CHRISTCHURCH MODEL AERO CLUB (INC)cmac.synthasite.com/resources/Torque/2017/Torque145-0117.pdfLynn was in with a chance but as the scores show accuracy is the name of the game, he

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If undelivered please return to P.O. Box 14115 Christchurch Airport

CHRISTCHURCH MODEL AERO CLUB (INC)

January 2017

CHRISTCHURCH MODEL AERO CLUB EXECUTIVE 2016 / 17

President. Grahame Hart 6B Middlepark Road. Upper Riccarton. ([email protected] )

021 726367

Secretary. Ian Harvey 55A Lockheed Rd, Upper Riccarton. ([email protected])

348 8206

Treasurer. Trevor Henderson 82 Rose St., Spreydon. ( [email protected] ) 337 1091

Recording Officer Gary Burrows 42 Santa Maria Ave, Mt Pleasant. ( [email protected] ) 384 0994

R/C Power. Graham Moffat [email protected] 341 5455

R/C Glider. Paul Chisholm 66 Cairnbrae Drive, Prebbelton. ([email protected]) 2600928

Free Flight. Dave Jackson 2 St Pauls Place, Burwood. ([email protected]) 960 2290 021 526187

Vintage Lynn Rodway 29 Maple Place, Rangiora ([email protected]) (03)3134063 027 3134069

Indoor./ control line Contact Bill Long for info 322 7202

Web Master Mark Venter 30 Manor Place, Bryndwr ( [email protected] ) 351 6193

"Torque" Editor Gary Burrows 42 Santa Maria Ave, Mt Pleasant. ( [email protected] ) 384 0994

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The prez sez

Junior / Junior = under 18 Junior = 18 to 60 Senior = 60 to 80 Senior / Senior = 80+ Club perceived age / knowledge

Compliments of the season to you all, it is hard to believe that the end of January is nearly here and another year is well on its way. The weather has been a bit up and down (pardon the pun) with wind being the main feature, perhaps Summer has not settled just yet and it may get a little better in Feb-ruary/March. The winds have certainly dried the flying fields out and the farmer has not being carrying a lot of stock in the paddocks, although there is a bit of green grass at the bottom, there is a lot of tall grass that could ignite very easily so please take care when flying. The track closest to the fence line is starting to form nicely , please ensure that you use that track so that the one further into the paddock can start to recover Congratulations to the CMAC members that went to the Nationals, it is always good to have the club represented. I look forward to seeing you all at the field in 2017, have a great year. Grahame Hart

Fire danger Its that time of the year again and the signs are all there “long dry grass” “hot days” “windy” Lets be very careful while flying and cause no problems that could cause a fire. Also be prepared by carrying the ability to put one out if possible

NOTICES CLUB AGM AND PRIZE GIVING IS 7TH march 1930HRS AT CONDELL

AVE CRICKET CLUB ROOMS All nominations for committee and remits to the secretary no later than 20th

February (so they can get in the February Torque) All trophies to be engraved / polished and returned to the recording officer

ASAP

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One of our original members, not many left now!!!!!

Hanger 9 ASW 20 ready to go in Blenheim next weekend. Pilot (Ian Harvey) looks somewhat apprehensive after recent events. ( The colour of the beard shows that aging can happen pretty quickly Ian OBGGGGG)

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Tomboy 4th December 2016 “the last of the year” 2, ,4, 6, 8, 10.

