roadbounced an ebullient blonde female,twittering with enthusiasm. What werethe trailers for, she wanted to know. Weexplained, and she went into a spasmof superlatives: "Too absolutely marvellous-Iabsolutely adore flying-toodivine-so poetic-terribly brave-ourdahfing flying boys ..." and so on-ababble of admiration culminating in ahoarse invitation to tea.We munched and gulped in a wash ofcompliments, and returned to keepingan ear on the radio. Hanno, sUddenly~"Back over Brackley; circling.""What's he flying-a jet?" I thought,and crunched the noble cow into gear.The corner in Buckingham seemedto have shrunk. I discommoded the otherhalf of the local population.The radio refused to give me anyfurther information, so a few miles outsideBletchley I phoned in again. Controlsounded as if they thought I had a touchof the sun. "What do you mean youheard him say he was on his way back?He just phoned in to say he'd comedown at EdgehilI!"Buckingham is a .town full of narrowstreets and. charm-and onc particularcorner . . . oh, well.Nel\t run, Yarmouth. I actually hadan assistant crew. Great luxury. Ha.nnodecided to be original and landed atLowestoft instead, at a kissin' cousin-to­Butlio's sort of holiday camp. I gatheredfr~m Control that he wasn't too popularWith the management who had telephonedwith some asperity claiming thathe'd made a near miss of their canteenand a shambles of both playing field andgeneral morale.We found the camp without mishap.999 sat sedately in a patch of long grass-playing field, my foot; at least 400yards away from a group of rather tattybuildings. I had some difficulty persuadingthe gatekeeper to let me bring thetrailer into the grounds. He seemed tofeel it wo·uld be much more convenientto shove the glider bodily through thehedge and derig in the middle of theA.12.Logical argument made no impression,·so I opened my eyes wide, leaned towardsthe old . . . er . . . gentleman,and breathed heavily. Visibily wilting heallowed me by.As we struggled with the centre section,a lugubrious figure approached, aninmate of the camp, trailing long thinlegs through the grass. We exchangedvague Wliteries, and I asked if we couldget $omething to eat in the famous canteen.His already mournful face droppedinto eJltreme gloom. "I wouldn't go thereif I was you," he said, "the food's terrible!"He rolled bloodshot eyes upwards."Everything's terrible-and theworst of it all is I've paid for a fortnight's'olidllY and there's stiU ten daysto go!"The bags under his eyes, sagg~ng withthe weight (ilf unshed tears, he turnedand trudged b~ck to his money's worth,towing his misery like wisps of cirrusbehind him.It was hot the next day, followingHan'no in brilliant sunshine, very hotboiling,in fact. The noble cow had alvery efficient heater. There was only onething wrong with it-I couldn't turn itoff. And the hood was stuck. I wasdriving in my own personal oven. .Ipswich is one of those conveOlentplaces reached by several alternative31

With the Beagle Husky, take'off acceleration is rapid. Trfa/GETin widely varying conditions have shown that even whenfully loaded, the Husky is airborne after a run of ()flly175 yds. This abundant power together with fullpanoramic visibility makes the Husky ideal for towing eithersmgle or two-seat Sat/planes. In flight, thGO~'NGaircraft is easy to handle . .. for harmonyof control and stabilities has beenachieved to an exceptional degree. Going .gliding? Then get going with a safe,fast Beagle Husky. .WITH A BEAGLE HUSKYideal for glider tOWingBEAGLE AIRCRAFT LIMITEDSHOREHAM AIRPORT SHOREHAM-BV-SEA - SUSSEX' TELEPHONE: 2301REARSBY AERODROME - REARSBY . LEICESTERSHIRE • TELEPHOINE: 32132

outes. It's all a snare and a delusionwhicheverone you choose is sure to bethe longestCaravanserais of transports and dawdlingholiday traffic kept my speed to acrawl. Bury St. E

IT'S ALL YOURSHE ability to cloud-.fly properly is anT essential part of the soaring pilot'srepertoin:. It requires considel"able trainingand practice to achieve 'competence,just as does landing in fields, or centringin a thermal. Too often a couple of successfulsorties in small clouds is regardedas solid experience. It is not, and manyglider pilots avoid the cloud-tlying whichcould give them better cross-countryflights, simply because .they have oncefrightened themselves sIlly.The following article by Flight LieutenantDouglas BridsoD is an excellentintroduction N'l pilots who want to learnhow to fiy properly on instruments. Itwill be followed by a second one in thenext issue on cloud fiying technique.ANN WELCHCLOUD FLYING IN GLIDERSPart 1 (Basic)HE best way to learn instrument flyin;;is ina two-seater glider with aTcomJX:tent instructor. However, this isnot always possible and many gliderpilots teach themselves.Some l'ecent al"ticles in SAILPLANE &GUDtN(5J on this subject did not differentiatesufficiently between the ab-initiocloud flier and the pilot who had alreadygained some experi~n~~. This art!cle isintended for the ab-mltlO cloud flIer.A reasonable approach to se1f-tuitionis itemised as follows:-InformationAs much information as possible onthe subject should be ob~ai~ed fromauthoritative sources and thIS mcludes athorough bri~fiI!g." Joe .Bloggs, whoalways has a "haIry expenence w~en .heflies in cloud, is not an authontatIve34source. Every club seems to have a JoeBloggs, and he only alarms and confusesintending cloud fliers with his stories.ObservationThe gyro instruments should beswitched on when flying in clear air andnote taken of their indications forvarious conditions ()ffi,ight. No attemptshould be made .to fiy solely by referenceto the instrument for long peri()ds, becauseof the very real need to maintainan adequa,te look-out.First Cloud Penetl'ationThe cloud chosen for this occasionshould not have massive vertical development,and fairly small "summer" cumulusis ideal, If things then go wrong,then: is very little distance to travel beforebreaking out into dear air.GaiDipl: of ExperienceCo not run before you can walk.One should be a reasonably competent,instrument pilot before tackling the verylarge cumulus and cu-nimb, If, becauseof enthusiasm, caution is thrown to thewinds and a penetration of one of theselarge clouds is undertaken before areasonable competence in clQud-flyinghas been aQquireq, then, despite necessitybeing the mother of invention,necessity will not of itself produce competence,and the resulting situation l:ouldbecome extremely dangerous.To expand on the foregoing, it isnecessary to consider some ()f the flyinginstlfuments and their interpretation.The Artificial HorizonIt is beyond the scope of this articleto write about specific types of art,ificialhorizon, and it is necessary to generalise.The limitations of this instrument. iffitted. should be known. Most modem

electrical horizons 'have complete freedomin roll and do not topple when thepitch limit (usually 85°) is reached. Somegliders are fitted with a non-topple' attitudeindicator (euphemism for artificialhorizon) with a "meat-ban" presentation.At the other end of the scale are thehorizons with a limited roll-and-pitchcapability and which topple when theirlimits are exceeded.Without getting too technical, artificialhorizons possess certain basic errors.,e,g. during and immediately after completinga turn, there are small bankand-pitchCl'fOrs. These errors arereduced by various means, but thedegree of error reduction depends uponthe tyl'C: of horizon used.Because it takes time for the gyrofotor to reach its operating r.p.m., ac~rtain time elapses after switching on,during which the instrument indicationsare not reliable. This time can be aslittle as twenty seconds or more thantwo minutes, depending on the instrument.If a caging device is titted, the instrumentshould anly be uncaged in straightand level flight. Similarly, if a fasterection system is fitted, it should onlybe used when flying straight and level.Interpretation anti T~hniqueThe artificial horizon replaces the truehorizon and its indications are fairly easyto follow. It should be noted that smallindications of attitude change can producefairly large changes of airspeed.There is nothing new about thiis - ithappens when flying in the dear, but theartificial horizon brings this point home.Small control movements should beused and airspeed chasing avoided. Ifthe airspeed is incorrect, a small attitudeadjustment ,should be made. The newattitude sho\,lld be held for sufficienttime to allow the ail'Speed to change.(It should be remembered that theglider's inertia prevents the airspeedchanging simultaneously with an attitudechange.) If the airspeed changes to thedesired figure. the new attitude shouldbe maintained and the aircraft trlmmed.If the airspeed does not initially settleat. the desired figure, further smalladjustments should be made' until one'succeeds. The aircraft should .then betrimmed.The COl'rect use of the elevator trimmeris important. Having to overcomeout-of-trim loads only makes the flyingof the air'craft more difficult. .Easing the control colum:o back ""henentering a turn and relaxing this backpressurewhen straightening up, com(~sfairly naturally when fiying in clear air·but on instruments, a consciou~ effortis required. This applies even more whenflying without an artificial horizon. usinga turn·and-slip indicator. Because ODehas' to think about t·his particular controlmovement in clOUd, it often seemsto be of a greater magnitude than thatrequired when flying in the clear. Thisis an illusion.Turn-and-Slip Indicator (Interpretatioaantf Technique)Proficiency in the use ,of a turn-andslipindicator is necessary because, inmany .gliders, it is the only gyro instrument,and in gliders equipped with anartificial horizon it serves as a secondreference and stand-by instrument. Theturn needle provides an indirect indica·tion of bank angle, and this instrumentis less easy to interpret than the artificialhori2;on.Pitch, or 'attitude, is determined byreference to the A.S.I.; and a steadyairspeed, or, in turbulence, an airspeedfluctuating about a mean, indicate~ an~n~han$ing a1titude. A chang!ng air~peedII'Idlcates a changed or changing attltude,and the rate of airspeed change indicatesthe degree of attitude change. Airspeedchasing becomes more difficult to avoid,but it must be avoided, otherwise overcontroUihgresults.To give an example: if the speed istoo high, one naturally eases back thecontrol column. Because of the glider'sinertia, the speed does not reduce immediately,so the backward movem.·ntof the control column is continued untilit registers with the pilot that tbe sp..edis decreasing. By this time the attitudechange is tao great and tbe airspeeddecreases rapidly to below the desiredfigure. The control column is thenmoved forward, there is a pause becauseof the aircraft's inertia, a further pausebecause of the pilot's inertia (reactiontime), and the speed shoots up to beyondthe desired figure.To combat this, and taking the35

:the smile ofIconfidence...__ .__ .._-~..,.,..-~~~~ ......... ,...GLIDER PARACHUTES1RVING AIR CHUTE OF GREAT BRITAIN LTDLETCHWORTH • HERTFORDSHIRE· TEL: 62&:example given, the initial backwardmovement of the control column shouldbe small. After this small backwardmovement, the control column shouldbe return~d to approximately neutral andheld there. The airspeed will stabiliseat a new, lower, reading. Further smalladjustments may be necessary, and whenthe speed is correct the glider shouldbe trimmed.As stated, an indirec.t indication ofbank angle is given by the .turn needle.With the turn-and-slip indicators centredand with a steady airspeed the gliderwill be flying straight and level. Withthe turn needle displaced to one side,the slip indicator centred and a steadyairspeed, the glider will be in a pre>perlybalanced turn. The needle deflectionindicates rate of turn which indicatesthe angle of bank.The turn needle doesn't differentiatebetween a balanced turn and a yaw. Itindicates both. A yaw is indicated bythe movement, in opposite direc~ions,of the turn and slip indicators. In practice,the slip indicator is usually too welldamped to indicate small amounts ofshort-duration yaw. This short-duration36yaw is indicated by movement of theturn needle. This is particularly evidentwhen flying in turbulence, the turnneedle oscillating rapidly, but the slipindicator remaining centred.. The rateand magnitude of the oscillationsdepends on the degree of turbulence andth& glider's directional stability. Maintaininglevel f1i~ht or a constant rate ofturn under these conditions, requiresthe needle fluctuations to be centred onthe desired mean.There is one further complication. Ina turn, and assuming that a Constantangle of bank is being maintained, increasedbar;k pressure on the controlcollilmn inr;reases the rate of turn, andconversely, decreased back pressure decreasesthe rate of turn. It is thereforequite easy to imagine the bank anglechanging and to make corrections forthis, when in fact the bank angle hasremained unchanged, the indications(Which are rate of turn indications,remembe.r) being caused by vigorous useof the elevator.It would be wise to re-state that theturn needle provides only an indirectifldication of bank angle.

Finally, the turn-and-slip indicatortakes only a few seconds to wind up,and is able to give reliable indicationsalmost immediately after switching on.It doesn't topple but can only indicateup to a certain rate of turn.Some basic points to remember whenfirst attempting instrument flying are:­1. LOC~LlTY - Make sure you are inan area where cloud flying in gliders ispermitted.2. INSTRUMENTS - Switch on the gywinstruments in good time; particularlytlte artjficial horizon. Fly by referenceto the insttum"nts before enterjng cloud,allowing ,oneself a short period ofadjustment before being committed. Useall the appropriate instruments withoutover-concentrating upon one. Obviously,some instruments require more attentionthan others, but they all have somethinguseful to tell you.3. MANOEUVRE - rnitially, there is norequirement for rapid manoeuvring whenflying on instruments. A slow entry orexit from a turn is easier to controlthana rapid one. Speed can come withpractice,4. REcOVERY - If the situation getsout of hand. endeavour to centre tbeturn needle a'nd fly straight. Settle downand try again. If the airspeed builds uprapidly and uncontrollably, use the airbrakes.(Caution: airbrakes tend to suckopen at high speeds, at least .on somegliders. This tendency should be anticipatedand restrained. It is possible forstructural damage to be caused by theairbrakes crashing open against thestops.) More about this in Part 2.5. NAVIGATION - lpstrument flyingr,equires concentration. This means thattime can pass quickly and, depending00 the wind strength and the evolutionsin cloud, it is possible to emerge somedistance from the point of entry. ThisobViously ties in with sub-paragraph 1.If unsure of position, fly into wind andfamiliar territory should re-appear.6. SEAT OF PANTS - Do not trust:'seat of pants" indications. Trust thelDstruments_It is beyond the scope of this articleto ~over every eventuality and toquahfy everything requiring qualification.It has been nccessary to generalise on~ertain aspects of jnstrument fiying; but.m the main. cloud flying in gliders isnot very difficult and is not the exclusivepreserve of pundits. However, one can,come seriously unstuck by diving intothe nearest, fat, cumulus on a firstattempt at cloud fiying, hoping tomuddle through on part-remembered"advice" received from dubious sources.If possible, obtain dual instruction oninstrument flying with its attendantbriefing on the subject and follow thisup by observing the gyro instrllments inaction when flying in clear air, beforeattempting the first cloud penetration.(In a not too massive cloud.)DOUGLAS BRlDSONH.F. RADIO CHANNELEGOTIATIONS are in hand withN. the G.P.O. for an allocation in theM.F. Band.The proposed use is for ground I airand groundIground retrieve communicationsin addition to the two VHF Channels.H.F. is distinguished by the followingcharacteristics: -(a)Low efficiency of small aerialsneedinggreater power than V.H.F.and more critical matching circ\lits:(b) Sky and Space wave propagationgives rise to the possibility ofgliderIcar communication afterlanding;(c) By virlue of Cb) above, greaterinterference from co-users of thechannel;(d) Less room for allocatable channelsin the H.F. Band (3.30 Mc/s)than in the V.H.F. band (30-300Mc/s), augmenting (c);(e) The easy possibility of SingleSideband Operation (S.S.B.). Thismode of worki1)g gives a worthwhileincrease of effective powerfrom a given valve or transistorand also halves the required channelwidth;(f)Power transistors are a.vailable fortransmitter constructiorn. but thereare no commercially made lightweightsets in England. Car setsusing the S.S.B. mode are available.R. BRETT-KNOWLES.B.G.A. Radio Co-ordinator.37

Top: John Stonehouse, M.P., is shown rOJmd by Margaret Kahn, the overall winner.Bcttom: G. Davison·Coulson. one of the Judges, standing by his winning picturein the professional class.Opposite pag.e top: Norm'l/l Hoad's drawing of Sailor Malall.Bottom: I. to r., Lightnings by G. Davison-Coulson, Zeppelin by E. Egertoll­Cooper and a painting by Arthur Sturgess.Photographs by courtesy of "Flight".38

1964 KRONFELD ART EXHIBITION AND1965 WORLD CHAMPIONSHIPSART EXHIBITIONHE seventh Annual Exhibition whichT- was reported briefly in the Decemberissue was held in the club premises duringall November. Over £500 worth ofpaintings were sold, which is more thanever before and some exhibits couldhave been sold several times over. Theclub was honoured by a visit of thenewly-appointed Parliamentary Secretaryto the Minister of Aviation. who purchaseda painting of a helicopter byTom Eccles which had been highlycommended by the judges.The Kronfeld Club is organizing anart exhibition. in conjunctien with theWorld Gliding Championships at SouthCerney in May/June, 1965. It is hopedto hang a record number of paintingsand drawings of gliders and other aviationsubjects which will be suitable forcompetitors and others t:o purchase totake home as souvenirs. Artists are beingsupplied with photographs of the competinggliders.. It is also hoped that oneor two artists will visit the site to takecommissions and sketch on the sp9t.The exhibition will be opened by PeterScot! during the training period andwill cont,inue until the end of the championships.Anyone interested inenteriDg -e;!Chibitsfrom either at hDme or abroad:"shouldwrite for details to the organising secre;tary. Mrs. Yvonne &nham', at 14 LittleBrownings, S.E.23. Y. C. B.39

GLIDING CERTIFICATESGOLD C COMPLETENo. NOIffe Club 1964 No. Nome Clllb 1964128 G. W. Maekworth-Young Army 9.8 130 L S. Hood Phoenix 30.8129 L. A. Boyer Yorkshire 29.8GOLDC HEIGHT LEGSName Clu/) 1964 Name Club 1964J. W. Mackworth-Young Army 9.8 P. C. Davies Portsmouthi>. S. Wigglcsworth Cambridge 11.9 N~val 22.8GOLD C DISTANCE LEGSName Club 1964 Name Club 1964L. A. Boyer Yorkshire 29.8 L. S. Hood Phoenlx 30.8SiLVER C CEaTIFICA.TESNo. Name Club 1964 No. Name Club 19641534 M. H. Livesay Heron 29.9 1546 B. C. Walker Bristol 4.71535 J. Mdaughlin S

