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    • Austin

      Dave Worrall

      By Austin, in News & Information,

      From Clive Needham
      It is with deep regret I have to announce the death of Dave Worrall.
      Dave has been fighting a blood disease for several years but managed to restart flying F3B when it became possible to use electric motors for launching.
      Dave was at the top of tree for many years with his own designed "plus" models for slope and thermal soaring and took part in several F3B World Championships the last being in Switzerland 2007. Taking the Bronze medal in 1983 England, Silver Medal 1985 Australia, narrowly missing the gold, was part of the team Gold in Australia that year and silver team in 1983 plus the same in 1987.
      He took part and won many contest both slope and thermal, taking part in the very first Radioglide at Pontefract Racecourse.
      As a qualified engineer working in the aerospace industry for most of his life, spending several years in Germany, he always took a measured technical approach to producing and flying model aircraft and will be sorely missed by his many friends..
       
      Regards;
      Clive.
      Image from F3B UK http://f3b-uk.blogspot.co.uk/

    • Earlier in the month Rick Lloyd lost his workshop to a devastating fire. This has bought production of the Tracker 100s and Claymore F3J to a halt, as all moulds, machinery, models etc. have been lost causing the cessation of business for LiteFlight UK, the only UK based moulded model manufacturer.
      The Tracker in particular has been a perennial feature of the 100s competition scene and the loss of this model could have a marked effect on this class. The Tracker is a brilliant sport/competition thermal soarer, as well as light wind slope model and has been many a pilot’s first moulded model.
      He has also been working long and hard to produce a competitive F3J/F5J model. The details of the Claymore are featured in the latest edition of RC Model World. Rick was well into the prototyping stage, with wings proven and fuselage and other components manufactured.
      It would be a shame to see all this work come to nothing. I hope the modelling community can come together and assist Rick in any way possible. 
      A discussion thread can be found on the forum using the link below. Update: Rick will now be starting again. See the topic below.

      If you would like to be involved and help in anyway, please take the time to post a response on the forum and support Rick.
      Let’s hope we can see these great projects literally rise from the ashes.
       

    • Once again it is my pleasure to collate an overall report for Radioglide, thanks to Alan Morton and Mike Fantham for the 100S and F3K reports. I hope my memory of events is correct, it was certainly a busy three days! Full results are available on the forum in their respective sections. Photos are either mine (F5J/F3J/Multi-launch) or Graham James (100S).
      Saturday
      F5J
      This increasing popular electric glider discipline attracted 12 competitors, I believe it was eight last year. The weather forecast predicted light winds, staying dry with an overcast sky, which was pretty much what we had. Despite the overcast the air felt warm and there was usable but fairly weak lift in every slot.
      Under the very able direction of Kevin Beale we got started, imagine my surprise when I checked the score sheet at the lunch break after four rounds to find that I was in the lead (but it wasn’t to last)!!
      We found that four minutes preparation time between slots was not quite enough so the computer timing programme was often paused.
      Another four rounds were flown after lunch and a dropped score came in to play. Following the weak lift downwind over the 100S field was the way to go and there were some squeaky final glides back but as the wind was light it looked more marginal than they actually were, most gliders making it back to the landing tape for a perfect landing.
      The majority of launches were around the 170-180 metre mark but a slot in Round 7 had everyone launching to a circling red kite at about 100 metres, this did not work well for me but it was a gamble that was worth taking.
      An amusing moment was timing for Dave East who did a lovely landing on the end of the tape, ‘100 points’ he announced, ‘I’ll give you 50’ says me with a chuckle, it’s easy to get confused!
      Models used were Maxas, Xplorers, Shadows, Tragi Clusters, an Ava and my Ray X on its second competition outing. The Ray X is a very stable model that ignores my overcontrolling flying style!!
      So…who won? In first place was Colin Paddon, second was Dave East and third was Peter Allen.
      Thanks to Kevin Beale for a smoothly run competition and a very enjoyable day out.
      F5J Results

