SEN Feb. 23 2000
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News and Reports 2000 - First half
SCAT Electronic News 23 Feb 2000
"SCAT - 40 Years of FAI Free Flight Competition"
Table of Contents
=================
Adhering Micafilm - Bradley
R/C DT - Schroedter
Polyspan and fuel limitation questions - Markos
RCDT - van Wallene
Regaining use of Galeville, NY flying site - Kerr
Corrected Isaacson Results - Furutani
Adhering Micafilm
=================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger,
I have been using Pliobond contact cement mixed 50-50 with MEK to apply
Micafilm. This will made the contact cement about as thick as clear dope.
Brush it on and let it dry at least 30 minutes, overnight is also OK. The
fibers in the Mica fail before the glue joint. One other tip when using
Micafilm is that everyone who has used it knows it is almost impossible to
patch less that a rib bay because it shrinks before it sticks. All you need
to do is apply the patch using clear dope around the open edges. Lay on the
Micafilm patch and let the dope dry. Then shrink as you normally do. The
heat does not effect the dope.
Jim Bradley
R/C DT
======
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
I think it is good that as many as possible express their opinions on
the subject of the use R/C for DT. Unfortunately, as is the case with
most controversial subjects, those in opposition are generally more
vocal. We are all quite aware that our FAI class models have become very
expensive, yet I hear relatively few seriously complaining about this.
But as we saw at the Max Men's contest last Sunday, quite a few in all 3
classes chose not to fly in that high wind Sunday morning rather than
risk damage to their models. I'm not suggesting that R/C DTs would have
helped in those winds. I'm just pointing out that we place high priority
on not putting our models up when there is a good possibility that they
will be damaged or lost.
The vast majority of flying sites are nowhere near as nice as Lost
Hills. Many are small, have trees, corn, lakes, and other hazards. I
would dearly love to be able to DT early---even missing the max---if I
see that my model is heading for trees or houses. The European flyers
will tell you that even with a beacon, they can fail to find their
models high up in a dense stand of trees. Now if I flew F1Cs or F1Js, I
would dearly love to be able to bring my model down quickly when I have
an over run, and what power flyer doesn't have an over run now and then?
How can anyone object to this use of R/C DTs?
My good Kiwi friend Dave Ackery implies that the introduction of R/C DTs
will be the technical and costly addition that kills off FAI FF models.
He claims the number of participants continues to decline. Dave should
come back here to California. Here the numbers are increasing at a good
rate. I was extremely pleased last weekend to see that we now have a
wonderful group of very capable juniors flying FAI models. The cost of
the R/C DT systems will not be nearly as high as the cost of a good
tracking system---which we are all quite willing to pay for. I doubt
that these DT systems will cost as much as the Russian winder I just
ordered from John Clapp!
So in summary, I am confident that a majority of us are going welcome
the approval of a rule change that will allow the use of R/C DT systems.
George Schroedter
Polyspan and fuel limitation questions
======================================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
In the Feb 22 newsletter David Ackerly asked about reasons for fuel
limitation in F1C. He correctly stated that such a limitation would
encourage use of fuel efficient engines...a diesel would probably run for 10
- 15 seconds on the same fuel volume as a hot glow engine. However, the
most vexing problem in F1C as it is now practiced may be the ability of the
timers to accurately gauge the engine run. A fuel limitation rule would
remove that problem...of course, the timer would have to be trained to
observe the that the competitor did, in fact, make the switch from the
starting and tuning fuel supply to the flight fuel supply.
As for Polyspan: Jorgen Korsgaard mentioned fuzzies on the surface after
covering. Most of the Polyspan that I have used has a smooth side and a
rough side. The smooth side reflects more light than the rough. If the
model was covered with the rough side out, then the fuzzy result that Jorgen
observed would be seen. A complicating factor that I have observed with
Polyspan is that abrasive action on a properly covered wing will result in
the fuzzies. For example, the location where I gripped the wing to remove
it from tight-fitting wing joiner wires became quite fuzzy as did the LE
where it rests against the bottom of my model box!
Congratulations on publishing the Maxmen results so quickly! And thanks to
George and all the support staff for running such a large contest so
smoothly. Since I can't name all the helpers, perhaps someone who can would
like to.
