Volume 33 No 4 Aug-Sept 1982.pdf - Lakes Gliding Club

August-September 1982 £1.10

CUT THE COST OF FLYINGINSURE WITH THEGLIDING BROKERSRing Carol Taylor at THIRSK (0845) 23018(24hr. Ansaphone Service)WE CAN NOW ALSO OFFER OUREXCLUSIVE GLIDER PILOTS'HOUSEHOLD INSURANCE SCHEME'NEW FOR OLD' COVER ­SUBSTANTIAL DISCOUNTFOR MEMBERS OF BGA CLU'BSor write to:MOWBRAV VALE INSURANCE8 CASTLEGATE, THIRSKNORTH YORKSHIREV071HLTelex 587470All classes of insurance transactedRepresented at Lloyds

Magazine of the BRITISH GLIDING ASSOCIATION-----------------1.~-Contents156 Tail Feathers Platypus158 The Involvement of Youth in Gliding D. G. LeeEditor:Gillian Bryce-Smith. 261 Queen Edith's Way,Cambridge, CB1 4NH. Tel. Cambridge 247725.Consultant Editors:Alan E. SlaterRika Harwood, 66 Maisemore Gardens.Emsworth, Hants. Tel. 024-34 4580.Subscriptions:Jenny Rolte. Tel. Market Harborough 67064.Committee:A. W. F. Edwards (Chairman), R. Q. Barret!.M. Bird, F. G. Irving, B. Ro/te.Advertisement Manager:Peggy Mieville, Cheiron Press Ltd.,7 Amersham Hill, High Wycombe. Bucks.HP13 6Q. Tel. 0494-442423.159 Twice an Ab-Initio C. J. Wingfield161 It Couldn't Happen To Me B. O. O. Moore162 Into Aladdin's Cave B. J. Willson163 A Farnborough for Sailplanes M. J. Hardy165 This Time Last Year. . . Mentor166 1982 Open Class Nationals Angela Bishop175 Final Results176 BGA and General News177 A Tribute to Andy Gough B. BrownlowPublisher:British Gliding Association, (Barry Rolte, BGAAdministrator).178 Gliding CertificatesBGA Accident SummaryA. W. DoughtyCover: Martin Whitehead took this photograph ofAndrew Hulme (PIK 200) practising for a Duxford airshow.180 Book Reviews A. D. Piggott, Rika Harwood181 50 Years Ago - First BritiSh Nationals A. E. Slater182 Your Letters P. Williams, J. Angenieux, D. B. James, S. Proud,Rhoda Partridge, M. J. R. Undsay, A. D. Piggott,M. J. Dowden, D. B. James (reply by M. B.Jefferyes), P. A. Hearne, J. West .184 Club News190 Service News192 Overseas News A. E. Slater, Rika Harwood, M. BishopAUGUST - SEPTEMBER 1982VOLUME XXXIII No. 4British Gliding AssociationKimberley House, Vaughan Way, Leicester. LE1 4SG. Telephone Leicester 0533-531051Printed in England by Blackfriars Press Ltd., Smith Dorrien Road, Leicester

SZD-50 PUCHACZTwo seat all fibreglass trainililg glider30:1JANTAR 28 SlD-42/220.5 metre. Full set of instrumentsGLIDERSMOTOR GLIDERSLIGHT AIRCRAFTAGRICULTURAL AlCHELICOPTERSENGINESINSTRUMENTSSPARE PARTSWycombe Air ParkSTD JAiNTAR 2 SZD 48Delivered with full set of ililslfl:Jments,dust covers and t'echnical documentationPZL-WILGA MAY BE BOUGHT, HIRED OR LEASEDAnglo-Po,lish Sailplanes ,Ltd.(0494) 40911 (evenings and weekend's 062,8-39690)Booker . Marlow . Bucks 24 hour answering serviceTelex: 848314 CHACOM GCambridgeThe choice of Winners at Paderborn, Chateauroux, and Rayskala.MKIV Director MKIV TE Comp, Variomeler MKIV NAV Director Mini Variometer Standard VariometerThe combinat,ion of the MKIV TECompensated Variometer and therevQlut ionary new MKIV NAV offersthe most advanced yet simple AIRDATA COMPUTER system available.Combining Micro-processor andCustom LCD technology, the newsystem represents Cambridge'scommitment to advanced soaringequipment.Sales:Southdown Aero Services Ltd.Lasham Airfield, Nr.Alton, Hants.Tel: Her,riard 359Service: Glider Instruments,5 Glendevon Rd.,Woodley, Reading.Berks.Tel: (0734)696491CAMBRI:DGE A.ERO.INSTRUMENTSG~300 Sweetwater Ave.Bedford, MA 01730 USAlel. (617) 275-0889. lWX# 710-326-7588150 SAILPLANE & GLIDING

, .,...i2>.. ,': . ~ ,'.' ., ," . l.'••i, ,- ..WYAIT .INTERNATIONAL LTD." BmJnda~J~Qus~, 7/17 Jewry Street', - Lolld~ EC3N 2HP , -",~ , .-" ... /'" - ~ .. ,T~lephOll.'e~OI-48t 477Z/474;t' ;J."elex: LONDON 8g6S7~&.883039'/.. >:,~~. ' .. , ' ~;...: -~- ,A~ OPEN-' LETTeltro\rlIE BRITISH' GLIDER PILOT» i , . .' ....., .A NEW APPRO~CH- '1:0 GLIDER INSURANCEFOR THEBRI'ftSH GLIDING MJVE},~ENT"'f ••"Fo'r,tbepastyea]$l

HAVE YOU TRIEDclTel. 0845 - 24010(t-tome)(Workshop)eARLTON MINIOTTTHIRSKNorth Yorkshire Y07 4NA(G. KEMP)C of A's AN!) REPAIRS TO ALL TVPES OF GLIDER, ESPECIALLY WOOD AND METALCOMPONENTS MANUFACTURED VISITORS ALWAYS WELCOMEJebrinq. foaring Cen re FloridaOCTOBER TO JUNE THROUGH THE WINTERBASIC AND ADVANCED TRAINING, CROSS COUNTRY TRAININGin ASW 15; PIK 20D; K6E; K6.CR's and K.l3Writ~ now for brochure to: Sebring Soaring Centre In~. Box 499, Sebring Airport, SebriJlg, Florida 33870or call direct from Ihe U.K. (0101) 813 655 2397GliderCommunicationsfrom BeckerThe AR 2008/25A VHF Glider Transceiver gives you 720Channels plus a lot more • Frequency Storage• Stop Watch• Battery VoltageWhether youraircraft is built inwood, metal, orglass you can besure of expertrepairs from:The AR 2008/25B VHF 720 ChannelGlider Transceiver• Digital Frequency Indicator• Small, light yet tough• easily fitted one piece instrumentFor further information contactMike DawsonFieldtech Heathrow Ltd.IatI Ho",,,,.Fieldtech Longford Middlesex UB7 OLL' Heathrow Tel: 01-897 6446HuntIll!JTelex: 23734 FLDTEC G"o"~ 420 '''h Ro'dSOUTHOOWN AEROSERVICES LTO.LASHAM AIRFIELDALTON, HANTSTelephone Herriard (025 683) 359152SAILPLANE & GLIDING

LS4- WINNER1981 WORLD CHAMPSDITTEL- SIMPLY THE BESTAIRCRAFT RADIOS* Ultra low power consumption* Two year warranty, parts and labour* Unbeatable reliability* Fully CAA approved for all classes of useincluding public transport and airline* TOP SEVEN PLACES ALL LS4's* MANY OTHER CONTEST WINSA FEW EARLY OPTIONS STILL AVAILABLEFor information on Rolladen-Schneider sailplanesand Dittel radios, contact the sole UK agents -SPEEDSOARING23 ROUNDHEAD DRIVE, THAME, OXON084421 4132 or 08692 4269124 HOUR ANSWERING SERVICEGoldwingTHE WORLD'S MOSTADVANCEDMICROLIGHT AIRCRAFT• Foam & Fibreglass Composite Structure• Full 3-axis Control• Powerful 32 HP Motor• Range 200 miles on 4 galls.• Less than £2.50 per hour to Operate• British Manufacture, Kit or Factory-builtSEND £1 FOR DETAILS_UIOwingUnit 20, Dixon PlaceCollege Milton NorthEast Kilbride G74 SJFAugust/September 1982153

~ .,, ;.-.:"" AERO CLUB' AALST123SOLTI\462, TM.62 Ground SetFitted' with 129.-9. 130.1 and 130.4: 5 waltsoutpu,t. Size 2Ve x B x SW;.Price £195 plus VAT. TM.61 Glider R8CJ'i.oOutP~t1.8 watts a.f~ 2.5 volts:Size 2% x 2% )( 7%"-Io"g, .up to 6 Channels; AOtmaU",supplied with 130. 1 and•,,130.4..complete wi,th hand:held mike (or Swan:.neik ., boom mike,' optionah:ixtra" ,at (20), sp~aker and~wiring., ,harness. ".:. . .Prlce£18Q plus VAT ...' ....~ ::., "'...INTERNATION~E~EFVlIEGWEOSTRIJO::\·,·'.BRUSS·ELSTMA.. ~::. " ·HANDICAP '82.' 28 en, 29 AUGUS'tUS 1982.". Met~1"gvan"~N.V.,KINll£YAVIATKlN ' ."." ,', ,(GAOEP JOSI)AVlAB6l N.V.NEoeFU:NOweOSrRUDSECRETARAAT; ,AEROCLUB AALST.' Beekll1'881 2, ; ·S·9473 WELlE. 'Belg""'DONCASTERSAILPLANE" , SERVICES, .'',,'.: ~.",jHAARLEM"OO~R. ~~lEMS" ......_---_::.-_----......,..for ..1·'."'Reteasehbok'service.,.From £9.50'·,piu~ VAT-, ,- '.' .. '. - ~ ~~C.A.A. welding and re-sprays. RepairNo wOOd,gl·~ss.fibreand·S1eeH·ube·>'J' ~,' ' ,,' , 'machines. Stocks of most materials ~()rrepaiuar.id re.builds.·wid~t-aiJgi .. r: ~l" . • Rete~·nngS.of instruments in stock. 8arOgraph,.~ AS.f.·Calibration. ",')' .. ',t ,.•i, , ',f;2A7'p1t.l$ VAT,'::' ' ':"..'. DONCASTER AIRFIELDU.K. Agents for rOst,and A Schl~iCher ,.. '. '. S. "aRKSOpen Monday to ~turd~y' 9:f!Oamt9 5.30pm,. ,.:;Phone: 030253'1$i5(24 hours)Tring Road, Dunstable. Bedfords'h1:re . T.lt"h'one t>u~~t.bt•.~20&s

SAILPLANE/GLlDER/AIRCRAFTINSURANCE~UIDJIRVINEB75LOW-PROFILE PARACHUTETRY THE SPECIALISTSJ. A. Harrison (Brokers) Ltd.SECURITY HOUSE160-161 BROMSGROVE STREETBIRMINGHAM B5 6NY•RATES ARE REDUCED BYQUALI FICATIONSPECIAL SCHEME FOREXPERIENCED PILOTSTelephone: 021-692-1245Telex: 335142Also availableThe IRVIN EB62and EB73• All-up weight6.9kg• IRVIN lightweight1.24 Canopy• Contoured, 3-pinside opening pack:Length 550mmWidth 360mmDepth between65mm)( 80mm• 3-point quickJyadjustable harness• FUll packing and servicing instructions• Suitable lor Alrcralt, Gliders and HelicoptersFor lull details write to:Sales Department, IRVIN Great Britain Limited, LETCHWORTH,Herts. SG6 1EUTel: 6262 Telex: 82198The mostvaluable stampintheworld.Chiltern Sailplanes Limited.The best. And it shows.Booker Airfield, Nr. Marlow, Bucks. SL7 3DR. 0494 445854 (works) or 0865890517 (outside office hours). Access &Barclaycard accepted with pleasure.August/September 1982 155

yPLftTYPUSKISSING MAcCREADY'S RINGIf I read another solemn article about speeds-ta-fly and all ,ulegadgetry and trigonometry that is essential to the understandingand exploitation of that subject, I swear I'll explode. Relief canonly be obtained by writing such an article and getting my ownback on the Reichmanns arid the OSTIV pundits.The first thing that gets me about the OSTIV papers onspeeds-la-fly (With whicll the walls of a whole asylum could easitybe papered) is not the mathematics; nor is it the diagrams ofplumbing and electronics; no, it is the little drawings of whaltaIways look like a chain of neat,ly spaced meringues. These aremeant to represent the sky on a typical summer's day. Thisshould immediately amuse one's suspicions if one is true-blueBritish: any such Ipictures can only be draWl! by foreigners. Th,eyalways look like this:They then put a newly sharpened saw (something I've never seeneither) under the meringues, like so:and the sawteeth are replaced by something like this:looking like a skein of wool after that cat has, had it. The cunningobserver might say to me, "But there's one perfect Britishmeringue two-thirds of the way along'! Quite a decent dayreally." Yes" in Britain there is nearly always one perfectcumulus - 25 miles away - but when you get ,to it, ,it hasinvar'iably been stomped on, melted, blackened, chewed etc, etc.That's another poinl: these foreign skies are always toe same inthe OSTIV papers. The clouds never seem to go throughShakespeare's Seven Ages af Man from ;infancy to senility butare always mature and healthy. British thermals usually go frominfancy to senility qui,te ,abruptly without any normal adulthoodin between (a bit like PI'a'typus? ED).Another gripe aboult the line of meringues is that it misrepresentsthe choice before the pilot who .is assumed to be flyingdown some aerial tramlines diverting neither to left nor right.Why not look at our meringues from underneath?thereby transporting the British reader into the realms of utterfantasy, since this is meant to represent - wait for it - a crosscountryflight.I'll let a minute or so pass for you to get your breath back afterrolling around on the floor hurting yourself on the furniture ...If one is to anglicise MacCready, some radical changes tothose meringues and saw,teeth* are needed. First of all themeringues should be stomped on, melted; blackened, chewed bythe dog/cat and in some cases blown up to dangerous proportions.to look more like this:• Sometimes they put bedsprings under the meringues to simulate circling flight.Each bedspring,is identical andhas obviously been slept on.156I've sprinkled some random numbers around to describe thethermal strength just IJ,ike the OSTIV papers. (I'm not going todo a British sky from underneath, you can all do it from memoryand, besides" we wouldn't have enough ink leO to print the restof this edition.)The sideways-on treatment - the meringues joined by tramlinesmounted on sawteeth - simplifies things splendidly becauseit assumes that pilots x, y and z who follow different speeds-toflystrategies (bold, t,imid, etc, e,tc) will all encounter the samethermals. But in practice they don't go through the same air atall, the timid diverting, the bold pressing straight on, etc. Thetheory assumes the air is two-dimensional when it is threedimensional.I am not saying that the theories are invalidatedbecause of this, I am just deeply suspicious, that's all. I also feelSAILPLANE & GLiDING

that in the three dimensional real sky the pilot has a lot more toworry about than ,the seuing of his MacCready ring. It is the leastof his problems. (Come on Platypus, be constructive you've donenothing but criticise;. you'll discourage the readers and as far asthe advertisers - jeez, I don't know why I let him loose on thispage I really don'! ... EO).WeJII, like Alexander tile Great slashing through the GordianKno'l at a stroke, I'll boil down the Platypus theory of speeds-toflyto a simple statement of principle. You can call it theMinimum Acceptable Instantaneous Rate of Climb orMAIROC for short.Always set your speed-to.ny ring to tbe rate-of-cIbnb that youwould be happy to accept RIGHT NOW.This may sound odd if applied to the typical situation whenyou are traversing a vast expanse of dead air, travelling hopefully*towards a far distant area of potential lift. But tbat is thewhole point. You say to yourself"lf at this very moment I wereto encounter a thermal, wllat strength would it have to be for meto stop and circle in it?"You might say "you've begged the whole question Platypus.H0W do I decide what tne MAIROC is? That's the real problem."I agree absolutely. And I don't have the answer. But thenneither does anyone else. Top pilots expect stronger thermalsthan mediocre pilots like me because they habitually findstronger thermals than I do and so they are entitled 10 set theirring to a higher rate of climb than I do. But the 'lop pilots can'ttel'l us how to f,ind these stronger thermals: generally they don'tknow how they do it.Of course as you t[

The Involvement of Yo,uth in GlidingI exercised my prerogative on being giventhe floor after dinner at the last BGAWeekend to say a few words on what Iconsider to be a vitally important subject- the involvement of young people inour sport. I make no apology forinduding my speech material in this shortarticle.It is an obvious tru~h that the futureprospects for gliding ,in this countrydepend to a large extent on the degree ofsuccess we achieve in capturing and, ofeven greater importance, in holding theinterest of youngsters. Not all will havethe potential to become heads of committeesor national coaches, but a healthy,vigorous movement is one within whichall points of view as represented by thedifferent age groups as well as incomelevels (!) can be heard.More opportunitiesThings are a lot better now for thoseyoung pilots who have been b.itten by thebug and who are ambitious in the competiti,vesense, due to both an Increaseddub orientation towards cwss-countryf1yin,g and, for the most promising, ,theavailability of the Squad TrainingScheme. However, it may be a worthwhile,exercise for club committees tooonsider the average age of their membersh,ipimd to ask themselvesiflheir clubprojects the right image to attract theinterest of young peop'le in the area.In general the youngsters of tlhis COUFltryhave a tremendQus interest in, andawareneSs ,of, the goings-on within theworld of aviation, be itciv;I, military orsporting. The extent of this enthusiasmhas been simply demonstrated overrecent years by the upsurge in the popularityof hang gliding. I believe that this isdue F10t only to the fact that it appeals tothe pioneer spirit \'v.ilhin us all, but alsothat it represents affordable flying.Tribute to ATeAt this point I must pay tribute to theexcellent job the Air Training Corps doesin cullivating the interest of youngsters ingliding - many stalwart members of ourmovement started gliding with the ATC.Having shown the Initial interest, thethree areas that bave the potential to turnyoungsters away from gliding are flyingoperations, social aspects and the financialstrain.Does your club project theright image to attractyoungsters? GEORGE LEE,World Open Class Champion,wonders if we are doingenough to encourage thenew generation of potentialglider pilots.Apart from those who go because theysimply don't like it, the frustrations of themajority relate to the quantity and qualityof their flying. There are enough sidesto this pr,oblem alone to warrant a majorarticle but I win limit myself to offering afew morsels of food for further thought:a, Ooes basic tra'ining hav,e :the priorityand support i,t deserves in your club?b. What is the average number ofinstructors the ab-initio flies with duringtraining up to first solo in your club? 11maybe worth considering aHocating twoor three instructors to a small group of,pupils, thereby improving both the continuityand overall effectiveness of thebasic instruction.A critical periodc. Having survived the frustrations ofab-initio training, the young pilot may betempted to leave with the indisputableachievement of solo flight officiallyrecorded in his or her logbook. This is acritical period as generally the furtherone progresses in gliding the less likelybecomes the possibility of early retirement- an imaginative post-solo trainingscheme should minimise any temptationto leave at this stage.d. For the larger club it may be a worthwhileexercise to occasionally dispatch agroup of post-solo pilots together with awinch and tractor, alii appropriate gliderand an instructor to supervise the runningof ,their own "line" at one side of the airfield.One of my happiesl memories ofearly post-solo flying at Bicester is of justsuch an arrangement one day with Cl.Grunau 2 (what Andy Gough said laterwhen I held up launching as I driftedslowly across tbe airfield in a weak thermalduring a successful attempt to gainmy C certificate is not repeatable here,but I had time to consider the error of myways during an afternoon's winchdriving!).To take 'the social aspect next, we tendto be a rather cliquy IQt in gliding, asmuch as anything because at ,the advancedlevel it is a specialised, individualsport. It is natuml the newcomer will feeloverawed by it all al first, but if he or sheis unwittingly ignored to any extent, afeeling of isolation and "not belonging"will develop and a potent,ja,1 member willhave been lost. Similarly in the eveningsit is hard for the young newComer to feela part of the intense discussions on thermalwave or the latest addition to the XC5000 Flight Director.The problems are most acute duringthe winter evenings, but an imaginativeprogramme of film and slide shows andlecture and discussion sessions, interspersedof course with the occasionalgood party, can do a lot to foster in-depthclub spirit and retain the interest of theyoungsters (depending perhaps on thequality of the cabarets!).The financial aspect is the more difficultto tackle. Aerotow costs cannot bereduced be'low the going rate althmrghhalf price winch launches before teno'clock should be a strong incentive foryoung peop'le with limited funds.There are no easy answers, but it maybe worth considering schemes such asoffering reduced flying rates for clubgliders in return for specific amounts ofmaintenance work. It also behoves clubcommittees to establish close relationswith the major local schools and universities,a possible outcome of such initiativesbeing financial support for alimited number of students, either relatingto the payment of membership orflying fees, or .even the possible purchaseof a seoond-hand two-seater.No easy answersMy final po,int is that as the young pilotgains experience he or she will need carefuladvice on the business of joining asyndicate - (he type of glider, how largea syndicate he or she can afford to joinand general advice as to how to get thebest soaring per pound. As I said earlier,there are 110 easy answers especially inthese times of inflation and receSSion, butwe can still sit down and considerwhether we are doing all we can for ouravia'tion-minded youngsters.I believe we can consider any actionstaken as a result of such deliberations asbeing 8n investment in the future of ourmovement. 11158SAILPLANE & GLIDING

