Volume 16 No 1 Feb 1965.pdf - Lakes Gliding Club

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demonstrate to his own satisfaction the ability to fly straight and reasonably levelon the T. & S. alone, before venturing into a large cloud using the horizon; fewgliders have their batteries charged before every flight.Since the advent of dive brakes, has there been any accident directly attributableto loss of control in cloud? If not, let the pilot decide whether his cloud-flying shallbe learned dual or solo, subject to the usual safety criteria.JOHNFIRTH.HANG ON TO THE WINCHDear Sir,The interesting and unexpected correspondence in your December-Januaryedition prompts me to answer some of the questions raised.The rhetorical Scot, Pensator, f'(>Ses some good questions: he asks what isth~ safe weight that a glider will {can carry to 2,000 ft. This depends on the typeof cable that is used. The hook is stressed to withstand a tension of 1,000 lb., atwhich point, We are led to believe, the cable weak link fails. This weak link shouldtherefore support cable up to ~ lb. per foot at a height of 2.000 ft., assuming thatit was above the winch and there was no tension on the cable. If there were. thenthe aircraft would be sinking at a greater rate than it need. or the cable would break.Such a cable is similar to the 11 S.W.g. piano wire used by most Clubs.The launching c.able is, of course, a catenary form during the launch. As theglider rises, it has to support an increasing load of cable as well as the down loadcreated by the pull of the cable. The secret of high winch launches is to ensuremaximum rate of climb in the early stages. (1 didn't say pull hard back straight offthe ground-that can be most disappointing.) Very little height is gained after theglider subtends an agle of more than 80 degrees to the winch. Thus it is that thehig.hest winch launches are achieved in moderate wind conditions of 20 kt. and more.The simple assessment of power required to raise a glider to 2,000 ft. in theduration of 60 seconds of one Winch launch is about 70 h.p. This also depends ona number of variables which are difficult to determine: that is, the drag of a gliderat varying angles of incidence. However, the output of the engine needs carefulmatching to the winch drum so that the engine is rotating at sufficient speed to givethe torque, and thence cable tension, to suit the speed of the glider through the air.Large drums and high gear reduction are preferred as the large drum reduces cabletangle problems and does not need to revolve so fast.I cannot agree with Alistair Wright that the Ford V.8 is a really suitable powerunit. Frankly, its power curve is too steep, an~,hasn't a wide enough plateau over thespeed range that a glider winch launch requires. Recent experience has suggestedthat the Gardner or Leyland or AE.C. diesel engines of lOO h.p. are more suitable.They are little more expensive than the Ford or Bedford unit but use cheaper fueland less of it.Mr. Wright's questions are releva.nt, but he misses the really important onewhich is: are Clubs really able to spend £1,000 on a winch when they often find itdifficult enough to buy aircraft without sources of RP. finance?The impression remains that whenever someone gets. up in Committee andsuggests a substantial outlay on a winch, the less informed start up the cry thatthey can make one for much less. After all, they know of a suitable engine!bus!lorry that a kind man wi.11 let them have for next to nothing. Unless you are lucky,or know where to find a little-used unit, such machinery is teetering on the edge ofdespair.There are 51 civilian Clubs in this country, and assuming that they have theoptimistic figure of two serviceable winches and one retired winch. this gives atotal market of 150 units. Assuming that a winch lasts 10 years, then this is areplacement figure of between 10 and 15 units a year. At £1,000 each, this is aturnover of £10,000 to £15,000 per year, which is too small a volume of businessfor a separate engineering. unit to be supported; however, some larger concernmigh.t look upon it with favour. Such. enthusiasm tends to be short-lived.60
I feel that the home-made winch will be with us for a long time, and what isnecessary is a better understanding of the principles underlying the construction ofa winch. I will be pleased to enter into private eorrespondence with anybodyinterested.Yorkshire Gliding Club.J. C. RIDDELL.A VISITOR TO OERLINGHAUSENDear Sir.At the end of October I spent a very pleasant week at the "SegellIugschule" atOerlingnausen, with a view to the "five hours", and I would recommend it particularlyto someone_ who wants to do non-competition gliding "somewhere different", orwho wants to practise German while learning to glide. While cross-country flying isconsiderable in the summer, they do not talk so much of 300 km. as of the size oftraffic. and I have the impression that the site is more than anything else a goodschool.The C.F.I. is "Vater" Rademacher, who is most friendly and helpful andwho, -on the ground, speaks good English. The school is run by the Governmentand its equipment and organisation is good (on 26th October, during seven hours,llsing 15 people, 4 gliders and a two-drum winch, we flew 91 launches; they average120-150 per day in the summer). I was with a course of instructors-to-be from otherclubs who generally felt this to be the most efficient site in Germany. Accommodationis good and the food "whole50me institutional". The site is about 1 km. in frontof a long ridge facing the south-west. The countryside has a good reputation forthermals in summer (again, 26th October was a good example for me when Iscraped 50 minutes below 1,200 fl.-well outside my season) and "five-hours" thereare common.A snag lies in the licence requirements, which I do not fulIy understand. I hadto have an official medical examination by the local doctor, which cost me about£2. If I was to fly unsupervised (i.e. across country) I would have had to talce anexamination similar to the written test for the English P.P.L., but I understandthat the Ministry may accept the I>.P.L. as a substitute. That is; Minister vonTransporten (Abteilung Luftfahrt), Bonn.I am sure that other visitors like me will be very welcome. Indeed. severalEnglish people, I think, have taken their aircraft there, which saves them troubleabout the licences.R. 1.. S. BUTLER.J'.I.1-Dell Farm,;ihipsnade,Th.1nstable,Beds.E n g la n dCJ.J ~ G8 _-AngliaThis card, sent bylrene and RomanZubiello, travelledby sailplane mailfrom Les'l.no 180km. nOr!Ir toTokio. a smalltown in Poland.61
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 and 26: 1965 COURSES AT LASHAMHE 196'5 cour
Page 27 and 28: LEE WAVE uGEN" FOR AEROPLANE PILOTS
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: will go on into the foreseeable fut
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
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Volume 16 No 1 Feb 1965.pdf - Lakes Gliding Club

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