Sailplane and Gliding - Oct-Nov 2002 - 68 Pg

WHY NOT VISIT THE BGA SHOP AND ORDER ON LINE!!! www.gliding.co.uk or Tel: 0116 2531051 PALE BLUE BEANY HAT with navy glider £6.50 MUG Navy b\ue with. "\ • GL\0 \NG" des,gn £5.50 KEY RING Gli der in mountain design NEW V-NECK FLEECE £1.25 Navy blue with small glider motif (s izes M & L) £25.00 incl. p&p NfW TOTE BAG W ater resistant drawstring. Black with glider motif and caption "G lider pilots do it in thermals". £5.50 incl. p&p NEW T SHIRTS Navy blue with ''PULLING POSITIVE" design, L & XL £8.00 TIES now back in stock at £7.50 incl. The magazine of the British Gliding Association October - November 2D02 Volume 53 No 5 Editor: Helen Evans 7 Ollney Road, Minchinhampton, Stroud, Gloucestershire, GL6 9BX tel : 01453 889580 email: helen @sandg.dircon.co.uk The editor always likes to hear from you, but If it's about adverts or subs you need to call 0116 253 1051 21 In the third and final article in his seri es on thermal ling, Simon Adlard explai ns how to exploit company in your thermal - and w hen to leave Deadlines December 2002 - January 2003 Articles October 15 Letters October 15 Club N ew s October 15 Advertis ements October 25 C lasslfieds November 4 February 2003 - March 2003 Articles December 10 Letters December 10 Club News December 10 Advertisements December 16 C lassifieds January 3 22 Flight test: DG-808s Solar panels and the NOAH pilot ejection system are two of the updates that impressed Jochen Ewald when he tried the latest version of thi s popular motorglider Advertising in S&G: Debbie Carr (email: debbie @gliding.co.uk) Subscribing to S&G: Beverley Russell www.gliding.co.uk Cl Brilish Cllld•ng Association 2002 All nghls reserved. V~t>ws expre"''l!d nere1n are not necCSSIIrlly ll1ose of the Association or tl1e Ednor 27 How to land Bob Pettifer, chai rman ot th BGA instructors' committee, expla ins w hy, wh en it comes to landi ng, near enough is not good enough S&G annual subscription: £21.00 in UK US $45 for airmail ; $35 for surface mail Third time lucky Andy Sanderson's jaunt around London took longer than on th e M25 - but it was a lot more rewarding Is your club in a spiral dive? Neil Rathbone, the chairma n of Buckm inster GC, asks if your cl ub is entering a spiral div J and expi<Jins his club's plans to get and keep new members John Tanner; LT. was among those enjoying the wealher at lhe start of September. 11 was a good finish to a season when Britam won two Silver medals (see p38 and p46) and 12 pilots got UK 750km Diplomas (p4) (the white planes picture eo.) Your letters Nam • ,'., Jddress supplied , Bill hilrls. Al.1n Chilcls, RF Brigrlcn, Timothy Fludc, Andy· Dc~vey, Ro , ,'V\acintyre, ldin Evans, Gr 1wi 11' 9 (email: bga @glidmg.co uk) Kimberley House, Vaughan Way LEICESTER LE1 4SE tEll: 011 6 253 1051 lax: 0116 251 5939 News rol l. John o il ins. Peter Saundhy. MM)' M agher Publisher British Gliding Association (email. bsverley @gliding.co.uk) 4-6 6-8 Use the others to climb 12 13 14-15 17 26 33 34 36 38 42 43 46 48 51 52 54 60 61 62 65-6 BGA Communications News BGA Technical News BGA Development News News and Reviews Tailfeathers by Platypus The best parties in gliding? Hard work in Hawaii Gliding Gallery: Wave How dinosaurs took to the air Europeans: Decisive flying Nationals: 15-Metre Class Nationals: 18-Metre, Club Class Worlds: Club Class Competition scene The chance to learn Club News Club Focus: The Soaring Centre Badges Don' t hurt your head ... Accident/Incident summaries Classifieds and advertisers' index Member ol the Royal Aero Club and the Federation Aeronautique lnternatlonale Jmongst o th er visits including JS a guest Jt the Model Fl yers' Nati o nal C h<~mpi on s hips.3km) was the longest diploma flight . depend ing i rom w hich side one views the stati stics. although on August 31 Jack Stephen. O ne thing comes over very clearly: in the UK we c1 re relatively well organi sed in the management o f our .s w ell as the firs t o f two Europe Air Spo rt Boa rd meetings. Pilot David Masson 755. BCA August 30.The first UK 750km Diplomas since 1998 TWELVE pilots flew BGA 750km Diplomas this summer. So. I went to the Black iY\ountJ ins club at Talgdrth. not reported elsewhere in this issue: Glider Aerobatic Nationals: (Beginners) Carl Sorace. Somehow. But as my syndicate partner is moving to Munich to work I have decided he can take o ur ASW 20 ~L w ith him. What has rational debat got to do with c ntra lised bu reaucra y? Well.and to the following competition winners. page 4) . Ventus 2cT· 18 71 Ventus 2cT 520 LS8-15 83 ASW 22 S22 Nimbus 3oT Y44 19! 6102 1916102 1317102 16/4102 From the BGA chairman IN I TER NATIONAL competiti ons.3km /his year from Bicester (Bernard Smyth) Club Glider type & fin number Lasham LS6c-18w LS6 Date 26 27 David Booth Brian Marsh The Soaring Centre The Soaring Centre LS8-18 790 LS8-18 07 16! 4102 1916102 1916102 28 29 30 31 AI C/arke Bicester Sarah Steinberg Mike Young Jack Stephen Cambridge Cambridge Aboyne Ventus 2c T RII ASW 28 SI LS8. AI Clarke's (775. o n the basis I shall stand a better chance of more fl ying by making a deliberate effort to go there for a week at a time o n "Squeezyjet". just as impo rta ntl y.g. M y own flying season has su ffered w ith onl y seven rnss-country flights of any note. Prior to 2002 the most recent Diploma was John Bridge's (July 25. Dave W all o n his 2nd place in th e ·1 S-M etre Class of Lhe Euro pean Championships in Hungary. and that is wh ere our combined efforts w ith Europe Air Sports now have to focus. an area that 4 EASA now proposes to regul ate for gliding in terms of airworthiness and m<J intena nce. who had already done his 750 this year.1ted hi s Sil ver medal fro m the Wo rld Club Class in Austra li a in Janu-ary 200 1. tho ugh it sho uld be treated w ith respect by newcom 'rs ancl experi need pilots alike. For Ri ch. So I shall be able to give an update to c lub cha irmen in earl y November. 2002 d. thi s repe. and sometimes o n the ground.and w ith tragic results. 200 1 was always going to be a hard act to fo llow. AugustSept mher 2002. then I am reasonabl y hopeful we shall fin d a solutio n that we ca n live with. it is all abo ut how to win mi nds and influence people. I have to say that in glid ing it is very rarely a technica l failure oi equipment.nel Sailplane & Gliding . So. ther arc always areas for improvement and th e accident ra te in ai rsporls is th e ultimate measure f w hether or not our co mb in d approach to saf ty educa ti o n and training is rea lly working. As in any wa lk of life. w hy fi x itl" Sure. the results o f whi ch produce lessons to be t<lken on board fo r the iuture. By the time we get to th BGA Chairmen's Conference o n November 2 at Th e Soaring Centre we shall have had two Royal Aero Club Counc il meeting to di scuss and fin Jiisc the U K airsports pos itio n and proposals. The airfi eld is not as daunting a handkerchief-size as many make out.OOOkm bid .OOOkm in th e weekend including a 600km in a co lleague's ASH 2-'i . airsr ort s have J robust. If rational argument and evidence is to play a full part in th e fo rthco ming debate w ith Europea n offi cials. an d at other c lubs thi s aut umn . but it cl id inc lucle a glorious weekend in mid July w ith nea rl y ·1. ctivities and. obj ective J nd independent accident investigatio n process. sometim s things g w rong . "What?" I hear you say. and Ri chard H ood w ith a 2nd place in the \1\iorkl Club Cl<1ss at Musbach in th e Black Forest. the first of w hich I shall have attended by the time you read thi s. After over 20 years o f operating out of the sh<Jck around the tree. At least in tlw UK. In April . But many congratulati o ns to this yeJ r's succ ssful British Team members. Last w eekend. in my mind. opposite) in the Royil l Aero Club project to put together the Positio n PJper for these ilcti vities as the U K input to Europe Ai r Spo rts in response to new European legislation establ ishing th e European Aviatio n SJfety Agency. a. we have a listening regul atory body in the (AA. this investment by the cl ub is a vast improvemen t c1ncl something that sho uld encourage clubs from elsewhere to Jrrange expeditions to fl y the ridges and w ave around the \IVelsh border. Jccidents are to be <~ tt r ibu ted to som aspect of human performa nce in the air. flew 793km of a 1. Over the l a~t few weeks I have goL to know a lot more about other airspo rts and recrea tional flying in the U K. by Bernie Morris and Mike Jeflcock. to celebrate w ith them the compl eti o n of their brand-new hangar and clubhouse. increasing by almost hall the number holding the award (from 24 to 35). EASA (see British s liding:> most critical phase. thi s season has va nished before I rea li sed it was here. we have to ask th e funda mental questi on o f how European regulation w ill improve this outcome measure of sue ess o r failure. as we approach some very import ant negotiations w ith EASA.roberts ~r)l ineone. Well done to these pilots . 1998). I conclude: " i f it ain't bro ke. The list of awards is below.15 57 1916102 1916102 19!6102 DG-400 G-BLRM 32 Graham McAndrew Lasham 2816102 2816102 33 34 Patrick Naegeli Robert Thirke/1 Lasham Lasham 35 OB (2-sea1) John Giddins Aquila Bernie Morris & Mike Jeffcock Lasham 25 Above: new diploma-holder AI C/arke did a flight of 750km Diploma was also flown. Go <l ncl have fun there.:n d. the UK's eighth two-seater Diploma no.I am looking for a spare sea t in the U K next year! I end o n a no te to encourage you to visit other cl ubs and meet other pil ots on their ho me ground. This has been the result of my involvement (see In Brief. David Roberts Chairman. So tw osea ter owners look o ut . More often than not. Runners-up (each winning £9. at 4 Hamilton Place.15) were: N Lott. three pilots from Deeside's UK Mountain Soaring Championships. I OOft. Eastern Regionals: John Wilton . hearne@aeroex. Hartlepool.uk or 01280 705741 Glider Aerobatlc Championships. (B) Brian Forrest.co. for example. 5500 lJ Sizewell. Hawarden (9). 000571 7 2. Wolverhampton (11 ). 14-16 March) in 2003 . 2. J. and aged. and all pilots need it at 45. If you are already solo. 2. Northern Regionals: (Sports) Simon Barker. (Open) Mike Fox. IF you plan to fly in the USA. you need only get clearance before your 50th birthday (or at 55 if you're 51 . Habit-forming. in an ASW 28.400ft. l . Chapclcross Cross. Peterborough Conington (28). I . Requirements for instructors and SLMG pilots also change. the weather offered a spectacular end to the thermal season. where you Nottingham will be able see the latest aviation gadgets for sale Sherburn (12]. terrorist attacks. i: Aldermaston.25). 1OOft..uk) for help. 2. 532458N tlU42U52W. 1. (blue) Malcolm Birch .!14 I \ t. The UK CAA is working with the Devonport. 05449 OOJ 1334W.OUOft.000ft. SI l lJ . 50 . 0.S. A BGA EGM held on September 4 ratified the Executive's decision to reduce subscriptions for juniors (under 21 on September 30) to £11 . YOUR club should have received from the BGA a copy of new medical requirements for glider pilots introduced as a result of the NPPL (to fend off worse regulations) . So add Saturday. Saltby Aerobatic Open: Brendan O'Brien. 2. November .rcks. Hunterston. The rate for other flying members will be £22.H power st<Hions. (9).1/lrl height oi their tops f\MSI. 2003 into your diaries and come along to the must- www. at 17. the BGA's Patron. 18 out of 26 competitors did 412. on Weds.J2W. Two-seater comp: P Redshaw & team. 2.co.James Davidson. Emson at c/[email protected]. DAVID Roberts. 2. March 30-31: British National with runners-up (each winning £9.000it.OOOit : arrangement with the FAA for glider pilots: email Wylfa.-and a late-season flourish (Sports) Simon Walker. . 2.Jr lnsta ll.400ft..200it.see p53 of the last issue. 1. 1 Brad well. nr Huntingdon. Inter-Club League Final: Oxford GC. Nottinghamshire. August's winner was J Green (£45.00 ft. 003 &S SW. 2. THERE is going to be a major focus on airsports in the Adventure Sports section of the The Ordnance Survey Outdoors Show (NEC. (Intermediate) Graham Saw. To reg1sler to attend.5km at more than 100km/h.org. 1. l .uk) were causing concern as we went to press. though. imposed In November 2001 after to prepare a "position paper" on future aviation regulatory issues on behalf of all UK airsports. Saltby.OOOit.200it.0UOft.tJOOft. 2. 2. Contact Clalre Memorial Trophy. tickets are Wyton. Torness. C Greaves & RC Brett October . Sue? Below is how it looked the last time she dropped in . -3 1550r 002 57013 . 2. As we went to press. Glasgow (11 ). Humberside (10). He or she should be competent in written French and preferably have an understand- MARK Witksch (Wilksch Airmotive) gives the first in a series of ing of pilot licensing and C of A matters. the first day of the Juniors.400ft.ais. Day winner Russell Cheetham (ASW 22BL) managed 123km/h.500it. Before your first solo. Capenhurst. East Midlands (5). 5438 171" 0011 049W. 46. 2.ifs. 2.Hallon 4).05): FK Russell. Hcysham. JA Johnston. eplember 11 <Jtt. 2. (B) Dan Pitman. .co.20Ut't: have been imposed on general aviation pilots.3 171\: 004:iJ38W. l . In the Open Class Nationals on the same day. CHANGES to the NOTAM website (www. 1. The CAA strongly recommends you to use it inlo@ssa. ~. • Although NATS says it will withdraw its freefone line that covers only last-minute information on jet formations and temporary restricted airspace. 00224 I W. 2. (Unlimited) Guy Westgate. US FAA to resolve the situation but warns of Dounreay. 2. See Berkelcy. 2. December BHPA and many others. 'i40147 N 0025452W. 554.'\re<Js covered by the Nuc/c. Sellafield.l 0749W.5. 2. UK Mountain Soaring Championships : Pete Gray.html Next year's aerobalic contests include: Dan Smith WINNER of the BGA 1000 Club Lottery's July draw was M Davis (£45. As usual . Caernarvon exhibitor) call Andrew on 0207 471 1080. Details at W\V\v. 2. and each year thereafter. (lnform. delays. 0005 52 E.rr • rwi th !he radius and r entre pmition of the restrirt<:d areas. the Chairman of the BGA. 56033 I N 004 ~ 1.November 2002 5 .Wettesbourne (1): Bourn (3): Turweston (8): intend to have a larger exhibition area. 1. • Meanwhile. Old Sarum (23).5. 2. Dunstable Regionals: (red) Warren Kay. as a response to last year's Coulport/Faslane. Harwell. 2. For more into (visitor or for the non-flying partner there is plenty to do and see in the local area as well as the hotel's on-site . 52 1250N 00 IJ70 7E.Shoreham (26). Booker Regionals: (A) Bill lnglis. 2. Gillian Hodds. new procedures Burghfield. J Tait. 00. Springfields. Open Class Nationals: Robin May. RPgulations . Sue Heard and Pete Gray . see available now at £23. D Manser & G Lawley. we round the day off with The next Military Civil Air Safely Day will be held at RAF a dinner-dance into the early hours. 2. 2. Clubs must update their systems before the implementation date of March 1. 2.000it. 55 806. 1. did 115km/h).00 for flying members from October 2002. watched by the Queen and the Duke of Edinburgh.raf. 5 I 44J 2 00229 6W.700ft. 540b35 i'. and negotiations with EASA later this year (see afso opposite).000ft. 502J 20N 004ll.l.00hrs. see event in the UK gliding calendar. 2. peter. 5J4&J4 N 00. 9\1 . The BGA hopes to be there alongside the The conference is open to all and is completely free. 2003.000ft. where the day's entertainment will Royal Aeronautical Society. 504052N 002 15 SW.J N tll!. This year we also October . October 2.. Please PLANS are afoot for the 2003 BGA Conference and free lectures sponsored by the Light Aviation Group of the contact Peter on 01622 812385 (lax 813073) or We return to Eastwood Hall in AGM.. 60. 2. 'i425ll5N UO-l 2944W 2. Hinklcy Point. Southend (27). 55.org for details.1tions their submission and proposals to. 583'1 5N 00344. (Open) T Mitchell. 2. you need to get GP clearance to DVLA Group 1 standard. and so on). demon. Rosyth. Old bury.1tion irom GASIL) also changed: contact the US Embassy for details. Trawsfynydd. about dieset·powered engines.uk include a number of interesting and informative CAA Safely Evenings this year include (date 1n brackets) : presentations and discussions. 5255291'. '2 .r ' made permanent on September 5 this year. (10].co. 2.srg. Midland Regionals: Graham Drury. February 22.mod. including glider pilots. 65. Lasham Regionals: (A) Ray Pentecost. Inter-Services: (Sport) D Smith. On September 1. 5 1220JN OO I OB47W. Results for BGA-rated nationals/regionals will be in the next S&G.1 OOtt. Dungcness.caa.uk/ga leisure facilities.!48 15\1\1.75).made the national newspapers by landing out at Balmoral. 2. Sl34301\: 00 11lJ05W.UOOit. this is still available on 0500 354802. tJ8521\: 0021 41 SW. Juniors: Luke Rebbeck. Visa requirements have THE BGA is looking tor someone to understudy Peter Hearne in his liaison work with the DGAC Book tickets now! Dates for your diary (French CAA). 2. WP. London. The Soaring Society of America has an Winfrith.ifshome. Dunstable. Barrow in Furness. 18 competitors did 301 km at more than 1OOkm/h (day winner Andy Perkins. 2. I OOft. May 30-June 2 The December-January S&G will contain a lull camps calendar F Strathern. 5 141 3 the BGA website (www.000ft. The paper will be used as input to Europe Air Sports for tiP . 5 0 12 I N 00 270<JW. on October 3. 2. 2. was selected by the Royal Aero Club of the UK on July 9 No-fly zones made permanent Ti lE Fmergenq' l<cstrictio n oi Fl)'ing R1~qulations relating to nucl c.14W. 5124-'1• ()0101 251 . Name and address supplied Launch rates again THE artic le by Col in Stevens on launc hpo in t efficiency (August-September 2002. p26) sounds a familiar sequence of events to m e. work breJkdown study and so o n.... £35. flights in the first quarter of 2002 were still down 4%. If member retention i s a major issue fac ing the gliding commu nity today I' m afraid you may be about to lose another o ne.. a prominent and popular coach and instructor. t % more than 2000.. Winter Hire rates for BGA Aircraft The BGA fleet is avail'oble for hire during . JS a (very) pre-solo teenage pil o t I'd li ke to tell you Jbout my first year in glid ing. . Perhaps small clubs don't have a future and I c<J n see no c lear solution to my frustrations... tri ed and tested method of produc ti on engineering . Peter Chamberlain.. not only about w hy the launc h re~tes drop but also whJt makes the rate higher. Belfast (15%). an increase of 6%.30 at SAG's offices at Aviation House.no-one was fl y ing. . They also cover a new runway in Scotland by 2030. another at Glasgow or Edinburgh.... rs.. despite knowing of obviousl y more effic ient wilys to co m plete a ta sk.. VAUGHAN WAY. into civilian airports. pleose contact the BGA office.. . Regional airports. The suggestions include three extra runways at Stansted: a new shorter one at Heathrow. Raw materials (gliders. a new airport at Cliffe in north Kent and expansion at Luton. handled 68 million passengers in 200t. I feel almost embJrrassed to say that my fl ying has included a gap of nea rl y five m o nths between flights. I look around and see a ense oi apathy developing at m y club.org) THE CAAs Safety Regulation Group will hold a free open day on Its research projects on Wednesday. October 2. vintagegliderclub. There comes a point when I ca n't blame the weather for my frustrations .uk Sailplane & Gliding . Passenger numbers grew 4% before September tt . but..co.the lightweight transponder... Overall.. There is a car park at the site or the 200 bus from Gatwick Airport offers a free service direct to the CAA.00 per doy DG500: . Another kick in the teeth. contact the secretary. which is sold (launch fee) by the c lub to m ake a profit. it wou ld be a nice addition. I've never felt so uncoordinated. I suggested that perhaps the in structors gave relevan t lectures to keep up our interest . 1\Jow apply a ll the relevant techniques of production engineering to determine m achine (winch) efficiency. This will provide a permanent record for IJtcr anJlysis and aid comparisons of b efore ::m d after any changes.. . according to the CAA.. but not because of ex<Jms or schoolwo rk. £45. though. such as Finningley. accountant or editor. •. For months I turned up at the c lub every weekend (a nd midweek) yet didn't go flying. In fact. The event is open to everyone from 13. "We have the fourth largest economy in the world ..co. it was as bad as it sounds.. Soar motorgliders the answer to helping elim inate frustrations in ab initio training ? Fo r th ose who ca n affo rd it. Bill Childs. even my fi ve-mi nute flights h ave been few and far between and I have on ly recently achieved double-figure flight numbers . a major new terminal at Manchester: expansion at Cardiff and possible expansion at Bristol. D espite "glidi ng" for the last year I've never had J fli ght longer than five minutes. KIMBERLEY HOUSE. David Shrimpton or the relevant officer. launc h cab le) are assembled by process operators (duty team) and processed (launc hed) using specia lised machinery (winch. Luton·s passenger numbers increased by 6% and Stansted's by t5%. it was like start ing from scratch aga in.Your letters Say goodbye to another member? In brief UK airports handled t8t million passengers in 200t. Something like a third of exports go by air Frankly. with a possible freight airport for the latter at Alconbury. LEICESTER LEl 4SE Tel: 0116 2531 OS 1 • www. Feedback to the proposals is being solicited in advance of next year's aviation White Paper. but this would not happen until after 2019 because of existing non-expansion agreements.00 per day Puchacz: ... cycle time. commented on how frustrating leJrn ing to g lide can be. not so much in gl idi ng terms but more work re lated. recording all events at and around the lau nc h point. One technique that may prove usefu l is to make a video recording over an extended period of time. chairman. I am not surprised by the abi lity of some to persi st in working in a way th y have become comfortable with over many ye. A new runway at Gatwick is another option. Research on show will include the On Track airspace project and -the CAA hope . Look on your daily g liding activities as being a production environment like this. Eventually we got flying agai n. that's all I huve ever experienced at my home c lub (wh ic h shall remain nameless).. The document also proposes converting former RAF bases.. Leics BGA COURS ES FOR 2002 Places available an the following BGA Courses: Assistant Instructor Course Completion Courses for Assistant lnstrudors course code ((3 course code ((4 course code ICl 0 2 day course 9 day course 2 day course £265 £40 £40 12-20 October 2002 9-10 November 2002 16-17 November 2002 If your dub wishes to hold a BGA Soaring Course during 2003.the winter months: Discus: . pilots. where the instru ctors have lost the enthusiasm to fly and so have th e members. Liverpool (t4%) and Edinburgh (10%) all saw strong growth thanks to no-frills carriers. Bristol (26%). . but some things just aren't goi ng to happen..00 to 16. it wil l also help to pinpoint those m oments of lost opportunity and the even briefer moments of best practi ce when launch rates are highest.. The " five minute c ircuits at £5 per launch" sound only too fami li ur.00 per day Duo Discus: . doing nothing is not an option. near Huntingdon.uk • colin@gliding. £35. Prestwick (36%). in July. . al tho ugh c lubs ach ieving mostly five-minu te flights arc unli kely to be able tu stretch to the costs and those who ca n afford it are probably successful sOJring sites." said Transport Secretary Alistair Darling. but fell by 6% afterwards. 1Yiake sure to synchron ise the recording clock vvith the log sheet c lock. West Sussex RH6 OYR. 6 PETE Stratten in his letter (August-September 2002.. 2002.00 per day Please conlactthe BGA office for more information BRITISH GLIDING ASSOCIATION.. "based largely on our ability to trade. a two-runway airport between Coventry and Rugby." BECAUSE long-standing members of the Vintage Glider Club committee have or are about to retire from their voluntary posts.. . Ridge. £35. the British government published a consultation document with proposals to develop regional airports to cope with its projection of 400m passengers by 2020. Perhaps the fresh approach to launc h efficiency that he is looking for is the o ld fashioned. thermal and wave fly ing happen to other peop le in glass ships and it's c learly the fri endships holding our sma ll cl ub together. C lea rly only a sma ll percentage of pilots wi ll find my situation iamiliar: some of you might even be in it and some of you will think I' m ly ing.more fl yi ng would be dn obvious one..we are sti ll wa iting for them . We have a ll been there Jt some point. not the flying.. COUNTESTHORPE. (www. . a member of the Australian Team in the 1970s and for years manager of the Waikerie GC.gliding.. WE are sorry to report the death of Maurie Bradney. p71 regarding the use ot m o torgliders in ab initio training.. lt is possib le th<ll some wi ll say any suggested improv m e nts were obvio u s or we sometimes do it that way anyway. For details. the VGC is asking members to fill the jobs of treasurer. •.. The top-level analysis has been done and shows there are differences <J nd the study need to move on to th e next level to get more cl >t il . tugs) to produce a product (launched g lider). a new runway at Birmingham or East Midlands.. MEANWHILE. Gatwick Airport South. slating which dates you ore interested in.. that's 20/hr or 160/8hr day. Does anyone know of a GSA archive. 1974-1 982. No-one could be bothered to land so th at we could try to make th .Ow iG\L the E X PR E SS" CONI W!lO NS P R~l rrn N<. . Ross Macintyre. however I have been unable to track down the releva nt legislation . S IX P P. 1982.November 2002 use. many generated to implement EU legislation." SO U VE NI R PR 0 G RA JVI 1VI E The "BGA" procedure for ca librat ion is used quite w idely. MONTRICHARD. or a contact w ithin the RAFGSA? I'd also appreciate any gen ra l Ol y informati on: copies of original manuals. 1993.. (Ref:no 2280. but we did achieve a tota l of 1Ohrs fl ying. as she di d about 1. That may be true. should Ken or another knowledgeable person care to write a short exp lanatory summary of " how to do it" I w ill certainly give consideration to inc luding it in a later edition of the Annex. and su on. 475). with RAFGSA as RAFGSA 254 at Acklington (Cheviots GC). leads to previous owners. which for Strubby is a excel lent day. p6. lain@shirenewton. Neither A nnex C nor the Sporting Code gives any pressure to change from one meth od to another. involving not only the Lighting Regulations. I spent the next two hours over a cup/cups of coffee. rebui lt and flown at Dartmoor Gliding Society.Not launch rates again WE seem to be spend ing a vast amount of time and energy ana lysing launch ra tes and I for on . His parents-in-law owned the locJ I pub at the time and there were two letters from the BGA thanking them for their help.ortsmouth. Cornish GC. if " no" th en we may need to look at the reasons w hy some failed to get off the ground. CAMBRIDGE.Trailer built pre-1990 mu t have side amber reflectors and at least one amber side marker light. via email Early soaring demonstration I AM wondering if the enclosed photocopy of a souven ir programme from the 1930s (see above) would be of i nterest to you? M y wife was pa int ing in Fi rl e village w ith other art ists and was telling them of her gliding at Fi rl e. Northumbri a GC (comp no. Th ose pre-1995 may have ones w hich have " long vehicle" printed on them. articles. owned by B Davey at Perranporth.co. BOURNEMOUTH. a retrieve winch operati on w ill allow you to laun ch gliders at three-m inute intervals . and we do it for fun. H istory: 1959-1967.. I spent the first hour on th e w inch and got all eight gliders into the air. Please get in touch! Andy Davey. but can be used to help interprel them in normal situations. lt. In a very simpl ifi ed fo rmat these >late that: .uk Me! Eastburn arid : it really is xccllenl that . Any photos. back o ft" o n launch rate frequency. '' \ \ II'S " 1. Cambs (IGC Sporting Code Specialist) ltiW~ n. anoth er of your readers can help us out? lain Evans. would be gratefull y received . There may be other methods around. assuming that no pilot is so bloody-minded that they have the audacity to actuall y go soaring. written off in accident. do so?" If the answer is "yes" then our procedure is worki ng. sched ul e 9 llightsl and 17 [reflectors\) Addi tiona lly. We actually d id it on one occasion: the wea ther was exc Ilent and all the gliders were out ea rl y. 1967-1 974.perhap. The answer to that is not always the fa ul t of the I<JUnch procedu re. Remember: we arc gliding clubs not launch cl ubs. The method in An nex is also used quite widely throughout the worl d. fin letters CAF. syndicate-owned at Currock H ill .NI""P my newly-acqui red O ly 28. I also believe that lega lly the breakaw. one of the UK's major trailer manufacturers is watching the law so carefully As I indicated in the article (which was meant only to be high I ights of the relevant lesislatiun. etc. With his permission we photocopied it. as lain indicates. The content o( this annex does not have the authority of the rules. if pilots don't get to fly due to inefficiencies they' ll soon tell you. tu be included more fu lly in Laws and Rul es). Whil e I have no wish to give too many pages in Annex C to the rather specialist subject of barograph cJiibration.' rl. too.. Tiwn there are the licensing (vehicle and driver) and Road Traffic Acts. but there are sti ll large ho les in the history . At Lincolnshire GC we have often been pressed to achieve a la unch rate of 8/hr. I think I Jm right to say that after the demonstrati on Kronield fl ew along the South Downs to l. Another time I believe we had a grand tota l of 6-8 lau nches in the day.> complex. Nonetheless. am getting more than a I ittle fed up w ith it.000 launches in GSA hands. p32) explaini ng vehicle trailer law. D E MONST R ATION of SO A RING FLIGH T BR ITI SH G LIDI NG ASSOC IA"f'! ON :~ nd "DAIL Y ~ IF. ie.. I'm after iniormation about October . but also the Construction & Use Regulations and over 100 stalulory amendments. the law in this area i. France Barograph calibrations KEN Brown (Barograph calibrations. Glider: EoN Olympia 28. there were two importJnt discrepa ncies..TEOROI. Or am I missing the real point? Are the committees asking for a higher launch rate simply to rea lise a higher income from the members by wh<l tever means possible? If thi s i so then why not spend a little and go to the system used at The Mynd.t. wh ich I would li ke to draw people's Jttention to. I wou ld like to point out that the front position lights and reflectors must be wi th in 150mm of the w idest part of the vehicle. An elderl y gentlem.Jt rate again . Dorset Have you flown my Oly? FOLLO\IVING o n from th e recent O ly 419 correspondence. Those built post 1990 must have both side amber marker lights every 3 metres and reflectors. owned by Shalbourne GC. I've tri ed the Vintage GC and individual clubs. snipp " ts of information. Surely as gliding clu bs we shou ld be more interested in the qu. RF Brigden. schedule 19) . D idn't take much money in terms of launch fees but isn't soaring w hat it's all -about? Pleas . normally on the mudguards. Those manufactured post October "1995 must have plain boards. BGA 1382.-. Th ere must be many ex-pilots from the GSA alone that must have flown her. PR I C:P. but are in common Trailer law I WAS very pleased to see the excellent arti cle (Is your trailer legal? August-t September 2002. and there must be better uses for the space in S&C.1y cable must be fixed to a solid part of the towing veh icle. Alan Childs.:J n from a nearby cottage appea red and presented her with the programme. August-September 2002) makes the point that the method of ca li bration shown in Ann ex C of the Sporting Code bears no relati on to UK pract ice over the past SO years. This incl udes most glider trailer combi nJtions. but as it says in the very beginning of th e An nex: "The methods and interpretations presenter/ are not necessarily the only correct solutions (my emphasis).n-.mtity and quality of the fl ying in t rms of time aloft? Su rely the test of whether or not <J particular launch procedure is worki ng is the answer to the questi on: "did all w ho w ish to fl y. M ost of the relevant legislation is con tJined in Th e Road Vehicles Lighting Regulations 1989 (ref No "1796) and the Amendment Regulati ons 1994 (No 2280). > 7 . <il . photos. (Ref: 1 796.Long Vehicl e Marker Boards are compulsory on all trailer/cJr combinations greater tha n 13 metres. both of w hom have filled in some gaps. Th e next day.J JAA Committee.000ft. so I <lm a cc u~t o m e d to rul es being proposed w ithout Jny evid ence oiierecl in th eir support. And bl ess him. Sussex Spot the aliens HERE are two oi thi s yea r's crop circles. in landing in odd corners. Intending to demonstrate a circuit. vi sit a farmer.designed for modem traffic conditio ns. So the tu g took Visiting farmers "GREAT sport. th at is wh at it looks lik when you are going to make it back". double as side reflecto rs. he lan ded th e K-1 3 safely in th e middl e o f a IMge fi eld. I told him: " If you find )'Ourself a long distance from the airfield . Wiltshire Some of this year's crop.uk Please include your phone number and postal address.OOOft only to find the K-1 3 in heavy sink a long way from home. . lain is correct. " When you get it wrong. Th e site is <llso looking for copyright-free im ages th at it ca n use. And dul y set up a circui t. I kn ow o f none.they may save you on a dark. " Good ca ll . he found himself in exactl y th e predicament we had discussed. Timothy Flude. Wh y not TMG s w hen th e licensi ng distinctions have gone? What about tug fl ying? Are the Instru ctors' Committ e unaware th at fl ying skill s are transferabl e. meeting the post1990 requirem ent. Of c:our e th ea rly sol o pil ot mu st be taught to recogni se th e situ ation . Use on e! A fin al word: I'm sure lain will agree with me that it 's prelly stup id to tow your pride and ioy in a trailer that doesn 't meet modern rules. try no t to get into that situati on. Perhaps more time should be spent. But I also gav my own view that a LO NG VEHICLE marker should be fill ed to all g lider trailers . you have plenty of tim e to set up a good circuit and land in the middl e of wh at w ill <1lmos t certainl y be bigger than th e home p. Grenville Croll. lt is not surprising that some clubs have probl ems. Asked to superv ise a pre-solo paper for another instructor's vi ctim. Peter Saundby. But I think it is important to discuss such a situ<J ti on and instill even in th e ea rl y solo pilot confidence to choose the safe option .5 00ft or even 1. But even if you have an older trailer. type approved amber side marker lights do. Wh en you get it wron g. whi ch belongs to the Army Gliding Association. Special attaching hooks to bo lt hetween the tow ball and the tow frame are available from any local caravan deJier. Until he eith er chooses a fi eld from 200ft or stuffs it into th e hedge. See Spot the alien s. but not too deep.l rm er's field.dircon. co nvin ced th at he is not yet " qu<Jiifi ed'' to attempt a field lamJing. I believe th at ea rl y solo pilots should be encouraged to do exac tl y th at.utm. gliding. No damage. it is sensible to anach th e cab le to a more p erm anent pa rt of the vehi le than simply wrapping it around the to w hall. Nevertheless. I have therefore used Transport Law " Bibles" prorluc~d by legal sp c ialists. like thi s (rough sketch) and you <J re no t in strong lift.lli ons always take a whil e to sink in . In assess ing nearby fi elds from th e c ir.the t'u/1 Laws and Rul es section has tables giving positional inform atio n fo r all li hts and reflectors. from th ground . Resp onding to lain 's sp ecific points: .000ft and after try ing a coupl e of turn s in a non-ex istent therm al. choose the biggest avail able field directl y near you. Over th e same period I have clone enou gh sol o fl ying to reach the Nationals and gain three Diamonds. and th e angle is shall ow.JIIcy Jrea nea r th e Milk Hill white horse. I am sure the editors would be impressed by similar entri es for the K-1 3 and K-23. f course we want our beginn ers not tu get into a landout situation. I also recogni se di stru st and deni gration of local supervi sion by remote offic: i. Wh at is the difference between landing in a farm er's fi eld and th ~ airfieJdl SubstJntially.I am also unable to find any leg islation requiring th e overrun cable to be attached to a fixed part o f thC' tow vehicle because there is non e.Your letters > Much of th e law applica ble to trailers is also untested in court. secondly. hang o n until he brings you cl oser back to home" . If th ere are any glider pil ots out ther w ith some spare tim e and a penchant for prime numbers.low leti Th ere is no thin g mar agonising th n watching. Ancl ye t th e neophyte will persist." The implic. And th e tu g pilot was told to "go easy w ith this guy. 8 Please send letters . If you ca n land safely on thi s airfield. An entry for th e number 997 reads: "The Schl eicher K-7 is a vintage two-seat glider with three-axis control s whi ch would remain airhorne for approx imately five minutes off a 997ft win ch laun ch in still air" . though I must add two comments: t'irst. hc. before first solo. he's ea rl y solo". I believe. t'ront p o ition lights (a lso normally incorpo rating reflecto rs) are o nly required o n tr<J ilers wider than 7600mm. I wi 11 leave it to readers to dec ide whi ch ones have been produ ced by ali ens! John Collins. I pull ed off tow at 1. there are seven different sets of rules apply ing to trailer !Jmkes alon e sin e 7982. via email Sailplane & Gilding . as is r cognised by the NPPL? Pl ease could we have th e ev idence for th ese complex renewa l requirement s? Apart from totaI hou rs.-ils.marked "for publication" . If th e tu g pilot has taken you mil es avvay. In my tim e I was a CFI and member of the Instructors' Committee . .co. I underst<Jnd thot th e RAF use bla ck on all tr<Jinin g aircraft. vvhich I ph tograph ed from th e Wyv rn GC (Upavon ) T-61 F G-BTWC.t gli d r th at you kn ow is not going to make it bac to site. except you don't have to worry about the traffic.OOOft.to the editor at the address on the contents page or to : heten@sandg . edu/curios. Undershoot/overshoot. Reminding th e student that if you have chosen a good bi g field from 1. on his s concl solo. "Obse rve" (I told my student) "this is whJt it looks like when yo u won 't make it back to th e airfi eld . make this winter 's task to fit side marker lights . crop. you visit a farmer. on! to luck into a 6kt therm al downw ind and say to the student: "and now. Unfortunat ' ly th e habit is sprea ding.my ources indica te that rear markers are rec'juired only if th e trailer or to w v ~hicle exceed certain weights. cl retrospective examination of my logbook shows th at in 14 of those 41 years I should not have had my CJ tegory renewed.we a nJs ty overtaking accident. only rcferrin{: to the orig inal Regulations where necessary for clarifica tion . Since 1960 I have held an in stru ctor rating. you have th e skill and ability to land safe!)' in a fi. and over towards Avebury. he was to ld by hi s instructor to pull off at2. Circles are mostly found in th e l>ewsey v. Mary Meagher. The deadline for the oext issue is October 15 him in a straight line and he pulled o ff at 2. Oxfordshire Instructor renewal requirements FOR my sins. wet night fro m a driver with a filthy windscreen and 70-year-o ld wipers! . BRIGHTON. Black Mountains GC Prime interest READERS might be interested to note thJt th ere is a glidin g entry on th e Prime Curios website http://primes.lttch. I sit on ." I tell fri ends and visitors. As just one example of the complexit y. in spades. cro sswind.it may s. OXFORD. for I was defi cient in one or other of th e five limiting criteri a. Black is back THE problem oi colli sion ovoidance with glider tu gs moy be improved by pointing th e tug black. I am therefore choosin g th <J t big fi eld in front of us" . SALISBURY." said th e Fl "but nex t tim e. th ere is no difference. (Th e Caravan Club Technica l Departm ent also believes there is non e!) Nonetheless. o. Wide variety of good accommodation. This has included all cspec ts of marketing activit y.Jct me at keith @8 /irling. not because they want to spend Sunday mornings kicking a ball on a muddy field. The current pc. Kids take up football because they wan t to become the next David Beckham.mcl a lot of the press that we do get is negati ve. He now flies from Portmoak mJlerial rewards of a Reckham or a S humacher (at least not yet. What w ere my cl aims to thi s position? Well. I fl ew . there is the issue of interna l communicJtions. An incre. compared w ith a wor ld cha mpionship win. Secondly. Overnight from London. BOOK NOW! GARIEP DAM AVIATION CLUB www. Wilts & North Dorset club. w hen I moved to Scotland. of course.1sed member>hip. Nov-Feb. If we are to g<Jin new.uk) represents a massivt le<Jp forward. i> ab olutely essential if we. I am tasked to work w ith clubs to ass ist them in thei r mJrketing. ThJt said.gariepgliding. it will be hard work. - • • . I wi ll be focusing on glid ing as a competitive sport.gliding. are to thrive. In the couple of months since becoming Communica ti ons Officer. Long distance cross country instruction from a fascinating location next to a game reserve.: Raising the profile of gliding ~ I AM very gratefu l to th e edi tor for giving me sp<Jce in S&C to introduce myself and to write wha t I hope w ill be ·ome a regular item in the m<1gazinc. and cert ain ly not le. . M ore specifically.com • fax +27 11 805-5745 9 . hopefully. another minority sport. The new BG/\ webs ite (wvvw. I w ill therefore he aiming to increase the exposure for gliding in the media . but the beneiits speak for th emselves and shou ld be sel f multiplying. The role covers anything to do with communicating about gliding in general and the BGA in particular.uk SOAR in SOUTH AFRICA at the world famous GARIEP DAM. which leads to increased participation. 11 .co. how th e BGA communicJtes with its member clubs and w ith vou .'. so I also understilnd J bit about w hat makes orga nisations such JS the BGA ti ck. thJt is. film. M any clubs c1re alreJdy doing an excell ent job in working with th eir loca l press.. where SOOkm is like an afternoon walk in the park and ISm gliders fly I OOOkm. I w ill be making arrangements to ho ld a nu mber of informa l sessions <Jround the country with club marketing representatives. until recently a member of the Bath. let me simply say that the BCA must get a lot smarter abnut distributing informati on to its membersh ip. we can supply thi s. Secondly. which leads Lo greater internationa l success and exposurE. Jnyway). so that. I consider myself to be a typi ca l club pilot with no pretensions to competition flying or punclitry in any form.secl profile w ill . p lease don't hesita te to ~ conl. first and foremos t. before the m. I think we shou ld be under no illusions that this will be easy. enough about me. Increased coverage leads to incre.