What a great contest to finish the year, the weather was just perfect, an even balance of models this time with 3 36” (1 electric and 2 diesels )and 4 48” (2 diesel 2 electric) TBs and great camaraderie. Also out of the ashes came our long lost Ashley Glubb returning to the fold after a long absence (unfortunately for Ashley it had consequences) as we will elaborate on later. Did I mention the weather, overcast, a dying southerly, lift getting better by the hour and all flying completed in time for the last BBQ of the year. As you will see from the results the competition was tough with the maximum possible score of 1900 being nearly achieved by 3 pilots (within 100) Most elected to use count down watches to achieve their desired time, with most starting with the 2 minute flight and finishing with the 10 minute flight, which was the right choice con-sidering the improving conditions. The addition of landing bonus (20) for those landing inside the 30 meter diameter circle caused some to miss out on what was a easy 100 point bonus. Some who had eye sight problems due forgetting their sunglasses and using OBGGGGG’s kindly offered ones, reckoned that they showed the model was closer to the circle than was actual (a likely story) right JD. The winner was Stu Grant with his 48” electric (recovering from his last unfortunate out-ing when he made the wrong choice to come out of lift, NOT this time) Second placing after redressing of the “Consequence” was Dave Jackson and his 36” MP Jet powered TB (the only one to score all his landings) just shows you the weather was very good. Third Old “Top Dog” Dunstan who missed some of his landings but still managed over 1800 probably caused by all that hard work at home laying his new deck so he was tired!!! Lynn was in with a chance but as the scores show accuracy is the name of the game, he paid the penalty by over flying the time on 2 flights. The Ashley Glubb Consequence. Ashley has returned to the fold after several years away from the Tomboy gaggle, in the old days he was the man to beat with his superbly built 36” electric Tomboy and I must say that it was a pleasure to see him back. But unfortunately Ashley has not kept up with the changing scene and rules and his exceptional results in this competition led the contest director to request his model to be weighed as it appeared to be a smidgen light. As there were no scales on the field the CD asked Ashley to verify that the weight was 12 ounces as he maintained it was, but as he is used to measuring things in grams he would undertake the verification at home. A phone call later that afternoon from a very apolo-getic “honest Ashley” revealed that had got his numbers all wrong ( he was using 21grams equals one ounce when it should have been 28.4grams equals one ounce) this meant that his model was just over 9 ounces (6oz / SF wing loading) so with regret I, the CD, have relegated him to last (note I didn’t disqualify him in the spirit of Xmas and the fact that he is back on the TB scene is a very good positive) Big Hearted OBGGGGG

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Ashley, Under training Timer, Younger than me, stressed out Dunstan, his Twin was win-ning until “ The Consequence”

And the winner was Stu Grant

Good to see you back Ashley.

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Competitor model 2 minute (120)

4 minute (240)

6 minute (360)

8 minute (480)

10 minute (600)

TOTAL

Grant 48E Actual time 121 240 361 476 593

corrected Time 119 240 359 476 593 Landing 20 20 20 0 20 Score 139 260 379 476 613 1867

Jackson 36D Actual time 121 237 356 477 552


Dunstan 48E Actual time 112 236 359 476 565


Rodway 48D Actual time 119 246 349 514 559


Morse 48D Actual time 116 253 241 380 307


Beresford 36D Actual time 123 243 255 308 355


Glubb 36E Actual time 120 239 326 482 600.


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Free flight by departing dave jackson 7 January

CLG

Rachael 43,35,48,31,28,43 Total 228

Lynn 27,60,46,12,16,37 Total 198

Dave 25,35,34,10,60,16 Total 180

A1

Dave 68,88,120,120,91 Total 487

Lynn 60,120,120,48,55 Total 403

(Beaten again by Daughter !!!!!! you must be either getting old, kind hearted or maturing!!!! OBGGGGG)

Not just me but Lynn too! That 6” CLG flies far better than it should and Rachael can fly it better than I can as well!

As she gets bigger she can pull the rubber further and is getting better times now. Both Lynn and I had a couple of flights launched into great air but spiraling in due to bad

trim. Not fair getting a great launch into the middle of a thermal only to be down in 10 seconds!

15 January TLG Dave Jackson 38 , 60, 35, 57, 60, 60 total 310

Was fairly easy picking lift – the 35 and 57 second flights were short DT’s – the 57 sec flight DTing at 40 secs with the descent from about 150m.

