Volume 37 No 1 Feb-Mar 1986.pdf - Lakes Gliding Club

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February-March 1986 .£1.30

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Magazine of the 

British Gliding Association 

Kimberley House, Vaughan Way 

Leicester, LE1 4SG 

Tel Leicester 0533 5~1051 

February-March 1986 

Volume XXXVII No. 6 

Cover: The first flight of tlie Marianne, flown by 

Centrair's test pilot with the Pegasus nown by the 

female European Champion, Christine Moroko, over 

le Blanc, France. 

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"'" 

L10NEL SOLE 

There has been very little advanced 

aerobatic training in this country in recent 

rears, due partly to the lack of qualified 

Instructors and partly te the lack ofsuitable 

gliders. I feel this is a pity as ,the sport offers 

pleasure and satisfaction and greater selfassurance 

and safety in the air. 

I have been trying to improve my skills 

for years with little real progress, so when 

Kar) Berger of the Austrian Aero Club suggested 

I went to Mautemdorfto fly with the 

CFI, Horst Strond!, I leapt at the opportunity. 

It is a small, friendly dul1and as I speak 

a little German t was readily accepted. 

Training was in a 0103 Acro and once 

judged to be safe I flew the club's Pilatus 

8-4. 

Although at the end of the first visit I was 

only able to fly basic manoeuvres, with long 

pauses to re-orientate myself and decide 

what I was going to do next, I decided to 

enter the World Championships. 

Experience in cross-country fiying had 

shown me ,that the fastest way to learn is to 

f1ycompetit,ions. I returned to Austria in 

mid August and started practising lit, earnest, 

soon discQvering just how tiring it is 1Q 

fly aerobatics. The first flight of ,the day was 

invariably the best but more than three 

flights seemed to be counter productive. 

I now had to refine the programme. With 

the compulsories there was Iit'tle to be done, 

except try to work Ollt what the judges 

wanted to see and with each flight ry to get 

nearer this stllndard. The free sequence 

presented more problems as I tried to refine 

it to get the best programme for my glider 

and improve my flying at the same time. I 

don't think I flew the same free programme 

twice in succession until the day before the 

contest, and it was still far from ideal. This 

was one area where I could have used a lot 

more expert advice earlier in my training. 

I had already gained from the competition 

before it started by being forced to 

work hard to bring my flying up to a standard 

where I could demonstrate in public 

without being too embaHassed, but it was 

once the contest started that I realJly started 

learning. It is not difficult for even an inexperienced 

observer to tell whethersomeone 

is flying well and the standard of many of 

the competitors was very high. Each pilot 

had his own style and the successful adapt 

theirs to their aircraft. 

It is galling to discover a manoeuvre you 

think was fairly well executed has been 

given zero marks, which means the judges 

think you have actually frown something 

different. I soon realised just how badly my 

free programme had been pIanned as I 

threw away lots of points by selecting figures 

from which I couldn't hope to score 

well. The other pilots were very helpful, 

probably because they realised I wasn't a 

10 

AERGIITIC 

TRAINING 

lionel, a 30 year-old master mariner, came 30th in the first 

World Gliding Aerobatlc Championships at Mauterndorf, 

Aus,trla last summer. He has been gliding at Lasham since 

1979, competed In three Open Class Nationals and has an 

assistant instructor's rating. 

The Br~ish leam, Iell to right. Liooel Sole and Lynne and Guy Ballard. 

threa,t and just chatting to them helped to 

clear up many points on which I had doubts. 

It was " very interesting and rewarding 

experience and I look forward to my next 

competition, probably the European 

Championships this year, but I hope more 

pilots will become involved and we can go 

with a fuU team. 

If you are wanting to try advanced 

aerobatics, I'm sure you would like to know 

how to go about it. 

1. Be a good pilot. Aerobatics are all about 

flying 11 glider as well as possible and. an 

aerobatic pilot should be able to demonstrate 

this ,in normal soaring flight. 

Monitor your own flying and work hard 

to get rid of bad or slipshod habits. The 

slipball should always be central unless 

you are deliberately side-slipping. 

Entries and exils to turn should be crisp 

and always on pre-determined headings. 

A good aerobatic pilot is likely to be able 

to d(\) spot landings without changing the 

airbrake setting after the finaltllrn. Be 

85- EGE 

':RNDORF 

safe. A good aerobatic pilot doesn',t 

attempt difficult or unfamiliar manoeuvres 

at low altitudes - and a bad one 

will not be practising this sor,t of thing for 

long. 

2. Getexperienced instruction inthe basks 

in a suitable machine. Although a powered 

aerobatic aircraft will give much the 

same sensations in manoeuvres and help 

you become comfortable in high or 

negative loads, the control ,inputs are 

very different. The co-ordination, especially 

in negativ.e flight, must become 

instinctive as must recovery from 

unusual attitudes. The reoovery from 

your first attempt at a flick roll is not the 

time to w€lrk out how to get oul of a 45 0 

inverted dive! Powered air.craft also tend 

to have more drag than gMers; closing 

the throttle usually gives enough lime to 

sort out the problems, whereas a glider 

with its nose poinling atlhe ground will 

st,j(! be accelerating at nearly 20kt/sec' 

well after the speed at which Ihe wings 

SAILPLANE & GLIDING

AEROBATIC TRAINING 

PHILlP TURNER 

fall off. In paflticuJar, never try 'to practise 

inverted tli'ghtor rolling manoeuvr,es 

solo. Even experienced power aerobatic 

pilots are almost certain to "lose it" on 

their first attempts. The safety margins 

involved are very small and control is 

only JUSl adequate. 

3. Know your aircraft, particularly the 

flight env.elope, This gives details of ,the 

load factors or accelerations the airframe 

is capable ofwiths.anding through 

the speed range and will be found ;in the 

flight manual. In -general the load factors, 

positive and negative, increase as 

the square of the speed up to the manoeuvring 

speed. Outside the envelope 

below this speed the wing will stall, 

probably resulting in a spin or flick. 

Above the manoeuvring speed the load 

factors may decrease. Pulling or pushing 

more Ihan permitted in this range will 

damage the airframe. The permitted 

max load factor is usually reduced with 

the airbrakes open. The manoeuvring 

speed applies to the ailerons and rudder 

as well as the elevator. Full control 

deflection above the manoeuvring speed 

will cause damage. 

'You are now asking it to 

accept - 3 to +5 and it will 

take time to become 

used to this.' 

4. Don't rush the training. In your normal 

flying your body has become accustomed 

to gravity in the range of +~ to 

+2, and in "semi-aerobatics" to 0 to +3. 

You are now asking it to accept - 3 to 

+5 ancl it will take time to become used 

to this. Co-ordination is also very different 

Until now you have used "stick to 

the right: rudder to the right". This no 

longer applies and you will have to 

retrain your reflexes to make the glider 

do what you want it to. 

S. Get critiqued. Half the value of any 

training flight is lost if you don't have 

someone watching from the ground and 

judging your performance, preferably 

recording his comments about each figure 

on tape. I don't think there is an 

instinctive way of knowing whether a 

loop is round or a climbing line is truly 

45" and unless you have the basics right 

you can't hope to get good competition 

marks where a deviation of 2~o in any 

axis will lose yOlJ points. 

Februaryt March 1986 

THE 

SUDDEN 

STOP 

'It's not the fall that hurts 

you, it's the sudden stop at 

the bottom' 

My bir'hday falls ,on Boxing Day, a fact 

that I have always regretted. I would have 

preferred a summer :birthday, one which 

gave another excuse for a party, and preferably 

one which could be held outdoors on a 

warm evening. 

This year I will have my opportunity. 

Ff.orn now Oil I will shaFe wtth tile Monarch 

the small indulgence of an official birthday 

which in my case I will celebrate on July 14. 

This is not a sudden desire to align myself 

with oUr nearest neighbour and mark Bastille 

day. It is to remind me that on July 14, 

1985 I survived a flying accident that should 

have killed me. 

By the grace ofGod and the foresight and 

medical skill of a handful of Germans I'm 

still alive and by sharing my experience I 

may prevent you from becoming another 

accident statistic. 

I was a member of a small group of pilots 

from the Essex GC who were visiting 

friends from anotherclub at Dannstadt near 

Ludwigshafen in West Germany. 

I arrived in Dannstadt early in the afternoon 

of July 13 after a journey that had 

started a little over 24hrs before. We were 

warmly welcomed and after a meal at the 

club I was ddighted to be offered a check 

flight In the club K-7 with the chance to 

familiarise myself with the area. The launCh 

was something of an eye-opener. The winch 

gave us l300ft in a flat calm on what was 

little more than a large meadowl The llight 

of forty minutes or so was enjoyable, with 

my host pointing out landmarks and suitable 

landing-oul places. By the time we 

landed I was looking forward to flying in the 

area ,doring ,the coming fortnight. 

That evening we were allocated to our 

hosts and went off home for a gargantuan 

evening meat The hospitality was superb, 

and as tends to happen where two or three 

glider pilots are assembled, the conversation 

turned to flying. It was a most enjoyable 

evening but by now the journey was 

beginning to tell and I for one was ready for 

my bed. 

Early next morning, after a shower and 

another substantial meal, we left for our 

first days flying and from this point I am 

largely compelled to rely upon accounts of 

my friends, for I actually remember very 

little until I woke up in hospital nearly a 

week later. 

It was a very warm cloudless day with 

Iitde wind. I strapped myself in my syndicate 

Mosquito and after going dlfough the 

checks, gave the signal to Ilaunch. The result 

was spectacular and nearly fatal. The 

machine moved forward fair,ly slowty and I 

appeared to attempt to gendy lift the nose 

twioe before a more vigorous atlempt which 

coincided with the winch accelerating. 

With this inept move I succeeded in pitching 

the nose up so ste,eply that the glider 

virtually stood on its tail. It then climbed to 

an impossible seeming angle until it reached 

a height of about 150ft, where the stranded 

cable broke and' the Mosquito stailled. The 

nose then pitched down, the machine 

started 10 rolate and struck the ground lpar,t 

wing down. The wing benl double, straightened, 

snapped and the fuselage folded In 

three, shedding the canopy and various bits 

of the structure as it slid to rest at the side of 

the strip. 

It was not a survivable acddent. Sickened, 

the boys did not even bother to run 

but one of the German ladS sprinted down 

the strip and to their surprise shouted back 

urgently: "Quick, he lives!" From then 

onwards it was all action. Pete and Wally, 

one of whom is even older than 1 am and 

both of whom are considerably heavier, ran 

down the strip and lifted part of the fuselage 

that was lying across my body. Fearing spinal 

injuries (correctly as it transpired) they 

then prevented would-be rescuers from pulling 

me about until the emergency services 

arrived minutes later. 

The firsl thing to appear was a helicopter 

ambulance operated by the German Automobile 

Club (ADAC). They came fully 

equipped with cutting gear and within 

minutes the para-medics had a drip up to 

ensure that my circulation didn't collapse 

and had passed an airway to help my breathing. 

The club cable retrieve vehicle was 

also provided with cutting gear and I was 

rapidly extracted from the tangle and flown 

off to hospital. 

The more commonly used accident hospital 

did not have a vacant operating theatre 

and as a thirty minute delay would have 

resulted in .a job for a joiner rather than a 

surgeon, I was admitted to the University of 

Heidelberg Hospital in nearby Mannheim. 

This is where the gliding Mafia seems to 

11

THE SUDDEN STOP 

have been in evidence as the surgeon who 

reassembled me proved to be Helmar Gai, 

the German National Champion. 

I did" however, present him with a challenge 

as my injuries comprised, among 

otber things, a tractured skull, a fractured 

spinal vertebra, a 'broken collar bone, three 

broken ribs and a broken ankle. In addition 

to this I had sustained a number of puncture 

wounds to my abdomen and many superficial 

cuts and bruises_ The tiling that 

threatened to kill me, however, ~as a spleen 

described as 'shattered' which resulted in a 

massive loss of blood. 

S&G has always boasted good communications 

but they do not extend either to the 

Kingdom of Heaven or the Principality of 

Hell, so clearly I survived to write this article. 

I spent five days in intensive care, a 

further two weeks in hospital and was discharged 

into the care of the UK National 

Health Service where I remain. 

It seems with the benefit of hindsight that 

survival was very much against the odds, a 

number of special factors acted on my 

behalf and I am a very lucky man. There is 

however more than the desire to tell a good 

'I survived' story behind this article. 

The accident need not and should not 

have happened. Ifyou are aware ofsome of 

the causes you may profit from my experience 

and certainly the kind of contingency 

planning that saved my life can teach British 

dubs a great deal. 

First of all it is worth looking at what 

appears to have happened and consider just 

why it did. 

I almost certainly stalled the elevator 

with the near vertical take-off that I originally 

described, and once that happened 

there was little real chance of regaining contml. 

This was an accident which largely 

originated in things which were done and 

decisions which were made before I ever 

left the ground. 

To start with I was right on the minimum 

cockpit weight limit and indeed, on the basis 

of suose'quent evidence, was almost certainly 

'below it. It would have been prudent 

to carry cockpit ballast and failure to do so 

may well have been a oontributory factor to 

my apparent loss of control. 

Second, I did not give properconsideration 

to the nose-up trim change caused by 

setting recommended take-off flap. 

Third, and I think most important, I 

appear to have compounded my errors by 

moving the stic'k back to pick up the nose, 

despite the fact that the expected acceleration 

could ha.rdly fail to pitch the nose up 

violently even with the glider trimmed well 

forward. 

How did I manage to entrain this successi'on 

of mistakes To be honest 1don't know 

12 

with absolute certainty, but I can make an 

intelligent assessmenl and have certainly 

been given ,plenty of time in which to think 

about it. 

Although I have been gliding since 19761 

had only flown for some 12hrs in the six 

months prior to the accident, had flown only 

about half of this in the Mosquito and have 

little experience of winch (as opposed to 

reverSe auto-tow) launching. 

What is perhaps, even more to the point is 

the reason why 1 have done relatively little 

flying recently. I work in special education 

in an inner city area and as a result have 

been grossly over-,pressed for a very long 

time. Being hard pressed is not peculiat to 

those involved in educating the handicapped 

and fatigue is an ever present factor for 

most of us. 

'When flying, human fatigue 

can be more of a killer than 

metal fatigue!' 

I think that the combination of a protracted 

period of working under extreme 

pressure and a long journey slowed my 

reactions and impaired my ability to make 

sensible decisions. When flying, human 

fatigue can be more of a killer than metal 

fatigue! To the obvious lesson, ensure that 

you keep in regular practice, should be 

added the proviso, give yourself adequate 

time to recover from long and exhausting 

journeys. 

So much for the speculative part of my 

article; you may find it instructive reading 

or you may see it as evidenoe of sheer 

stupidity. What I can now offetis a strai,ghtforward 

description of the contingency 

planning tbat undoubtedly saved my life. It 

is not, so far as I know, common practice in 

BritaiFl and perhapswe can learn something 

from our German friends. 

As my aircraft hit the ground the German 

crub members started! dIe accident procedure. 

A radio link with the helicopter 

ambulance summoned it to the scene of the 

crash and other emergency services were 

informed. Within minutes, of the impact the 

para-medics were in attendance and the rest 

I have already described. 1 was later told 

that the medics had about 30 minutes in 

which to tak'e some fair,ly radical measures. 

Happily for me they managed to beat the 

bogey. 

Had I sustained similar injuries at any of 

the British clubs I have visited in the last 

nine years I doubt if I would have survived. 

It is not there is anything wrong with Brilish 

medicine, ~t is simply we have never considered 

that kind of contingency planning. 

Gliding, happily, is not considered a high 

risk sport, and as a consequence we do not 

seem to think about the possibility of serious 

accidents taking place on our airfields. 

I don't suppose that gliding is any more 

dangerous ,in Germany hut, if Dannstadt is 

any criterion, they do confront the possibility 

and make proper provision for il. 

I am not suggesting we can provide 

helicopter casualty evacuation, that kind of 

facility does not generally exist in this country, 

but we can ensure that we have discussed 

the possibility of a serious accident with 

the casualty department of our local hospital 

and ensured that our local emergency 

services know exactly where we are. 

In addition we can take a few cheaply 

available elementary precautions. 

First we can make sure that we have a 

basic kit of cutting tools on at least one 

vehicle that is always on the site. 

Second we can invest in a first aid kit 

which contains the necessary equipment to 

put up an intravenous drip and insert an 

emergency airway fitted with a manual ventilator. 

Even if there is a person with medical 

training on site they can do little but 

watch helplessly unless there is adequate 

equipment on hand. 

As a matter of interest the cost of such a 

medical kit would be well under £100! 

So much then for my story. I hope that 

reading it may prevent anyone else from 

doing something similar, or at least will 

ensure they have a similar chance of survival 

should they be so foolish or unlucky. 

Don't say "it can't happen to me". It 

happened to me and it bloody well hurt! 

"SOARING" 

The official monthly 

joumalof the Soaring 

Society of America. 

The only US periodical 

devoted entirely to the 

sport. 

For subscription send 

$25 US by international 

money order or internalional 

cashier's C/le cpJ9 

payable tG the S.S.A. 

at PO Box 66071. 

Los Angeles, CA 90066 

SAILPLANE & GLIDING

DEREK PIGGOTT 

BACK TO 

BASICS 

Part nine of this widely read 

series, Intended for ab-initios 

and instructors, 

con.centrates this issue on 

Other Launching 

Emergencies 

Ieee are various possible emergencies 

which might occur on a launch and which 

are worth discussing. Even today, when 

everyone is taught to use a comprehensive 

pre-take-off check, far more problems 

arise from faulty cockpit drills and other 

piloting errors than by mechanical failures. 

Good habits will prevent most of 

these. Almost every item in the cockpit 

check if omitted or sloppily done can 

cause trouble on take-off or during the 

launch. 

Here are some examples: 

Controls 

There have been numerous cases of 

pilots failing to realise they had not connected 

an aileron or elevator, and I know 

of one case of the pilot failing to notice 

the rudder cables had become crossed during 

the annual inspection. Although this is 

mainly a matter of correct rigging and a 

proper Daily Inspection, it is sensible to 

check visually before every flight and to 

make sure you do really get the full 

movements. It is only too easy to allow a 

seat cushion or other object to slide forward 

or drop into the control system so 

that full movement is unobtainable. 

Ballast 

Several accidents have been caused by 

flying with the cockpit load so much under 

the minimum that the glider was virtually 

unflyable. There have also been fatal accidents 

where the pilot is believed to have 

been underweight and in which the glider 

has stalled and entered a spin at low 

altitude. But if extra ballast has to be carried, 

make sure that it cannot break loose 

in a crash or heavy landing. Just sitting on 

FebruarylMarch 1986 

a lead cushion does not prevent it flying 

forward jamming the controls or cutting 

through your legs in a crash or low g situation. 

Also remember that for first flights 

on type or for early solos it is important 

to add much more ballast than the minimum. 

This will improve the stability and 

make the flying easier. 

Straps 

Yes, there have even been cases of 

pilots failing to strap themselves in and 

only recently a pilot went out through the 

canopy on aerotow but managed to use his 

parachute and landed safely. Many pilots 

fail to tigh ten their straps correctly and 

this can result in injury in a heavy landing. 

Only a few years ago a Lasham K-8 pilot 

smashed the canopy f'Iying into the smoke 

from a stubble fire and you only have to 

fly into really severe turbulence once to 

realise how tight you need your straps. 

The bottom straps should always be pulled 

up really tightly, otherwise you may bash 

your head on the canopy in turbulence. 

Instruments 

This is the one item which might only 

be a nuisance to forget as every pilot 

should be able to cope without the need 

for the basic glider instruments. However, 

problems may arise because of paying too 

much attention to the instruments or 

believing them when they have failed or 

have not been correctly set before takeoff. 

A cracked glass or instrument case 

will usually cause a serious error in an ASI 

or variometer and usually a zero error will 

result in misleading indications at all speeds 

and heights. 

Flaps 

On many modern machines the ailerons 

and flaps move up and down with the flap 

setting. For the best aileron control during 

the take-off roll, the flaps and ailerons need 

to be at a negative angle. If you forget to 

set them correctly before take-off it may 

result in a wingtip touching the ground 

and a violent groundloop. As soon as 

good control has been established, (usually 

when the tail has been raised), the 

flaps can be lowered to help the aircraft to 

leave the ground. 

Trim 

Glider trimming devices are generally 

rather crude and failure to trim with a 

spring trimmer may not be critical. However, 

a pilot unfamiliar with the type of 

aircraft could get into serious difficulties 

taking off with the trimmer set full nose or 

tail heavy. Trim tabs are usually more 

powerful so that a big error in setting the 

trim could result in the pilot having difficulty 

in overpowering the control loads. 

Canopy 

Always lock the canopy, l:heck the lock 

and then push up on the perspex above 

your head to ensure that it is really secure. 

In this way you are also checking the 

hinges and the security of the perspex 

itself. Over the years I must have seen literally 

dozens of canopies come off during 

take-off and none would have happened if 

the pilot had checked by pushing up on 

the perspex after locking them. Adopt the 

habit now and you will never have this 

maddening and expensive kind of incident. 

I would rather make a few greasy 

finger marks on the canopy than have a 

broken machine. Remember that a new 

canopy costs about £500 to replace so treat 

it kindly at all times. Many are needlessly 

damaged by people putting their hand 

through the clear vision window to reach 

the release knob while the glider is still 

being towed along by car. 

Brakes 

Two things can cause the airbrakes to 

open in flight - failing to lock them 

properly and a faulty locking device. 

Never check the airbrakes are closed by 

just pushing the lever forward. If the lock 

is very tight they can still be unlocked, 

although the handle seems forward and 

the brake caps are flush with the wing surface. 

Always open them fully first, checking 

they do both open of course, and then 

close and lock them. If you cannot feel 

them locking positively, the lock is badly 

out of adjustment and you risk them flying 

open if you get a sudden bump. If one side 

is opening before the other it is possible 

for the suction on the unlocked blade to 

pull through the lever system and unlock 

the second side. So they must unlock and 

open together and the lock must be positive. 

Remember 

These checks only take a few moments 

to do but must be done correctly in the set 

order to be certain that nothing is forgotten. 

Avoid being rushed by getting aboard 

and all ready in plenty of time for your 

launch. If there is a hold up and you open 

the canopy to keep cool, make sure that 

you do the last two items again before you 

have the cable re-attached. Otherwise you 

13

BACK TO BASICS 

run the risk of leaving the canopy or airbrakes 

unlocked. 

