Medlemstidning för föreningen Sveriges Linflygares Intressefrämjande av Stunt

I detta nummer: VM i Frankrike • Weatherman-bygge • RM-combat i Vbg • Häxvrålet • Oldtimerträffen • Att klä med mylar • SM • My Way med Peter Germann • Jester • Boktips • Västkustträffen • Världscup i Lugo • Danska motorer • och mycket mer ...

STUNTSPEED TEAM RACING COMBAT

God Jul och

Gott Nytt År!

Nr 2-18

I Herrljunga sedan 10 år

Balsa, modellflygplan, batterier, bilar, båtar, dekaler, fartreglage, fläktar, färg, hjul, kablar, klädsel, kolfiber, kontakter, laddare, lim, lister, motorer, penslar, piloter, plast, plywood, propellrar, skruv, sändare, verktyg, väv, med mera.

Svensk distributör av:Balsa, furu, plywood, Kavan, Gens ace, Tattu.

MBS RC Models Björkvägen 1, 524 32 Herrljunga

info@mbs-rcmodels.sewww.mbs-rcmodels.seTelefon 0730-69 09 75

MBS RC Models

Din hobbybutik!

I Herrljunga sedan nio år!BALSA, MODELLFLYGPLAN, BATTERIER, BILAR, BÅTAR, DEKALER,

FARTREGLAGE, FLÄKTAR, FÄRG, HJUL, KABLAR, KLÄDSEL,KOLFIBER, KONTAKTER, LADDARE, LIM, LISTER, MOTORER, PENSLAR,

PILOTER, PLAST, PLYWOOD, PROPELLRAR, SKRUV, SÄNDARE,VERKTYG, VÄV, med mera.

Svensk distributör av balsa, furu, plywood, Kavan, Gens ace, Tattu

MBS RC Models, Björkvägen 1, 524 32 Herrljungainfo@mbs-rcmodels.se, www.mbs-rcmodels.se

0730 – 69 09 75

MBS RC ModelsDin hobbybutik!

Vallejo färgAkrylfärger från Vallejo av absolut högsta kvalitet avsedda för pensling och spruta.

ModellställModellställ där modellen vilar i ståhöjd, idealiskt både på fältet och i bygglokalen.

ProxxonVi är återförsäljare för Proxxon maskiner och verktyg.

SIGKlassiska byggsatser från SIG.

Julen är räddad!!!Eller var den det redan innan denna LINA dök upp hos Er? I alla fall hoppas jag att Ni

får sköna stunder i favoritsoffan med att smälta detta nummers varierande innehåll.

Speciellt hoppas jag att Ni lägger ner tid på att försöka lösa årets quiz. Vill gärna ha in

många svar i år. Frågan är bara om ljuddämpare är lättare att känna igen än motorer?

Det tål att upprepas att det är tack våra annonsörer som vi kan ge ut två 60-sidiga nummer

per år. Så stötta dem. Eftersom jag bor hyfsat nära Herrljunga och MBS RC Models blir det

ju besök där då och då. Men det är fullkomligt förödande att åka dit. Man har föresatsen att

åka dit för att köpa en tumvante och så kommer man hem med en Armani-kostym. Hyllorna

i affären är så fyllda av godis och man hittar nya ”måste ha”-prylar hela tiden!

Glöm nu inte att snarast betala in avgiften för 2019!!

/Ingemar

INNEHÅLL I DETTA NUMMER:

· World Champs in France av Ingemar Larsson med flera ...............4-11· Why not build a Weatherman? av Ingemar Larsson ............... 12-15· Häxvrålet i Kungsbacka av Ingemar Larsson ..................................16· Speedracer Cup av Clement Bindel .....................................................17· I did it ”My Way” av Peter Germann ..........................................18-20· Projekt Man Simplex 25 av Ingvar Niklasson .................................21· Svenska Mästerskapen av Niklas Löfroth/Ingemar Larsson ........22-25· How to cover a Model with Mylar av Ingemar Larsson ...............26· Norgesmesterskap i F2B av Norvald Olsvold/Per Vassbotn ...............27· Nostalgia: Euro Champs 1981 av Ingemar Larsson ...............28-29· Double World Cup in Lugo av Per S/Roger L/Ingemar L ..........30-31· RM-Combat i Vänersborg av Ingemar Larsson ........................ 32-33· Gran Canaria Speed World Cup av Bill Hughes ...................34-35· Köbenhavnsmesterskabet av Ole Bjerager ...................................35· Nostalgia: SM 1974 av Ingemar Larsson ...................................36-37· New ”old” F2B Model av Gunter Wagner ..........................................37· Boktips av Ingemar Larsson ..................................................................38· Quiz-lösningar av Ingemar Larsson ....................................................38· Amusements - Silencer Quiz av Ingemar Larsson .........................39· Projekt Atom Minor Mk3 av Hannes Illipe ............................40-41 · Västkustträffen av Michael Palm/Ingemar Larsson ......................42-43· Nostalgia: Amerongen 1977 av Ingemar Larsson ................. 44-45· Jester av Bruce Perry/Niklas Löfroth ................................................46-50· Världscupen 2018 ........................................................................51· Danska motorer av Luis Petersen ...............................................52-54· Tävlingskalender 2019 ..............................................................55· Diverse tävlingsresultat .....................................................56-58· Oldtimerträffen i Kungsbacka av Ingvar Nilsson/Tomas Jansson ......59On the cover: Team Denmark competed in three classes at the Double World Cup in Lugo. Most successfull of them was Andre Bertelsen who won the Italian World Cup in F2D. Afterwards they all posed in their Father Christmas shirts, just to get on the front page of Lina’s Christmas edition. From left Hugh Simons, Jens Geschwendtner, Andre Bertelsen and Niels Lyhne Hansen.

Förutom artikelförfattarna har Ludo van Mechelen, Norvald Olsvold, Tommy Malmström, Thierry Ougen, Nino Usala, Serge Delabarde, Jens Geschwendtner, Lennart Nord, Lars Roos, Ove Andersson, Nerijus Zukauskas, Lyubomir Donchev, Conny Åquist, Paul Eisner, Bill Hughes, Per Stjärnesund, Anders Hellsén och Luis Petersen bidragit med foton – Vi tackar!

SPEED • STUNTTEAM RACING • COMBAT

LINA – Nyhetsbladet för medlemmar i Sveriges Linflygares Intressefrämjande av Stunt. Bladet behandlar dock alla former av linflyg. Syftet med SLIS och LINA är att bidra till linflygets utveckling genom sprid-ning av kunskap, skapa kontakter, förmedla nyheter, publicera ritningar samt informera om tävlingar och resultat.

LINA utkommer med 2 nummer per år. Ansvaret att sätta samman tidningen delas av Ingemar Larsson och Niklas Löfroth. Bidrag till LINA mottages tacksamt av redaktionen! Ingen censur eller förkortning av bidrag utan bidragsgivarens tillstånd. 1 års medlemskap inom Sverige kostar 200:- medan det för Norden/Europa/Världen kostar 250:-.Avgiften sätts in på Plusgiro 96 34 51-0.

Ordförande:Staffan EkströmKlockarevägen 10H247 34 Södra Sandby046-514 75staffan.ekstrom@telia.com

Kassör:Ove AnderssonÅsgatan 2C724 63 Västerås021–13 17 42ovef2b@comhem.se

Redaktör:Ingemar LarssonForbondegatan 14462 41 Vänersborg0521-672 12ingemar.larsson.vis@telia.com

Sekreterare,redaktör, tryck och distribution:Niklas LöfrothSkolbacken 12 C656 71 Skattkärr070-209 69 65niklas.lofroth@telia.com

SLIS Websida:

www.slis.org

32/2018

World Champs 2018 - Landres FranceOnce again we had a Championship at the best C/L site in Europe, 10 years after the last time. Now with a new speed circle, very appreciated by the F2A flyers. The F2C circle still have the problem with pilots walking off to the edge of the circle while flying. The club has made many attempts to correct it but without success. Maybe all of France is tilted and on its way out in the Atlantic? Or is it the the horizon that distract the pilots? Whatever the solution may be.... it is a strange phenomenon.

All times we have been to Landres we have seen a lot of competitors and this time was no exception. 84 pilots in F2D, 85 in F2B, 48 in F2A and 48 teams in F2C must be one of the highest number of compe-titors ever. This meant, for instance, that we at the combat field were occupied more or less all the time and couldn’t see any other classes fly. Well, we had to stop during this football match but as no one else was flying nothing was to see. On the next pages you can learn the results of the Nordic pilots as well as comments from F2A and F2D flyers. F2B was reported in last Lina so nothing to be found here.

As I hadn’t time to see any F2C and no one of the flyers I asked had any interest or time to give a written report I just have to conclude that the team effort of Russia was impressive taking the top three places. And of course the team gold with a margin I don’t think we have seen before. Anyway, the oral reports I have had from various sources all says that F2C was running very well. After the AUS success at the Champ in Perth two years ago some might have expected more than one Australian Team in the semi finals. But it is nice to see a spread as we had 8 different countries among the 12 teams flying semi. Most sad teams must be the two from Singapore who missed the semi with just over a second ending on place 13 and 14. This year we also saw two Danish Teams and that was nice as Denmark have been absent from F2C for a couple of years. Unfortunately only one of the four Nordic Teams managed to reach a result in parity with what they have made in the World Cup.

F2D was a great success for our Nordic pilots with both Andre from Denmark and Timo from Finland on the podium but first was Aud-rius Rastenis from Lithuania. He now took his second World Champ title (2012 was the first time) without losing one single heat. Must also mention Jussi Forss FIN (4) and Ole Bjerager DEN (7) when talking about good Nordic performance. Also Doug Palmer NZL and Andre Horst must have reached some of their best placings.

/Ingemar Larsson

In R1 Andre flew Gordon Price GBR and won. 1-0 and 474-232. R2 saw Andre win over Erick Limanhadi INA. 2-1 and 452-378. Leonardo Silva MEX was beaten by Andre in R3. 2-1 and 388-288. Andrii Lutsyk UKR lost to Andre in R4. 2-1 and 416-392. R5 saw Andre beat Andrey Belyaev RUS. 3-2 and 518-458. First loss for Andre came in R6 against Igor Dementiev MDA. 1-1 and 400-452. Andre won over Jussi in R7 (R8 for Jussi!). 2-0 and 524-436. In R8 Andre won over Timo (flying in R9). 1-1 and 202-180. R9 was the F2D final and a loss to Audrius Ras-tenis LTU. 1-1 and 356-468. As Andre was one round behind and went out in the same round as Jussi and Timo they had a fly-off for the podium. WWWWWLWWL. A good result!

0-0 was it in R1 between Bart Gijsbertsen Jun NED and Morten. Bart won with more air time. 394-180. Loss to Jonatan in R2 (0-1 and 80-326) meant that Morten was out with LL.

Xavier Riera FRA was Johan’s scalp in R3. 1-1 and 328-204. Yevgeniy Volgin KAZ was beaten by Johan in R1. 2-0 and 506-300. Poor Gordon Price GBR lost to Johan in R2. 1-1 and 382-228. At World Air Games 2015 Gordon was pitting for Andre and Johan and as a ”Thank you!” they now kicked him out after two rounds. R4 saw Johan losing to Mark Rudner USA. 1-2 and 426-442. Close!! A clear win for Alex Prokofievs LAT over Johan in R5. 0-3 and 388-518. WWWLL for Johan.

Kjell Axtilius and Bengt-Olof Samuelsson was one of two Swedish Teams. 3.30 here but they had done better.....

4 2/2018

Guiseppe Motta ITA and Ole met in R2. Win for Ole, 560-270 and 2-0. In R1 he won over another Italian, Anastasi Mauri-zio; 1-1 and 516-240. Richard Madi HUN was the opponent in R3. 2-2 but a win for Ole with 636-568. First loss in R4 when he flew Sergei Dementiev MDA. 1-1 and 216-250. New win in R5 against Jon Spain NZL. Jon got dq’ed. Fellow Copenhage-ner Mark Rudner USA lost to Ole in R6. No cuts and 380-356. ”End” came in R7 against Igor Dementiev MDA.1-2 and 502-680. Moldova was Ole’s destiny!! WWWLWWL is a good row.

World Champs 2018 - Landres France

Lennart went out in R3 when he flew the Russian junior Ramil Gareev. 0-2 and 472-446. In R1 he won over Natasha Demen-tieva BEL. 1-0 and 332-308. R2 was a loss to Manuel Mateo ESP. 1-2 and 382-550. Lennarts Champ ended with WLL.

Jussi made Natasha Dementieva BEL leave the Champ in R5. 2-1 and 680-414. In R1 he won over Stas Culachin MDA. In R2 Rafael Unruh GER was beaten. 1-0 and 510-434. R3 saw him win over Leonardo de Vincenzi BRA. 1-0 and 322-306. Tight!! Not so tight in R4 when he won over Nicolas Antunez Jun ESP. 1-1 and 352-300. Alex Prokofievs LAT had to give up in R6. 3-2 and 780-492. R7 was also a win. Now former World Champ Illia Rediuk UKR was dq’ed due to a broken safety wire. Andre was too hard in R8. 0-2 and 436-524. And it ended in R9 with a loss to Audrius Rastenis LTU. 1-1 and 508-298. But an impressive suite from Jussi; WWWWWWWLL.

Timo flew Richard Madi HUN in R5 and won. 1-1 and 458-422. Sandor Fülöp HUN was Timo’s opponent in R1. Win with 1-1 and 302-208. R2 was a win over Mike Willcox USA. 1-0 and 406-306. Timo got a loss in R3 when Andrii Lutsyk UKR won. No cuts and 278-294. In R4 Timo won over Jose Luis Lopez ESP after a reflight. 2-1 and 444-340. R6 saw Timo win over Ryland Ritch Jun USA. 0-0 and 380-208. Andre Horst GER lost to Timo in R7. 1-1 and 406-216. Igor Dementiev MDA lost to Timo in R8. 2-2 and 456-404. R9 flight with Andre was a loss for Timo. Out and the suite WWLWWWWWL. A nice result!

Rudi Königshofer AUT won over Kimmo in R5. 1-1 and 222-278. Kimmo won over Pat MacKenzie CAN in R1. 2-3 and 538-486. In R2 Kimmo lost to Bruce Bellis AUS. 2-3 and 480-580. Andrey Belyaev RUS lost to Kimmo in R3. 1-1 and 322-258. R4 saw Kimmo win over Yevgeniy Lyu KAZ. 2-1 and 540-518. After R5 Kimmo could summarize his Champ with WLWWL.

Mark Rudner USA won over Jonatan in R3. 1-1 and 500-526. Jonatan met Antonio Mortinho POR in R1 and won. 2-1 and 368-280. In R2 Jonatan won over Morten. 1-0 and 326-80. R4 and Jonatan was out after losing to Andre Horst GER. 1-2 and 306-376. Jonatan left with WWLL.

52/2018

Almost all of Team Denmark; Andre, Ole and Henning!

The smile of a VikingOur ambition was set for the Danish F2D Team before we left for Landres. Both the pilots, André Bertelsen, Ole Bjerager och Morten Fries Nielsen, plus the Team Manager Henning Forbech had the clear opinion that the Team should aim for top 5.

Such a result does not come by itself if the individual pilots don’t perform well. But here all the pilots had high goals and we consider us to be among the best 3rd in the start list. Several factors made us have this opinion. One is that all team members had a lot of experience being in the Team several times before and in addition to this compe-ted a lot in the World Cup also including both Individual and Team positions at Champship podiums earlier. We knew what it would take and we knew that we had it!

When arriving at the camping in Landres we realized the size of this Championship as it was 84 pilots from 29 countries in F2D. But that didn’t scare the team and they set up tents and made it cosy. Then there was time to talk to both old and new friends. The first two con-test days went fast and sadly Morten had to face two losses and was out of the contest. One of his problem was that his new models weren’t delivered in due time, a problem mainly caused by the Danish Postal Service. Morten borrowed models from Henning, the model type was known, and Morten quickly found a setup that fitted his flying style.Even with the borrowed models Morten had a case of bad luck and he was out after just two matches. Morten took on the role as mechanic and general helper, alongside Henning to allow the two remaining pilots some breathing space.

The rounds went on without the two Danes losing any more lives. They won over all kinds of pilots; everything from known Russians and Ukrainians, to unknown but very skilled Indonesian pilots. Eve-nings were spent together by repairing and preparing equipment for the next rounds. The last day came and this day is always a bit special. Only good pilots left and the smallest mistake from your side can cause a loss. André was still in with 2 lives and Ole with one life (after a losing a fight the day before).

As other classes finished more and more spectators came to the circle and as they cheer and sing it creates a special atmosphere. André lost one life to Igor Dementiev from Moldova and Ole also lost his last life and ended up on 7th place together with Igor Dementiev, Doug Palmer NZL and former World Champ Illia Rediuk UKR. The number of pilots is now down to 4 and André is drawn against Jussi Forss FIN, they put on a nice performance and André wins making it three pilots left. The draw for next heat gave Timo Forss FIN (Jussis

father) as opponent. Also here a win for André and with only two pilots left in the contest we face a final between Denmark and Lithua-nia! Audrius Rastenis does have the advantage of having two lives so André must beat him twice to become World Champion. The final begins with André giving away all of his streamer to Audrius. So all that is needed is to take two cuts..... But at a midair and a ”helicopter” occur, ie the model cuts its own streamer which results in a refly. As a new model is needed André decide to move his (best) engine to a new model which gives the Mechanics a hectic time. And after a short while, the refly starts and soon Audrius have won his second title as World Champion. It is not over for André, as we now have three pilots looking for 2nd and 3rd place. It might end with the pilot flying the World Championship final on 4th place!!! It started good with André winning over Jussi but in the next one losing to Timo. After a midair Finland got more air time and that was it.... André was the pilot who flew most heats of all in the whole contest!

Lithuania won the Team prize with Finland as runner-up. For 3rd it was a tie between USA, Denmark and Moldova and after using the sum individual placing of the pilots it was settled that USA was 3rd, Moldova 4th and Denmark 5th. This means that Mark Rudner of the US Team went home with a medal. As he now lives in Copenhagen he is a good and valuable training partner for us F2D Vikings in Den-mark.

We reached the goal we had before the Champs with André on 3rd place and Ole on 7th place together with our 5th place for Teams. This is something we bear with us until next Championship.

André Bertelsen F2D DEN

All F2D Officials together with the FAI Jury Chairman.

The 10 F2D Juniors together before the contest started.

World Champs 2018 - Landres France6 2/2018

World Champs 2018 - Landres France

The dream of becoming a World ChampionakaThe tears of a MancunianThe British F2D team was ready to take on the world. From qualify-ing for the British team in October the previous year, we had about 9 mounths to get everything prepared. You would like to think that is enough time? Gordon, Graham and myself had all bought new models and engines and had test flown them all. The models were trimmed to fly perfectly. The very best models and fastest motors put lovingly away and saved for the World Champs only. We had entered various British and International comps and done a lot of training in preparation. All 3 pilots were well experienced, had previously been on the British team and knew what to expect in France. We had a very good pit team in Dave and Harry. We were all well-equipped, well prepared, confident and eagerly looking forward to the World Cham-pionships in France. What could go wrong?

Light of Gold in VilnaIn World Championships 2018 in France, the Lithuanian F2D team was represented by pilots Vytautas Rimsa, Vaclovas Cyzas, Audrius Rastenis, mechanic Gintaras Kuckailis and assistant Rimas Dainaus-kas. As I already have a lot of experience in participating competi-tions in hot weather countries, this time I was preparing for a World Championship with special care. I knew that this competition also would take place in hot weather, so I paid more attention to physi-cal and psychological preparation. The equipment was also prepared accordingly - lighter models, special propelers and engine regulation. The level of the rivals was very high, so each battle required a lot of concentration and strength.

During the competition, I tried to use each free minute for recrea-tion and to stay calm. I listened to cool music and I made special stress-relieving exercises and improved concentration. After five days of competitions in hot weather when I came to the final fight, I began to feel a little fatigued, but still there were still enough forces to suc-cessfully complete the fight. Workouts are not in vain :) Excellent mechanic’s work, correct judging, success and viewers support make it possible to win the F2D World Championship without loss. It’s a real happiness to see so many smiley people congratulating me and team :) I thank all those who participated, supported and were happy together with me for winning.

/Audrius Rastenis F2D LTU (aka World Champion 2012 + 2018)

I had personally done a lot of winter experimenting on how to improve consistent line tension. At the previous championships I had suffered with models suddenly falling into the circle and I was determined to get to the bottom of the problem and cure this line tension issue for ever. This testing included trying different amounts of tip weight, longer and shorter inboard wings, moving the lead out positions further back, setting the elevator at different angles to the direction of flight, less elevator movement, different types of model designs, different props, and finally fitting tapered wedges under the motor mounts…….Yeah, it had been a long winter, but at the end of all that testing I could finally say for certain that I had definitely proven one thing to myself….”That it is easy to waste a lot of time”.

Between the 3 of us we covered a good range of flying styles. Gordon had been perfecting fast and low defending and turning defence into attack. Graham was also good at all round combat and excelled at being the biggest guy on the planet. This makes it extremely difficult for his opponent to reach out far enough……and also tends to block out the sun. I was relying on all my years’ experience and of perfecting “the super aggressive mad English dog attack system”. So let’s face it, we had all the bases covered there. It is a lot of preparation and a long time to wait for the Championships to finally come around. So when we finally arrived in France, we were excited and keen to get on with it. Straight down to the practice field and fit the best motors into the best models. Have to say it was a bit of a shock. The motors seemed slow and slowed even more in the turns, the models felt like oversensitive bricks…….and tended to slow and loose loads of line ten-sion……ARHHHHH.

Now not everybody is going to agree with my theory here. Because it starts off with the statement that “We Brits are fortunate with our weather”. We just seem to have the perfect climate that combat models and motors love. The models and motors always perform well here and are therefore relatively easy to set up. But that leads to the problem that most time we go abroad, the equipment proves to be poorly set up for the new weather conditions, and we then have to frantically start trying to change everything. So I tried head shims out, head shims in, different types of props, different motors, adjust the models, change the balance, change the tip weight, and change the elevator movement. After 3 hours in the baking hot sun on the French practice field I had finally improved my equipment to perform somewhere between poor and average…..and was starting to suffer from fairly equal proportions of sunstroke and depression.....So I gave up and headed for the hotel bar. To be fair, Graham and Gordon stuck at it longer and finally did get their equipment to work a lot better.

It’s important to win the first few rounds in any championship as con-fidence is a big factor in combat. We all lost…..and then sat around, sulked and watched. The next day was more or less the same….except I did manage to win one bout as my opponent was worse than me…..….but that proved to be the only one. So overall, the British team

Gintaras Kuckailis, Audrius Rastenis and Vytautas Rimsa.

Kimmo Valkonen and Jussi Forss pitting for Timo.

72/2018

World Champs 2018 - Landres France

Golden clouds over the White City!The first obstacle to overcome before you can go to a Champ is to become a member of the Team. Nowadays we use our Nationals as qualification for the Team for next year’s Championship. Earlier we had three National contests where you scored points forming a league. Now we prefer to go to World Cup competitions both because we are few flyers in Finland but also because the international contests gives you better training.

As our club, Lennokkipojat, has its own flying field just outside Hel-sinki we train one or two days a week no matter who will be in the team. In preparations for France our whole team went to the Open Nordic Champs/World Cup in Karlskoga. Here you meet good flyers from many countries and we consider it good training. Another thing we changed this year compared to earlier years is that all of us had uniform models, engines, shut-offs etc. Throughout the competition we found this to be a great advantage as all of us knew the equipment of everyone else in the team (as we had it ourselves!).

We had high expectations before going to France as Jussi been top placed at several Champs and had a good chance for a medal. But all of us have been flying at many Champs and are experienced. This year our goal was to avoid mistakes as you can lose a combat heat in many different ways and very often due to small mistakes.

lost 6 bouts and only won one…….which makes it officially the worst British Combat Team result in living history. All that preparation, all that anticipation, and the dream becomes a nightmare.…..The World Champs was 5 months ago, but it still hurts.

We had plenty of time to sit and watch the rest of the world fly combat better than us…..and hopefully try to understand what we were doing wrong….And since then, I have had months to try and analyse it all…….but I have to say, it is still a bit of a mystery to me. Although I had some equipment performance problems, Graham and Gordon more or less solved theirs…..and I don’t think I lost because of that issue. Most people can buy top class models and motors….So I do not think there are many advantages to be gained there. The flying skills were impressive, the overall standard was very high, so practice and training are obviously very important….as they always have been.

The flying styles seemed to be less important this year as the top 3 were all different. Andre was third, he flew aggressively, almost con-stant close following to a very high standard. Timo was second, he flew very high at the top of the circle….and waited until his opponent came up to him. Audrius was his usual style, mostly careful and low defensive. The only things that they had in common, apart from the fact that they were all flying great, was something that I noticed with Timo and Audrius. They did not seem to deliberately go into line tangles……but if they were in one….they never lost. The scores were low again, most bouts 1 to 1 ….. Or 1 to 2. The streamer weakness is still tending to give the defending pilots an advantage. They can keep defending and moving about the circle.

If the attacker eventually hits the streamer with his wing, it tends to break the string and that often results in only one cut and a probable loss. Another noticeable thing was that in general the motor perfor-mance is still improving….each year they just get a little bit faster. I tend to think that on a flat calm day the speed of F2D is perfect…..But in high wind it is obviously crazy. So somewhere between is a wind speed limit where F2D combat becomes daft….and as the motors performance keeps increasing…..then the suitable days to fly it will be decreasing.

So 8 month before the next major championships. Plenty of time to prepare motors and models, test and trim.… But is it enough time to self-analyse, re-evaluate the combat issues, and renew confidence….and start dreaming again?

/Mike Whillance F2D GBR

Nordic pilots on three of the top four places! (All of them regu-lar participants at Karlskoga World Cup. Editors comment).

British mechanic Harry Walker helping Mike Whillance to pre-pare his equipment. Due to the author .... without any result!

F2D final between Andre Bertelsen and Audrius Rastenis.

8 2/2018

World Champs 2018 - Landres France

After the first three rounds in F2D both Kimmo and I had one loss while Jussi still had two lives. But in combat you shouldn’t take anything for granted or count for a loss before the heat is over. As an example I can mention Andrey Belyaev of Russia. He won his R2 match in a very convincing way leaving nothing to his opponent. In R3 Kimmo was drawn against him and I was quite worried before the match (I didn’t tell him anything of Andrey’s good performane in R2 as I didn’t want to worry Kimmo…). And after the heat we had Kimmo as the winner! Combat is always Combat!

So in R5 all three of us were still in the contest and it started to tigh-ten up. We had a little speculation over team medals but we kept it low and focused for future matches. And then after R7 Jussi was still without losses plus that I was in the contest too. So here we knew we had a team medal but not the colour of it. Everything went so well for us and it seemed that concentration on the competition was easier the further we went. I was making sure that I had two models ready but also an extra set for possible reflights. There were no time for speculations anymore.

We both went out in R9 as did Andre from Denmark. So the three of us had to do a fly-off for 2nd and 3rd place. When Jussi was drawn aga-inst Andre we saw that as a good sign because we considered Jussi to

F2A reflections from the City of the Big Shoulders!I can tell you this: The F2A Team from the USA was disappointed in their performance. The Junior World Champ being the only excep-tion. We had a string of Team Podium finishes since 2010. Way Cool. Now, 3 of our members all turned over 294 and we are not happy, go figure. We (Sasha, Ivan and Me) all tested above 298 before lea-ving for Landres. The other open team member was not prepared. We need to focus more during the competition as all of us were distracted in one way or another. And it affected the other members. Well, shit happens. At our last contest this year, the World Cup in the USA, we performed as we should! Sasha got 305, Me 300, Ivan with 297 and our new guy Patrick Hemple did 295. We should be strong in Poland 2020. /Bill Hughes F2A USA

be the best pilot of us three. But Jussi lost to a very good flying Andre. Again it proved that combat is combat and nothing is over before the heat is finished. So I had to fly Andre and I knew I was winning when Andre’s model went down after a line tangle we had. But celebrations had to wait until the signal from the Circle Marshal to end the heat. I didn’t want to get dq’ed due to silly mistakes.

