Volume 15 No 1 Feb 1964.pdf - Lakes Gliding Club

confidence-it's in the can*Who put it there? Sl1ell! You can'thave cc.:ifidence in the air withoutconfidence in your oil. Hence theShell 'can for confidence plan.' Nowifyou want guaranteed clean oil-aswell a.s easier starting, faster warmup,redUCed engine wear and operat=ing costs-you can get it straightfrom the can, signed, sealed and deliveredby Shell. AeroS,hell "W' Oilsare non-ash dispersant oils. Twovj""""ity grades in cans (WOO andW1OO). They are approved for use inall leading light aircraft engines.Dealers please note: Reduced handling;greater convenience; longerlife on spec.-it's in the can.•Available in tins andsealed for safe;y.GO WELL­GO SHELL

SAILPLANE AND GLIDINGOFFICIAL ORGAN OF TH.E BRITISH GLIDING ASSOCIATIONPublisbedby the British GlidiD& Association, 75 Victoria Street, London, S.W.i.SULLlVAN 7548/9Editor: AI.AN E. SLATER. M.A., F.R.MET. S.Assjstant Editor and Production Manager: RIKA HARwOODClub News Editor: YVONNE BONHAM,. 14 Little Brownings, London, S.E.23Advertisement Manager: PEGGY MIEVILLE. Cheiron Press, 3 Cork St., London, W.lREGent 5301Committee: P; WILLS (Chairman). G. HARWOOO. W. KAHN, M. BIRD. F. STORRSVOL. XV. No. 1.FEBRUARY 1964DI-MONTHLYnn.EAir Traffic Control and GlidersCollision Risk and GlidersSummaries of Papers ..Paul Bilde Beats World RecordWha' They S.:d .. . . . . . .First New Zealand Gliding ChampionshipsThe Edwatds Patent Polar TrapA.T.C. Instructor gets B.E.M. . . . .HUtter 30 Gf"K - A Fibreglass SailplaneReport on the Exide 3·MFB7B.G.A. Inspeclors' Course •. . . .. .. ..Extracts from Preliminary Design Study for a PressurisedSailplane ..Ws AU Y'oun .. . .Notes on Acrobatics ..Down with the TreadmillPolar PolicySisu lA .. ..Ireland to Scotland ..Encounters with Eagle.The Sixth Aeronautical Art E~hibiticin and' COlilj,etit1b~Judge.' Report ..London )IIletcorology .. . .~~i.~~~fbtro~:~~Jta~I':,';1~.fla.. SaiIpl.ncKronfeld Club ..Upward Bound ..Pilots' Ratjng List. 1%4Gliding CertificatesB.G.A. Ban .. .."Science and Versatility"Thermal·finqing DeviceWhat is "CISAVIA"? . . . . . . . _New Zealand Wave Cause. Aeroplane CrashObituary: T. Proll. J. Brock, Dr. G. A. M. HerdonBook ReviewCorrespondencc ..Gliding Sites in tile Ulli.ted KingdomClub News ..Service NewsOverseas' NewsAUTHORH. c.' N. G';odl,a~iA. E.A. E.SlarerSlalerA. E. SlaterR. Ma,cin/yreA. Edwards ..A . .E. SlaterE. Hiinle ..R. BreJr·Knowles~~n;'~eIJ~il~!anes..D. S. Brid.onAnn Welch ..P. t4. Wills ..S. A. AldollM. H;'~'land"Yvonne BonliamR. Nockolds, D. S'h'ephe;dYvonne BonhamG'. ChatterlonE. J. FurlongY·~·onn;. Bo"h~m,J. KueltllerA Sheffield ..W. A. H. Kahn, r.' A. WillsW. A. H. Kahn . . . . . .G. Lee, G .. Wheeler. M. BaJ/arel.D. HavMlard, C. Vernon, C.Simpson. R. PearsCaver PIIO/og,aph: The prototyPe SJingsby Dart on a te.t flight. Photo by J. Reussner.PAGE33·S91116222425272729363638414243444747515354S5565962636565656668697010, 73748090!?4PRINTED BY S. R VERSTAGE a sONS LTO.. WINCHESTER ROA.D.BA.SINGSTOKE, FOR THE BRITISH GLJDING ASSOCIATION1

Introducing tile "1.51".15 metre Competition SailplaneSlingsby Sailplane:s are proud to amrn:Ol!Jllce the introduclionof the T.51. This.sllilplanerepresents the most up-tO'date standard of aerodynamics andengineering in the world of gliding.rhe light handling makes the aircraft a joy to fly; and the performant;;e isof a standard normally assoc:iate-d with an 18 metre sailplane. A fulty illustratedhrochure will shortly be available for distribution, and this will beforwarded to all those on the pro,dsional order list; and all subsequentenCluir.ies,.The basic aircraft is. supplied with a wheel fairing and a band wheel brake.An internal expanding drum brake is available at extra cost.Write for a film quotation to:-SLINGSBYKIRBYMOORSIDETelephone: KbobYlIlIoorside 312SAILPLANES LYD.YORK ENGLAND2Cables:. Saifplanes.

I**SINCE the two articles published byPhilip Wills and Nicholas Goodhart inthe February, 1963, issue of SAILPLANEAND GUDlNG, on the campaign to introducelogic into Air Traffic Control, agreat deal more work has been done todevelop this approach. And in case anyonemay think that bureaucrats are deafto logic. it is only fair to say that thereverse is the case and our Ministry hasin fact taken great interest in (and evenaction on) the logical cases presented.This i1> of such primary and over-ridingimportance that we must shout fromthe roof-tops that our own Ministry ofAviation lead the world in this field. andthat we, the mouse-like B.G.A, startedthe ball rolling. May it prove to be anever-growing snowball. Britain has ledthe world to freedom in other fieldsbefore.After which ecstatic admixture ofmetaphors, let us get down to a moresober presentation of the facts.Collision Riskand Glidersby Captain H. C. N. GOODHARTChairman, Airways Committee,British Gliding AssociationEVER since World War II there hasbeen a tendency throughout the worldto apply ever more stringent air trafficcontrol. This process has been carriedout in the name of air safety, but unfortunatelyno one ever seems to havetaken time out to establish any logicalbasis for control. There has simply beena feeling that risk of collision is a badthing and therefore every reasonable*3Air TrafficControl andGlidersstep should be taken to eliminate therisk.As far as it goes, this elementary feelingis right, but the two follow-up questionswhich must be answered are:(1) How bad is the collision risk?(Here we want a statistical figure,not an emotional outborst.), and(2) How much control is reasonable?Unless these questions can be answeredat least in some degree, it is notpossible even to start on a logical controlsystem; and if one succeeds in gettingthis far and inventing a particularsystem, the next question that has to beanswered is: how effective is it in reducingcollisions? Only then can a rationalopinion be formed as to whether it isreasonable or not, for it must always beborne in mind that control will restricttraffic, hence an unnecessary and unreasonabledegree of control will restrictthe use of the air unnecessarily and unreasonably.Logical processes such as this havehardly been used at all in introducingcurrent systems of air traffic control. Itcould be that some of the present ad hocair traffic regulations even contribute tocollisions rather than to their elimination.The number of collisions whichhave occurred in oontrolled airspace betweenaircraft under control is a noteworthypercentage of all collisions.For the non-commercial air-user suchas the glider or light aircraft pilot. theoutlook appears black. The octopus ofcontrolled airspace spreads its unreasoningtentacles far and wide over the landand the space left for uncontrolled traffi

a viable future, it is essential that logicbe injected into official thinking andthat at least some effort is made to ensurethat the controls which are appliedare necessary in order to achieve anadequate standard of safety without adisproportionate loss of freedom of allair-users.One of the purposes of this article isto explain the logical method which hasbeen used so that other countries can,if they wish, try a similar approach.That other countries should do so is ofconcern to us, since our own Ministryof Aviation cannot but be somewhatbiased by the opinions expressed atI.C.A.O. meetings.The method we have used is based onthe random nalure of cross~ountryglider flying. The gliders can only gowhere the weather permits them to go;they are not constrained to fixed heightsor fixed routes. Aircraft, on the otherhand, do generally fly at fixed heightsand use fixed navigational facilities.There is therefore no -correlation betweenthe movements of gliders andcommercial aircraft. This being so, it isreasonable to say that the movements ofone are random with respect to theother. _This immediately opens up a relativelysimply statistical approach to the probleQ1of determining collision risk. Thesimple mathematics used have been setout in a ~eries of papers, which havebeen made tbe basis of the general casepresented to the Ministry of Aviation. Asynopsis of these papers follows thisarticle.Having determined the risk of collisionbetween gliders and commercialaircraft, the problem then is to relatethis result to specific proposals for control.The first question that has to beanswered is what is a reasonable risk ofcollision between a commercial aircraftand a glider.Before answering this question, it iswell to examine the present positionwith regard to accident rates of commercialaircrafL The current fatal accidentrate for commercial aircraft is140,000 hours per accident (7 x 10"-6 accidentper bour of airliner flight). Thislevel of safety is the result of attemptingto hold each major cause of accident,e.g. such things as main spar failure dueTHE STANDARD AUSTRIA '5'accepted internationally as one of the leading high·performance sailplanes withoutstanding penetration at high speeds.World record in goal-flight over 456 miles in U.S.A. on Aug. 7, 1963 byBen GreeneSCHEMPP-HJRTH. KG•• 7312KIRCHHEIM-TECK. W. GERMANY4

to fatigue, chance of failUTe of morethan one engine on full-load take-off ormore than two engines in flight, downto a figure of I in 10,000,000 hours ofairliner flight (I x 10-7 accidents per hourof flight).On this basis it seems Dot unreasonableto accept a risk of collision witha glider at I x 10--8 accidents JX:r hourof airliner flight. In considering thisfigure it should be bome in mind thatdue to the low density of gliders it isunlikely that a collision with a gliderwould in fact be fatal to the commercialaircraft. Consideration is being givento this point, but as yet no figure canbe given for the probable proportion ofcollisions which would be fatal, becauseno collisions between glider and commercialaircraft have yet occurred.Present calculations indicate that ifin the U.K. all controlled airspace otherthan the S.E. England are~ was eliminated(leaving only the normal aerodromeprotection "cheeses,''), commercialair traffic would be subject to a risk ofcollision with gliders of 8.5 x 10--9 perhour of airliner flight, i.e. below theI x 10-8 figure. If. on the other hand.we allow for the present distribution ofcontrolled airspace, the risk decreases toI. A statistical analysis of the heightsused by gliders in the U.K.This paper starts by describing theforms of lift used in cross-countries anddeciding that "the vast majority of crosscountrygliding is carried out usingthermal lift and it is only necessary toconsider the characteristics of this typefor the purposes of this analysis." Thermalflights cannot exceed the height ofthe convective layer, which is generallybetween 3,000 and 6,000 ft. in the U.K.but can go to 30,000-40,000 ft. as shownby cumulo-nimbus clouds. "Glider erosscountryflying is therefore strictly confinedby height on any particular dayand heights used by different gliderpilots will all be similar since they willall try to keep in the top half of theeffective layer:'Captain Goodhart has analysed thebarograph records of 54 "randomlyselected" cross-country flights representinga total of 186 hours - 23 flights by51.5 X 10-- 9 . This means that a sevenfoldincrease in glider traffic or commercialtraffic would be needed before the riskrate came ul> to the I x 10--8 figure.In the light of this it is clear that,provide-d logic prevails. the outlook isfar from black. Gliding can and shouldbe allowed sufficient freedom to enableit to maintain the enormous attractionit currently has, and make its valuablecontribution to our total air effort. Thereis, furthermore, another and evenbrighter side to the coin. The majorcontribution to collision risk is providedby low-level commercial aircraft. Withthe advent of more and more jet aircraft,the amount of low level commercial tlyingis rapidly decreasing. If this tendencyoutweighs any increase in Quantity oftraffic, either eommercial or glider. thenthe trend should, as far as gliders areconcerned. be towards reduction of controlledairspace rather than increase.POSTSCRlP"f.-To put these risk ratcs,into perspective, it should be noted that1.5 x 10-- 9 is one accident per 70,000years of continuous airliner flight, and8.5 x 1(}-9 is one accident per 13,400years of continuous airliner flight.SUMMARIES OF PAPERSPeter Scott, 4 by himself, and 27 bymembers of Cambridge UniversityGliding Club - and added up the hoursspent in each 1,000 ft. height bracket.The following table gives a summary ofthe results.Time % ofHeight Bracket h. m. Total0'-1,000' 5: 10 3%1,000'-2,000' 24: 15 13%2,000'-3,000' 54:30 29%3.000'-4,000' 58:00 3t%4;000'-5,000' 30:50 16%5,000'-6,000' 8:30 5%6.000'-7,000' 2:457,000'-8.000' 1:008,000'-9,000' :269,000'-10,000' :29 3%10,000'-11,000' :2211,000'-12,000' :0312,000'-13,000' :04186:24100%

According to this table, Capt. Goodhartpoints out, "It can be seen thatabout three quarters (76 %) of all crosscountrygliding is confined to the 0­4,000 ft. bracket. Only 8% takes placeabove 5,000 ft" with slightly less than3% above 6,000 ft." But he ,gives animportant warning., in case it shou1d besaid that, since gliders seldom exceed5,000 ft., Ilttle harm would be done byprohibiting them from e1>ceeding thatheight. The fact is, a cross-country pilotmust in general use the full height ofthe convective layer, because as itsdepth increases, so dees the spacingbetween thermals, and "the chance ofreaching the next area of lift ismaterially reduced if the previous climbwas not too near the top of the conv,ectivelayer. It is this factor which hasalways made the British GlidingAssociation so emphatic that no moreairspace should be controlled than isreasonably necessary."2. Satistics of Cross~ountry GlidingThis paper analyses the amount ofcross-country soaring done in thiscountry by converting distances intohours on the assumption of an averageground spe.ed of 30 m.p'.h. This figuremay not be quite accurate, and not allcross-eountries may be recorded, butthese two err,ors together are unJjkelyto produce mQre than 15% inaccuracyin the results given. On these assumptionstne following table gives totals forthe past three years:Nat. Champs: 1960MilesnoneHours.heldOther flightsMilesHoursTotal hours1961 196250,033 58,9711,668 1,96638,237 45,333 68,4771,275 1,511 2,2821,275 3,.179 4,248Capt. Goodhart l'0intsout that approximately50% of all cress-countryflying is done in the 10 days of theNational Championships, and that thenon-championship flying is almostentirely confined to the six monthsApril-September. Also that the annualincrease shown by these results cannotbe used for predicting the amount ofcross-country flying in future years, as.it depends on the weather during the6championships and in some degree onthe type of .. summer experienced eachyear.Another table shows the hours ofcross-

y Southern Air Traffic Control Centreon four days in 1960".)The latter analysis shows the heightdistribution of every 100 hours of averagcairlincr Hight to bc as follows:Flight level Hours1.000' 02,000' 0.83.000' 1.14.000' 1.35,000' 7.06,000' 18.07,000' 19.78.000'-12,000' 52.1Combining tbis with the height distributionof gliders (No. 1 above), Capt.Ge-nd"art Rcts thc following figures forcollision risk p« bour in cach heightbracket, based on 100 gliders and 100hours of airliner flight.Height bracket0'-500'5DO'-1,500'1,500'-2,500'2,500'·3,500'3,500'-4.500'4,500'-5.500'5,500'-6,500'6.500'-7,500'7,500'-12.000'100.0Risko205 X ID-6418 x 1()-6385 x 1Q-6832x 10-6520x 1()-6188x 1()-6154x ID-62.703 x 10-6This can now be converted back tothe figure for one average glidcr in thebox of airspace of the defined size perhour of airliner flight in that box: thefigure works out at 2 7x 10-7, comparedto the I x 1()-6 obtained when the verticaldistribution of both gliders and commercialaircraft was assumed uniform.Thus the effect of non-random heightdistribution is to reduce the risk to justover a quartcr of what it would otherwisebe. This is on the assumption thatno avoiding action of any sort is takenand that there is no segregation of thetwo sorts of traffic.Statistics of cross-country gliding (No.2 above) give 4,248 hours as the latestannual total. Dividing this by the numberof hours in a year (8,760) gives0.485 gliders as the average content ofthe defined box. This reduces the collisionrisk from 2.7 x 10-7 to 1.31 x 10- 7per hour of airliner flight in the box.According to the R.A.E. Tech. Noteabove mentioned, on average about17 % of airliners over the V K. are in thebox, so the risk to an airliner flying inV.K. airspace is reduced to 17% of1.3.1 x 10- 7 which is2.23 x lQ-8Capt. Goodhart then explains thatgliders are specially well fitted for collisionavoidance by see-and-be-seen, andsuggcsts that at least 9 out of 10 incipientcollisions in VMC would be avoided.The difference between ADR's(Advisory Routes) and Airways is thendiscussed. In ADR's there is exposureto collision in both IMC and VMC(Instrument and Visual MeteorologicalConditions), but in Airways there is onlyrisk in VMC. No detailed statistics areavailable on the time spent in each typeof route, so Capt. Goodhart assumesthat all Airways are ADR's (i.e. cloudflying by gliders allowed) and alsoassumes that the average cloud basein the V.K. is at 4.500 ft. and thatgliders above 4,500 ft. spend 50% oft"e time in cloud. since descending isdone m(lstly .outside cloud. Assumjngfurther that the risk is reduced to atenth by see-and-be-seen when the glider7is outside cloud, he has compiledfollowing table:-Height (ft.) VMC risk0'-500' 0500'-1,500' 01,500'-2,500' 20.5 x 1()-62.500'-3.500'41.8 x l()-63500'-4.500' 38.5 )(10-64,500'-5500' 41.6 x ID-65.500'-6.500' 26.0 x ID-66:501Y-7.500' 9.4 x 1()-67.500'-12,000' 7.7xI0-6185.5 x 10-6theIMC risko oooo416 x 1()-6260 x ID-694xl()-677 x 1()-6847 x IQ-6The conclusions of this paper are:­"CC'mmercial aircraft flying in V.K.airspace are cur,rentIy.subject t~ a ri.slcof colliSIon Wltf, ghders which hesbetween 1.5 x 10-9 and 8.5 x 10- 9 perhour (If airliner flight."The higher risk figures (8.5 x 10-9)would only be reached if all controlledairsoace W'lS eliminated other than theLctndon TMA and the Airways southand east of it. The lower figure (1.5 xIO~9) would be rellched it' all commercialaircraft were confined to controlled airspace."

Paul Bikle Beats World Recordy flying 556.9 miles from Sun Valley,B Idaho, to Swift Current, Saskatchewan,in his Prue Standard during thePacific North-west Regional Championships,Paul Bikle has beaten theWorld Distance Record of 544.3 milesset up by Karl Bez\er in Europe lastJune. But his flight cannot be recognizedas a record because he carried nobarograph_Bikle released from tow at 12.05 p.m.on 24th JUly, 1963. The accompanyingcharts show his progress. He was soonamong mountains, and the photographbelow was taken from 12,000 ft. when50 miles out, south of Mt. Borah. By2 p.m. when high over the ContineiltalDivide, he saw a thunderstorm front tothe N.E. He joined it north of Butteand flew along it at high speed. At6 p.m., in fading light, he left it at15,000 ft. ;md glided down to a landingat 6.50. He had averaged 82.5 m.p.h.9

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tubat tbtp saibwbtn tbtl' tritb to txplain~oaring fligbt700 B.e. AGUR, SON OF JAKEH"There are three things which are toowonderful for me, yea, four which Iknow not: The way of an eagle in theair, the way of a serpent upon a rock,the way of a ship in the midst of thesea, and the way of a man with a maid."(Proverbs, Chap. 30, verses 18-19.)In aviation history books these wordsare usually attributed to Solomon, whodid indeed write most of the Proverbsabout 1,000 B.C.; but Chapter 30 isdefinitely stated in the first verse to be"The words of Agur . .. ." and theAuthorized Version gives the date as700 B.C.1550 A.D. LEONAROO DA VINCI"[ conclude that the mounting of thebird without the beating of wings iscaused by nothing other than its circularmovement which, when it starts fromthe arrival of the wind. sinks until itreaches the place where the reflex movementbegins, after which and so circulating,it has described a semi-circle andits face turned to the wind, and followsthe reflex movement on the wind still-;,WINDFi~. 1ment of the incident movement." - SuIVolo degli Uccelli, folio IS.This shows that although Leonardoactually observed that birds could gainheight while circling, he did not knowwhy, and thaught they did so merelyby turning iJllo wind.1809SIR GEORGE CAYLEY"When large birds, that have a considerableextent of wing compared withtheir weigh!, have acquired their fullvelocity, .it may frequently be observed,that they extend their wings, and withoutwaving them, continue to skim forsome time in a horizontal path." ­Nicholson's Journal of Natural Philosophy,Chemistry and the Arts, Nov.,1809 issue; reprinted in C. H. Gibbs­Smith, "Sir George Cayley's Aeronautics",p. 215-6.This appears to be the nearest SirG.eorge got to seeing birds soar; evidentlyhe never watched them longenough to realize that some otherexplanation was needed.circulating until, with the help of thewind, it makes its greatest heightbetween its lowest and the arrival ofthe wind and is left with the left wingto the wind; and from this greatestheight again circulating, it descends tothe last incident movement, being leftwith the right wing to the wind. As ifto say, the wind goes from a to c (Fig.I) and the bird moves from and sinksfrom a b c and in c it makes the reflexmovement as in c d a and by the favourof the wind it is much higher at theend of the reflex movement, which end 1854 J. M. LE BRISof the reflex movement is started per- "I took the wing of the albatross andpendicularly over the said commence- exposed it to the breeze; and Io! in11

spite of me it drew forward into thewind; notwithstanding my resistance ittended to rise. Thus I had discoveredthe secret of the bird! I comprehendedthe whQle mystery of flight." (Quotedby O. Chanute in "Progress in FlyingMachines", p. 105.)Tltis French sailor built a full-sizedglider called the "Albatros"; he becameairborne in it but crashed.1882 "A. O. H."The secret of soaring flight "lies inso altering the magnetic polarity of thephysical frame that in lieu of beingattracted it is repelled by the earth".This power is achieved by "living anabsolutely pure life and intense religiousconcentration." - Stray Feathers, JUly,1882.You have been warned.secondary importance is evidenced bythe fact that birds 'sail' without thatmotion. Ho~ can we explain the immobilityin a win

mersed in, and moving with the velocityof the mean wind, can, if the wind pulsationshere described are of sufficientamplitude and frequency, be sustainedor even raised indefinitely withoutexpenditure of internal energy, otherthan that which is involved in changingthe aspect of its inclination at eachpulsation ..."The final application of theseprinciples to the art of aerodromicsseems then to be thaL while it is notlikely that the perfected aerodrome willever be able to dispense altogether withthe ability to rely at intervals on someinternal source of power, it wHl not beindispensable that this aerodrome of thefuture shall, in order to go any distance- even to circumnavigate theglobe without alighting - need to carrya weight of fuel which would enable itto perform this journey under conditionsanalogous to those of a steamship, butthat the fuel and weight need only besuch as to enable it to take care ofitself in exceptional moments of calm."- The Internal Work of the Wind(Smithsonian Contributions to Knowledge),p. 23.For "aerodrome" read "aircraf('. Thepurpose of this study was to show lhalthere is enough energy in gusts to maintainsoaring flight. Hence his vision ofthe future aviator as preferring to becontinually heaved up and down in gustsrather than waste a drop of fuel in tryingto get a bit of relief by flying level,except when forced to do so when temporarilylet down by the absence ofgusts. !Angley built a man-carryingpowered tandem monoplane whichbroke on being launched from a houseboat011 .the Potomac. only ten daysbefore the brothers Wrighl first flewtheir aeroplane in December, 1903.1899 OCTAVE CHANUTE"To the possible inquiry as to theprobable character of a successful fiyingmachine, the writer would answerthat in his judgment two types of suchmachines may eventually be evolved:one, which may 'be termed the soaringtype, and which will carry but a singleoperator, and another, likely to bedeveloped somewhat later, which maybe termed the journeying type, to carry13several passengers, and to be providedwith a motor."The soaring type mayor may notbe provided with a motor of its own. Ifit has one this must be a very simplemachine, probably capable of exertingpower for a short time only, in orderto meet emergencies', particularly instarting up and in alighting. For mostof the time this type will have to relyupon fhe power of the wind, just asthe soaring birds do, and whoever hasobserved such birds will appreciate howcontinuously they can remain in the airwith no visible exertion . . ."If unprovided with a motor, anapparatus for one man need not weighmore th.an 40 or 50 lb., nor cost morethan twice as much as a first-class bicycle.Such machines, therefore, arelikely to serve for sport and for reaching·otherwise inaccessible places, ratherthan as a means of regular travel,although it is not impossible that intrade-wind latitudes extended journeysand explorations may be accomplishedwith them; but if we are to judge by theperformance of the soaring birds, theaverage speeds are not likely to be morethan 20 to 30 miles per hour." - Progressin Flying Machines, p. 266.1903 WILBUR WRIGHT'The soaring of birds consists in glidingdownwards through a rising currentef air, which has a rate of ascent equalto the bird's relative rate of descent."- Address to the Society of WesternEngineers of Chicago, 1st June, 1903.No one put il so clearly, or in so fewwords, either before or for many ye

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phenomenon is not the cause of theother. Thus the rising masses of heatedair caused by the sun's rays, whosepresence is revealed by the shimmeringtremulous appearance that they give tosolid objects, cannot be invoked as anexplanation of soarability." - AnimalFlight, p. 275.Dr. Hankin made thousands of notes0.1 meticulous observations of soaringbirds in India. He thought soaring wasprobably due /0 some sort of mol£cuJarchange in th£ air, and could alwaysproduce something from his voluminouscollection of nOles to confound anyonewho dared 10 puI forward the upcurrenttheory.1922 WALTER GEORGII"Even in our climatic region one cansometimes observe that in sunny weatherthe soaring birds, once they haveclimbed through the lowest layers, beginsoaring at a height of I()() metres. Thequestion arises whether it is actuallypossible also for human soarers to obtainadvantage fro.m thermal upcurrents.Similar weather conditions ill the tropics,which are distinguished by weak windsand strong insolation, enable the upwardstreams to develop to a much greaterextent tban in our latitudes. With usthe fluctuations of the wind, its changesin strength and direction, are so allpervadingthat the perpetual turbulencewill reduce substantially the utilizationof upward motions. Also the verticalwind speeds will not suffice for soaringto be maintained by means of the liftin vertical airstreams alone. If weassume that a sailplane has an airspeed.of 70 km)h. or 20 m/sec. and a glidingangle of I in 10, then an upcurrentof 2 m/sec. is necessary for the sailplaneto maintain its original height. On normaldays, however, these vertical speedsarc relatively seldom reac.hed. Our ownresearches gave at most only verticalspeeds of about I m/sec. Furthermorethe thermal upeurrents which we haveseen only take sporadically the form ofsingle chimneys or streams, whichmoreOVer are of only small extent. Theskill of our aviators and the manceuvrabilityof our sailplanes would not sufficefor holding aircraft in the restricted airchimneyfor any length of time and toclimb in narrow circles, as birds areobviously able to do. From these considerationsit would seem that we mustnot expect human soaring pilots to stayup for any length of time in thermalupcurrents." - Der Segelflug und seineKraftquellen im Luftmeer (Berlin).(Translated.)This was the first book on soaringmeteorology ever published. Dr. Georgii,a Professor of Meteorology at Darmstadt.was head of the German glidingorganisation from 1924 to 1933. He isstill going strong.Finally, a warning from what is probablythe first book on general aviationmet.:-1930 W. R. GREGG"Soaring of birds is most wide,preadand successful in the tropics and in thewarmer portions of the temperatezones, wbere convection is most pronounced.It is carried on at great heights.Man-made gliders also have made somevery good flights by utilizjng .the morevigorous. heat-produced rising currentsin the vicinity of cumulus clouds and,in one or two cases, in a thunderstorm.Needless to say, such attempts are besetwith hazard and should not be made."Aeronautical Meteorology (NewYork), 2nd Edition, p. 106.Compiled by A. E. SLATERTHEBritish Avial.ionInsuranceCOMPANY UMlTED•rIM oldest andlargest office ,peciali.ill(l inCi.,i/ A.,iation•H!AO OfFIC!3-4 LIME STREET.LONDON. E.C.3'.Iephone t Mension HCHne 0 .. 044 {6 tin..'