Launch failures and cable breaks have 

been covered in detail in a previous article 

but there are several other situations to do 

with launching which can be hazardous 

and which need thinking about. 

Hang-ups 

Although extremely rare, the situations 

which can arise if the cable cannot be 

released after the launch arCil particularly 

dangerous and should be considered carefully 

by every glider pilot. 

The most usual cause of a hang-up is 

the glider being jerked forward at the start 

of the take-off run so that it over-runs the 

cable or rope end. Unless the rope is very 

stiff, it or the parachute may be caught by 

the main wheel and wound around it. 

There are several other possible causes. 

On one occasion I saw, the glider was 

launched on the aerotow hook by mistake. 

Unfortunately the pilot did not pull the 

release knob hard enough to drop the 

cable and, of course, these hooks do not 

always have an automatic release. In this 

case the pilot was unaware that he had a 

hang-up until the end of the cable caught 

an obstruction. Luckily he managed to 

release it but the cable fell across the 

power cables causing damage and a great 

deal of inconvenience to the local people. 

It has even been known for an inexperienced 

bystander to hook the glider up on the 

open bungy hook where it jammed solidly. 

As the launch was an aerotow the pilot 

discovered that he could not release at a 

safe height but he was able to break the 

rope. And, of course, if the launching 

rings are the incorrect ones or are bent 

they may become jammed in the release. 

Incidentally, an open bungy hook can be a 

serious hazard if the rope or parachute 

gets caught on it. They should be cut off 

flush and the normal release used for any 

bungy launches. 

But by far the most likely hazard is on 

aerotow with the modern gliders. If the 

release hook is just ahead of the main 

wheel any jerk in the rope can result in an 

over-run with the possibility of it becoming 

caught in the wheel or undercarriage 

structure. Unless the take-off is stopped, 

there is then a real risk of the glider zooming 

up out of control pulling the tug into 

the ground. 

Every effort should be made to avoid 

any nose up movement which might get 

out of control. Concentrate on keeping in 

position and do not attempt to signal to 

the tug pilot or do anything abnormal 

until you have several thousand feet. 

In England the signal to the tug pilot is 

14 

to move 'to the left and attract his attention 

by rock,ing the wings and yawing. The 

tug pilot will then release his end of the 

rope for you to bring it back to the airfield. 

In this case it is vital ,to approach 

with sufficient height to ensure that the 

end of the rope clears any obstructions. 

Extra speed should be used on the 

appmach so 01at tfuere is a better chance 

of breaking the rope or pulling it clear if it 

does catch on something. 

The most ,important precaution to prevent 

trouble on take-off is a positive signaBing 

system. It must be possible to stop 

a launch after the glider has moved forward 

a few yards. Signalling systems such 

as putting the wingtip down on the ground 

are useless once the machine has begun to 

move and, without a signaller well ahead 

of the towplane, it is unlikely that the tug 

pilot would see a stop signal once he has 

opened the throttle. On many machines it 

is possible to apply a little wheel brake at 

the start of the take-off run and this will 

prevent an over-run if a jerk does occur. 

If the glider does over-run it is vital that 

the launch is stopped just in case the rope 

has become caught somewhere. Fortunately, 

although hundreds of over-runs 

occur every year, it is extremely rare for a 

hang-up to occur and even rarer for the 

launch not to be stopped in time. The 

pilot should always pull the release and 

shout stop if he thinks he may have overrun. 

H0wever, he cannot always see what 

is happening and be sure of the situation 

and, therefore, it is even more important 

that anyone seeing a glider over-run 

should shout stop and that the stop signal 

should be given immediately. Of course 

the pilot hearing a shout of stop must 

release at once even though he cannot see 

a reason to do so. (This is because the stop 

may have been given for some totally different 

reason such as to avoid a hazard 

from a low flying jet which had not been 

seen before the launch was started.) 

There is also the risk that if the towrope 

happens to be slack at the moment of 

release the rope end may float back and 

become caught in the undercarriage. 

However, it is dangerous to put extra tension 

in the rope before releasing, or starting 

to turn off before the rope has been 

seen to go, as this can easily result in tipping 

the towplane if the rope fails to drop 

off. 

On a winch or car launch if the glider is 

launched by the wheel instead of the usual 

hook, it will try to zoom up into an 

extremely steep climb in spite of the pilot 

keeping the stick right forward. If it can 

be kept on the ground this is definitely the 

safest place to be and the winch or car 

driver will soon give up if the glider is held 

down for more than a few hundred yards. 

Once the nose rises, how,ever, ,it may be 

impossible to stop it zooming up far too 

steeply and the cable is ,quite Ilikely to 

break. Fortunately with the stick already 

right forward there is a good chance of 

recovery and making a safe landing. 

With a hang-up on a car or winch 

launch, it is vital to get and keep some 

slack in the cable. If the glider flies on 

until the cable becomes tight it will be pulled 

into an ever-steepening dive, centre 

the winch and radius the cable length just 

like a kite or model glider. On a windy 

day side-slipping or S-,tulns into wind over 

the winch or car with the airbrakes open, 

would greatly reduce this risk. Since the 

glider pilot callOot tell for sure whether 

the cable has been guillotined or released 

at the other end, he should then circle, 

keeping close to that end of the field and 

avoiding flying over any obstructions 

which could conceivably catch the end of 

the cable. Once the cable starts to drag 

along on the ground the drag will be very 

high and a steep descent will be necessary 

to maintain enough speed for a safe landing. 

The situation is still more traumatic if it 

is caused by the release jamming in some 

way. Then the glider pilot is unlikely to be 

aware of it until the cable comes tight and 

starts to pull the glider into a dive. A 

natural reaction will be to pull back to try 

to stop it and the steady load, although 

increasing, may be insufficient to break 

the wire. Here the best solution may be to 

try to break it by a sudden snatch. Pushing 

forward to steepen the dive still further 

will slacken the wire and build up speed so 

rapidly that a quick pull out will almost 

certainly break the wire or pull it free. 

However, do not forget that it is still possible 

to be trailing a length of cable which 

could catch something on the ground and 

pull you down. Keep over the open field 

and fly until safely on the ground. 

At one time hang-ups were one of the 

greatest hazards in gliding until Ottley and 

Furlong got together to devise the Ottfur 

release, "the hook that made gliding 

safe!" However, now that it has become 

acceptable to put the hook right in front 

of the main wheel the risks of a tangle are 

quite high. So make sure your signalling 

system is efficient and can stop a launch if 

there is an over-run. Treat every over-run 

as a potential hang-up and stop the 

launch. Be sure that you and everyone 

else concerned understands what to do if a 

hang-up actually occurs. 

Remember, you may never see a hang-up 

in the many years you fly but the danger is 

always there and needs to be considered 

seriously. 

SAILPLANE & GLIDING

JOHN McCORMICK 

COPING 

WITH 

WIVES 

The further progress of a 

North Wales flyer. 

write this it's Sunday and it's 

raining. J,t didn't rain yesterday, but then 

she needed me to carry a wardrobe home 

from Chester. Now what I want to know is 

how it is that my wife knows, certainly 

much, better than the Met man, what the 

weather is going to be like over the 

weekend. "I need to go shopping," she 

says on the Saturday. "Why not have all 

day tomorrow on the field" The thermals 

boom whilst we are in Marks and 

Spencer's, but dawns Sunday, the rain 

pours steadily and visibility is down to 

3 l hyds. 

The next weekend she says, "Why don't 

you go flying today, dear, tomorrow we 

have been invited to the children's for 

dinner." Result - clagged in all Saturday 

and the best day's soaring they have had 

all year on the Sunday. I've even tried to 

beat her at her own game and taken the 

opposite tack. "Sorry, darling," I reply, 

"I'm committed to a retrieve today, we 

will just have to go 10 the children's 

tomorrow." The look on her face indicates 

quite plainly that she knew exactly what I 

was going 10 say and that once more I've 

got it all wrong. I haven't actually fauna 

her pointed hat and rune stones yet, but 

I'm sure they are around here somewhere. 

So now all those "I'm master in my own 

home" types will be asking "Why doesn't 

he just push off flying on both days". 

Gentlemen, there are· those amongst us 

who are more in tune with feminism, sympathetic 

to women's aims, equal sharing, 

more emancipated, less chauvinistic, or 

what amounts to the same thing, battleweary, 

ground down, suffer from a guilty 

conscience, have thrown in the towel, or 

it's anything for a peaceful life. 

Februaryl March 1986 

"All right," tAey advise, "gel her 

interested in flying and your troubles will 

be over." Now, that's easier said than 

done; for a start we live in a bungalow 

because she gets a nosebleed if she has to 

climb upstairs. In addition she considers 

gliders to be dangerous things because 

they haven't got an engiAe. It would be no 

use expounding the theory of night (even 

assuming that J could), for her mind is 

firm,ly made up. "No," she says, "you go 

along and play with your aeroplanes yourself, 

dear. I've made sure you are well 

insured." She also teflds to use quile hurtfu'l 

logic. "We can't both disappear every 

weekend, can we Somebody 'has to stay 

at home to do the decorating, rebuild the 

wall that's fallen down and mow the 

lawns." As though it's my fault that I can't 

fit it all in. One has to get one's priorities 

right, besides which I don't want to take 

the chance of damaging my hands, just in 

case it affects my very sensitive touch on 

the controls. 

I am well aware that I am not the only 

one who has problems with his wife. I 

hear many complaints down on the field 

of chaps whose wives don't understand 

them; wives who spend their launch 

money on food and clothing; wives who 

make their husbands get up in the night to 

attend to crying children, knowing full 

well that they need to be fresh for flying 

the next day; wives who won't get up and 

cook their husband a nice breakfast so 

that he can concentrate on flying rather 

than the hunger pangs; wives who don't 

kiss their husbands goodbye on the door- 

'One of our chaps was telling 

me that he even has to make 

his own sandwiches 

these days. I 

step and wish them a good day's flying so 

that they can be nice and relaxed when 

airborne and suffused with a warm glow. I 

could go on and on. One of our chaps was 

telling me that he even has to make his 

own sandwiches these days. I think that 

cropped up because the egg fell out as he 

was trying to eat it. I managed to help him 

with that one; I find it's better if you chop 

it up as well as shell it. We males are not 

helpless and are quite capable of coping 

without the help of women if we have to. 

A short while ago my wife went back to 

her maternal home (no, not for long) to 

sort out some family problem, leaving me 

to fend for myself. What I didn't know 

was that she had asked the lady next door 

to keep an eye on me. Washing up was 

going to be my chief bugbear, so using a 

bit of male common sense, I half filled a 

large pan with boiling water into which I 

stood a tin of soup, a tin of sausages, a tin 

of potatoes, a tin of peas, a tin of sponge 

pudding and a tin of custard, ie everything 

I needed for a three-course dinner. Unfortunately 

the sausages expanded and rose 

upwards out of the tin, swaying gently as 

they did so, for all the world like snakes 

being charmed out of a basket. It had me 

quite worried at the time, as I was whistling 

a tune from Jungle Book. It was whilst 

I was trying to get the top half of them 

'Wife wasn't too pleased. In 

vain did I protest that I'd 

saved a fortune on the 

housekeeping. I 

cooked by reversing them in the tin that 

the neighbour walked in and saw what I 

was doing. The result was that she insisted 

I ate with them for the rest of the week. 

Wife wasn't too pleased when she got 

home, said I'd shown her up. In vain did I 

protest that I'd saved a fortune on the 

housekeeping. 

Holidays are another bone of contention. 

Wives will insist on visiting volcanic 

islands in the middle of the Atlantic or 

Greek ruins in the middle of nowhere, 

anywhere in fact as long as there are no 

gliding clubs within a thousand miles. Brittany 

is one of my wife's favourite spots, 

and if there is a gliding site anywhere 

around there I have yet to find it. "Le 

club d'aviation," I query in my immaculate 

French, "sans le moteur, OU est fa" 

Nearest I've got to anything like flying 

was being directed to a naval base where 

they were operating Super Etendards and 

even then I couldn't make them understand 

reciprocal membership. 

Now last year proved to be different. "I 

don't think we will go to France," she 

remarked one day. "I haven't ~een all of 

England yet." "Where do you fancy" I 

replied, ears pricked like a trained hound. 

This was beginning to sound very promising. 

"How about Cornwall" she said. 

"I've heard people say that it's very much 

like Brittany, but I won't have to suffer 

the embarrassment of you speaking 

French." They are all the same these 

wives, they know how to wound a chap. 

"How about Perranporth" I said as casually 

as I could. "Near to Newquay, lovely 

cliffs, super beaches and an ideal centre 

from which to tour." "Sounds good," she 

agreed, "I'll leave you to find a nice caravan 

site." Silly girl. 

15

COPING WITH WIVES 

PLATYPUS 

For those who haven't been to the 

Cornish Gliding Club, the airfield is 

perched right on the edge of the cliffs and 

has hard runways, one p.arallel ,to the cliffs 

and one almost at right angles, so that y,ou 

can launch towards them. On a decent day 

the view is IJlagnificent, but unfortunately 

it was pouring down and blowing half a 

gale as we bumped on to the desefted airfield 

late at night Well, I had hoped I 

could save a few bob by parking there 

free/cheaply and spending the resultant 

savings on something essential like flying. 

Even I thought it looked a bit bleak, a 

thought that was confirmed as the voice I 

know so well said firmly, "There is no way 

I'm going to be abandoned up here." 

From long experience I know that ifs no 

use arguing with thal tone of voice" so j.( 

was head down in the ~amp site book and 

her resul1ant choice of all mod cons plus 

swimming pool cost me the equivalent of 

two and a half launches a day. Still, it 

proved to be worth it, fm she was content 

to laze by the pool whilst I 'trotted off up 

10 the club next morning to get checked 

out. 

I • •• , was having one 

of my good days 

and he was probably 

feeling benevolent . . ~ • 

Perhaps my reputation for displaying 

superb flying skills had preceded me, for 

the club chairman, John Trenchard, took 

it upon himself to check me oul in their 

K-13, probably on ,the basis that "the 

buck stops here". Anyway, I was having 

one of my good days and he was probably 

feeling benevolent, the net result of which 

was that he cleared me 10 fly their K-6cR. 

They did have a course running during 

the period ,tha,t I was there, but I felt that 

it wasn't on to pinch the cab'les or aircraft 

from people who had pai'd for the week, 

so I didn't get airborne as much as I had 

hoped. (f mention th,is ,to confound those 

critics who swear I have no conscience.) 

Hawever, they carried on flying late on a 

couple of evenings and the weekends, of 

COUFse, were business as usual, so I did 

manage to get a few trips in. Flying along 

the cliffs is magnificent and I can 

thoroughly recommend i,t. If you can get, 

take, make or f,iddle the chance then I suggest 

you do so. 

Like most people in the gliding world, 

the chairman, CFI and members of the 

club were extremely friendly and went out 

of their way to ensure that I didn't have a 

wasted journey. Even the treasurer 

16 

appeared human, and how often can you 

say that My thanks to all. 

All very well, I hear you saying, but 

what's happened to this Bronze C you 

were busy chasing Well, I've crac'ked 'it, 

well almost- Remember those other 

friendly natives at Aston Down whom I 

threatened with a return visit McCormick 

d'oes not jest. Accompanied by 20 other 

North WaUans (,incase we encountered 

resistance) we returned to hold Our dub 

week there in May. The results were 

superb, Silver durations and distance, 

Bronze legs, new solo pilots, excellent flying 

and a good sodal side in the bar when 

we came off the field. 

That's when I discovered the secret of 

how to succeed with this Bronze business. 

Pirst of all you've got to sof,ten up one of 

the instructors so that he lets you go off by 

yourself as soon as possible. Now this is 

simple at Aston Down because they autotow 

with damn great American automatic 

pi'ckups. "Pass me out on the towcars, 

Pete, and )'11 give your people a hand with 

the launching," you say innocently, then 

when you are going at a decent speed you 

declutch, only there isn't a clutch, just a 

brake pedal, and he does a good imitation 

of someone trying to exit through the 

windscreen. "Tuck your left foot behind 

your right," he advises, "and then you 

won't be able to use it", but he hasn't 

allowed for my lightning reactions. I can 

untangle feet and stamp on the brake a 

darn sight faster than he can brace himself, 

and once more he heads for the windscreen. 

After the third attempt he is looking 

decidedly ,the worse for wear and feels 

thal he has had enough of these attempts 

on his life, only to find that it's my turn to 

fly and he is to do the check. Now he can't 

wait to turn me loose; once up round and 

down safe'ly is all the excuse he needs and 

there I am with a whole week of K-g to 

get this Bronze. 

As you would expect of someone with 

my innate skills (that's innate, not inane), 

by the end of the week both legs were 

achieved. It's true I fell out of thermals 

more often than most, but this was due to 

adverse meteorological conditions which 

the other pilots were not sensitive enough 

to notice. The written portion of the test 

has been taken and passed and only the 

flying test and short field landings remain 

to be completed. I think we should now 

wait for a day when we can get up to 

12 OOOft in order to give me a reasonable 

chance of getting out of the spin. As I say, 

apart from that I've cracked it. 

My thanks to Ruth Housden, CFI at 

Aston Down, for her organisation and to 

all her members for a very successful 

week. 

TAIL 

FEAT,HERS 

Mentioning the 

Unmentionable 

This, bit is for boys only. One of those splendidly 

willy women who write forS&G nowadays 

can describe their side of tbis prob. 

lem, and I can't wait to see what they have 

to say. I refer to the dilemma - no, a 

dilemma is when their are just TWO unacceptable 

alternatives: this is a positive 

quandary, all the several answers being 

uncomfortable in every way - of how to 

have a pee in a glider. 'h never occurred to 

me before that there might be some advantages 

to hang gliding other than cost, but 

now one advantage, of a sort, immediately 

leaps to mind. How high you have to be 

before you are free of any risk of prosecution 

for indecent exposure I don't know, 

though personally I'd worry more about 

frostbite, or buzzards, than the Law. 

-._ ....._~ 

• $- 

~4' ~ 

Most of the fluid we take in comes out as sweat. 

To return to the challenge as presented to 

the pilot of the conventional sailplane: 

there seems no logic to it. Some,times you 

can fly nine hours and have no ,problems; 

sometimes it can get you after just 30 

minutes, as happened to me in a Nalionals 

on one ofthose epic flights round Wales and 

back to civilization. (There go our three 

Welsh subscribers. ED.) Seven and a half 

hours of discomfort rising relentlessly 

towards agony. No bags, bottles, tubes 

total lack ofpreparedness. I began to regret, 

not for the first time, the gap in my 

education when I failed to make the grade 

in the Boy Scouts. When I eventuaUy gave 

SAILPLANE & GLIDING

TAIL FEATHERS 

up the battle and landed at Bicester they 

couldn't understand why I steered the Nimbus 

into the long grass -and baled out over 

the side away from the control tower. 

You can't risk dehydration, so you have 

to drink lots, and what goes in has to come 

out sooner or later. Welt, to, be accurate, a 

biologist told me that most of the fluid we 

take in comes out in sw.eat, believe it or not. 

(Anyone who has (Jown with me believes 

it.) We should be thankful for small mercies: 

we only have to find a home for about 

40%. 

Wan official observer signs the bag ~ might become a 

nO"el TP conlinnnation. 

The high-technology solution is a system 

of vessels and pipes leading to the outer air 

down near the towhook (preferably aft of 

the hook, ,if corrosion is something that 

bothers you). t won't go into the squalid 

details, but the chief snag about what looks 

like a very impressive piece of plumbing is 

that the pilot is supille* - on his back, or 

very nearly so, with knees on a level with his 

chin, dependin~ on the attitude of the aircraft 

- and therefore confronted with the 

difficulty of making water go uphill at the 

beginning of its journey into the void. Putting 

the glider into a prolonged steep dive to 

get the right angle of attack, so to speak, is 

not a good idea for a number of obvious 

reasons. Try it by all means, but not if you 

are getting on in years. 

Then there are plastic bags, stolen from 

your wife's freezer-cabinet: these must be 

pre-tested, please, in the time-honoured 

way, since you don't want to discover a tiny 

defect at 5000ft, do you You can either 

jettison the bag whole or empty it while 

delicately holding onto one corner. The first 

is an environmentally anti-social act. The 

bags doubtless arrive on the ground empty, 

but farmers don't like their animals eating 

·So.frY about even more Platypedantry, but many pilots 

lhlDkprone means lying on the back, when it means the 

opposite; no wondertheirsex lives are such a mess. But 

there's an idea: the tJuly prone-cockpit glider would 

o:ot only offer a smaU frontal area and so reduce para 

S1~ dra~, but would obviate many of the sanitation 

dillicullles of which we are making such heavy weather 

in lhis discussion. 

'You could always tie a 

knot in it and drop Tt 

on the clubhouse roof 

at a rival site.' 

plastic. You could always tie a knot in it (the 

neck of the bag, ] mean) and drop it on the 

clubhouse roof at a rival site. If you could 

get an official observer to sign the bag 

before take-off it might become a novel 

form ofTP confirmation. However this sort 

of thing might escalate dangerously, so let's 

can the idea. 

Holding onto the bag is tricky. Best to 

wear ski-goggles while you try this·, since 

you are liable toget a stinging eyeful as your 

reward Em cherishing the envhonment. 

How about just setting tiny tasks A cure 

worse than the disease. Might as well stay in 

the bar all day and give up the sport. 

Give us your thoughts. Any suggestion 

that is fit to print should be sent t'O S&G. 

The ones that aren't fit to print should also 

be sent here; after last summer we need a 

few laughs. 

Per Ardua Ad Disastra 

A great deal of harmless (harmless, that is, 

if you don't believe it) nonsense is talked 

about the noble team spirit that gliding fosters. 

Even in 1963 - the year I realised I was 

just a coarse pilot and would never be anything 

else - the now Sir Peter Scott, on 

A contest pilot has to be Ireated like a prize pig. 

winning the Nationals, said that a contest 

pilot hll,s to be treated like a prize pig. He 

was thinking of agricultural shows, no 

doubt, where champion hogs look and smell 

wonderful, thanks to the untiring efforts of 

their crews. Left to themselves, it's another 

matter. 

