JANUARY CONTENTS DIARY

Transcription

1 JANUARY CONTENTS Indoor World Championships, Slanic, Romania, Oct TORQUEBACK F1G by ROGER WILKES 3 Correspondence 3 CIAM Bureau Meeting FAI Competition calendar 7 Coupe Europa, Middle Wallop, DEC 3 7 Timperley League Timperley Model Flyers 8 Coupe d Hiver Southern League A Big Tent 9 Salisbury Plain Free Flight Trimming 9 UK Competition News 9 FFn Index DIARY February 5 Chobham Common February 11 Middle Wallop February 12 Chobham Common February 14 Lost Hills, California USA February Lost Hills, California USA February 24 Viabon France March 3 Pori Finland March 4 Area Venues. Chobham Tree Chop. See FFn Meet at Clump car park at 10am. Crookham Gala..See page 9. Mini Vintage RGP; CdH, Comb Power, Comb Glider. CdH 3 or 5 flts, all other classes 3 flts. All contestants to be BMFA members. Start Airfield charge. J Thompson, Johnd.Thompson@btinternet.com Chobham Tree Chop. See FFn Meet at Clump car park at 10am. California Cup. F1E. World Cup event. Jim Parker, 9524 Ruffner Ave, Sepulveda, CA 91343, USA, tel: Maxmen International. F1A, F1B, F1C, F1Q, F1P. World Cup event. Contact: George Batiuk, 2221 King Street # 2, San Luis Obispo, USA, tel: , fax: , E: slogb@charter.net Philippe Lepage. F1B. World Cup event. Jean-Pierre Challine, 13 chemin des Chêneaux,91220 Bretigny sur Orge,France, t: , mjp.challine@tele2.fr, web: Bear Cup. F1A, F1B, F1C. World Cup event. Contact: Kari Lindgren, Muonamiehentie 5, Pori, Finland, tel: , fax: , pipo.lindgren@dnainternet.net BMFA 1st Area. C/P (White), F1A (K&MAA/Plugge), F1G, Vintage (Plugge), HLG/CLG. March 11 Middle Wallop March Gjovik Norway March Salisbury Plain March Hranice Czech Republic March Matfors Sweden March 25 Area Venues. April 6 (Good Friday) Church Fenton SAM 1066 Fun flying and trimming. There may be other users of airfield and restrictions may apply. BMFA members only. Contact: Mike Parker, , michael@cavgrove.freeserve.co.uk Holiday on Ice. F1A, F1B, F1C. World Cup event. Contact: Tor Bortne, Jernbanev. 28, 2840 Reinsvoll, Norway, tel: or , fax: , tobortne@bbnett.no, web: BMFA FF Trimming. See page 9. Contact Bernard Aslett to pay fees and get on Army security list. Call Peter Tribe on on Friday to check availability. Winter Cup I and II. F1E. World Cup events. Contact: Vojtech Zima, Smetanovo nab. 1840, Hranice, Czech Republic, t: or Matfors VT International. F1A, F1B, F1C. World Cup event. Contact: Mikael Holmbom, Österlo 140, Stöde, Sweden, tel: , mikael.holmbom@matforsmfk.se, web: BMFA 2nd Area. C/G, F1B (Weston/Plugge), Mini Vintage (Plugge), F1J/BMFA1/2A, P30. BMFA Northern Gala. B/G (CMA), B/R (Caton), B/P (Hamley), O/E, SLOP (Falcons), F1G, F1H, F1J/BMFA1/2A, Mini-vintage, HLG, CLG. Contact and CD:Denis Davitt,

2 INDOOR WORLD CHAMPIONSHIPS, SLANIC, ROMANIA, OCT 2-7 By Geoffrey Lefever. Results were printed in November FFn The British team selected in 2005 comprised Derek Richards, Nick Aikman and Geoffrey Lefever with Clive King as Team Manager. For me the end of 2005 and early 2006 was a busy time. For those who are not familiar with indoor duration flying the period of October to April is more or less a closed season with conditions in the Cardington No.1 shed more or less unflyable. The temperature and humidity within the shed closely approximate to the exterior conditions with so many holes in the roof. At times there are pools of water covering the concrete floor. The season kicked off in April with a high level of enthusiasm. Derek had at least five models which had been performing well, Nick also had a full complement ready for the new season. I had built four new models over the winter. The first meeting was to be in chill and humid conditions but my models performed well with 10 to 11 minute flights on A motors. We had all agreed to fly on 1/3 motors to provide a compromise between performance and flights limited to a safe altitude of approx. 1/2 shed height. We were flying with fixed pitched propellers. The Slanic Salt Mine is approximately 220 feet high and is now the only site where V.P. Propellers are likely to show no advantage. The 11th June provide perfect conditions and I was very happy with 11 to 12 minute flights. The models behaved impeccably. July meetings not only provided team practice but also trials for the 2007 European Championship Team. For this short period VP. Propellers were once more the order of the day. Rather late in the day I realised that my motor sticks were somewhat marginal. On one team practice day I had three motor sticks fail in very humid conditions. Perhaps better then than in the salt mine, however now new sticks had to be produced and trimming resumed. The layout that I had adopted was with the motor slung at 45 o beneath the stick and with the intention of providing both VIT and additional side thrust as a result of stick bow at high torque levels. Until now this had worked well. A final team practice session was arranged by Clive approximately one month before we were due to leave for Romania. Conditions in the shed were not at all bad and Derek s models performed splendidly. Nick s also performed well. Alas my new stick models with stiffer sticks could not be trimmed to handle a high torque climb out. There was barely disguised concern on the faces of my team mates and team manager and I had some serious thinking to do. Over the next week four models were converted back to a conventional configuration with motors slung vertically beneath the sticks. Clive and I arranged a mid-week flying session and in 7 hours of solid flying I had three models in good trim and returning flights of 10 and 11 minutes. I do not know which of us was the more relieved. The following Sunday the fourth model was trimmed out in a similar fashion so we were all ready for the off. Another rather worrying situation had arisen and concerned the bombs on airliners scare. It appeared that there was no possibility of taking our boxes into the cabin as hand luggage. Derek managed to produce three excellent triple thickness cardboard boxes sufficient to provide 50 mm of foam packing around our model boxes. Clive had spent much time on the phone to officials of the Romanian airline, TAROM, and we arrived at Heathrow with a slight possibility that model boxes could be taken on board as hand luggage. Clive s earlier efforts paid off. One model box was produced and we were given permission for boxes to be taken on board as hand luggage. The splendid cardboard boxes with foam packing had to be abandoned. Model boxes and the hold of an aircraft are not really compatible and we had very great concerns that the