SAl P A E& GLI INGAugust-September 1965 3s 6d

- -. '::----===---

WHERE ARE YOU?Keep your airfield recognition up to scratch by giving a nameto this airfield somewhere in Britain. If you don't know itor guess it straight off, here ar'i some clues to help you.

Operators in the, United Kingdom of the Shell.od the B?Avi.tion Ser",j~.J.

BAUA custom facllltlesavailable on request for

business pilots.Outbound flights only.

Hotel facilities availablenearby.

GOT IT YET?Here's another clue.

Motor cars. mortar boards.marmalade!

Car hire. taxis and busservices are I'eadily avallable.

SHELL-MEX AND B.P. LlD

Add the lifeblood of anyalrwrt-AVGAS 80and .AVGAS 100/130.

The height of the aJrfleldis 250 feet AMSL.

The gr,ass runway headingsare: 03/21; 13/31 and 10128.

The approach and towerfrequencies are 130·3 Mc/s

and 119·7 Mcls respectivelY.

Tbe ChiefEngineer incharge offuellingoperatlon IsMr. P. O'Hara.

The name ofthe Airpor·tManager isMr, J. Pooley.

'(UO;b JlIP!)/) fK>J:r:J:H,MSU",

SAILPLANE& GLIDINGOFFICIAL ORGAN OF THE BRITISH GLIDING ASSOCIATION

Editor: Alan Slater, M.A. F.R.Met.S.

Assistant Editor and Produc:tion Manager: Rika Harwood

Club News Editor: Yvonne Bonham

Advertisement Manager: Peggy Mieville

Committee: Phl1ip Wills Chairman, G. Harwood, W. Kahn, M. Bird

CONTENTS

Le. Championnats ..Ex-Directory AfterthoughtsFrom Lcszno by Phone ..Aviation Art at South CerneyGliding CertificatesV.S.A. NationaL.

Final Results . . . . . . . .South Cerney: A Critical Look at the ScorcsSouth Ce.rncy in a Nutshell ..Meleorology at South CerneyPractice Period .. . . . . . .World Gliding Championships 1965

Finlll Resulu ()pc:n Cia.. . .Final Results Standard Class ..

The BCC40F and Aitmcd Airlite HeadsetSome thoughts on South Cerney ..Gliding in Switzerland ..Kronf.eld Club .. . . . . . . . . . . . .How the R.A.F. Supported the World ChampionshipsIt's AU Yours .. .. . . .. •.

Coach and Capstan Instrueto...• CourseDutch National Contests ..Joltings on ihe ChampionshipsReftections on a Glide..O.S.T.t.V. CongressWestern RegionaL. . . . .ReportS from various DepartmentsThe KiIJiwake Project ..A Standard Instrument LayoutObituary: P. R. PinnigerCorre!.pondence .. . .

Club NewsService NewsOverseas News

F. L. HenryAnn Welch ..J. Wroblewski. E. ·Makui;P. M. SCOlt

P. G.· ·Burg~~sR. MWer ..C. E. Wallington

A. E.·Slater;·Rik"·HarwOOd

R. B",tt-KnowlesVeronica PlattH. R. DimockYvonnc Bonham

Ann Welch

j.. Th_ van EckP. A. Wills ..G. Camp ..A. StirnemannT. R. Garland

R. G.· ProcIC~D. Austin ..J. Stanley . . . . . .R. Rutherford. S. Rc··man. A.Deane-Drummond. H. D.mock

2752782832842!lS2862872882902912922963223233333363383393403423453463493503S2353356358359361

36\36637S379

Front CO"er Photo _ No. 1. Standard Class Champion. F. Henry: No. 2. M. Ritl·: No. 3. F. Kepk•.Buck CMer Photo - Cenlre. Open Cia.. Champion. 1. Wroblcwski: No. 2. R. Sp:in·s: No. 3. R.

KUl1tl.

Published by the B'itish Gliding Associati.on, 75 Victoria St,eet. london, S.W.! Sulliv.., 754B/9

P'inted by S. R. Ve"tage a. Sono Ltd.• Houndmills Estate, Blloingstoke, H..,t.

Vol. XVI No. 4

273

DART 15 was awarded the O.S.T.I.V. Priz:e at the 1965 World Gliding Championships

LES CHAMPIONNATSBy FRANCOIS LOUIS HENRY

(Translated by Anita Schmidt)

I feel as if the Argentinian Champion­ships took place only yesterday.

For two years they have seemed veryclose. Perhaps, now, they will fadeaway. Since that time, my mind hasbeen focused on the next Champion­ships. The main thing would be toqualify again. The selection was to bemade at the "Huit jours d'Angers ". Iwon tbis contest, but only just, and sincethen I don't seem to have done a sjnglereally good flight, which explains whyI did not feel very hopeful when Iarrived at South Cerney.

But it is, thank God, a competitionbetween ensembles - of crew + car +trailer + glider + pilot - and, themorale of the latter excepted, all wasready before the contest. My crew wasmade uo of Noel Loridan and Hen'eJosse; but during the first week we alsohad Jean Paul Lartigny, a glider pilotwith much competition experience. WhatI appreciated most was their quietefficiency and their warm-hearted under­standing of the very un-British .. self­uncontrol" of their pilot. I herewithoffer them my humblest apologies, butI cannot guarantee that I won't start allover again!

The trailer bad been designed byLacbeny, and is as pr.etty as it ispractical. I am almost sorry not to havemade some idiotic vache 10 km. awayto give us a chance to appreciate all itsadvantages.

The car was brand new and terriblyclean at the beginning of the Champion­ships, but my glider pilot's soul prefersit in its present "after the struggle"state; especially with that powerfulodour of the remains of packed lunchesaccumulating at the back ...

As for the glider, I dOD't know if itis really better than the others, but Ilove it, and there exjsts between us amutual understanding, begun during theMilitary Championships in 1964 anddeepened during the competition atAngers that year.

I would also like to quote Monsieur

Lamort, our Team Manager. ~ Andnow", he told us at the start of thecontest, "you are old enough to knowwhat to do ". Those words were spokenat the right place and at .the right time.

During our training iD France we flewunder every sort of condition; I keptsearching desperately for some sign onwhich to base my hopes, the ten vaehes(field-landings) 1 succeeded in making,all of them quite involuntary, did littleto encourage me. .. Heureusemenf. y ales copains . . ." (French pop song:.. Luckily there's always a Pal ...")

We arrived in England on the 21s1May and our first meal was not whatis known as "English cooking" inFrance. Nor bad our reception atLasham any of the British reserve wehad been led to expect (thank you forthat beer, Lefty!). In short, we wereutterly confused by the time we fell

Photo by David Seal/on.

275

Fran~ois Henrywatches Jackv

Lacheny at work.Courtesy of "Flight"

asleep in the bunkhouse discovered forU, bv Anita.We were still confused the next daywhen Cartry and I got lost on a localflight round the airfield and cnly suc­ceeded in pin-pointing ourselves overNewburY. Those weak English tbermalsfor:tuFlately reached 4 m/sec. that day.

The following day we began topractise at South Cerney. Or rather, wedid a little soaring and a lot of closeformation flying, to try and convinceourselves that the other machines werenot after all better than ours. Theremits garnered by our four team pilotscould never, incidentally, be made toagree. I myself managed yet again tola.nd out - near Swindon! - and thatat a time when .. locomotives wouldhave stayed up".

One practice task had taught me whatto expect. I had been forced to go backalong track for 20 or 25 kms. to stayairborne; such a thing had never beforebappened to me in a race!

And then. at last. the first contest taskwas on. I was exlreroely worried aboutbeing last to be launched, and whenhalfway through the launching periodtop cover spread in and hid the sun overthe airfield. this did nothing to reassureme. I think that I was very lucky thatday, since my race in pursuit of thesunny patch led me on to a slope whenI was down to 50 m.; and since, beforefinding another thermal, I had alreadyannounced my landing to my crew. Twominutes after I had landed near Kid­derminster a reporter appeared, armed

27(.

with an enormous camera. My badEnglish did not enable me to ask himwhence he had sprung, and this is aquestion I shall puzzle over for a longtime.

Tbe main characteristic of the secondtask was the "fog" and I will permitno one to say that there are no .. Auto­routes" in England: I remained vertic­ally above one for a large part of theway - I couldn't see anything else!It was also the first time in my lifethat I have had to change the compassreading 50° to get my bearings duringthe final glide.

I had been so afraid of collisionsduring tbis task that I much preferrednot to follow the other gliders on then~)Ct task. As the Gods were with me,I found the better thermals and madethe bene.r time; but what can 1 saywhen I am being congratulated?

Two observations on the fourth task,Free Distance. The first, a criticism:there are a great deal too many railwayseast of Manchester! The second: aheartfelt .. thank you" for Englishhospitality; I had hardly touched downwhen a car stopped next to my field ­a Mr. and Mrs. Wilson, returning fromthe seaside and on their way to ShipIcy(Yorkshire) about 20 miles away, tookme then and there into their kind charge.After having telephoned for me they in­vited me to dinner at a nearby hotel andinsisted on enduring my broken Englishuntil the arrival of my crew at 9 o'clockthat evening.

The race to Spitalgate caused me

N. LO~RIDAN

.277

Advl'rtisemmt

CANADA, ANYONE?

•••

Despite the close ties that exist, thisis not a satellite of America, as you mayhave thought. Neither is it a "back­woods" - Canadian glider pilots areregularly competing iF! World Contests,with quite creditable performances. Andyet, a lot of the equipment is boughtfrom American dealers - or it used tobe until now. Of course this meansdelays. high cost. difficulty with service,and the feeling of being the "smallbrother",

Now at last the Canadian pilot canavoid all these disadvantages. Tbere isnow a sailplane supply dealer in theirown country, handling as wide a rangeof supplies as possible. Manufacturersof glider instruments, oxygen and radioinstallations. accessories, and completesailplanes who wish to have their pro­ducts represented in Canada are invitedto contact the Ontaero Co., P.O. Box 26,Stn. 0, Toronto 9, Ontario, Canada.

Keep 'em flying!

I had already crewed for Henryduring last year's "Huit jours d'Angers".His invitation to do so again in theWorld Championships did not comeunexpectedly therefore, but gave me thekeenest pleasure. During the 12 yearsthat I have been gliding I have maderather more of a name for myself asground engineer than as pilot . . . andto be crewing for Henry constituted aunique distinction and honour.

I needed no special preparation withour equipment; what was required wasa stoic resolve to put up with his temperwhich would, I was sure, be quiteappalling for three weeks.

On the whole, all went well. Todayat last I take leave of the competitorand rediscover my friend - we are backon equal terms!

And two years from now, should thisbe possible, I shall be quite ready to dobattle again.

all about the organization of the WorldGliding Championships were the eyes ofits Director.PEAK SAILPLANES

AVAILABLE FOR HIGH·CLASS WORKAT COMPETITIVE PRICES.

Write for estimates for C. of A's.REPAIRS OR TRAILERS

CHAPEL-EN-LE-FRITH,DERBYSHIRE.

Tel. 2432

great uneasiness. More tban ever Iremembered tbe Argentine, and how, inthe second week, I bad lost all the leadI had gained during the first. I forcedmyself to the utmost prudence, and onlycame down once to 800 m., and tookan enormous safety margin to brave theonly difficulty on the way, a sea-breezefront - I only realized what it was onthinking back long after having flownthrough It. I recall being at 1,300 m.22 km. from the finishing line. Withthe wind behind me, this made yet ODemore arrival strictly not in accordancewith orthodoxy.

After several days which were hardlyf1yable we finally had the last task. Thisled us, following a crafty detour, intoSomerset. The final glide was in factmuch more frightening than the previousone, because of the tiny fields. Herethen we had the. well-known exiguity(littleness) of English fields, and J thinkthat the Organizers had just not had thetime to enlarge our 'eventual landingplaces, as they had so obligingly done'all around South Cemey.

That day the task had in reality been.a closed circuit race. The last leg, doneby car, brought us all back at high speedto the results board, where the landingplaces had been pinned on. Once more,the Gods had been witb me during thetask, on the road and on arrival.

It remains for me to face the hardestof all tasks [the author was thinking ofhis journalistic labours) and tbis is farfrom finished. Fortunatelv I have had3 weeks' holiday in Engiand before Ihad to brave this.

In conclusion, I am sure that I speakfor all my comrades of the French teamwhen. r say that what We liked best of

EX..DIRECTORY AFTERTHOUGHTSBy ANN WELCH

A FfER the long months of prepara­_ tion, it does not seem possible that,quite sudderrly. the Championships havecome and gone, that South Cerney isloo'king like an R.A.F. station again,and that almost everyone is back nomeooce more. From my own point ofview, the least good part of the meet­ing was that I did not have time to dowh-at I most of all wanted - to sit andtalk to everyone., .

The preparations were a combinedeffort of voluntary gliding club mem­bers and the R.A.F." and before I gofurther with this article, I would like tosay that we could not have had betterhelp and cc-operation than from Grp.Capt. Peter Ottewill and everyone elseat South Cerney. and from A. V. M.Chacksfield and Sqn. Ldr. Young at

M.o.D. in London. Nothing was toomuch trouble, no demands too difficuLt,and no chore 100 tedious for the R.A.F.It was wonderful to have such gener,ousand understanding help.

It would take much too much space tothank all the club helpers who gave uptheir holidays to work: I only hope t'heyenjoyed themselves. However, thanksare specially due to Derbyshire and Lan­cashire who ran the gliding shop, theBristol Club whe took on barographs,the Yorkshire Club for Information,Lasham for lots of things includingbeing a transit camp and an almost per­manent committee room, the Kent Clubfor loo-king after arrivals, the LondonClub for the public enclosure, and, notleast. all the clubs which gave up allt.heir key members to help in the middle

273

Mike Lanngreproduces a mapwith Thermo-FaxPho/,o SallyThQmpson.

of their own busy season. Our helpersdid not come only from England; inthe exceptionally busy last days beforethe start, four people from the otherside of the world swam into the orbitof the organization - and never stoppedworking from then on. If Australiawants to run a Championship,. can 1recommend Judy BJacket, Jenny Joyce,Laurel Anthony and Carmen Suter, withour grateful thanks. In the interpretingfield special thanks to Enid Paget fromParis, and Barbera Franken-Schargefrom Germany.

The Championships could not havebeen sllccessful without the generousloan of expensive equipment such asprojectors, copiers, calculators, cars,scooters, bicycles and the donation ofmoney and prizes, nor without the wop­derful way in which Cirencester town,and people who live near South Cerney,welcomed us all.

There are two people who I wouldparticularly like to thank; the deputydirector Frank Jrving, and' trouble­shooter and task-setter Bryan Jefferson.It would have been impossible to findtwo more able people, as easy to worKwith, and as quick and sensible aboutdealing with any unexpected matterwhich arose.

It is always interesting to see whatcan be learnt from Championships.Although in preparation one naturallytries to foresee all possibilities, and touse the experience of others, some thingsturn out better, and of course someworse, than expected. An example ofthe former was the Early ThermalWarning System. For many years therehas been discussion over getting glidersinto the air at the best time. The argu­ment for pilot choice is that the pilotshould retain the responsibility, to alarge extent in case the organizers getthe time wrong. The argument ford· ignated start is that all gliders canbe off rapidly into the same bit of air.The weakness of this in the past hasbeen the absence of real informationon the best time to start. If just tooearly, the first glider cannot stay up, a.ndmay sulfer by having to wait for anotherlaunch; and if too late, the last onesoff may have to cope with decliningoonditions. The E.T.W.S. we used atSouth Cerney took all the glless out of

P/IOIO by A. D. C. Turner.

the selection of start time. We usedtwo gliders, a single-seater and a two­seater with a met. man aboard. Thetask-setters at the launch Doint werelinked with these two aircraft, and withthe Met. Office (for temperature read­ings, etc.) by radio. By directing theexploration of the gliders and correlat­ing all their, and the ground, met. in­formation, it was possible to say GOat theearIiest time that it was possiblefor everyone to stay in the air. Exceptfor the day that never did become soar­able, the re-light rate was only about

279

2%. Linked with the moment of startthere is the problem in a big ,competitionof deciding how many gliders can beput in the local air at a time. If condi­tions are strong and likely to last allday, there is no problem, but in moretransient and weak conditions too manygliders simply reduce the chances ofeveryone to get away, quite apart fromincreasing the collision hazard. If twoClasses are flying with different tasks,these can be selected so that an appreci­able interval can exist between them.If it is desired, as it is in World Cham­pionships, to give both Classes the sametask, they must either take off at thesame time, or the second Class must bedelayed until local congestion is reduced.In our Nationals we have usually givendifferent tasks (deliberately, since thegroups are of different standards), butat South Cerney we found that a slightdelay in sending off the second groupdid not appear to be a disadvantageeither in carrying out the flight or makinga performance comparison. There isno doubt, however, that the opportunityfor short out-and-returns in moderateor weak weather is reduced in largecompetitions, owing to opposed trafficcongestion near the turning-point. Ifthe raCe is over 200 kms. long, aircraftwill be better separated; but if only100 km. the collision risk becomes aserious task-setting consideration. It isin this respect that it is hoped thatC.V.S.M. will re-in'state the broken legwith two turning-points. In manycountries, Championships also providethe opportunity to gain national recordsor qualify for Gold Cs. Because afailed triangle no longer counts,although a failed out-and-return does,there will be a temotation to set out­and-returns instead of triangles.

Pictorial briefing provides a simpleanswer to the language rroblem, as wasshown by the absence 0 questions. Thiswas particularly true with the personalmet. information. Even with this, how­ever. some information in words ontrends and possjble changes needs to beprovided by the meteorologist, whichcan raise a big interpreter problemowing to the specialised and imprecisenature of the subject. This problem wassolved for us at South Cerney by thekindness of ,the visiting met. men from

200

France and Germany. Future organisersmay well find their lives simplified byputting such co-operation on an officialbasis.

In recent World Championships thepilot and his glider have been backedup by increasingly sophisticated groundorganization. The start of all this wasa sensible and practical radio link be­tween the glider and the car. The objectwas competition between individualpilots, and the radio link helped this byreducing time and energy spent onretrieves. Since then, two devdopmentshave taken place. Pilots have learnt toassist each other by flying in pairs, teamsor combined teams, and the simpleradio link has changed into a complex

..

.\

Aids and controls.system of aids and controls. These in­clude D.F., numerous outstations givingweather data, calculations and otherhelp, with big base stations able tocontrol not only the outstations butthe strategy and tactics of the pilotsthemselves. This adds up quite simplyto one thing: Championships will nolonger be contests between individualpilots. This may be what is wanted, itmay be the natural future of the sport,but if we feel that championship's glidingis essentially the individual pIlot usinghis machine to achieve the best flight ofwhich he is capable, then before thenext World Championships the wholematter of external aid and control mustbe discussed by C.V.S.M. and actiontaken. It is in this sort of maller thatC.V.S.M. is especiarIy important, as it

Sophisticated ground stations.

to condense world-wide has given to- soaring.At the end of the Championships,

while the winners were choosing tneirprizes, we talked about the possibilityof Euwpean Championships, to takeplace in intervening yeJirs betweenWorld events. There is no doubt thatWorld Championships have becomelarge, expensive and f:;oml'licated. ThISis not unnatural, but It redlJces thenumber of countries who will be willingand able to run them, which in turnmeans that many fine pl'a.c~s wql. belost to international competitIOn glidlOg.We ftlt that there was now a need forsome championshi~s which would berun much more as a camp. The costshould be kept low, accommoda.tjon intents. with briefing in the open air. Thenumber of gliders should be limite~. to40-50, and tne purpose, good oompetItlonwithout complication. There would bemany European countries who could runsuch a meeting, including Holland,Rumania, Switzerland, Austria, Sweden,Denmark and Hungary. With about 17co~untries to choose from, and Cham­pionships only every second or thirdyear, it would be necessary for ~be hold­ing country to frustrate Its ownNationals only about once every 30years! International gliding has alwaysbeen fun, but 2-3 weeks in tw~ ye~sis so little. European Champl(l~shlps

run on simple lines could prOVide agreat opportun~ty not only fo~ moreinternational flying, but for 'trymg outnew and different ideas.

is in a positionthought.

This year it was noticeable how theaVerage age of the top .!Jilon; had gonedown; further, ,that in the Open Classthe winner, Wroblewski, and in t~e

Standard Kepka, had never flown mWorld 'Championships before. Theaverage age of the top eight pilots was30.6 years. For any cQuntry .to h~ve

such pilots means that n!J~ only .Its tram­ing methods for competition flymg mu~t

be good, but to have got. through theirbasic training, and acquired sufficientbackground. ex;periem;e in the ~ew yearssioce they started, shows the el(lstenc~ ofex.cellent opportunities for young pilotsto get on. It is it;1corr'ect to ~ay thatit is not possible Without extenSive sub­sidy, although this h~lps: Much moreimportant is the realisation tha~ goo.dadvanced training for youl)g. pIl.ots ISessential for the future of glIdmg- m anycountry. Even if we cQuld financiallyassist those in Britain, we have atpresent no lldequate machinery fordoing the job.

The 1965 Championships againshowed a triumph for the Standa.rd -Classconception. The Open Class glid~r~ onbalance seemed to have surpnsmglylittle advantage even in moderate con·ditions compared to new and refinedStandard !lircraft. Even if the fifteenmetres now sprout 17 and 18 metrewings, this can never take away thedesign .stimulus that the Standard Class

281

With the Beagle Husky, take'·af! acceleration is rapid. TrialGETin widely varying conditions have sMwn that even when ,fully loaded, the Husky is airborne after a run of only175 yds. This abundant power together with fullpanoramic visibility makes the Husky ideal for towing either ' '.' .

s/:ngle or two.sea.t Sailplanes. In {light, thG0-'~fV"6..alfcra{t IS easy to handle., ,for harmonyof control and stabilities has. been . . .achieved to an exceptional degree. Going .gliding? Then get gQing with a safe, 'fast Beagle Nusky. .

W/THA BEAGLE HUSKYIdeal f'or glider towing

BEAGLE AIRCRAFT LIMITEDSHOR1:HAM AIRP,ORT SHOREHAM·aY·SEA· SUSSEX, TEl.EPHONE: 2801REARSBV AERODROME . REARsav . LEICESTERSMfRE • TEl.EPHONE: 821

Translated by J. K. PRZEWLOCKI,Polish A.F.A. Gliding Club

JAN WROBLEWSKIOpen Class Champion 1965

W ELL, I am very happy to havemade it, but thrill No. I came

earlier when I was selected for the team.I was very apprehensive about the fam­ous English conditions one hea~d somuch about from friends who hadvisited Albion before. Luckily, as thecompetitions went on I forgot what Ihad heard. Conditions proved better thanI feared; in particular the cloud basewas higher than what we were lead tobelieve. t was, of course, worried aboutnavigation, too, but the numerous aero­dromes took care of this worry. Con­stant anticipation of much.·feared se.abreezes was fairly killing and my sym­pathy goes Ollt to Wally Wallington inhis job of forecasting. In perspectivethe whole competitions were great fun,largely due to the excellent organisation.It was mv first trio abroad, but with allthe loca( Polish gliding types around Ithought I was really flying at home.

FROM LESZNO BY PHONEImpressions of South Cerney

eOWARD MAKUlAOpen Class Champion, 1963

I approached the Competitions withgreat apprehension of English condi·

tions. However, I found them good; but,of course, the cloud base was lower thanat home. Navigation also was no prob­lem. Organisatioll was first-class and theEnglish people much f'riendlier andwarmer than is commonly believed out·side. The general atmosphere among thecompeting pil,ots was very sporting; alsothe fullest marks to the tug pilots.Among the pilots I rated highest wereWroblewski, the two German pilots andthe host team. On reflection. I am sorrywe did not bring our hot Open Classmachines, as at times when conditionswere strong the Fokas did not aIlow usto compete on equal terms with someof the super ships. On the whole, judg­ing from the points spread around me,I cannot say I was out of luck. Thepossibility of freak results followingfreak conditions was my main concern,but there was none of that.

In conclusion. I am satisfied with myresult and I congratulate the organisersfor making it a real World Clas;; event.

L. to r.• T. Rejniak (Team Mal/ager), E. Makula. J. Dankowski. J. Wroblewski.

283

AVIATION ART ATSOUTHCERNEV

By PETER SCOTT

T HE Kronfeld Club's Art Exhibitionat South Cerney seemed to me to

have a character of its own almost inthe way that a one-man exhibition hasa character. It is manifestly no good try­ing to explain this by saying that thepictures were mostly painted by glidingtypes who all have the same sort ofcharacter. It would be hard to find amore diverse group of individuals inany field of human endeavour, so itcan't be that. Was the secret perhaps inthe eye of the beholder? It has beensaid that 'To succeed in painting apicture, the artist must have somethingto say and the beholder must be ableto hear it'" Most of us who saw theexhibition were half-way to meet thepainters when we walked in. We sharedwith them the enthusiasm which broughttheir paintings into existence. Werecognised the heartbreak of the pilotstanding beside his glider as his oppo­nents thermalled above him, the exhilara-

tion of skimming over a finishing lineat lOO knots, the promise of distantgliders circling ahead as one emergesfrom a belt of grey c1ag. These andmany like them struck an answeringchord. The artists had said somethingwhich we as gliding types could hearand understand. By definition the pic­tures had succeeded.

Within what I regarded as a gener­ally rather high standard of technicalcompetence there was a great range ofstyles from the frankly photographic tothe uncomprisingly abstract, and per­haps this too accentuated the characterof the exhibition. Personally I couldhave done with more "impressionism"and more abstractions, but, of course,there were those who said they couldhave done with less. Either way theexhibition caught to a remarkable degreethe atmosphere of the atmosphere andof our particular business in it. Its suc­cess was reflected in the fact that ofthe 158' oictures on show no less than83 were - sold and fetched a total of£1,244. Yvonne Bonham, Margarct Kahnand the Kronfeld Club are to be greatlycongratulated on having organised afirst-class accompanying feature to theWorld Championships - Margaret as

A nil Welch explains her "Thermal" painting to Peter SCOll. Phoio SoU)' Thompson.

284

well on having herself painted sOmeexquisite c1oudscapes.

NOTE.-The next exhibition and com­petition will be held from the 3rd-27th

ovember, 1965, at the Kronfeld Club.re you wish to enter, write for furtherdetails to Mrs. Yvonne Bonham, 14Little Brownings, London, S.E.23.

H. C. G. BUCKINGHAM

As we go to Press, we have learnedwith great regret of the sudden death ofMr. Horace Buckingham, head of thefirm of EHiotts, of Newbury, producersof the famous Olympia series of sail­planes. An obituary notice will appearin our next issue.

GLI 01 NG CERTIFICATESDIAMOND FOR HEIGHT 1573 D. R. C. Scottish 14.2

o. Name Club 1965 Mackay3/42 R. A. Mann Scottish 14.2 1574 R. Butler Bristol 14.23/43 K. V. Newholm l.aarbruch 17.1 1575 Valerie Wyles Scottish 15.23/44 D. D. Twigg Phoenix 17.1 1576 B. W. Brighton Newcastle 14.4

1577 F. K. Birkett Derbv &DIAMOND FOR GOAL Lancs. 27.3

o. Name Club 1964 1578 J. O. Smith Ouse 11.4

2/174 V. C. Carr Leicestershire 22.8 1579 A. J. Burton Surrey 16.4

2/175 A. S. H. Fisher London 4.7 1580 G. Jones RE.A. SilverWing 24.4

GOLD C COMPLElE 1581 M. D. Collins Surrey 13.41582 B. F. Dobson East Midlands 24.4

No. Name Club 1965 1583 J. Harris Devon &134 K. V. Newholm Laarbruch 17.1 Somerset 29.4

GOLD C HEIGHT LEGS1584 D. N. Jesty Heron 29.41585 R. J. M. Scottish G.U. 4.4

Name Club 1964 ClementC. S. Lister Doncaster 30.5 1586 R. A. Foot Heron 30.4L. Muncaster Four Counties 9.8 1587 A. Morris Derby &1. B. Goldborough Yorkshire 8.8 Lancs. 24.4J. Adam'S Oxford 20.6 1588 J. A. Martin Mendips 27.4

1965 1589 L Bellamy Ouse 28.6K. V. Newholm Laarbruch 17.1 1590 R. A. Bremner Devon &H. Orme Laarbruch 15.1 Somerset 29.4T. A. Darrdie Scottish 14.2. 1591 J. N. Young 641 G.S. 24.4D. D. Twigg Phoenix 17.t 1592 D. R. Owen Bristol 9.5S. J. Warwick- Scottish 14.2 1593 T. G. Bobbin Clevelands 9.5

Fleming 1594 1. G. Smith Four Counties 15.51595 D. W.H.

GOLD C DISTANCE LEG Roberts Oxford 9.5

Name Club 19641596 B. R. Beale Surrey 2.51597 C. E. Twiston-

A. S. H. Fisher London 4.7 Davies Bristol 18.5

SILVER C CERTIFICATES1598 G. J. W. Bicester

Burchel1 RAF. 19.5No. Name Club 1964 1599 A. M. Rose Ouse 20.51571 D. W. Paton East Anglian 27.9 t600 J. P. 8. Mason Surrey 20.51572 B. Fitchett Leicestershire 22.8 1601 P. Kevan Bicester

1965 RAF. 20.5J568 W. H. Maltby Chilterns 13.2 1604 R. M. Johnston Moonrakel's 22.51 69 E. Higgins Scottish 3.1 1603 D. A. Cameron Bristol 5.61570 A. O. Boyle Southdown 31.1 11604 J. P. Whitehead Scottish a.u. 19.5

285

U.S.A. NATIONALS

O~ 29th June the 32nd National Soar­mg Contest was opened at Adrian.

Michigan, in the presence of the StateGovernor, George Romney.

Launching of the 69 competitors beganat 11.15 for a three-legged task: 77 milessouth to Lime. Ohio, then back toAdrian, then distance along a linesouth-westwards through Bryan, Ohio.

After the passage of a weak slowing­up cold front, tbermals were rather weak'and those who c,ame back for a secondlaunch after 3 p.m., including Schreder(who had gone 28 miles>. found a use­less overcast sky. George Moffatt, ina Standard Austria SR-I, made the bestdistance of 130 miles, and Wally Scouwas second with 114 miles. A visitorfrom Canada, John Firth (formerly ofthe Cambridge Club in England),' was5th.. Two machines were damaged on land­1I1g and one on the road.WED~SDAY, 30TH JUNE.-Eight tugs

launched 66 competitors in 67 minutesunder a sky in which broken cumulushad replaced stratus. An but 5 or 6competitors got away from their firstlaunch on a Free Distance task.

Winner, with 273 miles in a Sisu lA.was Dale May, who had been in 58thplace the day before. though Moffattwas still leading with 1,915 points. BenGreene was 2nd and John Firth 3rdboth in the daily and overall scores. 'Sothree Standard Austrias led the field.

Aggregate distance, 10,675 miles.SATURDAY, 3RD JULY.-After a rest day

With good dry thermals and then a dayof warm-front weather, a Goal-and­Return race was set to Van Wert air­port, Ohio, 74.8 miles to the S.W., andback_ Cumulus started earlv and Schrederwas first off at 11 a.m. 'in his HP-l2,into a W. by N. wind of 20 kt. Watchersat base saw a white haze gradually re­placing the cumulus to the S.W. butwere relieved when the German visitorHans-Werner Grosse, was first in of th~15 who made iL Scbreder won the dayat 35.15 m.p.h., Paul Bikle was 2nd ina Prue Standard with 33.96 m.p.h., andGrosse 3rd in his Ka-6E at 31.87.

.Moffatt still led ov~rall with 2,85] pts.,wl,th Grosse, 2,737, m 2nd place. Firth

286

did not finish and sank to 11th overallthrough not realising that weak thermalswere the oIily ones left on the last leg.

SUNDAY. 4rn JULY.-With a 10-knotwest wind, a 144·mile triangular racewas set, with the 1st leg going S.W. andthe second N.W. Dean Svec in a Sisu lAmade the best speed, 44.28 m.p.h. Mof­fatt was second best and kept his overalllead. Chuck Hauke zoomed uo beforereaching the finish line (cf. Baeke atSouth Cerney) but crossed it in the sub­sequent landing.

MONDAY. 5TH JULY.-The task wasGoal-and-Return to Van Wert (74.8miles), back to Adrian, and then freedistance. Towering cumulus were addedto by a cold front, and as Firth wasthe only one to manage even the out­and-return, he won the day with 1,000points far 178 miles, reaching 4th place,overall.

TUESDAY, 6TH JULY.-Moffatt won a93-mjle triangular race at 33.3 m.p.h."Weak, progressing to miserable ther­mals" were predicted, with an inversionat 4,000 ft., and only half the pilots (33)completed the triangle.

THURSDAY, 8TH JULY.-Following arainy day, today dawned bright with aprospect of moderate thcrmals and scat­tered cumulus. It was the last contestday, and the task was a 161-mile triangleplus free distance for those who com­pleted it. who actually numbered 25 outof the 64 who flew. Rain at the secondt'brning point brought down the laterstarters or tbe slower fliers.

Grosse not only won- the day with284 miles but displaced Moffatt fromthe lead, and Svec overtook him too.Firth made 2nd best distance with 282miles (121 beyond the triangle) and heldon to 4th place overall.

We are indebted to Roy R. Winn,editor of the Contest newsletters, forsending a complete set from which thisaccount has been compiled.

THE JACK EMMOIT PRIZEMr. Jack Emmott, whose £50 Acro­

batic PFize is no longer competed for,has generously offered the same amountto be divided equally between the win­ners of the five Regional Contests.

FINAL RESULTS

Final Sailplane June JUICI! JUll' Jul.l' JulyJ';/r.