The harsh fact is that glider pilots, champions 

or coarse, are as selfless or as selfish as 

anyone else, but the pressure towards looking 

after Numero Uno has of late become 

somewhat greater than the pressure in the 

contrary direction. A fairly general social 

phenomenon. ] can see why self-launching 

sailplanes are seen by some romantic reactionaries 

as the beginning of a slide into the 

abyss. Before we know where we are, gliding 

will have all the charm of professional 

tennis without the money. 

o a 0

MICHAEL KITSON 

I,did seem like a lot 01 money whell we were 

first faced with the prospect of buying our rented 

fieldbut there was no alternative. Ovettheweeks 

ofdiscussion and action culminating in the act"lal 

purchase, the size 01 the problem decreased in 

financial terms until it not 0011' looked eminently 

feasible but was obviously the most $elisible, 

and in the long run, the cheapest course, of 

actioo; albeit w~ were taking a mortgage on the 

future but without it there would be no Mure. 

The East Sussex GC was started in 1974 at 

Ringmer near lewes some ten miles NE of 

Brighton following the move of the Southdown 

Club from Firle to Parham in Wesl Sl:lssex. A 

small number 01 stalwarts acquired a K-2 and a 

barrage balloon style winch and persuaded a 

local ,farmer to ,rent them three' fields totalling 

55 acres, somewhat rectangular in shape with 

the longest axis running NE to SW. 

Matters progressed and by the 1980s we 

had added another two-seater, two singleseaters, 

a hangaw and a membership approaching 

the 90 mark. Over the years we had dallied 

w~h the idea of buying the field and had 

approached our friendly farmer but he was not 

interested. Since tile rent was low we did not 

pursue the matter with any great energy 

although at the back of our minds was the 

knowledge that we could be on Ihree months' 

notice at any time and over the years we had 

been unable to find another suitable site in the 

vicinity. 

But it aM changed very quickly. Our farmer 

decided he wanted to sell. We could have the 

field he said - at the right price. We offered 

£45 000 which wasn't the right 'price but we 

had to start somewhere. Eventually we arrived 

al a mutually agreed figure of £60000 which 

was about what tand around Ringmer was 

worth sUbj,ect :to its agricUltural state. Visits 'had 

been made to our, bank manager immediately a 

sale had been mooted So with £10 000 in the 

bank a loan of £50 000 was possible and 

agreed in principle; possible but not desirable 

since servicing costs of around 15%pa would 

be too high for the club to meet in its present 

form, but it did mean ,it gave the committee 

breathing space 10 arrange and organise other 

funding. We decided to explore the possibility 

of a Sports Council grant and approach all club 

members for a contribution. 

No sooner had we got this particular ball 'fOIling 

than our farmer decided that he did not 

wish to sell just the field btIt the whole of the 

farm, 1'50 acres· in all with a Dutch barn thrown 

in for good measure. So it was back to square 

one for the Field Purchase sub-committee. No 

way would the farmer split his holding. it was all 

or nothing. We decided to go for the lot and 

hopefUlly find a buyer for the unwanted 

acreage by contract signing time. In the event, 

with some heart stoppers when we thought we 

had been pre-empted by another purchaser, 

we eventually fixed on a prj(;e of £155000 for 

the whole. found a co-purchaser and finished 

up having to find, £80 000 for 75 acres. This 

was somewhat more than we wanted since a 

corner of the land was nol necessary for gliding 

purposes, but it wasn't suitable for our copurchasel"s 

need's so we had to take it or lose 

the sale. 

We were now all set and only had the task 

18 

A LOT OF MONEY ... 

The story of East Sussex GC's efforts to buy their own site 

of raising the money. Prior to any offers we had 

formed by committee consent a working group 

of five including a solicitor, accountant and 

architect who gave us professional advice free 

of charge. The chairman was given complete 

freedOm to negotiate without the necessity of 

sub-committee meetings at every turn. Initially 

the sub-committee made Iwo decisions; we 

would have the land valued and ask the BGA 

for help and guidance. For Ihe valuation we 

chose the land agents who were associated 

with the club's bank; once we had the valuation 

we could talk to the bank about financing. Our 

cri de coeUf to the BOA was met with immediate 

and cOAstructive response. Busy BGA officials 

took time off to come and see us, look at 

our problems and offer us a wealth of advice, 

encouragement and particular guidance on 

Sports Council grants and loans. 

62% from members 

25% from the Sports Council 

130!c> from the club 

Having finally made our offer, subject to contract, 

we called an Extraordinary General 

Meeting and put it to the members. The 

response was tremendous. Ot,Ir members are 

the sal,t of Ihe earth and when fleeds be they 

oome up with the necessary, be it work or 

money. lihefinal breakdown of who gave what 

was roughly 62% from members, 25% fwm the 

Sports Council with the remaining 13% from 

the club Ibank balances. ClUb members' con- 

The road alongside the s~e runs NE! SW and in the 

photograph the gliders are in the NE end 01 the field 

with the hangar in the SW corner at the bottom. 

Photo: Michael Kitson. 

tributions were either interest free or very low 

interest loans. We were extremely fortunate iA 

having one club member whose contribution 

amounted ta just over 35% of the whole. We 

had little left in the bank after this but we had 

our field. 

Nct that it all happened overnight; we had 

~he agonising wait ,to contract signature and 

eKchange and then another wait to completion 

but 'eventually Hall happened. We have securityof 

tenure and to ,keep it that way we have 

10 go on lIying and make maximum use of our 

asset 10 generate the income 10 pay back the 

monies borrowed. 

We were forced into a decision but if you 

have the opportunity to buy your club site, 

deCide to do il and maybe you can learn something 

from our eKperience. 

1. Start a site fund immediately. You do 

heed a respectable bank balance. 

2. Appoint a small committee or working 

group 10 decide guidelineS and then give them 

carte blanche. 

3. Get the land valued by a valuer you know 

to be acceptable 'to your bank. 

4. Prepare a feasibility study of some ten to 

12 A4 pages. giving the club history. anticipated 

membership levels and projected cash flow. 

Stress the 'loss of' 'local leisure facilities should 

you not be able to purchase and continue as a 

club. Show your geographical catchment area 

ana inClude other gliding clubs. if any. 

5. Cbeck your planning consent. 

SAILPLANE & GLIDING

ALOT OF MONEY ... 

EDDIE WILKINSON 

6. Get the help of the BGA. You will not succeed 

without them. 

7. Ask the Sports Council for help and do 

n~ actually buY anything until you have the OK 

from them. The OK does not guarantee Sports 

Cound financial help but you will not get any at 

all Wyou have already bought or contracted to 

do so. 

8. Keep your bank manager fully informed of 

alllhat's happening and arrange a loan in principle. 

Hopefully it will at best only be a bridging 

loan. 

9. Do not expect the purchase to be straightforward. 

You will probably not be the only 

prospective purchaser. !:le prepared for shifts in 

the seller's stance. It's a bit like coming in to 

land througt:l s' severe wind gradient; one 

n"inute everything is under control and the next 

minute yoo're stalled. Keep something in hand 

just in case. 

10. Get the members' backing. You need 

money - they have it - get it from them by 

donations, interest free loans, debentures or 

even standing orders for so much a month. 

1'1. Don't consider for even a moment you 

are saddling the club with a debt for life. You 

are not. You are acquiring an asset which if the 

wast happens and you stop flying you can 

always dig it up and plant it or sell it, hopefUlly 

at a profit. 

12. Finally keep talking to and about the 

BGA. Their national reputation and credibility 

wil reflect on you however small a gliding club 

you may be and however small your current 

assets. They didn't come much smaller than 

the East Sussex in '82 and with BGA help we 

did it. With their help so can you. 

-~=====.I~~==- 

Glidervvork 

C of A OVERHAULS 

and REPAIRS 

By t.. GLOVER senior inspector 

{.\ 

~---q-..(1(t\--~-- 

Husbands Bosworth Airfield, Near Rugby 

Tel. Market Harborough 880375 

Lutterworth 57544 

GOPS! 

A glider pilot's nightmare 

happened to Eddie from 

Bannerdown GC last summer 

Iam struggling to work my way through the 

BGA badge system. Last year Ifinally completed 

my Bronze and I wanted my Silver duration and 

distance - but you know what the weather's 

been like. Twice I fell out of the sky after two 

hours. The other syndicate members wanted to 

fly (can't think why!), and I had to wait my turn. 

One Saturday I trundled up to the airfield, 

Dl'd the K-6E (Rhoda Partridge's original 

Broomstick), dragged it to the launch point and 

put a new paper in the barograph. The CFI 

decided the weather might improve enough to 

try a 50km OIR to Didcot railway junction; he 

said to stay focal for an hour, see how the 

weather developed, then decide on 5hrs or 

task and 5hrs. 

An hour later, haVing at one point descended 

to eooft, I had to decide, local soaring or task 

"Go on, you've got to get away from the airfield 

sometime, try the task." Clouds look good, 

base 35000. Following the route was no great 

problem, stayed between the railway line and 

the M4 until I got to Swindon, then a bearing of 

10, to follow the railway line past Shrivenham, 

Wantage to Didcot. Sounds easy doesn't it 

Swindon was lots of houses and very little 

grass. ~found a likely looking cloud and climbed 

to 3700ft. I pointed the nose at my safety field 

on the other side of Swindon and reached the 

other side without any problem. Now what 

There was the railway line, receding off into 

the gloomy distance. There was a great 

expanse of blue sky over it, and a long, long 

way to the next cloud. Gulp. Well, I couldn't 

stay there forever. Onward! 

And so I worked my way down route, from 

this cloud to that, and at last the railway junclion 

was visible. I checked the map to make 

sure I'd got the right junction, and to see where 

the zone lay. 3700ft, over the line, I changed to 

right turn so that I didn't take a picture of the 

canopy's window. The camera had been made 

for a right-handed person to operate, but I was 

using that hand to fly the glider. No, I couldn't 

take the picture left-handed. Now what Fly the 

glider left-handed, use the right hand to take 

the picture. At last I managed to control the 

glider with my left hand. Now for the picture. 

Click! - 360 0 turn - click - 360 0 turn - click. 

Just to be on the safe side. Stowed the camera. 

Got back to flying. Headed for the power station, 

climbed to cloudbase, and headed for home. 

This bit was definitely more difficult as I was 

heading into wind, it was now mid-afternoon 

and there were wider blue spaces between the 

clouds which didn't appear to be working so 

well (or maybe I was tired). After attacking 

three or four weak thermals, I decided I'd have 

to be braver, as I was not actually making 

much progress into wind - for every 50ft climb 

I drifted three miles downwind! Smarten up 

your flying, girl, and look for a better thermal. At 

one point I was down to 12000, and had picked 

out a nice intowind brown field, no power lines, 

no cattle, clear approach. Right, now that was 

settled, I concentrated on staying up. Howl! 

(from the vario). Hard left-stick-over, 41

DIANE SPALDING 

BEING 

DEDICATED 

Diane recalls last year's BGA Dedicated Soaring Course 

which was run by Ken Stewart, national coach, for Coventry 

Gliding Club members 

AIter a successful soaring ~urse in 1984, 

Coventry GC decided to arrange another dedicated 

course for the HusBos members last 

summer during the first week of July. Conditions 

for enrolling were to bring a bicycle as well as a 

glider! The course started with 15 pilots, 12 gliders, 

six bicycles and bad weather; alter the first 

two days we wondered ifour aim was to do more 

kilometres on bikes than in gliders. We were able 

to practice TPs at 60° to the road (pubs!) and 

field selection and navigation, which became 

rather difficult on the way back in the dark. However, 

lectures on these two days kept our interest 

prior to the start of the "good weather". 

The "good weather" started on the Monday 

with a total of 533km flown. Alter the initial outlandings, 

the day ended with a final glide practice 

from a dual-aerotow retrieve, one of which was 

successful! 

A promising forecast on the Tuesday meant 

that most people tried for 300km or SOOkm 

badges. Ken, in the club SF-27, took the wooden 

gaggle (Cobra, SB-5E) round a 300km flight and 

ended up on the club ladder. Several pilots 

exceeded their longest previous flight. Four 

pilots attempted 500km, one getting round and 

one failing by a mere 7km. Our enthusiasm 

meant that we even managed a 16km otR on 

bicycles that evening, the number of bicycles 

having swollen to 15 by now! Total kilometres 

flown for the day - 3820. 

On the Wednesday the weather became blue 

and windy. An O/R task resulted in more 

kilometres and more outlandings, but we still 

managed 697km. 

Thursday was also blue and very hot and 

alternative TPs were set to the north, resulting in 

landings at all airfields between HusBos and 

Saltby, including Ken and his follower starring in 

a TV car commercial, being made at Bruntingtt:lorpe 

Airfield, in an attempt to get home. 

By the time we got to Friday we were content to 

watch the rain on the TV at Wimbledon, listen to 

lectures and have a well-earned rest. 

The good weather returned for the final two 

days, Saturday having an excellent forecast 

except for ,the tQa strong wind. The task was set 

to the. west to t,y to reach wave flear Shobdon. 

The wooden gaggle all landed at Uttle Rissington 

(80km) who had seven visiting gliders that day, 

IncludingsuotT distinguished glider pilots as Tom 

(the Met) Bradbury. Like everyone else, he wondered 

what he was doing there under such a 

fantastic looking sky! Total for the day - 2257km. 

The final day was the day of days. Again 500s 

and 300$ were set and the number at briefing 

had swelled from 14 to 401 The SOOkm task was: 

Lasham, Lutterworth, Newbury and the 300km 

task: lasham, 'Eyebrook. Th9 Twin Astir was 

sent on a 220km ot.R tQ Newbury and on its 

return at 1'500hrs, set off to try the task again with 

a different crew, landing. 8kin short on the way 

home. Several CQurse members achieved 300 

and 500km with a total distance flown that day of 

~km. 

Ttiisenjoyable week resulted in over 

12OOOkm, with manycourse members qualifying 

for their Silver distance on bikes - anyone for 

Gold this year Our thanks to Ken and all the 

CGe helpers whose efforts and enthusiasm 

were an inspiration to us all. Apologies from the 

course for stealing all of 1985s weather - we 

have already booked this year's dedicated 

course! 

Dear Agony Aunt. 

ADDICTIONS 

I am writing to you r magaZine to relay my 

story to your readers so that they may find a 

way to avoid 'some of the problems I have 

recently had ir'l my life. I do ask that if anyone 

can herp me, I am in desperate need. 

I am "X" years old. I have done my 'share 01 

drugs in the past and had 00 prOblem relieving 

their grip on me. I was proud to know thalli was 

no longef dependent on something to get 

through the day. That feeling Ilasted until Easter 

1984 when 1experienced my lirsl solo flight. 

It is now October, and I have realised my 

problem - I am addicted ta thermals. I find 

myself calling the local weather report every 

morning when I wake up. Like a neroin addict, I 

roam the streets, looking up in the sky for that 

cau'linower-Iike cumulus or tne sudden whisper· 

ing and movement of otherwise lifeless trees. I 

stare out of the window when I am at work looking 

for signs of lift. Worse, :1 have lost interest In 

the things ,I used to treasure - girls don't turn 

my head, parties don't excite me, gone Is my 

social life. I am dependent on the signs of lift to 

get through the day. . 

It hasn't stopped there, either. Used to be, I 

was content with 2kt of lift. Now it takes a 

minimum of 4kt to turn me on. Tomorrow it will 

be 6kt. I don't know what the limit is, but I MOW 

I will reach it soon if I, don't get help. 

My question to· you and. your readers: Is 

there a Glider Pilots Anonymous group anywhere 

in the area Is there anyone who is 

going ttlrOlilQh the same thing that 11 am right 

now Is there any published material 'on this 

dependency. Who can I turn to 

IJ anyone has any information, or would like 

to share the'ir story with me, please write. I am 

confident that we will survive and Ilearn to live 

with the lift. 

(The Editor has the name and address but suffice 

to say the letter came via Mike Smith of 

HusBosI) 

"Sailing clubs have commodores, golf clubs 

have captains and gliding dubs have 

scapegoats:'Retiring CFI heardin the Ulster,GC 

clubhouse. 

I'YOUVE GOT TO HAVE STYLE' I 

I'AOI' A. 

M fl.E.M."'Ct 

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FRANK IRVING 

GSTIV 

AT 

IIEII 

PART ONE 

The Sailplane Development 

Panel 

le19th Congress of the Organisation Scientiftque 

et Technique Intemationale du Vol aVoile 

(OSTIV) took place at Rieti from August 2-10, 

1985. 

It is, of course, traditional to hold the OSTIV 

Congress alongside lhe World Gliding Championships, 

so that participants in bOth events have 

the opportunity of meeting, one another, talking 

together, attending lectures and so on. tastyear, 

the trade was rather one-way because - in order 

10 enjoy the e1

JUUAN ROSS 

Ware all familiar with tug aeroplanes and 

accept that they land trailing their tow cables, 

not questioning Ille hazards 01' inconvenience 

this causes. 'If it were possible to rewind the 

tow cable fully into the tug, four important 

benefits would ,be realised. 

,Hsl, operations wourld t!e safer - persons 

and objects wou'ld not be struck. 

Secondly, the cost 01 replacing broken cables 

and repairing, damage caused by cable strikes 

would be saved. 

Thrclly, tug utilisation would be improved by 

as much as '20% ona typical launch cycle - the 

absence 01 a cable lraiing below the tug allows 

a 'lower 'approach, hence a touchllown closer to 

the boundary fence, and less time is spent taxying 

back; also for reconnection, the cable has 

only to be pulled out from the tug's tail. 

Finally, cables longer than the current norm 

may 'be titted, being rewound for landing. 

longer cables would reduce the danger resulting 

from the glider rising too high on tow. 

I discussed the potential for a cable rewinding 

system during 1'984 at laSham and Southdown 

GCs. Tne Opinions and comments received 

were most encouraging and I decided to design 

and evaluate an aerotow cable rewind system 

for the third year project section of my degree 

course, 

An elementary rewind system had recently 

been tried at the Booker GC. It was unsatisfactory 

for a number of reasons. Rewind took 

9O-120sec and was only completed when the 

lug was very close to the ground. lihe control 

system waS too simple-, the pilot being expected 

to switch off the rewind motor whefl all the cable 

was wound in. The jettison system severed the 

cable; apparently quite a few cables were accidentally 

broken in this way and, once spliced, 

the.y would not fit into the small bore conduits 

used. Perhaps most significantly, no indication 

was given to the pilot when full cable rewind had 

been achieved. The pilot was forced to use a 

crude mirror system to view the cable periodically, 

seriously adding to his already high workroad 

close to the ground. 

Based on the results of discussions and the 

Booker experience a brief specification was 

drawn up. 

1. Rewind time: to be 45sec for a 200ft cable. 

2. Cable type: to tle up to 300ft of conventional 

7mm diameter cable fitted with Ottfur or T0St 

rings. 

3. Operation: a single command from the pilot 

should Initiate rewind, lihe pilot must be 

informed by Indicator lamp of full rewind. After 

landing the cable must be unwindable without 

pilot Intervention: nevertheless U must not wind! 

out under air or taxying toads. Whenever fully' 

unwound the cable mus.t be jettisonable. 

4. PUot workload: this must not be increased 

by the system. 

5. Tug performance, weight and balance must 

nOf be significantly altered. 

A system layout was developed and is illustrated 

in, Fig 1. The system is electrically powered, 

using the tug's 12v DC circuit. An electric 

clutch is used in conjunction with an Irreversibly 

geared motor: it the clutch is kept energised 

then the cable will not drag out. A tail mounted 

microswitch, pressed by the- launch point i'lelper 

who will pull out the cable, releases the clutch. 

AEROTOW CABLE 

REWIND SYSTEM 

This is a summary of the work Julian did for his final year project of 

his BSc course in aeronautics and astronautics at Southampton 

University and which was supported by the BGA via the 1984 

Churchill Award. 

Fig 1. The system layout. 

,1,'.1,'" 

tug structure 

'''-../ 

I' i', ,. "\ 

""~--_:_..:;,..~ 

conduit 

winch 

interface structure 

emergency rel'ease cable 

A switch in the cockpit. starts both clutch and 

molar, rewinding the cable. A stop piece Is 

attached to the cab'le, very ,close to the glider 

end: this activates 'a second microswitch at the 

tail, stopping the molor, but allowing: Ihe clutch 

tQ stay energised. 

Direct tension forces are reacted a\ the winch 

itself, through the interface structure to the tug 

airframe. Sidetoads are reacted at the tail. 

Fig 2. The system fitted to a tug. 

stop mechanism 

also supporting 

tailwheel 

Light alloy is used for much 01 the system, 

giving low weight combined with good strength. 

The Aotable exception is the 300mm diameter 

cable drum, which is of GRP. 

A modular approach is applied to the desigrl: 

this permits simple maintenance, rearrangement 

for different tug types and easy 'upgrading 

or modification of individual modules. Fig 2 illustrates 

the system fitted to a tug. 

Winch unit dimensions are: max height 

300mm; max length 300mm; max width 420mm. 

Weight is approximately 5kg without cable. 

A prototype system was constructed. 

Static load testing showed the prototype 

winch to nave a :safe margin of strength. Strain 

gauge resUlts showed fhat no stresses were sufficiently 

high tQ give anxiety regarding fatigue, 

Bench running demonstrated correct functioning 

of the winch and control system. A drum 

rotation speed Of around, 240rpm was found to 

be 'necessary to obtain the specified rewind 

time. . 

One interesting result showed that the quality 

of cable winding on to the storage drum is very 

much dependent on the distance between the 

coiled cab'le sUrface and the point of feed. 

Unless this dimension Is kepf above a critical 

value, chaotic coiling occurs, taking excess volume 

and leading to tangling on unwinding, 

A production system is estimated to have Cl 

unit material and parts cost of £100, with unit 

construction time of between four and six man 

days. This shOUld lead 10 a basic cost of 

£200-250, fo which must be added fitting costs, 


CHARITY FLYING 

profit and a proportion of the development and 

certification costs. A sale price of £500, including 

filling, may well be possible. 

Manufacture is envisaged as a subsidiary 

. activity by a repair or manLlfacturing, organisation. 

Fitment to the tug woold be, undertaken. by 

the winch system manufacturer or other 

approved repair organisatiQn. 

In completion 01 this account, it is anticipated 

that the savings ,to be gained from suctl an 

aerotow cable rewind system are substantial, 

embracing safety, econom ics and efficiency. 

The system is technically and, I believe commercially, 

viable. 11 would be to the benefit of 

British gliding that lferOtow cable rewind 

systems be widely adopted. 

CHARITY 

FLYING 

Don Puttock, public relations officer 

for Surrey Hills GC, has written about 

the vital need to promote gliding and 

mentions one of the successes of 

their club. 

We tried charity flying - don't go away, it works 

and it creates revenue. Take a look around and 

see which local charities are looking for money. 