models would not be intact when they arrived at the other end. And so the British contingent set off, the team of three and team manager together with helpers John Shaw and Peter Ing as official helpers and Brian Stitchbury as the eternal time keeper. The flight was good and we stayed overnight at a hotel near to the Bucharest Airport. An early start in two hire cars took us all to Slanic by midday. On this occasion we did not take the scenic route. We were a day ahead of the official training day and were delighted to be told we could fly in the mine from 2pm for a few hours. From the lift shaft the mine extends for perhaps 400 feet and there is then a shorter stub which projects from the far end. From the lift shaft there is an area set out for test flying. There is then a compound enclosed with polythene sheeting and with tables and lights for each team. Beyond this there is an area of unstable roof where water penetrates and there are occasional small rock falls. Beyond that is the official contest area with most flyers choosing to fly from the intersection. The mine is entirely man made and the lower levels were excavated by slave labour during the war. Dates such are 1942 are painted onto the rock salt surface. The mine is perhaps 120 feet wide and is shouldered at high level resulting in a width of only 50 or so feet at roof level. It is necessary for models to centre on the climb out and a consistent pattern is required with a fairly tight circle. We were soon practice flying on 1/3 motors in the contest area and it became obvious that models were not performing as we had expected. 1/3 motor times were down to 8 or 9 minutes for no apparent reason. Because of the cold and humidity motor sizes were increased but to no good effect. This was somewhat sobering and all of our efforts on the following practice day failed to make any great improvement. At this stage we had no way of knowing how other teams were fairing. The programme for flying for the next 3 days was for each team member to put m an official flight in the morning and afternoon. Six in total and the best two to count. The first day showed that we had a mountain to climb. Some excellent times were recorded. We had anticipated that the American team and Romanian team would provide the strongest opposition and be likely to take medals. However at the end of the first day Cailliau, an American flier, had put in 2 flights no less than 35 minutes each. It was just not possible for us to console ourselves with the thought that the conditions were bad. We struggled to make 26 or 27 minutes and were at a loss to know just why. Over the next three days more constructive analysis failed to provide a satisfactory answer. We were clearly flying with too much torque and with steep climbs which were inefficient as a result of excessive frame distortions and too much drag. Also out propellers did not appear to be as effective as the best. Things did not improve much over the remaining days and we eventually finished in 5th Team place. Derek had the best score in our team but was not able to produce times comparable with his other visits to the mine. We clearly have much to cogitate over. It may be some time before we have answers as both European and World Championships are to be held in relatively low ceiling sites over the next 2 or 3 years and variable pitch propellers will necessitate a different approach to flying. It was not all doom and gloom. Socially it was a great occasion and I do believe we learnt much. Romania is still fascinating and has moved more and more towards the 21st century with each visit we make. Meeting old friends and making new friends is always a pleasure. One rather curious happening concerned an application made on my behalf for steering assistance. This was made in the full knowledge that my eyesight deficiency of a lack of binocular vision was not within the contest rules as allowable. However

3 in the event assistance with steering was permitted as it had been in the European Championships of As it happened steering was not necessary for me. This has had to be a rather narrow view of the Championships and the events which lead up to the Championships. When taking part it is just not possible to have an overview. It must be said that the standard of flying from the top flyers was outstanding. Larry Cailliau failed to improve on his first day s performance but that was sufficient for him to win the contest and he is the new World Champion. Aurel Popa of Romania ran him a close second and Lutz Schramm of Germany, a former European Champion. was third. Doug Schaefer, the current Junior World Champion. showed just how good a flyer he is with a fourth place. Bret Sanbom also of the USA Team ended with a seventh place and a splendid run of six times which were all over 31 minutes. Fred Tellier of Canada was highly placed once again. John Kagan of the USA Team, a former World Champion. was unable to reach his top form and the top team place fell to Romania with USA second and Hungary third. Andreas Ree of Hungary fell badly at the start of the meeting and carried on until the end with a shattered knee joint. I cannot close without an appreciation of our helpers John and Peter who were unstinting in their assistance and good humour. The same must be said of Brian who was ever good company in spite of the difficult task of timekeeping in the semidarkness. I must personally thank Clive who was my helper in addition to being Team Manager and who endured more than 50 hours of flying and trimming over the course of 5 days. Also the whole team owes Clive King a debt of thanks for his dedication as Team Manager. It must be placed on record that the team returned home wiser if not victorious. TORQUEBACK F1G BY ROGER WILKES The design and development of my Torqueback F1B models were first shown in FFn in April These featured variable incidence and variable cambered wings controlled by torque taken from the rear motor peg. These models became very competitive, reliable and easy to trim. The original models had solid blue foam wings made up into six panels. In 2004 I decided to apply the same wing construction to my F1Gs. The first model without pylon was rigged PGI and weighed nearly 90g with motor. On its first competitive outing it maxed out and won in the flyoff of the Southern Gala. Although I found the PGI trim generally to be reliable, their climb pattern can be disturbed in windy conditions. After launch there can be a tendency for the model to roll right flattening out the spiral pattern climb. To combat this I fitted a scaled down F1B torqueback