THE HISTORY OF V.A.R.M.S. The Annual Diary. 1968

THE HISTORY OF V.A.R.M.S.
The Annual Diary.
1968 - 1995
The following pages contain details
of the elected Committee for each year,
and
other pertinent information on relevant
events that occurred for that year,
noted on a July to June basis.
Rev. July 2014
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TABLE OF CONTENTS
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(To quickly access a topic, hold CTRL and click on desired item)
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TABLE OF CONTENTS ...................................................................................................... 2
1968 ............................................................................................................................ 4
Minutes of General Meeting - June 1968 ......................................................... 5
1969 - 70 ................................................................................................................... 11
VARMS – First A. G. M. – June 27th 1969 ...................................................... 15
1970 – 71 .................................................................................................................. 24
Radio Control Glider at the Nationals – 1970/71 .......................................... 27
1971 – 72 .................................................................................................................. 33
Nationals 1971/72 – R. C. Glider an Official Event ....................................... 33
Record Group. ................................................................................................. 39
Victorian State Glider Championships – 25-26 March 1972 ........................ 39
1972 - 73 ................................................................................................................... 42
26th National Model Aircraft Championships – Geelong, Victoria. ............. 45
1973 - 74 ................................................................................................................... 56
State Glider Championships – March 1974................................................... 58
1974 - 75 ................................................................................................................... 62
The VARMS Winch- ......................................................................................... 62
No Re-affiliation – V.A.R.C.A. & V.M.A.A. ...................................................... 62
1975 - 76 ................................................................................................................... 74
Aspectivity Visits – John Vanderwolfe (VARMS 90) .................................. 74
Aspectivity Visits – Ralph Learmont (VARMS 7)........................................ 76
Southern Sailplanes ....................................................................................... 79
Aspectivity Visits – Ray Murrell (VARMS 169) ........................................... 81
Aspectivity Visits – John Gottschalk (VARMS 66) ..................................... 87
Aspectivity Visits – Brian Andrew (VARMS 212)........................................ 89
Aspectivity Visits – Brian Laging (VARMS 30) ........................................... 92
Reminiscence – The Origins re-visited ......................................................... 99
1976 - 77 ................................................................................................................. 102
Electric Flight – Expensive Experiment or Practical Reality? ................................ 103
The V.A.R.M.S. “Nationals”, 1977 ................................................................ 106
To Compete or Not To Compete ? ............................................................... 111
1977 - 78 ................................................................................................................. 118
VARMS Competition Soaring Group ........................................................... 118
New Flying Site – High Street Road – The first time. ................................. 121
1978 - 79 ................................................................................................................. 128
The VARMS trailer – ...................................................................................... 129
Aerotow Launching ...................................................................................... 132
1979 - 80 ................................................................................................................. 134
1980 - 81 ................................................................................................................. 138
Re-affiliation – V.M.A.A. ................................................................................ 138
The Colditz Cock. .......................................................................................... 140
1981 - 82 ................................................................................................................. 144
Two Metre soaring in Victoria ...................................................................... 152
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1982 - 83 ................................................................................................................. 156
Inaugural Flying Day – Pakenham Sites – 18 July ’82............................... 156
1983 - 84 ................................................................................................................. 164
1984 - 85 ................................................................................................................. 169
Cathies Lane Flying Site............................................................................... 172
1985 - 86 ................................................................................................................. 179
(The FIRST for X-country at the Nationals) ................................................. 180
Scale Competition – 1986 ............................................................................. 183
1986 - 87 ................................................................................................................. 184
THE FIRST EXPO .......................................................................................... 186
1987 - 88 ................................................................................................................. 191
1988 - 89 ................................................................................................................. 196
High Street Road Flying Site – The second time. ....................................... 197
The U-2. The Beginnings. ............................................................................ 197
1989 - 90 ................................................................................................................. 201
1990 - 91 ................................................................................................................. 206
Scale Gliders at the Bendigo Nationals ...................................................... 208
The Flight Of The U-2 - Kilcunda ................................................................. 211
1991 - 92 ................................................................................................................. 212
The Flight Of The U-2 – 2ND Stanza ............................................................. 213
The Flight Of The U-2 – 3rd Stanza - Camperdown.................................... 213
A Tribute To John Vanderwolfe ................................................................... 215
Aspectivity Visits – Stan Mason (VARMS 36) ........................................... 217
Aspectivity Visits –Peter Mather (VARMS 6) ............................................ 218
Aspectivity Visits – Colin Collyer (VARMS 81) ........................................... 218
U-2 The Fourth Stanza – The Re-birth ......................................................... 219
U-2 Fifth Stanza - The LAST flight of the U-2 - Camperdown. ................... 222
1993 - 94 ................................................................................................................. 224
The 8th & Last EXPO ..................................................................................... 226
A Tribute To Martin Briggs by Charlie Lambeth ......................................... 228
1994 - 95 ................................................................................................................. 229
A Tribute to Stan Mason by Ralph Learmont ............................................. 230
The R. C. G. A. ............................................................................................... 231
THE END ......................................................................................................................... 237
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President
Treasurer
Contest Director
Canteen
Peter Prussner
Ray Datodi
Lew Abbott
Brian Condon
1968
The Committee
Secretary
Editor
Safety Officer
(Assistants to S.O.)
Alan Villiers
Alan Villiers/John Marriott
John Chidzey
Peter Mather/Bob Cooper
The VARMS Inaugural Committee at work.
4th Feb 1968 - Mt. Hollowback, Ballarat.
Aspectivity Issue 32 of January 1973 indicates
that Peter Prussner advertised locally in Ballarat
& Melbourne Hobby shops for a soaring meeting
that drew 200 people to Mt Hollowback
(Ballarat), many with models that were used to
provide flying demonstrations.
14th April 1968 - The Bald Hill, (Mt Bacchus),
Bacchus Marsh. The Association formed, named
& Committee elected as per above, (Effectively,
this was the FIRST General Meeting).
Victoria's first radio controlled model slope
meeting as per poster (See Ed.77/Feb77 for
poster)
(See Aspectivity issue No 70/July 1976 for
reminiscence of the creation of VARMS).
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Special news sheets also issued to indicate flying meetings specifically for models without
"audible" means of support" as per the following list:Slope Soaring Rally 14th April 1968, (The Bald Hill), Mt Bacchus, Bacchus Marsh
Flying day, Sunday 23rd June 1968, Fisherman's Beach, Torquay.
Slope Soaring Meeting 15th September 1968, Yaloak Vale
Slope Soaring meeting, Sunday 13th October 1968Mt Bacchus, Bacchus Marsh.
Flying Day, Sunday 27th April 1969, Beveridge (Mt Fraser)
Flying Day, Sunday 25th May 1969 at Yalloak Vale.
Flying Day, Sunday 22nd June 1969, at Yalloak Vale.
A Flying Weekend - December 6 & 7 1969 at Philip Island.
Association magazine was "V.A.R.M.S. OFFICIAL NEWS LETTER", first issued (No. 1) July
1968. The following was also included in the first newsletter.
Minutes of General Meeting - June 1968
This meeting was held at the Railways Institute Buildings in Flinders Street on June 21st, 1968.
The meeting was opened at 8.30 p.m. by the President Mr. P. Prussner, who welcomed
everyone present.
The minutes of the previous meeting were taken as read.
Proposed
Mr. McLeod
Seconded
Mr. Druce
Inwards Correspondence
A letter from General Accident Insurance Company for individual single accident insurance
of $20,000 for a premium of $2.48 per annum.
The matter of insurance was felt to be too important to decide on the basis of one quote so
that it was moved by Mr. Chidzey and Seconded by Mr. Mather that it be left to a meeting.
General Business
1.
Election of two Office Bearers – Public Relations Officer and Safety Officer.
As there were no nominations of Public Relations Officer this position on the Committee
was left vacant for the time being. For the position of Safety Officer four nominations were
received. However, after some discussion it was decided that we should have one Safety Officer
and two or three assistants so that the safety officer can be relieved of his duties in the event of his
being unable to attend a meeting or while he was flying.
For the position of Safety officer it was moved by Mr. Learmont and Seconded by Mr.
Druce that Mr. Chidzey be safety Officer and Messrs Mather and Cooper act as assistants. This was
passed unanimously.
2.
Membership Rules
This matter was discussed at length and it was decided to leave until a further meeting, the
matter of a constitution and other general association rulings.
However, it was felt by both the Committee and members present that the Committee would
exercise its powers as an executive committee and it should not have to refer to the full membership
for a decision on matters affecting the running of the association. It was decided to adopt this
manner of operating for this year in order to expedite the current program.
3.
Treasurers Report
The Treasurer Mr. Datodi outlined the Committee’s views on fees. It was proposed that
there be a $1.00 joining fee for Senior and $2.00 per annum subscription rate. For Juniors the
joining fee will be 50C and annual subscription rate of $1.00
It was decided by the Treasurer to operate an interest bearing cheque account which would
require two or three office bearer’s signature.
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4.
Affiliation Fees
Mr McLeod raised the issue of separate Affiliation Fees. After some discussion this
question was left with the Committee to find other contacts for information regarding the practice of
other clubs and associations in this field.
The above question raised by the Treasurer of separate entry fees, annual subscription and
the necessity of a rate for Juniors was put in the form of a motion by Mr. Learmont and Seconded
by Mr. Chidzey – was carried unanimously.
5.
Likely Association Activities
The following of the meeting as expressed by those in attendance was that the following
activities would be of interest:
(a) General Flying Days
(b) Competition Days
Consisting of:
(i) Spot Landings
(ii) Nominated Time flights
(iii) Five minute maximum Aerobatic flights (Spin, loop, spot.)
(iv) Touch and Go
(v) Limbo
The meeting felt that the committee should issue a Flying Calendar.
It was decided that Sunday was a most suitable day and that the second Sunday of each
month would be a normal Flying Day (VARMS day). This was moved by Mr. Chidzey and
Seconded by Mr Cooper.
It was moved by Mr. Mather and seconded by Mr. Druce that the alternate months flying
day be devoted to competitions.
Members suggested the following sites as being suitable for investigation of the Committee
as future prominent flying areas:
Wonga Park, Eltham, Mt. Holden – Sunbury, Beveridge,
Torquay, Yallock Vale, Werribee Gorge, Bald Hill – Mt. Bacchus.
This concluded the formal business of the evening. Members then relaxed to watch films of
Slope Soaring by Mr. Learmont and a film by the President – Mr. Prussner which was accompanied
by a taped commentary, was most enthusiastically applauded by all present.
It was a most professional presentation. After the conclusion of the film show the President
thanked all those for their attendance and closed the meeting at approximately 10.50 p.m.
*oooo000oooo*
In the First Newsletter was the following 2 items of correspondence:
NEWS from TASMANIA
Fred Stevens writes telling of his present plans. He is a modeller with 41 years of
experience and is just moving into radio soaring with a semi scale Foka 6' 8" at 14 oz. sq. ft. with
OS API gear on board. He would like to know of scale plans that are available. Please write to
indicated address.
NEWS from SOUTH AUSTRALIA
Mal Pring writes quote "Had a big break through on the slope, using 1500 Deacs for long life. I had
a flight of 3 hours 2 minutes, which is a new unofficial S. A. record. Batteries will go for 4 1/2
hours, ..... good luck. Mal.
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General News
New models to be seen shortly - according to the grapevine :
Ralph Tabley
Vulture
Own design T Tail
Peter Prussner
Royalist
Own design T Tail
Alan Villiers
Arrow
Scale fibre glass fuse.
Ray Datodi
Vulture
Foam wings, T Tail
The first magazine also contained the 'first' advertisement for a hobby shop - Central Hobby Centre,
Princes walk, Melb. (Les Heap)
Margaux Claughton (Nee Condon) welcomed into VARMS (No 33)
Competition categories: Single channel, Reeds, Proportional and Single & Multi surface.
An invitation extended to VARMS by Mal Pring to attend the S.A. Slope Championships on 31
August & 1 September 1968. Events to be: Towline launch, Power Assist. launch, Pylon,
Aerobatics & Limbo.
Those electing to attend were:
Peter Prussner
John Marriott
Ralph Tabley
Alan Villiers
Ray Datodi
David Villiers
Neil McLeod
Ralph Learmont
Margaux Condon
Alan Willis
Brian Condon
Roger Druce
D & D.A.R.C.S. 2nd Annual Fly-In featured an aero-tow of Stan Barton's 'Impala' by Keith Follett's
power model.
MODEL REVIEW
Heard and seen on the Hill:
Most realistic machine
Pilot with most air time
Most unusual Model
Most popular Model
Largest Model
Smallest Model
Peter Prussner "Zefir"
Alan Griffith
Barry Angus "Deltair"
Foka
Peter Prussner "Aurora" - 14ft.
Brian Woods "Wizard of Ozz"
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PROPOSED RULES & REGULATIONS FOR FUTURE COMPETITION EVENTS
(From VARMS OFFICIAL NEWS LETTER No 4, March 1969)
1.
AEROBATICS
Each model allowed 5 minutes to complete pattern.
A. Classification of Models
(i)
Rudder only
(ii)
Intermediate (Reeds, Galloping Ghost, Cascade systems, Filters)
(iii) Full proportional control.
B. PATTERNS
(i)
Spins -Singular or consecutive - Max. of 3 - 20 points poss.
(ii)
Loops "
"
" " 2 - 15 points poss.
(iii) Rolls
"
"
" " 2 - 15 points poss.
(iv)
Inverted - 3 seconds minimum
- 10 points poss.
(v)
Stall turns - maximum of 2
- 10 points poss.
(vi)
Spot Landing (Inclusion depending on weather) (See 4 below)
2.
PYLON EVENTS
Pylons generally 100 yards apart.
A. Classification of Models
(i)
Rudder only
(ii)
The rest - (i.e. 1.A.(ii) and (iii) above, combined)
B.
Patterns
(i)
PYLON RACE
(a) The start shall take place from the left at the left hand pylon. All
contesting models to be in the air before the one minute count down.
(b) After the starting signal a model begins its laps by passing the left pylon
flying towards the right pylon.
(c) A lap is defined as from the outside of the left pylon, along the slope, past
the right pylon and back to the left pylon. Planes do not have to fly around
the pylon - only past them.
(d) Each plane should have some distinct differentiating marking on it;
frequency colours where frequency flags are waving by pylon officials to
signal passing the pylon.
(e) Models may be relaunched if they become grounded through lack of wind
or/etc. Relaunching to be carried out only by pilot or his official assistant.
(f) Official assistant is to be previously nominated signal caller and lap
counter.
(g) A set number of laps for the event will be determined prior to the event
depending on the prevailing conditions.
(ii)
PYLON TIME TRIALS
(a) The start shall be by hand launch at the time of the starting signal.
(b) The duration of the event shall be 5 minutes.
(c) Laps shall be counted to the last half lap.
(d) All other relevant rules as for PYLON RACE shall apply to this event.
3.
LIMBO EVENT
Event conducted under streamer or similar, suspended between 2 pylons. Pylon
separation depending on weather conditions.
A. Classification of Models
As for Aerobatics.
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B. Rules.
(i) Model must pass under streamer and avoid contact with ground and streamer.
(ii) The streamer is lowered after each round.
(iii) Solid contact with the ground while attempting manoeuvre or breaking streamer
disqualifies contestant.
(iv) Winner shall be the pilot whose plane navigates the smallest gap successfully.
4.
SPOT LANDING
Spot will be marked by Contest Director.
A. Classification
At discretion of Contest Director/Committee.
B. Rules
(i) Each model shall have an event time of a minimum of one minute and maximum
of five minutes.
(ii) Object is to land as close to the spot as possible.
(iii) A possible of 20 points to be awarded for approach and landing position.
(iv) Crash landing on the spot will render the competitor liable to disqualification.
The Contest Director and/or Committee reserve the right to adjust all or part of the rules to suit a
particular condition or circumstance.
OFFICIAL NEWS LETTER - Issue Number 2, Oct. 1968 indicates the fee structure was:Annual subscriptions at $1.00 joining fee and $2.00 per annum (Juniors under 16, 50c & $1.00
respectively.)
AERO-TOWING -VARMS Official Newsletter No. 2 - October 1968.
Committee members viewed some flying sites on the Mornington Peninsula recently for the
December 15th Competition Day (very promising), then travelled to Dandenong to see some of the
events at the D & D.A.R.C.S. 2nd Annual Fly-In. Special interest was centered on the aero-tow of
Stan Barton's 'Impala' by Keith Follett's power model. I was a little disappointed with what I saw
and the commentary given for the glider's flight didn't enthuse for our association.
Take a length of rubber, as long as you can afford, attach to tail of any tug plane and the
other end to the glider, release tug, wait for tension on rubber, release glider which virtually
catapults into the air. I suppose it's one way to get up there!!!
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President
Treasurer
Contest Director
Social Secretary
Ray Datodi
Ralph Tabley
Peter Prussner
Brian Condon
1969 - 70
The Committee
Secretary
Editor
Safety Officer
Alan Villiers
John Marriott
John Chidzey
Annual General Meeting scheduled for Friday 27th June 1969
Honorary (Life) Membership conferred on Peter Prussner
Association magazine (Tri monthly) named "HIGH ASPECT", first issue July 1969, a seeming
innocent item from this magazineTO HEAR OR NOT TO HEAR.
The problem of communication on the slope has been solved with the purchase of the loud
hailer. Discussion before purchase re its volume brought forth the statement that its power was at
least 1 1/2 'PRINGS'. Suitable indeed! (Possibly a reference to an Associate member from South
Australia).
Also from the same magazine an emphatic reference to Digital Proportional R/C equipmentTRADES NOTES
Latest commercial gear comes from FUTABA. This Digital Proportional system
comprising four servos (FP31's), gimbal joysticks, and a special light-weight holder for pen cell
batteries (for lightweights). Keith Hearne has flown for two hours on this setup with no ill effects.
(Obviously very user friendly). Special feature of the system is the 240V (plug straight in) battery
charger for both Rx and Tx batteries. All this for $399.
And for the INSURANCE conscious flyer a policy endorsed for R. C. through Les Heap at $4.32
for $40,000 cover, and $6.48 for $100,000 cover
High Aspect Vol 2, No. 2., contained the following comments by the President, Ray Datodi;
THE CRITICAL YEAR
Analysis of an organization’s progress in its second year of existence
is often indicative of its future potential; VARMS has entered its critical year!
To date this year has been loaded with major events resulting in extremes of
activity on the part of the Committee. VARMS has seen our Newsletter
graduate to a Magazine, and since the last issue of “High Aspect”, we have
conducted our first Annual General Meeting, our first Birthday Dinner Dance
and our most recent venture, the first Slope and Thermal Soaring Nationals in
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Victoria, which I might add, were a great success and the smooth running, a credit to our Contest
Director, Peter Prussner.
The high density of activity has left little time for the committee as a whole, to closely
examine some matters of importance, such as the number of first year members who have rejoined,
the ever increasing new membership and other facts pertinent to the analysis of our Association’s
progress. However a quick glance at the statistics shows an encouraging figure of subscriptions
paid for 69-70. As is already apparent to you, “High Aspect” has already had a face lift. John
Marriott, our editor is to be commended for his progressive and energetic approach to the mammoth
task of producing our magazine. His personal involvement in the production of the photographic
plates must be a considerable drain on his already heavily burdened “spare time”.
Whilst on the subject of photography, a vote of thanks must go to John’s brother Neil. Neil
has been the silent working photographic genius who produces these excellent action shots of our
members.
So far, so good. We have looked at the brighter side of VARMS; however, there are a few
items I would care to bring to the notice of members, which are, unfortunately, of a more sombre
nature. The common factor in recent disappointments is the lack of member involvement and
participation in activities other than monthly flying meetings. The two most prominent occasions
which have come to mind are the A. G. M. and the Dinner Dance. Your participation in group
activities of this nature is vital, if we hope to continue on our present course.
It is well realised that flying is the main goal and interest of all members, but in order to
enjoy organised flying meetings and competition, one must be prepared to participate in activities
extra to flying, after all, VARMS is not very demanding on members in regard to indoor meetings
or working bees. On the brighter side, however, both of the above mentioned occasions proved to
be most enjoyable and indeed successful.
It is hoped that future occasions, be it business or pleasure, will see a larger number of
members participate.
V.A.R.M.S. program for ’69 – ’70, is aimed at contributing towards the advancement of
slope soaring in general:
We have:
(a) Consolidated frequency allocations.
(b) Affiliated with V.A.R.C.A.
(c) Streamlined monthly competitions (new contests are envisaged).
... and finally, it is rumoured that one or two of our members intend setting association records.
The warmer weather is fast approaching, so brush the cobwebs off that bar-b-q and bring
along the family to the next meeting. It might pay to give your wife or girlfriend a practise with
your second best model; you never know when we may have a ladies event on our contest calendar,
(I know what you’re thinking, but don’t say it – the kids might be listening.)
I wish you luck – and keep turning away from the hill.

