From the chair

Paul Bailey

Club activity seems to be hotting up at this time of the year. It's really good to hear that there is a fair number of folk going up to Gariep again this year. Apart from that, the last few weeks have been pretty indicative of our summer weather. Just last week, I was in UUA at 1600ft above the clubhouse, switched the motor off, and shot straight up to 4000ft. At 6pm? - what a pleasure!

We have had a recent run of bad luck with club craft, but by the time this issue is out, all club aircraft should be serviceable again. Safety is of paramount importance, and we have just been through the process of a thorough safety audit. Many interesting aspects came to light which have been addressed by the committee. The flying panel is also addressing certain other safety issues such as a ban on flying with hand held radios.

The AGM will be held in the third week of February. Please make a note of this and make every effort to be there. Last year we had a great turnout so let's keep it up. You will all be notified officially in the post by the secretary closer to the time.

For those not flying away this year, we have the Winelands Week. There will be tuggies and instructors available between Christmas and New Year. Winching will also be on the cards, so it may prove to be a bumper week, especially if the weather is great.

For those travelling, take care. See you all in the New Year.

News from the editorial basket

Peter Wooley

This time we have something for everybody, including two articles on cloud experiences - interesting as it is quite possible to have a cloud experience even at Worcester. Especially interesting as some of our clouds have hard centres. We also have news of some exciting developments on the cross-country scene. Jacques Willig and Alan O'Regan have put together a local league framework aimed at actively encouraging a mild form of cross-country competetion within the club. It's now up to us to go ahead and try and make the most of this initiative.

While we have unfortunately had to say good bye to a few members recently, we wellcome Nicola Freeman, daughter of the redoubtable Marianne Thomson and fiancé of Cornelius von der Heyden.

On the instruction front, André Leeb du Toit recently received a letter from Jon Driver-Jowett expressing appreciation for the efforts of everybody involved in the last ab-initio course. While the organisers of these events do not expect thanks for their efforts, it's always gratifying when they are offered - it's things like this that make it all worthwhile.

On Saturday 21st November the weather (for once) co-operated and allowed a pleasant fly-in of power aircraft mainly from FASH. Worcester's C172, ZS-MDF, returned from its expensive absence and Pieter Truter had a wonderful day demonstrating his very neat, newly acquired Super Cub.

It's wonderful how many people are taking the trouble to write pieces for the Krautkoerant - it makes the members' reading as well as the editor's job a pleasure. Contributors should please note that the editor may, entirely at his own discretion, delete from, add to, or alter items which have been submitted for publication. He also reserves the right to report anything which he considers worth the members' reading, not only the factual but also those inconsequencial late night meanderings which he sometimes overhears at the club bar and other late night venues. You have been warned!

Breede River cross-country league

Jacques Willig & Alan O’Regan

If you are interested in seeing how your cross-country flying compares to other pilots flying in the Breede River valley, then read on!

Objectives

To encourage the development of the cross-country flying skills needed for badges, records and competitions.

How it works

The league is open to all pilots who are cleared for cross-country flying. Only cross-country cleared pilots may enter. Flights must originate (takeoff and start point) in the Breede River Valley (Swellendam to Wolseley). There is no restriction on the type of glider (provided a handicap is available for it) or the type of launch but the scoring part of the task must be without power.

You don’t have to have all the flight recording equipment to enter a flight in the league, but it is recommended (after all, you will need to practise recording your flights for badges, records & competitions). Recording evidence is only mandatory for the winner’s and runner-up's flights.

Flight recording may be by means of a TRC (time recording camera) and barograph or GPS trace. Turnpoints (maximum three), start points and finish points are strictly an FAI sector (if you are not sure, ask an experienced XC pilot) and flight recorders must record a fix in the sector. For height gains (a maximum of half of your league scoring flights can come from height gains) only a barograph is required. Outlandings for TRCs should be witnessed on a claim form and the time recorded by photographing the fin. GNSS outlanding for those with Flight Recorders is acceptable (you are scored to the closest point to which the glider track comes to the turnpoint even if you do not actually land out).