Jur)'

ITOlol

Place Pilol 291h 30111 3rd 41h 51h 811r

I H. W. Grosse (Gcrmany) Ka·6 E 829 940 968 888 804 829 IGOO 6.2582 D. Syeo Sisu lA 821 904 960 1000 720 915 921 6,2413 G. B. Moffat Std. Austria 1000 915 936 927 757 1000 697 6.2324 J. Firth (Canada) Std. Austr:a 830 944 356 924 lOOO 804 992 5,8505 P. B kl, Prue S:d. 754 817 969 771 709 743 839 5.6026 R. W. Mozer Ka·6 E 848 882 816 580 635 813 891 5,4657 C. G. Ray Ka-6 CR 730 917 723 854 663 603 726 5.2168 B. Grcene Std. Austr:a 862 980 434 368 764 875 845 5.1289 R. E. Schredet HP-12 255 420 1000 '893 720 826 976 5.090

10 W. Scott Ka-6CR 876 364- 436 851 663 917 911 5.01811 K. Gerstan Ka-6CR 589 925 725 746 674 808 412 4.87912 R. Scmans 1-23H 720 786 812 717 770 292 712 4,80913 J. M. Karloyich Skylark 4 589 824 435 681 610 784 859 4.78214 W. H. MuUcn Ka-6 CR 626 907 338 711 708 651 731 4.67215 C. MearS Prue Std. 342 776 313 149 647 891 894 4.61216 J. Bicrens Ka·5 752 878 148 754 666 698 635 4.53117 W. C. Holbrook Std. Austria 489 370 815 859 522 766 703 4.52'418 C. Dcrujinski Sisu lA 195 804 903 812 712 406 656 4,48819 J. D. Ryan Sisu I. 589 666 429 887 662 822 408 4,46320 D. S. May Sisu lA 169 1000 843 901 757 82 566 4.31821 B. M. Carris 2-32 231 708 435 776 672 816 648 4,29222 J. J. Randall Ka·6 CR 589 707 299 699 610 814 566 4.28423 R. F. Hupe Ka·6 CR 328 249 736 775 ·650 870 648 4.25624 S. £ckert Ka-6 CR S64 923 338 614 610 436 684 4.22925 C. D. Herold Ka-6CR 253 850 422 666 672 439 756 4.08826 G. A. Wheeler BO-I2C 508 8RO 0 760 644 863 414 4.06927 E. F. Bya.. Std. Austria 180 327 435 753 695 819 768 3.97728 S. W. Smith 1·21 615 307 315 722 663 672 641 3.93529 &. Briesleb BG-12B 535 362 334 769 666 730 500 3.89630 N. Ridenour Pruc Sup. 293 344 366 122 752 803 524 3.80431 D. Zauner Ka-6 CR 554 838 834 368 610 264 334 3,80232 B. B"cbe Foka 373 287 800 719 649 434 383 3.64533 C. K. Haukc K··6CR 589 371 445 755 640 787 49 3.63734 P. A. Schweizer 2-32 562 320 335 755 674 439 535 3:62135 8. F. Sparks 1-13H 251 798 393 626 666 393 340 3,46736 T. W. Smith 1-29 395 600 346 417 680 599 419 3.45637 J. G. Kuhn Ka-6 BR 589 463 340 774 650 11 563 3.45038 L. A. Pbillips Ka.8 558 353 183 611 621 702 404 3,43239 J. M. Robertson Ka-6CR 108 730 441 719 662 317 373 3.35140 S. J. Bcnnis 1-23H 535 532 299 292 610 678 398 3.34441 H. P. Boycnkerk 1-23 462 608 225 368 467 769 399 3.29842 J. C. Wr'ght Sisu lA 133 859 355 861 663 80 346 3.29743 J. W. Lcland Ka·6 VR 133 849 296 398 610 371 586 3.24344 S. V. Starr 1-23 mod. 178 716 115 755 361 377 628 3,19045 J. C. Slack 1.0-150 523 806 354 425 660 141 280 3.18946 L. P. HUntcr 1-23C 182 639 794 360 610 621 404 3.11047' R.. A. Chase Std. Austria 178 J91 325 365 689 64-6 383 2.97748 P.Pallmcr Prue Sup. 374 6S8 109 616 610 I$~ 364 2.92749 R. N. Si.ley Ka-83 479 192 157 597 507 624 300 2.85650 J. F. Emons HP-II 130 243 287 756 610 438 383 2.84751 V. Per·c~ HP.I] 242 677 345 399 657 127 351 2.80852 G. F. Squillario Ka-6 CR 186 78 263 591 610 432 411 2.57153 V. W. Oldcrshaw O:ymoia 2 506 0 156 701 651 154 394 2 ..56154 R. T. Coapman K.·6CR 92 694 119 579 562 127 350 2.52355 W. B. Cannon 1-23H 215 337 225 378 641 174 516 2.48656 R. W. Jackson 1-13H 100 725 155 157 602 229 342 2.31057 l.. R. Rohr 2-32 518 281 134 292 610 141 325 2.30158 G. Giancllani Skylark 4 115 588 299 201 579 127 325 2,29459 J. J. Hill Ka-6 CR 254 135 261 245 592 280 383 2.15160 L. Gchrlein 1-26 mnd. 509 613 71 n 252 17\ 3M 1.98161 E. A. Steinhoff Ka-6 eR 242 354 137 245 420 62 267 1.12762 W. H. Coycrdale. Ir. Hp·11 157 153 33-1 273 228 237 219 1.60163 D. AndcTson l<a-6 eR 495 538 421 0 0 0 0 1.45464 R.. D. Stouffcr 1-'6 0 476 63 165 118 127 149 1.30865 W. J. Smith BG-I2A 232 414 38 221 383 0 0 1.28866 W. K. Hccrman Ka-8 0 0 12 445 470 150 0 1.03867 M. C. Cru.e Proc 115A 82 0 15\ 128 168 127 156 RI568= E. H. Seymour Ka-6 eR 578 0 0 0 0 0 0 57S68= S. Dupont Hp·IO 98 84 137 112 50 51 46 578

287

SOUTHCERNEY:A CRITICAL LOOK AT THE SCORES

By P. G. BURGESS, British TeD-m Manager

TT was becoming obvious towards the.1. end at South Cerney that whilst ourpilots could equal the field on the dis­tance days, they were being consistentlyoutflown on the race days. An analysisof the speeds achieved on c<lrfipetitionrace days numbers 2, 3 and 5 confirmsthat either our pilots or our glider manu­facturers (more likely both) have stillsomething to learn if we are to equaleven Standard Class Fokas and Edel­weisses flown by Poles and Frenchmen.The relevant average speeds for the daysmentioned (i.e., ignoring CompetitionDay One) were:

k.pJJ.Average speed of day winners

(both classes) - - 73.1Average speed of the two World

Champions - 68.1Average speed of the four Britisb

Pilots - 60.2

The lower speed gives losses of 23 and35 minutes on the higher speeds for a3-hour, 20o-kin. task, or between 140and 190 points on a 600 speed point day.(The average speed of the four British 'Pilots was 66.8 k.p.h.)

There were some at South Cerneywho suggested that future British Teamsshould take a leaf out of the Polish bookby giving a good deal more serious atten­tion to pair flying and pair flying trainingthan hitherto. On the other hand, theperformance of Henry in the StandardClass and the fact that the French Teamwere not pair fiying, except casually, in­dicates that the lone wolf can still winthrough. In fact, in the British camppair flying was used whenever convenientand whenever two or more pilots of theBritish I Irish entry were close to ,eachother. (Ghastly thought, was it ethicalto. ~ir-fly with the Irish 7) What wasmlssmg compared with the Poles, whoseteam had three weeks' practice togetherbefor.e. South Cer~ey, was the previouspractlsmg of definne techniques of pair

288

flying by our pilots. The only explana­tion of the quite superior performance ofthe whole Polish team would appear tobe an ability to search out strongerthermals more quickly than most Therehas been no suggestion that the PolishF<lkas consistently outclimbed others inthe same thermals, nor has it been sug­gested that the Foka 4 has a noticeablysuperior glide angle.

To ge,t all this into perspective, it isnecessary to quote aggregate scores ofpilots when marked on a combinedClass basis. Table I shows the aggregatescores of the four leading countries andTable 2 shows the place and score ofthe first 14 pilots when marked on acommon basis (recomputed throughoutas a one-class competition to slide ruleaccuracy only).

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TABLE r. Aggregate Scores of Leading Counuies. SOlllh Cerney. 1965-Coulllry Aggregate AggregaJe of

Scor.e Class PlacingsI. Poland 19,445 122. West Germany 18,324 273. Gt. Britain 18,069 274. France 17,961 26

TABLE 2. Combined Class Marking, South Cerney. 1965Pilot Glider

Pilot Country Class Class ScoreI. Wroblewski Poland 0 S 50402. Spanig W. Germany 0 0 49653. Kuntz W. Germany 0 0 48704. Makula ... Poland 0 S 47955. Kri;znar Yugoslavia 0 0 4790

=6. Henry Fran.ce ... S S 4630=6. Williamson Gt. Britain 0 0 4630

8. Goodhart Gt. Britain 0 0 45159. Ritzi Switzerland S S 4480

10. Cartry France 0 S 438011. Popiel Poland S S 4285

=12. Kepka Poland S S 4235=12. Burton Gt. Britain S S 4235=J2. Yeates Canada 0 0 4235

It will be noted from these tables thatPoland are out in front on aggregate,that they are the only country with allfour pilots in the first 12 (or 14 if youwish) on the combined list. and thatHenry of France has dropped from firstin the Standard Class to equal 6tb on thec mbined list.

The conclusion which One is forced 10draw (and not necessarily reluctantly) isthat carefully practised pair flying tech­niques payoff handsomely. In the threeWorld Championships from 1960, Polandhave earned two first places. 2 seconds.3 thirds, 2 fourths, and I twelfth place.They also won the first Standard ClassWorld Championship on home groundIn 1958. No other country has anythinglike such consistently high placings.

ive years ago. after Bl}tzweiler. Annclch (SAILPLANE AND GLIDING. August,

1960) wrote of her conviction of thenecessity for carrying out intelligent andproperly organised research into pairfl}lng in view of the undoubted successof the Polish pair flying in the 1960~orld Championships. The only reserva­tions. held on the subject concerned thePOSSIble danger of piJots grinding eachother into the ground. These fears appearunfounded and, in fact, tbe reverse seemsto be th~ case.

Other thoughts which come easily tomind at the end of three weeks at SouthCerney (excluding comments on theweather and the general excellenc.e ofthe organisation) include: that wastedrest day afler the free distance (will weever be rid of th is task?) ... the unfor­tunate choice of task on the last daywhich probably robbed Spanig of a winin the Open Class ... that magnificentscore board which was occasionallyphotographed but seldom looked at ...the difficulties of presenting start time,etc., information to base teams and spec­tators . . . over-lengthy opening andclosing ceremonies which consume twodays of competition flying . . . waiting.for more pilots to pass 2X on 10th June­. . . the tremendous success of the Pyeradio equipment and the spectator{baseteam interest it provided . . . BritiShTeam skirmishes with Organisers, Stew­ards, International Juries ... the Met.man who said "No, that patch of cloudwill be of no significance to this task­it's not there according to our charts"... Letskiss (or the-er beggars' shuffleas Brenning James christened it) ... andso on.

Otherwise. on behalf of the British­Entry, many thanks to all who had any­thing at all to do with making SouthCerney the success it was. ..

289

SOUTH CERNEY IN A NUTSHELLBy RICHARD MILLER

. . . from the time of the Chipmunkascent at 0600, a round and a revel,rounded with revelations, revealed in theround of faces passing interminably,the intenninable circuit of breakfastand briefing, rigging and regulating, fromths; flight line to operations, to the bar,to the mess, to the press room, to theNAAFI, to the competitors' club.. 'Chutes, like cumulus, stories as end­less as the faces; about retrieving awhale from Wales, towing behilld analc car.rier, about Slingsby's SoaringSimians, about a map of operationalnudist camps and swimming pools ...

Church notices, queueing for the posttwice a day, Met sheets and task sheetsto read at briefing each morning, asignal and the cartridges of two dozenChipmunks fire like the crackle of gun­fire in a Western emitting puffs ofsmoke; the low moan of sailplanesoverhead, solo early in the morningduring the Osnv testing (and wakingWally Scott), in a chorus later in theday, 33 or 34 together in a single ther­mal; songs of all the nations on theP.A. system and the Letchkiss, theanthem of the Internationals; Huthhopelessly down the list after two baddays but undismayed and in undimin­ished spirits; Gupta, dark and taciturn,willing to pay whatever fine is requiredfor decapitating white women with aKa-6 wing; Spanig watchful and watch­ing, Burton quiet and ticking, Walling­ton met briefing with an appropriateurnbrella, the search for 600 wId sand­paper for wing smoothing which com­promised, in the end, on some govern­ment issue toilet paper; a thousandfoul remarks about the weather; tripsaround the perimeter track by day andtrips around the perimeter track bynight; Dick Johnson's conviction thatllothing, but nothing, will outclimb his'Skylark 4; Schreder scratching his hC'ldover a newspaper headline proclaiming~. HP Buyers Face Squeeze" ; the.coveted 10-gallon hat of Brittinham (andhow he almOlit lost it); the girl whowanted that hat (and how she almost

;l90

lost it); Cardinal pym at Nymphsfieldand those who joined his crew; the barepoles one morning where the flags hadbeen and the other morning when theDirector's car was on the stage daisduring briefing (and other .assorted may­hem); two YorkshiIe lasses, one whodwelt in airy palaces and danced tofairy tunes, one pagan and primitive'Doe Slater's Eine kleine Nadrtmusik:a tour de force and the most appreci­ated performance of the lot; Capstans,the Blanik, the Ka-7's and the T -21 onconstant circuits; Red Wright explain­ing how to get a chaw of chewingtobaccy out of the port window of aDC-3 by aiming it at the compass;ladies at the bar with their bitter in themorning; the good strong handshakeof the English women; a mad trio, dis­cussing con brio, sailwing battens footlaunching, inflatable surfaces; the PeptoBismol pudding in No. 2 Mess; PeterScott, landbound, identifying a babyblue Titmouse fallen out of the hangarrafters; church notices, Batman (tryingfor an M.B.E.) christening the D-36.. Gummifi\!get" and the M-30l .. Lilly­belle"; the .. Ovaltine" and .. Long­ine" trailers; the feeling of being wornout from doing nothing; the exchange­'barter of books for ties, ties for lapelpins, pins for cuff-Links and anythingof value for the thing you most wanted;Dommisse, rich-voiced, explaining hislatest scoring scheme; the party theIrish threw and other forms of self­mutilation; visits to the Roman ruinsand the barbecue at Lord Bathurst's;comments on the use of omni andhoming-gear, musical crew members;cowboy in his cups . . . behind andabove it all the unflagging administra­tion.

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taining Yearbook, which was sold outat the B.G.A. stall at South Cemey, isnow ,once more obtainable from theB.G.A. office; price 17.s. 6d., or 18s. 6d.including postage.

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World Championships 1965

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METEOROLOGY AT SOUTH CERNEYBy C. E. WALLlNGTON

O N many days during the WorldChampionships at South Cerney

we were very unlucky with the weather.he situations were complicated and

often only a very slight change wouldhave been needed to transform the dulldays into excellent contest days withgood thermal conditions. But althoughwe were not able to show our visitorsEnglish weather at its best, at least wemanaged 10 get six excitingal'ld fairContest days'. The first contest day, tl1erace to Cosford was set on the basis ofa forecast chance that conditions wouldimprove just long enough for a desig­nated start. This came off, but withoutthe "thermal snifting", the met. recon­naissance flight and the launching system,we would not have been able to takeadvantage of the situation.

Two new aids for World Cbampion­ship briefing were used. Every pilot and

team mariager was issued with a copyof the local and route forecasts during,briefing. Special symbols were used. andkeys were issued in English French andGerman.

Valuable assistance was also providedby Norbert Gerbier of France and Dr.Waiter &:hulte of Germany who did themet, briefings in French and German.

'fnterpretating a gliding forecast is verydifficult for a normal interpreter; thejargon is strange, and so much dependson conveying the right shades of mean­ing and the right stresses on the elementsof a forecast. Gliding forecasters whounderstand each other and their audi­ence are necessary for the job.

Two other forecasters, Peter Wickhamand Brian Hunt, also deserve somethanks for their work behind the scenes_In a Championships of this size andcomplexity the Chief Meteorologist tends

291

to be more of a spokesman for the met.team rather than an individual fore­caster; while he is discussing the weathersituation at task-setting, at briefing andat the launching point he needs the back­ing of expert forecasiers to keep himsupplied with the relevant up-to-datedata.

[Mr. Wallington's weather notes onthe individual days are included. initalics, in the general account of theChampionships.-Ed.]

PRACTICE PERIOD

SOUTH CERNEY was open to visit­ing teams from Saturday, 22nd

May; but for many of them that wasnot the beginning of soaring practiceover England, for they had already beendoing it at Lasham for a week or so.Nor was even this the beginning of prac­tice "in English conditions". for thePoles had been doing cross-countriesunder an imposed "English" height limitof 5,000 ft., as well as driving trailerson the left at night when the roadsaround Leszno were deserted. TheGermans, on the other hand, had prac­tised landing in English-type fields intheir own country - and their fore­sight brought its reward in safe landings.

While the Lasham week providedgood practice for navigation over theEnglish countryside, it supplied the mostun-English thermals for the purpose. lanStrachan broke the U.K. lOO-km. Tri­angle record, and six Lasham locals flew300-Jun. triangles. The Poles got in morenavigational practice per flight by fiyingquadrilaterals instead. Dommisse tookhis BJ-2 round a 300-km. triangle at80 km./h., but without an official baro­graph, and unfortunately this was to beits last encounter with African-type ther­mals in England.

At least six arrivals at South Cerneyon Saturday, 22nd were by air. All fourAmericans soared from Lasham, Dick

_'ohnson covering the 52 miles in52 minutes; thermal strength were 3t, 4:and 5 metres a second - some said even·6. The American Air Force had origin­'ally flown them to Mildenhall and-brought their equipment in a cargo~plane. Jim Harrold, of Rhodesia, andiGerald Westenra, of New Zealand, also

292

Grandstand view of the aerobatic displayfrom the British radio van.

soared from Lasham, the latter taking55 minutes in his Skylark 30.

Another helpful Air Force was theItalian, which transported its country'steam and equipment to Lyncham. TheBelgian team arrived in a similar man­ner.

The Russians arrived without their,gliders, which were held up by a fire inDover Customs house (but not burnt ­they were all-metal anyway), and theBelgian machines arrived without theirpilots.Sunday, 23rd May

Under an overcast sky everyone con­verged Oil the Briefing Hall, to be greetedthere by Ann Welch with a "welcome: toour English weather". Some of the lead­ing officials were introduced - loeCroshaw, Ken Fitzroy and MargaretGunston - and Peter Wickham gotdown to the first met. briefing, explaininghis inability to translate it into otherlang\lages by saying: "The weather isonly intelligible in English."

Cumulo-nimbus <Clouds were promisedand they duly turned up, taking JohnWilliamson to 8,500 ft., Nicholas Good­harl 10 10,000, and Tony Deane-Drum­mond to Il,()()(), whefe a piece of ice

flew off and made a hole in his rudder.John Willie averaged 28 m.p.h. roundan attempted 200-km. triangle whichhe did not quite complete.

Louis Rotter had come from theLong Mynd to look after the Hun­garians (his father had the first Hun­garian Silver C), and escorted themfrom ground level as they tried for New­bury out-and-return, Petroczy succeed­ing and Thuri coming down at BrizeNorton. Other cross-eountries were byArber to Moreton-in-Marsh, Jackson toMoreton Valence, Harrold to Wroug­ham. Reid to Faringdon, Clifford toTetbury, and Dommisse to Swindon inone glide.

Monday, 24tb MayAt the unearth Iv hour of 6 a.m. the

first of a series of early-morning testsbegan of Standard Class machines en­tered for the OSTIV prize, starting todaywith the Phocbus and Boomerang. Asmall cosmopolitan gathering of expertssrood shivering around, and no doubtwere equally cold on subsequent morn­ings when we were not there. It hadbeen Ray Stafford Alien's job to inspectall the entries beforehand to see thatthey qualified. He found the span of oneBoomerang to be 5 millimetres too wide,so the offending excess was duly sawn

off. But Dick Schreder's HP-12 poseda problem: at the rear of each wingwere two movable surfaces looking sus­piciously like flaps, But DiCK was ableto satisfy Ray that, whenever onemoved down, the other moved up, sothey were really air brakes, as theycouldn't be operated independently,

At briefing. Ann Welch asked every­one not to smoke near the fuel store,as "we want the Championships to con­tinue". For the first time, weather chartswere handed out to all pilots, accom­panied by interpretations of the sym­bols used, which were available in threelanguages so that anybody could under­stand them. Later, two sheets werehanded out daily, one for the local fore­cast and the other for weather alongthe route of the task.

Another "first" this day was theappearance of the "ChampionshipsJournal". edited by Mike Bird and laterby GeOI"ge Locke and Gordon Camp,with a devoted band of lady helpers;when the time came to include the con­test scores. they had to- work far into thenigh!. Apart from the issue of scores,nothing like this has been produced atan international contest since the firstone in 1937, when the Swiss teambrought out a light-hearted sheet called"Gummihund" (Bungy-hound).

Jan Vl!rmel!rgrooms aDII/ch Ka-6

293

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Tuesday, ZSth MayThe first practice task was set: a tri­

angle race (If 172 km. (107 miles) viaShillingford Bridge (on the Thames) and~untsey School (south of Devizes).Direction of legs: E., S.W. and N. Windwesterly, )8-20 Kt. at flying height.

The course was a mixture of difficuhand comparatively easy conditions, andtheir distribution varied with time. Goodlift, when found, was I t-2 m./ sec. belowcumulus and 3 m./sec. inside, takingsome pilots to' 9,000 ft. Some, such asGeorgeson (N.Z.) found the thermalsvery weak and difficult. on the first leg,thougb Seott (U.S.A.) covered it ,in oneglidl: from a cloud climb at South Cer­ney. The second leg was good at first- Goodhart used a cloud s,treet for eightmiles. but then the cumulus spread out.

Cartry (France), one of the only twoto get round the triangle, came backon his track along the second leg, afterturning at Dauntsey, to regain the goodlift. Spanig, who also, completed thecourse, flew about an hour later, anddid not find cpnditions difficult - forhis D-36, though he was down to 400 m.(1,300 ft.) just before the second turn­ing-point. Huth came down on the thirdleg after bein,g reduced to hi.lI-soaring;nevertheless, he went furthest in theStandard Class.

So, after this first opportunity tojudge the comparative merits of the 86entries, it looked as though the favour­ites would be Spanig for the Open Classand Huth (yet again) for the Standard.

WednndllY, 26th MayOpportunity was raken at tbe 9 a.m.

briefing to tell everybody about AirwaysregUlations, since the weather was toouncertain for setting a task until later..~o Nicholas Goodhart was introduced,JI1 English as Chairman of the AirwaysCommittee. a.nd in French (by brotherTony) as "mon petit frere". He wentthrough it all in great detail, and hiswords were clearly translated intoFrench and 'German. It was ,also ex­plained to the audience that in" Britain(unlike 'SOme other countries) gliding isleft unfettered to a considerable degreeby the authorities becou.\e they trust usto obey these and other regulations, andw: wanted to keep our liberty. WhetherthiS appeal was heeded by all the pilots

!",ay be judged from the fact that. dur­II1g the contests, repeated warnings hadto be issued that anyone caught dis­obeying the airways rules risked dis­qualification.

At I I a.m. a task was set: 34 k'TI1.east to Grove airfield and then distancealong a line through Church Lawford.85 km. to the north. But the weatherfailed to improve.

Peter SeNt opened the Art Exhibitionin the evening; promoted and organisedby the Kronfeld Club, it comprised 158pictures by 34 artists.

Thms!lay, 27th MayA 112-km. triangle, via Chipping Nor­

ton and Grove airfie'ld, was set, withlegs of almost equal length. But theweather failed to co·operate sufficiently;as Tony Deane-Drummond said, youcould go at least somewhere, but not ina prescribed direction. The thermalswere not strong enough for geing up·wind.

In the evening, Cirencester DistrictCouncil lai<J. on a civic reception in theAbbey grounds for Team Managers­or other representatives of each countrv- with wives. .

A Trade Exhibition was opened today.

Friday, 28th May"The first thing I can say is the

weather is worse in Europe." Sl,lch wereWally Wallington"s opening words atthe met. briefing, and with cloud baseat I ,500 ft .• no task was set, and a laterbriefing was c~ncelled. Ann Welch re­ported that yesterday a car and ~railer

had drawn into a cornfield in which aglider had landed, and "the farmer isvery angry".

Lord and Lady Bathurst, it was an­nounced, had invited everyone to abarbecue in tbe evening in their 'parkthe other side of Cirencester. Wives,provided they were genuine wives, wereinvited too; this was translated "richtigeFrauen" in German, but the Frenchinterpreter seemed at a loss for a suit­able term.

The barbecue was duly held, withquantities of steak, hot dogs and liquidrefreshment. to the great enjoyment ofall. Music by a local group was latersupplemented by tbe voices of manyvisiting teams. It provided a lively endto a frustrating Practice Week.

295

CERNEY

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2t13 June

'WORLD 1 65'GLIDING,CHAMPIONSHIPS~ Great ritai_n

A T 11 a.m. on Saturday, 29th May,the moment arrived for which a

vast number of gliding people hadworked - sQme since 1963 and all atincreasingly high pressure as the greatday drew near. The opening ceremonybegan as a large concourse of peoplebefore, around, in and on the cOntroltower looked out at the 28 nationsarrayed in two long lines receding intothe distance, each with its national flagabove and one of its sailplanes along­side.

"Pirat" Gehriger, chairman of theF.A.!. MotorIess Flight Commission andalso manager of the Swiss team, spokeof soaring as "fiying's noblest branch"and commented Oil the English weather,which for this occasion had laid on abitingly cold wind under an overcastsky. He referred to the "gentle sex" be­ing in charge of this event for the firsttime, but Ann Welch had the misfortuneto be unwell on this day of days andcould not be present.

Philip Wills, chairman of the B.G.A.,gave a welcome on its behalf to "all ourfriends from all the world".

Then the Minister of Aviation. theRI. Hon. Roy H. Jenkins, declared theChampionships open, expressing hisconfidence that the weather was morelikely to get better than wone. He wentup and down the line of shivering teamsat a smart vace, both for their benefitand his. ana was held up only at thehalfway mark where the Irish TeamManaj1er offered him a tot of whiskyout of a paper cup. Thus fortified, heproceeded on his waY,to be held up oncemore by a crowd of pressmen intent onpho10~raphing him in conversation withthe Russians.

296

There f()\lowed a reception in the bigbar for teams and helpers, and then anofficial lUllch to which all tcam mana­gers were invited.

In the afternoon several circlinggroups climbed slowly in weak thermals.

A film show in the evening in No. 2Mess included colour films of the pre­vious Championships at Junin and one,brought by Richard Miller, showing theantics of an air-inflated rubber glideron its first trials.

Sunday, 30th May30TH' A'I,:) 31ST MAY.-A cool

N.N.E.'ly airstream covered the BritishIsles. Thick layer cloud co'Yer:ed mosl ofthe counlry on the 30!h. The cloudbroke UP. but too L'lte in the day 10allow a task 10 be set. On the 31st Iheair was unstable and there were showers.bUI again Ihe cloud cover did 1101 break~"il/il too late in the day.

Wallington promised "a definite riskof thermals this afternoon", but at asec()nd briefing the prospects were stillnot good enough for setting a task.

Monday, 31st MayA three-legged task of "Z" shape was

set, with corners at Grove and Upavonand the finish at Lasham. But it had tobe cancelled eventually, for the OpenClass at 2 p.m. and the Standard at 2.50.

Most of briefing was taken up withdetailing the programme of the expectedvisit of H.R.H. Prince Philip, Duke ofEdinburgh, who had just returned fromthe Royal Tour of Germany.

The Duke arrived by helicopter at10.50 a.m. and was soon off to the start­ing grid, where he talked to many of

the competitors, asking them about theirjobs, and had specially long talks withthe Indians and Russians. He picked outunerringly the most technically interest­ing sailplanes. such as the BJ·2 Sisll,and the aJl-metal machines. By pretend­109 to use one of these as a shavingmirror, he induced the Russians to re­lax - they had been standing rigidJy toattention.

Tuesdly, 1st June

1ST JUNE.-Tlre meteorological ~;llla­

lion was again ve,y complicated. /11 lireE.N.£. airslream wlricll covered tiresOlltlrern Iralf of England and WalesIhere was a complex pal/em of cloudyareas and narrow brighter regiol/s mov­ing across tire coul/try. Ol/e of the brighlregiOlls passed Sowh Cemey belween08.30 and 09.30, bt/t after IIIat it becameovercast.

The forecast was l/rat there would bea chalice of /raving a spell of brighterweather in tire afternoon long el/oug/r toallow a fair deSilmaled start.

Fortwulfely tlris brighter period mat­erialised and allowed the start to takeplace soon after 14.00. Tlrermals wereI/Ioslly weak. but some were moderateand tlrere were a few cloud streets. Pro­gr~ss on tIre route was 1I0t e.asy ill theWInd of about 080·, 15 knots. at flighl'e.vel~. alld thick smoke haze west of81rmlllgham added to the difficulties; butapart from a few poor patches ell route.thermal conditions tended 10 improvenorthwards away from South Cemey./n fact, the sky over Sowh Cemey be-

came overcast again after IS.O}--to Ihediscovery of pilols w/ro did nOI gel awaypromplly frem lire Iccdil)'.

Task for both Classes: Goal Race toCosford airfield, 108.5 km. (67.5 miles).Open Class launched first. Designatedstart.

For just one hour, from 14.00 to 15.00.South Cerney lay in a gap betweensheets 01 overca~t, and during the first45 minutes cf "his J)eriod everyone wastaunched. This was a piece of luck, forat the 9 a.m. briefing" Wally" Walling­ton had given only a 30% chance of ithappening. It provided practically theonly chance of getting well away, foreverybody who came back for re-lightsfailed to score, with the single exceptionof Dommisse.

When the landing-point pins came tobe stuck on the big map at SouthCerney, a remarkable distribution cameto light: more than half the Open Class,

and two-ihirds of the Standard, werecrowded together in the first 15 milesfrom South Cerney to Cheltenham,along the high ground of the Cotswolds.Then came a bis, bare gap of 25 dampmiles of Severn valley from Ch:eltenhamto Droitwich, along which nobody camedown at all.

Then. as likewise forecast, the "im­prove"mem to t~ north" began to giveway to industrial murk blown across thetrack by the easterly wind from Birming­ham and the surwunding .. BlackCountry 0', and the landing pins were

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more or less evenly scattered along anarrow belt all the way to Cosfordwhich only two pilots reached. To mak~things worse, the air in this region con­tained not only smoke but strato­cumulus as well.

The two who "made it .. were Spanig(Germany, D-36) and Wroblewski(Poland, Foka 4), both in the OpenClass. and the fact that they crossed thestarting line afrer everybody, includingthe Standard Class, had been launchedshows that the order of launching didnot necessarily put anyone at a dis­advantage. Spanig won the day at44.9 km/h. (27-9 m.p.h.), taking 2 h.24 m. 55 s., and Wroblewski (Poland,Foka 4) averaged 39.8 km/h. (24.7m.p.h.), taking 2 h. 43 m. 50 s. Incident­ally, Wroblewski was, apart fromSchreder, the only pilot heard to saythat the first 15 miles were "notdifficult". And now to details.

OPEN CLASSMakula (Poland), with Competition

No. I on his Foka 4, had the firstlaunch at 14 h. 00 m. 15 s. and. by14.19.49 the last of the Open Class wasbeing launched. First across the start­ing line was Veretennikov (U.S.S.R.,A-15) at 14.14.15, followed by Chu­vikov (ditto) at 14.14.30, though hecrossed again at 14.24.24. Johnson(U.S.A., Skylark 4) also crossedtwice, the second time being 14.22.07.Makula (Poland, Foka 4), who had goneacross at 14.40.04, came back to crossagain with Wroblewski at 14.51.16.Kriznar (yugoslavia, Meteor) and Spanigwere the last Open Class competitors tocross the line, at 14.57.48, though it wasKriznar's second crossing.

A few other latish ones were A. Smith(US.A., Sisu lA), Thuri (Hungary, A-IS),and Nielsen (Denmark, Vasarna). Allthree came back for a second crossingand were thereby spread over a periodof 43 minutes.

Although only Spanig and Wroblew'ski reached Cosford. Makula had beentogether with Wrobiewski for most ofthe way - in fact, Makula had beenquite a bit higher than Sp5nig in thelast thermal they shared; but MakuJathen took a calculated risk and startedhis final glide ab(}ut 30 km. out (19miles), relying on getting another 900 ft.

4 h. 46 m. after launch). Nick Goodhart(Dart 17), who had crossed the line at14.25, found that he had first to fly 10miles west to Strond, and thereafter keptwest of track, making only one cloudclimb to 4,200 ft. Thermals, he said,were confined to the Severn valley andwere of strength 1-3 knots. He beganhis last glide from 7 miles west of Wor­cester.

Arber (Israel) did not fly, as his Sky­lark 4 was still under repair at Lasham.

STANDARD CLASSAn interval of 8 minutes, before

launching began for this Class., gave timefor a few gaggles to disappear. Thepilots seemed to be concerned to getaway quickly, perhaps because highcloud was approaching from the south,and 13 of them set off without waitingto cross the starting line. Among thesewere Huth (Germany, Ka-6E), Burton(Dart 15), Deane-Drummond (Olympia465), Henry (France, Edelweiss). andRitzi (Switzerland, Standard Elfe). Yetduring the period when they left, 14.28to 14.55, no less than 17 Open Classpilots were still not too impatient tocross the line before trying to get away.

Huth had the misfortune not only tofan into .the group which came downin the first 15 miles, but to land furtheraway than all the rest of the group andconsequently to take long to return fora re-light. He did not get it till 17.53,too late to be any use. He admitted tothe mistake of keeping east of trackinstead of west.

Kepka was troubled by another pilotkeeping so close as tQ prevent him enter­ing cloud to get enough \leight for aglide to Cosford, and bad to land atHalfpenny Green, 9 miles short. GeorgeBurton's only good climb was 6,000 ft.,

299

An inevitable visitor, Betsy Woodward(right), .with Rika Harwoad.

on the way, in order to make a reallygood time. Unfortunately for him thisdid not come off and he had to' landabout 6 km. short of Cosford. Part ofthe trouble was, he says, that he couldonly see bright patches in the haze andcould not really orientate himself accur­ately.

Spanig, who kept slightly '!Vest oftrack, got low over Worcester - 500 ft.- but later climbed to 4,200 ft. about20 miles from C<>sford, which enabledhim to get in comfortablY. John WilIiam­son crossed the starting line at 14.24.47,about 10 minutes after take-off, andrisked a straight glide to a cloud he sawabout 7 miles ahead; but, as he couldnot quite reach it, he had to ridge-soarfor a while in order to get away again.

Of the 12 Open Class pilots whoneeded second launches (7 of them Werelaunched three times), only Dommisse(S. Africa, BJ-2) mad.e scoring distance.Launched at 15.43.49, he followed azig-zag belt of lift under a cloud streetleading to Peter Scott's Wildfowl TrustIn the Severn estuary, over which he wasable to climb to 8,000 ft., So that a glidefr0!1" there took him beyond .. 2. X",which was a few miles short of Droit­wich.

The latest landings in the Open Classwere: Goodhart, 18.t5; Dommisse,

XI8.25; Nielson, 18.30; Stouffs (Belgium,

a-6cR), 18.55 (near Kidderminster,

Open Class Scores,Spiinig 750Wroblewski 718Kriznar 596Makula 551Johnson 512Williamson 505Cartry 497Kuntz 497Yeates 497Hossinger 474

The rest failed to

1st DayPenaudSvobodaGoodhartReidStouffsNietlispachKearonNielsenDommisse

score.

443436398398386371348321290

Watching theproceedings: (I. tor.) Peter Wick ham.Ken Fifzroy andAnn Welch. Cour­tesy of "Flight".

6 miles south of Worcester. Tony Deane­Drummond arrived over HalfpennyGreen at 200 ft., as did 10hn William­son; he put down on the airfield, but10hn Willy continued to the next lidd.

Dick Schreder reported that the onlytime he found it difficult was in the Per­shore area where he had to sit for about45 minutes to get enough height forwhat became his final glide. Neverthe­less he was never lower than 2,000 ft.,and he thought that the HP-12 was theideal gLider for our conditions.

The general feeling of the pilotsseemed quite favourable towards ,ourdevaluation system for the scores (Maxi­mum this day: Open, 750; Standard,378). This, of course, is not surprising,and it was probably a good thing that itwas used on the first contest day. Inmost other Championships a task wouldprobably not have been set at all, as thetiming of the clearance had to be quiteaccurate.

Suslov (U.S.S.R.) damaged his all­metlll KAI-14, breaking off the tail endwhen landing in crops. It was taken toR.A.F. Bicester, where members of No.7\ Maintenance Unit and of the R.A.F.G.S.A. Centre volunteered to work onit day and night for 48 hours and hadit ready for flying again on 4th June.The work was organized at short noticeby Air Cdre. Peter Cleaver and Sqn. Ldr.E S. Robertson of the R.A.F. staff atSouth Cerney.

Sports Minister's VisitWhile all this was going on, the

Under-secretary of State for Educationand Science, Mr. Denis Howell, visitedthe Championships and announced achange of policy on the part of hisSports Council. Hitherto they had only

300

approved grants for British teams attend­ing sporting events overseas, but infuture they would assist similar eventsat home, and he announced a govern­ment contribution of £1,500 towards theadministrative expenses of the GlidingChampionships. There would also begrants for hospitality to overseas com­petitors, though that change had ccmetoo late to benefit the present Champion­ships.

Standard Class, Scores, 1st DayD-Drummond 378 Horma 268KeDka 378 Ritzi 265S!;t'reder 366 Burton 259Scott 326 Bloch 250Henry 288 Popiel 189Pronzati 285 Braes 137Cameron 279 Mortensen S5Lacheny 276

The rest failed to score.

Wednesday, 2nd June

2ND JUNE.-A ridge of high presslirecovered tire British Isles; winds weremllch lighter than yesterday and camefrom a N.£. to N.N.£.'ly direerion.

Low stratlls during the morning burnt00 by I LOO to give a really sllnny after­/loon with temperatllres reaching 18°C164° F).

The forecast was that there would bemoderate thermals, traces of shallowcumlllus ill sOlithern parts of the route,a/ld a little more cloud and smoke hazeI(Jl"Ound the second turning-point. Thingsseem to have gone very much as fore­cast; the tops of thermals appeared to belimited to about 4.300 feet. The smokehaze llear the second tIIrning-poim wasquite thick.

Task for both Classes: l71-km.Triangle (10625 miles) via CaradocFarm (near_ Ross-on-Wye) and LongMarston R.E. depot sheds (near Strat­ford-<m-Avon). Designated start.

At briefin'g, Ann Welch inauguratedthe pleasant ceremony of presentingDaily Prizes for the previous day's win­ners - in this case Rolf Spanig ofGermany and Francisek Kepka ofPoland.

Pilots were told (and had to bereminded again and again subsequently)to report to Control the moment they~ot back to South Cerney, so as not tokeep the Control Room staff on duty forlong unnecessary hours. And FrankIrving. for the fitst, but not the last.time, informed the seven countries using122.6 Mc/s. that they had been over­doing it, bringing complaints of radiointerference from other users in thiscountry.

As usual. a Capstan with John Everittand a Dart with John Fie1den wererepeatedly launched to test the ther­mals - if any - and Joe Croshaw tookhis walkie-talkie in to lunch so as notto miss a word of what they had to say.They said thermals were present butweak; but within an hour they becamemore hopeful and launches began at13.20, the Standard Class going first.

Around 5 p.m. the finishing-lineobservers suddenly had to get busy.Kulltz (Germany, SHK-I) not only wastirst back but made the fastest speed.~6.7 km/A (41.4 m.p.h.). Almost at oncellthers begalll to come in thick and fast

mostly lower and faster than Kuntz,

but some low and not so fast. All hadto cross the busy Cirencester-Swindonmain road, and Cartry in his Edelweissjust trickled over the traffic to a down­wind landing. The nearest "near misses"were Johannesson (Norway), 5 km.short, and Honna (Finland), 5} km.

