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Aviation History
1953
1953 - 0958.PDF
Two well known sailplane types which will be seen at Great Hucklow—the Eon Olympia (seen here being flown by Alan Yates) and the Slingsby Sky (with Frank Foster and David Ince standing by). THE NATIONAL GLIDING CHAMPIONSHIPS . . . Wills had made his first cross-country flight before John Cotton was born—but it is doubtful if that thought deters either pilot in the slightest! For the first time since the war there are no women competitors. The Organization.—Before each day's flying the organizers will set one of three tasks: (i) A flight over a predetermined course, which may be straight, out-and-home or round a triangle; (2) a flight to a goal nominated by the pilot; (3) a straight distance-flight in a direction chosen by the organizers. Marks are awarded to each glider for distance covered and for speed; for the first time in the history of the Championships no marks are given for height gained, so that the failure of a barograph can no longer blight a pilot's chances. In Task 1, one mark is awarded for each mile flown along the course. If the goal is reached speed marks are awarded on a formula which gives a bonus of at least 25 per cent of the distance marks. In Task 2 the formula for distance marks ensures that the achievement of a moderate goal is as well rewarded as a longer flight which fails to reach an over-ambitious goal, but no marks are given for speed. In Task 3 one mark is given for each mile covered along the course, which may be cross wind or even upwind at the choice of the organizers. Each of the marks so earned will then be adjusted, firstly according to the aspect-ratio category and secondly by a daily factor. Gliders with aspect ratios of between 14 and 17 receive a 10 per cent bonus and the Sedberghs a 25 per cent bonus. The purpose of the daily factor, which makes the best performance on each day score 100 marks and changes all other marks in proportion, is to ensure that a good performance in poor weather receives due recognition. If every one of the nine contest days is a "Champion ship Day" the maximum possible mark is thus 900. Launching.—Thirty-five sailplanes are considered to be the maximum number which can compete safely and fairly at this site. If the wind is westerly or southerly and strong enough, they can be launched by winch or by catapult and can hill-soar until a thermal is found which allows the pilot to climb towards the clouds and begin his task flight. The number of gliders which can hill-soar is limited on grounds of safety to about a dozen so that, if thermals are weak, most of the competitors must wait on the ground until the first dozen have got away. If the wind strength does not allow hill-soaring the pilot must rely on finding a thermal soon after dropping the winch cable. Even if such thermals are plentiful it is unlikely that all gliders can be launched within one hour, so that the draw for starting order is of some importance. The starting order is, however, changed progressively day by day so that every competitor gets his share of early and late launches. Contestants will be reluctant to leave die safety of Bradwell Edge area unless they are satisfied that they can exceed 15 miles, because no marks are scored for flights of shorter distances and, in any case, landing fields are small and stone-edged within that radius. How far the gliders go depends largely on the organizers' fixing of the tasks. In 1951 seven gliders finished the no-mile race to Dunstable on a day of poor thermal conditions, while Lome Welch succeeded in reaching Manston (185 miles) by flying across wind. On the strength of these performances at the last meeting some really stiff tasks may be set. On the weekend days, when the largest crowds of visitors are expected, the choice of an out-and-return or triangular flight is probable, so that the afternoon visitors shall have an opportunity of seeing the return of at