1998 has hit us with a bang and I'm sure most folk feel as though they have not even had the Xmas break. In any case, Worcester weather has been rather good, with most weekends providing really workable soaring conditions. And what better way to soak up the sun than to laze around the pool after a good day's flying. The pool is certainly earning its keep.
Since our last December issue, we have had two very successful events at the club. One was the away camp at Gariep dam, where both experienced members and novices took part. It was good to see most of our fleet hauled away to the camp, and many badge legs were flown. Thanks to Alan O'Regan and the GPS group for sticking in there and encouraging first time pilots to go along to the camp. Congrats to all those who flew and earned badges (elsewhere in this issue). The fact that all equipment came back safely in one piece is an indication of the level of safety exercised at the camp.
Locally we experienced a pioneering first for the club, which was a full week and a half of non-stop flying between Xmas and new year. Thanks to all who organized the "Winelands Week". The weather was good to us, and more flying was done in this period than some of the winter months have produced in the past. Hopefully this is the first of what could be an annual event. Another first was the New Years Eve party, at which all had such a great time, that flying had a belated start the next day.
Gerhard Groenewald has done a fantastic job preparing the winch runway for us, and winching has been on the steady increase since the runway was finished at the end of last year. On average, Andre was saying that 70% of launches have been successful in getting away, so what about it, syndicate pilots? Ever had a R15 launch before and got away? I might just mention that the winch is there to be used by each and every member of the club. There is no exclusive group who belongs to the winch, and the winch committee encourages all to be involved. Speak to Peter Clemence or Andre Leeb du Toit about it.
Over the past years, the glider fleet of the CGC club has increased by 50%, which naturally creates a space problem. We are in the process of looking at extending the hangar, as well as providing shelter for our badly weathered trailers.
Also, while Andre's shade structure did well, it did not survive the wind, so a more solid structure has been put up for all to use. What a life saver.
The Daimler Benz Wings for Youth project is doing well, with some matrics already on solo training. We do have space for one or two more students who matriculated last year, and who would like to receive free solo training. Please contact Andrew Roos asap (before end of Feb) to get them onto the training.
Hopefully by the time this issue is out, the toilets should have a brand new sewerage system. It did take a while, but we had to sort out quite a few logistical issues. Anyway, we would encourage folk to still try and conserve water.
Last year we made an appeal to all hut owners to install a five amp electricity circuit breaker on their boards. Unfortunately, none have been installed as yet. This has been asked for due to the overloading that occurs, especially when heaters and air conditioners are used. In order to be fair to all, we asked owners to install this five amp breaker. We now give all owners until the end of March to implement this, otherwise we have no alternative but to shut off the electricity to the huts (if anyone has R60000.00 lying around to upgrade the supply transformer, let us know, it'll solve the five amp problem).
Lastly, mark the 15th April on your calendar as this is the AGM night. Remember, our committee members are always open to suggestions and ideas, so let us know.
See ya in the thermal,
Paul
And well you may ask.... After initial resistance from some quarters, a contingent of members ended up making a very successful pilgrimage to the Gariep Dam Camp in December. All came back with something to show for their troubles and the following 15 badge leg claims have been submitted:
| Reinhold Lawrenz | Diamond distance |
| Peter Farrell | Diamond distance |
| Sven Olivier | Diamond distance |
| Axel Kreuter | Silver duration, height & distance, Gold distance, Diamond goal |
| Garth Ennion | Silver duration, height & distance |
| Bill Maliepaard | Silver distance |
| Charles Ryan | Silver distance (Silver completed) |
| Hans Pruter | Gold height & Silver distance (Silver completed) |
Also on the camp credits list are Alan O'Regan (standard class) and Otto Tonges (open class). Alan flew his first 750km as well as a commendable 911km on a 1000km attempt. Otto also attempted 1000km, flying 932km before being thwarted by lack of daylight. He also flew two 500km, 620km and 820km tasks.
The weather at the camp while the club ships were there was not as good as hoped for despite all the talk about El Nino, so imagine what will be possible when really good weather is encountered there! Roll on December 1998.
Alan O'Regan and Sven Olivier attended the Nationals as well, and did the club proud by coming overall fifth and 11th respectively. Due to poor attendance at the nationals the racing (15m), standard and open classes were incorporated together into one group but Alan is nevertheless the SA standard class champ. We congratulate all these achievers!
