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I NG �TORGLIDING The JOURNAL of THE SOARING SOCIETY OF AMERICA

12 A FLIGHT TEST EVALUATION OF THE DG-600 Richard H. Johnson

21 ALMOST AN ALBATROSS: THE BOWLUS-MITCHELL FLYING WING Richard H. Benbough

26 SCHEIBE FLUGZEUGBAU Robert Gaines

29 A CHIP OFF THE OLD BLOC XXI WORLD GLIDING CHAMPIONSHIPS Chuck O'Mahony

36 RESCO WAVE CAMP NUMBER SIX Dave Woods

41 FLIGHT OF THE EDELWEISS Gary Eberhardt

2 SOARING MAIL

6 SSA IN ACTION

40 PERSPECTIVE, Gene Hammond

46 SAFETY CORNER, George Thelen

49 TRAVELOG, Norma Ravnsborg

51 F.A.I. BADGES & AWARDS, Arleen Coleson

53 CALENDAR OF EVENTS

54 CLASSIFIED ADVERTISING

Volume 53 • Number 8· AU GUST 1989

The Soaring Society of America (SSA) is a nonprofit organization whose membership seeks to foster and promote all phases of gliding and soaring on a national and international basis. The SSA is also a division of the National Aeronautic Association (NAA), the U.S. national aero club, which repre­sents the U. S. in the Federation Aeronautique Internationale (FAI), the world sport aviation gov­erning body comprised of all national aero clubs. NAA has delegated to the SSA the supervision of FAI-related soaring activities, as follows : Record attempts, competition sanctions, issuance of FAI Badges, and the selection of the U. S. Team for the World Gliding Championships. SOARING maga­zine is the official journal of the SSA .

Division: The 1-26 Association, 7fZ7 Melotte St . , San Diego, CA 92119 Division : The Vintage Sailplane Association, Scott Airpark, Lovettsville, VA 22080 Division: The Sailplane Homebuilders Association, 490 Broad Ave. , Leonia, NJ 07605 Division: Women Soaring Pilots Association, 801 Elsbeth, Dallas, TX 75208 Affiliate : The National Soaring Museum, Harris Hill, RD #3, Elmira, NY 14903 Affiliate : The National Soaring fuundation, po. Box 684, Hobbs, NM 88241 Affiliate : Collegiate Soaring Association, 3428 34th St. NW, Washington, DC 20008-3229

SSA Officers: President , William C. Sproull Vice-President , Judy Lincoln Vice-President , Hannes Linke Secretary, Richard Schreder Treasurer, Richard Hall Publications Chairman , Robert Gaines Executive Director, Larry Sanderson

Publications Staff: Publications Manager, Mark Kennedy Editorial Assistant! Advertising Manager,

Denise Gartman Art Director, Steve Hines Contributing Editor, Terry Frazier

Offices : SSA business office and SOARING Maga­zine business and editorial office : P.O. Box E, Hobbs, NM 88241 . (505) 392-1177. SSA Recorded News Service : (505) 392-4940. SSA FAX Number: (505) 392-8154.

Cover: Klaus Holighaus sails to victory in the 1986 15-M Nationals. Photo by Bill Reaves.:rexas Highways Magazine.

Total paid circulation of the July issue was 15,513.

Copyright ©1989 The Soaring Society of America. All rights reserved .

--"Soaring Mail" may include letters from members )

who are advocating or opposing changes in SSA poli"}' I of operations. In this respect, "Soaring Mail" strive: I to offer an open forum by printing as representative a sampling of all views as space permits.

Publication of a letter can only serve to give an idea exposure. Implementing such ideas into policy is dele­gated by SSA bylaws to the SSA Board of Directors, or, between meetings, to the SSA Executive Committee. lEe names and addresses of these SSA Officers and Directors are available from: SSA, P.O. Box E, Hobbs, NM 88241.

Material published in SOARING magazine is con­tributed by individuals for the reading enjoyment of soaring enthusiasts . Monetary payment of $50 is allowed only for the front cover photograph. Anyone is invited to contribute articles, reports or photos con­cerning soaring activities. Any material expected to be returned must be accompanied by a stamped, self­addressed, return envelope. ManUSCripts accepted for publication are subject to deletions, additions or revi­sions necessary to adapt the material to the space requirements and standards of the magazine.

Advertising is published as a se.vice to readers and the publisher reServes the right to accept, reject, dis­continue or edit any advertising offered for publica­tion. Submission of advertising materials for publica­tion shall constitute evidence of agreement on the part of any prospective advertiser. SSA and its journal have neither the facilities, staff, nor legal authority to investigate advertising claims; however, readers are requested to notify SOARING magazine if misrepre­sentation should occur.

The SSA and its journal assume no responsibility for the opinions expressed or statements made in the con­tents of articles published in the journal. These remain in the responsibility of the contributing author and should be independently evaluated by the reader as to accuracy and correctness.

Likewise, publication of advertising materials is not an endorsement, qualification, approval or guarantee of either the advertiser or the product. Publication does not imply that such advertising materials have met any advertising policy criteria.

Cover and entire contents of SOARING are fully pro­tected by copyright © 1989, Soaring SOCiety of America. Permission for reproduction in any manner what­soever must be secured in writing from the SSA.

SOARING magazine, publication number USPS 499-920, has editorial and business offices at Avenue A and Jack Gomez Blvd., P.O. Box E, Hobbs, NM 88241, phone (505) 392-1177. SOARING is publiShed monthly and Second Class postage is paid at Hobbs, NM and at other locations in the United States. Subscriptions in the U.S. are available only through membership in the SSA.

Membership in the SSA i. open to any person interested in the art, science or sport of motorless flight. Membership categories are:

FULL MEMBER FAMILY MEMBER STUDENT MEMBER LIFE MEMBER BUSINESS MEMBER SOARING subscription price: U.S. (Only libraries and institutions) Foreign (Pay in U.S. funds only) This price includes postage.

$35 per year. 17 per year. 22 per year.

450 one time. 100 per year.

$30 per year. 35 per year.

SOARING m gazine is delivered from the printer as near to the 25th day of each month as practical. It is promptly addressed and mailed through bulk mailing facilities. Delivery time varies widely. Members have the option, through payment of additional charges, to receive the publication through First Class mail. Con­tact SSA for details.

SOARING magazine is printed by American Web Offset, Denver, CO. (Postmaster please send change of address form 3579 to SSA, P.O. Box E, Hobbs, NM 88241.)

2

SOARING MAIL SAFETY AND MOTORGLIDERS

Chip Garner's April comment on my motorglider article is well taken, and deserves a reply.

The article was intended to present an interesting alternative, not to champion a better, or inherently safer way to enjoy soaring. In fact, I share Mr. Garner's concerns.

We recognize the insidious temptation that creeps in when the chips are down. Our training emphasizes always having alternatives in mind, and not pushing on until they are reduced to one, pOSSibly bad choice. For example, we insist on engine restart by 2000' AGL on descent. Should that fail, the outlanding pro­cedure must be started.

Certainly our safety record in the soar­ing community could be better. I note that motorgliders are not exempt from the fatality count. Good instruction, in­cluding judgment training, is essential. The dangers are always there, and we do our best to train our students to avoid them, or how to cope with them if they happen anyway.

JIM JENISTA Boulder City, NV

NEW COMPUTER NETWORK

I have some news that will be of interest to many of our readers. A company called Summit Telecommunications is now in the process of setting up a national computer network service sim­ilar to Compuserve and PCLink. Their format, however, is even better, as it allows simultaneous operation of up to four functions at any one time, reducing on-line time and costs considerably.

I have consented to host their Aviation and Aviation Law forum, and intend to have a sub-forum on soaring as a stand­ing feature on the board. We are in the process of setting up the software now for the forum and its many services. These will include information services and a database of programs for pilots such as automated flight planning, weight/balance computations, etc., as well as aviation training aids and flight simulators for home computers. We also intend to have regularly scheduled live conferences on soaring and other topics of interest to all pilots, both soaring and power.

This should be a good one for soaring pilots. Watch for Summit's announce­ment when the system is set up and raring to go! It should come within the next few weeks.

ROBERT J. WELLIEVER Phoenix, AZ

UPDATE ON MARSKE PIONEER II (N4SS)

Your May, 1989 issue has a report of the 1988 Eastern Homebuilders' Meet. Attribution of the original was lost through the maze of re-writes, but your readers might like to know the original was published in an all-wing newsletter concerned with all-wing theory, design, building and flying: SOAR 'n 'DIPIDY (Box 27, Michigan City, IN 46360, semi­annually, $1.S0/issue.)

The photo caption indicated my Marske PIONEER II (N4SS) had been "much modified:' This is true, though it was to return it to Jim Marske's origi­nal specifications released in 1968, 20 years ago. None of the minor changes affect its performance, just its handling. The biggest difference is the sexy swept tail I liked. The builder's modifications away from the plans occurred because he wanted a different but tailless, ship from Jim's plans: a ME-263 Komet. Most builders deviate significantly from de­signer plans - to the frustration of the designers - but these were dangerous and done without the designer's knowl­edge or approval. The builder had changed from the PIONEER II by (1) putting a different and symmetric air­foil onto Jim's planform, and (2) very dangerously eliminating the reflexed trailing edge, which eliminated the sta­bility that Chas. Fauvel and later Jim Marske had found necessary to build into their straight L.E. designs. Though this retained Jim's all-wing planform, it was comparable to confusing a Schweizer 1-26 and a Salto (mid-wing, tapered wing planform and similar span). This unstable version was flown widely in Texas, New Mexico and Ari­zona as a valid Marske deSign, and was disappointingly reviewed in Soaring magazine (July, 1974) as one. This re­sulted in a long-standing prejudice

SOARING

against the Marske PIONEER II in the U. S . , while a dozen ships buil t in Canada and Australia were flown enjoy­ably and safely for thousands of hours by all levels of pilots .

N4SS was unknowingly bought as a valid Marske design and when full up­elevator was needed to keep it from nosing over, it was taken to Jim for con­frontation. He immediately identified the airfoil change and solved the mys­tery of the poor reported performance and its unstability. The succeeding years have returned the airfoil to a modified 31230 NACA and, recently to aerody­namic "cleaning up:' The biggest change two years ago of sealing the canopy leaks reduced the sink rate 20% to 145 FPM (indicated but conservatively un­corrected for altitude and temperature) .

This amazing performance for an old NACA airfoil attests to (1) the benefits of reflexed airfoils (cf. Dr. Liebeck, Soaring January, 1976), and (2) the reduced fuse­lage area . The Canadian pilots and I have been able to verify Jim's claims that it appears to be spin proof (verti­cally stalled once with no spin, stalls in thermals lead to stable swoops) .

There is available a letter of record to Soaring magazine by the 1974 test pilot­reviewer of N4SS, Rick Apgar. Rick states that he was unaware of the builder's changes and had referred to the ship in good faith as a valid Marske product for his 1974 article, but he had since become aware of the misrepresentation . (Rick, an experienced Air Force pilot, later died in an unexplained Utah crash of his fiber­glass production sailplane . ) If Soaring is unable to make copies of this letter avail­able, I will xerox copies for interested inquirers for a stamped, self-addressed envelope.

It is gratifying to see the Marske de­signs getting some objective recognition after 20 years of insidious, virulent prej­udice that never surfaced for objective refutation . With the growing list of U.S. homebuilders continuing the PIONEER II tradition of safe, medium perform­ance, we are glad to add to the list of excellent homebuilt designs to enable the middle class family to stay in soar­ing with :

SAFETY - Low wing l o a d ing for slower landing speeds, NACA airfoils for proven stability at slow speeds with no break into vicious spins, fiberglass fuse­lage, light enough for ballistic parachute recovery from very low altitudes, and increasing research into spin prevention;

PERFORMANCE - With LID's in the 30's to 1 for effective Diamond perform­ances or tight circling in those marginal eastern thermals (low wing loading, less fuselage area), and

LOW EXPENSE - Built in your garage from pre-developed kits at minimal

AUGUST 1989

cost, self-repaired to avoid expensive hull insurance;

GOOD OLD YANKEE INGENUITY for innovative ideas from the would-be Ross Brieglebs, the Al Backstroms, the Dick Schreders, the Jim Marskes, the Bert Rutans, etc . , who were free to investigate changes for safety, perform­ance and expense unlike production giants who can only do it at greatly increased expense to customers.

Granted we are talking glide ratios in the medium performance 30's (except for a few in the 40's), but it wasn't that long ago that I-26's and I-23's were thrill­ing contestants with LID in the 20's to 1 and we can now begin to add spin resistance safety.

Will SSA be objective enough to en­c o u rage t h e best of t h e s e proven homebuilt de signs to participate in the international selection for the inex­pensive Olympic design? What will it be, SSA?

BOB MICHENER Mich igan City, IN

MORE ON HISTORY OF THE WEIHE

If I am right, the Weihe in the May

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issue (Can You Identify?) does have a most interesting history.

The situation in Germany in June of 1945 was so chaotic that apart from mass destruction and looting there were no communications.

Because of this, my father had almost no chance of bringing Weihes out, since at that time the communications taxi a ircraft , were t w i n - e n g i n e d Avro Ansons. He could not try landing a Dakota DC-3 on the Wasserkuppe at that time .

Unfortunately, this was where the We ihes were, along with dozens of other sailplanes, and it would seem that the American troops there were likely to destroy them. Therefore, he sawed up and removed the fittings on a We ihe so that it would go into the Anson . This meant that it was in very small pieces .

He asked a British Radar unit i n a small caravan to try to keep two other Weihes as they were needed for testing at the Royal Aircraft E stablishment (RAE) at Farnborough . This was the only way that German gliders at that time could ever be brought to Britain . None of our civilians were allowed to glide at that time and there was only one glider pilot at Farnborough, Ken Wilkinson .

By the outbreak of war, there were fewer than 300 gliders in Britain so it would seem that almost all the ever vic­torius English speaking troops that arrived in Germany had never seen a glider and, even if gliders did get to Farnborough, there was only one glider pilot there .

However, my father was able to organ-

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ize the arrival, by way of a Queen Mary trailer and a borrowed DC-3 of two com­plete Weihes and a spare pair of wings and tail plane.

The Weihe in the picture must be the spare pair of wings and tailplane, plus a newer fuselage built around the fit­tings which my father sawed off in England. I remember my father saying that when this Weihe was tested in Britain it was found to be truly excel­lent and it was a shame that no one would or could buy it for the 650 pounds which was asked for it after the repair.

I am afraid that the other two Weihes which my father brought in complete are now broken badly, one in New Zealand and the other here (BGA 448). I am glad that one is still "alive:' There are 5 Weihes still airworthy in Britain, 9 flying in Germany, one in Switzerland and one in France.

CHRIS WILLS England

TRAINING YOUTH TO SOAR

Glider instruction and training for most teenagers is impossibly expensive. Hardly one teenager in a hundred knows what a sailplane is.

4

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Shortly after World War II, a U.S. Navy Reserve group in Mississippi used an abandoned air base to solo youngsters at a cost of next to nothing per flight. The glider students learned by being towed behind a car at just under flying speed at first.

When the pupil had made enough progress, he was towed a bit faster, just enough speed to get the glider airborne - a foot or so in the air. With more flights and more experience, these

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pupils were towed to higher altitudes where they released the tow rope and landed on their own.

I understand that several score (200 or more) were soloed in this manner. Then an admiral, flying a desk in Washington, D.C. heard of this glider training pro­gram. He had a fit over "flying an airplane without an engine" and ordered the glider training program stopped. End of cheap glider training in Mississippi.

Why couldn't our glider clubs get an ultra-light, such as the "Rotec" or "Quicksilver:' remove the engine, and give glider instruction by towing the pupil and glider behind a car as out­lined above. About one dollar a tow should cover the cost. Thousands of teenagers could be introduced to glider flying at a low cost.

I hope some glider club will give it a try. Nothing ventured, nothing gained!

JEROME K. LAYTON East Point, GA

AUSSIE SEEKS SAILPLANE I hope to be visiting the U.S.A. next

year with the intention of practicing for the 1991 World Championships at Minden, and I would like to com­municate with anyone who would be prepared to provide a standard or 15-

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SOARING

meter class aircraft in exchange for the use of my Jantar Std . 2 for a similar period of time in Australia during our soaring season (October thru March) . The Jantar is fully equipped with Nav, radio, oxygen, trailer, and I can pro­vide a car.

I would prefer to compete in the U. S. Nationals at Minden with a sec­ond preference for the pre-worlds at Minden. I have 3000 hours and have flown in three World Championships with no accidents.

If anyone is prepared to come to some arrangement, they can contact me : Terry Cubley, RMB 400, BalIan 3342, Australia .

I have flown in the U. S . A . twice and send a hello to the many friends I have made during my visits, in particular Rob Tresslar. I still owe you one, Rob.

TERRY CUB LEY BalIan, Australia

WRITER QUESTION S ARTICLE

William B. Dehon's article "Finnistere" (Soaring June, 1989) was beautifully written and very moving, but I seriously question your decision to publish it .

Do we really wish to glorify or justify something as ignoble as suicide? Having lost both parents to Dehon's "voracious green reptile," I am not unsympathetic to the pain, the anger and the despair that inspired the piece, but suicide is against the tenets of many religions and hardly a dignified retreat .

I'm sure many soaring pilots have thought that evaporating into a thun­derstorm, or slipping away forever amid the beauty of their favorite mountain range would be a fitting end for some­one as sensitive and superior as a sail­plane pilot . Soaring magazine should not encourage such beliefs .

The selfishness of such an exploit, the additional grief, suspicion (did he really mean to do it?) and hassle for remaining loved ones immediately invalidates this means to an end.

Do we really want to br eed a gener ­ation of hara-kari soaring pilots, or should we leave that to the Japanese in times of war? Dramatization of some­thing so sordid and sickening is for the birds!

TRISH DURBIN Phoenix, AZ

REPLY TO "TRYING TO COMPLY"

We have had a similar problem getting ur Texas models of the 1989-TV sailplane to come in compliance with the iden­tification plate requirements. However,

AUGUST 1989

as to your request regarding power sup­plies, I know of an abundance of dead meat (which is readily convertible to fuel by the Turkey Vulture model) here in Texas. There is an adequate supply of Wright-steak in the Ft . Worth region, some leftover McArtor-rump and tons of dead brain on the floor of both Houses at Congress.

No one knows where this dead meat came from, but it seems to surface every two to four years and, gosh, it ought to be put to some good before it winds up as an NPRM on the National Register. After that, it's no good to anyone.

ROBERT H. BRUCE San Antonio, TX

DISAGREES ON CRITICISM No published letters in favor of the "Of White Hats and Pretty Girls"

article? This was one of Soaring's greatest pieces. I wonder if the crew inter­ested in "Pretty Girl" would have liked to kiss her after the whole mess.

Rear view mirrors installed in a Sprite /-36.

PETER L. KRASNOFF Clinton, NJ

MIRRORS PICTURED Since my letter to you describing the use of mirrors (Soaring Mail,

May '89) and a strobe light, I have a picture of the mirrors' installation which I am enclosing.

BRUCE HELVIE Miamisburg, OH •

5

SSA IN ACTION

MORE INSURANCE RATE REDUCTIONS

SSA's Personal Benefits Insurance Pro­gram provides three types of personal insurance: Life, A&D and In-Hospital . Designed especially for SSA members only, you may select whichever protec­tion desired for varying amounts of coverage. We are particularly pleased to apprise you that the Life plan, under­written by North American Life and Casualty Company, has new, lowered premium rates. The size of the decrease for members averages 10%! Spouse rates are also decreased .

We think you will find these new rates make what was a very competitive rate structure now even more attractive. For more information, contact the Admini­strator, Smith-Sternau at 1255 23rd St . , NW, Washington, D.C . 20037 or call (202) 296-8030 or (800) 424-9883. (New rates not yet available in NY and MN).

- Bernald S. Smith, Chairman Insurance Committee

IN MEMORIAM I have often read in Soaring of the pass­

ing of an accomplished pilot - one whose flying record leaves us all in awe. I have found these testaments to be quite moving and I am honored to be part of an organ ization which so remembers its own .

This brief tr ibute is for Herbert Salisbury, a member of Connecticut's Nutmeg Soaring Association . Herb passed away in his sleep on Monday, May 8, 1989 at the age of 69.

His early flying experience went back to WWII when he served as a gunner in the Army Air Corps with the 844th, 794th and 597th Bombardment Squad­rons in Normandy, northern France, the Rhineland, the Ardennes and Central Europe. This period also marked Herb's first association with gliders - the less than glorious troop carriers.

Herb was not a great pilot, and to my knowledge, he never won or even placed in a contest . Quite honestly, I'm sure he could have cared less about such accolades. Herb was content to go for rides now and then with various club

6

members in our Grob 103. Herb epito­mized what I believe to be two of the basics of soaring - friendship and com­munity. He was a person who gave much and asked for little.

All of us know the interdependence of our activity. For those few hours among the clouds we need instructors, tow pilots, ground handlers, schedulers, line chiefs, etc . Herb was our ground equipment maintenance man . He made sure we had tow ropes that were in safe condition - those that were not, he fixed . Herb kept the golf carts, that we use to haul the gliders, in running condition . He kept our equipment trailer organized and our ground sta­tion operational . He told us all, from students to national champs, exactly what he thought of our flying and organizational skills.

Last Sunday while at the field helping out with the line operation, not quite a week after Herb's death, one of our members presented me with a tow rope with an impossible knot, along with the news that one of the golf carts was about done for, and that we were out of sign-up sheets and daily logs. I turned to the equipment trailer and yelled "Herb:' The realization that there would never again be the customary answer was devastating. Our friend will

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be missed every day that we fly and in our thoughts always.

- Corwin Sharp, President Nutmeg Soaring Association

IN MEMORIAM

On December 28, 1988, Richard Bultman succumbed to a long illness. An American Airlines Captain by pro­fession, Dick had flown everything there was to fly, from the RF-101 and RF-4 of his Air Force days to a chance to pilot a Mustang, to his 767 "office:' He took up soaring in the best of company - with the Bermuda High gang at Chester, in the days when Gren Seibels, Ben Greene and Joe Giltner were mak­ing soaring news. It was there that he met his wife Jane, who has her own ties to the family of soaring, such as brother Mike Hoke who mails out Sailplane Racing News. Over the last six years, Dick had turned into a craftsmanlike restorer of a unique vintage sailplane, the Elfe PM-3. This glider had seen a fairly rough life, but it was an exciting project with its landmark thin airfoil, cruise flaps, and 40:1 claimed LID. Dick made great progress on the ship, but was not able to see it fly before time ran out . In hopes of having it be useful to a new generation of young pilots, Dick offered the ship to Penn State University, nearby site of a reviving glider club. PSU declined the gift, as many schools will in the case of an aircraft, so it has gone to the Collegiate Soaring Associa­tion, which is expressly organized to benefit youth soaring. Anyone that can contribute to the project should contact CSA. With some help, the Elfe can per­haps be made to soar again and serve as a living memorial to Dick Bultman and his love of flying.

- John Campbell

AUSTRALIAN'S WELCOME FOREIGN PILOTS

The Gliding Federation of Australia will be holding its National Gliding Championships in all three FAl classes at Benalla (site of the 1987 World Cham­pionships) during the Southern Hemisphere summer, 6th-20th of January, 1990.

International visitors are welcome to enter these championships, provided they meet the minimum requirements. There will be a Teams event held during these Championships and pilots are invited to form a team of 3 pilots to com­pete in this event . Three pilots represen­ting one country, pilots competing in any class, will compete against rep-

SOARING

resentative teams from other countries and the different Australian States .

H iring of gliders is by p e r s o n a l arrangement and a n advertisement i n Au s t ralian G liding m a g a z i n e i s recommended.

For information, entries, and adver­t isements s e n d detai ls to G l i d ing Federation of Australia, Building 130, Wirraway Road, Ess en d o n Airport, Vic . Au stral ia . Phone 03 379 741 1 , Fax 03 379 5519.

- T. Cubley Chairman, Sports Committee

I

Jim Lesage

NEW FLORIDA SSA STATE GOVERN OR

Jim Lesage will serve as the new SSA State Governor for Florida . Jim is a Gold C pilot with three Diamonds and exten­sive competition experience. He has over 2000 hours in sailplanes . Jim is a popular instructor at the Florida Soar­ing Association in Lake Wales, located between Tampa and Orlando.

IN TERCOLLEGIATE SOARING CON TEST

The first Collegiate Soaring Associa­tion's Intercollegiate Soaring Meet of the 1989 season was hosted by Ohio State University during Memorial Day weekend at Caesar Creek gliderport in Waynesville, Ohio. It attracted travel teams from the Air Force Academy and Penn State University, as well as local Wright State U niversity. Collegiate pilots competing as individuals were S e a n Franke '92 ( M i c h i g a n State ) , Norbert Maurer '89 (WSU) a n d Tim Tanner '91 (OSU) . These contestants co­entered the Wright Memorial Glider Meet, an annual handicap cross-country

AUGUST 1989

c o n t e s t h e l d by the C a e s a r Creek Soaring Club.

The. team competition began Satur­day after the WMGM grid had been launched, under a terrific soaring sky with bases at 5000'. All pilots enjoyed one hour flights in either the CCSC Grob G-103 or SGS 2-33. Air Force cadets John Carroll '90 and Pete Ford '90 completed near-perfect spot land­ings, which could not be matched by any other competitor. As "C badge" pilots, they were scored only on soaring performance, but cadet Ford cinched both altitude gain and duration any­way. Members of the host club OSU combined for second place on the first

day, while Steve McLaughlin '90 put third place points on the board for Penn State .

For the individuals, 1988 Kolstad Scholarship winner Sean Franke, in his first contest flight ever, flew 44 mph to finish fourth out of the overall WMGM field of 2 1 . He took his grand­father's LS-3a around a course of 108 miles, 20% further than anyone else did under Pilot's Choice tasking. This was also good for an Ohio State Junior 100km speed record . Tim Tanner ( 15th) may have been the slowest finisher at 28 mph, but finish he did : a task of 70 miles that was his first cross-country flight, performed in the CSA owned

Site selection is not a ball.

