aspectivity september 2012 - varmsvarms.org.au/wp-content/uploads/2011/06/aspectivity_201209.pdf ·...

Aspectivity, September 2012 1

Next Meeting

Friday 14th September

GWPS – High St Rd, Wantirna

Rudder tape hinging demonstration

6th

October - Deadline for next edition

Cover photo:

Junior Luke O'Neill and his Albatross at Glenfern Rd.

This photo was taken just after his second-ever slope flight, upon which he performed an excellent landing.

David Sheehy photo

Issue 458

September 2012


Ha.... welcome to Spring... September, the windiest month of the year. Well, it’s lived up the that so far this month, although the aerotow day was pretty good, and today (Sunday) has been nice, especially in the late arvo. Nearly time for twilight flying.

You will notice a few improvements at the field,. Power is on, so the charging station is up and running, electric kettle, the fridge is on.... and has turned into “ Captain Blonkheads Cafe”, where you can get cold drinks and frozen food ( snags, pies and pasties for a start, BBQ or microwave them yourself ) The prices are in the “no profit” range, so it is important to pay as you go. Max McCullough did the sign writing, much better than anything I had imagined.. Water will probably be on by the time you read this.

On the down side, the guys made a bit of a mess on the road behind the shed, in an area that was already a bit soft. I expect we will be spending some “Bunnings“ money on it soon. There is a really nice car park just opposite our entrance, perfect for when our car park is full or your car is clean.

Which brings me to the next subject, the Bunnings BBQ on October the 6th. Everything is in place except the “staff” to man things. Please, if you can spare 2 hours for the roster, ring Max Haysom (9801 3899 ) and lock in your preferred time. This year we will be rotating people quicker to ease the load, in fact it’s quite a nice fun day.

Next subject. We have changed the Aerotow day to the second Saturday each month, because on the Bunnings thing and the Cobram weekend. If it goes OK, we will stay that way.

Other going on’s for the month, we now have a grader blade for the tractor (Only Martin H and Henry are authorised to use it at present) so we should be able to fix some of the drainage issues ourselves when things dry out a bit. Also we have a pit to collect water, and we will then pump it down to the south end. Still looking at pump options.

At the September meeting, Barry DeKyper is going to show rudder hinging with tape, and that will undoubtedly lead to other hinging methods. Bring some models along for Show and Tell

And October will be our last meeting at Glen Waverly Primary School, so we might do something special like hot dogs or something. It is also the Buy Sell or Swap night, you know where you bring all your unused crap, and take home a heap of new crap !

We are still having to clean up after people... remember, leave things as you find them or a little better

See you out there looking up.

Col

Colin has sent me a link to include that features some onboard footage from a power plane on our rather wet and soggy field:

http://www.youtube.com/watch?v=7iVAT83xKnY

The President Colin Collyer


10 August,2012 at GWPS Primary School, HSR Glen Waverley. Meeting Comm. 8.10 p.m. Apologies –Colin Smith, David Weller & Max Mc Cullough

A) President

i) Introduction of new Club Member

ii) VARMS Field a) Club Equipment purchases – new battery charging system to be installed shortly in the clubhouse, when power is available there. Also we are to consider the purchase of an over the sink self/boil hot water service - again to be put into use when power is on. b) Field development Our new access road is now operational - but care needs to be exercised, due to the newly laid nature of the bitumen surface. Power and water connection to our Club house has been delayed by wet weather, but this should be completed over the next few weeks. Also a drainage pit for an electric pump (to be purchased from Bunnings) is to be established, to drain water from around the club house, to exit well south of the shed.

iii) Club Meetings – Entertainment. September Meeting – suggestions – decals and markings for planes? October Meeting – Club Auction/swap meet. – unwanted articles for donation to club or swap/auction –the latter if there is sufficient interest and goods for sale.

iv) Bunnings BBQ Fundraise Sat 6 October, 2012 Report by Roger Stevenson and call for volunteers on the day – give names & contact detail to either Max Haysom or Colin Collyer.

B ) Special Interest Groups.

i) Scale flying Group- report by Gary Mc Dougall - Good flying on Sat.4 August. Several model types flown incl. an unusual flying wing – some problems on tow though! – a number of good flights, despite the marginal weather.

ii) F3J World Glider Champs. Report by Jim Houdalakis.

C) Aspectivity articles & photos – always a need for club activity photos and articles.

