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FREE PLAN - 18 SPITFIRE Mk22
March 2015No. 934. 5.00
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3D CAD BEGINNERS GUIDE REED VALVE
SCALE PARTS
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SOLENT SKY MUSEUM
FF Altimeters, FF Aileron
Avionics, F2C Changes
MUSEUMMUSEUMMUSEUMMUSEUMMUSEUMMUSEUM
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FF Altimeter
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Avionics, F2C Changes
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experTEC
April 17 - 19, 2015co-located with INTERMODELLBAU
www.messe-expertec.com
The Expert Forum for Active Scale Model Pilots
experTECAp
ril15 -
19, 2
015
www.i
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bau.c
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CONTENTS
Doolittle Mill, Doolittle Lane, Totternhoe, Bedfordshire LU6
1QX, England
Issue 934. March 2015(ADH 016)
How to contact us:Tel: 01525 222573Fax: 01525 222574Email:
[email protected]
Editorial:Editor: Andrew BoddingtonEmail:
[email protected]: Alan HarmanGroup Editor: Ken
SheppardAdministration Manager: Hannah McLaurieOffi ce Manager:
Paula GrayAdvertisement Manager: Gareth Liddiatt Advertisement
Assistant: Joe BrownEditorial Design: Peter Hutchinson, Alex Hall
& Colin Trundle
Advertisement and circulation:ADH Publishing, Doolittle Mill,
Doolittle Lane, Totternhoe, Bedfordshire LU6 1QX, England
Tel: 01525 222573 Fax: 01525 222574E-mail:
[email protected]
Distribution: Seymour Distribution, 2 East Poultry Avenue,
London, EC1A 9PTTel: 020 7429 4000
Newstrade: Select Publisher Services, 3 East Avenue,
Bournemouth, BH3 7BWTel: 01202 586848 E-mail: [email protected]
Subscriptions:ADH Publishing, Doolittle Mill, Doolittle Lane,
Totternhoe, Bedfordshire, LU6 1QX. Tel: 01525 222573 Fax: 01525
222574 Subscribe from 55 for 12 issues.
Website: www.aeromodeller.comAeroModeller is published monthly
by ADH Publishing Ltd, Doolittle Mill, Doolittle Lane,
Totternhoe,
Bedfordshire, LU6 1QX. Entire Contents 2015 ADH Publishing Ltd.
Reproduction in part or whole of any text, photograph or
illustration without written permission from the publisher is
strictly prohibited. While due care is taken to ensure the content
of AeroModeller is accurate, the publishers and printers cannot
accept liability for errors and omissions. Advertisements are
accepted for publication in AeroModeller only upon ADH Publishings
standard terms of acceptance of advertising, copies of which are
available from the advertising sales department of
AeroModeller.
4 Heard at the Hangar Doors Editorial, News and Views.7 Up and
ComingCalendar of Events for the next months.8 Off the ShelfA look
at new and innovative products.10 3D CAD for Aeromodellers Laurence
Marks on computer based 3D drawing of scale parts.
14 Team Racing Rule Changes Potential changes in F2C are
examined by Malcolm Ross.
16 From the Armchair... A relaxed look at aerodynamics through
the ages by Supercool.
18 Better Rules John ODonnell considers the development of FF
Duration rules to meet present needs.
22 How to get started in Combat Mick Lewis leads you through the
steps towards fl ying CL competitively.
26 Inside Indoor The skills and science of indoor duration fl
ying by Clive King.
30 Solent Sky Museum This Southampton aviation museum has plenty
to interest aeromodellers.
32 FREE PLAN Spitfire Mk22 Rob Smiths delightful FF model
inspired by the FROG Senior Series.
37 Coupe de Birmingham Report by Martin Dilly on this late
season F1G and Vintage duration contest.
40 Scale Rubber Andrew Hewitt on choosing the right subject for
rubber powered outdoor scale.
44 Power Trip Redfi n 049RV Maris Dislers reviews this new reed
valve diesel engine.
48 How High Did That Go? Mike Evatt on how to use altimeters in
FF models.
51 Rubber Motor Storage System Dave Hipperson explains his tube
storage system.
52 Gran Canaria CL International European combateers grab some
winter sun and competitive fl ying.
56 Pendulum Ailerons Steve Glass shares his experience with
mechanical and avionics based pendulum control.
60 Melbourne CL Grand Prix The absence of the Aus Nats after
Christmas resulted in this multi disciplined CL event.
64 Aero Post Readers letters by post and email.66 Tail End
Charlie The thoughts of Chris Ottewell.
37
3
22
AEROMODELLER 934 March 2015 Next issue published on 19th March
2015
The Supermarine Spitfi re Mk22 Free Plan model by Rob Smith.
FREE PLAN - 18 SPITFIRE Mk22
March 2015No. 934. 5.00
www.aeromodeller.com
3D CAD BEGINNERS GUIDE REED VALVE
SCALE PARTS
www.aeromodeller.com
COMBAT REDFIN 049RV
HOW TO:
Esta
blished
1 9 3 5
REVIEW:
FR
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SOLENT SKY MUSEUM
FF Altimeters, FF Aileron
Avionics, F2C Changes
MUSEUMMUSEUMMUSEUMMUSEUMMUSEUMMUSEUM
FF Altimeters, FF Aileron
FF Altimeter
s, FF Aileron
Avionics, F2C Changes
TECH SPECIAL
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Andrew Hewitt on choosing the right
66 The thoughts of Chris Ottewell.10
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4 AeroModeller - March 2015
News, Views and Editorial
Many of the readers of AeroModeller take part in our hobby/sport
with models that require large open spaces and/or have a high
revving two stroke engine. Up until the 1960s fl ying sites meeting
these requirements seemed to have
been easily found, with government, land-owners and members of
the public seeing our activities at best as a positive expression
of airmindedness and development of practical skills, and at worst
as a harmless pastime. Today we fi nd ourselves struggling with a
handful of suitable sites for us to competitively fl y FF duration
or some of the F2 events.
When Northern events have to be held in the middle of England,
we know we have a problem. Unfortunately things have got worse with
the suspension of Middle Wallop as a site for model aircraft
events.
Roger Newman of SAM 1066 informs me that the Airfi eld Manager
at Middle Wallop has suspended the licence for events in 2015 until
further notice, with a possible review in March. To quote:
As a result of the increased security that has been ordered on
all MOD establishments within the UK, all non-resident applications
for licences to use the Middle Wallop airfi eld are being held in
suspension until
further notice.Therefore we are unable to issue any licences for
airfi eld use for the
foreseeable future, as the situation unfolds this decision will
be reviewed. I much regret any inconvenience caused by this
decision.
I hope all is not lost at Middle Wallop for 2015, and that a way
can be found to let aeromodellers meet the MODs security
requirements, perhaps by pre-registering? To track the latest go to
www.sam1066.org
There is no single fi x that will improve our lot as traditional
model fl yers. In this issue you will fi nd Malcolm Ross discussing
moves to reduce the noise in F2C, and John ODonnell on the changes
required to keep FF duration competitive and affordable given the
spaces we fl y in.
If the BMFA National Centre study can deliver us a suitable
multi-discipline fl ying site that would be a step in the right
direction. However, we need other suitable sites across the length
of Great Britain - we will all need to work together to make our
voices heard before it is too late.Regards, Andrew
[email protected]
HANGAR DOORS
HANGAR HEARD AT
THE
Battle of Britain Chapel saved from closureThanks to Charlie
Newman for highlighting the story that the Ministry of Defence had
announced that it would stop funding the Battle of Britain chapel
as it was not an appropriate use of its funds. The chapel is the
last surviving link with RAF Biggin Hill which managed to remain
operational during the events of summer 1940 despite it being the
most heavily attacked airfi eld. Winston Churchill said that St
Georges Chapel of Remembrance on the site of the former RAF station
should be a permanent shrine to the few who gave their lives during
the Battle of Britain, so it was sad to think that the chapel would
close on the 50th anniversary of Churchills death. Thanks are
therefore due to a commercial organisation, Biggin Hill Airport,
which has stepped in to make up the shortfall of 50,000 a year to
keep it open. The chapel is easily recognised by the Gate Guardian
Spitfi re in its grounds, so why not give it a visit?
Diminishing Flying Sites
p4-6 HANGAR DOORS 016.indd 1 29/01/2015 14:21
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5Barton Cold TurkeyWhile many of us were in a post-Christmas
torpor, the hearty members of the Barton Club near Manchester were
out fl ying Control Line on 28th December. Report from Malcolm Ross
and David Measures provides the photographs. A beautiful winters
day at Barton - zero degrees but sunny and no wind at all. Bit of
ice on the pilots circle and pit segments but this was soon sorted
out with a dose of salt. Ray Lloyds Corn Beef Hash at lunch, and
Sue Needhams BBQ cooking all through the day kept the hunger pangs
and thoughts of real turkey at bay. Winter fl ying is always a fun
task, although mechanics keep complaining about freezing fi ngers
and no feeling! Thanks to all who ventured forth and made the event
a super day and great success.
British Goodyear fl own fi rst with 8 entries Heaton/Hart 4.38.2
7.35.0Eiffl aender/Eiffl aender 4.55.8 4.43.2Daglish/Eiffl aender
5.33.3 4.45.4Ross/Court 4.45.6 5.04.6Pinkerton/Lipowski 5.23.4
5.37.7Pinkerton/Bellamy 5.38.1 5.27.6Fry/Winstanley 7.53.5
Hill/Ridley 34Laps 49Laps
Final Heaton/Hart 9.50.3 Eiffl aender/Eiffl aender 10.01.7
Ross/Court 10.07.7
Great fi nal - Best of the day.