TWICE AN AB-INITIOCHARLES WINGFIELD came back to gliding after a breakof twenty-seven years and now has All Three Diamonds.I started gliding in Canada with theMcGill University Gliding Club inOctober, 1935. I suppose the urge wasinherited; my father (who died when Iwas five) had some sort of a glider before1914 and one or two old hands hereremember.ed it twenty years later. Muchhas changed in gliding; much remains thesame. I stopped gliding in 1950 due tosinus problems; twenty-seven years later,on all impulse, I drove the twenty miles tothe Mynd and put my name on the flyinglist. So I have been ab-initio twice andvery soon learnt why gliding people havenot changed at all: th·e hold-ups,disappointments and sheer frustrationwinnow the chaff and mould the charactersof us survivors.Nerve-racking experienceIn 1935 all training was solo in an openprimary, of which the last example wasthe Slingsby Grasshopper. The idea wasthat your first attempts did NOT repeatNOT leave the ground. Most dubs usedthe bungy after the example of the Germans,who were the leaders in the spmt.It must have been a nerve-rackingexperience, but somehow it producedgood pilots in the end. I was lucky; theAmerican school favoured winch or autotowarid the McGill Club, of ten Of 15members, towed on a grass field at St.Hubert, a few miles South of Montreal.Then it still had the R-lOO mooring mast,today I suppose it is covered in concreteand Jumbos.Your first flight was on a short rope of30 yards. The instructor watched fromthe open car and told the driver what todo, and you were pulled along the groundunti,] one wing went down beyond hope ofrecovery, The car stopped and you allturned round and returned to the startholding a wing tip at a brisk trot. Afterthree or four atttempts and when youcould go the length of the field safely youwere told to leave the ground and flylevel at two or three feet, with the instructortelling the driver to vary the speed asnecessary, and landing you by graduallyreducing it. You advanced by fairly obvi­0US stages: climb to ten feet and releasethe rope, climb to 50 or 100ft and makegentle left and right turns, and whenthese were satisfactory you were allowedto climb as high as you: could on the fullrope and Uya circuit. I suppose weAugust/September 1982Charles describes this photograph of him inAustraliaas "Bscallywag at theendofthe trekinPok Lara."reached 400 or 500ft - Grasshopper myfoot. At Cambridge the method was thesame, substituting winch for autotow.How effective was it? At McGill all ofus beginners were flying circuits fromhigh launches after four or five weekends- the winter snow stopped flying bymid-December. Our crashery waS negligibleapart from a few heavy landingswhich bruised pride and posteriors andbroke the landing-wires, and at Cambridgeit was much the same lout tlite TotternhoeSecondary and Cambridge Sailplanesometimes had tbe skid wiped off. Ikept no logbook until I went up to Cambridgeand anyway there was 110 way ofgenin.g a gliding certificate in Canada, butwe would have got our A and B certificatesin 20 or 2S flights from scratch. Itook my C hill-soaring at the MYrld in .July1937 about 40 flights later -("wind W15120, rather rough and low cloud - 1hr2Smin), and made my first field landingwhen I went to the bottom from theMynd after 74 launches and 5 1 hhrs total.Training by bungy was much muchslower. At Dunstable you got your B certificatefrom a hill-top launch and your Cin a primary with a nacelle. I tried it once:it was so cramped I could only apply halfaileron and after two beats below hill-toplevel I gave up. No instruments of course- you felt the wind on your cheeks didn'tyou?Some clubs had some weird and wonderfulideas. At the Mynd they winchedwith a large ring on the bungy hook ...Ah dear boy you should not have pulledup so steeply. The worst of the lot was abungyon the end of the winch cable; youwere shot into the air and the hook felloff at 50ft. But of course we Cambridgemell with aB the knowledge of our twentyyears of age held the rest of the world inamused contempt, and only we knew howto do it.The Falcon two-seater, and the BACbefore it, were used for training too, andno one at th~ndwas sent off for his Cuntil he had been passed out as fit forhill-soaring, as a nile after one or twohalf-hour flights.During the war many people (but notme) gained much experience as RAFflying instructors and we determined loput it to gliding use. Sevef"al of us at theMynd under Theo Testar joined in thework of re-writing and adapting theManual of Elemenlary Flight Trainingand all the ideas were co-ordinated by theBOA Flying Committee, so when theSlingsbyT-21 arrived on the scene at theend of 1947 we were ready to start. Soonafter, a friend of mine asked n1.e to teachhim; he reminded me that he had joinedATS some years before the war, hadclocked up sev.eral thousand hours as aRAF instructor and was aii:customed tobeing properly converted on to a newtype. I learnt a lot in tile process and afterhe had gone solo he \Vas quitecompiirnel1tary about our method. So yousee, the present-day method has comeabout by evolution and has a long pedigree.Good hiding placeSuccess in all. sports depends on luck,and my break ii:ame ,in 1946. Early in thewar the Army requisitioned all the glidersthey could find and although theysnooped round looking for mine theynever found where I had hidden it. I wasin the Army but they sent me to EastAfrica after Dunkirk instead of to helpform the Glider Pilots Regiment. I did notmind much about losing my life - but if Isurvived I wanted my Kirby Kite, so Iwas one of the lucky few with a glider.July 14, 1946, was my big day and I flew147 miles to Redhill. It was about thethird longest yet made in Britain, and byfar the longest in a British sailplane or aglider of that type and I do not think thata Grunau, Kite or Prefect has ever beatenit. The flight was full of incident; hillsoaringon Wenlock Edge for an hour,scraping for a good quarter of an hour600-800ft above ground near Droitwich,up to 7500ft asl in cloud over Oxford,159

slap over the middle of Heathrow. and atthe end I flew past Ann Welch's, houseand shouted that my arr,ival was imminent.She dumped an infant on its pot andran oul to wave me into the field next tothe house.Everything followed from this. HoraceBuckingham asked me to fly one of hisOIympias in the 1947 US Nationalswhere I got my Gold C (Bri,tish No. 2), adistance record of 345km and an aiR of235km. And that resulted in being pickedfor the British team in the 1948 Internationals,but sinus trouble was at workand Philip Wills had to tell me a few daysbefore they started that I would have tostand down. Sad, but thank goodness hedid.Between the ages of 33 and 60 I neverthought of gliding at all as that is the onlyway to give something up, but on my nextflight 1 realised that tne magic had notgone. The Mynd instructors were veryunderstanding and [ tried to stick to therules but it was mighty hard not to circle,in lift when told to fly a circuit!A,n old man's sportThe last five years have shown thatgliding can perfectly welil be an oId man'ssport within the limitations imposed byfatigue and stiff old bones. 1 could notmanage a day's instructing any more andHeaven only knows what would happen ifI got cramp and I hope that quinine preventsit. It is still just as satisfying as itused to be but the main difference is thefreedom of action which modern typesgive you, the K-8 being better than anythingI had flown before t 950 possiblyexcepting Rheinland. Our Vega still fillsme with ama~ement when I think of myOlympia or a Weihe.I had to cheat a little to get my lastDiamond as I was afraid I migbt run outof time before a 500 day turned up, so Iwenl to Waikerie last February. h is avery special place with some very specialpeople and flying there is a revela tion anda most wonderful experience. Obviouslyit is much easier to get a long distancethan in England, but even so there wereonly two days in my fortnight when a500km could be done and if luck had notbeen with me and if the LS-4 performancein heavy rain had not been so goodI would have failed.There is a 'lot to look forward to - andI'm still hoping that a 500km day willturn up in England. aAll pilots can read -but the BEST PILOTS readSailplane &Glid,ingThe magazine can be obtained from most Gliding Clubs ,inGt. Britain, alternatively send £8.15 postage included foran annual subscription to the British Gliding Associat4on,Kimberley House, Vaughan Way, Leicester,Red leather-cloth binders specially designed to take copies of the,magazine and gold-blocked with the title on the spine are onlyavailable trom the B,GAPrice £3.50 (£3.99, Including post end packing).OVE,RSEAS AGENTSCANADAT, A. Beasley, Soaring Supplies, PO Box 4851.SI. .laurent, p,a, Canada, H4L 4Z5.SOUTH AFRICAPeter Eich, PO Box 82707. Southdale 2135. Johannesburg. Transvaal.HOLLANDAeropress (Ary

It couldn't happen to me(Because I'm too careful)B. O. O. MOOREWell, it did. Despite all my care, forethoughtand pre-planning. My prang dulyarrived amI claimed a mang!led gl,ider andparked aeroplane with ,the loss of bothfor some months and nightmares in placeof sound sleep for more than a week.The financiaf cost was in excess of£9000, not ,including loss of use.The week started off inauspiciously:Monday was the firost day of a week'sflying ill March. At Waikerie in SouthAustral'ia this is the starl of autumn andthe soarable day couldn't be expected tobe more than five hours, say midday tofive o'clock. Added to that there was ahefty 20 to 25kt oreeze blowing from theweSt. The Kestrel wasn't av,ailable so thad to fly the ASW-20which didn't seemto be good news at fhe time since I was adevot~e of the "there is no substilute forspan" school. Most heavy pilots are!Briefing was simple: in view of thewind strength fly upwind as far as youcan and then return.Quick progressThe first surprise was that in spite ofits sawn-off wings the ASW-20 slippedupw,ind like a dream. So much so that itwas an exercise in pOl'poising than actualthermalling. Consequently ground wascovered quickly. and with scarcely aglance behind.That was mistake number one: unbeknownto me conditions were collapsingbehind and I needed to know it.Truro 50 miles upwind was as good aTP as any and a very pretty sight thetownship looked from 5000ft, nestlingamong its hills. Now for the return(ULP), the cu had all gone to ground.Never mind, I told myself, stay in anythingthat bubbles and drift back to base.Thus started a struggle downwind!The wind strength had probably re-ducedand -.yith nothing showing but blue sky itwas anybody's guess where the nextdownwind d..,ifl source was likely to befound.Eventually I came to within 2Gkm ofWaikerie bUI with only (200ft .agl whodares to cross a long belt of trees to makethe last hop! (Hop in Ihis instance refersto the practice of "hopping" from onelandable area lo another, which is whatone sensibly does in 'such circumstances.)Nothing showed up in a foray towardsWaikerie, so I went back to the previous"hop''' fielu, by now at WOOf! agl and ingoo(Jl time for a quick phone call andretrieve wen before dark. On landing thewind was slill brisk, so I used two pegsto. na,il a wing down and then went {)ff totile farmhouse to phone. Second surpriseof the day: lhe only available tug was outof action having its. oill changed bUl •asked' if it could Come as soon as possible.Readers will now observe my nextmistake. Half an hour before dusk r gaveIhe tug up and started to peg the gliderdown for the night. Halfway throughdoing this Ihe lug anjvedaOld I reversedmy decision. 1 will never know why I didIhat. Having made the decision that thelight would be too poor for a safe landingand then reversing t'hat considered conclusionis probably what accident materialis all about.I don't Ihink I considered that perhapsaft.er all we could make it, because justmaking it is 110 careful way to think. It ismore likely 'I was influenced by thethought that I would have to pay for theretrieve anyway.So we hitched up. The first attemptresulted in a groundloop. I pulled off butthe tug had to take-off, circuit and land.Now it was getting dark. Finally wewere away but even then details on theground were difficult to discern and I'dhad many opportunities to discard theretrieve. At that late stage I could havepulled off and landed safely in a field.But I didn't.Arriving at Waikerie some minuteslater the tug pilot took his pick of the tworunways, leaving me the one pointingdirectly into the selling sun. On finalapproach my visibility was almost nil.Escape from tensionNow came my third mistake. Bowlingalong the ground back at base despite theodds, brought an escape from tensionand the feeling that all was now safelygathered in. Just Cl question of taxiinguntil the hangar came into view. Nowheelbrake was applied at this slage.Suddenly the right wing s'truck something,causing the glider to slew sharpright and slide sideways along the rolloutpath. Next a parked CeSSllla 172 hovesharply into view on track which I hitwith a resounding smack wilh Ihe leftwing end-on. Applicat,ion of the wheelbrakewas a trifle late at this slcage bUI itdid prevent me from being decapitatedby the Cessna tailplane.The right wing was arrested by a verticalbreather pipe, two inches indiameter, with such force it sawed intothe wing back to the mainspar and heldfm as long as it bent in the direction oftravel. The wing finally escaped by bendingthe pipe down to the ground and slippingoff its end.This presented the wingtip end-on totheCessna's cabin, making a mess of thecabin and pushing the aeroplane forwardsix feel, despile wheel chocks and tiedowns.The leading edge of both gliderwings were damaged back to the mainsparilnd had been so strained and deformedthey swe.pt back. Not a pretty sight.However with all this energy absorptionin the right places and not in thecockpit area, I survived with minorbruises only. Thi~ was due entirely to thevertical breather pipe stopping a headlongcollision with the Cessna.• ,* *.The moral of this tale Can easily beobscured by obvious conclusions. Forinstance if I had kept a sharp lookoutbehind during the oLltbound flight thereturn would have started earlier with adirect reolUrn to base. Likewise if the tughad not been oul of action when therelrieve was called for, or if tne tug hadnot landed on the better strip at the endof the retr,ieve...The weakness of this view is that thesefactors were ,not under the 'control of theglider pilot and should have been dulyallowed for. This is not the sort ofmishap that should happen to a veryinexper,ienced or experienced pilot. ThaIleaves just about the rest of us in themiddle. And we do tend to form habits.For those in the cross-collntry habit itbecomes usual to do a hangar landing,either because the glider is privatelyowned or if club. it is too late in theday to re-launch. The mistakes madeduring this flight and retrieve werealmost all recovered by subsequentaction, though this doesn't excuse them.Even the final landing into the west atlast light was successful - no mean featfor those that know. The Master Mistakewas to succumb to the impressionthat once on the ground all is we'll andone can do one's usual thing and roll oulto the hangar.There seems to be occasions when oneshould forget about tidying up Ithe endproduct and it may be a good idea Itasometimes make a point of mlling tosome inaccessible part of the airfield justto prove that tidiness is not habitforming.That, I feel, is the moral of thisstory. 11August/September 1982161

INTO ALADDIN'S CAVETUG WILLSON describes how he soared the length ofJapan In his PIK 20E last October -' a total of 1550kmSoaring pilotS in aill parts of the world do,from time to time, have airspace compatibilityproblems with regulatorybodies and sometimes power colleagues.For thos-e that have, read on and takeheart.I am an airline pilot flying the L1 0 J ITristar out of Hong Kong; but in additionto the wide body, f also fly a very slim andsleek PIK 20E from the same place! Ihave in eightee[l months flown the PIKjust over 300hrs of which only 23hrs isengine-on time. But more of Hong Konglater as the log;ical p'!ace to start is at thebeginning.In May 1980 Itrave'lled to Jamijarvi inFinland to coUect my beautiful bird,where, after a few days of fettling, Isoared down to RayskaHI to position formy soaring flight to Germai~Y. For awarm up and whilst awaiting theoptimum pressure pattern over Swedenand Denmark. I flew a most exhilara'ting500km tri