mechanism to this type A model. Although this system can provide VIT VIW and WCW I decided on VIW which had worked well on the F1B models. The left wing TE moves up 2 o to 3 o when maximum torque is applied via the motor peg and a pivoting lever. After launch the wing incidence then diminishes directly with the torque run down controlling burst and transition to cruise. Wing movement generally lasts 7 to 10 seconds but this is determined by rubber quality and turns used. Basically the system uses a rocking or floating motor peg housed in a seat. This in turn pushes down a pivoting lever which provides up movement to the wing trailing edge. Pivot point and return springs are adjustable giving optional incidence angles and their timing. Once the correct settings are found climb pattern is stable and reliable even when different quality rubber is used. An interesting observation was that the VIW model was slower during the burst period than the PGI model. This led to type B wing fitted with a large inboard flap reducing wing camber and drag. This flapped wing restored the climb speed and is stable in all weather conditions. It was really tested when flown in mph winds at Salisbury Plain where it won the London Gala. In an effort to save model weight and reduce moving components a type C variant was produced. This new wing houses a small outboard surface flap immediately behind the D-box. Being positioned far out on the left wing its leverage is very effective when raised. Again its angle at launch diminishes in balance with the motor torque run down. This flap is raised by a nylon line directly from the motor peg. This type C outboard flap also produces a fast stable climb with good transition to cruise. With the flap being surface mounted it does not weaken the sing structure. The flap is thin and also reinforced with carbon capping, hinged to the D-box and is closed by a return spring. Model types A, B and C shown on the plan have carbon rod and balsa wing structures. Weight has been saved by using a building method that I first used on my tailplanes. These have hollow carved balsa D-boxes supporting thin carbon rods which in turn support the trailing edge. The wings have narrow carbon D-boxes with balsa riblets forming 60% of the wing. Thin carbon rods then run from the riblets and a balsa spar to the carbon trailing edge. This structure is quick to assemble and does away with carbon cap strips normally required on tapered balsa ribs. These wings have six panels and are the lightest I have produced so far. No turbulators or invigorators are used. Details shown on the plan sheet. The F1G class continues to be an enjoyable challenge regarding design and choice of trim functions required to produce a competitive model. Competitions in the UK are held in all diverse weather conditions. Producing an F1G to cope with these unpredictable conditions and consistently max out is a big challenge. My approach to this is to have a wide range of F1Gs in the model box. Wing areas used are 152 sq ins, 165 sq ins, 200 sq ins, and maybe 225 sq ins. Smaller models will be trimmed to have fast climbs whereas the biggest will have long run cruises. All will feature my torque activated trim functions. Hopefully better weather will prevail this year and we will see all these wonderful big F1Gs back up in the blue skies once again. Yes, I ve just talked myself back into building that large 225 sq ins model which might be needed this summer if the classic still air days return. CORRESPONDENCE Free Flight Cross Country by Dave Hipperson (Ed: received recently so published now, in advance of April...) A completely different approach to the use of Free Flight duration models, combining model performance, flying tactics, retrieval skills and as always in outdoor free flight, a healthy portion of good old fashioned luck. This competition is set against a time element but not in such a way as to make it an athletics meeting. To these rules Free Flight Duration becomes a real sport for the first time but does not exclude all but the super fit. Furthermore it involves the timekeeper more than ever before. This entirely different approach to what we have up until now regarded as Free Flight Contest Duration can be tried now since the advent of radio location beacons. We couldn t really have done it before. Since trackers, searching for models has not just become easier; but because the task is now so more often successful, it has also become fun. So much so that it was felt that this aspect should be actively incorporated into the competition outcome rather than as at present, where location is merely a precursor to returning the model upwind for another flight rather than reaching for a reserve.

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6 The idea of Free Flight Cross Country is presented partly as an anti dote to the current policy of shortening maxes and increasing fear of a windy day and partly as a way of circumventing the reservations some people have about the thought of contestants using models that they have not built themselves. Here whoever built the model is much less important. This concept also practically guarantees that contestants only leave the flying site once and hence reduces the possible antagonisation of local land owners. Competitions could be held in almost any weather or visibility. The Aim. To fly a model the greatest distance from the initial launch point and record as much duration as possible in a set time. How distance and duration inter-react will be explained later. However for the score(s) of duration and distance to count the model has to be located by both the contestant and the timekeeper. The Rules. The contestant would be allowed one model however at any time during the contest he may return to the initial launch point and start again with another model (and do this as many times as he wishes) but at the expense of loosing all the score for the previous model. This is to avoid an unlucky early flight finding a tree and ending a contestant s day. Although this concept could be split into separate Glider, Rubber and Power categories or even sub divided up smaller, it would probably best be tested first as a combination event. As such Gliders could be allowed any length of tow line to help overcome their obvious performance disadvantage. Rubber models could be allowed any weight of rubber and powered models (IC or Electric) could be given 15 second engine runs. The aim would be for the contestant to maximise his duration score along with his distance flown. The contest would be of a specific fixed time