In the Standard Class Markus Ritziwas fastest with 62,5 km/h (38.8 m.p:h.),beating all but the Open Class winner.In this Class, 24 out of 44 starters com­pleted the course. In the Open Class,23 out of 40 completed it, so there waslittle difference.

However, there was a marked <liffer­ence in average speeds, the Open Classbeing I I % faster than the Standard.The Championships Journal, callingattention to this, quoted Godfrey Lee'scalculation that, for thermal strengthsof 3 knots, 18-metre sailplanes shouldbe about 30% faster than the equivalent15-metre variety. This disparity betweenthe theoretical and actual excess might.at first sight, be attributed to the largenumber of IS-metre machines in theOpen Class; but such an explanationwon't do. Of the four fastest Open Class

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302

competitors, all but the winner flewStandard Class machines, and there wasno tendency for 15-metre types to collectat the lower end of the speed range.

STANDARD CLASSLaunches began with Reparon of

Holland at 13.20.15 and 43 had beendone by 13.38.37, which was not badgoing. A 44th, Tom Evans of Ireland,who started later at 15.02 because ofrepairs to his glider, was the only oneto return for a re-light before goingaway, so soaring conditions weIeobviously reasonable. But there was atendency to hang around waitmg for theexpected improvement in the weather,so the observers again had their timecut out watching everyone over the start­line between 13.32 and 14.22.

Ritzi (Switzerland, Std. Elfe), who wonthe day, left at 14.16 and found that ittook him exactly 1 hour each to the 1stand 2nd turning-points. But visibilityaround the 2nd turning-point wasextremely poor and he ran into. so"?enavigational trouble. However, thiS didnot delay him very much, and at about45 km. from base he took 4,300 it. tostart his final glide; but he got cold feeton the way and stopped off near Ched­worth 15 km. from the finish, to getsome ~ore height - in fact, he had 900ft. in hand when he arrived back. Hefelt the first two legs were not much ofa race because everyone .. gaggled ,.along together at the s,ame rate. Onlyon the last leg could gliders .. go italone ".

Frank lrving (with radio on back) in­spects minor damage.

.. Wally" Scett (U.S.A., Ka-6) leftSouth Cerfley rather early at 13.37 andfO\lnd he had to use some rather weaklift for the first 35 minutes or so. Afterthat, things were easy, and he thoug~the might have cut half-an-hour off hiStime by starting half-an-hour later. Hefelt that the weather had turned outbetter than forecast.

Huth (Germany, Ka-6), who had madethe fastest time up to the 2nd turning­point (14.22 - 16.21), was half-wayback on the last leg when he ran intoa big gap and never found anothertremor, so had to land out, Ut km.short. He felt really disappointed asthere was absolutely nothing he couldhave done about it.

George Burton (Dart 15) had troublegetting to the 2nd turning-point, andthis seems to have happened to themajority of pilots, most of whom com­plained of the very bad visibility. VanBree and ReparoD both used a bit ofcloud street between the 1st and 2ndturning-points near tne motorway. butvan Bree found it very heavy going tothe 2nd turning-pomt and Reparon over­took him, starting his final glide from4.200 ft., about 40 km. (25 miles) fromSouth Cemey.

Schreder (U.S.A., HP-12), who wasfirst round the 2nd turning-point at16.20, found the task straightforward,apart from visibility, and did not en­counter any serious difficulties alongthe route. Yet of the seven who roundedthe same point at 16.21, three - Huth,Horma and Johannessen - came togrief a few miles short of the end, whileKepka, Fritz, Oeane-Orummond andScott completed the course (at 57, 54,53 and 51 km/h. respectively) and so, inthe Open Class did Spanig, who alsorounded it at 16:21, and Kuntz, who was3 minutes earlier.

Another Russian KAI-14, that flownby Jarushevichus, was damaged today,landing near Pershore on the 2nd leg.It also was taken to R.A.F. Bic:est~r,

1}ut there it was found to need a majorrepair whic:h would have taken about aweek, so it was reluctantly taken out ofthe contest.

Another metal machine, the Delfin ofStepano\lic, was dama~ed, landin~ n~rStratford, but Ken Fnpp.s organizationhad it flying again by Fnday the 4th.

303

12121150113611101OS2

Kml"62.5616057.557.557.557555453

said he had every confidence in hisStandard Austria even in BritiSh ,con­ditions.

Dick Johnson related that in one ofthe gaggles he stayed on for" one morecircle" after the others had left, andfound himself going up at 2-} m/sec.,so stayed in it and reached his greatestheight of 6,200 ft. This was 15 minutesafler the first turning-point. It suggeststhat thermals can get o\le.rloaded, but amore likely explanation may be that, ina gaggle, nobody can centre on the liftproperly. lohnson says he started hisfinal glide from 5 miles past the 2ndturning-point: but anyway he was neverbelow 2,500 Ct.

Nicholas Goodhart also had sometrouble to start with. His final glide,starting from Broadway at 3,700 ft., tookhim int.o mo,re trouble 5 miles out, buthe made the finishing line after all.

John WiIliamson only once got ashigh as 4,000 ft., and two or three timeswas, down to 1,000 f:t., which for himappears to be a good operating height.The murk on the seco:nd leg was so badthat. when a shining Hungarian A-ISflew away from him, it disappeared fromview at only 300 yards.

Most of the pilots spoken to seemto have enjoyed this task, though theworst enemy was poor visibility down­wind of the Birmingham area.

Hamalainen (Finland) had the mis­fortune to hit a post when landing nearChipping Campden. putting his hiredSkylark 4 out of 'action for the rest ofthe Championships.

Sta.dard Class: Fastest SpeedsPilot SailplaneRitzi Std. ElfeLindner PhoebusSchreder HP-12Henry EdelweissPopiel Foka 4Wiitanen VasamaKepka Foka 4Burton Dart 15Frilz Std. AustrilD-Drllmmond Olympia 465

Leading Totals, 2 DaysSclilreder ... 1318 HenryKepka 1289 ScottRitzi 1265 BurtonD-Drum- Popiel

_. mond 1230 LachenyMaximum possible: 1,378.

OPEN CLASSTh~rmals, said .. Wally" Wallington

at brIefing... will be fairly easy to usebut difficult to find." So, after the lastof the Standard Class pilots had beenlaunched. they were staying up in suchquantities in the few thermals they couldfind. that it was another 15 minutesbefore they had dispersed sufficientlyto allow room for the OOer! Class, whobegan to be launched at 13.54.02. Ittook exactly I7 minutes, to 14.11.02, toget them into the air, and only George­50'.1 came down for a re-light beforegOlOg away. Soon both Classes weremingling as they crossed the start linethe first Open Class pilot to do so beingFrene (Argentine) at 14.10.20.

.A tremendous sbow of pair-flying waslaId on by Makula and Wroblewski, whocrossed the starting line together andcame back still flying nose-to-tail. Thescorers gave Makula one extra point forbeing timed in I1 seconds be.fore hispartner.

Rolf Kuntz; who had left at 14.20.21,rounded the 1st turning-point at 15.10and the Znd at 16.18. This was evenearlier than Schreder, and only he 'UldWally Scott were back at South Cerneybefore 17.00 hrs.. Spanig was last to cross the starting

hne, both the first and second time. Hisfirst crossing; at 14.26.36. was beyondthe end of the line. so he was recalledand crossed again at 13.45.08.

Hossinger (Argentina) felt he was fly­ing well that day (he finished 4th) and

304

Open Class: Fastest SpeedsPilot SailplaneKuntz SHK-IMakula Foka 4Wroblewski Foka 4Hossinger Std. AustriaJohnson Skylark 4Chuvikov A-ISSpanig D-36Cartry EdelweissPetroczy A-I5Stouffs Ka-ocRKrizflar MeteorThuri A-ISVergani Skylark 4WilIiamson Olympia 419Yeates Skylark 4Goodhart ... Dart 17

Kmlh66.762.262.261.161.060.860.560.360.159.\59.158.458.957.156.955.6

teading Totals: 2 DaysSpang ... 1651 WilIiamson 1355Wrob1cwski 1646 Yeates 1345Kuntz 1497 Stouffs 1267Makula 1480 Goodhart 1228K,iznar 1476 Penaud 1168Johnson 1422 Nietlispach JI04Cartry 1396 Kearon 1102Hossinger 1385 Chuvikov 905

Maximum pos.sible: 1,750.

3R'D JUNE.-A ridge of high pressurf!eXlended .easlwards across England. Windwas very lighl; the wind direction wasmainly from Ore N.£., t/rough it wasoften t'Qtlter variable.

A large area of strata-cumulus at6,500 ft. covered central England at first,hut Ihis cloud was broken enough la lelthrough the sunshine.

In Ihe afternoon, thermals and smallcumulllS developed up to 6,500 to 7,500feel. hut smoke haze weakened (he sun­shine and mad:e navigaliolt difficult.

The first leg lfas diffic-ult. althoughSpiinig set up an incredibly fast time.The lon.g seRoM leg was easy gaing witlta 6-8 knots tailWind. but on the last legvisibility ,deteriorated and mallY pilotsadmitted that they got IOSI.

Thermals weakened after Balh; manypi[ots were committed to long finalglides. but some large Cu between Wellsand Bath allowed some pilots (0 climbto 8,000 ft. before gliding home com­fortably.

Task for both Classes: 173.5-km.

Triangle (108 miles) via MarlboroughWhite Horse and Wells Cathedral.Designated start.

Frank Irving opened the briefing oncemore with a few sharp reminders. First:you must go to ,the launch point in thebus, not your own vehicle. 'Secend: aglider, whose number was noted, wasseen doing right-hand circles within 5kilometres ef South Cerney. Third: theStation Commander insists that, nomatter how few clothes you are wear­ing, you must wear your plastic badge.

Ann Welch, after presenting yester­day's Daily Prizes to Rolf Kuntz andMarkus Ritzi, announced that somebeautiful new turning-point markers,shining with "Day-glo ", had beenacquired. They were inlileed necessaryat the 2nd turning-point., as it turnedout. Here, and on the last leg, "Wally"WaHington warned, there was a risk ofincUTsion of sea air, and pilots shouldavoid it by coming to the inside of thetriangle rather than outside.

This morning the usual multilingualcountdown for the time-check - " forty- drelzig - vignt - fiinfzehn - dix ­five, four, three ..." ,. etoe., was enlivenedby a gong which quite drowned FrankIrving's usual "bang" at zero point.

We had some trouble explaining to aforeign correspondent what kind of ahorse would serve as a turning-point.App~rently, prehistoric tribes. on ~eContment preferred to depIct theIranimaLs on the walls of caves ratherthan the flanks of chalk downs.

Each ef this day's winners, Wroblcw­ski in the' Open and Henry in the Stand­ard reached top place overall in hisClass and stayed there till thtend.

In the Open Class 26 c\7mpleted thecourse,. and in the Standard Class 17.

Soaring InstrumentsWOlld (hompionshi~51965

The Bur«>1'i Compact vario was theHighest placed British wade elect­ric variometer used in either class

17 gns.Mini J8 Transistor Inverters-£lO

19 ROYSTON PARK ROADHATCH END. MIDDX.

305

km/h.69.665.061.561.260.259.659.3

OPEN CLASS.Launches continu~d to go well ~ 40

gbders between 13.22.01 and 13.40.30and although during this period somestrato-cumuluscame over and hid thesun. everyone. seemed to be doing wellexcept Dommlsse, who came down after20 minutes .for a re-light with both para­chutes trailIng.

'Gaggles were less in evidence thanusual, as clouds marked the tnermalsa~d pilots ~ould cross the starting-Tinehigher than In the previous two days.

Penaud and Cartry (France) were firstacross the star-Hille at 13.34.50/59,followed by Kuntz (Germany), WilIiam­son and Goodhart, though the last twocame back for another crossing.

Spanig (Germany), who left at13.40.17, took only 22 minutes over the21 miles to the first turning-point whichwas nearly twice as fast as anybody elsein this Class (about 94 km/h), and isreported to haye done it without circling,But he lost thiS advantage on the secondleg, whose 42 miles took him I hr.J5 min., as he had to search for WellsCathedral and had to come down to400 m. (1,300 ft.) before he could dis­cern it through tile haze. However, hecovered the last and longest leg, 48miles, in 56 minutes.

Makula, who reached the 2nd turning­point 47 minutes after Spanig, appearsto have found the haze less troublesomethere; he saw the Cathedral from 1,100m. (3,600 ft.), having already seen thegrQund sign from 5 km. away. Visibilityhad varied, he said, from I to 8 km.,averaging 5 km. Cloud base varied:3,300 ft. at first, then 5,000 ft., then4,300 ft. Thermals averaged 2 m/s., witha maximum of 4 m/so in the clear andS m/sec. in the only cloud he entered.which took him to 7,900 ft. on thesecond leg.

Wroblewski accompanied Makula tothe second turning-point and they got athermal 5 minutes later. Then theydeviated, Wroblewski keeping more tothe. right a~d finding better tbermals,whIch got him home 10 minutes sooner.Makula, keeping more to the left. foundhimself in the company of Schreder onthe last glide Of 20 km. from a startingheight of 600 m. '

Nietlispach met such thick haze onthe last leg that, he said, he could never

306

Gel1ing ready.

have navigated his way back without theradi.o bearings given him by the SwissstatIOn at South Cerney.

Hossinger (Argentina, Std. Austria)who had been doing well until just southof Bath and had been together withSpiinig, left him at about. 900 m. (3,000ft.) to set course. agai~. Another glider.who kept bothering h~m, made him giveup a half-metre thermal with the resultthat he landed 7 km. short of base.

John Williamson reported strongthermals along the 2nd leg, but afterBath the weather deteriorated and visi­bility became so bad that a number ofpilots go·t temporarily lost. Nich01asGooclhart started his final glide fromHuIIaving.ton, and .. Paddy" Kearonthought that those who made it werecommitted to long fillal glides.

Speeds -in the Open Class varied from69.6 km/h. (43.25 m.p.h.) by Wroblew­ski to 42.8 km/h.. (26.59 m.p.h.) byOrde~man (Holland. Sagitta I), who waslast In and only just made it beiflgtalked in by radio as he could 'not seethe site till the last moment.

VeretennikoY damaged his A-IS oDla·nding and was out ·of action for thenext contest day.OpeD Class: Fastest SpeedsPilot SailplaneWroblewski Foka 4Makul.a Foka 4A. Smith Sisu lAGoodhart Dart 17Spanig D-36Wi!Jiamson Olympia 419Knznar Meteor

58.258.157:7

21:582183208220661968

f8711191

Km/h.72.266.562,462.359.258.658.S58.436.756.7

807

NOTHING BUT THE BEST ...••• IS GOOD ENOUGH FOR YOU

* REPAIRS * TEN YEAR INSPECTIONS* OVERHAULS * RE-SPRAYING. ETC.Carried oul al Reasonable Charges

Southdown Aero Services LldLasham AIrfield. Alton, Hants.

Telopho•• H."iord 359

leg of 21 miles in 22 minutes.Schreder, who started his final glide

in company with Makula, as alreadyrelated, unfortunately aligned himself Onthe wrong reservoir near South Cemey,and only realized his mistake when hewas down to 600 ft. and out ,of reachof the airfield_

One excitement at the finishing linewas when Baeke (Belgium, Ka'~), whocame in with plenty of height and speed,pulled up well befor~ the finish~ng ~ine,tumed and landed Without crossmg It atall. Se he could only be allowed distancemarks 595 in accordance with the rules.

Var: Bree (Holland, Ka-6) had a fairlyeasy time and did not go into clOUd untilafter the 2nd turning·point. He came autof it at 6,000 ft., then started his finalglide 43 km. Out (Ias~ leg was, 73 km.),

Korpar (YugoslaVia) damaged hiSLibis 18 on landing and missed the nextcontest day.

Standard Class: Fastest SpeedsPilot SailplaneHenry EdelweissPopiel Foka 4Lindner PhoebusHuth Ka-6ERitzi Std. ElfePer1>son VasamaLacheny EdelweissSejstrup Ka-6CR .Fritz Std. AustnaRodling Vasarna

Leadih2 totals: 3 DaysHenry ... 2212 LindnerRilzi 2133 KepkaPopiel 2049 D-Drum-Burton 1951 mond 1763Lacheny 1943 Fritz 1708Schreder 1888

Vergani Skylark 4Petroczy A-15Thuri A-15

Leading Totals. 3 DaysWrob,lewski 2646 C~rt:ySpanig2488 Wl!bamsonMakula 2399 GoodhartKrizllar 2298 Yeates'untz 2290 Stoutfs

Maximum possible: 2750.

STANDARD CLASSSpeed's in this C1a~s were greater than

in the Open at both ends of the range.Henry (France" Edelweiss) averaged72.2 km/h. (44.86 m.p.h.) and the slowestspeed was 49.9 km/h. (27.90 ~.p.h.).

Launching began after an mterval ofjust unqer 13 mins., and 15 min. 14 sec.later all 42 were airbome and no re­lights were necessary. Schreder, the firstto be launched at 13.53.30, was firstacross the line at 14.01.38, followed byPicchio (Argentina, Ka-6) and WallyScott (U.SA.).

After two unsuccessful days, Buthshowed that there was plenty of fightleft in him and put up a good perform­ance with 4th best speed (62.3 km/h.),raising his over-<lll position from 29thto 21st.

Gearge Burton ran into, strata-cumuluson the second leg; it was an unexpectedtongue of cloud which had crossedSouth Cerney after the original strato-cu had burnt off. _

Henry put up an astonishinglY fasttime, and', like Splinig, covered the first

Friday, 4th June

Low

H I .<9 H Ij.. JlANE.

4TH JUNE.-The ridge 01 high pr.e~sure

which had covered fhe country lor thep!lst lew days was lying over SouthernEngland. North 01 the line Irom SouthCerney to the Wash. the winds weresouth-westerly and fronts lram the At­lantic were approaching Sr;otland andIreland. Over Southem England therewas little or no cloud in rhe morning,but visibility was poor with a mixture01 early morning log and smoke haze.

The lorecast was lor ratller weak con­ditions at South Cerney, with smokehaze and weak thermals to 2,000 It. bymidday. Persistent smoke haze in theMidlands was expected 10 be offset bysuonger alld deeper thermals 10 givequite good flying conditions in thisregion. Further on, there was the pos­sibility of contacfing sea·breeze fronts.along the east coast or lee-waves in thenorthern Pennines. Towards evening itwas expected that upper cloua lrom theapproacht'ng Ironts would cut of] thermalactivity north 01 Yorkshire.

As it turned out, the most notableaspect 01 the day's weather for mostpilots was the thick smoke-haze. Ther­mals were plentiful and moderatelystrong, but the very poor visibility madenavigation and the identification of activecumulus clouds very difficult. A weaklee-wave was contacted at 3,000 ft. inthe southern Pennines, and later in theevening well-marked waves were ob­served close to the Pennines in NorthYorkshire. A sea breeze front was ob­served v.ery close to the east coast.

308

.Task for both Classes: Free Distance.Pilot-selected start.

After presenting Daily Prizes toWroblewski and Henry, Ann Welch hadanother presentation to ma~e: a dis­tinguished visitor, Al Park:er, first sail­plane pilot in the world to exceed 1,000kilometres, was presented with .. some­thing which has so far only been givent(J Prince Philip" - viz. a specialChampionship tie.

Free distance, the last of the compul­sory tasks needed to make this a Cham­pionship, was the obvious choice. Itwas announced that next day would bea rest day if anyone exceeded 300 kilo­metres. This is not normally done inBritish Championships, where it is moreusual to delay the next day's briefing till12 or I o'clock. But the forecast for thenext day was not an that good, thoughwhen it came, it had all the appearanceof an excellent soaring day. Whereuponseveral pilots gave the impression thatthey would have preferred a short taskafter a delayed briefing; but, when askedwhy they had not queried the rest dayannouncement at thc time, all repliedthat they had expected to go 400 or 500kilometres.

Pilots were soon busy over their maps,and some asked the" locals'" for advice.Nearly all elected to go north to avoidrunning out of land, though two got intoEast Anglia, evidently looking on theNorfolk coast as the limit of what they~xpected to achieve. There was arumour that a Northern pilot, aftercovering no more ~han a few miles inthe direction of his homeland, cameback in disgust for a re-light and set offfor Cornwall instead. The Devon andCornwall sheet was, in fact, attached tothe big map where landing pins werebeing stuck in, but no pins appeared onthis south-westward extensi0n and it waseventually removed.

Possiblc distances were, in fact, 262km. (163 miles) to Norfolk coast. 320km. (199 miles) to La()d's End, 777 km.(483 miles) to John O'Groats. In theevent ·the longest distance was 336 km.northwards by Kriznar to ferryhill,Furthest into East Anglia was Ulbing(Austria Ka-6) with 221 kim. The onlyother pilot to go that way was George­son· (New Zealand), with 204.5 km.

Both Classes were launched together

from separate grids. R. Smith (Rhodesia)was first off at 11.42, followed at 11.47by Reid (Australia). Wally Scott (U.S.A.)started the Standard Class at 11.48. Atfirst laun(:hes were at intervals of 2 to 5minutes, but from 12.20 to 12.49 every­body took off in quick succession, thelast being Suslov in his repaired KAI-14.Only a few pilots needed re-lights, andsoon the airfield was devoid of glidersand trailers and everything went uousu­aIly quiet (but for the music blaringaway over the tannoy).

OPEN CLASSAt about 2 o'clock one lonely pin

appeared on the map by the ControlRoom: Dommisse (BJ-2) had landedabout 15 miles out. He was rushed backand became airborne again at 15.32.

After a scratchy start for the first 20miles (Wallington had said at briefing:.. that's your problem, not mine "), con­ditions improved considerably, althougha few pilots continued to scratch all theway - Blackwell (Australia) flew 89km. in 2 hr. 40 min. and only once gotto 2,500 ft. Also R. Smith (Rhodesia),who had had a second take-off at 12.38,

Aircraft recognition.

never got going properly; he spent half­an-hour in a very weak thermal' at Not­tingham and drifted right across thetown. then at 400 ft. he chose his fieldonly to find that Harrold, his team mate,had already landed there.

Frene (Argentina) had been down to1,300 ft. east of Birmingham, and againnear Derby he had to use some particu­larly dirty and nauseating smoke froma chimney, but stuck it long enough toget away again.

That smokes differ in offensivenesswas also found by John Williamson(Olympia 419), who was getting only2 m/sec. from some steelworks nearNottingham when a mass of sulphuroussmoke joined in and all the varioussmokes then combined into one mightythermal whoosh! John WilIy,launched at 11.57, had found conditions.. jolly good" at South Cerney at first .He kept company with Goodhart atfirst and George Burton joined them.The other two got a little ahead of him,but eventually all three climbed to 7,000or 8.000 ft. in a cloud near Sheffieldand collected a layer of black, greasyindustrial dirt on their wings, like manyanother glider which had left SouthCerney spotlessly clean. Later, William­son picked up a weak wave betweenHarrogate and Ripen and soared alongit with Burton. He thinks he made amistake in not sticking to it. Two orthree hours later, at supper beside theAI, he saw many wave clouds develop­ing.

Goodhart, who broke off severalclimbs to avoid the airways, was eventu­ally able to make four more, an to 8,000ft. He flew on instruments for over aliihour by dead reckoning without seeingthe ground. His last climb over Dish­forth brought him to his final glide toa field near West Hartlepool which was,unfortunately, rather ridged, and his tailskid came off. He had not encounteredanv wave.

Penaud (France), one of the latest toland, found good lift most of the wayafter a scratchy start; he found no realwave, though he ran into a very bumpynarrow band of lift just before landing.Spanig, on the other hand. had to landhis D-36 as early as 16.40 east of Selby;nevertheless, his average speed was highat over 59 km/h. - perhaps he reached

309

30773060287527922785

Km.336.5334327316309307304.5299299298.5275237

the area too soon. This was his worstday.

Nielsen (Denmark) had to land inLeeds City Park after some foundrychimneys failed to contribute to his up­keep; the park ranger ascertained thathe had done this without prior permis­sion. The police were fetched - tokeep the crowd of children under coo­trol. According to a report, a riotoustime was had by all, and the pilot wasbound over in the sum of three 7 lb.rolls of Danish baCon.

The Poles, as usual, kept in close con­tact and all landed together near Thirskbut Popiel, who had come down 50 km.earlier.

Landing times reported by pilots werenot always exact; nevertheless it wouldbe interesting to give e"amples of howaverage speeds compare with distancein some flights mentioned in the text,bearing in mind that these speeds too,are not necessarily exact. A remarkableexample of how a big difference inspeeds can lead to the same performanceis shown by the fact that Hossinger

310

(S.ld. Austria) and Reparon (Ka-6) bothhad 10 land at Dishforth, yet Reparon'slanding at 18.45 was 1 hour 13 minlater than Hossinger's at 17.32. .

Open Class: Longest Distances withSpeedsPilot Km/h.Kriznar 56.78Goodhart 56.93Webb 47.08Svoboda 55.89Jackson 40.60Kuntz 62.65Vergani 57.03Makula 60.20Wroblewski 61.00Williamson 52.15Hossinger 53.57Spanig 59.25

Thirty pilots exceeded 200 km.

Leading Totals: 4 DaysWroblewski 3525 GoodhartKriznar 3298 WilIiamsonMakula 3278 CartryKuntz 3195 StoulfsSpanig 3077 YeatesMa~imum possible: 3,750 pts.

STANDARD CLASSRowe (Australia, Boomerang) never

got above 3,000 ft., and was down to150 ft. near Stratford-on-Avon withouthaving to land.

Mortensen (Canada, Olym,pia 463) wasslow in getting going, and ID his hasteIQ catch up with the others he crosseda blue patch but did not quite make it.having to land as early as 15.15.

Deane-Drummond was a bit behindthe rest of the British team and wasbothered by very bad visibility; he triedthe same cloud as the others had usednear Sheffield, but it was already decay­ing and only gave him 5,000 ft.

George Burton, while in this cloud,had been exchanging height readingswith Nick Goodhart by radio so thatthey could .. maintain separation"; h.ethen prolonged his glide down from Itby using the same wave as John William­son but bad visibility made the wavediriction difficult to locate and heeventually left it and glided to his land­ing.

Henry (France) found there was lesshaze to the west, and never sank below2,000 ft., but was afraid to go too far

Gallery of turning­points. There wasa choice of 48.

Leading Totals. 4 DaysHenry... 3125 Schreder 2654Ritzi 3004 D-Drum-Burton 2874 mond 2574Popiel 2782 Lindner 2559

SKepka 2689 Lacheny... 2536cott 2685Maximum possible: 3,378 pts.

Landed19.1019.0018.5818.5218.4518.4018.3018.2218.1518.10

SailplaneDIy. 419EdelweissDart 17Ka-6Ka-6SagittaSkyl. 4VasamaOly. 465Meteor

O.S.T.I.V. OpeningAn important event this day was the

opening of the 10th ,Osnv Congress inthe Station Cinema at South Cerney.Prol. A. D. Baxter, Vice-President ofthe Royal Aeronautical Society, in anopening speech described Osnv as aperfect example of the way sp"ortinginterests have engendered scientific re­search. PhiIip Wills, welcoming thedelegates from all over the world onbehalf of the RG.A., declared: "Herewe have in this room the eggheads ofgliding"; the holding of the congressduring the Championships enabled .. thered and blue blood of gliding" to mix.

The Chairman of Cirencester District311

SHY1NO A1RBORNIl. - It has beenasserted that .. hot ships", in whosedesign high speed takes precedence OVerlow sink, should be the fust to descendto earth as the thermals graduallyweaken towards evening. Here is a listof the latest landings (after 18.00 hrs.)on this day, by 7 Open and 3 Standardpilots, with their placiogs in their Class(mostly fairly high except the two whowent to East Anglia).

Place PilotO. 5 JackSQnO. 11 PenaudO. 3 WebbO. 25 UlbingS. 9 R6paronO. 17 OrdelmanO. 29 GeorgesonS. 7 RodlingS. 37 CameronO. 1 Kriznar

Km.329.5306.5303299291288.5282.5280475273

Km/h.61.3055.9757.1856.0058.0262.1549.1756.7536.8054.41

Standard Class: Longest DistaJlCe'S withSpeedsPilotScottBurtonHenryKepka

itziHormaRodlingHuthR6paron ...D-Drummond

west because of approaching cirrus. Hetherefore turned N.E. again, and his lastclimb, before his final glide, was some­where east of Leeds.

Wally Scott kept a north-westerlycourse most of the way in order to stayover the higher ground; he ,enjoyed hisflying immensely and had no particulardifficulties. He was the day's winner inthe Standard Class; but, knowing therewas a rest day to follow, he took histime returning to base, unaware that hehad kept the scorers waiting, as the day'spoints were based 00 this distance.. Hewas extremely unhappy on leamingabout this, but, being of such a pleasingpersonality, the scorers forgave him atonce.

Council, after confessing that his know­ledge of aerodynamics was nil, revealedto everyone's surprise that he learnedto fly during the first world war - ona Caudron with no ailerons. Anotherrevelation was that. in Roman times,his town was the second largest in thecountry.

Mr. L. A. de Lange, President, ofOsTIV, then outlined its history and,after asking all to stand in memory ofDr. W. B. Klemperer, declared theCongress open.

Then came the announcement ofawards. These are announced -elsewhere,but here we might mention that theStandard Class prize went to the SliDgsbyDart, and the OSTIV plaque for scientificwork to C. E. Wallington.

Saturday, 5th JuneOne could have guessed, when a Rest

Day for today was announced at yester­day's briefing, that the weather woulddo something unexpected, and it did.Bright sunshine started the day, andby mid-morning copy-book cumuluscovered the sky. .

The approaching warm front, whichwas raining on Ireland ,md NorthernBritain yesterday, failed to materialize.But nothing could be done about thisnow, though pilots who wanted to fl,ywe're allowed to do so, and many did.

One of the smaller "gaggleS': thisphotogr:aph was taken on 3rd June.

312

A first-class aerobatic display was laidon for the afternoon, and one of itshighlights was without dOUbt the free­faU parachuting demonstration by sixexperts.. 5gt. 5hennan and Staff 5g!.Turner Jumped from a Rapide at 10,000fL, then linked up in mid-air and stayedtogether until just before opening their'chutes at about 2,000 ft. with a tre­mendous roar. then their gaily-<:oloured'chutes made their way into wind insteadof drrfting the other way as expected.

Meanwhrle a second lot of jumperswere somewhere overhead. above thecumulus clouds which had increased bythen. They opened their parachutessomewhat higher than the first lot, andagain the same fascinating noise filledthe air as if they were being torn toshreds. One appeared to have caughta thermal, as he came down a good dealslower than the oth~rs. TWQ managedto land in an upright positi{}1l and wonloud applause from the many spectators.

Doug Bridson, National Gliding Aero­batic Champion, put the Dart 15 throughits paces and included a fully inverted360' turn. Andy Gough flew the Blanikand performed a well-executed barrelroll. The Capstan, the cross-ChannelGull I, and a couple of aeroplanes alsojoined in the display.

Many pilots and crews from overseastook the opportunity to see the localsights and visit their .. hosts". Thesehosts were loc.al people who had eachl\.enerously offered. to provide a homewhere visitors from a particular nationwould be welcome whenever they feltthe need of relief from the strenuoUSround of Championships activities.

In the evening the Bristol GlidingClub laid on a barbecue at Nympsfield.20 miles away. All the club-rooms. plUSa big marquee, plus the ground betweenwhere sausages were being grilled, werepacked 1ight with people, and everyonefrom South Cerney seemed to be theTCiyet there were enough left behind to filthe big hangar and dance the popular.. letch kiss".

Sunday, 6th June6TH JUNE.-A weak cold front crossed

South Cerney at breakfast time. To thewest there was still a lot of cloud. buta task was planned to take advantage 0/

rather more broken cloud conditions per­sisting in our area and to the e.ast oftlte Welsh hills. However, cumulusdevelopment in this region of brokencloud served only to reinforce the sheetof strato-cu and fill up the gaps. Meteor­ological reconnaissance flights in variousaircraft indicated that there was liftabout, but that it was in rather restrictedareas and sur-rounded by wide regions ofdead air. Later ill the afternoon condi­tions at South Cerney improved, but overmost of the proposed route conditionsremained cloudy al/ the afternoon.

Task for both Classes: Dog-leg Racevia Grove Airfield (34.9 km. E.S.E.) toHalfpenny Green (116.7 km. N. by W.);total 151.6 km. (93.2 miles). Designatedstart.

.. Will somebody turn off that disgust­ing noise?" asked Frank Irving as heopened the briefing, and then, after theoffending Tannoy had been silenced, hereminded pilots on.ce again that theymust obey Airways rules, otherwise theywould risk disqualification from theChampionships.

Briefing had already been postponedto 11 a.m., and as the weather still failedto oblige, the Open Class was cancelledat 2.30 p.m. and the Standard Classsomewhat later. Almost at once theweather picked up, and several pilotswho decided to do some local soaringcould be seen by 3.15 p.m. sharingthermals.

An aerobatic display was again pro­posed to keep the public amused, but,before it could start, Very lights had tobe sent up in quick succession from thecomrol tower to fetch the gliders down.However, their pilots took little notice,so a Chipmunk was sent after them.The result was a spectacle reminiscentof sheepdog trials, which kept the crowdsroaring with laughter - in fact, someof them took this to be part of the dis­play.. When the official display was nearingIts end, Ed van Bree of Holland, whohad been watching all this from about8,000 ft., saw the area clear and couldnot resist the temptation, so he pro­ceeded to give one of the most polisbeddKLSPlays of the ~fternoon in his .yellow

a-6. A few mmutes after landmg, hewas called before O.C. Flying and was

told: .. We loved your aerobatics butplease don't do them again without per­mission." He was later invited to dothem again at the closing ceremony.

In the evening the Russians threw alively and enjoyable party in No. 2Mcss.

~nday, 7th June

7TH JUNE.-Ra.diati?n fog burnt 00rapidly, and well before midday the skywas liberally sprinkled with developingcumulus. Capstan- and Dart "snifters"had a couple of launches each beforereporting conditiollS fit tor rhe designaTedstart-this took place much earlier thanon previous contest days.

MOST pilots lost no time in crossingthe start Line. having been wQJ'lled ofover-collvection and spread of cloud intire afternoon. This didn't matC'riaJiseuntil tire late afternoon at Sowh Cerneybut. as tire chart slrows. other parts ofthe country were less fortunate. Thunder­storms developed in many districts laterin the day. One notable feature todaywas the good visibility - at last thepilots could actually see where tlrey weregoing.

Task for both Classes: Race to Spital­gate (3 miles S.E. of Grantham), 162 km.(l00.7 miles). Designated start.

The track crossed an airway, so com­petitors were warned that there wouldbe an observer in Coventry Tower andhe would be in radio cODtact with apatrolling aeroplane. Ann Welch alsowarned that there would be a balloon

313

W an a string" at SOO metres at MeltonMowbray.

In each Class 38 pilots reached thegoal (Orde1man by only 10 feet), and ofthe few who did not, all but one wereonly a few miles short. Spiinig, in theOpen Class, took only I hr. 47·} min.,which was IS min. less than anyoneelse, and Henry maintained his lead bywinning the Standard Class. The rangeof speeds was from 90.4 to 46.3 km/h.in the Open and 77.1 to 44.8 in theStandard.

On nearing the goal, many pilots fromthe big continents had their first sightof a sea-breeze front. Most recognisedit (they had been warned), but few tookthe plunge and used it.

A Chapter of IncidentsEven before launches began, a glider

minding its own business on the gridhad its wing-tip run over by anothercompetitor's car. But the damage wassuperficial and was easily covered witha fabloD patch. A test flight showed thatall was well.

Then, just as launching started at11.53.48 with Deane-Drummond, he hittwo runway markers which made holesin his leading edge, so he had to castoff. Thc British tcam manager thenobtained permission for him to flyinstead the Dart which had been broughtfor the OsTIV prize competition. Theflight would be U without prejudice ",i.e.. subject to a later decision as to itsvalidity.

But hold! The machine was not in­sured for competition flying. Aninsurance broker well known in theBritish Gliding movement (whose name,according to Insurancc etiquette, maynot be published in this connection,though he can get as much publicity as

he likes for his gliding achievements)had gone off on a retrieve, but he COuldstill be contacted by radio. So this wll1done; he gave permission for th.e B.G.Ato prepare the necessary documenta=60n, and Tony Deane-Drummond wasin the air again within 18 minutes of therest of his Class being launched.

.But .. incidents" .were not yet doneWith. As the last pilots were preparingto cross the starting-line, a report camethat an Italian had seen a collision be­tween two other competitors. This wasconfirmed when Jean-Pierre Cartry came(metaphorically) limping back to SouthCerney with part of the starboard wingof his Edelweiss missing. He said hehad collided with one of the Hungarianall-metal A-IS's, and thought the pilotWaS Thuri. But as both Hungariansflew on to the goal, and neither couldbe contacted by radio because of thelanguage snag, it was not till theylanded that Petroczy was revealed a1; thepilot. His machine had suffered no morethan a few scratches, 1;0 be ba-d flownon to make the sixth best speed in theOpen Class..