A bit breezy – wind initially from the NW then moved around to the South – approximate 10kph (5 knots) – 15kph (8 knots) confirmed by OBGGGGG who rang the weather station sev-eral times. The lulls which lasted for about 10secs pretty much were thermals every time. Fairly easy for TLG but a bit risky for anything bigger. Two of my sub max flights were due to far too conservative DT settings so the model didn’t go into the trees. Should have been 5 maxes J.

Hi All It is with great sadness that I write this letter resigning the Jackson family from the Christchurch Model Airplane Club. Rachael, Joanne and myself are moving to Whangarei in the North, joyous that we can be closer to family, but saddened at leaving many in Christchurch. I have enjoyed the friendship and camaraderie immensely - the space left will be impossible to fill. Rachael and I have enjoyed participating in CMAC activities and will miss doing so. We wish the club continued success and hope to continue to remain in touch in the fu-ture. Regards The Jackson Family

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Ian henry As you probably are all ready aware that our old respected life member has wandered off after his last fly away model to that place where his other old mates are enjoying the perfect fly-ing conditions that did not always exist on our flying field. I’m quite sure that Ian will be extolling the virtues of the American free flight models to one and all including the original designers of the models he so loved to fly. Ian had a varied career with the emphasis on aviation in particular the manufacture of wooden props for the “build it your self brigade” and they were so good that there are a good many ( those who have not broken due landing mishaps ) are still in use. When Ian gave up the manufacture, the business was taken over by another ex Christchurch club member Merv Thompson. Ian will be remembered for his enthusiasm and varied designs that he flew ( mostly American of course) He always arrived at the field with a bunch of models and flew them all (some times the odd fence stopped further flights). He always welcomed visitors at home in later years for a chat about all things aviation. He will be missed.

The Indoor report for the 8th January. Sad day to say the least, this was Dave’s last day flying with us. He has been an inspira-tion adding greatly to the club’s indoor scene. Adding to this he couldn’t fly because all his models suffered Hanger rash due to Dave’s enthusiast driving to the hall.

Lesson one keep your models well belted in if you are in a hurry when travelling to fly Indoor. Often damage is done by Pussy Cats or just careless handling. We will miss you Dave but it will be worth it if you can start up regular meetings up north.

As there was no N.D.C. for January we were flying whatever models we chose to. Kay was using an open tissue model which was in fact an F.1.L. that was under weight but it wasn't working well due to wrong motor sizes. Nev again was using his Hanger Rat, it was flying very well again but like Kay he is still looking for that right combination of model and motor. I flew my F.1.L. over powering the first flight bashing the ceiling with the second flight being just right. And as they say that was it. The next meeting is on the 12th February.

Wanted someone open to the challenge of flying indoor free flight.

Hanger Rat would be a good start free tutorial given

(WE ARE THE BEST IN THE COUNTRY YOU KNOW.)

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A XP -3 Experimental Pusher Version 3 (Ben Shearshaw design as shown in the 1937 Frank Zaic year book) model by one of our overseas readers of Torque. I first picked up on the fact that Lumir had built one after looking at Franny Brodigan’s version on build log. Frannys one was electric and to my eye it was not a exact copy of the published plan which Franny admits that she did her version which was a combination between RC 1 and XP-3 In the build log Lumir filed a comment that he was also building one and sub-sequently I saw the UTUBE video of both Lumir and Franny’s flying both very successful to only to receive out of the blue this photo of Lumir’s XP-3 small world isn't it!!! https://youtu.be/YmZaWb_y01U