Loi61U ;nOrder Pi/or Points 1964 Order Pilot Un6'''';''Points 19641. Spottiswood', D. 753 1 56. Jefiery, C. P. A. 473 12. Stone, A. J. 744 1 57. Hurst, C. R. 472 23. WilIiamson, J. S. 735 1 58. Mackworth-¥oung, 'G. W. 467 14. Strachan, I. W. 728 1 $9. Minton, P. 463 25. Dunn, R. A. E. 727 1 60. HIUlt, M. ~. 460 26. FieldeD, J. S. 719 I 61. Morison, . M. 458 27. Gough, A. W. =} 709 I 62. DanieIl, J. G. B. 450 -Warmingc.r, A. H. = 709 1 63. ,Shepard, F. W. L. 449 19. Kearon, N. W, 674 1 64. Snodgrass, D. 448 210. Burton, G. E. 670 1 65. Waller, R. S. 444 211. Umes, D. S. 653 1 66. Hanneman, P. 440 112. James, D. B. 649 1 67. Lane, P. H. 429 13. Jones, J. D. 645 1 68. Neaves, R. A. 424 -14. Carro,w, D. D. 644 1 69. Bacon, G. MeA. =} 421 -15. Fairman" M. C. 633 1 Fittroy, K. C. = 421 216. Dimock, H. R. =} 620 1 71. Wilkinson, K. G. 417 2Kahn, W. A. H. = 620 1 72. Stark, E. 416 118. Seott, P. M•. 61~ 73. Harwood, Rika 414 219. Burns, APne 611 74. Martin, P. A. 413 -20'. Benlson, C. W. 608 75. Camp, G. W. G. 409 221. Wills, P. A. 59176. Findon, J. A. 405 222. De.ane-Drummond, 77. Kaye, D. M. 402A. J.} 579-Piggott, A. D. = Si978. Mettam, H. S. 401 224. Coatesworth, G. A. S78 2 79. Tonkyn, W. N. 399 125. Dawson, P. 573 1 80. Zealley, T. S. 397 226. Mann, R. A. 571 1 81. Dorman, C. =} 396 227. Delafield, J. 565 1 Hood, L. S,. =;: 39628- Garrod, M. P. 564 1 83. Loveland, A. 387 229. ElIis, C. A.. P. 559 1 84. Gregg, H. N. 386 230. Burgess, P,. G. =} 556 1 85. Wheeler, J. H. =}384 -Shephard, E. G. = 556 1 Goldney" L P. = 384 232. Jefierson, J. B. 552 1 87. Sutcliffe, A. O. 382 233. Cretney, F. D. 548 - 88. Philpot, P. R. 37934. Carr, V. C. 546 2 89. Kevan, P. D. =} 378 235. Jerzyeki, E. B. 545 2 Meddings, E. J. = 378 236. PumeIl, A. =} 543 1 91. Neumann,G. S. 375 2Bird, M. = 543 1 92. Redman, S. J. 374 -38. Stephenson, G. H. 541 - 93. Pozerskis, P. 372 39. Smith, D. A. 539 94. DOl'iald, C- C. =}366 -40. Cardiff" J. 53'8 -Proct~r, R. G. = 366 241. Smith, M. J. 527 2 96. Stubbings, D. H. =} 363 -42. Goodhart, H. C. N. =} 516 -Costin, J. = 363Inee, D. H. G. = 516 98. Dickson, R. D. 362 244. Wills, C. 514 -99. James, P. W. 360 245. Pennycuick, C. J. 509 246. Barnett,100. Newholm, K. =} 357 -R. C. 507 -Evans, J. A. = 357 247. Richardson, C. G. 505 2Pick, R. C. = 357 248. Riddell,. D. M. R. =} 491 2 103. Neilson, P. J. 351 -Kcrridge, D. C. = 49'1 1 104. Wilson, M. J. C. 350 -50. Doughty, A. W. 490 2 105. Collier, P. E. 346 -51. Sandford, R. A. =} 483 2 106. Green, C. 343 -CoIlins, G. T, = 483 2 107. MeMullin, T. A. =} 337 -53. Willbie, R. T. 482 2 Riddell, J. C. = 337 254. Rutherford, R. 476 2 109. Thomas, B. =} 33655. Irving, F. G. 475 1 Croshaw, 1. G. = 33'6 241

~eague inLeague inO,.d~r Pi/oJ, Points 1964 Order Pilot Points 1964Ill. MidWOQd, H. U. 319 :2 165.. White, 183 -112. Holding, D. F. =} 315 - 166. Dav,ey, B:. J. 180Paul, I. = 315 2 167. Greenaway, H. J. 177 -114. Alexander, A. L.L. 305 168. Blaekmore, J. H.1t5. Stevenson. N. 309 - Reilly, ~} 176176 -tr6. ScalJon, D. 303 2 170. Kurylowicz, L. 173 -171, Hiscox, D. G. O. 168 -117. Trott" R. 296 - 172. Crabb, D. J. 165 2118. Aldridge, K. R. 293 :2 173. Evedtt, J. 163 .2119. Whitfield, G. R. 292 - 174. Corbett, D. J. 162120. Lapharn, A. J. 290 175. G1ennie, G. A_ 161121. Bayley, J. L. 289 - 176. Tweedy, J. 160122. Corrick. D. W. 286 2 177. Robcrts, D. W. H. 159 -123. Gaze. F. A. O. 281 1 178. Adam, J. 156 -124., Jcffries., J. R. 273 - 179. Ross, C. 155125. Wills, S. F. E. 272 - 180. Torode, J. 152126. Ibberson" J. 271 - 181. Docherty, T. P. 148127. SomerviJle, A. 2,61 2 182. Smith, R. E. F.128. Hands, J. M. 260 - Jones, R. 147~} 147 -129. St. Pierre, A. 258 - 184. Coulson, A. 146130. Dutby-James, C. D. 257 2 185. Darbishire, D. H. 145 -131. Br~wning. H. 256 - 186. Chubb, E. J. 1440.2. Hill, A. D. 254 - 187. Prince, J. T. 143133. Stowe, D. W. 248 - 188. ManseJl, K. R. 142134. Fisher, G. F. 243 ··2 189. Wilkin, R. 130 -135. Stoddart, R. E. 242 - 190. Grime, P. V.:} 129136. Perrott, R. H. 241 - Thompson, A. 129137. Welsh, J. H. 240 2 192. Gee, M. I. 128 -138. Pickles, J. 238 2 193. lnglesby, J. V. 127 -139. Blake, K. W. 233 - 194. Goodhart. G. A. J. 126140. Smoker, J. L 226 2 195. Barrell, G. 125 -141. Tarnow, A. 224 - 196. Brctt-Knowles, R. 123142. Mead, S. B. 223 - 197. Bailey, N. L- 121143. Lowe, D. =} 222 - 198. Lee, G. H. 114Tomlin, S. = 222 1~ Walker, R. 112145. Tarver, R. 219 2 200. Eldridge, M.. E. 111 -146. Wilkinson, N, 218 - 201. Baynes, A. H. 109147. Swift, R. B. 217 202. Watson, B. B. C. 108148. Ware, E. J. 215 - 203. Reeves, E. E. 105149. Berriman, J. =1 213 - 204. Scarfe, D. H. 100Brenner. 1. B. =( 213Goddard. J. J. =) 213 - 205. Brown. K. R. 95 2152. Seth-Smith, M. P. 210 206. Bagnal1, M. 93 -153. Tanner, L. E. ~. ;) 208 207. Thorburn, A. J. 80 -Dadd, S. R. =f 208 208. Tarr. J. 79155. McDonald, A. 203 209. Phillips, J. G. 69 -210. Marpole, D. J. 59 -156. Austin, D. C. 197 2 211. Parkinson, R. 57 -157. Chubb, R. G. 195 - 212. Lastowski. B. 53 -158. Stafford Alien, R. C. 193 :2 213. Warwick-Fleming, S. 49 -159. Caiger, M. T. 191 - 214. O'~i1ey, K. 49 -160. Chandler, J. T~ 189 - 215. Gunter, B. 37 -161. Harwood, J. E. G. 188 - 216. Schmidt, Anita 33 -162. NeweII, R. W. B. 187 - 217. Brett. N. A. 32 -163. Marshall, R, 186 - 218. Moseley, K. 4 -164. Wills, S. B. 184 219. Glover, L. A. G. 042

RHODESIA'S FIRST 500 KILOMETERSBy E.IP. HODGECAME out to Rhodesia in 1962 afterlearning to fly with the Kent GlidingClub, and since being here I nave reallyenjoyed good soaring conditions for achange. If you d"o not stay up for anhour at least every time you fly, youfeel very hard done by. Out of the 52week-ends in the year, 50 are soarable.Last year, in an Olympia, I managedto get m.y Gold C and Diamond forGoal with a flight out-and-return toUmniati-312 km.'Early this year four of us formed asyndicate and bOught a Ka-6 from TirnBiggs of Johannesburg, and up to thestart of the Central African GlidingChampionships, held in Salisbury, noneof us had done any cross-country flightsin this machine, mainly due to gettingthe trailer fixed, etc.Alf Thompson and I were flying theKa-6 ,in the competitions, and both of uswere pleasantly surprised how well itgoes for an aircraft that doesn't lookmuch better than an Olympia.On Thursday. J5th October, 1964, thetask set at the Championship was a freedistance around optical turning points ofEnkledoorn, Chatswortb and a declaredturning point of Fort Victoria AfricanTownship giving a 500.8 km. out-andreturn.I had been trying very haJld to get500 km. set as a task, .and today I hadmy way. The weather didn't look toopromising with a str'ong 15-kt. southerlywind; our hope was that the wind woulddrop towards the afternoon as it usuallydoes. Luckily enough, that's what happened.I was first in line for take-off, and at10.15 a.m. John Colban, flying the Tiger,dropped me off in a nice thermal atJ,300 ft. over the strip. Lift wasn't verystrong, 1-2 metres, but the strong windwas drifting me nicely on track. At, 3,000ft. lift faded out and I set course. Towardsthe south, Cu was beginning toform very nicely, and as I went along,t~ermals were getting stranger andhIgher all the time; some 40 miles out,lift Was 3-4 metres up 10 6,000 ft.At Enkledoorn, 90 miles out, all theclOUds ended-nothing Qut blue skyahead; it didn't look ver)' nice at all. Atthis point, between Enkledoorn andChatsw0rth, you have to leave the mainroad and cut across country: not a niceplace to have to land-hardly any farms.just bush and 6 ft. high ant-hills.Heading into the blue, my spirits sanklower as the Ka-6 sank lower. 3,500 ft.and still nothing; 3,200 ft. and up goesthe varjo I metre. Really winding theKa-6 round to stay in it,. I am slowlygaining height. The higher I ge the betterit is-4 metres showing now. 8,000 ft.,9,000 ft. and still gojng up. 9,500 ft. andthe lift gets turbulent; I am a1 the top.Further south, little wispy clouds arebeginning to fonn--one every five milesor so. Under these I found strong liftand only under them, It was a waste oftime looking anywhere else. By now,my operating height was between 11,000ft. and 7,000 ft.-that is, 16,000 ft. abovesea level, and I cannot say that I noticedany effects from lack of oxygen.It had certainly turned out to be alovely day. Over Fort Victoria alJd withmy turning·point photographs taken at1.45 p.m., I turned homewards-height10,000 ft. 1 was feeling on top of theworld.Ten miles out from Fort Victoria Isaw Jimmy Arnott in the Vasama thermailingbelow me, and J called him upon the radio and we wished each otherthe best of luck. Jimmy had not yet beenaround the turning point.1 was determined to keep as high aspossible, and deviated off course to gounder each cloud because I was approachingthe blue stretch of sky betweenChatsworth and t::nkledoorn. Inthe distance I could see plenty of cloudover Enkledoorn and it ·was there that Icame to my first thermal under cloudsince Chatsworth; it wasn't very strong,and the nearer I went to cloud base thestronger it became. At 4,500 ft. it wastwo metres, and near cloud base fourto five metres; 5/8 Cu had formed alongthis stretch at 8,500 ft. Staying as highas possible, I took lift under every cloud,never getting below 6,000 ft.From Enkledoorn I called up base andgot through perfectly-90 miles range on43

V.RF. to my car with just a whip ofaerial on the roof was very good, seeingthat the radios we were using, eX-R.A.F.,had only cost £12 10s. each.Ahead I could see a very nice cloudstreet stretching some way on track,When I arrived at its near end I woundthe Ka-6 up and then set off underneathit at 150 km. per hr. on the clock, andnine minutes later the cloud street endedand I was still at the same height. Verynice; I could do with a few more ofthese. In the haze, in the distance, Icould just see Salisbury; all I neededwas three more thermals. The last onePERFORMANCE POLARSGlider Weigbt Col1llideratiOllsOR a really fair comparison betweenF glider types, it is best if the weightsof each are referred to some standard.The first idea that springs to mind is toadopt a standard pilot + parachuteweight of, say, 200 Ib.. and to add this tothe empty weight of each test glider.However, the empty glider weight mayvary widely within ·an actual type rangebecause of slight differences in man\!­facture and because of such things as thevarying moisture content of woodenstructures. The standard performancepolar would thus be different for eachglider. We have therefore decided tostandardise on maximum A.U.W. whichis invariant unless drastic modificationsare made to a glider type.To correct a polar from a givenweight, W" to a new weight W" all thatis necessary is to multiply' the scales ofboth axes by the ratio .,lW, : ";W 2 •We have redrawn the Skylark 3F polargiven in the October issue to allow forour new reference weight. To providesome idea of the magnitude of changein performance of a glider with differentA.U.W.'s, we have plotted two Ka-6curves for a difference in weight of 56 lb.Po1:lrsThe polars published this month areas follows:K·6 CR SChleicher SegelflugteugbauSKYLARK. 3p Slingsby Sailplanes Ltd.SKYLARK. 4 Slingsby Sailplanes Ltd.OLYMPfA 460 . Elliotts of Newbury Ltd.The Ka-6 CR and the Skylark 3Fcurves are from the same source as last44I took up high, too high in fact, but itwas so nice to sit there and let the Ka-6go flat out for the last few miles and toknow that my Diamond was "in the bag"and that the first 500-km. flight in Rhodesiawas over. Time 4.45 p.m.On the ground again, started the longsad wait, listening on the radio as othersgradually got lower and lower and. finallylanding just short. Same old story-"justone more thermal".In Rhodesia the day is not very long;by 6 p.m. it is dark. The conditions haveto be good to fly a long task in such ashort day.time, namely, H. J. Merklein and H.zacher.The Skylark 4 measurements weremade by R. H. Johnson in the U.S.A.and are deemed reliable. The polar obtainsan "A" Category.The Olympia 460 polar, obtained fromG. R. Whitfield, was derived from asingle photographic comparison flightwith a Skylark :2 at three speeds. It thusonly obtains a "B" Category. The 460tested was the prototype with the bulbouswheel fairing and without the skid.We must apologise for last month'spolars not lining up with the centimetr-egraph paper. This was due to the inabilityof the blockmakers to scale~curately.K. H. DoETSCH, D. LAMPARo,Aeronautics Dept., Imperial Collel:e,Prince Consort Rd.• London, S.W.7.EOITORIAL NoTE.-We will not be ableto publish any more of these polars forseveral months.NOTHING BUT THE BEST ....•• IS GOOD ENOUGH FOR YOU* REPAIRS * TEN YEAR INSPECTIONS* OVERHAULS * RE·SPRAYING. ETC.Carried out lit Reasonllble ChargesSouthdown Aero Services LtdLasham AIrfield, Alton, Hants.Telopho.o He

2-3~ en154.2'-'5-0 IDID6 0­ en~c7 'fi)C8~.~9 'ElQ)1030 40I50I, • I B3 I 35·6min, sink : 1·39 kt. at 37·2 kt.max. glide L :29 at 43,2 kt.I Ka 6·CR I 45-1aircraft no.: 0·4390span : 15 m.wing area : 134 sq. ft.all.up wt. : 606 lb. I.662 Ib. 2.60 to ao 9'0.1 equivalent airspeed (knots)o"""le"'" l-------r I--jI

h 3~A" 30 40 5·0 60 to 8·0 9"0equivalent airspeed (knots)"" fI)"04-.2>oJ5-0m0..IfIIII~-6~c7 'enCS.s?~':;90-Cl)10min, sink: 1·26 kt at 39'·4ktmax. glide L: 32·5 at 42·6 kt. -I SKYLARK 3FIaircraft no.: R.A.F. 146span : IBmwing area : 172·5 sq, ft.all.up wt. : 830 lb.

JIy30-40506"0 70 8"0 9"0I I I I, equivalent airspeed (knots),·2 --+---+----+----"~-+__--t___-__it_-[AJ-3~4~-+----1------...,t----1------''''o::"'-----+------~"-!S~~6 ~ min. sink : I-oS kt. at l1·S kt "'"7 .~ max. glide L: 36,3 at 40 kt. '"8]l I SKYLARK 4 I "'". ~ .9 '5 aircraft no.: N 7997A0- span :18 m.ID wing. area :173 sq. ft.10all.up wt. :830 Ib.

30 40 50 60 to 8'0 . 9"0equivalent airspeed (knots)2 I "1 ""'-k I I ~~~-- 'Bl_ 1 ~:j ~I I ~~, ,513Q.)j-16Q.~C7 '00C8 Q.).~9 'S g10min. sink : 1·28 kt. at 38·7 kt.rriax. glide L:- 30 at 387 kt.I OLYMPIA 460 Iaircraft nQ~: 1'87span:'\'5 m..wing area : \32 sq. n.all.up wt : 600 Ib.I-~-

BRITISH GLIDING ASSOCIATION NEWSCHIEF TECHNICAL OFFICERROM 1st December, 1964, Mr. R. C.F Stafford-AlIen is appointed ChiefTechnical Officer to the British GlidingAss()(;iation. This will be a full-time appointmentand Mr. Stafford-AlIen willbe responsible to the Council of theB.G.A. via the Chairman of the TechnicalCommittee. He will be based onthe B.G.A. office, but a certain pro'portionof his time will be spent visitingClubs and Inspectors.The Chief Technical Officer's dutieswill comprise examining applicants forInspection Approval, organising trainingcourses for Inspectors, advising andhelping Clubs on workshop organisationand other technical matters; includingthe tr,aining of ground engineers. anddealing with technical queries and Certificateof Airworthiness renewals in theoffice. Matters which involve policy de·cisions or specific approval on the basisof design calculations will generally continueto be referred to the TechnicalCommittee.In general, Mr. Stafford-AlIen will notbe available to carry out routine C. of A.renewal inspections or ten-year inspectionson specific aircraft, but it may bepossible occasionally to combine suchinspections with visits to Clubs for otherpurposes, and he will be available togive advice on unusual problems.No charge will be made for visits bythe Chief Technical Officer other thanthe normal application fee for InspectionApproval, where applicable. In this way,we hope to encourage Clubs to availthemselves of his services.Applications for visits by the ChiefTechnical Officer should be made inwriting or telephoning the B.G.A. office.F. G. IRV1NG. Chairman.B.GA. Technical CommitteeB.G.A. ANNUAL GEN'ERALMEETINGTHE Annual General Meeting of theBritish Gliding Association will beheld at 10.30 a.m. on Saturday, 27thMarch, 1965, at the Roderick Hall,Imperial College, $cuth Kensington,London, S.W.7.IT'S ON 27th MARCHTHIS YEAR!F you ~re normally a solitary person,I but thmk that you might like to beone of a crowd on Saturday, 27th March;why not spend 35s. and come to thisye.ar's ~.G.A. ~ll? Alternatively, youmight. hke to bn~g your crowd with youto enJoy what Will be THE most splendidgliding event of the year.The Ball is to be held in one of thenew HaIls of Residence in Imperial College.Prince's Gardens, London, S.W.7,and those who were there last year willremember what a superb evening it was.A mouth-watering menu has been selectedand drinks at the tables and thebars will again be very reasonablypriced. After the dinner, the AnnualAwards will be presented, and this willb~ followed by dancing and a cabaret.Tickets at 35s. each are selling fast, andas the numbers are limited, you wouldb~ wise to make sure of yours MW.Either purchase them from the ticketseller at your club. or else send cash withorder to the B.G.A., Artillery Mansions75 Victoria Street, London, S.W.I. •To possess a ticket to the B.G.A. Ballis to be sure of a first-class dinner; firstclassmusic for dancing or listening to,and first-class company. (Thinks: Can Iafford to miss it?)RADAR REFLECTIVITY OFGLJDERSHE Ministry of Aviation policy forT the future of Air Traffic Control inU.K. depends basically on the use ofradar to keep a current real-time pictureo~ the air traffic situation; computerswJll th~n be used to l'redict cases whereseparauon standards will be infringed.Initially such a system will be used incontroUed airspace and upper airspace,but ultimately it is possible that thesystem might be: extended to cover allairspace down to 5,000 ft. No time-scalehas been giVen for. this system to comeinto being, but clearly many years mustpass, and so far even the initial stepshave yet to be taken.From the point of view of gliding,45