~. I am very aware that many clubs are 0lreacly doing thi s very successfull y and I have no desire to tr ad on their toes or to teach them how to suck eggs. Although I don't see the next world gliding champion enjoying th e October . we have to presen t gliding in thi s w<Jy.1t Bath & Wilts until a month or two back. experi enced when it made the transition from iudcly-duddy obscurity to UK world stage success at the Salt Lake O lympics. etc. International success leads to cover<:~ge. I h<Jve been ilmazed at th e amou nt of work that goes on behind the scenes <tnd the range of services and in forma ti on that it provides to the gliding commu nity. positive profile wi ll surely assist in m<J tters such as funding and piJnning.November 2002 ~ ::l1 ~ ~ if Keith Auchterlonie. . is the BGA 's new Communications Officer. as a movement. nnual capitation fee. VisuJII y. INhere I now fl y from Portmoak. younger members. raise with me. Firstl y. In this. in a way that is mea ningfu l yet re iJtivcly concise. I believe. An increased profile wi ll lead to more interested p ople knock ing on our doors wishing to fl y.. Finally. make ga ining sponsorship for our very successful internJti onal teams ~as i er and an increased. I have often been unsure just whill th BGA does and what it offers in return for my . Anyway. I was an active orienteer Jnd sat on national committees of that sport's governing body. competitive gliding does not lend itself well to television so we must work around thi o.1nd very enthusiastic glider pi lot.trketing life took its toll.1st importJ ntly.rcept ion of gliding is not good. we have actual <Jnd potential world beaters (five world champions as I w rite this) and I would like to exploit th is. Thi s is not something that should be clone to s<J ti sfy egos but something that. I would like to use the remainder of this article to explain w hat th e role of Commun ications Officer is anci wha t I see my priorities to be.th individual glider pilo t. I am an activ . In my younger days. but it is the ro le of the BGA to concentrate on the nationa l publications.ad this. I think we can draw parall els wit h the upsurge in interest from all ages that curling. I would l..:t n iltl empt to est<tblish best practi ce and pass this on tu others. I know th<t t. Increased public recogn ition brings many benefits to gliding. If there are any issues that you w ish to \.ons. ike to try to estJh lish what clubs are doing and wha t has been successful in . In the Briti sh team.just look at how many column inches an accident gives ri se to.~C~omrr{LU1 icati.r~ews_::. 'c~s illl <Jverage cl ub member. as w ell <JS TV. Single and two seaters for hire. wi th the CommuniGllions & Marketing (C&Ml Committee. be pleased to help ou t with spc>cific issues that Jny individual club faces. ema il and the like offer. exhibitions. there is a grea t dea l of work to be done in ra ising the profile of our sport with the genera l public. Increased coveragP leads to in cre<:~sed sponsorship. The gliding movement as a whole is acutely aware of the necessity of increasing our membership. By the ti me you rc. I also want to find out w hat clubs w ant in the w<~y of marketi ng support from the BGA. . I am working wi th the C&M Comm ittee to devise a new internal communications str<tlegy dnd I hope to describe what this w ill mean in a future issue of S&G. I was appointed <Js BGA Commu nioti on Officer at the heginnino of Jul y. For the ti me being. yet we ca n <:~ncl must do a grea t de. I have been involved in product marketing for virtually my entire career in the softwa re business. including adverti sing.~ l more with the opportuniti es that the web. I will <Jiso. I see three major areas of activity. and press <Jctivity. . or £5 for rolls/sandwiches (pre-bookings required). available to all. See also their web site: www.. Unlimited tea/coffee/biscuits are available throughout the day for a small charge of £5. There are also leisure facilities. For accommodation bookings. Fax: 01773 532533. And of course the re will be the glider display... The Dinner in the evening is always a very popular event and tickets are limited (strictly by ticket only .. and we will again have exclusive use of the Conference Centre for the weekend. hay/ey-conf eo.The exhibition will be even larger offering plenty of opportunity to browse for aviation related gadgets. Lunch will be available at £15 for a hot and cold 3 course buffet. Tel: 01773 532532. Book Early to Avoid Disappointment . please contact Eastwood Hall directly.£23 per person). Nottingham Saturday 22nd February The "Must Do" Event of the Year . The programme is presently being put together. including swimming pool and Jacuzzi. Dinner & Conference Eastwood Hall Conference Centre. As usual. lt is strongly recommended you book early. uk/pages/eastwood. or on her mobile (07887 548913).. call Claire at home (01280 7057 41 ). or email: [email protected]. and promises to be more action packed than ever before.html . the Conference is FREE. The accommodation and facilities are of a hotel standard. The facilities were found to be excellent last year. This year we are again using the Eastwood Hall Conference Centre. with rooms at £32.50 per person B&B (based on two sharing). For more information and to book your tickets.BGA 2003 AGM.co.. More Action Packed than Ever . The after dinner speaker is of course not to be missed! Conference Centre Includes Leisure Facilities . 4 x IS28. Wineries. then Benalla can do it for you.000 feet cloudbase • 1000km flights regularly achieved • Cross-Country training courses • Outback gliding safaris • Mountain flying camps • Daily temp-trace and weather briefing • Warm club atmosphere YOUR October . Discus-B. We offer good flying. LS8-18.BENALLA - AUSTRALIA BENALLA. Kestrel 19.glidjng-b_enaUa. Lake etc. Shopping. • High performance fleet • Up to 12. "The Rose City•. Easy travel by road or train from Melbourne or Sydney. Gold 'C' or lOOOkms that you are aiming for. Whether it's Silver 'C'.is the club DOWN UNDER where you can feel at home.au AWAY FROM HOME 11 . 750km. or 1000km flight or take a scenic flight in the nearby 'Victorian Alps'. Nimbus-3T. Enjoy the site that provides consistently good flying and the possibility to achieve that elusive SOOkm. Cross-Country training courses and Competition coaching with Duo-Discus. from the airport and it provides for all your needs including Banks. Library. Vie 3672. Mosquito. Australia Tel: +61 357 621058 • fax +61 357 625599 Website: www. Nice-Restaurants. A selection of accommodation adjoining the airfield is available including Motels and Inexpensive backpacker accommodation . We offer Novice to Expert. Take advantage of currency exchange rates and your strong pound. Hotels. Nimbus-2C. AquaticCentre. PWS. is walking distance. LS7-WL. BENAUA. Hornet. fellowship and a Club Atmosphere that ends the day with a "cool drink with your friends at the bar• in our fully licensed lounge and restaurant! You can use our Member's Computer Room for GPS downloads.org • Emall : glidmgbla@cnl. Beautiful Benalla. and 3 Pawnee Tugs.com. E-mail and Internet. LS6-b.November 2002 CLUB Our Fleet includes: Duo Discus. 2 x SZD51 Juniors. enquire now to: - GLIDING CLUB OF VICTORIA VISA PO Box 46. 24hr Supermarkets. (500 metres). If you prefer we have a Member's Kitchen where you can prepare your own food. . All other applications are banned. On applicJtion for an initial CAA C oi A. it is recommended th <:Jt you seek advice from your locCI I fi re servi ce. Alternative forms of extinguisher are avai lable.uk " Legislation" "Regulations on Halon DETR" or use your search engine for " Halon critica l uses" .: 110 11-fliL'r . In response to this the CAA hav0 agreed to vary the 200-hour requirement for motorgliders.[c.< <>pen tlrron~houl th~ .U regul ation 2037/2000 was introdu ed.gl iLl j Jli:!. If it i:..in~ tnl~c. Tire Cluh i. 1..\'Olll~ party. Advice on the rnost suitable ext ingui sher for a particular applicat ion shou ld be sough t from you r loca l fire prevention officer.1 \~\lrlll Vll ll .. This has caused some difficulty over the years.co. especiall y on motorgliders tha t have been operated to a simi lar regime in other countries and have been well-maintained but not overh au led. l1 ltJ f . and accelerate control on th e sa le and use of non ozone-depleting alternatives. Halons. Engines in motorgliders with a 'Private' ca tegory C of A can usually operate beyond the recommended overhau l period 'On Condit ion' in accordance with CAA Airworthiness Notice (AWN) 35.unep. 3 . On ly Halon 1301 and ·1211 (IKF) are permitted.j '""" . 2003.:tllv u tlwr ch.!lpb. wk1kv~.'lL. the alternatives now avai lable are Petrol eum-bosed and in my opinion not as effective._. Ca rbon tetra chloride. As airfield fire trailers/tru cks are used in Cln emergency si tuati on prior to the arriva l o f th e fir service it would be safe to assume that the use of Halon extinguishers wou ld be included in th e fire service criti cal use exemption.'t pjdt'.~ toilm. ChiefTechnical Officer IF YOU are considering purchasing a pre-owned motorglider from abroad and wJnt to import it and apply for UK Civil Aviation Authority (CAA) registration Jnd Certifi cate of Airworthiness (C oi A). M andatory decommissioning oi fire prot ·ctions systems and fire extinguishers must be carri ed out and completed before December 31 .CL'~ d\·aibJ.•l")·.caa. but th e EU regards ozone depletion as very serious. For further information please visit www.gliding. Look under "fire" in your telephone directory and you wi ll probably b direc ted to your fire prevention officer or county council.·:. ChiefTechnical Officer Sailplane & Gliding .. Trich loroethane and simi lar solvents have not been avai !Jble for some time now. Jim Hammerton... The BGA is unab le to advise you on what iire extinguishers Jre needed for your particular si te. 1um·\.co.\L. Follow the link from the technical sectio n of the BGA website www.1. L(l i n terest Lilt.~ "LllaI Lli bx 0 I 3398 85 31') uk l:.. Your safety officer may already h<Jve this informati on Jnd your club shou ld be considering actions to comply with the recenl changes. U nfortunately. uk and look in "Publications" . they include AFFF and protein foam. '<l. Some oth er critical uses are by th e fire service and Deeside Gliding Club • ....cd.IJi.f~.lr lP lJrin i! v11 ur ow n ~ J. (Your fire exti ngu isher supplier shou ld he ab le to assist) and replaced wi th an approved non ozone-depleting al ternative." The CAA have stressed thJt all the other requirements of AWN 35 still apply.srg.. Aiter thi s date existing fire protection systems and extinguishers cannot be refill ed with Halon.. """. In ~Hillili nn. c·l. How the European ban Read this if on CFCs affects you you plan to R buy a used motorglider ECENT European Union (EU) directives to reduce ozone depletion affect al l of us. • •rtll'n' rnr ~HL' :-lii J :'OliH' :'J'(l. This will incl ude airfield support vehicles (except fire and emergency trail ers/trucks).:r ypnr ~tanJarJ Wave Bookings .. buildings and general use. 2002.n1.JL'l 12 i. E. Airworthinl'SS Notices are listed as CAP 455 .l.: ~~nitl1 TI.. _.:.c.. Solvents 1. w here the extinguisher is essenti<J I to personal sJfety for initial extinguishing of a fire on an aircraft.: Ll1is y~o. Provided that the rnotorglider and engine are in good condition and well maintained you should have no difficulty in operating the engine 'On Condition' in accordance with AWN 35 immediately. the following news about used motorglider engine life may be of interest and fina ncially beneficial to you.contractfire. tlu.:JJ equi ppc·d fl l:l'l.co. but if you have some old stock it should be disposed of in the same way as for fire extinguishers by using on au thorised contractor. You can view or download AW t 3. indi\'id1111l t h'l. Jim Hammerton.:.shml fo r details of the protocols adopted by the UK and other countries and www.: tllJlL'.5 and many other CAA publications by visiting the CAA website www.5 thereafter.-·~ 11 wfi_. btlnl~i n ~::.1il : tlfijw(#>Jcl•iiidrglidingduh. Th e EU hJs published new regu!Jtions that ban the sc1 le and u~e of CFCs. . These regulations come into force on December 11. in Wave Season :3ertl0d 200 ~ . •"· . it is a requirement that the engine hils at least 200hrs to run in the UK before the recommended overhaul life is reached.J t.in parti cular the fire ex tingu ishers and so lvents in use on BGA aircr<l it.2(c) on an individual basis for self-lau nch ing motorgliders designed to )AR22 or an equivalent code" .uk• 1 \\ t•b.L.5 para . Fire extinguishers Criti cal uses as defined in Annex VII of the regulation include: hand-held extingu ishers for use on board and in Aircraft Crew Compartments and fixed ex tinguishers in Aircraft Engine Bays.9 73 0(H~7 All other enquiries . Year-round Soaring. support vehi cles and premises.. if it is intended to operate a life extension 'On cond ition' in accordance with AWN 3. tk . it i recommended that a pp! ication ior the variation be mJrle prior to purchasing the motorglider. dry powder.ch/ozonelmontreal.woilahilil y . Replacements for Halon are under development but as yet not ava ilable.. C02 and water.3cc:Hidll. Tri ·hloroethane and o th er such ozone-depl eting substa nces. Enforcement and advice We have no details of how the reguiJtions are to be enforced..1 .1.·l ivilic.\~.\utullln/\'\fin lur ~1nd . As a result of the MontreJI Protocol on substJnces that deplete the ozone layer.: Ref: 9/80/G/1o:U35 "The CAA w il l accept applications for variations to Airworthiness Notice 3.Roy u. uk if you forget the CAA address..•ar\ \\)JVL' . In prJctical terms thi s means th at Halon fire extingui shers will be banned in <J il but critical uses and the use of ozone-depleting solvents is completely b<Jnned. r~ ilrc Ul. h. poli ce. H ydm-bromofluorocarbons and 1.:oilt:: !i\\'W.L.· n fo r Holidays & Courses-.'J 015(.. __ .1 ~lec~~: if~Ji@~S~klft.1. arc Wt.l~:'Un•d l)r . All halon fire extinguishers not used in critical applications must be removed from service before the end of 2003 and disposed of via an authorised contrac tor. Please note that the use of Ha ion in airfield emergency and fire trai lers/trucks is a BGA interpretation oi the EU directive and th • information contained herein is on ly a very brief ou tli ne of the requirements.. Fo r exa mpl e.~ Development news I Would you share your vital stats? F ROM tim e to tim e. Yet much useful work w. In conductin g such inves ti gations. for leaders. Tanglewood. done and the found ati ons were laid fo r a much more sci entifi c approac h to farm business management. The scheme is ad ministered independe ntly by eac h of th e home countri es' sports coun cil s (Sport Engl and. but the grants cl aim tu be available for devel oping training opportunities for staff and vo lunteers and in parti cular. Factual information is essenti al in arguing a case on behalf of a glid ing cl ub. we are frequently hampered by hav in g very littl e reli abl e comp arabl e da ta . Awa rds fo r All was ori ginall y introduced at the Mill ennium and offers grants of £500-£5. If we could compil e data for gliding clu b businesses along simil ar lines to those employed by the Farm Business Survey. your Development Committee needs to look criti ca lly at a gliding lub's business resul ts in order to give th e right advice on futu re policy. To date.co. a grant for £5. with th e res ults publi shed anonymously Jnd con fidenti ally for th e benefit of th e movement ? Pl ease send us your views. Sport ScotiJnd . gliding appli cations to Awards for All have been singularl y unsuccessful. very littl e inform ati on is avail abl e about fund amental input/output data. Computer technology October .uk See also www. Apart from th e work we have done in analysing glidin g club rents and members' subscription s. Telephone the Lottery helplin e on 0845 600 20 40 for deta il s and an application pack Jnd do contac t your development offi cer if you need help to complete the appli ca tion.000 represents a valuabl e contribution. 000 for spec ific projects . So how should we obtain more reliabl e inform ation ? Most gliding clubs publish their annual accounts so the inform ati on is already in the public domai n. this was a slow and often labori ous job but great progress was rn ade towards understanding the probl ems of th e indu stry and improving the profitability of small . . Before th e cl ays o f computers. w hen agriculture was rega rd ed as an important national resource. Th at has been interpreted to mean the cos t of sending in stru ctors on BGA courses will be eligibl e for gr<r nt aid and Sport England has confirmed thi s to be th e ca se.co. how much from inves ted funds. admini stTators and cl ub o ffi cers. Fingrith Hall Road. then we should be in a rnuch stronger position to help and advi se individual clubs and to make representa ti ons on behalf of th e gli ding movement. w heth er it be for a rent rev iew or for grant funding or simpl y as a rea listi c bas is fo r forward budgeting. famil y-based units which were earnin g under increasing pressure.Let's try again! Th e Awards for All scheme once again offers a rJy of hope to gliding clubs struggling to make ends meet. Reliabl e comparati ve data on glidin g club busin esses could help to diagnose priority areas requiring attenti on within individual c lubs and also assist in th e in creasingly important wo rk of presenting th e case for th e sport of gliding over nati onal issues such as mandatory r·ate reli ef.November 2002 Does your club know what proportion of its income is from where . Roger Coote \. Essex CM4 ORU Tei/Autofax: 01277 823066 MikeJefferyes@ STEMME. Financial inform ati on was coll ected from actu al farm accounts. Range over 650 miles. pri vate owners? And so on.. Despite th e natural and understandabl e reluctance of many farm ers. standards crea t cl and useful yardsti cks were compil ed by w hi ch indi vidual far m bu sinesses might be compared in an attempt to highlight their strength s and weaknesses and to make recommendati ons for improving farming pro fitability. Th e grJnts are uimecl prim arily Jt small clubs but with secondhand gliders currently avJilable at very low valu es. Awards for All . please contact Mike Jefferyes. wh at is the average club in come p r mem ber? Wh at are th e fixed costs and va riabl e costs per member? What proportion o f th e clVerage cl ub's income comes from tri al lesson s. Back in th e 1950s. a wea lth of va luab le comparabl e data was accumui Jted by th e universiti es and by th e Provincial Ag ri cultural Economics Service. W ales Sports Council and the Sports Council for Northern Ireland) and has been given new impetu s by th e Queen's Golden Jubilee.STEMME.and would it give the data to the BGA ? should enable data to be collected and updated with far I " number-crun ching" than was previou sly th e case.uk 13 . 1-man wing-fold for easy ground handling 150 S10's now delivered 15 to UK For information on new and used 81 O's and how you can make spectacular use of your valuable time . Blackmore. An agri cultural analogy provides an illustrati on. th e concept of "Th e Farm ds a Business" was rega rd ed as a som wh at novel Jttitude. or Glide @ 50 :1. BGA Development Officer ~ t km !!!! in 14h 20m = 172kph Independent self-launch Power climb 800ft/min. Would clubs be in terested in making their annu al accounts avail abl e for compa rative analysis. Comfort+Sociability only possible side-by-side. 009ft/14. 144m) near M t Cook. " says the CAA 's John Gentleman.000 charts for Stansted and Manchester (motorways.535 m).. we cli mbed in three loca ti ons to 30.000ft (1. In thei r last attempt in August the pai r spent five hours soari ng to 30. rivers and railways remain). Th en w e tried a wave 100 miles south." sa id Fossett.:.93 Hm to 62 .:l tely . scientific data ol lect io n was accompl ish d and we demonstra ted the capJbi lity to carry off the ulitmate altitude fl ight. which include heights.82 9m) above them. "we will produce them for approximately 10 areas throughout the UK.comlperlanl Try this new chart THE CAA·sponsored On Track airspace project (see Time to own up on airspace. October·November 2001 .000ft/18.:m nounceci that his team would retu rn in November to carry out d istance flying in preparation for a "concerted campaign" on the altitude record in June 2003.o News :_______ - ~ - -.caa.000 ft (9. The conditions simply would not provide the opportunity. 144m." That is expected to he in Jun . "The ew Zealand Perlan campaign finished w ith a fine wave flight.898m fai led when he and retired Nasa test pilot Einar Enevoldson were unable to climb above 30. or fly one of ours . So contours.just come and enjoy yourself. 30 videos are being tested. "If the consensus is that these charts would enhance VFR navigation." On Track reports back to the CAA later this year. . "Aft •r being towed to 4. A disappo inted Fossett immedi.000ft/9. p5) has prompted the Civil Aviation Authority to create two downloadable trial A4 chart formats at www.co. The CAA is asking pilots to try them out (though you still need to carry your usual chart as well) and offer feedback to the On Track forum.~. forests and minor roads have been removed from 1:250. which have a high frequency of infringements.000ft (1. The theory is that the level of detail on current VFR charts may make it hard for GA pilots to identify controlled airspace. We believe we know how to do it but it requires being ready for every opportunity du ring th e best month of the year. www. aga in at Omarama. Clicking on the map brings up aerial photos from Getmapping PL C and other downloadable route data. Various airspace boundaries are shown by different colours of tints.220m).uk/dap. but that one topped out at 28. Assistant and Basic Instructors Bring your own glider.000ft in their DG-505M as they searched over an 85-mi le stretch of sky for a way into a second wave system they could see some 6. leading to infringements.- . weatherextreme. erlan prepares for fresh bid AMERICAN adventurer Steve Fossett plans to return to New Zea land in November to practise long-distance wave flying in preparation for a fresh attempt on the world glid ing altitude record next yea r His first attempt at Omarama in August to raise the record from 49. • Aerobatic Courses • Field Landing & Navigation Courses in a powerful Rotax Falke • Cross Country Soaring Courses Coaching for Full. this was a successful fl ight. " Even though no records were broken. " Now we are look ing forward to a new campaign to fly into the Polar Vortex. next year. The gl ider systems worked at altitude.000ft (8. PHONE VAL 34 10 FOR DETAILS Tring Ka:IHI_ 14 Sailplane & Gliding . com) A Dream Of Wings . The wea ther for the six-day ca mp was very good. Alex Chappell Clouds tended instead to develop over the mountains and in Jreas of convergence.200ft.REVIEWS 2002 camp at Colour photographs are used to great effect. I can strongly recommend it to Wally Kahn all lovers of gliding. The 21st was devoted to forma lities: of FAA licences. His commitment to aviation is extraordina ry. there were strong. The ranch is just north-west of Mt Grant (11 . SDZ-55 and a Ventus A. Nonethel ess. " new wings" and "glass ships".covering gliders from 19 coun tri es in 2 70 pages .c'qip.eqip. www. The often exaggerated clai ms. briefing. gliders. The three parts o f the book . We were privil eged to sh<Jre thi s unique experience. but no records were set.airliiehooks. Everything Ann W elch said about the first book appli s equall y well to this new one. ASW 20. fu ll Clrray of wing profiles from "the old tradi tion" through to " la minar''. he rema ins an easy-to-speak-to. H e w rites: "We were bussed out to the Fl ying M Ranch from Reno airport on June 20." the old tradition". launching. This book is so very full of fasci nating facts and fi gures. Discus.I S) has now been joined by Sailplanes 1945-1 965. MARTIN Simons's 53ilplanes 1920-1945. food and <Jccommodation were all superb." October ~ November 2002 15 .arLh glider pilot who just wants you to enjoy the Nevada's spectacular gliding. down -to. w hi ch wa s comprehensively rev iewed by Ann W elch in the December 2001-January 2002 S&C (p . £11. check rides and desert fly ing educa ti on. Organ isati on.are a great credit to the author's remarkable skill and ded ica tion to his subject. but this latest book is even belter than the first and (hopefu lly) the third in the seri es (1965-2000) wi ll make this series a veritable must for all glider pilots. kites and glid rs to try to di scover the secrets of flight. B<1rron Hilton (above) is rema rkable: he was th ere the whole time.de ISBN 3-9807977-4-0 Available from good aviation bookshops and from tbe Vintage GC sales office. LS6.llld a f(w copies of Martin Simons' earlier Sa il plane> by Schwcizer (AirlifeJ are still avai!Jhle {www.300ft) Clt 4. DG-300 and 303 . the IJst man on the moon.Tom D Crouch WW Norton. DG-505.999ft (the limit ofV FR in US). it concentrJtes on the Americans who for decades prior to the W rights' success had experimented with scale models. though we did not see the classic Nevada days wit h homogenous cumulus development over the entire task. it will give endless pleasure to the reader. fl yi ng most days.Martin Simons EUR45. lt is hard to believe.95 ISBN 03-9332227-0 WITH the cen tenary of the Wrigh t brothers' first powered fli ght approaching it is ti mely that A Dream Of Wings has been reissued. Despite his em inent position in the business world <1nd his illustrious friends (astronauts Bill Anders and Gene Ccrnan.. inevit-able failures and small successes make fJscinat ing reading and there are plenty of ill ustrations of their wonderful machines. The inside front and back covers disp l <~y . met. qu ite spoiling you for the rough-and-tumble of our usual fac ilities.20 plus p&p EOIP. the 'Flying M' DICK Bradley was invited to join pilots and guests (bottom) at the 2002 Barron Hil ton camp in recognition of his work at the 2001 Worlds. Sailplanes 1945-1965.de and \vww. Sa1lplanes 1920-1 'l4S r[qip! . were there).500ft/m climbs to 17. Gliders inc luded a Duo Discus. 1. The arri val o f "glass ships'' in th e late fifties and their development is well documented and Martin Simons gives an int resting insight into the problems which the designers of the eCirly plastic sailplanes faced. Tasks of up to 600km were flown. LS3. quality assured to BS 5750 Reliability. York Tel: 01904 738694 16 www-users.com • Fax: 01262 602063 IGC Calibration Service for Barographs & Loggers (All Types and Makes) FAI rules require IGC loggers to be re-calibrated every 2 years.net Cambridge Instruments • UK Agent for Service and Repair fly the Vale of York • Brilliant site • Tarmac & grass runway's • No airspace restrictions • 2 pawnee tugs • 2 winches • 3 x 2 training gliders • 3 x single seat • 2 motor gliders for faster glider training • Approved site for glider pilot to PPLSLMG • Plenty of caravan and trailer spaces • Full time staff 7 day operation • 5 day courses £330 • fixed price to solo £850 (winch & aerotow) Rufforth Airfield.Only £7.00 + £6 return post Garmin memory batteries replaced.i!J · . External seated pilotchute providing the fastest possible deployment.50 Problems with your vario system? Thinking of replacing it? Radio problems? Repair or replace? Ring for free advice Dickie Feakes on 01869 245948 or 07710 221131 E-Mail: dickie@fsd. computer calibration file.All models.~"~oMAs ~ ~ · Pop-Top Glider Pnots Parachute • • • • • • • State of the art in emergency parachutes The Pop-Top. Full BGA approved calibration certificate.uk.. comfort and efficiency when it matters THOMAS Sports Equipment Limited Lofty's Loft • Pinfold Lane • Bridlington • East Yorkshire • Y016 6XS • Tel: 01262 678299 www.html York Gliding Centre Sailplane & Gliding . Soft.ukl-mdctlygc. and all other barographs every year. slim line design for ~he ultimate in comfort British built. quick turnround and return by Special Delivery Only £15.ac. Steerable parachutes 'in a range of sizes to suit all sizes of pilots.thomas-sports.york. Fully encased risers resulting in a snag free parachute container system. Soaring the 101-foot behemoth . A few minutes after the Ryanair 737 touch ed down. But with a two-metre extension to take the starboard wingtip and some German ic ingenu ity. (Ryanair don't do free drinks. both of us. "Look' " they hooted. un less they are senil e.for the time being. and we (Q. was mine. By pure chance I had landed parallel to the pipes and not across th em. w hich is not hugely convenient if you are going to Hamburg. and looked back in the direction I should have been looking all the time. was in fact a kipper. around which I was carefully re-routing my intended course.PLATYPUS Fly the plane! I HAVE just picked up an American pri va te pilot's magazine w ith an arti cle about distractions. Well. or that th e new ly discovered haza rd to aerial navigatio n over East Anglia. Continuing my progress more cautiously. WhJt convulsed them was something quite different. plus several hundrecl 17 > .. All the while scratching my nose with my hook and deba ting suitable turn-points with the parrot on my shou lder in impenetrable Cornish accents. I turned to port. since there was a great ravi ne between me and the ai rfi eld. ) would have been removed and maybe I myself would haw been removed. spJced at 20-metre intervals. I finished my task Jnd they didn't get Jway from the si te. and immediately ta ken round the other side of the airport to the gliding club bar. or more likely th e terminal cackle. A ll the other passengers clambered aboard a bus for J 40-m inute ride to Hamburg. Th at really is weird. his wife Karin and their grandson M oritz. So after a very brief scan of the terrain and remembering that the wind was from the left. 17 . I know. the distinguished former Chai rman of the BGA and I) had al ready had some educati ve experi ences w ith si nk. Nobody draws lines on maps. Strange . and to ma rk the friendly gliding sites. 13ut as I walked towards the farm house I neJrl y fell full length over a steel tube w hich ran th e length of the field. especially just after take-off. it's the cases where not a scratch has been inflicted on the glider. refreshed. The crashes were due to the distracted pilots suddenly devoting all their attention to a minor nuisance and no longer flying the plane. so when all the slack was taken up there was a loud pop as the rope broke.drJwing l ines on a map!" lt was as if I was wearing an eyep atch and tricorn hat while hopping around the tabl e on my peg-leg. the ·ras hes weren't directly ca used by the unlocked canopies and doors. as one does. thi s small shed now ho lds both the 31-metre Eta and Karin 's Jodel tug. His glider trailer probably has a th atched roof. but is im mensely convenient if all you wa nt to do is visit Luebeck. Marion Barritt and I were greeted by Hans-Werner Grosse. or even in the privacy of their high-tech study back home. I don't think I've ever seen scheduled airline operations and w inch launches cohabiting hJppily like that before. standi ng ·15 centimetres off the ground. The right-hand canopy latch had opened partially. I found that the entire fi eld was irrigCJted by pipes. Or should I say. In the latter CJSe th e undercarri age and chunks of Kestrel 19 (1 H. only 14 metres' span. I thought that maybe I had managed to get mJrmalacle all over th e chart. Th e last laugh. But I haven't made that kind of blu nder since I stopped acquiring serious hangovers the night before J soaring day..Eta The Rya nair flight from Sta nsted to Luebeck arrived two hours IJte but it was cheap. lt seems many power plane crashes were due to canopies and doors being im properl y locked . these being very rarely dangerous in themselves. I w hacked the latch down smartly. to the little hangar wh ere That Big Sh ip resided. Hans. The machi ne spits out G PS co-ordinates and courses-to-fl y in seconds. Their clay w ill come. Treasure this island A few weeks ago I got my marker-pens out and spread a half-mi llion map on the breakfast-tabl e. w ho is 80 in November 2002. Luebeck is the Ryanair airport for Hambu rg. applying in k w ith a quill pen to a tattered parchment which in areas such as Wales bore legends like: "H re be Dragons" and "Terra lncogn ita" . th e duo of future champions were obviously thinking. however. and th e dis<Jsters they can cause. ca n move th e entire 740 kilos of Eta. October -· November 2002 it's not the prangs I have had th at keep me awake at night. "as one d id" ? For I immediately found myself th e obj ect of the fascinated attention -and unconc aled mirth -of two extremely young cross-country pilots. "Piat is pl anning a task by -gasp. but a deep scar has been left on the soul.and th e most attractive countryside to enjoy. hidden in the luxurious le<Jves of next week's le15umes clu j our. picked a field full of some anonymous but very green vegetables and pu t the Kestrel down immaculately. Th e angl e of the rapidl y-tighten ing rope to the nose hook was a good 45°. but what do you expect for three and fourpence and a couple of buttons?) Then. I li ke to pore over the chart and see w here I might encou nter the high ground facing the wind or the sun. it being too late to fly Eta. a K-21 was win ched off the grass nex t to the main runway. anyway. lt turns out that rea l pilots these clays pliln Pieces of eight metre! eye patch and tricorn hat their cross-country flights on a computer in the Briefing Room.where's the tug? Th en I saw the tug way over to the left in a steep climbing turn w ith a big bow in the rope about to go very taut. Th e hangar was built 40 years ago for the first generatio n of K-6s. That took me back to Sisteron in th e south of France in 1978. I did not even consider tryi ng to get back to Sisteron. Well. admitting a lot of unwanted breeze. I was about 200ft up on tow in a Kestrel 1C) when a whistling noise ill my right elbow made me look down. How bloody quaint. Old age and devious unning (and a bit of extra span) defeats youthful enthusiasm . I remember seeing something like it <J t Booker. The con test limit for pu re gliders 18 is still 750 kilos. or solo w ith addition<tl ballast on the rear seat. Marion says: Hans and I compared enj oyable soaring experiences. Its empty weight of 6SOkg compares with 740kg for Eta no. Lau nch ing from soggy ground <Jt a different <J irfield it required both an aerotow and fu ll thrust from its own engine to get airborne. bananas and soft drinks. and every new piece of terrai n is interesting in its own right. "but I don 't think I'll do !hat again . Karin's longest flight in Eta so far is eight hours. Eta mushed along w ith no tendency to drop a wing. people say unkind things from time to time. I'm not par. Th e prototype wi ng had used a foam that absorbed large amoun ts of resin. Why do that to a perfectly good glider? said Hans. a foreta. of all sidewaysers. The ripple-effect from root to tip was all too obvious. supership no. Hans says the constructor of thi s device had previously built launching-ramps for the first genera tion of Vergeltungswuffen." /said. 1. Hans had me fly at a very low speed. I asked i( he had ever taken it through a full-blooded spin. fl1e one-piece canopy makes for a better vie1-v. or rather the Emperor. te oi the terrible rains that have devastated middle Europe thi s summer . We were discussing spin characteristics. Sooner them than me. Jump! Eta airborne After twn days' grea t ating and ·ightse ing in mediaeva l Luebeck during poor weather . Thi s currently restricts its movement abroad for soaring expeditions. well-stocked with Hans 's favourite biscotti. The weight limit for motor gliders has heen set by the IGC at 850 kilos or 1770ib. I was very unlikely to hear HJns shout.) Platypus: next. Still. but nice to have. rendering absolutely no help whatever. However this one ill Lu beck is a monster th at looks as if it weighs as much s the glider. The prototype Eta cannot be flown two-up in competitions. Thank Heaven it was a short-lived demonstration. The stowage space in Eta obviates that problem." Eta is very comfortable for the back seat pilot. whatever happened. A suction-method during constru ction now reduces the ratio of resin to foam. 2 just made it b<Jck over the airfield boundary fence. Is th e cost of insurance w orry? No. However. I commented on how smooth and gentle this motion was. but I do have my critics. and agreed tha t ridge-soaring up the side of a cumulus cloud topped our lists. The weight reduction of 90 kilos comes from savings of 30 kilos on each wing and on the fuselage.muid. Plat Get on with it! Eel) I felt J slight blush of national pride when Hans said he had first seen a sidewayser in ncti on Jl J c lub in England. Karin Crosse is Hans's favouri te co-pilot and has flown many record fligh ts with him in the ASH 25.1s viewers of the Jeremv Clarkson programme M eet the Neighbours 'know. Clea rl y. ETA 2 can fly two up w ith waterballast. With its stationary prop extended.er than that of an ASH 25 the fuselage is also longer and a bit wider and roomier. were taken while Hans was eagerl y clemonstrJting the King.PLATYPUS > kilos more of siclewJyser in and out of the hJngJr single-hanclecl. but which is also handy For stowing cameras. it's not a worry because I don't insu re it. That made me ponder when we flew in Eta together. HJns's Eta prototype has onl y a permit-tofl y. running on a su nken rail some 5 metres long. not a full airworthiness certificate from the German authorities. The prototype has no water-bags in the w ings: if Hans w ishes to fly solo with ballast he straps a fibre-glass water tank in the rear seat.indeed. and can only ca rry b<JIIast w hen flown solo. at which point Hans suggested I input a few deliberately jerky elevator movements. Eta no. This agreement was rea ched while Hans was explaining how the sea breeze had created the magnificent clouds we were p laying with. Supplementing a glider-engi ne with other means of launching seems quite common on the Continent. The one-ton sa ilp lane is not far oif! The second Eta weighs just under 850kg all up. This made the glider's engine over-rev and seize up. doodlebug or bu zz-bombs. "Interesting. In Austri<J in 1989 I was astonished to see a two-seater winchlaunched from J small field w ith its susta iner engine roaring flat out. With a different prop she now happily flies irom that field. I WJS not being an idle slob. (Piat says th at occasional ly back-sea t passeng rs in the ASH 25 let vari ous hardwa re get j< mmecl in the space around the rear stick. the conditions were those in wh ich a serious cross-country pilot would normally leave the hangar doors locked. So. O nly a few miles east of Luebeck is th e old border with East Germa ny.M arion and I each managed a ilight w ith Hans. and since the span is much 1Jif5r. A few chandelles before we enter d the pattern gave me a chance to sec the entire 707-foot wing in motion.:lVe been impolite for me to interfere. I had never flown over the Ba ltic coast before. I asked Hans. Despite being much lighter th an the prototype. adding weight. Well. etc. Not exactly the strongest Jrgument for lashing out a million Deutschmarks or its equivalent in Euros. he rep lied. you know! Eel. it woul d just h. . (You don't have to get all defensive. 2 had an exc iting first fli ght earli er in 2002. Hans has a great sense of humour. Let me say here ilnd now that any pictures you may sec of me sta nding around with my hands in my pockets. so that the pilot in front suddenly encounters a disconcerting inabi lity to ontrol the aircraft in ro ll or pitch. I thought at the time. better known as V1 s. In front of the rear stick is a deep compartment which is really a larder. A sweaty moment. This first Eta weighs 950 kilos w ith two pilots and fuel. In 1094 Hans-Werner told me a tale oi the dreadful months of impri sonmen t suffered by an innocent glider pilot who had strayed from Sailplane & Gliding . Hans and I set out on 250km of ex tended loca l soaring. but extra span is supposed chi efly to help the low-speed end of Lh curve. Refinements. it was quite another aircraft. flown at full weight. sa nely beac hes. the little Emap GPS.November 2002 19 . Som ehow you co uld feel the extrJ mass and momentum through your whole body. I felt th e same dramatic change in mass going from the ASH 25. Finally we dashed back to Luebeck at 220km/ h and. There was nothing but ni chls as far as the eye could s. If you like deserted. At one-minute interva ls I wJs beeped by my CJsio watch.uk Left: Eta in its hangar. 9 + Ll. fJx 0208 74 1 1757 or lrom th e BGA on () '11 6 253 I 051 or securely on line at \VW\v. designed to improve the handling in steep turns.co. The prototype's ailerons felt no t much different from an ASH 2S. like the prec ise location of zigzag or dimpled tape relative to th e trailing edge. you mi ght say. Oh yes. Operating the flaps seemed efiortl ess despite the spectJcular bending of the enlire length of th e ~~~ ing. (You mea n you badgered somebody e lse into sorting the ballast-valves out ? Ed) Er. though the grey wisps looked good fo r onl y a hundred . left a Ventus 2C well below on th e run home. it should do so. was accurate to w ithin 20 ieet or so. I thought this would not make very good copy for S&G. I rea ll y don't kn ow whose fault it was th at I fo und I had a Swiss Army knife on me when I go t mdbird @dircon.e Platypus Papers: fift y years of powerless pilotage t h Mclb~ k. Just Iike anybody else I w<J nted to know Eta's max UD before I fl ew in it. to flying ta. VVhen a few centimetres per second of rising or sinking ai r makes a difference of 10 points to the achieved glide angle. 160 pages. Australia or the USA. you're ri ght i\nyway. Well. n.1 ter for th e next four days . Eta happil y s. and it's a pity th at so far an Eta has not been able to sa mple the air of Spain. Even at over 900 kilos Eta is clearly a phenomenally go cl climber. The sea -breeze front proper seemed to have vanished. it is inexpensive to get th ere and worth <1 visit in its own right. w hile moderate stick and rudder adjustmen ts kept th e string straight. Nichts! said Hans about th e solidly grey sky. hangi ng below th e level of th e inland clouds. 