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free flight 1/922

Al Sunley

I hope everyone enjoyed the Christmas festivities and properly welcomed 1992.

I’m pleased to report Joan McCagg, our executive secretary, is recuperating at home afterserious surgery at the end of October, and she hopes to be back in the office sometime inJanuary. We wish you a speedy recovery and good health, Joan.

I wish to remind everyone of the upcoming AGM being held at the Palliser Hotel in Calgaryon 28 – 29 February, and 1 March. The Cu Nim club has arranged for workshops and otheritems for those attending. I urge all members who find it within their scope to please attend,particularly those from Alberta.

In spite of the promises from our Segelflug–Bildkalender suppliers that 1992 calendarswould be shipped to arrive in Canada in early October, they still did not arrive until themiddle of November which caused us much concern. There are still some available atthe National Office, so please send your orders in.

You should have all received your 1991 membership receipt, your 1992 membership card,and Pioneer Trust Fund donation card in mid December. We had planned to have themsent out before the end of November, but the printer, who did the cards for us last year,farmed out the job to a printer in Toronto, which caused delays in delivery. 1992 just hasto be a better year.

At least it’s a relief to see that the accident rate for 1991 is less than for 1990, but it is stilldisturbing that we had a fatality.

I urge everyone to re–read the accident report compiled by George Eckschmiedt andincluded with the 5/91 issue of free flight. Carefully study them, and note how many of themhave not been reported to the SAC office or the Flight Training and Safety Committee, orhow many could have been prevented with proper check procedures.

To learn from other pilots’ accidents, we have to find out what caused them, and whatneeds to be done to break the sequence of events leading to them. We all should think ofand plan for “escape routes” to get out of situations that lead to accidents. What would wedo, if the rope broke at less than 200 feet and there is no safe place to land beyond therunway? There are gliderports with that situation, and it does no good to shrug one’sshoulders and forget about it. If we carefully studied the area and planned for the problembeforehand, we might be able to minimize the risk, and walk away after to talk about it.

It’s time of the year again to make sure the club flight statistics along with private ownerstats have been sent to Randy Saueracker, 1413 – 7th Avenue, Cold Lake, AB TOA 0V2.Your club might just win the Roden trophy, and we need the information for discussions withTransport Canada. Also don’t forget to send in your recommendation for the Instructor ofthe Year award. Pilots with claims for our other trophies (BAIC, Canadair, and “200”) shouldsend them at once to Harold Eley at 4136 Argyle Street, Regina, SK S4S 3L7.

Every wish for a successful soaring season, and PLEASE, don’t be reckless.

POPOTT POPOURRIURRI

1/92 free flight 3

The journal of the Soaring Association of CanadaLe journal de l'Association Canadienne de Vol à Voile

ISSN 0827 – 2557

Trademark pending Marque de commerce en instance

1/92 Jan–Mar

free flight vol libre•

Cover

DEPARTMENTS

5 Letters & Opinions — A new angle on teaching judgement, GPS flightrecorders coming, an overworked bureaucracy makes life easier for pilots.

18 SAC Affairs — Proposals for the selection of Canadian team pilots andrules changes for national championships, update on 1992 Nationals.

20 Training & Safety — When and when not to motor a glider, new406 MHz satellite distress beacon, technical advisory on L–19 flap drive.

22 Club news — A decent fall camp, Cold Lake update, distribution of flightsper member at a club, the Appalachien season, MSC news, WalterSchulz obituary.

24 FAI page — Current badge legs earned, more ways to fly the speed togoal record, current world gliding records.

This photograph has a fine seasonal touch to it. The Montreal Soaring Council’sTwin Astir poses for the shot. Photo by Real le Goueff.

4 Better than a sharp stick in the eyeA bigger tax receipt for your SAC membership fee — Jim McCollum

6 An offer I couldn’t refuseFlying records with the ASH–25 — Ian Spence

8 Wind shear and waves – part 2Meteorology — Tom Bradbury

12 InsightsPersonal asides on a World contest — Tom Knauff

14 Building “57”How to modernize an old glider kit — Ed Hollestelle

17 Ray’s club crawlA short tour of some British gliding clubs — Ray Richards

Winter on the ridge

free flight 1/924

SAC

The SOARING ASSOCIATION OFCANADA

is a non-profit organization of enthusiasts whoseek to foster and promote all phases of glid-ing and soaring on a national and internationalbasis. The association is a member of the AeroClub of Canada (ACC), the Canadian nationalaero club which represents Canada in theFédération Aéronautique Internationale (FAI),the world sport aviation governing bodycomposed of national aero clubs). The ACCdelegates to SAC the supervision of FAIrelated soaring activities such as competitionsanctions, issuing FAI badges, record attempts,and the selection of a Canadian team forthe biennial World soaring championships.

free flight is the official journal of SAC.

Material published in free flight is contributedby individuals or clubs for the enjoyment ofCanadian soaring enthusiasts. The accuracyof the material is the responsibility of the con-tributor. No payment is offered for submittedmaterial. All individuals and clubs are invitedto contribute articles, reports, club activities,and photos of soaring interest. A 3.5" disk copyof text in any word processing format iswelcome (Mac preferred). All material is sub-ject to editing to the space requirements andthe editorial standards of the magazine.

Prints in B&W or colour are acceptable. Noslides please. Negatives can be used if accom-panied by a print.

free flight also serves as a forum for opinionon soaring matters and will publish letters tothe editor as space permits. Publication of ideasand opinion in free flight does not imply en-dorsement by SAC. Correspondents who wishformal action on their concerns should contacttheir SAC Zone Director whose name and ad-dress is given in the magazine.

The contents of free flight may be reprinted;however, SAC requests that both free flightand the author be given acknowledgement.

For change of address and subscriptions tonon–SAC members ($20 per year, US$22 inUSA, and US$28 overseas), please contactthe National Office, address below.

Deadline for contributions:

January, MarchMay, JulySeptember andNovember5

President Alan SunleyVice President Harald TilgnerExecutive Secretary Joan McCaggCorporate Treasurer Jim McCollumCorporate Secretary Joan McCagg

SAC National OfficeSuite 306, 1355 Bank StreetOttawa, ON K1H 8K7(613) 739-1063Fax (613) 739-1826

82 83 84 85 86 87 88 89 90 91

SAC fees 1982–91 (regular club–affiliated members)

SEASON GO, SEASON COMESEASON GO, SEASON COMEWell, here we go on the first free flight of 1992. If you look closely you’ll notice that the text is alot crisper. Our printer cum glider pilot in Edmonton, Dave Puckrin, has switched over to expen-sive imagesetting gear which puts a lot more tiny dots on the page per inch. So the last twoyears of 300 dpi LaserWriter output has leaped to 1000+! The other technical improvement in1991 was a scanner which I now use to input line drawings. This has allowed me to clean upand improve diagrams coming in with articles — all the figures in the last three meteorologyarticles by Tom Bradbury in 4/91, 5/91, and this issue are an example.

Technical enhancement is just the icing however, a gliding magazine is only as good as thearticles, tales and news that go into it. 1991 was a great year for free flight in that regard, as justa quick scan through last year’s issues will remind you. Please let me give a large thumb’s upfor all the authors out there who made the effort to sit down, write, and help make free flight asgood as it is. (I still need more club news from the east though, so each should try and get yourgossip or newletters to me regularly.) Thanks also to Gil Parcell who keeps sending me the oddcartoon on demand, and to the photographers who make the extra effort to get that one reallygood shot for a front cover. By the way, if imitation is the sincerest form of flattery, SAC shouldbe pleased. The Soaring Society of America has just got around to producing a book to assisttheir OOs in interpreting the Sporting Code, and the New Zealand Gliding Association is insti-tuting a Senior Official Observer system. Well, good soaring to you in 1992. Set yourself a goaland go for it — 50 km or whatever — be a better pilot in September than you were in April!

Tony Burton, editor

BETTER THAN A SHARP STICK IN THE EYE

Jim McCollum, Finance Committee

The after tax cost of belonging to SAC will be lower in 1991 than in 1990. Our Finance Commit-tee has consulted with Revenue Canada regarding the charitable donation status of SAC fees.Henceforth, the full membership fee can be treated as a charitable donation, rather than the feeless the approximate per–member value of free flight. As a result of this change for a club affili-ated member, a receipt of $82 rather than $66 will be issued this year, for example. The dis-counted present value of this change to the Canadian soaring community is between $100,000and $150,000. The bar chart below illustrates that the after–tax cost of belonging to SAC hasalmost steadily declined during the past ten years when the tax receipt and inflation is takeninto account.

Membership fee

Fee less tax receipt (after ’83)

All above in ’81 dollars

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1/92 free flight 5

EDITORTony Burton (403) 625-4563Box 1916Claresholm, Alberta TOL OTO

Any service by Canada Post to aboveaddress. Commercial courier service,c/o “Claresholm Local Press”. Fax byrequest only to (403) 625-4114, day.

COMMERCIAL ADVERTISINGNational Office (613) 739-1063

Date limite:

janvier, marsmai, juilletseptembre etnovembre5

letters & opinionsL’ASSOCIATION CANADIENNEDE VOL A VOILE

est une organisation à but non lucratif forméede personnes enthousiastes cherchant àdévelopper et à promouvoir le vol à voile soustoutes ses formes sur une base nationale etinternationale.

L’association est membre de l’Aéro Club duCanada (ACC) représentant le Canada au seinde la Fédération Aéronautique Internationale(FAI), administration formée des aéro clubsnationaux responsables des sports aériens àl’échelle mondiale. Selon les normes de la FAI,l’ACC a délégué à l’Association Canadiennede Vol à Voile la supervision des activités devol à voile telles que tentatives de records,sanctions des compétitions, délivrance des bre-vets de la FAI etc. ainsi que la sélection d’uneéquipe nationale pour les championnats mon-diaux biennaux de vol à voile.

vol libre est le journal officiel de l’ACVV.

Les articles publiés dans vol libre sont descontributions dues à la gracieuseté d’individusou de groupes enthousiastes du vol à voile.Chacun est invité à participer à la réalisationde la revue, soit par reportages, échanges d’op-inions, activités dans le club, etc. Un “courrierdes lecteurs” sera publié selon l’espace dis-ponible. Les textes et les photos seront soumisà la rédaction et, dépendant de leur intérêt,seront insérés dans la revue.

Les épreuves de photos en noir et blanc oucouleur sont acceptables. Les négatifs sontutilisables si accompagnés d’épreuves.

L’exactitude des articles publiés est la respon-sabilité des auteurs et ne saurait en aucun casengager celle de la revue vol libre, ni celle del’ACVV ni refléter leurs idées. Toute correspon-dance faisant l’objet d’un sujet personnel de-vra être adressé au directeur régional del'ACVV dont le nom apparait dans la revue.

Les articles de vol libre peuvent être repro-duits librement, mais la mention du nom de larevue et de l’auteur serait grandementappréciée.

Pour changements d’adresse et abonnementsaux non membres de l’ACVV ($20 par an,EU$22 dans les Etats Unis, et EU$28 outre-mer) veuillez contacter le bureau national.

GPS FLIGHT RECORDERS COMING

With the establishment of the full Global Posi-tion System and the rapid reduction of GPSreceiver costs (now coming into the $1000range), sailplanes are likely to be using thistechnology in the near future. The satellitesystem is able to provide 3D position informa-tion to better than 100 metres in its standardmode, and current receivers are now com-peting with LORAN in the features providedsuch as built in waypoint databases. Com-mercial trucking and other transportation com-panies are now using GPS to track their fleets.

GPS equipment is being developed with mem-ory. This will soon see a flight recorder beingmanufactured which records height and pos-ition and derives such functions as speedand climb rate. The result would be a box thatreplaces the barograph and turnpoint cam-eras. With turnpoint positions loaded as way-points, relative range and bearing can beautomatically stored as one approaches andturns, providing verification of rounding them.(These navigational functions, inherent in GPS,but not allowed by the FAI on sporting flights,would not be displayed to the pilot.) Eliminat-ing the massive photo developing and photointerpretation hassle will certainly be a bless-ing to contest organizers and volunteers, andpilots would be relieved of camera jams andaerobatics over turnpoints. We are quite likelygoing to see a shift to this new technology asearly as the New Zealand Worlds in 1995.

Tony Burton

rides in increasing silence watching to see ifthe student “makes a mistake”. I think weneed a different approach if it’s knowledgeabout a student’s judgement ability that wewant to be more sure about prior to solo (andfor their subsequent career).

We need to encourage TALK! As soon as astudent is moderately competent in handlingthe glider, the instructor should begin to getthe student to talk, a “stream of conscious-ness” kind of thing, with everything they areseeing, thinking, doing related to the glider’senvironment. If this technique is begun earlyenough in training it will become a naturalpart of the flight. It will be a dialogue most ofthe time at first, becoming a monologue asthe student nears solo. The instructor wouldthen have a great deal of experience in hear-ing students verbalize their observations andsubsequent decisions by the time first solonears, and I think a much improved idea ofwhether or not this student is prepared onlyfor the “usual” situation or can think and actcreatively regarding the available options.

(One word of caution. Start this method earlyin a student’s career. Trying to get a studentthat has normally flown pretty silently to yakhis/her head off for you as a pre–solo check-flight, etc. can simply add undue strain.)

Garnet Thomas, Training Co–ordinatorEdmonton Soaring Club

A Defensive Driving course I once took useda “turn everything you see down the streetinto words” activity as a means to really seewhat one was looking at and thereby to an-ticipate potential trouble. Tony

AN OVERWORKED BUREAUCRACYMAKES LIFE EASIER FOR PILOTS

Transport Canada announced a major policyshift relating to Canadian type approval ofGerman, French, Dutch and British manufac-tured gliders and motorgliders.

In the past, a lengthy evaluation process in-cluding analysis and test flying was requiredfor each new type and variation. Now the pro-cess has been drastically abbreviated, requir-ing a request for Canadian type approval bythe manufacturer and submission of a copyof the Country of Origin type approval and acopy of the flight manual. Turnaround timeshould be very quick.

This change was brought on by TransportCanada not knowing how to handle the vastarray of sailplanes that come as pure sail-planes, sustainers and motorgliders. Now theywill be approved on the basis of their Countryof Origin approval.

I’ll give you more details as I receive them.

Chris Eaves,SAC Technical Committee

A NEW ANGLE ONTEACHING JUDGEMENT

It was with special interest that I recentlyviewed the new Judgement Training videobased on Mike Apps’ SOAR system, as Ihelped Mike develop that acronym. Sadly the“talking heads” technique used in this videolimits its usefulness as a training tool, and Iwould encourage Ian Oldaker (and commit-tee) to try again with as many in–air picturesequences as possible.

Lately though, I’ve had a different thoughtabout how to improve Judgement Training.All instructors can probably relate to thatmoment when one sends a student on his orher first solo. How, in some cases, a certainapprehension gnaws at the back of one’sthoughts. Sure, the student has flown compe-tently the past few flights — been briefed —answered the questions correctly — he or sheseems ready ... but .. how can one be certainthat this student will react appropriately in anunexpected situation? Can one be sure thatthey aren’t just trained to “answer the exam”?

Of course there is all the experience of earlierflights with this student, but I note that most ofthe early flights are made with the instructordoing most of the talking and decision mak-ing, and as training progresses, the instructor

free flight 1/926

An offerAn offerI couldn’t refuseI couldn’t refuse

Topaz␣ ␣ Lake

HiltonRanch

Lake TahoeCarsonCity

Minden

Farias Peak

Sierra Nevada Mtns

Mt Patterson

PotatoPeak

US 395 &Bodie Rd

Rawe Peak

Mt Segal

Pine NutMtns

WalkerLake

Hawthorne

S

W E

NEVADA

CALIFORNIA

his dad’s ASW–15. However, Michael had noproblems with the LS4, which must be one ofthe nicest and easiest of all ships to fly, andon his third flight made a creditable attempton the 500 km. He completed about 440 kmon a day that I would not have thought muchmore than 300 km was possible. If he hadbeen a little more aggressive earlier in theflight he might just have completed. Distanceflying is speed flying and we must push early,as well as during the strong part of the day.

I made one interesting long flight which tookme south to the White Mountains and theneast to Tonopah (they tested the Stealth fighterat the nearby Tonopah Test Range.) The des-ert and mountain scenery was spectacularand, after a somewhat slow start to the day, Iwas regularly getting 12 knot lift to 18,000feet. I had intended to go north to Winnemuccabefore returning home but the sky started tofall down and I had the greatest difficulty

Jean–Renaud Faliu and Lee Hallerberg. Theformer is a veteran French glider pilot withvast and varied experience and his friend Leeis a California pilot who owns a SchleicherASH–25. Lee was making attempts on USmultiplace records while J–R, as everyonecalls Jean–Renaud, was attacking the Frenchrecords. J–R knows several Canadian pilotsquite well; he visited St. Raymond during theNationals a few years ago. He speaks per-fect English, which he teaches in a Paris highschool, and has travelled widely promotingthe French HUDIS heads–up glide computersystem as well as giving talks on many as-pects of soaring. He is a born raconteur and Igreatly enjoyed listening to his witty and in-formed opinions on all facets of our sport.

My crew Michael had not flown an LS4. Heowns a well travelled Ka6CR, in which he hasflown his Diamond goal, but his experience inglass is limited to a few flights in a Grob and

Ian SpenceSOSA

IT WAS A GREAT DISAPPOINTMENT not togo to Uvalde for the Worlds. The SSA organ-izers discovered that they had erred in allow-ing four Canadian pilots to fly in one classand informed us about a month before thecontest that the International Gliding Com-mission rules allow only three per class.

Since my crew, Michael Steckner from theLondon Soaring Society, and I had both takenholidays and prepared for a month’s cross-country flying, we decided to do the next bestthing and go to Minden, Nevada instead. Min-den had been the original venue for the 1991World contest before the SSA organizerschanged the site at the eleventh hour. I hadfound Minden a fascinating place to fly dur-ing Ameriglide and looked forward to return-ing. The two commercial operators at theDouglas County Airport (Soar Minden andHigh Country Soaring) provide excellent serv-ice to visiting pilots and have a variety ofships for rent, including high performanceglass. During the summer Nevada offers spec-tacular desert and mountain flying, and sincethe demise of Black Forest, Colorado, Min-den is now probably the pre–eminent NorthAmerican winter wave site. You can mix insome skiing at Lake Tahoe when the wave isnot working or backpack in the Sierras duringthe summer. The less athletically inclined canlighten their wallets at the many casinos inthe area.