Traditionally the club has been dormant during the end of the year holiday period. This year, thanks to the efforts of Alison Hultberg and Jacques Willig, flying was arranged right through from 26th December 97 to 4th January 98. This proved to be an enormous success on both the flying and social fronts with a total of 190 launches and over 186 hours being flown, which also included many instructional flights. The Worcester airfield "village" was very active and due to the heat, the pool was a really popular place on most afternoons.
Saturday 3rd January saw some spectacular soaring with Herbie Oberhofer and Otto Tonges taking very late launches to fly beyond Citrusdal (Herbie) and to Clanwilliam via Touwsrivier (Otto), with cloudbases at 14 000'! Most people parked off in the pool or on the Willig's shady verandah, with temperatures on the ground in the region of 45øC. Which all proves that if you snooze, you lose!
A visitor from England, Tom Saunderson, a professional helicopter pilot, stayed long enough to solo in GTO. The 31st saw a merry band of members celebrating in the clubhouse (Amarulas all round), and all in all, it would be nice to repeat it again at the end of this year, but then on the other hand, it might be better to go to Gariep, ESC, Bitterwasser, or perhaps our own away camp and do some longer tasks.
The large influx of new members seems to have abated for the time being, probably until after the next ab-initio course in March. In the mean time we have had to say goodbye to Gunter and Dieter Schwarz, who have relocated to Amanzimtoti on the Natal south coast, and Axel Kreuter who has moved to Germany.
We welcome the following members: Andre Brink, Roelof Smit, Klaus "Sammy" Samson and Ian Forbes. Roelof is a previous member who has been practising in Europe for a year. Sammy is also a previous member but from way back. He was the unfortunate pilot of the Tiger Moth tug which, in 1959, had its complete empennage severed by the club's Minimoa glider. The Minimoa crashed, fatally injuring the pilot, while Sammy managed to bail out at very low altitude, alighting in the depression of a farm dam. Sammy's ordeal was later dramatised in the radio program "Death Touched My Shoulder". Ian is from the Magalies club, owns a Nimbus 2 and has a 1000km diploma and an instructors brevet.
Congratulations to Craig Fussell on achieving his Silver Duration, in thermic conditions - all six and a bit hours of it!
Marianne Thomson has kindly given the club a lawnmower. It's resident in the main hangar and is there for anybody to use as required. Just a reminder, though, that it is a two-stroke motor and needs a petrol and oil fuel mixture. For this a special container is kept on the high shelf in the hangar and you should also note that the throttle control is reversed so that fast is slow and vice versa. While mentioning Marianne, we empathise with her regarding her mishap with the Libelle at Nuy, but are very glad she is still with us to tell the tale. If that was not enough, she has just undergone an operation at the Panorama clinic, and we trust that she is recuperating well. Keep soaring Tiger!
And while on the subject of Nuy airfield, it is my belief that this strip should be avoided by all but the most experienced pilots. The facts are that it is short, narrow, has a considerable slope as well as a cross-fall and is currently very overgrown. Due to the slope, it can only be negotiated in one direction, meaning that in a south easter it only offers a downwind landing option and if attempted late in the day, into the sun. I believe that this field should be out of bounds to club ships and all but the experienced few. In any case, careful on-site investigations show that excellent landing fields exist in the general Nuy area, such as on the side of the Nuy valley road close to the railway crossing near the Robertson road intersection. If you're not convinced, why not drive over and take a look.
Another mishap occurred when Rob Tiffin was overtaken by his glider trailer while returning to Cape Town on the N1 from Gariep. Fortunately the damage is not too serious but his esteem amongst his syndicate partners has received another dent!
Congratulations to Cornelius von der Heyden and Nicola Freeman (Marianne Thomson's daughter) on their engagement. Congratulations also to Ed Verpraet on the 250% increase in the allowance paid to him by the club for his responsibilities at the airfield.
Rudi Schurkes has imported an exceptionally neat K6CR from Germany aus (now ZS-GUH). This is a syndicate ship which he shares with Peter Clemence, Bill Weideman and Jacques Willig. It has already clocked up a fair amount of time and distance, mainly in Jacques' hands. Bumpy Peak here we come!
Our friend from British Airways, Mike Jenks, visited again in January and converted to the Jeans Astir. Well done Mike!
Early on Sunday 11th January, Craig Fussell treated those present to a demonstration of his amazing motorised paraglider. After initial problems of not enough wind (believe it or not at Worcester) to inflate the canopy, he executed a running full-throttle take off, climbing away and doing a number of passes around the glider circuit area and over the taxi-way. The small group of spectators were further impressed by Craig's virtuoso spot landing in the windless conditions.
