SEN-430 June 20 2000
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News and Reports 2000 - First half
SCAT Electronic News 20 June Issue 430
Table of Contents
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Ultra High Modulus Carbon Tow Special - Gewain
Free Flight Forum Report Up-date- Dilly
For Bill East
Lost Hills aerial map - Gregorie
Ultra High Modulus Carbon Tow Special
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Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger;
We have just found some small rolls of Ultra High Modulus Carbon 6k tow that
many modelers will be interested in. The Ultra High Modulus Carbon Fiber is
many times stiffer and much stronger than the standard Carbon fiber that is
commonly available. It is very hard to find in small quantities and also
normally very expensive. These rolls are approximately 1500 ft each and
sell for $20.00 each plus shipping and handling. This is a special purchase
so the number of rolls is limited. You can call our order desk
(1-800-338-1278) and ask for Item Number C-UHM6K to order some.
Thanks
Matt Gewain
The Composites Store
www.cstsales.com
Free Flight Forum Report Up-date
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Sender : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger,
If you ever have time could you please up-date the item on BMFA
Free Flight Forum Reports as follows.
BMFA FREE-FLIGHT FORUM REPORTS
The BMFA Free-Flight Forum Reports have been published annually since 1985
and present
the papers given at the Free-Flight Forum sessions originally held in
London at New Year and now run in November. They provide a source of
information on the techniques and philosophy of current competition
free-flight that usually seems to be ignored by the commercial model
press.
Proceeds from sales help to defray the costs incurred by the team members
selected to represent the United Kingdom in World and European
Championships. Back issues are still available or can be quickly reprinted
to order.
Previous Free-Flight Forum Reports and Contents
1985 Measuring the Stiffness and Predicting
the Flutter Characteristics of a Wakefield Wing Ian Kaynes
FAI Glider Design with Computer Assistance Martin
Gregorie
Current Developments in F1C Stafford
Screen
Ways of Winning Glider Contests Mike Fantham
The Development of Russian Wakefields Ron Pollard
1986 Larrabee Propellers - a Design Application
for Free-Flight Aircraft Reg Boor
Ether-less Diesel Fuels Robert Dulake
Performance of Model Aircraft Gliding
in the Critical Range of Reynolds Numbers Martyn Presnell
Covering Model Aircraft Using Plastic Film John ODonnell
Design and Flight Simulation of
Indoor Duration Models Using a Home Computer Bernard Hunt
CO2 Duration Techniques Steve Philpott
Introduction to the Use of Composite Materials
in Free-Flight Model Aircraft Chris Edge
Current Developments in F1C
- an Up-date on the 1985 Paper Stafford Screen
Structures for Free-Flight Models Mike Fantham
1987 The Development of Stepped Turbulators
and Thoughts on Wing Profile Aerodynamics John Buskell
A Computer Simulation of Wing Structures Under Load Bryan Spooner
Development and Testing of Indoor Propellers Bernard Hunt
Aluminium Foil Covering of Wing Surfaces Stafford Screen
Delayed Propeller Release Systems John ODonnell
Structures for Free-Flight Models (Part 2) Mike Fantham
1988 Use of Hi-Tech Materials Mike Woodhouse
Thermal Detection - or Is It? Mike Evatt
Blade Element Propeller Simulation
Applied to Indoor Competition Flying Dave Pym=
Team Selection and Training - an International Comparison
Mike Warren
The Hand-Launched Glider - History, Construction and
Trimming Andrew Crisp
1989 Free-Flight - What, How and Why? Dave Hipperson
and Mike Warren
A Method for the Qualitative Assessment
of Indoor Rubber Motors Bernard Aslett
Changing Class Tony Cordes
The Physical Behaviour of Rubber Strip Motors
to F1B Specification and the Effects =
of Heat Treatment on Performance Ron New
Rubber Model Trim - Right-Right versus Right-Left =
Mike Woodhouse
F1A Up-date Jim Baguley
1990 The Stalling Phenomenon Mike Woodhouse
F1A Development Per Findahl
How to Win John ODonnell
F1E - an Explanatory Paper Steve Philpott
F1B 1965-1990 Jim Baguley
RATV - Rudder and Tilt Veering Georges Matherat
1991 Elegy for L=B2/100 Peter Michel
