SOARING NOVEMBER 1974 ONE DOLLAR 1.AIRPATH COMPASS, C 23 00 ...... 22.50 2. SCREWDRIVER KIT, 5-in-1 handy tool ... 2.95 3. COOK COM PASS, for cloud flying ... 78 .50 4. LUFFT, Christmas ideas spherical, canopy mounting com- pass ...... 12.50 5. B-6 ACCELEROMETER, 2-1/4" size .2 5. 00 6. CLOCK, AIRCRAFT, with elapsed time hands, new ...... 6 5. 00 CLOCK, AIRCRAFT, ELECTRIC, NEW (not fromRAINCO shown) 2-1/4" size ...... 40 .00 7. PZL VARIOMETER, 1000 fpm or 10knots, with flask and speed to fly ring, new shipment (�- just received ...... 11 5.00 � 8. ACR BLANKET, aluminized, for survival ...... 6.%

9. ACR FLEX SURVIVAL SAW ...... 2.95 9 10.ACR STROBE LIGHT, Rescueflash ... 35.00 11. S0ARING ACHIEVEMENT BADGE WALL 10 PLAQUE, similar to photo. Give full name and -- Badge Number.Silver or gold ...... 25 .00 Diamond ...... 28.00 12. coas ters .12.50 13.GOLD OR SILVER LAPEL PIN .. 9. 75 "c" 6 14. LAPEL PIN 5 with SSA emblem .. 1.00 4 15. TIE CLIP with SSA emblem . .... 1 .75 28 16. ZIPPO LIGHTER ...... 5. 00 I I 17. LADIES' PIN . Handmade Solid Gold Sail­ 18 plane.A beautiful precious gift for Christmas, Birthday or Anniversary. State sailplane de­ sired and request price. 19 18. TIGER RAGS, synthetic chamois ..3.50 19. MIRRORGLAZE POLISH & CLEANER ...... 2.50 23 29 20. MIRRORGLAZE CLEANER ...... 2.50 . 20 21. WHITE LIGHTNING KIT for scratch repair 9. 95 22. MICRO-MESH Canopy scratch repair & haze removal . . .1 1.75 23. WHITE PLAS TIC TA PE 3/4" roll..2 .95 I 1"roll .. 3.50 .'2"roll .. 7. 00 24. JEPPESEN CR-5 POCKET COMPUTER, circular slide rule with case & handbook ...... 11.50 25.JEPPESEN PLOTTER, 13" Statute & Nau- tical ...... 2.75 26. JSW CALCULATOR, State sailplane and LID ...... 8.95 27. NEW! COMPUGLIDE in mph or knots for Std.Cirrus, 1-2 6 & Nimbus \I or state your sail- plane & LID ...... 14.95 28. BALL SLIP INDICATOR, 2-1/4" size. panel mount ...... 21.50 29. ARMOR ALL, protects rubber, vinyl and leather, 8 oz.spray bottle ...... 3.95 30. GAME-"SOARING CROSS COUNTRY" ..8.95 31.GAME-"SPEED DASH" NEW! ..... 6.95 32.MONTE CARLO, Heuer, Dashboard Timer, reads hrs.min. to 115sec ...... 11 5. 00 33. AUTO RALLYE, Heuer, STOPWATCH, matches Monte Carlo style ...... 1 00.00 34. BOOKS: Please refer to RAINCO Book Ad in this issue. 35.KITES, the newest craze! Jalbert Parafoils, soft nylon, no rigid parts, with drogue, pouch and 500ft. braided nylon line ...... 30.00 36. SUNGLASSES, Bausch & Lomb, wrap- around, impact-resistant lens ...... 18. 80 31 37. WEATHER RADIO, walnut desk-top solid­ 30 state instant on-off switch preset to new offi­ cial U.S.govt. weather broadcasts .....1 8.95 34 38.WALL BAROMETER, polished solid brass case on brown-stained 8" square wood plaque ...... 34.50 39. WEATHER SET. Decorative and useful. Barometer, thermometer and hygrometer set into brown wood frame. Similar to photo. Approx. 13" x 5" .Hang vertically or horizon- tally...... 40 .00 40. RAINCO CROSS COUNTRY MOBILE ANTENNA . Effectively doubles transmitter power in both car & sailplane. Includes coax, heavy duty base spring, swivel ball mount, antenna & instructions.State connector. 55.00 PRICES SUBJECT TO CHANGE WITHOUT NOTICE F.O.B. PHOENIX

R AlN CO • POST O�fICE BOX 20944 PHOENIX. ARIZONA 85036 BAHIiAMEIlICAJlD TELEPHONE (602) 273·1428 - THE JOURNAL OF THE SOARING SOCIETY OF AMERICA

The Soaring Society of America is a division of the National Aero­ nautic Association (NAA), which is the official U.S. representative of the Federation Aeronautique Internationale (FAI, the world gov­ erning body for sport aviation). The NAA, which represents the U.S. at FAI meetings, has delegated to the SSA supervision of FAI-related soaring activities such as record attempts, competition sanctions, issuance of FAI Badges, and selection of a U.S. team for the World Soaring Championships. SOARING is the Society's official journal.

VOLUME 38 NOVEMBER 1974 NUMBER 11

CONTENTS

19 WINNING ON THE WIND, George Moffat

26 A BRIEF WIND TUNNEL TEST OF THE KASPER AIRFOIL, Daniel Walton

28 THE WAVE OF MAUNA KEA, Woodson K. Woods 32 WINCH CABLE, Henry Preiss

33 THE ALLEGHENY SOARING EXPRESSWAY, Karl Striedieck

34 A MIDAIR OVER OHIO, Mark A. Savage

FEATURES 2 LETTERS TO THE EDITOR 9 SSA IN ACTION

13 CALENDAR OF EVENTS, Donald P. Monroe 13 FREE ITEMS FROM SSA 36 HOMEBUILDERS' HALL, Stan Hall 40 USING THE WEATHER, Charles V. Lindsay

GEORGE UVEGES 42 SAFETY CORNER, Will Hayes 45 FA!. BADGES (U.S.), Judy Felts 47 RECORDS APPROVED, David Aranda 48 CLASSIFIED ADVERTISING

SSA Officers: President, Marion S. Griffith, Jr.; Vice-President, Arthur E. Hurst; Vice­ President, Lawrence Wood; Secretary, Robert L. Semans; Treasurer, T. E. Sharp; Executive Director, Lloyd Licher.

Staff: Doug Lamont, Editor; Lianna Lamont, Production Editor; Nikki Deal, Art Director; George Uveges, Contributing Photographer

Cover: A Savage encounter-the wing in the foreground belongs to a 2-�3 pil�ted �y SSA Ohio State Governor, Mark Savage. Russell Savage, above, IS posing his 2-33 for a photo which was used on the cover of the Columbus Dispatch Sunday supplement.

SSA business and editorial office: 3200 Airport Ave., Room 25, Santa Monica, Calif. Mailing address: P.O. Box 66071, Los Angeles, Calif. 90066.

Total paid circulation for the October issue was 16,300. -,�rrB6 to the editor

Material published in SOARING Magazine is contributed by individuals for the reading pleasure of soaring enthusiasts. Accuracy of the material is the responsibility of the contributor. Neither the Society nor its journal assume responsibility for the cor­ rectness of material or the opinions of the contributor. Monetary payment is made only for the photograph that is used on the front cover ($30 b&w, $40 color). Anyone is in­ vited to contribute articles, reports, and photos concerning soaring activities. How­ ever, any material that is to be returned must be accompanied by a stamped self­ addressed return envelope. Manuscripts ac­ cepted for publication are subject to what­ ever deletions, additions, or revisions are necessary to adapt the material to the space requirements and qu�lity standards of the magazine. Reproduction of any of the enclosed material, unless specifically ex­ cluded, is encouraged. All reprints must credit the Soaring Society of America. SOARING Magazine is the publication of the Soaring Society of America, Inc., edi­ torial and business office: 3200 Airport Ave., Room 25, Santa Monica, Calif. 90405 (mail­ ing address: P.O. Box 66071, Los Angeles, Calif. 90066). Telephone (213) 390-4449. SOARING is published monthly. Second-class postage paid at Santa Monica, California, and at additional mailing offices. Subscrip­ tion to individuals in the United States available only as a part of SSA membership. Ridge Soaring at Black Springs and Soaring! May the person responsible for this crude offense get stuck in a blue Membership is open to anyone interested in Dear Sir: the art, the science, or the sport of motor­ hole-forever! Now that Soaring readers have become less flight. Annual dues: Membership, $15; As for myself, vive les femmes! and it Family Member (Member status, less sub­ acquainted with Waikerie, they might be applies to all crewgals and crewgirls, too. scription, for any person in same famiIy and interested in a glimpse of another soaring household of a voting member), $5; Asso­ No reason to discriminate against them. site here in South Australia. The en­ ciate, $9; Student Member (must be en­ S. O. JENKO rolled full time in an academic school dur­ closed photo of a ridge-soaring Libelle Mansfield, Ohio ing normal school year, give name of 20 1B was taken at Black Springs during school, and be aged 22 or under), $7; the Ridge and Wave Soaring Safari run Business Member, $35; Industrial Member, A Deep Voice From the Sky $50; and Sponsoring Member, $50. Life by the Adelaide Soaring Club in June Member fee, $200 (may be four $50 con­ 1974. Dear Sir: secutive quartely payments). Subscription STUART YOUNG It seems that we have forgotten price, in U.S. and foreign (subscrip­ $7 $8 Glenelg East, South Australia tions are only available to anyone outside our basics ("Space-speed & Downwind the U.S. and the price includes postage; in Turns," Soaring, Sept. '74 ). Newton said the U.S. only libraries and institutions may Crewperson? Egad, Sir (or Madam)! that a moving body will continue to move subscribe). SOARING Magazine is printed by Dear Sir: in a straight line unless forced to move in Parker & Son, Inc., 6500 Flotilla St., Los Angeles, California 90022. (Please note, In this year's story about the 41st a crooked line. He also said that if a however, that changes of address should be National Soaring Championships (Soar­ body is really moving in a crooked line sent to the SSA box number listed above.) ing, Sept. '74 ) one cannot overlook the (not merely observed to be doing it by fact that someone doesn't like the crew­ the town drunk ), it can be guaranteed

TElEPHONE NEWS SERVICE girls, i.e., the female crew members. All that some other body is also moving in an Attention is called to the after-hours of a sudden, throughout the article they opposite crooked line. Also, there is an recorded telephone news service at SSA are being referred to as a crewperson. exchange of energy between these bodies headquarters. Latest developments in the As far as one can remember we had, and (let's call them systems ), with the total soaring world are recorded on tape every still have, crew chiefs and crew members amount of energy being conserved. Of Friday (more often during major contests). who are either crewmen or crewgirls course Newton couldn't prove any of this, call is (213) 390·4449, The number to (crewgals if not a youngster ). so we call his claims "laws" for lack of between the hours of 6:00 p.m. and It appears that some "unisex" hypo­ a better name. As soon as they are dis­ 8:00 a.m., Los Angeles time, and all day crite is trying to tell us that we should proven, the world will be a much better weekends. To reach a staff member who might be in the office during these hours ignore the sex of a human being-even place to live in, particularly for glider call (213) 390·4440. If you call the first in soaring. pilots. Can you image positive LID? number for the tape, and don't get it after The person responsible for this non­ A sober observer on a third system two rings, hang up, because it means it sense in the article should write some might conclude that the systems men­ isn't in operation or someone else is listen­ stories for a rodeo or western magazine tioned above are exhibiting strange be­ on the line you'll then ing to it. If you stay and refer to the cowboys and cowgirls as havior. Before he gets too upset, he be the second number (through a rotary on a cowperson! I wouldn't be surprised to should check his store of kinetic energy system) and may get a staff member instead. see this dude being roped up in a hurry. to see if any changes are going on. Let's keep such nonsense out of soaring (Whenever my car is stopped at a red

2 SOARING light and an adjacent car starts to move, space, except by falling up or falling with the dense green of the forests. The I check my kinetic energy by a reflex down. My experiences could only be sparkling waters of the Fraser River and pressing of the brake pedal. If I don't go explained in terms of how I might be numerous lakes combine to make soaring through the windshield, I know that I am exchanging energy with an airmass that at Hope a sensory delight. There are good not a relevant system, only a nervous does different things in different adjacent campgrounds, wide smooth grass run­ observer. ) places. Will some country boy please ways, stunning scenery, ridge lift, and When flying an aircraft, I study my help me. some wave, all provided by a club com­ ground course for clues as to wind condi­ CHARLES (City Boy ) WEBBER posed of friendly people. What more tions, not as a criteria for coordinated Riverside, California could a visiting glider pilot ask for? We Bight. Admittedly, I have to remind my­ hope we are invited back next year. self that as long as I am not screeching a Mountain Soaring in Canada NANCY ZIRKLE tire, rubbing a wingtip, or experiencing Dear Sir: Tacoma, Washington ground-effect, I can only exchange en­ U.S. enthusiasts had an opportunity to Sharing Torrey Pines ergy with the earth by falling up or faIl­ sample Canadian mountain soaring when Dear Sir : ing down. To do this I utilize aerody­ members of the Seattle Glider Council We would like to thank Walt Mooney, namic forces to direct my velocity to and the Boeing Employees Soaring Club Steve du Pont, and John Murphy for their produce climb or sink. If I lose this ability were invited to a two-weekend Labor letters concerning hang gliding at Torrey as a result of a stall, then the element of Day soaring camp hosted by the Van­ Pines, printed in the September issue of choice is gone. couver, Canada, Soaring Club. A large Soaring. After all the rumored bad feel­ The other day the smog made it pos­ number of club and private ships were ings between the sailplane pilots, RIC sible for me to experience a strong lateral there for both weekends. modelers, and hang glider pilots, it was shearline (negligible vertical compon­ The Vancouver club Bys from Hope, indeed a breath of fresh air to hear some ents ). As you all know, such a phenome­ British Columbia, airfield which is about rational opinions-and from established non is very rare. I carefully manipulated a three-hour drive from Seattle. The field sailplane pilots to boot. We were over­ the control surfaces of the aircraft so as is grass, 128 feet ASL, and has two run­ joyed. to maintain a constant groundspeed as ways 4700 feet long. It is situated in the Since we first started Bying Torrey I passed through this rare form of shear­ Fraser River Valley which at this point is Pines about a year ago, we have always line. If the FAA examiner present had about a mile and a half wide. The site is felt that the only way to exist there is been watching the gauges at the time, surrounded by magnificent mountains as through both cooperation and education. he would have complained about a stick­ can be seen in the accompanying photo of The main thing a kite Bier needs be ing airspeed indicator. Instead, he com­ an AS-W 15 near Mt. Hope. mented that there should have been a aware of is the sailplane approach pat­ good bump. tern, which, having seen it once, is very Shortly afterwards, I observed another recognizable, both in the air and on the rare phenomenon, a lateral dust devil ground. Sailplanes don't occupy their ( negligible vertical components ) . The approach window for long and it is very examiner said, "Look at the thermal! Let's easy to avoid that area for the length of soar." So in we went. Our projected time it takes for one to land. ground path showed that we were circling Whenever we are Bying there and come tightly. The horizon was moving rapidly, across a Bier new to Torrey Pines, we are and the ball was centered. But our degree always sure to make him aware of the of bank seemed strangely shallow consid­ safety measures needed. Hopefully, this ering the circumstances. In the still air winter will see a new spirit of interest, outside the dust devil, we set up the same cooperation, and education among the circling ground path. Our airspeed was many Biers who use the airspace. We're lower, and the bank was steeper. It was all interested in sailplaning; we hope to as if the whirling air in the devil pro­ interest some sailplane pilots in our craft. vided a constant crosswind that helped KEITH NICHOLS me. BILL ROBERTS I got a real scare when I came in to TOM PRICE land. By then the afternoon wind was KATHY McKEEN very strong, and I knew there would be a BILL LISCOMB strong groundshear. My final was steep San Diego, California and perhaps too slow. I experienced an awful downdraft and the ship stalled. I Batten Down That Battery! oriented the nose straight down, but still The strip is edged on the south by a Dear Sir: was merely falling at one g as evidenced ridge which gives good ridge soaring in This summer, while soaring in my by things floating in the cockpit. This a west wind. This lift usually extends to brand-new Std. Cirrus in our very poor brought me enough airspeed to flare be­ 6000-ft. Mt. Hope on the east end of the summer weather, I encountered a cold fore crashing. So help me, that downdraft site. To the north of the field lays Dog front of tremendous power. After enjoy­ must have entered the ground and con­ Mt. which frequently generates wave in ing the front for almost two hours, I de­ tinued on to China. Maybe there is such the prevailing afternoon westerly winds. cided to land back at our field, but as a thing as an "air pocket." Although the Bying on Saturday was I came down in a high-speed dive I found My paranoia was building. I expected marred by a tragic accident, the ever that we had extreme turbulence at about to hear a deep voice from the sky say, hospitable Canadians did everything pos­ 2000 ft. AGL (10,000 ASL ) so I slowed "There is something about you that irri­ sible to make us welcome. Their club­ down to about 45 knots. Suddenly, I hit tates me." After reading in September house and grounds are first-rate. Pitching a downdraft which must have produced Soaring that "Momentum is directly re­ a tent on smooth level grass is a pleasure! several negative g's, causing my landing lated to groundspeed, or more properly On the first day of the camp several ladies gear to burst open and also, to my horror, 'space speed' point-to-point in space," I of the club spent the better part of the putting my rudder out of action on the knew that someone else would hear the day in the kitchen preparing salads and right side. Fortunately, I was able to turn voice long before me, and I could read cakes for the welcoming barbecue. left or maintain a straight-line course. about it in Soaring. Until my landing, Hope is without a doubt one of the Needless to say, I immediately made a there was no way I could think of to ex­ loveliest soaring sites anywhere. Lofty heading for the field and landed safely. change energy with the earth, let alone mountains with patches of snow contrast Post-flight inspection showed that my

NOVEMBER 1974 3 battery pack (which was supposed to be strapped in the nose ) had flown out of its SUPER SOARING PRINTS nylon straps and wedged itself between the fuselage and my right rudder pedal, Aldott - Moore Uveges making its inward movement impossible. NOTE CHRISTMAS SALE PRICES Later, going over what had happened, The great shots, the popular ships, (Open/Std), Kestrel, Cirrus, Ka6, it was possible for me to wedge the bat­ superbly lithographed (11 X 15) for ASW12/15/17, Diamant, Saito, Nimbus tery in such a way that no movement was framing (order by Code #). Plus 11 X 15 II, B4, Caproni, Duster (order by type possible in either direction. It was also three-views of 1-26,1-34, 1-35,2-32,2-33, name). $2.50 each for lithos, $1 each for possible to wedge the battery and jam C70, LP49, Nugget, Blanik, Libelle three-views. We pay postage and packing. one rudder pedal to the degree of not �-....-., being able to maintain a straight course. I would suggest that anybody con­ cerned check the strap-and-buckle system to see if it holds under stress and does not slip out of lock. RICARDO SALINAS-PIUCE San Angelo, Mexico Buoy Meets Gull Dear Sir: I recently had the pleasure of meeting

ASW·12 eS.A. Aldan Code #A·2 Std. Cirrus �S.A. Aldatt Code #A-3 Ed Hall's gull-friend (Soaring cover, Aug. '74 ). It looks as if she has left Maine's Pemaquid Bay for the warmer climes of Santa Monica Bay where I took this photo. GEORGE UVEGES Santa Monica, California

Std. Cirrus C>S.A. Aldatt Code #A-5 LS-1 ClDita Aldatt Code #A-7

Like Flying a Lawn Chair Dear Sir: The Monarch ultralight flying wing has been completed. This has got to be one of the most fun sailplanes ever. Even after twenty-eight flights it still grows on me. It's like flying a lawn chair that drifts about the sky at 30 � '·26 ClS.A. Aldatt Code #A-8 Phoebus ©A.L. Moore Code #M·' Std. Ubelle ClR.L. Moore Code #M-3 to 35 mph. I even have a unshade over my head. It's weird to carry on a con­ versation with curious bystanders several hundred feet below without yelling. Its LID? I'm not sure yet, but I can glide over 3000 feet from a tow to 120 feet. This has been repeated many times with similar results. JIM MARSKE Michigan City, Indiana

Diamant C>G. Uveges Code #U·' eGo Uveges Code #U-2 Ka-6 eG. Uveges Code #U-J

Send SAE for complete flyer. Your satisfaction The Soaring Press guaranteed or your money P.O. Box 960 refunded. Cal ifornians please add sales tax. No Los Altos, California 94022 COD. or RAI NCO in the U.S.

4 SO A RING Xerograph Exposes Soaring Hat Caper Dear Sir: One day when I was fooling around with xerographs (i.e., exposing leaves, twigs, dirt clods, etc., to photographic film by the light of the sun), I was sur­ prised by the appearance of the enclosed WINNING image which bears a striking resemblance to my great aunt from Cedar Rapids (a retired Naturopath whose favorite saying was, "It's better to have character than to be one.") This photo exemplifies all on the wind that is great about soaring-the bright smiling sun of the high plains, the bril­ by George Moffat liant blue early morning sky, the debonair appearance of the freshly-scrubbed pilot, George Moffat, twice Open Class World Cham­ and a hat that smells and looks like the interior of my cockpit after six or eight pion ('70 & '74), tells all. hours of bumbling about the skies. Fly with him in over twenty-five of the World's greatest ships from the 'fifties to the 'seventies. Share his winning contest techniques in intimate detail. Live with him through a decade of success in world-class competition and record flying. Savor his wit and candor in selected 'Infamous Last Words'. Famed '52 World Champion Philip Wills of England contributes a gracious and in­ formative Introduction. It's all here, in the great soaring book of the '70s.

'It ::;� �, �... A leak from a high-placed crew mem­ ber of the charger from Ramah, Colorado, leads me to believe that there are actually eight "one-and-only lucky soaring hats" in John Brittingham's stable. $5 paperback EDWIN D. RATH UN, M.D., F.A.A.P.P., P.A. $8 hard cover Liberal, Kansas B

In Defense of the RF·4D Motorglider Dear Sir: The 1974 Sailplane Directory is very well written and has included many seldom-seen and one-off models that have - --- Hown in times past. Bennett Rogers is to .. --- - .::'� .. be congratulated for such a time-consum­ I Please send me ___ copies of "WINNING I ing effort. ON THE WIND", at $_each. postage and pack­ There is one serious error in the motor­ I ing free. Californians please add sales tax. I glider section however. The RF-4D, with Name seventeen copies in the United States I I alone, is the most popular motorglider, Address not his AS-K 14, as he would have us I I believe by refusing to list the RF-4D. His City reason was, "Owners do not use them as I State Zip I motorgliders but as airplanes." I called Bennett. He stated that this was because I Sorry, no COD. Satisfaction guaranteed or your I he had talked to im owner two years ago money back! who had said he seldom turned off his I I motor. This particular owner, I might T add, soars quite often when we Hy to­ I The Soaring Press, P. O. Box 960, Los Altos. CA 94022 I gether, but he has a larger engine with such high compression that the self starter _------_ has been removed. .. .. Or from RAINeO the u. S., the B.G.A. The four RF-4D owners here in south­ in in England (£ 2). ern California with whom I Hy soar on every Hight we have together. Mike Bit­ ner, for example, keeps his ship at Comp-

NOVEMBER 1974 5 ".

�.w��Soa ring Center �� . Month -.....

SOARING CENTER DIRECTORY

Sugarbush Soaring @* •••• o*x Bermuda High Soaring School @�•• O Southwest Soaring Enterprises •• 0 Warren (Arpt) Vt. 05673 Box 134, Chester (Arpt) S.C. 29706 P.O. Box 460, Caddo Mills Mun. Arpt. @� Ph: 802 496 -2290 Ph: 803 385·606 1; 385·5764 Caddo Mills, Tex. 75005 Ph: 214 527-8124

Northeastern Light Aircraft Franconia Soaring Center @*• •• x*. Texas Soaring Center @* ••• O*V Box 252, Lynn, Mass. 01903 Franconia Inn Airport N.H. 03580 Box 1271, San Marcos, Tex. 78666 Ph: 603 898-79 19 Ph: 603·823-5684 Ph: 512 392·7730

Wurtsboro School of Aviation ••• 0*. Louisiana Soaring Center @* •••• 0* Arizona Soaring, Inc. @* •••• O* Wurtsboro (Arpt) N. Y. 12790 @* P.O. Box 1173, Covington, Box 27427, Tempe, Ariz. 85282 Ph: 914 888-279 1 La. 70433 Ph: 504 892·1629 Ph: 602 568-2318

Atlanta Sailplanes Inc. Cardinal Aviation Wave Flights, Inc. .@* ••O *X Williamson, Ga. 30292 Columbiana Arpt., E. Liverpool, 9990 Gliderport Rd., Colo. Springs Ph: 404 227·8282 Ohio 43920; Ph: 216 386-376 1 Colo. 80908. Ph: 303 495·4144 • Kutztown Aviation Services@� •• O*. Houston Soaring Center @* • •• *x Great Western Soaring School @*••• O Kutztown (Arpt), Pa. 19530 8727 Dover, Houston, Tex. 77 017 P. O. Box 148, Pearblossom, Cal. 93533 Ph: 215 683-382 1 Phone: 713 643·4412 Ph: 805 944·2920

Connecticut Soaring Center @*.6 •• P Soaring Society of Dayton @*.t.•• O Sky Sailing Airport @�O.o*. South St., Waterbury Arpt., Plymouth, Box 581, Dayton, Ohio 454 19 *x 44999 Christy, Fremont, Cal. 94538 Conn. 06782 Ph; 203 283-5474 Ph: 513 299· 1943 Ph: 415 656·9900

Berkshire Sailflights, Inc. @*6 •• X*. West Bend Flying Service @*.& •• O* Warrenton Soaring Center @* •••• y Box 1022. Hamman Airport. Box 409, West Bend (Arpt), Wisc. 53095 P.O. Box 185, Warrenton North Adams. Mass. 01247 Ph: 413-664-6188 Ph: 414 334·5603 Va. 22 186 Ph: 703 790·5 151

Birchwood -Pocono-Airpark Hinckley Soaring Inc. Soaring Unlimited, Inc. @*• •• O* RD 3. E. Stroudsburg. Pa. 1830 1 Rt. 30, Hinckley, III. 60520 12422 68th Ave. NE, Kirkland, Wa. 98033 Ph: 717 629-0222 Ph: 815 286-7200 Ph: 206 454·2514

J. W. Benz Soaring Aronson Air Service, Inc. County Arpt., Ionia, Mich. 48846 Box J, Rosamond, Ca. 93560 Ph: 616·642-9019 Ph: 805 948-3016