For those who enjoy week-end overnighting at the airfield village, it should be made known that the club's Saturday night raconteuse is now back from the great north, and is again entertaining the motley Saturday night band in her inimitable way, ably assisted by an excellent supporting cast previously from Natal. Squeamish members and mother grundies are assured that any rumours that may have been leaked of a possible knockout series of the Mr Torso '98 competion to be held in the clubhouse over the next few months, are completely unfounded and should be viewed with the contempt such malicious gossip deserves. However, the pool area has not been ruled out for such a pageant at a later date.
During the daylight hours we still somehow manage to do a bit of flying, and once more it has been proved that with a bit of encouragement, almost anything is possible. On Sunday 18th January, Alan O'Regan led me on a trip up north as far as Boekenberg, a promontory in the Sandveld about 15km north-west of Citrusdal. The trip back was further enhanced by a scenic diversion around the stunning Groot Winterhoek bowl and later crossing the nek between Waaihoek Peak and the Mostertshoek Twins. Starting and finishing at Victoria Peak, a round trip of about 320km, landing at 18.15 while the day was still far from dead. Definitely my best flight from Worcester to date, and a just reward for Alan's encouragement and patience. I do hope that this will encourage some more of the potential cross-country pilots to stretch their wings a bit.
The club has had an unprecedented number of overseas visitors during the past two months, both from Europe and the USA, and others from Canada are expected soon. I have had a number of e-mails and faxes from overseas pilots inquiring about flying as well as accommodation at Worcester, and no doubt our (now very out of date) web page has had something to do with this.
More than one member has approached me regarding what they consider the inappropriateness of our newsletter's name. Should any of you have any bright ideas on this matter, please let me know. It's difficult (no, impossible) to please everyone, but we will try.
And finally, while in Egypt recently, Graham Levitt had an opportunity of becoming a camel dealer; he was offered 300 camels in exchange for his wife. Obviously he blew the deal because she was seen recently flying the K13 at Worcester!
Day one, Sunday 7th December, arrived with low cloud covering the Cape Peninsula, the remnants of a cold front which had just passed. By the time I drove into the Worcester valley the cloud was dissipating and it looked like post-frontal weather would permit a flight into the Karoo.
Rigging the glider, loading the pre-packed kit and co-ordinating movements with Ed, my crew, took up the next couple of hours. The Filser GPS/logger was loaded with the declared task, start point De Doorns in the Hex River valley 32 kilometres away, finishing at Gariep Dam, with the odd (optimistic) turn point thrown in. And so to the start....
Everyone at the launch point wishes me well, though I can sense the reservations. With equal trepidation I launch at 11h18 into the light north westerly, harbinger of the next front. Since I would incur no penalty (Gariep Dam being at 1270m) I climb out to 2300m before putting the motor away. I feel the weak wave and rotor which is already building up (it turned out to be quite a good day at Worcester) while the cumulus clouds are already forming over the higher ground in the Hex River valley and beyond. Crossing the valley and a blue gap while going into the start at De Doorns I hit heavy sink. At 11h57 and at 1800m (6000') I cross the start line aiming straight at the foothills of Kwadouwsberg. The side of the mountain is pushing off weak thermic lift, and while keeping a beady eye on the only landable fields (on the other side of the mountain and on quite high ground) I work my way along till a strong thermal pushes me up to 2400m (8000') and finally on my way. The ground slips effortlessly by - Matroosberg, Tousrivier, Matjiesfontein. All the time the cloud base is lifting and the thermals are regular and strong. Approaching Laingsburg I speak to Graham. "Watch out!" the Delphic oracle warns me from 150km away (busy with a wave flight to Betty's Bay) "The difficult part is from there to Victoria West".
Though I did not realise it, the difficult part had in fact already stated. Two of the thermals running into Laingsburg are broken and have to be ditched. Passing Laingsburg I find some serious down followed by yet another thermal that only carries up to 8000' in what is now blue sky.
To the south east, along the peaks of the Groot Swartberge, stretches the open invitation of the Lorelei - should I answer her call into unplanned and perhaps even more hostile territory? "No!" the conservative angel on my right shoulder pleads, "You are already out on a limb, don't be foolish". So I march on, straight into the blue hole that lies across my track. Almost immediately I encounter strong lift which takes me to 2800m (9500'). "See, that was the right decision" the angel exclaims. The devil on the left is strangely silent. Put him in his place, did we not?