STANDARD CLASSSoon after 12.10 toe first competitors

came across the starting line, but anumber of them returned for a latercrossing.

Thc weather was improving quicklyand was auite a bit better than fore­cast, with - pilots reporting 8-10 knottherrnals. Also, for the first time, tbeycould really see where they were goina.as visibilitv had never been better.

Some had a little difficulty to startwith - mainly those who had left onthe early side.

Persson (Sweden, Vasama), whocrossed at 12.30.49, was one of them;

314

A/ter the col/isio.n:Cartry's abbreVIa­ted Edelweisswing. Courtesy0/ "Flight".

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he flew about 20 km. east of track inorder to reach the clouds, and lost timein doing so. Kepka, however, aftercrossing at 12.30.34 came back again fora crossing with Popiel at 13.23, andboth returned once more to cross withthe other two Fobs at 13.34.

Henry had already decided. beforetake-off, that he would not start before1 o'clock, and after crossing the lineat 13.06.25 he made the best time ofthe day in the Standard Class. He sawthe sea-breeze front lying across track,but as it was the first time he had seenone, and was not quite certain .bow itwould work, he decided to take enoughheIght for a final glide without havingto use it. Huth also encountered it andtook 300 ft. in it before finishing hisfinal glide.

Wally Scot! took a bit longer torealize the weather was better than fore­cast, but, he said, after 45 minutes hehad cottoned on. His times across thestart-line were 12.27.28, 12.37.10 and12.55.14.

Some of the pilots did not actuallyrecognize tbe front as a sea breeze, in-

eluding Schreder. who got into. heavysink near it and had to land 5 km. shortof the finish. He warned his fellow­countrymen what had happened, so theyall took enough height for a straightglide in.

Malcolm links used the sea breezeto 5,000 ft. and glided in from 15 milesout at 140 knots.

In the opinion of Mortensen (Canada,Olympia 463), soaring conditions thisday were far better than average condi­tions in Canada. He was one of the fewwho did IIOt use radio much, as theCanadian pilots were loaned army setswith a range of only 20 miles.

Deane-Drummond in his substituteDart found his vaciometer was notworkjng properly, but nevertheless didquite well, at 63.3 km/h., by using othergliders to help him to centre in lift.

Burton left just after I o'clock withWilliamson and Goodhart; they had ahit of a scrape for the first 20 km., andthis lowered their average speed.

Korpar (Yugoslavia) flew his repairedLibis 18 again.

Standard Class: Fastest SpeedsPilot Sailplant! Km{ h.Henry... Edelweiss 77.1Ritzi Std. Elfe 74.6Wiitanen Vasama 74.5Kepka Foka 4 74.1Huth Ka-6E 73.3Popiel ... Foka 4 72.3Frill Std. Austria 70.0Scolt Ka-6cR 69.0Lacheny Edelweiss 68.7Lindner Phoebus 68.4

Burton (18th) averaged 65.15 andDeane-Drummond (21st) 63.3 km/h.

Leadin& Totals,S DaysHenry 4125 Lindner 3402Ritzi 395 I Lacheny 3385PopieI 3687 D-Drum-Burton 3670 mond 3340Kepka 3627 Fritz 3277Scott 3539

Maximum possible: 4,378

OPEN CLASSWroblewski and Makula, who had

left with the Standard Class Poles at13.34. were followed the whole way byanother glider who only left them tofly ahead at the final stages of the flight.

315

Tuesday, 8th June8TH "'!'ID 9TH JUNE.-Broad rainbelts

across the sOllthern half of the countrymoved too slowly from Ihe east. Metreconnaissance flig/lls were made in verypoor conditions 10 see if there was anyhope of locating and using a temporaryimprovement in tire rain and cloud pat­lems, but there lIIere no /lsuable oppor­lunities for a task to be set.

Briefing opened with a presentation toMa1colm Jinks of a birthday cake with21 lighted candles combining to producethe only good thermal of the day. It wassurprising how many foreign teams knewthe words and music of "Happy birthdayto you". He said what he would reallylike for a birthday present was to beallowed by the Standard Class to winon one day.

Malcolm, from Australia. was to havebeen the youngest competitor, but Weiss.of France. had been unable to come andwas replaced by Jean Claude Penaud.stIli aged 20 and ahead of 30 older com­petitors than himself in the Open Class.

The reason for there. being no taskwas obvious as soon as "Wally" Walling­ton used an umbrella instead of a pointeron the weather chart. This then servedin turn as a paraplllie and a Rt!gen­schirm as Monsieur Gerbier borrowed itfor his French irnerpretation and thenDr. Waiter Schulte, whose opening wordswere: "Es regnet".

The big event of the day-or rather,the night-was the Swiss party in thebriefing hall, to which everyone was in­vited and nearly everyone came. Excel­lent colour films were shown of threeprevious Championships-Samedan in1948, Camphill in 1954 and Junin in1963, and then performers from manynations were inveigled on to the stageto do their stuff, and 10 receive prizesat midnight from an "International Jury"of fair maidens.

Wednesday, 9th JuneAnother dud day. Briefing was post­

poned and then cancelled. The Czecho­slovaks and the Yugoslavs jointly threWa lively party in No. 2 Mess whichstarted in the evening and could be heardstill going strong in the early hours o~next morning.

Km/h.90.479.177.276.476.376.174.073.572.871.271.170.1

They found the sea-breeze front lyingacross the track about 12 miles south ofthe goal, but glided straight through itas they had sufficient height.

Roll Spanig, one of the last four toleave South Cerney, beat the wbole fieldeasily with 90.4 km I h. (562 m.p.h.), wellahead of Thuri's 79.1 km/h., the nextbest, and Henry's 77.1 km/h. (47.9m.p.h.) in the Standard Class. This wast~e second of three daily wins by ahighly accomplished pilot in a remark­able sailplane.

The Russian team were buoyed upafter their initial misfortunes byChuvikov taking third place with 77.2km/h. in his A-IS. After their firstrepair at R.A.F. Bicester had been fol­lowed by two more, they were so im·pressed and grateful that a certainSquadron Leader is estimated te havereceived more kisses from them thanfrom all his girl friends in his courtingdays.

Only two pilots in the Open Class didnot make Spitalgate. Slazenger (Ireland)got lost near Leicester. He could not gethis crew by radio, nor could he hearanother crew who gave him his position,or he could have made the finish easily.

The same trouble befell Georgeson(New Zealand), who was not certain ofhis whereabouts and asked for .. a head­

lie

Leading Totals,S DaysWroblewski 4295 Williamson 3793Spanig 4164 Goodhart 3768Kriznar 4098 Cartry 3604Makula 4032 Yeates 3482Kuntz 3994 Stouffs 3395

316

ing - any heading - quick!".reached Spitalgate.

O-pcn Class: Fastest SpeedsPilot SailplaneSpanig D-36Thuri A-ISChuvikov A-ISKriznaT MeteorKuntz ... SHK-IPetroezy A-ISWroblewski Foka 4Johnson Skylark 4Makula Foka 4Svoboda SpartakWilIiamson Olympia 419Cartry ... Edelweiss

Goodhart (16th) averaged 67.7.

10TH JUNE.-By now we Were ill acol between low pressure west of Irelandand a depression over Germany. Duringthe early morning high stratocumu/uscovered most of England, but the cloudyarea was predicted to contract suffu:ientlyto allow the sun's heating to produce~'Irong thermals. All went accordilll? toplan until 11.45 8.S.T., but then theisolated but large patch of stralO­cumulus that remained over South Cer­ney became just too thick to let enoughheat through. Again the margin betweenpoor and excellent soaring conditionswas small, and we were extremely un­lucky not to have a good 28'8-km. race.A sea-breeze front with cumulus to over8.500 ft. was a/most along the second(Lash am to Sherborne) leg of the pro­posed course.

Task for both classes: 288-km. Tri­angle race (179 miles) via Lasha.m andConvent School west of Sherborne, Legs:8>.2. 108.6 and 96.2 km. Designatedstart.

"A big triangle-maybe too big." saidAnn Welch, and so it proved. Since a~ea-bree:ze front was expected to comeI~ from the south, and might reachSbe.rborne or even cross to the northof that town, special attention was givento it at briefing.

~lght at t!le beginning of the practicepeflod, a set of diagrams of the sea­breeze front had been put up in thebriefing rOOI'1), as the British dig notWant to keep it as a "secret weapon";

but apparently somebody did, as it hadbeen stolen. So Wallington had to ,drawit again 01'1 the blackboard. It is a pitythat so few pilots reached the front, forit was a powerful specimen, giving liftto over 11,000 ft.

By coincidence a Tiros weather satel­lite passed over at noon and showedalmost the whole of Great Britain to befree from cloud except for an area ofstrata-cumulus over tne South Mid­lands and another over Curnwall. Itshows why, although sunshine could beseen far away to the south even fromSwindun, the going on the first leg wassO slow and difficult that although itimproved somewhat towards Lasham,nobody reached that turning-point tillo..er six hours after launches began. andeven then only three did so. -

OPEN CLASSAfter a long wait on the grid from

10.30 onwards, this Class began taj(ingto the air at 12.22. It was soon apparentthat it was going to be difficult in theextreme. Bunches of gliders were hang­ing between 500 and 700 feet. NichotasGoodhart, having found something at700 ft., was mobbed by at least a dozenothers who joined him between 300 and600 ft. At one time there were 28 sharinga thermal, and others were coming downfqr re-lights. Obviously there was noroom for the Standard Class as well, soat 13.30 it was cancelled.

Nearly all took the precaution ofcrossing the starting line. usually below1.000 ft. Blakewell Farm, 6 km. to theS.W., was used for out-landings in quicksuccession by Williamson and Goodhart.and Dommisse, Slazenger and Kearonlanded just outside. All were soon backfor another start. In fact. the whole ofthe Open Class had eventually to bere-launched.

The second take-off session startedwith Thuri (Hungary) at 14.15. andothe'CS were latlnched at intervals overthe next hour-and-a-quarter. This timethe gaggles tended to be slightly higherand there were more of them. But, inspite of the improvement, many didnot bother to qoss the starting lineagain. evidently thinking it unlikely thatanyone would complete the course tomake it a race day_

The British and Irish teams, and317

Distanceskm. Lasham106.5 18.37100.0 18.4997.5 18.5438.033.540.5

"Bomber" Jackson of South Africa, nowadopted the tactic of going due southin order to reach the better weather andperhaps also the sea-breeze front, whichmight provide a devious but more reli­able route to Lasham. How some ofthem were successful and others nearlyso, will be described in a later issue by"Paddy" KearOD. Spanig and Kuntz ap­parently had the same idea, and S'panigmanaged 68 km. to Chilbolton, but hishigh speed made him too early to catchthe sea breeze and his distance, beingoff course, counted for less than 2X.

The rest of the field struggled moreor less along the direct route but foundhardly anything useful after Swindon.Ordelman and Makula, who were to­gether at 3,000 ft. there, both landed atHigh Clere Castle, 53 km. out, withina minute of each other. Dick Johnsonlanded just past 2X (60.5 km) at 16.59and Cartry near Basingstoke at 17.50,bQth too early to cat.;:h the sea-breeze.

Ba.;:k at base. tension mounted in thearea between the control room and the'big map with the landing pins on it.There w7re not enough pins beyond 2X,and 8 (I.e. 20 percent) were wanted tomake it a contest day. As news came oftbe three who had turned Lasham. andlater of their landing, and that PaddyKearon would have won the contest iftbere was one, there were still only 6PIOS beyond 2X for certain, plus onedoubtful. In the end. the official numberwas only six, so there was no contest.::How. like the Irish," somebody said,

to WIO on a no-conrest day!"Here are the six, with wh;lt would

h~ve been their scoring distances (scoringd!stance to Lasham was 53.km., actual~lstance 83.2 km.), and the turning-pointlimes of those who rOUllded Lasham. Itwas, at least, a great day for the Olympia419's, the only ones to get round thetirst turning-poinl. David Webb ~Canada)

damaged his Dart 17 by a ground loopon landlOg, and was out of action nextday.

Open Class: ScoringPilot SailplaneKearon 01y.419Williamson 01y.419Jackson 01y.419Cartry EdelweissStouffs Ka-6CRJohnson Skylark 4

318

Friday, 11th June

I lTH JUNE.-A warm from approachedfrolll Ihe southwest, and at breakfasttime it looked as though there 1Y0uld betoo much layer cloud for a contest. Butmet. reconnaissance flights confirmed asuspicion that the .cloud overhead wouldbe followed by a wide gap in the pre­frolltal cloud. In tire cleaner areas ther­mals were often stron8 and c/mwllls withtops between 6,000 and 8,000 fl. de­veloped.T~sk for both classes: Distance along

a hne through Perranporth via LongMarston Sheds (nr. Stratford-on-Avon)and Thame. Pilot selected start.

The route was 49.7 km. to the N.E..th~n 68.7 km. S.E., then approximatelyS.W. by' W., against the wind, passing afew miles north of Land's End. It wascarefully explained in three languagesthat you didn't have to stop at Perran­porth. (When such a task was finit set,in France in 1956. Paul MacCready wonrhe day because he had read the rulesand carried on past St. Auban.)

Paddy Kearon received a Daily Prizewhich, on !King unwrapped. proved tobe a stainless steel spade. It was "forscratching".

Nick Goodhart and John Williamsonwere first off in the Open Class as earlyas 10.49.38/55, evidently hoping to makeComwaU before the high cloud did so,comlOg from the opposite direction.George Burton started the StandardClass launches at 11.00, but throughsome confusion about his take-off time!le was recalled by his Team Manager

WORLD CHAMPS,:19656TN(oIlTEST11.6.65

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",.:u...~·-... ,..~ ......r'-'

'\'t,~"./ .It.k ,....."~

~. ~~~:L~ ?- . z;;; .Germans in the Standard Class wt:realso very fast, Lindner tahng I hr. 6 mm.and HUlh I hr. 9 min. At Thame, afterthe first arrival by Spanig at 13.17, thenext to be observed there were Good­hart at 13.24 and Williamson at 13.16.Only one pilot came down short ofThame and three landed there; all therest got well past it, though Jackson wasstuck over it for 45 minutes.

Some bigger clouds had n.ow devel­oped along the last leg, and clJmbs vacy­ing from 7,000 to 9,500 Ct. were achIevedby a number of pilots, only to find thatthe sky ahead of them looked dead andprospects of getting much further lookedslimmer. Paddy Kearon took 8.000 .ft.near Devizes and flew to the M'endlpsescarpment, only 10 arrive there belowhill-top height. and he had to I.md soonafter.

One of the earliest ianding reports was

and was launched again at 11.44. Otherpilots who chose an early launch a fewminutes after 11.00 were Kearon, Jobn­son Ordelm<liQ .and Yeates in the Openand' Braes; SejstrlJp, Popiel, Kepka andEvans in the Stand~Hd.

. Later there came an "incident". Justafter Markus Ritzi had left the grQundat J 1.36 his Standard Elfe suddenlyrose high above the towing Chipmunkand pulled up its tail; a few secondslater tbe Chipmunk hit the ground andbroke its back. Luckily the pilot, B.. ~.Sharman, was unhort; nor was Rltzl,incommoded, as he landed back and. ~assoon pulled off again by another Willingtug, this time maintaining a normalattitude.

The early start of Goodhart and JohnWilly did not, after all, give t~em anyadvantage, as thermals were stJIl weakfor the first half-hour or so. Most com­petitors took well Over an hour to reachthe first turning-point, Goodhart reach­ing it at 13.15 and Willia~s~:m at 13.16.Among those who made It In under anhour were the three Russians. Suslov'stime of 50 minutes being beaten only byCartigny with 49 minutes. Lindner took51, Huth ,and Ritzi 52. Most of thesewere among the later starters.

Spanig, though he took just over anhour on the first leg, was easily fasteston the longer second leg, covering the68.7 km. in only 59 minutes. Th:: two

The broken back: a picture presented to Markus Ritzi by the tug pi/ot.319

from Spanig who had ccme down nea.rBridgwater at 16,20, having covered 157km. from Thame in 183 min. He couldsee "absolutely nothing" ahead. No onebeat his distance, but Kuntz, who camedown just a kilometre short of him. didnot land till 17.15, so the warm-frontclamp could not have been moving eastvery fast. Wroblewski and Kepka (bestof the Standard Class) were only 61and 7 km. short of Spiinig, yet they didnot land till 17.40.

In view of Spanig's high speed. andthe route leading towards an approachingwarm front. there was widespread e",pres·sion of opinion that this day's taskshould have been a race. As it was,Spanig's speed did him little good, asmany slower pilots were nearly able tocatch up with him. As this is beingwritten, the argument is still goingstrong.

A few pilots who had gone rathernorth of track on the la.st leg were ableto make good climbs in the Bristol Chan­nel area. These included John WilIy, whohad been trying to use a weak sea­breeze front but failed (0 contact it.Ed van Bree, however, managed toclimb to 10.000 ft., the highest reportedthis day; he even mentioned over theradio the breath-taking view he saw,looking down on a sea of clOUds. Hadhe made his final glide south-westerlyfrom there, back on to track. he couldhave added perhaps another 20 km.; butinstead he went south in the hope ofmore lift, but the whole system hadcollapsed by the time he reached it andhe landed west of Radstock at 17.50.

A number of pilots really enjoyed thisday, like Georgeson. who felt that, if youwere not high on the list, you had timeto enjoy it all; and Gerald Westenra,who was having the time of his life andwould not have missed it for anything.

For Wally $cott things did not go sowell. and he thought this was his worstfiight. First, he fumbled for nearly anhour near the second turning-point. thenhe went south to Andover and onlyonce climbed to 5,500 ft.; thereafter' itto~k hit:! ages to finish up near Bath,domg slIght damage to his glider. A. J.Smith had the misfortune to ground­loop his Sisu in tall grass, and couldnot have flown next day. Makula alsohad damage to his Foka which requirednight work to repair.320

Open Class: Longest DistancesPilot Sailplane km.Spanig 0-36 275.5Kuntz SHK-I 274.5Wroblewski Foka 4 269.0Williamson Olympia 419 266.5Kearon Olympia 419 262.5Makula Foka 4 260.5Hossinger Std. Austria 257.5Penaud Edelweiss 257.5Cartry Edelweiss 249.0Svoboda Spartak 246.5

Standard Class: LODlest DistaBcesPilot Sailplane km.Kepka Foka 4 268.5Wodl Ka-6 264.0Mestan Standart M-25 262.0Schreder HP- I2 262.0van Bree Ka-6cR 245.0Persson Vasama 245.0Johannesseo Vasama 244.0Popiel Foka 4 242.5

Since this was the last Contest Day.the overall placings were as shown inthe table of fioa1 results.

Saturday. 12th June12TH JUNE.-The warm front on the

chart for the 10th June was now east ofEngland, but the cold front was linkedback to another warm front over Ireland.The weather was generally overcast withlow stratus over much of south Dnd westEngland. Met_ reconnaiuance /fights con­firmed that no improvement could beexPected until very late in the afurnoon.

Participants arrived in the briefinghall to find the Director's transport"'ehicle on eXhibition. Two other objects,it was announced. had also been re­moved from their usual po!>ition-theF.A.I. flag and the Cha.rnpionships flag.An appeal was made for their restora­tion, but in tbe end a substitute F.A.I.flag was hurriedly made from a bedsheet. which Ann Welch later handedceremoniously to Peter Ottewill as oneitem which had been "stolen" by theorganisation.

With nimbo-stratus covering the skyoutside, no task was announced, but any­one could do local flying in the after­noon. Another announcement was of aparty from 8.30 p.m. with dancing, son~and music. The dancing was duly .1~l1don, but everyone capable of orgaDlSJllgsongs and music seemed to be away at

the OSTlV dinner in the town. This wasa most entertaining affair at whic"h theguests Ol,ltnumher,ed the OSTlv. It wasmade possible by the generosity of threefirms.

Sunday. 13th JuneA thrilling aerobatic display preceded

the Closing Ceremony. First, Ed vanBree showed what his yellow Ka-6could do-with official permissioll thistime; then Popiel gave a polished displayin his Foka 4; and finally Doug Bridsonin a Dart ended an exciting exhibition bydisappearing from sight between twohangars below roof-lop. level.

Closing CeremonyPrornptlyat I p.m. Mr. Mauricio Ob re­

gon, president of the Fe'deration Aero­nauLique Internationale, began hisspeech, alleging that it had taken himjust as long to come from South Americaas to gel through the traffic at Reading.He pointed out that, but for yesterday'sweather. these Championships wouldhave provided a recor,d Dumber of <:on­test day~ (it would have equalled tbeprevious record). His 'speech was fun

of witty asides: commenting on the"magni,ficent good fellowship" betweenthe nations. he added: "You know whatI mean-yoll cut off my wing. I cuI offyours." He concludcd with a "thankyou" in seven languages, adding "etc."to cover the rest.

Hilda La,dy Brabazon then presentedthe prizes. saying that in front of 28nations she felt like "a sort of U Thant".

Mr. Ware of W. D. & H. O. Wills,who had generously subsidised theChampionships to the extent of {lOOper team and thlls made such a largeentry possible, ceremonially handed"two bits of paper" to Pbilip .Wills, onea further contribution to the WorldChampionship expemes, and the otherto a Scholarships fund.

Philip Wills, as B.G.A. Chairman,wound up the ceremony, starting withstatistics-86 pilots flew 48.500 milesfrom 2,507 launches and the public hadpaid to watch to the number of 10,376adults and 2,627 ehildren. He added:"We have shown that we are not a cold­hearted island race living most of thetime in a thick fog-we are a warm­hearted island race living most of the

the smile ofconfidence

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321

FINAL RESULTS ,OPEN CLASS

Place Pilot I Daily score and dales June, 1956TotalCamp. Country Sailplane 1st 2nd 3rd 41h 7th 11th

No. I" 2 3 4 5 6 SCO,e-1 2 Wroblewski Poland Foka 4 718 928 1000 879 770 974 5,2692 29 ~ann~ Germany 0-36 750 901 837 676 1000 1000 5.1643 30 Germany SHK-I 497 1000 793 905 799 996 4.9904 1 Makula Poland Foka4 551 929 919 879 754 939 4.9715 14 Krizna,r Yuyo$13via Meteor 596 880 822 1000 800 839 4.9376 31 Williamson Great Britain Olympia 419 505 850 828 877 733 963 4.7567 12 'Good.hart Great Britain Oan 17 398 830 854 995 691 849 4.6178 27 Cartry France Edelweiss 497 899 762 717 729 892 4,4969 21 Yeates Canad... Skylark 4 497 848 721 719 697 839 4.321

10 28 Penaud France Edelweiss 443 725 686 859 617 927 4,25711 20 SlOutfs Belsium Ka-6CR 386 881 701 824 603 782 4.17712 15 Hos·singer Argentina Std. ,",usvia SH 474 911 329 801 682 927 4,12413 33 Tburi Hunsary A-IS - 870 797 773 838 831 4,10914 35 Kearon I<eland Olympia 419 348 754 678 69l 666 947 4.08415 23 Svoboda Czechoslovakia L-21 Spartak 436 308 785 935 735 822 4,08116 39 Vergan.i Italy Sk)'lark 4 - 855 804 897 657 866 .4,07917 34 PerroQzy. Hungary A-IS - 896 803 773 796 788 4,05618 10 Johoson U.S,A. Skylllrk 4 512 910 162 824 764 880 4.05219 11 Smith. A. J. U.S.A. Sisu I" - 802 857 670 715 859 3,90320 7 Nicdispach Switzerland Skylatk 4 371 733 '730 319 610 866 3,62921 19 Frene Argentina Std. Austria SH - 796- 669 655 654 642 3,41622 13 Chuvjkov U.S.S.R. A-IS - 905 .295 590 810 790 3,39023 16 Reid Australia Skylark 4 398 324 642 557 088 729 3.33824 8 Jiick..Oll South Africa Olympia 419 - 330' 772 912 512 741 3.26725 38 Arbcr Israel Skylark 4 dnf 338 734 621 486 676 2.85526 42 Gcorgeson New Zealand Skylark 4· - 300 684 570 534· 745 2,83327 41 Ordclman Netherlands Sasitta I - 318 596 734 592 576 2,81628 22 Webb Callada Dart 11 - 719 166 971 726 dnf 2.58229 18 Ulbins Austria Ka-6CR - yl8 160 624 685 762 2.54930 25 Nielsen Denmark PIK-16 C 321 167 145 675 '548 668 2.52431 43 Wcsu:ma New Zealand Sk'ylatk 3G - 300 673 322 '538 635 2.46832 12 Veretcnnikov U.S.S.R. A-IS - 802 338 dnf 595 729 2.46433 4 Harrold Rhodesia SkyLuk 4 - 325 139' 466 641 613 2.18434 5 Dommj~se South Africa BJ-2 290 319 141 8 644 737 2.13935 6 Silesma Sweden Ka-6CR - 162 329 508 557 582 2,13836 3 Smith. R. Rhodesia SkyJatk 3p - 300 160 466 525 674 2,12537 24 Jcn!cn Denmark HUtter Libelle - 300 146 590 654 360 2,05038 17 B1ackwell Australia Std. Austria - - 650 193 597 ~ 1,90039 36 Slazenger Ireland Olympia 419 - 154 345 278 284 642 1,70340 40 Lamera Italy M·lOOS - HiS 284 SOS 290 360 1,60441 26 HamaHiinen Finland Skylark 4 - 314 dnf dnf dnf duf 314

"M..imum 905Siblo Score: 750; - == O'd not score; odnf ;; i):d not fly.Tasks jar both Cla55e. were Ihe same on each day: Dly 1. 1st June, Race: South Cellley-Cosford,108.7 km.: Day 2. 2nd June. Race: South Cellley-Caradoc--South Ma";,,n-Sou\h Ccrner. 171 km.;Day 3. 3rd JUllC. Race: South Cerney-Marlborousn White Horse-- Wclls Cathedral-South Ccllley,173.5 km.: Day 4, 4th JUIIC. Free Distance; Day 5. 7th June. Race': South Cerney-Spitalgate, 162 km.;D.,y 6. 11th June. Distance along brokell lillC: South Cerney-LolIS Marstoll Sheds-Thamc-Perran-porth. .

time ina thick fog. We have shownthat you can get eJiciting and worthwhileflying in a sailplane in weather which,under ordinary circumstances, wouldcause most of us to go indoors, light thefire, and take out a good book to read.;'

After a fanfare, the band treated liSto an intricately performed "tattoo" withalternating bagpipes and trumpets.

Farewell BanquetOne thousand people-national teams,

volunteer helpers and visitors. filled the"glide!' hanga.r"~mpty of .gliders at

322

last. When the eating was over, all theteams came up in turn to receive giftsfrom the Station Commander. All werecheered, the loudest cheer going to theIrish and the longest to the Russians,Speeches by Ann Welch, "Pirat" Geh­riger ,md others were scarcely audibleowin,g to microphone trouble, but thelack of decibels was more than madeup when flocks of blue and white bal­loons were pulled down from the ceil­ing and exploded. It made a suitablYspectacula( finale to the World Cham­pionships.

FINAL RESULTS STANDARD CLASS

Camp. Daily 5<oreanddole,Julli!, 1%5 i TQlolNo. Counlry Sailplane W22" 3{d 4~" 7;" I ~'" SCOre

Place Pilot

I 97 Henry France Edelweiss 288 924 1000 913 1000 820 4.9452 74 RilZi SWitzerland Std. Elfe 265 1000 868 871 947 847 4,7983 70 Kepka Poland Foka 4 378 911 502 898 938 1000 4,6274 69 Popiel Poland Foka 4 189 921 939 733 905 891 4,5785 53 Butlon Great Britain Dart 15 259 877 815 923 796 847 4.5176 77 Scon U.S.A. Ka-6CR 334 816 535 1000 854 836 4.3757 96 l..achcny France Edelweiss 276 806 86\ 593 849 878 4.2638 52 Under Germany Phoebus - 973 898 688 843 847 4,2499 54 D.-Drummond Great Britain Olympia 465 378 852 533 811 766 839 4.179

10 63 Van Bree Netherlands Ka.{iCR - 794 84D 788 821 901 4,144iI 86 FrilZ Austria Std. Austria SH - 862 890 656 869 853 4,13012 85 WOdI Austria Ka.{iCR - 821 856 651 783 981 4.09213 95 Wiitancn Finland PIK-16C - 920 580 703 944 828 3,975J4 51 Huth Germany Ka.{i E - 418 897 835 922 849 3,92115 76 Schreder U.S.A. HP-12 366 952 570 766 286 913 3,91316 61 Brigliadori Italy Uribel C - 811 781 634 816 860 3,90217 72 Persson Sweden PIK-16C - 703 862 529 835 901 3.83018 92 Sejstrup Denmark Ka.{iCR - 726 860 613 733 868 3,80019 75 B10ch Switzerland Ka-IO 250 792 502 618 771 855 3.78820 73 Rodling S~en PIK-16 C - 416 844 843 801 866 3,77021 64 Rcparon Netherlands Ka-6CR - 819 516 818 818 790 3,76122 62 Mestan Czechoslovakia Standart M-25 - 702 751 194 825 973 3,44523 60 Pronzati Italy M-lOOS 285 342 529 731 679 715 3.28124 94 Horma Finland Havukka Std. 268 437 558 863 291 801 3.2182.~ 88 Baeke Belgium Ka-6CR - 418 595 603 764 809 3.18926 71 Clifford South Africa Ka-6CR - 379 551 614 813 776 3,13327 82 Picchio Argentina Ka-6 - 695 498 416 669 797 3,0752~ 67 Johannes!lCn Norway PIK-16C - 439 802 222 627 897 2,98729 84 Jinks Australia Schneider E5-60 - 719 315 354 718 746 2,91230 87 Cartigny ]klgium Ka.{iCR - 242 808 331 731 763 2,87531 65 Handley New Zealand Ka-6 CR - 679 251 394 604 560 2.48832 93 Bracs Denmark Ka.{iCR 137 297 508 666 200 667 2,4753J 91 Maracck CzcchosloYakia Standart M-25 - 340 317 439 658 713 2,46734 80 Korpar Yugoslavia Libis 18 - 752 541 dnf 732 371 2,39635 59 Evans Ireland Ka-6CR. - 144 572 145 638 847 2,34636 57 Filippusson Iceland PIK-16C - 221 452 499 610 451 2.23337 81 StctunOVic Yugoslavia Delfio - 276 dnf 733 741 474 2.22438 68 Hoimyr Norway Ka-6CR - 292 - 596 534 566 1.98839 58 Qupta India Ka.{i - 294 506 319 632 153 1,90440 89 Morlenscn Canada Olympia 460 55 329 23 290 675 4n 1,80041 66 Cameron New Zealand

~~rn'eY~~:f,~.60279 37 37 267 610 558 1,788

42 83 Rowe Australia - 232 230 247 272 547 1.52843 56 Magnu550n Iceland Ka-6CR - 71 311 219 2T1 597 1,47544 79 Suslov U.S.S.R. KAI-14 - dof dnf - 274 451 72545 78 Jaruschcvichus u.s.s.a. KAI-14 - 229 dol dnl dnl dnl 229

'Maxjmum Possible Score: 378; - = Did not score; dnl = Did nOI fly.

GUD£RWORK

C of A OVERHAULS ~ =!f)

REPALRS

Husbands Bosworth AirfieldLei,cestershireTelophone 4:29

B.G.A. VICE-CHAIRMAN

W ITH great reluctance, the BritishGliding Association Council has

accepted the resignation of Ann Welch,who feels after the World Champion­ships she needs to devote more time toher family and private life. She expects,however, to remain active as Chairmanof the Tnslructors' Panel, and assisting inthe organisation of Competition work.

In her place the Council. ~ave inv~tedDavid Carrow to fill the posItion of Vlce­Chairman, which he has accepted.

323

WORLD GUOER CHAMPIONSHIPS 1985__0 ~ _. , _ ....

'.

~

~ I1t THECOMMUNICATlONS CONGRATULAn THE WlNNHI, ~ ~ JAN WROBlEWSKl, POlAND (OPEN ClASS)

fBANCOIS HENRY, FRANCE (••CLASS)Glider pilots I Keep in touch by using the PyeBantam two-way 'Radiotelephone-portable, light­weight ideal for air to ground communications.

,;, Weight only 4 Ibs.

~::: Fully Transistorised

~, High Performance

~:: Air Registration Board Approved

* Long Endurance

':' Weather proof

PYE TELECDMMUNICATID,NS LTD.CAMBRIDGE • ENGLAND • TELEPHONE: TEVERSHAM (CAMBRIDGE) 3131 ,- TELEX 81166--324

H.R.H. Prince Philip inspects lite meteorological briefing set-up. In the foregroundare Phi/ip Wills and Ann Welch; on Ihe platform. centre tQ right, M. Gerbier(France), Dr. Waiter Schulte (Germany) and C. E. WallingtOIl (Gt. Britain). Pholo

Sally Thompson325

A Philip Wills with Lord Shackleton, Minister of Defence for Air. Photo CharlesBrown.

• How I'he "grid" worked: one sailplane is taking off and three more tugs arehurrying 10 follow. The Open Class, with diverse spans. are on the right. Photo

Sally Thompson.

nats give~ Fol/on~.,Gd display~ polls le. day.

o he opemng Sallyon t Photo on

Thomps .

b " 'ng' wind• In a 111 ahn, on

Wally Kthe Irishbehalf of 'tates theesuscl .

team.. r 01 A via.tro?Mimster 1 whIsky.wilh a tot ~d Foster.Photo Davl

<llI Line-up on Opening Day.Charles Brown.

• 10e Croshaw, 0le FICourlesy of "Fligh,".

'f' The Slalldard Class grid 01

firsl day.

• Refuse for disposal? .Thompson photographed by

Walker.

.Flying.

on the

Sallyby Ji/l

.. Lady Brabazoll, who presented the prizes.Photo Sally Thompson.

• Stands at the Trade Fair.

• Seen on the closing day. (L. 10 r.): RikaHarwood, Bill Bedford, alld Ihree of Ihe Dl'-Ichteam: J. Franken, G. Ordelman. M. Mllntillg.

Photo G. Harwood.

... Finale to the Banquet. Photo Salty Thomp­son.

<Ill Hugh Meltam checking heights at the start­ing line. Photo Da~'id Foster.

scoring board. Photo DavidFoster.

• Centrepiece in the Big Bar.Photo A. E. Slater.

·4 Prince Philip with the Rus­sian team. Note reflections onthe A-IS's polished metal.

Photo Sally Thompson.

.. National flags on the clos­ing day.

THE Bee 40F and AIRMED AIRLITE HEADSET

By R. BRETT-KNOWLES, B.G.A. Radio Coordinator

A YEAR ago the writer and PeterTonbridge tested two VHF sets

suitable for gliders, and this year it washoped to compare. two more. Only theBritish Communlcalions Corporation.kept their promise to submit a set fortri'll at Bicester and no comparisoncould be made with ano-ther type adver­tised as being suitable. So a report ona headset is given in lieu.

The BCC 40F at once impresses youby the robust simplicity of its exterior.

hich is of diecast light alloy and water­proof. On examination of its interior,this impression is not only confirmed.but strengthened. A printed circuit sub­strate is used, but the majority of wiringis conventional, with all but one of thecomponents immediately accessible fortest or removal. This form of layout ismuch easier to follow should a faultdevelop, and if a component needs isolat­ing from its environs for testing. thiscan be done without danger of damageeither to the component or associatedwiring. But this should not prove neces­sary as the quality of components andworkmanship is very high.

An intending purchaser will requireto know some of the technical details.

Six crystal controlled channels areavailable. but they must all lie within±O.3 per cent of the centre if degrada­tion of performance is not to take place.Thus 129.9 and 1.30.4 Mc/s can be setuP. but not the ground/ground or com­mon civil airport frequencies. This fea­ture is common to all pack sets of todaymade in England, but we may some timesee a Frequency Synthesiser set forgliders which removes this restriction.Ho~ever, the high cost of such a set willsenously curtail its availability. Thetransmitter's minimum rated power is220 mW, and to some the figure mayseem low. However, at VHF, range islimited by obstructions rather thanPOwers (provided power is above aminimum, and this is). Signal-to-noiser'trtlo at a receiver has a logarithmice eet on the ear, and the difference be­Iween 600 mW and 200 mW is only

4.7 db., so 220 mW is not an unaccept­ably low power theoretically, and inpractice the set gave adequate range. Ofcourse, the owner must make certain thathis 220 mW are actually radiated intothe air and not absorbed by parts of theglider. (Whatever power level is used,an effective aerial is necessary to getadequate performance.) The only timethat a BCC 40F owner will be embar­r3l;sed by his power is in competitionwith a garrulous operator of a set ofmuch greater (probably illegally so)power. Signals were still strength 5 at50 miles, and an air/air range of 90miles was worked.

The receiver has as good a noise factoras can be expected from the transistortypes employed, and has a very simplebut effective muting circuit. The protec­tion from cross modulation is not par­ticularly good, and some rather peculiarnoises can be heard at times. The noisesdue to this cause are a small proportionof the rather peculiar noises normallyheard on 130.4 or 129.9 mc/so anyway,and should not be taken as a serious dis-

333

331

butthelatest

communicationtechniquesore used in • •••.