Start points remote from the take-off point are allowed (i.e., you don’t have to start over the airfield from which you launched, you could start from a remote point like the Quarry or Victoria Peak). Maximum start height is 5000’ AMSL. Remote finishes are also acceptable.

To score the best possible points, the flight should be a pre-declared (declaration must take place prior to take-off) closed circuit task of the maximum distance you are able to complete. By way of example, for a given handicap, a 100km flight at 100kph will score approximated the same points as a 200km task flown at 55kph, a 200km flight at 100kph will score double the 100km flight at the same speed.

A claim form must be submitted for each flight. A pilot may claim flights flown in different aircraft. Any number of flights may be submitted (see below for which flights score). Only P1 (in a two seater) may claim the flight for the league. The league period runs from 1 February to 31st January. Claims must be made within two weeks of the date of the flight. Flights between February 98 and January 99 (inclusive) should be claimed by 14th February 1999. Claims to be handed to Jacques (7 Glenugie Ave, Tokai 7945) or Alan (7 Stellenberg Ave, Kenilworth, 7708).

Classes in the league:

1) Open class (no day restrictions), best four flights per pilot score.

2) Weekend class (flights on weekends and public holidays only), best four flights per pilot score.

3) Club class (flights on weekend days only and in club gliders), best three flights per pilot score (only one height gain allowed).

Scoring:

1) Handicaps as per Sailplane & Gliding Oct-Nov 1998 Page 287. Further details on scoring will be published on the club notice board.

2) Completed, pre-declared tasks score full points. Uncompleted pre-declared tasks score 75% of points. Undeclared tasks score 50%.

3) Minimum distance for declared close circuit tasks is 100kms. Maximum three turnpoints, each turnpoint can only be used once, turnpoints must be at least 10km apart.

4) Score calculation is P= (dist * (4000+ (v)2)) / (20 * (si or sih)) where dist = distance of task flown, v equals average speed and si or sih is the handicap as published on the notice board & S&G.

4) Height calculation is [(height gain in feet) - 5000] ¸ 10

Photographic Evidence:

Photographs should include the following:

1) A photo of a start board/declaration clearly showing:

• The date
• Pilot's name
• Glider type and identification
• Declaration of start, turning and finish points

2) Photos of the start point, each turnpoint rounded and if possible the finish point.

3) A photo of the glider fin showing the same identification as on the start board.

4) Cut films are acceptable if accompanied by a declaration containing the following for each flight on the film:

• Date of the flight
• Pilot's name
• Glider type and identification
• ALIGN="JUSTIFY">

GPS evidence:

1) Until an established list of turnpoints is published the declaration must include the lat/long or turnpoints as well as the description of the point. The most commonly used points will be published in a list before the 1999/2000 league. For type A loggers this can be electronically done. Note: declaration before take-off.

2) If you are using a non-secure logger the you will need the declaration signed by an Official Observer or an instructor before the flight.

We will keep you regularly updated on how the league is progressing via the notice board and the KK. All you have to do is get out there and fly!

Namibian Gliding Championships
Bitterwasser November 1998

Alan O'Regan

There is a lot to say about Bitterwasser and particularly the hospitality we received from the club and 'Pty' when we visited there. However, you should know at the outset that we were challenged by very unfavourable weather conditions and we were only barely able to make a competition of it. In the 10 days we were at the site, only five were flyable and only three enabled us to set competition tasks.

Bitterwasser is a dry pan nearly circular with a diameter of approximately 3.5km. You would have thought that so much choice of runway would be a pleasure, but as the wind changed frequently we usually had some cross-wind component on take-off. At least we were able to grid horizontally to speed up the launch rate!

The site has plenty of shade (around the club house) and a wonderful pool. Most of the accommodation is not air-conditioned. The highlight of the competition (for me) was the wonderful hospitality we received which was laid on 120km from the nearest town! The meals were all provided and we wanted for nothing (bar some weather)!