,ise above 11 oaofl and .enjoy the breathtakingvista. The effecl was hypnotic, sobeautiful 1 could hardly leave. The plKand f danced and jinked alOIig just abovethe crest - a joyous harmony of man,sailp·lane mId nature.Once north of the Alps the mountainsbecame the playgroundof Japan. Hotelsmodelled on the traditional Swiss Alpinehotels abound on the ski slopes aroundNagano. Fur,ther north, the even morebeal!ltiful mountain ski resort of MountZao. The stopover at nearby Yamagata ina very ·old traditional inn with its hotspring water bath house was quite unique.I think seven baths made thec1eaneslgaijin in all Japan.And so, after five days' soaring and oneday lost to rain, at 16LO I began my finalglide for Aomori from 7200ft, to bereceived by kimono dad ladies and bouqwets.Such lovely memories.Oh yes -I digress, meanwhile back atHong Kong the PIK strip is the 12 OOOflof concrete- at Kai Tak International Airport,!Negotiations related ,to obtainingpermission were somewhat protracted,hewever, after eighteen months involving200hrs without incident of any kind, Ihave a distinct feeling that the controllersrea'lIy enjloy clearing the lovely PIK toland after just seeing one Jumbo followanother. Their clearance to land includes"wheel down and engine running" as Iwind it out and start it on final approach.Sensible airmanship has avoided anyA Farnborough for Sailplanesproblems with wake turbulence or jetblast.What of the future? Well. later thisyear the all glas~-fibre SF-36 two-seaterarrives; negotiations are in hand to getinto China, and in January 1983 plans arewell advanced to soar across theAustralian Gafa from Sydney to Perth.That liny little engine has really openedAladdin's Cave -I hope I live to soarto my hundredth birthday.* * *I would be delighted to hear from anyaspiring soaring centurions passingthrough Hong Kong. Either call Kowloon290547 or write Captain Tug Willson,Cathay Pacific Airways, Kai Tak Airport,Hong Kong.IIIMICHAEL HARDY argues the need for a separate air display for sailplanes and motor glidersOnce again Farnborough is almost uponus, with space for exhibitors at a premium.There will be a vast range ofaerospace industry products and manydifferent types of aircraft, yet sailplanesand motor gliders will be limited to twoor three types. Much the same is true ofthe Paris and Hanover shows.But there are several good reasons whythis is unsatisfactory.The absence of sailplanes, whenviewed against the comprehensiveness ofFamborough in other fields, tends to isolatethe gliding movement from thepublic's attention and diminish publicawareness of it as a sport. It was quite adifferent situation in Germany last yearwheA the World Championships weregiven detailled and informed coverage bythe German press, TV and radio.Although a modem high performanceglider can cost as much as an up-marketcar, we stiU haven', an .equivalent of tbeMotor Show or Boat Show where theprospective buyer can get a good look atmQst (if not all) of the current types inproduction, plus some of the prototypes,where he can collect sales literature, askquestions of representatives and distributors,get information about financingand delivery dales, perhaps sit in thecockpit and arrange for a demonstrationflight. Yet that is surely what anybody,thinking of laying out a five-figure sum isentitled to expect; deprived Qf ,this opportunityto evaluate the field, he may puthis money into a cabin cruiser, sailingboat or new car instead.In view of the paucity of sailplanesshown in recent years at Farnborough, itis interesting to recall that in the earlypost-war SBAC flying displays and exhibitionsBritish gliders were well rep-Augustl&ptember 1982resented!. In 1946 al1d 1947 the show wasat Radlett, ,and in the first year Slingsbyshowed a Kirby Kite 11 and a Tutor andin 1947 these were supplemented by aKirby Gull IV and the then new T-21 B,while Elliotls showed an Olympia 2, aBaby EoN and an EoN Primary. Shortsalso-displayed their Nimbus single-seater,which didn't go into production, andthere were three ·of the General AircraftGAL 56 tailless research gliders making atotal of 11 gliders. In 1948 the venue wasFarnborough when Elliotls showed thesame three types, but Slingsby was absentand this was the last appearance ofglidersfor the next 12 years.seemed like a comebackIn 1960, perhaps because there werefew new powered types, sailplanes reappearedon the public days only when anOlympia 403, a Skylark 3 and a Skylark 2gave an aerobatic display and an Olympia419 and a Slingsby T-42 Eagle also perfmmed.It was another six years beforethe latest British gliders were shown statically,when one of six T-49B Capstansdestined for Burma and a Dart 17R wereexhibited by Slingsby while Derek Piggottgave a flying display in a Dart 15. In1968 a Slin,gsoy 1'-53 destined forAustralia was likewise flown and itseemed as if British sailplanes had made acomeback to Farnborough, but sadly thefire at Slingsoy's works two months latermade this the lasl British glider to beshown. It was left to Eastern Europe tofill the gap from 1947, with several SZDtypes and the IS-28M2 motor gliderthough neither the Poles or Rumanianswere represented in 1980; but CapmniVizzola flew their jet-powered C 22Jderived from tbe A·21 and Eiri showedthe PIK 20E motor glider.Manufacturers still seem .a liottle Uncertainof Fam'borough's value as a sailplaneor motor glider showcase: for instancethere have been no French or Germantypes in recent years and East Europeaninterest seems 10 have ebbed for the present.Yet the number of different countriesthat have displayed at Farnboroughdemonstrates the potential for an internationalshow does exist - not, initially, onanything like the scale of Paris orHanover bul large enough to be a viableproposition. Many manufacturers musthave been discouraged from exhibiting atFarnborough recently because, having arange of several d.iffereAt types to offer,they want to show them all instead of justone.Another reason why a separale displayhas become so necessary is that both IElemanufacturers and their products arechanging at a rapidly increasing pace withmany more new developments.Accepting the need for this sailplaneand motor glider disp'lay, and their ancillaryproducts such as trailers, instrumentsand radios, we have such basic questionsto oonsider as venue, frequency (annualor bi-annual) and composition (shouldhang gliders and microlights be irtdude(l).One obvious idea to attracl as many visitorsand prospective buyers as possiblewould be to have it just before or afterlhe SBAC show, at a venue such asLasham which is close to Farnborough.There would be a lot of planningneeded to gel it right, but It should bepossible to put together a display that iscommercially viable and could serve as a·Iynchpin around which television and presspublicity for the sport could revolve. Ill,163.

The CENTRAIR 101 "PEGASUS"TOP PERFORMING STD. CLASS GLIDER LID 41:1DEMONSTRATOR AT BOOKERTake advantage of theFrench Franc devaluationFor further details contact sole UK AgentsNINE FOUR AVIATION LTD/Also definitely still available theASW20F, ASW20FL and ASW20FP.13RookeryCourt,Marlow,Bucks Tel: 06284 4035 or 02406 2491John Delafield RICARDO AVIONICS Dickie Feakes

THIS TIMEBy MENTORLAST YEAR ...Final GlideDiCk had never seeD anything like it! He had stood in the earlyevening sunshine, pint in hand, absorbing the atmospllere andthe talk. Three hundred, 500 two hati even had a try at 750 buthad turned back and were expected home soon.Dick had delivered his club's Astir for the repairs needed afterhis wheel-up ,landing in the ridged field. That had been bad luck,of course. How could he have known he wouldn't get away fromthat village.. Perfect sun trap, sloping gwund, etc, etc.Someone's radio spoke. "Nine fout nine - two minutes!"Heads turned at once, looking to the north-west, seeking firstglimpse of level wings, low ;Ibove trees. "There they are!" Dicksearched but couldn't see them at first. Then he did. They werelow, unbelievably low, but coming on fast. Over the far aidieldboundary, last few ganons tlf ballast, saved for ,this moment,streaming smoke-like from the vents. The hvo sleek sailplanescame straight at the clubhouse, then parted right and left, nomore than a faint hiss from the wings as they pulled up intoeffortless chandelles to present elegant plan views to the audiencebelow. They manoeuvred skilfully into line astern for thedownwind leg; wheels popped down simultaneously; landingflaps selected; the two, their brief exhilaration over, came ontoas perfect a final turn and landing as Dick had ever seen! Theyhad' enjoyed it, and there was no doubt the audience had too!* * * *The sight lived in Dick's memory for weeks after that. Nothinglike it, in his limited experience, had ever been seen at his club.He wondered why. "CFI doesn't like it." "Dangerous showoffs.""What about the novice who may be in circuit?" And soon. Dick tried to imagine what it would be like, hounding acrossthe airfield ten feet off the ground, speed-noise high in the cockpit-was it noisy at speed? He didn't know but he meant to findout!,Soon the Astir was back and Dick began to experiment withhigh speed runs at altitude; to fiJld out how it felt at over a 100kt;how much height he could regain by varying the rate of pUll-up;how far she would run level as speed decayed. He also practisedconverting his inexpert and self-taught chandelles into smooth,steeply banked turns. As often as not the speed would decaybelow the slall and a fearsome judder would set in. But he hadonly to dip the nose a little to get rid of it, so not to worry. Allthis at altitude, of course, relying on the altimeter to tell him howhe was d'oing in his efforts to efficiently trade speed for height.Because Dick was smClrt enough to see that, once the speed hadgone, he would have precious little time to get round the circuitwithout mishap. S~) he ,practised - at altitude.* * * *The at,tides told him to ny objectively and Dick's object thisday had been to increase his speed round a 200km triangle by atleast 10km/h over his previous best. He was half way home onthe downwind final leg and the thermal was less than solid. Hesuspectedthatll€ was c1inlbing at I'ess than two knots on average.But the calculator insisted that only 2500ft were needed and hewas already at 2300. Add 500ft safety margin to that, and hewould be off! The minutes ticked by and Dick suddenly realised,August/September 1982in his quest for the last 200ft thal he hadn't climbed at all for twoturns. He must press on. The cloud ahead must surdy give whathe needed. It did! Four knots, and he climbed on up high enoughto cruise home at SOkt. And at SOkt he suddenly realised whatcould be in store for him. The task had been formally set by 'theduty instructor and here was the chance for a "proper" finalglide at last, burning off the safety 500'ft in the last dash to theairfield. The chandelle; the admiration of his peers; the pintsraised in salute as he taxied in to park precisely in front of theclubhouse. Dick's heart thumped at the thought.He watched the height reduce, still at 80kt, as the landmarkswent steadily by, until at five miles and I 500ft he was poised forthe last dash. Eyeballing now, Dick scanned the airfield in thedistance. No winch launch, nothing in circuit so far as he couldsec. It was on! He would do it, the grand beat-up!! Consistentwith his image of what was required he called - ,. Delta Charlie-two minutest" No reply -but they would have heard, he feltsure, and heads,would be turning his way.* * * *Three miles, two miles to go, and suddenly the aircraft wasbanging up and down as it got down into the last few hundredfeet and into the ground turbulence. Dick wasn't ready for thisand his knees were rapped against the panel edge; an apple, hismaps and assorted bits of paper flew up, along with the.dust fromthe cockpit floor. He grabbed 30t things ita restore ordet to thecockpit, clutched the dive brake lever by mistake and the brakessucked out. Bedlam! By the time he got the brakes back in ­surprising what force that took - the speed had decayed to 90kt; .but he was just about there. Maybe they hadn't noticed his discomfiture- he would finish it off! Over the upwind boundarynow and a glance ahead at the signaller giving the all-out. Theall-out? They couldn't launch now - he was almost onto thewinch cable. What were they thinking of?And that's where his grand finale turned to worms. The pullupdidn't seem to have the same effect it had had a,t altitude ­Dick would work out later what happens when you climbthrough a wind gradient downwind! His chandelle was abandonedout of hand - it was as much as 'he could do to stop thewings from stalling in just establishing a quick one eighty turn.He remembered the wheel but had a fumble with it as the calculatorgot jammed in the slot momentarily. And then a hurriedapproach down through the wind gradient - more speed loss'!He hit the ground still pointing off at an angle to his plannedapproach and got a glimpse of a startled K-13 handling crewwaiting to launch as he charged across in front of it. His tail skidpicked up ,the cable - the K-13 got a more abrupt all-out thanplan.ned:! - and Dick in his Astir ended unceremoniously inthe long grass beside the c1l1bhouse_ The bar wasn't even open!* * * *At This Time Last Year a moderately qualified pilot was killed ashis aircraft spun off a limited circuit, following a fast final glideand beat-up.laPleas~ send all editorial contributions to 281 Queen Edith'sWay, Cambridge CB14NH.165

1982 OPEN CLASS NATIONALSLasham - June 5·13Report and photograph$ by ANGELA BISHOPIf, at World Championship level the Open Class ihas 'recently shown signs of decline, Lasham 1982 showed that it was still very much alive andkicking in Britain. A very well organised contest blessed with reasonable weatl;}er allowecl44 pilots to battle it out round tasks which all turned out tohave been judiciously set. There was no toppling of giants, with familiar names occupying the leading places. George Lee proved: totally unassailable,turning in the fastest time on ,five out of six contest days, but Bernhard Fitchett's performance in the now outclassed ASW-17 wasperhaps equally remarkable. He was the only pilot who could make inroads into the dominance of the new Nimbus 3 and ASW-22 superships. Martin Wells' achievement in flying his 15m Mosquito to 8th place was also much acclaimed.Much of the credit for the smooth r1unl"ling .of the Championships must go to Frank trving, chairman of the Organising Committee, who coordinatedthe preparations. Director, Chris Day was much admired for the coolJiless of his decision making - and the correctness of his decisions,many of which must have been difficult to make. He was ably supported by a capable and experienced team of assistants.The Nationals were opened by Mr Laurie Bridgeman, regional director of the Sports Council, an organisation which has done a great deal tosupport gliding in recent years.Day 1, Saturday, June 5Task: 326.6km 6, Stourport-on-Severn (54),Gaydon Airfield (63).!~U/0"opened at 1240. The startline had its first bigtest as gliders jostled for position at the gate inorder to get away as soon as possib'le. Therewere certain teething problems but these weresoon resolved and the 44 gliders were all gonesome 32mins later.The weather forecast proved accurate and itwas not too long before outlanding reportswere received and it became evident thatsome of the thermals were none too reliable.On the ground at Lasham there was a lull ascrews listened out for news of TPs rounded,outlanding reports or ttrle magic words "finalglide". As the sky went blue at Lasham wecould see a mighty line of storm clouds righton track for the third leg. At the finish line therewas plenty of speculation as to who would bethe first home and as to who would win. thevita'llirsl day. In the event the first arrival reallydid take us all by surprise - it was completelyunannounced!.54Stourporton evern~11 63~GaYdonDeviated from trackItoo.. S JUNEMet: Southerly winds gave a hot humid day.Cu started to form by 1030 and conditionswere very good fOr a time around midday.Then cu-nims developed and thunderstormsbroke OLit, mainly to the east of the route, by1400. Showers affected the second TP. Duringthe afternoon alJ clouds disappeared fromthe south coast as tar inland as the BerkshireDowns but there were still thermals in theblue.Max: 28°C. Dew polflt 17°.A .beautiful blue sky greeted competitors asthey emerged, eager for action, on ttrlis firstmoming of the competition. What a relief itwas, after last year's ,beleaguered Open ClassNationals,to see the sun!Although launching' was scheduled Ior 1100iI did not actually get under way until 1133mainly because of the lengthy initial briefing alwhich all the officials were· introduced to thecompetitors.' Six tugs laooched the 44 glidersin just unde, an hour and the startline was• The director also thanked Speedsoaring Lld for theloan of radio equipment.World Champion George Lee had suffereda radio transmit failure and, unable to call thefinish line, arrived silently at the head of thefield. His time was not to be bettered.Geor.ge's story was typical of those that madeit home. He had a good run to the first TP andalthough he got rather low his main problemswere encountered around the second TP andon the final leg. There was rain near the secondTP and a row of storms down track.George managed to avoid the storms bydeviating from track and took a cloud climb to10 0000 in order to get back to Lashamthrough the sea air.In common with a number of pilots, MikeThrossell took his photo of the second TP inrain. Quite a number of pilots took cloudclimbs to help them home - Martin Wells'barograp'h, trace showed what must have beena very fast climb to 16 Ooof!. :Ralph Joneswent too Jar north of ttrle first TP before realisinghis mistake - one which, unrectified,would have cosl him his second place for the

Day 2, Sunday, June 6Task: 200.9km 0, Badbury M4IA345 intersection(26), Westcott (59), Goring (55).· .....~O/~although the two hour rule caused the day tobe devalued.First home was Bernard Fitchett who hadhad a fairly straightforward f1ighl and had notencountered protilems at the second TP. Barnard'stime of 2hrs 7min was beaten only byGeorge lee's l 'hr 59min. However, Georgewas unfortunately scored at zero because ofhis failure to observe the ATI rule (his starttime was one hour three minutes after takeoff)- a sad day for George who decided tolaunch a protest against the penalty on thegr0unds that a contest official had observedhim on tow within the recognition time interval.He also pointed out certain anomalies in theATI marker system since on that day it hadonly beell changed every 30min.150pts so that after Day 2 the leading positionswere:1. Fitchell2. Lee3. Carlton4. FlemingASW-17Nimbus 3ASW·22Nimbus 2kmlh94,78100,6388.5287.12Overall pIs1. Lee 16492. Filchelt 15903. Jones 14104. Carlton 1403pIs712649630613Monday, June 7The day dawned hazy with a layer of cloudthat looked as if n would burn-off at the slight-6 JUIJE 82M'et: During the morning the slot betweenthunderstorms to the east and frontal rain tothe west was too small to set a task. By middaythe slot had widened to nearly 100 milesand well developed cu gave goodconditions.The eastern TP was just vndfH the edge ofthethundery rain area.Ma. 26°C. Dew point 1r failing to 13° duringthe afternoon.Competitors woke to the sound of a heavyrain shower, part 01 a weather pattem whichlater wrought havoc al Dunstal:)le where windsof up ta 60kt overturned five gliders. The Metsituation was so complex that, at briefing., TomBradbury found, it impossible to draw a crosssectionand confined himself to generalremarks about what he thought might happen- in the event his forecast proved to beunduly pessimistic. .George lee was presented with -the first ofthe handsome day winner's cups presentedby sedgwick Aviation Ltd. Uncertaintiesabout the weather picture meant that a secondbriefing had 10 00 held at 1230. Conditionswere already improving and a minimum taskof 200.9km was set - a "kinky" triangledesigned to avoid the London TMA. launchingbegan at 1315 but since the startline didnot open until 1415 and ATl was only onehour most early launchers crossed the startlineto be observed. The .startline was againput under pressure as pilots tried to make anearly getaway. Several pilots qveried thenegative starts they were given on thegrounds of being too high.It won became clear that conditions ontrack were much better than forecast and mostpilots were known to be making good progressat least until they reached the seoond TPwhich many pilots had to photograph after along glide through 'still air. John Glossopreported losing, a lot of time trying to get awayonto the third leg where conditions began toimprove. The fact that all finished bar one ledthe competition organisers to wonder whetherthey had' underset but most pilots felt that,given the late start, the task was about rightAugust/September 1982The waiting game. Pete Cook's Nimbus 2C, No. 200, is in the foreground.Spectators at Lasham enjoyed the numerousfinishes especially that of Bob Szulc who,during an All check prior to take-otftiad problemswnh a whistle on his radio and was toldby the startline "303 YOU'll be identifiable byyour whistle'" At the finish line a great whistlingwas l1eard on the 'adio and the finish linewas quick 10 ask "303 how many minutes?"which was answered by the tral)smission offour short whistles! As he crossed the line4min later he was greeted by spontaneousapplause.Big ships dominatedAngus Fleming had a very good day and hisspeed of 87.12km/h put him in third placeahead of two of Ihe Nimbus 3s. However, theoverall picture was, as predicted, being dominatedby the big ships with one exception ­Bernard f'itchetl in his ASW-17 who lookedset to prove that ~alent also has a big part toplay. Martin Wells was 7th lor the day - anamazing achievement in his Mosquito. Aheadof him were two Nimbus 3s, an ASW-22, twoNimbus 2s and an ASW-17. More significantlythere were also two Nimbus 3s behind him!As a result of his prOlest George Lee hadhis penalty for ATI infringement reduced toest provocation. This impression was confirmedat briefing when Tom Bradbury held outhope for very good soaring conditions to thewest of Lasham. The main difficulty, 'he said,would be getting away from Lasham. Althougha fall back task had been set as well as themain task, both had to be abandoned .in thelight of changes in the weather. The first leg ofthe task remained subject to extensive cloudand so pilots were rebriefed on the grid to flyan amended task but even this was eventuallyscrubbed when the visibility and cloudbaseshowed no signs of improving.Tom Bradbury explained that a ridge hadmoved into Wales and then unexpectedlyformed a small high. This had produced theNE winds Which maintained a sheet of lowstratus covering all of the south-east of England.While pilots were on the grid Bill Scull'steam carried out a survey of the age 01 allcompeting pilots. A similar survey in the USAhad shown that the average age of gliderpilots was 39 and that it was increasing by sixmonths every year -a distwbing finding,The results of Bill's survey showed theaverage age to be 38.25, a fact that led competitiondirector, Chris Day, to suggest that, inorder to allow some younger blood into theNationals, Bill should perform a cull of olderpilots - to be called Bill's cull ...167

