The pretty little EFlite Visionaire looked really good all lit up. Picture sent in by Jason - I said it was some fire!!

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1 Newsletter Another year almost at a close and yes they really do seem to get shorter as time seems to rush past faster and faster. As ever, we had a really good Bonfire night once again. Thanks to all you guys who made it happen and of course for all the members who supported it this year. That was some bonfire! There was a rather interesting additional fire breaking out high up on one of the adjacent trees. The night flying was as usual, The pretty little EFlite Visionaire looked really good all lit up. really exciting. Jake and Jason out on a brilliant display flying whilst fireworks exploded around them. Jason brought his petrol Wot 4 XL to which he had fitted wingtip fireworks. The gremlins once more intervened and only one wing tip firework lived up to it s name. Picture sent in by Jason - I said it was some fire!! Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 1

2 Another picture by Jason just after the fire was lit what s that sacrificial owl doing on top? Jake looking a bit cold helping Dad set up his Wot 4 XL Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 2

3 A VIEW FROM THE HEDGE. (By Will Sparrow) We hedge-dwellers, by our very nature, are, perhaps, closer to the said nature than most of you modellers; we notice the myriad of creatures around us because we are up close and personal with them nearly all of the time. Recently, it became known, in the hedge, that a rare snail had been discovered, rare because its shell coiled the opposite way to the norm it wound anticlockwise (starting from the middle) rather than the usual clockwise. By all accounts, if a mate could be found for this snail then significant medical discoveries might be possible. Now, I always thought that snails were hermaphrodite (the snails round here seem quite happy to give themselves a good seeing to! Jim Sparrow) but no, they can, and do, mate with other snails. The reason I mention this is because I overheard a pair of young thrushes discussing this snail phenomenon only last week. Yeah, I came across one of those anticlockwise jobs only the other day. His chum enquired what then transpired (sorry for the rhyme). Thrush 1 continued, I picked him up carefully then smashed him on a rock and ate him. I ve come to the conclusion that thrushes are born Philistines! You might remember that we hedge folk were impressed with one of your members who had been viewed putting in large amounts of air-time with large, aerobatic, petrol-powered models. Amidst the oohs and aahs there were those who shook their little feathered heads and prophesied that it will all end in tears well, sadly, it did. The intrepid aviator was practising rolling around the field, ever lower did he go and then even lower the worms were ducking and little snails cowered in their shells! Just then, the wing hit the ground and the lovely green and white model was no more. I remember once zooming around at low level, I looked over my shoulder and promptly flew into a thistle! I tried to keep a straight face but those spikes really hurt. Most crashes occur by contact with the ground; keep well away from it is my advice. To everyone s surprise, the tail-end of October and the start of November have been really good for you modellers, with zero wind conditions and a spot of sunshine thrown in for good measure on quite a few days. I can t say that the flying field has been busy, but those members who have turned out have had a really good time of it. We have had the odd crash, but, then again, model aeroplanes have always lived a charmed life. This year, more than one model has experienced radio problems when flying just behind my hedge I overheard somebody referring to the phenomena as plectrum syndrome (at least, that s what I thought he said). The latest victim of this effect was a nice little electric Spitfire. There is nothing worse than unexplained crashes. Jet flying, I ve noticed, has entered winter sensible mode. Gone are the models with retracts, small wheels and low-slung, grass-sucking intakes to be replaced with something that looks like a large, high-wing trainer with a fixed undercarriage, big wheels Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 3