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7

points, enough to put him in the lead overall! Tim Tanner made only 19 miles, but picked the best field around for a trouble-free first out landing. Norby Maurer DNC'd as he was team flying the WMGM with his non-collegian brother. On Monday, overcast skies cancelled all further soaring tasks, and Tim Tanner and Steve McLaughlin used the time to practice "bomb drops:' Tim got his flour bag within 125' of the flag, which is actually about as good as CCSC members can remember seeing.

Collegiate togetherness: In and around the as USA (CCSC) Grob, L-R: Peter Ford, John Carroll (USAF A) ,

Steve McLaughlin (PSU), Sam Dupre (USAF A Staff).

The weekend was a tremendous suc­cess for college soaring. The number of participants alone (4 teams, 3 individ­uals) was a quantum leap. All were extremely enthusiastic and expressed an ambitious spirit unique to youth soaring programs. Eighteen year old Sean Franke beat many "old pros" with 1000k's and Regional wins to their credit . A fine example of how well youth can do in this sport . The Air Force cadets flew the G-I03 for the first time, being most use to the 2-33, while for Penn State it was vice-versa. Both teams felt the experience gained was well worth the trip to Caesar Creek. Cadet John Carroll felt the chance to exceed the 15 minute average Air Force sortie was enough to return anytime!

1-36. Norby Maurer (19th) joined three other 1-26 pilots and landout out after about Silver distance.

On Sunday, OSU members Jim Wooster '89 and Tony Wiederkehr '89 teamed up in the G-I03 to take the dura­tion and altitude gain honors for the day, while making two of the three turnpoints in the "Tiny Triangle" task (17 mile speed). This put their team ahead.

8

Can You Identify?

Cadet Ford, on only his second G-I03 flight, again nailed a perfect Air Force standard spot landing that helped to make up for lack of lift , at least psychologically.

Just after launch time for the WMGM, high cirrus floated in and soaring condi­tions weakened. Sean Franke was one of only two pilots who made it around, and he won the day by a comfortable 287

Many thanks to CCSC for equipment and to John Campbell, who drove eight hours down from Rochester just to

This beautiful craft is featured this month as our "Can You Identify?" subject. Study the shape carefully and try to determine its identity. We can't tell you what page the answer is on, but we can tell you that you'll encounter some interesting articles before you find the information regarding this vintage sailplane. Good hunting!

SOARING

judge the meet. The efforts of all those involved with the CSA help make week­ends like these a valuable experience for youth. The Wright Memorial Glider Meet has a long history (this was the 41st) and several people told us of the days in the 1950's when it included a "College" division with entries from OSU, Purdue, Illinois and the like. We hope that this tradition can now be considered resumed and the Ohio State University Soaring Association looks forward to a second annual meet next year!

- Anthony Wiederkehr '89 OSU Results (running CSA totals as of

5/29/89):

TEAMS 1. Ohio State 2. USAFA

1634 1143

3. Penn State 577 4. Wright State 100

INDIVIDUALS 1. Sean Franke '92 (MSU) 1894 2. Tim Tanner '91 (OSU) 648 3. Norbert Maurer '89 (WSU) 227

NOTE TO FULL-TIME STUDENTS: Collegiate Soaring Association Cham­pions in either category are decided by a nationwide, year-long accumulation of scores. There is still time for Fall con­tests and for you or your school to come from behind .•

NEW WINGS MADE IN ARGENTINA

Last April, the new HB 1 Club was shown to the public at Santa Fe Airport in Argentina. The HB 1 is a IS-meter club glider made of fiberglass with car­bon wing spar caps. Its performance is around 37:1 and has a stall speed of 60 to 65 kmh. The glider is made to Jar 22 standards. Its empty weight is 230 kg. which makes the HB 1 a very good climber.

Roberto Rizzi, serveral times the

AUGUST 1989

Argentine National Champion, said "The HB 1 is really easy to fly."

PlanAr, another Argentine manufac­turer, will soon fly the first ASK-18 made under license of Schleicher. This glider, a kind of Ka-8 with Ka-6E 16-meter span wings, is very well known in Europe. It is also a club sail­plane with a performance of about 34:1.

made of fiberglass with carbon wing spar caps. The performance of the Beta, as it is called, is very similar to the LS-4.

In Argentina, there currently is a very skilled but cheap workforce. The final price of these gliders, made with imported materials, is expected to be very low.

- Ezequiel Szafir A third glider is being manufactured in Argentina. This is a standard class Buenos Aires, Argentina

BERMUDA HIGH SOARING SCHOOL Courses: Primary/Beginning Sailplane Course

32 Flights Leading To Solo: $840.00 From Solo To Private Rating: $550.00

Licensed Power Pilot Transition Course Through Solo: $160 From Solo To Private Rating (including examiner fee): $295.00

5000 ft Paved Runway Training Room 4000 ft Grass Strip Overnight Lodging Pawnee Tow Planes Open Year 'Round

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BUSIN ESSeMEM BE R

Bermuda High Soaring School P.O. Drawer 809, Chester, SC 29706 (803) 385-6061

9

The DG-500 Elan Trainer. MA IDEN FLIGHT OF THE DG·500 ELAN TRA INER

In April of 1989, the President of the Glaser-Dirks company, Mr. Gerhard Glaser, flew the successful maiden flight of the DG-SOO trainer. The trainer is the version of the DG-SOO family, which is especially designed for training purposes, and has the same fuselage and tailplane as the 22-meter wingspan version. The span of the full carbon fiber wing has been reduced to 18-meter and the wing section is designed similar to the wing sections of the present genera­tion standard class sailplanes.

A fixed spring mounted main wheel, nose wheel and tailwheel are standard equipment . A retractable main wheel is available as an option . The first test flights showed that the trainer is very maneuverable with small pilot forces. Comparison flights of the trainer (with 2 pilots) and a DG-300 (unballasted) showed similar performance. So, the trainer is not only good for training but for serious cross country flying, as well .

The front cockpit has been designed similar to the DG-single seaters for easy transition from the trainer to a DG-300 Club, for example. W ith the Trainer and the DG-300 Club, Glaser-Dirks offers the optimum combination for pilot training in fiberglass (carbon) ships to clubs and commercial operators.

The instructors will enjoy the excellent visibility from the rear seat, the height adjustable seat and the spring mounted main wheel .

Since the Trainer shall be certified in the aerobatic category, the performance in inverted flight and rolls has been investigated in these early flights. Both can be flown without problems, so certification can be achieved for all maneuvers necessary to obtain the aerobatic license.

The production start is scheduled for the beginning of 1990.

The production of the DG-SOO M (self-

10

launching sailplane 22-meter span and w ing flaps) and the sailplane DG-SOO/22 ELAN (as M without engine)

has already started. The first aircrafts of both versions were delivered to cus­tomers in May of this year.

Wing Span 1 8 m Wing Surface 16 .6 m' Aspect Ratio 19.5 Length 8.66 m Empt� Weight ca 390 kg Max. TOW 615 kg

Wing Span Wing Surface Aspect Ratio Length E"i.\l�,:e������hments Waterballast Max. TOW Wing Loadin£ (with payload= kg, 187 Ibs)

Wing Span Wing Surface Aspect Ratio Length E��� ��\���il�s�r�t���t� Fuselage Tank Waterballast (option) Wing Fuel Tanks (option) Max. TOW Wing Loadine (with �ilot + lue l=8 k8' 18 Ibs) �t Wing Loa 109 St��I���;1 (W=640 kg ,

Technical Data DG-500 ELAN Trainer 59 11 1 79 11' 28.4 11 860 Ibs 1 356 1bs

Wing Loading �aYIOad 80 kg, 176 Ibs) Win� Loadin9 ax. Stal speed Single Seat Mff:e�!�n�gsJ��9 Ibs) VNE

Technical Data DG-500/22 ELAN 22 m 72.2 11 ��. Wing Loading 18 .29 m' 1 96.9 11' 26.5 Stall Speed (W=530 kg , 8 .66 m 28.4 11 1168 1bs) Glldl'1!l Performance 445 kg 981 Ibs Min. 10k (W=640 kg , 1 60 kg 353 Ibs 1411 Ibs) 750 kg 1 653 Ibs Best Glide Ratio (Max. TOW) 29 kg/m' 5 .94 Ibslf1'

Techn ical Data DG-500M 22 m 72.2 11 Glldl'1!l Performance 18 .29 m' 196.9 11' Min . Ink (W=640 kg, 26.5 1411 Ibs) 8 .66 m 28.4 11 at Best Glide Ratio (Max. TOW) 525 �g 1 1 57 Ibs at 38 1 0 US gal Performance Power On 1 00 �g 220 Ibs Two Pilots JMSL 15 C, 59 40 10 .6 US gal F·W=73 kg, 1609 lbS� 825 kg 18 19 Ibs Rate 01 Climb with Max. ower at 33.5 kg/m' 6.86 Ibs'lf1' Cruise with 2300 RPM 45. 1 kg/m' 9 .24 Ibslf1' Pro�eller Sr,eed 270 km/h 1 46 kts Max. orizon al Speed with 2400 RPM Propeller Speed 66 km/h 36 kts 'Options increase the empty weight accordingly

ca. 28.3 kg/m' 5.8 Ibslf1' 37 kg/m' 7 .58 Ibslf1 65 km/h 35 kts 205 km/h 1 1 0 kts 270 km/h 146 kts

�jo ��Jlri' �4�0 Ibslf1' kts 58 km/h 31 kts

0.51 m/s 1 00 ftImin over 47

0.51 m/s 1 00 I1/min 80 km/h 43 kts over 47 1 1 0 km/h 59 kts

2 .5 m/s 490 ftImin 90 km/h 49 kts 1 50 km/h 81 kts 160 km/h 86 kts

SOARING

AUGUST 1989

==-== ======='-46. ===== I

1 171 rm Ii! '-- :1' .-J rL-+J;.�···· ====? i DG-S/ID ELAN

-k 1 1 . ���=��=r==�----I1 ' r----�===,����� � I :�" � � -� ' � � ______________ �1 i l 1..--- 57511 ! L -. __ . __ 11000 --- �'" ------ _____ .• _. _ J

, .

����::��iCC�:::::::5l:j �J II! .... . : .I

V i l = g !

. r'I . 1

'-- - - 57511 . . . .. _ . . _. � .. k . . . · . . . :.:-. .

.

. � ... _�:-. �'._� : . ' .-.'. '.�� - - -. �= J '------------" .. " --. .. .. . - . _ ... -- - - moo . r-l'"

DG-5DDM

[iTI

I I

A Flight Test Evaluation Of The

by Richard H. Johnson

1 2

•

•

The DG-600 is the latest model IS-meter class, high performance sailplane to be produced by the

well-known Glaser-Dirks Flugzeugbau Company in Bruchsal, West Germany. It is principally the design of Wilhelm Dirks, their talented young engineer responsible for the successful DG-I00, 200, 300, 400 and soon to be produced two-seated DG-500 series of modern composite sailplanes.

Through the use of carbon fiber and epoxy resin construction materials, Wilhelm was able to use one of the

newest German HQ airfoils that is re­markably thin in its profile. Our actual thickness-to-chord ratio measurements showed . 1293 at the flap roots and about . 1283 average over the remainder of the wing panels. As is common these days, the airfoil coordinates are proprietary

and, therefore, unavailable to the public in general .

The airfoil is reportedly designed to require spanwise turbulator strips on both its upper and lower surfaces to prevent formation of high drag separa­tion bubbles at the aft ends of its exten­sive low drag laminar flow regions. Our measurements showed that the factory installed .50 mm ( .020 in. ) thick zig-zag boundary layer control tape was posi­tioned at .82 chord aft of the leading edges on the wing bottom surfaces and at .68 chord aft of the leading edges on the wing top surfaces.

A three view outline of the DG-600 is shown in Figure 1 . Note that it comes equipped with interchangeable wing tips of three differing designs. One pair are conventional ISM overall span tips, and the second pair are still of 15M overall span, but equipped with well designed .417 M (16.4 in . ) high vertical winglets . The third pair of wing tips are of conventional design, but extended in length to provide an overall wing span of 17M (55.76 ft . ) . A remarkable feature of the DG-600 is that it was designed to fly at its fully ballasted 525 Kg (1157 lbs. ) gross weight, even in its full 17M wing span configuration .

It was decided that all three wing tips would warrant flight testing, and a series of 5 sink rate measurement test flights were, therefore, performed with each of the 3 wing tip pairs . The sink rate test measurement data performed with the conventional ISM wing tips are shown

SOARING

ASI Pl1OT, COCKPIT VENT

VARIO Pl1OT, STATIC .;I AND T.E. VENTURI

0· 8600

------------------------ 6� ----------------------�

FLAP/AILERON 8� ---7·��O'=======================� k--------- 4�

�------------------------- n� -----------------------�

Glaser - Dirks DG - 600

in Figure 2; versus calibrated airspeed. Test flight numbers 1 through 4 were

piloted by the author, who only slightly exceeds the DG-6OO's minimum cockpit weight placard of 74 Kg (163 lbs. ) with parachute. Therefore, those flight data were measured with the overall sail­plane center-of-gravity near its aft limit. Flight number 14 was flown by Mike Newgard, who weighs about 29.5 Kg (65 lbs. ) more than I do, and his addi­tional cockpit weight moved the overall c.g. to near its mid-range. The test data taken at Mike's heavier weight were corrected to the same 348 Kg (767 lbs. ) gross weight that I flew by the conven­tional square-root-of-the-weight-ratio method. Note that the data taken at Mike's mid-range c.g. compared well with those taken at my near-aft limit c.g.

As usual, some data scatter exists, but the 5 flight averaged data indicates an LlDmax of about 40.5 at 48 kts. , and that was somewhat lower than expected . Also, there appears to exist a higher­than-normal-drag knee in the polar between 60 and 70 kts. The reason for that is uncertain, but likely some por­tion of the wing's airflow has either transitioned to turbulent flow prema-

AUGUST 1989

FIGURE !.

- - ! -, , ' , 1" , ' 1 l I ' I I I I. d ' : 'A ' " - : : :

. -r - ' " ""T " T WT=767 LB , " T ' �+-i--+' W/S-6.51 LB/FT 2 r-+-i-+-H-+-t:-+-'-t�r+- ,-+- _ :"f, tH'4 - - , , -

FlGURl! 2.

-.: --i--++++ +-+-t-f-H1 +-rrif-t=+--H-3 _ _

I

13

turely or a separation bubble of some sort has formed somewhere.

The next group of high tow sink rate measurement flights were performed with the DG-600's 17-meter wingspan tips installed . Test flight numbers 5, 6 and 15 were piloted by the author and Mike Newgard performed flights 7 and 8. Again, some data scatter exists but the 5 flights averaged data indicates an LlDmax of about 46 at 45 kts. and a minimum sink rate of about .48 MIS (95 fpm) at 42 kts.

This time, one of Mike's mid-e.g. range sink rate data showed higher sink rates in the 45 to 55 kts. airspeed range than did mine, though 3 test data points are not sufficient to warrant much confi­dence there. Overall, the polar appears to be well shaped, except for an indica­tion of a small higher than normal drag knee in the 70 to 75 kt. region.

The third group of 5 high tow sink rate measurements flights were performed with the 15-meter span winglet tips installed and those test data are shown in Figure 4. Darrel Watson assisted me with those flights. Since his weight was almost exactly equal to my 70 Kg (155 lbs. ), our flight c.g:s were essentially

14

� PG-60011SW N7020P POLAR TEST DATA � WITH 164 INCH tnGH WINGLETS, 15 M WIN"GSPAN :==- -Fi-- WT"769 LB [r � W/S=6 53 LB/Ff 2 1 1

:-- - , SYMBOL FLT DATE Ell.QI --r-- _L -1-- - ,+� - � - .

=1"' ..... '. -. ' .•... . . �.. -----.,-- -, 25FEB89 D.jOHNSON i" --Y-+-+--1 � [!] 10 " " D.WATSON �: _ _ HI +--t- "

� � :" � �� �FEB�.9 D.JO�SON :,.,, ::.-h: l +--Id-l-:-H"t-:-'l-'iH �21 � 13 " " D.WATSON ,-++--I'-'-+-�'-+H-'1 �e-" ' i ' l - I ' ! .

j;; C eel I � c i j � L 4-' � 1'----L-+-�-+-'1C+_++4�1c+'++=t,-""# . !-ft-'+-t-c='-t=t:+ 114 . J, ���<� ;;-�= +. ,4:1�'· f-++-:,.,++-'f-++-r+--HH:'oI�,;-: .. H--t-."I�.;r " '.: Fr-:

I I-

: . :1 · '-!--'I"--"--'L-L'"L I .14' ' 1 1-"04'" 1':+ CALlBRATED AIRSPEED_KTS 1 1' Y:Vii:i FIGURE 4.

equal and near aft limit. Those test data are shown in Figure 4, and they indicate that the winglets significantly improved the DG-600's performance at airspeeds below 70 kts. with only very small in­creases in sink rate at airspeeds above 110 kts. In addition, the plain wingtip high drag region shown in Figure 2 dis­appeared from the polar when the wing­lets were added. Now only a slight drag knee is indicated at 78 kts. in the Figure 4 winglet data.

Darrel Watson performed the airspeed calibration during flight 16, and those data are shown in Figure 5. Here, as with the previous sink rate test flights, the wing flap settings used at each air­speed were those recommended by the manufacturer. Subsequent wing drag probe testing verified that those settings were indeed close to optimum. The DG-600 airspeed system pitot is located at the fuselage nose and inside the cock­pit airvent inlet. The airspeed system static sources are located well forward on the sides of the fuselage nose. As the calibration data in Figure 5 shows, the DG-600 airspeed system performs well, although it does appear to under­indicate true airspeed values by about

2 to 3 kts. over the entire flight airspeed range.

Since the basic performance meas­urement tests were then completed, it was decided that wing profile drag probe tests should be performed to determine if the wing surface turbulator strips were performing as intended. For

' that testing we installed the wing drag probe system, described in Reference A, to measure the relative profile drag values of the DG-600 wing at a location 1 .59 meters (5.22 ft . ) outboard from the left wing panel flaperon root .

Test flight number 17 was made with both the top and bottom surface turbu­lators installed at their factory recom­mended positions of .68c on the top surface and .82c on the bottom surface, where they were during all the prior testing. Those wing drag data are shown in Figure 6, and they indicate low profile drag values of 11.3 to 12 kts. all the way from 42 to 95 kts. CAS.

The following 3 flights tested the same wing station, but with the bot­tom, then the top, and finally both turbulator strips removed. The latter case where both turbulators were re­moved, showed significantly higher

SOARING

I '-�� -- t-- -

I · ·· - I--

DG-600 /17 AIRSPEED SYSTEM CALIBRATION N7020P, SN 6, WT=775LB, TEST DATE=26FEB89 PITOT=FUSELAGE NOSE, STATIC=FUSELAGE NOSE SIDES

, ; J , I i o i l I 'I l L : J I J I 1 " 1 1 + I i i I ' L is' ,..qA , j+":' I I 0 rT i4.7 1 �-+-i f-'*..r-+- _c ' . i ! -r ' 1 I

, I

i I I i : I I ! i I i I . - -t�� : r 3.,CJ i FLAP SETTING , I-t-- -- I--

- L j I -j: -- I i It : 1 . - Ir ' I, . I i i!i ,I i ! I I +- j- - I- --- 1 - ;4l -+ ;- f b�: t : : 1 i i i I I I _ � ]3 ' I :��� : I b I I 6 I I p I @ ! i I

-r b 1 I 1 0 1- - - t-- - ---- t j 2. ,

0

; 1 I 1 I : @I I=> . i 1 0 ! v ! I @ , ' I

1 i : J...-� (;) I i ,g , 0 ' I I i i ,

� , , I i l : I . : I ", I , i i i I P I ' : � I : I I , I I ' i I I I I I I I " I i ' - t - ; : I , i I I I i i ' I i i i i i I I I=> j : : I , I

I

- ·t 0: - - : 30 :-_ i J4.o ; I Sr I I l E) O 1 I !1 0 I I l e� I I ; 9 0 : : 1 00 1 10 I _ LL l _ : ' l i _ ! - I I 1 I LNDICATED AIRSPEED-KTS I i i , : FIGURE 5. ' I I : ! r ' i , i I

3' r-----'1.J.r-� t

DG-600 117 INDICATED WING PROFILE DRAG PROBE LOCATION=1 .59 M OUT FROM LEFT FLAP ROOT PROBE HEIGHT=±21.2 MM (±.0249 C)

I -I- -

3t r-----#-'----�-----,------ --,�----�-----�------�----�----� I

Q 'a8 1-----lI----- .-- -- - -- -- f-------- --- --. - ---t----+-----j----+-------4 I o

r.:.l � I � I § '24------:-- i---- · - I - - - - -� ·-�J�I�JI�:���{�;��"� - -- - - - · - - - -- 1 - - --

o : WITH BOTTOM (FL T . 1 8) vyITlI NO TUR BULA TORS

6 I, SURFACE 1\ ( FI T 1 9) � cO \: TURBULATOR ON LY · ··

- - --r WInr BOT! r TOP AND I � .----

� I

(fL T, 20) BOTTOM SURFACE ,'\- - , L--- 8 � \' TURBULA TORS .A' - - - �l � � � , ( FLT. 1 7) " / / EI

� l �r---- - -��,-- --�--- . . Vx -b. " LA �/ ' -- '-;'-;-o . -- _'p_/� E1 \ ·---·",..-t=:o--O=A"-', _ _ -, _-l- t. I j .,\-... . /'r' " - 1 ""'-' � , / / , -= . 1 _e / ./ A;-' / " ':'" . � [) \ �. .- '

, ' ;' 1-- � . ,-,\ ", ,& _ �, \. _ _ ' - - " ; / /. '. '. � 8----"

, ;'�f.:I+-- _ I q \ '" � 8 -- -- 8 - ' - A- - b-- - A- -/lF I � I--- ____ I _\ 8, . . . . r.l. . / . __ / _ __ .�8- []� >- . ----o-�

+9 .. · l i I-- o· I - 4 .7 " - I - <'1. 6 " - I 30

FIGURE 6 , SAILPLANE CALIBRATED AIRSPEED�KTS

13. ,/0 FLAP SETTING

1 00 " 0 I�o

profile drag at all test airspeeds as shown in Figure 6. Only the 46 to 54 kt . region showed a slight benefit with removal of the bottom turbulator, as did the greater than 105 kt . region with removal of the top surface turbulator.

Overall, the factory installed turbulators appeared to be functioning as intended.

We considered that possibly the air­flow over other portions of our test DG-600 wing may not be as good as those we measured at the single span-

wise station 1 . 59 meters out on the left wing panel . Therefore, the same ± 2 1 . 2 mm high drag probe was re­mounted and tested at four additional spanwise wing stations. They varied from .66 meters (2. 16 ft . ) outboard from

AUGUST J 989 J 5

DG-600 07 INDICA TED WING PROFILE DRAG AT VARIOUS -LEFT WING PANEL SPANWISE LOCATIONS

FACTORY TOP(.68c) AND BOTOM (.82c) TURBULATORS INSTALLED

1 2

PROBE HEIGHT=±21.2 mm

� � � � 1.\.

\� ' - t:F-f � ,'A.-A- .,8.- -A- - : -b- :&-- rfr£>- - - -li- - _ ./!1- - -+'1:f'Ltt-- O' - 4 .,'

� � &: --li- - =a'-

- 'l. "

DRAG PROBE

LOCATION F"oNl�

III " iii

--P (C • . lIM '"

/ f �'"

fL� I . S� 1tI } I « . ... . ,

�L7:�� I / II " C1 2 .39 � / ( ..... / . .. ) F"T. �"'3 ... , � jI.- _ _ B- - -A- + - -A .0 Nt

- lll- - - (c' .7S" t lll> _ 1 3 . , o FLAP SETTING� 3 0 4 0 SO 60 70 80 &0 100 1 1 0 lio

FIGURE 7. SAILPLANE CALIBRATED AIRSPEED-KTS

the flaperon root to 5.97 meters (19.58 ft.), which is approaching the flaperon tip. Those data are shown in Figure 7, except for the last test station which indicated such low drag values that they were barely readable on our instru-

mentation (Kollsman helicopter ASI and our ± 21 . 2 mm high drag probe).

The Reference A wing drag probe functions well when its probe-height- to­wing-chord ratio is near its intended .025 value. Since the DG-600 wing plan-

1 6

Our oxygen equ ipped fleet

i n cludes: 2-33 2-32 1 -26

1 -3 6 G 1 03

SOAR RE N O! . . . I n Stead. This season enjoy our superb cond it ions

and f ly our waves, thermals & ridges. Inexpensive lodgi ng, enterta i n ment & fam i l y activ i t ies nearby.

• City bus every 22 minutes • Private sh ips welcome! Free tie-<lown • Hourly, dai ly, week ly & monthly rates

Ca l l or Write: Sierra N evada Soaring, Inc. P.O. Box 60036 4895 Texas Ave.

• FAA des ignee on staff • FAA wave window • Free barographs, turn cameras, badge

processing.

B U S I N £ S S. M E M B E R

Stead F ield, Reno, NV 89506 (702) 972·S0AR (7627)

form is tapered and we only had the 21 . 2 mm high probe available, the probe really became too tall to assess drag magnitudes out near the wing tip. The higher the probe height as compared to the wing test station chord, the lower its theoretical drag indications will be as is shown in the Figure 7 data.

After flight number 23, I discovered that the wing drag probe measurement instrumentation system was dynami­cally overly compensated because a pneumatic restrictor in its pitot source line had inadvertently remained from prior testing. The over-compensation did not significantly change the con­clusions reached from the preceding drag probe data. However, it did make the indicated drag magnitudes all appear a bit lower than they should up to 70 kts. Above 80 kts. the impact of the over­compensation was more significant because of the higher sailplane sink rates associated with the higher air­speeds. Dynamic pneumatic balancing compensates for rate of altitude change effects on the drag probe readings.