In addition to my Silver medal we also had a Team Gold medal for Finland. It couldn’t be much better. This was the best Champ ever for Finland in F2D even if we have had some team medals earlier. And at the World Champs in 1982 in Sweden Pertti Salerma won the individual bronze medal. So Pertti and I are the only Finnish Combat pilots with individual medals.

I started with aeromodelling when I was 15 years old back in the 70’s. And then with F1A as that was the most popular class in our club. After a control line training course I started to fly Combat and in 1986 I did my first World Championship in the Finnish Team. But my first time flying for the Finnish Team was at the Nordic Championships in Denmark in 1979. As a curiosity I then flew Ingemar Larsson, who now was judging F2D here in France. So we have known each other for a long time. I will not tell you the result but Ingemar won the Champ that year…... Here you can say that the circle closed... after 39 years!

Looking back I have one Team silver from a Champ in Hungary and also a win in the Nordic Champs in 2010 and I thought that would be the highlights of my combat career but now ….. Reaching this good result with my son Jussi (4th place) adds an extra flavour to it. And as an extra acknowledge I was elected Aeromodeller Sportsman of the year in Finland for this years result.

/Timo Forss F2D FIN

A new World F2D Champion must be celebrated!

Team Indonesia; Benny and Erick Limanhadi plus mechanic Oki Artadirganta. In the background Johan Larsson SWE.

Fly-off for 2nd place between Timo and Andre.

92/2018

Sergio Tomelleri ITA did 292,6 km/h which gave place18.

World Champs 2018 - Landres France

A German Speed view!After a few years of being absent from European and World Cham-pionships I decided to take part at the World Championships in Landres.

Grand prix of FranceMy preparation should have been the German Championships, but I only destroyed all good propellers and nearly my good model. Just because the circle in Sebnitz was in such a poor condition that my dolly got completely stocked in big holes of the circle surface. There were a few team racers who lost their under gear because of that too. So it was very welcome to have the World Cup in Landres to test my spare equipment and I flew only my second and third models to find new propellers that would work. In my second model I realized that the piston was worn out, but the replacement piston/liner did have a different timing in the crankcase and didn’t work at all.

The weather conditions were quite difficult over the whole competi-tion. I realized that looking at the intermediate results of other com-petitors as they normally fly better than what the results showed. A try with the third model was even worse, so I cancelled this model for use in the competition. Model 2 with replaced/piston liner and unknown propeller was able to do ”extremely” fast 272 km/h in the end (!!!!). Everybody was very busy to find improvements, but the top speeds were lower than I normally expect from the Russians and the British pilots. Only Andre Kalinin flew above 300km/h in the competition and won.

World ChampionshipsAfter the disastrous World Cup I picked up my first (and good) model, put another unknown propeller on, and was happy to easily fly above 290 km/h in the official practice. But accidently I pulled to strong on the down line to cut the engine at the end of the flight, which resulted in a flyaway through the stunt circle to the inside of their safety fence. Happily nobody got hurt. I need to say that this was absolutely my fault and that there is no excuse for it. The result was that the model was gone, but propeller, engine and pipe was ok. With the knowledge that this was my best engine, I transferred everything into my slow third model. But I was not able to get this setup to work fast within the

competition. Additionally because of strong nose blooding, I needed to cancel the 3rd round of the World Champs. I was not able to fly. So my last chance to get a result was the 4th round. With the second model setup (new piston, old liner, unknown small Propeller again, increased compression ratio) I was able to fly 277.1 km/h and was happy with this result under these conditions.

I need to say many thanks to my friends Günther Rosenhan from Germany plus Carl and Neil Lickfold from New Zealand for being my helpers at both competitions. Otherwise I wouldn’t have been able to take part at the competitions. My team mates of the German Team cancelled their participation without giving any information to me. From my backward perspective it was a very nice World Cham-pionship with perfect organization, good weather and nice talks with many long time not seen aero modeller friends. /Norbert Schmitz F2A GER

F2A Report from the PodiumIt started with the World Cup competition and it commenced in hot conditions with no wind. This sounds ideal for speed flying but unfortunately the high altitude (Landres is 323m ASL) and the low air density meant there was much less oxygen to feed our motors than at home and hence less power and speed. In the UK it is very rare to attend a competition where the Relative Air Density (RAD) is less than 94.0. However, this year in Landres the RAD started early in the morning at 94.0 and dropped rapidly as the air warmed up to often settle at 90.0 – 91.0 in the early afternoon where it remained until early evening. Temperatures typically reached 28/29 degrees by midday. We could therefore expect that our speeds would be 2-3 kph below those that we were used to attaining back at home. There is a further complication because to compensate for the lack of oxygen and power one needs to drop propeller pitch and/or shorten the tuned pipe to compensate for less oxygen and a lower speed of sound in less dense air and thereby maintain in flight rpm at the peaking speed of the engine. All this experimentation has to be done during the com-petition flights as there is no opportunity to practice between rounds of a world cup event.

In the first round Peter Halman and I both used our best equipment with set ups similar to that used at home in the UK. For me this resul-ted in a hard sounding run at lower than expected rpm and a speed of 298.0 kph. This was an early indication of the problems to come. Peter made a “slow” flight at 288 kph but proved that his damaged right arm would hold up in the competition. The leader at the end of the first round was Andrei Kalinin of Russia with a good speed of 299.4 kph. Peter and I then proceeded to alter props and pipe length to try and increase the rpm of our motors into the power band that they like. We record the flight on digital recorders strapped to our wrists whilst flying. This cuts out the Doppler shift so that the digital 2/3 of the Swedish F2A Team; Per and Guffy.

Bill Hughes USA had expectations of more than 294,8 km/h.

10 2/2018

World Champs 2018 - Landres Francerecording sounds as if the engine is running on a test bench. The recording is played back through an app on a smart phone after the flight so that we can determine the rpm reached during each flight. It is essential information and when combined with the Transitrace speed log of each flight it can be used to diagnose many aspects of the flight. Using these diagnostics helps us make adjustments to our

set ups before the next flight. In the second and third rounds Peter improved his speeds achieving 297.7 kph in the 3rd round. I failed to score after using both attempts in round 2 whilst trying different pro-pellers and in the 3rd round the following day made a slightly slower speed flight than in the first round. Kalinin made a stonking flight to achieve 300.2 kph cementing his top place. I flew immediately after-wards and caught some good air too, achieving 299.4 kph. Peter did not score in the 4th round which left him in 3rd place and me in second and with Kalinin the winner.

World ChampionshipsThe flight times for the first 3 rounds are usually only available quite late on in the day and the GBR team were not happy that Ken Morris-sey had been drawn to the very first flight at 07.30 hrs the following morning. The organisers had deliberately started the first round early to cope with the 48 entries but also to ensure that flying would finish early allowing the organisers to watch the French football team in the World Cup final! A large screen had been erected by the clubhouse and bar in order to show the match.

Our early start on the Sunday proved disastrous. Upon release of Ken’s model the dolly ran into the circle damaging the propeller and the wires. Not a good start for team GBR. The lines were salvageable but another good propeller had been ruined. I flew about an hour later and scored 296.8 kph. The motor started Ok at 298 +kph but tailed off badly towards the end of the flight probably too lean. The weather was changing rapidly at this time in the morning making the needle setting a lottery. Peter flew about an hour later and scored 297.0 kph. In the afternoon re-flights Ken failed to score which was disappointing for him and team GBR. On the Monday we all hoped to score better as we were flying later in the morning in more stable weather. I changed the propeller (reduced pitch) but unfortunately made a slower flight (295.3kph) with the engine being more consis-tent throughout the flight. Peter also made a slower flight but Ken did 289.4 kph which gave us a full team score putting us in with a chance of a team medal.

In this round Luca Grossi made, his fastest and winning flight, an excellent 302.9 kph. This was going to be very difficult to beat in the prevailing conditions. Ferenc Szvacsek from Hungary also made a fast flight of 299.5 kph to put himself behind Luca. Third Hungarian team member Georgi Csoma was also remarkably constent with 296 kph flights in all rounds but Imre Elekes normally reliably in the high

290’s was really struggling with much to do to secure a team prize. In the 3rd round Peter failed to score and I scored 296.5kph, slightly slower than round 1. Ken scored but was slower than in round 2. Luca again scored over 300 kph cementing his superiority at this event. None of the other leaders improved their scores in round 3.

The weather in the final round proved to be very close to the conditions that we had practised in the previous day. Unfortunately we did not lean Kens motor out enough and we viewed this as being due to the rapidly changing RAD at the time of Ken’s flight early in the morning. By the time both Peter and I flew the weather had become stable and I was able to fly with the exact same setting as in the previous day’s practice flight ending with the same speed (299.4 kph) and bumping me up the order to 3rd place. Peter also improved to 298.3 kph put-ting into 4th place. However, Andrey Kalinin very nearly pipped me with a flight of 299.3 kph moving Peter back down to 5th place. Luca again managed 302 kph and Ferenc completed his campaign with a fine 300.0 kph with the motor slightly rich and speeding up the whole flight. The team prize went to the Hungarians as Imre Elekes finally managed a 296 kph in the last round. The Italians secured silver with Claudia achieving a fine 294.2 kph. GBR were able to secure team bronze due to our final round flights. Not quite what we hoped for but better than we had looked like achieving in the earlier rounds.

The GBR team all used engines constructed and re-built many times over the years by Peter Halman. We were surprised at the extra thin and hot air in Landres and, as we found last year in Hungary where it was even hotter, Peter’s engine does not perform at its best in these conditions. The Profi is much better operating in higher temperatures and Luca’s examples showed great consistency and power this year and he deserved his win.

/Paul Eisner F2A GBR

Junior World Champion Ivan Valishev USA got 294,6 km/h.

Dutch speed flyers Rob Metkemeyer and Han Esselaar wat-ched by countryman Hans Visser (in hat). Rob also flew F2C.

Speed models of Team Austria.

112/2018

Why not build a Weatherman?Weatherman Vintage Speed is the fastest growing C/L Class in Scandinavia now. So why not build a model this winter and join us in the circle next year? From the start in 2015 we now have over 35 pilots with a model or a model under construction in our four Nordic countries. The rules we use are more or less the same as the ones used by SAM but one big difference is that we have a Nordic Record List where Glows and Diesels have separated classes. Plus a Viking Class (Danish 2,5 cc Vintage engine).

If you need a full scale plan or the Nordic rules/records or just have questions you are welcome to contact me. A lot of info can also be found at www.slis.org/forum. When it comes to sizes there are three to chose bet-ween. For class 0 (1 cc) you are allowed to scale it down by 25% and for class 6 and 7 (6,5 cc and up) you may increase it by a factor of 1,414. For engines from class 4 and up a silencer is mandatory. Extra care should also be taken what concerns safety especially from class 4 and up as the forces can be quite big. Here I will show photos (and text) from both a class 0 and a class 4 model. Let’s start!

We start with the wing and stabilizer. Cut out the pieces and shape them to form from Quarter grain balsa. Note that the profile must be kept as by the plan. I use plastic hinges for the rudder but you can also use nylon or similar. On the plan the wing is dihedral but the rules says you can skip it. I recommend you to do it as it adds a lot to the look. On the photo you also see two plywood dihedral braces cut into the wing and also plywood for the bellcrank. This plywood has one 1 mm sheet on each side. As it is for a class 4 modell it is made big enough so the wing can be secured to the redwood engine bearers (with screws). As said in the rules for large models (safety!). When it is sanded and doped you cover it with silk or tissue.

Here is a closer look of the reinforcements and the bellcrank plywood. The class 0 model is done in a similar way but no screws are used to attach the wing to the fuselage.

When making the fuselage for the class 4 model one extra layer of 10 mm balsa is added (Look at the addendum in the rules). This will also allow the tank to be placed under the wing. The top and bottom balsa sheets for the fuselage are reinforced with 0,6 mm ply on each side.

The fuselage is made from 6 parts; the main one with the bearers, the piece under the engine bearer and then the 4 pieces on the back of the fuselage. fasten them together with some cyano and shape the fuselage to desired shape. The plan has 4 sheets at the back of the fuselage but as it is a tapered fuse-lag it is hard to get it nice. Then it is easier to make 4 massive blocks and after the fuselage is finished on the outside you take all these 6 pieces apart and then make them hollow.

The fuselage is ready to pick apart and if you are using a landing gear as by the plan it is time to attach it. A better way is to use Luis Petersen’s solution. More about this later. Then you attach the wing, stabilizer and fin to the fuselage and as a last step make all body parts fit (and glue them in place).

Now the wing is attached to the engine bea-rers on the class 4 model. The bolt for the bellcrank is also in place. Between the engine bearers is a drain hole for excess fuel.

Before the stabilizer is glued to the fuselage some holes are made and filled with glue. This way the stabilizer is better attached...

The model before the back parts of the fuse-lage have been glued in place.

You also need a spur made of plywood. It can be made of piano wire but I prefer ply as it doesn’t damage other models when you pack them together. Piano wires always tends to make holes or get stuck in things!

When all pieces are there and the fuselage is sanded and doped you cover it with silk or tissue. Before making the control mecha-nism the model should be painted. I start with a two component sanding sealer on the fuselage just to get a smooth surface.

12 2/2018

Why not build a Weatherman?

All covered and ready for painting. The wing will not be painted as the yellow silk gives it a perfect color. So only clear dope here! Note that the fuselage behind the engine has been modified to fit the silencer.

The fuselage has got the first layer of the two component sanding sealer. After hardening most of it is sanded away.

The engine cowl is made from a solid block of balsa. Start with cutting it to shape so it fits in the model. Then mount it on a holder and put fibreglass and diluted 24 hour epoxi on it. Silk is not good enough here.

Use 0,5 mm fibreglass sheets to get flat and nice sides around the edges.

Before the fibreglass sheets are glued the excess balsa inside the cowl should be cut away making the walls 2-3 mm thick. Next step is to cut away the fibreglass sheets not needed. Then it is time for fibreglass and diluted 24 hour epoxi on the inside.

The cowl must be fastened to the fuselage in some way. It is easy to the same technique as on a Teamracer. You need two sleaves for the cowl and two threaded inserts to mount in the redwood.

The two nuts are screwed into the redwood some distance from the engine nuts. Exactly where depends on your engine.

After hardening the cutaway for the engine and venturi is made and sealed with fibre-glass/epoxi. When the cowl is painted you put the screws in the sleaves and then put some glue on the top around the sleave edges. This will prevent these small screws from getting lost but still give you space to fasten the cowl with a hex allen key.

The parts needed for the landing gear. Screws are used to attach it to the redwood. You can also use the method showed on the plan (winding wire around it).

Here the parts are in place. Four blind nuts are used for the engine mount. To get the mount extra stable for the 3,5 cc engine it is reinforced as can be seen on the photo. The less vibrations you have the more power you have to fly faster.

Use a clothes tip to hold the washer in place while soldering it to the landing gear.

When having a model with two wheels you always have the risk that the model will run in at start. One way to avoid this is to bend a washer a little, put it on the outer wheel axle and adjust the friction with the wheel collar. If you have a little bit more friction on the outer wheel you never have the model coming in during start. Does your model jump at start or landing? When flying Phantom Racing at British Nats many years back Paul Eisner learned me a trick (Thanks Paul!). The lan-ding gear is correctly bent when you only see one wheel while flying. If you see both wheels it is not adjusted as it should be.

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Why not build a Weatherman?

A much better way to attach the landing gear comes from Luis Petersen. Build your model, shape and cover it (much easier without a landing gear!). On the side of the redwood you use a pin mill and make a track with the same width as the piano wire. When the model is painted and ready you use a screw to fasten the piano wire. Ingenious!!

The tank is made from metal sheets (brass or copper). First you make a plug with the measurements of the tank and then use it to mark on the sheet. Note that the tank isn’t parallell as the feeding vent will be placed in the down left corner (seen from above). Then the engine don’t have to suck the fuel all the way from the back. When mounting the tank in the model you must sure that the feeding vent point is the outmost point of the tank.

After cutting the metal use the plug to bend the metal in a nice way. If you use oak to the plug it can withstand both a hammer and heat from the soldering iron. Let be plug be inside the tank while soldering as this will help you to get a good result. But you must remember to remove the plug before the last wall is soldered in place. Below is the finished tank for the class 0 model.

This is an alternative tank for the class 0 model. It is made of 0,5 mm fibreglass sheets and epoxi using alu tubing. The weight is 3,05 grams! But it can only be used with die-sels as glow fuel will make it dissolve.

The tank for the 3,5 cc K&B engine is a bit bigger and have a not so flat shape.

For some reason the tank fits perfectly in the compartment. When building the model I had doubts if it would work to have the feeding vent below the venturi but so far I haven’t had any problems with it.

On the class 0 model the tank is placed over the wing. The shape of the fuselage is modi-fied compared to the plan just to fit the tank.

The control mechanism must be mounted on the outside of the model and you put it in place after the model is painted, rubbed and waxed. You must use lead-outs as it isn’t allowed to attach the lines directly to the bell-crank. The class 4 model have a metal horn while the class 0 model have a plastic one.

Engine mounted and fuel tubing cut to cor-rect length. On this model it will fit under the cowl. One reason is the Rossi carburetor with its feeding pipe turning backwards.

The air inlet tube ends on the inside of the model but in the tank it is on the same side as the feeding vent. This will give steady feed to the engine as the air always (almost) will bubble into the tank in the remaning fuel.

14 2/2018

Why not build a Weatherman?

Of course you need lines and handles and propellers and fuel and ..... but there should be some secrets left for you to discover. Not to mention that you must find a good setting for the engine. It will also take some time to figure out how to get a proper feeding throughout the tank. And don’t make the tank too big. It is enough to fly 20 laps. Only those who really loves flying and also wants to wear out the engine fly 62 laps!

I really hope this article inspire you to build a model during the winter and that we meet in the circle next year. First contest is in Kungsbacka on Long Friday!

/Ingemar Larsson

152/2018

Under flera långa vintermånader har man gått och längtat till Lång-fredagen och det måste ju krasst erkännas att det knappast inträffat tidigare. Men då hade vi ju inget Häxvrål att åka till. 7 piloter till start i ett soligt väder och man kan verkligen säga att Kungsbacka visade sin bästa sida för oss. Tyvärr inga danskar i år utan bara Kungsbacka och Vänersborg.

Jag hade nu fått klart min nya lilla W-modell i klass 0D men inte hunnit flyga den innan tävlingen. Då tävlingen inte startade förrän klockan 10.00 fanns det tid för test på morgonen och det visade sig att modellen flög fint och inte behövde justeras vare sig vad gällde roder-utslag eller tyngdpunkt. Motorn sjöng också fint! Och redan i första omgången visade den sin potential genom att åstadkomma 107,9 % av rekordet. Vilket gjorde att de två återstående omgångarna flögs med den större modellen i klass 4G.

Tomas hade inte fixat klart med sin nya modell utan flög med gamla ”Flaggan”, dvs den blågula modellen med sin Norvel. Inte helt fel då 93,6 % räckte till en andraplats. Krasst uttryckt fick Kungsbackas kämpar kämpa om övriga platser och där drog Micke längsta strået och knep tredjeplatsen. Den av Micke ihopsnickrade startrampen är verkligen en gudagåva vid start då man slipper leta reda på den mest släta delen av gräsmattan. Att göra landningarna på gräset är inga problem utan brukar fungera fint även för de små modellerna.

Jag längtar redan till nästa Häxvrål! Vem gör inte det?

/Ingemar Larsson

Häxvrålet i Kungsbacka

Som brukligt samlades alla deltagare till ett gruppfoto i det sköna påskvädret. Från vänster är det Micke, Ingvar, Ingemar, Tomas, Ingvar, Sven-Eric och Ola. Plus modellerna!

Weatherman Vintage Speed (30 mars):Namn, Klubb 1 2 31. Ingemar Larsson 0D / 12,6 s / 107,9 % 4G / 0 / 0 4G / 21,1 s / 96,7 % Vänersborgs MFK 114,9 km/h2. Tomas Jansson 2G / 28,1 s / 93,6 % 2G / 29,8 s / 88,3 % 2G / 0 / 0 Vänersborgs MFK 103,0 km/h3. Michael Palm 4G / 0 / 0 3G / 23,3 s / 88,4 % 3G / 23,0 s / 89,6 % Kungsbacka MFK 125,9 km/h4 Ingvar Nilsson 3D / 33,9 s / 74,6 % 3D / 34,5 s / 73,3 % 3D / 33,0 s / 76,7 % Kungsbacka MFK 87,7 km/h5. Sven-Eric Martinsson 2G / 47,8 s / 55,0 % 2G / 40,1 s / 65,6 % 2G / 40,0 s / 65,8 % Kungsbacka MFK 72,4 km/h6. Ola Lindgren 3G / 31,8 s / 64,8 % 3G / 34,5 s / 59,7 % 3G / 34,6 s / 59,5 % Kungsbacka MFK 91,1 km/h7. Ingvar Niklasson 1 / 33,5 s / 52,2 % 1 / 28,8 s / 60,8 % 1 / 29,1 s / 60,1 % Kungsbacka MFK 50,3 km/h

Nya rekord i följande klasser:0D: Ingemar Larsson 12,6 s / 114,9 km/h (Ersätter Jens Geschwendtners rekord)

Ingvar har fått igång motorn och ska försöka slå världen (tja, i alla fall oss som var där) med häpnad. Tomas assisterar.

Sven-Eric hade ägnat vinterns tisdagskvällar åt att få ordning på två stycken modeller, båda glödmotorbestyckade.

Ny modell för säsongen hade också Ingemar. Söt liten sak i klass 0D med en MP Jet 1 cc som kraftkälla.

Tomas uppsökte en lastpall som mekplats (han hade inte med sig den hemifrån!). Ingvars modeller fick hålla till på gräset.

16 2/2018

Team Sweden (i e Clement Bindel and Jan ”Guffy” Gustafs-son) together with Leader of the pack Nerijus Zukauskas.

F2A Speed (km/h)Place, Name Nation 1 2 3 41 KALININ, A RUS 299,0 297,3 292,9 294,92 REBROV, P RUS 286,6 0 295,0 0,03 MIS, A POL 0 290,3 0 04 SOBALA, T POL 288,8 288,6 0 287,05 HOLECZEK, R POL 0 0 272,1 286,16 BOB, Alexander BLR 259,1 0 0 275,37 NOSKOV, V Jun RUS 0 264,9 0 08 GONZHUROV, S RUS 0 0 253,8 247,59 ORLOV, PJun RUS 248,1 238,8 0 010 KARPOVICH, I Jun BLR 168,7 169,2 210,3 223,2

F2C Team RacingPlace, Name Nation 1 2 3 S1 S2 Final1 ZUKAUSKAS/SABLINSKAS LTU 3:19,5 3,16,1 17 lap 3:16,3 3:23,6 6:46,22 TKACHENKO/PAVLICHENKO UKR 3:16,1 3:30,2 3:16,0 3:23,1 3:12,2 6:53,13 MAKARENKO/FULITKA UKR 3:16,3 DNS 3:10,7 3:18,1 3:10,1 DQ4 DOZHIDAEV/GRYGARTAS RUS/LTU 3:23,9 3:12,8 3:35,6 3:17,1 3:33,65 ORLOVAS/CIBULSKAS LTU 3:19,3 3,19,5 DQ 3:19,4 3:28,06 YAKOVLEV/GUZEEV RUS 3:16,3 4:15,5 DQ 70 lap 3:19,97 FEDAN/FEDAN POL/UKR 3:21,1 3:29,1 3:19,5 3:25,0 3:30,88 VERSHADENKO/TRE-NKO LTU/RUS 3,18,7 3:53,6 3:26,4 3:30,8 3:35,19 BROZEK/ZYLKA POL 3:21,8 3:19,8 DNS 35 lap 35 lap10 PIOTROWSKI/DZIKOWSKI POL 3:25,6 DQ 3:21,111 ZHOLN-VITCH/SOLOVEY BLR 60 lap 3:21,9 3:23,012 BINDEL/GUSTAFSSON FRA/SWE 3:25,2 3:23,3 3:28,713 GOLISZ/LESIUK POL 99 lap 3:24,4 3:26,914 KOCHETIGOV/BORZISTIY RUS 3:26,0 DQ 3:57,115 ULASEVICH/SACHKOUSKI BLR 38 lap 3:30,6 DNS16 ZIELINSK ROZBIEWSKI POL DQ 3:50,1 3:31,317 BATALIN/ANDRONOV RUS 3:39,3 39 lap DNS18 HOLECZEK/MUCHA POL 81 lap 20 lap 4:04,2

Action in the circle.

Very first time in Vil-nius for F2C judge Max Dillinger.

Speedracer World Cup 2018

« What happened in Vilnius shall not stay in Vilnius »

This reflects my spirit after my first time in Speedracer Cup. The competition was an intense experience which doesn’t let you indifferent and bring you back the next year.

This World Cup event, organised by Nerijus Zukauskas & Co, takes place in summer time in the suburbs of Vilnius. The circle is situa-ted 15 minutes from the airport and allows a lot of European competitors to access the site easily, thanks to cheap and various connec-tions from all over Europe. The circles are fine, and it was a pleasure to fly in a sunny weather (almost all the time). The competi-tion takes place in F2A and F2C, on the hard circle, while on the grass circle, the organi-sator have prepare some plus to make you enjoy the event. This Cup brings a lot of Eas-tern Europe competitors; Ukraine, Belarus, Russia, Poland and Lithuania which makes you compete at a very high level.

In F2A, Andrey Kalinin proves that he is worth a podium in the World Cup, reaching 4 flights above 290 with a close 299 on his first attempt. He is followed by his comrade Rebrov, also above 290. A special word for the 3 juniors, who manage good and reliable results with a quite outdated equipment. But as a mean to keep young generation in the circle, the first junior got a Profi as a prize, expecting him to reach even higher next year, maybe in the European Champs?

In F2C, the podium was taken as a home victory for the team Zaukaskas/Sablinskas beating two Ukrainian teams. The elimina-tions showed a good competition bringing most of the teams to battle over less than a second for their position. The Scandinavian

team Bindel/Gustafsson did great for its first year with reliable times and gives a hint for the future of F2C in Sweden.

Previously I mentioned the positive sides of the competition. In addition of great sporting results, you just enjoy your time in Lituania. The hospitality of Nerijus is beyond measurements. Every day you get breakfast and lunch served on the site including Lit-huanian delicatessen to enjoy with local beer (after flying!). And when you feel satisfied, the banquet brings you even more. For the competition, «Kolya» is in charge to keep the tempo of the schedule. During the night he become a «Tamada», a Caucasian word to call

the person who bring the nice atmosphere at a celebration. After a short time, competitors become friends, spirits helping in bonding people. And when you think it is already too much, it happen that the wedding of a com-petitor was organised during the banquet, to share this special moment with their own.

To conclude this competition, you end sharing more than sporting time with other modelists and you feel being part of something bigger, a control line family which as the times goes, need these bonding events. Spread the word!

/Clement Bindel

Kalinin preparing for Rebrov.

172/2018

I did it ”My Way”An introduction to “My Way”

At the beginning of the electrification of our F2B models it was soon discovered that the gyro force of reverse running propellers, so-called “pushers”, brings more line pull when flying outside loops and in outside corners. This is particularly helpful in the left square of the square eight, in the upper loop of the vertical eight and in corners 2 and 3 of the hourglass. Therefore, many converted IC models were then fitted with “pusher” pressure propellers. As a result the better line pull was confirmed in outside manoeuvres, but in horizontal and inverted flight the problem appeared that it became difficult to exactly maintain flight altitude. So called “e-hunting” caused the aircraft to suddenly leave altitude without external influen-ces. Changes in trim and/or aerodynamic modifications did not bring any improvement. Only the switch back to normal direction of rotation, i.e. to conventional “tractor” propellers, has eliminated “e-hunting”.

In my opinion, the reasons for “e-hunting” are the following:

Conventional F2B models are designed for operation with trac-tor propellers where the gyro force of the propeller in horizon-tal flight results in a nose-up moment. This is compensated by arranging the thrust axis of the motor above the (drag-) centre of the wing and/or by inclining the motor downwards (approx. 1-2°). The nose-down moment from landing gear drag, too, is compensated by having the motor above the wing.Together with a positive angle of attack (approx. +1°) of the sta-bilizer, an approximate equilibrium of forces around the pitch axis is achieved in horizontal flight and thus altitude holding stability is achieved.

