BRISTOL & WEST NEWSLETTER
THE MILLENNIUM ISSUE
 

 Issue No 9: DECEMBER 1999

Peter Tribe

peter.tribe@virgin.net

CONTENTS

 

Editorial

Flights of the Millennium - the World

Flights of the Millennium - Club Members

Club AGM

BMFA AGM

Western Area AGM

Vintage Glider Event 2000

Events for 2000

2001 World Championships

Simon de Bovine and a friend in Conversation

Fatal Accident Inquest

Letter to the Editor

Membership Renewal Application



EDITORIAL
Soon after sending out the last newsletter with an appeal (or perhaps a demand) for contributions to the Millennium Issue, I thought that it would be good to invite contributions from past B & W members, and then I got a bit more ambitious and thought "what about the rest of the World".
So, in addition to the 40 club members, I wrote to about 12 past members, and emailed about 20 'personalities' in this country and around the world, and then sat back and waited to be inundated.
After four weeks wait, I had three contributions, one of which was my own!
However, coming home from work one evening and wondering what I was going to do, I was astounded to find 9 letters waiting for me, and there were 3 more e-mails. After that it was a matter of trying to keep up with the input, and worrying about the logistics of the biggest newsletter ever. I am just keeping my fingers crossed that I haven't mislaid anyone's contribution.
I would like to thank you all for the effort that you have made, and also to apologise to a few of you where I have held over designs and technical papers until the next issue. Generally, the 'club members section' is in alphabetical order, but I have had to swap a few around to try to avoid blank gaps appearing where there is a photo etc.
I hope you will all find something to interest you in the wide variety of articles that have been received, and I wish you all the best for Christmas and the new millennium.

So here we go, first of all with a few guest contributions: -
< return to contents


FLIGHTS OF THE MILLENIUM - The World
 

Victor Stamov
Dear Peter,
I'm sorry for delay in reply of my answer. Long time I thought what to
write and maybe the story how I came into modelling and some stages in F1A
development could be interesting. Of course, you can edit what you want.

I was born in 1957 at Ural (quite far and cold part of Russia) that time
USSR. My father is Bulgarian, that is why in 1944 his family with a lot of other
non-Russians was violent moved by Stalin from Crimea (part of Ukraine now) where
he was born and lived to Ural or Siberia. Most of people died during this long
trip from cold, hunger and sicknesses. Long time my dad can't study University
and work at military objects, he didn't have military service, because he has
been repressed with family. A lot of people had such stamp in their life that
time. In 1958 doctors said if he don't change climate to warmer, he will die
soon. He moved our family to Odessa, where my parents and youngest brother are
living still. 1966 my father brought me to Children Technical Club in Odessa.

That time I must to make some special test work (something like examination) to
have permission to visit the Club, because more children then places. I start modelling from jets with parachute. My first model was control line simple plane with 2.5 cc diesel. Next model was radio control glider. I won Odessa regional contest for juniors in 1969, but that time was a problem with reliable RC and I’d decided to fly F1A. My first test flight was happened in September 1969. My
teacher of airmodelling Zinovy BRIK (he lives now in San Francisco) presented me old F1A with Hansense airfoil. During the winter time I finished my first F1A, straight tow with fuse.

Next year in June 1970 I took a part in my first contest, made 5 maxes from 7 and with 1149 score (I remember this number for all my life) won first place. Tchop finished 3rd. That time he was more experienced flyer then I. 1970 we had Championship of Ukraine and free flight team must be from juniors. We had F1A and F1C, but not F1B. Team asks me to fly F1B. I was young, without any experience and don’t matter what to fly. I took 13th senior and 7th junior place in F1B, Tchop had been 3rd, and our team won Ukraine Championship.
That time I've seen first time circle tow in action and Victor ISAENKO, he was the stongest in Ukraine. Tchop and I looked him like a God. And word PROFESSOR was for us like magic. Also I've met there Eugeny VERBITSKY in the first time. Friend of mine, also junior, showed him and said: "This is famous VERBITSKY". After contest Tchop was candidate for Ukraine team for USSR Champ. He had training together with team and after returned home (he didn't fly for team) showed me a paper - copy of Isaenko circle towhook. Next year we worked together and built one new modern model each with timer and circle towhook.

Tchop and I made the first attempt of bunt model in 1973. Some of flights were good, but some of them - very danger. Balsa wood wings (that time without glass cloth on D-box) can't be stable with a time and stiff. My second attempt in 1979 with stronger wings (glass cloth ±45° at D-box) had the same success like before. Only in 1989 Tchop and a little later Makarov & Kochkarev built bunt models, which reminded what we have now.

At the end of 1981, I made first experiments with carbon D-box and carbon spars by advice of Alex ANDRIUKOV. Both of us worked at Antonov Design Company, I at Metrology Department and Alex in Composite Structure Materials Department. In 1982, a model with 4% thickness airfoil with carbon D-box and carbon spars was ready. This D-box had three layers uni-directional carbon, the same material we use now, but layer’s arrangement was 0°-90°-0°. This construction was heavy and not strong enough for torsion. ±45° uni-directional carbon D-box was twisted like propeller (M&K find the way to use that design many years later). That's why, next year I built wings with kevlar D-box skins
and used them until 1990. Kevlar skins was good for zoom models but not strong enough for bunt.

With kind regards,
Victor Stamov,

UKRAINE
 

 
John Bogaerts
from Belgium.( As you will read, John speaks perfect English and has always been a great friend and companion to all British fliers who have visited Europe.)
It's a schoolmate who did inoculate me with the 'balsa virus', and I have never got over it.
I started to build and fly models at the age of 13 (1937). I still remember seeing me with my models under my arm walking to some farmland around the late aerodrome of Brussels (Evere), the distance to cover: 5km! No need to tell you that the farmland is now covered in concrete!

At the outbreak of the war on 10th May 1940 (in Belgium) I was 16.
To avoid being deported to Germany to work for their war effort, I left Brussels on foot.
To cut a long story short, I arrived at the docks at Bologne (France) a couple of weeks later. With some other civilians and soldiers we found ourselves surrounded by German troops. However, on the third night a British destroyer came into port and I had the chance to jump on the deck together with some British soldiers and civilians, and that's how I found myself in Dover an hour later.
I lived in New Malden in Surrey for two and a half years, learned the language in 6 months, and found a model shop in Kingston on Thames and got on with building, and flying models at the local park. I started to build a Bob Copland Wakefield, but being in my little corner the model was too difficult, especially the prop.
I did leave England in December 1942 for central Africa where I stayed in the Belgium Congo. Although I lived alongside the aerodrome of Bumba, I had of course no modelling activity. It was only in 1945 when I eventually got back to Belgium, and I started again to fly seriously at our National contests in 1948.
My first model was a STRATOS; later when I got to know better I took part in some International contests, such as the Pierre Trebot Criterium at Peronnes (France) and I started to fly with 'Sans Egal'.
From then on, at the International contests I always flew in with a British Team, and at Peronnes I got to know Pym, a very good Wakefield flyer. At those competitions such as La Salmagne, Pierre Trebot, Terlet, Zulpich, Criterium du Nord-Cambrai, Poitou, Helchteren-Pampa and even European Champs at Mostar, I flew with different Power Models such as 'Sans Egal', 'Aquila' from Thomann, 'Sun Shot' from B Baines, AC 36 (or is it 56) from Tony Cordes and finally a model from Kochkarev and Makarov( that was my best model).
I was never a tip top flyer, I was more like 50/50, but I loved to fly.
Now, at the age of 75 I have finished my outside activities as a timekeeper. I now fly indoor models, that’s how things are when old age creeps up on you, but I don't regret, far from it.
I will still hunt the flying sites, but as a spectator, and say hello to all my British friends with whom I did have so many good times.

PS. I have had a subscription with FFN for 30 years since 1969, the year when Elton Drew became world champion at Wiener, He was responsible for that subscription ( hello dear friend ). I also took part at the British Nationals (cannot remember which year but we had wonderful weather- rain, wind, cold ) and several other internationals in Britain organised by Mike Woodhouse and B Baines.
 

Ernisto Busnelli from California
Impressions of the F1A's new era 11-17-99.

About five years ago being a bit tired of the monotony and stress of life and work I decided to start practising aeromodelling. I'd had prior exposure to the sport as a teenager, but the experience had been minor.

When I found out where in California free flight (my old love) was being practised, I discovered that what I had thought was going to be a smooth start, instead turned into a real challenge.