      100S
      Report from Alan Morton
      The 100s Radioglide competition took place on Saturday 23rd May 2015 I was CD for the day but had help from Graham James and Robin Sleight as well as my usual team mates, so not much left for me to do!
      We had the usual 5 rounds and 2 fly-offs and the day was enjoyable with light lift in a cool breeze. 11 of us flew most of which attend the regular Mike Lucas 100 inch competitions. The air was up and down as were the scores, I started with 2 bad scores but then came back to 4th and into the fly-off, others started well and lost out later on. Graham James flew very well throughout the comp and finished in top position before entering the fly-off. Kevin also flew well during the rounds and only lost out to Graham in round 2.
      John Shenstone was defending his title from last year and put on a good show finishing 3rd in the rounds.
      So into the fly off went Graham, Kevin, John and Alan. The round before was nothing special so with a 12 minute slot I was not going to rush, I decided to wait until someone else tested the air. Kevin had other ideas and launched on the buzzer. My mistake, he went straight into lift, I launched and was also in lift but now trailing his score. John had also launched early and Graham had waited with me. I was doing ok and Kevin was losing out, I continued to do well and Kevin continued to drop. With 5 or so minutes left he was very low and I was very high, I was confident that the only pilot threatening me now was John who was not as high as myself. Kevin however had other ideas, he held on at low level for the rest of the slot to win the 1000 points, unbelievable.
      The second slot started and we all launched simultaneously, I did manage to win by 1 second but we all flew it out so the positions didn’t change.
      A successful days flying and a well-deserved win from Kevin.
      RG-2015-100s-Results

      Kevin Newitt 100s Winner 2015
      Radioglide 2015 100S Fly-off pilots. Alan Morton, Graham James,John Shenstone and Kevin Newitt 
      Sunday
      Multi-launch
      The forecast for Sunday was not so good, similar to the previous day but with a promise of rain showers and possibly even the whole afternoon being affected by prolonged rain. There were some showers while we were setting up and one half-hour downpour which produced a natural lunch break but generally it stayed dry and we managed to complete four rounds.
      There were 18 competitors this year, over double the number for last year which was low due to the clash with F3J happening the same day.
      The mixture of launch types appeared to be roughly two-thirds using winches, a third flying electric models and one DLG flown by Maria Freeman (a fourth third?!).
      Tudor Farm has a large population of red kites and buzzards and they have become quite used to us invading their space and were very useful allies in enabling most slots to be flown out.
      Four preliminary rounds were flown, followed by a two-round fly-off. The top three were Peter Allen first (also best winch launched pilot), Graham Wicks second and Cengiz Philcox third. Kevin Beale was best placed electric glider in fourth (notable for the fact that he was flying an own-design prototype machine) with myself in eight place, which I was quite pleased with.
      Thanks to the joint team of Robin Sleight (CD) and Graham James/Peter Mitchell (chief number crunchers!) for a smooth competition.
      The field ropes were reset for the expected wind direction for Monday’s F3J competition. A planned EGM was held on the field after flying to formalise the proposed new arrangement of holding the BARCS AGM at Radioglide instead of at Oadby in December, this was carried unanimously.
      Peter Allen Radioglide 2015 Multilaunch Winner
      Monday
      F3J
      Up with the larks and back to Tudor Farm for the last day of Radioglide for the F3J competition (also a BMFA League Event and part of the British team selection for 2016). Weather was set to be the best day of the three, overcast sky again but fairly warm with a stiff breeze at times, plenty of lift available. 23 competitors rigged and set out their winches, with the competition starting just after 10 o’clock after a briefing from the CD, Sydney Lenssen.
      There was good lift available, marked by many birds, and like Saturday’s F5J, the best technique for staying airborne was to follow it downwind. This led to some very low landing approaches. Colin Boorman won a special prize for putting his Shadow in a tree trying to glide home, twice!!
      A two-round fly-off was held after five preliminary rounds with Neil Jones, Colin Paddon and Peter Allen taking the top three positions. At one stage I was fifth but dropped to tenth after having to relaunch in Round 7, still pleased though.
      My thanks to Sydney and team.
      Radioglide-F3J-2015-Overall-Results.xlsx
      Radioglide-F3J-Fly-off-Results.xlsx