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Soaring report – IAN HARVEY F5J – 21 Jan 2017 Seven fliers fronted up on Saturday morning (6 competed) for this inaugural CMAC event. Many were unsure of how the electric soaring event would run, especially since scoring was based on three factors – flight time in a 10 min working time envelope, landing score and a record of the height when the motor run was terminated. Only one motor run was permissible with a max run time of 30 sec. So the lower altitude the motor is cut, the higher score is allot-ted. With some ALES switches that are available, F5J is simply selected when plugged into your computer before the contest from a list of programmes and then the device records the height where the motor was cut for each flight; restoring to zero when switched off between flights (Aerobtec Altis v4+ seem to be the standard one used) . When the flight has finished, you just open the canopy and give the height read-out to the scorer along with the flight time and landing points. Some ALES switches need to be plugged into a hand-held reader, which is a little less convenient. So, it’s much like F3J; man on man in rounds but without the tow-men (or winches) and zooming launches. There are a few other rules like penalties for launching over 200m and over-flying the time etc that are just normal soaring ones. A dummy round saw everyone agree that it’s not too hard at all, in fact – quite simple. One can use any type of electric soarer. On Saturday, these ranged from a simple Radian, two light-weight floater types to full house F3J wings on motorized fuz’es. All, if flown right, were competitive. Four rounds saw Scott come out on top with some precision flying of his Maxa with Dave second, also with a Maxa and Peter third flying a Vladamir Ava, with John Shaw flying a Maxa next then Sean McCurrie with a 3m German floater model (he couldn’t remember the name) and Ian flying his foam Radian. Then there was a top 3 man fly-off of 15 min duration. This was very interesting, with Peter working lift all over the sky to out-flying Scott and Dave and take the win. The club is keen to see this simple yet enjoyable contest flourish and are planning on holding more in the near future. Watch this space and if you have a suitable model, make sure you procure a good ALES switch and come and have some fun. The only complicated aspect seems to be that a computer programme is required to calculate the scores. These days, that should not be a problem. Also we had a CD (compact disc) as the CD (contest director) – automatically giving the preparation and working times, but this can be called verbally on the field if necessary. Annoy-ingly, the disc we used on Saturday was 2 seconds out after 10 min which made count-downs to landings a bit fraught

Place Name Score P’centage Rnd 1 Rnd 2 Rnd 3 Rnd 4

1 Scott Chisholm 3975 100 1000 975 1000 1000

2 Dave Griffin 3515 88 1000 880 1000 634

3 Peter France 3176 79 283 1000 892 1000

4 John Shaw 3114 78 964 1000 923 226

5 Sean McCurrie 2839 71 876 712 629 621

6 Ian Harvey 2482 62 958 713 378 433

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Place Name Score

1 Peter 1000

2 Scott 957

3 Dave 859

Top 3 Fly off

Left to right – Scott, John, Dave, Peter and Ian (Sean went off flying quads)