of say 3 or 4 hours. During this period the contestant is accompanied by his timekeeper (assistant) who has to ensure the rules are complied with as indeed the timekeeper does (or at least should do) at present. The contestant flies with no max but may DT at any time and is timed by his timekeeper in the normal way. When the model is down or out of sight - i.e. the timekeeper has clocked off, the pair may then and only then follow the model together in whatever form of surface transport they choose. (Surface is stipulated here before John Cuthbert suggests chasing in a helicopter!) When the model is located it may be flown again from the spot at which it landed! For practical purposes this shall be understood to be a point on the ground within 300 paces in any direction of the spot where it is found or as far back up wind as the contestants feels necessary. (One or other - not both) In this way he can get out of a wood or away from close by trees or buildings even if at the expense of downwind distance. Indeed if the hazard is really difficult he can go a long way (upwind) and then both see and fly over it. (Rather like a free drop in golf when something other than the course gets in the way.) Once again the flight is timed in the ususal way and the process may be repeated as often as the contestant likes bearing in mind that he and the timekeeper must be back at control on or before the end of the contest with his map (1:50,000 scale Land Ranger) and the final verified landing point marked on it to show the CD. 1) During a flight timekeeper and contestant may move about as much as they wish but only on foot. The timekeeper has to be within 50 paces of the contestant when he or she launches. (BMFA Spec. binoculars are allowed for time keeping) 2) No wheeled transport of any sort may be used by either the contestant or the timekeeper until the model is down or has been clocked off. 3) Power flights that have engine over-runs may still be counted as long as the excess run is taken off the engine run on the next flight. If this is not possible because the model is not located or the contestant runs out of time and has to return to control then the duration and the distance of the over-run flight shall not count. In other words his distance and duration go back to the end of the flight before. 4) In the same way, in the event of a model being impossible to find the final distance and duration shall be presumed to be as of the last landing point at which it was located. The winner will be the contestant that has flown the furthest from the initial launch point in the allotted time and managed to return to control with his timekeeper to present the map. The model does not have to be returned but for the final flight to count the timekeeper must have seen where it landed. (In other words if the last leg ends up in an un-climbable tree it doesn t invalidate the flight as long as the timekeeper has seen it there.) However if the model is returned and presented at control with the map and the CD believes it to be in a flyable condition (he may request a demonstration) the contestant receives a small bonus (multiplying his score by say 1.1 or 1.2 something that could be decided on the day depending on the terrain and weather): Although his score is his distance flown (in yards) multiplied by this model or no model factor the duration he has achieved also has a great bearing. This distance score is now multiplied by his flying duration, as a proportion of the whole contest time elapsed. Hence the more air time he has the less his distance score will be reduced. For example. Say the contest period had been three hours and he had flown and retrieved successfully from a distance of exactly 8 miles and had a total in sight duration score of 45 inns and managed all that and brought the model back flyable his final score would be:- Distance flown (yds) x total duration /contest period (mins) x model retrieve factor. In this case:- 8 miles (14080) x 45/180 x 1.2 (model retrieve factor) = x 0.25 x.2 = 4224 Model retrieve factor could be adjusted depending on the CD s assessment of risk at the start of the day bearing in mind wind, terrain etc. Whatever he chooses it would be the same for everyone but if he chooses a high model retrieve factor it would make people much more cautious of loss or going for broke and vice versa no factor or a slight one (as in the above example) and people may risk sticking it up an un-climbable tree which would not be such a handicap as long it was late on in the round. Imagine how careful people would be if the factor was 2! You can put your own hypothetical figures and scenarios to the basic formula and realise how intriguing the tactics could become. One boomer flight might well be very clever but even in my experience I haven t retrieved many single flights quickly from further than 6 miles. A couple of hops to there might be safer but that in turn risks more landing damage. Furthermore a big flight might go OOS and not record as much duration as two or three could and remember the timekeeper has to clock off before anyone can move on anything but foot! The length of the contest or round could be much longer or much shorter. It would be nice to have at least two a day to give the timekeeper a chance to fly although I can see it being every bit as much fun being the timekeeper as the contestants. Furthermore the idea could be used in full combination or perhaps tested on a single class. Doesn t have to be the biggest models either. Mini Vintage would do nicely. However big performance models would obviously be better at over-flying hazards. (I can see an immediate use for the redundant medium size Open Rubber flyoff model). If I were to have to fly this event tomorrow I would use a Skywalker 60 if it was windy but probably a Brit. Power or Dixielander if it were less than 10 mph. Remember as the model has to be re-flown from where it lands it will be necessary to carry the launching gear. That s winding tubes and possibly jigs, tow lines, fuel, starters maybe, DT fuse etc. and also repair facilities. However the one huge flight technique could be tried if re-flying was not a favoured option. The tactical possibilities are endless.