The main hurdle of starting to fly F1A was the incredible progress that had occurred in those 12 years while being inactive. Composite construction ? Bunting ? Kevlar ? Gee, that was like getting into a time warp. My first impression was that flying F1A had become a brutal game: "run as fast and pull as hard as you can" was the motto, but that impression changed after a while when finding that the refinement of flying was just different. Today on the verge of a new millennium I find that the sport is as fascinating as ever.
During the last six months, after I felt that I'd had enough experience, I started designing and building my own birds, and it is certainly not easy competing with the top guns, but how gratifying it is seeing my creations working properly.
My homefield is Lost Hills in central California, and just trotting under my glider at that low speed with an orangy
sunset sky as a background all the while sensing the line tiny pulls and moves, is a joy and pleasure that few things in life can compete with.

Ernesto Busnelli

Peter Watson
 
Many of us have built our wings on the excellent cambered boards manufactured by Joe Maxwell.
Unfortunately these are no longer available. An alternative used by some are hot wired cut foam boards; I have never been happy cutting foam accurately, due to the shrinkage of the foam away from the wire, and the drag on the wire itself.
There is an alternative!
After the 1993 World Champs in California, Stafford and I visited the home of Mike Achterberg, near Sacramento. Mike builds the most beautiful models in the corner of his garage, surrounded by all sorts of debris. He was building on what appeared to be cambered plaster boards.
The way these are made is to fix templates to the required under camber to a sheet of glass, and balsa leading and trailing edges to the required plan form. These only need to be about 6mm deep. A first mix of a suitable filler is then poured in to this fenced off area to a depth just under the top of the templates.
After this has set, a second mix of filler is poured, and at a suitable point in the setting cycle, is contoured to the cambered section , using a straight edge dragged over the end templates.
If this is not quite correct, minor alterations can of course be made when it has set.
Plaster of Paris is really not suitable for this as it sets quickly , and is too hard. The most suitable appears to be the various interior fillers available at DIY stores. When mixing these fillers always add powder to the water ( not the other way round ) , and mix slowly so as not to incorporate air into the mixture.
It is, however, rather difficult to stick pins into the boards, so building has to be done with weights and masking tape.
 

 
Martin Dilly
Fellow BMFA, British Team Manager.
THE SECRET SOCIETY -FREE-FLIGHT AT THE END OF THE CENTURY

Not many people fly competition free-flight today in the UK. It's clearly not the expense. Look at the cost of a year's golf, or some of the stereo equipment with which people adorn their houses, personalised car number plates, a kid's mountain bike or trainers (used for posing on the way to school, not for athletics), four-wheel drive mock-Jeeps, smoking or many peoples' drinking habits. Could it instead be that what we do is simply not fashionable?

One means by which something becomes fashionable is that it is heavily promoted and made constantly visible and thus desirable (to some, at least!). But we make hardly any attempt to make free-flight accessible. We go off to some abandoned airfield (public excluded) or military training area miles from normal human activity because the performance of the aircraft we use demands the space. The news-stand magazines have little to inspire people to progress to flying contest free-flight (perhaps because we don't take the time to write it) or even to learn the techniques of building the models. What information there is comes to us via various subscription-only newsletters (FFN, Vol Libre, NFFS Digest), - in other words you have to be in it to find it. If someone asks where to find out more, there is not a single book on free-flight to which to refer them, certainly in the UK. Model shops stock almost nothing of free-flight relevance, and their proprietors will tell enquirers that it no longer exists; instead we depend on the cottage industries, - FliteHook, Viktor Stamov, M&K. 

Media coverage is effectively zero. Within the BMFA Council free-flight is poorly represented, so its needs are often ignored. In short we are virtually invisible.

The BMFA's Dart programme has no follow-up, so kids and their parents have
no perception of where it can lead. What a missed opportunity! Is this what we want? Do we prefer to fly in national contests with entries in single figures? Are we happy to be part of an ageing group with a mean age of 54? Is the public perception of model aircraft as being all radio-controlled one with which we are happy? The remedy is in our hands, - that's yours and mine. We have to write the magazine articles. We have to attend BMFA committee meetings that may not be immediately relevant to Free-flight. We should be badgering the publishers for books on free-flight (and writing them). Radio and TV should get details of free-flight events, and somebody will have to do the follow-up needed to get them covered. I've done my share,
so it's your turn now.

 
John White
from the Isle of Wight(renowned flyer of large lightweight models).

Many thanks for your kind invitation to contribute to your special newsletter-I feel greatly honoured- I did not know I was so well known around the world.

Back in 1946 with the war only just over, rubber was still quite hard to come by. The pre-war stocks of 'Catons Super Power Aerostrip' had just about been exhausted and the post war Dunlop had yet to come on stream.
I had just completed my first Wakefield, a Houlberg 'Isis', but still needed something to power it. I heard on the grapevine that a certain model shop in Dorking had taken a consignment of Government Surplus small section strip rubber, presumably extracted from bungee cords. Personally, at the age of 15 I had acquired a full size racing road going bicycle, a second hand Coventry Eagle Roadster complete with 3 speed Sturmey Archer gear, which had cost my father £8-about 2 weeks wages!
I therefore spent the best part of a day riding the 20 miles to Dorking my from SW London home, returning in triumph with 3 to 4 oz of the precious commodity. This I made up into a motor and packed it into my rather crude model box( which consisted of a wooden frame covered in fabric used to patch up windows blown out by the wartime bombing), together with the Isis.
The following Sunday was a contest day and so I set off for Epsom with the box slung over my shoulder. Some time towards the end of the journey, unbeknown to me, the box sprung a 'leak' and out popped the end of the irreplaceable rubber motor only to coil itself around the hub and get chewed up into lots of tiny pieces!!
I am afraid that, on arrival at the flying site, my request to fellow members of the Streatham aeromodellers for a spare wakefield motor fell on deaf ears!


 
Lee Hines
California, USA
 
OUR NORDIC STORIES
This series of Nordic gliders started in 1996 with the design called BIG AL, inspired by the AL-33 model of the 1989 World Champion, the great flier Andres Lepp of Estonia. It was the first Nordic claimed to achieve 240 seconds in calm air, had elegantly graceful looks and the most beautiful glide I had ever seen.
The revolution of composite structures and timer-operated flying surfaces was in full swing during
the 90s, when Don Zink asked me if I thought
AL-33 might be a candidate for these modern systems.
I was very sure that it would be an excellent choice and set down to draw up the "state of the art" version. The wing and boom are a little longer, the stab correspondingly smaller while I chose the bottom fin-rudder position ala Lepp's normal gliders. The six-panel wing simulates his curved-up tips and needs smaller angles at the breaks which should help optimize lift/drag ratios.
Vasily Beschasny was involved from the beginning of this project, so after several brainstorming sessions to choose airfoils and components, he was excited to build the first examples of this new design. Three
BIG AL's were ready to fly in late 1997, quickly showing promise with excellent still air times, were easy to fly, and good competition results were achieved as well.
It was decided to apply the general wing planform to shorter span gliders with
LI'L AL (2.28m) and BABY AL (2.16m) being developed from the Trojan Spirit and Wishbone designs by the late, great Bob Isaacson.
Vasily set to work and shortly produced the newly designed versions. They flew very well in normal thermal flying conditions and surprisingly well in the calm. We have been rewarded with improved competition placings and the admiring comments of other fliers, with some ordering copies for themselves as well.
In addition, since Don and I have always admired the magical thermalling capabilities of the
Wishbone we decided that it would be an excellent candidate for a thermal-happy bunter using the latest hi-tech structures. BUNTBONE, as it was named, has proven to be just as we thought, with excellent results achieved by several top glider guiders around the world.
It has been my pleasure to be involved in these developing projects toward the improvement of Nordic freeflight class flying in general.

Thanks for your time and I'll see you downwind!
Lee Hines < return to contents



FLIGHTS OF THE MILLENIUM-Club Members
 
 
Jim Andrews

Peter, it seems very recent that you told us all that you were virtually computer illiterate, and now you produce our super "Newsletter" with colour! Thank you very much.

Everyone has to contribute, that seems a pretty tall order, and what a tome it will produce. What are the terms of reference, must it be about modelling
(I hope so), how many words? Well here goes, Peter, may I attempt to generate some selfish correspondence? I’ve built model aeroplanes for the past 60 years and have been through most types but in the past dozen or so years I have returned to free flight through the vintage door (a Senator first) and then I came into contact with Alan Parker who suggested I should come along to Merryfield and meet the members of Bristol and West. I took no persuasion to ask if I could join. Then I became a little dissatisfied with my vintage models and built an F1A model from a Lithuanian kit, the Sija. The flying is of a completely different order. Now for the correspondence, what do I do next? The only opportunity I get to fly is on Area Days (no local trimming field) and everyone is busy flying in competition, as it should be, so how does the novice get started in competition? Just enter something? That is probably the best way in and I think maybe open rubber. What advice or comments from the experts?
What are all these competitions such as the Weston Cup, Halfax Trophy, Plugge Cup etc.?

