SEN 811- July 27 2003
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News and Reports 2003
SCAT Electronic News 27 July 2003 issue 811
Table of Contents
=================
US Team Update from the World Champs - Slobat
Max Men Summer Contest Results - Tymchek
MMM Correction - SweeptetteLee
MMM FAI Annual Results - Results
Northward with F1Es - Skykieng
Down with T-tails - Skykieng
US Team Update from the World Champs
====================================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
As I previously reported, everyone arrived in good shape,
but Ed Keck did not have his luggage, and John Clapp was
missing is rubber. I spent 2 days in Budapest with John
and Ed, and in the end we managed to secure both.
All of the guys have been working very hard at trimming,
and all feel that they are ready. We are preparing for the
Opening Ceremonies in a few hours. Official practice at
the WC field will be tomorrow. To date, no one has been
allowed on the field, but they have provided a practice
field, that has turned out to be very adequate. We have
one day of practice tomorrow, then we start with F1A on
Tuesday.
This team is the most experienced team that I have dealt
with, from end to end, and I expected some good results. I
will write again on Tuesday with F1A results.
Later, gb
Max Men Summer Contest Results
==============================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger here are the Max Men Summer Contest results
I would like to thank everyone who braved the summer element to come to
the contest. I was surprised we had wind Sat. morning. We had to postpone
until 9:00. We flew four rounds and the wind came up again and we had
to cancel until Sun. morning. The two power fliers got in one more
round and flipped for 1st & 2nd. It was calm Sun. morning for the rest
of the rounds. It was pretty hot also. Now for the results
F1A 5 entries
1. Lee Hines
2. Norm Smith
3. Jim Parker
4. Ernesto Busnelli
5. Pierre Brun
F1B 8 entries
1. Michael Davis
2. Walt Ghio
3. Rich Rohrke
4. John Pratt
5. Al Ulm
6. George Batiuk
7. Roger Morrell
8. Bob Tymchek
F1C 3 entries
1. Matt Gewain
2. Peter Sahlberg
3. Doug Joyce
F1G 4 entries
1. Bill Davis
2. Bob Van Nest
3. Bob White
4. John Pratt
Next year we hope to have some F1J and F1H entries.
Bob
MMM Correction
=============
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Hi Chuck,
Your report of the MMM comp was enjoyed and I only have a small correction.
The CLG I used was my BAT CAT 18 design, using Stan's wood and DT setup
only.
I must applaud Ralph Cooney for some excellent flying that weekend.
His win were well deserved.
Thanks for your CD efforts.
My wounds have healed now, BTW.
Ciao,
Leeper
--- Lee Hines
MMM FAI Annual Results
=======================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
24th Magnificent Mountain Men (MMM) FAI Annual (America's Cup) Contest
Twenty seven flyers from nine states (including Alaska) and Canada
congregated at our field to compete in the "toughest FAI contest in
America." In addition to the FAI events, we flew P-30, Gollywock, Open
Power and had a HLG/CLG shootout.
The most notable performance was Ralph Cooney's victories in both F1B
and F1G. F1G went to a three-way flyoff which Ralph won by two
seconds. A young junior from New Mexico, Pat Cadieux, flying in his
first contest, won F1H beating two veteran flyers.
Apart from some breezy conditions late Sunday, the weather was absolutely
beautiful and thermals strong. We had several extremely long 30+ minute
flights (after DT) but no models were lost. The furthest was Don
DeLoach's Nordic which suffered a DT failure (dirt in the mechanical
timer). 30 minutes in the air took the model 4.8 miles from the launch
site. To give you an idea the size of our flying site, the model was
still within the confines of the field. Don rented an airplane,
reacquired the signal from the air and located the model.
Following the flying on Saturday, the "Lee Hines HLG/CLG Shootout
Challenge" was flown. It came down to Lee Hines with a Stan Buddenbohm
design winning for the second year in a row.
Saturday night also saw an enjoyable and well attended banquet at a
local restaurant. In addition to the storytelling and visiting, we took
a solemn moment to raise our glasses to the memory of Bill Etherington and
Bill Gibbons. Although Bill Gibbons is still with us in body, he will
never be able to return to the joy of Free Flight. The contest was
dedicated to Bill Etherington.
After the end of the contest, we were treated to a display of F1E
(magnet-steered glider) flying by Bob Sifleet and Peter Brocks. They,
along with Jon Davis (also at this contest), form the first official US
F1E team. They will be flying in the F1E World Championships in
Romania this September.
If this wasn't the biggest contest in this event's history, it had to be
close. Twenty-seven flyers made 40 event entries and flew 288 official
flights. We'd like to thank all who helped with the contest. I'd
especially like to thank co-CD Bill Lovins for helping to run and prepare
for the contest.