D) General Business i) Schweitzer 1-26 (proposed Scale Glider Club project) Presentation by Geoff Moore (on behalf of Colin Smith) – call for interested members to register names for purchase of fiberglass fuselages – demonstrated by Geoff. – see Geoff or Colin for details – refer also to last Aspectivity article. ii) Show & Tell Segment a) Alan Mayhew – classic “old Timer “ electric model b) Lou Rodman – 2.4 G module for Futaba 36meg. TX conversion – price approx. $150 incl postage from Singapore – see Lou for details.

Meeting Minutes Roger Stevenson


c) Tim Morland – model self launch system foe his “Foka 5 Scale sailplane. d) Colin Collyer – variety of specialized sanding blocks hobby ,balsa plane ,wood stripper and clamps for many uses – all very useful in the workshop. e) Danny Malcman –self construct wing incidence gauges, very useful for checking on wing warps. iii) Raffle draw – won by Robert Kassell. Meeting Ended 9.25 p.m. Next General Club Meeting - Friday 14 September,2012 at GWPS Hall Glen Waverley,2012.

Standard Operating Times for VARMS Glider Field:

*Aerotow: First Saturday each month, 12.00 Noon till 5.00 pm Glider means gliders and electric assist

Clubrooms: All days 7.00 am till 11.00 pm

For queries or problems regarding this timetable, please contact Max Haysom or Colin Collyer.

Flying Event Calendar

Name Date/s Location Further Info

VARMS General Meeting 14/9/12 GWPS VARMS

Slope Fun Day 16/9/12 TBA This issue

VARMS Training (10am) 23/9/12 VARMS Glider Field VARMS

RCGA Thermal 1 23/9/12 Diggers Rest RCGA

Bunnings Sausage Sizzle 6/10/12 VARMS

VARMS Training (10am) 7/10/12 VARMS Glider Field VARMS

RCGA F3K 2/F5J 1 7/10/12 State Field RCGA

Geelong Scale Aerotow 7/10/12 Dog Rocks Rd GMAA

VARMS General Meeting and Buy, Swap & Sell

12/10/12 GWPS VARMS

VARMS Scale Aerotow 13/10/12 VARMS Glider Field VARMS

The Keyboard

Your frequency key should have your full name written clearly on it so that you can be easily recognised and contacted in case of a frequency clash. Mobile phone number on the key is a good idea too, in case you have departed and left your key in the board thus stopping someone else using that frequency. Members using 2.4 GHz sets should still insert a standard key in the appropriate section of the keyboard.

Mon Tue Wed Thur Fri Sat Sun 8am-Noon (power) Power Glider Power Glider Power Power Glider Dawn-Noon (glider)

Noon-5pm (AEST) (power) Noon-5pm (AEDST) (power) Glider Power Glider Power Glider Glider Glider Noon-Dusk (glider)


Date: Sunday 14th of October 2012. (backup date 28th of October if the weather is unsuitable on the 14rd) Venue: Mt Hollowback Time: 10.00am

Bruce Clapperton may be contacted via email [email protected]. Please call Bruce on 0438 644 867 on the day to confirm that the event is going ahead. General rules (a) No optional manoeuvre can be repeated in the next round. (b) In general, the judges will be scoring the overall precision of the manoeuvre. (c) There will a panel of three judges, with one rotating out to fly if required. (d) One round will consist of the five mandatory and one optional manoeuvre. (e) There will be three rounds flown unless wind conditions are unfavourable in which case the Contest Director will decide the number of rounds to be counted. (f) All competitors are to undertake manoeuvres with a minimum delay allowing for conditions to gain height and position. (g) A model change can be made in subsequent rounds to suit lift conditions. MANDATORY MANOEUVRES

MANOEUVRE K 2 Consecutive Loops 1 Slow Axial or Barrel Roll 1 5 Sec Inverted Straight and Level 1 2 Consecutive Stall Turns, One Right, One Left

1

3 Turn Spin 1

OPTIONAL MANOEUVRES MANOEUVRE K

Extended Loop 1.5

Figure of Eight 1.5

Top Hat – No Rolls 1.5

Triangular Loop 1.5 MANOEUVRE K Cuban Eight – Rolls in any direction 2.5 Double Immelman – Rolls in any direction

2.5

Eight Point Roll 2.5

Inverted Figure of Eight 2.5

Three Consecutive Rolls 2.5

MANOEUVRE K

Square Loop 2.0

Four Point Roll 2.0 Inverted Circle – Rolls in same direction

2.0

Single Outside Loop 2.0

MANOEUVRE K Reverse Double Immelman 3.0

Three Turn Inverted Spin 3.0 Two Outside Loops 3.0

Top Hat with Rolls 3.0

State Slope Aerobatic Championships 2012 Bruce Clapperton


Please send articles & photos for publication to

[email protected]


For a project I started “thinking” about in September of 2009, it is taking by far too long to get to the finish line, even for someone with much patience like me... but, here I am.