7 Before any of you throw your hands in the air over the suggestion that we should in effect start flying models from (as well as into) complete strangers property. On more than one occasion when retrieving certainly from private houses the occupants would have been delighted to have been able to see me launch the model again and would probably have joined in in a lot of cases. Could be good rather than harmful PR. In a Rape field maybe not! Walk out upwind and launch I think. Furthermore you may not be aware of what hot air balloons, gliders, hang gliders and even micro-lights do. They are forever landing on other peoples property sometimes inflicting substantial damage - not the tiny scratches we make. Altogether a much more three dimensional challenge than we have at the moment. Cars will allow most people to do the main distances of the retrieving fairly easily. Most importantly the tactics of whether to go for another flight or return to control as the end of the contest approaches will form an intriguing intellectual puzzle on many levels what with the inter-action of distance and duration. Interesting scenario on a calm day when possibly models could hang about in lift over the field or even come back! No distance to speak of but a huge proportion of the possible round time hence big bonuses but little distances. Flying in the only nasty windy patch could win you the contest in those conditions. Compasses and GPS systems would of course be quite legal as they are now but it would mean that everyone has to have proper maps of the areas used. O.S. Land Ranger 1.25 to the mile would best be the standard.) Hardly a huge imposition and of course it opens up another possibility for tactics as you traverse the country. You can try to plan your landing spots a bit away from or over, hazards. For instance after a few hops out of Barkston on a South Westerly you are going to have to negotiate Sleaford! An interesting puzzle that. Wouldn t much fancy having to launch from the High Street but it might be fun trying. Obviously some venues we use would lend themselves to this form of competition more than others. Flying off Port Meadow straight into Oxford would be hazardous in the extreme. However Barkston, Sculthorpe (as long as it wasn t blowing too hard towards the sea) Rissington and Church Fenton all have some good open directions. Salisbury Plain would be great too but probably only for the more energetic as even with vehicles helping there would have to be quite a bit of walking. That s when the glider flyers might start to take the advantage. Doubtless models specific to the challenge would evolve. My immediate favourite would be a re-designed small medium size rubber model or power model which would be built to take a bit more punishment than usual and possibly come out of trees as easily as possible. However on the calmer days performance would be very important. CIAM BUREAU MEETING Championships News This information which completes the news given last month with details of the 2 events in Serbia which were not available at that time, thanks to Gerhard Wobbeking for providing copies of the missing documents. Junior European Championships F1A F1B F1P will be held at Zrenjanin, Serbia. The dates are given as August 3 to 8, but that is one less day than given in the preliminary schedule: Day 1 Arrival, registration Day 2 Processing, practice, opening ceremony Day 3 F1A competition Day 4 F1B competition Day 5 F1P competition Day 6 Reserve day, closing ceremony, banquet Day 7 Departure Entry fees will be 250 for competitors, 150 for women competitors, 200 for team managers, 30 for supporters. Accommodation in hotels for 35 per day including food Indoor European Championships for Seniors and Juniors will be in Belgrade from August 27 to September 1. Two halls are available, it is understood that the competition will be held in Hall 1 which is a dome 109m diameter and maximum height 30m. The schedule is: Aug 27 Arrival, registration Aug 28 Practice, opening ceremony Aug 29 Flights 1 and 2 Aug 30 Flights 3 and 4 Aug 31 Flights 5 and 6, closing ceremony, banquet Sept 1 Reserve day and departure Entry fees are 300 per adult competitor, 150 for women and junior competitors, 150 for team managers, 50 supporters, fees. A surcharge will be applied for fees paid after June FAI COMPETITION CALENDAR Date changes from the calendar published last month: Germany F1E events at Oberkotzau will be on April 14 and 15. Istanbul Cup will be on April Croatian event Memorial Vilim Kmoch will be on July In Bulgaria Sofia Cup 2007 will be from May 25 to 27, and Bulgaria Cup 2007 from September 21 to 23. There is continued doubt about the status of some events for which there is a question about the registration fee payment: Argentina April 27-30, and Bosnia August 12 and Sept 29. COUPE EUROPA, MIDDLE WALLOP, DEC 3 By Martin Dilly As Peter Tolhurst remarked, Croydon & DMAC must have been sacrificing the wrong sort of goats this year, as the nearperfect weather that has blessed Coupe Europa contests in recent years arrived on the Saturday instead of on Sunday. As the organisers drove west out of London the rain was torrential and the wind howled on the M3, but a few miles out of Middle Wallop the rain stopped and by 8.30 the sky was turning blue. The wind, checked at times at 18 kts, gusting to 30, stayed strong throughout the day and caused serious carnage for those 23 brave souls who made the journey and entered despite the dire forecast, contrasting with the 70 who flew in The max was set at 90 seconds, but several models finished well outside the airfield and nobody maxed out. Andrew Longhurst, however, managed four maxes to win F1G, and gleefully pointed out that he d used a traditional balsa and tissue model to do so. Last year s winner, Roy Vaughn, favouring carbon and Mylar, had to settle for second place this time, and missed the fourth round completely while looking for his model in deepest Hampshire. This year the Coupe Europa forms part of the 12-event Euro Challenge, run by Gruppo Aeromodellistico Ago Torino and finishing next August. Flitehook Team Trophy winners Crookham used the tactic of fielding the same three flyers who won last year, which was two more than any other club managed this time. In Vintage Coupe d Hiver East Grinstead s Bob Taylor won the event using an Etienvre until it managed to land on the only drain cover in an otherwise grassy patch on the second flight, putting it out of the fray and causing Bob to unholster a Fuit III for the final flight. The prizegiving in the restaurant of the Museum of Army Flying provided a welcome break from the gale outside. Engraved glasses, bottles of wine and Flitehook vouchers went to the top six placers and Pauline Hook presented the Flitehook Trophy to the wind-battered but unbowed Crookham winners. We were sorry that Ron Moulton was unable to be there to present the Aeromodeller Trophy with which he has been so much associated, but next year Croydon promise to use a better grade of goat, so the normal Coupe Europa good weather should be back.