the first and most basic question is theradar reflectivity of gliders. The Ministryof Aviation must obviously be satisfiedon this point if gliders are to be integratedinto the system, and for thisreason they have placed a contract withthe Marconi Company for research intothis problem. The results of this researchhave not yet come in but a recent pressrelease from Marconi indicated that theyare experimenting with metal foil appliedexternally on some of the glider surfaces.H. C. N. G.HOW TO FALL OUT OF A CLOUDWITHOUT REALLY TRYINGBy RAYMOND JONESSK the average pundit bow he managesto maintain his balance andAhe will probably either give you a blanklook, or muller some incoherent nonsenseabout semi-circular canals in theinner ear. It is generally regarded thatthese organs in the inner ear are mainlyresponsible for keeping the human framethe right wa,y up. This, however, is onlyhalf the story.Few people are aware of the veryimportant part played by the eyes inmaintaining balance, a large proportionof the information received by the brainfrom the inner ear being modified, ifnot completely reversed, by informationreceived from the -eyes. Experience hastaught us that we should be parallel totrees and buildings, and perpendicular tothe ground; so we unconsciously maintainthis position when moving about. Sogreat is the part played by the eyes thatI would even venture to suggest that theyare the body's most important organ ofbalance. Without going into a detailedstudy of the anatomy of the inner ear,let us see why this is so. I feel that alittle understanding of the situation maybe of some help to pilots contemplatingtheir first attempt at cloud flying.Briefly, there are three semi-circularcanals. and these constitute the mainbalancing organ in the inner ear. Eachcanal is perpendicular to the other two,and is itself in either a vertical or ahorizontal plane. One end of each canalopens into a roughly spherical chamberwith a number of sensitive hairs attachedto the inside wall. The whole canal isfilled with fluid. The jdea is that, whenthe head moves in any direction, thefluid tends to get left behind due to itsinertia, the hairs therefore being de-46flected. An electrical impulse is triggeredoff and this carries the relevant ,codedinformation to the brain.All very nice. However, if the motioncontinues, the fluid catches up and thebairs return to their normal position. Anelectrical impulse is :\gain sent to thebrain indicating, this time incorrectly, thatthe motion has stopped. When themotion does in fact stop. the inertia ofthe fluid tends to make it carry on, thehairs being deflected the other way.Once again a message is faithfully transmittedto the brain indicating, again incorrectly.motion in the opposite direction.It can be seen therefore that, statistically.approximately two-thirds of theinformation reeeived by the brain fromthe inner ear is incorrect. We are not,ho~ever, blissfully ignorant of ourmovements for approximately two-thirdsof the time. This is because, wheneverincorrect information from the inner earreaches the brain, it is politely rejectedin favour of correct information receivedfrom the eyes. Over a long period tilebrain has become c-onditioned into acceptingas correct, information from theeyes, whenever it conflicts with that fromother organs of orientation. So strongare the overriding visual impressionstbat we are not normally even aware ofthe false sensations from the inner ear,unless the rate of change of motion isvery vio lent,H we close our eyes, we are left tothe me~cy of our semi-circular canals.These are, however, merciless; just trygoing into a 360· turn with the eyesclosed, and then coming out, Qpemngyour eyes only when you think your

wings ar~ lewel. If you can do thisreasonably well twice in succession. Jrespectfully suggest that you are eitherdeformed or a very good cheat.When cloud-flying., one has to replace'the normal familiar image with a lessfamiliar one. If an artificial horizon isused, no great difficulty is encountered,since the "isual image is then "ery similar"to the one that would normally beexperienced. A few minutes' practice isnormll11y all that is required for thebrain to become conditioned into unconditionallyaccepting the indications ofthe instrument. But how many highperformanceclub aircraft are fitted withan artificial horizon? Potential p\.mditsall too often have to have their preliminaryinstruction (if they have any) in theT-21 fitted only with a turn-and-slipindicator. Here ,one has to relate one'sposition in space to a pair of very agilehut unco-operative pointers, and to anA.S.l. that is often prone to attacks ofepilepsy. The result .is that our buddingyoung pundit successfully manages tocome screaming out of the bottom ofhis cloud after only a minute or twoduring his first few attempts.The trouble is that the false sensationsof motion can be so strong thatthe brain does not know whether toaccept them, or the "isual interpretationof position in space. There lies a hiddendanger here since, when this happens,some people are prone to attacks ofnausea similar to airsickness. This conditionusually only occurs when thereare equal but conflicting impressionsfrom two separate organs of orientation.It is interesting to note here that it isalmost impossible for a pilot to makehimself airsick while he is in full controlof the aircraft, no matter how many,violent manoeuvres he mllY perform,even if he is prone to the condition whenflying as a ,passenger. This is because heis constantly aware of his attitude, the"isual interpretation of PQsition overridingany false sen~tions from hisinner ear.How can our young pundits benefitfrom this knowledge? The importantthing to realise is that, when moving,about, we are continuously subjected tothese false sensations from the inner ear.The brain, however, has ower a longpcriod been conditioned into disregard-Series production of the hig~-performanee sailplane "STANDARD-AU5TRIA SW'With retractable wheel (ground clearance 9~-") approved type certificateAn elegant sailplane with a reputation for a surpassing surface quality,Write for technical data I1nd

ing those that confl'ict with the visualsensations experienced. Tbe key to suec;cssfulcloud-flying lies in makiog ourvisual interpretations of the turn-andslipreadings so familiar that the brainaccepts them unconditionally. Theanswer is simply to practise reading theturn-and-slip, although this need notnecessarily be in eloud. providing somesort of eye shade is used. ~anoeuvresshould be performed gently at first, graduallyincreasing their severity as onegains confidence. Practice while thermallingis also very useful.It is important that there should bea clear-cut decision to enter cloud longbefore cloud base is reached. The last500 ft. before reaching, cloud base shouldbe flown on the turn-and-slip', makingno outside visual references. Nothingwill make the attempts of the novice atcloud-flying more doomed to certainfailure than if he is suddenly confrontedwith having to interpret the unco-operativeneedles of the ~urn-and-slip in anunprepared state of mind. Confidencein one's own ability is half Of the battle.Ifone enters cloud in full control, flyingon instruments alone, one is much morelikely to retain control. Every effort mustbe made to ignore any sensations ofmotion that conflict with the indicationsof the instruments. Remember, the morerapidly one changes direction, thestronger will be the false sensations fromthe inner ear. and the more difficult itwill be for the brain to ~je.ct them infavour of visual impressions @f the instruments.If concentration is relaxedfor as little as a couple of seconds duringthe first few attempts, the semi-circularcanals will take control with disastrousresults.If control is lost. or if there is theslightest feeling of nausea. airbrakesshould be opened and the quickest possibleexit made from the cloud. A.nyattempt to fight the slightest feeling ofbeing unwell is likely to be detrimentalto later attempts at blind flying. Remember,"he who fights and runs away. livesto fight another day". I cannot guaranteethat, if the few crumbs of wisdom givenhere are faithfully digested, pot.entialpundits will automatically become immuneto falling out of clouds. I do,bowever, guarantee ,tbat they will stay in,command of the situation a little longerbefore falling out.48COVENTRYGLIDING CLUBinvites you to participate in theirREGIONAL CONTESTJuly 10th-18thatHUSBANDS BOSWORTHtheir Dew home in LeicestershireLaunch by AerotowGood soaring conditionsTasks in all dir'ectionsEasy road accessEntry Fee ~25inclusive of aerotowApplication fOTm from:M. S. HUNT. 17 ANCHORWAY ROAD.GREEN LANE. COVENTRYand welcomes all visitors onJuly 10th, the opening day oftheir new site.

T" T I G" I. 1.111 Y 11 74'0THEKRONFELDCLUBHIS time last year we were on theT brink of the upheaval which hasresulted in the Club as we know it now.At the begiijning of the year the builderswere in and the turmoil had begun.And then there were the long monthsof toil after the builders had finished andwe were at grips with the formidabletask of redecorating and refurbishing thepremises. The pound of the hammer andthe rasp of the saw went on far intomany a night. The walls were _decoratedwith scribbled" cryptic notes. The deadlinedate of the Official Opening, setmonths in advance, loomed deser andcloser and seemed almost unattainable,until with a tremendous effort by themany working members over the lastfew weeks e,verything came togetherwith a rush, and we were in business.After the hustle and bustle that hadgone before, the summer was a quietperiod of eonsolidation, of workingourselves in to what seemed like a newabode. Plans were laid and new equipmentacquired. A cash register for thebar, a refrigerator, and a new projectorfor the lecture room.Autumn started off with a bang. Forthe first time in our history we wereopen every evening of the working week.From Monday to Friday people couldbe 'sure of a welcome and an open bar.Another first was the apmission ofAssociate Members of the Royal AeroClub to the facilities of the Club. Neverbefore had they had a meeting place toeaU their own. We hope to see muchmore of them and other power 'enthUsiastsduring 1965. DAVID SCALLONDIARY OF LECTURESand Film Shows Wednesdays at 8 p.m." 27. Hawker P.Il27 Strike Fighter,by Bill Bedford.74 II"SE"ENTEC:CLESTONIQUA!lE • SW!Feb. 3. Motoring Films.10. Motorised Gliding, by GodfreyHarwood.17. Powered Flying, by Tiny Marshall.;; 24. Amateur Aircraft Constructionand Development, by H.Best-Devereux.Mat. 3. Manpowered Plight, by B. S.Shenstone, Chief TechnicalOfficer, B.O.A.C.10. RP. Films.l'7. In Search of Flying, by IanSeott-HiIl, Traffic Director,B£A.• .' •INSTRUCTIONAL LECTURESMondays at 8 p.m. Admission Ss.(Special terms for four or more lecturesbooked in advance.)Jan. 25. The Theory and Technique ofSoaring, by Derek Piggott.Britain's foremost gliding instructor.Feb. 1. Part II of the above." IS. Navigation and Map Reading,by John Neilan, RE.A.22. U.K. Airspace - Organizationand Regulation, py Capt.H. C. N. Goodhart. R.N.Mar. 1. Away Landings, by LorneWelch." 22. Sea Breeze Fronts, by JohnFielden, British Gliding Cham'pion." 29. Flying for Speed, by lanStrachan.Apr. 5. Advanced Meteorology, byC. E. Wallington, Nationaland World Gliding Championshipsforecaster.12. Part n of the above.28. Wave Soaring,49

HOW THE ALBATR'OSS SOARSALETTER from an AustraliafJ, Mr. Kennet" Campbell, on the flight of birds- in general and the albatross in particular, senJ to the Duke of Edinburgh andpassed by him to Peter SCOIt, has been forwarded to us.· It is toO long for reproductio'nwith detailed comment, but it shows the writer to be unaware that the firstobservations of the albatross by an experienced soaring pilot were published inTHE SAILPLANE AND GLJDER fQr February, 1935. As this notable contribution to theelucidation of the "mystery" of the albatross is now out of print, the 30th anniversaryof its appearance would seem a suitable occasion for its repr.oduction. Mr. 8amiltonwas an early member of the Londol.r Gliding Club and left for Auslfa/ia in 1933,making these observations on the way. The shearwater is ,a smaller relation of thealbatross.Sir,T might be of some interest if I describeone or two of my ,own personalIobservations of the flight of ocean birds.Firstly, the shearivater, which, inmaking use of a combination of winddeflection soaring and dynamic soaring,is enabled to travel in a general directiona~ainst the wind, not with it, asin the case of pure dynamic soaring.While travelling west across theAustralian Bight against a storm froma direction approximately W.S.W. Iwatched a shearwater for fifteen minutes,and during that tim~, without flapping,it kept level with the ship, flying in abig zig-zag course alternately close to,and then far from, the side of the ship.It would rise almost vertically over thecrest of a big wave, due both to thedeflected current and to the fac.t thatthe wind speed increased with height,until it had reached its maximum possiblealtitude, then it would retract itswings and go into an almost verticaldive into the trough of the wave in frontand flatten out a few inches above thesurface. It would then continue at greatspeed in the "dead" air to leeward ofthe advancing wave and parallel to it,either working towards or away fromthe ship. The rollers not being in trulyparallel lines but mostly criss-crossed,the bird would always pick a rollerwhose crest was not quite at .right ang,leswith the wind direction, and thus foundit possible not only to fly agai~st thewind but to be able to keep up with theship, giving an air speed. in the ship'sdirection of something hke 40 m.p.h.While remembering the erratic coursetaken by the bird, an actual' air speed50of consjderably more than this figuremust have been attained.From my own observations I am ledto believe that the albatross and othersea-birds are unable to soar by makJinguse of the fact that friction alone overthe water slows down th,e air at the surface,as described by CapL Needhamin his article, possibly because thefriction is not great enough. In suggestingthis I am quite aware that theplover and, I think, the ibis perform inthis way over land, where the frictienmight be expected to be greater. I contendthat ther,e must be fairly largewaves which allow a bird to soar simultaneollslyby wind deflection anddynamically, making use ,of the wdead"air in the troughs of the waves. I havethree reasons for believing this:-firstly, I have never seen an albatrossnor any other bird soaring dynamicallyover land-locked water, where waves areof small size even in a strong wind. Ihave seen quite a number but alwaysin flapping flight or soaring over ano,bstruction.Secondly, in watching ocean birdssoaring other than in the up-eurrent Overa ship, they always fly down into theho'lIow and up over the crest of a wave,and thirdly, the following iQcident. Whilerunning with rather a big following seabetween the Cape and Australia I waswatching about 200 sea-birds of all descriptionssoaring behind the ship, travellingwith the wind in this case, and allsoaring in the same manner, down intothe hollow and up over the crest. Asudden squall came up from a directionat rigbt angles to ours and approximatelyparallel to the wave crest lines. As soon

as the squall struck us, about half thebirds settled 'on the water and the otherhalf attempted to continue to soar buthad to resort to a lot of flapping. Nota single one, as far as I could see, continuedpure soaring flight. The reasonfor this, I believe, was that the windblowing parallel to the waves had tbesame speed in tbe hollows as on thecrests, was not deflected upwards by thecrests, and that the frictional sLowing-upon the water was insufficient for puredynamic soaring. The fact that none ofthe birds attempted to soar in the newup-current to windward of the ship Ido not think in any way extraordinary,becaUse in a strong wind a bird's wingswould have to be retracted to such anextent for it to keep pace, that it wQuldbe in danger of colliding with the sideof the ship. This statement is borne outby the fact that I have seen birds soaringin this manner only in Light tomoderate winds.I might describe one more incidentwhich demonstrates a method of soaringin a dead calm which is sometimes usedby tbe albatross. One morning, therebeing no wind but an occasional veryheavy roll, I noticed six albatrossesflapping behind the ship on the lookoutfor refuse. Suddenly one birdstarted flying off to one side and wasalmost immediately followed by the fiveothers. I watched and, at first, wonderedwhy, but soon realised that thefirst one had seen an extra large rollercoming towards us, crest parallel toour direction, the others had followed,and that they were now Usitting" on theadvancing front and soaring with aboutsix inches to spare! On reaching theship they discarded the roller at theprospect of food, but a short time laterthe performance was repeated.From the above remarks one mightconclude that the particular method ofsoaring used by an ocean bird dependsmore on the wind strength than anyother factor. In a dead calm the albatrosssoars in front of an advancingroller; in a light to moderate wind anysea-bird will soar over a ship or acliff; while in a strong wind the combinationof wind deflection and dynamicsoaring appears to be the only methodused.F. M. HAMILTONEDITORIAL NOTE.-This letter wasaccompanied by another from Dr. J. CMottram, a less experienced member ofthe London Club, who bad been onmarine scientific ex.peditions. He wrotethat albatrosses "take a zig-zag course,Row to get "SAD.PJ.ANE AND GJ.lDING""Sailplane and Gliding" can be obtained in the U.K. at all Glidjng Clubs. or send24s. (post incl.) for an Annual Subscription to: The British Gliding Association. 75Victoria StTf:Ct. London. S.W.1. SingJe c,opic!i and most back issues arc aJso available.price 4s. (post incl.). Enquiries regarding bulk orders of 12 or more eopies. at wholesaleprices, should be made to The British Gliding Association.OVERSEAS AGENTSAUSTRALiA: D. Row. Waikerie, South AustraEa.1'IEWHOLLAND ::l.EALAND:u.S..... .IOTHER COUNTRIES:S. RHODESIA:DENMARK:SWEDEN:Plea.., apply direct to British Gliding Association. Single copies4s. or 24s. annually.J. van Eck, Tijgerstraat 203, Nijmcgen, Posltckcniflg 1007247,Abonncmcntsptijs FJ. 12.50.Please apply direct to British Glidinll Association. Single copies4•. (post incl.) or 24s. annually (60 cents or $3.50 annually)'.Enterpri.., Bookshop. 13 Munndy Sq., HillhJands. Salisbury,S. Rhbdeaia.Knud RaslnUSscn, EFPT, 60 Vesterbropde, Copenballen.V.Flyg-Biblioteket, Box 121, Falsterbo.Red Lealher Clolh BiAder .ekia. 11 I.aea (1 yunlr IS•• 6cI. po..... b. 3d. froJII B_G.A.Will ell.O biD' your ••G.A. P__I PilM IAcbooka.51

one leg along the trough of Jhe waveand the other leg at right angles to thewavlil and up wind . . . When on thetrough of the wave they fly close downto the water and on the lee side of thewaves . . . Having proceeded thus for30 to 100 yards, they then make, a quickright-angle tura up'wind . . . and thenshoot upwards and forwards to a heightof about 50 feet."Note that the upcunent is over thelee side of the wav'e, Where the advancingwave slope lifts up the stagnant airin the trough - stagnant because ,it isslowed up by contact with smaller waves.There is practically no upeurrent abovethe windward slope, because tbe biggestwaves move almost as fast as the wind.A. E. S.SAUCER OVER MICHIGANBy HAROLO DREWIimagine tbat most of us are inclinedto be rather sceptical on the subjectof Unidentified Flying Objects - untilwe sight one. Last summer, flying outof Big Beaver Airport in Michigan, Isighted such a one.I bad taken a winch launCh afterbaving landed for a perfectly innocentlunch and waS relaxing in a welHlefinedthermal. I was climbing steadily, glancingaround now and then, half expectinga fellow member to come in and sharemy thermal. My glance fell on thlilU.F.O. and remained rivetted to it forthe two or three seconds until it disappearedunder my win,g.I did quite a bit of quick thinkingduring the folIowin,g ISO degrees beforeit again came into view. Here was thetraditional saucer on edge with the lens'shaped cabin at the centre; true, it wasquite a way off, although at about myaltitude; true, I could not yet distinguishthe characteristic inclined windows; true,that I had seen nothing more than aprofile.When the U.F.O. came into sightagain, I could take a longer and moredispassionate look. Doubts began toassail me. The body of a bird like theHeron, seen in profile, might IQok as if itcould be lens-shaped. Its legs, trailingbehind the body, might look like oneside of the rim of the saucer. However,I have !fever seen a Heron in soaringflight, nor does the Heron fly with hisneck extended so that the neck could betaken for the other side of the saucerrim, seen on edge.The third time round left me with fewfurther doubts. I could distinguish the52blob formed by the head, I thought Isaw a slight wing movement and" thebird was more nearly head on, so foreshorteningthe \leek and legs.. I decidedto head for him the next time round.However, the dedsion :came too late forI did not see our friend again.With ,a sunny day on our hands inNew York during the fall, we drove outto tbe' New York Zoological Park in theBronx and sought out Mr. J. Be1l, theAssistant Curator of birdS. He listenedpatiently to my tale and suggested thatthe bird was a Crane, probably a SandHill Crane. These birds, /le told us,stick their necks out in flight, are notunknown in Michigan and are l'ePllted10 soar, at least in ridge lift. He directedIl\e to an open-air aviary where a 1?airformed part of the. ~ollection. The birdswere, of course, p1Dloned and so couldnot be seen in flight, but, bearing IDmind Mr. Bell's descr~ption of theirflight attitude, 'one of this 'species couldhave been my U.F.O.I also took this opportunity to talkwith Mr. Bell about the migratory habitsof the birds we can Chicken Hawks inMichigan. He thought that they would b~the Broad Winged Hawk, which hestated to be common in Michigan andelsewhere in the U.S.,A.In the fan of '62, I completed amodest goal flight from Big Beaver toMarion. Ohio County Airport. En route,I was working a highly perfumedthermal triggered off from the MiamiRiver refinery at Toledo. I, looked upfrom my instruments to find myselfsurrounded by perhaps four or fivehundred Hawks. We climbed together to

about 3,000 feet, at which altitude oneor two leaders peeled off and headeddown wind. The others immediatelyfollowed. Their course was about S.E.but mine was more southerly, so that Isoon lost them. However, for as long as[ could see them, they were in glidingflight.Mr.. Bell was a little vague about theuse by birds of regular thermallingtechniques when migrating in flocks,. norhad be ever seen so large a flock ofHawks. He did say that birds frequentlyuse ridge lift when migrating in flocks.A few weekends after my experienceover Toledo, Chuck Ko1l1s, of theToledo club, came over to Big Beaverith his Ka-7, so that we could tryoutwinch launches with this on our rathersmall field. (We. subsequently boughtone of these shIps.) He told of anexactly parallel experience whic.hoccurred at about the same time as mine.A look at -the map will snggest thatthe chances of such an encounter in theToledo area in the fall may be con·siderable. If the. Hawks regularly usethermalling techniques when migrating,then, like us, they will be compelled toskirt Lake Erie. This means that all theHawks from a large area of Canada willconverge on Toledo. Here is an opportunityfor an ornithologist interested inthe migratory habits of soaring birdsto get aloft in a sailplane at the appropriatetime: and place.EDITORIAL NOTE.-The use of therm