We set off with my LS4, Whiskey Whiskey, intow on the 20th of July and covered the 4000kilometres in three days of fairly hard driving.Although a little tired, we both flew the LS4 onthe following day. The conditions were prettydecent and I flew to Mount Patterson andback in just over an hour, averaging about140 km/h. But, alas, the following days werenot to provide classic Minden conditions. In-stead, under the influence of a southeasterlymonsoonal flow, we had massive overdevel-opment by mid–afternoon each day, produc-ing some spectacular flying but, since thethunderstorms eventually washed everythingout of the sky, long flights were simply impos-sible. Accordingly, I decided to concentrateon shorter flights, and make attempts on someCanadian records, while Michael tried to com-plete his 500 km Diamond distance.

Minden attracts good pilots from all over theworld, hoping to make long flights or breakrecords. This summer was no exception andwe were fortunate to meet several interestingpeople. Among the most memorable were

N

Buckley Flat

1/92 free flight 7

threading my way around and under giantthunderstorm cells for a direct return to Min-den. I encountered rain, sleet, and terrific sinkin places, and was quite pessimistic aboutmaking it home, but hoped I could get as faras Hawthorne. Fortunately, my luck held andI managed to squeak back. J–R pressed onnorth in the ASH–25 but could not penetratethe wall of storms to return and decided toput the big ship down on the runway at Win-nemucca rather than risk an off field landing.

Because of the daily problems with overdevel-opment, I decided to concentrate on the 300kilometre triangle record, hoping to completemy attempts by early afternoon before the skyblew up. I made two tries at Peter Masak’srecord of 149 km/h which was set in a Nim-bus 3. Although I believe that over 140 km/his certainly possible in an LS4 on the rightday, I could only manage 127 and 121 km/hon my first two runs. Since the weather hadnot been great on each of these days, I wasquite hopeful as I prepared for another at-tempt on the 30th July.

Sitting in Whiskey Whiskey, just about to bepulled onto Runway 16 for takeoff, I was sur-prised to see Jean–Renaud Faliu come run-ning up. “Ian,” he said, “I am about to makeyou an offer that I do not think you can refuse.How would you like to fly the ASH–25?” Asyou may imagine, I was out of the LS4 inrecord time — I don’t expect that I’ll get manyopportunities to fly what is arguably the bestglider in the world!

As we towed Two Five Hotel to the takeoffpoint, I asked J–R whether he planned arecord flight. He said no, he did not think thatconditions were good enough and that, inany case, I was not going to be a passengerbut was going to fly the ASH–25. An ideaimmediately took shape in my mind: if J–Rwas not going after a French record, why notdeclare a Canadian record? I already had mydeclaration, maps, and cameras prepared fora 300 km triangle open attempt and so thechange was minor to accommodate a multi-place attempt. With Michael’s assistance asOfficial Observer, this was done in a few min-utes. Then followed a rapid briefing from J–Ron flying the ASH–25 and using the amazingFrench HUDIS heads–up computer display. Ihad to borrow an oxygen mask from SoarMinden since my cannula did not have a com-patible fitting but in less than fifteen minuteswe were ready to take to the air in Two FiveHotel. The afternoon temperature was about33 degrees Celsius and at the time of launchseveral large thunderstorm cells were visiblealong the first leg of the task.

The sailplane was towed on Runway 16, Doug-las County Airport by Pawnee 78L. On tow Ifelt like a rank beginner with Two Five Hotelswaying left and right behind the 260 horsePawnee. The long 25 metre wings create con-siderable adverse yaw, requiring a lot of rud-der, while the ailerons are incredibly light andsensitive for such a large ship. Although fly-ing the ASH–25 is not difficult, getting used tothe coordination of rudder and aileron takestime. Off tow, I had difficulty in suppressingsmall–glider habits. Attitude changes arenecessarily made more slowly in the bigships, and Jean–Renaud had to caution me,“Gently!”, several times, as I tended to wantto move the glider around like my LS4.

HUDIS promised that we could get home withno further climbs. However, some patches ofweak lift were encountered on course and weclimbed straight ahead when passing through.The run in over the Pine Nut mountains wasquite exciting as we zoomed low over theridges before coasting the remaining 15 kmup the Carson Valley. I flipped the electricswitches that control the water ballast dumpvalves about 2 km out, and we crossed thefinish line at about 100 feet before pulling upto 900 for the circuit. The last leg was flown atabout 100 knots.

The task took two hours and twenty two min-utes yielding 128.6 km/h, which was goodenough for a new Canadian record. Thisspeed can hardly be considered spectacularfor an ASH–25 at Minden, but given the rela-tively poor weather and my inexpert handlingof the ASH–25, I suppose I should not grum-ble about the time. On a classic Minden dayover 160 km/h should be possible.

A few days later J–R asked me to be thepassenger in a 100 km triangle attempt on hisown French record of 154 km/h. Again, theweather was not optimal, with overdevelop-ment threatening, and no strong lift reportedby other pilots. I didn’t refuse this offer either,and J–R was kind enough to let me do theflying before we made the start gate run. Thisgave me a chance to get more comfortablewith the ASH–25 and I really started to feelat home in this extraordinary glider. I partic-ularly liked the way the long flexible wingstook the bumps out of the air, especially whenthermalling. The ship grooves much like theASW–20, requiring little stick attention evenduring the very steep turns that most Mindenthermals seem to require.

The flight was an eye opener. J–R is a mas-ter pilot and handles the ASH–25 like a Stand-ard class ship. Most of the trip was at, orbelow, mountain top height. Jean–Renaud isa true mountain flying expert and it was in-structive to observe his decision making andtechnique during the flight. The first turnpointwas a trailer at Rawe Peak just south of Day-ton Valley. We came within a hairsbreadth ofhaving to slide off the mountain and head forthe Carson City Airport since we found nodecent lift on our glide into the mountain afterrunning the start gate. We were right down tothe deck before J–R racked Two Five Hotelinto a rather poor thermal several hundredfeet below ridge top. He stayed only longenough to get sufficient working height be-fore heading for the turn, where we found arather better thermal that we rode to 10,500feet. We left for the second turn, needing sev-eral thousand feet, and immediately ran intosome bad luck in the form of rain from adying thunderstorm cloud. Things were notlooking good and J–R anxiously asked forupdates on our time and likely speed. Myreplies were not encouraging.

On the second leg under an ominous butlargely lifeless thundercloud, that was stilldropping rain however, J–R deviated towardsthe valley to run a secondary ridge, ratherthan take the high ridge. On the way wesuffered heavy sink, losing perhaps 1200 feet.Afterwards, I asked J–R why he dropped tothe lower range, since I had been absolutely

Because of the developing thunderstorms(with the consequent need to get going soon)we decided to forego a speed start throughthe gate, which would require towing to about1000 metres, finding lift, and climbing another500 metres, or more, before calling IP andmaking the start run. Instead, we releasedabove the gate, using the release time as thestart time. We cut loose at 2000 feet (6700feet msl), rather than higher, so that therewould be no doubt about our having startedbelow 1000 metres (as determined from thebarograph trace). In any event, at Minden,the ASH–25 usually can climb faster alonethan be towed full of water at 6700 feet!

After release we went directly east about akilometre to a thermal we had noted on tow.We lost no height on the way and contactedabout 4 knots which improved to 6 knots aswe climbed through 9500 feet, before head-ing for Mount Segal in the Pine Nut mountainsabout 18 km southeast of the airport. We took4 to 8 knot lift to 16,000 feet, over 4000 feetabove the highest of the Pine Nut mountains.(This is the standard departure for flights head-ing south from Minden. In general, you fly themountains — the valleys rarely provide goodlift and you quickly learn to stay over the highground, even though it often looks quite in-hospitable.)

We left the Pine Nuts en route to Mount Pat-terson, which still had some snow on its sum-mit in late July. By this time we were runningunder the windward side of some fairly large,black thunderstorm cells. Just before Patter-son, near the Three Sisters, we climbed to16,500 feet under a huge black broodingcloud deck alongside a heavy rain shower.We then faced a problem. There was heavyrain ahead with frequent lightning strikes onPotato Peak, just to the east and north of theturn. So we had to divert to the west, into thevalley, around lightning and rain before ap-proaching the first turnpoint at 15:47.

The lightning was striking near Bodie, a ghosttown of the Old West which is quite a touristattraction nowadays. Our turnpoint was theintersection of the road to Bodie and US 395.Cruise speed on the first leg was only 80knots since we tried to conserve as muchaltitude as possible as insurance against theheavy down that we knew could be lurking inwait for us under the threatening clouds. Afterthe picture, a detour to the north was neces-sary to avoid the thunderstorms which hadclosed out the second leg. Near Sweetwaterwe could just see some sun on the groundeast of Walker Lake and were finally able todeviate due east, past the Hilton Ranch, andeventually cross over just north of Mount Grant,where we took 8 knots to 17,000 feet beforeheading for the second turnpoint at BuckleyFlat. Cruise speeds on the second leg wereabout 80–90 knots, and we made the turn at16:26 with 13,500 feet, where we climbed inthe best lift of the day at 12 knots to just over17,000 feet.

The last leg was covered without circling.Michael called to say that, from his vantagepoint at Minden, the sky looked absolutelydead on the third leg. The sun was totallyblocked by blow–off from the cumulo–nimbusanvils and there was a fair amount of mid–level scrappy dying cumulus. I replied that Ididn’t think there was a problem since the concluded on page 13

free flight 1/928

The wind velocity nearly always changes with height; thischange is called the vertical wind shear. Whenever the shear

is strong enough some wave activity is possible. This is anaccount of some of the effects.

Wind SheWind Sheaar and r and WWaavesvesPart 2

The dashed line marked “midday” shows thenormal change of wind speed with heightwhen the atmosphere is being stirred up bythermals. The dot–dash line marked “evening”shows the decrease in surface wind when thesun has set and the ground cools by radiat-ing heat away into space. The colder theground becomes the greater is this decreasein wind at the surface.

The lower half shows what happens when theinversion reaches almost up to the hill top.Then the air beneath the inversion is veryslow moving and being so cold andstable is unable to clamber up thehill. Cold and stable air behaves ina very lazy fashion; it will never flowup the hill side if it can find a wayround by following a valley. In thisdiagram the hill blocks the low levelflow. If the low level air moves at allit will follow the line of the valleyregardless of the winds aloft. At thehill top, just above the inversion, thewind may blow quite briskly butsince it has been travelling almosthorizontally above the inversion topthere is no hill lift.

Figure 2 shows four types of flowacross a ridge; the top example (1)

Figure 3

Figure 1

4 Hydraulic Jump

3 Transitional

2 Supercritical

1 Subcritical

veryfast

slow

faster

IN THIS PART are examples of how the windflows over hills and valleys. The low level flowdepends on both the speed of the wind andthe stability of the air. At first the waves aloftdepend on how well the air follows the con-tours of the ground but after a time the wavepattern starts to change the low level flow. Asmall and fairly slow change in one factormay produce a large and rapid change inanother.

Figure 1 is a reminder of how the verticalprofile of wind (sometimes called the “windgradient”) can vary during the day. Windspeed is shown along the top of each figure,height in thousands of feet is at the side. Inthe top section there are three profiles. Theyare all based on a 20 knot wind aloft. The fullline (marked “dawn”) shows very little windon the surface but a big increase with heightleading to a stronger than normal speed atabout 1400 feet (where the top of the noctur-nal inversion happened to be). This excess ofspeed is quite a common feature. In somecircumstances the speed at the top of theinversion is far stronger and then it is called a“nocturnal low level jet”. Measurements fromthe top of very tall TV towers in the USA haveshown wind speeds of over 50 knots just be-fore dawn. Such nocturnal jets disappear verysoon after sunrise.

Tom Bradburyfrom Sailplane & Gliding

inversion top

cold & stable

Figure 2

dawn

2,000

␣

1,000

5 10 15 20

windspeed (kts)

is called a subcritical flow. Here there is astable layer well above the top of the hill anda strong wind at all levels. The stable layerdips down where the air crosses the hill. It israther like the aerodynamic flow due to a ven-turi. There is a fall of pressure and an in-crease of wind speed over the hill. On thewindward side there is a region of higher pres-sure and a decrease in wind speed. A similareffect occurs on the lee side. The flow oftenbreaks away from the ground beyond the ridgeleaving turbulent eddies below the surfaceof separation.

(2) This is a type of supercritical flow whenthe air curves high over the ridge line beforedropping down the lee side. In this case thewind speed (at ground level) may actuallyslow down over the hill crest instead of in-creasing. On one occasion, meteorologistscarrying out an investigation at Great Dun Fellon the Pennines found the hilltop wind wasless than 50% of the upwind speed.

(3) This is a transitional flow when the airapproaches almost horizontally but then dipsdown over the ridge and sticks close to thelee slope, producing unexpectedly high windson the lee side. When this happens the flowdoes not break away beyond the crest linebut follows the slope right down to the valleyfloor. It then swoops up to form the first of aseries of lee waves.

(4) is a more extreme example. Here the strongflow becomes very shallow and goes shoot-ing down the lee slope like water down aweir. Then it suddenly leaps up to its originaldepth in a “hydraulic jump”. The hydraulicjump is (as its name suggests) normally seen

evening midday

1/92 free flight 9

round the sides of the hill. The flow often de-scends as it goes round the hill side.

Figure 6B shows the same hill when the airwas stable above 300 feet but the wind wasmuch lighter (only 8 knots, dropping off to 5above the hill). Now there is a well markededdy downwind of the hill and a line of sep-aration going from side to side of the hill justdownstream of the summit as shown by thedashed line on both plan and cross–section.

Figure 6C shows the flow when the air wasunstable and the wind speed a good dealstronger. The plan view streamlines suggesta convergence on the lee side. The side viewshows that the constant pressure balloonswere caught in many rising eddies, probablymainly thermic in origin, and went high abovethe hill top. There is the beginning of a leeeddy where some of the thermals turned intosink on the downwind side.

Figure 7 shows a conical island when thewind flow was very strong. Here the upper(plan) view shows the air converging to pro-duce a sort of vortex to lee of the summit. Atthe foot there is another turbulent region wherethe various streamlines separate. The sideview shows a well developed lee eddy withthe probability of some sort of vortex trail spin-

as a water phenomenon but there are timeswhen the atmosphere acts much like water inthe way it forms eddies, waves and jumps.

Figure 3 illustrates how the profile of the windvaries when there is a strong supercritical flow.The series of vertical lines represents thenormal wind velocity. Where surface drag orhill effects slow the air down the effect ismarked by vertical hatched lines. Where theair speeds up, the horizontal hatching em-phasizes this acceleration. The main slowdown takes place where the air starts toascend the windward face. Here the usualeffect of surface drag is increased; kineticenergy is converted to potential energy as theair climbs the hill. Pressure rises at groundlevel and the stronger flow lifts above thesurface. Over the hill top the speed up isquite marked with a much increased flow. Thendown the lee slope the streamlines convergeto produce a very fast flow at low levels buta reduction higher up.

On the downward slope potential energy isbeing converted into kinetic energy as the airaccelerates. There is a drop in surface pres-sure too.

On strong wave days this fall of pressure onthe lee side of mountains is great enough toshow up as a marked trough in the isobars.When the Scottish or Pennines waves are ac-tive one may find this trough on the lee side.When there is a full strength föhn wind overthe Alps the lee trough is a major feature.

Valley flowFigure 4 (upper part) shows how the flow canseparate from the sharp edge of a valley andtravel straight across without dipping down atall. A separate slowly rotating eddy fills mostof the valley. A layer of broken strato–cu cloudscan blow across without being affected bythe valley. If the flow dipped down into thevalley, the descent would tend to break up ordisperse this layer as it moved across. Thelower diagram shows a slightly smoother rimto the valley with the cross–valley flow dip-ping down to produce little wavelets on thetop of the valley fog. The air beneath the fogis usually much cooler and so stable that it ishardly influenced by the flow above it.

Figure 5 shows a daytime flow. In the upperpart the lee side eddy is now much smallerand there is a lift on the windward slopes ofthe valley. In the lower half the lee slope isin sunshine and thermals have been set offfrom the sunny lee slopes. These disrupt theflow across the valley. The horizontal flow isintermittently deflected over the valley by thesethermals. The downflow from thermals maythen kill most of the lift on the shaded wind-ward slope of the valley.

Isolated hillsFigure 6A shows a plan and side elevation ofan isolated conical hill. The flow was studiedby putting up a number of anemometers onthe hill side and by releasing a series of con-stant pressure balloons upwind. These bal-loons cannot expand so they tend to fly at aset pressure. They respond quite well to theup and down flow. In this first example the airis stable and the wind profile (shown in thelower left hand corner) has a maximum of 15or 16 knots over the upper part of the hill. Thestreamlines show the flow separating to go

Figure 4

separation

cold fog

Figure 6

A

ning away from the convergence zone shownin the plan view. Vortices like these have alsobeen reproduced by laboratory studies ofwater flow over a similarly shaped obstruc-

4

3

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1

5 10 15 kts

Figure 7

swirl

vortextrail

lee eddy

C

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4

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Figure 5

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free flight 1/9210

there were many trees blown down in forestson the lee side of Scotland.

Blocking on the windward side is not essen-tial but seems to encourage this kind of windstorm; blocks may also form on the lee side.Lee side blocks occur when cold and verystable air is trapped to the lee of the mainmountain ridge. When this happens the up-per air does not penetrate the very stablelower air. Instead it continues more or lesshorizontally at high level. The effect is to can-cel out the mountain almost completely sothat lee waves do not develop.

Figure 10 shows five situations which sum-marize the different flows:

(A) is the subcritical flow when the air makesa dip down over the hill and recovers beyondit. The wind is strongest near the hill crest andthe flow often separates downstream leavingeddies on the lee side. Subcritical flow seemsmore likely when the inversion is more thantwice the ridge height. At the surface the windspeed is strongest over the ridge top.

(B) is a (just) supercritical flow with the shadedinversion layer rising and falling as it crossesthe ridge, ending up rather lower on the leeside. The weak and shallow inversion reducesany wave effects.

(C) shows the difference made by a strongand deep inversion. The air plunges downthe lee side and the strongest surface windsmay develop down in the valley beyond, ac-companied by a powerful wave. This plungedown the lee slope becomes more likely asthe inversion becomes deeper and stronger.

