WW2 Glider Pilots
What a fascinating instruction movie. It shows that necessity is the mother of inventions!
What I do not understand however, is how the shock of the sudden load due to the build up of zero speed to 130 miles on the glider is gradually applied, so that the airframe is not pulled apart by the increase of impulsl. Is it all in the elasticity of the nylon rope?
I remember that when needing to tow a car to the garage in the sixties (when cars still could stall and stop driving), we used a tow rope on the tug car, a pair of old bycycle tires tied to the other end, and then a rope attached to the stalled car tied to the other end of the bycle tyre. The resulting ovalisation of the tyres was the needed elastics to put a gradual speed built-up on the towed car and dampen the shocks of pulling.
So how was this achieved in the case of glider towing? Can any body shed light on this?
What I do not understand however, is how the shock of the sudden load due to the build up of zero speed to 130 miles on the glider is gradually applied, so that the airframe is not pulled apart by the increase of impulsl. Is it all in the elasticity of the nylon rope?
I remember that when needing to tow a car to the garage in the sixties (when cars still could stall and stop driving), we used a tow rope on the tug car, a pair of old bycycle tires tied to the other end, and then a rope attached to the stalled car tied to the other end of the bycle tyre. The resulting ovalisation of the tyres was the needed elastics to put a gradual speed built-up on the towed car and dampen the shocks of pulling.
So how was this achieved in the case of glider towing? Can any body shed light on this?
https://ps.ci.lubbock.tx.us/docs/sil...rsn=191cd8c6_2
The use of tow ropes made of nylon fiber developed by the E. I. DuPont Company greatly enhanced glider "snatch pickups." This fiber, when woven into a rope, was elastic. It would stretch 25% to 30% of its length and thus absorb much of the shock as the glider became airbome. The rope would then retum to its original length. Because of this characteristic, the average acceleration for pickup was only 7/10 of one G, which according to AAF Manual No. 5- 17, lasted about 6%2 seconds. This is significant if you consider that pilots catapulted from an aircraft carrier experience 2% G's. The glider would usually become airbome in no more than 200 feet. Twin-engined Douglas C-47 transports were the primary aircraft used to test the Model 80C pickup system. Several were retrofitted with the device for the tests. The M-80C Glider Pick-up Mechanism, as it was officially designated by the AAF, consisted of a controllable, motor-driven, energy absorbing drum containing 10003 feet of flexible 5/8"steel cable, twin pulleys, torque tube, hydraulic cylinder and explosive cable cutter controls. The mechanism was bolted to the floor on the left side of the cabin about six feet from the front bulkhead of the aircraft. The reel was equipped with friction clutch that could be adjusted for different glider weights and speeds. The amount of cable played out was directly proportional to the weight of the glider and the nature of the acceleration of the glider after the pickup. Under most circumstances the cable pay-out was usually less than 600 feet. The maximum designed load of the pick-up unit was 8,000 pounds.
In addition to the normal crew of a pilot, copilot, crew chief and radio operator, the retrieval aircraft required a winch operator. The aircraft crew chief and radio operator assisted the winch operator if necessary. The winch opera- tor's function was to properly set the pickup drum clutch snubbing adjustment, which was based on the glider's weight and the aircraft's proposed speed at the instant of the cable hook/ glider rope loop engagement. The drum manufacturer (General Aviation) provided a chart with recommended snubber settings for various glider weights/aircraft contact speeds, etc. The shock of the initial contact with the nylon rope was the critical moment that placed the greatest stress on the flexible steel cable. At the very instant of "snatch" the winch operator's judgment received its most critical test. A misjudgment could result in a broken cable and possible severe injury to the operator or damage to the aircraft, or both.
In addition to the normal crew of a pilot, copilot, crew chief and radio operator, the retrieval aircraft required a winch operator. The aircraft crew chief and radio operator assisted the winch operator if necessary. The winch opera- tor's function was to properly set the pickup drum clutch snubbing adjustment, which was based on the glider's weight and the aircraft's proposed speed at the instant of the cable hook/ glider rope loop engagement. The drum manufacturer (General Aviation) provided a chart with recommended snubber settings for various glider weights/aircraft contact speeds, etc. The shock of the initial contact with the nylon rope was the critical moment that placed the greatest stress on the flexible steel cable. At the very instant of "snatch" the winch operator's judgment received its most critical test. A misjudgment could result in a broken cable and possible severe injury to the operator or damage to the aircraft, or both.