Of course if it’s nostalgia you want then here’s a completely different letter. Soon after the War, I was about 15 years old, I built a Slicker powered by a Frog 100. This model taught me about the spiral climb quickly followed by the spiral dive and home for repairs. Spurred on by this lack of success I built a Super Slicker powered by an Amco 3.5, wonder of wonders it flew and flew very well. At this time I was a member of the Novocastrians and we flew on the Town Moor, hundreds of acres of free man’s land. On the occasion I remember so well, an inter club rally probably, I had 2 maxes as had a man from another club. Whilst preparing for my third flight I broke my one and only plastic prop, the scar is still just about discernible. On sixpence pocket money you couldn’t afford spares. The other man had his third flight and just missed a max but was now in the lead. Realising there was something wrong he came across and said, "What’s wrong son?" I told him about my lack of props and he inspected the model and left. He returned a few minutes later with a prop that he told me to try, and using it I Maxed, and returned his prop. I would like to believe that could still happen to day.
 
Merry Christmas and a great 2000 flying season.

Bernard Aslett
A Bridge too Far
With apologies to the Arnhem campaign.

Retrieval plays a testing part in our hobby/sport. Many tales exist, and this is one of them.
The model was resting encouragingly in the outer branches of a tree, apparently undamaged, and appearing to need only a nudge to bring it down. The 5 metre carbon telescopic poles, borrowed from the CD, established the height of the model was 7 to 8 metres.
The bad news was that the tree was one of many lining the busy road into Maastricht, and the model was approximately over the middle of the road. The light was also beginning to fade.
Fortune smiled deceivingly, in that it was quickly established that at the nearby campsite there were some plastic conduit pipes that could be borrowed to extend the length of the carbon poles.
In short time, four of the conduits were strapped together (for rigidity) and bound to the carbon poles with-what else- brown parcel tape.
This combination was now certainly long enough, and so the two old B & W codgers (hence the reason for printing this story) , one the owner of the model and the other an always helpful friend, prepared to do battle with nature.
The sturdiness/rigidity of this combination pole as it lay along the road was one thing, but as it was laboured into the air it began to take on a life and mind of its own. A further problem became apparent in that the two intrepid rescuers were not always interpreting the deviation ( and hence the corrective action ) of this wayward pole entirely in the same light!
This gyrating struggle slowly moved in favour of the pole, to such an extent that the indignity of being clasped belly to belly on the side of the road, with only the pole between them to save total embarrassment, was not immediately recognised.
Finally, control of the upper reaches of the pole were lost, and for a few heart stopping seconds, the combined poles formed a smooth 'rainbow like' arch across the road.
In this time, I swear, two or three cars with their incredulous occupants passed under our arch.
It was at this point that sensibility took over and the model had to be left to the next day and an alternative and more effective retrieval method determined.



John Bailey
( ex member now with Biggles)

John visited Merryfield for the first time in about 25 years this year. Sadly, this trip back to the past did not go well as he had one flight and spent the rest of the day trying to find his model in the prickly forest. However, on the brighter side, John has contributed some photo's from the good old days:-




Roger Bellamy

I have struggled to find a worthy contribution to the news letter, but offer a picture for a ‘Caption Contest’; first prize will enable the winner to time for me at the 6 Area events! All captions to the editor; results (if any) will be published in the next newsletter.

 





Robin Beckford
The normal world continually conspires to prevent much FF activity, but I have nearly completed a Sija F1A from W Hobby which will get finished one day (honest!). The kit was a pleasure to build - beautifully laser-cut and drilled ribs which fit perfectly over the carbon tube spars, and a neat
pre-assembled cartridge with timer, actuating wire and hook that bolts into the nose.
I still keep in touch with FF via the FreeFlight Mailing List on the Internet which, though mainly populated at present by small scale model flyers in the U.S., is a constant source of interesting information and discussion. Well-known names such as Martin Gregorie, Richard Blackam and George Aldrich contribute from time to time, and Mike Woodhouse frequently tries to flog stuff!

See you next season, Robin



Keith Bolas
Millennium mutterings.

Ok, as an F1A luddite, I would like to say a few words about my return to gliders and flying.
Back in 1977 I was mad about gliders and joined the South Bristol club along with Rod Audley and the late Ray Inker. We were all heavily influenced by Elton Drew’s great World Champs win and proceeded to build 'Lively Lady' lookalikes.
These models generally flew very well with a great glide and the ability to tow fast and latterly circle tow. I never really took to circle towing, it drove me mental just racing about after wayward gliders which, on launch, rarely did any better than a good 'bung' off the end of the line.
Ray and Rod persevered with Drew type models but I, as usual, got bored with the same old thing and launched into a new 'British' style of lower aspect ratio model influenced by Andy Crisps F!A model with a low aspect ratio Shoaf airfoil. My model had a wing structure designed by trial and error to be completely evenly stressed over all the span by, I think, clever use of spruce and balsa with lots of big geodetic ribs. My method of checking for even stress was simple, just twist the wing and watch for completely even rippling of each tissue panel. I got the idea from closely inspecting Russian aircraft, they REALLY ripple. So if it’s good enough for them then......

The wing worked a treat, it would glide as well as my best 'Lively' job but it had the advantage that it could really groove off the end of the line. I could really fire the thing into a LH spiralling climb that mostly gained loadsa feet and usually turned into a glide with ease. Because the wing bent evenly and most importantly did not twist under stress it became a really good towing model. The whole plot could just float nice and straight on the end of the line in a gentle breeze or go off the end like a rocket. Even if it stalled off the top it still gained lots of altitude anyway.

You may ask, at this point, if the thing was so good then why didn’t I win everything? Firstly, I’m always keener on designing and building and secondly I’m just plain lazy. I won the South Bristol Championship with that model and then lost interest as I needed another technical challenge. I suppose that I’m more of a builder than a flyer really. The 'successor' is still part-built up in the loft and will probably stay that way. I built a series of six similar models and the one seen at Merryfield and the Southern Gala was the last and best. It didn’t bring any rewards on the day as the towline floated off the hook on the first flight and I got a horrendous birds nest line tangle on the third and last flight at which it floated off the hook again. That’s one problem I’ve never yet resolved, how to keep the damn line on the hook yet still be able to get it off (the hook) at ease.

I enjoyed meeting you all again after 22 years, and it was all as though nothing had changed. Mostly the same guys but now some with higher tech. construction models. A strange mixture of very hi-tech and vintage seems to have taken over, each type at opposite ends of the spectrum, I wonder why vintage is so popular again? Is it because hi-tech modelling is just not as satisfying as tissue and stick stuff?

I was really disappointed to see the new (daft) rules regarding glider winches. Quite honestly, in all my many years of glider flying I had never seen a 'flying winch'. It makes towing and wind ups a real pain and has completely put me off any sort of F1A flying. It seems totally crazy to ban lines on winches just because once (or maybe twice) in the entire years of gliders someone got hurt. I am, as an engineering designer, very aware of health and safety, but winches...really!.
What about banning bikes? Ever been mown down by a skyward looking biker in pursuit of his model? What about crazily out of trim free-flight power models? What is more dangerous, a model or a winch? It seems to me that daft rules can easily ruin a sport or hobby as is witnessed by the severe lack of new and younger faces at local comps.

Anyway, I’m definitely not convinced about kevlar wings, shiny tailplanes and radio retrieval devices that sometimes work. It also looks to me as if basic aerodynamic modelling techniques are being ignored in pursuit of pure strength.

A wing with a very thin section needs to fly faster than most modern gliders seem to fly and shiny tailplanes just must be a disaster as the surface is far too smooth for glider velocities. Maybe at the very top level some of these things will work but it seems to me that at our club flying level most of it all is irrelevant and expensive or difficult to construct to a fine degree of accuracy. I think that the way for me and my able 11yr old retriever to go is to build a 1.5 scale version of my favourite shoaf sectioned model and stick to open glider comps.

Mind you, electric flight is really interesting and we shall certainly have a go at E30 sometime next year.

So there it is folks, it’s my opinion that hi-tech gliders will kill the class just like happened with F1C. I think that we need to return to a more hobby based user friendly type of modelling that encourages new people into the sport. Looking at today’s F1A,B,C models I just can’t see how these classes will survive another ten years unless we change the rules somehow to make these classes more accessible to club flyers (most of us).

So, after 22 years, it’s worse folks, unless you’re into electric or vintage.
I’d love to know if there’s any like minded miserable old luddites out there, send me an Email on kbolas@cableinet.co.uk if you would like a chat.

It’s nice to be back (with reservations). Happy New 2000 to you all.



Simon de Bovine (country member*)
(For non regular readers, Simon de Bovine is a heifer (perhaps even a bull but no one has got that close yet) who lives at the farm next to Merryfield, the Area flying site.)
 