Mini Goodyear Heaton/Hart 4.34.7 Pinkerton/Lipowski 4.58.5
Pinkerton/Bellamy 6.45.9 Ross/Court 7.21.7 Fry/Winstanley 7.59.6
Nevis/Nevis 9.47.9
Final Heaton/Hart 9.29.0 Ross/Bellamy 12.10.2 Pinkerton/Lipowski
111L
Compressor for the TRN2 AirbrushFollowing last issues review of
the Neo Iwata TRN2 Airbrush from The Airbrush Company, a reader
wanted to know whether a small studio type air brush compressor
delivering about 1.5 cfm free air, would have enough puff for the
TRN2. This is reviewer Richard Crossleys reply;I have used the TRN2
airbrush a number of times since the article, and I still love it -
the roundels I sprayed on a little Sopwith Strutter are the best I
have ever done.I have an old SimAir studio type compressor. It has
a small tank and a fairly quiet motor. I found that it coped with
the TRN2 perfectly. I have noted some statistics from the
manufacturers plate fi xed to it: HP 1/6th Working pressure 0-80psi
(max 100psi) 1.14cfm (32 litres/minute) Looking at these fi gures I
am pretty sure your compressor will be fi ne. It does rather depend
on what size of models you are spraying - the airbrush can be made
to spray at a surprisingly low pressure, so that helps save
air.
ERE Diesel Details Tony Davies has contacted me about his
obscure diesel engine made by ERE; I certainly dont recognise it
and it doesnt appear in Mike Clanfords Pictorial A to Z
reference.
The original spray bar & needle valve are missing, and he
would like to make replacements to look as close as possible to the
original. Can anyone help him with photos and dimensions? We would
also be interested to hear of any background on ERE as a
manufacturer. The engine is 0.500 inches diameter and stroke is
0.562 inches.
Right: A cold, icy, super calm and clear day greeted all the
competitors. Here old tim-ers (from left) Barry Pickles, Mike
Fitzgerald, Andrew Watson and Oliver-re maker Tom Ridley, look
about ready for racing at 10.00am.
5
quiet motor. I found that it coped with the TRN2 perfectly. I
have noted some statistics from the manufacturers plate
HP 1/6th Working pressure 0-80psi (max 100psi) 1.14cfm (32
litres/minute) Looking at these fi gures I am pretty sure your
compressor will be fi ne. It does rather depend on what size of
models
the airbrush can be made to spray at a surprisingly low
pressure, so that helps
Right: A cold, icy, super calm
Mylar TemperaturesIt is good to know that people are reading
what I write! Mike Woodhouse of Free Flight Supplies contacted me
after seeing the piece on Tissue over Mylar. He uses Mylar a lot
and even with the iron at full chat has never blown a hole. I think
the small hole that occurred while I was covering was on a nib of
glue on a rib, rather than a hole melt so make sure you fi rst sand
the airframe smooth before covering. Mike goes on to say that Mylar
should not melt at the temperatures we work at, but there are some
plastic fi lms out there masquerading as Mylar which arent - these
melt!
Even combat fl ier Mike Whillance was tempted out on the day to
test a few models among the long shadows.
Running up Barton B racers in the pit area before the only B
race of the day getting short of light this year.
Next time we will run the B racing fi rst!
p4-6 HANGAR DOORS 016.indd 2 29/01/2015 14:21
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6 AeroModeller - March 2015
INTERMODELLBAU 15 to 19 April 2015, Dortmund,
GermanyINTERMODELLBAU, the leading modelmakers exhibition in
Germany, will take place at the Messe Westfalenhallen Dortmund
Exhibition Centre from 15 to 19 April 2015 and show model aircraft,
railways, ships, vehicles and fi gures a wide spectrum of modelling
in eight exhibition halls.The focus of the exhibition is very much
on
scratchbuilding with some impressive fl ying models including a
60kg Dornier DO X. The twelve-engined DO X fl ying boat with 159
seats was the worlds largest passenger aircraft in the 1930s. The
classic aircraft has long since secured its place in aviation
history, especially
because only three DO X aircrafts were built. With a wingspan of
4.8 metres, a length of 4 metres the model is powered by twelve
four-stroke engines.Admission for adults is 12 euros in advance.
The admission ticket for the
INTERMODELLBAU exhibition also covers admission to the experTEC
exhibition focused on products for all types of aeromodelling,
which takes place at the same time on three days (17 19 April).Info
and Tickets: www.intermodellbau.de
BMFA National Model Flying Centre StudyThanks to Manny
Williamson, BMFA Development Offi cer, for answering AeroModellers
request for an update on the study that we fi rst covered in AM
928. The National Centre feasibility study is gradually gaining
momentum, and we are currently evaluating potential locations.It is
pleasing that there is broad support for the establishing of a
National facility, and members appear to appreciate the potential
benefi ts of an enduring location which provides a sustainable
national identity for the sport of model fl ying. The aim of the
study is to investigate the various aspects of establishing a
facility, and to provide a structured summary of fi ndings, perhaps
the two primary areas of concern for the average BMFA member are
location and cost. In terms of location we are focussing
predominantly on the middle of the country for fairly obvious
reasons, it is of course clear that wherever a centre was
established it would be closer to some people than others. The
signifi cant point is the establishing of such a centre has wider
benefi ts to the future of model fl ying, and support for such a
study shouldnt be considered on a will I visit it? basis. The
Academy of Model Aeronautics (the American equivalent to the BMFA)
established a national facility with a fl ying site, museum,
archive and offi ces a number of years ago which has been very
successful, as well as regular fl ying activity and training they
also host national and international events each year, other
countries have also established signifi cant centres for model fl
ying. The brief has always been that any facility should be
considered on a no direct cost to members basis; however it is
clear that for such a major project to succeed it will require
signifi cant fi nancial resources. We are currently exploring
various funding options available
through schemes such as National Lottery which need to be
explored further; however all of the schemes have the requirement
for matched funding as a primary requirement. Clearly if we are to
develop such a project then it could only move forward with input
from members and clubs, one of the diffi culties is establishing
the level of likely support, both fi nancial and in general terms,
there is no doubt that what we are considering is very much a long
term strategy, if a decision is taken to proceed with this project
then a signifi cant area of activity will be raising the required
funds in order to move forward. I am keen to hear ideas and views
on this subject and also keen to hear from anyone who feels they
can help or have experience that would be of value to such a
project and a willingness to get involved.For further information
see www.bmfa.org
News, Views and Editorial
B.M.F.A. NATIONAL CENTRE
Meaningful proposition?Idle dream?
p4-6 HANGAR DOORS 016.indd 3 03/02/2015 11:04
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Events
AeroModeller Calendar of EventsAeroModeller Calendar of EventsUP
& COMINGPlease note that the events listed are compiled weeks
in advance of publication, and you should check before travelling
in case of change. For future inclusion of your events, please send
an email with date and details of the event in a format similar to
those shown below to [email protected]
FEBRUARY
21 February BMFA North West Area Indoor FF Gala, Manchester
Velodrome M11 4DQ. 9am to 6pm. Indoor Duration F1D, F1L, F1M,
Limited Penny Plane, No-Cal, Bostonian and Legal Eagle. Open Scale
Flying Only (Rubber, CO2/Electric and Kit Scale), Pistachio &
Peanut. Cost 20 for any number of classes. Contact David Whitehouse
for Duration 01942 897816, [email protected] and John
Minchell for Scale 07989 744251, [email protected]
22 February Peterborough MFC Indoor Flying, Bushfi eld Sports
Centre, PE2 5RQ. 10:00 to 13:00 www.peterboroughmfc.org
22 February OFMAC Indoor Flying, Abbey Sports Centre, Berinsfi
eld OX10 7NR. 08:30 to 16:00. Free fl ight Rubber, CO2, electric.
Contact Dave Dobson 01491 837789, [email protected]
24 February Bournemouth MAS Indoor Flying at the Allendale
Centre, Hanham Rd, Wimborne, BH21 1AS, 19.00 to 22.00. FF only.
Gyminnie Cricket League. Flitehook normally in attendance. Free
parking Allendale Rd. Contacts John Taylor 01202 232206 & Roy
Tiller [email protected]
28 February Tonbridge Gassers and Rubber Fanciers Indoor Flying,
Kings Sports Centre, 601 Maidstone Rd,
Rochester, Kent ME1 3QJ. 18:30 to 22:00. FF & light RC timed
slots. Contact Steve 0208 942 5000 or Eric 01622 737814.
28 February Richmond Upper School Indoor Flying, Darlington Rd,
Richmond, N Yorks, DL10 7BQ. 12:00 to 15:00. Separate slots for
slow, aero, scale, FF & small Heli. Cost 5 per pilot. Mark
Parsonage 07835895453 [email protected]
MARCH
1 March Beverley and District MAC Spring Swapmeet, Tickton
Village Hall, near Beverley, HU17 9RZ. 9.00am till 12 noon. Entry
1.00, Tables 5.00. Brian Jenkins [email protected], 07970 959875,
www.badmac.btck.co.uk
1 March BMFA FF 2nd Area Centrallised at Area Venues. F1H, P30,
F1J, BMFA 1/2A, C/E, HLG-CLG. Contact 0116 2440028,
[email protected]
2 March Westland & Yeovil Indoor Flying, Crewkerne Sport
Centre TA18 7NT. Indoor fl ying in a large (4 court) sports hall,
regular event twice a month. FF, RC Fixed & Heli. Jack Mitchell
[email protected]
7 March Furzefi eld Indoor, Sports Centre, Mutton Lane, Potters
Bar EN6 3BW. FF, RC Small planes & helicopters only. Flyers
8.00 Spectators 2.00 Mike Quille 020 8500 3549
[email protected]
8 March Flitehook Indoor FF Meeting, Totton Community Centre,
Hazelfarm Rd, Southampton, SO40 8WU. 10.00 to 16.00 Contact
Flitehook 02380 861541
8 March 40th Crawley Indoor Meeting, BMFA South Eastern Area, K2
Leisure Centre, Pease Pottage, Crawley, RH11 9BQ, 11:00 to 18:00.