1 00 Peter Full er ca rt oo ns) cos ts £19.cum tel 0208 7413 6 44. a tilt at th e Guinness Record for th e World 's Bi ggest ombin e Harve ter. The difference in sensa ti on reminded me of the time in a Nationals when I had to fly an ASW 22 dry for four days. checked th e new altitude and did some in fa nts' hool mental arithm eti c.mes. loo kin g down i1t th e uncut fi elds. Old Luebeck. Right: Hans in Eta's cockpit (photos: Platypus and Marion Barritt) October . After that the rudder needed to be much less vigorously used. but dirty wisps some miles further inland produced what felt like feeble li ft. Hans asked me to calculate an averag rate of climb. one of th e worst-bombed cities of Germany in WW2. The climb rate was nea rl y 400 feet per minute.md hea th er of th e trilining grounds where Soviet tanks pm ctised fo r th e long-awaited conflict that never ca me. it's just a helluva ship. accu rate measurement in flight becomes very difficult. ~period that is hard to forgeL Some of the bes t therm al sources are th e bracken . for what it's worth. marked the lifL Wh en I s<Jy Eta feels heavy I am not referring to the controls but to the simple fact th at it is indeed heavy. He threa tened to deploy the engine if need be. hikfJkiwarpl. can be critical.glirling. I still would like to know what it is. w hich I have never used for this job before.) This averagin g task I had to do. is a picture-book tow n. Ca librated agai nst th o front pilot's altimeter. wi th inl ets. but even so. th e flight back was only 10 minutes late. then I got th e ball as t-va lves sorted out and flew it full of w. ancl I remembered that even a superduper-ship descends ea rth wa rds if there is no I ift. So at present nobody is publishing any polar curves.50 p&r. it is twic e as massive as some 15-metre ships and 30 per cent heav ier th an an ASH 25. Runnin g e<Js t-n orth-east from Luebeck past Rostock. but kept my thoughts to myse lf. . Thanks to Ryanair. while Platypus looks on Right: the spectacular wing. (I was glad to learn th at this WJS not th e ba ttery th at would haul the engin e out in an emerge ncy.lt in a 40° bank climbing rapidl y. originally designed for the K-6. W e wanted either a spectacular racing finish or.Left: Hans manoeuvres Eta into its hangar. See WW\\'. the Balti c coas t might be idea l for J quiet family holiday.co. despite long-winded and meti cul ous securi ty procedures. showing discontinuity (chord-skip} in outer panels. The trouble w ith !l ying in the same general direction without c ircling for SOkm or so is that you can get a bit of a shock when eventuall y you do turn around and face the way you have just come. Hans' and Karin 's hospitality was sp lendid. th e difference going from four empty tanks to four full tanks on the ASW 22 was staggering. The only aspect of Eta's co ntrols that fe lt Ii ke ha rei work to th e newcomer was th e initi al hefty shove on the rudd er th at was required when starting a turn. ha ys and peninsulas that made th e line o f the sea-breeze front equall y irregular. by gettin g a 3D height read ing from my hand-held Garmin Emap GPS. over northern Germany Luebeck into the eilstern sector durin g th e chilly depths of th e Cold W~r.uk off the pl ane. in th e absence of any altimet er or va rio in the back panel. since th e batt ry driving his Cambridge vario/computer had not been recharged. th e coastline is irregu lar. Eta number two is sa id to have noti ceab ly li ghter ailerons than Lhe prototype. Ra gged cu rtains of c loud on th e seawa rd side. of A.McLean Aviation ~ ~~t The Aerodrome. Rufforth.com Full repair and maintenance service for major work in GRP.c ·Cl) 20 I We are special and this is how we do it: • Flying 7 days a week • Grass/Hard runways (weather resistant!) • Value for money courses . Carbon. York.guaranteed number of launches • Professional Instructors. Bunkhouse . C.imum ratio 2:1 • Winch ..de Web site: mclean-aviation.·- The Friendly Gl:id1 i ng Club c ·-~ ~ :I • 0 u .·c 0 m -um :I I c c c ·--m• G) . Aerotow and Motorglider available • A friendly welcome to all visitors Clubhouse. . com • DG Web Site: www. Oxfordshire OX15 6NY Tel 01295 680008 • Email: gliding.a ::s CJ Learning to Glide? No Course availability? Check out Shenington - 11!!!11111 m .dgflugzeugbau.a• .Bar facilities available to members and visitors Shenington Airfield. Modifications. Y023 3NA Tel: 01904 738 653 • Fax: 01904 738 146 • Mobile: 07802 674 498 e. Sole agents for DG Flugzeugbau and AMS Flight in the UK and Eire .mail: [email protected]. Kevlar and wood. re-finishing and general maintenance.net Sailplane & Gliding .club@virgin. renewals. if you fee l that you can glide to another thermal as strong or better than the one you A should open out its turn towards this point and then slow down and t1ghten its turn when in the good lift If glider 8 continues in the original turn then A should open up and rejoin 8 ·s turn On the other side of the turn the other glider will be higher than you are in now.c~r~~~ 1~~~~~:ft. it will start to climb faster than you at point X October ~ November 2002 I Gliders thermalling half in. consider leav ing the climb . O nce again slowly allow the glider's speed to increase Jround the turn and then simply ro ll level and leave the turn at a tangent when it is safe to do so. Thi s is. allow the glider's speed to increase while still circling. however. then ti ghten the turn to fl y through the cen tre of th e lift head ing in the di recti on you want to go. in order to do thi s you should not on ly scan below and behind the upper wi ng but also out on tra ck. VVhen this hoppens you wi ll need to rejoin S When you are looking at glider 8 from point A. The best way to learn is to fl y with an instructor in a ~~~~~~~~t:~. but in gencrJI it is best to accelerJte to your inter-thermal speed before you fly into the sinking air surrounding the thermal. However. Eventually you will hJve gained enough extra altitude (2S0-300ft) for you to safe ly do your own thing without gettin g in their way. unfortunJt ely. Let's assume two gliders circ ling togeth er in a moderately strong thermJI. thi s is not the case Jnd th ey will simply carry on in the original turn. a gamble' How you decide to leave a thermal will depend upon how busy it is arou nd you at the time. In order to shift your circle towards the best li ft you wi ll need to note a point in the distance where the other glider stJrted to climb relative to you. ~ 21 . so that you ca n outc limb the other gl iders before they arrive to join you.h~f~cture first.CO-OPERATIVE THERMALLING Use the others to climb In the final article of his series. Both these methods of leaving involve increasing speed before you fly into the sink. th en open out your turn towa rds that direction. Once the turn has been clisplact'cl tow<mls the li ft. consider leaving' rejoining the oth er glider beca use by doing this you w i 11 slowly outclimb them. p16). thus undoing all the hard work of cen tring in the first place. Simon Adlard explains how to exploit company in your thermal o f. If you catch up a large gaggle of gliders in the thermJ I Jnd find that you are no longer climbing as fast as you like but unable to c limb past them. or you w ill end up getting in e0ch oth er's wily. half out of the best lift On one side of the turn you will be higher than the other glider their turn. As the two go round togeth er.Jr we have only discussed how to maintJ in st<ltion with other circling gliders.:t nics of joining and sh<Hing therm als. Because you will have travelled a greJter distance thJn the other gli der you w ill need to increase speed when you open out your turn in order to rejoin them. If the turn were opened out in the directi on of where the maximum height discrepancy was noticed th en we would move furth er from the core. before doing this it is vital to make sure that you are not going to ma noeuvre into th e path of other aircra ft. With other gliders present it is important to be predictab le when leaving the climh. Earli er I said th<Jt two co-operating pi lots w ill climb filster than one.:ts helpt'd less experienced pilots to understand the mech. there will be a point where one is in the therma l (Jnd climbing) while the oth er is in the sink (a nd descending). August-September 2002. ilnd now I will explai n how to do so. Often. When watching the other glider from the cockpit it w ill become obvious where the lift is by noti cing where the other glider is c limbing re lative to you. This is because trying to increa se the glider's speed in the sink uses up a disproportionately large amount of height. especiall y 45° off the track leg in the direction of circ le. If the other pil ot is on th e ball then they should noti ce that you are c limbing fJster than they Jre and adjust their turn in order to formate on you. w hich may not do us any good if we aren 't cli mbing. To do this. You should be the fi rst glider to arri ve there and may he able to centre th e thermal rapid ly. unhindered. As your experience grows you will find ways o f jo ining and sharing thermals other than those I have described (see Platypus. but only half in and hal f out of the lift. whi ch includes not making Jny sudden cha nges in Jtt itucle and therefore height.~~. it is still worthwhile persistently opening out and slowing down in the better l ift Jnd then 'If you catch up with a large gaggle in the thermal and can't get past it. I hope this series of articl es h. your speed should bE· reduced if possible in the stronger lift. FLIGHT TEST B . Two yea rs ago. Kari-Frieclri ch Weber and Gerhard Wolff took over.November 2002 Opposite: DG-8088.llblit2). where the DG-8086 is made .Jib/ft2) in 15-metre mode. As the series developed. Although this glid r weighs 335kg (7381b) empty. Tongue-and-fork mainspars are conn ected by two cylindrica l mainpins. it makes the interior about 2cm (just under an inch) narrower. or 37. Anoth er new feature is th e NOAH pilot ej ection system. an 18-metre extension and the new. fl aperons and Schempp-Hirth airbrakes are self-connecting.6 to 49. To bale out. varying th e wing-loading from 34. themselves secured behind spring-loaded pins. raise. which has been in production for a couple of years. based on the flapped 15117 -metre DG-200.s the wing high enough to clear obstacles. has always been popular for the independence it offers. The winglet's tube spar is held by two Cam lock screws. The 808B. whi ch doe n't have to be lifted. high winglet). To ensure that the straps are undone before using 1\JOAH. you CJn use the usu al filler hole in front of th e engine doors. Now this concept has been extended with the addition of a dolly that. when inflated under the pilot. which stows behind the headrest. This dolly. To date. lifts you above the coc kpit wa ll. Whi le most custome rs specify this. but cou ld easi ly be damaged by ca reless rigging. dispenses with a wingtip holder on the way to the laun ch point. nea rly 200 DG-800R and 808Bs (20 808Bs) have sold. To recha rge the battery.ltic. a e<1ble allached to the qui ck-releJse will autom. The DG-400 offered high-performance soaring to pilots who didn't want to rel y on club oper<ltions to get ai rborn e.7. but must be removed before flight. which loads from the can without spillages. th e tailplane isn't fixed. including 10 in the UK.5 to 44. or an internal pump. One final preca ution is that a valve in the air cushion will open if pressure becom es too high. though generating more drag than a sk id. Thin glass-fibre sh ets sea l the gap between tailplan e and elevator. the D -800 (of which about 50 were sold) incorporated the latest aerodynamic knowledge wh il e the DG-80013 repl aced a noisy two-stroke engine outside with a wat r-coo led engine inside the fuselage.llly fr -'e th e harness. fixed to the mounting for the wingtip wheel. establishing DG-Fiugzeugbau. and the lightweight wing divides into thr e sections (the inner just under 15-metre. lt activates only after the canopy has been opened or jettisoned. a strengthening of th e inside of th e fuselage at the front to improve crashworthiness. the screw that secures the tailplane provides a visual check: if it stands proud or th e upper surface. The ball as t tanks take 100 litres (22 imperial ga llons). The demonstrator I fl ew at Oerlinghausen was identical to th e production model but for on e optional extra. engine retracted. Aft er Glaser-Dirks' bankruptcy in 1995.2kg/m 2 (7. thus preventing injury to the pilot. with the cable linked to the NOAH system October . To refuel the 22 -litre (4.8-gJ llon) tank in the fuselage behind th e cockpit (1:50 two- T The straps. A short pi<Jsti c bolt prevents the first wing being pushed out by the second during rigging. The DG's rudder-connected steerable tailwheel. rigging is easy because the engine weight is in the fuselage.1-9. developed by Augsburger Ballonfabrik. the demonstrator has solar pJnels behind the canopy (and its trailer has a skylight) . (This doesn't get in th e way of normal strapp ing in). This is a cushion which. has a modified fin and rudder to improve control harmonisation. At the rear of the glider.JO.5kglm2 (7. This confi guration fits a conventional trailer. though you can order an 18-metre section in stead of th e two inner sections. A dynafoam The mirror (folded down) lets you check engine position This lever ensure that the canopy leaves before you do 23 . Above: engine out (all photos: Jochen Ewald) stroke mixture). flown by Kart-Friedrich Weber. you then just roll to one side.HE DG-808B's pedigree goes back to the start of the modern self-launcher: the Glaser-Dirks DG-400. thanks to a locking lever on the right rea r inner cockpit frame. the new company moved to a purpos -built factory at Bruschal airfield in Germany. The idea has been developed further so thilt. The instrument computes the correct w . highly-recommended. For t<lke-o ff. 24 Attaching the tailplane. espec ially on wi nch launches or if I need the support to reach the controls.Skt). I reach I SOkm/h (81 kt) wi th throttle reduced to stay under the rpm limit of 6. the aileron systems now work nicely at slow speeds. . Switching the igniti on off is all th at's required to revert to glid ing mode. After the propellor has stopped.Skt). (Re-starting is even easier: ignition on. I measured 3. they wi ll never replace the pilot's own safety drill . the pilot has a manual brake knob for the propellor. an Jpproach speed of 90km/ h (48kt) is best.820 Euros for the basic model (3. so I prefer something solid. Al though the lever seems smJII. As well as an as undercarriage wa rning it has an adjustable. The fibre-glass sheets. Trimmed to full climb at 95 km/ h (51 kt ). The roll rate with the long fi Jperons is excellent for an 18-metre gl ider. in more turbulent ai r. retrac ti on takes about 10 seconds. As this Delft wi ng secti on stalls p. Compared to previous versions of the DC-800. the D G is comfortable and zilmost silent: my only quibble would be the venti lati on. Should anything go wrong. The only thing not (yet) integrated is a connecti on to th e fla p position. th e recommended approach speed. With a 4m/s (7. th e controls start feeling soft at 80km/h (43kt) IAS. the engine starts as soon as it reaches its working position). wh ich would require more expensive w iri ng. Th is re moves a lot of workl oad fro m the pilot. At about 80 km/h (4J kt ). it comes in at 96. \!Vith L and airbra kes out.total energy compensation. increasing the sin k ra te. w hich stop them opening on lau nch if not locked properly. and an over-ride switch to retract the engine manually. the glider stabili ses at 90km/h (48 kt). the speed reduces to 80km/ h (43 kt) on idle. SchemppHirth airbra kes allow steep approaches. In landing position. w ith engine runn ing or out. Gliding.u cls. on your pressing the button. With the flaps at L.mJinly the DEl (Digital Engine Interface). The drum brake has a forward-poi nting lever (connected to th e cable to the airbrake lever) that might hoo k any cables accidentally crossed on th e ground. it cli mbs steepl y with a good s.Jrni ng speed in any situation (it displays the actual g-force) and alerts the pilot.OOOm (3. Taxying is fun : even <J t slow speeds the ailerons are effective. mpid acceleration. it also locks the w heelbrake for park ing or engine starts.28 1ft) after 4 m in 10 sec.360rpm. where +8° might give better climb rates but less manoeuverabil ity (more rudder is needed to compensate for the ai leron drag). For best handli ng in therma ls. +8°/84km/h (45kt) and U75 km/ h (40kt). With the flaps set to 0°. The engine showed no tendency to overhea t. Trimmed to 1OOkm/h (54kt) in ooflap. When I mentioned this. In smooth lift_ it cli mbs best at about iJOkm/h (43 kt) and 30° ba nk. sun ny rlay. At 95 km/h (51 kt) and 6. The view from the cockpit is excellent as long as you rlun't wear light-coloured trousers or shoes. however. then mushing and. seal the gap but could be damaged by careless rigging In the crui se. 3 seconds (and a bit more rudder) to roll at 1OOkm/ h (54kt). except in a well-centred narrow core. the all-up w ight was approximately 440kg (970ib). wi th ilirbra kes full y out. When I fl ew the demonstrator. Pulling the sti ck furth er backw. The airbrake lever is fitted w ith the new " Piggott hook". calculates the fuel injectio n needed and starts the engine (Ci::ibl er-Hirth/Solo) . The engine starts immediately.400 more for NOAH). try 85-90km/h (46-48kt). set the flaps to +5°. I set the fl aps to +8°. The wheelbrake is effective and easy to use. KariFri edrich Weber promised to look into it. and the new safety-related features are reassuring. it still takes only 4. at +5°. if the stick is pulled furt her back.just as for a cable break in gliding. and doesn't bring the nose down. and sidesl ipping w ith or w ithout bra ke is easy to contro l and effective. At maximum speed they fee l almost stiff. A ny engine ca n fa il ill any time. After switching the engine main switch off.6kt) slower. buffeti ng starts at 71km/h (38kt) and a gentle w ingclrop at b9km/h (37kt). the DG's angle of attack increases a relati vely large amount whi le the speed stays ne01rly constant before the w ing starts dropping at 76km/ h (4 1kt). But no matter how good manufacturer's sa fety feJtu res are. The glider can take a full competition panel. The DG thermals well . changing the flap positio n results in the follow ing speeds: -14°/135km/ h (73 kt). whi ch erects the engine.1rtially at extremely low speeds. the indi ca ted speeds are about 3km/h Cl .500.I 0°/ 120km/h (65kt). The pilot pre-sets two stall-warning speeds (airhrJkes in/out). the undercarri age retra cts and locks distinctl y and easily. After a short. opti on. The speed remains constant when the engine is switched off. Sailplane & Gliding . the propell er soon stops rotating. W ith fl aps in therrna lling position. L.6 secs from 45 c to 45° at 1OS km/ h (56kt) and perfect contro l harmo ny. The 808R shows that DC are successfully developi ng the perfect independent soaring tourer. there's no point in thermall ing too slowly. At abou t 95km/h (51 kt). the DC Iifts off at 80km/ h (43 kt). I reach 1. and the speed decreases aga in by 4km/ h (2 kt) . Another instrument developed by DC ca n be fitted to any other motorglider that has a retractable undercarri age. and the drive moves out w ithin 14 seconds. thermall ing flap. The seating positi on is comfortabl e and the backrest is adjustable on the ground at its mounting point <J nd at any time vi a an airbag (in fl ated by a h<Jnd pump) behind it. so always be prepared . The underca rriage moves clown easily and locks distinc tl y (another improvement on o lder D Cs) . it is sLopped in a verti cal pos ition by the automatic brake. The air taken in at the front is warmed on a hot day under the long canopy and there is no sidewall nozzle. <J ncl the steerable tailwheel m<J kes taxying wi th or without engine easy. A fully held off touchdown is soft. -5°/ 11 Okm/h (59kt). Soa ri ng the DC-U08o is fun i! nd it is easy to secure max imum performJnce (a nd the satisfaction of outcli mbing other gliders) withou t fatigue.7ktl climb rate on a warm. w hich reflec t in the canopy. If the starter button is pressed.1fety margi n. I change the pneumatic switch in the DEl from static to TE . at 78km/h (42 kt) buffeting st<Hts. the pre-sta ll buffet on any motorglidcr ca n be disguised. +5 °. The sta ll is docile: with a flap setting o f 0°. Adding full airbrakes in thi s configuratio n results in a wJrn ing speed of 79km/h (42 . This ca n be immediately recovered w ithout much height loss. although the centre secti on is taken by the engine instruments .FLIGHT TEST :» cushion tailored to fit th e seat is another. a w ingrlrop at 77km/h (41 . (The TE probe on the fin is affected by the propwash when the engine is running). +5°/90km/ h (48kt). The parallelogram stick design mea ns. g-force-dependant stall warning to allow for the fact that. there is no risk of ma king unwitt ing elevator movements w hile in turbul ence at high speed. wh ile the elev<Jtor forces increase much less. Then the drive uni t disappears into the fuselage. right. I am always a bit afrairl of what might happen if such an airbag were to lea k. starts the fuel pu mp and. although there is a relatively high increase of control forces with incre<Jsing speed. All new 302s shipped by RD Aviation will conform to the IGC standard .JOINT AVIATION SERVICES LTD Service with Security MEMBER !iJ General Insurance STANDARDS COUNOL Probably the largest Sailplane Insurance Agency in EurojJe With Sailplane clients from all over Europe.Leaders in innovation technology STOP PRESS Cambridge 302 receives IGC approval Cambridge Aero Instruments and RD Aviation are delighted to announce that the Cambridge 302 has now received its long-awaited IGC approval. Kidlington.co.cambridge-aero.net Gt CAMBRIDGE AERO INSTRUMENTS CAMBRIDGE INSTRUMENTS .uk • Or email joint. For owners of 302 instruments at version 1. Froyle Road.The choice of champions .com October . prov·ided we receive the unit before the end of December 200 I . Hants.rdaviation. Waitsfield. The good news is that for existing 302 owners this upgrade is free from RD Aviation.aviation@virgin. Alton. audio and speed to fiy in 57 mm instru ment 302 As per 30 I but incorporating GPS and secure fiight recorder 303 GPS/NAV display with new firmware 304 Graphic display based around Compaq 1500 series or iPAQ PDA Contact Barrie Elliott at RD Aviation for full details of the Cambridge Aero range and to arrange a demonstration at our Oxford showroom. Shalden. Vermont. USA05673-1420 Tel (802) 496 7755 Fax (802) 496 6235 www. Oxon OX5 IJE Tel 01865 841441 Fax 01865 842495 www. GU34 4BY Or visit our website@ http://wwwjoint.9 or earlier.00 firmware and hardware modifications to allow the 302 to power an iPAQ via the serial data cable. an upgrade is required which consists of the installation of secure version 2.November 2002 Represented by: RD Aviation 25 Bankside. 8 Old Aylesfield Buildings. all receiving the same high standards of service and competitive prices Our Policies now include free airside coverage for your car and your sy ndicate members cars JOINT AVIATION SERVICES LTD 0044 (0)1420 88664 General Enquiries or Terry Joint 0044 (0)1420 88700 (Mobile 0044 (0)7802 708670) Bernadette Pollard 0044 (0)1420 88706 • Facsimile 0044 (0)1 4-20 542003 Joint Aviation Services Ltd No. Ask too about new Win Pilot compatibility! Designed and manufactured by: Cambridge Aero Instruments PO Box 1420.com 25 . The Cambridge 300 series comprises: 30 I Variometer with altimeter. Why not come? it remains to be seen whether the Vikings will ever host a rally.they build Rei her replicas. a 17m Lehrmeister. how could it fail? Japanese goodies.ort:. tt would be uncharitable to point out that the weather was not as good as Camphill. the " international " proved the brotherhood of gliding and provided the opportun ity to meet many old friends . "not to be worn for protection" (fan Ounkley) Above: Jaskolka from Poland. ttJiian ham. Manfrcd Hoffman. whose superb T-21 once featured on S&G's front cover. each a firsttime venue. including Geoff Moore's. Briefing next morning was put back. serving home-grown delicacies and booze. The only excitement was when a T-31 took on . The organ isation was impressive. Next years' rally is in Finland and 2004's in Poland. German-owned. and above all have fun. Dutch fish (on a ·100-yeilr-old fish cart). While I don't remember how many nations took part. invasions being more their thing. please. but their horned helmets do have a little label inside: "Not to be worn for prote tion". uk ~ Above: Muchas in flight. and weather to make the most European-minded Brit homesick. Three. British "Fish and Chips". one of two airworthy (Geoff Moore) Below: a new Reiher 3. six cables. A label inside the horned helmets warns. Launch was by aerotow and winch: the latter running at over 60 launches per hour thclnks to a slick operation involving two winches. Swedes and Danes in two models of horned helmets. T Above: a beautiful Kranich 2 on the winch at the pre-rally Rendezvous. With every nation represented by a stand. writes /an Ounkley. He will be missed.) We were shocked to learn that a popular regular. and the swiftest retrieve system I have seen. which taxied across the table during th launch. The Polish pilots are a welcome addition to the rally and they will host 2004's Below: "no comment!" says photographer fan Dunkley Sailplane & Gliding . rather. at Achmer in northern Germany. Poles in bright national costume. with more th an 300 people and 114 " ircraft. (The T-31 now sports a small motif below the cockpit.vintageglidercluh. had died after an operation. Brits in Union jack T-shirts. so t will just say that it was the VGC's largestever rally. Remember that next time rap and pillage seem l ikely. A ·hrner.a Tandem Falke.some for the first time. out .is a delightful airfield : a campsite bordered by trees. rebuild Kranich wrecks.30TH VGC RALLY The best parties in gliding? HE INTERNATIO NAL Even ing is always Lhe highlight of a VGC rall y. Right: a replica Habicht 26 ww\v. brought by Marihke Waalkens from The Netherlands.just pass the Rennies. Finnish and Germ<1n sausages <1 nd unpronounceable firewater. and this year's.or. was no exception. French wine and cheese . which took place this year at Luftsportverein Lingen (Geoff Moore) Above: Doppelraab. This two-seater has staggered tandem seating with the rear pilot higher (Geoff Moore) Above: Austrian-registered. were among 48 gliders at the Rendezvous before the VGC rally (Geoff Moore) Above: Chris Wills meets Vikings at the International Evening. home of one of Germany's large vintage groups . Approach control is entirely dow n to the pilot. near enough is not good enough I N A G LIDER you get only one go at an approach and landing. Every year the stati stics show a substanti al number of landings th at end in accidents. but many cannot demonstrate th e perfect one. or will have. lt is easy for instructors to criticise Jpproaches. The approach speed should be right for the day. Putting the foregoing items in "the correct order" is difficult. If your circuit is too low and/or too ti ght. estimate th e effects that lift and si nk are having. A good . but the success of that depends very much on what you did during the circuit.) October ~ November 2002 15kt headwind Above: the approach "funner (all diagrams by Sieve Long/and) 27 . and you need to select the approilch line that you arc going to take. both to look out and sort out everything else. until you thin k half to three-quarters airbrake can be deployed. If you are consistently maki ng full-brake approaches you rnay have been too high to statt with.1pproach needs to start w ith a final turn in the right place and at the right height. before opening the airbrakes. and should he kept constant. and assess w hat effects the w ind direction and strength are going to have on th circu it and approach. just before you begi n the approach you need to be in the ri ght pldce and at the ri ght height. but it's more likely th at you are at the right height (ilt least in terms of the numbers). check the pos ition of those on the ground. Thi s isn't as e<~sy as it sounds. adjust your speed. but a few w hich are more serious. or higher at the fin al turn position used for a lighter w ind. you won't have time to do all the above. many minor. on the pos ition of your final turn. Th e wi nd w ill affect the approach and the position of the final turn. They won't' differ from the standard approach control taught using the Instructors' M anual. The final turn The fin al turn should be far enough downw ind of you r landing area to allow you time to assess your progress. when it comes to landing. You have to: 0 check th at aircraft approaching from any angl are not going to conflict with your intend cl flight path. There's quite a lot to do in the circui t. but always starti ng the fin al turn in the w rong place. nor sufficient time to work out good alterna tive strategies if the unexpected occurs. so I' m going to attempt to set down a few guidelines. but I hope they will shed some light o n how things ca n gel out of hand. so it's important to get it ri ght. so we need to look at the sequence of events. In stron g winds you w ill need to be either closer in to your landing JreJ. You then need to wait. A higher and wider circuit gives you more time. Approach contro l dppea rs to be the main probl em. Wh ere > No wind FIG 1 Approach cone ~ Top: ASW 19 coming in to land (the White Planes picture eo. and control your descent path using the airbrakes so that you eventually round out and land w here you pl anned.Get approach control right Bob Pettifer explains why. If Jn uphill land ing is b ing attempted an extra 5-l Okts needs to be added to the approach speed. the approach speed is dependent upon the glider. on th(-' previous page) whose upper boundary is no-brake/hest glide. above right). being consistently in the right plo:1ce in relation to the ca nopy (black ellipses in figure 4. and lower boundary full airbrake. loss or airspeed ca n lead to an undershoot that isn't recogn ised until it's too late to do much about it. (b) allow a successful round-out. so that any misjudgment won't end in an undershoot.a gust or lull could have turned the landing into Jn arriva l. depending on the steepness oi the slope (figure 2. The rules of thumb used in trJining rna>' not be applicable to more exotic single-seJters. but unrcachablc due to insuffi cient and usually reducing speed. Make sure the aircrJft is trimmed properly to help you maintain a constant approach speed. however min imal. You can only correct mistakes th at you kn ow that you're making! Each aircraft has <Jn approach funnel (figure 1. these drawings assume that the reference point (RP) is a perfect circle on the ground) How to select an approach speed There is d minimum speed above the stalling speed which wi ll: (a) give more responsive controls to counter turbulence. If the w ind gradient is very steep. (d) give some float.nning cu rve for each new type. to prevent the aircraft "dropping on". but note that as the wind speed increases the approach funnel shortens. For example. As you ca n see. By mak ing the land ing area specific ("somewhere up the field" isn't go d enough) you'll find it easier to recognise any mistakes you may be making. from the final turn onwmds.COACHING CORNER r-- UPHILL LANDING IF·~ • Vanishing Point Large angle through which to rotate.which ca n be thought of as full airbrake/vvorst glide. (c) allow for speed loss du to the wind gradient. and the terrain. (as if field were horizontal) you'll end up flying level or uphill View from slightly behind glider at position A . The approach line NORMAL APPROACH AND LANDING 28 A gentl y curving approach does not sit well with l<lllding in a very narrow field. the wind. or even sta rt to do so if the gl ider has actually sta lled on the way dow n. If you try to make the approach perspective look 'normal'. above).ll. pi ck a specific landing area further into the field than norm. so pre-s le l an approa h I ine thal is stra ight. The aircraft will try to maintain its trimmed airspeed (or you may lower the HOKIZON LINE View from slightly behind glider at position A nose) but there may not b time and height for it to accelerate sufficientl y for you to round out. If th e glider sits down insl<mtly you didn't have sufficient margin . (Roundout often very sudden and much later than shown because of false perception of slope). Sailplane & Gliding . Compare thi s w ith the "normal" approach in figure 3. (Note: to muke any foreshortening of the view more obvious. Jnd wi ll n d reassessing for any new glider type you fly. a low ci rcu it can lead to the RP. so there is always a le.1 rt from the effects of any w ind gradient. The glide ratio figures in the illustration are approxi mate figures onl y. any serious loss of airspeed ca n't be made up. Th e funnel's boundaries are aircraft-dependent._ better to practise than when flying solo? When you <Jre finding out what a new aircraft type can do. since ap.the pilot is efiectively tryin g to fly the glider uphill.and/or poor use of the airbrakes. Large loss of speed at same time. . The second wily is to approach with the intowind wing low. not the amount of airbrake visible above the wing. Generally. so it's best (and cheapest in the long run) to milke sure trainees get it right. increasing the speed to keep the RP in the right place if you <1re under-brilkecl or using full brake.. If this is done at the ri ght moment you land without ilny drift. can go unnoticed on a large airfield with a long undershoot area. below). or on an instructors' course..••. look at t'he point you want to reJch. After the round-out. to ensure th<Jt other aircra ft. Reopen the brakes. U speed selected. speed will reduce quickly. Near enough is not good enough. You w il l need to look to the sides from time to time. but neglects to monitor the . elfectively side-slipping into wind. Retra ining takes a long time. \ . 0 when you can see that your RP is staying put <Jnd you arc safely into the field. This articl e hJs not been as technical as the previous one because approilches require good judgement. ~good lookout maintained. glider correctly trimmed. and at the stilrt.?1 by pilot ~ ~ . align on chosen approach path.. who is • The temptation to raise the nose to keep ch<1irman oi the BCA Instructors' Cornrnittce ~I The perfect approach U circu it reasonably high and well positioned. With a well-braked appro. If you cannot get to the final turn ill the right place and the right height. 0 adjust the airbrakes to maintain th~ approach path. October . then you have changed your landing area or landing direction. the RP in the right place when you've used too much brake.string in the middle l.- RP position as seen ~ I 1• 7 "tt • t ~ ) •• . but not through the air.November 2002 SIDESLIPPING INTO WIND FLYING INTO WIND Alter the glider's heading so that its track over the ground b !\lraighl down the run Keep the glider in balanced flight (. Faults such as low. more brake ca n be applied. 0 when it is obvious that the RP is moving down the canopy. but their Jctua l effect on the glide path) which Jllow the approach a margin of adjustment by taking the glider down the upper middle part of the funnel (figure 1). Hold the wings level as long as you can to prevent a grou nd loop. • The wind gradient causing a sudden decrease in the airspeed. a combination of both is used.1 series by Bob Pcttifcr.1ins position of RP in relation to canopy. not at the obstacle.•. Why half to two-thirds airbrake? These are the effective airbrake settings (th<Jt is. 0 keep straight on th e ground run. Recognise this fact and control your approach into the new land ing area.. check back on the stick to bring it to the same position as it was when you took off. and to roll level and stra ighten up just before touchdown. If the glider is undershooting the airbrakes can be closed to give the glider more "range" (better glide rJtio).-"'"" Undershoot develops o~s pilot rnaint. and fl y on until you re-intercept the twothirds-three-quarters brake approach line. good tuition and plenty of practice.5. . reducing the length of the landing if the glider has had to pass over obstructions such as high hedges. A poorly-executed circu it and high approach using full brake leaves no room for recovery. close. but the main <Jim of a constant speed two-thirds to three-quarters airbrakc approach still applies.'lc) 29 . . . 0 when the horizon starts to move up the canopy.J straighten up and check the attitude and speed. or even people are not encroaching on your intended landing area. shut the airbrakes completely. There ilre two wJys to counterJct drift. The glider is then flying sideways over the ground. look well ahe<Jd.. They become <1pparent only in a field landing accident (occasionally with serious results). Crosswind approaches These add complica tions but don't change the basics.lCh th e flight path is steep. keep the speed consta nt. don't open the airbrakes until you think half-Jirbrake and a constant airspeed will get you to the RP. use the rudder to yaw the glider towards the direction from which the ground appears to be coming. • The temptation to lower th e nose. with a progressive increase in back stick. lust before touchdown. An undershoot with little or no airbr<Jke will result in an actual undershoot since there is no energy margin left for recovery (see figure 4 again) . full-brake approaches.! . vehicles. This ca n lead to very long fl oats indeed before the glider has slowed down sufficiently to land.peed and airbrake settings X VVe tend to follow our eves when landing so if you want to avoid an ~bstacle. If you start progressively reducing the amount of airbrake. Keep the glider flying just above the ground and. Nothing in the circu it pattern or on an opposing circu it that you haven't seen. and an increased sink rate.J If at any time the RP starts to move rapidly up the ca nopy. Things to watch out for Thi. Flaps and trailing-edge brakes They may require the use of slightly different techniques. or speed control errors that result in progressivelysha llowing Jpproaches and the airhrake selli ng having to be const<Jntly reduced. checking for drift. which will also shorten the landing run. is one of . and are undershooting. One is to fly the <~pproac h by heading into wind suffi ciently to make the ground track along the run (figure . If th e glider is overshooting. maintain the speed. Reduce the brake setting and lower the nose to regain speed. monitor speed and progress (don't forget to look from side to side occilsiona ll v). close the brakes and regain the half brake ilpproach line. ":J make the final turn using the horizon for speed control (don't look down the wing). "prevent" it from landing for as long as possible. which is what we provide! •ll hI aviation 1nsurance services ltd General Insurance Phone. you want the best at an affordable price. North Yorkshire. Ripon. 30 Sailplane & Gliding . Copt Hewick. HG4 5DF. Sycamore Business Park.When it comes to aviation insurance. fax or write to: Stephen Hill Phone: 01765 690777 Fax: 01765 690544 Unit 1A. had two goes at the 40Dkm-plus challenge he set himself . I had hoped that if I coul d squeak back inland aga in towards Las ham. on the other side of wh at I soon rec lised was a sea-breeze fro nt th at had been attempting to push me into Gatw ick's airspace. But th n I suddenl y popped out into completely cl ea r air.and nearly didn't make it the third time not much wider than a f('w k ilometres and the worst problem. is th at on the both sides some of the ground.000ft. When I got there I found that in fact the river at that po int is E Andy. and th e followi ng yea r. sea breezes and the need to cross the River Thames all complicate the task October . I did what littl e I cou ld of a circui t and lanclecl at the fa r end of the runway.000ft. For my second attempt. O n that first attempt.November 2002 (Map: Sieve Long/and) re li abl e. whi ch the lub has considerately positioned just a short wa lk from its gate. rath er than the actua l width of the river. I made it only as fa r as Southdown GC at f'arham. such as the marshes. so although th e dec lared distance is 411 . I crossed the Thames sa fely. M y main concern had been crossing the Th ames. <:~ite r il titanic struggle. and unable to get back under the front (w hich was now marching across G <:~ t w ick ). If each leg is flown in a straight lin .38km. I tri ed it twice . I have been looking for new anrl interesting chall enges.500ft I could see th at the crossing was nowhere neilr as daunti ng as some people had led me to believe. I was hedge. O ne of th e things that had never been achieved from my home clu b of Essex & Suffolk G (at Wormingford. to turn a scruffy bit of zero sink into a 4-knotter that took me to cloudbase at about 4. above. things took a turn fm the worse. in Kent the lift se med less Airspace. 