SCAT Electronic News 26 September 1999
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SCAT Electronic News 26 September 1999
Table of Contents
=================
Disappointed but Satisfied - Parker
[Feature article by Jim Parker. F1A flyer, US Team member in Israel,
SCAT member - builds his own stuff right down to the timer !]
Masterman with the Master - Attached Photo
ANSWER TO KEN BAUER - Geraghty
Another Steiner binoculars place - White
Disappointed but Satisfied:
===========================
Parker's Perspective of the 1999 Israel W.C.
Where many USA flyers were put off by the Israel venue, I was very
excited to go to spiritual center of the world. First there was a
FAI FF World Championship! The first bulletin from Israel announced
the following morning 10 minute max flyoff. My strategy for this W.C.
was to use my Finals model to make 7 maxes the first day.
The next moring I would 'roll the dice' and put in a single
flight with the most advanced model possible.
I designed and built 2 new electronic fuselages with new servo
driven wing wiggler and new stab bunt mechanism. Model #34
uses an existing set of 93 inch wings with 60 square inch stab.
Model #33 uses a M&K 5th generation 97 inch wing with 56 square
inch stab. I completed these models 12 weeks prior to departure.
Initial flights looked good but as I strove for maximum velocity
bunts, the bunt recoveries became inconsistent. After two frustrating
test sessions, I asked Tom Coussens for help. With his input, I
discovered I was holding what we call the ballistic cruise too long.
The models were now bunting well but I had not been able to determine
their 'calm air' performance time.
I added one last mid-week test session at Taft with the hope of
getting both models into the air at the same time for comparison. I
had put in a faster servo in Model # 34 and flew it first. I then put
in a short test on #33 but the stab did not release at DT and the model
dove in from 160 feet. To my surprise it was not badly damaged.
After repairs, it was packed along with the other models for the trip to
Israel.
Dallas and I met George Batiuk, John Sessums, Brian and Jana VanNest at
the airport. Our original plans of having the Brian and Jana stay with us
the night before changed when I discovered I had a recurring case of
Scarlet fever. The penicillin made me non-contagious some were
between Los Angles and New Jersey.
We had a hint of the next challenge at the Newark Airport when
George and John where informed that our bags probably would not
make the flight. With that thought we flew the Atlantic. We met
the rest of the team in Frankfort less Ed Keck and his son Fred. Sure
enough, in TelAvi, all the Newark connecting luggage did not arrive
nor did Ron McBurnett’s model box.
To make a long story short, we got our stuff in two installments.
The result was Dallas and I did not have our models to fly for the preceding
Negev Contest. Stamov and M&K offered a model on loan but I decided to
pass on the offers. Dallas and I helped to chase for Steve and Brian.
Brian maxed out with the single model he had, the model that Steve had
packed in his box. That night, Brian's and my box arrived.
The next morning, Dallas and I went down wind to start testing while the
F1A flyoff was being held. Brian placed 5th. The flying field was much
like Lost Hills as we were told. The higher humidity was a surprise as
was the early morning strong breeze. This along with lack of a chase bike
prevented me from making many 'to the ground' flights. This breeze seemed
to be very uniform with little up or down air. M&K informed me that their
flight times during this period varied +/- 15 seconds but they could
not detect the difference in the air while towing. The breeze would taper off
as the thermal activity started. Similar to Lost Hills, there was a
transition period that occurred during the second to third round times. At
1:00 to 2:00 the wind came up. The average speed was not as high as I
expected but thermal driven short lived but fast wind would pick up
dust making it quite a mess. Because of this, everyone was off the field
around 2:00. This with the hour drive to the hotel resulted in most
flyers including me never being at the field in the evening. I now wish I had
tried an evening session.
The following day was practice until 12:00. Afterward several of us headed
to the Dead Sea and Masada.
Next day was practice and opening ceremony. During lunch, Brian, Steve and
I finalized our flying order. We had practiced at the MaxMen with me
flying first, then Brian and then Steve. For the W.C we changed it to
Brian, me and Steve. Brian was flying very confidently and although my
new models were bunting and flying well, I was concerned about the lack
of experience with them. We had also decided to run with one another.