Too bad though, the bottom drops out of the sky and I am on my way down again, the fall only cushioned by weak thermals which break up like cotton flock when touched by the wings on the Nimbus. The devil is all smiles, dancing again on my left shoulder. The terrain below is as inhospitable as it could possibly get - at least that's what I think, but then I had not yet seen Three Sisters! Thirty kilometres north of Laingsburg I pick up a runway (no less!) in the middle of a barren valley, and divert away from the N1. Even a Boeing could land there. I continue beyond it, the rough terrain offering no visual consolation, the chillingly cold air no comfort. At 1800m I have to back-track to the runway. Scratching around in interminable thermals that tantalise and then disappear, never to be found again, I climb back to 2300m. Cautiously venturing forth again, I follow the dry river beds for no other reason than their banks offer the only cultivated farm lands with some semblance of a place to attempt a landing. The rest of the country is distinctly lunar. This forces me further north towards Merweville.
There is nothing like a strong thermal to fuel courage. Now I am short of Leeu-Gamka and although I have two reasonable thermals in the next hour, the rest has been pretty dismal and slowly I lose height. Finally I am down to 5000' just 50km short of Beaufort West. The Filser is not programmed with the co-ordinates for Beaufort and any final glide would, at best, be marginal. Once again this means picking fields, this time with the real prospect of putting down in one of them. Then, mirabile dictu, a thermal plucks me to 2300m, the next one to 2400m, and another to 2700m (at 17h18) which brings me overhead Beaufort West. Continuing on to Three Sisters I climb in yet another thermal. Momentarily I toy with the idea of marching on, but De Aar and Verborgenfontein are some distance beyond Three Sisters and though I can sense that the worst of the blue is behind me, it is rather late. Good sense prevails and I turn back to Beaufort. Calling Ed, he responds for the first time and is at the Beaufort West airfield. He asks where I am, I tell him and land some time after 18h00.
It is nice and balmy on the ground, there is a guest house on the airfield, and we spend a very relaxing evening with our hosts.
Dawn breaks crisply in the Karoo on day two. After breakfast we contact Cape Town International and they fax tephigrams for De Aar and the rest of the world. My rudimentary calculations show 3600m blue thermals for De Aar and 4800m cu bases for Bloemfontein. That permits a realistic declaration for a 500km; Hanover, Gariep Dam, Jagerfontein, Gariep Dam, giving 509km. I phone Peter How to request clearance from Bloemfontein ATC, which he arranges through Brian Spreckley. The die is cast.
I launch at 11h14 and without delay go through the start gate at 11h31. But it is still early and the thermals are weak, broken and very fickle. I scamper back onto the Nuweveld mountain range, where the rock faces look uncomfortably close. Ages drift past in the slow gyrations of a dance with the lukewarm air. A movement above me catches my eye. An eagle, doing its best, has found the core. I shift across and it lifts me cleanly and crisply to 2700m and at 12h30 I set off. Bumping along the mountain I maintain altitude and climb in the next thermal to 2900m. I cut across the plain to the next high ground and the next thermal. Another thermal to 3200m and now is the time to cross the valley to Three Sisters. I drop down to 2500m and as the small thermal fades away, 2200m - I am carefully studying the agricultural scene below me. Now why are they not farming down there? The only landable field is 10km back. I resolutely stick to my course, but not letting that field go out of sight or glide range. On the north west slope of the hills south of Three Sisters I fly slap-bang into a thermal. Now I can sit back and marvel at the countryside below me with a feeling of relief. Was it not back in 1968 that Bobby Clifford flew a world record O&R from Bloemfontein in ZS-GFY using Three Sisters as a turn point? I shiver at the thought of what the terrain must have offered back then. Ed calls and tells me he is having lunch at Three Sisters. Back to 3000m and I leave the thermal as I am directly under the airway. Following the high ground I get the oxygen ready before another thermal lifts me to 4000m outside the airway. It is now 13h40. Though the fields are scarce I now have height on my side. Richmond is within glide range and I set off. See-sawing between 3500m (11500') and yes, 4600m (15000'), Richmond slips by. Next stop Hanover. Following the N1 and keeping a watch on the Filser I see a town in the distance but it is too close to be Hanover. I check the Filser and double check against the Peschges flight computer. They concur, the town is too close to be Hanover. I check the oxygen - no problem there. I overfly the town and it has an airfield which is not on the map, but fortunately is placed differently to that of Middelburg. I am perplexed. Both computers tell me it is another 20km. I keep going - fortunately Gariep dam is on a straight line beyond the mythical turnpoint (at least it should be). I can see the railroad from Noupoort to De Aar which intersects the N1. The computers keep counting down. At 15h31 I am in the photo sector of the Hanover Road turnpoint. Next stop Gariep dam 100km away. I can make it on glide from here.
