VGC News/Newsletters - Lakes Gliding Club

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Future rallies BRITISH NATIONAL RALLY IN 1999 This is to be held for one week at BICESTER Airfield from May 22nd - 31 st and we wiIl be the guests of the RAFGSA which was founded by Group Captain Paul and others in 1949; this year therefore is the 50th anniversary but the RAF had been gliding in Germany since 1945. All surviving members who flew with BAFO from that lime are invited for the last weekend for a grand party on the 29th. It is hoped to assemble as many as possible of the glider types that BAFO pilots flew from 1945 which are stiIl have airworthy. Therefore particularly welcome wiIl be SG 38s, Grunau Baby 2bs, Meises, Weihes, Kranich 2s, Minimoas, Goeviers, Rhonsperbers, Rhonbussards, MU 13ds etc etc. as well as all the British vintage gliders. Bicester is a grass airfield with a hangar, part of which will be available for our aircraft. It is particularly poignant that this is the last year of gliding at Bicester. There has been RAF gliding there for longer than we can remember but it is no longer an RAF airfield. AIl gliding must cease on the 3 Ist Dec. I999 and the airfield wiIl be closed for the development of light industry. The London Gliding Club at Dunstable will again be hosting the Woodworm Rally between 16 and 18 July where the Woodworm Rodeo Trophy will be awarded for tasks which will be set, dependent on the weather, for Duration, Height, Spot Landing, Nominated Duration and Concour d'Elegance. There will be free reciprocal membership and free camping. Contact Ted Hull Tel 0181 449 9024. 3RD SEGELFLUGZEUG-OLDTIMER-TREFFEN 27th-29th August at the Fliegerklub Strausberg e. V, Flugplatz, D-15344 Strausberg, Germany. Tel 03341-22892 Kontakt Frank-Dieter Lemke, Frankfurter Allee 94, D- 10247 Berlin. Tel 030 2911077 (weekdays until 20.00hrs) or the F1iegerklub Strausberg e V, Tel 03341 22892 (on Saturdays and Sundays only) During the week previous to the rally there will be a cross country gliding course in progress on the airfield but should you wish to bring your glider early, you will be welcome. Hangarage will be free for your aircraft. INTERNATIONAL VINTAGE SAILPLANE MEET IN USA IN 2000 International soaring will return to Elmira, NY during IVSM 2000 July 1-9.2000. This vintage sailplane regatta wiIl feature glFders from many nations. If you were present for .VSM-95, you know this should lbe another very successful and fun event. The Harris Hill Soaring Corporation, National Soaring MllIseum,and Vintage Sailplane Association sponsor -the event. Entry is limited to 50 vintage and rare classic sailplanes, with priority given to the vintage ships. HHSC will provide field checkouts for the many pilots visiting for the first time, and also seIl glider rides to the public. The IVSM-2000 committee encourages owners of vintage and classic sailplanes to mail in their application as soon as possible and no later than May 1, 1999. The committee expects to accept all overseas entries that fit the description of a vintage or classic glider. A vintage sailplane is one that was designed before 1958. A more recently built replica is accepted. A classic sailplane must have been built at least 25 years ago. The gliders must have liability insurance and a valid airworthiness certificate, and the pilots must have at least a private glider rating. IVSM-2000 wiIl be run in the tradition of the European rallies. Tasks will consist of duration events and short cross-country flights over safe terrain. Meals and camping will be available on the field. There will be lectures during the day and entertainment in. the evenings at the National Soaring Museum, whic'h is located right on the airfield. Make plans now to attend this meet which promises to be one of the most colorful and interesting soming events ever. For additional information, contact the National Soaring Museum by email at nsm@soaringmuseum. org. Entry fonTIs can be obtained from the Editor VGC News; please send a stamped addressed envelope with your request. We would ask all other Vintage Gliding organisations to publicise this event using this official press release. (Note that these classifications are those ofthe IVSM and not necessarily ofthe vcc. ED) The Yorkshire Gliding Club is holding the annual Slingsby Week at Sutton Bank from August 29th to September 5th. All VGC members are welcome to take their gliders but especiaIly welcome wiIl be ones made by the Slingsby factory; who knows, you might even meet the men who made your glider. Not a rally but all members of the VGC have been invited to fly anytime at the Aeroklub Jesenik, Letista, 79084 Mikulovice, in the Czech Republic. This is a thermal and wave site which we believe is in the mountains very close to the Polish border. Telephone the Aeroklub on +420 645 423 090 A Kranich as described in the article on Kranich production 6 ______________________1 I