4 A View from the Hedge Continued/ and high-set intakes. The model s performance belies its looks; gut-wrenching aerobatics, although not to every sparrow s taste, are well within its compass. A couple of jet virgins had a go with this model too, pronouncing it to be a big, soft thing. It never ceases to amaze me how news reaches this hedge. We don t have any of your clever communications devices, but news seems to pass from beak to beak at the speed of light (even though The Wise Old Owl tells me that this is impossible). The latest little gem concerns worms. Now, like sparrows everywhere, I m rather partial to the odd worm. If I spot one of the little rascals poking his head above ground I m only too pleased to grab him and feel him wriggle as he goes down. Yum! However, since hearing the latest news, I ve become just a little more worm wary. A worm has been found, in Widnes, of all places, that has broken all records. He was 40 cm long and 26 grams in weight. He has been given the name of Big Dave one can t make this stuff up! Although Big Dave now resides in a specimen jar, there could be others of his ilk just waiting to give an unsuspecting sparrow the shock of his life. What could be next, exploding berries, bird-eating spiders? ( There are such things, but not round here Wise Old Owl). Well, we all knew that the good weather, experienced in the early part of the month, couldn t last. Remembrance Sunday (we too bow our heads for a minute as we remember all those brave carrier pigeons who paid the supreme sacrifice all those years ago) was, possibly, the last good flying day in the month. The ground was, shall we say, a little soggy, but the grass was short and recently spiked and there was no wind. Shortly after 10 o clock a small band of the usual suspects began to arrive, itching to dispel the week s cabin fever and partake of one of the world s best hobbies. Your chairman (no model this time), always eager to help others, managed to strip the insulation off an extension lead whilst assisting in fitting a wing onto a jet. The signal wire shorted and the servo refused to move the aileron. All was not lost however; a wrap of insulating tape and all was well again. Things could have been worse: if the black and red wires had shorted there could have been a fire. It s a good job that jet jockeys and petrol fliers always have a fire extinguisher to hand. Troubles aside, a goodly amount of flying was done with small, electric models, their plug-and-play convenience coming into its own. How long will it be before all models are electric and you all arrive to fly them in electric cars? How long before small children ask What s an engine Daddy? In your modern world change comes quicker than anyone would have thought possible. I m glad that I m just a simple sparrow! WS Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 4

5 Models for Sale Chris Lane ed me - he has some rather nice petrol models for sale which he would like to sell. The Chipmunk is ¼ scale to Dave Womersley s plans and a laser cut kit. It comes with 2 Futaba R617 FAAST receivers and a mix of Hitek and Futaba servos. It has a Zenoah 38 with a carb bend and is all there. It needs final connecting up of the wing servos, wing covering, and finishing. The C150 is from Hostetler plans and a laser cut kit It is complete with 2 receivers and servos, less painting, and has a Zenoah 45 still in its box but ready to go in. Open to offers.....chris Anyone interested, please contact me on serifnut@gmail.com and I will get Chris to contact you Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 5

6 Indoor Chuck Glider Comp 2016 Article & Pics by John Prothero The challenge is to design build and fly an indoor chuck glider using only the wood provided. Everyone who took part had a great night, the new venue really leans itself to this night. We had 11 entries and it s defiantly getting a lot more competitive. My own model for instance took a knock and I couldn t get the wing to stick back on, but this is all part of the fun and challenge. Dave Swarbrick made a swept delta model, he said he got the inspiration for it from the Keil Kraft Vega, I think he meant the spook. (See the picture) Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 6

7 Chuck Glider Contest Article by John Prothero Although unconventional for an indoor model it flew very well indeed. Archie produced a highly decorated glider that lacked some stability, but look out for him next time. Everyone who entered go a prize! Yes each and everyone got a sweet from the goody bag, it was fun to see people going round with a lolly in their mouths! They had all gone back to being 8 years old! Frank Snalem produced a nice model aided by his apprentice Dave Womersley (I think Frank was right about leaving out the rivet detail Dave) Frank also backed up the sweets with a copious supply of Werther s Originals, thanks Frank. Steve (Prop Guy) Wartier statregicly sat next to Lee Conner and produced a very competative model. Peter Eyres with his Aero Dynamasist assistant Rosie had a great model and produced some very credible time s. So once again the winner is..lee Conner with an incredable avaerage time of 7.3 seconds, Second place was Steve Wartier with Peter Eyres in the Bronze position. Why not bring some of your indoor chuck gliders along to other meetings and lets get them refined, we could invite other clubs and have an inter club challenge, that s just an idea, let us know what you think. To all of you who didn t enter you missed a great night full of laughs as usual with this event and a chance to be Aeromodllers again, see you all next year. Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 7