890. In 2000.000ft.il nd failed both times. but arri ving with onl y about 400ft to spare. (One of our members had previously done an out-and-return to hallock. Undern ea th an inversion caused by the cold sea air. and I reached it near Canvey Island. finding li ft was straightforward. mostl y below 2. The first fli ght taught me a lot of things I had not anticipated about th e necessary wind conditions.but it was a lot more fun VER since I did my first SOOkm fl ight in my olrl Vcga. things might improve. so I had a good idea th at it was possible). at barely circuit height. " Everything will be easy now. I onl y just made it to Parh am . I dec ided to leave out Challock as a turning poin t and deciMed W orm i ngford-Ri ngmer-Lasham-Bedford Bridge-Wormi ngford. However. lt took me a good 20 minutes of scratching. and I got to my first turning poi nt. in rea lity it is 31 . which I had never done before. I became determin ed to a hieve th is fli ght. The nati ves were very fri endl y and I had plenty of time whil e wa iting fo r my retrieve to visi t the loca l hostelry.FIRST FROM WORMINGFORD Third time lucky Andy Sanderson's jaunt around London took longer than on the M25 .000 ft. arriving at the other side at abou t 2. looks unsuitable for landouts." I th ought JS I confidentl y pushed south towards Ringmer under some fa nta tic-looking clouds. the task would go within airspace even at 3. near the coast just north-w ·t of Colchester) was a circumnavigation f the London Termin al Manoeuvrin g Area (TMA). having dumped waterballast over the carilv<lns.hopping over some very small fields towards Ri ngmer. Challock. O nce on the seaward side of thi s. Looking acro s from 3. Nevertheless. For the ii rsl h<1lf of thi s third leg.000ft Jnd 4000ft. of course. although there was much more cloud and 'There were some very tricky times when I simply did not know what to do' spreadout th an I h<Jd expected. I seemed to find another blue thermal. however. I managed to get as far up as Read ing. perhaps I would not have too much troubl e w ith spreadoul. so I look the plunge and darted across the Thames towards Maidstone. Comments had been mildt• earlier that perhaps the clay had sta rted too earl y. Idea lly. Unfortunately. I rea lised that I could get home. . il was a very enjoyable and satisfying flight. Eventuall y. The sky was b lue <l nd the air had the right feel about it.:~vailable . tm·varcls the west the sky had gone blue. and no t w anting to cross the Thames late in th e day into such a wind. I tr<Jcked almost exactly down the edge of the TJ\tiA towards Ringmer. common-sense dictated I should go downwind only if necessJry so I continued west towards Goodwood racecourse.if anything. I reset my GPS destin<Jtion to La sham.I found another scrufiy bit o f zero sink which I parked in for al least 20 minutes w hil e I watched the sky fe1 r ahe<Jd develop painfully slowly. and it made me rea lise that my task was definitely possible. Jfter 200km in the blue. the pace of my progress after AI ton meant the day was f<Jst running out. lt was one of those clays when blue rea lly does mean blue. which offered no lift whatsoever. <Jncl headed east. made sure thJl everything w as ready ior the flight. Eventual ly I had to backlr<Jck about a mile towards St Neots to find th e on ly rea l lift that was available nearby. from that point on I waited and wJited for the right conditions: J northerly or north-westerly breeze of about 12. The sky was still reasonably good. and that gave me the extra 1. But in trying to get within range of Gransden I had to cross an normous grey hole. w ith the Azores High b uilding nicely across the country. Above all. I crossed the runway Jt ·120kts at about 1OOft. I m<Jnaged lo get round Bedford Bridge and headed east towards Gransden Lodge. Because I w<Js not 100 per cent convinced that I had rounded the turn ing point. the Jttempt was f. Dunstabl e. pulling up and round to the left for a landing on runway 27. ~ Sailplane & Gliding . Wiltlisham or Gransclen Lodge). via th ditor. but still with some good 4-6kl thermal s. so thJt we c~ n swap notes \. I rounded Ringmer Jnd headed west.000ft aga in in some very good lift. which was approximately 4. the cond itions becJme much more difficult. a ridge oi high pressure building from the west. There was some fantastic streeli ng from the north. but bearing in mind th recent strong I ift (and so the li kely strong sink) I resolved not to overdo the speed until I was 100 per cent sure I could make it.000it. There were some very tri cky times where I simply did not know what to do. But there Jppe<Jred to be no suitable lift nearby. I ri gged and watered the glider.000ft. without the si ngle hint of a haze cap anywhere. very few days like thi s c<Jme along. one of my first th oughts w<Js: "Well. slowed me to a crawl and it looked as though I was goi ng to land out at Lasham. As luck would have it. Jbout 40km short. and he<Jded north-west over Midhurst and Alton. I went round the clubhouse JgJin just to make sure.OOOft I needed to cross th e next big gap towards Cambridge South. to be countered by a stronger northerl y component to the wind. but as I believe thJt the 411 km was alre<Jdy more difficult than the Jverage 500km I suspect th e combinntion m<Jy stretch my (and my glider's) abil ities. and a weekend or a dJy when I could get away from work. w hat next?".in both senses of the word . This timC:o' the strategy worked perfectly almost. there was lift. The strength of th e lherrnals had also decreased to an average of 2kt. every time I thought was going lo land out. I'm now thinki ng th at perhaps it would be nice to combi ne another circumnavigation o f the TMA w ith J SOOkm declaration. Beca use of the potentinl sea breeze problems. Ratllesden.:~sk in 6hrs 54 minutes. Late in the day. but none of them looked particularly tempting and I resolved lo stay as high JS possible. Given better conditions inland. where I emerged into the FLS S part of the W orthing Control Area. I resolved again to go clockwise. since I knew it was a good place to I<Jnd.:1 thermal directly over the airfie ld.15kt. at J very slow average speed of just less th<Jn 60km/h.500ft above sea level. I took every scrap of lift that w as . I went with no difficulty over Maidston and Stapl ehursl towards Hawkhurst. fresh and coo l.:~ nd [)un stable as possible landing sites should I get low. where I had a very low point of less than 600ft over the recently-finished Reading Rock Festival. completing the t. simply to slay nea r cloudbase. when I arrived on the southern bank.FIRST FROM WORMINGFORD > probably nea rer 420km. However. and Gransden Lodge. So I finally proved the ta sk was possible. I sk irted the nort hern tip of Brighton . Going anti-clockw ise may seldom be an optio n from Wormingford. I got low southeast of Cambridge and eventuall y landed out at Hildersh<Jm at about half past seven in the eve ning. and staying in the right place for long enough for me to pick a suitable clay. O n the day of Friday. as the need for J north erly component lo th e wind meil ns that unless the. but as the forecast was for higher pressure to the west I hoped that.500ft. As luck would have it. 3. Although I now had a tail w ind helping me back towards Wormingforcl. down to 2. I believe tha t without big w ings it would be quite difficult from anywhere other th<Jn Wormingford (or possibly Ridgcw ell.u more successful th an the first one. given the right conditions. and coul d then climb to clou dbase. and the clouds were already quite lilrge. From there. By this point I was convinced I was not going to complete the t<Jsk. I stayed local for about 20 minutes before deciding to start. and I arrived at approximately 3. then looked as though I was going to lami out successively al Booker. as I went around the task and th e pressure built irom the west towards me. This. there w as no si nk on the finJI glide. setting my GPS destination as Parham. I am su re it could be done much more qu ickly than my 60km/h. Andy Jtkls: ii <1nyon<: else h<1s recently ci rcumnavigated the London TMA I would be interested hear from them. but fin ally things started looking good towords the end of June 2002. The rest of the flight. fl ying into wi nd it took J very long time to p rogress northw<Jrds tow<Jrds Tharne and Aylesbury.500ft I was able to turn under the airspace and head straight for home. Jnd then headed oif north towards Basi ngstoke. Typically. th en too k the first I<Junch of the day. despite (or perhaps bec<Juse of) th e weather no t being as good as forecast. However. O nce I w as convinced that I was o n final glide <Jnd down to 3. so I dumped my water and successively selected Booker . I got round as far as A! ton with no trouble at all. There were J number of crop-free fields. However. where I knew I could land and receive a fri endly reception. Needless to say. the Thames should ideally be crossed fairly early in the day Jnd the South Coast negotiated before any sea breeze milkes it inl <~ nd. at Brighton Jnd although I was about a mile no rth of it I was very tempted to investigate the lift on it. June 28. and if I needed lo divert even more than 90° oif track I did. passing south of PJrham.000ft nnd already feeling low. The time w as 1 7:45. Heading south with a significa nt tailwind il took me no time Jt all to reach Southend. day is very long (or the wings are even longer!). not allowing for further diversions to better weather or under higher airspace. I went out very earl y to the airfi eld. Fl ying between 2. and every person except one h<Jd already gone home! Luckily Lwo more had just turned up lo pitch camp for the weekend. As I passed nea r Sudbury to the east Jt approximately 2. whi ch was reassuring. I found a 4-knot thermal that took me straight back to 3.200ft over th e coast. At Lash<Jm I found . should be easy on any good soaring day. having prepared everythin g down to the last minor detail the night before. I would have been ex<Jctl y 32 at the top of the ava ilable airspace. skirting the Stanstcd airspace to the south. with six to eight-eighths cover. Along with the exhilarati on of having completed the task. I easily got back to 4. O nce there. succeeded in gelling nway again. That will probably not slop me trying. There w<Js a sea breeze front lying exactl y <J iong the coast. and between the four of us we derigged the glider and retired to the clubhouse. and occasion<J IIy I h<Jd to park under J very scruffy bit of li ft just to wail to see what was developi ng Jhead. Capt Bill's was a pure joyride operation. 4. Note the proximity of the 900ft· high ridge. After leaving he made the mistake of returning. str<Jight down the runvvJy. the runway while the tug has changed direction to head clown the runway while still on the ground. Where should vou be when the slack comes out? 3. but is well co-ordinated with a good rate of roll. at either end of a 15ft open-but-covered wJikway in the car park. according to Reill y's Law of Retail Gravitalion. which meant that nothing worked. as does a north-easterly or north-westerl y. inter alia. they relented later. Hawaii has trade winds which can blow in any di rect ion they choose. wing on the ground and pointing away from the tug. I would nor like to try it with a 22-metre ship. they are the backbone of most "glider flight" operations. if you didn't blow it. Anyway. at Dillingham Field on Oahu. two Grob Acros (one with cra nked wings). but I don't suppose that they do it with them. Question 5 proved to be highly relevant when at about 150ft on final one of Capt Bill's Lugs that I wCJs watching barrelling downwind pulled round tight in front and below me. very c lose. which I didn't observe when flying up to the stall buffet in turns. The other questions you can sort out for yourself. What would you do if the trJffi · pattern were so full f aircraft that you couldn't get behind them to land safely? (Answers below). Both have cabins. CJ nd killed him. pointing at. Correct answers are required before your check flight in Hawaii. The rear seat would just about 'When landed at speed. Soaring H. pulling off at l . just <JS well when you consider the tight circuits. may shorten it according to your own "chicken factor". I could have taken Pat Jnd our host up together in the three-seater. it is bigger than it looks (/an Dunkley) 33 . he Jborted Jnd went round. On the other side is the Pacific. Ideal ly. Both ope1c1te Schweizer 2-33s. The three compulsory check flights were some of the most comprehensive I have undertaken and mCJkc the annua l or any UK site checks seem a non-event These. I would certainly go there ngain (it's a good stopover on the way to 1\lew Zealand) just to get on the sea cliffs. But could \ . a northerly.SOARING ABROAD Hard work in Hawaii lan Dunkley discovers why. The Pl sits in front of the 2-32. couples hoping to join the mile-high club would be disappointed and the pilot embarrassed. Th ese are some of 31 questions you are asked at Oahu. you can con ta ct Mark CJt soarhi@/ava. a 2·33 and Cessna tugs. and there are 47 more items you're briefed on. with 2·32s.OOOft close in. if landed on its wheel at speed. With a good breeze you ca n be airborne. and quite large control deflections are needed. After all that. when he was welcomed as a God. The ai rcraft. only to find thCJt the locals had decided thCJt L October . What should your minimum height obove the ground be while turning base or for a ropebreak abbreviated pattern or emergency? 5. 1.000ft single strip but beware of the parachute club that. So much for keeping th e wings level and letting the tug pull you straight. an Astir. The fin al piece of information is the wind. including two "towrope breaks". to use the American term. '120-lJOkm/h) when joining the circuit and maintaining thi s speed all the way round. A west wind. so stick to the runway.1wa ii has. That's sailing for you. along with another outfit called "Capta in Bill's Glider Rides". you fly it. That leads to the answer to Question 1 : "What do you do if you think the tug's engine has failed? " You don' t rel ease and over-flv him and land aheJd. Neither makes a good landing area. to apologise later. according to Capt Bill. As 1 underst<:J nd it. The CJirfielcl is a 9. Pity was. If you Jre passing through Hawaii. The 2-32 is rCJther he<Jvy to fly. he " may be only. Nominally CJ three-seater.net and I know he will not onl y make you welcome. after all that. a southerly gives you down from the parallel ridge. choose a day with a westerly. what was the flying like? Mark Griffin. CJ nd I'd already spent more than intended. Name two ways oi removing slack from the towline. Its reputation of tip stalling in tu rns. it's better to use the runway ET'S start with a few questions. not much more than a rope length away. th e written test and th e 47-point list revalid ted my 1960 US Glider Pilot License. but because they had gliders for hire. you ca n either claim to have spent all your cash. Sonring Hawaii operates from Dillingham Field on the North Shore of Onhu. one the T-tailed L-23 . CJ nd two Rlaniks. it produces a satisfying airlinertype noise on the tarmac' fit two successful slimmers. The take-off w<Js r<1ther unusuJI: slack c<Jn be taken up with you on th e apron. with two passengers side by si de behind (their stick is stowed avvJy). gives you impressive sea cliffs to work. the most popular of th e Haw" iiJn Islands. the CFI and owner of the operation. not even thermals. but also make you work. I chose Soaring Hawaii. \1Vhc1t is the iirst visual indication of a towplane's engine failing? What should you do? 2. Then you do an observed solo. produces a quite satisfying airliner-type noise on the tmmac strip. when quite a bit of forward sti ck is required.000ft runway. where two competing girls greet you with the gliding v rsion of: "Want a good time?". but he does require a couple of days' notice as most of the 2-32 pilots are not instructors and can on ly give rides. I book the wind ? ~ Oillingham Field on Oahu. an IS-something-or-other. Thot's before three check flights. depending on the wind direction. which must make life interesting. just as well as in the event. the powerful spoilers being opened only on final .November 2002 white Gods and tourism were no good thing. which itself can be pointing at an angle of 25° to the runway. an ASW-17. a 1-26. (K-4s with unwarranted illusions of grnndeu r) and three-seater "milch cows" . which r<Jther ple<Jsed me as I missed out on fl yi ng one of these back in 1962 when they first came out. but they wanted to WJtch surfing. As the 2-32 had a good wheelbrake I decided to land behind him. This photo shows a Schweizer lineup on the 9. creates a req uirement to fly at 75-HOmph (65-70kts. Name f~ur ways to increase the published stalling speed of a glider. for he must have seen me in his mirror. not because their girl had the better chat-up line. So. Pat would have had to sit much closer to another man than is becoming for a new wife. I therefore assume the correct answer is: "Push in front". Capta in Cook must have struck lucky in finding the isl ands the first time. if there is room.changing tanks": you go off to one side. one of the most popular of the Hawaiian /stands. What did I get? An easterly.the 2-32 used across the St<Jtes for joy rid ing with "millionmile pilots". and 1 flew the 2-32. At one side is a 900-foot ridge. not down. the ridge along side the runway. or fly solo. After checks. That leJves the answer5 to the questions. at Kill up the Castl6fT1ain River towards ' bottom.1 (does Lembit kno w ?). Steve 0/en from the Clevelands GC site at D Below right: tempting wave ove~ can happen even a r the flattest 34 Sailplane & Gilding . belting along at 11. Top.GLIDING GALLERY J For sheer beauty. Wehadlhe mostamaz. bottom and rig/11. ih see when soaring kJ rig next time you're Above left. with CFI looked interesting but perhaps m to come. used to far greater n Left. Thi1t might not ound so amazw experienc . In S ASH 25 at Borders GC.· John McWilliam ·s digital pic.OOOir J Far left and top right. "11 was late in the afternoon and the sky . who took this picture as the Jig!Jt faded Oclober November 2002 35 . mtddle. wave bars ex/ending ds Kerry lnternstional Atrport.i\ is hard to beat the skyscapes you can i'h wave. "But wave . G· OPII< Kilcolman airstrip tile day looks good. We hope these inspire you to 'e in the right place and wave is forecast 1 Septllmber 2001. Even for someone of Robin ·s ·r heig/Jts than I (I fly in Norfolk/) the view was extraordinary. Lacking a tug. although I think Robin had an inkling of what was •azing IJighl.30011 because we were so cold. Ung in ilse/1 but tile skyscape was. they couldn 't reach it. · Pt tums o/ a day out 111 south-west Ireland in his PIK·20e. nolthal excmng. We finally broke off at 9. Janet Ladley flew an :FI Robm Johnson (oght}.t Sites. after a decade's /ay-off. only an hour and £30 from Stansted.· says Dick SkeiT)I. Jfl leaving one wave fast to look for th next one on the way home lender's photos of North Yorkshire wave were taken after lavnching rt Dtshforth rer Uncolnshire GC. (The contemporaneous pterosaurs could also fly but they had no such insulation and perished. Probably the hovering humming b irds do the same ki nd of thi ng. Much about their flight is still mysterious. part of the region now called Liaoning in north-cast China was subject to volcanic outbursts. The Fuzzy Roptor was sma ller but no less dangerous in relation to its size. separated from one another by thousands Jnd possibly millions of yeors. Details of the fossilised animals are most perfectly ret<:Jinecl. When the famous dino aur extinction of about 60 million years ago occurred. The first to fly? Not birds. Almost immedi. there are other flightless. it i ~ Sailplane & Gliding . to the extent th at local farmers have established an industry. where there are feathers. Perhaps they were saved. with teeth. Most importantly there were smal l carnivorous. it is likely that other fossil skeletons also cJme from feathered creatures. Continents have moved. demonstrate th at wings can be used to aid birds to c limb vertical surfaces such as tree trunks. discovered at Solnhofen. the creature's prey partly digested. give or tJke 50 mi llion. They were nlready nt it 00 million years ago. The material. saving the remains from subsequent destruction hy wind. Details are stil l to be fill ed in but the general story now is clear. splitting the rocks <:tncl selling what they find to museums Jnd. The preservation of the Arch<Jeopteryx is so good that the feathers and the structure of the wing plumage are clearly visible. weJther and erosion. some. it is in Berlin. Fluffy clown and stilT tail feathers can be distinguished from the asymmetrical primary feathers associated with full ydeveloped wings. feathered. Each species displayed is a study in itself but the centrepiece. The multiplicity of fossils in one thin laver of ash indicates that these must have lived in la rge fl ocks. all being caught together. provides a snapshot of life at the time of the latest eruption. During an eruption.THE MISSING LINK How dinosaurs took to Martin Simons updates us on new evidence on the evolution of birds from dinosaurs FROM DINOSAURS TO BIRDS A story of evolution U NTIL very recently the earliest known bird was the ArchJeopteryx. The smJIIer ones padd le through th e ai r like an infont child in water rather than rel yi ng on the Bernoulli equations. beating their wings to accelerJte m<Jsses of air dow nwards. By beating air clown. dying in th ousands. oceans have advanced and retreated. sharp claws and powerful hind legs that must have given it a very good turn of speed over the ground. in a matter of minutes. L<Jter than (Natural History Museum) (the Geological Museum of China) (the Geological Museum of China) Arch<1eopteryx came Changchangornis. and there are p lenty. believed to be an evolutionary "missing link·· Bottom right: the area of China yielding valuable fossil clues now incontestable that birds evolved from creatures like these. Newtonian reaction keeps them up. as well as its Archaeopteryx.gc and its feotherecl forelimbs would have been capable of evolving intCJ genuine wings. The origin of bird (and pterosaur) fl ight rema ins a matter of some dispute. in 1861 . the discovery of 'Fuzzy raptor' finally proved the direct link between birds and dinosaurs. Delicate structures such as feathers would normally have been destroyed but in this case they were s<:Jved. There is apparently only one other complete Archaeopteryx anywhere. 'None of the theories seems to allow for the possibility that primitive birds were essentially not mere gliders.) The NHM exhibition contains 13 fossils from Liaoning. in the postulated bitterly-cold climate. dinosaurs. In particu iJr. nor pterosaurs. In the gut of one of these are the remains of a small shrew-like m<Jmrnal. This is not true flying but might have been an evolutionary approach to it. Each peri od of vulcanism. is even finer than the Solnhofen limestone. the bird can generate an upward renction allowing it to Jscencl swiftly with only the slightest touches of claw on bark. illegally. But it was covered in plum. to private collectors. it seems 36 'Fuzzy raptor' With the bones of a predatory Feathered dromaeosaur First fossil found in 2000 dinosaur but the feathers of a • Feathers bird. the so-co iled " Fuzzy Raptor". is one of the Natural History Museum's most important and precious possessions. by the insulation provided by their plumage. shown at the NHM. it was a meateating predator. The conditions under which the Solnhofen lithographic limestones were formed were most unusual. it is rarely shown in public but you can see it now. digging in quarries. were already capable of flying and survived. Apart from clean ing their crushed bod ies ofi w ings and car wi ndscreens w e don't give them enough attention . Some. thanks to a new exh ibition at the NHM of fascinating recent discoveries concerning the origin of birds. more than ca n he accoun ted for by standard aerodynamic theory. with feathers. now compacted into stone. but soarers' (Anyone who saw the film )urassic Park knows what a raptor dinosaur can be.1 is apparen tl y settled. Fossi ls are abundant. one of the most perfect fossils ever found. non-flying dino~aurs with plumage. Now there is much more to say. cl imates have changed. 0 2002 TI1e i'ldlural H ory Museum Above: the latest family tree for birds. sustain themselves in the ai r by generating a series of ring vortices. it is possible not on ly to see what they are but also to analyse their stru ctures. based on fossils discovered in China Right: Feathered Oromaeosaur. The first fossil of this creature. Bavaria. Many questions remain. In the Liaoning sequence at lower (earlier) levels.Jt·ely the bodies were covered in layers of the finest-possible dust. gJses and fine ash must h<lVe choked and killed all life in the affected area . Birds evolved from dinosaurs and the controversy over their origins that began in 186. Extremely fragile. There is <1 succession ol skeletal forms thJt ore correlated with other sites of simi lar geological age throughout the world. but the LiJoning ash strJta remain almost undisturbed. is the Feathered Dromoeosaur. Recent videos. and being buried in ash. ) This was not a fl yi ng animal. Some 125 million years ago. it seems. but have been misunderstood in the past. whi ch was a small bird resembling a modern form. The first flying creatures w ere insects. at the NHM in London). In the programme.. Surely these were just ones that had not checked the wind strength. they would have been very easily blown on their backs. As Pterosaurs needed to land back close to their take-off point. where the outer section of the leading edge is provided by a very extended first finger (the other three fingers provide the wing structure).the air very poss ibl e th at th e rudimentary w ings of th e fea th ered din osa urs w ere used in such a way. They would only land close to a point where they would be able to launch due to their limited mobility. I am sorry to have to describe the flying sequences as Tom and Jerry. Its wing membrane relied entirely on tensioning to maintain its shape. in th e manner of J flying squirrel. not . Given the excellent research behind this series. likely enough. An oth er possibility. To launch. To turn to the left. and providing larger wings to collect insects? Most Pterosaur fossils are found in marine sediments.ml slopes led to th enm il soa rin g. did they. the insects. use their head to lift themselves into the flying position and then shove themselves off with a nod? Lateral control must have been a problem with no trailing edge control.1 l l abo ut . Was this due. their diet must have consisted almost entirely of insects. and a large. the assumption that they ate fish would be incorrect. and then. probably provided rudder control as well as a means of adjusting the c of g. did they slacken the membrane on the outer part of the left wing causing a spoiler effect? And what did they land on? As their legs provided the elevator needed to control the flare close to the ground. perhaps. tool. are commonplace . Unlike bats. None of these conditions would apply to Pterosaurs. it is necessary to have a heavy swell created by regular powerful storms with a vast extent of open sea. Pterosaur wings. radio-controlled model sai lpl anes of about th e size and layout of Archaeoptcryx. perhaps. That Pterosaurs had evolved showed that. So what existed was a self-moving (with difficulty) 12-metre span glider. at the time. like bats'. carried by the prevailing wind over a hill and caught in the wing membrane either in flight or by standing on the edge of the hill with the wings spread. The muscles needed simply to maintain the wings in the spread position would have been considerable. much was made of their ability to soar low over the sea "like an albatross". were formed by a membrane of skin attached to legs. O f co urse you will choose a day w hen th ere is no possibility of fl ying yourself.. it need never beJt its wings. Difficult landings would have been avoided because the outer part of the wing was very vulnerable to damage. the Pterosaur's outer leading edge was provided by a very extended little finger. would be abl e to make ex tended hops or gliding leaps. it would th en asc~·n d in tJ1 e mann er of a modern hang-glider or sa ilpl ane after a bungy launch. Flapping to take off or to maintain height would definitely not have occurred. Pterosaurs rather resembled a 9ft-high. in evoluti onary terms and on the geo logica l time scal e.1via rion 37 . could neverth eless ta ke off by runnin g a few steps fro m th e cres t of a low hill or coJ stal sa nd dune into th e up-slope wind. None of th e preferred th eori es seems to allow for the possibili ty th at primiti ve birds (a nd probabl y th e pterosa urs. heavy bird with high-speed characteristics which can land on and take off from the water. which would have a nicely-rounded edge to prevent curl-over. and. lt is reasonable to infer. leading to the fish-eating theory. swifter dino-birds to catch some of those veterans of fli ght. hence. including working out how the Pterosaur walked. large size was an advantage. but soarers (see Soaring with Pterosaurs.November 2002 Soaring with Pterosaurs VIEWERS of the BBC TV series Walking with Dinosaurs witnessed a 12-metre span flying dinosaur migrating over land and sea. partially-unfurled umbrella. For this to happen.md book . similar in size to a single-seat Fauvel flying wing. had to ditch in the local lake and sank gently to the bottom undamaged. but that lacked th e necessa ry muscul ature and supporting skeleton to fl ap. clea rl y an adva ntage in pursuing prey or evading oth er hunting animals. they would probably have flown at between about 15-20kts (30-40km/h). H e has w ritt en nu merous arti les . Vis it the Dino Birds exhibiti on if you ca n.eromodeller. not be very long before soJring over windw. only to be dug up some 70 million years later? Chris Hughes food over vas t areJ s in th e manner of vultures and eagles today. all owing th e small er. spread their wings with the leading edge close to the ground. to lighter winds needing a better soaring performance. they had no undercarriage. is th at J fa st-runnin g r<Jptor. illustrated by the same vid eo. extending th e sea rch for October . one can only guess that they lived on the top of a bare plateau with a ridge facing the prevailing wind. failed to soar. th e animal could have laun ched itself from high er branches to glide. Visiting a vintage glider rally on a hill site or even watching hang-gliders in operation might have provided clues to how a 12-metre Pterosaur flew. say. Some diagrams show a large chest bone that could have been used as a skid. with fea th ered forelimbs extend d. Marti n Simon' is an ex peri cnc d sa ilplane pil ot and a. Remaining airborn e for as long as it required. therefore. it woul d. on a long neck. except by mistake. they would have walked to a suitable slope. were essentiJ II y not mere gliders. so they probably had a string of known "airfields" they knew they could operate from. Walking. ri ght). With no bungy or Vintage GC members to give a shoulder launch. but surely much heavier. (until M ay 5. weighing so little. Then. from bran ch to br<J nch. Conditions at the time must have been very temperate. The next thin g th en could have been th e deve lopment of effi cient fl apping mechanisms and of grea ter manoeuverab ility. They would never have landed in the valley. Instead. body and arms. weighing only about 2001b (90kg). that soaring low over the sea was not possible. In term s of liiting area and aerodynamic performan ce. A crea ture th Jt coul d extend wings of moderate span and area. Longer wings and assoc iated muscular growth could have led to real fl ying take-offs from level ground . it could sea rch for prey over w ide areas and fo r many hours. The legs operated as the elevator and the large head. 2003. 6643. 6. He describes an enjoyable and successful comp H UN GARY is a grea t place fo r gliding. ASW 27 . Tlhe glider. 6972. 7326. On one practice day. Paul Crabb. 17 Siephen Crabb. 6974 : 9. 3. Th ere are few airspace probl ems and th e soa rin g is very good. GBR . DEN. Dave 3rd and Steve 5th in the 15-metres. Standard Class : 1. 15. whose crew w ds K n I-IJ rt/L'y. is grass with four runways (27/09 . There w as mo r thundery w eath r th an I have had before . please accept the team's appreciation.securing Silver. LS8-18. 2. 7097 : 11. GER . Russell and Pete had a problem with a thunderstorm. FRA . SUI. ASW 22ble. Petr Krejcirik . very fl at and easy fo r outlandings. GBR. lt is very chea p. This was another successful contest for British pilots . A Wilga crashed at about 1OOft on take-off while towing the last in the class to launch. thanks to Russell and Jay. one of th e Po li sh p i lots. and so on. Yo u have to race all th e tim e. LS8.EUROPEANS View from the team manager THE airfield at Bekescsaba. Fortun ately. David Wall . Alister Kay and Steve Jones (15-Metre Class) and Jay Rebbeck (18-Metre Class) . a town of 70 . There was the usual scattering of eastern European aircraft . when we had two in quick succession . CZE . 7138. Altho ugh I hate assigned area tas ks I was glad o n some days to o pt not to fl y too c lose to th e li ghtning. LS8. LS6· 18m. GE R.espec iall y w ith co mputers. On the las t day I was rescued w hen on my own (th e first tim e I was separated from Steve and AI ). with AI 2nd . our Open Class completed the max area (499km) and were back after 3hrs 35min -50 mins under the task time ' The opening ceremony involved a march of the teams through Bekescsaba. bo bbed up just wh en I had los t th e flow of th e day. GER. Pete Harvey and Russell Cheetham (Open Class} Dave Watt. very sw itched on . IRL.and extremely good pilots.\1\ich ae l Grund and Goran Ax reinforced this point for me. A li ster is particul arl y good as a tacti cian in the Jir and on the gro und . . GBR . Airfield facilities were adequate but not stunning.at approx 11 Oktl Jay Rebbeck won the first day in the 18-Metre Class . One big thank you I would like to make is to the crews . POL. 5. W hat does bea r scrutiny is how I w ent fro m 2 nd in th e European to 28th in the Nati onals./l ional comp5 Main photo : Daniel Tuth of the Sw1ss team refle cted in the wing and fus of Pete Harvey 's glider (Pete Ha Ney) Above: Dave Watt a t Lasham (Berna rd Smy th) Sailplane & Gliding . Manlred Hahn.500ft. I do n't know j ust how co nfident he was (I never got th e chance to speak to him) but he set off into th e blue to so mething I had not spoiled at all and w ithin a few m inutes w e w ere under a new ly-fo rmi ng cl o ud in 7kL If it wa sn 't a lucky acc ident it wa s brill ia nt flying. Nimbus 4T. writes Harry Middleton. Mi chae l had a bad first cla y. Mike Young . Giiran Ax. 7170pls: 2. Pete Harvey. Yves Jeanmolle. Ventus c. Dav<'. 15-Metre Class : 1. Thi s nearly always works w hen w e are fl ying as a team and there are pl enty of days. 6384 . Having Ali stc r Kay and Steve ]ones as team-mates was a key facto r in my success.egc2002. 72 13. Th ey are very relaxed. 7135. GBR . 7325: 3. Alth o ugh w w ere at abo ut 2. W e also get on very w ell as fri ends when not gliding. GBR . Th e 18-m etre British Tea m lost a fair few points in th e last half-ho ur of some of o ur ea rli er fli ghts. 6607: Open Class: 1. I fe lt very positi ve. 6985: 3. 9. 6960. camps couldn't happen. Jay Rebbeck. CZE. Nimbus 41. Holger Back.1s done ab ut 75 intcrn. 6590 : 18-Metre Class: 1. 36/18). Zlins. Sieve Jones. 6403. and yet I had o nl y o ne good cl ay o ut f eight! W ea k wea ther is w here I have most roo m for impro vement. one of the Dutch team 's. 7477 . Frederic Hoyeau. BEL. alth ough he is so spectacu larl y fa st thnt he very nea rl y made up the 500 po ints he los t. The tug was badly damaged and the pilot was very lucky not to get hurt. GBR.an assigned area task in poor conditions. 3. very good on the technica l side . Claus Triebel. SWE. The Standard Class day was cancelled because the entire grid could not be given a launch. We then waited 10 days -several of them scrubbed.hul 38 Decisive flying Dave Watt flew his Ventus to Silver in the 15-metre Europeans in Hungary. The British Team for the 11th European Gliding Championships in July consisted of Mike Young and Dave Allison (Standard Class) . 7362 . th e glider was perfo rming fantasti ll y. The more flying we do the more consistency pays off. ASW 27.for our next day win. A final highlight was when Dave won the last day . Tomas Suchanek.yes. 7084 : 2. it was quite congested with a large entry of 120 gliders and also had an army of underground creatures mining the area causing subsidence you could lose a glider down. ASW 22b. LS8. I w o n't be making th e sa me mistake if selec ted to fl y at Leszno next year. Jan Walther Andersen. LS8· 18. LS8. Th e three o f us tri ed to be consistent and wa ited for other people to make mi stakes. t1ie fro m Bicest •r i)lld h. Full results at: www. flew the next day. while a Zl in with a IS-28 on tow flew up and down the pedestrian area at about 1OOft. LS8. LS8. Without these dedicated people . Ventus 2ax. w hen Zbigniew N ieradk a. 1OOft. tugs were a mixture of Wilgas .w e lost mo re deys than we would hav liked. Tassilo Bode. So . 6678: Alister Kay. GBR. Stanislaw Wujczak. 2. Russell Cheelham. Ventus 2a. you cannot afford to back-peda l nea rin g final glide at th e end of th e day in th e way you often ca n (and often shoul d) in th e U K.000 citizens. Task-setting required improvement. Wh at struck me mos t is th at powerful co ntinenta l co nditi o ns rea lly do require a c hange of gear and very decisive flyin g. IRL. ASW 22bl. th ore w as th e eh ice of J large blue h >l e o r a b ig deviati o n. Ven lus 2a. I now have to say that I was wrong. As someon who once suggested that the BGA should do nationa l advertising and marketing on beha lf of member lu bs. so the financ ial model of the club was taken apart Jnd exami ned. W e can get them to join (46 new members in one go was our big promotiona l sue ess story) but then they soon discover th at you have to be a masochist.long-term viiilbi lity. A nascent land-yachting club at Buckminster. To give you some idea of the radica l nature of our unfettered th inking. awayday participants were consensual. an October . Up and down the country. option three . Th is to us mea nt making a profit year on year. Could th is help your club? Just look at us al ii Flying equipment bought with charity handouts. depreciation) whi le mo. w hich means you're obliged to spend extra clays at th e club when you don't' want to.you cou ld descri be it as lazy gliding at the right price. over which committee members wi ll argue for hours and even fight to the death. focused and most made at some point a rea lly significJnt contribution to strategic thinking. that's the intention. then multiply by six to get the hourly rate).just take your cl ub's price for a 2.000ft aerotow and 10-minute flight oi training exercises. Most of us can't see th is because we are flying anora ks.CLUB SURVIVAL Is your club in a spiral dive? Neil Rathbone. Our deli berations led us towards a new understanding of where we were going wrong. all ideas of business planning and cash flow go out of the w indow. sudden ly see a flash of inspi ration? The awayday First of all.. whenever anybody dares to mention the g-word. You can spend all day labouring at the launchpoint just to get one brief fl ight at the wron tim of day. rates. fly ing fees being arou nd 70 per cent of the income. t of its income is v<Jri<Jble. asks if your club is entering a spiral dive and explains his club's plans to get and keep new members Y OU MAY find the scenes depicted in this article distressing.he now swears by gliding: lit ra lly. more gl iding clubs than you can shak a half-million map at must have conversations at committee meetings and bars that go like this: How do we get more members? Promotion? Spe ial offers? Knock £2 off what Neighbouring C charges for a launch? The stark truth rs that our sport sucks. you don't join. And th e cost! A training fligh t can work out at £90 per hour (try it .) But then > 39 . and one by one they drop away. My club h<1s recently done some deep soul-searching and. (Option one.J Abandoning al l membership fees in favour of pay-as-you-go Having a one-off annua l fee and flying thereafter is free ::J Scrapping free reciprocal membership Let me summarise very briefly some of the reasoning. The meeting concentrated on what we felt was th e main issue. sorry. More income and same cost base equals more profit thoughtfu l. c lubhouse equ ipment donated by members (generally because it was at the end of its useiu l life). Leave all the time-consuming minutiae of comm ittee business behind and take ourselves. and a membership that considers 50 years of age or less as mere youth. as a result. We found that most of a club's costs are fixed (rent. So why not make income match expenditure? O ur horror at the result of back-of-envelope ca lcui<Jtions of such a membership fee led us away from that one. W e would do anything for that precious hour or two of floating silently over the ever-changing countryside. Saltby. rather than just promotion of what we have alway · provided. along with a select group of the more articulate club elders and sta lwarts. anyway.. <Ji th ough it has to be remembered that if those are the real costs per member then the membership ends up paying them somehow. See overleaf for how the club plans to use it to generate income and keep members happy average regional club.. drawing energy from nature herself . it's no use promoting the sport if it doesn't offer people what they want. well. The hangar is in front of the wood in the foreground: new land rented by the club is marked in yellow.. So. and celibate. Free membership and pay-as-you-go might encourage more people to give it a go and enable people to dip in and out more easi ly. how did we. I WilS drifting there. er. to put yourself through th e process of le<Jrning to glide. insurance. there is no option three. Magic. option two . a couple of years ago one of our committee members had the bright idea of the awayday..November 2002 Buckminster GC's site at Saltby. At least. off-site for a whole clay to discu s strategy. the chairman of Buckminster GC. So Awayday 2000 was born and it was something of a revelation.. if you qualify as a pi lot you get to go on th e duty rota. Then. Un like when considering the purchase of a new kettl e. As flying is weather dependent. I know of one respected senior businessman who sp nt a whol e week on a course and got precisely four minutes in th e air . we had the temerity to consider: :. we are embarking on a very different approach to development.you join for a year. r\Jote that we were already starting to think of " marketing" to peop le's needs. how naive we were! Two yea rs slipped by before we noticed and. People w ant a thril l. Think about it. So we pu t them in a K-1 3 designed and bui lt before they were born w ith an instruc tor w ho knew Methusclah as a lad. W e disproportionately inc reased the cost of parking a trail er to compensate for the fact that. \Ne also eroded the various concess io ns. even?) • Availability (launch types/all weather/ seven-day operation) • Equipment standard • Organisation (admininstration. 0 Logbook maintenance. " reciproca l" means in practice o ne-wJy traffic to us from surrounding c lubs that are c losed fOI' one reason or another. although we moved into profit despite foot-and-mouth. most of them might as w ell have been p inned up on the mantelpiece an d addressed to Father Ch ri stmas. People want a sexy high-tec h I ifesty le hobby. Awayday 2002 . keeping with exactly the same financial model. 0 Flight display and analysis. Beware the chicken and the egg Having spotted the mismatch between what we offer and what sane and sensible fo lk wa nt (remember.uk Illustration shows the new map for Spain. fo r our c lub with its seven-day and all-weather operation. Armed with this new knowledge we did make some unusuJIIy sharp one-off changes in specific charges. and 8 composite list of all their requirem ents.the sequel Oh. For everythi ng that we had agreed peopl e wanted in their modern leisure pursuits we actually provided the opposite. equals profit.. Our second awayday w ent harsh ly back to fu ndamentals. W hat we had created was a wis h I ist. the deep C of A that we gave to our costs and income meant that w e now understood how our club works financia ll y better than we had ever done before. The new maps will become available in FlightMap Version 2 . the flying such reciproc<Jis do is immensely valuJble to us (remember the income comes mostl y from flying fees) and in Jny case many w ere making voluntary do nations to the runway maintenance fund and some also help us out with things like instruction. apart from at the younger end of the scale. visit: www..flightmap. following th same logic. What could we actually do about it? Dreamy ideas of luxurio us cl ubhouses with executive to ilets w ere deservedly shot clown as wish list c reation. we agreed increases in l.ts and ca me up with good ideas. using same cost base. The one that was 100 per cent certain was th at tiP awayday would be repeated eac h year.:JJII . Data is supplied by Bartholomew Digital Data. and made progress on some of the awayday i tems (such as a nascen t landyacht/blow-ca rt club for when we are not fly ing). above all else. The mismatch was total.