First New Zealand Gliding Championshipsby Ross MACINTYREHE first New Zealand National GlidingChampionships were held atTMasterton in the Wairarapa district ofthe North Island from the 9th to the17th November, 1963. This followed successfulprovincial champs last season.Twenty-nine high-performance gliderswere entered including:8 KA-6 Rhonseglers .3 KA-7 Rhonadlers (two seaters)3 Skylark 2's3 Skylark 4's2 Skylark 3's3 EoN Olympia 463's.Also entered were an Olympia 2B, aSagitta, a Standard Austria, a Bergfalke(two-seater), an L-Spatz 55, a Swallow,and Philip Wills's old Weihe ZK-GAE,now owned by Norm Murray ofTauranga.Four aircraft were scratched beforethe contest began, one because it hadn'teven arrived in the country in time.There were four contests running concurrently:the Open Handicap class, theOpen class, the Standard class, and theRothmans contest. This was a sponsoredinter-club contest with a prize of £1,000interest-free loan. Results given will beof the Open Handicap class.Sunday, November 10thWEATHER.-A "Iow" east of NewZealand moving away, a second "Iow"near south-west of South Island. A weakridge of low pressme moving Qver NewZCaland. Seven-eighths cumulus at 3,000ft. a.m.; two-eights at 3,000 ft. p.m.A task was set at 10 am. briefing, an80-km. triangle to Featherston. Longbush,and return; but after a fewlaunches it was decided to call off thistask as the wind had increased. At asecond briefing at 2 p.m. John Messerv"Yof Christchurch, the task-setter, gave thepilots an out-and-return race to LakeFerry at the southern tip of the WairarapaValley (78 miles). The famousWairarapa Wave had started workingand 21 out of 24 starters completed thecourse. (One competitor was still waitingfor his KA-6 to be repaired after histrailer blew over in gale-force winds onthe way to the championship on Friday.)Winner for the day was Peter Heginbothamof Wellington in a KA-6 who completedthe task in 58 mins. HowardScoffin of Auckland in the StandardAustria was second with onc hour. Peterde Renzy of Tauranga flying anotherKA-6 was third.It was thought that this is the firstNational Contest to have a task set inlee-wave conditions anywhere in theworld.Leading Results: Open HandicapSpeedPilot and Aircraftm.p.h.P. K. Heginbotham (KA-6) 80.69H. Scoffin (Std. Austria) 78.00P. de Renzy (KA-6) 72.00J. Cooper (KA-6) 67.83A. Pearce (KA-6) 66.86(Sme aircraft are team or club entrieswith several pilots flying.)Monday, November I !th, was a nocontestday; a cold front passed over inthe early morning with strong southwestwinds and showers.Tuesday, November 12thWEATHER.-Anticyclone from the TasmanSea; extended on to the North Island.But a deep depJ'ession lay far tothe south-west of the South Island.Cloud: Ui ct!. at 4,000 ft.; tit lenticular.Wind W.N.W.,.25 knots.The task was an out-and-return, Mastertonto Gwavas Forestry Camp (nearHastings) and return to Masterton (190miles) and from there free distance. Ingood but turbulent wave conditions JohnCooper of Auckland in a KA-6 staggeredeveryone by Bying a total distanceof 351 miles; he landed at Wairoa inNorthern Hawkes Bay, thus completinghis third Diamond. Another' Diamondand Gold C distance was won by GeoffWhite of Hawkes Bay as he completedthe set lXJrtion of the task. He had declaredMasterton as his landing pointprior to launching. No one else completedthe set prtion of the task andthe map showed landing pins all the way16

NEW ZEALANDGLIDING C'CHAMPIONSHIPSNOIJ:9 TH -17 TH 1960.w",..;.,;:::'USC:At,..E Of MlU:S~'tD"o'80from Masterton to Gwavas and back. ItdOes seem tough that a Diamond flightscores less than half the poillts of thewinner!Cooper was surprised that no one elsehad done as well as he had, as he foundconditions marvellous although it wasquite a hard slog back !E) MastertQnfrom Gwavas. There was a southerlycomponent in the wind. Dick Georgeson,world record out-and-return holder, alsocommented on the marvellous conditionsearly in his flight, but had to land aoout30 miles out on his return flight. Whitescored his tirst points in the contest ashis was the Segler which had been damagedin its trailer during the previousFriday's gales. One pilot had a' difficultretrieve; at one point helJ:l' was only 400yards away-across a river· his retrievecrew had to borrow a Land-Rover anddrive 20 miles mainly acress country topick him up. This was after his emptytrailer had blown o.ver on the road!Lea,ding ResultsPointsPilot and Aircraft Day TotalJ. Cooper (KA-6) 1000 1795G. White (KA-6) 498 498A. Fowke (KA.-6) 411 1119S., H. Georgeson (Sky. 4) 379 1102K. Wakeman (KA-6) 374 1051Fourth in total placing was 21-yearoldAlan CarneroA (Skylark 2) with atotal of 1.066 points.Wednesday, 13th, was another nO·CODtestday. A cold froflt passed over Mastertonin the morcnililg and cloUd clearedlater in the day.Thursday, Novelrtber 14thWEATHER.-A "Iow" was moving S.W.towards the South Island. A westerly airForbidding country at Turakirae Head; note wind on water.17

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stream flowed over New zealand.More wave conditions. The task setwas a tough one as it turns out, althoughit didn't seem too bad early in the morning.Masterton-Turakirae Head~Dannevirke-Masterton.Total distance 335km. Turakirae Head is the western tipof Palliser Bay on the southern coast ofthe North Island. It is very forbiddingcountry down there, with only one landingstrip possible near the Head, andthe next nearest some five miles backdown the rugged coastline.As landing reports came in, a picturewas built up of extremely high windsnotvery good wave conditions-andlittle progress to the south. SCoring distanCewas 30 miles and only II competitorsmanaged to score. One or twowent over 30 miles but failed to score asthey were well off course. One actuallycrossed the Rimutaka Range and landedat Trentham near the famous racecourse.Over the radio we heard a garbled reportthat Heginbotham and Georgesonwere down, but it was over an hour laterwhen Georgeson rang through to saythat not only these two but four othersas well were down at Wharekaukau. Thisis the landing area nearest the first turningpoint. Only Heginootham (KA-6),Georgeson (Skylark 4) and John Trotter(Skylark 3p) of those who landed therehad turned the first point. Keith Wakemanin the KA-6 had last been seenridge-soaring the Orongorongo Rangeafter turning the point. He went on toDanneverke, the second turning pointwhcre he arrived at 700 feet and had toland. He reported that. he was tooscared to land with the others becauseof the terrific wind blowing. (They werescared to ridge-soar with him becauseof the forbidding nature of the mountains..). Wakeman got 680 points for this, laterJudged "the most meritorious flight" ofthe champs. The second placing went(on handicap) to Heginbotham with only156 points.But all the aircraft at Wharekaukauwere in trouble. The fantastic winds,averaging abo.ut 60 knots, were makingit impossible to retrieve them. Onetrailer blew over on the road (this wasquite a feature of the champs.) and itwas only possible to picket the gliders19down in the lee of shelter belts and inone case with the derigged wings fla1on the ground as it was dangerous tomove them.First five placings for the day were:PointsPilot and Aircraft Day TotalK. Wakeman (KA-6) 680 1731S. H. Georgeson (SkI. 4) 156 1243P. K. Heginbotham (KA-6) 156 1156J. Trotter (SkI. 3F) 156 922R. Reid (KA-6) 58 1024J, Williams (KA-6) 58 923P. de ReDzy (KA-6) 58 915Although Cooper did not score for tbeday, his cumulative total of 1795 kepthim in first place.Friday, 15th, was a no-contest day asthe six at Wharekaukau had not beenretrieved. A huge team set off to try anddo this, but after righting the overturnedtrailer, only two trailers were able tobe taken down and that only by havingtwo trucks driving on the windward sideon the wrong side of the rQad, to breakthe wind which was srill 50 to 60 knots.Stories of the previous day's landingswere being told-such as "approach 100m.p.h. and I stopped 25 yards In frontof the back fence". "Even with thewheel-brake on I was being blown backwards,so I reached out with a picket,screwed it in and hung on,"Only one glider was retrieved in themorning, the 3F from Oamaru. He hadlanded in the lee of a hill and didn'thave quite the same problems. al-•Car shields trailer:note windsock.

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Discussing ways and means of shiftingwings. We left them there.though it took two Land-Rovers to getthere. Later in the day the Skylark 4was moved about 20 miles but not withouta terrible struggle. Ted Edie, .he metman, forecast a lull at 4 a.m. next morningand crews sct off at 3. a.m. to completethe retrieve. The lull (down to 30m.D.h.) had arrived and only moderatedifficulty was experienced.Meanwhile back at Masterton on Fridayafternoon. practice flying was goingon. The wave was really copybook andfour pilots gained Diamond heightawards. They were:Doug Yarrall Olympia 463Eric van Notten SagittaAlan Cameron Skylark 2Dave Wright Olympia 463feel31,50030,5()()27.00024,000Saturday, November 16thWEATHER.-A cold front passed overthe southern North Island in the late~orning. It was preceded by N.W. galesm the Cook Strait area. Wind S.W.­N.W.. 10-20 knots at ground level..More wave. although rather clOUdythIS time. This stopped many pilots gettmgaway on the task. an out-and-returnto. Hood with pilot-selected turningPOIOt.On their first launch most pilots declaredGwavas-well known from thesecond day. but found that they werea. titHe ambitious, landed and redeclared.Their second choice generally was LakeFerry or Pirinoa to the south. Not many21actually completed their set tasks butamong those that did were:milesDave Wright (Oly 463) Lake Ferry 78Geoff White (KA-6) Lake Ferry 78Ross Reid (KA-6) Lake Ferry 78Dick Gcorgeson (SkI. 4) Pahiatua 73and the winner for the day, John Cooper(KA6CR). John had realised that mostpilots would declare Gwavas on theirfirst launch, so he declared a point 10miles north of Gwavas, a total distanceof 210 roUes. This once again was milesahead of anyone else and put Cooper'sfinal marks nearly 750 points ahead ofthe next highest place. He fully deservedthe mass of cups and trophies loaded onto him that night as the winner of theOpen Handicap class-Roake Cup, OpenClass-Wills Cup, Standard Class­Court Trophy, and the Rothmans interclubcontest. He was the AucklandClub's entry in the last contest andthereby won the £1,000 given by Roth·mans each year to the N.Z. glidingmovement.Keith Wakeman. received the HanseIlecup for the most meritorious· flight andAlan Cameron took the Masterton Cupon behalf of the highest scoring clubteam, Auckland. .A most successful competition. At theclosing ceremony pilots were askedwhere they wanted the next year's competitionand they voted overwhelminglyfor Masterton in January 1965 if thiswas possible.We in New Zealand claim that thischampionship is the first National Competitionrun anywhere in the world tohave all its tasks set in lee wave conditions.It was only unfortunate that Friday,15th, had to be a no-contest day. ason this day an absolutely copybookwave system was set Ul' and worldrecords might have been broken, had atask been set.Final Results : Open HamJicapPilot Aircraft PIs.1. J. Cooper KA-6 25152. K. Wakeman KA-6 1n 13. S. H. Georgeson Skylark 4 13934. R. Reid KA-6 12045. A. Cameron Skylark 2 1170.(i. P. K. Heginbotham KA-6 11567. A. Fowke KA-6 11548. de Renzy & Roake KA·6 10589. H. Scoffin Std. Austria 1055

THEEDWARDSPATENTPOLARTRAPa humble solution toMr. Wills' problemof catchingThe Elusive PolarBut I was thinking of a plan ....Involving Klaxons, coloured lights,And poles marked off with various heightsLawrence Wright, "Alice in Bungyland"22

Dear Mr. Wills,I was sorry to read, in The ElusivePolar (October, 1963 issue, page 337),that you are having trouble catcRingpolars. I agree that the original methodwas not very satisfactory, and only ledto one or two captive specimens, butyour suggestion that one polar shouldbe set to catch another is, I sUbmit,hardly better. We know very little aboutthe power of differentiation of thecommon polar, and your trained catchermight easily return with a normal or atangent, or even an envelope. And thenthere is the R.S.P.C.P. to consider.After all, now we know what apolar looks like, it shQuld not be toodifficult to design a Polar Trap. In fact,I have designed one myself, which Iintend to patent; but seeing the seriousnessof your plight, 1 thought 1 wouldsend you, in confideElce, some preliminarydetails. I call it the Edwards PatentPolar Trap, just in case, if someonethought of it before me, his name wasEdwards. It consists, very reasonablyyou will agree, of some poles. Youshould obtain eleven surveyor's poles,each ten feet high, and erect these athundred-foot intervals in a straight line,so tbat the tops all lie in an exactlyhorizontal line. This will call for someaccurate surveying, unless you can makeuse of a runway survey, for example.You should thell keep watch duringcalm summer dawns, when polars tendto be at large. I recommend taking upstation on the perpendicular bisectorof the line of poles, some distanceaway, equipped with a cine-camera tophotograph' the polar when it comes.You should find out the number offrames the camera takes a second withgreat accuracy. You should also keep arecord of the atmospheric conditions.Although this is all you must do onthe ground, it is a tremendous advantageto have a noiseless aeroplane to helpchase the polar into the Trap. I recommenda glider. The pilot should take awinch launch or auto-tow, and then,lining himself up on the poles of theTrap, he should beat-up the Trap a fewfeet above the poles, taking great carenot to deviate from the line, but notworrying too much about vertical move·ments. YOu should photograph each run(panning the camera if you like), andafter a few runs at varying speeds you23can be sure you have caught your polar.Just measure the exact height and timeat which the glider passed each pole, byenlarging and measuring up the relevantframes from the cine-film, and send theresults to me: after some calculations1 will send you a CaDtive Polar Certificate,giving precise details of the polaryou have caught, sex, colour, and soforth (I am afraid the polar itself wouldbe too bulky to send from Italy).I am loth to divulge just how theEdwards Patent Polar Trap works, butas I can hardly expect you to make onewithout some evidence that the theory issound, I will give you the rough details.Consider a glider in any phase of unstalledflight. Its energy is given by thesum of its kinetic and potential energies,neglecting any rotational energy it mayhave. Differentiating with respect totime, anctchanging the sign, 10U willobtain the rate of dissipation 0 energy.Now divide by the velocity and you willhave ,an equation for the drag. The dragin steady flight is well-known to be mg.sin 8, so if you divide the equation bymg you will have an expression for sin8, where 8 is the steady-flight glidingangle at the current velocity and wing'loading of the glider. Now look at theright-hand side of the equation: youwill find that the two parts simplify, thefirst into the sine of the actual inclinationof the current .Bight path to thehorizontal, sin 0, :lnd the second intothe tangential acceleration, I, measuredin units of the acceleration due togravity. In fact,sin 8 = sin 0-1This is the Fundamental Equation ofthe Polar Trap, and is n~t unrea~onable,you will agree: for If the flightis steady there is no acceleration and thegliding angle - well, it is C?'Iual to th;egliding angle; but if the flight ~th IShorizontal so that 0 = 0, the sme ofthe gliding angle (at. the wing.loadin.gappropriate to honzontal ~Ight) !Ssimply equal to the d.ecele;atIon. 'IpISis just Newton's equation • acceleration=force/mass". If one could but flyalong an exactly horizontal line, andmeasure the deceleration at every velocity,the polar would thus be as goodas trapped. In fact one cannot fly soaccurately. but not to worry, for theFundamental Equation will allow you

to correct for serpentine tendencies inthe flight path.At any point of the flight you canmeasure, from your photographs, 0, f,the velocity, and the radius of curvatureof the path. You can then calculate sinf) from the Fundamental Equation, andalso find the wing-loading. Thus youcan reduce your actual velocity at thiswing-loading to the equivalent velocityap'propriate to the wing-loading whenthe steady-flight gliding angle is f).Repeat the calculation for other pointsof the flight path, and you will end upwith what you want: a curve relating f)to the steady-flight velocity. ¥ou canthen transform this gliding-angle curveinto a polar if you so wish. In point offact, I think. the best way is to fit, withsufficient accuracy, polynomials to theheight-versus-time and distance-versustimegraphs for each flight, and thusexpress both sin f) and the equivalentvelocity in terms of the' parametertime. In this way each flight will giveyou a part of the gliding-angle curve,and several flights at varying speeds will.give you the whole curve, any .overlapbeing used to estimate the error. I havedone all the algebra, and it is not difficult:as far as the arithmetic is concerned,you can borrow my computer.I think you win agree that my PatentPolar Trap is a great advance on theold kind; the only expense of note isthe camera. Aerotows, calibrated aircraftinstruments and gubbins in the gliderare all done away with; the pilot doesnot even have to look at his instrumentsduring a run. Any departure from stillairconditions can be detected with ease.Further. time and distance can bemeasured with an accuracy only limitedby ingenuity, so that factors such as thepilot sneezing will be the major sourceof error. As an alternative recordingtechnique, it might be worth consideringdoing the runs in the half-light ofdawn, with lights on the poles and alight on the glider flashing every second.In this way the whole flight could berecorded in one exposure of a platecamera, and the oroblem of measurementmade correspondingly easier.I suggest that the RG.A. sets up aPerformance Test Group whose first taskwill be to aSSess the Edwards. PatentPolar Trap. If it is acceptable, a PerformanceTest Centr·e should be created,conslstmg of a surveyed Test Course,and the au"i1iary equipment. You willhave the continentals flocking over inno time. At this distance I fear that myhelp is limited to ideas and some computing;but there is not much else to it.Good hunting!ANTHONYIstilulQ di Genel;ca.Universila do Pavia, Italy.EOWAROSMR. WILLS COMMENTS: 0 Mr. Edwards,your trap has already been triedout. in a two-f). I think by Lome Welchand Frank Irving, using an Eagle andballoons instead of poles. But it is anexcellent idea and I hope will be pursued.24A.T. C. Instructorgets B.E.M.WENTY-ONE years as gliding instructorin the Air Training CorpsThas brought Mr. Ducley S. Bradford. ofWembley, the award of the British EmpireMedal. On 27th October we wereinvited to a ceremony at R.A.F. Halton.where the medal was presented to himon behalf of the Queen by Air CommodoreJ. B. Coward, A.F.C., Air OfficerCommanding, Air Cadets.Mr. Bradford has instructed throughout,and still does so,. at No. 613 AirCadet Gliding School, which in spite ofits number was· only' the' second schoolto be founded when g.\idinjl was introducedinto the A.T.C. in 1942.

TCODStructiODHutter 30 GFK-A Fibreglass SailplaneHE WING is in two parts conlilected bymeans of spar root stubs within awing-bridge. It is of balsa-fibreglass shelltype (Nagele-Eppler system). with sparflanges of parallel·directed fibreglass rovingsaccording to the H-H (Hiltter­Ha.nle) method, and two balsa-fibreglasswebs from the wing root to where theailerons begin and thence continued byone web as far as the tips. The ribs ar,espaced at 60 cm. (I ft. 11.6 in.) intervalsand are made of balsa-fibreglass. Therear of the wing from 70 per cent chordis fabric-covered. Schempp-Hirth typedive-brakes are at 70 per cent chord.The ailerolils are of balsa-fibreglass. Eachwing weighs 30 kg. (66 lb.).THE FUSELAGE is of balsa-fibreglassshell type. The "V" tail has control surfacesof wood construction. labriccovered.A single landing wheel has awheel brake. The fuselage with tailweighs 60 kg. (132 lb.).Data,Span 13.6 m. (44 ft. 7! in.)Length 5.56 m. (18 ft. 3 in.)Wing area 8.34 sq. m. (89.8 sq. ft.)Aspect ratio 22.4Empty weight 120 kg. (265 lb.)All-up weight 2O

Htitter decided on a mid-wing configurationfor good visibility and to geta comfortable cockpit at a comparativelysmall fuselage cross-sect~on. He preferreda V-tail for light weight andfavourable spinning characteristics.He intended to make shell-type wingsof plywood and balsa to give perfedtrueness of profile, and to make thefuselage of laminated poplar veneer. Butwe found ourselves unable to realisethe projected light construction withmaterials available in Germany at thattime.The wing roal fitting.However, our business actiVitiesbrought growing eXperience ill the a.pplicationsof fibregl'ass material; and the"H·H" method developed by E. Hanleand Prof. U. HUtter for fibreglass productsof high loading capacity, such asrotor blades, propellors, cooling fansand springs, suggested to us its Use inour sailplane. Further inducement wasgiven by the Phoenix, tbe first sailplaneto use fibreglass to carry air loads, whichwas then in an advanced state of construction,though a great deal of the loadwas s1ill carried by balsa.On the H·30, however, the sparflanges, made of fibreglass ravings, aretbe main load-carrying members. Thewing bridge, formerly made of wood,was adapted to the H-H method too.Cone bolts are used to attach the wingroots to the wing bridge (they cannotget fost). This method saves 50 per centof working hours and costs.We then investigated tbe layout of theother fittings. Considering that :fibreglassis lighter than steel. we tried to employalmost no attachment. bolts or counterfittings but to bond the fittings by twinesof rovings, always following the direc-26tion of stressing. The tow-coupling, theoperating elements of the dive-brakes,the safety-belts, attachment bQlts andrelease levers of the canopy, the. tail-skjdand landing wheel were bonded in thisway. Where necessary, the attachmentcould be made flexible.After this radical treatment, the rearpaft of the fuselage including the tailplane weighed 7.5 kg. (16.5 lb.).Our goal no

so we replaced them by Scbempp-Hirthtype brakes. Finally in April, 1963, ourlittle bird took us into the air where weglider pilots feel at home. Of course, westill found scope for improvements. suchas the poor ground clearance of wingtipsin thick gra'SS and the lightly-loadedtail which does not help in preventingground-loops. These were cured by fittinga retractable wheel.Our efforts were greatly rewarded bythe outstanding flying qualities of theH-30. Flying it, we felt really airborne,like stretching out one's arms and usingone's spreading hands for control. Rollingfrom 45' left to 45° right bank takes2.5 seconds. The H-30 enters a spinwithout difficulty and recovers after Hturns at a maximum airspeed of 160km./h. (86 kts.). Stick-free and correctlytrimmed, the H-30 has a normal flyingspeed of 70 to 80 km./h. (4H to 50 kts.).As to high-speed performance, the profileis somewhat oUt of date, having beendesigned 12 years ago. All-round visibilityis only interfered with by a smallarea of the narrow wings.Please don't ask the price; six years'spare-time work cannot be reck(\ned inmoney. But many details of the H-30 aredesigned with a view to possible serialproduction.Report on the Exide 3-MFB7(Mentioned in our December issue. page 467)HE tests here described were madeT to assess the suitability for drivingthe artifi.cial horizon in a glider. Thehorizon used was a Bendix type J-8,driven by a Proops Bros. inverter. Sincethe inverter required a 12 v. supply,two accumulators were used in series.GeDeralThe battery terminals and filler plugswere entirely suitable and convenient forglider operation. Both were providedwith coin slots. It is possible aud safeto charge the battery in situ with theplugs in place. Venting is provided for.Considered as a 12 v. supply, the batteryis not of an ideal shape. Generallyspeaking, fQr glider use a pair of batteriescoupled together should formroughly a square in plan. [A matter ofopinion.-ED.]TestsTwo accumulators, in the condition inwhich they were received from the manufacturers(they did not purport to befully charged), were made to drive tbeborizon. After 4 hr. 40 min. the batteryvoltage had fallen to 9 v., and the horizonwa.s beginning to slow down.The battery was then fully chargedand allowed to discharge into a resistiveload. The load was set to take 1 amp.for 6 min. and thereafter to take 0.7amp. to simulate the measured starting'27and running currents of the horizon.It is concluded that this battery willrun a horizon of the type used for morethan 8f hr. The capacity is 5.95 AH.The stored energy/weight ratio is 12.2watt-hours/lb.(The battery has now been recharged,and will be allowed to stand for twoweeks. It wifl then be discharged throughthe resistive load, to see how well thecharge has been retained.)After two months' standing, the batteryretained 70 per cent of its ratedcharge (4 AH). One eell out of six (12 v.assembly) had elec.trolyte well below thefilling level.These tests with the retention test wereperformed by A. L. L. Alexander ofthe Cambridge University Gliding Club.R. BRETI-KNOWLES.B.G.A. Co-ordinator. lnstrumentDevelopment.B.G.A. Inspectors' CoursesB . G.A. Inspectors' courses, organised bythe Yorkshire Gliding Club in conjunctionwith .the B.G.1\;. Technical Co~mitteeand Sbngsby Sailplanes Ltd., WIllbe held from 6th-8th March and 10th­12th April at £3 ~r course, fUlly .indusive.More detaIls and applIcatIOnform from the B.G.A. office.