TIME TO THINKBy M. C. WOOlDRIDGEOI?AY I had my' first ever ~!iderT- flight where I had time to think. Onp'revious occasions my mind has beentaken up with either circuit-planning orsearching for thermals, and trying toremain in them once they were found.AlI this changed with hill-soaring.After 10 or ;20 minutes of beating up anddown the Dunstabte ridge, looking forthe best lift, I realised tbat my altimeterh~d settled down to a steady 580 ft. anddid not want to budge one way or theother. despite a1l my efforts to get higherand despite my occasional slipping hlrn~and other imperfections.I 'Yas thus f.reed from constantlywatchmg the vano, and could concentrateon other aspects of flying. For thefirst time I reali!'ed how important it isto allow for drift, since this problem isac.centuat~d when one is trying to maintama track a few hund~ed feet abovethe crest of 3: hill with a strong windconstantly trymg to blow the aircraftbeyond this crest.Secondly, some of the air laws~rearil'y learnt for the C test, sprang t~hfe. Smce, the Ii~t is .confi~ed to a fairlYnarrow belt, flyu'Ig m thiS belt can belikened to driving on a road. Laws about'~vertaking. meeting head-on, and tum­109 outwards become essential. Howeverthere is the additioJlal factor, not en~c?untered on roads, of height. Hewhigh does the glider, approaching headon,have to be in order not to worryabout "tllrning right"?Thirdly, I really had time to in.vestigatethe lift distribution over the ground~nowing that if my .survey led me out of11ft I merely had to point back towardsthe easily visible hill crest (as comparedwith the invisible core of a thermal) fora "power injection".My method of finding the best lift wasto fly .on a zig-zag along the ri$lge. Afterrepeatmg several times, to allow forfluctuations in wind strength, I had afair idea of where the strongest lift occurred,by watching the P.Z.L. needle.Apart from spending more time inthinking about flying, there was also54more time to appreciate the view. Oneof the eJl;citements of hill-soaring is thefact that on one side of you there is adrop of, say. 580 ft.-a safe height forplanning one's finat approach, while onthe other side the ground may be lessthan 300 ft. away. Low fiying in powered.aircraft is fun. and when such flymg canbe done safely in the serene quietness. ofa glider it is exhilarating.However, after a wI:lile some of thenovelty of apparent low flying wore off,and I was looking for new interest. Ibegan ~o look forward to the turns at "tneends of the beat and experimented withshallow turns, steep turns, fast turns, andclimbing turns (nose down first).1 also started venturing further al

TRUE FLIGHT-A FABLEBy M. BIRDOOKING back at it, it was strangeL that it should have taken Fred solong to switch from power-flying togliding. At his old flying club he alwaystalked about .. Man's age-long dream offlight ", .. imitating the birds" and allthat sort of guff, in an obsessional waywhich even the keen pilots thought ratherunhealthy.Anyway, one afternoon he put hisGemini down at our site, took a joy-rideand that was it.This was .. true flight, the real, naturalthing ". Nothing unusual in that, butFred said it with an intensity that no onehad seen before.In a week he had sold the Gemini andordered one of those breathless Continentalsailplanes with retracting undercarriage,radio, flaps - the works, jnfact.. He was pretty intolerant of beingtold how to do thmgs and we all predictedhe would break his neck in notime.But no. Fred winded us all by gettingtwo diamonds and a fistful of recordswithin the year. He was a natural-bornflyer or something. He seemed to beenjoying himself all right, but towards,the end of the season he started grumblingthat this was not .. true flight "... Too artificial ", he said. All thoseinstruments and gadgets, the enclosedcockpit - it was unnatural. ,. I want thewind in my face, flying by the seat ofmy pants ", etc. He was off again.We weren't at all prepared for hisnext move. He could I;eTtainly affordsomething better than a Cadet, but heinsisted that this was just what he waslooking for.It had no instruments - none thatworked anyway - and flew just like aCadet. Fred was delirious. The realthing, at last! He strapped himself in.declared Glasgow, gave .. All Out!"and was gone.With his third diamond out of the waywe felt that he would surely settle downto enjoy his glidin,g like a normal chap.Yet the old restlessness seized him beforelong. Why must he sit cooped up in ;'1box, a barbarous mechanism of wiresand pulleys between his muscles and theair? Downright unnatural. Not realflying at all. He knew just what wasneeded and shortly set to work.• • •The Committee were adamant. No,Fred would not be allowed to jump offthe Bowl hanging from his Pilcher­Lilienthal thingumajig. Look whathappened to Pilcher and Lilienthal, theysaid. Which for anybody but Fred wouldhave beeb a convincing argument. Hetook Umbrage, High Dudgeon andworse. He resigned his membership onthe spot, packed his bamboo and canvascontraption in a rucksack and marchedgrimly out of the gates. The same dayhe was sighted heading north at c1oudbaseafter successfully lau.nching himselfoff lvinghoe Beacon. It was the last anyof us saw of him.From time to time climbers in mountainousparts would tell stories of agreat winged figure swooping silentlyout of the mists and vanishing assuddenly as it appeared ...That wasn't quite the last news ofFred. Last year one of the Skylark 3pilots in the Caledonian Competitionswas nibbling cautiously at the edge ofa vast cu-pirnb when a lean, leatheryfigure flashed contemptuously past. Aslender web of feathers, stretchedbetween his outspread arms and feet,formed his entire means of flight. Heflew straight to the dark f;entre of the upcurrent,wheeled sharply and soared upinto the enveloping mark, uttering aneerie cry of triumph.The ~ransfonnationwas almost complete.NOTES BY AN 18thCENTURY BALLOONISTR. J. w. S. Pringle, for many yearsD president of Cambridge UniversityGliding Club and now Linacre Professorof Biology at Ox~ord, sends the followingextracts from the second editionof the Encyclopaedia Britannica describ·ing a balloon ascent by a Mr. Baldwinfrom Chester in 1785:-55

''The perspective appearance of thingsto him was very remarkable. The lowestbed of vapour that first appeared ascloud was pure white. in detachedfleeces, increasing as they rose; they presentlycoalesced, and formed, as he expressesit, a sea of cotton, tufting hereand there by the action of the air in theundisturbed part of the clouds. Thewhole became an extended white floor ofcloud, the upper surface being smoothand even. Above this white floor he observed.at great and unequal distances, avast assemblage of thunder-clouds. eachparcel consisting of whole acres in thedensest form: he compares their formand appearance to the smoke of piecesof ordnance, which had consolidated asit were into masses of snow, and penetratedthrough the upper surface ofwhite floor of the common clouds. thereremaining visible and at rest. Someclouds had motions in slow and variousdirections forming an appearance trulystupendous and majestic."Later in the account:-"In the course of the balloon's tract itwas much affected by the water (a circumstanceobserved in former aerialvoyages). At one time the direction ofthe balloon kept continually over thewater, going directly towards the sea, somuch so all to endanger the aeronaut:the mouth of the balloon was openedand he in two minutes descended into anunder-current blowing from the sea."DUST DEVIL ON SEA-BREEZE FRONTWHEN a "very well-developed" dustwhirl tracked across ldris Airport,16 miles south 01 Tripoli. on 31st May,1964, its centre moved directly over thecontrol tower and meteorological officearea, breaking a window, throwing radioequipment off a table. and making "anoise like a small explosion".The dust whirl was estimated to bemoving at about 10 kts.; its base wasabout SO yards in diameter and its top,estimated to be at about 2,000 ft., hada diameter of about 2S0 yards. It hadcome across mainly cultivated land sodid not contain much dust. but a largenumber of pieces of paper and vegetationwere "circling cyclonically at allheights". As it passed., the met. officebarograph showed an instantaneous falland rise of 35 mb.This was the only dust whirl seen thatday. As it passed, the north to northeastsea breeze penetrated to Idris, itsspeed being 10 kt. initially, increasinglater to 15 kt.J. B. McGinnigle, who describes theevent in the Meteorological Magazinefor Oct., 1964 (Vol. 93, pp. 313-6), comesto this conclusion:-"The combination of the very unstableair mass, large positive energy area (asshown on the tephigram) and very highair and ground temperatures. furtherallied to the marked horizontal convergenceof the sea-breeze front, would behighly conducive to the formation of avigorous vortex which would developon the front as a wave depression. Thevortex would move along the sea-breezefront with the direction of the wind inthe? lower levels and the circulationwould probably be maintained to afew thousand feet. The Wheelus Field(upper air) ascent gives the wind at2.000 ft. at this time as 290·, 8 kL It istherefore suggested that this very largedust whirl was a small vigorous wavedepression on the sea-breeze front.OBITUARYANGUS MACAULAYHE Aberdeen Gliding Club has suffereda very sad loss with the deathTof their C.P.I. Angus Macaulay, whodied on 28th November after a shortillness. Angus, who was 40, served forsome years ~s a pilot with the R.A.F.,where he gained flying experience onmany types 01 aircraft. When he returned56to civilian life he joined our dub andsoon beeame an instructor, being appointedas C.P.I. in 1961. His kind natureand understanding of pupils' difficultiesbas helped so many of us. He was alsoresponsible for our Tug aircraft, whichhe organized with that keen efficiencywhich was so typical of him.We shall all miss him very much.He leaves a wife and three youngchildren. J. P. W.

iBOOK REVIEW•Great Flights and Air Adventures, by NORMAN MACMILLAN. Published1964 by G. Bell and Sons Ltd., London. Price 21s.HIS book is subtitled "From Balloons to Spacecraft", and the 22 chapters cer·T tainly show variety. The first is an account of Gerden Cooper's orbital flight in1963, the next of a distance record by balloon from England to Russia in 1907. thethird of the earliest cross-Channel flights, the fourth of the first crossing of theAlps by aeroplane, and so on.Captain Macmillan uses published material almost entirely and rewrites it injournalistic style. Yet my favourite Macmillan book remains his first, "The Art ofF ying", pUblished in 1928, in which he wrote about the ways of the air like asailplane pilot. But he seems to have "written himself out" on the subject in thatonc book, for he never took up gliding, and his 19 subsequent books have beenalmost entirely about other people's flights, though this one includes a flight ofhis over the Andes.In the present b00k, gliding gets only two chapters, both devoted to the flyingcareer of Hanna Reitsch and evidently based on her autobiography (except that heplaces the Rossitten gliding centre in Pomerania instead of East Prus.~ia). The firstof the two starts with her first cloud flight, in which she lost control in a cu·nim,and the second ends with her imprisonment for 15 months by the Americanauthorities because they thought she had been Hitler's pilot. (The identity of Hitler'sprivate pilot has since been disc.losed in a book, ~Hit1er's Pilot", by Hans Baur,published in English translation in 1958; he held down the job from 1932 till thelast days in the Berlin bunker.) In between, much flying in various aircraft isdescribed, including a detailed account of her crossing of the Alps in a SperberJunior from Salzburg to the Piave valley in 1937.The last five chapters are devoted to space travel and include most of themanned flights. The book would make interesting reading for any young aviation"fan",Some Further Observations from Aircraft of Temperatures andHumidities near Stratocumulus Cloud, by J. G. MooRE, B.SC. MeteorologicalOffice Scienti.fic Paper No.. 19. Published 1964 by H.M. StationeryOffice, 'London. Price 3s.TRATOCUMULUS cloud sheets are known to be formed from water vapourSlifted by convection and turbulence from the moist layer of air just above theearth's surface. Yet, although sailplane pilots have often found thermals belowstratocumulus, they never seem to have been lifted by these thermals right intothe cloud.This paper gives observations from 11 meterological flights below, throughand above stratocumulus - eight in the daytime, two at night and one at sunset,at! in the Farnborough area. In each flight, runs were made at every 250 ft. levelexcept for the first 500 ft. above the cloud top, where they were made at every 100 ft.This paper is l'Iot interested in thermals as such, but it gives temperaturereadings at the various heights, plotted on a tephigram, and from these One canaSSume that the air has been stirred by thermals at any level where there is anadiabatic lapse rate. So here is a summary (by the reviewer) of the findings, givingthe time and date of each flight:-(1) Dry adiabatic lapse rate up to and through the cloud layer to its top:10.00-13.00 G.M.T., 24th October; 10.10-12.50, 19th March.. (2) Dry adiabatic rate up to and part of the way throug'h the cloud layer:1~.20-17.30, 18th March; 18.00-20.30, 23rd Oct.; 18.00-20.30, 3rd Nov.; 10.30-12.30,,bth March (most of the way through a layer 1,500 ft. thick).57

(3) Dry adiabatic rate up to cloud base only: 14.30·16.30.22nd OC.L; 14.30-11.00,26th Nov.; 12.00-14.30, 21st Nov.(4) Stable below cloud layer: 13.4()-15.40, 4th Nov.; 11.00-13.00, 9th Feb.In so far as any lesson can be learned from these few examples, it seems to bethat the morning should be the best time to try climbing IOto strato-cumulusfrom below.Die Kunst, Sicher ZD Oiegen, by Flugkapitiin F. Rrrz. Published byLuftfahrtverlag WaIter Zuerl. Steinebach Worthsee, W. Germany. PriceDM 5.20.HIS book on "The Art of Safe Flying''' won the 1963 Flying Safety Prize ofT the International Flying Safety Foundation, New York. It takes 4() differentsafety rules in turn: each has a page to itself, starting with a report of an actualincident or accident, follQwed by a discussion of the factors involved and endingwith a short summary in heavy type. On the opposite page in eac·h case is anamusing cartoon; seven of these show sailplanes in awkward situations. The bookis well done and deserves translation into other languages.A Colour Guide to Clouds, by RICHARD ScoRER and HARRY WEXLER.Published by Pergamon Press, Oxford, London, Paris, Frankfurt. and byThe Macmillan Company, New York. Price 12s. 6d.ROFESSOR R. S. ("Dick") Scorer is well known in British gliding; the late Dr.P We1tl.er was a distinguished and versatile American meteorologist, whose lastjob, we believe, was analysing the photographs from the first Weather Satellite.This is a beautiful colleclion of 49 colour photograpj}s of clouds, selectedfrom a larger "Colour Encyclopaedia of Clouds" by the same authors. "Theobject of the book," they say, "is to enable the reader not primarily to give theright name to a cloud but to get to know how it ~urs." Many of the clouds areseen from above, taken from high ground, aircraft or space vehicles. Each photois described on the opposite page, and there is also a substantial introduction on"Cloud-building Motion Patterns", with many diagrams. .Some useful hints on observing, measuring, photographing and sketchingclouds are given at the end. But if you sketch an ordinary cumulus only every5 or 10 minutes, as recommended, you will have at most two or three sketches.According to the authors. "The sky c!l.anges most rapidly at sunrise and soin an hour's observing then you will usually see more changes than at any othertime." That is why Dick Scorer got us all up at sunrise on a course at Dale FortField Centre. And that is why, at the World Gliding Championships at Madrid,he went up on to' his hotel roof every sunrise and thus became the British team's"secret weapon" which brought victory.Of Flight and Flyers: an aerospace anthology compiled by OLlVERSTEWART. Published 1964 by Nownes, London. Price 35s_HIS is one of thc best historics of aviation ever compiled. It consists of extractsT from the most significant writings on the subject - mostly narrative - interspersedwith well-informed and often spicy comments by Oliver Stewart. Thereis no room here for even a summary of its contents; they takc the subject up tospace travel, and cover the past 60 years in detail, with a bit at the beginningabout balloons and early flying experimenters.Mr. Stewart thinks the glamour accorded to the Wright brothers has led toother early ilwentors being given insufficient credit, and regards the first successfulpowered flight as that by Clement Ader in Francc in 1890, though admitting themachine's lack of control. He regards speed as the outstanding factor in aviationprogress, saying: "The picture I seek to present is a picture of speed developmentthrough aviation to space flight." Of aviaticlln he writes: "Its period of growth,development and cxpansion is over," Ilnd though "aviation as a means of transport58

will go on into the foreseeable future", "as a pmgressive technology it has playedits part."There is a large number of e~cellent historic photographs, but only one of aglider - Lilenthars. Perhaps, .now .that progress in sailplane design is almostexclusively aimed at increasing cross-country speed, Mr. Stewart will transfer hisinterest to this subject. A. E. S.CORRES'PONDENCEA GUIDE TO CLOUD·FLYINGDear Sir,I hesi,tate ,to add further to the already voluminolls correspondence on thissubject; my only excuse is that the central topic has drifted from the basic know-howto the consideration of emotional factors in flying and flying training.Going back to my article "The Nature of Accidents" (December, 1963, p. 454),the plain fact is that you can have an accident simply because you get too frightenedto cope. You cannot guarantee that in your flying you will never get frightened,because even if you get so good that you will never frighten yourself (Which formost of us is unlikely), you can be pretty sure that there will be plenty of otherpilots around to do the frightening for you. The solution therefore is that. bytaking numerous small doses of anxiety over a long period, you can increase yourability to tolerate anxiety, so that when the big fright comes along,as come alengit will, you will not be incapacitated by it.There are situations which .are dangerous and frightening like dimbing a tree,and evolution made it so 100,000 years ago. There ate situati«;ms which aredangerous but not frightening like driving a car too fast (but in another 100/000years our descendants will have developed an instinctive fear in this situation).Finally, there are situations which are frightening but not dangerous, like divingoff a high board, and I think it is fair to say that sensible aerobatics and cloud-flyingfall into this category.If you are going to increase your tolerance of anxiety, a factor which may wellbe necessary for your eventual survival in the air, you must get skirt-weaned fromyour instructor at some stage of the game. When you take up cloud-flying yourbiggest problem is to overcome your fear of going into cloud, and in my honestopinion I think you should do this alone.Marlow. Bucks.D. BRENNlG lAMES.THE ARM-CHAIR PILOTDear Sir,I have always found Anthony Edwards's articles both interesting and amusing.His able work on the trapping of polars, and on cross-country flying, would surelywin him a place in any International Team of arm-chair pilots! I certainly do notwish to discourage him from writing more, but I fear that his practical work hasbeen sadly neglected of late. It may be revealing to see this erudite theoretical workput into practice. The theories unfortunately fail to take account of a pilot's previousexperience, ar.d its effect on the chosen course, which often includes more thermalsthan the bare statistics suggest! Even on my best flights, the barograph does notdisplay that orderly array of shark's teeth which is popularly represented as asine qua non of punditry!No doubt renewed practical acquaintance with glider driving will enabl~Anthony to enlarge on his basic theories, to include additional factors. Unfortunatelythey will probably then be beyond the comprehension of most of us!I would also like to add my support to Dr. lames's vi.ews on cloud-flying. Myexperiences with artificial horizons are similar" but I feel that any pilot shQuld59

demonstrate to his own satisfaction the ability to fly straight and reasonably levelon the T. & S. alone, before venturing into a large cloud using the horizon; fewgliders have their batteries charged before every flight.Since the advent of dive brakes, has there been any accident directly attributableto loss of control in cloud? If not, let the pilot decide whether his cloud-flying shallbe learned dual or solo, subject to the usual safety criteria.JOHNFIRTH.HANG ON TO THE WINCHDear Sir,The interesting and unexpected correspondence in your December-Januaryedition prompts me to answer some of the questions raised.The rhetorical Scot, Pensator, f'(>Ses some good questions: he asks what isth~ safe weight that a glider will {can carry to 2,000 ft. This depends on the typeof cable that is used. The hook is stressed to withstand a tension of 1,000 lb., atwhich point, We are led to believe, the cable weak link fails. This weak link shouldtherefore support cable up to ~ lb. per foot at a height of 2.000 ft., assuming thatit was above the winch and there was no tension on the cable. If there were. thenthe aircraft would be sinking at a greater rate than it need. or the cable would break.Such a cable is similar to the 11 S.W.g. piano wire used by most Clubs.The launching c.able is, of course, a catenary form during the launch. As theglider rises, it has to support an increasing load of cable as well as the down loadcreated by the pull of the cable. The secret of high winch launches is to ensuremaximum rate of climb in the early stages. (1 didn't say pull hard back straight offthe ground-that can be most disappointing.) Very little height is gained after theglider subtends an agle of more than 80 degrees to the winch. Thus it is that thehig.hest winch launches are achieved in moderate wind conditions of 20 kt. and more.The simple assessment of power required to raise a glider to 2,000 ft. in theduration of 60 seconds of one Winch launch is about 70 h.p. This also depends ona number of variables which are difficult to determine: that is, the drag of a gliderat varying angles of incidence. However, the output of the engine needs carefulmatching to the winch drum so that the engine is rotating at sufficient speed to givethe torque, and thence cable tension, to suit the speed of the glider through the air.Large drums and high gear reduction are preferred as the large drum reduces cabletangle problems and does not need to revolve so fast.I cannot agree with Alistair Wright that the Ford V.8 is a really suitable powerunit. Frankly, its power curve is too steep, an~,hasn't a wide enough plateau over thespeed range that a glider winch launch requires. Recent experience has suggestedthat the Gardner or Leyland or AE.C. diesel engines of lOO h.p. are more suitable.They are little more expensive than the Ford or Bedford unit but use cheaper fueland less of it.Mr. Wright's questions are releva.nt, but he misses the really important onewhich is: are Clubs really able to spend £1,000 on a winch when they often find itdifficult enough to buy aircraft without sources of RP. finance?The impression remains that whenever someone gets. up in Committee andsuggests a substantial outlay on a winch, the less informed start up the cry thatthey can make one for much less. After all, they know of a suitable engine!bus!lorry that a kind man wi.11 let them have for next to nothing. Unless you are lucky,or know where to find a little-used unit, such machinery is teetering on the edge ofdespair.There are 51 civilian Clubs in this country, and assuming that they have theoptimistic figure of two serviceable winches and one retired winch. this gives atotal market of 150 units. Assuming that a winch lasts 10 years, then this is areplacement figure of between 10 and 15 units a year. At £1,000 each, this is aturnover of £10,000 to £15,000 per year, which is too small a volume of businessfor a separate engineering. unit to be supported; however, some larger concernmigh.t look upon it with favour. Such. enthusiasm tends to be short-lived.60