At 3500m I hit the strongest thermal of the day, which effortlessly lifts me to cloud base at 4500m. My average speed for this leg, 99km, goes to 107kph and I turn overhead Gariep at 16h26. It looks like the 500km might really be on. I set course for Jagersfontein and though the day is breaking up, I turn at 4000m (at 17h30), more than enough height to make the 87km last leg. Conservatism still prevails and I take a slow climb 60km out and drift in home to finish high. I settle down to enjoy the scenery and immediately hear the announcement "Gariep traffic, Hotel Golf left hand downwind runway one five". The first traffic I have heard all day. It will be instructive to see his circuit. I look down towards the left hand downwind circuit area. No Hotel Golf. He must have abandoned and decided to do what I am doing - enjoying myself. Five minutes go by, then "Hotel Golf base leg one five". Now he has all my attention. Where is he? How can he take so long? Not left hand base leg nor right hand base leg. Maybe he is coming in downwind - no, nothing there either. What about the oxygen - no, that is still OK (anyway I am below 11000' now). So where is he? Another five minutes pass. "Hotel Golf final one five". Well now you cannot escape me - I'll just follow the extension of runway one five till I get you. Then I see them - miles out over the dam, and even allowing for everything else, impossibly low - they will never make it. But those wings are long, and they do make it!
I land at sunset. The ones with the long wings are in a Nimbus 4DM and have just returned from a free distance 1000km flight - which they will repeat the next day - just for fun!
We all sit down to a satisfying supper at the Green Door. And yes, I HAVE done my Diamond distance, just short of 20 years after doing my Diamond goal.
Finally, a special word of thanks is due to all those who made it possible: to Ed Verpraet - who drove the trailer and kept me company; to Johan Spamer and Stephen Metcalf at the Cape Town International met office for the tephigrams and information; to Peter How and Brian Spreckley for arranging the clearances with ATC; to ATC for permitting all of us to enjoy our skies; to Helmut and Debbie Fischer for making Gariep available; to my partner in the Nimbus 2, my father; and finally, but definitely not least, to my wife Christelle and my daughter Kara, for permitting me to go gliding at that time of year. I would not have been able to do it without each and every one of you.
Sven Olivier
The winch will be available every Sunday from now on, weather permitting, and there will be a duty instructor, winch driver and duty pilot on duty. The last few Sundays have been very successful, and on Sunday 15th February, for the first time at the Cape Gliding Club, there were more winch launches than aerotow (15 to 11) - and all with only one glider, GTO. By the way, it does not need an instructor to take out, DI and set up the winch operation. It is actually incredibly easy and one doesn't even need a drivers licence to drive it, let alone a GPL!
Duty Pilots must remember that pax's can be taken on the winch at a cost of only R30.00. It is interesting to note that there are 19 gliding clubs in southern Africa, of which one is a aerotow only operation, four are winch and aerotow, and the remaining 14 are winch only. Anyone wishing to fly solo at the latter clubs will have to be a current winch-rated pilot. Just a reminder that GPL renewals are due and must be signed by the CFI as soon as possible. These will then be valid until the new millennium.
The Post Solo Training programme is underway and it is important for non-GPL holders to complete as many of the tasks as possible (and could also be helpful to many GPL holders). It is aimed at improving your flying, and therefore should be of some importance to you. How many of the tasks have you attempted or completed?
At the forthcoming CFI's meeting, aspects relating to the new ANR's and motor-glider licences will be discussed - Mike will keep you posted of the outcome.
Please note that there is a particular procedure for enquiring, reporting or querying any incident that one may have observed or been involved in during a flight or on the ground. The pub is not the correct place, and the number of different answers/advice you will receive from 'helpful' pilots will only confuse you. Speak to the duty instructor and he will advise you. If you are still unhappy, speak to a member of the flying panel or fill in an incident report (they are available in the club house), and the matter will be handled by the Safety Officer.
No pilot is excused from doing his/her annual check. In extenuating circumstances an extension can be applied for from the CFI, but any pilot found flying without having completed his/her annual check will be grounded!