Dave Griffin is all concentration

Sean McCurrie and Ian Harvey watching out for seagulls

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A BRIEF OVERVIEW OF STRUCTURES FOR OUR FLYING MODELS, by BIG T. Yes, we have come a very long way when it comes to constructing our model aircraft- we now have available for use fibreglass cloth, carbon fibre, kevlar, polyester resin, and epoxy; and there are bound to be others that I am not familiar with. Each of course has its own peculiarities and with it has its own learning curve. Aside from the structural improvements that can be made with 'new' technology there of course inherent problems, and sadly, if used for the wrong reason can, will in fact induce stress points that will lead to failure. Lets consider the trend to the use of fibreglass/carbon, and polyester/epoxy........from my point of view this trend appeared around the early 70's and for me meant building lighter, but stronger team race models- talk to me or Bill Long sometime on the views we had of trying to attain maximum acceleration with our models- lightweight and super strong were then the 'buzz' words. We were then able to use thinner balsa for our wings, got rid of plywood for reinforcing high stressed areas- and replace whatever we could with fibreglass cloth and initially polyester resin. Polyester resin was terrible stuff with an offensive smell and cured in the mixing pot producing a very high temperature. We used 3/4 ounce per square metre fibreglass cloth to strengthen the wing, plus also filled the grain, and 2 ounce per square metre for all the high stressed areas. Wing to fuselage junctions plus undercarriage mount areas were areas where the thicker glass was used and generally didn't fail. The other problem with polyester was that it had a wax content that was there, as I understand it- to help the cure process. Then along came carbon fibre and epoxy- even lighter and at least the epoxy didn't have the smell of the polyester, and had a greater cure time. The learning curve then had to start all over again....what brand of epoxy to use, where to get thin carbon fibre cloth, mixing ratios of epoxy, and the correct ratio of epoxy/carbon cloth. But perseverance paid off and we managed to solve all these problems- but it took time! Many used WEST epoxy systems and I (to be different) used CIBA GEIGY, known as ARALDITE and although I have used both still revert back to Araldite- no, not the product you buy from the local shop, but a high tech product available from a local specialist supplier. Both brands have a variety of 'special' products and each made for a high specification use. Lets talk about problems of using high tech products: One assumes that the use of carbon fibre and epoxy, especially in high load areas, eg wings and tailplanes will make those components stronger- yes, it will PROVIDING no stress points are induced. A wing, for example operates with both tension and compression surfaces and both interact quite differently during flight....especially in turns and whilst the tension side is stressed, it is not uncommon for the compression side to 'crumple' especially around the wing/ fuselage junction. It can be advantageous for a wing to flex, and many of us have found that too rigid a wing will certainly fail, and at times that can occur even on landing. Personally I use carbon fibre rovings in all my model work- this I import in large bob-bins from Australia, and find that the rovings are suitable for both wing construction, and also for use as the ' structural component when I make the pylon propellers.......the resin is very good and only serves to hold the rovings together for the strength.

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Pylon racers having fun !!!!

Ah how thoughtful darling ….. Some more wood for the fireplace

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“Boss Hog” admiring something beautiful “my new heli didn’t crash” !!!!! Happiness

Praying that son doesn’t see me crash !!!

Still in one piece after all those years, which is more than can be said for the above fliers !!!!! The model I mean.

15 January photos by dave Jackson

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Roy Gunner after a successful day with his new electric R/C models

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Weather Station Phone Number 021 02943562

Operating times Monday to Friday 0700—1300hrs and 1400—1700hrs Saturday and Sunday 0700—1600hrs

Editorial Manure. # 145, many more to come

I have just been reading a rant (no that isn’t what it was ) about the very fast chang-ing scene in the way we buy our materials to continue our hobby. The dissertation was bought about by those big stores in the USA having to become very much online sales orientated (costing jobs) to stay in business (profitably of course) and all the associated costs of trying to compete with Amazon, Chinese, selling on line. Here is the email address of Atlanta Hobby and Cliff Whitney who put it together in his news letter, go to atlantahobby.com and sign up for the news letter, (if you like I can forward the news letter to you, just ask ) It would seem that there are a lot of people who backed the Trump band wagon on getting back to profitability forgetting that Amazon (who is trying to grab the market from everyone is a USA company )

It is with regret that I have been advised that one of our stalwart modelers is leaving us on the mainland for Whangarei, not because he wanted to but “Southern No Re-sponse’ wore him down. We will miss you Dave and your photos (great camera) don’t put in to many times in NDC as we don’t want to lose the top spot (which of course you had a lot to do with our performance as a club) which also means that we need a new Free Flight committee man.

The AGM is coming sooner that expected due the requirement by the NZMAA to have your subs paid no later than the 31st of March otherwise from that date you are insured ( if you have paid) or not (if you haven’t paid) There is no leeway due the insurance companies tightening up.

It is good to see that there is an effort to rejuvenate the soaring scene with the F5J event just held (see report) and if you are a member of Christchurch Soar ([email protected]) there is and article by Scott Chisholm on how there is a move to promote it.