(D) occurs when there is cold stable air up-wind and the low level flow is blocked. Airfrom much higher up comes plunging downthe lee slope producing a windstorm nearthe ground and a very steep wave, even ahydraulic jump, over the valley.

(E) shows how everything becomes muchquieter when the inversion is weakened andlifted high above the hill. There is only a veryweak wave and the strong winds have diedout on the lee side.

The one–bounce waveAll the best waves seem to occur when thewind speed increases with height (positivewind shear) and there is good inversion justabove the ridge top. However, if air blowsdown off a plateau it gains a good deal ofkinetic energy during its descent and some-times rebounds as a single lee wave. Thismay happen even when the wind shear is inthe wrong direction (speed decreasing withheight).

tion. Aircraft flights have found that in real lifethe turbulent region trailed far downwind ofthe island.

Vortex sheddingMuch larger vortices are shed by islands sev-eral miles wide. A pattern of contra–rotatingeddies have been seen when there was aninversion near the peaks of isolated islands.Figure 8 shows a sketch of this vortex shed-ding pattern to the lee of the arctic island ofJan Mayen. On either side are regular cloudstreets aligned parallel to the wind but to thelee of the island the streets are broken intoswirls which twist first one way and then theother. Similar swirls often occur to the lee ofthe Canary Islands. This phenomenon occurson all scales down to the size of chimneys.Some thin metal smoke stacks are fitted witha spiral strip winding from top to bottom.

This spiral breaks up the vortices so that theycan’t build up a dangerous resonance andshake the chimney to bits. I have been toldthat vortex shedding was held responsible forthe collapse of a big cooling tower at Ferry-bridge. Each time a vortex breaks away thereis a pressure jump which switches from oneside to the other. This can set up a resonantoscillation which grows large enough to de-stroy the downstream tower.

Vortex stretchingThe air flow may develop horizontal vortexrolls in the strong shear near the ground. Ifthere is an undulating ridge which has prom-ontaries extending out into the wind thesevortices may be tilted from the horizontal, liftedoff the ground and stretched out. A thermalbreaking away may help this process. Stretch-ing a vortex makes it spin faster. The resulthas sometimes been made visible on a snowysope. Here the vortex can lift up a swirl ofsnow like a dust devil. The danger for pilotsarises when there is no visible sign of thevortex. It may only give a jolt to a large fastmoving aircraft but slow flying ultralight craft,like hang gliders, which often fly close to theground, could suffer a fatal upset.

Figure 9 A B C

12 K ft

8

4

Feedback between waves and hill flowThe way air flows over a hill depends verymuch on the tendency for waves to developaloft. In part 1 the feedback between low levelcumulus and waves aloft was described. Thissection describes the interaction betweenwaves and hill flow.

Figure 9A shows a smooth ridge with the windblowing from left to right. The shaded zonebetween 4000 and 5000 feet is a weak inver-sion. As the flow takes the air across the ridgethe inversion dips down on the lee side andthen recovers. The streamlines come closertogether over the crest showing stronger windsover the hill top and part way down the leeslope. A weak wave pattern grows above theinversion. Notice how the wave front tilts up-wind so that the streamline starting out at9000 feet starts to rise ahead of the stream-line from 6000 feet. With only a feeble inver-sion well above the hill top the wave is rela-tively weak.

Figure 9B shows what happens when the in-version is both deeper and stronger and thebase is lower down. This makes the wavemuch stronger. In this example the base ofthe inversion starts out at 3000 feet upwind(on the left). It dips down to half this heighton the lee slope and in doing so brings thestreamlines much closer together, implying agreatly increased wind down the lee slope.The first wave lifts off from the foot of the longslope. The streamline associated with the topof the inversion becomes quite steep two milesdownwind of the hill crest.

Once again the wave front slopes into windwith height. The streamline starting out at12,000 feet begins its ascent nearly a mileahead of the crest line while at low levels thelift lies some two miles downwind of the crest.

Figure 9C shows an extreme case when theupwind side of the ridge is filled with coldstable air so that the low level flow is blockedand never ascends the ridge. Now the upperflow plunges down the lee slope producingvery strong winds and then surging up sharplylike a hydraulic jump over the downwindvalley. This is almost certain to produce asevere rotor and very rough conditions.

In the USA wind speeds have been found todouble between the crest of the ridge and thevalley floor downwind. The flow is not verystable; the first blast of wind can arrive with aroar bringing speeds of some 100 knots. Lullsand further surges may follow. Such excitingevents are less common in the UK but manyyears ago Sheffield, on the lee side of thePennines, suffered damage to a number ofbuildings by just such a wind. Further north

Jan Mayen Island

Figure 8

0 2 nm

blocked

1/92 free flight 11

Above this the wind speed decreased to zeronear the 7000 feet level. There was just onevery steep wave close to the lee slope and itvanished at the zero wind level. This examplewas observed in Western Australia but theeffect has also been seen here in the UKwhere the air is much moister. Such wavesare nearly always marked by cloud whichshows how steep the wave front becomes.

Wave steepeningLee waves are sometimes drawn as a smoothseries of undulations rather like a set of sinewaves. Such waves do exist, especially a longdistance downwind of the mountains, butmany waves are far from symmetrical. Obser-vations, such as those illustrated in Figure13C and reported by Tony Crowdon at Tal-garth show that the streamlines can becomevertical. (The story and drawing illustratingCrowdon’s flight in such a wave appeared infree flight 6/87, page 7. This wave gave himgenuine 18 knot lift but stopped at 7000 feet.)Indeed there are cases when the wave actu-ally topples over and breaks. Once a wavedoes break like this it sets an upper limit tothe wave flow.

Whatever the wind velocity was upwind of themountain, the wave steepening will reducethe horizontal speed and may bring it downto zero just before the wave breaks. Thismakes it hard for anyone measuring the windspeed on the lee side to know whether thechange is due to a general decrease of windspeed with height or just a local steepeningof the streamlines.

Once–bounce waves at cirrus levelOn days when the wind speed increases withheight up to 30,000 feet or more one may finda single wave jump occurring at high levels.Figure 12 illustrates this. The low level waveshave not been added to this diagram as theyare sometimes unsteady and rather mobile.However, at around 30,000 feet and often ex-tending into the base of the stratosphere, thewave flow steepens abruptly. It may jump sev-eral thousand feet and having surged up likethis stays high for a long distance downstream.The frequency of this type of flow was notrecognized before the era of satellite pictures.Now that Meteosat provides half–hourly infra–red pictures one may often see this kind ofwave develop on time lapse loops.

Most of the wide areas of cirrus are due tofrontal systems or the blow off from a Cbanvil, but the wave cirrus is different. It sud-denly appears as a narrow strip of high cloudover the crest of a mountain range and growsdownwind for several hours. The upwind edgeof the cirrus remains anchored over the hillcrest and usually has a straight leading edge.The tail grows several hundred miles down-wind. When the upper wave collapses thecirrus detaches from the mountains and blowsaway downwind. I have seen Pennine wavecirrus extend to northern Germany before be-coming detached and a Scottish cirrus trailreaching the Channel south of Devon. Morespectacular wave cirrus extends from the leeside of Greenland when a west to north–westjet crosses the high ice cap.

Hill sizeFigure 13 shows how bigger hills can dra-matically increase the size and character of alee wave. In each of the three sections there

is a very strong inversion with its top at 11,000feet. The width of the hill is constant but itsheight is increased from 1000 feet in (A) to1600 feet in (B) and finally to 2600 feet (C). Inthe first case the wave amplitude (half thedisplacement) is about the same as the hillheight. In (B) the amplitude increases to morethan 2000 feet, in the third case (C) there isa shooting flow down the lee slope and asevere wave resembling a hydraulic jumpsome 25 miles beyond the crest of the ridge.Notice how the highest hill produces a verystrong flow down the lee slope extending outinto the plains beyond. These patterns weregenerated by computer but similar resultshave been observed in nature; in particularthe severe downslope windstorms have beenobserved to form a ferocious rotor cloud muchfurther from the mountains than normal. Thesesuper–rotor clouds seem to be straighter thanthe average rotor cloud. They do not conformto bends in the ridge line upstream as mostwave clouds do.

SummaryWind shear, the shape and size of hills, thestability of the air and the type of wave flowaloft are all connected. Feedback betweenthe various factors can iron out a promisingwave or stimulate it to monstrous proportions.Almost anything seems possible, and giventime the atmosphere can change the patternfrom smooth waves to jagged breakers, evenif the upstream conditions remain the same.A gradual lifting of the inversion can alter thetuning of the atmosphere to produce a par-ticular resonance that stimulates a large am-plitude wave; then further lifting may detune itand allow the waves to decline.

As the wave alters, so it changes the windnear the surface. One usually expects to findthe strongest wind over the hill top with lighterwinds near the base of the hill or even areverse flow on the lee side. Occasionally thismay alter, producing a decrease of wind overthe ridge. On rare occasions when a verylarge amplitude wave develops the strongestwinds occur down the lee slope or even overthe plains beyond. •

Figure 11 shows a one–bounce wave; it mightbe termed a hydraulic jump. The lines run-ning across this diagram represent potentialtemperature. Provided the air is not saturatedthe potential temperature lines follow the upand down movements of the air. This makes itpossible to plot the wave flow by making lotsof temperature measurements from aircraft.The profile of the wind velocity is shownextending from the dashed line just right ofcentre. Actual speeds are marked near theend of the arrows. The profile shows the maxi-mum horizontal winds occurred just below2000 feet where the speed rose to 43 knots.

Figure10

B

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CK ft

cirrus

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0 10 20 nmFigure 13 A

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Figure 11 0 5 nm 10

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Figure 12

separation

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deep inversion

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free flight 1/9212

INSIGHTSPersonal asides on a World contest

❝ I always liked POSTuntil the Worlds

when the task was usedwithout intelligence. ❞

The 15 metre ClassConversations with designers and pilots seemto indicate that an 18 metre class will soonreplace the 15 metre class. The Standardclass sailplanes are now flying as well as the15 metre class sailplanes at a greatly reducedprice, so why own a 15 metre sailplane? The15 metre will survive as a class for many yearsbefore the new class is developed.

The Schleicher ASW–27 will soon be flying.This is a very small wing area, 15 metre classracer based on the ASW–24 fuselage with avery high wing loading. “I heard one designercall it the Karl Striedieck class sailplane”. TheEuropeans see no use for such a sailplane intheir weaker conditions.

SZD–56 This is a new Polish 15 m design.When you first see the sailplane, you are over-whelmed with its smallness and light construc-tion. The sailplane was flown by a good pilot,but not one of the world class pilots, to 21stplace. The placing is not as important as theoverall score, just 938 points behind the win-ner. Another 500 points would have placedthe sailplane in the top ten. The Polish factoryhas not yet decided to begin production ofthis sailplane, but I am sure we will hear ofother designers working on this idea.

Open ClassNo one flew the best Open class sailplane forthe Uvalde conditions. In strong conditions,the Ventus 17.6 has a much higher wing load-ing than the Nimbus 3 or 4 and so the per-formance at high speeds is significantly bet-ter. The risk of flying a smaller sailplane is thechance of a weak soaring day when the bigships excel. The Open class is not a trulyunlimited class because of the 750 kg weightrestriction. At the Open Class Nationals inMarfa, Texas, Gary Ittner would have won byseveral hundred points flying a Ventus if hewould have not had the bad luck of landingout on the first day and earning only 150 pointsfor the day.

The Nimbus 4 As it turned out, the Nimbus4’s performance was just as Klaus Holighaussaid it would be: better in climb and aboutthe same in glide compared to the 3. TheNimbus 3 and the ASW–22B flew equal to theNimbus 4 in the strong Uvalde weather. Thefinal placings for the Nimbus 4 of third, fourthand fifth were due to the French team’s flyingtechniques and a lucky thermal on a day whenseventy–five sailplanes landed out. This oneweak thermal allowed the few pilots who foundit to fly much further than others even thoughthey landed out too. The international scoringsystem gave these lucky pilots the full bene-fits of a 1000 point day.

and different tactics. The major difference,however, is that you fly as a team. Sharinginformation on the radio between pilots andeven ground crews is allowed. To prevent theother teams from stealing information from ourteam, we used codes. Speaking on the radioduring a competition flight is very distractingfor a pilot who usually turns the radio off dur-ing competition flights. Using codes with thenecessary code sheet and the need to referto the map more frequently also distracts fromthe matters at hand.

I never bothered to listen to other teams’ fre-quencies, but other teams seemed to enjoybreaking our codes. One of the daily meteor-ological events was the seabreeze front thataffected the contest area each day. The loca-tion and strength of the seabreeze front wasimportant information to all pilots. Our codefor the seabreeze front was “Front Bumper”.One day the “Front Bumper” was especiallylarge, and Jim Payne, our team managerannounced it was a “Dolly Parton”. This cer-tainly fooled no one. On another day, JustinWills (England) came to me and explainedhow his team had broken all of our codesexcept one, and wanted to know what wasspecial about a “’54 Cadillac”? We olderpilots remember the ’54 Cadillac as having avery large front bumper.

The fact that other teams were listening to ourfrequency was dramatically demonstrated oneday when Doug Jacobs asked Karl Striedieckto rock his wings so he could identify Karlfrom all the other sailplanes in a thermal.Five sailplanes rocked their wings!

Team FlyingThe USA team consisted of seven Individu-als, five having flown several world contestsbefore. The team flying technique was princi-pally sharing information that might be usefulfor the other pilots. Some team members triedto start together, but often separated duringthe task. The French have developed teamflying to another level. Their sailplanes wereoften seen flying just a few yards apart. Theydid not win any class, but their overall plac-ings were impressive with a 2nd, 3rd, two4ths, 5th, and a 6th. I was told that their teamhas an annual budget of $400,000 and eachteam member must make a 2 1/2 year com-mitment. The French arrived in Uvalde in June!

Tom Knaufffrom Soaring Pilot

Many years ago, A.J. Smith explained how acompetition pilot progresses. At the localsoaring site, the pilot finds that he or she isalways at the top of the thermal, always thelast one down, the first to obtain FAI badgesand generally respected as one of the bestpilots. Entering a regional contest full of ex-pectations, our pilot finishes last. Experiencedregional pilots are very good pilots with skillssurpassing the neophyte. Entering moreregional contests our pilot improves until avictory is scored. Thinking how great a pilothe must be, a national soaring contest isentered. The pilot finishes last. National soar-ing pilots are at another level of skill. If ourpilot perseveres, his skills will improve untilthe first world soaring championships are en-tered where the process is once more begun.

The Worlds in Uvalde was a wonderful, excit-ing experience. It was fun, and the otherpilots were always friendly, both on the groundand in the air.

One incident might explain: The French teamwas very serious and developed a reputationfor not speaking to others. Jean–ClaudeLopitaux is a past world champion and hisgrid position was just behind our sailplane.His crew did everything and you never sawthe pilot until moments before takeoff. I neversaw him speak with others.

During the contest flights, I would often flywith this pilot and his Nimbus 4. I told Doristhat I would make him speak to me. One morn-ing, I boldly walked up to the great pilot andintroduced myself with the few words of FrenchI know. He spoke in perfect English, but withthat famous French accent that girls love, “Ofcourse I know who you are.”

We spoke for just a few moments before tak-ing flight. Hours later, and hundreds of milesinto the flight, I caught up with Jean–Claudein a thermal. I was below him and left thethermal before he did. Cruising to the nextthermal I was passed by Jean–Claude andhe gave me a mighty wave as he went by.Each country has its own radio frequency,and I announced to the other USA teammembers that I had received a friendly wavefrom one of the French pilots. Bruce Dysonsaid, “Are you sure it was a wave?” Thisbrought lots of laughs. I announced that heseemed to be using all his fingers!

Radio CodesFlying in the world championships is differentthan flying in our own contests. The scoringsystem is different requiring different thinking

1/92 free flight 13

and then be able to finish before the pilotswho lead the whole flight.

There was considerable discussion about theproblem. Maximum task setting was seen asa major problem as it was not possible to playstartgate roulette to get rid of these people.

POST tasksThe Europeans hated this task. As one of thepast world champions stated, “We won’t findout who the world champion is until the nextworld contest.” I always liked POST until theWorlds when the task was used without intelli-gence. The task setter simply declared thatevery third day would be a POST day. On oneday, all classes had POST. Our seven mem-ber team was so divided on the assessmentof the day’s weather that we all went differentdirections. If good pilots cannot figure outwhat is the best direction for the weather in-formation available, then luck plays a tooimportant role. The POST task must only beused on a specific set of conditions.

Team USSRThese folks came with no money! ManyUvalde residents helped them. The teambrought some hand–painted pottery from acompany in Russia that is considered to beone of the best in the world. An auction washeld to sell these beautiful pieces and a largeamount of cash was raised. Some of the teammembers visited Doris and myself in ourmotel room and we became good friends.

Near missBruce Dyson of the USA team was strugglingat a low altitude and had just begun to makea steady climb when a T–38 fighter went by atsuch a close distance that he thought he mighthave been hit. A precautionary landing wasmade at a nearby ranch strip.

Measuring 15 metresThe current interpretation of a 15 metre sail-plane allows the sailplane’s wings to be bentup to fit through a 15 metre space. BrunoGantenbrink from Germany had the only sail-plane (Ventus) with winglets to fit through therequired space with no bending. In one case,six people were required to bend a sailplane’swings sufficiently. Ten sailplanes flew withwinglets. •

knots, speeding up to 130 during the last fewmiles. J–R got on the radio to owner LeeHallerberg, “I am not planning to maneuvre,”he promised, recalling an earlier, even fasterand bumpier, final glide, when Lee had cau-tioned J–R, “Do you know that the maneu-vering speed of this glider is 100 knots?” Af-ter the landing, a quick cockpit calculationshowed that one hundred and eight kilo-metres in less than forty one minutes gaveJ–R the new French record at 160 km/h.

It was a pleasure to fly with J–R in Lee’s beau-tiful glider. J–R has several thousand hours ingliders, and several hundred in the ASH–25.Two Five Hotel is a wonderful sailplane withstate–of–the–art instrumentation and I am verygrateful to Lee Hallerberg for letting me havetwo memorable flights in his ship. I learned alot during these two flights and had a great

RetrievesPower planes were used to locate pilots whohad only a vague notion as to where theywere. At night, the plane would fly overheadand, guided by the sailplane pilot, wouldobtain a position fix using GPS or LORAN.Crews could get to within radio range of theirpilots, but could not find the necessary dirtroad leading to the pilot. Many pilots spentthe night in their sailplanes. Stig Oye slept ina small hunter’s cabin. The sailplane flew thenext contest day.