\ WESTLEY AIRCRAffJiPERSONAL, QUICK, HIGH QUALITY REPAIRS, MAJOR 01=1MINOR TO GLASS AND CARBON FIBRE, STEEL TUBE, WOOD,METAL. CAA, ARGON ARC WELDING, mSTRUMENTATION,RE-SPRAY, RE-FABRIC, SUPPLY OF REPAIR MA1ERIALS ANDGLIDER SPARES, C of A's to all types,SIMON WESTLEY65 Brooklands Drive, Leighton BuzzardBeds. LU7 8PETel. 0525-379567ANYTIME INCLUDING EVENINGS AND WEEKENDSWINTER BAROGRAPHSMAIN STOCKISTSTHERMAL EQUIPMENTLIMITEDLasham Airfield, Alton, HampshireTelephone Herriard 359 or 0256-83 359GLIDING INTERNATIONAL--r--------.,'~___Now the most important international gliding news is available (0 you in asingle magazine.No need for multipleSl.Jbscriptions-GUDING Intemational-will:bring youall the latest developments in g'liders and ins,trumentation, news of recordbreaking11ights and competition results, alongside fascinating. featurearticles by the world's leading pilots.In short, all you need to know about gliding world-wide in justone magazine.So don't delay, subscribe at the special introductory rate. Send £8 or yourinternational moneyorderforone year's subscription (6 issues) to GLIDING1nl. Box 55 B-2400 MOL Belgium.Post account Nr, 000-1165295-34STORCOMMTWO-WAY RADIOTR7603 Air Set TR7804 Vehicle SetEach set fitted with all four glidingchannels 130.4. 130.125, 130.1 and129.9.'Volmel' 128.6 optional on channel 4.* Full power transmitter with excellentspeech quality.* Highly senSitive and selective receiverworl

Day 3, Tuesday, June 8Task: 243.6km 0, Shaftesbury (8), Colerne(31), Blakehi.lI Farm (33).o.o1+30 =r.c~ y./8 :JUNf '0 IMet: Overnight fog dispersed inland duringthe morning but an area of thick cloud andsome rain perSisted .across the Midlands andinto South Wales. Over Southem Englandlarge cu developed about an hour after middaywith some streets aligned with the easterlywinds. By 1630 a line of showersdeveloped south of Lasham and driftedslowly north before dying out.Max 24°C. Dew point 16° falling to 14°.A grey haze hung over the airfield beforebriefing but it soon began to burn-off as tlhetemperature rose. At briefing a standby taskwas also set in case the weather played anymore tricks. In the event, both of these taskswere abandoned at a second briefin9 in favourof a revised task to the west - designed toavoid the clag to the north. Launching beganat 1315 and with poor visibility early launchersstruggled in gaggles to maintain height. T'hestartline opened at 1410 and the gliders wereall gone by 1453, although it was mainly tlhebigger ships that hung around In the hope thatconditions might improve. George Lee washoping to catch the sea breeze front as Itdeveloped but, seeing no pos~ive indicationsof its development, he decided to leave andwas closely followed by Ralph Jones andDavid Innes.Layer 01 clagVisibility alon9' the first legl was very poor.Hamish Brown described it as 'being like cloudflying and Pete Purdie suggested that thegliders could have done with fog warninglights! The first lP was Ufilder a layer of clagand Bernie Fitchelt found himself very low. Hewas fOrced to g,o further afield to stoke up andthen dart in to take his photo. The, visibilityimproved on the second and third legsalthough at the third TP one pilot was heard toask if anyone could lend him a, flash cube. Butin sp~e of the, poor visibility pilots seemed tobe making very good time as they checked inwith their crews. The 11ft was irregular though,and an early outlanding report bore witnessto the fact.Pilots reponed good lift around Swindon,many finding 4kt that could be used on eitherside of the TP. For the big ships a good climbat Swindon was enough to bring, them homewith a bit of judicious topping up en route.Back at Lasham crews watched the skies dar1

tasks - 416.3km with a 295.6km fallback.'There was a lengthy wait on the grid - thermalswere slow to start as the trigger temperaturewas held down by cool winds. There wasa rebrief at the front of the grid to amend the"A" task in order to keep pilots away from theclag down the east of the country. However,this 397km task also had to be scrapped astime marched on. Launching began at 1250on the fallback task and with only five of the sixtugs operational the startline did not open until1353.Two options openWith a long task ahead of them pilots did nothang about and had all departed by 1425. AtLasham the cumulus had begun to improvebut it soon became clear that they did notextend very far down track. After Salisbury theskies went blue and talk of sea air was rife onthe AlT. The first outlandings occurred notlong after. At Salisbury pilots 'had two optionsopen to them - they could either follow theclouds to the north of track or stay 'on track inthe blue. A large group opted tor following thecloud and eventually found themselves with aproblem - how to get back south into windthrough the sea air to the first TP. Ultimatelyquite a number of gliders were to end up infields around the first TP, victims 01 this tactic.Those who ploughed on into the blue had anasty time hopping from one weak thermal toanother through the blue, which was just working.Some of the pilots were unnerved by the"prepare to roll" messages they heard on theAlT. Pete Cook and John Glossop came intothe TP from the south and could see, to thenorth, some of those who were trying to battlesouth to the TP. As they went north they wereable to use these thermal markers. Chris Gartonand Ted Lysakowski both came to grief asthe thermals died in the blue - all the morefrustrating as they were almost back to theclouds.A tricky stagePilots who got to the clouds on the secondleg then found the going easier, although notall the clouds were working. Most had a f'astrun to the second TP and began to think theywere home and dry. Near the TP there wereclimbs 01 6-8kt which enabled the advanceparty to glide into the Thames Valley. Herethey came under the influence of the strongwinds and more sea air. Many landed at SouthCerney or South Marston as lift ran out. Mike'Throssell was blown well to the east of trackand mistook Malmesbury for Cirencester, onlyrealising his mistake when he recognised Hullavingtonbelow him.By 1730 Lasham was quiet, many crewshaving already left - some on rather longretrieves. There were, however, several glidersnot accounted for and a nucleus of spectatorswaited in hope of some finishes. They werenot to be disappointed. George Lee had managedto find a small core near Hungerfordwhich enabled him to head for home and a500ft top up made it a comfGrtable final glide.• Everyone was interested to hear that televisioncameras would be filming today for It regional newsprogramme.Bernard Fffchel1 being presented with a cup by Mrs Wilma Hunter, wife of Group Captain Hunter, the stationcommander at RAF Odiham. Frank Irving, chairman of the Organising Committee, is on the left.The only other finisher was John Delafield'. He'hadn't bean as lucky as George at Hungerfordand his final glide calculations gave him 300ftto spare - the calculator was right and hewas to find the ensuing final glide very alarming!His 2nd place for the day enabled him toovertake Mike Carlton and move into 3rdplace overall.Bernard Fitchelt had what was described asan "epic" scratch and was unlucky to land justshort. Ralph Jones, Mike Carlton, David Innesand Richard Aldous could be heard strugglingto get home but they couldn't make it. Withonly two finishers there were not many speedpoints so they did: not lose too much.With 42 gliders making outlandings todayonly one pilot, Dave Reed, suffered any damageto his glider - 224 hit a fence on landing.Dave was not hurt but the glider neededextensive repairs and so he was forced todrop out of the competition.Leading positions:1. Lee Nimbus 32. Delafield Nimbus 33. Fitchetl ASW-174. Jones Nimbus 3Overallpts1. Lee 32962. Fitchett 30683. Delafield 28514. Carllon 2749kmlh/km pis84.15 75577.62 750268.55 715253.30 674Thursday, June 10The forecast held out no hope of a soarablewindow and the director decided to scrub atthe 0930 briefing. When the prizes were presentedfor Day 4 a special prize for cheek wasawarded to Ran Bridges. He had landed at thesame airfield as four others and his landingcard was carefully inscribed with the competilionnumbers of the gliders he had "beaten"and the number of yards he'd beaten them by!Later in the morning led Lysakowski,chairman of the BGA Competitions Committee,chaired a competitor's lorum at whIchtopics of cUlrent interest were discussed andstraw polls taken on controversial mattersraised by competitors. A similar exercise willbe carried out at the other National Competitionsand the Committee will take account 01the results in considering amendments to theCompetition Handbook for 1983. The mainareas discussed were the startline, timerecording cameras, TP photography andClass structure.Weatherwise, a broad band of thundery rainspread eastwards across the country with veryhot but unstable air ahead of it at low levels.Although the sun broke through lor a fewhours it never became soarable.Day 5, Friday, June 11Task: 324.2km double b., BeckhamptonRoundabout (24), Faringdon (29).Met: After a wet night a small ridge moved inbringing, for the first time, vel}' good visibilityand strong thermals under cumulus whosebase rose from 3500 to 5ooO(t during theafternoon. Some spread out of cloud made170 SAILPLANE & GLIDING

thermals a long way apart. The cold airbecame deep enough for showers from midafternoonon and sea breeze fronts producedsome lines of heavy showers later.Max 19 P C. Dew point 10° falling to 7° for.atime.There was an air of expectancy this morningas a public address announcement beforebriefing asked pilots to be on the grid by 1'030.At briefing, we were to discover that in factthere was only a small area available 10 the,task sellers and so they had decided on adoul;>le triangle. Crews were delighted at theprospect of a task which would make retrievesfairly short and let them in on a part of theactk>n as their pilots turned Lasham.Ragged cumulusOut Of) the grid lhe cumulus looked ratherweak and ragged and Quite a few pilotspulled-off as launching began at 1130. As aresult the startline was able to open fasterDavid Innes, left, with Tom Docherty.than on other d,ays but there wasn'lthe rush 10start immediately. A number of pilots had toland for relights and then conditions su

Day 6, Sunday, June 13Task: 188.6km dog leg OIA, Welford (20).Bicester Airfield (60), Welford (20)Disappointing start~~;~_~" 0 .• \\/'1500 13 JU.NEMet: A decaying fronl drifted gradually awayfrom Lasham during the morning pushed by acool northerly wind. As the frontal cloud liftedand cleared cumulus formed over the Midlands.This cu soon spread oul to form analmost complete ceiling of strata cu whichcovered most of England leaving only smallcracks for the sun to penetrate.Max 16°C. Dew point go falling to 4°C.The last morning of the competition lookedvery grey and dank but everyone perked up onentering the briefing hall and seeing that atask had been set - although the weather didnot look very promising.At briefing John Delafield paid a tribute toAndy Gough who was tragically killed the previousday whilst performing glider aerobaticsat AAF Brize Norton. We stood and observeda minute's silence as a mark of respect for oneof the gliding movement's mosl staunch supporters.(See the tribute to Andy on pl77.)A second briefing had to be hek;l at 1100 toset a differentlask because of airspace problems.Chris Day, director, ponders on whether there should be a task on the last day while pilots await his decision.Martin Wells, who did so well to take 8th place in his 15rn Mosquito.Out on the grid there was a long, chilly waitfor conditions to improve. Launching, originallyscheduled for 1145, was put back severaltimes and at 1400 the director informed allpilots that a decision would be made no laterthan 1430. 11 was a very difficult decision tomake - club gliders soaring lOCally were juststaying upand reports from elsewhere were notvery encouraging. Pilots had mixed feelingswhen the decision to launch was made.A number of pilots pulled to the back of thegrid as launching began and gaggles struggledto keep airborne. An added problem wasthe 30min ATI. As soon as the gate opened at1515 pilots made starts and coUld then beseen in a thermal to the north Of the airfieldtrying to get enough height to go off on track.Several had to come back for rellghts andJohn Young didn't bother to relight as he wasfe.eling unwell. David Gardinerset out (byroad!) for Portmoak. Some pilots who were172Chris Garton climbing into his Nimbus 2C.

a cup by Mrs W/lma Hunter.L-",A victorious George Lee.Frances Russel/ with his Glasf/iigeI604, the first to be flown In an Open Class Nationals.late starting realised that they would nolcompretethe task and so landed back at Lashamhaving been to the lirst TP.On track pilots lound that there was about7/8ths cover moSI 01 the lime as the cu spreadout. But, whenever Ihere was a gap and thesun got through, there rould be reasonablerates 01 climb. For many the going was slowand the late start meant that lime would probablyrun out for ·the lower half of the field.There was almosl 8/81hs cover over Bicesterand. pilots had to glide in and outlhrough ,deadair. AI Lasham several oullanding reports setpeople speculating as to what would happen10 Lhe prizegiVing il ,they all landed out! Thedirector looked anxious and crews kepi theirlingers crossed.Not long alter 1800 the finish line leapt intoaction as RalphJones announced his impendingarrival. This news set everybody chattering- Ralph was not only coming in lirst .but hehad started some 18min alter George Lee. Infact, .Ralph had made an earlier start and alBasingstoke had decided to come back andstart again. He could see the lill clearlymarked by gliders just sf.arting and it took himvery Iittla lime 10 catch I'he others up again.Apart from a low poinl near Weston-on-Ihe­Green, he had had a good trip and felt conditionswere not as bad as they looked. It wassoon obvious lhat nobody could catch Ralphand it was some 30min before the main challengersarrived logether.Bernard played safeBernard Fitchett had met up with GeorgeLee and John Delafield near Didcot. At ttiatstage he didn't have enough heighL Lo finalglide but was rather expecting that the Nimbus3s would. However, they all wenf on togetherand topped up at New-bury where Bernardplayed safe and look el

CONVERT TO POWERTHREE COUNTIESAERO CLUB LIMITEDCFI Laurie AdlingtonBlackbushe Airport, Camberley,. Surrey(ON A30 TRUNK ROAD45 MINS. FROM LONDON)Special Courses for Glider Pilots 10 obtainPrivate Pilot's licenceBronze C and Silver C Conversion CoursesNonnal Courses for Pilot's licenceNight Flying - Instrument Flying - RIT - AjlrobalicsSimulator TrainingFlying Instructor CoursesC.AA Approved Courses 38 hourslicensed Bar. Diners Club Credit Cards acceptedBarclaycards and Access acceptedYATELEY 873747 (Management) 87.2.152 (Operations)New: Glaser-Dirks DG-101, 202 and 400ALL GLASS FIBRE TRAILERS NOW AVAILABLEOM 7000 - INCLUDING FITTINGS101 and 202 IMPROVEMENTS ARE1. Single piece canopy2. Automatic selt-connecting elevator3. Sprung undercarriage4. Keslreltype spring tr.immer5. Wheel brake on, air brake lever6. New console nearer to pilot7. Brake and flap levers nearer pilot8. Water ballasl new valveS auto connectAUSTIN AVIATIONSole Glaser-Dirks UK distributor122 MAIN STREET. STlLLlNGTON, Nr YORK YOB lJUTelephone Easingwold 810255 24 hr. Ansaphone. Onlytakes 30 sec. messageD.G. 400 RETRACTABLEPOWER PLANT SAILPLANEExtremely good lake oH and climbperformance.From slart to erect powerplant tofull power approximately 12 secs.(Rotax 500 srs).Noise level is low and at lowfrequency.Low structural weight, particularlywings which are carbon fibre_Retains all the good features of lhe202 - 15 m and 17 m series.Versions availableOG 400OG-l0oo Version 101OG-2oo Version 202OG-200/17 Version 202OG-200/17 C(Carbon fibre Version 202)For repairs contaclR. L. McLeanTel. 0302 535861IGLIDERINSTRUMENTSApproved agent for PZL andCambridgeinstruments, sales and repairsNow Sole Agents for Ball variomeiersBarographs calibratedM. G. Hutchinson5 Glendevon ,RoadWoodleyReading, BerksTelephone 0734 696491DOLPHINIThe definitive air-mass conversion fora.ll sailplanes and most vario systems.Ask the expert ..."Simple., effective, it works" George leeState sailplane, vario and TIE methodSingle weight version £27.50DO'uble weight ver~ion £45.00and JSW CALCULATORS £5.50(state sailplane)JSW SOARING(John Williamson) (0276-63236)12 Warren Rise, Frimley, SurreyGU165SHA Taste ofHang Gliding IAre you curious about theperformance potential and operating costs of,the modern 5th Generation HANG GLIDER 1. Sink Rate 180 ftlmin. TtJp speed 55 mp·h.Bm.sh XC record 83 miles. Interested? Takea two-day course. (3hrs theory. and about 25nights) including two nights' accommodationfor £65. All equipment provided.For further details and colour brochuresend SAE to The Secretary, "A iaste OfHang Gliding", Hungerford Hang GlidingCentre. Wolfhall Manor. BURBAGE.MARLBOROUGH. Wiltshire. The Centreis situated between London and Bristol, 4miles from the M4.VALENTIN TAIFUN 17ESpecialFeatures:Flapped Wing SectionRetractable u1cFolding WingsFeathering Prop.30:1 Glide110 Kts Cruise675 nm rangeFor further details contact sole UK AgentsNINE FOUR AVIATION LTO13 Rookery Court, Marlow, Bucks Tel: 06284 4035 or 02406 2491Demonstrator availableend of August.Ring for details174 SAILPLANE & GLIDING