      Colin Paddon Radioglide 2015 F3J Winner
      F3K
      Report from Mike Fantham.
      Ten pilots took part in the F3K contest on Monday 25th in conditions which varied from sunny and almost calm with strong lift to cloudy with a cool breeze and virtually no lift.
      The CD, Hayley Styche, had chosen tasks with the emphasis on fast ‘turn-arounds’, where a pilot needs to land at precisely the right moment and re-launch as quickly as possible.
      In the ‘Best 5 flights’ task, flown to a two minute max in a ten minute slot, Richard Swindells (the eventual winner) made 9:46 in what were less than ideal conditions. That’s an average of over 1:57 per flight – and remember he has to re-launch four times in the ten minutes! F3J was being flown at the same time as F3K and the ‘big’ models were often sharing the lift with us and the local Red Kites and Buzzards.
      As the start of my slot of ‘Last flight only’ was being counted down, a stack of Kites and F3J models was coming right at us in lift. I looked at the well-marked thermal and picked my spot. I launched on the hooter and was soon climbing rapidly in the core of the lift. The task here is to score over 5 minutes on your last launch of the slot. Three of us achieved the ideal solution in that slot – do 5 minutes on your first launch and make that your last one too! Sadly that was my only ‘ten minutes of fame’ and I returned to my normal form for the other rounds….
      GBR Team Members Richard Swindells and Michael Stern came out on top with the Team reserve, Darius Zibikas in third. (Our third Team Member, Simon Jones, couldn’t make this event.)
      In only his second F3K contest, Carlos De Santos was fourth – a man to watch for in the future.
      It was a good contest in interesting conditions – thanks go to the BARCS committee for organising Radioglide and to Hayley Styche for getting us through ten rounds in smooth style.
      F3K Results
      A good launch sequence and model-on-approach shot by Vytautus Zibikas of brother, third-placing Darius Zibikas and his model. The model is the Lithuanian Stream, flown by the Zibikas Brothers from that country. Richard Swindells markets this model in the UK and also won the event flying one.
      THANKS TO CD'S AND ORGANISERS
      Would like to finish by thanking all the organisers and CD’s on behalf of the competitors, apologies if I missed anyone, it was a bit of a blur!!
      Overall it was a great weekend, lots of flying to be had, great camaraderie and banter. Congratulations to all competitors and in particular to Russell Mexome who took the Lilienthal Trophy for his first Radioglide and Peter Allen who took the Victor Ludorum for top placings in three events.
      On a personal note I was very encouraged by my half-time F5J result, still very much learning the ropes and benefited again from sage and calming spotting advice from Chas Dunster, the phrase ‘you can do this!’ works wonders.
      Slightly off-topic but something I’d like to add is that I rechecked my glider set-ups after the competition as I was not convinced that the poor handling I was seeing was all down to my fingers, sure enough the centre of gravities were too far aft and some of the control settings were way too sensitive. ‘Get there but get there smoothly’ I read recently (Mark Drela possibly), very true and I’ll try to keep that thought in my head.
      Cheers
      Gary Binnie

    • EGM at Radioglide 2015

      By Austin, in BARCS,

      The EGM as advised by the 2015 BARCS Bulletin 2, on the subject of altering that date of the AGM from December to the Radioglide week end, will take place on the F5J field at Edgecott on Saturday 23 May, 2015 after the completion of flying on that day.

    • Soarer Magazine

      By Austin, in BARCS,

      Our praise and thanks goes to Gary Binnie who undertaking the task of digitalizing the Soarer Magazines we used to send out to members on a monthly basis.
      If you click here you will be redirected to all the available issues so far. Feel free to view or download them.