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Celebration dinner for VARMS 1st Birthday was held 8th August 1969
December 1969 - A news sheet of this date contained the following comments by President, Ray
Datodi.
Over the past few years, R/C Gliding be it thermal or slope, has reached a high level of
popularity throughout the world. As a result of growing interest, we shall see for the first time R/C
gliding competitions in our Victorian State Championships in March 1970.
We are indebted to Mr. Alan Villiers (Sec. VARMS) for his efforts in engineering the above
mentioned competitions in his capacity as VARMS delegate for V.A.R.C.A. (Victorian
Aeronautical Radio Control Association), which is responsible for the running of State
Championships.
Mentioned in the Newssheet of December 1969, that Mr. Allan Villiers (VARMS Secretary) is also
a delegate to the Victorian Aeronautical Radio Control Association (V.A.R.C.A.), it seems VARMS
was affiliated from the outset.
March 1970 in 'High Aspect' Vol 2, No. 3 contained the following in-depth article on;
Winch Launching (as seen by Alan Willis and Ralph Learmont).
To the uninitiated, a wench (oop's winch) is used to thrust a pilot's prize possession up
yonder. The average gliding enthusiast is aware of towline and highstart launches and knows of
their limitations in calm conditions. A winch by virtue of its adjustable launching speed is able to
cope with winds ranging from a 5 m.p.h. tailwind to 15 m.p.h. headwinds. This is achieved by
14
varying the rotational speed of a drum, on which the line is wound.
Our winch consists of a 12 volt starter motor driven by a 12 volt car battery from which
various voltage tappings can be selected. By experience, the operator interrelates the effects of
wind velocity, model size and model's rate of climb at all times during the launch and selects the
appropriate voltage tapping. It should be explained at this point that the motor automatically reacts
to changing line tensions by slowing down or speeding up. For example - A model might
experience a gradual increase in wind strength as it climbs, thus increasing the load on the towline.
Instantaneously, the motor assumes a lower speed such that the power output of the motor remains
constant. (Power output is proportioned to line speed - line tension).
The load on the line is also affected by the elevator position. Up elevator produces extra lift
hence greater line tension. Down elevator produced the opposite effect. Thus it can be seen that the
success of a launch is dependent on the skill of both the pilot and the winch operator. The winch
continuously maintains a balance between line tension and airspeed of the model such that at no
time is the glider overloaded. This factor is an inherent safety feature of such a system. This
should reassure modellers of any misgivings they have about winch launchings.
The motor and battery are housed in a large wooden box. A simple line feeder is
incorporated on the winch to prevent the line jumping the rim of the drum. The feeder pivots on the
same axis of the drum and being counter-balanced, follows the angle of the incoming line.
900' of light cord and 100' of nylon make up the towline. The nylon absorbs any abrupt changes in
load upon the model. A small drogue (para) chute is used to maintain line tension after release.
The design of the chute prevents it from opening on the tow.
We have had extensive experience in launching both small and medium size gliders with
plenty of guts to spare and anticipate that our winch is capable of handling up to 12' jobs. In no
wind conditions a typical launch using 400' of line, produced a height of approximately 200'. In
favourable winds (5 - 10 m.p.h.) a higher % of original line length is converted into height.
It is anticipated that the efficient operation of a winch at a soaring meeting could produce a
launch turnover rate of 30 per hour.
The same magazine announces the opening of Riverside Hobbies (formerly Central Hobby Centre,
Prop. Les Heap) at 3 Princes Walk, Melb., under the management of Roy Moodie
26 April 1970 - saw the first issue of "Aspectivity" as a monthly newsletter.
Notable points made by the new President: VARMS' 1st A.G.M. (June 27th 1969), 1st Birthday
Dinner Dance, 1st Slope Soaring Nationals held in Victoria, consolidated frequency allocations,
affiliated with V.A.R.C.A., streamlined monthly competitions, and electric powered winches.
A flying weekend at Philip Island, December 6 & 7 1969.
28/9/1969 - Peter Prussner claims Slope Flight Record of 3hrs 1minute.
High Aspect vol 2. No 1. July 1969 Excerpts from "Chairman's Pros and Cons. (Peter Prussner),
... V.A.R.M.S. is officially one year old.
... A flying accident at Beveridge heralds the requirement for Insurance.
... It is obvious from the results of our past flying meetings that our flying activities are going to be
modified by the introduction of thermal soaring and possible power assisted flights, especially on
those calm days. There are several members who are at present experimenting with various "calm
day" projects such as, aero towing, winch towing, hi-start, and power pods. As soon as positive
results have been achieved the editor will publish progressive comments and recommendations in
the field of thermal soaring and its application in our hobby.
High Aspect, Vol. 2, No 3. of March 1970 contained the following comments by Ray Datodi
(President). 1970 -- a new year, a new decade, if the advancements in our hobby in this decade
follows the pattern of progress made in the last decade we are in for an exciting era. V.A.R.M.S.
hopes to contribute in some small way to the changes; we all look forward to as time goes by. He
also mentioned that Secretary, Alan Villiers attended the 1969/70 Nationals at Wallacia, N.S.W.,
his personal contact with the organisers has led to serious consideration being given to making
15
soaring a Nationals event. (Thermal Glider was held as an Un-official event at the 1970/71
Nationals at Strathalbyn, S. A.). (It should be noted that the organisers of the 1971/72 Nationals
at Northam, W. A., were also requesting that a Glider event be part of their Nationals). This
year's programme will introduce new activities with their associated problems and challenges. As
an example, the Victorian State Championships gliding event was planned as a Thermal Gliding
contest resulting in much activity in thermal flying practice. He also commented on the L.S.F. as
follows; Possibly one of the most exciting proposals on the year’s calendar is the introduction to
the League of Silent Flight activities. ...In the long term we see the promise of an Australian
Chapter of the L.S.F., an organisation which would do much for gliding in Australia. A further call
was made for as many people as possible to complete and forward their "Intent to Associate" slip, to
then obtain their Level 1 forms and ultimately provide the necessary 25 members with Level 1 to
achieve this.
Camping/Flying weekend held Easter weekend, 4th - 8th April 1969 at Tidal River, Wilson's
Promontory (Nat. Park),
Flying Sites: Yalloak Vale, Mt. Fraser (Beveridge), Mt. Hollowback, Sandringham (near yacht
club),
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VARMS – First A. G. M. – June 27th 1969
MINUTES OF FIRST ANNUAL GENERAL MEETING.
Held at Rothman's Conference room
on June the 27th, 1969
The Chairman, Mr. Peter Prussner introduced to the members present the Rothman's
representative, Mr. Norm Lumley, who was also immediate Past President of M.A.R.C.S.
Mr. Lumley welcomed V.A.R.M.S. to the Rothman's Conference Centre and pointed out
that he believed that Associations such as ours should make an effort to interest Companies in our
Hobby with a view to getting their support.
With this introduction the meeting was declared open.
The Minutes of the previous Annual General Meeting were read and were accepted and
signed by the Chairman.
The Treasurer, Mr. Datodi, said that the Bank balance stood at $64.67. This was accepted
and ratified by the members present.
CHAIRMAN'S REPORT
Mr. Prussner took the opportunity of outlining the short history of V.A.R.M.S. He also
included a breakdown of the Year's events, among which was the first record attempt which was an
endurance record by Mr. Datodi of 2 1/2 hours.
Mr. Prussner suggested that we increase the number of social activities associated with the
Association and said the Committee would endeavour to develop this side. Mr. Prussner thanked
the Committee for their support in this important formative year.
SECRETARY'S REPORT
The Secretary briefly reported that membership was on the increase. That Senior Members
were 44, 5 Juniors and 5 Associates.
Correspondence had been entered into with Overseas contacts and magazines and that
updated Membership lists have been distributed. Flying notices have been sent to members for each
of the twelve meetings. He also made a plea for corrections to the address list to be sent in
immediately.
EDITOR'S REPORT
Mr. Marriot covered the history of High Aspect and explained the proposed format for
Volume 2. He then handed out issue No. 1 in the new format. This was enthusiastically welcomed.
CONTEST DIRECTOR
Mr. Lou Abbot commented on the years activities and said that he was disappointed in the
support that the Single Channel contests had received. He then went on to give the placings in the
years aggregate positions
The Multi Channel prize went to
A. B. Villiers.
The Single Channel prize went to
L. Abbot.
The Grand Aggregate prize went to P. Prussner.
The presentation of trophies was to be left till the Dinner Dance.
SOCIAL SECRETARY
Mr. Condon spoke briefly on his efforts through the year to raise funds by holding Raffles
and his efforts to provide refreshments at each site. Service was not patronised as well as could be,
but was one which was appreciated by those who used it. He also outlined his likely activities for
the following year.
17
TREASURER'S REPORT
Mr. Datodi with the aid of an excellent chart showed that total expense of $134 was
split up as in the chart -Receipts $131 - mostly from subscriptions but including Competition Entry Fees and sale of
Badges.
He indicated that our budget for the next Financial Year would necessitate a change in the
Subscription rate to $1.00 Joining, and $4.00 Annual Subscription. Payable in two halves if
required and due June 30th. New members joining between June and December would pay $4 and
those joining between January 1st and June 30th - $2.
He believed that on this basis the Association would finish with approximately the same balance as
presently existed and that the income derived from these subscriptions would cover the cost of the
Magazine and the proposed equipment purchases.
ELECTION
At this point the Chairman asked Mr. Roy Moody to take the chair in order to hold the
Election of the new Committee.
All Committee positions became vacant and all Committee members except Mr. Lou Abbot
indicated that they were standing re-election. One extra nomination, Mr. Ralph Tabley had been
received and as there were seven nominations for the seven vacant positions, no ballot was
necessary.
Mr. Moody put it to the assembled members:
1.
Were there any objections to those standing,
2.
Would they by show of hands, approve the motion proposed by Mr. McLeod, seconded by
Mr. Heap, to elect the seven nominations as Committee Members. It was passed unanimously.
LIFE MEMBER
Mr. Datodi then took the chair as President for this year.
His first task he indicated was a very pleasant one, he proposed to all present that Mr. Prussner who
was the founder of the Association should be made the Association's first Life Member. He
outlined the tremendous work that Peter had done in getting together those interested and the time
and expense he had gone to and that it would be fitting now that the Association was on its feet, that
we should so honour the person who had made it all possible. Mr. Datodi then formally proposed
that Mr. Peter Prussner be made a Life Member. the proposal was seconded by the Secretary Mr.
A. Villiers, it was passed unanimously.
Mr. Prussner then responded, thanking those present for the honour bestowed upon him.
A break was then had for supper prepared by the wives and friends of the Committee, to whom we
express our thanks.
Following this, Slope Soaring films were shown and the meeting closed at 11.00 p.m., after the
President thanked Mr. Lumley for the use of the excellent Rothman's facilities.
R. Datodi, Chairman.
18
1st National Soaring Championships, Geelong, 6 - 7 Sept. 1969
(As this event is such an auspicious occasion, it is worthy of including the full account of it as
published in 'HIGH ASPECT', Vol. 2, No. 2, October 1969).
WINTERY CONDITIONS FOR SOARING AND GLIDING CHAMPIONSHIPS.
The average person can't be blamed for choosing to remain in air-conditioned warmth of
their home in such adverse weather as we experienced on the 6th-7th September. Only determined
enthusiasts attended the first ever all Australian Gliding Championships held in Geelong on ideal
and picturesque sites
The Nats. were officially opened at 10 am. by Ray Datodi. Competitors were briefed and made
their way to the appropriate locations in strong, gusty wind conditions. Free flight comps were
characterised by models dashing, darting and crashing. But owners were ready with first aid, tapes
and balsa. After one bad crash, Mal Pring from South Australia, had an excellent fluker flight of 1
minute, 24 seconds. Mal's best ever flight seemed threatened by the appearance of a local, Brian
Hall, who limped to the site, gingerly manipulating a weird concoction. He confronted puzzled
19
competitors and a cautious but smiling judge, Alan Villiers. It had to be admitted, that this thing
vaguely resembled a plane but made from rubber and inflated with hydrogen, most serious minded
competitors were somewhat apprehensive. The rules as they existed, could not rule it out.
Officially, the flight was 27 seconds before disappearing over the crest of the hill. The flight,
however, according to spectators on top of the hill, continued indefinitely before ascending into the
clouds.
Only two competitors braved conditions for power assistance. Graeme Sinclair started well
until the motor cut and the radio "blew a fuse". The model went into a steep dive thus eliminating
the first competitor. John Marriott's Mid-1 suffered wing fatigue and descended in a flat spin
managing not to gain more points than his opposition, but to lose fewer - he won.
After lunch, Mal Pring, (S.A.) & Stuart Osman turned on an excellent exhibition of copy
book tow-line launching. Locals with less experience were unable to combat gusty conditions.
Saturday closed with a get together in the Highton Church Hall, where we mended
models, talked and watched appropriate films, talked & then snatched the opportunity for a little
conversation whilst supper was served. Excellent quality photographs by Jack (Neil) Marriott were
on display; also two large soarers - Stuart Osman's 12ft. span, yet unnamed and a partly built ???
scale Zefir, 14ft. span by self.
After a brief rest on Sunday morning, the weather forecast suggested all that was rotten, and
for once it was right. The most suitable flying site was opposite the "Village Drive In". By 9 am.
competitors began arriving. Pylon races started on time in unfavourable conditions. In Single
channel, Lew Abbott was best, managing 2 1/2 laps battling against a strong cross wind.
Multi-pylon was far more exciting and drew thirteen entries. By this time, a large crowd
was already viewing the "goings on" from the comfort of their cars. the races started and ended
with a bang, and the outcome after several heats resulted with a win to John McGrain who achieved
a time of 6 mins. 43 secs. after a 15 lap race, close behind came Stuart Osman, his time being 7
mins. 5 secs. David Bevan was third with a time of 7 mins. 54 secs.
Next on the agenda, single aerobatics flown in hail, rain and cold. There were only four
competitors, resulting in a win to Ralph Tabley. As we were ahead of time, Contest director,
Judges and competitors sheltered in the tent, waiting for the squall to pass. In the middle of the
blizzard a calm voice said, "Could I fly off now, these conditions would suit my model best?"
Hesitantly, one of the judges followed David Bevan to the site mumbling strange words. An
outstanding performance by Barry Angus, flying his "Deltair", took 1st honours in this event.
Last event on the program was the Limbo with single channel being decided very early.
Lew Abbott, one of only a few competitors made one successful pass and qualified for first place.
The multi-event, however, did not sort itself out as easily, but the weather did - it calmed down at
last. Once the streamer was lowered to six feet above the ground, the number of competitors was
quickly halved. Another adjustment of two feet eliminated two more models which left Barry
Angus, John McGrain, Geoff Trone and Ralph Learmont. The streamer was lowered again and still
the gliders passed. During the closing stages, the wind had dropped off to almost nil. Spectators
and judges cheered with each new pass and finally it was over. A tie for second place between
Ralph and Geoff with Barry taking first place with his "Foka".
Presentation of certificates and trophies followed to the appropriate persons, and the first National
Soaring Championships were over.
SYNOPSIS:- AUSTRALIAN MODEL SOARING AND GLIDING CHAMPIONSHIPS,
GEELONG, VICTORIA, 1969.
FLYING SITES:Saturday 6th Barrabool Hills, 10 miles West of Geelong.
Weather conditions: Cold west wind - about 20 knots.
Sunday 7th Ballarat Road, North Geelong, 6 miles from Geelong.
Weather conditions: Cold south west wind gusting to 40 knots, rain and hail.
20
NUMBER OF COMPETITORS ENTERED:=
NUMBER OF COMPETITORS SCRATCHED:=
ENTRIES PER EVENT:
Free flight
Power assist
Towline
S/C Pylon
M/C Pylon
S/C Aerobatics
M/C Aerobatics
S/C Limbo
M/C Limbo
TOTAL
36 (2 S.A., 34 Vic.)
4
14
6
10
11
21
7
14
8
22
113 entries
Results :Free Flight Gliding
1st
Mal Pring
84secs
2nd
Ralph Tabley 40secs
3rd
Brian Condon 35.5secs
Power Assist Gliding
1st
John Marriott
2nd
Graeme Sinclair
Towline Assist Gliding
1st
Mal Pring
81 pts
2nd
Lewis Abbott 80 pts
3rd
Brian Condon 79 pts
Single Channel Pylon Race (5 Min race)
1st
Lewis Abbott 2 1/2 laps
2nd
Ray Datodi 2 laps
3rd
Mal Pring
1 1/2 laps
Multi Channel Pylon race (15 laps)
1st
John McGrain 6mins 43secs
2nd
Stuart Osman 7mins 05secs
3rd
David Bevan 7mins 54secs
Single Channel Aerobatics (Poss. 100 pts)
1st
Ralph Tabley 21pts
2nd
Lewis Abbott 17.5pts
3rd
John Chidzey 16pts
Multi Channel Limbo
1st
Barry Angus Height 2ft 6ins
2nd
Geoff Trone &
Ralph Learmont
Multi Channel Aerobatics (Poss. 100 pts)
1st
Barry Angus 70 pts.
2nd
John McGrain 54pts
3rd
Geoff Trone 53pts
Single Channel Limbo
1st
Lew Abbott 9ft. (only entry)
Champion of Champions
Lewis Abbott
350 pts.
33 pts
29 pts
THE SCIENTIFIC METHOD
Peter Mather B Sc.
The scientific method as applied to aeromodelling, is really quite simple. Start with
a design whose characteristics you know and trust. Change one thing at a time, noting the
results carefully. This, of course, enables you to observe the effect of each variable
separately, and to optimize the performance and handling of the final product.
My first slope soarer consisted of the flying surfaces from an old free flight model,
and an incredibly ugly fuselage, knocked up in a couple of evening. “Schnoss” flew very
nicely for several months, until I began to wonder what aerobatics it would do. Further
testing in this vein was hampered by the loss of one wing after only half a spiral turn.
The next project would clearly incorporate some improvements, and there were so
many ideas I wanted to try. Oh well, to hell with the scientific method, guesstimation is
better anyway! So I designed and build the “Snark”; sparless foam wings covered in
brown paper, “V” tail, wing-tip fences, very little dihedral, short moment arm and a patent
21
“that looks OK” aerofoil section. Then off to the slope with the model painted a carefully
painted sea/sky camouflage grey.
Apart from a vicious stall, a decided reluctance to turn, and a broken wing, “Snark”
showed great promise. Accordingly, I increased the dihedral, added a spruce spar to the
wing, and headed for Mr. Hollowback. The wind was rather strong when I arrived, so I
carefully anchored “Snark” upside-down in the lee of the official’s tent, and descended to
have lunch. On returning to the summit, I found the wind just right, the air full of models
and the official’s tent on top of poor “Snark”. The spruce spars had held alright, but the
wing was carefully designed for positive “g” loading only.
Undaunted I weighted the wing panels with large books for several weeks, and
managed to remove most of the twist from them. After surreptitious and highly successful
testing at Torquay, the next meeting was at Fyansford; “Snark” flew briefly. The new
wings are now under construction with a different wing section, two spars, straight taper,
washed out tips and smaller tip fences. Nothing can go wrong this time!
..... Or can it!?
"Last Flying Meet, Hollowback" as reported Aspectivity 26-4-70
LIMBO EVENT
Passed 10 ft level - L. Heap B. Laging
P. Puplett
G. Trone
Passed 6ft 6ins.
B. Laging.
First Place. (No 2nd or 3rd Place)
PYLON RACE:
First Heat
B. Laging
6mins 11secs
G. Whatley 6mins 38secs
G. Trone
6mins 52secs
P. Puplett
6mins 02secs
D. Bevan
5mins 35secs
N. Bell
8mins 01secs
J. Chidzey
6mins 46secs
L. Heap
5mins 37secs
R. Datodi
6mins 06secs
A. Willis
6mins 39secs
B. Condon
5mins 46secs
P. Prussner
7mins 09secs
G. Whatley
Fly-off
P. Puplett
5mins 30secs 1st
L. Heap
5mins 56secs 2nd
D. Bevan
6mins 18secs 3rd
High Aspect Vol 2 No 2 of October 1969 contained an advertisement for a wide range of
modelling supplies from the Saturn Model Mfg. being Tony Cincotta, and also from Digitaire
Services (authorised Kraft Sales & Service, Australia, courtesy of Barry Angus in Geelong, and
Brian Green in Hampton).
22
The following article reflects some of the elements of the local hobby industry:
TRADE NOTES
There is a lot of activity at present in the kit field. Saturn Model Mfg.
(McKinnon) has many good new models on the market. These kits are a very
good quality. Hearns Hobbies (City) have set up a factory exclusively for kits and
plan to market the simplest kind of glider for the beginner to the most
complicated design for the veteran.
Another Melbourne firm, Southern Fibre Moulders, plan to introduce a wide
variety of glass fuselage kits for slope soaring. These range from the simple to
advanced design also, and should be available through Saturn Model Mfg.
Balsa wood, it appears, is going up again. Dick Steele (Croydon) tells us he
has large stocks of best new wood at the old prices.
Rumour has it that a local retail outlet will soon be releasing a local version
of Solar Film. Prices look good. Look out for this!
Once again Saturn gets a mention for their range of adhesives – glues for
every purpose, also neat and rugged hinge sets. These are a must..
(Footnote: The above reflects the early days of Tony Cincotta as Saturn Mfg., to
also become widely known as Hobby Hangar/Saturn Hobbies at several locations
in Caulfield and later at Bentleigh East, to finally closing his doors due to poor
health late in 2006)
Newsheet December 1969 contained the following:
Dear Member,
Over the past years, R/C Gliding, be it Thermal or Slope, has reached a high level of
popularity throughout the world. As a result of growing interest, we shall see for the first time
R/C Gliding competitions in our State Championships in March 1970.
We are indebted to Mr. A. Villiers (Sec. V.A.R.M.S.) for his efforts, in engineering the
above mentioned competitions in his capacity as V.A.R.M.S. delegate for V.A.R.C.A.
V.A.R.C.A. must be commended for their progressive thinking accepting the proposal for
R/C Gliding competitions and making available the necessary time slot for this purpose.
The rest is up to you !
Circumstances have limited the competitions to Thermal soaring as the location for the
Comps. (The Geelong Common) does not provide a slope. Since most members are less
experienced in this facet of gliding than they are slope soaring, the Committee has proposed to run
the next three (3) meetings as thermal meets. This will benefit both Members and Committee in
gaining experience and evaluating problems of timing and flight patterns in order to present a
reasonably high standard of flying on the day of the competitions.
Attached is the itinerary for the next three months which includes both the DATE and the
23
LOCATION for these meetings.
In general the activities will involve winch and bungee launching and members who have
access to such launching devices are requested to bring them along. (For reasons of economy alone
I recommend this, since it is remembered that Geoff Trone's hand launches, although competitive to
both winch and bungee, are too expensive.)
You will notice that the first meeting is at Torquay. It is proposed that members are
introduced to flat terrain gliding in the paddocks behind the dunes and if conditions allow, slope
soaring activities may prevail at the discretion of our Contest Director.
Please do not destroy this notice as it will be the only one issued for the next three months
activities. NO FLYING DAY reminders will be posted beforehand.
On behalf of the Committee I wish you and your families a Merry Christmas and a Happy
New Year and look forward to seeing you all early next year.
R. F. Datodi
Hon. President - V.A.R.M.S.
Note: Details of the Competitions will be available at a later date. V.A.R.C.A. is responsible for
the running of the State Championships (Which are open to all flyers.), and V.A.R.M.S. is assisting
in the planning of the gliding in an advisory capacity alone.
The flying meetings were:
25 January 1970
Fisherman's Beach, Torquay
15 February 1970
Seaford
1 March 1970
Belmont Common.
At the 23rd Nationals, 1969/70 at Wallacia, NSW, a Soaring event was requested for future
Nationals courtesy of Alan Villiers, and apparently the request was well received. A brief report
from Alan and extracted from High Aspect Vol. 2, No.3 of March 1970 is provided:
This year the Nationals took place at Wallacia, Sydney. This is a beautiful spot near the
Nepean River and only 2 miles from the Lion Park and so the contests were termed the “Safari
Nationals”. The organisation and camping ground was excellent and many old friendships were
renewed and many new ones formed. As usual, sleep was a commodity hardest to find, I could tell
you tales of all night sessions of yarn telling and drinking that had most of us close to hysteria.
On the model side it was difficult to single out any one event for comment. Ian Grant,
Secretary of V.A.R.C.A. was unfortunate in writing off his model in the Novice Section. Bob
Edwards of V.A.R.M.S. also competed in this event.
It was disappointing to report that although VARMS is now the largest membership model
club in Australia, had no event, i.e. Sailplane in the Nationals. However, some foot work has been
done to try and convince people that we should have one in the ’70/71 Nationals at Strathalbyn,
South Australia.
(Note: It should be noted, that R.C. glider WAS included as an “UN-official” event at the
1970/71 Nationals at Strathalbyn, and as a lead up to the 23rd Nationals at Wallacia 1969/70, the
organisers for the Nationals two years later at Northam, W. A. were also pushing to have R.C.
Glider included as an event. It was at the Northam Nationals that Glider was included as an
“OFFICIAL” event).
People as famous as Tom Prosser indicated interest in competing if this sort of event is
included. We obtained several new Associate Members from Canberra, N.S.W. and Queensland.
This will assist us to spread the word on slope and thermal soaring.
The scale contest both radio and control line were of great interest and many beautiful
models were on display. So fellows, next year let’s see some scale sailplanes entered, only by
participating and appearing at the Nationals can we hope to attain national recognition.
All in all, it was a memorable occasion and I would like to compliment the organisers on
their efforts. I am looking forward to meeting many old friends and a lot of V.A.R.M.S. members
at the next Nationals.
A.B. Villiers
24
President
Treasurer
Contest Director
Asst. Secretary
1970 – 71
The Committee
John Chidzey
Secretary
Brian Condon
Ralph Learmont
Editor (Aspectivity) John Bexley
Lew Abbott
Editor (High Aspect) John Marriott
June Fawell
CHAIRMAN'S ADDRESS (1970 A.G.M.)
In the past the Committee's oral presentation of their annual reports at the Annual General
Meeting has left members without reference or record of V.A.R.M.S. activities. It has been decided
this year that the reports be presented in a more permanent form, thus allowing members to retain a
personal record of events which took place throughout the year.
Membership this year has shown a healthy increase, although some losses were incurred.
This year's Senior Membership stands at 56 after a loss of 7 members and a gain of 19, yielding a
nett increase of 27.2% Senior Membership since the last Annual General Meeting. Juniors
currently stand at 6 with an Associate Membership of 6 also, resulting in a total of 68 members.
This year's activities have been numerous and varied, major functions and events include
our first Dinner Dance which was held in July 1969 and the first Victorian gliding Nationals held in
Geelong in September 1969. We affiliated with V.A.R.C.A. with the resultant inclusion in the
Victorian State Championships which introduced us to Tow-line gliding competitions. Trips were
organized to Phillip Island and Wilson's Promontory, Aspectivity was published and of course this
Annual Report.
In addition to the above action, we conducted our monthly Flying meetings and their
associated contests, the results of which are published in the Contest Director's report.
The year's activities have. I feel fulfilled the basic aims of V.A.R.M.S. We as a group have
enjoyed flying at various locations and new members have benefited from the guidance from the
more experienced flyers in learning to master the art of soaring. Those interested in competition
were able to challenge the sportsmanship of their fellow competitors.
Undoubtedly there is room for improvement, there always is, but the Committee have done
their best in running V.A.R.M.S. during the last year and the new committee can look forward to
the challenge with some new points of view and perhaps some fresh ideas.
I thank the rest of the Committee for their tireless efforts and in particular to our Secretary,
Alan Villiers, for surely he must have been the most heavily burdened committee member in this
department. A special mention must go to Kris Zabieglik, Alan's secretary whose effort in assisting
Alan with the correspondence and in part the preparation of Aspectivity is greatly appreciated.
Finally, I thank all members who have been associated in any small way in the running of
V.A.R.M.S.
R. Datodi, Chairman.
FINANCIAL REPORT AND BALANCE SHEET. 1969/70
Financially, V.A.R.M.S. has had a comfortable year. The amounts passing through the books
tripled over that of the previous year.
The most significant expenditures and receipts were as follows:
High Aspect
$184-19
Magazine sales
$ 10.30
Nationals
$ 54.51
Nationals
$ 62.76
Dinner Dance
$140.00
Dinner Dance
$159.00
Stationary
$ 50.29
Subscriptions
$242.00
Watch
$ 20.00
Contests
$ 48.74
Badges
$ 5.00
Also of interest are the following figures of the membership register: 33 Senior Members
re-joined from a possible 42, 4 Juniors out of 4, 1 Associated out of 5 and during the year,
25
V.A.R.M.S. welcomed 18 new Senior Members, 1 Junior and 5 Associates.
V.A.R.M.S. total financial membership stands at 62.
R. Tabley, Treasurer.
SOCIAL SECRETARY'S REPORT
Nearing the close of the second successful year of V.A.R.M.S. one tends to look in
retrospect upon the activities of the last 12 months and remember that some minor functions
are worthy of mention, for they all add up to the existing image.
The donation type of fund raising venture has increased in popularity. Prizes range from
Building Materials to complete Kits have raised an interest among members.
Thanks must go to David Villiers for his tact and gentle but persistent persuasion which
caused several patrons to dig into their pockets not only once but twice. thanks David and also
thanks to the many participants for their vital support.
Due to these successes we have been able to procure an essential Stop Watch, award a
surprise gift at this Annual General Meeting and by virtue of the Snipe Kit, introduce two new
members, Edward Greenhalgh and his son Steven to the art of R/C gliding.
Thanks also due to Pam Datodi, Barbara Prussner, Julie Tabley, Deplores Villiers and Jessie
Jarvis (Bradmill) for organising and operating various catering functions throughout the year, such
as Annual General Meetings and all the many Committee Meetings held at respective residences
including the Board Room at Bradmill.
It is hoped that we can enjoy another Dinner Dance this year since the success of last Year's
Dinner Dance has been reflected by the number of enquiries in this regard.
I wish the Social Secretary for 1970/71 good luck in this worth-while task on the
V.A.R.M.S. Committee.
CONTEST DIRECTOR'S REPORT
My term as Contest Director has been a rewarding one and I thank competitors and officials
for all the assistance they have given me.
Competitions have become an integral part of our Association and over the previous twelve
months, have created an interest and aim for a majority of our membership. In this Second year of
V.A.R.M.S. history the first all Australian Soaring Championships were born, also, for the first
time, a gliding event had been accepted in the Victorian State Championships organized by
V.A.R.C.A.
Frequent camping and flying weekends have been organized, such as the ones at
Phillip Island and Wilson's Promontory, and bigger and better trips are under discussion.
Our competitions have been designed by the members of .V.A.R.M.S., and I am sure as for
myself, the next Contest Director would welcome any constructive criticism to improve or add to
the present categories of events.
A competition and rule book is in the process of being drafted and when accepted a copy of
this will be forwarded to each member.
Previous results of competitions have been published in the past and the final assessment of
Championship Points is as follows:
PROGRESSIVE SCORE CHART AS TO 14/6/1970
Each competitor has been awarded one point for entering a competition plus 5 points for a
win, 4 points for second place, 3 points for third place.
Competitions held during the 1969/70 season:
Multi Pylon Racing, Multi Limbo Passing, Multi Aerobatic Flying, Multi Towline (Nominated
Time), Single Channel Pylon.
26
SOARING RECORDS ESTABLISHED
SLOPE DURATION
5hrs 9mins
STRAIGHT DISTANCE FLIGHT 2.684 miles
JUNIOR DURATION RECORD
1 hour
Peter Prussner
Alan Villiers
David Villiers
FINAL TALLY OF CHAMPIONSHIP POINTS - 1969/70
1.
Brian Laging
42 Points
13.
Geoff Whatley
2.
Peter Pupplett
40
14.
Brian Condon
3.
Ray Datodi
31
15.
Alan Villiers
4.
Geoff Trone
20
16.
Bob Allen
5.
Peter Prussner
18
17.
Norm Bell
6.
John Chidzey
13
18.
Ralph Tabley
7.
Les Heap
11
19.
Alan Willis
8.
Stan Barton
11
20.
Ray Cooper
9.
Keith Chidzey
10
21.
Chris Joy
10.
Ralph Learmont
9
22.
John Gottschalk
11.
David Bevan
7
23.
Lew Abbot
12.
Neil McLeod
6
WINNERS OF INDIVIDUAL TROPHIES 1970
Champion of Champions Brian Laging
1.
Pylon Racing
Peter Pupplett
2.
Limbo Pass
Peter Pupplett
3.
Towline
Brian Laging
4.
Aerobatics
Brian Laging
5 Points
4
4
2
2
2
2
1
1
1
1
42 Points
19
12
10
12
BEST INDIVIDUAL EFFORTS AND CLUB RECORDS
Fastest Pylon Race (9000') 4min 30sec. Peter Pupplett (Av. speed - 22.75 M.P.H.
Lowest Limbo Pass
31"
Ray Datodi & Peter Pupplett
Best Towline score
110 points
Peter Prussner
Best Aerobatic Manoeuvres 24 points
Brian Laging
Longest Blind Flying
8min 50Sec. Brian Laging & Peter Prussner
I would like to thank all members for their co-operation during the contests.
Peter Prussner, Contest Director.
EDITOR'S REPORT
As Editor of High Aspect for the past season, I would like to thank all those people who
have given all their time and efforts with contributions, assistance with articles, help with
organization, typing, printing, plate-making, negative work, collation. collecting, sealing, mailing
sticking head and title printing, photographs and the thousand and one jobs associated with the
production of any magazine.
Without the help of these people High Aspect could not have appeared at all. Any little hold
up in any one of the departments results in a severe delay in the whole job.
As we work on non-commercial lines and most people's time is at a premium, coopted labour is scarce, so at times I feel surprised that we see the magazine at all.
So, many thanks again to all the people involved in such a production.
You may ask whether such a venture is worth the time and effort, as the aim of the
Association is to promote Slope Soaring. Anything that associates involvement of the aim is
worthwhile. High Aspect has introduced many modellers and others to our exciting activities and
has therefore been a success. We hope that in future it can continue to do so.
Its appearance could no doubt be irregular but when it comes, it will be worth waiting for.
J. Marriott, Editor
27
Radio Control Glider at the Nationals – 1970/71
The December 1970/January 1971 Nationals at Strathalbyn S.A. featured the first R/C Glider event
at a Nationals, even though it was classified as an ‘Un-official ‘ event.
The following pages are extracted from the Official entry Form.
28
29
The following “Rules” applied to the Nationals Glider event:
F.A.I. RADIO CONTROL GLIDER:
This is a Duration and spot Landing Event. Model
characteristics are unrestricted except as per General Rules. Towline length with 2G pull
must not exceed 150 meters (492 feet). Winches or Hi-start may be used, but the length
at launch must be less than 150 metres.
Line pennant must be 20” x 4” minimum.
Release from the towline must occur within 1 minute of launch.
Score one point for each second of flight time after release, up to a maximum of 360
(6 mins).
Deduct one point for each second airborne after 7 minutes.
Bonus points for landing within 7 minutes with nose of Glider within 15 yards of marker –
50 points.
Three official flights – total score for all three counts.
Flight becomes official when model is launched, but it may be repeated if model collides
with another model, etc, through no fault of the competitor or if time-keepers mistakenly
mis-time the flight.
High Aspect Vol 2, No 4, May-Aug 1971 published after 12 months absence, the following
extraction demonstrates how some things change, while others never will.....
President’s Comments
I hope everyone is as pleased as I am to see this new edition of “High Aspect”. After a lapse
of over one year, there is a lot to write about. Continued publication of “High Aspect” will depend
on the support received – the same old hands cannot continually fill its columns with interesting
material unless there is an infusion from outside. Give our new editor, John Bexley all the support
you can and I am sure “High Aspect” will appear regularly in the future.
The successful introduction of R/C Gliding into the Australian Nationals, and the
running of a two day State Championships under the sponsorship of VARCA, the body
responsible for R/C in Victoria, clearly indicate that it has become recognised as a major
competitive sphere in aeromodelling. Some may regret this emphasis on competition;
however, although not a keen competitor myself, I feel that it is through competition that
advances are made. This raised the question of what type of competition will be best for the
development of the art. Are the aerobatics and pylon races we place so much emphasis upon,
really the ultimate form of competition for glider, or should we look more to other forms of
competition better related to assessing the merits of both flyer and machine
Choosing sites for flying meetings is becoming an ever more difficult task, as some of our
most popular ones (Mt. Bacchus and Beveridge) close to Melbourne are no longer readily available.
It is understandable that farmers do not always greet us with open arms. Twenty or so cars
churning up the tracks must leave their mark, not to mention the interference with grazing activities.
For this reason, I think we should be grateful to the property owners who accept out intrusions, and
could afford occasionally to exert ourselves a little more to minimize the wear and tear and
disturbance that we cause.
Election time is approaching us once again, so I hope all members will give some thought to
their ability to help in running VARMS. Perhaps you can see many faults in the present
organisation; if so, your suggestions and/or assistance could go a long way toward improving things
for everybody - - - now is the time to act!
J. A. Chidzey
President
30
The final High Aspect - December 1971 (..... a supplement for the scale flier) did have a lot in it for
the scale modeller, but in this instance it is quoted because of the following article related to a
sporting element called VARMSMANSHIP!
Summary of events leading up to the announcement of the winner of the Power Assist
competition held at the 1971 State R/C gliding championships. By Alan Willis
It was one of those days where real VARMSMANSHIP reigned supreme, because you see,
to have an event it is necessary to have a minimum of three competitors, and would you believe,
everybody forgot to bring along their newly developed power assist models on the Saturday.
But by chance, Bill "just happened" to find an almost ready-to-fly power pod kit in the back
of Herman's car which would fit his glider provided that someone happened to have a pair of fuelproofed wings. Of all the co-incidences, Herman brought up his old battered silk wings. So this
enabled Bill at least to fly. Feeling a bit guilty about taking home one of those glorious VARMS
Trophies without earning it, two other capable (or incapable) pilots were selected from a large
contingent of hangers-on!
Since Fred Thawsmabob and Herman Whatsisname were the only ones who knew the
delicacies of the structural design of Bill's model, they were the only people qualified to reconstruct
it on Saturday night for Sunday's Comps., IRRESPECTIVE of who crashed it!
By now you could feel the tension rising. The jolly motor wouldn't start first flick, and the
receiver wasn't switched on -or was it? The Contest Director was screaming somewhere - where?
at whom? and what?
"Quick, quick, get it up and down fast before it's made official".
"Well, is this flight going to be official?"
"Yes, now's as good as ever".
"What's your motor run and E.T.A.?"
"Oh, gee - dunno - um - let's say 5 minutes for E.T.A., and a calculated guess on the fuel of 1, 2, 3,
4, 5, 6 and OFF with the bottle."
"How about that - gee, is that all you do? You sure that that's accurate enough?'
"Yep, that's about one minute. When she starts, it takes about 20 seconds to tweek up the
compression. Hold the model above your head in launch attitude while I grab the Tx and check the
controls - when I yell, let 'er go!"
Beaut! Nice launch - can't describe the rest, as maximum concentration was taking place.
At least she's down; the first is always the worst. Not too bad, 4:53 with a 63.5 sec. motor run.
"Do you reckon you can judge that motor run again?”
"No worries."
So that man turns in a 3:59 with a 76 sec. motor run!" O.K. Herman, now you have a go".
Stiff Herman - only 2:43 with a 51 sec. run. I think at this stage I'LL have my last flight to
show you how it’s really done. I see - 4:23 with 77 sec. Now Herman has his second go and turns
in 5:06 from 72 Secs.
"Phee! Hot stuff! See if you can do that again'
Herman's third flight... What! 4:56 from 71 sec.! Only 4 sec from E.T.A. in two successive
flights - the comp. setting must have been incorrect. Tut, tut.
"Are you sire, you don't know my plane more intimately than I do?"
"O.K. Fred, do your thing, three times over. What! You're only nominating 4 mins. O.K. then, it's
your funeral."
"See, I told you. You got 5:15 from 70 secs."
"I'd better let you in on the secret. I can only count to six and over, hence the 70 sec. motor runs!
Nominating 5 mins this time? Beauty!" "That's it - good - you're going well. You have a bit of a
thermal there, stay with it. What the hell are you doing a spin for?"
"But look, I've got no control!"
"Now who else present could be on band ..... !"
Panic! Panic! -still spinning! Panic - Aufweidersen Slinky!!
31
Somebody screams, pronto, all of a sudden, a sudden spin - recovery!!
"Keep her up as long as you can - you've still got a change. 4:32 - quite good considering."
Third flight. Dismally all the little thermals flutter away, and she hits sink. Never mind,
4:38.
"Oh, well I never beat it."
"Thanks, mate."
"Actually, you know, this power assist really grabs you, like when the engine backfires!"
"You just wait, next year - a proper model, better fuel, scientific fuel timing, and one of those superdooper new unknown frequencies everybody's talking about, and I'll clean up the field.
Now, who's the winner? After much contentious discussion, rule mods. on the spot, and
consideration of the weather, whether it was or not, someone decided, with the result scrutinized by
the Contest Director, that our honoured and respected Treasurer did this day take first place in the
Power Assisted event, right in the middle of a cow paddock behind the haystack!
Yours truly,
Bill, Fred and Herman
Members were advised of an Insurance cover for $80,000 at Committee organised flying activities,
but it is recommended that members take out their own cover for flying activities at other times.
After building an SK Racer (Scale 1: 8) for slope flying and achieving moderate success, Neil
McLeod has suggested possible use of a Spitfire or even an ME 109. (Early visions of P.S.S.).
August 1970, ASPECTIVITY N0 5 states that third party insurance arranged through A.M.P. for all
club members at advertised meets. Also stated that a Soaring event to be trialled at the 1970/71
Nationals at Strathalbyn, S. A.
R/C Modeller July 1970 (Page 40), Gives honourable mention to single issue of High
Aspect (Editor John Marriott - pictured).
2ND AUSTRALIAN SLOPE SOARING MODELS CHAMPIONSHIPS, JANUARY
1971 held at CLARE, SOUTH AUSTRALIA (See Contests).
32
VARMS Annual Aggregate Competition 1970/71
1st
Ralph Learmont
31 Pts.
Equal 4th
2nd
Geoff Trone
25
"
"
3rd
Brian Laging
24
6th
YEAR
DEBIT$
68 - 69
69 - 70
134.01
502.68
Peter Puplett
Peter Prussner
Ray Cooper
CREDIT$ BALANCE$
198.58
615.22
64.57
112.54
21
21
16
33
1971 – 72
The Committee
President
Dr Robert Allen
Secretary
Chris Joy
Treasurer
Ralph Learmont
Asst. Secretary
June Fawell
Contest Directors
Peter Pupplett
Editor
John Bexley
"
"
Geoff Trone
Hobby Hangar (Tony Cincotta) opens in Caulfield East.
August - a reminder noted that VMAA/MAAA affiliations fees were overdue (These were 15c and
75c respectively, enabling contributors to fly in State and National comps)!!
November 1971 - it is announced that Insurance has been arranged to cover all members wherever
and whenever they fly, not just at Club meetings.
Aspectivity 19 - December 1971 reports several "Voodoo" flying wings from “Radio Modeller"
plans in action at Mt. Hollowback. In the same magazine is a report of the "First" Scale
competition being "Stand-off" scale and won by Ralph Learmont with a Circe.
Also in Aspectivity 19 was this article:Something to think about.
The committee is considering holding an extra –ordinary flying day, probably in February
next year, solely for the intention of stimulating interest in CROSS COUNTY THERMAL
SOARING. This aspect of thermal soaring has yet to be exploited. Certainly the challenge of
remaining aloft on thermal air currents should inspire the imagination, and cross country flights
done in this way should prove very rewarding. I know of someone who did about three miles with a
single channel model. (I know someone else who did a lot more than that when his model was
whisked out of sight by a thermal and recovered several weeks later near Moorabbin Airport).
The use of thermal sensors will certainly make a big difference. To those of you who don’t
know what this is, it’s a very sensitive rate of climb indicator in a full-size glider, which transmits
information back to a ground base receiver. The information is sent in the form of an audible tone
signal which varies its frequency in accordance with the rate of climb. As yet nobody here has
produced a completely successful unit, but Brian Condon, among others, is working on it.
34
Nationals 1971/72 – R. C. Glider an Official Event
The 1971/72 25 Nationals at Northam W.A. was the 2nd R/C Glider event at the Nationals
and the first time as an “Official” event.
The following pages are taken from the Official Programme & Entry Form.
th
35
36
Results of the first Official Glider event at the Nationals:
Radio Controlled Thermal Duration models.
Usually flown on two channels, rudder and elevator, but spoilers, etc., can be used.
Results:
1. Tom Prosser NSW
2. Mal Pring SA
3. Keith Chidzey Vic.
Other competitors:R Murray
ACT
D Johnson
NSW
G Whatley
Vic
R Hurst
NSW
B Hammond SA
J McGrane
Vic
L O’Reilly
NSW
G McDonald SA
R Tabley
Vic
D Saxby
SA
T Harden
SA
R Greenhill Vic
P Harden
SA
S Johnson
SA
B Carnaby
WA
D W-Smith SA
M Newcombe SA
N Bennet
NSW
R Parker
SA
Aspectivity 21 - February 1972 lists the coming Victorian Gliding Championships as a 2 day event
comprising of the following events:
FAI Towline(Thermal), Power assist, Scale, and (Slope) Aerobatics, Pylon, Limbo.
Aspectivity 24 - May 1972 reports the "finding" of a new Thermal site in the Eastern suburbs,
"Caulfield Racecourse", with first competition scheduled for July 23rd.
The following comments and ensuing Table are extracted from High Aspect, December 1971,
courtesy of the Editor (John Bexley) and probable author and because of its perceived interest, is
produced in its entirety.
CREATIVE GLIDER DESIGN
In many spheres of activity pleasure is gained through the creation of something original.
Glider fliers seem to enjoy the construction of their aircraft to a far greater extent than the majority
of power fliers - some appear to prefer building to flying!
During the next few issues of High Aspect, I would like to present a series of articles to do
with design and building, especially by using non-traditional materials.
(a) Hopefully this will stir up interest and we may have some others to write on this theme.
(b) The ideas presented will be controversial enough to inspire some of you to write and
give your ideas on the subjects.
Tired of having a model that looks like everyone else's ....... Try an original design... modify
someone else's... who knows, it may even be an improvement.
With these thoughts in mind I started delving through my stack of magazines, looking for
gliding articles and reading what the experts said was best.
Later... Wing loading 8 oz. sq. ft., or was it 16 ozs. sq. ft.? 10:1 aspect ratio, or maybe 18:1?
Beef it up with fibreglass - or should it be light enough to fly.
Much later... Well it wasn't so difficult for the Wright Bros. after all! It appears that
anything flies! With such a range of variables among successful designs, maybe all we have to do
is make a shape that looks like an aeroplane, and away we go. Since all gliders obviously don't
have the same flying characteristics (ever had to walk down into the valley to get yours while all the
others were tiny specks in the sky - I know the feeling well), obviously a careful study of the main
features of each design is in order.
Very much later... After making lists of the features of each design and classifying the
designs into groups, come specific facts began to emerge, in fact many of the most successful are
basically very similar. By either averaging or graphing various features, maybe an optimum aircraft
for various conditions could be arrived at. (Note that we can only arrive at the optimum for a
conventional configuration - deltas, canards etc. may be far superior, but by using available data, we
can only arrive at the most average). While these specifications can used to find average
dimensions and weights for the different types of design, they can also illustrate the changes needed
when we change one specific component. Those who are following Fred Deudeney's articles on
37
design in Radio Modeller magazine will have some actual numbers to fit into his formulae.
When I was learning to fly with single channel and reed equipment, it became obvious that
if I had an aircraft with sufficient longitudinal stability, I would be able to fly with the rudder only,
and just steer it around the sky without using elevators. Examination of the relationship between
tailplane area and wing area, wing chord and moment arm led to these ratios being calculated for
various models and expressed graphically.
(a) As tail area percentage rises the moment arm can become shorter (more force, less leverage) and
vice versa.
(b) Aerobatic, slope soaring designs tend to have larger tailplanes and are shorter coupled than the
thermal soarers.
Some specific aircraft: (as detailed on following pages)
1.
I built one for single channel and couldn't get it to fly - sold it to Chris Joy who couldn't fly
it either. Les Heap had a scaled up version for multi-aerobatics... terrific... draw your own
conclusions.
5.
A very large slow flying thermal machine using similar ideas to Nordic A2 models (free
flight).
8 - 17. Both these are very large and intended for flying at great heights - would need to be very
stable to maintain a constant glide path when hard to see. P. P.'s Eclipse is smooth and majestic in
flight.
18, 33, 37
All very aerobatic. Next time you see a Mid. 1. launched, watch its quick response
to elevator corrections.
19.
I had to include this one for Chris (Joy) - he's owned quite a few and loves them!
Remember Wilson's Prom.? Seriously though, it's right in the middle of the graph - maybe it should
be good.
20.
The Foka - enough said! but it's right in the middle too!
23-24. Both designs by Ken Willard in R/C Modeller - it's significant that the later Cliffmaster (24)
moves up with the Foka, Filou etc.
29.
Although that fuselage is only 2 ft. long, due to the high aspect ratio this is plenty. John
flew the first versions single channel.
30-31. I found the first Dart almost impossible to fly in turbulent conditions. With the enlarged tail
it flew just as well the time it was launched without the radio functioning!
38.
If you can't beat the Foka, copy it. The Aquarius is a slim fibreglass fuselage with foam
Foka wings, etc. I told Chris it was slightly longer than a Foka and he hacksawed the rear fuselage
and remounted the tail... claims it flies even better.
If you've made any sense out of all this, congratulations! If not, I'll be able to publish your
letters next issue instead of writing another article... anyway, you still have the vital dimensions of
38 different models.
Dimensions are in inches, weight in ozs. Loading in ozs./sq. ft. Moment Arm is expressed in chords
- centre of gravity to 1/3 of tailplane chord. (Approx. centre of pressure).
38
No.
Design
Span
Chord
Wing
area
Moment
Arm
Tail
Area
TAWA Aspect
Ratio
Wgt.
Load.
Thermal Soarers & Single Channel
1
Kestrel
72
5
360
3.3
45
12
14
18
6
2
Irus X
84
7
580
4.0
120
20
12
32
8
3
Utopian
107
10
1070
3.2
180
17
10.7
42
6
4
Supersonic
84
7
588
6.4
160
27
12
-
-
5
Nordic XL
116
12
1392
5.0
144
10.3
10
56
6
6
Clou (96")
96
7.5
720
3.4
150
18
14
40
8
7
Malikev
111
12
1315
3.3
295
23
9.3
-
-
8
Bong Boomer
140
9
1250
4.8
300
24
15.5
-
-
9
RC 104
126
9
1134
5.0
350
30
14
-
-
10
Delfin 35
105
7.5
785
3.5
176
23.5
14
-
-
11
Janowski
111
7
777
4.7
108
14
16
-
-
12
Tri Tri
96
8
775
4.0
144
18
14
44
8
13
Ascender
86
7.5
650
4.9
87
15
13
-
-
14
Thermal Queen
144
7.5
1050
4.1
150
14
19
-
-
15
Osprey
160
13.5
1860
4.0
488
25
13
170
12
16
Monterey
100
6.5
650
4.3
100
15.2
16
34
8
17
Eclipse
156
11
1615
4.2
360
22
14.2
128
12
Slope Soarers, Aerobatic & Racing
18
Mid 1
56
7
380
2.5
84
21
8
30
12
19
Filou
48
6
290
3.2
63
22
8
35
16
20
Foka
96
7
670
3.6
132
20
13.5
50
11
21
Clou (76")
76
7.5
580
3.4
150
26
11
3.9
10
22
Springbok
68
8
550
3.3
150
27
8.5
55
14
23
Slopemaster
60
7
420
2.7
68
16
8.5
-
-
24
Cliffmaster
60
6
360
3.2
76
22
10
-
-
25
Tri Belle
96
6
556
4.4
80
15
16
-
-
26
Little V
36
5
180
3.0
3.5
20
7
15
12
27
Snipe
72
7.5
550
3.2
88
16
10
-
-
28
Skylark
73
6
438
4.5
130
30
12
-
-
29
Bambino
72
3.5
242
5.0
55
23
20
32
16
30
Dart 1
108
6.75
720
720
4.3
100
13
17
84
31
Dart 2
108
6.75
720
4.3
130
17
17
84
16
32
Schweizer 1-26
96
10.5
1000
2.4
180
18
10
-
-
33
Susy Q
66
7.5
500
2.4
120
24
9
52
15
34
Delfin 3A
75
8
600
3.5
176
29
9.2
-
-
35
Faz Fli
72
9
648
3.5
140
21
8
42
10
36
Mistral
76
9
684
3.1
132
19.2
8
56
13
37
Super Kemq
72
9.5
675
2.6
120
19
8
52
12
38
Aquarius
96
7
670
4.0
132
20
13.5
50
11
39
Aspectivity 21 of February contained the following:
Record Group.
During the meeting held last month to discuss record attempts, it was decided that a distance
trial would be the easiest to attempt, (World record is about 20 miles). Height (5,000 feet) was
ruled out due to the measuring equipment involved; and duration (about 18 hours) due to the hours
of daylight in Victoria. Closed course distance was also considered, along with radio telemetry
gear, radar tracking, lights on models and searchlights for night flying..... all sorts of unbelievable
aids to complicate the simplicity of glider flight.
Subsequently, a group of about eight fliers with a mixed variety of aircraft discovered the
site for the next meeting, met the farmer and started looking for thermals – result – during the day
they all found one, climbed as high as they could (or dared!) and set off down the road. Everybody
went about three miles; nobody found another thermal after leaving the first. At about three miles a
thermal, it’s going to take seven thermals in a row to break the record. Apparently pilot skills,
rather than model design will need to improve.
Victorian State Glider Championships – 25-26 March 1972
The following contest results are extracted from Aspectivity No. 23 of April 1972, and
although they are probably the third State Glider Championships as such, they are the first
for which any complete results are reported.
(Note: This event was held over two days, being a mixture of flat-field events in a paddock
beside Mt. Hollowback, Ballarat, on the first day, and slope events on the second day held
on Mt. Hollowback itself.)
The Rules for these competitions were as follows:
F.A.I. Towline.
Line length is now 300 metres – this is the extended length of bungee and winch systems.
1 point per second flight duration with a 10 minute maximum.
Over 11 minutes loses 1 point per second plus all landing points.
Landing inside 25 metre diameter circle = 50 bonus points.
Over 10 metres from circle = flight annulled.
Power Assist.
To be scored by the ratio of glide time to power flight.
10 bonus points for landing within 25 metre circle.
Flight annulled if outside 100 metre circle.
Score =
30 x Glide time + 10 landing points (if applicable)
Power time
Flying Scale.
To be judged as “stand off” scale (model will not be measured to compare with dimensions of fullsize machine.
Entrant must supply 3 view drawings or photos of full-size glider being modelled.
Flight plan to consist of:1. Straight flight into wind.
2. Procedure turn (90° left, 270° right).
3. Straight flight down wind.
4. One loop.
5. One other manoeuvre that full-size sailplane could be expected to do, E.G. stall turn.
6. Rectangular pattern and landing approach.
7. Spot landing.
40
Aerobatics.
1.
Loops – two consecutive loops – single loop scores no points
10 points
2.
Roll – single axial or barrel roll – judged on straightness of entry and exit.
10 points
3.
Inverted flight – Inverted flight for five seconds at constant speed in a straight line,
but not necessarily level.
10 points
4.
Stall turn – not necessarily a true stall turn, but aircraft must turn in a vertical plane.
Best of two attempts.
5 points
5.
Tail slide – best of two attempts.
5 points
6.
Spin – 3 consecutive spins – less if conditions do not permit. Exit and entry
should be in the same direction.
10 points
7.
Touch & Go – Model must touch the ground, then remain airborne for a minimum
of 5 seconds.
5 points
8.
Spot Landing – Distance measured from nearest point of model to marked spot.
One point lost per yard from spot up to a maximum of 10 yards.
10 points
Pylon Race.
Models to race between pylons erected 100 yds. apart – not necessarily around but between the
projected lines of pylons at right angles to the course. Pilots to be situated at left hand pylon. A
flying start will be used (all models airborne, judge will count down time to start). Heats will be
arranged by Contest Director.
Limbo.
Depending upon weather conditions and terrain, the obstacle will be set parallel, or at right angles to
the slope. The initial height of the string, and the increments through which it will be lowered will
be at the discretion of the Contest director on the day
Contest Report
F.A.I. Towline:
Quite a few entrants and a fair amount of lift. Model design was
varied, ranging from my (John Bexley) 9 ft., 2lb. floater, Ray’s 11ft., 10lb. KA 6. Pilot skill
is the important factor.
1. Ralph Learmont 2. Ray Cooper
3. Bob Allan
Power Assist:
Only three entrants. Frank Sterndale caught the right thermal, landed
in the circle after 10 mins. Ralph had an over-run one flight, thus a very poor ratio of
power to glide. Bob had motor problems – worked really well to conserve his altitude in
the glide. Make sure you enter next year, this event is wide open.
1. Frank Sterndale 2. Ralph Learmont 3. Bob Allen
Scale:
Young Ray managed to take this one off. The only scale competitor
to fly from the towline, the big K.A. 6 was really smooth through the pattern presentation.
Landing was very impressive, a long flat approach, drop the flaps and the wheel touches
right on the spot, every time. Chris flew a standard Cirrus to second, Bob, his well finished
Circe to third.
1. Ray Cooper
2. Chris Joy 3. Bob Allan.
Aerobatics:
Fortunately for this event, the first of the second day, the wind came
up to provide strong lift from the slope. Unfortunately the direction was such that the
landing area had to be cleared in the thistles. John McGrane flew the same design as last
year and really impressed, it flies just like a power model. He called three spins,
completed three just as the ground came up, the vertical landing did not get any points.
John spent most of Sunday morning with epoxy and yards of masking tape – must be
cheap up there in Broken Hill. Ralph’s model was having its second flight. A different
41
design concept with a thin foam wing and V Tail. Aileron and elevator control only. Chris
flew the new Graupner Cumulus design. Goes really well, if you’ve $125 to spare, buy
one.
1. John McGrane 2. Ralph Learmont 3. Chris Joy
Pylon:
Again a wind change, but unfortunately it almost stopped.
During some heats, models were re-launched several times a lap. Choosing a good cross
country runner for a helper would have been wise. The Broken Hill and Geelong
contingent had several helpers and virtually threw the model from one to the next.
1. John McGrane 2. Frank Sterndale
Limbo:
Still no wind, but lots of entries. Another win to Ralph. Frank and I
couldn’t go any lower, but both cleared the obstacle again in a re-fly, decided on equal
second.
1. Ralph Learmont Equal 2. Frank Sterndale & John Bexley
Ralph Learmont won the Championship award – a kit from Tony Cincotta. After being
presented with his prize he presented it to one of our junior members to help him on his
way. Thanks to all those who helped with the running of the competitions, especially Alan
Villiers who ran the Pylon race, the owner of the Jeep who retrieved the towline (I didn’t
get your name) and Tony Cincotta of “The Hobby Hangar” who donated the prize for
Champion of Champions.
42
1972 - 73
The Committee
President
Ralph Learmont
Secretary
Alan Willis/Alan Villiers
Treasurer
Cedric Lloyd
Editor
John Gottschalk
Contest Director
Chris Joy
Public Relations
Colin Collyer
"
"
David Villiers
VARCA Rep.
Ray Datodi
1972 AGM - Committee members are elected to a specific position, rather than as a group.
July 23, 1972, VARMS utilises a Silvertone Keyboard for the first time during a contest at the
Caulfield Racecourse.
8th September 1972 - Extraordinary General Meeting - VARMS decision to affiliate with VMAA
whilst still affiliated with VARCA.
Extracted from Aspectivity 30, Nov. '72 - Kilcunda - 29th October.
Under the railway bridge, sharp turn left, then up and up 'til you get there!! ....Well, we got
there. And what a nice spot it is. Parking close to the slope, a beautiful view to the south as well as
the north, sunshine at its best, BUT ... What was missing?? Of course, NO WIND. Just a few
thermal "puffs" from the north-east. Neil McLeod made some very gallant investigation flights far
out and got occasional lift, only to drop alarmingly into the "Holes next Door" and so made a few
extended recovery hikes down the northern slopes. By 11a.m. the position was much the same.
Around noon, the first B.B.Q. smoke thermals began to drift across the southern side of the ridge
and still no flying air. "Get the Winch!!" .... It was soon set up and all ready to go. Peter Abels the
first one to hook his CUMULUS on when . . . . Hallo, Hallo, What is that?? Suddenly a cool, strong
breeze; right from behind. Hurrah. Quick, drop the Hook, run 50 steps south across the ridge and
chuck off and ...Fly... What a relief after 3 hours of almost non-action. From then on, things started
to look real good. The Ocean in the distance with that disturbed looking surface, a sure sign of a
good breeze coming in, right up the slope. By then, about 20 members, with families and friends,
had arrived. Ray Cooper made his first appearance after arriving back home from his 5 months
holiday in Germany on the Monday before.
PYLON.
After the Gremlins in the P.A. System were temporarily put out of action, the pylon race got
under way, with Alan and David Villiers in charge of proceedings. 3 heats with 3 contestants each,
the winners to go into the Fly Off. John Patterson brought his smart looking AVENGER to the
starting line which came to grief on the 2nd lap; cart wheeled and snapped the fuselage in half ...
Better luck next time, John!!
The winners of the heats were Ray Cooper, Chris Joy and Yours truly (John Gottschalk).
The Fly Off was a most enjoyable affair, with all three models very close together. Ray's
multi-purpose lightweight sailing along neatly with smart turns; the scale ZUGVOGEL of Chris
looking very realistic, unfortunately missing a turn; my Foka made two unscheduled landings, and
so the final outcome was:
1. Ray Cooper
2. Chris Joy 3. John Gottschalk
LIMBO.
Well. You can't win, without being in. So the line-up of contestants including no. 66 (John
Gottschalk) for the first time, looked great. Three minutes allowed, with three attempts. Ray
Datodi flying his CIRRUS made some perfect passes, so did Ralph Learmont. Neil McLeod, after a
good start misjudged an approach and was out and some other triers could not get through within
the three minutes. (Including you know who.) So Ray Cooper won the Contest with a perfect low
pass. Great fun for everybody!!
OBSERVATIONS.
Pencils, car keys and blank plastic slides instead of frequency keys inserted in the keyboard
caused at least one definite crash.
Trail bikes can be interesting entertainment.
43
Dry cell powered transmitters don't go on forever.
Ralph Learmont can be beaten in a competition.
Ray Cooper's SIMPROP gear looks great.
Frank Waller's OWN, now converted to 2 channel propo. flies beaut, got mixed up in midair
and creamed the fin.
Barbed wire fences make very efficient solarfilm shredders.
RECORDS - Records known to exist at this time are:
Multi Duration
5hrs 9mins
Peter Prussner
Multi Distance
2.684 miles Alan Villiers
Multi Duration (Junior)
1hr
David Villiers
Ray Datodi a foundation member and instigator in the creation of Keilor & District Model Aircraft
Society (KDMAS)
VARMS member & VARCA Secretary Graeme Burley elected Honorary Life Member of
D.D.A.R.C.S., (later P & DARCS whose current site is named "Burley Field).
"Possibly" first R/C Thermal at Nationals, Geelong 1972/73.
Dr. Bob Allen President Nationals Committee & VMAA.
Placegetters: 1st - Mike O'Reilly (1006 pts.), 2nd - S. Ralph (974), 3rd Tom Prosser (913).
FLYING SITES: View Hill (Yarra Glen), Burke's Hill (Sunbury), Chadstone Park (Chadstone),
Tower Hill (Warrnambool), Yalloak Vale,
The 3rd State R/C Soaring Championships, March 25th & 26th: (All held at Mt Hollowback,
Ballarat, organised by VARMS under the auspices of the Victorian Aeronautical Radio Control
Association, (V.A.R.C.A.).
Power Assist - 1st Peter Williams, 2nd Barry Angus, 3rd Ray Datodi,
FAI Thermal - 1st Ray Datodi, equal 2nd Peter Williams & Rob Goldman, 3rd Alan Villiers,
Scale - Nil entries,
Slope Aerobatics - 1st Ralph Learmont, 2nd Ray Cooper, equal 3rd Barry Angus & Peter Williams,
Slope Pylon - 1st Peter Williams, 2nd Ray Cooper, 3rd Ralph Learmont,
Slope Limbo - 1st Ralph Learmont, 2nd Graeme Pentland.
July 23 1972 - VARMS uses Silvertone Keyboard for the first time, a Thermal competition at
Caulfield Racecourse, 1. Ray Datodi, 2. John Bexley, 3. Peter Hill.
Newsletter 28 September 1972 mentions a Scale competition for November 26, and a Perpetual
Scale Trophy first awarded a year prior, (Actually awarded to Ralph Learmont winning Standoff
Scale with a CIRCE on Sunday November 28th 1971. This Trophy was to again be awarded per a
static event on March 16, 1973, with the flying segment at the next flying meeting on March 25th.
Whilst both of these meetings occurred, there was no mention of the Trophy being won or
presented).
Aspectivity 29 - October 1972 provides some insight into the earliest versions of X-Country:
VARCATHON
Ray Datodi (KDMAS)
A Varcathon with a difference is planned to 19th November 1972 this year at Sydenham.
The organisation of this event has been placed in the hands of KDMAS who will act as the host
association. Unlike the previous cross-country event, it is intended this year to have a central
organisation with an out and return program.
Barbeques will be permitted on the site. The main difference as far as VARMS is
concerned, is the inclusion of Cross country gliding!!! Power models shall be the first dispersed
with the gliders to follow. All fliers will check in at control points along the route, thus ensuring no
frequency overlap. A towline of unspecified length may be used for initial launch and carried in the
vehicle for subsequent launches. Each vehicle will contain a driver, one official and of course the
pilot. An assistant will be required for glider launching. The event will start at 9 A.M. and return
for lunch. The second leg will commence at about 2-30 P.M.
A location map is included in this newsletter, and the route map will be issued on the day.
Since time will not permit entry forms, telephone entry will be accepted.
Entry fee will be $1.00 or $2.00 late entry on the day (proceeds to VARCA). Prizes will be
44
awarded for various categories i.e. gliding, fastest time, most accurately predicted time.
Please state: Name, Frequency(ies) & make of equipment, Club, Engine size.
Hint: A speedy method for towing en-route might be to use a casting reel as used for fishing.
Unwinding the line would be accomplished by the pilot holding the end of the line whilst the car
drives down the road until the line is laid out. The car would then launch the glider, subsequently
the casting reel quickly recovers the line and off you go again. Just a thought, you may have better
ideas!! Remember quick launching could be the deciding factor.
Note : Gliders with power pods will be classified as power models.
(The Minutes of the VARCA A.G.M. in August 1973 reflected the fact that there were 13 Power and
40 Glider entrants in this event.)
December 1972 - in Aspectivity 31, the Secretary Alan Villiers is reminding members to fill in their
PMG Licence forms and return to him for bulk registration, and he states, "You must use one of the
descriptions noted below (Radio equipment) unless you want to supply a circuit diagram:
Commandair 5
O.S. Analog, PIXIE, TX6, TX12 DP4P
Controlaire
Panser Model PR3
C-Digital 4-25K
Rencom
Classic 6 R.C.M.
R.E.P. 10 channel
Competition 10 MKII
R.C.M. Digirio, Classic 6
DIGIMAC 1 + 1, III
R.C.S Digifive MKII
Digimite
Royal Americal Classic
E.K. Logictrol
Sankyo "DIGITAL"
F & M Digital 5
Royal Magic T279
F & M Matada 10
Sankyo Digital 2, Digital 5
Grundig Variaphon, Variation,
Silvertone XPT-800, MKVII, DP5
Varioprop 6
Simprop Digi-5, ECO2 MKII
Heathkit GDA-47-1 Digital V,
Super Telectrol T-271B
GDA-19-1
Titan Tio 6 Terleadio
Interstell
5000x/2 (UK)
K.O. Digital DP-3B, Dp-4, DP5
World Engines Blue Max Digital
Kraft KP2B, KP3B, KP5B, KP6B. (Futaba FT3A, 3B, 3D, 5E, 5S, & 15S FP-22
PCS4 and Digetrio, KP4B
(FP-2, FP-4, FP-5, FP-22, FP-33, PS-3, FPT3,
M.A.N.
(FPT4, FP-T5, EPT-4, FP-222
Metz "Megatron Baby"
(Ogawa OS 1AP2, 2AP2, PIXIE TX1, PIXIE TXII
Micro Avionics XL-IC, G45
PIXIE TA2 Digitron DPT-4, TX6SB TX10, TX10SB
Min-X Powermite TT1, X6
(12SB, PIXIE 27, TA1, T8D, T10D,
Powermite "Multichannel"
(Analog. DPT-1B, DP2, DP3, DP4.
Pulsemite 800S
M.K. Digital 1, 2, 3, 4,
Orbit 6-12
45
The 26th Nationals were held at Geelong from Friday 29th December 1972 to Thursday 4th
January 1973. These were the 2nd Nats. with Thermal Glider as an official event, and the first
time for Victoria, and because of this relevance, as much information regarding the Nationals
has been extracted from Aspectivity No. 32 of Jan/Feb 1973 and included here.
26th National Model Aircraft Championships – Geelong, Victoria.
Information Bulletin No. 1
The 26th Nationals will be held in Victoria at Geelong,
from Friday December 29th, 1972 until Thursday January 4th, 1973.
Event Sites:
Radio Control will be at Belmont Common. (The Geelong Aero Guidance
Society’s field).
Free Flight will be at Stonehaven, 9 miles from Geelong on the Hamilton
Highway.
Control line and PAVILION ACCOMMODATION will be at Geelong
Showgrounds.
Accommodation:
This is available in the usual motels etc., and full information is included on
the enclosed sheets. As noted above, Pavilion accommodation with breakfast
only will be at the showgrounds. It would be necessary to bring stretcher and
blankets etc. Please note bookings will only be made for the Pavilion
accommodation, and those requiring the alternatives should make their own
bookings as soon as possible, as Geelong and its surrounds are a popular
tourist resort at this time of the year. Caravan and camping sites are available
at the showgrounds if required..
Events:
The following events will be conducted.
CONTROL LINE
F.A.I. Aerobatics, F.A.I. Combat, F.A.I. Speed, F.A.I. Team Race, Scale,
Open Combat, combined Speed, 1.2A Team Race, Class 2 Team Race,
2.5c.c. Combat, (Junior Aerobatics will be run concurrently with the Open
Aerobatics).
FREE FLIGHT
A/2 Sailplane, A1 Sailplane, Open Rubber, Wakefield, F.A.I. Power, Open
Power, Hurl Glider, Scale, Scramble, Old Timers, Night Scramble and Indoor
if a site becomes available. Junior events run concurrently.
RADIO CONTROL
F.A.I. Aerobatics, F.A.I. Pylon, Scale, F.A.I. Thermal, Novice Aerobatics
will be held concurrently with F.A.I. Aerobatics, F.A.I. Thermal will be
conducted to the rules as per F.A.I. Sporting Code. The specifications for
Pylon are available in the 1970 Australian Rules Book and the F.A.I.
Sporting Code.
Further information will be in future bulletins as and when issued.
Hoping to see you there for some good fun, flying and renewing old friendships, and happy pot
hunting!
The 26th Nationals Committee.
46
NATIONALS REPORT:
(provided by Editor, John Gottschalk)
FAI RADIO THERMAL EVENT
Friday, 29th December.
Arriving at 3.00 p.m. at the Geelong Showgrounds with car and trailer loaded to the seams
with mini bikes, flagpoles, loudhailers, models and camping paraphernalia we found ourselves
instantly engulfed in “Nats-preps”. Mark Villiers, his friend Peter, David Walsh and Ronald
Gottschalk didn’t waste a minute to get the bikes unloaded and soon they were doing the “rounds”
of the showgrounds in order to get the “feel of it”. Dashing over to the processing stall one saw
nothing but people, models, people, transmitters and more people with models. David Bevan and
Ray Datodi, looking rather exhausted, were in charge of Tx processing with the help of a HewlettPackard Spectrum Analyser, the result being that three competitors had to be issued with 3” keys
due to excessive side band emission, which certainly made the whole setup worthwhile.
“R.C. pilots briefing at 4 p.m. at the Common!” - Good heavens, that’s in 6 minutes! Like
hell back to the jalopy and off on the double - Through the gate at the flying field the first thing that
hit us: The field has been moved. What a relief, after that trouble loaded practice meeting we had
here two weeks ago. Graeme Pentland addressing all pilots, followed by Peter Prussner, Contest
Director, explaining the procedures for the R/C Thermal Contest. Some competitors from N.S.W.
were asking for provisions to be made in order to be able to compete in other events scheduled for
the same day. (Pointer for the future: Why not have R/C events completely separate from the
rest?). This was arranged and after a variety of other questions were promptly dealt with, the
meeting closed with most of us having some sort of mixed feeling for the next day. - Wind speed Direction - Handlines - Winch - Extra nose weight - Which model to fly ??????????!
Tomorrow will tell.
Saturday, 30th December.
5.30 a.m. Risy-Risy! All hands on deck. - Cloudy sky, light cool North-Westerly breeze.
Forecast Temp. 24°C.
Allan Villiers, having struggled through the frequency jungle till 1.30 a.m. in the morning,
making out score sheets, flight record cards, etc., was already on the field when we got there by
6.15 a.m. Brian Laging was just positioning his winch and most Committee were soon flat out
preparing the site for the contest. The Model enclosure was fenced in with our new steel posts and
30 V.A.R.M.S. pennants were soon flying in the breeze. It sure looked colourful.
The first contestants arrived soon after and some managed to get a quick test flight off a
handline. The timekeeper pool under the supervision of Ralph Learmont started to fill up and the
model enclosure became the centre of attraction with most fliers looking in trying to find out who is
going to fly what. Our V.A.R.M.S. promotion stand (Ralph had a few nightmares with it before it
was finished) was put up in time and proved a good idea.
7.45 a.m. A short briefing by the C.D. with the final decision to use 150 metre lines made
there and then. (Much to the delight of the great majority of all competitors). 1 minute max. on
tow, 6 minutes max flying time, 1 minute grace for landing, 50 bonus points for landing within 25
metre diam. circle.
8.00 a.m. 52 Contestants from 63 entries, the biggest R/C Nats contest ever in Australia was on.
First Round.
Keith Follett opening up with a ripper, his Cumulus putting in 410 points, max. score. And so did
four others, B. Green, R. Murray, M. O’Reilly, Geoff Whatley. It soon becomes clear that our
efforts in practice and preparation for running the contest were paying off. The first round finished
at 10.15 a.m., with no problems at all. Two electric winches and handlines, making three flight
lines and two landing areas worked just fine. Interesting feature was that there were 12 contestants
on Band “0”.
47
This proved disappointing as far as thermals were concerned, with none of the first round
leaders achieving another max. The wind was still North-west, became stronger and gusty, making
it difficult for some of the lightweights, yet Michael O’Reilly, N.S.W. had his “Amigo” really going
well and he kept the lead with 639 progressive points. G. Willmott, Tas. advanced to second
position with 625 points. Geoff Whatley V.A.R.M.S did well and made 620 points. Frank
Sterndale V.A.R.M.S. scored a max. with his Cirrus and moved up to take 4th position with 618
points. Then followed John McGrane in 5th position with 589 points. Ray Datodi who had
problems in making the spot, moved to 6th position with 570 points. Then came B. Green with 565
points, S. Ralph Tas. 564 points, yours truly 9th, 562 points, Keith Follett dropped back to 10th with
557 points. Then followed: G. Eastwood-550 pts-11th, G. Pentland-527 pts-12th, S. Green-513 pts13th, L. O’Reilly-639 pts-14th, E. G. Cumbo-509 pts 15th, R. Murray-508 pts-16th, T. Prosser-503
pts-17th.
The final outcome was very much open at this stage and it certainly proves one
thing; the element of Luck cannot be ignored – people who had voiced their dislikes of electric
winches managed to “dismember” a couple of models on tow with handlines.
Mrs. Burley, who was spectating had the misfortune of being hit by a stray model,
fortunately with no lasting after effects, E. G. Cumbo made a very spectacular descent from an
enormous height in order to get down in time. How the wings of his model withstood that dive
remains a mystery. (Good workmanship?) There were two line breaks on the winches which were
quickly fixed and there was no hold up. The “bikies” did a great job, the four boys sharing 2 bikes.
So after lunch we went into the –
Third Round.
With the wind slowing down somewhat, beautiful sunshine (as it was right through the day).
Alan Villiers, Chief Controller, called out the contestants into the last round. Progressive score
were put onto the main scoreboard, and soon as they became available. The board, which was very
well laid out by Peter Prussner gave a clear indication of what was going on and was constantly
surrounded by contestants and spectators alike. Tom Prosser in 17th position? Strange!- Phil
Kraft, U.S.A.? Well you could see him having a good time talking to various people, appeared to
take his thermal flying very casually, (it was a different story at the FAI Aerobatics Contest.!) Now,
what happened to all the other experts? Ralph Learmont...... Mein Gott! He will have to pull his
socks up to climb back up the board in the last round.
So it became soon clear that Michael O’Reilly (N.S.W.) with his Amigo, a polydyhedralled
GRAUPNER lightweight, was in a big lead with 1006 points, S. Ralph (Tas.) flying a CUMULUS
was in 2nd position with 974 points, and...... what do you know? Tom Prosser (N.S.W.) Australia’s
“Iron man of aeromodelling” in a giant leap from 17th to 3rd place, 913 points, with a magnificent
flight, pushing his ARUNTA (own design) to the limit in order to hit the spot within 7 minutes. A
great performance. Mike Pettigrew (Vic.) coming from nowhere finished 4th, 871 points, piloting a
MONTEREY. and there is Edwin Cumbo (Vic.) first V.A.R.M.S. member amongst the leaders in
5th place 867 points. He carried a smile for the rest of the day. Well done Edwin! Alan Villiers
flying his MONTEREY did a magnificent job finishing 6th, 864 points, considering the fact that he
had the hardest job of preparing and running the event as Chief Controller, with only a few hours of
sleep during the night. Ray Datodi, who was equally under strain, managed to get into 7th position
837 points. Frank Sterndale filled position No. 8, 816 points. In 9th place was D. Murray (W.A.)
with 797 points and Ralph Learmont snatched 10th with 784 points.
SUMMARY
It can be said without any reservations; it was a great success! With all V.A.R.M.S. members, who
were directly involved in the organisation, preparation and directing the contest, displaying a strong
sense of responsibility throughout the running of the contest.
The friendly and relaxed atmosphere amongst all competitors at all times, first class
direction by Peter Prussner (See Profile feature this issue), and not to forget the efforts of David
48
Bevan and Ray Datodi to keep the air clean (Not a trace of interference at any time), plus the efforts
of the NATS Committee with Dr. Bob Allan as President, all the fellows from G.A.G.S. – it was
real Teamwork and if it did nothing else, it certainly put V.A.R.M.S. on the map! So all you guys
who couldn’t make it, you certainly missed a great experience.
The 1972/73 Nats in Geelong
We wish to express our sincere thanks to the following people for their help and
contribution towards the successful running of the R/C Thermal Contest during
the 26th National Aeromodel Championships – Geelong.
Mr. Robert Davison of Bill Patterson
Supplying 2 Honda Dax motorbikes
Motors – Ringwood
Helmets, 3 stop watches, Loudhailer.
Mr. Geoff. Sandel
Supply trailer
Miss Dianne Revell
Assisting Contest Controller
Mrs Jenny Patterson
Handling V.A.R.M.S. promotion material
Mr. Edgar Challis of Toneline
Screen making and printing of V.A.R.M.S.
(Printing)
Souvenir pennants
Mr D. Villiers
“
“
“
“
“
Mr. Ric Lloyd
Artwork
Mr. Ralph Learmont
Making V.A.R.M.S. display stand.
Mr. Brian Laging
Supply and operating electric winches.
Mr. Brian Green
“
“
“
“
SIDELINES
A sudden wind change during the 3rd round was quickly dealt with by moving everything
within 20 minutes and...up and away we went again.
When the big line up took place after the last round, there were not less than 23 cameras in action.
What a friendly firing squad.
Whilst everybody wondered what happened to John Patterson (Friday night processing) – he was
flat out trying to persuade his new KESTREL by means of various fishing devices to come down
from a big tree up MT. MARTHA way.
It happens to all of us sooner or later!
Most popular model? CUMULUS. If only they wouldn’t be so damned expensive.
Away from the Gliding Scene.
Most interesting aircraft at the NATS? My selection:
The Bell HUECOBRA Helicopter, making its first unofficial appearance in a Nats Scale contest in
Australia. Must be a handful to fly, the pilot managed just 48 seconds off the ground, was
breathtaking to watch.
Best scale entry? Geoff Whatley’s S.T.O.L. Caribou Transport plane. Twin Wankel rotary engines,
flaps, retract under carriage, 6 channel Silvertone gear, a real beauty! Should be a great one to beat
at future scale events once Geoff has managed to get it together again. It made an unscheduled hard
landing due to loss of range (Starboard prop. caught the aerial just before take-off), resulting in the
biggest disaster of the Nats. Better luck next time Geoff!
Most hilarious event? No doubt--- the Night Scramble. Imagine 55 free flight models
taking off at once in pitch darkness equipped with lights, some (Alan Villiers) using flashing
systems. Spectators had to do some strange “aerobatics” to avoid being hit. Bob Allan and Brian
Condon found themselves right in the path of one of those DOONSIDE pants-slashers. We almost
busted our bellows laughing.
Special thanks to Graeme Burley and his wife Lorna for their tremendous effort producing a
daily newspaper, the “Daily Prang” during the Nats, I often wonder where aeromodelling would be
without people like that.
49
MODEL PAGEANT AT GEELONG SHOWGROUNDS – SUNDAY, 31ST DECEMBER 1972.
This was tremendous to watch, Very impressive flying and organisation by the Wizards
from D.A.R.C.S. The kids just loved to chase the lolly drop. The combat flying was first class.
V.A.R.M.S. had a small timeslot of 2 x 8 minutes for R/C glider demo., Ray Datodi, John
Gottschalk, Brian Laging – winch, went off O.K. despite gusty conditions and 120 feet high flood
light towers around the ground. V.A.R.M.S. display stand was busy selling goodies (sorry no car or
wing stickers left at present), with Ric Lloyd hustling them in via loudhailer. Great job Ric! Gretel
Bexley and Lew Abbott also helped spread the V.A.R.M.S. gospel.
VARCATHON (GLIDING)
March 25th (Sunday) – will be a busy day, VARCATHON gliding, flying section of scale contest
V.A.R.M.S. Trophy – followed by slope soaring at Sunbury. More details in next Aspectivity.
STATE CHAMPIONSHIPS – BALLARAT
April 14th and 15th will be the dates for this Annual event at Mt. Hollowback – Ballarat. Rules are
currently under revision and will be published in next Aspectivity.
EASTER FLY IN – WARRNAMBOOL
Having spent our Easter Holidays at Wilson’ Promontory for the last 3 years, we are going to
change the scenery this year and the proposed venue is Warrnambool. This will be further dealt
with in the next issue.
INSURANCE
As a financial member of V.A.R.M.S. your model flying activities are insured with the LEGAL &
GENERAL ASSURANCE SOCIETY under Policy No. 13AL725468. For further information
ring Cedric Lloyd (V.A.R.M.S. Treasurer, Bus. 267 1077 Priv. 718 2430.
SOUTH AFRICAN NEWS
Dennis De Wet of 17 Uplands road, Milnerton Cape – South Africa, writes that the frequency
control problem is becoming very real and the keyboard system appeals to the guys over there as a
good way to solve it. (It is quite possible that we might see the system enjoying worldwide
acceptance eventually). The soaring fraternity in south Africa, having received advice and help
from V.A.R.M.S. founders in the late sixties, is now moving ahead rapidly with an impressive
variety of contests and competitions, amongst them an international POSTAL CONTEST with
Switzerland and Rhodesia already participating. The rules are based on the South African National
rules, e.g. 200 Meter lines, 5 flights, 10 min. maxes, flight of under 20 seconds is considered an
attempt in any one round, 50 points bonus for landing in a 25 Meter Diameter circle, flight annulled
if model lands further than 100 meters from centre of spot. All flying to take place on the same day.
Unlimited number of fliers in each team allowed but only the 3 best to count towards the team total.
These postal series are held every 3 months, starting in March. For further details ring the
Secretary, Alan Villiers, 338 2601.
50
26TH National Model Aircraft Championships
29 DECEMBER 1972 – 4 January 1973
GEELONG, VICTORIA.
- News Sheet The President writes:-
Day 1. 29/12/72
Welcome – to the “biggest & best” Nats yet. We in Victoria are happy and proud to have
you with us for this 26th Nats.
The Motto “It’s Time” seems to be popular this year; and I feel that it is also appropriate
for us. After a quarter of a century, it is time for us all to rethink our ideas about our hobby,
the Nats, and the M.A.A.A. For too long we have accepted and put up with second best –
“It’s time” – now for us to “get with it” and make our hobby, our Nats, and our
organisation the best possible.
Please think about this, and make this your New Year’s resolution. We can do it.
Bob Allan,
President Nats Committee & V.M.A.A.
Nationals “Show” Bags.
All Official Entrants to the Nats will receive a Nationals “Show” bag,
the contents of which is as follows:- A Winfield bag (compliments of Rothman’s), 26th Nats
Badge, 26th Nats Decal, What’s on in Geelong & District, 26th Nats Questionnaire, 26th Nats
Souvenir Programme, Map of Geelong, V.C.L.A. Rules sheet, “Anyhow” transfer, Shell museum
details, Hobby Hangar matches, and a tube of Britfix glue.
Questionnaire. Please return your complete questionnaire to the Admin. Office, and place in
the box provided, S.A.P. and please regard this matter as urgent.
ADMINISTRATIVE OFFICES.
These will be located in the 3GL studio, Geelong
showgrounds. Our President is Dr. Bob Allen, the Secretary is Merv Buckmaster. News items,
results, and copy is required for the “Daily News” sheet by 11.00 a.m. each day. We hope to
publish the “News” by 1.00 p.m. daily, (2.00p.m. at the latest, anyhow). Copies will be available
from the Admin. Office (3GL) by 2.00p.m. daily. Cost 5c each.
Souvenir Programme
& Decals
26th Nats Decals & Programmes available from office
Programmes, 40c
Decals 25c.
SPECIAL NOTICE.
Display Afternoon Sunday 31st Dec. ‘72
at Geelong Showgrounds.
In order not to detract from the display,
NO FLYING is to take place on any field (F.F., C.L., and R.C.)
during the display afternoon on Sunday.
This applies particularly to R.C. for safety reasons.
CONTROL LINE NEWS. To be flown on Sunday 31st December 1972. – SCALE
This contest will commence at 9a.m. on Sunday morning, and will continue until lunch. The event
will be run according to the current (1972) rules book. Qualifying flights will be made before
judging for general appearance & fidelity to scale. Venue will be as for all other C.L. events, the
South Barwon Recreation Reserve.
51
PRACTISE FLYING. Practise flying is permitted at all times provided no interference is caused to
contests and displays, at both the South Barwon Recreation Reserve and the Geelong Showgrounds.
Please keep clear of the green area on the Showgrounds and fly elsewhere (at your own risk of
course!)
FREE FLIGHT NEWS. Junior events are open. Events start 0600. Round times strictly adhered to.
Notice for field on Hamilton H’Way at “Liberton”.
F.F. Scramble starts after dark at Stonehaven. Line checks for sailplane before the 1st flt. and at
random. Weight check on field at random. Placegetters will be reprocessed.
RADIO CONTROL NEWS. Belmont Common. Gate 1. Entry Barwon Heads Road
opposite K-Mart.
Gate 2. Normal entry under bridge.
Modellers have to prove bona-fide (Club badges, MAAA card, models etc.) to gate keepers.
ALL R.C. Models must have effective silencers. NO EXCEPTIONS.
F.A.I. Pylon – all pilots to obtain printed instruction sheet available at processing or from Brian
Green.
F.A.I. Thermal. N.B. Line length 150m
Flight 6 mins. max.
Field opens 7a.m. Briefing 7.45a.m. Comp. commences 8a.m. sharp.
Entries close definitely at 6p.m. on 29.12.72.
Pilot briefing all R.C. events, will be held at the Belmont Common at 4p.m. TODAY, Friday 29th.
F.F., C.L., R.C.
All processing ceases at 6.30p.m. 29/12/72. Late processing fee $2.00 after that time.
THE HOBBY TRADE.
Any people in the w’sale, retail or manufacturing Hobby Trade, please give names and company to
Monty Tyrrell for the Sport goods and Toy Retailer Trade Magazine.
A GOOD IDEA?
Publish an entry form for future NATS in “Airborne”.
52
26TH National Model Aircraft Championships
29 DEC. 1972 – 4 JAN. 1973
GEELONG, VICTORIA.
“The Daily Prang”.
Day 7.
Thurs. 4th Jan, ’73
Special Edition (Gratis)
THE PRESIDENT’S ANNUAL REPORT.
Today sees the end of what we in Victoria feel has been a most successful Nats., with many
firsts and many new achievements.
We hope that all competitors and officials have enjoyed the last few days and will return
home having learnt much and having made many new friendships.
This Nats has seen several new things, among them the following:(a)
The first official flight of an R/C Model Helicopter at a Nats.
(b)
The use for the first time of sophisticated slot equipment to check all R/C
Transmitters, and to constantly monitor during R/C events, using a Hewlett-Packard
Spectrum analyser.
(c)
The first 2.55ccc R/C Pylon Race with a tremendous entry.
(d)
The record entries in A/2 Sailplane and R/C FAI Thermal events.
(e)
The Greatest number of aircraft ever processed at any Nats.
(f)
For the first time (to our knowledge), a previous World champion (Phil Kraft)
coming from overseas to enter in Nats events.
(g)
For the first time over, the running of a gala Display of all kinds of aeromodelling to
raise money for local charities.
(h)
The very efficient production by Graeme Burley and his wife Lorna, of a Daily
Paper– thanks to you both for a terrific job.
(i)
Australian record broken twice in one day for C/L FAI Speed.
(j)
Questionnaire to find out what the modellers want in future Nats etc.
(k)
Radio telephone communication between flying sites for R/C, C/L and Nats office.
It seems apparent that with increasing entries in many events (particularly R/C, that the
problems of organization are going to increase from year to year, and that in order to run the Nats,
the organizers will need an ever increasing team of workers, and an almost never ending source of
new ideas to improve and expedite the administration and running of all events.
I would like to thank all those willing workers who have given of their time and energy,
often missing out on their own enjoyment, to make this Nats, The Best Yet.
I would like to thank all competitors for their forbearance, tolerance, and sportsmanship
(shown from time to time), which has helped the Nats committee.
To those sponsors and advertisers who assisted financially with the Nats, we cannot give
enough thanks – without your help they could not be run.
Finally, I would like to wish the New Nats Committee (Qld.) for 1973/74, all the very best
of luck (believe me, you’ll need it), and offer any and all help that we can to you for next year.
Best wishes to all Nats attendees from the 26th Nats Committee.
(Dr.) Bob Allen,
President, 26th Nationals.
53
Possibly first visit to Camperdown - 1973 - per Brian Laging – (CONFIRM?)
A Yak Night/Auction was held on 16th March at St. Mark’s Lutheran Hall, Hotham St., East
Melbourne. (Apart from “Social” nights in members’ homes, this is the FIRST noted “meeting”
of any type that was not an A.G.M. or a “Flying” meeting. These Yak Nights were held
sporadically over the years until mid-1980 when they became ‘semi-formal’, then in 1981 they
became completely formal as a General Meeting.)
Aspectivity 34 - April 1973 provides a report of the first known completely Thermal X-country
event which was held at Rockbank on March 25th. The previous instance in October 1972 was
during a Varcathon which was normally restricted to power planes.
Cross Country flying meeting – Rockbank, March 25th.
This will have to go on record as one of the most interesting and enjoyable meetings
V.A.R.M.S. has held for a long time. The ingredients for ultimate success were all there; take a
location – 6 miles northeast of Rockbank on the Western highway – not too far to travel – a
beautiful autumn day, a 5½ mile straight course along an excellent road with low traffic loading,
wide open spaces on either side of the road and, apart from the inevitable power lines along one
side, no major obstructions, so good visibility was assured. Next, take a group of enthusiastic
V.A.R.M.S. men, all using their own imagination and resourcefulness to cope with the set task, i.e.
to fly the 5½ miles in the quickest possible way with no restrictions on the type of equipment or
number of assistants used. There was no limit on the number of launches. Maximum time allowed
was 45 minutes, (bearing in mind that it was the first time for most participants, the time limit
proved to be very generous). To top it all off, a 10-15 knot northerly breeze was flowing straight
down the road. By 11a.m. we had 10 entrants, which later on rose to a total of 14. First away was
Alan Villiers, sitting on the bonnet of his Valiant Pacer with David Villiers driving, the
MONTEREY soon disappearing in the right direction behind the hump in the road ½ mile south of
the starting area. Next was Peter Prussner followed by Frank Sterndale (CIRRUS). The Keyboard
again proved indispensable as there was an automatic constant control as to who was en-route.
After 40 minutes, the first results came through. 30 minutes with 6 launches for Peter Prussner and
his own design, with Brian Laging as team-mate, providing his “Yonder wonder” (electric winch)
with 3000 feet of line mounted in the boot of his Ford Falcon, boot lid removed, (very sneaky).
Frank Sterndale – 40 minutes, 4 launches, Alan Villiers – 36 minutes. Ray Datodi, flying a
THERMAL RIDER put in a ripper with 17 minutes. He teamed up with Peter Orchard whose 1½
ton truck came in handy – had a complete electric winch system mounted on a pedestal on top of
the tray together with pilot-chair strapped on with ropes etc. ASPECTIVITY’s information service
has it that they completed the whole contraption at 5a.m. The effort certainly paid off. Only Peter
Prussner managed to lower this time by 1 minute in a second attempt using 2 cars. (I won’t tell you
what speeds were reached with one of the cars, but it was somewhere in the three figure zone.
There was also a certain amount of rubber deposited on the bitumen). John Bexley’s high aspect
ratio model, which incorporated salvaged parts from his ill-fated 16 feet QUAR SOAR didn’t get
very far off the first launch, but the second one took the model up to a terrific altitude and it
scorched across the sky at a really hot pace. That flight took him within ½ mile of the finish line,
when the tailplane shattered on landing. Better luck next time John. Peter Hill made a game start
but soon retired due to unsuitable launching equipment. So did Ray Pike and Bruce Nye. Gordon
Roberts, flying his own THERMAL RIDER could only manage 1.6 miles in 45 minutes, launching
the model 5 times, but will certainly have better launching gear next time. Ralph Learmont, who
together with Ray Cooper had previously flown over this course, crossed the finish line 27 minutes
after take-off, needing 5 launches. Team-mate Ray made it in 23 minutes, his QUAR SOAR ideally
suited with spoilers and ailerons doing it in 3 hops.
Results:
Ray Datodi
17 mins
John Bexley
Crashed after 21 mins
Ray Cooper
23
Gordon Roberts
45 mins
54
Ralph Learmont
Peter Prussner
Alan Villiers
Frank Sterndale
Morrie Murphy
27
30(16 mins-2nd att.)
38
40
42
Peter Hill
Ray Pike
Bruce Nye
Edwin Crech-Gumbo
Peter Orchard
Retired after 1/2 mile
Retired after 2 mins
Retired after 5 mins
3.9 miles in 10 mins
Scratched
This cartoon featured on the front cover of Aspectivity No. 36 of June 1973, indicating a
downturn in the fortunes of VARMS !!!
55
..... and here we have a classical example of how serious slope soaring was in 1973 at Tower Hill
just outside Warrnambool, with Ray Cooper working hard on the controls, Ralph Learmont as Chief
observer, Ron Gottschalk (Secondary onlooker, partially hidden), and David Walsh doing his best
to flee the scene!!
56
1973 - 74
The Committee
President
Mike Richardson
Secretary
Frank Waller
Treasurer
Frank Campbell
Editor
John Bexley
Contest Director
Rob Goldman
Safety Officer &
"
"
Ray Cooper
VARCA Rep.
John Patterson
July 1973 - An AGM decision to continue affiliation with VARCA but only by a very marginal
vote.
Aspectivity 37 - July 1973, the following article as printed in the magazine:
VARMS GIVEN THE A.R.S.E.
At the Annual General Meeting of A.R.S.E. (Association of Radio Soarers Elsternwick) it
was decided to no longer pay affiliation fees to VARMS. Members felt that they gained nothing
through this affiliation and that, in fact all the work of VARMS was being carried out by A.R.S.E.
Some doubts were raised as to how this would affect the running of Victorian and Australian
Championships together with claims for World records. This matter was readily resolved by
agreeing that A.R.S.E. would run its own competitions, with the added advantage that as there are
only three competitive members no one could score lower than third place in the World
Championship. In relation to claims for World records, members felt that they would get adequate
support to do away with the F.A.I., as they have their headquarters in France. However, this
attitude may change if the French were to stop exploding nuclear devices.
Due to rising costs generally in the community and the need for A.R.S.E. to undertake
greater responsibilities, it was agreed to increase the present membership fees of nothing by 100%.
From Aspectivity No. 38, August 1973HUMPTY DUMPTY
Humpty Dumpty sat on a wall,
Flying his glider and having a ball,
During a loop and doing a roll,
Flying his model straight into a wall,
All the King’s horses and all the King’s men,
Couldn’t put the model together again.
David Walsh
*
*
*
MAAA, VARCA & VMAA all in operation in Victoria
VMAA Procedure for claiming flying model records
Radio needed to be licensed with Post Master General's Dept. (P.M.G.)
Aspectivity, Issue 40 of October reflected a letter from the VMAA, outlining its operations and
seeking assistance as well as constructive criticism for the future.
This magazine also congratulated the Australian team at the World Championships in coming 13th,
(this did not appear to be glider related?)
Aspectivity 42, December 1973 - Mention of starting LSF Australia, article by Rob Goldman, and
an Application to join LSF to be forwarded to Lindsay ??? of Heathcote, (This in fact was Keith
Lindsay of the Heathcote Soaring League, Sydney).
57
A DAY IN THE LIFE OF A SLOPE SOARER
by Jack R. Davis
(from Christchurch, N. Z. Torque)
He ariseth early and disturbeth the whole household –
the wife,
the kids,
the cat (he didn’t mean to step on her tail like that),
but relax, he told himself, be calm,
be calm,
be calm.
He maketh mighty preparations for the afternoon aheadthat last bit of sanding,
the last coat of dope,
the charger on the nicads and the radio department check,
a test glide in the back yardOh no! The neighbours window ....
well, glass isn’t too expensive and the plane is barely scratched!
he sighs, be calm,
be calm,
be calm.
He fareth forth to the slope,
full of hope,
anxiety, and
anticipation,
a daydream of slope soaring triumphs dancing through his mind ....
That sought-after thermalwhat an elevation!
A record altitude,
look at her go!
A new club record,
his name on the books,
that perfect landing,
what a flight, what a flight!
But then,
back to reality,
he knew he must be calm,
be calm,
be calm.
But alas, he maketh no match for fate that day,
as nature was not at all abiding,
and sad returneth he with bird in hand, and frown on facefor you see,
it was one of those windless days;
it was calm, yes calm,
darn calm . . . . .
MODELS: Gretalus 5 (Motorised), Sagitta, Monterey, Omega, Ralph L. V-Tail, The Robber,
Amigo ll, Foka V (1/4 scale), ASW 14 Motor-glider, Kestrel, WIK Salto, Cumulus, Cirrus, A.R.F.
Buzzard, Griffon,
Polystyrene Foam - cutting wing cores with illustrated Bow Cutter- Ralph Learmont
FLYING SITES: Torquay, Yalloak Vale, Elsternwick Park, Yarragon
A Yak night held at St. Mark's Lutheran Hall, E. Melbourne, April 26th.
58
State Glider Championships – March 1974
Aspectivity No. 46 of April 1974, reflected the State Championships held in late March at Mt.
Hollowback, Ballarat, and comprised of Power Assist, FAI Thermal, Aerobatics, Pylon. Limbo &
Scale were cancelled and to be held at a later date at Yarragon.
(Note: - All Slope events were held on Mt. Hollowback and the Thermal events on the nearby
paddocks below.)
Competition Report:
DAY ONE – March 30th dawned to be one of those hand tailored days for thermal soaring. Before the Power
Assist competition got under way a few early birds had sent their models aloft for a quick check and were
discovering patches of good lift, even before 9.00 a.m.
FIRST EVENT:- The most notable feature in the Power Assist event was the increase in entrants, twelve in all,
armed with a wide variety of models, all of which were in character with that wide definition of “Power Assist”.
Stuart
Addiscot
brought
along
an
attractive
ASKIA motor glider. Alec Booth had converted a Monterey for the event; while Colin Collyer sported a very
competitive looking model he designed called “Hand Grenade”.
Overall the flying standard was high, without a single model being damaged during the event, however
landings were very elusive. Tactics varied widely with the length of the motor run. The final scores were
surprisingly close.
First Place – Stuart Addiscot (VARMS) scoring a total of 315 points.
Second Place – Colin Collyer (VARMS) scoring a total of 300 points.
Third Place – R. Fisher (GAGS) flying a “Cumulus”, total score 294 points.
All in all this year’s Power Assist was a most successful event with good co-operation between contestants,
timers and Contest Director. If interest continues at this level in future contests, organisers are going to have
to allow a much longer time to complete the contest.
SECOND EVENT:- FAI Thermal saw a record entry of 27 contestants. Conditions throughout the whole event
were the most ideal I can recall with plentiful lift, mild temperatures and a light steady breeze. With almost
monotonous regularity this event was won with an “AMIGO II” skilfully piloted by Keith Harvey of (V.F.F.S.).
Right from the beginning of the first round I noted a very high standard of both models and flying. Maxs were
frequent and spot landings the norm. The whole event was free of accidents and or damage to models with
one exception. Yes, yours truly who in sheer determination to obtain the landing bonus in the first round after
obtaining a max, the ASW 15 cart wheeled tip for tip. Luckily only minor damage was sustained but sufficient
to enforce retirement.
As progressive scores went up on the scoreboard it was evident that almost 50% of contestants were from
other clubs with a particularly strong contingent from Geelong. Other contestants hailed from as far as
Shepparton, Echuca and the Latrobe Valley. The end of Round 1 saw Ray Cooper flying his magnificent “Foka
V” with 410 points, Geoff Vincent on 389 points, Keith Harvey 360 points and Allan Villiers with 340 points.
ROUND II – got underway quickly and although there was an error made in timing some contestants, it was
taken in good spirit and the position was restored with reflights for those affected. During the round the
temperature began to rise and those ice cold drinks on sale began to sell. Ronald Vanderwolf did a great job
sorting out change and keeping drinks cold in between timing models. Since I had withdrawn after the first
round it gave me the opportunity to see who was flying and what models were being used. Geoff Vincent’s
twelve foot Cirrus” sure looks and performs very well. It also features pop up type spoilers which are most
effective. Graham Pentland’s “Cumulus” put in a great effort but not sufficient to keep in the running. Colin
Collyer had entered the thermal event with a very sharp looking “Cirrus” featuring a home spun fibreglass
fuselage and ailerons for good measure. Bob Allan was on the scene with a business like A.R.F. “Buzzard”.
This new ship obviously has a lot of potential as evidenced by Bob’s good scoring.
Still showing everyone that you don’t need a lot of coin to have a good model was admirably demonstrated by
59
Alan Villiers “Monterey” putting him in third place at the end of Round II on 750 points while Keith Harvey
managed second place at this stage with 770 points and Ray Cooper leading gaining a total of 820 points
while Geoff Vincent held fourth placing with 744 points.
When the final results were being tallied up at the end of the third round there were some notable changes in
position. It appeared to me that much of the high scoring occurred early in this round. Those who flew in the
later part found nothing but still air. When Ray Cooper finally got underway his spectacular model seemed to
come down almost as fast as it went up robbing him of any chance of gaining a placing. The outright winner
again went to Keith Harvey finishing with 1180 points; second place went to Geoff Vincent on 1092 points and
third place went to Alan Villiers on 1038 points to end the first day.
DAY TWO:- seemed to hold promise as I left the motel early in light drizzle. At Mt. Hollowback much of the
mountain was shrouded in fog. Sleepy heads poked reluctantly out from rain soaked tents only to be greeted
by swirling mist and cold Ballarat wind. It was obvious that conditions were unsuitable for the Scale even and
subsequently it was postponed. The fog still persisted about the site well into the morning despite the
optimism shown by the arrival of car loads of competitors. It began to look increasingly doubtful if the slope
event could be held. However luck was with us and the fog cleared suddenly just a few minutes after twelve.
A couple of intrepid soarers ventured out with their models in the strong wind half way down the side of the
slope. Within a few minutes keen starters were quickly joined by others to get in some quick practice before
the start of the first event.
The first slope event was well underway by 12.30 with Lloyd Dipple and Alan Villiers judging the aerobatics.
Andrew Eyles G.A.G.S. was one of the early competitors who piloted a very robust looking low wing “V” tailed
model putting up a commendable performance in difficult conditions.
Unlike the previous day, the indifferent weather was unmerciful toward lightly loaded models. Brian Green
found this out all too suddenly when attempting to fly his Graupner “Foka”, quickly crunching his wing panels
against the slope. For other models it seemed the biggest difficulty was in landing. Minor repairs seemed to
be the order of the aerobatic round which was typified with John Patterson and Paul Dumsday patiently waiting
for fifteen to twenty minutes for the “five minute stuff” to dry in that freezing wind. Altogether 12 entries were
mustered for the event, again models varied widely from Col Cliffs “Griffon” to Rob Goldman’s “Salto”. Yours
truly was again the only one who had the doubtful distinction of pressing the model’s self-destruct button just
as it hit the hillside! I believe it was another case of trying too hard – must be a lesson to be learned here
somewhere? Now back to the aerobatic event. The final results of this event proved to be none other than
Brian Laging taking first place. His model performed beautifully with Brian putting in some of the finest
aerobatics I have seen and a well deserved win. Second place went to another commendable performance
put up by Barry Angus of G.A.G.S. Barry’s long standing experience and expertise took a lot of beating.
Finally third place went to Andrew Eyles also from G.A.G.S.
With conditions still very cold and a stiff wind the Pylon event got underway with 10 entries. A flag colour
system waving models past the far pylon was a new feature in this event and from all accounts appeared to
work well. As I was involved in running this event it prevented me gaining exact details of who won which
heats, so in the interest of accuracy, the final three placings as resolved by the Contest Director were: –
1st place – Brian Laging, 2nd place – Ralph Learmont, 3rd place – John Patterson.
The final event, Limbo, was postponed.
Our very special thanks must go to the owner of the property, Mr. Norm Ross who made it possible for us to
hold this year’s contest at such an ideal venue and the provision of a camping area. Again to the Ross family
our sincere thanks for their hospitality and their warm attitude towards our activity.
Additionally our thanks must go to the Dandenong & District Aircraft Radio Control Society (D. & D.A.R.C.S.)
for their assistance in supplying stopwatches.
60
I am sure that all competitors will concur in expressing our thanks to Brian Laging who tirelessly manned his
electric winch for the benefit of all during the Thermal contest.
(This article was probably written by the Editor, John Bexley)
Provisional FAI R/C Thermal Rules,
Task A, Thermal, (6 minutes in 8 minute working time),
Task B, Distance, (Max. laps of 150 metre course with 4 minutes flying in 8 minutes working time),
Task C, Speed, (Flight from Base A to Base B & return to Base A, completed within 5 minutes
working time).
Motor gliders were allowed 1 minute longer working time in all cases.
Proposed new R/C Slope event, (Pylon/distance over a 100 metre course).
Thermal Glider added to Trans-Tasman Trophy
September '73 (ASP. 39) L.S.F. self-achievement program to be adopted within VARMS followed
by an application to join L.S.F in ASP. 42.
To provide some insight into what R.C. glider activity was occurring elsewhere in the country,
an excerpt from a West Australian Newsletter, “Windsock” that has been produced since
February 1967 relating to a local glider group.
Dec. ’74
“WINDSOCK”
P. 11
W. A. Radio Soarers.... W.A.R.S.
Norm Wasley & friends
Contest Director’s Report (from Newsletter):
The November comp, (which was
brought forward to the last weekend in October) was run to the new rules as a full F.A.I.
Thermal event, the only difference being in the number of rounds for the day. Since it was
the first time this event has been run by our society, it was considered that one round
would be sufficient to familiarise both competitors and committee with any problems likely
to arise from a full-scale show.
The contest was well supported, with 15 entries, and some high quality flying was
seen on the day. Weather was ideal with an abundance of thermals, although at times
the wind was a little brisk. The competition involved three tasks; Duration, Distance and
Speed. All three tasks had to be performed by the one aeroplane although weight and
trim adjustments were permitted. A point to note here is that the rules do allow a change
of aircraft at the commencement of successive rounds. I will not go into the details of
rules or scoring because these will be made available to all members by the Secretary in
due course. Although one does not really need a Maths. Degree to complete the winning
scores, a calculator is essential- preferably one that works! (sounds like the voice of
experience eh? Ed.)
As will be seen from studying the score sheet, the method of scoring is based on a
ratio concept and is quite a good idea because the overall system effectively yields two
sets of information. Firstly the points, distance or time score will give a comparison of the
pilot’s performance to a universal standard; and secondly the computed partial score
grades the pilots on the day. The total of the partial scores gives the final placings for the
competition. At the meeting of 27th October, the five placings were as follows1. R. Farren, 2. R. Datodi, 3. R. Allen, 4. G. Foster, 5. B. Duff.
By way of interest, the following statistics are worthy of note. The maximum
distance covered in Task “B” was 1200 metres, (0.75 miles), performed by Roy Farren in a
time of 4 minutes. In Task “C” the maximum speed was 38.2Km/hr. (24 Mph) by Geoff
Foster. The competition proved to be quite a challenge because the performance
demands on each glider required diametrically opposed design parameters. This type of
contest will certainly encourage the development of some top class aircraft, and we can
look forward to some close and exciting scoring at future events.