CELLON-DOCKERare proud to beassociated withSIIN&SIY SAIlPLANES 110in the production ofthe T51I CELLONI DOCKER IAIRCRAFT FINISHES28

EXTRACTS FROMIPreliminary Design Study For APressurised Sailplaneby SLlNGSBY SAILPLANESThis Design Study by SJingsby Sailplanes has been in the news recently in connectionwith a propo:mJ w glide the Atlantic (described in our last issue) as a copy 0/ it wassent to the sponsors 0/ the proposal. The Study was made about ten years ago forthe Air Researdr and Development Command 0/ the United States Air Force, apressurjsed sailplane being needed for the Bishop Wave Project, though in the eventIlOne was built.PR.OPOSEiDSAILPLANEHE sailplane is intended for highT altitude research into the nature oforographic lee waves, and is essentiallya vehicle which is capable of carryiogtwo pilots and a quantity of equipmentto a height of around 70,000 feet, andthere allowing them to perform cert'linpredetermined tasks.In the consideration given to thisproject, simplicity, in relation to thespecification requirements, has been aprime consideration, and it is the beliefof the designers that the machine pro-29posed is the simplest and cheapest thatwill meet the requirements.Sufficient work has been I'ut into thisdesign study to ensure that a machinecan be developed along the lines suggestedto meet the requirements of th.especification and to ensure that the estimatesand proposal made are reliableand practical.General DataSpan - 80 feetLength - 38 fL 10 in.

Height - 7 ft. 2 in.6 feet per second range of 50 toGross wing area - 377 sq. ft. 95 m.p.h.Tare weight (estimated) 1,900 lb.Max. all-Up weight - 2,700 lb.Disposable load - 800 lb.The AirframeUltimate Factor (g) - 11The principal materials to be used inAerofoil sectionsthe construction of the airframe areRoot - NACA 63 3 -618wood and resin-bonded plywood. TheTip - NACA 64 3 -612structural members will be made fromIncidence at root - 3·Sitkil Spruce to British Standard SpecificationsV37 and the skins, webs, etc.Dihedral (on outboard wings) - 2·Geometric washout - 2·from plywood to B.S. Spec. V3 or V35.An airframe of the type proposed isPressure Cabinconsiderably cheaper to build ID smallDifferential pressure - 3 p.s.i.quantities than one in metal, as the jigsPressure cahin volume - 120 cu. ft.and tools required for a wooden aircraftare simpler than those for a metalPerformanceassembly. Another advilntage of aBest gliding angle - I in 33 to 35 atwooden airframe for this project is the62 m.p.h.ease with which it can be repaired andMinimum sink. 2.3 f.p.s. atmaintained with the limited facilities55 m.p.h.that are likely to be available. WithDesign dive speed - 200 m.p.h.reasonable care and maintenance theDesign towing speed - 140 m.p.h.airframe should have a life of ten years.The estimated performance characteristicsof the sailplane are based (lm a The Fuselageflying weight of 2700 lb.The fuselage will be divided into twoFigures I and 2 show the gliding angle main units: the nose section, which willand sinking speed plotted against flying be formed by the pressure cabin, andspeed. In these curves the performance the rear fuselage, which will compriseis shown as falling between two limits, the section aft of the leading edge ofdetermined by varying the allowances for the wing.the interference drags. From these The structure of the nose will consistcurves it will be seen that the best glidingangle is estimated at between I in 35 will be enveloped by a skin of glassof a welded tubular steel frame whichand I in 33.5 and the minimum sink fibre laminate. The tubular frame isbetween 23 and 2.5 feet per second. designed to take the normal flying andAt gliding angles in excess of I in 25 landing loads and to provide structurethe machine has a speed range of 50 to for mounting the controls, seat-s, floors,90 m.p.h. and for sinking speed below etc. The glass fibre skin will follow the_ -.._ ~. ...----:-30

outside profile of the nose and formsthe pressure cabin shell. A domed glassfibre pressure bulkhead forms the backof tbe cabin.Clear vision panels will be providedround the pilot positions and these willbe made from formed perspex whichwill be fixed and sealed to the tubularstructure. Access to the cockpit will bethrough hinged panels on the port sideat each pilot position.The rear end of the tubular structurewill be terminated at four points whichwill form the attachment fittings to therear fuselage.The rear fuselage wilt be of semimonocoqueconstruction consisting offrames, stringers and a stressed plywoodskin.The four attachments for the nosesection will be located on stringers forwardof the main buJkhead. The spacebetween the pressure bulkhead in thenose and the main bulkhead will accommodatethe control connections and thestowage for the stabifiser drogue for thepressure cabin.The WinKThe 80 fL span wing will be dividedinto a centre-section of 24 fL and twooutboards of 28 ft. span each. The typeof construction described for the winghas previously been used by the firmfor wings incorporating similar airfoilsections to those specified:. It has beenfound to provide a profil!; of sufficientsmoothness ,and accuracy to obtain therequired low drag characteristics.In the centre-section the main sparwill be of box-type construction withthe addition of outside flanges. The sparwilt have a slight sweep forward in planview so as to maintain it at a constllntpercentage of the chord relative to thestraight leading edge.The rear spar will be of I sectionand will be swept forward to follow aline parallel to the main spar.The main ribs will be positioned atintervals of not more than 12 inches,and in the areas covered by plywood,light intermediate ribs will be positionedbetween them.The wing skin will be plywood extendingfrom a light spar at the leadingedge to the rear spar, thus providing atorsion box of ample size. The leadingedge will either be a shaped wood sectionor a moulding in glass fibre.The general construction for the outboardwings wilt be similar to that forthe. centre-sectioQ.31Flying CoatrolsIt is realised that the temperaturerange in which the machine wilt operateis so wide that special arrangements willhave to be made to accommodate it.This will either be done with temperaturecompensation devices OT the useof open push-pull circuits.UndercarriageThe main undercarriage wiUconsistof two wheels positioned either side ofa shock-absorber leg. The unit ismounted on a special frame aft of the

Three CountiesAero ClubBLACKBUSHE AIRPORT, NR. CAMBERLEY, SURREYWe ar,e specialists in Tuition-FORfORFORFORSHverC Glider Pilots 3 hoursSolo only, For Private Pilots'Licence.Certificate C Glider Pilots20 hours instruction only,For Private Pilots' Licence.Normal Courses for Private Pilots'Licence.Instruction in Instrument andNight Flying.ALSO Charter and Pleasure Flying.All instruction under expert supervision of Mr. Derek Johnson,Silver C Gliding Instructor, and Powered Aircraft Instructor.Instruction carried out on AUSTER, TUG MASTERS and otheraircraft.'Enquiries to Mr. Johnson YATElEY 333132

main bulkhead and retracts aft into aweIl formed by the mounting frame andthe rear spar bulkhead.It is proposed that shock absorptionin the undercarriage leg shall be bymeans of compression rubbers. Thisshould provide a simple and reliableunit which will be easy to service.The nose-wheel assembly is locatedon an unpressurised weIl let into thenose of the fuselage. The shock absorptionwill be by means of compressionrubbers. In the extended position thewheel mountings will be linked intothe rudder control so that it can besteered by the rudder pedals.The underside of the forward fuselagewill be strengthened and protected by arubber-mounted light-alloy rubbingplatefor use in emergency landings. Itwould seem unlikely that lancjingscould be made OD this skid on anythingbut the smoothest ground without somedamage being sustained by the fuselagestructure.A crush pad is located at the bottomof the fin to protect the structure in theevent of it touching down.Pressurisation SystemAs already stated, it is proposed. thatthe pressure cabin will be made fromlaminated glass fibre. It is hoped thatit wij) be possible to make the componentssufficiently airtight so that onlysmall quantities of compressed air willbe required to maintain- pressure.The breaks in the sealing of the pressurecabin will consist of the pilots'entrance doors, and the minimum numberof connections for the controls andother services. The pneumatic seals aremade by Dunlop Ltd., and it is proposedto try and instaIl them so thatthey act as a continuous lock roundthe edges of the doors and so relievethe bending loads in the structure. Theinflation pump and a pressure indicatorwill be located at the front pilot position,and relief valves will be locatedfor operation by either pilot; a furtherrelief valve will be operated by theemergency release handles on theentrance doors.All control runs will pass throughthe pressure bulkhead, and use will bemade of standard pressure seals, a wideIN PREPARATION FOR 1964AN AUDIO UNIT for use with the "COSIM" VAIIOM!TERbringing this ever popular instrument into linewith the latest electric types.Two models of the famous "COOK" Electric Variometer.A standard cluh Model at £24.Competition Model with Audio Attachment,details of which will be published later.A Modified "Cook" Compass with semi-gimbal adjustable mounting.Diaphragm type Total Energy units for most makes 01 variometers."Irving" Venturis."Cosim" Best Speed Scale Holders.Water Traps and Nor.e Pitots.Leaflflb from:THE COBB-SLATER INSTRUMENT CO. LTO."Cosim" Works, Darley Dale, Matlock, Derbys.T.lephone: Darley Dale 213833

WRIGMTFINE QUALITY BUILDINGSSpecially designed to meet Club~House and Hanger requirements'F'5 - C~EAR~ _ Fine quality fully guaranteed puilcjin!ls in~,' :::zr:.;;"SPANS of 40',1-0 80' "t 'V!!ry ,omp!!!iti...s,__ ' . ..}, prlces-kom 6/4d. per sq. ft. {un insulated) or~ - 7/10d. per sq. It. (insulated)-delivered anderected, Portal frame construction gives maximumheadroom.COMPLETE THIS COUPON NOW!Tick whicne-ver is required.o Plea.s8 5end your ne-w catalogue (without· obiigation)Please ask your representative to''''''lid "'ilI' f9t an apP9inlmcntOOThe dim•.nsions of tno building in which J IIm interestedare:-NAMEADDRESS ...sl.•te length .. _. .width neight . Tel. No•...S&GR.O.WRIGHT& CO.LTD LOWER WORKS BANBURY OXONTelephone. Banbury 427134

ange of which are available.A compressed air bottle supplies airfor maintaining the cabin pressure. Theair flows from the bottle through acombined reduction and shut-off valve,through a flow indicator, and then dischargesinto the cabin. A non-returnvalve allows air to flow into the cabinwhen the outside pressure is greaterthan the cabin pressure. A further valveis set to allow air to flow out of thecabin when the differential pressure isgreater than 3 lb. per square inch; thisdischarge is through the pressurised batteryhousing which is separated fromthe main cabin by a non-return valve.Four indicators are associated withthe pressurisation system; these are thebottle contents indicator, flow indicator,differential pressure gauge and cabinaltitude indicator.Control of Moisture aDd GasesWith the type of oxygen system proposed.it would not seem essential toprovide apparatus for the control oftoxic gases. as they should not affectthe breathing of the pilot. The type ofpressurisation system proposed willallow the use of cabin ventilators atheights below 38,000 ft., but in practicethey will probably be sealed at lowaltitudes when climbing, to allow abuild-up of pressure in the cabin andso conserve the compressed air supply.In descending flight the ventilators canbe opened to change the air in the cabinbefore the pilots cease the use of oxygen.The presence of moisture in the cockpitwill only be critical in relation tothe misting over of clear panels in thecanopy and the effect it may have oncertain of the equipment carried. It isproposed to control the moisture in thecockpit by the use of silica gel, eitherby hanging it in bags in locations wheremoisture will be critical, or by suspendingit close to a small circulation fan.Indicators, consisting of strips of paperimpregnated with cobalt cbloride, canbe located near vital equipment to showif the humidity is excessive. Electricheaters will be used to de-mist or defrostlocal areas of the canopy requiredfor vision.The temperature control at high altitudeswill be obtained by movableblinds which will be used to governtbe amount of radiant heat admitted to35the cabin. It should be possible to dispersethis heat in the cabin by use ofreflectors and .a suitable colour scheme.Jettisonable Nose SectionAs stated, the structure of the fuselagenose is terminated at four points whichform tbe attachment to the rear fuselage.The attachment fittings are buihin tbe form of quick releases whichallow the nose to be jettisoned in theevent of emergency. The four fittingswill be linked to a common cable controlwhich will run to levers in bothcockpits so that either pilot can effectthe release. Micro switches incorporatedin tbe releases will operate an indicatorlamp and warning horn in the cockpitif any of the attachments are not fullylocked. It is proposed that, with a viewto safety, the pilots' controls should bemade double acting. The release leverwill be locked with a brass pin whichwill have to be sheared by a secondlever before it can be operated. Allcontrols and connections to the rearfuselage will be so designed th.at theydo not obstruct the release.A stabiliser drogueor parachute isattached to the nose section and ,isautomatically streamed by a static lineconnected to the main bulkhead in therear fuselage when the nose section isreleased. The purpose of this drogue isto stabilize tbe descent of the nose sectionand limit its velocity so that thepilots can leave when lower altitudesare reached:.RiggingIt is considered that with practice,and using specified equipment, 8 mencould remove the machine from its twotrailers and rig it in 40 minutes.A Gliding Holiday in Kentwith the Kent Gliding Club on their new sitea/ Charing on the North Downs overlookingthe beautiful Kentish Weald.Come and !ear.. /0 Fly on a weeks coursefor only 18 gns.Qualified Instructors, dual conlrol GlidersD..tails from:A. L Cosens,Prebbles HiD Cottage, Plucldey.Ashford, Kent

IT'S ALL YOURS-TAEROBATICSHERE is no doubt that just too ofteninexperienced pilots start aerobaticsearlier than they should. This would notmatter much if they were properlytaught, but the combination of bothmistakes can be lethal.Simple aerobatics in a tough old biplaneaeroplane can be done after afashion easily,. but the modern gliderdemands considerably more skill. Them~iQ cha~ge :which has taken place inglIder design m the last 20 years is animprovement in high-speed performance;this is excellent for soaring, but foraerobatics it means that the glider canbe overspeeded very easily. In addition,because of the lying-back position whichis becoming more popular, the pilot hasmuch less sensation of g than when moreupright.It is difficult for someone who hasdone little aerobatics to appreciate whatload he is putting on the aIrcraft and hemay unconsciously associate this withthe force which he applies to tne stick.This can easily result in the glider beingoverstressed through excessive g: forexample, the pull force required toapply, say, 3 g. will for a particular air·craft depend on the trimmer position,and the c.g. at which it is being flown.As well, individual aircraft differ widelyin the stick force per g. most singleseaters being much lighter than twoseaters.Consequently it is asking f

To elaborate on (i) above, rapid backwardmovements of the control columnat high airspeed causes considerable gto be applied. A 3 g pull-up means that,to all intents and purposes, the glider,its pilot and all its equipment is threetimes heavier than normal. Unfortunately,the structure of the glider doesn'tautomatically become three times stronger,so it groans a little, accepts its sadfate and nothing breaks because sufficientstrength has been designed intothe structure of the glider to cope withthis situation. Assuming that a particularglider has a never-exceed limitationof 4 g. this means that any g in excessof this figure could lead to structuraldamage. Any g in excess of 6 could leadto structural failure. It therefore behovesone to wag the stick with more cautionthan enthusiasm at high airspeeds andto ease the glider into any intendedmanoeuvres without recourse to excessiveg. ]f, in an attempt to avoid excessiveg during the pull-up for a loop, azero g flop over the top results, the onlydamage resulting will be to the moraleand a little practice will make perfect.As regard (ii), let us assume that themanoeuvre, a wing-over to tire right, isinitiated vigorously at high airspeed andwith limiting g applied. On the pullup,before aileron is applied, both wingstry to clap hands above the cockpit.However, they are suitably restrainedalthough they are being "strained" tothe maximum permitted by tbe cunningdesigner (who always keeps a little bitin hand for emergencies). With thedownward application of aileron on theport wing, the Lift over this wing is considerablyincreased and at the same timea considerable torsional strain is imposedthrough the wing on to the wingroot. The end result is virtually an attemptby the pilot to twist the wing upand OFF. It follows therefore that aileronshould be used sparingly while theairspeed is high and particularly whenthe situation is aggraVated by excessiveg.A pilot on No. 92 Squadron (the BlueDiamonds formation aerobatic team)guilty of jerky flying because of harshcontrol movements was called a "Yugger".To "yug" was a great crime. Simi-Write to: Dept. SG•• Irving Air Chute of G.B. Ltd•• Letchworih. Herts.37

larly, don't be guilty of the same crimein a glider, particularly when flying athigh speed. There is really no excuse forbeing a silly yugger, especially when itcould result in a damaged or brokenglider.As regards the inverted flying ofgliders there is nothing much to say. No* *club glider has a general clearance forinverted flight. and the unauthorised invertedflying of a club glider could resultin the immediate suspension of thepilot's activities [or his demise-Eo].D. S. BRIDSON.Moonrakers Gliding alld Soaring Club.*'CLUBS do some 150,000 launches a. year between them. About half ofthese are training launches in two-seatergliders, mainly elementary types. Approximately20,000 are done by outsidepeople on holiday courses, which bringsin needed money to the Club and gives alot of people a taste of gliding. Thiseffort has its price in terms of equipmentand instructors used, so it is only sensibleto ask what is achieved from allthese launches.Excluding holiday courses, less than 50per cent of the peop.le who join clubsever reach the solo stage. There ateseveral reasons for this, but the main oneis frustration. In terms of a club whichtakes 40 new members a year, 20 give upbefore solo; assuming that these 20 haveaveraged only 15 launches each, the clubduring the year will have done 300wasted launc.hes for this reason alone.Since active week-end instructors averagesome 150 launches a year each,these wasted launches have equaIled theentire year's work of two instructors. Ifthe club runs holiday courses for outsiders,few of whom join the club, thisconsumes, at least, a third instructor... consumes, at least, a third instructorOf the pupils who start learning, notmore than five per cent obtain what istoday an elementary certificate, the SilverC. Some have been frustrated; someare not interested in soaring, nor become38geod enough; but a big proportion failbecause there is insufficient opportunity,either in terms, of suitable aircraft, butTT""C~ more •.., hecause of the lack of thenecessary training.We have got a gliding movement atthe present time which is spending anenormous amount of effort and energyin gettiQg people to start gliding, andhaving got them, frustrates them, andgenerally fails to teach them to becomeeffective soaring pilots, which is theobject of the exercise.This is the moment for the cry to goup that courses are needed to makemoney. that it is a free country, andwhy shouldn't anyone join a gliding clubif they want to, and anyway some peopledon't want to soar. This may be, but dowe really wish to introduce quantities ofnew people to gliding at the expense ofthe pilot who .is trying to get ori, and tosoar, and of the voluntary instructorwho gives his time and energy at thecost. all too often, of becoming a goodsoaring pilot himself?One of the difficulties in answeringthis question exists because we are all sobusy with our preoccupation to maintain,and increase, that companion toexcessive basic dual the LAUNCH RATE.No one has enough t1mc to think, tostand back and survey the current glidingscene: to peer through the shieldingcurtain of big Nationals, new 15-metres,finest top pilots, and try to find outwhere our present club activity is leadingus. Whether, in fact, we are getting anywhereat all, except becoming increasinglyground fiat by wasteful dead-endwork.Before attempting an answer, weshould remember that in less than 20years gliding has changed from an es-

sentially simple sport into a complex,.expensive and increasingly technical OM.By the word sport, I mean the sort ofgliding that most people did, and not thepundit-fiying of a few. Club fiying was. essentially (J simple sportlimited in scope and was almost entirelylocal (because the low-performanceglider was not capable oI wafting theunskilled pilot very far), aircraft wereslow and light, clubs were small andpersonal. Both pilots and instructorscould get by on a modicum of skill andknowledge, and a slice (1f common sense.There grew up a trad'ition that almostany '-een club members became an instructor.and life went on pleasantly..Since then. clubs have grown larger andmore impersonal, gliders have becomeheavier, faster and more complicated.inexperienced pilots range further, andeverything is much more costly.To get this expensive eqoipment usedsafely, economically, and in a satisfyingway reauires skilled, experienced andtrained instructors. It cannot be done byclub members, however enthusiastic andhard-working, if they do not have asound or broad enough kno,wledge. oftheir s.ubject, have little or no trainingas an instructor. and too often have doneno rea] soaring. But if we contillue tocreate and consume our instructors onthe launch rate treadmill, we cannotexpect to have good ones, and if we doget good ones, we wear them out withendless freezing winch launches givinginstruction to pupils who tbey may neversee again. .. . . lale in the evening39The launch-rate mania has an evenfurther disadvantageous effect on clubprogress. It can be increased only byincreasing the elementary flying~ courseshelp it, more pupils help it. flying onwindy days and too late in the eveninghelp it, and the most satisfactory gliderto do all this on is the elementary twoseater.It must be got into the airwhether it is doing any good there Ornot. So the club's activities are ruled bythe elementary equipment, often at theprice of a balanced fleet and programme.The whole club continues to have aDelementary outlook.The concern with launch-rate stems,of course. from the far-off days ef solotraining when nearly every launch endedWIth the glider at the wrong end of thefield, and an effective organisation hadto exist to get it quickly back aga,in.Now, although many clubs would domore effective flying. and pilot membershave more fun with, say, a tug and fewerand more advanced aircraft, they are sotrapped and enmeshed with trying to dotoo many launches with too many pupilsthat it d"es not seem possible to change.. . lose controlSomehow this distortion of our glidingactivities has got to be rectified. Clubflying, equipment and instructors mustbe geared to the members of the clubwhQ learn to fiy in order to learn tosoar: much more energy and thoughtmust be: given to post-solo supervis.ionand follow-lIIp training; much more tn:nemust be given to the sc:lection and tramingof instructors. We must concc!1'l ourselveswith qua.Iity and not quantity. Weare only a small movement with limitedresources in skill and knowledge. If wecontinue growing, and continue to diluteoOr know-how and effectiveness with increasingnumbers of half-trained pilotstaught by instruc.tors w~os~ own knowledgeand expenence IS Il1 too manycases not enough, we will only have ourselvesto blame: if we lose control of thesituation. We should be warned by the

high-performance gliders which getbroken, often stupidly, by unskilredpilots. and by the accidents to two-seaterswith instructors on hoard which show uptheir lack of skill acod judgment. It is notthat we do not wallt to give flying to as,many people as possible; we, just do nothave the resources to do ,it.Someho,w the financial problem mustbe overcome, and clubs devise means ofcontrolling or selecting their membership(some do already). Even more important,clubs must create a big andtime-c.onsuming programme of instructortraiping, so that these key people, whosetuition is at present given about lowestpriority on the flying list, will be compe,tentto leach members to fly, and properlyuse the expensive equipment thatthey will inevitably get their hands onsomehow. That the problem exists willbe shown if clubs wou1d ask themselvesthe following questions. How many (orwhat proportion) of their club instructorscan give a dear and accurate lecture onelementary theory of flight, can fly aCapstan or other performance two-seaterwell enough to give instruction on it,can give safe dual instruction in genui'nefield landings, understand enough abol,ltaerobatics to know ho,w and when theyshould or should not be done, can givebasi(; instrument or cloud flying safelyand usefully, can teach cross-wind landingsand steep turns really well? Howmany instructors, even C.F.I.s, are genuinelyable to train new instructQrs wellenough to meet today's needs?The problem may seem insuoerable,or at best one which wi'll be difficult toovercome, but it must be faced -if weare not to be overwhelmed by it in thenext few years. Perhaps the first stepwould be to work out how many ,clublaunches are wasted cQnsidering the following-lossof members thJough frustration(hanging about too long beforeflying due to unrealistic flying lists, orbreakdown of launching equipment, etc.),~~~~; ." d£,,y.hm..z~;.:&x~ftl:a:;~~lI.f... breakdown of launching equipmentinexperienced or poor instruction resultingin the le~on needing to be repeated,flying in unsuitable weather for givinguseful instruction, trying to train pupilswhom it would be kinder and more sensibleto discourage from further flying.The total number of such launches relatedto the average amount of workdone by voluntary instructors gives ameasure of what spare time and energycould be available if the waste could bereduoed by some method of pupil selection,and by better instruction. Withoutany neW equipment this time could beused to improv,e t.he flying of post-solomembers, and give advanced fly,ing toexisting instructors.We must, of course, continue to teachnew pilots, but the number must berelated to what can be done properly.'We should not start to te.ach more~ople than we can take right throughto Silver C plus a calculated wastagemargin. With care and intelligence thisshould not need to exceed 25 per cent.~

terested in advanced flying, is not able toteach his pupils to properly and safelyuse soaring gliders, however good he isat tramlining round his own circuit.Money is always a difficult problem,and disposing of the treadmill outlookmay even have to r,esult in some increasein charges, but members would be ableto get real value for their money. Thisis often more than doubtful at the pre·sent time; just work out what it coststhe average club pilot to get solo.ANN WELCH.currently carrying out tests on the Skylarl\4. My hope is that, possibly in ourJune issue, we may print a number of A.curves giving reliable figures for a numberof sailplanes currently in commonuse. This will enable anyone who wantsto do so to produce B. curves for hisown aircraft, by comparison flyingagainst one with an A. curve. I hopethey will send us copies. As for C.curves, we will continue to print them,but ask people to realise they must, withall the good will in the world, be regardedas mainly expressions of hopeand intention.P.A.W.. what it costsPOLAR POLICYHE drive for reliable Polars gainsT momentum. There do exist in vari·ous obscure corners curves which havebeen achieved by irreproachable means,but part of the trouble is that they havenot been so far clearly distinguishablefrom the rest. I want to suggest thereforethat in future issues of SAtLPLANE ANDGLIDING all polars are clearly marked onthe top right-hand comer.A-will imply that the curve is theresult of properly controlled performancetests carried out by an independentbody.B-will cover comparison flights, madeagainst aircraft possessing an A. curve.C-will cover all other polars, includingcalculated ones.Osnv is about to publish a series ofpolars resulting from tests carried out bythe F.F.M. Institut fUr Segelflug underthe control of Dr. Hans Zacher. Thesewill include, amongst others, the Ka-6CRand the Skylark 3F. In our Spring 1951issue appeared some polars achieved byB.G.A. Flight Test Groups No. 1 and 3,including the Weihe. No. 3 Test 'Grouphas produced an A. class Polar for theSkylark 2. Dick Johnson in the U.S. is41Since the above was written, Mr. K.­H. Doetsch and Mr. D. Lampard, ofthe Aeronautics Department, ImperialCollege, Prince Consort Road, London,S.W.? (Te!. KEN. 5111, Ex!. 2845), havekindly undertaken to deal with all performancedata sent to them, with a viewto categorising the resulting polar curves,which may then be published in SAn.­PLANE AND GLIDING.BACK or SEAT TYPE NYLONP~~tLPARACHUTESRecently released SEAT TYPEatr.by Air Ministry,£8 10s.10/·inspected and re-u.1e.packed by Sky BACK TYPEdiving experts-"".10/·ready to use~ £10 10s. u.1t.Anti-kink CAR TOWING CABLEa~ approved and used by lasham GlidingSociety, breaking strain 2.160 tbs.6,000 ft. per drum-only £35 per drum-carr. eldraReconditioned R.A.f. Steel grey Lightweight(1'1__......,p. & p. 3/1>SUITSFLYING 42/6.nd height)STOCJCS Of HIGH AnlTVDE USA FLYING OYtRAUSTROUSERS. GlOVES ETC. S.nd L". for leaIl.'TARPAULIN & TENT MfO. Co.101-3 Brbcton Hili London S.W.2relepllen. TULs. HUt 0121 (~ li"••)