Shortly before the competition the Bitterwasser tug was involved in an accident, but we fortunately managed to arrange a replacement (with our very own Kobus Niewoudt as tug pilot - thanks again Kobus) but this did make launches very expensive. Kobus had to ferry the tug from Johannesburg via Windhoek to Bitterwasser giving him a trans-Kalahari Safari on the way. Not all the launches were aerotow, some were via their rather colourful gamadoelas-jalopy of a winch which sometimes delivered launch heights over 1000m!

We divided the field into two classes (open and club), and while this initially caused some concern (especially splitting such a small field) it proved to be the right decision (had we had the weather!). The open class flew three days (330km, 170km and 220km) and someone landed out on each day. The standard class also flew three days (300km, 170km and 108km). Both classes flew the same task on Day 2.

The opportunities for land out were - how shall I put this - not very varied. Either a pan or a road. The roads actually make reasonable landout possibilities for 15m gliders because they are all over the place and have no signs, wires, poles or vehicles! Ask Hans - he landed GIG on one with only the sort of minor scratches you must expect from any field landing. I landed on a pan on Day 1 after 300km and was able to aerotow out of it again (fortunate since there were no roads)! Notably, only one pilot in the whole competition managed to complete all the tasks set - Sven Olivier in SP.

The competition was run by Jos van der Merwe of the local club at Bitterwasser and a our thanks again to Jos, the club, the Soaring Society of Namibia and the Bitterwasser Pty for a wonderful holiday.

Cross-country flying diary

The following flights have been extracted from the "Memorable flights" book which has been on the bar in the club house since the beginning of October. Please share you cross-country experiences with us by noting at least the bare details of your XC flight!

2 October - Ed Verpraet flew 340km in GIG at 105kph (after 4 days of duty-piloting for the ab initio course) using convergence & ridge thermals in a zig-zag task between Ashton, Villiersdorp and Goudini. On the same day Mark Seigelberg took GUC 2km short of Swellendam for a Silver distance.

10 October - Sven Olivier (SP) did a short flight - short of Ashton, short of Wolseley and short of Villiersdorp! Alex Kielczynski (GIG) also had a short flight, short of Robertson and then landed short on the way back at the Overhex turnoff (consolation was the passing - do they ever not pass? - motorists managed to get him clear before the glider blew up and a farmer provided restorative substances)! Nicky Oberhofer (GHR) turned short of Robertson and Jan du Toits Kloof.

18 October - Otto & Ed (TR) did a 220km task including Barrydale.

19 October - Hilmar Fuchs (ASH25M) completed 530km via Montagu, Laingsburg and Oudekraal while Otto (TR) flew 400km in reported 6m/s thermals to 13000ft. Gehard Waller also completed 288km O/R to Laingsburg in his ASW20.

29 October - Ed & Otto (TR) flew an O/R to Swellendam all below 3300ft!

7 November - Jacques Willig (K6 GUH) flew O/R to Robertson and Pete Wooley (GKS) flew O/R to Swellendam, then Mostertshoek and Vic Peak.

14 November - the wave was back! Pete Farrell (GII) flew 200km to Wolseley and Gonop (South of the N2) mainly above 8000' while Rheinhold Laurenz & Pete Wooley in the new DG500 (RL) flew Vic Peak, Tulbagh and Saronberg.

15 November - Ed & Martin Grunert (TR) flew 265km to just beyond Citrusdal.

21 November - Jacques (K6 GUH) flew Robertson O/R and nearly had to test Lynne's retrieve skills on the way back! Pete Wooley got the GPS working at last (whoopeeee!) and flew out beyond Citrusdal for a total of over 300km).

I know a lot of other cross-countries were flown, but if you don't tell us about them we'll never even know it was possible!

Scribble in the book on the bar after flying!

The thunderstorm Max

Max Kegel

"In a hurry I became airborne and gained altitude in a few seconds. The thunderstorm was closing in as a dark wall. I circled towards the cold front and entered an intense rising air mass. I was instantly aware that I should set course for Neustadt. I turned downwind in order to get out of the clouds, which were becoming denser all the time! My planning failed, and the formation of clouds became so intense, that I was unable to get clear of them, although I was heading in the direction of the thunderstorm. Suddenly the plane got totally hidden in the clouds. It's raining - it's hailing - the clouds are getting more and more compact. For quite a while the sight of the ground has disappeared, and it has become impossible to make any check of my position. I am now unable to see the wing tips, as I'm surrounded by dark clouds. My face is being hit by a swarm of hails. I can only read my air speed indicator with all my concentration.