Key to Symbols TRA Soaring Center @* •••• O*x RIdes and Instructions Dally@Weekends and by Appolntment8 Sailplane Rentals *Repalr ServICes. Airplanes welcome . RestnctedO Trenton-Robbinsville Arpt., Robbinsville, flight Exammer at Fleld4 By AppolOtment6.Ground Launch tor RatlngsO New Jersey 0869 1; Ph: 609 587-1250 Sailplane and EQUipment Sales. food at Field * Accommodations X Operates year 'round; Y Spring thru Fall P P.O. Box 147SC, Elmira, N.Y. 14902 BUSINESS. MEMBER ton Airport and has been soaring forty­ Spit Whittle myself (a IS-year old working on my five minutes almost every day during his & Silver Badge) are limited in finances and Dear Sir: lunch hour. He uses the small shearline­ generously provides a discount on his It appears that in his account of the convergence two miles south of the air­ rental sailplanes. He, too, is a ready source Hobbs Nats Red has done me an port over the refineries. 01' of wise advice and a wealth of aviation injustice. He named me the culprit who I have found and soared many condi­ knowledge. reseeded Big John's seat and sealed his tions I never would have thought even Although West Bend, Wisconsin, does canopy (Soaring, Oct. '74). Now I ask existed if I had been in a glider or the not have the kind of soaring conditions you, would the perpetrator of this foul usual short-ranged self launcher. I got to that you can rave about to visiting pilots, deed be silly enough to sign his own 14,200 feet over the mountain west of these three men have helped create an name? Never! San Felipe in Baja California, Mexico, atmosphere that permitted me my small However, in view of the present the last day of 1973 in a wave that was achievements in this sport and which has drought and the lousy condition of the nowhere evident in the dead calm at the produced carrier pilots, airline pilots, ad­ airport. Soaring with condors, flying along cattle business, I know John can use all vanced badge pilots, Kolstad Award win­ the Big Sur cliffs by Highway 1, exploring the grass he can find to get through to ners, and high ranks in the intercollegiate frontal systems, and many wave flights spring. I speak from a position of some aviation circles. over the L.A. Basin are just a few of the authority here at Horseshoe Land & Live­ This letter is meant to bring credit to many interesting soaring adventures with stock, Inc. these three very generous, knowledgeable, the Fournier. No question the sink rate UGLY BEAR and honorable men who deserve it so is higher than the long-winged version, (Springer Jones) greatly. but with the speed and range of this little Mitchell, Nebraska WINFIELD STARR magic carpet, adequate lift is always Milwaukee, Wisconsin found for soaring on every jaunt. Wisconsin Soaring Youth Boosters A sailplane is an expensive toy; a self­ Dear Sir: Needed: Something Between the launched glider even more so. You can With last month's discussion about Swingwing and the ' 2-22 buy all the tows you could possibly use youth in Soaring s "Letters" column, I Dear Sir: for the difference in cost between a Ka-6 feel that I should bring attention to three Today my Gliding Instructor Rating and the AS-K 14. The oily little two cycle people who have made outstanding con­ expires. I have not been in a sailplane in they use makes a very poor airplane for tributions to youth in soaring here in two years. Soaring is an activity I have getting anywhere, so all you have is a Wisconsin. had to forego as the pace of life has in­ fair glider that can launch itself, thus First and foremost is Mr. Paul B. Ham­ creased and its quality declined. I recog­ offering a great deal of convenience but mersmith, the advisor of the Explorer nize the truth of Moffat's statements on not much else. Post of which I am a member, and the sailplanes as an investment (Soaring, The Fournier RF-4D, however, can owner of a 1-26 which is very generously Sept. '72), but this is hindsight and it cruise at 113 mph on 2.85 gph of ordinary put at our disposal. In addition to follow­ would be more difficult for me to finance car gas for 400 miles, has superb handling ing our soaring program, he conducts a sailplane today than it would have been beyond the meaning of the AS-K 14 own­ trips to various gliderports around the as a struggling graduate student dream­ er's concept of the term, and can soar in country. His generosity, tolerance, and ing of the then newly-introduced wonder all the truly interesting lift regimes except friendliness are exceeded by very few. machine, the Libelle. I have had no very weak and uninspiring lift. Also deserving recognition is Mr. truck with the "freaky" kite crowd, but I wonder why they quif making the Gunter Voltz. He is very active concern­ they are accomplishing something for us AS-K 14 and are concentrating on the ing costs and youth in soaring. He is a and I hope they keep on trucking. We VW powered AS-K 16? No doubt, as major force in aiding us and keeping need something between the Swingwing Bennett guesses, many RF -4D owners things in line, and he always has a little and the 2-22. The new Petrel ("Letters," use their ships as airplanes. Why not? piece of soaring lore or technique to offer Soaring, Sept. '74) offers me more hope They are superb touring machines with in his ubiquitous Volkswagen on the way than I have had in a long time. I hope performance equal to a Cessna 150 in to the airport. you will report in depth on this machine. every way on only 32 hp. It will fly right Last, but by no means least, is Mr. Earl NYAL WILLIAMS alongside a 1-26 at 62 mph at 20: 1, al­ Stier, proprietor of the West Bend Flying Muncie, Indiana though at slow speeds in small thermals Service. He is aware that people such as the 1-26 is easily the master. To make a practical self-launching sail­ plane requires a good deal of power, and very little of this power is needed to make The Technology a fine cruising airplane-so clean is the LOOking for a super­ design of most gliders. A sailplane/air­ " Science buy in communica­ plane is the most practical fun machine tion radio? Check the ever created. You can pick a place and of Low·s�eed Yinside back cover! go there, stopping to soar anywhere in­ teresting along the way. You can loiter " Motorless around with the prop barely flicking over Flight at 60 mph, wheeling and turning at 50 feet over an interesting geologic formation Proceedings of the AIM/MIT/SSA or ghost town, using something like one LUFFT 2nd International Symposium held gallon per hour. As much as I love com­ SPHERICAL COMPASS petition in sailplanes, it isn't often you on Sept. 11-13, 1974, are now GOES can slide close over the ground just look­ available. $10.00 ANYWHERE ing at the world around us. To conclude, the Fournier RF-4D is ppd. from SSA, $12.50 still the most popular motorglider in this (Calif. add tax) country, and is the kind of machine en­ Box 66071, Los Angeles, GRAHAM THOMSON LTC gineers and designers should try for-a 3200 AIRPORT AVENUE practical airplane that soars. California 90066 SANTA MONICA, CALIFORNIA 90405 JACK LAMBIE (Californians please add sales tax) (213) 398-47'14 Bellflower, California

NOVEMBER 1974 7

tion to encourage early arrivals will formation retrieval systems and to be continued by the Convention host, work actively in its school programs. Pacific Soaring Council (PASCO ), Qualifications: An interest in soaring SSAin with an Early Bird Party Friday and ability to communicate that inter­ evening. est to all age groups; an interest in Thursday afternoon, the Com­ helping to preserve the significant arti­ mercial Operators will be discussing facts and documents from the past. f\Cr'O�1 the vicissitudes of their concerns under Apply to the National Soaring Mu­ the able leadership of Don Siotten. seum, Harris Hill R.D. # 1, Elmira," "I LEFT MY HEART IN With Saturday night's cocktail party N.Y. 14903.

SAN FRANCISCO . . ." and Annual SSA Awards Banquet, it LIAM ENGLISH NSM Director Do the words fit your music? If will be a pretty full schedule. To STANDARD CLASS you've been there, you know they do. beautifully round it out, Nancy Davis 100-KM RECORD CLAIM H you've never been there, now's the has arranged an equally interesting time to go. And what better oppor­ time for those not attending the Sat­ Manfred Sczesny, 44-year old VW tunity than a gathering of soaring urday session. Take the tour of San garage shop foreman from Sylmar, people? Francisco and cross the Golden Gate California, is claiming a national In ancient Greece, great comings Bridge for lunch in Marin County with Standard Class soaring record for together at banquets took place. After­ visits to Sausalito, Tiburon, and a re­ speed over a 1 DO-kilometer triangular wards, there would be much music, turn across the Bay by ferry. course of 75.8 mph for a flight he singing, compotation, and conversa­ Besides the sailplanes, equipment, made in his Standard Cirrus from El tion. It was a drinking together-a and supplies which will be on display, Mirage Field, near Adelanto, Califor­ symposium-a social gathering at 1975 SSA Calendar manager George nia. He used the established turn points which there was a free interchange Uveges will present a large collection at Wrightwood and Littlerock, Cali­ of ideas. That is what we invite you of the original artwork which was fornia. to in San Francisco-the 1975 Na­ submitted for consideration by the Sczesny made three attempts, but tional Soaring Convention. We call it judges. aborted the first two after the first leg. We realize the world doesn't really On his final attempt, the lift was not revolve around San Francisco, but strong on the first leg, and the first OARING San Francisco is certainly centered on turnpoint was in rain, but there was AN FRANCISCO Union Square. And that is where the good lift under the rain cloud, and he STYLE Convention will be-at the St. Francis climbed from 9000 feet to 12,500 The seventies are here; where are Hotel. Some very special reductions feet in six-meters-per-second lift. From we? Stan Hall and Taras Kiceniuk on all room rates have been secured then on, he made a fast glide to the know where they are and will com­ with prices starting at $22/ single. second turnpoint and home. ment about the sailplane's role in There is a wide range of rooms with The previous record in this category the next decade. Jim George and Earl a limited number at the lower price was 68.56 mph, flown by Betsy Smith will discuss the Sierra and high­ levels so make your reservations early Howell, at Odessa, Texas on August country soaring. This is an exciting by writing to: Hotel St. Francis, Union 14, 1973, also in a Standard Cirrus, Square, San Francisco, CA 94119. Be area for both fun flying and compe­ SUNFLOWER AERODROME tition. They are just some of the people sure to state that you are attending the SSA'er Bill Seed is pointing to an who will be speaking during the ses­ Soaring Society's 1975 National Soar­ aerial photo of what must be the sions on February 1st and 2nd. ing Convention in order to receive world's largest gliderport. His glider­ Lawrence Wood will begin his 1975 the special low rates. port. He calls it Sunflower Aerodrome. term as SSA President by presiding at Convention Registration fees are: A neat name. the Directors' meeting. There will be Session only, $15/person; Banquet It has miles of concrete runways time to make your own views known, only, $15/person; Tour only, $15/ and taxistrips, hangars, a control too: The Annual General Membership person. A special package for $55 tower, etc., and is located about 45 meeting of the Society is an important provides attendance for two at the miles northwest of Wichita. It used occasion for members to participate. Banquet, one at the Sessions, and one to be called the Hutchinson Naval Air It will take place during the weekend, on the Tour. For advance registration, Station. Ordinarily, Kansas rainfall also. which will be held for your arrival, ' write to: 1975 National Soaring Con­ Friday, January 31st, will be a busy time. The National Soaring mus'eum vention, Box 3075, Fremont, Cali­ Directors will be meeting all day under fornia 94538. See you there. the guidance of their president, Paul PASCO CONVENTION COMMITTEE Schweizer. We have been alerted to expect an important announcement NSM ARCHIVIST/EDUCATOR SOUGHT from them at that time. Fred Robinson The National Soaring Museum needs will head the SSA Business Members' an Archivist/Education Specialist to meeting. The 1-26 Association expects help set up and oversee the function­ to be meeting, too. The growing tradi- ing of the museum's archives and in-

NOVEMBER 1974 9 can form large puddles in the great to hold regional and national cham­ claim the world two-place speed plains, but the recent drought dried pionship meets and as a place for local record. everything up, perhaps prompting the glider pilots to go soaring." In the current issue of Motorgliding, Walter Buhl, who attended the World U.S. Navy to move nearer to the AUS DEUTSCHLAND water. At any rate, the sailors put it Motorgliding Championships at Burg Must two-place sailplanes and up for sale just when Bill was looking Feuerstein, reports the Nimbus M's motorgliders eschew the svelte lines for someplace to fly his new Blanik. one-day appearance attracted much of high performance in favor of He was trailering his sailplane around notice when it soared around the dowdy plain-Jane utility? Germany's when he spotted a couple of guys flying course in 105 minutes compared to the Schempp-Hirth factory doesn't think an old Slingsby Swallow on the 'drome 178 minutes it took the meet's winner so, and two recent products, the Janus just after the Navy moved out. It was (an SF-27M). The Nimbus M uses a and Nimbus M, illustrate the point. from them he learned the place had retractable 55-hp two-cycle Hirth en­ S-H's designer, Klaus Holighaus, is just been put up for sale at an un­ gine with an electric starter. enthusiastic about the Janus. "I really believably low price. think it's the best glider I've made," Bill is a member of the Kansas he wrote to John Ryan, U.S. competi­ Soaring Association and he knew they tion pilot and S-H dealer. "I am not wouldn't meet for a month, and he also sure I'll go back to flying the Nimbus knew the Society had already spent again (because) it's so much more fun years considering the advisability of a to fly a two seater." national soaring site. Time was of the After taking fifth in the Hahnweide essence, so Bill acted unilaterally and International against an Open Class with dispatch, somehow raising the fieldthat included AS-W 12's, Kestrels, funds to swing the deal. Nimbuses, a 604, and a Caproni A3, Word of the facility has gotten Klaus flew theJanus around a 100-km. around and parachutists and car racing triangle at 142.9 kmph (88.7 mph) to buffs have staged events at Sunflower Aerodrome, providing some revenue toward meeting expenses. But Bill in­ sists his heart is in soaring and an article in the Wichita Eagle states that the airport "was bought as a gliderport

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10 SOARING Ursula Hanle, designer of the 13- including the subscription to Soaring, Soaring Championships. The Pacific meter Saito, is intrigued by the rigid­ that all members expect. Soaring Council, sponsors of the meet, wing ultralight configuration and has "So, join the bandwagon of 475 have chosen Douglas County Airport, designed her own version for produc­ other Life Members. You may pay a near Minden, Nevada, as the contest tion by Start + Flug. Christened the lump sum of $200 or make quarterly site. The field is located in Carson Hippie, the new craft weighs in at 66 payments of $50. Remember, when­ Valley east of Lake Tahoe. Ibs. with a wingspan of eight meters ever the regular dues are increased by (26.25 feet). In initial tests it was air­ the action of the Board of Directors, II IN MEMORIAM II borne at 45 kmph (28 mph). Conven­ Life Membership cost will also have tional controls and a steel tube fuse­ to be increased." Soaring in New England has lost lage are used. But the wings employ T. E. SHARP George W. Angell, one of its main­ fiberglass reinforced with carbon fiber. SSA Treasurer stays. A generous and kind man, re­ spected by all, Bill Angell was instru­ • 1975 U.S. NATIONALS mental in bringing soaring to several The SSA Directors have given the hundred people in five short years. nod to Hobbs, New Mexico, in its bid He served as a charter member of the to host the 1975 U.S. National Soaring Massachusetts Institute of Technology Championships. Competitive bids were Soaring Association and was its Mem­ also received from Chester, South bership Chairman, and MITSA In­ Carolina, and EI Mirage, California. structor, and later, the SSA Instructor • THE TREASURER SEZ: The Directors were polled individually for Yankee Soaring. He also was "Do you know that one of the best by mail, so the basis of the decision is cofounder of Sail air Corporation bargains in soaring today is a Life not known, but it is probable that the (which was devoted to bringing soar­ Membership in SSA? With inflation phenomenal speeds achieved during ing to young people), President of rampant, an increase in dues is cer­ this year's Standard Class Nationals at Region 1 Soaring Association, and tainly not years away (though not now Hobbs may have favorably disposed was serving as SSA Massachusetts under consideration by the Society's them towards another go with New State Governor at the time of his Directors). We have been fortunate to Mexico weather. The date has tenta­ death. We all loved Bill and his un­ be able to invest Life Membership tively been set for June 17-26. bridled optimism for our sport and fu nds in securities that yield an ade­ July 1 through 10 will be the date for life. quate return to provide the services, for the 1975 U.S. Standard Class STEPHEN FRIED

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Oct. 28, Deadline for receipt of nom­ April 15-19, Region 5 Soaring Cham­ inations for election of SSA Di­ pionships, Bermuda High Soaring rectors_ Center, Chester, S. C. Dual con­ test (Open and Standard Classes, Nov. 1, Cumberland Soaring Group separate scoring). (Bid, subject to wave soaring season begins. Han­ ap proval.) Write G. Seibels, gar space available. Write W. 2400 Heyward St., Columbia, S.C. Holbrook, 408 Washington Street, 29205. Cumberland, Maryland 21502. July 1-10, 6th U_S_ National Stand­ Nov. 23-24, Nov. 29-Dec. 1, Southeast ard Class Soaring Championships, Region 5 Soaring Championships Minden, Nevada_ Write 0_ E. (bid, subject to approval), Indian­ Oavis, 3576 Altamont Way, Red­ town, Florida. Write S. Crane, wood City, Cailf. 94062_ Box 68 South Miami, Florida 33143.

Nov. 28-Dec. 1, Bishop Fly-In, Bishop, FREE ITEMS FROM SSA California. Write A. Schat, Rt. 2, The Soaring Society of America has Box 7A, Bishop, Calif. 93514 or a variety of items available on a T. Schirtzinger, EI Mirage Field, free distribution basis, including Adelanto,Calif. 92301 . the following (request by item number or name from SSA, Box Ben Greene and Dick Johnson used Cambridge Dec. 9, Deadline for receipt of ballots 66071, los Angeles, Calif. 90066): electric variometers to win the 1974 Open for election of SSA Directors. Class and Standard Class Nationals, and 3. FA I Soaring Awards Application Dec. 17-Jan. 4, South African Gliding George Moffat, three times U.S. National Form. Championships, Oranjekrag Air­ 4. SSA Membership Application Champion and twice World Champion says, fi eld. Dec. 17-24, Sports and Form. Team Championships; Dec. 26- "My Cambridge electric variometer performed 6. "SOARING ...The S.S.A .... Jan. 4, Open and Standard Cham­ flawlessly throughout the 1974 World Soaring and YOU" pamphlet. Tells pionships. Write Gliding Secre­ about the activity, glider pilot Championships. In selecting equipment I rate tary, Aero Club of South Africa, certificates, how soaring is reliability as one of the most important con­ P.O. Box 2312, Johannesburg organized, SSA, and how to 2000, South Africa. siderations, and in this respect the Cambridge get started in soaring. far surpasses many of the more exotic and Jan. 30-Feb. 2, National Soaring 7. list of Soaring Clubs. expensive instruments. With a Cambridge elec­ Convention, St. Francis Hotel, 8. list of U.S. Sailplanes (new), including SSA Board of Directors' plans, kits, ready-to-fly. tric variometer and audio unit I know I will have Meeting, Feb. 1-2. Write your 9. list of Soaring Schools. the information I need for those split-second, Director and the 1975 National 10. list of Books on Soaring. contest-winning decisions. I recommend the Soaring Convention, Box 3075, 14. SSA Officers, Directors, Com- Cambridge electric variometer system to all Fremont, California 94538. mittees. 23. SSA Merchandise Order Form. pilots who are looking for the utmost in reli­ Feb. 14-16, 1975 Symposium on 30. list of Soaring Films Available. ability and performance at a reasonable price." Competitive Soaring, lakeview 34. Annual and 100-hour Glider Country Club, Morgantown, West Inspection Report Form. Isn't it time you started to get more out of Virginia. Write Soaring Symposia, 35. SSA's ABC Training Program soaring with a Cambridge electric variometer 408 Washington St., Cumberland, (how A, B, and C badges are Md. 21502. issued). system? Descriptive leaflets on the complete 37. list of Foreign Sailplanes Cambridge line are free, and we will be glad Calendar of Events Available. to advise you on the model best suited for 38. How to Start a Soaring Club. Sponsors of all soaring events are your sailplane and soaring conditions. 39. State Soaring Records Rules requested to submit details so they may be included in the and Application Form. Remember, whether you fly a club ship around SOARING calendar_ Oeadline for 43. Poster to Promote Soaring, 11.5" x 15". Includes pad of the pattern, or a super-sailplane around a calendar items is the 20th ot lOO-mph speed course, a Cambridge is the idea l the month, two months previous tear-off forms for information to the cover date (March 20th kits. Has space for local variometer. for the May issue, tor instance)_ i nformati on. Prospective participants and 56. SSA Membership Benefits. visitors should write to activity 63. Contents of OSTIV Publica­ contacts for information on entry tions. GRAHAM THOMSON LT O 64. SSA Business Member Benefits. applications, rain dates, and 3200 AIRPORT AV ENUE practice days_ Send calendar 65. Resale Prices for SSA Mer­ SANTA MONICA, CALIFORNIA 90405 items to: chandise. 66. SSA's Traveling Photo Display. (213) 398-4714 SOARING Magazine Describes the display, rules, Box 66071 Sole distributors'of Cambridge electric variometer systems and fees for its use. Dealer and overseas inquiries invited los Angeles, Calif. 90066 BUSINESS. MEMBER

NOVEMBER 1974 13 604 with 50.4 mph. Joe Conn still maintained his lead to win the meet with a second-place speed of 42.4 mph. Bob Smith just nosed out Stan Smith for a second place overall. Stan took the third place Medallion. Bob Smith and Ron Desilets took first and sec­ ond in the Standard Class. Ron, a new­ comer to the East, is catching on to eastern soaring very fast. The best forecast with 400- to 500-fpm thermals performance in a sailplane of Amer­ REGION to 6000 ft. at the peak of the day. ican design and construction was won THREE Scattered overdevelopment was fore­ by Joe Perrucci in his Concept 70. CONTEST cast with possible showers. The wind The Rochester Soaring Club team The 1974 Region Three Soaring was to be 15 knots from 2200• A which organized the meet was Stu Championships were held at Dansville, 151.5-mile speed tri angle was set via Lambers, Contest Manager; Jim Betts, New York, on June 17 through 2l. Seneca Falls and Chemung Co. Air­ Operations Manag er; Lloyd Hunter, It is a new site for the Region Th ree port. The day began stron ger and Competition Director; Adrianna Betts, meet and it was put on by a rookie earlier than forecast. No one moved scorer; and Ed Seymour assisted by organization of the Rochester Soaring up his takeoff time however, because Ray Cipriano on the weather brief­ Club. Thanks to the excellent coopera­ even better conditions were expected ing. Many other club members took tion of the contestants, all went later on. Some 800-fp� thermals were part of their vacations to help. Special smoothly. reported to 6000 ft. On the first leg, thanks must go to Ted Falk for run­ The Championship was decided in downwind, the early starters reached ning the start-finish gate and to Dick the minimum three contest days be­ the turn (51 mi.) in about 40 minutes. Olney for flying the weather charts in cause of unsettled weather throughout The second leg, however, quickly over­ from Rochester every morning. We the week. There was a total of twenty­ developed and clamped the course. The hope that every one had a good time. one contestants present for the opening overdevelopment spread back upwind The top ten day. Five were Open Class and sixteen to the first leg also catching the later 1. J. Conn AS-W 17 2714 were Standard Class (including one starters before the first turn. There 2. R. Smith Std. Libelle 2447 1-26C). was good local soaring at Dansville 3. S. Smith Phoebus C 2431 First contest day, June 17: The all day but no one made the second 4. R. Desilets Std. Libelle 2113 weather was dominated by a warm turn. The day turned into a distance 5. J. Seymour Diamant 2095 front. The prediction was for 200- to task with John Seymour, one of the 6. W. Briggs Std. Libelle 2065 400-fpm thermals with 3000- to 5000- early starters, winning with 66.6 miles. 7. T. Smith Phoebus C 1926 ft. cloudba se. Overdevelopment was There were seven contestants over 60 8. R. McLaughlin AS-W 15 1761 predicted with a 50 percent chance miles giving an official contest day but 9. J. Perrucd Concept 70 1742 of scattered rain showers. Wind in a most disappointing one. Bud Briggs 10. R. McMaster Std. Cirrus 1667 the convection layer was called from was best in the Standard Class with 2600 at nine knots. The task set was 65.6 miles. Joe Conn retained his SOUTH out-and-return speed with two turn­ overall lead with a 58.1-mile flight for REGION point options, Penn Yan and return, a cumulative 1872 points. Stan Smith, FIVE 67.2 miles, or Exit 44 and return, however, was only 28 points behind, CONTEST 68.6 miles. As it turned out nine having exercised his trademark of a Twenty-two Stan con- contestants went to Exit 44 and 11 patient, low, low save halfway down testants (and three guests flying Open went to Penn Yan. Joe Conn won the the first leg. Class ships) gathered at Cordele, day in his AS-W 17 with 27.6 mph Third Contest Day, June 20: After Georgia, August 21-25 for the Fourth by way of Exit 44, while Frank a no-contest day of overcast and occa­ Annual South Region 5 meet found Kruesi came second in his Standard sional light rain, another mild cold typical middle Georgia August weath­ Cirrus by way of Penn Yan with 24.2 front passed during the night and a er awaiting them-as warm as the local mph. Several contestants changed their good day was forecast with thermals, residents' welcome, and a lot more minds in midtask because of areas of mostly dry, to 6000 ft. at 400 fpm. A humid. Competition Director E. T. overdevelopment although no rain was 15-knot wind from 2900 was expected. "Woody" Woodward proposed using reported. There were six finishers over­ The local sounding gave a weaker pre­ the Designated Start system for the all, thus assuring a contest day. The diction than this, so a minimum cross­ meet. A vote of the pilots taken at the weather turned out much as forecast wind task was set to Wellsville and pilots briefing endorsed this sugges­ except that the wind proved to be 15 return, 70.6 miles. The day yielded II tion, and with the launch line (run by to 20 knots, making it difficult to get finishers starring Jim Lippincott ( in his Operations Director Ed Sessions) put­ home upwind. 1-26C) who worked ridges, thermals, ting the contestants into the air in Second contest day, June 18: A and will power for a 16-mph speed in a twenty-two to twenty-eight minutes, weak cold front passed the area during I 5 to 20 kt. crosswind, a real tour de the system worked well throughout the the night and a much stronger day was force. The winner was Vic Peres in his contest.

14 SOAR ING August 21 : Speed triangle; Cordele/ the wire. Fortunately neither Pete's Joe Shepherd moved into contention Perry/Cochran and return; 104.5 nor Papa Echo's injuries were unduly with 48.67 mph and third for the day. miles. The first day this year was a serious and they will both be back in Again eighteen contestants and the carbon copy of last year's; a thunder­ the air soon. three guests finished. storm moved over the field from the August 22: Speed on out & return August 24: Speed triangle; Cordele/ south at midafternoon, complete with course to Butler; 97 miles. With the Dawson/Perry and return; 142.9 heavy rain and scattered hail. Unlike ground generally wet and late develop­ miles. A difficult second leg under a last year, though, seven contestants and ment and weak conditions forecast, high overcast marred an otherwise ex­ all three guests managed to finish, the Woody called a short speed task to the cellent day and dropped two of the last four after the rain had begun. northwest where the ground was prob­ front runners out on course, shaking Four more were on final glide when ably drier. The day proved to be up the top standings. Hal Myers, win­ shut off; RayGr ay, a quarter of a mile stronger than forecast, and eighteen ning the day with 45.05 mph, moved behind the last finisher, found it im­ pilots finished the task with five top­ well ahead of the pack; Dave Culpep­ possible to land at the field and over­ ping 40 mph. Hal Myers' 44.02 mph per, second with 43.12 mph, and Joe flew eight miles to the southwest where won the day and moved him into first Shepherd, third with 42.12 mph, he landed in a big field and sat out the place, a spot he held for the rest of moved into third and fourth place storm in his ship. Most of the finishers the contest. Andy McQuigg was second overall with Bobby Bridges, who had were also caught in their ships and sat in the PIK-20 at 43.60 mph, and John some tough luck at the start and 33.72 through the heavy rain frantically re­ Byrd was third with 42.37 mph, mov­ mph for the day, hanging on to second questing extensions of the start-time ing John into second place overall. place. interval for turning in their landing August 23 : Speed triangle; Cordele/ August 25: Speed triangle; Cordele/ cards and photos. The top three were : Fitzgerald/Tifton and return; 101.7 Butler/Perry and return; 113.1 miles. Bobby Bridges, 36.50 mph; John Byrd, miles. The Macon Weather Bureau After unpromising morning fog, the 36.32 mph; and Hal Myers, 35.85 predicted drier air and somewhat im­ day broke suddenly and strongly, pro­ mph. The meet's only unfortunate in­ proved conditions. This day provided ducing the overall best speeds of the cident occurred on the first day when the meet's highest winning speeds. meet. All twenty-one contestants fin­ Pete Espenlaub hit a fence on an off­ John Byrd blasted around at 50.30 ished the task, ten at better than 40 field landing, breaking his Standard mph to close to within five points of mph. Andy McQuigg and John Byrd Cirrus and winding up in the hospital first place, but Hal Myers grimly hung regained face by finishing at 48.58 with cracked vertebrae and cuts from on by finishing second at 49.33 mph. and 47. 14 mph, first and third re-

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NOVEMBE R 1974 15 spectively for the day. Ray Gray, who went through the gate 25 minutes after the next to last starter, blasted around at 47.56 mph to take second for the day's task. Joe Shepherd took fourth, Waverly West Soaring Ranch moving into third overall with 46.57 mph, and Bobby Bridges, fifth for the Open year round. Rides - Instruction - Renta ls day at 45. 10 mph, hung on to second place for the meet. Hal Myers, flying Mountain wove and thermal soaring a conservative 43.14 mph for seventh 1-26, 2-33, 1-34 and 2-32 place on the day, thus became the un­ disputed champion with his 274-point For information contact: first place lead. So ended another successful Cor­ FRED HERR, P.O. Box 1055, Ft. Collins, Colo. 80522 dele meet. During the four years this Phone: (303) 568-3374 or (303) 484-5606 eve. contest has been held here early-in-the­ day-soarability and judicious task-set­ ting have produced 24 official out of 25 possible contest days and always an enjoyable meet. Y'all join us some­ time-the flyin's good an' it's the be­ gin in' of the scuppernong grape and boiled peanut seasons. The top ten :

1. H. Myers Cirrus 4851 2. B. Bridges Libelle 4577 3. J. Shepherd Libelle 4444 4. J. Byrd Cirrus 4207 5. J. Giltner 301-Libelle 3976 Features maximum protection for your sa ilplane 6. A. McQuigg PIK-20 3964 Enclosed and modern body styling Sailplane Trai lers 7. R. Gray Cirrus 3935 Write or visit 8. E. Williston Libelle 3818 by Gehrlein Gehrlein Products 9. D. Culpepper AS-W 15 3617 900 1 Hamot Rd. 10. J. Perkins Libelle 3541 Products Waterford , Pa. 16441 • Ph. Erie (814) 866-1 131 The guests-scored against the competitors

F. Compton Open Cirrus 4570 P. Carnes AS-W 17 4377 B. Clarke Open Cirrus 3708 SAM CRANE

REGION SIX CONTEST In mid-June Joe Conn trailered his AS-W 17 from his home in Ohio to Dansville, New York, where he pro­ ceeded to win the Region 3 Champion­ ships. A few weeks later he was at Adrian, Michigan, where he placed 14th in the U.S. National Champion­ ships. By this time he was getting his second wind and so he pulled "Uncle Joe" (alias "Uniform Juliet") out west to Kansas to take third in the Region 10 Championships. To round out the season, he returned to Michigan for the Region 6 Championships at Ionia. He found 26 other pilots assembled to

16 SO A RING do battle in an assortment of sailplanes that included six other Open Class craft besides Joe's AS-W 17. Practice makes perfect. Joe Conn Fred Jiran Glider Repa irs is a factory authorized service won again. facility, serving the United States and Canada since 1969. It was close, though. Vic Peres took You can be sure your sailplane is in the best of hands; the first two days in his 604 and racked your satisfaction is guaranteed. up the fastest speed of the meet on a 64-mile O&R task the second day- FAA Certified Repair Station No. 401-47 66.73 mph. But Joe bounced back to take first on the last two tasks, includ­ Fred J i ra n Glider Repairs ing a l28-mile O&R race, the longest Mojave Airport, Bldg. 6 of the competition. Mojave, Calif. 93501 Phone: 805-824-2800

PIONEER THIN PACK An all-new, ultra light emergency parachute designed specifically for the sa ilplane pilot. Certified to standard category under FAA TSO C23-B. Choice of 23' or 26' steerable canopy.

