SEN 895 - 18 Aug 2004
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SCAT Electronic News 18 August 2004 issue 895
Table of Contents
=================
F1H Turbulator Application - Hube
Air speeds - Ackery
FAI FF at Muncie - Markos
BACK TO BACK NATIONAL RECORDS C & D - Menanno
Looking for Ritz - Omrcen
Martin Gregorie - Woodhouse and Barnette
airfoil cutting - Borg
F1H Turbulator Application
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Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Roger,
I wonder if anyone can point me in the direction of some reference material
regarding the application of turbulators for F1H and F1A wings?
Specifically, I'm currently looking for information and data for turbulators
on a Sokolov airfoil for an F1H model.
All help appreciated.
Karl Hube
Alpharetta, Georgia
Air speeds
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Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
I have now obtained a copy of the renowned Profili 2
http://www.profili2.com/
But before I can start to play I need to plug in the Renolds
numbers.
But for this I need to know the airspeed (m/sec).
I would be grateful if others could advise what airspeeds
they believe are typical for FF models, on the glide an
under power.
My main interest is F1B, but have an interest in everything
from HLG up to F1C and Open Power, so would be interested in
data for ALL kinds of models.
thanks for your help
David Ackery
FAI FF at Muncie
================
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Please consider this notice as an invitation to fly in the 44th annual FAI
Invitational meet in Muncie on Aug 28 - 29. Sponsorship of this contest has
moved from the IMAC to the Bong Eagles to the Chicago Aeronuts over the years.
Maybe engraved invitations were sent out at one time, but I can't recall that.
Besides F1A,B and C on Saturday, we will have F1G,H and J/P on Sunday.
Also, the Aeronuts will be holding their annual Nos/OT contest on Sat and the
61st annual Midwestern States Championships on Sunday. This is the oldest
continuous contest in the US as far as I know. A copy of the flyer can be
found on the NFFS website in the contest calendar.
Chuck Markos
BACK TO BACK NATIONAL RECORDS C & D
====================================
By, Guy Menanno
Well, like anything in life, for me at least,
things never happen the way you plan. For instance I
always wanted to be a millionaire. Of course, with a
wife and four kids and every bill between I live
paycheck to paycheck. Anyways, I guess I should get
on with the journey. It starts about 37 years ago at
the Sepulveda basin where my father got me started in
this crazy sport. I worked my way through every
Jetcoglider kit and rubber kit. But once my Dad let
me build by first gas model and I fired up that
engine, BAM, that was it, I was hooked. So, like
every contest weekend for me lately I started at about
3:30, Saturday morning after about a typical eighty
hour work week in the film industry. I finished
loading at about 11 pm Friday night. Hit the road at
4 am Saturday morning with my son. Pulled in to the
field at about 6 am. Got out of my truck, kicked some
dirt and took a deep breath. Said to my self, “Self
this is going to be a beautiful weekend.” Well, it
looked like this would be one of the better USFFC,
weather wise. I did not want to let a weekend like
this get away. So I set out Saturday to fly in three
events. FIC, A gas, and C gas. I recently broke the
boom on my “Steady Eddy” F1C, so I was scrambling to
fine- tune another. Put up about 3 test flights by
the third one I pinned the tail and let it glide to
the ground. It did about 6 minutes so I was happy put
it away and started strapping my A ship together. I
signed up for F1C and A gas. I got going in A gas,
had about 3 maxes and it was about 8 am So, I got out
my F1C and threw it up. As soon as the horn blew,
perfect power pattern. But for some reason it stalled
all the way to the ground under 2 minutes. Oh well,
that’s life in a putty knife. I finished the day off
in F1C to get my time in.
