Sailplane & Gliding 1966 - Lakes Gliding Club

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Engineers, flying instructors, glider and power pilots have been working at our factory in Munich for the last 15 years developing instruments, parts and equipment for safe and economic sporting flying. Our patented products are already used in 31 countries throughout the world. In order to make our experience available to light aircraft and glider pilots of your country too, we have published our "Arbeitskatalog" with directions and explanations in English. Please send for copies, free of charge. Delivery programme~ Single and double drum launching winches Winch parts: pulleys, rollers, guillotine etc.• C of G releases (TOST Kombi and TOST E combi) Nose releases (TOST ring release) Special winch launching cables Aero tow ropes in perlon, complete All accessories for launching and rowing Weak links with fixed breaking loads Cable sho..k absorbers in perIon Cable parachutes, safety allachment ropes DQuble rings, shackles, swivels, snap hooks Cable ferrules, press tools, thimbles lightweight wheels for gliders and powered Aircraft (with and without mechanical brake) Accelerometers for gliders and light planes AD devel0p9d by "PILOTS FOR PILOTS" os 0 of our work to ensure safety In flight. Richard Tos! result Flugzeuggeratebau 8 Munchen 15. Thalkirchner Str. 62.. Telephone 5'34472. 366
FLYING IN THE U.S. NATIONALS By R. E. SCHREDER TO do well in a National Contest a ~ pilot must have: J. Cross-country and 'experiem:e.. competition 2. A gooo crew. 3. A good ship. 4. The will to work and fiy to win. 5. Good luck. This year I had all five. At the conclusion of the 1965 U.S. Nationals, I drew up a design for a competition sailplane which would perform equally well in weak and strong conditions. 1 used to believe that the high wing-loading of 7 to 7t lb. was the answer, but bitter experience- taught me that going down just once during a contest on that weak day or weak period wiped out all the advantages of the lead sled. The HP-14 evolved as a 55-foot span, 5 lb. per square foot, 20 to I aspectratio compromise. I worked constantly on thjs shIp with only Saturday and Sunday evenings off until the very day we left for Reno. This takes a very patient and dedicated wife. In spite of this tremendous, effort, the first flight was not made until the day we left for Reno. Ouring the practice flights before the contest, the superior performance of the HP-14 became apparent. In spite of its light wing-loading it could stay with the Sisus, Libelles and Austrias at high speed. On tne low-speed end it could slow down like a 1-26 but witn the lowest flown. sink of anythiqg I have ever The area weather in Reno this year was fabulous. We flew nine days under near perfect ,conditions. Nev,er in ,any U.S.. Contest have we had the variety of lift found here. There were plain thermals, shadow thermals, evening valley thermals, slope thermals, primary. secondary, tertiary, dc. waves, dust devils, ridge lift, convergent lift and shear-line lift. Our only rest day was forced by a 443-mile flight. One pilot complained that he had made Gold C Distance and only placed 30th for the day. Landing in rough country surrounding Reno took a heavy ton of good sailplanes. Daily reports of damage' helped to ke.ep me cautious. Aftet the first three days it ,became apparent that the weather was reliable enough to allow the crew and car to remain at Stead Air Force Base on all race day,. This saved a lot of wear and tear and cash and kept the crew in better shape for flight preparation and distance flight chasing. My crew drove 440 miles on a speed task before we adopted this tactic. My general strategy for the entire .contest was to: 1. Stay up at ,all costs. 2. Centre as perfectly as possibly in all thermals. 3. Pass up all therrnals of less than 500 ft. per minute unless low. 4. Leave all thermals when their strength dropped below 500 ft. per minute. 5. Run at 80 miles per hour or better between thermals unless low. I had three frustrating experiences which could have drastically 'altered my The winning HP-l4. 367
Page 1 and 2: SAIL A &GLIDI October-November 1966
Page 3 and 4: SAILPLANE &, GLIDING OFFICIAL ORGAN
Page 5 and 6: CALIFORNIAN HOLIDAY By FRED SLlNGSB
Page 7 and 8: A gaggle, assembly, dope, or produc
Page 9 and 10: to Lake Tahoe, partly in Nevada but
Page 11 and 12: a most interesting visit to the Soa
Page 13 and 14: Guo (sharply): Are you referring to
Page 15 and 16: THE GERMAN NATIONALS EARLY a hundre
Page 17 and 18: B.G.A. NEWS Association Secretary R
Page 19 and 20: THE CARE AND FEEDING OF PASSENGERS
Page 21 and 22: "A.h, bwt lift in clowds is much bi
Page 23 and 24: V-TAILS By JOHN GIBSON HE recent in
Page 25 and 26: LONDON REGIONALS 30th July - 7th Au
Page 27 and 28: would also be possible. Pilots were
Page 29 and 30: Final 3L7 2.8 5.8 Total Place PI/or
Page 31: uckling of the whole wing upper sur
Page 35 and 36: course ran S.E. diagonally across t
Page 37 and 38: "TURN LEFT AT READING" Some Thought
Page 39 and 40: SKYlARK FURTHER l.INES OF LAUNCHED
Page 41 and 42: others could be seen along the fron
Page 43 and 44: 1250 Regular asClockwork Every fiv~
Page 45 and 46: lost. An urgent plea over the radio
Page 47 and 48: silver colIectio.n from Burton, Bur
Page 49 and 50: ular lesson, and above an what he i
Page 51 and 52: RIETI 1966 By PHIL.lP WILLS W· HEN
Page 53 and 54: FIRST GOLD FOR WALES By IAN SHATTOC
Page 55 and 56: all around with large flat areas of
Page 57 and 58: GLIDING CERTIFICATES DIAMOND FOR HE
Page 59 and 60: quent flying. Anyway, on one of the
Page 61 and 62: winners of each Clas3 as National C
Page 63 and 64: idea of his position. This person w
Page 65 and 66: the demand for its se"rvices and sa
Page 67 and 68: FOR SALE (continued) HIGH performan
Page 69 and 70: BRISTOL E are pleased to note that.
Page 71 and 72: Our holiday courses h.ave been high
Page 73 and 74: land is under consideration, as we
Page 75 and 76: enough to -make it impossible to dr
Page 77 and 78: Mick Ensor made our "highest" this
Page 79 and 80: AUSTRIA T HIRTY-FIVE pilots. flew i
Page 81 and 82: "4 came through, Karsten Christense
Page 83 and 84:
nine completed, three faste! a seco
Page 85 and 86:
NORWAY "T"'HB THIRD NORDIC GLIDING
Page 87 and 88:
SWITZERLAND A NEW ELFE.-The designe
Page 89 and 90:
[WO rubber springs. The fuselage ha
Page 91 and 92:
Scottish Gliding Union PORTMOAK. SC
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Sailplane & Gliding 1966 - Lakes Gliding Club

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