N March of 1963 I had the opportunityto fly the Sisu lA. It was aIthrilling experience because very fewpilots get the chance to fly a Sisu or anyother high-performance sajlplane of thisclass.I was going to fly the first productionmodel at the soaring site of the TexasSoaring Association, six miles south ofGrand Prairie, Texas, - the sailplanethat Richard H. Johnson did so wellwith at the world Soaring Championshipsin Argentina.Dick came out to the airfield to bephotographed with the Sisu. Beingrecently back from Argentina he talkedto us enthusiastically about the superiorquality of the Sisu compared to thesailplanes he saw there. After winningthe Nationals at Elmira with his newSkylark 4, he still thought the Sisu wasthe finest of all. So did Adam Witek, ofPoland; when I asked him which sailplanehe would want the most,. he said,"The Sisu, the Sisu," and his eyes litup with admiration.I saw all of the Nationals and, amongother things, the most impressive sightwas sajlplanes crossing the starting line.With the exception of the HP-l 1 andHP-8, there was no other sailplanecrossing it in the arrow-like way as theSisu's did.At first glance one may wonder anddoubt the claimed performance figures.The tiny wings, the delicate tuselagekeeping doubt alive, till one moves closeand runs fingers over the surfaces ofwings and fuselage, realizing at oncethat a perfectionist was at work.If we compare wing dimensions withthose of some other high-performance42sailplanes our first impression seems tobe justified.Span Area Aspect(ft.) (sq. ft.) RatioSisu lA 500 108.0 23.1Ka-6 49.2 133.4 18.11-23H 50.2 160.3 15.6Breg. 901 56.8 161.4 20.0The cockpit has enough head and legroom to feel comfortable after a longcross-country flight. Flap and airbrakelevers are situated in staggered positionson the left side of cock9it within easyreach of the pilot. No contortionism orexcessive strength is required to operatethem. Visibility is superior to that ofany other single-seater I h'ave everflown, and gives distortion-free view forthe pilot where it really counts, right infront.Leonard A. Niemi, the designer, gaveme a short briefing before take-off. Onthe second production Sisu I had seenand heard a sound system warning devicewhich indicates if the landing. wheel isnot ont in a locked position. Since thismodel had none I was concerned, butLen assured me there had been a landingmade on the belly without damagebefore.With half flaps in a 20 m.p.h. wind ittook a run of only a few feet till wewere airborne. The tow hook is locatedclose to the centre of gravity line ofthe ship and for this reason the Sisusits perfectly on the towline. The cockpitis extremely quiet. Control movementsand responses are naturaL Tworubber bands fixed to the floor providedadequate trim controls whenmanipulated- over the stick. However, analuminium rod placed over the stick

with up and down movements is in allSisu 8's now for trim control. The wheelis retracted while on tow. After releasingfrom the towline, the tow-hookspoon was retractw back into the fuselage.Now only the small tail-wheel wasleft as a drag-producer.In tree flight, as I tried turns atdifferent angles of bank and speeds, thewing stayed motionless, unbending, anddid 110t develop buckles on the skin likeother metal sailplanes I have flownbefore'. Roll rate is excellent. Controlforces were light on aileron and rudder,but required higher preSSUFe fore andaft. Airspeeil built up rapidly in ashallow dive as I pushed it up to115 m.!,.h. Withtbe following wind wereally moved like never before.L.anding is quite straightforward withfull flaps and airbFakes open. The airbrakesare less effective than those onother sailplanes I have flown withLID's over 30, probably because ef theirsize and the aerodynamic cleanliness onthe willgs.Sisu is a Finnish word meaningstretllgth, integrity and stamina, but besidesall these it represents beauty,gracefulness and, above all, dedicatedworkmanship to me. It amazed me tosee how perfectly all parts fitted andclicked into position, whether put togetheror When slid into the' snuglydesignedtrailer. . .With the Sisu lA designer-builderLeona.rd A. Niemi has created for thesoaring world a sophisticated (dreamlike)and price-worthy Cacfillac. This superbdesign of Swiss watch precision will en­to capture all single­able Sisu owner~seater records there ar,e.Wish 1 Iwd a Sisu!CORRECTION to Mr. Aldott's artitIe"2-32" in the December issue, p. 457:the machine's take-off speed is 43 m.p.h.(63 k.p.h.), not 63 m.p.h.FShowing clean line of fuselage with wheel retracted. Dick Johnson flying.Ireland to ScotlandOR the first time the Irish Sea hasbeen crossed by sailplane from westto east. During the last week-end of1963 Fig. Off. Dmitri Zotov, a NewZealander serving with the R.A.F., tookoff from the Red Hand Gliding Club atBallykdly in Northern Ireland at11.45 a.m. in an Olympia 2B, and flew130 miles to a 1anding at Crianlarich,on the Stirling-Obon road in Scotland,at 2.30 p.m. On the way he climbed43t.o 14.000 ft., the second high.est altitu~ein Irish gliding. He was ta~~ng part ma joint wave-soanng expedition by _theRed Hand Club. the Vls-ter Gliding ClubThe first crossing in the oppositedirection was made b,y Charles Ross ina Skylark 3, in wave lift from the.ScottishGliding Union to Toome ,31rfieldvia Portrush on 3rd February, 1963 (seeSAILPLANE AND· GLIDING, April. 1963,p. 76). The narrowest seacrossif!g is 13miles from or to the Mull of Kn1tyre.

ENCOUNTERSWITHEAGLESby MAX HOWLANDExperiences while soaring at Cornwall Station, Qui/pie. Queensland:from "Australian Gliding"AFrER working up past 2,000 feet,down below I spied a thermallingblack bird that was flapping as wellratheran unusual combination I thoughtat the time; and with its appearance beganthe most interesting-and worryingweekof flying I have done for a longtime.Philip Wills wrote of places where nobirds fly. We were soon to learn thatQuilpie was a place where wild birds fly.My visitor was an eagle, and he, like hismates that appeared every time we thermalted,objected very strongly to ourpresence in the air. Over the period, inbetween hold-ups due to the rain, weflew about seven hours in the Ka-6 andwere subjected to so many separateattacks that I lost count.If the same bird always keeps to theone area, at least half a dozen formedtheir attack group. Eagles to me had beenbirds that attacked sailplanes on very,very rare occasions-generally, I thought,only when they both wanted the samesmall section of the thermal. MarjoriePeglcr had told, though, how she had hadto manoeuvre violently in the Cessna tomiss one that came straight at the prop,feet down in the attack configuration.She was concerned about them even beforewe flew. There were two of us concernedabout them after I flew.I learned a lot about eagles very quickly.The books said the wedgetail is thelargest e;;l.gle in the world-and I canconfirm that a six-footer passing a foot ortwo over the canopy after a head-on passcertainly does look big. Their method ofattack is to lower their legs and strikewith the two razor-sharp rear talons. Thestation folk say they are cowards-theyfly up into the air while their nests "rebeing robbed-they are often chasedaway by wagtails. That might be so,but it wasn't the eagles that were44reproducedfrightened this time.In the air I soon learned that an annoyedeagle makes a loud squawk, soloud that it can be heard clearly evenwhen the eagle is out of sight behind. Inthe pictures we see of the bird sittingmajestically on a dead limb, the hockedbeak seems to give it a rather disdainfullook. In the air. when they squawk, thebeak seems Quite different, and it is surprisinghow wide it opens.It was not a case of their attackingonly when we occupied their thermal. Ifthe .sailplane was circling they would flystraight to the thermal from miles away,then climb up in it with power on.Sometimes they were satisfied if the planeleft the thermal and flew away. At othertimes they were not. They were politeenough, that when they came in pairs,they took it in turns to attack. One at atime was bad enough, and even thoughI had decided to try thermaIling in spiteof them and to take little notice they didmake my centering rather ragged.The eagles seemed to be rather individualistic.. Thejr method of attack variedso that there was no question of it allbecoming monotonous. However, once amethod was begun, it seemed to continuefor all that flight. One came from behindthe wing; others kept behind where theywere usually out of sight. The mostspectacular was a pair that positionedthemselves about 30 feet up, seemed toroll, and with almost closed wings, camestraight down to pull out just above thewing and disappear befiiod. The oneattack that was consistent was when wegot into such a position that we werebead-on. Then the feet went down andthey came dead straight. It was the sail~plane that had to deviate at the lastmoment to, avoid impact.Of course, I wasn't foolish enough tothink I could out-manoeuvre them.. Any

doubts on that sCOre were removed afterseeing thejr skill during the vertical dives.but as we were trying everything else, Ihad to see what would happen. As Iti~htened the circle they seemed to staywIth me, but every time, no matter how Ihandled the plane they soon got out ofsight behind. They made no attempt tocome straight in, but just circled with me-playing. I am satisfied they could havestruck me at their leisure. The worryingquestion was, as their techniques wereDot consistent, just when they woulddecide to do so.Marj (owner of the Ka-6) was negotiatingto obtain a starting pistol, but in theabsence of this means of making a loudfrightening noise we tried the divebrakes. The noise didn't worry them.We had a good look at the nose of theKa-6. but decided Harry Schneider hadleft insufficient room to mount a shotgun.Still, if we couldn't shoot them fromthe air, perhaps we could from theground. Marj had been very pleasedwhen she picked up a thermal from 400feet but not so pleased when the eaglejoined her at 900. At 700· feet the shotgunand the 22 were ineffective, but the222 could be a different matter. Marj wasinsistent that I have the rifle ready whenIVE world records and one BritishF record have been broken in SouthAfrica and now await homologation.On 25th December E. "Beet" Dommissein a BJ-2 went round a 5OO-km.triangle at 65.9 m.p.h. average, beatingR. R. Clifford's official record of44.36 m.p.h., and Anne Burns flew roundthe same course at 63.4 m.p.h., claimingthe first women's record in this class.The first multi-seat record for the5OO-km. triangle was claimed by theRecords broken in South Africabrothers Helmut and Heinz Sorg, whoaveraged 51 m.p.h. on 7th January. Nextday a pilot named Jackson (no furth~rparticulars) made a goal-and-return flightof 429 miles, beating Jan Wroblewski'sworld record of 421.8 miles.Anne Bums averaged 59 m.p.h. rounda lOO-km. triangle, beating the women'sworld record of 57.85 m.p.h. by AnnaSamossadova (U.S.S.R.).Anne's husband, Denis Burns, in aStandard Austria, averaged 60 m.p.h.round a 300·km. triangle and beat Tony45she flew.I wasn't so sure - stray bullets oreagles? I reckoned the marksmen andwomen had less chance of hitting me byaccident than they did of hitting theeagle on purpose, and I didn't reallygive them much chance of doing that.Although we did have a lot of funjesting about eagles on the ground, wetreated the subject seriously. However,unless their pugna·city is due to thebreeding season, they are a real problemto soaring in the Ouilpie area.On my return home I wrote to anaturalist in an endeavour to get informationon their flying habits. 1 told himthe story in some detaiL His reply wasrather brief. The eagles. had been usingthe air longer than I had, he said. Idon't think these partioular eagles hadbeen, and I won't recognise that eaglescan pass on the air as an inheritance totheir descendants. He also said they wereonly looking at me!I would appreciate any informationfrom others 'that have been subject, toeagle attack; whether contact was made,time of year, pattern of attack, action bypilot and so on. This could be sent toMax Howland, Flaxton, via Montville,Queensland.Goodhart's British National record of48 m.p.h. Hans Bottcher, in a StandardAustria. heat the German nationalrecord for a 500-km. triangle.WORLD'S RECORDSHOMOLOGATEDThe F.A.I. confirms the following:­Goal Flight: Alvin H. Parker(D.S.A.), in Sisu lA, 487.24 miles.Goal-and-Return: Jan Wroblewski(poland), in Foka, 421.85 miles.Multi-seater lOO-km. Triangle: ArkadyKovcbirko (U.s.S.R.) with passengerin Blanik, 62.34 m.p.h. .Women's records, all in Poland WIthFoka or BOOan :- Single-seater, PelagiaMajewska, Goal-and-R;eturn,284 miles, and 3OQ-km. TrIangle,47.03 m.p.h.; Adela Dankowska, 3OO-km.Triangle (completed later same day),51.44 m.p.h. MuitioSeater, Distance399.46 miles, Out-and-Return 260,54miles. 300-km. Triangle 55.00 m.p.h.

TheSixthAeronauticalArtExhibitionAndCompetition

F* * *IVE HUNDRED people had visitedthe club's most successful Exhibitionyet when. it. closed on 30.th November.Thirty pamtmgs and drawmgs were soldby the 37 artists who exhibited 94 011,watercolour, goache, poster, line, penciland crayon works. .Many V.l.P.s were at the preVIew,including Professor limmy Edwards andAir Chief-Marshal Sir Dermot Boyle."Terence Cuneo officially opened theexhibition and presented the prizes forthe competition, the judging of whichwas again done by R?y Nock~lds a~dDavid Shepherd. As bnefly mentIOned Inour last issue the prizes were awarded asfollows:Tbe Challenge Trophy:lobn Palmer-best over-all entry (No.20, Ice Patrol).Class 1: OilsGliders. 1st, Margaret Kahn (No. 17Cumulus Ahead).2nd, Ann Welch (No. 31, TwoGliders).Powered Aircraft. 1st J. Palmer (No.20, Ice Patroll.2nd, R. WiIlbie (No. 32, The Intruder).Highly Commended. D. Eeles (No. 10,Tiger Moth).Class 2: Water colour, Poster, Goacbe1st, A. Achard (No. 55, Whitley).2nd, V. H. Veevers (No. 59, Comingin to land).Highly Cornmended. T. Wykes (No.90, Mischievous Pop; No. 91, TheFriend in Need; No. 92, FokkerFodder).Class 3: Line, Ink, Pastel, Crayon, etc.1st, N. Hoad (No. 82, Victor).2nd. T. Shreeve (No. 87, Box Kite;No. 88, Bleriot XI; No. 89,Caudron).Best First Ento' :R. Molesworth (No. 73, C Flight; No.74, National High).Ray and David have very kindly writtenus the report which follows.Y.C. B.47Judges' ReportR " OY and I were delighted to he askedto judge the exhibition again thisyear and we were most impressed by thequite remarkably high standard of thepaintings-a great improvement on lastyear. We must congratulate the organiserson the presentation of the picturesand this was further emphasised by theall-round improvement in framing. Myremark last year about the unfortunatetendency on the part of the amateurpainters to go up to the attic and stripthe mahogany frame off Granny's portraitseems to have had effect!Looking at the collection of works asa whole, the outstanding failing was thatold problem once again of the greens.The best advice we can give on this isnever to buy any tube of green if onecan avoid it. It is alw~ys, in our opinion,better to restrict oneself to as ftw coloursas possible anyway and mix one's own;certainly this applies to green, whichcan be made far lovelier from variouscombinati01ls of bJue, brown, black andyellow, than any of the artificial greensout of a tube. In any case, rememberwhat we said last year-d6es it reallylook green when you are flying overEngland?Two paintings in this connectionwhich spring to mind were NormanHoad's No. 11, "Comet 4 taking offfrom Hong Kong", and No. 38, "Anearly bird", by R. G. Deane. NormanHoad had the most terrible colour inthe runway grass and this was badlyapplied too. The large sweeping brushmarks all following in perspective theline of flight of the aircraft were crude.This was a great pity as this, togetherwith the niggly way he painted the distantskyscrapers and shipping in theharbour. ruined an otherwise excellentpainting. By "pushing" the tail of theComet behind the wings he captured avery good feeling of three dimensions inthe aircraft but this was counteractedby the background which came rightforward. If only he had made it fainterby smudging his finger all alng thehorizon he would have pushed It away.This point applied in so many paintings."The Prospector" and "FinalGlide", Nos. 25 and 26, by ArthurSpeechley, were spoilt by the nasty hard

A Matching moustaches: Professor"Jimmy" Edwards cOllfronts JohnBlake."Ice Pa/rol":the winning pi(;/ure •by John PalmerWilbie andTop right: Terence CUlleo handing the trophy 10 John P,Middle right: "Green Ball"' by Elizabeth Hargreaves.Bottom right: The Judges talking to Margaret Kahnshal Sir Dermot Boyle..All ptIOIO'""KJ by

Id Air Chief Mar-COurtesy 0/ FUgh,.

its 'of black, which broqght tbedistanthmdsca'pe far too "near". Otherwisethese pictures had considerable merit.In Tom Eccles's "V.C.IO"·, No. 9. omedidn't rea.lly kmow if it was a pa~ntingof a V.C.lO or a patchwork of fields.This point of two centres of interest isa trap which many amateur painters fallinto. Decide what you are going to paint,and then make everything else secondaryto it. When we gave our informal talkon the paintings. someone said in connectionwith this painting-Uhe hasn'tpainted in any road". This illustrateswhat I mean so well. The eye shouldhave gone to the aircraft, but insteadone was worried by this frenzied background."Field Landing", No. 4, by Pat Armstrong,was a good first attempt and anexample of the seemingly insignificantlittle painting catching the eye. But thiswas an example of lack of knowledgeabout texture of paint. Don't paint trees.aircraft and clQuds all in the same degreeof texture. How can they be, whenclouds are vapour, aircraft an metal, andtrees something in between? John Palmercould well note this point too in his"Escort", No. 19. This was more interestingmaterial than his prize-winning"Catalina", but ruined by the thickover-painting. This is a very bad habitin my opinion. In "Escort" he hadpainted the sea, coastline. fields andclouds on top of one another and then,on top of all that paint, put a Hurricane-with a horrid result, as you oould seeit all undcr the fuselage of the aircraft ingreat ridges of pa,int. At least the aircraftwere "doing something". This is anotherpoint worth mentioning, and this is whywe gave a prize to Ro-n Willbie's "Mosquito",No. 32. A Achard's "Mosquitos"in No. 54 were far better Mosquitostechnically but they wer·e S0 uninteresting.Similarly in Nos. 90, 91 .and 92,Terence W'ykes has a great deal to learnabout drawing blJ,l we would far preferhis pictures, for pictures are what weare painting, than Harry Cooper's "Mosquito"and "Silver Star", Nos. 6 and 8.though these were most professionallypainted.What to say in the space availablewhere there was so much to commend!John Palmer's 83, 84 and 85 were quiteexcellent-beautifully framed; he shouldknow the value Qf his work better. Oneguinea scarcely paid for the delightfulmounts and frames. Fiorello Tosoni hada nice story-telling picture in his "Takeoffinto sunset", No. 27. This fired theimagination as a picture should, but his"V~llcans" were even worse than lastyear! We wanted to give a prize toDavid Eeles.' "Tiger Moth", No. 10. This"Silvel' Star" byHarry Cooper50

"National High", by R. Molesworth.was a masterly example of boldly placingjust one aircraft in an otherwiseempty sky landscape and making it interesting,but he ruined it with his horridred which would creep into tbe clouds.V. H. Veevers ~mce again displayedhis skill as a watercolour painter in his"Coming into land", No. 59-cloudspainted just as they should be-but his"Cross-Country", No. 60, was spoilt bythe niggly chickens and superfluous detailA. Achard's "Whitley", No. 3, deserveda prize. He captured the coldevening fe'eling of a wartime bomberstation.Brian Withams has a gTeat deal oftalent, but nevertheless his "Wapiti onPa1.!ol", No. 34, "Admiral's :Barge", No.35, and "Cosmic Wind", No. 36, justfailed being excellent. His two-seaterHunter was uninteresting. Although itmay sound silly, get some interest into apainting like this. Don't just paint itsitting on a runway. Paint one of thetyres fiat, or do anything to make peoplelook instead of pass by unmoved, howeverwell painted it is. And yet even withthe interest of his comical line of camels(he's seen the film of Lawrence too, obviously!)in "Wapiti on Patrol", thepainting' would have been better withjust the very well painted Wapiti; or atleast smudge over the line of camels toput them in the distance.We would like to mention so muchmore. We seem to have been very critical,but it is said that artists are nevertold anything good about a picture as itis assumed they know the good points.This is definitely the way to learn and,again, we both. thought it was an exhibitionfull of interest and goo

TAKE TO THE HILLS THIS YEAR'BOOK YOUR HOLIDAY AT SUTTON BANK NOWPrivate owners especially welcomeCan you afford to miss the following?MILES OF FABUlOUS HILL SOARlNG:STRONGEST YORKSHIRE THERMALS:Fully Residential, licensed clubhouse, with central heatingFor full jnformalion and b.ookings, wrile 10:The Course Secretary,YORKSHIRE GLIDING CLUBSutton Bank, Thirsk, North YoJ'kshireTelephone: Sutton (Thirsk) 237The 1.51 trailer:-Training Courses for novicesWAVE FLYINGAERO-TOWINGThis hail~ has been espedally develop,d for the 1.51. It is light (650 Ibs. empty woight). ,hong and slable.Rubcry Owen 10 cwt ca~city torsion bar suspension is used. Th. drawbar pivots for unloeding oper.tions.E.xJ.io:, gt._de birch ply is YsH ill the construction.The wings and fus.lagearerail stowed, and an Joading operations.,. conducted entir.lyfrolft outsidothelrailar.P,ico in U.K.•",·wo,ks, a"npld. with spere wheel, and .11 fitting, _nd h"o.Ueys for T.51.-£~50Or, unpAinted, and without lighl5 01 wiring. hul olhltfWis. as .bo....:-[21 STrailers are still ."ail.ble for T."'. T.21, and Skylark ... Details on application.Slingsby Sailplanes Ltd. Kirbymoorside, York52