    • Control and Stability

      By Gary B, in Articles,

      It has been a while since I wrote an article for the website and I’m in the mood so here goes!
      Although I’m not a BMFA instructor I do teach club members occasionally using a buddy lead and give a limited amount of theory to help them understand how models fly (too much glazes their eyes over!).
      It is understandable that beginners have very little knowledge of the theory of flight but it is sometimes surprising that experienced model flyers also have a limited knowledge.
      In a former life I was a full-time gliding instructor as part of the Joint Services Adventurous Training organisation, we took soldiers, sailors and airmen with no prior flying experience and aimed to send them solo on aerotow after four or five days intensive coaching.

      If I was instructing (as opposed to running the course or flying the tugs and motor-gliders) I would be given a group of four people and ‘nurture’ them through the week. On the first day of the course they would all be flown in the motor-glider (Grob 109B) and given an hour instruction purely on the effects of controls with most of the course members being able to fly straight and level and carry out medium banked turns by the end of the lesson.
      The motor-glider lesson was often preceded by a short blackboard briefing and use of the hands to simulate aircraft movements!
      What we taught was quite basic but fundamental, particularly the standard terminology that we used, it also applies to model aircraft.
      So…what did we talk about? The very first lesson was ‘effects of controls’, quite simple and most people got this straight away. Text in speech marks was the standard ‘patter’ (in-flight commentary) that we used, key words are in bold.

      Primary effects:
      Elevator
      ‘The effect of the elevator is to control the aircraft in pitch, it pitches the nose up or down, it changes the attitude and the speed.’ Demonstrated by moving the stick forward and seeing the horizon position change and the speed increasing then stick back to slow down to the stall which involved a ‘nose drop’ showing that the elevator won’t always raise the nose.
      Ailerons
      ‘The primary effect of the ailerons is to roll the aircraft to a bank angle’. Demonstrated by moving the stick to left or right and seeing the response.
      Rudder
      ‘The primary effect of rudder is to yaw the aircraft’. Demonstrated by applying rudder one way or the other and seeing the response.
      Secondary effects:
      There were always a few puzzled looks when we explained that two of the controls had secondary effects!
       Ailerons
      ‘The secondary effect of ailerons is to yaw the aircraft’. Demonstrated by holding the rudder central and moving the stick from side to side which produced a yaw in the opposite direction to the roll (adverse yaw). Explained very briefly by stating that the down going aileron produces more lift but also more drag, like having a little man on the wing tip pulling it back! We cheated in the first aileron demo by applying rudder to mask the effect.
      Rudder
      ‘The secondary effect of rudder is to roll the aircraft.’ Demonstrated by holding the stick central and applying rudder, the glider would yaw then roll. Again we cheated in the first rudder demo by using opposite aileron to stop the roll. Some students did notice this cheating going on!
      By the end of the first day the ‘studes’ had a good grounding of the effects of controls and the standard terminology (pitch, roll and yaw).
      Stability
      On these basic courses we did not go much further with theory but for advanced courses (Bronze ‘C’ badge level) the knowledge requirement was more in depth but still simple enough to understand.
      The axes were introduced (normal, lateral and longitudinal) and stability features were explained. Other concepts such as differential aileron design and washout were also taught.
      The answers were often squeezed out of the students by firing questions at them, i.e. ‘what gives stability in pitch?’
      We would fill out a table on the blackboard which I have reproduced below:
      table.tableizer-table { border: 1px solid #CCC; font-family: Arial, Helvetica, sans-serif; font-size: 12px; } .tableizer-table td { padding: 4px; margin: 3px; border: 1px solid #ccc; } .tableizer-table th { background-color: #4297C9; color: #FFF; font-weight: bold; }
      Control Axis Primary Effect Secondary Effect Stability Elevator Lateral Pitch None Tailplane Ailerons Longitudinal Roll Yaw Dihedral Rudder Normal Yaw Roll Fin I always thought that time spent on this subject was important, it can certainly help us modellers to understand how our gliders behave.
      The ultimate use of this is understanding what is happening in a side slip manoeuvre, yaw is applied with the rudder to change the angle of the fuselage for more drag, opposite aileron is applied to stop the secondary effect (roll) of the rudder to keep the wings level  and elevator is used to maintain a constant pitch attitude. I've always wanted to try this with a radio-controlled model but I would have the disadvantage of not sitting in the cockpit to see what is going on!
      Cheers
      Gary Binnie