THE BCCf40FPORTABLE VHF RADIOTELEPHONE

Fully Transistorized

'Size Only 8n

x 5" x 2·rWeighs Only 4t Ibs.

6 Channels

Fully Waterproof

Socket for Connection to FuselageMounted Aerial

Operates from external 12V Battery,Self ContainedDry or Rechargeable Battery

-BffBRITlSH COMMUNICATIONS CORPORATION LTD.,

• ~ _ SOUTH WAY, EXHIBITION GROUNDS,WEMBLEY,MIODXpi:lone: Wembley 1212. grams: BEECEECEE WEMBLEYP1" ....EIIt Of Ttle CONTl\OLS AND COMMUNICATIONS OI\OUI"

h ~ong with this set. an Airmed Airliteaea set was tested.. The features whichrPl?ealed were the lightness, and lack ofT~jgue usually associated with headsets.10 e 3ar pad~ (with washable covers) al-

we SUfficlenl transmission of wind

advantage. 50 or 25 Kc/s. channelling isavailable.

Using the Airlite headset, tbe audiosignal was of correct level. but if relianceis placed on the internal speakers, mostpeople would prefer more volume. Toovercome this is simple: fit a largerloudspeaker in a position nearer to thepilot's ear, which is technically easy todo.

The set may be removed after landingand used as a pack set on its internalbatteries and with a whip aerial. Re­chargeable DEAC cells are supplied,but a primary battery pack is availablein two sizes, to be fitted internally orexternally as required. The voltage is13.2, and operation off a glider's 12-voltaccumulator is not practicable. However,a chassis mounting incorporating atrickle charger for use in a 12-voltvehicle is available if required (consump­tion would be rather high for a gliderbattery). The internal DEAC cells can becharged at 45 mA without removal fromthe set, through the tel/mic/switch plug,if a suitable charger is available.Through this same plug run the send­receive wires and a press-to-talk couldreadily be installed on the controlcolumn so as to leave the pilot's handsfree.

The microphone should be movingcOil or electromagnetic, but not carbon.A noise-cancelling type was tried withcomplete success, but this is a luxurynot a necessity. Automatic control ofmodulation is employed to cover a widerange of speakers and types of micro­phones. Transmission occurs immediatelyth.e send-receive switch is operated, butwith a failing battery the quality suffers.

The price is higher than any set sofar tested, but you are paying for amore robustly made set, which could besto~d on or dropped if necessary andwhich will not object to rain. Simpli·CIty and reliability are the dominatingactors, and for these the greater price

would appear to be quite fair.

• • •

The Airmed Airlite headset.

noise to permit using il as an aid 10flying (it didn't help me much atBicester !). A noise-cancelling boommicrophone was supplied 10 malch theBCC 40F input, and ei,ther carbon orelectromagnetic microphones are avail­able to suit any of the VHF sels everlikely to be produced,

.The devotees of the loudspeakersmight well find that this headset willcause them to change over. With a press­to-talk button on the control column,bot.h han.ds are free for flying the glider,whIch mIght be considered an advantageespecially when approaching to land. Anaudio variometer would be audiblethrough the ear pads or, if preferredcould be fed in electrically to the head:phones.

Toe noise-caAcelling microphones,Types 303 (carbon) or 401 (moving coil)with which the headset can be fi.tted ar~~lso very suitable for car use, especiallym. vIew of the possible requirement for amIcrophone which is not to be held int~e ~a~d. A noise-cancelling microphonedlscnmmates against noise coming froma distance and must therefore be placedfairly close to the speaker's mouth, orIt. Will not respond to the desired signalelt~er. Look inside a radio-equippedtaxI for Ideas on how to arrange this.To remo,ve the noise-cancelling feature,should it be temporarily not needed,cover one side of the microphone withmasking tape.

335

SOME THOUGHTS ON SOUTH CERNEY

By VERONICA PLATT

H ERE in Italy it is almost impo~ible

to remember the cold, the bleak­ness, the utter grey misery of that firstweek in South Cernev. Would the cloudsever lift, could the -sky ever lose thatcovering of asphalt - above all, couldwe ever again be warm? Countries southof the equator had supposed May andJune to be summertime in England, andcertainly Gloucestershire was looking itsprettiest, all a-froth with Queen AlJne'sLace, horse-chestnuts and hawthorn. Butteam after team went sadly into Marksand Spencer's to come back with anor­aks, sweaters, duffle-coats and even hot­water bottles, and that on days whenthey had been hoping to see Englandfrom the air.

Opening day came, and we shiveredbeside our flags; opening day plus oneand we shivered beside our sailplanes forPrince Philip; and still the temperaturefell and the sky stayed solidly grey, thespirits temporarily buoyed up by amagnificent barbecue on the Friday nightsank to a new low at the thought ofmore evenings of tepid beer in .a freez­ing hangar.

Then quite suddenly the weathercleared and we remembered how luckywe had been to have hot food, cen­trally heated bedrooms and lashings ofboiling hot water. The parachutes andcoloured umbrellas in the bar lookedfriendly, people went by at a run in­stead of a round-shouldered slouch, and

things got really cracking at last.It was then that we began to appreci­

ate just how good the organisation was.Damaged gliders had been expeditouslyrepaired, launchings were extremelyswift, hangar sp.ace was adequate, sleep­ing space likewise (though it might havebeen better to keep' pilots and theircrews together). Each country had beenprovided with a "host" family, an excel­lent idea, and sporadic friedships grewup between the different nations. It wasnoticeable, though, that the par~y spiritonly really began to bubble at liS fare­well luncheon, where pilots, crews andhelpers all sat down together in one bighangar. Spreading meals over two Messhalls hundreds of yards apart meantthat one saw too little of people - thatwas arranged better in Argentina, wherewe all ate together in a babel of dif­ferent tongues instead of in a Britishself-imposed' hush and an atmosphereof seperate tables. But that is the onlycriticism and not a very serious one.

Briefings in English,' French and Ger­man were very clear indeed, thoughperhaps a little fast for anyone whosenative tongue was something else. Ithelped to be able to follow in twolanguages and thus get a repeat ofpoints not quite clear the first time.Would it be reasonable to make a tape­recording at the time so that one couldlisten again if necessary?

This,of course, brings up the whole

The lounge in No. 2 mess (Photo A. E. Slater).

336

AV 45-N.01

SELF-LAUNCHINGSAILPLANES

FAUVEL AV 45Single Seater

FAUVEL AV 221Two Seaters

Power turned off.these are

TRUE SAILPLANESMax. Glide: 1:27 &. 1:25

Min. Sink: O.82M/S (2.68 ft/s) AV 45O.92M/S (3 HIs) A V 221

"SURVOL" SarI30 Chemin de la Roubine

CANNES-LA-BOCCA (A.M.) FRANCE

question of mechanical aids, of whichinfinitely its greatest is the use of radio.

At present, the team without radioworks at a tremendous disadvantage,and the solo competitor at a greaterdisadvantage still. It was a revelationto sit listening in the base tent and torealise just how much invaluable in­formation can be passed from pilot topilot, and how much time can be savedby retrieving crews being in direct con­tact with their pilots. In one case atleast I was told that a retrieve crewfar ahead were able to report on theweather in their vicinity and so warnthe pilot of an area to avoid.

I see no reason (except an ethical one)why this should not be extended tocover a whole series of local weatherreports from friends dotted about theCOUntry, but I am not at all sure thatthis is real1.y in the spirit of gliding aswe should like it to be. Perhaps thetime has come to revise our Contests sothat the bird-man as such - thenat~ral glider pilot - could competeagainst other individual bird-men, while

the countries competed in teams withall possible aids and devices! That isclumsily put, but surely the divisioninto Standard and Open Class has be­come out-dated? What one wants toknow is how one's crack pilots can flypersonally in other places and otherconditions by their own skill alone.Firstly, who is the best individual gliderpilot in the world? And secondly, whichcountry can put up the best team, trainedas a team and aided from the groundin any way they please - by theirchoice of suitable sailplanes, theirmeteorology services, their proficiencyin radio, and their use of any othermodem scientific skills? It has interest­ing possibilities - even though it mightproduce a kind of factory-based teamas in motor-racing, and perhaps becometoo professional. it could be of greathelp to the designers. Certainly I thinkthe individual class should remain en­tirely "amateur" and preferably flywithout radio, or gliding becomes aditferel1t thing altogether from the sportwe have known and cherished for solong.

337

GLIDING IN SWITZERLANDBy HUMPHRY DIMOCK

W· HEN the B.G.A. asked for some­olle to represent Great Britain in

the Swiss National Competitions I re­membered a wonderful film I had onceseen of gliding in that country andapplied at once.

My wife was the natural nominationfor crew member, John Limb, our clubtreasurer, came as crew chief and No.3 was our 20-year-old niece, Isober.

We started from home iathe eveningof 28th April and arrived at Grenchenon 30th April at 3 p.m., when theweather was so perfect that we riggedand I flew for an hour, unshaven andtravel-stained. Before flying I waswarned not to risk landing out over themountains as the trailer might have totravel 200 km. even though the gliderwas only 5 km. over the ridge.

The ridge runs for approximately120 miles roughly east-west, and aver­ages 3,500 ft. above the plain. In sun­shine the anabatic wind would lift theglider at an average of 2 knots and thefrequent thermals would give off-the­clock lift. All sorts of bfrds use theridge for soaring, particularly largebrown buuards flying dose to the treesin their search for food. The closer oneflies to the trees the stronger the lift.

Switzerland may be called a gliderpilot's Paradise because the airwayshave to be 2,000 ft. above the highestpeaks. Navigation is easy as the lakesand mountains of various sizes arereadily rel;;ognisable. Nevertheless it isno country for inexperienced cross-coun­try pilots, the fields being small andobstructed. I was often horrified to- seegliders .circling low down among thepc:aks In the snow-covered clearings,wlt9 ~o hope of getting back to theplain if the thermals did not develop.

The briefing was all in German andas I did not have an interpreter t~ my­self I had to go round afterwards andglean what information I could getabout the task for the day.

The first task was a lOO-km. triangle,and on the first leg along the ridge in

338

good weather I passed ten of the twenty­four competitors. But half-way on thesecond leg the route was over a heapof snow-covered mountains up to4,500 ft., capped with a huge rainingstorm cloud. One was supposed to flythrough the storm to find and photo­graph a church in a valley, but I wascautious and went partly along the thirdleg back. to Grenchen and up the valleyto the church, which I reached at 700 ft.Back on the third leg the rain started,and I looked up at snow-covered moun­tains on both sides of a valley too nar­row for turning. Below me the valleywas heavily populated ribbon develop­ment with small fields surro\Jnded andcrossed by telephone wires, high-voltageelectric cables slung from side to sideof the valley, and similar delights.

Seeing a glider land ahead of me ina long, narrow field with large snowdriftremains along the sides, I dived downand stopped a wing-span behind himwith a sigh of relief. He proved to bea previous ~wiss champion.

There was nothing special to noteabout Days 2 and 3, and Day 4; a goalrace of 124 km., was so poor that no­body did very well. I passed 2)(, buttoo few others scored to make it acompetition day, Two other gliderslanded with me, eal;;h in near-by fieldswithin shouting distance and 'each bigenough for just one glider.

Day 5 was an ambitious 320 km. out­and-return race, and again I passed 2X,but scored only moderate marks as twopilots who had started early coveredDeally half the distance, compared withmy 60 km.

At the end I was given a very beauti­ful dock as a prize. This I felt wasundeserved as I had not at any timebeen high in the scoring list. The Cus­toms Officer commented on its highquality, Isobel smiled, and he chargedno duty. As Phitip Wills had previouslyadvised me, "If the weather is too ~dfor fiying, do not worry, the SWISS

people are so very nice".

TATE GALLEIlY 8740

THE

KRONFELD CLUB'14 IASE"INT

fCCLESTQN$QUAIlE • SWI

A full report on the Club's most suc­cessful art exhibition at the World

Championships appears elsewhere. Inpassing, we would like to thank all thoseclub members who gave up time to pre­pare the exhibition, particularly PatAnderson, who produced the prefabrica­ted stands for us. Our Annual Exhibitionand competition will, as usual, be heldduring the month of November. Entryforms now available.

Marshal of the R.A.F. Sir DermotBoyle, G.C.B., KC.V.O., has kindlyconsented to open the Exhibition at8 p.m. on the 3rd of November.

The Club's Annual Dance is scheduled

BOOKS BYANN WELCH

The Story of Gliding(w'th L. Welch)

A new book about the history of soaringflight. Price 2'8'· plus 2'· postage.

Glider Fly.ingAn informative introduction to glidingwritten in non-technical language.

Price 21'· plus 1'4 postage.

EXCIting adventures for young people.

The Woolacombe BirdPrice 16'- plus 1'2 postage.

John Goes GlidingPrice 15'· plus 1'6 postage.

Discount allowed to dubs_

BRITISH GLIDING ASSOCIATIONArtiflery Mansions.

75 Victoria St~.t. London.• S.W.l.

for Friday, 22nd October. It will takeplace on the premises and a Buffetsupper and music will be provided ­more details next issue.

22nd September should be an oppor­tunity for one and all to air their viewson rating and marking systems. FlightL.ieu!-Cnant Coatesworth wiJl propose,"That the present rating system shouldbe changed in the interests of the Glid­ing Movement". He will be opposed byWally Kahn.

6th October. Sqd.-Ldr. Johnny Ward,who was well-known in the movementwhen he was on the B.G.A. Councilsome ten years ago, is coming along totalk on "Safety in tbe Air" and histalk will be supported by a film on thesubject.

Please note the Club is now open6 p.m.-Il p.m. Mimday to Friday.

The lecture room is available for hirefor meetings, film shows or parties atreasonable rates on any evening otherthan Wednesdays. Y. C B.

Diary of Lectares _Dd Film ShowsWednesdays at 8 p.m.

Aug. 11. The Regionals.18. "On throwing away the

winch", by Roy Procter." 25. 1965 Paris Air Show,

Sept. I. Severn Wildfowl Trust Film.8. Flying Reminiscences by

Sheila Scon (Governor of the99th).

IS. The Gliders at South Ccrney:a detailed look by FrankIrving.

.. 22. Rating System Debate (seeabove).

.. 29. Films: Eiuropean Grand Prix.Rolls-Bentley Pageant.

act. 6. General Aviation Safety Com­mittee.. Talk and film by JohnWard.

339

HOW THE R.A.F. SUPPORTEDTHE WORLD CHAMPIONSHIPS

I N the Autumn of 1963, at the requestof the British Gliding Association,

through the Ministry of Aviation theAir Ministry agreed that the Royai AirForce should play a large parr in theorganization of the 1965 World GlidingChampionships, including making avail·able the airfield at South Cerney, withall its facilities. for the whole perioq.There would be accommodation forabout 700 civilians, a fleet of Chipmunkswith Service pilots for towing, cateringfacilities for all competitors and helpers,and supporting manpower fer this taskfrom the' Royal Air Force.

A Fighting Service was to play hostto a largely civilian international gather­ing equal in size to the population of alarge village, which would entail in­creasing the resident population ofSouth Cerney threefold for a period offour weeks. To add interest, everythingassociated with the Championships hadto be conveyed in three languages:English, French and German.

A Ministry of Defence Steering Com­mittee was, formed, under the Chairman­ship of Air Vice Marshal Chacksfield,and, working in close co-operation withthe RG.A. World Champs. Committee,settled down to the task of dealing withthe detailed arrangements. The StationCommander at South Cerney, GroupCaptain Peter OttewiU, watched his Quietand peaceful Cotswold Station changedrastically and expand until it seemedto be bursting at the seams. To makeway for the influx of visitors, part ofthe Station's commitment was trans­ferred to R.A.F. Shawbury to makeroom for the mixed bag of arrivals. Avast amount of equipment had to bemoved in, inclUding 540 extra beds, over2.000 blankets and sheets, over 7,000pieces of cutlery. 4.000 glasses, etc., etc..

Over 300 additional Service person­nel were attached to the station to caterfor, house and generally look after theneeds of this self-contained cosmopolitanvillage. Provision had to be made forserv,icing of .aircraft and ground equip­ment, mannmg the crash and rescuevehides. air traffic control facilities,

340

transforming a !'non-f1ying" station intoa busy flying unit, housing 32 Chipmunksand approximately lOOe gliders. As themonths went by, the R.A.F., includinga large propoJtion of R.A.F. Glidingand Soaring Association members,worked on planning and on the moving,aflotting, receiving and checking. withthe result that by 22nd May this yearthe station was ready to receive its firstvisitor.

In !'reparation for the Championships,the R.A.F. arranged a full-scale rehear­sal at R.A.F. Bicester in April, obtain­ing a great deal of useful information,partiCUlarly about the launching or­ganization. It was ,controlled entirely bymembers of the R.A.F.G.S.A.; that iswhy, at the World Championships, theirmembers were in control of 'the flying,engineering, communications and equip­ment, and so contributed to the smoothrunning of the championships.

Dudng the practice week, commenc­ing 22nd May, the influx of visitorssteadily built up until, by the 29th, allteams and supporting personnel hadarrived. The near-by R.A.F. stati\Jn atLyneham, a busy Trans90rt Commandstation, became busier still when twelveCI19 "packet" aircraft brought the Be!­gijln and Italian teams and their equip­ment. Another near-by R.A.F. unit wasprovided for visitors by air when SouthCerney was loo busy with competitionflying.

The training week proved most bene­ficial; the whole launch organiz.ationwas thoroughly rehearsed, the stationcatering staff had a foretaste of theproblems which would face them later,the R.A.F. telephone operators whomanned the tiny switchboard in stationheadquarters were given a sample of the1,000 calls a day which they were todeal with, a larlle proportion from ove!­seas and in a foreign language; and IIIparlicular, the station administrativestaff were at last able to see the resultsof all their efforts over the past fewmonths taking shape.

On the cold, wet and windy Open­ing Day, a little warmth was introduced

to proceedings by the R.A.F. acting asbosts at a formal luncheon to all Am­bassadors and team captains. A shortbut entertaining flying display followedthe ,ceremony.

On the six contest days .available inthe following two weeks, the team ofR.A.F. Chipmunks flew a total of 660hours and provided 2,667 aero-tows.The smooth and efficient towing organi­zation greatly impressed all competingpilots, and a launch rate of 23 secondsenabled a whole Class of 40 gliders tobe airborne in 16 minutes. Great creditfor this must be given to the tug pilots,all volunteers, many of whom had onlyrecently been introduced to the intra­cacies of towing, and who varied inexperience from V-bomber caDtains toLightning fighter pilots, with- a fewexperienced competition glider pilotsforming the hard core.

Yet the achievement figures of theflying organization are small comparedwith the catering statistics. The 75 seniorN.C.O.'s and Airmen of the cateringstaff produced and served over 100,000~eals during the Championships, pro­Vided 500 packed lunches on each flyingday, and ran a continuous 24-hour cater­ing service throughout. A tragic sequelto this great achievement was the sud­den death of the man responsible for it,Flt.-Lt. John Rees, who met with a fatalmotoring accident when returning toSouth Cerney during the last week of theChampionships.

Despite the weather, the ground~rganization ran smoothly and most sec­tions were manned continuously. On thetechnical side, invaluable help was givento competitors by the team ofR.A.F.G.S.A. experts. Over 900 batteries?f all shapes and sizes were charged,Instr~ents were adjusted, serviced orr~palred, and much "burning of mid­DIght oil" took place in tl)e instrumentand electrical servicing bays and stationworkshops. The ground crews of theChIpmunk Squadron achieved the re­markable record of maintaining over95 % of the aircraft serviceable everyday. This greatly impressed our over­Seas competitors, who marvelled at thestream of Chipmunks which emergedeach day.

The Russian team were extremely

grateful and impressed with the helpthey received from the technicians ofR.A.F. Bicester. They were convincedthat the damage to their KAI-14 early inthe Championships could not be repairedin time Ior further competition; butexpert repair work by R.A.F. Bicesterhad the glider fully serviceable againwithin 48 hours. Later damage to theirsecond KAI-14 was such that even theexperts at Bicester had to admit that aquick repair was not possible. However,they managed ~o achieve the "impos­sible" with a very quick repair to yetanother Russian casualty, the A-15,which sustained damage to a wing andfuselage. While all this repair work wasbeing carried out at Bicester, the Rus­sian team received the hospitality of theStation Commander, Wing CommanderS. M. Russell and Squadron Leader E. S.Robertson, a R.A.F.G.S.A. member ofthe championships technical staff, whoescorted them to such places of interestas Bladon and Blenheim Palace to seeSir Winston Churchill's grave and birth­place.

Out of the public eye, but very muchin .the public hearing. were three air­men from R.A.F. Henlow, whfl mannedthe R.AF. Public Address system andprovided continuous music throughoutthe day, representative of all nations andranging from Bach to the Beatles. TheR.A.F. provided a large number ofbattery-operated walkie-talkie sets forsome of the key personnel, enabling thewhole organization staffs to keep intouch, so that fast executive action was,ensured when needed.

A problem which caused worry tosome was how to avoid an air of "mili­tarism" when large numbers of uni­formed Service perscmnel, subject toService discipline, were integra~ed withcivilians into one organisation. TheR.A.F. were as keen as anyone to avoidthis. and agreed to limit the amount ofuniform to be seen to the minimum,those in uniform being confined to sta­tion personnel and tug pilots. All !beR.A.F.G:S.A. members working in thevarious departments, e.g. launch andmarshalling organization, technical,equipment, guest flying, etc., though onduty, wore civilian clothes. In theresult, there was certainly nothingmilitaristic about the event!

341

IT'S ALL YOURS

. - .... -'-'.

Now that the World Championshipsare over, ) hope to spend much

more time on Instructor Panel mattersand future plans. During the past year1Ghn Everiu has largely been doing myjob as well as his own, and I would liketo express my gratitude for his help.My thanks also to Doug Bridson notonly for his two excellent articles oncloud flying, but for his fine demonstra­tion flying at South Cerney. Any in­structor will know that he has quite away to go, if he watched Doug's dis­play at the prize-giving, with its superbfinish.

C.F.L's ConferenceThere will be a conference for Club

C.F.I.'s in November, from Friday 12thto Monday 15th inclusive. Oiscussionsand lectures will be concentrated on theSaturday and Sunday, with opportunitiesfor flying, including check tests ifrequired, on the Friday, Mcnday, andpossibly the Saturday morning. Theprogramme will include discussions onfuture instructing policy, advancedtraining of pilots and instructor train­ing. Talks will be on the avoidance ofs!,"inning accidents, stability and control,and the teaching of thermal soaring.

The conference will be at Lasham,and will be restricted to the C.F.I.'s ofMember and Associate member clubs,who may bring one other instructor. Acircular with further details will be sentbter to clubs.

Although on paper there are plentyof instructors, there are not many whoare highly skilled with a broad' back­ground of experience. In an expandingmovement such a shortage is serious,because it is only these instructors who'

342

are capable of becoming good C.F.I.'s,and of training new instructors. Alreadythis year two clubs have been unableto find themselves a new C.F.I. eitherfrom within their club or living withina reasonable distance.

If we are to teach pilots, we musthave instructors, and with privateo,wnership of fast and expensive shipswithin the C pilot's reach, pupils mustbe taught well. As well as elementaryflying, the instructor must be able toteach soaring, field landings and thesense of responsibility essential to cross­cO\lntry flying. The fact that the clubwhere the pupil starts may possessnothing better than a Tutor is no reasonfor saying that the instruclor need notknow about soaring. A pilot's wholefuture is determined to a very greatextent by the impact of his first lessons.T~e instructor who understands theneeds and skills of the 1l0aring pilot willbuild tbe essential judgment and abilityto observe into his pupils from thebeginning, and produce a better andsafer pilot.

The good instructor is hard to get, butit is not difficult to find why, becausethere are so many reasons why he doesnot become highly skilled, or leavesinstructing. It takes too long to get inenough bours to become an instructorin the first place, so enthusiasm is oftendeclining when he starts.

Private ownership is attractive.The instructor's job in a not very well

organised club can be frustrating. Manyinstructors do not do verv much teach­ing, either because of outside .commit­men1s, or through inclination.

It is difficult to spare holiday time togo on courses.

Instructors rarely have much say inwho their pupils are, or how many ofthem they are sup~sed to try and teach,as a result of which they feel much oftheir effort is wasted.

The opportunity to beoome: a pr~fes­sional is small, pay often insufficient,and prospects negligible.

Since the future of gliding. is de~n­dent on good instructors, it IS essentialto attract new ones, make it possible forthem to get trained qUickly and well,and then keep them doing a worth­while job. To achieve thiS, SQme re­lhinking has got to be done around theinstructor's position in his club.

Firstly, the instruc:tor must feel th.atthe job IS worth-while, that the pupilshe has are his personal con7ern, .and thattheY are going to be wIth him longenough to show real results,. This c:lnbe done by giving regula.r Instructorstheir own pupils who will come onknown dates, and who will not be toonumerous. Casual pupils can be f1~wnby casual instructors. Secondly,. pilotsselected to become instructors ~u~t havepriority for their instructor tral!lm~, sothat it does not drag out unsausfymglyfor months. The C.F.!. must take Itupon himself to arrange courses f~rU IT instructors, as well ~s fina:nclalhelp, such as Wills scholarships. Thirdly.instructors must be able to .get usefuland enjoyable solo flying. m sO,an!lgweather, if necessary havmg -pTlontyon club gliders. An instr.uctor becomesless good if he rarely files alone, andvery frustrated if he sees c:veryone elsedoing so, and cannot fly hlm~elf c:xceptwhet! no one else wants the ghder ID theevening. ]nstructors sh0l:ll~ be encour­aged to fly in competitIons. ~d ~obecome the most highly skilled pilots ID

the club.Some re-thinking is also necessary

on the professional instructor side.Although there are good exceptions, itis not often satisfactory for a per~on10 be employed by a voluntary orgafilsa­lion at the mercy of the commIttee andpolicy changes,. spare time treasures, andat sites without security of tenure. ]fsomeone is going to work for small pay.or at an insecure job, they would ratherset up their own business, and controlit the wav they feel best. In EnglandWe have 'had a horror of commercial

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343

1965WORLD GLIDING CHAMPIONSHIPS

FOKA(15m span)Outright winnerin theOpen Class

Four Fokas in the first four places, both Standard (3rd

and 4th) and Open Class (1st and 4th).

fOKA 4, £1,475 (plus £220 imp. duty)

FOKA 3, £1,297 (plus £189 imp. duty)

Delivered U.K., 6-8weeks, complete with lull set of flying instruments.

Also~

BOCIAN 1D. £1,1.2.5 (plus imp. duty) in whi~e without instruments.

£1,2.10 (plus imp.duty) fully painted with instruments.

iwo-s·eat high performance and training (aerobatics) sailplane.

For further details write to:

NORCO ENGINEERING LIMITEDBurrell Roacl, Haywarcls Heath, Sussex

Tel. Hayward. Heath 51771

P Z L FLYING INSTRUMENTS

344

actIvItieS in gliding as something whichwill despoil the club spi~it; yet if ~elooK around we have It already mvarious guises, but because it is not, andis not likely to become, big business, noonc has bothered. I feci that it wouldbe better te recognise that a frameworkwithin which some commercial opera­tion and competition is possible mighthelp to provide' more and better flyingoperations. In other countries the clubinstructor shortage has been lessened bysmall commercial gliding schools. Aman with appropriate qualifications, andexperience to sell, sets up in one ofseveral ways: either alongside a glidingclub from which he buys launches, butsell elementary training; in associationwith a manufacturer, using theirmachines for training and possiblydemonstration; or on his own.

One of the difficulties in running aclub is that the ooeration covers sucha wide range of ac-tivities, nearly alI ofw:-tich are specialised. The new club hasvery real difficulty in obtaining sui1ableequipment, and in teaching members touse it. If the range were reduced, throughsuch sections as instructing being runseparately by someone whose wholeconcern it was to succeed, it would beable to get itself on. to a sound ba~isappreciably more qUIckly. .Com'!lercl~1gliding scheols have not eXIsted In thIscountry because of the constitution ofthe clubs. To allow them to developwould mean changes in the B.G.A. a!ldnegotiation with M.o.A. as to the legalityof operations. But neither of thesethings would be onerous if they resulted

COACH AND CAPSTAN

The B.G.A. is running an Instructors'Course at Lasham Airfield, by courtesyof the Lasham Gliding Society, fremSaturday, ]8th to Sunday, 26th Septe'!l­ber ]965 inclusive. The Course WIllbe ~un by' John Everitt. Candid~tes maybe eligible for Wills ScholarshIps. Thebasic charge for the Course is £7 155.,inclusive of £2 25. temporary member­ship of the Lasham Gliding Society.Other charges are:

Accommodation, 3s. per night; food.between lOs, and 12s. per day; motor

in a stimulw for instructing, and thechance of a more stable instructorsituation.

I am not worried about inefficiencyany more than at present; the advant­age of a commercial undertaking is thatif its wares are unsatisfactory no onewill buy them, and the operator willeither have to improve or get out..

ANN WELCH

COLLlSION-COLLlSroN-COLUSIONWithin a year there have been three

collisions between gliders while thermal­soaring. That no one has ever been in­jured does not make the situation lessserious.

As well as keeping a really good look­out and obeying the B.G.A, regulationcircling in thermals, it is recommendedthat:

Unless you are absolutely certain thatthere is DO other glider in your tbennal,or IIDywhere near, you should nevermake any abrupt or ,large change ofdirection or speed when centrin&, orjoining or leavin& a thermal,

Unless you are absolutely certain thatthe pilot of another glider has seen you,and knows exactlY where you are, youshould never follow dosely or reDlllinftyin& in its bJ:jnd spdt, particu1llrly ifthere is oDly a small Dumber of gliders inthe thermal,

C.F.I.'s please publicise.

ANN WELCH, Instructors' PanelP. MINTOl'l, Safety Panel

launch (Capstan), Ss. 6d.; aerotow2,000 ft. (Capstan), £1 ]5s.

Solo flying will be possible in Lashamaircraft at current rates.

Applications to B.G.A. office as soonas possible.

BLACKBUSHE AIR DISPLAYAs advertised on page 355, the Three

Counties Aero Club are holding anInternational Air Display on Saturday,4th September, starting at 3 p.m. DerrickGoddard, C.F.I. of Lasham, will be giv­ing an aerobatic display in a glider.

345

DUTCH NATIONAL CONTESTS12th-2Sth June

By J. TH. VAN ECK

As there was a small overlap betweenthe World Championships and our

Nationals, it was imp~ible 'for Bd v,anBree (National Champion, 1964) todefend his title. Therefore this contestwas not a Championship; however,nearly all the other pundits took part.It was helg, as usual, at the NationalGliding Centr,e, Terlet.

The weather was constantly influencedby low-pressure areas over the BritishIsles, so strong south-westerlies pre­vailed, and the tasksetters were more orless bound not to give tasks into wind,and no triangles were set. Nevertheless,tasks were set ,on 10 da,ys, which resultedin eight contest days,

Among the 30 participating gliderswere 15 Ka-6's, 6 Ka-8's, 4 Sagittas, 3Ka-Ts (flown two up) and 2 Sk.ylark 2's.Launching was by wincb with eighttables from two independent strips, andthis system proved to be very satisfac­tory. On the' eight cOQtest days 235 com­petition flights required 343 launches,an average of 1.46 launch per flight.

After the Opening Ceremony on theevening of the 12th June, the' first taskwas given on 14th June. Under ,oompletedoud cover the pilots struggled theirway out from Terlet on a 159 km. out­and-return, but nearly everyone landedafter 20 km. Only Bernsen rounded thetI~rning'point and landed after 140 km.,and Rijk Breunissen after 65 km. Nocontest day.

TUESDAY. 15TH JUNE.-In a 20-knotS.W. wind with 4/8 ell., a race of112.5 km. to Witten (a gliding site inthe middle of the Dutch T.T. circuit)was set. 18 pilots completed the taskwith Bernsen fastest at 79 km./h., fol­lowed by Molling, 74; Rijk Breunissen,71; Dekkers, 68.5; and van Me12;en with67 km./h.

WEDNESDAY, 16TH JUNE.-A race to deVoorst was set under similar conditionsas on the 14th, again a No Contest dayresulted.

THURSDAY, 17TH JUNE.-Race t'O Bor­kenberge, 98 kIDs. In a 25-km. north­westerly, van Melzen flew this task in

346

just under one hour, achieving 100 km.1h. Among the nine others who reachedthe goal. were Rijk. Breunissen, 92;Dekkers, 90.5; Fernhout, 88; and Rab,83 km./h. Overall Rijk Breunissen tookthe lead, followed by van Melzen andDekkers.

SATURDAY, 19TH JUNE.-After a frontpassage on the 18th with a south-wes­terly ,gale, a ra-ce was set to Twenthevia Winterswijk, 95 km. Although 20piJ.ots reached the turning-point, dueto over-c-onvection only Dekkers andMustert reached the goal at SO.5 alId50.5 km.lh. respectively. Dekkers nowtook the lead, Rijk Breunissen was 2ndand van Melzen 3rd.

SUNDAY, 20TH JUNE.-A fair day witha 12·kt. wind and 4/8 Cu. An out-and­return to Venlo, 158 km., pr,oved to bea good task with 13 pil-ots completinait. Best time, van Melz,en, 52 km.th.,which now gave him 2nd place overall.

MONDAY, 21ST' JUNE.-The fOf!eca~t

gave a moderate wind at first, increasinglater with very good thermal conditions;the task, distance along a line throughBorkenberge via Maastricht in the south:of Holland. This brought 500-km. dis­tance flights within reach without havingto ,cross the "iron curtain". The wind,however, proved to be too strong andnobody reached the turning·point. Bestdistance was by Dekkers, foUowed byJungblut and van Melzen. .

TuESDAY, 22ND J~.-Free distancewas set with a 25-knot wind blowingfrom the south-west Due' to showers inthe morning. the start opened at 13.15hours. At that time conditions werequite good, but further on in northernGermany clouds became scarce. How­ever, nine pilots reached or passedBremen with Rijk Breunissen furthest,2875 km.; Huberts and Linders (Ka·7),258.5 km.; and Bernsen, 255.5 km. Dek­kers, who wanted to' go 10'0' fast, raninto trouble and came unstuck after62 km., which brought Van Melzen,195 km., very dose behind him in theoverall positions.

TIRJRSDAY, 24TH JUNE.-After a rest

GJ:RMj,RI

Il!nCI ."flOlAL COll'1'ES~

12 _ 25 nRs 196'

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day, racing again, this time to de Voorst,70 km. This task was a bit too easy and25 pilots reached the goal, making speedvery important (something like 30 pointsper minute). Rijk Breunissen flew thetask in 51 minutes, closely followed byVan Melzen and van Steinfoarn. Dekkerstook four minutes longer than vanMelzen and this was sufficient to changeplaces overall.

FRIDAY, 25m IUNE.-The eighth andlast. day brought a strlmg south-westerlyagain with favourable conditions, anda race to Oerlinghausen, 188 km., wasSet.

Van Melzen kept his first place bymaking the fastest time, nearly 90 km./b.,and 17 pilots reached the &oa1.

Final leading results:1. van Melzen Ka-62 Dekkers Ka-63. R. Breunissen Ka-64. van Steinfoorn Sagitta5. Bemsen Sagitta6. Jungblut Ka-67. A. Breunissen Ka-68. MaIling Ka-69. Breukink Ka-6

10. Rab Ka·8347

SAGITTA

* Very 'Strong

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* Dependable

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Never exceed airspeed 168 mph (270 km/h.)(vertical gust 33 ft/sec.)Max. rough air speed 124 mph (200 km{h.)(vertical gust,44 ft I sec.)Winch towing 73 mph (117 km Ih.)

Aero-towing 100 mph (160 km/b.)Best LID speed 53 mpb (85 km/h.)Best min. sink speed 47 mph (76 km/h.)StlIIing speed 40 mph (65 km/h.)Max. all up weight 705 Ibs. (320 kg.)Ultimate load factor + 8.42 g and -5.41 g

N. V" VLIEGTUIGBOUWde %anclen 13

TEUGE (The Netherlands) Telephone 05763-200

343

J TTINGS ON THE CHAMPIONSHIPSBy PHILlP WILLS

I T is clear that, after the outstandingsuccess at South Cerney. the future of

the British Gliding movement will beradically altered. For the better? That isup to us, for it is often as difficult tocope with success as with failure.

We could expand too rapidly. and losecontroL Almost certainly the day isnearer when running the movement withdevoted enthusiasts in their spare timewill prove. too much, and when a revi­sion of the set-up of the ll.G.A. willbecome essential. It is too early yet tofocus' these matters, and here I will men­lion only a few of the aspects whichoccurred to me.

BRrEFING.-The system of carrying outbriefing mainly by visual aids was abrilliant success. Multi-lingual briefinghas always been a headache at previousWorld Championships. At SOllth Cerneybriefing took from 20 to 30 minutes­there were practically no questio.;ms.