FINAL RESULTS DAY I 5.6 OAY2 6.6 DAY 3 8.6 DAY 4 9.6 DAY 5 11,6 OAY6 13,6(Scorer: Ken Slmpson) 326.6km .to 200.9km. 243.6ltm. 295.6km '" 324.21c.m '" .& IS8.6J1m dog leg OlRSlourpOr1. Badbury, Shattsbu'Y, Colerne, Shaflsbury. Beckampton, Welford, BieeslerOpen Class Gaydon Airfield Westcott, Goring Blakehitl Farm Gloucester Faringdon Airfield, WelfordFIn.Camp.PilotGliderSpeed Pall. Pis. Speed Pos. Pis. Speed Pos. Pis, Olslance Pas. PIs. Speed Pas. PI•• Speed Pos. PlI, Tot.PoI, No. lotst.) (Ols•. ) (ot8l.) (Speed) 101st.) 1011l) PIs.I lee. D. G. 26 Nimbus 3 97.95 ,I 1000 \00.63 2 '649 109.26 , 892 164.15) 1 755 103.01.000 59.12 3 800 50962 Fi1chett,8, 40 ASW·t7 87.19 3 878 94.78 1 712 9680•2 763 268.55 3 7'5 94.13 4 859 57.58 5 789 47163 Delatleld. J. 66 Nimbus 3 7914 7 802 80.69 6 540 96.44 3 759 (77.62) 2 750 95.24 2 875 57.78 4 791 4517•Janes, R. 82 Nimbus 3 90.'37 2 91\ 76.46 12 499 BO.97 19 595 253.3 4 674 95.13 3 873 75,76 , 955 45075 CarHan, M. R. 1\9 ASW·22 7559 \1 773 88.52 3 630 94.64 4 718 235,8 5 628 89.85 5 798 51,77 7 754 43016 Innes. D. S. 77. Nimbus J 79.93 6 809 77.96 11 513 91.66 5 688 220.8 7 588 88.53 6 7Bl 59.96 2 806 41587 Throssell. M. G. 336 Nimbus 29 83.22 5 "839 65.25 25 410 90.28 6 675 '97.55 15 526 86.91 7 780 59.07 8 "752 39628 Wells. M. D. 32' Mosquito 75.9\ .0 776 80.55 7 539 82.96 .= 14 611 202,55 '3 539 74.68 22 626 47.68 17 734 38259 Brown. H. F. 617 Kestrel 19 76,04 9 777 58.4\ 38 372 87.29 9 648 192.8 -17 513 81.31 13 693 49.87 10 74. 3746'0 Gar10n. C. 3' Nimbus 2c 86.79• 874 74.77 '3 483 85.73 11 634 87.0 -28 232 86.10 B 750 49.65 11 743 37\611 Foot. R. A. 90 Nimbus 2c 70.90 \7 739 7382 '6 475 81.50 '6 600 209.55 o,B 558 71.99 31 601 49.19 14 741 3714'2 Glossop, J. O. J. 19 ASW-17 71.44 16 7.3 7875 8 521 86.49 .0 641 173.55 22 462 81.42 -'0 694 (138,67) -20 572 363313 Lysakowskl, E. R- 860 Nimbus 20 73.08 = 13 75. 82.64 5 561 82.92 -.. 611 87.0 .28 232 79.64 14 675 49,73 -11 743 3576Aldous, R. F. 181 ASW·2o.. 78-30 8 795 5869 37 374 81.48 ~'7 599 233.3 6 62. 77.42 16 652 (129,42) 25 534 3575" 15 Cook. P. G. 200 Nimbus 2

ARGENTINA HAVE WITHDRAWNThe Argentina Aero Club have told the FAIthat they are withdrawing as hosts of theWorld Gliding Championships next January.We are now waiting to hear what the FAI aregoing to do about an alternative venue. Theyhave the choice of finding a replacementcountry in the southern hemisphere to organisethe Championships in early 1983 or toaccept an offer for next summer.MOTOR GLIDER FATALITIESPIK 20E at Lasham. On May 9 a PIK 20Eflown by Michael Lefroy-Eaton was taking-offto the west at Lasham. At a height variouslyreported as between 150·300ft ttle aircraft'sengine stopped. The pilot turned back towardsthe airtie'ld but the turn steepened with thenose dropping. The aircraft hit the groundwingtip first. The pilot died from his injuriessoon afterwards.The engine failure, not itself the cause of theaccident, is being investigated by AccidentsInvestigation Branch of the Department ofTrade. At the time of going to press no clearcause had been established.Schelbe Tandem Falke at Enstone. On May26 a Tandem Falke suffered structural failureafter being looped. The instructor, John Downes,andthe passenger, Mr Legge, were killedon limpact. This accident also is being investigatedby AIS.W. G. Scull, director of operationsTHE FIVE YEAR RULEWhen the BGA constitution was last revisedthere was a general feeling that steps shouldbe taken to prevent someone hanging on to aparticular office for an unduly long period oftime. 11 is always embarrassing to ask some­One who has served the Association, workinghard in a voluntary capacity over a long periodof time, to stand down.Accordingly Article 36 was written into theBGA Articles of Association imposing a five- Iyear limit on continuous service as an "officer"of the Association. Unfortunately the legalinterpretation 0f the detailed words that weretJsed is such that all Executive Committeemembers are included in the rule (beingofficers) and furthermore the rule appliescumulatively to any of lhe voluntary positionsin the BOA. Thus for example someone mightserve on the Executive Committee for threeyears, then be elected as vice-chairman fortwo years but thereafter Ibe constrained fromelection as chairman or even re-election asvice-chairman because 01 the five year rule.Of course, in practice, we circumvent thisconstraint by passing a special resolution atthe AGM nullifying the effect of Article 36 inrespect of the person concemed. In fact wehave to do this almost every year, which reallyImakes rather a nonsense of having Article 36at all.This has been discussed recently at theExecutive Committee and agreement reachedthat the rule should be changed. This could bedone in a numbe r of ways and the views of themovement are sought. One way is to rewordArticle 36 so as to apply to Sub-Committeechairmen and the chairmarl, vice-chairmanand 'treasurer of the Executive Committee onlyon an individual 'basis wa'lher than cumulatively.Alternatively the rule could beeliminated altogether leaving the AGM electionprocedure for officers of the BGA as thesole mechanism for changing officers. Itshould be clear, :however, that in seeking tochange the r\:lles the Executive Committee dot'lot wish to, depart from the sound principle inpractice, thalthere should be a steady regularturnover of BGA officers in order to avoidstaleness.IBar,ry Rolfe, AdministratorTOST COMBI E HOOK WARNINGThe Tost Combi E release hook has beenreported to the BOA Technical Committee byDerel< Piggott, CFI of Lasham Gliding Society,as likely to jam, even when the release knob isfUlly pulled and the ;hoo~ completely opened.He considers it i~ a design problem whichhas already been a contributory factor ,in severalaccidents and incidents. Derek thinks thatwhereas the older Olllur release is designedso that the large ring bears on. the automatic"cage" and the small ring always has a directpull out from ,the tlook, the Combi E has the"cage'" too close to the hook so that the largering can be pulled into- a near horizontal position.Describing the present situation as unacceptable,he feels it is prudent to warn of thepossible hazards and suggests the Combi Eover-ride "cage" should be modified to operatein the same way as the Ottfur. This wouldmean a new part and a mandatory modification.Meanwhile he advises making sure theapproved Tost ,rings are safe and compatiblewith both the o'lder Ottlur hook and the nosehooK of the Kestrel and Ubelle where the hookis inside the glass-fibre fairing.Dick Stratton, BGA chief technical officer,who believes they will have to standardise onthe Tost equipment since Ottfur hooks are nolonger in production, makes the followingpoints:1. There is some difficulty in confirming thatTost Combi E hooks have been a contributorycause to specific accidents.2. The track record of this hook, even whenused with Ottfur rings, is good. Even at intensivewinch/auto sites like Cambridge and Bristolthere is no evidence of re-occurring malfunction,even though there may be occasional"hang-ups" when tested before flight bymeans of an upward (unrealistic) pull by thecable handler.3. The Tost hook should ideally be used withTost ringsll The decline of the UK gliderindustry to zero makes nonsense of attemptingto per,petrate Britis'h glider launchingtackle for ever!4. Some hook Installations contribute topoor operational standards by virtue of 'location,angle and depth of insertion into the 'structure. This is not the hook's fault!!5. We believe there may have been aerotow I"hang-ups" on LS-4s - probably because ofthe 'Install'ation of the hook, possibly usedwith Oltfur rings.PROPOSE!} CHANGES IN BRONZEBADGE REQUIREMENTSSOlO QUAlIFYING FlIGHTS3 hours in not more than'3 frightsIPlus~Tl0N A.l or "IOPTION$50 solo flights 30 solo flightsmglidersANDDual Nav & Field lanalflgPlUScourse in Motor gliderNav & Field landing CO"....rrin grlder. (dual and/or ..~)eI!§General flying testIPlus\Mitten examsAfter consultation with, the director ofoperations and the national coaches, Ireached the conclusion that it would benefitthe movement if more training could bebrought into the Bronze C requirement and thestandards raised to be more in line with ourEuropean counterparts.The end result will hopefully be a higherstandard of soaring pilots better equipped tocope with cross-country flying and certainlybeller trained to carry ,out field landings.This will also, hopefully, reduce the numberof ,field landing accidents and controlled airspaceviolations.Being very much aware of the need for ademocratic type approach, we held a meetingof the Instructors' Committee to discuss theplanned changes and seek views and proposalsfor the committee members. We thenhad a series of meetings in the regions,chaired by the senior regional examiner andattended by the CFI of each club ill the area,regional examiners and others interested, aswell as attending the RAFGSA CFI, conferencewhere the Bronze C was on the agenda.Wherever possible I, or one of the coaches,went to meetings ex officio, the lOcal seniorregional examiner being in the chair.The findings of these, meetings, the viewsand wishes of the CFls, their proposals andI176 SAILPLANE & GLIDING

Iobjections were presented to ,the ,Instructors'Committee in March. F~om this meeting andthe lengthy discussions that ensued, theCommittee are making the following proposalsto become effective on January ,1983.Recommendations1. The qualifying soaring tests should ,bealtered to require: three hours' soaring in notmore than three flights. (Note that the type oflaunch is no longer related to the duration ofthe flight)2. The applicant for the Bronze C must havecompleted a minimum of 50 solo flights in aglider. Of these 50 flights, a maximum of 20flights may be made up of dual field landingtraining in a motor glider, at the rate of onehour's training on motor gliders equalling tensolo flights, if so desired,.The dispensations regarding q\.lalified aeroplanepilotscurrently setout in Laws and Rulesfor Glider Pilots will still stand,.3. The candidate must complete the generalhandling flight tests, as at present, and mustalso produce evidence of satisfactorily completinga course of field landing and crosscountry'navigational tr,aining. (This, course willautomatically be covered if the candidate optsto reduce the number of solo flights asdetailed in para 2.)The minimum acceptable field landingtraining is ,as required for the current BronzeC, ie dual or solo fiel'd landings, off site or intoa "difficuW' earner of the airfield, solo fie'ldlandings to be under the supervision of aninstructor.In the light of present day trends and needsthe most satisfactory form of training in thesedifficun areas is by use of the motor glider, butoptions must be left for those clubs who do nothave this equipment.4. All other elements of the Bronze Crequirement will stand as at present, with newmore comprehensive examination papersproduced, to be circulated well before theintroduction of the new requirements.These proposals will be considered by theBGA Executive Committee in the autumn for atarget implementation date of January 1,1983.John Morris, chairmanBGA Instructors' Committee.GC SECURITY PARACHUTESInternational Marine and Aviation Consultantsand Agents of Fareham, Hants haverecently gained the marketing rights forparachutes and associated equipmentdesigned and manufactured by GO SecurityParachutes of CaHfomia.The range includes Model t 50, the firstparachute the company has designed specificallyfor glider pi'lots. It weighs under161b with a rate of descent comparable tothe large 281t canopy.Fit a Witter thisweekend~Britain's No. 1 towin,g brllcketSend lor the price list and name 01 your nearestW,tfer SIOck,st. or Ilnd him ,n Yellow PagesFor information or advice:-C.P. WilIer Lld., Chesler. 43Tel.024441166 ~.'.August/September 1982A TRIBUTE TO ANDY GOUGHPhoto: Harris MorganThe tragic death of Warrant Officer AndyGough following structural failure ,during hisaerobatic display in a Blanik at RAF ,Brize Norton.on June 12 will be deeply and lastingly feltby his wide circle of friends in many parts ofthe world, and particularly by the countlessnumber of pupils he taught to fly during a glidingcareer spanning some 35 years. He hadbeen awarded the British Empire Medal, theRoyal AerQ Club Bronze Medal and the FAIPaul Tissandier Diploma for his major contributionsto the sport.Andy started gliding in Germany, at Minderheider,in 947 and was solo trained by theaccepted method of the day on the singleseaterSG·38. Gliding rapidly became themain outlet for his enormous enthusiasm,seemingly unlimited vigour and powertulleadersh,ip.An excellent soaring pilot, he was oneof the lew glider pilots to fly across the EnglishChannel before air tral1ic considerations madesuch flights ,extremely difficult: on May 21,1958, he flew from S. Cemey 10 Germany settingup a UK distance record of 348 miles.He became an Int,er-Services Champion anumber 01 times, and consistently gained highplacings in UK National Competitions and wasa member of the Br~ish Team in the 1970World Gliding Championships at Marta, USA.The South Nricans invited him to fly in theirNational Standard Class Championships in19'72 where his aggressive competitivenessbrought the wingtip of his Cirrus into brushingcontact w~h a mountainside, an incident whichdid not prevent him from gaining first place inthe contest.Although Andy stopped keeping a glidinglogbook years ago, when pressed he wouldmodestly admit to some 7000hrs in addition tohis large total 01 powered flying - mostly as aglider tug pilot. He was instructing, for much ofhis time, and after several CFI appointmentsin RAF gliding clubs, he became CFt at theRAF Gliding and Soaring Association Centreat Bicester on its formation in 1962 and hadheld the post ever since. Ever helpful andforthcoming Andy put all he had into this joband will be remembered by numerous young,not so young, and downright old glider pilofsfor the wise advice and expert tuition he wasable to impart so well during their early, andoften later, flying days.His unfailing enthusiasm, generous senseof humour and helpfulness - not to mentionhis entrepreneurial Ilair - were an inspiration,to all who shared the prjvilege and good fortuneto work with him and to ily under his perceptiveeye. Many a senior officer has beenleft in no doUbt trial. his actions on the glidingfield, or performance in the air, had not wonAndy's acclaim. However, his tacl and sensitivitywere never far away and he knewexactly when a ready smile was needed for ,encouragement, or 10 'avoid misunderstandingafter a well-deserved rocKet.As Centre member of the RAFGSA ExecutiveCouncil he made major, vigorous andshrewd contributions to debate on club andfinancial matters. He also found time to sit onthe BGA Instructors' Panel where again hisimmense experience and practical, robustwisdom made much impact.An exclusive abilityFor well over 20yrs Andy was an outstandingglider display pilot who had developed thatexclusive ability to show off the full capability,beauty and grace of a sailplane in aerobaticflight He devoted equal care and detailedaltention to both big. and small display occasions.Not untypically he had accepted invitationstofiy three shows on June 12: the first, atHa~on, he had flown immaculately beforebeing aerolowed to Brize Norton for the Station'sopen day flying display. Finally on thatday 'he was due to fly at a charity event near ,toBicester.Andy Gough combined his personality, skill,energy, charm, and perhaps his greatest quality- humanity-to serve the Royal Air Forceand gliding in a unique .style with verve anddedication seldom surpassed. Those whoknew him well will remain pro\.ld to be oountedamong his friends: for them, and the manyothers he helped to appreciate the immensejoys and fascination 01 gliding, he leaves avoid which can: only be filled by memories ofthe admirable and irrepressible qualities hepossessed in such full measure. Our deepestsympathy goes out to his wife Audrey, and toall members of his family.John Brownlow,Chairman of the RAFGSA.INSURANCE COMPANY NEW TO UKOver the last 12 months BGA officers havebeen discussing the IUK glider ,insurance marketwith Ran Wyall 01 Wyatl InternationalInsurance of Canada.Wyatt Insurance have for many years beenrunning successful insurance policies formembers of both the Soaring Society ofAmerica and the Soaring Association ofCanada and they are now extending theirinterests to offer cover to British, pilots.The 6GA Executive Committee have welcomedthis addition to the limited number ofins'urers dealing with gliding business in thiscountry in the belie! thal more competition willassist members.Barry Rolfe, BGA administrator.177

Don Hale of the Stratford on Avon GC, who didn't hurry to get his Sliver C, was amused by thIs cartoon drawn by hIs son-In-law,Dennls Jones, charting his progress.BGA ACCIDENT SUMMARY --Compiled by ARTHUR DOUGHTY,Chairman, BGA Safety PanelGlider'&Rel,BGA m Date PiloVCrewNo, Type No, E Placem TomeAge InjUIY P/Hf.S0SUMMAR-Y17 K·7 1664 M 30,01.82 Farnborough 28 N 122 High approach ~n fresh wind to touch downand landing al upwind end of landing areaP2 62 N 7'/, Struck exposed edge of concrete block inP2 which was set a runway 1'Ighl. Earth normallVlevel with top of block18 K·6CR 1279 M 14,02,82 Doncasler 66 N 138 TheUbelJe was in the aerolow launch queue15,15 with pilot in the cockpil. The pilot of the K-6thought he was well clear but the slbd wing2ft in from the tip struck the raised port wingLibelle ? M ? N ? of the, Libello 4ft from the lip.19 ASW-19 2727 M 30.01.a2 Lasham 39 N 770 Pilol was doing cockpil check prior la mak-12.30 lng flfst !light on type and on reaching "airbrakes"thought to himself. "The ASW-19hasn't got a retractable undercarriage." Hethen pulled the U/C lever which is mountedon Ihe 'same side ot ,cockpil as airbrake leverand undercarriage collapsed.20 TWin Astir 2399 M 07,03.82 Nvmpslield 29 N 1574 After an aerol0w launCh, Pl in fronl seal11.30 states he could nol relract U/C so moved Iheoperating lever fully forward 10 down positionand checked it was corree!. Alter anapproach and rouchdown slated by witnes-P2 25 N 17 sas 10 be normal Ihe U/C collapsed. FrontPl and rear cockpil U/C levers both in downhr. position.21 Janlar 1 2079 M 13,02.82 Weston-Super- 26 N 132 After winch launch la lOOOfl pilot Joined15,20 Mare downwind at aboul 600ft juS( as shower ofrain started. Rain eroded perlormance.restricted visibility and in attempting to fly anormal circuit a low Imal turn was made andfurther complicaled by a ped~slrian. Touchdown crosswind and ground looped.22 Falke G-AY~ S 21.03.a2 Portmoak 39 N 1125 Pt demonstraling engine reslart by diving but15.00 91iders engine failed to ,start, Pull out commenced al I143 about 95kt. On 'anernpting 10 level oUl pilolPwr tound conlrol cotumn could .I':lO' be moved fmwardso pulled back 10 complete loop and withassistance of P2 managed to move column forwardand recover to ne'ar normal' attilude.P2 26 N 3'8 A downwind landing in a' ploughed fie Id was Igliders made. On examinattcm .. was, found thestbd134 wO;) main fining had failed and the \!.erlical wIngPwr connecting pin had been lorced inlo contact withthe elevator puslVpuU rod.23 ASW-2O 2524 S 04,03,a2 Bryngwyn 55 N \200 After 5000tt aerolow soared wave slols which17,10 6 miles NW ot closed. AI 3500tt decided ,la retum 10 Shobdon.Hay·on-WyeSpotted River Wye lhrough cloud ind tOO'-: upheading related 110 incorrecl fix so Ihat flight was,towards high ground. Broke cloud al 25000 and,tried 10 fit terrain to OIR position. l-anded up avalley in small s'loping fielel 1500ft above Shobdon.Wingtip touched while making final lumand landed with yaw.24 Falke ~-AYUP S 14,03.a2 Cranwell North 45 N 291 Motor glider landed to r'ght of ,launch poinl bus11.50 grlde", and slarted left tum :10 clear landing area. Pilot,127 saw glider on approach. on path thal was bel-Pwr ween molar g~der and bus so opened throttle 10expedite clear{lnce. A gusti lifted upwind wingP2 ? N ? exposing underside 01 tailplane to wind, p·itchinggilder forward: Propeller broken and engineshock loaded,25 K·'3 1457 M 17.02.82 Pamam 61 N 232 Si01ulated cabte break at about 150ft. Turned12,30 upwind follflwed by 180" !Urn 1o, landdownwindfcrosswoo on transverse tu~way. Ontouch down observed ,temporary 'slakes beingP2 60 N 102 erecled ~a mark poinl-to-poin1 ·course. InducedPl ground loop to avoid stake bul s.truck one 3ft '"'mm tip.I GLIDING CERTIFICATESFAll000kmNo, Name Localion Flight 19822 M,TA Sands(lJster GC) USA O/A 18,4ALL THAEE DIAMONDSNo, Name Club 1982126 K, Milchell in USA 18,4127 J, A. Evans Bnlerwasser. SA 1.11.81128 S, T. E. Walker Deeside (in Australia) 14,2129 C. Brock Keslrel(in Austraiia) 10,12,81130 L,S, Hood Clevelands 9,5131 J, Taylor Bicester 10,5132 J,N.Ellis Yorkshire 9,5133 A. C, Sloddart Yorkshire 8,5134 N, Gaunt Yorkshire 9,5DIAMOND DISTANCENo, Name Club 19821/187 K, Mnchell in USA 28,31/188 J. A, Evans Bitterwasser, SA 1.1 1,811/189 S. T. E, Walker Deeside (in Auslralia) 14,211190 C, Brock Kestrel(in Australia) 10,12,8111191 L,S, Hood Clevelands 9,51/192 J. Tay10r Bicester 10,51/193 J, N. Ellls Yorkshire 9.51/194 A. C, Stoddart Yorkshire 8,51/195 B, J, Szulc Polish 9,51/196 N, Gaunt Yorkshire 9,5DIAMOND GOALNo, Name Club 1982211088 C, 0, Marsh Airways 28,1211089 C, F, Coles Surrey & Hanls 23,3211090 S, T. E, Walker Deeside 6,2211091 A. M. Thomson Two Aivers 14,4211 092 R, C, Hutton Doncaster 7,5211093 M,Morris (1)onoaster 8,5211094 D, A. Sutton Yorkshire 9,5211095 M, Taylor Two Rivers 25,4211096 J, Day Ouse 9,5211097 T, W, J, Stoker Ouse 9,52/1098 T, W. Eagles Bannerdown 9,5211099 A, p, Smrth Humber 9,5211100 A, I, Gibbs Humber 8,52/1101 A, A, Bickers Kestrel 15,4211102 A,J,Reed Ouse 9,52/1103 A. t. Mclean Yorkshire 8,52/1104 M, C. Mahon Two Aivers 18,42/11Q5 T,S, Hnls RAE 9,52/1106 ·A, A, Newberry RAE 9,52/1107 0, J, Eade Surrey & Hanls 9,52/1108 W, A. Brown Yorkshre 9,52/1109 C, J, Townend Doncasler 9,52/11 10 p, Shambrook Clevelands 9,52/1111 G,Wright Yorkshire 9,5DIAMOND HEIGHTNo, Name Club 198231518 J, 0, Jones Brlslol & Glos 11.3178SAILPLANE & GLIDING