I feel that the home-made winch will be with us for a long time, and what isnecessary is a better understanding of the principles underlying the construction ofa winch. I will be pleased to enter into private eorrespondence with anybodyinterested.Yorkshire Gliding Club.J. C. RIDDELL.A VISITOR TO OERLINGHAUSENDear Sir.At the end of October I spent a very pleasant week at the "SegellIugschule" atOerlingnausen, with a view to the "five hours", and I would recommend it particularlyto someone_ who wants to do non-competition gliding "somewhere different", orwho wants to practise German while learning to glide. While cross-country flying isconsiderable in the summer, they do not talk so much of 300 km. as of the size oftraffic. and I have the impression that the site is more than anything else a goodschool.The C.F.I. is "Vater" Rademacher, who is most friendly and helpful andwho, -on the ground, speaks good English. The school is run by the Governmentand its equipment and organisation is good (on 26th October, during seven hours,llsing 15 people, 4 gliders and a two-drum winch, we flew 91 launches; they average120-150 per day in the summer). I was with a course of instructors-to-be from otherclubs who generally felt this to be the most efficient site in Germany. Accommodationis good and the food "whole50me institutional". The site is about 1 km. in frontof a long ridge facing the south-west. The countryside has a good reputation forthermals in summer (again, 26th October was a good example for me when Iscraped 50 minutes below 1,200 fl.-well outside my season) and "five-hours" thereare common.A snag lies in the licence requirements, which I do not fulIy understand. I hadto have an official medical examination by the local doctor, which cost me about£2. If I was to fly unsupervised (i.e. across country) I would have had to talce anexamination similar to the written test for the English P.P.L., but I understandthat the Ministry may accept the I>.P.L. as a substitute. That is; Minister vonTransporten (Abteilung Luftfahrt), Bonn.I am sure that other visitors like me will be very welcome. Indeed. severalEnglish people, I think, have taken their aircraft there, which saves them troubleabout the licences.R. 1.. S. BUTLER.J'.I.1-Dell Farm,;ihipsnade,Th.1nstable,Beds.E n g la n dCJ.J ~ G8 _-AngliaThis card, sent bylrene and RomanZubiello, travelledby sailplane mailfrom Les'l.no 180km. nOr!Ir toTokio. a smalltown in Poland.61

Adve~(;$e-ntenls. K'ilh "emitlQnc~, should b~ senl 10 Cheiron Press Lld., 3 Cork St., London. W.!.(R~K~"r S301). Rau 1/. a ,,"o,d. Mi"im"m IS/-. Box ""mbl':n 4/- alro. Replies to Box ""mbersshoJlIt/ ~ $t!,nl 10 Ih~ ,fome ,addr~ss.PUBUCATlONS"AUSTRALIAN GLJDING"-monthlyjournal of the Gliding Federation ofAustralia. Editor, Gary Sunderland. Subscription30 shillings Australian. 24sbillings Sterling or 4.25 dollars U.S. andCanada. Write for free sample copy,"Australian Gliding", Box 1650M.G.P.O.. Adelaide."MODEL AIRCRAFr'-()fficial Journalof the Society of Model AeronauticalEngineers. Features. contestwinningmodel designs. constructionalarticles. photographs and reports ofinternational and national contests. 2/­monthly from any newsagent. Send forspecimen copy free from "Model Aircraft....19-20 Noel Street. London. W.!.PUT yourself in tbe Picture. Buy A1RPICTORIAL each month for the worldair view in pictures and features. Reportsand photos of aircraft and sailplanes,military aviation news, spotters' notebook.etc. Price 2/- from your newsagent.For free specimen copy send 6d.in stamps to Dept. S.G. Magazines andPublications Ltd., 2 Breams Buildings,London, E.C.4.SLOPE SOARING with a radio controlmodel sail})lane is a fascinating pastimeand a typical phase of aeromodelling.Read about this and other aeromodellingsubjects in Aeromodeller. the world'sleading model magazine. publishedmonthly. price 2/-. Model Aeronauti"1lPress Ltd., 38 Clarendon Road. Watford.Herts."SOARING" - Official organ of theSoaring Society of America. Edited byAlex Dawydoff. Address: Box 66071,Los Angeles. California 90066, U.S.A.Subscription, $5.00 outside U.S.A.; applyto your Post Office for a fonn.FO~ SALEALWAYS a selection i).f light aircraft instock from £375-£5,000. Your glider oryour car welcomed in part exchange.1/5th deposit, bala~c~. up to 3 years.Light Aircraft DIVISIOn, Shackl.etonAviation Ltd.• Head Office, 175 Piccadilly,London, W.!. Hyde Park 2448.62FOR SALE (contd.)"DIRECTORY of All Sailplane Modelsin U.S."; 114 photos. specifications. performances.statistics; $50. 1965 calendar,12 7" x 1-0" sailplane colour photos,suitable for framing; $1.00. Soaring Box6607 I, Los Angeles 66. Calif., U.S.A.EX-GOVERNMENT balloon wincheslate type with wire ropes. practically unused,Ford VS engines, £100 each, L W.Vass Ltd., Ampthill, Bedford. Ampthill3255.FOR SALE April/May. Skylark 3B infirst-class condition. First deposit on£1,100 secures. Apply: David Carrow.33 Cranmer Court, London. S.W.3.NEW GLIDER PARACHUTES. IrvinMark 32. only £32. New surplus R.A.F.seat type £8·!O-o. Carr. 10/-. Stockist ofex R.A.F. and U.S. Winter Flying Overalls.Ask for leaflet. Tarpaulin and TentMfg. Co.• 101/103 Brixton Hill, S.W..2.TUL 0121.OLYMPIA 11, exceUent condition. Iowhours, C. of A., basic instruments, trailer,£750. Adams, Astbury, Congleton. Cheshire.SKYLARK 2 1954 crashed, could bere-built. Excellent trailer and instruments.Box No. S.G.188.SK'l'LARK 2. Recent manufacturer'smajor C. of A. Offers over £800. Mansell,32 Waverley Crescent. Romsley.Nr. Halesowen, Worcs. Romsley 497.SWALLOW, 1962. with trailer. Instrumentsinclude electric vario and G-meter.Tip plates fitted. Delivered. Offers. toHill, 37 Buxton Gdns., Billingham. Co.Durham. Te!.: Stockton 54131.TESTED BENDIX J.8 Horizons. C/WCanon Plugs £25, p. and 1'. 2/6 extra.Transistor Inverters p. and p. 1/6 extra.Box No. S.G. 184.T31, spoilers, wing modification completed,splendid condition £300. Tutorwith spoilers 12 months C. of A. wingmodded £200. Trailer available £25. UnmodifiedTutor, no C. of A., completewith assorted spares £50. Devon andSomerset 'Gliding Club, Dunkeswell,Honiton.

FOR SALE (contd.)T.3IB, C. of A. from date of purchase.Resprayed, low hours, complete withspoilers and .mamspar Mod. £400. HandleyPage Ghdmg Club, Park Street, St.Albans, Herts.WEIHE - with trailer, instruments,parachute, barograph £300 plus C. of A.bills, or would syndicate. Lincolnshirearea, Delap R.A.F. Cranwell, Sleaford,Lincs.WEIHE £500 with trailer, Tutor andspare' parts. Sky £800, flying overalls45j- each, ilntruments~ J'8 "G" Met~Is,r.and Banks. V.G. Aircraft Ltd., TrmgRoad, Dunstable. Phone: Dunstable63419.WEST WALES apply Clarence Esplanade.Tenby 2705. Sky completely rebuiltas new by Slingsby, new 10 y~ar C. ofA. Big Skylark canopy, baSIC panel,fix,ed wheel under 1,000 hours, original1952 World' Championship winner. Price£800, or, Skylark 3F the mag,nificent 66,full panel including 1'../ H., oxygen,Crossfell with aUdio, Pye radio, barograph,,dolly, trailer £1,250.YORKSHIRE GLIDING CLUB, SUltonBank Nr. Thirsk, Y0rkshire, 0ffers fordisposal, two Tutor aircraft with C. of A.25 ft. TRAILER fitted for Swallow.Spare wheel, and tyre. (unused) £60. BQcxNo. S.G. 187.WANTEDANY T.21 components. Condition immaterial.Please contact John Hulme,Swaffham Road, Bottisham. Tel: Bottisham323.WANTED. Glider Barograph. Alldetails to:' Roger Allton, Burton AlItonLtd., Castle Boulevard, Nottingham.WANTED T2J. Nigel Hatton, Windyhurst,Churston Ferrers, Brixham, Devon.2'SEATER trainer and I place mediumperformance in good condition. Senddetails to J. D. Marshall. 742 DorchesterAvenue, Winnipeg, Canada.IDOl G~DDiII~ lI_i•• mleresl e-ony_!Huge .tock> GOVERNMENT SURPLUS,CLOTHING AND EQUIPMENT. a,l5o fiy·i"ll clotllinll. boot.. ana!'l!ks. outdoor. clothing,camping, tools and Jmmensc va~",ety ofmiscellaneous cx-Governmel1t equipment.Ever so useful--:you wiU be sure .to fi~dsomcthi!lg you na.-d-and at a baIgam p"cctoo! Send TODAY for our 30-page CATA­LOGUE--6d. post frce or plca.e eaU atLAIJRENCE CORNER. 62·64 Hamp51eadRd., London. N.W.I. 2 min•. EII.ton, WarrenSI. It ",ill be "'ell ",orth "'hile! Po.talcu.tome,. buy with confidence-promPl de.­'patch. refund suarantee. Dept. sa.PERSONALV. G. AIRCRAFf can offer you efficientand speedy C. of A. inspections, I~t usquote you, also trailers to yo~r specilica·tion. AR.B. ap-proval, Trmg Road,Dunstable. Phone: Dunstable 63419.FOR HIREGLIDERHIRE - Brand new trammgand high performance sailplanes onannual contract hire available fordelivery in Spring if ordered now. Fulldetails Gliderhire, 243 Farm Street, Birmingham19. Tel: NORthern 5509.SITUAnONS VACANTYORKSHIRE GLIDING CLlJB requireassistant resident instructor for the summermonths to assist with course.s andclub operations. Qualified tug pilot withP.P.L. and two-seater instructor experiencedesirable. Write to the Secretary,Yorkshire Gliding Club (Pty.) Ltd., SuttonBank, Nr. Thirsk, Yorkshire.C..-ayans forGliding M••ling.lent· or S.lf Tow'Hi,.. D.liv....dwhen requited! Allpo~t., ",ake,available includin9Sprite, Fairholme,Thomso", Bluebird.lat...t models nowon display at ou,Show Site. Open' ••en days .,week.Visit us or writ. fordetails.'" Richmond Road,Kingston-o....Thames; SUn'ey.K1Nll,slon 6340SIlo.. Sir.: Wald.gra.... Road.Teddington, Mk:IdI.s·e..POP.Ill","'. 7643It will of ,courU be u"del'sIood that Ihft British Glidi", Associatioll CannD' aceep' rftspo"sibili,,,lor th" ~lalms mad~ by advertlsets I" "Saflpl""e a"d Glidi",".

CLUB NEWSHIS issue we have a bumper number of reports including for the first time newsT of the Lincolnshire club flying from the Burnaston airfield who were airbornewithin two months of their inauguration meeting. The Land's End Club who areIf> fly from the disused Land's End Aerodrome. Also the R.A.F.G.S.A. MendipsClub at Weston-super-Mare, who, although they have nGt reported before, havebeen in existence about a year.The contribution from Canada mentions David Parscy who many will rememberas a stalwart of the Southdown Club before his departure a number of years agoto the Western Hemisphen:. ,Copy for inclusion in the April issue, typed, double-line spaced on foolscap,should reach me at 14 Little Brownings, S.E.23. not later than W,ednesday, 17thFebruary, 1965.YVONNE BONHAM (MRS.),Club News Edilor.AVROP'IFTY past and present members andfriends attended a social evening recently,during which John Ekman waspresented with the Annual Pilots Award,a tmphy for the best solo performanceduring club year 63-64, by ·our chairman,Jimmy Orrell. The occasion also gaveus a chance to wish Peter Lock a pleasantjourney and good soaring. He winbe in New Zealand by the time this isin print.1964 appears to be the best yearsince the club was inaugurated 11 yearsago By the end of the year we will b.avedone 'Jver 3,20'0 launches at WoodfGrd,also .a number of away visits with theSkylark have gained us several Silverlegs.J. A. K.BRISTOLWITH the ·close of the thermal seasoneyes are constantly scanningthe sky for the first signs that the ridg,emay be working. This it seems to do64not infrequently and on one sun'ny Sundayin late November no' fewer than 12pilots Were comparing performances onthe west ridge. On this day Brian Prattdid his five hours in the club Olympia...Another Olympia 460 syndicate isbusy trailer building. The owners saytheir tr'liler is stronger than most andtherefore heavier, but those of us whohave tried to lift it know it is stuck t@the worksbop floor!Two more solos: Ray Gunner andLiz Saint are to be congratulated andadded to the year's record list of achievements.With Colin Pennycuick's Ka-6 inthe workshop it would seem he intendsto be with us for some time.Frien

BLACKPOOL AND FYLDEP"e.~enratioll of Certificates: I. to r.. Terry Hogben. A. N. Other. Mr. Liver. JaneMurdoch, Malcolm Eaves, Len Clarksoll, Derek Raymond. Richard Aldolls.CAMBRIDGE UNIVERSITYTHE first of the two unexpected experiencesof 1964 we seem to haveshared with most other clubs: a splendidlate summer aDd autumn. The secondone we shared with few: a surge ofsuccess at the Regicnals.Cambridge pilots took part in fourregional contests. John Firth won theDunstable meeting in a Skylark 3F. andColin Pennycuick the Royal NavalG.S.A.'s contest at Dunkeswell in a Ka-6.In the Western Regionals, John Brennerand Siegfrid Neumann came 2nd in theClub's Olympia 2, and in the NorthernChampionships Lionel Alexander andGeorge Whitfield gained 5th place inthe Olympia 460.Our mo~t successful pilot, of course,was Jobn Firth. Apart from winning thefirst contest in which he took part, hecompleted his Gold C with a 19()-miledog leg from Cambridge to Moreton viaNorwich. For futl measure he proceededto bag tbe V.I(. 'ZOO-km. Triangle SpeedRecord on 20th AugustThe larger part of our mileage in 1964was flown in August and September. Amemorable day was nnd August whenseven sailplanes starting from Cambridgecovered a total of 715 miles. One of theseven pilots was Simon Redman whocompleted a 152-mile out-and-return tf'Witney in his Skylark 4.At the end of September GerardDowning flew tbe Swallow to Woodbridgeand thereby gained his Silver Cdistance. The last cross-country of theyear was flown on 10th October, a 52­mile triangle. Local soaring at Cambr,idgecontinued until 7th Novemberwhen R,ichard Fortescue reached 5,000 ft.in cloud, flying the Olympia 2.65

GLlDERWORKC of A OVERHAULS (~ ::f)=t~.--.~REPAIRSHusbands Bosworth AI,fieldL,eicestershir.Our September Camp at the LongMynd will be remembered for the massivewave soaring we had. Alan Pumelland David Wigglesworth gained theirGold C heights in wave lift, David eovering67 miles in the process. Bluebell, ourT-21, joined into the fun and reaclred7,000 f.t, furtively flapping her wings nodoubt.G.S.N.CORNISHTHIS is the time of year when, likeJanus, we try to look both ways.back at 1964 and forward to the 1965soaring season. 1964 was the Club's bestyear for cross-country flying, not somuch for great distances as for the factthat more people were trying; moreSilver C legs were flown than in theprevious seven years put together. Thishas been something of a break-throughagainst the peninsular climate and it ishoped that it can be maintained inweather less favourable than 1964's.It is sad to report that- financially itwas a poor year, and perhaps we've beena bit self-satisfied and not made full useof our facilities. It looks as if we shallhave to tighten our belts llOd work thetreadmill harder this year. We have somekeen new members and it is hoped thatan increase in launch rate will benefittheir training.The winter has given the odd flyinghigh spots and some days in late Novemberwere interesting. When a cold northwesterlyblows off a relatively warmsea not only does the cliff give its lift,but thermals are often stronger than insummer.On the social side the ladies have onceagain been working hard, organising the66firework party and annualwere both well attendedball,andwhichmuchenjoyed.J. E. K.COVENTRYON 5,th December ,our Annual DinnerDance was held at the CoventryAeroplane Club with Doe Gregg in thechair. As in past years, it was organisedby the Mays, with the help of Gus Cunningham,our C.F.I.After the dinner the Club Trophieswere presented by Mrs. Gregg. TheFounder's Trophy (awarded for the bestprogress by a lady member) went toSue Stephenson; the Coventry EveningTelegraph Cup (best progress by theother members) was awarded to LouFranks, who unfortunately, was not presentto receive it. The cup for the longestflight of the year in a club machine(President's Trophy) was awarded toDoug Sadler who also retained the LudgateTurner Trophy.The Jimick Trophy for the most outstandingflight of the year was presentedto Mike Smith for a cross-country flightduring this year's Nationals, on a daywhen almost no other pilot got away.The Boomerang Trophy for the longestout-and-retum flight was also awarded,but the person who was adjudged thewinner declined to accept the trophy ashe felt, quite correctly, that his flight didnot qualify. No re-award has been madeat tile time of writing. The PerformancePile award was not presented as noclaims had been received for this year.The AnnuaJ Dinner also marked theend of our activities at Baginton, aswith the completion of the hangar; theClub has now ceased to operate on thisairfield and will in future fly at HusbandsBosworth. The hangar door wastested and successfully hung on 7thDecember.At the end of November an ExtraordinaryGeneral Meeting was held forthe purpose of explaining the results ofthe recent disagreement between theShaw Slingsby Trust and the InlandRevenue. Philip Wills attended the meetingand explained how the outcome ofthis d.is~greement was going to affectthe ghdmg community and our glidingclub.Unfortunately, the outcome has bee.nthat the Club has to repay the loan

which we had from the Shaw SlingsbyTrust on our new site at Husbands Sosworth.This has come as a blow to ourfinances; however, with the aid of lifememberships, sundry personal loans tothe Club, and advance payment of subscriptions,we should be able to meetour commitments, although the Treasurerwill be busy making ends meet fora little while.C.O.D.-I.DEVON AND SOMERSETWINTER flying continues at Dunkeswellwith even more popularity.No doubt our "cosy" Capstan contributesto this. In November Reg Chubb had anexcellent flight of over two hours in hisnew Olympia 460 which just seems tofloat on nothing. John Fielden also badan hour aDd a half flight but had to landeventttally, his Skylark 3 baving no landinglights!Our Tiger Moth is even busier withaero-tows and also gives members thechance to go on "met" flights in searchof wave soaring conditions, "on tal)"around 5,000 ft. in brilliant sunshine inan open cockpit is well worth the trip.AIR TOURING SHOPatElstree AerodromeTh. fira COMpt.t. Avlalt-,. St.r. for Glid.r, PrI"•••,becuHv. Pilots end Perlch"lislsAIR TOURING FLIGHT GUIDESNAVIGATIONAL EQUIPMENTTECHNICAL PUBLICATIONSMAPS, CHARTS & GLOBESAERAD flIGHT GUIDESSAFETY EQUIPMENTRADIO EQUIPMENTflYING CLOTHINGPARACHUTESJEPPESENSHORROCK Radios, (Sol.. & 5o

