Sailplane & Gliding 1966 - Lakes Gliding Club

tWQ ways of reducing the requirements. In the face of considerable oj)positjon, timing
in the 1966 Canadian Contest was frol1\ release over a specified point (this was partly
dictated by operation from Regina airport, a large, if little used. civic airport) The
objectors, myself among them, agreed afterwards that this had not ~n a significant
handicap. This does imply, however, that a designated start should not be used, as
the pilot's choice of take-off time then becomes of considerable importance.
As in previolls years, turning P9int confirmation was photographic; I use,d 8-10
shot lengths (35 mm,) from a 50 ft. roll. prepared beforehand in used casettes. With
efficient processing facilities, this is quite satisfactory. and the cost is negligible.
Clear and unambiguous descriptions of the turning-points arc essential. and photographs
or diagrams as well, desirable.
Tony Deane-Drummond's suggestions for universal handicapping seem very
sound, though the extra complications may not be welcomed by the scorers. Having
flown a Skylark 3F against a 419, and an Austria SH against Skylark 4's and
numerou.s other well and less well known machines, I doubt if the 419 merits 92%
and feel sure the SH should be below 90%.
Finally, a comment on the current controversy of "to help or not to help". Mpst
pilots here have more leisure money than in England, yet the clubs nearly all operate
with very little professional help, other than for major maintenance and repair work.
Few hangar doors are other than man-powered, and then only as a bonus from wellto-do
aeroplane owners. A list naming the duty instructor. tow pilot and field
manager, for several months ahead. is circulated to those concerned. This ensures a
b·asic organisation for flying. Surely everyone can spare one day every six weeks or so.
to assist with these vital tasks? However, there is a growing tendency here, where the
demands on the training aircraft are fairly light, for new members to arrive around
midday, fly, and disappear, leaving the donkey work to the faithfJJl few. What is
the answer?
National Research Council. Ottawa.
JOHN FIRTH
A "LADDER" FOR RATING
Dear Sir.
Now that the problem of the Rating List is a~ain in everyone's mind, may I ask
you to reprint some sentences from a letter of mine which you published nearly five
years ago?
"The present scheme of selection by scoring for a 'ladder' in Regional Competitions,
though much better than a baUot, seems designed to preserve the National
Championships for rich private owners with long holidays. I foresee a merry band of
individuals touring the country amassing points which allow them to enter Nationals
and amass more points ... Furthermore, in a year or two the rush to get marks at
Regionals will be so great that we. will have to restrict entry to them as well!
"I suggest for consideration an alternative 'la.dder' for which: marks may be
obtained from any good flight. in or out of a competition. At the Cambridge
University Gliding Club. John Pringle's 'President's Ladder' has been operating
successfully in this way for some time, and its rules would be a good basis for a
B.G.A. Ladder. Further refinements could be introduced in the form of-better aircraft
handicaps, and perhaps even handicaps for sites.
'This scheme ... has the further merit of encouragini good flights outside
competitions."
Though I would now be more circumspect in my reference to private owners,
and though I no longer believe in aircraft handicaps, the rest seems still to be
moderate sense.
5 Car/ton Place. Aberdeen. ANTHONY EOWARDS
WHAT TO DO WHEN LOST
Dear Sir,
As a private owner using radio· over Southern England today (16th August), I
had the horrifying experience of listening to another member of our fraternity
admitting to all and sundry on 130.4 that he was lost, and in fact had not the slightest
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