Issue No 9: DECEMBER 1999
Peter Tribe
peter.tribe@virgin.net
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EDITORIAL
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.
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: -
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
I was born in 1957 at Ural (quite far and cold part of Russia) that time
That time I must to make some special test work (something like examination) to
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
With kind regards,
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.)
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.
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Many of us have built our wings on the excellent cambered boards manufactured by Joe Maxwell.
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.
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.
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.
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 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.
Thanks for your time and I'll see you downwind!
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?
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.
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 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!
In this time, I swear, two or three cars with their incredulous occupants passed under our arch.
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:-
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Roger Bellamy
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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.
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Robin Beckford
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
Ok, as an F1A luddite, I would like to say a few words about my return to gliders and flying.
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.
It’s nice to be back (with reservations). Happy New 2000 to you all.
Simon de Bovine (country member*)
Brian Bow
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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. 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. |
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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 | |
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Alan & Tim Brocklehurst
- 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".
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.
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.
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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 .
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John Buskell past member, now resident in Canada
Chris Chapman
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Dropping zone 1980. |
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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.
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Mark Croome
John Deeming
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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! 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! |
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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. | |
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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. |
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Elton Drew
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
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
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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. |
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GERRY TO DAVE "You did bring your passport, Dave?" (only joking Dave)
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Hamish Gunn
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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. |
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However, it did break the
British record then standing at 1min 6 secs.
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Peter Hewitt
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.
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.
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
Derek Neil
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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.
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.
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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. |
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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. | |
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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.
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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.
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.
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…..)
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A teenage Ron Prentice with an
Elfin 1.8 powered successor to the Mills 1.3 " Small
Fry." |
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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. | |
Tony Rogers
Tony has gone to town and produced an entire page. Perhaps I have a rival as editor!
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Paul Rowledge
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.
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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.
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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.
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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. |
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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 | |
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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!
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.
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Keith Horry holds for
John Symes |
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Dave Rye
Not all Plain Soaring
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: -
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:-
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.
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."
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.
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.
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 Dakota D.C.3(or C.47 if you prefer) I flew in them during the war on many occasions and found that what they lacked in crew comfort was more than made up for in dependability.
Did you ever do any full size flying?
No, I was the Radio operator /Navigator .
Do you have any other hobbies?
When I was in the R.A.F. I enjoyed playing cricket as often as I could. I also like to do a bit to photography now and again, and listen to classical music.
What is your opinion on modern materials?
Do you have a least favourite part of making models?
What modelling publications do you read?
What is your opinion of the BOM rule?
Which club or clubs do you belong to?
The BRISTOL & WEST M.A.C.
I do recall being very impressed with the maiden flight of my St.Leonards NOVA glider back in the early eighties was amazed at how well it performed on the line. I can also remember having a lot of fun with Jetex models in the early days.
What about a least favourite moment?
Yes I was not pleased when I lost my Zeus at Merryfield I think that was sometime in 1991.
I do most of my building in a 10 x 6 garden shed provided that the weather is not too cold.
Do you have a favourite motor?
I quite like the range of P.A.W. motors, they are well made, affordable and good performance. I think my favourite is the P.A.W.19 DS. I have one of these in a Calypso Major and it makes an ideal combination for S.L.O.P.
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Bob White with Stomper (PAW 149) |
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Steve White
The first time I saw any model Aircraft was when I caught sight my Dads models which were stored in the attic at the time, I would think that was around 1960 give or take a year. They seemed to be very large and obviously much too expensive to be of any concern to me. However it did awaken an interest for me in aircraft in general. I remember asking lots of questions on the subject, and fortunately for me my dad was only too pleased to answer. Having served in the R.A.F. during the War he was a mine of information and seemed to know about hundreds of different aircraft. Then it happened, someone gave me a couple of Airfix kits, a Spitfire and a Typhoon in a see through polythene bag.
Over the years I spent most of my pocket money on plastic kits, I had dozens of WW II fighters and bombers hanging from my bedroom ceiling plus numerous Battleships and Tanks. Although it must be said that Dad did suggest that I should build models that fly!
Then one Christmas my Gran gave me a K.K. Pixie. This I received with much enthusiasm, that is until I opened the box and examined the contents. Sticks, a couple of sheets of printed balsa wood, a plan and some tissue paper? This was a bit of a shock to the system compared to the simplicity of a plastic kit! However Dad explained what had to be done, pointed me in the right direction and let me get on with it. I did manage to build the model and even managed to cover it following Dads advice: it had red wings and black fuselage. I also remember my Mum being not too impressed with the smell, but then how was I to know the smell of dope hung around for days? I was not displeased with my creation even if the wings had what Dad called "eliptahedral". I suppose upon reflection, it must have weighed a ton as well. Unfortunately it never did take to the air as one of our cats decided it needed killing one day when I was at school!