" Well, Simon, what are you doing for the Moolennium?"
"I dunno-might do a bit of stomping practise, or a bit of ‘half hay’, retrieval practice with some young jersey’s or a night in looking at the rule changes".
"Last year was a bit of a disappointment; not a single model landed in our field for stomping on the whole season. Talk about boring".
"Try and do better in 2000 and make our day!"
"Happy Moo year to you all"
 
PS Simon, have a look at ‘letters to the editor’, it may be to your advantage!



Brian Bow
 I managed to find a photo of myself that appeared in the April 1963 Aeromodeller. The photo was taken at the B & W rally at the beginning of February 1963 at Blakehill Farm Airfield near Cricklade.
 

Even though we were the organizers, we nearly did not bother to turn up as the snow was so deep. Just as well that we did, as John O’D turned up after having traveled all the way from Manchester or thereabouts.
Despite the conditions, we had good days flying on crusted/frozen snow with a light breeze and a fair amount of sunshine.
I think that it was Keith Horry of B&W who took along a perforated oil drum and coal which was very popular as a hand warmer.

1963 was a good year for me and B&W as we won the Farrow (see Chris Strachan below-ed) and Team Glider event. I won the Lady Shelly Cup after two years of concentrated effort at the Scampton Nationals.

The flying plank was 12 feet span and on maximum area; it towed up beautifully. I flew it at the 1962 nationals but it landed on the roof! In the following year I used the recovered undamaged parts and made a 9ft version and won the contest. My smaller plank design subsequently appeared in the Frank Zaic yearbook





 Alan & Tim Brocklehurst
 Ever since the last newsletter and request for a millennium contribution landed on my doormat, I have been wondering what I could send. Should it be technical, or a light-hearted retrospective? How about both!
Enclosed is a plan of my Tailless-11 design and an article written some time ago which probably appeared in Tailless News. I hope it will be of interest.(Well it will be, but the Editor in his wisdom has had to reserve it for the next Newsletter-sorry Alan)
When I think of my tailless model, I like to think of that long flight I had at Oxford. About a year earlier, I was lucky to have the model retrieved for me from a hanger roof at Barkston, by no lesser a person than J.O'D.
Just so that I don't forget this episode, my family wrote a fathers day poem for me. Tim was quite young at the time, so it was probably composed by my wife, Gwenda, aided and abetted by my daughter Helen. Despite the embarrassment, I thought my fellow modellers might appreciate the following:
 
 
On the hottest day in sunny May
There's only one place to be
And that is up a ladder
Retrieving models from a tree.
 
Aeromodellers are dedicated,
Of that there's amply proof
For if you miss the tallest tree,
Then choose the hanger roof.
 
And when the comp is over,
And everyone's off home,
It's really quite prestigious
To be seen up there alone.
 
Having scaled a 40ft ladder,
Laden with a 60ft pole,
It looks quite interesting
For the Bobby down below.
 
He understands the situation
Having spoken to the wife,
And readily agrees
That after all, it is your life.
 
Having made a successful rescue
With the model in one piece,
You collect your trophy for third place
With a look of disbelief.
 
Your family support you,
"We're there to spur you on.
And of all the dads in all the world
You are the greatest one".
Don't ask what happened after Oxford-I am still trying to work it out. Hopefully I will get back in the groove again before too long, though when Tailless 111 will appear I can't say.
Current aspirations are towards Coupe when I get time, and when I am not keeping thermal soarers aloft.
Best wishes to everyone for the Millennium.
 
PS Tailless1 was built in 1970, and 11 followed in 1974. I still refer to this as my
new tailless model.




Keith Burt
 
Greetings & Best Millennium wishes to all fellow Bristol & West flyers…..
 
Looking back on the last years modelling and it seems I have done more flying than in most previous years, largely in the classic and vintage classes. I’m still keen to fly a competitive F1A model which until now I have been lacking.
The Woodbury weekend went well for me on the Saturday and turned out to be a very enjoyable event. I personally really like Woodbury; it’s a mixture of challenge and pain (gorse of course) and the exercise is second to none.
This year I ventured into the realms of carbon fibre construction, with the Sija F1A model. I managed to complete the model in time for the Bournemouth rally at Middle Wallop in September, but the weather on this occasion stuck it’s tongue out. Much to my frustration it has continued to do so ever since and the model remains in the box.. last chance this year may be the Coupe D’Hiver next week. I promised Peter Tribe a ‘construction & trimming’ article about the Sija which is now partly complete.
 
We went to the Nationals this year having missed the last few times, pitched the frame tent and took part in several different competition classes, won no trophies but thoroughly enjoyed it. I had forgotten how atmospheric this event can be and resolved to be there next year.

My wife Sylvia and I were on a weekend break with friends at Beer earlier in the year, when I spotted the name on this boat, ’Lively Lady’- thought of Elton Drew straight away.

Floater of a different kind ?

 

I would like to wish everyone all the best for the next season .

 

 

 

 





John Buskell
past member, now resident in Canada
I joined the free flight web mailing list through SCAT.
Following a comment on noise of free flight power models by an American, Bill Shailor, I put in my thoughts; well, talk about howls of protest, they were louder than the modern F1C. The discussion ran for several weeks.
My thoughts are that we can't go on with free flight power without we adopt a sensible silencer rule. Common sense has to prevail, and if the models are so noisy that the flyer has to wear hearing protection, then it's time to strap on a simple silencer. F1C has long since passed the point where common sense should be exercised. It's time that we shut them up (a bit at least).



Chris Chapman


Marion 1968 Nationals

Chris and Paul Davies Everleigh
Dropping zone 1980.

Chris provided several photo’s for the millennium newsletter; sadly space has now come a bit limited, so the editor has had to choose! Chris also provided a copy of the DESERT RAT A2 which he has used to such effect in many Plugge events, somewhat to the amazement of onlookers.

 

 

 

 




Mark Croome
A touch of Guilt
 In 1954 I was 14 years old and had just passes through the phase of building a Senator, an Eaglet, a Competitor and a Gypsy in quick succession and with moderate success in that they all flew but were usually back on the ground as soon as the rubber ran out. I was probably about to lose interest when one of the gamekeepers on the estate where my Father worked turned up with a huge glider he'd found in the woods. Would I like it?…….you bet I would!
So here I was with an Orange fuselage, two wings with utterly shredded tissue, and a tailplane ditto. On the fuselage was a paper label with the indistinct remains of some writing. Perseverance came up with an name and address in Leicester some 25 miles away, and I wrote to the owner telling him of the find. Some weeks later he arrived one Sunday with his wife on the pillion of a motorbike. The model had been lost the year before and was a Quickie which he decided to leave with me because it wasn't the one he had hoped had been found.
I got to work and stripped off the old tissue, re-covered it and flew it with my mum doing the launching. It was a total revelation after the KK kits and I learned a lot from it including how a DT worked.
By this time I was buying Aeromodeller and saw that there was a South midland Area Rally at Cranfield in August or September, and persuaded Mum to drive me there for my first contest. I don't remember much about it except that the model caught a thermal and did a max, and that at the end of the day I was 5th in Glider and absolutely thrilled to win a pack of little pots of colour dope.
Nobody had told me about the Builder of the Model Rule, and that I had competed under false pretences, but I wonder if I would still be flying but for that Quickie and that prize.




John Deeming

The photo was taken at Wigsley, Lincs nearly forty years ago –shock horror! The hair and the waistline have long since gone, but the shirt has only recently been relegated to the rag-bag!
The model, a Ron Draper half A, was a good one and was only discarded about 6 years ago. I won half A at the Northern heights Gala at Halton with this one.

Fathers old Ford Consul in the background has been crushed and recycled several times by now, but the watch I am wearing I still use every day!

I am enjoying my return to freeflight after a 30 year layoff: I would say I enjoy it more now than the first time around.

However, I haven’t been idle in those 30 years having made forays into the world of Radio control Yachting, R/C flying and model and light engineering all of which have generated extra skills which are of use in my present interest.

Thanks to those in B & W who have befriended me and given quiet encouragement, whether they realise it or not.

I wish all health and safe flying in YK2.





Elton Drew
Faced with Peter’s ultimatum delivered with the last issue of B & W News, "Everyone, yes everyone, must contribute something" for the bumper Millennium issue, who could refuse, and who would risk the disgrace of being the only non contributor?
But what to contribute? Peter hinted that some thoughts on best and worst memories of the ’69 World Championships would fit the bill.
The best memory? That final max and being lifted aloft by George Fuller and
Don Thomson complete with model and union jack umbrella.
 The worst memory? That evening I had a few celebration glasses of wine (well more than a few) at a local hostelry in the company of several of the British contingent.
Next morning I was awoken by the Team Manager and driven to the airfield for the start of the Wakefield. Or so I thought. In fact it was the start of the sixth round!
The fondest memory? Early in the morning before the start of the Glider comp.
Brian Bow and Don Thomson were with me in the middle of the vast airfield doing a few check flights. The only entrance to the airfield took you through the middle the area being prepared for the opening ceremony. This was festooned with flags of all the nations, banners, bunting, the lot. As we were packing up ready to return for the opening ceremony we noticed an old Alvis tourer, which, having driven through the aforesaid ceremony site, was slowly circling around the airfield calling at the various scattered groups of foreigners also out testing. The car eventually stopped by us. Out stepped dear old Dickie Laidlaw-Dickson, resplendent in long khaki shorts, ready to report on the championships for the Aeromodeller. "Ah! the British at last – I say chaps where is the opening ceremony?"
The funniest memory? Dick Johnson looking at a barometer on the wall outside a posh jewellers in Wiener Neustadt, hoping for an instant weather forecast, gently tapped the glass with his brolly. The hand of the barometer promptly fell off, followed by an equally prompt departure down the street by Dick and companions.