This initially concerned George that it my be too physically draining but our
practice at the MaxMen proved that this would work. In fact, I find that
F1A day of flying was less physical than the practice days and the chase
days for the other two events. I also found that by running with Steve,
I was able to stay focused on the competition. When I was not flying or
running with Steve, I was sure to stay under the Organizer provided umbrella
and to drink plenty of water. Before going to bed, I reprogrammed the
three electronic models for 37 second test and 217 second max DT times.
F1A contest morning was like the previous mornings. I assemble the
three electronic models (#32,#33 and #34) with stabs and wing wires. I
put the wings on #34 but the aft stab mechanism did not engage properly.
I put that model away and flew #33 twice making only a minor adjustment to
the straight tow position. I returned to #34 and reloaded the program
that fixed the bunt mechanism problem. I most likely loaded the another
model’s program into the timer the night before. I was fortunate that
the mechanism position was enough different to make this blunder obvious.
I put in two test flights and was ready to go.
At the start of round one, Brian towed up wind. It's noteworthy that
only about 6 sportsman tow at the beginning of the round. Brian towed for
about 3 minutes before launching with a good bunt. The model sank a
little more quickly than expected while over the up wind 'hard pack'
ground. When it reached the short cut hay just down wind of the flight line
it began to glide better. Brian posted his first W.C. max. I decided to
fly #34. From watching Brian's flight, I went down wind and watched
for other models. Two models launched verifying the air was still
stable. I launched and easily posted the 210 second max. Steve was soon in
the air and positioned down wind. He also took advantage of up wind models
to verify the wind and launched with a good bunt but had a small stall.
We all expected the stall to damp out but it never did and the model landed
short of the max. Apparently dust in the bunt mechanism cuased
an incidence increase.
I don’t remember any specifics of the second round other than we posted
three maxes. While Brian was towing down wind of the line
in the third round, we saw Mikhail Kochkarev model initially
looking good. As the model came from up wind near the line, it started
to drop. Victor Stamof launched but the air had gone bad and both World
Champions dropped this round. Brian and Steve made the right decision and
continued to tow. A few minutes later, Brian thought he had a good piece
of air and launched. It initially looked good but this air went bad. Even
with a valiant flapping effort by the USA team, the flight was 16 seconds
short of the max. I was to say the least cautious as I towed. I
took advantage of improving air and thermalling models to launch into good
air for a max as did Steve.
On round four, the thermal activity was strong.
My model gained good height but developed a slight stall towards the end
of the flight. I assembled and test flew #32 and flew it officially
for rounds 5,6 and 7. After the 5th round, I also assembled my all
mechanical thermal model #28 and put in one test flight.
Brian dropped a few seconds in rounds 5 and 6. In retrospective,
I now think that Brian tended to launch earlier in the thermal cycle
than Steve and I did. On one of my flights, I launched and
commented to Brian that I hoped I was not too late. The strong 'fill
in' wind pushed my model down wind into the thermal and it safely went
up and way. There seemed to be more 'false fills'. Several sportsmen
described the breeze dropping to zero right after launching.
Flapping sometimes would save these models but sometimes not.
After the third round, Brian offered to let me fly first
but I thought it best to keep the same order. I posted maxes for
round 5 and 6.
Before the 7th round, I decided to fly first to get my flight in
before the wind and dust started. The breeze was 30 degrees from
the flight line and we were well positioned toward the end of the line.
I towed at the start of the round and after a few minutes I was
in a good thermal build. Another flyer at this end of the line
started to tow. I started to move more down wind but was caught off guard
when this flyer decided to launch. My model had come around and was heading
down wind when our lines crossed. He was at full line tension so
my instinct was to throw my line. His launch was unaffected but his
line tangled with mine. At this time it was evident the air was very good.
I ran and grabbed his line thinking I’d pull it in to grab my line.
Unfortunately the lines disconnected when I pulled on his line. I then ran to
grab my line but the end loop was off the ground by about 20 feet.