When you have found out that they all are, select 

a good one. Talk to the organisers and put 

together a suitable financial arrangement. 

In our case we chose the RAFA Wings Appeal 

because: 

(a) We are based on a famous fighter base. 

(b) Wings is eJI about flying. 

The financial arrangement was: 

(a) Each air experience flight C0sts £8.50 

(b) For each flight in, a {jiven time period, 

£2.00 would be donated to the c/;larity (the time 

period in this case was three weeks). 

The larger charity organisations ,can, arrange 

media cover for yOl:!, the smaller Charities may 

need help from you. 

Don't kid ¥ourself 

gliding is Interesting _--:-"-...-0 

The media liked it, they need interesting items 

and don't kid yourself, gliding is interesting. 

Some other ideas to get your grey matter 

going: 

(a) Appeal to local businesses to pay for the 

underprivileged to fly. 

(b) A sponsored gain in height, distance or 

dur~ion.letthe newspapers discussthe problems 

the pilot will face - the safety aspect, 

previous club or world records etc. 

(c) Approach local ATC, SCoutgroups etc and 

arrange discount .air experience flights and 

lnvlte the press to cover the even!. 


_ 

I 

BGA IISTR,UC 'ORS' 

IISURA CE 

00 we need ,it A note for 

instructors 

The 1:lecision by the BGA Executive Committee 

to continue the instructors' back up insurance 

policy and to use the new instructors' rating 

reRewal fee to help pay the premium has caused 

something ofa stir around the Clubs. I don't propose 

to write about the rights and wrongs of the 

rating fee, but, as many people seem to be confused 

about the insurance cover, I have been 

asked to explain why we believe it is necessary 

and what it provides for you, the instructor. 

In aviation, as in every other walkof life, people 

are becoming more "claims conscious" and 

claims for personal injury and other losses or 

damage are increasing as a result. One reason 

for this is that people are being made aware of 

their rights as consumers, customers or individuals; 

another reason is that it is now generally 

assumed that a responsible organisation will be 

fully insured. People are often more inclined to 

make a claim if they think that it will be met by an 

insurance company rather than being paid 

directly by an individual or a small organisation 

st;lch as their own gliding club. 

How does this affect 

you, the instructor 

_ 

_ 

As an instructor, you1are uoooubtedly fully aware 

of the great responsibility you carry when 

instructing in the two-seater - a responsibility 

which encompasses your technical ability as an 

instructor and also your persona'! liability in legal 

andl financia'f terms if there is an accident. In most 

instructional situations, of course, your club will 

have insured adequately and you have nothing 

to worry a'bout on the financia" side. Or haveyou 

How sure are you 

-.00 you know that all your club's insurance 

policies are always fully up to date 

- Do you know whether the cover is adequate 

(£}m is now the minimum figure recommended 

,by mosl lawyers or ,insurance specialists.) 

- Are you sure that there are never any technical 

loopholes that the insurers could use to avoid 

liability For example, flying with an out of date 

C of A oroutside the ballast limitations, or flying 

in cloud without parachutes; there are a host of 

minor breaches of technicalities which insurers 

may use to avoid liability. 

No club instructor: can answer these questions 

with absolute confidence. 

So if your pupil is hurt in anaceidenl, makes a 

claim and finds thal the club ,insurance is inadequate, 

where does he look next To his instructor. 

Yes, you. Whether youare a full-time professional 

or a newly-fledged weekends·only assistant 

rating, it makes no difference - you are 

equally at risk. Some instructors already know 

this from the bitterexperience-of being sued by 

one of' their own pupils - the risk is a 'real one. 

Of course, if it is proved that the accident was 

not your fault at all, then yoU< will be all right, but 

let's admit 11, most accidents come down, to pilot 

error in the end. If you're the PI, on board, then 

you'rEtthe one who's made, the error of failing to 

take over in time, if nothing ,else. In any case, 

proving that it wasn'l your fault can be an expensive 

business. 

Now for the next question - "But I don't have 

any money, it wouldn't be worth anyone's while 

suing me." 

What about your house Your car Your share 

in a glider 

Oh yes, most of us who glide have enough, 

one way or another, to be worth suing. 

Going back to the risks you run, it isn't only 

when you're sitting in the back seat that you 

could be in trouble. How about sending someone 

solo; briefing them for their first long soaring 

flight; sending a Silver C hopeful cross-country 

In the last case we may not even be thinking 

about a club insured glider. 

"But I couldn'l be held liable if he prangs in a 

field 20 miles away!" 

,I'm afraid you could. If you made an error of 

judgment when you sent him off you could be in 

10r a claim if his insurance is inadequate to cover 

any damage done to a farmer's property. Suppose 

he, crashes on someone's house, or in a 

stud farm Both have happened. lit can be very 

expensive. 

This sort of liability - the general supervisory 

responsibility of the instructor - is something 

which your own Club's insurance is very unlikely 

to cover. It is quite difficult insur,ance to buy and 

YOl,l cannot .assume that you are protected. 

This is where the BGA policy comes in. It is 

designed to cover every rated instrLlCtor for: 

-liability to a ,pupil or anyone else arising out 01 

an accident in a two-seater. 

- liability to any third party arising outof an error 

of judgment made in the "supelVisory" role. 

In other words, if you are a BGA rated instructor 

and you make a mistake in dealing, with any 

instructional matter, if there Is no other insurance 

policy to cover you, the BGA policy should be 

available to you. 

There is one note of caution. This policy has 

been negotiated on the assumption that clubs 

and a/l aircraft continue to carrY full third party 

insurance. The COVer available is quite limited 

(£~m in anyone year) and so the policy is only 

viable as a "back-up" to fiU the gaps left by other 

policies. Clubs should akeady have been contacted 

on this point direct by the BGA office. We 

will try to negotiate imprOVed terms 00 the policy 

by the time the next renewal date comes.round. 

In the meantime the policy shoUld enable us all to 

sleep a bit easier ,8t nights. 

23

MIKE JEFFERYES 

IITER 

CLUB 

LEAGUE 

A11 seven Leagues were enthl,lsiastically 

represented in the 1,985 League fina'! from 

August 24-26. Many thanks to Booker, oUfhosts, 

to Paul Bryce (director) and Chris Rowland 

(scorer) and to Brian and the rest of his team for 

the time they devoted to giving us a memorable 

and enjoyable weekend. Three ,contest days 

were achievedl in better weather than many had 

experienced during the earlier contest weekends 

of the season, 

At short notice in early ',85 the Eastern league 

were pleased to welcOme RAF Marham (Fenland) 

Into'the tray, the first RAF participants in the 

League, Their captaln, Marlin Durham, was their 

only representative on our first meel at HusBos, 

and won the Pundit Class scoring 5pts. We were 

therefore somewhat anxious when they produced 

a full team at Sa~by. To our relief tlieir 

combined efforts on this second weekend lollowed 

the trend established by their captain 

they scored a total' of 5pts again. However, I'm 

ashamed to confess being obliged to SCOre them 

equal first with Coventry when- it came to bar 

frolics! 

They fielded their heavy artillery lor the 

weekend at Dunstable in the shape 01 their new 

Open Class National Champion, Ken: Hart1ey. He 

was put off as much as most of ttlerest of us by 

the pOor weather and landed back after a prolonged 

local scratch. JJ's task aimed us twice 

round an'87km triangle, and the majority of pilots 

landed back, or landed out within 2Okm. Hours 

later it was rumoured that local Pundit, John Car- 

John Bridge's crew, Arianne, with Ns Jantar prior to launching on Day 3. Photo: Mike Jetferyes. 

The '985 winners. From left 10 right: Maggie and 

Dave Clews,

trel19) of SouthdowAwith Dave Findon (Nimbus 

2) of Avon 2nd. "J1he Intermediate task, 110km 

O/R to Enstone, was also won by SOuthdown, 

lan Ashdowll (Kestrel 20), with Brendan 

Sargeant (DG-1 01) of Norfolk in 2nd place. several 

Novices landed out in ,bold attempts to reach 

their TP, OxfOfd (Headington), for a 62km O/R, 

but no contest resulted. 

lanAshdown 

still winning 

Sunday saw a surge of effort by Booker. Chris 

Rollings (ASW-20) won the Pundits 164km 

Thame, Henlow, ~uckingham qtJad, with 

Angelos Yorkas (Jantar 1) of Usk in 2nd place. 

Booker's Graham McAndrew (Pegasus) landed 

at the lirst TP of the Intermediate.s' 145km, 

Thame, Henlow, Thame task. Two aerotows 

later he re~started (if that's allowed) and came 

2nd - anc! if Ws not allowed then Mark Newland 

Smith (Ubelle) of Essex came 2nd (at his first 

attempt!). Intermediate winner for the second 

day running was lan Ashdown of Southdown. 

EIooker played another jOker in the Novice task 

-1OOkm Tharne, Dunstable, Thame. Peter Wells 

beat his nearest rival by 30% on handicapped 

speed, while the organisation argued vocifer- 

_ 

~ovice finisher; won the 125km O/R to South 

Marston and brought Southdown up into 1st 

place for the weekend in the Novice Class. Gill 

Dalgleish (K-6E) 01 Booker was 2nd. 

Garry Humphries (Cirrus) won the Intermediate 

1ask, a 150km triangle, Blakehill Fanm, SOuth 

Marston, and put Usk 2nd tor ,the weekend In Ihe 

IntermediateClass. lan Ashdown was 2nd tor the 

day, retaining a significant overall lead for 

Southdown ,for the weekend in the Intermediates. 

Only the Pundits prevented -Southdown winniAg 

all three Classes. The 321 km triangle, 

Waterbeach, South Marston, was won for 

Sooker by BrianSpreckley (ASW-17) who then 

talked John Bridge (Jantar 1) into staying up late 

enough 10 get home in 2nd place for Essex. This 

put Essex into overall lead in the Pundit Class. 

Craig lowrie achieved suffiOient distanc.e and 

score in 3rd place to put Southdown 2nd for the 

weekend,ln the Pundit Class - and, together with 

their 1st place tot the weekend In both the Intermediate 

and Novice Classes, into a.commanding 

overall team lead tor the weekend. 

Congratulations to Southc.lQwn - Inter league 

Champions for 1985 by an Impressive margin. 

The 1986 Final 

This put Coventry, London and Essex within 

one point prior 10 our tast weekend of the· season 

- sorry HB that this clashed with your Standard 

Nationals preventing you sendingl a full team. 

We'll plan our timetable more carefully for this 

year. 

The Eastern league didmeet at RAF Marham, 

but not as ascoring. weekend, and: Crowland and 

Norfolk were able to join us. Saturday was a DO 

contest day won by Eric Arthur of Crowland. No 

soaring flights commenced before 1500hrs and 

by this time aspot landing oompetition had been 

declared. "Woody" Woodhouse (Norfolk) windl 

launched and surprised himself by soaring. On 

his return he failed to find the spot which had 

meanwhile been moVed! Sunday's weather was 

less soarable and several serious attemptswere 

made at the world individual daily launch total 

record - our thanks to RAF Marham and the old 

bus winch! 

Ambitious tasks 

but slow start 

ously that the organisation's word was final Olil 

such matters as whether Novices should be 

allowed to compete ,in PIK 20s! The 2nd Novice 

was 'Aa~ Noon (SF-27) of Newark & Notts. 

Most ambitious tasks were set for Monday's 

initiallorecast, but these fell back with the slOw 

start to the day, [lava Clews (K-6E), the only 

During the 1985 final we received lwo invitations 

from clubs eager to host the finals· in the next few 

years. One was$outhdown at Parham near 

Brighton - this would give some a long journey, 

but they assure 'Us that the new motorwaYl! are 

making life much easier. The other was Avon 

Soaring Centre at Bidforc! on Avon. 

Anyone with strong views for or against, 

please let me know before plans are finalised. 

Copies of the rules, other information, advice, 

enoouragementand sympathy ate all available 

,from me at 15 Sycamore Way, Chelmsford, 

Essex CM2 9lZ, fel 0245 261145. 

John Bridge (Essex) in his .Jan'8/' wa~ing 10 launoh 00 ,he Sunday, his practice day! Photo: Mike Jefferyes. 

The Final 

The seven clubs competing in the final were 

Booker (Southern league), Southdown (South 

Eastern), Usk (Rockpolishersj, Newark &Notts 

(Northern), Avon (Midland), Norfolk (East Anglia) 

and Essex (Eastern). 

Saturday's PUndit task was 148km O/B to 

Moreton in the Marsh won by Craig lowrie (Kes- 

FebruarylMarch 1986

Levels of Servioe membership in RAFGSA 

clubs have been a matter ·for some concern in 

recent years·. There have been frequent complaints 

about the difficl,l~Y of recruiting young 

Servicemen into the gliding movement, and of 

then retaining them. It is gener'ally felt thal the 

average age of RAFGSA members is increasing, 

and that the pyramid of experience is becoming 

distorted, with experienced soaring pilots outnumbering 

8o-initjos. Trends such as these, if 

substantiated, would have serious implications 

for the future functioning of the Association and 

it is therefore important to establish a soond factual 

basis for management decisions. 

Available statistics have been examined in an 

attempt to ident~y recent trends in ·the size and 

structure of RAFGSA membership, determine 

"kely causes for these trends and point out their 

possible consequences. 

Tme aim of Ihis paper is to identily ways in 

which any undesirable trends in the membership 

of the RAFGSA can be reverSed. 

Size and structure of 

RAFGSA membership 

Ab-Initio training 

_ 

_ 

Total strength. Over the last 15 years, total 

RAFGSA membership has remained broadly in 

the 1100 t@ 1400 range. Sudden changes mave 

usually been attributable to the closure or opening, 

ofa club. The last reported total membership 

figure (February 1984) was 1291, which is 

entirely ,in line with the average historical figure. 

There is therefore not yet any clearly identifiable 

declining trend in total membership. 

Ab-lnlUo membership. Reported ab-initio 

membership levels have varied historically in 

the range 100 to 400. Again, there is no clear 

downward trend. The last reported figure was 

299 (February 198'4). However, it is clear that 

there is a large discrepancy between the presolo 

figures reported and the numbers actively 

under training. 

Experienced membership. There appears to 

be some statistical substance in the notion that 

experience levels are increasing. Whereas ten 

years ago, twice as many unqualified solo pilots 

were reported as pilots with Silver C or better, 

the proportions are now reversed. There is no 

doubt that gliders with better performance make 

it easier for inexperienced pilots to obtain certificates,' 

but there does appear to be a clear 

centre of gravity shift towards the experienced 

end of the spectrum. 

First solos. This impression is strongly reinforced 

by the figures for first solos - RAFGSA 

produced fewer lhan .half as many new solo 

pilots In 1983 (102) as in 1973 (234). In 1978 the 

then Air Member (Fit Lt John Williamson) drew 

allention to the RAFGSA's declining productivity 

and called fOl' the trend to. be reversed. Far from 

this happening, the decline has continUed 

unchecked. 

Just oiler half the clubs said they had some 

difficulty in recruiting Servicemen, but more 

reported problems in retaining them. Eight out of 

ten clubs ident~ied tile pre-solo stage as being 

the period when most members left. 

RAF G IDING 

IRENDS 

The RAFGSA has been aware of certain trends In their 

movement which have been a cause for concern. These tre.nds 

are a mirror Image of those Within the civilian movement that 

have beE:n a cause for discussion In recent months. However, 

their suggested soluttons are In some Instances radically 

different and this precis of Sq ldr Max Bishop's paper by John 

Holland, chairman of the BGA Development Committee, 

should provide much food for thought and discussion. 

When asked how long it Ilad taken for recent 

pilots to go solo from starting training, clubs 

reported, periods ranging from 21j~ weeks tQ 13 

months. The average 'period was 16 weeks. 

Assuming 64 launches as average needed for 

solo, this works out an average of four 

launches/week. Clearly, there is much scope for 

making ab-initio training more intensive. 

Causes ot pre-sofo 'Wastage ... 

Club managers were asked to assign a 

degree of Importance to each of a number of 

factors commonly dted as being responsible for 

~he AAFGSA's failure to retain new members. 

Their answers revealed the following perceived 

order of importance: 

a. Alternative attractions 

b. Family COlllmitments 

c, More time spent grou nd 

handling than flying 

d. Inhospitable atmosphere for 

newcomers 

(14pts) 

(13pts) 

(11 pts) 

(1 0.5pts) 

e. Poor accommodation on site (9.5pts) 

f. lack of transport to sites (7pts)· 

g. Service commitments (5pls) 

When Irl'vited to list an.y other contribu,tory factors, 

clubs mentioned the- following: 

a. High ,launch and membership fees. 

b. Low Instructor availability, caused by lack of 

recognition by service authorities of the importance 

of the task. 

c. Boredom at the launch-point; requirement to 

spend long periods 0f time on the airfield fOl" 

very Iillle flying .. 

d. lack of proper two-seater training list. 

e. Boor continuilyof instruction -pupils fly 

with too many different instructors. 

The RAFGSA has become more and more 

top heavy, and as experienced pilots leave it will 

decline. in size lunless appropriate countermeasUres 

are introduced. Whereas in the early 

1970s about one fifth 01 the total RAFGSA 

membership at anyone time had gone solo in 

that year, the proportion Is now less than one 

tenth; It will not be long before we start to see a 

marked decline in total membership, with attendanl 

serious implications for financing, size of 

fleet, number of clubs and capacity to manage 

the clubs and, the Assoclatiol1l. There is therefore 

an urgent need tQ tackle the causes of presol,o 

wastage ident~ied above. The internal factors 

will be treated first. 

Accommodation. Good on-site accommoda 

(iOA was considered by ,clubs to be a moderately 

Important factor in ,retaining members. 

Inhospitable atmosphere. Clubs frequently 

referred to the growth of cliques which made for 

an atmQsphere hostile tQ newcomers. Club 

managers need to take specific and effective 

steps to make newcomers feel at home, to prevent 

·the development of cliques and to ensblre 

that "pundits" comml:micate their expertise tQ 

others in a sympathetic manner. A properly 

organised "buddy" system WQuld be a great 

help in shepherding newcomers through their 

first weeks 01 gliding Club membership. 

Boredom at the launch point. Many new 

members are put off by the fact that they are 

expected to spend long ,periods of time on the 

airfield, ground-handling or merely standing 

around, waiting for 'occasional five minute 

flights. It has long been an established canon of 

RAFGSA law that all, or most, 01 the day must 

be spent on the gliding field, despite the fact lhat 

there is not normally work for more than about 

six people at anyone time. fhis is calculated to 

put oI:f all but those who

RAF GLIDING TRENDS 

tasks (by their "buddies") and then encouraged' 

to practise them, and ab-initios must be given a 

satisfactory amount of flying on eacl1 day (nine 

winch launches is probably about tight, six is a 

minimum). A "duty crew" system could be instituted, 

whereby the number of people required 

fa safe and efficient gliding operations would be 

nominated on a roster for each day or hall-day. 

Those nominated would be required to remain 

on Ihe field and other members would be free to 

come and go at will (although they would l'lOt 

necessarily retain their place on the flying list if 

they absented themselves). 

Continuity of Inslructlon. Lack of instructional 

continu~y is often attributed to the "whole·dayattendance" 

principle. Far more effective use of 

resources would be made if one two-seater was 

dedicated on any half-day to two (or at the most 

three) Instruetor/pupilpairs. Both instructors aoo 

pupns would then know that they wou'ld do'Six or 

nine launches in a ,space of about four Ihours, 

and would organise themselves. accordingly. 

This wOUld imply that at anyone time there 

WOuld be a limited number of students on the 

official ab-initio training list. The number would 

depend on how many two-seaters were available, 

and on the club's launching capacity. 

Those on !he waiting list could have passenger 

rides, but would not be required to pay a full 

subscription until they started formal semi 

Intensive training. 

This system would be far more satisfying for 

Instructors, who would follow the progress of 

individual students rather than sitting in a twoseater/or 

mine or t2 trips in a row, with three or 

four different students, of whom their total knowledge 

is gleaned from brief comments scrawled 

on a training card. 

Family cQI11mltments. Several clubs made the 

point that glldirl§J, as currently organised, is difficult 

to reconcile with normal family life and that 

even girlfriends are reluCtant to sit around on 

airlields all day. 

This problem can be approached in, two ways. 

First, gliding clubs can be made more attractive 

places for wives, girlfriends and families to 

come to, and secondly (as already discussed) 

members should be allowed to attend ,fClf shorter 

periods of time. New members musllilot be 

allowed to feel under pressure to commit all 

their spare time to gliding.. Most often this pressure 

is applied not so much by instructors and 

club management as by rank-and-file' hardcore 

members. They must be thoroughly briefed on 

the dangers of putting mewcomers ,olt. Some 

clubs have already made great effoos to 

improve clubhouse facilities so as to attract 

non-9liding family members. Videos, colour TV, 

barbeques, 'comfortable furniture and attractive 

decor are amongst the potential attractions 

WhiCh club management should evaluate. 

AI'erna.lve aUractlons, Glubs mentioned the 

following specific activities as being in direct 

cempetition With gnding, sailing,. wind-surfing, 

sub-aqua, parachuting, power flying, winter 

sports and mountain activities. The Sports 

Board is not aware ,that any of these associations 

is faced With declining membership. All are 

chanenging, individual activities sharing many 

characteristics with gliding, but ollering to those 

participating a much higher ratio of active time 

to total time invested. If the RAFGSA is to compete 

effectively with these other associations, 

and with even less productive leisure activities, 

it must try to eliminafe the lrustrations, the 

time-wastingl and the inefficiency of our present 

training machine. 

Semi-intensive training 

A semi-.intensive system 01 training, with 

pupils allocated to particular instructors for 

half-day sessions and no obligation to stay on 

the airfield afterwards would help beginners 

reach, solo standard more quickly and encourage 

the development of intrinsic motivation. A 

financial ililcentive could also be considered, 

since some pupils might not feel able to' pay for 

nine or more launches/day. A block fee of, say, 

£60 could be charged for a semi-intensive 

course to solo standard lregardless of the 

number of 'launches required). The fee could be 

paid in instalments (eg £15/month for 'four 

months). To encourage regular attendance during 

the ab-initio training period, a credit of, say, 

£10-£t5 could be:allowed towards luture flying if 

the student went solo within, three months. 