8 F1G - Aeromodeller Trophy 11 flew 1 ALonghurst SAM R Vaughn Crookham B Whitehead Peterborough D Taylor Richmond R Wilkes Crookham D Beales Croydon 153 Vintage Coupe d Hiver - AAA Cup 5 flew 1 B Taylor E. Grinstead 4:14 2 P Tolhurst Hayes 4:06 3 S Willis Croydon 3:32 4 A Longhurst SAM 3:12 Flitehook Team Trophy 1 Crookham (Vaughn, Wilkes, Hall) TIMPERLEY LEAGUE 2006 By Dave Hipperson The Timperley League was born in 1999 following straight on from the established Falcons League which had been running for at least a decade. When the Timperley Club took over from the Falcons, although widening the scope to include virtually all the non-bmfa events each year and not just a selection, the unique system of points scoring was retained. The essence of this being that contestants are allowed to count only their best eight results from the year and never more than a single class on any one day. The original thinking behind this came from the minds of John Carter and Russell Peers who felt that, back then in the days when their Falcons Club ran it, they didn t want to give themselves an unfair advantage as both these two made a habit of purple days when they cleaned up in just about everything. In other words they put the emphasis squarely on regular quality results rather than the somewhat scatter gun effort some of us sometimes use to mop up points. It is to their credit that recently some aspects of this system have been seen to surface in the rules for the BMFA Senior Championships itself. Since this league became Timperley it has been won only by either John O Donnell or myself. This being possibly the last time it will be run it is somehow fitting that it has gone to someone else who has long ago proved himself a top class all rounder. More recently he has become super effective with gliders Nostalgia and Vintage in particular, as well as maintaining his grip on Mini Vintage rubber. However first the runners up. Dave Limbert and Steve Bames (who have the same final score) are both leading North of England Power flyers. Dave started the season well with a 2nd in Combined Power at Allan Kelly s pre-xmas season opener then a couple of points for a 5th place in a Combined Mini event using his very effective British Power models the next week at John Godden s do - and a couple more from Dennis Davitt s Combined Open Power contest in the New Year. He was 3rd in the British Power event at Lodge Farm in March and then took 2nd in Slow Open Power at the Brumfly, won Nostalgia Power at the Pleasure Drome event and collected three points for a placing in Combined Power at the Cleemac using his Brit Power model again but this time in a token flyoff to save the model. He won four more points at the Grantham Grand Prix once again flying his increasingly effective Slow Open Power models in Combined power. Steve had an early season blitz! He won Combined Power at Allan Kelly s event then went on to win Classic Power at John Godden s comp also at Church Fenton just after the festivities. At the New Year Flyer a week later he took 2nd in Combined Open Power with a good flyoff. He collected a couple of points with his British Power model at the Loge Farm event in March and another flying Combined Power at the Grantham Grand Prix but rounded it all off well with a full points win once again in Combined Power at the windy Timperley Gala itself in August with his no-functions Open Power model Winner in 2003, John O Donnell also flew well in the early Church Fenton meetings around Xmas collecting points in Mini Vintage in December and Vintage proper in the early Jan event. From then on it was a bit of a barren stretch until the Summer when he had a good day at Brumfly which included a useful 2nd place in CDH despite a premature DT, when without it he stood to win. A week later he placed again twice at the Pleasure Drome and used the six points from a 2nd in Vintage Wake to push his total up some more. The next week he won Mini Vintage at the Cleemac do with a massive 10 minute plus flyoff then rounded off his season in the Club events with a six point win in CD H at the Timperley Rally. Chris Strachan has been highly placed in this and the BMFA Senior Champs before. In 2006 his season was a steady stream of good flying and high placings but unlike the others in this list his flying centred much more on the Southern contests. He won 8oz at the Croydon Wakefield day on Middle Wallop in the Spring then took 2nds in Mini Vintage and Vintage Rubber at a very successful visit to the Devon Rally in April. He gained a couple more points flying in Vintage/Classic Glider at the non BMFA events held along side the London Area Gala and added six more points to his tally with a 2nd in the huge Classic Glider event held at the Oxford Rally in June as well as placing well in two other events on the same day. He ended the season by winning 4oz Wakefield at the SAM Champs and the well entered Mini Vintage class at the special event run on the day prior to the Timperley Gala in August on Barkston. Interesting to note that Chris s score came via a completely different range of contests from that of John O Donnell or the others beneath him; going rather to prove that we really could have had more contests than we could handle in 2006 but possibly Chris himself has sorted that out for 2007! It certainly appears that attendance up and down the country rather than intense localised activity really can pay off in a League win. A fact not lost on Gordon Beal, this year s winner and for the first time. Although flying mostly in the north Gordon made some very useful forays down south not the least being his tremendous showing at Rod Audley s Glider day in March where he won both Vintage and Classic Glider! Before that he had come out fighting in the first three season openers at Church Fenton. At Allan Kelly s event he won Mini Vintage, the next weekend he won a big combination event of large classes with a colossal 8 minute plus flyoff with one of his Gliders and in the New Year at Dennis Davitt s event he had the choice of points earned from 3rd places in Mini Vintage and Combined Glider - both from good flyoffs. He picked up a couple of points in Classic Glider at the Lodge Farm do in April then came 2nd in Vintage Glider at Oxford (another trip South). He won Mini Vintage Rubber (amongst other placings) at the Pleasure Drome event in July then the next week took the Combined P30/CdH event with a near 10 minute flyoff effort ousting Gerry Ferer s CdH into 2nd place. Interesting to see that of these top five only Dave Limbert scored in the full eight events that he was entitled to do. With more flying these top scores could have been a lot higher but now you all may have had your last chance to ever do better. G Beal = 48 C Strachan = 47 J O Donnell = 37 S Barnes = 36 D Limbert = 36 TIMPERLEY MODEL FLYERS From the secretary, Gerry Ferer The Timperley League, formally the Falcons League, for non BMFA contests, has been run and compiled by Dave Hipperson for many years, with Timperley only providing the trophy. We thank Dave for his involvement. The Timperley League will not be run in 2007.

