and<strong>No</strong>",,·a Fully Transistorised~ Walkie-Talkie!the~ ~ !!~V~D!~!I!Once again inthe tradition ofthe outstandingCambridge andVanguard Radiotelephones,Pyehave produced theBantam, a brilliantfully transistorisedWaJl
LEE WAVE uGEN" FOR AEROPLANE PILOTS•• DETECTION A~DAVOIDANCE OF MOUN-TAIN WAVE SYSTEMS - SAFETYHEIGHTS OVER HIGH GROUND" is tbe titleaf a Civil Aviation Information Circularissued by the Ministry of Aviation andnumbered 92(1964. It introduces thesubject with an account of how a LockheedLightning pilot arrived in theBishop Wave region of California tofind that a dust storm prevented hislanding below: so he soared his 13,500lb. machine in the upcurrent of a wavefor over an hour until the landingground cleared. He estimated the upcurrentat 8,000 fL/min.. and the circularpoints out that, if he had not been soknowledgeable about waves, he couldhave got into an equally strong downcurrentwith disastr:>us results.The circular then gives general informationabout waves, remarking that theirpresence is revealed by the aircraft'saltimeter and vertical speed indicator,and points out that "a height coupledautopilot. when in use, will attempt tocounteract any height fluctuations inducedby wave motion, thus bringingabout marked variations in airspeed. Itis therefare advisable either to disengagethe height lock, or to revert to manualcontrol in severe conditions, because thespeed variations may otherwise be somarked as to bring the aircraft to astalled condition."Then comes a warning about rotorsand an account of how a Hoeing B-52re:cently lost most of its fin and rudderin One. Here we have the first mentionof "safety heights", for which, for theavoidance of rcters, the recommendedclearance margin above high ground is"at least half the height of the mountainsabove the surrounding terrain".This is immediately followed by a warningthat, to counteract the downcurrentsof waves, a much higher "safety heightmargin" might be needed.The next section. "Downdraughts".deals at once with this problem, sayingthat the: effects of vertical currents dependlargely on the aircraft's performanceand on the direction of its trackrelative to the alignment of the highground which initiates the waves. Whatshould the pilot do if caught in a con~muous downcurrent., The answer givenIS:"Unfortunately. because of the manyvariables involved, no hard and fastrules can be laid down, but generally thebest course would be to turn upwind ordownwind and seek rising air in anotherpart of tbe wave system. If the aircraft'sterrain clearance is already marginal itwill be desirable to turn downwind, i.e.away from the initiating high ground."The reader is referred to an Appendixfor more detailed information.. Three more hazards of flying overhigh ground are then mentioned. Firstair forced up a slope will c.ool at th~adiabatic rate and eventually becomecolder than other air at the same heightso its freezing level may be lowerelSecond, winds over mountains may deviat~in direction and vary in speed. Third,alttmeters may not read correctly: however,the errors due to airflow effectsare small.ALL.OVER THE WORLD4,000COSIM VARIOMETERSARE NOW IN USENational &- International Records"Cook" Compasses with pivotedmounting"Cook" Electric Variometers"Irving" Venturies & Water Traps"Burton" Total Energy Units"Cosim" Best Speed ScaleHoldersloolle'. I,OfIICobb-Slater Inst. CO. Ltd."COSIM" WORKS, DARLEY DALE,MATLOCK, DERBYS.TeJephone O.tley 0.1. 213825
- Page 1 and 2: SA LP A&GLIDIGFebruary - March 1965
- Page 3 and 4: SAILPLANE& GLIDINGOFFICIAL ORGAN OF
- Page 5 and 6: 1965 WORLD G,LIDINGCHAMPIONSHIPSHE
- Page 7 and 8: FRED SLINGSBY'S RETIREMENTANY are t
- Page 9 and 10: D-34(o)D·36Polyt 3Kria7
- Page 11 and 12: dead into sun, and the haze made VI
- Page 13 and 14: its normal position lies very near
- Page 15 and 16: well that you should understand how
- Page 17 and 18: TESTING A SOVIET DISCOPLANEBy V. IV
- Page 19 and 20: cursed. The designer looked despond
- Page 21 and 22: SECOND NEW ZEALAND CHAMPIONSHIPSHOO
- Page 23 and 24: •Official rest day.three pilots a
- Page 25: 1965 COURSES AT LASHAMHE 196'5 cour
- Page 29 and 30: of the Sheffield gale. The other is
- Page 31 and 32: IT wasn't just having to get used t
- Page 33 and 34: change, my man," I sa.id grandly, a
- Page 35 and 36: outes. It's all a snare and a delus
- Page 37 and 38: electrical horizons 'have complete
- Page 39 and 40: Finally, the turn-and-slip indicato
- Page 41 and 42: 1964 KRONFELD ART EXHIBITION AND196
- Page 43 and 44: Loi61U ;nOrder Pi/or Points 1964 Or
- Page 45 and 46: RHODESIA'S FIRST 500 KILOMETERSBy E
- Page 47 and 48: 2-3~ en154.2'-'5-0 IDID6 0 en~c7
- Page 49 and 50: JIy30-40506"0 70 8"0 9"0I I I I, eq
- Page 51 and 52: BRITISH GLIDING ASSOCIATION NEWSCHI
- Page 53 and 54: wings ar~ lewel. If you can do this
- Page 55 and 56: T" T I G" I. 1.111 Y 11 74'0THEKRON
- Page 57 and 58: as the squall struck us, about half
- Page 59 and 60: about 3,000 feet, at which altitude
- Page 61 and 62: TRUE FLIGHT-A FABLEBy M. BIRDOOKING
- Page 63 and 64: iBOOK REVIEW•Great Flights and Ai
- Page 65 and 66: will go on into the foreseeable fut
- Page 67 and 68: I feel that the home-made winch wil
- Page 69 and 70: FOR SALE (contd.)T.3IB, C. of A. fr
- Page 71 and 72: BLACKPOOL AND FYLDEP"e.~enratioll o
- Page 73 and 74: which we had from the Shaw Slingsby
- Page 75 and 76: able piece ef Club equipment was bu
- Page 77 and 78:
And still he wasn't satisfied, this
- Page 79 and 80:
As usual, Lasham continues to opera
- Page 81 and 82:
to his usual standard. The surprise
- Page 83 and 84:
Margate before setting off in Sky.)
- Page 85 and 86:
CHEVIOTS (Acklington)SINCE our last
- Page 87 and 88:
a gliding record. He made his first
- Page 89 and 90:
The Boomerang.from a light-weight a
- Page 91 and 92:
The Club's order for a Ka-6 waschan
- Page 93 and 94:
Lindner, of Teek, with 2,434.2. - A
- Page 95 and 96:
A Gliding Holiday io Kentwith the K
Change language