least some of the starters. The final day of the last Champion ship, when 12 pilots completed the race to Derby and back, is not likely to be forgotten. Will the Camphill standing-wave perform again this time? In 1951 competitors were able to climb more than 7,000 feet above the site in this wave and then to fly from ere it to crest to the coast. Almost unpredictable is the English weather, particularly the Derbyshire hill variety. Nevertheless the Meteorological Office is co-operating by sending facsimile weather maps by radio to the site, so that up-to-the-minute information will be available. NATIONAL GLIDING CHAMPIONSHIPS ENTRIES No. Indiv 1 2 3 5 6 7 8 9 Team 10 11 12 13 "15 16 17 18 19 20 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 Aircraft dual Class:— Sky Sky Olympia Skylark Olympia Olympia Weihe Kite II Class*:— Sedbergh T21B Olympia Olympia Olympia Olympia Olympia Olympia Gull IV Weihe Sky Olympia Olympia Olympia Kite IIA Olympia Olympia Olympia Olympia Petrel Sedbergh T21B Sedbergh T21B Sedbergh T21B Sedbergh T21B Sedbergh T21B Sedbergh T21B Sedbergh T21B Entrants P. A. Wills London G.C. Frank Foster F. N. Slingsby D. A. Smith Surrey G.C. Surrey G.C. Andrew Coulson R.A.F.G.S.A. No. 7 Area G.C., Middleton St. George Army G.C. Bristol G.C. Cambridge University G.C. Imperial College G.C. London G.C. Southdown G.C. R.A.F.G.S.A. Western Area G.C., Cosford Association of 2nd T.A.F. G.C.S E.T.P.S., Farnborough Mai. C. G. Dorman R. G. Frecheville Hickling/Cotton F. G. Irving M. V. Laurie Prof. G. C. Varley A. H. Warminger A. H. Yates Yorkshire Soaring Syndi cate A.T.C. Home Command Gliding Instructors' School A.T.C. No. 168 Gliding School, Detling A.T.C. No. 106 Gliding School, Hcnlow, Beds. A.T.C. No. 89 Gliding School, Christchurch A.T.C. No. 49 Gliding School, Newton, Notts. Cambridge University G.C. Imperial College G.C. Pilots P. A. Wills G. H. Stephenson Frank Foster Lt.Col. A. J. Deane-Drum- mond D. A. Smith C. W. Dowdall W. A. H. Kahn Andrew Coulson Cpl. L. Simpson, G. Bacon D. L. Martlew, J. S. Wil liamson, P. Wenham J. D. Jones, M. J. Hodgson, G. E. Miller, J. M. Hahn G. R. Whitfield. J. Gran tham, A. R. I. Austin W. N. Tonkyn, A. G. Oram C. A. P. Ellis, G. H. Lee W. F.Jordan, J. F. God ley, D. C. Snodgrass S/L. R. H. Pelling, F/L. T. Page Cpl. McKercher, Cpl. Brennan P. L. Bisgood, A. D. Dick, E. C. Rigg, J. D. Price Mai. C. G. Dorman, S. Morison R. D. Dickson. R. G. Frecheville, W. A. S. Murray J. H. Hickling, J. L. Cotton F. G. Irving. L. J. W. Hall J. C. Neilan, M. V. Laurie Prof. G. C. Varley, R. C. Stafford-Allen, R. M. H. Goodhall A. H. Warminger, B. Gould A. H. Yates, G. Nixon R. C. Pick, S. C. O'Grady, A. de Redder F/L. A. D. Piggott, F/O. E. J. Meddings K. W. O'Riley, H. G. How S. R. Dodd, F. E. Allen S/L F. R. E. Hayter, P/O. J. C. Allan W. D. Campion, B. Long- staff A. L. L. Alexander, G. S. Neumann R. A. B. Macfie, P. Murden •The first name given in the "pilot's" column is in each case the captain of the team. PHOTOBATICS "COR flying enthusiasts, spotters and all those with an apprecia- *T tion of aesthetic values a feast awaits at the Ilford Gallery, High Holborn, London, W.C.i, where there is an exhibition of photographs taken by Russell Adams, A.R.P.S. (of the Gloster Aircraft Co. Ltd.), who has specialized in photography of aircraft during formation aerobatics. For many people it will be the first opportunity to see his work in the original. The majority of the best pictures in the gallery have already been reproduced in Flight, but here they are to be seen free from the inevitable limitations imposed by space and printing processes. The non-flying visitor will be thrilled by Adams's portrayal of the apparent defeat of gravity; those who fly will stand in wonderment at the accurate airmanship necessary to produce such remarkable pictures. The show will remain open for about another month; then it will go to Gloucester and Cheltenham. J.Y.
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