Prior to flight number 2 4, the over­compensation was corrected and the flight test was repeated to measure

SOARING

3' r----- OC-!JOOI17 INPICATED WING PROfILE DRAG CQMP ARISON PROBE LOCA TION=4.06 m 0lIT FROM LEFT FLAP ROOT

PROBE HEIGHT=±21.2 mm (±.028lc) -

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)BE SYSTEM

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PROBE HEIGI-IT=:t21.2 mm <±.0249 c)

WITH TOP SURFACE

TURBULATORONLY 1\ (FLT. 27)

wrm BOTH TOP AND BOTOM " SURFACE lURBULATORS

(fl..T.26) _

\ II WITHNO �BULAro�

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30 4 0 so GO 70 80 &0 10. II. 'lo SAILPLANE CALIBRATED AIRSPEEO-KTS

30 +0 so &0 70 to .0 '00 II. �o FIGURES.

the differences, Those data are shown in Figure 8, where the new data from flight 24 show a near c1assical laminar airfoil bucket shape that was appar­ently suppressed by the earlier over­compensation,

Since we could find no fault in the left wing panel airflow, we decided to check one station on the right wing also. Figure 9 shows the relative wing profile drag values measured there with and without turbulator strips installe d , Again, the top surface turbulator ap­peared to function well, but addition of the bottom surface turbulator appeared to have little effect except in the 53 to 61 kt. , 75 to 85 kt, an.d above 105 kt, regions where the measured differences were not very large.

For some reason, the Glaser-Dirks factory did not install any turbulators on the 1 . 25 M long 17-meter wing tip extensions, Since our preceding drag probe testing had indicated significant drag reductions could be achieved thereby, at least over the inner portions of the wing panels, we decided to ex­tend the factory turbulators through the 17-meter wing panel extensions and remeasure the overall sailplane sink rates, Flights 29 through 32 were devoted to that testing, and those test data are shown in Figure 10.

Surprisingly, no improvement was shown anywhere in the DG's 17-meter polar, and sink rates appeared to be slightly higher at both minimum sink and at airspeeds above 70 kts, The reason for that poorer than expected turbulator p erformance on the tip extensions is likely associated with the lower Reynolds Numbers at which the smaller chord wing tips operate, where the turbulators may be ineffective; or it could lie in the data scatter, as only four flights were used to evaluate that configuration,

It was decided to devote the final portion of our DG-600 testing to wing

AUGUST 1 989

FIGURE 9. SAILPLANE CALIBRATED AIRSPEED-KTS

t=:· t=.: " r4 · , I : : ; i ; ' ; ;: . : : , i ; : , : ' : · ; o ·' :I : ' : '; : ; ; ; ; I::' ' ��\I: :T� 'j;,;; 1='::: :�, f :::j ' . . . . . 1",' ; < ' : : ' ! : j, : : .

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��. .:rji5. ' . ., ).l<f' : , : � �q • • jI>. : : , 1 : ; : .ctifL: : : 1 10; : : : f.!:' :i:i: ' ; [. 1 ; CALIBRATED AIRSP -KTS /i , ': i l ; : : : . ' " FIGURE 10,

1 7

18

3C DG-6QO/ISW INDICATED PROFILE DRAG WITH CHORDWISE VARIATION OF BOTTOM SURfACE IURBULATOR STRIPS .68 c FAClORY TOP SURFACE

TURBULAlOR INSTALLED

PROBE LOCATION=.66m OUT

FROM LEFT FLAP ROOT I I

I

28 PROBE HEIGHf=±21.2 mm <±.0240 c) il ---+-------r------;-------+-�--��� "'/ � .;: 6 �I

i 24 �r- BOTTOM SURFACE TURBULAlOR

STRIP LOCATION

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� � : � ' 6 t-----t---t----t----:-t---+-_+_

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FIGURE 11. 66 70 8G 9 0 ,

SAILPLANE CALmRATED AIRSPEED-KTS

�. DG-600/1SW INDICATED WING PROFILE DRAG WITH CHORDWISE VARIATION OF TOP SURFACE TURBULA TOR STRIPS

. .82 c FAClORY BOTTOM SURFACE TURBULATOR INSTALLED

I+I++++iA� t-:-'M"'r-r-��_�[--.PROBE LOCA TION=.66m OUT FROM . , . i • : . . ' . i • I : '. , i . : ; , . . : : : : � :� ; LEFT FLAP ROOT

" , ' J , . , : PROBE HEIGHf=±21 .1 mm (±.0240 c) '

SOARING

drag probe tests where the chordwise locations of both the upper and lower surface turbulators would be varied to determine if more optimum locations existed. Since the inboard .66 meter station data shown in Figure 7 indicated perhaps higher profile drag than it should have, that location was selected for our last day's testing.

Flight 34 was a repeat of flight 21, with top and bottom surface turbulators at the factory .6& and .82c positions, respec­tively. Those test data are shown in Figure 11 and they indicate significantly lower drag than did the earlier flight 21 data . Pos sibly a speck of some roughness or dirt existed at a critical position on the DG's airfoil that we had not observed.

During the following three flights the lower surface turbulator strip was moved forward in .04c increments to .78, .74 and .70 chord positions, respec­tively. The data taken with the turbu­lator at .78c showed almost equally low wing profile drag as those taken at the factory .82c location. Slightly higher drag was indicated in the 47 to 57 kt. region, but somewhat lower drag was indicated in the 63 to 95 kt. region.

A surprise came when the lower sur­face turbulator was moved forward to the .74 chord position . Only modest drag increases were indicated up to 67 kts. but suddenly at all higher air­speeds enormous drag increases were shown. Those data were remeasured during that flight with a repeated data run which checked with the first . Ap­parently, a large separation bubble is formed on the wing lower surface at air­speeds above 70 kts. when the bottom surface turbulator tape is located at .74c.

The next flight, 37, tested the bottom surface turbulator at .7Oc. As Figure 11 shows, the profile drag data with the turbulator at that location appears to follow the classical early laminar-to­turbulent flow theory, with moderately higher drag shown at all airspeeds. From these test data runs, one must conclude that the factory has the lower surface turbulator strip near optimally located at .82c. Farther aft would place the turbulator on the flaperon itself.

Figure 12 shows similar wing profile drag data where the top surface turbu­lator is moved forward to .04c incre­ments, starting at the factory .6& location (Flight 34 data) . Forward turbulator movements incurred higher drag levels at all airspeeds. One more test flight with the turbulator located aft of the factory recommended position would have been interesting, but unfortunately, our test funds were exhausted and the sailplane needed to be returned to its owner.

After the flight test data were col-

AUGUST 1 989

lected, time was found to do some soaring and comparison flying with a Ventus B/15. One result of the com­parison flying was that the DG-600 appeared to thermal better at a flap position of plus 10 degrees, rather than the factory recommended plus 5 degrees. With the 15M winglets installed and wing flaps set to plus 10 degrees, the DG-600 appeared to climb equally well as the Ventus B115, at least in our un­ballasted comparison condition.

Overall, the DG-600 is a beautifully constructed modem sailplane with superb handling qualities. Its long fuselage tail arm along with well sized vertical and horizontal tail surfaces, provide excellent pitch and yaw stability. A parallelogram mount for the control stick eliminates "Gil induced feedback into the elevator control system. All

controls connect automatically on assembly, and are light in movement and easily reached by my 1 .78M (70 in. ) tall frame. The full span one piece flaperons are spectacular in their lightness and responsiveness.

45 degree to 45 degree roll times at 50 kts. lAS with plus 5 degree thermal­ing flap average roughly 4.3 seconds with the plain 15M tips, and about 4.0 seconds with either the winglet or 17M tips. As with practically all modem high performance sailplanes, the DG-600 gives essentially no buffet or other warning when stalled . There a wing rapidly drops during both level and turning stalls, but stops immediately if a moderate amount of forward stick is promptly applied.

The cockpit is generously sized and the low cockpit sides provide probably

1 9

One piece forward hinged canopy. Well designed 15M winglet .

• II

Well sized conventional tail. Low canopy sides provides excellent visibility.

the best pilot visibility of any modern sailplane in production. Only the upper rail of the left side canopy window interfered with my vision . Large 1 .46M (4.78 ft . ) long double paneled Schempp­Hirth type airbrakes are located on the wing top surfaces, and they function without fault . When closed, the air­brakes appeared to seal well . The wing drag data measured during Figure 7's

flight 22 was with the probe located behind the airbrake, and minimal drag values were indicated there.

The main landing wheel is a well sized 5 X 5 Tost wheel with a drum brake that really works. The final por­tion of the airbrake handle travel actu­ates the wheel brake. The wing surface chord wise waviness measurements averaged abou t ± .08 mm ( .003 in . ) with

20

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B U S I N E S S_ M E M B E R

our 2 inch gauge. That magnitude is remarkably low, even for a modern sail­plane. The wing planform area meas­ured 10.95 M2 (117.8 ft,2) in the 15M con­figuration and 11 .59 M2 (124.7 ft .2) in the 17M configuration .

The empty weight of our test DG-600 was 277 Kg. (611 lbs . ) equipped with instruments, battery, radio and oxygen. Each wing panel weighed about 67.6 Kg (149 lbs. ) ; so they were not difficult for two men to handle. We did not perform water ballast capacity measurements; however, the handbook indicates that 180 Kg (397 lbs. ) can be carried in the wings and an additional 6 Kg (12 lbs . ) can b e loaded into a tail fin tank .

We are deeply indebted to Buzz Averill and his wife Deanna, who generously trailered their new DG-600 from Albu­querque, New Mexico to Caddo Mills and back for our testing. Also, speCial thanks are due to our tow pilots, espe­cially to Dick Seaman, who happened by on a trip from Colorado and to local pilots Bob McNeill, Chris Bobka and Howard Hughes. The Dallas 'Gliding Association supported the testing financially, and its members assisted. Thanks, again.

REFERENCES Reference A: Johnson, R . H . "At Last, an Instrument That Reads Drag;' Soaring October 1983 . •

SOARING

Hawley Bowlus had a problem. The thing flew well and every­thing worked as planned, but of

all the unusual details which marked his latest production the most obvious feature was the one he had least ex­pected to cause any trouble. For the first time in his career as a designer and builder of sailplanes, he had produced a flying machine with no place to hang his symbolic Albatross logo.

From the legendary "paper wing" Albatross of 1929 that he soared to some of the first American duration records, through the magnificent gull-winged series prominent at the Nationals dur­ing the mid 1930's, to the many kit-built Baby Albatrosses of the late 1930's and early 1940's, the Bowlus hallmark had in some form adorned the fuselage or rudder of every model in that memor­able line of noted sailplanes. Here was not Hawley's typical Albatross, but an unconventional flying wing developed from the structural origin of one of the

largest military gliders ever to take to the air.

Troop and cargo c arrying gliders large enough to meet the many logistics requirements of World War II were in some cases awesome in size, and the Bowlus XCG-16 five ton military transport certainly was no exception. Uniquely enough, this twin boomed ninety-two foot span monster was devel­oped from a smaller than half scale model, and it was from this fabric cov­ered prototype that the imaginatively transformed flying wing ultimately was created.

Construction of the half scale proto­type began in February 1942. Additional shop space, deemed sufficient to launch the military glider venture, had been found by Bowlus in a suburban store building formerly used as a dry clean­ing establishment . But the completed model, built in a thirty day period, still

AUGUST 1 989

Almost An Albatross :

Flying Wing by Richard H. Benbough

Photography Courtesy of The Bowlus Family Collection

2 1

Bowlus-Mitchell wing showing wing dihedral and external control surfaces. Hawley Bowlus in the cockpit.

had to be fitted sideways into the new shop area. Work on the big XCG-16 gliders would be accomplished later in the main shops on the Bowlus ranch near San Fernando, California.

The forty foot span half scale craft, with a single fixed landing wheel at mid-keel, had room for two people side by side. Twin booms extending from the center section supported horizontal and vertical tail surfaces. Wing struc­ture was single spar throughout, with diagonal drag spars at the wing roots. The leading edge of the entire span was plywood covered, with fabric being used aft of the main spar. Tail booms and control surfaces also were fabric covered wooden structures.

The center section had a ten foot chord at the center line of the aircraft, and spanned ten feet in width. Root chord of the outer wing panel was seven feet, tapering to a two foot chord at the tip. Upper surface dihedral of the outer panels was fixed at three degrees, with a greater angle along the lower surface

of the span, due to the thickness and taper of the center section. Wing panels were attached to the center section by upper and lower pins at the main spar, while single pins were used at the drag spars and at the leading edge. Airfoil of the outer wing panel was NACA 0018 at the root, merging to an NACA 0015 at the tip.

Converting the prototype into a flying wing had been considered for some time, and the inevitable conclusion was easily predictable. Bowlus previously had designed a two-place wing pow­ered by a four cylinder pusher-type engine, and Don Mitchell, with Bowlus since the start of the Baby Albatross and now engaged in work on a roadable powered wing being developed in the Bowlus shop, already had his own fifty­foot wing under construction (Soaring May-June 1948).

Shortly after completion of the first big cargo glider, the now surplus proto­type, built and flight tested the previous year, was removed from storage at the

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22

ranch and returned to the store building in the city. The long-planned modifica­tion of the wing finally could be accom­plished without interfering with the more Significant military glider project.

Mitchell was placed in charge of the operation, and a number of his ideas were utilized in the course of conver­sion. Tail booms were separated from the half scale center section and the existing trailing edge ailerons were removed , A principal innovation by Mitchell was the installation of free­flying external control surfaces which could be used for either lateral control or longitudinal stability. External con­trol surfaces had occasionally been used as ailerons or flaps on conventional aircraft, but previously had never been used as elevators on a flying wing.

The twelve foot surfaces flying in an inverted position gave a down load to the trailing edge of the wing, and only one set of cables had to be run in order to accommodate both aileron and ele­vator control. When the stick was moved to the right or left, the surfaces were differentially operated and functioned as ailerons, Fore and aft movement caused both surfaces to move up or down simultaneously, Double-split wing tips, installed to function as drag plates for directional control, lengthened the

SOARING

effective span of the wing only slightly. Initial tests of the new wing were made

early in 1944 from the dry lake beds of the Moj ave Desert northeast of Los Angeles. Bowlus and Mitchell took turns flying the craft over extended periods of time during these trial flights, with the ground launches being made from auto tows furnished by Bill Underwood at the wheel of a classy Packard con­vertible. Bowlus, understandably, was more interested in the efficiency of the airfoil, while Mitchell's concern lay in the effectiveness of the new control sur­faces he had previously devised for use on his own wing.

Favorable results of the preliminary flights encouraged both pilots, and plans were made to continue the experiments at a future date as time permitted. The wing consequently was returned to the shop at the ranch in San Fernando, where Bowlus resumed his work on the second big cargo glider and Mitchell further modified the wing by installing a tricycle landing gear with steerable nose wheel.

Flights in the wing continued during May and June of 1944 - not the most temperate months of the year on the Mojave Desert - at Soda Dry Lake near Baker, California. Much of the testing was now being done by Paul Tuntland (Silver C in a Baby Albatross and Thun-

Bowlus-Mitchell wing in flight at Soda Dry Lake, Baker, California.

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23

Bowlus-Mitchell wing , Soda Dry Lake, Baker, California. Hawley Bowlus is shown in cockpit.

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difficulty, but it was determined that directional stability was not the best due to the lack of fin area, and the drag plates were found to be less effective than vertical surfaces at lower speeds. Bowlus and Mitchell continued to fly the ship under various conditions throughout the summer, and frequently flights were made with a second person riding in the cockpit as passenger or honorary co-pilot .

Because of government restrictions during the war years, all flights made

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in the wing had to be held to an exper­imental nature, and although the pos­sibility and temptation undoubtedly did occur, no soaring was attempted. However, time was running out and the quest was soon to end . Upon com­plet ion of the military project the following year, terms of the AAF con­tract required that all data and airframe drawings of the prototype be destroyed. Moreover, the wing itself had to be scrapped. Truly an unfortunate close to a great adventure on the wings of a most unusual Albatross.

Nevertheless, the transient little wing earned a rightful place in the annals of American glider history. Albatross or not, this singular creation was the thirty­sixth separate model to be produced in a thirty-four year succession of note­worthy craft; it was the last one of the many gliders and sailplanes designed and built by the late aeronautical pio­neer, William Hawley Bowlus . •

ESTIMATED SPECIFICATIONS Span 46 ft . Wing Area 235 sq. ft . Aspect Ratio 9 Empty Weight 275 lbs . Wing Loading 2 .3 lbs . /sq. ft . LID Max . 18.

SOARING

First production model of the Bowlus XGC- J 6 in test flight over San Fernando Valley, California.

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SCHEIBE FLUGZEUGBAU

I slowly eased the throttles back and "around the horn" to slow us to sub­sonic . The machine shuddered and

a slight pitch forward could be detected as our shoulders pulled against the harnesses. The mach needle decreased below 1 .0 and the fuel flow was once again reasonable.

Alice crosschecked the chart as she scanned for the proper ausfahrt (exit) to take us off the German Autobahn. A few degrees right and we departed the Autobahn and headed northwest toward Dachau . As we slowed a little more, we made a holding pattern at the local airfield which was depicted on the Jeppesen Approach Plate.

SF 25 C-FALKE 88

26

by Robert Gaines

The airfield is where Scheibe does flight testing and demonstration flights and is where earlier Scheibe designs could be found. We saw two models of the Bergfalke (Mountain Falcon), an SF-27 and the very latest design of the tricycle gear SF-25 Falke.

Scheibe designs would have to be described as conservative or conven­tional. A look inside the cockpit revealed

Diagrams and Technical Data

featured on Page 28

steel tubing, wood and fabric . No epoxy smell. Just the odor of lacquer, glue and enamel. The American obsession with wave gauges and inflated LID's are not a part of the Scheibe genre.

We departed the airfield and drove north where the factory is located on a narrow residential street .

Upstairs in the office, we were met by Dipl . Ing. Egon Scheibe. "Gruss Gott" or "God greets you" is the accepted manner of greeting and we exchanged introductions. Herr Scheibe was cele­brating 80 years, and he still put in a full day overseeing the operation that started in 195 1 .

Scheibe first made the M u 13 Bergfalke

SF 25 C-2000

SOARING

that evolved into a very successful series of beautiful two-place trainers that were produced until the 1970's. Over 30 0 Bergfalkes were built.

In 1952, they started on the L-Spatz (Sparrow). By today's standards this lightweight single-seater would not win a beauty contest. However, the excellent handling and assembly were responsible for a production run of 200.

The Zugvogel was a slick 17-meter sail­plane that was reduced in span and became the SF-27. Then, a small retract­able engine was added for self-launch, but the aroma of resin was sweeping over the country.

Scheibe chose not to seriously enter the fiberglass race and instead concen­trated on the popular SF-25 "Falke:' The 25 is a side-by-side, low-wing motor­glider that is seen at almost every sail­plane and power field in Germany. They are ideal for dual cross-country practice as well as low cost cruising and sight­seeing. The Limbach engine is well muffled, as required by law, so that the locals are not offended. Over 1500 SF-25's are flying.

The Vice President of Scheibe, Christian Gad, led us to the welding shop where craftsmen use blue-flamed torches to join lengths of steel tubing and form the basis of the fuselage. It's at this point that the fuselage becomes a two-wheel tail dragger or the single­wheel model with wing outriggers as in the early models.

Through a couple of doors, the smell of freshly cut wood and resorsinol glue confirmed that wings and tailfeathers were taking shape. The leading edge of the single box spar is covered with Birch plywood. Close rib spacing assures a smooth wing profile. When all of the parts are completed, they are carted off to another building about a mile away and are covered in cotton.

I asked Christian about cotton versus dacron. He told me that cotton gives a better and smoother finish and is easier to apply. He also said it's less expensive and the finish does not tend to peel. Finally, the long-lasting qualities of dacron are of no value because the cover must corne off every ten years for a mandatory inspection and recover.

We asked about the U.S. dealer and we were told that there was none. They are not seeking one because of the exchange rate and our liability laws.

The day was almost over and the sky was becoming purple as Herr Scheibe was securing the buildings. "Auf Wiedersehen;' my friends.

ATe cleared us direct to Austria. Ignition "on" idle for 90 seconds and

check oil pressure in the green arc. Around the horn with the throttle and "kaboom" 'Autobahn Burner!".

AUG UST 1989

A skilled craftsman welds sections of steel tubing to form the fuselage.

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Thin birch plywood covers the closly spaced ribs to assure a good profile. After a factory repair, the fuselage is taken to another location to be covered

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C-Falke 88 ENGINE: SL 1 700 EA Limbach 65 hp at

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DIMENSIONS A N D WEIG HTS: Wing span 50, 2 ft Length 24,9 ft Wing area 1 95 , 8 ft2 Aspect ratio 1 3 , 8 Wing loading, average 6,86 Ibs/ft2 Empty weight about 880 Ibs T.O. weight max. 1 430 Ibs

SF 25 C - Falke 88 SF 25 C - 2000

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1 95 , 8 ft2 Operating range 1 3 ,8 Economic endurance

6,86 Ibs/ft2 Fuel storage standard about 880 Ibs Fuel consumption

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£]

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SOARING

On August 13, 1943, the Austrian town of Wiener Neustadt was a primary target for Allied heavy

bombers. The raids continued through­out the war, making this the most heavily bombed city in Austria . In this city of 35,000, only three homes were undamaged.

The reason for these relentless attacks were the factories at the edge of the airfield on the north side of town. Here, the Germans were producing ME 109 airframes, and the engines for this sleek fighter were being assembled in lime­stone caverns carved into the nearby hills. Over 9,000 ME 109' s were produced, 375 a month during the peak .

The field is still here, a huge grass spread 3 kilometers wide and 5 kilo­meters long, the largest natural airfield in the free world . This was the site for the 21st International Gliding Cham­pionships, and when the 108 competing gliders were assembled on the grid at midfield, they could have launched comfortably in any direction. There are 21 glider clubs with 3,000 licensed pilots flying 120 sailplanes, 3 power plane clubs and 130 parachutists, all operat­ing from this same sprawling complex .

Wiener Neustadt lies 40 kilometers south of Vienna . It was founded in 1 192 to help protect Vienna from the Magyar warriors of Hungary. To the west are the

AUGUST J 989

A CHIP OFF THE OLD BLOC

XXI World Gliding Championships

by Chuck 0 'Mahony

Austrian Alps, still snow capped in May, and less than 40 kilometers to the east is Hungary. The city is modern, without having lost touch with its rich Austrian heritage, and the streets and sidewalks are whisk-broom clean . Carefully tended vineyards lines the highway around the city, and huge squares and rectangles of rape plant give a golden glow to the hillsides .

All things are neat, orderly and beau­tiful, and it is hard to imagine the chaos of the war years. But, the scars are still here, the bomb craters are still in evidence. And for some, this was a homecoming.

S a n d or Nagy flies gliders out of Cleveland now, but in 1944 he was a 17-year old machinist conscripted to work here in the Messerschmitt factory. While we waited for the launch to start, he told

us stories of the bombings and pointed out where the factories had been .

Hannes Linke is an SSA Vice Presi­dent, and he was here to help our team. But, in 1945 he was a six year old boy in a camp for homeless Germans. His father was in a Russian prison camp, and Hannes and his family had been evicted from Czechoslovakia after the war. They begged for food and in the two years before his father returned, his mother died.

Hellmut Hetz is a retired Eastern pilot . He was standing beside me during the air show that opened the contest, and together we used body English to help an ancient JU 52 trimotor lumber off the grass field. "I got my instrument rating in that monster in 1942:' he said . Hetz had been a Luftwaffe pilot, working under the legendary Ernst Udet . He

29

Emil Tabery plots the course with his Dad, Ron.

test flew the world's first jet fighter, the ME 262, became a "war bride" when it was all over, and now he flies gliders in Connecticut.

In addition to offering both a great

launch facility and soaring conditions, Wiener Neustadt was the ideal setting for the happenings of this 21st contest. The city itself has risen like the Phoenix from its own ashes, and now it was

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hosting new beginnings for others. Every faction of what the Australians call the "39-45 War" was here to compete in the Austrian skies, but this time the winners would receive a trophy and the losers would applaud them. In what everyone considered a maj or political break­through, this meet was conducted with full cooperation from Hungary, a communist bloc nation. Tasks were assigned with turn points in Hungary, and when landouts occurred, retrieve crews crossed the border both coming and going in the VIP lane.

There were glider pilots competing from Hungary, Poland, Bulgaria, Yugo­slavia, Czechoslovakia and the Soviet Union. The Russian pilots were flying sailplanes loaned to them by the Ger­mans. At least one German pilot has arranged a stint of flying in the Cauca­sus in Russia in return for the use of his ship.

The 20 tow planes were mostly Zlins, flown by Czechs and Hungarians, and French Robins, piloted by the Austrians. In all there were 27 countries competing .

A fine example of the German pen­chant for grouping words was the title for this World Gliding Championships. In the native tongue, "Segelflugwelt­meisterschaften." Yep, that's one word, 28 letters, just slightly longer than our alphabet.

And, if the official name left any doubt that this contest was to be vin­tage Teutonic, the 3 men who sat on the stage each day to conduct the briefing were Gerhard, Hermann, and Max.

SOARING

The US. sent a six man team to Austria, underwritten entirely by SSA member contributions and private donations. Ray Gimmey, flying a Nimbus 3 in the Open Class, was c o mpeting for the fifth consecutive time in the World Cham­pionships. He has won the National Championships in the US. in all three classes. Ron Tabery of Au stin, Texas also flew a Nimbus 3. National Cham­pion at Hobbs in 1987, this was Ron's first World Competition .

In the 1 5 - M eter C l a s s were Karl Striedieck in an ASW-20, and Doug Jacobs flying an LS-6. Karl's log books include jet fighter time, and he was fly­ing the Worlds for the fourth time . In addition to two National Champion­ships, Doug took first place in his first World Competition in Rieti in 1985, and was third in Australia in 1987.

John Byrd in a Discus K and Mike Opitz in an ASW-24 rounded out the field in the Standard Class. John flew at Marfa in the Nationals in 1969 in a BG-12 he had built himself, competing against some of his idols - Ben Greene, Wally Scott and Ross Briegleb. Mike comes from a flying family and flies both 727's and A-7's . Mike's second place finish in Australia in 1987 was the top placing for a U S . team pilot .

Jim Payne, a Major based at the Air Force Academy, was serving as team manager for the second time. A first rate competition pilot in his own right, Jim had competed from this field and was able to offer valuable tips on the local terrain and weather patterns. Before every task, Jim ran through a complete checklist with each of our pilots.