I am in the centre of the thunderstorm, really. In which direction shall I fly? Just before entering the clouds I had the wind from behind, accordingly I'm supposed to leave the clouds in a short while.

The track must have changed. But I have no other instrument than the cup-anemometer. I am fully aware of the dangers of flying in clouds, accordingly I am avoiding turns, but try to keep flying straight ahead. I feel that I am climbing continuously. My plane is moving like a piece of paper in the updraught in the chimney over an open fireplace. The fact that I am climbing means that I am not endangered of a collision with a mountain, a forest or other obstructions.

I am surrounded by complete darkness. I have a feeling as though I was below a waterfall, it sounds as drum beats when the hails hit the plywood covering of my glider. My main efforts are concentrated on keeping the forces on the glider at a minimum. For this reason I try to maintain a speed of 16m/sec. Wind gusts result in an indication on the anemometer, exceeding the max of 20m/sec on the scale, and then an indication of 8-12 m/sec - ie. in reality more than 30 m/sec!

It is now completely quiet around me, absolutely quiet. In order to avoid any vibration of the wing surfaces, I am pulling the stick to a speed of 16 m/sec - then - it becomes suddenly quiet - a deadly silence around me. The pointer drops suddenly back to 4 m/sec, and the plane starts to slide over the tail, not over the wing. I still have a feeling of level wings. Slowly and very carefully I push the stick forward to a speed of 16 m/sec. This occurs again and again.

To my right the clouds are getting brighter, I apply a little rudder to the right. After a few seconds I am out of the clouds and flying in a beautiful weather and below, some 1500 - 1800 metres, I can see the landscape in sunshine.

Where can I be? I cannot see the Wasserkuppe - or any other well known landmark. The corn is sheafed on the fields - it's lowland. The Fulda area? No! Neustadt? It's possible. The wind is from behind, and so is the Wasserkuppe. A wonderful feeling. Neustadt and this altitude! There is Köningshofen and there is Fränkische Saale. A wonderful feeling to glide silently through the air. I am heading for Neustadt and then right for Köningshofen. I am progressing fast with a good tail wind and passing one village after the other. Now and then I am looking backwards in the direction of the thunderstorm. In my flight direction the Thüringer Wald is spreading out! I am still at an altitude of 300-400 metres, below me is a village, which I am passing with a "Hello!" Some kilometres away I discover a meadow suitable for landing. Who knows, if I can find a better landing ground - so...! I start descending turns, and then the ski under the fuselage starts sliding over the grass - and the plane stops. Slowly I am climbing out of the cockpit. From the watching spectators I learned, that I had arrived to Gumbertshausen at Coburg."

Solo on the winch

Claudia Schuster

I would like to say thank you very much to everyone who made it possible for me to go solo on the winch. Especially a big thank you to the winch syndicate. Without your backing and dedication, I could not have done it.

Flying on the winch was frustrating at times. Either the winching vehicle's battery was flat, or the winch brakes weren't functioning, or the retrieve vehicle wouldn't start, or the cable had to be fixed. But once the winch was operating, it was all worth it. I had up to three launches a day, sometimes being the only pupil and having two instructors to my assistance.

In the past few months a lot of effort was put into upgrading all winch equipment. It's becoming less of a struggle to get the winching operation going. I truly hope the winch will be utilized more in the future. To me it feels quite boring being dragged behind the tug plane, when I could be accelerated into the air by the winch!

Kroonstad Flying Club

We recently had a letter from Trevor Fisher, CFI of the Kroonstad Flying Club. He very kindly enclosed a cash donation to our club "for something we might need". Thank you very much Trevor.