The SlingsbyDART.Standard Class SailplaneHE prototype of the Slingsby T-51T made its first flight on 26th Novemberat Wombleton Aerodrome near themanufacturers' works. In the three followingweeks an intensive flight test programmewas completed and the aircrafthas now been submitted to the BritishGliding Association for its CertificationFlight Tests.Slingsby's hope that the first of theproduction aircraft will be availableabout mid-March and that a batch ofaircraft will be fiying in this year'sBritish Nationals.The prototype in its crimson andwhite finish is a striking aircraft. Thelines are clean and there is a markedabsence of outside excrescences. Thefuselage is long and thin and judgedby the usual Slingsby standard, thetailunits are small. This is explainedby the long rear fuselage, and by thepositioning of ,the tailplane well aftof the fin. The general arrangementand size of the cockpit is the sameas the Skylark 4 although the fuselagedepth is reduced by four i!1ches.The layout of controls follows conventionallines. The control column israked back so as to give plenty ofclearance on the pilot's body. The rudderpedals have an improved system ofquick adjustmenL The trimmer controlis positioned to be operated by thepilot's left hand. The instrument panelis mounted on a pedestal which comesup, between the pilot's legs at the frontof the seat. Sufficient room is .available'WINTER' BarographsSturdy and Reliable(used on lalest World Record Distance Flight)Height Ranges available:0-6,000 m., 0-8,000 m., 0-10.000 m., 0-1;l,000 m.Delivery approx. 6 weeksU.K. Price £38.0.0 (Duty paid),-----------'1--'· ...'. -~:::...;:::_ _.c.t·.tt:·;·..:'···.. ·!... \'1'_ I" .· -.: .:'.. \ i.· ,~ . z---- '!; to • I __~,'MUNRO' Air Speed IndicatorsCalibrations 20-130 or 20-'50 knotsConform to A.R.B. r$QuirementsDial diameter 3%". Prompt delivery.Price £11.0.0. Packing & Postage extraWrit. lor l.all.1s to th. Sol. S.lling Agt1llSTHERMAL EQUIPMINT LlMlnD33b II;ccleston SquCUD, London, S.W.l53

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TATEGALLERY ,'740THEKRONFELDCLUBBASEI1ENTECCLESTON5QV"RE . SWIy the time yOll read this the strncturalrepairs to the club should beBnearly complete. This includes the relayingof all the floors, putting in a newwindow in the lecture room, neW ceilings,complete re,wiring, the building ofnew cloakroom facilities, etc. FrankKinder's interior design for the loungeand new bar has been much praised.One can see that it is inh;nded that theclub be made as comfortable and luxuriousas possible. Indeed all this hasonly been made possible by the keensupport of our members and friends tothe appeal launched in June last. Ourtarget of £~,OOO for the actual rebuilding,md refurbishing has just beenpassed, but because of the huge cost ofthe re-wiring and the fact that we donot wish to lower our standards of comfortwe do need a further £300 quicklylTI the form of either loans or don'ltions.If you have not already contributed orfeel you could help further we shouldbe very pleas~ to hear from you.Ov,er the past month weekly Wednesdaylectures have been continuing atNo.. 71 Eccleston Square. thanks to theNatIOnal Playing Fields AssQciation, butwe do apologise to members for the inconveniencecaused during rebuilding.SUbscriptions were all due on the 1stJanuary and the rates aIe now as follows;General Membership £2 (marriedcouples £3).Overseas and Country Membership £1(married couples £1 lOs,).I In the following lecture list the fol­_owmg are worth particular mention.Group Captain Norman Ryder, SecretaryGeneral of the Royal Aero Club,Who won the London to Paris Race in.~959 will be giving a talk on it entitledFOllr Fast Men'''.Another very -popular speaker who IS55coming again is Peter Brooles who willbe giving another of his historical talks.. J:

Upward Boundby BRIGADIER GEORGE CHATTERTONHE whole idea was really born in ~heT Mansion House when Sir FredenckHoare was Lord Mayor of London from1961-62.During his year of office he took ashis theme "Leadership and Youth", andas his Honorary Organiser of AppealsI had the remarkably interesting job ofdeveloping his theme and of studyinghow best he could give suppo.rt, if andwhere needed.The Chairmen of every NationalYouth Organisation, representing betweenfour and five million youngpeople, were invited to the Mans~onHouse and asked there and then to givetheir ~iews, and later, after consultingwith the young people themselves. towrite and inform the Lord Mayor of theviews of youth itself. .To sift the data that poured ID, I setup a small committee from whichemerged one really clear point: the almostunanimous desire by the youngergeneration for older people with specialisedknowledge of any kind to be preparedto pass it on through. lectures. orpractical instruction at a pnce possIblefor the average young person to pay.This idea interested me deeply, and havingbeen an aviator from a young age, Ihad for many years longed to see moreyoung people in the air, kno~ing .thatthe day one goes solo Will remam uDlquein the memory of any man. During fhewar I 'commanded a special airborneforce in which the men were all poweredaviators and glider pilots, and knowingthat some of them were still as keen asI to do something with our knowledge,I got together with them and suggestedthat we should form a gliding centre foryoung people betw~en the ag~s of 16and 21 with the aim of sendmg themsolo to' the standard of British GlidingAssociation B Certificate.The men I approached, who had beengliding instructors since the war, showedimmense enthusiasm for the idea; :butenthusiasm and good ideas are notenough, and' we have had immense difficultyin making the scheme a reanty.56After approaching several Trusts withoutsuccess, I wrote to the Duke of Edinburgh,who referred me to Mr. PhilipWills, the chairman of the British GlidingAssociation. His interest was immediate,but for the first time I learned ofhis battle with the Ministry of Aviationwhich caused me to understand exactlyhow difficult my own task was likely tobe. I was warned that I should never findan airfield, for land nowadays is morejealously guarded than gold. Otherpeople warned me that perhaps youngpeople might not be interested; andfinally, how could it be run at the pricewe were suggesting-I? 100.-to reachsolo standard in between four and sixweek-ends?This was a challenge to us all, andthe more we worked on the scheme themore we became convinced that somethingof real value to hundreds of youngpeople could be founde.d,. if only wecould get over the initial hurdles. Thedead hand of bureaucracy lay heavily onour efforts. but the men with me are notthe type to sit down and take "No" foran answer, and finally they came in contactwith Messrs. Airtech, the owners ofCARAVANSFOR HIREFullyequippec! and comfortableWhy not live on the t drome?Distance no object!from -Quotations on requestSANDHURSTCARAVANS LIMITEDconege Town, Camberley, SurreyPlrone Camberley 4005Coravans hired forGny occasion

Haddenham Airfield near Oxford, whoshowed enth'lJsiasm and understandingof the whole concept and allowed us theuse of their airfield. This finding of abase was the biggest problem, and ourvery sincere thanks go to tile Chairmanand Directors, without whose supportUpward Bound might st'ill be only adream.The next serious problem was how toobtain the necessary financial supportand to buy the initial equipment. Fewpeople will sup~rt a vision, and fewvisions call become a reality withouthard cash. We knew that the suppertfrom young men and women would beoverwhelming, for we had tested thegroUnd by sending out a pro forma inthe o.xfordshire district with the question"Are you willing to pay £7 10s. for agliding course with the aim of reachingsolo standard,?" The reaction was startling.With the airfield promised and theyoung people straining to start. I decidedto take a cham:e and to delay no longer.I se.nt a cheque for £500 to Arthur Proctor,the chief flying instructor, with instructionsto buy a second-hand gliderand winch, Shortly afterw.ards I took SirFrederick Hoare, who had been fromthe outset a great supporter of the wholeidea, down to Haddenham, where a fewyoung people were already beginning instruction.He was so impressed that immediately.on the airfield, he wrote outa chequ~ for £500, and within a few daysaOD1her friend of mine followed suit.From that moment Upward Boundwas a reality, and now every week-endfrom dawn to dusk the 12 boys and girlsWho are on the course are thrown intothe air with highly expert instructors,who not only know the exhilaration andpleasure of flying, but have also ·experienC.edthe drama and almost suicidalrisks of the feats they were asked toachieve in the war. These men act in avoluntary ca.pacity, givililg their servicesevery week-end,. because they enjoy it;aD~ for this reason the people beingtramed catch their enthusiasm and everyCOurse is now full until August 1964.. The idea behind the Upward BounDIS to make young people air-minded alJdto .instil into them the spirit and f1e)\,ibllltyof an aviator. During the coursethey are not spared, but have to workhard, both mentally and physically in57bivouacthe wrist wa,tchthat tellsTIME, ALTITUDE &FORECASTS WEATHERCreated by Favre-leubaof Geneva, this is theideal watch for sportsmen; including sports andglider pilots, skiers. mountaineers, campingenthusiasts. hikers and pony trekkers. Foranyone in the services it will be a prizedp055essiQn£S~.10.0A.k u. /0' /ull detail.~ DEMBO. 6 PARK STREET,BRISTOL 1Telepho"", 8,i.tol 2·3831

all weathers, and to this they n:spoodapparently with great enjoyment. Thecourse, which is fully comprehensive, includingsimple aerodynamics, airfield disciplineand ainnalilship, is the same forboth boys and girls, and their enthusiasmand quick ability is inspiring. I am convinced'that there can be no better trainingfor anyone than to be forced to pullout of himself the intelligence, selfn~liance,sense ef judgment and couragewhich is required when for the first timea man finds himself alone at the top ofthe winch 700 to 1,000 ft. up', with thechallenge of bringing the glider safelyto land on the airfield. In this singleaction, achieved successfully for the firsttime, lies inclusive a change in the personalityof an individual which will servehim for all time. The first solo flight isthe great moment of testing, and althoughmuch lies ahead, nothing can.ever be quite the same. Further coursesin the finer arts of flying will be arranged.Soaring and cross-eountry flyingand refresher courses will be held eitherat Haddenham or at other gliding clubs.This is a flying age, yet never has flyingfor the individuaI been more discouragedthan it is in this country atthe present time. Light plane flying isprohibitively expensive and the AuxiliaryAir Force squadrons are no more forthe voluntary flyer. The Ijght aircraft andglider industry are stru,ggling to existwhilst other countries are forgirtg ahead.Air space has become Government propertyand again the dead hand comingfrom office-chair wallahs can be seenkilling incentive under the pretext ofthe danger of. air collision.I was recently infonped by a famousnewspaper that last year backing wasgiven to a very limited extent for alight aircraft disp~ay on a certain airfield.The enthusiasm was so great that 160,000people turned up, and as a direct resultmany flying companies such as B.E.A.found. their passenger loads markedlyincreased. This year the paper will fullyunderwrite the display and it is estimatedthat about 250,000 people will attend. Imention this because it shows the deepinterest s.ho'wn by the public in lightaircraft, if any opportunity is given, andI am convinced that very many youngpeople are .deeply interest'ed in learningto fly.58Speedwell Works. Bosden Hall Farm.Hazel Grove. CheshireTelophone, Stopping Hill 5742Upward Bound is only a beginning, atiny ripple on the pool; nevertheless, weare fulfilling our intention and even withour present equipment, by the end ofone year, at least 100 boys and girls willhave learnt the remarkable and shakingexperience of going solo, and with aBritish Gliding Asscciation B certificatein their hands can look forward with anew confidence.Our other intention is to give everysupport possible to the British GlidingAssociation and to all gliding clubs in'the British Isles. We are, of course. justyoung and .new as a peacetime organisation,-but it is my earnest wish that our"elders" will look warmly down uponus, and to help us, knowing that we areat all times deeply dedicated to the bestthat the air can offer.1 would like to make one final observation:I have been linked to the air asan aviato.r for the past 30 years, dmingwhich time we have all wimessed themost dramatic advances. During the wargliders were used to carry more than7,000 tons of men and equipment, land·ing by night as well as by day in themost hazardous circumstances. Havingdone both, I know that the principle offlying is the same-the same judgmentand the same anxiety, with the samesense of achievement after 'the landing.Members of the Glider Pilot Regimentwho are now the instructors of the UpwardBound were ruled by a great senseof adventure and self-discipline whichthey wish to give to younger people inthe belief that they in their turn willensure that this country will fly forwardwith adventure and not stick for everwith their feet on the ground.Information from Upward Bound. 78Hami/ton Terrace. London, N.W.S.

APilots'RatingList1964new rating list based on a revisedscheme prepared by tbe FlyingCommittee is published below.At the time of writing it is not certainwhether or not it will come into forcefor 1964. But by the time this appearsin print, a final decision will have beentaken and everyone affected will havebeen notified.30th December, 1963At a Council Meeting earlier this year,it was agreed that the Flying Committeeshould consider the method of calculatingthe Pilots' Rating List. At theCouncil Meeting on the 13th November,it was unanimously agreed, in the lightof experience, that the Scheme neededurgent revision, to take effect from the1st January, 1964, and the following wasadopted on the recommendation of theFlying Committee, who bave metseveral times this year to consider allsuggestions and criticisms received bythem. Council fclt that the new schemewas based more on current flying record,provided for an interchange of pilotsbetween Leagues, allowed fresh bloodinto League 2 and was more equitableto Team Pilots.I. Each competition is taken at itsNOTHJNG BUT THE BEST ....•• IS GOOD ENOUGH FOR YOU* REPAIRS * TEN YEAR INSPECTIONS* OVERHAULS * RE-SPRAYING, ETC.Carried out at Reasonable ChargesSouthdown Aero Services ltdlasham Airfield. Alton. Hants.1.1",1'1on. He"iard 35959Yearoriginal value, less the usual devaluingof 10% per annum. (Except inthe case of a year with no Nationalsthen the pFevioll5 Nationals holdtheir value until there has beenanother, whereupon the scores aredevalued 10% for each year past.)Compe.lilion1963 Nationals League I1962 Nationals League 11961 Nationals League 11963 Nationals League 21962 Nationals League 21963 Bicester1963 Norfolk1963 London1963 Northern1959 Nationals League 11961 Nationals League 21962 Lasham Soring1962 Norfolk Easter1962 Bicester1962 Midland Easter1962 Dunkeswell1963 Dunkeswell1961 Bicester1962 Northern1959 Nationals League 21960 Perrarrporth1960 R.A.F. Inter-Command1960 Inter Services1960 Dunstable1963 Midland1963 East Midlands Spring1963 Scottish Gliding Union1963 R.AF. Venlo1963 Bicester1961 Northern1962 Western1962 Bicester August1962 Geilenkirchen1960 CoventryV,,/ue 01original scor~Code NOWZD 100%V 90%E 81%ZE 80%W 72%ZB 70%ZF 70%ZH 70%ZL 70%A 65%G 65%N 63%o 63%P 63%Q 63%T 63%ZJ 60%M 57%S 54%B 52%I 51 %K 51%C 51%D 51%ZA 50%ZC 50%ZG 50%ZI 50%ZK 50%H 49%R 45%lJ 45%X 45%L 36%2. A oilot's rating is obtained by takingan -average of ALL his scores in thehighest valued competition in whichhe has flown providing he has five ormore scores (inclUding zeros).3. If he has less than five he must addto these ALL his scores of the nexthighest competition (or competiti~~sif of. equal value) until he has a mlDImumof five scores including zeros-however many these are.4. If the same or a later year's scoresachieved in competitions of lower

value to 2 above give a better figure,they may be used provid'ing ALL aretaken.5. Irrespective of this new system, nopilot flying ~n Le~gue 1 in the 1963ChampIOnships will dr.op more thanone League, and additional placeswill be available in League 2 toensure this.League inOrder Pilot Rating 19631. Scott, P. M. 922 12. Williamson, J. S. 904 13. Delafield, J. 880 14. Stone. A. J. 870 15. Goodhart, H. C. N. 863-6. Sl'ottiswood, J. D. 825 17. Strachan, I. W. ,820 18. Piggott, A. D. 818 19. Burton, G. E. 807 110. Warminger, A. H. 788 111. Deane-Drummond, A. J. 75012. Gough, A. W. 749 113. Ince, D, H. G. 739 I14. Kearon, N. W. 731 115. Dunn, R. A. E. 728 116. Kahn, W. A. H. 721 117. Stephenson, G. H.. 712 118. Jeffrey, C. A. P. 706 119. Fairman, M. C. 703 120. Burgess, P. G. 682' I21. Garrod, M. P. 678 222. Jones, J. D. 613 123. Burns, Anne ,662 124. Jame:;, D. B. 658 I25. Wills, P. A. 654 126. Jefferson, 1. B. 651 127. Innes, D. P. 649 228. Fielden, J. S. 644 129. Ellis, C. A. P. 627 130. Cretney, F. D. 626 ~31. Carr, V. C. 617 232. Carrow, D. D. 613 I33. BentSOD, C. W. 609 134. Aldridge, K. R. 591 235. Davey, B. J. 588 236. Findon, J. A. 576 2·37. Fitzroy, K. C. 572 :238. Mackworth Young, W. C. 570 139. Mann, R. A. =} 566 1Smith, D. A, = 566 I41. Dimock, H. R. 559 I42. Shephard, E. G. 550 143. Camp, G. W. 546 -6044. Jerzycki, E. B.45. Cunningham, D. J.46. Irvirig, F. G.WiIls, C.48. Kerridgc, D. C.49. Coatesworth, G. A.Bird, M.51. Pennycuick, C. J.52. Hanneman, P.53. Dawson, P.54. Hunt, M. S.55. Sandford, R. A.56. Mettam, H. S.57. Bacon, G. MeA.58. Gregg, H. M.59. Ridden, D. M. R.60. Richardson, C. G.61. Jeffries, J. R.62. Neaves, R. A.63. ZeaUey,. T. S.64. ShepparQ, F. W. LBayley, J. Lp6. Corbett. D. J.67. Rutherford, R.68. PumeU, A. D.69. Green, C.70. SutcIiffe, A. O.71. Collins, G. T.72. Doughty, A. W.73. Newholme, K.74. Evans, J. A.Thomas, B.Minton, P.77. Daniell, J. G, B.78. James, P. W.79. Burst, C. R.80. S.tark, E.Costin, J.82. Morison, S. M.83. Collier, P.84. WaUer, R. S.85. Dorman, C. G.Snodgrass, D. C.87. Loveland, A. S.88. Tarnow, A. F. W.89. Dickson, R. D.90. Ware, E. T.91. Kaye, D. M.92. Po:lerskis. P.93. Tonkyn, ·W. N.94. Redman, S.95. Goldney, L. P.96. Harwood, RikaMeddings, E. 1.98. Hands, J. M.Welsh, J. H.536 2533 2·=} 526 1·= 526525 2·=} 522 -= 522 1518 2·516 2514 2502 2·500 -499 2·491 ­478 ­472 ­467 ­466 2458 2·453 -=} 452 2·= 452 2448 ­444443 2­433 2431 2·428 2426 2424 -=} 420 2= 420= 420 2418 ­413412 2·=} 408 1= 408406 2·400 2-394 ­=} 390 2-== 390 I388 ­385384 2381 ­373 ­370 ­365362 ­361 -=} 360 2·= 360""} 353 -= 353

League In 156. Austin, D. C. 203 -Order Pilot Rating 1963 157. Tweedy, 201 2·100. Alexander, A. L. L. =} 3522·Gaze, F. A. O. = 352 I 158. Adam, J. =1 198 -Swift; R. B. = 352 Stevenson, J. N. =f 198103. Pick, R. C. 350 2· 160. Trott, R. 195 -104. Lane, P. .,.} 344 - 161. Barren, G. 194Martin, R. = 344 162. Torode, J. E. 189106. 'Browning, H. 342 - 163. Coulson, A. 188107. Goodhart, G. A. J. 333 - 164. Kury1owicz, L 184 2108. Phrilpot, P. R. 332 2· 165. seth-Smith, M. P. 182 -109. Riddell, J. C. 331 - 166. Paul, ,I. 176110. ScaHon, O. P. 328 2 161, Brenner, 1. B. 172 -Ill. Kevan, P. D. 3;4 2 168. Gee, M. I. =} 170 -112. Procter, R. G. 322 I- Thompson, A. = 170 -113. Willbie, R. T. 321 2 170. Harwood, J. E. G. 168 -114. Midwood, H. U. 315 2* 171- RQndel, G. 166 -115. Croshaw, J. G. 314 1 In. Holding, D. F.~} 164 116. Brake, K. W. 313 2 Morgan, C. 164 -117. Tanner, L E. M. 312 - 174. Baynes, A. H. 162118. Whitfield, G. R. 311 ~- 175. Reeves, E. E. 160 -119. Glennie, G. A. 310 2 176. Prince, J. T. 158 -120. Chandler, J. T. 304 177. D'3cT,erty, T. P. 153121. We'lch, L. 300 - 178. Wilkin, R. 145179. Newall, R. W. B. 142 -122. Corrick, D. W. 294 2- 180. Foot. R. =) 140 -123. Perrott, R. H. 290 2- Head, S. Boo =f 140 -124. Hill, 286 - 182. Duthy James, C. D. 134 -125. Fisher, G. F. =} 283 2- 183. TaTI. J. .122 -Smith, E. F. R. = 283 18-4. RO!berts, D. W. H. 120 -127. Mead, S. B. 280 - 185. Whittin~ham·Jones. 118 -128. Marshall, R. 275 186. Mitchells, ,1I0 -129. Caiger, M. T. 272 - 187. Chlibb, E. B. =1 107 -130. Stothard. R. E. =} 270 - Parkinson, R. M. F. =f 107 -Goddard, D. G. = 270 189. Lapham. A. J. =) 104 -J32. St. Pierre, A. H. G. =} 267 - Lastowski, B. =f 104 -Tarver, R. I. = 267 2·134. Greenaway, H. J. 265 19T. Brown. K. R. =) 91 -135. Berriman, P. E. 263 Alty, D. G. =f 91 -136. Ma.;:Donald, A. 262 193. Tljorburn, A. J. 87 -137. Zotov, D. 258 194. Wa~s, G. 82138. Watson, B. B. C. 254 2 195. Gildea. C. =1 76 -139. SomerviIle, A, =) 252 S-:hmidt, Anita =f 76 -Stafford Alien, R. C. =f 252 2 197. O'Riley, K. 73141. Dodd, S. R. =) 248 198. Glover, L. =1 60 -Smoker, J. =f 248, 2· Boyce, A. C. =f60 -143. Everitt, J. C. 246 2- 200. Rae, J. 58 t44. Eldridge, M. E. 239 201. Gl1nter. B. 44 145. Hisco'i, D. G, O. 2'j7 202. Brett. M. E. 33 146. Inglesby, J. T. 236 203. Marpole, P. 30 -147. White, J. K. 233 -148. PicRles, A. 230 2149. KEY. - Team entry. .Grime, P. V. 226 - - Did not fly in last Nationals.150. Redshaw, L. 225 -151. Lee, G. H. 223 -152. Blackmore, J. H. =) 222 - IMPORTANT .Reilly, F. B. =f 222 - All pilots are requested to check their154. Evans, T. W. =) 212 2 name and initials and let us have anyMcMullio, T. A. =f 212 2 corrections for future reference. (Eo.]61

GLI 01 NG CERTIFICATESNo.2/59DIAMOND FOR GOAL FLIGHTNameClubH. U. Mjdwood Derbyshire & Lancashire G.C.Date12.4.63GOLD C CERTIFICATENo. Name ClubII1 H. U. Midwood Derbyshire & Lancashire G.e.Completed12.4.63NameG. RichardsH. U. MidwoodGOLD C DISTANCE LEGSClubKent Gliding ClubDerbyshire & Lancashire GlidingClubDate12.4.6312.4.63NameT. H. F. DelapD. J. MarpoleA. H. G. St. PierreD. G. AllyJ. D. PatersonA. SambaleI. HamiltonJ. AllertonC. C. RossGOLD C HEIGHT LEGSClubLaarbruch R.A.F. Glidi,ng ClubFulmar R.N. Gliding ClubGeilenkirchen R.A.F. Gliding ClubFulmar R.N. Gliding ClubScottish Gliding UnionScottish Gliding UnionEast Midlands R.A.F. GlidingClubMoonrakers R.A.F. Gliding ClubScottish Gliding UnionDate4.8.6327.8.639.6.6312.10.6330.9.6330.9.6317.8.638.6.633.2,63SILVER C CERTIFICATESNo. Name Club 0,. Sclrool 1963 No. Name Club or 5c1l001 19631364 D. J. Dawson Midland 8.9 1375 W. T. Bailey D«:measler 8.91365 C. Christianson Derbyshire and 1376 A. G. Moore Clevelands 13.10Lancashire 14.9 1377 P. J. Salmon Norfolk & Norwieli 29.71366 E. Reed Yorkshire 26.6 1378. A. B. Jcnner Coventry 22.61367 R. CoUi. E!scx 27.9 1379 A. Sambale Scotlisb 30.91368 G. Riebards Kent 12.4 1380 A. T. Letts London 29.91369 J. D, Pucrson Scottish '30.9 13S1 N. G. Thomas EaSI Midlands1370 J. O'Oon,,1I 661 G.S. 16.6 R.A.F. 27.71371 K. nrg Yorkshire 9.10 1382 M., J. Smith E. Midlands 13.101372 R. W. Pcarson Yorkshire 13.7 1383 Mrs. J. S.1313 O. J. Ma~ole Fulmar 27.8 Wil1i3mson Moonrakers 19.101314 G. G. Jones Windrushers 27.7 1384 C. White Yorksbire 11.10.'Na.meG. J. L10ydA. W.laehonO. E. MorrisW. P. ShearerWoo J. MaelverR. I. VineeD. M. Brown-Glidinll Clubor SchoolCornishCoventryNimbusScotlisb663 G.S.Swans,ca631 G.S.C CERTIFICATESNameGliding Clubor SchoolP. A. TaylOr PortsmouthNavalP. S. Rayner 635 G .S.F. S. Wcbb CoventryT. C. Marlin NonhumbriaE. G. Collins NorthantsR. E. Hazlehursl 635 G.S.62Name1. Wi1sonD. F. MundavMarquis of .HeadfortT. T. CaponJ. K. Mortimer'jlidinl! Club0,1' SchoolCambridgeLaarbruehR.A.F.G.S.A.CentreYorllshireDevon &Somerset

c. S. O. StanburyLaarbrucbA. M. Raffan FulmarR. N. Eccles SwindonJ. Wholey ScollishD. Hudspetb 641 GS.H. f)yce FulmarD. R. Driver No. 2 G.C.W. A. G. Macke,663 G.S.A. W. Price E. MidlandsR.A.F.E. Higgin. 661 O.s,A. Prest 645 G.S.S. A. J. MorrisonFour CountiesS. W. Gamer 621 O.S.J. G. Pilkinglon YorkshireB. A. Pickers E. Midlalld.R.A.F.W. E. Thomas 6160.S.B.G.A. BallJ. MartinT. J. SwaokM. RamscyW. E. Malpa.R.WoodM. H. HampsOllL. P. SmithR. R. PierceJ. J. Leman.kiH. M. Atkinson(Mi••)G. A. AndenonD. n. RamsdellI. L. Campbell(Miss)C. J. OanJ. C. L. BennettFulmarFenlalld641 G.S.BristolDoncasterLaarbruc:bBristQIMidland621 G.S.E. MidJa.n