Competitions : HLG/CLG, Peanut & Open Scale, EZB & Living
Room Stick, Gyminie Cricket, Hangar Rat & Butter Fly Mass
Launch and Legal Eagle Class. Regret no RC, plenty of FF Fun Flying
time. John Dart 01293 420830, [email protected] or
cadmac.org.uk
8 March BMFA South West Area Indoor Flying. Saints Fitness
Centre, Tregorrick Park, St Austell, PL26 7AG. 12:00 to 16:00 FF
and Micro RC. David Powis, 01579 362951, [email protected]
8 March Redruth & District MFC model swop/bring and buy,
Threemile Stone community Centre. 10:00hrs to 16:00, 6 Tables pre
booked, attendees 2. Steve Polkinghorne 01209 313263,
[email protected], www.rdmfc.co.uk
8 March Shawbury Indoor Flying, Shropshire. 13.00 to 16.00, fl
ying 10. Two separate areas FF/Slow RC and 3D Foam/Helis with
slots. Contact John Minchell [email protected]
14 March Delyn MFC Swapmeet, St. Winefrides RC Primary School,
Holywell CH8 7NJ. 09.00 to 13.00. Mike Parry 01352 710167
15 March Impington VCMAC Indoor Meeting, Impington Village
College, Near Cambridge, CB24 9LX. 9.00am to 5.00pm. 6.00 to fl y
indoors all day. Main hall FF, other hall RTP, small helicopter and
RC. Comps for Ray Malmstroms Canard-Air & Bostonians, rubber
powered
car race and Talk on Kit scale competitions and building. Chris
Strachan 01223 860498, [email protected]
21 March Peterborough MFC Indoor Flying, Bushfi eld Sports
Centre, PE2 5RQ. 10:00 to 13:00 www.peterboroughmfc.org
24 March Bournemouth MAS Indoor Flying at the Allendale Centre,
Hanham Rd, Wimborne, BH21 1AS, 19.00 to 22.00. FF only. Gyminnie
Cricket League. Flitehook normally in attendance. Free parking
Allendale Rd. Contacts John Taylor 01202 232206 & Roy Tiller
[email protected]
28 March Scale Indoor Flying and Trimming session before Scale
Nats, Bushfi eld Sports Centre, PE2 5RQ. 10:00 to 18:00, Flyers 15.
Free fl ying but priority given to Nats entries. Organised by Andy
Sephton [email protected] 07872 625279
www.peterboroughmfc.org
APRIL
3 April BMFA FF Northern Gala, Good Friday at North Luffenham.
CombGlider, Comb Rubber, BMFA Power, C/E, SLOP, F1H, P30, BMFA
1/2A, Mini Vintage, HLG-CLG. G.Warburton 0113 2852947,
www.bmfa.org
15-19 April INTERMODELLBAU at Westfalenhallen Dortmund
Exhibition Centre in Germany. Model aircraft, railways, ships,
vehicles and fi gures in eight exhibition halls. Includes experTEC
show on 15-19 April. www.intermodellbau.de
Full details of BMFA events can be found at: www.bmfa.org
7
p07 calander 016.indd 1 29/01/2015 16:11
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8 AeroModeller - March 2015
Off The Shelf
Stripping paint from plastic surfaces of a model can be a tricky
process, specially if the model is precious or has fi ne detail
etc. Traditional stripper can also sometimes be hazardous to work
with - enter Strip Magic from Deluxe Materials. Strip Magic is a
fast acting, spreadable, & controllable paint stripper that
will soften and remove paints and primers, typically 5-15mins
according to paint type. It works on plastic, resin and metal, is
safe to handle and has little or no odour. It stays where it is
applied, and is non-corrosive & non-flammable.The 125ml bottle
of Strip Magic (part number AC22) is priced at around 8.90.
All Deluxe Materials products are available from good model
shops. www.deluxematerials.co.uk
Deluxe Materials Strip Magic
PAL LOLA 0.020ci Diesel Engine
Not since the 1990s and the small diesel engines supplied by the
likes of Arne Hende, David Banks and Ian Russell has it been
possible to obtain production run diesels of less than 0.5cc. Im
pleased to say that with the release of the PAL LOLA, small IC
powered model enthusiasts again have access to a jewel of a power
plant.Well known American modeller Bob Langelius is the man behind
PAL Model Products and the introduction of the 0.020ci (0.3cc) LOLA
diesel engine after some 4 years of development. The engine is
manufactured in Europe, and to my eyes has some of the looks of the
early Arden engines LOLA is truly a cosmopolitan!The engine has
been thoroughly tested and fl own, and has demonstrated substantial
power. The timing was developed for easy starting and throttle
response. The under-slung fuel tank can be removed and a remote
tank used. The engine can be run with the fi xed carburettor, or
attach the included RC throttle. We will be featuring a full test
in a future issue of AeroModeller.The engine is professionally
boxed, complete with RC throttle, micro primer, propeller, serial
numbered, with an attached clear see-through tank, and unique
compression lock.
Deluxe Materials Strip Magic has been developed to remove paint
from plastic models.
Strip Magic will also clean-up old engines.
BEFORE AFTER
Well known American modeller Bob Langelius is the man behind PAL
Model Products and the introduction of the 0.020ci (0.3cc) LOLA
diesel engine after some 4 years of development. The engine is
manufactured in Europe, and to my eyes has some of the looks of the
early Arden
The engine has been thoroughly tested and fl own, and has
demonstrated substantial power. The timing was developed for easy
starting and throttle response. The under-slung fuel tank can be
removed and a remote tank used. The engine can be run with the fi
xed carburettor, or attach
The engine is professionally boxed, complete with RC throttle,
micro primer, propeller, serial
The price is $192.00 US Dollars plus postage and
[email protected] 32 Clinton Street, White Plains, NY
10603, USAwww.palmodelproducts.com
Off The ShelfOff The Shelf
p08-09 OnTheShelf 016.indd 8 29/01/2015 11:23
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9Off The Shelf A round up of new and innovative products for the
discerning aeromodeller. Send your product information along with
high-resolution images to: [email protected]
The ACE ECL (Electric Control Line) Trainer package consists of
a laser cut balsa kit and hardware plus a pre-wired plug and play
electrical system - it is easy to build and fl y, clean, quiet and
great fun. Only simple hand tools, fi nishing products and a
battery are required to complete the model. Motor speed and fl ight
duration are adjustable with programmable fl ight times as low as
10 seconds for those all-important fi rst fl ights. A start delay
feature allows solo operation. Video showing the model fl ying can
be seen at youtu.be/9rK8JDQhftQ
Package contains:- Laser cut balsa and ply parts Complete
hardware package Electric Motor with prop and prop saver Electronic
Speed Controller E Zee Control Line Timer All Electrical items
fitted with connectors Control Line handle and lines Illustrated
building instructions & timer manual
Wing span 19 inches for flying on a line length of 25 feet -
perfect for the local park or garden.Price is 85.00 + P&P from
Dens Model Supplies (DMS), 01983 294182.
www.densmodelsupplies.co.uk
Deluxe Materials Aerokote Make it Matt
A simple matting agent that blends readily with Aerokote gloss
to give it a satin or matt nish. Just measure & add Make it
Matt to Aerokote Gloss in the prescribed quantity depending on
wthere you want Satin, Matt or a Dead Matt nish, and then add
standard Aerokote catalyst to the mix in ratio 10:1 as usual, and
mix wellThe 50ml bottle of Aerokote Make it Matt is priced at
around 4.50.
All Deluxe Materials products are available from good model
shops. www.deluxematerials.co.uk
ACE Electric CL Trainer from Dens Model Supplies
Parra Cut-Away Display Engine
Alberto Parra informs me that he has a limited supply of these
intriguing cut-away display versions of his Parra 2.5cc diesel.
Ideal for teachers, clubs, to decorate a workshop or offi ce, or as
a present for an aeromodelling friend (or to yourself!)
The engine comes on an aluminium stand, and it is possible to
turn-over the shaft to see how this diesel engine works.
For further details contact Alberto at [email protected]
www.clubtamaran.com
p08-09 OnTheShelf 016.indd 9 29/01/2015 11:24
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10 AeroModeller - March 2015
IIn my last article in AeroModeller 928, I looked at the art and
science of 2D CAD (Computer Aided Drafting). This time Im looking
at the altogether more complicated subject
of working in 3 Dimensions. Whereas the average aeromodeller can
get into 2D CAD with minimal outlay and effort, the same cannot be
said of 3D. So we could simply leave it to Airbus, Boeing and the
others. Well no, because nobody can have missed the incessant, much
hyped, growth of 3D printing. Without 3D CAD there can by defi
nition be no rapid 3D manufacturing. To quote Oxford Model Flying
Clubs oldest member I understand the 3D printing process but what I
dont get is how the shapes got into the computer in the fi rst
place. And that essentially is what this article is about.
So the difference between 2D CAD and 3D CAD is more than depth.