TASKS.-C.V.S.M. (The F.A.I. GlidingCommission) has always, and to mymind quite irrationally, pressed for com­mon tasks for the two classes. The ideais to produce quite useless informationon the relationship between the perform­ances of the aircraft flying in each. Itdoes nothing of the sort. But it does(a) increase the size of "gaggles", andgaggle-flying is undesirable-it is inevit­able but should be reduced as much aspossible; (b) it increases the collisionrisk and (c) it increases the necessarysize of the tug fleet, and so the eost ofrunning the Championships. A smallernumber of tugs can launch two classeson different tasks at different start-times.

RADIO.-I have always pressed forradio in both classes. This time we gOI it-and much, much more. EnormQus baseradio stations navigating their pilotsround the course, mobile stations run­ning round the course giving advanceInformation, pilots helping each other.The valid case for radio lies in speedingretrieves, and so lessening pilot exhaust­Ion and preventing rest days which maybe necessitated by it. But anything which':flakes the result rely less on the pilors~lIdividual skill is flat against the basicIdea of our sport.

When C.V.S.M. rather reluctantlyagreed to radio for tne Standard Classat South Cerney, I suggested limiting itto one transceiver in each glider andone in each retrieve car. This was re­jec~-I hope we can agree to recom·mending it again. One could even limiteach to a single channel. If those at basewant fun, and information to help enter­tain the public, they could have receiversonly. People may say one could cheat.One could cheat now, by such means ascoded communication of identificationletters at turning-points. One doesn't.

AIRCRAFT.-A dazzling display. TheD-36 shows the sh~pe of things tocome, though possibly years ahead. Butthe modern tendency to lower and lowergliders brings wing-tips nearer and nearerthe ground and so one must find lowerand lower herbage to land in to avoidthe risk of ground-loops. Possibly thiswas one of the reasons for the highaccident rate. If so, the only way outwould seem to be retractable wheels,to get wing-tips higher off the ground,and with them costs g~t higher also. Onewonders if the small performance gain isworth it, but I suspect that fashion hasus all now in its grip. Certainly Skylark.3's, 4l9's and Ka-6's now look likeDodos-but they still perform a greatdeal better than that bird did.

FINANcE.-We have shown .that WorldChampionships can be organised with­out State financial support. This mayopen the way for many nations who pre­viously have not dared to offer. Fewcountries may possess W. D. & H. O.Will~, but many have Treasuries whichwould not make an actual charge forthe use of an airfield. which canc.els itout.

THANK You's are due to so manypeople and organisations that here I canonly mention a handful of .outstandingones: Ann, Air-Marshal Sir AugustusWalker; Air Marshal Sir Patrick Duen;Group Captain Peter Ottewill; EarlBathurst; and two organisations: theRoyal Air Force and W. D. & H. O.Wills.

Everything else followed from thework and help of these.

3~9

REFLECTIONS ON A GLIDERBy GORDON CAMP

... SKYLARK NJNER, this is Riven­. hall Radar, fast traffic r.ange 7

miles at 4 o'clock. Over.".. Skylark Niner, Roger. Four thou­

sand feet in cloud, maintaining 290degrees. Out."

.. Skylark Niner from Rivenhall,traffic now 4 mites. Over."

"Roger, breaking doud. Out."•• Skylark Niner from RivenhaIl, if

you still read then traffic is above orbelow you! Over."

.. RivenhaIl Radar, Skylark Niner,have traffic in sight. Out."

Many pilots listening out on 130.4mc/s, will recognise the context of thisf:onversation ; it was typical of the radiocommunication throughout each work­ing day of the Marconi radar trials. Italso symbolises the purpose of thetrials, which was to improve the radarreflectivity of wooden sailplanes andreduce air-misses. The tests were con­ducted on behalf of the Ministry ofAviation by Marconi Ltd. of Chelms­ford .in conjunction with the LondonGliding Club, who supplied the tug, theglider and the pilots. The .contract wasto continue from the point where e peri­ments made by Farnborough some yearsago· left off.

Tests began last October at IpswichAirport using the prototype Skylark 3(Competition No. 9) equipped with aPye Bantam transceiver. Jim Wingett,Mike Till and John Cardiff were thereg~lar pilots employed, sharing the tug­ging and the glidin~ between them;whilst Don Gerrard gave assistance onthe ground; in the latter stages ,of thetrials Colin Richardson, Ial'J Burgm andmyself helped out with the gliding onoccasions when one or other of theregulars was indisposed. For the firstfew weeks all the flying was done fromIpswich, but as the regulars becamemore and more nervous of sharingclouds with the local F-l05 interceptors,it wa-s decided to op«rate from WeeleyHeath near Clacton, using Ipswich justfor hangarage. At Weeley the localfarmer owned a Piper Commanche andhad subdivided his largest cornfield by

350

two grass 'airstrips, conveniently of 18tmetres width!

Basically, all that Marconi require4was that the glider be presented to themin level' flight at different angles. 'Thusthe Skylark was simply aero-towed bythe Tiger Moth to three or four thou­sand feet, then made its descent ondifferent headings dictated over theradio by Marconi's radar station atRivenhall, near Braintree. Up to' thetime of writing- some 200 such descentshad been made, though the contract Wasthen drawing to its close.

An initial series of' tests was carriedout with the Skylark in standard trimwith no reflectofs attached. Then for thesecond series No. 9 was adorned with40 or 50 strips of five thou' (0.005 in.)aluminium foil strips about t in. wideand of lengths equal to the radar wave­lengths. These strips were intended toimprove. reflection of the commonly used50-cm. and 23-cm. radar wavelengths ­which indeed they did. FQr the nextset of tests the strips were reta~ned butthe Skylark was further modified bythe insertion of a rectangular reflectorfilling the fuselage just behind the cock­pit. This reflector consisted of threesheets of 20 gauge (0.036 in.) aluminiumsqeet mounted orthogonally (at rightangles to each other); this was designedmainly to increase reflection of 10 cm.radar, but it also improved response tothe 3.2 cm. variety. For the final seriesQf flight tests, just the intemal retkctorwas carried.

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Of interest is that a timber glider givesmaximum reflection in the head-on, tail­on or broadside attitudes, and signific­antly less at intermediate slant angles.Angle of bank makes little difference,surprisingly not even in the broadsideview.

It seems that future wooden gliderswill need both the foil strips and therectangular reflector built somewhereinto the ~tructure. FOT existing sail­planes the reflector may become acompulsory accessory, but it is hopedprivate own~rs will. ~e spared fro!?having to stick the foil stops on thel!'laminar-flow surfaces. The Marconicontract should prove of lasting benefitto gliding and, far from restricting ourcross-country movements, the resultsmay even lead to greater freedom in theairways.

.S.T.I.V. CONGRESSBy A. STIRNEMANN

THE 10th Congress of the OrganizationScientifique et T~chnique du Vol a

Voile was held from 4th to 12th June,1965, at South Cerney, England.

At the opening ceremony, the 1965OSTIV Plaque for outstanding scientificwork was awarded to the British meteor­ologist, C. E. WaUington. Osnvdiplomas were given by the President,Mr. L. A. de Lange, to Mrs. M. LSchwarzkopf and Mr. E. R. Lichten­stein (Argentina) for the best meteor­ological paper presented at the 9th Con­gress (lonin, Argentina), to Dr. Ing.F. X. Worttnann (Germany) for the besttechnical papers presented at the 1963Congress, and to Mr. P. Weishaupt(Denmark) for the best work on theresults of the 1963 Varese Osnv course.

During the lOth Congress, 37 lecturesWere held on technica.l subjects, 21lectures on meteorological problems,and 6 during the joint symposium.

The Sailplane Development Panel ofOsnv met under the chairmanship ofMajor-General Dip!. Ing. C. W. A.?yens (Netherlands) 00 10th and 11thune, 1965. They contine.cd their dis­

c~ssions on the next issue of OsnvAIrworthiness Requirements, and had

some discussiolls on the Rules forStandard Class Sailplanes. .

The General Assembly of OSTIV washeld on 12th June. The Board, for thenext period, from 1965 to 1967, wasconfirmed as follows: L. A. de Lange(Netherlands), President; Dr. W. Eichcn­berger (Switzerland), Vice-President;Dip!. Ing. J. Bojanowski (poland), DipI.Ing. B. J. Cijan (Yugoslavia), FIoyd J.Sweet (U.S.A.). A. H. Yates (U.K),DipL Ing. H. Zacher (Germany).

Mr. B. S. Shenstone, formerly chiefeditor of OSTIV, was appointed anHonorary Member to acknowledge hismerits and his outstanding work.

Mr. H. R. Watson (U.K.) was con­firmed in the office of Chief Editor.

The OSTlV Trophy for the designerof the Standard Class sailplane whichhad been judged to be the best com­bination of cheapness, simplicity andefficiency, in particular with TCSp~ct toclub use, was awarded on the recom­mendation of the Jury (Chairman, L.Welch, U.K.) to SIingsby Sailplanes fortheir design of the Dart 15.

Special commendation was given toW. Okarmus, the designer of the Fon 4.

Organisation xientifique et TechniqueInternational du Vol 8Voile

Individual Associate Membership ofO.S.T.l.V. is open to gliding clubs,

libraries and individuals.

Membership carries a free subscriptionto- the Swiss Aero Revue and the rightto buy O.S.T.I.V. publications (TheWorld's Sailplanes, Vo's I & 11 and theproceedings of O.S.T.I.V. conferences)

at considerably reduced prices.

rIM so1~ world ag~'" for Anociate Individualmembership and distribution of publications. 10

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351

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352

WESTERN R'EGIONALSNYMPSFIELO-261h June~th July

By T. R. GARLAND

DURING the contest period everyday pn'lVed to be soarable and, out

of a possible nine days, tasks were flownon seven. The weather was k.inder thanit has been all year, and the recordnumber of contest days gave the com­pet. itors onc of the best competitionsfor a very long time.

The 21 competing sailplanes werelaunched by three tugs and everyonecould be airborne in under an hour.The only serious incide-nt had a happyending. After ,a collision between RlIll'lblones and' David Robe-rts, the formersuccessfully parachuted and the latterregained the field; neither was injured.Ralph, in fact, continued to fly horsCOllcours in a replacement glider.

26TH lU!'IE.-Race from Nympsfield toNorth Deans (Ot. Yarmouth), 291 km.

Those who wanted Gold Distance orDiamond Goal were towed a few km.west for the fulI distance. In a moderatewesterly Tony Gaze made it first. Hisaverage speed was 111.3 km./h. which,had he been towed up-wind f()r the full300 km .. would have beaten the U.K.Goal r,ecord by 8 km./h. Twelve corn'pleted the task.Leading Places

1. F. A. O. Gaze. 2. S. Redman. 3.M. Randle.,

27TH ltJNE.--Qut·and·Return, LongMarston, 118 km. 15 kts. N.W. wind andSpreading ell. 17 got round the turning­point and 12 finished.Leading Places

1. C. Pennycuick. 2. P. M. Scott. 3.S. Redmap.

28tH JUNE.-Distance along a brokenline, Nympsfield-Duxford-Perranporth.

A light westerly turned out strongerthan expected and thermals wea~er. Thisruled out the possibility of 500 km.Peter Scott flew 311 km.; John Fielden"close behind. was witbin a, mile. All the~~bers reached or got round DlIxford.....,ading Places3 1.P. M. Seott. 2. J. S. Fielden (H.C)'.. S. Redman. 4. S. Waller..'

29TH lUNE.-Out-anc!-Retum, SouthMarston, 80 km. Wind, 15 kts." E.N.E.

Under spreading cu. this proved moredifficult than anticipated, but 7 com­pleted the task. Tony Gaze found anew use for RT when he overshot hisfield landing and was wedged firmlyunder a hedge, unable to open thecanopy. His call for help was promptlyacted upon by his crew.Leading Places

1. C. Pennycuick. 2. R. .A. Sandford.3. S. Redman.

30TH JUNE.-The task was cancelleddue to haze, but the day later improvedand several pilots soared the north ridgeduring the evening.

1ST JULv,-5 times round 2o-km. Tri­angle, Nympsfield-Ozleworth Tower-TH­tups End lay-by.

Early in the day the weather did notlook. promising, but was good at take­off time. Wind, light northerly. As nearlyall competitors had radio and they couldbe seen all the way round from the club­house, this task proved to be excellentspectator entertainment. It also providedan opportunity to test the value of radioat turning-points. Crews kept pilots in·formed of lap times, which were from12 to 25 mins. On landing, pilots wereenthusiastic about the task. 17 corn·pleted, and several laps were subse·quently ft,own by a number of sailplanes'alternate pilots. The winner's averagewas 60 km./h. Best lap by Dennis Cor'rick in 12 mins.Leading Places

I. S. Redman. 2. S. Wailer. 3. P. M.Scott.

2ND JU1.y.~Race to Lasham via SouthMarston. 106.6 km.

This course was chosen to avoid Lyne­ham control lone. Wind, light N.W.,mlJre spreading eu. This task lookeddifficult and ,conditions were obviouslydeteriorating by the last launch. OnlySimon Redman got there, in 1 hr.30 mins., but 16 scored•

353

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354

THREE COUNTIESAERO CLUB l TD.

INTERNATIONALAIR DISPLAYSeptember 4th, 1965

Blackbushe, CamberleYI Surrey

IND-AIRtug pilots and members of the BristolG.C., this event did more than enoughto restore faith in Gloucestershire forgliding. Warm appreciation goes to allthose who made it possible.

355

FINAL RESULTS

A I the Western Regionals (L to r.): JohnFie/den Simon Redman, "Wally" Wal­

'lington and Ann Welch.

Skylark 3ASkylark 3" andOlympia 403

Place Pilot Sailplane ClubI. S. Rcdman SkI. 4 Cambridge2. C. Pennycuick &

BrislolS. Wailer Ka-6cR3. P. M. Scott Oly.419 Bri~tol

4. C. Donald &G. Camell SkI. 3" Pcrkins

S. J. Brenner &0J. Pickeu-Heaps Olv.2a Cambridge

6. R. A. Foot Skl. 3" Ycovilton7. M. Randle &0

R. Swift Dart Midland8. J. Smoker SkI. 4 Oxford9. R. A. Sandford &

P. Etheridge Oly.463 Bristol10. F. A. O. Gau Std. Aust. Bristol11. J. Stu.rt-Menteth

& Jan. Warter Oly.463 Bristol12. J. Webster &0

G. McBroom SkI. 2 Bristol13. L. Redshaw SkI. 3" Lakcland14. D. Corriek &

R. Perrott Std. Aust. BristolIS. R. Pres(wich &

S. Wills SkI. 4 Midland16. C. Simpson &.

P. Martin SkI. 4 Lck~ter

17. D. Robcrts &M. Gibbons Oly.28 Oxford

18. G. Senior &F. Jacq!1c~ SkI. 2 Surrey

19. A. Macdonald &S. T. SJ>.mes' M-lOOS London

HON ConcoursBelow 9. J. S. Fielden

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Leading PlacesI. S. Redman. 2. J. Smoker. 3. R. A.

Foot.

3RD JULY.-Race to Keevil, 46.5 km.Wind, light northerly.

In haze and weak lift 8 did it thehard way, but 2 climbed high in cloudup-wind of the start to glide-out, oneof these was Mike Randle, wbo won theday at 70 km./b. average, using the ployof crossing the start and then returningto his cloud up-wind.Leading Places

1. M. Randle. 2. C. Donald. 3. J.Smoker.

4TH JULY.-No competition task.. Scoring was by the Wallington rank­mg system. Chief scorer, Tony Pentelow.The daily winners received individualprizes and the Challenge Trophy, givenby Sir Egbert Cadbury, Bristol G.C.president, was presented to Simon Red­man by Ann Welch. Cheques also wentto the first three in overall placing.

With task-setting by John Fielden,met. forecasting by C. E. Wallington,+Iger Moths from Dunkeswell anc;l the

Iger C!ub, and the unstinting help of

REPORTS FROM VARIOUS DEPARTMENTS

lANE CoLE

HOSPITALlTY

O N a.rriving at South Cerney at thebeginning of "Hammer alld Nails"

Week. Ann greeted me with, "Hallo,we've given you an Office". I said"11Jank you very much" and wonderedwhy but soon found out! I went andarranged tables and chairs in said .office;a "hammer and nailer" came and putup a notice board, which read "Hos­pitality and Parties".

This, at first, conveyed to all nationsthat I was dispensing free drinks, andthat there was some inner den wherewild parties could take place. Once thismisapprehension was cleared up, wewere able to get down to OUr work,which was.. we thought, tOo arrange socialfunclion" for any who wanted them.

Our terms of reference in Hospitalitywere vague, the requests and queriesvaried. We did our best with this smtof thing:-

Where can I pick wild orchids?What is the Latin for gooseberry?Please find beds for 30 Frenchmen

at two days' notice.From an R.J\.F. Office'r - Mobile

Ladies' Loos oow installed - pleasetest!

And from Ann - The V.I.P. caravanis not coming; find another today. (Itwas found, lent and installed by Bluns­den Abbey Caravan Co., within 18hours.)

We had a few crosses to bear: OneV.I.P. host who flatly refused to givevisiting M.P.'s a drink if their politicalleaning was not in accord with his own;<lnother wllOse hat was too small be­cause the rain had shrunk it; and anotherwho said, "I'll milld the office for you,my dear; but I'm not answering thatdamn phone or telling anybody any­thing"; and Mamie, whose beautifulfloral arrangement she found being usedas a hatstand; and all of us when weheard ourselves described as HostilityOffice.

Never mind, there was a soulfulFrenchman who asked about a ratherattractive member of the InformationOffice Staff - "What is the name of

356

the lady next door, you knDw, MissInformation ?"

And so we went from Barbecue toBanquet. I think I was the only personwho was slightly relieved when Saturday12th was a non-flying day. This meantthat the pitiful CrIes for help from thegym. could be answered. l' think theguests at the Final Banquet would havefound it difficult to believe thllt, 48 hou.rsbefore, the venue was the glider repairhangar. Mamie was up all night doingthe flowers, B. a.. Sharman was writingplace cards fifteen minutes before thefirst guests arrived, the anti-bird para­chutes did not quite reach far enoughto protect the C.O.'s plate, and theP'olish winners were lost; but it was awonderful meal, beautifully laid up andserved by the R.A.F. This last eventfinished with a bang - that of 2,500balloons being popped in somethingunder five minutes.

BARB....RA W.RtGlt:y

THE I.NTERPRETERS

A· nucleus of six French and German_ interpreters, most of whom had

other jobs, kept this Qffice manned. TanyGoodhart and Enid Paget (French) andBarbara Franken-Scharge (German)coped magnificently, and often off thecuff, with Briefing, Team Managers'Meetings and the more technical transla­tions,

Our main job was translating intoFrench and German for the B.G.A. andthe Newsletter. Other activities rangedfrom manning the retrieve phones, andputting through continental calls, to writ­ing business and bread-and-butter lettersfor competit'ors.

With much help from the B.B.C. a:ndthe R.A.F. we out on an AustrIanChampionships Mm with the Englishversion of the Austrian live commentary.

Perhaps the most memorable episodewas in t.he early days when a Gern"!aniJ:lterprete,r was called over to St'itJonSick Quarters to interpret the M.O.'srequest for a Central European pilotwith an undiagnosed fever to producethe required specimens.

THE OBSERVERS

W ITH the develonment of the"Designated Launch", the prospect

of observing. the .World Championshipsassumed fnghtenmg proportions forwhi.lst the provision of an equal oppor­tunity for every competitor is desirableit is obvious that if every competitor ~enabled to start at the optimum moment,the Start-Line Group must be utterlydefeated and the "Yachting Start" willbe with us.

On most days the entire entry wasairborne in the neighbourhood of SouthCerney, in small gaggles at first butdcvelopirtg into circling flocks of twenty­five or more when weak thermals de­cayed before a starting height had beengained.

from time to time small groups offive to ten aircraft would dart throughthe gaggle to cross the line quicker thana. single person could record a competi­tion number and the seconds of thestarting time.

These figures were therefore recordedseparately when necessary and "paired"whenever an interval of more than acouple of seconds became available.

It seems that there is no single pieceof portable equipment which can iden­tify and ~ecord the passing of a multipletarget without enormous complications,and .the basic. equipment for the jobremamed as hitherto several pairs ofgood eves behind binoculars.

On one occasion 90 starts were timedin an hour and on another day 120 startswere recorded in less than two hoursafter half of the comoetitors had driftedback over the line for a second crossing.

The traditional trials of the TurningPOlOt Observer are ever with us, andthe teams travelled many miles to see~ot a single glider, or saw them all with­In one hour but remained "on duty" incase of "re-lights" or for the competitorwho omitted to advise the organisationthat he had landed.

There are, of course, a variety ofcompensations, and fresh (caught yester­tay) salmon salad was served to a grate-ul crew at Caradoc Farm, and sherry

on the lawn of Wells Cathedral is alsoreported, For the rest, the order of theday ~as the inevitable "packed lunch".. It IS in the nature of the Observer'sJob that. it shall be frustrating and dull

as well as exciting and very satisfying.For those who assisteq with this aspectof the Championships it will be sufficientfor them to know that on all sides ithas been said that a difficult job waswell done, for to have been present andpart of the organisation was of itself an~xperience which was adequately reward­109.

ARTHUR SPEECHLEY

THE SCORERSKNOWING the keen rivalry to be

expected in the championship flying,the scorers presumed a zealousnessamong the pilots to be awarded theirfull quota of points for their self-esti­mated performances. So in planning themechanics of scoring, great care wastaken to minimise errors in calculationand transcription. Every step affectingthe' result was done twice and cross­checked: three Olivetti desk calculatingmachines churned out strips of paperrecording the figures at each stage to ahIgh degree of accuracy. The officialscoring map was found to be slightlyunreliable because of contraction in onedirection while pasting it to its base·board; so exact distances were calculatedby reading off grid co-ordinates andusing Pythagoras's theorem.

After preparing numerous forms, workwould start in earnest about mid-day,attention being focussed first on approxi­mate data and calculations, to providean interim result during the evening forthe Press and competitors. Then theaccura te official data were used to pro­duce the final results: in the case of arace" approximately 1,000 separate en­tries and calculations needed to be madeand checked for each class, and the workli:ould not be expected to be buttoned upbefore 2 or 3 a.m. One of the final jobswas the painting of the individualscores on the 170 slats and slipping theminto their correct places on the' immensescoreboard.

The success of the scoring processcan be attributed to the co-operationand understanding of the pilots and tothe willingness (and even eagerness) ofthe team of scorers to work anv hoursnecessary to cOplplete the score sheetsin time for them to appear in print atthe 9 a.m. briefing next morning.

ROBIN HARPER

357

THE KITTIWAKE PROJECT(or Progress on Throwing Away the Winch)

By ROY G. PROCTER

YOU may ,r,emember that I burst intoprint last year on the design of a

specialised glider towing aircraft. En­couraged by some and discouraged byothers, we have pressed on oblivious.Project work was ·carried out last yearto determine tbe leading parameters forthe aircraft. This had progressed by theend of the year to a state at whichdetail design could begin. At about thistime the results of the RollasonMidget Racer Design competition wereannounced. I was much taken with.. Scamp ", an entry by K,it Mitchell andRon Prizeman. It was an all-metalsingle-seater with tricycle landing gear.

Kit did not react at all badly to mysuggestions that Scamp was quite good,but it really needed 30% increase inwing area, much more power, and atow hook! The result is that a newdesign is being prepared primarily fortowing, known as .. Kittiwake ", by Kit

Mitchell and myself. It is based onScamp. but is considerably altered inmany details as well as the more obviouschanges.

Kittiwake is of all-metal stressed skinconstruction. It is a low-wing single­seater with tricycle landing gear. Poweris provided by a Rolls-Royce Con­tinental 0-200A giving 100 b.h.p. Per­formance is calculated to give a rateof climb of 700 ft. / min. with a 1,000-115.glider ,on tow; this is better than theAuster 6A used by many clubs at Pfesent,and much better than the Tiger Moth.Attention has been paid to those featuresespecially required for towing: excellentvisibility all round through a bubblecanopy; sturdy landing gear, tricyclewith nosewheel steering for fast taxiing;g()od h}'draulic brakes Eor stopping;generous flap with nigh operating speedsfor instant descent; a proper coolingsystem f,or the engine; an electrieal

358

system with self-starter, generator, etc.;provision for radio; a d.evice to consumeits own tow rope dunng the descent;good handling Characteristics.

Kittiwake will be a strong aeroplane.It is being stressed for full aerobaticcapability and a maximum speed of220 m.p.h. With a normal propeller,the cruising speed is expected to be 120­130 m.p.h. Provision is being made forfitment of additional fuel tanks toincrease the range t() 600 miles (more ifpossible) for the longer retrieves. Wefeel that Kittiwake will also have anappeal as a good, small touring aer,~

plane and ,also for aerobatics for thosewho like that sort of thing (rate of roll

2OO 0 /sec. at 90 knots!). A two-seatversion is also foreseen.

Detailed drawings for the wing havebeen done at the time of writing, andconstruction has started. Productiontype press tools are being made for thewing ribs; spar end fittings are beingmachined and we await delivery ofmaterials for the wings.

It is our intention to build the proto­type Kittiwake and to certificate it.Then we shall be able to Drove ourvarious contentions one way or another.If ~uccessful, we would hope that afirm can be foun<l to take on the pro­duction of Kittiwake so that the restof you can have one!

A STANDARD INSTRUMENT LAYOUTBy DON AUSTIN, East Midlands R.A.F. Gliding Club

I have been interested in glider instru­mentation for several years and

during that time I have noticed somehighly original combinations and widelydiffering. layouts. The lay-outs varybetween a complete hotch-potch of put­ting the instruments where they will fit,and what could be the beginnings of astandard layout, the latter more especi­ally perha.ps among the R.A.F. O.s.A.aircraft.

There are many reasons for adoptinga standard system. The one moreobvious reason is the elimination of thepilot error on first conversion where heturns in at a height of 40 knots andstarts approaching at a speed of 400feet. There are various other reasons,starting with ease of scan in soaring andcloud flying.

To my mind the logical approach toa standard layout is the modification torneet glider requirements of the standardR.A.F. instrument panel used in element­ary training powered aircraft. Let ustake the various instruments in order oftheir importance in their respectiveroles. The most prominent position inthe panel is top centre and this shouldhave the most imoortant instrumentfitted here. -

The primary instrument in gliders is

the Total Energy Vario with speed-to­fty ring, and this must be top centre.

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Top left in the powered panel is theA.S.I., and there is no reason to' changethis, as the importance is on a par inboth spheres. Top right is the V.S.I.on powered aircraft, and since mostgliders have a sensitive Vano On cock­pit static this is also tne place for itto be fitted. An audio attachment 10 thelatter instrument is a tremendous advan­tage; the speaker should be mountedat the rear away from compasses and indose proximity to the ear~

Wc are left now with the Altimeterand Tum-and-Slio to fill the bottom rowon either side of the horizon which hasto 'be cenlral because of its bulk. Inpowered aircraft where height and air­speed are maintained, the Altimeterbelow tne ,A.S.l. is an advantage; weseldom require this facility but most ofus like to keep an eye OD tbe slip ball,so the obvious position for Turn-and­Slip is below the A.S.t. This also makeslimited panel needle-ball-airspeed gyra­tions easiet 10' carry out. The Altimetergoes bottom right. Most glider pilotstrained in side-by-side two-seaters "areaccustomed to looking to the right forthis instrument anyway.

This leaves the Compasses, and per­haps a word or two on them would -not

come amiss. There are two main typc:sin use - the E2 variety and the Cook.The E2 is perhaps the most accurateand certainly the hardest to use. Themaximum distance it can easily beplaced from tne magnetic. effects efvarios, etc., is extreme reft of the paoel,or even on the cockpit side, but stilladjacent to the panel. The Cook, whichneeds a vertical rather than horizontalviewing, is best placed halfway - backon the right-hand cockpit waIL This isawkward to use when toUing out orheading in cloud, unless one is ,inpractice, easy for a quick heading roll­out in clear air.

The above is a suggestion for a uni­form layout with reasons given to sub­stantiat,e the system. As with all things,the final choice is up to the individual;many people already use a panel nearly,if not completely, identical to the above.The advantage in club machines will beobvious to all instructors who havebriefed pilots in strange machines.Apar1 from the fact that the layout isexcellent to use ,in practice, I feel ~r­

tain' that a standard layout will eliminateone more potential accident hazard andshould be adopted for these two r,easonsalone.

360

OBITUARY

P. R. Pinniger

A FTER a lifetime in aviation, begunin 1909 sweeping out an aircraft

manufacturing shop in the archways ofa railway viaduct in London, P. R.Pinniger, .. Pop" to everyone who knewhim,' died in hospital in Fareham on25th ApriL

He became a pilot before the 1914­1918 war and joined the Royal Flying

orps on 4th Aug,usL But his forte wasaircraft construction and maintenance.Between the wars, he was in the aircraftindustry in Chile, Japan and Greece,returned to Britain and joined a flyingcircus, then formed his own small air­craft company. After the beginning of

orld War II he joined Boulton andPaul and then moved to Cunliffe Owens

:C9RRES'PONDENCE

in Southampton whence he was directedin 1941 to the R.N.A.R.Y. at Fleetlands,Fareham.

It was there that, after the war, hebecame involved in gliding through theRoyal Naval Gliding and Soaring Assoc­iation. His vast e·ltperiefice with woodenaircraft plus superb craftsmanship and,fortunately, an acute interest in thegliding movement were a rare combina­tion, and it was not surprising that hebecame the chief examiner of inspectorsand chief surveyor of the British GlidingAssociation.

His being was in Fareham and theR.N.G.C. profited for many years fromhis expertise. Never have a glidingclub's gliders been maintained so well.Many other clubs and pilots have alsobenefited from his experience and advicewhich was given bluntly - .. Pop"never managed to call a spade anythmgbut a spade. He was generous to afault, a rough diamond with littlebusiness acumen, and retirement at 60was not easy, especially as he wasdogged with ill health and amputationof a leg in the latter years of his life.He never lost his interest in aviationthough, and his greatest regret was thathe was unable to work on and be withthe gliders he had grown to love.

He was cremated at Fareham and,10 meet his wish, one calm sunny even­ing in May, his ashes were taken foran a.ero-tow in the P.N.G.C.'s T-21 overR.N.A.S. Lee-on-Solent and GrangeAirfield at Gosport, and then, after thetow Was slipped, they were scatteredover the Solent near those two airfieldshe had so much to do with, firstly inthe 1914-1918 war and latterly withFleetlands and Gliding and the placehe had made his home

J. S.

FLYING FOR SPEEDDC\lr Sir

lan Slrachan's excellent article on speed flying indicates how much one oughtto get or~anised befere a flight is begun. However. before discussing a recentSituation for which I was quite unprepared, I -should like to correct an impression111 Strachan's argument.

In-flight decisions lnuS1 be based on dynamic planning; that is 10 say, ?ne'sbest estimate of fttfnre events. Thus the previous thermal's average strength IS of

361

(no consequence if the next lift sources are going to have different space/timec;laracteristics: e g. cloud street, wave, sea-breeze front. weak thermal underovercast, dc. Furthermore one's altitude, starting or otherwise, is of no consequencein selecting speed-ta-fly unless:

I. It permits a direct glide to goal faster than the optimum for the apparentthermal strength.

2. It permits a direct approach to a lift source having better than averagecharacteristics, due to the operational altitude or any other reason.

3. It is wholly inadequate!In illustration of the problems of dynamic planning and the need for more

complex calculations, it is worth discussing a recent near down-wind race. Thescene is set in the cockpit of Skylark 4 climbing en-route at 6 knots in 35-knotwind (track component. say, 30) in stationary wave lift. The previous lift sourcewas thermal, giving an achieved climb over some 5.000 fl. of about 6 knots allthe way from the cross-wind leg of a green and wet field. The goal is still some80 miles away on the far side of opaque GREEN ONE. More than 2,000 ft. tickedby on the altimeter before arithmetic triumphed over emotion, and course wasset. Subsequent better sums show that this wave lift was costing about 10 m.p.h.against 6-knot thermals; this 6 knot wave is slightly less profitable than 4 knotthermals.

Perhaps Anthony Edwards will produce for us the arm-chair Speed-to-fly.cbcice-of-lift Calculator, complete with obliquity factors, drift components andwhat-have-you. In the meantime I'll always find a few minutes to loaf in per­petual surprise in each and every standing wave encountered.Oiler/on Hall, Knu/sfol'd R. RUTHERFORD

SUGGESTION FOR FUTURE NATIONALSDe3r Sir,

Each year it becomes more expensive to buy a new glider which can competesuccessfully in British competitions. With the introduction of retractable wheelsand flaps the cost of Open Class gliders is likely to show a further sharp increasein the next few years. In view of this I find it most surprising that the BritishGliding Association makes no effort to encourage Standard Class aircraft. Eventhe handicap advantage has been withdrawn, although we are assured that withaircraft of the same design 18 metres will give at least a 10% advantage over15 metres.

Surely the time has now come to abandon League 2 and run the Nationalsas an Open and Standard Class with sepai;.ate champions. For the first year theStandard Class might be rather small, but I'm sure that. as soon as there was aproper competition to enter, many lOP pilots would buy 15-metre gliders. It shouldthen be possible to select our Standard Class World Championship team frompilots who are familiar with 15-metre gliders rather than from people who usuallyfly 419's and Skylarks. Although League 2 has performed a very useful functionin the past, its job can easily be taken over by the excellent Regional Competitionsnow held.

I suggest that it should be announced now that Nationals like this will beheld in 1967, and people told exactly what they have to do in 1966 to qualify.Personallv I feel that the rating scheme should be abolished and pilots shouldqualify by their performance in the previous year's Nationals or one of three orfour Regional COmpetitions. This would enable scoring systems 10 be altered ifrequired.Wares/ey Park. nr. Sandy. Beds. SIMON REDMAN

THE 1%6 NATIONALSDear Sir,

At the recent World Gliding Championships, the Standard Class was deemedto be the senior class because of the greater number of entries. It seems likely,if this precedent is followed in folure World Gliding Championships, that thesize of the Standard Class will grow even further. Ih lhis country there are more

362

Open Class gliders of reasonable quality available than Standard Class, and thisprobably reinforced the Open Class even more. In most countries, the reverse istrue. It is also, of course, a fact. that Standard Class gliders happened to winboth classes.

The method followed in recent British Nationals was to declare a BritishChampion and also a Standard Class champion provided he obtained 80% ofthe marks of the winner. This gives little or no encouragement to pilots of StandardClass gliders. There is little doubt that a large glider enables a pilot to climbout of a "hole in the ground", while the Standard CLass glider is forced to land.Most pilots will opt for the big glider, if given the opportunity, and if they wantto win.

The flying of Standard Class gliders is different from big ones, and if wewish to do well in future World Championships, this Class must be encouragedso that the best pilots opt to fly them.

There are several possible methods.The first and easiest is to say that all Standard Class entries in League 1 will

have a 10% plus handicap. This is probably more than is justified by average per­formances, but it does provide a positive encouragement. The top scoring pilot ofany Class is then the Champi<ln.

The next method is to divide League 1 into two Classes scored together andsay that the British Champion will be automatically the winner of the StandardClass, even though he may not score as many points as the winner. This may seemodd, if enlries are weighted very mU1:h the other way. and scores are well down.

The last method is to nave two quite separate Classes in League 1 and toscore them separately. The British National Champion will then be the winnerof the Standard Class and there will also be a champion of the Open Class. Unlessthis is done, the best pilots will continue to fly large gliders.

I am sure that the B.G.A. must decidc very soon on the ruJes for the nextBritish Championships. It will very much assist manufacturers and pilots so thatfuture policies for gliders may be thought out.

There may well be other methods which will achieve the same object. Of thethree which I have mentioned, I favour the last one, but the other two would dojust as well. What we want now is a policy for the future.

TONY DEANE-DRUMMOND

TURNING POINTS SIMPLIFIEDDe).r Sir.

During the Swiss competitions there were no turning-point observers toorganise. The system was simplified by issuing a cheap camera to each of the 24competitors with their names in sellotape on it. The camera was loaded with afilm and the first picture of the briefing board was already taken before handinglhe camera to the pilot, who then took a picture of his glider number to identifythe film, and thereafter two pictures of each turning-point.

On return, the films were developed but not printed unless the pilot had usedspare shots for his own use.

The pict'Ure had to be within I km. of the turning-point and either verticallH· on the far side of it.

I would like to suggest that Regional Competition organisers should considerthis arrangement for their contests, or better still that B.G.A. should buy 100Cameras on (probably) very favourable terms, and hire them to Regional Com­petitions when not used for National Competitions.

The camera used was one similar to the Brownie 127 which cost 25s. 2d. Attrade price or better, and hired out at. say, 10s. per camera, it would be a usefulsource of revenue to the B.G.A. if every competitor was obliged to use it. Nodoubt some competit<>rs would like to make doubly sure of avoiding camera fail­ure by using their own cameras in addition; it would be up to them to do thisIf they so desired.A IVl'fstoke. Hants. HUMPHRY DIMOCK

36.3

AcJl'~rtis~m~/lIs. wilh remilla1fCe. should bit stnt to Chtiron p,~ss Lld., 3 Cork SI., London. W ...(R~ltnl 5301). Ruu J/. 0 ",·o,d. Miffimum 15/·, Box /lumber.s 4/- extra. Replies 10 Box numbtTJ

should be Jtnl to tile UlnJt Qddr"t*ss.