Chuck
[The Contest Management were George Batiuk and Bob White. The F1A Event
Director was Don Leath, Bob was the F1B Event Director. ... at the risk
of getting some static the F1C guys can't take direction... so there wasn't
one but Dukie supplied the fuel.
Judi Batiuk and Jean White helped with the pre-content preparation
as well as on the day. The scores were collected by Al and Judy Hotard,
Connie Piserchio and Mary Smith. Lindy Murrell did the score
keeping. Janna van Nest coordinated the on-the-field food. Brian and
Janna van Nest donated the Junior trophies. .. and I hope that I did
not forget anyone.]
RCDT
====
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Hi Roger,
Some comments on RCDT issue:
As I have some experience in using RCDT, I would like to add some
comments:
RCDT after the model has maxed (extended flight):
In windy conditions, where it appears to be an advantage using RCDT, the
real advantage is not that big unless you are actually standing under
the model. In most cases however, the sportman is several 100's meters
away from the model and it is therefore difficult to fully assess the
situation downwind. In other words, watching the model from such a
distance gives a restricted (2-dimensional) view of the situation:
- Estimation of distance is too inaccurate to reliably avoid or overfly
obstructions
- Ground level obstructions (water, crops etc.) can usually not be seen
from the start line
- Elevated obstructions (buildings, trees, powerlines): the model can
hit such an obstruction anyway if it is flying low and the flight is
extended.
- In practice, RCDT has its most use in calm conditions, where you are
close to the model to avoid obstacles you can see (corn fields etc.) or
with someone downwind chasing the model on bike.
RCDT before official flight:
How can this be enforced? If someone has a receiver mounted, and sets
the timer to 2 min 50, how can he proof he didn't stop the flight using
RCDT, or how can the timekeeper proof he did?? Such a rule can never be
enforced!
RCDT 'jump to' function
One can give this function any name he likes, but this is definitely
radio control. If this is allowed, pandora's box is opened. With the
current state of the art in electronics, the possibilities are endless.
Therefore my conclusion: RCDT has possibilities, but of a far more
limited potential than most want to believe. RCDT before max-time and
jump-to functions should in my opinion not be allowed for the reasons
stated above. The only possibility left is RCDT after max-time, but this
has only limited advantages in calm conditions or when using a 'chaser'
mobile enough (motor bike) to stay under the model.
Best regards, Allard
Regaining use of Galeville, NY flying site
===========================================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger - I would like to get the help of all free-flighter in the US to
assist us in the re-acquisition of the Galeville NY flying site. Following
is a copy of a letter from Alan Abriss of the NY Skyscrapers explaining the
current situation. We are asking that free-flighters take 10 minutes of
their time to send this letter to their Congressman or Congresswoman.
Thanks. Tom Kerr
Fellow free flighters,
To help clear up some of the confusion about what to write to your
congressman concerning Galeville, the Skyscrapers have come up with the
following form letter. Please copy this letter and send it off to your local
Congressman. Just copy and paste the following. Thanks everybody.
Honorable (name of congressman/congresswoman)
House of Representatives (or local district office)
Washington, D.C. 2O515-322O (or local address)
Dear Congressman/Congresswoman
I am writing to seek your support in a matter of great concern to model
aviation enthusiasts throughout the northeastern U.S. After nearly three
decades of access to the Galeville airfield (near Newburgh, N.Y.)
aero-modelers were abruptly "evicted" when control of the field passed from
the military to the U.S. Fish and Wildlife Service.
The Galeville site lies within the congressional district represented by
Congressman Maurice Hinchey. With the help and encouragement of Congressman
Benjamin Gilman we are asking Congressman Hinchey to support our effort to
reinstate model airplane flying as a permitted activity at Galeville. We
already have the unanimous support of the local Shawangunk Township Board
and the Town Supervisor.
Congressman Gilman has a complete file of information, including
environ-mental impact studies, attesting to model aviation's benign effect
on what is now the Galeville wildlife site. He has shared this information
with Congressman Hinchey, who is reviewing it. Please discuss this matter
with Congressman Gilman and then speak to Congressman Hinchey on our behalf.
As a model airplane hobbyist, and as a constituent, I ask that you support
the effort to return model airplane flying to Galeville, and that you ask
Congressman Hinchey to do likewise. Thank you for your time and
consideration.