Rubery O'W"en Torsion bar axleswere specified in the construction ofthe 1.51 Iig htweig ht trailerRubery Owen would like to take this opportunity ofcongratulating Slingshy Sailplanes Limited on their returnto the 15 metre class with this their latest sailplane.For the new trailer specially designed to carry the T.51Slingsby naturally choose the hest suspension-independenttorsion bar a,·des by Rubery Owen. Specify Rubery Owenaxles for your trailer.RUBERY, OWEN & CO. LTD., TRAILER EQUIPMENT DEPARTMENT, P.O. BOX 10, DARLASTON, W£ONESBURY. STAffS.TEL, JAMES BRIDGE 313164

"Science and Versatility"Dr. loachim P. Kuettner has beenprominent in the realms of both glidingand meteorology ever since he reached22.310 ft. in the "Moazagotl" wave in1937 and in 1938 published the onlypre-war meteorological thesis on soaringin lee waves. He was a test pilot duringthe war, and after it he emigrated to theUnited States, where he made some outstandingflights in the Bishop Wave inCalifornia, once reaching 43,000 ft. andonce using the jet stream to cover over600 km. across country. He also becamechairman of the Scientific Section of theOSTlv. Now he has suddenly left a brilliantmetero,logical career for a job inthe American Space Administration, andthe following extracts are from a speechhe made to a gathering of meteorologistsjustifying his surprising action, publishedunder the above title by Astronauticscnd Aerospace Engineering."Am I right in assuming that many ofyou have been struggling with the questions:'Shall I stick to the field whichis close to my beart, and which I amexpert in, at the risk of falling behind7Or shall I try to keep up with the fastmovingfront of research at the risk ofappearing ignorant and inexperienced 7'Of course, the first alternative is themore comfortable one because it doesnot require drastic action. But I thinkonce you have decided that under nocircumstances will you leave your snugden. you have provided yourself withthe best definition of 'getting old'."The decision to mOVe out is simplythat of 'learning', a learning that isenormously facilitated by your accumulatedknowledge and experience in yourown profession ..."It seems to me that, in expandingone's field of endeavour, the difficultiesare less and the rewards are more thanexpected. You may not achieve theNobel Prize. as Crick and Wilkins didwhen they shifted from physics to medi­Cln~! But it is most impressive to expen~ncehow safely the laws of mathe­InatlCS and physics lead you into anynew .fielc:J, how well the basic approachto sCientific problems applies evervwhere.~ow many misconcepts you have beenliVing with, how gracious people are in65helping you once you admit your ignorancefreely, how good it feels to getslowly but surely hold of the new problems,and how enormously your horizonwidens."I know of no better way to describeversatility than by the answer VonBraun gave when he offered me the jobof getting a man into space, and I expresseddoubts that I had enough experience.He said simply, 'Neither hasanybody else'."THERMAL-FINDINGDEVICEHA DEVICE developed at the North-~ rop Institute of Technology isintended to help the sailplane pilot byguidjng rum into a thermal if one isfound. It consists of a bottle connectedto atmosphere by way of a capillarytube, and also connected to a sensitivebellows. This assembly is fitted into thewing-tips of the glider. When the wingenters a thermal, the lower pressure inthe warm air stream closes the bellowsand operates a switch, which causes anautomatic control to turn the glider towardsthe thermal. The system has notyet been tried out on a full-scale glider,but a seven-foot span model carryingminiature versions proved so successfultbat it disappeared from sight into thec1ouds."-New Scientist.WHAT IS "CISAVIA" ?LL Civil Servants are invited toA. _ meeting from which, it is hoped,awill spring the Civil Service AviaHonAssociation, to foster and so far as possibleprovide facilities for all forms ofsporting aviation for the benefit of membersof the Civil Service, and to beaffiliated to the Civil Serviee SportsCounciL The meeting is at 5.30 p.m. onWednesday, 5th February, 1964. inRoom 5.0.13, Ground Floor, 2 SanctuaryBuildings,Great Smith Street, Westminster.

'New Zealand Wave Causes ~eroplane CrashE~ ZEALAND'S wrst air accidentN ID that country's history happenedcn July 3rd, 1963, when a Douglas DC-3cf the National Airways Corporationcrashed on the leeward (west) side ofthe Kaimai range at a point 20 mileswest of Tauranga in North bland.. Thisis well to the north of the SouthemAlps and their geological prolongationinto North Island, which produce thefamous waves in a north-west wind; theKaimai range goes up little more than3,000 ft. at the highest, and the aeroplaneis reported to have hit 1,600 ft. upthe side of a 2,787-ft. mountain in aravine.It is of special interest to glidingpeople that Ralph Court, who was presidentof the New Zealand Gliding Associationat the time, was called in to givehis expert knowledge at the eourt ofinquiry held in Wellington on October9th, 1963, and he proved to be the chiefmeteorological witness. We have nowreceived, through Philip Wills, a newspaperaccount of the inquiry, fromwhich the following extracts are taken.THE INQUIRY"Mr. Court described strong lee airwaves and wind in tile Kaimai Rangesarea. Even under fairly moderate conditionsat some points the down-dtaughtMI\..ES, . 1_. Jto 10would be beyond the climbing capabilitiesof a DC-3, he said. Primarydown-draughts were generally close tothe mountain face. In the ThomsonsTrack area, near where the OC-3crashed, air wave forms were disturbedbecause of the break in the range. Updraughtsand down-draughts werestrongest in the Gordons quarry area." 'For the last seven years glider pilotshave been using these waves to climb toconsiderable altitudes in the general areabetween Matamata and Tauranga,' hesaid. 'In a west wind the maximumheight reached was more than 30,000feet and in an east wind a height of10,000 ft. had been recorded.'"He would expect conditions to besmooth in the down-draught close tothe mOUDtain, but extremely turbulentin the rotor area some distance fromthe mountain at the base of the primaryw.ave.'"Mr. Court agreed that the likely explanationfor the crash was that theDC-3 had been caught in the downdraught,which probably extended l\ mileout from the mountain face. The downdraughtcould have been smooth air,deceiving the pilot as to his rate ofdescent. He said he was certain .a wavesystem and rotor were oper.ating on themorning of the disaster."'To Captain Allen (one of the twoassessors), Mr. Court agreed that aheavily-laden aircraft could expect to beinfluenced by up-draughts and downdraughtsup to double the height of amountain it was flying over. He agreedit would be a useful guide to pilots toflyover mountains at twice their height."Captain Allen said he was oncecaught out while flying over Wellingtonat 12,000 ft. and could never find out atwhat height one should flyover amountain to avoid the influence of theair currents surrounding it." 'It is not yet known at what height apilot should fly above mountainouscountry to be completely free of its aircurrents,' said Mr. Court."At the conclusion of Mr. Court'sevidence, Sir Arthur Tyndall (presidentof the court) paicl tribute to the way inwhich he had presented it."66

WINCHCABLEWe now have in SIOCK drums ofnew Galvanised Flex S.W. Rope, size5/8" circumference, 3/16" diamete.r7 x 9 construction.3,600 ft.4,320 ft.5,760 ft.The above prices include cllrriage tosites in U.K.Order from:THE BRITISH GLIDINGASSOCIATIONArtillery Mansion.,75 Victoria Street,London, S.W.1.£55£66£87EDITORIAL NOTE.-This newspaper accountraises two points on wbich aeroplanepilots arc often ill-informedthrough ignorance of what glider pilotshave learned about air flow in mountainousdistricts.Firstly is the fact that the air flow ina Ice wave is often exceptionally smooth,both on the up-going ani:! the down-goingside. Yet many meteorologists persist indescribing these waves as "turbulence"(which they are in a technical sense),with the result that pilots are given theimpression that, so long as they don'tfeel any turbulence, they can't possiblybe in trouble; whereas in fact they maybe flying in a continuous down-current,parallel to the wave crest and to leewardof it, for miles and miles.A particularly bad example was anInformation Circular from the Ministryof Civil Aviation, No. 3 of 1953, aboutflYing over mountains, which referred!o "waves or large'scale eddies, or both,In which strong vertical currents andturbulence can occur". It said nothingabout the smoothness, and although itmentioned that the effects of waves "may67persist for many miles downwind" itf~led to w~rn pilots abo?t fiying cr~ss­~JD~; and mstead .of tellmg a pilot flymgm such a persistent down-current toget O?t of it by simply changing course,the Circular merely said: "it is not possibleto frame precise rules for generalapplication".Comment on the New Zealand accidentpublished in The Aeroplane andCommercial A viation News, presumablyfrom a correspondent in New Zealandincluded the statement: "This 'roaring:wave produces extremely turbulent conditionsover a wide area. These conditionswere prevailing at the time of theaccident and were combined with heavycontinuous rain and a ceiling of 500-800ft.." (There was no mention of rain orcloud in the newspaper report.) Extremeturbulence is characteristic of the rotorwhich, so far from covering "a widearea", is extremely localised; yet therewas no mention of rotors in the M. ofC.A. circular of 1953, though plentywas known even then about their natureand their position in relation to themountain.The second point is the widespreadbelief that there is no need to learn anythingabout "currents" around mountainsif only some kind expert will tell thepilot how high he has to fly in order tobe able to ignore them: in fact, theavowed object of the M. of C.A circularwas to warn pilots that the bithertoaccepted "clearance" of 1,000 ft. abovethe mountain tops was now known tobe inadequate.The pilots who flew over MountEverest m 1933 were similarly told howhigh above the peaks they should fly toavoid "currents", so they ruled a Hneon the map from their base to Everestand flew along it regardless. But, sincethey were unable to reach the prescribedheight. they were suddenly pushed down2,000 ft. in the lee of the South Col.Another example is an article on"Mountain Flying" in the Royal AeroClub Gazette for April. 1962, where theauthor writes: "It is usually quite practieableto select a route between thepeaks as long as you clear the groundyou are near by a good margin to allowfor down draughts." Nothing aboutkeeping well away from any peaks towindward, and no indication of what isa "good margin".

ObituaryTadeusz ProllEDDY, as he was affectionatelyT known to very many gliding enthusiastsin Britain and abroad, has diedat the age of 5I, after a protracted illness.Born in Poland. he achieved his ambitionto become all aircraft engineer afterspecialising in this field at the TechnicalTraining College of Lwow. Subsequentlyhe joined the Polish Air Force. and inhis spare time he formed the gliding c~ub"Kruk", becoming both C.F.l. andground engineer.His already legendary talent was temporarilyterminated with the invasiolil ofhis country, so he escaped and virtuallywalked across Europe wearing the blackleather coat in which he has been afamiliar sight on the often windsweptslopes of the Long Mynd-a coat hetreasured, as he reckoned it saved hislife. After a sojourn in Split, where thefriendly Slavs sheltered him, he madehis way to France and joined their AirForce onry to have to repeat the exercise.After a hair-raising episode on theSpanish frontier, as a result of whichhe formed a new view on neutrality, heescaped by ship to Britain and joinednot only his third Air Force but whatwas to become a new life.He served the Royal Air Force until1946. and was finally stationed at Shawbury,by now in company with his wife,also Polish (and also a pilot), whom hehad succeeded in extricating from theRussian zone of Berlin.But with peace time came the urge fora return to civilian life and his pre-warprofession. However, to return to Polandwas oot practical. so instead, in his usualresourceful manner, he armed himselfwith his Polish credentials, departed. tothe nearest gliding club aDd asked thefirst person he saw for a job.So began the happy association withthe Midland Gliding Club over a periodof 17 years during which time he haskept us flying, never acknowledging defeatin spite of the inevitable surfeit ofwork at times, and in spite of some veryrugged weather. With his cheerful dispositionhe refused to acknowledge"write-offs"; he merely re-built them.But he was his own greatest critic. andI remember how profoundly he was impressedby the speed with which someof his own pre-war colleagues repaired3 "write-off" at Leszno. without jigs,"over-night". This was during the 1958International competitions when, in companywith LL-CoJ. Geoff Benson, hecrewed for Eric Burditt, the SouthernRhodesian competitor; he also acted asinterpreter.So shall we remember him, a happyshining personality; maybe most of allwhen we stack the sailplanes away inthe evening we shall remember his reproving"Gentlemen!" I think he sometimesswore at us in Polish.We all extend our heartfelt sympathiesto his wife and daughter.ARTHuR SHEFfiELD.NOTE.-The circumstances of Mr.ProU's life rendered him unable to provideadequately for his family, so hisClub is appeaHng for funds. Donationsto R. N. Thwaite, clo Lloyds Bank, 23The Square, Kenilworth, Warks.

Jeremy BrockNational Championships as the besttug manager we have ever seen. Jerryand David Lowe ran the tuggmg like acircus a~t with split-second timing, Hewill be remembered by his very manyfriends, both in and out of gliding. assomeone who was always cheerfUl, everready to lend a halld and completelydedicated to flying.He had many skills - an expert rallydriver, an underwater diver, a competentwood-worker. He is a friend whowill be sadly missed. They say that itis not when you die, but what you dobefore you die that -counts. Jeremy Brockdid and gave a great deal. W. K.EREMY BROCK was killed as aJ result of an aero-towing accident onNew Year's Day, 1964. He was just 32years of age.Jerry had been appointed Managerand Resident Flying Jnstructor to theLondon Gliding Club at Dunstable inmid-December. On the fateful day, hehad utilised his "day-off" by visitinghis old club at Lasham and had immediatelyoffered to carry out someaero-tows.He was a wonderful character, fullof life, vital, hard-working and utterlydevoted to flying. From his earliest yearshe had wanted to join the R.A.F. as apilot, although this was not to be. ashis eyesight was slightly below theR.A.F. standard. It was on my suggestionthat he took to gliding and soonproved himself a natural piloL Hegained his Silver C No. 549 in 1956 aftera remarkably short time and was soonto be seen joyriding the T-ll.The day he flew his first pupil hedecided that his family tobacco businessWould lose him to gliding and soonafter he joined the staff at Lasham asan instructor. Jerry will be rememberedby the many pupils be taught who foundID him a sympathetic highly competentInstructor for whom nothing was evertoo much trouble. He will be rememberedby those who took part in theu9IDr. G. A. M. HeydonHAVE just received news that on. 27thApril last, Doe Heydon died inSydney, at the age of 81 years.Doe Heydon was a very grand oldman indeed-old Qnly in body, never inspirit. I last met bim in Sydney aboutthree years ago, when he arranged asmall party of gliding folk in his Club,and he was as wise, as racy, as dynamicas ever.He served in World War I, in tneAustralian Army Medical Corps. andsubsequently did wonderful work inNew Guinea and elsewhere in the fieldof tropical disease and parasitology. Helearnt to fly in 1935. owning a series oflight aeroplanes. and in 1936 got bittenby the gliding bug-parasitology inreverse. He joined the University GlidingClub, did the first aero-tow, and in 1939imported a Slingsby Gull. and openedthe Australian skies for advanced soaring:he was founder and benefactor ofthe Sydney Soaring Club and of theGliding Federation of Australia.Only by talking to his friends couldone discover his immense kindnesses andgenerosity. Lame ducks were especiallyinverted so that he could help them overstiles. Troubles taken to him were asgood as ameliorated with his wi.se andfriendly advice. To have known him wasa privilege.Occasionally one meets a man whogives one hope for the human race. DocHeydon was one such man.P.A.W.

BOOK REVIEWJohn Goes Gliding, by MRS. ANN WELCH. Published by JonathanCape, London. Price 15s. (Also obtainable from RG.A. at 15s. plus Is. 3d.)N the past, when friends have asked what gliding is really like, I have given themI a copy of Philip Wills's book On Being a Bird to read. When friends' youngchildren asked me the same question, I found that there was no really satisfactorybook for them and I had therefore to explain the sport to them myself. Now atlast someone has written that book and in future 1 shall know what to do.In John Goes Gliding, Ann Welch does manage to get across the feeling ofgliding extremely well. It is in my opinion the perfect book for 9-14 year'alds andwill surely inspire her readers to become the glider pilots of tomorrow.The book tells the story of a 15-year-old schoolboy who joins a gliding club.It is a small friendly club with a very hard-working Instructor and we followJohn through his training to the solo stage. There are numerous incidents on theway, a real live villain who lands a Swallow in the trees and a daring rescue whichproves that every coastguard station should be equipped with at least one T.21. Ashort paragraph describing a rather nasty cloud made my hair stand on end but willI am sure delight her young readers. By the end of the book our hero has /lot onlylearnt to fIy but has also become a very useful and willing club member.This is really a most useful book. The author has managed to get her storyacross very well and will I am sure bring us many glider pilots in the future. Thevital message that gliding is a team sport as well as individual is brought home tothe reader. Do buy this book for your children or young friends and make certainthat every children's library has a copy.W.K.CORRES'PON DENCEmOSE TEN FEETDear Sir,In the December issue of SAILPLANE AND GUDING (p. 429) I notice that there isan indirect reference to myself as "the famed aerodynamicist". Whilst there may besome truth in some part of that description, I think it is only fair to warn tho&e ofyour readers who are not engaged in the prOfession of aeronautics that an ael'O'dynamicist has been described as a man who assumes everything except respolilsibility.Having cleared up that point, I would like, if I may, to clarify somewhat thestatement that it is possible to "improve any basic design by about 15 per cent".Firstly, I would re-emphasise the point f!lade in Mike Bird's report that theimprovement refers to "any basic design". By this I mean that, in comparingIS-metre and I8-metre gliders, the general design standard must be equivalent forthe two types. A good 15-metre is undoubtedly better than a bad IB-metre; but ifone compares 15 and 18 metre gliders having. the same degree of rdinement andskill in design, then the 18-metre machine will prove superior to the 15-melrccmachine.To try and put this numerically, I think the best criterion is the achieved averagecross-country air speed.The table given below compares these cross-country speeds for four differentkinds of thermal: the thermals have maximum vertical velocities of 10 ft. persecond and 5 ft. per second, and it i5 assumed that with each vertical velocity theradius of the thermal may be either 1,000 ft. or SOO ft. The last line in the table isthe ratio of the cross-country speed of the IS-metre glider to that of the IS-metremachine.70

Comparison of Crorr-Country SpeedrMaximum thermal strength, f/s. 10Maximum radius of thermal. ft. 1,000I5-m. Sailplane, cross-country speed, m.p.h. 39IS-m. Sailplane, cross-country sp'ced, m.p.h. 44CrOSS-C()untry Speed of IS-m. Sailplane divided byCross-Country Speed of 15-m. Sailplane 1.1210 5500 1,00032 1840 241.25 1.345500616The results show that for most practical types of thermal the cruising speedimprovement with the larger machine is between 10 per cent and 35 per cent ofthat of the Standard Class sailplane. In very weak thermals the improvement dueto the greater span is very much larger.The basic reason for this improvement is that with the bigger machine thepilot .and equipment, and the fuselage necessary to house him, is a smaller proportionof the total aircraft; thus with the bigger machine the penalty in weight anddrag due to the useful (if one can so describe the pilot) load is relatively smaller.hence the bener performance.Harpenden, HeJ'tr.GoOfREY LEE. F.A.·* Famed Aerodynamicist (perhaps).WHOSE SISU'l - PERFORMANCE OF BG-tzDear Sir,In looking through some of your back issues, I noticed a rather interestingpicture on the bottom of page 51 of the February, 1962, issue. It shows a Sisu wingbeing subjected to the usual indignities. The line-up on the wing looks rather mOTelike natives of Arlington, Texas, than of Northern Rhodesia. In particular theround-faced one next to the far end looks like. our National Champion PracticalJoker, George Coder. He flew the prototype Sisu to 7th place in the 1960 Nationals,and should be familiar to your Chairman. Suffice it to· say you have been victimised(unless, of course, the Kitwie people were over-visiting).In your October, 1963, issue is a short article by John Firth. Aside from hisdoubts on our ability to build a riggable sailplane (we can let the Italians fendfor themselves), I enjoyed his thoughts very much. He mentions the BG-12 as beingheavy, fast and flapped, and difficult to land. As I built and am part-owner of oneof these very fine sailplanes, I feel that this description is a bit inaccurate.The BG-l2 is a 50 ft. span single-seater built entirely of plywood. The ribs,bulkheads and skins are all cut from sheet ply. It was designed by Gus Briegleb, oneof our soaring pioneers, and is intended to combine simplicity of building withcontest performance. Its performance is very good. In a recent comparison glidetest it Was superior to a Zugvogel 3 at all speeds (you may be receiving results ofthis shortly).In an, issue a few years back the BG-12 was described as looking like "a crossbetween a Schweizer and a Skylark". As you can see from the cover of the latestSoaring. this does not quite fit.My particular ship has put in nearly 400 hours in two years, including helpingJack Arkovich ~come the world's youngest Three-Diamond pilot (any Three­Diamond pilots under 201). As to being hcavy and hard to land. mine flies a1 5.25lb./sq. ft. and lands quite docilely.Glendale, California.GORDON WHEELER.SAILPLANE FLIGHTS INTO FRANCEDear Sir,I have been surprised to read in the December issue of SAIl.PLANE AND. GLl~IJo!Gthat a Dutch pilot, D. W. ZQndag, in a 300-km. flight, "was forced. to rem~1D wlthlDthe boundaries of Belgium by some new French cu~toms re~ul.atJon, which statedthat every glider pilot landing in France without pTlOrpermlsslon would be fined712,65

£50 for illegal frontier crossing".I can certify that there is not any such law in our country. The case of thefine (which was only £7) happened once, three years ago, to a Dutch pilot (I haveforgotten his name) who landed in the north of France without the proper aircraftdocuments, and was apparently unable to explain clearly his situation to the policemenand customs officers (who, unfortunately, happened to be sli.ghtly more narrowmindedand suspicious than average ...). Incidentally, the fine was refunded later tothe unlucky Dutchman by a subscription opened among French glider l'ilots.Many other pilots have landed in France without prior notice in the last years,coming from Belgium, Germany-and even Holland; and I have never heard ofany other "costly" misunderstanding with the Customs. The only requirement forthe pilot is to hold a national identity card or passport, and the registration bookof his sailplane.Mav I now wish to Mr. Zondag, for the New Year, a successful 500-km. flightstraight "to the south?"Air et Cosmos". Paris.MICHEL BAITAJlELINVITATION TO FLY THE BLANIKDear Sir,Whilst reading the December issue of SAILPLANE AND GLIDING we noticed areport on the International Instructors' CourSe at Varese, and the disappointment ofbeing unable to fly the Blanik Sailplane owing to its non-arrival.As we now have a demonstrator here at Oxford, we would be very happy tooffer the pilots who undertook this trip the opportunity of flying this sailplane sothat they may compare the Blanik with other two-seaters that were' available to them.Peter S. CliDord & Co. Ltd~D. E. HAYWARD,Oxford Airport. Kidlirzgton.Director.DESIGN OF WORLD-BEATING GLIDERSDear Sir.In YOOt October issue, Peter Scott complains that current airworthiness certificationdoes not distinguish between gliders flown by, in effect, very e)(perienced andrather inexperienced pilots, and wants a pilot competence factor built into thecertificatioD procedure. He goes on to suggest that easing such things as stability,and airbrake requirements would allow designers to inere.ase wing loadings and touse flaps to improve flexibility of performance.First, the B.G.A Technical Committee does, when assessing handling characteristicsof a new type, take into account the probable experience and competenceof the pilots likely to be flying it. This affects, for example, such things as stallingand general low-speed behaviour-we try to interpret the spirit of those requirementswhich are expressed in qualitative terms in the light of the above factors.This process, however, cannot be taken too far without safety standards beingimpaired. To go appreciably fur,ther than is done at present would necessitate beingable to specify in some way on the C. of A. a minimum standard of pilotage. It maybe that this will have to come, but we prefer to avoid it, as effectively it means alicensing system. A further argument is that today's high-performance ship tends tobecome tomorrow's hack for the less experienced pilots, and undue differentiationwould hinder this process-a result that is undesirable commercially quite apartfrom considerations of safety.Secondly, it is in competition aircraft above all that an adequate level ofstability is essential. One has only to imagine half a dozen or more sailplanescrowding into one rough old thermal-nowadays the usual rather than the unusual-to realise that good handling is second only to good look-out. However, I seeno reason why a first-class performance should not be available with adequateflying qualities. Our designers are learning all the time and it is no longer necessary,72

for instance, to employ large amounts of wing twist to prevent a machine frombeing lethal.Thirdly, if higher wing loadings are wanted to take advantage of the strongerthermals, then why not have them, and use flaps if necessary to retain launchingand landing performance? These things can be done within the existing airworthinessframework. Such aircraft will be more expensive to design, to make and totest, and pilots will have to be prepared to use any extra complication responsibly-not to loop or to go into cu-nimb with the flaps half-out unless the machine isdesigned for it, for instance-but so long as all thi$ is accepted go ahead by allmeans.CEDJUC VERNON.Technical Committee. British Gliding Association.THAT WORDDear Sir.My dictionary (The Shorter Oxford) defines "SOphisticated" as "Altered froIll,deprived of, primitive simplicity or naturalness". This use has been current since1603 and is, I suggest, the sense in which it has recently and correctly been appliedto advanced glider designs.Godfrey Harwood's dictionary gives another sense which is, of course, correct,but his allegation of misuse I cannot allow to pass unchallenged.Birstall. Leicester.CHRISTOPHEJl SIMPSON.Dear Sir,I have tried applying Mr. Harwood's quoted definitions of the word "sophisticated"to the examples of current usage which I have come across since readinghis letter, both in the gliding press and our more sophisticated national journals,and am prompted to suggest that he is defending the English of a Queen who hasbeen, proverbially, a long time dead.The flexibility of our language has admitted the word to everyday use with asense apparently deriving more directly from the ultimate source in a Greek wordfor wise, with the emphasis on gain of experience rather than loss of innocenceand having nothing to do with perversion by fallacious reasoning. (Were the earlyglider pilots sophisticated when they were misled by the meteorologists to believethat thermal soaring was impracticable?) A sophisticated design I would understand,without too much semantic stress, to be one reflecting matloJrity of experience inthe designer: unless, of course, the writer in light-hearted anthropomorphic veinsimply means that the thing has rather a naughty look.Edinburgh.R. E. PEARS.LASHAMAN EXPERIENCl:D GLIDING INSTRUCTOR required for a SHORT PERIODVACANCY this summer.PERIOD: March 22nd to October 31s1 1964 inclusive.DUTIES: Mainly running Courses for own Members, Members of other Clubs and thePublic. He will also assist in the 1964 Nationals organisation. Opportunity for instructingin advanced Iwo-sealers.QUAURCATIONS: B.G.A. category (or equivalent) plus vast enthusiasm. Preferencefor a tug pilot.TERMS I Allractive salary for the right man. Accommodation available on site. 5 dayweek. Weekend normally free.Apply with f"U••t cl.tail. of qualificatiollS and experience to:The Chairman, lasham Gliding Centre. Near Alton. Hants.73