PERFORMANCE (200 lb. ) � 26 ft, Rate of descent 18.5 fps 18.0 fps Forward velocity 17 fps 14 fps Opening time 2 sec. 2.5 sec .

The most comfortable parachute you can buy. Weight - 16.5 Ibs. Color - dark blue. Packed for use by a Certified Rigger imme­ diately prior to shipment. 120-day repack cycle. Joe Conn 23' Thin Pack No. 1152 $435.00 26' Th in Pack No. 1153 $495.00 Bob Tresslar took fourth In his THE CHUTE SHOP Laister Nugget to win the award for the highest-placing American-built sailplane.

The top ten:

1. J. Conn AS-W 17 3869 2. V. Peres 604 3847 3. J. Emons Nugget 3410 4. R. Tresslar Libelle 220 3345 5. J. Van Dyke Nimbus II 3281 6. R. Schreder Std. Libelle 2975 7. G. Hammond Std. Libelle 2933 8. W. Beck Std. Libelle 2932 9. D. Eisenbeiss Std. Cirrus 2924 10. F. Huenl Std. Cirrus 2827

REGION TEN CONTEST SSA President Marion Griffith shucked off his duties guiding the Society long enough to compete in the Region 10 Championships at the new Sunflower Gliderport and Aero­ drome in Hutchinson, Kansas, July 28- August 2. He guided his Nimbus II effectively enough to win the meet. Twenty-five contest pilots used the huge facility (a former naval installa­ tion ) as the start-and-finish gate for four triangle races whose distances ranged from 133 to 168.5 miles. A

NOVEMBER 1974 17 mixed bag of five Open Class sail­ Carl Herold reviews a new book by the world soarin planes (Nimbus II, AS-W 12, AS-W Besides being a writer and publisher, hand. Diversion of attention to others

17, H-301 Libel/e, and a Diamant Jon Joss is a soaring pilot and is a was a sign-possibly of a good com­ 16.5) and twenty Standard Class en­ Rreat admirer of World Soaring Cham­ petitor but not the likely winner. tries (five each of Standard Cirrus and pion, George Moffat. Joss' publishing George's writing is lively, positive, AS-W l5, four Ka-6's, two Libelles, company, Soaring Press, will shortly be and direct. You might not agree with and one each of the Laister Nugget, issuing a new book by Moffat titled, him, but it is hard to disagree. Some LS-l, SH-l, and HP-14) constituted WINNING ON THE WIND. It is informa­ of his observations are as applicable the field. tive, substantial, sells for $5.00, and to life as to soaring: " ...If 'bad luck' will be released initially as a paperback. always seems to haunt you under cer­ Joss the publisher has deferred to Joss tain circumstances, it's very likely to be the Moffat-watcher who is generously bad judgment ....Somet imes it helps permitting SOARING to reprint excerpts to ask friends what they think are YOllr from the book because, " ...he shows strong and weak points, but politeness a side of himself that few of us sus­ frequently prevents criticism that is pected and the book will delight sharp enough to be 0/ any use ...1/ those who regard him exclusively as a you aren't flying cross-country, you competition pilot without soul ...His aren't practicing. There is almost no comments on many of the world's point at all to piling up hours within greatest soaring pilots are fascinating . five miles 0/ the airport. Actually , I . . . These words of George's deserve think that such flying is actually detri­

wide attention ..." mental ... Win by avoiding a whole f WINNING ON THE WIND is a collec­ lot 0/ little mistakes ...Practice is tion of George's original writing on obviously the key to improvement / glider comparisons, record attempts, whether a pilot has two hours or two

contest exploits, as well as accounts thollsand hour s, but over the years I r'�� of how he won the big ones. In addi­ have seen a great many pilots who tion, his Soaring Symposia material on confuse practicing with just plain fly­

� low-loss flying technique is included. ing ... The trick is to pull a 'Dick Marion Griffith/� .! He has also written new material which Johnson.' Dick has never won a speed After 21 days of unbroken midwest I think is quite revealing of the man, day as long as I have been flying drought, the first day had to be can­ and which adds new dimensions to against him. On the other hand he celed because of rain and high clouds, George he hasn't shown us previously. never loses (a day) by all that much." but the remaining four days provided He gives his personal observations You may not agree with his logic Contest Manager IDirector Sherrill on 39 sailplanes and his overriding or his opinions, bllt it is hard to argue Bredfeldt with weak to moderate con­ theme is winning: picking the ship to with a pilot who has won 23 out 0/ vection. It was good enough on the win , the flying technique to win, and 54 speed tasks in major contests over second race to enable Marion Griffith preparing yourself, ship, and crew to the past eigh t years or won 45 % and and John Luttrell to whip around a win. Read this book carefully and you 33 % of all Cats-Cradle and Free-Dis­ 152-mile task at 81.37 mph and tie for will find it has a message loud and tance tasks respectively . the meet's fastest speed. In the end, clear for all soaring pilots. If you want Griffith's daily standings (3-1-4-3 ) to excel in this sport, George has iden­ George's descriptions on sailplanes won him 3773 points, 100 more than tified the ingredients; it is up to you /OCIISon winning rather than such fac­ Luttrell and enough to win the title to put it all together. tors as ease of assembly, repairability, of Region 10 Champion. George now feels that along with a crash protection , ground handling, An HP-14 flown by Robert Jackson winning technique, sailplane, crew, and short-field high-energy landings, etc. placed 13th to win the award for the equipment, you must be prepared psy­ His book does not recount past fail­ highest-placing American sailplane. chologically with a winning attitude by ures, frustrations, and broken gliders. The top ten : building your self-confidence and un­ In this regard George still is playing the game; his competitors are per­ 1. M. Griffith Nimbus II 3773 dermining the mental state of your mitted to see only the complete winner. 2. J. Luttrell AS-W 12 3673 competitors. This is something new for 3. J. Conn AS-W 17 3650 George. But I agree with Philip Wills' To the soaring pilot who craves 4. S. Starr Std. Cirrus 3402 introduction which includes an assess­ more to read (and reread) so that he 5. J. Emons Libelle 220 3370 ment of George's psychological meth­ can identify what to concentrate upon 6. J. Burke Std. Cirrus 3238 ods: George is gearing himself up, to improve his performance, there is 7. J. Shepherd Std. Libelle 3233 improving his concentration, enhanc­ no better single book on the market 8. J. Harrison LS-l 3104 ing his self-confidence and poise. I today. George has written a book 9. G. Gilmer AS-W 15 3032 suspect that George's psychological which should be on the desk 0/ every 10. R. Eli Diamant 16.5 2998 warfare on others is just beneficial pilot who aspires to soaring com­ fallout. In past years of serious athletic petence, no matter what his le vel of competition. I found that seldom did soaring achievement. There can only the best competitor have the time to do be one winner. This is his book. more than concentrate on the job at CARL HEROLD 18 SOAR ING lampion. Here is a chapter from - by GEORGE MOFFAT

y 1971-1972 I felt I had reached a Winning B limit to some seven or eight years' worth of the tactical approach to con­ test flying. I found it increasingly hard, after having won the Nationals in 1969 on the Wind and 1970 and the World Champion­ ships in 1970, to crank up serious interest in this aspect of competition soaring. It was something I felt I could do well, but something that several of the world's ranking pilots had pushed to the limits of possibility. The whole process was becoming dull - or at any rate dulled. The intellectual chal­ lenge was gone. In both years I did badly ...and wondered if I had not lost the will to win. I found myself thinking fairly often ...who cares?

A New Approach The summer of 1973 saw the begin­ nings of a new approach to contest flyingon my part. It was not arrived at consciously - not even present in my mind during the Standard Class Nationals in June-but something new was stirring, signaled by a revitalized interest in competitive soaring. The technology-the winning-by-not-Iosing idea-seemed to diminish in impor­ tance. It had become a factor I could rely on without having to think about it. The new idea, first realized con­ sciously at Liberal, was based on a simple thesis : in the 1970's, thanks to interchange of information, similarly high-performanced ships, and exten­ sive competition, there were, among the top ten pilots in the world and perhaps three or four in the United States, no real advantages in skill, equipment, or knowledge. This meant that only two or three factors could decide a winner-luck, psychology, or use of a pilot's personal energy. Luck could be dismissed as a constant, varying with weather from day to day but tending to self-cancel in longer meets. Psychology, then, or perhaps a psychologically-oriented use of energy, seemed to have dominant potential. Could it become a basic and controllable factor that could give one an edge? I believed it could. This realized, psychological rather than tactical planning seemed the potential key to success. A whole new interest and enthusiasm sprang into life, and soaring seemed immediately more

NOVEMBER 1974 19 human, less a matter of the sum being Moreover, he had not been very suc­ Success at Liberal only the simple addition of the tech­ cessful in recent years, save in 1971 With all these thoughts in mind, I nological parts. when he was flyingan AS-W 12 decided that a moderately strong start, The psychological interest was an against competitors in far lower per­ with the hope of being in top place by old one for me, left over from my days formance ships. Scott, an old friend the sixth or seventh day, would be of international-level sailing before I and brilliant pilot, had not flowncom ­ the right plan to follow at Liberal. took up soaring. One of the factors petitively since 1970. Unlike most Winning a day or two in the first five I had most enjoyed in sailing, and competition pilots, Wally has seldom is a good idea whenever possible, be­ missed in soaring, was the interplay ventured out of the Odessa-Marfa cause of the psychological pressure between individual personalities pos­ area, and I was hoping, candidly, that it puts on competitors. Personally I sible with boats only a few yards apart. strange territory would prove more findit much easier not to be in first But this factor seemed difficultto ap­ of a handicap to him than it would to place for the first few days as the pres­ ply to flying. With a long contest in pilots who have flown in dozens of sure of being everyone's target is very prospect at Liberal, with up to ten different locales. great. There is also a dangerous tend­ flying days likely, and with long tasks Dick Johnson, perhaps the best ency to start feeling a little sorry for and good conditions tending to dimin­ weak and variable weather pilot of oneself around the fifth or sixth day­ ish the luck factor, and then with most us all, has seldom excelled at the speed a sort of "how long do I have to keep of the top competitors flyings hips of tasks that I knew would predominate this up?" feeling. near identical performance, I esti­ at Liberal. Furthermore, Dick hadn't As luck had it, the firstday at mated that psychology and a planned won a Nationals since 1964. Ben Liberal was a relative 'wipe out' when use of personal energy resources were Greene, a top pilot, had never won a big thunderstorm downed all but likely to be the winning factors. against the other U.S. Team pilots and three pilots near the second turn. Of seemed to have a psychological block, the real threats, Scott fared best with The Primary Factors either flyingsteadi ly and consistently 661 points, I was comfortable with Given the stated conditions as those but seldom finishingbetter than third 625, and A.1. low with 539. The second likely to govern the contest, what con­ or fourth, or flyingbrilli antly for day was a 200-mile triangle in rather clusions could be drawn? First, intel­ several days and then 'blowing it' good weather. I flew fairly hard to ligent use of personal energy seemed from sheer nervous tension. My own finish second and moved up to fourth the primary factor. No one can flyflat disabilities I appraised as a tendency overall. A.J. had another bad day, and out for more than six days, especially to push too hard to make points in I had a comfortable speed margin on if the tasks are long and the weather uncertain weather and an inclination Johnson, Scott, and Greene. Ray Gim­ hot. Everyone has known for years to expend too much energy in the first mey lived up to his reputation with a that winning soaring contests is a mat­ two-thirds of the contest. strong third. The third day sounded n. The trick is real­ ter of concentratio good in the forecast but looked tricky. izing that concentration-a form of I decided to be conservative and start energy-must be rationed so that it early-and was rewarded by winning will work most effectively over the the day when a thunderstorm cut off whole contest. Second, it seemed of the route home to later starters. Smith, great importance to assess the qualities Scott, and Gimmey all got caught of the five or so pilots who were likely out, and I moved up to second behind to have the equipment, experience, one of the three ships that had finished and ability to win. Fortunately I had on the first day. flown frequently against all but Ray On day four by placing third, I Gimmey, so there was information to moved into a comfortable 200-point work with. Of the five that I consid­ cumulative lead and extended that to ered the strongest threats--Smith, 300 points on day five. Day six was a Scott, Johnson, Greene, and Gimmey disaster for me, with nothing going -all had superlative and well-proven right on a multiple-choice turn point skills. option (not my favorite task!). Dick But all had weaknesses. A.J., cer­ won with an excellent flight and tainly one of the finest American pilots showed that he was a factor to be ever, had, as usual, overextended reckoned with now that he had a ship himself on last-minute modifications suitable for speed tasks. I still had to his ship and looked exhausted be­ more than 200 points of lead and fore the contest had even begun.

20 SOARING recognized that I could afford to relax would be an enormous advantage as We knew that several of the ships a bit on the three remaining days. A the whole fall could be used for work­ going to Australia would have special, second on the seventh day advanced ing out 'go-fasts' and clean-up items extra-large factory tanks, allowing an my lead back to three hundred points, for the ship, and I would have a additional 150 Ibs. of ballast, to bring and I realized that I was in the ideal Nimbus II fully equipped and instru­ wing loading to 9.3 as opposed to position. Dick and Ben, my two closest mented for the contest. the normal 8.5 Ibs. maximum. A plan competitors, would really have to turn Unfortunately, the best laid plans was evolved to stretch the standard it on to catch me-after seven days of followed their usual course. First, the Nimbus II tanks, checked with Klaus long and hard flying.A.J. was 400 Air Force decided that it could not for feasibility, and tooling made to points down as a result of the first assist in shipping. Next, the airlines accomplish the change at the contest three days when his flying had been (which had originally quoted a very site in Australia. poor, possibly due to lack of practice attractive estimate for air freight Experiments against Art Hurst in in, or familiarity with, his newly and on initial inquiry) came up with a his beautifully-flown Standard Cirrus very effectively-modified ship. Wally final quote of $9000 round trip. Since indicated that better climb could be and Ray Gimmey were doing well and such a cost was obviously prohibitive, achieved. We began experimenting flying consistently but were losing we decided on the next best course. with flapsettings and finallyfound points. During the fall I flew the Nimbus II ones that produced marked perfor­ A fifth and a tenth on the final two for some thirty hours while simultan­ mance improvements at critical air days, flyingas conservatively as pos­ eously working out various 'go-fasts' speeds over the factory-recommended sible while still keeping the pressure that we could take with us, along with settings. About the same time Klaus on, insured an easy victory with some a ready-to-go instrument panel made very generously sent corroborative 160 points over Dick. up of a combination of the best of my reports from Zacher's flighttests of I had won the 1973 U.S. National instruments and those of Quentin the Nimbus II, showing that the Soaring Championship. Berg. factory-recommended flapsett ings At the same time I started an exten­ were indeed completely wrong. We set Preparations for Waikerie sive correspondence with Klaus about about cutting additional flap notches For reasons never made clear, the weak points in the ship and possible to get the right settings. At the same SSA procrastinated over naming the solutions to them. I agreed with A.J.'s time we made a complete set of seals U.S. Team members until late August, estimate that the Nimbus II suffered for all control rods and surfaces, 1973, giving us little time either to severe wing-root airflow separation testing the fit on Quentin Berg's ship, send out our own ships or arrange for at lower speeds and so started an and packed them, ready to ship to other ships to fly in Australia the extensive tuft study with the help of Australia. Extensive manometer tests following January. Early estimates Dr. 'Put' Putnam of the Forrestal were made to discover the best loca­ indicated that shipping out my Stand­ Aeronautical Laboratory in Princeton. tion for an exit vent to get rid of ard Cirrus would be prohibitively Early flighttests showed separation cockpit ventilation air. expensive, and no very good Standard beginning at over 10 mph above level­ In short, while we planned a pri­ ships seemed available for rent. Calls flight stallspeed, as compared with mary advantage on the psychological to Rudy Mozer of Schleicher and the same condition at three miles over side, we left nothing to chance in Klaus Holighaus of Schempp-Hirth stall speed in the Standard Cirrus with technological matters. Having a resulted in a possible offerof an its well-faired root junction. The next perfectly prepared ship not only dev­ AS-W 17 or a definiteoffe r of a new month and a half were spent in creat­ astates less nit-picking competitors, Nimbus II delivered in Australia for ing fiberglass root fairings that would it also psyches up the pilot and gives very moderate rent. Needless to say, allow full flap movement. It was a him confidencethat nothing that could the bird in the bush-Australian Bush, formidable job, but tests showed very make a difference has been overlooked. that is-was the one to take, so I favorable effectson flow and stall ended up flying in the Open Class speed. Final models were produced rather than the Standard as I had with the help of Arthur Zimmermann originally planned. in his shop. The whole project took Since my total experience in a well over 150 hours to produce the Nimbus II at that time was around two fairings. However, not only did the fivehours, I cast about for some way fairings improve the ship's low-speed to get some practice. Very generously, performance somewhat, but we also Kari Berg offered me the use of her counted on their having a devastating late husband's Nimbus II both for psychological effecton the other practice and for the contest if ship­ Nimbus II pilots in Australia! ping turned out to be feasible. This Meanwhile, other projects were on the fire. Early test flyingwith full ballast against Art Hurst as a guinea pig showed that the Nimbus II lost very little in climb at full gross weight.

NOVEMBER 1974 21 The Practice Period period, I soon added to my list the flying, as Wally and I had worked it Arriving in Australia on December relatively unknown Frenchman out, is fairly constant exchange of 29, we immediately headed for Wai­ Francois Ragot, a brilliant and daring thermal strengths, cloud base heights, kerie where ollr ship, owned by many­ pilot in a very good AS-W 17. Matias and other useful information over the time Australian Champion Malcolm Wiitanen of Finland, runner-up in radio, Ideally, it gives each pilot four Jinks, was based. An attempt to fly to 1972, seemed out of contention due sets of sensors with the weather in Renmark (our training site until com­ to flyinga 19-meter ship against the an area rather than one. petitors were officially allowed at big ' ITs and Nimbuses. The Poles were The catch lies in the fact that each Waikerie) was foiled by rain. After potent but their Jantars had only 19- of the four pilots has come to win and about an hour of local flying, trying meter spans. is apt to think twice about giving unsuccessfully to break out, I landed Of the list of likely winners, Ax away valuable information about good back, to disassemble in a downpour and Zegels seemed to me the most dan­ areas, holes, etc. Furthermore, which­ and drive the fifty miles. The result of gerous, because both are very calm ever pilot is in the lead geographically the long drive in wet clothes was a pilots with excellent records. I thought at a given moment tends to give more cold that rapidly turned into a persis­ Zegels' youth might be a factor against than he receives, so that pilots have tent form of bronchitis that was to him as would the fact that his team­ to be willing to take turns flying trouble me through the meet despite mate seemed far inferior to him in 'point.' Naturally if one pilot feels copious dosages of penicillin. ability, making effective team flying he is giving a good deal more than he During practice at Renmark, we difficult. The same was true of Ax. is getting, he begins to keep things to gradually applied our various 'go-fasts' Hans-Werner Grosse is as finea pilot himself and very soon the whole effort to the ship, stirring up lively curiosity as I have ever known, but very nerv­ breaks down. among the other pilots there. We ous. I felt a long contest would be very Since all four of our team pilots purposely saved the root fairings and hard on his nerves, as it obviously are highly i ndividualistic, I wasn't sure i ncreased ballast capacity until two had been in Marfa in 1970. Further­ how well the idea would work. I dis­ days before the contest to thus deliver more he is notorious for his inability cussed the idea a good deal with Dick, maximum psychological effect without to cooperate with teammates, and I Tommy Beltz, and Ben Greene before giving others the chance to copy them. thought that intra-team tension would the contest, and we did some trial Weather was mundane, to say the detract both from his performance work during the practice period (ex­ least-no bases over 6000 feet and and Klaus'. cept for Dick, whose ship had not yet few thermals above 500 fpm in cloud­ Klaus, despite being a very good arrived). During the firstfour days less skies. For this we had come friend, was largely an unknown in of the contest proper, I leaned over 12,000 miles? terms of competition. However, I backwards to be as helpful with infor­ Gradually, as I got sicker, the ship knew that the strain of running a large mation as possible with the others, got more and more ready, thanks to and successful glider factory and the especially Dick, and took the lead on much work on the part of Ralph great financial importance of having most days. My hope was to build up Boehm, my crew for ten years, and his design win were burdens that I was enough confidence in the team, as newcomer Doug Gaines who owned most happy not to have to share. My a team, so that the information would the AS-W 17 I had flown at Liberal. teammate Dick Johnson had competed still flow when things got tight at the The whole period sticks in my recol­ in International Championships since end. I hoped that by being willing to lection as a hazy remembrance of 1952 without finishing better than flylead for Dick frequently in the pills, radio problems, and occasional third. I could see no reason to expect early days I would build up a sense flights in not very remarkable weather. the pattern to change, despite his of trust. unprecedented record of seven wins Whether or not it was the result of Analyzing the Competition in the U.S. National Soaring Champ­ this psychology, the strategy worked As the contest itself grew closer, I ionships. The most important single superbly. On at least one occasion began to think more and more about factor in winning is believing that one a timely message from Ben gave me a basic strategy. I had already made is going to win. I just didn't sense that firstpl ace for the day. On another a list a month earlier of likely winners belief in Dick. and tried to assess their strengths and weaknesses versus my own plans. Building Team Spirit From past experience, I thought the An unknown factor for the United winner might well be Goran Ax States team was the degree to which (Sweden, winner in 1972), Burt team flyingwo uld be used. Only once Zegels, (Belgium, young and improv­ in my memory had it worked at all­ ing rapidly), Hans-Werner Grosse between Wally Scott and me in 1970 (Germany, one of the very best), -and then it had been extremely Klaus Holighaus (Germany, with atti­ beneficial. In other contests, person­ tudes very like my own) or Dick ality conflicts and lack of trust between Johnson. As a result of the practice pilots had prevented more than spas­ modic attempts. The essence of team

22 SOARING day, during a dicey final glide, I was very long tasks (the owner of my placing of the meet, a sixth. The third able to find Dick a last thermal that ship was a member of the Task Com­ day was only a little better in weather, got him home. He in turn was im­ mittee and a handy source of local with bases up to 3500 feet-sometimes mensely helpful on the 440-mile day knowledge ), a likely contest length of -but Dick and I team-flew very when we ran into the weak weather 12 days out of a possible 14, and effectively with me first for the day to the east. Needless to say, during the plenty of hot weather. Terrain was and he right behind me. This one-two contest I gave great credit to our much like west Texas, so homelike to state of affairs was very helpful as team flying formy good showings, Americans while rather desolate and people began to talk about the "mar­ knowing the psychological effect it forbidding to Europeans. In short, the velous American team flying." The would have on Ax, Zegels, Grosse, proper use of personal energy seemed legend continued when on the next day and Holighaus, none of whom was the fundamental factor in winning. My (day four) Dick and I finished within having much luck getting help from plan was based on starting at a mod­ seconds of one another, he second, I teammates. erate pace, trying to do very well third. Three days before the contest, we between days three and seven, relaxing Day five saw the first really good pulled the ship into the repair shop for three days if possible, and then weather-at least for the first two and spent a day modifying the ballast giving a real push at the end when legs. Things went well as I pressed tanks. Needless to say all other others would be most exhausted. hard, flying a good deal with Ax. His Nimbus owners and AS-W 17 drivers Nimbus outran mine, but mine out­ watched with interest as Freddy Jiran, Winning at Waikerie climbed his markedly. Since I had full our maintenance chief, made the The actual competition flying legal water (the Contest Committee modifications with equipment brought worked out roughly as I had planned had ruled against being more than from the States. In the anticipated but with some modifications due to 10% over original manufacturer's strong conditions the ¥I-Ib. wing weather and placing. First, two days gross ), I gathered that the mysterious loading advantage over ordinary of rain on days one and two reduced foam package over Ax's wing spar Nimbus II's and well over a pound the possible number of flyingda ys was lead. Due to my better climb, I more than the ' l7's would help greatly. to 12. The first actual contest day, too, beat him handily on the weak final We hardly had the ship back had abominable weather, with bases leg to win the day and move into together before one of the other teams around 2-3000 feet, much over­ overall first by 70 points over Grosse, complained to the Australian FAA convection, and a very strong head­ 99 over Ragot. that the ship would be over legal gross wind on the first leg. This sixty-mile The sixth day promised genuine weight-as would almost all other leg took the few that made it over Australian weather for the firsttime, ships in the contest if tanks were filled. three hours. One pilot took five ! and the Task Committee celebrated Furor mounted for several days as I Obviously in such conditions survival with a skinny 440-mile triangle, demonstrated that the ship climbed was the key. Dick and I flew together the longest ever called in soaring beautifully with the added weight and most of the course, and the whole competition. Launch time saw nothing ran much better. team was very cooperative in team very remarkable in thermals, so We also broke out our root fillets flying. Most of the threats in the Open Dick started almost immediately at at about this time and immediately Class piled up near the second turn 2500 feet, guessing it would be a became the most photographed with negligible point spread. I tied distance day. I started twenty minutes Nimbus II on the field. The effect for third with Grosse and Zegels. later to let a few more markers get was immediately apparent, as many The second day brought somewhat out into the desolate Morgan area. of the other Nimbuses quickly grew better weather but was still tricky. I Two hours later things had picked up crude imitations. The problem of was quite cautious and got my worst so much that we were back near having a fillet and being able to actuate Waikerie from the first turnpoint 170 the flaps proved insurmountable to miles out, having averaged 85 mph the others on short notice, however. It under 8000-ft. bases with lift of 900 was very satisfactory to be able to fpm and more . outclimb the AS-W 17's of Dick and Unfortunately the clouds ended Grosse fairly easily, despite Grosse's fifty miles farther on. I was in the lead much-touted long-wing modification. and pressed on into the blue, not We seemed to have an edge on most expecting any significant change in of the Nimbus II's as well. Only conditions. As the altimeter unwound Ragot's AS-W 17-an especially good without a bump, I began to realize one despite being straight out of the that we had entered a completely new crate-seemed to go as well as mine. air mass. The next four hours were In short, the pre-contest strategy had hell, with low, ragged, infrequent ther­ been a success. mals. Dick tried a detour south and By this time I had my plan for got slightly better weather, and we how to flythe contest as a whole fairly arrived almost together at the second clearly in mind. The factors influenc­ ing my thinking were the likelihood of

