Dear Roger,
Could you please include this summary of the contents of the new FFQ in your SEN newsletter? It is getting a bit wordy (the summary, that is) , but there is a lot of interesting material here for your readers, many of which will be attracted to the LDA contents, but there is lot more than that in this issue.

regards

Sergio

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The July 2012 issue of Free Flight Quarterly brings further insights on the topics of low drag airfoils by including two articles on this topic, now concerning the F1B category. Brian Eggleston studies the performance of three airfoils  devised by him, of  7% thickness and 5% camber, and which differ essentially on the design of the nose. Brian has found a way of avoiding the use of artificial turbulators by modifying the upper nose contour. The resulting nose profile, labelled "dolphin nose" confers significant advantages to the airfoil when compared with Andriukov's AA29, long the benchmark of F1B airfoils. Eggleston's calculations using XFoil were field tested by Paul Rossiter in a companion article. Rossiter tested  two of Eggleston airfoils in a standard F1B model using a calibrated altimeter to determine the climb and glide performance. His tests were supplemented by tests and comments from Tony Mathews, Omri Sirkis, Mihaly Varady and Walt Ghio. The consensus is that LDA foils lead to a 10% increase in climb height with very similar glide performance. Rossiter's article contains a very careful analysis of the model characteristics of the different participants in this LDA forum.
David Mills writes about the Dawn Unlimited models of his friend and mentor George Perryman. George designed some very extreme models of unique, curvaceous appearance that were extremely successful in this highly specialized contest. Mills analyzes Perryman's approach to airframe design, propellers and flying techniques, through the several models (of giant size) that pushed performance of traditional balsa and tissue construction to the limit. A two-part series.
We also present the concluding parts of Craig Limber's article on field techniques for small rubber and electric models, which shows how we can improve the transport of smaller, fragile models, while keeping them in trim. Building and flying are helped by standardizing on  components, especially of battery types, and useful tips on repairs are included. Craig's approach changed completely the appeal of free flight for him, releasing a new motivation...and success.
The second  and final part of Maurice Bodmer's history of flying wing models in Switzerland concerns now the Magnet-Steering models and a study of future developments in this regard, with further mention of Fauvel's full-size sailplanes (there is more on this topic on our companion magazine Vol Libre Trimestriel).
An older article (1967) of much interest for its contents and illustrations deals with  the construction of motor tubes for rubber models using the technique of spiral wound balsa and Kraft paper. Gérard Pierre-Bès wrote the ultimate treatise in this regard, with a wealth of detail and caustic humour. It should persuade many people that carbon, epoxy  and Kevlar may not be the only solution to structural requirements in our models.
Ken Bauer reviews in detail  the techniques for finding models using radio beacons, finding that most of the initial recommendations of some 20 years ago have stood well the test of time. There is a discussion of the effect of antenna position on the model and of methods of increasing the sensitivity of the receiver.
Peter King discusses the F1G article of Andrew Longhurst, presented in the previous issue of FFQ, especially the topic of wing texture, so vital on these low Reynolds number models, but airfoils, model size and the perennial controversy of "low-tech" versus "high-tech" are also commented incisively.
The E-36 electric model category is becoming quite a success in USA. In this article Hank Nystrom shows how he designed and made available a complete power package to simplify the use of electric FF models. Gary Baughman built and flew an " Electric Pearl" model, equipped with Hank's power package, and is highly complimentary of its performance and ease of trim.
For the engine collectors and Vintage enthusiasts there is a recollection of the pioneering Movo D2 engine, an early Italian Diesel of high quality that was made between 1945 and 1952 and whose lineage can be traced in many other Diesels made elsewhere in Europe.
The cover and complete table of contents can be found in our website  www.freeflightquarterly.com/wordpress.

Sergio Montes