But instantly, turned my
attention to A gas I got my 4th or 5th flight and my
partner in crime, Fred Ginder, mentioned to get out my
C ship and I got chills up the back of by neck. For
this airplane is quite a handful to fly and commands a
lot of attention and respect. Taking a step back to
talk a little bit about this airplane, being a modern
AMA power ship with all the bells and whistles. I
took much satisfaction in fabricating this plane when
I first finished it for the 2000 season it weighed 36
oz. Though never clocked with a speed gun, when first
testing the vertical speed was impressive. The first couple of times I
entered it was everything I hoped it would be. I felt
it would be the best plane to win a bet I had with my
brother, Neal, that the first one to break a national
record would get a new motor of his choice. At our
2000 San Valleer’s Memorial Sunrise Shootout, an event
flown in the first hour of daylight, the longest
flight wins using a 12 second hand launch or a 15
second VTO. The plane responded well to the dense
morning air and won the event with a five second
engine run. It did about ten minutes. So this was a
contest that I was co-C/D and in my haste to help run
the contest, and fly C gas Sunday morning I made a
tragic mental error that would put on hold any
national records with this airplane for quite some
time. I went out to get started in C gas and on my
first flight, instead of it going straight up, it went
straight over on its back and went in under full power
in dramatic fashion. I let out a scream and other
explicit language in disbelief. My pride and joy was
smashed into hundreds of pieces. After that, I am
sure that many who saw the carnage believed this was
one plane they would never see fly again. My self,
being one of them, it did little for my soul, I truly
was crushed. A quick look at the plane revealed what
I already knew, I had launched the plane in glide.
OUCH! Anyways, I picked up the pieces vowed to myself
that his plane would be back. After looking at it for
months on end, I finally went at the bits and pieces.
Everything was nearly damaged except across the stab.
Like a man possessed, I got it back together. But
paid the price. It came back together at 40 oz. But,
I got it back into competition at the 2001 South West
Regional. I lost to Lynn Pulley, in D gas on Saturday
when he set a D gas national record in Cat II, 26
maxes. Sunday I was chasing Darrell Perkins in C gas.
Somewhere pretty deep in the count on a squeaker, it
drifted towards the road clipped a telephone pole,
took a nasty dip recovered but it dt’d to close to the
ground and snapped the tail boom. This was the
original tail boom, so I figured it paid its dues. I
broke down and got a new one. Between life and
chasing my tail trying to get on the F1C team, it was
next year at the 2002 South West Regional that I flew
it again. I got into a shoot out with Darryl Perkins
in C gas but dropped the 16th max. He went on to set a
national record in C gas. Ok, now we can get back to
the records. Like anything in life, I cannot leave
well enough alone. I gave the rudder and front end a
new coat of gloss black, finally got a good coat on
both went to hang it up. I turned my back and it
slipped off the wire. Crunch, it landed right on the
tail boom. Finally, got everything straight. But,
this was the first time I flew it since I crunched the
tail, so I was not sure it was in its grove. The free
flight gods were with me everything was good. We
started ripping off maxes in C gas.
At this time, I
was still alive in A gas, chasing Jeff Ellington.
Usually I am pretty social at a contest but forget it
not this time I was all business I could not tell you
who was there unless they were timing me or competing
against me. I was leading in C gas but, not by much
and behind in A gas. So, I got it out. Terry
Thorkelson shot one up in A gas. It looked good so I
went to go. Blew a plug, did a quick change threw it
up, to late dropped out. So it was on C gas here I
come with full attention on C gas and the record I was
deep into the count around 17 or 18, I believe Terry
Kerger and Eddie Carroll were timing me. It was a
close one and d/t’d about 40 feet high. Something
hung up and it went into a violent stall. Got off my
bike tried to catch it but just missed the second to
last swoop. Bam! Hammer head, straight in. I
thought I was done for sure. But to my surprise
nothing was broke. But my APC 9 ½ 4 ½ so I switched
to a custom 91/2 41/2 by Fred Ginder that my Father
really fine-tuned. I instantly picked up close to
1000 rpm. I noticed ever since I rebuilt the plane
with the extra weight I lost some speed and altitude.
But seem to gain it back with this prop. Back on
track no one seemed to know exactly what the record
was. So from talking to some people we came up with
the number 23. But of course on my 23rd flight I put
the d/t arm in the wrong scrole even after everyone
asked me if everything was good. D/t’d eventually
around two something. Pretty sure I would have made
the max with the altitude I had. Thought I missed the
record but everything ended up allright. I only
needed 20 maxes. Finished the day with 68 min, 8 sec.
A new C gas Cat II National Record, one down and one
to go.
So, Sunday started just as nice weather wise
and I got going right at 7 am in D Gas after a quick
engine change, never thinking the record 26 maxes was
in touch. I was also flying F1J and really wanted
that event after such a terrible showing in F1C. I
was jumping back and forth between D and J before I
knew it I was up over 13 maxes in D. Fred started
talking about going for the record. I still did not
think much about it. I had my 5 in J and was focused
on the fly-off. I went back at it in D. I told Fred
if we can get to 20 before the fly-off we might have a
chance. Sure enough, we got there and I started to
believe. But it was time for the fly-off. So I got
my J ready I did not think much of a 4 minute flight.