One of the TPs on D Sqdn at Boscombe in the 70s was a Major Ken Mead AAC (later Lt Col.) Chatting to him one day and he mentioned, in passing, that he was an ex Glider Regt. WW2 pilot (Staff Sgt?). Didn't elaborate but likely to have been on 'Market Garden'. A total 'English Gentleman' and an absolute pleasure to have known him.
I always loved a good 'Snatch'
One of the TPs on D Sqdn at Boscombe in the 70s was a Major Ken Mead AAC (later Lt Col.) Chatting to him one day and he mentioned, in passing, that he was an ex Glider Regt. WW2 pilot (Staff Sgt?). Didn't elaborate but likely to have been on 'Market Garden'. A total 'English Gentleman' and an absolute pleasure to have known him.
Snatch launches of Horsa gliders were also successfully made as can be seen in these AFEE trial photos. In this case the glider's AUW was up to 9400 lb ie well over the Model 8 winch's maximum design load of 8000 lb.
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I have been trying to research a small part of this subject in relation to Sqn Ldr A B Wilkinson. He seems to have been a significant figure in the early use of gliders. I have found out he participated in Ops Freshman, Beggar, Ladbroke & Faustian. He was killed in a Halifax on 13 Jul 1943 over Sicily. He features in the book The Wooden Sword. I would be grateful if anyone can offer any advice for further research. Thanks
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Because of the high casualty rate of Glider pilots at Arnhem, we pilots, home from the Empire Air Training Scheme and the British Flying Training Schools in the USA, and awaiting further training for Fighter or Bomber Command and waiting in Harrogate, were asked to volunteer for the RAF Element of the Glider Pilot Regiment. Very few volunteered, so we were told that if we did not volunteer, we would never fly again and be sent to the Infantry or down the mines! Yes, down the mines!! So, we became voluntary conscripts. RAF Regiment, two weeks at Bridgnorth, Shobden on Hotspurs, Brize on Horsas and Hadrians , OTU at Hampstead Norris, and then to our Squadrons. Mine was F Squadron at Broadwell. Our Army comrades “ we don’t carry passengers” trained us to become soldiers. Lots of weapon training on the ranges, escape and evasion exercises, driving motor bikes,jeeps, handling explosives ,mortars , in fact, able to be able to help our passengers after landing and until relieved by the 2nd Army, when we would return to Uk ready for the next one. I did the Rhine, Op Varsity. We. expected to cross one over the Elbe, but Ike stopped there. I was on embarkation leave for the Far East, we thought it would be an airborne assault on Singapore. Luckily, THE BOMB dropped, and I am still here. I was proud, to be accepted by our Army comrades. I left the RAF in 1947 by rejoined in 1951, and my GPR Training certainly helped me get my commission in 1953
My name is Lars and I'm associated with The Log Book Project, this might be a long shot..but hoping that Ormeside28 is still with us and active?
I am currently researching and writing an article on a person that also flew in "F" Sqr Glider Pilot Regiment, I recognize a lot of the above from his story - I would very much like to get in touch with Ormeside28 to learn more!
If F Sqr GPR then landing elements of the Royal Ulster Rifles in LZ-U near Hammilkeln to take the bridge over river Issel should sound familiar.
Crossing fingers here...
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I joined 637VGS as a Staff Cadet in 1971 and had the pleasure of meeting David Assinder, who had been in the Glider Regiment and ended up being seconded to the Glider Trials Unit.
He told me the story of the very early 'snatch' launches that were carried out using a Wellington. The first launch took the nose off the glider (cannot remember what type). The next was using, with a reinforced nose structure and a minimum stretch rope - the result being the fuselage stretched more than the elevator control runs!
He told me the story of the very early 'snatch' launches that were carried out using a Wellington. The first launch took the nose off the glider (cannot remember what type). The next was using, with a reinforced nose structure and a minimum stretch rope - the result being the fuselage stretched more than the elevator control runs!