61
Jan. 27th 1974 - Flying meeting scheduled at Caulfield Racecourse, events to be held:1. Thermal endurance and precision landing to F.A.I. rules,
2. Single model timed speed trial,
3. A "lolly loop" or similar novelty event.
Aspectivity No. 47 of May 1974 carried a banner proclaiming “Thermal event in 1974 TransTasman”.
EDITORIAL
by M. RICHARDSON
Advance our Gliding Affair! That’s about as close as I could get to “Advance Australia
Fair”. Ironically both headings have a place in this month’s editorial as we learn the M.A.A.A. now
gives its sanction on Trans-Tasman events. Secondly, for the first time an R/C thermal event will
be included. Well, where does VARMS come into this? Simply, that at the VMAA A.G.M., yours
truly made representation on behalf of VARMS to include gliding in the next Trans-Tasman. I
guess better late than never.
A brief history of the Trans-Tasman tells of a long standing hope to hold a mini inter-nats
which was brought into reality by a New Zealand group. With the aid of a local company’s
subsidy, a six man F.A.I. aerobatic team was selected and fielded to challenge the N.S.W.A.A.
Procedures were borrowed from the World Championships with the object of producing a
competition as close to that standard as possible. 1970 saw a widening of the Trans-Tasman
concept to include a Free Flight challenge. Each year the event is hosted alternatively. This year
the host country is New Zealand. However, before I go much further I must hasten to add that at
present things are on a pretty small scale, with the Australian Thermal event Team comprised of
three members.
Just how these three individuals will be selected will be greatly debated. For purposes of
this challenge, V.A.R.C.A. through the usual channels of officialdom has informed us that the
Victorian contenders selection team will be based on the new F.A.I. rules published in the last
Aspectivity. This event will be held at the next meeting. Those who seriously want to compete will
have their scores forwarded to the M.A.A.A. Then, the three highest scores will be selected from
contenders from all states. That makes it a bit tough if you live in Tasmania competing against
scores made at the same time of the year in Queensland. The dates for the New Zealand TransTasman which will be held in Christchurch, are 26th, 27th and 28th of October, 1974.
62
1974 - 75
The Committee
President
Bruce Smith
Secretary
Geoff White/Ralph Learmont
Treasurer
Maurice Watts
Editor
Paul Dumsday
Contest Director
Ralph Learmont
Site Controller
John Vanderwolf
Property Officer
Bob Cooper
The VARMS WinchThis item is still in use in 2008, being used mainly for Training and VARMS Trophy events.
No Re-affiliation – V.A.R.C.A. & V.M.A.A.
5 July 1974 - a decision taken at the AGM NOT to re-affiliate with VARCA - although this
group had in fact ceased to function as of 30 June anyway.
Advertisements per the Hobby Hangar in Aspectivity 50, August 1974 show the following models
kits available:
Midwest
Little T Glider
Wik Modelle Susi
E2 Juan
BS1 Bjorn
Kyosho
Cirrus
Kestrel
Skycoaster
Salto
Marks Models Windfree
Astro Flight Monterey
Windward
Malibu
Robbe
Tonga
Asw-17
Condor
Flight Glass Phoebis
Delfin(2 wing kits)
Foka
Aerobatic
Veron
Impala
Marabu 6
Springbok
Sterling
Schweizer 1-34
Big Eagle
63
New Kits:
Airtronics
Grand Esprit
Cambria
Diamant 18
Austor
Dodgen's
Todi
Olympic
The same magazine also features an advertisement from Dick Steele's Hobby Service, Croydon.
Aug. '74 - advice received that Kangaroo Ground flying site is no longer available.
ASP. 52 '74 - reports that on 4th October 1974 at an Extraordinary General Meeting, a majority vote
resolved NOT to affiliate with the VMAA.
This decision coupled with the decision previously NOT to re-affiliate with VARCA thrust
VARMS headlong into its most tempestuous period as it sparked the great debate of whether to
affiliate or not. Additional information taken from elsewhere in the document has been repeated
here, and interspersed with some correspondence published in Aspectivity from time to time.
1969 - December - Mention in the News sheet of Dec. 1969 that Mr. Allan Villiers (VARMS's
Secretary) is also a delegate to V.A.R.C.A. It seems that VARMS was affiliated with VARCA
from the outset.
1971 - August - a reminder stating that VMAA/MAAA affiliation fees were overdue (optional)!
1972 - 8 September - At an Extraordinary meeting a VARMS decision to continue affiliation with
VARCA, and also to affiliate with VMAA. This means that members are automatically able to enter
National contests without paying an extra and individual affiliation fee.
1973 - AGM decision to continue affiliation with VARCA only by a very marginal vote.
Aspectivity 38 - August 1973
Dear John,
(J. Bexley, Editor)
Well done on your first effort in the production of the "New Aspectivity". I couldn't help
but notice the little rogallo kite on the front page amongst the rest of the fabulous graphics, anyone I
know? I would like to take this opportunity to pass on my own congratulations to you and the new
committee and wish them many happy fruitful hours of discussion over the next twelve months of
VARMS activities and objectives.
I feel this years' A.G.M. was a significant occasion, to me at least, it revealed several
contentions that need further investigation, if VARMS is to achieve harmonious future aims, not
only in its own structure, but also in the relationship with aeromodelling on a national basis.
One of the points was re-affiliation with V.A.R.C.A. I, for one, have never been in favour
of affiliating with "yet another body", in between the average modeller and the F.A.I., there is
enough red tape to go through in order to gain world recognition on a competitive basis. Besides,
how many of our members give a damn anyhow for the VMAA, MAAA, or for that matter, any of
the other bodies that are concerned with presumptuously running our affairs? It seems the old
argument of P.M.G. frequency allocation is still the main draw card for justifying our affiliation
with VARCA. Surely if this one important issue is finally coming to a head, a delegation of all
radio control users (including boat and yachts) could be formed for the duration of negotiating
terms with the P.M.G. Why tax each member of VARMS such a large percentage in fees over the
next umpteen years over only one issue. VARMS has never relied on outside help to run its own
competitions and Championships in fact it even ran, organised, its own show in the 1972-3
Australian Nats. Surely we have as much in common with the power flyers that mainly constitute
VARCA, as the model radio boat clubs have with VARCA.
I am sure not one member is likely to raise an objection to a decision by our committee, to
increase the membership fees for causes that will elevate the standards of our association and our
hobby in the interest of its membership. I am not convinced that our members would be prepared to
pay 1/3 of their fees to another body, one, which in my mind, has failed to justify to us, that it has in
the past, or will in the future, be of any benefit to VARMS.
Another point that came to notice during the A.G.M. was the future structure of VARMS.
Alan Villiers and myself have already pointed out the arguments on favouring the apparent trend
towards regional divisions. Unless the present committee starts to plan for this inevitable trend,
64
fragmentation of the present structure will slowly take place and may go on undetected until it is too
late.
Well, John, you wanted some feedback from the members and I hope this small contribution
will be sufficient. Again, all the best for the next year, and may the weather be kinder to us all over
this season of flying.
Happy Landings
Peter H. Prussner
(VARMS Inaugural President)
..... the following is extracted from Aspectivity 40, October 1973,
(Editorial comment) I've just received WINDSOCK, the quarterly newsletter of the
Western Australia Aeromodellers.....that's right, Aeromodellers, not R.C., C.L., F.F., or gliders.
Most interesting. Peter Somers, the editor tells me he is flying his R.C. sailplane, two chuck
gliders, a .35 powered Hustler and an F.A.I. speed job. On the shelf sits a trophy for combat.
Imagine this in Victoria. Maybe, if we pulled our heads from the sand and looked about, we would
see all the other possibly interesting flying activities. Tony Cincotta would be one of the few to fly
in a wide area (control line, speed, glider, free flight).
All this rambling is a prelude to this letter from the V.M.A.A. By now you've possibly
gathered that I'm "on the fence" about aeromodelling politics. Anyway, please give it some
thought.
The Editor,
“Aspectivity".
29 August 1973.
Dear John,
This letter is a result of a request from the members of VARCA executive who are also
members of VARMS, to answer the letter by Peter Prussner in a recent issue of 'Aspectivity".
However, it may be regarded as trying to answer the constant query, as to the worth of our
organisation and it is requested that it be printed in your magazine.
The VMAA has achieved much for the benefit of its members in general.
1.
We have just had a successful Nationals
2.
The proposed gliding (R.C.) rules have been distributed throughout Australia for appraisal,
in spite of delays in their preparation.
3.
We organised the first VMAA Presentation Dinner which was a great success. Anyone who
was not there missed a very enjoyable evening.
4.
In spite of an inactive Federal executive, the MAAA will have a paid secretary next year,
due mainly to the unremitting prompting by the VMAA, and this appointment should
overcome the lack of direction from Federal level.
5.
The VMAA was instrumental in negotiating for satisfactory flying clearances from DCA,
and to a radio soaring group this should be more than welcome.
6.
Current negotiations with the Ministry of Youth, Sport and Recreation should provide
benefit to all members of the association, but the active support of everyone is needed for
the success of our case.
A State organisation is necessary to co-ordinate dealings with the MAAA for affiliations,
records and changes in flying rules - both from the FAI down to the individual, and for
recommendations from the individual up to the legislative body.
There are several other items which will help improve the VMAA as to what it can offer its
members. At present the system could be improved, and to stimulate this it needs criticism, but
criticism offered in a helpful manner. If any of the groups which have voted in the majority to
support VMAA, wish to make a change, then the mechanism exists to make that change. After all,
the VMAA will become what its members want it to become, and the more effort any individual
puts into it, the more he will get out of it. The VMAA committee meetings are open to anyone who
wishes to attend, and the details of the next meeting may be obtained from your club secretary.
Yours faithfully,
Merv. Buckmaster.
VMAA Secretary
65
Aspectivity 48 - June 1974
Letters to the Editor
9th June 1974
Dear Sir,
We write this letter prior to the A.G.M. in the hope that it will stimulate thoughts among the
members as to the future course of our Association, as far as our association with V.A.R.C.A. is
concerned.
It has become apparent over the last few years that a substantial proportion of V.A.R.M.S.
members and ex-members are dissatisfied with the value obtained from being associated with
V.A.R.C.A. and higher bodies. We feel that in terms of money spent for value of return ($180 at $3
per member which represents 30% of our annual subscription income), we are subsidising to a
political game played by certain people who get their kick out of aeromodelling politics. We must
not forget the prime purpose of our Association which is to promote the activity, participation and
fellowship involved with R.C. soaring. In essence, we question the worth of our contribution to
V.A.R.C.A. in terms of benefits obtained for the money spent.
From our observations in the past V.A.R.C.A. has achieved very little in the way of direct
benefit to our association, although in fairness it serves the needs of the R.C. power clubs to a
greater extent. Looking back, what do we see?
1.
Our members are automatically affiliated through to F.A.I. level so that record attempts and
National Championships involvement are valid.
2.
In reference to the arguing point made at last year's A.G.M. about the need for V.A.R.C.A.
affiliation for the reason of frequency band planning, we see that one year has passed since
without positive progress. It is all still talk.
3.
Insurance scheme - This has been on record for well over 1 1/2 years and is as yet not
operative so that no portion of our $3 affiliation goes toward this, besides we have nearly
always had our own Insurance scheme.
So much for that. Now consider this - Is F.A.I. affiliation really necessary for 100% of our
membership considering that only ONE member (Alan Villiers) entered in last year's National
Thermal event? Secondly, one might ask - "what about State championships events. Doesn't one
have to be affiliated with V.A.R.C.A. to be able to enter" The answer is YES, - but Haven't we
(V.A.R.M.S.) run every State Championship Gliding event ever held. The only contribution that
V.A.R.C.A. made was in the form of verbal directives as to how the proceeds could be spent with
regards to trophies and what percentage V.A.R.C.A. could rake off afterwards. In plain fact, the
total administrative effort and man-power required to run the State Championships was provided by
us (V.A.R.M.S.) and therefore we see no reason in future why this can't be done again without
V.A.R.C.A.
Model Politics: Both of us have represented V.A.R.M.S. as delegates to V.A.R.C.A. and
generally agree that V.A.R.C.A. meetings are pre-occupied with procedural matters rather than
basic modelling "tin tacks". We recall countless times where "points of order", amendments to
motions, amendments to amendments and general verbiage have all wasted valuable committee
time. Sometimes the scene resembles a school room court-house. Whilst we appreciate that any
form of Committee has to operate under some sort of order, we feel that in fairness to the
V.A.R.C.A. people involved who are no doubt trying very hard, that the "efforts of the V.A.R.C.A.
set-up is being ill directed.
We also feel that V.A.R.C.A. concerns itself more with interclub Power R.C. liaison
(D.D.A.R.C.S., K.D.M.A.S., M.A.R.C.S., G.A.G.S., L.D.M.F.A.) as far as their club activities are
concerned. Things such as 2 1/2 c.c. pylon racing, interclub competitions etc. none of which
concern gliding, V.A.R.M.S. delegates had great difficulty in getting a Trans-Tasman gliding event
included in the next series and even then we have no say in who is selected.
Affiliation - How it stands regarding all aeromodelling interests in Australia:
The present organisational set-up has been wrongly conceived, and furthermore it is unwieldy. It is
impossible under the present set-up to find an ordered progression of interests. Take for example,
66
in the lower echelon, we see that K.D.M.A.S., Knoxfield and Lilydale are general aeromodelling
clubs which are first affiliated as R.C. clubs and then through the V.M.A.A. affiliated as general
aeromodelling clubs. It seems far more sensible under these circumstances, for these clubs to
affiliate directly to a general aeromodelling body such as V.M.A.A. than the present "hotch potch"
situation. An alternative to this situation would be the formation of a National Gliding body, a
National Free Flight body, Control Line body, Model Rocketry body etc. This would enable each
sector to deal more directly at a national level without dealing through a multi-tiered administration
which we now have and which is very inefficient. For example, if gliding were to grow to the
extent that we could field a national gliding competition - under the present system it would be
organised by the M.A.A.A., and the effort required would be ever so much greater due to the
strangling effect of "red tape' imposed by the other modelling bodies.
In finishing, we would like to officially put a Notice of Motion to the A.G.M., that "V.A.R.M.S. ceases to affiliate with V.A.R.C.A.".
Regards,
Ralph Learmont and John Patterson
The following was printed in Aspectivity 50, August 1974, but was actually read out at the A.G.M.
of 5 July 1974 in response to the letter of Learmont/Patterson.
EXTRACT FROM G. BURLEY'S LETTER.
The following is an extract from a letter written by Graeme Burley. As this letter was read in full at
the AGM, only facts concerning changes in the hierarchy have been presented.
(Ed)
!!..... A major administrative change is to take place at the end of June 1974. VARCA will cease to
exist as such. This new administration is "tailored" to suit the needs of the aeromodeller, and
"streamlined" to the needs of the future.
All aeromodelling in this State will now come under the direct control of the VMAA with
sub-committees of local management to assist. Ours will be known as the Radio Control
Management Committee.
The new VMAA will, amongst other things;
1. Manage all finances and affiliation on a club and individual basis.
2. Administer the new individual Public Risk Insurance policy which takes effect from 1st July
1974.
3. Liaise, on behalf of all aeromodellers, at a Club & State level, with the new State Government
Dept. of Youth, Sport & Recreation with which our club is officially registered.
4. Continue to use R.M.I.T. on an expanded basis to include meeting rooms, library, wind tunnel,
film screening facility including lectures on related topics by R.M.I.T. lecturers.
5. Liaise, through MAAA with P.M.G. for additional or better frequency (The PMG have already
agreed to a common permit date) and the new R.C. Management Committee appointed by MAAA
to act on their behalf.
6. Organise through the new Management Committee, competition and State Championships.
Further defined areas of operation can be ascertained by reference to the proposed new VMAA
Constitution which is "timed" to operate from 1st July 1974.
I think it should be pointed out that besides the obvious benefits already referred to, our
affiliation through the State level of VMAA and the National level of MAAA automatically ensures
us of membership with the World body of aeronautics, viz. International Aeromodelling Committee
(C.I.A.M.) of the Federation Aeronautical Internationale.
I further point out to our membership, that in the future, only members affiliated through
VMAA, MAAA & FAI will be allowed to enter State and Nationals, Overseas (International)
aeromodelling Championship events.
Graeme F Burley
VARMS No. 59 - Life Member VMAA
67
1974 - 5 July - A. G. M. Decision NOT to affiliate with VARCA (which disbanded on 1 July
anyway. Its role and functions were adopted by the Radio Control Management Committee, a subcommittee of the VMAA which now assumes direct control of ALL aeromodelling within the
state).
Aspectivity 50 - August 1974
Letters to the Editor
VARMS & Affiliation (this time to the V.M.A.A.)
In view of the forthcoming extraordinary VARMS meeting in order to further discuss the
affiliation issue, I wish to point our various relevant facts which I feel should disclosed to the
members.
1. The decision to disaffiliate with VARCA was made at the last VARMS A.G.M., 5 July '74.
VARCA ceased to exist as from the 1st of July '74. Consequently the motion did not apply at the
time the actual vote was taken.
2. Every financial VARMS member had received a copy of a letter written by fellow members R.
Learmont and J. Patterson, published in Aspectivity No. 48 June '74 advocating a NO vote on the
issue. A letter written in reply by fellow member G. Burley, Assistant Secretary of the new R.C.
Management Committee of the VMAA dated 28 June '74 was read to the meeting by M.
Richardson. This document explains in some detail the new situation as far as the administration of
Aeromodelling - R.C. in Victoria is concerned.
3. There was no doubt room for criticism in the past towards VARCA, VMAA and MAAA, which
when further analysed, pointed towards one common and fundamental problem, insufficient
communications. It is important for our members to realise that due to the continuous expression of
dis-satisfaction by our own VARMS delegates at previous VARCA meetings the recent action was
taken and the new administration of R.C. modelling in Victoria should be able to operate far more
efficiently than before.
4. Having had further discussions with a number of fellow VARMS members, who are also aware
of the new situation, it is my carefully considered opinion, the VARMS should affiliate with the
VMAA. The following reasons for my decision to support the affiliation principle are basic and are
only to be taken as part of the total, which I expect to be presented at the forthcoming meeting.
(A) As R.C. modellers we have to face certain facts. Our investment in terms of money in
our sport & hobby is much greater than in other forms of aero modelling. We are vulnerable when
it comes to the question of frequency allocation by the PMG. We must realise that the pressure for
more space on the spectrum by institutions and enterprises who deal with more important activities
than R.C. modelling is bound to increase. Consequently VARMS should make the fullest use of
any available opportunity to take part in action which will ensure that R.C. modelling, and of course
R.C. soaring in particular, will at least continue, if it cannot be improved in its present form. That
opportunity exists through affiliation with VMAA and representation of VARMS at the new Radio
Control Management Committee (R.C.M.C.) is the first step.
(B) We all have an obligation to those dedicated fellow R.C. modellers who have taken on
the most difficult job of dealing with the PMG.
(C) Communications are the real life essence of any organisation. By having our delegates
representing VARMS at the R.C. Management Committee we will have a vital link with the
Aeromodelling administration in Victoria and also the MAAA. Not to mention the fact that
VARMS can take part in the advance planning of the Victoria State Championships which can only
be entered by affiliated members. Our delegates should be expected to report to the committee any
special events or achievements by individual VARMS members or groups which will be passed on
to other clubs and so on.
(D) The new individual insurance policy, of which so much has been talked about in the
past, will cost each affiliated member $1.25 (which is included in the total affiliation fee of $4.00)
and provides coverage up to $250,000.00. The total contents of the policy should be made available
at the forthcoming meeting.
68
(E) I would like to direct our members attention to article "3" in G, Burley's letter. I see
great value in liaison with the Victorian Ministry for Youth, Sport & Recreation, and fully agree
with fellow modellers who have visions of seeing our activity accepted and recognised as a proper
sport in the eyes of the public.
In conclusion, I would like to add that the vote taken at the recent VARMS A.G.M. appears
to be more an expression of dissatisfaction with the "goods received" rather than a rejection of the
affiliation principle. There is now, "A New Dawning," so let us all stay together and enjoy our
hobby with the knowledge that we are not alone. We must always bear in mind that there are
dedicated people amongst us who have actually given up most of their modelling activities in order
to help with R.C. soaring, which makes us members of the whole Aeromodelling movement We
must concentrate on the things which unite us, which allow us to officially participate, which create
interest and good will amongst other modellers and members of the public. R.C. soaring is
presently the fastest growing Aeromodelling activity throughout the world. This trend is also
evident within Australia and will one lead to the formation of the Australian R.C. Soaring
Federation. VARMS is still the largest soaring Association in Australia but not necessarily forever.
Whatever the future holds, we should not isolate ourselves and indulge in small thinking but have
the concept of "strength in numbers" on our minds.
John Gottschalk
VARMS & AFFILIATION
Seeing that our affiliation with the VMAA and its associate organisations has been severed,
I think it is now time for us to consider affiliation with VMAA and the new future of VARMS.
Firstly our association, it seems that VARMS should be a controlling body in Victoria for
RC Gliding activities. It should be completely separate from other RC power clubs or committees,
such as the now disbanded VARCA or its replacement organisation. After all, we don't see the
Victorian Control Line Association on the same committee as the Free Flight Society except at
VMAA level. Our only similarity with R.C. power flying is the transmitter in our hands.
We should organise ourselves so that we are capable of telling VMAA our ideas, and the
manner in which we intend to carry these ideas out. Also, a subcommittee could be formed to
approach the PMG regarding frequency allotments.
Secondly, some thoughts on affiliation with VMAA, MAAA & FAI, there are some sound
reasons why members should consider affiliation.
1. Competition results being OFFICIAL in Australia.
2. Record attempts being recognised by the FAI.
3. The general aid that can be gained from a higher body.
4. Before being eligible for membership of the LSF, a flier must be an FAI affiliate.
The above is food for thought and I will welcome any comments, ideas or solutions. After
all, it was our association with VARCA that was taken to task, not the VMAA.
Jeff White
(Secretary VARMS)
..... and Aspectivity 51 of September '74 provides yet another point of view:
VARMS & AFFILIATION
Charlie Brown was one day happily working away in his backyard, building a snowman,
when he heard the startling news, - this was to be his last snowman. In future he had to be
organised, snow leagues, rules and regulations, eligibility for competition, standings and awards,
special fields- suddenly all the fun had gone out of it.
Familiar?
Reading August Aspectivity reminded me of the last meeting various members airing their views, each speaking his piece as an interested modeller trying to
improve his club, and then suddenly it all became political, thought I was back in the electorate
before the last couple of elections.
69
Don't let it become political!
I believe that VMAA, MAAA, CIAM, FIA are, in the main only of
value to those members interested in competition flying. They are welcome to it and I will cheer
them all the way, and help them if I can, but I do not wish to subsidise them - or to finance the
junketing of special representatives of whom I have never heard.
I believe that the insurance scheme would be better handled at a club
level, rather than by a bureaucracy - I see it only as a ploy to give all the business to one company,
onto a good thing.
I know, as at least one other member has pointed out, that the PMG is
unlikely to prepare legislation to give exclusive space on the already overcrowded air waves for
modellers. The 'agreement" to a common permit date is merely to simplify procedures for a batch
of clerks and has no connection with frequency allotment.
Regards,
Morrie Murphy
1974 - 4th October - Extra-ordinary meeting decision NOT to affiliate with VMAA.
The main reason appeared to be the high fees to cover the costs of competitions when only a
relatively small number of VARMS members were active in this area.
1975 - Letters exchanged between VARMS and VMAA: from Lloyd Dippel, Secretary VMAA
extolling the virtues of an 'improved' VMAA, response from Morrie Murphy Editor VARMS with
a further response to this letter from Alan Villiers as President of the VMAA. (Alan Villiers was a
foundation member of VARMS (No. 2), and was a strident worker in widening the scope of glider
activities, when, as Secretary of VARMS, he was instrumental in having Glider events at the
Nationals, and also as part of the State Championships.
1977 - A special V.M.A.A. affiliated group set up, "VARMS COMPETITION", to enable people to
fly in VMAA/National events and get recognition of any records at Australian and World levels.
1979 - VARMS is approached by VMAA to re-affiliate, did not happen at this time.
1979 - A published fee structure indicated that whilst VARMS was not affiliated with the VMAA
and had its own Insurance, it was also an option to pay an additional fee and be affiliated with the
VMAA. This led to the creation of several "Soaring" groups that were mainly VARMS members
who wished to participate in competitions the non-affiliated persons could not do. At this time
VARMS apparently also received reports from the R.C.M.C., a subcommittee of the VMAA.
1980 - A. G. M. decision to affiliate with the VMAA and dis-continue an insurance capability in its
own right, (and has remained so at least until 2003).
NOTE: VARMS seemed to have been affiliated with VARCA because of its management of Radio
Control clubs and competition activities for R.C., and with VMAA because of its overall
administration, Insurance capability and affiliation with MAAA/FAI for reasons of participation in
State & Nationals competitions & Record attempts etc.
.... and from the same newsletter;
President Mike Richardson advises a successful outcome in getting a Thermal even included in the
Trans-Tasman to be held in Christchurch N.Z. 26-28 October. Although qualifying events were to
be held, another decision was made for the participants to be selected from the most recent State
Thermal Champions, Keith Harvey of Victoria was one selected for consideration for the team..
"PROFOOFUL'S LAW:When soaring, a circling hawk indicates two things, - First, that there is thermal activity in the area.
Second, that the towline is fouled. This law pre-supposes that un-tangling the towline will cause
thermal activity to cease.
Glider wings are long and slender for two reasons:First, this wing planform holds warps the best. Second, greater span increases the probability that
some part of the wing will come into contact with a tree.
Some proponents of soaring claim that high aspect ratio wings exist only to keep people who drive
70
small foreign cars from owning gliders.
The visibility of a glider is good only when the mass of the object is at rest. When in the air, gliders
become transparent.
Given two gliders, one of which took two months to build, while the other took two weeks, the
glider having the shorter building time will stay airborne longer.
A one hour flight is only possible when the battery pack has only 59 minutes of charge left in it.
When thermal soaring, the wind will always be above 15 mph., when slope soaring, the winds will
be below 15 mph.
A well-trimmed glider will always crash downwind.
A recent theory assumes that thermals are formed below the ground at slopes. This theory finds
some proof in that a glider which is essentially a thermal hunting craft, will tend to seek out the lift
by flying into the side of the slope.
Thermals are made of green cheese, and if you ride one long enough, you'll fall off the end of the
sky.
???
Nov. '74 (Asp53) - Ray Datodi (former inaugural member & Pres. of VARMS, also inaugural
member of KDMAS.) applies for Associate membership from W.A. where he has also been
responsible for the creation of the West Australian Model Soarers with 38 members.
Aspectivity 56 - March 1975 contained the following:TYPES OF R/C FLYERS
FORMULA 1.
Leaps tall buildings in a single bound,
Is more powerful than a locomotive,
Is faster than a speeding bullet,
Walks on water,
Gives policy to God
FAI.
Leaps short buildings in a single bound,
Is more powerful than a switch engine,
Is just as fast as a speeding bullet,
Walks on the water if the sea is calm,
Talks with God.
QUARTER MIDGET
Leaps short buildings with a running start,
Is almost as powerful as a switch engine,
Walks on water in an indoor swimming pool,
Talks with God if special request is approved.
NOVICE PYLON. ALL CATEGORIES.
Barely clears a Quonset hut,
Loses tug of war with a locomotive,
Can fire a speeding bullet,
Swims well,
Is occasionally addressed by God.
PATTERN.
Makes high marks on walls when trying to leap buildings,
Is run over by locomotives,
Can sometimes handle gun without inflicting self-injury,
Dog paddles,
Talks to animals.
71
SCALE.
Runs into buildings,
Recognises locomotives two out of three times,
Is not issued ammunition,
Can stay afloat with a life jacket,
Talks to walls.
SUNDAY FLYER.
Falls over doorstep when trying to enter hobby shop,
Say's "look at the choo choo..",
Wets himself with a water pistol,
Plays in mud puddles,
Mumbles to himself.
GLIDERS.
Lifts building and walks under them,
Kicks locomotives off the track,
Catches bullets in his teeth and eats them,
Freezes water with a single glance,
Is God........
April 25, 26 & 27 1975 - State Championships at Mt. Hollowback. (Aspectivity 58 - May 1975)
Whilst the detailed results of this competition are covered elsewhere, it is worthwhile using
this competition report to give a better indication of how this event was managed over a 3 day
period at Ballarat, incorporating both Slope and Thermal events, and also, made possible by a very
generous and forgiving land-owner, Norm Ross; whose generosity continues 28 years later in 2003.
A SPECIAL THANK-YOU TO NORM ROSS
VARMS possesses a very good friend who lives a long way from Melbourne on the outskirts of
Ballarat - namely Norm Ross - owner of Mt. Hollowback and surrounding property. Those of us
who have met Norm are aware of his friendly and generous qualities and are truly in his debt for the
service he has offered us over the years (thistle clearing & mowing). Thank-you again, Norm for
your assistance.
STATE CHAMPIONSHIP
Following last year's State Championships which were beleaguered by cold howling gales, it
is with great pleasure that I report the weather fortuitously smiled upon us. However, it was
something of a close shave. Upon arrival at Creswick on Thursday afternoon we were confronted
with threatening cloud, and a drizzle besotted Mt. Hollowback ..... and so with disconsolate spirits
we retired, brightened only by Ralph's arrival - an unprecedented 3 hours early !!
Contrary to the "last look at the sky" prognostications, Friday turned out to be a clear, crisp
morning with a steady breeze, and this set the overall pattern for the weekend.
Events were chosen on the day according to weather conditions. Friday brought some
outstanding flying in the Aerobatic competition followed by an extremely successful Limbo event the new shock resistant poles saved many models. Saturday heralded the Thermal competition with
35 entries and, unfortunately, strong breeze that made conditions rather less than idyllic. Power
Assist and Scale events were also held as the wind moderated slightly. The overall standard of
flying during the three days was of a most impressive standard and characterized by a fine amalgam
of keen competition mixed with good sportsmanship.
A number of new and interesting models appeared over the weekend, all built with a view to
grabbing some of the laurels. Rob Goldman's "Miskeet", sporting the usual impeccable finish; Ray
Cooper with his exceptionally versatile "Pelican"; Brian Laging with newly created "Outcast III" (came to an untimely demise in the blossom of a promising career.); Glen Adamson wafting around
with an impressive "Citrus" that sported rudder-elevator-ailerons-spoilers; and John Van der Wolf
72
with his 1/4 scale "Pilatus" that flew beautifully and exhibited all the better traits of its full scale
prototype.
One or two of the more amusing sights must also be duly recorded. Free flight protagonists
Keith Harvey, Ron Bird and Noel Harding hastily swapping their one and only engine from model
to model for the Power Assist event - one can only hope that by next year, with frugal living and
diminishing inflation, they can afford one each! Frank Campbell's little exercise in finding
accommodation must also be related. Frank set off towards Ballarat looking for accommodation
but after a succession of NO VACANCY signs, finished up in Melbourne - only to find upon his
return the next day that he could have had a room in Creswick - which he duly did that night.
Interesting to note that the section of the hill that was so meticulously cleared the weekend prior to
the Championships, was the only section that was not used.
One very pleasing aspect of this year's Championships was the fine camaraderie and good
fellowship that was evidenced in the Camping Park at night - those present will long remember the
thirty people who jammed themselves into Bruce Smith's tent and swapped yarns till late into the
night. This good spirit prevailed not only at night but could also be seen each day during the flying.
It is with real gratitude and appreciation that I thank the following people for their efforts in
willingly assisting with the chores of organisation:Mike Richardson who was ever available - particularly for that "dirtiest of jobs";
Bill Hopkinson who offered his assistance whenever work was to be done;
Peter Leany who made two special trips from Melbourne to Ballarat simply to deliver and return the
mini-bikes (tow-line retrievers);
Allan Villiers for his help in calling the Pylon Race;
Maurice Watts for obtaining his daughter's trail bike and for cleaning the site of rubbish and litter;
Morrie Murphy for his excellent photography (appearing in this issue);
Brian Laging and Ron Gottschalk who manned the two winches uncomplainingly from 9.00a.m. till
dark;
Carig Hutchinson and Ron Van der Wolf for setting speed records in returning the winch lines;
Bill Patterson-Cheney for the use of the mini-bikes.
SCENE AT THE CHAMPIONSHIPS
Brian Laging - Getting on top of Ray Cooper in pylon?
Geoff Vincent - Needs automatic launch system for limbo.
Rob Goldman - Where there's a fence ....!
John Gottschalk - Rumour has it the K-13 is the fastest.
Mike Richardson - Peregrine reincarnated?
Maurie Watts - Didn't seem to see a certain Amigo?
Stuart Addiscot - Exit one greasy servo.
Brian Green - Slope or Thermal?
Cliff Fiddes - From thermals to splinters.
Geoff Hearn - Going places in aerobatics.
Morrie Murphy - Busy with the shutter.
John Van de Wolf - Unnecessary towline anxiety.
Allan Villiers - Loud hailer better than loud voice.
Bob Cooper - Thermal hunting pylon racer.
Craig Hutchison - "Mini-bikie".
Power Winch - Flawless Hurler.
73
(First 3 places only of events - more details elsewhere)
Aerobatics
1. Ralph Learmont 2. Geoff Vincent
Limbo 1
1. Ray Cooper
2. Geoff Vincent
Thermal
1. Ray Pike
2. Brian Laging
Power Assist
1. Stuart Addiscott 2. Noel Harding
Pylon
1. Brian Laging
2. Ray Cooper
Scale
1 John Gottschalk
2. Ralph Learmont
( K-13 )
( Kestrel )
3. Ray Cooper
3. Ralph Learmont
3. Rob Goldman
3. Geoff Vincent
3. Ralph Learmont
3. Geoff Vincent
( T.33.B )
CHAMPION OF CHAMPIONS
1. Geoff Vincent
2. Ralph Learmont 3. Brian Laging
66 Points
65 Points
55 Points
Asp. 58, May 75 provides early mention of an "electric" winch used by Brian Laging.
74
1975 - 76
The Committee
President
Ken Govett
Secretary
Tim Morland
Treasurer
Maurie Watts
Editor
Morrie Murphy
Contest Director
Tim Morland
Site Controller
John Vanderwolf
Property Officer
Bob Cooper
Notable points from the A.G.M. Friday 4th July 1975 - Church Hall, Hotham St., East Melbourne:
Membership at approx. 150, Association very solvent even with many purchases (including club
petrol winch), Elsternwick site becoming over-crowded, two flying meetings a month to be
arranged, possible initiation of a Training program (Slope), much ado over "Formal" and "Informal"
competitions, an achievement program suggested, a new event "SPEED" to be included in the State
Championships which is now to be segregated into two distinct competitions, Thermal & Slope
soaring.
Aspectivity Visits – John Vanderwolfe
(VARMS 90)
(Aspectivity 61 - August 1975)
(A series of interviews by Editor Morrie Murphy that were reflected in the
magazine)
We are standing in a crowded workshop amidst organised disarray,
and in front of us almost filling the available space is a plane, as yet, unflown,
bearing the name "Meteor".
Its 17 1/2 square feet of wing area spanning 16ft is combined with a
gleaming 7 foot fibre-glass fuselage.
We gaze in some awe at this newest addition to the "Flight", whilst
visiting at Upwey, where John Vanderwolf, its builder lives with his "cheery wife Willi", son
Ronald and two lively, snowy headed younger children. John left his native Holland to settle in
Australia some fifteen years ago.
His daily work away from modelling is in the plastics industry, where he undertakes
developmental work in the application of injection moulding to the manufacture of many items
ranging from bottle tops to refrigerator parts.
M. M. - John is this a 1/4 scale?
John - No, this is larger, and not based on any particular aircraft at. The only thing that I did was to
hope to improve on the 1/4 scale, where normally you must stick to a particular design. The Blanik
is probably a model we can think of in 1/4 scale, it has a wing area of 14 sq. ft., and a span of about
13 1/2 ft.
I wanted to use a quick method of building, and a new one at least for me. Normally a
fibreglass fuselage is formed in two moulds and the two halves fitted together - this one was
moulded in one hit, a very fast way. Using full size plans I prepared outline drawings of the
varying fuselage shape at 5" intervals for its full length. These were achieved by a slightly different
method to that demonstrated by Ralph (Learmont) in an earlier Aspectivity. Gathering old blocks
of foam that were laying about, I cut 5" sections, large slices of "bread" if you like, working to the
planned shapes. Stuck together with 5 min. epoxy these shapes formed a full size fuselage core,
including fin and wing mounting. A brief sanding to take down the ridges between sections and to
finalise the shape, and I had in a matter of one night completed this stage.
M. M. - "Gosh".
John - On the second night the surface was sealed using two thick coats of water-based plastic paint
followed by a thick coat of shellac. The area where the canopy would be was cut out as a complete
block to be used as a form for the canopy later.
The form was first given a coat of polyester, and when almost dry, we laid medium weight
cloth over the full length of the fuselage allowing plenty of overlap on the bottom. We moulded
both ways from the centre, and round and round, and followed with a second coat of polyester.
Next day the surface was ground to a fairly smooth finish with a grinding disc - then we use
75
- and both Ralph Learmont and John Gottschalk have used successfully in the past, and that is
micro-balloons mixed with resin and applied like a coat of paint over the whole surface. this is
finally sanded and buffed to provide a beautiful finish. Then I said I am going to dissolve the foam
out and it was so quick you wouldn't believe it.
M. M. - I don't, - you mean that you removed 3 cubic feet of foam by dissolving it?
John - Yes that's right - after a bit of an experiment, I went really "down town" and poured in 3/4
gallon of petrol and acetone and in about six minutes this stuff like marshmallow was pouring out.
The fuselage at this stage was very thin, you could collapse it, so now medium and heavy cloth are
used on the inside to beef up various sections and make them just as strong as you wish.
M. M. - How do you know when it is strong enough?
John - That is rather - rather a particular question- because - um - how do you know - I could ask
you the same sort of question - How do you know it will be daylight tomorrow - Ha Ha, humph,
you know that is the sort of feeling, I think, but I suppose experience means a lot in this game.
Some of the things I have tried in this model are the balanced tail-plane, with an improved
connection to it from an idea of Frank Waller's, -Flaps (35" by 4 1/2"), instead of dive brakes, after
Ray Cooper's Pelican, and a long nose like Brian Laging's (his model's , we mean) - the nose looks
like that of any early jet aircraft, hence the name - Meteor. So all these things I have combined to
make one model, I hope it will be successful, but I do not know of course, until we see it flying.
M. M. - And now John, how did you come to take up aero-modelling?
John - Well, I did have a hobby -Photography - but unfortunately all my equipment was lost when
my house at Ferny Creek, went in the 1962 bush fire - I didn't feel like starting up all over again.
Ronald had seen planes flying at Glenfern Road and was on my neck for some time for me to buy
him one. So said alright I'll buy that plane and the thing to steer it with and I will build....
M. M. - Alright John, thanks, I think this is where we came in - but briefly what happened?
John - Well, we end up with the Kadi in five bits, but as to what happened after that - well, that is
another story.
Note: John has promised to supply brief technical details on some aspects not covered for inclusion
in the next issue. If you have any questions, contact the Editor and we may be able to answer these
at the same time.
“METEOR”.... Some technical aspects.
A follow-up to Aspectivity visits – John Vanderwolfe, August, 1975.
There are two important points to watch when gluing the 5” segments of the core together.
(a) That the segments have ‘datum’ lines for accurate alignment,
(b) That the epoxy is not taken right to the edge, so avoiding the possibility of a hard ridge at the
sanding stage.
To facilitate handling of the completed foam core, a rod (like a stub axle) is poked in each
end – it can then be rested on two chairs & spun around, so necessary when moulding.
Fibre-glass used – Woven cloth, Medium with strands when flattened approximately 1/16
inch wide and HEAVY with strands when flattened approximately 1/8 inch wide.
When the foam ‘shape’ was complete, the canopy area was cut out as a block to be used
later as a ‘form’ for the shaping of the perspex. For the sloping cut at each end I used a hacksaw,
but for the horizontal cut – (“You learn something new all the time”), I found a length of wire
normally intended as fuse box seals. It consists of straight wire about 1mm thick with a finer wire
in a loose spiral around it. I put a handle at each end and used it like a cross-cut saw!
TAILPLANE. I favoured an all flying tailplane. I placed it at the half-way position as a
compromise for two reasons:
(a) It is not balancing right on top of the vertical fin where it is vulnerable during a hard landing,
(b) Away from the drag of the wing.
It was balanced with 6ozs of lead projecting 2 ½ inches to the front.
Cables. Bicycle brake cables.
Wing. Foam, pivot on rods- tried new system of connection - 3 square brass tubes, smallest 1/8”...
76
all slide one into the other. Larger one acts as bearing, and has a round one over this... all in a line
when plugged in. Aileron has conventional hinges... Rudder pivots on ¼” wire through brass tube.
DIMENSIONS;
Wing span
16 feet (less 2 ins)
Wing area
17 ½ sq. ft.
Fuselage
7ft long and dimensions through, greatest height, 12”, greatest width, 9 ½”
Rudder Width 11½ “ at bottom
Aileron 35” by 4”
7” at top
Flap 35 by 4 ½”
Height 17 ½”
Asp. 61 - August 1975 (Article)
UTOPIA.
VARMS own flying field required - one large field about 500 yards by 500 yards suitable
for Thermal of Slope with all mod-cons. (Is this still a dream?).
This brief extract from an earlier Aspectivity will have stirred a few memories, and on
turning to the present we tend to think that things have not changed very much, however on
reflection it dawns on us that VARMS is imperceptibly changing.
Membership of VARMS is now approximately 150 and reaching for 200 within the next 12
months.
Aspectivity is no longer seven or eight foolscap sheets but a small magazine with cover
photograph and advertisements. The articles still create the interest to members, but the future
progress of Aspectivity could be even better as it is planned to arrange for our own printing
machine which could reduce cost considerably.
We no longer must rely on the good nature of members for tow-line as we are now the
owners of our own machine. Also perhaps a little more organised for field days with spades,
shovels, scythes, dustbins not to mention our own "loo". All of this helps to keep the flying site
clean and tidy and adds to the comfort of the members.
Available to all members is Insurance cover whilst flying, recently raised to $60,000, but
remember that one must be financial to be eligible for these benefits. We enjoy regular monthly
flying meetings, weather permitting, and in the very near future these will be arranged twice
monthly alternating between Slope and Thermal meetings.
It is also hoped that in the near future we may be permitted a glimpse, at least, of Utopia
with a site we may call our own. Members of the committee are at present negotiating with a
certain shire in an endeavour to achieve this goal.
Aspectivity Visits – Ralph Learmont (VARMS 7)
Aspectivity. 62, Sept. '75
Number 2 of a series - (by Editor - Morrie Murphy)
Members, old and new, Projects, large and small.
"We'll leave the light on," he said - But there was no
chance of missing the house, not when parked in front was the
car with the familiar box on top - the box which has served as a
beacon on many a hilltop - and a guiding star on a cross-country
dash. Gwen joined Bev. in front of the TV while Ralph
Learmont and I settled down to discuss serious matters. Ralph is
planning to make up in quantity, a 1/4 scale kit of the full size,
high performance sail-plane - the 17 metre Kestrel.
M. M. - How did the project start, Ralph?
Ralph - I suppose about 2 1/2 years ago, at that time a lot of us were thinking that if we had a
collection of gliders to the same scale, we could compare them -M. M. - and have competitions.
Ralph - That's right, we weren't rigid that it should be 1/4 scale because apart from Peter Prussner's
"Aurora", there weren't any really big models around. I decided to build in fibre-glass, which was
77
new to me -the whole business of (a) making a mould and (b) laying up a fuselage inside that mould
all came from Stan Mason. Basically, when this work is carried out, you first apply one or two gel
coats, then follow up with layers of fibre glass saturated with polyester resin. I did a lot of work on
that first model, you know, including designing a vacuum former for the original canopy. Wasn't
till the last State Champs. - when we had the scale event that I brought it out again -I hadn't had it
out for quite a while before that. A number of people asked could I make more fuselages?
About the beginning of May, I decided to go ahead and make up a good fuselage mould.
The "plug" or pattern was basically a fuselage from my original mould with the canopy filled in,
and the addition of a fin and wing-root area, then brought up to as good a finish as possible M. M. - Any imperfections?
Ralph - Yes, any in the plug come through to the mould.
Ralph made a jig to support the plug, on its side, while laying up half the mould, fitted with
strips of masonite screwed to posts and shaped to follow the curves of the plug at the centre-line...
these shape the flange of the mould. In area where the masonite is not used, a formwork of
plasticine is placed. This is an ideal material for moulding in fibre-glass.
Over the prepared half of the plug, two red-pigmented gel coats are applied - this is ordinary
resin thickened up so that it will not drain away when painted onto surfaces other than flat. This is
followed by four layers of chopped strand mat to a total equivalent of about 4 ozs. to the square foot
of cloth giving a mean average thickness of 1/8 inch.
Chopped strand "mat" - M.M. - which looks like a white horse-hair blanket - Consists of random
filaments of fibre-glass approximately 2 inches in length, held together by a chemical binder - like
hair spray - which is released by the action of the resin, allowing the filaments to flow where the
brush puts them. Mat is good for corners and compound curves.
M. M. - Two days have now passed -Ralph - Yes, and the half of the mould has set with keying dowels anchored in the flange. The plug
is now turned over and the second half laid up, completely encapsulating the plug. The surface
preparation inside the two halves of the mould after separation, consists of cutting back the surface
with various grades of wet and dry, followed by a cutting agent buffed on, a sealer to deal with
microscopic pores in the polyester, and finally a glaze - this is the final process before applying four
coats of wax at daily intervals - "Puff-puff".
M. M. - You would be in real strife if you missed a spot with the wax?
Ralph - Yes, but that is partly the reason for applying four coats, and also just before laying up a
fuselage a P. V. A. release agent is used - it forms a physical barrier rather like glad-wrap.
M. M. - Now with the mould prepared, you are ready to make your first fuselage -Ralph - Yes, that's right and -- M. M. - But wait a minute, why the thermometer?
Ralph - Oh, yes I keep track of the temperature - I like to have about 20 minutes before the resin
starts to gel - working time available is dependent on catalyst level, which depends on temperature.
Right? Starting with the white gel coat the separate halves of the fuselage are laid up. The red
mould provides a contrast and helps you to judge the thickness of the material. Now using the
dowels as guides the two halves are clamped together with about three dozen screws.
M. M. -Does all this affect your hands?
Ralph - No - it is just the heck of a mess you get into - M. M. - Just like glue all over the place?
Ralph - Oh yes! Up your arms, newspapers stuck to your shoes - better now than when I started ...
but still can't get away from the messy job of joining the fuselage halves once they are clamped in
the mould!
M. M. - You said it was all done with mirrors?
Ralph - Yes.. By now I've got myself all tooled up! I can only work from the cockpit area and the
rear of the fin, as I run a fibre-glass tape bonded with polyester resin right around the join on the
inside. So I use a light suspended in the fuselage, inspection mirrors, sponge rollers.. and "crooked"
brushes! ..the handles cut and rejoined at right angles - so that I can get into awkward spots.
Amongst others, Brian Andrews, he's a fairly new VARMS member, gave me a lot of advice during
the project - he's in the fibre-glass industry.
78
Ralph has prepared several other components to facilitate production - an effective device
for boring the tube mounting holes into the foam wing... a jig for holding the prepared canopy while
trimming with a hot wire... and the canopy vacuum former, itself, onto which the perspex sheet is
clamped, and then heated to 350 degrees F., over a specially designed heater unit -- the right
temperature is reached and THEN .. upon operation of the nearby vacuum pump ... PLOP ! Instant
Canopy!
M. M. - Now here comes the big moment, the screws around the mould have all been removed and-Ralph- Yes, the first thing is to free up around the canopy, pushing on the fuselage to "unstick" it
from the flange - though it seems a lot of effort this is really a very easy release. Gradually the
mould opened up as Ralph worked on it and a smooth, gleaming white shape emerged, with just a
ragged "flake", which is easily trimmed along the flash line.
M. M. - And what's the next move Ralph?
Ralph - Well, now that I can produce a successful fuselage I will assemble a rough kit and as soon
as possible complete a model - I'm really eager to check its performance in flight. I expect flying
weight to be about 7 to 7 1/2 lbs., and the higher lift wing section, with a span of 14 feet, to turn it
into much more of a thermal soarer than the original model. After that I will prepare plans and
hopefully commence to produce kits.
M. M. - Well, Ralph, the Kestrel is far removed from the little wind-up kit, the Frog one, that your
Dad bought you when you were in 2nd. Grade.
Ralph - Yes, and I hope I have more luck with this than I did with that one!
M. M. - I don't think that there is any doubt about that, Ralph, but I am afraid that we will have to
go, it is starting to rain again.
Because of the above 'interview', it is pertinent to add some additional information
regarding Ralph Learmont. Ralph is a foundation of VARMS, has been constantly involved in its
operations by serving on Committee as President, Treasurer, Editor and Contest Director, and was
also at the forefront of the competition scene both locally, interstate and also represented Australia
internationally several times in World Championships, and is also a Life Member.
Ralph's aspirations to produce kits of the scale Kestrel came to fruition and it was only one
of some 20 odd models that he designed and created with 18 of them being kitted for sale to the
general public. These models ranged from first model type Trainers with only Rudder/Elevator
functions, through a range of Sports and Competition oriented models suitable for both Thermal
and Slope use and utilising "Full-house" functions. All of these models were of the highest quality,
extremely easy to build because of the in-depth and easy to use instructions, and all performed very
well at the highest level of competition.
79
Southern Sailplanes
The entire range of Southern Sailplanes models is listed below :Model
Wing
Wing
Name
Span
Style Functions
Prelude - Regular(MK I) 72"/1.8M
Polyh R-E
Prelude - Aileron(MK II) 72"/1.8M
1.5º-D A-R-E
Prelude Plus(MK III)
76.2"/1.935M
Polyh R-E
Prelude Pro(Not kitted) 86.5"/2.2M
Polyh R-E
T-Bird - Regular
80"2.03m
Dihed R-E
T-Bird - Thermal
80"/2.03m
Dihed R-E
T-Bird - Multi function 80"/2.03m
Dihed A-E-R-F
Sunbird - Standard
99"/2.5M
Dihed R-E
- Open class
110"/2.8M
Dihed R-E
- E205/F3B
98"/2.49M
Dihed R-E
Vantage V-Tail
91"/2.32M
Dihed A-E-R-F
Hornet V-Tail
75.6"/1.92M
Dihed A-E-R-F
Ricochet - Standard
99"/2.5M
Dihed R-E-S
- Sport
99"/2.5M
6.5º D A-E-R-S/F
- Thermal
99"/2.5M
5.0º-D R-E-S
- Slope
81.5"/2.07M
2.5º-D A-E-R-F
- Bullet
87"/2.21M
2.5º-D A-E-R-F
- Unlimited
108"/2.75M
5.0º-D A-E-R-F
Apollo
146"/3.71M
Polyh R-E-S
Eclipse
138"/3.5M
Dihed A-E-R-F
Kestrel 17 - 1/4 Scale
167"/4.24M
Dihed A-E-R-S/F
Playmate - (Not Kitted) 99"/2.5M
Polyh R-E
Legends
Functions
Wing Construction
A
- Ailerons
Balsa Sheeting over a Foam core,
E
- Elevator
Partial open Rib/
R
- Rudder
Partial Sh. Foam construction,
S
- Spoiler
Sheeting? optional over Foam.
F
- Flap
S/F
- Spoiler/and/or/Flap
Construction of
Fuselage - Wing
Balsa/Ply-Bs/Foam
Balsa/Ply-Bs/Foam
Balsa/Ply-Rib/Foam
Balsa/Ply-Rib/Foam
moulded—Bs/Foam
Molded—Rib/Foam
Moulded—BsFoam
Molded-Bs/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Rib/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Bs/Foam
Molded—Rib/Foam
Molded—Bs/Foam
Molded—Sh/Foam
Balsa/Ply-Spar/Rib
Use
Thermal Trainer *
Slope/Ail. Trainer
Thermal Trainer *
Thermal *
Thermal/Slope
Thermal/Slope
Therm./Sl. A’batics
Thermal/Slope
Thermal
F3B Multi-task
Thermal/Slope
Sl. A'batics/Pylon
Thermal/Slope
Thermal/Slope
Thermal **
Sl.-A'batics/Pylon
Sl.-Pylon/A'batics
Thermal
Thermal X-country
Thermal - Slope
Scale/Thermal/Slope
Thermal
Wing Style
Polyh - Polyhedral
Dihed - Dihedral
*Optional 2 piece wing
** Optional Polyhedral tips
2008 and Southern Sailplanes joins the modern era with the Electric Assist version of the popular
Ricochet and T-Bird Series of models.
80
Aspectivity Visits – Craig Hutchinson (VARMS 150)
Aspectivity 63, October 1975
Number 3 of a series. (by Editor - Morrie Murphy)
Members, Young and Old, Models Bent and New.
Craig Hutchinson is 16 years old, and came from Sydney. He is in form 4, and is doing a
Science course.
M. M. - You were saying, Craig, that you arrived here about 5 1/2 years ago.
Craig - That's right, we moved down here, and one of the people I met at school- his father, Geoff
Tuck, was modelling at the time giving demonstrations with Tiger Moths at Royal Shows, the G. M.
H. show and places like that. I sort of started messing around with chuck gliders and things.... Oh! I
was in 6th Grade at the time and Bruce Smith was my teacher. We started on these Keil Kraft
models - called the Caprice, and I think Bruce, also, built three of them altogether M. M. - Bruce had modelling as a sort of class project, then?
Craig - Yes to get everyone interested!
M. M. - Gosh! I wish we had had teachers like that in my day!
Craig - A mate built a Caprice - and it is still going, and I built one and mine never flew -- never
ever flew! Sometime after leaving State School, we had a day off and we went back to see Bruce
and it happened that he had recently bought a Cumulus and Futaba 2-Channel gear. Later I was
invited to visit Bruce and Wendy - actually they live just over the road. I was in free flight at the
time and he took me to the Free flight field and I saw things I had never imagined before, and from
there we went onto a radio field, and I decided that that was for me!
M. M. - About how long ago would that be?
Craig - Oh! About 2 1/2 years now and I started building a radio glider then - that was a Kestrel balsa construction - and it still hasn't been flown funnily enough!
M. M. - NOT FLOWN?
Craig - No, never been flown. I had trouble with the elevator, so I am going to run the nyrod right
up the front of the fin and have a fully tilting tailplane.
M. M. - What did you branch away to then?
Craig - A Monterey - Bruce gave me one of his - or was it? No! I had an Aeroflyte Trident before
that, purchased when I bought my radio gear. The Trident wasn't strong enough - it kept breaking
so I toughened it up and it flew alright, then I sold it for some obscure reason.
M. M. - So after the free flight models you build the Kestrel and the Trident.
Craig - Yes, and there was the yellow Monterey given to me by Bruce, he's had the three of them
now - Then I build the white Monterey, and a Snipe, then I bought a Graupner Cirrus, and between
buying the Cirrus and finishing it, I build a Flik Fli.
M. M. - And you modified a Monterey to a V-tail?
Craig - Yes, I got the idea for modifying the yellow one after seeing Dennis Dracup (was a VARMS
member) building a 1/4 scale Salto. I thought about it for a while, as I didn't want the V-tail to
break at the join - what I did was to dove-tail the two halves together, then I epoxied all round the
join and just sat it on the fuselage -I wasn't too fussy about incidence, whether it was right or wrong
- but it just so happened that it was right. I bought a Kraft mixer but found that it wouldn't fit into
the fuselage- pondering over this I put the problem to my father, and he came up with a mixer about
2 inches wide, consisting of two small pieces of aluminium with the linkages coming away from
them - and it flew for quite a while.
M. M. - Did the flying characteristics alter with the fitting of the new tail?
Craig - Yes, it flew a little slower and its turns were better, It didn't put its nose up into a turn the
way a normal Monterey does - or at least the way mine did! The mixer worked quite well, except
when you gave up elevator you also got a slight amount of right rudder. Normally, you could allow
for this - but that became the downfall of the yellow Monterey. towing it up one day. I pulled in
almost full up - it pulled over to the right-hand side and Ker - SPLAT! That was that!
M. M. - Have you ideas for any other models you want to build?
Craig - Yes, I am about to start on the K-10.
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M. M. - 1/4 scale?
Craig - No, this is the smaller 6ft. version. I will have it ready for Apollo Bay this year, that's all I
really want.
M. M. - Yes, Bruce told me about Apollo Bay coming up again.
Craig - Seems now an annual thing, everybody going down. During our stay there last year, the trip
to Warrnambool was the best - We flew from the same site that Kingsford Smith flew his first
glider. While we were there a man with a camera came up and explained himself. He was a
reporter from the Warrnambool Standard, so next day we all had our photos on the front of the
paper. The day after, Ray (Cooper) has a huge photo of the Foka on the front page.
M. M. - At which sites do you most like to fly?
Craig - Ballarat the most - but next, down at Geelong, the Barrabool Hills, not the northerly site, but
the westerly site which is a huge gully. Ray and I went down there together one day, and we flew
for about 3 hours straight, and it was absolutely beautiful flying - never flown any better! I was
flying the Snipe and Ray his Pelican. He landed it one time in a touch-&-go attempt - It stopped on
the ground, so he gave it a push and OFF IT TOOK! Great flying. We had a pretty strong wind;
It’s a huge bowl below a hill and the wind just rushes straight up. Brian (Laging) had his Outcast
III and he was flying around inverted for 5 and 10 minutes at a time. This while the lift was
dwindling! That's how good it was.
M. M. _ Have you ever lost a model?
Craig - I've written off a few but never lost one. I heard of a few kids who would go into the bush
across the road from the Glenfern Road site and make a search of the complete area - and several
times they found models and sold them - radio gear and all. Great racket!
M. M. - I understand that there were troubles with the thistles at Ballarat?
Craig - Yes, last summer while Bruce was there, he was looking for somewhere to fly, and he went
to the south side of the hill knocking down thistles with his car. He got right over to the edge of the
hill on a bit of a slope, and decided that that was far enough, but then he couldn't fly there -- so he
put the car in reverse and found that he couldn't go backwards. So THEN he had to take off his
wheels and put his snow chains on to get out!
M. M. - Ho, Ho! Well thanks Craig for so readily offering your help and I hope we will not, as they
say, be telling too many tales out of "school".
Aspectivity Visits – Ray Murrell (VARMS 169)
Aspectivity 64 - November 1975
Number 4 of a series. ( by Editor Morrie Murphy
Modellers so Spry - Gadgets to Try.
" You know I used to build my own designs because I reckoned I was clever enough to do
that, and in the end I was sitting on the grass watching everyone else fly!"
My eyes wander around the workshop as I listen to Ray Murrell telling of his modelling
experiences. On a bench nearby is the gearbox of a car awaiting assembly, evidence of the spare
time activity of son Peter, 20, a Draftsman. I had met Peter rather informally as we arrived - his
feet were protruding from under a car which was receiving minor surgery. I notice the bench
obviously devoted to modelling activities but beyond it I could see a milling machine, drills and
lathes... so it seemed superfluous on my part to ask, was Ray an engineer, for such is the case.
M. M. - That "pocket soldering iron" described in Aspectivity, Nov. 1974, was your idea?
Ray - Yes, and only last weekend, Stan Mason had a broken joint on the field, and was able to go
into action with one of these! The iron consists of a section of welding rod strapped to the side of
Bic cigarette lighter, and supporting just above the flame, a tip of 1/4 copper rod reducing to about
1/16 at the business end. Solder is usually wrapped around the unit.
M. M. - A few of the fellows might be after you to make the parts for these, now that they know
whose idea it was!
Ray - Oh Well! That's alright, I would have made a few extra before this if anyone had asked me.
Ray has made a simple and effective Balsa cutter, too. It is rather similar to a marking gauge used
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in carpentry, fitted with a replaceable blade, where the scriber would normally be, and made of
metal.
M. M. - Anyhow, Ray, getting back to where you were sitting on the grass?
Ray - Yes, well I saw some chaps flying a Trident, and I thought, Gee! That's terrific, so I bought
one. Well! I think that was one of the best things that I ever did - You know it was easy to fly and well - It was "idiot-proof" really. I did some shocking things with it and it would recover, but
eventually I broke the fuselage, it smashed to smithereens! So I made a new fuselage slightly
longer than the Trident plan, and I put another six inches on the next lot of wings, and it didn't need
any ballast in it- just put all the gear in and it just flew off - a fluke absolutely! I still call it my
Trident, but it has a different fuselage, a different wing, a different tailplane, and a different fin - I
mean but it has the general shape of the Trident possibly there is nothing of the original plane in it
except the pins through the wing.
M. M. - It grew out of the Trident?
Ray - Ha! It grew out of it alright!
M. M. - How did you first get into aeromodelling?
Ray - Well, when I was at the State School at Murrumbeena, the first model I ever built was a stick
model, from the Aircraft Magazine. I had a mate there, Max MacEwan....
M. M. - Oh, I knew a Max MacEwan in the Lilydale Club.
Ray - Yes, that was the same one - as kids we started making rubber-powered models together, and
we used to fly them in the school grounds.
M. M. - It's a small world.
Ray - Yes, well, I founded the East Malvern Aero Club, and we would fly on top of the hill where
the Solway School now stands. We used to make gliders then, too, but as soon as we make a good
one, we would lose it - we would tow them up on a 50 ft. line, and have a few minutes flight, but if
we struck a thermal that would be the end of the model, we would just watch it go - there wasn't a
thing you could do about it -just watch it getting smaller and smaller! I thought to myself, if there
was only some way to control them, not expecting that one day there would be. Then I more or less
gave it away when the power models came in, and went into photography.
M. M. - Yes, I noticed the darkroom.
Ray - No, I mainly take colour slides, Peter and my daughter, Lyn, who is a Graphic Arts Designer
with a weekly publication have made most use of the darkroom. But my involvement is with colour
slides, I am on the committee of a Camera Club, I attend meetings several nights each month, and
take part in judging and such like.
M. M. - Max MacEwan introduced you to radio control?
Ray - Yes, I used to go to Lilydale a bit and watch him and I build a free flight model and would
annoy people a bit. Anyway, probably in retaliation he sold me his single channel Futaba gear, and
eventually I built up a glider, the Little Pete - about 3 ft., a polyhedral, "T" tail and pretty light.. It
flew beautifully, I had the time of my life with the Futaba gear, it of course, being Super-regen.
gear, meant that, when the Super Hets. became popular, everyone had to wait for me to fly - so that
was the end of that! About this time, with Stan Mason and others, I built the Classic R. C. outfit,
featured in an overseas magazine, and I used it for about six years. Another model that I build was
the BJORN - about 7 ft. wing span, I modified its "T" tail by placing it mid-way up the fin, this
seemed to be the latest trend, and it has worked quite well.
M. M. - And you have an Amigo?
Ray - Yes, it was advertised in Trading Post, and I had been so impressed watching Maurie Watts
fly his, that I thought that I would buy it if it was not too late. The chap was asking about 25% less
than the going price at the time. I found that apparently, all he had done was to open the box take
one look at all the stuff, and clap the lid back on again - so it is "as new". It flies terrifically - no
wind at all like Maurie's". But don't think I haven't had my share of crashes like everyone else! I
joined VARMS when things started to get organised at Glenfern Road - when I saw something
being done. The use of the Frequency Board is a very good move.
(NOTE - One frequency Board is available for use at Glenfern Road. Make arrangements with
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John Vanderwolf who lives nearby, at Upwey, for the use of this on days other than official Club
Flying days.)
Ray - I do have a bit of a grouch - At Glenfern road, you sometimes find people scattered all over
the hill....
M. M. - THEY wouldn't be VARMS members, then!
Ray - Yes, Well.. Of course, you must move forward to launch the model - but then you should
move back towards the fence. My model was damaged, because some galah, one of a group, in the
landing area. When you are coming in to land you don't expect people to be in the way, you are
watching the model and when you are low enough to see people, you have passed the point of no
return! I think the wing hit the chap’s transmitter. Of course, I apologised to him, but he didn't say
anything - Just looked at me, yet I believe he should not have been standing flying his model in the
landing area.
Inside later, chatting over supper I edged the conversation around again to the early days of
modelling.
Ray - We went on a conducted tour of Point Cook - this was a club outing - when they had the
Bristol Bulldogs. A Mr. Henshaw, funny how names come back to you! - Mr. Henshaw had a scale
model of a Gypsy Moth, rubber powered, about 5 ft. wing-span! It was blowing a gale down there,
you can't fly rubber models in a high wind, but this was a fairly heavy model - No-one else would
fly. But he let this model take off from the ground; it ran along a short distance and took off. It
went up, did a circle round and was heading down wind, and almost landing, and then, at the last
minute, it banked around, like that, and landed into the wind -and you should have heard all the
pilots and mechanics, who were all watching, they let out one unholy -"HOOO-RAY!" Now that
was a long time ago, because I was only a kid at the time, I know!
I remember being disqualified in an Indoor flying event at the Exhibition Building, because
my model wouldn't come down! It went up into the dome and hot air from the people.. (M. M. Must have been a lot of politicians)... just kept it up there, gliding round and round in the dome,
knocking against the walls every now and then, and still the model had to land, that was one of the
stipulations - so I was disqualified - One plane I LOST though I knew where it was!
As we drove off into the night with Ray's, "Cheerio", ringing in our ears, I was thinking of
the interesting evening. The workshop with its lathes and milling machine came to mind. Perhaps,
some members have been wondering how they can make some much needed item? If its machining
that's needed, I am sure that Ray would not mind you taking your problem to him.
VARMS holds flying meets on Namara school property in Highbury Rd.
VARMS's fees: Joining fee - $3.00 for all, Subs. per year - $10.00 Adults, $5.00 Juniors (Under
17).
Nov. 22 1975 - VARMS Dinner Dance held at the South Oakleigh Club.
Club day, inaugural at Almurta, Bass/Kilcunda area, honours for first flight went to Ojars Balodis
because normal "early arriver" Maurie Watts had left tail-feathers of his Amazing Amigo at home.
A Spot Landing contest was held:
Tim Morland 25
Schuco Hegi SB 7 John Gottschalk
0
K-13
Ray Cooper 20
Pelican
John Brenden
0
Trident
Bruce smith 20
Flik Fly
Charlie Whitworth 0
Mid One
Geoff Vincent 15
Salto
Brian Andrew
0
Trident
Ojars Balodis 0
Force 3
Robert Goldman
0
Salto
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The following three advertisements are extracted from the VMAA Newsletter No. 3 of
November 1975, and are very typical of the modelling situation at that time.
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Aspectivity Visits – John Gottschalk (VARMS 66)
Aspectivity 65 - December 1975
Number 5 of a Series (by Editor - Morrie Murphy)
Modellers from the Old World, Gadgets from The New.
"I've come to see your Dad, may we park there beside the Kombi?'
- "Sure", a pleasant smile from Michael Gottschalk, and another
Aspectivity Visit was under-way.
John Gottschalk is a toolmaker in the plastics moulding industry,
He keeps the injection dies functioning that turn out thousands of
containers for cosmetics. John and his charming wife, Ilse, with their
family live at Knoxfield - Ronald, 17, and Michael 14, were busy with
their homework when we arrived, while Susan 11, and Mark who is nearly six, were busy with
sleep. We commented that we had not seen Ronald out flying very much lately.
John- He's very involved lately - lots of study. He is in 5th form this year and also, he is a cadet in
the Air Training Corps, and is looking forward to one day being able to qualify to enter the Royal
Australian Air Force Academy - This is what he wants to do.
M. M. - Hmm - I can understand his time being fully taken up!
John - Yes, but there will be another Gottschalk on the field soon - Michael wants to go into Radio,
so we are going to resurrect my old single channel Impala. This was my very first modelling
subject in Australia, it has an incredible history behind it. One day it disappeared behind the trees at
Glenfern road, and though we went through the "jungle" with eight boys from the local Scout
Group carrying sticks and what have you we couldn't find it. Luckily I had my name on it, for eight
months later, there was a knock on the door and a fellow came in and gave me the fuselage, and
what was left of the wing. It had fallen into a creek and was laying half under water when they
found it, and though the servo was half rusted away, the receiver still works. As it turned out the
fellow was a son of a Supervisor in the company where I worked. Ha, Ha! Quite a coincidence!
The Impala is a tremendous machine for a raw beginner to fly, but I would recommend extending
the wings beyond the standard size to increase its flying performance.
M. M. - When did you first take up Aeromodelling, John?
John - Well actually it was a compulsory subject at State School in Germany, when I was a child,
you had to do something - but then 27 years were to pass before I took it up again in Australia. I
was born in Berlin and lived there through all the middle of the war until I was 14. I was working
in the South of Germany when I left for Australia in 1953. I applied to go in 1952, and went
through all the normal procedures, and was told, "You will hear in due course!" ..... Nine months
later a letter arrived saying that my ship would leave in six days!!!!! I didn't have much time to
make up my mind really, I thought this is it -- boarded the ship at the right time and so I went!
Australia has always fascinated me, but I knew what people are doing, and what sort of life I
could expect because I had read a number of books on Australia and from these a picture had
evolved. And I must say it was fairly close to what I found. The hospitality of the Australian
people, their open-mindedness to us migrants provided they do the right thing, you know..... I
always considered myself a guest in this country. Then we were naturalised in 1962, the children
were born and so I feel like an Australian, now!
In the workshop paraphernalia associated with work in fibre-glass. A "plug" with one half
of a mould laid up - a completed mould held together with many bolts, and a fibre-glass fuselage.
These were a guide to John's latest project
John - What you are looking at is a power machine that has been developed over three years - it is
the last of a long range of experimental models made in balsa. This shape is actually number 7, and
at the moment this is the most successful 1/4 Midget Racer in Australia. Of course, all this is not in
accordance with VARMS! Ho, Ho! I got interested because I thought I might be able to make a
good aerobatic glider out of it, you see!
Several people have been associated with this machine from the start. Terry Dodds, who is
flying it at the moment, and Desmond Thiess, a very gifted designer, and an early member of
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VARMS. In about a fortnight I will have the first one "out of the mould"... There are three fellows
who want to go down to the Nats. with them. I have to make 50 of them!
M. M. - "50".
John - Yes, I have a definite order for 50... so I have to get them out as quickly as possible. The
plug is made of polystyrene foam, sealed with water soluble paint, followed by a coat of P. V. A.,
then fibre-glass matting and resin, and I shaped the whole thing to a plan on this jig.
John has a building board which may be equipped with vertical angle iron posts placed to
follow the shape of the fuselage and ensure that it is both square and symmetrical.
John - Yes - This was the jig on which the K-13 was built. I'll show you some of the parts - (John
reached into a box of metal components), there's another one like this... tinkle..clang - and that one crash - Oh! I'm so sorry!
M. M. - That metallic crash you heard was an angle-iron bracket about to land on our toes! Ha, Ha!
Between the vertical brackets are placed cross pieces of aluminium having a multiplicity of
holes for the fitting of registration blocks, so as to get the tapering towards the tail.
John - Yes, that's right. I put these at the appropriate stations where the bulkheads go, then I could
build the whole thing up. It was quite an interesting exercise!
John modified the jig to support the plug during its production. A rod passes through the
plug from end to end, and has a steel disc at one end of it with 4 registration holes around the disc,
so allowing rotation of the plug at 90 degree increments.
John - From the plan mounted on the base-board, I will project the lines up with a square, and I can
get every station projected against the surface of the plug. With a height gauge you can get it right
on one side then rotate 180 degrees, and you can get it exactly right in relation to the centre of the
whole thing.
M. M. - Well, all this is a bit different to the way I build, because mine end up looking like a
banana!
John - Yes, I know but, Ha, Ha, I could not take the risk!
M. M. - Is there any variation between your methods and Ralph's as described in the September
Aspectivity?
John - Yes, partially in the design of the mould and my use at one stage of a kid's ordinary long
party balloon. The mould is in four parts. Two main fuselage halves and two smaller sections to
shape the wing mounting surface on each side. Because of the shape of the thing including a
reverse taper into the inside it would be virtually impossible to take a cured fuselage out, without
the four segment facility.
M. M. - Yes, and what about the balloon?
John - Well after the two halves of the mould with the fuselage laid-up inside, are screwed together,
and the resin has been applied and rolled inside with a little roller, as I think you have seen with
Ralph Learmont, I am going to pull the rubber balloon through with a wire hook, fit the neck of it to
the air compressor and blow it up. This will force the glass against the outer wall giving me
minimum weight, with maximum strength, one of those little things that should work alright!
M. M. - Speaking generally, John, is there any particular incident that stands out, in your many
flying days?
John - Very vividly I remember my luckiest escape after I had made some adjustments to the
elevator of the K 13! On the very next day we went to a new site on the coast near Mornington
Peninsula, and some of the boys were flying and I was very keen to fly, but the wind was just not
strong enough. Brian Laging said, "No, John, it would be stupid, don't risk it! So the model was
packed away again. At Elsternwick Park the next week, the model was assembled and everything
was checked to see that it worked, and I took off as usual on the line. It is as I am reaching the top
of the tow, that suddenly I notice that when I give up, the nose goes down -it struck me that that the
elevator was the wrong way round, and also the model was flying funny because the trim was not
right, which made it worse. Luckily Ralph was right next to me, so I say, "Ralph, I have reversed
elevator!" After a few wild manoeuvres, Ralph settled it down and managed to land it. Now - why
I say this was my luckiest escape.... If I had flown on the previous week-end...over a cliff above the
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water ...in marginal conditions...where there is need to use the elevator, it would have been the end
of the whole thing!
I'm very grateful to Brian Laging for talking me out of flying, and to Ralph Learmont for finally
getting it onto the ground in one piece..... My luckiest escape ever!
M. M. - Well, thanks John, we know you want to get on with the laying-up of that half-finished
mould, so we will push off, cheerio.
Aspectivity 66 - February 1976 - a wide range of letters are published, here is one;
Mr Editor,
It was with some concern that I read Tim Morland's article on the proposed rules for the new
"Speed" event, mainly because the proposals closely approximate the "Speed" task of the F.A.I.
triple-task thermal competition. As you are aware, the "triple-task" event was rejected by VARMS
due to difficulty in administering the competition and, to a degree, lack of support.
When the "Speed" event was proposed at the 1975 A.G.M. I was sure that the majority of
members envisaged it as a slope event, somewhat akin to the "speed trials" held informally after the
State Championships in April at Hollowback.
The whole essence of the event is SPEED, not simply being the fastest over a given course, but
finger-tingling, spine-chilling, earth-shattering S P E E D!!! The howl of an eighty miles-per-hour
dive makes the adrenalin race in even the most experienced pilot! Obviously, models capable of
high-speed performance are usually ill-equipped for towline launching (despite the desirability of a
common launch height - which itself is questionable using a towline), which points to the slope as
being the best venue for this spectacular type of flying. Maybe the organisation is more difficult on
a windswept hillside but the experience for spectators and pilots alike is infinitely rewarding!
This is not to say that there is no place for the proposed "speed" rules since there will be
days when the wind won't blow and when competitions are scheduled: then the "flat-ground" rules
may find use. However, for the "main attraction", I'm sure that most prospective speed competitors
would support a slope venue. Consequently, I suggest that we hold trials for a "Speed" contest
based on the highest average speed attained over a 100-metre course (one flight in each direction) in
an effort to formulate more precise rules to which to apply to forthcoming State Championships.
(Author's name withheld)
Aspectivity Visits – Brian Andrew
(VARMS 212)
Number 6 of a series (by Editor - Morrie Murphy)
Modellers on bikes with bipes! Models constructed from pipes!
Across in Toorak we wended our way into the peaceful cul-de-sac
meeting first Jacob aged 5 months, reclining in his pram and enjoying the
balmy evening, then a moment later we were being courteously greeted by
his Dad - Brian Andrew, our member who tells all this month and one, you
might say, of a modelling family.
Brian - Yes, there is brother Ray a few years older than I, who became
involved after I got back into the sport again.
M. M. - After you came back from England?
Brian - Yes, he builds very meticulously and flies in the same way ... He has a Snipe and also a
Cumulus, which he got second-hand and which will hit the air very soon. Our younger brother
Daryl is very very enthusiastic, and is busily looking at his two brothers flying at the moment. Soon
as he gets prepared we will have him a Trident and he will be out on the slope. (STOP PRESS: He
has commenced building a BJORN BS.1)
M. M. - The Tridents are certainly a popular model.
Brian - Yes, mine has flown very well, but I've never been one to build exactly to the plan. I altered
the nose section, and changed the canopy area. The wing is built in two halves with the spring steel
sections built into the fuselage itself, then rather than cut the timber supplied for the polyhedral
section, I've used all that is supplied, so that I now have a Trident with an 88" span, instead of the
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standard 80". After the customary enlargement of the rudder surface which is mandatory with all
Tridents, the rudder has been built up slightly and covered with film to give it some sort of aerofoil
shape.
In the background we could hear a few comments from Jacob but whether in disagreement
with his Dad, we never discovered.
M. M. - What is your vocation, Brian?
Brian - I am Workshop Manager in the vacuum forming of such items as rear window louvres for
cars. Earlier I ran the fibreglass side for about four years making bucket seats for cars, front
spoilers, rear spoilers, that type of thing.
M. M. - You mentioned to me one time that you had commenced in quite a different trade.
Brian - Yes, actually I am a qualified Coach Builder and that gave me a good basic training in
wood-work generally, and the formation of shapes in particular. As you are probably aware, Coach
building is mainly concerned with shapes in timber, whereas a carpenter works mainly with square
corners.
M. M. - Well, now going back a bit, how did you start in aeromodelling?
Brian - When I was about 9 years old, I saw chaps from the Essendon Model Aircraft club flying at
Fairbairn Park in Ascot Vale and inevitably I took up control line flying and then progressed
through various stages and engine sizes. I remember quite clearly the name written on the side of
the biggest engine I owned - Glendale, California. It was the Super Cyclone 10 c.c. Ignition engine
- that's getting back a bit. You would start it up with a separate battery, then go to a flight battery,
which was a small dry cell pack, and it would idle beautifully. I wish I still had it now, when I
think back , it was a beautiful old engine.
M. M. - And maybe, a beautiful old museum piece?
Brian - The club members would pick me up and take me out with them, I remember one chap had
a little Morris 8/40 tourer and we used to cram models and ourselves into it! Another member was
Les Heap, I understand that he was an early member of VARMS. He was always very keen on biplanes and he used to ride a Royal Enfield motor cycle. Quite often he would pick me up at home
and I would find myself sitting on the back of the motor-cycle holding a bi-plane whilst rushing up
the road at 45 miles an hour, expecting to take off at any minute.
This was quite an enjoyable time, and some of the chaps were becoming involved in remote
control using the E. D. Radio set, but the club slowly disbanded. As I was only at the tender age of
12 years, and without transport, I was "grounded", and didn't get back to it until - um - 1973.
M. M. - When you returned from England?
Brian - Yes, I had gone over in 1965 with a friend Tim Schenken. We were both very involved
with racing cars. In England we wandered around the streets and eventually got a job in a place
called the Chequered Flag. They had a racing team, and a small workshop where racing cars were
built, Tim favoured driving, whilst I was interested in just doing things with cars. I suppose I was
over there four years, and we built and designed the racing cars, known as the open-wheelers - the
Formula cars. It was very enjoyable, we used to drive down into Italy for races, and up into Austria
and Scandinavia. One season we has 23 races and won 21 of them.
M. M. -Have you missed the motor racing?
Brian - Well, yes I was a little dejected with the scene in general, because there is not the same
scope for building cars here as in England. But I did in fact build and race my own Formula car for
a while with reasonable success - then I went broke and I became more or less disenchanted with it.
M. M. - Well, how did you meet up with VARMS?
Brian - In a sort of roundabout way! I saw chaps at the MARCS field flying with equipment I didn't
know existed - Proportional! The "fires started to flare" again and I immediately rushed out, bought
the Trading Post and finished up with Graupner Terry and four channel R. C. equipment. Right! I
said, I'll go out and fly, but by this time I was a little concerned at doing the wrong thing where
other people were flying. So - at 6.15 a.m. on a beautiful calm morning I lined up on a gravel road
somewhere between Sydenham and Rockbank - where the fences and power lines end! I did this a
number of mornings -often after one flight I would think that's enough, I've got it in one piece, I'll
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go home again now. Of my first flight, knowing what I know now, I wonder to this day how I
managed.
Then at Elsternwick Park I saw some of the chaps who I know as members of VARMS
flying those beautiful gliders, that up to now I thought were something that you whizzed up and
down again achieving only short flights and here they were up for 10 and 20 minutes at a time - I
thought that this is terrific and that led to the Trident A chap at work told me about Ralph Learmont
and his 1/4 scale Kestrel project.
M. M. - Yes, I remember in one of our earlier interviews Ralph mentioned the help you had given
him.
Brian - Yes, I was pleased at being able to be of some assistance to him - I remember a miserable
wet day at Yalloak Vale, when I had gone out to see VARMS in action, Ralph, my brother and
myself sat out of the wind talking over the do's and don'ts of fibreglass, and later on several
occasions we continue the discussions at Ralph's home and that was where he signed me up for
VARMS.
I have a Cirrus, or more appropriately, a "Cirrulus", because it has a Cirrus fuselage, but
formed of fibreglass - a rudder with an extra inch on the rear and Cumulus wings. The most
outstanding point here is that I don't run any washout at all - I use tip fences, which I find adequate
to control any tip stalling. Washout in my opinion is a retrograde step in which you are trying to
reduce lift instead of getting more of it!
Another model which only a few of the chaps would have seen, is what we call the "Flying
Drainpipe"! Built out of a 3" diameter section of P.V.C. tubing re-formed to a more reasonable
aerodynamic shape, it has a "V"-tail, foam core wings with ailerons and flaps and weighs 4 lbs.
This whole configuration sounds very nice but as sometimes happens with experimental aircraft, it
is not my ideal plane - But if there happens to be a 40 knot gale, you can bet your life I'll be on a
slope, because I've got just the model to handle it!
M. M. - I see here a foam core for a fuselage?
Brian - Yes, this is to be prepared in a similar process to that used by John Vanderwolf for his big
one, but I will probably leave the foam in place for added strength, rather than dissolve it out. This
is for a Chris Foss design, the Phase Four - though I may call mine the Four Phase, because it will
have a fibre-glass fuselage, foam core wing and all moving tail-plane, whereas the designer used
balsa fuselage, built up wing and separate elevator and stabiliser. To achieve the shape, I prepared
masonite templates for plan view and side elevation, then I ran a hot wire around the templates in
turn, then all I had to do was radius the corners of the foam for the final shape.
M. M. - I notice that there are two grooves in the foam - one under the nose extending down the
centre of the fuselage for about 12 inches, and another right around the cockpit area.
Brian - Yes well I will place rovings - rather like glass string - and resin in these grooves till they
are flush with the foam surface, then as I continue to mould the cloth over the core these "rovings"
will become bonded to it and will form strengthening beads at the two places. It is much easier to
install at this stage in construction than to wait until the fuselage is completed, when it is difficult to
access and there are problems in glassing to an already cured surface.
M. M. - Have you any particular thoughts on the way you want to go in modelling"
Brian - Though I am not at the contest stage, I have a leaning towards aerobatic models, because I
tend to get bored with flying backwards and forwards. I strive to improve and if I make a mistake I
get very annoyed with myself for doing it. My one ambition at present is to do a horizontal figure
of eight on the slope with possibly a flick-roll in between to round it off - I haven't even seen
anyone do it yet, and I think it is a beautiful manoeuvre done nicely.
M. M. - Well, Brian, thanks for your co-operation. Possibly your comments will start everyone
carving up the sky, and in some cases the slope itself in an endeavour to perform multiple figure
eights. Cheerio!
VARMS STATE CHAMPIONSHIPS - THERMAL EVENTS
Sunday 25 & Monday 26 January 1976 - held at R.A.A.F. Base Laverton. (See Contests).
92
Aspectivity Visits – Brian Laging
(VARMS 30)
Aspectivity 76, March 1976
(by Editor - Morrie Murphy)
Number 7 of a series Modeller who flies the Lot!
Models - Outcast but Not!
Aspectivity visited Saywell Street, Geelong,
to bring you this month's feature and we wish to "Say
this Well", - the warmth of welcome we received
from Brian and Annette Laging exemplifies their
attitude towards people generally, and modellers in
particular.
Brian, quite apart from his flying ability, I
remember as the "man with the winch" - for a long
time Brian's electric winch was the only one
VARMS "owned". He would operate it tirelessly,
launch after launch, with the same care given to the
last launch of the day as he had given to the first.
His wife, Annette, a quiet friendly
unassuming person you may not know, but the
excellent 8mm. films she has taken you most
assuredly will if you have ever attended a VARMS
"Yak" night.
On the way we had paused at the Common to
watch the steam train and other activities, and we
knew this was very different from when Brian knew the area back in the 40's
Brian - Yes, training planes flew from the Common in those days - there was no golf course then,
instead the landing strip extended in a S. E. direction for about a mile to the road which now goes to
the breakwater and there was approximately 1/2 mile of E. W. runway. Various incidents come to
mind!
I remember a Tiger Moth on final approach bouncing off the overhead tram-wires, causing
quite a few vibrations along the poles and a shock to the pilot - I think he survived - a bit of a
bouncy old landing though.
Then there was the New Zealand built Fletcher F. V. 24 Crop Duster, which was parked
with the keys left in it - some young children climbed up and had the usual "sticky nose", and they
hit the starter button - the engine seemed to want to start and away it went. Frantically they pushed
knobs, buttons and things and inevitably they found the throttle. VOOM! -One tie-down wire was
pulled out causing the aircraft to pivot around on the other till it let go, chased in a circle. The kids
were very lucky to escape. It then careered straight across the field, became airborne, chopped
some 20 ft. trees down to half their height and nosed over into the river in front of the boatsheds on
the Barwon. Practically the only thing left visible when I came home from school was about a foot
of fin sticking out of the water.
A book about Fred Hoinville, the "skywriter" and aerobatic pilot tells of an incident when
flying near the Common. ...."while engaged" in some nocturnal gliding activities he was making a
final approach to the field over the Barwon Bridge area, where there tended to be evening parties
etc. - his low level approach allowed him to see some people on the ground, he leaned out of the
open cockpit glider and let out an almighty yell, "Repent Ye Sinners!" - at which point everyone
scattered and there was a loud splash as someone went into the river." - Funny man.
M. M. - How did you start aeromodelling?
Brian - Well, around about 3rd grade, my Grandmother got sick of me building rubber powered
models, which apparently weren't going to fly, so she completely built from scratch a scale kit
Spitfire.
93
M. M. - She did?
Brian - Yes, her first model, beautifully built but it had one slight problem, the wings looked more
like a propeller. It flew, but not very well; but it was an inspiration to me and it led me on to better
things.
The earliest R. C. equipment I ever saw was in about 1949 - completely home-built by the
father of a friend, it used a ground-based transmitter. He built the entire valve radio with its
45v.plate voltages, escapement and all other gear that went with it. It would make a modern rig
look sort of minute. The model was a 5 ft. Frog Prince sail-plane with a pylon mounted 1.c.c.
diesel. The receiver was built on a fibre board and suspended on rubber bands in the fuselage. I
can remember, Mr. Bent standing about 6 ft. from the transmitter with the little remote control
button, which always reminded me of the hospital bed button to call the nurse!
M. M. - In those days you probably wished that sometimes you could call the nurse!
Brian - In 1963, I can remember climbing a hill which seemed to have no end, with Peter Prussner,
to see his single channel model fly. This was a 12 ft. span Thermalist - rudder only! Half a dozen
control line flyers were there, all very interested in such a monstrous model. It rose to about 200 ft.
above our heads and just sat there for one hour. It was something to see, a model under control, just
gently flying, no noise, no greasy kid stuff - pure enjoyment. I think that was the day I decided I
wanted to go gliding.
After the formation of VARMS I became much more involved in flying gliders. It was my
main interest after work, and gradually I was led to the point where I was trying to do aerobatics far
beyond the capabilities of the models I was flying. One time I had a Foka fitted with full span flaps
which were reversible allowing the model to be flown for short periods inverted. It was an attempt
to do an outside loop with this model and the subsequent few harrowing moments that led me to the
thought that there must be a better way of building an aerobatic model.
About this time I was having a ball with a powered model, a "little stick" fitted with a 49 until one weekend I decided "Let’s build a glider fuselage and use the "Little Stick wing". I
promptly set to work and the "creation" caused many ribald comments when it appeared at Torquay.
But it did fly and it was capable of doing most of the manoeuvres my later models can do. At that
time I was looking towards the 1974 State Championships at Mt. Hollowback. I wanted a model
that would do the "trick" for both aerobatics and pylon and the design turned out to be Outcast I,
(which it was later called). The beginning of a series of aerobatic models on which I am still
working. (Note: More about these models in a later issue).
I was fortunate enough to win Pylon and Aerobatics with that model on the one day. This
gave me quite a kick as the model was flown for only the fifth time during the competition, and in
rather strong head-winds, which seems to prove the point if you have a model which will penetrate
it's a great help.
M. M. -I see hanging up here a new scale FOKA-5 - it looks about the same size as Ray Cooper's.
Brian - Yes, exactly the same as far as the fuselage is concerned, with only minor modifications to
make it suitable for fibre-glass. It is virtually identical to Ray's except it has flaps, but no spoilers
though I have provision for them. Instead of pushrods I am using steel cable (control line cable) in
a closed loop system connected directly to bell-cranks in the rear of the fuselage.
M. M. - I see that you have moulded the fuselage in a similar manner to that described by Ralph for
the Kestrel. (Aspectivity 62, Sept. 1975).
Brian - Yes, Ralph was very helpful, and I used the same principle, but apart from taking 150 hours
too long preparing the plug I did exactly the same as he did.
M. M. - Whilst I can see that the canopy mould is a vacuum device, I can't see any pump?
Brian - I've got a 75 horsepower vacuum pump in the form of a Holden! Ha. Ha. All you do is
disconnect the manifold vacuum lead to the distributor, screw in a plug onto which you can fit a
hose running to the mould. You start the car, set idle speed up a little so it doesn't cut out and then
you have a vacuum, constant at about 17 p.s.i. You clamp the perspex to the mould, heat the
perspex, then by plugging the vacuum line on and off you can slowly draw it into the mould. Once
in the mould, leave under vacuum, remove the heat, leave it to cool and there's your canopy
94
Once the model was completed I was able, whilst at Apollo Bay to attempt something not
tried before and that was to get some air-to-air film of models in flight, and people on the slope.
Thanks to my wife who allowed me to send her camera aloft!
M. M. - What work do you do?
Brian - I manage a service department for a large panel shop in Geelong. Quite a lot of damaged
cars are brought up to us after they have been straightened out on hydraulic lay racks. We check
front end setting, remove and fit motors and suspensions which are damaged and re-align them, all
that sort of thing. I "drive" a desk with all its paperwork most of the time.
M. M. - What type of competitions do you prefer?
Brian - I like competition flying of any description - aerobatics, pylon, thermal - I enjoy speed
events both slope and towline. I definitely enjoyed the towline speed event held at Laverton for the
first time.
M. M. - You will be pleased to hear that .....
Brian - I enjoy watching, participating in and filming scale models - these have turned me on right
from the jump dating back to Peter Prussner's Zephyr, which was probably the first true 1/4 scale
model.
M. M. - Limbo?
Brian - Personally, I think it’s a fun event if you don't mind wrecking your model! I enjoy filming
it and it’s a good laugh, but I don't enjoy flying it.
M. M. - Of course, my models always look as though they've been in a Limbo event anyhow, at any
time, so it doesn't matter.
Brian - What makes you any different? Ha. Ha! You know, something that's contributed a great
deal to my enjoyment of aeromodelling, since I've been married, is my wife's interest in the hobby
and the help she has given me in filming, both with still and movie cameras, the events that have
taken place over the last couple of years. I think most people have seen some of these films, and
I'm very proud of the fact that she has been able to do them.
This seemed a good point at which to end our interview, and a good excuse to put one of
Annette's films on the projector. So we "flew" back over various incidents, whilst I personally
enjoyed, once again, Annette's skill with the zoom lens.
((Compiler's note : it seems pertinent at this point to include an article by Brian Laging relating his
attempts to create a "better" model in the modelling scenario of the time))
Aspectivity 68, April 1976
EVOLUTION OF AN OUTCAST
Brian Laging in Aspectivity Visits (March '76) told us that the Outcast series of aerobatic
models grew out of the "Little Stick" power model.
In describing the changes in design he commented that cleanness of shape is an important
aspect. The Little Stick had rather a thick wing and short span which helped the roll rate, but didn't
help it to stay up. An aerobatic model must be able to climb in light lift, other-wise you can't get
high enough to do aerobatics.
OUTCAST ONE. The moments of the model were just eye-balled out - until they looked right.
The fuselage came from a 4 ft. sheet, the wings were 3 ft. sheets each side joined in the centre. He
went for a flat bottom wing, useful in relatively light lift, but this has since proved not to be right as
a flat bottom wing and a high "G" load tends to snap rather than a semi-symmetrical wing section
and as it is a relatively thin wing it gives it quite a deal of speed. The split elevator system in
conjunction with sensitive ailerons tends to make this version rather touchy to fly. It was a great
handful during the first flight and was actually "pranged" during a landing in turbulent conditions,
yet the general layout of the model satisfied Brian.
OUTCAST TWO. In the design of this version he diversified to something quite different. The
ailerons were eliminated in the "Cleaning up" process. The model was set up with the wing
mounted on a 1/4" steel dowel running in ball-races. The whole wing was moved with a single
servo, as an aileron - this was expected to give a roll rate something like a propeller. Unfortunately
95
it doesn't work that way! You need such a high deflection on the wing to make it roll correctly that
you get a very high adverse yaw. This has a side effect that most people don't expect!
As you turn the model it actually tends to nose up until you reach the vertical bank position
at which point you can hold full up elevator and it does not drop the nose which permits smooth fast
turns. This represented the major difference between ONE and TWO.
However in another change Brian shortened the model which turned out to be a mistake as
far as aerobatics were concerned. The model is so short that it will not spin under any
circumstances and it is very hard to stall, making it excellent for pylon but limited for aerobatics.
OUTCAST THREE. This was designed as a simplified version of Ralph's very successful aerobatic
model. The flaps work exactly the same as they do in a control line stunt model.
Apply up elevator - you get down flap, Apply down elevator - you get down flap,
Apply aileron - you get aileron, Apply flap control - you get down trim on the elevator.
Now, this system worked quite well for loops inside and outside, and as far as normal flying
was concerned, but again trying to have an all-round model for Pylon-and-Aerobatics didn't
succeed. The main reason for this is that as the model is rolled into a turn, and elevator applied, the
extra drag from the flap movement slows the model rather than giving you the very tight turn for
which you are aiming. After a disastrous prang before the last Ballarat State champs. the model
was converted to normal three-function control - rudder, elevator and ailerons.
To sum up the wing design:- The first Outcast had a fairly highly tapered, thin section, flatbottom wing ideal for normal flying and level flight, no good inverted, and not terribly good in
turns as it tended to slow down.
The second version had a slightly thicker, semi-symmetrical section - 60% top camber, 40%
bottom camber - very successful as a turning section, therefore good in pitch manoeuvres, and
which looks to be an ideal shape to use on a later model.
Outcast THREE went to a very thin, about 90% symmetrical section, which is even faster
than TWO in level flight, but it has the failing similar to the flat bottom section, that it is not as
successful in turns.
So, on the next model with which Brian is currently "fiddling" and for which a fibre-glass
fuselage is planned, he is making provision for the fitting of varying wing sections. These
changeable sections will enable him to extend the wing span or chord with very little difficulty and
possibly permit the fitting of the all-moving wing which seems to provide for better turns. If the
model develops as he hopes, he will have a very versatile Outcast - (in name only!) - capable of
speedy modification as a pylon or aerobatic model.
The following item was extracted from a report of Camperdown 1990 as reported in Aspectivity
211, March '90 by Tim Morland.
Brian Laging is credited with 'starting' the annual trek to Camperdown. Once a year at
Camperdown was nominated by him as the time for pilots of big models to get together and fly
together. After his death it was decided that the weekend should continue as an unofficial memorial
to a fine man who is unfortunately, unknown by an increasing percentage of our band of RC glider
guiders.
The ongoing saga of VARMS non-affiliation with the VMAA has far reaching effects, with the
following newsletter from a Northern Victorian club reflecting the 'fallout'!
VALLEY RADIO FLYERS NEWSLETTER
May 1976
EDITORIAL - Let's be frank - this whole thing is an editorial, Know why? Simple - I'M
the only one who gets off his hind end and writes anything for it. This is YOUR newsletter, for
YOUR point of view - so let’s hear it for Mr. Sport Flyer.
This month we'll try to explain the saga of VARMS. As you all saw in the last issue of the
VMAA Newsletter, the editor came under severe censorship for his previous mention of VARMS.
It appears that is what brought this about went something like: ""Eeee by gum chum, I won't stand
having mention made of Victoria's largest model club in a publication that I pay for, by gum."" (you
might have guessed it, mightn't you). Of course what bites Britannia on the bum is that VARMS
96
are not affiliated with VMAA because, as Ken Govett, Pres. VARMS says (by the way it's the
Victorian Association of Radio Model Soaring), over to Ken - "VARMS with a membership
approaching the 200 mark (March '76 ed.) would be the largest organisation in the Australian Aero
Modelling fraternity; however, out of this total we could only muster about 20 who are interested in
competition and therefore only 20 who need F.A.I. affiliation. This would then impose an
affiliation fee of $8.00 per head or $1600.00 in total for 20 flyers. One must also keep in mind that
we are strictly in the gliding side of the sport and assuming only 4 events per year that this 20 would
enter and require F.A.I. affiliation, it would mean $400.00 per event to have 20 of our members
compete. We therefore feel that this imposition would be too great on the balance of members.
The suggestion put forward was to affiliate the Club only, for a fee of, say $50 to $100 per
year and then any member would be able to compete in F.A.I. competition. But only in
competitions pertinent to our form of the sport. As a follow-on to the above affiliation, it could be
more desirable and advantageous to the sport of model flying, to progress further and adopt the
same form of affiliation for all clubs. This would mean cheaper fees for all clubs with only the
affiliation fee being paid to the Association. The V.M.A.A. would then have to be controlled not as
it is today but by the election of a representative or delegate to the V.M.A.A. from each club. From
the delegates a President and Secretary would be chosen. If this suggestion were adopted, all clubs
would be completely autonomous, and with the V.M.A.A. as it is today controlling and having a
large say in the sport; the control would be placed where it should be, that is with the clubs.
Therefore a better control and feedback system would be developed and thus better competitions for
all in the sport.
Now before all you most knowledgeable academics out there flat blow your cool, it should
be pointed out that at each Nationals, the biggest entry and hence one would imagine, the most
popular branch of modelling, is the R/C thermal glider event (no slope soaring event has been held
at the Nats. yet, usually due to site problems) and yet it seems that it is the class that has the fewest
competition dates on the VMAA calendar - no wonder the glider people went out on their own.
Their monthly magazine, usually running in excess of 26 pages includes double pages of
photographs technical articles, news, and a zany feature by a strange gent named Pro Bony
Thermolo, full of Pugnacity and Sapience (could be Peter Sellers in disguise!) (The V. R. F.
newsletter that this article is extracted from is a single foolscap sheet printed both sides!!).
On the other side of the DMZ lies the VMAA whose official views of the subject(*see
below) I am unable to locate in any literature, but would appreciate so as to publish it, however
some unofficial comments I have heard are ".... VARMS contains a bunch of stirrers, we're better
off without them....." and "..... Who needs VARMS, most of their members are affiliated through
other clubs anyway." Meanwhile the non-military citizens suffer, this time our energetic Merv
Buckmaster, editor of the VMAA newsletter who so boldly dared to mention some achievements of
VARMS members (perhaps all the VARMS members are Russians or CIA men eh?)
If any person has done more hard thankless slogging to build up the VMAA to the size it is
now (over 30 clubs was it not?) it would be Merv Buckmaster. He has transformed the VMAA
newsletter from the small (but nonetheless very creditable) publication it once was into an
informative and extremely readable piece of literature (that is - except the last issue, perhaps that's
the way the members want it, I sure hope not). Some final thoughts on the subject, that could be
hashed over at our next meeting, 1/ Extend an official invitation to VARMS members to fly with us
anytime. 2/ Invite VARMS to put Mt. Major slope on their comp. sites.
Laurie Gleeson
Secretary
(*)In response to the above statement referring to the VMAA view regarding affiliation etc., it
seems pertinent to look at three more letters here even though they were written in 1975, being,;
From the VMAA Secretary to all Members stating the VMAA position, a response from VARMS
Editor, and another short letter from the VMAA President.
97
All Members,
9 May 1975
I am writing to you on behalf of the VMAA Management Committee, the people that you
elected to protect and promote your interests at a State and Federal level.
At the last meeting of the Committee, a number of very important and far reaching decisions
were made, and it was felt unanimously by those present that a letter should be sent to each
member, explaining these decisions and the reasoning behind them.
Let me first ask you a question. Are you completely satisfied with the service, assistance
and information which you receive from the VMAA? The answer in most cases will be 'What
service?' We, as the Committee, are well aware of this, and after considerable amount of research
have arrived at the conclusion that the majority of the problem is due to a lack of adequate
communications, that is to say, the activities performed on your behalf, and the services available to
you as an individual member, or to your club, are not made known to you, for any one of a great
number of reasons
This invariably leads to the feeling that 'They' are not doing their job, are a waste of time
etc., and particularly in cases where individual members are directly affected, a feeling of
resentment can easily be built up, and this can then extend to whole groups. All of this ill feeling
could be avoided with the availability of reliable and accurate communications.
To this end, it was decided that a monthly newsletter would be instituted, which is to be sent
direct to each member and is to contain any information which will be of benefit to members. It is
hoped by the Committee that all members will make full use of the newsletter, by way of free ads if
they have anything to sell, or wish to obtain, or by the insertion of articles, or in any way they feel
will be of benefit to themselves or to other members. We have an editor, and it is anticipated that
the first issue will be sent out in July to all affiliated members.
Also, in an effort to maintain a high level of service and communications at both State and
Federal levels, it was decided that the time has inescapably come when it is necessary to engage a
paid secretary. Presently, the VMAA Secretary is spending 20 to 30 hours per week to merely
maintain the VMAA, this is a direct result of the greatly increased membership over the past two
years, and the increased activities of the VMAA. Where in the past it has been possible to find a
person with the required background willing to do the job on your behalf in an honorary capacity,
this is no longer so. Since it will be necessary to find a new Secretary for the coming year, and it
has been found that, owing to the complexity of the task, and the time involved, people are no
longer willing to accept the position, the decision as indicated above was made to pay for a
Secretary.
Now, all of these things, as you can well imagine, cost money, and since one can only
expect service to the level paid for, it has become necessary to increase fees. The new fees, which
are to commence on 1 July 1975, are to be $8.00 for the year.
This figure was arrived at after considering all cost factors involved, and is the absolute
minimum upon which our operations can be based. When you consider the cost of production and
postage of the newsletter alone, this would account for most of the fee, on top of this, each member
is also fully covered for insurance up to $200,000.00 against all mishaps likely to arise whilst
operating model aircraft.
In conclusion, let me invite you, the member, if you have any queries whatever, or any
particular problems which you feel we, as your Management Committee may be able to solve, to
attend any meeting held and let us know how we may be of assistance. If it is within our authority
to assist, we most certainly will, but, unless YOU tell us what YOU want, we can do nothing.
It's up to you.
Yours faithfully,
Lloyd Dippel
Secretary, VMAA.
(Postage courtesy FLITE LINE MODELS, 179-181 Clarendon Street, South Melbourne.)
98
The Secretary,
29 June 1975
VMAA,
Dear Sir,
Thank you for your letter of 9 May 197 outlining the new VMAA proposals.
I do not claim to represent anyone, but as one of the vast silent majority of "fun-fly Sunday
flyers" I find myself unknowingly stating the views of others as I outline my own.
In the past my requirements have been met at Club level and I have not had need for
VMAA, VARCA, (that was) or FAI, nor would I expect any need to arise in the future.
I believe the monthly newsletter is an admirable idea, but if "The cost of production and
postage" of the newsletter alone is going to account for most of the fee, then it is far too elaborate a
production.
This combined with the insurance premiums will limit the amount available for the
Secretary's fee, and render it hardly worth his while to undertake the post.
On the other hand, my view is, that if the work is too much for one secretary, then appoint
an assistant, but if this is not possible and a paid secretary is necessary, then the organisation is too
large and should be disbanded.
There is no place for paid officers in a hobby activity, people are theoretically involved for
the fun of it and should perform in an honorary capacity, as is done very successfully at Club level.
Your letter states that the Secretary's work entails "20 to 30 hours per week". This means
that the person involved, following his evening meal, must sit down at, say, 7 p.m. and work
through to 10 to 11.30 p.m. each night, seven days a week! I find this hard to believe, and yet how
else? It would be, of course, unthinkable to do this work during the day in the "boss’s time."
When the likely return to the majority of ordinary modellers, for this outlay - the proposed
$8.00 fee - is considered, the amount seems excessive.
It could be said that $8 is not a large amount these days, but I find it crippling when
balanced against the average club subscription.
Every club will have to raise their subs. to counter this rip-off if they propose to remain part
of VMAA.
I have always consider the payment of fees to VMAA (or whatever) by ALL members to be
extortionate, when its purpose is to further the interest of a minority.
Though my views are not in accord with yours, thank you for this opportunity to comment
on the new proposals.
Yours faithfully,
M. H. Murphy.
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Dear Mr. Murphy,
23 October 1975
Thank you for your letter of 29th June, which, due to the transfer of the past Secretary, has
been to Papua New Guinea and back. Like you, I also for many years had doubts as to the necessity
for V.M.A.A. As you will see from the latest newsletter I am also a Sunday flyer, not belonging to
any particular minority group, but having been a voracious critic of the hierarchy for many years, I
felt that perhaps I had better hop in and have a go at doing better. I find that there is much that
needs to be done and that, believe it or not, the hobby would not be as satisfying if every club
operated in isolation. If you stop and think about the progress of the hobby, it has been largely
brought about by the needs of the competitive flyer. He demands better and more sophisticated
equipment in order to win. Because he spends far more than you and I, manufacturers tend to meet
his requirements. Hence, the rub off is that you and I benefit. In order to have well organised
contests it is necessary to have some form of administration.
While I agree that the $8 seems a slug this year, I believe that should the newsletter become
self-supporting through advertising and if the clubs drop their individual insurance, then the total
paid by the Modeller in club and affiliation fees will drop. Should you be further interested in what
the V.M.A.A. is all about I invite you to attend our next meeting as an observer and would be happy
to hear your comments on the usefulness of our objectives. The meeting will be held in the
Conference Room at Bradmill Industries, Cnr. Moreland & Parker Streets, Footscray, at 8.00 p.m.
on 25th November.
Yours faithfully,
A. B. Villiers
President V.M.A.A.
(Note: Alan Villiers was a foundation member of VARMS , No 2)
The following excerpt taken from Aspectivity No. 70, June 1976.
Reminiscence – The Origins re-visited
From Your Roving T.V. Reporter.
(Editor – Morrie Murphy)
Ladies and Gentlemen, we have with us in our studio tonight three – er – old members –
NO! I don’t mean they are old codgers, I mean – R-R-R-Ring! Excuse me please while I answer
the control room – what’s that? Oh-well I Lost my notes – Where? Under the chair – Oh – Oops!
Sorry!
Ladies and Gentlemen, tonight we have with us Brian Laging, Ralph Learmont and John
Gottschalk, all members of the Variable Aspect Ratio Meerschaums Society! R-R-R-Ring! Pardon
me? What? They’re NOT? That was only your joke? Oh – I just say ----- Right?
These three gentlemen are going to tell us of the early days of VARMS as they remember
them.
Brian had mentioned how he and Peter Prussner had been very involved flying gliders
around Geelong and farther afield, for several years prior to 1968.
BRIAN – Yes, and Peter nurtured the idea of getting an organisation going. Being an art teacher by
profession, he did all the artwork for a series of posters and made up hundreds of circulars.
Brian had promised to make available a copy of the original poster that we may
photograph for the record.
He sent this material around all the hobby areas, to Clubs, anywhere he could think of in Victoria,
explaining that he had already discovered a site suitable for 360° flying – this was Mt. Hollowback
at Ballarat, which was to be the venue for the first day of flying purely as a gliding group.
RALPH – Yes, I was in at Model Dockyard one day and I saw this notice advertising a gliding
meeting, I think it was January or February, 1968 ....
BRIAN - ....8th February! ..... RALPH – Ah-yes and there was a huge turn up on the hill, on a very
hot still day that was no good for slope soaring – I suppose there were 200 people sitting there ---BRIAN – Yes the day was a roaring success in the number of people who turned up, but, you know,
100
I would estimate at least 500 people there --- and all sweating profusely from running up and down
chasing models that wouldn’t stay up – a very sad state of affairs. RALPH – I can remember quite
a lot of power flyers from Geelong – and Barry Angus and Alan Griffiths, - Neil McLeod --- I think
Peter Mather might have been there – and we had people from South Australia, even! BRIAN –
We had a flying day arranged again for anyone who wanted, to turn up at Fisherman’s Beach
(That’s our Torquay spot) and Peter went the rounds and asked all those who were interested in
forming an association to come back in the evening to his place for a discussion----. RALPH – Yes,
and maybe a month later we had a meeting at Bacchus Marsh, and it was at the top of that hill than
final moves were made to form the association which later became VARMS. There were Peter
Prussner, Ray Datodi, Alan Villiers, Lew Abbott, Bob Cooper, Roger Druse, these are just a few of
the other people I can think of among the founder members. JOHN ---- Well! It must have been
about twelve months after this that I went with a friend to Lilydale to see what Radio Control was
all about. The first thing that struck me was the incredible precise control they had. Then I said to
myself I wonder whether it would be possible to fly a glider radio-controlled. It was a chap by the
name of Peter Puplett ----- RALPH – Oh yes, he was with VARMS, and he was Contest Director
for a while ---- JOHN – Yes, well he told me about this gliding group, so the outcome was that I
went off to Phillip Island the following weekend to see what went on ---- and as it turned out, that
was an atrocious day – (What – in those days too? Ed.) ---- a series of rain squalls and very gusty
winds, a very very rough day and I didn’t think that I would meet anyone. Anyhow, we get there
and true enough I see a group of people just waiting for the rain to stop – (Nothing changed! Ed.) -- and they get out of their cars, assemble their models and just throw them over the cliff! It was 250
ft. high a straight down wall of rock – and the sea underneath! --- and they fly their models over the
sea and that was absolutely fascinating for me. I was completely overcome by this, you know, I
couldn’t believe it.
Then I see some chaps with bigger models, and one particularly, was Peter Prussner, who
had his Aurora there, and this was the culmination of the day for me! -- BRIAN – Yes. Peter had
visions of going to the limit of what you can fly as a model, yet a model which was envisaged as a
possible prototype for a full-sized home-build sailplane – I don’t know whether anyone else knows
about this, but he took the approach that he was designing a full-size aeroplane and how to put it
together and the structural requirements there-of and he came up with a model, which was quite
large for its day. I think it was something over 14 ft. wing span. Quite a large rib chord, with a
medium-tape wing, sweeping forward – er – rather after the style of the Blanik, which it resembled
in flight. The tail-plane was in a low position with slight dihedral, exactly the same as the Blanik.
The model had an extremely strong wing centre section with a tongue and box fitting. I
manufactured the tongue for him out of an 18” x 4” 1/8” piece of spring steel plate, lightened
slightly by our drilling holes with a Turner-type hole saw. The all-up weight of the model was in
the vicinity of 20 lbs. --- JOHN – Yes, well – as I stood there watching he got all his ten channel
reed gear into it, which took quite a while, but he managed to get it all together – and on the point of
take off the model was just shaking in his hands above his head – he had the transmitter laying on
the ground, and he let the model go, and it shot up and forward out over the sea, and he grabbed the
transmitter and he flew the machine to his heart’s content and it was incredible – it was really
something!
BRIAN – It was quite a soaring model – it could handle lift which wasn’t exactly strong, it was
capable of stall turns and it was looped on occasions, but that was about the extent of its stressed --.
I can remember its first landing about two years earlier down at Torquay. Because it had a large
keel it carved a groove along the sand that wasn’t equalled until Ray Cooper flew his Foka 5 down
there. I think, too that it was really something to see and it opened a lot of people’s eyes to the
capabilities of radio.
RALPH – Comparing the present with the past – it is remarkable to see how few prangs where are
at our flying meetings today. It was typical a few years ago that we termed it a pretty good day, if
50% of the models came away unscratched. The sites we were on, the single channel models – it
took a different sort of skill to fly then. I feel that a lot of the elementary things in gliding such as C
101
of G position, and trimming of the model are strange to new-comers because they haven’t gone
through the basics – these things were very critical with a single channel model which had to be
inherently stable because you had no elevator control --.
They all seemed to nod agreement and then slowly rose and left the
studio. As they faded into the distance, snatches of sentences came
floating back --- “Now when I took my Foka fuselage out of the
mould ---“--- “Yes well with the Kestrel” --- “and then when I
had the 117th flight with the K.13 ----“
Then everything went blank! When the screen lit up again...
ANNOUNCER – Sincere and earnest – “We now bring you,“UNCERTAIN WOMEN”.... the
poignant, heart-stopping story of three women...
LADY AGATHA... Drawn and uncertain, pacing the refectory, she worried, “Would Lord
Cholmondeley finish his hang-gliding course and jump off the West tower before discovering that
the handsome young chauffeur, while testing chuck-gliders in the carriage-way, had already put five
dents in the Silver Ghost!”
MRS DANVERS... the Cook... Uncertain and tense over the tuna, “Would hubby
Bert, the head-gardener, buy her that fur coat, to live it up at a soiree, or would he blow the lot on a
new “Cumig-orey”, and Silkraba radio?”
ERMINTRUDE... the Maid.. Dusting the chamber with her hopes and fears, “Could
she win the affection of the husky delivery boy, and induce him to throw away his toy aeroplanes,
take an interest in something decent & honourable & manly & pure like Aussie Rules?”
Now to “Uncertain Women” ....
ALL RELAY STATIONS MAY NOW RESUME THEIR OWN PROGRAMMES!
102
1976 - 77
The Committee
President
Ken Govett
Secretary
Ken Dickinson
Treasurer
Willie/John Vanderwolf
Editor
Peter Bolton
Contest Director
Ojars Balodis
Site Controller John Vanderwolf
Aspectivity 73, September 1976 contains a full page advertisement for the new Southern Sailplanes
"Kestrel" kit.
Also from Asp. 73, came the following article:-
MOTORS AT A VARMS MEETING!
Tim Morland
Yarragon, 29 August 1976 was a day of contrasts and changes. Early morning (10.00) presented us
with a N.N.W. breeze, supplying enough lift to keep your average Cirrus up without much effort. But, there
was a little .... Fog. Not 200 feet out and down from the summit. Quite a few pilots were observed courting
disaster. The silhouettes of aircraft at times became very faint indeed. An hour later the wind had moved
about 5 degrees to the west, while the fog had completely disappeared.
Perusal at the hill-top would, at about 10.30 a.m. have revealed an heretical modeller. That is, me,
trying to start my Fournier’s .09 ENYA. Trying being the operative word, it wouldn’t go. Many people offered
their experience, in the form of fingers and words, all to no avail. It would not keep running. Upon the scene
enters this guy who appeared to be all-knowing regarding model aero’ engines. Meet Mike Young. Resides in
Gippy, somewhere. He had a bash and after some most professional-looking flips, he asks me if it’s alright
for him to fix it for me. Tim couldn’t get that ---- of an engine out of the plane quickly enough. Mike says he’ll
fix it whilst having his lunch. I’d only met the guy ten minutes ago. He went for lunch.
Anyway, everyone else appeared to be having a fine old time in the breeze and the sunshine. My
radio gear was grounded..... So I proceeded to fly my new model. A 20” span, tissue covered, built up,
rubber powered, 30 year old design, call “Goblin”. The question of whom was having the most fun now
became uncertain.
Was it:(i) Everyone else flying their R. C. Gliders,
(ii) Or me flying F. F. between, around (literally) and over their heads,
(iii) Or was it them watching me making an idiot of myself?
Nonetheless, laughs were had by all, and a cloud of sadness engulfed the hill-top when the Goblin had
its cardiac arrested, and heart’s blood at the rear panelling of the tissue covered fuselage shattered. (i.e.
rubber band broke). The insanity being finished, less revolutionary and more bourgeois flying was resumed
undisturbed.
Over the next couple of hours there were a few small hassles about alleged frequency hogging by
persons un-named.
My Opinion:
Some people are lucky. They have the right plane for prevailing conditions and a reliable control
system, hence are capable of flying nearly all day from the minute their key is in the board. Others, however,
may have brought the wrong model, or only have one model, and the prevailing conditions are unsuitable,
hence these guys spend a lot of time waiting on the ground while other guys fly all day. It takes courage to
launch the right plane into the wrong wind. Luckier modellers who could fly all day should attempt to make
themselves sensitive to modellers having less success. Be prepared to hand over your frequency, allowing
the exasperated modeller at least the opportunity of gaining a few minutes air-time.
Besides the two successful flights of my Fournier, the highlight of the day for me was a certain
103
Rossi-15 attached to Ron Bird’s Amigo. Immediately after we heard, or rather, felt, the Rossi buzz up to
about 25,000 rpm, we all knew that Mr Bird’s exhibition was going to be one of the first order. LOUD ..... I
reckon you could have heard it down at the Yarragon station. Ron checked the motor cut-off (you probably
need a license to launch a satellite), and primed us with excitement. We were not disappointed with the
ensuing climb. I suppose, really, you could define the climb as a vertical “dive” upwards. It took a little over
30 seconds to get to the threshold of vision. It was very small.
Wind. Now a very light breeze coming from the west. Not the most favourable direction for
Yarragon.
Mike Young (remember him?) returned, the engine now transformed into an easy starting little
powerhouse. On the powerhouse (credit) side, it pulled my 3 1/2lb Fournier up about 1000 feet above the
summit in three minutes, no mean feat. On the side of easy starting (debit) is a pre-requisite known as
experience, which I am gaining quickly. (Engine problem was a back to front con-rod. Thanks Mike).
Our new Contest director held two events, 2 min. spot, and Limbo. The limbo even was particularly
noteworthy, in that the criterion for scoring was the number of passes and not the height of the tape. A good
idea, and just as exciting. During both contests there was plenty of volunteered officials driving stopwatches
and guiding pilots to spots etc. Nice to see.
The light westerly breeze by 4.30 p.m. had gone round to the S.S.W. People were flying with their
backs facing the mornings flying site. But they were flying. Another successful day under the belt of the new
Committee.
I left.
(The Spot comp was won by the C.D., Ojars Balodis flying a Trident, and Limbo resulted in a tie
for 1st between Ojars and Geoff Hearn, both flying Tridents).
Aspectivity 73 – again, yet another article, included because it is probably the first recorded
instance in VARMS documentation of the use of “Electrics” for powered flight.
Electric Flight – Expensive Experiment or Practical Reality?
by Peter Mather
The prospect of electric powered soaring has fascinated me since the advent of the first
Graupner efforts several years ago, but the cost always seemed prohibitive and the systems
fairly complicated. The American approach – motors designed to turn small propellers without
gearing, at high r.p.m. – was more appealing to me. With the appearance of the Astro 05 the
hook bit deeper and I just had to have one! The unit is fairly low in cost and can be charged in
15 minutes from a car cigarette lighter socket. I obtained mine, with the Astro flite rapid
charger, from Hobby Lobby. I also used a Benson Hobby Products SC-2H electronic throttle
which provides motor speed from full stop to flat out, regulates 5 volts to run the airborne radio
pack from the motor battery and cuts off the motor with sufficient battery power left to run the
radio gear.
For the model I designed a small, simple powered glider to the following specifications:Wing Span
60” Chord 6”
Area: 360 square in.
Tailplane:
20% of wing area
Fin & Rudder: 5% of wing area
Design Weight:
28 oz (hopeful)
to 32oz (probable)
Wing Loading:
11.2 oz/sq. ft.
to 12.8 oz/sq. ft.
Construction was classic ‘sticks and glue’ open framework except that a fibreglass
arrowshaft was used for the mainspar. Airfoil is flat bottom 12.5% thick. Zap was used for all
assembly until my ¼ oz bottle ran out, then the fuselage was built using 5 minute epoxy. The
airframe complete and covered in transparent Solarfilm weighed 10.5 oz, so with 5.6 oz of
motor, 8.3 oz of batteries and 6 oz of Kraft radio and throttle unit, the all up weight came to
30.5 oz for a wing loading of 12.2 oz/sq. ft. Even with a very short nose, the model (christened
104
‘Charger’) came out slightly nose-heavy, but I left it that way for the initial flights.
Test flying was carried out in perfect weather – 0-5 knots breeze – at lunch time on the
R.A.A.F. Laverton sports oval. The first flight was quite uneventful, from the precision heave by
Ken Dickinson through about two minutes of climb power to a delicate arrival for a total
duration of five minutes and five seconds. The glide was fast but quite flat and thermalling
looked like a real possibility. The second launch taught us both a lesson. From a slightly more
gentle launch into nil wind the model began to sink slowly in a level attitude. The pilot eased
back on the stick. The nose came up, and up, and up with the aircraft still sinking until at about
6 inches altitude one tip stalled and she snap rolled into the ground! No damage, but the
moral is clear- this is no vertical take-off machine and must be handled like a real aircraft.
Subsequent flights, in three weeks of occasional lunch times, have built up one hour thirty six
minutes in sixteen flights, Average flight time has been six minutes with a best flight of 14
minutes 30. Still air time appears to be around five minutes. I am convinced that the battery
pack is not getting a full charge, and am about to start shortening the charger leads to find the
optimum. Further report to follow. The battery is a 500 watt 9.6 volt pack, so for a full charge
in 15 minutes, the charge rate should average around 2A. the present charge rate is 3A
dropping quite rapidly and terminating at a steady .5A. I estimate we are getting about 60% of
a full charge. Nevertheless the performance is very rewarding at the present level (using a Cox
5 x 3 grey prop), and I am forced to answer the title question thus: Electric flight is a practical
reality! The Kraft gear has not objected to running from a common battery (without any
suppression) and the SC-2H throttle can only be described as ‘magic’, especially after
determined attempts by the Post Office to destroy it in transit.
In summary, I have had, and am still having a whale of a time soaring electrically. The
biggest advantage to me, is the ability to fly two good flights every lunch time if the weather is
suitable. Noise is no problem and field size required depends only on pilot skill. (Yes, I need
the Airfield!) The model could be improved in a number of areas: longitudinal stability is
marginal under power (more down thrust); size could be increased to (say) 70”-80” span at
around 560 sq. in. area; tail moment increased to bring CG back and increase stability; under
cambered airfoil to reduce speed and sink rate. These modifications (really another model)
plus a full charge should yield still air times around 8 minutes with much improved thermalling
abilities. even so, in the depths of winter I have had a fight to get the model down in one piece
from a plane eating thermal. Enough from me – where are you Mosquito owners?
Spring 1976 saw Airborne Number 16 produced in Victoria under the Editorship of Merv
Buckmaster, the mag. had previously been produced in N.S.W. commencing in 1971.
VMAA Newsletter November 1976 advertised the following upcoming events: V.S.M.A. Parachute duration, Streamer duration, Rocket glider, Boost glider, M.A.R.C.S. - Thermal & Power
assist gliding. (!!!!!)
The same newsletter also provided details of the V.M.A.A. Trophy as it was at that time with
guidelines as follows:
a)
AIM - To promote multi-branch aeromodelling and to reward consistent effort as distinct
from specialist success.
b)
TROPHY EVENTS - Each category (FF, CL, RC) is entitled to nominate 12 events per year
(management committees please note). At least 6 F.A.I. State Championship events are
automatically nominated so that special nomination is only required for the balance of the events.
This should be done prior to the start of the contest year, and should be shown on the contest
calendar. A list of the special events is included herewith. There are 36 events per year, so winning
six points per event gives a possible maximum score of 216 points. The aim of promoting and
rewarding consistent effort is demonstrated by considering that the event was won in 1975/76 with
39 points. Theoretically the event could therefore have been won by a person scoring no higher
than 5th place in any event.
c)
SCORING - A point allocation of six through one points is awarded for 1st to 6th place
respectively. Scores can be amassed by bona-fide* contestants who are financial at the time for the
105
contest. Pit crews, in the case of CL team race etc., and callers in RC pylon races are also eligible
for points according to the team placing. (F.A.I. aerobatic callers are not eligible).
Also in the same newsletter, the following item;
CORANGAMITE
Two notices from the Western district for this month. The first is about the Edward Manifold
"Wiridgil Hills Perpetual Trophy" for Slope Soaring Aerobatics. Date 28th November (1976) at
10.00 hours at Lake Bullen Merri. Entry fee is $1.00 for Corangamite members and $2.00 for other
M.A.A.A. members. Be kind to the organisers and take your little grey card: Manoeuvres: Stall
turn, 2 right hand circuits, 2 left hand circuits, 2 consecutive loops, a 2-turn spin and a chandelle
turn, all in 7 minutes.
At Bunbury W.A. the Nationals featured a Thermal Glider event.
Discovered in Aspectivity No. 75 of November 1976
RESEARCH and DEVELOPMENT
or
HOW TO FLY IFR without an instrument rating:
The “Cat and duck” instrument system has received much publicity and is considered to
have much merit by those who have not tried it. No reports have been received from those who did
try it, and none are expected. Pilots are invited to assess its merits objectively.
Basic rules for the C & D method of flight in IFR are fairly well known and are, of course,
extremely simple. Here’s how:”
1.
Place a live cat on the cockpit floor; because a cat always remains upright he or she can be
used in lieu of a needle and ball. Merely watch to see which way the cat leans to determine if a
wing is low, and if so, which one. The duck is used for instrument approach and landing. Because
of the fact that any sensible duck will refuse to fly under instrument conditions, it is only necessary
to hurl the duck out of the aeroplane and follow her to the ground.
There are some limitations to the Cat and Duck Method, but if rigidly adhering to the following
checklist a degree of success will be achieved which will surely startle you, your passengers and
even the occasional tower operator.
2.
Get a wide-awake cat. Most cats do not want to stand up at all. It may be necessary to carry
a large dog in the cockpit to keep the cat at attention.
3.
Make sure the cat is clean. Dirty cats will spend all their time washing. Trying to follow a
cat washing usually ends in a tight snap roll followed by an inverted spin (flat).
4.
Use old cats only. Young cats have nine lives, but old, used up cats with only one life left
have just as much to lose as you do, and will be much more dependable.
5.
Beware of cowardly ducks. If the duck discovers that you are using the cat to stay upright,
she will refuse to leave without the cat. Ducks are no better in instrument conditions than you are.
6.
Be sure that the duck has good eyesight. Nearsighted ducks sometimes fail to realise that
they are on the gauges and will go flogging off into the nearest hill. Very nearsighted ducks will
not realise they have been thrown out and will descend to the ground in a sitting position. This
manoeuvre is difficult to follow in an airplane.
7.
Use land-loving ducks. It is very discouraging to break out and find yourself on final for a
swamp, particularly if there are duck hunters around. Duck hunters suffer from temporary insanity
while sitting in freezing weather in the blinds and will shoot anything that flies.
8.
Choose your duck carefully. It is easy to confuse ducks with geese because many water
birds look alike. While they are very competent instrument flyers, geese seldom want to go in the
same direction as you. If your duck heads off for Canada or Mexico, you may be sure you have
been given a goose.
(This was reprinted from Australia Air Pilot via Propwash, the Rockhampton newsletter.
The Editor).