As my model turned down wind, the line started to descend and at one
point I jumped for the loop but missed it by inches. After that the
model and line went up. Fortunately, being an electronic model, it DT'ed
at 2 minutes. I walked down wind and got the model from Alex Andriukov.
By the time I got back to the line, Brian and Steve had already flown
and maxed! With one attempt, I strung out but waited on the ground. A
thermal with spotter models came through but I decided to let it go because
several other models were still on tow between me and it. The next thermal
came more directly towards me. Only one model was on tow but he soon
launched. I was able to tow up with no other models around. I did two circles
and launched into good air for the seventh max. Just as the chase crew came
in with the models, the wind and dust came. We packed and headed back
to the hotel.
I talked to Victor Stamov about his winning Negev flyoff flight and
Brian about his flight. Strategizing with George, we believed the 'Stamov
Negev' strategy was best. He had launched from high ground near
the Organizer's tents and took advantage of the East drift 'down the
valley." We figured many others would have this same idea. Going to
bed that night, I was undecided as to which of the two new models I had
built and prepared for this one flight. Model #33 has the greater 'dead
air potential and was trimmed to fly 70 second glide circles. I returned
the rudder and stab setting on model #34 to the positions used
on the first round. It was launching very well and was trimmed for
50 second glide circles. I programmed both models for the 10
minute DT, insuring I down loaded the correct program into each model.
I would make the decision on what model to fly depending on the test flights
and weather conditions the next morning.
I slept surprising well but before I knew it, we were at pole position #12.
The weather was the same as the preceding day, stiff uniform breeze but the
direction had changed from the usual East to Northeast. This would negate
much of the elevation advantage of the 'Stamov spot." George and I
decided that a position in front of the line, up wind and slight south
would provide the best drift down the valley and visibility for the timers.
I had not studied the position of the other sportsmen around me.
With 38 others, I figured the sky would soon be a confused gaggle of
models after the round started. I assembled both models and as it was
still dark, I took a short jog to warm up. At first light, the test flight
of #33 was good with only a small straight tow rudder adjustment needed.
The next flight verified it. Dallas commented that the glide circle seemed
big. I thought about tightening it but the glide looked beautiful and did not
show any stall tendency. Model #34 looked good on the first
flight. Both models were hooked up and set for 10 minute DT’s. My test
flights and observation of other models showed no indications of positive
air. I choose my best calm air performance model.
I choked up 40 feet on the tow line as I readied for the start of
the round. At the horn, about 8 of us started the dash for the up wind
position. By choking up on the line, my model got to the top of the
line first and I was able to get in front. However I soon realized,
that with models on both sides, that if I stopped, I would likely
line tangle. So I kept running. After about 150 yard run, the
other sportsmen started circle towing. I found myself winded and
my leg muscles hurting. I did one or two circles to catch my breath,
before moving more south. George communicated from the line via Brian
who was running with me when we had reach the agreed to position. The
two models slightly up wind showed no evidence of positive
air nor did my model. The breeze must have increased some since the
test flights because I had a couple 'jerk it around the circle' tow
circles. I had told George that I had planned to launch with in
7 minutes. I wanted the remaining time to get back to the line
and to stretch out the back up model in case the first model got hit
by another model or a tow line. Brian told me we were at 7 minutes.
None of the up wind group had launched and the air was still “laminar."
I told Brian to let George know I was going to wait and take
the risk of only being able to get one flight off. A minute later the model
up wing launched with a good bunt. The first 1/2 circle looked as if it was
holding. I decide to go. I started a little early and did not get the speed I
wanted but the bunt was good with a smooth recovery. I thought the
first circle looked beautiful. The glide looked excellent.
I had no idea how the models on the other parts of the field were doing.
