SEN issue 1146 - 25 October 2007

Table of Contents - SEN 1146


  1. Fred's Charger
  2. 1951 to 1979 Power Model Event
  3. Tymcheck's Gorban F1G Clarification
  4. Results of Big Al’s F1B and F1C flyoff’s held at the Livotto contest on October 6th.
  5. SouthWest FAI Challenge
  6. Guidance for Woodhouse - Following Asgar's Posting..



Fred's LiPo Charger


Hi,
I have been using this nice small chargers by Frederic Dujardin, it was able to bring back to live some dead lipos I have deep discharged. Frederic can build them to suit lipo size you want.
Attached is a data sheet.
Might be interesting to some.
Javier Abad

Javier inclued Fred'd PDF but I just could not get it in the right format before I sent this out. - His e-mail is This email address is being protected from spambots. You need JavaScript enabled to view it..

Iy is of particular interest to people with single cell Lipo systems.





"New" Power Event

For the 2008 Big Al’s and 2008 Livotto contests we will be adding a new event. This is for FAI Power models from 1951 to 1979. Many flyers have talked about having an event for these years. I have decided to end the time period at 1979 because bunting models appeared during 1980 and aluminum models also appeared. The listed rules have been structured to keep the history of the models and also allow a lot of options for the flyer to use modern materials, timers, etc. This event will be run along with the F1GHJ events and use the five round format. If you are interested in the rules, send me an e-mail and I will forward you a pdf file of the rules.

1951 to 1979 FAI Power Event

Rules listed below are for 2008 Big Al’s and 2008 Livotto contest
October 24, 2007

FAI Power Rule History

1951 - 1955   Maximum engine displacement 2.5 cc. Fuselage X Section= total area / 80. Minimum weight, 200 grams per cubic centimeter. Maximum 20 second motor run, any fuel. Minimum surface leading, 12g/sq dm. Rise off ground.

1956 – 1957 Minimum weight, 400 grams per cubic centimeter. This rule did not go over well with the flyers and to my knowledge was never used. For this time period we will use the 1951 to 1955 rules with no cross section rule.

1958 - 1960 Current weight requirements instituted. Minimum weight 300 g/cc of engine displacement. Minimum surface leading 20 g/sq dm. Maximum15 second motor run, any fuel.

1961 - 1965 10 second motor run, any fuel

1966 - 1970 10 second motor run, tuned pipes allowed, 80/20 alcohol fuel only

1971 - 1974 10 second motor run, tuned pipes banned, 80/20 alcohol fuel only

1975 - 1979   7 second motor run, 80/20 alcohol fuel only

Rules

The idea for this set of rules is to let the flyer participate in the contest with his favorite model from a given year with a motor from the same time period. The flyer would then use the set of rules that governed that time period and fly against other flyers who have picked a model from a different year with a different set of rules. Over the years, the FAI rules have been adjusted to keep the model performance set to the three minute max. A Frisco Kid from 1954 using a Torp 15 with 20 seconds of motor run should be equal to a 1975 Summerwind / Rossi 15 combination with a 7 second motor run. Only time will tell if this is true. Please do not put a Rossi in a Frisco Kid. You will not be allowed to fly.

Motors:

1951 - 1959 engines ..... K&B, OS Max, Cox, diesels of the time period, etc

1960 - 1969 engines ..... OS Max, Super Tiger, TD’s, K&B 64 Series, etc

1970 - 1979 engines ..... Rossi, Cox Conquest, Cossi's, etc

The power of 1960 engines required the motor run rules to be changed from 15 seconds to 10 seconds. Any entry with a G20 or G15 Super Tiger will be required to use a 10 second motor run. All pre 1960 Super Tigers will be allowed 15 seconds of motor run. The Rossi will be allowed to use both the 10 second and 7 second motor run depending on the model selected. Tuned pipes will be allowed on a Super Tiger, Rossi or any other engine that used a tuned piper for the 1966 to 1970 time period.

No Nelson’s or VE’s along with any other engines produced after 1979 will be allowed.

Models:

We are fortunate that so many designs are available to pick from for this event. Zaic’s books, Aero Modeller, Free Flight News, the National Free Flight Society Digest / plan service along with AMA’s plan service have many plans for models of this time period. If your selection is an original design please supply plans / photo’s of the original model. I will not have a list of models for the 1951 to 1979 period. If you select a model that is not in one of the above sources please supply a published three view or original plans.

Motor mounting does not have to follow the original design. George French used a cast aluminum motor mount on his Night Train. If you decide to build a Night Train and have one like it please use it. If you cannot find one on E-Bay or one from a fellow flyer, replace the mount with an aluminum plate.

Any glow plug may be used. Any propeller may be used. Any timer may be used. Flood off and prop brake will be allowed for all models along with any style of fuel tank.

Wings and stabs must be covered if original design had open structure; not replaced with sheeting. Sheeting must be used on the wing and stabilizer if the original design used it. No restrictions on covering material: Mica film / modern film may be used in place of tissue, silk, etc.

No aluminum / carbon D-box construction will be allowed on the wing or stab. Carbon spars and carbon-capped ribs will be allowed. No carbon only TE’s will be allowed. Balsa / carbon TE’s are allowed.