It wasn’t until I went to Secondary School that I decided to build another model after much discussion with a friend of mine. I decided to buy a K.K. Dolphin, it cost 6/- at the time and my friend bought a K.K. Conquest. Was I ever envious of his die cut ribs and fuselage sides, my dolphin was hard work with Dads old razor blades and mums soft dressmaking pins. Much fun was had in those early days, (despite several breakage's) and I decided that aeromodelling was for me.
Over the following years a slow but steady stream of models was turned out both by myself and my Dad who had by now really got back into modelling. Among some of the models that we made were:- Inchworm, Empress, Marauder, Wichata x2, Caprice, Corsair, Calypso Major, Zeus, 1/2 Train, Gaucho x3, Skyskooter, Toreador, Talon, Texan, Skystreak 26, Peacemaker, Mercury Cobra etc.etc.
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Then in late 1989 Dad and I had the great fortune to join the B&W.M.A.C. Since then our aeromodelling has improved no end getting help, advice, and above all encouragement from our fellow club members. In the first few events I had more breakages and flyaways than I did success. But after a while and several planes later I did manage to get some success in the Western Area events. In 1996 I managed to get into my first Flyoff in Team Glider at the 6th. Area meeting. Earlier this year I managed to come 1st. In F1H at the first meeting of the year, we were indeed lucky with the weather compared with the rest of the country. This I would have said would be the moment of the year for me but not so. I had even more luck later on at the last meeting of the year. That day did not start well as I had a puncture on the runway! |
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The weather was due to get worse later so I made my flights as soon as I could using my poor old Caprice to max out losing it on its last flight Whilst preparing my A/1 for the Flyoff a clubmate brought back my Caprice (thanks Keith). I went on to top the Flyoff by just 2 seconds ahead of our own Peter T, who, lucky for me, had failed to latch his towline on properly (thanks Peter!) Of course at the time I did not know that we were the only two people in the country to max out. It wasn’t until a week or so later after Peter had visited John Coopers (I assume) website that he was kind enough to phone me up to give me the good news. | |
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Mike Wills
I sent the motor by airmail to George for conversion to SLOP specification, and sat back with a glass of wine to await it’s return, dreaming of all the extra power available to turn that 9"x 4" prop!
I returned to the real world when it took George less than 5 seconds to hone through the nickel plating on the bore, so he sent it for hard chromium plating, converting it to a true ABC set-up.
After a few weeks the OS returned to Wiltshire with all the extras, special needle valve, delrin air intake, and a Master Card bill for £80, and worst of all, a note to say that they like to turn up, try an APC 7.8"x4" or 8"x4" prop!!!!
Rex Woodruffe
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I have flown Model Aircraft from my schooldays (longer than I care to remember) and it has become a way of life. It is very difficult to pick a particular day or event as every days flying is enjoyable in some way and very unpredictable, which is probably one of the many attractions of Free Flight. Winning the A1 glider at the 1976 Nationals was certainly very memorable for me, and as a result I became friends with the late Jim Baguley as I was flying an Asteroid which was designed and kitted by him. | |
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This highlights what is
perhaps the biggest attraction of Free Flight and that is
the number of friends that Janet and I have made over the
years. Here is a picture of us at control at one of the
Woodbury events which, like the vintage contests at
Middle Wallop, is hard to beat for pleasure and
enjoyment.
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Club AGM
The club AGM was held on 4th December 1999 at Elton and Sandra Drew’s house, and was attended by Elton Drew, Brian Silcocks, David Greaves, Peter Tribe, Bernard Aslett, Roy Pullen , Gerry Pink, Rod Audley and Keith Burt.
Gerry Pink, the Chairman, was disappointed with the poor weather during the year which had spoilt some of the Area Events, However, he was pleased to note that the club membership numbers continue to increase year by year, and also impressed with the team effort and comradeship within the club. He also appreciated the Club Newsletter and thanked the editor for the work that he puts into producing it. Thanks are also due once again to Brian Silcocks for printing and dispatch of the Newsletter.
Peter Tribe, the Secretary, reported that he continued to scan the various BMFA Club Bulletins, Area meeting minutes, and Area Newsletter for matters which might be of interest to club members for inclusion in the Newsletter.
Chris Chapman, the Club Treasurer, presented his apologies, and provided a written report and a statement off accounts. The club funds stand at £xxxx, an increase of £xxxx on the year, although this profit was entirely due to the Profit from the Woodbury Event of £xxxx. Without this, the club would have made a loss of approx £xxxx.