MosquitoesThe foreign pilots were warned about insectsand were told that the repellent “Off” wasprobably best. A trip to the local K–Mart foundsome stuff that was probably better than Off... “EASY OFF”! I have never tried this ovencleaner as an insect repellent, but come tothink of it, I have never seen a mosquito in ouroven either!

Best StoryLots of stories were told during sessions bythe pool. One of the best was about a pilotwho contacted the Centrair factory to buy anew Pegasus sailplane. When told of the longdelivery time, he offered substantially moremoney and a sailplane suddenly becameavailable. He went to the Centrair factory inFrance to pick up his new Pegasus. He wasto be aerotowed from the factory to his soar-ing site and arrived in the towplane. Afterattending to business matters he climbed in-to the sailplane and began the long aerotow.

Messing with maps, or some other detail, helost control of the sailplane and began aseries of PIOs. During one severe push–overhe was thrust through the canopy as in hishaste he had forgotten to fasten the seat-belts. He floated safely to the ground usingthe parachute while the towpilot did his bestto stay in front of the pilotless sailplane.

The towpilot did not witness the pilot’s ejec-tion from the sailplane and assumed he wasincapacitated in some way. Finally, the sail-plane became so far out of position the towpi-lot had no recourse but to release. The sail-plane crashed and the towpilot raced to a

An offer I couldn’t refuse concluded from page 7

nearby field to the empty sailplane. The tow-pilot and sailplane pilot returned to the fac-tory with a new request for a sailplane.

FatalityAnssi Passila from Finland was involved in amidair collision in a large gaggle of sailplaneson the first leg of a long task. Some estimatedtwenty–five or more sailplanes were in thisgaggle. The wreckage of the two sailplanescould have struck other sailplanes causingan even greater disaster. The other pilot bailedout successfully. Anssi was only 26 years old,and a promising competition pilot. The townspeople of Uvalde took charge of the candle-light ceremony held that evening. It was im-pressive.

GagglesThe task committee made the error of forcingpilots to start together, fly together and finishtogether, increasing the risks of midair colli-sions. The tasks were so long there were fewoptions for selection of start times. All pilotsleft soon after the startgate opened.

We used a photo start and so each class wasseparated at the start. However, the finisheswere particularly dangerous with all classes(114 sailplanes) finishing in a very small timeperiod. To the credit of the pilots and crews, Iam only aware of one collision on the groundafter a landing. It was not unusual to see fourand five sailplanes on base and final at thesame time for the same runway.

The European style of flying is strongly ori-ented towards gaggle flying. We call it leech-ing here. Some pilots would simply get on topof a thermal and stay there until others led theway. On one day I flew with one of the topfinishing pilots the whole day. He led once. Irelated this story to Ray Gimmey who passedit off. This pilot attached himself to Ray thenext day. We called him “Super Leech”. Bynever leading, these pilots would positionthemselves so they could take advantage ofminor errors as the other leading pilots wouldtravel to the next thermal. When the next cloudwould be reached, the leech notes where theleading pilot finds the best lift and begins tothermal. This saves considerable search time.Towards the end of the flight the leech shouldbe in a position to be above the good pilots

sure that the upper ridge was the right choice.“Ah,” he explained, “we needed a good lastclimb before the second turn, and I knew wewould not find it on the top ridge, but there isa rock outcrop at the end of the low ridge thatI was certain would provide what we needed.”And so it proved to be. The HUDIS started tosing as the lift increased to 14 knots, takingus to 13,000 feet before rolling out and head-ing over Mount Segal for the turnpoint.

We took the turnpoint pictures at Farias WheelAirport from 11,300 feet. I activated the fixedcameras and J–R took the handheld insur-ance shot. Then we turned for home, skim-ming across the spine of Mount Segal, beforedropping down the slope into the Carson Val-ley. We came in from the Pine Nuts at 110

deal of fun too. As I said to Jean–Renaud,maybe we should make flying together in Lee’sASH–25 a habit — every time we do it, webreak a record!

And so, after almost three weeks of interest-ing flying, we said goodbye to Minden.Michael made his Gold altitude but did notget a good enough day to complete Diamonddistance. The weather was something of adisappointment and we did not manage the500s, 750s, and 1000s that we had dreamtof. Nonetheless, we had some spectacularsoaring in two superb gliders over a land-scape that is rugged and intimidating butalways beautiful and awe inspiring. This isone of the best places in the world to flysailplanes, with good ground support in theshape of Soar Minden and High Country Soar-ing, and I recommend it wholeheartedly. •

free flight 1/9214

BUILDING “57”BUILDING “57”

original HP–18 airfoil

modified airfoil

3° wedge inserted

four inches. The rear spar is a tapered metalU–channel which is epoxied to the end of allthe ribs with the open end facing backwardsto provide the flap and aileron attachment.Spacers are glued in between every rib at afour inch spacing so the whole wing interior isa four inch square honeycomb. This alreadystrong structure is then covered with .025"aluminum skins (with a pre–bent leading edgeradius) out of two sections which are epoxiedto the ribs and main spar and riveted to therear spar.

My experience with the RS–15 was that ifproper care is taken in sanding the ribs, avery true airfoil can be achieved. The prob-lem however, was the choice of a new airfoil.The airfoils used on the newest generationsailplanes are designed for the use of bound-ary layer control or turbulators. They are morecritical than the older type laminar airfoilsand are usually pretty thin. The Wortmann67–150 is only 15% thick (that is what the“150” stands for).

Months were spent trying to find an airfoil thatwould give better high speed performance,retain the docile handling, and have goodclimbing qualities. It also had to be similarenough to use the existing main spar, ribsand rear spar, and it had to be 15% thick.Blow holes are pretty complicated so we wererestricted to turbulator tape.

You guessed it, it did not exist! At least Icouldn’t find it. I also found out in the processthat all the current designers all had their ownidea of what a perfect airfoil should look like.So the best way to make it work would be todesign my own. So I did. Care was taken inmaking the airfoil true from root to tip by mak-ing many templates of the top and bottomsurfaces).

The wing interior structure was constructedwith the airfoil as per the original design withthe addition of two aluminum pipes 3 inchesin diameter bonded into the ribs in front ofand behind the spar for additional water bal-last. They run from the root to about half the

HOW TO MODERNIZE AN OLD GLIDER KIT

wing span — they’re just visible in the photo.Then I cut the wings in two lengthwise 3/8 ofan inch behind the main spar! Every singlerib (90 of them) was carefully cut with a hack-saw blade to leave as straight a cut as pos-sible. The metal root and tip ribs were alsocut at that location. So now each wing was intwo fairly stiff and manageable pieces.

I made a metal jig to make 90 or so foamwedges of exactly 3 degrees from big (root)to small (tip) in pairs. The wing structure wasthen bonded back together on the buildingtable by setting the back half (a straight struc-ture by itself) onto the wedges which hadepoxy on both sides. An offset to the ribs wasnecessary to match the new curve on thebottom rear of the airfoil (see drawing below).Care was taken that the offset was tapered tothe tip. The fact that this procedure was doneon the building jig on which the original struc-ture was constructed, and the fact that bothhalves were straight to begin with made itpossible to align them perfectly straight again.

The metal root and tip ribs were then splicedback together by riveting a metal plate overthe cut. Then came the tedious job of cutting90 or so pieces of foam to fit the gap createdat the top joint of every rib. The ribs were thensanded to the new contour (using the manytemplates I had made with the help of areducing photocopier) and, voilà!, we did it.

Before the wing skins were fitted and installed,I made a spar extension so we can add awingtip at a later date without having to cutinto the tip. I also vented the water ballasttubes as I had done with the RS–15.

In the meantime John Murray of Eastern Sail-plane found me a complete stick assemblyfrom a crashed LS–4, and it fitted nicely intothe HP–18 cockpit floor. After we removedthe original “hump” in the floor we fibreglassedthe whole assembly into the right spot andrebuilt the new hump and glassed in the push/pull tubes for aileron and elevator on the righthand side. A new bellcrank assembly wasdesigned for the aileron drive incorporating

Ed HollestelleSOSA Gliding Club

Back in the winter of 1988 I wrote a little blurbin free flight about building an HP–18 from anuntouched kit that my son Eddy and I pickedup in El Paso, Texas in the fall of 1987. It alsomentioned some of the proposed changeswe intended to make from the original design.

The idea was that if we simply built the air-plane as designed, we would end up with“just” an HP–18, of which many have beenconstructed all over the world and have provento be a nice performer, but it uses yester-year’s aerodynamic concepts.

I flew the Peter Masak built HP–18 many yearsago which by then was (and still is) owned byKurt Hertwig and Simon Davies of the Londonclub. The flying position reminded me of myDiamant 16.6 that I once owned but with evenless headroom. I found the side mounted con-trol stick very awkward, and aileron controlwas marginal to say the least. In 1976 I hadcompleted an RS–15 and enjoyed about 500hours of cross–country flying with distinctivelymore comfort and much better handling.

Let me explain that the two wings and thecontrol surfaces are identical but the RS–15ailerons hinge on the top (more up deflection)and the “18” ailerons hinge on the bottomand have considerably less up deflection. Iguess the fact that the HP–18 has less aileronresponse demands more rudder control andthat’s hard to get out of a V–tail. There’s nodoubt however, that the “18” fuselage is per-haps the sleekest design to date. And, afterbuilding the RS–15 some 16 years ago, I wasquite sure the airfoil could be changed to afaster, more modern one.

So we decided to make the following changes:• a centre stick• a faster newer airfoil• increased aileron control• increased water ballast• a better seating position• a one piece canopy• added optional wingspan• a “T” tail

I talked these ideas over with Dick Schrederwho was all in favour. He told me he wentwith the Wortmann 67–150 because it wasthe latest proven airfoil section available atthe time. The aileron control can be increasedper Schreder’s latest mod by adding the lastflap section to the aileron (a 30% increase incontrol area). The wings are constructed outof a metal box spar with machined top andbottom caps, and foam ribs spaced every

rib dropped to accommodate curve on bottom

1/92 free flight 15

glued to it. We soon found out that the suc-tion of the bar on the .025" aluminum skin wasenough to pull the skin up to actually sandthe space between the ribs and the spacersinstead of the ever–so–slightly protruding ribs.When we switched to dry sanding we startedgetting a much better result, but it made for a

more differential made possible by the use ofnew Mylar seals on the top gap of the aileroninstead of the “up” restricting metal ones, andthe elevator rod connection with the originalmixer had to be redesigned.

The landing gear handle is located on theright where the side mounted stick was to beon the original design. The flap drive wasmodified to incorporate a six inch disk withholes PIK–20B style (see picture of cockpit)to allow flaps to be set and locked at anyposition freeing up the left hand when needed.

Looking back now, I think that up to the pointof redesigning the airfoil I was enjoying thebuilding and Eddy was learning many skills inthe process. Once the wings were completedand the skins bonded and the fuselage andaileron modifications completed, I felt a strongurge and desire to find out the performanceand handling of our new creation.

The big push was on and a lot more “over-time” was spent to get all the time–consum-ing little details completed. Finally, in May1991, we got our final inspection and thepaperwork was sent in to the RAA who in turnsubmitted the total package to DoT.

In the interim we “fine–tuned” the wings. Weused a high–solids polyester primer on thewings (DuPont 1020R, a European product)to smooth out any uneven spots. A total of sixcoats (two in one spray session) were ap-plied, with hours and hours of sanding in be-tween. The sanding was initially done wet,using a three foot straight aluminum U–chan-nel two inches wide with 240 wet sandpaper

very messy and unhealthy job. The high sol-ids primer is very easy to sand but the finebrownish/yellow dust soon turned the shopinto a “desert storm” scene. My overheadforced air gas heater would blow it into everylittle nick and corner. The best results wereaccomplished by letting the bar slide 45 de-grees to the leading edge by its own weightaltering direction frequently. This turned outto be very time consuming but after six coatswe were satisfied and ready for the final paint.

The final coating is a product from Californiacalled “Polylux” which is used by most fibre-glass refinishers and repair shops in the US.It is a product similar to the famous “Prestec”but not as expensive and easier to sand. It isa polyester paint that looks and smells likegelcoat but is much more viscose. After add-ing the MEK hardener, it sprays on quitenicely. With about 15 minutes flashtime inbetween, two heavy coats can be applied inone spray session. The coating sets in a fewhours and dries hard to sand in about 12hours without any “shrinkage”. This makes itideal to sand and polish.

We sanded the wings, fuselage and tail with600, then 1000, 1500, and finally 2000 wet.The finish looks as good as if not better thanpolished fibreglass. Eddy used a gray andwhite spatter paint inside the entire cockpitarea to give it a “factory” look. The instrumentpanel face was baked in the oven at home(Mom must really love us guys) with a wrinklefinish.

The initial flight permit came while I was flyingthe Worlds in Uvalde in August, and when Ireturned to Ontario on August 14th Eddy wasjust about ready with the trailer fixtures anddollies etc. to take the plane for its maidenflight. We still had to install the Mylar seals onthe top and bottom of the ailerons and stickthe zig–zag turbulator tape on the bottom wingsurface exactly 67% behind the leading edge.I also covered the bottom flap gap with Mylar

New wing fairing shaped from foam and glassedinto fuselage behind turtledeck

Internal structure of the HP–18 wing

photo unavailable

free flight 1/9216

I am working with the people at “Cowley Can-opies” in California to design a new one–piececanopy that will be about 3.5 inches higherat the back to give a more comfortable seat-ing position. This will require redesigning theturtledeck and a new canopy frame with aside or front hinge system.

A disk brake would be a nice safety feature,and sometime in the near future we will addthe additional wingspan in the form of remov-able wingtips. At this time it does not look likewe will change the V–tail as the handling isquite acceptable. •

day. Afterwards we discov-ered that “57” was flying ata 120 pound weight disad-vantage. So there shouldbe even better perform-ance once we fly with wa-ter ballast. That same day Iput my Ventus together andwent up to look at “57” fromthe air. Conditions hadweakened considerably butwe managed to stay upfor a few more hours. TheHP–18 climbed better thanmy Turbo Ventus and theLS–4 had no big loss onthe run.

There are a few refinementsthat I should mention. Thecounterweights on the rud-dervator tips were com-pletely rounded–off andfaired. Also the fairing atthe flap area of the wing/root junction is a new one.When I changed the airfoilI also had to change thisfairing. So we ripped outthe old and designed a newone to fit the new airfoil. In-stead of the original zerodegree position, we set thefairing at the –3 degreeflap setting to minimizedrag with the use of neg-ative flaps (the same isdone with modern shipslike the LS–6). The idea isthat you hardly ever fly at a flap setting ofzero degrees. On the run you fly with nega-tive flaps (now faired–in properly) and the otherflying mode is “thermalling”, using a positiveflap setting.

This winter the plumbing for the water ballastwill be completed so we can test the perform-ance at the higher wing loadings. We will havetwo dump valves, one for the main spar tanks(20 gallons) and one for the secondary sys-tem (14 gallons). That gives us the option ofdumping either one in flight and know exactlyhow much is left.

by using very wide Mylar taped far enoughforward of the gap to allow the 90 degreedown deflection without ripping the bond. Mywinglets were not quite ready so instead ofrushing them we quickly made a set of tem-porary wingskids/fairings. On the Labour Dayweekend we trailered the plane to Brantfordairport for the initial test flight, and on Sundaynight September 1st it made its first flight. Itflew “right off the drawing board” with no ad-justments needed.

With the extra 30% area and 5 more degreesup, the aileron control was an amazing im-provement. The plane immediately “grooved”behind the towplane as we took it up to 5000feet. After release, I took it through its pacesand I was more than pleased with the wayit handled. The stall occurred at 36 knotsand was preceded by a warning shudder. Itmushes nose down with no tendency to dropa wing. With the stick still all the way back, itrepeats the same procedure by itself with asteeper nose up attitude.

The improved roll rate and the centre stickmade a big improvement on the original de-sign. All controls seem to be adequate andvery pleasant. After the test flight, it was Ed-dy’s turn, and after one flight at Brantford toget used to the flaps–only landing, he flew itback “home” to SOSA.

We haven’t been able to do any accurateflight performance testing, so we have no num-bers, but during the many long comparisonflights that Eddy made, the performance overthe entire speed range seems to be there.

Several weeks after the test flight I finishedthe winglets which are designed using PeterMasak’s criteria for height and angles but us-ing my own airfoil and tip design and theyincorporate a wing skid as well. Eddy madethe first flight with the winglets and was veryimpressed with the improved handling.

Paul Thompson in his LS–4, “T2”, did one ofthe first comparison flights. It lasted manyhours, and several real long runs at differentspeeds were made with absolutely no per-formance difference right up to 105 knots.This was the highest speed they tried that

Cockpitwith flap disk

and LS–4stick assembly

The moment of truth. Ed about to takeoff on 57’s maiden flight.

photo unavailable

photo unavailable

1/92 free flight 17

600 members of whom 300 are said to bequite active. It is a nice friendly place andgood meals are served. Here I ran into thepilot of the ASH–25 again. And I helped acouple of older chaps (my age) de–rig a newLAK 25 metre Latvian–made sailplane. Thetrailer for this sailplane was made in Russiaand it was built like a rail car. The rear doorswung down on hinges as a ramp. Two of usstood on it and it did not flex an inch. It was abrand new two–seater LAK that had just ar-rived in the UK the day before and had onlyflown twice. The cockpits were finished in abasic style. The exterior finish of the fibre-glass looked very nice. After seeing the ASH–25, the LAK looked heavier and not as race–horsey. Apparently the LAK is priced muchbelow the German sailplanes, and at that timedelivery was said to be prompt.

I managed to get my first three winch launchesthere in an ASK–21. Because of the low cloudthey had shortened the amount of cable used.This time the instructor asked to see my log-book. His instructions were to adopt a normaltakeoff attitude and the glider would takeoffitself, keep the wings level, the airspeed at 60knots. It was up to the winch driver how highwe went, and when we stopped going up, Ithen was to level out and release. It took 12–14 seconds from all–out to release, and aswe were getting to 1000 feet the climb ratewas 5000 ft/min. Quite a ride up! The winchdriver is the key, he was a full time employeeof the club as were several other instructors.