Respectfully,
Corrected Isaacson Winter Classic Scores
========================================
Please disregard previous posting!
_Norm Furutani
Isaacson - February 2000
F1A - Nordic
1 Vasily Beschasny 210 180 180 180 180 180 180 300 420 251 2261
2 Gerd Aringer 210 180 180 180 180 180 180 300 420 210 2220
3 Peter Allnutt 210 180 180 180 180 180 180 300 420 185 2195
4 Sergei Makarov 210 180 180 180 180 180 180 300 255 1845
5 Henning Nyhegn 210 180 180 180 180 180 180 300 153 1743
6 Mike McKeever 210 180 180 180 180 180 180 247 1537
7 Victor Stamov 210 180 180 180 180 180 180 210 1500
8 Kimmo Kulmakko 210 180 180 180 180 180 180 210 1500
9 Mikhail Kochkarev 210 180 180 180 180 180 180 191 1481
10 Pierre Brun 210 180 180 180 180 180 180 165 1455
11 Don Zink 210 180 180 180 180 180 180 97 1387
12 Tom Coussens 210 180 180 180 180 180 180 60 1350
13 Tony Van Eldik 210 180 176 180 180 180 180 1286
14 Stefan Rumpp 210 180 172 180 180 180 180 1282
15 Lee Hines 196 180 180 180 180 180 180 1276
16 Randy Weiler 210 180 180 180 147 180 180 1257
17 Risto Puhakka 175 180 180 180 180 180 180 1255
18 Stephan Coussens 210 180 180 180 180 140 180 1250
19 Javier Abad 210 180 180 180 180 180 131 1241
20 Dmitro Kozlyuk 210 111 180 180 180 180 180 1221
21 Tzvetan Tzvetkov 194 180 127 180 180 180 180 1221
22 Gord Mackenzie 192 180 118 180 180 180 180 1210
23 Pieter De Boer 210 180 180 180 73 180 180 1183
24 Brian Van Nest 210 169 119 113 180 180 146 1117
25 Hector Diez 210 180 107 180 180 65 180 1102
26 Peter Brocks 140 180 180 137 180 95 154 1066
27 Chuck Markos 210 80 180 180 0 180 105 935
28 Kate Joyce 182 174 163 124 180 0 0 823
29 Norm Smith 93 114 136 180 91 DNF DNF 614
30 Ernesto Busnelli 195 180 DNF DNF DNF DNF DNF 375
F1B - Wakefield
1 John Sessums 240 180 180 180 180 180 180 300 420 333 2373
2 Igor Vivchar 240 180 180 180 180 180 180 300 420 318 2358
3 Andrey Burdov 240 180 180 180 180 180 180 300 420 317 2357
4 Pim Ruyter 240 180 180 180 180 180 180 300 420 311 2351
5 Herb Sessums 240 180 180 180 180 180 180 300 420 305 2345
6 Alex Andriukov 240 180 180 180 180 180 180 300 420 301 2341
7 Bob Tymchek 240 180 180 180 180 180 180 300 420 240 2280
8 Al Brush 240 180 180 180 180 180 180 300 390 2010
9 Vlad Andriukov 240 180 180 180 180 180 180 300 311 1931
10 Chuck Dorsett 240 180 180 180 180 180 180 216 1536
11 George Batiuk 240 180 180 180 180 180 180 1320
12 Rich Rohrke 240 180 180 180 180 180 180 1320
13 Roger Morrell 240 180 180 180 180 166 180 1306
14 Jerry McGlashan 211 180 180 180 180 180 180 1291
15 Mike Mulligan 240 180 147 180 180 180 180 1287
16 Doug Rowsell 240 180 180 131 180 180 180 1271
17 Dave Lacey 239 163 180 180 180 180 142 1264
18 John Clapp 238 124 180 180 180 180 180 1262
19 Ladislav Horak 240 180 180 180 114 180 180 1254
20 Tom Laird 240 129 180 180 180 180 154 1243
21 Ron Felix 146 180 180 180 180 180 180 1226