Thanks were expressed to Chris for a well presented and concise report.
Bernard Aslett, the Competition Manager, reported that we had a modestly successful year, being second in the Plugge event, and noted the jubilation which Vikings greeted their win as a token of how highly regarded this event is. Bernard was sure that the Plugge would be ours once more if we put our mind to it. We did well in national competitions gaining two National Champions.
Elton Drew, the club Area delegate, reported that he attended most Area Meetings, but they are generally dominated by Radio matters. A proposal had been put to the BMFA for low interest loans to be made available the clubs to buy flying sites, although these would presumably only be suitable for R/C.
The Election of officers followed, but all serving officers were returned unopposed as follows;-
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CHAIRMAN |
Gerry Pink |
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SECRETARY |
Peter Tribe |
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TREASURER |
Chris Chapman |
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COMPETITION MANAGER |
Bernard Aslett |
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CLUB AREA DELEGATE |
Elton Drew |
The following items were considered under Any Other Business :-
1/ Annual Subscription- after some debate, the Club Subscription was agree to remain at £5, which together with the BMFA fee of £22 results in a total of £27 for senior members. Junior club subs are zero, resulting in a total of £12 for the BMFA fees. Members were urged to send their re-affiliation to the treasurer as soon as possible to enable everyone to be properly insured by the New Year (see below) ‘Secondary Members’ (ie those members of other clubs who may join B&W to gain cheap access to Merryfield) would be charged a £10 joining fee.
4/ WOODBURY WEEKEND- It was confirmed that this would be held on 29th/30 April 2000. The club will financially underwrite the event as in the past.
5/ CLUB DINNER- for some years there has been a concern that we rely too much on the financial profit from the Woodbury weekend, and George Fuller had been asked if there was something more appropriate on which to expend any profits.
6/ NATIONAL VINTAGE and CLASSIC GLIDER DAY-This has been arranged by Rod Audley for 14th May 2000, and Middle Wallop has been booked.
8/ JACK NORTH TROPHY- Bernard Aslett suggested that the club should subscribe to the trophy appeal- a donation of £50 was agreed.
9/ The licence for Merryfield had been received by the Area at a cost of £380, and increase of approx £40; the B&W contribution would be £215.
10/ The next AGM will be held on 2nd December 2000.
11/ Sandra and Elton Drew were once again thanked for their hospitality.
BMFA AGM
Western Area AGM
The area finance is in a reasonably healthy position after receiving the yearly grant from the BMFA of £608, together with a refund of £712 for the purchase of a sound meter.
Prior to the meeting, a committee discussed the area proposal to council for low interest loans for clubs.
Education Coordinater..... Jim Porter
PRO .................................... Tom Goodacre
F/F Comp Sec.................... David Greaves
The Next Area AGM will be held on 10th December 2000.
David Greaves presented the prizes for the F/F area events:-
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CO2/ Electric |
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Open Power |
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1. J COOKE |
Cornish Vintage |
1. L ROGERS |
Bristol & West |
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2. J DOWN |
South Bristol |
2. A GODDARD |
South Bristol |
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3. G MAY |
" |
3. J DOWN |
" |
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Open Rubber |
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Mini Vintage |
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1. B BOW |
Bristol & West |
1. C WILLIAMSON |
Cornish Vintage |
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2. R MARKING |
Cornish Vintage |
2. J WATSON |
" |
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3. C WILLIAMSON |
" |
3. G MAYS |
South Bristol |
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Open Glider |
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H/L Glider |
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1. S WHITE |
Bristol & West |
1. B SILCOCKS |
Bristol & West |
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2. J PENNINGTON |
" |
2. P DAWSON |
" |
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3. G MAY |
South Bristol |
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All in Minor |
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1. S WHITE |
Bristol & West |
Events for 1999
Contact: Stafford Screen 01384 396535l
5 Mar: 1st Area, Area Venues Open Rubber (Gamage), F1C (Halifax/Plugge), F1H, Tailless
19 Mar: 2nd Area, Area Venues Open Glider, F1B (Weston/Plugge), F1J/BMFA 1/2A, HLG
9 Apr: 3rd Area, Area Venues Open Power (White), F1A (KMAA/Plugge), F1G, Vintage
16 Apr: Northern Gala, RAF Church Fenton (provisional date) Open Glider (CMA), Open Power (Hamley), Open Rubber (Caton), Mini Vintage, F1G, F1H, F1J/BMFA 1/2A, CO2, HLG, SLOP, E30
Contact: D. Davitt
22 Apr & 23 Apr: 2 Day Event, Salisbury Plain Saturday: Open Glider,Open Power, Open Rubber.
Sunday: (5 flights), Team Selection Event F1A, F1B, F1C
29th & 30th April: Woodbury Weekend (details will be published in the next newsletter)
13 May & 14 May: FAI Gala, Team Selection Event, Sculthorpe F1A (Nordic Cup), F1B (Mick Duce), F1C (Pete Buskell) Contact: Mike Woodhouse 01603 457754
14th May: National Vintage and classic Glider Day-Middle Wallop.