31519 C. M. Davey Four Counties 25.3Earty soJa pilot lost sight 01 site while tlying on31520 J. G. Shepherd Borders 11.4 26 K-6a 2262 S 27.03.82 1 mllo east 01 48 N09.50 Portmoak hill towards sun in anticyclonic haze. On31521 A.Wright Thames Valley 25.3reaching SW c;:ornerof hilt,tUf1led 59n and disap-31522 J. 81 selecledNo. Name19.05 Raj) and half airbralte. i4. strong wind gradientClub 1982was encountered so brakes were -closed and865 C, D. Marsh Airways 28.1 Rag reduced. Glide'r continued ,10 sink' rapidly,866 J. C. Bastin Surrey & Hants 10.4 and struck a bush on the boundary wilh a wing-867 S, T, E. Walker lip which yawedDeesidethe gli

GLIDING 'CERTFICATES - Sliver C - conI.No. Name Club 19826100 P. A. Roubald SGU 11.46101 A. Beard Balh & Wilts 1t.46102 Jane Adams Shalbourne 11.46103 G. Lees SGU 11.46104 S. J. Murray Fenland 10.46105 J'. M. Rayner Midland 11.46106 D. A. Poller Enstone 11.46107 D. L. Jobbins South Wales 11.461 08 ~ralyn Mactadyen Cotswolej 15.46109 G. Davies London 14.46110 R. C. Adams Essex &. Suftllk 17.46n, I. C. L.ees. Doneaster 18.46H2 B.Gardner Wolds 12.46113 C. V. James Phoenix 18.46114 D. Nicol Mendip 11.46115 W. B. Bcwen Ulsler 11.46116 P. A. Myhill Wolds 12.46117 P. R.Jones Avon 15.46118 Jane Ballard Surrey & Hants 15.46119 W. P. Slephen Newcaslle t 1.46120 L. A. Marshal! Essex & Suffolk 10.46121 J. Brassinglon Newark & Nolls 21.46122 J. W. Carter Herefordshire 27.26123 H. M. 'Searson Doncasler 17.46124 Hilary Trice Lasharn 21.46125 G.. Wynne Surrey & Hanls 22.46126 Susan Williams Bannerdown 11'.46127 R. Speer Soulhdown 9.46128 A. B> Freetwood Avon 22.46129 M. F. Brook Yorkshre 25.46130 M. D. Miski'nmin Ulster 15.46131 F. M. Wallis Southdown 21.46132 G. J. Treharne East Sussex 28.46133 C. S. W. Price Wolds 13.46134 P. Smart Essex & SuftlJk 11.46135 D. Edwards Airways 21.46136 R. W. Edwards Bristol & Glos 7.46137 A. M. Segal Lasharn 23.46138 K. W. Woodcock ChMlerns 23.46139 D. L Johns Pelerboro' 11 Spalding 26.46140 Lynn Norman Phoenix 25.46141 Barbara Reed Midlanej 4.56142 D. P. Smith Cranfield 30.46143 L. W. R. Hill Devon & Somerset 29.36144 O. J. Truelove Chillerns 5.56145 C. Bandy Coventry 5.5BOOK REVIEWSGliding Competitively by John Delafield.Published by Adam and Charles Black at£8.95 and available from the BGA at £9.45including p&p.Perhaps the title of this oo@k may give theimpression that it is only for competition pilots.In reality Gliding Competitively contains aweanh of information and advice for everypilot, but particularly for those who aspire tocross-country flying.So often the most promising beginners failto reach their potential because they do nothave a proper programme of training afterI,hey have gone solo. As a very experiencedflying and gliding instructor John O. understandsthis problem and has written this bookto help these pilots.A point well made throughout is the need touse every soaring flight to explore and extendyour knowledge and experience in recognisingand using every available source of lift.His .advice on using local soaring flights todevelop the techniques and skills needed forcross-country flying is particularly valuable.Perhaps it is a pity that both thermal centringand field landings are not discussed indetail bUI John feels they are well covered byother te·xt books. However, there is a fascinatingsection on the psychological aspectsof competition flying. Sadly, we all have ourbad days and must learn to accept them andlive with our mistakes. So many potentialchampions go 10 pieces. after a disappointingday and until a pilot learns how to overcomethiS kind of personal problem he will neverbecome really competitive. This is 1he firstbook 1I have read which tack'les this problemand offers some sound advice.Unfortunately we can't all have an ace competitionpilot like John to show us how to makethe most of our aircraft and conditions. Thisbook must be the next best thing. A1 the costof an aerotow flight it is a bargain for everysolo glider pilot who wants to make rapid progress.and also for the many more expert whoneed some comfort after a disastrous day in acompetition.DEREK PIGGOTTGliders & 'sailplanes of the WorlCl oyMichael Hardy, published by lan Allan Lld,Shepperton TW17 SAS, al £6.95 plus p&p.The 176 pages of this 6in x 9in book provides"potted histories" and data of about 300 glidersand: includes some 30pp on motor gliders.Around 160 photographs have been used ­some' however lack definition while someothers are wrongly placed. There are no GAdrawings included'.I found the lay-out, as well as the index, noteasy to fdllow for a quick reference but as fhebook costs only £6.95 it merits a place on yourbookshelf.RIKA HARWOODIntriguing: advertisement in lhe BelfastTelegraph, spotted 'by Bob Rodwell: "SportaviaRF-5 Motor Glider, new, unwanted present,£5Oono."Now available in the UKTHETWINENGINEMICROLIGHTWinner of many awardsNoted for pleasant handling and viceless characterOne of the few with full conventional layoutOver 400 sold ill North AmericaVery advanced design backed bysolid' after sales serviceStressed +4g -2gTwo 9.5 H.P. 185 cc engines28" props for quietness~"lr~50' - 100' take off run3 - 5 hours durationTHE GLIDERPILOTS' MICROLlGHTContact us for leafletorfor full information packageincluding test flight reports, technicalinformation, colour brochure and otheruseful information send cheque/PO for£5.00 to address below.WE ALSO SUPPLY TRAILERS, HANGARS AND A FULL RANGE OF ACCESSORIESA~F(SALES).=MICROFLlGHT LTD.MEMBURY A,IRFI,ElD, lAMBOURN,BERKSHIRE RG16 7TtTELEPHONE: LAMBOURN (0488) 72224TELEX: 848507 (MIFLI)180 SAILPLANE & GLIDING

50 YEARS AGO - First British NationalsA. E. SLATERFor the firsl two years of British gliding therewere only inter-club gliding' matches; that in1930 being al IVinghoe one day when theLondon and Manchesler Clubs took lurns inflying the same PrOlling down the hill: until oneof the Lancashire lads flew it into a tree. In1931, on the sou1h coasl, there was a conlestat which the longesl glide won a trophy.In 1932 the Fl,JrnessGliding Club, largelycomposed 01 workers at the Vickers firm,played host to a :real BGA conlest from August3) till September 7. The site was where Iheriver Duddon, coming dOwn SQuth-westwardsfrom the lake :District, opened out inlo a sandyestuary some miles tong with a sleep soaringridge on its SE side li1early l000ft asl.I could only .get lhe first weekend off, so didthe Friday night round al my hospilal in Kent,bicyded to Dartford to calch the last Irain toLondon; Ihen on a third class sleeper fromEuston to Carnforth, then by rail alongMorecambe Bay, and finally cycled northwardsto the site, calling al a hotel to book forthe night.A share In bothIt was n(}oN Saturday morning and eventuallyeight gliders were assembled: Slingsby'svery first product called the British Falcon, theLondon ClUb's Professor, Kassel 20 and Kassellwo-seater(in both of which I had a share,the two-seater being bought from Ihe BGAwhich had sequestrated it from the ScarboroughClub in lieu of an unpaid bill), DudleyHiscox's Hols der Teufel, a brand new Scud 2prototype, the Furness Club's primary andDagnall's first and only attempl 10 produce asailplane, with two altemative pairs of wings,which was as well because one of them brokewhen someone held on to the tip with, all hisweight as it was being lifted over a stone wall.This first motl1ing was calm, but in Ihe afternoona lovely smooth wind sprang up from theNW, so thal one could soar up the estuaryalong a steep slope going righl down to sealevel, wondering if one would find as good aone the other side of each headland. (By coincidence,Ihe News Chronicle Ihal very mar·ning had published an extract from Hilaire Belloe'sCruise 01 the Nona in which, hedescribed Ihe. excitement of approach ing eachheadland and wondering whafsurprise wouldconfront one the other side.) In this wind theBRIAN WEAREGLIDER WORKSDUNKESWELL AIRPORTHONITON, DEVONTels: Luppitt 318 (9-6 pm)Honiton 41679 (after 6 pm)MAJOR OR MINOR REPAIRS ONWOOD, GLASS-FIBRE, OR METAL.ALSO RESPRAYS GLIDERS ANDLIGHT AIRCRAFTC of A OVERHAULSB.GA, C.AA, P.F.A. APPROVALSonlY way of avoiding a landing into a stonewall was to approach below the top and makea downwind landing just below the top. I pulledup too soon and stalled at four feet, breakingthe bl,llkhead behind ,the seat (repaired nextday); 'but I 'heard later that the highlyexperienced pilot of the two-seater pulled uploo late and flew inlo Ihe hill, removing muchof its nose.Soared along the mountainsThe big feal of the day was Dy Buxton in theFalcorl; tle soared up the estuary and over thecol al Ihe top, then descended into Lake Conistonvalley, soared along the mountains borderingthe lake, then glided on to a landing onflat ground beyond the lake. A group of boysran up and asked how fast he had come: so heexplained thal glider pilols didn'l try toga fast(they didn't in t,hose days), so he was asked"how slow did yO\,l come?"This was a British distance record of 13miles, beating a previQus one of six milesatong the Yorkshire coast. But in the officialreport in S&G he was credited only with duration,nol distance.The wealher was pretly poor for most of Iherest of the week, and the BGA report is somewhatconfus'ing', bu1 Slingsby won·a prize for amodest O/A in his Falcon.The only other crash was when someonethought of showing the pub'lic what a primaryglider was for. He took-off above a series ofstone walls, obviously wilh no idea which onesIhe wasn't going! tQ· hit! He gol over lhe first twoand hit the third.aBGA MAIL ORDERGive me a BGive me an 0Give me an 0 What have you got? SKOOB!!KGive me aGive me an SActually, we're a bit short of skoob this month but order any of the follOWing books during August and the pricesshown will include all postage and packing charges plus a FREE car sticker:BEGINNING GLIDING - Derek Piggott £10.95 THEORY OF FLIGHT - Ray Stafford Alien £2.85FREE AS A BIRD - Philip, Wills £5.70 SOARING ACROSS COUNTRY - Bill Scull £8.95ACCIDENTS HAPPEN - Ann Welch £3.45 GLIDING - Derek Piggott £6.70GLIDING COMPETITIVELY -John Delafield £9.45 PILOTS WEATHER - Ann Welch £10.25UNDERSTANDING GUDING - Derek Piggott £10.20 BRITISH GLIDERS - Merseyside Aviation Soc. £4.20Order these items fromBRITIISH GLIDING ASSOCIATIONSALES DEPT., FREEPOST, LEICESTER LE 1 7ZBor ask us to send you our complete sales list Telephone 0533531051August/September 1982181

YourLettersIMR NYBORG

CERTAINLV NOT A REAL GLIDING TYPEDear Editor,"Mways Immaculate" hasn't spent too muchtme on a gliding site or he/she would knowthat he might be required to do jobs whichwould ensure he wouldn't stay immaculate forlong, Even carlYing a tyre for a wing,tip, couldsoon make his "regulation airforce blue flyingI suit" look pretty grubby - let alone a goldone,MIKE lINDSAY, Brooke, Norfolk.DEREK HAS A SOLUTIONDear Editor,I "AWoiays Immaculate" of Bognor Regis andother readers may be pleased ,to hear that justrecently I found a new source of lightweightflying suits which are idea'l for ,gliding. Sizesare from 34 to 42 in khaki or burgundy, makingthem suitable for everyone except the largestmen. They have the usual zips, pocket~ andpencil holder on the anm and are excellentvalue at £25.Call or contact me at Lasham(025-683-270) or at 01-876-0277. Deliverytakes one or two weeks.DEREK PIGGOTT, Lasham.SADLY NO PRIZE!Dear Editor,On behalf of the Oxford University GC may Iclaim the prize for spotting the deliberate mistakeon the cover of the last issue? UnlessJustin Wills has modified his Twin Astir, can Isuggest you have reversed the photograph.From memory the Twin Astir I isn't shaped likethis and definitely our 11 is not!M. J. OOWDEN, Oxford.(Full marks. But it wasn't a deliberate mistake!Eo)SPEEDS-TO-FLY - OR NOT?(PREFERABLY NOT)Dear Editor,Mike, Jefferyes has got the speeds-to-f1y allwrong in his article in the April issue, p74. ThePirat speeds-to-fly he gives are 0:45, 1:49,2:53,3:60, 4:69, 5:76, 6:80, 7:83, 8:85. As thecurve is a parabola all the increments shouldbe about the same, tailing off at higherspeeds. His increments are 4,4,7,9,7,4,3,2.The increments, should be about 3-4kt. Evenfor a Nimbus 3 the increments per knot areonly 6kt.BRENNIG JAMES, Mar1ow, Bucks.Mike Jefferyes replies: Aecent calculationson the Silene polar (dual) give figures in linewlh Brennig James' comments, 4.65kt airspeedincrements per knot of ant,icipated climbfrom o-6k,t falling to 3.5kt at the higher speeds.However a second look at the Pirat polar confirmsm.y original figures. The reasons for theunexpected increments may be twofold.1. The perpetual difficulties of obtaining accuratepolar cur\leS, Note: Dick JohnsoA's workwas of great help for the DG-,20(}'2. The fact that the polar curve is only anAugust/September 1982Model of harmonically related lee wavelengths 3:4:5approximation to a parabola. The highinduced drag and interlerence drag at lowspeeds, and the change in profile drag coefficientat high speeds as the whole airframe ispresented at a different angle to the airflow,will distort the polar curve.My experience of the cross-country performanceof the Pirat indicates that its glide performancein the mid-speed range is Impressivefor a 15m wooden machine, whereas itslow speed performal1ce and sink rate are not.My speed-to-fly figures appear to confirmthose impressions.CHANCE OF A "SECOND SEASON"Dear Editor,Rob ,Rodwell's stinking cold must have bluntedhis appreciation for sOme of the benefits ofFlorida soaring (see "Flying in Florida", JuneS&G, p11'4). Admittedly there is not the thrill ofthermal soaring- in mountains, but there isconsiderably more peace of mind about landin§out on the multitude of strips and airfieldswhich exist and which encourages one topress on distance tasks.Four pounds per person per night in an airconditioned rOOm at t,he Kennilworth Hotel is asight cheaper than most British hotels thesedays and the not universally bad "fast food"restaurants make living significantly cheaperthan a comparable slay in the UK.Rob is quite right when he withholds hispraise from the East Coast of Florida, but 80miles away to the west there is Sarasota,Tampa, etc. On the Gulf Coast it is all togethermore attractive and an ideal stop for two orthree days with the family.There are not many places in the worldwhere vou can stroll out to your high performanceglass-fibre "poorsuit ship", pulling on'your white. silk gloves and cracking off intoreasonable ,to good thermal conditions withoutall of the sweat, 'difficultV and waiting we usuallyassociate with the sport in England.Derek Johnson and 5ebring have gone along-way to achieving gliding as we would likegliding to be (but hardly ever is in the UK) andfrom October to April he offers a wonderfulchoice of a "second season" for those luckyenough to travel to the USA.P. A. HEARNE, Waterlngbury, Kent.2:3Upper wave system ~Lower wave system "'\IV"Boundary between wavelengths C~~~JAmplitude modulation . - '.. ,'"- -LEE WAVE HARMONICSDear Editor,My article ori lee wave harmonics in theApril issue, p64, suggests that, by anabgywith the sim,ple 'harmonic series, lee wavelengthsare harmonics of a fundamentalwavelength characteristic ef the airmass. Inow believe that the wavelengths observedare only harmonically related and so appear toform part ot the (incomplete) simple harmonicseries. The mechanism by which this occurs isquite simple, and it is not as stated in the articlethe very existence, of harmonics that c;1ablesmultiple wave systems to occur; but ratherthe existence of mUltiple wave systems thatcauses harmonics to occur.In multiple wave systems the upper andlower systems must be harmonically related toeach other by integer ratios (1:2; 2:3 etc)otherwise such systems could not be sustainedbecause of destructive interference.Now if this ratio needs to change for anyreason, one or other of the wave systemsmust change its wavelength to a new valuewhich must also be harmonically related to the(unchanged) value in the other system. Thismeans lhat it is also harmonically refated tothe original wavelength in the, same system.In the satellite photographs the wavelengthchanges harmonically when moving along, aline perpendicular to the wind direction, andthis therefore implies the existence of an invisibleupper system harmonically related to theobserved lower systems. This is showndiagrammatically in the Fig above wl1ich illustralesthe most commonly occurring ralio of3:4:5 which is really three double systems of2:3; '2:4 and ,2:5. Note how the upper systemmodulates the amplitude of the lower systemto create a suitable "terrain" for its ownwavelength. The height level of the nodal surfacebetween, the two systems is determinedby the requirements of a harmonic relationshipbetween the two systems, since a change, inthis height level will cause the wavelength ofone system to increase and the other todecrease.This simple mechanism explains whatwould appear to be an extraordinarily unlikelyphenomenon.JULlAN WEST, Munich, W. Germany.183