If, to get more line tension in outsides, the direction of rota-tion of the drive train is reversed in a conventional model, the reversed gyro force of the propeller causes a downward force in horizontal flight. As a result, the original compensation measures no longer have a compensatory effect, but an inten-sifying effect and achieving sufficient stability in horizontal or inverted flight becomes almost impossible.

This means that conventional models should be flown with tractor propellers and that when operating with pusher pro-pellers, the design of the model must be adapted to the inver-sion of the direction of the gyro forces.

In order to make use of the advantages of “pusher” operations described above and also to get safe line pull immediately when unassisted starting the take-off run on a hard surface

Cabling

Battery Box Battery Box install

Rudder controls

Wing construction

Rudder drive

Engine mount

18 2/2018

Timer installation

F2B Model by Peter GermannMotorAXI 2826/12 Gold Line V2 Order number: 182612V2 RPM per Volt: 760Max. Power: 655 WattShaft: 5 mmWeight: 177 gramsRecommended installation: Front mountingModel Motors s.r.o.Occruzni 1144, 500 03 Hradec Kralove, Czech Republichttps://www.modelmotors.cz/product/detail/396/

Speed ControllerPhoenix Edge Lite 75 Amp Product #: 010-0112-00Max. Voltage: 33.6V (8S)Max. Current: 75 A5 volt power supply for timer (BEC): programmableFunctions: Freely programmable, incl. bondage program for constant speed with brakeData recording in flight: Freely programmableWeight: 82 grams (with motor cables shortened by 50 mm)http://www.castlecreations.com/en/phoenix-edge-lite/phoenix-edge-lite-75-esc-010-0112-00

Programming interface to Windows PCCastle Link V3 USP Programming Kit: Product #: 011-0119-00http://www.castlecreations.com/en/castle-link-v3-usb-programming-kit-011-0119-00Castle Creations, Inc.540 North Rogers Road, Olathe, Kansas 66062, USAhttp://home.castlecreations.com/

BatteryFullymax LiPo 2600mAh 5s1p 80c Artikel 11514http://www.leomotion.com/shop/USER_ARTIKEL_HANDLING_AUFRUF.php?Kategorie_ID=1095&Ziel_ID=8409Dimensions: 37 x 39 x 126 mmWeight: 372 Gr.Leomotion GmbHJakobstutzstrasse 46, 8335 Hittnau, Schweizhttp://www.leomotion.com/

ConnectorsAnti-spark: http://www.jetimodel.com/de/katalog/Zubehor/Stecker/@produkt/Anti-Spark-4-0mm/

TimerHubin FM-9 with remote switch

FM-9 ProgrammerWill Hubin719 Cuyahoga St, Kent, OH 4240, USAwhubin@kent.edu

Flaps controlsControl system

Flight DataPropeller APC 13 x 4.5 EP LP13045EPWeight 1‘770 Gr.Lines 19.5m x 0.4mm YatsenkoRpm 9’645 R/minGovernor Gain Custom 5 (Control Factor)Line distanceat handle 102 mmLap time 5.25 secTip weight 28 Gr.

192/2018

My Way painted and ready to fly.

F2B Model by Peter Germann

Pusher Propeller

APCThin Electric Pusher 13 x 5.5 EP Product Code LP 13055EPhttps://www.apcprop.com/product/13x5-5ep/

Fiala Wood2-blade electro propeller 13 x 6 E3 left turning (Pusher)Fiala Prop s.r.o, Vysoká 56, 756 41 Lešná, Tschechische Republik http://vrtule-fiala.cz/en/electro-e3-propellers/2-blade-electro-propeller-size-12-81.html

Spinner 2”TTE-2052 - B - T 2 in Ultimate 2 Blade Turbo Cool SpinnerPusher slot ““ C ““ for APC thin electric pusher 13 x 5.5 EP, Product Code LP13055EP (Pusher prop reverse rotation, control line). Backplate reamed 7/16”http://www.truturn.com/cgi-bin/store/agora.cgi?p_id=tte2025.13&ppinc=spinners130&exact_match=on

Adapter for AXI 2826/12Electric motor adapter TTE-0516-050-A 5 mm Collet to 5/16-24 UNF Shaft Adapter Kithttp://www.truturn.com/cgi-bin/store/agora.cgi?p_id=tte0516050a:33&ppinc=dapt&exact_match=onRomco Manufacturing, Inc.100 West 1st.Street, Deer Parrk, Texas 77536, USAhttp://www.truturn.com/index.html

runway, I have built three models (Symmetria, Fiat C-29 and My Way) in such a way that the inverse gyro forces of the drive train are approximately balanced. When calculating the forces and dimensioning the compensation measures, I could count on the competent help of our F2B friend Wolfgang Nieuw-kamp. Without his indispensable support it would not have been possible to build several perfectly functioning models right away.

The “pusher” compensation measures in My Way are these:

* Compensation of the nose-down gyro force in horizontal flight: motor thrust axis +2° upwards.

* Compensation of nose-in gyro force in inner loops: rudder coupled to elevator. Outward deflection with elevator upwards.

* Compensation of the landing gear drag moment: In-line arrangement and stabilizer -1°down.

My Way and its predecessors fly sufficiently agile, stable, accurate and symmetrical. All of them show no tendency to “e-hunting”. If built very accurate with selected woods and adherence to the target weight of lessthan 1,850 grams, as well as when setup according to the data sheet, My Way is a competitive F2B model.

/Peter Germann

A full set of drawings in pdf format are available, free of charge, if you send an email to peterdgermann@bluewin.ch.

20 2/2018

MAN Simplex 25

Här ses vevhus, cylinder, kolv, bränsletank och frontbox.

På bilden ser vi i medbringaren för propellern ett litet runt hål där en magnet sitter. Bakom medbringaren sitter Hall-elementet fäst på en arm som kan vridas fram och tillbaka på frontstycket. Armen ställs in på ett läge där magneten passe-rar 30 grader före kolvens övre dödpunkt. Boxen triggas då och sköter sedan om resten av tändförställningen med ökat varvtal på motorn. Boxen matas med en vanlig ackumulator på 4,8 volt. Till boxen kan man också ansluta en varvräknare.

Provkörning i samband med Västkustträffen.

LINA:s Motorhörna

Denna motor lanserades 1947 som hembyggarmotor i Model Air-plane News. Vid den tiden kunde det inte köpas en liten elektronikbox från Hongkong utan man tvingades till att tillverka tändsystemet själv med brytarspetsar och mekanism för tändförställningen. Så idag är det enklare!

Vevhuset svarvas ur en fyrkantstång av aluminium och är i överde-len gängad där cylindern skruvas i. Klumpen i botten på vevhuset är till för att hålla vevhuset i svarvchucken när det bearbetas. Den skall egentligen svarvas bort men den används nu för att skruva fast motorn i motorbocken när den körs.

Cylindern är tillverkad i Meehanite vilket är ett gjutjärn tätare än vanligt gjutjärn och inte så sprött, dock tillräckligt sprött för att gå i sönder om man inte är försiktig. Hela cylindern är svarvad i ett stycke och saknar alltså ett löst topplock. Cylinderloppet lappas med diamantpasta för att erhålla fin yta och helst få en konicitet på några hundradels mm. Efter det att cylinderloppet färdigställts fräses över-strömningskanalerna, vilka ligger i cylinderloppet. En kanal bildas mellan kolv och cylindervägg där bränslet från vevhuset passerar upp till kolvens topp. Därefter tillverkas kolven och anpassas till cylinder-loppet.

Kolven tillverkas också i Meehanite och lappas så att en mycket tight passning erhålls. Häri ligger hela hemligheten med motorns funktion då motorn inte har någon kolvring och därför krävs tight passning. Kolven har ingen genomgående kolvbult. En mindre kolv med kolv-

bult ligger inuti huvudkolven och hålls på plats med en seegersäkring i underkant på huvudkolven.

Bränsletanken tillverkas också i fyrkantstång av aluminium och skru-vas fast på vevhusets bakkant. Detta är ingen bra lösning då en ben-sinmotor blir oerhört varm jämför med en diesel eller metanolmotor vilket gör bränslet väldigt varmt. Jag brukar därför köra med separat tank.

Frontstycket svarvas ur fyrkantstång av aluminium. Bronslager för vevaxeln krymps i och brotschas efter krympning. Vevaxeln svarvas ur en bult med hållfasthetsmärkning 8.8, ett förfärligt material att svarva i. Det är att föredra att svarva vevtappen i ett stycke med vev-axeln. En fixtur får tillverkas för att svarva excentriskt i en justerbar fyrbackschuck. Bultar för detta ändamål hittar man t ex hos Kungs-backas Skrot-Nisse.

Venturin för bränsle/luftblandningen är monterad på frontstycket och matar bränsleblandningen genom vevaxeln till vevhuset. På bilden ses en trottelförgasare men det går inte att trottla motorn. Enligt experti-sen beror detta på att motorn är ”sub inducted”, dvs kolvens underdel passerar avgasportens underdel och öppnar så att luft släpps in i vev-huset vid kolvens övre läge.

Som bränsle används vanlig 93-oktanig bensin med inblandning av 25-30% SAE 50 olja. Försöker man köra med 20% olja överhettar motorn. Startekniken skiljer sig lite från diesel/metanol-motorer. Vid starten öppnas nålen 1,5 varv från driftsläge för att feta upp bland-ningen. Det krävs ett snärtigt slag mot propellern för att motorn ska tända. Motorn har även körts med metanol och då med glödstift istäl-let för tändstift. Ingen större skillnad kan märkas i prestanda.

Motorns prestanda är måttfull. Max varv är 7000 r/m med en 10*5 propeller. Övriga data: Cylinderdiametar 17,48 mm, Slaglängd 17,48 mm och Cylindervolym 4,19 cc

Ingvar NiklassonKungsbacka MFK

212/2018

Traditionen fortsätter… dvs att ha

världscuptävlingen i Karlskoga och

SM i Västerås. Även om Västerås

bjöd på sol i år också var det en

smula blåsigt ibland. Något som

vissa klasser har mer problem med

än andra.

F2A Speed ska normalt inte ha

några problem med den vind

som vi hade utan alla noll-resultat i listan

får nog skyllas på annat. En orsak kan ju

vara att det inte är lätt, en annan kanske

att piloterna inte har koll på läget eller sin

utrustning. Nu blev det 16 nollflygningar

och bara 8 st med noterad tid. Och av de

med tid var det bara en tid som ”nästan”

höll internationell klass. Nu räckte ju denna

till SM-guld för Per och om 20 år kommer

ingen ihåg tiden. Antagligen inga resultat i

övrigt heller…

F2B Det var ifrån början elva

anmälda deltagare i F2B men

efter att Jerker, Thomas, Ingolf och Emil

lämnat återbud så blev det bara sju start-

ande till slut. Lite färre deltagare i F2B än vi

är vana vid. Hoppas att detta inte är starten

på en nedåtgående trend. Vädret var strå-

lande vackert på morgonen när breefingen

planenligt hölls klockan nio av Ingemar

Larsson.

SM I VÄSTERÅS 18-19 AUGUSTI

Ove Andersson hade hemmaplan!

22 2/2018

SMHI hade utlovat en blåsig helg och det

fick vi med besked skulle det visa sig.

Som vanligt här i Västerås så inleddes SM

med några combatheat där merparten av

alla stuntflygare hjälpte till som tidtagare

och klippräknare.

Omgång ett

Vid elvatiden var det dags för första stunt-

omgången. Jag hade lottats att flyga som

första startande.

Lördagens båda omgångar flögs över gräs.

Jag har vare sig tränat eller tävlat i så här

stark vind tidigare så det var inte utan viss

nervositet som jag klev ut till handtaget.

I sådant här väder spelar rutin en stor roll.

Att man känner en trygghet i sin utrust-

ning och förmåga att hantera vinden. Det

svåraste var att hantera den högre farten

som uppstår i bl a loopingar när vinden

skjuter på. Linsträckningen var mot för-

modan aldrig några problem, inte ens i tim-

glaset eller fyrklövern. Första omgången

gick bra för de flesta av oss och merparten

kunde genomföra kompletta figurer. Det

var bara Michael Palm som hade oturen att

få slut på bränsle innan programmet var

klart.

Omgång två

På eftermiddagen när vi skulle flyga andra

omgången hade vinden ökat lite ytterligare.

Några var otäckt nära marken ibland men

turligt nog slapp vi ifrån krascher den här

helgen.

Ove råkade ut för en otäck windup i loop-

ingarna och valde att avbryta sin flygom-

gång vilket förmodligen räddade modellen.

Undertecknad och Michael var de enda som

lyckades förbättra i andra mest beroende på

låga poäng i första omgången.

Den som var mest oberörd av vinden var

Staffan som skaffat sig en ganska stor

ledning efter de inledande två omgång-

arna. Lennart Nord och Anders Hellsén

flög också väldigt säkert i den utmanande

vinden. Vi hoppades nog alla att söndagen

skulle bjuda på snällare vindar.

Lördagskvällen avslutades med den

traditionsenliga banketten på campingres-

taurangen där vi njöt av både god mat och

dryck. Vi hann också med att klara av SLIS

årsmöte där vi bl a diskuterade ett eventu-

ellt träningsläger i Kungsbacka MFK:s regi

nästa år.

Lennart Nords fina Classic stod pall i den hårda vinden.

Ingemar illustrerar det bistra vädret. Kauko visade upp sin nya Impact – Snygg!

Omgång tre

Söndagen bjöd tyvärr på fortsatt blåsigt

väder men solen värmde så framåt dagen

blev det ganska skönt i alla fall. I tredje om-

gången flög vi över asfaltcirkeln. Lars Roos

skulle inleda men valde att avstå att flyga

på grund av vinden. Med viss tveksamhet

valde Ove att starta men tvingades att av-

bryta även denna gång, nu efter timglaset.

Michael Palm flög den här helgen med sin

profilkärra och klämde till med fina 2744

poäng. Efter Michael flög Lennart som

numera flyger med den Yatsenko Classic

som han köpte av Jerker förra året. Med en

varvtid på 5 sekunder var det inga som helst

problem för honom att flyga i vinden.

Sedan var det min tur. Gårdagen hade givit

mig självförtroendet att flyga även den

här dagen och det visade sig bra, för mina

poäng räckte lite oväntat till en 4:e plats.

Bara tio poäng före Michael.

Anders Hellsén är nog den som lägger ner

mest mängdträning av oss alla. Han flyger

min gamla TP på ett imponerande sätt.

Utan överdrift gör han de skarpaste hörnen

av oss alla.

Staffan var den sista av oss att flyga och det

var imponerande att se hur lite han såg ut

att påverkas av den starka vinden. Det såg

väldigt säkert ut och segern kunde bärgas

med god marginal. När Oves flygomgångar

blåste bort fanns ingen som på riktigt

kunde utmana honom.

Det blev en tuff stunttävling men det

kändes väldigt bra efter att ha kunnat

genomföra den för min del. Självförtroen-

det växer när man fått kvitto på att man har

förmågan att flyga också i ”halvstorm”!

232/2018

Vill avslutningsvis passa på att tacka

domarna Stefan Karlsson, Kauko Kainulai-

nen och Ingemar Larsson som möjliggjor-

de att vi andra kunde roa oss.

F2C I F2C Team Racing blev det

ett sent återbud då Niklas

Karlsson var tvungen till andra aktiviteter

under helgen vilket gjorde att det var fyra

lag till start. Varken Galaxerna eller A-laget

i Västeråsklubben behövde anstränga

sig för att komma till final. Kampen om

tredje finalplatsen stod däremot mellan

Combatlaget och det andra laget från

Västerås. Combattarna låg lite illa till inför

4:e omgången men då fick de till en av de

bästa tider de åstadkommit och gick därför

till final. En bidragande orsak är att deras

motor/modell gick ca 0,1 sekund snabbare

per varv i år jämfört med tidigare år. Detta

efter några små ingrepp i vevhuset.

Tyvärr tog finalen slut för dem redan efter

49 varv så de två andra fick ensamma

kämpa om segern. Men bara fram till varv

142 då A-laget lämnade över guldmedaljen

till Galax. En guldmedalj de längtat efter

under flera år då 2009 var det år de vann

senast.

F2D Combat lockade 5 piloter

med 60% från Karlskoga och

med så få deltagare kördes denna klart på

lördagen. Johan, som varit final 5 av de 6

senaste åren och vunnit 4 av dem, åkte nu

ut relativt kvickt. Inte blev det bättre av att

han förlorade flygningen om tredjeplatsen

till Kent. Bengt-Åke åkte ut snabbast av

alla och var antagligen missgynnad av sin

inte helt återställda handled. Nu blev det

en final mellan Jonatan och Lennart där

den senare hade fördelen av två liv. Och det

började bra för Jonatan då han vann första

finalflygningen men tappade antagligen

orken inför den andra då Lennart vann.

När vi på söndagen summerade SM-helgen

kunde vi lätt konstatera vem som fick

priset som SM-kung (två äpplen!). Det var

Lennart som lyckats med att komma på

pallen i alla tre klasserna han ställde upp

i. Tvåa i F2B, trea i F2C och etta i F2D.

Det skramlade i bilen hela vägen hem får

vi anta… Men han var själv oförberedd på

framgången och hade glömt köpa tårta att

bjuda oss andra på.

Lagtävlingen gick, som nästan alltid

numera, till Västeråsklubben. Vi andra

måste skaffa fler tävlande från våra klubbar

för att kunna spöa dem. Red Barons

enmans-show tog hem silvret medan

Karlskoga knep bronset. De senaste årens

uppstickare, Trelleborgs MFK, fick nöja sig

med en femteplats i år då Lars hamnade

längre ner i listan än vad han brukar.

Sammanfattning

Västeråsklubben har en väldigt trevlig täv-

lingsplats med den fina campingen alldeles

i närheten som perfekt komplement. Genom

Kajs försorg fanns dessutom möjligheten

att köpa korv med bröd m m ute på fältet

– Bra!

Nu ser vi redan fram emot nästa år och

hoppas att Västerås kan göra en bra deal

med Eol!

πIngemar Larsson och Niklas Löfroth

Team-final med Johan, Per och Bengt-Olof.

Det enda Mart kunde åstadkomma i speed- cirkeln var rökpuffar. Ove Kjellberg tittar på.

Per tankar upp inför sin guld-givande flygning. Guffy assisterar.

Combat-final med Lennart och Jonatan.

24 2/2018

RESULTAT SVENSKA MÄSTERSKAPEN 2018, Västerås 18-19 aug

F2A SpeedPlacering, Namn Klubb 1 2 3 41. Per Stjärnesund Västerås FK, modell 273,9 286,3 0 275,62. B-O Samuelsson MFK Galax 174,3 208,2 235,6 255,83. Ola Murelius Västerås FK, modell 252,6 0 0 04. Bengt-Åke Fällgren Karlskoga MFK 0 0 0 04. Jan Gustafsson Västerås FK, modell 0 0 0 04. Mart Sakalov Västerås FK, modell 0 0 0 0

F2B Stunt Placering, Namn Klubb 1 2 3 2 bästa1. Staffan Ekström Trelleborgs MFK 3014 3004 3085,5 6099,52. Lennart Nord MFK Red Baron 2855,5 2807 2921 5776,53. Anders Hellsén MFK Snobben 2816,5 2811 2839 5655,54. Niklas Löfroth Karlskoga MFK 2519,5 2633 2739 53725. Michael Palm Kungsbacka MFK 2176,5 2618 2744 53626. Ove Andersson Västerås FK 2814 505,5 2364 51787. Lars Roos Trelleborgs MFK 2691 2428 - 5119

F2C Team Racing Placering, Namn Klubb 1 2 3 4 Final1. Kjell Axtilius MFK Galax 3.42,2 36 v 3.43,4 - 7.16,8 B-O Samuelsson2. Jan Gustafsson Västerås FK, mod 3.39,4 4.11,0 - - 142 v Per Stjärnesund3. Lennart Nord MFK Red Baron Disk 4.01,5 0 v 3.57,7 44 v Johan Larsson Vänersborgs MFK4. Ola Murelius Västerås FK, mod 37 v 4.28,4 4.06,1 - Mart Sakalov

F2D CombatPlac, Namn, Klubb 1 2 3 4 51. Lennart Nord 1 V (580) 3 V (638) 7 V (502) 8 F (358) 9 V (542) MFK Red Baron2. Jonatan Karlsson 3 F (538) 5 V (480) 6 V (436) 8 V (534) 9 F (448) Karlskoga MFK3. Kent Hedberg 1 F (520) 4 V (444) 7 F (100) V (480) Karlskoga MFK4. Johan Larsson 2 V (430) 4 F (432) 6 F (412) F (394) Vänersborgs MFK5. Bengt-Åke Fällgren 2 F (332) 5 F (138) Karlskoga MFK

Lag-SM Placering, Klubb F2A F2B F2C F2D Summa1. Västerås FK 6+4 2 4+2 182. MFK Red Baron 6 1,5 5 12,53. Karlskoga MFK 4 4+3+1 124. MFK Galax 5 5 105. Trelleborgs MFK 7+1 86. MFK Snobben 5 57. Vänersborgs MFK 1,5 2 3,58. Kungsbacka MFK 3 3

F2C

F2D

F2B

F2A

Johan och Per i starttagen i ett av heaten.

B-O Samuelsson, Per Stjärnesund och Ola Murelius.

Lennart Nord, Staffan Ekström och Anders Hellsén.

Per Stjärnesund, Jan Gustafsson, Kjell Axtilius, B-O Samuelsson, Johan Larsson och Lennart Nord.

Jonatan Karlsson, Lennart Nord och Kent Hedberg.

Kjell ska tanka och starta men måste först fånga modellen.

252/2018

After last years article about how to cover a model with mylar and tis-sue we got a request from the fastest speed flyer in the UK. He wanted to know how to cover a model with mylar. And who can resist such a request so here it is! Especially if we can attract a new combat pilot!

How to cover a Model with Mylar

First we need a model. For a good result it is essential that it is well built and that all surfaceas are smooth and clean. Be extra careful around the engine and tank mount. If the surface isn’t flat it might leak fuel into the wing. Mylar can be bought in different qualities and thicknesses. They also stretch different. I prefer one that is 25 um thick which I buy from Russia (Nikolai Neuchukin) but have also bought from a packaging company here in Sweden. Bought 21 kg very cheap (last for 2000 models!) but it don’t stretch as good as the Rus-sian one. An old iron can be bought at a flea market but you can also use a special one. Razor blade and a pair of Scissors are also a need. You can stretch it with a hot air gun but be careful. It is so easy to ruin it with to much heat... As glue I prefer Bostik A3 that is diluted to become like water. If you have other brands available.... just test. Different glues have different diluters.

How much you cover in one piece depends of the shape of your mod-el. For a Combat model you can chose to cover inner and outer or top and bottom. I prefer the “top and bottom” way. Cut two pieces that are around 5-10 cm bigger than the wing all around. Put glue on the lead-ing and trailing edges, all ribs, wing tips and around the engine and tank mount. When you have covered one half you have to put glue on the leading and trailing edges plus wing tips again.

Start by fasten it at the engine mount and then stretch it and fasten it at both wing tips. Stretch it backwards and fasten it at the rudder holder. Then use the iron to fix it around the engine and tank mount. After that you take the razor blade and cut away the piece around the engine and tank mount. How much heat you should use on the iron is depending of what mylar you use. Test what is best for your brand!

Now it’s time to fasten it to the leading edge. Work from the engine mount going outwards and forwards.Note that you only put glue at the front of the leading (around 1 cm wide).

When doing the trailing edge you have to use your spare hand to stretch it backwards and outwards. Use the blade to cut at the sides of the rudder holder and attach it with iron. After you have fastened it all around you use the blade to cut away the excess mylar. Before apply-ing glue to cover the other side you take the iron and work around all wing to make sure it is attached ok. This should also be done after the other side is finished. To make it last for the diesel fuel I always put dope (polyurethane) on all joints.

The wing tips are the most dif-ficult part to get good (it takes some training....). Use both hands and hold the mylar in the air without touching the model while warming it. It will then shrink around the tip.

Cover both sides before you start to stretch it. Don’t stretch more than you need to. It could be nice to have some “stretch” left for future ef-forts. When you trim the model you might need to use heat to get it straight or maybe you just want it nice again after a years flying. When stretching I prefer the big iron as it covers bigger areas. Look at the wing tip and see how many wrinkles you can see.... But I have only covered some 100+ models during the last 40 years....

To get this result it takes you less than 30 minutes. Ok, Paul?

26 2/2018

Per Vassbotn’s Shark.

F2B StuntPlac, Navn Klubb Totalt1 Clamer Meltzer Stjördal MFK 21102 Per Vassbotn Agder MFK 19963 Norvald Olsvold Skedsmo MFK 17494 Ingolf Steffensen Baerum MFK 17345 Roy Heitmann Fredrikstad MFK 1146

Årets NM i Linekontroll F2B ble arrangert Søndag 19 August på fot-ballbanen til Hvam VgS. Flyforholdene på stevnedagen var bra med solskinn men litt mye vind til tider. Vi var totalt 5 deltagere: Clamer Meltzer, Ingolf Steffensen, Per Vassbotn, Roy Heitmann og Norvald Olsvold. Det ble fløyet 4 omganger og de to beste var tellende i slutt-resultatet. Norgesmester ble igjen Clamer Meltzer og Sølvmedaljen gikk til Per Vassbotn medan Norvald Olsvold fikk Bronsemedaljen. Dommer var Marthe Meltzer.

/Norvald Olsvold

Norgesmesterskap i F2B

Denne våren ble drevet den første Weatherman-konkurransen i Norge. Det ble kjørt sammen med Stunt-kon-kurransen i Kristiansand og tiltrukket 5 deltakere.

Weatherman1. Per Vassbotn2. Mikal Hansen3. Tom Andresen4. Ingolf Steffensen5. Clamer Meltzer

www.control-line.eu

Clamer hentet ny modell under VM i Frankrike. Dett er den seneste kreasjo-nen til Yuriy Yatchenko fra Ukraina.

Clamer’s nye modell skapte både interesse og beundring.

Deltagere samlet til tradisjonelt gruppebilde. Fra venstre: Marthe, Per, Ingolf, Norvald, Roy og Clamer.

272/2018

LINA:s Nostalgihörn

Genk 1981 was for me the first of a long selection list in Team France and at the time we were still young and beautiful as you can see by the photos. I remem-ber a very nice competition well organized where we could appreciate the welcome of our Belgian friends. With 45 com-petitors in F2B, this European Championship, two years after Marville in France, reached a consistent size.

/Serge Delabarde F2B FRA

It was the very first time that I had qualified for the British team. Ray Sibald won…..He was a nice guy from London...(Probably his first and last time on the British Team)…… and he more or less retired after that…. I think his wife became ill? Ray always seemed like an average type pilot to me at the time…He had very stable silver Boomerangs….. and tended to just fly wide eights. It looked like he would lose the final as he was against Edslev. Who had very light and very tight models. But the combat Gods were against Edslev…..as Rays models flew straight through and destroyed them both. It was not deliberate….. just luck.

I also remember Dorechenko….. he was obviously very good. I was using modified Boomerangs…. with very long high aspect ratio wings. They turned extremely tight…… but also tended to suddenly flip in and fly towards me.

I was winning my last bout …. But I was still chasing trying to get even more cuts…… and I only had about 100 mm of string left. But we crashed…. and Pete (my mechanic) screwed up. He took the streamer string off and for some strange reason he put it down on the floor. But the grass had been freshly cut and there was loads of loose grass….. and he couldn’t find the string again. So he launched my spare model without it. The judge then found it on the ground…… and I was dis-qualified.

So what I basically learnt was :1. The Brits can be good at this sport.2. The best pilots do not always win.3. If you are in a winning situation.... stop trying to win twice.4. The judges can ruin your day.5. Pete can be a screw up.

/Mike Whillance F2D GBR

It started already on the way to Genk. Part of the Swedish (in two cars) took the ferry from Gothenburgh to Amsterdam. Myself and one other guy watched the late movie on the ferry. This night it happened to be ”The Shining” with Jack Nicholson. Afterwards, at around 2 at night when we were walking to our cabins we found a corpse. Trying to find some staff at that time and then convince them of our findings was not easy... It later turned out to be a drug adict who took an over-dose. I cant remember if we slept at all that night. It continued next morning when we were stopped by the Dutch Customs. They didn’t believe us when we said we were on our way to an EC in Belgium and wanted us to pay duty fees for all engines and models. After an hour or so, when we had convinced them that it wasn’t worth anything, they let us out.