2D CAD
is essentially about neater, faster, better drawings. Computers
making an existing job easier. 3D CAD, or more generally CAE, which
stands for Computer Aided Engineering, allows us to visualize what
a fi nished design will look like, try out different ways of making
it, and most amazingly, try it out in a virtual world. We can see
how strong it is and how it will fail when we push it too far; we
can fl y it and see how the air fl ows around it; we can even see
how well it would fare if it ditched in the water. Well, we can if
we can describe the physics adequately, and that in many cases is
far from a done deal. (One of the authors other obsessions is
modelling the Barnes Wallis bouncing bomb in the virtual world of
multi-physics...)
But back to the more basic world of geometry. The last technical
step forward as regards price/performance drove the
price of the cheapest professional 3D solid modelling systems
and software down to several thousands of pounds. Which kind of
rules it out as an accessible technology for aeromodellers, unless
of course you work in engineering, technical education, or have a
friend who does. (You may be able to achieve something with Google
SketchUp, which has a free basic download; the concepts are the
same, however the author didnt really have time to get to grips
with it, so the examples shown here were created using the
professional system SolidWorks. There are limited time evaluations
of some 3D systems available for download, however the disadvantage
of these is that you only get to use the system for a short time.
Do contact [email protected] if you are using a cost
effective/cheap 3D system that works for designing aeromodelling
related items.)
3D CAD for Aeromodellers
Laurence Marks on computer based 3D drawing, the precursor to 3D
printing of original objects.
Model Technology
Laurences approach to the 2D CAD airframe plans of a balsa fl
ying model of the Spirit of Saint Louis were described in a
previous AeroModeller.
p10-13 Laurence Marks 3D CAD 016.indd 10 28/01/2015 12:12
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11
3D CAD for Aeromodellers
Visualising before MakingSo if you can beg access to a 3D
modelling system, or can get a friend to do some modelling for you
after hours, youll at least need to know the basic concepts. Just
like the last article this isnt meant to be a step by step tutorial
the internet is awash with those.
Before as much as fi ring up the computer, a CAE project needs a
well defi ned objective. This might simply be to prepare a fi le
for 3D printing, but even in that case we need to have worked out
how much detail we need to include. Put simply, will a simple dummy
motor look good enough in front of the judges? Another reason to
make a 3D model is to work out what shape something actually is.
This might sound crazy, but it is often diffi cult to work out what
shape something actually is. Before 3D CAD it was arguable that in
many cases, the
person who defi ned the shape of something was the one who
actually made the casting pattern, sank the die or whatever. Until
3D CAD we couldnt defi ne every point of the part, and until we
could do that we couldnt say what it was exactly.
Ive built 3D CAD models of sections of models, and in fact whole
aircraft, to see what shape they were and how each part related to
the others. And before anyone else points this out Ill do it -
People built aircraft before they built computers. But a feature of
the prototyping process was almost always to build a mock-up,
generally from wood. And that was the process used to explore form,
fi t and to a very limited degree, function. 3D CAD has replaced
and enhanced that process, and combined with 3D printing, can even
generate objects we can hold and critically assess. Or use to
detail scale models.
The example Im using here is the Wright Whirlwind for the Spirit
of Saint Louis which looms large in my building plans. So the aim
of this project is to generate some geometry for 3D printing, and
to use 3D CAD to visualize an appropriate level of detail to
include. And an additional benefi t may be to work out what shape
the aluminium cowling needs to be. Ive used the old AeroModeller
3view and some of the many pictures on the internet as my source
material.
How it Works3D CAD works by creating and combining basic
geometric forms, then adding features such as holes, fi llets and
the like. More complex shapes can be created by dragging profi les
along curves, and by generating almost free form complex surfaces,
to make the sort of smooth aerodynamic forms we see in cars and
aeroplanes. Single parts so created can be arranged in patterns,
essential for designs which feature many repeated instances of
identical parts, like a radial engine. (In this project, however,
the parts only use the most basic of shape defi nitions.) Because
3D printers take CAD models as an input, once Im happy with it I
can then have it made, as the name implies, in pretty short
order.
A previous Marks project of this type was to create the dummy
motor for the ABC Robin I fl ew (and wrecked) at the Barkston
Nationals some years ago. Id like to think that this was the fi rst
time anyone competed with 3D printed detail parts on a free fl ight
scale model Im sure Ill be put right on that one. But the point of
mentioning it was that I tried to include too much detail, and the
results werent as neat as Id have liked. So in this model I have
deliberately kept things simple. And as the model will be small the
completed motor will only be 60mm across this shouldnt be too much
of a problem. 3D printed parts often have a rough, layered, fi nish
- this could possibly be used to give the impression of fi ns. Well
see how that one pans out.
A 3D CAD model used to fi nd out what an aircraft actually
looked like there are no photos in existence of this glider (the
Hill Pterodactly 1)
This ABC Robin featured a 3D printed dummy motor. It didnt
survive the impact after an optimistic attempt to fl y it in the
usual gale at Barkston Heath.
3D models are created using basic forms combined and fi lleted,
and then arranged into patterns called assemblies.
p10-13 Laurence Marks 3D CAD 016.indd 11 28/01/2015 12:12
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12 AeroModeller - March 2015
Model Technology
Not a Quick Fix to Scale SuccessThe model engine shown uses a
central balsa structure to support the cylinders, however it has
also been designed to provide accurate location. When I built Bill
Denniss Bristol M1D getting the 3 cylinders aligned was one hell of
a job, and one which I never really achieved to any satisfaction.
With this approach the alignment is all but guaranteed. Once the
central core was completed the single cylinder was drawn using a
series of extruded simple sections. Getting this anywhere near
right was a reasonably big job anyone who thinks that the scale
modelling game is over and has been reduced to downloading models
from the internet should give this a try. Turns out its just like
any other aspect of scale modelling, requiring an understand of the
shapes involved, measurement and repeated attempts at creating a
representation of what is almost certainly a loosely defi ned shape
anyway.
Once the cylinder and central core were created multiple
cylinders were copied around the central axis creating the complete
motor. And simple representations of the push rods, exhausts and
inlet tubes were added.
3D CAD is also really useful for determining what shape sections
need to be before they are formed to shape. So a cowling has been
added to provide the data necessary to create the complex pattern,
allowing all the parts to be cleared neatly.
So the fi nished CAD model has done what it should. It has
answered the question will a dummy motor made from simple forms
look OK? Yes - not a show stopper, but it should look OK. And the
approach of using a balsa core, 3D printed cylinders and perhaps
carbon rod looks promising. But even in the age of 3D modelling we
can only tell for sure when we get on and make it
Laurence Marks will update us in a future issue of AeroModeller
on the 3D printed fruits of his labours.
Once the cylinder and central core were created multiple
cylinders were copied around the central axis creating the complete
motor. And simple representations of the push rods, exhausts and
inlet tubes were added.
3D CAD is also really useful for determining what shape sections
need to be before they are formed to shape. So a cowling has been
added to provide the data necessary to create the complex pattern,
allowing all the
The central balsa core, used to self align the motor, and a
single cylinder, both created using basic geometric forms.
A single cylinder assembled on the core, with the associated
push rods and inlet and exhaust pipes. The parts are then copied 9
times to create the complete engine.
The CAD program can be used to determine the fl at pattern to
make the cowling.
The fi nished CAD model of the Wright Whirlwind. Ready for
production
The engine in the system that was used to create it - SolidWorks
from Dassault Systemes.
p10-13 Laurence Marks 3D CAD 016.indd 12 28/01/2015 12:12
-
Join the Electronic Revolution
Visit the App Store or Google Play and search for Aeromodeller
or visit PocketMags.com to purchase single issues and subscriptions
to read on your device or PC.
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al!
Join the Electronic Enjoy Aeromodeller on your iPhone,
iPad, Android phone or tablet PC.
Magnet in the USA) with success. It is particularly effective in
fi nal cleaning of parts (after solvent cleaning) in an ultrasonic
cleaner when diluted 1 part to 10 parts water. Rinse clean in warm
water afterwards and dry thoroughly with a hair dryer before
applying oil protection and reassembly.
Ultrasonic cleaners do a great job, but the engine should be
completely disassembled before this form of cleaning. The vibrating
fl uid carries small impurities into every assembly (such as
between conrod and wrist pin) that can be diffi cult to remove in
the rinsing stage. This vibration also quickly ruins ball bearings
by putting fl ats on the balls and dents in the races.
Carbon and varnish on pistons, cylinder bores and combustion
chamber surfaces can be safely removed with a paste made from
sodium bicarbonate (found in the grocery store next to baking
powder) and methylated spirits or rubbing alcohol. The small water
content in the alcohol dissolves some of the bicarbonate, which is
a gentle degreaser. The remaining bicarbonate acts as a mild
abrasive to remove the build-up without harming the metal surface.
Gentle rubbing with a rag and paste will do the job. A thorough
clean with toothbrush and hot water dissolves any remaining sodium
bicarbonate. Dry and oil the cleaned parts.
Stuck contra pistons must be removed and cleaned to restore
proper function. Remove
the cylinder and providing it has reasonable strength and is fl
at on the bottom, place it on a fl at, hard surface. Using a hammer
and piece of wooden dowel, tap the contra piston down the bore (not
out of the top). If the cylinder jacket is still attached, use the
largest piece of piano wire that fi ts down the compression screw
hole. Usually tapping it down and up the bore a few times (with
plenty of oil) does the job. For tougher instances, clean the
contra piston and cylinder bore using sodium bicarbonate/alcohol
paste, apply oil to both parts and reverse the operation by tapping
it back up the cylinder bore.