Credit would also be allowable if the, student 

went solo in fewer launches than the course fee 

would have bOUght al normal clUb rates. Students 

would not be accepted for a semi 

Intensive course until they hadl had some air 

experience rides and one of the limited number 

of places became, available. 10 ease the initial 

financial burden anlilual membership fees would 

only become payable once a student had gone 

solo. Loss of income to clubs should be offset by 

advance payment of block fees. At a rate of nine 

launches/day the average ab-initio should not 

require more than about eight sessions to go 

solo. Given financial and other incentives the 

majority of students should achieve this within 

three months 'about 24 possible weekend flying 

days, allowing eight for bad weather and eight 

for other activities). 

Conclusion 

Overall RAFGSA membership has not yet 

started, dec1inil19", but it soon will. The stl1Jcture 

of the membership is becoming distorted 

because not enough neW members, are being 

trained tQ solo standard. This is largely due to' 

problems in retaining new rnembers rather than 

recruiting them. The IRAFGSA has ample training 

capacity (in terms of trainingl aircraft, instructors 

and launching facilities), but the capacity is 

not being Used effectively. levels of productivity 

(ie the nurnber of solos compared with the 

number of training launches) have declined 

dramatically in tile last ten years. There is a lot 

of wastage during the pre-solo. 

Recommendations 

It is recommended that the Executive Council 

should 9,IIIe consideration to the following 

measures: 

(a) Seeking- General Council approval for a 

stan.dard RAFGSA, ab-initio training pattern, 

baSed on the principle of the semi-intensive 

course, and comprising: 

(t) A series 01, half"'

ANNUALSTATISTlCS - OCTOBER 1,198410 SEPTEMBER :30,1985 

GLIDING CLUBS AIRCRAFT ALL NO. OF HOURS CROSS- MEMBERSHIP Estimated 

LAUNCHES AEROTOWS COUNTRY 

0> 

No. of 

~ KM ~ Temporary 

.D '" .D 

::> ::> 

0 0 

'" 0> 

.~ ~ Members 

0 

::> 0 

a. ~ IT: Z 

ALBATROSS 1 1 0 0 0 0 0 0 0 67 0 

ALTAIR 4 0 5 0 2040 0 278 274 15 0 122 

ANGUS 3 2 4 0 3069 0 431 352 56 26 200 

AQUILA 2 1 6 1 1652 800 359 500 39 0 160 

AVON 2 3 20 2 5300 5300 8500 70 10 

AVRO 4 2 0 0 4278 0 614 120 81 400 

BATH & WILTS' 2 3 20 3 3999 697 1475 7435 110 9 262 

BLACK MOUNTAIN 3 1 10 1 1600 - 2500 N{K 70 0 420 

BLACKPOOL 2 3 20 0 2814 0 1592 973 112 41 400 

BOOKER 10 11 60 8 13000 13000 11000 150000 420 0 2300 

BORDERS 2 1 12 1 2291 2204 1398 2200 63 9 123 

BRACKLEY 1 0 8 0 6019 8 1093 618 71 5 510 

BRISTOL & GLOUCESTERSHIRE 3 3 30 2 7566 4245 2677 27044 242 49 882 

BRITISH AEROSPACE 1 0 0 0 90 0 52 2150 12 0 15 

BUCKMINSTER 2 2 13 1 3402 2724 1181 12885 81 0 731 

BURN 3 3 19 2 5967 1825 2005 6850 132 680 

CAIRNGORM 2 0 5 0 996 25 260 1100 37 - 198 

CAMBRIDGE 4 4 34 2 7716 2201 3606 38401 165 47 1194 

CHANNEL 4 1 3 0 6286 0 1113 N/K 66 5 913 

CONNEL 3 2 1 0 1750 0 510 2600 30 - 490 

CORNISH 3 2 2 1 2765 112 480 0 49 40 261 

COTSWOLD 3 2 30 0 7900 0 2500 21000 163 90 960 

COVENTRY 6 4 54 6 8012 5793 3976 51000 297 18 357 

CRANFIELD 1 1 14 2 1255 1255 492 1500 63 0 162 

DAA,TMOOA 2 0 3 0 0 789 68 0 26 0 205 

DEESIDE 3 2 11 2 3580 3580 3571 N/K 132 2 294 

DERBY & LANCS 3 4 26 0 6703 0 2791 6550 148 100 974 

DEVON & SOMERSET 3 3 25 1 8873 808 2630 5366 191 76 806 

DORSET 3 3 10 1 4255 672 776 1500 110 29 300 

DUMFRIES 2 0 4 0 334 0 127 1200 23 0 30 

EAST SUSSEX 2 2 14 1 6007 574 1022 4500 139 50 920 

ENSTONE" 2 1 9 1 3440 520 2672 42336 60 5 180 

ESSEX 4 1 30 1 8633 800 2690 36000 205 5 2370 

ESSEX & SUFFOLK 2 2 I 12 2 2372 2372 1162 3000 101 0 438 

EYE FLY 2 0 , 2 1 480 80 103 207 25 0 19 

HAMBLETONS' 2 4 2 1 2927 523 857 8100 80 0 0 

HEREFORDSHIRE 3 0 10 1 1500 1500 1000 1500 67 0 155 

HIGHLAND 2 3 5 0 3474 0 597 700 48 2 364 

IMPERIAL COLLEGE" 0 3 0 0 300 210 2700 45 15 

INKPEN 2 1 7 1 1250 1250 570 7500 55 6 718 

KENT 3 3 30 1 9000 3570 9780 4800 230 17 1662 

LAKES 2 1 7 1 N/K N/K N/K N/K 35 0 70 

LASHAM 8 0 120 6 34449 13066 14650 195860 680 140 3580 

LONOON 5 6 78 4 17496 7284 6572 50000 338 75 4329 

MARCHINGTON 2 0 15 1 1492 1392 849 1684 50 10 290 

MENDIP 2 3 12 0 3950 0 770 58 0 350 

MIDLAND 3 3 22 1 10304 109 4451 6966 227 71 1361 

NENE VALLEY 1 1 5 0 1474 0 169 200 30 5 250 

NEWARK & "lOnS 2 2 9 0 3629 0 500 2008 70' 0 408 

NEWCASTLE & TEESSIDE 2 1 5 0 1170 0 N/K 32 - 150 

NORFOlK 3 2 26 2 4186 3631 2132 15000 162 35 465 

NORTHUMBRIA :) 2 23 1 1434 560 507 500 96 11 200 

'NORTH DEVON 7 1 6 2 3025 485 1110 45() 15 1'0 2850 

NORTH WALES 2 1 2 0 1951 0 219 51 0 41 

OUSE 2- 2 21 1 6595 679 982 6000 1'25 35 1150 

OXFORD 2 3 13 0 4474 0 960 3628 75 4 260 

OXFOF!DSHIRe SPORTFtYING 2 0 0 0 1480 0 1537 80000 40 I 0 25 

PETERBOROUGH 3 1 11 2 1745 ' 1745 710 4500 64 2 348 


ANNUAL STATISTIOS - OCTOBER 1, 1984 TO SEPTEMBER 30, 1985 

RAf (Bedford) 0 0 6 1 324 324 170 N/K 14 6 4 

RAffiESOON 2 2 9 0 2900 30 550 1000 60 0 80 

ROYAL AIRCRAFT ESTABLISHMENT" 2 3 5 0 3439 0 946 3100 48 12 15 

RSRE 2 2 1 0 1303 0 196 150 21 11 50 

SGU 4 3 30 2 6305 4013 4292 255 890 

SHAlSOURNE 2 1 l2 0 2540 0 43a 43 - 185 

SHROPSHIRE 0 0 12 1 660 660 995 l2893 30 0 20 

SOUTHOOWN 2 3 24 2 6066 3764 3126 30115 216 57 495 

SOUTH WAlES I 2 2 20 l 4300 1000 110G 6700 lOO 0 370 

STAFFORDSHIRE 1 2 3 0 2467 0 393 180 72 5 230 

STRATFQRO ON AVON 3 1 NfK ~ NIl< ~ 84 10 150 

STRATHCLYDE 3 1 0 0 700 50 125 20 40 2 130 

. 

STRUBBY 3 1 7 1 3636 34 200 0 41 0 141 

SURREY HILLS 3 2 0 0 478 0 142 0 58 1 1 

SURREY & HANTS 0 11 included in Lasham's return 2311 52 0 

SWINDON 2 2 8 0 1466 41 298 NfK 34 3 73 

TRENT VAlLEY 2 3 16 0 4805 10 1132 6500 80 2 370 

ULSTER 2 1 7 1 1500 1500 600 500 45 0 333 

UPWARD BOUND TRUST 3 0 2 0 1560 0 166 0 25 0 245 

VALE OF NEATH 3 0 9 1 2580 200 580 N/K 38 - 100 

VECT18 1 1 0 1 190 184 60 200 27 0 25 

WELLAND 2 2 5 0 2419 0 283 1000 44 9 240 

WEST WAlES 3 0 8 0 1250 7 210 60 30 10 240 

WOl.O& 4 1 15 1 8223 392 1260 5443 155 21 1786 

YORKSHIRE 3 4 42 2 6300 3400 11000 12500 284 27 530 

CIVILIAN CLUB TOTALS 221 169 1186 81 327360 101787 34678 909678 8397 1436 44003 

•No statistiClf rfJCelved, 

last }'liar's lIgures used. 

ROYAL AIR FORCE GSA 

ANGLIA 2 2 4 0 3654 3654 456 1285 62 0 200 

BANNEROOWN 3 4 6 0 6494 74 1512 12053 80 15 116 

BICESTER 6 7 17 4 16094 5378 5062 36597 250 10 800 

CHILTERNS 2 3 2 0 3333 39 661 892 44 0 165 

CLEVELANOS 2 3 14 2 3285 1833 1114 17850 137 0 204 

CRANWELL 3 3 8 1 6151 353 1231 3083 125 0 300 

FENLANO 2 4 3 0 4745 107 828 5618 92 0 150 

FOUR COUNTIES - 

3 3 7 0 6347 81 1320 15552 89 7 314 

FULMAR 2 3 1 0 3744 289 705 1486 48 5 200 

HUMBER 2 3 3 0 3452 19 516 2391 56 0 170 

WREKIN 2 2 5 1 5546 520 1214 2128 100 0 500 

ARMY GLIDING ASSOCIATION 

KESTREL 2 4 4 2 4012 308 763 1690 110 25 300 

SOUTH WEST DIST (Wyvem) 2 4 6 1 6237 204 1248 8018 120 0 135 

ROYAL NAVAL GSA 

CULDROSE 3 2 2 3 1659 905 339 500 39 3 300 

HERON 2 2 5 2 1356 840 495 4521 50 5 200 - 

PORTSMOUTH 5 5 4 7 3460 2476 853 1015 200 50 40 

SERVICE CLUB TOTALS 43 54 91 23 79569 17080 18317 114679 1602 120 4094 

, 

CMLLAN CLUB TOTALS 221 169 1186 81 327360 101787 134678 909678 8397 1436 44003 

GRAND TOfAL 264 223 1277 104 406929 118867 152995 1024357 9999 1559 48097 

February(March 1986 29

BGA &GENERAL NEWS 

FROM THE 

SECRETARY'S DESK 

Barry Rolfe, BGA administrator 

The Executive C0mmittee were heavily 

engaged during NOvember and December with 

the question of insurance cover against liability 

for rated instructors, and.lerms for ,renewal of 

the BGA block poliCy for 1986, Our ,insurance 

advisors were cOASulted, and all member clubs 

were ,circulated. with proposals during October 

to which just over 50% rep'lied. 

Steeply rising charges in the aviation insurance 

market have in lhe end ruled out the possibility 

of l,he BGA taking out "fronlline" cover 

for 1986 10 protect ,all instructors and we have 

instead renewed the previous "back up" cover 

which provides insurance to fall back on if for 

some reason the insl,rtlctor is I10t properly 

covered by his club. We have also advised 

clUbs of a suitable clause which should be 

inserted in all glider Insurance policies in futur,e, 

at little or no cost, in order to maximise the 

instructors cover against liability incurred whilst 

flying. This will be raised at the AGM in March 

with a view to making it an operational regulation 

in future. 

The BGA "Back up" policy is still required to 

give cover under certain circumstances which 

are explained in an artide by Diana King on 

p35. TO renew this Insurance for 1986 and give 

£250,000 worth of cover we have been faced 

witA a premium of 66% over last year and a 

charge of £7,500. This amount will be mostly 

funded from the £5 annual renewal fee per 

instructor which was invoiced to all clubs in 

January. The whole position will be f'eviewed 

by the Executive durir'1g the course or the year 

in the hOpe that an improvement in the liabmty 

cover offered 10 instructors under the glider 

policies may lead to a reduced premium 01 the 

BGA "back up" cover, If still reQuired, in 1987. 

At present the BGA officers and Executive 

Committee are spending a 101 of lime on the 

early stages' of :prepariAg a "Forward Plan" for 

gliding which projects the association's actiVity 

and finances through to 1990. We receive considerable 

assistance from llie Sports Council 

towards the cost of coaching and administration, 

international' teams etc and direct to cl ubs 

for purchase first flew "Ztigling" and "Hols der 

Teufel" gliders at the age of 1.5 and gained 

Silver C No. 221 In 1936. He jOined Akaflleg 

Darmstadland graduated in 1938. 

He worked for the German Research Institute 

for Soaring (DFS), carrying Ollt flight tests 

on the 028 "Windspiel" and 1030 "Cirrus". After 

the wal, he worked with I..ippisch, and Klemperer 

on an early delta aeroplane, When soaring 

re-started, he was employed by the German 

airworthiness authority on sailPlane testing 

and latterly', 'until his retirement, by DFVLR. 

Hans has flight tested an,astonlshfng 'number 

of gliders and his reports are universally 

respected for their honeSty and BCClKacy. He 

has continued his attachment to the Akafliegs 

and the encouragement of student enthusiasm 

throu,ghout his ,career. He has been most active 

in OSTIV and' had a major influence on the 

development of the Standard Class and on 

motor gliders. His lectures display his immense 

experience and a very individ'ual sense of 

humour. 

GLID'ING 

CERTIFICATES 

In the autumn's migratory rush across 

devolutionary boundaries to Aboyne, Portmoak 

and' Talgarth in search of wave, no one 

temembered to tell Richard Short that the 

lhermal season had finished! On November 2 

he soared his l-Spatz 57km trom MiddletoD, 

Leicestershire off a wire launch, to complete 

his Silver Badge on the day his clUb, WeUand, 

celebrated its 301hanniversary. 

I1 would f'emino official observers and pilOts 

attempting Oiamond QOal that -the reqUirement 

specifies a Closed circuit Irom a departure point 

and finishing at ,the same departure point. Last 

year a number 01 Diamond goals were rejected 

where pilots released some distance from their 

base airfield w'helilthis was the ~clared finish 

point. 

The departure ,point must be pre-declared 

and tan take the form of a defined feature such 

as you would1 emp'loy as a TP,or it can be a 

startline no longer than 1km. To establish ,8. 

valid departure, you must release from aerotow 

or wire launch over the departure point, or be 

observed crossing a startline, or simply lake a 

SAILPLANE & GLIDING

BGA & GENERAL NEWS 

photograph (as you wou'ld if declaring a remote 

departure-cumcfinish point). Tne photograph 

zone in al such cases Is based on the bisector 

of the angle forming the triangle or O/R course 

you are claiming. 

Gordon Camp, FAI certificates' officer 

ALL lliREE DIAMONDS 

No. Name Club 1985 

203 A. DurtJin Inkpen (in USA) 26.5 

204 M. E. Carter Yorkshire 28.5 

205 C.J. Mayhew Lasham (in France) 17.7 

DIAMOND DISTANCE 


1/312 A.Durbin Inkpen (in USA) 26.5 

1/313 C· C lyttellon Booker 28.5 

1/314 M. E. Carter Yorkshire 28.5 

1/315 C. J. Mayhew Lasham (in France) 17.7 

OIAMONO GOAL 


211457 P. S.Wybrow in USA 20.6 

211458 D. Richardson Booker 28.5 

211459 S. A. Foster Cambridge Univ. 6,7 

211460 B. M. Jones Phoenix 7.7 

211451 11. B. Judkins Imperial College 6.9 

211452 N. H. Wall Bristol & Glos. 7.7 

DIAMOND HEIGHlI 


31700 A. C. Garside Kent 1.9 

31701 R W. Smith Ken' 29.9 

31702 J. M. Ley Essex 1.10 

31703 G. Richards Kent 3.10 

3/704 RA. Hall Oxford 4.10 

31705 G. H. Keales Deeside 29.9 

31706 M. F. Cuming Booker 7.10 

31707 Mary Chal1en-Green Bicester 7.10 

31706 P.Davi. Lasham 11.10 

31709 V. J. Spencer lashalfl 11.10 

31710 M. J. Philon Booker 23.10 

31711 G. E. McAndtew Booker 23.10 

GOLDBAGE 


1118 P. S Wybtow in USA 20.6 

1117 D. Richardson Booker 28.5 

1118 M. B.Judkin. Imperial College 6.9 

1119 S. C. Foggin Swindon 28.8 

1110 Cynrhia Chambers Lasham 7.10 

1111 S. M. Turner Southdown 7.10 

1122 M. R. Dewson Bannerdown 10.10 

1123 Jane Turner Southdown 11.1'0 

1124 G. Richard. Kent 1.10 

1125 M. J. Sesemann Kent 1.10 

11211 S. D. Wrighl Heron 1.10 

1127 G. WiIson Surrey & Hants 11.10 

11211 W. J. Murray Inkpen 23.10 

11211 J. P. Asl1ctoft Wyvern 20.9 

GOLD HEIGHT 

NImI Club 1985 

'- C. Foggin Swindon 28.8 

Q. E. Jolv1son Kent 1.10 

ItW. Johnslon SGU 3.10 

GllIIl Bull Essex 3.10 

AnnJohnson Kent 5,10 

Cynlhla Chambers Lasham 7.10 

S.M. Turner Southdown 7.10 

U. R. Dawson Bannerdown 10.10 

_Turner Southdown 11.10 

J.S.McCuJlagh Surrey & Hants 11.10 

8. Rlchards Kenl 1.10 

It J. 5e8emann Kent 1.10 

'auI1naDay Bicester 1.10 

lO. Wright Heron 1.10 

C. M. Davis HeJon 1.10 

February!March 1986 

BGA ACCIDENT SUMMARY _ 

Compiled by KEITH MITCHELL, 

Chairman, BGA Safety Panel 

Rei. Gfider BGA 

8- Dale Pilot/Crew 

Place Summary 

No. Type No. E"' Time 

Age Injury PltHrs 

0 

"' 

59 K-13 3112 S 1.6.85 Old sarum 35 N 6mih V9r.J ear1v solo pilol. turned away from air1ield 

16.50 pUer ma~ng high final rurn. Height was lost 

rapidly. and beIng unable 10 return 10 airfield a 

downwjnd field' landing was made resulling in 

serious damage IQ port wing. 

60 ASW-19 2354 M 25.5.85 Enstone 22 N 142 Minor undercarriage damage c~used by heavy 

14.15 landing due to incomplete roundoot. 

61 Club ASIi' 2450 M 6.5.85 Farnborough 65 N 38 After flying a poor cramped circuit pilot made a 

18.00 bad approach and roond oul. Bounced twice 

causing minor" damage to underside skin a 

nose and tail wheel fairing. 

62 PIK 20e 2078 S 7.6.85 1 mileWol 44 N 1260 Pilot found himself in a serious overshoot situs- 

17.35 AxminSler tion during field landing. Overshoot lieJd was 

small so landing was made in a field to the righl 

which sloped downhill. Gfider cdlided with 

hedge on ground run. 

63 Skylark 3. 870 S 29.5.84 Trotton. 41 N 51 Field landing being made in young crop.. Sur· 

17.25 Nr. Midhursl face was 5011 and g~der slewe(l 10 right. left 

wing touched oown and Inertia caused, damage 

10 glfders centresettion. Anempledsoaring 

rmrieve inlo wind 'after downwind S~V6f dislance. 

No briefing by launching "C;:lub. 

64 ASW·15 1562 M 25.5.85 Cowdray Park 28 N 300 P~otserlected a gocxiJield and slarted approact1. 

14.45 saw a horse OUI at the corner of his eve and 

decided to land in adjacent fiel(l. This field was 

small c;md pilOt was Jawed to groundloop ta ,the 

left causing scratch damage to the urdersj~ of 

the YiAng. 

65 ASW·20F 2596 M 8.6.85 2V, m NW 21 N 245 Glider h~d landed out on private air$lrip. In an 

14,00 or Towcester anempted aemtow r.etr~e two ~ttempl~ were 

abandoned ,because d ·crosswm and long 

grass. 1\ third attempt was .made in • direction 

more into wind. The farmer running with w;ngtip 

held on too long and initiated a sW'ing developing 

into a groundlOOp. Pilot released arq br~ed 

bul could not prevent wing hining a po.st 

66 K-13 2610 M 29.5.85 Challock Pt 64 N 988 Simulated cable break. P2 turned: upwind rather 

12.45 P2 52 N 18 than downwind as expected by instructOf. P2 

made a fast crosswind ~andiii9 bouncing QVer 

rough ground. Oarnage caused to skid mount· 

ing. 

67 Pilatus 8-4 1849 M 17.2.85 Aston Down 36 N 63- After a cable break at about 300h pilot made a 

14.00 sertes of misjUdgments and mlstake:s which 

culminated in a fast heavy landing with the 

undercarriage unlocked. 

68 K-6E 1696 M 10.4.85 Tormarton 63 N 218 During high approach IQ( field landing pilot 

15.05 decided field lo leH was bener. 90- tum gave a 

strong downwind component so overshot and 

attempted to land in a third field with insutJicient 

height. 

69 Std Cirrus 2015 S 25.5.85 Broadway 29 N 991 , DUring field landing lin gusty conditions pilot 

15.30 closed airbrakes to land furtl1er into field. Airspeed 

was lost In iast 2011 and glider ianded 

nose down on main wheel drifting Ita the left 

Groundtooped 10 Ihe left. Pilot ""sure H glider 

wes stalled or h~ b~ gust. 

70 Bergfaike 4 M 3.4.85 Aston Down 35 N 248 , Previously cracked canopy broke u:p during 

PI N 40mln wj~h launch wilh clear vision panel open. 

P2 

(Note: Yawing wilh clea••lsio

ASS c6p-on mask 

limpllfiea operllion 

In flight. Over" 

dimensions: 1 .7.1 

...... ti,.-.·-.II 

• 14.1cm 

•••a. 

•••IIB 

, , 

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Introductory offer £87 inc. VAT, postage and packing! 