For those reading the previous installment of the story, you may recall me telling about finishing the mid section of the wing, which of course brings me to the next step – “finishing the outer parts. The skeleton for each of those was done already some time ago, but before I skin those, I have to build into each some washout!

With a scale of 1/16 and a wingspan of more than 2 metres, and with a high aspect ratio and a much tapered wing, I must add some washout to reduce the natural tendency of tip stalling.

I hope you can see in the picture (left) the slight “twist” I introduced, using the bottom skin to hold it in place, before completing the top cover.

The 2nd most important thing at this junction, is to try and make sure that the washout on both outer wings will be the same, otherwise there will be some serious out of trim consequences... Easier said than done.

Well, after doing both sides, I stuck the first one on my bench top with sticky tape and measured the distance from the centre of the leading edge to the surface, then compared it with the same distance for the other panel, and from this, I could gather which of them needs to go a bit further, before finishing of the top skinning for each.

The next step for me is to start constructing the tail feathers. This is important because I need to have those almost completed and attached (dry) to the end of the fuselage so that I can start getting an idea about where my battery tray should go – so as to achieve the proper C.G.

It will be easier for me to build the battery tray before I start skinning the fuselage, so you can understand the reasoning of the order of things in this case.

The horizontal stabilizer is made out of two halves. You build the first one over the plan, and then build the 2nd half over the 1st. Here is how the first one looks after completing that stage.

The actual elevator is made out of two parts; the mid section will remain fixed. To better illustrate this, have a look on the next image.

B-24 Liberator update Alex Evans


To be strictly true to the scale details, the actual elevator control surface is made up on the full size as two parts. The part closer to the fuselage has its “profile” actually upside down, but I am inclined to ignore this detail and just construct a symmetrical elevator (I know, I’ll be losing scale points on that...)

Now, before constructing the 2nd half and skinning the top, I must of course install the servos and wiring for both the elevators and rudders. Here it how it actually looks.

There are 2 servos in the horizontal stabilizer for each of the elevator halves, joined by a “Y” lead which through a long extension lead will eventually reach the Rx, then 2 more leads, 1 per rudder servo, through another “Y” lead to control the two rudders.

And the whole thing after being constructed and assembled looks now like this, this is just a “Dry Fit” of course.

In this picture, you can see that I have almost completed both, the horizontal and vertical stabilizers and what is now left is to actually construct and fit the control surfaces.

The main reason for dry fitting the parts at this point (other than providing some pictures for this article...) is

to come closer to the point where I can make a good assessment of the C.G and answer the ultimate question “Where should I construct the platform for the battery tray...”

Once the outer parts of the wing, including the wing tips have been completed, the 210cm wingspan bird looks now like this:

To be able and be able to better judge the C.G, I will load a number of 1mm balsa sheets on top of the tail, enough quantity of what I think will actually take to skin the back end structure and from I can judge so far, it seems the battery packs will have to go backwards from what I would have liked them to go.

This is because, this bird is seriously overpowered, the motors are heavy and the current C.G is far too much forward.

To conclude; I am still hopeful to see this on the runway for its maiden flight before Christmas of this year! Time will tell if I get more distractions or do I actually manage to make it to this time line... Fly safe


Hi all, and welcome to the September edition. Let’s all rejoice as spring has arrived and for me at least more opportunity to go and exercise the thumbs. I’ve even resorted to buying a flight simulator, if I can’t get to a slope at least I may get in some stick time before Camperdown.