Monday, May 8 was the first official practice day. The flags atop the team trailers were crackling straight out in the wind . It was a day when ordinary mor­tals would think twice about going out for a newspaper but, of course, the pilot's flew. This was a World Championships, and they needed to le arn this new territory and fine tune their aircraft . Faint heart ne'er won gold medal .

My room during my stay was in the town of Puchberg, 30 kilometers to the west, and my window looked out on 6,000' Mt. Schneeberg . That evening I watched the clouds still boiling and churning over its craggy peaks, and I wondered what it must have been like for the pilots that day, probing for lift along these rugged slopes with the rotor trying to swat them down like insects. I am an unabashed admirer of these competitors .

Tuesday, still practice time, saw the first official launch . The gliders were lined up in rows 8 across, and the fleet of 20 tow planes wheeled in from both sides. The launch of 108 sailplanes was completed in 55 minutes . Three pilots

AUG UST 1 989

Jim Payne carries the U. S. colors during the closing.

from the U S . team were testing a new device during these practice days, a gadget to "de-bug" the leading edge of the wing periodically in flight .

The "de-bugger" is a doubled over piece of metal which curves around the leading edge of the wing. When not in use, it lies snugly against the fuselage at the wing root . Deployed, the outer half moves out and catches the air stream, causing the de-bugger to slide out to the wing tip while dragging a fine wire along the leading edge . Voila! No bugs . The metal vanes are then cranked back in manually or electrically. Cost of this unit, $950 US. or about 83 cents per bug. Striedieck, Tabery and Gimmey

had them installed, and later, during the contest, Tabery and Gimmey both saw the set from one wing fly off and go yodeling down into the Alps.

Practice flying continued in less than ideal weather through Friday, and on Saturday evening the opening cere­monies took place . Before the short event could be completed, a cold rain was dampening the contestants, the spectators, the flags and spirits . An Adriatic Low was settling in, a condition that generally lasts for several days. It did not look promising for day one.

At 9 a . m . Sunday, May 14, as the sec­ond hand ticked straight up on the official clock,in the big hangar, Max Faber

3 1

intoned in a sonorous, St . Peter voice, "You will please take your seats:' The games had officially begun! There was a moment of s i lence to honor the memory of Austrian pilot Rudolf Gobel who had died only days before in a winch launch accident . He was to have flown in the Open Class.

Hermann Trimmel, the meteorologist, projected the dismal weather pattern up on the screen to show a low pres­sure system laden with moisture coming in from the south . There would be no flying today.

Monday was more of the same, and by Tuesday a reluctant Hermann had to be dragged up on stage kicking and screaming. The directors were clearly beginning to get nervous.

One of the rain days was a religious holiday in this predominantly Catholic country, and all the shops and restau-

rants were closed. Someone explained that the holiday had to do with the Lord's ascension into heaven. "Well, if he's leavin' from here he had better be IFR rated;' was Charlie Spratt's observation .

Finally, on Wednesday a task was called . There was a small band of soar­able weather to the east and the tasks were all in that direction. Perhaps even the launch was an overcall, as 94 gliders landed out, most of them in Hungary. Doug Jacobs was just 14 kilometers short of the finish line, and finished ninth for the team's best effort of the day.

On contest day 2, all three classes flew speed triangles to the northwest. The Opens flew 342 KM, the IS-Meter flew 32S KM, and the Standard Class went 278 KM . The day was hazy and quickly overdeveloped, and Gimmey found himself skirting the edges of thunder­storms for lift . "I wasn't really sure

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where I was until I spotted a mountain­top restaurant where Shirley and I had had dinner," was his commentary after he landed.

Doug Jacobs view of the day, "I was lost the whole time. Visibility ranged from good to none:'

"We're all running on 100 octane ad­renaline right now," was Byrd's reaction . "Flying over the Alps and not knowing where you are is a real trip !"

Tabery found the day to be feast or famine. "I switched gears a lot, ran the second leg lost, but I knew the Danube had to be there. I lucked out and crossed it right on course and then limped home in wimp mode."

Jacobs finished first for the day and Gimmey was third . Striedieck and Opitz were among the 49 who landed out again.

Two hazy days, and I wondered what it must be like for the pilots who were hearing the briefing in English, a language they did not understand, flying over mountainous country they had never seen before, navigating with the equivalent of a boy scout compass. Two tasks flown, 143 outlandings.

The next day was another rain out . The score so far, Weather 4, Contest Directors 2. But, good things were about to happen .

On the seventh day of competition, the third contest day was flown, with the IS-Meter and Standards flying an out and return over Hungary and the Open Class flying a triangle to the northwest . Striedieck came in fourth on the day, but felt he should have done better. "It was hard to guess when to leave . Hindsight, I would have left an hour later."

Jacobs went for broke and almost pulled it off, but wound up a heart breaking 10 KM short of the field.

Byrd and Opitz finished 9 and 10. "Flying at 3000' AGL in Hungary in blue holes was reminiscent of flying at Cor­dele," Mike said, happy to make it back .

Tabery finished strong to garner a third, while Gimmey made one bad guess that proved costly. "I passed up a 3 knot thermal on the final leg, thinking I would do better, then I had to detour off course for lift . I wasted 30 minutes."

Next day, Gimmey moved back up for a fifth place finish and Opitz got some overdue luck to finish seventh . Byrd actually landed on the runway, but with not enough energy to ease the sailplane past the finish line. With four tasks com­pleted, this was now an official contest.

Contest day five and Jacobs and Striedieck finished 1-2, smoking around the course well ahead of the third place finisher. "I only have two speeds;' Doug said, "Win or land out :' In cumulative scores at what would prove to be the halfway point in the contest, Doug was #8 and Karl #23.

SOARING

Byrd and Opitz finished in the middle of the pack for the day, and stood #13 and #17 respectively, in Standard Class cumulative score.

Ray Gimmey was ridge soaring the course on day five, while the rest of the pack was thermaling. The team moun­taintop lookout said Ray was 40 minutes ahead of the pack and leaving vapor trails when he hit severe sink going through the last pass and landed out . Tabery was 13th . In cumulative score at the halfway mark, Tabery was #11, Gimmey #15. Peter Masak, who lives in Houston but was flying on the Canadian team, was in seventh place, flying an Open Class ship for the first time in competition .

There was a classic lesson in French cooking on contest day six . Demonstrat­ing team flying at its finest, the six man French team finished 1-2 in all three classes! Formidable, mes amis, formid­able! So complete is their dedication to team flying that both pilots in each class fly identical model sailplanes . Next morning at briefing when the pilots went up one by one to accept congrat­ulations and a bottle of Austrian wine, each of them carried a bottle of fine French wine to give to the contest direc­tors . A classy touch .

John Byrd did his best to break the French connection, but had to settle for a third . Striedieck and Jacobs were up there, too, in fifth and eighth places. Ron Tabery was hit with a penalty for not properly reporting his outlanding, caus­ing the rescue crews to be alerted.

The task assigned to the Open Class on day six was called a "Cat's Cradle:' After photographing the start point, the pilots have six hours in which to cover as much distance as possible, documented by turnpoint photos. There is a 5% distance bonus for landing at an airport, and the winner is the one who has covered the most kilometers.

The IS-Meter Class flew a Cat's Cradle on day seven, and Striedieck and Jacobs

"Can You Identify?"

MOSWEY I I I T h e Sw iss b u i l t Moswey s e r i e s

began in 1 935. Most Mosweys a re a br ight ye l l ow and feature g u l l w i n g s and a dol ly fo r l a u n c h . The Moswey I I I is a l i g htwe i g ht beauty a n d i s easy t o asse m b l e . T h e w i n g s a re s imply set o nto hooks on the fuse­lage w h i c h assu res proper a l i g n ­m e n t . C o n t r o l co n n e c t i o n s a r e q u i c k s n a p - o n d ev i ces. T h e o n l y Moswey i n t h e U .S. i s o w n e d by Albert Uster.

Photo by Peter Sel inger

AUGUST 1989

Bill Sproull and Doug Jacobs.

John Byrd. Karl Striedieck and Iris Mittendorf, part

of Karl 's crew. at U. S. Russian and German spon­sored party.

found it to their liking, finishing #3 and #5. John Byrd took 9th in the Standard Class speed triangle and Opitz was #30. And, who was first in the Open Class, nudging out Ingo Renner by a single point? Why, Ray Gimmey, of course . Tabery was tenth, and Peter Masak was a wine bottle winner for finishing third . After seven days, Doug Jacobs was the only one from our team in the top 10, ranking #6. An excellent comeback after the two "near miss" landouts.

Thursday, May 25, the pilots flew for the sixth straight day. Striedieck came in second in a photo finish, Tabery was fourth and Opitz was sixth . A rest day was optional for Friday, but the vote to continue flying was almost unanimous. O n day nine, Doug Jacobs finished fourth to move to eighth place in the overall standings, but the U. S. had no hopes for a medal winner.

Coming into the tenth and final day, the first three places in all three classes were still up for grabs. Nobody had a "lock" on a medal . In the Open Class, four time World Champion Ingo Renner was just 34 points behind Jean Claude Lopitaux of France, and Andrew Davis of the United Kingdom trailed Jacques

Aboulin of France in the Standard Class by only 6 points . In IS-Meter, Bruno Gantenbrink of Germany led Justin Wills of the United Kingdom by 106, the biggest lead of all, but by no means a cinch .

Weather on the final day made for good soaring, cloud bases 5 to 7 M, lift forecast 4 to SK. All three classes were assigned speed triangles. Open, 394 KM,

IS-Meter 323 KM and Standard 308 KM .

Launch time was 1100 hours, and before 1200 hours all the gliders were airborne. It was that eerie time again, when the pilots are out on course together, yet totally alone, and the rest of us go about our mundane affairs.

Not long after the start gate closed, word of an accident was radioed in by one of the contest pilots, and there was an air of urgency at the outlanding desk . Gabor Halasi, a pilot from Hungary flying a DG-300 in the Standard Class, was injured while landing on a steep slope. A helicopter was dispatched and Halasi was flown to the hospital in Graz, some 120 kilometers to the south of Wiener Neustadt. It was the first and only accident of the contest .

Late in the afternoon, Ingo Renner flashed across the finish line first in the O p e n C l a s s , a n d for a while the Australians felt he might have pulled off

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33

Charlie Spratt, Emil Tabery, Molly and Charlotte Jacobs, and Jason and Julie Payne.

a victory. But, Lopitaux of France was not to be denied . A close second gave him the points to hang on to the overall lead . Final standings in the Open Class, Jean Claude Lopitaux of France, Ingo Renner of Au stral ia a n d Reinhard Schramme of Germany, with Klaus Holighaus in the back seat . The top 3 were piloting an ASW-22B, a Nimbus 3 and a Nimbus 3D. With a third on the final day, Ray Gimmey moved into ninth place in the overall standings. Ron Tabery achieved his goal of finishing in the top 15. A strong sixth place finish on the last day moved him into fourteenth place. Ron's 10 year old son, Emil (that's e-meal) achieved another goal of sorts by driving a stick shift car over one mile on the airfield. Peter Masak was eleventh, a fine showing for his first World Championship.

Bruno Gantenbrink of Germany held onto his lead to win the IS-Meter Class, flying a Ventus C. Justin Wills and Christopher Garton, both from the United Kingdom and both flying LS-6's, took the second and third place trophies.

Doug Jacobs wound up eleventh in IS-Meter, and Karl Str iedieck was seventeenth .

Jacques Aboulin of France captured the Gold in the Standard Class, Andrew Davis of the United Kingdom the Silver, and Markku Kiuttinen of Finland, the defending champion, came away with the third place Bronze. All three piloted a Discus, with Kiuttinen in an A model .

At a final, relaxed briefing, Max dealt out some contest statistics. The pilots had flown an estimated 350,000 kilometers, there had been over 1000 launches and 249 outlandings.

And there h a d been many light moments. Rodolfo Penteado of Brazil couldn't figure out why his ASW-20 was

34

so sluggish . Finally forced to outland, he retracted the gear that had been out the entire flight and landed on the belly.

Joe Jaime of Belgium landed in Hun­gary on the first task . When he went to a phone, his cameras were stolen . A big reduction in his score for the day. The next morning at briefing, the Hungarian team captain presented him with two

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new cameras. When the launch was delayed, Jose, anxious to protect his new cameras, put the lens caps back on. And, of course, forgot to take them off . A zero score for day two.

Dave Ellis of Cambridge Instruments left Sugarbush for a few days to trouble shoot any equipment problems with the contest pilots . He couldn't convince the Bulgarians in sign language that he wasn't trying to steal their equip­ment, and it took an interpreter to explain that he wanted to GIVE them a vario at no charge.

And finally, there was the morning I went in as usual to pick up a copy of the daily news letter, "ON THE GRID;' put out by Ann Welch and her staff. Ann was frowning at her computer, and I was leaning on it from the back . "Some Irishman has been using my word processor:' says Ann .

"Oh," I said, "how can you tell?" "Because of the white-out on the

monitor screen;' says she, with a very satisfied grin .

Though they didn't wind up in the winner's circle, our pilots said it was some of the most beautiful and exciting flying they had ever done. On a day he outlanded, Ray Gimmey said it was still one of the most exhilirating flights he had ever made. "I was ridge running the Alps, looking down on wild sheep, vultures, skiers and picnickers ." Striedieck's voice came over the radio one day, talking to no one in particular, "I'm up here with a couple of eagles ."

"Magnificent;' Doug Jacobs said of the scenery. "Snow capped mountains, tiny farms. Like a Christmas card ." Ron Tabery's word for the view from the pilot's seat was "Unmatched!"

And they all agreed the meet was a fair test of pilot skills . Ten days of flying, in thermals over the Hungarian plains and in ridge and wave lift in the Austrian Alp s . Navigation was a challenge, especially on the hazy days.

But the most important facet of this contest was the breakthrough in political relations. Eastern Bloc countries par­ticipated and cooperated . In the wel­coming sheets d istribu ted by the Au strians at the beginning of the Championships they wrote this state­ment . "The collaboration of our Hungarian friends can be considered an opening in East-West relations of unprecedented importance:'

And the contest directors closed with a thought that made everyone who participated a winner. "May this sense of international and worldwide under­standing, initiated by the gliding family, be a step in the right direction towards sincere friendship between people, and a better world :'

Amen . •

SOARING

Final Standing

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Contest Number

CF YI Y4 AA AX KM HO XL 7V 25 IT VW X3 KS 73 7 LH 82 13 3B GB JP KB 176 IK

Final Contest Contestant's Standing Number Name

1 SJ Aboulin, J. 2 80 Davis, Andrew 3 X4 Kuittinen, M. 4 Ml Feblermayr, L. 5 SL Hammerle, H. 6 33 Ottoson, Curt-Olle 7 RB Brildiad, L. 8 SB Seren, Baer 9 BE Obrist, Basil 10 PPC Trseciak, Janusz 11 or Teuling, Dick 12 24 Kepka, Fr. 13 L7 Dedera, Milos 14 Al Kubovcik, V. 15 DO Hauss, Didier 16 K Byrd, John 17 LS Van Dyk, Anthony 18 RO Opitz, M. 19 EP Scnroder, Robert 20 A9 Simenc, Ivo 21 NS Halasi, Gabor 22 AM Kassai, Bela

Final Contest Contestant's Standing Number Name

1 YY Gatenbrink, B. 2 1 Wills, Justin 3 31 Garton, Chr. 4 C6 Haggenmuller, R. 5 IYY HafeK, Hermann 6 72 Gerbaud, Gilbert 7 PO Kuusisto, Simo 8 BY Baumann, Werner 9 ZV Cerny, Pavol 10 VS Ghiorzo, Stefano 11 OJ Jacobs, Doug 12 II Centka, Janusz 13 Y Galetto, Giorgio 14 BB Bulukin, W. Birger 15 M3 Just, Hubert 16 CA Navas, Gilles 17 V Striedieck, Karl 18 MY Guraly, Bela 19 71 Reynosa, Mario 20 7F Stepanek, Jiri

FINAL STANDING - CUMULATIVE SCORES 21st World Gliding Championships

Weiner Neustadt, Austria - May 11-26

OPEN CLASS

Contestant's Name Lopitauz, J.e. Renner, Ingo Schramme, R. Lherm, Gerard Lynskey, Ray Eisele, Walter Giles, Mike Laur, Eberhard Gimmey, Ray Goudriaan, L. Masak, Peter Kurstjens, G. Monti, Roberto Tabery, Ronald Binder, Hans Buchanan, John Lackner, Herbert Jones, Ralph May, Robin Gavazzi, Marco Bourgard, Paul Forssten, Jarmo Brauer, Karl Innes, David Blatter, F. L.

Nationality F AUS o F NZ o AUS o USA ill CON NL I USA CH AUS A GB GB I B SF A GBG CH

Typ'e Sailplane ASW-22B Nimbus m Nimbus mD ASW-22B ASH-25 ASH-25 Nimbus m Nimbus lIlT Nimbus m ASH-25E Nimbus m Nimbus m ASH-25 Nimbus m Nimbus lIlT ASH-25E Nimbus m Nimbus m ASH-25 ASH-25 Nimbus m Nimbus m Nimbus m Nimbus lIlT ASH-25

STANDARD CLASS

Typ'e Nationality SaIlplane

F Discus GB Discus SF Discus-A A LS-7 A LS.!7 5 LS.!7 I Discus-A NL DG-300 CH DG-3OO PL ASW-24 NL Discus PL ASW-24 CS Discus-B CS ASW-19B F Discus USA Discus-B NZ LS-7 USA ASW-24 o Discus YU DG-300 H DG-300 H DG-300

Nationality �;Iane o Ventus-C GB LS-6 GB LS-6 A LS-6 o ASW-20C F LS-6 SF Ventus-C CH LS-6 CS Ventus-B I LS-6 USA LS-6 PL DG-600 I LS-6 N LS-6 A ASW-20 F LS-6 USA ASW-20 H LS-6 RA LS-6 CS Ventus-B

Cumulative Points

8854 8819 8671 8190 8089 8026 7926 7911 7691 7683 7632 7389 7375 7326 7300 7223 71% 7160 7104 6972 6857 6639

Final Contest Contestant's Standing Number Name

23 PI Taimioja, Antti 24 A2 Pankka, Asko 25 XD Doebeli, Felix 26 321 Wells, Martyn 27 IR Reimers, Jan 28 V16 Davison, Chr. 29 NE Thomsen, Edvin 30 53 Percival, Scott 31 LB Brigliadori, R. 32 L Gueorguiev, 5.5. 33 G2 Webb, David 34 E3 Pristavec, B. 35 1M Ingebretsen, V. 36 OB Jaime, Jose 37 BF Morozov, Anatoli 38 HL Machulis, V1tautas 39 27 Andersen, Knud 40 VI Bradley, Dick 41 IB Krastec, P.N. 42 JT Stieber, Jorg 43 HA Helmersson, A.

Nationality �lane SF Discus SF Discus CH Discus-A GB LS.!7 N LS.!7 MC LS-4 OK LS-4 AUS LS-4 I Discus BG SZD-55 CON DG-300 YU DG-300E N LS.!7 B Discus-B SU Discus SU LS.!7 OK Discus ill Discus-B BG SZD-55 CON LS-4 5 ASW-24

15 METER CLASS

Cumulative Points

9041 8761 8570 8533 8357 8349 8158 8082 7949 7915 7819 7789 7708 7659 7612 7574 7416 7027 6966 6948

Final Contest Contestant's 1YPe Standing Number Name Nationality SiIIpiane

21 VB Anderson, Graham ill Ventus 22 0 Spreckley, Brian GB LS-6 23 KC Polzl, Heribert CON LS-6 24 IE Zientek, St. PL DG-600 25 6 Driessen, P. NZ ASW-20 26 YA Hagnander, T. 5 LS-6 27 76 Bluekens, Michel B ASW-20 28 MS Brockhoff, Bruce AUS LS-6 29 XS Spychiger, W. CH DG-600 30 SP Rukas, Antanas SU LS-6 31 PU Dossing, Erik OK LS-6 32 TI Papp, Sandor H DG-600 33 BH Soloakken, Arild N LS-6 34 55 Hansen, Kr. OK Ventus-C 35 6F Silvanovich, A. SU LS-6 36 CP Medic, Marjan YU DG-600 37 MA Asikainen, Mikko SF ASW-20 38 38 Hossinger, Rolf RA Ventus 39 UM Penteado, R. BR ASW-20C 40 GG Lainio, Rainer 5 DG-600

Cumulative Points

9148 9123 8795 8719 8499 8423 8323 8229 7825 7773 7756 7737 7660 7528 7517 7360 7303 6990 6902 6681 6670 6337 6272 6244 5283

Cumulative Points

6630 6597 6388 6278 6268 6252 6221 6165 6087 6068 5983 5812 5812 5703 5635 5501 5346 5324 5300 4916 4441

Cumulative Points

6916 6734 6506 6502 6286 6276 6265 6207 6037 5928 5727 5519 5349 5236 5155 4953 4893 4849 3955 2709

The complete scoring records of the World's Championships are available to those who are interested by writing to the Soaring Society of America, P.O. Box E, Hobbs, NM 88240. This information will be furnished free to those who remit their request along with a stamped, self-addressed envelope.

AUGUST 1989 35

by Dave Woods

Dave Woods and Doug Fronius with his LK-J 0 vintage sailplane.

A wave cloud the evening of the first barbecue.

36

Seven days o f flyable mountain wave made this year's Wave Camp. There were several more days

when the wave was visible, but it was outside of our wave window and we couldn't use it . This year had the most

returnees, some for the third time. You could say this has become an interna­tional event, considering there were pilots from Australia, Brazil, Canada, England, Greenland, Germany, the Netherlands and Portugal. U. S. attenders came from Alabama, Arizona, Califor­nia, Illinois, Kansas, New Jersey and Texas. 1 believe the longest flight was a little over six hours. The highest 1 can remember was 27,600 (I bet 1 hear those figures were wrong). Next year, we plan to have a scoreboard so that you can list your own flights.

RESCO (Region Twelve Soaring Coun­cil) has sponsored Southern California's Wave Camp for the last six years. Dick Buckman, the Wave Camp Director, did another great job. This year, he sched­uled two weeks of camp, separated by the National Soaring Convention 130 miles away in Los Angeles. He indicated that next year the camp will also be two weeks. Those of us who work in South­ern California can now attend the camp on the weekends (six days) without using any vacation time.

It seemed at first that nature was against us. Three days before the Wave Camp started, it snowed in California City. Fortunately, the snow was gone by the time the camp started. The resulting cold damp ground that hurt thermal flying left the rental planes available for pilot checkouts prior to flying wave.

Pre-registration inquirees indicated 74 possible attenders. It was necessary to schedule 3 separate altitude chamber sessions to accommodate everyone, and still some didn't get involved until it was too late. Every year, through the Wave Camp, more and more pilots are com­pleting altitude training. Unfortunately, the training isn't available everywhere. What makes these camps so convenient is that they do all the scheduling and make all the arrangements. All you have to do is sign up and show up. 1 believe the number that showed up for the first week of camp was 37. The count for the last week was about 22. There were prob-

SOAR ING

Jose and Dick didn 't want to get cold.

ably another 20 pilots from Southern California who showed up for part of a day just to say hi. The actual paid count was 50. Some were there for both weeks. There was no provision for getting accurate statistics on who did what, so Sue McGee, the Assistant Camp Direc­tor, and I estimated these figures.

During mid-week, there was a trip to the Flight Test Facility at Edwards Air Force Base. The tour included NASA (a must if you have never been there), a close up of the F-16 area, plus state-of­the-art military aircraft . The Palmdale FAA facility was another trip that a few took. Two people even went into Los Angeles and toured Universal Studios. In the middle of the first week, a few of the people from the camp did some auto tows. Unfortunately, I was working and missed it . Next year, we hope to make that a programmed weekday event to be fitted in, if and when there is no wave.

Doug Fronius brought his LK-10 vin-

AUGUST 1 989

tage sailplane to the camp. In one five­hour flight, he completed his Silver C and got over 26, 100 feet, which was good enough for Diamond Altitude and his first Lennie pin . When the wave quit, he gave rides to anyone willing to pay for the tow. Jeff Byard (another pilot from the Vintage Sailplane Association)' brought his SHK. Jeff was one of six airline pilots to attend the camp. Julie and Mike Schneider came down from the San Francisco Bay Area (PASCO) and showed us how to fly wave. Mike logged 2 Diamonds and 1 Lennie while Julie got 1 Diamond and 1 Lennie . The first week of camp, San Diego was rep­resented, but Torrey Pines was open to gliders during the second week, so they all went south to winch off the cliffs.

There were two landouts, both the first week. One at Mojave airport, that came back via an aero retrieve . Jeff Byard's dad l a n d e d his Pawnee at Moj ave (while flying home from California City to Rosamond), just to

3 7

During the second week of camp, there was a wave to the south/west of us.

run the glider wing. Some people really do go that extra mile to help. Unfortu­nately, the other landout suffered some damage. A highway landing in strong winds after losing 6,000 feet in three miles, came to an end in a ditch . It may have ended better if a car didn't spot the glider approaching and stop in the middle of the impromptu runway,

B U S I N E S S_ME-M e li R

38

necessitating some real airmanship to avoid a fatal crash . There were no inj uries, but it put the glider out of commission for the rest of the camp. I was part of the recovery crew and talked to the pilot, but what can you say that will help?

Saturday evening, the 8th day of the camp, I counted 14 planes landing. I

hadn't remembered that many taking off . We would no more than get one plane off the runway than another would land . Fortunately, the barbeque (about 50 persons attended) was late getting started . Bud Hopp, RESCO's President, took time off from the Con­vention preparations to drive out for the evening. He brought Hans-Werner Grosse from Germany with him . I was told that Hans has or held 34 world soaring records. I had the pleasure of attending his lecture at the SSA Con­vention the following week .

The desert sunset on Saturday re­minded me of Hawaii . The conversations about the day's flying seemed to die away as we all drifted silently outside the hangar to watch . The setting sun illuminated beautiful roll clouds. My wife had me enlarge the picture I took of it to poster size and we hung it in our home. I don't think moments like that are as meaningful if not shared. Another moment to share was listening to Mike Koerner and Hans-Werner Grosse talk about cross country soaring. Everyone except Mike was freezing by the time we went back inside to get warm. It gets very cold on the desert when the sun goes down .