106
..... and also reported in Aspectivity 75, an extremely complete and concise contest report:
The V.A.R.M.S. “Nationals”, 1977
At Laverton Air Base, 5-6th March
As experienced by John Gottschalk (Sourced from Aspectivity 78, March 1977)
Yes, believe it or not there was flyable weather, it did not blow a gale, it didn’t rain, in fact
the sun pushed the thermometer to 30° in the afternoon on the first day of the meeting! Incredible!
After we successfully convinced the R.A.A.F. security officers at the gate that we only
intended to fly (or watch) R. C. models, we got the nod and proceeded quickly to the field where the
first event, Power Assist, was about to start.
Eight contestants on the starting line and with Ron Bird’s Rossi powered Amigo
“outblasting” all other others with an 89 degree climb (a fraction less than vertical), it was
something to watch and hear! Geoff Hearn after five attempts to get going (the little box engine
was suffering from intermittent bouts of dehydration) began to “talk” to it in “various ways” with
the result of another 6 starts, followed by a quick grab of the TX and ------- silence! A clear case of
power needing assistance!
Brian Laging, last year’s winner of the event, used the same combination, “Patches” and a
Fox 35, but had 2 “under-runs” and could not repeat last year’s performance.
My personal comments:This event has great potential to become a real good competition once the principal
requirements are fully and widely understood. Even though Ron Bird’s combination of “Rossi” and
Amigo are very impressive, I firmly believe that a special design with the engine mounted at the
front is the way to go. There is no substitute for power when it comes to climbing further in a
shorter time! A 2/5cc engine (Rossi, Cox Conquest or Supertiger, which set you back about $80 $100) will deliver that power whilst using a relatively small prop. to reduce drag on the glide. More
of that perhaps in a further article.
Speed!! 20 triers on the line and some very formidable machinery amongst them. Ray
Cooper, the old campaigner, was frightening the living daylights out of me, (I operated the turning
signal), when he hurled his Pelican at the air complaining noisily as it was parted by its forward
racing wings. Alas – he got undone by Robert Goldman who flew a heavily “doctored” Cumulus.
The modifications are classified of course, but I have it on good authority that it was
tortured around the course in 13.88 seconds, weighing 11 lbs.! Again not quite good enough. The
1/4-scale Foka from Geelong carried the event with a sizzling 12.04 seconds which included the
quickest turning manoeuvre of the contest. As soon as the nose went past the line I hit the button
and the big Foka instantly banked over and wasted no time getting back to the starting line.
Magnificent reflexes. A well-deserved win to Brian.
My comments:Gentleman, with all due respect, please let’s have the lights somewhat further aside from the
course, and please pass the light pole on one side only. O.K.?
What polyhedral, delta wings and planks are doing in a speed event escapes me totally, but
miracles can always happen, like these models actually reaching the turning point??!....
Look out you speed merchants, the “yellow peril” will be back amongst you again next year.
Keep that tracking gear well-oiled till then!
What is the most important ingredient of a successful thermal competition? How did you
guess? Thermals!!
107
And there were some, if not of the Naracoorte calibre, but still with the hot sun bursting through the
clouds for lengthy periods it was all go for the thirty-two competitors.
The situation clarified itself somewhat when after two rounds completed with Ron Bird
getting a maximum score, Noel Roediger with his magnificent ASW 17 holding second place and
Ralph Learmont flying the big V-tail Mystere into third place. That final found could still produce
a surprise as it turned out. Ron Bird flew another beauty and Ralph Learmont edged Noel Roediger
out of second place.
So ended the first day. Wandering round I noticed a full-size Blanik, a Salto, A Libelle, and
a Pik 20 making good use of the conditions. The Blanik staying up for about one and a half hours
and the Pik 20 – which incidentally won the World Championships in Finland in “76 – giving a
most impressive demo of dynamic soaring. All aircraft were winch launched off the North-south
runway
Tim Morland’s Hi-Fly performed the perfect spinning manoeuvre (after the wings had
departed) and well and truly screwed itself into the ground. Ten minutes later one wing panel was
sighted thermalling above the R.A.A.F. Administration building at Laverton.
Charlie Wyatt developed a very worrisome look on his face when his floater at one stage
looked like actually flying forward into the wind.
Ah yes, the spot! It looks to me more like a crash direction indicator. Parachutists are
supposed, “to hit the spot”. But model aircraft are supposed to land, (so they say). On a landing
strip!! Not on a bloody spot! So maybe one day the powers what be will try a proper rectangular
landing area! Who agrees?
Then came the second day. Cool south-west winds, total cloud cover at 9.30, the start of the
Two minute “Spot” event. (Do I have to use that terrible word again?) This event emphasises
precise landing and consequently that is where all the action was. They came, skidded, cart
wheeled, bellied, nose-dived, some didn’t arrive – they allowed themselves to be gobbled up by
Mother Earth somewhere else. “He who practises often shall have the winning odds in his favour”.
Who said that? Never mind, truer words were never spoken. I think Ray Cooper has it printed on
the walls at home! After his Pelican’s nose disappeared under the piece of cloth indicating the
“spot” it was discovered that he was 3 seconds (an eternity) overdue! Shocking! You must learn to
be on time Ray!
The R.A.A.F. made sure we had a proper lunch break when a Hercules arrived at 1.25,
disgorging one hundred and twenty air cadets, taking on twenty other personnel and taking off
again. After the all clear was given it was time to start the Scale competition. (Stand-off
V.A.R.M.S. rules). Entered were: 2 Salto (should this be 1 Salto, 2 Salti?), 1 Cirrus, 1 ASW 17, 1 –
¼ scale Foka 5, and 2 – ¼ scale Kestrels.
The static judging took some time (as it should) and this was followed by the flying part of
the contest.
The Salto’s had certain difficulties, especially Martin Williams who had to abandon half the
manoeuvres on the schedule due to lack of altitude. Ojars Balodis put up a great show though and
certainly made the most of the situation. Ralph Learmont flew his Kestrel in a very impressive
manner only to miss the landing area by a small margin. Mike Richardson had some anxious
moments when he broke his Kestrel Stabiliser in a previous flight and had to be persuaded to affect
the necessary repairs and stay in the competition. Just as well! – Everybody tried very hard to do as
many manoeuvres as possible with the bigger machines enjoying an obvious advantage due to their
greater efficiency. The Foka 5 in its present form represents a magnificent flying machine,
especially in the air.
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Noel Roediger, who flies with the Sunbury Club, could show us all how to produce a first
class wing panel and finish it properly. His Aileron fittings are superb. It is things like that which
keep the score up on the static side.
Mike Richardson has achieved a high standard of workmanship and detail as well as a high
degree of flying ability which is reflected in the result. To build an aircraft such as the Kestrel,
incorporate features like retractable U/C. flaps, airbrakes and a fully equipped cockpit with a
striking overall finish, cannot fail to impress everybody – judge or enthusiast! A successful contest
flight with such an aircraft must give anybody a winning chance, and that is how it worked out!
Mr. Editor, allow me to dwell a little longer on the subject of scale.
What we are watching at present are just the beginnings. The rank of seriously interested
“scales” (early interpretation of “Scalies”), is steadily increasing. Even with what we have at
present, what may be called a “core” of enthusiasts, there is no reason why we shouldn’t see a fleet
of 12 or so flyable scale models in the next twelve months. It is also evident that we have two basic
lines of thinking on scale; No. 1, to build a replica of a full-size machine and concentrate on
maximising its flight characteristics. No. 2, as above plus incorporating the correct scale finish with
markings and producing a cockpit with all its special problems of seats, controls, etc. etc., not to
mention the sometimes difficult task of hiding the RX gear.
Obviously No. 1 will get more followers for pure time and economy reasons. However
when it comes to competitions, the bod in No. 2 has the better machine due to the structure of our
current rules. (200 max. points for the static, and 100 max. for the flying section). Again, the large
machine usually fares better in the flying part (the bigger they are, the better they fly!!).
My advice to anyone interested in scale building – construct your project in such a way that
you incorporate those features which will bring you into the contest at a later date without the
model having to undergo major surgery in order to hide the gear, batteries etc.
To sum it up: R.C. Model Soaring is great once you have passed the “knock knock” stage.
R.C. Scale soaring is the greatest, especially if your personal circumstances allow you to advance
into category No. 2, which promises an incredible feeling delight and satisfaction once your
machine has completed its first few flights! (from one who knows).
The last event was the Limbo and this is something you either like or absolutely hate. It
certainly has spectator appeal. It always horrifies me to see quite nicely built models flown by
people with marginal pilot ability and promptly smashed to pieces. However, it is part of the
V.A.R.M.S. scene, (something for everybody?) and so it went, with models over the ribbon, through
it, and some made it under. Ojars Balodis thrilled the crowd with some lightning fast dives under
the ribbon with his Salto. Ray Cooper and his Pelican were in top form, but the winner in the end
was David Knight with his Monterey (modified).
Further and final observations:
Willie Vanderwolf’s task of Chief Scorer, sitting in the tent in steaming hot conditions
recovering from a bout of ‘flu’, was performed with diligence and not a word of complaint. What
would we do without her? Olive Morland and Wendy Smith also helped time keeping and scoring.
Great show girls! Thanks to the Committee for organising 16 dozen drinks which were
disappearing fast and no wonder at that price! Ken Govett was our P.A. man and he made the most
of it.
By what we saw in the way of line retrieval there is hope that we may not need motor bikes
in the future. Brian Laging demonstrated what can be done with a two drum winch. How about a
few lines on your system in Aspectivity Brian, so we can all understand what is happening?
(Please! – Ed)
The shape and quality of the Trophies was very impressive this time so please keep it up.
Finally, the incident involving Brian Laging’s Foka 5 during his scale flight brings safety to
the fore. When we fly in public parks it is sometimes unavoidable that people walk across your
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flight path (that’s why I don’t fly in public parks anymore!), but when we have a scale contest in
progress such as this one, then we have no excuse for allowing people to walk within 20 feet of the
landing area.
That, Gentleman, must not happen again:- as it turned out, by a miracle, nobody was hurt
and the Foka finished up with a few stress cracks in the fuselage.
All told, even though I was “grounded”, with my old faithful K13 currently awaiting two
wing tip transplants, I enjoyed the show and I am looking forward to next year’s contest.