-ABERDEENAVROClubName ofSileNorth LinerlyWoodfordBATK'KecvilAerodromeB.E.A. SILVEll WINe R.A.F.Book

THEUNITED KINGDOMDeJcription Aero""j Service Itows or Ci\Ji/---------1.--2 grass runways and "eather No Civil WeekendsUsed for testingCivil WeekendsR A.F. satellite aerodrome run·w' vs no power flyingR.A.F. active a,erodrome4..rullway aerodrome, other aircraft3-Tunway a,crodromeOrass strip, N.E.·S.W. on hilllOp. N. and, W. ,Jopes, Cou­'''"oldsGr3!;S auodrome, one runway;heavy powered trafficRunway aerOllrome, training flying.3 runways; plateau on top ofdiffsCoventry City airportTwo partial concrete runways and,grassDay. operalingNo R.A.F. WeekendsSatelliteYes Civil Weekends &-. some weckdaysYes Civil Weekends, Thursday eveningsNoYesVesYesYesYesYesCivilCivilCivilCivilCivilCivilCivilSundays, also many Sats.; Spring &-.Summc,r onlyEvery dayWeekends, SUl"l!mer weekdaysWeekendsWinter, weekends; Summer, week...daysWcc,kendsNot 'yet operatingSlopesNoneNoneNoneNone::'N.w.NoneNoneW&N.N.W.NoneNoneGrass strip' N.S.NoCivilWeekends, Summer weekda,YSW.&S.Disused aerodromeGrass :a-erQdromeYesNoCivilCivjlWinter, weekends; Summer, weekdays:~okdays, ~venin8s, most days sum-'S.. S.W.&-.W.NoneGra.. and heathNoCivilWeekendsNoneRunwaY'NoCivilWeekends'GrassYesCivilWeekends,public holidllYsNoneR.A.F. emergency aerodromeNoCivilWeekendsNoneMoorlandNoCivilWeekends.Smooth moorlandfirm's ae.rodrome, runwaysNoNoCivilCivilWeekendsWeekendsS.W. toN.W.NoneGrassHillside MoorlandAerodrome with runways3 runways, some aeroplanes.land on grassOccasionaJNoYesYesCivilCivilCivilCivilWeekends, courses ODWeekendsWinter onlyEvery daywcckd~YSS.S.W.NoneNonegndUlating grass fiek! at foot of, y;;;-\. Civil IEvery do.",owns. W. slope.75W.&-.S.W.N.W.toS.W.

GLIDING SITES IN THMIDLAND Long Mynd Linley 206 4 m. S.W. 1.500 52.31 N. 02.53 W.Church StretlonNEWCASTLE Carlton Moor - 10 m. S. 1.200 54.25 N. 01.12 W.MiddlesboroughNORFOLK Tibenham Tivershall 207 15 m. S.W. 186 52:28 N. 01.0.5 E.AerodromeNorwichNORTHAMPTONSHIRE Podington Sharnbrook 5 m. S.E. 3:)0 52.'13 N. 00.36 W.Aerodrome 474 WellingboroughNORTHUMBRIA Currock Hill - Nr. Hedley-on- 800 54.56 N. 01.50 W.the-HillOUSE Rufforth York 77133 4 m. W. York 65 53.57 N. OUI W.AerodromeOXFQRP Weston on - 7 m. N. Oxford 260 5U3 N. 01.14 W.the GreenAerodtOl'OcP£RKINS SPORTS Westwood - W. of 34 52.35 N. 00.11 W.ASSOCMTION Aerodrome PeterboroughROYAL At"~FT R.A.E.. Aldersh.ol Farnborough 233 '51.16 N. 00.46 W.ESTABLISHMENT Farnborough 24461SCOTTISH GLIDING Portmoal< ScoUandwell I m. S.E. 'Loch 360 56.12 N. 03.20 W.UNION 43 LcvcnSHoRTS, N. IRELA.ND Newton,..ds - 3 'm. W. Usbum. 330 54.31 N. 06.11 W.Airfield Co. AntrimSOUTHWWN Ba-peep,-4 m. N.E. 500 50.50 N. 00.07 E.FideNewhavenSoUTH WALES Mynyod Mayo - 3 m. E. 1,056 51.35 N. 03.15 W.CaerphillySTAFPORDSHIRE M'cir Airport-Nr. Longtpn, (;20 52.58 N. 02.06 W.Staffs.SWANSE" Fa;rwood Swansea Nr. Swansea 301 51.38 N. 04.05 W.Airport 24063SWINDON South Stralton SI. Nr. Swindon 360 54.35 N. 01.45 W.Marston MargarctAer-odrome 3391WEST WAL£s Withybush - 2 m. N. by E. 2'50 51.45 N. 04.45 W.AerodromeHaverfordwestYOkKSHIRE Sutlon Bank Sultan Thirsk 5 m. E. Thirsk 920 54.15 N. 01.13 W.237ROYAL NAVAL GLIDING AND SOARING ASSOCIATION CLUBSf ....ery one of ,the$e is ~sed on In R.N.A. St.tion. All ,.er.'. It wllklnds, Ind .....o~low:1 Ir. lIid on 1I hh...., Ind H.ron.Club Name of Sil.~ Tel. No. Position Lar. and Long.CONDOt!. R.N.A.S. Arbroath 2201 2 m. N.W. ATbroath S6.35 N. 02.37 W.ArbroathFUUUR R.N.A.S. Lossiemouth 2121 3J m. N.E. Elgin 57.41 N. 03.14 W.Milltown Extn. 250HERON R.N.A.S. [lchester 333 4} m. N. Yeovi! 51.02 N. 02.38 W.YeoviltonPORTSMOUTH Lee-on-Solent Lee-on-Solent 3 m. Gosport 50.49 N. 01.12 W.Aerodrome 79143,Extn. 113ROYAL All fORCE GLIDING & SOARING ASSOCIATJON OUBSClubBANNERDOWNCHEVIOTSEver.,. one of fhese is besed on anltA.F. 'Slalion. An operate ar weekends, and aero~tows .r. le id on.I Name of Site Tel. No.R.A.F. ColerneR.A.F. AcklingtonIHawthorn 283Red Row 261,Extn. 11876I Position I Lw. and Long.7 m. W. Chippenham [51.16 N. 02.14 W.19 m. N. Newcastle 55.19 N. 01.39 W.\

UNITED KINGDOM (contd.)Heather-covered hjJI top Yes Civil Every day W.&E.}-leather No Civil Weekends N.W.&Run W 3Y aerodrome No Civil WeekendsN.E.NoneGrass airfield. light aircraft No Civil Weekend. NoneSite of old drift mine No Civil Weekends N9ne3 runways" grass strips each side No Civil Weekends NoneRunways ",nd Grass. RAF. No Civil Weekends, public holidays Nonedropping zoneTwo &1355 runwa)'s No Works Weekend. NoneLarge aerodrome Yes Works Weekends, summer evening! None2 grass strips, N.W.·S.E.• W.·E. No Civil Weekend•• some weekdays W .• N.&S.Active airfieldYes Civil Weekends NoneGrass field on hillN.E. slopes.top. N. and No Civil Weekend.•, public holidays N." N.E.Rough mountain gtass No Civil Weekends S.W.•W.N.W.&E.No Civil Weekends NoneActive airpon Yes Civil Weekends. Weds. cven:ngs in sum-"TIlCrActive aerodrome. test lIying Yes Civil Weel

'iIY~rti'3rment'.. ;"ith remitt(lnc~) 6hou/d b~ .sent 10 Ch~iron Press Lld.• 3 Cork St., London. W.!.(R~g~nt S301). R(jt~ 1/- a word. Minimum IS/- Box numb~rs 41- ~Xlra. R~pli~s to Box numb~"sJrorJ~d be 'Sent to (he same add;e,s.PUBLICATIONS"AUSTRALIAN GLIDiNG"-rnonthlyjournal of the Gliding Federation ofAQstr

SKYLARK 3p, 1961, with full c:ompetitioninstrumc:nts except horizon. Excellenttrailer with centre section trolley1964 C_ of A. renewal. £1,300. Lieut.Col. G. Benson, Marston, Pembridge,Leominster, Herefordshire. Tel. Pembridge203.SKYLARK 4 complete with instrumentsand trailer. Apply B. Keogh, 1 LambournAvenue, Swindon, Wilts. PhoneSwindon 22685."TELECOMM" Portable VHF Radio­Telephone, fully transistorised, weight4 lb. including battery, £150 complete.A.R.B.. approved. Radio CommunicationsCo., 16 Abbey Street, Crewkeme,Somerset.THE DUNSTABLE WEIHE overhauled.modified, repainted, 10 yearteste~ C. of A. New instruments. Readyfor new season. £650 o.n.o. Trailer ifrequired. V. G. Aircraft Ltd., L.G.c.,Dunstable63419."THE" Kite HA, built 1951, modifiedtips, speed-limiting brakes, basic instrum~nts,I'eally fine condition throughout,With current C. of A. and aluminiumtrailer, £500. Hawkins, 71 Maryland.Way, Sunbury-on"Tbames.TRAlLER:-Suitable-18'-'---m-.-sa~i~lp-I-an-e-.Unused. £100. London Gliding Club,Dunstabre Downs. Beds. TeI. Dunstable63419.TUTO~R==-,----;:-fu--;IC:-Iy-m-o-d=i=fie-d-,~fit-te-d~s-p-oilersrear Ottfur. windscreen. Current C. of~., .£.?oo 0.0.0. LondoE..,Gliding Club.WEIHE 1951 model, fUIl-panel'- C. ofA. May, ~964, total hours 950. Deliveryof new aircraft forces sale at £590 includingnew trailer. P. R. Green, 33R~ford Road, Windsor, Berks. Tel.~lndsor 63280.1960-SKYLA-"....,R;:-K=--=2B-.----=B--,.G=-.--,A-.-9~2-3-, -w-i-thoxyge~, parachute, full panel, superbCondition. £1,000. New trailer (Universal)with ~ndependent suspension, £250.C AI lso KraDlch. Offers. Reekie, 62 Charles_ Ose, Wroxham. Norfolk.26 it. TRAIL.I?R 4 mm. waterproofgabboon ply. DeSIgned for SkylaTk 3, suitale any single seat glider. 2 years oldwry well built, as new £130. Redman'aresley Park. Sandy, Beds. 'Kll-2b or Ka-7. Will collect from Continent.Details to 47 Claremont RoadWhitley Bay, Northumberland. 'PRESENtABLE rear-end of Sedberghfuselage would like to meet front endin simila~ condition with a view to gettmgspliced. Mantle, SChool Drive,Bromsgrove.WANTE;;-;D;;;:.~F·ly-ac:-b·le-p-r~im-ar-y-.--;S""li~·g~h-t--;da-m--~ge acceptable. J. Abbott. The "Wheatlheaf",High Street, Harllngton, Middx.and Shorts Gliding Club.PERSONAL=----~~. -----~--Crew needed for European tour May·Sept. American Schweizer 2-32. Frencha necessity. German a help. Also willingnessto crew for Ferrari at Le Mans.George Arents, 4110 Kiaora, Miami 33,Florida, U.S.A.YOUNG-"GLI·-;O;D:;OE""'R;-;"OO-b-eg-s-t ō --c h'""'i:-re-=3--c,46 C-=3or Ka-6 for Nationals - Gordon Camp,London G.C.SITUAnONS VACANTAIRCRAFT woodworker required. Capableof doing wood repairs, fitting andfabric work. V. G. Aircraft Ltd., LondonGliding Club site, Tring Road, Dunstable.Tel Dunstable 63419.C.F.I./MANAGER position LondonG.C. regretfully vacant. Applicantsought with high qualific.ations and experiencein gliding and administration.Write promptly with details to Chairman,L.G.C.Co'RNISH - GLIDING CLUB requiresB.G.A. Categorised Instructors forcourses between 4th May and 14th September.16 guineas per week. Apply J.Kenny. Secretary, 7 Duncannon Drive.Falmouth, Cornwall.INSTRUCTO==RO=--:-:"::r:::eq~u--;i-red--'.:--·b-y---;L:-o-n--'d;-o-nG.c., for Courses starting in March.Write to London Gliding Club, TringRoad, Dunstable, Beds.COURSESSPECIAL two-week courses for "B"certificate, one-week Holiday coursesbeginners to Gold C. Apply Course sec.,Devon and Somerset Gliding Club,"Sunnybllnk", Hemyock, Devon.1/ will ffo. tI 'I 0 cou,..., b. und..J/ood· lhal IJr. B,lIjJh Gliding AnociQllon cannol acctp/ ,eJponJjbilily---..!-~ c ai'!u made by advertisers ,in ., Sai/plane &: Gliding If.79

CLUB NEWS .#=E welcome to this issue the Staffordshire Gliding Club who operate fromW Meir Airport, and in the Service News Section the R.A.F. Club at Laarbruch,the N.A.T.O. base near Nijmegen.The final date for copy for the April issue is Wednesday, 12th February, andplease send it typed double space on foolscap, to me at J4 Little BrQwnings,London, S.E.23.14th December. 1963YVONNE BoNHAM,Club News Editor.AVROTHE training programme has continuedto show good results, withfour more pilots completing their A andB certificates by the end of '63. Congratulationsto Ron Brockleburst, JohnTurner, Barry McClory and also to JohnNichol who converted to the Cadet onthe same day as his first solo flights. Thelaunch rate has also maintained a goodlevel with the target of 2,000 launchesfor the year being passed with time tospare, the final launch total being almost2,400.Congratulations also to Pete Teagle onthe Completion of his Silver C, the firstfor some considerable time.Our thanks are elltended to the Doncastermembers for their hospitality andhelp when a number of our membersvisited their site with the club Skylarkand gained some useful experience withaero-tows.The repair of the cluh Tutor is wellin hand. Something resembling a pairof wings has emerged from the wreckagethanks to lots of glue and a great effortfrom Bill &;ull and Ron Brock. It ishoped that the Tutor will be flying again,come spring. J. E.80BLACKPOOL & FYLDEJane Murdoch receives her A and Bcertificate from our President, H. J.Liver. Jack Aked, C.F.l., is standing by.BRISTOLMOST activity since the last notes werewritten has centred on the workshop,where aircraft Cs of A have beentaking place, and where the Scud is

now almost sprouting a tailplane andelevators. Some work has been donetowards improving the present bunkhouseby tilting the floor and installinga rather better stove. The clubhouse isbeing repainted inside, starting with thekitchen.On the field the heavy gang has beencutting up trees for firewood, filling upthe ruts with stones and doing all theother odd jobs which have to be done.Due to legal queries, the piped watersupply has not yet materialised but theairborne supply has been more thansufficient.1963 was a bumper years for marriagesand we offer our congratulationsto Dave Wales and Mary Kerridge; andto Derek Stowe and Glenys Williams,who were due to take the plunge on 14thDecember and 28th December respectively.A.L.S.CAMBRIDGE UNIVERSITYINCE 1963 was a poor year for us,S the figures of the annual review ofour flying activities are a sore point. Theonly items which were not short ofaverage were the eight Silver C's completed,the four Gold C heights gainedand the 500 aero-tows logged. Variousmeasures which had been taken in anticipationof a reduced income fortunatelyproved beneficial, so that 1963 was atleast financially quite successful.Although fog, haze, low cloud andwater on the airfield took their usual tollfrom our flying, the last quarter of 1963was somewhat less frustrating than thesame period of the previous year, mainlydue to the more efficient use of theaero-towing facilities.Our plans for 1964 include eight ElementaryGliding Courses at Cambridge,possibly one or two Advanced SoaringCourses and two camps at the LongMynd.Our fleet of Club-operated sailplanesnow consists of a T-21 ("Bluebell"), aSwallow, a Skylark 2, an Olympia, aKa-7, and an Olympia 460. The lastthree of these are privately owned, butlIsed by the Club. Efforts are now beingmade to acquire a Capstan.. The syndicatethat owned the Swallow "Penguin"have now sold this aircraft and boughta Ka-6 instead, and Simon Redman61has replaced his Sky by a Skylark 4.The President's Ladder was won in1963 by Ralph Ismajl with a recordscore of 6,300 points. Ralph thereby alsoqualifies for the Undergraduate Trophyand the Paget Prize. The Ladder is ascoring system in which points areawarded for cross-country flights, fewfor straight-out dashes and lots fortriangles. The scheme was introducedseven years ago by Professor Pringle,the President of the Club, and has donemuch to incite pilots to do bigger, betterand more interesting cross-countryflights.G.S.N.CORNISHWINTER'S milestones are passing ina pleasantly rapid way. The Novemberfirework party was, as always, apopular event, perhaps this is becauseour hangar was once one of AlfredNobel's dynamite factories.The gliders are looking much betterfor a spell in Fred Breeze's workshopsbut. hangar space is now at a premium,as the Club has bought a very smartOlympia 2 to back up the Swallow anda str-eamlined trailer containing a Skylark4 has recently appeared on the airfield.This brings the Club fleet to T-31,T-21, two Tutors, Swallow and Olympia,there are also four privately ownedmachines.Your correspondent is writing thesenotes before the Annual Ball, as he feelsthat he may have a rather hazy memoryof things later. This event .is, of course,the premier event of our "social season"and we count ourselves most fortunatethat Ann Welch can be our guest ofhonour this year.The Club has at last become respectableand we have obtained the servicesof two Vice-Presidents, Ted Berry andBernard Warmington, founder membersand past Hon. Sec. and Chairman whQhave done so much to lay the foundationson which we stand.Between these activities and hatchingplots for better soaril'lg for all,. circuitsare being bashed as ever, sometimes enlivenedby an unseasonable thermal. TheTiger is kept busy giving tows to thoseSwallow pilots who regard aerobatics aswinter sports.J. E. K.

COVENTRYTHE..annual Dinner Dance held at thebeginnil'lg of December was as big asuccess as any of .the previous ten. Thepast decade was a subject of which Wewere reminded in the speeches. Duringthis time our establishment has grownfrem ,a Cadet, a Beaverette and a WildWinch to five sailplanes with tugs and asite of our own which should be operationalfor the coming summer. It was aparticularly happy chance that everyC.F.!. we have had in our history waspresent on this occasion.The club's trophies were given out atthis dinner; the awards were a~ follows.Best progress among the ladies went toEIsie May, whilst Ray StepheDs won themen's prize. Gus Cunningham won thatfor the longest flight in a club machineand his brother, Doug, won the BoomerangTrophy for the best closed circuitby a club member. Mike Bagnal won thePerformance Pile. The Ludgate-Turn

PZLFLYING INSTRUMENTSnow from stock in the U.K.Total Energy Variometers AS.I-Turn and Bank Indicators - ArtificialHorizons - Clinometers - Compasses, etc.NOReo ENGINEERING LlMlnD,Burrell Road, Haywards Heath, SussexT.I.phon.:.....Hayword. Heath 2740 Telex:-87189'Sole Concessionaires for MOTOIMPORTit rains but not how to stop it! Nowthat our Tiger Moth tug is permanentlybased here it will no doubt lead to someinteresting wave flights and Swallowpilots can now look forward to flyingthe Skylark.The hangar was built in a very shorttime, the many improvisations being asource of amazement. One wishes theMinistry of Aviation possessed some ofthe gusto of gliding clubs and we mighteven thermal in their hot air (better not,it's a control zone). The Club has beencliff soaring at Branscombe which isalong the coast from Sidmouth. Bungylaunches with our Swallow gave somevariety of flying to our members.We have had one film show and plansome more as we have a licensed barand can hangai fly in comfort. Overmany consecutive week-ends when weatherclamped flying many members stillvisit the clubhouse, makes one think a~ink Trainer for gliders would ~ anIdea for English weather. ReciprocalMembership has been arranged withth.e Cornish Club at Perranporth whichWIll prove more than attractive in thesummer. N. P. H.83DUMFRIES &1DISTRICT963 was a good year for us althoughour total of 1,500 launches was lessthan the previous year. Winch launchinghas been slower than the tow-car butw~ have also found aero-tows very successfuland reasonably economic apartfrom the 17th November when the Terrierhad to, scuttle back to Crosby dodgingthe snow showers.The need for a higher perftm;nanceclub machine is becoming more pressingas the solo list grows, John Bromleybeing the latest to gain his A. and B.Jack Reid provided some amusementwhen he got carried away by enthusiasmin the Tutor and landed in the smallestfield we have ever seen.We are pleased that Jack now has hisInstructor's category and that Ian Steel,our C.F.I~ has been successful in gaininga Junior Inspector's qualification.Our Annual Dance was a great successas usual and the Club Trophy for themost progress during the year was wonby George Binns. George was our firstclub member to go solo and is now wellon the way to becoming an instructor.