FOR SALE

1001 G._" Barpiu ialeral "et'7olle!Huge slocks GOVERNMENT SUIU'LUSCLOTHING AND EQUiPMENT, inc. fiyingsuits from 25/.; flying helm.ts. anaraks. out·door elothin&:, camping. immense variety ofmiscellaneous ex-Govctnmcnt cquiP~Dt.

Ever so useful-you will be sure to findsomething you need-and at a bargain pricetoo! Send TODAY for ""f 3O-page CATA­LOGUE--6d. post free or please call atLAURENCE CORNER, 62-04 HampsteadRd.• London. N.W.1. 2 mins. Euston. War­ren SI. It wilt be well worth while! Postalcustomers buy witlt confidence-prompt des­patch. refund guarantee. Dept. SG.

ALWAYS a selection of light aircraft instock from £375-£.5,000. Your glider oryour car welcomed in part exchange.115th deposit, balance up to 3 years.Light Aircraft Division, ShackletonAviation Ltd., Head Office, 175 Picca­dilly, London, W.1. Hyde Park 2448.CADET. Instruments, Tutor fuselage.Flying £35 o.n.o. Box No. S.G. 199.CAR BADGES. Superb quality to yourown design or Club layout. Discount forquantities. Box No. S.G. 201.eLAYTON twin drum diesel winch, ex­Lasham. best in the country £1,395. T3I,spoilers, trailer, £345. Details ~Windy­

hurst", Churstol'l, Brixham, Devon.Churston 2387."DIRECTORY of All Sailplane Modelsin D.S."; 114 photos, specifications, per­formances, statistics; 50 cents. Soaring,Box 66071, Los Angeles 66, CaliLD.S.A.GLIDER TRAILERS individually builtto special requirements. For details andquotations apply Oliver J. Lee, NewtonHouse. Park Road, Burnham on Crouch,Essex.EX-GOVERNMENT balloon wincheslate type with wire ropes, practically un­used, Ford V8 engines, £100 each, L W.Vass Ltd., Ampthill, Bedford. Ampthill3255.OLYMPIA 463 No. 261. First class con­dition. One owner. No instruments. I/wtrailer. C. of A. April 1966. Avaifable1st October. M. Garrod, 2 Crosspath,Radlett, Herts.

364

NEW surplus RAF seat type parachutes£12 IOs. each, carriage IOs. New gliderparachutes Irvin mark 32 only £32 each.Reconditioned steel grey RAF flyingoveralls 47/6 each. Ask for leaflet. Tar­paulin and Tent Mfg. Co., 101-3 BrixtonHill, SW.2. TUL 0121."PERAVIA" barograph calibrated to30,000' and sp3.te rolls £40. CharlesGreen, 78 Regent Street, LeamingtonSpa.RADIOS Pye, Bantam and Cambridgeglider and vehicle units available. Creditor rental terms if required. Faylite Ltd.,42 St. Stephens Street, Birmingham 6.SALE. NEW 26" trailer £200 or exchangeOlympia or similar cash adjustment(Danbury, Essex) 2766.

SKYLARK 3 with trailer, £1,300. Seeat Dunstable. Hull. 126 Green DragonLane. London. N.21.

SKYLARK 38 with "F" mods. Five yearsold, superbly maint.ained by Ken Fripp.Many extras. Bampton built trailer.Price £1.425 ~ Walfy Kahn, 33 Eccles­ton Square, London, S.W.1.TOW BARS suitable all makes ofvehicles. Send for price list. Faylite Ltd.,42 St. Stephens Street, Birmingham, 6.

TUTOR with spoilers. Also spare fuse­lage. The Manager, London GlidingClub. Tring Road, Dunstable, Beds.

T31 excellent condition. Mod. 80 and10 year C. of A. just completed. £300o.n.o. Moreton-in-Marsh 130, Glos.

T3I spoilered, instruments, C. of A.offers,; Fletcher, 6 Windermere Avenue,Cardiff. T21 wanted.T.31B. Wings, tailplane and rudder.Recent 10 year C. of A. and Mod. 80_£110 o.n.o. Box No. S.G. 200.TWO Sperry H.L. HQrizons, one SperryJ.3 with Transistor inverter, one Bendixrctary inverter. All as new - £75 theI,t or offers. Box No. SG 196.PETREL (Slingsby) (;. of A. renewed18/7/65. Excellent condition. Fully in­strument,ed. Barograph., Magnificenttnl,iler. £650. Seen Dunstable. Box SG203.

FOR SALE (contd.l

I Skylark 4, Comp. No. 2.66This splendid glider for sale at the endof the s~ason, complete with specialcockpit trim, oxygen and trailer, offered

at £1.620 with full instrumentalion.

ApJlry F. G. IrYingImperial Conege. S.W.7.KEN ~ 111 flit.•3.

1956 SKYLARK 4 in latest Polyurathanefinish (dark blue and white). Total 30hours. Full instrumentation inclodingP.Z.L. and Crossfell varios, Bendixhorizon. Full rigging gear includingtrolley. Slingsby design professionallybuilt trailer with Rubery·Owen axle.Complete outfit in brand new condition.New C. of A. from date of purchaseincluded. £1,650. D. Heyhurst, 11 SI.Andrews Close, Staplefonl, Cambridge.Phone Shelford 3359.SOARING pilots weighing 125 to 225 lb.,all over the world. Write for special deal.McElfish Parachute Service, 2615 LoveField Dr., Dallas 35, Texas. A memberof SSA and TSA 16 years.PHOEBUS - 3 or 4 shares are avail­able for a Phoebus syndicate CL/D!­37) to be formed in Mid·1966 for opera­tion at Redhill, West Mailing orRochester. The Syndicate value is£2,000 including trailer, instruments,etc. Apply Box SG202.FLYINo, OVERALLS in good condi­tion. 42s. post free. Mk. 32 parachutes.Overhauled by manufacturers and re­packed. £32, carriage extra. P'aracQutecarrying bags 30s. Mk. B.2 back para­chutes inspected, overhauled and re­packed, £16, carriage extra. Seat typeparachutes repacked, £12 1Os. carriageextra. Southdown Aero Services Ltd.,Lasham Airfield, Hants.WEIHE sailplane with basic instrumentstn good condition, professionally main­tained, £550 or offer. Southdown AeroServices Ltd., Lasham Airfield, Hants.

PARACHUTES - Special offer fellow"Glider Guiders". New government sur­plus, soft, flexible back packs - quick­fit ejector snaps on nylon harness. Easyadjustment any size in two seconds. Getout of harness with one hand. Weighsonly 17t lb., 25" long, 15" wide and 2"thick. This is the chute worD by most

PUBUCAnONS

"AUSTRALIAN GLIDlNG"-monthlyjournal of the Gliding Federation ofAustralia. Editor, Gary Sunderland. Sub­scription 30 shillings Australian, 24sbillings Sterling or 4.25 dollars U.S. andCanada. Write for free sample copy,"Australian Gliding", Box 1650M,G.P.O.• Adelaide.SLOPE SOARING with a radio controlmodel sailplane is a fascinating pastimeand a typical phase of aeromodell.iJ)g.Read about this and other aeromodellingSUbjects in Aeromodel/er. the world'sleading model magazine. pUblishedmonthly, price 2/-. Model AeronauticalPress Lld., 38 Clarendon Road, Watlord.Herts."SOARING" - Official organ of theSoaring Society of America. Edited byAlex Dawydoff. Address: Box 66071,Los Angeles, California 90066, U.S.A.Subscription, 115.00 outside U.S.A.; applyto YOllr Post Office for a form.

SITUAtiONS VACANT

C.F.I./ MANAGER required. Anyoneinterested please write personally to TheChairman, T. S. Zealley, London Glid­ing Club, Tring Road, Dunstable, Beds.

WANftD

BOOKS WANTED. "Kronfeld on Glid­ing and Soaring", "Gliding and Advan­ced Soaring", "Soaring Flight", Hirth's"The Art of Soaring Flight". PeterBrowne, Surrey Club.OLYMPJA 2 or similar. Details to Car­ter. 174 Rainsford Road, Chelmsford(TeL 3112 evenings).WANTED. glider barograph. Details toBarker, 2 Cottesford Place, James Street,Lincoln. Phone 22433.

fIt Will. of cou,..,. be understood that the Brit/Jh Glldinr Association cannot accept rtspo1lsiblllly

.!!.' thi! claims made by adllertisers in U Sailplane and Gliding".

365

-crUB NEWS

¥VONNE BONHAM (Mrs.),Club Ne.",'! Editor

In order to co-operate as fUlly aspossible with the farmer who has thegrass rights we have swaoped over toall auto-tow and, when -John Gravescompletes his Auster's C of A, aero­tows for the summer months.

We normally have use of our airfieldsonly at the weekend but Grp. Cap!.Mackie, O.c., R.A.F. Colerne, underwhose command Keevil operates and towhom we owe a great deal for his whole­hearted support, very kindly gave uspermission to use it for a training weekat Easter and a soaring week at Whit­sun., During the first week as many solopilots as could did the donkey work forthe U IT pilots and during the latterthe opposite applied.

Although the weather during bothcould have been much more co-operativesome good soaring was achieved.

On Whit-Tuesday, Ralph JoDesclimbed to 11,100 fL in his Skylark 3.Unfortunately his trace was a bit" dodgy" at the start and his claim forGold C height has not been confirmedat the time of writing.

Ron Lynch climbed the Swallow tosomething. over 5,000 ft. to claim his

. Silver height, and Charlie Derrickachieved Silver distance in the Olympia463.

Quite a number of thermal flightsof between 2 and 3 hours have beenrecorded.

J. A. K.BATH (Keevil)

A FTER two years of almost con­tinuous negotiation at Keevil we

have at last received official sanction inthe form of a very legal looking docu­ment, to use the runways, peri-track,control tower and ex-airrnen's dininghall, which we have converted into ahangar.

This at least gives us a feeling ofgreater security. In the past much of thefantastic amount of work which hasbeen put in has alwavs been done withthe feeling that it 'would be wastedwhen we found ourselves kicked outon our tailplanes with very little notice.

366

AVROW E have a new plan form in the

Woodford sky. The syndicateKranich is now airworthy having beenrepaired and various mods. incorporated.

Our Skylark is hardly ever at basethese days, several members have col­lected Silver C legs during visits toCamphill, and at Woodford the Tutordrivers have gained three Cs.

Harry Evans, our mechanical genius,does considerable work towards keepingus airborne, and single-handed seems tomanage jobs that normally call for a,. working party".

Once again Bill Scull supervises mid­week evening flying, this boosts ourlaunch rate and makes the gap betweenweekends bearable.

IN this issu~ for t.he first time we welcome the Edinburgh University Gliding Club.Copy for inclusIon In the October issue should reach me, typed double spaced

on foolscap, not later than Wednesday, 18th August at 14 Little Brownings LondonS.E.23. Don't forget to include any 5uitable photos. "30lh June, 1965

We saw quite a lot of the WorldChampionships in our part of thecountry. The Australian pilot D. Reidand the Russian M. Veretennikov landedat our airfield on the Friday, and wemade them as welcome .as possible.David Barker, our very efficienttreasurer. took advantage of the oppor­tunity of practising his Russian at firsthand and did what he could to furthercement Anglo-Soviet relationships ­we think!

K. N. S.BRISTOL

W ITH the acquisition of a dieseltractor and mobile winch it is.

hoped to keep the newly increasedlaunch fee stable for some time. Plansare afoot for the building of a hangarblock. One person who will be pleasedif this plan goes ahead will be BarryWalker, who having recently SQloed,had the agony of seeing his Blanikdelivered from Kidlington into thewrong field! It now remains •• staked­down" in all weathers.

Other solos include R. Bowsfield. G.Stevens, D. Leeser, M. Lamb and M. E.Brown. Ralph Bowsfield and GeoffStevens Iollowed up quickly with theirCs shortly afterwards, likewise LizSaint. "Hoppy" Twiston-Davis com­pleted his Silver with five hours, alsoMike Pope. Don Cameron flew No.417 (Olympia 463) to victory in theDunkeswell task week, also obtaininghis Silver distance.

The introduction of a ladder com­petition shows, as one would expect,the members of the ladder committee atthe top, but Ron Sandford is puttingin some excellent flights and rapidlypushing them down.

v. G. Aircraft LimitedEfficient and speedy C of As.

Repairs, also trailers, toyour specification.

Workshops .-

Tring Road, DunstablePhone: Dunstable 64719

Finally. whilst half the club membersmUst have been to the World Champion­ships, everyone at South Cerney musthave been at our barbecue, on a so­called rest day. C.F.L Peter Etheridgeis still world champion (half yard) anda reward of a "yors" will be paid forinformation leading to the retrieve of allor any of our bar trophies.

R. G.

BLACKPOOL AND FYLDE

W E returned to our summer gliding. sit~ at Samlesbury Airfield earlyIn Apnl and, apart from continuousgale force winds during the first twoweekends, we have enjoyed quite good:weather and some very interesting soar­IIlg.

It is always a pleasure to record ourgratitude to the British Aircraft Cor­poration, and in particular, to instructorIVGr Stretch for the continued. use dur­ing the summer months of our excellentsoaring site at Samlesburv.

No doubt it is fairlv 'unusual for afather and son to go solo within aweek of one another, and as this didnot occur on a course but within tbeusual sequence of training, we weredelighted when Mike Harris soloed theweekend after Jack, his father. It willcertainly be a happy event if they man­age to do their C flights on the sameday - a liquid celebration would beinevitable.

Club members who have recentlytaken advantage of the excellent soar­ing conditions are Tony Kemsley, DerekRaymond. Len Clarkson and lan Hamil­ton. Incidentally, Tony Kemsley andTerry Hogben are now flying theOlympia lB. Our President, HerbertLiver is soon going to be pretty busypresenting certificates but, at themoment, there is some frantic .. cram­ming" of Air Law going OD in orderto satisfy our c.P.!.

We shall shortly be losing DavidField who is emigrating to Australia,but he has set his mind on taking a Bcertificate with him. Our very bestwishes, David.

Keith Emslie is now our SafetyOfficer and an U IT instructor. JohnGibson, our' Technical Officer, has alsobecome an UIT instructor.

J. A.

367

CAMBRIDGE UNIVERSITY

A FTER the early start of the soaringseason, opened at Cambridge by

John GoodaIl with a two-hour flight inthe Olympia 2 at the end of Fehruary,the mediocre soaring conditions in springcame as a disappointment. Neverthe­less, there were Quite anum be.r of re­markable and I!Inexpccted flights. On27th March, for instance, ;\Iall Daviesoared his Skylark 4 for almost 2 hoursin wave lift between 5,000 and 7.000 ft.over Cambridge, joined by D'avid Warein our newly acquired Ka"7.

Among 't'he highlights in May were aflight of 5'~ hours by TQny Joss in theOlympia .2 and a cross-country toSpalding in the same aircraft by RoyBrown who thereby completed his SilverC.

The June Camp, at the Long Myndwas ·a great success, 260 hours wereflown and over 400 cross-country miles,Four members managed 5-hour fli~hts,

and John Bushnell completed his SilverC with a 60-mile dash to Leamingtonin the Olympia 2. On the middl.e week­end of the Camp a task flying matchbetween the C.U.G.C. and tne MidlandGliding Club was held and won by thelatter, but David Braham scored thebest individual flight by flying his Ka-6170 miles to Mendlcsham. Anothergood effort was a 98-mile flight to Pod­illgton by Jeremy Pickett-Heaps in theSkylark 2.

G. S. N.

CORNISH

AFTER some anxious moments ill. the early part of the year, we feelthat we are ,doing quite nicely. Fromthe capital point of view we are con­siderably "up ", thanks to a g,Qvern­ment grant in aid of the Blanik and onthe income side we seem to be takingmore in flying fees than ever before.

,Course bookings were slow to beginWIth, but there has been a steady trickleof applications and we are now almostfully booked. Quite a number of oldfriends are pa ying us a return visit.

New members are coming in aboliltas fast as we are able to absorb them.Fortunately we have also quite a num­ber of new instruetors in various stagesof training, which helps to ease the load

~QS

on the categorised instructors. TheC.F.I. has in fact had to close the in­structors' list for the time being, whiTethe •. New Boys" a-re being knockedinto shape and the .. Old Hands" areconverting to the Blanik.

Bill Owens has come to us as resi­dent instructor for the courses, so ourcourse members can be sure of some~rst-class instruction and a very pleasanttime.

The launch rate has gone up by 9%over last year's figure. We haven't doneanything in particular to achieve this;members ju,st seem to have decided,spontaneously, that "Finger Trouble"can and must be eliminated. We havealready passed last -year's ~otal of aero­to,\,>,s, with less thalll half the year gone.Tug pil.ots, tow car drivers and groundcrews have made a first-class effort andwe really can't refrain from menti€mingour youngest, honorary associate mem­ber (aged 11) who was seen doing avaliant job.

On the social side the house com­m)ttee have been doing their usualexcellent and unobtrusive job. The newbar has been completed and is attract­ing considerab,Je !:\lstOll'l.

G. E. T.

COVENTRY

AT the time of. writing our chairman. for many years, Mike Hunt, has

now left these shores for a new careerin. South Africa and we wish him everysucCess for the future in his new life.

Mike Hunt was a founder-memberof the Coventry Club who will be missedvery greatly and to whom we all owe adebt of gratitude for the hard work hehas put in o,ver the years to build theclub up to its' present state, especiallywith regard to our neW site at HusbandsBosworth.

At our recent A.G.M. our hard-work­ing secretao', John Large, was electedchairman in Mike's place, with John'splace as secretary being taken by BillFay.

For those who. may wish to contactus, we are pleased to record the instal­lation of a telephone, the number beingHusbands Bosworth 429.

It was with the deepest regret tbatwe learned of the tragic death ofHoward Greenway in the- recent Jersey

J. A. C.

I.GM .- fa ..~(Ift'a~ air disasl:r. The Greenway's were, for

many Yl:ars, very closely associaterlwith our club, kindly allowing us theuse of their airfield at EdgehiJI, andHoward was a .. natural" who livedfor flying and rapidly became a veryaccomplished pilot. Our deepest sym­pathies are extended, to the Greenwayfamily in their great loss.

F. W. F.

DONCASTER

SINCE our last notes we have heldaur A.<J.M., at which chairman

Jack Tarr reported on a year of steadyprogress both in flying and socialactivities, an increased flying member­ship and a very sound financial position.

As promised another T -21 has beeDadded to the club fleet.

Since the .meeting a eommittee hasbeen busy thrash.ing out organizationfor the Northern Regional competition,which by the t,ime this is pUblished, willbe over and no doubt full scale inqueststhe order of the day_ Judging by thelarge number of ml:mbers who visitedSouth Cerney there shouI'd be no short­age of .. informed" advice.

People continue to go solo and gainC's with monotonous regularity, Messrs.Collingham, Carter and Walker madeA and B flights this month and Messrs.Staley, B.enton, McLean, Cawkwell andMarshaJl, oh yes - Collingham again,completed their C certificates.. FrankThompson, after an aerotow to SuttonBank, did an epic 6 hours on the ridge,landing when he saw the trailer climbthe hill. He did not dare land as thereseemed to be no one to time his land­ing. Please Y.G.C. fit a glass roof tothe bar.

In spite of mixed weather, soaringtime is if anything, greater than forthe san:ie time 'last year and there is adefinite increase of people making cross­country flights. A mass attack wasmade on Sutton Bank on 23rd May byJack Tarr, Bill Bailey and Sid Hayesto reclaim the" pot", all' arrived safely.The best flight so far has been made byJohn Hayes in the Gull 4: 101 milesto Foulsham - 4 miles short of hisgoal Swan ton Morley.

Club members Les Muncjister andJack Bower collected two Blaniks on. "

one open trailer from an airfield nearPrague, towed them across half Europeon behalf of Peter Clifford Aviation.The full story would need an article toitself, with tales of fuselages probe<!for midget refugee-s at frontier pGSlS andblunt Yorkshire stolidity meeting bluntGerman stolidity at cu.stoms check. Allended successfully after a round tripof 2,000 miles.

D. J. W

EDINBURGH UNIVERSITYTHE Edinburgh University Gliding~ Club is now well and truly estab­

lished. Just eight months after the club's,formation, we find ourselves proud pos­sessors of an Eagle and an Olympia 2B..

We started flying last November atPortmoak due to the kindness of theScettish Gliding Union who generouslylet us have the use of their T-2l B'S onWednesday and Friday afternoons.

The Dumfries and District G.c. alsogenerously gave us the use of their air­craft on Saturday-s. and we have beenflying regularly ~t Dumfries in theirT-3!.

In March .the University Disburse­ments Committee demonstTated theirprofound enlightenment by giving usa grant with which to purchase twogliders. This is th'e largest single grantever made by the committee. We pur­chased our first aircraft, the Olympia,in May, and made the long trek southto collect it from R.N.A.S. Yeovilton.The Eagle followed in the middle ofJune. It is hoped Ihat training from abinitio to solo stage will be done in theEagle, and that all solo pilots will flythe Olvmpia.

A diesel winch based on a double­decker bus and capable of launching anEagle is being constructed and will beready by the beginning of the new termin October.

We have not yet found a site of ourown but are hunting hard and hope tohave somewhere' soon. Until that timeDumfries <lRP District G.C. are kindlypermit~ing us to use their site.

Finally we should like to say a. bigtha.nk vou to everyone who has givenus the help without which our" instant"gliding club would still be firmly on theground.

369

KENT

SINCE the last notes appeared, tberehas been plenty of good soaring

weather. Silver C's have been completedby " Bill" Bailey, who gained his heightat DunkesweJ!, Ian Napier witl:l heightand distance, Geoff Tilley and BillGartland, distance. Robin WilsOJil andPeter Beechey have flown their distanceleg, and Ray HattolT and David Browngained their Cs with thermal flights.Judith Ragers and Peter Martin havegone solo recently.

The club's nioth birthday party atSI. Julians on 1st May was enjoyedby all who attended, another party hasbeen arranged fOF 10th luly when it ishoped the weather will be warm enoughfor the more energetic members to dis­port themselves in the swimming pool.

The clubhouse is now in use, and.. The Farm" is in operation, aftermuch hard work by numerous members.Work has also been going on to con­vert the diesel bus into another winch.

P. B.

LAKES

A s we go to press. the" pyramids ,.begm to look lIke a clubhouse,

thanks to the efforts of all and sundryinspired by the untiring example of the"-'few".

The diesel winch was to have madeits debut last week, but decided on ashow of temperament at 1he lastmoment. When the builders get thebugs out of it there is no reason why itshould not give as good service as thepresent one; if it does that HowardWoods and his boys will have no causeto re~ret all the 'Work they have put in.

FtYlOg . has proceeded without inter­ruption but perhaps not as smoothlyas heretofore. With so much attentiond!verted to building operations of onekl~~ or another it is not altogether sur­pn~Jng to meet the occasional fumble.~hls has affected lalilnch rate and flyingtIme to some extent. Nevertheless weare able. to record Silver C height forS. We~nng and qualifyinl! flights forC certJlicates made oy Jill Redshaw.JaM Craven and Peter Thomas. Twomore have attained solo status.

F. G. R.370

LAND'S ENDTHE Club has started flying on a dis­

pensation from t!'le Ministry ofAviation, althougb at time of wrltillg aManagement Agreement for the airfieldhas not been signed. The fleet consistsof a T-21 and Blanik. with a SkylarkJF currently flown by 7 of our 78 mem­bers. So far most of the flying has beendone with the B1anik as the T·21 is arecent acquisition. In the first six weeksnearly 300 launches have been achieved,almost half by acro-tow using the dualAuster.

Exploratory flying hegan over Easter,when Alan Dav~e and c.P.I. Geoff Wassflew nearly 10 hours between them fromnine launches in Alan's Skylark 4. Ridge,wave, thermal, and sea-breeze werevariously uS.ed in these flights. and appe­tites were thoroQghly whetted.

Club flying began in May with theBlanik using mostlY' aero-tow as thediesel winCi:h requjred extensive over­haul before showing its true colours. Itis now giving excellent launches evenin light winds 011 this comparativelysmall site.

A course programme has started andso far everyone has gone away happy,thanks in no small measure to ourother fuIl-time instructor, Brian Pritch­ard. The course programme will con­tinue throughout the year with an accenton high performance, S'O we look for­ward to many visitors from other clubswanting conversion to aero-tow, Sky­lark, aerobatics, blind tlying or wnat­haye-yoll.

A period of atrocious weather limitedactivities, but in the brief gaps quite alot Qf soaring has been done, the Bla­Mile elevating itself to well over 2,000 ft.on occasions, and wave has been con­tacted again. Thermal soaring has beenmostly of short duration in offshorewinds. precluding any attempts at cross·country. The soaring story is completedbv Brlan's five-hour leg to comple1e hisSilver an June 26th. For the last hourthe wind fell light and variable, and tbeSkylark was only kept aloft by sweat,tears, and the accumulated. star-dustfrom the previous owners of 66. Lookat the log-book!'

If you pass this way - with or with­out a glider - we shall 'be very gladto see you. W. D. T.

LINCOLNSHIRErroWARDS the latter end of April the.1 Club enjoyed its first social func­

tion - the first Annual Buffet Dance.This highly successful evening was we\)subscribed and attended by more thanlOO people.

Spirits ran high and flowed freely. Itis rumoured that two of our Welshmembers got caught out in a down­draught subsequent to the passing offull strength Vodka - we understandthey "landed out". In the absence ofany claims for away landings, our in­vestigations showed much more severedisciplinary action from the respectivewives than any iron-handed C.F.I.

However, the band played loud anddear and we were delighted to see ourfriends and colleagues from East Mid­lands R.A.F. Swinderby - for once therole of our guests. This function mademoney, for which our thanks to ClarrieParker and Ted Barker for organisinga successful and highly entertainingnight out.

Flying has progressed steadily to atotal of 2,600 launches since our incep­tion during October last. Fifteen mem­bers have now gained their A and Bcertificates - of wbich special mentionand congratulations. to Steve Nicoll forbeing our first female soloist. Seven ofthis number subsequently converted tothe Grunau Baby and a further four tothe Olympia.

Roger Allton must be congratulatedon completing his Silver C so early inthe season. To his distance and heightgained in Mav, a visit to CamphilI ona Sunday in iune produced the desiredduration leg. Many congratulations toRoger for pride of place in gaining theclub's first Silver C.

Our first Skvlark 3F appeared sometwo weeks ago, produced by a syndi­cate of Sanders. Nicoll and Barker. Itsmaiden flight of two hours plus, oneWednesday evening, in particular gaveTed Barker something in return forcash outlaid, and augures well for manypleasant potential hours airborne. Thearrival of the Skylark, our first compe­tition type. we feel helps to giye theclub prestige and confirms the bIrth ofOur new dub w.ell within its first yearof eltistence. E. B.

LONDON

THIS- time, the keynote ap!)ears to be"losses and gains". Over the past

year of fleet rationalisation, we have saidgoodbye to the T-21c, the Tutors, theGrunau Baby, the Skylark 2, the Skyand our half share in Charles Ellis'sSkylark 3. We have gained two Prefects.a third Olympia 2B, a whole Skylark 3in Lasham blue and a bright new Cap­stan in some indescribable colour. Alsoexpected is a third Tiger Moth; andour new winch (the second Fluid-Drive,John Argent Special), which was givenits inaugural launch, making three good,serviceable self - propelled two - drumwinches.

On the staff side, we have gained lanMikulski, who was formerly a leadingfigure in Pakistan gliding. However, weare sorry to lose Jim Wingett. This leavesus with three full-time instructors anda professional winch-driver.

The private owners' rack has lost itsWeihe and Standard Austria, which havedisappeared in the direction of Dunkes­well and South Africa respectively, buthas gained three sparkling new 15-met~ejobs in the shape of a Ka-6, an OlympIa463 and a Dart 15. Vie and Ron Tull'shome-built, multi-coloured Skylark 3 isnow almost ready to fly.

Club members were present at SouthCerney in large numbers,. in suchdiverse occupations as tuggmg, obser­ving and joy-riding.. The two principlenuclei of club endeavour, however,were the Championships Journal depart­ment. and the Public Enclosure. Thiswas "a job involving arduous work ofan unglamorQus and unrewarding naturewhich demanded the stiffest of upperlips on the part of Arthur Doughty andhis merry (sometimes) men and women.

Several members also crewed for someof the foreign teams, notably theRichardsons, whose Skylark 3F, loanedto the Rhodesian team, came unscathedthrough the contesL (Anyone who cancope with African bundu would findEnglish fields a doddle.)

List, but Dot lea,t, we hope you areall comin~ to our Open Dav on AugustBank Hoiidav Monday. Judging by thelast two Ope'!) Days, it'll be a fabulousaffair. G. L.

371

MIDLAND

THE Club's long-awaited Olympia 463arrived at the end of Mav and has

proved a popular addition to 'the fleet.During the week-end 19th-20th June

Club pilots were involved in an informalcompetition with the Cambridge Club,who were paying us their usual Junevisit and a rather more serious com­petition at Camphill.

The match with the Derby and Lancs.Club was an attempt to' regain the BeerTray. At Camphill, Sunday Was theonly contest day and our team of MikeRandle. Ron Rutherford and Ric Prest­wich narrowly lost to the Derby team.

Tony Manning, who joined just overa ye3r ago, has gained B.G.A. approvalas an inspector. Thus in Tony and JackMinshall we now have two approvedinspectors on the staff.

On the last week-end in June consider­able interest was aroused in the BI<jJlikwhich was on the site for demonstrationpurposes. K. R. M.

NEWCASTLE

SINCE the last Club notes were writ­ten, flying has continued at Carlton

with remarkably little interference fromthe weather. However, there has been amarked lack of good soaring days occur­ing at week-ends, to the consternation ofour embryo cross<ountry pilots.

Training has proceeded to such a pitchthat all the regular T-21 pilors are nowsolo. and the T-21 is all too often to beseen resting in the hangar whilst thepoor Tutor is sadly overworked. Recentadditions to the solo ranks are RenDixon, Les Dyer, Len Mountford, BillIddon and Dennis Snaith, all of whom,together with Jim Dryne, have nowacquired their C.

~uch is the demand for the Tutorthat a new Swallow svndicate has beenformed, and it is known that others arelooking for suitable aircraft. It looksas though the Club's trailer park willhave to be extended to cope with theincrease in the fleet!

I.n. the mi~st. of all this early soloactIvIty MafJone Paul gained Silverheight flying the' Skylark 4 in an eve­ning wave, whilst on the same dayBarrie Brighton flew the Kite I a dis­tance of 42 miles to oomplete his Silver

'in

GLIDER TUGSSEE THE DIFFERENCE!Let us overhaul your Gypsy Major at a

compet:tive price.Also iI few Tiger Moths still aYailable, completely

,.built to your specific·.tions tOt towingTh~ I",*e,' p,'.e lUll on Ih" market.

ROlLASON'S AIRCRAFT & ENllItlES lTO.CROYDON AIRPORT, SURREY

Tea: Croydon 5151

C, landing at R.A.F. Driffield, he wasright royally welcomed by Ray Poxon,another gliding type living near the air­field.

Twice recentlv we have entertained apassing sea-breeze front. This wassoared successfully on the first occasion,but its arrival tbe second time coincidedwith winch trouble and alas no one wasable to get off the ground until it wastoo late.

Our efforts to grass the site seem tobe meeting with some success at last anda rather sparse, though promising, greenmantle is beginning to appear. We have,however, a long way to go before thewhole site is cDvered.

Finally, congratulations to Sylvia andAdam Dodds on the arrival of DavidAndrew. B. W. B.

NORTHUMBRIA

SINCE the last Club News, we haveseen several important projects come.

finally, to fruition.First, and probably most important in

view of its effect 0/1 the launch rate, isthe Tommy Henley two-drum winc'h.now in service and doing a fine job. Theuse of lengths of stranded cable has a!'socut down snarl-ups and fumbles to theminimum so that we now are in thehappy position of having as manylaunches per day as members could wantor afford.

Over tbe Whit week-end, the writergave a ploughing demonstration. aDdwith a hard-working band of helpers,buried the telephone and signal cable,safe at last from cattle which havedeveloped a remarkable <:raving forP.V.c. insulation. It is only to be hopedthat the Hedley moles don't get thesame taste!

Best news of all concerns the 21-yearlease on the site which the club hasobtained. Outline planning permissionfor the various buildings has alreadybeen granted and plans for the futuredevelopment of Hedley Fell as a glid­ing centre are now being laid.

The Club's Tutor, refurbished andspoilered, collects dust in the hangar.Though inspected and passed as. farback as March, it has still not beenissued with a Certificate of Airworthiness- a disheartening state of affairs forthose who· worked so hard, for so long,to rebuild it.

The Club's Portmoak week, attendedby 20 members, wives, children, dog andthree gliders, was not a success. Adverseweather kept soaring off the menu butyour scribe managed, finally, to solo.

Back home, after a longish perioo ofpoor w.eather, S.W. winds returned toHedle'y with thermals popping by dayand the whole sky waving in the eve­ning. At 8.40 p.ni. on 20th June, DaveWilson and this writer were launchedin the Eagle to set new Club scratchingand altitude. records - 40 minutes. at700 ft. ending up at 10,600 ft. at10.30 p.m. The climb was broken offfor darkness just as the lift got reallygood. Otherwise, who knows what theHedley wave might have produce(! inthe way of altitude? P. W. L

-.

OUSE

I T is with sorrow that I report thedeath of one of our keenest members,

Howard "Andy" Anderson, as a resultof an accident to the Tutor. A founder­member, Andy was liked and respectedby all and will long be remembered.Our deepest sympathies go to his family,

Instructor Jim Smith complete(! hisSilver badge by taking the Swallow toFiley. His is the club's second completedSilver C and was followed by JohnTaylor gaining height and distance withan excellent flight to Aldbrough. KeithMassey completed his Silver badge ina Swallow at Lasham with a flight toKeevil. Keith is the first "home-trained"pilot to achieve this distinction. Instruc·tor Bob Plane gained his duration leg atSutton. Bank and wishes to thank thoseat the Yorl\shjre Club who made thispossible.

We now have a Skylark 20 roamingthe skies - Comp. No. 2I7 ex. Port­moak - fitted with· a complete newblind flying panel which enabled LesBellamy to regain the club height recordwith a cloud climb. Instructor GeoffBailey-Woods recently took "217" toCarnaby to, complete his Silver badge.Mike Annison has converted to theSwallow and is already showing hissoaring ability with some good flights.

Tay/or show; Ilis parents tile track 0'1 his Cl'oss·coulIlry. Crew members (;eoUMitchell. Norman Wonhy and Les Bel/amy look on. Photo K. Massey.

373

First solos have been credited to BrianPearson and Mike Melior.

Our A.G.M. in May was a livelyaffair. New appointments to the Com­mittee are Jim Park, Chairman; StanPark, Ground Engineer (MT.); GeoffBailey-Woods, Ground Engineer (Air­craft); Barry Fletcher and Stan Harper.Our grateful thanks to the l<ist Com­mittee and retiring members. G. L. B.

PERKINS

AFTER a winter closedown the Club. started flying again on 28th Febru­

ary.During the c1osedown a number of

necessary maintenance jobs were .accom­plished including the fitting of a newdiesel engine to our winch.

We have been unfortunate enough~o lose the services of our club ~orrcs­

pondent, together with the use of hisSky,ilark 3 but, nevertheless, we arelooking forward to a record year's fly-ing. T. J. D.

SCOITISH

T HE weather during the past twomonths has produced a variety of

soaring Gonditions and severa1 notableflights ,took place during th,is period.longest ,cross-country was Thorburn's101 miles to Fyvie, in Aberdeenshire,using thermal, sea-breeze front, andridge-hopping through the sea-breezezone, and he only just failed to reachthe Aberdeen Club's site at Litterty. BillLawson covered 50 km. to Arbroath,and Silver distance was flown bv Neilelements, also bv John Whitehe.ad, on avisit from Aberdeen. Other recent visi­tors have been groups from the North­umbria and Yorkshire Clubs..

A north-west wind produced goodwave conditions on 30th May, andalthough no one went away severalclimbs to around 10,000 ft, were repor­ted. Also deserving mention is AJ;ls.karSambale's recent wave-climb to over11.000 ft. in the open T-21. Due to thecold both pilots began to f~1 thee~ects of anoxia at this sla.ge, and theclImb was therefore broken off.

The Tiger Moth. which recentlychanged from syndicate to club owner­ship, has been in f~equent use withseveral new, keen faces in its cockpit,

374

and i,t has been used to retrieve a num­ber of field landings in the vicinity. Theclub's new Olympia 463, which has beeneag.erly awaited, has now arrived, andit is hoped that our Silver C pilots willhave put it to good use by the timethis appears in print.