Making replacement gasketsIf you follow my cleaning and
maintenance method, youll probably need fresh back plate gaskets.
It is vital that this joint is airtight, to avoid loss of primary
crankcase compression. Reusing old gaskets is a prime cause of
screw-in back plates and cylinders subsequently coming loose, as
the fi bres in the material do not conform as well to the joint a
second time. If a genuine part is not available, you can easily
make your own. Motor car parts shops sell gasket paper in various
thicknesses, but alternatives such as strong mailing envelopes or
old plastic coated playing cards can also be used. Use the same
thickness as the original. For back plates, this is not very
critical providing the gasket is thick enough to ensure the
crankshaft (when pushed all the
way back) doesnt touch the back plates inner face.
The simplest gaskets, such as those for a screw-in backplate,
can be easily marked out by measuring the backplate and drawing the
two circle diameters with a compass and pencil on a piece of
material cut slightly oversize. I sand the tip of the pencil to a
chisel point to give a clear, fi ne line. Ive had mixed results
using circle cutting tools, as the tip of the blade must be really
sharp and can wander away from the intended path when cutting our
small circles. I fi nd it easier to cut by hand with a fresh No. 11
blade over a cutting board. Do the inside circle fi rst and check
the fi t before cutting the outer circle. More complex gaskets
follow a similar process. The photos show this step by step.
Oil the gasket before assembly. This will reduce the tendency to
stick to the parts, allowing for easier disassembly and
replacement. Retighten after the gasket has settled next day, or
after the fi rst run.
Paper gaskets are not suitable replacements for the old asbestos
head to cylinder gaskets, so avoid disturbing these joints if
possible. Modern steam jointing sheet does the job (Enya offers
this in a suitable thickness) but is not as soft. If necessary,
coat each side with a thin layer of RTV silicone when assembling,
to ensure a good seal.
17
Join the Electronic Revolution
Visit the App Store or Google Play and search for Aeromodeller
or visit PocketMags.com to purchase single issues and subscriptions
to read on your device or PC.
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tal!
Join the Electronic
Enjoy Aeromodeller on your iPhone, iPad, Android phone or tablet
PC.
p41 ads.indd 1 31/01/2014 12:17
POWER TRIP 010.indd 53 30/05/2014 11:11
13
p13 digital subs half page.indd 1 27/01/2015 09:35
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14 AeroModeller - March 2015
CL Team Racing
It is a time for taking stock, in the international arena for
the event of F2C Team Racing (formally F.A.I. Team Race). The winds
of change have been building for some years, and
during 2014 they have uprooted several trees in the process!
What has been the catalyst for this revolution and why has it had
such a dramatic effect on the world scene? The rules the event is
fl own to have been in place since 1959, with no major changes
since that date; only a small reduction in fuel tank capacity in
1968, and an increase in fl ying wire thickness during 2012. One
could say very well tried and tested for the competitors.
The important change actually stems from a little noted document
at the time (1984), from a CIAM Plenary meeting, when it was stated
that all air activities (including model aircraft) should make
every effort to reduce the noise of their disciplines signifi
cantly to a fi gure of no more 96 decibels (dB). At present, our
little 2.5cc compression ignition motors turn out around 104-8
decibels. They run on 152.00 mm diameter carbon fi bre propellers,
at around 26,000 rpm on engines with 4.50 - 5.00 mm diameter
carburettor venturis. Why it was not acted upon then, was because
our engines were below that limit, but have since climbed
dramatically in noise and power and therefore,
speed. Now the time for 10 laps rotation is down to 16.3 seconds
for ten laps (the way we measure our speed), or about 140+ mph.
These airspeeds mean that three pilots in a race have to be pretty
nimble to compete the distance unscathed. Something had to be
done.
First Changes Already ImplementedFrom January 2015, engines in
the F2C category will have to run on a fi xed carburettor of 3.00
mm diameter (as an interim measure), for all competitions. How the
rules were defi ned is the subject of long and protracted dialogue
between competitors, engine
IIIIt is a time for taking stock, in the It is a time for taking
stock, in the international arena for the event of Iinternational
arena for the event of F2C Team Racing (formally F.A.I. IF2C Team
Racing (formally F.A.I. Team Race). The winds of change ITeam
Race). The winds of change have been building for some years, and
Ihave been building for some years, and during 2014 they have
uprooted several trees Iduring 2014 they have uprooted several
trees in the process! What has been the catalyst Iin the process!
What has been the catalyst for this revolution and why has it had
such a Ifor this revolution and why has it had such a dramatic
effect on the world scene? The rules Idramatic effect on the world
scene? The rules
Noise or Speed - or Both?Potential Rule Changes for
International F2C Team Racing are examined by Malcolm Ross.
Is this how we want our engines to look if silencers return to
F2C racing in 2018? A brief fl irtation with them in 1965 for the
SMAE caused half of the racing teams to give up the class. We
cannot afford for this to happen now.
p14-15 F2C Rule Changes 016.indd 14 29/01/2015 15:45
-
15
manufacturers, and FAI committee members. The main work on these
proposals began in 2010 when Rob Metkemeyer from the Netherlands
produced a paper on noise and speed control of the class.
This was followed by a conference in England during February
2011 at which Rob presented his fi ndings, and a lively debate
ensued. At the end of International contests, groups held open
forums, primarily at the World and European championships, to gauge
feelings on the areas of:- 1) silencers. 2) restrictions on specifi
cations.3) standard fuel.4) easier participation.
Silencers on the engines was given a thumbs down by the majority
of competitors. Standard fuel raised many eyebrows, suspicions and
arguments. Easier participation in the class was welcomed, and
restrictions on specifi cations a luke warm reception.
Many will correctly say this seems to be a tortuous job for such
a small issue, and that is where the main problem occurs. This is,
however, the only class of competition model fl ying that has a
fuel tank size restriction, governing the output of the engine and
results - therefore any changes to specifi cation has a massive
effect on everything!
All present were given a chance to have their say, and a
synthesis of the conclusions from July 2014, was to ask Rob
Fitzgerald from Australia to head up a further subcommittee, to
look specifi cally at the requirements for the class, to give a fi
nal, defi nitive, presentation to CIAM in 2018.
The make- up of the subcommittee group is as follows:Rob
Fitzgerald, Chairman - Australia.Vova Macharenko - UkraineDerek
Heaton - United Kingdom
Jean-Paul Perret - FranceBill Lee - United States of
AmericaNerijus Zukauskas - UkraineBent-Olof Sameulsson -
SwedenPeter Halman (ex-offi cio) - United Kingdom.
So any one of them can be canvassed with your views or talk with
me and I will pass them on.
Time Line 2014 19 for Noise ReductionThe following time line
lays out the dates for implementation of the new formula for
F2C:
20153.00mm venturi
2014 & 2015Initial experimentation to reduce noise, with
noise tests at world events.
September 2015Review noise limit with a view to setting
appropriate level for F2C.
2016 CIAM Plenary meetingPresent review results. Possible
consideration by Plenary of proposal regarding the appropriate
level of noise for F2C
2016- June 2017Continuing experimentation followed by review of
results of the testing programs.
2017 Plenary MeetingPossible consideration by Plenary of
proposal regarding the appropriate level of noise for F2C (if not
submitted at 2016 plenary)
Plenary 2018Plenary consideration of noise reduction rule or
imposition of a Silencer rule.
Looking at this it fi rst appears to give plenty of time to get
things formulated, but as you will imagine there is a lot of work
to do to get
a true consensus of opinion over matters!The fi rst major issue,
that of speed, has been
initially addressed in that a 3.00mm choke does slow things
down. It also reduces noise by up to 4 dB, because of the decrease
in engine RPM. Look at the photos of the carburettors - there is a
huge change in area. This small choke also means an increase in
range of the racer - up to 50 + laps is available now, if you could
set the motor for that. This you may say is fi ne, going in the
right direction.
True it will make some even say What is all the fuss about
having to fi t a silencer to your engine. Both of these views have
credence in this situation, but only those who compete in the class
know the real problems faced in engineering terms to make things
work. Where do we go from here will be the subject of a further
article.
F2C Model showing Old Diameter carburettor placed on the wing,
and the present aluminium silencer Shroud over the exhaust exit
from the fuselage.
F2C Model. You can just see the new 3.00 mm carburettor attached
to the engine, with the old 4.50mm to the right of the motor. A
large % change in area makes the set up fl y slower . Also shown is
the present 7.00cc tank allowed in the rules.
What the fuss is about - F2C models plus sound meter.
Sergie Andreevs (Russia) winning model at the 2014 World
Championships in Poland shows the silencer defl ector system in use
at present. Is anything else needed or required?
The new chair of the racing subcommittee is Rob Fitzgerald (on
the left) from Australia, seen here with Mark Ellins his pitman
team-
mate for many years.
p14-15 F2C Rule Changes 016.indd 15 03/02/2015 11:05
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16 AeroModeller - March 2015
OOne of the nice things about being fully matured (read old and
decrepit) is that people are slower to criticise when one collapses
into an armchair to read a book. However, the kind of books I read
are scarcely relaxing. Indeed, I am reminded on attending my local
bookshop to pick up Aerodynamics, circa 1943, by Professor
L.M.Milne Thomson, that the lady at the desk could not put her hand
on the book. Looking at the mess her desk was in, I politely
suggested that perhaps a thief had carried the book off. Without a
pause and in icy tones, she replied NOBODY WOULD STEAL THAT BOOK. I
was not quite sure how to take that, but apparently she had taken
the time to leaf through the tome, and the contents really dont
leap out of the page at one.