George Fuller
When the bell rings in the new year 2000, it will bring to me the reality that I have been building model aeroplanes for 61 years and have been competition flying for 55 years.
Over those years its been ups and downs that we all have as aeromodellers. When you build model aircraft you seem to get addicted and it seems to always draw you back to having a go again.
Only God knows just how long one can carry on; hopefully from my point of view many years yet!
At this point of time I have more models than at any time in my life. I feel they are all capable of holding their own, and now they are equipped with Biotrack all I have to do is motivate myself and get that model out of its box!
To measure the years of aeromodelling happiness is associating with the type of person an aeromodeller is, and I can honestly say they are the nicest type of person around.
I feel so pleased that I have been lucky with several of my designs which have helped modellers to start and get to the standard of modelling far above my capability.
I hope I can still help and continue for many years , and I wish you all a very happy Millennium.



Dave Greaves

It was in 1953 that I built my first model, and I look back on 46 years of wonderful experiences, of great friendship and joy. Thanks lads.

I look forward to the rest of my flying days with great anticipation, hoping for some success, but most of all for enjoyable flying days and good companionship.



GERRY TO DAVE "You did bring your passport, Dave?"

(only joking Dave)

 

 


 

Hamish Gunn

Found this photo from the Forties when I was a member of Northern Heights MFC, and I was aged about 16.

 There were one or more meetings every week around London in those days, and probably 50 clubs in the Area.

The Photo is of my pusher which was approximately to Wakefield specification, and went OOS on its first flight, which unfortunately was not officially timed.

However, it did break the British record then standing at 1min 6 secs.
The photo shows the Parachute DT.

 

 

Hamish Gunn, Stan’s son, Russell Peers,
Stan Spenser, Derek Wain
Circa 1980

 




 Peter Hewitt
I would like to thank all my friends in the B &West club for all their friendly companionship since joining the club. Watching the models and talking shop with their builders has given me an enormous amount of pleasure.
Congratulations to Chris for his successful season. Let us hope that next year our own efforts and a lot more luck with the local weather in the year 2000 will lead to more success and who knows, the return of the Plugge Cup to Bristol & West.
Every best wish for the new year,

Peter Hewitt


Keith Horry Past member ( Keith, about six contributors have mentioned you or sent in your photo!)
This is not perhaps the happiest of my memories, but certain others have had years of amusement at my expense.
We had a competition at Lulsgate , I think in early 1957 (this may have been the last time we used Lulsgate). My model landed in a tree near a farmhouse, and there was a dry stone wall under the tree which I climbed on to try and reach the model.
At least two other club members climbed onto the wall to assist. Result- the wall collapsed-angry farmer- and a repair bill for £5 plus! (nearly £100 in todays money!!)
As I was the only one involved who had any money on him, I had to pay up; together with the charge for the tatty Ford van we hired for that day- HAPPY DAYS!


 Dick and Dolores Johnson
Dick, Pete & the Chinese.
In 1983 I won a place in the GB team for the world champs in Australia. As we were to arrive in Sydney about a week before the champs we were all to stay with OZ modellers. As Pete Smith and his wife Carole had stayed with Dolores and I in England they were going to look after us in Canberra. They treated us very well, took us sight seeing and let me trim on Pete's flying field.
On the last evening before we were to leave for Goulburn where the champs were to be held, Pete appeared wearing an OZ track suit and announced that we had been asked by the organisers in Sydney to meet the Chinese team which were to arrive at Canberra airport and that everything had been arranged but he was to smooth out things if required. I decided to go with him to add my support.
We arrived at the airport about 15 minutes before the flight arrived and saw some Orientals also waiting. We asked them if they were there to welcome the Chinese team, they replied that they knew nothing of the aeromodellers and that they were there to receive a trade delegation but would help if required. The plane landed on time and the trade delegation and welcomers departed quickly.
After some time the team arrived with a great deal of baggage, probably delayed in customs. The team consisted of 9 flyers, a coach for each class, 1 team manager, 1 secretary/translator and a man without portfolio, there I believe to protect the team from democracy. A total of 15 people. Pete said "take them to the car park and make sure that no bastard pinches their gear, I am going with the secretary to sort out the transport".
A short time later Pete came back with a pained expression, looked across the car park and cursed as only an Ozzy can, he looked at me and ordered "come with me". As we walked back into Arrivals he explained to me that those bastards in Sydney were suppose to arrange transport and all they have done is book a 7 seater bus! We arrived at the Hertz desk where Pete had left the secretary. He said to the girl at the desk to get us another bus but after a phone call the girl announced that they did not have one. Pete ordered "get the biggest estate car you have" she confirmed that one will soon be on its way.
Now came the tricky bit, paying for the cars. Pete told the girl that they required the car for the duration of the comp. I cannot remember the exact number of days but it was about a week. She quoted a figure and the secretary took out a wad of OZ dollars and started to count them out. The girl at the desk stopped him and said " your not going to pay in cash, haven't you got a credit card? If not you will have to pay a deposit on the cars". We explained what a credit card was but he hadn't one and so carried on counting out what was now a sizeable deposit, it seemed to be nearly all he had.
We then had to explain to him that as he was paying cash he would have to make sure that he got his deposit back. We had to repeat this several times and state dates. At last he understood and said he only wanted the cars to take him to Goulburn , there was just a flicker of relief on his inscrutable oriental face when most of his money was returned.
So now the Hertz girl started to fill in the forms and asked the secretary for the names of the drivers Without reference to the team, he said no one could drive, and in China if you could drive it was your job! I looked at Pete, he nodded and said "we are going to Goulburn". The secretary could not believe that both of us could drive and were not professional drivers.
Ok, we now had 2 cars but 2 extra people making 17 in all, (in 2 cars). We all went to the car park and started to load. I think Pete had 7 or 8 in the estate, I had the rest in the 7 seater bus plus all the baggage. I can remember not being able to sit against the back rest because a model box was pressing into my neck. We started off but if we were to be stopped by the police Pete and I would surely be jailed for overloading.
Sitting next to me was the FIC coach, he could speak a little English so we started to chat. He asked me what car I was driving, I explained that I thought it was Japanese but I was not sure what make it was. He went silent for a few minutes and then said if you don't know what car it is "then how do you know how to drive it?" I told him that cars are more or less the same and added that he should not be worried even though this was the first time I had driven a Japanese car and it was also the first time I had driven in Australia. He made a move for the door but changed his mind when he realised the speed we were travelling at. For the rest of the journey he was silent but I sensed an air of terror. We arrived at Goulburn without mishap and the Chinese thanked us very much.
On the first day of practice Dolores was presented with great ceremony an embroidered picture of the great wall. For many years after at world Champs the Chinese look at me for several minutes (after all we occidentals all look the same) and remind me of the drive to Goulburn and say I am well known among Chinese modellers for my kindness.

I was in a good mood for the Championships even though the weather was appalling. The power team did not do too well but I beat Stafford by 1 second and Ken Faux by a mile.


John Knight
The year 2000 will have a special significance for me, as it will be the 50th anniversary of my one and only appearance in the British Wakefield Team.
The team flew from Croyden airfield in a civil Anson. The flight to Finland took all day as we had to land three times to refuel.
When I returned to Aeromodelling in 1992, I was delighted to find that an old chum still had his original model of my design, which has enabled me to build a reproduction and compete in vintage events. Yours nostalgically…


Derek Neil
(Derek sent an article and plans for his open rubber model, together with pictures. Sadly, the Editor in his wisdom has had to ration space in this issue, but they will appear in the next newsletter)

"Never saw it again!"