Perhaps I would have the winning flight. I lost sight of my model
when I looked for my line. When I got to the flight line, Dallas
approached me with a look I had not seen before. He said, 'I thought you
said you were going to tighten the circle?' I told him I had decided not
to. He shook his head and said, 'You flew in and out of two
thermals." I then noticed, my timers conferring. One of the timers had
a significantly longer time than the others. It was decided to use the time
of the two close times. Since one of those official timers
was my team mate, Steve, I knew I had a fair time
of 4 minutes, 22 seconds.
As various flight times started moving up and down the line, I
soon lost hope for 1st place. I then hoped for a top 10.
When the scores were finally posted, I was disappointed seeing
18th by my name. The scores were stacked at one second increment above me.
I do not wish to take anything away from Dariusz Stezalski
for his fine victory. I knew the single, next morning flyoff off
would likely go this way. In retrospective, I wander
what I could have done flying #34, stay with the pack, scrapping to
find that one pocket of good air--------- If -----
My opinion the, single, 10 minute flyoff should not be used again
at the W.C's. The progress flyoff is more exciting for both competitors
and spectators. The Israelis demonstrated that with proper
organization and manpower, multiple large flyoffs can be run properly.
This should be our effort, to insure the Country / Organization that
hosts the W.C. is willing and capable of running large progressive flyoffs.
Experience tells us that progressive flyoffs usually halves the fields every
round. That most large European contest with large flyoffs are
concluded the first day of flying. The performance of F1B and C
have been reduced and F1A performance is below them. It is not unreasonable to
expect 30-50% of the worlds best sportsmen
to achieve 7 maxs. Only in American Baseball is a
hero who gets a hit once every 3 times he goes to bat. The W.C is money
making proposition. The Israelis had new tripods and Binocular (although
not the best). More important they had a crew of young,
knowledgeable timers. Too bad they have to organize around their
shortened flying days.
FAI FF initiated me into world travel. I'm thankful for this experience
and will remember it for my lifetime. This trip was an additional
blessing being able to share the modeling portion with Dallas. He flew as
a guest at the Junior European Championships. His score would place him 12th.
I give my greatest thanks to those modelers whose contributions
made this possible. The icing on the cake was being joined with
Cathy and Lindsey for the following family holiday in Israel and Germany.
Although I did not realize my first goal for this W.C. of bringing home a
gold medal, I did fulfill my second goal of being in the 'Last Flyoff of
the Millennium'. I hope to do the same in Australia during the
1st W.C. of the 21st century!
Thermals,
Jim Parker
Masterman with the Master
=========================
Paul Masterman, visiting from the UK seen in the attachment
Looking at Bob White's Coupe wings. The one in Paul's
hands is the more 'modern' design, that Bob does not like so much.
ANSWER TO KEN BAUER
===================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Based upon my personal experiences of being an A.M.A. contest director
for 28 years, contest director for the team selection finals for free
flight and the F1A event director for the F.F. team finals twice, here
is my opinion as to the use of Radio (remote) dethermalizer activation
during contest:
The maximum duration is (example 180 seconds) for the flight in
question. If the D.E. is activated AFTER the 180 seconds it would not
disturb the scoring of the flight in any way since the timing and
legally concluded and duly recorded as such.
If the activation of the D.I. was prior to the 180 seconds, then, at the
time of activation, the timer is compelled to stop the timing and
record. The flight accordingly as at that time the flight ceased to
become a free flight and became a radio controlled flight. This also
would be appicable to a radio (remote) controlling of the engine run 0r
the change of flight attitude.
Steve Geraghty
This email address is being protected from spambots. You need JavaScript enabled to view it.
Another Steiner binoculars place
================================
There has been much interest of late in better binoculars. Fred
Pearce wrote an excellent article in the this years NNFS Sympo. A number
od SCAT members have bought reconditioned Steiner 7x50s with compass.
Bob White reports that he enjoys his flying more and feels he can
do a much better job with his new eye ware.
Bob found :
Optic Options
728 Cardinal Dr
Lafayette IN 47905-9036 [not all hat far from Muncie I guess..]
Orders 800 872 0273
info 765 538 3484
This company has reconditioned and new Steiner equipement as well
as spare parts and accessories such as cushioned straps.
..................
Roger Morrell