Larry Edgar narrated a slide show and movie covering his participation in the 1950's wave studies . His description

SOARING

Jose Ferreira , an airline pilot for "TAP " Air Portugal, is in the front seat. Dick Buckman, Wa ve Camp

Director, is shown in the back seat.

of his Pratt-Read sailplane coming apart in rotor kept everyone on the edge of their seat . It's hard to believe that he survived (he repeated the presentation 2 weeks later at the 2nd barbecue) . Bob Harris and Jim Meyers got talked into barbecuing the chicken again this year. The question of the night was, "how do you get crab out of its shell without tools?" The answer, "smash it with a beer bottle !" Again this year, there was more food than we could eat . Consider­ing that I had been on a diet for two months, this meal almost destroyed my will power. We topped off the evening with a champagne toast to Mogens Nielsen's (from the Netherlands via Texas) Altitude Diamond. It was hard to tell who was more proud, Mogens or his dad, who had also come to the Camp. He said he came to the States to see his grandchild . We soaring grandparents know the truth, any excuse to go fly.

Sunday morning, the 9th day of the camp, I showed up at 8 : 30 to see the last three gliders take off in light wind con­ditions. Two hours later, the winds down the runway had increased to thirty knots, gusting to fifty. There will be a lot of war stories about some of the approaches I witnessed that day. Some pilots had to stay in their planes for ten to fifteen minutes, flying them on the ground until we could get them tied down. The winds were so strong that it was necessary to tow the heavier ships and the ones that landed halfway down the runway and stopped in two plane lengths. A tip of the old hat to some good flying .

It was the following Sunday before I returned, this time with my plane. I had two weeks of vacation and used the first week to go to the Convention .

AUGUST 1 989

Luckily, the second week started off with 4 days of wave. Sue and I figured that there were 5 one-Lennie flights, 18 Diamond Altitude flights, and 4 Gold Altitude flights. Not all of these flights will count, because of barograph prob­lems and some pilots did more than one Diamond flight . We came up with over 230 wave flights in the two weeks of camp. This number does not reflect the true picture of wave flights . Many pilots flying wave for the first time released too soon or too low. There were many relights . At one point, I started to pull out of the launch line after seeing 5 planes land in 10 minutes. The tow pilot said there was wave and to stay on tow until he wiggled his rudder. I passed up 3 locations with 1,000 foot per minute up and ended up taking a tow of 6,000 feet (the highest I've ever taken) . The flight lasted over 4 hours and I climbed 10,000 feet twice in that time. Some days we couldn't get high enough to use oxy­gen, and on the next we had to fight to get down from altitu de. It was my intention to stay below 18,000 feet to keep the cold from crazing the gelcoat on my ASW-20. On one occasion, my average showed a steady 4.4 knots up, so I deployed my spoilers part way at 18,000 feet. I continued up for another 500 feet at 4 .2 knots before I could get out of the lift and start down. To my surprise, the HP-23 Hobbyliner (power glider) had pulled along side. Guess who forgot to bring his camera again? We flew within 100 yards for a few min­utes. Fred Calhoun, the pilot, later told me that this was his first wave flight in the Hobbyliner, so he did not shut down the engine or feather the prop, he just put it in idle and went to 22,000 feet on that flight .

RESCO's end of February Wave Camp is increasing in popularity every year, for a combination of reasons. It's the only group soaring activity in our area this time of the year and we need the comaraderie. This could also be our last soaring fling of the year, before the "Tax Man" drags us off to debtor's prison . The nearby Tehachapi and Sierra Nevada mountains generate fantastic wave con­ditions that are hard to find anywhere else. The entire area is a Military Oper­ating Area and we have a letter of agreement with the controlling agency. During Wave Camp, we are delegated a wave window to fly in and they advise all military aircraft of our presence . The weather this time of the year is usually warm, except at altitude. Los Angeles is only a little over two hours' drive away and there are a lot of glider pilots in the area . If you take vacation to fly wave and there is none (it happened at the second wave camp), at least you will be able to fly thermal or ridge lift . This is also the only activity where cross coun­try, competition, club, vintage and just-weekend pilots fly together. See you at next year's Wave Camp . •

• O r ask about alternative arrange­

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PERSPECTIVE

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"Where, oh where, has my little dog gone, "Where, oh where, can it be . . . ?"

After 10, these 20 years or so of par­ticipating and observing at close range the various aspects of soaring, I get the nagging feeling that "my little dog" . . . the art of sportsmanship . . . is being lost to some more pervasive approach.

I hear and read of problems with close calls while "gaggling," and "leeches" attaching themselves to the hot shots of the competitive scene.

I hear of gigantic altitude deviations while passing through a start gate . . . and others crying that they had to fol­low suit, because they were being put at an unfair advantage if they followed the rules. Worse yet, I hear that others cheated and did NOT own up to it .

I hear of a competitor involved in a mid-air collision being allowed to replace a major component of his sailplane and continue to compete, another violation of the competition rules.

I hear of impressive long flights be­ing accomplished, accompanied by rumors that F A. R. violations know­ingly occurred.

I hear of a world record ;altitude flight made without proper rule observance and airspace clearance.

What does all this mean? To me, it means that in a sport where

there is no financial gain for accomplish­ing a spectacular feat (which all those

40

by Gene Hammond

mentioned above were), pilots are will­ing to risk their life (flying and literally) for a mere headline or peer recognition .

To me, it means that sportsmanship has been replaced by the overwhelming compulsion to win .

Sportsmanship is defined as " . . . skill in or devotion to a sport involving honest rivalry and graceful acceptance of results."

Those glider pilots who have honed their skills sufficiently to attempt rec­ord flights or competition must recog­nize that soaring IS a sport, that what attracted them to soaring in the first place was the beauty and challenge of the sport, and that winning a spot on the International Team or setting a new world record, while a noble goal, is not the end of it all.

To compare apples and oranges, one only has to watch the golf matches on television and see the meticulous atten­tion to rules and etiquette that prevail, then remember the last gaggle one was circling in . Does the same sense of sportsmanship and fair play exist in glider flying? The golfers certainly are competitive, and they certainly want to

win, but yet are absolutely committed to following the rules. (It doesn't hurt to have all those observers, either.)

Flying, whether gliders or power, is as much an attitude as a skill, and a disregard or lack of development of either will denigrate the satisfaction and pleasure of the flight one's con­science recognizes.

Rationalizing that it is necessary to cheat because others do, does not make cheating acceptable. Intentionally vio­lating established rules and procedures to accomplish a moment of glory SHOULD leave an empty spot in one's conscience. If it doesn't, every aspect of the sport suffers; sheeplike, others begin to rationalize their actions, and sooner or later, the sport decays to the level of professional hockey, where fighting has become a feature rather than a sidebar of the game.

I love the sport of soaring and all the different facets it offers. I hate to see and hear things that sully my sport. I implore all pilots (and crews) to recog­nize that this most satisfying of sports can be brought to its knees by the cheaters and the weak of spirit .

And, most of all, I pray that everyone earns the same pleasure of a flight well done as I do. For after all, there is only one person we have to satisfy . . . only one person's respect we must earn . . . and that is the respect of oneself . •

SOARING

lam writing in response to the plea for information on "clas sic sail­planes" by Steven Bradshaw in the

October "Soaring Mail :' I am the ex­tremely proud owner of an all wooden design from the early 1960's, an Edelweiss C-30S, N3008S. My aircraft, serial number 8, was manufactured by Siren of France in 1965. The C-30S is plywood honeycomb throughout the wings and fuselage, with metal ailerons and a D-tube and fabric, all-flying V-tail .

AUGUST 1 989

by Gary Eberhardt

The Edelweiss is the only one flying in the United States today. And fly it does, with an L I D of 36 : 1, a minimum sink rate of just 1 .96 fps and a strong desire to groove the core of a Texas thermal. The C-30S can be seen on page 77 of the 1983 Sailplane Directory.

I found the Edelweiss advertised for sale in the first issue of Soaring Pilot magazine. Not having any idea what an Edelweiss was, I promptly reached for my copy of the Sailplane Directory. Could

this be true? A glider that looked that good, with very respectable perform­ance, at a price that was within reach . It is even known to have great handling characteristics. This would be my first aircraft, so I wanted something that would not be beyond my piloting skills. The Edelweiss seemed to be just what I needed. A call to Melinda Juniper, the sailplane's owner, confirmed my worst fear. Someone called before me and put a deposit on the plane . Many long

4 1

distance calls to Melinda and several weeks later, I learned that the person who placed the deposit had backed out without having seen the aircraft. At 5:00 a. m. the next morning, New Year's Day, 1988, my good friend Dada and I were on our way from Dallas to San Diego. We had just three days to drive

over 1, 500 miles, purchase an airplane, and drive 1, 500 miles pulling a trailer. Could it be done? You bet! What a way to start 1988.

The logbook indicated that the plane had not flown since 1981. The glider had been in storage near Las Vegas since that time, and needed some minor

repairs before it could be flown again. Over the next six months, I discovered that most of the replacement parts would have to be hand made specially for the Edelweiss. It seems you can't just drop in at your local parts store and find parts for the only Edelweiss in the United States. This, too, proved to be a great

Assembled and ready to push out for its first flight in over 7 years. The cockpit dubbed the "Flying Bathtub . . . The instrument panel is attached

to the canopy making it real easy to enter and exit.

42

Ait\ii't::t.·_lQ - February 1990

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SOARING

adventure, as I would meet many fan­tastic soaring people who would help me in my quest to make this great bird airworthy once more. Many thanks to all who helped in the repairs, especially Bruce Beddow and Don Hammer at Southwest Soaring . Without their help and guidance, I know the Edelweiss would still be grounded .

I was also fortunate to know Pete Drolet, a great friend and co-worker, who just happened to be a certified A & P mechanic . He took a great interest in the project and spent many hours working with me on the repairs . We became known as the sailplane work crew at the airport . We would come to the airport, open the trailer, extract various pieces of airplane, and attempt to make prog­ress on repairs . During this time, I noticed some interesting things went on at a gliderport . It seems that people would take their trailers out of the hangar, a s s e mble their birds, and actually fly them. What a concept! This kept me going through the repair days knowing my day would come and the Edelweiss would soar again .

That day came on July 28, 1988. Since I was to be the test pilot in an aircraft that had not flown in almost 8 years, I felt it prudent to sit on a chute . I also found that most parachutes would not fit in the small cockpit of the Edelweiss at the

same time I was there. Finally, all things came together, the winds were right, and cumulus clouds dotted the sky. The Edelweiss and I were ready. We pushed out to the line, hooked up the rope, I waggled the rudder, and soon we were airborne . I somehow got the strangest feeling that this old bird was more excited than I was to be in the air again . Any sailplane is a work of art sitting on the ground, but, once in the air, they come to life as they are now in their element .

During my first flight, my main goal was to have a safe flight and familiarize myself with the feel of this new glider.

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43

On the runway at Caddo Mills after flight No. J .

Thermaling was secondary, but I kept running into lift . You see, in Texas in the summer you could throw a brick in the air and it would stay up for five hours. The airplane practically flies itself. It handles even better than I was told it would . The all flying V-tail has trim tabs for pitch control that will maintain speeds from stall to redline at 140 mph. I found myself using the trim rather than the stick to change speed-to-fly. The Edelweiss wants to stay coordinated with very little input from the pilot . It will thermal with the best of them, due to its wing loading of 5.5 Ibs. /sq . ft . , yet it has a gross weight of 910 lbs. and will penetrate into the wind quite well . During a climb of 5,000 foot that day,

two red-tailed hawks came to join me. I followed them for about five minutes flying formation off their left wing. I will never find a more exhilarating feeling than when I am fortunate enough to share the same airspace with our feathered soaring friends. Nor will I ever be able to explain the feeling to those that don't soar. Soon I found my flying partners were leading me too far from the field for my first flight, and I had to turn and head back to Caddo Mills. Arriving over the field at 3,500 feet agl, I had plenty of time and alti­tude to practice my pattern and get the feel of the dive brakes. I flew a perfect left hand pattern to a less than perfect but adequate touchdown. My thoughts,

@�©rnJ G 1m 1fW[IN] ��� �

44

as I sat on the runway reflecting on all that had just transpired, were that life is good and it just doesn't get any better than this.

The cockpit of the Edelweiss is fully reclined and very compact. My 6'2" 225 lbs. frame just fits and I would say I'm maximum size for this aircraft. However, the plane is very comfortable to fly. To date, I have made several flights of over two hours and have suffered no ill effects. All the flight controls are within easy reach and visibility is extremely good in all directions. Due to the reclin­ing seating position, I can tilt my head back and to the sides and see well above and to the rear. The five-point harness holds you snugly in place and truly gives the feeling of strapping on a set of wings, rather than getting into an airplane. If you could not tell by now, I am very pleased with this sailplane and would recommend this plane to all but the serious competition pilot . I understand there are several flying in Europe, but don't expect to see N3008S for sale soon .

In closing, I'd like to ask if there is a sailplane pilot out there who speaks both French and English and would like to help me translate the operator's manual . If so, please contact me at (214) 770-6345 . •

• Al l new 18 meter wi ng

• H igher LID, lower sta l l

• Enhanced aerobatic capabi l ity

• Avai lable su mmer '89

As=-GROB Systems, Inc. 1-75 & Airport Drive Bluffton, OH 4581 7

(419) 358-9015 B U S I N E S S_ M E M B E R

SOARING

Y o u A R E C O R D I A L L Y I N V I T E D T O P A R T I C I P A T E I N T H E 1 9 8 8 - 8 9

B A R R O N H I L T O N S O A R I N G C U P T H E W I N N E R S O F T H I S I N T E R N A T I O N A L E V E N T

W I L L S P E N D A W E E K A T T H E F A M O U S F L Y I N G M R A N C H S 0 A R I N G C A M P I N N O R T H E R N N E V A D A.

I T I S H E R E T H A T P I L O T S F R O M A R O U N D T H E W O R L D H A V E E X P E R I E N C E D T H E L O V E O F O U R S P O R T

T H E B E A U T Y T H E C H A L L E N G E. T H E F R l E N D S H I P S.

� For rules, information and deadlines, contact

Hannes Linke, 217 West Ellis Avenue, Inglewood, California 90302.

© 1988 Barron Hilton Soaring Cup.

SAFETY CORNER

I'

by George Thelen A few months back, I had a column about

standardizing our signals, and this is some of the response I got. First, from Tom Knauff:

About the existing signals. There are a few serious problems:

The depiction of the "speed up" signal shows the glider above the normal high tow position. It is never permitted to be above the normal high tow position.

The depiction of the "sailplane cannot release" shows the glider to the right. The problem with this is best depicted by the following scenario:

A glider pilot makes a normal tow to the standard release altitude of 2,000 feet. There are several gliders on the ground waiting for a tow, and the tow pilot is anxious to get down as soon as possible. He watches the rear view mir­ror as they pass through 2,000 feet.

Meanwhile, the glider pilot has just pulled on the release knob and it comes off in his hand. Remembering the signals on the SSA signals sheet, he moves to the right, preparing to waggle his wings.

The tow pilot is expecting the glider to move to the right after release and misinterprets the glider's move to the right. The tow plane begins a descend­ing turn to the left, simulating a split S aerobatic maneuver, while the glider is still attached! At least two fatalities can be explained with this scenario. In both cases the gliders had major struc­tural failures.

This signal should be depicted to show the glider moving to the left to perform the signaL By the way, the sig­nal is actually for the glider to "move to the side;' without specifying which side.

The "tow plane ready" signal is un­necessary. When the glider pilot gives the signal to proceed with the launch, he or she would be prepared for the tow pilot to proceed without any further signal . This signal may be useful in

46

some unusual circumstances (waiting for control tower permission when the glider has no radio).

As to the unique launching system of deploying the spoilers at the early part of the launch, I would like for you to consider that this practice can be con­tributing to the possibility of someone else having an accident. Other people ar�und the launch site can easily be tramed to watch for dive brakes being in an unsafe position -prior to launch. However, if your system becomes "nor­mal" for some of the pilots (I begin the takeoff roll with my right hand on the stick and my left hand holding full spoilers with a little brake. Slowly, I close and lock the spoilers as the con­trols become effective), it becomes impossible for wing runners and others to know if that is what you are doing.

I would also challenge the practical use of this system to prevent a wing going down during the early part of the tow. We did a lot of testing at our glider­port, and could find no reason to use the system you describe. The only con­clusion we could find was that you may be using a tow rope length that just may place the glider in the worst part of the propwash of the tow plane, and this could contribute to the tendency for the wing of the glider to be forced to the ground. I would suggest that you want to try an additional ten feet of tow rope, and see if this doesn't stop your prob­lem. In the meantime, if you come to Ridge Soaring Gliderport, you will not be permitted to use this system for safety reasons as well as practical reasons. If your sailplane proves to be the only glider with this problem, you might con­sider trying another pilot at the controls who has not been told the glider has this problem and see what happens.

The new international signal to be used by the tow pilot in case the glider's

dive brakes deploy during the early part of the tow can be a life saver. Accident statistics, as well as the numerous incidents recorded every weekend of the year, show the obvious need for this signal.

The signal is for the tow plane to waggle its rudder if there is something wrong with the glider (almost always the dive brakes are open) . This waggle is not a yawing of the tow plane. It is a rapid rudder waggle or fanning of the rudder, easily seen and interpreted by the glider pilot. If you see the tow plane giving this signal, check your dive brakes first .

The only objection I have heard is that it may not be safe for the tow pilot to fan the rudder, as this could cause the tow plane to stall, or otherwise lose control of the aircraft. If this was a viable rea­son, we would do away with all of the present signals for the same reason. In all cases, each of these signals are at the disgression of the pilot. If it is deemed unsafe for any reason, or if there is no time, there is no obligation to present any of the signals.

Before we address -the issues, the first rule of writing to the Safety Corner is that you may not insult the admittedly modest flying ability of the editor. As bad as he is, at least he has a little pride (actually very little, but that will be our secret). Anyway, how this thing with opening the spoilers at the beginning of the tow got started, was that we were looking for a way to have better control at the beginning of the roll in a heavy cross wind situation, as we commonly exverience in the high deserts of California and Nevada. I have witnessed some spectacular ground loops, some heavily damaged gliders and some almost fatal near­miss accidents. The idea is that the spoilers kill much of the lift, and produce turbulent flow until the control surfaces become effec­tive. Also, the glider does not overrun the tow rope and release if the tow plane pro­duces an extra tug on the rope at the begin­ning of the roll.

The issue of the wing runner signaling the pilot about opened dive brakes is a valid one, and a possible source of problems in a train­ing setting. My response is usually to keep my left hand on the spoiler handle, signaling back with my right hand with circled fingers, an "O. K." (I acknowledge) signal. An even better acknowledgement is to lower the spoilers, and open them again, to show you are aware of the situation .

Your other points are well taken. Thanks for the note, Tom. (I am, however, going to have to take this guy aside and teach him how to write, someday he might get good enough to go someplace with it. )

My other note came from my friend Alex Burnette from Fallon, Nevada:

About the visual signal from the tow

SOARING

plane to the glider that your spoilers are open on tow, I would have to assume that I didn't complete my checklist, or the following would not have occurre d :

those with top and bottom dive brakes -special ca re must be taken to insure safe oper­ation . I don ' t know of any situations where fiberglass sh ips (with top wing only spoilers) have taken off with their spoilers inadver­tently deployed, although there probably are some.

Eric Greenwell, Flight Train ing and Safety Com m i t tee, 222 Thayer Dr. , Richland, WA 99352 .

The tow started ordinarily enough, but after I had lifted off, it seemed that we were not climbing near as fast as we should be climbing. Off of the end of this particular runway at Minden, are some power lines that are never a con­sideration on a normal tow. This time we were pressed to clear the wires, when one of the tow p ilots on the ground called me on the radio and said my spoilers were open. In this partic­ular glider (an Australian Boomerang), with spoilers open on the top and the bottom of the wings, there was con­siderable drag .

Fu rther c o m m e n ts abo u t s ignals a re welcome here, or may be passed along to

I th ink, considering these suggestions, that i t is time we officially address the signal issue for a n update. I know it would help me, because I am having trouble interpreting all of these mysterious gestu res people are giv­ing me all over the place . •

Now, for the second mistake . Instead of closing the spoilers slowly, I slammed them closed. The "balloon" that occurred in the tow position was so high that I almost lost sight of the tow plane .

The point of this story, we need a visual signal for spoilers open on the sailplane. Radio communication is not always reliable. And, if you screw up your checklist, you can figure that the radio will also fail .

Thanks, Alex! As with gliders without automatic hookups, or those with retract­able landing gears, or as we have seen here,

SOIIR MI N DEN

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America in the h igh Sierras! Nestled in the spectaclar beauty of Carson Valle y , Soar Minden offers the ultim ate in Soaring activities . Fro m basic check out for the novice to cross country and wave soaring for the more experienced pilot . This is "Badge Country !"

Our highly professional staff of CFI's and Flight Examiners know how to help you get the most out of your time with us. Clean inexpensive lodging with plenty of recrea­tio nal opportunities and exciting night life are all here for your enjoyment .

• Power to glider transition classes monthly

• Thermal Camps weekly • Aero tow discount plan

• Planes Available: 2-32, 3 Grob 1 03's , Grob 102, LS-4 PIK 200, OG 500, Standard Cirrus, 2 Pawnees and Cessna 1 7 2

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AUGUST 1989

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47

EUROPE. FROM AN AMERICAN POINT OF ViEW

No one can show you Europe quite like American can. And this year, American can take you to

more of it than ever. With service to thirteen wonderful European cities. Including new service

to Lyon, Hamburg, Stockholm, and Brussels� Plus, we offer affordable Fly iAway VctcatioriS pack­

ages to all of them. As well as the opportunity to earn iAdvantage· miles. Its all designed to show

you Europe from a point of view thats distinctly American.

fur more information, call American or your Travel Agent. Something special to Europe .

.(4.dvantage· is a registered service mark of American Airlines, Inc. American Airlines reserves the right to change Mdvamage program ru les, regulations, travel awards and special offers without notice, and to end the AAdvantage program with six months notice. 'Service begins May 1989. Subject to government approval .

TRAVELOG . r ' , ' , '

This month takes us to visit chapters and business members in New York, Ohio and Pennsylvania . So, Eastern U.S . , here we come . . .

Glider Pilots Ground School, based in Rochester, New York, is a business member that offers preparation for FAA glider written exams at various loca­tions throughout the country. Director Edgar Seymour recommends that you make a reservation for the location of your choice a couple of weeks in advance.

Harris Hill Soaring Corporation offers demonstration sailplane rides from Harris Hill in Elmira, New York . Visitors to the National Soaring Museum can have the personal experience of flying in a 2-33, A S K- 2 1 or a G - I03 . . The Museum is open all year and rides are offered on weekends year round, and during June through September are also during the week . The Finger Lakes district offers a wide variety of other historical and recreational activitie s . Visits c a n b e made t o the Corning Glass Center and local wineries . Sounds like a good vacation trip!

Iroquois Soaring Association, Inc. is a private glider club that has been serv­ing the soaring needs of Central New York for 31 years. Its home base is the Cooperstown-We stville Airport pro­viding a 2,300 foot meticulously main­tained grass strip in a laid back rural setting . Cooperstown is known nation­wide as the starting place of baseball, and for its National Baseball Hall of Fame. To local soaring p ilots, which include a significant hang gliding pop­ulation due to the nearby Susquehanna Flight Park, Cooperstown is known as the "Home of the friendly skies:' The alternating ridge and farmland valleys provide terrain where great lift and beautiful scenery abound. Club equip­ment of an SGS 2-33, SGS 1-26, SGS 1-34 and Phoebus Bl are available to members only, but ISA welcomes visiting pilots and their gliders to share the good ther­mal and ridge conditions, particularly April through June and September­October. Contact Don B o ardman at (315) 339-0009.

Long Island Soaring Association flies weekends from Brookhaven Airport, about 60 miles from New York City on a 120 by 17 mile island . Spring and early summer offer the best thermals after a cold front, and you can possibly see NYC . Club members have available an SGS 2-32, two SGS 1-26s, an SGS 1-35, a Blanik and two S G S 2-33s and they do offer introductory flights . In addition, visitors have public ocean beaches and

AUGUST 1 989

IHI� CGrlliicdl®rr �illlqg W0fiilll lIlr�w®n

by Norma Ravnsborg

river canoeing as alternatives to activ­ities in the Big Apple .

The Ro chester Soaring Club is a private club flying at the Dansville, NY airport . They have approximately 50 regular members and 21 associate mem­bers, many of whom own their own sail­planes. Club equipment includes two SGS 2-33s, an SGS 1-26, an SGS 1-34, a Blanik and two Citabria tow planes. An introductory membership is available for three instructional flights for $75 or visiting glider owners can purchase a daily membership for tows . Dansville is located in the beautiful southern tier of western New York, with excellent soar­ing conditions . Thermals are best April through June for 300K flights and hosting regional contests, with spring or fall bringing ridge and occasional wave .

Sky Sailors , Inc. flies year-round from Suffolk County Airport on Long Island at Westhampton Beach . Using Schweizer equipment (2-33, 1-26 and 2-32) a visitor can get an introductory flight, take lessons, or get checked out for solo. While not flying, you can take advantage of one of the best beaches in the world and all the area has to offer. They try to take off Monday and Tues­day and reservtions are recommended . A s John reports, Westhampton is the place to be during the summer.

"At Valley Soaring we try to create an environment where a pilot can have a rewarding flying experience, without feeling the need to have the latest fancy glider:' Club equipment includes three S G S 2-33s, three SGS 1-26s, and a two-

place Lark . "Our training and pilot advancement strongly emphasizes basic flying skills and encourages progressive development of skills in moderate per­formance equipment . We have had good success with our youth program in con­junction with local CAP squadrons, as well as with other young people. We have found that there are kids who will stick with flying if we keep costs within reach:' Valley Soaring flies weekends and hol­idays at Randall Airport, Middletown, New York . When you are not flying ther­mals March to October and wave from October to March, there are parks and West Point to visit .