Take heart, dear reader, for there are many other books that an
aeromodeller can enjoy. I fi nd books published before 1940 are an
easy read: the further back in time one travels, the more fun the
books are to peruse. So the purpose and challenge of From the
Armchair, is to enter the TARDIS, where my library goes back to
1890, and recommend some titles worth reading, and even better,
still available.
In this episode, the magic names of Chanute and Maxim
are introduced to the unwary. Yet I cannot escape from the
fascination of propeller design, so you will fi nd my reviews
biased in
that direction.The design of propellers
requires just 2 aerodynamic parameters. These are the lift and
drag of an aerofoil section. The lift and drag arise as the
propeller aerofoil rotates under the infl uence of engine torque.
Indeed, a propeller is just a torque converter, changing the engine
torque into thrust and drag. The thrust force is directed
perpendicular to the direction of motion, and the drag is directed
directly against the motion. We know
this now as being pretty obvious, but in the early days of
aerodynamics, particularly in the 19th century, these concepts were
not at all clearly understood.
Finding Old Books on AviationQuite surprisingly, the literature
of the early days of aviation is still available. One can trace the
development of aerodynamics in these old texts. One source of these
texts is Kessinger Publishings Rare Reprints, where the original
text has been effectively photocopied and bound into a new volume.
Also you can prompt the local librarian to hunt down old books by
volume title, date and author.
By these means, I was able to obtain an original 1894 volume of
Octave Chanutes splendid revue of aerodynamic knowledge up to that
date, entitled Progress in Flying Machines. Also Hiram Maxims 1908
text entitled Artifi cial And Natural Flight, which covered his
researches up to that date. Recalling that the Wright Brothers fi
rst had a powered fl ight in 1903, the era is clearly of inherent
interest to the Armchair Aerodynamicist.
Chanutes book is a paradise for model builders who want
something different. There are 85 illustrations, many of which can
be reproduced as rubber-powered fl ying models.
Part 1 by Stuart Supercool Sherlock
This is Hiram Maxims own model of his test rig aircraft which
was to have had two pilots! This is also to be seen at the Science
Museum in London - it is well worth a visit
www.sciencemuseum.org.uk
Aerodynamics
Armchair...From the
that direction.The design of propellers
requires just 2 aerodynamic parameters. These are the lift and
drag of an aerofoil section. The lift and drag arise as the
propeller aerofoil rotates under the infl uence of engine torque.
Indeed, a propeller is just a torque converter, changing the engine
torque into thrust and drag. The thrust force is directed
perpendicular to the direction of motion, and the drag is directed
directly against the motion. We know
this now as being pretty obvious, but in the early days of
aerodynamics, Advertisement for Chauviere propeller (Helice in
French). The was placed in a 1909 work of S.
Drzewiecki, Des Helices Aeriennes. Regretably, Drzewieckis works
were in the French language, which made them rather inaccessible.
By the way, Drzewiecki is pronounced Jay-vee-yet-ski.
p16-17 Supercool 1 Armchair prop Airflow 016.indd 16 28/01/2015
12:49
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17
Part 1 Penauds artifi cial bird is well illustrated, as well as
a number of other ornithopters, including those by Jobert and
Villeneuve. Kites are well represented by Hargraves designs, as
well as by Jobert and Maillot.
A surprising number of man-powered designs, which were never to
leave the ground, were actually patented! Rather more seriously,
the curved aerofoils of Horatio Phillips, whose name is forever
associated with the Phillips entry (leading edge shape) were also
patented in 1884 and 1891. This patent seems to me, with hindsight,
to be rather obnoxious, in terms of trying to capture the whole fi
eld of curved-surface lifting foils.
Mind you, no more obnoxious than the designer of the man powered
aircraft Gossamer Condor, who had the temerity, in the modern era,
to patent the use of the tilted tailplane for turning purposes.
This was known and used by modellers long before that designer came
across the idea, hardly an original notion.
Maxim the ExperimentalistMoving on to Maxims book, this is a
wholly different story to the work of Chanute. The latter work was
essentially a collection of the work of others. Maxim, on the other
hand, was a fi rst class experimentalist, whose wealth allowed him
to build aerodynamic test apparatus on a massive scale. His
whirling-arm test rig served the same purpose as a wind tunnel. The
arm, 31.8 long, could carry propellers, as well as aerofoils, for
test. When last I looked, one of Maxims giant propellers was
mounted above a door in the London Science Museum.
Like many before and since, Maxim studied the fl ight of birds.
His observations led him to discover the air movements we know as
thermals, mainly as a means of explaining the strange patterns he
saw on the surface of sea. He also tried to draw the streamlines
around various shaped aerofoils, without the benefi t of the
mathematical theory of fl uid dynamics. In fact, the potential fi
eld around an aerofoil can be obtained by guesswork (trial and
error), but it helps to know the answer before you start!
In fact, Maxim scorned the mathematical approach, preferring to
make measurements in the real world. It was to be Lanchester who
really understood fl uid dynamics, being among the fi rst to
identify the concept of circulation as the source of the lift
force. Not to be outdone by Chanute, there are
95 illustrations and photographs. There are chapters on air
currents and the fl ight of birds, kite fl ying, screw propellers,
test equipment, gyroscopic stability and the effi ciency of
aircraft designs. Maxim, by contrast with Lanchester, is perhaps
better remembered as the inventor of the machine gun and the
smokeless cartridge.
I have been unable to track down the English translation of Otto
Lilienthals work Bird Flight as the Basis of Human Flight. However,
Chanute included, in an appendix, Lilienthals work The carrying
capacity of arched surfaces in sailing fl ight. This alone makes
obtaining Chanutes book worthwhile.
Now I started this soliloquy with reference to the aerodynamic
properties of lift and drag. You will note we got nowhere with
them. So next month we will move on to Lanchester and a very early
(1911) textbook on aerodynamics by Hubbard, Ledeboer and Turner.
This latter has an illustration on the front cover of the very
latest monoplane, the Antionette.
I should mention that some of these old works are starting to
show their age. Drzewieckis work mentioned above came to me in
perfect condition. Indeed I had to cut the pages myself to permit
opening the treatise. However, the spine was brittle and the pages
yellowing, possibly because acid-free paper was not then in use. As
I work on the translation, the booklet is crumbling before my eyes:
very sad, but what a joy to have handled this historical
document.
Kessinger Publishings Rare Reprints to locate rare, scarce, and
out-of-print books, in affordable reprint editions. Go to
www.kessinger.net
Phillips is best known for his Multiplane designs looking like a
fl ying window blind. This model at the Science Museum is of the
1893 coal fi red steam-engine powered early experimental
aircraft.
No sign of Maxims giant propeller at the Science Museum, but you
can see this Phillips propeller used on the second of his petrol
engine powered Multiplane aircraft in 1907.
Below: Whirlingarm Maxims whirling-arm test bed produced useful
real life results from propellers and aerofoils.
Model by designed Lawrence Hargrave - piece of cake for an
aeromodeller.
Aerofoil sections patented by Horatio Phillips.
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Model Science
18 AeroModeller - March 2015
BETTER RULES? Part 10 John ODonnell considers what should be the
guiding principles for FF Duration Rules.
WWe live in a changing world - whether we like it or not. Nearly
everything we do is affected in some way or another, and this
includes
model aviation. The phenomenon is not new in itself, but the
rate of change seems to be increasing.
Just to recap briefl y - the model aeroplane started out as a
subject for the inventor or experimenter before it became a more
widespread hobby. Then WWII came along complete with a deliberately
cultivated (by the Government) interest in aviation. The end of
hostilities saw a boom in aeromodelling with the emphasis shifting
from solids to fl ying models. Rubber models and gliders were soon
augmented by the unexpected but welcome appearance of the small
diesel from Europe. This made for practical i.c. powered models -
not only for Free-fl ight but within 2 or 3 years for American infl
uenced Control-Line models as well. Meanwhile the next development
was about to become a commercial proposition - this was Radio
Control. Once it advanced to the Black Box (plug and forget) stage
it dominated the hobby. Nowadays RC is common at the Toy level -
not just RTF aircraft and helicopters but also cars and boats. More
advanced technically, and with interesting implications, is the
latest camera carrying multicopter- or in media terms the Drone.
Public reaction to such devices
could certainly affect all our activities.Meanwhile the Model
Aviation enthusiast
has had lots of choice, whether his interest lies in FF, CL or
RC. All have fragmented into a multiplicity of sub-classes, usually
with size, weight or power limitations. Just how much diversity
exists is shown by there being over 30 separate Offi cial events at
the FF Nationals, plus those staged by the Vintage and Space
groups.
Consideration also needs to be given as to whether a person is
competitive, nostalgic, or just a fun fl ier. Moreover is he or she
a modeller who likes construction for its own sake, one who builds
so they can fl y, or an ARTF fan who merely buys and fl ies?
Performance Improvements Drive ChangesSince this article will
appear early in 2015
about the time contests are starting it is appropriate to
mention recent developments. As these concern ideas that might
bring about real changes to models, the suggestions deserve a wide
audience.
All these have arisen because of the eventual realisation that
models (especially FF) and their
fl ying techniques have become too good for their own good. In
essence they have too much performance and have become impractical
from many considerations. Some of these diffi culties have been
apparent at recent FF Championships.
In consequence there have been suggestions put forward for
discussion at and by CIAM. This is the part of the FAI that deals
with Model Aviation - and hence determines how Model Flying
operates at the International level.