The Kroonstad Flying Club has grown recently to 28 members and operates, like us, from a municipal airfield about 10km outside Kroonstad, mainly on winch. Due to the fact that they only have three instructors, they are presently trying to train a few more pilots to instructor standard. Kroonstad has three runways, the longest being 2km, which gives them up to 2700' off a winch launch. Thermal tops are sometimes as high as 17000' and the Free State is flat enough to land out almost anywhere.

The club has a Bergfalke II and an ASK 13, as well as R125 000.00 in the bank reserved for another two-seater.

Trevor extends an invitation to any CGC members who may be in the area to pay them a visit.

Maintenance Matters

Dave Starke

Just when we think we are getting on top, everything seems to go wrong. A ground towing mishap to GJJ has resulted in an insurance claim and a trip to Jhb where Peter How repaired the damage to the vertical fin and horizontal stabiliser. Graham Levitt has brought "Juliet" back and she should be flying again by the time you read this.

Incidents of this nature are not accidents as they are entirely avoidable. More damage is caused during ground handling than flying accidents. Apart from the direct cost of repairs, the loss of revenue to the club and the lack of aircraft availability to members is substantial.

GOK was involved in a flying accident causing damage to the undercarriage and control mechanism plus blowing out the main tyre and tube (tyre replacement alone exceeded R2000.00). A previous wheels up landing also caused underbelly damage. Repairs have been nearly completed by the ever-willing Rudi with help from club members. GOK should also be flying by the time you read this.

GIG was found to have a defective elevator connection mechanism. From examination of the connection hook it would appear that the elevator could have become disconnected during flight. A Perspex inspection window on the top of the elevator had been painted over, probably many years ago. This meant that we were not able to verify that the connection was secure. Would all GIG pilots please note the correct assembly procedure as per the manual; if this is followed assembly is easy and secure.

New components were air freighted from Germany and a vertical actuation tube from a Ventus was fitted with factory approval. This repair was done by Hans Prüter with technical advice and assistance from Edi Malinaric. GIG was ready in time to fly at Bitterwasser.

UUA now has a new throttle control fitted by Horst and Andre, kindly donated by Otto. New outrigger wheel supports, once again machined by Horst have been fitted. Andre arranged a temporary repair to the starter relay, which should hold until the replacement part arrives from Germany.

GHB has had to take a back seat for a while with other priorities and with Rudi being away for 3 months. Work on the rebuild will commence in the New Year. Would all who are able to assist in this project please contact me so that we can draw up a work schedule.

GTO: Minor damage to the "D" box resulted when a rock penetrated the plywood near the tip during landing.

GUC: An oxygen system has been purchased and should be fitted shortly.

GUU: The battery in this glider needs to be moved to a more convenient position and the wiring needs to be changed to use the standard battery connection.

Please ensure that all batteries are put on charge after flying. Duty pilots should take spare batteries to the launch point in the flight centre and change batteries in the two seaters when the radio transmission weakens.

Maintaining our fleet of gliders is becoming an overwhelming problem. The fleet is getting older and flying activity remains at a high level. Most maintenance is carried out on a voluntary basis by a small core of willing, capable club members. Unless more members get actively involved, we will be forced to use the services of professionals, assuming we can find suitable professional repairers. This will inevitably lead to an increase in flying rates.

Safety must be our number one priority and unless maintenance and care of equipment is improved we are in danger of putting this in jeopardy.

There must be many members who have the skills and experience required. Please give me a call and offer your services. Those who don’t have the required technical skills can assist and learn at the same time.

One of the major problems when it comes to repairs to gliders is the organising that is required. This can be managed by non-technical members who have good motivational skills, but we need these members to come forward and offer their services.

Consider what is required in a typical glider repair.

1) The repair is assessed; can the work be done at Worcester or must we find a venue in Town. If required arrange a venue.

2) Find a suitably competent person to undertake the repair and supervision of helpers.

3) Determine what materials, tools and supplies are required for the repair.

4) Arrange for the sourcing, purchase or loan of materials and tools.

5) Make sure the glider is de-rigged and towed to Town if required.

6) Check that sufficient wing stands, fuselage supports, lights etc. are available.