Genk was a nice place and the site they had was quite incredible. For this Champ there were 10 circles availably for training and con-test. Don’t remember much from the flying apart from that I lost to Thierry Ougen from France. Aeromodellers word about our fight: ”Larsson against Ougen was an enjoyable bout of close following.”. Ok, if they say so.....it probably was. As at many contests at this time it was a lot of arguing about bad quality streamers and strange decisions from the FAI Jury.

We spent most of the evenings and nights at Texas Bar. The owner tried to sell his LP’s (he was also a singer but not in our taste) to us while we tried to get access to the Shooting Range he (maybe it was a Shooting Club) had in the cellar of the Bar House. No one of us had any success!

Every afternoon thunderstorms and rain came over the field. One day I and several others went into the Club House waiting for it to stop. Then the lightning hit the h33ouse and we all saw a fireball travelling along the electricity wires inside. It was a bit scary and afterwards all wires were black.

/Ingemar Larsson F2D SWE

A young Håkan Östman

Serge Delabarde

Team of Bulgaria

Colin Brown GBR pitting. In the back-ground Danish Mechanic John Mau.

Euro Champs Genk 1981

Nils Björk

28 2/2018

I remember that I was very slow and uncompetitive but still managed my fastest ever time in competition to date on the short wires (240 km/h). Uk only had 2 team members, myself and Dick Mcgladdery, who was slower than myself. Peter Halman had damaged his ankle and could not fly at these Champs. I was very youthful! I think I used a mixture of single blade and 2 blade props made by others and some were glass not carbon. I had standard Rossi piped timing in abc piston liner and used the standard no 2 Rossi pipe with the original teles-copic header. All very slow. I think my rpm were in the 32 - 34k region at the time. I know my wingspan was only 720 mm when others were already using much longer wings. I made my own models and wings and used the Rossi magnesium cast pan which always used to crack behind the engine bolt holes. I remember holding the pans together with steel plates scre-wed and glued to the pans either side of the cracks which looked ugly but worked. The following year in Sweden I used the very first version of Peters steel pipe and nearly made 250 km/h.

/Paul Eisner F2A GBR

LINA:s Nostalgihörn

Euro Champs Genk 1981

F2D Combat1 R Sibbald GBR2. U Edslev DEN3. T Ougen FRA4. P Willmar GER5. A Koch NED S Schiavato ITA P Tribe GBR M Whillance GBR9. A Andersen DEN S Borer SUI O Doroschenko USSR I Larsson SWE J Roura ESP B Schou DEN P Stjärnesund SWE N Usala BEL17. A Arnau ESP N Figus GER P Henri FRA V Hunt ECh J Mallorqui ESP E Saadi FRA Titov USSR G Vegetti ITA L Wakkermqn NED26. R Bauval BEL M Disler SUI P van Heugten NED R Maestrelli ITA T Maldinger GER P Zantov BUL H Östman SWE

F2C Team Racing1. Metkemeyer/Flores NED 3.31 7.112. Rossi/Rossi ITA 3.29 7.153. Visser/Buys NED 3.41 7.524. Barkoz/Souraev USSR 3.325. Geschwendtner/Mau DEN 3.356. Smith/Brown GBR 3.367. Voghera/Menozzi ITA 3.388. Kramarenko/Kouznetsov USSR 3.389. Nitsche/Kuehnegger AUS 3.4210. Canals/Grau ESP 3.4311. Bohlin/Bengtsar SWE 3.4312. Pulido/Pastor ESP 3.4413. Borer/Mueller SUI 3.4514. Fischer/Straniak AUS 3.4615. Cipolla/Cipolla ITA 3.4716. Delor/Surugue FRA 3.4717. Chapavalov/Onoufrienko USSR 3.4918. Langworth/Broadhead GBR 3.5019. Meyer/van de Kroon NED 3.5120. Meder/Nore FIN 3.5621. Wakkerman/van de Weerd NED 3.5722. Pazin/Pazin YOU 3.5823. Balogh/Dorant HUN 3.5924. Wilson/Gardner GBR 4.0125. Martin/Vogel GER 4.0226. Rasmussen/Poulsen DEN 4.0327. Figus/Maldinger GER 4.0728. Curt/Cidon FRA 4.0829. Tinev/Rashkov BUL 4.0930. Borer/Studer SUI 4.1031. Borovac/Stojanovic YOU 4.1632. Brendel/Kuckelkorn GER 4.1633. Dodov/Sokolov BUL 4.1734. Bodurkov/Papov BUL 4.1835. Fagerström/Ekholm FIN 4.2236. Edslev/Kjaergaard DEN 4.2737. Bezgovsek/Leskosek YOU 4.3138. Samuelsson/Axtilius SWE 4.3239. Dewez/Dessaucy BEL 4.3740. Desmedt/Delrue BEL Dq41. Uzan/Uzan FRA Dq42. Vazquez/Martinez ESP Dq43. Saccavino/Lehmann SUI Dq

F2B Stunt1. L Compostella ITA 56792. G Sbragia ITA 56353. S Rossi ITA 56074. G Billon FRA 55715. J Skrabalek CSS 54776. P Rampnoux FRA 54717. M Lavalette FRA 54698. I Cani CSS 54159. S CECH CSS 536710. B Draper GBR 536111. S Barile BEL 533612. S Delabarde FRA 532613. B Trudler ISR 527014. C Maikis GER 527015. Å Nyström SWE 523416. E Janssen NED 261517. P Tindal GBR 260318. G Egervay GER 259819. K Järvinen FIN 258820. E Rozenberg ISR 256521. H Pokorny AUT 255822. B Robinson GBR 255623. J Kalev BUL 254624. L Aaltio FIN 253125. H de Jong NED 252126. Y Sedlatchek SUI 250627. K Karma FIN 250228. U Kehnen GER 249629. F Wenczel AUT 247530. R Liber BEL 247531. T Salathe SUI 246032. O Maor ISR 245733. J Bjernby SWE 242634. H Petrov BUL 241935. R Meury SUI 241836. R Baeten NED 241437. G Liber BEL 238538. L Mortensen DEN 234739. J Amnitzböll DEN 234440. S Monev BUL 234441. A Rodriguez ESP 230042. S Zaric YOU 228343. I Johnsson SWE 218044. A Hansemann AUT 216945. Canstandakatos GRE 0

F2A Speed1. L parramon ESP 2702. J Mult HUN 2683. J Horvath ITA 2674. S Szegedi HUN 2655. I Kajic YOU 2646. L Bilat SUI 2637. J Molnar HUN 2598. Pissartchouk USSR 2599. J Magne FRA 25710. Petyankin USSR 25711. Velunsek YOU 25512. W Lehmann SUI 25313. R Brands NED 25314. H Kitipov BUL 25015. O Poulsen DEN 25016. R Desloges FRA 25017. M Ivancek YOU 24818. M D’Orsi ITA 24819. W Holle NED 24720. Maslenkin USSR 24521. O Vita ITA 24422. N Björk SWE 24223. J Valo FIN 24124. P Eisner GBR 24025. McGladdery GBR 22926. G Kabakov BUL 22227. V Matilainen FIN 22028. L Bonchev BUL 21529. P Constant FRA 0

No memories whatsoever!

/Richard Evans F2D Judge

I was 6 in 1981......

/Nerijus Zukauskas Small Boy LTU

Well, it was 37 years ago so my memory is a bit vague. I still remember the Thunderstorms that came in every afternoon, causing the flying to take a break. Some days the bad weather continued all night but in the mornings it was all sunny again. Also remember that we had most of our meals at a restaurant called SAKAL and that we always stayed there until very (very) late. This was my only Champ where I reached top 15.

/Åke Nyström F2B Sweden

Vernon Hunt vs Nino Usala

Paul Eisner

Swedish F2D Team; Ingemar, Håkan and Per. John Amnitzböll

Boomerang inspired F2D Models of Thierry Ougen FRA.

292/2018

Niels and Per prepare for start watched by Mike Crossman.

Double World Cup in LugoA “not so fast as I wanted” report from the F2A circle!

Shortly after the World Champs in France Guffy and I talked about visiting a World Cup during the autumn and fly both F2A and F2C. Then Italian Lugo with its double World Cups (GBR+ITA) was a natural choice. It was decided that Mona and Guffy would take their car and also bring all models while Ann-Catrin and myself would fly to Bologna and then rent a car to make the 1 hour drive to Lugo. It all looked good on paper but due to the NATO Exercise in Sweden that week our flight had a one hour delay from Stockholm. Then we missed the connection flight in Munich and after 3 hours of waiting we started for Bologna. There they had cancelled our car rental as we arrived late. But it was sorted and we arrived to Lugo with a 4 hour delay. So it was no training on Wednesday, just dinner at the Hotel together with Mona and Guffy. It is so nice with travelling days espe-cially if they mean delays….

The site is a small airfield outside Lugo and close to the landing strip they have a tarmac circle and space for a couple of grass circles. There are also a restaurant and toilets available. It started with the GBR World Cup on Thursday. Unfortunately only 10 pilots showed up in F2A. There were several more pilots pre-registred but they didn’t show up. It is a pity that these pilots don’t un-register when they know they aren’t coming as this would give space for others that wanted to come. As it was very warm here, around +30 and a lot like France I used the same gear and settings and got 294,1 km/h in round 1. Changed a little in the other rounds buthout any success. In the end

my speed was good enough to give me a 3rd place. Couldn’t do anyth-ing about Andrey Kalinin from Russia who flew 301,2 km/h and his mate Pavel Rebrov with 299,3 km/h. In round 3 Guffy managed to get 268,0 km/h which gave him 8th place. Our Danish mate Niels came 6th with 286,4 km/h, a speed he wasn’t satisfied with as he also can do over 290.

On Saturday the Italian World Cup, Coppa d’Oro (it was now its 55th time!!), started with 12 pilots in F2A. Here I got 285,6 km/h in round 1, a speed that was too slow. For the next round I changed to a Russian made propeller, which I have had good results with a couple of times, but here it threw the blade while in the air. So the engine stopped and the fuselage vibrated into small pieces. Sour, as it shouldn’t happen really. Had to prepare my spare model for round 3 but it only flew 284,7 km/h which gave me place 7. Niels now improved a little and passed me flying 288,7 km/h. Guffy tried once but then cancelled his flying due to the heat. Once again Kalinin was the fastest with 300,9 km/h followed by Rebrov with 297,7 km/h. Third place was this time taken by Italian Ivo Pirazolli who flew 294,0 km/h in the last round.

On Saturday evening there was a banquet in one of the hangars at the field where they also had the prize giving from the first contest. So I had had the honour to enter the podium at least once this long weekend. This time we had no extras days to spend as a tourist but that will be included next time we go here. It would had been nice to visit the Imola Racing Track….

/Per StjärnesundGuffy took no risks and brought two pilots; Clement Bindel and Per Stjarnesund with the third still training his wrist.....

Chris Barker and Per in some sort of situation in F2C.

The all-female F2D Score panel; Anna, Iola, Anna and Marta.

30 2/2018

Double World Cup in LugoItaly in September!!

This year Roger Ladds, Vernon Hunt and myself coordinated our flights to Milan, rented a car and traveled to Lugo on Wednesday after-noon. After reading the list of pre-registered pilots we expected a busy weekend. The F2D list was filled up to the max number of pilots. BUT many of the preregistered ones didn’t come and it is a shame that they don’t unregister in time. Now probably a lot of pilots that wanted to come couldn’t do that.

F2C had almost the same number of teams in both contests (17 and 18). Guffy brought two pilots and used one in each contest. During the weekend our “new” Danish team of Simons/Geschwendtner also turned up. The Final of the GBR was not nice F2C flying. Two of the teams played a bit stupid and in the end they both got Dq’ed. This left the combined Russian/Lithuanian Team as a winner. That they are good was proven in the second contest as they won here too. Now the Ukrainian Team stayed away from a Dq and placed 2nd. If the French brothers hadn’t been dq’ed (I think for losing the cabin) we might have seen another order on the podium.

Combat had the most competitors of all classes, 29 and 31. Ex World Champ Stas Culachin of Moldova ended on first place in the first con-test. This without losing one single heat. As a total contrast he ended up last in the Italian contest. That is combat in a nut shell. Only Sergei Dementiev, also Moldova, managed to end up top 4 in both contests. Now the second one was won by Danish Andre Bertelsen beating Sergei’s sister Natasha in the final. Natasha, now living in Belgium, possesses a Belgian Sporting License and in the Semi’s she was drawn against her brother...

This was my first time in Lugo but I really hope it wasn’t my last one as it was a very pleasant experience. Next time we should stay 6-8 weeks to also have time to visit the surroundings!

/Ingemar Larsson

Good looking Shark by German pilot Ulrich Kappler.

Second time Gordon Price and Andre Bertelsen met this year. Win for Andre both times. Look at the all blue sky and imagine to be on this field during four days with a temp of 30+!!!

Nice F2B Model in ”Texaco style” by Pawel Dziuba, Poland.

Fight between Andre Bertelsen and Sergei Dementiev. Win for Andre! The flying field was surrounded by vineyards and I’m sure when the connoisseurs taste this years wine it will sound like ”A solid taste of oak with a black currant touch but also a sweet reminder of Castor Oil blended with Methanole”.

F2B in Lugo

The GB WC took place with 21 entries, a few less than expected due to prospective entrants having to work, unlike us retired folk! The flying started promptly and all competitors were on their allotted time slot. Unfortunately we had a bad accident on the Judges Warm up flight when the Pilot reached over the propellor to adjust his motor and the carbon blade sliced his under forearm, he flew but needed Hospital treatment and had multiple stitches to seal the wound!! Some few pilots had system faults in particular Pawel Dziuba who campains the “Contra Rotating Prop” power system, he had the electric motor gear rotate on the shaft and spent most of the competition with the drive in bits attempting to repair it. Pawel did also have a “Contra” system for sale for 650 euro!! There were no surprises with the flying and the Gauthier’s filled the top placings split only by Pavel Benes and Kamil Meisl. There was one very happy pilot in Philippe Rampnoux FRA who had his new Yatsenko “Shark” for I think the first competition and he finished in 8th place, a big improvement.

In the Italian WC there were five extra entrants with Marco Valliera being the obvious Italian entry. The weather remained fairly stable however it rained on Saturday evening which unfortunately meant the Mosquitoes were out in force on the Sunday, most of us suffering varying degrees of bites. The contest took on much the same format as before the placings being very similar with the exception of Marco decimating the opposition as you might expect. We had two accidents with one totally crash of Helmut Kofler and David Liber’s Max Bee hit the ground inverted, both electric models. The results were much as before except Marco won ahead of Alexandre Gauthier.

Overall a good contest very predictable results, generally good weather and excellent host’s. (We also had a good S-h Taxi Driver)

/Roger Ladds

312/2018

I år fick vi fint besök på tävlingen (Ja, ja det är fint besök av alla som kommer hit....) då Clement Bindel kom och deltog i båda klasserna. Han räknas numera som en norsk-fransk svensk eftersom han är fransmän av födsel men bor i Oslo och flyger Team Racing ihop med Guffy. När han talade om att han skulle komma erbjöd han sig dess-utom att laga fransk mat till oss. Så på lördag kväll blev vi bjudna på snigelpaj som förrätt och sedan blev det Raclette-järnet som gav oss smält ost, bakpotatis och en massa annat gott. Allt avrundades med en romindräkt kaka. Redan nu har han lovat bjuda på mer fransk mat nästa år! Vem kan då avstå från att komma till Vänersborg och tävla?

Manfallet blev lite större än vanligt i år då Jonatan och Tobias var tvungna att jobba på lördagen (nån måste ju bättra på BNP när vi andra roar oss) medan Emil, Micke och Hellsén-pojken fick förhin-der. Och undertecknad hade svårt att flyga med en inte fullt funk-tionsduglig handled.

Det påverkade ju inte de som kom utan de njöt i det underbara vädret. På lördagen hade våra två norrmän (Ursäkta Clement men nu är det så att om man bor i Oslo och börjat lära sig norska så räknas man som ”Nordman”) lite otur och blev utskickade snabbare än snabbt. Efter att dominerats av Vänersborg under några år blev finalen i 1.5 en ren Karlskoga-affär med Kent som vinnare. John var tyvärr ende junioren så någon juniorriksmästare blev det inte i år heller.

Antagligen på grund av lördagens snigelpaj var våra norrmän så pep-pade i Slow att de kom i topp av listan. I finalen blev dock Kent för svår för Per och Karlskoga-gossen kunde åka hem med dubbla guld och titel ”RM-kung”. Någon krona fick inte då vi glömt att göra en sådan. Niklas har inte berättat hur hemresan var men de hade säkert något att prata om! Alla Ni som vill ha en trevlig helg med likasinnade är välkomna 2019!

/Ingemar Larsson

RM-Combat i Vänersborg

Möte mellan John och Per i Combat 1.5. John tog här sin enda seger i täv-lingen och skickade därmed ut Per som blev helt utan segrar. Något som han justerade i söndagens tävling.

Clement och Lennart möttes bara på lördagen. Vinst för Lennart!

Hade Kent gått ner i spagat här hade han inte kommit upp igen. Och då hade Johan kanske vunnit. Nu fick han vänta till söndagen på en vinst mot Kent. En förlust som för övrigt blev Kents enda under hela helgen. Tala om RM-kung!

32 2/2018

Riksmästerskap Combat 1.5/Vbg-pokalen 13/10:Placering, Namn, Klubb 1 2 3 4 51. Kent Hedberg V 2 V 5 V 8 V 11 V 12 Karlskoga MFK (538) (580) (550) (580) (770)2. Niklas Karlsson V 1 V 4 V 10 F 11 F 12 Karlskoga MFK (478) (616) (282) (414) (286)3. Johan Larsson F 2 V 6 V 9 F 10 Vänersborgs MFK (506) (580) (406) (156)4. John Malmström, Jun F 1 V 7 F 8 Vänersborgs MFK (308) (412) (450) Lennart Nord V 3 F 5 F 9 MFK Red Baron (402) (340) (366)6. Clement Bindel F 3 F 6 CMBL, Frankrike (210) (384) Per Vassbotn F 4 F 7 Agder MFK, Norge (312) (290)

Riksmästerskap Slow Combat/Vbg-pokalen 14/10:Placering, Namn, Klubb 1 2 3 4 51. Kent Hedberg F 1 V 5 V 9 V 11 V 13 Karlskoga MFK (240) (674) (242) (480) (672)2. Per Vassbotn V 2 F 6 V 8 V 12 F 13 Agder MFK, Norge (600) (344) (422) (522) (320)3. Clement Bindel F 4 V 7 V 10 F 11 V (Vbg) CMBL, Frankrike (222) (-) (480) (156) (-)4. Johan Larsson V 1 V 6 F 10 F 12 F (Vbg) Vänersborgs MFK (384) (780) (124) (300) (Dq)5. Tobias Gustafsson V 3 F 7 F 9 V (RM) Vänersborgs MFK (580) (Dq) (134) (480)5. Niklas Karlsson F 3 V 4 F 8 F (RM) Karlskoga MFK (432) (480) (146) (318)7. Lennart Nord F 2 F 5 MFK Red Baron (356) (456)

Riksmästerskap Slow Combat:1. Kent Hedberg Karlskoga MFK2. Johan Larsson Vänersborgs MFK3. Tobias Gustafsson Vänersborgs MFK4. Niklas Karlsson Karlskoga MFK5. Lennart Nord MFK Red Baron

RM-Combat i Vänersborg

Vädret var helt otroligt denna oktoberhelg. Som Ni ser på Niklas var det T-shirtväder båda dagarna. Med tanke vilket skitväder det var veckorna både före och efter vår tävlingshelg kan man undra varför vi hade sådan tur.... På söndagen bjöd Karlskoga (läs Niklas) alla på grillad korv. Kent åt också av dem även om han hade en burk Bullens Pilsnerkorv vid sidan av.

Johan och Clement i full fight i Combat 1.5. Vinst för Johan här men i mötet i Slow på söndagen vann Clement.

332/2018

Gran Canaria Speed World Cup

This was the first year for this dual F2A World Cup event. The local modelers and organizers from Club Tamaran did their very best to make all the contestants feel welcome despite the less than perfect conditions. The Flying Site is not well suited to fly F2A Speed. The Pilots Circle is very large in dia-meter, 8 meters. The outer ring or doughnut is a little narrow and very far away from the circle center. During take of the pilot has to run around the outer edge of the Pilot Circle to keep the model/dolly on the outer ring. Once airborne the pilot must then find the pylon. When the flight was over and the pilot actuated the fuel shut-off he would then have

The contest site seen from the Volcano.

F2A Speed GBR World Cup(km/h)Place, Name Nation 1 2 3 41 EISNER, Paul GBR 290,1 0,0 0,0 299,32 HUGHES, William USA 0,0 295,7 0,0 0,03 PERRET, Matthieu FRA 0,0 287,1 0,0 291,04 DUDAREV, Stanislav RUS 286,6 0,0 288,1 288,85 OSOVYK, Aleksandr UKR 284,1 287,1 288,7 286,96 SANCHEZ, Jose Maria ESP 0,0 220,8 266,7 269,97 CARRACEDO, Eliseo ESP 0,0 241,2 0,0 0,08 GONZALEZ, Miguel ESP 146,0 0,0 0,0 0,09 JIMENEZ, Francisco ESP 0,0 0,0 0,0 0,0

F2A Speed ESP World Cup (km/h)Place, Name Nation 1 2 3 41 EISNER, Paul GBR 302,5 0,0 299,8 298,62 OSOVYK, Aleksandr UKR 0,0 0,0 0,0 297,03 HUGHES, William USA 290,0 0,0 0,0 279,74 PERRET, Matthieu FRA 289,5 0,0 0,0 288,95 DUDAREV, Stanislav RUS 281,8 286,3 0,0 0,06 JIMENEZ, Francisco ESP 0,0 281,8 0,0 0,07 SANCHEZ, Jose Maria ESP 277,5 281,3 0,0 260,48 CARRACEDO, Eliseo ESP 242,7 0,0 0,0 0,09 GONZALEZ, Miguel ESP 0,0 0,0 0,0 140,0

to run toward the outer edge of the center circle to bring the model over the landing area. This proved to be a little difficult due to the high winds. Most of the pilots found there way in to the grass infield. This hap-pened to the first three pilots during open training on Thursday morning. The weather was not making life easy either. Most of the time, the wind was between 25-35 mph with gusts up to 65 mph. Then there was the constant threat of rain. If it was not raining or blowing it was sunny and about 70 degs F. The contest officials were none other than Jo and Peter Halman, from the UK. Jo was the contest director and operated the Transitrace Timers. Peter was the circle martial and ran the Line check and pull test. Peter was scheduled to take part, but a freak accident caused a lower body injury, this left him unable to fly this weekend. Nine pilots from around the world were in attendance. There were four pilots from Spain. One each from Russia, Ukraine, Great Britain, France and the USA.

The first event, “The Cup of Gran Bretana”, was scheduled to begin on Thursday, with the 1st rd at 1300 hrs. The flying order was drawn, and open training began at 1000 hrs.

After only 4 training attempts the flying was stopped by local government officials. We would no longer be allowed to fly today. They said, “All outdoor activity was to stop due to the high winds”. Also, the organizers were told to wait until 1030 hr every morning for the ok from the local government to begin flying. If this was the way it was going to be we would have to fly 4 rounds on Friday. This was going to make for a busy day.

The weather cooperated and with the effi-ciency of Jo Halman, we were able to com-plete all 4 rounds. Most of the pilots had new engines and models with them. The sporadic results tend to show this. I had new, untested models. Alex Osovyk and Stas Dudarev had new or re-built motors as did Paul Eisner. But, some very respectable speeds were reached.

The 2nd World Cup Event was the “Cup of Gran Canaria”. It was decided that 3 rounds would be flown on Saturday and the 4th rd flown on Sunday. The organizers asked that we finish the event before noon on Sunday. Local government officials were scheduled to attend the 4th rd, but they never showed. The highlights from the 2nd contest were Paul Eisner’s first round flight of 302,5 kph and the 4th rd flight from Alex Osovyk of 297,0. Due to a clerical error it was not

The neat Handle Retainer at the line check worked without problems.

The slowest and fastest models of Miguel Gonzales and Paul Eisner.

The contest site.

Speed mates Matthieu Perret FRA and Bill Hughes USA enjoyed Las Palmas.

34 2/2018

Gran Canaria Speed World Cupknown if Osovyk’s FAI License was current. Jo Halman was finally able to confirm that his FAI License was ok on Saturday evening. Alex decided to fly the 4th rd. He prepared a known, tested model and on his 1st attempt hit the setting perfectly for a flight of 297.0 kph. This was good enough for him to move in to 2nd place.

After the flying was finished the Club Tama-ran hosted a very nice Banquet on the site. Roasted Chicken with all the beer and wine you could drink. I would like to thank the Club Tamaran for hosting a fine F2A World Cup. New friends, Alberto Parra, the Spain F2A Pilots; Jose Sanchez, Miguel Gonzalez, Francisco Jimenez, and Eliseo and Ali Car-racedo. Thanks again to the Contest Mana-gement, Jo and Peter Halman, Jose “Pepe” Alvarez and Yolanda Garcia. A special thank you to Miguel Gonzalez, for the private tour of Gran Canaria Island. And to my European F2A Teammate, Matthieu Perret.

/Bill Hughes

Københavnsmesterskabet 2018

Klar til start. Timer Luis har det kold, godt han ikke har korte bukser på....

Niels-Erik med sin Weatherman-model.Luis kom tilbage fra tabet ved Pinse-staevnet og vandt over Jens.

Årets sidste konkurrance på Amager Fællede, også kendt som de pølsers fest, havde i år blot deltagere fra Comet. I tidli-gere tidere var der mange Københavnske klubber og dette var sidste mulighed for et resultat inden vinter og konkurrance-pause. Så det gjaldt noget når vi mødte til KM. Men hyggeligt er det stadig. Vejret var trods dårlige varsler om natten rigtigt fint. Der blev fløjet Weatherman, Minispeed og Diesel-Combat. Nogen tæker måske - “den der betoncirkel på Fælleden, er den ikke knækket sammen og vokset til?”. Jo, sådan lidt. Små repara-tioner og botanikbegrænsende aktiviteter gør den brugbar. Med en gunstig vind-retning, heldigvis fra vest, kan der stadig flyves Goodyear. Weatherman modeller klarer sig også fint. F2A og F2C går ikke.Ses til næste år

/Ole Bjerager

Weatherman Vintage Speed1. Luis Petersen Mills 1.3 17,3 s / 101%2. Jens Geschwendtner MPJet D 13,9 s / 87%3. Niels-Erik Hansen ST15 G 23,7 s / 86,9%

Minispeed1. Niels-Erik Hansen Cox 30,1 sek2. Jens Geschwendtner PAW 0,5 varv

Diesel-Combat1. Ole Bjerager2. Jens Geschwendtner

Så er vi i luften.

Model of Eliseo Carracedo, Spain. Model of Stanislav Dudarev, Russia.

Model of Aleksandr Osovyk, Ukraine.Model of Paul Eisner, Great Britain.

352/2018

Stuntdepån var full av modeller, de flesta från Uddevalla.