The duty roster for March has been revised. You will shortly receive one from March to June which will include a winch operation roster.
Pax ratings have been formalised and copies of the application forms are available from the Duty Pilot.
ATNS (formerly ATC) have been made aware that we are not adhering to the TIBA frequencies. Our present practise is unapproved and therefore in contravention of the ANR's and illegal. Until you hear anything to the contrary, TIBA frequencies must be used at all times. Please also remember that all chatting should be confined to 123,4 but this should not take the place of using the TIBA frequencies either.
Peter Clemence
On a recent instructional flight I was asked by the pupil to do a practise rope break. After discussing the options at various heights and wind conditions we took off behind MIV on 33 in about 20kph of wind. As we climbed the landing options in various positions were discussed. At about 500' AGL as the pupil suggested that we would now need a downwind landing I was surprised to see the rope snaking away towards the tug. Later I found to my amazement that this was not a real problem with the gliders release mechanism, as I had naively believed, but that the pupil had pulled the plug on me (and himself)! Before the new glider pilot can safely go solo he (or she) must learn to safely handle a rope break or other tow emergency. These are often called PT3 or "Premature Termination of The Tow" to remind us that the tow may end prematurely on the basis of a rope break, release mechanism failure or tug problems such as engine failure, fuel starvation and so on. The principles of the safe handling of these situations are all the same and can be considered together. It is also worth remembering that we spend a great deal of training time on turns, straight and level flight and normal tow, but very little on emergencies. When these emergencies happen we have to rely on our basic flying skills to maintain approach speed accurately, fly our turns co-ordinated, and then to judge what is the best and safest way to make a good landing. Remember that the convenience of the retrieve is not an important consideration within the overall scheme of things.
In general we teach that below 400' we go straight ahead. This is usually the safest option if we bear in mind that by "straight ahead" we mean anywhere about 450 on either side of the straight ahead line. In calm conditions other options and decision heights can be considered and discussed. For the relatively inexperienced this "straight ahead" plan is usually the best, BUT there may be nothing to land on ahead - buildings, rocks or what-have-you, and in those circumstances either just don't fly there or get a full and careful briefing and or a check flight.
As we proceed up the launch our options begin to include abbreviated circuits, then full circuits and so on. There are 2 situations to be discussed. These are the down wind landing and the low "abbreviated" circuit.
The downwind landing is an option in very light wind conditions only. There are two important points to be borne in mind with the downwind landing situation. Firstly since we are going downwind on the approach the ground speed is high and when we see the ground going past "too fast" the tendency is to fly slower and so a stall/spin may occur because of the low air speed (remember that as we approach the ground in a normal landing, the ground speed appears slow because of the into wind direction). Thus "MONITOR THE AIRSPEED" is even more important in a downwind landing than usual. Secondly because the airflow over the flying surfaces is from behind the glider, aileron and rudder control are lost at relatively high ground speed. You then find yourself strapped to a high speed missile over which you have no control. This is always uncomfortable and may lead to damage.
Finally a point of special importance for pupils to remember is that your instructor has got the safety of the glider and yourselves in mind; he (or she) also wants you to get the best and most useful learning experience out of the exercise, thus a series of simulated breaks is carefully calibrated to keep them within your capacity to cope. There is, therefor, time and space for you to make mistakes which can still be corrected, or spoken through. Thus the simulated PT3 will be initiated in such a position that you have a good chance of successfully carrying out a safe circuit leading to a good landing. Pulling the release low actually creates a real emergency; if you, as a pupil, do this you may inadvertently place the glider in a position in which a landing off field is needed with the risk of damage to both the glider and yourself. On the other hand maybe if you do this in a really difficult position you may learn some new words!
I will address and discuss winch launch failures in a later column.
Fly Safely, Have fun
Mike Pascoe.
This month I have, unfortunately, to highlight some problems which are causing concern to the club management.
On a number of occasions, too many in fact, the daily time sheets have been handed in at the end of the day in an atrocious condition. By this I mean that the times have not been recorded accurately and there have been large discrepancies between the tug's tacho time and the actual recorded tug times. This fault lies solely with the duty pilot and costs the club, that is your fellow members, a lot of money. You must remember that when recording take-off and landing times, you are actually handling the club members' money. Responsibilities at the launch point should please, therefor, be taken seriously. The same principle applies to the launching of gliders. If a tug has to wait idling while members get ready I would appeal to tug pilots to use their discretion and switch off the engine until the next glider is genuinely ready to launch. Valuable engine time is being thrown away as well as money being wasted while the engine is kept running. Despite the continuous efforts being made to ensure that duty pilots maximise the efficiency of the operation, certain members are not making any effort in this regard. If duty pilots are unable to do their duty, it is essential that they swop out with someone else for that day. There really is no excuse, as the roster is circulated well in advance. We have some fantastic members who have done a splendid job recently and if they can do it, so can you. Some deserve special mention here, namely Terence Ewers, Rika Olivier and Peter Versveld.