Modern fuselage construction will be allowed for any model that you select that used a rolled tail boom on the original model. If the model you selected used a box style construction for the fuselage then you need to copy this construction.

No bunting is allowed.
All models will be hand launched.

This will be a five round contest with no reduction in motor run for flyoffs. Flight times will be increased for the flyoffs.

Walt Ghio
209-478-8225
This email address is being protected from spambots. You need JavaScript enabled to view it.



Tymchek' s Gorban F1G Deal Clarification

Roger,
Could you add to my ad that I only ship in the USA?
Sorry, Bob.


Results of Big Al’s F1B and F1C flyoff’s held at the Livotto contest on October 6th.

From: Walt Ghio This email address is being protected from spambots. You need JavaScript enabled to view it.

Results of Big Al’s F1B and F1C flyoff’s held at the Livotto contest on October 6th.

F1B

1st        Michael Davis             416 seconds
2nd        Mike Mulligan 329 seconds
3rd        George Batiuk             328 seconds
4th        John Sessums              no show

 

F1C

1st        Ed Carroll                   361 seconds
2nd        Roger Simpson                0 seconds

 

The F1A flyoff was held on July 21 at the Perris flying field.

1st        Rene Limberger          294 seconds
2nd        Ken Bauer                   281 seconds
3rd        Lee Hines                    30   seconds

 

This completes the 2007 Big Al’s contest.


Southwest FAI Challenge
From: William Booth [This email address is being protected from spambots. You need JavaScript enabled to view it.]


Hi Roger,

Here is the last report leading up to the Southwest FAI Challenge a Boulder City this weekend.

All preparations are complete and for the first time in years, we are not sweating out rainy conditions.  The weather forecast is sunny both days with winds at 6 mph with gusts to 11 mph according to Accuweather. 
The field was in great shape for the SAM Champs a couple of weeks ago.

We are going to set up a little farther north this year, more toward the middle of the lake.  The smooth flat & clear area is much wider and there are very few potholes & ruts like we had to work around last year.  I should be there no later than mid-day Friday.  If anyone needs a last minute update call me at (760) 889-3201.  I had hoped to be there Thursday evening, but fire issues here in San Diego may require a change in plans.

The easiest access to the site from southbound Highway 95 is to turn off the highway right at the north end of the tortoise fence and just head directly across the lake.  This point is about 7 miles or so south of Highway 93 and you can just edge gently off the roadway at that point. 
In the daylight, this is really easy to see.  If you are coming in from the south from Searchlight on Highway 95 or want a more formal exit off the highway from the north, look for the cross-over lane between  the northbound and southbound lanes of the divided highway.  This point is more or less right in the middle of three parallel and very large overhead power lines.  From the north, it is just under 8 miles from Highway 93.  The landmark you will look for is the white gate through the tortoise fence (like a cow catcher).  Go through the gate, go north a hundred feet or so on the dirt road & turn left onto the dirt road that leads out to the lakebed.  Once on the lakebed, look for us off to the right (north) at about 45 degrees.  In the daylight, you can see forever.  At night, it is VERY dark.  We are going to put a bright blinking strobe light on the canopy to try to help those of you that arrive after dark.

Hope you all have a safe trip & we'll see you there!

Bill Booth Jr.


Guidance for Woodhouse - Following Asgar's Posting..
From:Ross Jahnke [This email address is being protected from spambots. You need JavaScript enabled to view it.]


[This got lost in the process so is a little after Mike Woohouse's question on naked flying]

Mike,

The naked Icarus issue brings up some questions regarding the TSA's final report regarding his crash.  Clearly the TSA was working with limited evidence (dead body, wax, and feathers) and Icarus was not carrying a black box. Daedelus (spelling) had lost sight of his boy long before the incident, and was of little help. Alchemists and philosophers of the time has collected little data on conditions at altitudes above tree level.

As we know today, higher altitudes are progressively colder (not hotter as was believed at the time), and the air above a certain altitude is too thin to breath. I theorize that Icarus became cold rather than hot and that the wax gave way not because it melted but because it lost its pliability and became brittle. Whether he was also suffering altitude sickness, can be debated. The fact that the TSA noted "mellted wax at the crash site" in its report, is probably evidence of the heat of accelleration (due to gravity) and high temperatures at sea level on the day of the incident.

This 'cold air theory' also supports the coroners findings of "the body showing evidence of skin damage not unlike that brought on by frost", and "the unnusual shrinkage of a certain part of the deceased's anatomy". The lead investigator from the TSA discounted the coroners findings, stating that "Icarus clearly set out on this foolish endeavor to compensate for  undesireable physical malladies in an unwise attempt impress the ladies".

Though I believe the TSA drew the wrong conclusion regarding the death of poor Icarus, there may be some truth to the assertion that Icarus was bent on impressing the fairer sex.  Early reports on his life recount attempts to "modify chariots to ride low to the earth for with to drive through the country side when the moon be high crooning loudly" and "to challenge other youth to contests of speed on such conveyances".  He was also twice convicted of RUI (riding under the influence).

I think that free flighters more than any others in the field of aviation have learned the lessons of Icarus - don't show off with fancy stunts (just climb, circle, and DT), keep your feet on the ground, and always keep your clothes on at the field- the latter being the most critical in my opinion.

Ross


.....................
Roger Morrell