On the building front, the Blanik is coming along nicely (I think). I’ve been beavering away on the cockpit. During the past week I’ve placed my order for 2 new pilots from Premier Pilots. Got a bit distracted and built (assembled?) a Multiplex Merlin and have started to modify a HK Mosquito into a PSS model. Not too much detail but I just have to make enhancements. I can’t help myself……

Port front padding fitted Front cockpit FOR SALE

Multiplex Cularis in very good, undamaged condition. Complete with six servos, Multiplex spinner adapter to suit 5mm motor shaft and manual $140

Multiplex Easy Glider Pro. Very good undamaged condition. Modified fin tail plane assembly but flies as original. Complete with four servos, Multiplex spinner assembly to suit 5mm shaft and manual $70

Contact: David Hipperson on 9728 4889 evenings

We’re having a swap meet at the October 12th General Meeting. Bring along all your excess modelling gear and sell it on to the great unwashed for a profit. Or you can donate it to the club to raise money

for the benefit of all. Most transactions to be done between individuals. However, we can auction off a few choice items for a bit of fun. There may be a small charge on buyers and sellers who wish to participate. So start rummaging around in the back of the shed and see you in October.

Editor Glenn Salisbury

Classifieds

VARMS Swap Meet 2012 Bruce Clapperton


Additional photos by Barry De Kuyper

Raging gales all week. Not the sort of conditions preferred for our field at High St Road. The last three months of aero-tow events had been boomers. Surely this was the month that we would end up cancelling, being blown away by that miserable wind. But, not so. If anything, the September meeting was the best of the bunch. We had a light breeze from the south and therefore were not confused as to which direction we should launch ourselves. Nice change. No awful tailwind landings for the Foka today! But that's another story.

Electricity. What a strange subject for an aero-tow article – but to my astonishment I found that, in the shed, we had a cold fridge. Hey? I thought it might have been running on gas. Wrong. Across the other side of the shed, our new Lipo charging facility was warm. Warm? I knew that didn't run on gas! So the shed is now connected to the grid. Another significant improvement to out lot – and one I'm sure that will be appreciated by all. Congratulations and thanks to all concerned.

So: Blue sky, pleasant company and even a couple of new faces. One of the new faces came with a really, really old plane. A ¼ scale Multiplex Ka6E. Back in 1990 this particular aircraft was clocked across the point at Camperdown doing 220km/h. Twice. The judges didn't believe the instrumentation the first time. One of the passes was recorded to video by myself. Sswoosh it went. It also went sswoosh down the runway on Saturday, followed by a very high stall turn at the northern boundary – to keep it on our side of the fence and legal. Yes, we all enjoyed Knut's attendance.

Knut makes some final checks. Ultra smooth finish.

The Lunak was not arrested by the trees below like it was last month. Not a tree was hurt by our flying this month! In fact Anthony muscled me and the Foka out of a thermal at not a very high altitude. There didn't appear to be room for two big gliders, so I left him to it. And up the Lunak went. Anthony tells me he doubled his altitude. It is remarkable how much dryer the north end of the field is than the south. No mud (or at least, not much) underfoot. The ground stayed firm all afternoon where we were standing. Gumboots were hardly necessary. Roll on summer! Cast of Thousands – The spectators are over at the shed,

closer to the coffee.

Aerodynamics can be puzzling Tim Morland


Towing duties were shared pretty equally between the 1/3 scale Piper's of Tony and Steve. It has struck me that we have Yin & Yan on the field. Our pair of tug pilots display totally different, yet equally effective flying styles. Steve is usually doing his best to get outside the envelope, whilst Tony is quite comfortable to remain safely inside. Most of Tony's landings are a site to behold with, at a guess, 14kg of model drifting gently down to the runway – not looking anything like 14kg at all. On the other hand, I fear we may be beginning to take Steve's extroverted flying for granted . that's something that should be avoided. There's never a dull moment with Steve around!

Tony, for some reason, looks like he's about to fall on his Super Cub. Didn't.

Flying behaviour of my Foka improved throughout the day for reasons given below. The only disappointment for the day for me, was when at an altitude of 2 metres, going away on aero-tow, I realised I hadn't turned on the GoPro. Murphy then struck a cruel blow, and I hooked a thermal off the top of the tow for a pleasant 12 minute flight. Shucks.

Yellow planes are the go. More are on the way.

Gary Mac graced us with his presence and did a good thing: setting about with some flight training with a buddy box set-up. Everybody was busy doing their thing, with maybe 8 or 10 gliders in the queue. Lots of fun.

But: I was really Focused on my own issues. All year the Foka has not been performing up to my expectations. Something was wrong and I had some serious flight testing to do.