Coupe dHiver - Some Aspects of Design Peter King
Free-Flight in Germany and Some Approaches
to Wing Structure Bernard Sauter
Taming the Bunt Chris Edge
Model Retrieval John Carter
More Hi-Tech Aeromodelling ` Mike
Woodhouse
Weather for Free-Flight Steve Philpott
1992 F1C Motors - Selection, Set-up and Operation Dave
Clarkson =
and Andy Cordes
Aeromodellers Can Do It Upside Down Bernard
Aslett
Coupe dHiver Experiences Anselmo
Zeri Some French Tips =
Gerard Nocque
Team Preparation for World Championships Michael
Warren A Place in the Team - How It Feels =
Trevor Grey
A Plain Mans Approach to 1/2A Mike Bull=
=
Some Thoughts on Flying Bunt F1A Per Findahl
Radio Tracking of F/F Models Mike
Woodhouse
Radio Tracker Installation Russell
Peers
Tail-less Rubber - The Way Its Done Andrew
Longhurst =
=
1993 Shock Waves - A New Problem with F1C Props Dave
Clarkson
F1C Motor Development Andy Cordes
The Thinking Mans Approach to Contest Flying Trevor Grey
Rubber - Use and Abuse Mike Evatt
` Some Thoughts on F1A Mike Fantham
Wing Wigglers for F1B Mike Woodhouse
Composite Construction Methods =
for Open Rubber Models Phil Ball
1994 Reflections 93 Mike
Fantham
To Positive Results From Negative Thinking Mick Page=
F1B Development Mike Woolner
Propeller Design Review` John Barker
My Way with Gliders Andy Crisp
Competition Vintage Chris Strachan
The FAI and Free Flight Ian Kaynes
1995 The Cover Story Mike Woodhouse
Model Flying - An Introduction to Aviation Mike Colling
Pragmatic Procedures for Practical Props John Barker
Development of Unbraced F1Ds Bernard Hunt
Improvements in Wakefield Climb and Duration Peter King
First Impressions Paul Chamberlain
Production of ABCA (Aluminium, Balsa,
Carbon, Aluminium) Booms for F1C and F1J Models Stafford Screen
Electric Free Flight - Some Thoughts Steve Auvache
Quicker Composite Structures Chris Edge
and Mike Fantham
1996 Indoor Foam Scale Model Peter Smart
Indoor Scale Foam - The Norwich Way Richard Crossley
Simplicity for Free-Flight Power Keith Hoover
A Further Change in Approach Mike Woodhouse
My Approach to Power Flying George Fuller
Flapped Power Models Phil Ball
F1B Development Bob Cheesley
and Phil Uden
Debate on Builder of the Model Rule Proposed by
Martin Dilly
Opposed by John ODonnell
1997 Slow Open Power - One Man's View Dave Clarkson
Vintage Lightweights Andrew Longhurst
Testing Balsa Quality Bernard Hunt
and John Taylor
Return of an Old Tosser Chris Edge
and Mike Fantham
Some Rambling Thoughts on Free-Flight
Aeromodelling Design Trends Andrew Crisp
Electronic Timers - An Overview Chris Edge
and
Martin Gregorie
Selecting Slippery Stuff John Barker
1998 F1B Ramblings Bernard Aslett
Wing Tips John Barker
Ultra-Small Directional Aerials for Model Location Mike Evatt
Rubber Climb Simulation and the 20 Minute Open Rubber Flight
Peter King
Where Are We GoingTo Fly? Paul Masterman
Do We Need Balsa? Mike Evatt
Discussion on the World Cup Format and International Contests Ian
Kaynes
1999 F1B Ramblings Bernard Aslett
Tip Topics John Barker
Ultra-Small Directional Antennas for Model Location Mike Evatt
Ohm on the Range - Flying of Electronic Timer-Equipped F1As
Chris Edge & Paul Chamberlain
Climb Simulations and the 20 Minute Open Rubber Model Peter King
Where Are We Going To Fly? Paul Masterman
Do We Need Balsa? Mike Evatt
Discussion on the World Cup Format and Ian Kaynes
International Contests
To Gear or Not to Gear - That's No Question Martin Hepperle
=
2000 Open Electric John Thompson
Trimming F1Cs John Cuthbert
I Think I've Solved It, Jim! (F1A CG positions) John Barker
A Practical Approach to Propeller Design at Model Scale John Gibbings
The Use of Boost-Glide Rocket Structures in Free-Flight Nigel Bathe
Two-Stroke Engine Design and Development for Free-Flight Gordon Cornell
Prop Picker John Barker
Design Implications of the New F1D Rules Bob Bailey
Free Flight Scale Trimming and Trouble Shooting Andrew Hewitt
Discussion on FAI Rule Change Proposals Mike Evatt
Structures for Open Rubber Phil Ball
Samples of two of the above articles may be seen on the BMFA's web-site at
http://www.bmfa.org
For your own copies of the above Free Flight Forum Reports, please contact:
Martin Dilly, 20, Links Road, West Wickham, Kent BR4 OQW or
e-mail This email address is being protected from spambots. You need JavaScript enabled to view it..