Tailored to your gliders performancecurve-3legs pre-programmable 

-.vou enter the start and turning point Coordinates, the Ml replies with 

distance and True Course. It then asks for wind speed, wind direction, 

ratEl of climb (Mc' and all-up weight. Compensati'ng for wind component 

on track. It'then computes speed to fly, time required and compass 

heading, for all 3 legs. And for the final glide the Ml tells you 

speed to fly, height required, time, heading, and when the thermals 

dry-upprematurely, enter your altitude end the M1 tells you how far to 

go before you'll need the undercarriagel 

Vel)' easy to operate. for full information send SAt to sole UK distributor: 

M1 Sales. 2 Ph.lpaClose. West Klngsdown. KentTN15 

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-. -- 

NEW! 

from JSW SOARING 

Flight planning folding ruler: 

- miles 8< kilometres 

- turn point template 

- metric ,conversions 

- cross-country check list 

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Also JSW Celcuiatorll £5.50 8< £9 

'!Dolphin' Verio conversions £30 & £48 

I VlIrio test kits £2.50 

Soaring GalTle (48K Spectrum) £8 

+ tubes, connectors, valves etc. for 

fastidious fettlers! 

clo LASHAM GLlOING SOCIETY• 

LASHAM AIRFIELD, ALTON, HANTS. 

HOg g ,ES(M~~ie~Yl 

SEGELFLUG BILDKALENDERS 1986 - still available £9.78 incl. 

also 

Batteries: Barograph Foils: Maps U and ~ mill all U.K.) 

Scales: Pr.otractors: Calculators: Knee Pads: etc. 

Films: Wing Tape: Gliding 'Postcards: Books, Books & Booksl 

U.K. Agent for 'Stro'Og' Lo-Po BackPack parachutes. 

S.A.E. for full price list (Incl. book list) 

144, Lythwood Road, Bayston Hill, Shropshire SY3 OLW 

0743 723885 (,Ansafone only) or 02514 5365 evenings 

C OF A OVERHAULS 

TO ALL TYPES OF SAILPLANES 

BY BGA INSPECTOR 

JOHN SMOKER 

9ANSON WAY 

BtCESTER, OXON 

Tel: Bicester 0869 245422 

RESTORATIONS 

and repairs to wooden gliders 

of all ages a speciality 

We are pleased to announce that 

\ WE5TLEY AIRCRAFT! 

have moved to a brand new purpose-built wor.kshop at 

CRANFIELD AI'RFIELD 

The complete glider service under one roof 

* Glass fibre repairs in carbOn, kevlar, glass, to all types of 

sailplane in our environmentally controlled wor1


T. J. JIgger. Kestrel 8.10 

Il D. W111ams Bicester 8.10 

6. WIIIon SlKrey & Hants 11.10 

H.c. rum. SGU 11.10 

IU. 0lIver Lasham 11.10 

W.J.loIurTay Inkpen 23.10 

A. P. HowIey in USA 7.8 

C.J.lIorrII Swindon 28.8 

RM.MIII Wyvern 17.9 

M.J.~ Booker 23.10 

D. A. Slewart Deeside 19.10 

D. Sewdon Lasham 25.10 

Il F. Fn..1her Wyvem 19.9 

J. P. AahcroIl Wyvern 20.9 

I.Wyer Deeside 13.9 

GOt.O DISTANCE 

Nnt Club 1985 

P. S. W(txuiI In USA 20.8 

D RIchardaon Booker 28.5 

.. A. Foate< Cambridge Univ 6.7 

D. M. JonelI Phoenix 7.7 

M. e. Judklna .Imperial College 6.9 

fdlma Bona., Wyvern 7.7 

Pi H. Will Bristol & Glos. 7.7 

R.VERBADGE 

110. N_ Club 1985 

7128 J. A. Cowl. SGU 15.9 

7127 G. R Bond Lashem 13.9 

7128 8.AmoI Booker 13.9 

7121 D. M. Ch8l1es Lashem 16.6 

7130 l D. Bool1 Kestrel 7.7 

7131 J.M.~rey Buckminsler 10.8 

7,. R. Andrews Midland 5.9 

7133 M. Slevenaon Marchington 6.9 

7134 J. F. MIh Cranwell 22.9 

7135 JI Burry Dorset 29.9 

71. M. K. Papwor1h Cambridge Unlv 29.5 

7137 F. P. 8ibby Avro 9.8 

71. A. P. Howley in USA 10.8 

71;11 C.J. Borrii Swindon 28.8 

11«1 A. D. w. HysIop Phoenix 6.10 

""1 

G. A. Hawkin. Bristol & Glos 11.10 

'1


DERR ICK RODDIE 

8- Pilol/Crew 

Ret. Glider BGA Dale 

No. 

'" Place 

Type No. ~ Time 

0 Age Injury PVHrs 

Summary 

85 Bocian 1834 S 18.6.85 Aboyne 36 N 7734 p~ placeecQs.sive 1atteral pJay on tail-plane. 

To be examined by inspector. 

91 Vega 2576 M 16.6.85 Bum AiF 58 N 1210 On ground run pon wing caughllonggrass bordering 

the runway. Ground1ooped through 180" 

breaklng the tailwheel and leaving stress mar1(s on 

the fUselage. 

92 K-6E 2527 M 27.2.85 ~m NE of 29 N 98 Pilot returning from 6hr flight realised fiektlanding 

',8.15 B,ookthorpe, 

was necessary and selected one of several fields 

Glos. 

I 

considered.. In spit" of a klng base leg and use cl 

full airbrake on approach touchdown was half way 

down Ihe length (>llhe ~eld and a groundloop was 

induced 10 avoid running into upwind fence. There 

was a down sk:>pe on the. ~eld visible from circuit 

height. (Note from AKt>!. Club look pilot back to 

''''Id in moW gfider ne'" day. Good.) 

93 SportVega 2792 I M 25.6.85 5nm NW Shob- 26 N 133 Pilot sought lift downwind of site. but encountered 

13.00 don AiF rather heavy sink. At 800ft he realised he could not 

reach base and elected tQ land in a cropped fiek:f 

as the only one ava~ab\e at that stage. A normal 

approach was made, but after touch-down the 

glider groundlooped 90' to port. 

94 Dart 17 1197 S 2.7.85 srn NE of York 43 N 705 Having ooled field from 1400ft pilot made flnal 

11.30 selection at 800ft. low wire9 were seen along 

downwind boundary and' approach W81 made 

over frees ak>ng ~ft side boundary. Trees proved 

htgheJ than wires, fordng touch-down wall into 

tieki. Groondloop became necessary to avoid 

running through upwind hedge. No overshoet fieid 

was availabte. 

95 Std Cirrus 1743 S 15.6.85 Huntty 46 N 1500 DeterioraHng weather caused pilol to gel too low 

16.45 over unsuitable terrain. Too low to go elsewhere 

he was faced with landing in a field with substantial 

slope. Approached 10 land diagonally uphilL At 

round oul he tried to parallel the slope but mjsiud9ed 

it. Wingtip touched. groundlooped, fuselage 

broken - possibly during short ground run 

backwards. 

96 K-6cR 2674 M 6.7.85 Weston- 55 N 35 Pilot found'himself low whilst attempting to ridge 

15.30 Super-Mare soar. Could not reach AJ F. landed in crop causing 

damage to tail area 0' glider. Inexperienced plkJI' 

oot Meted for flight. 

97 Kestrel 20 1685 S 28.6.85 Horspelh, 30 N 235 Cross-country pilot selected f",1d and commenced 

14.00 Nr Oxford circuit at 1000ft Approach was made with futt nap 

and variable brake. Pilot selected laU 'Chute 

deployed to shorten ground run, Right wingtip 

looched and glider grOl;l1d1ocped 180". taU faning 

first and tweaking fuselage and l elevator. then 

noseslruck cracking canopy. Tal 'chute had failed 

10 deploy. 

- f-- 

98 Janlar 2088 M 4.7.85 Readmire, 36 N 142 Glider ran into Iree at far boundary 0' 'ield during 

16.00 Yor1(shire field landing. 

-- 

99 Mosquito 2321 M 14.7.85 North Hill 25 N 570 After a long ground run glider became airborne 

17.00 with bw airspeed. A slop was caJled at the launch 

point as parachute appeared to be going over 

wing. launch was abandoned at 3O-SOtt but glider 

failed 10 round out causing damage to UlC. 

34 

TWO-SEATER 

'NATIO,NALS' 

Haye you noticed how all the best gliding 

club bar stories are about retrieves Well I don'l 

think t/;lis is necessaril¥ because t]1ey are the 

funniest or most exciting events, but because 

they are Shared between a Ilumber of people. 

The pilotcan unfortunately only revel In Ihis lonesome 

struggle with nature, without ever being 

able to fully Share the moments of true elation 

and despair (yes we have those too!). Ihaf is 

unless he flies a. ~o-seater. 

At tile Wolds GC we have something of a 

tradition of flying two-seaters cross-country, be it 

in task weeks, competition El'lterprise or Regionals 

(is the Nortnems ever quite the same without 

a Pocklington K-). We know then the joy of, 

being able to share the exhilaration of' a successful 

cross-country and also the more usual "how 

we nearly did it" feeling, as well as the retrieve. 

At'I()ther aspect is the value of theSe f1igh,ts to 

early solo and< Bronze C pilots, particularly in a 

competition which is a quantum leap from their 

usual club flying. It's also great fun andthe team 

spirit which comes from having the entire crew 

involved in the flying just has to be experienced. 

So a two-seater team has a loacf of' laughs; 

imagine then what a gaggle of two-seater teams 

thrown together on one airfield can come up 

with This was our View at Pocklington and why 

we are launching the first "Nationals" Two 

Seatef Competition, to be held from August 

11-115 on our site. By limiting, the entry to 15 

teams. flying only K-7s, K·1 Os and K-13s we will 

save the problem of handicapping and may 

satisfy those people who hanker after an 

Olympic Standard Class competition. 

The reason for choosing five week days is SO 

that those hiring clUb gliders won't deprive tlieir 

members of a two-seater at the week_endl. However, 

depending, on the response this year, we 

may consider extenaing OUr next competition to 

seven or even nine days. As oor chairman, Les 

Cooper says: "It's very much acase of 'let's suck 

it and see,' for the, first year." 

What about tlile· competitofs though Well as 

long as the 1'1 is an instructor or cross-country 

flying passenger carrier al their own site, then 

they're welcome to enter. We aren't bothered 

how you organise your teams; same two flying 

each day, constantly changinglhe P1 and P2 or 

even two Nationals Champions laying their reputations 

on the line - it's completely up to you. 

The competition will be run along fairly 

orthodox lineswith briefing, task setting, starVfinishl 

lines and TP photography, cut you must be 

prepared to' enjoy yourselves. That's another 

good thing about two-seaters, even If you lose 

you can still have as much fun as anyone ersebelieve 

me, I knowt 

for further details please write to Les Cooper, 

W,olds Gliaing Club, The Airfield, Pockfington, E. 

Yorks, or p/:lone him on 07592 3579. Alternatively 

you can contact me on 0757 707326 most 

evenings. 

SAILPLANE & GLIDING

HAROLD DALE 


HANG 

GLIDERS 

The pilots of hang gliders are human, too, and 

have aperfect right to be sharing the air with us. 

As with all other aviators they deserve polite 

consideration. Even though you may disagree 

with these statements their presence has 10 be 

reckoned with, -and there is no point in courting 

!he disaster of acollision. The problems are most 

acule where gliders and nangl gliders share a hill 

site and soar together on a ridge. In order to 

minimise the risk of collision it helps to consider 

the nature of their mounts and how this affecls 

lhe pattem oflheir flight. Now Ihat most glider 

pilots fly glass ships, the contrast in performance 

with hang gliders is very marked and it may be 

hard for glider pilols, especially those reared on 

glass, to appreciate this. 

The modem tlang glider has astalling speed of 

about 16mph with acruise of abOut 22mph. It will 

be hill soared in winds of from 14 10 30mph, 20 

25 being favouredl. So hang glider pilots like Ihe 

same conditions as us glider pilots. Illheyare 

ftying at 22mph in a wind of 22mph then their 

ground speed win be zero. With the barl1eld hard 

in, the max speed will be around 35mph which 

means thal if they do try to move forward their 

ground speedWiII be no more than 13mph. Such 

ahigh airspeed, however, is accompanied by a 

very high rate of descent (the glide angle at normal 

cruise is about 12:1 and penetration at 

higher speeds is ei

PERHAPS MORE OOs THAN YOU THOUGHT 

Dear Editor, 

In the last issue, p294, Doug Edwards 

reported difficulty in unearthing official observers 

when needed. Let us analyse his problem. 

There are currently 1600 DOs appointed by the 

BGA, which is equivalent to about one member 

in six, or about one DO/glider. Ilndeed at Doug's 

own club, Booker, there are theoretically 69 

DOs in a membership of' approximately 400 

(again about one in six). 

Whilst it is not BGA policy to limit the number 

of DOs (preferring instead to 'leave the initiative 

with individual clubs to request appOintment Of 

the number they feel they need), it is however 

not desirable to dilute the status too much, for 

generally the best DOs are those who perform 

the function most frequently. 

Doug's suggestions regarding the appointment 

and conduct of observers merit consideration, 

although every instructor or Silver C pilot 

does not necessarily make a good 00, who 

ideally is a patient, reliable and conscientious 

person not already encumbered by the pressure 

of instructing duties or other organising 

work. 

The immediate solution to any difficulty in 

finding an 00 is ,for clubs to review the names 

and numbers they need. then pUblicise the list 

of their DOs on the club notice-board and in 

club newsletters, so that members can at least 

know whom they are seeking. 

GORDON CAMP, FAI certificates officer 

APPRECIATION OF OUR NEW LOOK 

Dear Editor, 

I had intended writing, to express my disappointment 

with the cover photograph of the 

October issue as I always look forward to 

removing the magaZine from its plain brown 

wrapper and seeing a superb photo of a glider, 

but I never got around to writing my complaint. 

But this month I must write!! 

- A superb cover photo. 

- A greatly improved layout and appearance 

inside. 

- A brilliant centrespread colQ\Jr photo of a 

beautiful glider in splendid 'light. 

Great. And let's have more of the same. 

VICTOR CARD, Monmouth, Gwent. 

TRY A BGA COURSE 

Dear Editor, 

May I add a belated postscript to Brends 

Snook's article in the August issue, p165. 

last summer, I was organised 'by enthusiastic 

friends on tQ; olle of the BGA's ,courses, and 

as aA indifferent pilol with no competition. ambitions, 

whO hadn't read the Ilarge, let alone the 

small, print, I was horrified to lind, On arrival al 

Husbands Bosworth, that we were in the hands 

of the national coaches, no less! If I hadn't 

already paid, (my middle name is Macdonald) I 

would have, quietly towed my appendage and 

self away; as it was (and the weather was foul 

throughout) I stayed on - for a thoroughly 

36 

stimulating and entirely ,enjoyable week. 

Far more lectures than envisaged, of course, 

because of the rain, but spiced with John WiIliamson's 

reminiscences and Ken Stewart's 

anecdotes, and the excellent use of slides and 

video, one grasped, in spite of oneself, ,obvious, 

and less obvioUS, points on very many 

aspects at gliding. At the first hint of a dry interval 

we were out and up, and though 'I may 

never differentiate between "tilt" and "lift", my 

flights with John were exhilarating ventures into 

new aerial pastures - cloud flying, sma~ field 

landing, and' cross-count!)' speed flying. 

We were a mixed lbunch, but youlhfulkeeneyed 

ace or over-relaxed oldie, no one was left 

out or made to lOok silly, and there was something 

- in fact as much as each could assimilate 

- for all of us. 

So, for a first class holiday, providing new 

ideas, companions, horizons and pubs, whatever 

your age, experience or aspirations, get 

out your diary, and write 011 now! 

JOANNA DANNATI, Cambridge 

MIDLAND GC's WINCH 

Dear Editor, 

As the operator of a retrieve winch system over 

many years, pertlaps I, am as biased towards it 

as John Jeffries (see the last issue, p295) may 

be towards the van Gelder winch, for which he 

is the agent, or for similar reasons, Gordon 

Peters towards the Supercat. 'Bob Rodwell 

(October issue, p224) has justifiably championed 

Ol,lr system ,having used it - and he 

probably knows, as the annual statistics show, 

that around 11 000' winch launches lake place 

here on single 3,.611'111'1 stranded cables, each of 

which accomplishes 3-4000 launches of 

1600-2000fl with very few breaks. K-6 

launches in still air at summer/winter temperatures 

from 3300ft of cable are regUlarly 

achieved, 

Equally regularly achieved, without any special 

prior organisation apart from pilots being 

ready, is a 'launch rate of 20+1hr, though this 

has been exceeded for task launches by an 

athletic and orderly ground crew. During one of 

our open days, I'm assured by none less than 

our chairman, gliders timed over a significant 

period were departing to at least 1000ft every 

1~min. This would doubtless be acceptable at 

the Dutch Nationals, as long as they didn't 

mind launching on 'grass, and it would have the 

possible additional advantage over multidrum 

launching of a regular interval between each 

launch rather than rapid bursts of six followed 

by a longer interval. 

The lightweight al1d uncomplicated launching 

winches at this site are powered ,by high performance 

petrol engines running, on propane at 

the equivalent cosl of red Diesel. Coupled to a 

standard automatic transmission and torque 

convener they are capable of rapidly lifting a 

glider through, the wi'nd gradient after a very 

short ground' run, with the climbing sector of 

the launch then optimlsed for given conditions 

by a rapid response to the varying power 

requirements during t/:lat sector whichonly a 

petrol engine will allow. No cable parachute is 

needed in the cable system, .since the {lesoont 

of the cable catenary is sufficiently retarded by 

the thin retrieve wire "g

YOUR lETIERS 

SPECTRUM 900 

Dear Editor, 

Anew fibre called Spectrum 900 has been 

developed by DSM Chemicals, St Ahtonius 

Pleln, 21, 6129 Ev Urmond, Netherlands. I1 is 

twice as strong' ascarbQn fibre and has the' 

me stiffness (modulus). Strangly enough it 

is aform of po'lythene so it may well be cheap 

10 produce eventually. ,It is light enough to float 

and has a softening point about 9O"C so you 

wonl be able to boil your golf clubs. 

Plants are ooming on stream to, produce it 

tvs year in Japan, USA.and Euro,pe. When that 

happens you can chuck away your glass or 

carbon gliders as they won'! be worth anything! 

BRENNIG JAMES, Marlow, Bucks. 

THE HARD WAY 

Dear Editor, 

The glider trailer was obvious on the hard 

ahoulder. the raised bonnet looked rather sad. I 

mansged to leave tlie fast lane, and reversed 

beck. Real trouble was obvious from the air filter 

nestling on top of a pile of components at 

the roadside. Anyone Who Can not only peer 

Into acar by the side of the road but also actuaIlydo 

something useful impresses me. The 

story unlolded gradually. The car, !'lecessarily 

large to tow a glass ship, had been bought pnly 

days before. Uneven running had necessitated 

a call to a garage where, he had changed most 

of the fuses which had blown, and the points. 

Repeated loss of all power had suggested a 

luel fault tlence the carburettor being dismanlied. 

I offered to send for help as he seemed to 

be alone. "I do rot think that there is any help I 

can get especially this weekend". Oh, 01 

COIISe, the Bank Holiday. 

The vibration 01 the uneven running had also 

shaken loose the exhaust system which was 

hanging down and which wOllld require complete 

removal before any further traveJl. Straightening 

up after surveying thi.s latest revelation I 

realised that inside the car was a wife, a child 

and adog. What impressed me most was the 

tQllack of panic or stress. Wittl my family this 

chapter of disaster would have needed all the 

emergency services in the county. Here he was 

III unbelievably cheerful. In the face 01 so 

much competence 'I could offer only the assistance 

of my nearby club, and leave him to it. 

'/"01,1 have to be tough and resourceful to 

glide, but fortunately not often to this extent. If 

the pilot recognises himself I would like him to 

know that he has my admiration. I do I'lope he 

had some good flights that weekend'. He 

deserved them. 

A. MURRAY WILSON, Sheffield 

So You Have Problems . .. 

The BGA Development Committee are compiling 

a number of brochures covering the various 

aspects of running a gliding club. 

To date three of these have been completed. 

If you are a chairman or new committee 

member of a new club and are wondering what 

on earth has hit you, then you need to get ~ 

copy of Starting. Gliding Club. This little 

booklet starts off with site criteria and site 

management and moves on through marketing, 

watching your own stalisli'cs, ,club management 

and concludes with a section covering basic 

club accounts and financia'l management. It's 

free and won't be any good at all to Booker, but 

is just the job if you ,are trying to start a gliding 

club the !hard way. 

You will need more members 

Assuming that you have been through this 

stage you will need to start devel'oping your 

club and the first thing, you will need are more 

members. All clubs need to cover their annual 

wastage and many have problems that a ,little 

local public relations won't do any harm at all. 

What you need is Nikki Campbell's brOchure on 

Public Relations and PUblicity. I don'l mean 

to keep getting at Booker but Nikkl Campbell 

flies Irom there so tnay probably won't need 

this eitherl However most other clubs are not 

so' well blessed and most club secretaries and 

chairmen should read it! 

The popular theme these, days Is site purchase. 

Many clubs. have already grasped this 

nettle and successfully pulled it off, but others 

are in the throes of it or believe they could 

never afford it Financial Help for Gliding 

Clubs covers all the aspects ,01 fund raising. It 

tells you where to g,et,help, how to organise 

debentures and loan funds yourself, the 

addresses ef all the various bodies you will 

need to contact and what is available from The 

Sports Council in castl or literature. This is a 

I,lsefut brochure' be it a gliding site, a glider or a 

canteen refrigerator you are struggling to buy, 

More of such, gems are coming but these 

,itlesare available from the BGA office. The 

next brochure, to be available soon, aims at 

showing how other dubs pulled off site purchases 

and should be followed by a GUide to 

lnsurance. If there is any other subject you 

think requires covering in such a way (by pooling 

all the experience gained by the other dubs 

that have passed that way), then ask and the 

Development Committee will try 10 do something 

about it. 

JOHN HOLLAND, BGA Development 

Committee chairman 

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FebruarylMarch rg86 37

CLUB NEWS=========== 

Copy and photograph, for the 

AprU-May Issue of S&G sllould be sent 

to the Editor, 281 Queen Edith's Way, 

Cambridge CB1 4NH, telephone 0223 

247725. to arrive not later than 

February 11 and for the June- JUly 

issue to arrive not later than April 8. 