Features KRANICH 2 (JERAB 2) (This is the article that should have accompanied the two sheets of Kranich drawings that appeared in our VGC News No.94 on pages 26 and 27. Unfortunately, it was not possible at that time to get it translated from Czech into English. This abridged translation was made possible by Lubomir Hodan at Zbraslavice during last years International Rendez-Vous WHEN CRANES FLEW by Jan Brskovsky and Petr Antos. Members of the Aviation Historic group.) In the second half of the 1930s, there was an increase in the organizational and technical level of gliding, which was the basis for today's gliding. The main gliding centres received news of records some of which (if not most) were flown by German pilots. In Germany, gliding enthusiasts were sponsored by the state and this led to the increase in strength of the Luftwaffe, which prepared it for the coming World War. Main centres were at the Wasserkuppe and Grunau, which is ilow Jesow Zeleski in Poland. DFS at Darmstadt very Inuch assisted the growth of the gliding Movement It had an excellent Met. specialist in Professor Doctor Waiter GeorgH and the Chief Designer waS Hans Jacobs. From 1932 on, his name was connected with the foremost designs. One of them was the single seater Rhonsperber in 1935 and, during the next year, the 2-seater Kranicb, which w.as developed from the Rhonsperber. The main advantages of the Krankh were an exceUent thermalling ,capabi'1ity with the ability to be used for instruction and blind flying training, and for improving flying technique. Elementary glider pilot training at this time was with single seat Primaries. In Germany. there were the ZOglings and the later sa 38s. In Czec'hoslovalda, there was the very popular "Skaut". Two seaters were onfy used for advanced training. For this, the Kranich was very good. During wartime and after the war, ,the type was more and more used for elementary training. During the 19.30s, the Kranich's pelformance put it among the best g,liders in the 2-seater class. In Soviet Russia, the best 2-seater was the "Stakhanoviets" but this glider was not produced in quantity. Only during wartime,. was there a mot~ve to develop the 2-seater for pre-military training, and for the elementary training of troop carrying glider pilots. For example, we must look to the USA where Schweizer. Laister Kaufman and Pratt Read two seaters were designed to meet the need for training troop carrying glider pilots. This wartime experience led by the back door to the postwar training of glider pilots in high performance two seaters. But the first place taken by the Kranich in postwar European sport gliding can not be denied. In Czechoslovakia, a two seater was designed by Anton Kralovice and called KSM I. Postwar. this was the K-7 which was named Udarnik. However the Kranich 2 or Jerab was mainly used until the Czech designed LF-l09 Pionier and LO 130 Kmotr came into production. These brought forth the question as to whether it was better to have tandem seated or side by side two seaters for training. The famous German glider pilot and designer Wolf Hirth developed the Oovier with side by side seating. The Schempp Hirth firm started to mass produce it, and later in 1948, the Dutch firm Fokker built 6 examples. The Govier was someth.ing of an example for our Kmotr, but the number built did not compete with the number of Jerabs built even if the visibility for the instructor was many times better than that from the Kranich. The PROTOTYPE. The Kranich was designed in 1935 and its first test flight was carried out by the experienced German test pilot Hanna Reitsch. She was personally involved with the prototype's, development, and it was written in an