ore

I have new gadget on my Weatronic ra-dio, a GPS module that transmits infor-mation back to the Tx and shows on the screen. It can be set to show heading in

degrees. Lined up on the runway it

showed 220 degrees and flying along the runway also showed 220 degrees.

We have always thought of our runway

as 240 degrees (or 060 degrees the other way) so I was sceptical of the reading. I checked on Google Maps sat-ellite images and this measured as 220 degrees so I used my iPhone compass on 1st November and that confirmed

220 degrees. It matters little but at least

we now know.

--oo00oo--

I send a copy of the newsletter to our aeronautical consultant (and retired test

pilot) John Farley. He gave me a call af-ter getting the last issue. He said that the pitch in-sensitivity of John Prior’s Cub was probably down to the C of G being a bit far forward. He suggests mov-

ing it back, incrementally, to no more than 33% back from the wing L/E. He said aircraft like the Cub did need a lot up “up” for the flare. He recalled that if

you were landing a Harrier

Chairman’s chatter Chairman’s chatter Chairman’s chatter --- and disand disand dis

---connected ramblings ?connected ramblings ?connected ramblings ?

January 2016

Issue 167

FFLYPAPER (2016—our 37th year)

conventionally, as you got into ground effect at about 6’ you needed full up to

stop the plane wheel barrowing along the runway on the forward set of wheels……….. A bit scary no doubt!

--oo00oo--

The Club used to have a flying site on Imberhorne Farm. We used this site be-tween harvest and planting initially but the farmer, Brian Emmettt, left us a patch about 50 yards by 50 yards un

cultivated which we had a mown run-way on. It was to the north of the con-

crete road leading up to The Gullege House on a pathway from the road to the corner of the wood. We had a little Club box with frequency board and wind sock. We used it mainly in the winter when Newchapel was unusable,

before we improved the drainage and winter parking.

We restricted use to 28 days in any

year so as not to break planning regu-lations. We used to park by the farm buildings and carry our models to the strip with all the fuel/batteries/etc. It was quite a hike and a long walk back if it started to rain, there was no shelter.

The field was HUGE and flying was good with no obstructions. I walked along the concrete road in early No-

vember and along the track where our square was, there is no trace of it now and the track has a hedge planted

along it dividing the field. All the hedges were grubbed up about 40 years ago to make these huge fields,

seems we are going full circle putting them back.

It was strange to think we flew models here. When the crop was nearing har-vest it was about 3 feet high so you had to come in close to it for landing which shortened your available runway; another problem was that in certain

conditions you had to land downhill

which was tricky. Another problem sur-faced after ploughing, it left a ridge up to the strip, if you were a tad low it wiped out the U/C. Nevertheless it was used by many members and “A” tests conducted. I remember one “A” test

Journal of Felbridge Flyers Radio Model Flying Club Special points of interest:

The Hobby Box to

change hands

Harrier wheelbarrow

Nostalgia trip at Im-

berhorne

GG&SS no more

Inside this issue:

Chairman’s Chatter 1 - 2

What has been happening 3

Hurricane replacement 4 - 5

Field report 6

NOTICE BOARD

I understand that The Hobby Box model shop in Uckfield is to change hands, the

new owner taking over in February. It has been sold as a going concern and Steve (the new owner) hopes to continue the good service to local modellers. The ser-vice and advice Mark has provided over the years will be much missed, he was

able to supply some big ticket items for me at a good price.

Good Luck for the future Mark and Annie.

ore Page 2 Issue 167

taken by Keith Lover (still a member), it was a very windy day but he just got on with it and passed - probably longer ago that either of us care to remem-ber.

It was quite a nostalgic walk with my wife, son and grandsons - may get them flying yet.

--oo00oo--

Safety bulletin

Battery connection

We have modified the safety notes to say that any electric aircraft with the drive batteries connected should be placed near and pointed towards the hedge if left un restrained on the ground. The BMFA web hand-

book says - "When plugging in the flight battery,

positive restraint, either by a helper holding the

model or by some other method, and staying

completely clear of the propeller must always be

part of your regular routine."

Do beware of how throttle limiter switches are set up on transmitters, it can lull you into a false sense of se-

curity. If you connect the battery with the limiter en-abled it must be set to exactly match the low throttle travel. If not you will not “arm” the ESC correctly and potentially set the “high” throttle point incorrectly.