Asp. 76, December 1976 - Provides some insight into a "Record Breakers meeting" held at Ken
Govett's house to discuss what type of records may be attempted and investigate the requirements to
validate them, also ...
Scheduled on 13 Feb. 1977, Highbury Rd. school, a Triple Task Thermal flying meeting (probably
a fore-runner to the FAI F3B competition). The activity actually took place at Royal Park (adjacent
to R. C. H.), using Bungee launches. Results, 1st Ralph Learmont, 2nd Ojar Balodis, 3rd Graham
King, 4th Geoff Hearn. The following people and models were in attendance; Ojar Balodis Cirrus, Rob Goldman - Cumulus Special, Ralph Learmont - Cumulus Special, Geoff Hearn - Cirrus,
Graham King - ASW.17, Glen Adamson - Cirrus, Mike Richardson - Kestrel, Tim Morland - HiFly, David Knight - Monterey, Barry Nugent - Reiher.60, Doug Anderson - Cirrus, Martin Williams
- Cirrus, Tony Hayward - Silent Squire, Ross Peasely - Foka, Ken Dickinson - Trident(Ailerons).
Below we have a picture of the Royal Park flying site, portraying on the left, a ‘Drop-in
policeman’ keeping a close eye on the models, and also on the extreme right we have all-round
‘Gentleman’ and past Editor extraordinaire, Morrie Murphy offering very valuable advice to a
spectator. VARMS actually held another Triple Task event at this site in the following May and
also November.
110
Mention also made in this magazine of CRF (Completely ready to fly) models as portrayed in Radio
Modeller August 1976,. An early comment on these models was that they were ARF (Almost ready
to fly), and many ALMOST did fly !
13 March 1977 - Brian Laging (VARMS No. 30) - (Aspectivity 87/December 1977)
I hereby submit a claim for record distance with a Radio controlled sailplane in a straight line of
22.3 Kms.
The model was launched near Charlton and landed near Wedderburn.
The model was launched at approx. 4.00 p.m. on Sunday 13-3-77 on an electric winch, it was
followed in a car driven by Wendy Smith with Chris Willard (VARMS No. 189) acting as observer.
The model was an own design called "Overcast" of 138' span with a loading of 10 oz.sq.ft. During
the flight several stops were made (by the car) to regain height from below launch height. A
landing was made at approx. 5.00 p.m. beside a creek 100 yds. from the road after running out of
lift.
I witnessed the above flight - Chris Willard (VARMS No. 189)
The use of the Liverpool Road Retarding Basin was granted to VARMS by the D.V.A. for the 27th
March 1977. This seemed to be a one-off instance.
Aspectivity 78 March '78 - as with many 'sports', there is always some element of 'politics', and
aeromodelling is no exception. The following article covering VARMS Non-affiliation with the
VMAA is extremely worthy of a mention as part of the history.
The following is a statement from the Club President to keep you aware of some developments:To expand on what has been going on about the old feud with the V.M.A.A. and VARMS
and assuming that by now we have all heard the story as to why the big split, I now would like to
point out some more facts Recently, VARMS was contacted with a view as to why we still held such strong views
about not re-joining the V.M.A.A. and the whole story was again aired and just to get things in the
right perspective the "story" was verified by members of the V.M.A.A. The object of this airing
was perhaps a further attempt to get VARMS to once again affiliate with the V.M.A.A. However,
at the same time it was pointed out that we would join only on our terms.
The terms put forward were as follows:VARMS with a membership approaching the 200 mark would be the largest organisation in
the Australian Aero Modelling fraternity; however, out of this total we could only muster about 20
who are interested in competition and therefore only 20 who would need F.A.I. affiliation. This
would then impose an affiliation fee of $8.00 per head or $1600.00 in total for 20 flyers. One must
also keep in mind that we are strictly in the gliding side of the sport and assuming only 4 events per
year that this 20 would enter and require F.A.I. affiliation, it would mean $400.00 per event to have
20 of our members compete. We therefore feel that this imposition would be too great on the
balance of members.
The suggestion put forward was to affiliate the club only for a fee of say $50 to $100 per
year and then any member would be able to compete in F.A.I. competition, but only in competitions
pertinent to our form of sport.
As a follow-on to the above affiliation, it would be more desirable and advantageous to the
sport of model flying, to progress further and adopt the same form of affiliation for all clubs. This
would mean cheaper fees for all clubs with only the affiliation fee being paid to the Association.
The V.M.A.A. would then have to be controlled not as it is today but by the election of a
representative or delegate to the V.M.A.A. from each club. From the delegates a President and
Secretary would be chosen. If this suggestion were adopted, all clubs would be completely
autonomous, and without the V.M.A.A. as it is today controlling and having a large say in the sport;
the control would be placed where it should be, that is with the clubs. Therefore a better control
and feedback system would be developed and thus better competitions for all in the sport.
Ken Govett, President.
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To Compete or Not To Compete ?
Politics also existed within VARMS and is reflected by many letters on a range of topics. The
following commenced in Aspectivity 53, November 1974.
Dear Paul (Paul Dumsday, Editor)
Well done for yet another first class edition of our soaring magazine. The Committee and
yourself have surpassed all previous efforts and with the prevailing level of enthusiasm our
"Aspectivity" will be of ever increasing interest and enjoyment to readers.
Through my previous experience as Editor, I recall, however that the only meaningful
appreciation for an Editor is for participation. Therefore Paul I take this opportunity to air some
points which I consider to be of importance to VARMS.
Our independent soaring association is solid and our membership and activity ever
increasing. If, however, we are to continue enjoying this fortunate situation and to avoid
isolationism and stagnation then it is imperative that our membership become more competitive in
R/C soaring than it has in the past.
ALL aircraft are built for a purpose and model aircraft are no exception. No aircraft has
ever been designed to "just stooge about". Our inherited attitude from the past of, "just staying up"
are no longer valid with modern reliable equipment. Unless we have a purpose, an aim, or a goal
our activity will become just another craze. Until now most of us have just been "stooging" about
without putting our models to any real purpose. A few of you reading this might quickly retort.....
but I only fly for fun- Right! but have you honestly considered that in any sphere of activity it
follows ..... what you do well is what you really enjoy,.... then, to do well in our activity we need to
be competitively involved. To make the point clear, did Stirling Moss get his reputation for "just
stooging around" in a sleek car on a race track? True, not all of us have the outstanding qualities of
champions but what is certain is that competition does improve your skill. One reason why radio
control soaring has caught on in the world is that you don't have to be a champion to be successful
in competition. How do you get into active competition and win? Well unless you're the
pioneering type, the best shortcut to competition success is to watch the most experienced flier you
can find and learn as much as you can from him. Keep an open mind on your own ideas. If you
believe you cannot handle the particular model he fly's or you don't have sufficient building
experience ask his opinion about something a little easier. In either case set your sight at building a
model with competition performance.
Once the model has been build set yourself a deliberate practice schedule for which the
model has been designed. Stick to it, then organise yourself to practise, practise and more practise.
Your involvement at VARMS competitions will clearly show an overall improvement in
your flying skills. In reality you will break fewer models; thus better value for each model you
build. In turn through competition your confidence will increase and enable you to make it
worthwhile you putting more time and effort into your building projects, bringing an all-round
improvement in your activity. Inevitably your success and satisfaction in R/C will come through
competitive involvement not through "flying for fun More over it will be "fun to fly well".
Well that's all I have to say for the time being Paul. Hopefully, someone may make
comments, or extend the above ideas by way of an article contributed to next month’s Aspectivity.
For example, on what sort of competitions they would like or their ideas for and against the
competition rules that we now have.
Regards,
Mike Richardson
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..... and another point of view;
Dear Editor,
I was contemplating a pot of beer the other day, my attention captured by the surge of rising
bubbles sparkling in the late afternoon sunshine, while at the same time considering what was
wrong with our hobby. I suddenly realised it dated from when some peanut called it a sport.
The horrible thought struck me, that if some other peanut decided beer drinking should be a sport,
what a mess we would be in -- forced to drink out of similar sized mugs - to drink more, to get
higher or be slammed from right and left because we insisted on indulging purely for enjoyment.....
gosh!
THE PERFORMANCE
This essentially personal view is one man's reply to the competition "thing" expressed in this
issued of Aspectivity (76) and also that of November 1974 (53).
In his opening remarks Mike says -"There's little argument against need etc. - regular
competition events" - etc.
Now this is a dangerous assumption - as I said to a former Contest Director, with my tongue
not too far into my cheek - "Competition events louse up a good flying day".
In his earlier letter, Mike said in part, "All aircraft are built for a purpose - no aircraft has
ever been designed to "just stooge about!" - WHO SAID?
Surely there must be something wrong with people who cannot revel in the sheer joy of just
being up there.
Mike - again the earlier letter - "What you do well is what you really enjoy - to do well - we
need to be competitively involved."
No so! I know a fisherman who never does well - gosh - he's a shocker as a fisherman - but
a more serene, relaxed, well-balanced person you could not meet.
The outdoors, the sparkling waters, the bushland birds, the very occasional swirl of the
water as the line tautens, all contribute to give him complete enjoyment.
113
Now with slight changes for a differing locale and activity this about sums up the enjoyment
I derive from gliding.
In November 1974 Mike asked "How do you get into active competition and win - "Well - I
would suggest as a start to go round and stomp on Ray, Ralph, Brian and Geoff's models, while they
are not looking.
But seriously he goes on to propound a programme - "Watch experienced flier" - "build a
model with competition performance -", "practice schedule-", "stick to it-", "practise, practise,
practise". - finally satisfaction will come through competitive involvement not through "flying for
fun" - "it will be fun to fly well".
The mind boggles - I feel that when competition comes in fun goes out.
I suppose it is alright for those who have an overwhelming desire to be king of the castle MY overwhelming ambition is to have fun and not take myself too seriously - both impossible in a
competition atmosphere.
EPILOGUE
Of the multi-task event (F3B)I hope I have the ENDURANCE to achieve, the SPEED to put as much DISTANCE as
possible between myself and the event.
Morrie Murphy
(The following cartoon expresses Mr Murphy’s point of view emphatically)
And ..... yet another opinion;
Dear Editor,
Following Mike Richardson's letter in last month's Aspectivity, I would like to generally
support his point of view about the competition aspect of gliding and its benefits. There are several
factors which I can see support the need for regularly organised competitions.
1.
The necessity of maintaining the level of interest of the not so new members. This point is
clearly evident from the current high turnover of VARMS membership, Like many activities R. C.
Gliding holds a fascinating interest for those new to it. Take a typical newcomer: When he enters
this hobby he is usually completely absorbed by the challenge of first building a model, going
through the rigours of getting it trimmed out and finally, probably after several crashes he clicks.
114
He manages to fly successfully, to get his precious creation down in one piece. From there his skill
slowly improves. He may try other models, visit other flying sites, and after a period of time he
probably finds that having mastered the challenge his interest begins to slow. Gone is the initial
excitement and novelty of silent flight. Now is the time to feed his interest, to offer a challenge to
prevent him from drifting away. Otherwise his name will, like many others, become a blank space
in the VARMS membership register.
I don't want to imply that competition flying is the only thing that's going to keep him.
There are plenty about who never got to the stage of mastering controlled flight and perhaps they
are lucky because they will never give up, and will be with the hobby for years to come. But for
those who get past this stage, and assuming that the model building and design thing doesn't grab
them, there is little left. Perhaps teaching others to fly (not too many from my observations) will
keep their interest going. Perhaps others get satisfaction from taking administrative duties (e.g.
offering their services as a committee member or generally helping the committee) - not too many
of these either. So what you have left is a sizeable proportion of members. We must offer them
something more again. Incidentally, don't read this as whinge in any way. VARMS certainly has a
lot to offer already and it would take too long to expound all its virtues.
2.
Consider the word, "competition". To those against the idea of competition flying, this
word "competition" probably conjures up visions of strictly controlled cut-throat flying merely to
find out who amongst the contenders is the best. If this was the situation I would agree with them,
but never in my experience have any of VARMS competitions gone this far and been taken so
seriously. This tendency only becomes apparent in Nationals and then not very much. I'm sure the
reverse point of view is far more common amongst those of us who have already entered any
competition. We've gone in it to have some "fun". To win is not the be all and end all. Think of
the occasion as a game only, you'll certainly enjoy it more.
3.
"Competitions" provide an opportunity for the flyer to improve his flying skills. "So what"
says Morrie - "I'm happy to get my model down in one piece, that alone provides enough
satisfaction for me." Fair enough. I agree, but in competition flying the flyer will learn to do this
too. Take the example, spot landing. This features in most of our events. I admit that some spot
landings are a javelin aimed at a target, but then again many of our landing accidents are also
caused by performing the most beautifully co-ordinated final turn too far downwind, and end up in
a tree a long distance away.
Competition flying is one way in which the flyer sets himself a task of flying his model to
some purpose. In doing so he usually finds himself in situation which he might not otherwise
encounter. He learns more, and gains valuable experience and improves his flying ability and
thereby his enjoyment of the hobby.
In summary. I think that the competition aspect is important. It need not be at the expense
of any of our other important activities because everybody's particular whim should be catered for.
It's also true that despite the good intentions of our Committees and Contest Directors too many
planned events have suffered from inconsiderate weather. As Mike said in his letter, I hope that the
introduction and acceptance of the triple task event (which is not held to ransom so seriously by the
weather and suitable hill sites) provides a much needed boost to the flagging competition scene.
Ralph Learmont
And ..... finally,
Dear Sir,
In reply to opinions expressed in the December issue of Aspectivity, may I present some
observations for your consideration?
1. ON COMPETITIONS
The two views expressed by Messrs. Richardson and Murphy are diametrically opposed;
that much is clear. However, both views are correct, which may not be so apparent! There are
other matters where such a paradox may arise, one being affiliation (about which I have so far been
able to restrain myself from making comments). Perhaps I can resolve the competition paradox to
115
some extent.
One way to do this is to introduce an aim to the exercise. In any sport there is no
compulsion to obey rules except for reasons of safety and good public relations. Thus if you fly RC
sailplanes and your aim is enjoyment, you don't have to fly in competitions. On the other hand, if
your aim is to improve your flying skill; knowledge and experience, then competition is the surest
way to do so, although not the only way. Competing against a stopwatch and an elusive landing
spot all by yourself out in a paddock will bring improvement too.
Furthermore, for a few flyers, competition is itself quite enjoyable, especially if losing is
only the stimulus to do better. There is a general rule in model aeronautics, that all the
improvements in models and their ancillary equipment, have come from the drive for improvement
in competition.
Finally, as we have no control over the weather, if a competition cannot be held due to
adverse conditions - bad luck! There is no need to become disheartened. The only thing to do is
turn up at the next competition. A regular programme of scheduled events, at regular flying fields
to enable a pattern to be established and competitions to function as a basic part of club activities.
Many other modelling clubs have results which show quite clearly this line of development.
2.
POWER ASSIST
I started my R. C. career with a power assist model. An 8 ft. span 2-channel, modified free flight
sportster, and had no problem with it. However the engine was only a means to get the R. C. gear
into the air: having an engine makes it a power model - there is no argument which can refute that
evidence!
I used a Taipan 2.5 c.c. B.R. diesel and a 25 ml. fuel tank. The motor run was about three
minutes, and in that time the model would clear about 600 ft. without any obvious lift. From that
height the model would glide for a further 6 or 7 minutes, so the ratio is much the same as what you
found with your machine. The model has very little aerodynamic refinements except a T tail, but
seemed to have a dreadful performance when compared with my best A2 sailplane! For a better
ratio, Ron Bud's Amigo shows how improvement can be achieved!
A sailplane (i.e. a model launched by towline) should be capable of perhaps 10 minutes
from 600 ft. But a powered "sailplane" is a fun machine and noise and mess are a reasonable price
to pay for the fun. There is still the challenge to search for thermals and keep it in the air as long as
possible.
Yours faithfully
Merv Buckmaster.
Aspectivity 78, March '77 - and ..... selected excerpts from more letters:
.....I have been heard to say that competitions "louse" up a good flying day - nowhere was this more
evident than at the Triple Task events at Royal Park.
It was a wonderful day for thermalling - ask Graham King! Ask anyone! - ask ME!
During a brief halt in proceedings I put the Kadi up on the line - (that is the disgustinglooking, tip-stalling, patch-work that I have been flying/throwing into the air for years), - and I
caught a thermal and up I went - ME? and the KADI!!?
Anyhow on that day people assembled at about 10.00 a.m. and left at about 6.00 p.m.
Between those times they ran about, flew, waved flags, pressed stop-watches, shouted (at times it
reminded me of Flinders Street Station at the peak hour) and for all THIS, any one person only had
a total of about 35 minutes flying!!?
But harking back to my opening paragraph, someone has said that the end-of-month-meets
were intended solely for competition!
YEAH! OO, SEZ? M. Murphy.
..... If members will recall I made reference to the Multi-Task event and that I would like to see it
become our predominant monthly meeting event for reasons stated in the letter.
The experience gained from the very successful February meeting has shown that this event
enabled the widest variety of model to participate and all competitors regardless of experience
116
found it to be a most enjoyable day.
Many who did not attend might say that this type of competition takes up most of the day
and so precludes little opportunity for fun flying. My contention is however that they don't need a
committee to run and organise their fun flying and in addition they have the rest of the month to do
their own thing anyway.
M. Richardson.
..... Perhaps the reason that you heard more from the competition-minded among us was that the
fun-flyers were too busy flying!
Peter Mather.
Aspectivity 79, April ‘77
Dear Editor, (Peter Bolton),
Glad to see such a vociferous bunch still exists within V.A.R.M.S. I guess a bit of stirring
from our esteemed editor got him some material to do his thing! Seriously though, what is all the
fuss about. If I remember correctly, (and it is almost 10 years!) the end of month V.A.R.M.S. day
was always set aside as a competition day. These upstart newcomers, sport flyers, are trying to take
us over! If they need to have a special day each month, why don’t they organise one instead of
trying to cut in on our all too infrequent competitions! Why do they attend all our competition
days? As for not liking having a stopwatch thrust upon them by members of the committee! (who
may co-opt any member to perform these duties). If you don’t like it, don’t come! Organise a fun
fly day and invite everyone! I fly for sport as much as anyone, but I do like competitions, so do
many others with low V.A.R.M.S. numbers who seem to stay with V.A.R.M.S. for many years! As
another correspondent noted, many sport flyers learn to fly and then drop out! Why? It is up to the
sport flyer himself to do his own thing, so don’t try to change V.A.R.M.S. into a non-competitive
group, or it will dissolve! Our constitution pledges us to advance R/C gliding, to do this rests upon
each and every member. It is as important to develop solar powered radios, auto-stabilization
devices, better aerodynamics, etc., as it is to compete against each other with existing equipment!
But aren’t these gifted people who develop these things also competing in their own way” At least
the number of responses indicate all V.A.R.M.S. members are at least active in one way or another,
for this I am most grateful!
Brian Laging.
P.S. As all V.A.R.M.S. members were aware of the weekend at Charlton being a fun fly weekend
with NO organised competitions: where were all the sport flyers!?
(Compiler’s note: to be completely fair about the above note, the Charlton weekend, whilst not
a ‘formal’ competition, was actually advertised as LONG DISTANCE FUN FLYING, a precursor to
the more competitive X-country events?)
To Compete or Not to Compete, that is the Question
I came across an amusing article by the author of “Jonathon Livingstone Seagull” (copied
below) which I think is relevant to the present competition correspondence. This is called “There is
something the matter with seagulls”, in which he wonders why seagulls are never seen doing
aerobatics and decides it must be a lack of competitive spirit and that if this is so, give him his
competitive cockpit any day.
Obviously seagulls are not “Upstart Newcomers”. They appear to enjoy flying but do not
fly competitively. I like fun flying and also the extra thrill of competitive flying but, as an extreme
case, do not relish the thought of travelling 200 miles to make one abortive attempt at getting a
model below a limbo-line and then spending the rest of the day watching other people.
There is obviously a middle course, somewhere between Brian and Morries courses. We
should have a competition every month, but this should not dominate the day’s flying, i.e. 1 hour
could be enough time for some competitions, leaving plenty of time for the fun flyers to just fly or
even practice to reach competitive standard.
117
Charlie Wyatt.
(Compiler’s Note: As a constant observer of seagulls at Brigg’s Field and also Lake Bullen
Merri [Camperdown], they have been seen to arise ‘en mass’ at the first hint of a thermal, soar
to exotic heights without a wing beat, and then to descend back towards earth just as rapidly,
sideslipping, gyrating and tumbling, then screaming back up into the heavens again and again
to eventually alight on tip-toe to sit on the warm ground or to fossick around until the next
thermal arrives. It may not be competition but is certainly seems exciting stuff listening to their
squawks all the while as they are having their fun!!)
During these "discussions it was pointed out that from a membership of 193 only approx. 25 - 30
members (12.95% - 15.5%) were active in competition. A call was also made to raise a VARMS
Competition Group who would affiliate with the VMAA to compete in their competitions and be
eligible for record attempts.
And ..... in 2001 the discussion still rages!!
Aspectivity 81, June '77 reports that Glenfern is again available for use by VARMS.
Having been “OFF and ON” Glenfern Road site quite a few times, the picture below from 2013
shows that it is currently “ON”.
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1977 - 78
The Committee
President
Geoff Hearn
Secretary
John Meldrum
Treasurer
Willi Vanderwolf
Editor
Martin Williams
Contest Director
Barry Nugent
Asst. Editor Maurie Shaw
VARMS Competition Soaring Group
July '77, Aspectivity 82 reflects the formation of the V.A.R.M.S. Competition Group (Competition
Soaring Group), formed for those members who wish to take part in the V.M.A.A. affiliated
competitions and/or records attempts for which affiliation was necessary. (VARMS was not
affiliated with the VMAA at this time and had its own Insurance).
Aspectivity 85/October 1977 contains information on the kitting and sale of "The Sunbird" by
Southern Sailplanes (Ralph Learmont).
This magazine also contained a suggestion from a Committee meeting;
One suggestion brought up was to have a sports flying competition using one class of model. We
propose to run the competition along the following lines:
(1) The competition will be open to all TRIDENT pilots, and the competition will take place at the slope
meetings. (Note: Trident was available as a 2 metre & 2.5 metre kit).
(2) Manoeuvres will consist of: a loop, stall turn, horizontal eight, as well as general flight
appearance and performance.
This event is designed to put flyers on an equal footing as regards model performance, and most of
all to allow you to have a good time in conjunction with a slope event.
..... and for those into a different styler of competition, we have the following.
(Note, at this competition, VARMS used a new 29Mhz keyboard presented by Tony Cincotta of the
Hobby Hangar.)
TRIPLE TASK
TRIPLE TASK
WHERE:
ROYAL PARK
(Melways map ref. No. 43, F-1)
Behind the Royal Children’s Hospital
WHEN
Sunday 13/11/1977
Weather permitting, three rounds of competition shall be run.
These rounds will consist of:1.
DURATION - An airborne time of six minutes, 1 point being deducted for each second
below or above this time. Also a landing in a marked out area.
2.
DISTANCE
- Two markers are placed 150 metres apart, and the pilot has to fly as many
laps as possible between those markers in 4 minutes, or until he is forced to
land. A flyer is allowed 4 minutes after he launches to search for lift.
3.
SPEED
- A Flyer has to cover two laps (out to the marker and return) in the fastest
time possible.
If you are interested in competition, come along!
ENTRY FEES
Members - - $1.00
Non-members - - $2.00
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… and below is a picture of those who participated in the event at Royal Park.
VARMS membership is currently 90 members.
Oct. 22 1977, Brian Laging sets a Slope duration record of 12.00 hours at Mt. Hollowback (see Asp.
86 & 87 of November/December 1977 respectively, also 248/Jul. 1993 )
Brian Laging (VARMS No. 30)
I hereby submit a claim for record duration, with a Radio controlled sailplane, of 12 hours.
Assisting with the flight and acting as observers, Mike Richardson (VARMS No. 98) and Bob
Sellers (VARMS No. 213).
The extra 14 minutes is deleted as the model was flown by an assistant during toilet periods.
The model was launched at Mt. Hollowback near Ballarat at 5.23 a.m. on Saturday 22-10-1977. It
was landed again within 100 metres of the launch point at 5.37 p.m.
The model used was a Foka 5 weighing 14 lbs. at launch, wing loading 23 oz.sq.ft.
The radio used was a Kraft KP5B with Rudder, Elevator, 2 Aileron servos, and a Flap servo. The
radio was equipped with a remote R. F. section and aerial mounted on the roof of a car, with an
external car battery for power, both of which could be disconnected to allow normal use of the
transmitter. The receiver battery was a Yuasa 6V lead acid type weighing 3 lb. 10 oz. All radio
work by Kraft systems.
Conditions were 10 to 25 knot S. E. to S. winds with 80% cloud cover. No rain.
Maximum height reached during flight was 1000 ft. above launch (cloud base), but most of the
flight was at about 300 ft.
Flying was done from inside car for most of the day.
120
The Australian record was only a prelude to a full-scale attack on the World duration record. At the
time VARMS has a group dedicated to record attempts, which were regularly reported in
Aspectivity.
A year later, on 30 September/1 October 1978, Brian and his crew achieved a new duration record 28 hours 0 mins 28 sec., still (as at 1993) the Australian absolute duration record for any category of
model flight.
Sadly, Brian Laging passed away on 7 December 1980 at Mt. Hollowback.
WARRNAMBOOL CROSS-COUNTRY 5-6 November 1977
Martin Williams
Arrived at the top of Tower Hill at 9.30 to find that the hand launch off Tower Hill
was now impractical due to a northerly wind.
After registration and measurement of hand lines, Ralph found that he was first to
fly (he was using his Sunbird) and he elected to use the provided winch for the first launch.
He climbed into the back of my Celica (with the back up), and we were away! He
managed to land about ½ mile away from the launch point on the road. We ran out the
hand line (thanks to Ray Andrew), and Bev Learmont elected to launch first.
Unfortunately, as Bev began to run, the line slipped and cut her hand quite badly, so she
became the driver and I launched. Jeez! Hand launching is an advanced form of torture.
Run like hell for the first twenty or so yards, and when the model is climbing, slow to a walk
(but keep on pulling), and when the model releases you wind the line in as fast as you can
to prevent it from snagging telephone wires, barbed wire fences and cabbages. The first
launch got the line tangled, so we had to spend a precious 30 minutes untangling it.
By this stage, Mike O’Reilly from South Australia had launched, and was coming up
behind us. We finally got airborne again (after about three false starts), but the lift wasn’t
there, so we only managed 400-500 yards on each launch. Finally, the hand-line got
tangled again, so Ralph decided to use his winch.
Luckily, Stan Mason was following us in his car, so he was dragooned into being
the winch operator. We worked out a system whereby: the glider would land and the
pilot’s car would stop and let the pilot out; the winch car would pull up 300M (or whatever
distance was possible) ahead of the pilot and the winch was unloaded; the pilot’s car came
and collected the line and took it back to the pilot; the winch was started, the glider
launched; and as soon as the glider was off the launch the line was wound in, the winch
placed in the car, and everyone drove on. This procedure was used for all subsequent
launches. This method worked dramatically – as well as shortening launch times from 510 minutes to less than 2 minutes, more height was achieved off the launch, and crosswind (and in some cases, down-wind) launches were possible, where the other
competitors were confined to into-wind launches. The same method could apply equally
well to bungee launches, as long as the bungee can be retrieved quickly (i.e. if it was
mounted on a drum).
The rest of the first half of the race presented no problems, apart from having to lay
the line across the road several times because of bends. We landed just outside
Woolsthorp (compulsory landing) – we could not fly through the town due to trees and
telephone wires) and found that the first half had taken us 2 hours 9 minutes and 17 (!!!)
launches We had been there about ¼ hour when Terry Diamond (Camperdown) turned
up flying his Super Monterey (extended polyhedral wings). He had started ½ hour behind
us and had launched only 8 times, so he was clearly in front. Ralph decided to really push
the Sunbird through the second half of the race. Terry launched about ½ hour ahead of us
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(no time limit was applied to take the models through Woolsthorp). Ralph completed minor
repairs to his rudder trim (he taped the trim to the transmitter case) and launched straight
into strong lift. He took-off down the road in a cloud of dust. We managed about 2km.
from that launch, and it put us ahead of Terry Dimond.
Launching off again, the Sunbird hit good lift and Ralph took advantage of this by
working it, and quickly had plenty of height to spare. As we progressed, the Sunbird would
slowly sink to about 30ft, and then encountered lift off the road, and up it would go. We
managed to cover 8 km. in this fashion. The next launch put us in sight of the finish, and a
final launch enabled us to get there, but the final 500 metres was done never more than
20ft above the ground. There was a fence Ralph had to cross to get to the finish line, and
he scraped over it with little height to spare. The finish line was blocked by cars, and
Ralph had to fly around them, because he did not have enough height to go over!
The last half of the race had taken only 38 minutes and 4 launches, giving us a
course time of 2 hours 47 minutes; sufficient we hoped, to win. Terry Diamond arrived
about an hour later, giving him a time of 3 hours 21 minutes, and he had 17 launches, (we
had 21). Simon Morris (South Australia) had taken only 2 hours to complete the first half,
so he stood a good chance of winning. Unfortunately (for him, not for us), he has to land
just outside the fence, which cost him precious minutes landing. He finished the course in
2 hours 50 minutes, giving him second place, and he had landed 13 times, giving him the
prize for the least number of launches.
The other five entrants did not finish. Ojars Balodis flew his Salto into a power pole,
truncating one wing. Tony Hayward got a good start with his ASW-15, only to collide with
some power lines at the railway. Other fliers fared no better, one collided with a roadside
marker, another suffered radio failure, and Mike O’Reilly was downed by another car
parking on his line as he was launching.
But I think that it was great fun, and all the fliers agreed. I will certainly be attending
the next cross-country event.

The 1977/78 Nationals were held at Camperdown, Victoria.
2 events were flown - Thermal (2 task) with 112 entrants:
1. Simon Morris
2. Geoff Vincent
3. Tom Prosser,
and Slope with 70 entrants:
1. Geoff Vincent
2. John Gottschalk 3. Keith Harvey.
February 1977 - VARMS communicates to the Society of Model Aeronautical Engineers Ltd.
(SMAE), England, requesting membership to allow VARMS members to participate in
International competitions and also to create World Records. The request was denied on the
grounds that SMAE would only accept clubs from a Commonwealth country as members where a
National Aero Club was not in existence. (and Australia had MAAA & VMAA).
New Flying Site – High Street Road – The first time.
Asp. 88/February 1978 reports the obtaining of a Thermal site at cnr. High St. Rd. and Norton's
Lane (West side), Wantirna Sth., the initial lease being from 1 December 1977 to 1 December 1978.
Background: This site is part of an area put aside by the M.M.B.W. as the Dandenong Valley
Regional Park. It is situated on a slight rise, and prevailing winds should provide good thermal
activity. In area, it is slightly smaller than Elsternwick Park, and winch lines can be run out in any
direction. A couple of old farmhouses are situated on the site, and entry to the site is by a track that
runs off High Street Rd. to these buildings.
A meeting will be held on the site on Sunday 19th February to explain how the field will be
122
used and to have a general flying meeting to familiarise members with the site.
RULES:
1.
VARMS members only. Badges and nameplates to be worn while on the site.
2.
At least one person on the site must have a permit. These permits are available from Geoff
Hearn, John Meldrum and Willie Vanderwolf. The last flyer will return the permit when he
has finished flying.
3.
This site is at present only to be used on week-ends.
4.
No power aircraft. This means you cannot use power-assist or aero-tows, although electric
motors are permitted. Motorised winches can also be used.
5.
All other VARMS rules will apply.
Below, Geoff Hearn is pictured operating the VARMS winch at Norton’s Lane.
123
..... the call to arms for the followingVICTORIAN ASSOCIATION OF RADIO MODEL SOARING
1978 THERMAL CHAMPIONSHIPS
25th & 26th February – Laverton R. A. A. F. Base.
Melways Map Ref: 53/B-10
Entry via main gate, opposite the Laverton overpass
SATURDAY
POWER ASSIST:
10 minute max. 5 minutes to start engines, landing in a 25m circle (3 rounds).
THERMAL DURATION:
3 rounds, each consisting of a 10 minute max, with a landing in an ungraded 25m
circle. One point deducted for each sec. over 11 mins.
SUNDAY:
TWO MINUTE DURATION & SPOT LANDING:
Two minute max. Point score depends on distance from the centre of a 25m circle.
3 rounds
SPEED:
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Two laps (out and back) between two pylons placed 150m apart in the shortest
possible time. 3 rounds.
SCALE:
Static judging (proof of scale required) and scale-like flight performance.
29Mhz & 40Mhz equipment only, 27 Mhz is no longer reliable.
Processing of entries will be between 9.00am & 9.45am on each day. The contests will start at
10.00am, so please be prompt. A penalty of $1 will be levied for late entries.
As Laverton is an operational R.A.A.F. Base, it will be necessary to check in at the main gate and
sign the visitor’s book.
ENTRY FEES:
Members
-$1 per day
Non-members -$3 per day
Drinks will be provided.
Bring your own food.
Come along! It will be a great meeting. Spectators welcome.
... the following article from Aspectivity 89/Mar.:
MURMURINGS FROM V.A.R.M.S. MEADOW
Morrie Murphy
Melbourne's weather beamed with bountiful magnificence (to coin a phrase) on V.A.R.M.S.
on the occasion of our first day at the new thermal field.
The weather, or enthusiasm, or just curiosity, brought forth one of the largest "roll-ups' we
have had in ages - at one stage 50 models were counted and someone said there could have been
150 people present. Many of us were accompanied by our families to revel in what will be
remembered for a long time as one of the best social-cum-fun fly days we have ever had.
I was only sorry that Ken Govett was not present to enjoy the fruits of his and John
Vanderwolf's endeavours to obtain this field, which all began about 3 years ago.
The main flying area runs north and south starting as a slight rise at the northern end in a
corridor bounded on the western side by a few tall pine trees in a line, and on the eastern side by a
little-use, tree-lined road. As the field "flows" and flattens to its southern boundary the pine trees
quickly peter out and the land falls away to the west past a few fruit trees and a dam covered with
waterlilies (would you believe?) to flatten out to more open space towards the western boundary.
Its varies contours lend itself to the placing of winch or bungees in a number of positions
around the field to meet altering conditions.
In the open space behind the pine trees and behind our particular launch positions for the
day, several youngsters spent the time flying kites.
The wind was slight and quite variable during the morning settling down to a light steady,
more or less southerly, during the afternoon while the best lift was apparent after about 1.30 p.m.
The pine trees formed the social centre - here in their shade we parked our cars, chatted, had
lunch, rested our models. I hope our resident horticulturist will alert us to the advent of the pine
cone dropping season as we become regular visitors at the field?
Geoff Hearn quietly and efficiently controlled the proceedings and later in the day he
explained to assembled members the working arrangements for the field and our responsibilities. In
a self-imposed task he cheerfully operated the club winch throughout the day. He set himself a
target, which was to give each model the best launch of which he and the winch were capable.
Personally I have nothing but praise.
125
Two other winches were also in operation - Ralph Learmont's and John Gottschalk's. Ralph
was using the second-line-retrieve system to "zip" the parachute smoothly back to the launch point
after each release.
Nearby, Paul Dumsday had a bungee set up fitted with the 3/8th red surgical tubing.
Problems that might have been caused by lines crossing one another were few.
Personally, I did not mind retrieving, as is necessary with the club winch - I mean, let's face
it! I need the exercise. Also it provided the opportunity for a quiet chat with other retrievers in the
queue at the far end of the field.
I was pleased, as always, at the enthusiasm of the younger members, though it should be
said that one or two showed much greater enthusiasm to fly than they did to retrieve! Never mind,
wear out the old fellers first, as they say.!
My cirrus was launched straight into a thermal on one occasion and was it a boomer? I
believe I could have stayed up for an hour, but the realisation that two other chaps were on the same
band as myself, and memories of a similar boomer carrying the Cirrus off at Naracoorte, forced me
to seek lower, safer pastures, so to speak.
There were few disasters, throughout the 9 or 10 hours that people were in attendance.
One chap was piloting superbly, but by the time he had realised that it was someone else's
model, his own had piled in, smashing this and that.
another model, possibly a Cirrus, went in - inverted, on account of the fact that the battery
pack had dropped out. (Why didn't it right itself?)
John's K13 came off the line prematurely, and swooped overhead at what our contest
director reliably reported was "a million miles an hour", but all was well and John landed safely.
Captain Cool's Kestrel was landed with difficulty, but only minor damage by Ojars, without
benefit of elevator, due to the servo having worked loose - possibly in an earlier bumpy landing.
Ray Andrew's model (Amigo?) had the fin broken - on the ground, by a youngster running
past. I suggested to Ray that he use "5 minute epoxy, while counting to 10" - he was not amused
and rightly so, but it was an accident, and I am pleased to report that the kid was horrified by what
he had done, indicating a sense of responsibility in one quite young.
There were minor problems around the keyboard due to some forgetting to remove keys - I
was one of the guilty ones.
Several members had similar unmarked keys, and with several winches operating it was
hard to know whether they were "flying or forgotten". I rather cheekily scribbled their names on
the keys with a ball-point pinched from the President - but at least we knew whose was which!
All in all it added up to an interesting, always congenial, and at times exciting, and, indeed,
one might, say, an inspirational day.
Aspectivity of May ’78 had the following offering, that would have more similarities with
modelling than one might think.....
REPRINTED FROM “PROPWASH” – NEWSLETTER OF THE ROCKHAMPTON
MODEL AERO CLUB:SIXTEEN HOURS SOLO IS ENOUGH ? ?
By N. Snelling & N. Moody
It was a typical wet season day in Mackay, low ceiling, with enough drizzle and
visibility to see the radiator ornament as I drove towards the airport. I had just soloed
the day previously and wasn’t about to let the weather deter me from another exciting
experience at the controls of an aeroplane; I admit that I was pretty proud of my
accomplishment and had invited my neighbour to ride with me. I planned to fly to
Proserpine where I knew there was a good bar and a delightful barmaid at the Airport
Terminal. On the way to the airport, my neighbour John Williams expressed concern
about the trip. “Don’t worry about a thing.” I assured him, “I understand the beer is
excellent”.
126
When we arrived at the field, the drizzle had turned to hard, steady rain. This
concerned me a little, as I was wearing my brown and white shoes and my mother had
warned me about getting them muddy. I checked with the local operator and found
that my regular aeroplane was down for repairs (a 172). The operator was a goodhearted fellow though and when he saw my disappointment, he assigned me another
one, which turned out to be a Piper Aztec. “It’s practically the same as a 172” he told
me when I discovered there was an extra engine. Just remember you have to pull the
gear up.
After a pre-flight check of the aeroplane (I noticed there was a leak from the left
fuel tank, but I didn’t say anything to the operator for fear he would cancel the trip),
we climbed aboard and began looking for the starter. Just then the briefing officer
came running out to tell me there were severe thunderstorms at Proserpine and
warned me to be careful, but I assured him that I was not afraid of thunderstorms.
When I called the tower for a taxi clearance they said something about being closed; I
didn’t realise the tower closed for lunch, but I didn’t really care, I switched off the
radio and taxied down the main runway. I noticed a DC9 doing a practice overshoot at
the wrong end of the runway as I applied take-off power.
Take-off was uneventful, but we did use what seemed to be a lot of runway for
aeroplane with two engines (I learned later that we has taken off downwind with the
parking brake on). We climbed into solid overcast at about 400 feet; this was a
disappointment, as I knew John would have been interested in the scenery. The air
was pretty smooth though; except for the hail that kept bouncing off the windscreen,
there was little to see.
For a pilot with only sixteen hours, I thought I handled the controls pretty
smoothly, though for some strange reason, things occasionally flew out of my pockets
up to the roof. John didn’t seem to notice; in fact, for most of the flight, he just kept
staring ahead with a sort of glassy expression – guess he was afraid of the height, as
some non-pilots are. After some fifteen minutes, I began to be concerned over the fact
that I could not see anything; it was going to be difficult to spot traffic around the
airport at Proserpine and I hoped the other pilots would use a little good sense and
keep a sharp eye in such bad weather. It was obvious that I was going to have to get
down lower if I wanted to see anything. It was too bad the altimeter was so
unreliable; it kept winding and unwinding rapidly, but I guess it just hadn’t been kept
in good repair. Anyway, following this plan, I began to come down and just then the
left engine quit. No warning – just quit. John made some sort of a gurgling noise, the
first thing he had said since we left. I said there was nothing to worry about, as we
had another engine that we hadn’t used yet. So I started the right-hand engine and
John felt better after that and went off to sleep. Well, pretty soon we did get down far
enough so that I could see the ground. It was pretty dark under the clouds and if it
hadn’t been for the lightning flashes, it would have been hard to find any good landmarks. Then I spotted a highway and remembered there was a highway near the
airport at Prosperpine, so I followed it. It was very difficult to read the road signs in
all that rain and I had to stay very low; several cars ran off the road when we passed
them and I could then see it was true about flying being a lot safer than driving.
After a while, we did find the airport, but I had to fly around the tower a few
times to make sure it was the right one; I didn’t want to make a mistake and have
everyone know that I was a student pilot. They were very hospitable at the airport
and flashed all sorts of coloured lights as a welcome. So I landed and slid to a stop in
front of a taxiway leading to the terminal (the operator should have mentioned that
you had to put the landing gear down again).
127
Everyone was pretty excited, especially a chap in a yellow Cortina and an
elderly gentleman with a cap of yellow braid and a lot of stripes on his epaulets (I took
him to be the captain of the 727 which was on the tarmac with a lot of sightseers). It
was easy to see that they had never seen a Piper Aztec before. John was still sleeping
soundly and I had to have help in carrying him into the bar.
Well, I certainly learned a lot about flying from that flight and I want to pass on
some good advice to other students:
“Don’t believe everything you hear – the beer was Cairns Draught, not XXXX
and Robyn was sick and her mother was standing in”.
oooOOOooo
ASP. 92 - June 1978 - contains notice of the First Australian NATIONAL L.S.F. R/C GLIDER
TOURNAMENT, at Jerilderie N.S.W., (Instigator & contact, - Bill Millgate, Jerilderie), on 26th &
27th August 1978.
L.S.F. Formation of the Australian Chapter of the L.S.F. will be completed prior to the weekend
and L.S.F. members will be able to ratify the draft Australian Constitution, nominate and elect the
Australian Executive.
Asp.92/June 1978 reports the opening of "The Hobby Shack" (Brian Andrew) model shop in
Railway Pde. Blackburn.
128
1978 - 79
The Committee
President
John Vanderwolf
Secretary
Wolfgang Schmidt
Treasurer
Willi Vanderwolf
Contest Director
Barry Nugent
Editor
Cliff Fiddes
Asst. Cont. Director Terry Whitford
Asp. 97/November 1978 contains a report that the P.M.G. (R/C Radio licensing Authority) and
VARMS's Insurance Company will no longer recognise 27Mhz as a legal R/C frequency and is no
longer permitted at VARMS competitions or flying sites.
September 1978 - The following article is extracted from Airborne Magazine No. 29, December
1978, (Wings, Bill Tinker):
Australia's first SCALE sailplane contest was held in central Victoria (Bendigo) on
September 10th. The weather was warm with a moderate breeze, and plenty of firm cumuli testified
to the presence of lift. Entries came from widespread parts of the state - Swan Hill, Charlton,
Shepparton and Melbourne - and the majority were quarter scale, big heavy machines that soared
magnificently nonetheless. The rise-off-ground that these machines demand were realistic but
hazardous. Ray Gardiner's beautiful Kestrel was damaged in a cartwheel following a snatch on the
winch shortly after the take-off roll commenced. This was the only accident during the day,
fortunately.
The emphasis was on flying accuracy. scores were calculated on a bonus system (triathalon)
on duration, with a 30 metre landing strip in place of the usual spot. This allowed the contestants to
use spoilers to advantage in realistic approaches. Winch launches predominated and thermals were
utilised, although only Martin Williams' Kestrel achieved a maximum flight duration of eight
minutes - and that from a very low launch. In spite of this, Ray Pike secured the lead with his
around 1/3rd scale Foka 5, with Martin Williams second, Kestrel and Steve Smith of Swan Hill
flying his Cirrus into third place.
"Reprinted with the kind permission of Airborne Magazine".
September 30/1 October 1978 - At Mt. Hollowback, Ballarat, Brian Laging sets an Australian and
World record for Sailplane duration - 28 hours 0 minutes 28 seconds. (A full description of this
flight is contained in the ‘Record of Records’ section.)
CANDID CAMERA
The following gem first appeared in Aspectivity No 96, October 1978 and was also re-printed in
issue No 130, August 1982.
Modelling is a great source of pleasure to most of us, and when modellers get together, a
certain amount of kidding goes on. At the last Ballarat meeting, one of the greatest "Pull the wool
over his eyes" gags happened - the victim being one of the "leg pullers" from way back.
So as not to offend anyone, all shall remain nameless. What we had was;
(a) One Graupner Cirrus (G. C.),
(b) One pilot/owner of said Cirrus (O. B.),
(c) One helper (B. N.),and
(d) One spare pilot (C. F.).
O. B. was flying his G. C. real high and, after stooging around for a while, decided it was
time for a smoke. He handed his transmitter to his helper (B. N.) while he went back to his car for a
smoke.
Now as the saying goes, "While the cat's away"... B. N. acquired the services of C. F. and
after removing the flag from the transmitter sent him over the edge of the slope out of sight. The
flag was then put on another transmitter and another key put in the board for the new TX. Then B.
N. nonchalantly "flew" the new transmitter. When O. B. returned B. N. remarked that the controls
were "getting sluggish". O. B. took back the TX. Meanwhile the G. C. cruised around at about 800'
in wide L. H. circles.
129
After about 2 minutes O. B. announced that the G. C. was F/F (it was still doing wide L. H.
circles). O. B. noted that it was just as well it was calm, as the model would soon disappear
downwind. We also had to put up with how good the model had been, how old it was and who was
its favourite Aunt! C. F. now decided to liven the show up. The G. C. was put into a long shallow
dive - boy, did it whistle! (It was going so fast, it made Chris Joy's Kestrel seem like a CANARD!)
At this point O. B. announced that "he was going to get some bits back! What followed were 2
perfect loops, 3 stall turns and a tail slide (with pike). (Of course, we all could not believe that O.
B. was not doing these aerobatics). The best O. B. could do was to announce that some of his
signals were getting through! Really!!!
Next was a "beat up", not just any "beat up' but a real good O. B. "beat up" - STRAIGHT
AT HIM! Now O. B. has never shown much concern for the public, but this manoeuvre changed all
that! Although the model was whistling again O. B. would have caught it if he could have reached
it. He then proceeded to chase after it, announcing that "Some signals are getting through now".
The model was landed back in his hands. At last he announced that he had control. Look,
you could see the controls moving! C. F., standing nearby, showed that the TX he was holding also
seemed to control the model!
O. B. has now given up smoking.
Colin Collyer.
Aspectivity 96 also reflected the value of a very well-known piece of VARMS property!
The VARMS trailer –
CONTENTS OF VARMS TRAILER. SEPT. 1978
1 Sun umbrella
1 Loud hailer Electronic
4 tent poles in large bag
1 loud hailer megavoice Paso TA 4
2 Rakes, 2 scythes, 1 spade
1 Reel of loud hailer cable, 50 yds
2 Aluminium pylon poles (4 pieces)
1 Speed trap equipment/digital readout
2 Frequency boards & pegs
3 Landing area signs and tow ball(large)
2 Tripods, speed timing
1 Spot landing cover. rope (with pegs - 20)
25 Boundary posts
1 Spectator barrier sign
5 Coloured flags
2 Rear vision mirrors for trailer
2 Pylon flags
1 Claw hammer - 20 ounce
6 Arm bands
1 Blackboard & dusters
5 Stop watches -Not in trailer
2 Folding chairs
10 VARMS directions signs
1 Fuel container & 200 m roll of string
2 Change of site signs
1 Pot hole digger
2 Elastic pylon ropes
2 Poles for Limbo with Pegs (4 pieces)
1 Reel of nylon rope for boundary
1 First aid kit
1 Coil of nylon rope for boundary
1 Toilet paper holder
130
3 Pylon post pegs
1 Honda Motor winch & accessories
30 Tent pegs & tent ropes
1 Plastic rubbish bin
2 toilet seats and tent with poles-4
1 Trailer. Inside registration paper
1 Large tent with bag
1 Bag with poles & ropes from tent
1 Gestetner Printing machine
1 Folding table
Aspectivity 98 December '78 - The following article from a VARMS member whilst overseas gives
an insight to the 'overseas' competition scene.
On August 6th at Oxford, F3B history was made when the Austrian Siter brothers cracked
the 10 second barrier in the speed task(2 passes between pylons, not four), at 8.8 secs! In fact I only
attended on the first day (Sat. 5th) of the International Meeting but even then things were hotting
up. Speed was the first task in Round 1 and the Austrians had it beat, with the four members of
their team clocking 11.3, 10.5, 10.4 and 11.3 secs. Best other time was a Dutchman with about 13
secs. There was a field of 48 (46 flew) made up of 22 overseas entrants and 26 U.K. flyers. All of
the English top boys were there (Sean Bannister, John Shaw, Geoff Dallimer etc.) plus one or two
who apparently had never flown triple task before!
The duration task was run in "9 minute" time slots with 6 contestants per slot. Although Histarts and winches were permitted, in practice only towlines were used, and any number of attempts
was permitted within the 9 minute slot. The majority of towmen/pilots released when the glider
was overhead, but the Austrians had a different technique. They allowed the line tension to really
build up before release, then going up into an almost vertical climb. Then the towman released the
line from his end before the glider levelled out at the top of the climb, allowing it to continue the
climb at the launch angle until the speed washed off. This way they could get an extra 40-50' over
the normal release. The models have only a 1/4" hook and when the towman releases the line the
ring slips from the model and the line floats down. You've probably seen photos in RCM & E of
the "Sitar" models. Span is about 80", parallel chord about 8", with Eppler 193 section. The tail is
all-flying plug-in type with large low-profile fin and small rudder. Ailerons are fully faired with
minimal gaps and run full span to within 4" of tips. Wings are foam core with epoxy glass skins,
formed under pressure in a steel mould. The finish and accuracy is outstanding! The canopy is
hinged at the rear and opens up at the front to act as an air brake (approx. 8" long at 45 deg. angle).
Geoff Dallimer commented that the Siter models with canopy brake open are still as efficient as
most other models "clean". Weight is approx. 1.7 kg.
My "local" hill is in Southampton is about 30 miles away (70 minutes drive) and is O.K. for
S.W.-W.-N.W. and N. winds. Last weekend I saw an unusual model fly there. It was fully
aerobatic but had fixed tailplane and fin (no moving elevator or rudder). Roll control was by means
of rotating wing panels (a la Outcast II) but pitch control was achieved by the rotating both winds
together and thus altering the wing incidence. The plane was remarkably lively, and very stable in
pitch considering no separate elevator control. The pilot/builder was Geoff Hefferman who works
for the Royal Aircraft Establishment at Farnborough, so he should know what he's doing.
On 3/9/78 I went to Malvern Soaring Association Cross Country competition, as a
contestant. Despite having pre-entered 2 weeks before I found myself on the reserve list, as the
field of 70 had been full since February!! Anyhow I had a fly and ended up 9th out of the 70 flyers!
The contest is a point-to-point slope contest with the competitors (and models) having to pass
through several check points, within a time limit of 50 minutes. The weather was beautiful, hot and
sunny, but no wind and the contest became a thermal-hunting game. In fact, of the first 30 blokes to
fly I was the only one to make the 2nd checkpoint (5 in all), but later in the day conditions cooked
up better and the best flights were flown then. Anyway, the contest is very popular and I'll try to
organise one for VARMS next year. It would really get the non-competition types interest in
competition.
Regards to all,
Hampshire
Geoff Vincent (23/8/78)
England.
131
Also in Aspectivity 98 was the following article, and although it is about 1 : 1 gliding, it has parallel
moments to modelling, and it is about modellers.
SOLO (or how to age ten years in a week
Martin Williams.
After assisting Brian Laging at Ballarat (Brian’s World Duration record of 28hrs
28secs), I was not really looking forward to driving to Tocumwal, as I could hardly keep
my eyes open. But the drive presented no problems, and I arrived at Tocumwal at about 1
o’clock. Ojars Balodis and Terry Whitford were there for the weekend, and we made our
way out to the airfield where I had a chance to look at the glider I would be using. The
IS28B2 is a 15 metre metal glider, with flaps and retractable undercarriage. It is quite a
heavy sailplane, as one person can hardly lift the tail, but it is a surprisingly good
performer for a trainer aircraft. One pilot was unlucky when his IS29 glider snagged long
grass when landing, which made the glider ground loop, resulting in a damaged wing.
On Monday morning the course began. There were two other people on the course
as well as fellow VARMS member, Julian Newton-Brown, with family and friends, which
meant that there were nine people seeking instruction that week. The course began with a
lecture on gliding fundamentals, and we were introduced to our instructors, Bill Schoon
and Tony Tabard. The gliders were then towed out onto the airfield.
I thought that Bill would handle the first aerotow, but he said that the quickest way
to learn was to do everything straight off, and he would take control only if necessary,
Naturally, I did everything but barrel-roll around the tug! I wondered how the hell I
managed to get up there at all! Once off the tow, the rest of the flight was less traumatic,
and quite enjoyable. The rest of the day was spent getting used to the controls and the
aircraft, but flights in excess of 15 minutes were possible.
Tuesday started off disastrously. There was quite a strong cross-wind blowing, and
on aerotow as the IS28 became airborne, we started to be pushed out of station behind the
tug. I was overcorrecting, and instructor Ray Jamieson took the controls to stabilise us.
Unfortunately my foot got caught between the rudder pedals and the bulkhead, so we had
no effective rudder control, which resulted in a ground loop. Fortunately there was no
real damage to the glider, although I was shaken up considerably. The second flight was
infinitely better as I managed to latch into a thermal, and managed a half-hour flight.
Wednesday was an almost perfect day for gliding, and the lift was abundant. With Tony
instructing, I managed to catch a thermal at 1200’ and stay with it to 4500’ which was
cloud base. Tony took us up a bit higher to demonstrate the problems of flying in cloud,
with no visibility you cannot judge the aircraft’s attitude.
The last two days were spent on emergency procedures and a general brushing up
on technique. Stalls and spins are induced, and the pupil has to recover. Stalls were fairly
simple as the nose of the glider just drops far enough to regain airspeed. Spins are another
story. As the glider enters a spin, the nose slews to the side and down, while the wing also
drops, and you are literally falling out of the sky. Your stomach drops with the aircraft,
and to recover, opposite rudder has to be applied and the stick is pushed forward to
regain airspeed. When you pull out of the induced dive, the blood drains from your head
due to the generated G forces. As you may have guessed, it is not a pleasant feeling.
Another heart-stopper is when the instructor releases from the tug without warning to test
your reactions in a simulated rope break. You have to bring the glider round in a steep
left turn to get back to the airfield, and at the same time run through your landing checks
while judging if you have enough height to make it back.
I did not go solo on Friday, so I elected to stay on Saturday as I thought that I was
132
almost ready. My first flight that morning I stuffed up the landing approach, and I almost
gave it away, but Tony talked me into going up again. The next flight went fairly well,
and it looked as if the first flight was a bad case of nerves. Tony did a nasty on me by
releasing off tow early, and I made a landing without too many problems. The next thing
I knew, Tony climbed out of the cockpit and told me I was on my own.
To say I was nervous was putting it mildly! But once airborne, I felt O.K. I had a
couple of anxious moments when I got out of station with the tug, but I recovered with no
real problems. Once off tow, I went in search of lift, and I was down to 1300’ before I
found any. It was not a very big thermal, but I stayed with it until 2800’, and then it was
time to come down, so I trimmed forward to 70 knots, and headed back towards the
airfield Predictably, as I started coming down, I hit more lift, the variometer was showing
+4, and when I looked up I saw a large cumulus cloud overhead, and another glider
thermally about 1500’ above me. But it was definitely time to land, so I found a patch of
sink and circled in this until I was low enough to make a landing approach. The landing
was trouble-free, except for a bounce when I crossed the taxi strip, and I had completed
my first thermal flight , with a time of 38 minutes. I was extremely elated, and nothing is
going to stop me going up again.
I can truthfully say that that week was the most enjoyable and fulfilling time I have
had, and I can recommend a gliding course at Tocumwal to anyone who feels that he
needs a holiday that is different.

Aerotow Launching
- Geoff Vincent
(alias Santa Claus – see following cartoon)
(For purely historical reasons this article appears in the time-frame of when it happened,
rather than when it was actually published in Aspectivity 125 of December 1981).
Let me say right at the outset, that I am no expert on aerotowing, or any other facet of
gliding, but the following paragraphs are an account of my experiences of trying to master the
technique.
To me, there is no more satisfying way of getting a glider airborne than to simulate the fullscale practice of towing with a powered aircraft. Back in 1979 I attempted this using my ¼ scale
Kestrel (weighing 9lbs) behind a “Lazy Ace” biplane, equipped with an O.S. 90 motor. The six
flights we had were all very similar – a beautiful roll-out and take-off followed by a smooth climb to
about 100 – 150’ altitude. Then a series of “snatching: manoeuvres occurred, getting progressively
more violent until a ‘panic’ release became necessary. We finally concluded that the problem lay in
the position of the towline attachment on the tug, which was just below the trailing edge of the top
wing. It appeared that this point was too high above the thrust-line and when a jerk occurred it
pulled the tug’s nose up, thus allowing the glider to overshoot; when the tug regained speed the
line tightened and the “snatch” repeated itself. Anyhow, during the sixth and final flight a line
break occurred and during the Kestrel’s flight back to the field a barbed-wire fence jumped up and
got in its way – messy result.
However, with the model repaired and test flown from the slope, another opportunity to try
aerotowing came up. This time the tug was a 12’ Telemaster, powered by a 30cc. Solo chainsaw
motor and weighing 35 lbs. The towline attachment was between the undercarriage legs just
below the fuselage, which meant flying in “low-tow” configuration to avoid the towline snagging
the tail of the tug. Test flights were planned for Saturday November 28th at the P & DARCS field at
Cardinia, with John Gottschalk’s K-13 and my Kestrel and Foka 5. Weather was calm and hot, and
after trimming out all models from winch launches we were “psyched’ and ready to go.
The tug took up the line tension and the Kestrel was released – she was airborne in 10
metres, with the tug lifting off after another 20 metres. I cracked the spoilers open to prevent the
133
glider climbing above the tug and, apart from minor problems with mis-alignment, the flight was
uneventful. Release was at about 400’ after about 2/3 of a circuit and both models returned safely
to ground. The K-13 was next to go and because of heavier weight and problems with ground drag
from the nose-skid, the take-off seemed to take forever! However, both models and pilots settled
into the routine, although an early release was required when the K-13 got out of station with the
tug – and here problem no. 2 happened. John’s model’s nose-release, which worked perfectly on
the ground (several times), failed to release and the towline was then released by the tug. Similar
problems happened on flight 2, but by flight 3 the release problem was solved and both pilots
breathed a little easier!!
Flights with the Foka 5 were without any real drama and probably the best overall. The
roll-out and take-off took about 30 metres with the tug getting of in 50-60 metres. The first 100200’ was flown with the brakes 50% open to stabilise in the low-tow position and then closed
when both pilots had ‘settled down’ a bit In fact, 2 complete circuits of the field were flown with
final release at about 700’ – very satisfying!
I don’t pretend to have all the answers but the following seem to be basic requirements – all
these items must be present if the flight is to be successful.
 A big stable tug with plenty of power, not necessarily fast.
 Glider – aileron equipped, preferably with plenty of drag to avoid overshooting tug (spoilers
or brakes an advantage).
 Both tug and glider pilots fully familiar with their own models.
 Glider pilot follows tug pilot’s instruction regarding turns etc.
 Glider kept in “station” behind tug by using ailerons to keep wings level and rudder to yaw
model to keep directly astern of tug.
 Glider towed from nose position. In fact, both Kestrel and Foka towed from the belly hook
with the line passing through a ring just below the nose. A loop in the end of the100lb
towline simply passed through the ring and onto the belly hook.

134
1979 - 80
The Committee
President
Phil Hearne
Secretary
Trevor DeHaan
Treasurer
Wilhemina Vanderwolf
Editor
Daniel Haskell
Contest Director
Simon Murray
RCMC Del. Brian Andrew
VARMS Fee structure for July 1979 - June 1980
VARMS general subscription
$20.50
Junior
$13.50
Associate members (Interstate)
$13.50
VMAA affiliation fee (optional)
$12.00
"
"
(Junior)
$ 7.00
The VMAA affiliation fee allows those financial VARMS members who paid the full subscription,
to participate in competitions arranged by other affiliated clubs, as well as State
Championships and the Nationals etc., even though VARMS as a club was not affiliated with
the VMAA.
(VARMS also had its own insurance cover that catered for those members who did not affiliate with
the VMAA. Although it was approached by the VMAA, VARMS still declined to affiliate at this
time).
August 1980 – LSF Tournament at Jerilderie, competitors flying in ‘Heats’ with man-on-man
scoring.
Asp. 105/September & 106/November 1979 contain a full report of the 2nd World Soaring
Championships in Belgium in which Ralph Learmont finished 13, Mike O'Reilly (S.A.) 36th &
Simon Morris (S.A.) 42nd from 62 competitors. Australian Team placing was 12th. Ralph
Learmont took a re-designed Sunbird and a newly completed Vantage (V-tail) to the competition.
Aspectivity 106, November promoted the release of the Southern Sailplanes "Hornet", which was
the Vantage fuselage but with 75 inch wings using an Eppler 374 section for slope use.
Asp. 105 also contained an advertisement by Eastern Hobbies of Mitcham for the following models
at "special" prices to VARMS members:
Durmas "Mod Pod" Moulded fuse - 54' wing span
$29.95
Aeroflyte "Trident" 2 ch. 2030mm wing span
$29.95
Ripmax "Ininhoe" 3 ch.Veneered foam wings
$47.95
Airtronics "Aquila" 2-3 ch. 99" wing span
$89.95
Graupner "Amigo II, 2-4 ch. 2000mm wing span
$46.60
Airtronics "Olympic II" hardware incl. 99.9" wing span
$46.60
Graupner "Cirrus" 4 ch. Moulded fuse. 118" wing span
$95.00
Cox "Questor" 62" wing span
$35.95
Airtronics "Cadet" 2 ch. 62" wing span
$ 45.00
November '79 saw the release of the Southern Sailplane's "Hornet" Slope Racer (Vantage fuselage
but with 75 inch slope wings).
GLIDER PILOT RATING (Extracted from the VMAA/RCMC minutes of 16 October 1979.
The Glider pilot ratings were presented after further consultation between PARCS and VARMS.
The various ratings are:(A) Solo - Glider
The flyer must be able to achieve a minimum two minutes Thermal flight time from launch
release, this is to include an upwind approach and landing within 50 metres of the flyer.
Alternatively the flyer can achieve a five minute Slope flight with controlled upwind approach and
landing within 50 metres of the flyer.
(B) Pilot Rating - Glider
The flyer must achieve either of the flying tasks and also the landing accuracy task.
Detail:- Flying Tasks
135
(a) Two 5 minute Thermal flights.
or
(b) One 5 minute Thermal flight and
One 15 minute Slope flight.
Detail:- Landing Accuracy Task
5 landings within 3 metres of spot.
(C)
Senior Pilot Rating - Glider
Note:- this is equivalent to Level III of L.S.F. and that the pre-requisites to this achievement
are
Pilot Rating and Level II L.S.F.
i.e. Level II L.S.F.
The pilot must achieve (a) Two 15 minute Thermal flights on different days,
or
(b) One 15 minute Thermal flight and
One 1 hour Slope flight.
And (c) 10 landings within 1.5 metres of the spot,
And (d) Achieve one placing or 3000 points in six competitions which have had 5 or more
entrants in each contest.
Then Level III L.S.F.
The pilot must achieve (a) Two 30 minute Thermal flights,
or
(b) One 30 minute Thermal flight and
One 2 hour Slope flight,
And (c) Fly 1 kilometre to goal and return,
(d) Achieve 2 placings or 4500 points in six competitions which have had 10 or more
entrants in each contest.
In each case points for Section (C) are scored as follows:-
(Your
(
(score
winning)
÷
)
score)
(No. of
X 100 X (
(entrants
-
)
final
+
standing
1 ) = Points
)
After a comment on the possibility of going to Senior Pilot Rating without achieving Pilot
Rating in any of the categories, the Committee re-affirmed the position that the achievement of Pilot
Rating is a pre-requisite to the Senior Pilot Rating in all categories.
Asp. 106/November 1979 records the CLOSURE of Glenfern Rd. as a VARMS flying site.
Airborne magazine Number 36, December 1979 contains the following comments from "On Silent
Wings", compiled by Bill Tinker and ongoing discussions regarding Bungee launching.
Pieter (Visser) reports stretching the bungee "a million miles" which I feel may be a slight
exaggeration, but there is no doubt that in breezy conditions release height is well above 150
metres. This aroused some comment at the LSF Tournament, and I feel sure that, moves are afoot
to follow the United States lead and ban the bungee in contests. The rules were framed with the
idea that each launch method would provide the same result, i.e. a launch to a maximum of 150 m.
At the moment, with the right conditions, a hi-start will provide a legal advantage over a hand tow.
Without doubt the requirement for the tow line to be removed between flights has forced the winch
out of consideration. Of course the hand tow has a unique advantage, although the imposition of
working time tends to limit its use. There are less than three minutes for the runner to feel for lift,
without penalising the flight, but this is a facility that is not enjoyed by the hi-start user. So think on
this. The bungee in calm conditions gives a mediocre launch, but with a wind will go to any length
to give you a good start. A hand tow practically guarantees 150m of altitude plus the capacity for a
short mobile search pattern before release. The winch is practically mandatory for the big heavy
machine. Whatever our desires in the matter these diverse methods do not consistently provide
136
equal opportunity. World Record holder Brian Laging's comment is, why not accept that fact and
permit pilots to use these devices in a tactical sense, to get whatever advantage they can from them
? I'll conclude with one related thought. Hand tows should be used for all trimming flights.
Without standardisation of release height it is impossible to compare the value of any trim changes but this is a subject to explore in the next issue . . . . .
F.A.I. requirement for F3B Speed Task extended to 4 laps effective 1 January 1983.
The 33rd Nationals held 1979/80 at Goulburn N.S.W.:
F3B 1. Rob Benton
2. Ralph Learmont
Hurl Glider - 1. Rob Benton
2. P Mitchell
3. Keith Harvey
3. Col Collyer
More is reported on "Banning the Bungee" in Airborne 38/April 1980, Bill Tinker in ON SILENT
WINGS.
IS IT STRETCHING THINGS TOO FAR?
Well, it's now official. As from the first of January 1980 the Hi-start has been deleted from
the approved launching methods for International class contests. The principal reason for this, is
that the bungee, under certain conditions, provides a height advantage . . . . and that's true, it does.
But then, under certain conditions, so does the winch . . . and the hand tow, if not providing the
facility for a release height advantage, most certainly offers potentially much wider coverage for an
ultimate height advantage than any fixed point method.
The banning of the bungee surely carries the mark of pressure group activity. Consider the
launch methods permitted during 1979. Each had a power source, (1) Human, (2) Stretched rubber,
(3) Electric or internal combustion. There is no way that these diverse arrangements will give
consistently identical results and at least the human and the rubber sources have limitations.
Towing by car is specifically rejected, yet there is nothing to prevent similar power being applied
by a static engine. Then there is the electric pulse winch which merely maintains a minimum preset
line tension - in stronger winds hardly any line need be reeled in, the elasticity of 400M of nylon
giving a broad range of towing tension above the predetermined level!
It would seem that the Committee was faced with a specific proposal to eliminate the histart, and therefore no attempt was made to evaluate the launching methods as a whole. Otherwise I
feel sure that either the status quo would have been maintained, allowing pilots and teams to use the
launch options in a tactical sense, in the same way that changes of aircraft are permitted between
rounds; or just one of the options chosen as a standard, completely specified to reduce any chance
of a competitor gaining an 'unfair' advantage.
Every competition rule has an effect on the optimum design of the aircraft competing, and
the permitted launch methods are no exception. The winch is now obviously superior to the hand
tow on at least two counts:
(1) in given conditions it can allow release heights exceeding 150M,
(2) unlimited power availability will encourage the launching of heavier models than those within
the capability of the human hand-tow.
In effect the CIAM has made winching practically mandatory. I think it would have made
better sense to have chosen solely the simplest, cheapest and lowest energy system, the traditional
150m of line hauled by a single willing helper. Then, and only then, will everyone be on an equal
footing - and then perhaps the almighty dollar will be channelled into aircraft development rather
than exotic or expensive launching equipment.
Again may I exhort all who have thoughts to make proposals through their State bodies, so
that our CIAM representative can represent the view of Australian Pilots.
137
Aspectivity 108 of March ’80 provides some light relief in the way of a “pome”,
“Silent Affinity” – Gail’
I lie in the grass
A Spectator to the spectator
Tied to the ground and still
But the bird of the wind and I
Know that I –
Soar to the sky,
Rush contemptuously over the earth,
Loop and roll in sheer joy
of freedom and
flying
May 27 1980 - VARMS applies for and receives a permit for glider activities at Westerfolds Park,
Templestowe, for July, September and November.
June 1980 Aspectivity – the editor comments on the ‘loss’ of the High Street Rd. flying site, being
the city side of Norton’s Lane.
138
1980 - 81
The Committee
Geoff. Vincent
Secretary
Wilhelmina Vanderwolf
Editor
Barry Nugent &
Committee Member
Ralph Learmont
RCMC Delegate
VARMS has obtained permits from the Melbourne and Metropolitan
Westerfolds Park on July 27, September 28 and November 30, 1980.
President
Treasurer
Contest Directors
Phil Hearne
Jim Hill
Ian Shadbolt
Brian Andrew
Board of Works to fly at
Re-affiliation – V.M.A.A.
Asp. 112/July'80 states that VARMS is now affiliated with the VMAA as per a decision taken at the
A.G.M. (4th July), and has discontinued its own insurance, with all members now being required to
pay the VMAA affiliation fee.
A second decision taken, was that all members would pay fees for the standard Financial Year, (i.e.
July to June), rather than for 12 months from when they had first joined.
A very interesting item from the V.M.A.A. R.C.M.C. Newsletter of October 1980CLUB DE-REGISTERED FROM V.M.A.A.
P.D.A.R.C.S. has been de-registered from the V.M.A.A., M.A.A.A. and F.A.I. because of their
inability to affiliate all members. Please note that you are required to affiliate all your members.
All contests shown on the V.M.A.A. calendar for P.D.A.R.C.S. are no longer official and are to be
crossed off.
At this point it seems pertinent that the following information about "affiliation" should be aired as
it led to some very emphatic views and turbulent times within VARMS, and also between VARMS
and the establishment, being VARCA and VMAA.
VARMS history of affiliation with:
Victorian Aeronautical Radio Control Association (VARCA), and
Victorian Model Aircraft Association (VMAA).
1969 - December - Mention in the Newssheet of Dec.1969 that Mr. Allan Villiers (VARMS's
Secretary) is also a delegate to V.A.R.C.A.
1971 - August - Mention in Aspectivity that VMAA & MAAA affiliation fees are now due, costing
0.15c & 0.75c respectively and allowing for participation in any 'official' competition. VARMS
members at this time had the option of affiliating with the VMAA to allow for participation in
competitions, many did not choose to do this.
1972 - 8th September - VARMS decision to continue affiliation with VARCA, and also to affiliate
with VMAA.
1974 - 5th July - A. G. M. Decision NOT to affiliate with VARCA (which disbanded on 1 July
anyway. Its role of Radio Frequency control seemed to be adopted by the Radio Control
Management Committee, a sub-committee of the VMAA).
1974 - 4th October - Extra-ordinary meeting decision NOT to affiliate with VMAA
1979 - VARMS is approached by VMAA to re-affiliate, it did not happen at this time.
1979 - A published fee structure indicated that whilst VARMS was not affiliated with the VMAA
and had its own Insurance, it was also an option to pay an additional fee and be affiliated with the
VMAA.
1980 - A. G. M. decision to affiliate with the VMAA and discontinues an insurance capability in its
139
own right, (and has remained so at least until 2013).
NOTE: VARMS seemed to be affiliated with VARCA because of its management of Radio Control
club activities and competitions, and with VMAA because of its overall administration, Insurance
capability and affiliation with MAAA/FAI for reasons of State Championships/Nationals
participation & Record attempts etc. VMAA Minutes of 26 August 1980 reflect the NON reaffiliation of the Competition Soaring Group (CSG), a group, previously affiliated possibly
comprising mainly VARMS members who wished to contest VMAA sanctioned and State events
whilst VARMS was NOT affiliated with the VMAA. These minutes also show a new club registering
with the VMAA, being the Victorian Slope Soaring Association, again possibly with a core of
VARMS members whose activities are specifically oriented towards slope competitions only.
140
The Colditz Cock.
It should be noted that on February 2, 2000, 55 years after the construction of the original
Colditz Cock began, a glider manufacturer in Hampshire, England, actually constructed a replica
Colditz Cock from an A4 drawing. It was an exact replica of its predecessor and actually flew for 3
minutes after a winch launch to 200 metres, an event witnessed by some of the original PoW
builders. The project was undertaken to create a television documentary.
The following is taken from Aspectivity 114 of October 1980.
141
Asp. 113 - August 1980 contained the following list of Aboriginal names offered by Peter Mather
for use on your next 'flying' project:
Alatipa
Small bird
Ilga
Quiet
Anapina
Rain cloud
Jurumu
Eagle
Bilyara
Eagle hawk
Kalliworra
Seagull
Bundara
Bird
Kankana
To rise in the air
Camira
The wind
Kirra
Boomerang
Coolaroo
A star
Kullari
Mythical bird
Dardoana
Rainbow
Looringa
Flying (as a bird)
Dinjalla
Wedge-tailed eagle Makowa
Whistling duck
Ewinya
Mosquito
Mamariga
South-east wind
Gillilka
Hawk
Mirara
Quick
Gooranga
A spear
Pangarinda
Sunset
Ikara
Sky
Parangal
Pelican
Or, if you are a careful soul, and like to wait till after the first flight:
Peralla
Native turkey
Towanda
A duck, or
Puringa
A dog
Wullara
Rock, stone.
September 18 - 28 1980 saw VARMS provide R/C models
for a M.M.B.W. stand at the Royal Melbourne Show as part
of their theme "Activities in the Park". The models were an
RO 8 (Ron Bird), Grunau Baby (Colin Collyer), Sunbird
(Stan Mason) and also included a model "mock-up" similar
to a Cirrus displaying the layout and operation of the
onboard radio gear.
Asp. 114/Oct. '80 contains a brief story of "The Colditz
Cock", a three view diagram and general dimensions. This glider, built within the confines of the
Colditz castle during WWII, never actually flew. However, some 50 or so years later, a full size
glider was built from the actual Colditz plans and did fly.
V.M.A.A./R.C.M.C. Newsletter 114 of October 1980 reports the de-registering of P.D.A.R.C.S.
because of their inability to affiliate all its members. This again is confusing, because at the start of
the 1979/80 financial year, VARMS' fee structure emphatically showed that its members "had the
option" of paying an affiliation to the VMAA, although at this time, VARMS was NOT affiliated
with the VMAA??
142
Another little excerpt from the October Aspectivity.
DREAM
by Peter Mather
Dawn. No, not yet, but the sides of the tent are beginning to grey and a stealthy ripple
along the canvas tells me that it’s time for any self-respecting slope soarer to be out and about.
I slide quietly out of my sleeping bag, grab a towel, and creep through the flap. Cheryl doesn’t
stir and the kids might be missing, but for the gently heaving mound at the foot of each bag. A
hot shower and five minutes later I unlock the flight hut, step delicately over the crowded,
sleeping models glowing softly in the dim aura of a dozen tiny red lights, and disconnect mine
from the charger. The lightweight this morning. Nothing else will hang in there on that whisper
of a breeze.
Transmitter and model bundled under one arm, I push through the gate in the safety
fence and crunch across the hint of frost covering the landing area. The pits and permanent
keyboard loom at me through the half-light and I fumble in my pocket for the key- channel 92 K
– a muffled chuckle through the balaclava; remember the frequency clashes? Switch on, left,
right, up, down; some things never change. Then stand up, trims neutral, model aloft and
heave!
A jab of down to kill the stall and the model pushes over the rim of Prussner bowl,
sinking imperceptibly towards the distant horizon. Steady now, ease back the trim – still
sinking – nearly full up trim now, and I know she won’t take any more without stalling.
Concentrate on accurate flying and push out further – passing the horizon now, and getting
hard to pick the attitude against the still-darkened fields. I should turn back now, but the thirst
for lift is stronger than the thin, weak voice of caution. There, she lifted! No, still sinking. I
walk the few steps to the edge of the bowl ready to follow the rapidly fading dot to the valley
floor, but as I make the decision the first bright arc of sun cuts the horizon off to my right,
picking flashes of triumph off the wings as the model starts to rise slowly but definitely towards
safety.
Relaxing, I leave the now buoyant model, trimmed and climbing, to its own devices for a
few seconds and look about me. All four kids are thundering down the hill, shouting in
whispers their various claims of priority on the playground attractions. The smell of bacon
beckons from another tent where some poor modeller has his priorities all wrong. As the sun
climbs a little higher I can see the whole expanse of VARMS Field spread out before me.
Learmont Drive winds through the pines, past the winches under their canvas covers, and
climbs the hill to the rear of the Caravan Park. The swings are shrieking in protest now, and
voices are raised in good natured chorus from the village of tents and caravans behind me. The
spell is broken, But the dream! the dream, I hope, never fades