Aviation publication that it had 2 months testing during which it was flown for about 90 hours. At the time of its testing by DFS, its designer Hans Jacobs and Herbert LUck prepared its documentation for series production. The prototype flew with open canopies but, very SOOI1, its designers prepared its characteristic plexiglass canopy. This was mainly built from a metal tubular frame which was at first covered with celluloid, but later with organic plexiglass (perspex). Its flyillg tests generated great enthusiasm for its development except that the rear cockpit, which is placed between main and rear wing spars did not offer good visibility forwards and downwards. In the wing root on both sides near the rear cockpit, were built-in transparent windows, which offered a limited possibility for the instructor to observe the situation, and the countryside below. FIRST PRODUCTION SERIES. The large, strongly built but good machine with gulled wings was put into production by the firm of Karl Schweyer at Darmstadt, and later ,in Mannheim. This became Jacobs Schweyer. Data from the period concerning production in Germany between 1939 and 1941, suggests that about 150 Kranichs were built. ENTREE. The first time that the Kranich 2 became famous was during the 1937 National Rhon Contest. The first version had small differences between it and the production Kranich I. For example, the Kranich I had an aerodynamically balanced elevator and a servo trim tab on the ailerons' trailing edge etc. During the next year at the 1938 (the 19th) Rhon Contest, 6 out of the 8 crews entered for the two seater category B were using Kranichs. In 1939, 18 crews took part flying Kranichs representing the Nazi NSFK and the Luftwaffe. This was characteristic for this time as Kranichs were being used for military training and for instruction. The time was just before World War 2, as the contest was held during July/August 1939. The performance potential of the Kranich was so good that it was good propaganda material for the 3rd Reich in other countries. On 12th April 1937 pilots Beck and Knier had flown a distance of 193 kms.from the Hornberg to Bingen and on the 3rd of May 1939, the pilots Spilger and achieved a gain of height of 2,276 m. On the 3rd of August 1937, Ziller and Quadfasel got higher, to 3,304 m.in a snow cloud and temperature as· low as -40 degrees C. Ziller ltew to over 8,600 m on the 28th November 1938 over Grunau. There was also BOclekker and Zander's World duration record in a Kranich 2 of 50 hours 15 mins from the 9th -11 th December 1938. Not recognised as a World record was the 1938 Rhon contest climb to 8,000 m. by Romeis and Schillinger (the Kranich broke up but they both were saved by their parachutes.CW). Also not recognised officially was the climb of Eric KlOckner to 9,200 m. in wave over ZeU am See on the 15 May 1939. later he increased this to HAlO m on the 11th October 1940. Erich Kloekner realized both these performances in the Special Kranicn 0-11-4002 which had been designed for cloud flying and flying in ,the Alps. This was known as the Cloud Flying or Wolken (W) l'
Page 1 and 2: Price (UK) £2.95 Free to members
Page 3 and 4: VGCNews No. 96 Spring 1999 Contents
Page 5 and 6: Liebe deutsche VGC - Mitglieder, vi
Page 7: V.G.C.INTERNATIONAL Introduction 11
Page 11 and 12: IN WARTIME. We turn now to the year
Page 13 and 14: climbed to typical summer warmth. F
Page 15 and 16: Nol6 Fick received a Golden Plakett
Page 17 and 18: On June 4th a parliamentary member
Page 19 and 20: International News ARGENTINE NEWS L
Page 21 and 22: 18 10 A B c The PRAHA was one of th
Page 23 and 24: President: Chris Wills, Wings, The
Page 25 and 26: Please Use CURRENT ORDER FORM for c
Page 27 and 28: able to fly the 1936 Golden Eagle,
Page 29 and 30: RA875-924 Ibuilt by Slingsbys at Ki
Page 31 and 32: C. Witls writes: ..... When OY-MUX
Page 33 and 34: Work continuing at a great pace on
Page 35 and 36: SWISS NEWS LIST OF SAILPLANES BELON
Page 37 and 38: Peter Riedeland Chris Wills on the
Page 39 and 40: WALTER HORTEN Oberst·Lt ausser Die
Page 41 and 42: (i.e..cockpit sections) were enormo
Page 43 and 44: He realizes that Luftwaffe airfield
Page 45 and 46: Classifieds Small advertisements ar
Page 47: DEDICATED lVERAGER OPTION • BaM,r

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