Good practice is to turn on your Tx and Rx, set the throttle to low leaving the limiter disabled. Connect the drive battery and listen for the correct confirmation tones and then enable the limiter. Firmly hold your

model and check the limiter is working by opening the

throttle. Select a limiter switch location on your Tx that will not be knocked easily.

Carry your model to the take off point as though the engine was running pointing it away from people in the pits. Its all common sense really but needs a disci-plined approach.

Mobile phones

Mobile phones can affect computer controlled transmit-ters so please don’t take them to the flight line. I am guilty here so have slapped my own wrists. Leave your

phone in your flight box or transmitter case in the pits.

Range checks with 2.4 Ghz systems

As we have experienced aerial orientation can be criti-cal with 2.4 Ghz installations so extra checks need to be made when range checking. At the specified low power range check distance get a helper to rotate the model through 360 degrees (4 points at 90 degrees to

each other would seem adequate) and ensure control is still solid. If any problems become apparent check the Rx aerial orientation, change if necessary and retest.

Noise testing danger

The BMFA have reported that a large I/C model shed

its prop when being noise tested from the front, the prop retaining bolts sheared and the prop hit the tester. They have suggested a net be erected between model and tester. From our point of view this is im-

practical and perhaps a bit over the top for the sizes of engines we test. My experience of over 35 years of I/C model operation is that an errant prop does not travel directly forward.

From the Club’s point of view noise testers must de-cide if they deem the test safe to be carried out. They

must ensure the prop nut is fully tightened before a test is carried out. If they feel that is not enough we will obtain a tripod to mount the noise meter on and set it to MAX level. If you are the only noise tester

present and you are unhappy about the safety aspect please do not carry out the test. Knowing the risks it is up to the individual who will be carrying out the test to

decide to go ahead or not.

--oo00oo--

The Glider Guide and Sausage Sizzle has been our tra-ditional end of winter Club night. It started in Phil

Keyes old chicken sheds and outdoor sand school at Gunyah Farm directly under the Gatwick approach path. The idea was to try another discipline. Our first such event was held in on 25th April 1989 and it has

been a regular feature ever since.

We rather think it has run it’s course particularly as recent events have suffered poor weather, so have de-cided not to hold it again; times move on.

--oo00oo--

This brings me onto the subject of formal Club meet-ings. We currently only hold these evening meetings every other month over the winter season with a “named” speaker for one of them. The attendance at these meetings has been, shall we say, minimal.

The last meeting where Chris Foss gave a talk was packed out but with few Felbridge Flyers members. We

may have invited more other local Clubs than we should have but it was important to ensure Chris had a good turn out.

Should we have only one formal Club night, the AGM? Have a think about this and feed back your views to the Committee. It seems such a shame to hire out the venue and have only a handful of people turn up. The consensus at the last Club night was that we don’t

have any more - so we won’t pending a discussion at

the AGM, the February and April evening meetings will be scrubbed and replaced with a Club meeting section on the monthly indoor flying Saturday sessions.

--oo00oo--

BMFA subs are due now so if you have not renewed get you payment to Chris Searle. You can do it by cash, cheque or bank transfer and details are in the e-mail Chris sent out on 29th November. If you are a Country member renew direct with BMFA please.

--oo00oo--

Howard Furness has donated his Zephyr model to the Club as a trainer, it is complete. We will store it in the container and it can be used by our instructors as re-quired - thanks Howard.

Page 3 Issue 167

gave up as the beeps were sending me round the

bend, seems to have worked though as the brake is

now enabled again. Mike Dyke just could not get his

model to take off, he thought the drive batteries

were now just past their prime on his much used

aerobatic model.

Monday 23rd November - The rest of the week’s

forecast was poor so we went flying on the Monday

as well. Wind light and down the strip. Cold again so

none of us stayed very long.

Saturday 19th December - Twelve participants

and a couple of potential members turned up for the

indoor flying. The high level tracks caught 2 models

this time.

Wednesday 23rd December - Wind briefly not

gale force and also that big orange thing was in the

sky. Three brave souls ventured out but not much

flying done.

Tuesday 29th December - Six of us turned out,

the sun was very bright, the wind a bit blustery and

it showered on us, good to get out, I was flying like

the grand dad I am………………..