F2D CombatPlac, Namn Klubb1. Staffan Larsson SK Lin-Len2. Ingemar Larsson Vänersborgs MFK3. Johnny Coucher Handens MFK4. K-G Nilsson Västerås FK5. Klas Brobäck Uddevalla MFK Lars Helmbro Uddevalla MFK Dan Johnsson Vänersborgs MFK Hans Ljunglöf Handens MFK9. Torsten Andersson ÖSFK Anders Berggren Vänersborgs MFK B-Å Fällgren Oxelösunds MFK Micael Höög Handens MFK Anders Johansson Skara LFK Anders Leimalm AKMG Tommy Magnusson Vänersborgs MFK Johan Norelius Västerås FK Kent Rudström Vänersborgs MFK Mikael Svensson Uddevalla MFK19. Anders Dahlöf Vänersborgs MFK Max Granqvist Skara LFK Hans Hermansson Skara LFK Tommy Karlsson Uddevalla MFK Mikael Olsson Skara LFK Björn Regnström Vänersborgs MFK

Svenska Mästerskapen 1974LINA:s Nostalgihörn

F2B StuntPlac, Namn Klubb 2 bästa1. Alf Eskilsson AKMG 7297 p2. Ove Andersson Västerås FK 7248 p3. Gunnar Carlsson Handens MFK 6509 p4. Lars Helmbro Uddevalla MFK 6506 p5. Erik Huss Skara LFK 5493 p6. Torbjörn Hansson Uddevalla MFK 4728 p7. Jan Ljunglöf Handens MFK 4595 p8. Conny Åquist Uddevalla MFK 3749 p9. Dick Jonefeldt Uddevalla MFK 3620 p10. Ingvar Karlsson Uddevalla MFK 2524 p11. Thomas Lindblom Uddevalla MFK 1388 p12. Ingemar Karlsson Uddevalla MFK 867 p13. Tommy Karlsson Uddevalla MFK 721 p

F2C Team RacingPlac, Namn Klubb Heat Final1. Larsson/Rylin Solna MSK 4.26 8.552. Bengtsar/Böhlin Solna MSK 4.29 9.113. Pontan/Winkler Handens MFK 4.22 Disk4. Gustafsson/Härne Solna MSK 4.375. Samuelsson/Axtilius MFK Galax 4.446. Ahlström/Engman Handens MFK 5.137. Andersson/Njurling ÖSFK 7.028. Kall/Andersson AKMG 71 v9. Fällgren/Fällgren Oxelösunds MFK w.o.

F2A Speed (km/h) Plac, Namn Klubb 1. Ove Kjellberg Solna MSK 2352. Bengt Martinelle Örnarna 2293. K-E Enquist Örnarna 2204. Rolf Hagel AKM 2175. Anders Ahlström Handens MFK 0 Mats Böhlin Solna MSK 0 Göran Fällgren Oxelösunds MFK 0 Ingemar Larsson Vänersborgs MFK 0

I början av 70-talet tog linflyget en rejäl fart i Västsverige. Sedan tidigare fanns det ju flera stycken piloter i Aeroklubben i Göte-borg men nu dök de upp på flera platser främst sporrade av Lars Helmbro och Bengt-Göran Rengman i Uddevalla. De hade lyck-ats lära halva Uddevallas ungdomar (det kändes i alla fall så) att flyga och triggade också igång först Vänersborg och senare Skara. Under 1970-71 hade vi lokala (junior)-tävlingar med piloter från Uddevalla och Vänersborg och 1972 arrangerad AKG Lin-UT ute i Frölunda. Det var första gången jag var på en nationell tävling och jag minns än idag hur imponerad jag blev av alla linflygare som var där. Något som triggade flera av oss till fortsatt satsning.

Under slutet på 1973 och början på 1974 enades klubbarna i Udde-valla, Vänersborg, Göteborg och Skara om att försöka anordna ett SM. Vi tyckte det var på tiden att det kom ett SM till västkusten. Då Erik Huss i Skara hade god kontakt med kommunen och de var välvilliga till ett SM blev platsen tidigt bestämd och flera pla-neringsmöten i Skara följde. Jag minns speciellt ett tillfälle under sommaren då vi var i Skara för att gjuta ner ett rör (för speed-pylonen) vid utebadets asfaltparkering. Max Granquist hade skaf-fat verktyg, rör och cement och vi satte glatt igång att hugga hål

Linas redaktör kom till Skara med 4 nybyggda ”Pink Panter”. En välflygande modell konstruerad av Derek Dowdeswell och med vilken han vann British Nats 1973. Som Ni kanske kan se är det olika motorer på varje plan. Något som var vanligt hos de flesta på den här tiden. Man flög med det man hade!

Trots att Västerås var mycket aktiva i combat vid den här tiden kom bara Klas-Göran Nilsson och Johan Norelius till Skara. För Er som undrar.... Nej, det är inte en mobiltelefon som Johan håller i!

Jan Ljunglöf på väg att släppa upp klubbkompisen Gunnar Carlsson.

Gunnar Carlsson flög till sig en 3:e plats bara 3 poäng före Lars Helmbro. Tala om marginaler!

36 2/2018

Svenska Mästerskapen 1974LINA:s Nostalgihörn

i asfalten. Efter en stund dök polisen upp då de blivit uppringda av någon som sagt att ”Det står ett gäng och förstör parkeringen vid badet. Ni måste stoppa det!”. Nu var ju som tur var polisen informe-rad om att vi skulle ha ett SM i Skara så de lämnade oss snart och vi kunde göra klart arbetet.

Som en förberedelse och test ordnades tävlingar i alla klasser både i Vänersborg (april) och Skara (maj). Då tävlingarna kunde räknas till landslagsligan kom bland annat F2C-flygare från Stockholm ner till båda tävlingarna. Flera lag aspirerade på att åka till Tjeckoslova-kien och sommarens VM. Utan denna morot hade vi nog varit ganska ensamma på tävlingarna....

SM:et hölls 7-8 september och det var i stort sett hyfsat väder vad jag minns. Några regnskurar kom men det störde inte så mycket. Speed och Team kördes på utebadets parkering medan Stunt och Combat fick hålla till på Skara IP:s fotbollsplan. Man kunde bo på det närlig-gande motellet, eller som de flesta, på vandrarhemmet. Naturligtvis var det många tävlande från Västsverige och jag tror att vi mer eller mindre hotat alla med tjära&fjäder om de inte kom. Kolla bara på hur många Uddevallare det var i Stunt och har vi någonsin efteråt haft 24 startande i Combat?

Speed var en öppen fråga om vinnare och i Team förväntade sig nog alla att Larsson/Rylin skulle ta det. Combaten var öppen med många kandidater och den stora frågan i Stunt var om Alf skulle kunna för-svara sitt SM-guld från 1973. Ett SM där för övrigt Per Stjärnesund blev 5:a i stunt och underteckand kom 3:a i combat efter att i fly-off besegrat Rolf Stjärnesund (Pers bror). Men det är en annan historia.

Efter avslutade tävlingar tror jag alla var väldigt nöjda med genomför-andet och vi som organiserade fick blodad tand och ordnade SM redan 1978 igen, fast då i Göteborg. Också det är en annan historia.....

/Ingemar Larsson

Med ca 50 poängs marginal kunde Alf Eskilsson hålla undan för Ove Andersson och vinna SM för andra året i rad.

Någon gång under helgen kom det regn men combat-depån var ändå full av plan och aktivitet.

New ”old” F2B model

by Gunter Wagner

Gunter in 1988with both Piotr’s and his own model.

New slightly modified Voyager.

Here are some details about my new model.I did built one back in 1988 when I got the plan from my friend Piotr Zawada, who unfortunately has already passed away so he can’t experiance my new one.

The new model have a different design with changes made by Steve Buso, but still Piotr’s wing profile. I chosed to build it again as a memory of Piotr.

The engine will be a PA 61 RE with a muffler from Armand Kuentz and I hope that it will work. The model is painted but not completely finished yet. I hope to end with a weight of 1750 gr.

/Gunter Wagner

PA 61 with new silencer.

372/2018

BöckerLINA tipsar om:

Har Ni någonsin undrat om det förekommit produk-tion av modellmotorer i Sverige? I denna publikation kommer Ni att finna svaret. Ulf Carlén har på ett för-tjänstfullt sätt sammanställt tillgängliga uppgifter. Att det inte är lätt förstår man då man ser att det på vissa fabrikat saknas data då antagligen de som var inblandade inte finns i livet längre. Vad som slår en när man läser boken är hur många olika fabrikat det funnits genom åren. Vill man ha boken mailar man Ulf Carlén på ulf.carlen@united-efforts.se och beställer. Han har (förhoppningsvis) fortfarande kvar den engelska version till ett pris av 225:-.

Swedish Model Engine Encyclopediaav Ulf Carlén2010 United Efforts ProductionISBN N 978 91 633 1942-6

Quiz answers Lina 2-2017In Lina 2-2017 we had an engine quiz and here you find the answers. 5 enthusiasts sent answers to Lina which gave them the following results (Maris Dislers had won the quiz if he had stuck to his first email with answers. But changed his choice for #4...and....):

1. Maris Dislers AUS 15 correct1. Jose Manuel Rojo ESP 15 correct1. Ola Murelius SWE 15 correct4. Göran Olson SWE 13 correct5. Bryce Gibson NZL 7 correct

The engines were:1. BG Mk II (The Geschwendtner Bugl)2. Webra Mach I (Replica via Axel Jungherz)3. ED Racer 2,46 cc (Probably Mk IV)4. USTKAM 2,5 cc5. Furia 2,5 cc (Russian F2D engine)6. USE 15 G Mk II7. Bugl 15 DR8. Enya 15D9. ETA Elite Mk II10. Cox Conquest 15 Glow11. HP 15 D RV12. Taipan 15 Goldhead13. Stels 15 RV14. David Andersen Drabant 1515. HGK 15 Speed16. Oliver Tiger Mk V17. Webra Mach II18. Kosmic 15 Glow & Diesel

Ask for our pdf catalogue!aeamodels@gmail.com

38 2/2018

Amusements - Silencer QuizNo engines this year. Instead we go for silencers.... more exact 26 of them. A thing you normally don’t look at so this will be the ultimate test of your know-ledge. Welcome to email your answers to Lina’s Editor.

Enjoy and Good Luck!

23

12

34

5

6

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8

9 10

1112

13

14

15 1617

18

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392/2018

Varför bygger man en Atom Minor från 1947? Jo, jag har länge gått och funderat över att bygga en GP Special, en Truedsson-kon-struktion från slutet av 1940-talet. Till detta bygge ville jag gärna ha en tidstypisk motor. Min far byggde en GP Special i början på 50-talet och jag har en bild på detta bygge. Motorn, en 5 cc FROG, har jag fortfarande i min ägo, men vill inte använda den till att flyga med.

Jag har också länge gått och funderat över att bygga en bensinmotor med tändsystem och trottel. Ville gärna gjuta några delar i aluminium som en uppföljare till mitt Mills-bygge. Har man en gång gjutit aluminium så man vill gärna göra det igen. Diskussio-ner på KMFK:s tisdagskvällar om diverse olika motorer ledde fram till att Bosse Jans-son undrade om jag hade sett Edgar West-burys motorer. Nej, det hade jag inte. Lite sökningar på nätet gav att det fanns en Atom Minor MK3 som verkade lagom. Den hade i mitt tycke ett bra utseende och dessutom tre delar som behövde gjutas, vevhuset, bak-stycket och fronten. Den saknade dock trot-tel men jag tänkte att det går nog att ordna efteråt. Ritning i form av en bok fanns att köpa hos Hemmingway kits och den beställ-des hem.

ATOM Minor Mk 3LINA:s Motorhörna

”The Hannes Illipe Garden Foundry”

Atom Minor MK3 konstruerades 1947 och är en mindre efterföljare till E Westburys större konstruktioner. Hans konstruktioner är gjorda med tanke på hembygge och har mig veterligen aldrig tillverkats kommersi-ellt. Den är på 6 cc, har en roterande ventil i baklocket och glidlager för vevaxeln i frontde-len. Originalet hade brytarspetsar och meka-nisk tändförställning. Jag valde att använda ett modernt elektroniskt tändsystem med magnet och hallgivare.

3D-printning och gjutningFör att göra sandgjutning behöver man en gjutmodell som är delbar på lämpligt ställe. Det gällde nu att överföra ritningen till cad-modell så att jag kunde 3D-printa modellerna i min 3D-skrivare. Började med samma cad-program (123D-cad) som jag använde till min Mills motor men konstaterade ganska snabbt att många nödvändiga funktioner saknades. Hade fått tips om ett annat program som

är gratis för hobbyister, Fusion 360. Det är ett ganska avancerat program med mycket funktioner och en viss tröskel att komma över innan man kommer igång med det man vill göra. Modellerna caddades och printa-des i ABS-plast. Gjutningen innebar en ny utmaning; att göra en sandkärna i gjutgodset då överströmningskanalen inte enkelt kan tillverkas på något annat sätt. Sandkärnan tillverkas genom att göra en form för sand-kärnan, sanden blandas med vattenglas och natriumsilikat till en formbar massa, som sedan stelnar när den kommer i kontakt med koldioxid/kolsyra. Familjen undrade var sodastreamern hade tagit vägen..... !

Gjutresultatet blev riktigt bra och sandkärnan kunde lätt petas sönder med en skruvmej-sel. En hel del delar behövde tillverkas och gjutgodsen svarvas och bearbetas. Vevaxeln svarvades ur en stor bult, märkt 8.8. Stålet i en 8.8 bult är ganska ok att svarva även om det tar emot lite. Har provat att använda bult märkt 12.9 men det är ingen rolig historia.

Övriga delarKolv och cylinder är svarvade och frästa ur en rundstång av gjutjärn. Den roterande ven-tilen är tillverkad av mässing. Topplocket är

Gjutform med sandkärna på plats.

Gjutning ute i det fria.

Baklock och front gjutna tillsammans.

Färdiga gjutgods. Dags för svarvning.

Närbild på vevhuset.

40 2/2018

ATOM Minor Mk 3LINA:s Motorhörna

svarvat av aluminium och har plats för ett litet tändstift med vanliga glödstifts-gängor (1/4-32). Magneten för tändsys-temet sitter i den roterande ventilen istället för att sitta på medbringaren, detta för att medbringaren inte sitter i ett fast läge utan kan glida på vevaxeln och då skulle tändningsställningen kunna flytta sig. Hallgivaren för tändsystemet sitter monterad på baklocket med lite justermöjlighet. Detta är naturligtvis avvikelser från originalmotorn men det har jag inte tagit någon hänsyn till.

ProvkörningBränslet jag har använt är 80% alkylat-bensin och 20 % olja (Biltemas 2-takts-olja). Gjorde några prov med vanlig 95-oktanig bensin men kan inte märka någon skillnad. Den har varit svårstartad men det verkar som om min el-starter är lite för långsam då motorn verkar behöva en ordentlig kick. Fick låna en annan starter och med den så har alla startpro-blem försvunnit. De första proven gjorde jag med originalförgasaren men nu har jag byggt en förgasare med trottelfunk-tion. Förgasaren har jag hämtat från en ritning för VEGA 30. Den trottlar väldigt fint och svarar bra på gaspådrag. Max-varvtalet är ca 7000 rpm med en 12x6 propeller och tomgångsvarvtalet ligger på ca 2000 rpm. Jag har även byggt en ljuddämpare som tar ner ljudnivån till en mycket fin nivå. Den ”puttrar” väldigt fint på tomgång, stabilt och precis som man vill!

/Hannes IllipeKungsbacka MFK

Provkörning i samband med Västkustträffen 2018.Nästan färdig vevaxel.

Vevaxeln görs i ett stycke och när man svarvar tappen måste man ha en jigg.

3D-pluggarna, gjutningarna och boken. Vevstaken tar form.

En bult håller på att bli en vevaxel. Färdig frontbox med vevaxel.

Baklock med rotor och packningar. Kolv, topplock och cylinderenhet.

412/2018

Efter den flygvänligaste sommaren

sen Jim Walker uppfann linflyget var

det dags för den 52:a Västkustträffen

(eller skall vi döpa om årets tävling till

Västkustblåsten). Datumet var satt till 22/9.

Någon vecka senare än vad som brukar

vara. Naturen ville ta igen vad den missat

under sommaren den helgen. Kraftig vind

var utlovat så vi sköt upp tävlingen en

vecka. Med resultat att många som brukar

vara med inte hade möjlighet att deltaga.

(Vi gör inte om det).

Lördag 29/9 kom och naturen tog fortfa-

rande igen sommarens väder. Det var frisk

vind och regnet kunde inte riktigt bestäm-

ma sig om det skulle komma ner eller vara

kvar däruppe.

När det var dags för första omgången var

det faktiskt uppklarnande och solen tittade

fram lite blygt som en 16-årig tjej på sin

första dejt. Vinden var dock frisk som

en testosteronstinn 17-åring som skulle

uppvakta denna 16-åriga tjej.

Först ut var Niklas, det såg bra ut, men det

gick fort, pga vinden kan jag tänka. Det är

svårt att få till precisionen när det ”windar

upp” och man får fullt sjå att hinna med att

rycka i handtaget.

Andre man var Staffan Ekström. Här ser

man vad som gör honom till mästare, en

kombination av erfarenhet, mycket träning

och förmåga att trimma in flygplanet som

Staffan även kan bygga lätt och rakt. Trots

vinden stabilt och nästan precist, ja jag

säger nästan, för jag såg lite missar här och

där. I mina ögon flög han precisare med

den gamle Taxin.

Kai Karmas tur med ett nytt flygplan, det

såg dock ut som hans gamla, lite vitare

bara, men den gode Kai har gått över till

den mörka sidan och satt en elmotor i

nosen (Det får stå för artikelförfattaren.

Reds anmärkn). Jag hann tyvärr inte se så

mycket av hans flygning så jag kunde bedö-

ma om det var bättre eller sämre. Som alla

haft hittills så var det lite dålig linsträck-

ning i vinden. Kai klarade ut det bra, men

i åttan över huvudet blev det rejält linslack

och undre linan hakade sig i den övre vid

handtaget och kraschen var ett faktum. Jag

lider med honom.

Dags för undertecknad då. Jag lyckades

göra en förvånansvärt bra flygning i

blåsvädret.

Femte man, Ove Andersson, flyger stabilt

som vanligt, men han har problem med

nuvarande modellen när det blåser.

Lars Roos kom med sin nya egenbyggda

Yatsenko Classic, Stalker 76. En riktigt fin

kärra som bådar gott för framtiden när allt

är intrimmat.

Sjunde man, Emil Palm gjorde en fin

flygning med Spirit. Orkade han bara träna

så skulle pappa få stryk snart.

Thomas Johnsson var sist ut i omgången.

Det ser bättre och bättre ut för varje tävling.

Får han bara till buntdelarna i åttorna så…

Vinden hade ökat och ökade mer och mer

när andra omgången skulle flygas. Alla

hade problem i vinden. Staffan, under-

tecknad, Niklas och Emil var de enda som

fick till fullt program. Niklas hade gått

bakom klubbhuset och sniffat kryptonit

tror jag, för han var den ende som ökade

sina poäng. Thomas fick en nertryckning

i buntdelen på fyrkantsåttan och synade

hur djupt gräsrötterna går ner. Hade han

haft platåskor på sig hade han klarat det, så

lite var det som tog i så han fick aldrig reda

på hur djupt rötterna går. Allt klarade sig;

propeller, fena m.m. Ove fick lite för rik

inställning på motorn, och som vi alla vet

går det för sakta då för att göra säker luftak-

robatik. Ove avbröt efter några manövrer.

Kai och Lars stod över.

När det var dags för tredje omgången så

blåste det 12+ m/s i byarna. Alla var ense

om att avbryta. Ingen hade nog kunnat öka

sina poäng, (kanske Niklas om han hade

någon kryptonit kvar). När jag började

plocka ihop avspärrningarna så började det

droppa från ovan, så vi gjorde rätt.

KMFK hade även sin årliga motorkörarträff

på eftermiddagen, lite dålig uppslutning

29 september 2018

En blåsig Västkustträff

42 2/2018

mot vad det brukar vara. Vi fick se lite ovan-

liga motorer, bl a Sven-Erik Martinsons

OS-wankel, div gamla dieslar samt Ingvar

Niklassons och Hannes Illipes hemma-

gjorda alster. Under tiden bjöds det på Klas

hemmagjorda ärtsoppa inne i klubbhuset,

så gudagott!

πMichael Palm

Weatherman Vintage Speed

Årets sista W-tävling bjöd på en blåst som

missgynnade Ingvar Niklasson och Hannes

Illipe då deras Mills inte riktigt orkar driva

runt modellen i blåsigt väder. I motvinden

kan man nästan tycka den går baklänges!

Och det ger ju inga bra tider. Så Hannes

avstod helt medan Ingvar gjorde ett försök.

Veckan innan tävlingen var Tomas och jag

ute och testade och då flög Tomas 103% av

rekordet. Nu upprepade han det på tävling-

en och vann klart då jag försökte men inte

lyckades matcha det (den här gången!!!). En

lyckad säsong för Tomas då det blev vinst

både nu och vid Oldtimer-

träffen.

Kauko gjorde sin första tävling med den

3,5-bestyckade modellen (som han visat upp

tidigare utan att delta...). Och en flygning

(han var ju mest upptagen med att döma

stunt) räckte för att ta tredjeplatsen. Men

han visade att motorn har potential för

högre hastigheter vilket gör att vi är många

som klurar på förbättringar för att kunna

vara på topp till Häxvrålet nästa år. Konkur-

rensen hårdnar... vilket sporrar!

πIngemar Larsson

F2B Stunt:Namn, Klubb 1 2 3 2 bästa1. Staffan Ekström 3701,5 3653,5 - 7355,0 p Trelleborgs MFK2. Michael Palm 3291,5 2915,0 - 6206,5 p Kungsbacka MFK3. Niklas Löfroth 2784,0 3208,0 - 5992,0 p Karlskoga MFK4. Thomas Johnsson 3030,5 1658,0 - 4688,5 p Kungsbacka MFK5. Emil Palm JUN 2258,0 2207,0 - 4465,0 p Kungsbacka MFK6. Ove Andersson 3031,0 837,5 - 3868,5 p Västerås FK Modell7. Kai Karma 2584,5 - - 2584,5 p SIL8. Lars Roos 339,0 - - 339,0 p Trelleborgs MFK

Weatherman Vintage Speed:Namn Klubb 1 2 31. Tomas Jansson Vänersborgs MFK 6G / 22,4 s 6G / 21,1 s 6G / 24,0 s 129,3 / 97,3 % 137,2 / 103,3 % 120,7 / 90,8 %2. Ingemar Larsson Vänersborgs MFK 0D / 12,4 s 0D / 13,3 s 0D / 12,1 s 116,8 / 97,6 % 108,9 / 91,0 % 119,7 / 100,0 %3. Kauko Kainulainen AKMG 4G / 21,9 s - - 132,2 / 93,2 %4. Michael Palm Kungsbacka MFK 3G / 0,0 s 3G / 28,0 s 3G / 25,6 s - 103,4 / 73,6 % 113,1 / 80,5 %5. Kaj Johansson Västerås FK Modell 3D / 29,3 s - - 98,8 / 71,0 %6. Alf Eskilsson Kungsbacka MFK 3G / 32,1 s 3G / 31,1 s 3G / 29,9 s 90,2 / 64,2 % 93,1 / 66,2 96,8 / 68,9 %7. Ingvar Nilsson Kungsbacka MFK 0G / 15,7 s - - 92,2 / 68,2 %8. Ingvar Niklasson Kungsbacka MFK 1 / 0,0 s - -

Kaukos snygga modell.

Vinnarmodellen har en HP40 i nosen. Kaj bar matchande jacka till modellen.

Alf, Ingemar, Ingvar, Ingvar, Tomas, Kaj, Hannes, Micke, Kauko och Sven-Eric.

432/2018

Amerongen 1977Many pilots still active today were also (very) active back in the 70’s and we met every summer at different European contests. The absolutely biggest one was the Dutch Combat International held in Holland every summer. You might remember the flashbacks in Lina 3-11 (Spaarndam 1974) and Lina 2-15 (Rot-terdam 1976). Also in 1977 Team Sweden Combat Tour went abroad for this contest. After a week in Amsterdam visiting friends we turned up in Amerongen, a new site for the contest. It was a big grass field and I think it was the site of a local Football Club. As common in those days all of us camped at the field and used the facilities of the site (like pub, showers and toilets).

After having over 100 pilots the earlier year now we ”only” saw 70 pilots from 8 countries. Normally half the crowd would be British pilots but for some reason only 7 turned up this time. Holland was the coun-try with most pilots, 23 while Germany and France had 11 each. 7 came from Italy and 6 from Belgium while Sweden with 4 and Portugal with 1 had the smallest number. Unfortunately there were no pilots from Denmark and Finland this year. Nevertheless it was a nice weekend with good weather.

The contest was run in two circles and you had to keep track of when you were flying and in which circle. If you missed it you lost..... As we used the old direct knock-out system with loosers round and elimination to get it down to 64/32/16 after the Loosers round the draw could be a bit strange some-times. I have written down some of heats from various rounds here but miss papers from some rounds. Anyway, if you look at the names you may recognize several of them.

One situation I still remember quite well is when Rob Olijve and I was walking talking and there was a fly-away from one of the circles. We were occupied by talking and didn’t see the model coming and it hit Rob (with a running engine, Oliver probably) at his left collarbone. So just of a sudden he was laying on the ground beside me, unconsci-ous. Happily he soon recovered with a bruise as the only memory. So things could be a bit scary in those days too!

British pilots Chris Snitter & John Doe.

F2D, Round 1 (70 pilots)Frits Schot NED L 230Pieter Roelandt BEL W 318

Wolfgang Hebisch GER L 238Tony Schmidinger SWE W 284

Sergio Tomelleri ITA W 349Frank Kuckelkorn GER L 309

Erik Huss SWE W 340Jaap vd Loosdrecht NED L -20

Bert Gijsbertsen NED L DqPeter Willmer GER W

Jacco de Ridder NED W 414Nicolas Pettier FRA L Dq

Ben Jordaan NED W 100Dave Smith GBR L Dq

Rainer Jedamzik GER L DqIngemar Larsson SWE W

Fred Meijer NED L 58Dave Willis GBR W 340

Rob Metkemeyer NED L DqConny Åquist SWE W 190

Rob Olijve NED L 189Jean Marie Fraisse FRA W 396......

F2D, Loosers RoundFrits Schot NED W 527René Taieb FRA L 440

Rob Metkemeyer NED W 426Chris Snitter GBR L 336

Norbert Figus GER L DqBert Gijsbertsen NED W

Nicolas Pettier FRA W 240Rob Olijve NED L Dq

Fred Meijer NED W 418Sigrid Ksienzyk GER L 224.......

F2D, Round 2Nicco van Zijp NED L 266Ingemar Larsson SWE W 419

Frits Schots NED W 145Frank Kuckelkorn GER L 140

Roberto Isotta ITA W 279Jacco de Ridder NED L 188

Fred Meijer NED WSergio Tomelleri ITA L Dq

Olivier Mittler BEL WConny Åquist SWE L Dq

Jean Pierre Gilant FRA L DqRob Metkemeyer NED W

Erik Huss SWE L 327Arjan Woesthof NED W 420.......

Toni Schmidinger SWE Bye

F2D, Elimination to 32Toni Schmidinger SWE W???.....

F2D, Round 3 (32 pilots)Frits Schots NED L 310Peter Tribe GBR W 522

Fred Meijer NED W 304Timo Gasche GER L 256

Roberto Maestrelli ITA WBen Jordaan NED L wo

Rob Metkemeyer NED L 539Werner Groethe GER W 568

Bert Gijsbertsen NED L 16J-C Marconcini ITA W 240

Patrik Mutelet FRA W 180Ingemar Larsson SWE L 143

Toni Schmidinger SWE L 241Jean-Marie Fraisse FRA W 409.....

F2D, 1/4 FinalStefano Cordioli ITA L 222Werner Grothe GER W 283

Richard Kroder NED WPhilippe Henry FRA L Dq

Fred Meijer NED L 171Roberto Isotta ITA W 303

Jean-Marie Fraisse FRA W 116Peter Tribe GBR L 48

F2D, Semi FinalWerner Grothe GER W 346Richard Kroder NED L 257

Roberto Isotta ITA L DqJean-Marie Fraisse FRA W

F2D, FinalWerner Grothe GER W 390Jean-Marie Fraisse FRA L 292

F2D, Fly-off for 3rdRichard Kroder NED L 241Roberto Isotta ITA W 304

Swede Conny Åquist.Dutchmen Bruno van Hoek and Jeroen Piepenbroek.

Jean Marie Fraisse of France with his famous Boomerang design.

Rob Metkemeyer NED on his way to start.

I don’t know what Jacco de Ridder & Co did but we had a lot of spectators all weekend. Maybe he promised them free icecream? Or did C/L flying attract peoples interest?