Fly off launch to win Ted Evans Trophy

"There I did have hair -

and control line models"




Julian Pennington

My first model was the KeilKraft Soarer Baby it was a huge 36" wing span model which I built with my fathers help when I was about 12 years old. Remarkably, despite the absence of composite technology, it flew well which was quite amazing bearing in mind it had no bunt system. The glide performance was OK but I do recall that the structural design of the wing was not up to the recent bunt launch techniques I had developed.Little did I know that I would have to wait for about another 20 years or so before structural design techniques, composite structures, digital bunt timers and radio tracking systems would allow me to fully realise my launch techniques developed at the age of 12.
The second model was then the Vic Smeed ' Golden wings' which was a huge improvement at 48" span although the towing technology was limited to straight non-bunt 'up and off'' but it did have a direct control pitch system known as a fuse D/T. My 8bit memory system does not recall what happened to this model but I think it did set me off down the glider technology route after a few excursions into control line and scale modelling. The less said about those the better especially since they were suppose to be flying models.
My first contest model and competition, for that matter did not happen until mid the mid 1980's when I went with Peter Farrimond, Dave Yates and Mike Colling to the 'Heath Common' competitions. The first competition I entered was an Andrew Moorhouse CO2 version of the 'Hells Angel'. The model went very well and I was hooked as they say. I even got a mention in the Aeromodeller.
It was also a memorial occasion since at this competition I met for the first time face to face with one of my great aeromodelling hero's known as John O'Donnell, who my father could also remember when he was in the Cheadle Hulme club a good number of years ago when he started. The model served me quite well despite it being Telco powered but I lost the model due to a D/T failure when flying it in Swindon. (Has anyone found it by the way?) The model was regrettably not equipped with a radio tracker but despite the fact I had a good line on the model I could not enter this data in the my had held GPS receiver at the time for some reason which escapes me at the time. I think it was due to satellite unavailability and still being a very classified satellite navigation programme linked to the US military and the ballistic missile programmes.
You will be pleased to here that I will not go into every model I have built to date and contest history but look to the future and offer my thoughts on this issue. I do think it is very dangerous to do such an activity not because I have a better insight into the future than any body else but the things you say will be used in evidence against you in later years and the embarrassment is to great to bear. But thinking back on things I was one of the first people to use bunt technology in my class, albeit when I was 12 so I can't be that bad at the future.

Generally, I see greater use for electronics in FAI events, these range from;

1/ Radio D/T whether we like it or not it will happen.
2/ Better retrieval systems using GPS signals to give precise location data back to the flyer.
3/ Possibly the use of telemetry to allow model dynamics in flight to be used to analyze and gain a better understanding of model flight dynamics and behavior.
4/ Possible new structural technology emerging from the various aerospace industries such a titanium and more composite materials at a cost level that modellers can use successfully.
5/ A better understanding of model aerodynamics as a direct result of the work that AeroVironment are currently doing via the Defense Advanced Research Projects Agency funding on micro air vehicles.
This is also reinforced because Messrs Martin Cowley and Alexander Andriukov are heavily involved on the teams.
However, as for the sport and club itself its future seems to be limited to the current members because the average club age is increasing by 1 every year. This is not confined to our club but to every club. Somehow we need to get new blood into the club other than through the father/son/daughter route.
Also the way we fly and compete needs to be addressed, the models themselves and performance is probably OK and does not require refining or altering at present, but the way we structure our competitions does require careful consideration.
There will be increasing pressures on the amount of land that we can use to fly, gone are the days of most people having a flying field within a very short distance of their homes. Most modellers will have to travel increasingly large distances to get to even scarcer flying field resources which may not be able to accommodate the models performance based upon how we fly and compete. I think we have a lot to learn from the radio glider flyers in this areas. This I believe will address the 2 camps which exist, those who do not want to see changes to the model classes whilst those who are concerned about were to fly whilst at the same time maintaining the need for competition which we all thrive upon. (We all admit to in some way but when did the last technology advances originate from sport flying. Peter you may wish to remove this last bit for fear of upsetting the sport flying Mafia)
Finally, if we can crack the increasing age issue then I think the future is bright it will just take a few concerted efforts and people will be hooked as I was and most of us still are.
And finally, the funniest/happiest moment I can recall was only a few months ago when Peter, Derek, Bernard, Chris and myself took ourselves off to watch some Phantom racing at the last Merryfield area meeting.
There we all were like young schoolboys deciding who was going to fly the model, start it, count the laps and then all laugh our socks off watching Derek and Bernard get increasingly dizzy and moving ever closer to the trees with each revolution knowing that the tank was good for another 50 laps or so and that they had no means of stopping this rotary torture but getting increasingly green. (Sorry chaps it was too good to miss reporting). The smiles on everyone's faces was a sight to behold and will remain with me always.

Take care
 



Gerry Pink

All my life I have regretted the lack of an ‘aeromodelling education’. Advice has been sporadic to say the most, and in my early years a ‘performance’ ethos just did not exist.
What mattered most was visual appearance with a Concours d’ Elegance event at every rally. Fundamental construction knowledge was imparted to me in 1938 and then my tutor went to war. Constant building of models was attempted using soft iron wire, tissue from flower boxes and wood stripped down with a sharp table knife-I still have the scar!
Then one of the neighbours who worked repairing aircraft brought me a a sack of balsa and plywood off cuts -manna from heaven. Construction skills developed but no aces.
At long last my journey brought me in touch with B & W. What good modellers, but what an arrogant bunch!! They did however have a performance ethos demonstrated by their successes, and I ultimately joined the club for this very reason.

When I joined, the club was at a very low ebb, but Elton Drew had just become World Champion in F1A. Elton was a role model demonstrating by example and obvious constant application and practise. He was the true product of a hard B & W ‘education’.

We do not have channels for formal exchange of information and development. The number of blind alleys that I have entered is frightening and personal progress could have been greatly improved had I had the benefit of some form of teaching or some club structure for pooling our knowledge, other than the occasional word of mouth on the field.

It is given to very few to be in a position to import a Russian Grand Master. Advice has always been sporadic, always digested (even if not straight away) and always appreciated.

Fortunately, B & W has a ‘guru’ in all disciplines and I would ask them to say more in the new millennium, ask all members to listen more carefully to the snippets imparted and combine all this with their own individual research and effort. Of course they also must share the knowledge gleaned by their research.

 

 

GERRY 1981- it’s difficult to spot the difference.

Just demonstrates that model flying is good for you!

 





Roy Pullen

Due to a combination of health problems and foul weather, 1999 has been a non event in aeromodelling terms for me. Two area events- F1B with high winds and SAM International last day at Middle wallop- enjoyable but too windy to trim new models.
Immediately following the SAM event, my wife and I accompanied two of our Australian friends on a coach tour of Ireland. Halfway through the trip I was told that another member of the coach party 'flew model aircraft'. My immediate reaction was that there was a radio control flyer lurking in the vicinity. Imagine my surprise when I approached this very large and bearded American to discover that his passion was Free Flight!
Dick Patterson and his wife Barbara from California had attended the SAM meeting at Middle Wallop, and then to justify his trip to his wife (par for the course) he had suggested the trip to Ireland.
Dick flies in most classes but prefers unusual types of flying machine. To prove this he produced his model box and also his work box which he was carting around on a coach trip of Ireland which stipulated one suitcase only and no more! This was arranged by having a model box similar to a shoe box but 24" long. Inside was a Helicopter!
Brief details consist of a balsa tube 24" long and about 2" diam. At the bottom end was attached balsa & tissue fins, and at the top end a nose block and prop assembly. The prop was balsa frame and tissue similar to an indoor model.
Personally I have never seen a model like it, but Dick assures me that it flies. In fact he confirmed that in American events he frequently records 3x3min scores!!!
Apparantly it climbs away rapidly for the duration of the motor run, then prop free wheels, and as it is light, it takes a long time to come down.
After admitting my ignorance of this type of craft, I was promised plan and building details, but to date they have not arrived. So perhaps I will have to fly a 'normal 'model in the Gamage cup in 2000.
Dick has suggested that we visit them in USA and fly in some events; in return he would love to fly at our Nats. If this takes place you can all look forward to meeting Dick, his wife, and hopefully his helicopter.
Finally, can I suggest to all club members when they stir the Christmas pudding mixture 3 times in clockwise direction (old English custom) they should all wish for some decent flying weather in the year 2000.

( Roy was kind enough to also send me a limerick (perhaps following his holiday!!) but as this is a family newsletter…..)

 Ron Prentice
 

A teenage Ron Prentice with an Elfin 1.8 powered successor to the Mills 1.3 " Small Fry."
Circa 1948/49.


The worst moment that I can remember in the whole of my time as an aeromodeller, was at a Vintage Weekend at Old Warden in the early 80’s. After a layoff of some years I had returned to aerobatic control line flying, initially with a reproduction of my 1948 "Small Fry" design.