Harry Keeble, our Hon. Sec., at theClub.Peter and Honor Grime, with daughterElaine, are leaving us for the wilds ofWales. They take with them our bestwishes and hopes for the future.D.ANOG.DUMFRIES AND DISTRICfALTHOUGH 1964 was disappointingin some respects we had some goodflying and made progress generally. Thenumber of launches at about 1,400 wasslightly less than the previous year. butthe flying time increased by about 20hours, due to the great improvemevt insolo flying and soaring time. Most of theincreased soaring time was due tj thearrival of an Olympia 460 acquired bythe former Prefect syndicate whosemachine was sold to the Club.The 460 has proved very suitable forour conditions and has regularly done 20minutes from a normal winch launchbeatingthe Skylark 2 hands down. Ourfirst Silver C cross-country was gainedby Alf Winter with a flight to CrosbyAirport, Carlisle, and there have beenseveral local flights of over an hour. Wehave gained this year six A and B's,nine C's and two Silver C legs.As a result of making a great effort toget out of the usual financial wood wehave unfortunately sustained a disastrousloss on one function. This has madefurther fund-raising essential and putpaid temporarily to some of our moreambitious ideas. It has also meant takinga realistic look at our costs and subsand if this results in more efficient runningit wirt be a good thing.We have at present a good many keenmembers from all over the south of Scotlandand Cumberlaod and are loakingforward to a very busy year.EAST MIDLANDS(Leicester)IG.J.K.N spile of our troubles, including theloss of our Club Tiger. last year wasan extremely successful. one for glidingat Rearsby. There were the foHowingcertificate gains: 9 A and B; I I Cs; 2Silver Heights; 5 Silver Distances; 6Silver Durations; 3 Complete Silver Cs;I Gold Distance; 2 Gold Heights; IComplete Gold and one Diamond Goal68(subject to confirmation). 1,850 mileswere flown from the Club site and approximately1,000 miles from other sites.Chris Simpson started 1964 off verywell indeed with a very-early-in-the-yearblue thermal flight to Devon (nearlyCornwall) in the Skylark 4.Mick Alien gave us a real surprise atthe very end of last year's soaring seasonby finding the only patch of up of theday under ,a grey, solitary cumulus andstaying with it for half an hour to gainhis C...At the end of November all our syndicateaircraft were rigged and displayedin Leicester city centre. This event wasin support of the Lord Mayor's JohnKennedy Memorial Appeal Fund. Clubmembers-including Chairman and C.F.l.-collected the magnificent sum of£98 10s.Throughout 1964 the clubhouse hasbeen given a series of gentle face-liftsby many willing hands. Special thanksgo to Ivy Moseley for doing such agrand job, with her team of helpers,cooking and tea-mashing in the kitchen.Thanks, too, from everyone to DoeCa~eron, our hard-working and enthusiasttctug-master. Doe really loves histigers!Finally, three cheers go to Emie Smartfor making us our mobile ControlTower, Office. Cash desk. Known colloquiallyas the Spaceship. this invalu-

able piece ef Club equipment was builtentirely by Ernie and put into servicein time to bring the Club even betterresults in the New Year.D.H.A.ESSEX (North Weald)IT is some months since the E.G.C." appeared in these columns but activityhas been COflstant each week-end sincethe last notes. Boy the time these appearwe will have notched up well over 4,000launches this year, mainly on one winch;plus 10 first solos, 7 C's: two by youngPeter Perry and Wally Shead, after onlysix Swallow flights following their firstsolos.Pete Treadaway completed his distanceleg to gain his Silver C and GordonMcRae and Brian Hockley bothgained their Silver heights.Our home-made Bedford winch is atpresent "running-in" after undergoing anextensive engifle refit, most competentlycarried out in their spare time by Messrs.Woods, AlIcom and Kenney.Bill Coyte, our Chairman, has nowrelinquis.hed the post to take up the farmore congenial one of running the FoxhunterInn at Hereford. Good luck, Bill,and our thanks for all you have donefor the Club.CF.l. Jim Rcbinson has taken on thetask of Chairman in addition to hisC.F.l:s duties. The question now is, willthis weight of power enable him to persuadeanother aircraft out of the "powersthat be" in addit.ion to our T-21 Swallowand our syndicated Weihe?We operate,. as other Clubs may know,from North Weald R.A.F. aerodromewhich is now running down and willshortly close, although we may remainin residence for an unspecified time. Uptill now, we are without an alternativesite. Anyone who might perhaps help inthis directicn please contact om ClubSecretary, John Unswor!h. In the meantime,we are always pleased to see anyother Club members who may fly in.A.CM.GLASGOWWE had our first real taste of winteren Sunday, 29th November, withthe arrival of snow and ice and a bitternorth wind. As this wind was cross, fly­Ing was again dis:'upted and the day los:.Our winter indoor programme commenceson" Friday, 11th December, witha "Beer and Blether" evening open tD allmembers and friends. At this gatheringthe first of a series of training lectureswill be given by tbe CF.!. and instructors.This will be a monthly feature andis expected to meet a clamant demand.The Technical Branch will also bebusy. Our Tutor is to "be modified andthe newly-acquired trailer requires alteration,ready for the new season's crosscountries.T.J.G.HANDLEY PAGE'tVTE conclude this m

duce such a profusion of thermals ,thatDiamond C heightsplace in 1965.will be common­F. M.K.LAKESMR. and Mrs. Len Redshaw honouredus with their presence at the Club'sAnnual Dinner Dance at WindermereHydro on 27th November. Mr. Redshaw,in a brief 5peech, said he hoped that theClub, in the flush ,of its success, wouldnot fall into the trap of concentratingtoo much on advanced trying at th~expense of neglecting its new memberswho were the - life-blood of the movement.Mrs. Redshaw then presented thetrophies. The Lord Lonsdale Trophy,for the longest flight from home base;,went to Gerry Wilson. Gill Haslam receivedthe Leighton Hall Trophy for themost 'note-worthy flight of the year. TheDodd Cup for outstanding service tothe Club was presented to our Chairman.The events of the year versified by oneof our members gave the reason:THEBritish AviationInsuranceCOMPANY LIMITED•The o/de.t andlarge.t office .peciali.ing inCivil Aviation•HEAD OffiCE3-4 LIME STREET.LONDON. E.C.3"1964 AND ALL THAT!"The Gremlins up at Tebay were bored with regularity,So onc day they decided to upset the whole affair. 'They did it very thoroughly, causing great despondency,And topsy-turvied everything-the land, sea and air.The hangar flew to pieces when gales blew in February,Rain washed out the courses, and the sheep drowned on the tell.Winches played lIS up a bit, and last, lOcrown our misery.The members started falling off, and strained was our morale.But then up spake OUT Ernie, the Club's dynamic Chairyman,"I vote we've had enough 0' this-it's time we acted bold,I'll see 'em down at Vickers' and try some native charm on 'em."He did lust that-and presto !-the fairy tales unfold!At Vickers was a glider man who listened to the tale he toldAnd acted sympathetic like to fliers in distress.He got for us permission to take our kites to Walney Isle,And so began the salvage of a rather sorry mess.AOQut t/lis time our Chairman fell sick of influenza bugsAnd Jay in bed a' thinking OUt the things he had to do.He delegated duties to able energetic mugsAmong liS who were willing for to work tas he well knew).70He led a. team of aircraft. He'd ,another coaxing tractors,And one to do tile cooking, and a fortrth one on admin.And eight of Ollr best pilot, for to act ,as Club Instructors,The memors, it you like it, of banana-fingered men!

And still he wasn't satisfied, this most rumbustious Chairyman,A drivin' of tlte slaves of his, he'd put to work so well."/ want the launch r;ate doubled-and trebled if it's possible."He worked us so unmercif'ly, the planes went up like lIell!But aims alone are useless unless results "comme/lSUICate",So Ern;e, very fittingly, led oU witll SNver C.Just to keep him company G. Wilson then repeated it,And Haslam flew to Homby. (Many tyros flapped a B).Solos got monotonous, such was their regularity,But others we must mention are Reg WolU and D. MilleJt.The first cramm'd in Olympia for five 1I0urs solid purgat'r)',The laller for cross countries tllat just failed to make a hit.T;s a strange tale-our fairy tale-..of loil, an' sweat, an' tears an' all,A weepin', an' a waili/l' an' a gnashin' of the teeth.With litlle bursts of humour--(a laugh to prop us when we fall)Blit has it not bee/l worlll il, Emie?-SlIre it has! Good neet! !F.G.R.LAND'S ENDTHIS is a new Club t:ormed in thehQpe of obtaining permission to usethe attractive grass airfield, at presentclosed down, at Lands End.Ambitious and detailed plans havebeen prepared but the only possible Clubactivity at present is keeping fingerscrossed, although permission has beenobtained for one or two privately ownedaircraft to use the airfield on an occasionalbas.is.If we are able eventually to go ahead,a small but efficient fleet will be intensivelyoperated by running summercourses" and flying will be available aswell as gliding at least five days a weekall the year round.The site offers interesting prospects forsoaring, with cliffs in all directions andsea breezes from both sides going up inthe middle! South-westerlies are observedto produce streets starting preciselyover the field and disappearing upthe middle of the cOl,lnty. Wave has alsobeen observed on many occasions.Cross-country planning is simplifiedby requiring a track of 060· made goodfor 160 miles before a choice of directionis offered, but we live in hopes.Anyone coming our way in the spring(fingers still crossed) will be warmlywelcomed-at least we don"t think you'llovertly us!D.T.LASHAMWITH 1964 we must have seen oneof the best soaring seasons sincethe art was discovered. Certainly. atLasham, we have broken all our recordsfor numbers of hours tlown and thevarious soaring clubs will no doubt bereporting their own cross-countryachievements. The Society has done itspart in producing a near record numberof launches.We are very sorry to lose the full-timeservices of Derek Piggott who-bavingtasted freedom tbis sum,mer whilst filming"Those Magn.ificent Men and TheirFlying Machines"-has resigned fromtbe pOsition of G.F.I. of Lasham in orderto concentrate on writing and on bispowered-trainer project. However, Derekstill rema.ins an active member ofLasham and we hope to see a lot of himas his powered-trainer develops; this,could help us all by taking the acheand frustration out of gliding training.Also, Derek is continuing to run ourInstructors' courses with that authorityand enthusiasm for which he is so wellknown.The post of C.F.I. and Manager hasbeen taken on by Derrick Goddard whowill be assisted during the winter byLes Creed and Tony Smallwood andduring the summer by fu~ther full-timeinstructors, to say nothing of the manyvoluntary instructors, who devote somuch of their time and energy.7J

A new novel forchildren byA breathtaking story of an early Elizabethanflying machine, written by the ace gliderpilot, who gives convindng evidence thatone may actually have been built and flown.'What gives the book its very real fascinationis the dazzlingly good idea on which it isbased.' THE TIMES LITERARY SUPPLEMENTIllustrated,16s.JONATHAN CAPEFLYINGPZLINSTRUMENTSnow from stock in the U.K.Total Energy Val'iometers - A.S.i-Turn and Bank IndicatorsHorizons - Clinometers - Compasses, etc.NORCO ENGINEERING LIMITED,Burrell Rood, Hoyworcfs Heath, SussexTelephone:-HaywardsHeath 2740 Telex:-8789Sole Conc'essionaire~ for MOTOIMPORTArtificial72

As usual, Lasham continues to operatethrough the winter, week-days and weekends,come rain, hail, ice or sncw. TheSchool fleet now consists of three T-49's,tWO Swallow~ and. in conjunction with aprivate owner. a Blanik. At this time ofthe year-~rticula[\y during the wcek-we are able to extend a welcome tomembers of other gliding clubs who areJ.ble to dr'op in on a casual basis to tlyas day members. Later on in the yearwe obviously have to give preference toour own members as the queues becomesomewhat longer, althougb a reorganisationof the launch-point has greatly reducedfrustration.The new clubhouse and the superbcatering have altered the face and digestionof Lasham and made il altogethermore c:lmfortable and liveable-in. Thiswill soon be. matched by better sleepingaccommodation since the bunkhouses arein the course of reeonditioning by anImperial Colle,ge team, led by Bill Bailey.So perhaps next year we shall reallyhave "gliding in comfort and joy".A.D.F.LINCOLNSHIRE (Burnaston)THE preliminary talks er 4th October,1964. on our foundation. led tQ. aninaugural meeting on th,e, 18th. Withintwo months we were airborne and flew76 launches on our first operationalweek-end of 28th/29th November.Jack Nicel has very generously allowedhis Westminster to do the bestpart of our launches-all auto-tow. Weuse an Austin 7 Ruby as a retrieverhookon top-back of salQon and bootin the down position as a 'chutccaHier.The pick-up technique gets the cableback to the launch p,oint before a T-31touch down from a 4-minute trip.The bird we are dating at week-endsis the Club T-3 L We are lucky in alsohaving club-minded syndicates with EoaBaby and Olympia 2.Roy Kyme is talking about giving usan Automatic Transmission auto-towvehicle. For next week-end we hope totake delivery of a Scamp.C.F.l. is Siggy Romrig. His openhearted enthusiasm sets a tremendousex~mp!e. Membershjp to elate is 4S (fulIypaid), as yet we are fixing no Iimitsallare most welcome.E. B.MIDLANDTHE last week~nd in November- brought the first real snow of thewinter and most of our cars spent Saturdaynight in Asterton.Thanks to some strong westerly windsduring the last few weeks in 1964 wehave recently enjoyed more tlying thanis usual for this time of the year. Flyingstatistics for 1964 show an increase over1963 both for hours and launches.Although the Southdo,wn Club visitedus for the week immediately after Christmaswe have not had the usual numbercf winter visitors.Recent months have brought us a fewmore lady members who actually fly.They should do much to brighten tbe'winter scene.The Soug Bar which leads off theeastern end of the lounge is nearly completedand should prOVe its worth.On 12th March our trophies will bepresented to their recipients for 1964 ata Dinner Dance to be held at TheBelfrey at Wishaw.The Easter Rally will be held as usualexcept, we ho~e, for the weather. Entryforms ma'l be obtained from PeterO'Donald.K.R.M.NEWCASTLETHE unusually mild autumn has givenus a tlying start to our financial yearand we have already completed morelaunches and tI'own more hours for thistime of year than ever before at Carlton.Given a reasonable winter we shouldbe in a strong position to make 1964-5 arecord year. However, when these notesappear in print we may have disappearedunder several feet of snow! Still, it'snice to have a good start.F1yingwise, nothing much has happenedsince the last club notes werewritten. Soaring winds have been ratherfew and too strong to use, and we havenot had quite so much wave activity asin previous years.On the social side. the Annual Dinnerin December was another success for itsorganiser, Andie Hardie, and a filmshow was held in Janujlry. At this year'sDinner three new trophies, generouslydonated by an anonymous member were.presented for the first time.They were awarded to Chairman lan73

Paul for the best cross-country flight .efthe year, to C.F.I. Norman Revell forthe longest cross-country in a Clubmachine, and to Ronnie Donaldson forthe greatest gain of height in a Clubmachine. Norman Revell alw holds theClub's Runciman Trophy.Various members have embarked upona scheme to beautify the clubhouseand if all the many plans are br.eught tofruition. there should be a considerabletransformation in our pr~nt abode.There are even dark rumours circulatingthat the clubhouse is to be turned intoa den of alcoholic iniquity by the provisionof a licensed bar-what is theClub coming to?B.W.B.NORTHUMBRIATHE Club's Social season got off to a, resounding start with a dim~e organisedby Sigrid Hindrnarsh and attendedby more than 200 members sans overalls,with their wives and friends. This wasfollowed by a bonfire on 14th Noyember.For thfs contlagratio.n, Alan Brownand his band of helpers practicallycleared the Club's wood of timber andtopped ofi' the pile with several partusedgliders.The ladies looked after the inneE menand women with sandwiches and hotsoup to stave off the effects of the galewhich had, that very ,afternoon, producedwrne phenomenal launches. Bestwas the Eagle, which had cast off at3,800 ft. after II minutes on the cable.In the absence of the two-drum winch,the Club's launch rate is still very low,with the red ball of the launchometerstill showing too far up the scale.Since the arrival of the T-21, AlanBrown and Bill Lowrie have been ap'pointed instructors.Despite poor launch figures, the T-21is doing sterling service and membersare getting in a fair number of circuits.On several occasions, attempts by syndicategliders to reach the tantalisinglyfar away Stocksfield ridge have resultedin landings-out or near thing scrapingsback:.The sight of c.F.1. Dave Wilsonsetting off towards the west usually setsmembers to coupling up the Eagle trailer!On 6th December, however, the Hedleywinter wave struck. Your scribe hadthe honouT of being the first to pay74soaring fees for the T-21 after a veryrough 14 minutes in the wave and ashocking heavy landing. Turbulencegrounded the T-21 until late afternoonbut the Ka-7 and Eagle syndicates madehay until the wave collapsed.In the late p.m., the wave re·formedstrongly right over the field, and AlanBrown in the Ka-7 and Dave Wilwnsoon disappeared into the murk, closelyfollowed by my wife, Nee! and TommyRuffell in the T-21 who also disappeaJedin very short Qtder. In due course, theKa-7 made a tlarepath landing andreported 5 up at 70 kts. on the returnlegṪhe T-21 crew eventually returned ona borrowed low performance scooter,covered in what may have been mud,and smelling strongly of pig;, havinghad to land out several miles downwindbeing unable to make any headway.P. W.L.OUSEAFTER some three years of operationat Rufforth, we can now look onour past efforts with a sense of pride andachievement. The Club's small quota ofSilver C legs last year have made usaware that we are at last "arriving~ inthe gliding world, and this season willreally see us on the map.Instructor Bob Plane seems intent oncollecting a certain "pot" while colleagueLes Bellamy. overhearing a friend disc~singgoals and the fact that Lashamis 205 miles away, thinks a Diamond forgoal may be on the cards very soon.Girls appare.ntly are not the only onesinterested in diamonds!Seriously, though. what does the futurehold? Prospects indeed look bright,especially now we can expect a T-2IBand a further high-performance job tosupplement the Swallow. With twodouble drum winches and talk of autotowpulley launching thrown in, weshould be well equipped to take advantageof any stray cumulus. Our moreexperienced members will be settingcourse cross-country for their first awayflights. let's hope they do well.The weIl organised Annual Dinnerand Dance last Qctober was our bestyet, credit being due io Norman Worthy.Brian Jefferson was our most welcomeguest from Camphill, with humour up

to his usual standard. The surprisedrecipient of the third presentation ofthe Anthony Forster Memorial Trophywas Colin Stanford.Congratulations this month go to AlanSimpson and Les Smith (both powerconverts) and to Cliff Houseman andBarry Fletcher for C flights. Alan wentsolo in the T-3IB on the 30th anniversaryof his first solo in a Tiger Moth~this, I might add, was sheer coincidence.G.L.B.PERKINSAN Eagle will be joining our presentfleet of Skylark 3, Olympia, T-2IBand Eon Baby sometime in January orFebruary, thus p\JUing strutted machinesin the minority for the first time. If wemanage to obtain a second winch, withthe use of the Eagle we should see in1965 a significant increase in the launchrate and more important, an increasein the number of members who have experiencedreal soaring flight.Our Annual Dinner Dance was heldon 22nd January with a real live"group", and was most successful.C.C.D.SOUTHDOWNAUTUMN and winter generally seeus confined to circuits except whenwe are lucky enough to have a Northor North-East wind when we get excellenthill soaring, and often bungeylaunching, along the north facing slopesof the Downs. On a good day it is thenpossible to soar from Alfriston alongthe Downs to the cement works nearLewes.Now, thanks to some pioneer work byChris Hughes in the syndicate 4