UK Europe Airmail Elsewhere
1985 PdsStg4.00 PdsStg4.50 PdsStg6.90
1986-1987 PdsStg4.50 PdsStg5.00 PdsStg7.40
1988-1989 PdsStg6.00 PdsStg6.50 PdsStg9.00
1990-1992 PdsStg6.50 PdsStg7.00 PdsStg9.50
1993-1995 PdsStg6.80 PdsStg7.30 PdsStg9.80
1996 PdsStg5.50 PdsStg6.70 PdsStg7.70
1997 PdsStg6.50 PdsStg7.00 PdsStg8.50
1998 PdsStg7.00 PdsStg7.50 PdsStg9.00
1999-2000 PdsStg8.00 PdsStg8.50 PdsStg10.00
Cheques should be payable to BMFA F/F Team Support Fund, in pounds
sterling only, and
drawn on a bank with a branch in Great Britain. You can also order using
your credit card, or phone or Fax your order to him using your credit card
on: +44 (0)181-777-5533
The editors would welcome your suggestions for future papers with a
free-flight interest.
- - - - - - - - - - - - - - - =
Many thanks.
Thermals,
Martin
For Bill East
==============
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger:
For my old friend Bill East, who long ago was my first overseas customer
that bought and flew a Champion Coupe.
Regarding differential wing warps:
I'm sure Bill will receive more than one reply, but let me ad my two cents
worth. For me, it is easiest to understand when we relate it to flying full
size aircraft. Back in '46, on leave from the Air Corps, I resumed my
flight instruction after having finished basic training and air traffic
control school. I had a new instructor (for me) and flew a brand new
airplane---an Aeronca 7AC Champion. This instructor demonstrated the 3
basic aerodynamic flight controls one at a time. Of particular interest to
me was how the ailerons worked. When you move the stick to the left, the
right aileron goes down and the left aileron goes up. Lift increases on the
right wing and decreases on the left wing. This in turn causes the aircraft
to start a roll to the left. Now my instructor said, "Lift is drag. Notice
that the nose of the plane is being pulled UP by the right wing causing a
sideways, slipping turn. Note also that the airspeed does not increase
until the aircraft rolls past a certain point." After returning the plane
to straight and level flight, he demonstrated the left rudder. This really
caught my attention. The nose IMMEDIATELY dropped as the plane started a
left roll, causing a rapid build up of airspeed. We were in a sideways
skidding turn, and back pressure was needed on the stick to prevent the
plane from going into a spiral dive.
Naturally, he next demonstrated a properly coordinated left turn, using
both rudder and aileron and a light amount of back pressure to offset the
decrease in the vertical lift component. There was no slip or skid, as
indicated by the ball-bank instrument.
Obviously there was much more that he told me, but this is what is
relevant to wing differential trimming. That afternoon I realized that the
same thing was happening to my models, and explained why I kept crashing my
Comet Interceptors. (I built them because the kits cost only $2.65 back
then. Even that was a lot of money for me.) I controlled the glide turn
with rudder trim. With the Interceptor's thin, flat-bottom airfoil, it
could easily pick up airspeed and spiral in just like the Aeronca wanted to
do with rudder only pressure.
When our models get into lift, there is a small decrease in the angle of
attack, but the angle of the force of gravity does not change. This causes
a increase in the glide speed. With the outside wing down slightly, the
model's glide turn will be tighter, but there will be no tendency to pick
up more airspeed than desired, as can be the case when we rely on rudder
trim. (Tilt stab is another way to accomplish this, but tilting the stab
more than a very slight amount works best with a right-left pattern.)
I have only recently returned to flying F1B and F1G models. All have wing
wigglers. I have been extremely impressed at how well these models quickly
transition to a tighter circle when they encounter lift. To miss a max, you
really have to hit down air. Unfortunately, this is still easy to do!
George Schroedter
Lost Hills aerial map
=====================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger,
You and SEN readers may be interested to know that TerraServer
http://www.terraserver.com/
covers the Lost Hills flying site to 1 meter resolution. The images are from
the 1994 USGS aerial mapping survey and clearly show the entrance tracks and
the square where we fly from. Just hit the 'search' button, type 'lost
hills' into the place names box and pick the 1994 photo survey for Lost
Hills, CA.
The image is centred on Lost Hills itself, so you'll need to move three
clicks west (left) beyond the oil field and two clicks north (up) to centre
on the flying site. From there if you reduce the scale to 1 pixel = 32 m and
move one click east you can see the entire route in from Junction 46 to the
square as one image. Zoom right in and you can easily see the trucks parked
up at Burns and the pool at Motel 6, not to mention the bike trails on the
field.
Martin
...................
Roger Morrell