Wurtsboro Flight Service offers con­sistently good soaring conditions from thermal, ridge and wave (often simul­taneously) depending on the season . They only close on the major holidays and for bad weather, so enjoy the recrea­tion of the Catskills and some New York flying . You can get checked out to solo one of their five SGS 2-33s or the SGS 1-36 and you will need renter's insurance. A visit to this resort area should include a reservation to fly from a soaring site established in 1927.

Caesar Creek Soaring Club is located in southwest Ohio with an active roster of 150 members. The club flies primarily on weekends from a 2800' well groomed sod runway. Club equipment includes an S G S 2-33, three SGS 2-33s, two SGS 1-26s, an S G S 1-36, a Twin Grob with tows provided by two Pawnee 235s or a Scout . Catering to student pilots, 80% are instructional flights . The club func-

49

tions on a volunteer basis to keep costs low. Members are assigned to a week­end crew to assist in launching aircraft . While members are flying, there are activities for spouses and kids, and eve­ning activities are open to all . In opera­tion for 45 years, Caesar Creek offers enjoyable facilities and equipment, sur­rounded by landable, friendly terrain . Expect thermals from April to September with most cross country flights from mid-April through July.

Fun Country Soaring flies from Bots­ford Airport southwest of Cleveland.

Training is provided by an SSA Instruc­tor at all levels. Club equipment includes an SGS 2-33, an SGS 1-26 and a Grob 103 with tows provided by a Pawnee. Two alternates are available, in addition to the main grass runway. The club offered a cross-country training program, in­cluding ground school and dual and team cross country flights this year. Ther­mal conditions are likely between May and October.

Lane's Lebanon Air Service has 4 grass runways available at Warren County Air­port WNW of town, to help alleviate most crosswind possibilities. The airport terminal offers restrooms and snack foods, but town is only 3 miles away and known for its quaint decor and antique shops. Amusement parks and the College Football Hall of Fame are eleven miles distance, with Cedarbrook Campground within 2.5 miles. Closed on Mondays, reservations are suggested for instruction and rental for the two SGS 2-33s or the SGS 1-26. Experience of operating the glider school for 17 years would verify that the best ther­mal months are April through June.

You will find the Soaring Thunder­birds flying mostly on weekends south­west of Akron at the Wadsworth Munic­ipal Airport . The two club Blaniks and SGS 1-26 are available to members only, but tows are offered to visiting pilots in their sailplanes. Flights are on a first come first serve basis, with club mem­bers getting 1 hour flights on weekends or 2 hour flights during the week, if another member is waiting.

Country Aviation, Box 218, Erwinna, PA 18920, operates at Van Sant Airport centrally located midway between New York City and Philadelphia, and easily accessible from northern New Jersey. Set up on a hill in beautiful Bucks County amid rolling countryside, covered bridges and unspoiled villages, visitors get the feeling of time gone by. Instruc­tion is available daily in a sailplane, biplane, aerobatic plane or a balloon.

Glider equipment includes four SGS 2-33s, an SGS 1-26, an SGS 1-34, and two SGS 2-32s used for rides only. From history to recreation, to shopping and theater, you should have a great time in addition to cross country flying May to November, then wave from November to March. Region II was there in April and instruction for the physically disabled is scheduled March through November. Call (215) 847-8401 for reservations and directions to the airport .

The Philadelphia Glider Council hangs out on weekends and holidays from April to October at the Philadephia Gliderport thirty-five miles northeast of the city. Founded in 1941, it is one of the oldest soaring clubs in the U.S. Located on over 100 acres of club-owned land in Hilltown, PA, PGC has over 65 active members and two hangars. Members can fly any of two SGS 2-33s, two SGS 1-26s, an SGS 1-34 or a Grob 103 with tows from two L-19s. Visiting pilots with their own sailplanes can obtain guest tows to 3000' for $15. Expect thermals from June to August and wave in April or Novem­ber. The gliderport is located in scenic and historic Bucks County.

Ridge Soaring Gliderport at Julian, PA is world famous due to the Bald Eagle Ridge, which runs from Williamsport, PA to Knoxville, TN (a distance of over 500 miles) . Soaring is good all year with spring and fall best . Pilots worldwide visit Ridge Soaring to experience the extraordinary conditions. Many national and world records have been set from this area, including the world's longest flight of over 1000 miles. Offering instruc­tion, rentals and scenic rides seven days a week, reservations are encouraged. Equipment available includes two Grob 103s, an SGS 1-34, and a Pegasus 10l . The gliderport offers on-airport facilities with extensive recreational opportunities nearby. You can fly cross country year round using thermals from April to October and ridge and wave from November to May . •

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50 SOARING

F.A.I. BADGES & OTHER SSA AWARDS

ARLEEN COLESON

INTERNATIONAL F.A . 1 . BADGES F O R SOARING

Earned or Recorded i n the Un ited States Through May 1 989

DIAMOND BADGES

705. Hardy M . Ledet

INTERNATIONAL N U M BER ASSIGNED

4539. M ichael H . Bradford (U .S . 703) 4545. Jim Day (U.S. 704)

GOLD BADGES

1 854. Brett R. (Rex) Mayes 1 855. John F. U nangst, J r. 1 856. Thomas E. Kel ley 1 857. James A. Sumner

SILVER BADGES

5 1 96. Andrew C. Frechtl ing 51 97. Brett R. (Rex) Mayes 51 98. Dennis E . Hol land 51 99. Robert J. Gladics 5200. James Furlong 5201 . Kevin B. Kochersberger 5202. Howard E . Hoadley

ALTITUDE DIAMONDS

5000 meters (1 6,404 feet) Wolfgang G. Dzi kus; G-102; M i nden, NV

(Certified to W. Germany) John Fulton; Pegasus; M i nden, NV Raymond G. Marvin ; 1 -35; Westc l i ffe, CO

DISTANCE DIAMONDS

500 kilometers

AUGUST 1 989

(31 0.7 mi les) Hardy M. Ledet; 3 1 5 mi les from Ridge

Soari ng , PA; 1 -26; 6 :30 hrs. ; May 21 . M ichael K. Pfleger; 312 m i les from Ridge

Soari ng , PA; LS-3a; 4:57 hrs. ; Apr i l 23. John F. U nangst, J r. ; 321 mi les from

Alamogordo, NM; AS-W 19B; 6:35 h rs. ; May 20.

GOAL DIAMONDS

300 km O&R or Triangle (1 86.4 mi les) H oward E. H oadley; Ast i r CS; Oviedo, FL Peter C. K ing; Open C i rrus; Matthews

Field , TN Hal T. Matousek; 1 -26; Bla i rstown, NJ James A. Sum ner; LS-3a; Ridge Soar­

i n g , PA John F. U nangst, J r. (See Dia. Dist.)

GOLD BADGE LEGS

Altitude: 3000 meter gain, (9,842 feet) Robert Carlton; Libel le; Moriarty, N M Chuck Denison; 1 -26; Hobbs, N M Wolfgang G . Dzikus (See Dia. Alt . ) (Cer-

tified to W. Germany) Andrew C. Frechtl ing ; Std. C i rrus; Little-

f ie ld , TX John Fulton (See Dia. Alt .) Robert J. Gladics; S l ingsby Vega; Hai ley, 1 0 Kai E . Rasmussen, J r. ; G-102; Minden, N V H erbert V. Smith; 1 -34; Westcliffe, CO George A . Taylor; Pegasus; M inden, NV John F. U nangst, J r. ; AS-W 19B; Alamo-

gordo, N M Distance: 300 kilometers (1 86.4 mi les) H oward E. H oadley (See Dia. Goal) Thomas E . Kel ley; N i m bus 3; Alamo-

gordo, N M Brett R. (Rex) Mayes; Centrai r ; Vacaville, CA James A. Sumner (See Dia. Goal) John F. U nangst, J r. (See Gold Alt . )

SILVER BADGE LEGS

Altitude: 1000·meter gain (3281 feet) John A. Bacon; 1 -26; Jacksonvil le, FL Robert Carlton (See Go ld Alt .) Chuck Denison (See Gold Alt . ) Donald M . DePree; B lanik ; White Bear

Lake, M N Daniel J . Dunkel; Pegasus; Vacavi l le, CA Andrew C. Frechtl ing (See Gold Alt .) John Fulton (See Dia. Alt . ) Henry K. Hardcastle I I I ; Phoenix, AZ

(Tu rry Dennis E. H ol land; P IK-20D; Matthews

F ie ld , TN Robert C. Johnson; 1 -26; Winsor, VA Lisa Maddox; 1 -26; Hemet, CA Randy T. McMaster ; 1 -34; Harris H i l l , NY' John P Montgomery; 1 -26; Ai rSai l ing , NV Peter C. Parsons; 1 -34; Boulder, CO David Rice; G-102; Kingston, GA Herbert V. Smith (See Gold Alt . ) Walter Trottier ; 1 -36 ; Wu rtsboro, NY Distance: 50 kilometers (31 . 1 m i les) Ronald B. Cl ifford ; Pegasus; Bur l ington, CT Volker M ul ler ; 1 -36; Reno-Stead , NV (Cer-

tified to West Germany) Duration: 5 hours Kevin J.Cull is; 1 -26 ; Somerset, NJ Jonathan R . Edwards; 1 -26; Harr is H i l l , NY' James Fur long; Austr ia; Harr is Hi l l , NY Kev in B. Kochersberger; 1 -26 ; N ew

Castle, VA Brett R . (Rex) Mayes (See Gold Dist . ) Randy McMaster; 1 -34; Harr is H i l l , NY' David Rice; G-102; Kingston, GA Altitude/Distance Gene N. Goerke; B lanik ; Phoen ix , AZ

(Tu rry Jerry M . Kirkpatrick; AS-W 19B ; Refugio, TX Altitude/Duration Mark Akerley; 1 -36; H i nckley, I L

51

5 2

Garry L . Duff; 1 -34; Calistoga, CA Steven R. Johnson; 1 -26; Phoenix, AZ

(Turf) Altitude/Distance/Duration Robert J. Gladics (See Gold Alt .) Howard E. Hoadley (See Dia. Goal)

BRONZE BADGES 542. Jeffrey H . Babin; Brownsboro, AL 543. Frank Ciard i ; Eagle Ridge, NJ 544. Garry Duff; Calistoga, CA 545. Gary L. Essenpreis; Readington , NJ 546. Will iam Glendinning; Readington, NJ 547. Ingo Kuenzel; Beasley, TX 548. Ron Mclaughlin; White Bear Lake, MN 549. M artin S. M ichael ; Livermore, CA 550. James E . Owens; CA 55 1 . Samuel W. Poole; Jacksonvi l le, FL 552. David Schober; Vacavil le, CA 553. Hans E. Sheline; Hobbs, N M 554. Thomas Takabo; Readington, N J 555. Elmer U d d ; Waialau, H I

C BADGES 1 3 ,769. Richard Andrews; Stanton, MN 1 3,770. John S. Backner; Ridge Soaring, PA 1 3 ,771 . M ichael T. Harding; Gardner, FL 1 3 , 772. Robert C. Johnson; Winsor, VA 1 3 ,773. Thomas J. Kochanski; Plainfield , I L 1 3 ,774. Robert L . Lock ; Harford , MD 1 3 ,775. Ron Mclaughl in ; White Bear

Lake, M N

SILVER BADGE REQUIREMENTS Sliver Altitude - 3281 ft.Geln

Submit a completed Soari ng Awards Appl ication Form and the barogram of the fl ight. I f the Altitude gained is close to the min imum, submit the current barograph calibration trace.

Sliver Distance - 50 km The Si lver Distance must be a straight

l ine fl ight accomplished either by a Straight out fl ight from release to landing; or from a Remote Departure to a landing; or from a Remote Departu re to a Remote Fi n ish point. Don't forget the 1% Rule!

Submit a completed Soari ng Awards Application form, barogram of the flight, and if a Remote Departure and/or Remote Fin­ish is used, submit the uncut f l ight f i lm negatives. Black and White or Color Fi lm can be used - prints must be made and sub­mitted If color film Is used.

Sliver Duration - 5 hours Submit a completed Soari n g Awards

Appl ication Form and the barogram from the flight showing a flight of at least 5 hours from release to landing. If a barogrph i s not used, the Official Observer must sign the statement on the appl ication form stating that the flight was made under continual observation.

GOLD BADGE REQUIREMENTS Gold Altitude - 9,842 ft. Gain

Submit a completed Soar ing Awards Appl ication Form and the barogram of the fl ight. I f the alt itude gained is close to the minimum, submit the cu rrent barograph calibration trace.

Gold Dlstsnce - 186.3 miles The Distance may be accomplished by an

Out and Return Course, a Triangular course, the 3 Turnpoint course, or a Straight out course. An Out & Return or Triangular Course must be declared prior to take off and must be flown exactly as declared.

Either of these two cou rses wil l also sat­isfy the Diamond G oal requi rements if the course is completed.

The Three Turnpoint course al lows up to 3 turnpoints to be declared. Al l or any of the

1 3 ,776. Martin S. M ichael ; Livermore, CA 1 3 ,777. James E. Owens; CA 1 3 ,778. Susan E. Pitcher; Gardner, FL 1 3 ,779. David Rice; Kingston, GA 1 3 ,780. Hans Sheline; Hobbs, NM 1 3 ,781 . Paul E. Simmons; Eagle Ridge, NJ 1 3 ,782. Stephen F. West; Gardner, FL'

B BADGES Richard Andrews; Stanton, MN Timothy L . Bringardner; Harford, M D Mark Burris; Tampa, F L Dale E . Calender; Black Forest, CO Edgar J. Hammond; Fremont, CA Michael T. Harding; Gardner, FL Richard A. Hurxthal ; Gardner, FL Robert C. Johnson; Winsor, VA Pau l J . Kaufmann; Ames, IA Thomas J. Kochanski ; Plainfield, I L Marc Kol ler; Hemet, CA Ron Mclaughl in; White Bear Lake, M N James E. Owen; CA David Rice; Kingston, GA James W. Schwerin; Black Forest, CO Lawrence R. Scott; Fremont, CA Hans Shel ine; Hobbs, NM Brian P. Snowberg; White Bear Lake, MN Stephen F. West; Gardner, FL'

RECORDS APPROVED I ndiana; Multi-place; Open/Senior;

Straight Distance; 268.8 miles; Joe M . Dearmin ; AS-K 1 3 ; May 1 0 ; Merom.

turnpoints may be used and flown in any sequence so long as the required distance is achieved. This course cennot be used for the Diamond Goal. The Straight out course does not have to be declared and it too cannot be used for the Diamond Goal.

Submit a completed Soar ing Awards Appl ication Form , the barogram of the fl ight, and the flight fi lm negatives. Be sure that the barograph is in calibration, the fi lm negatives are uncut, and if color film is used, submit prints also.

DIAMOND BADGE REQUIREMENTS Diamond Altitude - 18,�4 ft. Gain Submit a completed Soaring Awards

Appl ication form, the barogram of the flight, and the cu rrent barograph calibration trace.

Diamond Distance - 310.7 mile. As with the Gold Distance, a Straight out

course, Out & Retu rn or Triangular Course, or the 3 Turnpoint Course may be used as long as the completed distance meets the minimum requi rements.

Submit a completed Soar ing Awards Appl icat ion Form , the barogram of the fl ight, and the flight fi lm negatives. Be sure that the barograph is in calibration, the fi lm negatives are uncut, and if color /ilm is used, submit prints also.

Diamond Goal - 186.3 miles The course must be declared as either an

Out & Return or Triangle, it must be com­pleted in the sequence i n which it was declared, and the stsrt of the flight cannot be more than 3281 ft. - horizontal l y -from the finish of the flight.

Submit a completed Soari ng Awards Appl ication Form , the barogram of the f l ight , and the flight fi lm negatives. Be sure that the barograph is in cal ibration, the film negatives are uncut, and if color film is used, submit prints also.

Flying for badges is a challenge. Let me help you resolve any rules questions you might have before the fl ight. Call Arleen Coleson at the SSA Badge and Record Office - 303-757-7214.

Nevada; Multi-place; Feminine; Absolute Altitude/Altitude Gain; 18,600 1t. l9,500 It . ; Rosalie G. Pryor; G-103; April 2; Minden.

Nevada; Single-place; Standard/Feminine; Absolute Altitude/Altitude Gain; 32,81 8 It .l 24,700 It. ; Rosalie G. Pryor; April 2; Minden. '

New Mexico; Single-place; Open/15-Meter; Out & Return Distance;41 0.95 miles; Jim Day; Ventus B; April 8 ; Alamogordo.

New Mexico; Single-place; Feminine; Straight Distance to a Goal; 56.7 mi les; Jill Fletcher; Astir CS; April 16 ; Alamogordo.

Tennessee; Mu lti-place; Open; Out & Return Distance; 100.74 mi les; Dan N . Will iams; Blanik; May 6 ; Chattanooga.

1-26 RECORDS Region 7; Feminine; Absolute Altitude/ Alti­

tude Gain ; 5,500 1t.l3,300 It. ; Kathleen C. Winters; April 15; Stanton, M N .

Region 1 0 ; Open Class; Altitude Gain; 13,000 It. ; Juan Batch; April 16; Eagles Nest, TX.

Region 1 1 ; Senior Class; Absolute Altitude/ Altitude Gain ; 10,300 1t.l4,000 It , ; John P.

Montgomery; May 6; AirSai l ing, NY.

RECORDS CLAIMED U.S . National ; Single-place; 15-Meter!Stan­dard; Speed Over a Triargular Course of

500 km; 1 40 kph (86.94 mph); Thomas Knauff; Discus; May 21 ; Ridge Soaring, PA. (Hi lton Cup sub­mission - 335.5 5: m i , /325 .48 points)

JUST FOR FUN LONG FLIGHTS Non·badge flights over 250 mile. April 23; Harold Katinszky; Std , Jantar 2 ;

648 mi les from California City, C A to Hwy 395 & 1 68 I ntersection, to Hwy 14 and 58 E . I ntersection, to Lone Pine, CA and retu rn; 11 : 16 hrs. (1 000 km Diplome attempt)

May 6 ; Fritz Seger; Astir CS/77; 353 mi les from Crystalaire, CA to Si lver Spri ngs, NV; 6 :25 h rs,

May 20; John Graybi l l ; Glasflugel 304; 322 miles from C rystalaire, CA to P leasant Valley, AZ (Tu rf); 7:45 hrs.

May 20; Fritz Seger; Astir CS/77; 322 miles from Crystalaire, CA to Pleasant Valley, AZ (Tu rf); 8 :05 hrs.

May 20; Rob Nethercutt; Ventus C; 385 mi les from Crystalai re, CA to Wicken­burg, AZ; 7 h rs.

May 27; John Graybi l l ; Glasflugel 304; 367 mi les from Crystalaire, CA to Parowan, UT; 7:07 h rs.

May 27; Fritz Seger; Ast ir CS/77; 390 mi les from Crystalai re, CA to Beaver, UT; 7 : 15 hrs.

May 28; Gunnar Blanke ; Std. Ci rrus; 260 miles from Boulder, CO to Gold \-lill , to Eleven Mi le Reservoir and return; 7 :30 hrs.

May 29; Steve Hi l l icker; P I K-20D; 410 miles from Owl Canyon, CO to Walden, to Rawlins, to Cheyenne, WY, to Longs Peak, CO and retu rn; 5 :36 hrs,

June 3 ; John Graybi l l ; Glasflugel 304; 439 miles from Crystalaire, CA to Hol lbrook, AZ; 7:33 hrs.

June 3 ; Fritz Seger; Astir CS!77; 439 miles from Crystalaire, CA to Hol lbrook, AZ; 7 :40 hrs.

'Flown by pilots less than 21 years of age.

SOARING

CALENDAR OF EVENTS

CALENDAR OF EVENTS Sponsors of all soar ing events are req uested to sub­mit detai ls so they may be i ncluded in the SOA R I N G calendar. Deadl ine f o r calendar items i s t h e 1 5th of the month , two months previous to the cover date ( i .e. , Jan. 1 5th for the March issue). P rospective part ici ­pants and visitors shou ld write to activity contacts for information on entry appl ications, rai n dates and prac­tice days. Send calendar items to:

Calendar Editor SOARING Magazine

P.O. Box E Hobbs, NM 88241

August 8-1 7, 15-Meter Nationals, Uvalde, Texas. Contact: Mark Huffstutler. (512) 278-4481 . Prac­tice August 6-7.

Au g. 1 5-26, World Championship Sai lplane Aerobatic Contest i n H ocken heim, West Germany. Contact: Bob O' Del l , 391 1 R i ley, Houston , TX 77005.

Au g. 1 6, Twin Tier Hangarfest Pi lots Outi ng , Harris H i l l , New York. Contact: National Soaring M useu m, RD #3, Harr is H i l l , E lm i ra, NY 1 4903. (607) 734-31 28.

Aug. 20-26, Region 6 North Contest. Sponsored by Benz Aviation, Inc. , Ionia Cou nty Airport, Ionia, Michigan. Practice day August 19. Contact: Jerry W. Benz, 3148 South State Road, Ionia, M1 48846. (616) 527-9070 (days), (616) 642-9019 (eves).

Aug . 26-27, Sept. 2-4, Region 12 Contest, California City Gliderport. Open, 1 5-Meter, Standard and Sports Class. Contact: RESCO, 24743 Quigley Canyon, Newhall , CA 91321 . (805) 255-6818.

Sept. 2-4, Sailplane Homebui lders Western Workshop, Tehachapi , CA. Contact: H owie Bu rr, 1 426 H i l lc rest Ave. , Glendale, CA 91202. (818) 244-5281 .

Sept. 2-4, Hobbs 1 -26 Regional . Ho bbs, New Mexico. Sponsored by: Hobbs Soari ng Society. Contact : Charles Shaw, 4106 W. Alabama, H obbs, NM 88240. (505) 392-3379.

Sept. 2-4, Rocky Mou ntain Soari ng Contest, Owl Canyon Gl iderport, Colorado. Contact : J.J. Rose, 9185 N . Corral Lane, Castle Rock, C O 801 04. (303) 790-1 907.

Sept. 2-4, Central Oh io Soaring Association " Fal l Round U p" Marion M u nici pal Ai rport, M ar ion, Ohio. Con­tact: Chr is Betz (41 9) 253-441 8 or Gale Winnett (61 4) 888-01 68

Sept. 3-9, Region 3 Contest, E lmira, New York. Sponsored by Harris Hi l l Soaring Corp. Contact: Janell Sull ivan, 306 Bentley P I . , Horseheads, NY 14845. (607) 739-7899.

Sept. 8, 8-10 p. m . , i nformal recept ion , National Soaring Museu m, E lm i ra, NY. For more i nformation contact : National Soaring Museum, RD #3, Harris H i l l , E lmira, NY 14903. (607) 734-31 28.

Sept. 9, dedication of expansion ceremony, National Soar­ing Museum, E lm i ra, NY.

Sept. 9, 6-10 p. m . Reception and Ralph S . Barnaby 1 6th Annual Lecture, Nat ion al Soari ng M u seu m , E lm i ra, NY.

Sept. 9, Fall SSA Board of Directors Meeting, at the National Soaring Museum, Elmira, New York.

Sept. 1 0, National Soar ing Museu m Trustee's Meeting , National Soar ing Museu m, E lm i ra . NY.

Sept. 16 - 17, 23-24. Annual Little Guys M eet. B la irstown , NJ. Sponsored b y Aero Club Al batross. Contact : Eagle Ridge Soaring, Blai rstown Ai rport , 36 Lam bert Road , Blai rstown, NJ 07825, (201 ) 362-831 1 or Harry Trauger (201) 526-1 578.

Sept. 17-22, Region 4 South Contest, New Castle, Virginia. Spo nsored by: Blue Ridge Soaring Society. Contact: Jim Cole, 3424 Clara Rd. SW, Roanoke, VA 24018. (703) 982-6881 (days), (703) 774-5677 (eves). 15-Meter, Standard, Motorglider. Practice day Sept. 16th .

Sept. 23-24, 1 0th Richard C. DuPont Commemorative Regatta, Way nesboro Ai rport , Waynesboro, VA . Contact: Jack H i lton, President, Vi ntage Sai lplane

AUGUST 1 989

Events l isted in bold-face type are sanctioned by the SSA_

Associat ion (703) 549-71 51 . Oct. 7, 4th Annual Air Sai l ing Banquet and Silent Auction.

Reno H i lton, Reno, Nevada. Contact: Fred Fricke. (702) 852-8981 or (702) 329-4600.

Oct. 7-8, 14- 15, Fall Foliage Weekends. E lm i ra, NY. Spon­sored by Harris H i l l Soaring Corp. Contact H . H .S.C. clo Janel 1 Su l l ivan, 306 Bentley P I . , Horseheads, NY 14845. (607) 739-7899.

Oct. 14, National Soari ng Museum's 4th Annual " Kitecite­ment" kite f ly. Contact National Soari ng M u seum, Harr is H i l l , RD #3, E lmi ra, NY 14903. (607) 734-31 28.

Oct. 14-1 5, 16th Annual Octoberfest held at the Chi l howee Gl iderport, Benton , TN . Contact Speedy Bond (61 5) 393-2727 or Dave Stevenson (404) 952-1 565.

Oct. 20-30, Fall Mountai n Camp in Tennessee's beautiful Sequatchie Valley. Ridge, thermal and wave f lying

from M atthews Field in Whitwel l , TN , near Chatta­nooga. Cam pers and RV's welcome. For confirmation and reservations write: Art Matthews, clo Sequatch ie Soari n g , Rt. 1, Box 580, Whitwel l , TN 37397.

Nov. 24-25, 46th Annual Snowbird Regatta. E lm i ra, NY. Sponsored by Harris H i l l Soari ng Corp. Contact: Janel l Su l l ivan , 306 Bentley PI . , Horseheads, NY 14845. (607) 739-7899.

Dec. 8, Commu nity soaring committee luncheon. Con­tact : National Soaring M useu m , R D #3, Harris H i l l , E lmi ra , NY 1 4903. (607) 734-31 28.

Feb. 12-14, 1990, CFI-G Revalidation Clinic. Indian­apolis, IN. For more information contact Cyndi Stevenson, SSA office. (505) 392-1177.