You may recall last month: I was debating with myself about whether even more nose weight needed to be removed from the Foka? Well, I went home and shaved 20g off the cast lump of lead in the nose. But, I wasn't sure that 20g was enough. So? Plan B. Prior to leaving home, I prepare 8 five gram pieces of lead to carefully explore the effect of removing even more nose ballast. Plan B was to stick the small bits of lead on the fuselage (one or two at a time) down the back under the rudder with masking tape and see if flying characteristics changed. Worse or better? I didn't care, I just needed to find out. This is my normal method of exploring a plane's response to moving the CofG aft – small steps until there is an obvious change in performance. The first flight with 20g gone from the lead lump in the nose saw no discernible difference in flight performance. Rats. OK, time for plan B. So, between each flight a little tail-weight or two is stuck on down the back. Remember, each 5g lump was about the same as a 10g reduction


up the front. After maybe three bits of lead have been added, Tim's watching the Foka coming in to land and gets the first inkling that things are better, not worse. The landing seemed slower, more controllable. Flight handling remained very good as more lead was added. By the end of the day my jeweller's scales tell me that I had added 43.5g to the tail. Yep, I ran out of lead. Flight characteristics have been improved greatly. Landings are now quite slow, compared with before. Manoeuvrability is, well – astonishing. Those there may have noticed that on one occasion I came in way too high to land. So I waisted time and altitude by stooging around between the northern boundary and the runway, doing a 270 degree turn to the right, another 270 to the left and then finally a 90 degree turn to the right to line up with the runway, all in perfect harmony and at very slow speed, within the confines of the field. Memory courtesy of faithful GoPro! All this was followed by a nice gentle landing. How good. I'd made a difference.

Imagine: I'm heading home after the day considering the prospect of taking another 0.1kg out of the nose. What!

I must own up though, I've made another significant change to the Foka since last month. I've increased the aileron differential. The aileron geometry was made to provide the conventional 2:1 (2 units up, 1 down). It is now 3:1. Differential aileron compensates for the drag cause by the descending aileron. The additional lift generated by the lowering aileron produces drag that tries to turn (yaws) the plane in the wrong direction: just like opposite rudder. So you understand why it is called “adverse yaw”? It can make a plane feel really frustrating. I was finding the constant attention to the adverse yaw tiring – and also impossible to completely defeat. So, the increased differential has improved my ability to do nice turns and keep her under control.

I've gone this far, I might as well go the whole hog: The landing aspect of the Foka has been transformed. The puzzling aspect of all the mucking around with the CofG is what has happened to the elevator trim. So: I'm flight testing to see how much weight needs to be removed from the front. Removal of weight from the nose will lessen the need for up elevator trim, so I will be feeding in down trim to keep the plane at the same attitude. Right?! Nope. Something weird was going on. As I added weight to the back, the Foka flew faster. So, Tim finds himself adding up trim to slow the plane down. This needed some careful thinking.

This particular Foka has had a lot of abrupt landings. Like: get to 1 metre off the runway, or slope, then POW! On the ground. Followed by: “What was that!” The sensation, from the pilots point of view was – what happened? People would ask me, and I'd just shake my head. I didn't know. Last month I blamed a slight breeze up the backside – not! The impacts were completely out of my control, with me probably pulling full up to try and lift the nose. What was proven on Saturday was that if there was any stalling going on, it was not the main wing that was doing the stalling!

Just about all sorted. (It's my plane so I can put a picture of it in the article if I want to).


I saw that big fat long wing support the plane at pleasantly low speeds, even whilst turning. So the only reasonable conclusion I can make is that the tailplane was the culprit. Stalling just prior to landing as I flared. It appears that the excessive nose weight has been too much for the tailplane to resist. If a tailplane stalls, the back end of the plane goes up. (Remember, the job of a tailplane is to push down on the fuselage, not up!). I tell you, if you are landing and your tailplane stalls, its all over bar the “POW”. No matter how much up you pull up, nobody is listening.

This also makes sense with respect to the speed problem I was having when coming in on final approach. If I tried to slow the plane too much, the tailplane would stall: so she'd simply regulate her own speed by dropping her nose and accelerating. I felt like a passenger. So it appears that lessening the down force (ie drag) needed to be generated by the tailplane to hold the nose up was allowing the aircraft to accelerate. I've read some where that symmetrical sections like the one I have (NACA0009) are not good when they operate with an angle of attack, and produce lots of drag. You can't get more drag than when you

are on the verge of a stall! So it seems to make sense.

The result of all this is that the weight of the Foka is now down to 6.4kg (Yay!) and the balance point is 40mm behind where the plan and aerodynamic calculations say it should be. What a productive day I had. It's nice to now have a plane that flies very well and doesn't crash itself every other landing.