7) Prepare a formal work schedule with sufficient committed helpers.

8) Manage the project, make sure that the technically competent person does not have to waste time on organisational matters.

9) When the repairs are complete, ensure that the glider is returned to the airfield, rigged and all log book entries are completed by an approved person.

10) If required arrange with the CFI for a test flight.

In this way far better use can be made of the limited expertise we have available.

From Randal Cullen
Somewhere off the Namibian coast

I have noticed that seagulls ground themselves when the wind speed reaches 40kts. Everything, including the storm petrel, is grounded at 60 kts.

Seagulls out here are the large grey backed herring gull variety. They use the ship as a ridge. They seem to catch wave just below the heli-deck off the stern. This lifts them above the heli-deck, from where they cruise along the length of the ship, two passes to maximum height. The ambitious soar in small figure eights up the drill derrick. The lift seems to work up to 10m away from the ship.

Sea Gulls appear to honour ridge rules with overtaking birds moving well out and keeping an eye on who they are overtaking. Birds flying stern to bow have the ship on the right and stay close while opposite direction traffic moves out to accommodate passage. We haven't had to eat one yet, thank goodness, so no report on the gastronomic side.

Storm Petrels have wings like a discus that taper to the end, probably really bad for flapping, but great for high speed soaring. They appear to be travelling at 25 to 30kts along the advancing fronts of waves, riding the displaced air. Their wingtips almost touch the moving wall of water as they ridge hop from wave to wave and do sharp pull ups to scan for fish between high speed runs. They seldom appear at wind speeds of less than 30 kts. So I have no idea what they do on calm days. The thermals out here must be the pits.

So far there haven't been any hitch hikers on the decks which is a good thing since they don't use wet paint signs, despite everything being newly painted every day (it seems).

Dead man's dive!

Hendrik vd Berg

There I was at 12000' below the biggest Cu in the strongest thermal of the summer. With both varios pegged and the audio screaming I was whisked into the cloud and everything turned grey. I decided to turn till I faced back to the airfield and then gently dive out of the cloud. The lift was incredibly strong and when I lowered the nose I still seemed to be gaining altitude. Speed was building up and I went into negative flap. The airspeed was increasing at an alarming rate and I decided to slow things up a bit by raising the nose again.

Without any visual clues as to what was happening I was surprised to find that the more I came back on the stick, the faster the glider was going. In the end the stick was right back and incredible g-forces were acting on my body and I was aware of a pain from the middle of my spine. The ASI had gone way past the VNE red line and I knew that something was very wrong, though I did not know what.

When the 17 eventually broke out of cloud I could see the ground right ahead, slowly rotating to the right. The rotation was easily corrected but I recovered too quickly and seconds later found myself pulling straight back into the cloud! This time the glider stalled and fell out of the cloud, fortunately slower than the previous exit.

Full of adrenalin and shaking with fear and relief, I flew straight home to terra firma.

The flying panel and you

Any members with safety concerns are urged to discuss them with one of the flying panel members, or alternatively, to bring them to the notice of the panel at one of its regular monthly meetings at Worcester. The dates of these meetings are indicated on the duty roster. Please contact either André Leeb du Toit (CFI), Boet Coetzee, Mike Pascoe, Gary Pottage (Chief tug pilot) or Charles Torrance (Safety Officer) if you wish to discuss any safety matters.

New clubhouse telephone number

The new code AND telephone number are (023) 343-2904. Please amend your phone list now while you are thinking of it!

Letter from Japan

Helmut Morsbach

Dear Glider Pilots (past and present, retired and active),

I would like to share the following with you, since all of you may be interested reading Betty's account of important events in the history of our club:

Flying back from Cape Town to Kuala Lumpur and Osaka, I met the Captain of the Malaysia Airlines 747, Captain Siva Rama. He had just stayed at Bomber Jackson's farm and had Bomber's copy of Betty Rowell-Beatty's book with him. The book is called "Just For the Love of Flying", published by the Wind Canyon Publishing Company, P.O. Box 1445, Niceville, Florida 32588-1445, USA. The book's ISBN number 1-891118-00-5. Betty wrote it in 1991, but in the epilogue mention is made by one of her children of Betty and Pat Beatty's untimely death in a car crash. It has quite a lot about her flying with Heinie von Michaelis in "Betty's Wave" (with photos).