OBGGGGG

Facts you should be aware of During a lifetime the average person eats about 35 tones of food ( What if you are

above or below average — check your visual shape!!!!) Eighty per cent of the human brain is water (or at this time of the year, Xmas, alco-

hol) The average human body contains enough fat to make 7 bars of soap (my body

could make 8 OBGGGGG)

The human heart beats 100,000 times a day (not sure if that applies to pylon mod-elers while flying, probably 100,000 beats per race/crash !!!)

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February 2017 7 FF P30

February 2017 8 FF Open Rubber

February 2017 9 FF Open Power

February 2017 10 FF FAI F1A Glider

February 2017 11 FF 1/2 A Power

February 2017 59 SOAR Thermal A (Open)

February 2017 60 SOAR Thermal H (2 Metre Glider)

February 2017 61 SOAR ALES 123 Class N

February 2017 62 SOAR X5J Unlimited Class O

February 2017 97 VINT FF Vintage Power Duration

February 2017 98 VINT FF Nostalgia Power Duration

February 2017 99 VINT FF Nostalgia Rubber Duration

February 2017 100 VINT FF Classic Rubber Duration

February 2017 101 VINT RC Vintage 1/2A Texaco

February 2017 102 VINT RC Vintage E Rubber Texaco

February 2017 103 VINT RC Classical IC Duration

NDC events for February

4-Feb-17 Saturday 1300 -1600hrs Pylon Willows 5-Feb-17 Sunday 0900—1200hrs NDC Events Willows

11-Feb-17 Saturday 0900—1200hrs Soaring NDC Events Willows

12-Feb-17 Sunday 1300 -1500hrs Indoor NDC Events Templeton

18-Feb-17 Saturday 1300 -1600hrs Pylon Willows

19-Feb-17 Sunday 0900—1200hrs NDC Events Willows

25-Feb-17 Saturday

26-Feb-17 Sunday 0900—1200hrs BBQ Day Willows

26-Feb-17 Sunday 0900—1200hrs TOMBOY Willows

26-Feb-17 Sunday 1300 - 1600hrs

Soaring NDC Events Willows

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NDC events for march

March 2017 12 FF FAI FIB Rubber

March 2017 13 FF Kiwi Power

March 2017 14 FF Kennedy Precision

March 2017 15 FF Aggregate

March 2017 16 FF Tip Launch Glider

March 2017 63 SOAR F3K Tasks B,D,G,H only (total raw scores)

March 2017 64 SOAR ALES 200 Class M (Scoring per 3.13.7)

March 2017 65 SOAR ALES Radian Class P

March 2017 104 VINT FF Classic Glider Duration

March 2017 105 VINT FF Vintage Rubber Duration

March 2017 106 VINT RC Vintage IC Duration

March 2017 107 VINT RC Vintage E Duration

March 2017 108 VINT RC Classical E Duration

4-Mar-17 Saturday Pylon 1300 -1600hrs Willows

5-Mar-17 Sunday NDC Events 0900 - 1200hrs Willows

7-Mar-17 Tuesday Annual General

Meeting 1900hrs Condell ave

11-Mar-17 Saturday Soaring NDC Events 0900 - 1200hrs Willows

12-Mar-17 Sunday Indoor NDC Events 1300 -1500hrs Templeton

18-Mar-17 Saturday Pylon 1300 -1600hrs Willows

19-Mar-17 Sunday NDC Events 0900 - 1200hrs Willows

25-Mar-17 Saturday

26-Mar-17 Sunday BBQ Day 1130hrs Willows

26-Mar-17 Sunday TOMBOY 0900 - 1200hrs Willows

26-Mar-17 Sunday Soaring NDC Events 1300 - 1600hrs Willows

If something hasn’t broken on your helicopter, it is about to

Documents

CHRISTCHURCH MODEL AERO CLUB (INC)cmac.synthasite.com/resources/Torque/2017/Torque145-0117.pdfLynn was in with a chance but as the scores show accuracy is the name of the game, he