LINA:s Nostalgihörn44 2/2018

Amerongen 1977F2D Combat, Results1. Werner Grothe GER (Rossi Diesel)2. Jean-Marie Fraisse FRA Rossi Diesel)3. Roberto Isotta ITA (Rossi Glow)4. Richard Kroder NED (Oliver Tiger)5. Stefano Cordioli ITA (Rossi Glow) Philippe Henry FRA (Rossi Diesel) Fred Meijer NED (ST Glow) Peter Tribe GBR (ST Glow)9. Guy de Boeck BEL Fausto Cattaneo ITA Mauritzio Cerpelloni ITA Roberto Maestrelli ITA Gianni Maetillo ITA J-C Marconcini FRA Olivier Mittler BEL Patrick Mutelet FRA16. Bert Gijsbertsen NED Ben Jordaan NED Ingemar Larsson SWE (Rossi Diesel) Rob Metkemeyer NED Toni Schmidinger SWE (MVVS Diesel) Frits Schots NED .....33. Erik Huss SWE (MVVS Diesel) Jacco de Ridder NED Sergio Tomelleri ITA Conny Åquist SWE (Oliver Tiger) ....53. Rob Olijve NED ...

Having so few British pilots and in addition that the ones coming were relatively unknown only one British pilot reached top 8. Instead it was a final between Germany and France. Jean Marie Fraisse of France was a well-known pilot espicially for his Boomerang design. A well flying model that many copied. The only downside with it was that it broke very easy. Compared to Combat models of today most contructions were much weaker.

The only one of my own heats I remember is the one against Nicco van Zijp of Holland. It was a close one with a lot of flying and in the end I was the winner, a victory that I remem-bered for a long time as we had such nice flying (have never asked Nicco of his memo-ries from this fight...). I was using Rossi Die-sels with pressure and 8x4 props. The Glows were coming more and more (mostly ST and Rossi) while the diesel flyers used Rossi diesels or the ”old” Oliver Tigers. The Oliver flyers began to have problems as both the Glows and the Rossi diesel were faster.

/Ingemar Larsson

Swedish pilots Toni Schmidinger and Erik Huss pre-pare their equipment and enjoy the sunny weather.

Italians Sergio Tomelleri and Stefano Cordioli.

TIPS från coachen

Slitsad hylsa till svarvenOm man vill svarva ett kvadratiskt arbetsstycke men inte har en fyrbackschuck eller vill ha besväret att byta från sin trebackschuck kan man enkelt lösa problemet genom att kapa till en rörbit och slitsa den. Man behö-ver inte spänna chucken speciellt hårt för att arbets-stycket ska sitta säkert under arbetets gång.

Triple contest invitation

Baltic Stunt trophy

Snobben OpenWhen:18-19 of May 2019Where: MFK Snobben, Bromölla, Sweden. Google maps 56.038047, 14.447530

Gripen Trophy

When: 6-7 of July 2019Where:RFK Gripen, Simmelsberga, Sweden. Google maps 55.996026, 13.051661

Farmshack Grande Finale

When:7-8 of September 2019Where: Farmshack BBQ, Lund, Sweden. Google maps 55.723081, 13.264953

Classes: F2B, Wheatherman, SemistuntEntry fee: 20 Euro/200 SEK in F2Bper event 15 Euro/150 SEK Juniors and Semistunt

5 Euro/50 SEK in Weatherman

Maximum 25 contestants per event in F2B

Registration to mfksnobben@gmail.com

Aditional information will be at

The SLIS forum and at MFK Snobben homepage

LINA:s Nostalgihörn452/2018

– Designed by Bruce Perry, Canada

J

J JesterThe story of Jester’s lineage:

Firstly, we will begin with Merlin

the immediate predecessor of Jester.

This first section was written prior to the

first flights of Jester. This section is simply

the history of where Jester came from.

The story began with a foam wing one

piece Impact, then a Geo wing take apart

Impact, (58oz’s too BTW) then Legend, the

first variation on the Impact, then Merlin

the variation on Legend, the next ship is

Jester, a variation on Merlin.

The design changes from Impact were

based on my flying techniques and abilities.

Paul has a finely tuned machine that he can

fly to the very highest levels. I cannot. I get

200 flights a year tops with long winters

and seemingly short summers. I decided

to make some changes I reasoned would be

good for me. (caveat emptor)

Merlin still has the basic Impact take

apart system. This is all that remains from

Paul’s design. The airfoil was changed to

have higher lift sections at the tip, I felt

my earlier versions were occasionally tip

stalling. I like the stationary flap tip where

the flap ends before the end of the wing. I

believe the vortices are happier with a stable

place to attach. The Merlin flaps are made

of solid wood and are very rigid. I was never

able to get the built up ones stable enough.

The fuselage on Merlin has molded top and

bottom blocks and cowling. It uses multi

piece formers to ensure perfect fit in the jig.

The former sides are laid out in a geodetic

fashion aft of the wing. This aids in the

formation of the pipe tunnel later. The fuse

sides are 3/32 c-grain with 1/32 ply doublers.

They are molded to fit the motor mount

curves at the nose. The Tail moment is lon-

gish at 19.5 inches. Nose moment is 10.75.

The side area is dramatically larger than

my other planes as Merlin has quite a deep

fuse. Monster pipes are no problem. The

tail area has been increased substantially

too. I’m not sure of the area off the top but

46 2/2018

side by side with most stunters, Merlin has

a big rear end. The vertical fin, was where

a bunch more side area was added. Merlin

carries 1 to 1.5 oz of tail weight in fighting

trim, depending on weather and judges.

I used Winship controls throughout with

rod ends at every connection except the

stab where I use the Sullivan golden clevis.

(YIKES) I have never had this style fail. I

also inspect it regularly and can change it

easily if necessary.

The result? I really enjoy flying the

airplane, Merlin is powerful through the

corners with a very positive stop. It’s easy

for me to fly and I feel comfortable with

it. I am a proponent of PA’s as I don’t have

time to develop new systems. I have used

51’s, 61’s, and 65’s in the plane. All worked

great, my personal favourite is the 65 so

far. The challenges I faced with Merlin

were; the geo-wing, I used 1/16” 6# and I

should have sourced some .077 per Bobby,

the model was not fuel proofed adequately

and it is now very oil soaked. Not a fault of

take apart construction, but an optimistic

builder. The landing gear is unique it is

the humpty gear, originally from Howard

himself. I made the gear on Merlin per

Windy’s article in FM. I have the new gear

in Jester as seen on Dan Winships site. The

downside is the gear requires some home

fabrication as no one makes any for sale.

Including me... Although I’ll help you with

how-to.

Jester, the new plane, addresses some of the

faults from Merlin. Jester has a foam wing

that I cut and vacuum bagged then cored.

Very light and very strong. Not Geo light

but likely to put up with more ham fisted

handling. The fuse is stretched to 20” and

reduced to 10 1/8. The styling is quite dif-

ferent with a clear canopy and very swoopy

V-fin. The basic construction is the same

with mostly cosmetic changes. I did reduce

the side area slightly in profile as I extended

the fuse again. Brett hounded me about the

straight bottom fuse ending in a point.

So, the summary, I liked what Merlin did

for Me and the way I fly. I really want to

point out that I believe the best plane is the

one you like and you feel comfortable with.

I would never say there is one plane for

everyone. If that were true we would have

it by now. Bruce won the Concours award at the 2011 American Nats with his second Jester.

The Jester has evolved from several designs including Impact and Merlin.

472/2018

I’m sure that there are some out there

that will dispute the reasoning I have put

here and that’s fine. Point is it works for

me. I don’t have detailed plans for Merlin

although the working drawing is on velum

(SP?). I also have my building notes. If

anyone is interested. At the WC’s Merlin

was 65oz’s, PA 61, 715ish sq ins. He seemed

right at home in the wind, Warren told me

after I landed it had gusted to 26mph twice

during my flight.

Jester is already in CAD and I’m working

with Jack Pitcher to have a plan available

should someone be interested. Currently,

it’s a great working drawing with some

detail yet to be explained. I’ll have the

construction notes with Jester too as well as

the finished weights.

The evolution continues, so far without fly-

ing Jester, I have really enjoyed Merlin the

most. (Probably why it took four years for

Jester to appear...) Merlin has been in the

stunt wars for four years and was successful

by my measure. The biggest compliments I

recieved were from other pilots that flew it.

Merlin now hangs proudly in my basement

Several models have been built of the Jester. Richard Walbridge Jr, USA is the builder of this impressively nice version. In Lina #1-2018 we can see Lary Maltman’s rendition of Jester!

with a ”hat pin Hatch” on the inboard wing.

If you would like more information feel free

to contact me directly.

Jester

From this process Jester was born, the

specs are listed below. It should be noted

that plans were never finished adequately

for publication. The paragraphs above

elude to that goal although it was never

accomplished.

As per the story, Jester was born of Merlin,

and Merlin born of Legend, Legend born of

Paul Walkers Impact. The design evolved

stylistically to suit my tastes and follow

the storyline of my walk through stunt. It

begins as a Legend and the first character

is Merlin, then Jester… next is the Scarlet

Witch. So, as each plane was developed

things were changed to meet my ideas of

how to improve the characteristics. I will

say now that the way this plane flies may

not be for everyone, but it suits me and has

accomplished what I wanted.

The first Jester was almost ready for the

2004 World Champs, it was on the wall

awaiting paint… Merlin was the plane for

the WC’s that year. It flew well and we

finished 15th after a brutally tough week but

that’s a story for another time. The Yellow

Jester, or J1 as it has become known, is

heavier than the white one but with some

VG’s the corner is just as spectacular and

the J1 has become the main airplane as J2 is

in for paint repairs.

Jester has received many compliments and

accolades by spectators and pilots. Those

that have flown them seem to like them.

This article is born of these circumstances

as a Jester was at the 2018 WC’s and gar-

nered some attention. The story of Jester

follows below, it is the story of Jester 2 as it

won the coveted US nats Concours’ d ele-

gance trophy in 2011 and also finished in 8th

place in Expert the same year. I hope you

enjoy the story and I hope it inspires you to

begin the next phase of your own story!

The story of Jester 2 the 2011 US Nats

Concours winner!

This is the second Jester I’ve built. The

first was a great airplane and I really liked

its handling. It was unfortunately heavy,

around 73 oz. It’s a big plane, over 700 sq

inches and has lots of power in the PA 75. I

don’t typically like to reprise a design, this

was the exception. I felt I could do a better

job on the finish weight and set to building.

It was successful as this model weighs in

at 69oz, a 4 oz saving. I didn’t need to add

weight to the airplane to get it to balance

properly, it was spot on when finished.

Jester was designed with several parame-

ters that I felt were important. I like the

look of the turn with a long tail, Jester is 20

inches hinge to hinge. This also requires

less control deflection to create the same

turn force and I feel the turn stops better. I

wanted stationary tips as I believe the wing

doesn’t move as much in the roll axis with

these. The cockpit is detailed with a pilot

as I felt there were some additional points

to be won with little extra effort. It needed

to be fully take apart and I really like having

a one piece wing. The small sacrifice in

weight is worth the accessibility to the

controls and maintenance of the airframe.

It’s also much easier to finish. For me the

model needed to be easy to fly well. I don’t

get much practice, 51 flights in 2010 and

48 2/2018

100 so far this year. Jester is that airplane

for me. Our personalities get along and we

respond well to each other. That is not to

say the airplane is good for everyone.

My good friends Jim Aron and Phil

Granderson have coached me through

the finishing process and I’m happy with

the results I’m getting. The post paint

procedure is one that is not well known. I

hope to produce an article that will address

the procedures I used as taught to me by

my mentors.

Jester uses a “humpty” gear that Howard

Rush was producing for awhile. This featu-

re makes the model difficult for anyone else

to build as the gear may not be available.

I did not redesign it for conventional, flat

section, gear as I doubt I will build another

one. Don’t get me wrong I really like it and

I have two that fly really well.

The Control system is a winship carbon

bellcrank, and homemade horns. I use

an arrowshaft with one ball link and one

clevis. There are flexible leadouts and my

own lead out guide.

Wings were cut on my feather cut system,

sheeted with a vacuum bag, then cored.

Each panel was just under 4 oz with leading

edges and trailing edges. Finishing foam is

easier for me and handling is more robust.

A prize winning finish! Bruce Perry is a master builder which the pictures are a clear proof of. The finish work is really nice and creative and can handle being inspected up close.

The flying characteristics are sensational.

There’s good line tension everywhere and

this model can snap a corner and still exit

cleanly. In its current trim the rounds

are smooth and it will track a straight line

with little effort. Inverted laps are relaxing

and stable. I must say the hourglass is my

favourite maneuver with this plane. The

lines track straight and the #4 corner gets

lots of points. I use the “Georgia” tuneup

with the PA 75. I run 5% nitro at home

at 2300’ASL with density alt to 4600. At

the Nats I bumped to 7.5% nitro with no

change to the prop or other trim settings.

It’s Randy’s pipe at 19” launching at 9300

rpm, flys a 5.3 second lap. I use bolly and

mezjlik props usually 13.5 to 14 at 4.5”. I

like a deep four stroke with slight breaks

at the tops of things. The wind setup is

very similar with slightly more pitch, and

slightly richer setting. The daily setup will

fly deep into the wind envelope with no

trouble. Jester is a big plane and line ten-

sion can be “sensational” in the wind. I’m

physically capable of still providing smooth

input at that tension. Which is why Jester’s

personality and mine get along.

Would I recommend Jester to everyone?

No, but some might like it. Is this the best

airplane? Maybe not, but I really like it. Am

I an aerodynamicist? No, but this worked

for me!

A sincere thank-you to Niklas Lofroth

for the invitation to submit this article.

Thanks to all for your interest in the

design.

πBruce Perry

492/2018

C

~

~

~

~

COPYRIGHT 1999 K.R. BIRD

ROOT

INBOARD WING AREA = 352.70 SQ. IN.

OUTBOARD WING AREA = 351.58 SQ. IN.

TOTAL WING AREA = 704.28 SQ. IN.

WING ASPECT RATIO = 5.32 : 1

WING SPAN = 61.2"

DESIGNED & DRAWN BY BRUCE PERRY

OCTOBER 2003

ALL RIGHTS RESERVED

CAD CONVERSION IN PROGRESS JWP 7/29/04

MOULDED 2 x 1/16"SHEET BALSA COWL

BALSABLOCK

3/8" x 1/2" MAPLE

MOULDED 2 x 1/16"SHEET BALSA

MOULDED 2 x 1/16"SHEET BALSA BALSA

BLOCK

FIN & RUDDER3/16" HARD

BALSABLOCK

FUSELAGE SIDES 3/32" BALSAW/ 1/32" PLYWOOD DOUBLERS

BLOCK

BALSABLOCK

CL

CL

BLOCK

T L/

MOULDED 2 x 1/16"SHEET BALSA

3/32" BALSASTRIPS (TYP.)

3/32" BALSACROSS PIECE

2" DIAMETERSPINNER

29-1/4" INBOARD PANEL

28-3/4" OUTBOARD PANEL

2-7/8" TIP

(TYP.)

FLAP TIP CHORD1-3/4" INBOARD1-7/8" OUTBOARD

TIP CHORD 7-3/4"

ROOT CHORD 10"

ELEVATORS 3/8"

C-G

RAIN

BALSA

3/8" SQ

UAR

E B

ALS

A LEAD

ING

ED

GE

RIBS 1/16" BALSA

STAB SKINS

1/16" SHEET BALSA

1/2"BALSA

1/8" x 3/8"

STAB SPAR

CAR

BON FIBR

E STRIP

BETWEEN

STAB SPARS

1/4" x 3/8"

STAB SPAR

LAMIN

ATE .007" x 3/8"

3/32" BALSABULKHEAD

3/32" BALSA PIPETUNNEL FLOOR

2" DIAMETERWHEELS

1/8" SPACER

1/8" SHEETTANK FLOOR

3/8" SHEET TIP

LATEST REVISION JWP 7/28/05

P

P

SECTION P-P

1/8" HARD

1/8" PLY

LANDINGGEAR W/LONG VERTICALLEGS REQ'D

F

F

1/32" PLYDOUBLER

BACK HALFSIG CANOPY

1/32" PLY PANTPROFILE KEEL

1/4" BALSA LEADING EDGE

1/4" BALSA TRAILING EDGE

1/8" HARD BALSASIDE GUIDES,HARDEN INSIDEEDGES W/ CyA

1/8" PLY MOUNTINSERT INSIDEWHEEL PANT

BALSA

EXTEND THRU

6-32 JAM NUT

6-32 BOLT

1/32" PLY

SECTION F-F

WHEEL PANTCUT-OUT TOACCEPT GEAR LEG

6-32 T-NUT,

GEAR LEG

BALSA TOPBLOCK, HOLLOWAS SHOWN

MOULDEDBALSACOWL

MAPLE MOTORMOUNT

1/2" BALSAFILL BETWEENMAPLE MOTOR

1/8" SHEETBALSA TANKFLOOR

1/32" PLY FACINGSON MATING EDGES

3/32" BALSA

1/32" PLYMOUNTS

FOR WHEEL PANTALIGNMENT, BOLTPLY INSERT ASSY TOGEAR LEG THEN GLUE

NOTE:

WHEEL PANT TO INSERT.

TOP BLOCKMOULD FORMER

TOP BLOCKMOULD FORMER

BOTTOM BLOCKMOULD FORMER

BOTTOM BLOCKMOULD FORMER

FRONT FACE 1/32" PLYREAR FACE 1/16" PLY

COWL MOULDFORMER

1/32" PLYEACH FACE

SHEET BALSA

1/8" PLY HORN CLIPW/ 1/32" PLY CAP (TYP.)

1/16" BALSA WING SKINSGRAIN PARALLEL TO LEADING EDGE

Jester

Specifications:

Model Name: Jester

Designer: Bruce Perry

Construction type: Foam wing, Take apart (Walker style), Molded bottom block, cowling, turtle deck, Geodetic former layout in the fuse.

Wingspan: 62 inches

Moment arms: (Measured from the front of the wing to the back of the spinner and from hinge line to hinge line) nose moment 9.5 inches, tail moment 20 inches, overall length 48 inches.

Weight dry: 69 oz

Power package: PA 75, Randy pipe, 8oz Sullivan RST 8 squishy tank, hard plumbed uniflow. Launches at 9300 and delivers a 5.3 lap.

Propeller: 13.5 x 4.5 Bolly 3 Blade

Finish: substrate of dope, colours are dope, acrylic lacquer, Charizma (auto paint) top coat is PPG global systems clear.

Line length: 66’ x .018 braid on a Kaz hard point handle.

Jester C 13758

J

J

J

J

J

50 2/2018

Världscupen 2018

F2D Combat281 piloter, varav 39 juniorer, gjorde 688 starter. 22 tävlingar där två av de ryska var störst med 87 respektive 46 piloter. Bitter-feld (GER) var trea med 45 piloter.

1. DUSCHENKO, Dmitry RUS 842. RASTENIS, Audrius LTU 693. SHALAEV, Aleksander RUS 664. DEMENTIEV, Serghei MDA 655. LUTSYK, Andrii UKR 646. MAZURIN, Igor BLR 577. DEMENTIEV, Igor MDA 568. BERTELSEN, André DEN 569.. CULACICHIN, Stanislav ROU 5610. MIKHALKOV, Yuri LAT 54

38. LARSSON, Johan SWE 3845. SCHOU, Bjarne DEN 3356. FORSS, Jussi FIN 2763, FRIES-NIELSEN, Morten DEN 23100. NORD, Lennart SWE 15107. VALKONEN, Kimmo FIN 14122. ÖSTMAN, Håkan SWE 11137. VASSBOTN, Per NOR 9151. BJERAGER, Ole DEN 7157. KARLSSON, Jonatan Jun SWE 6202. FORRS, Timo FIN 1

F2B Stunt158 piloter varav 7 juniorer gjorde tillsam-mans 340 starter. 18 tävlingar där de tre största (CZE, SVK, POL) hade 28, 28 res-pektive 26 deltagare.

1. BURGER, Igor SVK 822. GAUTHIER, Alexandre FRA 753. SOLOMYANIKOV, Sergiy UKR 754. VEJMOLA, Jiří CZE 725. TURCHENKO, Mykola UKR 616. SCHREK, Alex SVK 607. BENES, Pavel CZE 568. RADOS, Roman CZE 559. GAUTHIER, Philippe FRA 5410. WADLE, Frank GER 52

12. EKSTRÖM, Staffan SWE 4842. LÖFROTH, Niklas SWE 2345. HUNE, Dan DEN 2251. MELTZER, Clamer NOR 2052. NORD, Lennart SWE 2059. HELLSÉN, Anders SWE 1860. JOHNSSON, Thomas SWE 1873. VASSBOTN, Per NOR 1575. PALM, Michael SWE 1477. ANDERSSON, Ove SWE 1391. FANOE, Calle DEN 992. KARMA, Kai FIN 994. LINDHOLM, Alf FIN 9119. JOHNSSON, Ingolf SWE 5129. OLSVOLD, Norvald NOR 4138. HANSEN, Niels-Erik DEN 3147. PALM, Emil Jun SWE 2

F2A Speed77 piloter varav 11 juniorer gjorde 170 star-ter. 22 tävlingar där FRA (Landres) lockade 21 st medan GER (Sebnitz) hade 13 och ITA (Lugo) hade 11 piloter. Notera att piloter som inte fått någon tid inte tas med i världscup-sammanställningen.

1. VALISHEV, Alex USA 908.52. KALININ, Andrei RUS 902.33. EISNER, Paul GBR 901.24. REBROV, Pavel RUS 899.65. HUGHES, William USA 894.06. OSOVIK, Oleksandr UKR 882.77. SOBALA, Tomasz POL 880.68. VALISHEV, Ivan (Jun) USA 879.49. AUBE, Jean Marc FRA 873.910. DUDAREV, Stanislav RUS 872.2

11. LYHNE-HANSEN, Niels DEN 871.914. STJARNESUND, Per SWE 870.021. GUSTAFSSON, Jan SWE 765.173. HANSEN, Björn DEN 176,776. SAMUELSSON, B-O SWE 130,3

F2C Team Racing101 lag (kombinationer), varav 8 juniorer, gjorde 214 starter. 15 tävlingar där världscupen i Landres (FRA) lockade 30 medan dubbelvärldscupen i Kiev (UKR+BUL) hade 24 respektive 21 lag. Problemet med Ukraina och piloter utan giltiga FAI-licenser har påverkat F2C mest jämfört med de andra klasserna.

1. SAVCHENKO/LOBZIN UKR 842. OUGEN/SURUGUE FRA 723. DOZHIDAEV/GRYGARTAS RUS/LTU 624. MAKARENKO/FULITKA UKR 605. ZUKAUSKAS/SABLINSKAS LTU 586. SURUGUE/SURUGUE FRA 567. RODIN/OSADCHIY UKR 548. PIOTROWSKI/DZIKOWSKI POL 399. BONDARENKO/LERNER UKR 3810. DESSAUCY/SACCAVINO BEL/SUI 38

27. SIMONS/GESCHWENDTNER DEN 1930. BINDEL/GUSTAFSSON FRA/SWE 1751. STJARNESUND/GUSTAFSSON SWE 976. NIELSEN/LYHNE-HANSEN DEN 4101. SAMUELSSON/AXTILIUS SWE 0

512/2018

Motorudviklingen i Danmark

I hele krigsperioden var det svært at opret-holde normale tilstande, men trods pro-blemerne blev der lavet mange modelfly. Motorer var svære at få fat på. Men der blev lavet en del Rogstadius udgaver af varie-rende kvalitet. Et eksempel er vist på bildet nedenfor. Denne motor er fremstillet på Flådestation Holmen efter Ivan Rogstadius tegninger.

Når man taler om danske motorer, vil de fleste udlændige straks tænke på Viking motorerne. Men der var mange tidligere danske motorkonstruktioner. Vikingerne kom først til sent i forløbet. I virkeligheden var Danmark ret godt forsynet med moto-rer under besættelsen og i efterkrigstiden, før Linestyring kom til Danmark i 1947. De fleste af disse motorer blev brugt I frit-flyvende modeller og racerbiler, der bliver holdt fast med line i en rundkreds. I løbet af ganske kort tid efter 1947, blev der etableret mange klubber og baner over hele landet. Med flere hundrede medlemmer.

Danish-made Dyno copy

Luis Petersen är en dansk linfly-gare som sedan pensioneringen mest ägnat sig åt att bygga Wea-thermanmodeller samt att skriva motorartiklar. Vi har tidigare publi-cerat en artikel om de danska Viking-motorerna och här kommer en historik över några andra fabri-kat. Artikeln i sin helhet finns att läsa på Adrian Duncans websida (www.adriansmodelaeroengines.com) och då på engelska.

Danske ModelmotorerCeros motorerne

Selvom kun få modelmotorer blev fremstil-let tidligt i trediverne blev der kommercielt fremstillet modelmotorer af Carl Rose i hans butik, ”Modelmateriale”, i Tarm på vestkys-ten. Rose startede før krigen med en pro-duktion af tændrørsmotorer i 1938 under navnet CEROS. Inden verdenskrigsudbrud-det havde Rose solgt omkring 200 CEROS tændrørsmotorer, fra 4 til 10cc. Efterhånden som man ikke kunne få miniature tændrør længere, begyndte Rose at eksperimentere med modeldiesel motorer. Den første kørte 1940. Det blev ikke fulgt op og det åbnede op for andre fabrikanter.

Det er interessant at hans første diesel fra 1940 stadig eksisterede i vinteren 1950/51 da “Teknik for Alle” besøgte Rose. Motoren havde kørt mere end 100 timer på det tids-punkt. Men var stadig i perfekt stand ifølge redaktøren i februar 1951. I 1946 efter krigen startede Rose et finmekanisk værksted på Håbets Allé 10 i Brønshøj, København. Det primære produkt var dele til radioindustrien. Men Rose’s interesse var stadig fokuseret på model motorer. Så der blev også produceret modelmotorer.

I de tidlige efterkrigsår blev der stadig lavet tændrørsmotorer i de større størrelser. Der blev lavet 3.5 cc og 4.7 cc motorer. Men Rose var hurtig til at forstå betydningen af Ray Ardens introduktion af gløderøret i 1949. En CEROS 4.9 cc gløderør motor kom alle-rede i 1949, den var meget lig designet af den meget mindre K&B Infant .020 cc. model som fremkom sent i 1948 i USA. Kort efter 4.9 cc gløderørs motorens fremkomst, vendte Rose tilbage til dieselmotorerne. En kompakt pæn front indsugning dieselmotor på 2.5 cc. Den ”sidste Ceros model” var en 3.5 cc diesel fra vinteren 1950/51. Denne model ligner meget den samtidige AMCO 3.5 PB model fra England.

Selvom motorerne blev fremstillet i relativt små serier, havde de høj status hos modelbyg-gere i Danmark. Det er svært at sige hvornår motorproduktionen fra CEROS stoppede. Sven E. Truedsson’s (Malmø) 1956 svenske katalog inkluderede en dansk fremstillet dieselmotor på 2.5 cc med 2 kuglelejer ved navn Jaguar 2.5 BB. Motoren ligner meget en Webra Mk.I fra Tyskland, men den har hårdforcromet cylinder, rødt malet krum-taphus og ekstra gevindindsats omkring kompressionsskruen, så det er nemt at se forskel. Denne motor er meget sjælden. Selv om fabrikanten af Jaguar 2.5 BB ikke blev nævnt i Tuedsson’s katalog, er der store lig-heder med CEROS 3.5 cc diesel. En reference i modellitteraturen til, at Rose også havde fremstillet en serie mindre motorer til 2,5 TeamRace, er også en indikation af det er en CEROS, blot under et andet navn.

Diesella motorerne

Tilbage til krigstiden. Den første produktions model dieselmotor i Danmark er øjensynligt Diesella 2.4 cc motoren. Først beskrevet af den kendte model flyver Peter Christiansen som i Flyv’s januar 1944 nummer, beskrev motoren som et samarbejde mellem Eli Andersen og A. Jeppesen; 2 mekanikere, som siden 1939 havde bygget deres egne tændrørsmotorer i forskelige størrelser. Tid-ligt i 1943, var det ikke muligt at få fat i små tændrør længere, så de begyndte at ekspe-rimentere med dieselmotorer. Sent i 1943 havde de et produkt som de mente kunne serieproduceres. Der blev etableret et firma, Diesella, i Kolding af Eli Andersen (28) og Jeppesen. Det lille firma etablerede sig i en lille fabriksbygning på Sydbanegade, der lige kunne indeholde to mand og det nød-vendige værktøj. Produktionen startede i november 1943. Helt sikkert den første pro-duktion af modelmotorer i Skandinavien. Da den svenske første diesel, Pinotti GP 1.5 cc model, først startede serieproduktionen i begyndelsen af 1944 og Norges første fabri-kant Øivind Andersen først startede i sent i 1944.