GILLlAN SAYeE-SMITH 

November 28, 1985 

ANGUS (Arbroath) 

Our club ladder, introduced twQ years' agQ 

under the supervision of Ally Eddie and Les 

HQrribine, Is very popular with 1st and 2nd 

places closely fQught between A. Smith and M. 

Davies" 

'Flon Smith has cQmpleted his BrQnze C and 

won the Martin Davies' bottle Qf Champagne 

trophy. 

Our recent batch of new solo pilots are having 

winch training. The fancy dress dance was 

very successful. 

B. J. M; 

BANNERDOWN (RAF Hullavington) 

We held a very successful ab·initio week at the 

end of Octot>er giving us five solos with two 

mOre at the weekend. Congratulations to 

Rachel Barnes, Mark Pountney, Steve 

Ray'field, Haydn Ratcliffe, HuwThomas, Steve 

HQdge and Nick Annis. 

Mel; OawsoOi gained Gold height at TaJgarth 

to complete his GQld C and, with John Joiner, 

has gained a MGPPL. 

Congratulations also to Brian Logan and 

Alan Quartly on becoming full Cat instructors, 

V.R.D. 

BICESTER (RAFGSA Centre) 

The Aboyne expeditiol'\ returned with a 

Diamond height fQr Mary Charlotte-Green and 

Gold heights'for Paufine Day, Mossie Williams 

and Martyn Spalding. - 

Max Bishop has taken over as chairman 

from Jack Alcock, whom we thank for all his 

work. 

Congratulations to E. Wooler, G. Taylor and 

M. Hayes on going solo. 

S.&J. 

BLACK MOUNTAINS (Talgarth) 

OCtober was marked by a lot of unsoarable 

/inticyclonic gloom but we had frequent blue 

days when strong easterlies whipped up some 

spectacular wave. Expeditions Irom Hullavington, 

OxfQrd, East Sussex and I-asham enjoyed 

their soaring and their height claims included 

two Diamonds and three Golds. 

November saw a retlXn of more unstable 

conditions. Pete Johnson led a group from 

Dunstable who soared six out of seven days, 

with extensive ridge runs to the Beacons and 

two wave days included. 

W;/).M. 

38 

BORDERS (Milfield) 

The weather badly curtailed summer flying. 

The Super Cub is haVing a complete engine 

overhaul which 'has put a strain on finances 

already stretched by plans for a new hangar on 

the Galewood site. 

We have a t'ug' on, IQan from Booker, delivered 

and flown by Mike Munday, as well as 

the BGA Twil'\ Astir for our autumn courses. 

Ewan Cameron had the honour of landing 

the first glider on our new site during the summer. 

T.P. 

CHANNEL (Waldershare- Park, Nr Dover) 

Now that plans are being, drawn up for a long 

lease at the Park we are hoping to have a 

proper clubhouse. Tony GOOOman has recovered 

and is back instructing. 

During the winter we have a number of twoday 

training, courses on Thursdays and Fridays 

using the Motor Falke for advanced exercises 

and cross-country prepar'ation for the season. 

Anyone is welcome to join us. 

COll9ratulations to Dave Jones, Jim 

Edwards, George Grist, Jl:lan Charman and 

Steven Fysh on going solo. 

L.S. 

CHIL TERNS (RAF Halton) 

Our recent intensive ,course was a huge success 

giving maximum training on thermal and 

ridge soaring. Congratulations to John Hart on 

going solo after 25 launches and tQ the hardworkingl 

instructors, John, Les and Oscar. 

While the Portmoak expedition didn't have 

the kindest of conditions, it was enjoyable with 

wave on two days and ridge lift experience. We 

thank the Fenlands GC for the loan of their aircraft 

and Terry Lacey for all 'his ,hard labour. 

We have an increased membership and a 

good atmosphere with the anticipation 01 good 

ridge soaring this winter. 

T.S. 

CLEVELANDS (RAF Dishforth) 

The main talking point at the AGM was the lack 

of gliding weather. Despite that pots collected 

by Steve Ollander, Colin Walker and others 

were well deserved. There was a we'lcome first 

solo by Keith, Hopping, our keenest Armysbinitio 

for yeani. 

We have just about finished our hangar 

improvements and given the bunkhouse an 

efficient heating system. 

P.W. 

CRANFIELD (Cranfield ,Airfield) 

Congratulations to Joe Connelly on goingsolQ. 

On September 21-22 we participated in the 

British Women, Pilots' Association's annual 

meeting, giving many their lirst glider flight. 

A new Skylark 3F syndicate has been formed 

by Mark Burton, Ray Marriott and IRQbin Whitfield. 

Soaring continued until the first weekend in 

November. 

P.J.W. 

DARTMOOR (Brentor) 

Our treasurer, John Bolt, has gone sofa and his 

son Steve has leached the standard but is too 

young. We were delighted When Brian Cordier, 

a very loyal member who was sever~1y disabled 

in a l1ang gliding accident a few years 

ago, went solo ,in the K- 

Our practice o. inviting groups for air experience 

flights is producing a steady flow of new 

members. Westward TV made a film of the 

deaf 'school pupils flying with us, which was 

shown twice on 'Remembrance SUnday. 

We had a very happy autumn with glorious 

flying weather, Qne of the lighter moments 

being when the hunt arrived. With sheep at one 

end of the common and steers at the other, two 

foxes whiZZed across in front 01 the winch. In 

spite 01 all this, we managed

CLUB NEWS 

ensured we carried on flying when Ihe Piper 

Cub engine cut out on a flighl to Challock by 

our lugmaster, Hugh Grenham, and deputy 

eFl, Joe Batchelor,. The final glide back to the 

field demonstrated' :Hug,h's field selection skill 

and final glide techiques. The lug Is now back 

In business. 

Our air experience evenings have proved a 

great sucoess and\ combined with the weekly 

courses run by lan Smith, provided much 

needed income. 

There have been several visits to Talgarth to 

sample the exceptional conditions and hospital 

Ity at the Black Mountai.ns GC. 

With all the hard work badge attell'lpts have 

been restricted but congratUlations to Ron 

Speer (Gold height)" Mike Kitson and GQdfrey 

Herrin (Silver Os), Mark Hampton, and Brian 

Woods (Silver height) and Cliff Kindell and 

Mike Pierpoint (Silver distance). Godfrey Herrin's 

Silver Cwas a just reward for all his hard 

work rebuilding the Skylark trailer,. 

J.s. . 

HAMBL~TONS (RAF Dishforth) 

The end of summer brought improved weather 

and an influx of new members, many from 

Leeds University. 

The first snow coincided, with a pleasant 

evening with our American friends at Menwith 

Hill- our thanks to Bill Jaques, the organiser, 

Ior amuch appreciated event. 

We are working on the hangar and hope to 

have heating in the clubrooms for the winter. 

J.P. 

HIGHLAND (Dal/achy) 

1985 has been another record year with 3474 

launches compared wit~ 3001 in 1984. In spite 

of the wet summer we had fbur successful 

courses, a record number of air eXJ')erlence 

IIgh1s and membership is thriving. 

Congr,atulations 10 new solo pilots Bobby 

Sm~h (Ailsa GC), Phil' remose, Howard Bell, 

Mike Bowley, Bill McDonald and Robert Tait 

who went solo on his 16th birthday, 

Bronze Cs were completed by Tony Kane 

and SIeve Young! who also gained Silver 

heights and their 5hrs with Silver Cs for Stuart 

Youngson and Robyn Smith, RObyn also gain 

~ Gold height and the year's club duration 01 

IIlrs 3Omin. In JUly Bill Hill and Hendry Dyce 

tlok our Bocian 10 11 OOOft. 

In June Gerry Robsol'l flew the Skylark after 

~ 18 month rebuild and Trevor Armstrong 

(Kestrel) completed' a 310km triangle in 3hrs 

11mins, the !irst 300km lror;n Oallachy. 

After two, years as CFI, Trevor has lemporar 

Itt left us to work in Sarawak. We wish him well 

and welcome Angela Vf;1itch as our new CFl. 

(lA 

INKPEN (fhruxton Airfield) 

This autumn we investigated the possil)i1ity of 

merging w~h the' power tlying club who share 

our site with the hope of giving tlS more 

facifities, particularly on the social side. But it 

came to nothing. However we-are completing 

some previously planned and tlrgently needed 

changes to the club organisation which should 


improve our financial structure and make future 

operations more efficient. 

Pat Hudson starts the new season as our 

CFI with David Williams as course instr\Jctor. 

Clille Swain joins tile inst~uctors and Ray Godwin, 

Mellreland, Ken Summers and Terry 

Baulk !have passenger ratings. 

CongratlJlatior:ts to Ray Godwin and Jim Nipe 

on their Silver Cs. 

I.D. 

KENT (Chal/ock) 

The annual excursiOIil to Aboyne was, most 

successful with Diamond heights forGlyn 

Richards. Alan Garside and Ray Smith and 

Gold heights for Mike Sesseman and Geoff 

and' Ann JohnsOrl. 

The annual dinner-dance was a huge success 

with Ben and lirish WatSQn as guests. 

Our thanks to Ben, BGA chairman, for his 

amusing 1alk on "behind the scenes" at the 

World Clilampionships. 

We are servicir:tg Ihe winches under the 

super\lision of Jim Lambert and Richard Brown 

who deserve thanks tor all their work. 

.J.W_ 

MIDLAND (Long Mynd) 

At our AGM in November all our officers were 

re-elected including Paut Davies who look over 

as ·treasurer a few weeks' previously after the 

resignation of Pave Wool!. Our thanks to Dave 

for all his work'. As Paul manages the, linancial 

affairs of pop group UB40, we are pleased to 

have 'him looking, after our finances. 

We also have a new eFl, Phil King, Chris 

Alldis havir:lg retired after four years during 

which he did a tremendous al1'lount of work and 

established our glass two-seater fleet. 

Despite an overall impression of poor 

weather during 1985, there were 24 flying days 

in August of which 23 were soarable. On one, 

during the combifled task week and Vintage 

Glider Club rally, we flew 143hrs - believed to 

be a club record for a single day. 

With "Tuggy" Bradley continuing to lead a 

prograr;nme of airfield surface improvements, 

we can now operate in all wind directions. 

NB. 

Obituary - Tony Spicer 

In the' autumn we were saddened to learn of 

Tony's death after a short illness. lony!had 

been a member lor over 30 years. He was our 

clubhouse manager from 1,976 10 1983 during 

which period he contributed much to Ihe wel.1 

being of nnembers and visitors alike. 

T0ny retained a qUiet but great enthusiasm 

lor gliding - a sport which he loved. 

Neil Backes 

NORFOLK (Tibenham Airfield) 

The Aug,ust task week was a -washout with few 

flying

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Tel 051-647 5751 Telex 627826 

SAILPLANE & ENG. SERVICES LTO. Rush Green (0438) 

Contacl Anlony SedgwicK HOLMFIELD RD., BUXTON, DERBYS. Hitchin. Herts. 355051 

Make Insurance problems 

just plane sailing ... 

CONSULT THE AVIATION INSURANCE SPECIALISTS 

CLUB NEWS 

GLIDER 

Stlckplns 

for lapels, ties, etc. 

Also 

GLIDER PENDANTS 

In get gold at £24 each 

In Silver at £10 each 

Supplied in a presentatioA box. The above 

price includes post, packaging and insurance. 

Please allow a maximumof28days for 

delivery. 

Chegues payable to: 

CRADLEY JEWELLERS 

87 High SI, Cradley Heath, West Midlands 864SHA 

;rol: (0384)13S808 

June 28th to 

July 5th 1986 

DEVON AND SOMERSET 

GLIDING CLUB 

North Hill; Honiton, Devon 

Wr~e for brochure and entry form to: 

Mrs Vivienne Fitzgerald 

27 Whipton Lane, Exeter, 

Devon EX1 3DN 

BRIAN WEARE 

GLIDER WORKS 

DUNKESWElL AIRPORT 

HONtTON t DEVON 

Tels: Luppltt 338 (9-6 pm) 

Honlton 41041 (idler 6 pm) 

MAJOR OR MINOR REPAIRS ON 

WOOD, GLASS-FIBRE, OR METAL. 

ALSO RESPAAYS GLIDERS AND 

LIGHT AIRCRAFT 

C of A OVERHAULS 

B.G.A., C.A.A., P.F.A. APPROVALS 

P1ease.end III contributions to S&G to 

the editorial Office, 281 Queen Edith'. 

Way, Cambridge CB1 4NH and notto the 

BGA office. 


now exists at the, club and it expanded to 

include local schools etc it could well increaS9 

the number of young members coming into 

gliding, much as they do in Germany. 

R.A.W. 

STRUBBY (Strubby Airlield) 

Althou9h the' weather has been poor, we have 

had more soaring this year due to the almost 

constant westerly wind keeping our sea breeze 

at bay. 

We have enjoyed aerotowing with the Citabria 

and hope this wUl continue. Oave HOrloo 

nas been flying tlis 1947 Nord 2000; one; of 

only two (we believe) in the UK. 

Congratulations to Al'ldrew Scoffin on going 

solo, tQ Tony Welch on his Bronze C, to Berl 

Barker and JOhn Turney on their 5hrs and to 

Stuarl Bailey on gaining his passenger rating. 

Our club Cleet consists ot two T-21 s, a 

Boeian and a Skylark 2. 

N.J.B. 

ULSTER (Bel/arena) 

At the end: at November we heard several 

months' negotiations had been in vain: we had 

been outbid for Our site and the entire tarm had 

been sold en, bloc. The new owner had yet to 

show his hand, except tQ indicate that we can 

stay for 1989 - during which we can perhaps 

arrange a secure lease or buy one .of several 

suitable fields in the 'immediate vicinity. The 

DoEd grant offer stays good to Maroh 31. 

With this year, at least, secure we are contidentally 

planning a full programme - open day, 

wave and lasl< weeks, summer courses - and 

you will be very welcome at any 0' them. 

Despite the wettest summer in more than 

140 years' records - an agricultural disaster iin 

NI- and-very little cross-country flying, we 

handsomely overshot the bUdget figure ot 1200 

laullChes and the target at 1400 by logging 

1600+. Some IPleasntlate-autumn/earty-winter 

weekends helped; on one of them we entertained 

NIO Minister, Nick Scott. and his wite, 

who both flew. Most satisfying develoPment at 

all was the pronounced surge in membership; 

the November figure ot more than 60 being the 

highest I can recall. 

After years 0' selfless service by em Cl'aig 

trom a 14 year-old schoolboy Irainee to 31 

year-old letiring Cfl- and t.ijs wife Mary, her- 

fan White of Soutlldown GC who went solo two days 

after his 16th birthday. 

self a solo pilot, we have lost them to job 

promotion and Cheshire. Some mainland club 

will reap the benefit but we 'ho,pe to see them 

back as visitors. Laurence McKelvie is our new 

boss and Harry Hanna was the first to 'gO $010 

under his regime. 

To ,recruit the future Bill Craigs, we have 

slashed the subscription by more than hait for 

all members under 18 and full-time students 

under 24. 

R.R.R. 

VECTIS (Sandown Airport) 

Despite Il1e poor weather we have had an 

active summer with Ken Taylor gaining his 

Bronze C and several members making thermal 

flights of more than an 'hour, which isn't 

bad for a coastal site. 

We start the winter with a second site for 

operating our home brew winch and are looking 

forward to some ridge soaring. 

Congratulations to Neil Watts on his instructor's 

rating. 

AH.B. 

VINTAGE 

The Harbinger, flown by Geon Harrisoo alid Austin 

Wood. which shared the restoration prize. Ph

~PIGGOTT 

---- - 

Windcones made in MinistryofDefence 

Hypalon~, also in nylon and cambrio-. 

Landing Marker Sets in bright orange. 

National. Advertising Flags and 

Banners. 

Canvas Covers for all requirements. 

Flagstaffs supplied and erected in 

Steel, Aluminium, Fibreglass and 

Timber - suitable for Windcones. 

Towing Cable Orogues. 

PtGGOTT BROTHERS & CO. LIMITED 

Slanford Rivers. Nr. Ongar, Esse. CMS 9PJ 

Tel 0277 363262 

.........................~ . 

Brand new 

original R.A.F. 

FLYING 

OVERALLS 

Bulk purchase of 

these superior top 

quality flying 

overalls to buy at 

1/3rd of the 

original cost 

Size Height Chest 

1 165-173 84-91 

2 165-173 91-99 

3 165-173 99-107 

4 173-180 84-91 

5 173-180 91-99 

6 173-180 99-107 

7 180-189 91 -99 

Size 1 to 4 £24, 

Size 5-7 £28, P&P £2 

• 

SOUTHcon FARM 

Holiday accommodafion in 200 year-old fannhouse 

within 10 mm walking distance from Devon and 

Somerset Giding ClIb at Norlh Hill oIfers: Selfcontained 

lIlCUlY cottage (sleeps 8 and deiry apartment 

sleeps 2) or Bed and Breakfast. Set in 7"" ecrl!$ 01 

meadow and woodland, also trout pond. Open all year. 

SOUTHCOTT FARM, Sheldon, Hr Honlton, Devon 

Tel. 040 484 253 

GLIDER 

INSTRUMENTS 

Repairs and overhauls 

carried out 

Approved for PZL and Winter 

Instruments 

Barograph Calibration centre 

Write or phone: 

M. G. Hutchinson 

'Tanfield' 

Shobdon 

Nr. Leominster 

Herefordshire HR6 9LX 

Tel. 056-881-368 

(aQswering machine) 

MARCHINGTON GLIDING 

CLUB 

Situated in the Midlands. Offers holiday 

courses from April to September 1986. 

Good local soaring and cross-eountry. 

Courses to suit your requirements. 

Private owners welcome. 

Please contact 

Course Secretary 

Marchlngton Gliding Club 

Marchlngton Alrfteld, Morton lane 

Marchlngton, Nr Uttoxeter ST14 8lP 

Telephone: 0283 222046 

CANOPIES 

Perspex replacement 

units for most glass 

and wood gliders. All 

canopies are 

moulded stress free 

with a new technique 

and with superb 

optics. 

Size range - from 

as wide as a Motor 

Falke to as long as' 

,a K-13. 

ALSO A L1MI:rED AMOUNT 

OF USED ,EX-RAF Z 

HARNESS AT £45 carr £3 

Ex-Airforce Parachutes 

• Irvin EB 73, including 

modification 1067 and CTI 

nos. 1 and 2. Packed and 

inspected for operational use 

by Irvin (GBI Ltd. £125 each, 

p&p£10. 

M Urban Trading Ltd, 

10113 Brixton Hill, 

london, SW2 1AA 

Tel: 01-6740121 

..................................... 

gliding holidays 

for both beginnera and experts. 

ProfessionsI Instruction. full ground 

crew. lropital sun and superb soaring, 

together with excellent accommodation 

and fOO

CLUB NEWS 

epeech and Sadie Yates presented the follow 

Ing awards: Rodl Morgan lrophy (best performance 

at Ihe Long Mynd rally), Dereck Staff 

(Olympia 2) for a straight line 75km; Frank 

Reeks'trophy (best tumed out Grunau Baby), 

Terry Stevens with restoration prizes to Adam 

Oownham (Slingsb.y Prefect), Geoff Harrison 

IIld Austin Wood (Harbinger) and Paul Serries 

IIld Rainer Willeke, (the Munster Old Timer 

Club owned Minimoa), two German members 

who were unable to be present. 

Our thanks la Booker for hosting the rally 

IIld organising Ihe magnificant buffet. 

The Intemational Rally will be at Lasham 

from August 3·9. For further details cQntact the 

Vintage Glider Club Secretary, clo lasham 

Gliding SOciety. 

LT. 

WEST WALES (Templelon Airfield) 

We have had an encouraging trickle 01 new 

members and congratulate Chris Oavies om 

going solo and AJwyn Jenkins on 'his Silver 

height and duration. 

Due to the indifferent weather, only Qne disl1vlce 

flight was attempted in 1985 when 

Graham Passf1IlOre gained his Silver dis1ance 

on the milk run to t1andovery. 

The club fleet consists 01 a T-21 , which is 

beilg repainted and overhauled, and two 

K·l0s.ln case you don't know, a K-1O is a K-7 

that,has had the wings altered from the original 

high-wing conliguration to the mid-wing position 

01 a K-1'3, henceK-10! The purpose of this 

modification was so that the instructor could 

see at least as mUch as the pupil. 

M.J.G. 

WYVERN (RAF Upavon) 

Obituary - Barry Perks 

Barr:y has flown with the Army Gliding Association 

since its early days at Netheravon and with 

the Wyvem GC since 19'79'. He has been an 

enthusiastic, hard working and well loved 

member of the club. BarrY"s sane, logical and 

friendly outlook on Iile gained him great respect 

and, with his wife Phillipa, was always to be 

found working on club equipment or aircralt. 

One 01 Barl)"s main projects was the refurblshment 

of our bus Ganteen which waslaken 

over by Phillipa who provided the food and 

drink to the tired and grateful pilots. 

He tiad been suffering Irom a form of 

leukaemia for 'Sometime and knew the result 

was inevitable. This, however, did not affect 

him and he gained the full enjoyment life could 

offer to the very end. He last flew just a year 

ago. 

Ba~ry will be sorely missed by us all. Our 

sympathy and best wishes go to Phillipa and 

his family. 

H. R. Jarvis 

COTSWOLD GLIDING CLUB 

HOLIDAY GLIDING COURSES IN 

THE PICTURESQUE AND 

FRIENDLY COTSWOLDS WITH 

COURSES fAILORED TO SUIT 

YOUR NEEDS. 

FULL DETAILS FROM: 

JOYCE HEDGES 

47 CAMBRIAN DRIVE 

YATE, BRISTOL 

BS17 ST5 

Tel: CHIPPING SUDBURY 323971 

CORNISH GLIDING CLUB 

at 

Perranporth, Cornwall 

Courses from May to September 

Under I3GA instructors. Beginners welcome. 

Trevellas Airneld is only one mile n'om I 

Perranporlll's golden sands. one 01' I 

Cornwall's favourite family holiday centres. 

RUTH B. PHILLlPS 

14/14a. KENWYN STREET, TRURO 

0872 73892 (day) 087255 2430 (evemng) 

COME FLY AT 

THE BEST 

COVENTRY 

GLIDING CLUB 

• Good launch facilities 

• Aero tow Winch 

• Good field 

• Beginners welcome 

• Foo-

BLACK 

MOUNTAINS 

(TALGARTH) 

Situated in the Brecon Beacons National Park 

amongS1 the highest mountains in South Wales, 

Talgarth has more soarable days than any other UK 

gliding club. Longesl ridge roules; wave"n all wind 

diractlons. 