There is no runway on the Dunstable field — itis just a large grassed area with prominentrolls in the terrain deep enough that a tug andglider go out of sight in them. Winch opera-tions were in one part of the field, tugs wereoperating in another area and gliders werelanding where it was appropriate to get closeto the winching point or the towing point. Thewinch operator and tug pilots would not powerup with a glider on final. The landing gliderhad to pick a safe spot. People towing glidersback to launch points were responsible not tocross the paths of incoming or outgoing glid-ers until safe to do so.

Costs here were £5 for a daily membership,£4 for a winch launch, and £0.37 per minutefor glider rental. There are some altituderestrictions one direction from the field. Theyhave a winch with eight cables. It was madein Holland and has a diesel engine which Iwas told was 350 horsepower. A farm tractoris used to pull the cables back to the launchpoint. They have a variety of tugs, one ofwhich was a Chipmunk.

Three long rows of trailers contained everysort of glider that you cold imagine accordingto the markings on the trailers. For safety theyhad installed cement pilings with a trailer ballon top to which the trailers were connectedplus there was a tie–down at the rear of eachtrailer. This was mandatory so that no trailercould be blown over to damage others. I amgoing to do this for my trailer as I have beenusing screw–in anchors with a rope.

In October I was in England again and I hadtime to go to Duxford, primarily because Iwanted to see all the airplanes they have inthe museum there. Duxford is near Cambridge

I then saw a Mercedes drive by and park nextto a trailer with the markings of an ASH–25 onit. A trailer hitch does look a bit odd on thiscar. My offer to help him rig it was acceptedand I was just elated to get my hands onsuch a marvellous, beautiful plane. It was themotorized version. It took only a few minutesto rig. The Mercedes was used to tow it to thetakeoff point. The wing wheel and tailbar wereput into the “boot” and a few minutes later itwas gone. It is really something to see thewingtips flex upwards by what looks like sev-eral feet when it starts its takeoff. Beautiful towatch, almost 60 to 1, at a cost of £80,000.

There were only three tugs operating thatmorning, but finally my turn came for anASK–13. The instructor was very trusting andlet me fly it. We were taking off at an angletowards the paved runway used by the powerplanes so the pre–flight instruction was to doa 90 degree right turn in order not to crossthe line of the runway. I don’t think we were at200 feet when the turn was made. This tookus over a village at perhaps 800 feet, butthat’s the way it goes. By the way, the tow-rope was 5/8 inch, and we had to release at2000 feet because they are not allowed to flyabove that. Booker is on the western edge ofthe Heathrow control zone. One must fly afew miles north or west to go up to 3500, anda little further to go to 4000 feet; the rest Idon’t know about. From 2000 feet, Bookerpilots regularly depart on 150 km triangles.

“Fly over towards that parking lot, it usuallygenerates a bit of lift,” and we found abouthalf a knot which we worked but only back to2000 feet. The landing approach was over avalley, a busy roadway and a bunch of treesand seemed to be about 100 yards east ofthe route used by the TV helicopters.

Rates were £5 for the day membership, gliderrental to the highest five minutes cost me £8and £15.60 for the tow, £28.60 total. Bookeris an interesting place.

My next visit was to Lasham, where I hadflown in 1990. This is a busy glider field whenthe weather is flyable. As the sun was shiningthe day I arrived around noon my name wasso far down the list for a glider that by 4:30there were still enough names ahead that Ididn’t stay longer.

The Lasham field is huge. They use Rally tugswith four–bladed props on a runway built for747s and a four cable winch operates rightbeside the runway. A launch in excess of2000 feet is possible off the winch. The launchpoint is about a third of the way down the run-way which makes for great efficiency as thetugs land behind the launch points on thegrass to the right of the runway and the glid-ers land on the grass to the left of the runwayand behind the launch point. The tugs just rollup to the launch point, turn on to the runway,are hooked up and take off as soon as thecable position permits it. Dan Air have a largemaintenance facility at Lasham, so when aDC–10 needs the runway the gliding shutsdown and moves aside for 20 minutes or so.

My next visit was to the London Gliding Clublocated at Dunstable, which is approximatelya half hour north of the London ring road — atEuropean speeds of 85 mph on the motor-way. This is another huge club with around concluded on page 23

Ray RichardsRegina Gliding & Soaring Club

IN MARCH 1991 I was in England and hadthe use of a car so that I could visit some ofthe gliding clubs. It was not the best time ofyear for soaring but it was certainly betterweather than my fellow Regina club memberswere enjoying at the time. First, my wife and Idrove to Talgarth in the Black Mountains ofWales. This club is well known for ridge andwave flying. It was not easy to find the fieldbut we arrived after driving along some hedgeand rock bordered roads that were muddyand slippery due to the rain. This is a verybeautiful location but not a site that we inNorth America would pick for a gliding field. Itwas not level and was not any longer thanwas needed — in fact it seemed to me that agood stiff wind was a requirement to a safetakeoff. There were some pilots from a York-shire club waiting out the weather in hopes ofgetting wave conditions later on. I had a chatwith them in the somewhat restricted confinesof the office/lounge. I learned that their tugswere equipped with four bladed propellersand mufflers to meet noise abatement require-ments. The weather was not good enough tostay longer (nor was there room) so we didtourist things in Wales in hopes that it wouldimprove the next day. It was still raining acouple of days later so we left Wales andwent almost to London. We spent the night inMaidenhead and the next day went back westa little way to the Booker Gliding Club. Nowthis was an experience.

Booker is a huge club that operates from anairfield that is busy all the time. I met the clubmanager, was invited to look around and Iwould find the double decker green bus outon the field somewhere which marked theiroperations site, introduce yourself and waityour turn for a flight. The British Airways Fly-ing Club, with facilities all done up in BACcolours, operates here. There is an aerobat-ics club, and two helicopter flight trainingschools with at least six helicopters buzzingaround the field perimeter about six feet aboveground, and several large helicopters operat-ing for newspapers or TV stations were com-ing and going. My head was on a swivel.

It was clearing a bit so I wandered out alongthe great lines of parked glider trailers. I metthe club’s assistant CFI and helped him rig anew Polish SZD–55, a Standard class sail-plane. It looked nicely finished. It is very lightweight. This chap said they felt that it wouldoutclimb a Discus, that it might not be as fastbut it was about 60% of the price of a Discus.

RRAAY’SY’SCLUBCLUB

CRAWLCRAWL

free flight 1/9218

SAC affairs • find the best CURRENT pilots,• encourage Canadian pilots to compete in

Canadian Nationals.

A formula approach would:

• make participation in Canadian Nationalsa necessity, improving its stature and thevalue of the learning experiences gainedby newer pilots,

• give fast rising pilots an equal chance tomake a WSC team.

It is proposed that:

1 The current selection process be re-placed immediately with a formula method

so that the 1993 WSC Team can be deter-mined right after our 1992 Nationals.

2 Results of the Y–1 plus the Y–2 or Y–3Nationals be factored to produce graded

lists of pilots by class. (In this transition year,pilots who participated at Uvalde could beallowed to use their WSC competition resultsin place of Y–2 or Y–3).

3 WSC team pilots be chosen from the topof the graded class lists.

4 Consideration be given to automaticallyputting the top placing pilot at the last

WSC (determined by comparing each pilot’stotal contest points expressed as a percent-age of the class winner’s points) on the nextWSC team.

5 Grades be calculated for each pilot asfollows: for each Nationals

N = 100 (Ppts/Pmax)

N = pilot’s ratingPpts = pilot’s final score for the contestPmax = class winner’s final score for the

contest

then let G = [f1• NY–1] + [f2• (NY–2 or NY–3)]

G = gradef1 + f2 = 100%NY–1 = pilot’s rating for Nationals in year

of WSC team selectionNY–2 = rating for immediate past NationalsNY–3 = rating for next previous Nationals

note The values of f1 and f2 will be chosenat the SAC annual general meeting in Febru-ary, 1992. It is suggested that considerationbe given to values 70/30, 60/40 and 52/48.

6 The SAC Procedures Manual be revisedaccordingly. This would involve Sections

3.21.1 and 3.21.2 entitled “Competition Seed-ing List Procedure” and “Canadian NationalTeam Selection”.

Helpful inputs for this submission came frompresent and past Sporting Committee mem-bers plus many competition pilots. As well, allrelevant SAC files that could be found wereappraised.

C. M. YeatesChairman, Sporting CommitteeNovember 12, 1991

experienced pilots as long as they stay rea-sonably active. Newer pilots feel that directcompetition should be the basis for winningplaces on THE TEAM, so that they might makeit before they are old and grey.

Seeking a harmonious resolution of theissues involved, the SAC Board instructed theSporting Committee to review and recom-mend. Therefore your Sporting Committee heldmeetings attended by all pilots at the Nation-als in Pendleton and by the Canadian pilotsat Uvalde. These pilots unanimously agreedthat a competition points system should bethe basis for Team selection, eliminating anyneed for voting.

How do other countries select teams?

While in Uvalde, George Dunbar, as a mem-ber of the Sporting Committee, talked withteam managers from the UK, the US, OZ andNew Zealand. (To keep the explanations clear,time is expressed in terms of: a World Soar-ing Contest (WSC) year is “Y”; the year ofteam selection is “Y–1”; previous years are“Y–2”, “Y–3”, etc, going back in time.)

In the UK, a team squad (a seeding list) isformed in Y–1. It includes pilots of the previ-ous WSC team plus the top five pilots fromeach class of the National competition held inY–1. Typically a squad of twenty or so pilotsresults. Then all vote preferentially to estab-lish the team selection list.

In the US, straight competition determines aWSC team. Pilots are scored by class usingthe formula 52% of Y–1 National results plus48% of Y–2 or Y–3 results, whichever isgreater. For a given Nationals, a pilot’s rawscore is calculated using his total contestpoints divided by his class winner’s totalpoints. One wrinkle, pilots who attain a posi-tion from first to third in any class in the previ-ous WSC can factor in that performance inplace of a Y–2 or Y–3 Nationals score.

In OZ, straight competition determines a WSCteam. The three class winners in the Y–1 Na-tionals are automatically on the team. The re-maining team members are chosen by using60% of Y–1 plus 40% of Y–2 National results.

In NZ, straight competition determines a WSCteam. Pilots are scored by class using theformula 60% of Y–1 plus 40% of Y–2 Nation-als results. Apparently, because their compe-titions are six months out of phase with theWSC, they assume no interference between aWSC and a Nationals in the same year.

What to do in Canada?

Generally, it is felt that the WSC team selec-tion process should attain the following goals:

SELECTION OF WORLD TEAM PILOTS– a proposal to eliminate ranking by vote –

SOARING TO WIN is a goal of many pilots —a natural one that comes after living the ex-citement of learning to fly; finding and usingthe elusive upward thrusting air currents; striv-ing for FAI badges; enjoying the freedom toroam skies with friends; challenging oneselfto get the most out of each day; controlling asailplane with ever increasing fluidity and skill;going further and faster elegantly; expandingthe adventure with wave, ridge, deserts andmountains; building judgement, discipline,stamina and quick decision making capabil-ities. The temptation to measure oneself bydirect competition comes along and, presto!you are soaring to win. The beauty of soaringis that each of us can stop or remain at anylevel with continuing pleasure. Not all areseduced by the competitive urge. Howeveran increasing number of our pilots havebeen striving over the years to enter thesport’s ultimate competition, the World Soar-ing Championships.

Forty years ago, 1952, the first Canadianpilots went overseas to compete on a worldstage. Shorty Boudreault flew a Weihe whileBarrie Jeffery and Frank Woodward flew aKranich II at Cuatros Vientas, Spain. They setdistance to goal records of 124 km in bothsingle and multiplace open categories! In1956, Frank Brame and Jack Ames flew at StYan, France and Frank raised the distance togoal record to 335 km. The siren’s call wasand continues to be heard!

Levels of equipment sophistication and pilotprowess have risen steadily since then. Lookat the statistics generated at Uvalde lastsummer. Who would have dreamed that aCanadian would fly 145.3 km/h over a 616.8km course and stand 25th out of 44? (Thewinner that day accomplished 156.6 km/h!)The challenge endures.

How have Canadian teams been selected?

In the beginning, the most accomplishedpilots were apparent. They sorted out teamassignments, partly on the basis of who hadthe time and money to go — a kind of rudi-mentary peer selection process.

As the 50’s progressed, pilot interest grewswiftly and so seeding list and preferentialvoting procedures were formalized. (Memorysays it was modeled on the United Kingdomsystem). With refinements, the process hasproduced teams ever since.

Are new procedures needed?

It must be admitted there have been growingsigns of querulousness and strained relation-ships as more and more pilots have soughtto make THE TEAM. Rumblings have impliedthat the current process favours the most

1/92 free flight 19

NATIONAL SOARING CHAMPIONSHIPS

Proposed rule changes

UPDATE ON 1992 NATSFor a while, it didn’t look like anyone wasprepared to hold the ’92 Nationals in the east.The contest was seen to be getting too ex-pensive and too big of an organizationaleffort for one club to manage.

What has emerged over Christmas is a planby a group of gliding clubs in Quebec andeastern Ontario to run a lean, no–frills “Chevy”

style contest, using the facilities of the Mont-real Soaring Council at Hawkesbury. An or-ganizing committee has now been set upheaded by the Quebec Zone Director, PièrrePépin. The proposed dates are 23 June to 2July to take advantage of the time of bestaverage soaring conditions for the area.

Organizational costs will be minimized, andno extras will be provided on site like “free”

social occasions. Also, pilots and crews willbe expected to actively participate in the run-ning of the contest. (This may be the way itwill be done more often in the future).

Approval of the MSC Board is still forthcom-ing at the time this is being written. Moredetails regarding registration, et cetera willappear in the next issue of free flight whichcomes out in late March or early April.

• Distance points will be calculated basedon the ratio of a pilot’s distance to themaximum distance for that day, rather thanthe distances minus 20 km.

• Basic weighting between distance andspeed points will be one–third for distanceand two–thirds for speed, rather than one–quarter and three–quarters.

• For CNSC, this weighting will be adjustedeach day according to the number ofpilots achieving at least one–half the win-ner’s speed, rather than two–thirds of thewinner’s speed, as in the WSC.

6 Points calculated for a pilot selectedcourse task are the same in CNSC and WSC,although the formulas and definitions are dif-ferent. The WSC wording is proposed, as itseems easier to follow. This awards a maxi-mum of 500 points for distance and for speed.Each pilot receives points in proportion to therelation of his distance and speed to the maxi-mum values for these variables.

7 Present CNSC rules apply a severe pen-alty to a pilot who takes a turnpoint photowhich does not show the target. It is pro-posed to permit a lesser penalty, providedthat the photo shows the general area of thetarget, and that is shows that the photographwas taken when the sailplane was within twokilometres of the actual turnpoint. The amountof the penalty will be at the discretion of theContest Director, with a suggested maximumof 20 percent of the maximum score achievedthat day.

To obtain full credit for a turnpoint, the photomust show the target, and the sailplane posi-tion must be within one kilometre of the tar-get. A penalty will be applied if the position isbetween one and two kilometres from theexact turnpoint. The turnpoint will not be al-lowed if the distance is greater than two kilo-metres. Note that the WSC rules use distancesof one–half and one and a half kilometres;greater values are proposed for CNSC be-cause of the difficulty of exactly determiningthe sailplane position.

A session will be held at the 1992 SAC AGM,at which discussion on the above proposalswill be welcome. At this time, copies of theproposed rules will be available. Commentsmay also be forwarded to the members of theSporting Committee prior to the AGM. If youdisagree with some of these proposals, pleaselet us know.

George Dunbarmember, Sporting Committee

3 In calculating points in recent Canadiannationals, and in the WSC, two special fac-tors are used. The first reduces the potentialmaximum points available for that day. Thusan adjustment is made on days when condi-tions turn out to have been better than ex-pected, and the task is completed in a rela-tively short time, indicating that the task wasnot difficult enough to be a good test of pilotskill. The second factor is a day factor, whichreduces the points awarded to all pilots whenthe majority of the pilots have not been ableto do as well as expected.

In the WSC, the maximum daily points arereduced in an assigned course task if thewinner’s time is less than three hours, and ina task with a pilot selected course if the max-imum marking distance is less than 350 km.The day factor is reduced when 75% or fewerof the competitors achieve a marking distanceof at least 100 km.

It is proposed to use the WSC system, withthe following changes for the differences inthe Canadian scene:

• The daily maximum points available for anassigned course task will be reduced ifthe time for the fastest finisher is less thantwo and one–half hours.

• The maximum for a pilot selected coursetask will be reduced if the maximum mark-ing distance is less than 250 km.

• The day factor will be reduced if less thantwo–thirds of the competitors achieve amarking distance of 50 km.

• The day factor will never be less than 0.2.

4 The penalty for overtime finishes in a pilotselected course task has been applied inCNSC in a non–linear manner, with greaterrates of penalty for larger amounts of over-time. This becomes difficult to estimate andunderstand. The system used in the WSC isproposed, which sets the penalty (applied tothe distance achieved) at 1.75 times the dis-tance the pilot could have flown in the over-time period.

5 The calculation of points in assignedcourse tasks in the CNSC uses generally thesame form as in the WSC. The following areproposed for future CNSC, to make the rulescloser to the WSC:

IN THE PAST the rules for Canadian champi-onships have been based generally on FAIrules, plus those used at world champion-ships, with some changes where it was feltCanadian conditions required them. In 1991the Sporting Committee polled most of theCanadian competition pilots concerning whatchanges should be made to the Canadianrules. The following, based on the results fromthis survey, describes the changes being pro-posed. Comparisons will be made with rulesused in previous Canadian national soaringchampionships and in the most recent worldsoaring championship. These two referenceswill be abbreviated to CNSC and WSC.

1 Several changes in terminology should bemade to ensure that the rules are not ambigu-ous, yet easily understood:

• When turnpoints are referred to, two speci-fied points are now involved. These shouldbe referred to as the “target”, (or “photo-target”), which is the point which must ap-pear in the photograph, and the “turnpoint”,which is the point over which the sailplanemust be when the photograph is taken. Asa memory aid, one may remember thatthe sailplane turns at the turnpoint. All dis-tances are to be calculated with respectto the turnpoint, not the target.

• All tasks shall be speed tasks over either“an assigned course”, or “a pilot selectedcourse”. The latter has always been re-ferred to as a “pilot option speed task”(POST) or a “pilot option task”. Use of theselatter terms should be avoided. An as-signed course task will include a start point,one or more turnpoints, and a finish point.A task with a pilot selected course willgenerally have a maximum flight duration.