CEROS 4.9 cc glow-plug motor no 169

Carl Rose´s final fling?Jaguar 2,5 BB diesel

52 2/2018

Ljubomir

Danske Modelmotorer

At Eli Andersen så et potentiale i produktio-nen af modelmotorer, viser tydeligt, at der selvom krigen rasede stadig var et marked for motorer til modelbyggere. Prisen blev sat så højt som 115 Kr. For at sætte det i perspek-tiv, kostede en 3 værelses lejlighed dengang i 1940 85 kr./mdr. Trods den høje pris var der mange købere pga manglede konkurrence. Designet var stærkt inspireret af DYNOEN, men med kuglelejer for krumtappen. Moto-rens design var pænt strømlinet med en støbt metaltank. De fleste havde 1 rundt udstød-ningsrør. Enkelte er dog set med 2. Boring og slaglængde var 13 mm. og 18 mm. hvil-ket giver en slagvolumen på 2.39 cc. Selvom man i testen angiver den til 2,4 cc. står der på navnepladen 2,5 cc. Motoren vejede fly-veklar 200 gr. og den opgivne effekt var 1/6 Hk. ved 4500 omdr./min. noget af et drej-ningsmoment ved de lave omdrejningstal. Motorerne var meget veludførte i fin kvali-tet. Efter krigen stoppede udviklingen, da Eli Andersen blev interesseret i udvikling af andre produkter. Der blev i alt produceret omkring 200 Diesella 2,4 motorer, hvilket gør motoren til en sjældenhed.

Mikro motorene

En konkurrerende dansk dieselmotor Mikro 2 cc. blev introduceret i 1944 af Kai Nielsen, Kronprinsensgade 8, København. Han var startet i 1938 med at producere dele til foto-grafi apparater. Værkstedet begrænsede sig til en enkelt drejebænk! Ideen til motorpro-duktionen kom fra en af hans ansatte som viste ham en DYNO I. 1944. Det er uklart hvordan den var havnet i Danmark på dette tidspunkt af krigen.

Som det fleste andre motorkonstruktioner på dette tidspunkt, var det tæt på en kopi af en DYNO og stærkt influeret af Rogstadius tegninger. Den vejede 220 gr. og præste-rede 1/10 Hk. ved 7500 omdr./min. et lille, men nok mere realistisk tal end Diesellas opgivne ydelse. De fleste af disse motorer blev anvendt i racerbiler. Et fint fjeder design omkring kompressions skruen forhindrede

den i at skrue sig løs under drift. Senere blev der tilføjet et par smørenipler på hovedlejet. Mest på grund af belastningen fra svinghju-let, som blev brugt på de fleste modelbiler. En strømlinet tank blev også lavet til fritflyv-ningsmodeller.

Udenfor Danmark, blev motoren markeds-ført af Sven E. Truedsson, i Malmø. Prisen var 135 SEK. Der blev kun lavet omkring 250 stk. af Mikro Mk.I. I 1949 blev en meget modificeret Mk.II med front indsugning fremstillet. Denne model var designet af en kollega ved navn Henriques, som konkur-rerede med modelbiler. Men cylinderen var for tynd, kompressionen blev justeret ved at rotere hele kølekappen. Der var kun 2 mon-terings huller, ligesom på modelbilernes motorer. Designet blev hurtigt opdateret, men skaden var sket. I stedet for den plan-lagte produktion på 1000 motorer, blev der kun fremstillet omkring 200.

Diesella 2,4 cc diesel

Mikro 5 cc Racing engine

I året 1950, introducerede Nielsen en potent udseende Mikro 5 cc racer gløderørsmotor. Denne var også designet af Nielsens kollega Henriques. Motoren var meget inspireret af de samtidige amerikanske motorer, specielt Dooling motoren. Men effekten på kun 0.35 Hk. ved 16,000 omdr/min. var ikke konkur-rencedygtig og Nielsen stoppede produktio-nen efter omkring 500 var produceret.

Deofok motorerne

Endnu en efterkrigsmodelmotor var Deofok 45 designet, af brødrene Carl og Leif Kofoed København. Navnet DEOFOK er blot deres efternavn stavet bagfra! Tallet angiver ikke størrelsen, som var 1,8 cc. men fabri-kationsårstallet, Deofok 45 var en tradi-tionel stempelstyret motor. Der blev kun fremstillet omkring 20 stk. af denne yderst sjældne motor. Mk. II. Modellen blev også kun fremstillet i et lavt antal. De fleste blev anvendt i linestyrede biler og vandt mange konkurrencer. Brødrene fremstillede senere en Mk. III 0,25cc. i et mindre antal. De lavede også en 5-cylindret motor som senere blev stjålet sammen med alle værktøjsmaski-nerne fra enkens kælder.

Deofok 45, 1.8 cc diesel

Greig

En person, der har haft stor indflydelse på udviklingen af danske modelmotorer, er Svend Herborg Greig. Før 1937 arbejdede Greig sammen med Carl Rose (Ceros) i Tarm på vestkysten. Desværre blev de i 1939 uenige om for ansvarsfordelingen og Greig besluttede sig for at starte for sig selv, efter at have opkøbt Roses andel. Rose startede umiddelbart efter et nyt firma, som Greig også opkøbte. Greig’s nye firma blev kaldt DMI Dansk Modellflyve Industri. Startet på faderens loft, blev firmaet hurtigt et heltids-job, der flyttede til Skjern. I 1942 flyttede det til Odense, Fyn. Firmaet solgte primært byggesæt, men solgte alle mulige materialer/dele til modelindustrien. Fritflyvnings ting som gummimotorer fra England, blev svære at få fat i, men der var et rimeligt lager.

Selv efter krigens start var det muligt at få fat I balsatræ fra Hamborg. Træet blev brugt til isolering i U-både. Der kunne også importe-res materialer fra Sven Wentzel; Stockholm, I efterkrigstiden gik Greig igen ind i model-motorproduktionen i konkurrence med Carl Rose. Han solgte tegninger og støbninger til model dieselmotorerne. Greig G1 på 2.5 cc. en 4.0 cc. Greig G2 og den store 10 cc.

Grieg G2 replika by K Lindqvist SWE

532/2018

Danske ModelmotorerGreig G3. Senere kom der også en roterende turbojetmotor til. Det var en kopi af et ame-rikansk design. Der er ingen dokumentation for, at nogen jet motorer blev køreklare! DMI var ved at blive Danmarks førende modelfor-retning. Svend Schou overtog forretningen i 1948 og fortsatte som før. Greig fortsatte i Odense med en forretning ved navn Greig Hobby.

Monsun motorerne

En af de første brugere af model dieselmoto-rer til fritflyvning var Jørgen Dommergaard. Han havde meget faste meninger om hvor-dan en diesel skulle konstrueres. I begyndel-sen af 1944 startede han et samarbejde med Leo Jeppesen og Bent Haugård omkring konstruktionen af en 2,4 cc. stempelsty-ret motor, Monsunen. Den var influeret af Dynoen og Diesellaen. Men indvendigt var det en helt anden sag.

Skyllesystemet og timingen var inspireret af Jørgen Skafte Rasmussens DKW 2-taktsmo-tor (Senere AUDI) Udvendigt lignede den Diesellaen med dens strømliniede form og køleribber. Men kuglelejerne blev udeladt og erstattet af glidelejer. En ikke helt tilfreds-stillende prototype blev færdig tidligt 1945. En modificeret udgave var klar i midten af 1945.

Monsun Standard

Leo Jeppesen og Bent Haugård fulgte pro-duktionen af en række prototyper fremstillet af Thorning Bensen på Helsingørs skib-sværfts værksted. Disse prototyper var meget veludførte. En af dem blev prøvekørt i 100 timer uden problemer. Denne motor er i dag udstillet i Staunings motorsamling i køre-klar stand. Flere prototyper blev prøvefløjet af Dommergaard og Peter Christiansen, som akkumulerede mere end 20 timers flyvning uden problemer i slutningen af 1945. Jep-pesen tegnede nu et produktionsgrundlag. Thorning Bensen var ikke selv Modelflyver, men mest interesseret i produktion. Han så en udfordring i at producer dele af høj præci-sion og ville gerne starte egen virksomhed. Så

i efteråret 1945 startede han egen fabrikation i en kælder på Mads Holms vej i Helsingør. Leo Jeppesen påtog sig markedsføringen af motoren.

Salgsbrochuren viser klart ansvarsforde-lingen. Thorning Bensen producerer og Leo Jeppesen, Gratiavej 8 in Snekkersten, er sælgeren. Men kvaliteten af produktions-motorerne levede ikke op til prototyperne. En blanding af dårligere materialer og ældre maskineri var nok årsagen. Samtidig med at Thorning arbejdede alene og med et højere arbejdspres. Prototyperne fremstillet på værf-tet var med gode materialer og maskiner, ikke noget man havde i et nystartet værksted. Leo Jeppesen trak sig tidligt fra projektet pga. den dårlige kvalitet. Men beholdt de originale tegninger, der stadig eksisterer.

Thorning III diesel

Thorning motorerne

Thorning Bensen fortsatte for sig selv med at producere omkring 100 Monsun Stan-dard. Motorerne var langt under prototy-pernes standard. Der er ikke nogen kendte eksemplarer af denne serie tilbage. Thorning Bensen 1A motoren var stort set en Monsun Standard uden kølefinner og med en omlø-ber til at holde cylinderen fast. En “omløber” på toppen af cylinderen kunne stille kom-pressionen.

Der blev ikke fremstillet mange af denne udgave. Thorning Bensen ændrede yder-ligere designet, købte nye maskiner og ansatte 2 medarbejdere, så han kunne mas-seproducere motoren i slutningen af 1946. Denne motor Thorning III er nok den mest kendte fra Thornings hånd. Der er fremstil-let omkring 1200 stk. til brug i biler, både og modelfly. Motoren var i god kvalitet og blev også solgt i udlandet i en årrække.

Motoren blev markedsført af DMI og solgte godt fra starten. Den var i en række år, den mest brugte modelmotor, med mange danske rekorder i de forskellige modelgrene. Motoren var nem at starte på alle de testede propelstørrelser. Effekten blev målt til 0.112 Hk. ved mellem 6,000 og 7,000 omdr./min. Anbefalet brændstof var 60% æter, 20% pet-

roleum og 20% motorolie. Sent i 1949 intro-ducerede Thorning en frontindsugnings 2,5 cc. motor, som svar på rygterne om den nye Viking motors fremkomst. Den første udgave fulgte Leo Jeppesens tegning fra 1944 af en front indsugnings motor. Thor-ning forfulgte dog ikke projektet, da han så at Carl Rose, Ceros, var i gang med at udvikle en 3,5cc. diesel. Thorning startede selv på et 3,5cc. design, der var stærkt inspireret af den engelske AMCO 3.5 PB. Motoren blev lance-ret sent i 1950.

Viking 2.5 cc stempelstyrede motors intro-duktion i starten af 1950 gjorde at Thorning blev nødt til at koncentrere sig på udviklingen af 2,5 motoren. Flere ting blev ændret. Cylin-der og kølekappe blev nu skruet fast. Der kom 2 udstødningsporte. I begyndelsen af 1951 var designet klart, men der var nogen problemer med støbningerne. Produktionen af Thorning III stoppede. I oktober 1951 blev den nye motor testet i bladet Teknik for Alle. Motoren blev testet til 0,142 Hk. ved 8.000 omdr/min.

Motoren fik stærk kritik for et dårligt krum-tapleje og manglende ydelse i forhold til Thorning III. Thorning reagerede hurtigt på kritikken, indførte en bøsning til krumtap-lejet og fik bladet til at lave en ny test, der viste en øget effekt på 0.152 Hk. ved 8,500 omdr/min. i december nummeret af Teknik for Alle.

Thorning 3.5 cc dieselMen skaden var sket og selvom motorerne blev opreklameret som de julegaver, man måtte have til jul i 1951 fra Hobby Shop på Vesterbrogade 175, Frederiksberg, kunne de ikke konkurrere med Viking og de uden-landske motorer, der nu var til rådighed. Kun omkring 500 stk. blev produceret indtil slutningen af 1951, hvor Thorning stoppede al produktion af modelmotorer. Som kurio-sum kan nævnes, at hans søn har fortalt, at faderens ged åd alle papirer og lavede et syn-digt rod i værkstedet ;- )

/Luis Petersen

54 2/2018

Preliminär tävlingskalender 2019Datum Tävling Klasser Plats Arrangör KontaktmanFre 19/4 Häxvrålet Weatherman Inlag, Kungsbacka KMFK Michael Palm, 0706-47 29 66Söndag 19/5 Linflygets dag Speed Open, Semispeed, F2C, G/Y Johannisberg, Västerås Galax Kjell Axtilius, 0702-99 54 54 Lör-Sön 18-19/5 Snobben Open F2B, Semistunt, Weatherman Mygglanda, Nymölla Snobben Anders Hellsén, 0738-47 83 12Tor-Sön 30/5-2/6 World Cup Alla klasser (utom Slow och 1.5) Åbytorp, Karlskoga KMFK Ingemar Larsson, 0703-40 44 05Lör 15/6 Oldtimerträff Weatherman Inlag, Kungsbacka KMFK Michael Palm, 0706-47 29 66??/?? Kga-combaten Slow Combat, Combat 1.5 Åbytorp, Karlskoga KMFK Niklas Karlsson, 0703-73 89 97??/?? Kga-Racet Alla speedklasser, F2C, G/Y Åbytorp, Karlskoga KMFK Niklas Karlsson, 0703-73 89 97Lör-Sön 6-7/7 Gripen Trophy F2B, Semistunt, Weatherman Simmelsberga Snobben Anders Hellsén, 0738-47 83 12Lör-Sön 17-18/8 SM F2A, F2B, F2C, F2D Johannisberg, Västerås Grenstyrelsen Ingemar Larsson, 0703-40 44 05Lör-Sön 7-8/9 Farmshack F2B, Semistunt, Weatherman Farmshack, Lund Snobben Anders Hellsén, 0738-47 83 12Lörd 14/9 Västkustträffen F2B, Semistunt, Weatherman Inlag, Kungsbacka KMFK Thomas Johnsson, 0735-07 40 78Sön 15/9 Galax Open Speed Open, Semispeed, F2C, G/Y Johannisberg, Västerås Galax Kjell Axtilius, 0702-99 54 5Lör-Sön 12-13/10 Vbg-pokalen/RM Slow Combat, Combat 1.5 Brättelund, Vänersborg VMFK Ingemar Larsson, 0703-40 44 05

Världscuptävlingar mm (Ett urval! Komplett lista på www.fai.org) Norska tävlingar21-24/3 Las Palmas World Cup (ESP+GBR) A Las Palmas,Gran Canaria Säsongsöppning F2B + W (träff)13-14/4 Svitavy World Cup (CZE) D Svitavy, Tjeckien 27-28/4 Kristiansand19-22/4 French World Cup (FRA+NED) A,B,C Landres, Frankrike Sommarstaevne F2B + W (träff)4-5/5 Bitterfeld World Cup (GER) A,B,D Bitterfeld, Tyskland 15/6 Hvam 10-12/5 Hradec Kralove World Cup (CZE) A,B Hradec Kralove, Tjeckien NM F2B + W30/5-2/6 Karlskoga World Cup (SWE) A,B,D mm Karlskoga, Sverige 6-7/7 Stavanger1-2/6 Jura Cup (SUI) B Breitenbach, Switzerland Årsavslutning F2B + W (träff)1-2/6 Sächischer Schweiz World Cup (GER) A,B,C,D Sebnitz, Tyskland 21/9 Hvam8-9/6 Viking World Cup (DEN) A,B,D mm Herning, Danmark Danska Tävlingar8-9/6 Jozef Gábris World Cup (SVK) B Humenne, Slovakien Comet 70 år W + Minispeed + D-Combat22-23/6 Barcelona World Cup (ESP) D Barcelona, Spanien 17/5 Amager Faelled12-13/7 Bulgaria World Cup A, B, C, D Pazardzhik, Bulgaria Finska tävlingar14-20/7 European Championships A, B, C, D Pazardzhik, Bulgaria FM 31/8-1/9 F2A + F2D Helsingfors10-11/8 Speedracer World Cup (LTU) A,C Vilnius, Litauen FM1 15/6 F2B Malm10-11/8 Pepinster World Cup (BEL) A,B,C Pepinster, Belgien FM2 20/7 F2B Kuopio15-18/8 Black Cat World Cup (LAT+LTU) D Adazi, Lettland FM3 17/8 F2B Malm24-26/8 British Nats A, B, C, D mm Barkston Heath, England Classic 21/7 F2B-C Kuopio5-8/9 Lugo World Cup (ITA+GBR) A,B,C,D Lugo, Italien Classic 28/9 alt 5/10 F2B-C Kuopio26-29/9 Spirit of St Louis World Cup (USA+CAN) A St Louis, USA13-15/12 Gran Canaria Eurocombat (ESP) Combat, Stunt Las Palmas, Gran Canaria

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552/2018

Results from Scandinavian contests

Linflygets Dag 27/5 2018Speed Open (km/h): Plac, Namn Klubb Klass 1 2 3 %1 Per Stjärnesund Västerås F2A 290,3 288,5 275,9 97,02 Ola Murelius Västerås F2A 253,8 233,8 - 84,83 B-O Samuelsson Galax F2A 146,7 - 239,5 80,04 Mart Sakalov Västerås F2A - - - 04 Jan Gustafsson Västerås F2A - - - 04 Ove Kjellberg Solna B (5 cc) - - - 04 Ove Kjellberg Solna A (1,5 cc) - - - 0

Svenska TävlingsrekordF2A 299,3 km/h Per Stjärnesund 2014-06-01Speed A 225,7 km/h Ove Kjellberg 2016-09-18Speed B 253,7 km/h Ove Kjellberg 2017-06-18

Galax Open 16/9 2018Speed Open (km/h): Plac, Namn Klubb Klass 1 2 3 %1 Per Stjärnesund Västerås F2A 270,8 280,5 - 93,72 Ove Kjellberg Solna B (5 cc) 177,3 172,6 - 69,83 Mart Sakalov Västerås F2A 0 156,1 - 52,14 B-O Samuelsson Galax F2A 151,4 0 0 50,55 Ola Murelius Västerås F2A 0 - - 05 Jan Gustafsson Västerås F2A - - - 0

Svenska TävlingsrekordF2A 299,3 km/h Per Stjärnesund 2014-06-01Speed B 253,7 km/h Ove Kjellberg 2017-06-18

Karlskoga Slow Combat 1/7 2018Plac, Namn Klubb 1 2 3 4 51 Sune Karlsson Jordfräsarna 1 V (420) 6 V (448) 7 V (638) 10 V (DQ)2 Kent Hedberg KMFK 2 V (680) 5 V (678) 7 F (528) 9 V (578) 10 F (DQ)3 Jonatan Karlsson KMFK 3 V (664) 6 F (360) 8 V (578) 9 F (404)4 Erik Huss Jordfräsarna 2 F (520) 4 V (480) 8 F (260)5 Niklas Karlsson KMFK 1 F (396) 4 F (140)5 Lennart Nord Red Baron 3 F (580) 5 F (324)

Karlskoga Combat 1.5 1/7 2018Plac, Namn Klubb 1 2 3 4 51 Lennart Nord Red Baron 3 V (254) 5 F 6 V (460) 8 V (428) 9V (388)2 Kent Hedberg KMFK 1 V (480) 4 V (492) 6 F (424) 9 F (326) V3 Niklas Karlsson KMFK 2 V (400) 4 F (436) 7 V (320) 8 F (242) F4 Sune Karlsson Jordfräsarna 1 F (54) 5 V 7 F (60)5 Erik Huss Jordfräsarna 2 F (134) 3 F (60)

TIPS från coachen

Dansk MesterskabF2A Speed (km/h)Plac, Navn Klub 1 2 3 41 Niels Lyhne-Hansen Herning 227,0 - 269,7 265,52 Bjørn Hansen Comet 154,0 152,3 160,1 159,63 Jens Geschwendtner Comet - - - -

Minispeed (Klass/Hastighed/%)Plac, Navn Klub 1 2 31 Bjørn Hansen Comet 2/132,7/93,1 2/-/- 2/151,9/106,52 Claus Melcher Comet 1/-/- 1/95,3/67,2 1/95,1/67,13 Jens Geschwendtner Comet - - -4 Luis Petersen Comet - - -

Weatherman Vintage Speed (Klass/Hastighed/%)Plac, Navn Klub 1 2 31 Luis Petersen Comet 0G/135,3/143,0 - -2 Jens Geschwendtner Comet 3D/121,8/87,5 3G/140,2/99,8 3G/140,9/100,23 Hartmut Schröder GER 1/64,0/77,3 1/67,5/81,6 -4 Claus Melcher Comet 3G/105,3/75,0 3G/109,0/77,6 3G/104,7/74,55 Hans Rabenhøj Herning 7G/138,7/75,2 - -6 Jesper B. Rasmussen Pingvinen 3D/0/0 - -

F2B Stunt Plac, Navn Klub 1 2 3 Tot1 Dan Hune Herning 1802,5 1828,0 1806,5 3634,52 Aage Wiberg Herning 1746,5 1751,0 1764,5 3515,53 Calle Fanøe Herning 1272,5 1295,5 1465,5 2761,04 Hans Rabenhøj Herning 1322,0 1300,0 1378,0 2678,0

F2C Team RacingPlac, Navn Klub 1 Final1 Henrik Nielsen/ Niels Lyhne-Hansen Herning 4:04,00 07:35,42 Hugh Simons/ Jens Geschwendtner Comet 3:53,00 29r

F2FPlac, Navn Klub Final1 Ole Bjerager/ Michael Frandsen Comet/ Aviator 10:10,32 Jesper B. Rasmussen/ Calle Fanøe Pingvinen/ Herning 154r3 Henrik Nielsen/ Niels Lyhne-Hansen Herning 106r

Goodyear RacingPlac, Navn Klub 1 2 Final1 Henrik Nielsen/ Niels Lyhne-Hansen Herning 5:37,95 5:21,70 09:48,82 Jesper B. Rasmussen/ Calle Fanøe Pingvinen/ Herning 4:35,30 4:39,50 0r3 Morten Friis Nielsen/ André Bertelsen Herning/ Pingvinen 34r - ret.4 Ole Bjerager/ Michael Frandsen Comet/ Aviator Dq -

F2D CombatPlac, Navn Klub1 Bjarne Schou Herning2 André Bertelsen Pingvinen3 Ole Bjerager Pingvinen4 Morten Friis Nielsen Herning

Elektro-CombatPlac, Navn Klub 1 2 31 Ole Bjerager Pingvinen L W W2 Jesper Buth Rasmussen Pingvinen W L L

Diesel-CombatPlac, Navn Klub 1 2 3 4 5 61 André Bertelsen Pingvinen 4W 2W 3W 3W 2L 1W 2 Jørgen Aagård Pingvinen 4L 3W 2W 2W 2W 1L 3 Steen Lysgaard Herning 2W 1W 1W 2L 1L 4 Ole Bjerager Comet 3W 4W 1 L 1L 5 Bjarne Bertelsen Pingvinen 1W 4L 2L 6-8 Calle Fanøe Herning 1L 3L 6-8 Jesper Buth Pingvinen 3L 1L 6-8 Malthe Aagård Pingvinen 2L 2L

Beste Klub1 Herning 402 Comet 303 Pingvinen 164 Aviator 4

Karlskoga World Cup30th of May to 2nd of June 2019

Don’t forget to register for this highlight!

Thursday: Weatherman Vintage Speed, Minispeed,Semispeed, F2B, SemistuntFriday: F2C, Goodyear Racing, F2B, SemistuntSaturday-Sunday: F2A Speed, F2D Combat

Pre-registered pilots and more info at www.f2d.n.nu

Finnish Nats F2A Speed (km/h)Plac, Name Club Best1 Jari Valo LePo 296,22 Jukka Vahvaselkä LePo 241,9

Finnish Nats F2D CombatPlac, Name Club1 Jussi Forss LePo2 Jari Valo LePo3 Kim Henriksson LePo4 Laura Leino LePo5 Timo Forss LePo Jussi Frisk VLK Kimmo Valkonen LePo

56 2/2018

Results from Lugo Double World Cup

World Cup Lugo GBR F2A Speed (Km/h)Place, Name Nation 1 2 3 41 KALININ, Andrey RUS 301,2 299,0 DNF DNF2 REBROV, Pavel RUS 0 295,2 299,3 DNF3 STJAERNESUND, Per SWE 294,1 291,4 288,0 289,24 AUBE, Jean-Marc FRA 287,4 0 282,9 05 GONZHUROV, Sergey RUS 280,2 285,5 0 286,96 LYHNE-HANSEN, Niels DEN 286,4 0 258,4 286,17 TOMELLERI, Sergio ITA 280,9 0 DNF DNF8 GUSTAFSSON, Jan SWE 0 DNF 268,0 09 TYUTINA, Sophia J RUS 249,1 240,4 260,2 232,510 DZIUBA, Pawel POL DNF DNF DNF

World Cup Lugo GBR F2C Team RacingPlace, Name Nation 1 2 3 S1 S2 Final1 DOZHIDAEV/GRYGARTAS RUS/LTU 65 Laps 3’11,0 Dnf 3’09,7 Dnf 7’00,32 OUGEN/SURUGUE FRA 67 Laps 3’09,0 Dnf 3’10,2 33 Laps Dq3 MAKARENKO/FULITKA UKR 3’12,5 DNF 3’23,2 3’12,1 3’12,6 Dq4 MARTINI/LOSI ITA 35 Laps 3’18,8 Dq 3’12,8 77 Laps5 DESSAUCY/SACCAVINO BEL/SUI 3’16,5 Dnf 3’24,7 3’13,4 3’21,56 ORVOS/METKEMEJER NED 3’19,9 3’19,2 3’21,5 3’13,4 3’25,27 ROSSI/VERRI ITA 3’56,4 93 Laps 3’12,0 3’16,5 37 Laps8 GOLISZ/LESIUK POL 3’19,2 3’26,8 3’21,1 3’21,2 3’25,19 STJARNESUND/GUSTAFSSON SWE 3’22,7 Dq 3’24,7 3’24,510 CARRACEDO/CRESPI ESP 3’21,4 3’19,9 3’09,9 3’27,6 Dnf11 PIOTROWSKI/DZIKOWSKI POL 3’21,8 3’19,6 3’19,4 37 Laps12 FITZGERALD/GREENWOOD GBR 3’29,2 3’33,4 3’23,313 MOHAI/STRANIAK HUN/AUT 3’26,0 3’38,2 69 Laps14 GAUTHIER/VILLEBOEUF FRA 3’59,2 3’26,4 3’44,515 BARKER/TRICKER GBR 3’30,7 0 3’33,216 De RIDDER/KRUIJFF NED 3’36,2 40 Laps 38 Laps17 ROSS/TOOGOOD GBR Dq 3’47,4 35 Laps

World Cup Lugo GBR F2B StuntPlace, Name Nation 1 2 3 2 best1 GAUTHIER, Alexandre FRA 990,20 1002,08 1029,60 2031,682 BENES, Pavel CZE 964,18 992,35 988,18 1980,533 GAUTHIER, Philippe FRA 935,53 966,88 961,70 1928,584 MEISL, Kamil CZE 961,23 936,30 946,20 1907,435 PIGOUT, Jacky FRA 928,90 942,75 961,03 1903,786 LIBER, David BEL 916,50 944,55 937,43 1881,987 FIUSSELLO, Mauro ITA 877,93 924,25 948,13 1872,388 RAMPNOUX, Philippe FRA 888,50 894,55 949,15 1843,709 BOSIO, Mario ITA 886,00 822,00 939,38 1825,3810 SAUNIER, Thierry FRA 837,30 855,73 886,38 1742,1011 BERNINI, Angelo ITA 812,35 848,70 870,68 1719,3812 KAMINSKI, Michal POL 827,00 839,93 862,15 1702,0813 STIEF, Roland GER 783,80 851,05 850,25 1701,3014 STEINBAUER, Klaus AUT 756,70 773,18 804,95 1578,1315 KAPPLER, Ulrich GER 703,98 765,80 734,98 1500,7816 KOFLER, Helmut AUT 719,95 758,10 604,33 1478,0517 DZIUBA, Paweł POL 234,85 0,00 0,00 234,85