F1A Round 1 2 3 4 5 6 7 8 9 10 11 12
Total
1. Pete McQuade 156 180 180 180 180 160 180 169 180 180 107 180 2032
2. Bob Sifleet 180 180 180 180 126 180 180 180 180 103 180 180 2029
3. Peter Brocks 180 180 180 0 180 180 180 180 106 180 180 180 1905
4. Jon Davis 19 180 180 180 180 180 180 180 126 180 180 29 1794
5. Don DeLoach 180 180 180 180 180 180 0 96 180 93 54 43 1546
6. Lee Hines 133 96 180 131 180 180 176 0 0 0 0 0 1076
7. Ron Hernandez 86 128 180 180 75 180 180 0 0 0 0 0 1009
8. Willard Smitz 39 56 0 87 37 180 103 94 57 53 55 0 761
F1B
1. Ralph Cooney 180 172 180 180 175 180 180 180 180 180 180 180 2147
2. Jerry McGlashan 180 180 180 180 180 180 156 151 156 180 180 180 2083
3. Roger Maves 180 166 89 180 180 180 180 146 129 180 180 180 1970
4. Dick Wood 180 158 180 180 180 180 180 180 102 78 180 180 1958
5. John Pratt 172 180 180 180 88 180 180 90 180 180 114 180 1904
6. Jim O'Reilly 78 164 162 180 153 180 120 168 180 180 134 0 1699
7. Jack Emery 119 144 180 180 132 180 180 146 139 164 122 180 1866
8. Ed Wiley 53 120 180 176 180 139 100 151 180 180 93 111 1663
F1C
Chuck Etherington 180 6 0 0 0 0 0 0 0 0 0 0 186
F1G Round 1 2 3 4 5 6 Flyoff Total
1. Ralph Cooney 120 120 120 120 120 120 127 847
2. Don DeLoach 120 120 120 120 120 120 125 845
3. Dick Wood 120 120 120 120 120 120 68 788
4. Ed Wiley 104 120 120 120 120 120 704
5. Jack Emery 120 120 120 120 72 120 672
6. Peter Brocks 90 120 120 99 105 120 654
7. Jim O'Reilly 107 88 120 120 81 120 636
8. Jerry Murphy 99 82 120 94 120 120 635
F1H
1. Pat Cadieux 47 120 120 102 120 120 629
2. Bob Sifleet 96 0 120 117 120 120 573
3. Willard Smitz 2 93 56 1 86 26 264
F1J
1. Fred Carstens 120 120 120 120 120 120 720
2. Bob Gutai 120 120 120 120 99 120 699
3. Tony Robertson 120 118 86 0 0 0 324
P-30
1. Ken Kullman 120 108 120 348
2. Jerry Murphy 120 84 120 324
3. Darold Jones 51 120 88 259
Gollywock
1. Don DeLoach 180 180 145 505
2. Art Hillis 79 180 180 439
3. Ed Carsten 84 0 111 194
4. Darold Jones 91 51 0 142
Open Power
1. Bill Lovins 180 125 180 485
2. Jerry Murphy 180 125 9 314
Northward with F1Es
===================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
The day following the great MMM 12 rounder I had a chance to watch Bob
Sifleet and Peter Brocks test out their magnet guided gliding missiles over
beautiful Death Valley just to the North of the (what the...) Sam Hill
flying site.
I didn't know what to expect but it turned out to be a real treat watching
the light floaters feeling their way down the broad, wildflower speckled
gully. It was eerie seeing them gently correct their course in little
increments. There were some beautiful flights that DTed after many minutes
of riding high in the slope currents...and what was a wonderment to me was
that there was very little discernable wind at that. Most impressive.
Note: The area is called Death Valley because if ships don't have enough
altitude before a south wind carries them over the lip it is a real struggle
to make a max. With the wind coming from the North --obliging the slope
gliders -- the name should be, Big Boomer Valley!
Hans Gremmer did good!
Billious G.
Guys, was a very impressive show and I wish "our" F1E team great success in
Romania this coming World Champs.
Down with T-tails
=================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
I've used T-tails numerous times with different twists on each attempt,
Nothing good ever came from using them. I believe that I was overly
influenced by enthusiastic descriptions of Karl Heinz Reike's hot power ship
at a World Champs. Anyway, I did get a lot of lessons on how an itsy bitsy
stab can lever its light weight into a very destructive force when the plane
stops suddenly.... that is, tail booms snapped in two pieces a short ways
ahead of the T-tail.
The best of those that I played with had the wing mounted above the
T-tail, and generally had a large amount of the fin below the fuselage.
One indirect but powerful argument against the T-tail was made by Raul
Hoffman in his compendium of aeronautical facts, Model Aerodynamics Made
Painless. Raul claimed that stability of a power ship was enhanced when the
axis of the mean moment of inertia was slanted up at an angle from the rear
to the front. According to him one of the most overlooked attributes of a
pylon ship was having the wing weight up high to achieve this condition.
Naturally, having a stab hoisted up in the air at the rear end subtracted
from this since it raised the rearward c.g. component.
To make this very short: The reason that this slant of the axis is helpful
is that when the ship was laterally displaced from its flight path it
assumedly rotates around the axis of the mean moment of inertia. If the
slope is correct the thrust line and wing would be angulated in a manner
that would help the ship return to its original flight path. (in
displacement the wing goes to zero lift angle while the effective downthurst
of the engine is increased by the resulting angulation; that combination
quickly pulls the ship back in line... if the slope is opposite to this, the
thrustline and lift of the wing only serve to feedback into the
displacement) If this is confusing just draw out a simple profile shape and
try rotating it using different sloping axis. It was an eye-opener to me.
Billious G
................
Roger Morrell