Almost all the suggestions are intended to reduce the
performance of the FAI Championship FF classes (i.e. F1A, B, and
C). Some ideas could be implemented immediately, whilst others are
intended to form a gradual process extending over a few years. The
details of these ideas are unlikely to interest most AeroModeller
readers so will not be spelt out here. They are available, in part
at least, online.
This whole scenario has not been well received by past and
present participants in International Contests. There was
disapproval expressed at our recent Free Flight Forum concerning
the way our FFTC had submitted
JOD with Eager Beaver tossing grass to check wind direction
prior to launch.Photo by (the late) Rod Kenward.
Simple hand-held (balsa) beam with equal sides used to compare
and check half-motor and ballast.
p18-21 JOD Better Pt10 016.indd 18 28/01/2015 12:14
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19
Part 10
their own ideas - without input from regular contestants. This
was nothing compared with the online comments that are currently on
the American SCAT web site and apparently also on FaceBook.
Much of this criticism was directed at their being possible rule
changes that would render models and motors obsolete, and hence
potentially reduce the numbers participating. It was commonly
considered that the fl yers should have been consulted early and
their opinions sought.
At this point I would point out that people fl y a class of
model because they like it just as it is - and hence will oppose
any change, especially those that will affect their models or
devalue their expertise.
It can be argued that a World Championship event should be
contested using the worlds best
equipment and having the highest performance. There is certainly
merit in this viewpoint - but trouble comes from trying to operate
this equipment elsewhere and under different conditions. It is
really too much to expect that one set of rules and requirements
will suit all (or even most) situations.
What are Contests For?Perhaps we should look at the situation
from the other end. I learnt a long time ago that you should
consider the problem fi rst, and possible solutions afterwards.
Adopting this approach is recommended - and should be used wherever
possible.
So, lets start by asking what are contests supposed to
determine? Is it the model with most performance, reliability and
practicality - or the person with the most skill - or whatever?
Are there any other desirable considerations?We also need to
determine what constraints
and restrictions apply. Are they real, or can they be overcome?
Are costs or legality involved?
International ContestsLooking at the present International
contest scene from these angles would indicate that it has been
allowed to grow unchecked. It is almost certainly far too late for
major changes, and very likely that minor ones would accomplish
little.
Personally I very much doubt that anything drastic will happen
in the way of simplifying the specifi cations and hence
necessitating new or altered models. Following the dropping of the
BoM (Builder of the Model) requirement there is far too much Vested
Interest, both from the Cottage Industry suppliers and from
their
The Bowden competition at the 2014 Nats was popular with both fl
yers and spectators but is it right to amend the rules on the
day?
Dave Hambley with A/2 (F1A) at Newbigging, near Lanark in
Scotland. This is a huge stretch of moorland - now with restricted
access from some sides.
Past experiments with limiting performance. Mini Vintage Eager
Beaver disassem-bled with half-motor and weighted spacer shown
alongside normal motor. Alterna-tive ballast is the rectangle of fi
breglass board at right.
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Model Science
20 AeroModeller - March 2015
customers, for any major change to be approved.In short the
International contests can be
expected to continue in much the same way as at present.
and National ContestsNevertheless in this country we still have
an extensive National programme run to our own domestic rules.
Currently there are diffi culties in continuing to operate as we
would like. We have models with far too much performance combined
with a shortage of suitable contest sites, unsettled and often
unsuitable weather and a clientele that is mostly old and tired. We
have also become a Nation of spectators rather than of
participants.
In these circumstances it should have been unrealistic to expect
our traditional Contest Calendar to continue unaltered for yet
another year. Nevertheless this is what our FFTC (BMFA Free Flight
Technical Committee) has published for 2015 - including eight Area
Semi Centralised (ASC) meetings to be run by the Areas as and where
they can. With the loss of Church Fenton and Barkston (apart from
the Nationals) there is no longer any access to an airfi eld North
of the Midlands. Of course the ASC meetings do not have to be fl
own on an aerodrome, merely on a venue approved by the Area. This
includes moors, farmland or other open spaces - but gaining
permission (as and if required) and retrieval can be hard work.
Scrapping the ASC concept and reverting to the once common
Decentralised alternative is worth considering. This would allow
entrants to fl y on small local sites (often unavailable for more
than a few club member) as and when the weather permitted. They
might consider it risky but preferable to travelling across the
country.
When contests were decentralised many years ago it was thought
that entrants might cheat or, even worse, decline to submit (and
pay for) poor scores. Supervision by their Area was introduced to
prevent such malpractice. In recent years and in several Areas such
control is purely nominal - the organisation is very much DIY.
The hopefully more organised end of the spectrum is to be found
in the various Centralised Meetings run by, or on behalf
of, the FFTC. As well as the Nationals these comprise half a
dozen or so meetings (plus some specialised F1E magnet events)
spread throughout the year.
There are also Two Open International contests, plus two Trials
(sorry, Team Selection Meetings) intended to decide the British
F1A, B, and C Teams for the following years Championships. For
reasons that defy my logic, the fi rst Trials is again scheduled
before this
years Championships have been held. This arrangement neglects
the obvious opportunity for obtaining useful feedback - and hence
learning from experience and avoid repeating mistakes. Why are we
doing this?
Furthermore it would appear overkill to spend two weekends
picking three- man Teams from the very small present-day entry. I
have said before (albeit somewhat facetiously) that it would be
easier to ask for volunteers, then run a Means test and a Health
check, ascertain whose models are going well, before fi nally
agreeing on whose turn it is!!
Changing Rules on the DayOn a wider front it has been noticeable
that the past two or three years have seen a disturbing rise in
instances of the contest organiser deviating from the rules and
procedures that an entrant would normally expect. Fixing the max on
the day is understandable and often acceptable, but requiring
landing in the fi eld and the imposition of some form of DT Flyoff
can be too much. At very least such ideas (and others) need advance
warning. Without this, the rule-book becomes meaningless.
Those attending the 2014 FF Nationals may have witnessed the
furore that arose when a DT Flyoff was announced for Sundays
events. This, and the fact that it didnt happen, was reported in
AeroModeller and nowhere else. Less obvious on the same day was the
way that the Bowden contest organisers simply ignored the Rulebook
together with its judging and scoring system - and ran just a
precision (target time) event. This was justifi ed on pragmatic
grounds and the risk to models being damaged when trying to R.O.G.
(Rise Off Ground). in turbulent conditions. It was claimed that the
fl yers were happy with this. I do wonder what the Colonel would
have thought!
What I fi nd worrying is the way the FFTC have responded to this
situation. In effect they have legalised what happened - as in
their 2015 rule changes they have given the CD the power to ad lib
the requirements on the day.
This provides the opportunity for lobbying - directly or
otherwise. My advice for next time is to arrive early!! I feel
making decisions on the day are dangerous - and should not be
accepted as the norm.
This casual attitude to change and improvisation is spreading.
It started at FAI level with a wind speed limit of about 18 mph,
and was introduced at our Trials at the lower value of 15 mph. Now
it seems that our FFTC will accept a predicted forecast as suffi
cient grounds for postponement of a Trials.
It does seem overcautious. I can remember a contest at Barkston
some years ago when Russell Peers and I were doing maxs with
comparatively fragile open rubber models whilst the FAI events were
held up as being too windy.
Possible UK Rule ChangesAll the attention given to FAI matters
rather obscures the state of our domestic scene. We need to
acknowledge the problems and limitations that apply to FF and
consider what options are available, and acceptable. This is surely
a matter for the FFTC to address. After all, they are writing the
programme!
If airfi eld or farmer restrictions mean models must not fl y
out of the site then we will have to rethink what we do. Landing in
the fi eld needs careful defi nition, as not all venues have a
clear-cut perimeter. Airfi elds usually have an obvious
boundary.
Rules to limit performance are an obvious approach - and far
from a new idea. Back in the 1950s the North West Area held
experimental events with rubber models having to carry ballast
equal to rubber weight or variations on this theme. It worked, but
the fl yers complained about having fragile models full of lead.
There was a cry of Cant we just put the weight into the structure
and have a nice strong model. Well, that is how we got F1B.
Occasionally there have been contests run to rules that specifi
ed restrictions such as half rubber motors, glider towlines and
power engine
Chris Chapman with open rubber model - at Woodbury Common, near
Exmouth. Plenty of space, but arduous retrieving. Apparently still
available.
Eliot Horwich shows Denise Evans how to hold his Keil Kraft
Falcon for the camera. The Falcon showed much American early FF
infl uence but was kitted as being ideal for RC - which it was.
p18-21 JOD Better Pt10 016.indd 20 28/01/2015 12:14
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21
runs. Indeed years ago the Northern Area ran several meetings
like this at Linton - when foot-and-mouth problems meant we could
not go into the surrounding farmland. Very recently the FFTC ran an
experimental meeting at Luffenham with similar ideas - except for
rubber where CdH and P30 performances were considered appropriate
for a two-minute max.
Unfortunately this approach only provides a partial solution -
and none at all for any fl yoffs that might be needed. Once in lift
almost any model can go a long way.
There are signs that staying in the fi eld is becoming ever more
important in our security-conscious times. Much of our fl ying is
on military property and subject to various restrictions
particularly as regards entering and leaving the site. Indeed it is
not that long ago that we were merely told Dont climb over the
security fence - an oxymoron if there ever was one.
If we really have to control how far our free-fl ight models
travel, whilst at the same time wanting long duration fl ights, we
have a diffi cult problem to solve. Merely telling competitors that
fl ights must land in a defi ned area (for scores to count) is
insuffi cient. Aiming at the boundary will certainly result in some
overshooting it.