('"' V l. 40 Sailplane & Gliding .CLUB SURVIVAL > we asked ourselves how we could abandon the large guaranteed sum we get each year and throw ourselves entirely on th e mercy of the weather. Nevertheless. whi h reflected our better understanding of where costs are incurred and how to make everything pay its way. who had kindly joined us for th e day. and motivation of pilots) • Social scene/activity • Pleasant atmosphere (welcome) • Progress (especially in training) • Advanced training (cross-country/ aerobatics) • Good financial deal (oHers) • Hangarage and storage • One-person operation • Accommodation/catering • Status/image • Partner/family facilities • Safety • Thrill (racing/aerobatics) Value for TIME (as well as money) was felt to be the main requirement. and the previous cost did not represent the true value of the space occupied. More income. confirmed that the mismatch we had discovered was true o f most gl iding cl ubs. While our fin anc ial model was the main r-----------------------------. Roger Coclte. Who represents our market? What do these (strange "ordinary") peopl e want? When we had made a list of the various types of flyers.co. For example. \Nhy bite the hand that feeds? Especi. For information on availability and special offers for purchasing Version 1 with a free upgrade. we also discussed a number of other stra tegic subj . FlightMap Upgrade Offer ~ : ~v ••. The editor will never indulge me w ith the space to explain them all.lllnch fees to refl ect the real increase in the cost of fuel. value for lime. Rec iprocals were considered because. in practice. most private own rs fly less and physica lly contribute less to dai ly cl ub operat ions.·"'r'~ll'. as the grey market is in fac t our ma in market and often quite w ell heeled. L-----------------------------~ topic.1dvocate yours trul y the night before). the BGA deve lopment officer. So w e tell them that if they don't see the hangar doors open/ closed then they're not being good clu b members. If it isn't hurting you r brain then yo u're not thinking hard enough. Flipchart One: what people want The requirements of the identified markets were agreed to be: • Value for time • Convenience (bespoke.) Watch out. we then compared that to a list of what we actuJ lly provide (cunningly prepared by devil's . not the anoraks) w e came to the difficult bit.erd_e . So we make them unpack the hangar or rig their ship before they fly. People want convenience.and significantly above all others. In the end we bottled out and adopted a safe compromise. So we drag them th rough the turgidity of pre-flight sa fety checks and the BGA syllabus before we ever take them for a cross-country soaring flight. Abadea d 1 Melon<> FlightMap is being upgraded with a new range of maps which show more detail and which cover a range of countries. These ideas resulted in a long list of things w e would do. The emphasis on ease-of-use is retained as are the existing facilities for: 0 Task preparation . (If you have an awayday then beware of dreaming. but o ne is to use the airfield for compl ementary ac tiviti es. A dream. People want. without the usua l "so-and-so charge so m uch so we should do the sam e" since we figured that so-and-so might just be shadowing us.:il ly in the bl ea k winter months. Should w e charge a daily membership fee for using our faciliti es? However. a 47-year-olc/ management con. 12V Mini T/S£229.form ou r main anorak-free ma rket.or Recently Retired Jnd Comfortable. £114. Felcot Road. in tru th we are fairly typicJI regiona l club. for example.r------------------------------. let alone those of M aster and Miss Average.£200 a year (plus often a levy} plus £95 an hour • Most beginners give up after a few sessions L------------------------------~ though. Mini Accelerometer £159.co. West Sussex RH19 2PX Tel: 01342 712684 Fax: 01342 717082 e-mail: colin@cairaviation. CW series £99. Decl ine caused because the way we run our operations does not meet the expectJtions of Mr and/ or M rs Average.sultant. . 1. and a PPL with /MC and tug rating CLEVER BOX VARIO SYSTE~M * See our website www.uk October . but fail to see they are not solving the root problem of decline.co.co. A lthough. Al l the evid nee is that there is a strong leisure market out there.. even ii we don't like some of them. we are proud and think of ourselves as a cut above the rest. so our situati on and our answers to it are likely to apply to most of you .5 Turns 0· 140kts £119. Neil. Vertical Card Compass £139 + Surplus Tested Instruments: Horizons with new Solid State Inverter. or these days Mr and Ms Partner (or Mr and Mr. Therefore why can't we offer a hangar to everyone who wanls one? Come to that. Th is goes: " We haven't any money. previously thought unavailable. Hand Held £219.90 + BGA Approved "Ottfur" Releases: Original New "Ottfurs" £199. We have to make ourselves Jn honest list of their expectatio ns and. Let's take ou r awayday action for this year. take specifi c Jctions to begi n to meet them. Exchange OM series £119. some ideas that cost money could in fact be self-financing.cairaviation.even the instructors • ft is all older males and old equipment • If flying is cancelled there is nothing to do • There is no cafe or restaurant • The toilets are disgusting and broken • You can't find the place • it's terrible value for money. Yet year after year clubs like ours input more and more va liant promotional efforts and cost-reduction schemes. Extended Scale !Motor Glider) £199. Steephill House. by the beginning of August we had a provisiona l offer from our landlords to rent a section of a field adjoi ning the current apron at a rate that we can more than cover irom hangar space rental. In oth r words: we can't do anything. Flask and Ring. so w e can't afford X. 57mm (Glider) £229.we to dismi s this kind of think ing by asking yourself how exJctly glid ing. we just don't have the space. you see". it isn't easy. CAIR Aviation Ud. Sensitive Altimeters £149·£153. PZLAltimeter £99. SmithsMk20 80mm Altimeter 6 0 ' clock Knob.the chicken-and-egg argument.November 2002 41 . at quite a reasonable rent. Glider Battery Charger £19. W hen we looked more losely. He has Silver. Ferronti Mk6 £369. If we were in a turn and havi ng to constantly input up elevator to maintain a hori zon. "You can bank on us" + New Instruments: PZLExpanded Scale ASI's. Mini Accelerometers £99 + Radios: Delcom 960 Panel Mount £249. (So you too can jolly well get a bad back like noble generations of glider pilots before you . Latest "Ottfur" alternative release for modern gliders. In the process. like most clubs. for the oppos ite seduction . 1. Y and Z" . w hy not also offer secure storage space for al l those expensive bits and bobs? Until now our attitude was tea. is a Basic Instructor. If a member is prepared to pay the ground rent then w hy not increase the size of the airfield to accommodate them and their hangar? The awayday was in mid-Jul y and. given the unavoidable cost of aviation. put a brave face on thei r entri es in S&G's Club N ews. and for th at matter <my other clubs.75 Turns 0·200kts £129. Spring Kits available all sefies.Aerotow ON400 series £179. 80mm (Glider) £199. the mora l of my tale has an aeronautica l ana logy.so back to wh ere you started. And do please try the Jwayday. we wou ld soon suspect a spiral dive had developed. Felbridge. Flipchart Two: what we deliver The following was proposed as a "devil's advocate" view of what we actually deliver and we believe it to be largely true.uk www. Y or Z so first we need more members so that we can afford it. we simpl y have to offer ordinary fo lk what they want from thei r leisu re r<Jther lhan try (Jnd fail ) to impose our va lues on them. We Jre now attempting to get ourselves out of the spir. in wh ich case we know that more up elevator only makes the situation worse. PZL Zero Reset Varies. We can't afford to have your club putting people off our sport as it spira ls downwards. Furnace Wood. ~ from'· ' ' ' . perhops Mr Jncl Mrs Professional . but those members wou ld wa nt X. we also found that we could probably ren t some additional space. 80mm Glider rote T/S £114. shou ld one happen to become available. ICOM A3E £276. C of G ON300 series £219. concentrating on this one action.uk for details of this new exciting variometer system from the same stable as the ubiquitous XK10 Vario System XK 10 "CLUB" VARtOMETER CLEVER BOX VARtO I £269 £299 ~ ~If £'Aviation Ltd.cairaviation. and "we'll put you on the list for one of the T-hangars. Wish us luck. For the flying anora ks like me. We realised that private owners would like to store their gliders rigged and ready to fly. LC3 Panel Compass £47. A22E£299.:t l dive. Mk31 !Coloured Display and Integral Slip Ball) £590.} But wait J minute. If we are honest. Mk 14 !Coloured Display) £409. The popu i<Hity generates cash and the cash buys th~~ faci lities. sympathy. or M s and M s). got started? D id th ey have some magica l pot of mo ney to begin with? If people are rea lly keen to do something they make it work. both of us and of gliding clubs generally : • The calibre and attitude of instructors varies wildly • Which instructor you get is a lottery • No-one looks after you or tells you what you are expected to do • Members give you conflicting instructions • You are expected to give up a whole day in order to fly for a few minutes • When you qualify you have to give up extra days to help run things • The launchpoint is a shambles.you waste half the day • They all dress like scruH bags . You h. on which we could site a new clubhouse w ith great views of the flying operation. took up flying 10 years ago (because o( a trial lesson when he was 11 ). CM24 Bullet Pedestal Compass £49. Sarah had been the first to sta rt fo llowed 7 mins later by Chris.000ft AG L 900 Whatever the weather Oliver Ward reports on a showery 15-Metre Nationals at Gransden Lodge and adds his own daily learning points HE weather proved to be t. our prayers were answered with a 230pts day! • I enjoyed the hospitality of the US military. Sarah Steinberg was first home.Tipple 930 2172 15 B Cooper 68 2141 16 D Draper 301 2125 17 P Naegel: 520 2035 18 D Byass 161 2026 19 F Davies 25 2008 1993 20 RWelford W8 21 W Aspland 325 1935 22 A Sanderson 890 1932 23 S Redman 56 1915 24 R Smith Z9 1885 25 G Payne GP 1877 26 M Pike R11 1873 27 S lnnes HL 1805 28 PRice 1804 29 C Alldis LD 646 30 D Heslop J3 1363 31 H Jones D2 991 32 I Molesworth JJY 726 42 deciding factors. Ni ck Ti llett. when trying to get to final gl ide around the storms. Jul' 28: even hotter today but the trigger temps proved to be just too high with onl y six pastY and one fini sher. 5th place was ta ken by George Metcalfe. cloud flying was the most obvious. July 27: on a fallback task of 212km th e grid was launched into a soarable sky with competitors trying to decide on tactics as an earl y cut-off at 4prn w as on the ca rds. of which th e fi nal part was in cloud up to 7. and a lot was sa id in hindsight! People who pushed on and through the storms on the final leg found themselves getting horn . so several pi lots were tempted into the clouds. Only two of my cl oud limb proved worthwhile . \. whereas pilots who held back looki ng for a cloud climb weren't so lucky. aggravated by a low cloudbas . A good cl imb after the last TP was essenti al as the final leg was dominated by a large gap between Newmarket and home. 23 mins after Sarah . maybe.4. Ju ly 0 August 1: crubbed.thirclfight. lt wasn't until later. but as the saying goes: "you make your own luck! " Of the tact ics. • Just make sure th e gli der that you are following is in the same competition! Dfly ').15-METRE NATIONALS performers praying for a low total score. August 4: th e day looked too good at Sa m ! Extensive over-development was the fl avour of the clay.he deciding ILICtor 1n the I S-Metre Nat10nL1Is at Cambridge GC: the high performance of new er gliders gave little or no adv<1ntage. however. On day four it becLJme apparent after mon itoring 130. • Discovered how to encourage the di re tor into lively debate! 1743 Day 2. over-development o n the second leg offered the di lemma of staying on track or diverting to better-looking sky to th e north. Topics included the 5 m in sta rt height rule and the competition ca lendar.4 th at little advantage was to he had. So t<lctics and. non-cloud fly ing pilots could follow energy lines fo r a greater advantage. Augu l 2: longest task of th e week.both were used to get to a comfortabl e final glide. thi s resulted in some big diversions but still outweighed the loud-flying pilots. a cump foru m was arranged and produ ed some li vely debate. the last to start. Day 4. and the f stest. thi s helped considerably w hen d ciding if there was any advantag to be gained. it was easy to track other pilots' efforts on 130. however. _ • The morn ing after: who said w e ~ weren't going to fly? Day I. The final clay aga in saw many pilots entering cloud. Phil )one · did the latter. C Starkey 900 Points 3039 2 E Downham N5 2852 3 T Scan Z3 2786 4 N Tillett T4 2667 5 OWard 183 2662 6 P Jones 210 2548 7 S Sleinberg 51 2477 RF Thirkell 83 2450 9 G Metcalfe 104 2443 10 P Jeffery 64 2308 11 JWilton 634 2253 12 E Johns!on W7 2232 13 A Hall 241 2175 14 1<. no doubt John will iorvvarcl our remarks to the comps committee. Had any gliders flown over I was ready to trade a flight in a glider for a go with a machin gu n! Day 3. this guaranteed a cl imb but resulted in some extreme diversions. followed closely by Chris Starkey. who were using their height to stay on track and er ss the ga ps. July 29 : many competitors found themselves stuck behind extensive storms.un on th e ground. th e first two legs w ere under Daventry airspace. limiting the available height. Andy Hall did the former. only one pi lot completed the task withou t doing any loud climbs! One tactic was to head for th. This resulted in some of the more mediocre Main picture : winner Chris Starkey finishing Above: Nick Tiflett in Tango 4 arrives at Gransden Photography @ www. large distances were covered without turning. There was significant streeting and by staying below cloudbase and following th e energy lines. However. • I got lucky: my last climb gave me a height gai n of 6.ccm Sailplane & Gliding .500ft. that a cloud climb became essential. The third leg looked like it was promising large gaps and long glides. luck were more the T Pos Pilot Glider no. sign ificant streeting helped bring up th speeds. luckily the weather was recycling just fast enough for u to weave our way through. told in the competitors' own words HIS year's report breaks with the dayby-day. 15 setting off on a 164km task into a very uninsp iri ng sky. 1SOkm .500ft ASL. and. it was a case of working low level. Overcast . last but not least. First snag . Apart from o ne cloud cl imb near Upavon tha t got me to the dizzy height of 2. this glider didn ·t quite make it over the finish line (photos: Bernard Smyth) October -. so let's get going and stay east. The Above: the two grids at Lasham. The start gate had only just opened but I had figured. along with most others. each ti me I chose a good fie ld I somehow climbed away and had to go an d find another. surprise.from west. it's working fine! A neat bit of tactica l fl ying at the first turn (got to get something right. blow-by-blow tradition for some excellent reasons: (a) th ere were two National Championship being run as a two-class event.OXS-THM-GOR . where cloudbase reduced to 2.and who better to do th at than the competitors themselves. picking fields and thermal s alternate ly. The forecast? Front rapidl y approach ing. in srite of weird weather. and really poor out away to west of the sta rt l ine. rather than chapter and verse on w hat happened w hen . Six points seemed like poor compensation for the effort involved (not to mention the aerotow cost) but a day w in is a clay win and I have the glass to prove it! Sunday.November 2002 first TP was Melksham .Wendy Durham has gathered the stories from the Club Class and 18-Metre Nationals .000ft ASL and cl imbs became weak.we all get away and start as early as possible under a rapidly-decaying sky ("looks like rain " remarks some wit over the radio). we know we are in for a hard time. th at just to get back wou ld be an ach ievement. over to the competitors. who misjudged his final glide on the last clay but found that one of Lasham's smaller si lver birch trees did a good job of cushioning the last few metres of his descent.is the airspace over the centre of Reading.for some. Launchi ng. Now. August 11 C Dale (Club Class): After the fu n that the 18-Melre Cl ass had yesterday.strata cu . Eventually we pluck up the courage to do so and. in th eir own inimitable style? Congratulations to the two championsPhi I Jones in the 18-Metre Class and Tim Milner in the Club lass .w hen to stop going way to the right of track and push ou t under the overcast west to the turn . We go north . with the 18-Metre Class on the runway in the foreground Left: on the last day. Saturday. Eventua lly the draw of Keevi l w ith the aerotow option (I had no crew) became too much. So here I was at 16.and back. (b) every single one of th e nine days produced at least one task. Initially the ru n ou t was good w ith some streeting bu t con di tions deteriorated sharpl y after Andover. Sou nded a bit ambitious at briefing.and to the day T w inners. th e first clay of the 18-Metre Nationa ls at Lasham was a day when I would not normally have got past logging on to Wcatherj ack. . after all) and off 43 p . Guess where the only energy line goes? Next choice. ra in by mid-afternoon. (c) the editor can only spare three pages l So it seems intelligent to convey the flavour of the two competitions. August 10 Andrew Hall (I 8-Metre Class): The great thing about gliding competitions is that you get to fly on clays you would otherwise never do.. And commisera tions to an unharmed Den is Campbell (370). for the " look and feel " of an amazing week of th oddest weather mi xture Lasham has seen in yea rs. A cra ckin g climb over Basingstoke convin ced me. South of Oxford we had just enough height to glide through the TP and hit the only remaining sunshine.. A blue hol e looked like wave down trJck.but none to spa re. he straightens out at my height and le. Cloudbase at 30km out comes down to something ridiculou s. so I don 't look any further! Better lu ck tomorrow. Sailplane & Gliding . so after a few hunrlred feet off again into the blue chasing wisps. Luckily fur us launching from the back of th e grid meant only a short period of flying in the start line area. he was ruthless when it ca me to leaving cores that were dying.18 646 2536 45 J Gorringe LS6 HL 2517 46 T Moulang Ventus 2CT 666 2402 47 J Giddins LS8 601 2297 48 C Lynelton ASW 27CL 1308 49 P Davis Discus 2b 540 1124 50 M Dawson Vent us 2A W2 0 44 to Thame.wes. VVednesda~August14 Neil Coudie (Ted Lysa kowski Trust Award winner.were poor and P1.LAS-OXS-ASH-LAS . Results! I get hammered. just as I irrevoca bly break the link with th e lead gaggle. The 18m results below are subject to the 22-day rule Pas Pilot Glider & tin no. when I became convinced I had radio failure.lt was developing but almost immediately wish ed he had gone east into what appeared to be a better airmass. Pete decided discretion was th e better part of valour and landed on the north side of Basingstoke. which went nowhere neJr the TP.200ft' over Basingstoke. OOft. and with Sarah Steinberg on Friday . th e Dreaming Spires looki ng increasingly close. so I ra ced off . His therm al just stopped dead at about 1. This was achieved. 700ft. soon grovelling in the weeds close to Kingsc:lere mast. if it had been me I would have still been circling in the mega O..but only a little. Tuesda~August13 Liz.18 D7 3774 10 A Pentecost LS8-18 95 3726 11 C Starkey ASW 27b 900 37 11 12 L Wells LS8 -18 LS 3696 12 J Hood LS8 352 3696 14 G McAndrew Ventus 2T 71 3685 15 H Jones Venlus 2C 584 3676 16 M Pike Vent us 2C T A 11 3586 3586 16 F Davies LS6c 25 18 A Clarke Ventus 2CT 24 3583 19 P Jeffery LS8-18 64 3556 20 D Masson LS6-1 8w LS6 3508 21 W Aspland LS8-18 325 3488 22 G Stingemore LS8-18 XI 3421 23 J Luxton LS8 685 3353 24 M Young LS8 57 3349 25 P Naegeli Ventus 2CT 520 3334 26 D Campbell ASW 27b 370 3328 27 A Hall LS6c 241 3287 3276 28 D Watt Ventus 2A DW 29 J McCoshim LS8-18 161 3274 30 WJ Murray Vent us 2CT 250 3262 31 L Tanner LS8 LT 3209 32 M Jelferyes DG-600 656 3208 33 SA Ell LS8-18 Ell 3160 34 J Langrick LS8 781 3136 35 I Cook Vent us 2CT V 11 3114 36 JA Taylor LS6-c 607 3064 37 K Draper LS8-18 301 3055 38 G Corbett Ventus 2CT 170 2978 39 S Aedm an LS8 56 2965 40 A Bromwich LS6c 855 2934 41 B Morris LS8 868 2852 42 A Jones Ventus 2CT 46 2566 43 AEmck LS8 36 2553 44 C Alldis LS8.Luk Rebbcck. Unfortunately.1. nabling fast progress at th e dizzy heights of . flonting up gently in a weak th ermal. illthough a bit lower than I was used to. which took us to 1. Hell. As the sun crept around to th e north of the street I swapped over. I pushed on. Th at kind of day. The wisps of ste<Jm scattered around the sky before the start failed to fulfil their weak promise and it was actually quite difficult to find any climbs at all. 1 P Jones Ventus 2CT EB 4127 2 J Aebbeck LSB 628 4086 M Wells LS8. and hitting the sink I lost out. really. later starters were rewarded with excell ent streets with lines of energy on their south edge. More spreadout had me nearly on the ground before I eventually got away under a street going back towards Oxford. Th e wisps turn ed into 6/8 strato cu almost as soon as most of the Club Class had started and 3kt cores were elusive but ex isted under the greyer parts of th e sky. fully forward in between". nearly landing nea r Goring. Then it WilS J matter of following the clouds more or less on task. August 15 Brian Spreckley (Club Class): Another promising forecast with Pater Baylis saying maybe.300ft. A big gaggle was under th e street but I had a hunch that the sunny edge would work. but so late and with such a high wing loading we just couldn't find it. We pushed towards Newbury getti ng lower and lower then picked up a reasonable climb.500ft AGL and reducing by the mile. staying away from the obvious high ground we ran into Ashbury with the main pilck behind us.18 321 4073 D Chappell LS8-18 A3 3983 4 I Points 5 A Browne LS8-18 L58 3915 6 GSmith LS8. However. The first critical part of the flight was at the Marlborough turn: a 6kt climb to cloudbase followed by a run along the wavy edge of cu toward Diclcot pulled us ahead of th e main pack. which resembl ed a swurm of bees . but it wasn't good. Thanks to all who made it possible. just maybe we might see an Bkt average th ermal. How can my Pegasus beat the Cirrus handicap advantage? My pl an: "stick fully back in thermals. Lecwing south from th e turn he liked the small street th. I'm getting creamed by a wooden glider' And a long hard push to a glider climbing well low dovvn in th e sun at Goring . From then on it only got worse.I c limbed a little. it was so quiel. was keen to move away from the area as soon as possibl e. small wi sps promising lift rarely delivered. His first decision was fly to th e north-eustern side of Basingstoke (while clumping all th e water) to pick off any thermals from th e town .<J very useful learning curve! Thursday. I am delighted to have won a day in my first Nationals. Didn't know there was a ridge at Goring. Pete again said there was no point in staying.18-METRE & CLUB CLASS NATIONALS ~ Lembit Opik MP (left} and18-Metre winner Phi/ Jones . (My suggestion of making the ultimate sacrifice by lowering the wing loading by 235lb was not accepted by Pete!). We pushed towards the hills at Kin gsc lere. which oth er 18-metre ships were using. where everyon caught me up. 13letchl ey provided 2kt into the turn but stopped at 2. Leaving Oxford South he ignored the gaggles and ran into another good core. Happily th e "CF I's-save-me-thermal" got me on to finJI glide and I svvitch ed to the Finish frequency. 18-Metre): Conditions at L<Jsham for this tusk . the lei!cl gaggle skips over and land just north of B<lsingstoke. and fin all y got established in th e sunshine. staying high all the way to Welford. New piJn: stay with th e g<lggle. I drifted Jcross the sunny p<~tch taking any lift I could find until conditi ons let us turn Winslow. vVhen we look at the sky we've just fallen out of we all feel cl li tt le better . Should get out more often. a solid Skts from ridge-top height. Sparrow (Club Class): The task is 202km: LushJm-Oxford South-Winslow-WelfordL<J s h<~m. I also flew on Monday with Ken Hilrtley. Pete Harvey. where everyone seems to be congregating. Highli ghts of the third leg: an SHK appearing from under my nose.Bkt th erm al 'Luke Rebbeck and I scratched around until we found half a knot.18 42 3825 7 A Kay Ventus 2C T 66 3815 8 S Jones Ventus 2CM 44 3775 9 8 Marsh LS8. Half way clown the first leg. Despite the weak climbs. where a good th ermal mea nt we were only one decent climb from home. getting <J climb which jetted me to cloudbase leaving the crowds far behind. Half of us flop into strips and fields near Reading. Spreaclout and a meas ly 1kt greet cl us at Didco t just downwind of the towers. four-hour Jssigned area task .400ft and left. As we overfl y Benson Martyn goes right. See you next year! ~ Club Class Champion Tim Milner with Lembit Opik MP The Club Class results below are subject to the 22-day rule at the time of going to press Pos 2 Points Pilot Glider & fin no. On the one hJnd I was way back in 21st p l . I programmed Chalgrove in.200ft. where there were more cu and it looked a little brighter. a Club Class glider was com ing the other way. was in the sun so I set off. There was a rash of early starters and I positioned myself to follow.7kt... arri ving <ll a downw ind turn low I got the best climb of the day to 3. the ca ll fina lly came for us to launch. which allowed me to reJ ch the first turn.200ft. Wantage. As I reprogrammed.ltiona ls day win and a rise of six places. At this point Mike Young and Graham Smi th passed overhead. but w.1s sure that if we did it WclS going to be il hord. th few cu that we had been using had now all but disappea red.:mce of wispy cu.600ft. I was in two minds as to w hether I even wanted it to be a day. I found a cl imb at about 700ft.. Both . and start from 1. Both the dir ~tto r anclmetman must have been at an all-n ight rave (thilt'S a sc<~ ry thought).****!' Calvert Junction. but with the points so close l could make up several places with a good day result. Looking west. After much sitting about.task C then D. Down to 5-600ft (are you starting to get the picture?) climbed in 2kt. A bit of cha t nbout w here we're landing.000ft and drifted toward Li.ingemore (18-Metre): Task brief: 7kt thermals forecast. where. and we land in our respective fields. I hadn't been that he1ppy all clay. Four hours later we're still on the grid . off to Oxford. I stil l had task C in the machine. I had now ma naged to put about 20km bet:vveen the pack and myself. the cli mbs rap idly improved to Skts on some occasio ns and I knew we were going to get hack! From there it turned into a race and the three of us made rapid progress. risky slog.November 2002 and immed iately losing it in one fell swoop.a weak climb to 1. with this princely altitude we set ofi for Goring. and Benson was now in range. ofi we go into the better air (better. August 17 Gary St. a marginJI day could easily ruin his bid for a second Nationa l title.OOOft to get us home. SmJck over the top of the ch imneys. pause: " You can't be 1 " he cried . A mixture of thermal and some wnve I think. To cut a long story short.yes. . Ri chard Browne asked me my posi tion and I gave him 83km etc . which boded well for the rest of the task if I cou ld j ust get in and out of the overcast second turn. Down track around Kingscl ere I saw a ha ndful of the Club Class in fields. Some others were moving that way.. The rest of the gaggle quickly joined and we climbed to the dizzy heights of 2. but best of all I watched a fellow comp litor climb out of a tree unhurt and wa lk away with his son.000ft. As I flew through the zone I got a steady 2kt and opted to stay. a long very slow glide from the last 2kt blue cl imb brought us to them at 500ft.**** ! As we moved to the next clouds. but I calculated I cou ld cross . shou ld make it by 400 ft. We cl imbed real slow in severa l rhermals back to 2. The only way fo rward seemed to be to go west over the hil ls. I miss the start zone by 16 metres. of course!).. w indi capped. 'At this point Mike Young and Graham Smith passed overhead. Jnd he does the gentlemanly thing and lands in a field (big enough for an aerotow. . 32 ·1 and me. then Graham McAndrew pipes up: he' ll be us ing the turbo. a little. 241. set off again. \.nothing.. if it had ever begun.962 34 M Tomlinson LS4 615 2.633 37 P Healy ASW 19 X96 2627 38 M Sneahan Std Cirrus JFA 2594 39 NPWedi LS4 EN 2. where some small cu were formi ng. At Basingstoke it was beginning to look like the g<~me was over when out of the town came a beauti ful 4kts. Due to having the incorrect tJsk in. this continued until the second turn.562 40 M Wilson Std Libelle CPM 2554 41 M Lee LS4 LIT 2490 42 J Hitchcock LS4 LS4 2327 43 D Copeland Std Cirrus 168 22 17 44 AWalford PIK-200 392 1923 45 J Ballard LS4A9 1587 46 M Edmonds DG-300 Yt 1471 47 OR Payne Pegasus EB 134 1 48 D Piggotl Grab 102 396 372 45 .11 about 900ft -so off I set. Time to focus the mind! Ofi tow. So. Didcot beckoned. nightlmre. w inning the day October . Damn technology . arriving back with in a minute of each other w ith the main gaggle pouring over the line shortly afte rw.lsham in whatever we could find. The day was rapid ly dying. I might h<JVe known what to expect: no thermal.\1\artyn Well and myself banter w ith him about the Skms he' ll lose. As we traded cl imbs I Saw that Luke Rebbeck was the one attempting the impossible. .914 35 D Wardrop DG·300 393 2674 36 J Pack Astir CS 51 2. I go left.lst leg cu appeared on the ridge sou th of Benson. Phil had manJged enough to win overa ll . but at least were not confused and disappointed by the appear. not good!). T Milner Sld Cirrus VS 4190 A Jelden Sld Libelle 948 404 1 3 8 Spreckley Sld Cirrus t 27 4011 4 J Williams Sld Libelle 937 3953 5 D Draper Std Cirrus JRG 3902 6 L Rebbeck LS4 ETG 3863 7 K Tipple Astir Ill JZY 3834 G Dale ASW 19Y4 3760 9 G MacDonald Std Cirrus G81 3746 10 E Sparrow Pegasus FRX 3680 11 CWatl Std Cirrus FMT 3667 12 J Tanner ASW 19 GCA 3631 13 K Barker ASW 19 SH5 3630 3599 14 A Nunn ASW 19a SH6 15 s Shah Astir CS/OG-1 00 FEF 3556 16 E Smith LS4 452 17 R Fox LS4 KCL 3497 18 D Le Roux Std C1rrus 569 3428 3545 19 C Emson Std Cirrus 278 3369 20 N Parry LS4 264 3353 21 G Spreckley ASW 19 882 3351 22 DM Byass Pegase 101A 987 3347 23 AGarrity LS4 692 3331 3327 24 G Goudie LS4a GG 25 A Eckton ASW 19 SC 3315 26 GN Thomas SHK-1 DTG 3234 27 M Cook ASW 19 X19 3213 28 M Jordy Pegasus 285 3208 29 M Petlican ASW 19a JBT 3197 30 J Crowhurst ASW 19 V4 3179 31 I Evans LS4a WL PZ 3079 32 R Hart Std Cirrus 049 3020 33 A Johnson DG-101 435 2.. Sunday. the climbs were very weak under some fairl y solid top cover. only four of us left: 7"1.:~ce after a mixed week. Setting out for Oxford I felt that the weather behind was begin ning to improve. The flip side being that my eldest brother Phillip was in first place by only 50 points. On the li. where there was some sun and w ind on the ridge. our first turn. I had an amazing flight and was rewarded with my first Ni. A weak cli mb at Oakley.:1 large gap directly on track and reach Welford. First off. After dumping all the water I manage to climb . the uest thermal since tv1Jrlborough. Luke Rebbeck and I scratched around in positive vario until we found ha lf a knot which took us back up to 1. ShJme we only needed 1. August 18 Howard /ones ( 18-Metre): Like most of the days this week I had no idea w hether we wou ld fly.bargain .:~rds. Amazingly. Our task was LashamWantage-Oxford East-Welforci-Lasham. down to ·1. I knew that w ith the rate it was improving they wou ld quickly be hot on my heels. Things didn't look good. The glide in and out of Oxford seemed to be lasting forever but I could see the gaggle circling over Abingdon and I crept in underneath. add another 2 butts. Saturday. first thermal 0.The wisps lowly dis<~ppeared and by the time we had rounded Towcester we were glidi ng into a hazy blue sky.OOOft at Cowley. says Rich. I THI NK several fJ ctors made the difference. who is a/so the European Standard Class Champion (see page 38) the White Planes picture eo.co.. ·Land long!"'. this was the Director 's perpetual cry. as you might expect.I rea lly believe that my Standard Cirrus. too: quiet.1n riligie cr >wed for him in his seco nd international comp. in JJnuary 2001. Though I did take risks.1t CJmhridg . 0001'! and 6. Andreas Lange's gilder Below: Winner Tomas Suchanek. Tomas SuchaMk Std Cirrus TS Country CZE Points 7990 2 Richard Hooo StCI C~rrus t52 GBR 7835 3 Pavel Lovzecl<y Std Cirrus SB CZE 7538 DG·1G1 EJ<P GBR GSR GBA 6752 8.. but the best thing to remember is that you must have been flying rea lly wel l to be in first piJce come the last clay -so why ily differentl y now? What was the comp itself like? The organisation wa .. Opposite and above: Rich at Musbach in Germany Left. musbach2002. although daunting at first. The tea m accommodation in Germany mattered.glidingteam. 1. food and music for the assembled crowd. at G.10 dJys of fl ying in great weather. And th re were huge areas of forest th at. gave us the best conditions.lia. de What was the flying like? lt was similar to good days in the UK.e guy~ and their own skill.uk 7265 6480 www. spacious -a great place to be after a hard day in th e cockpit! The final factor was team spirit. How would you sum it all up? Fantastic.><tm-mate P te Masson won Gold. Th at rea lly helped us to rela x as well as to focus. extraordinary winglets on TO. Rich. is a great sailplane. This wa helped by ·etting the task so th at we came back over Mu bach hali-way round . 2 7. Convergences set up in the w est of the task area. crowds watched the contest each day. Confidence in my glider and equipment is also important .000 spectators on site. excellent.1( ycrston and. from top: the Club Class grid. dedicJtion and the aviation awareness of the German people. Rich il l so won the Si lv ··r at th > pr~vious Club CldSS VVnrlds.and providing beer. my resu lt could have been a lot different. assisted by the good weather. What were your tactics? I wanted to make sure that Day 1 was a olid one.the lour British pilots' team spirit was a vital factor in the end result.000ft agl. . Rich. Did you learn anything useful? I learned how it feels to be leading a World Championships going into the last day! it's hard to find a strategy of how to fl y when you're in this position. as he's probabl y the best pi lot in the world at the moment. On the middle Sunday. with cloudbase generally between 3. then just kept the consistency level up. S&G asks him what the secret of his success is. 152. Pet Masson 18 AIJndl Darl~ngton 27 P<l!Jt Ffllche LStl L77 Std C~rrus JH www.. the Overseas in Spain in May . They mcluded a fan tastic "practice" comp. alter a rccpnt job movP.Jw ler. Austr. mostly I just waited for the others to make a mistake .. due to the moist air from the Rhine va lley meeting the drier air of the Black Forest. Pete Masson and Paul Fritche . competing against world-class pilots. there must has been about ·1. now . has been ilying !or 11 ycJrs. Sailplane & Gliding . Place & Pilot Glider t . w here t<. The way they attracted the interest of the public was especially good. Director Axel Reich anci his team ran a comp thJt reeked of professiona lism. There's no shame in coming second to Tomas. The final result was tota ll y a team effort and without tho.with 54 competitors.Rich Hood earned Silver again at this year's Club Class Worlds in Germany. . 1y but pun ish ing w hen th e winner achrcved on ly 244pls. Duo lJiscus.Jmic Alien . 1t wJ s becoming obvious why the are~1 hJd hc•pn cho"en for th os~ turbines ! Tl 1e squt'I':. l'<lscwil lk.J comp with no pressure. Then high pr>ssure gave woy to hi gh c irrus and thund ery showe rs.ck. \-VOn th e Known Programm e in last yeJr's world>.:mgc of . and hea r that Ma rk and Andy arc rlefending their glicicrs irom the inquisit ivp yob~ or Ye(wil. Day 2 (whi ch w ith hindsight se<'m<~cf almost good) inc luded J rt'rnote st. An dy llcttelcy and I hoo k up th e tr. wh en they upped .1st.Jtic Associ. However. IJire•ct or: Tim MariadyPn Sailplane & Gliding . Lemmv Tann0r. in the north-east corner of th e' former [ast Gern1.nsion I mllkL' rny w~1y to th(-' nearest houst:.w >·t with d smooth mark -·d :.1s th e contest ended there.lUits five tim es and I win the ga me. he ti1111t<d tht<m.1bout lark of w ind ho ld ing the gli der in th e air and don't you feel sca red th at th ere is no <'ngi nc .'!9 (41 1. Bill Lo ngswff made a heroic 40km ridge run fro m Yeovil below rirlge leve l.l .1ny som<• t > miles irom Po land. Kaminski 7H.1 suiJstantial discount on our tickets..L: M aku l. However.see page 59) .rll y possible in mch ilight.laggles were nowhere in sight and th e rn uws v. and th l' rt'sult-. But there wa. 'I .1 changr' from th e club task week. LS8. And th <Jt was it.111d leit the ridge refused to bea r me anymore. lerzy . Any rear/er inter>sterl in IJC'ing involved in the British contribut ion fur the 2003 Worlrl r:hampionship in l'<'r.2 19pts. 1. pJ ir-fly ing jun iors Leigh Wells and Luk e R ebb ~c k fini shed th<• I :. I spent 20 minutes at 300ft waitin g for a thermal.1 ncl . no chance to see ii thi s was fluke. the former Nazi rocke t r<•se~1 rc h site. ·u m. This just goes to show thdl local knowl clge isn't everythi ng.1 b reeze that sudden ly shiitcd 15 -2 0km inl ond. it 's d. )amie Alien Our th ank. Fortun ately Soph ic saves m • th e emharrass mE•nt and doub le f.1st: all ba r o ne ril o t got round IIJOkm. it was neccssc.md Mon ct1y) w ere hot dnrl mostly b lu!): on d:~y I .111 his clothes.000m/3.1ilers as a nwss. .d from fo llowing the hills.11KI his son il cw a single-seat development Fox fpicturerl above) that ha.COMPETITION SCENE Competition Enterprise: . Dick llapps and )uui )ones. almost needing to top '"VP up ior his finc1l turn.J 43pts. The awa rd o f "ha rd zeroes" pbcecli am se nd l'a ul 39th ilnd 4 1SI respecti vely. now n mus.Jke entry vi. or Fox .or bag uver hi s head ~1 s a disgui se (S~C'n above with and \vithoul).1drlJ leavin g th em to sunbathe w hil st l:1r1cling out. Leigh WPII s and Luk Rebbeck wer a convinc ingly-strong combination. Llut still half tlw field rnan ~gecl 50km or le>S. rr).1ge irom th e stunnin !. just as I . Th ·' gn1ss fiPid is large. ju. coming 15 th dnd 22nd of 45.4km/h). Leigh W el ls and Luke took iirst pi . i idu.wis/(hris RnllingsfflJrry Walker. .hav in g lost .:1ke your ch ute. Combi ned w ith every thi ng irom a K-6 to t\SH 25s and Str rnmc 1Os.1ncl (or lh<' support to m. I la nd. TI1e first two ddy::. Paul Kite m. .eventually! Tlw sty le o i Enterpri se quickly becomes a pp~r ·nt : as much ily in g as the con ditions dll ow with ta sks tai lored to exploiting as m<1 ny wca tlwr phenom<·n~ as phys ic. fo r a gJp in tllf' trees.1 dy to rock. with )on Meye'r iirst and Nick Wall third.ations .trip. O n !)cha ff of the. We< startpd th e• journey hack to th e ierry tcrmin.1 nd wind me. accruing the grea test clistan cp and win n ing ir day.1nd 37th of 45.28 1ft.Jsl of th e mol icy crew we cru ise to the D evon & Somerset GC si te at North I-I ill in th e knowiPdge th~t Luke Robcrls w ill turn up .1l in Hamburg ((uxhaveni in blistering sunshinP lht· rwxt morning. The over.eigh \<Vc'lis won ( I 0. or evm .1ini ng..'ls matched IJy rh e Briti<h Aeroh.1." I relnx and lose the first se t.rl rou iL' involving J fo ur-rnilt' trek out to sea.1111 pl aying tl'nnis .lt it w.Jnk everyone at En tcqJrise for ('x tending such a warm W<'i<. J multiple worl d Chdmpion in th is discipline.58 Ali<·n b<J.~SI the Sa turday Hel en Evans night party was iun.OOOpt cl. The cl ub includes many ent hu~i JsliL youngst<'rs. Thu> ). The comp \vas notabl e ior" s i ze~ hl e Juniors entry.-1lf-way through the grid launch.i Conr.00hrs. Andy. Clos ·r involvement of the BCA comp> commillec in [l fider ilerob<llic CQntests i planned. Th e' sort of stuli you uread in the m iddle of summer. )amie and Pau l pulled r."tin1y e. ). Friday.14.pceds thill devalued the day by h. l'rogrammc< 2 (Unknown): M.J tro ugh line stall ed over n •ntral Engla nrl . six women out o f 35 pilots.1nd assistant. p5 for rlates) Resu lts tPNccntdgC scorE's): Prngrammt• I (Known l: To th 8 1. .52 !\lien 76.'>f fun. )ul n-Aug 4 i lhcll M et m dn Sid Sm ith . 200m/65hit lower tha n usua l.at l c<. albeit one frustrat ed by the wea th er. to il ying sea b reeze fronts to th e opti on chosen br d ll un-n.11 P. hitching ba ck ft. (l>.1mme I .rbbi ts out of hilts.1 1.S k second onrl iourth re pectively. Tuth 79. SIMt ing with ru nnin g in fea r oi hi s life.Ht further in lc nrl et ilston Dow n to help competitor:.1 Std Ci rrus). Co nran bB. Like G w y neth t>aitrow. o nly more gorgeous.-lpE'd officiate. Co ngrats al so to Mr 8ettc<ley on so urcing ~ crell' th e ni ght before in Exeter (wi th some· ass ist8n ce I mi ght . H4. r~pid l y­ develuping ~howl!fs on tra ck iorcc d d scrub h. 2m/s (4kt ) above lim its. sharin g it w ith Robert Nun n (120km in .1 n 7S JO (22). w ho h. 1/ung. at :. t.J54 pt s.SUfJfJOrt w. ca ll Anna.000 . it m.5 km/hl seco nd and 1\n dy D~vi sfllar ry Wdl ker in the Duo Discus th ird (104Jkmth). l.11 130). The Brits were 30t h . the f~rr)• compd n}~ which gavfl . tn t!H • HG!\ whoS(' llnmcic1l .m Gl ider Acrobatic C h~mp ion s hips. th is is a welcome development.111 contest. only to he greeted by J beautiiul young blonde' c~ ll ed Snphi e.1st c1nrl windy day ideally suited to si lting in iron! the TV. llc:w ing arr ived at a small ridge \-vherP J courlc were ca noodling.Ke ago in ( I 3 7km of I 52 km).works every tim e) .1 r. th Prc i~ a very upbeJI ~1t111ospherf' with people franti ca ll y ri gging Sl r<J i).Hy to eli m inate th e last three iigures and operate a tilrt height ui I .1n 1 th e comp did not qu. Pnrl. Sti ll.97 UY) Co nran 60.9 . Winds hover0d Mound lh <' 12m/s i24 kt) level. but sho u ld I hJppcn to fall from the sky near Rlandford I might hJve to pop in Andy Perkins to plcry the dec iding set. almost" hill. or good fortune. lntern. TEAMS: 1 I'OL.Dme . i\11 competitors ilew eit her the Sw iit S.