Jams us from Imperial College G.c.Hugh was swiftly elevated to the instructingbranch further improving ourconsiderable strength.A second Olympia syndicate hasformed with Messrs. Wnght, Harvey,Aranyos aod Birch taking over the redand white 2B formerly the property ofthe first syndicate. This brings the totalnumber of gliders on the site to five andwith two winches, the tug and threevehicles, not to speak of trailers and twolarge down huts, we a,re 'actually havingto plan the hangar packing these days.A. W. H. L. W.SWINDONTHE AG.M. has just taken place andthe committee for 1965 is to besmall and streamlined. The followinghave been elected as officers: Chairman,L Colquhoun; Secretary, G. Turner;Treasurer, R. Clark: Groflnd Engineer,D. Rawling; Social Secretary, J. Young;Aircraft Engineer, R. Maxfield.A spe,cia] vote of thanks goes togetherwith our grateful appreciation to ourpast Secretary, Miss B. Sanders. She hasdone us proud since we started, and hasbeen our Secretary for five years. Wewish her well, and hope to see more ofher on the field in '65.It is hoped that we shall soon have theuse of a new Blanik which should behere by January. One of our new members,Chris Day, has acquired one ofthese machines and is allowing the Clubto use it. as an advanced trainer. Thetotal fleet for 1965 will now consist ofa T-21, Swallow, Olympia, Blanik, Skylark4 and a Grunau.I now end by introducing PeterClifford who will be your scribe for thecoming year.D.E.S.WEST WALESTHE Capstan has established itselffirmly in the Club fleet and now thatthe icy winds of winter have returned itis rather sad to see the T-21 left in thehangar.However. the two hours' 6ight it maderecently at 1,500 ft. over the 200 ft.Broadhaven cliffs in a 20 knot westerly.is an indication of its superiority and theincreased utilisation in tugging we expectthis winter.Its value for cross-country familiarisationwas demonstrated last spring when ittagged on behind the Auster when itwent to Staverton for quarterly over,haul. The 5 hour return trip up the coastand back through the valleys with cloudbase at 1,000 ft. was invaluable for aerotowingand map reading practice as wellas in field selection. ]t is encouraging tofind that there are so many reasonablefields available in the Welsh mountains.All credit goes to Bill Shepherd whomade our most notable flight this summerin taking the Skylark over 100 milesnearly to Hereford and gained our firstSilver C.We must not forget the retrieve crewweo, with absolute faith in their C.F.I.,went 70 miles up the road before telephoningback. (The C.FJ. had declared76Streeting of clouds and gliders at West Wales:photo by Squibbs Studios.

Margate before setting off in Sky.) Unfortunatelyat 2,000 ft. three miles outto sea he funked crossing CarmarthenBay and landed on the beach outside hishome at Tenby. It then became a racebetween the trailer and the slave gangof holidaymakers pulling the Sky, withoutwheels, away frem the advancingtide over a mile across the beach to thesafety of the dunes.Cliff soaring goes on whenever theopportunity arises and once again theSky and Skylark completed five hourssimultaneously over Tenby in September.a satisfying reward for our hard workingSecretary, Arthur Squibbs, and a SilverC completion for IS-year-old DickyBaldwin.Chairman, David George, and instructors.Uoyd Edwacds and Gil Phillips,revisited Fayence in the South of Francethis October, this time with wives. Dcspitea 20,000 ft. Mistral wav,e for twodays, they prefer to draw a veil overthe tribulations -of French gliding, andprefer to remember the night clubs ofCannes. They wish to acknowledge theunlimited hospitality of Mr. and Mrs.F. S. Coote at Fayence.The Club is now concentrating on theorganisation for its 1965 HolidayCourses and look forward to the pleasureof meeting and satisfying all whovisit us in the future.T.G.P.WORCESTERSHIREWE have now reached the time ofyear when we can look back tosee if our hopes and aspirations of earlyspring have been realised.A total of 1,450 launches, some 115hours, may not look very impressive tolonger established clubs, but on thewhole we feel a certain amount ofcautious satisfaction. Flying started fromour new site at Bickmarsh in mid-Mayand by the end of November six memobers had obtained A and B certificatesin the T·31's and six C frights had beeDmade by the Tutor pilots.These flights in tbe Tutor from acompletely flat site are especially cncouragingand give cause for optimismfor the day whcn we have more advancedaircraft.We are taking a long, hard look atour ground equipment and it appearsthat we are assured of plenty to do duringthe winter. One pair of T-3l wingsis being fitted with spoilers which, it ishoped, will reduce the "long slog back"and thereby put up the launch rate.By the time these notes appear thewh:te pegs in the ground near the hangarshould have been replaced by the clubhousewhich a member has "obtained".People have even been heard talking ofbars and other sophisticated comforts.R.C.S.The Worcestershire Club's T-31 takes off on yet ,(mother circuit.77

SERVICEBANNERDOWN(R.A.F. Colerne)ANEWSRECENT civil aviation circular recordsthat a P38, of all-up weig:-ttof some 13,500 lb. was held, in standingwave, for an hour with the propellerfully feathered. The lift was estimated bythe pilot to be in the order of 800 ft.per minute. This does indeed givethought 10 the aspiring soaring pilots ofBannerdown. who on many occasionshave ob:erved lenticular cloud ab:lVeColeme.In our last period shorter days haveto some extent been compensated byreasonable flying weather and in conse­,quence our record of launches andhours has been quite respectable.One of the mast frustrating expeditionsever fell to the lot of Pete Weavers,Sandy Sanderson. Bob Bryant, KeithVater, led by Mac Mclntyre duringOctober. Witn much planning and C'lrefulattention to logistics they arrivedfor a week's soaring .at Halesland, butwmd and weather failed to co-operateand. they eventually returned havingachIeved IW:> 3-minute circuits each forthe week.Work en the ground has continuedapace; G me:ers have been installed,the club room has been redecorated, asalso has the coach which now proceedsto the launch point under its own steam(when suitably persuaded by Tiny Whitney!).A Ferguson tractor has beenloaned to the Club by P.S.I. and thisis already being put to exceptionally fineuse. Along with the tractor, Mac McIntyreand Tom Cobold have produced.after much planning and even more hardwork. what must be the finest spreadertrailer in the G.S.A.At the last committee meeting theDaniels Trophy was awarded to RoyGaunt for his seven hQur and returnto Aylesbury, since then, ;md in spiteof his protests, the Colerne Cup hasbeeD awarded to Padre McKenzie. Ourmost sincere congratulations to thePadre on winning this trophy which isawarded to the member doing best inthe air, and mest cn the ground for theyear.Although major inspectjons are notdue on t:'e two Olympias until nextSpr,ing, our Teeh Member, Pat Sassi.already has the work in hand to ensurewe have an unimpaired soaring seasonnext year.Our latest excitement came recentlywhen C.r.I. Tug WiUson sniffed out ourvery first local ridge on the west side ofBath Racecourse. He confirmed his estimateof a 15 kt. westerly requirementwith a 45 min. flight in the 2B at between500 and 1,000 ft.B.l.W.Cheviots Club InstructorsI. to r. J.Allerton, N. WIIkinson,C.F.l.•L. G. Stanbridge,B. Light/DOt.78

CHEVIOTS (Acklington)SINCE our last appearance in thismagazine we have undergone a fewchanges in the admin. organization ofthe club.On the 7th November we said "Goodbye"to our founder-member, DeputyC.F.I., Secretary and Treasurer, namelyBob Lightfoot, who has be-en postedaway to learn to fl y monsters with reheat.A party was held in the clubhouseand we gave Bob a good "send off"which I'm sure he will remember witha slight headache. The open posts havebeen taken over by Flt.-Lt. Fenton asSecretary and Plt.-Off. Eggleston asTreasurer.The winter weather has taken its seasonabletoll of flyers away but thehardy types have been busy keepingtheir hands in and competition for thetwo-seater has been brisk.At present John Clark and Stan Stanbridgeare busy with the loan of a bulldozerclearing OUT local ridge site tomake it accessible and the landing stripsafer. At present it is only possible toallow suitably qualified pilot-s fly theridge as no dual training on the ridge isavailable.Shortly we hope to take delivery ofour neW diesel type winch which shouldmake some welcome difference to ourpresent launch rate and help to reducerunning costs owing to increase in petroltax.The Club cordially invites all glidingtypes in the area to pay us a visit andhave a few drinks in the clubroom of aSaturday e....eoing.N. A. W.CHILTERNS (R.A.F. Benson)N0W that the winter months are onceagain uooo us we are settling downto "Four minutes a time" after the excellentsummer.Our new M.T. Member, BarryNowells, started his job with a bang.Two winches blew up within a fortnightn~cessitating two engine changes. BothWinches ar-e now finished and Barry andft'0.rkers will be able to take it easy afterYIDg VS's for the last few weeks.Sue Parry and Celia HarlinJ/; underthe skilled guidance of Dusty Millar aregradually getting our new coffee bar intoshape. .The Annual General Meeting was heldon Wednesday, 2nd December, when itwas decided to revise the flying charges,Le. the hunch and first 20 minutes soaring'2s. and each successive five minutes6dḂill Maltby and John Butler have recentlyreturned from Bicester as instructorsso the loss of the civilian instructorshas to some extent been offset.G. H.CONDOR (R.N.A.S. Arbroath)T TNHEARD of maybe, but extinct­U far from it. Despite our rather flatcoastal location, 1964 has proved quitea successful year fOT us. At the beginning~~ the year emphasis was placed onrecrUltmg some new blood into the Cluband. having done this we manage to starta pilot training scheme with the help of~ MacRoberts Trust Fund grant enablmgus to give any pupil showing, interestand ability. 40 flights at reduced rates.Gordon Glennie handed over as C.FJ.to Dave Holding in September. In thethree years that Gordon was C.F.1. hedid a tremendous amount to keep theClub going and we are particularlypleased to know that he is to remain asDeputy C.F.l. Oave, who is no strangerto this Club, since he was C.F.!. hereduring 1959. comes to us from Yeovilton.Amongst other things, he is now ournew Ground Engineer in place of EddyWarburton whom we bade farewell toin. September. We wish Eddy best wishesWIth Portsmouth Naval.Cong.ra.tulati.ons to Jim Hardie. Jnr.,on attammg hiS -complete Silver C in oneweek's flying from Portmoak with ourSkylark and subsequently achieving hisP.P.L.: also to Gordon for winning theCI.ub Championship cup for the bestmll~age flown; Phil Parsons, our bestpupil of the year, and George FarQuharwho completed his Silver C and alsowon the spot landing competition.Gordon took the Skylark to theNortherns at Campbill and came tenthand Dave followed by taking it to theR.N. Comps. at Dunkeswell earningsecond place. In add'tion Fulmar Clubtook it to Bicester.As far as borne activities are concernedwe have now overtaken our target of2,000 launches by 800. Our Grunau is79

again airborne after presenting us withmore than its fair share of snags and theT·3!. now fully modified, is also earningits keep once again. Eight pilots havegained their A and B. 6 C durations havebeen flown and 5 Silver C legs completed.In November we held our annualDinner Dance which was a great success.We have also acquired a bus for use asa mobile control room for which wehave to thank Les Tuffley and one ofthe local bus companies.C.C.H.EAST MIDLANDS (Swinderby)AGLOOMY November has curtailed- our flying somewhat, but congratulationsgo to Gerry Webb and John Watsoowho soloed in our Tutor.Chas Morgan, om C.F.I., is off for aspell in the Far East; John Delafield,Deputy C.F.I., has just returned fromNew Zealand, Don Spottiswood fromthe United States and Paddy Hogg hasbeen to Malta. Committee meetingsunder these circumstances can provedifficult!Dave Roberts' Tiger Moth is now inoperation, a valuable addition 10 ourfacilities. W,e expect the full benefits tobe reaped oext soaring season.Finally, our thanks go to JennyBarker, whose efforts in providing cateringimproved the Club's operation, keepingmembers at the airfield on bleakwintry days.J.G.W.HERON (R.N.A.S. Yeovilton)T the end of 1964 we can lookA back 00 our best season yet, ooein which the hours flown and launchesachieved handsomely surpassed those ofprevious years.We started the season with a TI1 anOlympia 2B and Ray Foot's Skyiarkserviceable. In June we welcomed KeithHooper with his Olympia 2B to theClub and at last, in September, the T31was returned to us, modified and muchrenovated. The TII is having a majoroverhaul dwing the winter months andso 1965 should start with all our aircraftserviceable.On the ground our facilities have improvedas the season progressed. A Ford80Mike Livesay, Hon. Sec. of the HeronClub. who took five months from firstlaunch to Silver C.F-l00 pick-up, bought with the aid ofthe Nuffield Trust, has revitalised ourlaunch rate and is a good investment forany club whose airfield has runways.An obsolescent mobile Crewroom hasbeen most successfully converted to aClubroom which is driven out to thelaunch point at the start of the day.On'! end forms the office and the otheris equipped for cooking, loafing and encouragingthe cooks.Club aircraft flew in the Junior Inter­Services Competition at Bicester and inthe Naval Competition at Dunkeswelf.In the latter competition, Dave Holding,our C.F.!., came second, flying Arbroath'sSkylark 2. Oave has since oeendrafted to Arbroath and Eddy Basham,ex·R.A.F., civilian, is our new C.F.I.Messrs. Neech, Fell, Fallon, Milneand Monkhouse have achieved their Aand B, Mackonochie, Neech, Arbuthnotand Carver soared for their Cs. RayFoot, it is rumoured, has actually appliedfor his Silver C this season, having flownall the legs again and a possible GoldHeight for good measure. Keith Hooperand Charles Perry gained Silver Heights.Mike Livesay, our energetic Hon.Secretary, achieved what might well be

a gliding record. He made his first everlaunch in the TIl on 21st April, 1964,and complet,ed his Silver C OD the 27thSeptember, 1964 - a shade under sixmonths. In this fine effort he was verylucky to be a.ble to fly from R.A.F.Bicester during his summer leave, wherehe completed the duration and heightlegs of his Silver C. The distance legwas flown on the 27th September in theClub Olympia from Yeovilton to Upavon.The season was nicely rounded offin November when John FieldeD, whoso successfully ran the Naval Competitionat Dunkeswen, was the Guest ofHonour at our Annual Dinner.Despite the problems which flyingfrom an operational airfield entails, wehope for an even better season in 1965.MENDIPS(R.A.F. Weston-Super-Mare)AVING completed our first year ofH not uneventful operations, it is timewe made ourselves known to everyone.The Club caters for the R.A.F. person·nel of Locking in particular and allR.A.F.G.S.A. members in general. Flyingis carried out at nearby Weston­Super-Mar·e Airport on Tuesday andSaturday afternoons and all day Sunday.Our start was a shaky one. with oneserviceable winch and tractor, of dubiousancestry and doubtful future; a T-21 andTutor. two instructors-AlIan Lovelandas C.Fl., and Jim Martin assisting. Duringthe year Peter Purdie and Ted Hallgave valuable help with flying training,but not for long. The usual servicedisease struck and resulted in Peter goingto Labuan and Ted to "Civvy Street".Allan also moved on to pastures green.We were lucky to obtain the servicesof John Williamson as C.F.I.. so ourcontinued operation is assured for thetime being. Although the instructionalstaff has dwindled, the membership hasgrown steadily as also has our equipmenl.We now boast a T-21, T-3I. Tutorand Grunau 3, two diesel and one petrolWinch, two tractors and a Landroverret rieve vehicle.The last year has seen many improvementsand a training achievement that ismore than fair. with more first solos thanany other O.S.A. Club. We look forwardto 1965 with eager anticipation -and afirm' resolve to improve on the past.Should any of you be in this area, comeround and make yourselves known. Wewill be pleased to see you.H.P.PORTSMOUTH (R.NA.8.)AFTER a crop of A, Band C certifi·cates and Badge Legs, life seemssomewhat quieter at Lee. The trainingprogramme continues and our membershipcontinues to increase. We are gladto welcome R.A.F. personnel from ThorneyIsland who are coming to fly withus.The few who have visited us so farhav,: shown just the right kind of enthUSiasm.Congratulations to DerekRumsby on his C duration.Th~ Club is now thinking in terms ofbUildmg a Swallow from a kit. It is felttbat, with Eddy Warburton's know-howthis is a feasible project. The Tiger Mothsyndicate continues to flourish and wecontinue to enjoy the benefits of aerotows.L.D. V.WHITE ROSE(RA.F. Church Fenton)THE last few months have witnesseda considerable re-shuffle of ourmembers and the arrival of some newblood has helped cope with all the inevitablehard work after the soaring season.Gordon Sharp has taken over as C.F.I.from Tony Barnby who has been postedto C.F.S. and Bill Harding and RickAtkmson, both "ex·Fenlanders·' havearrived to swell the ranks. 'Pete Rickwood joined us from theEast Midlands, and together with JimR08.crs, has done a magnificent job ingettmg oar Granau back into service.We are continuing the circuit trainingaJ:!d our work in the hangar through thewmt~r months, with a view to some goodsoarmg next season.R. C. A.CRUSADERS (Cyprus)IRSTLY we must apologise to allF wbo read our last newsletter. Theapparent disjointedness in the middlewas due to oUr scribe's verbosity being81

edited unwisely. We have now completedrepair of our T.2l mainly by theefforts of Roy Bullers. Our Swallowhas had its C. of A. and is ba,ck inaction. The club hangar is comp,lete,including door, and the T.2l just pasSeSthrough with a dainty flick of its tail.Wc are going to send some of our memberson a course to the Mynd to learnhow to stack aircraft. Our new T.21 isawaiting collection from Slingsbys butas we are unable to afford the fare, weare looking for anyone coming here fora holiday from V.K. with a hookedaeroplane. Having now got our aircraftsorted out we are frustrated by weather.In the summer we get inversions and inthe winter we get rain and mud, evenmor,e than Lasham at the last Nationals.W.e lose Don Holliday next monthand have gained Peter Latham in hisplace. Chris WiIliams has also returnedto V.K. and his brother, Pete, is shortlyto follow, both have been great assets totbe club. The Christmas party was verywell attended, which is more than canbe said for the ground instruction lectures.J. D. B.OVERSEAS NEWS. ..~-•.:..AUSTRALIAMAI.COLM JINKS, aged 19, ofWaikerie G.C., won both theSouth Australian G.A. Winter Trophyand tbe Orange Week Trophy for thesecond year in succession. He holds thenational goal-ar.d-reiurn record. 240miles.Orange Week was held at Waikeriefrom 1st to 9th August. Six clubs entered10 aircraft. Nine cross-countriesadded up to 827 miles, the ~t being228 miles by Malcolm links in a K-6."Such distances in winter have onlybeen dreamed of up till now," saysAuslralian Glidin/?Malcolm links made his notable flighton 5th August. after a cold from hadpassed during the night and brought a20-k!. S.W. wind. Typical Cumulusstarted at 10.30 and cloud streets formedlater with a base at 5-6,000 ft. His flighttook 50} hours.-Auslralian Glidin!?Further details ef the 15-metre Boomerang(ES-69), which is expected to takepart in this year's World Championships,have been received:The willg profiles used are the FX82series of sections developed by Wortmann.Special techniques have beendeveloped to ensure an accurate andstable wing surface which will be relativelyinex~nsive and easy to repair.The wing is constructed on an accurates~el tube jib. The main spar is of "improvedwood" with normal truss spruceribs machined against templates to anaccura.le profile. The thick 2.5-mm. fiveplyskin extends behind the main spar toapproximately 60 per cent of ,the wingchord. The leading edge is mouldedv. G. Aircraft LimitedEfficient and speedy C of As.Repairs, also trailers, toyour specification.Workshopl:-Tring Road, DunstablePhone: Ounslable 63419