Asp. 115/Nov.'80 records the passing of Martin Williams (VARMS No. 260 ), the re-opening of
Glenfern Rd. to VARMS, and that control of the Ridge Road flying site has been granted to
VARMS.
Aspectivity 116 - December advertises the "Big Fly-in" at Camperdown Jan 24 - 26 1981.
This issue also notes the passing of Brian Laging (VARMS No. 30) at Mt. Hollowback, 7
December 1980.
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Asp. 117/Feb. '81 advises that the usual venue for meetings, the Jaycee Hall, Silver Grove,
Nunawading is no longer available. The NEW venue for Club meetings is to be the Glen Waverley
Heights Primary School Hall, High St. Road, Glen Waverley. (This situation continued until the
creation of the ‘The Shed/Clubhouse’ at VARMS Glider Field within the Knox Regional Sports Park
with the last meeting at GWPS held in October 2012).
(The history of VARMS “Meetings” is an interesting development in its own right. The first gettogether was held on top of Mt. Hollowback in February 1968. A month later in the March the
first Committee was formed on Mt. Bacchus, Bacchus Marsh and further meetings were held
regularly on an ongoing basis. Until March 1973, the only other meetings held were “Flying”
meetings or A.G.M.s, or when an Auction/Yak Night was held. Yak Nights were a mixture of
Social, Show & Tell, Lectures, Films on modelling and other interesting topics, anything but
formal meetings. More Yak Nights followed sporadically until an Extra-ordinary meeting in May
1979 to resolve growing problems within VARMS, and when a decision was also made to have
ongoing meetings every two months. This situation remained in place until it was announced
in February 1981 that “General Meetings” of a formal nature would be held every month,
excluding January. Early meetings were also held at Rothman’s, Lorimer St., Sth. Melbourne
and the Victorian Railways Institute, Flinders Street Station.)
Finally, a quote from Aspectivity 120, June 1981.
It has been said, that the membership of any organisation is made up of four bones:First - there are the wish-bones, who spend all their time wishing and hoping that someone else will
to all the work.
Second - there are the jaw-bones, those who do all the talking about "things" but little else.
Third - there are the knuckle-bones, knocking anything and everything that others do.
Fourth - there are the back-bones, getting under the load and doing all of the work.
What sort of a bone are you ???
144
1981 - 82
The Committee
Peter Mather
Secretary
Mark Barber
Brian Andrew &
Editor
Peter Long
Brian Cosman-Jones
Property Officer
Ron Webb
RCMC Delegate
Ian Shadbolt/ Ron Webb
Comm. Members
Ron Webb &
/ Phil Hearne
Jim Hill
Asp. 121/July '81. The following extract from President's (Peter Mather) Corner.
What Can VARMS Do For You?
The members of VARMS - you and I - are a varied a lot as any other cross section of the
community. Let's look at some of us and see what the Club can and does for each.
The Beginner
The newcomer to our hobby/ sport is its future backbone.
The Club offers him the contact with experienced modellers so that he may quickly develop his own
skills. Club meetings offer the opportunity to talk sailplanes whilst provision of known times and
places where he can find competent flying instruction will ensure his development as a modeller.
Too, the Club magazine offer him the chance to seek answers to difficult questions or to air his
views. Maybe we could field experienced flyers to instruct beginners at Westerfolds Park and other
sites each Sunday?
The Anonymous Benefactor
Every club has members - sometimes a majority - who don't fly much, or attend meetings, but want
to be associated with the activities and people of the club. For them the magazine/newsletter is the
life-blood. We must ensure that it reflects our activities. Insurance may also attract these members
and their welcome financial support.
The Slope Competitor
Lots of slope competitions and that elusive north-facing slope to practice on will keep this member
(and his mate, the Slope Sport-Flyer) happy to donate to the Club annually. Finding and keeping
that northern slope will challenge us all this year.
The Thermal Competitor
F3B has become a very specialized pursuit, of late requiring a highly professional team approach to
remain competitive. VARMS can provide a good site, regular organised practice sessions (if we
want them) and the expertise and manpower to run events. Many of these facilities are also of
benefit to the Thermal Sport-Flyer.
The Builder
The dedicated craftsman must have a forum to "show and tell" his latest creation, and a regular flow
of ideas through the newsletter.
The Wheeler/Dealer
A few modellers live to swap, trade, buy and sell - the club can provide them with a market place
and all other members with a very useful service.
The Non-Member
The man/woman, boy/girl we have not yet met is our future. We will find them in the hobby shops,
on the flying field, in the magazines, in the other clubs which don't fulfil their needs as well as we
can.
None of these stereotypes exist, of course. We are all composites containing some of these
characteristics and more. However, the exercise of setting them and their needs down on paper has
helped me to see the job ahead a little more clearly. The obvious conclusion is that no one person or seven people - can do all that alone. It will take all of us.
Asp. 121 also reports that flying at Ridge Road Kallista)(Northerly side) is no longer permitted at
the request of the new owner.
Martin Simons, well known lecturer on aerodynamics spoke to a wide ranging audience at the
August general meeting.
President
Treasurer
145
September 1981 V.M.A.A./R.C.M.C. Newsletter contained the following:
IS THIS A POWERLESS APPEAL?
Reading in the MAAA Handbook that "any model resembling a particular heavier-than-air
man carrying aircraft is eligible to compete" in Stand-off Scale, I first accepted it as an unequivocal
statement, yet further reading belies that
The rules are clearly biased towards powered replicas, and anyone foolhardy enough to enter
a model of a heavier-than-air man carrying sailplane is placing himself at a resounding
disadvantage.
Curiously, a browse through the Model Press indicates at least twenty kits for scale
sailplanes are available, and by well-established manufacturers like Graupner, Carrera, Southern
Sailplanes, etc. Drawings are obtainable for the Ask 18 and Slingsby aircraft. I know of scratch
built miniatures flying now, and yet at this moment there are few competitive outlets for this type of
aircraft replica.
I entered the den of the Victorian Flying Scale Aircraft Association recently and roared like
a Webra 60 at the inequity of it all. They relieved me of five bucks, voted me a committee member,
turned me towards the gliding community and said "Go get 'em, boy!". So now I'm snarling
seductively at you scale sailplane suckers. If you fly a replica of a heavier-than-air man carrying
glider, ARE you interested in flying it competitively? If you are, then YOU must be the one to do
something about it. Contest rules and scores need to be formulated - most importantly by those who
fly.
The Scale Association is only too happy to widen its activities, and really we don't have to
ask. Gliding WILL be an additional feature of their Special Event early in 1983. This gives ample
time for building and for consideration of the rules to be used. Your opinion is vital. Should 1983
seem a long way off, then how about putting Bendigo on your itinerary for the week before Easter
1982 at the Bendigo Soaring Association's Scale Outline Sailplane meet?
In any case, if you are planning, or building, or flying a scale glider of any kind, PLEASE
give me a ring - I would like to talk to you!
Bill Tinker
Asp. 125/December'81 mentions Southern Sailplanes "Ricochet" in an F3B competition, (Placed
4th with fastest Speed of the day at 10.5 secs).
Noted in R.C.M. at World F3B Champs., a 9 second speed run and also a report on the World Cup 2
Metre Class
Asp. 126/Feb'82 comments on the annual pilgrimage to Camperdown and Lake Bullen Merri.
Aspectivity 127 - April 1982 contains a two page ad for:Southern Sailplanes Ricochet (Ralph Learmont) - A new generation Sailplane with a "Multi role"
capacity to readily affix any of three different wings to the one fuselage; "Standard", (2.51m.
Rudder, elevator & spoiler), "Slope" (2.07m. Aileron, elevator, rudder & Optional flap),
"Unlimited" (2.75m. Aileron, elevator, rudder, spoiler, optional flap & removable ballast tubes).
Also in the same edition was the following "challenge".
VARMS FIRST LADY COMPETITION
The 1st female associated with a VARMS member to launch, fly and land an R/C Sailplane (with
the plane still in flying condition!) will win this competition. The prize is $20.00 and this will
jackpot by $10.00 every 3 months until it's won.
146
..... and also from Aspectivity 126, we have a poem .....
MULGA BILL’S SOARER
(With abject apologies to Banjo Patterson)
“T'was Mulga Bill from, Eaglehawk, that caught the soaring craze;
He put away the old golf clubs that served him many days;
He dressed himself in soaring clothes, resplendent to be seen;
He hurried off to town and bought a shining new machine;
And as he eased it through the door, with glory in his eye,
The grinning shop assistant said, “Excuse me, can you fly?”
“See here, young man,” said Mulga Bill,
“From Walgeth to the sea,
From Conroy’s Gap to Castlereagh, there’s none can fly like me>
I’m good all round at everything, as everybody knows,
Although I’m not the one to talk – I hate a man that blows.”
But flying is my special gift, my chiefest, sole delight;
Just ask a wild duck can it swim, a wild cat can it fight.
There’s nothing clothed in silk or film, or soars, or calls the air its home,
But what I’ll fly while wings will hold and rubber bands are tight;
I’ll fly this here two-winged concern right straight away at sight.”
147
‘T'was Mulga Bill, from Eaglehawk, that sought his own abode,
That perched above the Dead Man’s Creek, beside the mountain road.
He aimed the soarer down the hill, assembled for the fray,
But ere he’d flown a dozen yards, it bolted clean away.
It dropped its nose, and through the trees, just like a silver streak,
It whistled down the awful slope towards the Dead Man’s Creek.
It shaved a stump by half an inch, it dodged a big white-box:
The very wallaroos in fright went scrambling up the rocks,
The wombats hiding in their caves dug deeper underground,
And Mulga Bill, as white as chalk, he followed every bound.
It struck a stone and gave a spring that cleared a fallen tree,
It raced beside a precipice as close as close could be;
And then, as Mulga Bill let out one last despairing shriek,
It made a leap of twenty feet into the Dead Man’s Creek.
148
“T'was Mulga Bill, from Eaglehawk, that stood upon the shore:
He said, “I’ve had some narrer shaves and lively rides before;
I’ve rode a wild bull round a yard to win a five-pound bet,
But this was sure the derndest thing that I’ve encountered yet.
I’ll give that two-winged outlaw best; it’s shaken all my nerve,
To see it whistle through the air and plunge and buck, and swerve,
It’s safe at rest in Dead Man’s Creek – we’ll leave it lying still;
A horse’s back is good enough, henceforth for Mulga Bill.”
((Author unknown))

The following articles entitled , “Dennis’s Dreadful Hints”, first appeared in Aspectivity late in
1980 for a total of 11 items over the ensuing period. All of these articles are hereby repeated
in their entirety through the to the final episode which is as unusual as it is dramatic.
Asp. 115 – Nov. 1980
DENNIS’S DREADFUL HINTS ... No. 1. (in a series of one million) Anonymous
For a neat, convenient servo installation in your next sailplane, roughen
the bottoms of the servo cases with coarse sandpaper and fix them in place with
five minute epoxy. This set-up should last the life of the model. An added
advantage comes when the inevitable happens and you prang the model- the
servos will pop clean out of the epoxy ready for the next installation.
Asp. 116 – Dec. 1980
DENNIS’S DREADFUL HINTS ... (No. 2 in a series of one million)
A.N. ONYMUS
We left you last month with the servo firmly epoxied into the fuselage of
your new model. Further extensive research has shown that the receiver and
battery pack can be installed in the same manner. This saves a lot of space that
is otherwise wasted on foam rubber. The switch harness and charge plug should
be left loose inside the cockpit. Any possibility of the switch being knocked on or
off or fouling the controls is more than offset by the increased accessibility.
One minor variation on this system was seen at the PRO-AM contest
recently where one flyer left the switch hanging outside the fuselage for even
better accessibility. (Also known as a right drag. Ed)
Asp. 118 – Mar. 1981
DENNIS’S DREADFUL HINTS ... No. 3 in a series of one million
ANONYMOUS
Before the Christmas Crump we had the servos, receiver and battery pack
firmly epoxied into your sailplane and the switch/charge plug harness
conveniently left loose inside the radio compartment. Several items of the
installation remain to be covered, but events over the holidays compel me to
amplify some of the earlier hints.
After the crash forecast in hint one, several components failed to separate
from the five-minute epoxy and had to be gently persuaded by means of a small
engineer’s hammer. This resulted in only minor damage to the cases, easily
repaired with masking tape, but I am considering the use of a finer grade of wetor-dry abrasive prior to installation in the next model. The crash was caused by
full up elevator fouling the loose on/off switch and turning the system off. The
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installation philosophy worked perfectly, however – the entire switch harness was
thrown clear at impact and sustained no damage at all (see hint two).
Next month we will complete the installation with antenna location and
servo hookup. Think about it!
(But for Pete’s sake don’t do it. Ed)
Asp. 119 – May 1981
DENNIS’S DREADFUL HINTS ... No. 4 in a series of one million. ANONOMYOUS
This month, as threatened, we will discuss the final aspects of radio
installation. Antenna location generally presents problems on modern soarers. It
is no longer considered good manners to leave it dangling or run the wire
externally to the fin. (All that drag!) Internal solutions generally require much
painful poking of kinky white wire down built-in holes, and my favourite method
of wrapping the offending wire loosely around the receiver can no longer be used
with the receiver epoxied to the floor. (Extraction of the wire from the epoxy
presented unforseen difficulties after the crash). The solution, fortunately, is
quite simple; just coil the antenna wire loosely and pop it into the same cavity as
the switch harness and other wiring. The purist will claim that this procedure
will reduce range, but I have found the periodic loss of control to be a good
indicator that the model is getting too far away from the transmitter. The slight
reduction in sensitivity will also make your rig less prone to accept interference
from other transmitters.
Well, we’re out of space for this month, so servo hook up will have to wait
until the next issue. Think about! (One or two milliseconds should do the job.
Ed).
Asp. 120 – June 1981
DENNIS’S DREADFUL HINTS ... No. 5 in a series of one million. A.N.ONYMOUSE
This installation has taken longer than I expected, but if we are going to do
the job properly the extra time is well worth spending. (And believe me, if you
follow all my hints you will do a right proper job on your sailplane, and a few
others in the bargain).
Now, the servo hook-up. I use nylon tube-in-tube pushrods exclusively.
These should be secured at one end of the outer tube only to allow a little servosaving flexibility in the linkage. The inner pushrod should be fitted with short
threaded studs at each end, leaving several inches of the nylon tube free to flex at
each end. This system should put an end to stripped servo gears forever.
The pushrod may be secured to both output arm and control horn by using
a simple “L” bend in the metal rod end. This permits easy disconnection for
adjustment by simply flexing the pushrod slightly.
The aircraft is now ready for finishing, so next month we’ll have some quick
and effective covering methods. Think about it! (It saves Dennis the trouble. Ed)
Asp. 121 – Jul. 1981
DENNIS’S DREADFUL HINTS...No. 6 in a series on one million. A.N. ONYMOUSE
This month’s subject is finishing. First, cover all open structures with
heat-shrink film. These films, by the way, are much more heat resistant (and
challenging to apply) if the backing sheet is left on. The remaining balsa area
should be sanded to a silky smooth finish using 80 grit garnet paper or a surform
rasp. The surface should then be vacuumed thoroughly to remove dust. Now the
trade secret! Dulux hi-gloss enamel is applied direct to the bare balsa with a 4
inch (10cm) brush and allowed to dry overnight. This will seal the pores and
150
produce, in one easy application, a finish which will guarantee that highly
desirable turbulent boundary layer. Now, if you haven’t got too much paint in the
hinges or radio gear, we are ready to test fly.
Next month we will cover field etiquette prior to test flying. Think about it!
(Blecchh! Ed.))
Asp. 122 – Aug. 1981
DENNIS’S DREADFUL HINTS ... No. 7 in a series of one million. A.N. ONYMOUSE
Well, if you’ve lasted a whole month with your creation all ready to fly, it’s
time to head for the flying field. The batteries were probably charged by the
factory or the previous owner so there should be no need for further charging just
for a few quick test flights.
Now – field etiquette. Most clubs have a frequency control system of some
kind – usually based on plastic keys of varying width slotted into a key board, or
coloured plastic pegs clipped to the transmitter aerial to indicate that a frequency
is in use. For maximum flexibility your tool kit should contain plastic keys of
several different widths – say 1”, 2”, 3”, 4” – and an assortment of different
coloured plastic pegs.
A small screwdriver will also come in handy when inconsiderate fellow fliers
leave insufficient space between keys for even your 1” key. It’s best if none of
these items carries your name or channel number. The reason for this caution
will become obvious on the field. It’s also safer (for you) to avoid any frequency
marking or name tags on your transmitter.
This system is very simple to use – just pick a space on the keyboard and
pop in one of your keys – always use the biggest one that will fit. For peg
systems, just pick one of your coloured pegs to match your aircraft and attach to
the base of your transmitter.
Now – switch on – and within seconds you’ll be the centre of attention.
More importantly, your fellow club members will immediately offer you lots of
good advice.
THINK ABOUT IT! (BUT DON’T TRY IT WHEN THE PRESIDENTS FLYING) OR
AGAIN ON THE OTHER HAND!
Asp. 123 – Sep. 1981
DENNIS’S DREADFUL HINTS ... No. 8 in a series of one million. A.N. ONYMOUSE
Now that you have test flown your new model (if the other modellers didn’t
lynch you when you switched on your transmitter last month), the process of
trimming the aircraft begins. We will start with lateral trim.
Most aircraft tend to balance roughly along the centreline, when they are
new, and this can cause problems when combined with the natural warps
present in most aircraft. The solution is to add weight to one wingtip until the
aircraft flies straight at neutral trim. Of course, this only works at one speed, but
at all other speeds it should make for some interesting flying.
Next month we’ll explore longitudinal trim, so don’t use that elevator yet.
Think about it – even try it if you dare.
Asp. 124 – Nov. 1981
DENNIS’S DREADFUL HINTS ... No. 9 in a series of one million. A.N. ONYMOUSE
By now you should have the lateral trim fairly well sorted out. When things
are just right the aircraft should try to roll one way at high speed and snap-roll in
151
the opposite direction when slowed down.
Now – on to longitudinal trim. The quickest way to sort things out is to test
fly you sailplane with no trim ballast in the nose. This will normally result in a
snap-roll on launch (not to be confused with the right (or left) and proper snaproll associated with correct lateral trim), or at least a spectacular series of
divergent phugoids in the pitch axis. The trimming technique is to add small
weights to the nose until these nasty habits disappear.
The trimming procedures outlined in the last two issues lead naturally into
next month’s subject – repairs.
Think about it – I’d do it meself but it ‘urts me ‘ead !
Asp. 125 – Dec. 1981
DENNIS’S DREADFUL HINTS...No. 10 in a series of one million. A.N. ONYMOUSE
As promised, this month we will discuss repairs. Field repairs that is – if
you have to take the beast home to fix it, things are probably beyond repair. The
most popular and effective field repairs are carried out by simply assembling the
broken pieces in their approximate positions and saturating the joins with Super
Glue. For the more sophisticated approach the breaks may then be covered with
a layer of adhesive tape. Filament packaging tape is extremely strong, but lacks
visual appeal; ordinary sticky tape looks tacky, as does masking tape. Probably
the best all round performer is plastic insulation tape which can make quite arty
repairs in a good range of colours. If further reinforcement is necessary the
offending component should inform you quickly by failing when airborne.
Next month – who knows? Next month may be a whole new year.
Asp. 126 – Feb. 1982
DENNIS’S DREADFUL HINTS ... No. 11 in a series of one million. A.N. Onymouse
Thought I’d take time out from the sharing the usual gems of wisdom this
month, and tell you about my latest project. The packing case partitions around
the carport during the last few weeks have been hiding a half-scale Nimbus
approaching the final glorious stages of completion. The design (my own, of
course), incorporates most of the excellent ideas featured in this column over the
last year or so. The one-piece 10 metre wing and the fuselage are constructed of
corrugated cardboard sheathed in several layers of fibreglass. The undercoats
are on now, but the lavender and lime Dulux final finish awaits pay day and a
new 4 inch (10 cm) brush.
The gear is all epoxied in, with S20 mini servos driving all control surfaces
via internal nyrods. If all goes well she should be airborne within a couple of
weeks; the batteries are all charged up and I’m getting excited already.
See you at the slope! (You’ll recognise the aircraft.)
Aspectivity 127 of 1982 contained the following dramatic announcement.
STOP PRESS********
DENIS DISAPPEARS . . . . DATELINE-THE BLUFF
By Paul Boomer
It saddens me greatly to have to report that Dennis has now been missing for
three days and must be presumed lost, barring miracles. I am only now starting
to recover from the shock sufficiently to tell the story.
Dennis rang me on Saturday, very excited, to say that his ½ scale Nimbus was
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finished, and could I help him test fly it on Sunday. Of course I jumped at the
opportunity, and dawn last Sunday saw us on our way to The Bluff with the
Nimbus strapped securely to the roof.
We had to detour several times when the 10 metre wingspan proved incompatible
with narrower sections of the road, but by ten o’clock we were facing Bass Strait
into a smooth 20 knot breeze. Unfortunately Dennis dropped the nose on the
bonnet of his car as we manhandled the Nimbus to the ground (I had the left
wing tip, my back is still not the best) and a couple of nasty cracks appeared in
the fuselage right under the wing roots. “Soon fix that” said Dennis, and he
quickly saturated the inside of the broken area with super-glue. He switched on,
wiggled both sticks to check the controls, then hoisted the Nimbus in both hands,
ready to launch. I was to stand, with the transmitter, near the edge of the Bluff
while Dennis ran down the slope towards me, launched, and took the transmitter
from my hands.
All went well until half way through his run-up when a look of horror froze on
Dennis’s face as a rapidly widening gap opened up between the grass and his still
running feet. By the time they passed me, Dennis and the Nimbus were 20 ft (6
metres) up and climbing steadily. Obviously the super-glue had not been quite
dry when he picked up the aircraft. Dennis also realized what had happened
because, as he crossed the edge of The Bluff, he wailed “Get me down!”
Quick as a flash I turned my attention to the transmitter in my hands, but
whether the batteries he charged last month were dead, or the mini-servos were
not quite up to the job, or perhaps the antenna coiled neatly behind the servos
was just not listening, we may never know. The Nimbus sailed out, straight as an
arrow, with its lime and lavender wings gleaming in the morning sun. By the
time I lost sight of them, Dennis and the Nimbus must have been well over 1500
ft, still climbing towards Macquarie Island.
I sat there, stunned, for several minutes, then drove off to notify the local police
and get a search started. They did their best, but hope is fading, and I have a
nasty feeling there will be no more Dreadful Hints.
Note: Dennis was a staunch contributor to Aspectivity, and his articles under the
non-de-plume of A. N. Onymouse and the by-line of “Dennis’ Dreadful Hints” had
only reached No. 11 in a series of one million..
*****
Asp. 128/May '82 - President Peter Mather reports that Pakenham Council have given approval for
VARMS's use of Mount Shamrock & Huxtable Road as slope soaring sites.
... also a report of the first VARMS 2 Metre contest with a recommendation that future events be
restricted to rudder/Elevator models. To complete the report regarding the 2 Metre contest we have
extracted the following from Airborne No. 53 - ON SILENT WINGS (by Ron Squires of PARCS).
Two Metre soaring in Victoria
Two metre soaring was introduced to Victoria by V.A.R.M.S. in a V.M.A.A. sanctioned
event on 2nd May 1982.
This contest was the catalyst to fire unprecedented interest in 2 metre soaring in Victoria.
While prompting many discussions on rules, it could be stated, without doubt, that everyone
involved is in favour of the European version of 2 metre, 2 function only, against the American
unlimited concept.
153
P.A.R.C.S. (Peninsular Aeronautical Radio Control Society) through its very active
competition group scheduled a 2.0 metre competition for Sunday 22 August. Such is the faith of
those concerned in this exciting new and low cost, high participation event, that P.A.R.C.S. will
also be hosting the inaugural Australian 2 Metre championships to be held over 2 days on a
weekend to be finalised in early 1983. Another prominent Victorian club is thinking seriously of
running a 2 metre event between August and February.
For those who have not read the many good reports in English and American magazines on
2 metre soaring events in those countries, I will list the objectives and proposed rules for Australian
competitions, particularly the Australian Championships.
(1) OBJECTIVE
To provide a low cost minimum hassle, multi task class at an intermediate
level of competition comprising two tasks. These being 'A' Duration and 'B' Racing distance.
Duration objective is to achieve a 5 minute flight time within an 8 minute working time with a
bonus for a landing within 5 metres of a spot.
Racing distance is, within a 4 minute (Working) time slot, complete 4 laps of a designated 150
metre course in the fastest time possible.
(2) MODEL SPECIFICATION
a. Span 2.0 metres maximum.
b. Controls - 2, rudder/elevator only. This includes V-tails, no ailerons.
c. General - models must conform to current F.A.I. loading and weight limits and all ballast must be
secured within the model.
(Other rules were specified to cover ALL aspects of the proposed competition).
MODEL TYPES AND OBSERVATIONS.
The local hobby industry has been very slow to respond to stocking the wide variety of
modern design 2 metre kits presently available overseas, and unless you scratch build or import
your own, the selection is very poor.
Due to the multi task nature of 2 metre competitions, the Soar Birdy, Capella, Trident, RO 8,
Wanderer, QB 1800 etc. type of aircraft while generally meeting wingspan requirements, were
found to be lacking at the VARMS 2 metre competition. But if you have one of these models at
present, don't be put off competing in the August competition as it will be a lot of fun and we will
all learn from the experience.
Specialist 2 metre models presently being built or flying include the following:- Airtronics
Sagitta 600, Top Flite Metrick, Prophet, Algebra 2M, Southern Sailplanes T-Bird, Dassal.
All the above models feature Eppler or other high performance (wide speed range) airfoils
with provision for ballast, dry weight is between 32 - 42 oz. with wing areas from 550 to 700 sq. in.
In the same Airborne and on the page immediately following the above article was the following
gem that is an absolute 'must' to tickle every modeller's memory bank!
154
OUT OF THE BLUE By Updraught.
Having evolved in quite drug free surroundings and being of an age likely to ensure future
innocence in that regard, I am constantly amazed to hear of the unlikely substances with which the
juvenile populations bombards its brain cells. Of course, I'm usually decades behind the rest of the
population technologically speaking, the only sniffing activities in my immediate circle being
confined to Vix vapour rub. However the current adolescent enthusiasm for glue and solvent
sniffing does find some sympathy with me. They are interesting smells.
I should think that the aeromodeller has at his fingertips (or nose tips really), more sniffable
items than the follower of any other pastime I can think of. What a rich and varied array of
chemicals and solvents we handle with such careless disregard for their aromatic qualities. I have
taken it upon myself to catalogue some of the more savoury aeromodelling substances. Such a
guide is clearly well overdue but you can count on an up-to-date outfit like AIRBORNE to be first
in the field.
Although every effort has been made to be impartial and objective, the preferences and
prejudices acquired over about thirty years may show through, and the writer agrees that his
affection for such things as nitro benzine and Tarzan's Grip might appear a bit conservative to the
trendy young sniffer.
Tarzar's Gripe
A wonderful old favourite with the mature modeller. Lacks the somewhat
plastic background of more modern adhesives. Imparts a subtle nostalgic bouquet to building
activities but is at its best after ageing in the tube for a couple of years. Owes its olfactory
excellence to the lovingly guarded secret formula and its preparation on the south western corner of
the Willoughby premises of the manufacturer. Easily obtained, even in the most remote corners of
the continent. Keen devotees need suffer no drying out pangs whilst crossing the Nullarbor Plain
for instance, where it is readily available. A tube of Tarzan's Grip is a great old standby. Just be
careful not to Spoonerise the name when ordering.
Aroflute Balsa Cement
A lively little adolescent inhalant with a light, modern aroma. Gives
an immediate lift with a subtle, floating after-effect.
Acetone and Celluloid
Not much seen these days but mentioned here for its traditional
values. The acetone itself provides a stimulating sniff but the real values are inherent in the type of
celluloid used. Chev. four side curtains are remarkable in this respect but for a real "high" try
dissolving old Tiger Moth windscreens.
Humble Britfix
Good solid traditional British sniffing! Perhaps not as sophisticated an aroma
as some others but provides a certain nineteen fifties flavour. Conjures up visions of Covent
Garden, iron filings and Alf Garnett's oldest pipe.
Testy's Plastikit Cementent
An interesting little tube with an attractive, sharp tang. Much
favoured by the very young after building their first plastic model.
Banana Oil This otherwise perfectly useless substance often retrieves some of its reputation
when its piquant qualities are considered. Brings visions of steamy tropical nights in Gympie,
rustling palms in the Trobriands and a hint of wild native passions. However some report visions of
the monkey cage at the zoo or of Louis' corner fruit shop. A controversial little number.
Crag Tissue Praste Owes its stolid redolence to the anti-mould chemicals mixed in with it. Not
very exciting but could be a starting point for the cautious modeller. Can also be smeared between
the toes to counter tinea, and may, if thus utilised, in conjunction with the removal of ones
sandshoes acquire one a seat in the tram on a warm afternoon.
Nitro Benzine
Little used nowadays but definitely one for the nostalgist, its boot-polish
pungency being stuff the early glo-plug days were made of. A great reminder of early team race
finals!
Ether A much debated fragrance. Its contentious qualities may have their roots in the great
diesel/anti diesel debate. Still, some contend that nothing quite equals the miasma of standing
downwind of an Oliver Tiger being warmed up on a balmy afternoon.
General Purpose Thinners A handy little sniff known to every modeller and in danger of being
vulgarised as a result of its wide availability and due too, to the activities of the large number of
155
impecunious sniffers who hang around the entrances to panel-beating workshops hoping for a
spillage.
Petrol and CrastrolXX1
Kid stuff really. The user may be in danger of being thought
associated with the lawn mower crowd.
Amyl Nitrate A heart warming bouquet that has suffered undeservedly by its association with ether
and the disreputable smelly diesel enthusiasts. A hit and knock-out drop, a super session finisher.
R.A.A.F. 3K5 Dope A regular disciplined odour with a uniform effect. Best enjoyed in a warm
room to a background of Gracie Fields or recordings of Churchill's wartime speeches.
I've just this moment come upon a new fibre-glass release agent. I'll let you all know what
sort of effect it has in
a later issue !!!
"Reprinted with the kind permission of Airborne Magazine."
156
1982 - 83
The Committee
President
Peter Mather
Secretary
Max Haysom
Treasurer
Brian Cosman-Jones
Editors
Mark Barber
Committee Member David Thompson
/Peter Long
RCMC Delegate
Stephen Kerry
Prop. Officer Ron Webb
The wide range of club activities is reflected in the following Soaring Calendar 1982/83:
Jul
AGM
Dec Thermal X-country T.B.A.
Slope fun day Pakenham
Jan
Camperdown Fly-in (Aust. Day)
Aug Ballarat Slope day (Hollowback)
Feb
Aust. 2 Metre Championships/PARCS
Thermal fun fly (Westerfolds Park)
Flat field Scale day - TBA
PARCS 2 Metre
Mar PARCS Task 'A'
Sept Cardinia Task 'A'
Falls Ck. Family Fly-in
MARCS Glider
Thermal Champs (30 min Agg.)
Mini-X-Country(Westerfolds Park)
Sunbury - Glider
State Slope Champs
Apr Ballarat Slope day
Oct
Ballarat Slope day
Brian Laging Trophy Rd 3.
LSF Tournament (Jerilderie)
2 Metre Contest (Westerfolds Park)
Brian Laging Trophy Rd 1/Ballarat May Scale Slope day, Bacchus Marsh
Slope X-country (Yarragon)
Scale Sailplane - Bendigo
Nov F3B Teach-in (Westerfolds Park)
Slope Champs Aerobatics/Pylon
F3B (Developmental Rules/W'folds) Jun
Ballarat Slope day
Dec PARCS Task 'A'
Phillip Is. Family Slope Fly-in
Ballarat Slope (Ladies day)
Yarragon Slope Day
Brian Laging Trophy Rd 2/Ballarat Jul
A. G. M.
VARMS obtains permission from Pakenham Council for the use of Mt. Shamrock & Huxtable Rd.
reserves as slope sites. An inaugural Flying Day was held at Huxtable Rd. on 18 July 1982 after a
quick inspection of Mt. Shamrock, two excellent flying sites. The following taken from Aspectivity
130 of August ’82 provides more ‘feel’ for the expedition.
Inaugural Flying Day – Pakenham Sites – 18 July ’82
- Charles Butler
The
plot,
announced
at
the
AGM,
was
to
meet
at
the
Cockatoo/Gembrook/Belgrave/Pakenham Upper turn-off at 10.00 am sharp, so
there we were. It was a good turn-up, but perishing cold, with plenty of NW wind
to cut right through anything less than full ski-gear.
First stop was at Mt.
Shamrock, ‘just for a look’, said the Pres.(Peter Mather). After a short detour to
inspect the local quarry, the convoy pulled up in the middle of a ruddy big cutting
– he has to be joking!
But no such luck – out of the cars, scramble up the
embankment, through the fence and ‘just a short walk to the top’, said the Pres.
Ten minutes later we could see what had him so enthused.
The hill is big,
smooth, grassy and rockless with good faces for all winds West through South to
East. The view is also glorious – all the way to Westernport Bay. Access is the
obvious problem – one which will have to be solved, because this hill is a ‘must’
for VARMS.
157
Back down the hill to the cars, and a 3-4km drive around the hill to Huxtable Rd.
This site is a different kettle of fish – fairly tight, with trees to the right and a
fence to the left, but a good unobstructed landing area of smooth grass. The NW
wind was quite strong, so out came the heavies and it was on! There was some
turbulence, but good lift for aerobatics as long as you didn’t get too far down in
front. Mark Barber test flew his beautiful Slope Ricochet – flew as well as it looks.
Geoff Vincent tried some aerobatics first, then flew the big Kestrel, Colin Collyer’s
Kestrel also flew, and as the wind eased Frank Smith’s new Grunau Baby (a bigger
one this time) took to the air looking very true to life. A good day – try these
slopes. I think you’ll be impressed.
158
Following is a copy of a letter from the Pakenham shire referring to the original granting of a
permit, and extending it for a further 10 years.
.
159
Asp.131/September 1982 reports on an inaugural 2 Metre Glider competition hosted by PARCS, 3
rounds each of Duration & 4 lap Racing/Distance, also the appearance of Ralph Learmont's new 2
Metre model T-Bird.
Asp. 132 October '82 reports the claiming of the Ladies Prize by Erica Pike (Spouse of Ray,
Wangaratta). This competition is to continue on with another prize of $30.00 offered.
Same magazine also report abbreviated result of L.S.F. Tournament; Open class of 60 entrants: 1.
Phil Bird, 2. John Borril, 3. B Copley. Standard of 57 entrants; 1. Eddie Smith, 2. C Howell, 3. M
Scott. VARMS were well represented by; Phil Hearne, Jim Hill, Max Kroger, Ralph Learmont,
Barry Nugent, Geoff Vincent, Ron Webb, Charlie Wyatt, Ron Squires.
1982/83 Nationals (36th) held at Warwick Qld.:
Thermal Glider - 1. Richard Tapp(S.A.)
2. R Badenoch (S.A.) 3. D Morgan (NSW)
Hi-start/Bungee launching systems deleted from approved launching methods for international class
contests. The principle reason for this is that the bungee under certain conditions provides a height
advantage on launch !!!
VMAA Newsletter of May 1983 reports:
(a) No licenses to operate a radio are required from now on.
(b) 26 frequencies at 20Khz spacing have been allocated to R/C aircraft on the 36MHz band 36.050 to 36.550. (Later extended from 36.010 to 36.590).
Aspectivity 135 - February 1983 -Camperdown - Australia Day Weekend Fly In
With a number of 'regulars' engaged in full size gliding and other activities, it was a
relatively small group which turned up this year for the annual gathering of slope soaring
enthusiasts. About 25 people had what can only be described as a marvellous time. The newly
established Botanical Gardens at the far end of the camping ground were out of bounds for campers,
so this year we had to set up camp just near the old favourite spot, but nevertheless it turned out
okay.
Friday afternoon provided pleasant flying with a nice breeze blowing up the slope just
behind the gardens and the weather forecast for the weekend was also encouraging. Saturday
morning found us at the field in front of the entrance to the Caravan Park watching Colin Collyer
and his friend, Gary, flying converted freeflight models with RC and diesel power. Those little
engines do a great job and sixteen minute flights with two minute motor runs were achieved in very
light winds and some thermal assistance.
In the afternoon the sea breeze was there again and the lake showed some white on top of
the waves. It was then that some real good flying took place. The fast flowing air provided
unlimited Ricochet conditions and those of us who had suitable machinery made the most of it.
Low passes in front of the black stump (since removed), getting lower, until CC's V-tail speedster
decided it was enough and with a mighty whoooooosh came to a very sudden stop in the grass. It
all happened so fast, that Colin could only exclaim: "I have just landed". (Screaming laughter all
over the place). It certainly was the fastest arrival I have ever witnessed. Some quick repairs to the
tailplane had it back in the air soon after, but somehow things were not the same anymore and it
decided to clobber into a tree nearby which, after a rapid stocktaking count resulted in CC
postulating: "One down, five to go". My own little orange toy (why does everybody call it 'Red
Baron') got itself into a NAS situation (Not acceptable separation) and collected Jim Hill's 'Gentle
Lady', promptly dismembering same at 40 metres altitude, RC gear riding back to earth within the
slightly modified fuselage, the wing and tailplane picking their own separate landing spots,
HORROR OF HORRORS! That was the one and only mid-air collision little orange beast had so
far encountered in 6 years of ups and downs. Worst of all, it kept on flying as if nothing had
happened. On close inspection after a safe landing we could not find which hit what where.
Meanwhile John Lee kept on clocking hour after hour and surely did his 4 hr. LSF slope flight.
Well done, John! Mark Gottschalk flew his Graupner Cirrus for the first time on this slope and
160
after some initial apprehension managed quite well and also did his own landings. Happy smiles all
round.
With almost everybody present at the BBQ making some contribution to the happy and
entertaining atmosphere, we all trundled back to the slope after dark to watch some night-flying,
and then it was back to the tent for some more fun (mostly yaks with snacks and canned moisture).
By 1.30 am we adjourned proceedings and everybody navigated to the best of their ability towards
their quarters. The possums were as accurate as ever with their usual night bombing practice of
tents and caravans beneath them. Yes, it was Camperdown alright!
Sunday turned out cool and foggy in the morning, but soon the sun really got stuck into it
and with indifferent wind and lift conditions before lunch, some frustrated flyers ventured down to
the lake for a dip, or played golf.
The boys from Geelong turned up in the early afternoon, everybody waiting for the expected
afternoon breeze. Well, it eventually arrived, and everybody tried to get into the shade of the big
black stump and fly at the same time. Colin's Kestrel is going better than ever and the smile on his
face spoke volumes. His four-legged companion Tina never failed to personally supervise each and
every model-launch. Old faithful K-13 got rigged up, but went back into the box when the lift
dropped.
Pub tea at the local at 6.00 pm. No shortage of topics with professional aviators present and
time flew. Afterwards some of us flew in light conditions till sunset, which made some cameras
work overtime.
And so came Monday, with most attendants packing up early to miss the rush back to
Melbourne. A small convoy of 'stayers' drove up to Murray's farm that had already expected us and
showed us the way to the best slope on his property for the prevailing wind direction. We got
airborne by about 10.30 am, and it was already very hot, not a cloud in the sky with a light breeze
from the north - enough to fly about but no fancy stuff please. By lunchtime there was the family
trio of Ron Webb and Ashley, Max McCullough and son Stephen and Mark and myself left to go
down to the Boat Club for a much needed cooling off in the lake, joining hundreds of locals who
had the same idea. By 4.00 pm the afternoon breeze appeared again and we made tracks back to the
camp slope. It was then that we enjoyed the by far best flying conditions of the whole weekend
with only three dads and juniors sharing the fantastic lift, right after sunset. After a good feed and
lots of talking in Ron's motel room we finally made tracks back to the campsite.
Tuesday morning it was our turn to saddle up and head for home. On the way out, having a
final look over that big, blue sun-drenched lake, Mark had the logical question all over his face:
"Are we coming back next year, Dad?"
"YOU BET SON, YOU BET!!"
(John Gottschalk)
Also from the February magazine we have:
WHY – TRY – A - TWI – FLY ?
Des Bayliss
To answer this question, one would have had to proceed as I did to Mt.
Shamrock early on the evening of Friday 11th. The wind had seemed good most of
the day, a light south to south-westerly. As I approached the Mount just after 7
p.m., I noticed many ants scurrying around on top of the slope and eventually
picked out several “birds” cavorting in the sky above. Actually I had arrived just in
time to walk up the hill with our friend from the Pakenham Shire, and on arrival I
noted many planes and pilots scattered over a wide area and a good fun-fly well
under way.
At this point I must apologise for the fact that I was about the last to arrive,
did not have to share a frequency and flew virtually non-stop until dark,
consequently, I cannot be too specific as to who was there and what happened.
Suffice to say that there were many familiar faces and the sky was always alive
161
with models, (I counted 8 at one stage), with a predominance of those designed
by one R. L. In all, there seemed a good variety of slopies, floaties and even some
scale models that had a good airing in the light to medium breeze that remained
steady, only dying off slightly as the gloom got gloomier. One visiting nonmember (with T-tail) was able to remain very high above the general scrum so
there was no lack of lift.
I was not aware of any mid-airs or shoot-downs (frequency board was well
used as well as loud verbals), the only damage noted seemed to be minor
abrasions and superficial re-decorating. One highlight was a Ridge-rat type doing
very tight turns at low level from the front of the slope using a very rapid relaunch system, but even he rose to a reasonable flying height eventually. Yet
another model decided to go “rudder only” for a time and corrected itself only
after a quorum of experts had been called in to handle the problem. This bird in
fact was my new AQUILA having its first outing with the club, and whilst being a
pretty good machine, can be very twitchy in the hands of the lesser experienced.
It thermals well but needs good ballast for sloping.
Naturally enough, the piece-de-resistance came at the end of proceedings.
After several test flights, a well-lit-up Big-Birdy (courtesy of El Presidente) took to
the air just on sunset (candle power unknown), and as I left the slope some time
later, it was still up there wafting to and fro doing a fair imitation of a “whoknows-what” from Star Wars. Much later, the night flyer was still visible from the
highway (car speedo says about 4km), and no doubt the obvious U.F.O. reports
will be forthcoming. In all, a very well patronised session and obviously enjoyed
by all who attended.
POST MORTEM
1. The only comment I heard about the Twi-fly was, why did we wait so long to do
it, that to me constitutes a unanimous vote for a repeat.
2. Obviously the feasibility and legality of vehicle access to the site is about to
come under heavy discussion, maybe because at one stage, I saw our local
member for Pakenham underdoing a heavy Pilot-in-training session. We also had
to push his vehicle through that deep gutter down at the access gate.
3. The slope re-visited the next afternoon revealed that we share this patch with
two eagles, one of whom has very long legs with appropriately vicious “hookies”
attached. After a very close scrutiny of my Aquila he made one half-hearted pass
and on missing the target obviously deemed the intruder as harmless, then
followed an A-one demonstration on how to really ride the wind, a lesson that I
followed quite closely but not quite with the same ease. Although we got quite
close at times, he thankfully ignored my model and kept his “dual-purpose
undercarriage” tucked up in the neutral position.
The following well used item was found lurking in Aspectivity 136, March 1983.
THE CENTRE OF GRAVITY
This article was taken with thanks from the ‘THE WHITE SHEET’ – NEWSLETTER OF
THE ‘WHITE SHEET RADIO FLYING CLUB’, England who got it from the ‘FLYPAPER’ –
newsletter of the “SUSSEX RADIO FLYING CLUB’.
The centre of gravity is not as a lot of people believe, a meeting place for
undertakers, but a small spot, usually triangular in shape, which floats about inside an
aeroplane.
It can be found in all sorts of positions in a fuselage. Sailing boats have the best
place, they put it a few feet below the bottom of the boat where it can do no damage. In
162
an aeroplane this would be rather difficult to do as it would touch the ground first with dire
results.
Various designers put the C. G. in all sorts of odd places, but in spite of all this it still
manages to move about on its own.
I have never been able to find out what a C. G. is made of, but it must be very light.
Even in a full sized aircraft such as a Boeing 747, if the C. G. is put in the nose the plane
will climb. If it is put too far back the plane will fly with the tail high or dive.
Even in a large supersonic aircraft such as the Concorde they have to keep
pumping the fuel backwards and forwards to counteract the weight of the C. G. as it moves
about.
The space shuttle leaves its C. G. behind when it goes into space. However, the C.
G. waits until the shuttle gets back into the earth’s atmosphere, when it rejoins the craft,
usually in the same place as it was before. Which, you must admit is very mystifying.
Pitts aerobatic pilots have a constant fight with C. G., at times almost losing it.
Centre of gravity can even be found in the human body. If it is in the wrong place, you
keep falling over. In my case it seems to move about a lot when I drink a lot of whisky.
If only someone could design a plane and eliminate this bug, it could be capable of
doing marvellous things.
163
"SLOBODS GLOSSARY OF SAILPLANE TERMS"
Removed with thanks, from the "Silent Flyer" - the newsletter of the "San Fernando Valley Silent
flyers', California, U.S.A. via the "White Sheet".
AIRCRAFT FLIGHT REPORT:
BALLAST:
A loud noise accompanying
Loud explosion
the termination of an aircraft flight.
preceded by a rapid descent,
CANOPY:
Censored
BULKHEAD:
A derogatory expression usually
applied to persons of questionable
intelligence.
CHARACTERISTIC CURVES:
Easiest way to distinguish between
a steward and a stewardess.
CAP STRIP: To remove one's headgear.
GLIDING DISTANCE:
One-half of the horizontal distance from a sailplane to the spot at the time of landing attempt.
LOCK WASHER: One who washes locks.
WING FLAP: An argument about a wing.
HAMMER HEAD STALL:
An arbitrary method of avoiding work.
SERVO: A vo that has been knighted.
LIGHTENING HOLES:
The process of removing stuff from
empty holes in order to reduce weight
thereof.
STRESS ANALYSIS:
The art of manipulating figures in such a way as
to prove that a deficient structure is twice as
strong as it is supposed to be.
PYLON: All aboard.
VACUUM PUMP:
A pump used to pump nothing into a vacuum.
STABLE AIR:
An atmosphere tinged with the odour
of fertilizer.
TRANSMITTER:
A mitter of uncertain sex.
WING RIB:
Teasing a wing.
WINCH:
Cringe.
UNIFORM LOAD:
The weight of one uniform.
WING SPOILER:
Most model builders.
164
1983 - 84
The Committee
Des Bayliss
Secretary
Max Haysom
Brian Cosman-Jones
/Peter Mather &
& John Berry
Peter Briggs
Editor
Tim Shirley
Contest Dir. Trevor De Haan
Committee Members Ralph Learmont & Paul Cook
Aspectivity 139 of July 1983 provides detailed information on the following phenomenon.
THE SQUARE THERMAL
The theoretical possibility of the square sectioned, columnar thermal has been discovered, the
theory can now be published. This paper briefly discusses the theory and the historical discovery of
the SQUARE THERMAL.
President
Treasurer
THEORY. The square thermal develops under conditions of high energy, i.e. on strong thermal
days. As it is well known that a square has a greater perimeter than a circle of a given enclosed
area.
Thus the square thermal forms its characteristic shape to dissipate its excess energy to the
surrounding atmosphere, more readily than if it were circular.
However this thermal requires critical conditions for its formation;
1. LAPSE RATE. The adiabatic lapse rate must diverge from the gradient (env. lapse rate) by at
least 1.107°C/1000 ft. This causes an excess energy of at least 0.713 KJHoules/M³of rising air,
which pushes out the corners of the thermal in the first 1000 ft. of its development.
2. THERMAL SOURCE. The ideal source for the thermal has been found to be an approximately
square, fallow paddock of less than 77.16 acres in size. This size has been determined by the time
required for sound waves to cross the paddock (1.67 sec.)
The winds on the ground should be light (<10k) and perpendicular to one side of the paddock.
Under these wind conditions the thermal is triggered along one side of the paddock. As the thermal
is triggered, shock waves are generated and if the shock wave, which travels at the speed of sound,
crosses the paddock in less than 1.67 secs., the thermal will rise uniformly from the paddock.
The thermal rises in a square column, which decreases in area as it goes higher. If the required
lapse rate conditions exist, the thermal will remain square and increase in area above about 3000 ft.
The above conditions apply only if the air temperature near the ground is 30°C. If the temperature
is higher the square thermal can be triggered off a larger paddock and vice versa. This is because
the shock waves propagate through air more quickly as the temperature is raised.
DISCOVERY OF THE SQUARE THERMAL. The square thermal was first discovered by the
author while thermal soaring with a ‘Square Birdy’ in a paddock west of home. The thermal source
was a square paddock of the correct size. The lift pattern was encountered and the thermal used to
attain approximately 3000 ft., when the model disappeared from sight.
Subsequent thermals found by the author and friends showed that lift was strongest at the corners of
the thermal. The sink at the corners is also strong resulting in strong shear gusts in the vertical
plane. Making tight turns at the corners of the thermal can lead to some excellent practice at spin
recovery!
CENTERING METHOD. If turning in what you believe to be a square thermal, as the lift
approaches zero – tighten the rate of turn, then straighten up almost immediately. Fly straight for
165
about 2 sec, then turn through 90° in the same direction as the original circle and count to 4, turn
through 90° and so on round the square.
The best rate of climb is achieved by flying the square pattern to gain the advantage of the strong
lift at the corners.