27 May - 29 May: Free Flight Nationals, Barkston Heath Open Glider (Thurston), Open Power (Sir John Shelley), Open Rubber (Model Aircraft), F1A-5flights (Ronytube), F1B-5flights (Fred Boxall), F1C -5flights (Eddy Cosh), F1G ("308"), F1H (British Airways), F1J/BMFA 1/2A (Hales), Ladies Open/R/G/P (Womens Cup), Junior Open/R/G/P (Frog Junior), Tailless (Lady Shelley), CO2 (Sparklets), SLOP (Falcons), HLG (HLG), Vintage (Jubilee), Mini Vintage, P30, E30, EOP, Junior Kit, Windrush, Scale Rubber Duration, Bowden Trophy, SAM 35 Vintage Wakefield (as guests of BMFA)
11 June: 4th Area, Area Venues Team Open Power (Keil/Plugge), F1B (Gutteridge), F1H, CO2, EOP
17 June & 18 June: 2 Day Summer Gala, Middle Wallop Please Note! Special rules may apply to this contest - see BMFA News. Saturday:F1J/BMFA1/2A, Mini Vintage, E30, CO2 Sunday:F1G, F1H, HLG, P30
2 July: Summer Mini, North Luffenham F1J/BMFA 1/2A, SLOP, E30, Mini Vintage, SAM 35 Vintage Wakefield and Vintage Power (as guests of BMFA)Contact: Stafford Screen 01384 396535l
23 July: Silent Mini, Barkston HeathF1G, F1H, P30, CO2, HLG, SAM 35 Vintage Wakefield (as guests of BMFA)
20Aug: Timperley Flyers Open Day, North Luffenham Open Rubber, Open Glider, All-in-Power, Open Vintage, CdH. Contact: John Barker 0161 483 8697 Dave Clarkson 0161 477 7647
1 Sept: Southern Gala, Little Rissington Open Glider (Pilcher), Open Power (Short), Open Rubber (Flight), F1G, F1H (Ripmax), F1J/BMFA 1/2A (Quickstart), HLG, SLOP, Mini Vintage, E30, CO2
Contact: Chris Strachan 01223 860498
10 Sept: 5th Area, Area Venues Team Rubber (Farrow Shield/Plugge), F1A (SMAE), F1J/BMFA 1/2A, SLOP
17 Sept: Brumfly
23 Sept & 24 Sept: Stonehenge Cup, Barkston Heath (A World Cup Event) F1A, F1B, F1C. Contact: Gerry Le Vey 01904 705647
24 Sept: SAM Championships, Barkston Heath
1 Oct: 6th Area, Area Venues Team Glider (Model Engineer/Plugge), F1C (Astral), F1G, Mini Vintage
8 Oct: Reserve Date for Northern Gala
14 Oct & 15 Oct: FAI Gala, Team Selection Event, Sculthorpe F1A, F1B, F1CContact: M. Woodhouse 01603 457754
22 Oct: BMFA Autumn Gala, North Luffenham EOP, 80g and 100g CdH, Vintage CdH, P30, Free Flight Scale.
INTERNATIONAL EVENTS
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18-21 February |
Lost Hills California MAX MEN International |
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18-19 March |
Norway Holiday on Ice |
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21-24 April |
Australia FF Champs |
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9-11 June |
Portugal Von Hafe Cup |
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28-30 July |
France Beauvoir de Niort, and then on to:- |
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4-6 August |
France Poitue |
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19-24 August |
Rumania European Championships |
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23-24th September |
England Stonehenge Cup |
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20-22 October |
Sacramento California Sierra Cup |
Contact names and event details available from the editor.
Well, that doom and gloom that I was spreading about the Australian 2001 World Championships about to be cancelled appears to have been a bit premature!
Sergio Montes from Tasmania has been appointed co-ordinator, and he has put up a revised web page on http:/www.chariot.net.au/~bluejay/ff2001.html where you can get all the current details. So don't cancel your ticket, and start saving again for April 2001.
"Well, that’s that, another flying season over".