22 John Pratt 176 180 180 180 180 180 74 1150
23 Cameron Ackerly 240 180 180 180 62 DNF DNF 842
24 Joe Friebis 37 85 92 180 180 133 108 815
25 Bob Piserchio 240 180 180 180 17 DNF DNF 797
26 Walt Ghio 240 180 142 148 DNF DNF DNF 710
27 Pieter Merkestyn 216 180 DNF DNF DNF DNF DNF 396
F1C - Gas
1 Doug Galbreath 240 180 180 180 180 180 180 300 341 1961
2 Reinhard Truppe 240 180 180 180 180 180 180 300 216 1836
3 Doug Joyce 240 180 180 180 180 180 180 243 1563
4 Terry Kerger 230 180 180 180 180 180 180 1310
5 Daniel Iele 230 180 180 180 180 180 125 1255
6 Roy Summersby 190 180 180 180 180 DNF DNF 910
7 Daryl Perkins 240 24 DNF DNF DNF DNF DNF 264
Gollywock
1 Bob White 178 180 180 180 175 893
2 George Batiuk 175 180 139 180 180 854
3 Al Hotard 165 180 180 118 117 760
Bob Tymchek DNF DNF DNF DNF DNF 0
F1G
1 Andrey Burdov 120 120 120 120 120 180 223 1003
2 John Clapp 120 120 120 120 120 180 187 967
3 John Kamla 120 120 120 120 120 180 181 961
4 Roger Morrell 120 120 120 120 120 180 181 961
5 Peter Brocks 109 120 120 120 103 572
6 Jack Emery 102 120 120 100 119 561
7 Igor Vivchar 120 120 118 77 120 555
8 Bob Tymchek 120 120 DNF DNF DNF 240
9 Herb Sessums DNF DNF DNF DNF DNF 0
F1H
1 Sergei Makarov 120 120 120 120 120 180 281 1061
2 Brian Van Nest 120 120 120 120 120 180 261 1041
3 Norm Smith 120 120 120 120 120 108 708
4 Pierre Brun 120 120 120 120 117 597
5 Lee Hines 113 120 120 113 120 586
6 Victor Stamov 93 120 120 120 120 573
7 Chuck Markos 120 89 120 120 120 569
8 Walt Ghio 120 87 120 120 120 567
9 Ernesto Businelli 120 72 120 120 120 552
10 Tom Coussens 119 120 120 77 100 536
11 Bob Norton 87 77 120 102 90 476
F1J
1 Lynn Pulley 120 120 120 120 120 180 271 1051
2 Terry Kerger 120 120 120 120 120 180 203 983
3 Tony Robertson 120 120 120 120 120 180 166 946
Open Rubber
1 John Sessums 180 180 180 540
2 John Pratt 180 154 180 514
3 Arik Donde 180 180 DNF 360
4 Jack Rookaird 8 DNF DNF 8
5 Bob White DNF DNF DNF 0
Open Power
1 Lynn Pulley 300 270 300
2 Bill Alnes 136 DNF DNF
Open Glider
1 Brian Van Nest 240 240 240 272 992
2 Vasily Beschasny 240 240 240 234 954
3 Pierre Brun 240 240 240 219 939
4 Kimmo Kulmakko 240 240 240 197 917
5 Randy Weiler 240 240 240 720
6 Javier Abad 213 240 240 693
7 Victor Stamov 208 240 240 688
8 Sergei Makarov 240 184 240 664
9 Hector Diez 196 240 226 662
10 Mikhail Kochkarov 240 240 168 648
11 Ladislav Horak 240 240 63 543
12 Peter Allnutt 105 240 117 462
13 Lee Hines 64 154 129 347
14 Chuck Markos 240 104 DNF 344
P-30
1 John Kamla 120 120 120 150 510
2 Bob Van Nest 84 120 120 324
3 Bill Alnes 120 77 DNF 197
4 Jack Rookaird 58 52 51 161
5 Al Hotard DNF DNF DNF 0
Catapult Glider
1 Lee Hines 56 33 62 62 48 88 212
2 Bob Van Nest 43 43 24 33 65 33 151
3 Norm Smith 43 24 42 26 49 45 137
4 Brian Van Nest 45 15 39 45 41 14 131
5 Mike Keller 35 49 39 36 37 32 125
6 Jack Rookaird 5 1 11 12 4 18 41
.....................
Roger Morrell