HELPFUL HINTS REPRINTED FROM R.C.M. OCTOBER 1978
Half the battle in flying well is being able to see our sailplanes clearly.
All of us, at some time or another, have experienced the frustration of bringing a new, smartly
finished sailplane to the field, only to find that in flight, it was darned near invisible.
The colour scheme that looked so good on the ground was terrible in the air, blending so well with
the sky that orientation was a big problem.
A recent study came up with some surprising results concerning colour visibility. These tests were
made using full size sailplanes flying up to five kilometres from the observers.
The colours were rated on a scale of ‘0’ totally invisible to ‘100’ totally visible.
White
88
Yellow
70
Solid colours,
Orange
47
Lt. Grey
43
not
Lt. Blue
43
Red
23
transparent
Blue
8
Black
8
Dk. Blue
8
No matter which colour combination you choose, a good way to track your sailplane on distance
runs or high thermalling, is to iron (or stick) a strip of silver trim on the entire length of the leading
edge. So that at every turn or change of direction, a distinctive flash can be clearly seen.
-----Aspectivity 141 September '83
DREAM REPORT
by Morrie Murphy (VARMS No 77)
Others have dreamed - I, too, can dream - zzz - ZZZ - I dream +++.
Ah! To have our own flying "home' - To climb the hill in the pearly pre-dawn light - (In the words
of the Australian poet- "As the morning star paled slowly, and the Cross hung low to the sea"-) ......
To wait till the first rays of the rising sun tip the rocks with gold, and then at that magic moment, to
throw ones model off into the balmy zephyr - Ah! Bliss!
But now I find that I am standing on a small knoll gazing across a wide verdant valley CAN IT BE OURS ? IT IS !?
Above me rises a noble sign, its Huon pine aglow in the early morning sunshine. Majestic
letters carved deep proudly proclaim the name of this - Our home.....
-SOAR ACRESNearby on the flat, hopefuls a-thirst for thermals stretch out the winch lines, while others
lured by lift assemble high on the ridge. A twinkle of green and red lights indicates that the
electronic peg-boards are functioning - and the first models are aloft !
Lazily following the flight of a Rumour 3, my attention is attracted by a single person
moving along the edge of the slope. He is following the track worn by pounding feet of countless
166
modellers and immortalised as Geoff's Gallop (Geoff Vincent VARMS No 137). Only one other has
completed the "goal and return" (X-country on foot - Huxtable Rd. to Mt. Shamrock & Return), and
rumour has it that he is hospitalised ! But you know how rumours fly in a model club.
From my position in the valley the track almost disappears as it passes the steeper face of
Learmont Leap (Ralph Learmont VARMS No 7), before finally petering out altogether, (no
connection with an earlier President) in the screed below the distant rocky outcrop known as Watt's
Wind-Up (Maurie Watts VARMS No 112) ! But that is another story -er- Dream.
A flash of colour in a distant copse shows where the ladies have gathered to chat and knit
and, maybe, even watch the models. Here, beneath the trees, it is peaceful and cool, and a haven for
native bird-life.
A Kingfisher darts from the trees and swoops low over the waters of a nearby lake, but he is
disturbed by an intruder! The third group of modellers! THE THIRD GROUP ? The ones who are
always to be found racing their sleek colourful yachts across the pellucid surface of MASON
WATERS (Stan Mason VARMS No 36) !
But now it seems the morning has passed, and members are wending their way down the
field in two's and three's.
Near at hand, with-in ear-shot of the swings and see-saws of the children's playground, our
ever-helpful member is stoking up the barbeques.
Eavesdropping, with apologies, on the ladies as they pass on their way to the picnic area, I
hear one say, "You know, I like it since we came here, the frenetic atmosphere has gone........"
"Yes", said another, "At times we talk about things entirely un-related to aeroplanes........" While a
third remarked, "Yes, I know what you mean, my hubby has become almost human........!"
I suppose she knows her husband better than I, but frankly, I remain unconvinced.
But NOW, WOW ! I'm really looking forward to a coupla bangers popped on the
barbie++++++ OH.' Brr-Brr Wasser matter? I'M awake ! The phones' ringing ! At this HOUR,
it's still DARK ! 'Ullo, Ullo........ Who is it ? You MAURIE, WHATS up, Can't you sleep?
YOU'RE WHAT ? You're going to climb Mt. Whatsisname - In the DARK ? What did you
say ? "In the pearly pre-dawn light" - HUH! -" and as the first rays of the rising sun" - And you
want me to come with you- YOU MUST BE STARK RAVING MAD !
I'm going back to BED, Goodnight ! CLANG.
So much for dreams.
Asp.142 October '83 - borrowed from this magazine is a small ode that was in turn taken from the
noticeboard of a full size gliding club;
Yesterday, while low in air,
I found some lift that wasn't there,
It wasn't there again today,
That's twice I've had to land away.
October 1983. Aspectivity 142 reflects a “modified” version of the provisional FAI Slope rules of
1977 that VARMS intended to use after being invited to run the State Slope Championships. These
rules show the event as being “Aerobatics & Pylon racing”, as opposed to the usual Aerobatics,
Distance & Speed. However, due to some last minute confusion and objections, on top of the hill, it
was decided to run the event incorporating the original three tasks. The weather stepped in and it
was actually only possible to resolve the contest by utilising the Aerobatics and Speed(Pylon).
Following that, it remained a two task event until the Pylon became an occasional contest in its own
right (F3F), and the State Slope Championships was decided on aerobatics only.
December 1983 - a 10 year lease has been granted to VARMS by the Pakenham Shire for the use
of Huxtable Rd. and Mt. Shamrock.
37th Nationals held 1983/84 at Hawkesbury, NSW, saw an F3B event (Possibility 1st for Nats. no
results), and an Un-official Thermal event!!, again, No results.
167
A solid push from Peter Mather, Tim Shirley and Geoff Vincent to create interest in Thermal Xcountry by selecting a date in April for the inaugural event and publishing a comprehensive set of
rules.
February 1984 - VARMS General meetings now to be held on the Second Friday of each month at
the current venue, Glen Waverley Heights Primary school
22 May 1984. A lease taken for Cathies Lane site (Ex Staynor & Gallagher property) for a period
of 6 months and to be effective from 30 JUNE 1984. (Note: entry was from Cathies Lane into
South-east corner of this site).
8 June 1984 - At Jerilderie, Geoff Vincent sets an Australian R.C. Glider Altitude Record, Height
Gain of 3,900 feet.
AN ODE TO “AIR” or PETER’S POME
(Penned on the occasion of Peter (Past Pres.) Mather’s posting (RAAF) to Canberra.
Peter, Peter, built like a Sagitta
Had a love and strove to keep her
Not that he was really poor
He just kept going out the door
Driving here and driving there
Just out to get a bit of “air”
And once in “air” was then at home
And could at will just soar and roam
He could stall and turn and flip
To exotic joy of a whistling tip
To grandiose heights he climbed and savoured
“Modeller’s delights are oddly flavoured”
No heat nor wind nor flies will bow
Nor harsh terrain or leavings of a cow
This modellers ardour or his dream
To stay in “air” forever it would seem
But the thud has come, he will depart
With models and family loaded in the cart
He will travel yon and stay awhile
Check out the local flying style
But he should not sulk or growl or fret
As he will enjoy himself I’ll bet
Because where he’s going he has on hand
The biggest thermal in the land
So many tales of deeds and valour
Can be told about this fellah
So we just hope for modellings sake
That this disruption he can take
And on return from outback posting
Will return unto great toasting
To VARMS’ bosom, from whence was took
This gentle lad, we’ll not forsook
We seek his return beyond compare
To pursue the fair damsel he calls “air”
And he will return from this place up yonder
Agreed that absence makes the heart grow fonder.
ONANDON
168
October 1983, Aspectivity 142 suggested a Model/Flyer rating system to encourage more
participants in F3B competitions (see below).
Category
General
Limitations
Is it O.K. to
Controls to
change weight be used.
during Contest?
-Weight range
for this contest
Typical models in this
category - check other
limitations.
Type 1
None
YES, but max.
AUW = 5kg.
(All Up
Weight)
No
restrictions
Current F3B design types
with little restrictions. E.g.
ULC Ricochet, Marjali.
Type 2
Up to 2.6m
span (102”)
approx.
YES, but max.
AUW = 2.5kg
(5.5lb)
No
restrictions
Flamingo, Sunbird, Dassel,
Std. Ricochet, Sagitta 900 i.e.
Popular multi-function types.
Type 3
Up to 2m
span (78.7”)
YES, but max.
AUW = 1.8kg
(63.6oz.)
Rudder/
Elevator
Typical “2m” Contest models
for Duration & Speed.
Sagitta 600, T Bird, Mini
Martini etc.
Type 4
Up to 2.6m
span (102”)
approx.
NO ballast
No
changes during restrictions
contest
Max. = 1.8kg
Type 5
Generally Sports/Trainer models. Wing to be
of at least partial open structure (ribs) Span less
than 2.6m, wing loading 10oz/sq. ft. or less.
Section typically flat bottom (no appreciable
Phillips Entry”) - NO BALLAST CHANGES.
Same as Type 2 models BUT
ballast changes & AUW are
restricted.
Olympic, Trident, Mini Bird/
(Check section), Big Birdy,
Aquila, T Bird (with B/U
wings, Paragon.
BONUS SYSTEM
- Calculate scores by the usual F3B rules. - Add appropriate bonus.
- Maximum “adjusted” score is 999 unless that person wins outright (i.e. without needing
a bonus).
MODEL
Task A
Task B Task A
Task B
Task A
Task B
RATING
Task C
Task C
Task C
Type 1
0
0
0
100
100
200
Type 2
0
60
0
160
100
260
Type 3
60
120
60
220
160
320
Type 4
0
250
0
350
100
450
Type 5
60
320
60
420
160
520
Flyer Rating
Experienced
Less
Inexperienced.
F3B flyer with
experienced
- Never flown
proven ability
- "Rarely"
F3B - Little
Potential
gets a place.
thermal
place-getter.
experience
169
1984 - 85
The Committee
President
Des Bayliss
Secretary
Treasurer
Ralph Learmont
Editor
Cameron Dyson
Property Officer
Contest Director
Geoff Vincent
R.C.M.C. Del.
"
"
Ralph Learmont
Public Officer
At the A.G.M. VARMS became Incorporated (ASP. 149/’84),
Peter Briggs
& Terry Bourke
Ian Cole
Geoff Moore
Des Bayliss
and
Life Membership was awarded to
Ralph Learmont.
This copy of Aspectivity also contained notice of a VARMS Aggregate Championship to run for
the year. The Championship was to cover a wide range of Flat-field as well as Slope events, with
all pilots to be 'Rated' under a handicap system.
The general range of competitions was as follows:
13 VARMS competitions (6 Flat-field & 7 Slope)
2 VMAA Competitions (State F3B/Thermal and Slope Championships)
2 L.S.F. competition at Jerilderie (2M & Open class)
1 Bendigo Scale Day as a flat-field competition
1 Camperdown Slope weekend as a scale competition (optional)
19 Competitions in total with a maximum of 10 to count with the following breakdown of
competition types:
Flat-field
Slope
F3B
Aerobatics
2 Metre
Pylon (Std.)
30 Minute Agg.
Pylon (Long distance)
Un-limited class
2 Function (R & E)
X -Country
X-Country
Scale
Scale
Limbo
170
Asp. 152/Sep. '84 - A letter from our "Canberra correspondent" Peter Mather (Past President), who
recently moved to Canberra, and gives us some insight into R/C activities in the Nation's capital;
Is there life in Canberra? This vital question was uppermost in my mind once the business
of moving home and family was reasonably in hand. The answer is yes and no. There are three
model clubs in Canberra, but all seem to be exclusively power oriented with little room for glider
activities. The only real model shop, Hobby Shack, is run by a sailplane enthusiast and LSF
member, Ray Murray, but there seems to be little glider activity here at present. It's a little
puzzling, as the area seems ideal for slope or thermal.
I have located several good sites so far, including a Westerfolds-sized mowed field within 5
minutes of home; Mt. Rogers is directly behind the house, and a 10 minute walk gives access to
gentle slopes in all directions but West and a 20 minute drive takes us to Mt. Taylor - over 600 ft.
high, with a walking path to the top. The lift off Mt. Taylor is probably better than Mt. Hollowback,
but the summit is very rocky. I have flown all of these sites and they are all quite flyable. What I
really miss is the company.
For the first time ever I have a proper workshop in the house, and the Sagitta XC is now on
the building board - hoping for completion for the Wangaratta cross country in November, so we
may see some of you there, and at Jerilderie next Year.
October 1984 -
The following document addressed to the VMAA and copied to
concerned clubs has been retrieved from the files of the
Corangamite Model Aircraft Club and is very relevant to the time
period on a very sensitive issue, being the height at which model
aircraft may be flown at various locations.
Mr R. B. Hyde ((VMAA),
I refer to your letter dated 24 September 1984 in which you request that certain fields be
listed as Model Aircraft Flying Areas and be granted extended height clearances.
1.
The following fields are approved as Model Aircraft Flying Areas with clearances as
follows :
Corangamite Model Aircraft Club (Camperdown) - Field C (Kemptons farm) –
143˚ 9.5’E, 38˚ 10’. Clearance : 1000’ AGL, ½ nautical mile radius.
Corangamite, Camperdown, Racecourse –
171
143 9’E, 38 15’S.
Clearance : 1000’ AGL, ½ nm radius.
Lake Bullen Merri, Camperdown – 38˚ 20’S, 143˚ 7’E
Clearance : 1000’ AGL ½ nm radius.
2.
Echuca – Moama Club.
Flying Field reference - 144˚ 39’E, 36˚ 8’S.
An extended clearance cannot be granted due to the close proximity of the Echuca low level
training area.
3.
Victorian Association of Radio Model Soaring Inc.
(a) Metropolitan Sites
These sites cannot be considered for extended height clearance due to their close
proximity to the Melbourne control zone, controlled airspace, VFR approach points
or to high traffic density routes.
(b) Country Sites
Mt Hollowback, Creswick – 37˚ 21’S, 143˚ 50’E
Clearance : 1000’ AGL, ½ nm radius.
Toolern Vale – 37˚ 37’S, 144˚ 37’E
Clearance : 500’ AGL, ½ nm radius
Mt Shamrock, Pakenham - 38˚ 1’S, 145˚ 30’E
Clearance : 1000 AGL, ½ nm radius
Kerrie Brae, Yarragon – 38˚ 16’S, 146˚ 2’E
Clearance : 1000’ AGL, ½ nm radius.
High Plains, Bacchus Marsh (North) – 37˚ 41’S, 144˚ 22’E
Clearance : 500’ AGL, 1.2 nm radius.
High Plains, Bacchus Marsh (South) – 37˚ 43’S, 144˚ 22’E
Extended height clearance cannot be approved due to the close proximity of the
Bacchus Marsh circuit area.
Rockbank (Leake’s Rd.) – 37˚ 40’S, 144˚ 39’E
Extended clearance cannot be granted due to this location being within the
Melbourne Control Zone.
Beveridge (Mt. Fraser) – 38˚ 28’S, 144˚ 59’E
Extended clearance cannot be granted due to close proximity to controlled airspace
and VFR approach point.
Ovens Valley Model Aero Club
Field A – 146˚ 41’E, 36˚ 36’S
Clearance : 1000’ AGL, ½ nm radius.
Field B – 146˚ 38’E, 36˚ 27’S
Clearance : 1000’ AGL, ½ nm radius.
Field C – 146˚ 46’E, 36˚ 34’S
Clearance : 1000 AGL, ½ nm radius
172
Please note that all radio controlled model aircraft must be operated below 300 feet AGL when
manned aircraft are transitting any of the above flying fields.
All other requirements of ANO 95.21 are to be met.
M. Vaughan
For Regional Director
Department of Aviation
Footnote:
Whilst some elements of officialdom are seen to be quite dry and unfeeling, the
following example for a similar letter one month earlier drew an appropriate
response:
XXXXXXXX Aeromodellers (Mildura)
Field B – 30 2’S, 142 21’E
I suspect that this latitude is incorrect since this co-ordinate refers to a location some
130 nautical miles North East of Broken Hill.
December 1984 saw the introduction of the Southern Sailplane's "Sports Ricochet".
Asp. 154/Nov.1984 gave notice of a scheduled inaugural Thermal fun-fly on 1 December at the new
Cathies Lane flying site complete with B-B-Q and much socialising. Also in the same magazine
was the following “introduction” to the new flying site!!!
Cathies Lane Flying Site
O.K., this is IT! After a lot of thinking, talking, raining, negotiating, etc. etc., the Cathies
Lane flying site is now all go. The car park has just about dried up, all the gate/lock/key problems
are sorted out, and it looks like being a great flying site. Naturally there are a set of rules to be
adhered to as regards use of the site; some are in black and white, some common sense, but all
VARMS (Inc.) members and their guests must treat all the following conditions as mandatory when
using Cathies Lane:
1.
Before using the site, notice must be given of your intent to fly there by phoning the
Park Ranger on 561 4776 (all pilots are requested to phone, not just one of a group of 20 – the
sooner the Ranger gets sick of us ringing the sooner he’s likely to drop the rule!).
2.
No strangers have permission to use the car park, only members of VARMS and
their invited guests may do so.
3.
Always lock gates behind you (see last issue of Aspectivity for details on obtaining
keys), gates must never be left unlocked, even when flying at the site.
4.
Any power fliers or person not associated with VARMS must be requested to leave
the flying site if they are flying there or attempting to enter – it is our responsibility to ensure
strangers don’t enter the field.
5.
All flying must take place above the field only, and persons acting in a dangerous
manner will be requested to stop doing so and/or asked to leave.
6.
No open fires to be lit on the site (Gas or electric barbeques allowed for the Dec. 1
“Christening”.)
7.
No cars to be driven onto the field.
8.
No litter to be left on the field.
Note: Only by following these rules can VARMS be ensured of keeping this site, so if you see
someone step out of line, DO SOMETHING ABOUT IT (even if it means contacting the Ranger).
173
LOCATION The field is situated at the south-west corner of the intersection of High Street Road
and Cathies Lane, Melways map reference 72: D-2 (the one with the proposed Scoresby freeway
right through it!!) The diagram on the next page shows the basic setup and please note the fence is
ELECTRIFIED. (Good for fast-charging ni-cads).
That’s about all that can be said really, so enjoy the new site and let us know what you think of it.
(Compiler’s comment: The membership must have liked the location as the club has remained
there for more than 20 years
174
175
The following poem is ‘borrowed’ from a 1984/85 LSF Newsletter and should be shared
with the wider glider community because it has such a very “familiar” ring to it!!
BLANKETY BLANK’S GLIDER (With apologies to Banjo)
( INSERT Name as appropriate)
T’was ---- ---- from down our way, that caught the gliding craze,
He set aside his golf clubs, that he’d played with for many days,
He got dressed up in fancy duds, resplendent to be seen,
Then from the Hobby shop, he bought a graceful machine,
And as he carried it through the door, with a gleam in his eye,
The knowing shop assistant said “Excuse me, can you fly?”
“Wait on young man”, said ---- ---- “I’d reckon you could see.”
“From SSL to Heathcote League, there’s none can fly like me.”
“Why I can fly just anything as everybody knows,
Although I’m not one to talk, I hate a man that blows,
But flying is my special bent, my greatest sole delight,
And when I get this beauty home, I’ll have it in full flight.”
“There’s nothing made from foam and glue, and solar film and wood,
There’s nothing made too big or small, too badly built or good,
But what I’ll throw it in the air, and make it glide and soar,
Then loop and roll and turn around, all this and so much more,
There’s not a plane that I can’t fly, and bring it back to land,
There’s not a glider in the sky, that what I’ll make look grand.”
T’was ---- ---- from down our way, that headed off home,
He rigged his brand new sailplane, and then commenced to roam,
With his Tranny in his left hand, and Bungee in his right,
He headed for the paddocks and came to the flying site,
He put his glider on the ground and pegged his Bungee there,
Then hooked it on, stretched it back, and threw it in the air.
It shaved the ground by half an inch, it swooped and stalled and weaved,
And all the pilots standing round, knew they’d been deceived,
It pushed its nose toward the sky in vertical ascent,
Then flapped its wings and twisted, with its wing dowel slightly bent,
Then CRACK it went and something broke, it was a SHOCKING sound,
And in many pieces, headed back towards the ground.
T’was ---- ---- from down our way, that walked home with the bits,
And as went he told himself “That definitely, is IT,
No good flying these monsters, when they swoop and dive and stall,
I think I’ll give his gliding game, a big miss after all.”
And so upon the fire placed, the pile of bits you see,
Then said “Hence forth, my golf clubs, will do for me.”
DAVO
176
Asp. 155/December 1984 reports the regaining of the use of Glenfern Rd. slope site.
38th Nationals at Mandurah W.A., 1984/85,:
F3B
1. Ray Datodi 2. John Haren 3. W Kullack(A Jnr.)
Thermal
1. John Haren 2. P Dowding 3. P Dowding
2 Metre
1. E Outtrim 2. T Smith
3. S Clydesdale (All Juniors)
January/February 1985 Airborne Number 67 in MAAA News reflected the following:The MAAA has accepted and designated as the Australian Slope Rules, a recommendation from
the VMAA, being, that the competition consists of two elements: Aerobatics and Pylon, and that a
minimum of 2 Rounds must be flown to constitute a valid competition. Other very specific
guidelines and rules/regulations were also promulgated at the time.
(Compiler’s NoteAs at 2010, in Victoria, the State Championships consisted of only the
Aerobatics segment which has been varied only slightly from the original rules.)
February 1985 – in Aspectivity 156 the following item about another VARMS site is noted.
RENTAL OF HALLAM ROAD SITE SUSPENDED
For the following reasons the payment for the use of Hallam Road has been suspended.
Currently the access to this site has been locked for several months without the provision of a key to
VARMS. The use of this area as agistment has also caused a severe lowering of its feasibility as a
flying site. Consequently payment for the use of the area has lapsed.
We now have to seriously assess the cost versus the use and value of this site. As we remain
on friendly terms with the owners the rental can be renewed, however, we have no guarantees that
the service given or concern on our behalf will show any improvement as the control of the area is
haphazard to say the least.
If this rental is to be renewed we need firm statements as to its probable usage and value to
validate the cost of rental and mowing.
The Committee
(The Hallam Road site was located on the east side of Hallam Rd, Hallam, south of the Princes
Hwy and immediately north of the main Gippsland railway line.)
Asp. 158/April '85 – contained the following article that is still extremely relevant 20 years on, and
of course is very relevant to what was happening at that point in time.
IN THE BEGINNING
Over the past six or so months, there has been a flood (comparatively! of new members into
VARMS – mostly people who are new to radio controlled sailplanes. This has presented a bit of a
problem, in that these new members are often at a loose end as to what sort of plane/radios to
purchase, and how to go about learning to fly. What I want to do here is give a brief outline of how
you COULD go about surviving your infant life as an R/C pilot; note these are my own opinions –
others may disagree on some points.
The first step is, basically, to purchase a trainer type sailplane and some radio gear:
AIRCRAFT
This is a fairly open-and-shut case: you will need a simple BALSA WOOD glider, built up
construction, of approximately 2 metre wingspan. Balsawood construction (or rather wood – balsa,
ply etc.), is important; ready-to-fly fibreglass, foam veneer, or plastic gliders may hold initial appeal
but the novelty wears off when you have to repair one of these exotic materials (you WILL have to
repair it eventually). There is the option of buying ready-built or second hand aircraft of suitable
construction – however this isn’t very practical from the point of view of understanding the
aircraft’s construction should you need to repair it at some time. (of course, if you have the money
but not the time, this is the way to go).
2 metre is about ideal – any smaller will be too twitchy to fly, any bigger will be too prone
to damage in rough landings.
177
TYPICAL TRAINER
Typical trainer, note: “Open” wing structure, polyhedral (desirable but not essential), wings
rubber-banded on, rudder/elevator control only (ESSENTIAL), - 2 metre span, all wood
construction, low mounted tailplane.
RADIO
This is where there’s a big choice; dependant on how fat your wallet is.
In terms of gliders, you won’t need more than 4 control functions for a couple of years, so
draw the limit there, however 2 functions is perfectly adequate for your first 2 or 3 aircraft at least
(and will always be used for some aircraft). Next is batteries – rechargeable (nickel-cadmium) nicads are more economical in the long run, however dry-cells will do for learning to fly if your
budget is restricted.
Radios also come with the offer of trillions of optional extras such as servo-reversing,
adjustable rates and end-points, mixers etc, etc. Of these, rates are the only one likely to be useful
to the beginner – servo reversing sounds useful but is a potential hazard (if you take off with your
“wires crossed”!) Basically, none of these options are really necessary on your first radio, but if
you have the money lash out if you must!
Recommended Trainer Aircraft:
Aeroflyte – “Trident”, “Super Trident”,
Bridi – “Soar Birdy”,
Pilot – “QB1800, QB2500”,
Goldberg – “Gentle Lady”.
These are all gentle aircraft to fly, others (e.g. “Metrick”) are still suitable trainers but are a
lot faster and more responsive – designed for competition).
Average price $40 – 80.
Recommended Radios.
“J. R.” (Japanese Radio) and “Futaba” are the two most common and reliable radios used in
VARMS – “Kraft” is excellent quality but you pay for quality.
Prices: 2 ch/2 servo/dry cells - $100-120
up to 4 ch/4 servo/nicads - $250-300
(for JR/Futaba etc.)
178
Learning To Fly
GET AN EXPERIENCED PILOT TO TEACH YOU !!
What Next ?
Having developed an impressive mastery over your now well-thrashed trainer, you will no
doubt want to run out and buy a ¼ scale Kestrel with flaps, ailerons, spoilers, rudder, elevator,
retracting wheel, ejectable water ballast and working instruments. Yes, well I’d like one of those
too but .....
So, after your trainer you will be looking to move onto something of higher performance –
the best choice here is a ‘slick’ all-round model which can also introduce you to some serious slope
flying. There are a vast number of aircraft which could fill this gap, including some of the more
high technology aircraft. (I have found a Southern Sailplanes “Sunbird” to be an excellent second
model).
Then, after learning how to fly this slightly slipperier glider, you can either go for a hightech thermaller, an aerobatic sloper, or even a very simple scale aircraft if such is your desire.
Anyway, by the time you reach this stage I’m sure you’ll know exactly what you want, so I’ll leave
the rest to you.
Remember: Never be afraid to seek assistance – it’s the ONLY way to learn. (and cheaper).
(Probable author, Editor, Cameron Dyson)
12 May 1985 - First recorded competition at Cathies Lane, "5 in 40" Thermal Competition.
(Competition style was probably to achieve a total of 40 minutes flight time from 5 flights, with a
max of 10 minutes for any one flight), Results:C Dyson
1
4880
2M Challenger
L Nagy
2
4561
2M Metrick
R Learmont
3
4406
OD (Poss. new Prelude trainer)
June means L.S.F. at Jerilderie for the Annual tournament, placings were:
1. Mike O’Reilly(S.A.)
2. Steve Weissner (N.S.W.) 3. Leo O’Reilly (S.A.)
179
1985 - 86
The Committee
Secretary
Editor
Property Officer
President
Des Bayliss
Terry Bourke
Treasurer
Trevor De Haan
Cliff Fiddes
Contest Director
Ralph Learmont
Ian Cole
R.C.M.C. Delegate Geoff Moore
Aspectivity 161 of July '85 makes mention of some members expressing interest in a R/C Hand
Launch Glider competition. To go with this suggestion, the following is extracted from Aspectivity
168/March 1986:
Dear Editor,
I seem to recall someone mentioning something about an R/C hand-launch competition.
Whilst looking through some magazines, I found the following in RCM&E’s “Soaring Scene”,
March 1985.
HAND LAUNCH GLIDER CONTEST RULES.
We now have a set of rules for Hand-Launch Gliders. As yet it’s impossible to say
how good they are, but at least they look reasonable and are not restrictive with regard to
the model specification. The wording of the official rules may be a little different, but the
following are taken from my notes and the agenda:
1. Hand-Launch gliders to be defined as any glider launched solely by hand.
2. The best 4 flights out of a maximum of 10 official flights to count as the final score.
3. In the event of a tie the next highest score to count.
4. Any flight over 5 seconds to count as an official flight.
5. The pilot must also be the launcher.
6. After being handed his transmitter and having switched on the transmitter and receiver,
the competitor will be given a maximum of 3 minutes in which to make his launch.
7. A maximum flight of 3 minutes to be allowed after which the model must be landed as
soon as possible within the landing area.
8. Any landing outside the landing area to count as zero.
9. After making one official flight the pilot must offer the frequency peg to the next
competitor waiting on that frequency, if however there is no one waiting to fly on that
particular frequency, he may carry on to make any number or all of his flights.
10. Flights to take place during periods designated by the Contest Director.
11. The flying area to be defined as a 25-metre radius take-off circle and a 50-metre radius
concentric landing circle to be marked at the centre by a flag or similar fixed indication.
From a design viewpoint rules are the unrestricted size and weight of the glider, the pilot
being the launcher and the 50-metre radius landing circle. The weight can be adjusted to suit the
flyers throwing capabilities. The model will need a section that will also penetrate, not just for the
launch but for the upwind leg back to the landing area. It’s going to be interesting to see how
people play off height and time against the landing requirement. It looks like being fun. Where
have the sketch pad and the weight training gear got to I wonder?
If enough interest is shown, this could be a great fun event at any VARMS gathering. Many
of the 2m designs flying these days can achieve a reasonable time from a hand launch, in fact it
wouldn’t be too hard to build a 1 – 1.5m ship just for this purpose. 1.2m sounds good, that’s a 4’
length of balsa with no waste. Cheap to build, easy to slip into the car and take to picnics etc.
Perhaps a 2/3-size Orange Box or Soar Birdy?
This sort of plane appeals to me, especially because I can carry it on the back of my
motorcycle !
See you on the field ....
Steve Kerry
180
Aspectivity 165, November 1985 reports membership numbers at 100 plus, and also provides a
poem .......
The Troubles and Plights of Slope Soaring
On the top of Mt. Shamrock
In a south easterly breeze,
I lost my poor Ridge Rat
When somebody sneezed,
It looped and it rolled
Right down to the ground,
And then my Ridge Rat
Was nowhere to be found,
I ran to the crash site
But with no avail,
For all I could see was
The Ridge Rat's smashed tail,
I picked up the pieces
I took'em home in three bags,
Saying "sometimes this flying
does have its snags",
I'm building another
I'm starting anew,
I'll give it a good paint job
And call it RAT 2.
by Lisa Fiddes
8 – 14 December 1985 - The FIRST International Cross Country / F3H
Pretoria – South Africa
5 Tasks ….. 1 - 20.7Kms 2 - 42.4Kms 3 - 44.5Kms 4 - 54.7Kms 5 - 42.4Kms
1. Larry Jolly 4999
2. Charles Rudnik
3887
3. Frikkie Roos
2827
Sadly, only two International entrants competed (one only being identified), all other contestants
were either from South Africa or neighbouring African countries. Scott Christensen USA/LSF 001
& Don Pruss USA/LSF 004 were both booked for this event, but at the last minute were unable to
attend.
Asp.166/December 1985 carries an advertisement introducing the latest creation from Southern
Sailplanes, the Prelude", 2 channel Thermal trainer (Mk1 wing).
Same magazine contains an invitation from the L.V.M.A.C. to a X-country(probably the first of
many "Cairnbrook Capers").
39th Nationals for 1985/86 at Wangaratta, Vic.:
(The FIRST for X-country at the Nationals)
X-Country
1. Trevor DeHaan
3. Peter Mather
F3B
1. Peter Abell
2. Mike O'Reilly
Thermal
1. Mike O'Reilly
2. Peter Abell
4. John Berry
3. Phil Bird
3. Eddie Smith
CAMPERDOWN SCALE/FUN FLY-IN '86
This weekend has been widely publicized for several months and had a lot to live up to what with rumours of hordes of 1/4 scale gliders, promises of great lift etc, etc. Well, by the end of
the long weekend I'm sure there were many people who had just experienced one of the most
enjoyable flying meetings ever. Camperdown really does have it all; great flying sites, a convenient
caravan park within walking distance, good pubs, and so, far great weather and booming lift. What
181
more could you want?
Anyway, a lot of people decided to cruise on down to Camperdown this year, to the extent
that on Saturday and Sunday there were perhaps thirty models parked in the pits at any one time.
Obviously this type of event holds a lot more appeal for the majority than high-tech comps. Of this
large gaggle of gliders, nearly half were scale or semi-scale; some of which were:- Kestrels, T-46,
Grunau Babys (Babies), Kirby Kadets, BAC Hawks, Olympia, DG-100, Cirrus's (Cirrusi ?), Ask13, Sperber Junior, Baby Bowlus (?) and many more! There were more than 10 quarter scale
aircraft there as promised, and it was hard not to be impressed by the work which goes into such
aircraft. Oh yeah, there was also a Diamant 18 being flown by one hairy President - now an
accomplished aileron man!
As for actual flying, it was usually a case of about 10 planes continually airborne for most of
the day, with an hour or so each day set aside exclusively for the "Scalies". The results of the
informal scale competition were:
Best Aircraft:
1/4 scale Slingsby T-46 (Doug Anderson)
Best Flying Aircraft: 1/4 scale ASK-13 (John Gottschalk).
These two aircraft represent enough hours to put the less patient of us to shame; but the
rewards are obviously enormous. All in all the weekend was a booming success, providing great
flying as well as a chance to socialise and just talk planes - a great way to start 1986.
Although the Camperdown weekend is an annual recurring event, much of the success for
this year is due to the efforts of Colin Collyer in pushing very firmly for wider and more emphatic
advertising of same, well done Col., let’s try for some more Claytons next year.
Cameron Dyson
(Aspectivity 167, February 1986)
Aspectivity 169. April ’86 issued the following invitation to the membership at large:-
182
.... also from Aspectivity 169 ....
‘THE GREAT CAIRNBROOK CAPER’
reporter Terry Bourke
22nd – 23rd February 1986
Better known as the “Latrobe Valley Cross Country’, this
event was held in the Glengarry area near Traralgon at Cairnbrook
farm in the Latrobe Valley.
This was a two day event hosted by
the local club (L.V.M.A.C.) and run by local glider guru Graeme
Blackman.
Early drizzle greeted our miraculous arrival (i.e. no map) at
the base field about 9.am as did the familiar faces of John Berry,
Trevor DeHaan, Max Haysom & wife, Graeme Blackman, Don Ash & Les
Cleeland(PARCS) as well as the local flyers all setting up for the
event. The field was very impressive being about 1 Km square with
a 300 x 50 metre mown strip for the launches and we were keen to
get started, but this was difficult due to the rain which luckily
cleared in about ten minutes, and we were soon underway.
Everyone was divided into four teams after which Graeme set
an unlimited distance task in the light southerly.
Lots of
launches ensued but no impressive flights until Don Ash with his
Apollo got away at great height to be followed 5 minutes later by
John Berry at even greater height with the XC Sagitta, and as they
disappeared down the road the remaining teams kept on trying until
working time ran out and anxiously waited for the two teams to
come back: results, Don Ash 10K, with John Berry 17K who, during
landing, fell out of the car, fortunately not seriously injured.
After lunch the task set was a 24K circuit with the first leg
being downwind. (That was the easy bit). Everyone relaxed a bit
and only Kevin Lewis flying his Aquila (our team) and Graeme
Blackman (locals) flying his refurbished Apollo put in good
flights of 5 & 6 Ks respectively, before conditions became
difficult due to strong south westerly winds in which only Ralph
Learmont (aided by a brilliant launch) flying his Thermal Ricochet
managed to suss out and put in a very well flown 7.5K.
With the important bit done we headed for Graeme’s place at
Tyers (No, not the ones on your car), for a BOOZE UP B.B.Q. hosted
by LVMAC which was thoroughly enjoyed by everyone.
Sunday dawned fine & sunny with a few puffy Cumulus and a
light south-westerly breeze. The task was 2K upwind, 4K downwind
with 2K upwind return to the base field.
Even with such good
conditions big thermals were hard to find and many attempts were
made without much success. Graeme Blackman took the lead briefly
to land 20 metres short of the gate. But it was Don Ash who got
big lift and worked it well to great height to get around with
about 2000 feet to spare and decided to do his 1 hour LSF thermal
flight which he managed easily although his Apollo had to be
thawed out before his next flight.
I managed 6K this round, so
once again Don, Ralph & Les Cleeland won the round.
After lunch, Don, Ralph and Les looked like favourites but as
everyone was out to beat them the wind had other ideas and
promptly increased strength and moved around for the afternoon
task which was 2K upwind, 6K downwind & 4K back to the field.
183
As the thermals became fewer and further between, so did the
successful flights with Trevor, myself, Don and a few others
managing about 3.5K until Bob (sorry, forgot your second name)
from LVMAC thermalled for about ten minutes before heading off and
completing the course at about 2000 feet with his 12 ft. Apollo
(see, very small); a great effort! After this the wind blew even
harder with no one managing to better their previous scores.
With all the results in at 4.00, it was Don, Ralph & Les who
emerged winners, followed for 2nd by John Berry, Max Haysom & wife
& Trevor DeHaan, 3rd was Fred Baxter, Graeme Blackman & Bob ...?,
with Kevin Lewis, David Finlay & wife from Sale, Cameron Dyson
(not flying) and myself coming 4th, (sounds better than last!).
Best average went to Don Ash who received a kit for his efforts,
well done!
Congratulations must go to Graeme Blackman for a top rate
comp at a perfect venue and excellently run, and to all the LVMAC
members who helped tirelessly all weekend and put on a great Barby
(hic).
Special thanks must go to David Finlay & his wife from Sale who
joined our team and assisted us greatly.
See you ALL next year !!!!!
Asp. 170/May 1986 reports the closure of Glenfern Rd. yet again, not because of any
misdemeanour, just the owner wishing to retain his privacy.
Scale Competition – 1986
This competition was held in two parts, the static at our last General Meeting, 9 May and
the flying segment nearly two weeks later at RAAF Laverton, 18 May.
The Static display was very impressive with 11 entries from 7 members. As to be expected
the standard of workmanship, attention to detail and appropriate documentation were all of a very
high order.
Unfortunately the flying side of things was marred by heavy winds and only three entries
were successful in completing this aspect of the event, a fourth model was returned to earth shortly
and very un-ceremoniously after launch with wing failure.
RESULTS:
Model
Static +
Flying =
Total
John Gottschalk
ASK-13
105
92
197
Doug Anderson
Slingsby T-46
115
69
186
Col Collyer
Sperber Junior
97
70.5
167.5
Frank Smith
SG-38
102
102
Col Collyer
Baby Bowlas
97
97
John Lee
Schweizer TG-2
93
93
Frank Smith
DFS Habicht
93
93
Brian Spencer
DG-100
85
85
Geoff Hearn
Kirby Kadet
83
83
Frank Smith
Grunau Baby
80
80
Geoff Hearn
Slingsby Prefect
80
80
184
1986 - 87
The Committee
President
Tim Morland
Secretary
Brian Spencer
Treasurer
Trevor De Haan
Editor
Cliff Fiddes
Contest Director
Barry Nugent
Property Officer
Tim Hughes
Asst. C. D.
Peter Cossins
Expo Coordinator
Jim Robertson
Aspectivity 173 August '86 reports the demise of the Radio Control Management Committee
(R.C.M.C.), a sub-committee of the VMAA with appropriate re-structuring to be taken to absorb its
functions.
TOWLINE AEROBATICS COMPETITION
CATHIES LANE, 27 JULY 1986
by Des Bayliss
Past P.
Ordinary member,
2nd Assistant to Editor
Comp day dawned with barely a sniffle of a North-wester, not the promised
South-westerly , an overcast sky and none of the frigidity experienced earlier in
the week. On arriving at Cathies Lane (have you ever wondered who Cathie was?),
Pres. Tim (the new one) and Graham Sullivan were hard at work – a clear case of
drain the swamp and let the alligators look after themselves. A system to keep
cars clear of the soggiest areas worked well and kept problems to a minimum,
that is until one gent who should remain nameless (about Editor type, shape &
height) put BOTH wheels in the Telecom ditch. A clean lift for the and jerk on
each wheel and he was free to go and re-charge some batteries.
A briefing just after 1.00 informed the gathered throng (eventually 18
contestants) of requirements – 7 aerobatic manoeuvres in 15 minutes, two pilots
alternating turns at all times. The first round was slowish as most were a little
cautious about low-level tricks. Most aileron models were well driven and coped
although not without some drama at times with the R & E types not too far
behind. The overall speed of the slope-oriented beasties provided some nice long
low landing glides and slides. The end of the first round saw a group of four
headed by Tim Morland (seen earlier practising rolls on the towline) clear of the
rest of the field.
The second round commenced with the tempo increased because of the
requirement to complete all manoeuvres in three flights.
This produced the
situation of aerobatics in ‘streams’ rather than the previous ‘execute and pause’
routine.
The leading group of four stayed in front of the field with the more
consistent ones taking the points that resulted in a tie for first twixt Cliff Fiddes
and Mark Barber, then Graham (dig-dig) Sullivan with Tim Morland third (be nice
to committee week of course). (Further scores in the competition results section).
Highlights were many, in the air as well as in the car park. Quite a lot of
excellent manoeuvres were performed by the ‘beasties’, even more so at times
when the digits and grey matter either went different directions or actuated at
185
different times – aerobatics seems a lot different without that big safety net
underneath. A flick roll AND V. L. is not in the purist style but at low-level is
passable – it is mandatory to get off the towline prior to aerobatics if you want to
score well – don’t fly behind trees because the judges can’t see the model either –
a landing pattern should result in a landing, not an ‘arrival’ or a majestic ‘flypast’
– and the tail should not fall off.
Special mentions; Michael Fiddes displayed a seasoned approach to the
game with the best R & E performance for the day in finishing 5th.
Thanks to Geoff. Moore, Trevor DeHaan & Graham Sullivan whose winches were
used exclusively throughout the day, it took a lot of grunt to supply launches for
about 130 flights just for the competition.
To Barry Nugent as the new C. D. for a well co-ordinated safari,
To a solid group of members out to try a relatively new style of procedure, and to
the common-sense approach to ensure that everybody got out of the swamp,
(The Ranger has promised further action on this), and just thanks in general to
everybody for a great day.
Downers: keep the small gate to the main paddock closed (not necessarily
locked) at all times – ensure radio transmitter is really OFF when not in use – at
ALL Sites ‘suss’ out the general flying and landing areas and keep clear, this
should also apply to launching areas, judges and contestants doing actual flying
to keep distraction to a minimum.
This contest was run as a non-handicap event but results will be used in
assessing future rating system.
***
The same magazine records the passing of Colin Collyer’s four-footed companion and “Chief
Launching Assistant.”
VALE TINA
Very hairy and a trifle fat,
Very definitely not a cat,
Would mostly shuffle, but could always run,
Whenever she sighted her version of fun.
“Launching”, is a ball you see,
“They couldn’t do it without me”,
Always signalled that initial flight,
Vocalising with all her might.
“Fly it proper” she seemed to say,
Having helped, she’d then go “way,
But would return when flight was ended,
Quietly checking that nought was bended.
If all was good and flight well done,
She’d quietly sit to await more fun,
186
But if a re-launch did look “go”,
She’d be under the feet to let you know.
Not to hinder, only help,
Said so, usually, with a great yelp,
Liked the people and the games they played,
Probably why she always stayed,
Very close to model and master,
Got back into the action so much faster.
A gentle, sociable lady this,
Always on for a cuddle and kiss,
A friend to all, disliked by none,
But truly affectionate to only one.
Now she roams the skies above,
Plying long-gone modellers with her love.
Keeping the launches straight and true,
Just as we knew she’d always do.
What they’ll make of her – HEAVEN knows,
It’s our loss – her absence shows.
THE FIRST EXPO
187
20 & 21 September 1986 - Inaugural VARMS EXPO held at Waverley High School, Cnr.
Huntingdale & Waverley Rds., the following report is taken from Aspectivity 175, October 1986.
"THE EXPO"
Now that the dust has settled, the pain subsided (a little) and some recovery has been made
from the weariness, it is worth reviewing at least the physical action of the "Expo". This article
goes to print prior to a full wash-up so no firm stats are to hand.
The VARMS Expo sub-committee descended on the Waverley High School late Friday
afternoon, a quick dispersal of seats and benches to set the basic layout, then it was into the serious
stuff of overhead rigging and numerous other tasks as the numbers of other exhibitors rose from a
steady trickle to a veritable torrent. By late evening the first signs of a real "go Expo" were starting
to show and some semblance of order overtook the already glittering array of models. The wee
hours of the morning saw the VARMS stand in reasonable order then it was to a short nervous
sleep.
The morning brought more people and more problems and frantic activity to finish last
minute details. At precisely 9.55 the first paying customer opened a slightly undermanned EXPO
'86 and it was on. A light but steady stream of people all day guaranteed at least a covering of
initial expenditure and sufficient interest to make the enterprise a viable proposition. The flying
display (Helicopters courtesy of MARCS members) endured two prangs through stripped gearing in
providing some airborne excitement for the day.
As anticipated, some problems were encountered with car parking but this was only an
occasional headache among many. A quiet night was spent by the baby-sitters (and video watchers)
and Sunday arrived with very dubious weather very close to hand. Early showers cleared to a
mostly overcast day and again the public jumped the gun and commenced stall wandering very
early. In occasionally sunny and blustery conditions another flying display by choppers & gliders
provided excellent entertainment for the crowd as did the static display of full-size gliders from the
Benalla club. The visitors to the expo numbered 738 & 814 approx. for each of the days and
ensured a high degree of success for the whole show.
The real success of the Expo belongs to all of those who helped make it happen, those
willing to exhibit, either clubs or trade, the crew who helped set up and put it all into place, those
helping to maintain its operation over the two days, and finally the ones who helped to clear away
models, furniture and rubbish after it was all over. Several special mentions; for those who
provided their models for the display, a friend at Hewlett Packard for very classy model
identification, the ladies who did the numbering and certificates, and a very well-known club
member who keeps us constantly supplied with very professional sign writing.
Our thanks also go to the media who helped advertise the Expo, especially the Waverley
Gazette for front page coverage, and finally to the Waverley High School for all the help and
provision of their Hall.
Acknowledgements to Exhibitors:
Clubs
Trade
Racing Model Road Club VIC,
Tarmac Models,
Dandenong & Knox Radio Aero Club,
Southern Sailplanes,
Pakenham & Dist. Aircraft Radio Control Soc.,
Fliteline/Hearn's Hobbies,
Templestowe Off Road Radio Control Club,
ABC Models,
Lilydale Dist. Model Flying Assoc.,
F (Ian) Cole, Pattern Makers,
Peninsular Aero. Radio control Soc.,
Kookaburra Publications,
Patterson Lakes Model Yacht Club,
(Geoff Pentland)
Model Aircraft Radio Control Soc.,
Benalla Gliding Club.
Awards Donated By:
Won By:
ABC Models - Door Prize (Kit & Radio) Mr Peter Butler, Mt. Waverley
Fliteline
- $50 Cash/Vouchers
Wayne Gorsuch, PARCS, Cobra 500
188
Tarmac
-to each of
Norm Bell, LDMFA, Spitfire
Hobby Hangar -Best 5 Models &
Earle Mahle, P & DARCS, B'Bird SR-71
VARMS
-Medallions
Angelo Favaloro, P & DARCS, CAP-21
Arlberg Inn -Weekend at Mt. Hotham
Fred Barabasz, DKRAC, Diablo
(Best Model Overall)
..... again, thanks to all who participated and assisted,
EXPO Sub-committee, VARMS.
..... and from the same magazine, we have a poem .....
THE LEAGUE OF SILENT FLIGHT
A gentle swish of line, then silent soaring
No loud outburst of engine, roaring roaring
You watch the silent fliers on their day,
The urge to be a member is here to stay.
A bit of balsa, some plywood too,
Some instant set, and epoxy glue,
Some pleasant hours by day or night,
and you are ready for silent flight.
At first you wonder, will it fly,
But soon its soaring in the sky,
Now this is not fettered flight,
This is The League of Silent flight.
You practice for the gliding meet,
And try to land it at your feet,
The time is checked, now three, then four,
And still you need three minutes more.
You dodge the tree, and a standard class
And coax it down on the lumpy grass,
The spot is missed but that's all right,
You're in the League of Silent flight.
That Level I is hard to get,
Those elusive landings make you fret,
Next Level II, you're doing all right,
At becoming proficient in silent flight.
You struggle hard for Level IV,
and now there's just one level more,
You reach it at last in the fading light,
An expert, in the League of Silent flight.
Courtesy FSS Silent Flyer.
General Meeting of October 9 saw a motion passed "That the committee be empowered to purchase
or acquire a permanent flying site alone as VARMS or in company with another club".
THE KEYBOARD COMMANDMENTS
Thou shalt have no other hobby before aeromodelling.
Thou shalt use the keyboard at all times.
Thou shalt know the channel of thine set and have a key.
Thou shalt not fly without a key in the board.
Thou shalt not switch on a transmitter without checking the board first.
Thou shalt acquaint thyself with others flying on the same frequency.
Thou shalt not shoot down thy neighbour.
Thou shalt remove thine key when thou turnst off thy transmitter.
Scott Lennon
189
Thou shalt not hog a channel all day.
Thou shalt enjoy thyself.
Aspectivity 176, Nov. '86
STICKY STORY
Pt. 1
Super Glue, like so many things was mothered by the necessities of warfare. In the 1940's
Harry Coover who was then working with Eastman-Kodak's Chemical Division, was looking for
the way to mass produce gun-sights. Experimenting with a substance called Cyanoacrylate he
found it could be poured into moulds, in which it would solidify into serviceable castings. This was
a material that hardened into plastic.
Coover ran into all kinds of problems, everything he worked with was sticking together. In
1954 the light bulb lit, at first he didn't recognize it - this was not a casting material, but a unique
new adhesive.
In 1959 the first public disclosure came on the Gary Moore show, "I've got a Secret",
Coover lifted a man off the floor with one drop of the liquid. He glued two metal cylinders
together, screwed a cross bar into one of them, suspended the cylinders from a hoist and raised the
man into the air.
Harry Coover, an American, spent most of his career with Eastman-Kodak but in 1985 he
signed at Loctite's headquarters in Connecticut as the President of the New Business Development
Group.
Reference Information, Loctite Australia.
Michael Vigilante.
Colin Collyer
John Gottschalk
Doug Anderson
John Lee
Geoff Vincent
Barry Nugent
Brian Andrews
Geoff Hearn
Garry Odgers
Rob Goldman
John Lawrey
Frank Smith
Aspectivity 178, February '87 - Scale models at Camperdown
Sperber Junior, Schleicher ASW-22
Schleicher ASK-13
Slingsby T-46 (Most realistic - slow flying)
Schweizer TG-2 (Overall Static winner)
Kestrel 17
Kestrel 17
1/6 Kestrel 17
Grunau Baby 2
Glasflugel Libelle (Most realistic - fast flying)
Avia 40P
LS-3
Schempp-Hirth Minimoa, Grunau 7 'Moazagotl", SG-38,
DFS Habicht.
ODD BITS - Glossary of Sailplane Terms
AIRCRAFT FLIGHT REPORT: A loud noise
PARACHUTES: Two chutes.
accompanying the termination of an aircraft flight;
PRATT TRUSS: A girdle
usually preceded by a rapid descent.
PYLON: All aboard
AIRFRAME: Ambiguous terminology. May mean
REYNOLD'S NUMBER: LAckawana 6-5972
either a frame constructed around a body of air or a
ROOT SECTION: Portions of the grandstands set aside
body of air surrounding something.
for active supporters of the opposing teams.
ANGLE OF ZERO LIFT: The angle immediately
SKIN DRAG: A dance held at a nudist colony
preceding an aircraft flight report.
.BALLAST: Loud explosion.
ASSEMBLY DRAWING: A gathering at which a prize STABLE AIR: An atmosphere tinged with the odour of
or prizes are awarded by means of pulling names or
fertilizer.
numbers from a hat or other container.
BUFFETING: Eating dinner while standing up.
BANK INDICATOR: A device use by safe crackers to UNIFORM LOAD: The weight of one uniform.
locate prospective business sites.
VACUUM: A place with nothing in it.
BARREL ROLL: A type of athletic contest. Usually STRESS ANALYSIS: The art of manipulating figures
occurs at company picnics and is enjoyed only because in such a way as to prove that a deficient structure is
the barrels have previously emptied by the contestants. twice as strong as it is supposed to be.
UNIFORM LOAD: The weight of one uniform.
190
BULKHEAD: A derogatory expression applied to
persons of questionable intelligence.
BUTT JOINT: A disreputable establishment.
VACUUM PUMP: A pump used to pump nothing into
a vacuum.
SEMI SYMETRIC: A streamlined truck.
CANOPY: Censored.
BOX SPAR: A redundancy describing fisticuffs.
CAP STRIP: To remove one's headgear.
I BEAM: Boasting.
CHARACTERISTIC CURVES: Easiest way to
distinguish between a steward and a stewardess.
FAHRENHEIT: A system of measuring vertical
distance above the earth's surface. One Fahren equals
0.3959 nautical miles.
GLIDING DISTANCE: One-half of the horizontal
distance from a sailplane to the spot at the time of
landing attempt.
GUSSET: A light gust.
HIGHT START: A condition when leaving a bar to go
home.
TAILLESS GLIDER: A glider not worth talking about.
TOW LINE: A Fanciful story told by a person with a
foot fetish.
WINCH: Cringe.
2 MINUTE PRECISION: A surgical cut made 2
minutes before the actual operation.
SHEAR WEB: What a spider makes.
HAMMER HEAD STALL: An arbitrary method of
avoiding work.
LIGHTENING HOLES: The process of removing stuff
from empty holes in order to reduce the weight thereof.
LOCK WASHER: One who washes locks.
SERVO: A Vo that has been knighted.
AMBROID: Opposite to ain'tbroid.
WING RIB: Teasing a wing.
WING FLAP: An argument about a wing.
WING SPOILER: Most model builders.
LOUVER: An art museum in France.
DOWN WASH: A goose laundry.
MAGNETIC EQUATOR: An automatic calculating
machine.
MICROMETER: A very small meter.
FOAM CORE: A military assemblage that specializes
in beer drinking.
HAND TOW: A deformity.
MOMENT OF INERTIA: A short period of hesitancy. WASH IN, WASH OUT: Laundromat schedule.
NOMINAL CAPACITY: The amount of nominal
which can be put in any given container.
OHMMETER: One who eats ohms.
MALFUNCTION: What Mal does.
OZONE: An area of zero magnetic deviation.
C.G. LOCATION: Northridge - used to be in Chicago.
TRANSMITTER: A mitter of uncertain sex.
40th Nationals held over the Easter (April) weekend in Waikerie S.A.:
Thermal
1. Conrad Gittens
2. L Sherwood
3. Mal Pring
F3B
1. Greg Dale
2. Mike O'Reilly
3. Eddie Smith
A X-Country was scheduled but if it actually happened, no scores were stated.
191
1987 - 88
The Committee
President
Peter Cossins
Secretary
Brian Spencer
Treasurer
Richard Weil
Editor
Harold Frodsham
Contest Director
Graham Sullivan
Public Relations, Meetings/
Asst. Cont. Director Barry Nugent
Club sales/Expo
Jim Robertson
Aspectivity 183, Jul '87- contains an advertisement for the 'new' Aileron version of the Southern
Sailplanes Prelude. A follow-up in Aspectivity 185 has an in-depth article on the origins of the
Eclipse/Apollo (Ricochet's big brother).
Aspectivity 184, August '87 reported on a very successful display at Fountain Gate shopping centre
as a lead-up to the upcoming EXPO(2nd). Two further displays at Chadstone and Brandon Park are
also scheduled.
September 7 & 8, 1987, EXPO held at Waverley High School, Cnr. Huntingdale & Waverley Rds.
Aspectivity 187, Nov. '87 - The cover photo is of Colin Collyer's 1/3 scale Golden Eagle which had
been successfully flown in September at Huxtable Road. Inside the mag. was an additional photo of
the model in the company of the existing original full size glider, it being the first Australian
designed and built sailplane.
41st Nationals, 1987/88 at Richmond, NSW:
Thermal
1. Meryl (Mrs) Weisner
2. Ray Pike 3. Steve (Mr) Weisner
F3B
1. Peter Abell
2. Mike Combe
3. Ken Watson
January 17 1988 - VARMS members involved in the Tyabb Air Show by way of both a static and
flying display.
Aspectivity 189, January '88 - As the annual pilgrimage to Camperdown each Australia Day
weekend is such an integral part of VARMS, a full report of one of its most successful years seems
necessary.
As with most public servants, my leave is always well organised and somehow I ended up at
Camperdown on the Monday prior to the long long weekend in the company of Geoff and Craig
Moore (& Mary) where much quiet flying was done. As the on-site membership built up during the
week the various balsa magnets (Trees, rocks and terror firmest) were all tested and found to be
functioning perfectly.
The local golf course is a little ripper but a trifle hard on the legs, occasional shots bringing
comments of illegal radio-control to the fore (Ho, Ho). Come Friday the park and flying sites were
quite congested with much promise of many peoples. The asides from general flying would fill a
book as usual so initially I will comment mainly on the Sunday P.M. and the Scale factor.
A very loosely organised timetable for scale flights was maintained and provided ample
opportunity for a good look at all types of models on the ground (approx 50) as well as in the air.
Many old vintage favourites performed well with a strong and gusty wind providing good and
constant lift. One fatality early in the day was the well-known Sperber Junior folding a wing under
severe stress and will need much TLC and a good nose job to be restored to its original elegance.
The Salto's again flew as a group and again impressed with general aerobatics,
manoeuvrability and ability to make light of the strong conditions - none were lost despite all being
very similar in marking and colour schemes. Whilst not in the elegance stakes, a large gaggle (or
giggle)(10) of Ridge Rats and one smally Mouse entertained with murderous mayhem and a
seeming catastrophic display of how not to fly, this naturally turned into streamer slicing combat for
added realism. Some concerted attempt was made towards co-ordinated manoeuvres but this did
not last for too long with one model suffering from plucked tail-feathers for which S. L. will pay
dearly in due course.
Some of the modern "glass" models showed great turns of speed and excellent climbing
ability in the strong lift, many stayed grounded during this time rather than take the risk in a very
strong wind. Two more stockier types coped well, being a Foka (long-time-no-see) and a Sabre Jet
that has at last been sorted out and is a very impressive example of the new breed of slope models.
192
The only other tragedy for the day was a well finished ASW 22 breaking a wing after a very brief
flight and unorthodox landing - reasons unknown.
The whole afternoon outing was most impressive with highlights too numerous to mention,
suffice to say that this small segment was totally successful from many aspects; the range of models
both modern and vintage, their demonstrated flying capability, the general performance of all pilots
and not least of all, a very large contingent of interested onlookers. As usual this part of the
weekend was subject to the usual CLAYTON'S competition. Two judges selected the following
models in the stated categories:
Best Vintage Model (wood material) - Golden Eagle * Colin Collyer
Best Modern Model (glass material) Mosquito * Chris Yates
Two additional judges were added to make a panel of four to select:
Best Model (overall) Golden Eagle * Colin Collyer
An additional segment worthy of comment from the weekend was the night flying. Two
versions were tried with much success, i.e. flying with a spotlight, although good verbal
communications between spotter and spotted are required, and also flying with lights attached
which is an eerie but not too difficult a task and is an interesting project for next year if a few more
old floaties can be converted for a night pylon race maybe?? It is interesting to note that the electriclight model can also be flown with electric motor so it is a very versatile fun machine. Other
general highlights from the weekend:
The caravan park was fully booked out,
Electric flight is possible from the park,
Trees grab Swallows, Ricochets and Ridge Rats with equal savagery,
Transmitter switch-on is necessary for all models, even smelly powered types,
Old-timer is still a good way to fly either slope or thermal,
Possum feeding goes on and on and on and on etc.,
Much radio interference on 29 Megs channels 12 & 20, with similar on 36 Megs due to the
harmonic between the first three and last three channels,
Battery failure still remains a problem,
Aileron T-birds is a new way to go,
VARMS has some very unique cricketers,
Aileron flutter vibrato by Schweizer,
The hotel tucker is as good as ever with about 80 attending and placing a severe strain on the food
service,
Several camp-fires each night due to the large numbers,
Seemingly not too much trouble this year with queuing for frequencies,
And nice to see a few olds friends re-visiting.
I have deliberately refrained from identifying people and models as there were too many and
I would prefer not to offend by having to omit many, but to bend the rule a bit for exceptional
reasons there were two worthy of highlighting, namely the re-appearance of the Prussner Kestrel
after its previous showing at our '87 Expo to show that it flies to match its elegant appearance, and
the first sighting for most of Mike Vigilante's Multiplex KA6E, again smart appearance matched by
high performance.
Mar. 6, 1988, First Scale flat field day at Leakes Rd.
Tugs 'on duty':
Graham Sullivan/Middle Stick, Mike Richardson/Parasol Wing (4s), Geoff
Hearn/Multiplex Big Lift (Doug Anderson's), Rob Goldman/Tiger Moth(Enzay 120 4s).
Models:
K13/ John Gottschalk, Golden Eagle, Kirby Kite, Libelle/Colin Collyer, Avia 40P,
Asw22/Rob Goldman, SG38, Mosagotl, Mu19(Merle)/Frank Smith, Kestrel, LS3/Geoff Hearn,
KA6E/Mike Vigilante, LS3/John Lawrey, DG300/Graham Sullivan, T46/Doug Anderson.
Des Bayliss
Mar. 20 1988, VARMS Show day at Pakenham Annual Apex Fun Day, (Site seeking)
Aspectivity 192 May '88 reports current club membership in excess of 120.
193
The following appeared in Aspectivity 179 of March 1987 and is due primarily to the fact that our
Canberra Correspondent (Peter Mather) is stranded in Canberra without models or family because a
well programmed move to Point Cook was thwarted by an over-eager RAAF and unfinished
buildings. The following poem outlines his plight.
AN ODE TO FLIGHTLESS MAN
There was a man from Canberra
who was known as a red-hot tearer,
He flew on the flat,
he flew on the slope,
Where flying was done
he could always cope,
A veritable magician,
this modelling “man”
He knew all the tricks,
that any man can.
But the thermal has burst,
the lift has all gone,
By the Military he is cursed,
thumped right on the scone.
His models are here,
and he is there,
He can’t do no flying,
anyhow or where.
We weep for the “man”,
in his moment of woe,
And offer a prayer,
that it soon won’t be so.
For his models to soar,
above this mortal coil,
Zipping and floating,
according to Hoyle.
Onandon
8 April 1988 (Showtime) at the School Hall
&
10 April 1988 (Flying time) at Cathies Lane
Thirty eight models from 26 modellers took part in April’s competition. The first section
held on the club night was for the SHOW, which judged the aircraft on their construction,
presentation and radio installation.
The FLYING section of the competition was held on the Sunday following the club
meeting. The thermal flying was held at Cathies Lane and the slope at Glenfern Road. Lift at
Glenfern Road however left a lot to be desired and no results were gained. Flying at Cathies Lane
was also fluky with changes in the direction of the light breeze affecting launching and flying.
Show Fly
Total
Show Fly Total
Scott Lennon
920
943
1863 Geoff Hearn
906
--906
Cliff Fiddes
860
1000 1860 Mike Vigilante
902
--902
Des Bayliss
826
818
1644 Frank Smith
889
--889
Geoff Moore
749
795
1544 Robert Goldman
833
--833
Peter Cossins
753
738
1491 Tim Morland
813
--813
194
Brian Fyfe
Craig Moore
Mark Reid
Mark Campbell
Stan Mason
Barry Dundas
Greg Hung
Bill Denheld
740
709
593
720
1000
980
920
911
715
704
761
625
---------
1455
1413
1354
1345
1000
980
920
911
Don Dickson
Michael Fiddes
John Whittaker
John Lawrey
G. O'Brien
Walter Albert
Jim Hill
Stephen Frodsham
800
793
780
760
760
-------
----------261
261
151
800
793
780
760
760
261
261
151
195
Aspectivity 193 June '88 contained the following instructions for the good and safe operation of full
sized aircraft; .......................................