< yc>ar~s Competitio n Enl<!rprise (Ju ly 20-2 7) in memory or the: idle John FieldC'n (.~rk as I say my farewell s. co nsidering th at no-one apart irom Bill reckoned the w ind was more th.SB. etc. On Satu rday. rlftcrnoon te<l . Within 20 minuiP-> I . and prizes from Ro lex and loca l jewellers' Deacon's. 3: Andy D.\hl aitvr briefing and then launching! The choice uf launch time gave . was a raci ng task in conrlitions bcuer than forcc.rku iJ fU.J5 4 out oi a possib le 9.rrts irom 11 .lLight out I >y a chan geabl e se..lU I ~111d )ami<' used th e spa re tim e to visi t Peenernundc. km WLl S plttGlting a iarm ··r and Luh• wt~s in a lion pen! (Thi s is a story in its O\Vn right but aft<•r snmc vc<ry bri ef tr. I would like• to th.~sewalk from Jul y '16-26. now on her seco nd retrieve o f the day. The week continued wi th seemingly miraculous ilight s. :/: I uke Rcbbe. worL' a pllp:.:m Skls . wind turb in~s <1nd ~xciting !lying remain in th e m emo ries oi the British k am :tt th e Europe. O VPR!IJ.. Low cloud . J. it 's a very long story!) \i\lith . Hl (J7J. ) Fven th en. ~1 UN. erv e fl'> r the' first s<'i I get il ca ll irnm 1\nna.• six Juniors pilots invited to thi. RUS 48 IT'S 7pm .'vl4 we iollow a p ump ing sea breeze fro nt IJ iea ture used throughout the we •k) <md decspilt< my failed attempts 10 contact th e I.rll/ww Eas tl. ll eroic. D~y .1Ughter.22 (1 S.md Paul Conran w~· re p ilo ts.34 Wilkc 79. 111.08 Maku la fl 1. p roposed datl'S for next year's EnWrprise are July 12-79 Rolex Western Regionals .:J nt th.1 ke or [)FDS. at o ne hri fi ng. (S undc:~y . since the pilots IMd no t flown tlw minimum three' programm es.) Poland won the IC'am prile..m d one oi tlw Ms in Ml M..1lf.rkes for some ianta sti e<1ll y divc·rse ta sk-se tting .1nd th e second se t ro ll s into dinner o~nd convcr. /( yo u 1~'111CY .:ttion.. t.plenty of wind turbines RC C: KI:TS.05 Vavra 79. 1krn t<:t. though.\. . A ll of us. Lc igh H ood wou ld have won the day if th f• start w ne pt•n. dfld rt irom Miss Wl'lls.50 on Jul y 2J that the iirst pi lo t launched io r l'rogr.1ri<'. with )on Mcyer !vclowl .1 ir o f apprC'h c. but tlw iinal points tel l tlw story: Leigh as ovc~ra ll w inner scor<-·d just I .< to . th ~.. Driving down the .r lty wPren'l set o~ t I 00pt5 .1 retractJbi E' wheel (The' other 'M ' b rvtargdnski whose d. h ~s a wral feel and th e skyl ine is dotted with clus te'rs of large wind-generators. tvt1lgorzl1IJ.l. On another occasio n. Th e week bcgi ns with low cloud an d J r<J iher damp fee l to the ~ir.OK on . WC:-' re not rAI rCJ tifi t:•d.-rl up in.'Zl' on time me. A li en 7:!. to judge by the Juni o rs lT<'W who wanderPd through th e canlepn on Su nday morn ing cL:H.00.1 n . convinced it was waving. Fort y-live pilots from 12 nations flew in a superbl yorganis«d comp. My most memorable dc1y wMs whc~n vvc Jun iors plrsherl on for glory onl y 10 bt' c.1nd Mark ParkPr in res irlenc · . held .anyone for tennis? European Aerobatics .1naged to turn Las h ~m on a black.1 lify as " Europe. the makers o f the Fox. set oil in the opposite direct ion to all. get away.0.the met man hides Tll[ wea th er was so unkind to the Rolex Westc'rn Regiona ls (Nympsfi elrl.1nd th en gett ing th em to retri eve him irom th e side o f~ h i ll~ We'll. In Programme 2.1s no t until 17.r B2.Jb!e.n li ?ia 79.l only in lt crea m-and -b rown duvet . sdy ing: "We won' t iorget you. should visit frn11)('omin8 UK contests !W'<.1l l winner on points was Jerzy (pronou nced Yuric) r'v\aku la of Pol<md . with Luke ( I ()2.)ml'd ju nior .llion (BAeA ). 1: Lc igh Wells. ovcrr. 2. I .\ Mi ss W ells tells me that "Camp Well s" is re.111d 40-0 down in th e iirst ga me..l jucige . 14.1. 900ft. lan Cook. Rod Wirter.H Malvern-Stratford W esH!idford): Well. Discus BT 38 1. w ith lo ts oi embedded c umulus. Alastair i'v\cGregor.now links are stronger Ti ll I comp un like any other: gliders frorn K-13s to the A. Cloud streets strct heel for m ile> into vVales and .1ng.' AugusiSeptember 2002. Z Goudie. We h~rl 23 entries with nine types of glider . w ho came second.lt >d . but intc r-uniw r>ity links dre without doubt stronger !h<Jn before.tructor or Dia mond. Edinburgh second .1nrl Mik ostin. s soon as w e laun hed the weather deteriorn t d. ) rei. )on VVand.1nd Mike launched and Kod " ' ' naged to clo th(' !<1sk .. imbus 4DT 48) Day 4 (assigned area task . lan Cook.1chievement book is fu ll oi peop le trying to cla im scores for just fly ing.111d Nollingham !pictured) cam top for the second year In a row.simple to install 2. experiencing the delighb o f liit without circl .Burlt•)' G<Jtc-Biet•ster R~i l f!ridgt>-:-<orth~mpton South-lliclford): Tocby turned out much better th~n pred ict<·d and we had a rea l racing da1• with thr<'<: Ventu 2CTs in th • top four . Rod Wilier. w ho completed the task ~ t . Many student.1\ndover~iord-f>itsford-Bidford): TI1P weilther looked OK but with only a low cloud basE:. This was supposed to be the day of Lhc year so I set a lar>t> AAT to give competitor' th chance to do SOOkm and 750km goa l fli ghts. Nottingham's even rnJdc• it hum<'.mtled out. Rod Wirter. 2nd.1ls showed us how it was uonp wi th long wave fli ghts. and <Jbilitics from pre-solo to the occas ion ~ I in. W ntus 2CT V l l. D i scus 13T 306) DC~ve Findun won the wc·Pk aiter c-l lot of ht1rd work <Jnrl determination but if Kod Witter. Day 2: In good therm~l w eatherTJ's were set. Thanks.mtham (170km) .. wh o WclS ll newcomer to our competition. b ur we did stage a bit o!' a ('OmebJck. W indy.12 km/ h .1nu ~ev(·n c onte~t dJy~ out oi nine. o&. ASI I 26E IJY. believe me. Jrd. i l st.25" • Digital audio LCD display w ith average • Digital differentiation for precise response • Variable response speed • Inbuilt speaker • Low power consumption • Voltmeter display • Repeat display for two seat installation available Special introductory price £315.wP rindnn. secured third p lacl' jus! aheJd oi Alastair M cGregor. Marth.1nother r •a lly good da w eaLh . 2nd. ASH 26E BYJ. The SOkm arm y tToby. D is us Ill . Th 1.l got hPr first solo for many monlhs and her l irst 13ronz • leg. Sunday was scruhhed.3.< g •t tlw longest c ross.1y y~terday I thought I would gi ve very ne a racing ask to gd stuck into. Bill Murray.1ll to play for. I hope. although Tim (~din burgh ) landed out 77km away on <1 Okm .l> rlerek l'iggott .ll lo "a girl arm-w restling in the bM beal him " but ii that happened I had definitely gone to bed by !hen.11 km tri~ngl<!. >pcculating on another 12-point day. who flew tlw l<1sk but unfortunately loggl'r p roblems meant no points. 2nd.w~·. Many people took winch launches in a bid to jumJ. So HPE's batteri t•s and chute.13irdlip-Chipping W ardenBid ordl : W •11 thi · was probab l\' th e• strang t day of the week. A most impressive flight by Ti m S nds of Edin 1urgh in the K-8 t'l4km to Kirton-in -LindscyJ won the cbv and completed his Silver. lnd.l frum the ridge into wavt>: 222 (Andy. )on Wand.1nd Ra hcl 11 managed her tlve hours. Mike Costin.1ps t h<.com. 3rd. the haze . Rod . leavi ng a blue day. at last' The col d front might have cleared so w p lanned cp it ilights: 500s ~nd lOOs. Rod VVitter h.agc ( I st. Loc. Others flew o n tlw ridge for tlw fi rst time. Vent LIS 2CT W5 4. (1st. Pe\e Freeman Inter-University task week .UOOft tnw that isn't enough to IJc<~l the ont• per r'ent rule).r-w ise h ut fter a rather lnng d. Edinburgh'> l. fi11c equal!) Day 3 i254 km polygon . Bill . wisely . A great week was h~d hy all: d ry weather and a v cy wcl ·om ing YG helped <'llormously.cus 377 p icks his PI s well.~nt. Dm•k Piggott. s"cond . Ovcrdll. JS hr couldn't hear a l~rge number oi people declaring th e day crap ond com ing home~ Day 7: Must people d ecided to t. 2nd. Imperia l College placed last. Tu rbo Kcgion«l s (June ·15-~J J w~s the bt•st yet.·ountry of I hP cl~\' <Jward and f\ndy got given 'Dave of the Day'. Last year he had Just in Wills but thi s year it w. which could be visited in any order.md 2nd . Ventus 2CT JQRl Day 5 (2. Hob . i I st. Congr<ltularions to Jon Wand for his 500km Diamond goal and.t. Vcntus 2CT 54. Twelve gliders passed Y but onl y five actually completed the t<Jsk. /\s Bill finbhed the weather brightened and we werp confronted wilh a glorious wave-iilled sky.fi ve hours). it looked ood but soon deterior. Ventus 2C W 54. Duo Discus 377. (1st. a prPv iou~ winn~r. 1\ncly L.s start to glide when th ey g 1 Jo univ rsity.~t we hoped would burst into neat ly-spaced c u van ished . th • bruising is imprcssiv ! Day 5 : Penny ( ottingh<~mi solo ·cl and got a Br nz:e IPg.13'> kit w ith them. Bob Bickers managed to escape !he 18-mctres lo visit and . IJoth K-13s went on task along vvi th the ~i ngle-seatPrs . Day 7 (30 I km polygon. iltle Kissington'\lorthampron W est-Birlforcll: Toda w. so m ost pilot~ are either just solo or stret hin' their w ings Ill go cro so untry.v turr.1yerl local .Burl<•y Gete-Moreton in Marsh-Lrverlen-l!icliord): f\ really good.a good week in June TI-llS yEw'. VAT from SOUTiHDOWN AERO SE•RVICES LTD 0044 (0) 1256 381359 • 0044 (0) 1256 3818 16 E-Mail: [email protected]. Vcntus 2C:T W54).au October . Alastil ir McGrC'gor. with six airc:Tclfl. Saturday was scrubbed.1li .1dded a new twi st 10 the classic "got glider but iorgot ba ll<"ri es dnd chutes" by driving off to get the SHK from Syerston w ith the K. Vent us 2CT 2. Day 6: Ah. Bi ll lnglis v VPntl" CT JS U Day 6 (141 km triangle. Probab ly the mo>t meritorious flight was that oi Davicl Tasman Instruments lnnes in his Nimbus 4DT. Day 2 ( 14Bkm polygon .1m .50. Nimbus 4DT 4H.~ftr•r thl~ start Although only a 12-point day it proves Bob Starrner in his Duo Di. f\lasl~ir •'-'kCregnr. W ell done. representat ives irom lour turned up. Day 1: A site chC>ck rfil)'· The .~kc advantage oi the hea and lack of ·louds to t.73km polygon: Ludlow-l. had earned points on the ii"t dar than ks lo Tony IV\oulang' efforts things might have been different. Day 4 : Nobody ma naged much. 10 rlavid Findon on his BG/\ 750km Di p loma. Singll. 2nd.1lmost entirely in w. Lu cha nge< th.looking day.00 inc. Bill Murr<•Y dlled five minutes so it wa oif lo rlw finish line.remow start Evesham-Ciee Hi ii-Gre. T he SilK (r\ndy Longton) mad' i t to G r.1nd D erek won the day. wh n that isn't possible Bronze soaring legs. Dave Findon.ly.November 2002 49 . W e dim to get the gl iders cross-cou ntry.com • www. The landout ca ll b •an dnd so started a long day oi driving. rd. five-hour attr•mpts or first <olos all score high ly. Jrd.1nnounc~ tlw B/\E sponsorship deal (><'<.. ) The two Rachcls m anag(•d the short<'>! fl ight of the cla)'. In the end.1nrl 14h between '!rd and 8th it was .tir and SHK. A "proper comp'' would m cJn th at only a very if'w could score points for their university te<1111.1 lso IMndcd over rhcf1ues irom the BG/\ to go to the top thrPe pl<>cecl clubs. Toby 'vas beaten hy a girl ann-wrestling in the bar ~ (The computPr wan t. David Findon. This was to prove signiiican! later in the contest. Day 1 (1'.11 compt!tit ors used tlwm to full ~rlv. Birm ingham th ird. Although a number of unive•Sity clubs fai lcd to material is . chievemen MC rated on m ril by a committee: ii someone has achieved a personal best. Nollingham) climbed to f). Ian Cook.!-sealers m<)Stl y got back. 2nd. Jrcl. rh n they are in the points. With onl y 20 points hptwt•c·n I st . p4). Vent us 2CT V l l. ~veryon~·.md Lee irom Birmingham flew h is Cirrus l SOk•n on w h the described J S a sightseeing tour oi York!ihire.mgton won the day with a double 0/R in the /\stir i!nd iini~h ··s in both d ir<•cti ons! Day 3. Thl' shenanigans at tlw subsequent evening's barbecue are not r ally su itilble for publ ication. Jrd. N <Jrly all started with the xception o f Kod \<\' itter . (1 st. Vcntus 2CT 250. Rod Witter. Nimbus 4 DT 411.from ceiling to iloor in about h. D.Bidford Turbo Regionals . Apparentl y the non-working ra dio helped.arc these the glid •r to h<~ve? (1st.O to !he beach. everyone! Guy Hall V1000 Vario • No flask .1 s . Tim and Rachel H) grabbed two K. TI1b year we pitch<lCI our t~nts in the most welcoming o f all fi lds: the Yorkshire GC at Sutton Bank.tasmaninstruments.1d il wedding to ~ I lend so he ll!amed up with Tony Moul.13s nnd a K-8 and prepared to go south.lttr>mpt (from Sutton 13dnk wi th a 2. In the evening we were rather shown up by the Y C d ining·in night. Ju~t d5 we sat dow n lo have a c up oi coffee. Discus BT 306.a speed slower than the >t~lli ng spe d o f hi s gl ider.. 1\ndy Langton and Euan Burnet from Nottingh. . co.-1 www.com. 2003. Courses from March to October. yn . Competition Training. private rooms. and administration. Tiu:se tremendous winter tleals closl' on January 3 I.com e Buy the late~t TaskN V lull upgrade by uownload from www. TaskNAV TN2000 www. Book now to secure a place. Discus. wood and metal repairs and modifications * Motor glider engine approval ROGER TAKGBTI Sailplane Services Bristol & Gloucestershire Gliding Club Nympsfield.Novice. uk MIDLAND An entirely new course structure for 2002 means more skills based training and reduced prices. two K23s. On-site centrally heated accommodation. 20 Duflleld Lane. K email: rohertsondj(a'compuserve. Stonehouse. K8. K 13. Gloucestershire GL10 3TX Tel: Workshop (0 1453) 86086 1 • Home (0 1453) 860447 Mobile 0850 769060 . Church Stretton.tasknav.up to 25% off standard prices • Buy Task AV compl\!te ·yslem by uownload from WW\\.. Including accurate in flight C of G positioning Re-finishing in all types of gel coat and paint Hard wax polishing Competition sealing BGA and PFA approved Canopy perspex replacement Aircraft recovery www.tasknav.. efficiency and service in: * All glass. Please contact : The web downlonds mdude U K full colour topographic map:. catering. Spring and autumn courses on a pay as you fly basis that start at only £35 per day• Courses structured to your needs . Nr. bar.com • Task AV full product 011 CD (includes p&p) • Task AV latest upgrade full product on CD (includes p&p) i59 £39 £69 £44 or charge from the . Cloud Flying.com \Vinter sea on value . eo. Professional instruction. Discounts on second courses in the year. Bronze to Silver. Bucks SL2 4AB. carbon. World "vide mapping can be downloadeu free David J Robert!ion. toke Poges. Falke. Skylaunch and Knox2000 winches. kevlar. Cross Country. Sml long west facing ridge and bungee launching. winching.Lasknav.taskna\ . Fleet includes three 1<21 s. details and prices.. The price of full and upgrade packages includes two liccnces/activations. Pawnee.tel: (+44) 01753-643534 50 Sailplane & Gliding . Call jonet in the office or visit our web site for dotes.com Base price plus pay for nying at half nonnal club rates with an average £20 per day cap.lo GLIDING CLUB ON THE LONG MYNO • Full board fee extra. sailp laneservices.uk * * * * * * * * C of A renewals and general maintenance Weighings.email [email protected] outstanding workmanship. Long Mynd. Shropshire SY6 6TA 01588 650206 ffPI/J!IJr:-. free maps"' page at WW\\.com . McCready th eory and ihermall ing. breadth of experience gJined hJs been an excellent basis on which to bu ild the experlise required lo succeed JS a soari ng pi lot. Every Rieti award-wi nner (whose experience has ranged from 200 to 3. Previous winners felt ihey had learned more in a week thiln they hild in ihe yea r beforehand. a lwo-seater competition flying course.November 2002 The two-sea ler competition ilying course oifers a unique experience. and that of oth ers who have benefited from the trust. The first is open lo people with no (or limited) cross-country experience. or fl y at the "wrong" club.me White Planes picture eo. but I was always raring for more flying the next day. and the high climbs. My own experience. When I spoke to my fellow recipients. ihc site is a gateway to the mountains that form the backbone. I'd strongly encourage indiv iduals to apply for the respec tive parts of the \ . During my course I enjoyed seven days flying out of eight. adapting thoughts and strategies to different conditions. The instruction helped lo target pilots' weaknesses. A ll recipients owe a debt of gratitude both to th e organisers of the !rust and to th e many others who have been involved in Trusl events. October . the course is il superb learni ng ground. lt aims lo help pilots gain the knowledge and expertise to start and progress their cross-country flying. Thi s arti cle describes some of what they have learned. ~ scheme. In general. and good task planning were other learning points. and very well org<~nised with briefings and debriefings morning and evening. means th at the P2 gains an exc lusive insight into the lechniques used and skills required to fly fast in competitions. the mountain so<~r ing course. or are seriously starting to think about racing sailplanes. awJreness of riv<~ls' strategies. which were always in English. The competitive edge to th training. The flying was intense. with a progr ssive approach to mountain flying. As the British weather is so variabl e in any given week (and sometimes on any given day) the ab ility of the Pls to change gear. to apply. OOkms and racing finis hes. In fact. In 2000. Set in a valley beneath MountTerm inil lo. David Wardrop (seen above) says what Ted Lysakowskl Trust winners learned from their awards -and how you could benefit -""' T HE DISTINCTIVE blue posters of the Ted Lysakowski Trust. especially appropriJte in a place where lift <Jnd sink ca n be equally extreme. Rieti. The height bands used often surprised P2s.000h rs) foun d il the perfect antidote to the British summer. ihe opportunity to fly with some of th e UK's leading pilots (including in the past world champions) in a rated competition. Th dramatic lanclscap · concentrates the mind on wind and ground features. in the heart of Umbria. both in terms of practica l fl ying skills and of th eory. and soaring pl<~yground. however. completing over 2. often up to S. diversity is a key element of the !rust's successes to date. a common theme emerged: pilots feel that they are under-qualified. focusing on using good energy lines. For pilots who have a small to moderate amount of competition fl ying. also offered useful insights. illustrate th0 uneven ness of thermal stru ctures: constant re-centring is needed to explo it the multiple bubbles which combi ne to creJie the whole thermal. and observed when and how to press on. Trust awards are divided into three areas: a cross-country flying course. reinforced by post-flight analysis. a stepp ing-stone to further progress in their gliding careers. due in part to the flying and also th e excellent entertainment laid on by our hosts. I was one of 1he fortunate people to win the third category of the award. Italy. over-qualified. is J truly magicill place to fly. The quality of the course also gave ideas on how to improve th e running of courses in the UK. The course was well structured. but gave them th e confidence to glide and cruise at heights they would not have been comfortable before.000kms of flying in some oi the most memorable conditions and over th e most b autiful terr<Jin.OOOft. are familiar to many readers. has always been posilive. becJUse the Pl on any given day is always keen to win. The power of positive thinking. with the conditions and in frastructure to ach ieve real improvements in flying skills and confidence.c 51 . What is probably less well known is quite what the trust hJs to offer and w ho can benefit from it. of Italy. Non-flying days included briefings on weather. which has so far been at Lasham. and a mounl<~in soaring course in Rieti. The trust has offered them an insighl into different areas of gliding and J memorable !raining scheme. and I was inv<Jriably ex hausted at the end of every day. Why not give it a go? n. the week broadened horizons: participants completed th eir fi rst cloud climbs. The 12 previous winners range in experience from pre-Silver to nationals pilots Jnd regional examiners. balancing risk and return to keep average climb rate as high as possible. prominently displayed on clubhouse noticeboards. offering them the opportunity to take part on a BGA soaring course with experienced national instructors. Th ese award-winn r gained the confidence to push on and not take every climb. Sp ial thanks to Brian Pea rson.:~ l v illage. A liswr Mackenzie.u to the p roposers at dn open meetin g in our c. hi ll and th ermal. we .1irman Stcvt• l'. Fred Ba ll .·aw almost idea l w eather. )ed . lain arden.t lso m de th<' .o vca rs! Rog(•r Targelt d id a .1n influx of tr ial lessons and a few n )w members.in S&G . Br ia n Goodspeed Aquila (Hinton in the Hedges) CONGI<ATU LATIONS to John Giddins for his 750. Aq uil a welcomes you all year rou nd. j us t over 60km away. apa n from a few mom ents. Stu art llalclwin. Frill i f reel) Richter mode guocl use of our fixed -prit. Silver distance is still a bit tri cky. D ave Bell did hi l OO on a different dily. from Sta fiurd h ire GC who mad possible mid-we k fl ying to keep th e club going. ilnd to )adgP Singh and Len Tho mas on re-so lo ing.1gue with Ri chard Ark le (0 id •) w in ning the last clay <mcl Fulm<tr w inning ovcr. to his credit.l.SBI fl ew hi first OOkm . and Mike Edwards (5 00km ). thou gh' Congratula tio ns to D eryck Ball ington on h is aii-Manx Bronzt· and to RtchMd Rose.1fter J long absence.su pPrb job on a "new " club K. Bob Cassidy Bowland Forest (Chipping) au O U R earl y start / late fini>h initio train ing <. we have ha<. John Brim dcombe. Rob N i hol s dicl fiv hours and il rl Z. John Stirk Cairngorm (Feshiebridge) W~ have a n · w G rab . Bi Smith is wel comed back .or. Congratu lations to A lex Eden.1lw~ys offer visiting pi lo ts a \'\'drm w elcome. primaril . Mike Philpott (138C l. w ho brou ght along their mod ified K-2 1. we were' wry pleased to lw re-united with s w r.ml we nt so lo in lun e. orbye. Robbi e Robert son Booker (Wycombe Air Park) DESPITE the oenerally d readful w ea th er WP have achi ved a record number o f fir>t so lo>: Ceorge \>Vhales. M ark 13enson and Daniel Littler on solos.1y with fl annerdown second. N ick Bowe" rJ n a successful schoo l course.J. ~QOit. cu . W e look forward to autumn wave and Ciln .n too successfu l: our ongoing instru ctor shortage means we could soon have to sta rt a waiting list. The e are th ~> n used in various experiments tu further basic scienc . Roger N ea l Borders (Milfield) THE 5umm er h cl~ see n som e good ~oar i n g w ith a mixt ure of wave.to -solo scheme by rc-soloing aiter . OJ A Tw in 2 A ro. Rod Ch ristie. Hugh Gascoyne Bannerdown (RAF Keevil) MA N Y hours and kilometres were fluwn in !une and lul y. We hosted the year's third int<.m ged frnm 2 I Okm to 11 1J km.ri Ps wort h in East Ang li.l to il n<>w dub height r ··wrd oi 5. p -Talla rd Steve turneu Mont fl l. Ho~vveve r.co. ukl or \NWW. enjoyed th eir best soarin g week ye t.aquilagiiding. P"du l Nutta ll . Sunday's ta. Chri s Mi ll son flew sokm two tl ays after hi' h ight ncl duratio n to compll'te Si lver iand is lea rn ing to rig D ad's DG-202 ). owned up 52 Burn GC 's Sieve Nay/or relaxes in the doorway of the workman's hut he's convened to a /aunchpoint vehicle Bristol & Gloucestershire (Nympsfield) LE ICH We ll s won th e Ro lex W es tern ~ eg i o n. with climbs to 12. The w eather d id not ho lcl forth fo llowi ng week's Gulden jubi lee fl y ing (we received a gran t to fl y WO c hildren). D. 300s were se t for all tlm •(• cl .v \attcrhorn on anoth er day. however. Ju ly 13. The cl ub\ D G-505 was o ut th ere too. Tl1 i< £1 bill ion projec t <1C elc r. who has be<Corne BG A commun ica ti o ns offi cer. Our commitment to accurate reponing. O n a tri p to G •. has remained Jl Saltby. Th Aboyne exp ed ition is fi ll ing up. Pa ul Rodwell Burn (Burn) THREE local univcrsiti ~s am bidding to bu ild the Europe~n Sp<tll<ttion ljrojeCI on o ur site. jer •my Lurk. ra ks w ere flown both days oi our in ter-club .::1l r idg~ ( ttt nta li ~ in g l y just out of reach) for Si lver du ra ti o ns.. a new tu ggie. w ho now ili jE·ts for (. 'Ne sa id goodb)'e to Keith Auchtcrl on i('. For results irom the Soltby O pen (a roba ti cs) sec www.t ll. Sue Cutl er .1 111 · \ ' est. )ulian Cookc (D i c u5) <1 h ievcd Gold/ Diamond in the Novice Class.1.:lubhou se.1nd refreshments. but was beaten to the trophy by Derek l<obson . So Silver heights can be achieved here. tt) rec laim th e inter-c lub Hotsp ur Sh ield. ( n Sa tu rday. w ith Jam cs M etcalie aga in instruc tin g.rian O'Sull iva n.:l. Jo hn Allcn .1ls with an 11-po int margin over Luke Rcbbec k (sec p4!l). y hc1ve bec. with G PS anrl logger.severa l wave days. Two of o ur p ilots fl ew in wilve to Northumbria GC. ukl. w ith th e o th er three sharing C'co nd place. N ick Garland. G eo rg~ H all co mpl eted Silver with thi s. Rash er (th e Kirtun in Lindsey ' Pig') w as coli ct ed and. Ron Peach and !an Francis ocquired Silwr duriltions dncl l'cter Croy soloed .w id Rl ake: !.Hd brought th e u>cta l good we<~ther for our second so<tri ng wt~ek and th e BGA course: we i lc\v every dny \·Vith soaring o n most d<tys and many c ross-country fli ghts . Sailplane & Gliding . onh H ill won thP d. W e p lnyed host to th e " W al king n n Air" charity for th e di sabled. giv ing us <JOhrs o f flyi ng. Mark Lucas.u news Andreas (Isle of Man) RECENT ra dio intervi ew s and a di sp lay at th e Manx Fcsti vol of Aviation led to . Doug M ills (Si l ver distance).111 wi th Jed BarrE>tl and Rob Simpson. Photographer Brian Goodspeed asks why. Thanks to all the in tru etors w ho g<tve thei r time. Wilts & North Dorset (The Park) AT a barbecue to celeb rate our first 10 yea rs' flyin g at The !'ark. Berna rd Sm yth Buckminster (Saltby) THE Aerobati c National . we m.org.tnrltrainin g cont inues un ilbJ t•·d : sec www.~ t es hydrogen atnms into " bJth of mercury.uk for up-Io-d ate informati o n.A . Ru s Weaver. oncl to l3orry W oodman {first so lo/Bron ze Leg). buckminstcrgc. w hich in turn spill s out str. Peter . his legs wo uld feature . D erek fi ndlay Bath.uurday -a bit o f a struggle to Evcsham but good beyond . ror cro s-coU11try an d w ave trainin g.. W e have <Jcquirc-d a lunior to rep lace one oi our K-8s. Joy Lynch Black Mountains (Talgarth) WE have moved into th e nl'W clubhouse and inviwd reason<Jb lc offers for th e o ld one but surprisingly no n!' were rnacl0 1 Stcve Moss has taken over from Ton y Crowden as tugm <Js ter.1 tered for 11 0. All good stu ff.1 1 original Bath d ub m embers. There I also cnnsiderable enthusiasm to repeat th e very ucc ssiu l )aca ex pediti on.1 ses on S. W e are busy prepMing for 0 toberfes t: for deta ils see W\VW)Jiidingorg Chris f iorentini re Cambridge (Gransden lodge) VIC Shdford h<ts both Bru nLe I ·g>.1 brea k of r. TI1anks and best w ishes to instru ctor Rich ard )ackson. Danny Lamb ilnu Al an G reen (also com p<t ny sec retary! have join ed th e com m itt ee.13 .00oft (som e hJve even booked on to our wave weeks). . at least.trkt'r flt~w 537km 0/R tu ll.1re now inves ti ga ting getting at the loc. Da rrcn Lo d ge anti Rod Salmon fl ew first 300kms. A ll thi s wa s m ade very cle.S-BSE-WP L. but' e an think nf hdlf a rl o Lto:n loca l si tes where this pro ject cou ld proceed wi thout having to move d gli ding cl ub or upset J l oc.J . and Christ ia n Brunschcn <B BC C roup). Dinesh Mah<~th va n. who arri ved first. Simon Adi. ri s G ill grass. and the la rgest fi eld of competitors yet (h !peel by the introclurtic>n of th b gi nnf' rs' event). Ma ny dis<r bl cd peopl e were int roduced to th e joys oi soanng dnd dt least one experi need th e joys o( landing n ut in G len hi e! VVc also hosted th e Inter-club Le. •ick 13 uckl ey. Sha lbourne won. Amy llJrsby. !:lob C raigi~>. that young lady had such a big smile on her face. ro k i snloed at I 6. David Morri son: (.1ncl helpers c. Stephen M urphy (cadet).-club.eS>ions and weeks have pa id div idends. if Bob was checking for something raffling in the back. aerui. Oave \NisemJn took hi s L. Ge(Jif Bo urne. l<i chord Smith and ch..llic:s. Co ngra tu lation s to )anice l tum e (so lo). Dani el Tay!or {cddet). who normally fl y microlights. Bob Bain did d first SOOkm.H INI in Ju ly. grea t rid ge and wave with virtually no airspace restri ction s p lus p lenty of loca l hostelrie> for accommodation .7km fl ight (IIIN -W F. forces us to acknowledge /ha/loose change was lound lying on and under the cockpit floor. ks r. The culprit. Our annua l visitors iro m Popham. Eileen Littler Left: Andreas GC's CFI Bob Fennel/ didn't realise that he 'd feature .1y neutrons. Unusually for us.e. Dave flu fl ock's useful <1nd co nstru ctive visit in July c leared 11ob Fennel I to use th e Ogar for basic glidin g instruction. 1l l class working towa rd Bronze.e/ ilver h . stin is moving to Frnnce.c legs. which not on ly ra ttled tCJcups and eyeballs of members in the cl ubhou-e b ut moved our T-hang. We came jo int th ird with tJortmoc1k.ic Instructor rating. Three pilot and crews went to RAF osiord inr the Inter-Services. p6(>). revealing some very inter sting expres io n ·.co. resu lting in th!. Guy Davidson rame ~rei in tlw lub Cldss. then returned irom [ nglandshire to tak • the Asti r to 12. <mcl have air cly provided ·o me amazing foof<lge A nybody w ho wi shes W re>corrl him elf or h~rse l f fl ying in this way is mt"t w elcome to ray us a vi it. Sue Heard Dukeries (Gamston) \·VE have en joyed our English summer (two hot days Jnd ~ thu nderstorm ). who went so lo then got a Bron7e leg on his fi r. Some very good flights were achieved cl spite mixed weather. a fl ying week (successfu l w hen dry) dlld a Janice Hurne was recently sent solo by Nick Bowers. . . we managed to pull up just behind the joint leaders. . Wilts and North Dorset GC Herefordshire (Shobdon) TH1\ NKS to M ike Dudds wt• h. The Inter-club League at F:!Shie was a wet aff. "nd to Peter Good fellow. Andrew Warhrick enjoyed some grmt wave to 19-20.lil<.1 great success .r good time was had by al l.'rwilrcb with a Bronze leg on hi!l. Minchinhampton. We think thes • ar r c. lly DRA anrl RAE) cluh. and Al<1n l:lamiord and Duncan Ashley.111 in it. while a second in the rea r cockpit records the instrument re. Polly Whitehead Cranwell (RAF Cranwell) THE summPr mont hs brought excellent . especially instructors Dave W illiams. Thanks to Fr<~nci vV0bster for bringing it up and to Guy Davidson l ~u lm. w ith J K-13 insidP some 20 feet! The gl id r e ·cap<'d w ith a hv graze~. we once . with the Rubin from altby.U00ft in wave on a d. and now a •nod few of us have had tlw ch. ft' w p l ttce~ dvailahle !or ()(lr wav(~ Scd S(Jn (see our ad. w inner oi th Midland Region~ Is. Th. nght.. Mike Terry Essex (North Weald/Ridgewell) ALL is reve< led about the incanw tions J menti oned last time: congratulations to Graham Winch on his R/T liccn c. PJul dlso flew the Northerns.! inl!.1y th<~l took ><Jme glider> to 12.November 2002 CFt Ri k )ones clirl his 100km from Bicestt•r. Mike Hayes Highland (Easterton) A REC NT highl ight w. Stu. A party visited Cairngorm iur the second leg of th!.s the two-week visit o( the 1\ ngus T-21..lding.wekend weather wh •n rn3ny p~ rh oi the U K had to rrr•ntia l rain. o odwrs and ur special flying Sunrk1ys at N< rth W e.1pin have a srn. o nce hP located the wi ng pins ior his ASW 1 ~ .. somewhere over yerston. w hich document every move and record any deviation from the standard BGA instructor's milnual . Si lver height IKi m Smith) and fi rst o lo IDavid M orris).: 1 -M etre Nationals had iive competition days b tween rain and thundersto rms. whi le d1a irman John B.r nrl we have booked a week at Portmoak in October.1hle ree<'nt achievements include Silver l~adge (Ken Rogcrs). who h. Roy Scolhcrn Imperial College (Lasham) Fulmar (Easterton) Amy Barsby (left) and Jadge Singh (right) with instructor A/an Roberls alter soloing at Bow/and Forest GC October .lac:cmcnt tug io llo.1nce to ily on<'. Nick Smith has 500km. Mike Youn f\ and Sarah Steinberg rlcw 750krn in StJndMd Class glidc•rs.John Hinglcy flew l OOkm and Ari<~ ne Decloux did 500km to complete Diamonrl. Peter Perry Dartmoor Gliding Society (Brentor) .. regular c~l> in itios and anotlwr of early solo pilots. Paul Skiera Crown Service (Lasham) INCE our arri val from O diham our trusty Lima 99 has been turn ing he d< dS a different-IOil k ing K. but . third at the Northerns.ll ulations to Tom Cr. Our flying week .1ck on li ne.oon .1ge for Charl ie Brown's Spitfi re (akd ranwell rc.1 r) who iiPw us . Stroud GL6 9BX to arrive by October 15 for the DecemberJanuary issue (December 10 for the following one ) 53 > . StuN y lor and I left Cosford and arrived t r: shic so me -oo mi les ilway to ily in the tnter<lub Le~gue o n the same day.11 Ridgewell m.Js it sits in our new clubhou se' Work on the IJt tPr continues.1nks to CGC: for their hospitality. by instructors. Th~nks to al l the volunteers for helping it run smoothly.:orrl !light J s Sarah is the first woman to fly that distanc · in the UK and o'vl ike's ilight (Bruton. Phi I D uifin i> now a lull-rated instructor and Andy Sandcr>on has i inally circumnavigated the t_ondon TMA (see p31 i. Thanks to Richard ArkiE''s w inn ing the ii nal day. ing a local show .1ld continue to s 11 w el l. t least w · GJ n stil l look at the troph • .~ Essex & Suffolk (Wormingford) en rhu si~sti D ESPITE variclhlf' weather.md out .. New arrivals this summer include two ab initiO-'. Guy and I managed to uape enough points to win. Hemra j Nithiananda raj. Phil Brell Deeside (Aboyne) IN spite oi the generall y poor weather )a k Stcphen achieved a 750km. We completed lh journey in an AA lorry w ith Stu's very sick car on the back dllcl a Cobra trai ler b hi nrl .1ll their hard work on the we k. Tibenham. we are manc1ging some decent flying. W ell done to james jolley and K 'vin Smi th (so lo) and to John Whitwell (S ilver distanc ). Thanks to Sue M artin for an excellent barbc lte and to other members for .m~ny !hanks to all involved. . We pro rrled overnight ha ng~ r. went solo very c. V\le've read the reports in S&G. th e first in Scotland.rrked 25 yeJrs of glidin at the site. j ust rememhN to hring a blank C<<Sseuc. and some g..1fter 20 years with the Crow n Service iform.OOOth hour. Congr.Jny~ was . l"ot. Paul Whitehead again proved that he ran fly 490km. first solo flight fol lowed by his second leg..ight.000ft o n July 27.rrnesmanshir from our s<·oring expert and first-day ili<•rs. our th. nd Richard Kalin.ry after I put in an 8hr 24mi n local soaring ilight.dircon. completing Gold. 7 Ollney Road. The front cockpit's panelmount cl unit shows a mugshot oi the occupJnl.. Martin Vincent has his 13a. fini shing th ird.we no I •w ·r thdn fou r vid o ca meras instc1llcd on our Bl. Whitchurch. As well a a group oi scritJus. Gavin Deane Clevelands (Dishforth) TH expedition to Lusse di d not bring the expected weather. Germ. There are .-111 Assist(ml Instructor. W hor e Jnr>ther spot on BBC local TV w ill keep us in the public eye. Well done to Grinner m ith for winning Club lass ~t the Inter-Servi ces and to Andy I'E•at ftJr completing both l>ronz. RAFGSA "lea m Condor'' provided two K-21 ~erobati c displays at the v JdtJingttJfl Air<how.!r-club. Mike Terry is now . AI Docherty' r~.t K-1 tl ilight.rrpe. and Petc Kingwill his Diamond goJI. 000ft. In recent storms. Our )anus madC' its August pilgrimage to the two-seat<•r cornp at l'ocklington . great food and ior shMing thei r iamous ridge w ith us. th. (Thanks to Terry M itchel l of Giccster ior bringing them out in his luggag ··: bet that g<~ve Secu rity something to look at on the x-rdy). Chris Starkey ilew con istently well to w in.uk or Helen Evans.rrl ings.v turf' than 1SOhrs were ilown: .mik.. The third and fourth ar behind the rear eo ·kpit looking forw. lt PVPn did on<> flight to 7 .rm provideri nifty •round handling. and some irresistible spoofs 1 ee p 51. at the Bath. w ho improved the laun ·h rate considerably by learn ing to drive the winch. Tirn Sh.rnks to all who work0d to <1chieve thi s. Not bdd for the dub' first yeJr in the cornp' Mark Brown O U R >UillmPr experli tion to LSV-SchwMzwald.! club gaini ng welcom new member . Congratulati ons to Tony Butler on Bron z. Ridgewcl l wa hit by a mini-w rnado.1w ford on going solo.t thf' wing lie-down point looking inward. mong the~ Jrlct tlor:kl Instructor John l:llackmorc fl ew it local I for Ghrs 25min the d.\11 our aircraft M b. with Gransden as a remote startliinish) is the first UK Stdndard Class 750 rn triangle.ry. Despite the wea ther we had a great time.rl t and Pt'ler Rc. W aP now receiving suitable psychiatric re<rtm •ntl W e w ill be sorry o see the old girl go as t 99 is up for sale . August I 2 brought our first club acrotmv day. Steve )ones GREAT ffnrt to pubh rse the club gained some recruits and brou.13 . This year we w ill (J(· in tlw wave abo site instead of listeni ng to Camph ill talk ing about it on the rJd io. We have also enjoyed practical demonstration~ of land ing out. On June 19. 1\ ba rbecue (very successful). Gary Pullen further newsI ' ller (much appreciated) hav ·• all helped to keep moml•ntum going and w il l be repented. Congratulations to C raham Drur •.rrd. ~tcv Benn ach i ved his 1.1ir with o nly one compe it io n d..rr. ht back one or two lapsed members. Expeditio ns o nlur in Spa in and to Suttun Bank are planned.Khi vement includ •d _rosS· _o untry Endorsement soari ng ilights for lamie I) nton Please send entries to [email protected] been wa iting for his 1hth birthday. Mi k LJ:>e added ~ 400km to ranwell records.UOOit in wave. Club focus At a glance Full membership: £196 pa + £50 entrance fee Launch type and cost: Winch, £5.50; aerotow to 2,000ft, £18 Club fleets: 2 Discus; Pegase; 3 PZL Juniors; Bocian; K-8 4 Puchacz; Duo Discus; SF25 Rotax Falke; 3 Supermunk tugs (also 5 private tugs) Private gliders: 90 Instructors: 69 Type of lift: thermal, very occasional wave Operates: 7 days a week, all year round Contact: Office, 01858 880521, clubhouse, 01858 880429 office @thesoaringcentre.co. uk www.thesoaringcentre.co. ukl Radio Frequency: Air/Ground, 129.975 MHz 52 26.442 N THE Soaring Centre 'i s the second biggest gliding club in the UK, with 337 members, six two-seat training gliders and 90 privatelyowned gliders. Based on part of the wartime RAF airfield site near the village of Husbands Bosworth in Leicestershire, we operate 365 days of the year, weather permitting. The airfield is grass, which is cut regularly and levelled every year. We operate on 27 or 09 depending on the wind, launching via our four-drum winch or three Supermunk tugs. Five privately-owned tugs are also available for busy days. Winch launches regularly reach 1,500ft or more, and we have no real airspace worries, with FL75 over the airfield, and FL 105 just east of us. We run intensive glicting courses every weekday between April and September, with full-time instructors, tug pilots and winch drivers to ensure that every possi ble inch of gliding is squeezed out of the temperamental British weather. We also run evening courses on Tuesday s and Thursdays and a popular winching-only evening on Wednesdays. At weekends there is a very active crosscountry scene, with a task and met briefing every morni11g, and plenty of club members just itching to race each other. Warwick and Loughborough university students also fly with us. Every summer we hold the hugely-popular Midlands Regionals competition -you might just get an entry for next year if you apply now! We also hold an annual Task week, and host one leg of the regional Inter-club League. Every other year we also run a nationals -this year, the Juniors. We have annual trips to Aboyne and Sutton Bank, and many members overwinter in the South.ern hemisphere, in locations such as Australia and South Africa, often bringing new gliding records back with them. In 2002 we com pleted a further extension to our clubhouse (the red brick building on the photograph above), which now offers excellent facilities including a large briefing room, TV room, task planning area with permanent on line access to up-to-the-minute weather information, bar, ce llar (very important for perfectly-chilled beer, I'm told!), kitchen and dining area, members' kitchen, office, seven bunk rooms , and showers. Ideal We also have three large ha11gars for club gliders and tugs, a purpose-built hangar for the Duo Discus, winch hangar, and glider workshop. lihis year we celebrate our half-century, with a party on October 19, 50 years to the day since founder members Mike Hunt and George Thomson first met at the YMCA in Coventry. The club was initially at Baginton (Coventry) Airfield, but when this developed into a commercial aerodrome, restricting gliding, the club purchased part of the old wartime airfield at "Hus Bos" and moved here in 1964. The Coventry GC has since grown steadily and in the early 1990s metamorphosed into The Soaring Centre. Of course I'm biased, but I really believe that we are possibly the best gliding club in the UK at the moment. We have great club gliders, experienced instructors, a fabulous clubhouse, a big airfield, friendly members, a great atmosphere, and we fly all year round - so if you haven't visited us yet, we hope you w ill soon. Siobhan Hindley \ . Photos: Sid Gilmore ~ Gliding Club PC-Manager Mem bership - Club/Member5/lnstructon Flight Log Atcountins - Duty Rota - Flight Bookings - Courses Correspondence - eMall - Point of Sale - Flight Currencies Flight Ca.ts - Remote Enquiries - Comprehenswe Statlstks Ideal PC-FiightLog ltt't Hus Bos instructor Richard Cartwright and "Gliding Experience " student Tom Ebinger by the hangars 54 ___ .