Today I checked with the US Internet bookshop 'Amazon Com' and they stock it for US$16.95, so I shall order a copy for myself from them. You might like a copy as well.

By the way, Captain Siva (who is of Indian origin) hopes to be based in the Cape for his airline's flights to Buenos Aires. I gave him various contact numbers, since he is very interested in gliding, as well as being involved (with Bomber) in building experimental light aircraft. I hope he will get in touch - if he does, try and make him land his 747 on Worcester airfield.

With best regards,

Helmut

Daimler Benz

Duty pilots must remember that only those pupil pilots whose names are on the list in the Flight Centre may fly on the Daimler Benz bursary scheme. It is up to the duty pilot to make sure of this before any person flies.

Outstanding accounts

While not wishing to dwell on negative aspects of club business, there are currently at least 12 members who owe the club in the region of R1 000.00 each, and one that owes over R2 000.00. Well over R20 000.00 is currently outstanding from members. You are all urged to keep your accounts in credit as this keeps club running costs down, with a resultant saving to the general membership.

Some members are making direct deposits to the club account. There is nothing wrong with this. However, due the the vagueness of the statements which banks are presently supplying, we are only able to credit your flying account if you provide the bookkeeper with details of the deposit. Otherwise, while the club does receive the money, it is almost impossible to discover who it is from. Please mail or fax details of these deposits to Barbara, our bookkeeper, at 96 5154 (if it's a fax, first give a call to get the fax switched on).

Letter to the editor

CGC Smalls

OFFERS ARE CALLED for the redundant club glider trailer with the German licence plate KS-N 1862. Please address offers in writing to the secretary, PO Box 4154, Cape Town by 10th January 1999.

WANTED: Closed trailer for 15 glider. Contact Horst Mücke 99 2725.

FOR SALE: Caravan site at Worcester yacht club (Brandvlei). R4500, contact Jaco Noteboom 082 490-4283 or 975-4319.

FOUND: In club hangar, vicinity of ZS-UUA, one 7mm flat/ring spanner, contact the editor.

FOR SALE: Professionally produced glider DI books available at R10.00 each. Contact André Leeb du Toit 782 2362,

FOR SALE: VARCOM final glide computer (GPS compatible) for Final Glides on Rails! Includes electronic barograph. Also, modern Winter barograph - no need for all that winding - it has an electric spindle. POA Alan O'Regan on (0) 21 762-9459.

FOR SALE: Numerous gliders and shares in gliders: Grunau Baby IIb Needs recovering and some wood work, open trailer £750. PIK20B (one third @ R25000 or whole glider), Std Cirrus (R65000), SF26A (R32000), Ventus A ($40000), Mini Nimbus CM (potential self launcher) (R99000), Fournier RF4 (R69000), Grob 109B (one third @ R90000), Kestrel 19 (cheap). For more details see the notice board in the clubhouse. Compared to prices in Sailplane & Gliding magazine, these seem very low.

FOR SALE: Chamois leathers (large), only R30.00. Speak to Jacques Willig 713 0194. You are supposed to have your own one to wash the club ships you fly, remember!

NEXT KRAUTKOERANT

The next Krautkoerant will appear in February. Thanks to Trevor Fisher & Hendrik van der Berg of Kroonstad Flying Club (The Thunderstorm Max & Dead Man's Dive), Dr Mike Pascoe, Professor Helmut Morsbach, Dave Starke, Randy Cullen, Claudia Schuster, Klaus Samson, Alan O'Regan & Jacques Willig for their efforts in making this edition possible.

Deadline for the next issue is Wednesday 13th January and, as always, I will accept disk (WP5.1 or .txt format please), faxed, or snail mailed hand-written copy.

Peter Wooley, 12 Grove Rd, Rondebosch 7700. ph: 686-3883 New fax: 487 2592