As my confidence returned I decided to build a larger model and bought a kit of Bob Palmer’s Veco Chief and a Fox 35 from Fred Deudney, an old West Essex Clubmate who had moved to the West Country and was running a model shop in Culompton. The Chief was soon built and a couple of test flights were made on the old Smeatharpe airfield a few days before the Old Warden Vintage event. The handling of the model was very impressive and easily performed all that was asked of it.
Come the week-end, my family and I made our way to Old Warden and accompanied by my 10 year old son Andrew I took the model over to the control line circles. Having warned Andrew of the dangers of venturing into the circles when planes were flying, I started up the motor and Andy released the model.
All went well and I was practising the schedule, when suddenly following the pull out from a wing-over, the model struck something and disintegrated into hundreds of pieces which the wind blew across the grass.
Andrew had decided to go back to where the rest of the family was and without thinking of the danger, had run across the circle into the flightpath. He was knocked off his feet and lay unconscious on the ground for a minute or so. First Aid people took him over to the control tower, where he quickly made a full recovery. But that was the last time I ever used any of my family to help launch a model. It also made me even more aware of the dangers of all types of model flying.




Tony Rogers

Tony has gone to town and produced an entire page. Perhaps I have a rival as editor!





Paul Rowledge
I have included a picture taken at the 1998 Stonehenge cup of Verbitsky and Koster, with Thomas taking a picture of Eugens geared and large prop on his very impressive F1C.
I remember when I first restarting aeromodelling in 1973, the 2 people who one looked up to were these 2, they have really messed it up for the rest of us but they wrote the books that we now all read. I personally feel that in 25 years FIC will be sadly RIP.
Reminiscing - I remember reading an article in a Russian magazine some 25 years ago about folders; always been a fascination to me not a very good flier but a nice builder and possibly a very good lateral thinking engineer.
In 1976 I flew one of my F1C’s with my own folder after learning a great deal from my friend and mentor Roy Collins and Jim Macann who made speedprops for Rossi in Italy. Whilst on business trips I used to call in Rossi’s factory in Brescia to pick up engines and No 2 glow heads ( those were the days!) . I first heard of Jim there.

I’ve made moulds for most things within the modelling community including a hang - glider pusher folding prop 1400 mm’s diameter for a nut-case who saw my article in aeromodeller some years back.
I wonder what the Millennium holds for us all, I pray that health and happiness and good weather and flying fields will avail itself to one and all.!!


A MERRY CHISTMAS AND A VERY HEALTHY AND PROSPEROUS NEW YEAR TO EVERYONE.

"Is this prop one of Paul Rowledge’s???"





John Russell

Peter, I have written a few notes on the feathering props that we were using in the mid 50's.
I still have a small (36") O/R model with one of these and it provoked some interest when I tried it out at Merryfield a few years back. Unfortunately 30-or more like 40- year old glue joints and tissue did not stand up too well, but I have done some renovations and could fly it again now.

At the time we had great trouble with folding props which didn't fold, but went 'click,click,click' against the stop for ages while the model lost height rapidly, (mine still do-ed ) and there was a markedly quick period of sink just before the power ran out. This made many of us to go back to free wheeling props.

John Berryman (I think it was) came up with the idea for a very simple feathering prop, possibly after seeing the idea in a pre-war FZYB-1936 or 37I think. John was always a master of ingenuity and could make marvellous gadgets that worked, out of the most unlikely junk.

This prop was taken up by Keith Horry- a member at the time, and I made one or two, and we found them to be thoroughly reliable and a great improvement on freewheels.

I think that there was little to choose between our featherers and folders as far as performance was concerned, and there was no CG shift to worry about which concerned some fliers at the time

I hope my quick sketches are of some use and are self-explanatory.
I was a bit doubtful about the behaviour of my black flexible version under full turns, but as I lost it on its 3rd flight I never found out!

Keith Horry phoned me recently prompted by the request for a contribution, and asked if I could remember anything about a certain incident involving a treed model and a collapsed dry-stone wall which he ended paying for-I denied all knowledge!
I do remember getting my model stuck on a hanger roof at an RNAS station somewhere. We explained our position to one of the guards, who disappeared, (we thought to get a ladder) but returned driving a large Coles mobile crane!

The jib was propped against the roof of the hanger and he said "There you are, just climb up the jib, but be careful to keep to the line of fixings as you walk across the roof or you may fall through if you don't!!!" I don't think this would happen in 1999. However, I climbed up and got the model back and finished the flights-didn't do that well though! (I think J.O'D was there and won-again)

PS I have a few of the old carbon steel razor blades, Pal, Gillette, etc-the kind we used to break in half diagonally to get two pointed bits. Should anyone want a few, please let me know, I was hoarding them, but I think there is more than I can use.

Keith Horry holds for John Symes
(before drainpipe trousers)

 

Little LaPaloma
Very pretty



Dave Rye

Not all Plain Soaring
Back in the bad old days, before I returned to my first love, free-flight, I spent many happy years flying R/C thermal and slope soarers. I console myself these nowadays by trying to persuade myself that this was the more genteel, gentlemanly end of R/C flying. I say ‘was’ and not ‘is’ because I gather that some very doubtful forms of ‘sports ‘flying takes place on the slopes now. But that is another story, and I do believe in tolerance and a ‘live and let live’ policy.

I was a member of the White Sheet Club, and the backdrop to this story is the South West bowl on the White sheet Downs, on a fine, breezy Saturday morning some years ago. I had been flying with some friends from Bournemouth, when we decided to stop for lunch. Here is a small mound on the top of this slope which, by sitting against it, facing away from the slope, afforded some shelter from the breeze. Having put the world to rights, almost simultaneously we stopped munching our sandwiches and looked at each other. I was the first to speak- "My sandwiches are full of grit". Amazingly, the others all agreed that theirs were the same!

We were still sitting there, mouths open (what a pretty site) when an elderly couple appeared around the mound, briefly passed the time of day, and then told us that they had just scattered their dogs ashes in the air below the mound!!! Apparently the dog’s favourite walk was up the downs and they felt it an appropriate site for the last resting place. Fortunately, none of us were vegetarians…

One of my friends was quite touched by this and when we met up again a couple of weeks later, he said he had told his wife the story, and added that he liked the idea so much that, when he passed on, he would like her to scatter his ashes up on the White Sheet, since he spent so much time up there. Apparently his wife thought for a moments, and then said "By the same token, perhaps you would like to scatter mine around the tills at Sainsbury’s"!!



Colin Sharman

Best moments: -
1) Qualifying for the1986 Eurochamps F1A Team, with 12 maxes from 14 flights over a very windy weekend at Sculthorpe, followed by a very calm Weekend at Sculthorpe 2 weeks later.
2) Being in the B & W 'A' Team (Drew, Audley, Sharman) that won the Model Engineer Cup 3 years running from 1986 - 1988.
3) Coming back from a lousy EuroChamps in Rumania to win the Ripmax Cup at the Southern Gala 2 days after I got back to GB.
4) Numerous enjoyable visits to Poitou in the 80's with fellow B & W members ( I can still hear Sylvia Pink's howls of laughter as we witnessed a fellow Brit miss the bridge over the stream by 6 feet and
fall straight into the river on his way back from the Bar one night ! ).
5) The calmer days at Merryfield for numerous Area Events.

Worst Moments:-
1) Getting a zero in the last round of the 1986 Euro Champs to drop from 9th place to 51st place in one round - F/F can be very cruel at times!
2) An Area Event at Merryfield in about 1988ish where I had 2 new sheet wing A/2s that were being trimmed. One of them overcooked the launch and dived in vertically, landing nose first at very high speed on the wing of the other new model, finishing up with the fuselage buried up to the leading edge of the wing through the wing of the model on the ground!!!
3) Seeing my best ever A/1 disappearing upwards on a D/T failure at the Oxford MAC Rally, to never be seen again. I thought the model - Hiawatha 2- was indestructible as it had been lost at least 3 times and always came back, and it had won about 10 or 11 A/1 contests, including the
Ripmax Cup twice at the Southern Gala, and a 2nd and 4th place at the Nats.
4) The 1967 (I think) Nationals at Yeolvilton (or Hullavington). I spent 2 nights sleeping in the open alongside the tent, as the tent was not big enough for both me and my 3 precious A/2s, and it rained for 2 days and 2 nights and I had to try and keep the models dry in the tent. I had no other 'cover' as I was 15 at the time, and my parents had deposited me at the Airfield on the Friday night, and came back to collect a sodden shrivelled soaking starving wreck on the Monday evening. But it had all been worth it as I had seen my heroes from Aeromodeller magazine fly their A/2s. These heroes were none other than Elton Drew, Gerry Pink, and Tony Young, who I thought must have been
fabulously wealthy as he had 2 KSB timers on each model. A KSB timer cost about 29 shillings at the time, and a week's pocket money for this schoolboy from Cardiff was about 5 shillings, so a timer was about 6 weeks pocket money ! How I was not put off for life by the weather that weekend I do not know. I remember the 3rd night the rain was so heavy, and the camp-site such a quagmire, that the RAF opened up an empty hanger. So that night was spent on the concrete floor, getting no sleep
at all as there were people flying 'Unorthodox' Control Line models in the hanger
all night ! (I wonder how many other current B & W members were also there). I felt very honoured to be invited by Elton and Gerry to join the famous Bristol & West MAC when the Cheltenham MAC I was in folded in the early 80's. It seemed like getting a transfer from Doncaster Rovers to Manchester United !
I'd better finish there before I get carried away on a wave of nostalgia!