December was a blow out for most of us as far as

outdoor flying was concerned so lets hope for a

colder and calmer January 2016, another month

nearer to Spring!!!!!

CLUB NIGHTS

CLUB NIGHTS

CLUB NIGHTS

CLUB NIGHTS

CLUB NIGHTS and other events

CLUB NIGHTS

CLUB NIGHTS

Saturday 23rd January - Indoor flying

and Club meeting in the Sports Hall at

Sackville School 14:00 - 17:00.

Saturday 7th February - S E Area indoor

free flight event at K2 in Crawley.

RadioC Drone racing open day Wealden

House East Grinstead

www.fpvleague.co.uk/openday

Saturday 20th February - Indoor flying

and Club meeting in the Sports Hall at

Sackville School 14:00 - 17:00.

Sunday 1st November - Mostly very foggy, at times

you could not see much past the field hedges, about 150

yards or so. It did improve slightly but clamped in as the

afternoon progressed. Our field must be in a “fog hollow”

as lots of members turned out hoping to fly in the calm

conditions, the fog much less dense where they lived.

Flying was possible with slow models and I had a good

few flights with my Rainbow and Chris Seale his Zephyr.

Jim Christie’ 3D bipe could easily be kept visual, not so

John Prior’s Gemini. He had his twin rotor gyro with him

but in the calm conditions the rotors did not get up

enough speed for a take off.

Pete Blake was pleased to have his new Junior 60 fly so

well, so much better as a trainer than his earlier models.

He will learn so much more easily.

Saturday 21st November - Indoor flying with 14 mem-

bers and 2 potential new members present. The day was

so cold you needed some layers on inside. A couple of

members came along for the Club meeting element..

I got my shockie Yak hooked over

one of the high level curtain

tracks. The 4 metre fishing rod

we bring for retrieval was not

long enough to reach but with a

metal pole and Howard’s walking

stick attached, if we stood on a

table we could just reach it,

thank you to everyone who

helped. Undamaged apart from

the prop.

Two potential new members

came along and I was able to

give them both some buddy box

time with my Vapor; they coped

well doing circuits after only a

few minutes. I did point out that

the Vapor was very slow and

easy to fly but it gave them a

taster. After I got the maths

wrong from the previous event

Ian Stone (our Treasurer) and

myself checked the figures, it

took us 4 times to agree the

numbers present……………

Sunday 22nd November - A bit chilly with lightish

winds at right angles to the strip. Good turnout for the

cold day and some flying undertaken. John Prior lost ori-

entation of his foam Acro Wot which was terminal. John

thought he should get his sight checked. My Highlight self

launch glider has an ESC problem, it was not applying the

brake and the blades were not folding, the extra drag in

the glide noticeable. Checked it back in the workshop but

…...It took us

4 times to

agree the

numbers

present….

Whats been happeningWhats been happeningWhats been happening

Page 4 Issue 167

ticed on Mick Reeves web site that his solution for

balancing his quarter scale Spitfire was to put up to

1.6 Kg of ballast in front of the propeller. Norman

volunteered to turn up such a piece of ballast whilst

attending his metalworking evening class. Eventually

it was found that the model balanced with 0.5 Kg of

ballast in front of the propeller. This resulted in a

flying weight of 7.5 Kg on a partially completed

model. The model has no undercarriage doors, no

pilot and no cannons. The spinner is not painted ei-

ther. (Ed’s note: I seem to remember that Graham

Wiseman some years ago talked to me about a

similar scheme - well it does seem to work as long

as the weight is balanced)

The committee decided exceptionally that they

would allow a 3 flight supervised experiment to take

place above the club limit of 7 Kg. This would be to

check the effects of a large rotating mass at the

front of the model.

One further requirement was to obtain the necessary

CAA approval before the 3 trial flights, I would also

have to find out how to get this clearance from the

CAA to fly a model in the 7 to 20 Kg range in con-

trolled airspace. Without this clearance the flight

would be illegal and not covered by our BMFA insur-

ance.

(Editor’s note: Mike’s intention was to obtain a

model that met the maximum weight criteria, not

just get a model and fly come what may.