Campbell Boyee won the club championship.At the time of writing we are reorganisingour fleet and equipment andgenerally preparing for 1964.ESSEXSINCE the publication of our last report,much has happened in theEssex Gliding Club. The Club founders'intentions of passing full control overto the members has now been completed,and at our first meeting an ExecutiveCommittee was elected, the principalposts being filled as follows:Chairman, Bill Coyte; Secretary, JohnUnsworth; Treasurer, Henry Nunes.A number of SUb-Committees havebeen formed and are already provingtheir worth. Brian Hockley. heading theM.T. Sub-Committee. has obtained forus what must be one of the most luxuriouscable retrieve vehicles in anyClub. To see our Ford Prefect sedatelytowing out the cable is a sight worthseeing.Our main efforts throughout the winterwill be directed towards increasingour membership. Our aim is 150 by thetime the soaring season is with us again.With colder days here, everyone ispleased tbat our mobile control hut isnearly complete. For the first time wehave a list of volunteers to be DutyPilot.A.N.HANDLEY PAGEOUR Tutor flew again in December. after its C. of A. overhaul andfitting of spoilers. About half a dozenmembers put over 400 man-hours intothis effort, the majority being on weekdayevenings and occasionally at weekends.This may sound a lot but we haveno ground engineer, only willing but unskilledlabour and no experience at allof major modifications. After those long,long retrieves the first undershoot provedthat it was definitely worth it.Since the period covered by the lastnews-letter Dave Harris has gone soloand Mick Goodwin is now flying theTutor.Visitors with or without their owngliders are always very welcome. Weauto-launch off the main runway at"Radlett (21-03, 7,000 ft.) and fly a T-31,1 utor and Skylark 3B.84LAKESHE Club's Seventh Annual DinnerT Dance was held a.t the Royal StationHotel, Carnforth, DD Friday, 15th November.Our guest of honour, WingCommander W. S. Dodd, who commandsthe A.T.C. at Barrow, presentedthe Leighton Hall trophy to Jack Paleyfor the most meritorious flight of theyear and the Dodd trophy to John Headfor the most outstanding progress. Unfortunately,no cross-country flights hadbeen attempted and the coveted Lonsdaletrophy was not presented.Ron Reid resumed the duties of C.F.I.in September after having relinquishedthem to John Young for about twoyears. Almost the first event in his newcalendar was the Club's return to Barrowfor the winter months. With the fellat Tebay turned into a quagmire by thelate summer rains we welcomed theluxury of paved runways and the exceJIenthangar accommodation so generouslyplaced at our disposal by Messrs.Vickers-Armstrongs at Walney. Thelaunch rate has improved somewhat, aswas to be expected, and this has inducedour Chairman to produce a masterlypiece of prognostication. If the presentimprovement is maintained, we breakeven. If we double it, we show a profit.A four-fold increase in the overall ratewill enable the Club to pay its membersfor the privilege of putting them in theair! Ernie Dodd had his tongue in hischeek when he made the last ·statementbut he has made his point. The rest isup to the members.We congratulate John Craven in joininthe Tutor Brigade on 8th December.He had the doubtful privilege of dealingwith a winch failure in masterlyfashion on his first attempt. We alsosalute OUT old friend and general factotum,Mr. J. O. Parker of Tebay, whomade his first fljght in the Club's T-21at the age of 80 in September.F.S.R.LASHAMHE Lnsham Gliding Society is madeT up of a number of clUbs who betweenthem have some 900 members.These notes are really a report on pro-

gress as far as the site is c.oncernedrather than the happenings to clubmembers of the ten clubs. 1963 was ~year of consolidation. The Air SCO\ltshave leased a part of the airfield from usand are busy establishing a National AirScout Centre to which Scouts will cometo glide and to learn the ways of theglider pilot.The "digging in" programme has I::ontinuedapace and 1964 will see our newclubhouse opened as well as the newelectricity supply working. We were fortunateenough to have our tender acceptedfor some of the contents of theold B.E.A. London Air Terminal andthe vital catering equipment, bar andcertain other "goodies" were removedfrom that place in record time. Theseitems wi1l save us a great deal of m

Our permanent staff n.umber four.* Jeremy'Srock We welcomed just beforeChristmas as the new manager; then wehave Mike Till continuing as residentinstructor and Don Gerrard as winchdriver;also we are extremely fortunate instill having attractive Betty Druce whoworks so hard as secretary in the cluboffice.Normally we expect about 14,000launches during a year and despite themiserable 1963 weather we achieved12,000 in the ten months available.Cross-country flying suffered though, andwe flew but 6,000 km. whereas in previousrecent yeacrs we h'lve reached13,000 kms.Nine training courses are scheduledfor this season, and they

years and possibly very much longer. Atthe same time we are investigating thepossibilities of moving to Cranfield,which will be nearer for our Bedfordmembers but somewhat further awayfor the Northampton and Ketteringmembers.The winch built by club memberssome years ago is now showing signs ofold age and is being overhauled andfitted on to a new chassis.R.N.W.K.NORTHUMBRIADURING early October, the ClubT-3l and the syndicate Kite weretrailed to Sutton Bank for a five-dayvisit, enjoying the hospitality of theYorkshire Club. Five days of excellentsoaring conditions, plenty of flying timelogged and a good time generally. Theluckier ones spent the entire period therewhilst a number only managed a dayor two. Our thanks to Mrs. Ruffell forher impeccable catering organisation andcongratulations to T. Martin for his C.after he just happened to be passing byand to Danny Borrits for his five hours.Our instructors temporarily relieved oftheir .charges enjoyed sampling the capabilitiesof the Y.G.C. higher performancemachines while some of the pupilsobtained instructions in the T -21's.Unfortunately. since then the weatherat Medley Fell has been so continuouslybad that flying has only been intermittentlypossible.. ~.owever, the shortage of flying acltVilleshas been counter-balanced by intenseconstructional work. Under theleadership of Harry Anderson, the hangar'Cum-workshophas been built whilesimultaneously our C.F.!. installed theelectrical generating plant. All this beingcompleted for the Barbe~e and fireworksan 9th November, excellentlyarranged by our Social Secretary and hishelpers on one of the rare fine eveningsf and ..well atte.n~ed by members, theiramlhes and vIsitors.Since then the construction of theclUbhouse has started and is well underWay. while the diesel winch is almostready for commissioning.While Hedley Fell Was receiving its~rst dusting of snow this season, some5 of us watched films of gliding inwarmer climates and were also reminded87on the screen of the Club's actIvItIesthrough last winter's Arctic conditionsand at Portmoak in May.Our Club Instructors have now becomeTV personalities after an appearanceto spread the gospel of gliding. ObviouslyTommy Ruffell must have enjoyedit for a little later he was presentingfilms and talking at one of the importantlocal works.As though all th,is wasn't enough, asmall party paid a rapid priva,te visit tothe Cowentry Club.D. R. B.-W.SCOTTISHTHE early part of the winter haspassed uneventfully with litt'e ofnote in flying, due mainly to the factthat this has been curtailed by a verywet November. December proved flyableb.ut ~ast winds limited flying to trainingCIrCUits.Considerable activity has been notedin the Christmas Tree area where thechairman and assistants have removedhundreds of trees for immediate sale. Itseems likely that this operation will bespread over several years, providinghealthy winter exercise and a useful injectionto the bank balance.Planning for the 1964 season is nowwell advanced and the ever popularseries of summer courses are being .e.xpandedto meet the increase in demand,weeks have also been set aside fOT Instructorand Advanced Flying coursesbut these are restricted to Club members.In addition, a repeat of the WeekendCompetitions is planned (6th-7th Juneand l3th-l4th June) with a maximumentry of 20 aircraft and it is hoped thatthis event will develop into an annualevent.W. A. S.SOUTHDOWNBAD weather has kept us groundedfor an unusually large number ofweekends this winter, but seyeral hoursof aero-towing practice were put in atRedhiII during October with the ClubOlympia and Syndicate 463. The TigerClub generously laid on a tug for eachflying day and members were able toadd to their aero-towing experience.Back at Firle our Chairman, Les AIlard,has converted to the Swallow and

v. G. Aircraft LimitedAll types of light aircraftserviced and repaired,also Spares suppliedWorksltops:-Tring Road, DunstablePhone:· Dunstable 63419Tony Bywater gained his C on a recentridge soaring day.Lome Welch and John Everitt broughtthe T-49 to the site at the end of Novemberbut we were not able to see it inaction until the following week-end dueto bad weather. It was very interestingto see it flying on our site and to assessits capabilities on several of the launchingruns. John, quite understandably, hasnot committed himself as to whether itis the two-seater for our site!P.W.STAFFORDSHIREFTER nearly a year of behind theA scenes activity the StaffordshireGliding Club was formed on 19th December,1962, with 50 founder members.Due to the fierce weather and financialproblems our first aircraft, a T-31, wasnot available until April. 1963, and on13th April the first flying meeting washeld at Meir aerodrome near Stoke onTrent. This historic occasion was markedby a typical example of British glidingweather-eloud base 750 ft. and a steadydrizzle. The first man into the air wasBertie Aranyos, who represents 50 percent of our Hungarian membership.Bertie being quite new to the game 0 wasproperly accompanied by the C.P.I.W. C. Hutchinson and survived what wasindeed 0abaptism.Having thus started, the Club is nowapproaching ,its first A.G.M. with quitea decent record of achievement for theyear. 1,100 launches have been givenand 12 pilots brought to solo standardfrom varying degrees of greenness_ Anotherd02;en or so are in the pipeline anda fair number of these should solo inthe near future. The course method oftraining, .known in OUT Club as "t.heart of coarse flying", IS operated withseveral instructors under the eye of theC.F.I. The first course produced pilotson 23rd June. having started on 4thMay; A. Wright, R. Kettle and W. .Jeffsgoing solo on that day. The remamderof Course 1 went solo one on each ofthe four following flying days. thesebeing W. Ha.rvey, R. Johnson, T. Lovattand B. Aranyos. All these have nowreached A. and B. standard and thisfact was duly celebrated at a gatheringin a local hostelry. Pilots who have subsequentlywloed at Meir are B. Gilman,B. Clare, J. Marshjones, B. Ward, N.Mackay and A. Price.Being a new club with about 35 membersquite new to gliding we have experienceda high rat~ of wear and tearon our ground equipment. Fortunatelywe have a well organised TechnicalCommittee led by Ray Johnson, who hasbeen the man behind many improvementsto the equipment and who hasovercome endless snags. The Club has alarge percentage of engineers in themembership-almost every .kind you canthink of from instrument and electronicsto heavy electrical and mechanical types.This paid off recently when the winchrequired new paying-on gear. A marvellousdesign was soon eVQlved, andthough it was a little expensive to produceit will pay dividends in savedcabl~ breaks. The Technical Committeehave been well backed up by the mainCommittee, Chaired by Barry Gilmanwith John Marshjones as Secretary.These two chaps, with others, labouredmightily to get the Club started and weall hope that tbey still feel that it wasworthwhile.With the training courses going welland producing pilots in a steady stream,the pressure for an intermediate singleseateris now being felt, solo pilotshaving to fly ,the T-31 at pretient if notup to Olympia standard. The Committeehave plans to buy a Tutor or like aircraftin the near future when the rightone appears on the market. The Olympiais currently having a C. of A. but shouldbe back bOy the time these notes appear.The additional aircraft, when we get itwill make it possible for us to admit afew new members and release pressureon the waiting list.88

The future activities of the Club willnO doubt continue the trend to moretechnical improvement and innovationalready established. A Club member hasdonated an old car for use as a retrievevehicle, and now that the winch is offthe danger list the technical committeeintend to adapt this with boom andtackle for high speed retrieves.In case anyone should think that theClub consists entirely of engineers. Iam pleased to report that several literarymen have come to the fore and amonthly news-letter. edited by WaIterHarvey has a waiting list of material topublish. Nothing seems to escape unnoticed,and woe betide the unhappymember seen in a compromising situation.either in the air or on the ground.Now that we are established, visitorsfrom other clubs arriving either by surfaceor air transport will be made mostwelcome. We operate every week-end.SaturdaY' and Sunday, all the year roundand our field is easy to find being moreor less at the junction of A520 withthe A.50, the entrance about 100 yardssouth of the roundabout on ,the A50.AW.H.L.W.SURREYALTHOUGH the 1963 season wasnothing to write home aboutweatherwise, it does not seem to havedet~rre~ our members, and aircraitutJhs~t~on was higher than usual with asurpnslOgly large number of Silver C.legs flown. Trailer building, on what almosta~ounts ~o an assembly belt proce

Our flying at the moment is somewhatlimited. as our old site, Honeybourne,has been more or less put out of actiond:ue to the local Electricity Authoritydeciding to erect pylons across the centreof the airfield: we are, however, investig?t!nglocal hill ranges with a view toglvmg sol11e of our new "soloists" ataste of hill soaring.T.M.ARMY GLIDING ASSOCIATIONOR the past year the Association hasF..' been running ~wo clubs and preparmgto star1 a third. The founder dubo·{ the Association has been undergoinga slow change of role brought aboutlargely _by the expansion of Lasham itself.This club's name is now changedto . ~rmy Soaring Club, from ArmyGhdmg Club, as we feel that this ismore de$criptive of its present status.In future it will aim to provide aircraftfor soaring at Lasham whilst the otherfacilities provided by the L.asham GlidingSociety will be available to its members.The Southern Command Gliding Clubat Nethera.von has continued to growand is now running fairly dose to -thecapacity of its present equipment. Wehope to be able to run some coursesfor our members at Netheravon thisyear.We are forming 2 new club, theAldershot District. Gliding Club, flyingat the R.A.F. sJation at Odiham. Thisclub wiII fill the gap left bey the changesat Lasham and provide training fadlitiesat week-ends for our members who arestationed around Aldershot.Th~re is. also an active Army groupwo~kmg with the Dorset Gliding Clubwhich has applIed for membership ofthis Association. When this is approvedit will become our fourth club, theBovington Garrison Gliding Club, andwill, we hope, continue to operate withthe Dorset Gliding Club. C. G. D.BANNERDOWN(R.A.F. Colerne)SERVICE NEWSfor 3~.59 hours during the period. Evena~ thiS late. stage. our expedition enthusiastsare stIll actIve, for Mike Channondid 4 nours at Huish and Mac Macintyregot. his Silver leg with 5f hours onthe Nympsfield ridge.Ground work continues with a resolutionof the launching policy and afull programme of vehicle and aircraftmaintenance. The 403 has been cocoonedu!1til the spring and sits alongside thedismembered Grunau, whili:h arrived ex­Germany 1st November. This will be atough one to prepare, as neither timbernor glue are up to standard but we lookforward to good service from this replacementof the Eon. The hangarappears to be littered with trailers -invarious stages of construction. EricHaIes. a,nd family and Hugb Bellinghamare building a lightweight job for the403. A lightweight chassis has arrived.for the 28 and Gnmau and a new T-21conveyor is being carpentered andengineered by Roy Gaunt amd MacT is inevita,ble at this time of the yea,rI that aerial activity is reducedalthough we did manage 277 launche~ Building a trailer for future expeditions.90

Macintyre; the latter has also done agood job on ~he tractor apd is concern~dwith Tug Wllson and Padre Mackenziein a mod to the Calnan Winch.The "sardine" farewell party to EdMeddings and Max Bacon was on 9thNovember (68 bodies ,in the c1ubroom,all vertical to beg.in with!) and theChristmas Party was on the 14th December.During the last few weeks we havebeen both instructed and entertained byAlan Yates and his colleagues on theweekly .Independent T.V. programme"The Elements". In partacular thespeeded u!' films of cloud formation,and the practical demonstrations ha.vesho·wn the great value of visual aids andthe gliding content has been most interesting.Suitably edited and condensed,this series could make a real impact onpotential recruits to our sport.Our trophies for 1963 have gone to:Officer Cadet Clive Hall (now on initialtraining at South Cerney). He wins theBannerdown trophy for the novice whoputs in the greatest effort into club activitiesboth in the air AND on thegr.ound.Chris Gildea. fie wins the DanielsTrophy for the best cross country flightfrom Colernc,P. H.MOONRAKERS (Upavon)ECAUSE of a lengthy absence fromBthis column it is appropriate to sumup last season's activitaes. On the highperformance side we did well by anystandard. Two Gold distances. by DenisStubbings and Jetf Chandler in Olympia2's e'arly in the season gave us agood start. A well·won Gold height byJohn Allerton turned up in June. In JulyC.F.r. John Williamson, second in theNationals, "broke" the Goal andReturn record with 242 miles, the dayafter tbe same distance was done fromLasham! A substantial claim for theD~lUglas Trophy can, however, be submItted.Lower down the scale Silver badgeswere not very prolific, but the six or so~ompleted did, includ~ .our first by aady member. Boel W.lhamson. A numberof Silver distances helped swell thetotal cross-country miles to nearly 3,500,of which a healthy 1,200 were in the91cooking Olyrnpias.At the end ef the season we weredelighted t'hat Hon. Sec. Douglas Bridsonwon the National Aerobatic Championsbip.Less auspicious was the record on therecruiting and training side. In a Servicedub these items are perhaps even moreimportant than in a civilian because ofthe steady drain of top talent from theindividual clubs due topostings, of~enabroad. There are signs, however, thatthe expansion of the R.A.P.G.S.A.several years ago is be&ring fruit at lastinsofar as the flow of top talent is nolonger always one way. A number oftour expired experts are showing upfrom overseas to carry on where theyleft off two or more years ago.J. S. W.R.A.F.C,S.A. CENTRE(R.A.F. Bicester)THE .seeond year of the Centre hasended with an increase of both. hoursand launches. If we had been 'grantedbetter weather we could have done verymany more .launches and hours but, notonly Were we grounded for three monthsin the winter, but the summer was poor.Despite this our aircraft utilis,ation hasincreased' sufficiently to enable us toslightly reduce our hourly soaringcharge. This year our Novice's Trophyfor the novice who has achieved mostin the year has been awarded to ChiefTechnician Tony Turner, and our heartycongratulations go to him.One of our mljor successes as aCentre is illustrated bv the fact tbat over400 visits were made' by pilots of otherclubs ~ofly oUr aircraft. Chief Instructorsof other c1ub§ can well imaginewhat a problem of assessment andsupervision this brings, but Bill Andrews,Ron Newal! and Andy Gough havebeen tireless in their efforts.The aircraft fleet is being modernisedand we have just acquired a GermanSP-26. This is very similar to a Ka-6,but the structure is somewhat different,having a steel tube fuselage. It promisesto be a very good club aircraft.It is well known that glider pilotswill sacrifice everything for glidlng~ oneof Qur members not only planned tospend his honeymoon gliding but arrivedon the airfield immediately after his

The new Blanik(lying at Bir:ester.Photo. by S. M.Jo'hnsonwedding and so an impromptu receptionwas hurriedly organised in the club bus.R. P. S.PORTSMOUTH NAVALE have lost our C.F.I. Jim GunterW to Lossiemouth. We wish him wellin his new appointment. A general meetingof the Club was held recently atwhich Tim was presented with an engravedtankard in reiwgnition of hisservices to the Club.At this meeting, members learnt ofthe appointment of Martin 5eth-Smithto Woolwich and so we lose a Chairmanwhom we are sorry to see go. We tried92to persuade him to remain on asChairman but he felt that he could notcarry out his duties effectively from adistance and so refused.We were pleased to have a visit framPat Worthington, a former member,who is now working in America. Fromall accounts, the soaring she has there isvery much better than we experience atLee.Our new C.F.I. is Peter Davies, whohas already shown that he is going to bea good one.John Barbeary has left us for. a seagoingappointment but before he leftboth he and Peter Wilson were passedfor passenger c.anying.

A number of members visited Upavonrecently with one of our gliders, anghad some interesting flying, We aregrateful to the Moonrakers Club forallowing us this facility. L. D. V.EAGLE(Detmold, Germany)UR first two months of operationO have been most encouraging. Ourbcst day to date was the 3rd November,with a total of 50 launches.We now have three aircraft, a T.21, aGrunau Baby, and a Swallow. TheGrunau is at present in the workshopshaving a major overhaul and we areextremely grateful to Harvey Barker forthe tremendous amount of work tbathe has put into it.The Christmas party, held on the 7thDecember, was a great success. Thelocal German club was invited and inall there were about 50 people present.The party started in the Bowling Alleyof the NAAFI and then retired to thec1ubroom, where a dance had beenorganised. The success of the party waslargely due to the efforts of Ray Ravenand we are all most grateful to him.Here's to a successful soaring seasonin 1964. H. B. E. M.LAARBRUCH(Nr. Nijmegen, Holland)UE to unbearable pressure from theD majority of members, "Green Ball"has been banned from taking his winterhibernation in the bar and forced totake up pen instead of glass!The task of putting Laarbruch on the~~p is probably unique, suffice to sayIt IS a NAT.O. base some 30 km. S.E.of Nijmegen (Holland), between theMaas and Rhine rivers.Although we never experience the'~abelaisian conditions of our neighbourmgR.A.F. clubs, soaring conditions area little better than those in the U.K.Good hangar, workshop and barfaCilities give ample backing to ensurethat our members get plenty of opporthunltyto sample German and Dutcht ermals.f We started flying this season with veryew experienced types guided by two93instructors. Inevitably, several !loaddays went by without much use beingmade of them, but soon our fleet of aT-21, Ka-2, 2 Grunaus, B Spatz andKa-6 was rarely on the ground. Theseranks were unfortunately seriously depletedwhen one of the Grunaus CODtactedthe thermal of its life and weldeditself up after hitting a high tensionwire on the way into a field. The BSpan was also seriously damaged whenit was blown over after a field landing.The four remaining aircraft were putto excellent use after this disastrousstart. Our 25 A and B certificates gainedthis season included the Commander inChief of R.A.F. Germany, Air MarshalSir Ronald Lees, and six visitingU.S.A.F. Voodoo pilots, who seemed toenjoy flying without the kicks of theirafterburners.A total of 21 C certificates includedour recent Station Commander, GroupCaptain Stanbury, our only lady memberto endure ,our instructors' tortures,Joan Stevens, the Padre (who has afriend up there anyway) and 16 yearsold Martin Hampson.On the road to punditry Harry Ormeand Harry Shaw have completed alltheir Silver legs during the season tobring this total to 17.The Ka-6 has been well utilised by"Trans European" pilots. It gave JohnPrince, our C.F.L, a Diamond goal toHamburg and Taff Thomas, his deputy,a very near miss of 270 km. for thesame award. Later in the season, knowingDiamonds are a girl's best friend.the C.F.I. tried a 500 km. attempt, butthis terminated in a Cerulean French sky(so he said!) after 420 km. at the frustratinglyearly hour of three thirty. TirnDelap, roving in his own Weihe, threwstrain gauges overboard and collecteda well won Gold Height.Although off the beaten track, wehave been visited by the local Frenchenclub members and their aircraft andGordon Camp from Dunstable. Gordonattempted a Diamond goal during theweekend he was with us but ground tean early halt. Tim Delap, airtesting aCanberra later in the day, then presentedhim with photographs of hJS fieldlanding. .Overall although our bar takmgsagain ex'ceeded our flying fees, weappear to be the most successful club in

RA.F. Germany. For the future, winteroverhauls are nearing completion andthe club now has a very solid committeeto guide it through the coming season.We're looking to the arrival of apromised Capstan aod several memb(rswill be Diamond clutching in the Issoirewaves in January, J. P.PHOENIX(Bruggen, Germany)As with most "flat site" clubs at thistime of year, nothing spectacularhas happened at Brilggen o'ver the lasttwo months. Good old-fashioned circuitbashinghas carried 00, though, with Aand B certificates to Don Doonithorneand Tim Palmer.Looking back on the year's achievementsby club members. we feel fairlysatisfied, the vital statistics being: - 225O'los,20 C Certificates, 18 Silver C legs(5 completed Silver C's), 5 Gold C legs(2 completed Gold C's) and 4 diamondlegs (2 heights, 2 goals). Total crO!iS­COl'lntry distance 4,624 km. in 51 flights,.total launches just on 4.000 in 655 hrs.Now we are faced with the usual dreadedtask of fettling all equipment to be readyto make next season even better.The tin Ka-6 that C.F.I. Pete Lane,",ought from a little club down nearGeilenkirchen somewhere has made agood start with us. Pete, "lan SommerviUeand Geoff Barrell took it early inNovember down to Zell-am-See inAustria for the purpose of attainingCertain Altitudes in wave. There, on the5th Novemper, Alan took it t.o 24,600 ft.a.g.!. (the last 3,000 ft. of which was inthe actual lenticular) for his height diamondafter a tow to 7.000 ft. He tellsus that he was at 15,000 ft. at 16.1$ hrs.and had ! hour before dark to climb toat least 24.000 ft. and then land back atthe airfield. He did it - just!Getting back to more mundane happenings,the club bar was re-opened on19th October amid the usual celebrationsafter a month;s refurnishing and stream­(·ining - we now claim to have thehighest-performance gliding bar in useanywhere. Whilst still on the subject ofgliding club bars (well, who wants toread about flyiog anyway?) when theGeilenkirchen club ,opened their bar afew weeks later, we decided to raise thetone of their occasion by going downthere en masse and showing them whata few real gliding pundits look like.Actually, it was a good party, but wehave to report that, in addition to occasionalgliding, they practise "ornithology"on a large scale!On a more seriolls note we are regretfullysaying goodbye to Geoff and ~idBarrell at the end of December on theirreturn to the V.K. Anyway, we wishthem both the best of luck in theirfuture gliding. So, with 1964 rolling inand talk of things like T-49's and otherexciting devices for the dub soon, wewould encourage anyone who findsthemselves posted to this part of Germanyto come out and visit us.L S. H.AUSTRALIAAT the 14th annual general meetingof the Gliding Federation ofAustralia, the Design and DevelopmentCommittee were given the green light togo ahead with the develo,pment of ahigh-~rfQrma(]ce single-seater glider.CounciHors. voted to guarantee a sum ofat least £800 from next year's £2.000administr

Millicent Gliding Club, which had begunflying at a Council-owned aewdrome ata time when no powered aircraft hadbeen operating from it. Recently, however,one light aircraft began visiting thearea for training operations on Sundayof one week and Monday the alternateweek. and because of this the RegionalD.C.A. ruled that gliding could not becarried out at the field.-AustraliallGliding.POLANDAFEW interesting statistics on glidingin Poland last year might be ofgeneral interest.Total hours flown S9,556.Total distance flown 386,397 km.(240,096 miles), of which 96 open crosscountryflights of over 300 km., 191 goalflights of 300 km. or more, 24 crosscountryflights of over 500 km.320 Silver e.s, 40 Gold C.S and ei~htfull Diamond badges were gained dUringthe year; this brings the total of pilotsholding three Diamonds in Poland up to102.T.J.UNITED STATESTI:IE 31st An.nual .V.S. ~ationalIng ChampIOnshIps Soar­WIll be held atthe McCook State Airport at McCook,Nebraska, from 30th June through 9thJuly, 1964. Sponsoring organizationswill be the Nebraska Soaring Associationand the McCook Chamber of Commerce.Other sites considered for 1964were Adrian, Michigan and Hobbs, NewMexico.Mcok State Airport has three7,500 foot concrete runways and is usedeXclusively by the Nebraska SoaringAssociation. Thermals often reach over10,000 feet in this area during the summer,and the surrounding terrain isgenerally clear and smooth.,Over 50 American pilots are expec,tedto compete.S. S. A.WEST GERMANYBERREN RUTH, Grosse, Kunz andthe writer have worked 0111 a newRating System for our national team. In95future the team will always consist of15 pilots. Within these 1S there will beas many pilots of the Standard Class asrelatively participate in the Nationals.The same with the Open Class. For ell;­ample: during the next Nationals 20will participate in the Open and 40 inthe Standard Class, then the nationalteam will contain five Open Class andten Standard Class pilots. Each classwill score separately from the other andwe do not want to mix them. The RatingList in each class is formed as follows:Pilots will be credited with 70 per centfor their points at the last Championshipand twice 15 per cent of the twoChampionships before = 100 per cent. Ifwe have three entries in a World Championship,then two pilots of the StandardClass and one of the Open Classwill go.lf somebody wants to change his elass.he will be integrated into the other classso that his position remains as in hisold class; e.g. No. 3 of the Open Classwill then be No. 6 in the Standard Class.First we thought of giving the StandardClass pilots a bonus. But whateverpercenlageyou add to the points of theStandard Class it always seems to be incorrect.We did calculations with electronicmachines for two days and finallygave up the idea of the bonus.Our Nationals will be at the Air Forcefield, Roth-Kiliansdorf, near Niirnberg.from 17th to 31st May. The week beforewill consist of practice days.W. GROss.Statistics of German gliding for thefirst ten months were given by SelfKunz to a gliding assembly at Heidelbergon 2nd November. At present notless than 2,500 sailplanes are flying inthe region served by the German AeroClub. In ten post-war years there havebeen 5,000,000 launches and 1.000.000flying hours. Since 1957, over 2,000.000km. have been covered in cross-eountries.At the moment the gliding groupshave 25 000 members, who include 6.505Silver C.s and 458 Gold C.s; 588 Diamondshave been acquired and 48 pilotshave all three Diamonds.First to complete a 500-km. trianglein Germany is Hans-Wern~r Grosse,whose course was Liibeck, WlldeshauseD(to the S.W.), Braunschweig (Brunswick),Ltibeck.

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