    • Model Glider weight and balance

      By Gary B, in Articles,

      Hi folks, I was asked to write an article on a method of weighing large model gliders after I wrote a short ‘how to’ on RC Groups, so here it is!!
      Introduction:
      My background is 20 plus years service in the Royal Air Force as an airframe engineer and a lifelong aeromodeller, I currently work in Formula 1 aerodynamics. During my military service I took up full-size gliding as a hobby, became an instructor and tug pilot but perhaps more relevant to this article I applied my aircraft engineering knowledge to maintaining club gliders as a volunteer inspector. Later I took up a full time post as a gliding instructor/tug pilot/engineer for four years (it got me away from the ‘fast jets’ and there are worse jobs!!).
      I have a couple of 4 metre span model gliders and recently I refitted one with new radio gear and battery. Realising that I needed to check the centre of gravity (abbreviated to c.g. from now on) I had two choices, lift it on my finger tips in the traditional way or buy one of those neat but relatively expensive balancing rigs.
      A third choice came to me, why not try and weigh it like I used to weigh the full-size gliders? It was a wet afternoon so I tried it and it worked!!
      The importance of the centre of gravity position:
      I would think that model pilots and builders reading this will already know about the importance of the c.g. (some people call it the ‘balance point’ and they are technically correct) and may have found out the hard way but others may not so I thought I would add a few words on the importance of the c.g..
      All full-size gliders have a range of the c.g. for flight to allow for different weight pilots and the addition of water ballast in the wings and tail fin (vertical stabilizer) where it is used.
      Model kit manufacturers usually give a set position or also a range, like the full-size.
      Let’s look at the effects in flight of various positions of the c.g., they are the same for both models and full-size (ever seen ‘Flight of the Phoenix?!!).
      Forward c.g.:
      A c.g. close to the forward limit (or beyond it!) i.e. nose heavy will have the following main effects:
      Ineffective elevator with slow control response in pitch, may not ‘flare’ out after the landing approach unless carrying extra speed! Reluctance to stall or spin (you may be looking for this characteristic though). Difficult to slow down and trim to a normal gliding speed. Aft or rearwards c.g.:
      A c.g. close to the rear limit (or beyond it!) i.e. tail heavy will have the following main effects:
      Very effective elevator, ‘twitchy’ or uncontrollable in pitch. Worse at higher speeds on aerotow. Prone to stalling/spinning. Unable to trim for higher speeds. Gary waiting to be aerotowed.
      Full-size glider weight and balance:
      It is obviously important that full-size gliders are weighed accurately to determine the empty c.g. (calculations are done afterwards to determine the minimum and maximum cockpit weight) and, not so obviously, to determine the weight of ‘non-lifting’ parts for structural strength/load factor reasons (wing bending loads).
      Gliders are generally weighed when they are new and after repairs/repainting. National regulations apply. They are also sometimes weighed with the pilots on competition grids to make sure that they are not overloaded!! Once they are weighed a sheet is completed for the logbook and a placard fitted in the cockpit with the loading limitations.
      The process of weighing a full-size glider involves weighing all the components separately (fuselage, wings and tailplane) then rigging it and weighing it as a complete machine.
      Before the advent of electronic scales large spring balances were used (and probably still might be at some establishments!), the difference being the accuracy and ease of weighing a glider on top of scales rather than slinging it from above by the hangar roof beams or small cranes. Modern glider factories have load cells set into the floor, even easier.
      The glider is placed in the flying attitude using an inclinometer, datum lines are drawn using chalk on the floor and distance measurements are taken (or are sometimes given by the manufacturer). These distances (the ‘moment arms’) are combined with the measured weights to work out the c.g..
      For more on the subject of full-size glider weighing here is a link to the British Gliding Association procedure:
      Gary enjoying some full size Gliding
      Garry Binnie

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