A Nonh Dftvon GC group taken to mark the completion 0' their 1000th launch at the site since June 20, 1981.Richard Burgess is iIllhe 'fOnt seat with his eFl, Barry PearsOfl, behind. From I to r: John Becket/, John Fisher,AI/an 'George, assistant treasurer, Owen HiD, Jeff Thain and Jaok Pearson with Rosemary Hill and "Lit/le Jeff'Thain at the ffOnt.Copy and photographs for the October-November issue of S&G should be sent to theEditor, 281 Queen Edith's Way, Cambridge CB1 4NH, tel' 0223 247725, to arrive not laterthan August 10 and for the December-January Issue to arri,ve not later tlian October 5.June 9, 1982GILLlAN BRYCE-SMITHAVON SOARING CENTRE (,Bidford Airfield)Good weather during mosl of April' and Mayenabled Andy Fleetwood and Phil Jenes tocomplete their Silver Cs, Phil managing allthree legs within one week. l'ony Jackson andJeromy Fleetwood achieved Silver heightswhilst Phi! Pa/doe and Dennis Geogheganjoin the Bronze brigade. Tim Harlison ,wentsolo in the Blanik as a change from flyingTridents.The weather let us down for the first lewdays of' our competition but we eventuallymanaged five contest days. Congratulationsto the overall winner Dave Breeze (SHK) andrunners up Peter Light (304) and Trish Watson(Libelle), Peter also achieved his Gold dislanceand Diamond goal whilst winning day 4,the task being a 303km triangle.Our thanks to Jane Jones, Pat Light,Jeromy, Dave et allor much hard work on thegroul1d, and to Ralph Jones who enjoyed settingthe tasks in addition to flying hors coneours.May 25 produced some very good waveflying during the late afternoon and evening,six gliders including our J.anus C getting tobetween 7000 and 800011, mostly Irom thermalclimbs to about 3000ft initially.D.J.C.IBATH & WILTS (Keevll Airfield)We have just completed a very successful taskweek with eleven good tasks flown oneight of the nine days. On the first day StuartNorth, task selter, completed his Diamond distance.Three other pilots fleW' the 300kmtriangle, one landing just short, overcome bythe heat. On the same day Kate Hargreavescompleted her Silver C wilh her 'height. StuartNorth won with Andy Smith second.Five pilots are entering the WesternRegionals. We have two new instructors,Edward Thompson and Joy Lynch.J.L.BOOKER lWycombe Air Park)There are two new additions - the GrabG109 motor glider demonstrator - which isavailable for club use, and Mike Carlton'sASW-?2 - which is not. There was an interestedcrowd to see the latter off on its first flightfmm British soil.May was an eventful month with a well supportedCompetition Kitty being won by BrendanChaplin in his Cirrus and Sooker pilotsalso winning when we hosted the Inter-ClubLeague. Brian Spreckley led the members ofhis soaring: course on an epic follow-myleadertask, the whole group (including Brian)landing seven miles short of 500km havingaveraged 90kmlh.We are pleased to welcome the newcaterers, Sally and Dave Caunt and theirdaughters. Our appreciation of their good foodis exceeded only by the pleasure of havingreal ale in the bar.A.C.BRISTOL & GLOUCESTERSHIRE (NympsfieldAirfield)In early May our manager, Chalky White, leftto take up a new job in Yor!

-===~=~-GlidervvorkC of A OVERHAULSand REPAIRSBy L. GLOVER=;;:j,d3senior inspectorHusbands Bosworth Airfield. Near RugbyTel. Market Harborough 880375Lutterworth 57544AIRFIELDMARKING STRIPFOR PERMANENT OR TEMPORARYMARKING OF GRASS AIRFIELDS(OR TARMACADAM)Quickly and easily positioned for:Marking airstrips and safe landing areasMarking out the signals squareMarking competition line-upsMarking out temporary car parks* Airfield identification. etc.Available in white. or colours 8S requiredPILC PRODUCTIONS ($&G), WeaverhamNorthwich, Cheshire, CW8 3PRTel (0606) 852701CUMBRIASOARING CENTREOperated by P B Aviation ServicesOperating at weekends and by priorarrangements.C of A's and sailplane repairs.Situated at Northem end ofPennines.One winch launch from a 23 mileridge.Phone 076-886287Make Insurance problemsjust plane sailing e e eCONSULT THE AVIATION INSURANCE SPECIALISTSFOR AN IMMEDIATE QUOTATION CONTACT:GLIDERS, SAILPLANES,MICROLITES, BALLOONSAND POWERED AIRCRAFTFACILITIES AT LLOYD'SJOHN SIVELL OR STEWART PEARCE,Holmes/HulbertMarine & Aviation Limited14 Devonshire Row, London EC2M 4RHTelephone (01) 247-7311Telex 8955708NOTICE TO INTERESTEDASW-20/ASW-20L PURCHASERSTUG SERVICING"The licence contract between Alexander SchleicherSegelflugzeugbau, 6416 Poppenhausen/West Germany,and company S.A. Centrair, PDG Marc Ranjon, AerodromeLe Blanc, 36300 Le Blanc(France, permitting themanufacture and distribution of the glider type ASW-20Fhas expired. A new contract is not being negotiated. Thecompany S.A. Centrair is thus no longer entitled to buildgliders of the type ASW-20F or to distribute them."Poppenhausen, June 3, 1982Alexander SchleicherSegelflugzeugbau100 hr INSPECTIONSANNUAL CHECKSC of A RENEWALSBOWKER AIR SERVICES LTORush Green, Hitchin, HertsTel. 043855051186SAILPLANE & GLIDING

Poole, but there could have been mo're thermalsat the Ringmer meet. .We wish Mike Kemp, being sponsored ibythe Team Training Scheme, every success inthe Western Regionals.J.H.LONDON (Dunstable)Recent solo flights include Gordon Parker (forthe fourth time) and Antoine Songy. Crosscountryactivity has been intense with thetOOkm standard triangle proving very popular.Some prefer mulliple laps, for instance WarrenKay (Libelle) did three laps in 3hrs 45min andJ, Rooke (ASW-15) went round twice.On May 29 Mike Thick and Lloyd Forsey setoff on a 330km triangle but due to a "slightcompass error" Mike arrived at Halsteadinstead of Dunstable from Husbands Bosworth,covering 390km in his ASW·20LOn June 5 a storm unfortunately blew overfour giders damaging them severely. TheKranich was also slightly damaged by a fallingPrefect.FR.MIDLAND (Long Mynd)Addy Brierley shot round his Diamond 300kmw~h hours to spare and Chris Ellis did a creditableGold distance in his Diy 460. RobertRayner, Andy Turner, John Rayner, Roger Hilland Barbara Reed have Silver distances.We had another successful "Bronze week"w~h a bunch of pilots having their first fieldlanding in the valley. Congratulations to JohnGreen, Paul Fowler, Brian Brock and Phil GlynDavies on their first solos.The Rockpolishers League started again atthe Mynd and we had one difficult but enjoyabletask day.A group of members enjoyed the HusbandsBosworth hospitality on their task week andour own weekend task series continues.We had two successful open days in May,aided by a small group of dedicated membersand a strong west wind.MANEWCASTLE & TEESSIDE (Carlton)The Easter-course run by Brian Richmond andPeter Irving was an excellent start to the season.With fresh nor:lh and north-westerly windspersisting for the fi.rst half of lhe week therewere three Silver legs, two Bronze legs, a Bbadge, two first solos and over 120hrs ofsoaring.CongratUlations to Julia Cutty al1d NlgelJuRa Cutty.August/September 1982Nigel Petrs.Pelts on going solo at 16, to Bill Stephens oncompleting his Silver C with duration andheight legs and to Bob Cassidy on his fivehours. Bill Stephens also won the course trophygiven for a competition well administeredby Ken Cutty. The course ended with an excellentsocial evening with food prepared by SallyStorr.We have final planning approval for a newtoilet block and work should start soon.W.R.i.NORFOLK (Tibenham Airfield)Our chairman, John Wood, and treasurer,Dorothy Souper, are retiring after many years'devoted work. John's chairmanship has seentremendous development of our club and wedoubt if we would be as successful without hisleadership. It is largely due to Doe Souper'scareful management of our funds that we aresolvent. The new treasurer is Ivan Esgate whoalready does our aerotow accounts. John Tarranttakes over as chairman in July.We have at least three new syndicate aircraft- the Espins have a Pirat, the Lee familya LS-4 and Ernie Cunningham went behindthe Iron Curtain to fetch a replacement for theIS-28B. Unfortunately he had to leave itbehind while the paperwork is sorted.As usual at Easter half the club went toPartmoak where several gained Gold andDiamond heights in some good wave, butunfortunately our fund-raiser at RobinCoombe's ,fish farm hit poor weather and itwasn't as well supported as usual by thepublic.Derek Bloom went solo in just 12 weeks.We think this is a record.We had three contest days at the springtask week when Robin Coombe and JohnAyers completed the 200km task, CharlesOwles and Adrian Prime took the blue K-13 toWisbech and Ray Wood house, CFt, went toCrowland to collect Snoopy.We are again running a "Come and try it"event with the encouragement of the SportsCouncil, a full programme of courses and anautumn task week.M.J.R.L.NORTH DEVON (Eggesford)We have completed 1000 launches at the sitesince June 20, 1981. Tne 1OOOth was during aWhitsun course for five members and made byRichard Burgess and Barry Pearson, CFI, whowere suitably welcomed on completion of theflight by AIIan George, assistant treasurer.Jeff Taberham is now an assistant instructorand we welcome back John Becl

John Ellis - John in fact clocked up 580kmand now holds the club distance record.The holiday courses have been particularlysuccessful and the new one-day oourses arebecoming quite popular at weekends, I;telpinglto keep the two-seaters bUSy and encouragenew recruits.This year's Northem Regionals' director isChris Riddell who, judging by the number ofentries,. is in for a busy time but he does havea well seasoned team helping him. Membersof the British Training Squad will be joining inhors de concours under John Williamson'swing.H.H.BICESTER CRAFGSA Centre)The new Nimbus. 3 and lhe lS-4 have beenpopular during lhe good spring weather.Jonathan Taylor and John Brownlow gainedtheir Diamond distances iA the Nimbus andTerry Joinl did 500km. Tolal cross-countrykilometres exceeded 17 000 in April and Maywilh nine flights of over 300km. There weremany first solos and Bronze and Silver legswith Dickie Dawes and Andy Hill completingtheir Silver Cs.Three pilols made Q'uick progress aftergoing solo - Steve Feltwell soon gained aBronze I'eg, AI Knowles his duration after threeweeks while Joe Daniel claimed a Silverheight and duratioll within five weeks.The usua.1 Joint Services AdvenlurousT'raining courses were al Sicester plus severaltwo-day courses for senior RAF officers.Finally, our Ihanks to Ihe Caunl family forIheir support, Dave as a full Cat instruclor andSally as the bus catering queen, helped by thethree girls (two solo pilots). We wish them wellin Iheir new venture at Booker.C.L.B.ICLEVELANDS (RAF Dlshforth)Despite a prolonged absence from thesepages the Service element is still alive andwell at Dishforth.After an indifferent winter wave season wehave had good soaring in recent weeks, notablyMay 9 which saw our first 500km fromDishforth by Leigh Hood with an a/A toDunstable in his new LS-4, Phil Shambrooktook the Astir to Saltby for his 300km andAndy Smart gol his duration in the K-S.Congratulations to Jackie Shambrook ourresident soup dragon who recenlly Wenl soloin the Blanik and has converted to the K-8 andto Gooff Owen who went solo in the Blanikafter three weekends.We welcome B.en Benoist who is posted toLeeming and Paul Whitehead who after histour on Vulcans is learning to fly all ,over againwith CFS.T.C.e,RANWELL CRAFGSA)The season since Easter has been excellentwith Jim Stewart, John Shackell and Gr OptJoyce going solo, There have been manyBronze legs and completions, several SilverI legs and val Aamsay has her Silver C.John flogers completed a noleworthy300km triangle in Ihe K-G followed most 0f theway by Keno Dodd in the Astir.We are making good use of our newASW-t7 and pilots who have converted aredelighted. We welcome Daye Cockbumwhose experience will be most useful.GAB.FENLANDS (RAF Marham.We have had a number of changes. OUTc CFI,Bern Benoist, has been posted and we thankhim for all his efforts over the years. RalphDixon has lakenover. John Sullivan has alsobeen posted and AI Raffan has joined us.For a month we had to move 10 Walten aswe couldn't fly here owing' ,to militaryoperations.Rab Gillespie, Smurf and Andy Hill havetheir Silver Cs and Terry Mitchell is now a fullCal.JAI FOUR COUNnES (flAF Syerston)Congratulations to Jackie Barley and ShaunVincent on going solo (Jac'kie now has aBronze leg and Silver height), to Woodstock,on tlis Bronze C, Silver height and distanceand to Keith Fuller and Fozzie on gaining IheirSilver heights.The Aboyne expedition was very successfulwith AI Eddy, Barry Elliot and Colin DaveyAVON SOARING GENTREBidford-on-Avon, Nr. Alcester, Warks.Tel. Bidford-on-Avon (0789) 772606190 SAILPLANE & GLIDING

achieving Diamond heights and Cosmo andBernard Kromeke, Gold heights,A new member, Chris Heirl1es, completed aDiamond ,goal 10 give him all three Diamoflds.Tin Bralesford lhas converted tu the club IASW·20, The new club ladder is going welland our congratulations to Danny Thorogoodand Bob Spiller on becoming instructors.J.T.FULMAR (,RAF Kinloss)Thanks to the efforts 01 Nick Murophy and RichAmall the bus winch is now on line, Congratulationsto Ken Bannister on gaining twoBronze legs,Two of the fleet have been resprayed so ;now all our SChlelcher 'aircraft have the samecolour scheme.Keith Buckner and Nobby Clarl< are the lat·est additions to the club with a welcome returnby John Ganet.P.G.HUMBER (RAFScempton)We have settled nicely into our new surroundingswith ten new members from SCamplonalone, We have three serviceable winches,thanks to the efforts 'ot Dick Gibbs, TonySmlh, Dave Wilson and their helpers.On May 29 Sue Gildea, the youngest memberof the clan, went solo three days after her16th birthday and gained a Bronze leg andSilver height four days later.The weekend of May 8-9 brought our first300km triangle fmm Scampton when DickGibbs flew round York Minster and Leicesterin 51/2hrs. Tony Sm ith did the same task in justunder 6hrs the next day. Also on SaturdayMick Marriott went to Saltby for Silver distanoeand took a launch there to fly back, Trina Jenningsalso gained her Silver distance, BruceDavidson his Silver height and :Birgitt Pleiner aBronze leg on her first solo soaring flight. Theweather was so good that 7100ft was recordedin clear air at 5 o'clock that evening byDick Gibbs.The K·13's wings are being recovered. Wecould certainly utilise another high performancesingle-seater and our statistics supportour need.Any visitor, by land or air, will be most welcome.K.M.G.TWO RIVERS (RAF taarbruch)The K-8c is resplendent in her new coat ofpaint after a major and it is now the turn of theK-8e.Mick Lee and Simon Hutchinson took theAstir for a competition at Asperden and camefourth.We have had SQme super soaring days..Mike Taylor, Vince Mallon and Simon Hutchinsonhave gained thefr Gold distante andDiamond goals with CFI, Mick Mahon,claiming his at 8ebring, Florida.Dennis Standley, Richard Jones, Sue Oalland Dave Mintey have Silver legs, Sue andDave completing their Silver Cs, and JerryCawley his Silver height.The "pot" has spent a lot of time in the airbelween here and Bruggen. We are eagerlyawa~ing the new winch and we recently had apleasant barbecue.D.R.M.IWREKIN (RAF Cosford)So far the soaring season has gone well withplenty of Bronze and Silver legs. Well done toTim Wood who resoloed and is now a tug pilot.AI Marshall and AI Robinson have their SilverCs, the latter gaining his duration after119yrs and 600hrs.We say goodbye to our chairman, JohnCrouch, who is going to RAF Newton and welcomeJohn Codk, an assistant Cat, who takesover the post. Good luck to Mick Oavis, PhilMQrgan, John Lambert and Harry C.happle inthe Inter-Services Regionals.S.J.WYVERN (RAf Upavon)Despite vefy gooo weather since April themembership, tempor,arily depleted by theSouth Atlantic operation; has nol been particularlyactive except for the usual hard corepilots. Roy Gaunt, deputy eFl, set a fineexample by completing 398km in the club Cirrus."Dusty" Miller, Pete Brennan and "DC"Declancy wenl solo with Tony Radnor resoloingafter a long absence.Keith Robinson and John Hawkins are now-assistant Cats and Edwina Bonser took Ihreeweekends 10 progress· from both Bronze legsto solo aerotow (we usually Winch) and then toher first field landing.Our instructors went on the course at MiddleWallop run by John Williamson to train instructorstCl teach cross-,country flying. From 85launches we flew more than 5-100km. Ourspecial thanks to Phillipa and Barry Perks fortheir outstanding ground administration.J.R.H.__BOOKER GLI,DING CLUB__I~~~;..'ft •;r,WHATEVER YOUR THING YOU CAN LEARN TO DO ITBETTER AT BOOKERMANAGER: BRIAN SPRECKLEY CFI: CHRIS ROLLlNGSBooker Gliding Club, W.A.P., Marlow, Bucks. Tel: (0494) 442501 or 29263August/September 1982 191