__ tjlid p,((,(' The most comprehensive, user friendly and affordable PC based night IQH . Specially de•tsned for glider pilots . A 'must' for lnstructor5! £ 17.00 +VAT Entirely modular. Easily upgradablel Prices start atE 585.00 + VAT 001 02.818 W Dowmload your rr.e lrla/ copy at www.IDEAI.mlcrosysrems.com Ideal M1crosys ems Limited Contact us on (0161) 4861177 / 482 8348 or visit www.IDEALmicrosystems.com Sailplane & Gliding I Club news :~>- and Katie Sykcs; A lan Jch ievcd hi s Silver height. A ll involvc·d thoro ugh I. en joyed the experie nce and are ,1lrcady look ing forward to next ye.u 's. Chri s Srmrt, Duncan Jnd H ern r.lj ha.ve I •it co llege to pursue som eth ing ca lled "employm ent" ... we hope it won 't interfere w ith their glid ing too much! M,rn y thanks to tlwm for all thei r co ntri but io ns du rin g th e past four years. Al an Bamford Kent (Challock) FIV E nll'mlw r ent€red till' M ir.fl,llld Rcg io n.1ls , in cl uding C r,1h<1m Drury, w ho w o n. Chris Luton has flown JUO krn , th is lime qu.rl ily ing for .1 " slatt•" by not go ing ruun d too m.1nv turn in > pl>i nls. Teddy R<tw, dn L'X-\<V'v\12 p ilo t, has Sil ver, and hris D unne. Tim Bartsc h and Klito Kiracou hav<' i l0\\'f1 first , n lo . Anoth er l:l rorlLC thcorr LOul"ie is p lanned fo r autumn . W e agerl y aw ait deliv ry of the i irst oi o ur K- 21s and w ill be loo kin g o r a lov ing home for the K-7. Caroline Whitb read Kestrel (RAF Odiham) CO NG RATU LATI ONS to our DCFI, M arc M o rl ey (J OOkm and SOOkm ), and to N eil i\rrm tro ng (Silver). T11clll kS !CJ Ted o rm an c l li icesll'r w ho enJbled ;1 cl ub exp ·di tion w hil e we w ere groundL·d by tlw rJ rnborough A irshow. Tw o succe-ssiu1 mini co u rst'S W('re hPid· two mo re .1 rc p lclll il OO. M re r\-lorl ey .mcl M .Hk Pickersgill r pr Simon Boyden nted L" at the l n i L ' r-Serv i cc~ . Lakes (Walney Island) RO fl ll l[ \orri . has u loed; had exams not <>Ot in th e: Wd)' he would hov soloPd u n his 16th b inhdJy. b ut dS they ,, y, 11 good th ings c-om tu th o. • w ho wa it. The cl ub visit tu H us Bos erMb led DJV<' H eron to gain his cross-co un try diplo ma but "'""cut short by wo rsening w ather. ur ol d apstan, now in Peter Redshaw 's hdncl , hos b n fu lly renovJ tc<d and i> ready to cle f nd il5 ti tl e at th e two-sea ter comr , unfortun al<•ly th e Cosi m just wo n' t rcspu nd . A I<J n M ea dows has ta ken over as tu gmaster; ou r thJnks to Jo hn for hi.s I o n ~ scrv i c~ . Peter Seddon Combining the vogue for trying different tugs with the enduring appeal of vintage aircraft, Cranwell GC appears to have found a spectacular new launch option. But has Charlie Brown 's Spitfire got enough horses to tow that K-3? were made. Congratulatio ns to Sieve j on and Dav id Alli son fo r their resul ts in the Eu ropean Champ io n h ips in H un g,uy . We w elco me Veroniq ue to th e o i ice team. Tony Sega l Lincolnshire (Strubby) WELL, it's ii nal ly happened: 01 300 km o ut of Strubby. Congr;>tul.!li ons to D<1vc• Ruttl e ,md Ph il Pickerin g on thi s grei.ll fe at of dc rri ng-do (S trubby, Ncwa rk Kna rcsborn ugh, in the Jan us). D avc mu>l have had " rush of b lond to the h e;~d thill w eekend beca use next day he ,m1b l •d .tround 24 0km, ' topp ing on th w,1y back to larm th e rose bowl irom Kirt on, in the companr of D erck Wood forth. Dave Rutt l<> and Steve _ro z.ier con tinue to dabb le in the competi ti on cene w ith D ave venturing over to Spa in for the verseas Na tionals . Bo th hav hJd g d sho w ings in regio na ls wel l done. l ;~ d , . A l ~ n Ch ilds fl ew a Sil ver di >ta nce. W e had a rigged aircroft <JI a local sd1ool fete recently. whi ch gen erated a lo t oi inl(!r ' st. ·ild l W!C haw Ios! O,w D rahy, o ne of I he qui et ;,sset; ttl lh<.: luh . D ick Sker ry London (Dunstable) W were al l saddened by the dea th o f D ick Cooper, our Lasham Gliding Society (Lasham) CO\ IN ' hart g•.we an .lemb<~ ti c disp lay in hi Pi la tus at the Farnb orough A ir Show. D J id Young (Surrey Uni\ r it G , nd Phoebe D ento n (Imperial o llegc G l w ere s I et ~et hy th • nrg<t nis"rs, th So iety o f Briti sh Aerospace .ompanie.s, to work fo r them for a fe" "~ ·ks bt( or • Jnd du ring th t show. Agr ~m e n t was reached over >hJ rcd di rsp. e. endbling La. ham to fun ction normil ll y. Thf! regional> enJoy :!Cl ; urn e flOod weJIIwr. M ar t'vlorlcv g;-r inf'{) hi s Go ld cl i>l<t nce and Diam nd goal, fo llnwed by h is D i;~ m o n ct di stance. In June i\ nd July, vid M JS o n i lew 744k m in .1n LS6, o, P:mi c~ Naegnl i 756 km in" Venlu > 2, '""\ Cra lh1 m Me ndrcw 764k m in a Ven tus 2. Over the s,Jnw peri od, 21 fl ights o f over " OOkm. and 50 il ight< of over ·wo krn tractor Jnd w inch rnaintcn ..tn<:t:! engi ne( 1 r for the pa t 30 yea rs, w ho at ti mes ,1chieved wonders to keep us dll fl y ing. O ur sympath ies go to his fa mi ly. The <l.lliHJ. I sea icle outi ng ;, round th I le o f vVi ght, h is year o n Ju ly 13. pr<>ved r opul ar ior 10 aviators. ' t V Ly nn is still heaving, as duty at ba.se came h is way on the cl ay. We shared a t nd w it h th e Vi ntag • G C .J t the PFt\ Rd lly w it h a vintage glider on show, whi ch created lo ts of in l're t. Twenty new rn<>mb rs attend ed il recent LG C introductory evening. W ell rlon e to Pete H, rvey ;,n d eel Jo hn slo n on 1st an d 2nd p laces at th e Sta ndard Cl ass Nationals. Co ngratu lat io ns t cad •ts l 6-yc0r-o ld Anrl rew M ill s (so lo on hi s b irthd ay), broth er Oav id \re-so lol and Stuart Ca rmi chael !S ilver d istan ce). Th ·, LGC -b.J5L'd F.w lkes Fly ing Fn unrJJ tiun has run fi ve courses thi s )'c ar. We welcome Liz- Hnrwood to th e office. The Euro 2002 expedit ion's three-week tou r went fro m Swit7l'rlancl through Au, lria to Slav •n ia and back, fi ndi ng glori ous wave and mo unldi n fl y ing. Geoff Moorc Mendip (Halesland) Robbie Morris is congratulated by Dave North on his solo at Lakes. A/an Meadows and Da ve Heron watch October - November 2002 JU LY saw Simon Llo)'rli>ollr)m doing >Ome " real" fl yi ng, adding J gli d •r so lu t > his power o ne. Ou r open WL'Ck failed to p roduce soa ri ng hut i t's <~n ill w ind .. . tn tl>t co nditi ons, Edward Garde ner re-so locd after a 47-ye<Ir break. D uri ng h i> S rv i e ca reer lw fu un r:lerl the Red D evi ls para ch utP. tea m . W ilt• w ell over 9()0 j um ps to hi s cred it, lnnd ing in an ai rcraft has be ' n qu ite u novel xperience. The Di mo nd has been so ld and <1 ' art h is under way fo r it rep lacement. op of the wi sh list is a 1OOhp Falke, w h ich wou ld be mo re th.1 n cap blc of doubl ing J , ,, tug for ou r urrPnt fl eet. Kei th Simmons Midland (The Long Mynd) WE wo n Rockp ol ishers' ·n,e team was led by Dom in ic H aughton and typ ic::t l of the level of pe rformance was th at of l nt e rm edi~le To ny Da nbu ry, wh o go t ro und a tri ck y 120 km dfter si n kin g 10 450ft <~ t TP2 . On Ju ne 19 D av id RJ n e di d a 614 km 0/R to East ng lta and lan M cArth u r was ,\lllo ng those w ho fl ew to Newpo rt i>,l gnc ll and back, n1i ssing h is 300km by .1 wi ngspi.l n. H e m issed it by a couple o f iields o n th e 26th l>ul hi s progress. alo ng w ith o th er you ng pilo ts' lsud1 a John Rolw rt ,, Oc~v i d D Mcy c1nd Sarah Plattl is cons idered a benefi t oi th e c lub' arrangement w i th the D iscus synuicdlf'. O n Jul y 19 t h rer~ - u r e members olued (congra uld tions M ar in Berry, Ka thcrine York and Pau l Kerm an). \artin M cCurd ie has jo inccl the ofi ice tea m. Roland Bailey Norfolk (Tibenham) y AT our rece.nl w L•II -, I lend G(l.l, t h, irman Qnv irl Hil l stood d own due 10 bu sincs> co mm itments. D uring hi > ou r-year term o ( oifi ce w P purchased twu Robi n tu and the fleet muwd from wood to gl!l'l<s. He is sue !'eCI ?<! i> y Ro y "\ oody ' Wood hou e (strictl y s h ort- t ~nn engagement, a s he), w ho previously served I S yea rs as secretary ,Jnd 17 year' JS CFI. W oody is jo ined IJ N o rmJn !owes, taki ng ov r from Jo hn li erring as vicechairman, and Bonn ie WJ.d 1 laking over as secreL:1 ry from )o si Brigg>, w ho w ,>s d c rved ly praised for all her · ·c l ient work. ew Cri I ave M u nro has formed an Instr uctor Comm i tt ee to loo k Jfresh ,1! al l fl)• ing iss u . The W -•d nesday boys had an unexpe ted treat prior to the jubil ee celcb mti ons w hen th fu ll-sca le r<'hc arsal fl yj.last was ro uled d irec tl y o ver th • c lubhouse. \Ne M e Sdd dtm ed at the un lirnoly dea th f A I Raffan in a m otorcycle JCC icl ent. AI , w it h o th er Fen la nd pil o ts, reg ul ar ly v isi ted us and wa s m u ·h resp c ted and liked. O ur condo l >nces go 10 t h os~ near to h rm . Al an H arber North Wales (Liantisilio) FOU R pi lo ts have sn loed so far thi s seaso n: D ave H ughe • Harry Mr. 1<>P. yours tru ly and Brian Portlo ck . Now the fight starts ior whn w ill g·'l Bron ze fi rst and w ho [\ets time in the ingle-sc ters . ur dear old K-8 has l>ec n go ing through ,, pa rt ic ul arl y ri gorous C oi A . Ken Fixtcr and Edd i£' Lees have been slav ing awn . to pu t so me sparkl e b,tck in th e Id girl. T han ks, f llas ! O ur cl ub w c~e k in August w as p u nct uated br gm lly w e.Jth l:r, but ome usefu l fl y ing w<ts <t chieved David Trotter Northumbria (Currock Hill) Ti l E Gubject i< th H o tsp llf Shi eld, ou r inter-d ub and intra -Nor\h umberl and ~ ross.coun t ry trophy. The eponymous (it's in th e dictiona ry, lan) l igur is liarry 1-lo t pur (S ir llenry Per ' y, 1366- 1403), no mean throwPr-dm vn o f gdunllet> Lee Shak pca rc. Th is w e did in 199<J by setting up th e shie ld . Wea ther and (oa t-a nd- mo uth kept 55 ;,. Club news >- things fairly qui~l. Bul on July 13 o ur on ly icm~ l e Bl ilew to Mi lfi cld in the Astir to regai n it, their Keilh Lally h~ving l,111dcd ,,, Currock earl iN l hal day. Al,l $, on Jul y 2H, D<'rek (Ciifil l<obson, e·x-Currork member, arriw d in hi> ASW 24, ,, rlid eorga Hall in their Astir. The shield has primed lhe cross-count ry pump in these p.1r1s. ;\bout 15 mcmhC'rs experiunC('d, alas, prelly iify wc<llhcr Jl Aston Down in July. Howcver, on his way b.1rk, Dave Mnnds launched al Syerston .1nd il0w 10 Kirlon in Lindsey 10 complei(! Silver. Ba k al Currock, Ted 13r<~ndi taught up w ith his missus, N icky, w ith a 1\ronz • leg. She responded by flying her second. ]1m Smith ha> so lo<>d. Fr;mk Mclough lin ,md llugh Cranl refurbish d '' launchpoinl vehicle. A pl.111ning ,!pp lic.)tion has been m.1de for .1 wind f;,rm on Currock Hi ll proper, insidP our dn.:uil pallcrn . Th tips of the blade. ar • likely 10 he 350ft above liP lowest r <1int o f our airii<:ld . Lconard Dent ·---. ~~:..-. . -· . . ' ' David Mills (left) has re-soloed at London GC while brother Andy, 16 (right), has so/oed. Father Trevor instructs and two other sons also fly there. David originally soloed a t Halton; Andy has now completed his Bronze - in six weeks Oxford (RAF Weston on the Green) 1);\V[ Weckcs, Sievf' Truss l<•r .1 nd Tnni hauled their fl y- ing w:lfdrobes to Ccrn1any fur the VGC rally and were anl<IZl'd 10 find people ilying things older than thei rs! A motley U('\\' too k so me newer ki t tn tht.• rC'gio nrl b clt Hu..>hdnd> l:losworlh wh <~r<' F1 Cris flew I he. c lub DG lO great efiec1 and demnnslriltcd fina l glide lcchniquPS th.n \\'orri d bo th the fronl-sedl pupil and th e starlings in lht> tree lops around Hus Bo,. How"dfd Stone, Simon Wdlkcr and M J.L Makari d id it large for OGC wi th strong performancl.!!>, w ith M a7 g<~lt ing, ~pc ·ial award, fo r, er, somet hing nr o ther. And OG · ·ontinues 10 dominate the Inter-d ub L~:ague. Garry Cuth ill, ,\<\alt GJge and Carnle "hepherd all sue essfully completed their RI course, and Darren Goby JChieved bo th the goal~ hl' sel himsel I hi> ye.1r - gc•tl ing his Ph D in som<'lhing sc:i ~n tifi c Dnd, more important ly, go ing solo. Sieve McCurdy (with help from N Swinton) Peterborough & Spalding (Crowland) FI VE membe~ lrJ ei!L'<i tu Achmer ior the VG Ra lly wi th K-6c ~ nnd newly-refurbi. hed K-7. returned in time tu lake pilrt in our own ''Flying Forln ight"- w hen memb ~ tak annual hol id.1y, amping Jt the airfi eld, or j ust droppi ng in when they ,,1n. with the aim nf flying every d;,y. The B A I)Gwas, Vililable for members In tl y during the frrst w eek, wh ich proved to be a gr<'<11 success. A K-6 has changed hands withi n the cl ub; the new own r achr ved a ohr 20mrn durcllio n on l11S third fli ght in hi> new loy. O ur CFI dicJ his SOOkm in junP. Rnbc rl Theil IM> hb "ilv r. Ji m Crowhur>l, "t<'ve Crozier and ;\dartl Law s d1d the Western Regfonals. ]oan Pybus n,, -oo Portsmouth Naval (Lee on Solent) W l: ecm 10 h;wc gone c ross-country mJcJ ! everyone is lc.lvi ng Pomp ·y b 'hind ,rnd glidi ng nnrl h. (Gliding south, Jllhough promrsrng pa in Ju c hocolilt el grJnd glasses avec vin rnug(•, u>ua lly encJ,; in dn impromptu swim ming s<·ssion .i Tony Wa hlberg and ig I CIJrk fl ew D iamond distances. O th er JOOs w ere comp leted by ]erry L<'C, To ny World, !\],,., Cl ark and Henry Freeborn, w hile fl ill Rm·buck anrll d id 250s. 1\lan was second in the lniN-ServicPs Spon Cl.1ss and Keith Walion and the pink imbu won d dtlY .Jnl(l!1gst thp big hoy~. I hrtve n1,111aged to get my Silver ll.1dge. Pete Sm i th Scottish Gliding Centre (Portmoak) lr'J July we wenl 10 F.1s1 1-ortunc Festival of Flight Air Museum ior 1/w .1nnua l air-show. Our Walking O n Air K-2 1 proved very porula r. l ur .w robatics display had 10 be called n ii al the l.r>t minute l>u1 we \Vl're givcm i1 , lo t in lh comm<'nl.l ry 10 publicise n ur cluh dnd gliding in gener.1l. The BGA .omrnu rri calions ni fic r, Keilh Auchterlonic, has mowd north Jnd joined our d ub, and wP ,111 look forw ard to the puhlic ilv events that he is no doubt planning. po lugres lo all Scottrsh clubs as the SGA ASH 2° nw t w ith Jn unlortunale .!Ccident w hen it 56 !,1st visited our si le, but we're hoping il w ill be IJ;rck in circ uldlion soon. First solos inc lude Rnberl r urness, Hill lrvin e, Angl'ia Fraser cmd IJn Frascr. Gl'orge 1'At: KC1y dnd Pc·l ' 11c nhow hdvc Brnn7(,. tan Easson Shalbourne Soaring Society (Rivar Hill) W E have run two public co ur>e:;, dll ab initio cour"SP and task week, all of w hich w ere thoroughly cn joydblc. Wendy Coome Shenington (Sheningt on) CONGRATULATI 1\:S lo Brian Bo yle J nd Andy Turtu n bolo J; ]on Duv<r ll (Flrorue IJ<rdge); Andrc'w Sa lisbury (Sil ver dural inn) and Geofi Powcll (Silver). (.;ary Brigh1n1<1n, Damicn D y ra nd John Vella Grech J ll completed 300km in ]un , ]J ne Jervis and ]onathan Sherma n ;rre Basic lnstru tors. We have had a bu>y socia l life, w ith B agle Pup club and BMf'A fly -ins, and a flig Ameri can BJrlw rre. We werC' >urprised by some wave at the end of July - I O,OOOfl is pretly good lo r us flat land rs! Our task w eek has been a bit oi a nu -go due to the weather. TI1anks to Simon Arl lard for .1n ex client BGA so, ring ourse. Our m idweek ourses remJi n busy so please do warn us in advance b ·ail ing the office or emJiling. Fur news see www.gliding-t:lub. co.uk l ess W hiting Shropshire Soaring Group (Sieap) COLIN Ratcliffc finally got his D iamond goal. starli ng from Selghlorc.l, nul Sleap, thC'n repc.<aLed il from SI ap a courl oi weeks Idler. Ri< Pr · tw ich and hris Fox ,11.0 managed 300krn o n the same day. The restrictions o IJsl year combined with gcnerJIIy poor w alher for most o f hrs year h;:~v hnd a depres. ing If l. Arthur l owens, l ~ n Hi<-ks and Len K• rkham have put their Nimbus up fo r sale. The Twin Astir syndiCdtc al >o iac problems as age ldk s ils to ll on enthusiasm. fony Adams has agarn flow n solo at ighiord. W e were gldd to sec L; ura Scotl back for a briel vh it i>Piorc going to Bidf rd ior a month and we warmly welcome bar k Ji m Lynchehaun after a fpw months' lay-ofi. Keith Field South Wales (Usk) TH E rlub celebra ted its 40 th annivl"~ary w ith d high lysue es>ful hangar pdrty tn which all pa~l and present members and many local fanners were invited. D espite unprum ising w eath r thE-re h ~..1 ve b en some nolable ilighb -All an Donndly has fl o, n two 3 00km flights, En2o asagr,l!1de rapid ly fo llow ed his first 300km with tw o mor(', and Andrew jam f1 w 480km on a dJy tha t most thought no t good enough 10 fly cross-country. Congratulati ons 10 Briiln Crow (Assisl<r nl lnslfuclor) and lo Huw Morga n (re-soloing <tfter a 10-year hre.1k . Task w e10k produced less fl ying th an rcc nt years, so a new activity of plilying COn1JWiitive !Joules w;r. introduced. M aureen Weaver Southdown (Parham) WH[r , in the chro nicles n i w a.sted tinw, w remem ber to no goo d purpose our mdl1\' smok ·rl barographs, we can o nly marvel at the ne' ly-installed computl.'f k it at ~rhJ rn. With state-of-the-art >Oft war' it analyses, diagn<» > and produces graphs o n very IOpic but is unable to infl uen e the wea ther. onsequently we dispatched a squad to St t\uban dnd received in retu rn th e services oi Sylvai n fle rno n. He is far too polite to comment on our clim,Jtic peculiJrities and is a welco me addition to our instru tor commun i!, , O ur vintage gl idi nJl cn1husi.1s1s, led by ;\ndrew jarv1s, took J wooden neel 10 Gcrm,my for a very succ ful rally. O ur la'k WPPk t.1rted with d d<tmp whimpf'r and ended wi th ,, bang. The most >pe tacular thunderstorm o f the year hur>l over l h airfipld on Ju ly 10; late arriva l> did nut so much l,tnd, d com alrmg~i de the jetty. Bclw "'n show ers, Lee Cowen dnd Alan Sau nd rs w ent solo while John Rayner and A ndy Wood gained Silver Bddge . Peter J Holloway Staffordshire (Seighford) WELL DOr E to Mark Burl on IK-6i .1ncl 13rian l'eM son (DG-400) on Gold distance/Diamond goal. hris ]ones, N ick Rolfe and Pdu l (rump (<t/so RI Rating) have their Sil ver Badg . A lan j o lly has Brnnz B.1dg '. allo'' •ng hi m 10 fl y his Astir (\\'ell done. AI!). Several members went to Ch c~ uvigny in Fra nce for urn mer fl ying. Th~ nks to P t Low e lor arranging" g era I flyi ng w eek (230 launches and more lhJn 60hrs Hying!. Cheers also 10 lan 0Jvi •, Ch ri~ Fox ,1nd M ike A bbotl for looking , ftc r the Friday Fly rs. The cl ub K-2 1 took pari rn the two-seater cornpelitiun Jt l'o ·klinglon. Ouober'' trip lu Mi lfield is as popular as ever. TI1anks to all tho e involved in the planning ol the AvGas t,rn k instalbtion. For news, pleas visit wwHcstaffordshircgl iding.w.uk Paul (Barncy) (rump Stratford on Avon (Snitterfield) JULY'S successful cros -co untry Jnd badge week aw 22 pilo ts compere, ncouraged hy the enthusiasm of the o rgani crs and tdsk-st;tl >rs: Dian,l and Phi I King, M ikt" ofiPe, M .rrlyn I Jvie' dnd Barry Kcrby. A lola l oi c. ,0 2km w~s flown in 14 gliders. A b~rhccu e organised hy Ju O'Bri n and Li7 Pickell roundPrl it off. \Ne tha nk ull w ho look part in the ilying and I he ground handling. /1 disastrous exped ition 10 Sullnn B,1nk in lat<' May, when only three day~ vvere ilyable, was COmjJensc:Jtcd for IJy a super wc<'k al Camph ill in June. Th;mk you, Sullon Bank and Carnphi ll, for your renowned hospil.,lily. CongratLli,llions lo Gornon Gr.rh.1rn (Silver); lan Kenncdy (Silver dural ion); Davirl "carll' (Silver durati on plus crnss-counlry); Char! •s Si<'arman (Silver dur<ll ion); N ick ],1ffray (Bronze); Sieve Farmer (Sil ver h -•ighl ); David Ireland ( :rr~>s- ' ounlry Endorsementi; dncl Chris ll ingham, who re-su loed after 31 yeJ rs, having flow n three? ·olo; in a T-2 1 in lh!! AT(" .11 .nsford. Harry Williams Sailplane & Gliding oncl Chris Teagal at 658km. l l1e Longest Day "''" wel l .1 . 13ob Fox and Richa rd Kal in (1st. See also \l ull Focus. P. )eanett Ki t hen has taken "our" K-6<R round a 177km tri. in Jul y.ueth (50km). w ho cared ior him in his difficult times. Martin Allc•n . Brian Scaysbrook tSilwr lw ighl). ur aliec tion wa s cleM from the numbers attendi ng hi5 req uiem mz1 and . The cl ub is top of the Northern Inter-dub I. <md Nick llr. on first soloing at Ulster GC.tl in H artlepoo l. fifth in the A class. Jnd Silver duration).1 4 ) presPnted the priLes. he redeemed himself by fetching it ba k in his Dis us.Jircr<:w nd tlying in % . comp l tcd 390km.ond 3rcl O pen Cl~ ss).1ls wert· .. Ari anc.otions lo Peter Harwy and to . Competing in thP t 5-Mctre Class.ts manf1ged in the same disciplined way as his flying.. ' and it mMie hi m a natural ior the post of fi eld tredsurer.1 M a ter Atr Engineer. Jo hn staned his RAr cMeer as " ground technic i.Bannerdown SIX S&l-l glidrrs took p.lt oi Capta in Kirk (Graham W~clfo rthJ w ho has.London.:o ul i"ock h Silver height and 4h rs. w hich allows him In instruct up to SLM G PPL s1. Phi! Bretl Tony Saint .rd Class Nati ton. . Phil !vloncur and lan H utch in on (sn lo)..u t in the L.n1d. rri ved at Bannerdown in 1980. completing his time w ith them.Hsby . on August S.K kletons . We .\ht hy the sm.otc oper~ t i ng the ' Ki ttiwJke' a d tug. uk Brian Penfold York (Rufforth) CO N .1ubany have fl own two-hour flights.1llest oi margins. and Gl ptured the pig. John Kitchen Ulster (Bellarena) )IM Weston was one of five pilots r0prescnting Ireland in the European Gliding Ch~ m p ionshi ps in Hungary. ki on radio and To ny Ka nP provid ing nw t.1id hi s dues in K-fJ -\74: over six hours In get Si lver height anrl duration in one il ight. s an instructor on )umbos.yneham w ho were keen glider pi lots.1 500km b. whu d iecl ag ' cl 82 in May. Ray Parkin Jrrivt-d with Sa ltby's C~ l Lcs M erri t i n a race-tuned K-7. IJrenrJ.a number oi 30Dkms were completud wi th Simo n Barker completing 50Dkm.o ny years.1Ccompan iecl ~ party from Lasham to Jaca in Spain and soar<•d in the Pyrenees.~Obituaries Surrey & Hants (Lasham) John Burn .org. ~ Bryan Boyes Frank May . Mike Cohler Yorkshire (Sutton Bank) THE N ortlw rns had only four competition days. After wartim service. Ged McCann Wyvern (Upavon) PAT Fam~lly has taken over as CFI and Bri<Jn Pl•nfold as sccretary. he got his Silver in 194 7. B.1sham Regional s in June.1w k gl ider.1re now Assist.1t dc>n l of eiiort from tlw instrurtnrs and supporting ground crew s.t 11 4km/h. He was already <111 instru tor.otl.J5tic and creative man developed irom glidi ng to ne\\' :~ i r>ports. W e M l' bidding to hold tlw Junior World Gliding Champio nsh ips at H usbands llosworth in August 2005.ot 65km/ h.:oul 'o k . replica of Percy Pilcher's 1896 H.m ce/Diamond goal. Sports lass) ~ n d Mike Fox. . w ith Kelly )<on.000krn was fl o'. ilow n J I 4km .m . Ken Brown Waiter Neumark. Wel l done to Simo n Barker.oncJ ). Congratul. .otion joi ning us.mce charity. includong GASCo and the Roydl Aero Club. liorst L.\•li k(• Fox. dly missed.111rl then l lcrcules as .o rk.<. and abando ning the last TP. gentle Frank M. The wooden cup WdS amazing: 11 gliders fl ying o er 2. Well done to Bridn M. P. Well do ne to )amie Q uJriPrmain and Alan C:rowley (Di.oy ( 1924-2002) Px -Devon Rcni mcnt Gl ick•r Pilot Regiment and Parachute Regi ment who helped the d ub greatly in its earlit>st days.ory.1rascending l he received the FAI Tissandier D i pl om~ for the conception and r •il li sa\io n of para Lending) nd p. a former club CFI. Wt>l l done to M artin Frver (SI).onge.mother pot of Silvo to polish .oil the silvenvano'. everything but gl ider>. Graham Prophet 'JB" ( I g4'l-2002/ . Visit us d l www. w herv they w >re . $t(•ve Gihson and 1\d ri ~ n tsolo). After leaving the service he joined British CJiedonian .i. p54. it r giving up instructing ow ing to work schedules Joh n's arrival at the launchpoint w.1ls. We fll•lll tu send S&H gliders to Aboyne this dutum n .ess part ly due tn the interc·sting weath •r but mostl y thanks to the org. .1nd Rub B. has d ied suddenly at his home rH o August 16. .o in spring. Well done to T< rry t wby on his 13ronze with Cro s-Country Endorsement.old dist. But this did not prev nt him irom having iun with his gliding.Bristol & Glos TON Y (1930-2002) jo ined the club when it moved to i'ympsi ield in 1956 and remained an active member until th~ late 1970s w hen his wo rk too k him away from the area. M elvi n Giiiord and )eif Kay (solo).11 o n many nvia tion bod ies.< ngle .November 2002 Brendan O 'Brien. Ph i I Tiller (D i.111d Ri hard . C o rdo n Bowes came second .l l). thanks to a w e. One co uld say thJt John w~5 " areful with mOnP. dnd 1\ ndy L ent h<~ l l did SOkm.d.o comment appropriate to saf ·ty.>om managing c1 s ven-hour fl ight.1nd missing Silvc•r heij. tugonaster dnd committee nw mber .w ing like his old self.~s frequentl y accompanied by . Derby & Lanes WALTER Nel•m. he . Anclrew Turk in his K-6('R ha. lie wi l l be _.•de w ith a memorable party thJt -o incided w ith the best soaring day ior y ars . Club representatives attended John's iuner. 59 mins ond 15 s ond~ of his five hours (thes ele tronic barographs are sometimes tno . f or a whi le he worked ut Xerox and for ~~vNJ I years arr(1ngerl ior the dub to borrow il opier during our competitio ns in the days when copiers were not readily availdble. Wi th MikE' Fox c. In a m or r laxcd holiday mod Fl Harry Hann.. Nick Jt 16 is prob.llole to tal k at length w ith his family. Kay Draper dnd Pau l W hitehc•ad (1st.ond Paul 0 . wPII up the fi<'ld in the Bs in hi · fi rst competition.1 grl>ilt succ. we h.:lr}'. Stacey October . G.11 Rufiorth.Jnd an 0 / R to I ei "toOSter South Jf<tVC me D iamond go.1ndard.1trick M usto (Bronze.1s fl ight enginel'r dnd later l:lritish A irways.lll. Tony became full cat instructor and tug pilot and w as in " team of three who bu ilt a Skylark J from . .1dge il ight before realisi ng that his barograph ' ' r.ll hut the ad1ievements h. gJ inerl his five hours. r. O ur record distance w<~s bro ken by Llcrck T. I. t\ 11 the fleet hds kept fl ying. with fli ghts averaging iour to iive ho ur.1bl y one of the youngE•st pilots to solo here and )eii one nf the oldest ai ter yews flying just about \. M. p. live successfu l a/J initio co urse> h<~ve h -en run. Kelly ). A s ign o iic~ nt i igum in parachuting.1111e one of .occuratel.vn. a task that he carried out skilfully for m. Marc Asquith 57 . and Dave Booth. and commi erations to )ay Smi th o n doi ng more than 400 km oi .md Bob Fox (rl.t urned to the club looking and beh.orsh. w ho was IPading the i ield at one stage dnd did very well.md Rl•gional. O v r 4. plainly not the case. w ith 57 competitors. Derek Findlay The Soaring Centre (Husbands Bosworth) CONGRATULATIONS to: Ddv • Booth and Bri an M arsh (750km flights in )uow ). second. Run Baker did J03 kn1 ior .0tJOkn' on ddys when some ni us would not hdvt· even rigge. Aher harrow ing spells of surgery and radiotherapy in hospita l John re. where he bec. but ev ryonc enjoyed th •mselves.orry and )an .~ ten ds its sympathy and cnnclo leoll'e to his sister )o.K.. Chm Sterritt p.o nd 3rd. third.oi l. Siohhan Hindley Trent Valley (Kirton in Lindsey) THE weather h. 11 must be my turn in it soo n.1lth problems stopjwd hi m o lo ing he iouncl gredt pleasure in fly ing dual and in all other actovities. The most remarkable achievement is th. John had previously flown wi th Ch ilterns GC and with Ful mar in Sc. In later yl:'ars the interests oi this enthu. Nick G.m d Gordon Bow . 1\n LS4 and . and they had wo children. w hen his ashes will be 5 ·.1Unt directed. in ·luding o ne 50J km task . l-ie ins\ruLied for 17 years and in I '!5'1 fl w . 2nd . )B w ill be sorely missed ancl thc club e. and Fcter Kcutgpn. w hich was developed by him into the very effenive management tool that it now is. We held anoth r very sue essiul Midl.1nd Simon l:larkPr first in the Sports Class.\.os not "''itched on.1n I St<'ve W ilkinson took first . dinner in the clubhou>l'.. Although h0.. Sergio Salicio. also an active rlub member.Dartmoor Gliding Society W~ w ere all saddent>d by the lkath of tough. This experience qualified him ior oversight oi the LogstJr computer progrdmme. transferring to . Tony's iricnds ~ nd family w ill J ll 'ncl a ceremony in September. Hub Bowlcs ho lds a 0\A Motor Cl irkr Instructor Rating. lt is with regret that we announce thdt Peter Ramsden.m . l't'ter Ho lmcs on his PI'L and 13rcnda n O' ll ri en on solo ing. He sponsored assistance to cancer charitic's and took on more ground duties at the cl ub to compensate for not ilyinf.omo nrl goa iJ.1 t last. and Paul Shaw !Silveri . Phi I L<J7Pnby and Davicl Hayes set the tasks. Harry and )anet Lumb controlled. Ni<:k Ga unt.1ter b ame a nwmlwr nf th ' yndic.l nt Instructors.ore looking resp iPndent fo llowing refinishing in l'ola nrl .ottcnded. ki t.ld) coming second in tlw O fll'n Class o f the orthern Rcgio n. A ta k fortn ight in j un ' yielded a multitude o f badge claims and legs.1 small gro up oi l lcrcu les fl ight engineers based at l. wh ich he resumed w ith us. .wyvemgliding.111ski and Rory O ' Conno r (Si lver distance).1gue. Tohy W right tDiamond rlb tance).RATULATIONS to Anthony H o llings (Silver). In 1'16 1 he married Liz Wal . On October 10 we celt'briltc the cl ub's 50th :mnivers.m1o nd go. with . 2nd .1nlsation and comm itment of Wolds nw mbcrs. w ith members of Ba nn rrlnw n and oi the Iicier Pilot Regomcnt Associ. He qual ified in o ur motorglick r and l. and he w as alwa)'S good comp. Seamus Doran Wolds (Pocklington) THE Stand.ore sad to r~port the deJlh of Gus Cunningham.1in. seen being congratulated by CF/ Harry Hanna M ann moved into her fourth dec. O ur President Moi ra Jo hnson (a iounder member w ho first flew at Sutton fl ank in I 9 . He is survivecllov his' ife. Wel l done to .lltelrcd at the club . Congratu lations to: licrhi c McCullagh on rKhieving Silver duration . put quietly and fi rmly and always m nningiu l.1ylor . special mentions for John Simmoncls.oisecl about £200 fo r the Yorkshire Air 1\mbul.1 K-2 1 . I li s approach to illness w. t'vlike Borrowdale ilew iiv • hours 10 complete Silver. ·pres ing ympa hy to his w if '. . Denn is Strangn.oming first . learnt to fl y gl ider> at Lo ndon GC in 193 9.ragliding.w <' had to buy . and P. K-6r with attitude. o n most oi the summer's ilyablc days.wc. he dchil' ved a tllmtbcr uf p >rs(HMI hests.IS not bePn grc. George Moffat " Like Schweppes.Platypus HOW TO BUY IT: see Tailfeathers.co. Denmark Tel. refinishing Contact Roger Hurley Tel: 01432 851886 Fax: 01432 850598 email . 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GL2 7. :trio swung tu I kt up .1d picked up.l rnstonning fl ying circus.1n vro 504 so that John oulcl reach them.ts: . Quite late in life he underw nt a relatively routine op ration on h 1s intestines. \<\1ith his lw tt r view over the upper mainplanc. Thus Competition John Fielden died at his home in Devon on June 19. John's business " i "truggl ing tit the time. PoiJ tl ' lysa nders o n S E operati ons and John was initia lly sent tn VV. although the grounrl hJd now been out of sight for over two hours. Justi n is clim bing in wave• . and then onl inue cloud Oytng in the sea br ·'Le up tu Mirldlesbrnugh.500ft. This involved John sitting on the coaming of the rear cockpit. /\iter the \<\far John mnVE<cllo Devon and developed his r1u landing talent <~> <Jn inventiv ele tronics engi n r. i\ high point came in 1976. and he w o uld not rest until he found a way to ach i<~ve that outcome.d to turn to starboJrd. 11e was a r erson whom vnu leh alw.) 70 John fl ew the cl ub Bergfalke with h1s wife V8 1 i"rom '" orth Hi ll to Gre. H . taking off at Sprn and staying ai rborne .35 prn.. armed w ith a shotgun. following the sale oi Dunk •sw>ll airiield and the fencing of the runw. rnJtch. are used in ountnes as wid spread as India . iness. He had an incredibly qui analyti ~I m ind. He was always d pi rntert'Sted and empathetiC to cv r thing and cveryonP around him. one cl imb from t . never hJif empty. During the Second Worl d W r both Pop dnd John flew in th • RAF.lZing display of nying virtuosit y. would not only redu -e the amount Jnd tht! qual ity oi the fi ring done at contest. I rele<Jsed at l. but bun •ying oif downwind to cli_ ver whethrr it s pos. but iurther towering Cl t ~ heJd beckoned him on After r "JW. Once.md w' SfPOt an uniorgettab le evening shuttl ing b twet:n Taunton .November 2002 En terprise wa d~ ign :'lcltu m.Jboul it ~ nrl proposed to h i> surgeon an Pnti rel nov •I w. H e teiPphnned John.1s just inside EngiJnd somewhere.irw d to the magistrates that he h.rds.iather pointing vigorously at the ground.1lly for my icJther l>hilip Wi lls w hen h ' wantPd to est. hJd flown in the Fi rst World WM and then. landing .11ur. hingtun as an Air Attdche to select US instructors to tra in Ri\F pi lots.. and th n briskly to 1O. Lv nltJa lly.. John w. you'll be a man. and then ·mbarked o n some extranrdindry adventur ·· in the rl ub Tutor.ibl to October .John Fie·lden: a very special kind of hero hut undaunted by thP lark oi " suit:~b le glider. and · ame second in League Two . since I wJ sun> it was a . he told us all to go to the beach and rum' ba k t Spm.r more i nten~stin~ especia lly t.lry. w ith his feet hooked under thP l~p strdps. whi h he would re dily direct Jt him.ppe.1y afternoon they wer~ follow 111g a du ·k w hi h dccid . w hilst Pop IIC'w from the front cockpit.Jt North Hill.. Thi rt)• se o nds lat r my v. <1nd h11s attractL'd a b s inJiing cross-section oi gliding charJct rs. with John towing. eslabl ish tng the UK twoseatPr 400km gu::J I record. Jo hn's knowl<>dge of mi ro-mett:orolog)' in the Wes t Count ry was qu ite extraurdin.~m made i11 teral hots hop lessly inaccurate. However. The SIIUoltJOn was turth r compliGltecl by· the ne. 1-1 had a marvelluu' chu ·k le.1l . nd ''"Y John pJssed me o n hi> b. went solo almost immedi. Jo hn would attempt to guide Pop hy tapping hin1 on the r .-e than a man.. He was 80.1 feeling happier about your -elf and the worl d . th prop being >WI!ng by th · gMdener.1llicd inventions. llowevcr. For him the petrol tank was dlways half iull. Th1s occup1cd him professio nally for the r • 1 of his lif<' nd produced rnany brill ia nt innovations.Jred c1lmost intuitivP.OOOft in w hat ilpp rt<d to bP ompiP.bove ilOOit.. whirh went dis~strousl y w rong.tclv smooth air whilst Jo hn xplored furth er w est. he located J e breezr front and s1wn t two houl'5 at 40k winding his w~y towards Hull.J>e the intPrcst oi thP gcn r. fresh ideas and insp irill ion upon w hich ildva ncing yeat> had absol utely nu ffect.d public.ts long as po_ ih l ~. Anrl we sh. The surgeon fpfl then. w hi h he impart d u everyone Mound him ia his infectiou s optimism . In 1964 at Lasham he won League O ne dnd b cam<• British Ndtiona l Ch<1mpion with an am. h •fore returning to th UK w herp he flrcw first Wellingto n>. From th r0 he travelled to anada. and John was one o( its earll · t memb rs.Jter C:aproni.\ n. Thu> John. . and evervthing that's in il. John\ iothr•r.1se in both tlw nu mber and complexity of competition rules. fly under the airway dl Don ·aster.' was noth ing to lose. Bungylng ofi I:! ran ombe cli IS into the wmd blowing up the escarpment w:1s one thing. The fi nal day was dislimce along a line through I.J. irfield which John duly did. my son'' . Thdnks to John's nlhusiasm . but that lucki ly it h.Jt 8. i\ furth er thump on the right shoulder was to no effo t and o nly resu lted in hi . inc lude rewrd dtt·mrt< whenever tlw weather o1 llowecl.1nd l'hilip iclt this tendency. but h solutions he proposed were alwa •s the outcomes he wanted.ti rfield without the Avro o r the fdmi ly cor. wa vinu<J IIy suckled on dope tthe air rnft van ty) and one of his earl ics t memories was of Pop ins Jlling wooden b lu k on the rudd r pedals of . JO HN Wi\S a mJn wi th .OOOft. Throughout this portion of the fl ight he had not been . Two years oi hard work to llowed until nyin' could rc:comm nee. In 1959 the Taunto n Va le Gliding lub started •liding at Dunkcswell.sa result oi the tmumJ to his system h' would simply die of starvat ion. near ranw ell.HL•Iy in a T-1 1.l l .s ..:~recl som •thing •·lse: we h d both been introduc d to fl •ing by our r('~pectiv fath rs.1t YMmoulll.mcl inv >ntive task-setting (including the area task) the conLest ron ti nues to this day.ilvoid gaggles whc•never possib le . w hen early on i\ugust 1 John tow d me oif from No rth Hill whil t Mike arltnn with Brian -prer kley tarted ~ ~a lwo-st. in 1(. hut also would lc.t. Through some• instinct John took oii In the tug at I prn dnd climbed to B.500ft to 3.ldil)' e~rth . O n the first dJy lw wa s ""'"' nf only ight finisher . landing Jimost «I dark . Above all he w as a const~nt >nurt • oi enthusia m. w hich ~tond until two-seater record' w ere ab. TI1er he wJ' just about to E'lll >r J fi nal towering cumulus when he noticed half the gro und undern eath was cover 'cl in lo • so he clc~r iclccd to glide it uut t NPwcastle. or even a stead! st friend: hP IV<" il very special kind of hero. I met John through uur h. John lo ked down on a sea oi upturned faces 'iOft below. H 1s iirst solo IV<!> typi all y eccentri : one da) Pop found hin1>elf at a loL. John thought . Lrtt r.1 ne11 site at what is now North l"lill.Jy . d ' -lining to enter thf' fa m ily cotton-sp inning bu.d hc~<m preparing to du a forced landi ng." In fact he was abiP to l oc <~t<" hims li.11 I ..JCk . nd th(~ club o ld dlltheir gl iders to fi n.000ft taki ng over an hour. Aiter the con test John ordered an earlv wood '11· sparrf'rl ling. W ing Commanrl r 'Pop' Fi Ideo. In his write-up o f the> ornpetition John listed thr e lc.m astoni shing breadth oi knowledge coupled wit h an inventive genius and enorm JU> nthusiasm. and ./1\nd which is more. The track lay between two depressions w ith large cumulu s embedded in genera l over st. lleacli 11"' north he used every s rap of lilt.1y of internal ic•edi ng. Two further operation became n ·'C !Wiry and it . Two days IJtcr the task was free di>t nu~.. In John's case he ould hdve wrillen 91) 'Clnnd.1nclo ned nearly . Jo hn ppcd his bther on tt1c right shoulder and was astonished w hen Pop turned to port.nce run. landing in Gcm1any Jnd Belgium respect ively. lloth John .1st landing hy fo llowin g the rim nwind edges of woods and coppices hack tu Lasharn from r\ ldermJSl(Jn. hy Dart.\. in luding the world 's iirst electronic ele trici ty meter.Jhlish Competition Enterprise in 19 74 . >If if he per eived that he had lllJdc an error. whPre he h~d to land because he could not get high nough to cross it satcl)•. ond had dhsolutel)• no interest i n conventional wisdnm ot her than in it amu ment value. both John and the Tutor survived. In 196 1 he entered his first nat tonals. due to loud bangs from the engine.an k ste. John .1red th. so quick thilt it dppe. set up a b. ours is th ert rlh. By thilt P ening we hdd broken both the UK singiLL seater and two-seater dista nce rerorrb. who was <1lo ne at home.Jbl<? day after work. 59 . whi ch brought with it a great incr(~. tri •d it and it worked. Th is. then Lanca ters. His family held a celebration of his life at Branscombe on July 20. To my astonishment I hertrd him ca ll over the radio: "OK to ~ldrt launchi1 .Jbl)• more perilo us for the hu ma n~ thun for the ducks who. John w as a unique combi natio n of scientist and romantic.)nce th pur ha e ni .ls ther(' wa:.exploit special know ledge of s it breeze fronts. but then John Wd s m uch m . where h d id the same jnb.1nd South Alri d. often using th · _ea hree7e. no 1· much in the wc:1y of IJnding ar a il t the bottom. I ' as then launched as the sn il'fcr.ons he hod lea rnt from pr vious contc. O ne Saturd.1rt's Skylark 1. took evasive action in the form of very low nyi ng. The eh ' me proved consicl<>r. senes 1 cloud cl imbs got John to Stamford where h ' cl imbed very lowly into cloud. Tht> ground below wa complet ly covwed. and even ui rrews.do not iollo"'· ot her glid •rs . Pllp lat r expl. Further north the iog was flfll ths.. two ye~rs later. I . H pro~ct ised hy fl ying every som. and the ru d hereafter was downhill so he wouldn't need the stuff anyway.ll . The)' had flown ov r Stamford football ground in the middle Ot .llureles grPy ky irom an approdching warn1 iront.OOOft over 1 'orth H ill to lwar o ur r<tdio messaj:~es thJt we were cross1ng the Channel at Dover.. born in 1 21 . whi _h proved not rea lly suilahl · for his type ot fly ing.:wimise fl ying and tu John Fie/den (left) in John Sally's Stemme soa r in thP ~urlover bdow \h(~ top '"''J~ (Jon Hart) L. . He applied his rll n rciboni ng to every >ituatinn.d for all shots to be directly fore o r att stnc:e th ' slips re. Jo hn WdS about 12 at the time. M riving an hour after the l.. Kipl ing wrote: "If vou an fill ead1 un(or~ivi ng minute <\/ith 60 _cconrh worth oi rli•t.lO years later. on a stoblc blu day. lnhn's 1rf a w. m<~ny of whom are regular attend cs. co nv~rgcncesJ and lato evenmg: conditions. asking him to bring the vro to tlw •. pective shou lder to indica te the d irerl dir tion..1s . Giv(•n his IJ<Jl kground <~n ri his achievenwnts. Ait er evcrdl cloud climbs John Mrived near Northampto n under a fc. ea breeze effec.1nd Crcditon. w hen pu"ued. Pop and John tried duck shootin g ovPr I incol nshire in the Avro.1rcd love oi aviation in general and glidin • in particular. I wa< ia irly sure> I w. and th > following yeJr he bought N t k Good h.lting this fo ur tim John w rot": " .Jiton Bank. This Wi1S set up to counter the tendency to restrict p ilot choic ·s during competit ions on th(' grouncb nf pot>ntial unfai rn s. The following is from an address given by Justin Wills on that occasion.ts featured in The I '"ll t. Known/Unknown 2-2846 Huw Williams Four Counties 13f7102 John Norman Welds 13nt02 Martin Conboy Standard Known 2617102 2-2847 Alan Crowley Yorkshire 13!7/02 Alan Green Book er 13/7/02 Carolina Bois Standard known 2617102 60 2813199 2/6/02 Sailplane & Gliding . see page 4) Robert Tail Highland 617 Srcphcn Thompson Lasham 22/4/02 6 18 John McCullagh Lasham 19/6/02 619 Mike Edwards Bath. Wills 3 115102 2231 Jererny Lee Portsmouth Naval 16/4/02 11 045 Graham Wad1orth Welds 1516102 1-878 John McCullagh Lasham 1916102 2232 John Vella Grech Sheninglon 19/6/02 11046 Stewart Renfrew Bannerdown 3 1/5/02 19/6/02 1-879 Mike Edwards Bath. Wilts 19/6/02 2233 Jeflrey Howle!! Pboro & Spalding 1916/02 11047 Ken Rogers Essex & Sulfolk 1-880 Andrew Reid Bidlord 19/6/02 2234 Guy Hall Soo!!ish 27/6/02 11048 Jonalhan Crump Staffordshire 19/6/02 1-881 Jon Wand Bidlord t 9/6102 2235 Albert Wahlberg Portsrnou!h Naval 19/6/02 11049 William Grieve Scot!ish 1116/02 1-882 Mark Davenport Lasham 24/6/02 2236 A ichard Jones Fulmar (Bices!er) 1317/02 11050 Davld Mawby Cambndge 19/6102 1-883 Paler Stafford Alien Fenland 2316102 2237 John Fryer Welds 1317102 11051 Geoflrey Powell Shenington 23/6102 1-884 Jeffrey Howle!! Pboro & Spalding 19/6/02 2239 Graham Kench Buckminster 3115/02 11052 Douglas Raw Ken! 24/6/02 1-885 Howard Stone Ox lord 19/6/02 11053 Peter Smith Portsmouth Naval 19/6/02 1-886 Marc Morley Kestrel 2816/02 Gold height 11054 lan Ashby Cotswold 19/6/02 1-887 Robert Baines Burn 1317/02 John Po!!er Derby & Lanes 11055 James While Booker 19/6/02 1-888 Toby Wrigh! The Soaring Centre 1317/02 Richard Thirkell Soulhdown (Minden) 2313102 11056 Gecrge Darby Bristol & Glos 2516/02 26/3/02 11057 James Ward Bidford 18/6/02 5/4/02 11058 Emily Bryce Bicester 19/6102 16/2/02 11059 John Bone Essex & Suffolk 19/6/02 11060 Frank Dobbs Dartmoor 13/4/02 11061 HuwWilliams Four Counties 29/6/02 1-889 Gordon MacDonald Lasham 1617/02 Simon Edwards London (Cerdanya) 1-890 John Wrigh! Bices!er 1317/02 Stuart Naylor Fulmar 1-891 Ariane Decloux Cambridge 1317/02 David Chalmers Highland 1-892 An!hony Parker Cotswold 1317/02 1-893 David Tanner Lasham 20/6/02 Alan Johnstone Booker 16/4/02 11062 Ronald Peach Bannerdown 29/6/02 Hugh Stevenson Cairngorm 12/5102 11063 Andrew Wood Sou!hdown 19/6/02 15/4/02 Chris Gibson Lash am 31 /5102 11064 Martin Smilh London 12/7/02 17/4/02 Mark Brown Fulmar 515102 11065 Mal!hew Weinle Bidford 23/6/02 Diamond goal South Wales Gold distance 2-2815 Allan Donnelly 2-28 16 Srephen Thompson Lasham (Vinon) 2-2817 Hugh Stevenson Cairngorm 12/5/02 David Bell Burn 3115102 11066 Gregory Monahan Cambridge 2-2818 Chris Gibson Lash am 31/5/02 Graham Kench Buckmins!er 3 1/5/02 11 067 John Rayner Sou!hdown 1417102 2-2819 David Bell Burn 3115/02 Pe!e S!artup Devon & Somerset 31 15102 11 068 Phillip Foster Norfolk 1317102 14/7102 17/4/02 2-2820 Graham Kench Buckminster 3 115/02 Andrew Preston Aq uila (Ocana) 1116/02 11069 Karen Denyer Bicester 2-282 1 Andrew Preston Aquila (Ocana) 11 /6/02 Marc Morley Kestrel (Lasham) 1916/02 11070 Gordon Graham Stratford 2-2822 Andrew Turk Trent Valley 19/6/02 Andrew Turk Trent Valley 19/6/02 11071 Mk:hool Borrowdale Surrey & Hants 13/7/02 Nene Valley 24/6102 2-2823 Nick Newton Booker (Benalla) 31 / 1/02 Nick Newton Booker (Benalla) 31 / 1/02 11072 Paul Daly 2-2824 Nigel Clark Portsmouth Naval 1916102 Colin Ralcliffe Staffordshire 19/6/02 11073 Jonalhan Baldock Bristol & Glos 13/7/02 14/7/02 2-2825 Colin Ratcliffe Staffordshire 19/6/02 Andrew Watson Cambridge 31 /5/02 11074 Chris Gough Shalbourne 2816/02 2-2826 Andrew Walson Cambridge 3 1/5/02 James While Booker 19/6/02 11075 Robert Theil Pboro & Spalding 1317/02 2-2827 James While Booker 19/6102 Glyn Ya!es Staffordshire (Tibenham) 19/6/02 Staffordshire (Tibenham) 19/6/02 2-2828 Glyn Ya!es Donald Johnstone Fenland 19/6/02 UK CROSS-COUNTRY DIPLOMA 2-2829 Donald Johns!one Fenland 19/6/02 Gary Brightman Shenington 19/6102 Pt 1 William S!ephen Borders 2-2830 Gary Brigh!man Shening!on 19/6/02 Jeremy Lee Portsmouth Naval 1417102 PI I Jane Whitehead Cambridge 1/6/02 2-2831 Terry Sailer Lasham 28/6/02 Terry Sailer Lasham 28/6/02 P11 Darren Lodge Bum 1/6102 11 /5/02 1916/02 John Vella Grech Shenington 19/6102 P11 Geolfrey Davey Trent Valley Pboro & Spalding 19/6/02 Jeffrey Howle!! Pboro & Spalding 1916/02 PI 1 Philip Sllle!l Nortolk 23/6/02 19/6/02 Essex & Suffolk 1916/02 2-2832 John Vella Grech Shening!on 2-2833 Jeffrey Howtet! 