As soon as the horn blew I felt something was coming
through and there it was, but I got off a bad launch
and it went left, went up wind on the recovery the
thermal went right down wind dropped out of the first
round, it was probably a blessing in disguise. So
much for a good showing in J. I went back at it in D.
The air started to change for the better, clouds came
over the top and thickened up. I told the timers not
to tell me where I was and I just kept ripping them
off one right after another. Before I knew it the
contest was over, the trophies had been handed out.
There were just a handful of people left. No matter, I
just kept right on going at this point I knew we were
well beyond the record. Found out we were at 35. I
always play an inside game with myself to catch my
planes. But at this point I had made over 80 official
flights through the weekend in 5 official events. So
on the 36th flight, I was pretty tired and I just
watched it d/t and come down. As I rode up to the
plane I noticed the motor was off to the side. At
first I thought the pylon was broke. But to my
surprise the motor mount had come loose inside the
boom and spun sidewise. I said to myself, ”What the
heck, 36 is a pretty good number, let’s call it
quits.” Upon returning, there were mixed reviews.
Some said put it away, another said when will you ever
get a chance like this again. Without much thought I
went back at it. I have always pushed the envelope
and this was no time for quitters. With the sun close
to setting I c/a the motor back in and thought my age
42 would be a good number. Oh well, did not quite
make it but shot up my 40th flight as the sun was
setting I figured this would be my last flight. The
motor was coming loose every time it hit the ground.
I pinned the tail and let it go. Rode out to watch it
glide to the ground. Boy, what a beautiful site.
But, with everything I went through this weekend, I
don’t want people to thinK it was as easy as it seemed
at times. The thermals where tough mid-day and there
was a handful of squeakers where the model d/t’d close
to the ground the ship took one heck of a beating.
Thanks Ken, that’s one strong boom. With it all said
and done I finished with 120 minutes. A new Cat II
National Record in D gas. This is the first model to
go over 100 minutes in Cat II. I am also honored to
join the “100 Minute Men” of Doug Galbreth, Hulan
Mathis, Terry Thorkelson and Terry Kerger. This has
always been a dream of mine and something I worked
very hard for. But in all reality, I realize that in
one good day of flying it could be swept right away.
Like they say, records are made to be broken. But in
the mean time, I will enjoy it for what it is. And
for me a fun filled weekend of flying and letting it
all hang out. To me that’s what free flight is all
about. I must thank all those who helped me time and
cheered me on. God Bless this country and this crazy
sport we engage ourselves in for the fun of a
handshake and a smile. For it always keeps me coming
back until the next time. Thanks again. Guy Menanno
Looking for Ritz
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Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
REQ:
Ritz continental airfoil
Coordinates or good scan.
Thanks in advance.
Mario
Martin Gregorie
===============
Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Guys
Many of you who know Martin Gregorie know that as well as free flight he has
an interest in full size gliding. Last week end Martin, whilst flying his
in a competition, crashed his glider. As a result Martin has sustained very
severe injuries. He is still in intensive and will be out of action for
some considerable time.
As soon as I have more details I will post.
Michael J. Woodhouse
Martin Gregorie
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Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Martin is broken up fairly well, but the folks at the John Radcliffe
Hospital seem to have him back together. Both legs were broken in
multiple places. Three lower vertebrae and multiple ribs were also
broken. One leg is currently in a full length cast and the heel has
been fused. The other leg has many pins holding the bones in place. He
is giving the nurses a run for their money... he has removed his
nasogastric tube and endotracheal tube several times. The nurses don't
like that, but he still has the chest tubes in place. They hope to
transfer him to the Plastic Floor (UK speak for the Orthopedic Floor??)
in a few days.
If you would send a card, the hospital address is:
The John Radcliffe Hospital
Headley Way
Headington
Oxford OX3 9DU England
Jerry Barnette
Fredericksburg, Virginia
airfoil cutting
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Author : This email address is being protected from spambots. You need JavaScript enabled to view it.
Hi everybody.
Could anybody recommend somebody who does airfoil cutting from balsa sheets?
In this case for a limited number of kits.
Ronald Borg
Bergkullevägen 41
SE-461 55 Trollhättan
SWEDEN
Tel: +46 (0) 520 705 30
email: This email address is being protected from spambots. You need JavaScript enabled to view it.
.............
Roger Morrell