• When a time limit is specified for a taskwith a pilot selected course, a penalty shallbe applied if an outlanding is made be-yond the specified final time.

2 With reference to tasks with pilot selectedcourses, a number of rules have been pro-posed about the repeated use of a turnpoint.The purpose of this is to limit the number ofout and return flights that may be made be-tween two points. To make this rule more eas-ily understood, the wording used in the 1991WSC is proposed, as follows: “A turnpointmay not be used again until after using atleast two other turnpoints.”

free flight 1/9220

training andand safety

Walter Verganifrom Volo a Vela

AFTER THE POWERED SAILPLANES of thepioneer times, the powered gliders which hadthe widest diffusion were those fitted with afixed engine, generally installed in front of thepilot, and a non–retractable, external propel-ler. These ships had sailplane wings, but usu-ally a fuselage similar to that of the smallgeneral aviation planes, even if the landinggear was often of the single wheel type.

The advent of carbon fibre, and the conse-quent weight savings that could be achieved,bred a new generation of powered sailplanes,those fitted with folding, fully retractable pro-peller and engine. As we all know, such sail-planes can be either self–launching or self–sustaining, the difference between the twobeing that the former can takeoff independ-ently, whilst the latter still needs the tug tobecome airborne, but can avoid landing outwhen lift does no longer work.

Two different categories of powered sailplaneshave thus developed: those that have some-times been defined “travelling” sailplanes(Falke, Fournier, ASK–16, Taifun, Stemme 10,Dimona, etc.) and which, as such, are a sortof hybrid, that is aircraft used for tourism andsoaring, emphasis being placed on the former, and on improved safety. Theseare able to soar with the engineshut–down and fly some glidingcircuits, although their prevailinguse remains cross–country andlocal flying with the enginerunning.

The pilots of these ships areusually both glider and powerpilots who enjoy flying, experi-menting and studying soaring,in most cases without gettinginvolved in competitions. Thesecond category includes thesailplanes with self–launch orself–sustaining capabilities.These are generally recent,high performance, “leadingedge” models. Their only han-dicap with respect to pure sail-planes is the slightly higherwing loading that cannot bedecreased and which is not idealwhen conditions are weak and if an out-landing must be made for whatever reason.Both these conditions can however be satis-factorily coped with by exercising due care.

Given the greater interest in the latter cate-gory, let us focus on it and on what the pilotsof these ships want from them. The dream ofall soaring pilots is to be able to do withoutthe tug. This means to be able to takeoff whenthe gliding club is closed, or early in the morn-ing, when too many gliders are lined up. This

When – and when not – to motor a glider

also means taking off from airfields where notowplane is available, or from lonely strips.

Another dream is to forget about outlandingand even more about long, wearing retrieveswith car and trailer, or to be able to fly overuninhabited land with no risk of getting lost.These are basically the reasons for which self–launching and self–sustaining sailplanes weredesigned and are meeting with success.

It is also worth mentioning that the self–sus-taining types have a lighter, simpler andcheaper powerplant and lower fuel consump-tion. Besides, the engine is more easily andreadily removable, thus the sailplane be-comes, promptly and if wished, a pure onefor competitions and records.

However, the state of the art does not offer acheap, light and small engine capable of pro-viding an immediate power output, such asthat of an electrical motor. This would be es-sential if the aim is to avoid an outlanding. Aglider pilot is in the very end a person wholoves betting: betting with the pull of gravity,the changing weather, fatigue and distance.A nice flight is not as such if it is notlong, a competition is not

fascinating if tasks are not demanding, if theydo not reach beyond the area where the meteocan be positively forecast. A competition isbeautiful if it is difficult, and the yardstick ofdifficulty is the ratio between those who makeit home and those who do not.

We all saw very low gliders toiling to regainsome height and leave a critical situation. Welived those moments when you try to avoid aninglorious “aux vaches”: minimum movements,

window closed, breath held, one handclenched on the stick, the other moving fastfrom one knob to a switch ... In such situa-tions neither the engine, or even the enginebay doors, should move.

During the first motorglider world champion-ships, pilots flew at altitudes at which eitherthey found workable lift, or they would nothave had enough time and hands not only tostart, but even to try to start the engine.

The dedicated glider pilot gives up only whenhe or she pulls the airbrakes open on shortfinal, and even then there might be the chanceof pushing them in and go across the finishline, luck assisting. To compel a pilot todecide to give up early at 1000 or 1300 feetabove the terrain is slicing away the proudestpart of soaring, is renouncing living adven-tures that will never be forgotten.

To extract the engine at a safe altitude, orrefrain from trying to reach a far away sunnyspot, or crossing a large area of rain to at-tempt climbing over a distant ridge just forthe sake of prudence is not easy. Thus theself–sustaining engine, instead of enhancingsafety, may turn into a source of additionaltrouble, and all pilots should be aware of this.

Safety for a glider pilot is the availability of agood, landable field within gliding distance.On this the glider must land at minimum weightand minimum speed.

The current solutions, evenif the engines are reliable,neglect an important fact:starting is almost alwaysattempted in conditionsclose to an emergency bypilots who are not specifi-cally trained. Human erroris possible, and the start-ing operations divert thepilot’s attention from othersthat must be done to pre-pare the outlanding, as theyoverlap temporarily. Also,it is one thing to start theengine on the ground atthe airfield, another to re-light an engine which is pos-sibly cold from previousflight at high altitude, and re-quest maximum power from

it immediately. An emergencysystem that needs an input of

power and consumes altitudebefore providing you with the

needed power and altitude is cer-tainly not the best emergency sys-

tem one could wish for. Its use requires pru-dence. At Rieti, a German pilot told me, “Theengine ... I use it to take off, then I forget it.”

What is the solution then? Perhaps a solutionshould be designed which allowed the en-gine to be started inside the fuselage everytime a low point is expected. This would post-pone propeller deployment to the last instant.Also a sort of clutch should be fitted to trans-fer power to the propeller without delay. Easyto say, not so easy to do! •

1/92 free flight 21

• aviators who are fortunate enough to sur-vive a crash in isolated territory.

Location accuracy of these beacons is de-pendent upon all the elements in the system— local interference and the transmissionangle to a satellite are particularly relevant.CMCC reports that 50% of 406 MHz beaconlocations are accurate to within one kilo-metre. MPR Teltech Ltd. has achieved loca-tions within 500 metres in tests conducted atits facility on top of Burnaby Mountain, BC.

Summary I hope that this articlewas successful in promoting the COSPAS–

SARSAT system and 406 MHz beacon tech-nology in general. In tests, the performanceof the beacon and the system itself met ex-pectations … greater accuracies are possi-ble but good average results were demon-strated. The 406 MHz PLB is a new devicewhich will assist SAR agencies in carrying outtheir responsibilities in an effective mannerand will provide a new level of safety for those

#37

#38

#18

#19

and then runs rearwards. This cable under-goes bending when wrapping and unwrap-ping around this elbow. Inspect the cable fordamaged braids or strands at this point. (Seedrawing above which is a portion of Figure 70on page 147 of the US Army Technical ManualTO 1L–19A–4.)

Inspection of the brackets is relatively easy.Inspection of the cable will require removal ofpanels on the cabin floor and great care toview the area in the vicinity of the elbow. Ifmore details are required, I will be happy totry and supply them to you.

Michael KriegerQuebec Soaring Club(514) 646-2908 home, 647-3314 office

The flap mechanism of the L–19 towplane issubjected to high loads, especially when op-erating at the fully–extended 60° position.Owners and operators of L–19s are urged tocarry out the following inspection of their flapdrive as soon as possible in order to ascer-tain the integrity of the mechanism. (This re-lates to the manual flap system, I cannot com-ment on the electrical flap drive system.)

The inspection relates to the FLAP–DIRECTmechanism which lowers the flaps. First,brackets 18 and 19 (which support the flaphandle) should be inspected for cracks, es-pecially around the bolt holes used to fix themto the cabin floor. Secondly, cable #37, whichlowers the flaps, originates at bolt #38, wrapsaround an elbow immediately after the bolt,

Fred Wilson, Safety DirectorHang Gliding Association of Canada

IN RECENT YEARS there have been repeatedrumours that the International Civil AviationOrganization (ICAO) will standardize control-led airspace around the world. The logic ofthis would be to avoid the confusion aviatorsexhibit with variations of the law as is appliedaround the globe. The hazards to us are thatthey may pick the lowest common denomin-ator. It is really only in the USA that thereremains what we would call freedom in theskies. Elsewhere, the focus has been to regu-late as much airspace as necessary to safe-guard commercial aviation.

Class B airspace is our greatest limitation.The primary barrier to accessing it is the re-quirement for a transponder on the aircraft. Atransponder can communicate the exact threedimensional position of an aircraft, with itsindividual identification code to both Air Traf-fic Control and other air traffic via repeaterstations or satellites. Transponders will likelybecome a fact of life for all aircraft flying incontrolled airspace, including Class D.

However, one item aviation uses has becomea lot more possible for our sport. I quote fromSAR NEWS 1991:

“Mariners and aviators have been using dis-tress beacons for over twenty years to pin–point the location of sunken vessels anddowned aircraft. These beacons operate at121.5 and 243 MHz which are the frequen-cies used for civilian and military distresstransmissions, and were designed to be de-tected by passing aircraft or ships using stand-ard radio equipment. In 1984, an internationalsatellite Search and Rescue system calledCOSPAS–SARSAT became operational. Thesystem picks up the old 121.5 beacon trans-mission, but a new frequency allocation of406 MHz allowed technological improvements.… The 406 MHz beacons have location ac-curacies of 3 km as opposed to 20 km for the121.5 MHz beacons. This translates to a re-duction in search area by a factor of 45 …”

The following are definitions of two of the threetypes of satellite distress beacons (ed. note –the third being for maritime vessels):

ELT: (Emergency Locator Transmitter) This isan aviation distress beacon which is eitheractivated automatically when the aircraftcrashes or is activated manually.

PLB: (Personal Locator Beacon) This is a ter-restrial distress beacon that is activated manu-ally in the case of land based emergenciesby people travelling in isolated territory.

The primary users of these beacons will be:• adventurers, hunters, trappers and pros-pectors travelling into isolated and hostile en-vironments such as the Canadian Arctic.

• isolated workers who fall under the juris-diction of the Workman’s Compensation Boardand Labour Canada.

New 406 MHz satellite distress beacon

who must travel through or work in remoteareas and hostile environments.

Authors note “SATFIND–406TM” is aregistered trademark of MPR Teltech whichis the research and development arm of BCTelephone. Current products include theSATFIND–406 EPIRB (for marine vessels)which is manufactured and marketed by Al-den Electronics, Inc. of Westborough, Mass.The SATFIND–406 PLB is currently repre-sented exclusively by MPR Teltech. Designwork is currently underway on a size reducedmodel (shirt pocket sized) which will be mar-keted as the SATFIND–406 Pocket PLB. Otherdesign efforts are currently being directedtowards the 406 MHz ELT’s and a 406 MHzdirectional finder.

Contact for further information:Al Coppin, Marketing ManagerEmergency 444 Communications ProductsMPR Teltech Ltd., 8999 Nelson WayBurnaby, BC V5A 4B5tel (604) 293–5774, fax (604) 293–5787 •

Technical advisory on the L–19 flap drive

free flight 1/9222

␣ club newsCOLD LAKE UPDATE

The Cold Lake Soaring Club is just windingdown from its 20th year of operation. Threemajor events took place this year — we over-hauled our Scout towplane’s engine, we soldour K7 to Peter Myers of the Bluenose SoaringClub and bought Jerry Vesely's freshly over-hauled Lark as a replacement for the K7. Mostclub members have been checked out on theLark and the pole–hogs are enjoying the in-creased performance. Six club members par-ticipated at the Cowley Fall Camp and all man-aged to experience a good wave flight exceptfor Marek Wakulczyk, who would have experi-enced the wave a little longer and higher if hehad a night rating. Bingo Larue attended thesummer camp and flew his Silver distance butdidn’t escape his negatives being cut. He alsoput in a cameo appearance at the wave camp.

The club now has three active students afterone left to continue university. Chris Yagermanaged to go solo after the instructors gottired of flying with him. While Chris was up onhis first solo, on a calm summer’s evening,the CFI was busy coordinating the position-ing of the airfield foam trucks to provide therequired water for the ceremonial dunking.Chris put up a valiant retreat, but was soonovertaken by the rushing jet of water. Toobad a little foam got mixed in with the water.We were assured by the fire fighters that foamis not toxic, which was good news for Chrisas he was coughing up bubbles for a week.This winter, the club plans to cover our Larktrailer and get it roadworthy. Also, we plan onputting the finishing touches on our auto–towequipment and start overhauling our winch.Club members will be looking forward to newand cheaper launch modes for 1992.

George Szukala, CFI

THE APPALACHIEN SEASON

Appalachien had a good year with two pilotssoloing, plenty of cross–country flying, a newinstructor, and a homebuilt BG–12/16 nearlyfinished by Doug Clement and David Lord.

Our members visited the Champlain club sev-eral times, including a Labour Day weekendcompetition when three were introduced tothe excitement of longish XC flying with otherpilots. My partner Michel Prenevost and I gota first in the “Classe Amicale”, and YvanChassé did well in the Pioneer, GUMY (a fly-ing wing). Yvan is the forth winner of the“Migrating Eagle” trophy, invented by BobHyam years ago to encourage interclub flyingvisits. After one unsuccessful try, Yvan com-pleted the 100 km flight west to St Dominique.The hotshots from Champlain will be drop-ping in to reclaim it in the spring I expect.

Although the number of flights is down weended the year on a high note — next springwe’ll begin with three new licensed pilots,Natalie Hivert, Geneviève Ogez, and MartinArsenault. AND... with assistance from Cham-plain and Claude Gosselin, we will be hosting

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MSC NEWS

The ’91 season at the Montreal Soaring Coun-cil was one of the better ones in recent yearsaccording to both the membership–at–largeand the time sheets. A lot of people were notprepared for the fantastic conditions and didn’tbother to declare goals on cross countries —thus losing out claims on 350 and 500 kmflights. We had quite a few first solos, “B” and“C” badge claims, but not much else.

Despite harder economic times, and contraryto the trends at other clubs in the area, ourmembership grew to over 125, with an in-crease of younger students, Air Cadets, air-line pilots, and people fresh off an introduc-tory flight. Over 3200 flights were flown for atotal of 1470 hours. Weekday flying made upone third of our operation thanks to the bound-less enthusiasm of the “mid week crew”, notto mention kind and understanding bosses.

Besides some record personal bests oncross–countries, notable events included avery rare occurrence of wave activity over theairfield. On 31 August, Chief Towpilot TonyBrett found smooth lift on the first tow ofthe day, and soared silky smooth from towrelease at 3000 feet up to 5000 in an idlingL–19, before he aborted the climb. The sec-ond flight of the day, with Tony in a Blanik,went from a 2000 feet release to 7000 feet inrock steady lift running perpendicular to along east–west cloudstreet just west of lowhills on the eastside of the Ottawa River. Ironi-cally, MSC’s annual wave camp to nearbyLake Placid, New York was cancelled due tolack of commitment on moving equipment.

the 1992 Quebec Provincials at Sherbrookeairport on 16–18 May. Our committee is nowworking to make this a success with the back-ing of the airport management and the city ofSherbrooke. Given good weather, the com-petitors and crews should have a ball.

Kemp Ward, CVVA

A DECENT FALL CAMP

The Cowley Fall Camp was a good one thistime around, unlike last year when it wassnowed out but for one day with two earlyseason October snowstorms. The Thanksgiv-ing weekend started out with 25°C weather. Itwas odd watching mukluk and snowmobilesuited pilots being strapped into the Blanikby bare–chested helpers.

The camp was held over eight days begin-ning with the Thanksgiving weekend and fly-ing took place on six. Everyone got somewave flight experience, even if “classic” con-ditions were not present. The upper windsstayed out of the northwest most of the time,which gives a rather thin angle to the Living-stone Range, but were strong enough to pro-duce wave regardless. Only two days mid-week were unflyable when an arctic front camedown and dumped the snow on most of theprovince. The hours prior to the front gavewinds gusting over 100 km/h, but we hadwarning and everything was either deriggedor very well tied down (memories of a Scoutbeing blown over two years ago still fresh).

Forty pilots registered for the camp and eight-een gliders were present at one time or an-other. Not everyone could stay over the wholeperiod, but Cold Lake was well representedfor a small club.

The camp produced three Diamond climbs:Deirdre Duffy to 29,200 feet in the EdmontonSoaring Club ASW–15, Rod Crutcher of CuNim to 25,200 in his ASW–20, and NevilleRobinson of Winnipeg to 25,600 feet in hisBG–12. Don Matheson, over from CampbellRiver BC, flew his RHJ–8 to 23,700 feet butlost a Diamond due to a paper jam in hisbarograph. (Don is to be commended for help-ing out with the area checkflights since wewere short of two place gliders.) Other goodflights of note was a non–Diamond attemptflight to 31,000 by Bruce Anderson of Cu Nim,and Susan Bucher of Cu Nim soloed in theBlanik. Dave Wallace had a six hour flight inthe wave with ESC’s 1–23 to earn a Silverduration the hard way — he had to stay lowmost of the time to conserve oxygen and ittook him twenty minutes to unthaw his heelsafter landing!

Pilots new to Cowley wave conditions had theflights of their lives, and two Cold Lake new-comers landed out their club 1–26 two daysin a row after getting stuck in the serious sinkbehind Centre Peak near the primary. This1–26 not being the easiest to rig, the pros-pect of retrieving the second time arounddidn’t earn that unfortunate pilot many friends.However it was down only four miles away,and remembering last year’s vision of the Ed-monton Blanik being walked down the roadsback to Cowley after a sans–trailer landout,the same was done again. A pleasant twohour stroll with your 1–26 through the Albertafoothills on a sunny afternoon was quickerand more enjoyable than a derig/rig cycle.

Tony Burton, Cu Nim

1/92 free flight 23

and is where the Cambridge Gliding Clubused to operate. The Cambridge club flies atanother field about 12 miles away becausethere is too much weekend power activity atDuxford. Cambridge uses Citabrias with four–bladed props and huge mufflers which makesthem very quiet. (It is very difficult in Englandto get planning permission for an airfield, andfor a glider operation that uses tugs, noiseabatement is a necessity.)