NOVEMBER 1974 23 turn. On the way home he missed one Johnson, among others) or had slow the fifth day, took second to place fifth of the widely-spaced dry thermals and times (like Grosse in twentieth overall; I got third to win with 10,635 fell behind. Ragot and I flew together place). My lead was now 353 points total points for the contest out of a toward a dying bank of clouds 30 with seven days flownand only possible 10,925 (the first day had miles from home, but when we reached three or four days remaining. been devalued) for an average of 974 it, the lift was weak and uncertain. Needless to say, I decided to drop points a day. Ragot left in hopes of better things, back to 95% effort, be consistent, For me, Waikerie 1974 was my but I, not liking the look of the and save energy. The last 5% of effort most satisfying and enjoyable meet, overcast ahead, stuck with the weak is enormously energy consuming. not just because I had become the first lift until I had 30: 1 on the field. The Task Committee cooperated with pilot ever to win the Open Class Fifteen miles out I saw Ragot, a long call of 331 miles into the World Title twice, but because it was impossibly low, heading for the field. mountains to the west on day eight. the successful culmination of a We finallyfini shed almost together, I started early to be safe and had planned and systematic approach to he first, I second, but I was happy no real problems before the last turn. a problem. with my conservative strategy as only The final 70 miles into a strong ten ships finished at all and my lead wind and a dying sky proved tricky. The Ingredients of Winning­ on Grosse moved up to 106 points. Dick and I shared information and A New Recipe The seventh day proved a contest started a long finalglide from 30 Some ten years ago I recall saying turning point. By now many pilots miles out, together with Ax. He, still that winning depended one-third were obviously tired. PrediCted with his extra ballast, flew slowly on equipment, one-third on skill, and weather called for good lift developing away, while Dick encountered an area one-third on luck. Today, however, late. Not liking the look of things, of subsidence and fell below glide the ship ingredient has diminished I started fairly early and slowly. After path. Finally at eight miles out, just because superb sailplanes are available 20 miles, lift picked up sharply, and comfortably making the field, I hit a to all serious pilots. The skill I could hear Dick exulting in his little lift. Quickly calling Dick, I ingredient has also assumed lower late start. The second leg proved very did one circle to mark the spot for importance because the technological weak and tricky, with bases down him and headed on in to take a elements have become more widely to 2500 feet at the second turn and conservative fourth. known, thanks to excellent books little lift. The ninth and tenth days were by pilots such as Heinz Huth and While circling at 2000 feet just out made to order for me, with two 315- Symposia such as those run each year of reach of home, I got a call from mile triangles in generally good by Ed Byars and Bill Holbrook. Ben Greene, one thermal ahead, weather. My third and second placings Luck remains a constant. No pilot reporting good lift. I immediately increased my lead over Grosse who can look back on a contest without headed out, to the great surprise of became obviously much more remembering the times when a Klaus and others with whom I was concerned with Ax and Zegels moving fortunate thermal at low altitude circling. Arriving in Ben's excellent up on him than with beating me. made all the difference between being thermal at 1200 feet, I climbed rapidly I endeavored to look calm, rested, and a hero and an also-ran. Although and headed home to win the day. ready for anything, although actually planning was, to my mind, a big part My ship was all tied down and put I was having trouble sleeping due in my success in Liberal and Australia, away when Klaus finally finished. He to a heavy cough from the bronchitis. so was the absence of bad luck. I came over, saying, "George, you Doc Peter's pills and potions helped cannot fly without remembering Neil fly risky!" When I told him about maintain the illusion of health, Armstrong's words, "We don't wish Ben's message, he was furious, since nevertheless. for good luck, only the absence of his teammate had been in the The last day, the eleventh (making the bad," and recalling Vrsac in 1972! same thermal as Ben and had not this the longest meet I had ever Since ship choice and skills are mentioned it. Fortunately for me, flown ), gave promise of good weather. less of a factor, what then prevents those who had believed the weather My lead was safe, so I continued a contest from being won mostly forecast and started late had either not at 95% energy level. The enormous by luck? My feeling is that basic finished at all (like Ragot and strain on Ax, Grosse, and Zegels, competitiveness and ability to treat fighting it out for second place, personal energy as an apportionable was clearly apparent. Grosse looked and expendable resource, rather exhausted, and even the usually like altitude, largely supplants ship imperturbable Ax showed strain, a choice as the second major factor in an fact that may have contributed to his era when most competitors are landing out at the first turn, one flying similar ships. Finally, in a day of the only non-finishers of the day. when the top pilots have similar Zegels won the day, to take second for levels of skill, psychological assessment the meet; Klaus Holighaus, who had of the competition may well have been flyingbetter and better after supplanted technological skills as the third major winning factor.

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by DANIEL WALTON An article on the Kasper Airfoil in the December 1973 issue of SOARING presented a unique approach for achieving increased lift at high angles of attack. Because only limited PINE MAIN BODY Yl6" SHEET METAL CO MPONE N TS data was given on the degree of aid the flap system � concept TE. FLAPS afforded, it seemed that a tunnel test of this would be helpful in providing further data . A scale wing section was designed with a 19-inch span and a 6-inch chord. It was to have two large end-plates for attaching the , / 0 leading-edge and trailing-edge split flaps, the trailing-edge flaps being made of 1/16-inch sheet steel bent to the �INCHES � -======------o genera l shape shown in the article. (Fig. 1, photo 1) An .. .. HINGE POINTS o I 6 7 iron-on mylar skin was used as a covering because of the eM L extremely smooth finish possible in a short time. After the model was completed, a trial run was per­ formed in the tunnel (Photo 2). The tunnel has a test Fi9ure 1: Scale drawin9 of section chamber 28 inches wide by 20 inches high with a three­ point mounting for the model. Measurements of lift and drag are done with load cells and an electronic counter. As it turned out, the velocities were lower than desired because the drag load cell was rated at 10 pounds maximum.

18 L8 Since greater velocities would overload and possibly damage Cl Co the expensive unit, it was decided to take the measurements 1.6 1 6 J at the lower velocities. These ve locities were 103 and 73 14 VI IA feet per second respectively. The only undesirable tendency of the airfoil itself was a slight buffeting in the trailing 12 1.2 / l edge split flaps at certa in angles of attack. This buf­ LIFT 1 \ 10 1.0 -,{ fet ing was in the lower angles of attack where the flaps would not normally be activated . The next step was 8 I---l- s to visually see if the airflow was behaving as described ; h-I ,/ - I 6 6 1---f--- �1 since no smoke generator was available on the tunnel, the �! - . / 4 / 4 thread-tuft method was used. __ _ ±---ORAG Setting the model at a high angle of attack where the 2 2 j vortex phenomenon was expected to occur, the tunnel was I 1 0 0 f.-- I started and the veloc ity gradually increased. At the lower ' ve locities the airflow followed in ge nera l the shape of . 2 ! C::HURVEARACTERI V,103S TIC - 2 1\ l. (flAPS R[TRACTro)FPS the section, but as the velocity was increased the flow _� OF ATT K - (DeGREES) '4 A -4 began to reverse itself. At this point it seemed unsteady, -5 0 ANG5 LE 10 15 C20 25 30 35 40 but with a further increase in veloc ity it stabilized in Fi9ure 2: Lift and dra9 Photo 1: Bottom view the reverse flow situation (Photo 3). This reversed of completed model with flapsretra cted boundary flow situation in the forward cavity would seem to imply the existence of the forward vortex sketched in the December 1973 SOAR ING issue. Visual observation showed similar reversed flow in the aft cavity. This sa me observation was made for severa l different high angles of attack, always with the same test result. Only the threshold ve locity varied which decreased with increase in angle of attack.

Daniel Wa lton is a 21-year old senior in the Engineering Department at the Northridge campus of the California State University system. Although he is not a Society member, an SSA'er aunt passes along her old copies of SOAR ING to Dan. Thus, in last December's issue, he read of Witold Kasper's flying wing whose unique slot­ and-flaps system susta ins the aircraft at half its normal sink rate while flying at half its normal speed, accord ing to its inventor. As far as is known , these claims have never been inde­ pendently corroborated and controversy has been the result. Wa lton decided to investigate on his own; though a wind tunnel test might not be as good as careful flight testing, it wa s still better than verbal theorizing. "Fortunately, I had the opportunity of killing two birds with one stone: Engineering 391, which deals with fluid mechanics, requires a special three-week project as part of the se­ mesters' work. I rounded up two other students to form the required group, secured the per­ Photo 2: Rear view of model in tunnel mission of Dr. W. J. Rivers, the Department Chairman, and obtained the use of Northridge's slow-speed wind tunnel. This facility had some limitations for the thing we had in mind, but

26 SOARING ;t of the Kasper Airfoil

A final tunnel test gave measurements of lift and drag which were made with a constant velocity over a ra nge of angles of attack. From these results lift and drag curves were derived . The activated configuration wa s done at two 5 ��--t--+--+r-+--+--+--4-�--4-�� diffe rent ve locities, the slower ve locity being required to 4 �-+--�--+-��-+--�--+---�-+--�--+-� more fu lly determine the lift ing characteristics without overload ing the 10-pound drag cel l, as mentioned earlier. The graphed results of the activated section showed a marked difference from the lift and drag curves of a more conventional airfoil. The more orthodox configuration with flaps retracted gave a plot similar to that of a conventional airfoil (Fig. 2), so as to imply it is not a fluke of the model itself. First, (Fig. 3) at the higher ve loc ity the activated configuration showed no clear-cut tendency to sta ll in the normal sense. Drag gave high va l ues overa ll and -I �-+¥-4---�-+--4---�-+--4---�-+--4--- did not increase in the parabolic manner usually associated with an airfoil. Second, both Figures 3 and 4 clearly show _ 2L--+__ J- __L-� __� __ L-� __� __ L- �__ � __ 40 45 50 55 the transition region mentioned earl ier. This wou ld seem -5 0 5 10 15 20 25 30 3 5 ANGLI;: OIC ATTACK - (DEGREES) to be between 19 and 30 degrees angle of attack. Third, Figure 5: Comparative lift/drag ratio the LID ra tios were then plotted for the retracted section at 103 fps and the activated section at 73 fps. Even though this gives a diffe re nce in Reynolds number, it is fe lt that 18 18 3.2 32 the LID for the lower ve loc ity gives a more complete picture. C L / C o 1 6 I -- -f--- I 6 2 8 2.8 The retracted section's optimum sett ing was in the lower I j' angles of attack and the activated section's optimum setting 14 1 4 2 2.4 / - 4 was in the higher angles of attack, thus ind icating the I 12f-- Kasper Airfoil is better suited for higher angles of attack. I-J 20 2 0 LIF T In the December 1973 article two figures for sink at lOt--- 16 16 high angles of attack we re given. They were 200 fpm at � 8 f-- -£:- J -"8 12 I 2 30 mph and 100 fpm at 20 mph. If we assume for small V' ...... DRAG 6 1-:: � 6 ___�t I - angles that '- I'/ e-- �- '" L V �b7� 4 D V sink 4 f-- ;/ i -f-- 2 we see that this means LID's of 13.3 and 17.6 respectively. f-- / I Th is conflicts sharply with the maximum va lue of 1.6 mea­ 0 I ·4 ·4 su red for the activated section in the experiment. Th is CHARACTER!I --STIC : I CURVE V'103 FPS - 2 -.2 f-- I----' ·8 8 wou ld seem to imply a high sink ra te for the model. (rLAPS "'CTI�'" T£OJ -10 0 10 20 30 40 50 60 ANGLE OF ATTACK -(DEGREES) In summary, tests showed the maximum lift coefficient . 4. V 4 ANGLE OF ATTACK -CDEGREES) -5 0 5 10 1 5 20 25 30 35 4 0 for this model to be 2.98 at 50° angle of attack and that Figure 3: Lift and drag. Figure 4: Lift and drag. the drag in general was substa ntial in va lue. Visual resu lts indicated the formation of the vort ices induced by the flap flapsact ivated. 103 fps flapsac tivated. 73 fps system and that a buffeting problem may be encountered unless certa in structura l considerations are made. This experiment was not intended to be an exhaustive study on the Kasper Airfoil but only to check out a prototype airfo il in the tunnel to acquire more detailed information as to the advantages and limitations of the unusual flap syste m.

I think we succeeded in working around them." Although supersonic wind tunnels are part of the campus equipment, Dan is not glamorized ("... guided missiles-yyechh ... ") and may be symptomatic of the current resurgent interest in low-speed aerodynamics. He is leery of super­ specialization. "I would like to work somewhere that would permit me to deal with an entire system. I'm interested in homebuilding, small plants, and that sort of thing." Could there be such a thing as an engineering Renaissa nce Man?

Photo 3:Tufts show reversed flow with activated flaps

NOVEMBER 1974 27 T he air is unusually smooth and the morning into the magnificence of soaring flight. is bright and clear. We pass through nine It has been a long wait for this moment. A long Tbe thousand feet. With my free hand I adjust the wait, many attempts, little success. We have oxygen mask into place and fasten the snaps onto studied conditions, watched for the clouds-those Wa ve the cloth helmet. The regulator is "on" and the beautiful lenticulars that occasionally indicate the blinker indicates a steady flow . I reposition the formation of a wave. There has been much sun goggles and watch the taut yellow towline theorizing and discussion, many stories heard from of which links the 2-3 2 to the towplane. the airline pilots and the comparisons with the We have crossed the green Waimea Plain now textbook conditions. Charts have been made, wind and pass above the Puu Laau cabin. I notice the directions and velocities plotted, and we have Mauna yellow bloom on the mamani trees. A slight arrived at one unanimous conclusion-the high buffeting and a rise in the variometer indicates volcanos of Hawaii Island have the capability a strengthening of the wind velocity and a boost of generating mammoth waves in the upper Kea of ridge lift from the large Ahuamoa cinder hilI atmosphere. by WOODSON K. WOODS off to my right. The night before, after winds aloft reports gave photos by the author I follow in position as a gentle three hundred promise of the right conditions, we planned the Reprinted from and sixty degree turn is made over Pohakuloa to Arizona Air Currents flight. I would meet Max at first light at the gain the needed summit height. The snow capped Kamuela Airport. He would fly the Cessna Skylane cones of Mauna Kea reflect brightly in the early and tow, and I would pilot the Schweizer 2-32 morning light, their size accentuated by the sailplane. She is a rugged and beautiful ship with shadows cast from the sun's slanting rays. I think a fifty-seven foot wingspan, has the good capabili­ A way from these troubles, of a gigantic marshmallow sundae. ties of a high performer, and for every mile aloft from all the pain The altimeter needle crawls to fourteen thousand she will glide thirty-four. I like her stability and That holds our lives in its grey dominion feet under the pull of the laboring Cessna. We smooth handling qualities. A thick nylon snow­ Happy is he, level and turn downwind for the crossing of the mobile jumpsuit, heavily lined boots, and down­ who on powerful pinion, summit. The wave must be there ! The wind has filled mittens completed the high-altitude gear, for Can soar to ward a fairer, more luminous plain! increased and we race close over the high cones temperatures could reach twenty below zero. of the white volcano. Our plan was to tow for contact with the wave His thoughts rising up like larks, he will Now ! Over the summit and a pitch sharply at, or slightly below, the fourteen thousand foot Sail in the morn ing downward in the lee f1ow-a strong downdraft­ altitude in the lee of Mauna Kea and, if contact high over the la nd - but hold on-j ust a few seconds-level again­ was made, I would release and attempt to make His soul being free, he will understand and the variometer needle climbs ! 200, 400, 500, at least a 3000-meter (9843-ft.) climb above this The language of flo wers, 700, 1000 feet per minute up! Up ! Solid and release point to earn the altitude portion of the and of th ings that are still! smooth. We're in the wave ! I grasp the release F AI International Gold Badge soaring award and, BAUDELAIRE knob and pull, bank away to the right and again perhaps, set the State Altitude Record for soaring

28 SOARING · . .r r

..

light as well! But as before, many times, we could :ncounter only zero lift or violent turbulence. Now, moments after release, I swing in search­ ng turns to find the strongest point of the wave. rhe slow maneuvers are incredibly smooth, the leedle of the vario moves on the dial, and I 'center" at 500 fe et per minute up. Green air! ;teady lift! I have the eerie sensation of not flying, not :Iimbing, but rather the sensation of being borne doft. The distant sea, the mountains, and the sland below take on a differer.t meaning for, vithout clouds, one seems to lose the sense of lepth. The mountains, the island, the sea begin o appear as one, a gigantic sectional relief map -an earthscape. I am not ascending, the earth­ cape is falling away-slowly. The only alien tructure on the vast white summit below me is he observatory which, in its litter of construction, lad stood out so harshly against the snow. It, too, s now losing its identity. Eighteen thousand, twenty thousand. Smoothly limbing. Rate of climb fluctuating slightly, but .veraging 450 feet per minute. I am feeling great wonder at the awesome pectacle and the silent power of the wave. The lbsolute lack of motion, the smoothness and luietness, almost gentleness, are fearsome in heir silence. Further below I was more related o flight by creating turns in the form of figure ights to match the wind velocity with the speed If the ship, and to keep station over the ground. �ow, with the wind velocity increasing with the igher altitude matching that of my ship's, I am overing, pointed into the strong flow of air

NOVEMBER 1974 29 -suspended-and yet rising at a rapid rate. though we are rising rapidly, something is different. Below, I find it difficult to identify the great A slight sighing of air through the canopy latch, cinder c')ne, I Makanaka, my position reference. a hum of some member or outer skin of the ship; I am at twenty-two thousand feet. I hear these sounds with a tightening of anticipa­ I feel exhilarated and am at once stunned by tion. I am aware of the coldness. There is a chill the thought that I am living life in these moments in the heavy boots. There! The noise of the air with an intensity I have seldom felt before. All is increasing. my senses are turned to the necessary tasks of the Twenty-six thousand feet. flight and the sensing of this massive flow of air. I feel motion. A slight buffeting grasps the My nerves are taut and yet there is a restfulness ship. I glance below and find that I have drifted in the compelling beauty of the adventure. The back, downwind from my station. No lift . glistening white wings of my ship, the clarity and The vario reads zero gain and the roughness deep blue of the thin upper air, the expanding continues. I push the stick forward into a shallow horizon. All of this is deeply concentrated and dive and attempt to penetrate the flow of air alive. and regain my position. 70, 80, 90, 95 mph and Far to my left, the great crater Mokauweoweo I am barely making headway. A great increase in on Mauna Loa is entirely visible, standing out the velocity of the upper air must have occurred, like a dark maw in the whiteness of the snow. forming a shear and throwing the wave out of To my right the island chain is spread on the phase, killing the lift. Finally, I am over the edge seascape; I can see all the way to Oahu, and only of the wave-over the summit. The air smooths. then does distant haze limit the wonder of the I have made it above 25,000 feet! That's good scene. Little below seems to indicate habitation. for the Gold Altitude and we must have set the An aloneness seeps through to me but, curiously, State Record. it seems to be welcome in such a pl ace . I race down over Mauna Kea, making lazy Ice crystals are now forming on the canopy in spirals in the still morning air. Far below, I see intriguing geometrics and diffuse the light in a the brown trace of the summit access road and many-hued prismatic effect which casts dancing the dust from a few vehicles working their way up. colored beads about the cockpit. Skiers, I guess. And I glance to the sea across the A pulse has come through the wave ! The needle rugged, lava-scarred saddle country and curiously of the variometer bounds upward to eight hundred think of our popular island sport, surfing. It feet per minute indicated climb. I sense a change somehow relates-I have just surfed, incredibly and yet there is no change in the smoothness. removed and yet the same, on the great wave Twenty-five thousand feet ! of air. Hawaii has it all ! I now feel the excitement of accomplishment. The gain is made ! But there is a change ! Even

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hile waiting in an office a few weeks four-mile jump is necessary to get onto W ago, someone recognized my name the next section, the Frankstown and recounted a soaring experience he Mountain. This void is usually no had had "way back when." It was in sweat and can be crossed using inertial 1937 and he was driving along the navigation - i.e., build up enough highway at the foot of Bald Eagle energy with your water-filled bird to Ridge when he came upon a sailplane coast straight across. At the end of sitting in a field with the usual gaggle 20-mile-long Frankstown Mountain of curious spectators around a harried (which, incidentally, has an active pilot. Upon striking up a conversation quarry with blasting at the top ) is the with the pilot of the gull-winged bird, longest gap of all - the seven-mile he learned he was talking to Richard Bedford gap. Here one must use ther­ du Pont who was then in the process of mals or wave to get 1500 feet above winning the Nationals at Elmira. the ridge to make the crossing. De­ I bring this up because du Pont was pending on conditions this takes from a pioneer ridge runner who recognized two minutes to two hours-but once the potential of these mountains over across, the worst is over. forty years ago and in a publication Wils Mountain is the next ridge and titled The du Pont Soaring Expedition it ends abruptly at Cumberland, Mary­ foresaw long flights like those that land, where one slips a mile downwind The have come to pass in recent years. His to the Knobby Mountains. The Knob­ predictions were remarkable! bys are rather inferior for ridge soaring AUegheoies For instance, on page 10 he is so it is best to ride higher in wave quoted, " ...Another course of 620 lift which abounds along here. Near miles appears likely with Knoxville, Petersburg, West Virginia, the ridge Expressway Tennessee, and the northern border of regains its character and one can get Pennsylvania as extremities." Later he back down among the leaves and bash adds, " ... It appears possible that dis­ along at redline speeds. The ridge tances greater than 300 miles can be changes its name after some distance covered. The solution for such soaring to become known as North Fork may be found in the design of a sail­ Mountain. This was once a favorite plane which will sacrifice a little of its nesting spot of golden eagles; as low sinking speed for an increase in many as seven were spotted simul­ normal gliding speed." Both of these taneously as recently as the forties. conjectures have proven valid over the (Last fall I saw a pair of eagles along past few years, and I'm certain that here, and to prove it I shot all my there will be many more records turn point film taking pictures of them.) Although early soaring achieved as time passes. Another denizen of mountain wilder­ The Appalachians have been slope­ ness, the raven, is seen frequently enthusiasts wrote about soared for eons by our feathered along North Fork. the ridge-soaring counterparts, the hawks and eagles, The ridge continues past Blue Grass potential of eastern during their migratory journeys. While and Monterey and changes its name to U.S. mountain chains. the feathered birds use all the ridges of Back Creek Mountain. Before reaching the mountain chain for a free ride, Mount Grove it is best to drop down­ th ree decades would glass birds have found there is only wind to the next ridge (J ack Mountain) pass before Karl one route of sufficient length and char­ which ends 2000 fe et above Carryton , Striedieck established acter for world-record caliber flights. Virginia. After that, it's back upwind a route and tumbled This chain begins overlooking Wil­ again to Peters Mountain. This ridge liamsport, Pennsylvania, and goes 500 zooms past Narrows, Virginia, where world records in the miles to a point just north of Knoxville, it changes its name to East River process. Here is his road Tennessee. In the process of getting Mountain. Near Tazewell a couple of map. Now you can try from one end to the other, there are stepping stones are used to get to it yourself. gaps and other challenges to keep the Clinch Mountain-and then it's 100 ridge runner from falling asleep, but miles to the end of the ridge with no by KARL STRIEDIECK 95 percent of the distance is straight­ more breaks. out ridge running. Let's take a look at Ridge maps may be obtained from the Allegheny Soaring Expressway. the U.S. Geological Survey. They are called Shaded Relief Maps and one is The first ridge is appropriately printed for each state. They cost $2.00 named Bald Eagle Ridge and runs un­ apiece. broken 100 miles from Williamsport to Altoona, Pennsylvania, where a

NOVEMBER 1974 33 by MA RK A. SAVAGE

unday, August 25th, dawned fair good weather would attract members Everyone within range of the S with the promise of excellent soar­ to the field, he agreed to waive the speaker was stunned. ing conditions at Marion Municipal 45-minute weekend limitation on the "I am upside down. Oh my God­ Airport in Ohio. The field is the home condition that she would come down the left wing just came off . . . Some­ of the Central Ohio Soaring Associa­ if he advised her via CB radio that one please help me-now I am spin­ tion which boasts 115 members, three another club member wanted to fly. ning!" sailplanes, and a towplane. Linda The launch was uneventful and A totally unknown voice cut in. Huelsman and her husband Neil are before long she was soaring around "Everyone stay off the air. This is both club members, and when they 5000 feet. With conditions so good, an emergency. Where are you?" saw the weather, they were eager to several other sailplanes were soon Linda's answer was high-pitched. get to the field-Linda because she airborne and taking advantage of "It looks like I'm going to crash wanted to try for her five-hour Silver the fine weather. Meanwhile, her in a bean field three miles southeast C duration requirement, and Neil be­ husband had been busy working on his of the airport!" cause he wanted to do some minor BG-12. Linda had been aloft over Instructor John Leupp and his stu­ work on his BG-12. (Linda is still a two hours when she called Neil ad­ dent Jeff Edgell had been flying student pilot, but very competent and vising him to come on up and that COSA's 2-33 in the vicinity when quite close to getting her Private the conditions were great. they caught sight of the spinning 1-26. Pilot's License.) They were soon on By this time more members were "I thought club ships aren't allowed their way to an experience that will arriving at the field and wanting to to do aerobatics," Jeff said. Jive forever in the minds of the fly. The Operations Chief realized he "They're not," John replied. Huelsmans and COSA members. had to ask Linda to return and land. "Good God-it's hit the ground!" With cumulus starting to form at He switched on the set. Before he Jeffshouted . 11 :00 a.m., Linda got the permission could speak, Linda's voice came on Leupp grabbed the controls and of Russell Savage, the Operations the air : applied full spoilers, racing for the Chief, to fly the club 1-26 on her "Mayday! ... Mayday! ...Midair airport to summon help. duration attempt. Realizing that the collision at 5200 feet!" Climbing in his BG-12 to Jom his wife, Neil first saw Linda loom up on his left side as he spiraled to the right. He had gotten the stronger edge of the thermal and had gained the 600-ft. difference in less than half a turn. Horrified, he saw his left wing contact the left wing of his wife's 1-26, tear into the structure, and then, in turn, rip off her left horizontal stabilizer and elevator. The impact popped off his instrument panel and the next thing he knew he was in a screaming 140-mph dive. He gingerly eased back on the stick and found he had enough control to maneuver back to the field for a landing.

Linda was now in a ship that was out of control. The Schweizer 1-26 was in a flat spin to the left. Approach­ ing treetops indicated impact was near. Tucking up her left leg and pushing with all her might on the

34 SOARING right rudder pedal, stick full back, Schweizer 1-26 had kept her from leav­ she could do was wait. After Neil's she pulled open the dive brakes. She ing this world. wing cut across her left wing and left was sure that everything she had been tail, her left wing actually bent over In due time the National Transpor­ taught had been put to use to save double and its bottom struck her main t ation Safety Board representative, her life. landing gear wheel, leaving a black tire local FAA personnel, and the State Slowly, ever so slowly, the ship mark, and then snapped back. She im­ Highway people started piecing all stopped spinning. At the same second mediately went into a dive; at 2200 the facts together. it went into a slight left slip and hit feet the outer left wing separated from The BG-12, a higher performance the ground with a loud thud. The the ship. It floated away and landed ship, rapidly outclimbed the 1-26, and, soy bean field acted as a cushion. about a quarter mile from where she despite communications acknowledge­ Despite the crunching of metal, the finally crashed. ments, the extra lift caught Neil by ship's cockpit stayed intact ! In retrospect, this was an accident surprise. With both ships in a standard that will go down in the books as being Back at the field, club members right turn, it was inevitable that a incredible. There is no doubt the rushed to help the badly shaken Neil collision would occur unless a wider sturdy American-built Schweizer help­ from his cockpit, amazed that he was turn was made. Linda, staring as ed her survive, along with the fact that able to make a successful landing with though hypnotized, watched Neil's her number was not called up. eight feet of his left wing and part of wing looming larger and larger. She the aileron missing. He was emo­ could not out-turn the faster ship. All � tionally distraught, pleading with some­ one to get him to the crash scene but knowing full well what to expect. Jim McLurg took Neil in his Capri. He put it in low and let it rip. The tac needle rose to 6500 rpm-well above redline, but the engine didn't blow up and the Capri arrived at the crash site within a few minutes.