The Wally Awards go to Kim Carter-Brown and Bill Maliepaard, who didn't turn up for their duties and didn't arrange stand-ins either.
Our duty turn around time was approximately four months, but with members leaving and others becoming instructors, we have reduced this time to less than three months. Hopefully with increased membership we can extend this to once every four months again. Duty pilots, please remember to ask your teams to be at the airfield by 9h30 at the latest. Instructors are partly to blame here as some are tending to arrive later and later, and need to be reminded beforehand of the proper time. If any of you are uncertain of what your responsibilities entail, I can fax you a copy of the "Responsibilities of the Duty Pilot" document. Please just ask.
To all the other unmentioned duty pilots who may feel unthanked and unappreciated, your efforts are really appreciated and I thank you.
Alison Hultberg
Please will all tug pilots take heed of the following:
Fuelling: It has come to my notice that certain tug pilots think that it is optional to comply with the prescribed fuelling procedure. It is not. Please always use the chamois funnel. Please also ensure that the suction pipe is removed from the drum and the drum re-sealed after fuelling. The necessary paperwork must also not be forgotten. Cleaning of equipment: Dave Starke has kindly donated a compressor, spray gun and detergent. This equipment is to be used for cleaning the underside of the tug fuselage and u/c. Please always clean the tug in the usual way before the day's activities. Safety Circuits: Safety circuits must always be carried out regardless of who is on tow and care must be taken at all times to remain clear of the winching operation when it is active. Listen out for radio calls and do not join overhead the airfield. Rostering: Should you feel that a full day's tugging is too much for you, please make the necessary arrangements for another tuggie to share your duty.
Descent procedure reminder: It is of paramount importance that the let-down procedure, as indicated in the tugging manual, is meticulously complied with.
In closing I would like to thank all those tug pilots who have given their time and co-operation.
Sandy Hultberg
Following a meeting on 18th January between committee members of the CGC and WFC, a further area has been set aside for five more huts. These unreserved sites are available on a first come, first served basis, so should you be interested, the secretary or Dave Starke can show you a plan of this or better still, point the area out on site. Four applications have been received so far.
Some of you may not be aware that the empty beverage cans which Ed collects in the clubhouse finally go to the deaf school which sells them for recycling. About R1000pa is generated in this way and the deaf community is most appreciative of this. Once a year a contingent of deaf pupils visits the airfield to offer thanks, and at the same time are taken on a tour of the various aircraft at the field. Please try and sort the cans from your refuse at the field and put them in the box behind the clubhouse bar - as you can see, there is a real spin-off here for the deaf school.
We are in the first stages of putting together a syndicate to acquire a reasonably priced middle performance two-seater. Guided by the wisdom of Graham and Otto, it would seem that a Twin Astir of a later model than GOK would be the best value for money. An ASK-21 is another possibility but its top-end performance does not match the Astir's. Alas, a Janus is a little too expensive. The later model Twin Astirs have considerably better balanced controls than GOK - especially in the aileron department.
What we hope to acquire is a ship to be used principally for local pleasure flying by couples and those wanting to share the fun with friends and other pilots.
We are aiming at a landed price of R120 000 and envisage a syndicate of 10 partners. Details of management, maintenance, rostering of availability etcetera will of course, be the subject of discussion. What we want is a two-seater offering reasonable performance and which will be lavished with the TLC no club glider ever fully enjoys. A private hangar - a virtual necessity for a big ship - will be an eventual added cost of around R2500 each. A basic requirement for members, in order to keep insurance within reasonable limits, will be a Silver C.
As to the choice of glider, obviously the wishes of the majority of the syndicate members would eventually prevail. At this stage we are aiming to get 10 together and take it from there. Including one for ourselves, we've got six fair certainties. Otto has agreed to start looking.