8 TX Setup 5 Article by Brian Holdsworth Ailerons generate adverse yaw when used - for example left aileron produces left roll and right yaw which often produces a right rolling force, opposing the intended result. The descending aileron generates more lift and consequently increases drag while the ascending aileron reduces lift and so reduces drag, producing a yawing force - this is one of the rules of the universe where everything has a cost! Flying with a yaw angle has several adverse effects and full-size aircraft go to considerable lengths to avoid it - models are generally even more sensitive. The yawing effect is more apparent on high aspect ratio wings, such as used for gliders, due to the greater distance between the ailerons and the fuselage, giving more leverage. For various aerodynamic reasons, some full-size aircraft with deep fuselages and high-mounted low aspect ratio wings, such as the Piper Cub, are notorious for extreme adverse yaw effects - such aircraft, especially at model sizes, have poor aileron response and may need rudder to initiate a turn. Some ailerons are implemented such that the ascending one protrudes below the wing (Frise ailerons etc), increasing its drag to reduce the yawing effect. The benefits are small, especially at model sizes, and are rarely worth their considerable complexity. Differential may be implemented where the descending aileron has less movement that the ascending one, which tends to equalise the drag effects. It will be realised that these techniques would increase the adverse yaw when inverted, which is why aerobatic aircraft use low aspect ratios without any differential, accepting a small amount of adverse yaw. Mechanical setup errors can result in unwanted differential effects which may be largely overcome using the transmitter options, although mechanical correction is preferable for best results. When needed, mechanical differential is generally the most effective, with transmitter options used only for minor adjustments. For the typical under wing linkage, the control horn is positioned behind the hinge line and the servo output arm offset away from the hinge line; ie both increase the linkage length. These are typically adjusted to give about half as much down movement as up. Obviously, this is the only available technique for a single aileron servo or where dual servos are linked by a Y lead. To use the transmitter option, separate aileron servos must be used with a dual aileron wing type to allow independent servo control. Most include a specific "Differential" option Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 8

9 TX Setup - 5 Continued/ Article by Brian Holdsworth in the menus, though some hide it within the Flaperon etc option. Sometimes, the option is inhibited by default and must be enabled before use by editing the item generally displayed as "INH" etc. Generally, positive differential is defined as less down than up, but checking would be wise! Negative values are only likely to be needed when correcting mechanical setup errors. The input from the aileron stick is modified by any selected aileron rate and exponential values. The mixing value is set as required, with 50% reducing down aileron movement by half; 100% would give no down movement. Sometimes, separate values may be set for left and right though this is rarely needed. Often, a switch may be defined, which may be set to On or to a convenient switch to allow one, two or three values. Multiple values may be useful where switched flaperons are used, since even small down flaperon movement can generate significant adverse yaw with aileron use. Using the same switch as that controlling the flaperons is convenient - a small positive value would be used for down flaperon and, perhaps, a negative value for up where appropriate. Switching between none and a value can be helpful while determining the required value, since it would allow easy comparison of the flight effects with/without. If no "Differential" option is available, the effect may be achieved using the Servo Throw option, where the down travel for each aileron servo is typically reduced to about 50%. This is, effectively, how the function is implemented by the option with the convenience of a single setting value. Determining the precise differential value required is not easy since there are several other factors which can produce similar effects under some conditions. Fortunately, extreme accuracy is not needed, even for precision aerobatics, since the effects cannot be neutralised completely for all conditions - compromise required. The model is trimmed at cruising speed to fly straight and level repeatably - assuming the conventional layout with a propeller in the nose, about two to three degrees right side thrust will make the model fly better and with less swing on takeoff, contradicting some plan building notes and ARTF manuals which state that side thrust is not needed...! Applicable to all types, the model is flown level away from the flyer so that the view is straight down the fuselage, allowing small heading changes to be seen. The wind needs to be very light or the model flown into/down wind to avoid wind drift confusing the Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 9

10 TX Setup - 5 Continued/ Article by Brian Holdsworth behaviour. Flying into wind would allow longer for any changes to be seen before the model has to be turned to maintain visibility. It will be appreciated that the model needs to be reasonably near and low to give sufficient visibility. This is repeated several times to allow for any variations - the heading should remain constant with any change suggesting poor trimming or incorrect side thrust etc. Repeat, applying full aileron to produce a roll angle of about 45 degrees, when about one third opposite aileron is immediately applied to level the wings again; the model is watched to identify any change in heading. The test is repeated several times rolling left and right to determine the response pattern. Depending upon the roll rate, a slight dive may result which can be corrected when the wings are level. Care must be taken not to apply any elevator with aileron which would produce a heading change, confusing the picture. If the model is trimmed with considerable pitch stability, such that it quickly pulls out of a dive, a heading change in the roll direction may occur confusing the test results. Adverse yaw would produce a heading change opposite to the applied roll direction and will generally be comparable for left and right, suggesting more differential would be helpful; the same direction would suggest less. A more sensitive technique for aerobatic types is similar with the model flown away from the flyer into/down wind, ensuring that the wings are level before pulling into a vertical climb; a heading deviation suggests that the side thrust needs correction; drift left or right suggests incorrect alignment into/down wind. Note that a sustained vertical climb without deviation is unlikely to be achievable. When satisfied, repeat with a vertical half roll using full aileron, ensuring that no elevator is applied. If the heading changes in the opposite direction of the roll, increase differential; reduce for a change in the same direction. Repeat several times for left and right roll to establish a pattern - a compromise setting may be required. Most sets include an option "CAR" (Coupled Aileron Rudder), "Aileron-Rudder" or similar which, as the name suggests, moves the rudder with the ailerons by mixing the aileron stick to the rudder channel. The rudder is controlled by the combination of aileron and rudder stick inputs. Generally, differential produces better results in combating excessive adverse yaw, but this option may be appropriate where differential is not available, such as for a single aileron servo, or where more than about 50% differential seems to be needed. Some biplanes, Piper Cub types etc may perform better if turns are initiated with rudder. Usage for aerobatic types is generally inappropriate since only small differential Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 10