OverseasNewsPlease send news and exchange copiesof journals to the Overseas Editor: A. E.Slater, 7 Highworth Avenue, Cambridge,CB4 280, England.The German Nationals at Bayreuth fromMay 22-June 6 had 12 contest days. BrunoGantenbrink (Nimbus 3) won the Open Classwith 9686pts, Klaus Holighaus (Nimbus 3)was second, 9362pts, and Sigi Baumgartl(ASW-22) third with 9034pls. The 1Sm ClassChampion was Ernst-Gernot Peter (ASW-20)9140pts. Reinhard Schramme (Ventus) wassecond with 896Spts and Manlred Dick (Ventus)third with 8928pts.The Standard Class with 11 contest days waswon by Heinz Schreiber, 83S3pts. followed bythe brothers Jochen and Holger Backwith 8273and 8268pts respectively. All three lfew LS-4s.Australian Nationals. Werner Geisler,president of the New South Wales GlidingAssociation, was oompetition director of thelatest Australian Nationals, held at Narrominefrom December 30 last to January 8, after aweek's ,practice periodl during which new rulesfor the start gate were tried out in the hope ofensuring greater safety and easier recognition:not more than three at a time were toCANOPIESDirect from makerMoulds for: K-2. K-6CR, K-6E, K-7, K-8, K-13 andK-18. Skylark 2, Skylark 3 and Skylark 4. Dart,Swallow, OLY-2 and 463. Cirrus, Fauvette, StdAustria, Pilatus, Bijave and PiratPRICES: All above (except for K-13)£130 plus £55 fitting if neededcross, at t OOOm and 8Okt. However the ideahad to be given up because so many pilotscrossed too fast so as to convert speed toIteight. There were three Classes: 14 entriesin the Open, 36 in the Standard and 30 ,in the15 Metre. Tasks were all triangles or quadrilaterals:none were less than 300km and thelongest were on Day 5 with 772km tor theOpen, 597 for the ISm and 5\,4 for the Standard.Only two days were unllyable: onethrough poor weather and one because of agrot,Jnd temperature of 40"C (104°F). Ttlerewere very few out landings (none on the772km day) or accidents.Winners were: Dpen Class, Ingo Renner(Nimbus 3) 8000pts (he won every day); 15Metre Class, Bruce BackhoH (Ventus A)762Spts and Standard Class, John Buchanan(LS-4) 7666pts - Australian Gliding.The Dutch 15m and Standard ClassNationals were at lerlet from May 17-28and resulted in eiglilt contest days in bothClasses. lhe general cloudbase was ratherlow which made lIying the tasks often demanding.All but two ot the tasks were well over200km.For the second ye.ar running the Championshipswere marred by a fatal aocident. Dn thelast day Bertus vid. Salm, who hadl flown inmany previous Nationals, lost his life whilelanding out. The accident is under investigation.Leading results ISm Class: Daan Pare(Ventus B) 7048pts; Baer Selen (Nimbus 2,H1cap 4%) 700Spts and Dick Kuyper (MiniNimbus) 6169pts. Standard Class: leo Viss(ASW-19s) 5273pts followed by Henk deIGlopper (ASW-19) and Eric Busser (DG-l00)with 5213 and 4822pts respectively."Alpine Thousand" Attempts. For anI:JnoHicial competition to be the first Austrianpilot to make a 1000km out-and-return t1ightalong the Alps, four pilots took-off on May 13:'Karl' Brauer and Helmut Frind from Turnau fora TP 'at Tschmut in Switzerland, al1ld DthmarFahrafeller and Andreas Hammerle tromMariazelllor a TP at Sedrun, also in Switzerland.Total distances would have been1010km.All but Flind rounded their TPs but on thereturn they were overtaken by darkness anddid not make it, though meteorological conditionswere still good. f"ahrafeller landed at2030, Brauef at about 2100 (all St,Jmmer Time:they had started at about ;0900). F,rind turnedat A'rlberg and got back to nis starting point atTurnau. setting up an unoHicial reoord of780km with an unannounced TP. - Flugsporrzeitung.Akaflieg Winter Meeting. Despite therecession, there is much optimism abroadin the German Akallieg groups, Stutlga'rlhave just brougnl out a new design andHanover, Karlsruhe pnd MuniGh are all aboutto. The Stuttgart Fs-31 aroused much interestat the Akallieg winter symposium in,Esslingen. It is of hybrid construction, ievarious libre materials are combined sothat the advantages 01 each can beexploited. The complete two-seater tuselageof the IFs-31. made of carbon and Kevlarfibres, weighs only 141 kg, of which 14kgSAILPLANE & ENG.SERVICES LTD.C's of AREPAIRS TO GLASS~F.IBRE,STEEL TUBE & WOODEN AICLOTS OF K-13 & SWALLOW SPARESWRITE OR PHONE:KEN BLAKE BUXTON 4365SAll..PlANE & ENG. SERVICES LTD.HOLMFIELD RD., BUXTON, DERBYS.K-13 - £196 plus £55 fitting if neededAll in 3 mm PerspexBOB REECERematic, School House, NortonNr WorcesterTel: Worcester (0905) 821334*RADIOS*Umtted quantity 'Pye' sets, NATS certified, refurbished, guaranteed12 months, All 12 volt, filled 130.1 and 130.4 MHz - extra channelsavailable as required.END OF SEASON CLEARANCEReduced to:WESTMINSTER (Dash) One only £150CAMBRIDGE (Dash) AM10D £75CAMBRIDGE (Boot) One only £95BANTAM complete Nicad Balls, Case, Aerial. Mic etc. £150MARCONI 665 'Kenilworth' One only £180Carriage extra by arrangementAll prices inclusive VATPETER BOWER13 Kelvinslde Gardens East, Glasgow G20 6BE041·946-0441 (alter 6 pm)192SAILPLANE & GLIDING

elonQs to the retractable undercarriage.The Fs-31 fuselage first {lew on December30, 1981 with the original Twin Astir prototypewings and a Glasflugel 604 tail. Thewhole aircraft weighed just 343kg. Themaiden f1igh1 was highly successful.Professor Eppler explained to the symposiumhow it was now possible to computethe profi,re co-ordinates for a wing,given any desired polar curve. The problemnow was to decide what an 'ideal polarcurve actually looked like. 'Now tnat wingprofile optimisation is so refined, the Aka­!legs are turning their attention to indl.Ceddrag and interference drag. Taping haseliminated most induced drag at the rootend, so that attention is focused on thetips. Brunswick are undertaking a detailedevaluation of wingrets during 1982 andthere is talk of trying out two "ears" at eachtip, one slanted up the other down.There is still uncertainty as to whether aright-angled wing/fuselage junctioncauses more or less interference drag thana rounded one. StulIQart have developed anumber of altematlve fairings for the Fs-31.to investigate this problem.Hanover are investigating the possibilityof embedding solar cells in the gel-coat ofthe upper wing or tail surface. The problemis that the heat absorbed under direct sunlightraises the temperature of the glassfibreto over 7Qoe - too hot for the resinscurrently in use. The Hanover students arenow building a tailplane for their DG-200with an area of 0.2m 2 of solar cells incorporated.Specially resistant resins are beingused which increase the weight of the tailby 2kg.EastAngIiaWhy not conyert your M.G.P.P.l. t~~~~1into a P.P.l. Horizon has a great deal ofuperi.nce in this field, we understandthe requirements needed to incorporateyour sliding skills & techniques intopowered flight. Talk to usJbout addiug a furtherdimension to your flying bycontacting or lelephoning:lIorizonFlying ClubSelfFly-Hire... _........ _ .....Ipswich, Airporl,Naclon Road. Ipswich, sur.~r~~~~ ~g~ : : : : : :Telepholle:(04731'71"840.~~~~~~;; :t.~Flying Instruction for PPL,IMC,Night Rating, Aerobatics.AOPA Radio-Navigation Cert.,Residential Courses.Flight planning & comfortableClub House facilities available.S.G.8.Swedish Sailplane BUilding. Sailplanebuilding in Sweden, hitherto rather neglected.is looking up according to A. Sandberg ofSundervall. But now the Experimental AircraftAssociation Is running a sailplane buildinggroup, the number of projects has increasedfrom four in late 1980 to 1'1 this spring ofwhichthree should be airbome this summer. TenMonnett "powered glider" kits have beenobtained from the USA.Darmstadt queries speed-to-flytheory. During trials in 1981, the Darmstadtstudents repeatedly took simultaneousmeasurements of recommended speed-tofly,actual airspeed, glider's longitudinalattitude and elevator deflection angle.Their astonishing finding was that theycould find no pilot who was able to sticksufficiently closely to the recommendedspeed-te-f1y to justify the classic speed-toflytheory. There appeared to be very littledifference 'between the behaviour of topcompetition pilots and relatively 'inexperiencedstudents. All allowed the speed tooscillate markedly - even averaging thespeed out often brought it little croser tothe desired value. The Darmstadl studentstherefore conclude that precise "speed-tofly"flying is impracticable, but they havean alternative suggestion: "attitude-to-f1y,"'It is much easier to make adjustments tothe glider's attitude relative to the horizonthan to chase a particular speed on the ASI.By keeping a horizontal bar on a plexiglassdisplay covedng the horizon, the pilot canachieve an optimum fligh1 path tar moreeasily. Darmstadtare publishiog full detailsof their proposed "attitude-ta-fly" indicatorin due course.(All these items were translated fromAerokurier.)Gliding In Bolivia. What must be thehighest gliding operation in the world is5nm west of La Paz international airport(and only 10° off the extended centre-line)at an altitude of over 13 300fl. For a timethe club actually autotowed off the airport'smain runway in between air! iner arrivalsand departures. Landing speeds at :LaPaz are some 25% higher than at sea level.The club has a K-7. a Blanik and twooxygen-equipped Pilatus B-4s. Launchingis by a twin-drum Tost winch. The site isonly 30km from the Andes and so hasexcellent mountain soaring potential. LaRADIO TELEPHONESSALES & SERVICEUK Service Departmentfor WALTER DITIEL GmbHR.E.F. ElectronicsChurch Road, Penn, High WycombeBucks HP10 8LNTel: National 049481-4483Intemational 4449481 4483Home Office and CivU Aviation AuthornyApprovedPaz itself lies on a high plateau sandwichedbetween the east and west Cardillera of theAndes. There have only been two flights inexcess of 300km from there but the typicalAugust to November weather (8000ftcloudbase, 2-3/8 cu) makes 750km lookpossible. The major limiting factor is theproblem of outlanding and retrieving.There is only one tarmac road and very fewdirt tracks in the whole vast expanse of theAltiplano. Aerokurier.Gliding Accidents. A French PhD studenthas produced a doctoral thesis on thepsychological aspects of gliding accidents.Viviane Inysant-Hannequin undertook acomputer analysis of detailed questionnairesfilled in by 750 glider pilots, andconducted some 30 in-depth interviewswith pilots who had had accidents. Sheused the data to interpret the mainpsychologicaJ factors involved in glideraccidents. Her work is intended to helpdetermine future accident preventionpolicies. A limited number of facsimilecopies are available (in French) from ProfessorM. A. Souet, V.H.B. Aennes 11, 35 043 RennesCedex.Advertisements, with remittance, should besent to Chelron Press Ltd, 7 Amersham "Ill,High Wycombe, Bucks. Tel 0494 442423. Rate30p a word. Minimum £6.00. Box numbers £2.40extra. Replies to box numbers should be sentto the same address, the closing date forclassified advertisements tor theOCtober/November Issue Is September 6, •.m.FOR SALE84. Rare opportunity 10 acquire 1/3 share in Ihis rnmaculaleai-craft. Low hours. rully instr

ASW 15. 115 share. Lasham based. includes Brauchle lTa~er.360 channel radio. new chute. oxygen. lull panel. Under utlisedsyndicate. £UOO. Baudrier (olfice) 01-5~2828. (home)07917 63995.SlINGSBY TUTOR, superb condition. basic inslTumenls, anyinspeclion, offers. Tel 021-777-1137 Cox. or 021-777-2306Harvey.JAN'I'AR I fOr sale, fully equipped, metal trailer. C of A toFebruary 1983, Price £825Oono. P. Garneft 01-242·0422 orDorkn9 884956 or at Lasham.DART 15. Radio. oxygen. horizon. Cook vario. PZL vario.Fit1ed net1o. Parachute. All very good condition. Low linewooden lraler. excellent order. £3500. Pye Cambridgemobile, 130.1 and 130.4. Complete £85. Exmouth 5274.SCHLEICHER K-2B. Tandem 2 seater. Full instrlments.Good soaring /T1

COTSWOLD LIGHTWEIGHT15M TRMLER- lightest on the Market- All Aluminium Body/or minimum maintenance-!>roven Br~ish DesignMR WALUS, I).R.E. Ud, Brlslol(0272) 7153137/697815TWIN ASTlRwith instruments and metallrailer. C ofA til March13. £7500 inc VAT. Forfulldeta~sphone HighWycombe 29261.IRIS ex faclory demonstrator. Less than 50hrs, superb finishwith complete instruments. New Col A on sale. Strong metal.aier available. Your chance to secure this 13:5m glass saiplaneet a very substantial discount. Phone 021-449'1121 fordelails.TRAILERSJoe & Terry LineeCompetitive Prices send lor Quotations.Higher aockhampton. Dorchester, Dorsel.Phone: Dorchester 62307YEGA. Based at Booker. Full panel, including speed directorand radio. elC. Excellent purpose built trailer. with ~II fillingsand am. Parachute. Bargain price ot 1/2 share at £4200 or114 share at £2350. To include gel batteries and charge,.Phooe Dave Chalmers (0734) 882188.ILANIK. Sightly damaged. WithQut instruments or Irailer,£15OOono. Tot Dursley 860342 to view et Nympsfield, Glos.STD CIRRUS. '£5900. K-13 aluminium trailer £1250. OpenIraier £375, retrieve wit1ch £275. 115M GRP I,,"e' £650. Fullpanel £400.llase radio£! 40. K·2 with Irailer. 17"1 Zug Vogel.aier £5000. Tei 0283 63054.Pit< 200-71 including Ball Vario, Nello, Audio, TM6, NH,US, lreie,. Two man rig. £11 500 or offers. 0533 8866.16.IUNIK. Full year'l C 01 A. Melal Ireile" tull instruments.parachutes, radiO, etc. £4750. Ring Chester 317117 or Helsby2251/2 office 'hou's.8LANK. Very good' oondition, tow lime 32Ohrs. Very wellilstnlTlented. Open !raler available. -£475Oono. Tel R. Slade,Bristol 616394.PtLATUS B4. 1/3 share. Based Cotswold Gliding Club, AsianDown. Excellent condition, syndicate ·owned since new. Fullpenel, AaOlO. Barograph, EB73, metal traier. £1750. BHIAlden, WHoombe 2379 (elll;lnings).BR¥AN RS-15 CONSTRUCTION Kif - New complete wilhbasi: instruments. Cost £51'00 Itom USA. Must sell' henceollersaroun

ADVERTISERS' INDEXAero Marl

-T-- - -lONOON GLIDING, CWBDunstable Downs, BedfordshireTelephone: ()S82 63419Situated at the foot of the' Chilternhills, and within easy reach ofLondon and the Midlands by road(just off the M1), The Cl ub has acomprehensive fleel of dual and,I solo aircraft, reliable launchingequipment including tug' aircraft,This famous site· has plentifulthermals in summer an hill soaringwith favourable winds throughoutthe year. -Resident inslrucl,ors,catering every day (weekends onlyin winter), licensed bar, accommodationand other facilities. Visilorswelcome.Write for Course brochures orclub membership details to theManilQer, or ring 0'582 63419The Cornish Gliding and Flying ClubTrevellas Airfield, PerranporthCornwall. Tel. Perranporth 2124Gliding courses from April to October- fleet includes motor glider - B.G.A,fully-rated instructors - fine soaring ­lovely coastal airtield - ideal for a differentfamily holiday - No increase onlast season's prices.The Course SecretaryTremearne, Breage, HelstonCornwallTel: Helston 62294I'DUNKESWELLLearn tQ glide iA the heart of Devonab-initio CQursesApril - OctoberWeekend "mini" courses• • •Modern glidersExcellent instructionFriendly atmosphere• • •Write for brochure to Barbara FaircloughMeadowcroft, Christow, Exeteror Tel 0647 52249LASHAMSuper soaring at Brtitaln's largestgliding centre.Bring your own glider and competewith pundits. or join as a temporarymember for specialised training andlocal soaring. Beginners courses, taskweeks and club flying, expeditionsfrom other clubs welcome.Cross country facilities i'nclude acomprehensive briefing room withFacsimile machine lor the latest.weather charts. Lecture programmefor bad weather days.No airspace problems, ,excellentairtow and car launchiflgfacililies.Comprehensive cllJbhouse facilitiesand accommodation.Lasham Gliding SocietyNr. Alton, HantsTel: Herriard (025 683) 322 or 27011 or S-day gliding holidaysRidge Sit. with winch and aerotowlaunches.From £115-£180.(All inclusive 0/ professional instruction,accommodation, meals and VAT.)VIsiting gliders welcomeKenl GLIDinG CWBPlease ring Challock,(023 374) 274 or 307'Or write to, The Secretary, Kent Gliding Club,Challock, Nr. Ashford. Kent.MIDLAND GLIDING CLUBTHE LONGMYNDSend for details to.'Tony SplcerMidland Gliding ClubChurch $trettonShropshire SV6 6TA.Ter' Un/ey 1058861) 20(1All-inclusive5-day holiday coursesTwo ASK 21.'s in club fleet.Unbeatable launching system withJaguar powered main winch, andretrieve winch for rapid turn round.Visitors always welcome, priorarrangement advised. Book a clubparty for the autumn wave.SOAR YORKSHIRESUlTONFor your COURSE!For your EXPEDITION!For your HOLIDAY!BANKWe offer top class accommodation, Instruction facilities and opportunities,RIDGE SOARING THERMA.l SOARING WAVE SOARING1!2 miles in suitable Club record is 582 km. Olubabsolute record isoonditions from aerotow, 524 km. 30,200 H. Club recordfrom the winchgaiin is 29,500 ft. Bothhom, the winchOur rates are amongst the best - £6 for aerotows to 2000 ft, Visit usand stay in our fully licensed residential clubhouse. Full catering availablein season. Self catering at other t,imes.COURSES - April to October Visi,tors always welcomeYORKSHIRE GLIDING CLUB, SUTTON BANK; THIRSKTel: 0845 (Thirsk) 597237

~cs..cs.. ~~cs.. C)~" \)~, ~~, ~~, ~~~ ~~ C)'d\~'~"1.1· ~I'\ce\l\-l,\",,~ '~~\j~'lON REITLEC· R, MIR~OR .~,...---I . -;~l~ '.' ,..1 '-I I ~ Ic,~t8et 18 c iMsee t I - 'IU' n ....i·............ -' .' ! 7.....-r1 7/ I 'Irtf :t:i~;1 JO ~~ ;'111 A;",PiJ. I 11 \:)J~ : I ~~., 1-.I~,~!O. t\'\"~)\ ~t, c