9 COUPE D HIVER SOUTHERN LEAGUE 2006 From Roger Wilkes The six qualifying contests flown last year provided contestants with a challenging array of weather conditions. Only the Crookham Gala experienced calm conditions. Odiham and the London Gala provided wet and windy weather which unfortunately reduced entries. The Southern Gala was very turbulent making the five maximum flights virtually impossible. The BMFA 7th Area event was also turbulent but it was flyable. The sixth event, the Coupe Europa, threw up the biggest challenge of all with the winds gusting up to 30 mph for most of the day. Eleven contestants battled it out with retrievals being made difficult when models broke on landing with wing tips, tails and fins blowing into the distance. Although Andrew Longhurst came through all this to win the contest he had not gained enough points overallt to outscoreroy Vaughn who finished with a total of fifty points to win the league. Crookham members also took second and third league places together with the Coupe Europa team prize at this event. A total of 33 contestants scored league points which is encouraging given the difficult conditions that prevailed throughout the year. Certainly the smaller models dominated in the worst conditions with most of these not using many functions. It was good to see newcomers to this class who are now building models for the new season. This year s Southern League will feature the same six qualifying events with hopefully the Crookham Gala being the first contest. Full results of the Southern League can be found on the Crookham web site Top 22 places shown here. Key to events: C Crookham Gala L London Gala SP Spring Gala SO Southern Gala 7 Seventh Area CE Coupe Europa C L SP SO 7 CE total 1 R Vaughn Crookham R Wilkes Crookham P Hall Crookham A Longhurst SAM I Davitt Morley D Greaves B&W G Stringer E Grinstead N Allen E Grinstead J Knight B&W Neil B&W J Minshull Brighton D Hipperson CVA C Chapman B&W 5 14 D Thomson Croydon D Beales Croydon A Crisp Biggles A Whitehead 5 18 T Tyson Crookham J Bailey Biggles 4 20 D Taylor P King Croydon 3 22 M Evatt Biggles 3 3 A BIG TENT From Mike Woodhouse Recruitment of new blood into free flight is an ongoing issue. One suggested approach is the put on an exhibition and display at the August Power Nationals. The idea would be to present a selection of free flight aeomodelling to the largest gathering aeromodellers that is possible. The idea would be to introduce R/C flyers to free flight at first hand. Many R/C flyers have not seen the type of modelling that we engage in and there is more than an outside chance that some are ripe for conversion. The punters are there we need to present them with what we do. What we would be need is a manned static display over the 3 days of the Power Nationals. In the evening there would be the opportunity to put some free flight models through their paces and demonstrate our free flight activity. The idea is a basic and very simple concept. What we need is a volunteer to take on the task. The FFTC will support and advise. This is a project that an experienced free flight flyer could take. What the volunteer would need to do is to round up a few others to help with the static and flying aspects over the 3 days. There are already one or two people who are prepared to help, but as yet no one who is in a position to front up the overall project. The Executive of the BMFA are very supportive of the idea. The provision of the "Big Tent" itself and the additional supportive infrastructure will be provided by the office. The person offering his services would thus be free to concentrate on the actual free flight content. Please think about the idea. This is a suggestion and are you interested or have a better idea please get in touch. If we are to do something at the Power Nationals we need to get things rolling early in the New Year. SALISBURY PLAIN FREE FLIGHT TRIMMING The Salisbury Plain facility for free flight trimming on Training Area 8 will once more be available for the use of BMFA members. Full details of use have been held over to next month, for the present note the need to send an SAE to Bernard Aslett, 25, Honeyhill, Wooton Bassett, Swindon, Wilts, SN4 7D; you will be sent a request for the one-off fee and the users' guide. The following dates have been agreed, but will be subject to short-notice military use March 17-18, April 14-15, April May June 2-3, June 9-10, June June 30-July 1 July 7-8, July14-15, July 21-22, July Aug 4-5, Aug , Aug Sept. 1-2, Sept UK COMPETITION NEWS CROOKHAM GALA will be at Middle Wallop on February 11, start Events are: Mini Vintage (RGP); Coupe d Hiver (F1G) 5 or 3 flights depending on conditions; Combined Power: models with bunt 5 sec motor run, models with functions except bunt 7 sec, models not fitted with any moving trim surfaces other than DT 10 sec, SLOP models Glow 10 sec, SLOP models Diesel 12 sec, classic models 12 sec, vintage models 18 sec, open electric models 30 sec; Combined Glider: Vintage and Tailless gliders 100m, classic gliders (Models not fitted with devices to allow bunt launching or circle towing; auto-rudder is permitted) 75m, modern gliders (models fitted with bunt launching and/or circle tow devices) 50m. All classes BMFA rules. Fly off models MUST be the same classification as that used in the contest. All classes (except F1G): 3 flights, maximum to be decided on the day. All contestants to be members of the BMFA. An entry charge will be payable at the airfield gate. Contact: John Thompson, tel or Johnd.Thompson@btinternet.com GRANTHAM GRAND PRIX will be at Barkston Heath on 15th July. Events will be: Mini Vintage, Grantham Cup Combined Power Arthur Percival Combined Glider Barkston Cup Combined Rubber Falcons Cup (Open Rubber league event) Combined HLG and CLG Bill Fall Trophy There will be a free buffet/ banquet at the prize giving. Contact Phil Ball phil.ball@ntlworld.com