Linda could hardly believe it. She shouted with joy as the farmer came rushing over to her, fearing the worst. She had a few bruises on her knees and a small cut on her head. A few minutes later, an ambulance and an alert emer­ gency squad summoned by the voice of the CB radio arrived on the scene. By the time she was sitting in the am­ bulance the Capri arrived with spin­ ning wheels in a cloud of dust. Jim spotted Linda first. "Neil, she's alive!" he shouted. There was a joyful reunion, and then, though she did not want to go to the hospital, Linda complied be­ cause of all those who feared that she surely must have sustained some type $ of injury. But all the X-Rays, blood tests, etc., checked out perfectly and Linda joked while she explained how the excellent training and the sturdy p �

NOVEM BER 1974 35 I use 40-50 grit open-coat paper, rubber-cemented to the block. Apply cement to both surfaces, let dry, and f-'Q'I\EaUI__ LI) B� press together. It works fine. Besides, you can apply new sandpaper in a jiffy by stripping off the worn paper and applying the new. And you only have to apply the cement �tAa'azb this time to the paper, not the wood. When you strip 5T AN HAll off the old paper the rubber cement seems to stay with A forum for thedesign the wood. & construction of

homebuilt sailplanes Rubber Cement You can do a lot of things with rubber cement other than making sandpaper blocks. Sometimes I think I use more rubber cement than glue. Not for the aircraft, of In reviewing past issues of Homebuilders' Hall it occurs course, but for things that help build it. to your editor that we need a change of pace. So, this I use rubber cement for sticking sanding discs to the month we'll get away from the drafting board, the calcu­ metal disc itself. It works better than the glue that is lator, the five-dollar words, and spend a little time in made especially for this purpose. About the time the the shop looking for ways to make some of those little abrasive is worn out, so is the rubber cement's adhesive miscellaneous building jobs a bit easier, quicker, and better qualities. The disc pops right off with a minimum of -in short, Handy Hints from Homebuilders' Hall (H4 ). tugging. Here are some tricks you may find useful. I sometimes use rubber cement in the process of making Cardboard Patterns metal fittings. If I don't want to transfer all the fitting Whenever I have to install a piece of plywood or metal dimensions from the plans to the metal, I'll simply trace the skin over a curved bulkhead or rib, particularly if the drawing (mine are always to scale !) onto a piece of skin has an odd shape, I always try it first with a pattern tracing paper, cut it out roughly, and rubber-cement it made of No. 50 chipboard (thin cardboard, 20 cents for to the metal. Then, I simply cut the metal close to the a 30" x 40" sheet at the stationer's). I make all my lines and finish up by disc-sanding exactly to them. mistakes on this cheap material instead of expensive I have even rubber-cemented metal fittings together on plywood or metal and am guaranteed a perfect fit after occasions where I need temporary restraint while measur­ tracing the final pattern onto the skin material . ing, marking, or just looking. By the way, for cutting 1/16" plywood (or thinner), When I built the Ibex, I had the task of working down I use a razor knife instead of a saw. A straightedge and the polyester resin which I used over the fiberglassed a couple of heavy weights to hold it down gives beautiful foam wing leading edge. I made quick work of this results. About three passes (the first one very light ) will normally sweaty task by sawing a glass cinder block do it. But keep your fingers out of the way! (available at plastic supply houses) into two-inch thick I use cardboard for other applications, too. For example, by three-inch-wide strips and rubber-cemented them to where I want to drive a nail that will be subsequently my eight-foot two-by-four. By working the two-by-four removed, I'll drive it through a little folded-over strip span wise and chordwise at the same time I got a beautiful of cardboard with an ear sticking out. Later, after the job. Of course the shop floor becomes deep in residue glue has set, a pair of pliers on that ear lifts the nail from the block (and it really cuts up the wife's linoleum right out. Of course, if I have a long row of nails to drive, floors ) so watch your dirty shoes. Cinder block wears I'll drive them through a wooden nailing strip or a sturdy away rapidly, which is why you use it. Instead of clogging piece of fabric tape. In the first instance the nails are up like sandpaper, it simply wears away while doing its subsequently removed by splitting the strip away from the abrading of the resin. In the process of wearing down it nails and pulling them out. In the second, I raise the also gives off an evil odor-something like rotten eggs. nails by wrapping the long loose end I've left on the tape around a hammer handle and rotating the handle against Joggle Die the nails, If you use this technique, be sure to rotate the One of the most difficult and annoying tasks one often bottom of the handle toward the nails with the fabric runs into in making metal fittings is in cases where the coming up over the top. fitting has to be joggled. So what's a joggle? See Figure 1. Sandpaper Blocks It is essentially impossible to accurately joggle a piece of Since my aircraft are constructed mainly of wood, my metal by beating it with a mallet. shop is full of sandpaper blocks-the handiest tools I About three minute's work in making a joggle die have. They range in size from a quarter-inch square by (depending on how big the joggle is, of course ) makes six inches long (for knocking off corners buried in out the process a snap. As shown in the figure, you merely of the way places) to an eight-foot long two-by-four which cut a slot in a piece of scrap metal the thickness of which I use for final contouring of wing leading-edge ribs just equates to the amount of offset in the joggle. The width prior to skinning. Once you find how useful and versatile of the slot is the distance over which you want the a simple block or strip of wood with sandpaper cemented joggle to extend. You slip the fitting into this slot and to both sides can be, your shop will eventually abound squeeze the whole thing in a vise. Take it out and, voila!, with them, too. joggled fitti ng.

36 SOARING RAiNco FITTING TO BE JOGGLED SOARING BOOKS Aeronautics, by C. H. Gibbs-Smith ...... $ 5.00 The Artand Technique of Soaring, R. A. Wolters .. 14.95 Av iation, by C. H. Gibbs-Smith ...... 1 0.50 JOGGLE DIE A Brief History of Flying, by C. H. Gibbs-S mith . . . . 2.00 British Gliders and Sailplanes 1922 to 1970, by Norman Ellison ...... 13.50 Cloud Studies in Colour, R. Scorer & H. Wexler .. . 11.00 JOGGLED FITTING Cloud Study, by Ludlam and Scorer ...... 5.75 Colour Guide to Clouds, R. Scorer & H. Wex ler .. . 6.50 Danny's Glider Ride, by Don E. Snyder ...... 2.00 /' / , A Directory and Nomenclature of the First / , Aeroplanes 1809 to 1909, by C. H. Gibbs-Smith 8.00 Elementary Gliding, by Paul Blanchard ...... 2.50 FAA Aviation Regulations, by Ted Bahnson ...... 2.00 Fifty Modern Sailplanes, by Wa lter Zuerl ...... 3.25 Fifty Powered Sailplanes, by Wa lter Zuerl ...... 3.25 SQU EEZE DIE AND FITTING IN VISE Flying Hand Launched Gliders, by John Kaufman . 4.95 Flying Training in Gliders, by Ann & Lorne We lch 3.50 Free As A Bird, by Philip Wilis-NEW! - ...... 9.75 FiCJure 1: JOCJCJlinCJa fittinCJ Gliding, A Handbook of Soaring Flight, D. Piggott . 7.00 The Gliding Book, by Watson and Serjeant eds . .. . 7.50 Hole Finder Hang Gliding, by Dan Poynter - NEW! - ...... 4.95 d Bach .. . 5.00 Every so often a builder, particularly a builder of a Jonathan Livingston Seagull, by Richar The Joy of Soaring, by Carle Conway ...... 5.75 metal structure, has to match-drill to a blind hole. Example Leonardoda Vinci's Aeronautics, C. H. Gibbs-S mith 2.00 problem: Secure a fitting to a structure that has already Man Powered Flight, by Keith Sherwin ...... 7.50 been drilled. No holes in the fitting itself, yet. The ob­ Meteorology for Glider Pilots, by C. E. Wa llington 8.50 New Soaring Pilot, Ann & Lorne We lch & Irving .. 9.00 jective is, of course, to drill the holes in the fitting to match On Quiet Wings, A Soaring Anthology, J. C. Lincoln 30.00 the holes in the structure. The trouble is (if you can't On Silent Wings, by Dwiggins ...... 6.00 accurately measure and transfer the location of the holes ) Oral Test Guide for Glider Pilots, by McKinnie .... 2.00 Pilot's Choice, A Soaring Odyssey, by Gren Seibels 6.95 that the new fitting covers the holes in the structure so you Pilots' Weather, by Ann We lch - NEW! - ...... 9.95 can't see them. They're "blind." Solution? Make yourself a Proceedings of the 1970 Symposium on Hole Finder, as shown in Figure 2. Competitive Soaring, by Byars and Holbrook . . . 5.25 Proceedings of the 1971 Symposium on To do this, first rivet a couple of long narrow strips of Competitive Soaring, by Byars and Holbrook . . . 5.25 metal together and then drill a hole through both pieces Proceedings of the 1972 Symposium on Competitive Soaring, by Byars and Holbrook .. . 6.25 at the opposite end. Epoxy a rivet to one of the pieces with Schule des Segelfliegens, by Maja Schiele ...... 9.50 the head on the inside. The rivet should be the diameter of Sir George Cayley 1773-1857, C. H. Gibbs-S mith . 2.00 the hole you're trying to find. Now, put the rivet in the Sir George Cayley's Aeronautics 1796-1855, by C. H. Gibbs-Smith ...... 8.00 hole in the structure, the one you're trying to match. Slip Soaring, by Dan Halacy ...... 3.95 the fitting between the leaves of the Hole Finder, making Soaring, by Peter Dixon ...... 1.75 sure to allow for reasonable edge distance. What you'll see Soaring Cross Country, by Byars and Holbrook ... 4.95 is a hole exactly opposite the rivet, in the Hole Finder. Soaring for Diamonds, J. C. Lincoln (paperback) .. 3.95 Soaring On The Wind, J. C. Lincoln ...... 15.00 Mark the fitting through this hole, remove the fitting and Soaring Yearbook, by Richard Miller ...... 1.00 drill. Works every time. The Story of Gliding, by Ann & Lorne We lch ..... 6.00 The Story of the British Light Aeroplane, Boughton 11.50 Theory of Flight for Glider Pilots, by Allen ...... 5.25 Theory of Modern Cross Country Gliding, by Weinholtz ...... 5.25 Weather Flying, by R. N. Buck ...... 5.95 SLI P FITTI NG TO BE RIVETS MATCH-DRILLED IN HERE AND Where No Birds Fly, by Phil ip Wills ...... 4.25 MARK HOLE THROUGH The Wright Brothers, by C. H. Gibbs-Smith 2.00 UPPER LEAF j. --­ Written Test Guide for Glider Pilots, McKinnie 2.40 6-· Write for our descriptive book brochure. Books are ship­ �g ped prepaid when check accompanies order, by Special RIVET (EPOXY IN PLACE) Fourth Class Book Rate. Canadian orders should be ac­ companied by a U.S. Bank Draft or U.S. Money Order. J, BLlND HOLE SAILPLANES AND EQUIPMENT FOR . ..'. THE CRITICAL SOARING PILOT. _ -liNilMiiiEir. - 2 555 E. UNIVERSITY DRIVE PHOENIX, ARIZONA 85036 BUS'NESS MEMBER FiCJure 2: Hole finder TELE P H 0 N E (602) 273 _ 1 428 • We ,nv,leI dealer inquiries and technique for application

NOVEMBER 1974 37 Drilling Block until the glue sets. D-tube wing spars are a good example. If one could drill every hole in a wooden structure in a It is desirable, of course, that the builder plan his building drill press, there'd be no problem drilling at right angles procedure in such a way that he can clamp or bolt the to the material. However, this is impractical and few of us structure down to something solid like the bench, a jig, or have the sharp eyes and steely nerves required to do it a fixture of some kind. with a hand-held drill motor. Sometimes, however, he will find that there is simply To make up for my lack of those attributes, I make a no way of getting a good hold on the structure because simple drilling block for the job. I drill the required size wherever he wants to install a clamp there is something in hole in a thick (like one-inch) piece of scrap metal or, if the way to prevent it, or soon will be. I don't have too many holes to drill, a piece of hardwood. The solution to this problem - and I've had to face it a I then C-clamp the block over the work and apply the number of times - is to glue the structure right to the drill motor. The block keeps everything straight, even, and jig. This assumes the use of a wooden jig, of course. at right angles. You glue the structure and the jig together at the re­ To locate the hole properly in the aircraft (you can't quired points through the use of corner blocks. After the see it after you clamp the block over it, right? ) first touch skinning job is finished and the glue has cured, you simply the drill to the wood to make a good indentation. Then, chisel the block off and finish by sanding. You'll never see with the drill removed from the motor, push the drill where the block was. through the block, into the indentation. Carefully clamp I prefer using epoxy for this kind of service because it the block in place, remove the drill, install it back in the doesn't require clamping pressure. I have used contact motor and drill away. cement but it leaves a gummy residue that will drive you up the wall. It doesn't want to come off. Clamp for Threading ShortBolts Sometimes you'll find that you want to cut additional Cleaning Polyester Brushes threads on a bolt that is simply too short to hold in a vise Almost everybody I know who uses polyester resin uses and still provide enough length to go into the threading acetone, MEK, or other expensive solvent for cleaning die. With round-headed screws the situation is impossible resin-soaked brushes before they get hard and completely because the vise will damage the head. Solution: Drill a useless. Being a cheapskate, I have found a better way; hole of the required diameter in a piece of scrap metal at TIDE soap and water. Performs magnificently. Takes the least as thick as the bolt or screw diameter and saw a slot resin off your hands, too, and if you accidentally kick the into it-and a little past it-from one end. See Figure 3 . can over, it doesn't constitute a fire hazard. In this con­ Now you can thread it because the slot permits the vise nection, any builder whose shop isn't equipped with a to bite down on the shank of the bolt or screw instead of good reliable fire extinguisher is asking for trouble. the head. For larger bolts you can simply cut a slot in a

matching-size nut. This has the advantage of permitting the A Quick-Connect for Push-Pulls vise to bite down on the shank of the bolt without damaging Dick Robinson, 48 Checkondon Drive, Rexdale, Toronto, the threads. Canada, M9W 2Y9, has come up with a quick-connect, ball-and-socket, push-pull tube modification for the aileron system on his HP-14T that is sure to be of interest to others. Observe the photo (Fig. 4). The text of his letter, in part, reads as follows:

"The connectors were obtained from the Cirrus dealer for $35.00 per pair, plus $1.00 for shipping. They are sold as right and left connectors, and there is a differ­ ence (which was of no consequence for my particular application) . "Obviously, one has to end up with the center of the new joint in the exact spot where the original holes are in the aileron rod end and bellcrank. To accomplish this � I carefully cut about 1 Y2" off the original push rods. My rods were slightly too large to fit in the socket fitting �AW SLOT IN STANDARD NUT so they had to be machined down. The rod had a bend in it, so the end to be machined was put in the chuck only about 3/16", which was cut off after machining at low speed. The shoulder on the fitting was also ma­ Figure 3: Two short bolt clamping techniques (Grip clamps tightly in vise) machined off. "It was decided that the fitting couldn't tolerate weld­ Glue your Sailplane to the Bench ing to the 4130 steel push-pull without destroying the No, not the whole sailplane, only that part you can't get temper in the spring that comes with the connector. a C-clamp on! Therefore the pieces were drilled with a pair of 3/32" There are numerous occasions during the construction diameter holes at right angles to one another, and pins of stress-skin wooden structures that demand the frame were inserted and peened over. be secured precisely and rigidly while being skinned, and "The flaps on the HP-14T were set at minus 5° to

38 SOARING determine the bellcrank's minImum clearance between the flap drive tube and the square tube of the frame. It 1.1�1�1i\ "'INt; I�I'I�ES was found that ¥a"-thick aluminum stock could be used to house the ball fitting in the bellcrank, which had to & ULTRALIGHTGliD ERS be rebuilt. Three-eighth inch stock is about the minimum that can be used due to the diameter of the ball threads Bill Bennett P.o. Box 483, Dept. S, Va n Nuys, Ca lif. 91408 being approximately one-eighth inch. The original bell­ (213) 785-2474 787-6600 crank was unriveted and each half bent to accommodate the ¥a"-2024 aluminum piece between them. The hand Fly on water, snow, or soar. bending was tricky to accomplish without cracking the aluminum. The top 11/2"of each half were then cut off <.-�,�� .... to give ¥S"s tock minimum clearance between the flap ,. tube and frame. """ . J;' "The ¥s " stock was then shaped and tapped (metric). J '" ",'" The ball was threaded in and locked with a 1/16" coun­ �-""'...... � ;:t[' tersunk rivet through the threaded shaft. The stock was Tested, flown, & proven in over 20 countries. then drilled, painted, and re-riveted to the bellcrank. Call or write for information on literature and fi lms. Builders with sailplanes still under construction might prefer to make the whole bellcrank from ¥s " stock. "The job was more involved than I had anticipated, but I'm sure it will pay off for me in terms of reduced rigging time." A dramatic and fun-filled book by a man who took up soaring at 48 and lived to become a champion glider. ..of sorts

c Figure 4: §E Dick Robinson's quick-connect for push-pulls E N Sawing Out Metal Fittings ci c ..c Using a bandsaw for sawing out aircraft steel fittings will �

o be a snap if you install a slo-speed converter that Sears o ..c carries. Use a larger drive wheel than comes with your "- saw and, of course, a fine-tooth (32 to the inch) metal cutting blade. "A great storyteller ...who has a If you're the adventurous type you can try this: I know real gift of humor. "-DOUG LAMONT, Editor, of at least two builders who cut chrome-molybdenum steel Soaring Magazine up to 3/16" thick on a 1/3 -horsepower bandsaw that has "A delightful book ...full of soft chuckles and no slo-speed converter at all. They run the saw at full bore bellylaughs."-RlcHARD WEEGHMAN, Editor,Air Progress and simply burn their way through the metal. Also - and I hope you're ready for this - one builder even turns the blade around and saws on the back of the tooth! He says the metal gets a bit hot but the saw goes through it like Once upon it were cheese. He also claims that the blade cuts better when turned around - and he never has to buy new band­ saw blades! a Thermal Aluminum Paste and Powder by RICHARD A. WOLTERS No matter whether you use Grade A fabric, polyester, $6.95, now at your bookstore, or send check or dacron, Ceconite, Poly-fiber, or whatever, you must still money order to CROWN PUBLISHERS, 419 Park use plenty of aluminum paste or powder in the dope to Ave. South, New York, N.Y. 10016 �n.7J prevent the sun from rotting the fabric. If, after applying the aluminum, you can look down the inside of the wing

NOVEMBER 1974 39 and still see the light coming through from the sun, you CHARLES v. LINDSAY haven't applied enough. Watch out when using aluminum paste or powder in nitrate (and probably butyrate as well) dope. The experts say that you should mix only enough aluminized dope to get you through the day. After a couple of days sitting around in the container the stuff apparently develops a nitric acid component that causes early fabric failure. So, mix only what you need.

Technical Help for Designers Bob Wister, member of the Homebuilders' Hall Profes­ sional Staff, has come up with an offer that is sure to spur a great deal of interest among our non-technically oriented designers. By way of introduction, Bob has spent a con­ siderable number of years as an aircraft and aircraft equip­ ment design engineer. He is also a sailplane pilot and in­ structor of long experience. He wants now to contribute to the advancement of sailplane design, and do so in a practical way. His offer is this: Forecasting Thermal Strength Bob will donate engineering hours to designers who In last month's column, a basic method of determining need analytical support. He sets forth only two require­ how high flyable thermals extend was considered. Now, ments; one, the designer must be able to show that his let's take a look at several graphs that will give us some design will make a meaningful contribution to the state idea of how strong the thermals will be on a given day. In of the art and, two, he must not offer the sailplane or the general, the higher a thermal extends the stronger it will result of Bob's work for commercial purposes - unless be. It is like a smokestack-the higher the stack, the he negotiates first with Bob, himself. stronger the draft. One conception of a thermal is a column Bob Wister's address is 26256 Hickory, Hayward, Calif. of rising air that slopes in the direction the wind is blowing. 94544. The forecast strength of thermals is of use mainly for flight planning. The stronger the thermals the faster the pilot can fly and the farther he can fly on a given day. The average rate of climb is more important than the oc­ This fi lm wi ll get you into the sky ... casional high rates of climb which cannot be achieved An ex perience of flight. regUlarly. The foHowing two graphs can be used with this average rate in mind.

Strength Of Dry Thermals First, let's consider the vertical strength in dry thermals. In relating the maximum thermal strength or lift (L) to SO t/r,n, Countr, meteorological data (Figure 1), the maximum height (Z ) of the dry adiabatic lapse rate (Y d) is used again, the A new 30 minute film from Black Forest same height that we used for forecasting maximum thermal altitude. (Soaring, Oct. '74, p.44). For example, if the

An aesthetic, informative guide to soaring in sounding you plotted shows that the dry adiabatic lapse 16 mm and sou nd. High lights include colorfu l rate will extend to 7000 feet above ground at the time cloud time laps, spectacular sunset aerobatics, of maximum heating, we would expect an average lift of and mou ntain wave flying over Pikes Peak, 400 fpm. The data used to construct the graph showed that enhanced with a strong musical tract. the lowest maximum altitude of the dry adiabatic lapse rate providing a lift of 100 fpm or greater was 3000 ft. Entertainment for the uninitiated and pro alike! Thermal Strength Under Cumulus

For rental, $20. 00. In Figure 2 the maximum thermal strength (L) is related to the height (Z) of the Convective Condensation Level Mark D. Wild (CCL) as derived from the radiosonde soundings on days Black Forest Gliderport when cumulus clouds were observed. Note that this curve 9990 Gliderport Road is steeper than the previous one. In other words, we would Colorado Springs, Colo. 80908 expect stronger thermals under cumulus based at 5000 ft. Phone: (303) 495-4144 than in a dry thermal that extended to that level. Generally you are not at the top of the thermal when at the base of a cumulus cloud. Convection in the cumulus cloud is an extension of the convection below the cloud, although this is not always the case. Soaring pilots and meteorologists have noted that thermal strength is usually stronger in

40 SOARING - - _. r • , + 0.60 , --:-1. - -:J � -- f'-- • r - 0.64 - �i � L • 0.4 + 1.J.'j21YJ f-- + -. -- r- L - -0.1 0.78Z(CCL) I -:-:;:- ._. - ..- -: - . - -�. ..- . - .. . 9 9 - , 8

7 7 VV 6 . r 6 V . V 5 V - 5 . . V . ..LV: V. .- ' rr . + ,_.. • . _. .• ) l.->' , , -l . 0 . . . . Vi' -. :t, 1-' . ./ . / 2 ,- . + . . -, V . 1 1

+ c- "1'- - , ..- . 1 2 ) 5 6 7 e 1 11 12 13 1 . 6 7 9 Figure 1: Maximum height of dry adiabatic lapse Figure 2: Height of convective rate in thousands of feet AGL (Dry thermals) condensation level in thousands of feet AGL cumulus than below the cloud. Some of the increase in the Before we end this discussion I would like to note that thermal strength in the clouds can be attributed to the before Mario PiccagJi was kind enough to record seven release of the latent heat of condensation. However, let's years of flight data for me, I could only subjectively fore­ stay out of the clouds and fly safely and legally. cast thermals as being weak, moderate, or strong, based on In the previous paragraph I mentioned the Convective experience. After constructing the charts we can now ob­ Condensation Level (CCL) . Do not panic! The best and jectively put some numbers into the forecast of thermal most accurate way to obtain the CCL is from a National strength. To get the best results from the graphs some Weather Service sounding. We need to know what the experience is useful. These graphs were t ested at Marfa, dew point is for every level that the temperature is Texas, in 1970 during the World Contest, and they have measured. With the proper instruments we could get this been used by meteorologists at a number of national and from our local sounding. But first, before we look at a regional contests with a fair amount of success. If desired, simple way to determine the CCL, I again recommend to we could use the equations derived from the data to de­ the reader who wants to delve into this subject further termine the thermal strength. The equation appears in the "Forecasting Thermal Conditions for Soaring" published in upper left corner of each graph. The correlation coefficient Technical Soaring (ref. 1). (r) is also presented. Now let's get back to the CCL. The CCL is the height In previous columns we have discussed how to make a of the base of the cumulus clouds at any given time. If weather sounding, how to forecast thermal altitude, and we know the surface air temperature and the dew point, how to forecast thermal strength. For cross-country and we can readily estimate the level at which condensation wave flying, knowledge of the upper winds is very im­ will occur when air rises and cools. We do this by dividing portant. The next how-to weather topic in this column will the difference between the surface air temperature and the be, "Forecasts of the Upper Winds." surface dew point by 4Vz degrees F. The height of cumulus Reference bases can thus be estimated in thousands of feet. For ex­ 1. Chas. V. Lindsay, "Forecasting Thermal Conditions For Soaring", Technical Soaring, ample, if the surface temperature is 80 degrees F. and the January 1972. Vol. I, No. 3, pp 1-5. surface dew point is 62 degrees F., the approximate height of the base of the clouds (CCL) formed by this lifting proc­ ess is 4000 feet (18 degrees F. -:-41/2=4 ). Now we wish to REPLOCLE BAROCRAPH know how strong the thermals will be if the CCL or cloud EXCLUSIVE PRESSURE base is 4000 feet. Figure 2 shows that a 4000 ft. CCL will SENSITIVE PAPER give an average lift of 300 feet per minute. Again I empha­ Provides a fine line trace on printed time-altitude size that this is an average. As the graph shows, there are grid charts without the bother of ink, smoke, or wide variations. We might consider this graph more useful fixing.

forecasting lift under the average size cumulus and expect 30,000 ft. linear range with fixed reference stylus per­ stronger lift under the rather tall towering cumulus. Sup­ mits quick and accurate pose on the day that we had the 80 degree temperature interpretation. forecast, the temperature actually rose to 85 degrees. At 2 Ibs. weight. 4 hour drum, 30 hr. clock. NEW toolsteel the time of maximum temperature, the cloud base would hard scribers. Temperature compensated. have been higher, at about 5000 feet, and therefore stronger American made, accurate, convenient, and light! lift would result. To forecast afternoon thermal strength With charts, •• all, calibration, & instructions $169.00 use the average 9 a.m. local time surface dew point over E. H. REPLOGLE Send check for postpaid shipment the general flight are a and the afternoon maximum tem­ Product Engineering 23 Wayside Court, Buffalo, N.Y, 14226 perature forecast by the National Weather Service.

NOVEMBER 1974 41 compilation in half and will run the remainder in next month's column. SSA'ers wishing more detailed informa­ tion on these accidents may secure copies of the original s;.\F EfY factual reports from the Washington office of the NTSB. Minimum charge for each report is $6:00.

Pilot data , Private, age 39, 500 total hrs. (150 in type ). corner Date & Time , 4/13/73, 17: 15 hrs. Aircraft data : Schempp Cirrus, substantial damage. Departure & intended destination : Maricopa, Ariz.; Tucson, Arizona. Will HAYES Type of accident : Collided with fence, fence posts during: landing roll. Probable causc (s) : Improper in-flight decisions or planning; rough uneven terrain. Emergency circumstances : Forced landing off airport. Il cmarks : Ran out of lift on x-c flight, landed on Toad, eight miles from destination.

Pilot data , Commercial, age 37, 1720 total hours (60 in type ). The safety goal for SSA in 1975 is an accident-free year! Date & time , 4/14/73, 17:00 hrs. Aircraft data : Schempp Cirrus, damage substantial. A reachable goal? Yes ...for the consequences of any­ Departure & intended destination : Tucson, Arizona, & return. Type of accident : Undershoot� groundloop swerve, landing roll. thing less than an all-out effort are not acceptable alterna­ Probable causc(s) : Misjudged distance & altitude; unfavorable wind condi­ tives. With your cooperation the goal will not be merely tions, 20 knots. Remarks , Landed about 100 feet short, downdraft. Left wing dug into reducing accidents, but eliminating them entirely. We can ground.

have an accident-free year, but it will require a concerted Pilot data , Commercial, age 35, 667 total hours (one in type ). Date & time , 4/22/73, 14:45 hrs. effort by every SSA member. If I'm faced with a go/no-go Aircraft data : Schweizer 1-34, damage substantial. Departure & intended destination : Tehachapi, CA; local. decision, my first commandment has always been this: Type of accident : Stall on final landing approach. "When in doubt-don't!" Add it to your pre-flight check Probable cause(s) , Attempted operation heyond experience/ability level, lack of familiarity with aircraft improper in-flight decisions or planning, ) list and you may join me as the two oldest living pilots misjudged distance & altitude, tailed to maintain flying speed. Rcmarks : Retractable wheel, pilot entered pattern too low on final around. approach.