Our field in in the Gatwick Control Special Rules

Zone which extends from ground level to 2500

feet. The Civil Aviation Authority rules state that

a model aircraft in excess of 7kg needs air traffic

control authority to be flown in such zones. The

process for obtaining this was convoluted, com-

plicated and not well understood by BMFA but

Mike persisted - needless to say he received this

approval in writing. The process will be explained

in the S E Area BMFA Newsletter for the benefit of

other S E Area Clubs)

I originally had two Mick Reeves 80 inch span Hawker

Hurricanes. The first was an IC version and was grounded

after it became fuel soaked. The second was converted to

electric power and met its end when my new transmitter

battery failed on the third flight due to lack of capacity.

After 3 cycles it turned out to be only half the stated ca-

pacity.

I looked for a replacement Hurricane but Mick Reeves

was no longer producing this particular kit and the only

Models of a similar size were 7 Kg +. According to YT in-

ternational their revised ARTF Hawker Typhoon had a fly-

ing weight of 6.5 Kg (14.3 Lb). I decided that a Hawker

Typhoon would be an interesting way to go so I set about

purchasing one. This was not as easy as it sounds as YT

International only seem to buy stock once a year and of

course when I enquired it was out of stock! When the kit

finally arrived I was very impressed by the contents. The

fuselage was a beautiful fibre glass structure finished to

a very pleasing standard. The wings and tailplane were of

built up balsa and ply structure and also finished to a

pleasing standard.

Once I have finished designing the electric modifications I

should have this flying in a few weeks I thought. I de-

cided to use Electric retracts to save a bit of weight

and started the assembly. The 8s 5000 mAh hour

batteries were placed at the front of the cowl under

the motor. I was hoping that this would get the cg

close to were it was required and that the model

could be balanced by moving the rest of the equip-

ment around.

With construction finished the model was

assembled and the cg checked . It was a couple of

inches too far aft. The model also seemed rather

heavy but I was not going to worry about this until

I had the model balanced. Attempts to move the

battery forward proved that I had already got the

best solution so alternatives had to be sought. A

weight reduction of around 160 grams in the rear

fuselage might produce the desired cg but it was

not obvious how this could be achieved. It was no-

My Mick Reeves Hawker Hurricane My Mick Reeves Hawker Hurricane My Mick Reeves Hawker Hurricane

replacement replacement replacement --- by Mike Dykeby Mike Dykeby Mike Dyke

The 1/2 kg of nose weight

So to the field. I did all the necessary checks and ran

the model up to full throttle, beautifully smooth and

quiet. I did not fly as the wind direction was marginal

and I had told NATS (National Air Traffic Services) that

the flights would be supervised by a BMFA examiner i.e.

Norman. A little later with the wind light and Norman

available we went for it. The first attempt swung to the

left and had to be aborted as it would not change head-

ing. With the model pointing to the right and full right

rudder held the throttle was smoothly advanced and the

model took to the air. It was flown fairly gently and

smoothly. No adverse characteristics were noted only a

little pitch trim was required.

The model has an altitude limit of 400 ft applied by the

legislation and so apart from turns no pitching ma-

noeuvres were tried. It was felt that a lot of sky would

be needed as the first loop should be started from a

safe height.

A full aileron roll was completed. The roll rate was rea-

sonably scale like and so checks were carried out with

flaps and undercarriage extended. No trim changes

were noted 10% nose down elevator being mixed in for

full flap.

The approach seemed to be spot on but I probably got

a bit slow. The model started to drift due to the gentle

cross wind and so I had to correct to get on the centre

line just before the flare. The ailerons were pretty inef-

fective and so the wing tip became one of the three

points at touch down. The model ended up on its back.

No damage though so with an increase of rudder and

aileron travel and some improvements to the tailwheel

steering we are ready to try again.

A visit to the forums showed that

the over weight was quite severe

on the IC versions. It was claimed

that the minimum flying weight

was 8.17 Kg (18Lb) and the range

seemed to be 8.17 to 9.98 Kg (18

to 22 Lb ) depending on the scale

fidelity the builder choose. No one

had chosen the Mick Reeves

weight in front of the propeller

solution and so due to the cylinder

head it was difficult to get the bal-

last as far forward internally as my

LiPo solution on my electric version.