REGULATIONS FOR OPERATION OF AIRCRAFT
- commencing January 1920 1. Don't take the machine into the air unless you
are satisfied it will fly.
14. Before you begin a landing glide, see that no
machines are under you.
2. Never leave the ground with the motor leaking. 15 In taking off, look at the ground and the air
3. Don't turn sharply when taxiing. Instead of
turning sharp, have someone lift the tail around.
16. Don't attempt to force machine onto ground
with more than flying speed. The result is
bouncing and ricocheting.
4. Never get out of a machine with the motor
17. No spins on back or tail slides will be indulged
running until the pilot relieving you can reach the in as they unnecessarily strain the machines.
engine controls.
5. Motors have been known to stop during a long 18. If flying against the wind and you wish to fly
glide. If pilot wishes to use motor for landing, he with the wind, don't make a sharp turn near the
should open throttle.
ground. You may crash.
6. Pilots should carry hankies in a handy position 19. If an emergency occurs while flying, land as
to wipe off goggles.
soon as possible
7. Riding on the steps, wings or tail of a machine 20. Learn to gauge altitude, especially on landing.
is prohibited.
8. In case the engine fails on take-off, land straight 21. No two cadets should ever ride together in the
ahead regardless of obstacles.
same machine.
9. No machine must taxi faster than a man can
walk.
22. Do not use aeronautical gasoline in cars or
motorcycles.
10. Never run motor so that blast will blow on
other machines.
23. You must not take off or land closer than 50
feet to the hangar.
11. Pilots will not wear spurs while flying.
24. Do not trust altitude instruments.
12. If you see another machine near you, get out
of the way.
25. Never take a machine into the air until you are
familiar with its controls and instruments.
13. Hedge-hopping will not be tolerated.
((It may well have been very prudent in those days
to just stand and watch, at a distance!!))
196
1988 - 89
The Committee
President
Peter Cossins
Secretary
John Lawrey
Treasurer
Richard Weil
Editor
Harold Frodsham
Contest Director
Graham Sullivan
Public Relations, Meetings/
Asst. C. D.
Cliff Fiddes
Sales/Expo Jim Robertson
July-August 1988 - The following item is from the MAAA News as taken from a popular modelling
magazine, and entitled, THE WINCH RACE,
One of the items discussed at the CIAM Plenary conference was the winch used in
F3B. To reduce the importance of the winch, the USA proposed that the organisers be
responsible for providing the winches for all competitors, and, in fact, made this a condition
for hosting the World Championships in 1989. As it happened, the meeting did not agree
with the proposal, and the USA withdrew its bid, taken up by France. Of interest are some
figures given by the West Germans. Models coming off their winches had had speeds
measured at over 200 Kph and zoom climbs to over 300 metres, this off a 200 metre tow
line with some of the line already wound in. The fuselages of models that had shed wings
in the transition from dive (under towline tension) to climb, had flown javelin-like for about
half a kilometre!!!
Aspectivity 195/August ’88 provided us with a very long list of Scale Glider subjects
available either as kits or plans courtesy of Geoff Pentland, Kookaburra Publications.
Name
Wingspan
Scale
DFS Olympia
3000
1 : 5
Lo-100
2070
1 : 4.9
Rhon Bussard
2860
1 : 5
Rhon Sperber
3004
1 : 5
Fafnir
3800
1 : 5
Fafnir II
3800
1 : 5
Grunau Baby Ib
2700
1 : 5
Condor I
3450
1 : 5
DFS Habicht
2540
1 : 5.4
EON Olympia 463
3000
1 : 5
Slingsby T21
3300
1 : 5
Buxton Hjordis
3188
1 : 5
Mosca(primary)
2000
1 : 5
Mu 13E Bergfalke
3200
1 : 5.4
DFS 230
1800
---DFS Kranch II
3600
1 : 5
SG-38(primary)
2635
1 : 4
Moazagotl
4000
1 : 5
DFS Reiher
3166
1 : 6
Go3 Minimoa
3400
1 : 5
Go4 Goevier
3700
1 : 4
Mul30-3
4000
1 : 4
Cumulus IIIF
3800
1 : 3.5
Slingsby T31
2640
1 : 5
L-Spatz 5S
4400
1 : 3.4
Pioneer LF-109
2245
1 : 6
Avia 40P
3725
1 : 4
Schweizer TG-2
3169
1 : 5
Kirby Kite
3525
1 : 4
Austria(Elephant)
5000
1 : 6
197
Hutter H.17
Bowlus Baby Albatross
Moswey 4
Sperber Junior
Grunau Commadore
Spalinger S-18-11
Sperber Junior
Komar
Go1 Wolf
DFS Olympia
Darmstadt
SG-3 Bis/36
Nemere
3230
2712
2880
3900
3780
-------------------------
1 : 3
1 : 5
1 : 5
1 : 4
1 : 4.21
---Poss.
avail.
as
1 : 6
plans
“
“
High Street Road Flying Site – The second time.
Oct. '88,VARMS flat field site (at Cathies Lane) - entrance now via High Street Road with
general operations moved to the Northern part of the field, (Possibly because of the newly
created Knox Golf Driving Range in the N. E. corner).
November 26 & 27, 1988 EXPO (3rd) held at Waverley High School, Cnr. Huntingdale &
Waverley Rds.
42nd 1988/89 Nationals at RAAF Amberley Qld.:
F3B
1. David Vels
2. Evan Bengston
3. Wayne Hadkins
Thermal
1. Steve Weissner
2. Donald Woodward(Jnr) 3. Peter Goldsmith
7 Cell
1. P Whitely
2. Wayne Hadkins
3. Peter Pine
February '89, on the 5th the ABC Glider Day held as the last competition at the Cathies Lane end of
the flying site, and a week later on the 12th, the first competition (Task A) held at the northern High
St. Road. end.
The U-2. The Beginnings.
Aspectivity 201 April '89 reports that at the March General Meeting a 'Club project" was initiated
by Jim Robertson, being the building of a PSS Lockheed U-2 with the following specifications:
Wing Span
4480mm
14ft 8in
Length
2210
7ft 3in
Root chord
490mm
1ft 7 1/2in
Tip chord
130mm
5in
198
199
May 1989 - By way of a change, the monthly general meeting was held at the Sacred Heart school
hall in Oakleigh to enable to the evening to be completed with a series of competitions using Indoor
chuckie and rubber powered models (Hangar Rats etc), also with static judging and the usual raffle.
Jun. '89 - Building of shelter "The Hut" at High Street Road flying site (Builder Martin Briggs,
Peter Briggs and many volunteer helpers, Architect, VARMS member John Lawrey).
Also in June, to celebrate the VARMS 21st Birthday, a night was planned at the Kelley Brook
Restaurant and Winery in Wonga Park.
200
The May Aspectivity No. 202, as part of 'remembering' the past 21
years, used for its front cover a design that was originally portrayed
on Aspectivity 37 for July 1973.
The current Aspectivity also contained the following article as a
look back to the 'early' days.
V.A.R.M.S. The Early Years.
The people who established VARMS also made it a viable
alternative to the other groups in aero modelling by providing an
association whose aim was silent flight. Both slope and flat field
flying were promoted. Competitions both locally within the club
and interstate were held on a regular basis. Fun flying even more
regularly.
One of the early championship visits was to Clare in South
Australia for the South Australian Slope Soaring Championships.
This was held on the 31st August 1968 after an invitation from Mal
Pring. Clare is 138 kilometres north of Adelaide. VARMS attended as an organised body even to
the extent of making the planes colour trimmed the same. It was also suggested to those attending
that they purchase white overalls onto which would be stencilled the Association badge and the
letters VARMS. The stencilling was to be done free of charge to those who purchased overalls and
indicated they were to attend the championships.
Twelve members travelled to Clare either by car or by train, all arriving in time for the start
on Saturday morning. Accommodation was found for all, either at the local hotel or kindly billeted
with friends. Saturday was free flight day with a late attempt at slope soaring in very marginal
conditions. Saturday night was of course a BBQ at Mal Pring's place which everyone enjoyed.
Sunday dawned in the usual way when a slope soaring competition is to be held with "no
B..... Wind". The sun shone, but no breeze. Mal Pring and Peter Prussner both showed their skill
in flying in very marginal conditions with the breeze blowing straight along the slope. Some lift
was found and it was decided to attempt a start. Several events were held. Single channel pylon,
multi-channel pylon, multi-channel aerobatic and limbo. The Victorians held the flag high with Ray
Datodi, John Marriot, Brian Condon and Peter Prussner all being successful in winning or placing.
Peter Prussner was also made champ of Champs.
Locally at Yalloak Vale near Bacchus Marsh, a slope competition was held for those in
three categories: single channel, multi-channel reeds and proportional. Spot landing and
aerobatics were held with all thoroughly enjoying themselves.
The early days were spent in consolidating the members into an enthusiastic group flying at
various established sites and always on the lookout for new sites. Some of the sites were at Bacchus
Marsh, Sunbury, Torquay, Ararat, Mornington, even down to Warrnambool, and as previously
mentioned Yalloak Vale.
As it is that time of the year for us that annual subscriptions are due, joining fees in 1968
were set at $1.00 and subs at $2.00 for seniors and juniors 16 years and under paid $0.50 and
$1.00 respectively.
The newsletter was published quarterly and was informative of goings on, location about
various flying sites - rigging models for various types of radio equipment then available - help for
those new to flying gliders from both slope and in thermal hunting. Photographs and cartoons were
also published in these early magazines. Some showing the types of radio that was being used and
the way it was used.
VARMS was off to a healthy start due to the enthusiasm of those interested in silent flight
and those willing to provide the time to organize and report about the club and its activities. (The
article was unsigned - Editor at the time was Harold Frodsham)
.
Note: VARMS membership for 87/88 was well in excess of 100.
201
1989 - 90
The Committee
President
Martin Briggs
Secretary
John Lawrey
Treasurer
David Waterhouse
Editor
Neil McLeod
Contest Director
Scott Lennon
S.I.G.'s
Rob Goldman
Publicity/Club Sales Jim Robertson
Aspectivity 208 November '89,the following article relating the state of progress of the club
"project", the U2.
DOWN AT THE SKUNK WORKS WITH KELLY JOHNSON
(alias Tim Morland)
12-Oct-89: IF everything went off according to plan, last night (11 Oct) the U-2 wings were
skinned. Well done Wing Group. Progress is being made.
The fuselage presently needs a volunteer to fabricate the forward undercarriage. Said
volunteer will be given a jig representing the fuselage to mount the gizmo on. But who will make
the jig? Form a queue please.
Construction of the fin and tailplane has been taken of and is underway.
Preparation of the moulds for the canopy and cockpit will commence shortly. We've got a
volunteer for that too.
90% of the fuselage construction has been finalized. All that remains, basically, is the
Work. Seeing that the backbone is resting on my work table, I guess the Working Bees necessary to
attach the foam to the backbone will happen at my place. Those interested in helping/supervising
should advise me, if I don't already know of your interest.
HEARD ABOUT THAT LETTER? Airborne has asked for an article with pictures of our
Big Project.... that is if it is not all a HOAX. Apparently the task we have given ourselves verges on
the unbelievable!
LATE BULLETIN
Skinning went o.k. A really good job. Congratulations to all involved.
(The wings were on view at the October meeting, Merv.....McL.)
All of the balsa used in the construction of the U-2 has been donated by the Australian Balsa
Company/Artmil.
Aspectivity 209 December '89 reports of yet another successful Expo (4th) held on 25-26
November at the Waverley High School,
HEY HO! COME TO THE FAIR
from Neil McLeod
For the fourth year VARMS combined some of Melbourne's model clubs and hobby trade to
present many facets of modelling to the public. Experience from previous years and good weather
made the EXPO a great success, much of it due to Jim Robertson, the VARMS Public Relations
Officer.
The Expo consisted of trade stands and club displays inside the Waverley High School, and
flying and static displays outside on the school sports field. A plastics modelling group was
included for the first time this year. Water borne models were included, and the Surrey Park MBC
won the Best Club Exhibit. Big models included the VARMS tug and David Law's Stuka which
won Best Model of Show.
Static displays included hang gliders, Keith Hearne's ultra light, Ryan Nothard's F2 racing
car and a Cirrus sailplane. The flying demonstrations included CL vintage team race and combat,
Cliff McIvor flying Cl and RC sports models, Scott Lennon flying a Ricochet and Rob Barbuto and
John Wessell flying R.C. helicopters.
Important points for success included a good venue, advertising in regional newspapers,
leaflets for schools and shop windows, displays in shopping centres and banners outside the venue
to attract passing motorists. Also, awards for different categories of models should be available and
advertised, including sponsorship from the hobby trade for door prizes and show awards.
A guide to show organisation is available by discussion with the VARMS executive.
PARTICIPANTS IN VARMS EXPO '89.
202
The Clubs.
Control Line Aircraft Modellers Society
Doncaster Aeromodellers Club
Knox Model Aircraft Club
Lilydale & District Flying Association
Melbourne RC Helicopter Club
Racing Model Power Boat Club
Surrey Park Model Boat Club
Pakenham & Dist. Aeronautical RC Society
Victorian Free Flight Society
Victorian Model Power Boat Club
Victorian Model Yachting Council
Waverley Scale Modelling Club
The Trade
Australian Balsa Company
ABC Models
Hawthorn Hobbies
Micro Dee
Model Engines (Aust.)
Riverside Hobbies
R J Model Enterprises
Victorian Hobby Centre
Top Model
David Law's Ju.87 Stuka
Best Club stand
Surrey Park Model Boat club
Best Trade exhibit
ABC Models
The December magazine also had an excellent and very complete article referring to VARMS's
participation in the Futaba Trophy on November 18/19. However, as this article has a bit of 'bite' to
it, it will be better understood if another article on the same event held in 1987 precedes it!!
FUTABA TROPHY 1988
This is not a report from the past, but a report on the future. Within the club there are quite
a few members who feel strongly about this competition. I will explain why.
At the 1987 Trophy VARMS suffered two insults. The first was the incident with Colin
Collyer in Scale. Colin flew his "Golden Eagle II" and was rudely interrupted by Ford Lloyd just
before launching for the second section of his flight. The aforementioned person strode up to the
judges and removed their score sheets before Colin could launch. This little incident was
supposedly sorted out at the VMAA meeting and VARMS received a sort of apology for this.
The second insult was the fact, that VARMS was not even mentioned in the report in the
VMAA newsletter. We may not have scored many points but we were there competing and so
deserve a mention.
The article continues with exhortations to all members to be upstanding in gathering a
complete and strong team to compete again later in the year, and ends on a very strong and
affirmative note.
If I have seemed pushy in this article then I'm a better writer than I thought. I personally
took great insult at what happened last year and I know many others who feel the same way.
VARMS got its face rubbed in the dirt and I won't take that sitting down. Those who care about the
club won't either.
Stephen Frodsham
Aspectivity 209 of December 1989 contained the following:
FUTABA TROPHY 1989 (18/19 Nov.) THE UNOFFICIAL (& highly subjective) REPORT
SATURDAY The further South we drove, the better the weather looked. At Cardinia there
was only one brief, light shower after 10 o'clock. So there! to all you stay-at-homes. Several
VARMS types were present, disguised as members of other clubs. The Glider event was called on
for 10.30 and shortly afterward Ralph Learmont appeared. Experienced witnesses stated that the
Eclipse has never before been rigged so quickly. All the good work did not compensate for dreadful
air in two rounds of a two-round contest. Some comfort may be extracted from the fact that Cliff
Fiddes won, even if it was as a representative of another organisation. Congratulations, Cliff.
Rob Goldman flew his Ford Flying Flivver for VARMS again this year. He has installed a
new motor and trimmed the Flivver to fly in a very scale like manner, leaving only the usual battle
with the weather and the judges to chance. the model gave a very life-like performance. Only after
203
his second flight was Rob to hear that one of his manoeuvres could not be scored because of a
technicality. In spite of this he placed 5th, the only trophy points for VARMS on the first day.
John Gottschalk arrived and trimmed out the new tug — the Flying Chainsaw is neat but
brutal, rather like King Kong in a dinner suit.
The Geelong contingent were well prepared, having arrived in a bus, they were last seen
erecting a khaki tent, whether as a hangar or sleeping accommodation I never found out.
SUNDAY Graham Sullivan had a very early start — 1.04a.m., when the Fire Brigade
arrived at Wesley College and he had to inform the Principal and assist at the scene of the fire.
Despite his sleepless night and the tension, Graham came to fulfil his part in the VARMS team. A
noble effort.
Peter Cossins sportingly flew Des Bayliss's sport model (originally owned by Peter C.) in
Sport Pylon against a field of models that made one wonder what the real pylon racers can be like
(sport is in the mind of the sportsman, I guess).
In the hangar, Graham was going through the static judging for Mammoth Scale, then
working out a flight schedule that the judges would not be able to fault, and striving, yet again, to
explain that gliders just don't have engines but the rules CAN be interpreted to accommodate a
scale-like demonstration of a DG-300's performance without straining one's prejudices too much.
We managed to remember from 1988 (and 1987), didn't we. Some people do seem to need a lot of
tellings. ("That's why VARMS has to keep entering", said Peter Cossins. "We have an educational
role to play").
Thankfully the climb section of the flight was not supposed to be judged for authenticity.
The tug (No that deserves capitals) THE TUG dragged the DG a long way up in a very short time.
The second round flight was an improvement on the first, in which a lack of penetration was
evident. In each the climax was a tremendous beat-up followed by a loop from eye level, right in
front of the judges. It wowed the crowd. Nice work!
John had also impressed with the return of the TUG and dropping the cable. Afterwards, if he had
a crate of engines he could have sold the lot to the bunch of big-model builders who crowded round
with, "What HAVE you got THERE!?"
Meanwhile Cool Col Collyer had been doing it for us in the Control Line circle, giving
VARMS two more trophy points.
To end a long day, Cliff Fiddes took Jim Robertson's Sopwith up in Biplane Aerobatics for
VARMS. The schedule for 1989 was rather ambitious for a model that gives a delightful impression
of a 1916 biplane, but Cliff made it look as good as it could.
The VARMS contestants should all be thanked for a sterling effort.
*Special commendation to Graham Sullivan for meritorious service.*
Can we hope for Some new blood next year?
.................................
Some Christian thoughts for potential entrants:
Matthew, 5:5 Blessed are the meek . . .
Acts, 9:5
It is hard to kick against the pricks.
204
..... and to follow on from the same magazine with the following Aspectivity Literary Supplement
THE GLIDER PILOT
The Bungee's taut, the pilot's ready
His eye is firm, his hand rock steady.
The pilot's standing in the heat
With thermals curling round his feet.
The wind is right, it's not too strong,
The crowd's alert, it won't be long.
The glider's pulling on the string,
It's hard to hold the bloody thing.
A bit of up, a bit of right
To counteract the force of flight.
The pilot knows that take offs near,
He's icy calm and knows no fear.
The tension's high on mind and hand,
The pilot's planning where to land.
He knows the phrase Beware of the Hun
Who may be flying in the sun.
But that's O.K. no sun today,
The sky's not blue, it's rather grey.
The pilot takes two more steps back.
He knows the drill, he's got the knack.
The two steps back increase the tension,
The crowd goes "aahh" in apprehension.
The Bungee shrieks a tortured cry,
And tries to launch the glider high.
But still the pilot holds on tight,
We hope his calculation's right.
Then we suddenly we hear a crack.
The pilot's fallen on his back.
He's quickly pulled along the ground
And soon he's reached the speed of sound.
He's catapulted in the air
The crowd go quiet and stand and stare.
They've never seen a pilot fly
Without a plane, they think he'll die.
The pilot holds the towline tight,
He can't let go, it may be fright.
The crowd shout out "Release the Rope'
They think it is his only hope.
But as he climbs up mile by mile
He seems to wear a funny smile.
At 20,000 feet or so
We see the line, he has let go.
A tiny dot that's getting bigger,
We now make out a human figure.
Swooping down from clouds so grey
We're so relieved we cheer, Hooray.
He barrel rolls and comes down swooping,
Banking, curving, now he's looping.
He doesn't need a plane to fly
205
He's all alone up in the sky.
He does a perfect 3 point landing
Salutes the crowd, and stays there, standing.
This flying man, this absolute genius
He comes you know, from the planet Venus.
Charles (Dr. Thermals) Scott
43rd Nationals, 1989/90 held at Bunbury W.A.
F3B
1. Peter Lewis
2. Don Woodward
Thermal
1. Peter Pine
2. Peter Lewis
7 Cell
1. John Torrance
2. Peter Pine
3. Eddy Meester
3. John Haren
3. Mark Ferguson
Aspectivity 212 / April '90 contains an advertisement for yet another in the Ricochet series, the
"Bullet" (Standard Ricochet fuselage with modified slope wings), for use primarily as a Slope Pylon
racer or Slope Aerobatics.
Also in April on 21st & 22nd many VARMS members attended the Inaugural Scale Glider Meeting
at Waikerie, South Australia, hosted by the Southern Soaring League. The following members
attended (in a bus) with their respective models:Tom Wickers
Discus
DG 300
Colin Collyer
Golden Eagle Ka 6E
Neville Leo
Kestrel
DG 300
John Lawrey
Discus
Steve Cooke
L-Spatz
Rob Goldman
Olympia
Foka 4
Barry Dundas
Minimoa
Frank Smith
Grunau Baby Moatzagotl
Bill Denheld
Salto
Wayne Jones
Orlice
LS 4 DG 600
Tim Mellor
Grunau 1
Geoff Hearn
Kestrel
G.B.W.
Kirby Kadet
206
1990 - 91
The Committee
President
Martin Briggs
Secretary
John Lawrey
Treasurer
David Waterhouse
Editor
Neil McLeod
Contest Director
Peter Cossins
Publicity/Sales
Jim Robertson
Asst. C. D.
Scott Lennon
Scale Group
John Gottschalk
August Aspectivity 216 has the following statistics and comments relating to competitions compiled
and supplied by the current Editor - Neil Mcleod
EDITOR'S THOUGHTS ON THE VAST RESULTS
With 11 months available for contests, 8 official events were recorded. On some days the
weather prevented the scheduled contest or any substitute. On others, many people were deterred
by the weather at home from attending — either it looked too bad or it looked too good to waste at a
comp. It's true that in most contests each entrant doesn't fly very much. Neither does it give much
chance for useful practice: but it shows the results of practice in the previous months. Looking at
the results and referring to "How to Lie With Statistics" from time to time we find:
MOST POPULAR *One Model (Prelude) = ~State Thermal Comp
18 entrants
*Hand Launched, 2 task
16
'
*ABC Glider Day (Open thermal)
15
'
#2 Minute & Spot landing
14
'
~Cross-country
9
'
LEAST POPULAR +Slope Aerobatics = *Towline Aerobatics
7
"
Sites: *High Street Road, ~Leakes Road, #Fountain Gate, +Bass Hill.
So what? Don't forget the foul weather for those last two and the attempts to hold the State Slope
Championships also frustrated by weather. But it does seem that:
(1)
the simpler the contest the more people will attend and actually participate
(2)
the advantage of High St. Road's proximity to most of VARMS's membership seems to be
demonstrated
(3)
the large entry in the State Champs and the ABC Glider day reflects the fact that serious
competitors come from all over for the chance to be recognised in their field
(4)
my own case suggests that even a non-competitive type can finish well up just by going
along to all or most of the scheduled contest days and not being afraid to exhibit his
shortcomings to a sympathetic group who have mostly been through the same experience
not long ago.
CONCLUSIONS:
(1) I druther be flying. ... But..... Look at that <
> weather
(2) I druther be building ..But.. I'm not going out in that cold garage!
(3) Leave Statistics to the Standard Deviants
DECISION
Quit & Print & Coffee looks like the best bet.
November 3 & 4, 1990, EXPO held again (5th) at Waverley High School. 133 models were on
display and the following were the top six:
"Ettamogah Pub boat by Vivian Kenny,
"Mississippi Gambler boat by Vivian Kenney,
Bell 222 Airwolf by Barry Marx, also voted best Model
Curtiss P40E by David Law,
Spacewalker by Doug Anderson,
Elfe glider by John Gottschalk.
Also on display and in all its splendour was the club project U-2, albeit, still not quite ready to fly
but looking very LARGE and VERY impressive!!
207
December Aspectivity 220 contained the following guidelines for the fun-fly at Camperdown, and
are probably the most comprehensive ever used.
CAMPERDOWN FLY-IN 26 - 27 - 28 January 1991
The following proposals for the new format of the VARMS Camperdown Fly-In were
accepted by the Committee and, with the goodwill and good sportsmanship of all our Scale and
Sports flying enthusiasts, these suggestions should provide the ingredients for a most enjoyable and
safe week-end for everyone.
I.
RE SAFETY
OFFICIALS
One Director of Flight Operations
One Assistant DFO
Several Safety Officers — according to need.
A)
Scale pilots should have the assistance of an observer.
B)
Pilots will announce take-offs and landings.
C)
Models are not to be flown closer than 30 metres from people and cars.
D)
The use of the keyboard will be strictly adhered to by all.
Keys will be placed and removed by the relevant pilots only.
E)
All transmitters must have current certification.
F)
Aircraft above 6Kg must have appropriate permit to fly.
G)
All pilots need their current FAI Sporting Licence card.
If a pilot has no FAI card he must report to the Director of Flight Operations
or any Safety Officer.
II.
COMMUNICATIONS
ONE information board will be placed at the entrance to the Park, showing the current
flying site in use and activities for the day.
ANOTHER information board at the flying site will show safety arrangements and
procedures for the day.
III.
DAILY FLIGHT SLOTS FOR EVERY DAY OF THE WEEK-END
General Sport Flying
from: Sunrise
until: 10.30 a.m.
SCALE ONLY
10.30 a.m.
11.30 a.m.
Sport
11.30
1.00 p.m.
SCALE ONLY
1.00 p.m.
2.00 p.m.
Sport
2.00 p.m.
3.30 p.m.
SCALE ONLY
3.30 p.m.
4.30 p.m.
Sport
4.30 p.m.
Sunset.
IV.
SCALE GROUPING FOR JUDGING PURPOSES
1.
Vintage
(Any wingspan for ALL groups)
2.
Modern
3.
Power Slope Soarer
4.
Salto
5.
Unorthodox
V.
SCALE JUDGING
STATIC
A.
No documentation is required.
B.
Models to be judged must have appropriate markings.
FLYING
Two roving judges will assess both static and flying.
208
There should be not more than 5 SCALE models flying simultaneously.
VI.
OTHER EVENTS TO BE STAGED DURING SPORTS FLYING TIME SLOTS
A..
Ridge Rats
B.
Southern Sailplanes models
C.
Balloon Bursting
D.
Photo Sessions
E.
Night Flying
VII.
The BARBEQUE on Saturday night at the Caravan Park will be held in ONE area,
so everyone can enjoy the entertainment! (?)
VIII.
SITE MANAGEMENT
NO Smoking - NO Alcohol at the flight Line
NO rubbish ANYWHERE please!
IX.
ALTERNATIVE ACTIVITIES
Aerotowing:— at the Racecourse
Power/Electric Flying:— at the Racecourse
Seaplanes (by arrangement with Director of Flight Operations re frequencies)
—at Lake Bullen Merri
X.
DINNER, SUNDAY
VENUE: to be announced
Presentation by VARMS President.
The emphasis is on maintaining the original, low-key concept for the meeting, which goes
back to the early 1970's when the late Brian Laging and a few VARMS members who flew large
aircraft, gathered annually on the Australia Day week-end and, making use of the beautiful slopes
around the lakes, usually had a ball, just flying during the day and gathering around the camp fire at
night. The low-key "Clayton" contest developed from there, as the attendance grew with time. It is
now the biggest slope flying-and-social event involving R/C sailplanes, particularly scale, in
Australia.
.............
44th Nationals 1990/91, at Bendigo Vic.:
Thermal
David Hobby 2nd - unconfirmed
F3B
John Lawrey 2nd - unconfirmed
Thermal(Jnr) 1. Andrew Benton
Also at these Nationals, an un-official event "Scale Glider' was held as per the following report.
SCALE SNIPPETS
By John Gottschalk
Scale Gliders at the Bendigo Nationals
So, it finally happened! Our fraternity was included for the first time at an Australian
National Championships – as an unofficial event under provisional rules. The event was scheduled
for the last day, so we did some practice flying during the week, sharing the R.C. practice field,
about 13 kms away with a variety of Radio activists, mainly helicopters and some sports flyers.
Between 10 a.m. and 4 p.m. we were usually clobbered with some unmentionable high
temperatures, so we ventured out on two evenings, with Mr. Murphy (of Murphy’s law) winning
again on the first occasion by seeing to it that the tug would break its tail wheel assembly. So, back
to Melbourne we went and during the dying hours of 1990 a new tail wheel assembly was created.
Everything went fine after that. Even the Golden Eagle towed up nicely and, in the absence of
Robert Goldman, a very talented young pilot, Peter Jordan from Swan Hill took on the task of
towing the Elfe up, which turned out to be a very enjoyable flight, as it looked very realistic.
209
On Friday the weather changed and it rained steadily from then on. Saturday morning we
went out to the R.C. club field and it was obvious that we could not conduct the static judging under
the prevailing conditions, (it still rained), so we got permission to do it at the Nats Registration
centre in Bendigo. Off we went in the rain, went through the static contest and by 12.30 we loaded
up again (in the rain) and back to the field we went. The deadline was set for 3 p.m. to start flying.
By 2.30 p.m. it cleared up somewhat and the Tug was readied for action. To our relief and
disbelief, it stopped raining completely by 2.40 p.m. and away we went. With three manoeuvres of
your choice to do in two flights and a working time of ten minutes each, it was a relatively easy task
provided you did it right! Unfortunately, due to the wind direction. we had to take off and land near
the end of the field. which had some tall trees nearby, so the landings were not all what they should
have been. The gusty wind was not very helpful either, and flyers and judges had some anxious
moments. Nine models were entered in the contest, seven actually flew.
Results in R. C. Scale Glider
1. Robert Goldman Olympia Meise
389.0
2. Colin Collyer
Golden Eagle
370.2
3. Frank Smith
Grunau Baby IIB
350.1
4. John Gottschalk
Elfe S-4-A
333.1
5. Wayne Jones
305.7
6. John Lawrey
304.7
7. Darrel Blow
244
8. Peter Wright
102.4
Congratulations to the winner and all placegetters!
John Berry, Barry Dundas and Gary Sunderland officiated as judges and we thank them for
their efforts. Special thanks to the Contest Director, Peter Mather who had done his homework in
the most diligent and meticulous way. The professional touch was most evident. Tim Mellor
helped with the score collection and David Hobby was Our man on the Ripcord. Well done
fellows. We also thank the Bendigo Club for their hospitality. We shall return on the 24th March.
Feb. '91 - Geoff Hearn commences Glider Training
scheme at VARMS High Street Road site on a weekly
basis. ((Training is still ongoing in 2013))
February ’91 – in Aspectivity 221 we have an article
that is at the very heart of our hobbyBALSAWOOD
Models are no different than any other type of flying
machine, large or small – THE LIGHTER IT IS
BUILT, THE BETTER IT WILL FLY ! With that in
mind, it is easy to understand why balsa has been the
standard material for model aeroplane construction
since it first became readily available in the late 1920’s.
Its outstanding strength-to-weight ratio enables
modellers to construct durable models that will fly in a
totally realistic manner. Balsa also absorbs shock and
vibration well and can be easily cut, shaped and glued with simple hand tools.
WHERE DOES BALSA COME FROM
Balsa trees grow naturally in the humid rain forests of Central and South America (and New
Guinea). Its natural range extends from Guatemala, through central America, to the north and west
coast of South America as far as Bolivia. However, the small country of Ecuador, on the western
coast of South America, is the primary source of model aircraft grade balsa in the world. Balsa
needs a warm climate with plenty of rainfall and good drainage. For that reason, the best stands of
balsa usually appear on high ground between tropical rivers. Ecuador has the ideal geography and
210
climate for growing balsa trees. The scientific name for balsa is ‘ochroma lagopus’. The word
balsa itself is Spanish meaning raft, in reference to its excellent floatation qualities.
HOW DOES BALSA GROW
The is no such thing as entire forests of balsa trees. They grow singly or in very small, widely
scattered groups in the jungle . For hundreds of years, balsa was actually considered a weed tree.
They reproduce by growing hundreds of long seed pods, which eventually open up and, with the
help of the wind, scatter thousands of new seeds over a large area of the jungle. Each seed is
airborne on its own small wisp of down, similar to the way dandelion seeds spread. The seeds
eventually fall to the ground and are covered by the litter of the jungle. There they lay and
accumulate until one day there is an opening in the jungle canopy large enough for the sun’s rays to
strike the jungle floor and start the seeds growing. Wherever there was an opening, either made by
the farmer or by another tree dying, balsa will spring up as thick as grass, A farmer is often hard
put to keep his food plot clear of balsa. As new balsa trees grow, the strongest will become
predominant and the weaker trees will die. By the time they are mature, there may only be one or
two balsa trees to an acre of jungle.
HOW LONG DOES IT TAKE A BALSA TREE TO GROW
Balsa trees grow very rapidly (like all weeds). Six months after germination, the tree is about 1 ½
inches in diameter and 10-12 feet tall! In 6 to 10 years the tree is ready for cutting, having reached
a height of 60-90 feet tall and a diameter of 12-45 inches. If left to continue to grow, the new wood
on the outside layers becomes very hard and the tree begins to rot in the centre. Unharvested, a
balsa tree may grow to 6 feet or more in diameter, but very little usable timber can be obtained from
a tree of this size. The balsa leaf is similar in shape to a grape leaf, only a lot bigger. When the tree
is young, these leaves measure as much as 4 feet across. They become progressively smaller as the
tree grows older, until they are 8-10 inches across. Balsa is one of the few trees in the jungle which
has a simple leaf shape. This fact alone makes the balsa stand out in the jungle.
WHY IS BALSA SO LIGHT
The secret to balsa’s lightness can only be seen with a microscope. The cells are big and very thin
walled, so that the ratio of solid matter to open space is as small as possible. Most woods have gobs
of heavy plastic like cement, called lignin, holding all the cells together. In balsa, lignin is at a
minimum. Only about 40% of the volume of a piece of balsa is solid substance. To give the tree
the strength it needs to stand in the jungle, nature pumps each balsa cell full of water until they
become rigid – like a car tyre full of air. Green balsa wood typically contains 5 times as much
water as it has actual wood substance, compared to most hardwoods which contain very little water
in relation to wood substance. Green balsa must therefore be carefully kiln dried to remove most of
the water before it can be sold. Kiln drying is a tedious 2 week process that carefully removes the
excess water until the moisture content is only 6%. Kiln drying also kills bacteria, fungi and insects
that may have been in the raw balsa.
GRAIN STRUCTURES
“A” Grain – This timber is characterized generally by its lightness, flexibility across the sheet, and
fairly long straight grain pattern. Best used for wing sheeting, curved fuselage upper and lowers
etc.
“B” Grain – This timber, although similar to A grain when one glances, it exhibits shorter grain
length, less flexibility, and is usually slightly heavier. It is a good choice for wing ribs, fuselage
sides (try to select 2 pieces with equal flexibility), and general structural parts. This is also the type
of timber one should select to cut sticks or spars from.
“C” Grain –(Also known as Quarter Grain) – Characterized by its distinctive mottley appearance,
this cut of timber is extremely rare. Sheets of this timber are very rigid, and selected properly can
yield a structure of considerable strength. Totally un-suitable for long thin or stick type lengths due
to cross or quarter grain structure. Supplied by Mike Christoph and courtesy of SIG
Manufacturing
211
The Flight Of The U-2 - Kilcunda
Jun. '91 - The U-2 P.S.S. (Club project) flies "backwards" at Kilcunda. Here follows a complete
report by Tim Morland as reflected in Aspectivity 226/July '91).
Yesterday our U-2 leapt
into the wild blue. Now we gotta
fix it. To say we have a slight
problem with incidence would be
an understatement. I'll explain.
Weather was perfect for
the maiden flight. 20 to 25 knots
from the north west (Kilcunda).
The right day had finally arrived.
People and models crowded the
top of the slope and parked cars
trailed off into the distance.
Immediately after the
launch (about 1245 hrs) it became
apparent to me pushing and
pulling the sticks that sufficient
down elevator was not available.
The nose of the craft would not stay
down. I appeared to have no effect
at all on the attitude of the rearing
beast. As those who were there will
attest, the ride up and post-stall
descent 50 metres downwind were
dramatic, to say the least. The
subsequent heavy landing broke the
port wing at the end of the dihedral
bar. There are also some stress
fractures
in
the
fuselage.
Considering the impact, I think we
got off rather lightly.
Our U-2, as you know, has some closely related cousins. Two half-size replicas have been
built. The required position of the C of G is therefore known. And that's where it is on the big U2.
Same place.
The difference between large and small is ..... what we are going to find out.
Incidence of the mainplane on the club model is currently 3.5 degrees. The way she went up
yesterday, the same degree of incidence may well be appropriate for the tailplane.
Working bees are being arranged to do the repairs. Anyone with ideas and action in mind
are welcome to come along.
212
1991 - 92
President
Treasurer
Contest Director
"
"
July 1991 (A.G.M.) –
Max McCullough
David Waterhouse
Stephen Frodsham
Tim Mellor
The Committee
Secretary
Editor
Publicity
Scale Group
Barry Dundas
Neil McLeod
Jim Robertson
Colin Collyer
James (Jim) Robertson
awarded
Life Membership.
Jul. "91 - Gallagher's paddock (VARMS H.S.R. site) selected by Knox Council as site for a tip &
land-fill, (Did not proceed)
Asp. 227 / August '91 - Southern Sailplanes advertisement for entire range of models including the
Eclipse & Apollo
Asp. 228 / Sept. 91 records the production and sale of a "Club" electric winch, the basic items being
produced by a club member (Jim Robertson) for purchase by club members (and others)
Nov. 3 - 4, EXPO (the 6th ) at Waverley High School Hall.
Expo excerpts: Winners
Top 6 Exhibits
D. H. Tiger Moth
Les Briscoe
C.A.C. Boomerang
Noel Whitehead
213
F15 Eagle
Les Briscoe
Model Railway Layout
Moorabbin Tafe
H.M.A.S. Darwin
Sam Camelleri
Spacewalker
Mark Collins
Best club stand
Doncaster
Best Trade stand
GJ Kites/Models
(Note, in the late 90's this school was demolished and replaced with very pricy real estate.)
The Flight Of The U-2 – 2ND Stanza
Aspectivity 230 of Nov. '91 reports on the 2nd flight of the U-2.
The VARMS U-2 was again ready for testing and although we had better than 30 knots of wind, it
was directly on the slope.
The first ‘hop’ consisted of a series of ‘touch and goes’ with no clues as to what was really
happening. Tim Morland, the pilot, thought perhaps it was nose heavy as it did not respond
immediately to his command, but Knut and Colin thought that it was tail heavy and therefore oversensitive. ..? Only one thing for it. Another go.
Second launch of the day and out she goes, although showing signs of being over-sensitive on
elevator and not being able to find a comfortable speed to fly. It certainly looked impressive in the
sky, positively blocking out the sun. About this time it dropped a wing, a sort of stall turn, and
when it recovered, Tim stated that it does good stall turns, even on small amounts of rudder. I
thought it looked dangerously like spinning. Lo and behold! That’s what we got next; a dropped
wing and quickly into a fully developed spin. I thought that if it didn’t recover after one turn, it
wouldn’t. And it didn’t. 3½ turns later the inevitable happened, it landed. Nose and wing
damaged. Fixable if morale can be. Although this is a major setback, It certainly is not a new
thing in the history of aviation. Chuck Yeager’s book has a good account of spinning in a
Starfighter, I think and he had about 70,00 feet to think about it. It also finished with a broken
aeroplane and a surprised pilot. I guess that’s what test flying is al about.
POST MORTEM
Thoughts of the C of G.
1/
Because of a tail heavy situation, the model was inclined to stall and spin. Once it had, not
enough height to recover.
2/
The model is likely to be tip-stall prone because of: (a) high root:tip chord ratio, (b) fair
amount of sweep-back, (c) relatively low-powered tail-plane, (e) no washout, (f) warp, maybe?
IT’S EASY TO BE WISE IN RETROSPECT.
The Flight Of The U-2 – 3rd Stanza - Camperdown
Pictured, the U-2 sits after several ‘make-overs, awaiting its FIRST real FLIGHT
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The following from Aspectivity 233/March is part of the Camperdown '92 report and shows the
better side of the U2.
The highlight was the successful flying of the VARMS club U-2 Power Slope soarer. Test
pilots, Messrs Sullivan and Fiddes showed us all how it's done; they have both been promoted to
Astronaut status - despite the two or three tip-stalls and least one spin, which almost saw them
demoted to Ground Crew.
The landing was interesting, as Graham (Sullivan) executed one fly-by after another, each
time achieving a better approach. The touch and goes saw all the spectators take on the
appearance of a line-up of open-mouthed carnival clowns all waiting for the insertion of the pingpong balls - and just as the ball was to be inserted he executed a perfect roll with this 43 lb
monster.
Above we have two pictures of the U-2 flying at Lake Bullen Merri, Camperdown as they appeared
in the Aeromodelling Digest 1992 – pictures supplied by Don Hauser.
April saw the 45th 1991/92 Nationals at Waikerie, S.A.:
Thermal
1. Rob Benton
2. Leo O'Reilly
3. Mike O'Reilly
Aspectivity 235 of May 1992 reports that VARMS memberships exceeds 200 for the first time and
also contained the following rebuttal from a 'universal' law maker:
22 Morden Court,
NUNAWADING 3131
10th April 1992
The Editor,
VARMS.
Dear Sir,
Mac'
Friend,
Pal !
'ENUFF IS 'ENUFF ! I realise you are not to blame, you have to publish rubbish, no matter
how scurrilous: I should have forwarded an epistle earlier, but the latest onslaught has driven me
to it, so before falling onto my bed of pain to brood on the ignominy of it all, I'll beat into
submission the keys of my ancient Olivetti !
Old Chum, this all started back when John G. blamed me and Newton for causing the
demise of his power tug.
Sir ! I have not had any truck with Newton since he did something rude with an apple or a spider !
He and I pass each other in our broughams looking the other way ! Further-more, I would not dare
to damage one of John's beautiful machines, he is bigger than me, and can run faster !
Then in a later issue several scribes sank twice to impugnment.... Can you imagine the
enormity of it all, now in the latest issue - One, a former contest director, I believe has made
imputative comments !
Mate, where will it all stop ! Why can't it be altered to say... MORLANDS LAW, or you
215
might think of someone EVEN more blameworthy, and then I'll be let off the hook?
Sir, I am disgusted of Morden Court !
Yours Sincerely,
Morrie Murphy
PS. I'm off today to St. Vincent's Private Hospital for a Bowel Tumour operation. I tell you, when
you pass 70, there's never a dull moment !
… and just for the heck of it, a picture of the Murphy family enjoying a day at the beach has been
included.
Jun. '92 - John Lawrey takes command as O.I.C. of VARMS training scheme
VARMS membership for end of year was highest ever at 210.
May '92 - passing of John Vanderwolfe (ASP 237/Jul'92- Tribute):A Tribute To John Vanderwolfe
By Ojars Balodis
It is with much sadness I write that John Vanderwolf, a good friend to
many of us, passed away on the 25th May 1992, following an 18 month battle with
cancer.
There is no doubt that John deserves a place in VARMS history for he was
instrumental in helping VARMS to grow and consolidate during the 1970's and
early 80's.
John first became interested in R/C models after his son, Ronald joined VARMS in 1971.
Living only a few minutes from Glenfern Rd., John and his family soon became regular builders
and flyers at the site. At the time large scale models were only just beginning to appear, Ralph
Learmont's Kestrel, John Gottschalk's K13 and Ray Cooper's Foka 5, for example. John soon
became interested in building a 1 : 4 scale glider and in 1972, with Peter Prussner, purchased
original scale drawings from Czechoslovakia and commenced building a Blanik L-13. John put his
varied talents to work and built the entire model from aluminium sheeting, complete with thousands
of rivets. After all, it was supposed to be scale! The model ended up weighing 25lb.
Apparently the model was first flown at Berwick, towed into the air by a towline held by
Ronald on the back of a motorbike. The pull of the model was strong enough to pull him clean off
the bike into the air. On landing, the Blanik collided with and took out a red gum fence post! After
216
repairs it was flown several more times and eventually retired, considered to be a little on the
"heavy" side.
John was a prolific builder and to his credit, has built many 1 : 4 scale gliders, including no
less that 4 Pilatus B4's, a Cobra 17, Standard Cirrus, SB 10 another Blanik, a 12 foot 1 : 8 scale
Catalina PBY-1, a 1 : 3 scale Robin tug plane and a handful of large Cumulus inspired models.
John will always be remembered for his Meteor, built in 1976. He developed a technique
for making large models quickly by carving large blocks of styrene foam, suitably sealing them and
then fibre glassing over the outside. When finished, John would simply pour in petrol to dissolve
the foam. Result -- one fibreglass fuselage, without the need to make a mould. The Meteor was 17'
wingspan and is famous for its 26 odd huge consecutive loops at Apollo Bay, following elevator
failure. The model eventually pancaked on top of the slope after most people wisely chose to leave
the area!
John devoted a lot of his time and energy in the 1970's to the benefit of VARMS and its members.
He often helped in training new members and would tow the club's trailer to meetings all over
Victoria. He instrumental in helping VARMS to maintain its Glenfern Rd. flying site and also in
obtaining the use of a site on High Street Rd.(Norton's Lane) near the current site. He also
organised special VARMS events such as trips to Naracoorte, Sth, Aust., and Apollo Bay.
John served as President of the club in 1978 and also served as Contest Director, Property
Officer and Site Controller for many years. John's wife Willie, was Treasurer of VARMS from
1976 to 1981.
The last 18 months were extremely difficult times for John and his family. Fortunately, he
was able to maintain his positive attitude and, with some help and inspiration from Knut Neumann,
he commenced his final project. John always thought BIG and this project was no exception. He
started work on a wooden 1/2 -scale model of the aerobatic glider Lo 100. The fuselage is
enormous, yet very light. John had completed the fuselage construction and was well into the wings
when he was hospitalised. Sadly, he was never to complete this project. His sons, Ronald and
Andrew have promised to complete the model in the future. It will certainly be something special
to see.
To John's wife, Willie and to his sons, Ronald, Andrew and Darryl, we extend our
deepest sympathy. He was a special man.
===== + =====
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1992 - 93
President
Treasurer
Contest Director
Publicity, Meetings
Don Hauser
Marcus Stent
Tim Mellor
Jim Robertson
The Committee
Secretary
Editor
Committee Member
Scale
Barry Dundas
Neil McLeod
Brian Andrew
Bill Denheld
& Brian Andrew
"92 A.G.M. –
Geoff Hearn awarded "Clubman of the Year"
& "Life Membership".
Sep. '92 - An early request to land-owners (Parks Vic.) for consideration for the use of power
models at H.S.R. for Aero-towing.
Oct 3 & 4 - Aust. F3B Championships at Wangaratta, Results :1. Evan Bengston QLD,
2. David Hobby VIC, 3.
Garry Jordan QLD.
VARMS EXPO, 31 Oct - 1 Nov. 92
Aspectivity Visits – Stan Mason
(VARMS 36)
Aspectivity 240/October '92 provides a profile of Stan Mason (No. 36) by Brian
Andrew.
When one has a father who served in No 1 Squadron Australian Flying
Corps it is inevitable that AIRCRAFT would follow on in his son's blood,
especially when father and Stan visited Central Aircraft in the 30's to purchase
rubber powered model accessories. Stan was then involved in the Melbourne
Aero Club, flying mainly gliders. This was followed by control-line flying after
the war at Surrey Park where Stan was an enthusiastic helper.
In between modelling Stan worked at Metro Gas as a cadet engineer and later became a
Civil Engineer, amassing experience in sewer and drainage projects, then to Coates for
approximately 18 months, where he designed a large crane for the Keepit Dam project. When slot
cars were the rage at East Burwood Stan also served as Treasurer. Then the club moved to the
Canterbury theatre where they raced in the upstairs area.
After the slot-car era, it was back to aeromodelling, information coming from the model
Dockyard on R/C gliders and slope sites. Stan was then seen at Glenfern Road with Grundig singlechannel models and at Mt. Hollowback in the 60's when everybody parked their cars at the bottom
of the hill, and at Torquay where Stan joined VARMS.
After many years and models, some tail-less, Stan suffered a heart attack while flying at
Kangaroo Ground, terminating his climbing of hills, so he turned to sitting by the Lake sailing R/C
yachts, though he soon returned to aeromodelling and to his flying wing designs.
When on the field modellers gaze in awe as Stan lifts the hatches on any of the eleven
models he has at the moment, the workmanship in the scale type construction, attention to detail and
mechanical linkages continue to amaze them.
If members visit Stan at home he could be tending his orchids, using his lathe, running the
four stroke or designing new mechanical linkages.......
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Aspectivity Visits –Peter Mather (VARMS 6)
Aspectivity 241, Nov '92 contains a profile of a longstanding VARMS
member, Peter Mather (VARMS No 6), provided by Brian Andrews.
Peter is possibly not known to a large number of current VARMS
members, as his chosen profession has taken him interstate on two
occasions since the VARMS foundation meeting in 1968.
So, let us turn back the clock to 1956 when the young Peter could
be found flying very basic free flight models in the Sandringham area.
As the years rolled by he graduated to control line and free flight at
Dendy Park and Elsternwick Park, until the day he lost a free flight
model to a thermal (something he hadn't known existed).
1966 was the year Peter joined the Air Force at the R.A.A.F.
Academy, Point Cook. He enjoyed flying models at the base, among
them a Marcsman and a Hearns Hobbies Eagle, and still found time for slope soaring at Beveridge
and Bacchus Marsh.
He also found time to study and 1970 was promoted to Flying Officer. When transferred to
Edinburgh S.A., Peter could be found navigating P3C Orions on maritime surveillance with No. 11
Squadron, and in 1975 was responsible for flight trials and project management between Laverton
and Edinburgh. 1978 saw him as Senior Navigator, No. 10 SQN. on Orions. Then in 1980, it was
back home to take charge of the A.T.C. as Sqn. Leader P. Mather. 1981 saw Wing Commander
Mather relocated to Dept. of Defence, Canberra. Returning to Point Cook in 1986, he managed and
co-ordinated staff at the R.A.A.F. College. In 1991 he took up the position of Staff Officer,
Operations, H.Q., Training Command, whose duties are too numerous to mention.
In between his career moves Peter found time for his love of thermal and X-country flying.
His first X-country model was a modified Cirrus called "Rainbow". He has fond memories of many
X-C flights with Geoff Vincent and slope X-country events that Geoff organised for VARMS. His
current model is an 8 year old modified Sagitta, complete with log book. In the workshop he has his
latest own-design H.L.G. called Stubby, named for its low aspect ratio. And there are also thoughts
of a suitable model to achieve L.S.F. Level 5 as he has already achieved Levels 1 to 4. The tasks
become increasingly difficult, where will it all end!
A few copies of the Werribee M.A.A.'s Werribee Flyer received lately reveals Peter as an
active member of that club.
(Peter also served as VARMS President 1981-2-3 and was also responsible for arranging and
running the popular X-country event, The Werribee Wander in the late 90's.)
Nov. '92 - Report from World Electrical Flight Championships on the performance of VARMS
members: David Hobby - 27th in Championship, Scott Lennon 13th in Pylon and 20th in
Aerobatics.
Aspectivity Visits – Colin Collyer (VARMS 81)
Aspectivity 242), Dec '92 contains yet another Profile by Brian Andrew of yet
another well-known VARMS member. This month we interview Colin
Collyer, a member, who, over the years, has been renowned for F/F models,
C/L aerobatics, car racing, rally-cross, circuit and hill climbs, R/C gliding (he
prefers scale) and large powered aircraft to tow scale gliders - seemed like a
good reason to Colin.
To place all this activity in perspective; Colin's introduction to model
aircraft came from his next-door neighbour in Clayton who thought the only
way to get his "Chief" glider into the air would be to tow it behind his
Volkswagen.
At the tender age of 15 Colin joined the Oakleigh Model Aero Club to fly C/L and F/F on
219
what is now the Monash Uni. site, with the occasional train trip to Albert Park, then graduating to
bicycle with model and battery strapped to his back, to fly at Ormond. An FJ Holden took Colin to
the Nats at Strathalbyn, S.A., his first Nat. meet. He recalls that the FJ used more oil than petrol,
but flying C/L aerobatics and F/F glider compensated for that.
1959/60 saw Colin concentrating on A2 glider, mainly at Boundary Road, culminating in a
State Championship win in the '70's. He constructed and developed a Renault Dauphine Special
powered by a suitably modified 16 TS engine, competing at Hume Weir, Winton, Calder and
Sandown, and also at Morwell and Newcastle hill climbs. He also competed in Calder rally cross
events, staying true to the marque in a Renault 10. Between motor racing events, Colin was
introduced to R/C gliding at Beveridge. On Colin's first solo flight his instructor said, "See you
later, I'm off home." The model survived. Colin's next memorable flight was of 3 hours duration at
Drouin with his "Daddy Kool" model- a little like a "Cumulus". Scale gliders came to the fore with
a slightly used 1/4-scale "Kestrel", duly repaired and flown. It was the only one to weigh about 11
lb. After the "Kestrel" came names familiar to scale modellers, like "Sperber Junior', "Kirby Kite",
"Golden Eagle" and "K6". To tow these models Colin built a large "Chipmunk", powered by an
S.T. 2500; not to tow just one but, on occasion, two or three. He has also been known to tow them
while inverted. And to collect prizes at scale power model meetings. (Colin was pictured with his
latest model the "MOBA" which has had many hours of flying, and according to Colin: "It flies
great.")
December 1992/January 93 – 46th Nationals held at Bundaberg Qld.:
Thermal
1. Stephen White
2. Ray Pike 3. Evan Bengston
F3B
Cancelled due to insufficient entries.
U-2 The Fourth Stanza – The Re-birth
VARMS U-2, The Re-birth.
After the destruction of the first
incarnation of the U2, it sat around for some
time and one overly inspired evening, Tommy
Wickers and myself (Henryk K.) decided to rebuild the wing, but using a totally different
wing section.
The thinking went along these lines, …
the first version was too heavy and fast, so we
build it lighter and use a lifting section…
Tommy’s fully molded Discus flew well –
“Yeah – let’s use that section” … so we did.
The section was traced and
proportioned to suit the cord already on the
fuz. A root pattern was made and Tommy
started searching for a block of foam big enough to take the whole wing in one cut. In his usual
fashion – he found some and we got to working on it. A piece of nichrome wire was acquired and
attached to a pole in the middle of the factory. The block of foam was positioned at the crucial
point of “that’s about right”. A handle was
attached to the opposite end near the template
and power was applied. With the stance akin
to that of a hammer thrower in the Olympics,
the delicate task of cutting the cores began…
and in actual fact turned out quite well.
Nothing a belt sander would not fix!
The wings were sheeted using balsa…
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lots of balsa, and compressed in their jackets using Tommy’s patented wing press (See photo of
Tommy sitting on fork lift). Add some glass, ally tubes, servos, paint and mix together with skillful
use of an angle grinder, the wings ended up completed and fairly strong, even a new colour
scheme… yes – I sound surprised and thankful.
(That’s a photo of me sitting on the thing).
Change locations and imagine a perfect northerly at Kilcunda. Blowing about 25 knots and we
were ready to launch. With the elegance of Fred Flintstone, I hurled the mass into the air and
immediately the U-2 soared to a few hundred feet. Talk about changed flying characteristics. This
was a totally different aircraft!
Now……
to get it down!
“The ‘NEW ME”, new wings, a
new dress, new numbers and
another outing with the boys”.
Camperdown '93. To indicate what organisation has been put in place for this weekend, the
following is taken from Aspectivity 242 Dec. '92 as a lead up for this event;
CAMPERDOWN FLY IN - January 30 to 1 February 1993.
The emphasis is on maintaining the original low key concept for the event which began in
the early 1970's when the late Brian Laging and a few VARMS members gathered annually to fly
large aircraft, making use of the beautiful slopes around the lakes during the day and gathering
around the camp fire at night. Attendance has grown with time and it is now the biggest slope
flying and social event involving R/C Sailplanes, particularly scale, in Australia.
DAILY FLIGHT SLOTS (EVERY day of the event subject to exceptions)
A.
General sport flying from
sun up
until 11.00 am
Scale only
11.00 am
"
1.00 pm
Sport plus
1.00 pm
"
3.00 pm
Scale only
3.00 pm
"
5.00 pm
Sport plus
5.00
onwards
B.
Sport Plus may consist or Ridge Rats, Southern Sailplanes and all other models, speed run
timing, aerobatic display and floater duration. Consideration may be given to the number in
the air depending on the conditions. Craftsmanship, finish and flying skills will be judged
by two roving judges.
C.
Scale
Vintage, Modern
Power slope soarers or unorthodox
Although there will be no contest, there will be scale judging for static and flying by at least
two roving judges each day. There should be no more than five scale models flying
simultaneously.
SAFETY
Officials
Several safety officers according to need
One Director of Flight Operations
One assistant D.F.O.
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


All Pilots should have the assistance of an observer
All pilots will announce take off and landings
All pilots should group themselves together to allow communication. When making a pass,
make your intentions clear to all. Call the direction from which you intend to pass.

The use of the keyboard will be strictly adhered to by all. Keys will only be placed or
removed by relevant pilots.

All transmitters must have current certification.

All pilots need their current FAI Sporting Licence card. If a pilot has no FAI card, he must
report to D.F.O.

Aircraft above 6 kg must have appropriate permit to fly.
COMMUNICATIONS
One information board will be placed at the entrance to the park, showing the current flying site in
use and activities for the day.
Another information board at the flying site will show safety arrangements and procedures for the
day.
SITE MANAGEMENT

No Smoking - No Alcohol at the flight line.

No rubbish ANYWHERE please!

There will be no toilet facilities on private property sites.

Drive cars very slowly on private property roads. The biggest worry for farmers
during the summer months is "FIRE". Do not smoke out in the open or at the road
side if we are flying on private property.
ALTERNATIVE ACTIVITIES
If there is no wind, aero-towing, power sports and electric flying is planned at the Racecourse.
Seaplanes by arrangements with D.F.O. re frequencies at Lake Bullen Merri.
NIGHT ENTERTAINMENT
Camp fire and video post mortems, etc after 9.00 pm every night.
Fire drums will be procured subject to C.F.A.
BYO firewood please.
SATURDAY night Bar-B-Q and night flying.
SUNDAY at 1.00 pm, Show Down. Everyone will get to fly in their category, scale and sports.
There is no requirement to fly but please show up for photo session. The crowd pleasing "Clayton"
contest will be judged by all - record your vote with any roving judge during the day.
SUNDAY DINNER
Hampden Hotel
Presentation by VARMS President - Don Hauser Followed by more video by campfire.
*************
Camperdown '93
1. Most Appealing Large Scale Modern Model
- Wayne Jones - G 103 Accro
2. Most Appealing Large Scale Vintage Model
- Dieter Prussner - Professor
3. Most Appealing Small Scale Modern Model
- Mathew Wood - ASW 24
4. Most Appealing Small Scale Vintage Model
- Barry DeKuyper - Goppingen Wolf
5. Most Appealing Power Slope Soarer (Jet)
- Peter Cossins - Learjet
6. Most Appealing Power Slope Soarer (Other)
- Steven Anderson - Spitfire
7. Best Presented Floater
- Mike Elsner - Thermal Swift
8. Best Presented V-Tail
- David Hughes - Viper Mk 3
9. Best Presented Slope Aerobatic Model
- Brian Wellam - Flame out
10. Most Unusual Model
- Terry Robb - Swept-o-maniac
11. Airmanship Award :(Includes safety factors, outstanding flight and consideration of
others)
- Peter Averill - Pirat
12. Most Realistic Flight, Modern Scale
- Colin Collyer - Moba
13. Most Realistic flight - Vintage Scale
- Martin Simons - PWS 101
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14. Most Consistent Lady Flyer
- Clare Averill
15. Junior Flyer
- Steve Malcman
16. Gunna Award (Who is gunna rebuild that model) - Tom Wickers (The U-2 & Fence)
17. The model that travelled farthest to Camperdown - owned by Ken Millson
Special cricket Awards
1. Javid Meandad Award - for Father Son/Daughter Team - Owen & Neil Williams of S.S.L.
2. Waugh Brothers Award - for best model of a War plane - Wayne Plunkett – Vampire
U-2 Fifth Stanza - The LAST flight of the U-2 - Camperdown.
"For those not present the story is, that the U2 was successfully launched and flown by
anyone present who had participated in its building and wanted a go. When the lift died Tom
Wickers had the death or glory task of landing it in the paddock below. The big, heavy model just
would not stop until it encountered an unseen fence, which stopped the wings. The joiner bar now
could serve as handle bars for a Harley."
The last report on the U-2, was, that it would be returned to its pristine
flying condition and remain as a STATIC model only.
..... with so much already said about '93 at Camperdown, a few subtle
observations from Tim Morland will not go astray!
The last of "THEM" as we know it.
Well, if you haven't been to Camperdown on Australia Day long weekend with VARMS, you
are now obliged to wait until 1998. Our unique way of celebrating Australia's birthday has been
sunk. Cast aside in the sea of change that is supposed to make ours a better state, it's a crying
shame.
There were about 160 people at Camperdown this year. On Saturday as well as
Sunday most had fun, although some didn't, but that I guess is the name of the game. Crashes have
a way of finding out who is really keen. I've written plenty of reports on Camperdown, others don't
appear to be very interested in spreading the word, of how Camperdown is simply the best way to
start off a modelling year with your friends and aeroplanes all over the place. It's the best kick start
I know of. One of the few times I get the chance to fly myself "out". That is, have enough of it and
going home contented.
It would be great if lots of other people would write about their experiences of the weekend.
No two would be the same, giving all of us a window into their experiences.
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For instance, why don't David Hobby and Scott Lennon get together and tell us all about their
flying wings.
John Lee could perhaps tell us why his lovely Schweizer T26 flew to the bottom of the hill, out of
control.
John Lawrey could give details about how you relocate a model at high altitude and then proceed
to land it in a paddock the other side of the camping ground.
Barry and Carol could tell us just exactly how much they have had to drink before they come to give
lucid commentary at the video rushes.
Harold Elliot could give a lecture on why Tom Wickers should not be given a plane which can
easily be flown too fast. The poor old Pelican started to flap!
Robert Goldman could give an analysis of why his Lo 100 flew down to the bottom of the hill,
again! He managed to get it back up last year.
John Gottschalk could give a piece on how not to hand-launch large models.
Max McCullough would explain why he described on the registration board the scale Spitfire as
"small" including a sketch of a fisherman to demonstrate its wingspan.
Dieter Prussner could write about the first VARMS meeting at Mt. Hollowback just 25 years ago
this February - he was there you know.
Tom Wickers may like to explain why he didn't land the U-2 at the top of the hill while he could (no
hard feelings). It’s the first time I've ever seen a plane stretch a wire fence.
Barry Nugent may like to explain the circumstances which lead his Alpina to be firmly planted in
the ground about 2 feet from his feet on Friday afternoon.
Terry Robb could bless us with an explanation of why his Star ship Enterprise is able to fly, apart
from the fact that it has a motor.
However, the person who left the gate open and almost finished our weekend off for us two days
early probably won't own up!
The council workers could justify putting the gate at the point on the wrong end of the flying field, I
prefer the old fence. More walking means less flying. They got the landing area right though,
didn't they?
NOTE - Tim flew a new model - a ROBBE SF 36 motor glider, very pleased with it except its
landing glide path is constantly about 100 metres too long - Ho Hum.....
Aspectivity 244, March '93 provides a report by Rob Benton of a X-country flight with his 14 year
old Bird of Time, where he flew a 42 km flight (49 km by road) commencing in the Werribee area.
Rob was assisted by Alan Flack and Peter White.
Mar. 13 & 14 - VMAA Trophy (Re-run) - VARMS equal 2nd with P & DARCS.
April 1993 - VARMS celebrates its Silver Jubilee, founded April 1968.
Apr. 24 & 25 '93 - Annual Scale meet at Swan Hill (ASP247/Jun'93)
Apr 25 '93 - Vic. State Thermal results:- 1. Rob Benton, 2. Marcus Stent, 3. Max Kroger.
Jun. 25 - Phillip Connolly hosts inaugural meeting of Electric S. I. G.
Jun. 27 - Glider Speed Trials at H. S. R. - results (ASP249/Aug. '93).
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1993 - 94
The Committee
President
Greg Hung
Secretary
Treasurer
Marcus Stent
Editor
Committee Member Brian Andrew
Publicity, Meetings
Contest Director
Tim Mellor:Thermal
Slope
Trevor DeHaan
60' Pylon
Fun Fly's
Lindsay Henderson
Electric
Scale
Dave Anderson
Glenn Salisbury
Richard Budge
Jim Robertson
Alan Mayhew
Glen Salisbury
Philip Connolly
The VARMS Clubman of the Year Award
was presented to Neil McLeod.
Aspectivity 248/July contains a reprint from November 1977 of Brian Laging's record-breaking
12 hr flight at Mt. Hollowback on Oct 22nd 1977.
Dawn! October 22 1977
The moment of truth!
Here we were assembling the Foka in a freezing South wind on the top of Mt. Hollowback,
trying not to forget things, such as the wing retaining rubber bands (I nearly did!). The remote
transmitter unit on the car roof, the big battery on the ground near the car door so I could read the
meter during the long hours ahead. Mike shivering in the cold holding the heavy model as I
checked for the last time that Left WAS left etc!
LAUNCH! TIME 5.23 a.m. Feel things out for a few minutes as we gain height for a
range check, plug in the rooftop R.F. unit and re-check range, finally we plug in the 12V battery and
check that current draw is correct. Collapsing the transmitter aerial we retire to the warmth of the
car, trailing leads through the window. A problem is immediately found which will annoy me all
day: the model is hard to see at height without craning my neck. Oh well, so much for forethought
and preparation!
For nine months we have been slowly setting up for this day, firstly seeking a battery of
sufficient capacity with acceptable weight. (Thanks Charlie Wyatt). Finally opting for a Yuasa 6V
9 amp lead acid of 3lbs 10ozs. Leaving the ballast out of the Foka this gives us an all up weight of
14lbs. with a loading of 23 oz.sq.ft. Kraft technician Eric Beilby gave every assistance in adapting
this to suit the receiver. Kraft also modified the transmitter to use a remote 12 V car battery for
power and lastly matched up a second R.F. stage and antenna assembly to my transmitter. This unit
225
allows the transmitter to be used with the antennae collapsed so it is easy to sit inside the car and
fly. By quickly pulling plugs and raising the antennae the transmitter is back to standard, allowing
full mobility in case the model drops below the hill-top.
The weather over a 12 hour period at Hollowback was interesting. At dawn it was 20-25K
from the S.S.E. with low cloud 6-800 ft. above the hill. Cloud could be seen forming on Mt.
Buninyong on the E. face and streaming off down wind. This was strange as the wind on our hill
was still S.S.E. Quite suddenly the cloud stream from Buninyong curved and was blowing small
clouds our way at about 500 ft. above us. As the morning dragged on this cloud began to lift and
street. We would spend some time slipping the model to lose height and even flying off around to
the side of the hill to get down, then the wind would shift 10 or 15 degrees and we would have to
keep in close to the hill to stay up.
This continued through lunch time with a couple of exciting moments when the lift faded
altogether, but the wind was still blowing. We noticed a tendency to have a 45.deg. total wind shift
as we got through the day. There also appeared to be some type of wave and thermal combination
from the hill in front, as each time the wind changed the lift moved from one end of the hill in front
to the other. Lunch time meant pies (hot, thanks to the wife) and flying with one hand on the left
sticks only, using rudder and elevator. Bob Sellars was here from 11.30 a.m. with his sons and they
put up some models into the good lift. Thermals were still coming through by 1.30 but some very
poor lift periods had us back on the ridge. Sometime around this the model started to climb towards
a black cloud and was starting to go up at a fantastic rate, I kept slipping the model to try and find
an area of slower ascent but suddenly lost sight of it at about 45 deg. up in front of the hill. It was
in cloud without spoilers! I started to slip it as steeply as I could and it screamed out the bottom of
the cloud in a 45 deg. spiral dive! If you have ever seen the Foka in a dive you STILL don't know
how fast it was going!
Hoping not to pull the wings off I levelled it out trying to get as far out of the lift area as
possible. The model must be stronger than I ever thought it was as nothing fluttered or fell off so I
kept slipping around the sky for 10 minutes to get it back to 200 ft. *Oh yes, cloud base was at 100
ft. above the hill as our altimeter read 1000 ft. on landing. Shortly after this conditions began to
moderate and by 3.30 p.m. strong, pleasant, steady, smooth, lovely lift was everywhere. Eric
Beilby arrived about this time with a big smile when he found us still on the first flight. As time
came up to equal the Australian record I seemed to recover a bit of energy, and felt a lot better. We
were equipped with lights for a bit of night flying if it was needed after a late start, but as the record
was exceeded by a comfortable margin we decided an early landing might be prudent, as I had only
had 9 1/2 hours total sleep on the previous 2 nights! After doing a few mild aerobatics during the
last half hour or so (I only rolled it once) an uneventful but rough landing was made, ending the
longest model flight in Australia to date.
Thanks to Mike Richardson on the dawn shift (also relief pilot during toilet breaks for about
7 mins), and Bob Sellers on the afternoon shift. Kraft Systems for the radio backup. Chloride
Batteries for the receiver battery. Norm Ross the helpful owner of the property. And Hughie the
weather God who helped out also!
Brian Laging
Trivia:At 30 M.P.H. cruise speed, 12 14 hours, 367 Miles!
Eyes weren't meant to do this continual staring!
Thumbs do get tired!
Cessna’s increase the heart rate when too close!
BRAKES are needed!
Coming down is sometimes harder than going up!
12 ¼ hours = over ¼ flight time on Foka in 22 months.
Batteries still had 27 hours at 225 mA left AFTER the flight!
Hoping this spurs others to have a go at something new.
December 1977 Aspectivity contained the official submission of claim for the 12 hour
226
duration record. Above it was a claim for record distance with a radio controlled sailplane of 22.3
Km. on 13.3.77, also by Brian Laging, using an own-designed Outcast.
The Australian record was only a prelude to a full-scale attack on the World duration record.
At the time VARMS had a group dedicated to record attempts, which were regularly reported in
Aspectivity.
A year later, on 30 September/1 October 1978, Brian and his crew achieved a new duration
record - 28 hours 0 minutes 28 seconds., still the Australian absolute duration record for any
category of model flight.
Peter Mather, survivor of the Record Group, still seems to be accepting Brian's challenge,
and by coincidence, Mike Richardson was a visitor at the June 1993 VARMS meeting.
Sep. '93 - Glider Training changed from every Sunday to every 2nd Sunday commencing February
1994.
Oct. '93 Shire of Pakenham extends planning permit P6650 for Huxtable Rd. to July 29, 2003.
Oct. 9 & 10 - VIC State Slope Championships - Results :1. Michael Fiddes,
2. David Hobby,
3. Tim Mellor
Aerobatics
Michael Fiddes (Slope Ricochet),
Pylon Tim Mellor (LB4)
Nov. 6 & 7 - VARMS EXPO at Waverley Secondary College.
The 8th & Last EXPO
For the occasion, the following collage seemed appropriate,

227
Nov. 14 - F3J at Leakes Rd. - Results :Qualifiers
1. Peter White
Final
2. Rob Benton
3. Terry Pasalaqua
4. Max Kroger
5. Des Bayliss
6. Marcus Stent
47th 1993/94 Nationals at Wagga Wagga, NSW.:
1.
2.
3.
4.
5.
6.
Max Kroger
Terry Pasalaqua
Des Bayliss
Rob Benton
Peter White
Marcus Stent
228
Thermal
1. Scott Lennon
2. Peter Abell 3. Alan Mayhew
F3B
1. Peter Abell
2. Phil Bird 3. Andrew Goddard
Review of Best of Camperdown - ASP 254/Feb94
March 1994 VMAA Newsletter reports the induction of Brian Laging (Deceased) into the
M.A.A.A. Hall of Fame (One time holder of R/C Sailplane Duration World Record 1979).
Mar. '94 - Institution of 60" Slope Pylon - Glenn Salisbury.
9th March. 1994 - Martin Briggs passed away - H. S. R. site re-named
Brigg's Field, Martin elected as a Life Member of VARMS, also
instituted, a Martin Briggs Perpetual Trophy to be held March yearly first held May '94.
A Tribute To Martin Briggs by Charlie Lambeth
(Aspectivity 256 - April 1994)
It is with regret that we learned of the death of Vale James Martin
Briggs after a long battle with cancer. As you are no doubt aware, he was
an active member of VARMS and an ex-President. He was a model
builder from childhood and of course used his building talents to
construct the shelter at our High Street Road site.
Martin started his full sized flying with a licence in Yorkshire, England in 1947. He came to
Australia, married and raised a family. After attending a talk on gliding by well-known pilot Alan
Patching in the 50's he subsequently joined the Victorian Motorless Flight Group and flew gliders
from 1960. He quickly rose to instructor and became VMFG President. When the club moved to
Bacchus Marsh and started aero towing in earnest he became a tug pilot and in 1974 tugged at the
World Championships at Waikerie. He was a glider engineer, part owner of a Libelle and won his
gold C and two Diamonds.
I next caught up with Martin when he was building a Model D11 aeroplane and I had the job
of carrying out inspections on it. Very frustrating as you can imagine as it was a job to find
anything wrong with his work. He had self-imposed quality standards of a high level. He went
from there to building ultra-light projects. I know that his wife Barbara, sons Peter, Paul & Keith
along with daughters Karen & Susan & his extended family will miss him as we shall. Sons Peter
& Paul carry on the gliding traditions and all the boys apprenticed to Martin as he was to his father
and he to Martin's grandfather. Not bad continuation of trade qualification and what can we say
about his human qualities? A real top and talented bloke.


229
1994 - 95
President
Tom Wickers
Treasurer
Graham Gibson
Contest Director
Tim Mellor
Ordinary Member
Jim Robertson
At the Annual General Meeting,
Jim Robertson was nominated as
The Committee
Secretary
Editor
Ordinary Member
Chris Gauld
Ross Peasley
Reg Neville
‘Clubman of the Year’.
July "94 - Scale Day at Leakes Rd. ASP 260 Aug '94
This was the first outing in the official VARMS year for the scalies. As Leakes Rd. is a flat field
venue the order of the days activities cantered around aerotowing. The weather at this time of the
year is usually pretty bleak, dull overcast days with rain being the rule not the exception.
There was good thermal lift around in the early afternoon and this lasted for around one hour or so.
Many good flights were carried out in this time span. Some of the more noteworthy flights were
Peter Averill with his Pirat, Colin Collyer, Brequet complete with towline attached, Frank Smith,
Grunau Baby. All these flights were in the vicinity of 15 - 20 minutes, and I (Geoff Hearn) even
managed to achieve a flight of around 20 minutes with my draggy Grunau 1.
The following is a list of flyers and their models that were present on the day:Peter & Claire Averill
Schweizer 2-23, Pirat and Little Bear (their J3 tug),
Colin Collyer
Ask-18, Brequet, Stampe & Chipmunk tow aircraft
Colin Handley
Schweizer 1-26, Clipped wing Cub tug,
Dean Mangan
Schweizer 1-26, DG-600,
Dave Anderson
K6E, ASW-15,
Andy Smith
Mosquito,
Frank Smith
Grunau Baby,
Bruce Howard
ASW-20L, Salto,
Neville Leo
K6E,
Paul Cooke
K6E,
Rob Goldman
ASW-24, Pawnee tug,
Ross Bathie
Hikari Primary, Norseman tug,
Wayne Jones
Grob-103C, Orlice,
Harold Elliot
Slingsby Swallow,
Geoff Hearn
Grunau 1, Grunau Baby,
Brian Andrews
Avia-40P,
John Gottschalk
Piper Super Cub tug.
Aspectivity 264, December 1994 reflects a strong move in the direction of Hand Launched Gliders
(H.L.G.’s), recently seen around the traps are the following:
Gerry Carter
Worbitz
Lindsay Henderson Zinger
Ross Peasley
O.D. polyhedral
Tod Watkins
Vertigo
David Hobby
RO8
Tim Mellor
O.D.
Tim Whitford
Flinger & Waco
Alan Mayhew
Worbitz
Neil McLeod
Varicois Ducks
Marcus Stent
Vertigo
Geoff Pentland
Mini Sunfloater
... others already flying - Flinger, Stylus & Eliminator.
48th 1994/95 Nationals at Mundijong W.A.- No results for this contest.
230
17 Jul '94 Inaugural 60" Slope Pylon at Kilcunda.
(See Contests for Results)
21 Aug '94 - 2nd 60" Slope Pylon contest ,Mt. Hollowback (See Contests for Results)
17 - 20 November - Australia hosts the Sanyo Electric World Championships at Wangaratta and the
events flown were: F5A (Aerobatics), F5B (Distance/Duration), F5D (Pylon), Big Glider (Min.
3.75m wingspan), 7 Cell Glider. The Australian team consisted of Ray Pike, David Hobby, Brian
Green, Scott Lennon & Bob Hickman
A Tribute to Stan Mason by Ralph Learmont
Oct '94 - ASP 262 relates passing of Stan Mason
with tributes from John Rawnsley (Past Master,
Canterbury Lodge). & Ralph Learmont
(VARMS).
On behalf of Stan's many friends from the
modelling fraternity...
"We'll miss you Stan."" ...So many fond
memories flash through our minds, it's hard to
single out any one facet of a very special and
unique person, a man who was a privilege to
know.
From your cheery laugh, to your wry sense of humour, you probably typified what most of
us would believe to be the ideal clubman. A profile of your many achievements would fill a book,
to count your close friends would add more chapters, to amass all your special, handcrafted models,
would fill the Expo display.
So where do we begin? -"Glenfern Rd," would (of all the many slopes you've flown at),
probably be the place where most of us have the most vivid memories. Your fold-out chair, and
thermos flask. your boisterous "HELLO'S," and of course your models' colour schemes ...bright
yellow and red, -highlighted with thin black stripes.
Then the night-time VARMS meetings, and plenty of good yarns. Without disrespect to
your many friends (whose names just can't fit here), it has to be told that your regular flying
mate/travelling companion, and visitor to the workshop -Ray Murrel (a very quiet person), was the
one whom you probably traded most of your neighbour-like modelling favours, (as we all tend to do
in our hobby).
Stan became a member of VARMS (No. 36) back in 1969, about one year after it started,
but well before that time, he'd been actively flying gliders along with others (Des Leahy, Morrie
Murphy and others), whom he had met at sites such as "Kangaroo Ground" as well as Glenfern Rd.
In fact, Stan was probably one of the first to have trodden the grass at Glenfern Rd., a
considerable time before VARMS came to be. It was that close knowledge of the place, and Stan's
rapport with the property owners, along with his quick witticisms, that got us through many of the
historical loss/regain episodes of our popular gliding site!
On a personal note, I had come to know Stan as a true and willing supporter whenever I was
in need. Back in those early days, He'd visit us regularly at our Burwood house, after a day's work
at the "Gas & Fuel." -All we'd do is talk "models" and then "family," ...along with my wife "Bev,"
and of course with that cup of coffee and biscuits. On many occasions, Frank Smith would join-in
quietly, and he and Stan would continue yarning for hours! )...I'd get back to work).
On the flying side, Stan loved it, ...but not competitively. All the same, If ever I needed
help, whether in flying or in running events, Stan would be there to help!
The story I have clear memories of, was in the early, annual "Cross-Country" weekends at
Warrnambool. It was done differently then, -Instead of the long single-launch flights we do now,
the task in those days, was simply to get to the "barbeque-field" ...at the other end (nearly 40 km
away), But one could relaunch as many times as necessary along the way! The scores were based
only on 'time taken.' For most, the plan was to hand tow off the side of the road.
231
We’d arrived at "Tower Hill" crater at 9.30 to be marshalled off into a strong northerly,
toward the destination. Sitting in the back of Martin Williams car (a Celica), progress against the
wind was difficult. After several frustrating handtows, snarled lines and cut fingers, Bev was out of
action, so she drove and Martin did (or tried to do) the tows. By this time Mike O'Reilly was
catching up, and things looked grim! Luckily, Stan and Dawn were following in their own car.
Stan jumped out, lifted the boot and positioned my winch (all-in a flash; and the helpers were
swapped)! From then on Stan did the launches (all of them along the road, regardless of crosswinds
and powerlines), and only snagged the chute once.
The "Sunbird" finally grazed in around the cars at the barbeque. We'd taken 2 hours 47
mins and 21 launches. Simon Morris took 3 minutes more, but in 13 launches. A hot dispute
ensued with dawn and Simon slugging it out. Stan stayed diplomatically "out of it."
Those memorable times, the VARMS camaraderie, the times with Stan and Dawn, Ojars,
Cliff Fiddes, the Murphies....
Before I'd met Stan, he'd been heavily involved with "slot cars." He'd explained to me the
many intricate procedures involved with their construction, and in that era, Stan developed strong
friendships with most of the devotees of the car world, who would regularly gather at his Ashburton
home. -As well as gliders, Stan had become actively involved with model boats and R/C sailing.
It's not hard to imagine him letting lose hid building prowess there! Particularly with Des Leahy,
Stan pursued yachting to the fullest, until later returning to aeromodelling.
Stan and Dawn enjoyed expeditions and dining out, building long social friendships with the
Murphies, the Gottschalk’s, the Collyer’s, the Goldman’s, the Coopers, the Smiths, the Learmont’s
and so on.
In more recent times, Stan and Bill Eunson developed strong ties, exchanging deeds of
goodwill. Recently, along with members like Jim Robertson, Martin Briggs, Neil McLeod, Paul
Cook and Peter Cossins, Stan was active for many years promoting the annual VARMS Expo.
Stan shared a special interest in "Flying wings," along with his friends, Colin Collyer and
Des Leahy. The picture above shows Stan with his 1/4 scale "Pioneer," (a homebuilt design of "Jim
Marske"). In finishing this masterpiece, Stan became a regular visitor and good friend of John
Lynch from Tocumwal (who has a full scale Pioneer). Stan finished that immaculate model, and it's
still in pristine condition!
Stan, ...We'll miss your cheery laugh at Glenfern Road...
Ralph Learmont.
The R. C. G. A.
1 December 1994. - The Radio Control Gliding Association (R.C.G.A.) is created with the
following Statement of Purposes:
(1)
To co-ordinate, foster, and promote the flying of Radio control gliders both for
Recreation and Sporting contests.
(2)
To liaise with State and National bodies in matters relating to R/C gliding.
(3)
To co-ordinate rules affecting gliding activity.
(4)
Promote and oversee a flight proficiency program for all categories of gliding activity.
The following persons were elected to the Executive Steering Committee:
President
Max Kroger
Secretary
Max Haysom
Treasurer
Graham Johnson
Newsletter Ed.
Peter White
Thermal Glider
Alan Mayhew
Slope Soaring
Shane Anderson
Scale Soaring
David Anderson
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(Whilst this group was created with very good intentions in mind, it rapidly developed into a group
that only co-ordinated Gliding competitions in the Melbourne and surrounding areas as it is made
up of only competition flyers. In respect to its Statement of Purposes, it achieved the Contest side of
(1), Some of (2) & (3) and never attempted any of (4). It is also a group that is responsible for the
continuation of the 'Dropped round anomaly' that has plagued all Open style competitions since
1993.)
The following item is ‘borrowed’ from the LSF Newsletter 1, 1995/6, and is included to portray an
example of a “typical” description of Australia’s premier Glider tournament.
JERILDERIE 1995
by
Gerry Carter
JERILDERIE
What does it mean? What’s the magic that attracts so many to do so little flying so far away in
what can be such awful conditions? I hope that this will tell you.
Jerilderie itself is a little town just over the border into NSW. For miles and miles around the
town the countryside is completely flat. To get there from Melbourne you go through
Shepparton to Tocumwal and after an easy trip of about five hours by car from Melbourne,
there you are! It’s less time if you don’t take too many breaks. The Jerilderie council provides
a lot of assistance and support to the competition.
The competition is held in the middle of the local horse racing course which is a very large
grass covered flat field with no trees (i.e. no shelter) and is about two minutes drive from the
centre of town. Accommodation is available at the models and the caravan park which offers
cabins, on site vans and camping sites.
Prizes aren’t really what it is all about. However, there was a JR Max 44 Computer Radio and a
Chain saw (for the rough modeller) as major prizes. Peter Abell won the chain saw! Carl
Strautins won the juniors prize of the Radio. There were many other prizes and trophies.
WHAT HAPPENS
Teams of fliers, who are all members of LSF (more about that in a minute) compete for
individual and Team trophies. There are normally six in a team i.e. you plus five of your best
friends. People who arrive who haven’t managed to get into a team are put into one. Nobody
is left out. Each flier is allowed up to three gliders. This year there were about 60 entrants and
they came from S.A. Vic., N.S.W. and the A.C.T.
LSF stands for “League of Silent Flight”. It is a non-profit (in fact free except for the cost of
postage and $10 if you want to get the newsletter) International organisation which has a
graded program of gliding proficiency Level awards. These go from Level 1 (easy) to Level 5
(very difficult). To be a member you have to have completed Level 1 which comprises a five
minute thermal duration flight, a 15 minute slope flight (or a second thermal flight on a
different day) and three precision spot landings within three metres. To get a form, write to the
appropriate LSF contact at the time enclosing a stamped self-addressed envelope.
Despite the fact that each person does relatively little actual flying over the weekend, perhaps
15 flights if the weather is kind, there is never a dull moment. The team members are busy
piloting, retrieving winch lines, towing, fixing broken lines, launching, timing, calling (i.e.
observing the other gliders and pilots to see what they’re doing), preparing for the next flight,
making running repairs, getting food etc.
In each heat you compete against a different group each time of up to about eight other fliers.
233
You have a slot of eleven minutes in which to complete a flight of eight minutes and to land
within one metre of a designated spot on the ground (one spot per team). You get one point for
each second of flight time up to eight minutes, i.e. a maximum of 480 points. If the flight time
goes over eight minutes then you lose one point (off the 480) for every second that your flight
time is too long. Also, you get a landing bonus of 100 points for landing within one metre of
the spot. For every additional metre away from the spot you lose five points. Beyond 15
metres there is no landing bonus. Beyond 100 metres you score zero. Fly past 11 minutes
and you also score zero.
BEFORE JERILDERIE
Once our team of Alan Mayhew, Scott Lennon (from ACT), Tim Mellor, Alan Gissing, and Gerry
Carter was formed, the planning and practice stage commenced. You see, Jerilderie starts
months before Queen’s Birthday weekend. We scheduled early morning (8am) practice
sessions to try out flying in still conditions. Equipment was sorted out. Winches, winch lines,
hand tow lines, turnaround pulleys, timing clocks etc. Launching on winch and hand tow lines
was practised as was thermal seeking and precision landings. Jerilderie became the whole
focus of our gliding activity. We had a common purpose i.e. to improve our flying skills out of
sight.
Anyone wanting to join in was welcome. Several members of the Doncaster club came over
and practised with us. Graham Johnston and his team got involved. We had more people at
some practice sessions than we usually see at competitions.
It was also time for reviewing the suitability of models for the task. I built a Stepp 3 to fill a gap
in my fleet, the very antithesis of my Ellipse. As it turned out, the conditions didn’t allow me to
use it. Tim Mellor bought a Multiplex Flamingo.
FRIDAY JUNE 9
Well, the preparation had to end sometime and the reason for all of the activity had arrived.
The weather forecast was terrible. So 60 fliers headed for Jerilderie. I started driving in rain
and it really didn’t stop until somewhere north of Shepparton. It was obvious that there had
been very heavy showers with minor flooding everywhere.
Arrived at the caravan park at about 3:30pm and by 4:00pm was out at the field where most
people were packing up after a good days practice. It was about then that the rain started and
gloom set in. Given the weather forecast, was any flying going to be done at all? So all headed
back to the warmth of the Colony Inn for a drink, a chat and eventually a meal. And this is the
other side of Jerilderie. This is where the socialising gets done, the post mortems, the
theorising etc., and where new friendships are started.
Off to bed and pray for better weather next morning.
SATURDAY JUNE 10
Morning..........
It rained all night and there was no sign of a let up at all at first light. Cloud and rain from
horizon to horizon. When I got to the field I found everyone gathered in the horse saddling
shelter while waiting for something to happen. Then we all moved into the hall at the race
track and waited some more. There were some breaks in the rain and wind strength was high.
To fill in time we then went through registration, having transmitters checked for currency of
certification and cards check for memberships of the FAI. Fortunately, by this time the Lions
Club caravan had arrived and was putting out breakfast, tea and coffee etc.
I took a break to go and get some supplies (bread etc) for the rest of the weekend. The bakery
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has good bread but sells out early. Everything shuts in Jerilderie after 12 noon on Saturday
except for the pubs and the milk bar. Be warned!
To fill in more time. the LSF Annual Meeting was held. Otherwise this would have been held on
Sunday night. The main decision was to move the tournament to Easter for next year only. The
reason is that at that time there will be a Soaring Symposium held, involving a flier with an
international reputation (probably Nic Wright) and extra time at Easter will allow people from
further afield to attend, to listen, see and to learn. It is not to be missed. A similar symposium
was held in New Zealand a few years ago where Joe Wurts was the star attraction. This has the
effect of moving them instantly forward to where they might otherwise have been in 5 years, or
maybe never. The preliminary plans for flying over the Easter are for two days of Thermal and
two days of F3B. Scale and X-country will probably be accommodated and two fields are
available.
Another decision was to allow aspirants (i.e. people who had started their LSF Level I but who
hadn’t completed it), to enter the LSF Tournament.
Afternoon..........
Let the flying begin!
During the LSF meeting the rainfall had gradually diminished to nothing and stayed away
(during the day) for the rest of the weekend, but the wind was still very strong. So out to the
field we went. Much of the field was an inch (2.54cm approx.) under water but the pit area was
relatively OK. Gum boots were the order of the day and out came the tarps, models and
winches etc.
Launching was a test of either not breaking your model if the winch line was the stronger, or
not breaking the winch line if the reverse was true. There were quite a few broken winch lines
through the weekend, and also broken models. Andrew Goddard ( the Competition Director)
lost his model through mistakenly flying on the wrong frequency, something he had warned
everyone about!
Flying continued until about 5.00pm so it was pack up, go to town, clean up and off to the
Town Hall for the organised dinner. This was put on by the Lions club and for $12.50 you got a
three course meals plus tea or coffee. Good value. Afterwards there was indoor flying of
hanger rats, Scot Lennon’s rubber powered helicopter and even an electric powered RC
helicopter.
Some people moved on to the pub after this.
SUNDAY JUNE 11
There was rain overnight but this had cleared by morning. Starting time was 8:30am for the
first heat and I was in it. Unusually for me, I was on time!
This was a very full day of flying. No break for lunch. You had to get it when you could which
wasn’t too difficult since the Lions club caravan was on the field not far away from the flight
line.
We set up in a slightly different position to Saturday and unfortunately for me (and some
others) my turnaround pulley had to be pegged down in a puddle about an inch (2.54cm
approx.) deep. I missed the peg with the hammer once and hit the water with the inevitable
result. The strange thing was that the ground under this puddle was like iron. Really hard to
get the pegs into it, and even harder to get them out!
235
I had a few interesting things happen to me on this day.
 Before the first heat I tried a full-blooded launch to see if my 200lb winch line could
take it without breaking. It broke about 150ft into the launch so I immediately set about
changing to 250lb line. I managed to break this on the first launch too, so I concluded
that “pedal to the floor” in these conditions was not the way to go. Some finesse was
required.
 Later in the day I had my first experience of a winch line breaking with the sound of a
loud pistol shot. Apparently this happens when there is extreme tension and the break
occurs at the turnaround where the line whips around it very quickly. Tim, who was at
the turnaround end said that it was deafening.
 I had two spectacularly good launches and on both occasions I completely lost sight of
the model after the ping. The first time that this happened I wasn’t expecting it and was
naturally worried until the model came into view again. The second I reasoned that it
must be “about there” somewhere so I pushed down elevator at about the normal time
and sure enough, there it was. But I do feel a little cheated. I would have liked to have
seen the whole thing myself rather than just hearing about it later.
 Another happening was where the Ellipse had a fight with somebody else’s winch line.
This line became jammed between the left flap and aileron. From there it cut sideways
into the aileron for about three quarters of an inch and then ripped the corner of the
aileron off, releasing the model. While I wasn’t too happy about this, at least the model
was otherwise undamaged and I went on to win the heat!

The day progressed with good flights, bad flights, broken winch lines, broken models,
good landings, poor landings, spectacular launches, interesting launches, people falling
over in the mud to retrieve my model (thanks Tim). On one flight Tim Mellor’s
“Flamingo” went off the air, crashed and broke into many, many pieces. The end of a
very nice model, and the second Flamingo to be lost (Dave Jones lost his when it broke
up on launch. The Competition Director was using a new computer program to do the
scoring and this was great because it could print out a leader board immediately after
every round. You could see exactly how well or badly you were going and who you
weren’t beating, yet!
It was a very tired group of fliers that left the field that afternoon and once again retired to the
Colony Inn for dinner and some very lively socialising into the night.
MONDAY JUNE 12
These were the conditions we were waiting for. Floater weather. Or were they? Tim set up his
big floater and Alan Mayhew paid out the hand tow line before the first heat (scheduled for
8:30am). Well, everything went fine for the first 100 ft of the launch and then..... well, the
notorious Jerilderie wind shear just ripped the model apart. Anybody who had been thinking
about using a floater had been put on notice! Only one that I saw of any size and used on that
day was a Stepp 3 with carbon reinforced spars. It survived. Others didn’t.
The final two heats were flown and the team had mixed fortunes. I managed to find a thermal
(with the help from a bird) and work it and win my final heat, so I went out on a high. Al
Mayhew did the same. Alan Gissing destroyed his Eclipse on launch (apparently an aileron
control horn ripped out of the control surface on a very high tension launch, flipping the model
around uncontrollably into the ground). Tim flew his “Apollo” but lost out in the landing points
because of this models lack of sufficient control authority for landing. Scott continued to fly
steadily and consistently, as he had done all weekend. Probably won his heat.
CONCLUSION
Jerilderie is a bit of winter madness which is a lot of fun, despite the sometimes atrocious
conditions. The weather was fine last year. Not such good weather this year. Next year at
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Easter..... well, who knows? I’ll be there. I hope that I see you there too. Don’t be put off by
the apparent carnage in this report. There were many more undamaged models than damaged
ones. Some people did not to fly in the conditions. You can do the same. It’s an experience
not to be missed and it’s all about having fun, meeting people and becoming better pilots in
every way. The tournament is very well organised, everybody gets a fair go, we all learn a lot
about flying and about ourselves and in a very real sense, we all come away winners. Thanks
to the LSF Executive for yet another great tournament. The effort that you all put in is
appreciated.
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The End