10 FFN INDEX 2006 Not listed here are News from BMFA FF Technical Committee, UK and International Competition News. Location shown as page/month F1A Lord Flash3 Per Findahl 143/12 F1B 05 Walter Eggimann 31/3 F1C GV62 Giorgi Venuti 95/8 F1P Dmytro Sodomov 49/5 MODEL DRAWINGS P30 DDP302 Dennis Davitt 3/1 P30 Teacher s Pet John O donnell 5/1 P30 JGP 30 John Godden 7/1 ARTICLES AND NOTES Age No Barrier 81/7 Ashdown Forest 36/3, 68/6 Beware that gorse scratch at Woodbury 68/6 BMFA Contest Calendar /9 BMFA Contest entries for 2006 season 134/11 BMFA Senior Championship 52/5, 63/6, 78/7, 113/9, 120/10, 134/11 BMFA FF Team Trials 118/10, 133/11 Books N Brooklands 152/12 Builder of the Model Survey at the 2006 Nationals 79/7 Championships British Teams for Euro Champs 70/7 Euro F1ABC Ukraine 84/8 Euro F1E, Romania 72/7 Junior World F1ABP, Germany 100/9 Indoor World, Romania, 130/11 Chobham Tree Chop 114/9 CIAM 2006 Competition calendar 8/ Competition calendar 146/12 Plenary Meeting, March 13/2, 38/4 Bureau Meeting, December 144/12 Correspondence Cliff 23/2 Carter, Cuthbert 34/3 Alford, Barr, Edge, Firth, Madelin, Marking, Sharp, Truluck 41/4 Crisp, Peers, Fuller, Watson, Ball 47/5 O Donnell, Dilly 67/6 Breeman 126/10 O Donnell, Limbert 150/12 Coupe Europa in International League 82/7 Epsom Free Flight Users' Group 68/6 F1E Magnet steering, Claudio Bognolo 12/2 F1E trim 50/5 FF Forum 82/7,114/9,126/10,128/11,142/12 FF Trimming on Salisbury Plain 43/4 FFn 2/1, 68/6, 83/7, 128/11, 142/12 FFn index /1 FFn subscription form 140/11 Found 152/12 Free Flight Buffet Sunday at Nationals 44/4 Indoor Cardington 68/6 Nationals 98/8 Records 35/3, 94/8, 125/10 Leagues: Biggles Leagues 9/1,55/5,79/7,123/10 Boutillier CdH League 114/9, 124/10 CdH Southern League 9/1, 114/9 League Round-up for /2, 32/3 League Rules /3 Open Rubber League 123/10 Timperley League 114/9, 136/11 London Gala CDs Required 136/11 Music, Music, Music 136/11 Obituaries Peter Foulkes 67/6 Mavis Giggle 67/6 Ron Green 46/5 Bill Murra\y 67/6 Reg Parham 98/8 Connie Perry 79/7 Lord Thomson 152/12 Open Rubber 124/10 P30s 2/1 P30 comments by Andrew Crisp 46/5 Peter King 97/8 Postals: Senator Global Postal 22/2, 125/10 15th Annual Worldwide 2006/7 64/6 Worldwide 2005/6 results 66/6 Rubber stripper 136/11 Rules meeting in Odessa 116/10 Salisbury Plain Trimming-Notice 82/7 SAM 35 rules for vintage rubber events 24/2 Sixteen to Sixty 110/9 Stonehenge Cup /2 Thermiksense 136/11, 152/12 Thermistor Surprise 126/10 Timers F1Q models 80/7 Warnings 97/8 Where there is a will 149/12 World Cup 76/7, 126/10, 153/12 ITEMS FOR SALE including some one-off sale items FAI High Flyers Book 125/10 Free Flight Forum Report /5 Icarex covering 44/4 Loc8tor tracking device 126/10 NFFS Publications 117/10 Oxford shirt 9/1 Peers carbon parts 56/5 Recovery bow 82/7 Sokol kit 9/1 Woodpeckers 136/11 CONTEST RESULTS Chronological order, start date only given to save space on some entries Coupe Europa. Middle Wallop, Dec 4 8/1 Kelly s Winter Warmer,Ch.Fent,Dec 22 24/2 Chobham Chiller, Dec 26 23/2 Godden s Dec Dazzler, Ch.Fent,Dec 27 24/2 Davitt s New Year Flyer, Ch.Fent, Jan 2 24/2 Crookham Gala, Middle Wallop, Feb 5 29/3 Isaacson, Lost Hills, Feb /4 BMFA First Area event, February 12 29/3 California Cup F1E, Lost Hills, Feb 15 29/3 Maxmen, Lost Hills, USA, Feb 18 to 19 39/4 Philippe Lepage,Viabon,France, Feb 25 40/4 BMFA Second Area event, March 5 41/4 Bear Cup, Pori, Finland, March 11 40/4 Croydon Wakefield, M.Wallop, Mar 12 52/5 Holiday on Ice, Gjovik, Norway,Mar 18 41/4 Matfors ME, Osterlo, Sweden, Mar 25 50/5 Istanbul Cup, Tekirdag, Turkey,Apr /5 BMFA Third Area event, April 2 52/5 F1E, Oberkotzau, Germany, April /5 Australian FF Champs, Apr 14 58/6 Northern Gala, Church Fenton, April 14 53/5 Devon &Cornwall, Woodbury, Apr 16 53/5 Southern Cross Cup, Australia, Apr 18 58/6 City Cup of Lucenec, Slovakia, Apr 22 59/6 Lodge Farm Mini, Ancaster, April 23 55/5 Kotuku Cup, Omarama, NZ, Apr 24 58/6 Omarama Cup, Omarama, NZ, Apr 28 58/6 2 F1E, Rana, Czech Rep, Apr /6 Estonian Cup, Lithuania, Apr /6 Baltic Cup,Madziunai,Lithuania,Apr 30 59/6 London Gala, Salisbury Plain, April 30 61/6 F1E Coppa Primavera, Italy, May 5 75/7 F1E Coppa Mont Sisemol, Italy, May 6 75/ Steel Cup/Classic P, Newbigging,May 6 63/6 7th Indoor Bordeaux, France, May /6 BMFA Fourth Area event, May 7 63/6 Stonehenge Cup, Salisbury Pln, May 13 59/6 Srem Cup, Vojka, Serbia, May /6 Vsechov, Czech Republic, May /6 2 Hungarian F1E, Liptovsky, May /6 Spring Gala, Odiham May 21 64/6 Sofia Cup, Pazardzik, Bulgaria, May 26 61/6 BMFA Nationals, Barkston, May /7 Kharkiv Cup, Kharkiv, Ukraine, Jun 9 75/7 Oxford Rally, Port Meadow, June /7 Swedish Cup, Rinkaby, Sweden, Jun 16 75/7 Djordje Zigic, Zrenjanin, Serbia, Jun 17 75/7 Popa Crangu, Turda, Romania, Jun 17 75/7 BMFA Fifth Area Centralised, June 18 78/7 BMFA F1E, June 11 78/7 Turda Cup, Turda, Romania, Jun /7 Vilima Kmocha, Croatia, June /8 Scottish Nationals, Newbigging, Jun 24 98/8 Open Champs, Penza, Russia, Jun /10 Brumfly, Barkston Heath, July 1 110/9 Swedish Champs, Rinkaby, July 1 97/8 Antonov Cup, Kyiv, Ukraine, July /8 Novohrad Cup,Lucenec,Slovakia,July 8 96/8 Vörös Jenö, Tass, Hungary, July 8 109/9 Pleasure Drome, Ch.Fenton, July 8 111/9 Black Sea Cup of Belarus,Odesa,Jul 13 96/8 Cleemac/Knavesmire,Ch.Fenton,Jul /9 Grantham Grand Prix, Barkston,Jul /9 BMFA F1D Team Trials, July /8 BMFA Summer Mini, N Luff, July /9 BMFA F1E 113/9 Beauvoir sur Niort, France, July /9 Tynemouth Mini, Newcastle, July /9 Poitou '06 107/9 Summer Cup, Stalowa, Poland,Aug /9 Mostar Kup, Mostar, Bosnia, Aug /10 BMFA Summer, Sculthorpe, Aug /9 Salzland, Cochstedt, Germany, Aug /9 Dorcol Cup, Belgrade, Serbia, Aug /10 Timperley Gala, Barkston, Aug /9 BMFA Southern, Rissington, Sep 1 119/10 Canada Cup, Borden, Canada, Sep 2 131/11 SAM Euro Champs,Rissington, Sep 4 122/10 Siscia Cup, Sisak, Croatia, Sept /10 BMFA 1st Trials, Barkston, Sep /10 BMFA Indoor Nationals, Sept /10 Liptov, Liptovsky, Slovakia, Sept /10 Nosko, Liptovsky, Slovakia, Sept /10 BMFA Sixth Area event, Sept /10 Bulgaria Cup, Pazardzik, Sept /10 Favli, Capannori, Italy, Sep /11 BMFA 2nd Trials, Barkston, Sept /10 F1E, Toszek, Poland, Sept /10 F1E, Raciborz, Poland, Sept /10 Oxford Sept fest, P.Meadow, Sep /11 F1E Tourtenay, France Sept 30-Oct 1 121/10 Cranfield Classic, Newbigging, Oct 1 135/11 Puszta Cup, Tass, Hungary,Oct /11 Anatolian Cup, Ankara, Turkey,Oct 7 132/11 BMFA Seventh Area event, Oct 8 133/11 Arava Open, Ofakim, Israel, Oct /11 Sierra Cup, Lost Hills, USA, Oct /11 BMFA 3rd Trials, Barkston, Oct /11 Rod Kenward, M.Wallop, Oct /11 Krka, Novo Mesto, Slovenia, Oct /11 F1E French Nats, Tourtenay, Oct /12