In, 1985 the Club average flight duration was H 

hours. Surely the premier ,location for any soaring 

course. Courses run from mid March to mid October 

and Include holidays, introouctory mountain and' 

, advanced mountain rlying cross co~nti"y. courses. 

Visiting pilots and expeditions welcome, Marchl 

April already half-booked. 

Bookings: Secretary, B.M.G.C. 

Lower Penylan, Glasbury-on-Wye 

Powys HA3 5NT 

Tel: 04974-58310874-711254 

Holiday course members and visitors 

welcome at our scenic club. 

Courses from £110 to £145 With 

accommodation (flying extra). For 

details write to Bristol ,and Glos 

Gliding Club. Nympsfield, Stonehouse, 

Glos GL10 3TX, or phone 

0453860342. 

Open all week April-October 

I 

,RIDGE tUNWERSITY 

GLIDING CLUB 

The Namemaysound atrifle exclusive, 

but the Cambridge University Gliding 

Club is open to everyone, 

Wewinch andaerotow from Ouxford 

all year, mostly at weekends, and 

aerotow only from Cambridge. We run 

holiday courses from April to September 

for beginners and solo pilots, 

For general 

Information write to 

The Secretary 

55 Moorfield Rd 

Duxford 

Cambs 

ENTRANCE FEE 

£15 PER GLIDER 

For Course 

details write to 

Course Secretary 

6 Camside 

Chesterton, Cambridge 

Tel. Cambridge 67589 

DEESIDE GLIDING CLUB 

1986 

TASK WEEK 

24TH-31ST MAY 

FOR DETAILS WRITE 

TO THE CLUB 

BOOK EARLY FOR THE 

AUTUMN WAVE SEASON 

AS NUMBERS MAY 'BE LIMITED 

DINNET, ABOYNE, ABERDEENSH!RE 

Tel: 033985 339 

or' 033985236 

HEREFORDSHIRE 

GLIDING CLUB 

Shobdon Airfield, Nr. Leominster 

• Wave ,.Thermal eRidge 

.Minimum Air Tra,ffic Restrictions 

.Hard Surface ,Runway 

.< 

.AII Aerotow .2 Two Seaters 

.Grob 109B Motor Glider 

.Caravan, Camping, Trailer Spaces 

.Canteen, Bar, Airfield Facilities ;. 

.Fu'lI membership from £35 

Please Enquire 

.Holiday Courses .Visitors Wee}

OVERSEAS IEVf5======================== 

" 

rrAUAN CHAMPIONSHIPS 

O. Peters (LS-6) won the Italian Open Class 

Nationals with 8436pts and Mantica/Maestri 

(Janus C) the Two-'Seater Class, both held at 

Aeti from August '15-24 with superb conditions 

giving nine coniest days and tasks averaging 

504km for the Open Class and 388km for the 

Two-Seaters. 

~, Pronzatl (Venus B.) was 2nd in the Open 

C!asswitt:l8152pts and MuzilOe Orleans (Janus 

Cl 3~'wnh 7993pts. Details from Smilian Cubic. 

GLIDERS LIFTED BY HELICOPTERS 

The High Alpine Gliding Camp at Jungfraujoch 

(11 ~OOftl in Switzerland tram August 27 to 

September 3 was quite an experience and 

celebrated !he 1935 International Contest held 

on that site. ChriS Wills explained how tMy 

stayed in the valley and took the 14 gliders up 

to l!le sne by t:Ielicopt'er, fixed on a heavy metal 

fraine which looked like' a tray. The elicopter 

could only take one 'Pilot on each trip, the rest 

going by !he mountain train - it was far too 

.steep for roads. 

Three pilots in the original contest, Peter 

'Aiedel (Germany), WilH Baur (Switzerland) and 

. .aJex~nder Stanojewic (Yugoslavia) all flew ,as 

well as Hans Nietlispach and Frederico Blattar, 

who represented Switzerland lin the World 

ChamPionships, Frederico coming 2nd in the 

Open and Hans 11 th in the Standard Class. 

'J1I8 catapult launches were from a wooden 

~ which was often covered with snow to 

_ it more slippery. The best flight was by 

W: Schwafzenbach who flew his S-18 for 

5¥dlrs and climbed five times to over 300Om. 

Chris seid the scenery and views were 

'. ~ imagination. 

\.. 

. ,~e send news and exchange oopies ot 

IDUm~ to the Editor, 281 Queen Edith's Way, 

~idge CB1 4NH, England. 

N.W ADJUSTABLE FUSE 

TI\'O IflCient aviators occasionally take time off 

!roIJi eIIy otherwise profitable business to make 

MIty links which, during the past six years have 

pel!laps helped to make glid~r launchinga safer 

llllsiness. Records show thatlhe major clubs are 

now convinced that the use of 1Omm diameter 

poIypropylene rope aboul 150ft long with an 

11blflise at the tug end and 900lbat the glider 

lIId~sthe best compmmise todate for safety, 

dlnbIllty and cost. 

Elastic systems using nylon and fuses made 

tom knotted string are now used only by those 

who Qive happily on bald tyres. 

QIt problems remain. When Mitys break they 

: ItuetiaHy lost and we have not so far managed 

t1lllnk up B design to, overcome this and still 

_ 

the virtue$ vf the, original. 

And then there is the problem of upending 

kJgs, 8 constant nagging challenge to those who 

'** and worry aboul such things. 

dne biI or good news Is ,that we have solved 

the inadequacy of Mitys for winching; especially 

in view Qllhe increased loads recently approved 

particularly for two-seaters. Fortunately the new 

links (Mitier - what else') have been approved 

by a big Electricity Board fo, pulling cables S() 

Ihey may even have some, sort of oom~rcial 

future. Mitiers are MIG welded stainless and

Advertisements, with remittance, should be sent 

to Cheiron Press Ltd, 7 Atnersham Hill, High 

Wycombe, Bucks. Tel 0494 442423. Rate 3Sp a 

word. Minimum £7.00. We can accept black and 

white phc>tographs at £3.00 extra. Box numbers 

£2.40 extra. Replies to box numbers should be 

sent to the same address, the closing date for 

classified advertisements for the AprillMay issue 

is 4th March. 

FOR SALE 

'MITV' stainless weak links, 900 or Jl00lb. Aerotow ropes. 

Winch chutes. Astleys,Ltd, ,Gosford St, CoYentry, CVl 50J, 

(02031 20771, 

PIK 200. Superb Panel, OKygen system, barograph, new 

'chute. Factory trailer. Complete outfit £11 OOOono. Ellis 

Griffiths (workl 01-631·4444. Ex! 4500 or (home) 0276 

71273. 

LONG-LEGGED gla•• under five grand. Phoebus 17C. Very 

well instrumented. Redio. Soft-top trailer. C of A JUly 86. 

£4950. Tel 0232 790666. 

SILENE 

Demonstrator. Immaculate glass-fibre, side by 

side two-seater, genuine 38:1 full works mods, 

fuI instruments, waterproof covers, fast tow 

traHer. Based Dishtorth, shares ava~able, c0nsider 

move. 

Full outfit £12QOO+VAT 

Hooghton 0909 770315 

'Do~"""';." 

POCKlINGTON 

1't..-.i. pa 

VUU 

East Yorkshire Y04 2NR 

Tel. 07592 3579 

'" is holding a 

TWO-SEATER 

for 

COMPETITION 

K-7's/K-13's ONLY 

11 th - 15th August 

£50 + launch fees 

VENTUS B 15/16.6m 

One of two available, due to syndicate re-equip. 

Choice 83 or iI5 manufacture. Both pristine, no 

prengs, low hours and very low launches. Ideal allrounder. 

Ay empty or with water, auto control conneettons, 

Nimbus 2 performsr'lce without ground 

hancjling hassle. 

Available now, hull only or hull and treiler. 

Contact red Lysakowski 0277-352418 (evenings). 

TWIN ASTIR 

A completo cross-country and wJve package. Both 

cockpit$ have basic instruments, lIS, ulc operating 

lever and oKYgen outlets complete with regulators. 

Capacity 0 f tho 0KYgen system is , ~ litreS. In addition, 

front cockpit has an ASH360 radio and Ball 

electric vario. The glider comes complete with 2 

parachutes and 0 choice of open or closed trailer. 

£11.950 rei: 0889 243030 

FOORN.IER Rf5B "Sperbe," G-BAPA two-seater motor 

glide"in superb condition. VOR horizon, radio etc. Engine 

Moslin maintained. Based at Booker. Offers to Steynor, 

High Wycombe 881254. 

ALUMINIUM TRAIL'ER with fittings for ASW-20L. Irvin 

EB73 parachute. Air Apparatus oKYgen system. Various 

glider instruments. Tel 0494 881166. 

MooELS OF any aircraft mada to order, gliders a speciality. 

SAE for leaflet and quote. Miller Avietion Models, Red 

Cot. New Street, Glemsford, Sudbury, Suffolk, C010 7PY, 

England. Tel 0787 280425. 

NIMBUS 28 (Comp No 95) almost complete panel; complete 

oKygen equipment; all rigging aids; Merlin 

aluminium trailer. Offers £15000 0\'00. Tel F Pozerskis 

0536 710119 (home), 0536 85652 (work). 

ASW·20L. 1/8th share, based at Dunstable. OKygen. Rico, 

mechanical :vario. T&5, A/H, radkl, parachute, trailer ete. 

Offers to 0372 65046. 

CANOPY DOCTOR 

CANOPY REPAIRS, MODS., elC. 

Robin Bull. April Cottage, Lower Hapton. 

Nesscliffe. Salop, SY4 1DL 

rei: Nesscliffe (074 381) 231 

Nat. Grid Ref. SJ 381 209 

STANDARD AUSTRIA-S, eKcellent condition, good panel, 

3 varios, 34: 1, C of A March 86, wing covers, closed trailer, 

£4800 ono. Storrington 1090661 5421. 

EoN 465 built by Elliotts for the 1965 World Championships. 

"5m. Easy rigging. 36: 1. Instruments plus Crossfell 

vario. Parachute, barograph, wooden trailer. Good condition. 

£3200. Tel Smith 0908 73983 (homel. 01·379 7311 eKt 

2569 (office). 

OPEN CiRRUS, eKcellent condition, one in 44. Full instruments 

with ball vario, oxygen, parachute, radio. Two man 

rig. C 0/ A to April 1986. With trailer. £8500. Tel Luton 

840689Ieves) or O'-882-1616Ieves). 

DIRECTION INDICATORS 

NEW UNIQUE ELECTRONIC 

lANK AND PlTCt'! INDEPENDENT 

NO '11.TING fOR CIRCLING 

80, 60 or 40mm panel size. 12 volt operation 

£199 inc VAT. 

Alon Purnell. SI Knoll Road, Fleet, Hants. 

T.I 025'4 5365 

HAND HELD 720 channel radio, LCO, 10 channel momory, 

4 scan mode., with caSa and Nicad charger. £290. Tol 01 

.3492408. 

NEARLY NEW metal glider trailer, complote with spare 

\'IIheeland Prefect glider. OKcellent condition with new Cof 

A. £1200. Tel Peterborough 260825. 

,PARACHUTE - SLlMPACK; audio suit PZL or Winter vario; 

se! ofinstruments. Alan Purnell, 9 Knoll Road, Fleet, Hants. 

Tel 02514 5365. 

COMPUTER PROGRAMMES 

FLY ALL WINTER with GLIDER PILOT 2 

ror 32K BBC Micro 

Our full feature instructional simulator (see ed 

October S&G p245) has been el

~ PERFECT condition. no accidents, new C of A. less 

Illlll1 3OOhr.. Possibly instruments and Komet trailer. 

Blllod L.sham. Tel 0256 72 3470. 

KESTREL IS p'lus lull Instruments, 360 channelladio. AiH 

IIId solar panel. A1umin ium Irailer is complete with lull 

rigging .ids. New C 01 A Irom Jan 86. Besl v.lue for glide 

lIngle "QUnd £8400. TeI 03596 360. 

1-6£. COMPlETE with trailer and new C of A. £5000 ono. 

SOU, Portmoak Airfield, Scotlandwell. Tel 059 284 543. 

·PIK 20E. complete outfit. Very low engine hrs. Unm.rked. 

£13000. Tel 0509 890469. 

ILS-3. Excellent condition, 2 owners 'rom new. No instru· 

ment•• Irailer negoli,ble_ Tel 0509 890469. 

SPEEDWELL ALUMINIUM traile' for Kestrel 19. New chassis. 

£775. Warwick 494062 or Rugby 65540. 

for 1986 season 

REQUIRED 

COURSE INSTRUCTOR 

(March to October). Will also 

include supervision of'visitors flying. Full BGA Rating. 

MGIR preferable but nol essential. 

Applications to: Chief FI~In~ Instructor 

Scottish G1idlnli Union. P"rtmoak Airfield. 

~n~~tr:""J~e~i~" KY13 7JJ 

SERVICES 

PAINTS, DOPE AND THINNERS 

Cellulose, synthelic and 2-pack 

Also water thinnable acrylic IQr Irailers, building. 

etc. Technical Assistance 

SURFACE COATIN.G PRODUCTS 

Tel 0386 870665 

11 ()rchard Place. Ha"'ington. Evesham. 

Worcs WR11 5NF 

1·13. SIYl.ARK 4. cash needed for airfield, good co;>ndilion. 

Cs of A 10 April and Sep' respectively. ·£10500 & 

£3700+VA1. al Oorsel Gliding Club. Salisbury. Tel 0202 

51770110 view. 

DART 

............:... 

17R. Full panel. oxygen. parachute. radio. Irailer, 

two m.n riglderig aids. Excellent conditiolt' C of A till July 

1986. Based.t long Mynd. £4400'. SI Albans 30343 (eves). 

• • 

••••••••••••••• 

PlRAT. RSADY to fly with 12 months C of A. Good' trailer, 

blsic inatrumenls plus electric vario. TIS. radio. barograph, 

parachule, tow out aids. £3500. Basingstoke 

4717eO. 

IIYLARK4, b.sed Challock (Kenl'. Full panel. parachute. 

Wograph, two-man rig, trailer. 3x '4 shares available at 

02!i ..ch. T.l 01 653 8607 (eves). 

1lART17R, exceptional condition. new wooden trailer. Full 

....monled. oxygen. barograph. parachute. towable tail 

lIIll1ay•••.., to rig_ Mansfield 34002. 

.. 

•~ speciaiis,t manufacturer' Bri1ain's'lOp 

TRUE VALUE IN TOWBARS 

.5- -.a, guaranl

ADVERTISERS' INDEX 

AMF Eflterprises 

Aero Marketing Associates 

Air Apparatus & 'Valve 

Alrmark Aviation Lld 

AnglQ-PoUsh Sailplanes 

Austin Aviation 

Black Mountains GC 

Bowker Air Services 

Bristol & Glos GC 

OOA 

Cambridge Aero Instruments 

Cambridge University GC 

Channel GC 

Chiltern Sailplanes 

Classified8 

ComiSh GIlding & Flying Club 

COtswold GC 

CQventryGC 

Cradley Jewellers 

Deeside GC 

Devon & Somerset GC 

Electrim Sailplanes 

Glider Instruments 

Gliderwork 

Hobbies 

HiT Communications 

Herefordshire GC 

JSW Soaring 

Kent GC 

Lasham Gliding Society 

\:.ondon GC 

London Sailplanes 

Lowe Electronics 

Lowndes Lambert 

M Urban Trading Lld 

Marchington GC 

R. L. McLean 

Midland GC 

Mowbray Vale Insurance 

Nine, Four ,Aviation 

Njoro Country Club 

Norfolk GC 

Oxfordshire Sportftying Club 

Perry Clamps 

Peterborough & Spalding GC 

Peterborough Sailplanes 

Piggott Bros & Co 

RD Aviation 

Rematic 

Sailplane & Engineering Services 

S&G 

Schofield Aviation 

Soottish Gliding Union 

Segelffugschule Oerlinghausen 

Skycraft &ervices 

J. L. Smoker 

Soaring MagaZine 

Soaling Oxford 

Southcott Farm 

Southdown Aero Services 

Southern Sailplanes 

Speciali$t Systems 

SpeedSoaling 

Speedwell Sailplanes 

M. liramani 

I3lian Weare 

Westley Aircraft 

C. P. Witter 

WoldsGC 

Vorkshire GC 

20 

4 

9 

37 

9 

4 

44 

40 

44 

33 

3 

44 

43 

5 

46-47 

43 

43 

43 

41 

44 

41,43 

2 

42 

19 

32 

37 

44 

32 

44 

48 

48 

6 

32 

40 

42 

42 

8 

48 

IFC 

7 

42 

44 

8 

40 

48 

6 

42 

IBC 

42 

40 

19 

46 

48 

40 

4 

32 

12 

4 

42 

2 

BC 

27 

7 

9 

32 

41 

32 

47 

48 

44 

LASHAM 

Does your home club operate only al weekends 

"'I Lasham we operale all week, every week which 

means we ,could prQvide auseful supplemenl to your 

trai

RD Aviation Ltd 

Service with Choice 

This is only a selection from our extensive stocked range. 

VAT is included in prices shown (exports VAT freet. Carriage extra 

PARACHUTES - by GO Defence Parachute Division 

GO's range ofsport parachutes and emergency parachutes for light aircraft and gliders continues to grow in 

response to thE! Increasing demand for UK designed and manufactured equipment. ,For glider and light 

aircraft pilots - a lIlew LOWER price but still the same top quality. 

GO Security Type 

850 Mk. 2 

Standard Model (Red 

or t;/lueJ 

Now only £598 

00 Security Type 

350Mk.2 

Standard Model (Red 

or Blue) 

Now onlY'£646.30 

New MOdels 

'350' Military £799.25 

'850' Military £799.25 

'350' Aerobatic £646.30 

Option for '350' models only - inflatable 

lumber support - add £34.55. 

MAIN FEA TURES 

• Rate of Descent 1751b - 17fps, 200lb - 18fps 

• Forward Speed 8-10 mph 

GO - an acknowledged world leader in parachute technology 

• Deploymenllime (175Ib/110kts) 1.8 secs. 

• Weight - '850' -14Ib, '350' -15.5Ib 

ALL PARACHUTES SUPPLIED PACKED FOR USE AND WITH A CARRYING BAG - NOTE ABOVE PRICES INCLUDE VAT 

HANDHELD TRANSCEIVERS 

NEW ICON IC-A2 

The new state-of-the-art handheld transceiver 

• Rugged - constructed of metal 

• Environmentally sealed against dust and 

moisture 

* Full warranty back-up in the UK 

AI/ this for £454.25 (£395 plus VAT) 

This transceiver is not CAA approved. 

Features 

.720 COM, 200 NAV channels 

• High/Low Transmit power switch: high 1.5W carrier, 

low 0.5W carrier 

• 10 memory channels - an internal battery sustains 

memory when set is off 

• Air watch - scans 2 frequencies with priority lock 

on to primary freq uency 

• Scanning - scans memory channels, or all channels 

or between owner programmed frequencies 

• LCD Readout - shows frequency, memory channel 

and battery charge 

PLUS TR 720 - the well proven handheld - £454.25 

AT 920 by Telex - similar specifICation to the 1C-A2 but with sockets for standard aircraft headset- £586.50 

STS AV7600 by -STS - to order £POA 

CAMERAS - The IlGA Approved KONICA EFJ - Data Back with clock (hrs/minsl - £53.75 

FILM for the Konica 

35mm B&W 12 expo £1.32 35mm B & W Reload £1.09 

(Not all cassettes can be reloaded) 

For Instamatics 

126 B & W 12 expo £1.36 

OXYGEN 

Constant Flow system (complete) . £257.29 

A14A Diluter Demand Regulator, 

gauge, blinker. (Refurbished and with 

FAA Release Cert·ificate) £212.75 

Constant Flow Regulatof, Gauge .. £104.13 

Portable 630 litre system for ASW20, 

lS4, OG300 etc 

t272.8& 

Mask and Shorl Hose AJ4A £161.00 

Long Hose, A14A £40.25 

Dual Outlet Constant Flow 

Regulator £145.56 

Dual Outlet 680 litre portable 

system £399.05 

Mask/Economiser tor Constant 

Flow £39.96 

B'ayonet connector £5.06 

630 or 680 litre bottle (2000 psi) £130.76 

Constant flow systems are by Air Apparatus 

and Valve 

Plus all necessary tubing, accessories, etc., on request Note: Constant Flow systems are only edvisable for use up to 25,000ft. 

Plus: Instruments, Variometers, Radios, Power Supply (batteries, etc.), Barographs - the usual exhaustive listl 

New - Lifejackets, Maps, FIVing Gloves, etc., etc. 

E&OE 

Please add carriage to above prices. All goods supplied under OlH' standard terms oftrade. Exports are normally free of VAT 

Brochures, Advice & Price Lists 

~ 

Dickie Feakes - see note below John Delafield 

23 Orchard Way Cotswold IHouse VISA 

Offord Darcv Telex Mill Street 

Huntingdon 83138 Telkay G Islip 

Cambs PE18 9RU 

Oxon 0)(5 2SV 

Tel: Huntingdon (0480) 811931 Tel: Kidlington (08675) 2357 

Note: From 24th February 1986, Dickie Feakes will move to: 11 Tile Poplars, tAUNTON, BICESTER, OXON.

SOUTHERN SAILP' AN S 

IS YOUR GLIDER READY FOR THE SEASON 

C. of A. done 

Watch those MANDATORY MODS. are not missed. External 

paintwork waxed (where required)! - A rub or spray 

with furniture wax is totally inadequate. 

Insurance renewal 

Let us put you in touch with the people who will insure 

you r glider on a straightforward basis. NOT one where you 

need a magnifying glass on the policy small print to discover 

you have been "sold a pup". 

Repairs 

Remember almost anyone can set up shop as a glider 

repairer. Look at the facilities your repairer has. A back 

garden shed is rarelly adequate. The quality of repair cannot 

be assessed by visual means only! We can tell you 

what to look for. 

. AIRSPACE 

Don't forget to contact your M.P. regarding the proposed 

UPPER HEYFORD SPECIAL RULES ZONE. Otherwise it 

may be better to buy a boat! 

SOUTHERN SAILPLANES (R. Jones) 

Membury Airfield, Lambourn, Berks. Tel. (0488) 71774

Volume 37 No 1 Feb-Mar 1986.pdf - Lakes Gliding Club

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