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Aviation History
1951
1951 - 2240.PDF
FLIGHT, 9 November 1951 S j l_O\J\\ SEEKING" St. AUBAN'S STANDING WAVE Experiences of an R.A.F. Gliding Association Party During an Expedition in France IT is the ambition of every gliding enthusiast to fly in a "standingwave," that meteorological phenomenon which, though capable of producing the most satisfying results, is not yet fully under-stood. Earlier this year a party of members of the Royal Air Force Gliding and Soaring Association visited the gliding schoolat St. Auban, where one of the most famous "waves" may often be relied upon to perform. They have jointly contributed thefollowing informative account of their experiences. ONE of the declared objects of the Royal Air ForceGliding and Soaring Association is to take part inmeteorological investigations, for it believes that there is no pilot, however experienced, who cannot by practicalexperience in a sailplane learn something new about the element through which he flies. It was with this object inview that the Association paid a visit to the famous French soaring school at Saint Auban-sur-Durance, in the LowerAlps. The expedition consisted of G/C. G. J. C. Paul, D.F.C., the chairman of the Association, W/C. W. H. Ingle, A.F.C., and S/L. A. R. Williams. With their own sailplane, a Weihe, a trailer and a towing vehicle, they left England by cross-Channel ferry for Dunkirk on March 19th last. In addition, a considerable quantity of equipment, such as recording barographs, was also taken, as well as camping equipment, which latter it was intended to use, if conditions permitted, in order to minimize expense. The expedition arrived in Paris at 1700 hours on the following day, with the intention of calling at the British Embassy; the intention was frustrated, however, owing to the strike on the Metro and the resulting traffic congestion in Paris, indicated by warning notices saying "Circulation tres difficile." After a somewhat emotioning passage through the "circulation," the fifty-foot-long combination of vehicle and trailer was spewed up by the maelstrom still intact (except for an overheated clutch and temporary loss of bottom gear) on to one of the ring boulevards. The journey then continued on the road to Fontainebleau, and an overnight halt was made about 20 miles south of Paris, where the clutch recovered and bottom gear was restored. The following two days were filled with grievous trouble from the towing vehicle, which finally, on the evening of March 22nd, came to a standstill in Lyon with a stripped gearbox. I n the end, the party left by train for St. Auban, intending to collect the vehicle and sailplane as soon as repairs were completed. Difficulties were accentuated by a rail strike and Easter, a combination which resulted in the journey being completed in a crowded four-wheeled baggage van swaying uncomfortably behind the only train of the day. The final arrival at St. Auban Airfield, in the early morning of Easter Sunday, was made on foot. At this point we learned that whilst we were stranded in Lyon, St. Auban's famous standing wave had been working, and that heights of 24,000ft had been attained ! On the way to St. Auban with the trailer : Repairing a puncture—one of many—near Paris. Dramatic topography of the Penitents Slope. The Penitent Rocks are in the centre and the Durance Rivtr can be seen in the .,zjzi;~. background. Easter Sunday and Monday were both non-flying days; but on the following Tuesday the chief pilot of the Centre, M. Gaudry,' returned to duty, and his efficiency and goodwill made short work of our difficulties. He not only immediately despatched one of his own vehicles to Lyon to fetch our sailplane in its trailer, but also permitted us the use of one of his powered aircraft, with which we were able to make a thorough aerial examination of the locality. The following morning (at about 0300) the R.A.F.G.S.A. sailplane arrived, and from then on we were able to make flights in our own aircraft. In addition, we were allowed to fly the aircraft of the Centre, so made flights in the French-built Weihe, and also in the French-designed and built Arsenal Air 100, whose handling qualities we decided were probably superior to those of any other high-performance sailplane yet flown by members of the Association. The arrival of our own aircraft coincided with that of a party of Danes, led by Mr. O. Jespersen, who had driven non-stop from Copenhagen. They brought with them a most interesting aircraft, a Swedish-built Olympia convened by themselves into a pod-and- boom glider, with squared-off wing-tips. It appeared to have an improved penetration as compared with the ordinary Olympia or Meise. The Danish party proved delightful companions and a fine cameraderie was soon established between them, the French instructors, the French pupils, ourselves, and, of course, Guy Borge. M. Borge is not merely a personality in French gliding— he is an institution. Apart from holding a Gold C and Diamond, he contributes regularly to dozens of periodicals, and has probably written more about gliding (in English as well as French) than any other person living. His earnestness and open sincerity made him a fine target for everyone and, since we know he reads each issue of Flight, perhaps we might take this opportunity to apologise publicly to him for ragging him so unmercifully. The pan of the Durance valley in which St. Auban Iks runs On the airfield at last, and ready to fly: S/L Williams and GfC. Paul with the R.A.F.G.S.A. Weihe at St. Auban.
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