Feb. 12-17, 1990. SSA Annual Convention. Westin Hotel , Indianapolis, Indiana. Sponsored by the Central Indiana Soaring Society.

53

CLASSIFIED ADVERTISING

CLASSIF IED ADVERTIS ING AU A D S MUST B E PREPA I D

T h e rate fo r c lass if ied advert i s i n g is 65 cents per word or group of characters. (An area code and phone number i s counted a s one wo rd.) The 1 4 - wo rd m i n i m u m cha rge for ads is $9. 1 0 . I n sert ions made by telephone are subject to a $ 1 .00 service cha rge and must be charged against a V ISA, Ma sterCard or

American Express account. A fee of $9.00 is cha rged for each photograph ( s u bsequent in sertions of the same i l l u stration - $ 7 .00). These charges include sales tax.

Ads can run cont inuously until cancel led but m u st be prepaid three months in adva nce. Ad s can be cancel led by the deadl ine da te, in which case prepaym ents wi l l be refunded for ads not run.

Advert isements are accepted u p to the 1 5 th of the month for the second cover date fol lowing. Should the 1 5th occu r on a week­end or holiday the i nsertion dea d l i n e wi l l be the last bus iness day prior to the 1 5 th for the October i s sue. Ads may not be cancel led or refunded after the dead l i n e da te, but a SOLD

sign may be placed over a n a d for a prod uct that has been sold i f the request for a SOLD

sign is made by the last day of the deadl ine month.

Please send ad, photo (color or B&W prints only) and payment (payable to SSA) to:

Classified Advertising Depa rtment SOARING Magazine

P.O. Box E , Hobbs, N M 88241

SAI LPLANES FOR SALE, SINGLEPLACE

BOLKOW

PHo.EBUS B, Cambr idge elec . & mec h . T E . and netto comp var ios and audio, pressu re demand oxygen system and mask with Bal l mic. , Genave 360. ch . radio/te lex mic. , Hami lton vert ical card com pass, Replogle barograph , landout t ie down k i t , Ch r isten aerobatic seat belt/harness, metal enclosed trai ler, com plete for X·C except c h u te. $8 ,0.0.0. . D i c k . (8 1 8 ) 354-7812 (off ice) , (81 8) 362-40.98 (home) . CA

BRIEGLEB

BG·12A, 650. IT, excellent workmansh ip, always hangared, never damaged , enclosed trai ler, chute, extras. $3,0.0.0.. (51 4) 457·5340.. Canada.

BG-1 2 B, very pretty, cur rent l icense, exce l lent condition , 1 p iece canopy, 34: 1 LID, radio, trai ler. Best buy on the market . M ay trade. $3,995 or less without t rai ler. T im M ara . (71 6) 484·0.131 (days) , (71 6) 664·6892 (eves) . NY

54

CHEROKEE

CHERo.KEE I I , ceconite, basic i nstruments, cur­rent annua l , enc losed trai l e r. $2 ,0.0.0.. D ick Gabler. (5 12 ) 735·2489. TX DIAMANT

DIAMANT, 1 9·meler f rom Tu rf Soari ng , needs some work , new spar·mod kit wi l l come with deal . Trade even , good 2·33, 1 ·26 or 1 ·34 with trai ler. Chance to upgrade performance worth the money. Roy. (60.2) 439·3621 . AZ

D IAMANT H BV ( 15M) . Very good condit ion . W ings re·contou red and refi n ished spr ing 1 986. Com pet i t ion panel , Smi ley bags, and new Schreder trai ler. Ask ing $ 1 1 ,50.0.. Call Rick (71 6) 235-0.625 (home) , (71 6) 253-7825 (work) . N Y

GLASER DIRKS

G LASER D I R KS sai lp lane owners, we have customers for DG sai lp lanes. If you are con· s ider ing sel l i ng you r DG, o r need parts and service, please contact us at G laser D i r ks Sai lp lanes, 5847 Sharpe Rd , Cal istoga, CA 945 1 5. (70.7) 942·5727

DG·2o.o., 70.0. hrs. , Cambridge electric, Terra 720., Boley compass, Endurox oxygen, many extras and trai ler. $22 ,50.0. U.S. (40.3) 260.·2935 (days) , (40.3) 949-2589 (eves) . Canada

DG·2o.o., 1 20. h rs. , Cam br idge Mark IV with speed ind icator, Sage, Edo-Ai re, radio, ABA with 22 cu bic foot bott le, M i nden t ra i le r. N ever damaged . (80.5) 824-2839 (eves) . CA

DG·2o.2/ 17, all factory options + VP3, oxygen , 6o.M , M i nden trai ler. $29,50.0.. G laser D i rks. (70.7) 942·5727 CA

GLASFLUGEL

L lBELLE 2o.1 B, excel lent condition , rad io, oxy· gen , water, Rico vario with audio, mechanical va r io, Wi nter barograp h , enc losed t ra i l e r. $1 3,0.0.0. (70.3) 243·0.745. VA

L l BELLE H·3o.1 B, 2 Wi nter T E . varios, aud io var io, RST 542 rad io, Secu rity 1 50. parach ute, E ber le trai ler. $ 12 ,0.0.0.. (30.5) 821 - 1 994. FL

M o.SQU ITo., exce l l ent cond i t i on , 30.0. h rs . , i nstruments, a luminum tra i ler. (40.3) 269·380.7 (days) , (40.3) 282·60.54 (eves) . Calgary Alberta Canada

JANTAR

JANTAR 2A, 30.0. IT, excel lent condit ion , metal trai ler, com plete soar ing package with many extras. A very clean sh ip for $1 4,50.0.. For detai ls (916) 541 ·7328. CA

PETERSON

JAVEL IN J-4, last production bui l t , metal and fi berglass, 32 : 1 , excel lent condit ion with trai le r. $3,90.0.. (60.2) 759·5883 (eves) . AZ

PIK

PIK·2o.B, carbon, excel lent condition, equ ipped , facto ry trai le r, extras. $1 7,0.0.0.. Rolf B. (718) 527·870.0. (days) . NY

PRUE

PRUE 215A, al l meta l , v-tai l , retractable land ing gear, 41 foot span , LID 29 : 1 accord ing to 1 974 Soari ng D i rectory, spoi l ers, no f laps, enclosed trai le r, fresh annual on purchase. $5,0.0.0.. (80.5) 822-8247 (eves and weekends) . CA

ROLLADEN-SCH NEIDER

LS-1 F, comp lete package. $ 1 5 ,0.0.0. . (50.9) 966-9416. WA

LS-3, Komet, Zander SR·82o., Terra TX72o. com , TRT-25o. transponder, oxygen, turn gyro, more. $29,950.. (51 2) 493·5635. TX

LS·4, less than 20. hours, immaculate condit ion , fu l l panel except f inal g l ide calculator, Cobra t ra i ler. No t ime to f ly (31 4) 454·6162 (days) , (31 4) 965·6794 (eves) . M o.

SCHEM PP- H I RTH

D ISCUS B, # 1 0., approx imately 350. hou rs, Cobra. (80.3) 288-0.326 (eves) . SC

M I N I N I M BUS C, excel lent condit ion, full instru­ments, oxygen , trai ler. (60.2) 968·45 19. AZ -

N I M BUS 2 N45J D, t rai ler, $20.,0.0.0. now; $1 8,0.0.0. Sept. 2o.th

'. Performance th is actual g l ider in

Soari ng Ju ly 1 981 . Pe rfect 1 o.o.o.km machi ne. Good condition . (50.5) 392-3379. N M

N I M B US 2C, completely i nst rumented with fac· tory trai ler, current Canadian C of A. $29,750. U.S. Pete r Tre n t . ( 5 1 4) 876 · 1 760. (off i ce) , (51 4) 739-61 82 (home) . Canada

N I M B US I I I , factory wing root f i l let , sealed, sanded , VP -3 E , Sage, D i tte l . W i n ! (30.3) 925·5833 o r (30.3) 925·3694. Co.

VENTUS A, excel lent condition , including Cam· br idge NAV, Cobra trai le r, Di ttel rad io, grou nd hand l i ng gear. $29,950. o. B.o Fu l l com petit ion i nst ruments and oxygen ava i lable. C reati ve f i n a n c i n g ava i l ab l e. George G re e n . (70.3) 830.-3237 (home) , (20.2) 473·0.391 (work) . VA

VENTUS B, 1 6.6 MSG 1 983, 325 h rs, excel lent condi t ion , never raced ,A> off·f ie ld land i ngs, Dittel 72o.A, cami!j( �d Schuemann T E . varios, B - 6 par , oxygen bottle, Cobra trai ler. $34,50.0.. Ru y Stutzmann . (71 8) 465·321 0. (off ice) , (51 6) 365-4321 (home) . NY

SCHLEICHER

ASW2o., Komet trai ler, competit ion i nstruments, excel lent condit ion , low t ime. (61 4) 457-660.1 or (513) 793-7346 o.H

SSA ADVERTI S I NG POLICY Prospect ive purchasers of products or p lans ment ioned or advert ised in SOARING should rea l ize that proof·test ing by the maker of the product or by the designer of the plans, andlor i ts insta l la tion may not have been accom pl i shed accord i n g to standards acceptab l e to either governmental regu· lat ions or the ind iv idua l purchaser. The

SOCiety has made no tests nor checked the va l i d ity of compl iance with any Society adver· t is ing policy cr i teria.

Before you buy, ta lk with someone who

knows a i rcraft prod ucts, andlor plans and who knows you. Some a i rcralt, products, andlor plans may not be appropriate to your

level of construction or f lyi ng sk i l l s, nor may their present condit ion be the equal of that when or ig inal ly produced.

I f any advert isement does not speci fical ly state " U . S. ATC'd," "TSO'd" or FCC approved, prosp ective buyers of a i rcralt, products, or plans for bu i ld ing which a re oltered for sa le in SO A R I N G may wish to a scerta in whether the a i rcraft product or plan being considered

has been awarded a gove rnment Approved Type Cert i f icate, Technical Standard Order or FCC approval. Otherwi se, the a i rcraft may be l icensable only in the Exper imental Category under F.A.R. 2 1 or the product may not comply with certain operat ing requ i rements or may be even be i l legal to be advert i sed.

SSA and its journal have neither the fac i l i t ies, staff, ·nor legal au thority to in· vestiga ie advert is ing c la ims, but readers are requested to not ify SOAR I N G i f misrepre' sentation occurs.

SOARING

ASW-2o.CL , #836, Z� � Sage, Ditte l , Cobra tra i ler, tai l wheC0\iliUln k $36,0.0.0. o. S.o (916) 684-1 378. 'e"A ASW-24 prototype (M arch '86 Soari ng), 1 1 3 h rs. TT , transponder, excel lent condit ion , LlD 42 : 1 , Schreder tra i ler $30.,50.0. Qwner going Acro. (30.1) 863-7723. M D

Ka-6C R , one of last 2 bu i lt . Refi n ished 1 985, tai l statics, PZL , Cambridge, G enave, al um inum trai ler, beautifu l classic. Perfect shape! $7,50.0.. (41 5) 332-4871 . CA

Ka-6CR, covered trai ler, radio, elec. vario, audio, oxygen, parachute, 2 years in storage. $5,50.0.. (50.3) 747-30.70.. QR

Ka-6CR, sale or trade for cabin sai l boat. C ra ig . (51 2) 558-4865. TX

Ka-6E , excel lent condit ion , i nstru ments, i nc lud­ing electric var io, radio, oxygen , parach ute and f i berglass trai ler. (50.9) 375-1 933. WA

Ka-8b, exce l lent condit ion , with tra i ler, good instruments. $5,50.0.. (50.5) 437-1 521 (days) , (50.5) 437-1 1 26 (eves) . N M

SCHREDER

HP-1 1A , A&P bu i lt , 1 7-meter, basic i nstruments, rad io, oxygen , trai ler $6,50.0.. (30.2) 995-3290. (days) , (30.2) 994-4886 (eves) . DE HP-1 1A , good i nstruments, new paint , 360. chan­nel Sayside rad io, oxygen, 37 : 1 gl ide ratio, open trai ler. (70.2) 564-1 886. NV

HP-14, 185M , Sal l/PZL varios, Netto, radio, para­chute, d isc brake, water bal last, enclosed tra i ler. $7,0.0.0. o. S.o (714) 734-7774. CA

HP-14 with trai ler, basic i nstru ments, low hou rs. $7,80.0.. Sh ip in Central NY (20.8) 879-2374 between 5-9 p. m . M DT 1 0 HP-18, 20.0. h rs . n , annual 1 /89. Excel lent con­dit ion, RICO. vacs, Hami lton , Sai l , RST, solar, etc. Flap/ai leron mods complete (faster rol l rate) , w/excel lent Sch reder trai le r. $1 0.,50.0. o. S.Q. before 8/89 ( b u y i n g h o u se) . Sa r ry. ( 2 13 ) 693-3932. CA

H P-18, 1 82 h rs . n , very good condit ion , fu l l i nst rumentat ion , enclosed trai ler with extras. Qnly $9,0.0.0.. Chuck . (213) 337-5771 or (21 3) 839-3928 (eves) . CA

HP-1 8 kit and t rai ler kit, complete and u n bu i lt . Extra parts fo r H P-1 8. Soth fo r $6,0.0.0. or $4,50.0. for HP-1 8. May be last u n bu i lt H P-1 8 avai lab le. J im . (30.2) 998-480.7. DE

RS-15, 70. h rs. n, Cam br idge var io w/aud io, 2-way rad io, a l l al u m i n u m Schreder trai le r, recent ly pai nted . Health forces sa le l (51 7) 676-21 46. M I

SCHWEIZER

1 -23 H -1 5, #68, basic inst ruments p lus radio, open trai ler. $7,50.0.. (2 1 6) 893-20.50.. Q H

1 -23D, 1955, #28, 465 h rs. n , annual 8/89, oxy­gen, radio, base station rad io, trai ler $6,750.. (61 5) 247-7753. TN

1 -26, #292 , beautifu l , stits, Sai l with audio, Wi nter, rad io, oxygen, enclosed metal t rai ler. $6,90.0.. (70.3) 989-1 972 . VA

AUGUST 1 989

1 -26A, #0.53, t ra i ler, mech . and elec. aud io var ios, oxygen , rad io, parach ute. $6,0.50.. (91 5) 758-5945. TX

1 -26E , #544, Col�l1Ii�varios, 626 h iS. n , enclosed t rai ler. ��,,"/!I"I 7) 927-8341 . TX

Soaring Classilleds (505)392-1 1 77

SOAR BA WAllud. 2 66 Poipu Dr., Honolulu, HI 96825

RENTALS, LESSONS, AeRO

GROB 102 & 103 ACRO, 1-26, lWO 2-33'S

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Nearby hiking, camping, snorkeling, whale-watching, surfmg, wind-surfmg DAY (808) 637-3147 EVE. (808) 395-9052 Va(ation Apartment Available

IF YOUR SAILPLANE IS BASED IN ONE OF THESE STATE S, THERE I S A 90%

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B U S I N E S S (l) M E M B E R

5 5

1 -26E , #672 , 760. h rs. , basic i nst ruments, new canapy, fresh annual . $6,30.0.. (40.4) 336-50.0.6 (days) . GA

1 -26E , #51 1 , absalutely �ntl N ew paint , can­tra l su rfaces, C� M\ ,� ia, new enclased trai ler. $7,0.0.0.. (��-2996 (hame), (61 2) 454-1 60.0. (aff ice) . M N

1 -26E, damaged, parti ng aut. Tai l , a i leran, ather parts. Tam . (51 2) 388-470.5. TX

1 - 35 , #39 , f i l l e d , d raap t i p, i n s t ru m e nts , radio., enclased factory trai le r. $ 12 ,50.0.. (61 7) 769-0.938. M A

56

7842 E . Gray ' Scotlsdale, A Z 85260 (602) 991 -01 10

Request a copy of our new Battery Products Catalog

1 -35, axygen, enclased tra i ler, cherry red and wh ite, exce l l ent cand it i a n . $ 1 3,0.0.0.. (40.5) 787-3626. o.K

1 -36, radio., basic instruments, belaw average hau rs. I nsu rance paid th ru M arch ' 90.. o.n leaseback to. B lack Farest . $9,50.0. o. B.o. Frank o.hl in . 1 -80.0.-525-91 87 (days) , (719) 593-960.8 (eves) . Co.

SLlNGSBY

DART 17R , gaad beginner ship, dacile hand l ing , gaad perfarmance, very law IT. , gaad candi ­t ian , rad io., 2 varias, enclased tra i ler. Aski ng $8,495, may trade. Tim M ara. (716) 484-0.1 3 1 (days) , (716) 664-6892 (eves) . NY

TWO-PLACE FOR SALE BLAN I K

BLAN I K , 1972 , �' nstru Eft frant and bac k, rad io. $9,0.0.0.. ( Z.W6Q ar (216) 752-2349. o.H

CAPRONI

CAPRo.N I A21 S, 1 975, under 60.0. hrs. H, axy­gen , turn caard inator, Cambridge, PZL varia, cam pass, vertical cam pass, f ree hamebu i l t trai ler. Must sel l ! Purchased N imbus 30M . Make affer. (512) 441 -9729. TX

GROB

G-1 Q3, gaad canditian , 1 ,0.0.0. h rs. , Cambr idge, canstant f law axygen, t i nted canapies, newly u phalstered seats, cu rrent AD's camplied with . $26,0.0.0.. (20.9) 267-5258. CA

G-1 Q3 AC Ro., 1 983, 2722 H , standard i nstru­ments, always hangared , excel lent candit ian , spar/cantral rad rewa rk camplete by G rab. $28,90.0.. (60.2) 582-8560.. AZ

G-1 Q3 AC RO, 1 984, apprax. 320. H, standard instruments, all service bul leti ns campl ied with . B i l l . (30.3) 674-8932. Co.

TWI N AST I R , 1 978, law t ime, basic i nstruments, new enclased M inden Fab trai ler. $25,30.0.. (70.7) 762-3588 (days) , (70.7) 795-5580. (eves) . CA

LARK

I . S .28-B2, 1978. $ 12 ,50.0. as is . $1 5,0.0.0. assem­bled with new parts. B i l l . (30.3) 674-8932 . Co.

I . S . 2 8 - B 2 , part i ng au t . Ca l l C h u c k . (7 1 4) 857-21 37. CA

I .S .28-B2, part ing aut tai l , gear, t i ps, fai r ings , f l ap, a i l e ran , mast at he r parts. Tam . (51 2) 388-470.5. TX

SCHWEIZER

2-22EK , basic i nstru ments, new varia, hasn't been flawn si nce 1 985 when recavered with stits. $4,50.0. (81 7) 927-8341 . TX

2-32, new paint, new canapy, nase wheel , l ights, axygen , electric varia, al l AD's . $30.,0.0.0.. (70.2) 329-5510. (days) . NV

Damaged , twa 2-33 's bath repai rable. $5,0.0.0. o.. B.o. 2-22 E , camplete ai rframe, left w ing u n damaged . A l l pa rts repai rab le . $ 1 , 250. o. B.o. Tam . (51 2) 388-470.5. TX

S L l NGSBY

SL lN GSBY 1-53, 1 9E9 9 h rs. , a l l metal , 28 : 1 ratio., Ju ly anm_al d t rai ler, all AD 's . $8,50.0.. (3 1 5) 44� Q. NY

SL lNGSBY T-53B, #160.0., a l l metal , rad io., 2 varias, Tu rn & Bank, 821 h rs . H $8,0.0.0.. (81 7) 927-8341 . TX

Soaring Classifieds (505)392-1 1 77

SELF-LAU NCH I NG AND MOTORGLI DERS

GLASER D I R KS

Pawer yaur sai lplane with a DG-4QQ engine and pawer package. N ew and warranted. Glaser D i rks. $5,90.0. (70.7) 942-5727. CA

DG-4QQ, law t ime, g reat i nstru ments, excel lent shape. Jerry Wenger. 1 -80.0.-325-8373 ext. 221 (days) , (50.7) 451 -7927 (eves) . M N GROB

G-1 Q9A, a irframe 660. h rs, eng ine 51 h rs, prop 1 50. h rs, new canapy with rei nfarced frame, elec­t r ic har izan , gyro. cam pass, turn caard inator, K ing nav-cam, M ade-C, land ing l ight , strobe, posit ion l ights, E Ll eng ine preheater, partable hangar, Feb. '89 annua l . (61 7) 329-960.3. MA

HOFFMAN

D I Mo.NA H36, 1986, l i ke new, 51 IT , Nav/Cam, expander, Loran past l ights, landing l ights, cabin heat. $54,0.0.0.. (414) 387-0.1 0.0.. WI

LARK

LAR K , re-engi ned with turbo. revmaster 21 0.0.0. G reat perfarmance changes. $28,50.0.. (71 4) 674-4862 . CA

M O N N ETT

M o. N E R A I , Kan ig 3-cyl . 27 hp engi ne, varios, rad io., al l madif icat ians, enclased trai ler. $7,0.0.0.. (30.3) 722-5588 Co.

M o. N E RA I , Kan ig , electric start , covered trai ler, m i nQr rs. $5,50.0.. Trade for B lan ik , 2-33 or 1 -26: -7325. TX

M o. N E RA I , long wi ng , Kan ig engi ne, electric start , fald i ng p rop, A&P bu i l t , 41 h rs. ai rframe, 8 h rs. engine, rocket deplayed parachute, audio. var ia, total energy, rad io., enclosed metal trai ler, January annual (sel l i ng for 2-p lace) . $7,50.0. (80.4) 883-6824. VA

M o. N E R A I , 20. h rs H , A&P IA bui l t , radio, bat­tery, enclased trai ler. Too many airplanes, no. time to f ly. $3,0.0.0. (91 8) 341 -6361 . o.K

OLDERSHAW

o.LDERSHAW 0.-3, self launch ing sai lp lane. Air­frame campleted . Ret ract ing eng ine package f rom p rototype. 42 : 1 g l ide rat io.. $4,20.0. or trade for f ly ing ai rc raft . Ar ley. (50.3) 632-651 6. o.R

PIK

P IK-2QE, late 1 979, F inn ish , #20.245, 30.8 ITA.F. , 8 3 H E . , n o. damage h istory, Cambridge and Wi nter varias, 2 batter ies, facto ry tra i ler and fit­t i ngs $29,0.0.0.. (40.7) 439-7664. FL

S i ren 1 5 / 1 7 meter P I K-3Q, #71 9, factary trai ler, ane awner, 35 h rs. IT. , rwer u nder 10. hrs. , Cambridge M-NA��, Wi nter vario and a i rspeed , turn gyr���ss, engine indicators, excel lent candit i an . Fai led medical , must sel l ! (60.3) 746-320.6. N H

TAI F U N

Wanted : Ta ifu n matorg l i de r. (71 7) 346-8884 (eves) ar AI Lai rd , 1 539 Dickson Ave. , Scrantan, PA 1 850.9.

SOARING

INSTRUMENTS EAST COAST SOARI N G , I N C. The East coast 's largest dealer for Winter ai rspeeds and varios. Cal l East Coast Soari n g . (803) 581 -051 8. SC

KON I CA POP - Do you need a non-automatic data- back t u r n po i nt came ra? Cons ider t h e KO N ICA POP with the fol lowing featu res: N o batteries req u i red; manual f i lm advance; tr ipod camera mount; smal l size and weight ; f ixed focus; u ltra rel iab le - h u n d reds in use al l over the wor ld by top p i lots. Can you afford to depend on "automatics" for you r badge or con­test f l ig ht? P rice: $1 00 inc lud ing f i l m , case, lens cove r. Pl ease add $5 s h i p p i n g . MZ Suppl ies, 1450 Goth Avenue, Gloucester, Ontario, Canada KH 1 E4. (613) 523-2581 .

SM ART C H A R G E R , 1 2 or 1 4-volt wet cel l and gel/cel l charg i n g and mai ntenance syste m automatical ly switches f rom fast ch arge to f loat . J u st con nect it, then forget it. You r battery is ready whenever you are. $49.95 plus $4 sh ip­ping and handl ing . Please specify 1 2 or 1 4 volt . Dale Bush, 806 N .w. B rooks, Bend, OR 97 701 . (503) 382-7672 . OR

Bal l 1 01 vario w/au dio, speed r ing , l E . $225; Wi nter 1 000 F P M vario w/f lask $175; Alt imeter $75 ; 1 60 mph ai rspeed $60; 38 cubic foot oxy­gen bott l e, p ressu re g a u g e, b l i n ke r $ 1 00 ; Genave Alpha/ 1 00 rad io w/speaker $50; Telex carbon mic. $40. Steve. (404) 971 -8039 (eves) , (404) 765-3 1 7 5 (days) . G A

Wi nter barograp h , 1 5 K with fo i ls , a s new. $350 O B.o (71 7) 345-2002 . PA

Wi nter barog rap h , 34,000 feet maxi m u m alt i ­tude. Cal i b rated February 1 989, excel lent con­dit ion . $31 5. (505) 294-6704. N M

RADIOS You r T E R R A con nect ion f o r TX/TXP 720s a n d transponder/encoder packages. Contact David MacKenzie, AZ I M U T H , I N C. , Box 1 1 4, Warre n , CT 06754. (203) 868-781 3. CT

BEND IX/K I N G distr ibutor and repai r stat ion for KX-99 portable. T/E Com m u nications, Trento n , I L 62293. (61 8) 224-967 7.