It is fascinating for me to visit other clubs andto see how they operate. It is equally fascinat-ing to visit the museum. The “tube” will takeyou to the Science Museum in London and tothe RAF Museum at Hendon. Train and buswill get you to Duxford but a car is best. TheScience Museum has very early flying ma-chines and all types of other airplanes includ-ing the first jets. It is an absolutely great placeto visit. At Hendon there are originals of planesfrom WWI through to the modern jets, flyingboats and so on. An afternoon at Hendon is adelight. Duxford has five hangars full of planesplus outside displays. The second Concordebuilt as a test plane is there to walk through.

While at Duxford I saw a YAK flying aerobat-ics, as were two Harvards, a Spitfire and Hur-ricane and others that I could not recognize.On weekend afternoons private owners ofWWII fighter planes put on a two hour airshow.Technicians are restoring old airplanes whileyou watch. If you’re interested in planes thenyou must visit these museums if you are fortu-nate enough to get to London. •

VISA accepted

num

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ers

The skewed frequency curve shown here isprobably representative of most clubs in Can-ada. About half the members fly a moderateamount, about the same (the keeners and stud-ents) fly a lot, one or two mad instructors shameeveryone else, and a few barely fly enough tostay current and safe, and should be of con-cern to your CFI.

frequency for Cu Nim pilots in 1991

Distribution of flights per member

0 11 21 31 41 51 61 71 81 111 121 19110 20 30 40 50 60 70 80 90 120 130 200

14

12

10

8

6

4

2

number of flights

Coming EventsComing EventsJan 15, Toronto area glider pilot ground school,

Bathurst Heights Secondary School, 7-10 pm for10 weeks. Call (416) 789-0551 to register, orPaul Moggach (416) 656-4282 for content info.

Mar 28, Cross-country skills improvement work-shop and AGM, Ontario Soaring Assn, DeltaMeadowvale Inn, Mississauga. Some travel ex-penses will be reimbursed for those attendingthe workshop. Call: Sue Eaves (519) 268-8973.

May 19-24, ASC beginners XC Clinic, Chipman,AB. Contact Tony Burton (403) 625-4563.

June 23 - July 2, Canadian National Soaring Con-test, Hawkesbury, ON. Contact: Pièrre Pépin(514) 671-6594. Some possibility of a change,info confirmed in next issue.

date TBA, Beginners and Advanced XC Clinics,Ontario Soaring Assn. Clinics will run 5 daysmid-week. Limited entry – interested pilots areasked to contact Ed Hollestelle asap so instruc-tors can be lined up. Call Ed at (519) 455-3316.

Jul 25 - Aug 3, Cowley Summer Camp, Canada’spremier soaring festivity. Contact: Tony Burton,(403) 625-4563.

Oct 3-12, Cowley Wave Camp, Contact: Tony Bur-ton, (403) 625-4563.

✝ WALTER SCHULZWalter Schultz, a Montreal SoaringCouncil member since the early 1950’s,died suddenly on 11 November. Waltertook early retirement after a year or soof commuting weekly to company head-quarters in Toronto when his employ-er’s plant was closed near Montreal.Living in Hawkesbury, MSC’s base, hewas on call any day of good weatherduring the week. For a number of yearshe had the most instructional flights ayear in the club, and has won the SACWalter Piercy trophy for best instructorof the year. Perceptive of student’s dif-ficulties, he helped many overcomethese and go on to be good pilots. Anaturalist, he looked after birds withbroken wings and other ailments, set-ting them free after convalescence. Awarm personality, he will be sorelymissed. Walter’s wife Kate provided aloving and happy background for Wal-ter to carry out his services to others.We offer her our sympathy.

Bob Gairnes

One of MSC’s two Blaniks was sold and re-placed with a lower time one. Our eagerlyawaited new DG–300 Club arrived mid sea-son. Despite arriving late, it logged 120 flightsand 94 hours. We took delivery of the retract-able wheel model, and the club is buying thewater ballast system for it in 1992. With theaddition of the DG–300, MSC has eleven sail-planes — one Twin Astir, two single Astirs,an LS–1, two Blaniks, two 1–26’s, and two2–33’s. The club’s three L–19 towplanes con-tinued to serve dutifully thanks to the hardworking towpilots. The new maintenancefacility was completed, permitting indoor workwithout emptying the hangar. One work-shop has been insulated, so a hardy crew willbe sanding wings and sipping mulled winemid– winter.

The end of the season sadly saw the passingof one of MSC’s most senior, tireless, dedi-cated instructors. Walter Schulz had been ac-tive in soaring for almost fifty years and was abig part of the club. He consistently wonawards for “Instructor of the Year” and “MostInstructional Flights”, and was central to themid–week flying effort. Walter flew until theday he died, something a lot of pilots wouldenvy, although of small condolence to his wife,Kate. A lot of us learned to soar with Walterand we’ll miss him.

Finally, thanks to a lot of perseverance on thepart of instructors, and careful flying by mem-bers, we enjoyed an accident free season.

Peter Kom, Montreal Soaring Council

RAY’S CLUB CRAWL from page 17

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free flight 1/9224

FAI badgesLarry Springford, 45 Goderich StreetKincardine, ON N2Z 2L2 (519) 396-8059

The following Badges and Badge legs were recorded in the CanadianSoaring Register during the period 1 October to 31 December 1991.

GOLD BADGE258 David Maven York259 Michael Kappl Jr London260 Michael Steckner London261 Rodney Crutcher Cu Nim

SILVER BADGE827 Carole King Champlain828 Barrie Murdock York829 Deirdre Duffy Edmonton830 Philip Backman Bluenose

DIAMOND GOALRichard Willems Montreal 314.8 km LS–1 Hawkesbury, ONHarry Peters Vancouver 321.6 km ASW–19B Ephrata, WARodney Crutcher Cu Nim 308.3 km ASW–20 Black Diamond, AB

DIAMOND ALTITUDEDoug Girard Bluenose 5020 m ASW–15 Warren, VTDeirdre Duffy Edmonton 6275 m ASW–15B Cowley, ABGordon Beach Vancouver 5520 m LS–4 Minden, NV

GOLD DISTANCEMichael Kappl Jr London 301.0 km Mini–Nimbus Embro, ONRichard Willems Montreal 314.8 km LS–1 Hawkesbury, ONHarry Peters Vancouver 321.6 km ASW–19B Ephrata, WARodney Crutcher Cu Nim 308.3 km ASW–20 Black Diamond, AB

GOLD ALTITUDEDavid Maven York 3470 m LS–4 Minden, NVMichael Steckner London 3535 m LS–4 Minden, NVDeirdre Duffy Edmonton 6275 m ASW–15B Cowley, ABGordon Beach Vancouver 5520 m LS–4 Minden, NVPeter DeBay Vancouver 3420 m Mini–Nimbus Minden, NV

SILVER ALTITUDETerry Hooper Regina 1290 m Jantar Std Cowley, ABCarole King Champlain 1250 m Libelle 201B St–Dominique, PQBarrie Murdock York 1660 m 1–23 Athur, ONDeirdre Duffy Edmonton 1340 m ASW–15B Cowley, ABPhilip Backman Bluenose 1400 m Ka6 Stanley, NSGordon Beach Vancouver 5520 m LS–4 Minden, NVLeo Reypert ? 1387 m Lark IS29D Grand Valley, ONBob Leger COSA 1500 m Astir Chemong, ONRichard Stehlik York 1158 m 1–23 Arthur, ONDavid Reyenga COSA 1830 m Astir G103 Chemong, ON

SILVER DISTANCECarole King Champlain 54.0 km Libelle 201B St–Dominique, PQBarrie Murdock York 61.5 km 1–23 Arthur, ONDeirdre Duffy Edmonton 70.0 km ASW–15B Chipman, ABJames Adamczyk SOSA 61.0 km 1–26 Rockton, ONPhilip Backman Bluenose 64.5 km Ka6 Stanley, NSWilliam Park Gatineau 88.0 km Skylark 4B Pendleton, ON

SILVER DURATIONRobert Leger COSA 5:24 h Blanik L13 Chemong, ONJoseph Laposnyik SOSA 5:45 h 1–26 Rockton, ONBarrie Murdock York 5:28 h 1–23 Arthur, ONDavid Wallace Edmonton 5:57 h 1–23 Cowley, ABPhilip Backman Bluenose 5:13 h Ka6 Stanley, NSAndrew Gibson SOSA 5:26 h Blanik L13 Rockton, ABGeorge Nelson COSA 5:12 h Cirrus 75 Chemong, ONRonald McCullough Rideau 5:09 h Pilatus B4 Gananoque, ONMark Newcombe SOSA 5:28 h Blanik L13 Rockton, ONTyson Dahlem Saskatoon 5:31 h Blanik L13 Cudworth, SKBrian Keron London 5:50 h 1–34 Embro, ONDaniel MacIsaac SOSA 7:10 h 1–26 Rockton, ONYvon Langlois Quebec 5:49 h Astir G102 St–Raymond, PQ

C BADGE2262 David Wallace Edmonton 5:57 h 1–23 Cowley, AB2307 David Knickle COSA 1:18 h Blanik L13 Chemong, ON2308 Benjamin Lochridge SOSA 2:05 h LK–10A Rockton, ON2309 Joseph Laposnyik SOSA 5:45 h 1–26 Rockton, ON2310 Bruce Cook York 1:03 h 2–33 Arthur, ON2311 Barrie Murdock York 5:28 h 1–23 Arthur, ON2312 Terry Healy Toronto 2:03 h Bergfalke Conn, ON2313 Alex Upchurch York 1:15 h 1–26 Arthur, ON2314 Don Embree Base Bordon 1:11 h 2–33 Borden, ON2315 Philip Backman Bluenose 5:13 h Ka6 Stanley, NS2317 George Nelson COSA 5:28 h Cirrus 75 Chemong, ON2318 Svein Hubinette Montreal 1:05 h 1–26 Hawkesbury, ON2319 Mark Newcombe SOSA 5:28 h Blanik L13 Rockton, ON

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2320 Tyson Dahlem Saskatoon 5:31 h Blanik L13 Cudworth, SK2321 Brian Keron London 5:50 h 1–34 Embro, ON2322 Scott Prior Edmonton 1:15 h Blanik L13 Chipman, AB2323 Daniel MacIsaac SOSA 7:10 h 1–26 Rockton, ON2324 Garth Lepine Windsor 1:06 h 2–33 Dresden, ON2325 David Kelly Rideau 1:00 h 2–33 Gananoque, ON2326 Fiona Doetsch ? 2:11 h K8 Bottenhorn, Germany2327 Vincent Laliberté Quebec 1:25 h Astir G102 St–Raymond, PQ2328 Luc L’Heureux Quebec 1:17 h 2–33 St–Raymond, PQ2329 Lloyd Blondin Jr Windsor 1:32 h Lark IS28B2 Dresden, ON2330 Bruce Walzer Winnipeg 4:13 h L–Spatz II Starbuck, MB

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FAI FILLER Look at some of the vintage gliders being usedto start pilots off on their badges; L–Spatz, LK–10, Bergfalke, and aSkylark. Oldies but goodies all. Also it’s good to see that soaring genesare being passed down to the children — congratulations to KarlDoetsch’s daughter on flying her C badge in Germany. Lastly, a com-ment in “Significant Flights” in 5/91 that 123.3 km/h is the fastest speedflown in any task in Canada is not correct — at least two faster oneshave been flown, unfortunately without barographs! Tony

1/92 free flight 25

FAIrecords

More ways to getSpeed to Goal records

The data–back camera method of timingSpeed to Goal flights for national records (seeSAC’s “FAI Badge and Record Procedures”booklet, Section 18.7) has been used suc-cessfully on a number of occasions, gener-ally in conjunction with a completed goal andreturn flight. The possibility of extending theuse of this timing method for Speed to Goalflights flown as the first leg of a triangle wasraised recently by one of our regular contestand record pilots.

Since the Speed to Goal category is not rec-ognized by the FAI, there appears to be noreason why this should not be done. Effectiveimmediately, Speed to Goal records may beclaimed for the outward (first) leg of either aTriangle or a Goal and Return flight, providedthe timing is done in accordance with theabove mentioned reference. Note that thisdoes not change in any way the rules forcompletion of the flight and for claiming ofother speed and distance records which maybe broken on the same task. No change isrequired to the declaration of a planned tri-angle or goal and return flight. In fact theaddition of “extra” turnpoints is not permitted.The only extra planning required is to set upthe calibration of the data–back camera fordetermining the “Time to Goal”.

I look forward to a flood of Speed to Goalclaims from pilots with closed circuit speedflights that missed the mark!

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200 km speed to goal – open (not FAI),109.6 km/h, 27 July 91, Walter Weir, ASW–20B, C–GGWW. Flown from Chemong a/p toSmiths Falls a/p, ON. Exceeds previous recordof 93.6 km/h set by Tony Burton in 1989.

300 km speed triangle – open multiplace,citizen, 128.5 km/h, 30 July 1991, Ian Spence(passenger J–R Faliu), ASH–25, N725H. Flownfrom Minden, NV with turnpoints at road inter-sections in Willow Springs and Buckley Flat,NV. Exceeds previous citizen’s record of 79.4km/h set by Charles Yeates in 1989.

500 km speed triangle – open, territorial,105.7 km/h, 24 June 91, Walter Weir, ASW–20, C–GGWW. Flown from Pendleton a/p, ONwith turnpoints at Gananoque a/p and RoundLake Centre, ON. Exceeds previous territorialrecord of 101.8 km/h set by Dick Mamini in1973.

Russ Flint, 96 Harvard Avenue,Winnipeg, MB R3M 0K4(204) 453-6642

The following flights have been con-firmed as records:

free flight 1/9226

Annual General MeetingPalliser Hotel, Calgary28 February – 1 March

SAC AGM PRE–REGISTRATION FORM

NAME (Please print clearly)

CLUB Number in party

Please register me. I will be attending the following activities:

Reception Friday evening, February 28 ■■

Seminars on Saturday, February 29 REGISTRATION – $15 ■■Aero Club of Canada Awards luncheon, Feb 29 CHARGE – $10 ■■

SAC Awards banquet, February 29 CHARGE – $40 ■■ (Note: luncheon and banquet charges include service and GST)

Annual general meeting, March 1 ■■

I enclose a cheque for $

I have made room reservations at the Palliser Hotel ■■elsewhere ■■

I am interested in getting an information package on area ski resorts ■■

Please copy this form, check appropriate boxes, enclose correct amount, and

return to: Cu Nim Gliding Club, Box 2275, Station M, Calgary, AB T2P 2M6

Friday: all day provincial ass’ns, FT&S committee, SAC Board

evening registration, and reception beginning 7:00 pm

Saturday: morning and afternoon seminarstopics may include cross country and badge flying, mountainsoaring, flight training & safety, competition topics, insurance

noon ACC awards lunch evening SAC awards banquet

Sunday morning annual general meeting (ending about noon)

1–800-361-1400 (from Toronto)for Palliser room reservations, call: 1–800-268-9420 (from ON and PQ)

1–800-268-9411 (elsewhere)

AGM rate $85 (+GST) single or double (refer to Aero Club of Canada block)

Canadian Airlines is the official airline for this convention. To book your flight,phone the “Canadian Convention Line”: 798-2288 (from Toronto)

847-0611 (from Montreal)1–800-665-5554 (elsewhere)

Quote our convention registration number 0104 for a discount of up to 15% onregular fares and 5% on most other fares. Frequent flyer points apply.

SAC

Committees

Air CadetsGordon Bruce154 Shannon ParkBeaconsfield, PQ H9W 2B8(514) 697-1442 (H)

AirspaceDave Baker12546 - 22 AvenueSurrey BC V4A 2B7(604) 531-6883 (H)

Flt Training & SafetyIan Oldaker, RR 1Limehouse, ON L0P 1H0(416) 877-1581 (H)Mbrs: Mike Apps

Ken BrewinGeo. EckschmiedtFred KisilAlex KriegerPaul MoggachRichard VineHarold Yardy

Free FlightTony Burton, Box 1916Claresholm, AB TOL OTO(403) 625-4563 (H&B)

HistoricalChristine Firth, 23 BaretteHull, PQ J9A 1B9(819) 770-3016 (H)

InsuranceRichard Longhurst100 – 1446 Don Mills RoadDon Mills, ON M3B 3N6(416) 391-2900 (H)(416) 391-3100 ext 250 (B)Mbr: Doug Eaton

MedicalDr. Peter Perry64 Blair RoadCambridge, ON N1S 2J1(519) 623-1092 (H)

Radio & CommOscar Estebany921 St-AubinSt-Laurent, PQ H4M 2K2(514) 332-5907 (H)

PublicityChris Eavessee Director–at–Large

SportingCharles Yeates110 - 105 Dunbrack StreetHalifax, NS B3M 3G7(902) 443-0094 (H)Mbrs: George Dunbar

Robert DiPietro

• Contest LettersRobert Binette1034 St–DenisMontreal, PQ H2X 3J2(514) 849-5910 (H)

• FAI AwardsLarry Springford45 Goderich StreetKincardine, ON N2Z 2L2(519) 396-8059 (H)

• FAI RecordsRuss Flint96 Harvard AvenueWinnipeg, MB R3M 0K4(204) 453-6642 (H)

StatisticsRandy Saueracker1413 – 7 AvenueCold Lake, AB T0A 0V2(403) 639-4049 (H)

TechnicalChris Eaves185 Canterbury DriveDorchester, ON N0L 1G3(519) 268-8973 (H)Mbr: Herb Lach

Trophy ClaimsHarold Eley4136 Argyle StreetRegina, SK S4S 3L7(306) 584-5712 (H)

World ContestAl Schreiter3298 Lonefeather Cres.Mississauga, ON L4Y 3G5(416) 625-0400 (H)

PRESIDENT &ALBERTA ZONEAl Sunley (1990)1003 Keith RoadSherwood Pk, AB T8A 1G2(403) 464-7948

VP & PACIFIC ZoneHarald Tilgner (1990)50090 Lookout RoadRR2, Sardis, BC V2R 1B1(604) 858-4312 (H)

MARITIME ZoneGordon Waugh (1991)5546 Sentinel SquareHalifax, NS B3K 4A9(902) 455-4045

QUEBEC ZonePierre Pépin (1991)590 rue TownshendSt–Lambert, PQ J4R 1M5(514) 671-6594 (H)

ONTARIO ZoneUlli Werneburg (1991)1450 Goth AveGloucester, ON K1T 1E4(613) 523-2581 (H)(613) 953-2810 (B)

PRAIRIE ZonePaul Moffat (1990)1745 King Edward StreetWinnipeg, MB R2R 0M3(204) 633-5221 (H)

Director–at–LargeGeorge Dunbar (1991)1419 Chardie Place SWCalgary, AB T2V 2T7(403) 255-7586

Director–at–LargeChris Eaves (1990)185 Canterbury DriveDorchester, ON N0L 1G3(519) 268-8973 (H)(519) 452-1240 (B)

Executive SecretaryJoan McCagg306 - 1355 Bank StreetOttawa, ON K1H 8K7(613) 739-1063 (B)Fax (613) 739-1826

TreasurerJim McCollumBox 259, RR3Manotick, ON K0A 2N0(613) 692-2227 (H)

SAC Directors & Officers

1/92 free flight 27

REPAIRS & MAINT.