Technology to the Rescue?I have always worked on the belief that
for
any problem there is always an answer - even if it is one that
you dont like. If it would solve the problem what do you do? Making
the best of it regardless is good advice.
Applying this philosophy to our FF problems soon leads to
considering the use of, dare I say it, Radio Control in some form.
The very notion is anathema to some purists who reject it out of
hand. But it might be what we have to have!
Radio DT (RDT) has appeared in a commercially available and
practical form - but is hardly a complete answer. It is diffi cult
to judge from the launch point just how far a model has fl own, and
hence when the RDT should be activated. A retriever is better
placed but really needs to be underneath the model for
accuracy.
Despite claims that RDT is not the thin edge of the wedge it can
hardly be otherwise. The technology is available for not just RDT
but for real RC. If it is acceptable to the FF purist to use RDT
why not allow the model to be steered back towards base? It would
be even better if its fl ying speed was enough to progress back
upwind.
Surprisingly and ironically it is the SAM Vintage fl yers who
have tried out events that indicate the way we all may have to go.
They have run a number of Tomboy contests that are RC duration
combined with a spot-landing requirement. There is also the example
of S8E Rocket Glider fl own for duration with RC to a max and a
spot landing. These examples however use RC throughout their fl
ights - which eliminates any FF component or contribution.
To retain the essence of FF it would only seem necessary to
restrict the use of the Radio to the beginning and/or the end of
timed fl ight. What comes in between has the
model in free-fl ight.This is not complicated to organise or
monitor. After (or before) launch the fl yer gives the Tx
(Transmitter) to his timekeeper, whence timing can commence and
continue until the fl yer takes back the Tx. Landing back in a
specifi ed area near launch will then validate the score.
Putting anything like this approach into practice will require
careful planning and rule making by the FFTC. The actual wording of
the required rules needs care in compilation and more again in
debugging. There are ways of accomplishing this - but explaining
the process (as distinct from writing the fi rst draft) will have
to wait till my next article.
Such a big step should be done properly - meaning once not
twice.
Readers who know me might well be surprised at my making these
suggestions. I must admit that I have NO experience or interest in
Radio Control, but this does not leave me blind as to its possible
applications and advantages. With no axe to grind I can at least
claim to be impartial.
The suggested use of RC is really only appropriate for Contest
FF as distinct from Sport or Fun fl ying. Not only do these other
activities usually only involve short and low-level fl ights - but
also are confi ned to calm and pleasant weather. Flying too far
should not then be a problem. If it is, then the solution should be
quite obvious!!
Hugh OD with 12 foot glider at local rally on farmland.
Large-size gliders like this were rendered obsolete in the early
1950s when towlines changed from 100 to 50 metres, and maxs from 5
to 3 minutes. This meant that the large models lost their
visibility advantage. Many subsequently changed hands with their
new owners fi tting early (large and heavy) RC equipment.
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22 AeroModeller - March 2015
CL Combat
If you are a beginner or a returnee to Combat CL fl ying, Mick
Lewis leads you through the steps towards fl ying
competitively.
TT
HOW TO GET
STARTED IN
COMBATPart 1
There are presently fi ve classes of combat fl own in this
country but two of these (F2E and 1/2A) are only fl own at the
Nationals. The International class F2D usually has six competitions
held over a season, Vintage has eight and Oliver Tiger
Combat has just three.
Which Class to Choose?It would certainly be possible to go
directly into F2D as all the equipment is readily available to buy
from various sources, mainly from countries in Eastern Europe.
However these models fl y seriously quickly approaching 20 seconds
for 10 laps. They are also unbelievably manoeuvrable and turn on a
sixpence. Needless to say that in inexperienced hands carnage rates
are very high and new stocks of models must be purchased regularly.
It is not unusual for the top fl yers to take twenty models to a
major competition and as two models are allowed in each bout most
of these could end up written off or at least badly damaged. Of
course anyone who has fl own F2D in the past would be welcomed back
with open arms, as numbers are only just beginning to recover after
a very lean few years. Anyone interested should contact John James
who runs F2D on behalf of the BMFA Control Line Technical
Committee. Rather than include reference information within the
text I have decided to include it all together at the end of the
article, so please be patient. Both Oliver Tiger combat and Vintage
combat are speed limit classes, the aim of which is to create a
level playing fi eld as far as engine performance is concerned -
this rule alone is usually quoted by newcomers as a major reason
for them fl ying in either one or both of these classes. Returners
usually remember the bad old days when the more you spent the
quicker you went. It was also useful if you were a mate of the well
known engine tuners of the time. Certainly in Vintage combat engine
tuning is a thing of the past as all the available
One of those days! If you are not prepared for this to happen
from time to time perhaps combat isnt for you?
A PAW 19 plain bearing much modifi ed by Dave Harrison which was
the top motor for many years.
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23
motors come fully tuned. Having said that, some experimentation
with venturi size and tank design may still be required to get the
best performance and reliability out of your chosen power plant.
The speed limit in Oliver Tiger combat is a sedate 30 seconds for
10 laps without a streamer and most allowed motors will approach
that speed although some may need a little tweaking. This is an
ideal speed at which to learn to fl y combat however there are two
major drawbacks to entering combat via this class. Firstly there
are only three contests each season as mentioned earlier, and
secondly the models are easily affected by the strong winds we are
prone to in this country.Although Vintage combat models are a
little quicker at 26 seconds for 10 laps they will fl y properly in
all but a raging gale. Hardly any of the competitors have models
which reach the maximum allowed speed but virtually all fl yers are
within two or three seconds of this. Both the Vintage and Oliver
classes have seen signifi cant increases in participation over the
last few years with no less than forty entries in Vintage at the
Nationals in 2014, and fi fty fi ve pilots have fl own in at least
one competition during last season. Many of these fl yers are now
gearing up to also fl y Oliver in 2015 as it makes sense to have a
second string to their bow. So from what has been said so far, I
think it is clear that the class to fl y must be Vintage as it has
many advantages.
Preparation and PracticeIf you have never fl own two up before
the place to begin would ideally be at your local fl ying fi eld
with a mate. If your opponent has some combat experience so much
the better but if not it does not really matter. Any old gear can
be used and it is not necessary or desirable to have full blooded
Vintage equipment at this stage. You will of course need an extra
buddy to get you both
into the air. On safety grounds both pilots and pit crew must
wear crash helmets as this is included in all BMFA combat rules.
When fl ying it is vital to talk to each other; do not make any
sudden changes of direction which could catch out the other pilot.
Begin by both fl ying level and taking it in terns approach each
others rears (the models I mean!) and follow each other for a few
laps at a time. Once you have mastered this, one of the pilots can
announce looping while the other continues in level fl ight.
Following on from this try to follow through the loop but remember
you will tangle the lines unless the following pilot also moves his
body around the other pilots body. Continue this strategy until you
can successfully follow each other through eights. I know this all
sounds laborious but the alternative is just to get in the air and
do your own thing. I believe this is the reason that some
experienced pilots are totally unpredictable whereas if you watch
the top guys you will see the discipline Im referring to above. If
you do not have a mate to fl y with down your local fi eld, the way
ahead would be to look for your nearest control line club. Be aware
that many RC clubs actually have a no control line rule so check
this out
before joining. There are Vintage combat fl yers all over the
country who will be only too happy to help you out, but it may mean
you having to travel some distance depending on where you live. You
could also come along to a Vintage combat event as a spectator and
talk to the people there some of our events are held in parallel
with
other aeromodelling at Old Warden and the Nationals.
Which Engine?Now let us assume you are ready willing and eager
to gear up to fl y Vintage combat but have no idea on how to
proceed. What will you need? I would suggest a minimum
The Rothwell 320 from Australia. Limited production is to begin
again soon. Tom Ridleys JSO 19 is clearly based on the Oliver Mk4
crankcase.
The Parra T4 has outward similarities to the Rothwell but is
manufactured in the Ukraine.
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24 AeroModeller - March 2015
of two motors and six models which will of course require
repairing if they are to see you through the season. Along with
these you will need lines, handles, fuel etc. The motors regularly
used are the Australian Rothwell 320, the Parra T4, the JSO 19 and
the PAW 19 (twin ball race). Some clever people also use the PAW 19
plain bearing motor but these require a lot of modifi cation to
make them competitive. At the moment the Rothwell motor is not
readily available, but having said that odd ones have arrived on
doorsteps after being on order for a very long time. Steve is
certainly going to build more, so if you are not in a rush add your
name to his waiting list. Happily the other three mentioned are
available to purchase. The Parra T4 is manufactured in eastern
Ukraine which is seeing much unrest at the present time, however
supplies have not been interrupted as yet. Manufactured for Alberto
Parra of Grand Canaria, these motors can be ordered directly from
Alberto with, Im told, delivery time of a couple of weeks. Delivery
of the JSO 19 from Tom Ridley (who took over the Oliver business)
is still several weeks so anyone interested should give Tom a call
and make their order without delay. The PAW 19TBR is advertised as
available from Tony Eiffl aender of Progress Aero Works.
Which Model?Having decided on your chosen power plant your next
decision must surely be on choice of model. Own design models are
not allowed so it will be necessary to consult the offi cial rules
which can be downloaded from the BMFA website. There you will fi nd
a very long list of eligible models most of which are not in the
least competitive in the twenty fi rst century. Also have a read
through all of the rules particularly about model construction and
covering. Help in your choice of suitable weapons is readily
available from the Combat Flyers Association (CFA) which oversees
all non FAI combat in the UK. A comprehensive pl