116/02 tan Craigie Four Counties (Bicesler) 1916/02 PI 1 John Bone Oliver Peters Bicesle 1916/02 Pt 1 Keilh Gran! 19/6/02 Guy Hall Sco!!ish 27/6/02 Pt 1 Chris!opher Huck Cotswold Cotswold 19/6102 Simon Buckley Cotswold 19/6/02 P1 2 Jeane!!e Kitchen Trent Valley 13/7/02 Bices!er 14f7/02 Nicholas Aram Bicesler 1417102 PI I Gordon Pledger Borders 1317/02 2-2834 Marc Morley Kestrel (Lasham) 2-2835 Ian Craigie Four Counties (Bices!er) 19/6/02 2-2836 Oliver Peters Bices!er 2·2837 Simon Buckley 2-2838 Nicholas Aram 19/6/02 13!7/02 2-2839 Albert Wahlberg Portsmouth Naval 19/6/02 Albert Wahlberg Ponsmoulh Naval 19/6102 PI 1 Robert Martin Lash am 1317/02 2-2840 Paul Brown Cambridge 1317/02 Paul Brown Cambridge 13/7/02 PI 2 Slephen Cook Cotswold 13/7/02 2-2841 William Prophet Surrey & Hants 14f7/02 Richard Jones Fulmar (Bicester) 1317/02 PI 1 Robert Theil Pboro & Spalding 1317/02 2-2842 Phll Tiller T he Soaring Centre 1317/02 Mark Burton S!alfordshire 1317/02 2-2843 Richard Jones Fulmar (Bices!er) 1317/02 Ellen Packham Wrekin (Bicesler) 1317/02 AEROBATIC BADGES 2-2844 Mark Burton Staffordshire 13/7102 HuwWilliams Four Counties t 3/7102 Alexander Yeates Sports Known 2-2845 Ellen Packham Wrekin (Bices!er) 1317102 Chris Luton Kent (Lasham) 14/7102 Alexander Yea!es In!.Badges DIAMOND BADGE 616 2-2848 Jeremy Lee Portsmouth Naval 14/7102 12/5/02 2-2849 John Norman Welds 1317/02 2-2850 Alan Green Booker 13/7102 (ror 750kms. Wilts 19/6102 Diamond height 620 Andrew Reid Bidford 1916/02 3-1578 Francis Broom Shenington (Minden) 716102 Allan Donnelly Sou1h Wales 1514/02 11 /5/02 SILVER BADGE 11030 David Allan Scotlish 11031 Duncan Ashley Imperial College 1115/02 11 032 Simon Twiss Lasham 15/5102 11033 Colin Sullen Buckminster 11034 Herbert Milton Scottish 12/5/02 Four Counties 20/6/02 515/02 621 Peler Stafford Alien Fenland 23/6/02 622 Jeffrey Howle!! Pboro & Spalding 19/6/02 GOLD BADGE 623 Howard Stone Oxford 19/6/02 2221 Richard Thirkell Sou!hdown (Minden) 2313102 11 035 David Hatlon 624 Robert Baines Burn 13/7102 2222 Simon Edwards London (Cerdanya) 26/3102 11036 Chnsropher Johnson SlaHordshire 31 /5/02 625 John Wrigh! Bicester 1317/02 2223 Hugh Stevenson Cairngorm 12/5102 11037 Mark Holden Portsmouth Naval 16/4/02 626 Ariane Decloux Cambridge 13nt02 2224 Stuart Naylor Fulmar 5/4/02 11038 Marc Corrance Surrey Hills 627 An!hony Parker Cotswold 1317/02 2225 David Bell Burn 3 115/02 11039 Joseph Wes!wood Yorkshire 2226 Pate Slartup Devon & Somerset 31 /5/02 11040 Donald Welsh Northumbria 2227 Colin Ratclifle Staffordshire 19/6/02 11041 Tracy Meech Nene Valley 1/6/02 12/5/02 2228 Andrew Wa!son Cambridge 31 /5/02 11042 Ewan Burnet Four Counties 116/02 Diamond distance Highland 4/5102 27/4/02 1/6/02 1-874 Robert Tail 1-875 S!ephen Thompson Lasham (Vinon) 22/4/02 2229 Donald Johnstone Fenland (Tibenham) 19/6/02 11043 Nick Rolle Staffordshire 3115/02 1-876 John Gilbert Essex & Suffolk 31 /5/02 2230 Gary Brlgh!man Shening!on 19/6/02 11044 Timothy Davies Nortolk 2514/02 1-877 Michael Thorne Bath. his head touched th e canopy. Thi s will also be fl ex ible enough to tit the double curvature of the se<Jt pan . Les N eil and Mark Rees. 4) If the foam is usecJ in motorgliders or powered cl ircraft. above this there is a gradu al perman ent decrease in properties. or tying loops around th e sea t harness or sea t harness anchor points. Th e top of his head w as on ly 314in (2cm) from the rear ca nopy Jrch and th e adjacent fuselage fram e in flight . 7) The material is an open cell foam . or one with a large sitting hei >ht (the distance from th e buttocks to th e top of th e he<Jd). steners. .5 cm) Dynafoam on to th e under surface of th e fuselage frame concerned. 4) A very tall pilot. and if it were to slide forwJrd in flight it could res trict fu ll backward movement of the control column. in 1994. Farnborough. Havin. e in hardn ess.Safety Don't hurt your head to save your back RECENT accident in a Standard Cirrus has shown a problem with the use of energy-absorbing seat cushions. Effect of temperature With increased temperature the vibrational energy of th atoms in reases. the cushion was of Dynafoam): No cushion: 203 5lb t (9. Samples of Dynafoam were rapidl y decompressed in three seconds from 5. As u ing such cush ion s in th e interest of pilot Siltetv is a BGA Recommended Practice.52 kN ) 14021h f (6. and a vertical impa ct velocity · . very !till pilot~ may be unable to use such a cushion owing to the low height of th e canopy of modern lowprofile gliders. 5) A cushion cover shou ld be fitted.000ft in th e altitude chamb er of DERA.r Harmer. he " bashed" hi s head on th e ca nopy. Between -25 ° and -3 0°( to -40°( the torsion al stiffn ess increases rapidly. an impact adhes ive such a Thi xofix can be used.57 kN ). I quote th e results for the loa d on the lumbar (lower) spi ne (in each case. This gives the pilot involved a satisfactory head/ca nopy learance of 2JtB in (5. such as denim or thin can vas. Th e foam is stit'f.November 2002 Impact manikin on the test sledge using an electri c ca rving knife. 6) The cushion must be firml y attach ed to th e sea t. a 50th p rcentile male and a 95th percen til e mal e. A Dynafoam cushion should th erefore ca use no problem wh en flying at altitude in wave. not on to a sprun g surfac or soft foam cushion s.25cm) thickness. Using the 50th percentile male manikin as an exa rnpl e. The pilot involved in the present accident had noti ced some problems. If an airti ght material is used for the cover it will c1ct as a bladder. and so should be kept dry. he has also stuck a layer of 1i n (2 . Three Hybrid Ill manikins were used. Wh en fl ying out of J rou gh th ermal and pushing th e stick forward. Practical use of dynafoam My following suggestions w ere first published in Popular Flying. 2) Th foa m ca n be eas ily cut and shaped October . Various attachment meth ods are ava i !abl e -u si ng Velcro. 3) Wh en sticking two pi eces of foa m together. The pilot shou ld then sit directly on th e glider's seatpan. a 5th percentil e female.25cm) thi ck Dynafoam cushion. th e journal of the Popular Flying Association: I ) The cushion should be pl aced directly on to a firm seating surf. use a 112in ( 1. The seat pan was an RAF person al survival pa ck and made of glass-re in fo rc ed plastic. but th e effects are co mpletf~ l )' reversibl e. Farnborough. This should be made of porous material. a decrease in res ilience. The test w as ca rri ed out Jt <1 peak g of 17g. To give added protection to his spine. A Recommendations I) For low-profil e gliders. On a winch launch. H owever. ti ghtened hi s strops. At low temperatures the properties ar affected. Pol yurethane foams become brittl e Jt -60°( to -80°( Conclusion The value of energy-absorbing seat cushions in reducin g spinal injury has been cleJrly shown. Tony Segal 61 . 3) For some types of motorglider there may be suffi c ient headroom unci r the canopy to us' a 2 in (Scm) thi ck Dynafoa m cus hion.17kN ) I in thi ck: 1690 1 f (7 . now QinetiQ).06kN ) (Tony Segal) No cushion: 2056lb f (9. bolting a widened cu shion seam to the s at. he put a 2in (Scm) thick Dynafoam cushi on in his glider. pre s studs. One member of the glider syndicate had been involved in a motorcyc le accident resulting in spinal injury and paraplegia . H w as 5ft 11112in (182cm) l<1 ll . thi s accident was carefully followed up. thanks to th e help of Wg dr David Gradwell (RAF) and Petc. After a 1OOft (30-metre) ground run he ran over a hole i n th e airfield surface hidden by long grass.000ft to 25.4m/s (21 mph). To mak doub ly sure. with a semirec lining seating position.5cm) thick DynafoJm cush ion. the recorded sp inal load being 1700 lb f (7.5cm). He suffered sy mptoms of con ussion for several weeks. resulting in an in rease in rebound resilien ce. th e pilot carrieJ out a normal approach at SOkt (92 km/h) and p rform ed a fu lly held-off landing onto the grass of his club airfield. A temperature of 80° is th maximum workin g limit. lift-the-dot f. and the contai ned air wi ll cau ·e rebound in an impact accident.md a slight increase in torsional stiffness. ce. 2) For upri ght seat in g position training gliders use a 1 in (2. Th e 2in (5cm) cushion has now been replaced by one of 112 in (1 . His head banged the rea r of the cJnopy frame and the corresponding frame of the fusel age. may have Lo remove th e seat cushi on and sit d irectly on the sea t pa n itself. This cu shion was then used by his fe ll ow syndi ca te members for three years.1:> kN ) 112 in thi ck: 1837 lb f (8 . th e cu shion must be removabl e. Th ere was no macroscopi c change in th e structure of the foam. Betwee n 0°( and -2 5"( th ere is an incr . it ca n be obta ined in fire retardant form. Dynam ic testin g of foam Th e test was ca rried out on th e impact tes t tra ck of th e Defe nce Evaluati on and Resea rch Ag ncy (DERA.24k N) 2in thi ck: A 1 in thick cushion that had undergon e four years' hard club use in a K-13 showed only a sli ght reduction in energy absorption . However. with th e support of Sqn Ldr !an M cKenzie (RAF). He made a hurried field landing during which the glider hit wires and crashed. K-t 3 & K-21 1481 45 Minor 13-Apr-02 52 North Hill None 209 1658 35 1 56 None This mid·air coll1sion occu rred when a solo K·13 was on a left hand circuit and a dual K-21 was on a right hand one. He lowered th e nose. 50 Write or phone: LS8 K-13 1508 Minor Sandhill Farm 67 21·Apr·02 None 126 1534 Th e pi lot turned linals too lar out lrom the /i eld and llew a very shallow approach wi th li t/le or no airbrake as he realised he was loo low. He made a cross wind landing in a short. Realising the cable had gone. His rigl1t hand held the cockp it edge just ahead ol the /ranthinged canopy's leading edge. Membership. closed the canopy then released and flew an abbreviated circuit to a sa fe landing . Winter and Smiths Instruments repaired and overhauled. With lit/le room to land ahead a short circuit was flown leaving the pilot rather high.·m. He co rrected the swing and landed safely. The cable back released . SF27 Minor 2956 21·Apr·02 Win thorpe 39 None 16 1510 This was the pilol's filth launch on type. at about 500ft. At this point the canopy llew open. St1enington Gliding Club offers Indivi dua l Tu ition with Bruno Brm. 48 Ventus CT Incident Rpl None May-02 None 200 1240 At the lop of the aerotow the pilot found lhe rope would not release./ LAUNCH FAILURE RECOVERY TRAINING . downs /oping and stony field with wi res at both ends . Capstan 1191 Minor 01-May-02 Bicester 45 None 4050 44 None 1520 During an instructor training /li ght a ' high speed stall• manoeuvre had been completed and the glider was returning to the ci rcuit when the rudder /ai/ed to respond /o pedal input . probably on the ground. Statistics Mar-02 Incident Rpl 56 Minor 2069 1410 The pilot was pulling his glider by the nose with the canopy open. 40 Pegasus 3578 Minor 41 840 13-Apr-02 Mosquito 4451 Substantial Lasham 61 None 1640 The pilot had not flown for nearl y fi ve months before taking a soaring flight.ble component faJiure is being in vest igated. 17 29-Mar-02 North Hill 45 None 21 1500 On the pilot's second flight of the day the winch launch speed fell until. This trapped the towrope so the pilot could not release. Two hours later a second altempt was made. the tug pilot noticed the problem and released. As it was turned through 180" the tail slarted to rise.weak overcentre lock or catching lock with sleeve while closing CV vent./ UNDERSTANDING THE DANGERS Of LOW FLYING " SAFETY THROUGH KNOWLEDGE" IS GOOD SAFETY THROUGH UNDERSTANDING IS BETTER Talk to Bruno on 01295 258700 e-mail: brunobrown@tesco. On fin al approach he realised he had not lowered the undercarriage. downwind. Al about 300ft P2 signalled that the winch launch was loo fast. 44 Vega 26 14 Minor 14-Apr-02 Husbands 197 58 None 1410 Bosworth After about 100 metres Into the aerotow ground run the undercarriage collapsed. and lost sight of the airli eld in the misty conditions. Contact us with your requirements. A safe landing was made . However.co. * Log Star Glider * See web for details Pay by Credit Card Tel: 01329 221992 Web: www./ STALL APPRECIATION AND SPIN AWARENESS . Spain 56 None 1700 Afte r encountering very strong sink from cur/over in the high key position the pilot made a hurried circuit and omilted to lower the wheel. and at that stage the pilot rota ted into a climb. Hants. 46 GLIDER INSTRUMENTS (M. Upon releasing from tow the airbrakes opened and he did not not1ce so thought he was in strong sink. The glider was seen to have a prolonged ground run with the nose held down. Th e solo pilot had seen th e K-21 and /hough! he had turned finals with suHicient separation. His speed could have been used lo over fly the tree. 49 K-t3 2285 Minor 05-May-02 Wo rmingford 29 None 59 The pilol had comple ted a check flight and one solo circuit. Treasurer. The wind was light with gentle gusts but a rut in the ground may have contributed to lhe inciden t.tube had failed at the lower end due to internal corrosion. Th e pilot switched off both mags but the propeller struck the soft ground as th e aircralt came to rest on its nose. Possible causes were . Possi. damaging the glider's nose . Personal Logbook £25 13-Apr-02 Nympsfield 40 None 136 1600 The pilot was taking a test fli ght prior to pu rchasing the glider. UK P016 7HF 37 38 ASW 20BL None Mini Nimbus 2346 Minor 39 Ka6CR 2348 Substantial 13-Apr-02 Nr 73 Minor 1314 Perranporth The lug gave the glider a normal tow to an area ol lift near the airlield. P1lots experienced on the type gave a lull brieling. the pilot pulled off. Club System for Logkeeping. He checked the canopy was closed including "pressing lighlly with his fingers on the canopy ' Despit e /hi s. Examination showed it was possible to retract the u/c with the opera ting lever in the locked down position.net 42 K-21 3673 Mjnor 02-Apr-02 Nr Lash am 72 None 29 Th e pilot was winch launched /or a local soaring flight. The glider was landed whee l up on the gravel runway. After a handling check to confirm this P1 made a sa fe landing. 51 Sailplane & Gliding . 43 SZD Pu chacz3947 Minor 01-Apr-02 Camphi /1 56 None 2380 1315 None 466 As it was cold in the stiff breeze P1 closed the ca nopy as the experienced P2 did his straps up then his pre-take off checks. ballooned and landed heavily. He changed hands on the co ntrol column to lo wer the gear but in doing so lost con trol an d subslantia/l y damaged the glider. 47 'Tanfield' Shobdon Nr. The glider pilot had some difficulty in maintaining tow position. Hutchinson) PZL. Flying at 60kts he /ailed to notice a tree in the boundary hedge and hit it with the glide r's left wing. The gliders touched wi ngs but kept control and landed OK .turnpike-technics. Fareham. With fu ll airbrake the glider was flown to a landing well down the field in a rough area. at 500ft the canopy llew open Wi lh a bang. The canopy /ell down and severed the lop th ird o/ his right inde• finger.Accident/incident summaries by Dave Wright AIRCRAFT Rei Type COMPUTER lOG KEEPING * LogStar GC * BGANo Damage DATE Time Place PILOT($) Age Injury P1 Hours Minor 28-Mar-02 920 Parham 36 PA· 18 Tug G·BEOI 51 None 1300 The Super Cub tug was being parked to one side ol the launchpoint. The rudder drive torque. then closed them.co. The fuselage and wing tip were damaged by the rough surl ace . The first launch was co rrectly aborted when a wing dropped and the glider started to swing.uk 73 Old Turnpike. The tug pilot flew back to the airt ield then released his end and both landed safely. & P. Leominster Herefordshire HR6 9LX Tel: 01568 708 368 62 4178 None 28·Apr·02 Jaca.uk Email: Sales@turnpike-technics. At the top of the launch he turned right. Examination showed that lhe release wo rked normally but the large Tost ring had jammed in the GRP housing opening which contained both the release and a pilot tube and was slightly too small. Specialising in : CONFIDENCE BUILDING COURSES INSTRUCTOR WORK UP TRAINING GROUND STUDIES IN ALL GLIDING ASPECTS All co urses will be tailored to your own requirements but \vill include: . The pilol held t11 e glider on the ground then developed a severe PlO. P1 in the K-21 had seen gliders on the opposite side of the /ie/d but none in the ci rcuit. Alter t11ree hours he became tired so return ed to the circui t. The pilot failed to level off properly and landed heavily. he lowered the nose and opened the airbrakes. Pl prompted him to move it forward when the glider "leapt into the air*. 58 Mistral C Minor 04-May-02 4803 Nr Lasham 36 None 115 1840 On a cross-country flight the pilot had to make a lield landing so chose a field in good lime.) AIRCRAFT Ref Type BGANo Damage 52 4955 Substantial Place PILOT(S) Age Injury P1 Hours May-02 1746 Incident Rpl 68 None 1700 The pilot landed out and arranged for an ae. P2 corrected by pushing too tar forward. May-02 Incident Rpt None 450 1600 The pilot had landed out at a military airtield a nd had called out a colleague la assist in the retrieve. Strong Enterprises Emergency parachutes Fully tested to TSO C-23b Cat C For details contact the UK Agent. collapsing the u/c.rotow relrieve to his base. When the K-21 reached about 400 ft the winch driver noticed the other glider and stopped the launch. The size. the right wing tip touched the ground. However. over controlled and struck the tail on the ground. However during the ground run the left wing caught in a clump cl crop and caused the glider la ground loop . he again flew a crosswind approach but this lime rounded out too high and landed heavily. after rolling about 20ft. The left wing tank had leaked its waterballast. On finals he saw a large hollow so aimed to one side of that. He chose the only available field was 200m across the diagonal with an up-slope. 67 68 K-21 2591 30-May-02 Backer None 102 0 1615 None The aerotow commenced with a heavy shower nearby. As the glider accelerated he held the stick too far forward and the glider stayed on the ground well after the lug became airborne. Rolling very slightly downhill. 59 LS8 Substantial 60 K-13 3656 Substantial 61 DG-300 4944 Minor 62 LS6s 4426 Minor 26-May-02 Cwmdu Valley 51 None 1784 1420 48 None 0 The experienced instructor attempted la ridge soar in variable wind conditions and found himself in strong sink and cut off from a valley leading to landabfe fields by a spur. He lost the airtiefd and had to hurriedly lapd in the canopy of a forest ~ as no clear fields were to hand. 16-May. which damaged the fuselage. did not use the airbrakes and groundtooped the glider. At this stage PI look control but. Both pilots were uninjured despite being trapped 40ft up in the trees. which damaged the tail wheel.Mike Wool lard Tel: 01462-711934 Mobile 07974-106190 Email: [email protected]/incident summaries (cont. The gear lever was confirmed in the down and locked position during the downwind leg but never-the-less it collapsed immediately upon landing. 65 ASW 20CL 3516 Substantial 66 LS8 4974 Substantial 21-May-02 Saal 53 None 2192 1025 Germany The glider was being aerotowed from a grass runway In Germany when. 64 K-16 2973 Substantial 20-Apr-02 Parham 63 None 8 1500 The low hours pilot was seen to start the aerotow launch with coarse control movements. the glider hit a parked trailer. allowing the glider le weathercock into wrnd. the pilot forgot to lower the undercarriage. Discus CS 4608 Write elf 01-Jun-02 Cosford 21 Minor 42 12 16 Tile winch launch went normally until. Someone inadvisedly called "undercarriage' on the radio and the pilot reacted by laking his hand off the airbrake lever to lower the wheel. The pilot immediately released but the glider turned through 30' and ran off the runway into a three-foot ditch. While on linals a K-21 was launched as none of the launch crew had seen him. He pulled off with only 100m ol the strip remaining. None 54 SZD Puchacz3576 Minor 20-Apr-02 Aboyne 45 None 3000 1626 50 None 0 P2 started the aerolow take-off with the stick too far back. the right wing dropped positively on to the ground. alter holding full left aileron to maintain the wings level. The glider pilot became uncomfortable with this and decided to release. The cable was seen to detach at this point and the glider impacted vertically from about 15ft. The nose was demolished but the pilot survived. During the tow the combination moved towards a lowering cloudbase and started to descend. After a briefing to try to land more into wind he was cleared to try again. buckling the fuselage. P2 chose to fly a dog leg but then opened the airbrakes while the speed was decaying. during a sharp roundout. wind direction. The de-rigging was carried out in very gusty conditions. While doing this he lost control of the glider which hit the ground heavily on the nose. The glider landed heavily and a wing struck the hedge. The glider conti nued accelerating as it swung around through 70" and became airborne. He landed at speed and rolled across a 1m-deep undulation. 02 Ocana 38 None 1500 1636 Spain While on a straight rn approach from a competition final glide in Spain. 53 DG-303 DATE Time Pilatus B4 None 03-Apr-02 Portmoak 35 150 1700 The pilot was making an approach across the direction of launching so as to land near his trailer. The cable only missed the glider by about 5011. 01-Jun-02 Much 35 None 275 1445 Wenlock While on a cross-country flight the pilot had to make a field landing. While the two men were carrying one wing a gust hit the glider and spun it around through 180• . The other wing narrowly missed one man and resulted in a written-off wing.com 4 57 Mosquito 4451 Minor 11-May-02 750 Lash am None 1540 The pilot was making a crosswind landing when he lost control during the ground run. disorientated in heavy sink and near zero visibility. Talgarth None 356 05-May-02 1653 Alter a soaring llight the pilot returned la the site lowering the gear early to make clear his intenlron to land. 63 K-21 2871 Substantial 03-Jun-02 Dunstable 51 None 656 20 None 0 1430 During late ab in1tio training P1 simulated an "aw·kward height" cable break with just enough space to land ahead. surface and obstructions were checked OK. Encountering heavy rain the glider released and the instructor became \ . 56 K-8 2717 Minor 16-May-02 Aston Down 62 None 1130 The early solo pilot had coped well with his first crosswind (10-15kl) landing that day except tor a gentle ground loop as the glider came la a halt. P1 took over too late to fully recover and stop the glider drifting towards a hedge. He selected a field and landed normally but failed to notice a rut which caused the glider to groundloop.November 2002 Minor • LARGE RANGE OF SHAPES AND SIZES AVAILABLE • EX-STOCK • Bob Reece REMATIC School House Norton Nr Worcester WRS 2PT Tei/Fax Worcester (01905} 821334 Mobile Tel: 0771 4801196 63 . He chose a large freshly-cut silage field with a slight upslope. October . This area had more of an upslope than the original area so he shut the brakes but was flying at only 55kts and landed heavily. mail confurn@telia. from minor trailer rash to large insurance claim. BRITISH GLIDING ASSOCIATION. Machining facilities for wing pins. axles . Kestrei/Libelle rudder and aileron drive rebuilds.xxx1100. it .com <rnailto:confurn@telia. snow or ice? Protect your airplane with effective covers from Sweden. If you require any of the above services. All types of repair work undertaken.com> ConFurn Design AB SWEDEN Internet www. www. Alloy airframe repairs a speciality.abelgratis. Under side with condensation net. KIMBERLEY HOUSE.se/ ~ BGA NATIONAL COACH ~ Applications are invited for a one year post durin~g 2003 as National Coach to provide principally instructor training for the BGA courses as required.co. Oxon.uk I 01 97 680551 COVERS FOR SAILPlANES Why be afraid of dust.co.uk n 11: mlknk65@ukonline. LEICESTER LE1 4SE Tel: 0116 2531051 • Fax: 0116 2515939 • www. kevlar and glassfibre. please contact us on any of the following Tel: Workshop 01993 779380 Fax 01993 779380 Email: [email protected]~ /~~ Cotswold Gltders http://www. 07944 885117 or The Old Dairy. All covers are made of white waterproof web and UV protection. Motor glider engine approval.co. rain. Refurbishment.gliding.confurn. C's of A.uk HIGH QUALITY SPECIALIST WORK IN Carbon. VAUGHAN WAY. etc. I will send product and materials information if you wish.uk 64 Sailplane & Gliding .se <htlp:/Jwww. OX29 6UN Power & Sailplane Repairs .confurn. For more mformation contact lars-Erik Blom lax 46504-14927 e. Double tread. also NOT testing of rudder drive. wood and metal. Witney.cotswoldgliders. High Cogges. High Cogges Farm. New Bu ild & Insurance Claims.co. Written application to the BGA Secretary at Leicester by 31st October.uk PFA Rating Mobile No. Tig welding.co. Easy to wash. uk. Regelled wings/tail. 1988.ozee. View at The Park. £12 900. mikecumin&~@onejel net uk or call 01295 678004 for data sheel. STANDARD CIRRUS.com COVENTRY GLIDING CLUB 50th ANNIVERSARY DINNER 8. parachute. excellent trailer. vgc. E•cellent condition.benlongfalconry@aol. complete competition outfit incl. s:i. £7500 Tel: 01989 780309 ASW19b.Work 01494 529263 or mobile 07715 420 103 DISCUS CS. oxygen. Fortin type Mercury Manometer. call+ 44 (0) 116 253 1051 or v>sit our secure website at www. Black and white photographs: £6 extra Box number: £3 extra. £18. LX5000. TS. tail lrolley. Tow-out gear. Tel: Ben 07970 038 169. Aluminium trailer. low hours. twin axled libregalss trailer. before November 25 Contact Steve Naylo .~ T49 CAPSTAN side-by-side classic two seater. £27 COO. Complete with roadworthy trailer. Visible at Shenington. Pump.co. LX4000 Cobra~ t ype trailer. Realistic offers · Email lonylimb@yirgin net Tel: 0 1327 261948 THE SCOTTISH GLIDING CENTRE p~ WANTED . barograph. Excellent fairly new Aluminium trailer.5 K Tet· 0 128~35671 3 or ~Qme gllle tt@tesco. camera. GPS.co. Complete outfit including glasslibre trai ler. filled hangar-rash proof pyjamas and GOOD SYNDICATE PARTNER! ColA June 2003. Tel: +44 (0) 191 2500276 DISCUS BT complete oulfil immaculate with cobra trailer and full panel ColA with your camp No. Condition sound and airworthy but work needed for renewal ColA.50 Please phone 01858 880521 or e-m ail office@thesoaringcentre. Cobra trailer.uk. Based at Usk. before November 25 Ventus 2ct BRAND NEW April. Thennallincd to withstand freezing temperatures • Breathable and waterproof outer fabric Available in 8 size~ and made to measure service • Availahle in . tow-oul gear. Instruments. 2 100 hours. Furlher information and photos contact ericnance@waoadoo fr or lax +33 160617077 K13 for sale. Cambridge L Nav. AH. VGC including parachute and trailer. Rigging and towout aids. Built 1990. North Weald. parachute. Apply wi th CV to The Scallish G liding Cen tre. 1SJ18m. uk < mailto:office@the soaringcentre. refurbished AMF trailer. No premium just at cost . New ColA.J01405 860114 Near invisible 07801 011094 Canopy Repair Service SAVE on Excess SAVE our No Claims ~~""""!"'"!'!"!"_ _ _ SCHEIBE SF25C 2000 FALKE 2 SEATER MOTOR GLIDER. All prices include VAT. rigging aids. contact beverley@glidinQ. Good condition. View Nympslield. tow-out gear and one-man rigging aids. tow-out gear. £2700 ono Tel: 02920753634 or 029206 18658 The Motor Glider Club r~fJ'er· SLMG Courses RT Courses • PPL courses Nates lJua/ Ilire Motor Glider £55ph £4Sph l'rom £ 7 0ph C150/ 2 Che rokee fr<J tll £ 78ph HINTON IN THE HEDGES AIFIELD Tel: 01295 812775 /11 Associa!irm w ilh PILDT~ c-=-r:.November 2002 Ozee Flying Suits Tried and tested throughout the UKand beyond the Ozee fiying suit ha~ become an important part of the glider pilots wimer wardrobe. £3000. Tel: +358 40 5148909 or lassi@es kQI<Wm~ ASW 20l .net LS8/18 1 owner.co. Visible Shenington or Hus Bos. fully prepared glider' £!3 750 Email p w hitehead@l~ Tel: 01223 352163 SKYLARK 28.uk October . Tel: 01509 890469' SYNDICATE copy ol S&G? Don't wait to get your hands on 11. including custom made Aluminium instrument panel. 700 launches. £13 500. Wiltshire. KY 1 3 9JJ Phone 01592 840543 • Fax 01592 840452 Web http://www. tarmac slnp). Excellent trailer. Costabel Sprinltrailer. new ColA.scottishglidingcentre. Tel: 01708 222198 ASTIR 'Jeans· For Sale. Two owners and three pilots since new. original gel coal. Whether you arc gliding al 20. radio. ColA to June 2003. good brakes.00 incl-usive of J'ltT and postage Visit our web site @ www. £4000 or reasonable offers. One man rig and tow out gear. View at Parham. Masak lips. 287 launches. parachute. Available now without C of A for £6500 or in the autumn with fresh overhaul and new C of A for £8500. 17. retimshed full panel. Excellent condition. Frank Jeynes 01905 381146 email: LlljQy@aQ_~ SF27A and trailer. 920 hours. £2500. Tel: 01625 872837 ARE you reading someone else's copy of S&G? To subscribe at the 200 1-2002 rates. Tel David Saunders 0 1798 867342 for deta1ls.£95. new gel coal 2002. Fully instru mented incl.K2 1 performance. Low hours. Avionics Support 07721 759749 114 SHARE in Stem me S 10 kept rigged in a private hangar at Lasham. 265 launches. Broaden your soaring hori zons. Tel: 01977 799195 ~ MOSQUITO A.) styles ane! many colours Prices start from . GPS!Direclor. Offers or single sealer in pari exchange. mikecumiog@one[el net uk or call 0 1295 678004 for data sheet. contacl beverley@gliding. failsafe elecl rics and much more. Full panel. Jaxida covers. Will take 2 Winter barographs. TeVFax: 01 702 435735 SLINGSBY EAGLE Sound two-seat training glider. To subscribe at the 200 t -2002 rates. MNav. good trailer. barograph.uk For col our brochure contact Ozee Leisure RIO 497 London Road. based in southern France. A/H. David Richardson .uk email: oHice@scottishglidingcentre. 07747 627013 or 01373 462125 LSB-18 1999 low hours. most extras including the lirsl with a PU finish for durab1lity.iGPS/Aero Compac.Classifieds Please send the text of your advert. if you are emailing text. The p rovisio na l start dote w ill be Moy 2003. Asking 44500 euros. metal trailer. minimum twenty words (£16). Tel: 07786 473855 RADIO PROBLEMS? Call Allan Authorised UK repair centre for Microair. 3454 1980. full panel including moving map. Modified airbrakes. Nice condition.uk> Tel 01865 37 0814 65 . October 19th 2002 Tickets are £19.co. Becker radio. and Apply Roger Coote. View Nympsfield Tel: 01453 873410 VENTUS C. wing root fillets. parachutes. £8000. Westdiff-on-Sea. Tel: Bob or Shella 0 t 952 604156 How much would alter to fly all year round? Half share in excellent Astir CS hangared Denbigh GC (7 -day ops. logger. The success ful candidate will also be required lo assist with basic g lider ma intenance duri ng quiet periods.. Oiher makes also supported. your advert may not appear unless we have received payment by the deadline T'he deadline for cl assifieds to be included in the December 2002-January 2003 issue of S& G is November 4 after which any adverts received will be published in the following issue. Tel: 0 1432 880338 evenings Standard Cirrus for sale.uk call + 44 (0) 11 6 253 1051 or visit our secure website al www. winglets. £42000 ono Peler Wells 01844208157 day ASW 27B & ASW 28/18/T lhe world's best all round gliders lrom early solo to world champion options available for 2003 season only a loo! would buy any olher tool! Contact Zulu Glasstek 01 844 208157 DISCUS B. miniature instruments. £8950. all ground ancillaries and tow cui gear. Good condition.INSTRUCTORS The Scollish G liding Centre has two vaca ncies for Professionollnslructors. Needle Valves. XK10 variotaverager.: inq@btjnteroet cam PtRAT SZD 30. • A full rated instructor lo run the air field on a rolling twelve month conlracl. Schroeder trailer.000 feel or part of the ground crew an Ozee suit will keep you warm and dry.gliding. View Husbands Bosworth. Col A till May 2005. Offers invited.co. Schumann.uk. 25000 eu ros. Fully lnstrumented. Full panel. one man rig.9llJJY. Details: 01380 830 195. Text: SOp/word. para ~ ch ute. Schofield trailer. complete outlit including oxygen. t S-mile ridge. wave 24K. Cobra lariler. Excellent condition. Tel: 01273 515373 or emait ircoote@tjs- PRESSURE CHAMBER with glass Iron!. Please remember that.co. oxygen radio. THE 5COTII5H GLIDING CENTRE Portmoak Airfield.co. dollies.co. Full panel. 1993. covers. plus Cobra trailer. Cobra trailer. rigging aid. Unique specifications. • A full or assistant rated instructor to run holid ay cour ses from May till Sep tember. Scotlandwell Kinross. Many extras. and your payment. DIAMANT 18M Good condition. Alan (0 1592) 840359 (07808) 933410. New undercarriage fitted May 2002.. Tel: David 020·8940· 1650 LS3A. Essex SSO 9LG. 785 hrs.gliding. portable GPS. o•ygen. to Debbie Carr at the BGA office (not to the editor).only reason for sale is another commg 2003 .00pm Saturday. XK10 vari o. ri{Jging aids. Only two individual owners from new. E•cellenl condition throughout. ColA June 2003. 45: 1. Fresl1 C of A. LS3a No.6m. good gel and tinted canopy.co. £220 ono.German. FOR SALE IS28B2 Two Sealer . Fully filled Cobra trailer. parachute. tow out gear etc. Excellent condition. Fully equipped. uk Airborne Composites 58 Anthony Fidler 66 Baltic Sailplanes 16 Benalla 11 Bicester Aviation Services 16 Bristol & Glos GC 50 British Gliding Association AGM 10 BGA coaches 64 BGA courses BGA shop Bruno Brown 41 Cambridge Instruments 25 Canopy Rescue 65 Clacton Aero Club 64 Confurn 64 Cotswold Gliders 64 Coventry Gliding C lub 65 CPWest 58 Deeside GC 12 Flightmap Software 40 Gariep Dam Aviation C lub Glider Instrument s STANDARD CIRRUS.gw@virgin. vol 3 no 2. SE England.completely refinished . comprehensive Increase your airtime The best of Ridge Soaring from Southerly through to North Easterly Scratch the Ridge with confidence Large Airfield at the base of the hill Scotland's Premier Training Site Training Courses for 2002 May to October Clubhouse accommodation. IS29 Metal single sealer with instruments. Jun & Sep 1937. Hearne.01858 575613 ~~ ALUMINIUM TRAILER fitted for 20M Kestrel. Scotlandwell KY13 9JJ Web http://www. Tel: 01452 724672 eve for more information.·as new· condition . OHers around £2500. Full covers. Jan . covers.m.uk email: oHice@portm-k. Hull includes fin tank.lx: -75(ll)R) UK Contact: Peter Serge Fink Tel: 01293 885147 • Fax: 01293 873214 INDEX TO DISPLAY ADVERTISERS p~ Wanted : Channel Gliding Club requires Full or As-Cat Instructor. £19 000 ono. one man tow-out gear. Offers over £3250. 12 months BGA CofA. do please let me know. 1\ ugust-Pi':t ltz-St r. Long Sutton Spalding. con tact beyerley@glidjng co Lik.:rs fitting points Fi tting does rx>f affect the vehicle woiTanty THE SCOniSH GLIDING CENTRE e Ufeti me guarantee under the Witter Shfeid of Safety Sec Yolklw Poge5 f<lr your neore:d specia list fitterar stocki::. one man rigging. most of 1944. good cond itiOn . GPS linked to EW logger. before November 25 LS6c 15/17. caravan and camping space Calllrene on 01592 840543 The Scottish Gliding Centre Portmook Airfield.eo. Editor. Engine 16 hrs . In very good condition with Aluminium trailer. £8500 ono.dircon. weekends or more. Tel : Paul (eves) 01903 249031 or Email paulfrilche@beeb. full panel. Cobra trailer. AMF trailer. W1ngiets. parachute. Accommodation possible. Gliding.000 Euro. Peschges vario. 1955. Qualified for Vintage events. wings resprayed. Immaculate. Becker 760. 01858 468820 home LOVED one at a loss for a present to buy you? What about getting them to buy you an S&G subscrip tion? To subscribe at the 2001-2002 rates. Dec 1958-Jan 1959. 1952.Hull & lilt lop trailer trailer available · 1 years C ol A . Portmoak. Tel : 01622 812385 Fax: Ot622 813073 LS4 Complete outfit. Two man rig. Professionally maintained. superb on the road. Levelly glider.£27. S&G 01453 889580 helen@sandg. Double axle trailer. metal trailer. Apr and Oct 1936 . May 1946. GT 2000 trailer (Cobra features plus flexibility conventional trailer). 01440 785662 or lynch. vol 6 no 1. tows fas t and stable . GPS linked S Nav. WANTED SECTION SF 25C Rotax-Falke THE IDEAL MOTORGUDER FOR TRAINING. radio. chutes.imm GLIDER WANTED LS4 for Crown Service Gliding Club. Full details at www landb eo uk/LS6 £32. instruments etc. For full details on instruments or any other information Tel: 01562 637086 or 0775 9602405 ASH25E.500 ono .5m. Excellent condition. Good condition. Contact ~emyn@oandora be or lax +32 9 329 90 69 SZD 55 Low hours.force9. CRUISING AND AEROTOW SCHEIBE-FLUGZEUGBAU GMBH D-H'i22l Dach:tu. Proven 1OOOk capability. Oxygen. 660 launches. 2~ Tel ()()-19 8 1)I . May-Jun 1940. tow-out gear. ure o!l cor monufoctt. WITTER TOWBARS.net SZD 30 PIRAT.co. CHESTER CHS 2NY Tel: 01244 284500 • Web: """""". 07754 555504 . tow out kil. Flapped perlormance without the flaps.uk. ASW 15 perlormance.5m. £21 000 OVNO. Superb outfit. GAP trailer.net LS6c 17.scottishglidingcentre. See Lasham. many from 1953-1955 . £2000 ono. call + 44 (0) 116 253 1051 or visi t our secure website at WV'IW. 15m-winglets I 16. Majority surlaces re-gelcoated. May 1949. GAP. 01628 621422. Good trailer. fully instrumented and equipped. We also need: The Sailplane and Glider. Built 1960. Tel: 01536 485552 oHice. tow out. Further details: Nic Orchard. Sensible offers Peter Poole 01883 743196 (eves) 66 Contact: Tony Fidler Glider pilot for 35+ years 40+ years insurance experience Telephone/tax/write to : ANTHONY FIDLER & CO INSURANCE CONSULTANTS 27 High Street. parachute and frailer. Price: 30.6m lips. well inslrumented.co. Tel : 0 t 732 452092 6 inside front cover Severn Valley Sai !planes 66 65. 990 hours. 66 58 Shenington GC 20 Sky4 64 Skycraft Services 20 Southdown Aero Services 49 Southern Sailplanes outside back cover Stemme Motorgliders 13 Strong Enterprises 63 TaskNav so The Platypus Papers 58 Thomas Sport Equ ipm ent 16 TL Clowes/Cumulus 11 Turnpike Tecilnrcs 62 Witter 65 York GC 16 Yorkshire GC 30 Zulu Glass tek 30 Sailplane & Gliding . lightweight parachute.co.wilfer·towbars eo uk VENTUS B (1981-2100 hours) for sale in Belgium.based at Hus Bos. oxygen. S&G. Immaculate new gel (2001 ). full panel including Glide computer. Constructed in 1973 with only 500 hours. Secretary 0 1304 363111 email : ~~=U@ao. Many thanks to all who have already helped He/en Evans.uk pan el and lots of extras. 43 :1 UD well killed out. fr iendly club.450.t. Oxygen. Mar. canopy Jettlson safety mod and all seals.--·-TOWBARS TO TRUST e e EC Type Approved bor-. Please contact Pete on 01252 845105 or Sheila!Trevor on 01252 549861 IF YOU HAVE any issues of The Sailplane and Glider from 1930-1935 that you are happy to donate to the BGA for the editor's archive (or to sell to me for my own set). Lines PE12 908 Tel: 01406 362462 Fax: 01406 362124 9 62 Hill Aviation 30 Ideal Microsystems 54 Jaxida Covers 58 Joint Air Services 25 Lasham Gliding Society 15 London GC 14 Mclean Aviation 20 Midland GC so North Yorkshire Sailplanes 18 Oxfordshire Sporlflying 58 Ozee 65 Pilot Flight Tra ining RD Aviation/AFE 65 inside back cover Rem a tic 63 Roger Targett 50 Scottish Gliding Centre GLIDER/AIRCRAFT INSURANCE? 62 Cair Aviation Scheibe Falke VENTUS B. Privatly owned and good condition. Tel : 0131 226 3438 PHOEBUS B. Small.gliding .208:\ or -72()84 • F. SOARING. a.99 .00 VATat 17.~ow as a...uu !J~kul fu(!..r.~ow a.lte t p I Portable Constant Flow Oxygen System pnte from £276. special offers etc..... o 99 £599 £899 Jaxida Glider Covers ull fo~ latest p ' - Avionics and Installation enquiries call our Oxford Office: 01865 84 1441 .lnl!u tl:.00 Cloudmaster Kent+ £45..00 cw.00 LX 160 Varlometer ull or l. cw.5% Cloudmaster GA + £68.W£100 a..h ••fi. ru as £100 O. Order your copy free via our website UK AIM 2002-2003 I o £15 ..- a. 99 QS.. hundreds of new products..£100 Oww£100 0..95 Colibri Logger £599.-: r :..lil !: !Ji~ :\.00 LXSOOOFIA System Call for I st EDS Portable Oxygen System p.s from £845.r .! mJi!l 2002-2 0 FREE catalogue 80 full colour pages. Airpath and many others) OXYGEN EQUIPMENT (including cannula masks and lightweight kevlar bottJes) REFINISHI G L GH AIRCRAFr MAINTENANCE & REPAIRS . Becker.CAA APPROVAL No. HUNGERFORD.RING FOR DETAILS For more information contact: SOUTHERN SAILPLANES MEMBURV AIRFIELD. Extra. all available with "turbo" engine .SOUT C OF A INSPECTIONS MODIFICATIONS FROM MINOR MODS TO WlNGLETS & WING EXTENSIONS REPAIRS -MAJOR & MINOR TURBO INSTALLATIONS INSTRUMENTATION (including instruments from Peschges. Schempp~Hirth) COBRA TRAILERS (including spares) CONGRATULATIONS TO PHIL JONES ON WINNING THE BRITISH 18M NATIONALS IN A V£NTUS-2cr WE ARE ALSO UK AGENTS FOR SCHEMPP-HIRTH SAILPLANES: DISCUS 2 & UO DISCUS. ILEC. BERKSHIRE RG17 7TJ Tel: 01488 71774 • Fax: 01488 72482 Mobile 07808 328747 and 07774 429404 e-m ail office@southernsailplanes. RC Allen. Glasflugel. Winter.co. lcom. LAMBOURN WOODLANDS. Cambridge. IMBUS 4 & 4D ost av ilabl with elf I unching en ine JUMP THE QUEUE: OUR VENTUS 2 AVAILABLE THIS SPRING . VENTUS 2. Tost.freeserve. uk . Al/9130/87 (M3 + Bl) GL D & AIRCRAFr PARTS (including Robin. 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JarosGLIDING: From Passenger to Pilotby Steve LonglandWilbur and Orville: A Biography of the Wright Brothersby Fred HowardSoaring Pilot's Manual: Second Editionby Ken StewartWhy Fly A Sailplaneby Joseph Dobronski SR.Footer MenuBack To TopAboutAbout ScribdPressOur blogJoin our team!Contact UsJoin todayInvite FriendsGiftsLegalTermsPrivacyCopyrightSupportHelp / FAQAccessibilityPurchase helpAdChoicesPublishersSocial MediaCopyright © 2018 Scribd Inc. .Browse Books.Site Directory.Site Language: English中文EspañolالعربيةPortuguês日本語DeutschFrançaisTurkceРусский языкTiếng việtJęzyk polskiBahasa indonesiaSign up to vote on this titleUsefulNot usefulYou're Reading a Free PreviewDownloadClose DialogAre you sure?This action might not be possible to undo. Are you sure you want to continue?CANCELOK