Maximum Landings, Colin Sharman.



Brian Silcocks

Hi Peter, My memories of the last twenty/thirty years include:-
Elton Drew becoming F1A Glider World Champion in 1969.
Walking around all the airfields over the years.
All those lost models.


Question
: "Brian, when is the next thermal due?"
Answer: "Thermals? What thermals, Gerald?"
Quote: " His models fly themselves anyway!"
 


Chris Strachan (
past member)

I was a member of B & W for quite a brief period in 1963. Looking at the old Western Area Newsletter I see that the results give me as a member of Exmouth club in May 1963, and yet I was a member of the B & W team which won the Farrow in September’63. Sounds like a dubious transfer market to me- but I cannot remember the details (honest).
The team that year was myself, Jack Clampitt, Dick Cummins and Brian Bow! All names to conjure with. The meeting was held at Blakehill farm which does bring back memories.

I was introduced to free-flight by Alan Parker, then of the Exmouth club, and in the late 50’s we used to travel up to meetings at Blakehill in my fathers 1949/50 short wheelbase Landrover from Cullompton. Alan used to drive (I was too young) and the model boxes would be piled in the back with modellers sitting each side facing each other and sitting on the metal wheel arches! These used to be tough times, they don’t make backsides like that any longer.
One other memory dates back to about ’62 or ’63 when I was at College in London, but did a summer 4 or 5 week vacation training course in workshop practice at the apprentice school at Bristol. In those days it was Bristol Aircraft (among other things making Lotus Elite body shells) and Bristol Siddley at Filton.
I remember spending evenings with the B & W guys in one of the timber sheds on the right hand side of the A38 as you go up the hill towards Bristol- opposite the apprentice school. Jack Clampitt featured in these evenings, and I remember time being divided between building open rubber models and recounting endless tales of daring do on Vincent motorcycles!

All the best, Chris.



Peter Tribe

I seem to mainly remember the successes, perhaps because they are few and far between.
1/ California 1993 as a supporter with the British team, I failed in the F1A event in the Livotto, Dt'd early in the Sierra Cup F1A first round which would otherwise have been the first 'first round' max I had ever achieve in a full 7 round FAI event, and was left with just the F1H to try and regain a little bit of comfort.
But my best F1H was not behaving; it towed and circled well, and the glide trim was good, but it would just not zoom launch. It would either loop, or if I gave it more turn , spiral down on the launch. The best I could do was to launch it gently to avoid a loop.
Come the big day, Terry Dilks was helping me, and Russell Peers was retrieving. I towed for a while in the first round until it felt quite good air, and started a launch run. But as I unlatched, I knew the air was poor, there was just no feel to it anymore. Distracted by the thought of total failure, I forgot about the 'gentle' launch and heaved it off into a perfect loop, followed by the inevitable couple of stalls down to about 30 feet.
In a dramatic feeling of despair, I sank to my knees and rested my forehead on the ground muttering curses at yet another failure. After a while I got up, and without a second glance at where my sinking model was going, slowly wound in my line, and wandered over to Terry. "Where's the bloody model" I asked.
"Up in that blue patch at about 2000 feet" he said, "but don't worry, Russell is after it."
I nearly kissed him!
After that, I went on to max out, along with one Mr Maximov from to Ukraine. Then followed probably the longest F1H event in history, with
six fly off rounds before I won, somewhat to the relief of the organisers who wanted to pack up and go home!

2/Poitou 1994 where I tried my first bunting F1A's.
Sometimes you need some luck, and this was certainly my lucky day. The first piece of luck was getting through the first round; clearly a good sign. Round two started with the sky clouding over; my model
disappeared into the low cloud at 3.01! In round three the tow line came untied just below the pennant and the model sank to the ground hitting the catering van for an attempt. Round four there was a standing thermal, and I waited impatiently for the competitor on my pole to be clocked off so that I could join all the other models soaring up into the blue sky. Round five and I had a bit of a bunt malfunction, levelling off at about 40 feet but in good air and away it went. In round six I towed and circled in the dead air conditions that are the danger on the continent, getting more and more tired running across the ploughed field surface until just before total exhaustion overtook me, the air started to feel a bit better and I launched. But as I unlatched, I knew the air was poor, and with a sinking heart I realised my contest was over as the model dropped towards the ground. I searched for my line, wound it in, walked over and picked up the model, and made my way back to my pole. " What a lucky break" someone said," a mid air collision so close to the ground!". I could hardly believe my luck. The seventh round was my best remembered flight; I towed by myself, found a huge thermal, watched it go up like a lift, and then watched the mad scramble of other fliers trying to get a bit of it. Within a minute there were a dozen models just rising vertically above our heads, and one by one they all DT'd to spiralled down from the blue sky to land yards from the launch point. My one and only 7 round 'max out'.



Peter Ward

The year was 1938: the advert said "Buy two packets of puffed wheat and a flying model is yours-FREE!"
Mum did, and the Speed Demon was mine, and the bug had bitten-how hard was not discovered until later.
The plane had pressed paper fuselage and balsa wings- a 'Frog' product. This was followed by 'Frog Imps' from Woolworths, (winder boxes extra), and a Frog Mk V fighter from a much older cousin in lieu of rent to mum.
In those days, goody bags from parties was the norm. One of mine contained a kit for a Spitfire with formers and stringers, possibly Frog again, and after much pestering, dad started to build it for me.
War came, the fleet mobilised, bombs dropped on Plymouth. Dad moved Mum and I to safety in Birmingham!! And went to war.
I met Astral Obeche kits, and full of enthusiasm produced the only high wing twin finned Brewster Buffalo---. A neighbours son had a pal who told me about pins for longerons, and enthusiasm undimmed I produced a Skyleader Falcon. Dad, home on leave, carved the propeller.
In 1941 we knew that dad would not return home again. The spitfire was never finished.
Still, with more enthusiasm than skill I built 'Club'(B'ham Model Drome) planer glider Miss Bluebird and scale flying models, but was totally clueless on how to make them fly.(what is new, they say!) Then one day at school, a boy in my class was reading the Aeromodeller and wearing an SMAE badge. I discovered that the Birmingham Model Aero Club met around the corner from where I lived. EUREKA!!
I rubbed shoulders with Chuck Doughty, Ray Monks, Frank Chatwin and Wal Dallaway, the experts of the era.
The message finally sunk in 'there is no substitute for careful and accurate building'. Trimming was not mentioned, but success with an Elite No 2 glider and a Halifax rapier fitted (with difficulty) with a penny slot ED, plus a bit of control line fun with a Mills powered Phantom, and the virus was spreading.
Apprenticeship, 3 nights/week and 1 day at Tech, motorcycles (Ariel 500 Red Hunter), girls and National service combined to temporarily put an end to aeromodelling.
During my national service, mum gave everything to the boy next door.(she is now 96 and still not forgiven!!) We moved back to Devon early in the 1950's and marriage and a family followed, until one day my father in law (a gardener) was asked by the lady of the house if, as it was raining, he would turn out the garage. One of the items was a Wenmac 049 Airocobra which he was given for his grandson. Triple whoopee!! It was the excuse I needed and 1965 saw me building, slowly and accurately, and flying with only a little more skill but just as much enthusiasm. I lacked the killer instinct to be a competition flyer, but I enjoy what I do, and now 60 years on I hope to continue for as long as I am able.



Bill White- Twenty questions answered


What is your earliest modelling memory?
The first model aircraft I encountered belonged to the sons of the local Baker that I was working for at the time.
What made you take up the hobby?
Well one of the sons, Stan I think it was asked me to build a Radio Control outfit for one of his models, I believe it was a Junior Sixty and having seen some of the other models I decided to have a go myself.
How long have you been modelling?
I think it was about 1947 that I actually started Aeromodelling.
Did you ever have a break from modelling?
I suppose it got less and less after I got married and we started a family, as the family got bigger the flying got less.
What made you start flying again?
My interest was re-kindled when my eldest son developed an interest in aeromodelling in the early seventies.
What was the first model you remember building or flying?
That would have been the Slicker Mite, I made the wings on mine two bays longer as I was putting an E.D.Bee 1c.c. motor into it.
Do you have a favourite model?
I do have a soft spot for the Slicker maybe because it was my first model. I also remember enjoying building the Mercury Mallard, which I had a Penny slot E.D.II motor at the front end.
Did anyone influence your modelling?
I suppose the Copp brothers did initially and then what I read in Aeromodeller and Model Aircraft magazine. I had great admiration for Pete Buskell throughout the fifties.
Do you have a full size favourite aircraft?
Yes I have, the Douglas