My thoughts for areas to investigate this winter to try

and meet the club 7 KG limit are the closed loop system

on the elevator and rudder. The wires currently go

down tubes and these could possibly be removed. I

have not seen tubes used in this way before. Norman

has kindly weighed his Brian Taylor designed tailplane

for me. It is only 0.15 Kg ( 0.34 Lb ) including the

weight of the rudder but is entirely different in its at-

tachment method to the fuselage. Brian Taylor design is

a one piece design and so does not have the weight of

Page 5 Issue 167

a tailplane joiner tube and the associated structural

strengthening in each tailplane half. I will be considering

building a new tailplane and rudder as part of the effort

to reduce the weight of the rear end. One ounce of

weight saved near the tailplane is three to four ounces of

ballast from in front of the propeller. The fin is part of

the fibre glass fuselage so I am not contemplating

changing the fin.

Are there reasons for having a weight limit?

I believe that there are. These reasons come in the same

category as the no gas turbines rule which basically re-

late to safety for a site were the public are close. We

consistently have models ending up on other peoples

property. So far no third party has been involved as far

as we know. However models have been lost so we do

not know if any damage has resulted. With the green

belt constantly under pressure more and more activities

appear in our neighbourhood. A disused airfield to fly on

would be handy! Limiting the weight might limit the

damage.

So we have an argument for a rule with a weight limit

with, perhaps, exceptions granted by the committee

where deemed to be appropriate - an area for future dis-

cussion?

Mike Dyke

IS IT ME???????

Estimated costs for HS2 have increased by £20 billon to £70

billion and they have not even started work yet, what will they

be when completed in 2026? If anyone believes they will

come out on budget they must be on something. Told you

so…….. Oh, and by the way the chief executive, Simon Kirby,

is on a salary of £750,000 p/a.

Tesco recently seemed surprised that plastic bag use had

dropped by 80% since the 5p charge was introduced - get

away? Well I suppose it tells you a lot about the retailer if they

thought their Christmas ads were clever……

Next time you drive into town for some shopping just reflect

that last year English Councils made a profit of nearly £700

million from parking, and they wonder why people don’t shop

on the High street.

University of the bleedin’ Obvious - A British Journal of Anaes-

thesia study found “Patients were 7% more likely to die in the

third of Hospitals with fewest staff compared with those with

the most”.

The “arts” are always bemoaning their lack of money, not

least the Royal Opera House - hardly surprising when they

paid their Artistic Director £539,323 last year.

Countryfile got more viewers than the X Factor - well I never?

The founder of facebook has named his first child Max, it’s a

girl. (short for Maxima, perhaps the 2nd one will be Minima?)

(Views expressed here are the editor’s not of FFRMFC)

The ap-

proach

seemed

to be

spot on...

Page 6 Issue 167

Committee and General Journal of Felbridge Flyers Radio Model Flying Club

Editor:

Norman Carter

Phone: 01342 327077

Email: felbridge.flyers@btconnect.com

Home page: www.felbridge-flyers.org

Current Committee:

Chairman – Norman Carter (01342 327077)

Secretary – Chris Searle (01342 325535)

Treasurer – Ian Stone (01342 870661)

Mem. Secretary – Mike Lippert (01342 328797)

Webmaster & BMFA rep – Stuart Willis (01293

402733)

Member – Bob Cutter (01342 713175)

Well the rain has been coming down relentlessly but the ex-

isting and new land drains are working keeping the strip use-

able. As I write this the temp is 15 degrees C, hopefully when

you read this it will be nearer zero to kill off these cold/flu

bugs.

The newly laid winter parking area is really excellent, you

barely get any mud on your tyres at all.

The new hinges we installed on the main gate have sagged a

bit so we will be realigning them.

When our Club shed was burnt down 3 years ago the flames

damaged the lower branches of the oak tree it was under.

Fungal growth has been noted so we will be lobbing a couple

of the affected branches. Until this has been done it would be

sensible not to walk under them. The tree surgeon has a 4 x

4 so we will carefully drive across so as not to damage the

surface, so if you do see some faint tracks don’t be alarmed.

The patio chairs we have are getting a bit past their prime. If

you use them do be aware that cracks are forming and they

may break. We will have to get some more. If anyone has

any serviceable but spare patio chairs can they bring them

along?

Got the lawn tractor started a few weeks ago, it helped to

fumigate the container.

Field Report Field Report Field Report