Sunaero Aviation. Glider repairs in fibreglass,wood, & metal. Jerry Vesely, Box 1928, Claresholm,AB TOL OTO (403) 625-3155 (B), 625-3871 (H).

Vankleek Sailplanes Ltd. Specializing in sailplanerepairs in wood, metal, or composites. Call GüntherGeyer-Doersch (613) 678-2694.

XU Aviation Ltd. Repairs in wood, metal and com-posites. C. Eaves (519) 452-1240 (B), 268-8973 (H).

INSTRUMENTS & OTHER STUFF

Barograph Calibrations, most makes and models.Walter Chmela, (416) 221-3888 (B), 223-6487 (H),#203, 4750 Yonge Street, Willowdale ON M2N 5M6

Bug Wipers. Mechanical device for in-flight wing LEcleaning, newly developed in Europe after ten yearsof R&D. Widely used at world contests. Cdn$690.Mylar seals, CDN $190. Peter Masak (Perform-ance Enhancement Inc.) (713) 579-2254.

Variometer / Calculator. Versatile pressure trans-ducer and microprocessor based vario and final glidecalculator. Canadian designed and produced. Sky-tronics, 45 Carmichael Court, Kanata ON K2K 1K1.(613) 820-3751 or 592-0657.

Firmal Electronics. Cambridge vario systems andflight computers, TE probes, gust filters, and nettos.Barograph calib. Warranty service and repairs. 542Coronation Ave, Ottawa K1G 0M4 (613) 731-6997.

MZ Supplies. CONFOR foam, Becker radios, mostGerman soaring instruments. 1450 Goth Ave,Gloucester, ON K1T 1E4 tel/fax (613) 523-2581.

SAILPLANE DEALERS

Blanik L-23. Blanik L-13 parts. Mark Petru, Zlinof Canada, 11 Plaisance Road #17, Richmond Hill,ON L4C 5H1 (416) 884-4686 Fax 884-3595.

Glaser-Dirks. Vankleek Sailplanes Ltd, since1978. 332 Pleasant Corner Road, Vankleek Hill, ONK0B 1R0. Günther Geyer-Doersch (613) 678-2694.

Jantar, Puchacz, Puchatek. For Polish gliders,contact Josef Repsch, (403) 451-2020, fax 452-3669.

Schempp-Hirth. Nimbus, Janus, Ventus, Discus.Al Schreiter, 3298 Lonefeather Cres, Mississauga,ON L4Y 3G5 (416) 625-0400 (H), 597-1999 (B).

Schleicher. ASK-21, 23, ASW-22, 24, ASH-25.Ulli Werneburg, 1450 Goth Avenue, Gloucester, ONK1T 1E4 (613) 523-2581.

Schweizer parts. Walter Chmela, (416) 221-3888(B), 223-6487 (H), #203, 4750 Yonge Street, Willow-dale ON M2N 5M6.

SUPPLIERS

Consumer AlertEach time a “Soaring Stuff” flyer

appears in free flight, there has beensome change in supplies or pricing.Please, only use the information on

the most recent flyer when ordering toavoid delays due to ordering errors.Ontario pilots note that sales tax ispayable on everything but instruc-

tional books. The 1992 GermanBildkalender is selling well so get one

before they are gone. We are wellstocked with the SSA calendar. Joanat the office thanks you in advance

for your consideration.

1-23G C-FZDO $12,000 firm. Basic instrumentation,electric vario. Contact Kurt Hertwig (519) 686-0332or Andy Gill (519) 660-0523

1-26B, #372, all-metal wings, fuselage recovered,very good condition. $6000. Kemp Ward (514) 297-3268, or fax to Gilles Bellanger (819) 563-1101.

TERN 17m, 80% complete, standard instruments,new glue. For details call Jim Cook (204) 452-2506.

M100–S, #059, C–FBNG, 540 h, white with red trim,never damaged, recovered & Imron paint in 1987.Standard instruments plus Ball 401 TE vario/audio,chute, wing/canopy covers, wing stands, encl metaltrailer. $8,700. Mike Perrault (514) 331-9591 eves.

KW-45, CF–SNZ, 880h, Cirrus wings, excellent con-dition, ILEC vario radio, oxygen, ballast, encl alumi-num trailer. Fred Wollrad (403) 479-2886 (H).

STD CIRRUS, C–GJRW, Radair 10s, chute, glasstrailer. $22,000. Hans Berg (519) 734-8922.

PILATUS, 216h TT, latest model, excellent condi-tion, never bent, retractable gear, radio, chute, metalencl trailer, factory starburst epoxy paint. Fully aero-batic, large cockpit, little maintenance required.$24,000. Jim Koehler (306) 374-1499.

ASTIR CS, ser #1212, 580 h, includes instruments,radio, tail wheel mod, encl. trailer. Glider in excellentcondition. $22,500. (613) 824-1174 after 6pm.

JANTAR STD 2, C–GGFG, 130 hrs, excellent con-dition, 360 radio, Cambridge and PZL varios, baro-graph, trailer. CofA to Aug 1992. John Kollar (416)625-7095.

SINGLE SEAT

TradingPost

Parachutes, Niagara Chairchute 150 slimpack withcarrying case, 26' steerable canopy, never jumped,new June 1990, cost $1247 – sell for $900 firm plusshpg. Also USAF 1965 with 28' canopy, $100. LarryNicholson, (519) 472-8909 eves.

Radio, Terra TX-720, wt 1.25 lbs, H 1.62", W 3.20",L 10.62", panel mount. $900. A Scott (416) 668-3073.

Trailer, 15 m, enclosed, sound fibreglassed woodstructure, looks good, new tires, tows well. $999 orbest offer. Call Udo (613) 475-4009.

Winglets. Kit for HP-18 or HP-16/RS-15 without theaileron counterweights. Four molded fibreglass skinsand materials. $500 Ed Hollestelle (519) 455-3316.

PIK-20 canopy wanted. Call (403) 625-3155 (B).

Parachutes, 26 foot in sport type container. Currentinspection and repack, $300 each. Cu Nim, contactDave Fowlow (403) 289-9477 (H), 296-6889 (B).

MISCELLANEOUS

parachutes SALES • REPACKING • REPAIRS

Box 626Abbotsford, BC

V2S 6R7(604) 852-9442

MANUFACTURING

TOW ROPESSpectra - Dacron - Polypropylene

1 - 3⁄4" forged tow rings $6.19

call David F Bradley (215) 723-1719fax (215) 453-1515

SOARING — the journal of the Soaring Society ofAmerica. International subscriptions $US35 secondclass. Box E, Hobbs, NM 88241 (505) 392-1177.

NEW ZEALAND GLIDING KIWI — the official publi-cation for the 1995 World Gliding Championships atOmarama and the bi–monthly journal of the N.Z.Gliding Association. Regular updates on preparationsfor the 1995 event. Editor, John Roake. $US25/year.N.Z. Gliding Kiwi, Private Bag, Tauranga, N.Z.

SOARING PILOT — bimonthly soaring news, views,and safety features from Knauff & Grove Publishers.$US20, add $8 for foreign postage. RR#1, Box 414Julian, PA 16844 USA.

AUSTRALIAN GLIDING — the journal of the GlidingFederation of Australia. Published monthly. $A38.50surface mail, $A52 airmail per annum. Payable byinternational money order, Visa, Mastercard. Box1650, GPO, Adelaide, South Australia 5001.

SAILPLANE & GLIDING — the only authoritativeBritish magazine devoted entirely to gliding. 52 pp,bi-monthly, and plenty of colour. Cdn. agent: T.R.Beasley, Box 169, L'Orignal, ON K0B 1K0 or to BGA,Kimberly House, Vaughan Way, Leicester, LE1 4SG,England. £12.40 per annum (US$20) or US$30 air.

MAGAZINES

TWO PLACE

2-22CK, stored 2 years, in good condition, $4400.Schweizer trailer, $300. Kemp Ward (514) 297-3268or Yvan Chassé (819) 564-4472.

K–13 Wanted. Looking for ASK–13 in excellentcondition. Call (613) 824-1174 after 6 pm.

BERGFALKE II/55, C–FZCM, best L/D 28:1, currentCofA, excellent cond. $6,500. Contact Toronto Soar-ing Club (416) 773-4147, fax (416) 773-9573. Arrivalof new fibreglass ship forces sale.

BLANIK, CF–TVT, 838h, TE vario, audio, O2, 2-axleopen trailer. $20,000. Dave Woodcock (403) 526-8305, or Bob Sturgess (403) 526-5248.

Trading Post ADVERTISING

• Personal sailplane and sailplane equip-ment ads are free for SAC members, $10per insertion for non–members.

• Ad will run twice. If ad is to continue, notifyeditor for each additional two issues. Pleasenotify editor if item is sold.

• Normal maximum length is 6 lines. Adsare subject to editing if space is limited.

• Send ad to editor, NOT National Office.

NOTICE TO PILOTS

Please do not send Trading Postitems by fax unless specifically

requested. I have to pay for receivingthem. Thank you. Tony

FAI SUPPLIES FOR CERTIFICATES AND BADGES ARTICLES FAI POUR CERTIFICATS ET INSIGNES

1 FAI ‘A‘ badge, silver plate pin $ 5.00 Insigne FAI ’A’, plaqué argent2 FAI ‘B’ badge, silver plate pin $ 5.00 Insigne FAI ‘B’, plaqué argent3 SAC BRONZE badge pin (available from your club) $ 5.00 Insigne ACVV BRONZE (disponible au club)4 FAI ‘C’ badge, cloth, 3" dia. $ 4.50 Insigne FAI ‘C’, écusson de tissu5 FAI SILVER badge, cloth 3" dia. $ 4.50 Insigne FAI ARGENT, écusson de tissu6 FAI GOLD badge, cloth 3" dia. $ 4.50 Insigne FAI OR, écusson de tissu

Items 7–12 ordered through chairman FAI awards Les articles 7–12 sont disponibles au président des prix de la FAI7 FAI ’C’ badge, silver plate pin $ 5.00 Insigne FAI ’C’, plaqué argent8 FAI SILVER badge, pin $39.00 Insigne FAI ARGENT9 FAI GOLD badge, gold plate pin $35.00 Insigne FAI OR, plaqué or

Items 10, 11 not stocked, external purchase approval given Les articles 10, 11 ne sont pas en stock, permis d’achat externe10 FAI GOLD badge 10k or 14k pin Insigne FAI OR, 10k ou 14k11 FAI DIAMOND badge, 10k or 14k pin and diamonds Insigne FAI DIAMOND, 10k ou 14k et diamands12 FAI Gliding Certificate (record of badge achievements) $10.00 Certificat FAI de vol à voile (receuil des insignes)

Processing fee for each FAI application form submitted $10.00 Frais de services pour chaque formulaire de demande soumis13 FAI badge application form, rev. 6 (stocked by club) n/c Formulaire de demande pour insignes (disponible au club)14 Official Observer application (stocked by club) n/c Formulaire de demande pour observateur officiel (disponible au club)15 FAI Sporting Code, Gliders, 1990 (payable to ACC) $ 5.00 FAI Code Sportif, Planeurs, 1988 (cheque payable à l'ACC)16 FAI Sporting Code, General, 1989 (payable to ACC) $ 5.00 FAI Code Sportif, Général, 1986 (cheque payable à l’ACC)17 SAC guide “Badge and Records Procedures” ed. 5 $ 5.00 ACVV guide des procédures pour FAI certificats et insignes (éd.5)

Votre paiement dévrait accompagner la commande. La livraison est inclusedans le prix. TPS n’est pas requise. Les résidents de l’Ontario sont priésd’ajouter la taxe de 8% (les articles 15–17 exempts de taxe). Les articles 1–6et 13-17 sont disponibles au bureau national de l’ACVV.

SAC National Office, 306 — 1355 Bank Street, Ottawa, ON K1H 8K7 tel (613) 739-1063 fax (613) 739-1826

Please enclose payment with order; price includes postage. GSTnot required. Ontario residents, add 8% sales tax (items 15–17 taxexempt). Items 1–6 and 13–17 available from SAC National Office.

PROVINCIALASSOCIATIONS

NOVA SCOTIASOARING ASSOCIATION5546 Sentinel SquareHalifax, NS B3K 4A9President: Gordon Waugh

FEDERATION DE VOLA VOILE DU QUEBEC1034 St–DenisMontréal, PQ H2X 3J2President: Robert Binette

ONTARIO SOARINGASSOCIATION185 Canterbury DriveDorchester, ON N0L 1G3President: Sue Eaves

MANITOBA SOARINGCOUNCIL43 Tunis BayWinnipeg, MB R3T 2X2President: Dick Metcalfe

SOARING ASSOCIATIONOF SASKATCHEWAN3823 Bow BayRegina, SK S4S 7E1President: Ray Richards

ALBERTA SOARINGCOUNCILBox 1916Claresholm, AB TOL OTOPresident: Garnet Thomas

BC SOARING SOCIETY9280 – 168 Street, RR 10Surrey, BC V3S 5X7Secretary: Christine Timm

MARITIME ZONE

BLUENOSE SOARING CLUBBox 843, Station MHalifax, NS B3J 2V2

QUEBEC ZONE

AERO CLUB DES OUTARDESCLUB DE VOL A VOILE11360 PasteurMontréal, PQ H3M 2N9

AERO CLUB SPORTAIRo/s Denis Trudel, 1120 WolfeSt-Bruno-de-Montarville, PQJ3V 3K5

CLUB DE VOL A VOILEAPPALACHIENBox 271Sherbrooke, PQ J1H 5J1

ARIADNE SOARING INC.735 Rivière aux PinsBoucherville, PQ J4B 3A8

ASSOCIATION DE VOL AVOILE CHAMPLAIN30 des OrtiesLa Prairie, PQ J5R 5J3

CLUB DE VOL A VOILEDE QUEBECBox 9276Ste Foy, PQ G1V 4B1

MONTREAL SOARINGCOUNCILBox 1082St. Laurent, PQ H4L 4W6

CLUB DE VOL A VOILEMONT VALIN3434 Ch. Ste FamilleChicoutimi, PQ G7H 5B1

ONTARIO ZONE

AIR SAILING CLUBc/o 100 - 1446 Don Mills RoadDon Mills, ON M3B 3N6

ARTHUR GLIDING CLUB10 Courtwood PlaceNorth York, ON M2K 1Z9

BASE BORDEN SOARINGc/o OC Rec. Platoon, CFSPERCFB Borden, ON L0M 1C0

BEAVER VALLEYSOARING CLUBBox 394Thornbury, ON N0H 2P0

BONNECHERE SOARINGBox 1081Deep River, ON K0J 1P0

CENTRAL ONTARIOSOARING ASSOCIATIONBox 762Peterborough, ON K9J 7A2

ERIN SOARING SOCIETYBox 2284Bramalea, ON L6T 3S4

GATINEAU GLIDING CLUBBox 883,Station BOttawa, ON K1P 5P9

GUELPH GLIDING &SOARING ASSOCIATION183 Norfolk StreetGuelph, ON N1H 4K1

KAWARTHA SOARINGCLUBBox 168Omemee, ON K0L 2W0

LONDON SOARING CLUBBox 773, Station BLondon, ON N6A 4Y8

RIDEAU GLIDING CLUBBox 307Kingston, ON K7L 4W2

RIDEAU VALLEYSOARING SCHOOLBox 1164Manotick, ON K0A 2N0

SOSA GLIDING CLUBBox 654, Station QToronto, ON M4T 2N5

TORONTO SOARING CLUBc/o S. Foster10 Blythe StRichmond Hill, ON L4E 2X7

WINDSOR GLIDING CLUBBox 2172Walkerville, ON N8Y 4R8

YORK SOARING ASSOC.10 Courtwood PlaceNorth York, ON M2K 1Z9

PRAIRIE ZONE

PRINCE ALBERT GLIDING& SOARING CLUB219 Scissons CourtSaskatoon, SK S7S 1B7

REGINA GLIDING &SOARING CLUBBox 4093Regina, SK S4P 3W5

SASKATOON SOARINGCLUBBox 7943Saskatoon, SK S7K 4R6

SWAN VALLEY SOARINGASSOCIATIONBox 850Swan River, MB R0L 1Z0

WINNIPEG GLIDING CLUBBox 1255Winnipeg, MB R3C 2Y4

ALBERTA ZONE

BLUE THERMALSOARING ASSOCIATION73 Cypress Way SEMedicine Hat, AB T1B 1H1

COLD LAKE SOARING CLUBBox 2108Medley, AB T0A 2M0

CENTRAL ALBERTA GLIDINGCLUB4309 Grandview BlvdRed Deer, AB T4N 3E7

CU NIM GLIDING CLUBBox 2275, Station MCalgary, AB T2P 2M6

EDMONTON SOARING CLUBBox 472Edmonton, AB T5J 2K1

GRANDE PRAIRIESOARING SOCIETYBox 446Grande Prairie, AB T8V 3A7

PACIFIC ZONE

ALBERNI VALLEYSOARING ASSOCIATIONBox 201Port Alberni, BC V9Y 7M7

ASTRAc/o Christine Timm9280 - 168 Street, RR 10Surrey, BC V3S 5X7

BULKLEY VALLEYSOARING CLUBBox 474Smithers, BC V0J 2N0

MILE ZERO CADET SOARINGASSOCIATIONBox 603Dawson Creek, BC V1G 4H4

VANCOUVER SOARINGASSOCIATIONBox 3251Vancouver, BC V6B 3X9

ATTENTION CLUBS !! Important mail is bouncing — you haven’t told free flight your address has changed!