Be rtea M L200 $360 ; Alpha 1 0 $150 ; Replogle baro $280; 22 foot oxygen $35. (213) 545-2284. CA

RST TR720, 720 channel portable a irc raft rad io transceiver with many accessories. $800 f i r m . J o h n Bah r. (81 3) 938-5520. F L

Bertea M L200, 200 channel $375. Bayside B E l 990, 9 0 channel $1 95. (405) 348-3498. O K

PARACHUTES NATIONAL PARACH UTES - thin, l ightweight and comfortable. See our display ad in this issue. National Parachute I ndustr ies, I nc. , PO Box 1 000, Flemi ngto n , N J 08822 . (800) 526-5946 or (201) 782-1 646. NJ

Soaring Classifieds (505)392-1 1 77

AUGUST 1989

PARACH UTES, E M ERGENCY SEAT backs and backpacks. We carry mi l itary surplus, strong Para-Cushions. National Softie's, Beta. We have a certif ied parach ute loft , perform ail repairs, in busi ness for 1 5 years. War Bird pi lots, Aerobatic, Soari ng , g ive us a cal l . Send for our catalog. MCIVISA A M X welcome. Cal l Don M ayer I I , RW Shop Parachute Company, Route 1 3, Brookline, N H 03033. (603) 673-5867

Para- Phernal ia , long softie, b lue 26' with carry­ing case. U sed 3 t imes. Sold airplane. $795 O. B.O. (609) 390-1 235. NJ

Secu rity 250, 26' parachute, excellent condit ion, i nc l u des bai l out bott nd bai l out bott le pocket. Repack ected March 1 989. B lue and wh ite , ack co ntai ner carryi ng bag . N ever j u m ped, just leaned on. $525. (505) 294-6704. N M

SAILPLANE TRAILERS Sch reder trai ler, 1 5-meter, set up for ASW-20, fit­t ings i ncluded . Good t i res and trai ls very wel l . $2, 200. (91 9) 387-0419 or (91 9) 469-1 1 27. NC

P I K f iberglass trai ler in good condit ion with al l P I K-20B fitt ings. $1 ,700. B i l l . (201) 325-8652 . NJ

E nclosed trai ler, i nside measu r ing 4' x 4' x 24' with f ront opening and rear load i n g ramp. $1 ,000. (505) 392-7095 after 5 : 00 p. m . N M

Clam shel l aluminum and steel trai ler. Very good condit ion . Held Open Ci rrus. N ew floor and wir­i n g . $2 ,250. Steve. (404) 971 -8039 (eves) , (404) 765-3 1 7 5 (days) . GA

Bargai n priced M offatt design for ASW-20, i s d ry, st u rd y a n d t r a i l e rs beaut i fu l l y. (704) 365-0621 . NC

SAILPLANE DEALERS GLASER- D I R KS SA I L PLAN ES, DG-300 C lub E LAN , DG-300 Standard E LA N , DG-400 M / 1 7 self lau nch . DG -500 / 1 8 E LAN , 2-place t rai ner. DG-500 /22 E LAN ; 2-place self lau nch and the new DG-600 1 5-meter class sai lp l ane. We are the U.S. d istr i butor for G laser- Di rks sail planes and self lau nch ing sai lp l anes. We also have fu l l shop service and parts for the entire Glaser-Di rks l i ne, in stock and i n Jhe USA. Whether you need a new Glaser- D i rks sail plane, want to buy or sell a u sed DG or need parts and service contact G l aser- Di rks Sai l p lanes, 5847 Sharpe Road , Cal istoga, CA 9451 5. (707) 942-5 727. Telex 91 02467075 DG USA UQ

ROLLA D E N SCH N E I D E R , U.S. exclu sive rep­resentative. Parts for a l l LS models. Cu rrent production LS-4, LS-6, LS-7. M i ke Adams, 1 231 Second St . , Manhattan Beach, CA 90266. (213) 376-4590.

The rel iable and dependable . . . ' U , , " O S S. M ' M ' " TOST TOW

R E LEAS E you know and use. BUT are you acq uai nted with

o u r com plete prod uct l i ne fo r safety in soa ri ng wh ich is

towing rings, wea k l inks, wheels, brakes and heavy duty ti res.

P I K PAC I FI C 1 231 Second St.

Tost G m b H Flugzeuggeril tebau

Manhattan Beach . CA 90266 (21 3) 376-4590

ResCo Supply 2042 Terrace Dr.

Thal k i rch ner Strabe 62 D8000 M u nchen 2 West Germany Phone 089/5309067 Telex 52821 5 FAX 089/5341 58

Long Beach, CA 90806 213 494-6690 213 498-9270 - - FAX

e U S I N E s sct M E M B E R

Soaring Information Exchange - The latest soaring news, weather,contest results ,directory,classifieds,etc. 24 hr BBS -

2 1 3 597-3292 - 300/1 200/2400,8,N, 1 Special - S SA Approved

35mm TURNPOINT CAMERA - Ansco 235 * Si1;e compatible with Instamatic * Simple, reliable operation * No batteries - manual operation * $29 .95 ea + $3 S&H

Visa/Mastercard accepted. CA residents please add tax

5 7

S C H E M P P - H I RT H SA I L P L A N ES . D i sc u s , Janus, N i m bus , Ventus. Self launch a n d sus­tai ner eng ines avai lable in most models. For in ­formation , parts and service contact the national d istr i butor : Knauff and G rove, 1 91 3 Fai rwood Lane, State Col lege, PA 1 680.3. (81 4) 237-4760..

SC H W E I Z E R 1 -26 , 1 -3 4 a n d 2-33 's . N ew England Gl ide rport , B rady Avenue, Salem, N H 0.30.79. (60.3) 898-79 19.

SOCI ETE NOUVELLE CENTRAI R - The N EW Centrair has appointed AZI M UT H , I N C. as U.S. representat ive for PEGASE/MAR IAN N E sales, parts and service. Contact David M acKenzie, AZI M UT H , I N C. , Box 1 1 4, Warren , CT 0.6754. (20.3) 868-7813 .

SAI LPLANE REPAIRS G E H R L E I N PRODUCTS. Qual ity f i berglass and metal repai rs. FAA certif ied repai r stat ion 1 1 4-14. 90.0.1 H amot Road, Waterford , PA 1 6441 . (81 4) 866-1 13 1 . PA

Evans Sai l p lane Repai r, the on ly fu l l t ime repai r fac i l ity in the S. Eastern U.S. FAA certif ied repai r stat ion . L icense No. 767-1 0.5. B rian Evans, Rt . 2 , Box 620., C u m m i n g , G A . 30. 1 30.. (40.4) 887-7930.. GA

GROB Systems, I nc. - Servic ing a l l makes of sai l planes and motorg l i ders. Special iz ing in G rob parts and service. Care of : M. Shade, 1 -75 and A i rpo rt D r. , B l u ffton , O H 4581 7. (41 9) 358-90.1 5. OH

Rehoboth Aviat ion. A l l sai l plane repai rs. We buy repairable f i berglass sai l p lanes. Robi nson A i r­port, Rt. 1 , Palest ine, I L 62451 . (618) 586-2538. I L

J J G L I D E R R E PA I R , FAA repa i r stat i o n , V IWR371 K , specia l iz ing i n major repa i rs of f i berglass sai lp lanes. 40.70. Gl ider Road , P lacer­v i l le, CA 95667. (91 6) 622-4991 .

SCHOOLS, CW BS AND SOARING SITES

D O U G LAS SOA R I N G C LU B, new student program . F ly 2-p lace G lass G rob, s ing le G rob 10.2 Standard, Blani k or 1 -34 i n Southern Cal ifor­n ia . Cal l Larry (818) 70.5-6983 or B i l l McC lu re (213) 473-0.734. CA

Soaring Classifieds (505)392.1 1 77

SERVICES Lessons, R ides, Rentals Aerobatic Train ing Cross Country Tra in ing Wave Training 3 Tow Planes

N EW SOAR I N G SITE north of Raleig h , N o rth Carol ina . R ides, rentals , dual x-c, acrobatic and bas ic i n st r uct i o n . B l a n i k , 2 -33 , 1 - 26 . Reasonable prices! Cal l (919) 496-2224 or (91 9) 833-4588. NC

WANTED Wanted: Fu l l t ime and part t ime CF IG and tow p i lot . 1 -80.0.-248-7627. M D

Wanted : Bent or broken Cobra t rai ler or s im i lar type. (80.5) 682-8392. CA

Wanted : P I K-20.E made in Fi n land or DG-40.0. i n excel lent condit ion . (613) 749-51 0.1 . Canada Wanted: Ful l t ime CFI-G preferably with commer­c ia l power and tow rat ing . Year-round posit ion . Lod g i n g poss ib l e. Lo ng I s l a n d , N Y. (5 1 6) 288-5858. NY

Wanted: Opportun ity for experienced Commer­cial CF I -G with own 2-32, possib le tow pi lot with own tow plane to join exist ing FBO or new site. Write 2-32 Gl ider Flyi ng , P.O. Box 1 26, Palm Desert , CA 92261 .

Wanted: Tra i ler i n excel lent condit ion that w i l l f it LS-3A, anywhere i n western U.S. No homebu i lts. Swanson. (619) 489-6767 or (619) 436-81 93. CA

Wanted: 1 5-meter sai lplane, excel lent condit ion. P rivate party with cash . Bi l l . (213) 377-21 47. CA

MISCELLAN EOUS LET THE GOVERNMENT FINANCE you r smal l busi ness. Grants/loans to $50.0.,0.0.0. yearly. Free recorded message: (70.7) 449-860.0.. (KL6)

END IN-FL IGHT LOWER BACK PAI N . I nf latable " Bac k-Ease" bladder rel ieves the back pain of long f l ights in the seat ing posit ion com mon to g l iders. Bu lb adjustment g ives the p i lot proper lowe r back support du ri ng f l ight . Sl ide the " Back-Ease" behind you r lower back and f ine­tune you r seat ing comfort whi le aloft . Can also provide support for u pper legs when p laced below knees. Bladder is 1 4-1 /2" wide, 9" tal l , bu lb i s o n a 1 0. " tube. $10.95 PPD. Boulder Brass Works, I nc. , Dept. S-8, 5421 Western Ave. , Boulder, CO 80.30.1 .

BAROG RAPH CAL I BRAT ION . $25 i nc ludes return shipping via UPS i n continental USA. Ship to Knypstra, 1 30.37 Ventura B lvd . , Stud io C ity, CA 91 60.4. (818) 50.1-1 228. CA

STE R L I N G S I LVER W ING P I NS. Super ior qual­ity. G reat g iftsl Satisfaction guaranteed. Smal l 1 -3/8", $22; med ium 2", $38; large 3", $64. Check, Visa, Mastercard. Ramsey E nterpr ises, 771 1 Knoxv i l le Dr ive, Lubbock , TX. 79423. TX

BOWLUS MAXI GAP SEAL TAPE . Br ight wh ite, 40.0.% + st retc h , easy c l ea n u p , 1 " x 36 yd . - 6/$27.0.0. ($4.50./ rol l ) . I nc ludes sh ipp ing and handl ing . Orders less than 6 ro l ls i nc lude $3.50. for sh ipping and hand l i ng . Bowl us Maxi Tape, 45 Howard Ave. , Worth i ngton , OH 430.85.

COMPUTER G L I D ER P I LOT LOG BOOK ­track you r f ly ing on any I B M compat w/512k memo Specify d i sk format . Send $1 5.0.0. to M I CROS U P P LY, 4567 Garden H i l l s , Sto ne Mountain , GA 30.0.83.

TOW ROPE - Aero and auto tow ropes. Polypropylene and dacron . Cal l for i nforma­t ion . David B radley. (21 5) 723-1 71 9.

Beautifu l g l ider p i lot wing bracelet. G reat as a g i ft or to wear you rself. P rice $30.. Check or money order only. Jewelry by Benj ie, 8 Old Farm Road, No rth Caldwel l , NJ 0.70.0.8.

Soaring Classifieds (505)392·1 1 77

n I A ( ITY6301 Lindbergh Blvd _

P_O. Box 2586 Californ ia City, CA 93505

(6 1 9) 373-21 51

ring FLEET

Sai l plane Mai ntenance/Repair GROB 1 03 ACRO

ASK2 1

(Contest Rates Avai lable)

B U S I N E S Se M E M B E R

58

OPEN 7 DAYS 8 A.M. TILL DUSK CALL FOR RESERVATIONS (619) 373-2151

GROB 1 02

SCHWEIZER 1 -26

LS-3

ASW20

N I M B US I I

SOARING

From M i n nesota - comfort wh i le you f ly, crew or wal k a w i n g . A complete l i ne of M i n neton ka moccasi ns, i n c l u d i n g deer and moose sk i n . S e n d f o r f ree c o l o r catalo g . The Shoe Box, po. Box 24321 , Apple Val l ey, MN 551 24-0321 .

MYLAR GAP SEALS, 1 " and 1 1 /2". Contact Ke n . (81 8) 905-7751 . CA

Co.Lo.RADo. - Some res ident ia l /hangar lots are st i l l avai lable at the B lack Fo rest Gl iderpark, l ocated between De nve r and Colorado Spr i ngs. Paved ru nway, c lose to mou ntai ns, f u l l service g l ider F B o. on the f ie l d . Pr iced f rom $22 ,500. (303) 648-3623.

Aerograph barograph with charger and holder. Excel l ent condit io n . (513) 793-7346. o.H

Radai r 1 0 rad io, newly certif ied $295; M ag netic base car antenna $25; Ventus A panel u ncut $85; Complete wheel assem bly $125; Cam­bridge netto f lask $30; N avy conn ic le para­ch ute c a n o py, exc e l l e n t c o n d i t i o n $ 2 2 5 . G . G re e n . ( 7 0 3 ) 8 3 0 - 3 237 ( h o m e ) , ( 2 0 2 ) 473-0394 (off ice) . VA

PLANS & PUBLICATIONS SA I L PLAN E & G L I D I N G - T h e o n l y author­itat ive Brit ish magaz ine devoted solely to the sport of g l i d i n g and soar i n g . 48 pages of fasci nat ing material and pictu res. Pu bl ished eve ry oth e r m o n t h . S e n d $ 1 9 for a yea r ' s su bscr ipt ion to: Br i t ish G l i d i n g Assoc iat i o n , Kim berley H ou se, Vaughan Way, Leicester, L E l 4SG , Eng land .

HANG G L I D I N G M AGAZ I N E , month ly maga­zine of the U n ited States Hang G l i d i n g Assn . , I nc. Covers al l aspects of foot- lau nched f l i g ht for r ig id and f lexi ble wings. Fu l l mem bers h i p $39, su bscr ipt ion $29. U S H G A , po. B o x 500, Pearblossom , CA 93553. (805) 944-5333.

Handbook ofM8e�:���foo

�l 1U1 . ... . .

- C".rl_ LIa ... ,

HAN D Bo.o.K o.F So.AR I N G M ETEORo.Lo.GY by Chas. V. L indsay - An informative addit ion to you r soar ing l i b rary. (2 1 2 pages with many i l lustrations) . $1 9.95 + $1 .75 P&H . o.rder d i rectly from Chas. V. L indsay, 1 030 Colonial Meadows Way, V i rg in ia Beac h , VA 23454

TEC H N ICAL So.AR I N G MAGAZ I N E , qu arterly pu bl icat ion as a joint effort between the SSA and o.STIV. Featu res publ ication of technical papers presented at the various o.STIV Congresses. Wo r ks from many of the wo r l d ' s foremost author it ies i n the soar ing f ie ld . Rates: USA , Canada, M exico/SSA m e m b e r - $ 1 8 ; o.ther f o r e i g n /SSA m e m b e r - $ 2 1 ; N o n - SSA mem bers - $30. Su bscribe throu g h : SSA , po. Box E, H obbs, NM 88241 . Telephone (505) 392-1 1 7 7.

T H E G L I D I N G K I W I . The off ic ial journal of the N ew Zealand G l i d i ng Assoc iat ion . Ed ited by J o h n Roake. M ai l you r personal check for $20 U .S . (annual su bsc r i pt ion) to: Pr ivate Bag , Tau ranga, N ew Zealand.

FREE F L I G H T, b i -month ly jou rnal of the Soar­ing Associat ion of Canada. A l ively record of the Canadian soar ing scene, good i nst ruct ion and safety stories and relevant i nternat ional news. $US 1 8/yr. or $C DN 24 to Su ite 306, 1 355 Bank St . , o.ttawa, o. ntario Canada K1 H 8K7.

1988 European Motor Glider Champion

B U S I N E S S e M E M B E R

AUG UST 1 989

Dr. H o rten's sensational b i - l ingual book " Fly ing Wing" is agai n i n stoc k . $45 PP Check or M .o. to: Scott Ai rpark, Rt. 1 , Box 239, Lovettsvi l le, VA 22080.

AUSTRALIAN G L I D I N G , monthly publ ication of the G l i d i n g Federat ion of Austral ia . Editor. Al lan Ash . Su bsc r ipt ion $AU S 35.00 by check on Austral ian bank or $ U S 3 2 .00 by personal check. Ai rmai l $AU S 49.00 o r $US 43.00 per­sonal check . Also payable by i nternatio nal money order i n Austral ian c u r rency. G . Po. Box 1 650, Adelaide 5001 , South Austral ia .

Soaring Classlfieds (505)392·1 1 77

WE STI LL WANT YOUR $$ DOLLARS $$

Buy an annual subscription to Sailplane and Gliding

for only $19 .00 Have the soari ng journal of

the British Gl iding Association mai led d irectly to

your home.

Send your cheque for $1 9.00 (or for air ma l l delivery $29.00) to:

B.G.A. Ki mberley House,

Vaughan Way Leicester, Eng land

� '¥-

Schleicher' s ASW-24E

World' s Only Standard Class

Self-Launch Sailplane

• 580 lbs. on runway . • Light 580 lbs. weight makes ASW-24E

a fully competitive standard class racer, not just a competitive standard . class motor glider.

• Lighter wing loading in 15 meter span than others in 16.6 meter span .

• All automatic control hook-ups. • Extremely light wings for easy assembly .

• Safety designed cockpit . • Disc brake on main gear. • No tail tank necessary.

EASTERN SAIlPLANE ' 4

(41 3) 625·6059 John Murray H EATH STAGE RT . • S H E LBURNE FALLS. MA 01370

59

INDEX OF ADVERTISERS Advertising Offices PO Box E

Hobbs. NM BB 2 4 1

1 505 1 3 9 2 · 1 1 7 7

Denise Gar tman Di splay Adver t i s ing

Ai rware . . . . . 24 Alpha Gl iding Tours . . . . . . . . . . . . 39, 42 American Air l ines . . . . . . . . . . . . . . . . . 48 Arizona Soari ng . . . . . . . . • . . . . 4 Bendix/King . . . . . . .

Bermuda H igh Soari ng .

British Gl id ing Association .

. . . BC

. . 9 . . . 59

Butler Parachute Systems, I nc . . . . . . . 20 Californ ia City Soari ng . .

Cal Photo . . .

. 58

. 60 Calistoga Soari ng Center . . . . . . . . . 38 Cambridge Aero Instru ments . . . . . . . . 47 Carrol l & Associates Ins . . . . . . . . . . . IBC

Desser Ti re & Rubber Company . . . . . 34 Eastern Sailplane . . . . . . . . . 6 , 59 Electro Marketing . . . . . . . . . . . . . . . . . 56 Gl ider Pi lots Ground School . 22 G rob Systems, Inc. . . . . . . . . . . 44 Hidalgo, I nc . . . . . . . . . . . . . . . • . . . . . . 24 H i lton Hotels Corporation . . . . . . . . . . . 45 I ndustrial Development Corp. . . 7 National Parachute Ind . . . . . . 25 Par Avion . . . . . . . 22, 33, 43, 50, 56, 60 Para-Phernal ia, I nc . . . 3 Pik Pacific . . . . . . . . . . . . . . . . . . . . 43 , 57 Pik· West I nsurance . . . . . . . . . . . . . . . 55 ResCo Supply Company . 32, 57 S� S�� . . . . . . . . . . . . . . � Sierra Nevada Soari ng, Inc. . . . 1 6 Smith, G . W. Associates . . . . . . . . 4 Soar Hawai i , Ltd. . . . . . . . . . . . . . 55 Soar M i nden . . . . . . . , . . . . . . . . . . . . . 47 Soar Truckee, Inc. . . . . . . . . . . . . . . . . 3 Soari ng Adv. of America, Inc. . . . . . . 27 Spai nhour Flying Service . . . . . . 43 Strong Enterprises . . . . . . . . . . 50 Terra Corporation . . . . . . . . . . . . . . . . I FC

Turf Soari ng School . . . . . . . . . . . . . . . 23

60

SAI LPLAN E PLANS CAR BON DRAGON 1 3.5 m carbo n , wood , fabr ic . Foot l a u n c h able. WOODSTOCK 1 2 m wood , fabric. W I N DROSE 13m, wood, foam , g lass, powered . I nfo packs $5.00 eac h . All 3 for $1 0.00. J i m Mau p i n , Ltd . , Star Route 3, Box 4300-37, Tehachapi , CA 93561 .

PRESENTS THE I DEAL TURNPOI NT CAMERA

FOR SOARING PHOTOGRAPHY

TI IE R ICOH f:/#!ll!1!

- -We also offer several optional modifi­cations, including an electric remote shutter release. Call and ask for details . . .

8 99 HIGUERA 9 T. SA N UJI9 OSISPO, CA 93 4 0 1

805 543 -3705

G R E N S E I B E LS - L i n c o l n Awa rd-wi n n i n g soari ng author. TU R N PO I N TS, $22 .00 ppd. AFTER ALL, $1 7.00 ppd. Both from Janice H o ke, P o. Box 5848, Reno, NV 8951 3. A few copies of A GAG G L E OF O N E remai n , $1 7.00 ppd. from G ren Sei bels, 2400 H eyward St . , Col u m bia , S C 29205-31 06. SC

TOO LATE TO CLASSI FY 50 YEARS OF SOARING

For sale, 50 years of Soaring, 1 937 to 1 986 incl usive.

99.6% originals. plus other material. Make offer. Send

SASE for l ist. Marv Frost, 663 Broad Blvd . , Dayton, OH

454 1 9 . (51 3)299-5084.

JANTAR

JANTAR STANDARD 2. Completely eq ui pped for any

type of soaring. Excellent condition . M ust sel l ! $2 1 , 000

O. B.O. (61 3)749-5 1 0 1 . Canada

SCHWEIZER

Schweizer 2·32. "World's only 3-place glider . " 1 800

T. T., good condition, new canopy, fresh annual .

(603}894-6506. N H

JANTAR

J antar 2A. ti lt trailer, radio, dual electric varios. large

oxygen , fuselage ballast. $1 6,500. (71 3}890-6509. TX

SCHEMPP·HIRTH

D I SCUS A, #63, 80 hrs. T.T. , Cobra trailer, complete

package. Like new! Walker. (21 5)388-7557. PA

PARACHUTE

N ational 450. Worn twice. Best offer. Wal ker.

(21 5}388-7557. PA

WANTED

Wanted: Libelle. M ust be in excel lent condition. Jerry

Mi l ler. (404}929- 1 6 1 6. GA

Quality Sport Shirts l£ith Embroidered Gliders . . . . . . ' 1 00% combed . cotton, two-

button placket, welt cuff, two­inch side . vents with longer back. ta il. Made by Jonathan Corey. Available in these rich sh irt colors: D Black ..... D White. D Red o Burgundy DRoyal Blue D Jade.. . . . . Design .

.. 0 A/Knit .... ... 0 B. Mesh

' · 0 Small DMedium DLarge .0 X-tra Large $29.95 each au s" ".;"'."" "" "

.... (!l.dd $3 P&II) �:ec� gr0�gey 0tder .....

·· ··· ·:···· ·:· · · · ·AR·· · · · · · · ····· · .. . ..

. .. ... �mON p .n _

...... i i (.. ............

P.O. Box 759

I ��;iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii;:;;::;-=�:=:: Mequon, WI 53092-9998 1.: > (4 1 4) 963-0590

SOARING

GRO U P H U LL & L IABI LITY INSURANCE FOR : G l ider or tow p l a n e owners Rented or borrowed g l iders A i rport pre m i se, products &

hangar keepers l i a b i l ity C l u bs and f ixed base

operators Specia l coverages for

a i rmeets, contests a n d other events

Coverages for g l iders, tow p lanes, motorg l i ders, susta i n ers, ex peri menta l and homebu i lts.

Gl iders under restoratio n .

POLICY FEATURES AND SPECIAL BENEF ITS : C l a i m s free cred its up to 20%

with reduc ing ded ucti bles

No spec i a l off-a i r port or canopy deduct ib les

Tra i l e r phys i c a l damage a n d g l ider storage coverages

Gro u p rates, coast to coast ava i l a b i l i ty a n d exper ienced staff

M i d-term cance l l at ions are pro-rated, not short rated

Carro l l & Associates have 1 1 yea rs ex perience i n aviat ion i n s u ra n ce.

L iabi l ity l im its up to $ 2 .5 m i l l ion for qua l if ied p leasure pol ic ies.

Photography by Timothy Cislo

WIIJ'�I:L"'{���litll:I';!

CARROLL &

ASSOCIATES, INC "GLIDER INSURANCE"

428 E. Southern Avenue Tem pe. Arizona 85282

Telephone (602) 968-n46 I n-state tol l free WATS l i ne

1-800-352-6491 National tol l free WATS l i ne

1-800-528-6483 FAX # (602) 967-3828

TELEX # 165019 C ASSOC TMPE

The KX 99 provides a number of COMM and

NAY functions (not s imul taneous ly) . including

the NAY Radial Readout (top photo ) . which

enables you to better determine your current

position and avoid restricted fl ight areas . The

KX 99 also offers YOR navigation capabil i ty

(bottom photo) in a famil iar COJ-type

presentation .

PUT BENDIXI KING TECHNOWGY IN THE PALM OF YOUR HAND.

Bendix/King, the company that has

produced more NAY /COMMs than any­

one else in the world , puts advanced tech­

nology in the palm of your hand with the

KX 99 handheld COMM transceiver with

NAY capability.

As you might expect , the KX 99 offers a combination of quality COMM

and NAY features not available in other

handhelds, l ike:

• All 7fIJ COMM frequencies (40 more

than most, to accommodate future fre­

quency expansion )

• Seven National Weather Service chan­

nels for local weather infOimation

• YOR Mode with built-in Course Devia­

tion Indicator (COl ) and " Radial/Bearing"

readouts on all IfIJ YOR frequencies

• 10 programmable memory channels

• Both Frequency Scan and Channel Scan

modes

• Extensive line of optional accessories

Allied-Signal Aerospace Company

• Standard accessories include NiCad bat­

tery, wall charger, belt cl ip, wrist strap and

headphone adaptor

To get your hands on the KX 99, see

your Bendix/King dealer, or contact:

BENDIXIKING General Aviation Avionics Division 400 N. Rogers Road. Olathe. Kansas 66062 (9 1 3 ) 782-0400. Telex: 6699 16 KINGRAD

�lIied Signal