Since my appointment as SSA Safety Chairman, I have Pilot data , Student, age 40, 13 total hours all in type. experimented with a variety of ways of compiling glider Date & time : 4/22/73, 09:45 hrs. Aircraft data , Schleicher II (?), damage suhstantial . accidents. Most have proven less than successful, largely Departure & intended destination : Charm ita Airport, Fairfield, PA; local. Type of accident : hard landing, leveloff/touchdown. because of the dearth of information that comes through Probable causc (s) : Improper leveloff. Remarks : Damaged fuselage, wing attach fittings bent. to me. I have concluded that we can elicit more rapid Pilot dat. , Private, age 54, 279 hours (7 in type ), serious injury. accident information through closer liaison with the Na­ Date & time , 5/12/73, 13:45 hrs. Aircraft data : Blanik L-13, damage substantial. tional Transportation Safety Board and the twelve regional Departure & intended destination : Plymouth, Mass.; local. offices of FAA which roughly correspond geographically Type of accident : Undershoot, collided with dirt bank. Probable cause(s) , Pilot failed to follow approved procedure; misjudged with the twelve SSA regions. To facilitate this process I distance and altitude; terrain rough & uneven. Remark. , ACFT Operation manual best speed 47 mph. Strong wind normal am now looking for interested and concerned SSA'ers will­ or heavy sink, add wind speed to glide speed.

ing to act as Regional Deputy Safety Chairmen to collect Pilot data , Student, age 50, 93 hrs. all in type, serious injury. Date & time , 5/13/73, 14:20 hrs. and solicit accident/incident information from NTSB and Aircraft data , Schweizer SGS 15 ( ?), destroyed. FAA and forward it to me. If you are interested won't you Departure & intended destination : Livermore, CA; local. Type of accident : Stall and spin. let me or your Regional Director know? Probable cause(s) , Failed to obtain/maintain flying speed. Remarks : Crashed on hillside. Fixed single center wheel. In the meantime we can get some insight into the soaring Pilot dat. , Commercial, age 43, 360 hrs. (8 in type ), serious injury to safety record in the not-too-distant past by examining passenger. Date & time , 5/26/73, 1: 15 hrs. NTSB's three-volume report on aircraft accidents published Aircraft data : Schweizer 2-33, damage minor. Departure & destination : EI Mirage, CA; local. in February of this year. Ty pe of accident: Undershoot in landing pattern, circling. The report contains the essential items of information Probable cause (s) , Pilot misjudged distance and altitude. Remarks : Left wing hit ground. on over 900 General Aviation accidents that occurred in Pilot data , Commercial, Flight Instructor, age 54, 1418 hrs. (182 in 1973. Among the 900 were 26 glider and four glider­ type ). Date & time , 5/27/73, 16:00 hrs. towing accidents. These represent 3.3 % of the total acci­ Aireraft dat. , H-301B Libelle, damage substantial. Departure & destination : Ephrata, Washington. dents reported in the U.S. The probable causes, factors, Type of accident : Undershoot. accident types, Jnjuries, aircraft damage, operational Probable eause(s) : Pilot exercised poor judgment; misjudged distance and altitude. phases, and flight conditions are given for each one. Remarks , Picked another field for landing at about 50 ft.

These glider accidents represent a tragic loss of lives, Pilot dat. , Student, age 43, 13 hrs. in type, serious injury. Date & time , 5/28/73, 12:05 hrs. aircraft, and equipment. Most of them can be traced Aircraft data : Schweizer 2-33A, damage substantial. Departure & destination ; Elsinore, CA; local. to carelessness, foolhardiness, or inexperience ...in short, Type of aceident ' Collided with wires/pole. pilot judgment. Since gliders constitute less than one per­ Probable eause(s) : Improper operation of flight controls; misjudged dis­ tance, speed, and altitude; selected unsuitable terrain. cent of the pilots/aircraft registered in the U.S., the Faetor(s) : Operational supervisory personnel; inadequate training pro­ cedures, high terrain obstructions. accident rate is out of proportion to the number of gliders Remarks , Pilot high on approach. Made 360-degree tum . Unable to make airport. Hit pole in field. No instruction in off-airport landings. and the amount of time flown. Pilot data , Student, age 18, 21 total hrs. (1 in type ). Accidents don't only affect the persons concerned. Date & time , 5/29/73, 12:00 hrs. They arouse a not-too-sympathetic public to demand Aircraft data : Schweizer 1-26, substantial damage. Departure & intended destination : Borrego Springs, CA; local. tighter regulations. If this accident rate continues it could rype of accident , Undershoot; collided with object, final approach, leveloff/ landmg. well mean the loss of more airspace, landing strips, and Pr; e u proper in-flight decisions or planning; misjudged dis- :na:� a�d :iti�u��. to further restrictions on freedom in the skies. Factor(s) : Lack of familiarity with aircraft; airport conditions. Rem�rks : Misjudged distance from airport; unable to make normal pattern; Because of space limitations, I am dividing the NTSB trIed to land On ramp; cleared bushes, wing caught wire.

42 SOARING Pilot data : Commercial, Flight Instructor, age 36, III hrs. in type. Date & time : 6/13/73, 17 :45 hrs. Aircraft data : Schleicher Ka-6CR, damage substantial. Departure & intended destination : Ionia, Michigan; local. Type of accident : Hard landing, collided with trees during landing roll. Probable eause(s) : Improper leveloff; improper recovery from bounced landing; not aligned with runway/intended landing area. Factor(s) : High obstructions. Remarks : Aircraft bounced on touchdown about 50 feet west of landing area; hit tree.

Pilot data : Commercial, age 31, total hours 11 in type, serious injury to pilot but not passenger. Date & time : 6/16/73, 13:43 hrs. Aircraft data : Schweizer 2-22, no damage. Del}arture & intended destination : Huntley, ILL; local. Type of accident : Turbulence; collision with ground during landing, level­ off/touchdown. Probable cause(s) : Inadequate preflight preparation, and/or planning; initiated flight in adverse weather conditions. Factor

Pilot data : Private, age 42, 75 hrs. (3 in type ). Date & time : 6/17/73, 13:30 hrs. Aircraft data : Schweizer 1-26, damage substantial. Departure & intended destination : Oviedo, FL; local. Type of accident: Collided with trees on final approach. Probable eause(s) : Improper in-flight decisions or planning; improper compensation for wind conditions. Factor(s) : Lack of familiarity with aircraft, high obstructions. Remarks : Flew north of field searching for thermal; found none; hit tree during approach to road.

Pilo t data : Private, age 39, 626 hrs. (262 in type ). Date & time : 7/5/73, 13:00 hrs. Aircraft data : H-301 Libelle, minor damage. Departure & intended destination : Charnita Airport, Fairfield, PA. Type of accident : Collided with object during landing roll. Probable eause(s) : Selected unsuitable terrain. Remarks : Pilot elected to land east side of runway to keep retrieve short. High grass at runway edge.

Pilot data : Student, age 33, 7 total hrs. (1 in type ). Date & time : 7/30/73, 16:00 hrs. Aircraft data : Schweizer 1-26E, substantial damage. Departure & intended destination : Kutztown, PA, Airport, local. Type of accident : Overshoot, collided with object during landing rollout. Remarks : House trailer parked beyond landing area.

Pilot data : Commercial, age 31, 350 total hrs. Fatality. Date & time : 7/8/73, 12 :15 hrs. Aircraft data : Nimbus IIIB, destroyed. Departure & intended destination : Air Sailing Gliderport, Nevada. Type of accident : Airframe failure in flight. Probable cause(s) : Towrope failed to release for undetermined reason. Wings, spars, overload failure. Remarks : Auto/Glider tow system used.

Pilot data : Age 51, 189 total hrs. (140 in type). Date & time : 7/9/73 , 16:43 hrs. Aircraft data ; Blanik L-13, substantial damage. Departure & intended destination : Turf Airport, Phoenix, AZ, local. Type of accident : Collision with ground during takeoff & initial climb. Probable cause(.) : Inadequate preflight preparation and /or planning. Improper operation of flight controls. Factor

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Dealer inquiries welcome Black Forest Gliderport 9990 Gliderport Road, Colorado Springs, CO 80908 PHONE: (303) 495-4144 Distance: 186.4 miles Everett Miller; 1·26; Elsinore, CA DISTANCE DIAMONDS William Nesse; 2·22; John Bourland; HP·14; Steamboat Springs, CO Caddo Mills, TX 310.7 miles Jerry Owen; 1·34; Refugio, TX Paul Branch (See Dia. Goal) Thomas Beaman; 313 miles from Robert Carl (See Dia. Goal) Bradley Perkins; 2·33; Highland, IL Moriarty, NM; Std. Libelle; Robert Carver (See Dia. Goal) Joseph Personett; 1·34; 6:19 hrs.; June 11. William Chapin (See Dia. Goal) Colorado Springs, CO Duane Eisenbeiss; 311 miles from Edward Fredkin (See Dia. Dist.) Stephen Piner; 1·26; Plymouth, CT Hobbs, NM; Std. Cirrus; 4:30 hrs; Robert Gaines (See Dia. Dist.) Keith Pool; Ka·8; Tulsa, OK July 22. James McClintick; Cirrus; Dirk Prather; 1·26; Edward Fredkin; 311 miles from Pepperell, MA Colorado Springs, CO Hobbs, NM; Std . Cirrus; John Murphy, Jr. (See Dia. Goal) David Reece; 2·33; Estrella, AZ INTERNATIONAL F.A.I. 4:38 hrs.; July 22. Edwin Salkeld, Jr.; 1·23; EI Mirage, CA Terry Richmond; 1·26; Huntington, WV Robert Gaines; 329 miles from Joseph Schwager (See Dia. Goal) BADGES FO R SOARING Fred Roberts; 1·26; Estrella, AZ Saginaw, TX; Phoebus; 6:34 hrs.; Alfred Seidler; 1·26; EI Mirage, CA Earned in the United States July 8. Steven Sliwa; 1·34; Elmira, NY David Robinson; 1·26; Approvals for Applications Harry Greene; 332 miles from Air Rudy Stadelmann (See Dia. Goal) Colorado Springs, CO Received During August 1974 Sailing, NV; Std. Libelle; Eugart Yerian; Hp·14; Odessa, TX Alex Rogers; 1·26; Robbinsville, NJ 6:20 hrs.; July 20. Robert Zirkle (See Dia. Goal) Clifford Rose; 1·26; Pearblossom, CA DIAMOND BADGES Donald Gurnett; 311 miles from Hugo Salinas, Jr. (Certified to Mexico) Hobbs, NM; Std. Libelle; SILVER BADGE LEGS Guillermo Salinas P. 293. Thomas C. Beaman (intI. 1442) 5:37 hrs.; July 22. (Certified to Mexico) Robert Hart; 318 miles from Thomas Samuels, Jr.; 1·34; 294. Theodore D. Schirtzinger Altitude: 3281 ·ft. gain (IntI. 1465) Frederick, MD; Austria SH; Colorado Springs, CO 295. Springer Jones (IntI. 1466) 7:30 hrs.; July 21. Ronald Adler; 1·26; Robbinsville, NJ Earl Schmitten; 1·26; Elsinore, CA 296. Duane Eisenbeiss (IntI. 1467) Robert Jackson, Jr.; 398 miles from Herman Anderson; 1·26; Estrella, AZ Joseph Schoonover; 1·26; Elmira, NY 297. Harry A. Greene (IntI. 1470) Hutchinson, KS; Hp·14; 7:00 hrs.; Wi lliam Batesole; 1·26; Canaan, CT Per Schuh; 1·26; Wurtsboro, NY August 3. Ronnie Black; 1·26; Tulsa, OK Timothy Shears; 1·26; Ionia, MI International Number Assigned Springer Jones; 311 miles from Albert Blackburn; Ka·8B; David Sidway; 1·26; Springfield, VT Hobbs, NM; Std. Cirrus; Frederick, MD John Sinclair (See Dia. Alt.) 1436. James F. Munn (U.S. 290) 4:46 hrs.; July 22. Leonard Blackburn II; 2·33; Kenneth Sliwa; 1·34; Big Flats, NY 1437. E. Gene Hammond (U.S. 291) Rudy Stadelmann; 322 miles from Frederick, MD George Smith III; 2·33; 1438. Vincent l. Guy (U.S. 292) Pearblossom, CA; Libelle; Dale Boyer; 1·26; Lexington, VA Colorado Springs, CO 1443. Louis B. Feierabend (U.S. 289) 6:12 hrs.; August 11. Robert Brodbeck; 1·26; Frank Sokol; Blanik; Hailey, ID James Walker; 318 miles from Pearblossom, CA Reinhard Thiel; 1·34; EI Mirage, CA GOLD BADGES Frederick, MD; LS·l; 7:30 hrs.; George DeMott; 1·26; EI Mirage, CA Paul Volgamore; 1·34; Refugio, TX July 21. Stephen Duresky; 1·26; Fred Wofford; 1·26; Fort Collins, CO 871. Robert Carl Colorado Springs, CO Francis Wozniak; 1·26; Blairstown, NJ 872. Joseph E. Schwager Dana Eggert; 2·33; Ronald Zelazo; 1·26; Estrella, AZ 873. John W. Firor GOAL DIAMONDS Colorado Springs, CO Marlene Zirkle; AS·W 15; Ephrata, WA 874. Edwin M. Salkeld, Jr. Carol Elliott; 2·22; Elmira, NY 875. Thomas E. Daniel 186.4 miles O&R or Triangle Robert Embleton; Cirrus; EI Mirage, CA Distance: 31.1 miles 876. Alfred G. Seidler Paul Branch; Libelle; Frederick, MD Bernard Fairfield; 2·33; EI Mirage, CA 877. Eugart Yerian Michael Bayer; 2·22; (Turf) Robert Carl; 1·34; Russell Folwell; 1·26; 878. James H. McClintick Phoenix, AZ Colorado Springs, CO Colorado Springs, CO 879. Rudy F. Stadelmann Lynda Beran; Sisu lA; Elsinore, CA Robert Carver; Hp·14; Hearne, TX Lloyd Foster, Jr.; 1·26; Oscar Buchmann; Blanik; William Chapin; Edelweiss C·30S; Pearblossom, CA SILVER BADGES EI Mirage, CA Frederick, MD Edward Fredkin (See Dia. Dist.) Robert Carl (See Dia. Goal) Donald Derry; 1·26; G. W. Freeman; Pilatus B-4; 2671. Robert M. Kolter Elliot Cogswell; 1·26; Colorado Springs, CO Wurtsboro, NY 2672. Steven M. Sliwa North Springfield, VT Robert McKay; Vasama; Minden, NV David Fu ller; Ka·7; Bryan, OH 2673. Clifton E. Lind William English, Jr.; 1·26; Elmira, NY John Murphy, Jr.; 1·26; William Graham; 1·26; 2674. Frederick Jacobs Gerald Finch; 1·34; Lawrenceville, IL l. Caddo Mills , TX Colorado Springs, CO 2675. Sti llman C. Chase, Jr. Kenneth Fowler; Ka·6CRPE; Kent Reitz; AS·W 15; Fort Collins, CO Charles Gray; 1·34; Toughkenamon, PA 2676. Wilbur D. Robinson Grand Prairie, TX Theodore Schirtzinger; Kestrel; Malcolm Green; 1·26; Marion, OH 2677. Kenneth G. Sorenson Edward Fredkin (See Dia. Dist.) EI Mirage, CA Arthur Haseltine; 1·34; 2678. Judith W. Silverman Ronald Holliday; Pilatus B·4; Joseph Schwager; Phoebus; Colorado Springs, CO 2679. Paul C. Paris Erwinna, PA Endicott, NY Raymond Hemann; 1·26; 2680. Curt Thielemann Frederick Jacobs; SF·27M; Rudy Stadelmann; Std. Libelle; Pearblossom, CA 2681. Michael J. Bayer Canaan, CT Pearblossom, CA Seth Hetherington; 1·26; 2682. Don Shearn Robert Kolter; Tern; Robert Zirkle; AS·W 15; Ephrata, WA Robbinsvi lle, NJ 2683. T. Guy Spencer, Jr. Lawrenceville, IL David Jackson; 1·26; Springfield, VT 2684. Henry M. Nixon, Jr. Clifton Lind; 1·26; Georgetown, TX (W ave) 2685. John W. Firor GOLD BADGE LEGS Billy Maples; 1·26; Robbinsville, NJ Lawrence Jones; 1·26; Dansville, NY 2686. Gerald D. Finch Charles Montgomery; 1·34; Jan Juknievich; 2·33; 2687 . Elliot P. Cogswell Altitude: 9842·ft. gain Pearb l ossom, CA Colorado Springs, CO 2688. Paul H. Meisenbach Wilbur Robinson; 1·26; Dansville, NY Gregory Coin; 1·26; EI Mirage, CA Richard Kirkland; Dart; Hutchinson, KS 2689. Rudy F. Stadel mann Elzie Rupe; 1·26; Fort Collins, CO Thomas Daniel; Libelle; EI Mirage, CA Donald KUbek; 2·33; Moriarty, NM 2690. Bruce H. Wickmann James Ryan; 1·34; Elmira, NY William Fathauer; BG·12/16; John Lambing; 1·26; 2691. Ernesto Estrada Don Shearn; 1·34; Taos, NM Estrella, AZ Colorado Springs, CO 2692. David l. Knight Steven Sliwa (See Gold Dist.) Galen Fisher; 1·34; Hemet, CA Clifton Lind; 1·26; Georgetown, TX 2693. James R. Crisp T. Guy Spencer, Jr.; 1·34; John Grant; Phoebus; Taos, NM John Lord, Jr.; 1·26; Wiley·Ford, WV 2694. Ronald K. Holliday Norfolk, MA Terry Haug; LP-49; Rosamond, CA Howard Loveless; 1·26; Hemet, CA 2695. Billy G. Maples Rudy Stadelmann (See Dia. Goal) Bohuslaus Kahut; 1·26; Matthew Lyon; 1·26; Dansville, NY 2696. Kenneth G. Voigt Curt Thielemann; 1·26; Colorado Springs, CO Michael Machat; Pilatus B·4; 2697. Ly nda G. Beran Pearblossom, CA John Lincoln II; Diamant 18; Elsinore, CA 2698. Dieter B. Meyer Kenneth Voigt; 1·26; San Marcos, TX Phoenix, AZ James Maciejewski; 1·26; Clifton Lind; 1·26; Hobbs, NM West Bend, WI ALTITUDE DIAMONDS Duration: 5 hours Rodney Rubert; Blanik; Henderson, NV Jeffrey Maples; 2·22; Robbinsville, NJ Gayl Masson; 2·33; 16,404·ft. ga in Joann Shaw; 1·26; Snyder, TX Aland Adams; 1·34; EI Mirage, CA John Sinclair (See Dia. Alt.) Colorado Springs, CO Ed ith Albrecht; Std. Libelle; John Sinclair; Duster; Minden, NV Rudy Stadelmann (See Dia. Dist.) Kenneth McDonald; SHK·l; Frederick, MD (Wave) Hans Vandervlugt; 1·34; Refugio, TX San Marcos, TX William Batesole; 1·26; Hans Vandervlugt; 1·34; Refugio, TX Rainer Zuleeg; 1·26; EI Mirage, CA Paul Meisenbach; BG·12; Marietta, PA Springfield, VT

NOVEMBER 1974 45 Mark Boster; 1·26; Tucson, AZ 7038. Richard C. Calkins Leslie Buck; 1-26; Elmira, NY 7039. Betsy A. Campbell Stillman Chase, Jr.; Ka-6E; 7040. Daniel A. Carrico Santa Ynez, CA 7041 . Stephen A. Clegg Mark Clarkson; Quicksilver B; 7042. Jeffrey S. Duhaime Phoenix, AZ 7043 . Diana J. Easley James Crisp; 1-26; Hobbs, NM 7044. Frederick H. Elling Frederick Elling; 1-26; Tucson, AZ 7045. Edwin P. Emanuel Ernesto Es trada; Cirrus; Odessa, TX 7046. Bruce Ericksen Georg Fe lkel; 1-26; Franconia, NH 7047. Harry Felder John Firor; Std . Cirrus; 7048. Terence P. Fennessy Fort Collins, CO 7049. Dorothy D. Gardner James Fox; 1-26; Estrella, AZ 7050. Jan I. Gilhousen Ormond Gigli; 1-26; North Adams, MA 7051. Robert W. Gordon Ralph Huth; Ka-6E; Franconia, NH 7052. Dietmar W. Hell Benjamin Kelsey; 1-34; LeXington, VA 7053. Ronald K. Hadel Clifton Lind; 1-26; Georgetown, TX 7054. Charles R. Hoyt Julian Martin; 1- 26; Tucson, AZ 7055. Hermann J. Irrek Dieter Meyer; Phoebus; Channahon, I L 7056. Peter Jordan Roy Miller; 1-26; Cumberland, MD 7057. Gary L. Joseph Henry Nixon, Jr.; 1-26; 7058. Edward F. Kingman Middletown, NY 7059. F. David Kintler Paul Paris; 2-33; Slatington, PA 7060. Charles L. Lindsay William Russell; 1-34; Horseheads, NY 7061. Jeffrey N. Losey Tomasz Serkowski; 1-26; Tucson, AZ 7062. Martha M. Maierbacher John Shafer; 1-26; Hilltown, PA 7063. Jeffrey B. Maples Joseph Smith; 1-26; Phoenix, AZ 7064. Gayl A. Masson Frank Sokel; Blanik; Hailey, ID 7065. Michael K. Ma xwell Ben Stanton; 1-34; Estrella, AZ 7066. Rickey H. McClure Douglas Tidwell; 1-26; Estrella, AZ 7067. Michael B. McGinty Bruce Wickmann; Diamant 16.5; 7068. George A. Meff an Ionia, MI 7069. Michael J. Newman Paul Wolfe; 1-26; Marion, OH 7070. Jonathan C. Noetzel 7071. Riley D. Owens Altitude/Distance 7072. Eric L. Pakosta John Bourland (See Gold Dist.) 7073. John A. Pallante, Jr. Sti llman Chase, Jr.; Ka-6E; 7074. Ronald E. Parsons Pearblossom, CA 7075. John A. Patterson, Jr. James Crisp; 1-26; Hobbs, NM 7076. John A. Patterson, III Edmond Dvorak; 1-26; EI Mirage, CA 7077. Bradley A. Perkins Judith Hutchinson; Ka-8B; 7078. Kip V. Pool Frederick, MD 7079. Jerri Ralls David Knight; 1-26; Blairstown, NJ 7080. Richard K. Reiling Murray Koerner; 1-23; EI Mirage, CA 7081. Terry R. Richmond What the Robert Main, Jr.; Swallow; 7082. Fred M. Roberts Hutchinson, KS 7083. Hugo Salinas, Jr. champions sa! about Alan Seitel; 1-26; San Marcos, TX 7074. Guillermo E. Salinas Pliego Kenneth Sorenson; 1-34; 7085. James K. Sanders Soaring Cross Country North Adams, MA 7086. Rodney D. Savage 7087. Bernard M. Scribner Duration Altitude/ 7088. Walter J. Seaborn, III This book fills a need better than any "Soaring Cross Cou ntry " is a "how to John Campbell; 1-26; Frederick, MD 7089. George W. Smith, III that I have seen-the need for instruc­ do it" handbook. Peter Coira; 1-26; Caddo Mills, TX 7090. Michael R. Stephens tion in the crucial first cross country to The new soaring pilot can save severa l Gregory Coin (See Gold Alt.) 7091. John P. Sullivant contest winning stage. One of the best years in his learning process by reading Mike Culwell; 1-26; Caddo Mills, TX 7092. Harrison M. Terrell things about this book is its assu mption and heeding this co llection of informa· Harold Hughes; 1-26; Estrella, AZ 7093. Heinz Weissenbuehler, Jr. that the pilot wants to learn good cross tion gathered from the experts. Bohuslaus Kahut (See Gold Alt.) country techniques rather than just 7094. Carl R. Wolfe Byars and Holbrook have succeeded in waffle along trusting to luck. I think David Mathes; 2-33; Estrella, AZ 7095. Patti M. Wright prying a lot of "secrets" and "tricks" any pilot from the new "e" badger to Philip McArdle; 1-26; from top competition pilots. one with several Nationals under his belt North Adams, MA Whether you are a beginner or a U.S. will find a lot to learn in Soaring Cross John Parker; AS-K 13; Frederick, MD B BADGES National Soaring Champion, the mater ial Councry. and he will also find it written Robert Savage; 1-26; Hemet, CA presented here will add a lot of mileage in a lucid and frequently amusing man­ Fred Schioeder; 1-26; Fort Worth, TX 5-minute flight ner. It is a book I wou ld have given my to your cross country performance. David Sliwa; 1-26; Elmira, NY Richard A. Baldwin, Jr. eye teeth to have had when I c;tarted Albert Stirling; 1-26; Waller, TX William C. Ballard serious soaring and one which will prove Michael J. Barrett tremendously useful to the npw genera Kenneth Voigt; 2-33; San Marcos, TX lion of pilots. Richard Yelverton, Jr.; 1-34; Reva K. Beason R. E. Schreder Madison, MS Peter Beckett NATIONAL CHAMPION William Boris 1958- 1960- 1966 Altitude/Distance/Duration John T. Brent, Jr. There's lots of satisfaction in cross cou n Judith Silverman; Pilatus B-4; William A. Bruce try soaring. Buying thiS book IS one of Fa irfield, PA Richard C. Burkhardt George Moffat the best investrllt!rlto; you r.an rnakt� ifl WO RLO CHAMPION Betsy A. Campbell go ;ng aile< 'I. OPEN CLASS C BADGES Daniel A. Carrico 1970 1974 .t!..btltl Barbara A. Cooke 30-minute flight Charm a L. Cooper A. J. Smltil Fre:lerick E. Crispin, III WO RLD CHAMPION 7029. Calvin L. Ailen Theodore H. Davis Price, $6.95 STANDARD CLASS 7030. Demitrios Athens Raymond A. Duhaime First hardback edition. 1968 7031. Richard A. Baldwin, Jr. 7032. Peter Beckett James K. Dunlap At your supply center or Soaring Symposia 7033. William Boris Dana Ann Eggert 408 Washington Street 7034. James H. Bridges Frederick H. Elling Cumberland, Md. 21502 7035. William A. Bruce Bfuce Ericksen 7036. Hank Bull Barbara Fehr 7037. Richard C. Burkhardt Jeffrey B. Glover