11 TX Setup - 5 Continued/ Article by Brian Holdsworth values should be needed to correct any mechanical setup errors. V-Tail configurations effectively have two rudders and servos so, where applicable, mention of a singular rudder refers to both! The option may need to be enabled as above. Often, a switch may be defined to enable/disable it or to allow multiple values - switching between none and a value can be helpful while determining the required value, since it would allow comparison of the flight effects with/without. The rudder movement from the rudder stick is unaffected. The input from the aileron stick is modified by any selected aileron rate and exponential values, reducing the resultant rudder movement proportionally. Any rudder rate and exponential values have no effect on the mixing. The mix value is adjusted as required - generally no more than about 20% would be needed. Sometimes, separate values may be entered for left and right though this is rarely needed. For full aileron stick, with 100% aileron rate selected, 50% mix would produce half of the rudder movement setup by the defined rudder Servo Travel and 100% mix produces full movement. The rudder servo and/or linkage could be overdriven and damaged if the rudder and aileron sticks are both moved with too much mixing defined, since the resultant movement would be the sum of the stick movements. One way to avoid this would be to select it with the rudder rate switch, where "CAR" would be active in flight for low rate selection with the rudder rate value reduced appropriately to remain within mechanical limits; high rate selection would disable the mix (or select zero mix value), allowing full rudder movement for spins, taxiing etc. Sometimes, two wings are used for one fuselage with one having ailerons and the other having dihedral for use as rudder/elevator. Since steering should be via the aileron stick, swapping wings would require the rudder servo plug to be moved between rudder and aileron receiver sockets which is inconvenient and may be avoided by using the "CAR" option. Separate model memories would be used for the two configurations, suitably named to minimise possible confusion. The rudder servo is plugged into the receiver rudder socket leaving the aileron servo(s) to be plugged into the aileron socket(s) where needed, using Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 11

12 TX Setup - 5 Continued/ Article by Brian Holdsworth a short extension lead for convenience and to avoid damaging the receiver. The aileron model memory is setup as usual with "CAR" available if required. The rudder model memory uses the "CAR" option (with no switch!) to link the aileron stick to the rudder with 100% mixing value - with no servo plugged in, the aileron channel does nothing. The rudder rate values are set to 0%, so that the rudder stick has no effect. The aileron rate values are adjusted as needed for the required rudder movements. RC Model World featuring John s Cri-Cri John kindly sent me this snippet from the Next Issue section of RC Model World. John wrote an article on the construction of his lovely 47% scale model. It really is a fabulous model and it was a privilege to see it fly at our field on it s maiden flight. Needless to say, that maiden flight was without drama - when you build to the standard that John does, I suppose dramas rarely occur. We look forward to reading your article. Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 12

13 Social Calendar for 2016/17 7th December - AGM 21st December - Hot Pot Night & Quiz Indoor Flying We are still flying at Highfield School every Monday evening commencing 7pm for one hour. It really is great fun - we tend to fly the aerobatic models in Depron or EPP. It really is a laugh and often models land in some highly inaccessible positions - see the picture. The model had landed on top of one of the light units. Jason managed to knock it off it s perch with his long telescopic stick. Steve Warburton captured the moment as the model started to come down. The models do take a bit of a hammering - here you can see the prop of someone else s model stuck through the tail area!! Photo by Steve So, it s the AGM time again on the 7th December. If you can possibly attend, please do. If you would like to join the committee, please use the nomination forms I have provided and get them proposed and seconded. Any cheques should be made out either to Blackpool & Fylde RCMS or B&FRCMS. The banks will only accept either of these two account names for our Club. Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 13

14 Jake feeling just a little light headed? Picture sent in by Jason Editor: Peter Cathrow, Tel , serifnut@gmail.com Page Nº 14

15 Merry Xmas Editor: Peter Cathrow, Tel , Page Nº 15