The Boomerang.from a light-weight and stable olasticmaterial. . .A feature of the Boomerang is theall-flying high-aspect-ratio swept tailplane.This offers considerable reductionsin taih:dane drag at high speeds, thesweepback being used to increase thetail movement and improve stable flightcharacteristics with a normal fuselagelength. Two versions are planned-thefirst to have a skid and wheel undercarriageand the second to have a singleforward wheel only.Push-rod controls are used throughoutwith the e)Cception of cables to the rudder,wheel brake and release.The prototype £8·60 was due for itsfirst flight at the end of November.CANADA (Gatineau)DESPITE the lateness of the seasonand the uncertain fall weather, fieldactivities have remained at a high level.The following students have re«ntlysolocd: Paul Korzeniowski. Julius Kurfurst,Les Galko, Zig Galko and IanWhyte.The conditions are still conducive togood training, and we will be active aslong as weather permits. .The mountains do not come to Pendleton,so perforce the soaring pilots mustgo to the mountains. The mountains inthis case being the Green ones at Sugarbushin Vermont. Several intrepidG.G.c. pilots have ventured south totry for the Gold at the end of the rainbow,with such success that Gold Cshave bee.n l falling left and right, makingthe wearmg of hard hats all but a necessity.Those recently completing theirGold C's with the 3,OOo-metre climbare: Shorty Boudreault, Ed Laenen,Stan Rys, John Chesbrough and PeterNicholls. Dave Parsey (late SouthdownGliding Club) and Peder Mortensen alsomade their Gold C climbs. However,Gold is where you find it and some ofus are still searching. A. B.33

DENMARKANEW gliding centre. opened at Amborg,has been built up exclusivelywith money and labour provided by theDanish gliding fraternityṖrR WEiSrtAUPT.FINLANDThis. the latest Finnish IS-metre StandardClass sailp/one. called "VTU". hasa wing shell of F RP laminates with halfits volume filled with stabilizing foam.without any ribs. Equipped weight is190 kg. (419 lb.) and maximum all-upweight 300 kg. (661 lb.). No performancefigures are yet given. The productionversion is expected to be ready inFebruary.FRANCETHE Choucas two-seater is to be producedby the C.A.A.R.P. at Beynes,with some important modifications. Theprice is 40,000 F. (about £2,900), but84clubs get an 80 per cent subsidy. Thefirst production model is expected to beflying in summer 1965. Air et CosmosIRELAND (Dublin)THE big news is that the Qub has atlast acquired a tug-the BeagleTerrier EI-AMB, formerly oWJIed by theLeinster Aero Club. and now jointlyowned by Michael Slazenger. one of ourWorld Championships Pilots; TonyMoore. our ex-secretary of some fewyears ago; and the Club. Our currentsecretary, Gerry Connolly, has done the.Iion's share of the hard. boring paperworkassociated with such a transaction.incurring thereby the sincere gratitudeof all concerned.The Terrier is three years old now,and has just completed its current C. ofA. Furthermore. some involved calculationshave prOduced a launch-price ofIs.. 6d. per minute. If a 2,OOO-ft. launchand return can be flown in 10 minutes aspredicted. then the price should comparefavourably with our famous pulleysystemlaunch at 9s. 6d.Success forCrossfell Variometersand Audios..Since these instruments wereintroduced (Varios in 1959) theyhave heen used with consistentsuccess by pilots of varyingability in every British Nationaland World ChampionshipPROVEN RELIABILITYAND EXCELLENCECrossfell Variometers,10 Borrowdale Road,Malvern.Worcestershire

The Club's order for a Ka-6 waschanged to a Ka-8, and delivery is expectedin Al?ril nex.t, with olive-greenfuselage and Ivory wmgs.The use of our present ground-controlradio, between t.ake-off point and towcar.is discontinued forthwith. It seemstnat the frequency used was illegal, sotwO new radios have been ordered, toconform with the Department's wishes!Our venerable Tutor has been presentedto the Air-Scout Troop in Dun.Laoghairc, to help promote an interestin gliding among the youngsters (shadesof Wally Kahn!). Needless to say, it wasaccepted with greal glee!The possibility of hold,ing a Rally orCompetition at the Curragh next Augustis being investigated. With our own newtug, our new Ka-6, a Kite, and two twoseaters,the New Year should bring sOmeinteresting developments. Meantime,good luck for the New Year to allreaders!e.G.ITALYURIBEL C is a 15-metre tYpe with. Eppler 257 wing section, and 16.2aspect ratio. It nas a V-tail. Emptyweight 205 kg. _(452 lb.); all-up weight315 kg. (694 lb.); max. wing loading22.8 kg./sq.m. (4,67 Ib./sq.ft.). Max.speed in calm air, 200 km./h. (108 kL);in rough air and on tow, 134 km.fh.Best gliding ratio, between 30 and 32at 80-90 km,fh.; sink 2 m./sec. at 100km./h., 2 m./sea. at 130 km./h.Volo a VelaPOLANDTHE death of Marian Gorzelak at theage of 35 is reported. Gorzelakfinished third in the 1956 World Championshipsin France. In 1953 he becamethe 20th pilot in the world to earn allthree Diamonds.Aero RevueSOUTH AFRICAA GLIDING camp is to .be orga.nisedat Odendaalsrus dUring January.The French journal A viasport mentionsthe possibility of getting an Edelweissand a Breguet 904 over there to try fornational records.SPAINAFLYING accident has led to the- death of Julian Sevillano, who tookpart in the 1948 World Championshipsin Switzerland. There he made a spectacularsafe landing, in almost impossibleconditions high up in the Bernina Pass.Aero RevueSWITZERLANDBADGES earned in 1964 up to IlthOctober are: 6 Hejght Diamond, 20Goal Diamond. 22 Gold C and 66 SilverC. Figures for previous year were 10Gold and 60 Silver.Winner of the 1964 DecentralisedCon,test, which closed on 30th September,was Kurt Baumgartner with 78,300points, followeo by Rudolf Seiler(75,125), and Bernhard MUllet (60,420).Swiss Aero RevueUNITED STATESUNLESS he is a careless smoker, the. glider pilot's last won'-y is fire inthe air. However, an unfortunate D.S.pilot set his glider on fire when it becameentangled in high-voltage powerlines while attempting to land. The pilotluckily slipped down a wing to safety,while hastily summoned fire departmentunsuccessfully tried to put out the blazein the suspended aircraft. It was a totalloss.Many pilots in other countries envythe D.S. soaring pij.ot~ bec;lJ,lse of theirrelative freedom fr.om airways and airtraffic restrictions. However, these freedamsseem to be subject to a gradualerosion, and it sometimes takes a lot ofeffort to just stand stilL The V,S.government recently proposed to lowerthe tloor

out that while the proposal was madeunder the guise of a safety measure. itwould actually decrease safety by forcingmany aircraft out of the higheraltitudes down to the already well-populatedlower airways.The frequency with which Odessa,Texas, has been the start of successfulworld records flights, I am sure. mustmake many soaring pilots feel tbat onlya few days' visit there any summer, withanything better than a Primary, will producea bag full of Diamonds, at least.But alas, in the words of the popularsong, "It Ain't Necessarily So". Odessaconditions in the summer are doubtlessvery good by British standards, but youcan't just go out and break a record anyold day. I suppose the chance of havinga 500-km. day in Britain must be aboutI : 75 in the summer, while it is probably1: lOin Odessa. But sometimes a lot ofsuccessive tens of days pass without havingthe longed-for "one". As an example,I trailered out from California to the1959 soaring camp at Odessa. needingonly the Distance Diamond. Sixty-seven'cross-country flights were made during thetwo-week period by various pilots. and theaverage distance was 151 miles. The onlyreal good distance flight was one of367 miles" made by Harland Ross, whowisely saw there was not much use startingfrom Odessa, and took a 100-miletow west, to the mountains, before startinghis flight. The best I could do was160 miles to a town called Muleshoe,Texas-about the last place I wantedto see that day. It was 3,000 miles oftrailering befor,e I got home, without aglimpse of a Diamond. That year, Marfa.at the edge of the mountains. about 150miles south-west of Odessa would havebeen a better starting-point. But thenthis year, while records were being setfrom Odessa, the Marfa soaring campwas having spotty, and definitely notrecord, conditions.HARNER SELVIOGEHE Soaring Society of America isT being guided by a new president in1965, John D. Ryan, who was theNational Champion in 1962_ He succeedsWilliam S. lvans who served for twoterms.The 1965 V.S. National SoaringChampionships have been scheduled for29th June to 8th July at Adrian, Michi-86gan, 70 miles south-west of Detroit and33 miles north-west of Toledo. The terrain,weather and a record number ofentries are expected to make for a verykeen competition.No accurate figures for overall soaringactivity in the V.S. have been compiledfor 1964. but some statistics on thenumber of badges earned through 10thNovember will give some indication ofthe level of activity. Badges completednumbered 10 Diamond, 28 Gold and 125Silver.Wave soaring is becoming more popularas new locations for this activityare explored and developed. At leastseven sites turned out over nine flightsthat exceeded 30,000 feet and another25 or more that exceeded 20,000 feel InWashington State, conical Mt. Ranier,14,400 feet high, has produced waveflights to just over 30,000 feet.One-design interest has been heightenedby revitalisation of the 1-26 Association,which specialises in promotingactivity with 4O-foot span SchweizerI-26's. Over 250 of these sailplanes havebeen manufactured by Schweizer. manyof which were kits completed by homebuilders. Owners, and pilots flying themfor hire, vie for a point championshipand for honours at various regattas heldthroughout the year.There were 30 I-26's entered at thetenth Annual 1-26 Regatta at Elmira,N.Y., and the Association has nowre!istered 18 "Flights", groups of threeor more 1-26 pilots. A growing esprit decorps indicates that 1-26 activity willbecome even more significant in thefuture.LLOYD LICHERWEST GERMANYSTATISTICS for 1964 were given atthe annual conference of the GlidingCommission on 7th-8th November bySelf Kunz. There were 25,000 gliderpilots with 2,500 sailplanes, and 190,000hours were flown from 700,000 launches.Cross-couotry flights totalled 650,000 km.(404,000 miles). Plying instructors numbered1,750, and workshop leaders1,000.In the' decentralized national contest,Reinhold Stuhr, of Bissingen, won with2,501.6 PQints, followed by Rudolph

Lindner, of Teek, with 2,434.2. - Aerokurier.pay 100 NF (about £7 7s.) fine for "entrywithout customs dedaration".-AerosporL.Westfly acrossGermanthe fwntiersailplaneintopilotsFrancewho'mustFIBREGLASS_SAIl.PLANE,-The productionversion of this machine (describedin SAlLPl,ANE & GLIDING for Feb., 1964,p. 25), now. called tibeJle,. has bad .itsfirst test ,flights. Its termJnal VelocItywith brakes out was 235 km.lh. (127 kL).Spinning trials with e.g. at 49'}~ chord,"o.k,". Flutter trials to 250 km./h.(135 kt.), no troubles. Brakies move easilyout and in at all speeds; no vibration.Minimum sink, between 50 and 60 cm)sec. Cl ft. 8 in.-2 ft.); Dipl.-Ing. zacherwill undertake accurate measurementslater. EUGEN HANLEINDEX TO ADVERTISERSAberdeen Glidinll Club 87Air TOllr~ng S~10P 67Air Westward Limited 26Alkcrlon }louse JBeagle Aircraft Limited 32Bristol Gliding Club 87Briti,h Avialion Ill.u~.nce Co. Lld. 70British Gliding Association 78Cambridge University Gliding Club 87Coventry Glid rg Club 48Jonathan Capc Limited 72Ciba (A.R.L.l Limited Bad; CoverClassified Advertising 62-63Peter Clillord Aviation Limited 27Colm-Slater Instrument Co. Ltd. 25Thorm. Cook & Son Limited 4Cornish Gliding Club 81Crossfell Variometers 84Derby and Lancashire Gliding Club 8'Devon and SomenCl Gliding ClubGliderwork8866Ha illS and Dorset Ca.r:avanl Service LuL 3'1rving Airehute of Gt. Britain Ltd. 36Kent Gliding Club Inside Back CoverLasham Gliding Centre 88London Gliding Club 88Midland GUd,ing ClubNorco Engincp.r ng, LimitedInsde Back Cover72Proops Bros. Limited :8PyC Telecommunications LimitedRUbery Owen & Co. Limited2414Sailplane and Gliding 51Schempp.Hirth K.G. 47Sco'tish Gliding Union Tnside Back Caver~1~c11 Mex &. B-.P. Limited Ieside Front Coverllng.sby Sailplanes Limited 2Soarlng Ins.truments 17Solicitors' ,Law Stationery Society Ltd. 22Southdown Aero Services 44~PCCQwc:11 Sailplanes 54fhrrcy Car &. Caravan Co. Limited 63crmal Equipment Limited 2IThompson-Voxey Limited 16~hree Counties Aero Club Ltd. J3V·g· Aircraft Limited 17IN . Aircraft Limited , 82Y est ~3les Grding Associatioil Ins·d.e Back CoverOr k s~lIre Gliding Ciub In.ido Back Cove'rAberdeen Gliding ClubLitterty,4 miles H.E. Turriff, AberdeenshireWhy not a Gliding Holiday?This club has successfu'ny held gliding holidays for thepast 11 ·ye.rs end' once eglin oU.r courses du,inQi July.August and Septembor. Side by side Iype Iwo so"or.Good thermal and wave site.Comfortable country holel accommodarion withex,c,~H.nl catering. AU·in chuge 17 gns'. per week.For dotails write 10 :-W. K. KI RK. Cours. Seaet.ry,53 BI"II.side Avenu., AberdeenBristol Gliding ClubNYMPSFlELD. GLOUCESTERWo oU8I eJCcellenl thormal, hill and wave sOIring at asit. on the ....stetn edge of the Cotswolds. Near SlroudFle,tinchtde$ Skylark 11, Olympia, Swanow, Pr.fod andDual Tr.ining Machines. Aerotowing available.Comfort.ble Clu.bhouse, fjrst~ct.ss c.."teen. Bunkhousoend Ba"Summer GlidinQ Holidays for .b·jn~tio Non-Members.Write 10: BRISTOL GLIDING CLUBNYMP5FIELD, Nr. STONEHOUSE, GLOS.r."'phono ULEY 3421965 COURSESCAMBRIDGE UNIVERSITYGUDING CLUBMa"hII11's Aorodrome, Combridgo.Training ill K7 or oth., high ,p...formenc.e twO--Jut.r.Solo flying in S..allow, Olympia, 2b and Skylark 2.ALL LAUNCHES BY AERo-TOW16, gns. per week. not including accommodation.Details. Course Secretary, 30 Cadenza CaravanSite. Teversham, Cambridgo.,DO YOUR tOUDINtO ON 'fHE (ORNISH RIVIERATHE CORNISH GLIDING CLUBOlfo" cc uno. botween ,Jrd MAY .nd 13th SEPTEMBERon its magnificent coaslal Cliff Soaring Silein Ihe hMrt of this fa.m.d ho1iday ....B.G.A. C.tegorised I,,-,Ir"!ttqrs2i milO'S of golden un.dl, 'h. belt lurf b..lhing budies:in Ihe country - and all the usual holida.,. i!lmenilies.Visitors always very welcomeIdeal for familios a.nd friendsApply: D. BOLTON,SPINDLE conAGE, TRISP,EN,NR. TRURO. CORNWALL

LASHAMWinter training in comfort; the School fleet now consists entirely of the latestenclosed cockpit gliders:-BLANIKTHREE T49 CAPSTANSTWO SWALLOWSLasham's domestic life is now winter-proof withNEW CENTRAUY HEATED CLUBHOUSEEXCELLENT CANTEEN OPEN AU DAYFor details of membership of the lasham Gliding Society lid., which runs theTraining School, or of the Surrey Gliding Club which is open to all solo pilotsof Skylark standard, apply:The SeCJ'etary, Lasham Gliding Centre, Nr. Alton, Hants.Heniard 270LASHAM GLIDING CENTRETRYWINTER SOARINGAT THELONDON GLIDING CLUB-=T- -- -While the thermals are absent, combine thepleasures of building up your hours soaringthe Dunstable ridge with the friendlyatmosphere of the London Gliding Club.Beginners especially welcome for wintertraining in time to get a good start to thermalsoarin~ in 1965.EXC~LL~NT CLUBHOUS!, DORMI,fS. RESTAURANTAND FULLY LICENSED BAR.Writ. for delails te Th. Man.g••LONDON GLIDING, CLUB. DUNSTA8LE &>OWNS.BEDS. Tel., Dunstable 63419TheDerbyshire and LancashireGUDING CLUB~mphiU, Great Hudlow, Nr. Tid.swell,DerbyshireThe Clubus thr..dualconlrol glideu .nd ofteu elemen­I"V. intermedw.te ...d high petform.n-ce f.cilitie, .nd" ....ing. P,.""••• Ownersnl.f.d lor. The comfortable ClubHOUH. Dor..itories end unl..n .... Mind., rb. cere of .aR.sidttnl Steward and Sleward.ss. AI Camphi1l rhet'e areall rho.. rtiipgJ which ruk. Ihe comolt,. Gliding Club.Wril. 10 It.. Seer• ..,., for d..its of Me.mlMnhip andSummer Courses.Telephone Tidoswoll 2071965 SeasonDEVON ANP SOMERSETGLIDING CWB LTD.Junior l.gu. weeks (T.aik weeks). Competilionexperience under 'h-e guid."ce of Ih. 1964NillJonal Champion. Mr. J. Field_n.1....0 'Week COUUlti fo, ce,ti. A. and 8.Holicbly cou'l"; fo, ell.Send S.A.E. for d.I.~. to,:Hon. Course Sec., Pencro$$ Hemyock,Cullompton, Devon.

A Gliding Holiday io Kentwith the Kent Gliding Club on their new siteat Charing on the North Downs overlookingthe beautiful Kentish Wellld.Come and learn to Fly on a 'weeks coursefor only 18 gns.Qualified Instructors. dual ,control Gliders.b.tails from:A. L Co.ens.Pre"le. HiD Cottage. P!uckley.A""ord. KentMIDLAND GUDING CLUBThe Long Mynd, ShropshireAb initio trainingAdvanced instructionRidge soaring therma)s. wave .flyingExcellent residential" dubhouseGood food aarRES10ENTIAL SUMMER COURSESWrit. to: "ENQUIRIES".1 HUJcroft. Cunnery Road.CHURCH S'rRETTON. ShropshireTel. Linley 206Scottish Gliding UnionPORTMQAI(. SCOTtANDWEtL, IY ItIMIOSSIlcc_' HUI. Th__1 ."d w••• Soorin,in belutiJul ,,,uroulldiIt91

Oll1/{