46 SOAR ING Gerald A. Gustus, Sr. Missouri; Single-place; Sr./Std. Class; Ronald K. Hodel Speed for 100-km. Triangle; Robert R. Imsande 58.2; Carl H. Koenig; SH-1; Peter Jordan Aug. 3; Grain Valley. Sandra L. Kalinowski Missouri; Single-place; Sr./Std. Class; Joel C. Lambert Speed for 300-km. Triangle; Morton l. Leiser 42.9 mph.; Carl H. Koenig; Lannie C. Lesher Std. Austria SH-1 ; June 25; Gayl A. Masson Grain Valley. Margaret M. Mateer New Jersey; Single-place; Sr.; from Graham Thomson Ltd. Michael K. Maxwell Speed for 200-km. Triangle; Edith F. McClure 33.8 mph.; Raymond F. Clapp; George A. Meffan HP-13.5; Aug. 25; Robbinsville. The Cambridge Edward C. Metcalfe, Jr. New Jersey; Single-place; Sr./Std. Axel E. Meyer Class; Alt./Alt. gain; 8950 ft./ To tal-EnergyPr obe Riley D. Owens 6975 ft.; Jay Rodney Mcintire; John A. Patterson, Jr. Schreder RS-15; July 20; Based on the recent research progra m at John A. Patterson, III • Millville. Braunschweig, this new system provides accu­ Kip V. Pool New Mexico; Single-place; Open; rate compensation from Vrnin to Vne with mini­ Jerri Ralls Speed for 100-km. Triangle; Fred M. Roberts 95.37 mph.; Tom Brandes; mum yaw sensitivity. May be used with all Colleen R. Rominger Glasfliigel 604; June 20; Taos. mechanical and electrica l va riometers. light­ Todd S. Roze New Mexico; Std. Class; Alt. Gain; we ight low-drag probe is furnished comp lete James K. Sanders 12,560 ft./AI Santilli; UTU; with instrument tubing and insta llation in­ Walter J. Seaborn May 27; Moriarty . Mark S. Segall New Mexico; Single-place; Open/Std . instructions. $25.00 George W. Smith, III Class; Speed for 300-km. David U. Stilwell Triangle; 61.9 mph.; Hugh M. d Kenneth J. Stuckas Bivens; Std. libel Ie; June 11; The Cambri ge Gust Filter John P. Sullivant Moriarty . A new development by John Firth, the gust Michael Tempel New Mexico; Std . Class; Alt.; 20,616 filter smooths the pointer movements of even Frank l. Vasold ft.; J. R. Grant; Phoebus A; Mark G. von Hagke June 21; Taos. the most jumpy variometer. May be used with Volkmar von Hagke all mechanical and electrical variometers with Heinz Weissenbuehler, Jr. RECORDS CLAIMED ha lf-liter or pint flasks. Particularly effective Michael Willey World; Multiplace; Open; Speed for with gust-sensitive sub-miniature venturis. lionel A. Williams 100-km. Triangle; 88.73 mph Patti M. Wright Optional two-position va lve enables pilot to (142.8 kmph); Klaus Holighaus se lect filter-in or fi lter-out, for turbulent or RECORDS APPROVED (Germany); Janus; Aug. 15; Samedan, Switzerland. smooth conditions. Gust fi lter is furnished u.s. National, Arizona; Multiplace; U.S. National, California; Std. Class; comp lete with instrument tubing and installa- Open; Speed for 300-km. Speed for 100-km. Triangle; tion instructions. $25.00 Triangle; 65.251 mph (1 05.01 2 75.8 mph.; Manfred Sczesny; Two-position va lve: $15.00 kmph.); Joe lincoln, 2-32; Std. Cirrus; September 9; June 26; Scottsdale, Arizona. Adelanto. California; Single-place; Feminine; The Cambridge Water Tr ap Distance; 418.8 mi.; OTH ER LO NG FLIG HTS Helen R. Dick; Cirrus; July 20; Puts an end to inconvenient drain fittings. No Rosamond. Non-badge flights over Maryland; Multiplace; Open; Out & 250 miles more worry about condensation in your instru­ Return; 109.8 mi.; Dieter S. July 9; Beverly E. Howard, Jr.; ments. Furn ished with sta ndard size push-on Schmidt; AS-K 13; Aug. 8; 560 mi. from San Marcos, TX, fittings for easy 30-second insta llation in your Frederick. to Wichita, KS; SHK; 8:05 hrs. existing tubing. pa ir Maryland; Std. Class; Speed for Aug. 15; Kenneth H. Arterburn, Jr.; $ 6.00 100-km. Triangle; 56.5 mph.; 414 mi. from Refugio, TX, to Calvin Walker; Schneider LS-1C; Healdton, OK; AS-W 15; 7:51 hrs. The Cambridge Restrictor Kit July 31; Frederick. Sept. 7; Tom H. Bernatz; 354 mi. Maryland; Std. Class; Out & Return; from near Pearblossom to near A comp lete ra nge of capillary chokes for pilots 109.8 mi.; Robert N. Hart; Bishop, to Trona, to China wishing to fine-tune their va riometers for op­ Std. Austria SH-1; Aug. 11; Lake, CA; Kestrel. Frederick. Sept. 23; Kurt Reupke; 291 miles timum performance. Set of 4, from 0.5 to 3.0 Missouri; Single-place; Open; Alt./Alt. from Wurtsboro, NY, to seconds. $ 6.00 gain; 11,135 ft./9000 ft.; Kerhonkshon, NY, to Manada Frank J. lilly; SHK-1; July 20; Gap, PA, and attempted return; Save $7.00 with our comp lete va riomete r im- Grain Valley. Ka-6E; 9:15 hrs. provement system! Tota l-energy probe $25.00 SAILPLANE Gust fi lter 25.00 TIE TACKS Two-position va lve 15.00 Wa te r tra ps (2) 6.00 OR TIE CLIPS Restrictor Kit 6.00 1-26 or Libelle Tota l $77.00 Gold or Rh odium-Plated Special package price $70.00 ppd. (Specify type of plating, whether tack or clip, and whether 1-26 or libel Ie) GRAHAM THOMSON LT C $3.50 3200 AIRPORT AV ENUE

(Californians add tax) SANTA MONICA, CALIFORNIA 90405 (213) 398-4714 SSA Box 66071-M Californians please add sales tax Los Angeles, Calif. 90066 BUSINESS. MEMBER

NOVEMBER 1974 47 Second Printing SCHWEIZER 1-26C, serial #285, 100 hrs. T.T., good condition. $3850 or make OVER 10,000 COPIES SOLD offer. K. Kraemer, 570 35th St., Man­ The most impressive book yet published Clossified Advertising hattan Beach, Calif. 90266. (213) 545- on Soaring. Award winning layout design. The rate for classified advertising is 35¢ 8287. per word (or per group of characters). Written by a pro. ..�.� .... A fee of $8.00 is charged for each photo· 1-26C. Badly damaged. $450. Arthur Richard A. Wolters, graph (subsequent insertions of the same Pauly, 22961 Enadia Way, Canoga Park, r-:t��""'f#.."i4 Contributing Editor illustration-$5.00). The closing date for Calif. 91307. (2).3 ) 346-9128. r.:����..... � of "Air Progress" accepting ads is the 20th of the month preceding publication (the magazine is 200 sensational published and ready for mailing to sub· 1-26C, serial #248, T.T. 290 hrs. Instru­ photos and clear scribers on the 15th of the month pre· ments, trailer, oxygen. Licensed to 4/75. precise drawings ceding the cover date). Thus the deadline Excellent condition. $5300. (805 ) 969- by artist, Theodore for receiving a classified ad for, say, the 0454. May issue would be March 20th. Send ad, Hanke. photo (color or b&w print but no slides, Autographed Copy transparencies, or negatives), and check 1-26C, EXCELLENT CONDITION. All­ $14.95 add tax (payable to SSA) to: metal flush-riveted wings, filled leading edges, new fabric and paint. New: Win­ THE ART AND TECHNIQUE OF SOARING Classified Advertising Department ter vario, helio airspeed, altimeter, SOARING Magazine LEISURE BOOKS, BOX 67 Box 66071, Los Angeles, Calif. 90066 Replogle barograph. $4500. Evenings: OSSINING, N. Y. 10562 (212 ) 767-2503 or (201) 944-7435. 1-26E, #533. Basic instruments and Ball T.E. vario with audio. Clock, Always hangared. Must sell. $5500. Mich. (313 ) SAILPLANES FOR SALE 663-9202 eves. "Rid�e Soaring 1-26E, serial #557, total time 65 hrs. , the Alleg!1enles fresh annual. Equipment list: altimeter, Winter vario, Ball vario wiaudio, com­ BaldA handb Eagleook on ridg Ridge soae"ring pass, air vent, wingtip wheels. Scott pres­ sure-demand oxygen f.ystem, Mentor TR- by Thomas Knauff 12 radio, antenna battery. G-meter, total i energy venturi, deluxe paint job. With "Should be required read ing by Universal Schweizer trailer. $8750. Glider anyone who wa nts to ridge·soar Aero Co., (213) 424-8480, 424-4700, or anywhere ..."-Ka rl Striedieck. (714 ) 828-6126. 1-35. Schweizer's new dreamship. See it Paperback edition $2.85 at your Southern California Schweizer Dealer, Great Western Soaring School, Mail orders to: Ridge Soaring Box 148, Pearblossom, Calif. 93553. P.O. Box 437 (805 ) 944-2920. Lemont, PA 16851 1-34A. One-half partnership or whole. New York area. (914 ) 374-5333 evenings : (914 ) 374-819 1.

Your soaring reading is not SCHWEIZER 1·23G (excellent ), instru­ KESTREL 19. First and second 1974 ments, trailer, parachute. Fred Davis, British Nationals, winner 1974 OSTIV complete without a subscrip­ 1309 Warwick, Portage, Michigan 49081. cup. More performance per dollar than (616 ) 327-1019. tion to New Zealand Gliding any other Open Class ship! FAA ATC'd. Fall 1974 deliveries available. Kestrel 22 Kiwi published in "The Land 1-26, serial #204. New paint, trailer, in­ coming soon! Graham Thomson Ltd., struments, A-14 oxygen. $4700. Lee 3200 Airport Avenue, Santa Monica, of the Long White Cloud" for Claxton Tweed, (714 ) 462-3298. California 90405. (213 ) 398-4714. $6.00 (U.S.) per annum. 1-26B, excellent condition, with sports SLlNGSBY T-45 SWALLOW. Instru­ canopy and new instrument panel. No ments, oxygen, trailer. Less than 50 hrs. collect calls. (305 ) 238-2761 after 6 p.m. total time. Sister ship to "Termite Van." Send your cheque to The Ed itor, $3250. Albuquerque Soaring Club, Box P.O. Box 545, Ta uranga, 11254 Sta. E., Albuquerque, N.M. 87 112. New Zea land ( 505 ) 299-5688.

Ye ar-round Soaring SLlNGSBY SKYLARK 4, 18-meter. U.S. ATC'd, full panel, oxygen, chute, en­ in New England closed factory trailer. $4300 firm (919 ) Berkshire Sailflights, Inc. 723-0877. P.O. Box 1022 N. Adams, Mass. 01247 Phone: (413) 664-6 188 Instruction · Rental Ridge - Wave - Thermal Airport located V2 mile from 2000-ft. ridge. Plans AII·meta l 0-8 for We hold Massachusetts State beginner and veteran alike. Altitude Record . $39.00. Brochure $ 1.00. Complete sa ilplane repairs and ZANONIA RS-1. Excellent condition. In­ Pacific Ai rcraft pa inting, rad io repairs and in­ struments and open trailer. Original log P.O. Box 2191 stallation, sa les, and Schweizer books, 29: 1 LID. All for $3500. Dean La Jolla, Ca l iforn ia 92037 Dealer. McMillian, 6109 Kimberly Circle, Las Vegas, Nevada 89107. (702 ) 878-9069.

48 SOARING ZUGVOGEL IIIB, 37: 1 wood wing, newly painted, open trailer, metric in­ The new struments, oxygen. $7000. See p. 72 Aug. Sailplane Directory. Max Grassfield, Den­ "WAC 40" computer ver, Colorado (303 ) 733-0677. Are BG-12A, CF-RCU, fiberglassed. Wings filled, aircraft repainted last winter, yellow and blue. Instruments, oxygen, you ... covered trailer. Always stored in trailer, excellent condition. $3800. Willing to A southern California pilot deal. 11950 56th St., Edmonton, Alberta, with a big desire, year-round Canada. Phone : days 424-9174, eves. 474-6318. soaring, and no ship to call your own? BG-16, fuselage nearly complete. 18- meter laminar flow wings, fully filled. looking in the ads for a Previously flown with 40 : 1 glide ratio. With trailer. Ken Hornbrook, 633 Norum­ good Schweizer sailplane..• Now you can have all the ad­ bega, Monrovia, Calif. 91016. (213 ) 359- maybe even a little 1-26? 5027 or 797-4448. va ntages and convenience of a fly-the-map computer with a LP-49, 400 hrs. T.T. Radios, audio, para­ handy 6- inch dia meter. I'm sorry ... it's tough. The chute, oxygen, barograph. (714) 925- The WAC 40 is the first com­ people who own them like 8774 evenings. puter that is rea lly easy to use! Just check your rate of climb their litt le old easy to fly, DIAMANT 16.5 plus enclosed trailer. No and estimate the wind; it will easy to own sailplanes. Be­ instruments. Damage to top of tail fin. show you at a glance on the $6000. Contact Irving R. Jorgenson, 831 map: sides, they're fun! Fair Lane, Northbrook, Ill. 60062. o where to sta rt yourfinal glide There are plenty of the o how high to climb DIAMANT 18, complete, $11,000. (See others in the ads, if that's Oct. issue. ) J. Lincoln, 1724 N. 32nd o distance to go Street, Phoenix, Ariz. 85008. (602 ) 267- D whether you should speed what you wa nt. 1895. up or slow down o if you need another thermal Think of it ...soa ring is for Price includes vinyl carrying fun. Buy a ship that is fun. case and instruction booklet Fun to own and keep. with easy-to-follow examples. Please specify type of sa i Ipla ne when ordering; A new Schwe izer sailplane is $24.95 ppd. easy to own-80% fi nancing. We have new 2-33's and GRAHAM THOMSON LT O 3200 AIRPORT AV ENUE I-26's in stock- ready for NIMBUS II. A NIMBUS has won the SANTA MONICA. CALIFORNIA 90405 you. last three World Open Class Champion­ [213] 398-4714 ships. FAA ATC'd. Write for brochure Ca lifornia residents please add sales tax. and delivery information. Rainco, P.O. Sole factory-authorized distributor of the WAC 40 final glide Call me now Box 20944, Phoenix, Arizona 85036. computer throughout the Un ited States, Canada, and Mexico. Fred Robinson BUSINESSe MEMBlR SH-2, enclosed trailer, licensed. (415 ) (805) 944-2920 84 1-9203 mornings. Serving you in southern Ca lifornia AUSTRIA SH·1. 370 hrs. Full instru­ with Schwe izer Sa ilplanes. ments, radio, cameras, parachute. En­ Tiger Bags closed metal trailer. $5qOO. (404 ) 292- 3074. New synthetic chamois SUbstitute. Only $3.50 postpaid La rge l8W' x 20W' size AUSTRIA SH-l, 1964. Prime shape. En­ closed trailer with easy fittings. Winter Wets instantly Won't deposit fuzz combination airspeed/vario, BSW audio Dries fa ster Super absorbent vario, Cook compass, Brittain T&B, Lower cost Longer life Genave 10-channel, A8 oxygen. Com­ Wrings out much more easily vlete, $6600. Less instruments and radios, Order one for yourself and for each $5500. Call days (212 ) 577-2325 or write member of your crew. They wi ll not . T. Pratt, 1133 Park Ave., New York, N.Y. be happy unless they each have a ·· �fln<·· ...... 10028. "tiger." (DANGER! NOT for use in ballast tanks). � Great PILATUS B-4, total time 40 hrs. Fully 0"A'-. RAINeD, P.O. Box 20944 Western instrumented, tinted canopy, boom mike, 1,, �,. Phoenix, Arizona 85036 retractable gear, all-metal. This price only at this year-end closeout. $10,950. Sport­ Soaring Aviation Inc. (216) 262-8301. School PILATUS B-4. Appalachian Soaring has LOOking for a super­ Box 148 new, instrumented, all-metal, aerobatic, buy in communica­ Swiss made, ATC'd Standard Class sail­ Pearblossom , Ca l if. 93553 plane in stock for immediate delivery. tion radio? Check the $11,950. Will aerotow or trailer to your Vinside back cover! BUSINESSe MEMBER site at cost. See Blanik adver tisement. (301 ) 774-9457.

NOVEMBER 1974 49 TRA� ��� S�!�ISAGL The Joy of Soaring g��rE�5�gtD! SSA POLICY ON G ADVERTISEMENTS Written by Diamond Badge pilot Carle Conway under the Aircraft and product advertise­ sponsorship of SSA and the ments in Soaring are published as guidance of a review board of a service to readers. Such publica­ top instructor pilots. tion is not an endorsement, ap­ proval, or guarantee of either the • Large format product or company placing the • Hard cover with 4-color advertisement. The Society and its jacket journal have neither the facilities, staff, or legal authority to investi­ • Profusely illustrated by gate advertising claims, but readers Gil Parcell are requested to notify Soaring if • 12 of the best fu II-page misrepresentation occurs. If any photos of sailplanes in advertisement does not specifically state "U.S. ATC'd," prospective flight buyers of aircraft offered for sale • Adopted as a required in Soaring may wish to ascertain text by numerous soaring whether the aircraft being consid­ schools and clubs ered has been awarded a govern­ • ..-...... Cn....,. .... � "'w ...... booI __ ment Approved Type Certificate. • .... __ .W...... _IMoI.. 1100.... _ "' ___ I ntended for a II leve Is of .. .Mh . .... p.io...... !OiIo .. � .. t...lI.IIo_.."...... A' ...... "_Io_""� q.d. ___ .... .-._�...... Otherwise it may be licenseable _ ...... __ ...... _ .. _ ... _ ...... ooIo'. _ foot pilots-beginner to expert �-.. - ...... I.,. -... .. ,...,...... _� ...... �__ .... ,... ..-.I ... _ ..... "" ,.. 01 .... -'... _ only in the Experimental Category "'""___ -...... 01 ...... _oIu__ ...t ...... boo.l.d ...... frooI low ...... r� ...... ""_...... _ • ..,1> under F.A.R. 21. Price: $6.50 postpa id from SSA ._ ... __ ...... _ ...... p.s.. f"', _ ...... � ....- .... -...... - ...... -I pIoo �...... --- or your local soaring operator. ___Iow� ...... � -,. ,r1opo ...... ,....,. I...... 1>IL1 (Californians please add sa les tax ) IMMEDIATE DELIVERY of Pilatus Soaring Society of America, Box 66071, Los Ange les, Ca l if. 90066 B-4's! Four new and one used B-4 located in L.A. area at Glider Aero Co., Long Beach Airport, Calif. Two in the Boston area at Yankee Aviation, (617) 746-7337, and one ship at Southeastern Sailplanes ' B LAN I K- WE DELIVER! Marietta, Ga., (404 ) 422-5577.

SCHLEICHER HAS THEM ALL. Ka- 8C 15-meter trainer and club ship. AS-W 15B, 15-meter high-performance glass ship. AS-W 17 ultimate performance for the Open Class, and the new AS-K 18 for the sport class enthusiast. Write for in­ formation and delivery schedules. Schleicher Sailplanes, Inc. P.O. Box 118, Port Matilda, Pa. 16870. NOW! AS-W 12, see October Soaring, Butler. AS-W 15, closed trailer, water. Inquire : S. du Pont, 160 Long Meadow Rd., Fair­ Financing available for Blaniks field, Conn. 06430. AS-W 15, LIKE NEW. Serial #15113. Bare ship and trailer, $9900. Write for and other sailplanes through complete details. Tilgren, Rt. 4 Box 81, Alpharetta, Georgia 30201. GLIDER AERO CO. CONCEPT 70. Fully instrumented, water ballast. Refinished by Fred J iran to better than new condition and performance. Enclosed all-metal custom-fitted Schweizer trailer. P.O. Box 433, Calistoga, Calif. Your dealer for 81anik two-place and Pilatus 8-4 94515. (415) 591-4066 weekday evenings. all-metal sa ilplanes. PHOEBUS B, 1969. 130 hrs., T.T. Like We also carry radios for sailplane & crew car, instruments, & complete new, never damaged . Instruments include oxygen systems for the soaring pilot. Expert installation 7 days a week in Ball electric vario, Bayside 990. Enclosed southern Californ ia area. Sailplane pickup and del ivery on a non-profit ba sis. trailer. Best buy in Standard Class glass. Send for sale catalog and check with us for used sa ilplanes or towplanes. (305 ) 636-5150. Flight operation at Skylark Field, Elsinore, Calif. ESTATE SALE-Phoebus C, 130 hours Call us to arrange a fl i ght demonstration. since new, always hangared. With trailer, parachute, oxygen, barograph, and radio. 2680 E. Ward low Road , Long Beach Airport, Ca lif. 90807 One owner, mint condition. R.A. Morse, (213 ) 424-8480 (213) 424-4700 (714) 828-6 126 411 Queen Anne Dr., Chula Vista, Calif. 92011.

50 SOARING PHOEBUS C, just annualed, and trailer. LIBELLE H-301, basic instruments, tail $9000 or half partnership available. Cum­ chute, 2 canopies, oxygen, factory en­ berland, Md. Bill Rogers (301 ) 229-4381 closed metal trailer. $12,850. Ron Roberts, eves. Box 5302, Charlottesville, Virginia.

HP-14, newly refinished, excellent condi­ tion. Instruments, trailer. No collect calls. (305 ) 238-2761 after 6 p.m. TWO-PLACE FOR SALE HP-14. Trailer, radio, oxygen, instru­ ments. Built by A&P. 280 hrs. $5000. John GLASFLUGEL: The new Club Libelle Bourland, (214) 234-8758. delivery positions available fall 1975. Standard Libelle 201B now available with approved water ballast, higher max gross HP-16 kit. One wing and all control sur­ (770 lbs. ), higher redline (155 mph ). faces built b A&E . Rest of kit complete. y Its top performance is shown by contest $4000. (501 ) 735-1346. results. FAA ATC'd. Fall 1974 deliveries. Kestrel, the 17 -meter Open Class sailplane with all the popular Libelle features. FAA ATC'd. Spring 1975 deliveries. Graham Thomson Ltd., 3200 Airport Avenue, AS-K 13 two-seat trainer. Write for infor­ Santa Monica, California 90405. (213 ) mation and delivery schedules. Schleich­ ---...-..:7-�",.;;:- -- 398·4714. er Sailplanes, Inc., P.O. Box 118, Port Matilda, Pa. 16870. STANDARD LIBELLE, fixed gear. LK-lOA with trailer. Restored to original Metal enclosed trailer, radio, instruments, military condition and colors. New fabric/ oxygen, water. $11,000. Paul Kellas. rebuilt throughout, fresh annual. $4000. (916 ) 635-5555. CALLING ALL Walter Mittys! The 13.6- Callahan Aviation, Inc., Kendallville, In­ meter Saito is the first and only high­ diana, (219 ) 347-1066. performance fiberglass sailplane FAA STANDARD LIBELLE, serial #379 ATC'd in the Aerobatic Category. Early with foam wings, new type elevator, fac­ LK-1OA, completely rebuilt in 1970. Im­ deliveries. Graham Thomson Ltd., 3200 tory w /b, instruments, factory trailer, and maculate condition. Fully-enclosed cus­ Airport Avenue, Santa Monica, California new license. Hal Belles, 1387 Rosamond tom trailer. Asking $2500. (312 ) 620- 90405. (213 ) 398-4714. Blvd., Rosamond, California. Serious in­ 7183. quiries only. JANUS, the new Schempp-Hirth tandem IMMEDIATE DELIVERY from stock. STANDARD LIBELLE, complete, metal two-place high performance sailplane is PIK-20, factory trailer, water, with basic trailer, Ball w/audio, PZL, Althaus, Bay­ in the works; 12 have been sold and instruments. (817) 387·3047. side, ballast. Winter-priced $13,000. Also Rainco has preliminary data and will hold portable Bayside, $400. 274 Terrace Drive, your delivery position for a refundable PIK-20, PROTOTYPE #2. Why wait till Clarendon Hills, Ill. 60514. (312 ) 323· deposit. For information and a three-view 1976? Factory trailer. No instruments. 7458. drawing contact Rainco, P.O. Box 20944, Tail wheel, nose pitot, other factory Phoenix, Arizona 85036. changes included but not installed. (516) STD. LIBELLE 201B, N10BH. Contest­ 944-9020 evenings. ready. Fully instrumented. ML-200 ra­ 2-32, excellent condition. New paint, new dio. Factory trailer. Contact Charles M. canopy, Alpha/100 radio, oxygen system Gyenes, Glider Aero Co., (213 ) 424-8480, in both seats, factory trailer, Replogle 424'4700, or (714 ) 828-6126 eves. barograph, full instrument panel. $11,750. M. Webb, (213 ) 423-3493.

STANDARD LIBELLE, serial #419, fac­ 2-33 $6000, two 2-33's $5000 each. 2-33 tory w /ballast, instruments, radio, wing canopy, trim, cockpit liners. Ships always covers, custom-built trailer and dolly sys­ hangared. Negotiable. Harris Hill Soar­ tem. (213) 921 -4066 or 372-6861. ing Corporation, (607 ) 734-3128.

STANDARD LIBELLE, serial #380, 2-33A, #180, 1480 hrs. T.T. Good condi­ STANDARD CIRRUS. Write for bro­ with foam wings, no dings, factory bal­ tion, basic instruments. Licensed until chure and delivery information. The last, Cambridge, camera mount, factory 1/75. $5800. Wave Flights, Inc. 9990 Standard Cirrus placed second through trailer. Licensed to April '75. $13,500. Gliderport Road, Colorado Springs, Colo­ sixth in the '73 Standard Class Nationals. (904 ) 877-8095. No weirdos! rado 80908. (303 ) 495-4144. FAA ATC'd with water ballast up to 860 lbs. Rainco, P.O. Box 20944, Phoenix, 1973 STANDARD LIBELLE 201B with 2-33A, 1970 model, no major dings. Ne­ Arizona 85036. water ballast, special deluxe instrument gotiable. Spencer, (617) 899-1270. panel, factory trailer. No damage, like STD. CIRRUS, N1117, LW, contest new condition, immediate delivery. Dick 2-33A's. IMMEDIATE SALE. 1972, $7700; 1973, $8000. (315 ) 446-3790. ready, fully instrumented. Altimeter, air­ Schreder, Box 488, Bryan, Ohio. (419 ) speed, Winter airspeed/vario combina­ 636-3184. REBUILDABLE 2-33. First $1200 takes tion, Ball two-range vario w/audio, w/ it. Evenings (617) 585-8111. speedring, Winter 2000-ft. vario, electric STANDARD LIBELLE. Must give up turn & bank. Compass, G-meter, excellent my November delivery position due to SCHWEIZER 2-22, ceconite, rebuilt in Mentor radio, excellent water ballast sys­ illness. This is your last chance to own a and out. Mint condition. $2850. Cleve­ tem, w /trailer and other extras. Donn Libelle at reasonable cost. Gary Flandro, land, Ohio, (216) 842-4447. Calder, (303 ) 475-7005 days, (303 ) 471- (801 ) 277-9984. 8027 eves. 2-22E. One wing and fuselage need re­ LIBELLE 201B, serial #228, with in­ covering; other wing and tail recovered STANDARD CIRRUS 1972 model, cov­ struments and factory trailer. $12,000. two years ago. $1900. (518) 993-2683. ered trailer. Extensively contest prepared, (215) 256-9964. water. $13,900. George Moffat, (201) FOR SALE : TG-3A. $1500. (213 ) 332- 352-4875. H-301 Open Libelle. Professionally re­ 8285. finished to like-new condition. Complete CIRRUS 18-METER. Factory trailer, with all instruments including Bayside SCHWEIZER TG-3A, with trailer. Out­ instruments, radio, oxygen, $11,750. and automated trailer. $13,500. Sprague standing condition, annual 9/14. $2000 (714 ) 493-9591, (714 ) 545-1491 or Aviation, 25 Brookbank Road, Orinda, firm. Office : (213 ) 340-6751. Home : (714 ) 499-1065. California 94563. (415 ) 283-1343. (213) 340-6539.

NOVEMBER 1974 51 1974 BLANIK demonstrator, always han­ gared like new, all instruments. $9600. ; Appalachian Soaring, (301 ) 774-9457. For gifts, personal BLANIK, new. The most sailplane for libraries, coffee tables your money. No price increase from in­ flation and dollar devaluation. Full in­ Books by Joseph Colville Lincoln struments, both cockpits. $10,750. Dick Schreder, Box 488, Bryan, Ohio. (419) On Quiet Wings 636-3184. NEW BLANIK available for immediate A soaring anthology delivery. Glider Aero Co., Long Beach The first major anthology to grow out Airport, Calif. (213 ) 424-4700 or (213) 424-8480. of soaring. From the myths of Dae­ dalus and Icarus to the first flight over 1000 kil ometers, by AI Pa rker, POWERED SAILPLANES to Richard Bach's Jonathan Living­ ston Seagu II. $33

Soaring on the Wind A photographic essay on silent flight A glance at the world of sailplane pi lots through the photogra phic eye AS-K 16 two-place ",ntnr

TOWPLANES

SUPER CUB towplane, $8500. Harris Hill Soaring Corp., (607 ) 734-3128.

52 SOAR ING MOUNTAIN SOARING. Year-round soar­ ing center in the beautiful New England ULTRALIGHTS Berkshire Mountains. Berkshire SailHights, Inc., P.O. Box 1022, N. Adams, Mass. HANG GLIDING DIRECTORY now 01247. (413) 664-6188. available with over 300 entries, 25¢. Box 1860-SMC, Santa Monica, Calif. 90406. WHEN IN PHOENIX, Hy with us! Turf Did you Soaring School, conveniently located B� HANG SOARING. Equipment and ac­ miles off the freeway in northwest Phoe­ cessories, information kit, 50¢. Hang nix. Four 2-33's. three I-26's, 1-34, Blanik Glider Manual, including monoplane and Club and dealership, three Citabria tow­ standard Rogallo plans, Hight manual, know... ships. Free ground school. Open every and large catalogue, $10.00. Eipper-Form­ day from 8: 00 a.m. (602 ) 942-7781 or ance, Inc., 741-S East 223rd St., Carson, write P.O. Box 94, Phoenix, Arizona Calif. 90745. 85001, for information packet. Henry Combs has flown 18 Diamond Dista nce flights FAA & VA APPROVED Glider School. Two Blaniks and LK-I0A for training from Crystalaire? and rental. Examiner on staff. Bunkroom on field. Aerobatics and spins offered. Tom Edwards earned all 3 Open seven days a week. Callahan Avia­ tion, Inc. Kendallville, Indiana. (219 ) Diamonds flying a 1-26 from 347-1066. Pearblossom?