SOUTH WALES

THE Club has gained its first GoldC distance with Ivor Shattock's

flight from Myndd Mayo to KetteringHall School near Norwich on the 19thJune. We are wondering if the distancehas ever before been made either bystarting or finishing in Wales.

June has been a very gOOd monthgeneralIy. For the first time we havehad the SwalIow, T-31, Skylark 2 andKite all in the .air together. No othercross-countries have been attempted"but a considerable number of membershave had soaring experience, withflights of up to 4 hours, and the sololist is grOWing. 0_ E. F.

STAFFORDSHIRE

THE achieveme.nt of a Silvc:r C endur­ance and height at Melr on 10th

June by Laurie Birch broke two clubrecords. The 5 hours has never beendone at our site before, and in so doingLaurie claims the first Silver C com­pl,ted entirely at Meir. Laurie wasjoined by John Greig 20 minutes aftertake off, John also eompleting his 5hQurs successfullv. Lau~ie's cross-cQun­try to Leicester East on Easter 'Sundaywas a model affair, his arrival beingnicely timed for the club-house thereand the retrieve was very straightfor­ward, LE being at the ether end of theA 50 from Meir.

Two instructors have recently doneSilver distance. 'Wo C. Hutchinson wentto Halfpenny (heen and Charles WebbtCJ R A.F. Newton. Hutch made hisflig.ht during our annual glidins. CQursewhich was a great success thiS year.There was plenty of soaring and thethree ab-initios attending; Messrs, Bet­riman Watden and Hewitt, went solo.

Recent soloists have included OUT firstlady, Jacqueline Hurst, who got quite awrite up in the local press as a result.

This, no doubt, combined with ouradvertising campaign, has helped toboost our membership to a record 80,mostly with newcomers to tbe sport butincluding Col. N. Christy, wbo bringsconsiderable experienGe of both glidingand tugging which is of great value totbe club. A. W. H. L W.

WORCESTERSHIRE"CONTINUED progress" would, I

suppose, be the phrase to describeour recent activities at Bickmarsh. Allprojects are well under way. althoughwe have been, perhaps, a little optimisticabout completion dates. Nevertheless animprovement in the launch rate overlast year has been shown which, to­gether with the development work onthe site, has demonstraied that there isno shortage of enthusiasm.

The long awaited second Tutor hasarrived and now our sights .are on aT-21. Both wincbes are in action al­though one suffered a blistering verbalattack from a very articulate memberwhen he tore his highly prized anorakon it.

We have been very pleased to haveseveral visits from powered aircraft.wh ich have increased the interest of thegeneral public watching from the road.The number of spectators at weekendsis making u, think seriously of makinga visitors' car park which could pos­sibly lead to some financial gain.

R. C. S.

SERVICE NEWS

CHILTERNS (R.A.F. Benson)

W E have had a spate of cross-coun­tries. First honours went to Derek

Godfrey who completed his Silver Cwith a flight to Henlow. Barry Nowellslost his Silver distance by wandering 90degrees off course and landing at Bices­t r. Dusty Miller did a carefully plannedI~ltialglide to Watlington which gainedhim 12% of his Silver distance! GeorgeRaynor got stuck in the sink at Halton.Sue Parry and Adrian Dalton gainedtheir C's, Adrian then wellt on to obtainhis Sil~er height.

We have replaced our Skylark 4 withan Olympia 2 to tailor the club's fleetmore exactly to our needs. A. J. B. P.

CISAVIA

Polislting tlte wings of tlte Kranich sail­plane at Booker Aviation Cell/re isDavid Brell, secretary of the Post OfficeFlying Club. which is affiliated toCISAVIA. the Civil Service AviatiQI!

Association.

EAST MIDLANDS (Swinderby)

A T the Bic.ester meeting during Easterour c.P.I. John Delafield became

the new R.A.F. Champion. and we hadthree other pilots flying in the contest,Con Greaves, Don Austin and BobMcLuckie. Crews for these pilots andfor other pilots in the contest meant thatclub ooerations over this period werereduced. There was only a Short periodof full operations and then a numberof members departed for South Cerney,helping in various capacities.

Club achievements are A and B certs.for "Bunny" Haslett, Jock Wilson, lvanFarmer. John Parker, Ron WiIliamsoo.Ted Jeffries and Bob Styles. C certs. for"Mac" McDermid and Ken McRudden,who has been posted to Sharjah. ConGreaves and Don Austin attempted topairs fly a dog-leg Gold C distance, Donlanding after 160 kills. and Con after290 kms.

375

The main club effort has been directedto preparin~ the new club premises,which are situated in permanent build­ings on the main camp site. A rousingopening night proved a great success,and a large number of sun-glasses werein evidence on the airfield next day.

"Our" ridge at Caistor has providedridge experience for some members butwe expect to use it more in the winterduring the absence of therrnals'.

J. G. W.

FENLAND (R.A.F. Feltwell)

THE month of June has really shownthat Fenland can compete with all­

corners, and still produce creditableresults, even without the benefit of aridge, or a tow aircraft.

Figures for the month of June wereas follows: Hours flown, 160; launches,1,100; A and B certs., 13.

C certs. were obtained by the follow­ing: Jim Humpbries, Geoff Dodd, Mid.Starks,. Tony Weldon, Cbris Boyle, JimL~nnors and Janet Taylor, who is nowWith her husband, Carol, stationed atR.A.F. Acklington.

Silver height and distance have beencompleted by Micl~ Garnett. and thefirst Silver to be completely flown atFeltwell has been "won" by one of ourmost popular instructors, "Hank" Han­cox.

One of our U.S.A.F. members Doc~tocking, astounded uS all,. and gave the!nstructors fresh heart, by gaing soloID 20 launches.

We are now well above the target forhours and launches for the current year,and expe:t to continue in the same way.

C. R. E.

FOUR COUNTIES(RA.F. Spitalgate)

so far this year we have kept to thelaunch rate required to meet our

target. W:c passed last year's total inthe first SIX months of this year.

Congratulations to Simon Morrisson,a club member en leave from Aden'w.no, flew hisSilv.er height to complet~hiS badge .md also converted to theS~yla.rk 4. l~fl Smith nas also 'completedhIS Silver With 5 hours in the Skylatk 4_

3i6

We think that Jet! Argent and JohnGates deserve a mention as they haveboth. gained their Silver height and didthe Silver distance, with flights of over40 miles, at their first attempt.

We were very pleased to wekome theWorld Championship pilots when theyraced to Spitalgate on Whit-Monday. Weshall have a plaque in the clubhouseshortly suitably endorsed with most ofthe pilots' autographs on it.

Finally. we wish Dick Barrett and lanSmith all the best in their new postingand hope that some of their enthusiasmhas rubbed off on to some of our newerclub members. I. G. A.

MENDIPS (R.A.F. Locking)

SINCE our previous report gODd pro­gress has beel'l made on the flying,

5ide. The arrival of the Olympia pro­duced immediate results when our everpopular D.C.F.I., Jim Martin, completedhis Silver C with a 5-hour ridge fl,ight.This was only the Olympia's secondflight here and recompensed Jim for themany hours of flogging the circuit inthe trainers. The same afternoon Messrs.Dixon, Murgatroyd, Chappel, Richen­son and Pratt all worked the ridge fortheir Cs in the Grunau.

A couple of weeks later Murgatroyd.Dixon and Roy Back, having convertedto the Olympia, soared for their Silverheights, but much to Murg's chagrin thebllrograph did not record. However, the'good conditions enabled our retiringsecretary, Harry Price,. to claim his Cbefore he leaves for the lonely isle ofGan.

Recent solos were made by Jeff Lim,Bill Darling, "Ben" Benoist, "Doe"

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.~ltO" saUIMS M~ZlON -UOlfd_.-.a.IU!P!I~" ,plil ."'1di!t'S' .0 UO!c.i:!UlH4 PU!~

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Insley (at Upavon) and Pete Bryan (atBicester). These should be the first ofmany this summer.

The Moonrakers' offer of facilities hasbeen well received, as it will enable themore experienced members of the clubto take advantage of the better soaringconditions at Upavon. Howard Cox hasalready shown the way by flying theOlympia to Lasham for his Silver dis-tance. P. S. B.

PORTSMOUTH NAVAL

O UR activities lately have been cur­tailed by either high winds or bad

weather, but when we hav:: been operat­ing the Tiger Moth has proved invalu­able.

On a Sunday recently the Tiger did19 tows and. although this may not bea high number for some clubs, this isa very good number for us. John Craw­ford,. flying at Lasham, achieved his Cand Ricky Ring, Dorrie GilL Brian Pen­ton and John Hopgood have all gonesolo and been converte·d to the Olympia.Future solo· pilots will have a Swallowto fly as this will have been collectedfrom Slingsby's by the time this appears.

It is with regret that the death of PopPinoinger is announced (see Obituary,page 362). Pop did a great deal for glid­ing in this area in his time, aod despiteill-health continued to visit the clubregularly as he was our honorary te::h­nical adviser.

Keith Morton and Marilyn Stead aregetting married in August and they havethe good wishes of members for theirfuture happiness.

News h.as been received of Pat Worth­ington, a former member, now inAmerica. She has recently obtained herSilver C heighL

L. D. V.

R.A.F.G_S.A. CENTRE(R.A.F. Bicester)

C ENTRE members assisted the or­ganisation at South Cerney in vari­

ous capacities and enjoyed their staythere. Rudolph has re-appeared in theBicester Bar and is awaiting collection.

Flying has continued as usual, withRan Powell completing his Silver; PamShipton, Silver distance; Nigel King, 5hours and height; to mention just a fewof the cenificate legs gained. BillAndrew joins the league ·of Tug Pilots,w)th his new P.P.L. 19th June was thebig day of the month. Four aircraft weretowed to Keevil, to try a 300 km. runto Yarmouth. Congratulations to RonNc;wall and Malcolm Medland on theirDiamonds. Johnny Morris and PaulShrosbree fell short at 164 and 80 milesrespectively. 00 the following day, ColinWray tried it again, and landed at Ely.a distance of 150 miles.

Fred Plumb leaves us for foreign partsearly in July. We wish him luck in his

H.M. QueenElizabeth dis­cusses glidingwith Fit. Sgt.And}' Goughduring a RoyalVisit to R.A.F.Bicester. Besidethe Blanik isSgt. Tom Wil­liams. B.G.A.Inspector andA.T.e.Instructor.

:177

new job. and thank him for his effortsat Bicester. It was nice to see PrankBurgess, back from Turkey on leave.getting his hand in again.

Finally. we extend a warm welcometo all gliding types who pass Bie~ster -drop in and see us any time. J. M.

CRUSADERS (Cyprus)

SINCE our last report the Cl'ub em­barked on a four-day Easter Camp

at the other side of the island, by anairstrip at Dhekelia. This is not inregular use, and thus we were unimpe­ded by the Akrotiri air traffic. In addi­tion it is further inland and we had lotsof lhermals - which are rather rare,weak and narrow at Akrotiri, especiallyin the summer.

John Beckett, our c.P.I., found somewave one day and flew around in ithappily for an hour or so with a pupilin the 21. There was a small ridge, butattempts to work it were largely un­successful. However, much very enjoy­able flying was done, dawn to dusk, andthe thirty or so members there almostall samp'led scaring, often for the firsttime.

Len Bames and Dave Stratford gottheir first solos in the ballasted 21, andMike Gilmcre and Dave Dawson re­soloed after a loo!!. lav-off.

Tony Gee, one o"f our instructors, wasbriefed to take the Swallow off for 5hours and his Silver height. He dulytook off. chocolate in pocket, and 2hours 13 minutes later he-landed, havinggained his height, to find he'd forgottento switch on the barograph! Ah, well!

The first five months of 1965 haveseen 12 A and B certificates; HarryOxcr found a lonelv thermal at Akrotiriand got his C with '35 mins., and AlwynMachin finally got down to his lawexam. and got his C the week he leftfor England~ Alwyn has been a loyalmember for three vears - we shall misshim. .

Nev Ward scraped his C, circling atan incredible soeed in the Swallow toachieve 16 minutes. Pete Hill. DenysGould, Norman Nicholson, John Hol­linshead and our youngest lady, 17-year­old Penny Potts, all got their A and Bcertificates recently, since oor Dbekeliacamp, whicR gave many members 'theconcentrated practise they needed.

376

We have had some ground equipmentunserviceability. These snags :lore beingremedied and we are quickly buildingup on the 900 launches and 110 hourswe h:love achieved so far this year.

H. P. o.

LAARBRUCH (Goch, Germany)

Q UReiforts earlier in the period at"getting away" were damped,

literally, by bad weather. So not deterredwe buckled down to cleaning, mending,and generally geuing aircraft fully ser­viceable for use at the first opportunity.

We now have a thriving "detachment"of ten Army lads from ~aderborn andarea who travel something over 100miles to fly with us every week-end. Theyare keen pupils and two of them havegained their A and B certificate-s todate.

The season really got under way hereon Good Friday, which was a crackingday, providing us all with a taste ofthings. to come.

Our professional achievements amQuntto: 6 A and B's gained by Gus GaOl­brill, Ken Williams, Phi! Phillips, JohnHowarth, Chris Collier (one of ourmembers of the fairer sex) and GrahamWilloughby-Crisp completed a finedouble by gaining his A, Band C.

In April an exoedition was mountedto Scharfoldendorf, where we soared ontheir ell;cellent ridge, in conjunction withDetmold Gliding Club. Experience wasgained in this field of our sport by thosewho hadn't ridge-soared before, but un­fortunately the winds let us down (Iiter­any) and no 5 hour flights were com­pleted.

The end of the period brought us tothe Roval Air Force Germany GlidingChampionships held at R.A:P. Butz­weilerhof from 7th-17th May. Laarbruchentered three aircraft; one Ka-6, ODeB-Spatz and one ]\a·2 which we loanedto Bri.iggen Gliding Club. The weatherwas poor generally and there were onlyfour full contest' days. The B-Spatz'slonj?:est trip was 75 kms. and the Ka·6made 140 kms. on the first day. HarryOrme in the Ka-6 finished second over­all and AI Stevens with the B-Spatzfinished fifth. Our real claim to fame,however, is that we were the only clubin the Championships that sustained nodamage to aircraft. M. C. B.

OVERSEAS NEWS

We would be pleased to receive news for this section from every country inthe world where soaring is done.-A. E. SLATER, Overseas News Editor.

AUSTRIA

THREE Diamonds each have beenearned by 13 Austrian pilots, putting

Austria in 5,th place in the number ofThree-Diamond pilots per country. ac­cording to Allstro{lllg, which lists themby the years they completed the b'ldge:

1959: Hans Resch (Zell am See),1962: Franz Ulbing (Villach), Guido

Achleitner (Worschach), Hans Senger(Zen-am See), Ernst Schraffl (Innsbruck),Harro Wodl (Worschach).

1963: Othmar Fahrfellner' (Erlauftal).J964: Wilhelm Scheucher (Mariazell),

Johann Fritz (Worschach), Felix Mur­auer (Innsbruck), Siegfried Kier (lnns­bruck), K\.lrt Reicholf (Zell am See),Ernst Soratroi (Innsbruck).

BELGIUMICHEL DOUTRELOUX has been

awarded the Paul du Toict pr-ize atthe annual meeting of the Belgian RoyalAcro Club, for the best peTformance ofthe past year; he put up national glidingreCords for gain of height and absolutealtitude. Madame du Toict offered theprize in 1957 in memory of her husbandkIlled flying in the 1914-18 war.

Canquete de rAir.

CANADAT~~ Nationals were held at PendJeton

. gltderport", OntarIo. home of theG2

ahneau Gliding Club of Ottawa. from9th June to 8th July. (No report avail­

able yet.)The ~'oaring Association of Canada

annual meeting was held on 13th Marchin Toronto. The newly-elected board ofdirectors is: Jack Ames, Trenton. NovaScotia, president; Charles Yeates, Bea­consfield, Quebec, secretary; DavidKing, Ottawa, vice-president: lamesCarpenter, Toronto, statistics; Wolf Mix,Toronto. contest and F.A.I. committee;lames Reid, Red 'Deer, Alberta; andpast president Terry Beasley, Montreal.Graeme Craig of Ottawa takes over astreasurer. Mrs. Helen Piercey, Kingston,Ontario, is membership secretary. Herhusband Wait continues in the chair ofthe Instructors' Committee, which hasbeen doing great things in putting out anew manual and instituting a new grad­ing system for instructors.

The technical committee, under lackAmes, has succeeded in virtually elemin­ating the new $250 fee for type ap­provals, by arranging for the S.A.C. todo the necessary work for the Depart­ment of Transport in the case of sail­planes in production in other countries.countries.

The Southern Ontario Soaring Associa­tion, Brantford, Ontario, is looking fora new borne-the Brantford airport oper­ators and the S.O.S.A. don't seem tosee eye to eye on everything.

S.A.c. now has 748 members, in 26clubs, as of the end of 1964. This is anincrease of about 10 per cent over 1963.

The Regina (Saskatchewan) Glidingand Soaring Club has offered to hold the1966 Nationals. Highly successful meetswere held there in 1959 and 1962.

A. n.. KING.

37?

FRANCE

T HE third national military glidingchampionships were held at Saintes

Tp~nac aerodrome from 20th to 26thJune. Ranks represented were: Sgt.­Cbef, 10; Lieut., 2; Sergent, 3<; Capit.,I; Aspt., 1; Adjt., 6. (Oddly enough,this was the order in which they finis.hed,i.e. each rank grouped together.) The 23entries included ·6 Wassmer21, 4 Bre­guet-90I, and 2 each of the Wassmer­22, M-lOO, A-60 and FallveI AV-36(tail-less).

After tWo poor days, three pilots com­pleted a I7I-km. triangle on the 23rd,and eight a 243-km. out-and-return onthe 24th. On the 25th, in thunderyweather, four exceeded 100 km. dis­tance along a line. A double out-apd·return of 192 km.• first to NiOrt andback and then to Cognac and back, wascompleted only by Guillemin. _

Top total scores, all by Sgt.-Chefs,were.: Guillemin (Std. Austria), 3,74$;Delvlgne (Ka-6), 3,679; Marchand (A-60),2,753; Avrin (Wa-21), 2,648; Tallaire(Bregl1et-901), 2,616.

Air et Cosmos

Alexander SchleicherSailplanes

6416 POPPENHAUSEN

WASSERKUPPE

Programme of production:

K6 eR "RhOnsegler"-High per­formance single-seater. Os.tiv ,prizeStandard Class 1958.

Heinz Huth with a K6, won theStandard Class, World Champion-ships 1960 and 1963. .

K8B Single-seater for traill1ing andperformance.

K7 "Rhonadler" Two-seater fortraining and performance.

:lIlO

HOLLAND

AT our A.G.M. on 24th April BernardFokking<l. Chief town - planner of

Rotterdam, was chosen as our newchairman.

Mr. B. Fokkinga, chairman of the Glid­ing Sectioll, Royal Netherlands A ero

Club.All flying this spring (if any) was in­

fluenced by the coming World Cham­pionships. We are quite c::ntented aboutthe results of our team; however, wehope again to improve our placings thenext time.

One of the best days so far this yearwas 29th May. On this day Terlet in­~truetor Jos Krols completed his DutchDiamlJnd badge No. 5 with a flight. of520 km. EUy JungbIut-Seyffert and CeesGU'ldemond completed their Gold Cswi,th flights of 335 and 405 km. AlsoPiet Ladder flew his Gold distance (440km.) and P. A. Schok made a goal flightof 3I5 km. An flights went int'o France.but thanks to the efforts of our ForeignOffice this now is possible without moretroub~e than completing a form in tripli­cate.

Tbe Easter Rally of Deelen GlidingClub was won by Ernst Sanders, theone-day contest on Gilze-Rijen on 1stMay by Ed v,an 8ree. The latter waSalso, together with Dick Reparon, winnerof tbe Victor SQin contest. which washeld this year on fhe Belgian airbaseBrl,lstem. They both flew to LUoeck·Blankensee; a distance of S05 km.

J. Ta. VAN ECK.

case the cold stable air, arriving overItaly, becomes unstable in its lowerlayer because the ground is hotter thanthis cold air. This heating producestbermal convection that brings the sail­planes to 2,000-2,500 m. (6,600-8,200 ft.),where they can contact the waves.

In these conditions the thermal con­vection is organised by the rotors thatform in the lower (and rough) layer. Ifthis layer has sufficient moisture, 'therotors are shown by a particular type ofcumulus which is very useful for locatingthe lift.

It is possible to have a wave systemonly when the air following the coldfront arrives from a high pressure zQnethat has subsidence above the 3,000­metre level. This subsidence stabilizes thelayers that interest us, so they begin tooscillate, giving a wave system to thesouth of the Alps. These waves havebeen found many times by pilots startingfrom Calcinate, attaining heights of

HUNGARY

A new Hungarian two-seater for train­ing and practice, fully aerobatic, is

the G6bC (R/26s), It is all-metal apartfrom some partial fabric covering. Span14 m. (45 ft. 11 in.), wing area 18 sq. m.(194 sq: f9, aspect rati~ 10..9. Best glid­ing ratio IS, 23.7 and mm. smk 0.97 m.1sec. (3 ft. 2t in.). Profile G.549. Emptyweight 220 kg. (485 lb.); max. all-up,425 kg. (937 lb.).

ITALY

FOR some years many pilots of theCentro Alpino Volo a VeJa have

been investigating the wave systemsabove north-west Italy. The most in­teresting systems arise with north-westwinds. Until two or three years ago wethought thilt it was possible to havewaves only during the winter, when thelower air was stable. Now, however,many flights have shown that waves can 5,000-6,000 m. (16,400-19,700 ft.); maxi-be soared throughout the year when- mum height so far is 6,700 m. (22,000 ft.).ever the winds are north-west after a For these flights it is necessary ~o

cold front has gone through. In this tow to 600-800 m. (2,000-2,600 ft.) at

,.. ,IIIIIIJ THE• 'dll.TOUA, • AIR TOURING SHOP."u.un..Q

- ~ At Elstree Aerodrome,Presents for glidsr pilots the Airtour Glider

,,,.~ Knee Board, 35'-, extra Glider Flight log,- 3/6, which are obtainable from Air Touring--- Shops Lld the first complete Aviation ,Store_...., _·· ..·1' T........ for Glider, Private and Executive Pilots. We

supply every type of ,equipment you mayrequire including Shorrock Radios and-- AIR TOUR Guides

-~-No landing f.. is charged to pilots

-~ visiting the shop at Elstree-_..Please visit us or write for catalogue to

~I AIR TOURING SHOPS LIMITED-~I

ELSTREE AERODROME, HERTS.EI.t......70- - ....

-AIRtoua- .1:.101. PUliMt LOG I 'ranch ,Office and Shop at luto" Airport, w-ithin••sy re.ch of Dwut.bJ.

Lulon 30lS0

.381

L..--

PUNIO ROVESTJ.

5- J0 km. north-west of the airfield. Thepilot will climb with the rotors, goinggenerally toward the north-west andcontacting the principal wave above LakeMaggiore. We think this wave is pro­duced by Monte Zeda on the other sideof the lake. The wave-length is 7-8 km.;the cross-section of the climbing zone issmall, say 2-3 km.

A greater wave-length is attained dur­ing the winter, when the wave systemgoes to the upper boundary of the tropo­sphere, but this happens only when,after the cold front, we also have a jetstream from 330 0 in the upper layer ofthe troposphere. These winter waveshave been exploited in many places_ butthe best results have been obtained nearComa, at the end of the lake. VerticallYabove the town it is, normally, a strongrotor lift that permits the sajlplane toattain the wave at, say, 3,000 m. (10,000ft.). For these fights il is necessary torelease above Coma at 3,000 m.; themaximum height attained is 8,400 m.(27,560 ft.).

MALAYSIA

THE 70th Standard Austria produced. by Schempp-Hirth at Kirchheim,

Teck. has been exported to Malaysia.No further details are given.

Der Ad/er.

NEW ZEALAND

THE summer season is over now inZealand; a most successful season

it has been. The most notable achieve­ment was, of course. Dick Georgeson'sworld record Out-and-Return of 460miles. This is the second time Dick hasheld this record, and he has also heldthe world altitude record. I should thinkthat Dick would be one of the world'smost experienced pilots in wave-systemflying.

By the time this is read. Dick and therest of the New Zealand team will havecompeted in the World Championships.

-

THE

British AviationInsurance

COMPANY UMlnD

•The o/de,,1 and

Icvg~sl of/ice speCialising in

Civil Aviation

•HEAD OfFICE

3-4 LIME STREET.LONDON, E.C.3

Telephone: Mansion House 04.....

This is the first time that New Zealandhas entered an official team in the WorldChampionships. although Dick George­son competed in 1956 in France. For theother members of the team, AlanCameron, Rex Handley and GeraldWestenra. this has been their first lookat a World Championship.

Gliding has really boom~d in NewZealand over the last few years-soll\uch so that I think we can safely claimto be one of the world's foremost glidingnations, on a population basis. PerhapsI should back this up with some figures.The New Zealand figures are for theyear ending March. 1964, so the expan­sion that has taken !,Iace this last yearis nol taken into account These figuressay much for the average club member,when it is realised that gliding in NewZealand has absolutely no governmentsubsidy but relies entirely on the mem­bers themselves. "Opportunity to fly",measured in members per glider, is:N.Z., 13.33; V.K. 13.3; W. Germany, 9.8.

R. MACIN1YIu!.

New ZealandUnited KingdomW. Germany

382

TotalPopu/alion

2,627,00052,250,00056,300,000

GlidingCluhMemben

1,2006,534

24,277

P-roporlionMemb~,s IQHead dJ Pop.1 in 2,190'1 in 9,3741 iD 2,320

No.oJGliders

80491

2,468

Hours Utiliz:1IFlO',",,, H"./ Yea'

9,600 12044,437 90.5

187,655 76

I,

RHODESIA (Bulawayo)

DURING the national championshipsE. P. Hodge made a f1igbt of

500.8 km. (31 J.2 miles), putting up anational record.

Aerokurier.

SWITZERLAND

FORECASTS specially for gliderpilots are obtainable by telephone

from Zurich airport between 15th Apriland 3rd October at 8 a.m. daily and at8 p-ID. on Friday and Saturday and tbeeve of other non-working days. At 10days' notice, a teleprinter can be in­stalled at a gliding centre; special weatberforecasts for gliding are then receivedin clear text at 8 a.m. daily; also, incode form, radio-soode upper-air datatwice daily, and, between 9 a.m. and3 p.m., weather data from ground sta­tions in Switzerland and neignbouringregions. A,ero Revue

V.S.S.R.

V1KTOR GONCHARENKO, whocompeted in tbe World Champion­

ships in Poland in 1958, has put up anational out-and-return record of 480km. (298 miles), flying an A·IS. He isnow 44 years old. He started glidingwhile still at school, and during the lastwar flew transport gliders taking suppliesto guerillas. In 1958 he was a baritoneat Kiev Opera House; now he is asoloist in Kiev Philharmonic Society.

Novosti Agency.During the recent Championships the

Russian team told Christopher Wills that700 Blaniks have been ordered for theSoviet Union. At present they bave 27A-I)s in the country and 4 or 5KAI-19·s.

WEST GERMANY

A gliding site has been established13 km. north of Garmisch-Parten­

kirchen, tbe famous ski centre in theBavarian Alps, after much negotiation.Normally at 9 a.m. a west wind startsblowing up a slope 1 km. away, andthere is a IS·km. east-facing slope 2 km.away. Thermals are gooQ from I p.m.During a 10-months' trial period lastyear, 251 hours were flown from S12

launches, including 16 five-hour flights,12 climbs of over 1,000 m., 2 flightsover the Zugspitze (hi8best mountainin Germany), and 95 km. distance to t~eUnterwossen gliding centre. The site IS624 m. (2,047 ft.) above sea-level.

Aerokurier

CoU.ISIONS WITH BIRDS.-Vogelschutz­warte, 6 Frankfurt{Fechenheim, Stein­auer Strasse 44, is collecting full details

of all accidents and incidents due tothis cause, and asks pilots to co-<>perate.

Aviasport

Aberdeen Gliding Clublill.,ty, .. miles H.E. Tuniff. Al>etG• .,nlhire

Why not a Gliding Holiday?This club ha.s su.ccessfuhy held gliding holiday, fOf thepast 11 .,.•• r$ .nd once ag.in off., COCoIIJ*$ during July,Au;ust and Seplembef. SKI. by side .ypo two 'Hler.

Good Iherm.1 and wa". sife.Comfort.bl. counlry holel acco""nod'elion with

excellent QteriRg. All-in ch.,•• 17 ,ens. pto, ...It.

Fo, del.ils writ. to :-W. K. ,KIRK. Coulse Secretary,53 Braesid. Avenu•• Aberd••n

Bristol Gliding ClubNYMPSFlELD. GLOUCESTER

W. ofhrr ucellen' thermal. hill and WIY. loafing a' •site on rh. wflfefn edge of the Cobwold" Ne., StroudFleet includes Skylark 11. OIYnlpill. Sw.Uow, Prefect Ind

Du.1 T'litling MIldNft". ......olowing •••aabl...COMfort.bI. CI"bhouse, fitsl-cla,s Cant..n, Bun"-ho....

and Bar.Summer Griding Holidays for ab,initio No.·Menbe".

Wrile 10: aRlSTOl GLIDING CLUBNYMPSfIElD. Hr. STO.HEHOUSE, GLOS. I

Telephon. UlEY 342

DO YOUR G~IDIHG OH TH.E CORNISH RIVIERA

THE CORNISH GLIDING ClUB0110" <ou.... bot_ 3,d MAy ..d 13th SEPTEMBER

Oft its MAg"ilicenf coeSI.' Oirr SoI,i"g Sit.in rh. hHrt of Ihis le"." holide., a,..

I.G.A. Categorised Instructors

21 miles of golden sands, Ih. !Ms, ...,1 bathing tM.chesin 'he couR'ry - .nd .11 the usu.1 holiday .meni,i...

Vjsilor5 aI.ay. "ery wekOfMI'" for f...iIie. and friend.

Apply, D. BOLTON.SPINDLE COTTAGE. TRISPEN.

NR. TllURO. CORNWALL

:J83

MIDLAND GLIDING CLUBThe Long Mynd, Shropshire

Ab .initio trainingAdvanced instruction

Ridge soaring thermal., wave flyingExcellent residential cJubhouse

Good food BarRESIDENTIAL SUMMER COURSES

W,it. 10: "ENQUIRIES".1 HiDcroft. Gunnery Road.

CHURCH $TRETTON. Shro,pshireTel. linley' 206

TAKE A OOURSE ATLONDON GliDING CLUB

THE KENT GLIDING CLUBInvite enQuifies with view to member~hip

01 all persons ....ishing to lear,n to fly.Their sita at Chailoc:k in Kenl commands line,

views over Kentish We,ld.A.cc:ommodalio" and bar !a(jUri.es provided in

ne", Club Hewe.

Writa to Membership SecretaryMiss Pauline DunkWaterworks House

Charing, Nr. Asnford, Kenl

A few vacancies available on latercourses. Write for illustrated brouchure

to the Course Office.

38338\281­383382.334339376294

364. 365,354288302383359384323343321384

Ins:dc Back Cover355384384344277351315277324372352291380

Inside Back CoverInside Fron! Cover

274305307350337298354348367

Inside Back CoverInside Back Cover

INDEX TO ADVERTISERSAberdeell Gliding ClubAir Touring ShopBeagle Aircraft LimitedBristol Gliding ClubBritish AviaLion InsuranccCo. Ltd.Bri~ish Communications Corpofat!On Lld.British Gliding A,sociationCheviot 'SailplanesC.La.A. (A.R.L.) Ltd.Classified.Peter Clifford Av;at:on Ltd.Cobb-Slater Instrument Co. Ltd.Conder Engineering Ltd.Cornish Gliding Club'Crossfe!1 VariornclersDerbyshire and Lancashire Glid:ng Cl\Jb.GliderworkRoben H. Hall &. Co.. Ltd.Inling Air Chute of Great Britain Lld.Kenl Gliding ClubLasham Gliding CenlreI.ind Air (Supplies) Lld.London Gliding ClubMidland Glid.ng ClubNorco Engineering kId.Ontaero Co.O.S.T.LV.Ottley MOlors Ltd.Peak Sailplanespye Telecommunications Lld.RQlla,on Aircraft and Engines Ltd.Rub.ery Owen Ltd.S::hempp-Hinb. K.G.Alexallder SchleicherScottish Gl'ding 'UrllonSheU-Mex &. H.P'. Ltd.Slingsby SaJlplanes Ltd.Soaring InstrumentsSoulhdown .j\cro ScC\llcesSpeedwell Sailplane,' Ltd.Survol SariThermal Equipment Ltd.three Counties Aero Club Ltd.N.V. VliegtuigbouwV.G. Aircraft Ltd.Weol Wales Gt:ding ~..n.York,hire Gliding Club

The Derbyshire ancf LantashireGUDING eWB

Camphill, Great Hucklow, Nr. Tideswetl,Derbyshire

rh. Club he, th,•• dual control 91ideu and offen .1."....­,••y.inrer",ediale .n.d high pedo'rlMnce fKiI,itiet ••d',aining.P,i...,e O..ftt!uscal~,ed '01. The comfo,tableClubHouse. Dormitories and Cant...n a,. under th. ure of a~esid.nl Stew.rd and St.....,dess. AI C.",phill th.e, .,e.11 Ihos. Ihings .hich lnak. the compl.t. -Gliding Club.

W,ite to the s.c,.t&rY fo, detaits of Memb-nhip andSunn....., Counes.

ToI""ho.. Tid_oIl 207

lXCElUN1f au. HOUSl, RESTAURANT, DORMIES

AN1l FUUY LICENSED BAR.

AIR DISPLAY

Glidi"g' IypeS Clnd oth.rs are invited to visilDunslable for OIlr Open Oay on Augusl 30lh

(Bank Holiday)

LONDON G~IDING CLUB, DUNSTABLE, BEDS

hI: Dunsllbl. 63.. 19'- .1

Sottish Gliding UnionpORTMOAK, SCOTLA,NDWEUo.

BY KINROSS

THE WAVE SITEExcellent Hill, Thermal and Wave

Soaring in beautiful surroundings

Comfortable Clubrooms, excellentbedroom accommodation, full catering

and barSeven days per week

Balanced Club Fleet ResidentlnstruClorAero Tow Facilities

COURSES FOR BEGINNERSAND OTHERS

JUNE TO SEPTEMBER

Visitors and visiting aircraft welcomeWrite to the Secreta.ry for further

details.

WEST WALESWhilhybu.h Airfi.ld. Hav.rfordw••I.

P.....ok••hir.The Club is cenlr.Uy s.iINted for over 70 milos of~rio••1 Park COIildi". oIf.rillO U"~po"t belches lod

ellcoUent faciiities for open air holidays.Tho GUd;"!I Clob is oIlorlog fUtod ,ltke GlidingHolidaiys fro ... Apfilro 5.ptetnber.taunching fro", three

runwwys by lutO·tow.. wi.t:h and ..,o-tow.fCf th. begtnner, insh..clion on ".d.·by-side Slingsby

T-21 end Swollow_For 'h. .d....nced, high perfor....ce freining onCap..... Sky or Skylo<k 3'......o-Iow, by Tug","""Soeri"O on N, f, W and S EIIcing diffa.. Acconllnodationill fully Iic...sed reside,,!ieI clubhouse, with mele end1e...1. dorraitori. wilb ... in••'" ...,unl sin". bed••I""sh.led brochure.nd det.i.s f,om Cl.r.nc. Espl.nade,

Toftlly 2705.

YORKSHIRE GLIDING CLUBSlltlon ..... TI!ink. Moltn YorIcslli,.

finest Wove. Tloor"" ...d Hill Soo,i.g ot>o-ro'he Hond>letoo HUb; 51_ bo_ Sou'h8IId Nor'" W.sl. Fully a.,ideft'iel, C....tr.n.,

heeted, modern Clubho.,. J off.i.nO co.e••iel"MOIph.r•• Modern fleet of S.ilp~".. and

duel-eOfltro' Train.n. ViM"" .-'Y"W~cOfM! MlltfIIbeuhip details from th.

e.....1 S.cr.",y, Sill"''''. Ho&idliy Cau,..a'¥ail.bl. for Novice. and Solo pilot•.

DeleU. f,_ ,he eo.... Sec,.ry

ToIophoo.. Sultoo (Think) 237

D.c1_ u. your goal Ihi. yea,

SURREY GLIDING CLUBFleet for 1965 :

TWO SKYLARK 4's

TWO SKYLARK 3Fs

FOUR SKYLARK 2.'s

The Surrey club welcomes new members who are already solo pilots ofSkylark standard. Train to this standard in the ~asham Gliding Society's School.Write to the Secretary fQr membership detai's of the Club or the ~OdEIy, orbetter still pay a visit to lasham and see for yourself the unrivalled facilities

we offer.

The Secretary, Lasham Gliding Centre, Hr. Alton, Hants.Phone: HerriorCl 270

LASHAM GLIDING CENTRE

SALPLAN& G IDINGAugust-September 1965 3s 6d