If you are interested please contact us at (0231) 349 4018.Robert and Dulcie Kirby
Mike Pascoe's book on the Cape Gliding Club has reached an advanced stage. This has involved the perusal of huge volumes of ancient club minutes and documents but unfortunately the files for the periods 1948 to 1952 and 1963 to 1970 appear to be missing. Perhaps you have them, or have some idea who may have them? If so, please let either Mike (531 1952 h) or myself (686 3883 h) know, as the information is vital to the accuracy and completion of the book.
A lost jersey! Nick Wall, a visitor from England, left his blue jersey on the seat of GHB Sunday 1st February. Andr‚ handed it to somebody to take care of and would now like it back, as he has undertaken to post it back to Nick in England (the jersey has significant sentimental value to Nick). Please contact Andr‚ Leeb du Toit (782 2362) or Pete Wooley (400 3198) if you have this lost property in your possession. This is important.
Fournier RF4: Approx 50hrs SMOH. Price negotiable. Contact Tony Rund 686 3237 (a/h).
Pik 20: Fully equipped incl. Zander SR800 computer, oxygen and closed trailer. A one-third share available for R25000.00 (based at Worcester). Contact Nick Methley. Ph 033 234 4484.
Phoebus C: R50000.00. Details from Craig Fussell. Ph 790 5775 (h).
Kestrel 19m: A quarter share is still available at the low price of R24000.00 (based at Worcester). Contact Colin Hancox at 75 5279 (h) or 590 1100 (w).
Standard Cirrus: Grob manufactured, comprehensively equipped and with closed trailer. Price R65000.00. Photographs and more details are on the clubhouse notice board. Contact Rob Kakebeeke ph/fax 011-465 2554 or e-mail robjack@netactive.co.za
Surplus club equipment: Zander SR 770 audio-vario with analogue repeater, unservicable/needing repair, ex GTO. Also one Winter audio-only vario, unserviceable/needing repair, ex GOK. Offers for either of these instruments, in writing, are requested from interested members, to reach The Secretary, PO Box 4154, Cape Town, before the next committee meeting on Wed 18th March.
Please diarise the following important dates and events....
A Safety Seminar has been arranged by Charles Torrance our Safety Officer to be held on Wednesday 25th March, at 15 Peak Drive, Pinelands. Start time is 19h15 for 19h30 and there will be a cash bar. The serious part of the meeting should be over by 21h15, so there will be time to socialise afterwards.
The AGM will be held on Wednesday 15th April at 20h00 at the Pinelands Bowling Club. It will be good to see as many members there as last time when we managed to get the serious business over by 21h00, and ended up having quite a party afterwards. Separate notices will be sent to you in March.
Sir, it is with much disdain that I feel compelled to air my disapproval of the way certain men of this club insist in parading around the grounds and clubhouse in a semi naked state. Is it not sufficient for us women to have to compete in the jockstrap and Amarula world of gliding, without having to once again size up against our male rivals in the cleavage and bust area. Is there room for two more D cups on the airfield? Girls, run for your silicone. The sanc-tity surrounding us women has been dealt a cruel blow - how do we measure up to such stiff competition?
Ban the pool, ban the showers, ban the men.
Abreast of things
(Editor: I said I'd print them all!)
Finally, Thank you to all those who contributed to this February edition of the Krautkoerant. In the spirit of this publication, I have endeavoured to include as much of members' news as possible. It is intended to publish the next Krautkoerant in April, shortly after the AGM. You are reminded that the opinions expressed in the newsletter are not necessarily those officially endorsed by the club!
Deadline for the next issue is Wednesday 15th April and, as always, I will accept disk, faxed, e-mailed or snail mailed hand-written copy. If this is too daunting, why not employ the services of a cleft-stick runner. Letters to the editor are encouraged. Peter Wooley, 12 Grove Rd, Rondebosch 7700. Fax: 419 9667, e-mail: ttaylor@ctcc.gov.za
They hold him for me on the table. He looks me straight and unwaveringly in the eye. Those eyes have seen the furry scurries under trees and grasses, have beheld the earth passing below on moonlit nights as he swooped and floated.
He has soared free and high on brilliant, sunbaked mountainsides and brushed cliff faces in his passing, calling high and wild in the air that belongs to him.
Now he senses the pain as his shattered wing, with protruding bone-ends, is examined. Does he rue what he can never be again? I move my eyes from his in the shame of my inadequacy.
I am sure in my mind that a quick and painless death is the logical solution, but as a glider pilot who has touched the outer edge of his realm just fleetingly, my heart mourns his passing.
Anon