Bill Hoverman has flown over SELF-LAUNCH soar with a Sailbird hang-glider. Proven Rogallo design made SAILPLANE RePAIRS 16,000 miles in ful ly-com­ with finest aircraft hardware and dacron pleted out-a nd-return flights sailcloth available. Complete kits and ready-to-Hy models in stock for immediate FIBERGLASS REPAIR & manufacturing, from Crysta l? shipment. For the latest in progress and 16 years experience in quality. Firm safety developments send 25¢ to: Sailbird prices and delivery dates. Fiberglass In­ More than 1000 pilots have dustries of Arizona, Inc., 3237 East Flying Machines, 3123-A North EI Paso, learned to fly sa ilplanes at Colorado Springs, Colorado 80907. Columbia, Tucson, Arizona 85714. Call collect. (602 ) 294-6061. Great Western Soaring School? SOARING SCHOOLS FIBERGLASS, major and minor repair. Fiberglass ships only. Steve Bowen, 6290 Did you know that all of the BLANIK/I-26 CLUB. $30 per month. El Eastmoor Road, Birmingham, Michigan Mirage/Hemet. Hamm's Flying Service. 48010. (313 ) 626-4894. flights above were made Gene Hamm, 20916 Thunderbird Rd., from the same place? Apple Valley, Calif. 92307. (714) 247- SAILPLANE REPAIRS. Major & minor 6560. repairs, modifications and refinishing, fiberglass only. Call or write M. Phillip Come see for yourself just GLIDER FLIGHT TRAINING. All Carnes, 4500 Briar Cliff Lane, Coconut how good it is. ratings. Full-time instructors and examin­ Creek, Florida 33063. (305 ) 737-8850. er on field. Open year round every day except Monday and Tuesday. The soaring SPRAGUE AVIATION offers complete site nearest to Los Angeles. Schweizer repairs/modifications in fiberglass, fabric, Call me now dealer. Great Western Soaring School, metal, or wood for all types of sailplanes Box 148, Pearblossom, Calif. 93553. and trailers. Also instrument system in­ Fred Robinson (805 ) 944-2920. stallations, annual inspections, and paint­ (805) 944-2920 ing. 25 Brookbank Road, Orinda, Califor­ Come to ESTRELLA SAILPORT, a nia 94563. (415 ) 283-1343. place dedicated to soaring. Just minutes Serving you in southern Cal ifornia from Phoenix, Estrella Sailport is a most with Schweizer Sa ilplanes. complete soaring center, with something SCHWEIZER DEALER. Major and mi­ for everyone to do. While you chase dust nor repairs and painting; custom radio devils, the family can enjoy our play­ and panel installations; new and rebuilt grounds or fine swimming pool. Ridge parts in stock. Berkshire SailHights, Inc., and wave soaring on the sailport's 16- P.O. Box 1022, N. Adams, Mass. 01247. mile Sierra Estrella range. X-C rentals ( 413) 664-6188. (l-26D's, I-34's ) for qualified pilots. FAA-approved Hight school, examiner on staff. Schweizer dealers. Arizona Soaring, Inc., Box 27427, Tempe, Ariz. 85282. RADIO \>,� (602 ) 568-2318. SOAR IN FLORIDA. Sailplane instruc­ ORDER your new Alpha/lO or Alpha/ < tion and rental. Private gliders welcome. 100 from Genave's official Master Dis­ Gl'eal Open everyday. Near Orlando and the tributor for Soaring. Immediate delivery � Space Center. Soaring Seminoles, Inc. of all models from our large stock. Rental Flying Seminole Ranch, Rt. 1, Box 475, units available, or check our budget terms Weslel'n Oviedo, Fla. 32765. Ph . 365-3201. on demos. We also stock Com co, Dynair, Edo-Aire, Radair, Terra (Bertea ), and a Soal'ing BEGINNER, intermediate, and advanced complete line of accessories, batteries, glider instruction for young people be­ chargers, microphones, etc. Double the tween the ages of 14 and 70. We have the range of your mobile unit with one of our School finest facilities in the country, backed up "Long Ranger" high-gain antennas $39.50 Box 148 by an excellent staff. Open 7 days a ppd. For fast service telephone us before Pearblossom, Ca lif. 93553 week. Write for reservations. Wave noon, your order will go out the same day.

Flights, Inc., 9990 Gliderport Road, Graham Thomson Ltd., 3200 Airport BUSINESS MEMBER Colorado Springs, Colorado 80908. (303 ) Avenue, Santa Monica, California 90405. " 495-4144. (213) 398-4714.

NOVEMBER 1974 53 SPRAGUE AVIATION repairs and cus­ CERTIFIED PARACHUTES. Complete tomizes Bayside equipment in our own line of emergency parachutes. Write for best-equipped Bayside shop, We boast brochure. The Chute Shop, Dept. E-7, the most experienced Bayside service Flemington, N.J. 08822. (2 01) 782-5758. in the world. Send your Baysides to; RA Sprague Aviation, 25 Brookbank Road, FOR GLIDERS/homebuilts/aircraft! Pio­ INCO neer Thin Back, 2" thick, weight 17 lbs., Orinda, California 94563. (415) 283- 1343. $435. Pioneer steerable canopy in N-B-6, $325. Surplus 24'-28' parachutes. Skydiv­ RAINCO stocks Bendix, Bertea, Comco, ing, parasails. Midwest Parachute, Novi, Dynair, Genave, Mentor, Radair, as well Michigan 48050. (313 ) 349-2105. as a complete line of accessories, batteries, chargers. Give your communications sys­ tem a shot in the arm by using Rainco's cross-country antenna on your retrieve INSTRUMENTS vehicle. Complete with spring mount $55.00. Rainco, P. O. Box 20944, PERAVIA barograph, model BI39-30/2, NEW! CORDLESS Phoenix, Arizona 85036. (602 ) 273-1428. 30,000 ft., 20 hours, new cost now $1200. SOLDERING IRON Like new condition. Best offer. Glenn Woten, 912 Perrin Ave., Winter Haven, Completely portable wi reless FOR THE BEST PRICES on any make of sailplane/crew-car radio package or Fla. 33880. (813 ) 294-1709. i ron heats in 5 seconds from expert installation in the southern Cali­ self-contai ned long I ife nick­ fornia area write or call Glider Aero Co., ALTIMETERS, 35-50-80,000 ft. Com­ passes, 2'., 3'�-inch. Helicopter airspeeds el-cadmium batteries. Solders 2680 E. Wardlow Road, Long Beach (mph or knots). Electric tum & banks. up to 150 joi nts or more per Airport, Calif. 90807. (213) 424-8480 or (213 ) 424-4700. Electric tum coordinators. Write or call charge, recharges automati­ for sale catalog. Glider Aero Co., 2680 E. cally in its own stand. Can't Wardlow Road, Long Beach Airport, SPRAGUE AVIATION stocks Bendix, over-c harge. Use it at your Calif. 90807. (213) 424-8480 or (213) Bertea, Dynair, Genave, Mentor, Radair, 424-4700. workbench, then take it with and Bayside as well as a complete line of you to the field for repai rs or accessories such as mikes, batteries, an­ SPRAGUE AVIATION carries all sail­ maintenance . . . . $19.95 tennas (�. wave length and J. wave plane instruments, oxygen systems, radio length ). Sprague Aviation, 25 Brookbank equipment and accessories. All equipment Protective carrier for Road, Orinda, California 94563. (415) is tested and guaranteed. Sprague Avia­ iron. ..$ 1.00 283-1343. tion. 25 Brookbank Road, Orinda, Cali­ fornia 94563. (415) 283-1343. RAINCO carnes the largest selection of instruments, oxygen, radio equipment and accessories for the sailplane owner and GOOP-OFF ..., PARACHUTES RAINe!) pilot. Every item tested and checked in Amazing spray our shop prior to shipment. Rainco, Box dissol ves tape res­ IT'S GRAHAM THOMSON LTD for the 20944, Phoenix, Ariz. 85036. (602 ) 273- Gil " new 26-ft. Pioneer steerable triconical idue and other 1428. or · thin backpack. Immediate delivery from stains in seconds! stock. Trades welcome. $495 ppd. Graham It's GRAHAM THOMSON LTD for the Large 1 lb. 8 oz. Thomson Ltd., 3200 Airport Avenue, best in sailplane equipment and acces­ spray can . $9.50 Santa Monica, California 90405. (213 ) sories. We have the largest selection of 398-4714. instruments, oxygen, and radios ready to ship from stock. For fast service, tele­ PARACHUTES: Special offer to fellow phone us before noon, and your order will "Glider Guiders." New government sur­ go out the same day. Graham Thomson plus. Soft, nylon, all-weather, qUick-fit Ltd., 3200 Airport Avenue, Santa Monica, harness that is adjustable in two seconds, California 90405. (213 ) 398-4714. and you can get out of it with one hand. Soft tlexible pack, too. Only 19 lbs., 25-in. long, 15-in. wide. Security Model 150 also available in blue or gold color. Ask WANTED about our "Special Deal" for soaring pilots. Call, write, or wire McElfish. WANTED: TWO-PLACE medium or Member SSA and TSA for 24 years. high-performance sailplane for spring de­ McElfish Parachute Service, 2615 Love livery. J. Bachynski, M.D., 9303 Sas­ Now there's an easy way to Field Dr., Dallas, Texas 75235. (214) katchewan Drive, Edmonton, Alberta, inflate any tire! Auto-Flator 351-5343. Canada. wo rks off the car I ighter. Op­ HP-ll/14. Canada-complete or partially erates on 12 volts, only 6Y2 " RAINCO stocks the Security Model 150 completed. U.S.A.-maximum 50% com­ long, yet prod uces amazing Safety Chute, the first parachute speci­ fically designed for the sailplane pilot. plete. All reasonable prices considered. pressure up to 60 Ibs. Easily Weight under 16 lbs., 120-day repack. (514) 739-9895 or (514 ) 688-8034. held in your hand, stows any­ All nylon steerable canopy, descent rate EXPERIENCED English gliding in­ where. Comes with air hose, comparable to 28 ft. With zipper case structor seeks employment with gliding plug and inflator at- $462, with built in adjustable air bladder club in U.S.A. Over 1200 hours gliding and case $492. Rainco, P.O. Box 20944, tachments ...... $29.95 and 700 hours power experience. G.J.R. Phoenix, Arizona 85036. Costello, 73 Rosslyn Crescent, Luton, Beds, England. 2555 E. UNIVERSITY DRIVE SPRAGUE AVIATION stocks the Se­ POST OFFICE BOX 20944 curity Model 150 Safety Chute which is C.F.I./TOWPILOT seeks position any­ PHOENIX, ARIZONA 85036 TELEPHONE (602) 273· 1428 the chute designed for sailplane pilots. where. (Wife also experienced towpilot.) AN S.S.A. BUSINESS MEMBER Write for demonstrator and used chute Will assist to start new operation or club. prices. Sprague Aviation, 25 Brookbank Prime object: sunshine & fiying. Remun­ Road, Orinda, California 94563. (415 ) eration secondary. Write: Box 6629, Fort 283-1343. St. John, B.C., Canada, VIJ 4Jl.

54 SOARING HELP WANTED. Need dedicated drafts­ man, aircraft welder, and mechanically inclined sailplane kit parts workers who QLlFORNI� CllY want to boost U.S. sailplane movement. SQ4RltQLT D. We are swamped with orders. Bryan Air­ 90 minutes north of L.A. on Hwy. 14. craft, Inc., Bryan, Ohio. (419 ) 636-1340. Sailplane rentals, instruction, and tows. Excellent location for wave and cross-country flights. Free DAMAGED OR RUNDOWN gliders. tie-downs. Free camping. Fabric or metal . Galaxy Enterprises, P.O. Motels and parks Box 428, Hewitt, New Jersey 07421. in town. Joe & Jeanie McAdams (201 ) 853-7127. Cal ifornia City Airport 6301 Lindbergh Boulevard WANTED : Schweizer 1-26 with trailer. Californ ia City, CA 93505 (714) 373-4403 Send details. G. Knapp, 770 McClay Rd., Novato, Calif. 94947.

WANTED: Schweizer SGU 1-19. Condi­ tion can be poor. Write full details. Ace Hensley, P.O. Box 232, London, Ky. 1974 40741.

WANTED DAMAGED FIBERGLASS SAILPLANE sailplanes totaled or partially damaged. Will buy all or any damaged parts : Call DI(ARugustECT 1974 issue ofO SoariRYng) Man Powered or write M. Phillip Carnes, 4500 Briar The third edition of a popular Cliff Lane, Coconut Creek, Florida reference work. Edited by Bennett 33063. (305 ) 737-8850. Flight Rogers, it contains basic data, in­ by Keith Sherwin cluding photos, on all the sail­ This book cove rs the techni­ planes active in the United States c� 1 aspects of a very exciting PLANS & PUBLICA liONS -American made and foreign, and branch of aeronautics. It has one-of-a-kind. Information on 198 chapters on aerodynam ics, SOARING IN AMERICA illustrated models, including six ultralights, propulsion, control, design, booklet 25¢ (10 or more , 15¢ ea. ); and 12 powered sailplanes. $1.00. "Southland (So. Calif. ) Weather Hand­ construc tion, and more. SSA book," by John Aldrich, slightly damaged, Box 66071 $7.25 but readable, $1.50; "Soaring Year Los Angeles, California 90066 Book - 1965," pub. by Soaring Int'l., from SSA, Box 66071 $1.00; "FAI Soaring Awards Rules & Los Angeles, Cal if. 90066 Procedures," 25¢; "Theory of Wing Sec­ SMALL ENGINE (Californians please add sales tax ) tions" (NACA airfoil ordinates and data ), "ET $6.75; Soaring indexes for 1966 through 1971, 50¢/yr.; comprehensive index for 1937-1971, $2.25; "The Theory of Modern Looking for a super­ Cross-Country Gliding," $5.25; "Proceed­ ings of the 1970 Symposium on Competi­ buy in communica­ tive Soaring," $6.50; ditto for 1971, tion radio? Check the $6.50 ea.; for 1972, $9.00 ea.; "Soaring Cross Country," by Byars & Holbrook, t inside back cover! $7.95; "Pilot's Choice," by Gren Seibels, $7.95; "Written Test Guide For Glider Pilots," $2.80; "Oral Test Guide For Wo rld 's most beautiful Glider Pilots," $2.50; "Federal Avia­ tion Regulations for Pilots" (pilot exam study guide ), by Pan American Naviga­ MODELS & TROPHIES tion, $2.60; "Federal Aviation Regula­ Exquisitely hand- crafted tions for Glider Pilots," prepared by Ted Bahnson, $2.50; "On Silent Wings," by Don Dwiggins, $6.00; "On Quiet HERE IT IS! Wings," by Joe Lincoln, $33.00; "Soaring EASY TO BUILD JET ENGINE on the Wind," by Joe Lincoln, $17.00;

"Handbook of Airfoil Sections for Light • PLENTY OF THRUST Aircraft," by M. S. Rice, $4.50; "Man­ • PUSHBUTTON STARTING Powered Flight," by Keith Sherwin, $7.25. • 100% THROTTLEABLE Californians please add sales tax. Order • NEVER WEARS OUT from SSA, Box 66071-M, Los Angeles, • LIGHT WEIGHT Calif. 90066. For complete info. pkg. with G8-2 Tech, Handboo k wel l illustrated, PREPARE for the FAA Written Exam! gra phs, curves , comparisons and uses Correspondence Course and Study Guide book.

for Glider Pilots. $12.60 ppd. Black Four (4) 8 x 10 glossy photos of jet Forest Gliderport, 9990 Gliderport Road, engines, jet hang-gl ider, jet go-kart. Colorado Springs, Colo. 80908. Brochures & catalogs. $12.00 G8-2-1S Jet Eng. Construction Plans RAINCO stocks a most complete selection $16.00 G8-2-40 Jet Eng. Construction Plans

of U.S. and imported books for the soar­ NAME______ing pilot. Commercial operators write for ADDRESS ======our quantity discount schedule. Rainco, P.O. Box 20944, Phoenix, Arizona 85036. EMG ENGINEERING CO. Write for list of books. 18518 E SO. BROADWAY, GARDENA, CAl. 90248

NOVEMBER 1974 55 AMERICAN SOARING HANDBOOK, INTERESTED in home-built aircraft? MEMBERSHIP AVAILABLE in Elsi­ a series of individual chapters covering Read Sport Aviation, monthly magazine nore Valley Soaring Club. Licensed pilots the following topics : 1 ) History of of the Experimental Aircraft Assn. Re­ only. Have Blanik and getting 1-34. American Soaring; 2) Training; 3) ceive it as a member ($15/yr. ) or Jr. Other details on request. 1950 Midwick, Ground Launch; 4) Airplane Tow; 5) Member (age 18 and under, $lO/yr. ). Altadena, Calif. 91001. Meteorology; 6) Cross-Country & Wave EAA, Box 229, Hales Corners, Wisconsin Soaring; 7) Equip. I, Instruments & 53130. SOAR FRANCONIA. Cannon Mountain Oxygen; 8) Equip. II, Radio, Rope, & House at airport. Cottages, rooms. Host: Wire; 9) Sailplane Aerodynamics; 10 ) GROUND SKIMMER, monthly maga­ Gerald Kosch, Franconia, N.H. 03580. Maintenance & Repair. Available at $1.25 zine of the United States Hang Gliding (603 ) 823-9574. each except for Chapters 1, 2 and 9, $1.50. Assn., Inc. (formerly Southern Calif. ASH binders, $4.50 each. SSA members Hang Glider Assn. ), 9500 members na­ deduct 25 cents/chapter from above tionwide. Covers fuel-less, ultralight, seIf­ prices. Californians please add sales tax. launched activities and developments. Order from SSA, Box 66071M, Los 12-issue subscription with $5 dues, Angeles, Calif. 90066. USHGA, Box 66306S, Los Angeles, Calif. 90066. BOOKS ON SOARING and powered Hight. The Zweng training manuals. RIC SAILPLANE AERODESIGN Pilots' logbooks. Free catalog. Pan Ameri­ HANDBOOK. $4.98. 953 Klockner Rd., can Navigation Service, 12021 Ventura Trenton, N.J. 08619. Blvd., North Hollywood, Calif. 91604. SOARING T-SHIRTS. $4.50 ppd. Write for brochure listing all designs. New ad­ HANG GLIDING books available from dress: Jim Satterfield, 6604 Fleming Rd., COMPUTER AIRFOIL SERIES, Wort­ SSA. Hang Gliding, by Dan Poynter, Morrow, Georgia 30260. mann FX 67-K-150. Drawn full-size, from $5.95; Simplified Performance Testing 40 inches to 15 inches in half-inch incre­ for Hang Gliders, by Jack Park, $2.15, NAGEL AIRCRAFT carries large stock ments. Specllcally compiled for the de­ Hang Flight, a Flight Instruction Man­ of parts & supplies, new & used. Poly­ signer and contest pilot. Extremely ac­ ual for Beginner and Intermediate Pilots, fibre coverings, dacron, grade A, linen. curate, high quality product, mailed in by Joe Adleson and Bill Williams, $3.90. Also large stock of pilot supplies and rolled container. $10 postpaid. MK Pro­ Californians please add sales tax. SSA, books. Closed Sundays. Torrance Air­ ductions, 2510 N. Grand Ave., Suite 100, Box 66071, Los Angeles, Calif. 90066. Santa Ana, Calif. 92701. port, Torrance, Calif. TECHNICAL SOARING. A quarterly GLASS MICROSPHERES, $5.50 per lb ., journal of technical papers on soaring, THE TEPHIGRAM TAMED, see "Using delivered. National Sailplanes, 14221 published by SSA's Technical Board. the Weather," September Soaring. Lower Arctic Ave., Rockville, Md. 20853. atmosphere plotting chart with notes on $6.00/yr. U.S. & Canada, $7.00/yr. else­ plottiI1g. $3.50 a dozen, postpaid, from where. Sets of Vol. I and Vol. II available WATER BALLAST. Rubberized nylon Ontaero Co., Box 26, Toronto, Canada for $6.00 per volume in U.S., $6.50 tanks 1% lbs. each. Set $75 or complete M6P3J5. elsewhere; add $1.00 for airmail in U.S. & Canada, $2.00 elsewhere. Technical installation $125. Jim Smiley, P.O. Box 1, Soaring, clo B. Paiewonsky, 9309 Burn­ Clover, Va. 24534. TABLES FOR GLIDE RATIO in wind ing Tree Rd., Bethesda, Md. 20034. for 23 sailplanes including two-seaters, SOARING MERCHANDISE: SSA lapel homebuilts, motorgliders, and table for BACK ISSUES of Soaring Magazine: The buttons, $1.50; SSA decals, 3-in. 40¢, 5-in. quick determination of speed to Hy for following past issues of Soaring are avail­ 80¢, lO-in. $1.70; sew-on emblems (SSA minimum sink due to bank angle and able at 50¢ each from SSA, Box 66071M, Silver Badge, or Gold Badge, 95¢; A ballast. New Soaring By The Numbers, Badge, B Badge, or C Badge, 85¢ ); glider $3.50, S. du Pont, Box 234, Fairfield, Los Angeles, Calif. 90066; s-o 48, 8-61, 3-62, 7-62, 2-63, 3-63, 5-63, 11-63, 12-63, pilot log books, $2.00; sailplane log books, Conn. 06430. 2-64, 3-64, 4-64, 6-64, 9-64, 10-64, 11-64, $2.00; barograph seals, 8¢ ea. (min. order 12-64, 1-65, 2-65, 3-65, 6-65, 9-65, 10-65, is $1.50); aircraft safety pins, 15¢ ea. OSTIV Publications VII, VIII, IX, X, and 3-67, 5-67, 6-67, 8-67, 9-67, 10-67, and (min. order is 10); SSA Zippo cigarette XI; technical papers on soaring presented all of 1968 through the present except lighters, $5.40; Diamond crown pieces for at 1963, 1965 (2 parts ), 1968, and 1970 2-69, 3-69, 10-69, 4-7 1, 5-71, 6-71, 8-71, Gold Badges (spinel stones ). 1 stone Internationals; list of contents upon re­ 9-71, 1-72, 8-72, 4-73, 5-73, 7-73, 8-73, $4.00, 2-$6.60, 3-$9.25; coordinates for quest; $5.80, $5.50, $6.60, $7.25, and and 10-73. Exception: August 1974 issue, 9 Wortmann airfoils (see p. 16 of 1-64 $9.00, respectively. OSTIV Airworthi­ 1974 Sailplane Directory, $1.00. Soaring ), 25¢; Californians please add ness Requirements for Sailplanes, $5.80. sales tax. Order from SSA, Box 66071M, Californians please add sales tax. SSA, Los Angeles, Calif. 90066. BOUND VOLUME of Soaring magazine Box 6607 1-M, Los Angeles, Calif. 90066. for 1973. $17 from SSA, Box 66071M, Los Angeles, Calif. 90066. WILLIS GLIDERPORT. Five-acre lots MOTORGLIDING, monthly publication on E-W grass strip west of Boynton all about self-launched sailplanes. 12-issue Beach on U.S. 441. B.N. Willis, 340 subs. only $5.00 ($6.00 foreign ). Order Wilma Circle, Riviera Beach, Fla. 33404. subscriptions from SSA, Box 66071, Los ( 305 ) 848-7115. Angeles, Calif. 90066. MISCELLANEOUS WILL TRADE LOT in Pennsylvania's AUSTRALIAN GLIDING, monthly pub­ INSURANCE. Lowest prices for gliders, Pocono Mts. (value $5200 ) for sailplane. lication of the Gliding Federation of towplanes, clubs, FOB's, non-ownershiQ Douglass, 787 Fairmont Ave., Mohnton, Australia. $10/yr. Box 1650, G.P.O. protection. Representing all U.S. and Pa. 19540. (215 ) 777-0618. Adelaide 5001, South Australia. forl"ign markets. Hansman, McAvoy & Co., 286 Summer Street, Boston, Mass. SAILPLANE plastic checklist/Hight-data THE GLIDING KIWI. The official jour­ ( 617 ) 482-0852. card, 90¢; Post cards (color photos of nal of the New Zealand Gliding Assoc. 2-32, BG-12B, Std. Cirrus, 1-26/ Torrey, Edited by John Roake. U.S. $6.00 (six ATLAS FLYERS SOARING CLUB is BS-l & Sisu lA, AS-W 15, and Darts, issues ). Box 545, Tauranga, N .Z. presently accepting membership applica­ hang glider color photos of VJ-23, tions. We now own a two-place TG-3A Cronkite, and Flexi-Flyer poised and Hy­ GLIDERPORT-Directory and Guide for trainer and a 1-23 Schweizer. The 1-23 is ing ), 15¢ ea. (min. order is 5); giant Sailplane Pilots. A new quarterly publica­ fully-equipped for cross-country with ra­ post card (HP-11A), 25¢ ea.; binders to tion, first issue November 1974. 4-issue dio, oxygen, barograph, and parachutes. hold 12 issues of Soaring, $5.25; SSA em­ subscription $4.00 (U.S. ), $5.00 (non­ Two instructors associated with club. blem tie clip, $2.90; Californians please U.S. ), $1.00 per issue. Gliderport, Drawer Contact Larry Ryan, 6404 Indiana Ave., add sales tax. Order from SSA, Box 608, Dana Point, California 92629. Long Beach, Calif. 90805. 66071M, Los Angeles, Calif. 90066.

56 SOARING [}={]@[f@5J� @J �@J@lli]�©lli]� ©��©[fl1lli]Ol)Dl1W 11© @lli]W @J ©©M��@l1@ �@J@D© ®W�l1@M and save over $137 ! With the purchase of a new RADAIR lOs we will GIVE you everything you'll need to complete a first class, reliable radio installation in your sailplane or crew-car. Look at all the goodies yo u'll get ...

RADAI R lOs, lO-channel VHF transceiver, including Microphone, with curly-cord and stowage clip . $ 24.95 eight standard frequencies; 121.5, 121.7, 121.8, 121.9, Enclosed 3.2 ohm speaker . . . 10.00 122.6, 122.8, 122.9, 123.0 mHz, plus mounting hard- Stainless stee l antenna, with coax cable and BNC ware, connector, and one-year factory warranty . . . $389.00 connector 11.50 Crystals for sailplane freq uencies 123.3 and 123.5 mHz Spool, hookup wire . 1.00 installed ...... 20.00 Panel-mount fuse 1.50 Globe Gel/Cell 14-volt 71!2-ampere hour battery pack, with carrying case, charger, and connector . . .. 68.60 Total value $526.55

[E)llilW �@cQ]@W @� @llil[J ®�@©O@� �[JO©@ � Yo u'll save $137.55 We prepay all shipping and insurance on domestic orders accompanied by payment, or send 10% deposit and we ship collect for balance. Overseas orders we lcome, shipped airfreight and document charges collect. This offer good for a limited time only. GRAHAM THOMSON LT D 3200 AIRPORT AV ENUE SANTA MONICA. CALIFORNIA 90405 (213) 398-4714

California res idents please add 6% sales tax. The 1-34- lnteresting from any angle

for Private Owners, Commercial Operators, Clubs, Syndicates

The 1-34 has a great deal to offer: A Sail­ one of the reasons we continue to receive plane built to the highest FAA standards - calls for TG-2 and TG-3 service information­ superb flight and handling characteristics - more than 30 years after production ceased! comfortable cockpit - speed limiting dive By these standards, we will be getting calls bra kes - and long life-low-maintenance metal well past the year 2001 from clubs and indi­ construction. These features have made the viduals requesting service and data on the 1-34 popular in all phases of soaring activity. 1-34. It's a mind boggling thought, isn't it?

Some pilots have said that we over-build Not really, if you analyze it. The 1-34 is our sailplanes. Perhaps we do. That could be built for service, as well as top pilot enjoy­ ment and satisfaction. Good performance combined with rugged reliability for great soaring fun in every section of the country under all conditions.

SCHWE IZER AIRCRAFT CORP.

1 Airport Road, Elmira, N.Y. 14902