World Cup Lugo GBR F2D CombatPlace, Name Nation1 CULACICHIN, Stanislav MDA WWWWWWW2 DEMENTIEV, Sergiu MDA LWWWWWWL3 LUTSYK, Andrii UKR WWWWWLL(W)4 VARFOLOMEJEV, Dmitri EST LWWWWWL(L)5 REDIUK, Illia UKR LWWWWL MARIASH, Serhii UKR WWWWLL7 GIANDRINI, Antonio ITA WWLWL IVES, Graham GBR WWWLL9 BERTELSEN, André DEN WWLL CANTATORE, Antonello ITA WWLL DEMENTIEVA, Natalia BEL WLWL MADI, Richard HUN WLWL MATEO, Manuel ESP LWWL PRICE, Gordon GBR WWLL15 ANASTASI, Maurizio ITA WLL CASSIDY, Simon GBR WLL LEUSHIN, Sergey RUS WLL LYLYK, Lyubomyr UKR LWL MICHIELS, Jo BEL WLL MOLTENI, Adriano ITA LWL WISEMAN, Dave GBR WLL22 DUSHCHENKO, Dmitry RUS LL FILEP, Krisztina HUN LL FULOP, Mark Jun HUN LL FULOP, Sándor HUN LL IMBERNON, Toni ESP LL MAYWALD, William USA LL TSUKOV, Sergei EST LL USALA, Antonio BEL LL

8 et 9 JUIN 20198 et 9 JUIN 2019

XIVèME TOURNOI INTERNATIONAL TOURNOI INTERNATIONAL

MELUSINMELUSIN

ACROBATIE – VITESSE - COURSES

STADE D'AEROMODELISME – ROUILLE STADE D'AEROMODELISME – ROUILLE

World Cup Lugo ITA F2A Speed (Km/h)Place, Name Nation 1 2 31 KALININ, Andrey RUS 300,9 0 02 REBROV, Pavel RUS 297,2 297,7 297,03 PIRAZZOLI, Ivo ITA 0 0 294,04 TOMELLERI, Sergio ITA 278,5 287,2 292,45 GONZHUROV, Sergey RUS 288,8 272,1 280,66 LYHNE-HANSEN, Niels DEN 288,6 288,1 288,77 STJAERNESUND, Per SWE 285,6 0 284,78 AUBE, Jean Marc FRA 285,6 0 275,39 ANTINORI, Tommaso ITA 279,9 277,1 283,910 TYUTINA, Sophia J RUS 272,0 251,9 225,311 GUSTAFSSON, Jan SWE 0 0 0,012 DZIUBA, Pawel POL 0 0 0

World Cup Lugo ITA F2B StuntPlace, Name Nation 1 2 3 2 best1 VALLIERA, Marco ITA 1091,95 1125,98 1159,53 2285,502 GAUTHIER, Alexandre FRA 1041,30 1056,40 1084,75 2141,153 BENES, Pavel CZE 1030,38 1053,73 1070,30 2124,034 MAGGI, Alberto ITA 1046,38 1047,33 1049,68 2097,005 PIGOUT, Jacky FRA 943,75 1031,83 988,65 2020,486 GAUTHIER, Philippe FRA 989,65 1006,03 998,10 2004,137 LIBER, David BEL 980,33 1016,98 289,40 1997,308 RAMPNOUX, Philippe FRA 938,50 992,83 998,63 1991,459 FELICI, Giacomo ITA 962,48 978,95 971,88 1950,8310 FIUSSELLO, Mauro ITA 947,48 958,90 991,53 1950,4311 BOSIO, Mario ITA 794,20 956,83 985,03 1941,8512 ZENERE, Giorgio ITA 916,15 930,45 979,63 1910,0813 DZIUBA, Paweł POL 905,73 947,60 952,28 1899,8814 FURLAN, Vittorio ITA 921,13 918,53 972,30 1893,4315 BERNINI, Angelo ITA 913,88 970,70 904,80 1884,5816 STIEF, Roland GER 933,08 902,25 951,40 1884,4817 GERMANN, Peter SUI 916,33 915,30 956,10 1872,4318 SAUNIER, Thierry FRA 905,70 934,83 897,23 1840,5319 KAMINSKI, Michal POL 864,85 888,78 916,95 1805,7320 BRENTONEGO, Raffaello ITA 857,50 894,15 875,28 1769,4321 FIUSSELLO, Silvia ITA 813,85 834,55 877,13 1711,6822 KAPPLER, Ulrich GER 722,73 788,80 781,23 1570,0323 REINISCH, Walter AUT 694,45 786,35 737,85 1524,2024 KOFLER, Helmut AUT 725,83 102,00 0,00 827,83

World Cup Lugo ITA F2C Team RacingPlace, Name Nation 1 2 3 S1 S2 Final1 DOZHIDAEV/GRYGARTAS RUS/LTU 54 laps 3’24,2 3’12,9 41 laps 3’09,7 6’35,62 MAKARENKO/FULITKA UKR 3’14,9 Dnf 3’11,9 3’09,3 Dnf 7’07,53 SURUGUE/SURUGUE FRA 3’09,5 3’08,3 Dnf 3’08,2 Dnf Dq4 DESSAUCY/SACCAVINO BEL/SUI 3’23,8 3’11,6 Dnf 3’11,9 Dnf5 SIMONS/GESCHWENDTNER DEN 3’27,9 3’12,6 3’15,7 3’17,5 3’13,76 OUGEN/SURUGUE FRA 3’10,2 Dnf Dnf 3’24,2 3’14,47 PIOTROWSKI/DZIKOWSKI POL 3’16,8 Dnf 3’19,6 3’17,3 38 laps8 ROSSI/VERRI ITA 3’16,9 3’30,1 3’19,8 3’19,0 66 laps9 MOHAI/STRANIAK HUN/AUT 3’16,7 Dq 3’19,9 3’23,7 3’21,110 BINDEL/GUSTAFSSON FRA/SWE 3’17,5 52 laps 3’22,911 MARTINI/LOSI ITA 3’18,3 3’22,7 56 laps12 ORVOS/METKEMEJER NED 3’54,1 3’19,8 3’19,913 GOLISZ/LESIUK POL 3,20,0 76 laps 71 laps14 FITZGERALD/GREENWOOD GBR 48 laps 39 laps 3’25,515 ROSS/TOOGOOD GBR 3’26,9 Dq 3’37,916 GAUTHIER/VILLEBOEUF FRA 3’35,1 4’43,7 3’33,217 BARKER/TRICKER GBR 3’49,1 3’33,7 3’44,918 De RIDDER/KRUIJFF NED 3’49,1 48 laps 41 laps

World Cup Lugo ITA F2D CombatPlace, Name Nation1 BERTELSEN, Andre DEN WWWWWWLW2 DEMENTIEVA, Natalia BEL WWWLWWWL3 ANASTASI, Maurizio ITA WWWLWWL4 DEMENTIJEV, Sergiu MDA WWWLWL PRICE, Gordon GBR LWWWWL TSUKOV, Sergei EST WLWWWL7 IVES, Graham GBR WWLWL LEUSHIN, Sergey RUS WLWWL LUTSYK, Andrii UKR WWLWL LYLYK, Lyubomyr UKR WLWWL MANCINI, Ettore ITA WWWLL12 FILEP, Krisztina HUN WLWL FULOP, Mark JUN HUN WWLL GIANDRINI, Antonio ITA LWWL MADI, Richard HUN LWWL16 CANTATORE, Antonello ITA LWL DUSHCHENKO, Dmitry RUS WLL IMBERNON, Toni ESP LWL MATEO, Manuel ESP LWL MAYWALD, William USA WLL MOLTENI, Adriano ITA LWL VARFOLOMEJEV, Dmitri EST LWL WISEMAN, Dave GBR WLL24 CASSIDY, Simon GBR LL CULACICHIN, Stanislav MDA LL FULOP, Sándor HUN LL MICHIELS, Jo BEL LL PECHENYUK, Oleg UKR LL MARIASH, Serhii UKR LL USALA, Antonio BEL LL WALLNER, Andreas GER LL

572/2018

F2C Team ResultsPlace, Nation Sum1 Russia 62 Poland 413 France 534 Lithuania 555 Australia 596 USA 707 Ukraine 72 (5)8 Singapore 72 (13)9, Italy 7710 New Zealand 7911 Great Britain 8912 Netherlands 108 ----13 Kazakhstan 4814 Spain 5415 Sweden 6416 Denmark 87 ----17 Portugal 718 Latvia 1019 Switzerland 1620 Bulgaria 42

Results from World Champs France

F2C Team RacingPlace, Name Nation 1 2 3 S1 S2 Final1 ANDREEV/VOROBIEV RUS 3:12,9 Dq 32 laps 3:09,9 3:07,4 6:21,22 DOZHIDAEV/DUKOV RUS 3:13,3 3:05,1 3:11,1 3:09,2 3:11,3 6:52,43 GOROKHOV GOROKHOV RUS Dq 3:08,9 3:15,9 3:09,1 13 laps 7:19,24 OUGEN/SURUGUE FRA 3:10,5 Dnf Dnf 3:19,0 3:09,65 SAVCHENKO/LOBZIN UKR 3:10,8 3:17,6 3:13,8 3:12,9 3:11,16 JUSTIC/LACEY AUS 3:14,7 3:13,9 3:29,5 3:12,4 3:11,77 CARDOSO/GOULAO POR Dq 3:13,2 3:22,6 69 laps 3:12,88 AVERIN/GRYGARTAS LTU Dq 3:13,9 32 laps 3:15,4 98 laps9 BROZEK/ZYLKA POL 3:19,9 3:12,6 Dnf 67 laps 3:16,210 GROSSI/LOSI ITA 3:21,3 49 laps 3:12,8 3:20,0 35 laps11 SURUGUE/SURUGUE FRA 3:08,3 3:12,0 3:11,3 3:28,0 3:25,012 GOLISZ /LESIUK POL 3:19,0 3:13,2 3:35,9 Dq 3:42,913 ARNO GEHLAAR/ONG LENG SIN 73 laps 3:14,4 3:25,114 SU WEI KEE/KIM SUN SIN 3:17,6 Dq 3:14,915 LEWIS/BOLTON NZL 3:15,9 3:24,4 3:15,216 SACCAVINO/SACCAVINO SUI Dnf 3:17,1 3:40,917 ORLOVAS/CIBULSKAS LTU 3:27,8 3:17,4 3:18,718 TOPUNOV/SOBALA USA 3:40,5 Dq 3:18,119 FISCHER/WILK USA 3:18,3 3:21,5 3:18,820 PIOTROWSKI/DZIKOWSKI POL Dq 3:20,3 3:18,321 ORVOS/METKEMEIJER NED 56 laps 3:18,4 3:18,722 BARRAGAN/BARRAGAN ESP 3:25,4 3:19,2 3:34,723 RODIN/OSADCHYI UKR 3:22,3 Dq 3:19,724 LEKNYS/LEKNYS AUS 3:29,3 Dq 3:19,725 STJARNESUND/GUSTAFSSON SWE 3:24,9 3:20,4 34 laps26 FITZGERALD/GREENWOOD GBR 3:20,9 3:52,5 3:37,527 CHRISTIE/BROWN NZL 3:20,9 Dq 3:38,828 BARKER/TRICKER GBR 3:30,9 3:24,3 3:21,929 LEKNYS/REICHART AUS 72 laps Dq 3:21,930 ZUKAUSKAS/SABLINSKAS LTU 3:22,0 3:22,3 3:23,131 MARASINI/COCCHI ITA 3:22,9 3:22,1 28 laps32 SANCHEZ/CRESPI ESP Dq 22 laps 3:22,133 FLUKER/LAMBERT USA 3:23,6 3:26,7 60 laps34 DINKILAKER/ANDREEV, Jun RUS 3:35,2 3:29,9 3:24,735 JAMES/THOMASON GBR 3:33,5 3:25,8 3:26,736 MAGLI/PIRAZZINI ITA 3:25,8 3:37,2 7 laps37 ROBINSON/ROBINSON NZL 3:29,3 3:31,9 48 laps38 JANSSENS/HANRIOT FRA 3:35,6 3:29,3 3:41,139 SAMUELSSON/AXTILIUS SWE 40 laps 3:42,6 3:30,440 SIMONS/GESCHWENDTNER DEN Dq 37 laps 3:34,041 ANKER/OLIJVE NED 3:34,3 3:49,3 3:58,442 PALEZHEV/PAVLOVA, Jun BUL 3:46,3 3:35,2 3:39,943 SIUDA/MUCHA, Jun POL 31 laps Dq 3:45,144 MYROVITSHYI/HERYSH, Jun UKR 3:46,7 37 laps 99 laps45 ZI XIANG/Chue JUN MIN, Jun SIN 4:06,1 29 laps 70 laps46 VAN POPPELEN/DINGLER NED 4:28,0 67 laps 4:30,847 NIELSEN/LYNE-HANSEN DEN 45 laps 27 laps 31 laps48 MOLCHANENKO/CHEKMAREV KAZ Dq Dnf Dnf

F2D CombatPlace, Name Nation Mechanic Wins/Losses1 Rastenis, Audrius LTU Kuckailis, Gintaras WWWWWWWWWW2 Forss, Timo FIN Forss, Jussi WWLWWWWWL(W)3 Bertelsen, Andre DEN Forbech, Henning WWWWWLWWL(W)(L)4 Forss, Jussi FIN Valkonen, Kimmo WWWWWWWLL(L)5 Dementjev, Igor MDA Erisov, Alexandr WWLWWWWL Horst, Andre GER Schwarz, Johann WWWWWWLL 7 Bjerager, Ole DEN Forbech, Henning WWWLWWL Palmer, Doug NZL Palmer, James WWWWWLL Rediuk, Illia UKR Rediuk, Dmytro LWWWWWL10 Königshofer, Rudolf AUT Mazur, Pavlo WLWWWL Mikhalkov, Yuri LAT Prokofjevs, Alekandr WWLWWL Prokofjevs, Alekandr LAT Mikhalkov, Yuri WLWWWL Ritch, Ryland, Jun USA Ritch, Randy WWWWLL Rudner, Mark USA Wornell, Greg WWWWLL Willcox, Michael USA Nadein, Andrey WLWWWL16 Belyaev, Andrey RUS Moiseev, Yuri WWLWL Chornyy, Ivan, Jun UKR Chornyy, Dmytro WWWLL(L) Culacichin, Stanislav MDA Erisov, Alexandr LWWWL Dementieva, Natalia BEL Rusak, Siarhei LWWWL Dementjev, Sergiu MDA Erisov, Alexandr LWWWL Gareev, Ramil, Jun RUS Gareev, Rail WWWLL(W) Larsson, Johan SWE Nord, Lennart WWWLL Madi, Richard HUN Almashiy, Vasiliy WWLWL Rimsa, Vytautas LTU Kuckailis, Gintaras WWWLL Spain, Jon NZL Palmer, Doug LWWWL Valkonen, Kimmo FIN Fors, Timo WLWWL27 Antunez, Nicolas, Jun ESP Antunez, Nicolas Sr LWWL Chornyy, Stanislav UKR Chornyy, Dmytro WLWL Druzhinin, Valeriy KAZ Kochergin, Alexandr LWWL Ereklintsev, Pavel RUS Izmailov, Sergey WLWL Karlsson, Jonatan, Jun SWE Karlsson, Niklas WWLL Kocuns, Ericks Jun LAT Kochunts, Vitaly LWWL Lopez, Jose Luis ESP Lopez Olivares, Jose WWLL Lutsyk, Andrii UKR Lyluk, Lyobomir WLWL Lyu, Yevgeniy KAZ Kochergin, Alexandr WLWL Mateo, Raul ESP Mateo, Manuel LWWL Mears, Andy MEX Mears, Bob WLWL Meijer, Fred NED Voss, Leo WWLL Minor, Andy ISR Minor, Carey WWLL Motta, Guiseppe ITA Motta, Orazio WLWL Silva, Leonardo MEX Mears, Bob WWLL42 Anastasi, Maurizio ITA Motta, Orazio LWL Bellis, Bruce AUS Bellis, Richard LWL de Ridder, Jacco NED van der Vlist, Karlo LWL de Vincenzi, Leonardo BRA Maksymenko, Kostya WLL Filep, Krisztina HUN Almashiy, Vasiliy LWL Giandrini, Antonio ITA Motta, Orazio LWL Gijsbertsen, Bart, Jun NED Gijsbertsen, Bart WLL Haury, Lester USA Nadein, Andrey WLL Kochunts, Vitaly LAT Prokofjevs, Alekandr WLL Limanhadi, Benny INA Artadirganta, Oki LWL Limanhadi, Erick INA Artadirganta, Oki WLL Mateo, Manuel ESP Mateo, Raul LWL Mears, Bobby MEX Mears, Andy LWL Nord, Lennart SWE Larsson, Johan WLL Palmer, James NZL Spain, Jon LWL Riera, Xavier FRA Payan, Emiliano WLL Serafin, Mauricio BRA Fonseca, P Marcos WLL Shalaev, Alexander RUS Moiseev, Yuri WLL Souza, Rafael POR Fomin, Serguei WLL Usala, Antonio BEL Rusak, Siarhei LWL Whillance, Mike GBR Walker, Harry LWL63 Comiskey, Michael Sr AUS Nutter, Eric LL Cyzas, Vaclavas LTU Kuckailis, Gintaras LL Fomin, Serguei POR Mortinho, Antonio LL Friis-Nielsen, Morten DEN Forbechh, Henning LL Fülöp, Mark, Jun HUN Almashiy, Vasiliy LL Fülöp, Sándor HUN Almashiy, Vasiliy LL Ives, Graham GBR Riley, Dave LL MacKenzie, Patrick CAN MacKenzie, Ivan LL Melnikov, Yaroslav CAN Svetlakov, Maksim LL Michiels, Jo BEL Rusak, Siarhei LL Minor, Austin, Jun ISR Minor, Andy LL Minor, Carey ISR Minor, Andy LL Mortinho, Antonio POR Souza, Rafael LL Price, Gordon GBR Walker, Harry LL Schwarz, Johann GER Horst, Andre LL Segui F, Yuraldi CUB Artega, Alberto Franca LL Svetlakov, Maksim CAN Melnikov, Yaroslav LL Unruh, Rafael GER Horst, Andre LL Van der Vlist, Karlo NED de Ridder, Jacco LL Vasilev, Mihael Jun BUL Angelov, Angel LL Wilson, Murray AUS Ellins, Mark LL Volgin, Yevgeniy KAZ Kochergin, Alexandr LL

F2A Speed (km/h)Place, Name Nation 1 2 3 41 Luca GROSSI ITA 264,3 302,9 300,5 302,02 Ferenc SZVACSEK HUN 291,2 299,5 290,6 300,03 Paul EISNER GBR 296,8 295,3 296,5 299,44 Andrey KALININ RUS 297,9 295,1 291,3 299,35 Peter HALMAN GBR 297,0 296,0 0 298,36 Anthony ROSTILAVOV FRA 297,3 292,6 290,3 07 Rob METKEMEIJER NED 283,8 297,3 0 292,68 Gyorgy CSOMA HUN 296,8 296,2 296,7 296,29 Imre ELEKES HUN 267,8 0 292,5 296,110 Alex VALISHEV USA 0 0 295,4 011 Pavel REBROV RUS 0 294,4 295,1 287,912 Bill HUGHES USA 286,6 293,4 294,3 294,813 Ivan VALISHEV Jun USA 291,0 0 287,2 294,614 Claudia SCARAMELLA ITA 294,2 0 0 015 Per STJARNESUND SWE 291,4 294,0 288,3 288,316 Jean-Marc AUBE FRA 288,8 0 289,5 293,117 Murray WILSON AUS 292,7 0 0 018 Sergio TOMELLERI ITA 292,6 290,9 287,7 019 Aleksandr KLOCHKOV, Jun RUS 290,5 281,5 0 292,620 Han ESSELAAR NED 277,7 0 289,8 291,421 Stanislav DUDAREV RUS 289,5 289,6 290,9 290,622 Andrew HEATH AUS 289,6 0 290,8 288,723 Ken MORRISSEY GBR 0 289,4 285,7 024 Ivaylo POPOV AUT 257,4 262,2 0 289,125 Matthieu PERRET FRA 285,7 288,7 286,1 283,326 Artur MIS POL 271,5 287,4 0 287,327 Ian THOMPSON AUS 279,3 0 274,7 287,128 James VANSANT USA 286,5 283,6 0 029 Francisco JIMENEZ GAMEZ ESP 286,4 0 0 030 Niels LYHNE-HANSEN DEN 277,0 286,2 285,4 286,031 Robert HOLECZEK POL 278,6 283,4 272,0 032 Neil LICKFOLD NZL 282,5 0 0 033 Carl LICKFOLD NZL 279,4 0 247,6 274,734 Kacper WALANIA, Jun POL 0 0 279,1 035 Pawel PRAUS POL 236,9 277,5 263,6 036 Amal FARASABIL, Jun INA 277,2 256,7 0 254,937 Norbert SCHMITZ GER 0 0 0 277,138 Max. MARKSTEINER AUT 266,0 0 0 243,839 Bengt-Olof SAMUELSSON SWE 0 266,0 243,4 040 Franz MARKSTEINER AUT 0 251,2 247,5 265,041 Jose SANCHEZ DURAN ESP 0 0 259,1 263,442 Sebastian Radu ZAHARIA ROM 240,7 238,5 222,9 043 Keith SOH KAI REN, Jun SIN 0 214,4 0 044 Jan GUSTAFSSON SWE 0 0 0 0 Javier KOH YE KANG, Jun SIN 0 0 0 0 Nanhdu KUMAR, Jun SIN 0 0 0 0 Jens GESCHWENDTNER DEN 0 0 0 0 Alexey OXENENKO KAZ 0 0 0 0

F2D Combat Team ResultsPlace Country Score1 FIN 172 LTU 133 USA 12 (30)4 MDA 12 (37)5 DEN 12 (73)6 LAT 10 UKR 108 NZL 99 RUS 810 ESP 6 GER 6 SWE 613 MEX 514 BEL 4 HUN 4 ITA 4 KAZ 4 NED 419 ISR 220 AUS 1 GBR 1 POR 123 CAN 0 ------- BRA 2 INA 2 ------- AUT 4 FRA 1 BUL 0 CUB 0

F2D Combat Junior ResultsPlace, Name Nation1 Ritch, Ryland USA2 Ramil Gareev RUS3 Ivan Chornyy UKR4 Nicolas Antunez ESP Jonatan Karlsson SWE Ericks Kocuns LAT7 Bart Gijsbertsen NED8 Mark Fülop HUN Austin Minor ISR Mihael Vasilev BUL

F2A Speed Team ResultsPlace, Nation Sum1 Hungary 892,9 km/h2 Italy 889,7 km/h3 Great Britain 887,1 km/h4 Russia 887,0 km/h5 USA 884,8 km/h6 France 879,1 km/h7 Australia 875,6 km/h8 Poland 849,9 km/h9 Austria 820,1 km/h12 Netherlands 588,7 km/h13 New Zealand 561,9 km/h10 Sweden 560,0 km/h14 Spain 549,8 km/h15 Denmark 286,2 km/h16 Indonesia 277,2 km/h17 Germany 277,1 km/h18 Romania 240,7 km/h11 Singapore 214,4 km/h19 Kazakhstan 0,0 km/h

F2B Stunt Team ResultsPlace, Nation Sum1 Japan 192 China 273 France 484 Slovakia 585 USA 696 Italy 767 Russia 818 Czech Republic 829 Ukraine 8410 Poland 8811 Australia 10312 Germany 12313 Spain 13014 Brazil 13415 Switzerland 13716 Great Britain 15317 Canada 17218 Sweden 17419 Portugal 22520 Philippines 23821 New Zealand 9522 South Africa 12123 Norway 14524 Cuba 14525 Belgium 2726 Bulgaria 4927 Netherlands 6828 Denmark 6929 Hungary 7930 Iran 8231 Kazakhstan 85

F2B Stunt Junior ResultsPlace, Name Nation1 Letong XU CHN2 Hiroki YOKOYAMA JPN3 Mykola KUCHER UKR4 Iaroslav FOKIN RUS5 Patrik DOLOBAC SVK6 Nikol PAVLOVA BUL7 Pavel HRSTKA CZE8 Samantha HINES USA9 Marek RAKOWASKI POL10 Reynold BARADAS PHI11 John BARADAS PHI12 Emil PALM SWE

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58 2/2018

Oldtimerträff i KungsbackaOldtimerträff i Kungsbacka

Göran Olsson tog chansen att besöka väst-kusten och få känna på lite solsken. ”Gröna faran” var med och fixade en andraplats.

Weatherman Vintage Speed (9 juni):Namn, Klubb 1 2 31. Tomas Jansson 6G / 22,6 s / 101,3 % 6G / 21,8 s / 105,0 % 2G / 27,5 s / 95,6 % Vänersborgs MFK 132,8 km/h2. Göran Olsson 5G/ 23,6 s / 93,2 % 5G / 22,9 s / 96,1 % 5G / 23,1 s / 95,2 % MFK Red Baron 126,4 km/h3. Michael Palm 3G / 23,8 s / 86,6 % 3G / 31,5 s / 65,4 % 3G / 0 Kungsbacka MFK 121,7 km/h4. Ingvar Nilsson 3D / 32,8 s / 62,8 % 3D / 32,8 s / 62,8 % 2D / 34,2 s / 77,2 % Kungsbacka MFK 84,7 km/h5. Hannes Illipe 1 / 26,9 s / 65,1 % 1 / 24,4 s / 71,7 % 1 / 24,1 s / 72,6 % Kungsbacka MFK 60,1 km/h6. Ingvar Niklasson 1 / 24,6 s / 71,1 % 1 / 27,3 s / 64,1 % 1 / 25,9 s / 67,6 % Kungsbacka MFK 58,9 km/h7. Alf Eskilsson 3G / 0 3G / 0 3G / 29,3 s / 70,3 % Kungsbacka MFK 98,8 km/h8. Sven-Eric Martinsson 2G / 49,7 s / 52,9 % 2G / 40,2 s / 65,4 % 2G / 40,5 s / 64,9 % Kungsbacka MFK 72,0 km/h9. Ola Lindgren 3G / 32,7 s / 63,0 % 3G / 36,5 s /56,4 % 3G / 0 Kungsbacka MFK 88,6 km/h------- Göran Olsson 2D / 31,4 s / 84,1 % (Getingen med Webra Record) MFK Red Baron 92,2 km/h

Nya rekord i följande klasser:6G: Tomas Jansson 21,8 s / 132,8 km/h (Ersätter Luis Petersens rekord)

Ingen brist på modeller som man nos-talgiskt kunde studera och drömma sig tillbaks med. Vissa har problem att ställa in en kompskruv.... hur lätt/svårt är det då inte med två på samma motor?

En lyckad lördag i Kungsbacka är nog en bra sammanfattning av den 9 juni. Ett väder så skönt som något, åtskilliga äldre modeller att beundra och studera samt många deltagare i Weathermantävlingen. Vad mer kan man önska?

Mest långväga gästen var Göran Olsson som letat sig ner från Stockholm. Efter att gjort debut i Karlskoga med sin nya Weatherman-modell fick han nu upp farten vilket ”bara” räckte till en andraplats. Detta eftersom Tomas fått ordning på sin nya modell (med HP 40) och här satte nytt rekord i klass 6G.

Då allt fler börjar få ordning på sin utrust-ning och lyckas trimma in dem både vad gäller propellerval, bränsleblandningar och inställningar krävs det nästan rekord om man numera vill vinna en tävling. Men just detta är ju sporrande och för Weatherman-flygandet framåt. Samtidigt kan man, utan att bli förringad, delta med den utrustning man har. Vilket för många är nöje nog!

Göran hade också med sig sin vackra Geting-modell som tidsenligt var bestyckad med en Webra Record. Hur många har inte en gång tiden försökt lära sig flyga med denna kom-bination?

/Ingvar Nilsson & Tomas Jansson

Tomas föredrog att starta sin 40:a från gräset och får här hjälp av Ingvar.

Alf Eskilsson har en Super Tigre G20/15G i sin för året nya modell.

Och här har Sven-Eric släppt iväg mo-dellen åt piloten kallad ”Proxy-Palm”.

Göran Olsson hade låtit nostalgin flöda fritt och byggt en underbart fin Geting försedd med en Webra Record.

Sven-Eric Martinsson tar här hjälp av Ola Lindgren vid en av sina starter.

592/2018

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