Please send articles & photos for publication to

[email protected]


Weekend slope soaring is on again this winter from July to October. These events are for anyone who likes to chuck a model off a mountain but can’t go during the week. Never tried slope soaring before? This is your chance to come along on a weekend and have a go. We have a club plane set up with Buddy Box for beginners. Bring plenty of warm clothes all the models in your hangar - thermal, foam, electric, whatever - as you never know what the weather conditions may turn out to be like. For those of us who can at least do a roll and a loop, these low key fun days are a chance to build up you skills so that you can enter the “VMAA Victorian State Slope Championships” in October. Now that might sound like a big scary competition, but mostly it’s just the regular bunch of keen VARMS slope soarers having an enjoyable day out (ie. Not doing the gardening back home). If you come to a few Sunday Slope days we can train you up to do two loops, a roll, fly upside down for 5 seconds, two stall turns, a spin, and some optional manoeuvres.

On the day, you need to call my mobile phone after 8 am to find out where (of even if) we are going. The number is 0438 644 867. As a general rule N-NW and S winds mean Kilcunda. S-SW mean Glen Fern Rd, SE mean Tucks Road Flinders. Hollowback is the best site, but it is a long way to go, so I’ve only scheduled one fun day there.

Let me know you are interested by sending an email to [email protected], or catching up at a Friday night meeting. I will send out a reminder for each event a week before to everyone on my regular VARMS trophy list, plus any extra people who get in touch.

Dates are as follows:

Sunday September 16th (Mt Hollowback if suitable) Sunday October 14rd (VMAA slope champs) Mt Hollowback Sunday October 28th (VMAA slope champs backup date if required) Mt Hollowback.

See you on the Mountain and at the Field, Bruce

Keith Britton executed a perfect landing in strong winds at Kilcunda recently. It’s a perfect landing cos he got the bush dead centre and not the road. The plane is one of Colin Smith’s EPP Foka 4's Photo by Gary McDougall

Slope Soaring/Slope Training 2012 Bruce Clapperton


Mowing Roster

Martin Hopper 9873 8256 Sep (early)

Robert Kassell 9795 1330 Sep (late) Martin Hopper 9873 8256 Oct (early)

Robert Kassell 9795 1330 Oct (late) Henri Wohlmuth 9764 1921 Nov (early) Jim Baker 9803 2185 Nov (late)

Bruce Robinson 9887 8996 Dec (early) Graeme Hollis 9739 4886 Dec (late)

Geoff Moore (Heliport) 98022044 Max Koludrovic (Runways & Pits)

Any Problems with the field, ring

Martin Hopper

9873 8256

Training Dates

23rd Sep & & 7th Oct

Training radio Frequencies are now

on 2.4 GHz

VARMS Training is kindly sponsored by:

Hyperion Australia

Your Ad could be here


All material published in Aspectivity is the copyright of the author of the article. Opinions expressed in Aspectivity may not represent the view of VARMS Inc. Editor or Printer. VARMS Inc., the Editor and the Printer accept no responsibility for the accuracy of the content.

President Colin Collyer 9561 9097 [email protected] VP & Site Liaison Max Haysom 9801 3899 [email protected] Secretary Roger Stevenson 9830 8293 [email protected] Treasurer Ian Pearson 5996 5019 [email protected] Contest Director Alan Mayhew 9887 7885 [email protected] Editor Glenn Salisbury 9404 2157 [email protected] Ordinary Member Martin Hopper 9873 8256 Registrar Bruce Clapperton 9803 3108 [email protected] Heli Group Rep Geoff Moore 9802 2044 [email protected] Sports Power Rep Ray Douma 0409 356515 [email protected] Webmaster Steve Tester 9724 9728 [email protected]

VARMS Web Site: http://www.varms.org.au – for up to date info on VARMS

Current Members: If you change your address, please notify the Registrar and VMAA,so that we can maintain the correct addressing of this Newsletter.

Potential Members: If you are interested in joining VARMS, or learning more about our activities, please contact the Secretary, or other Committee member.

VARMS (Inc.) was formed in 1968 to get together aero-modelers who were interested in building and flying radio controlled gliders. Members fly at many places, but have a home field on High Street Road, Wantirna South (Melways Map 72, C1), where training classes are free to all and are held on Sunday mornings, generally on a fortnightly basis. Exact dates and times are posted on the filed entrance gate.

VARMS Training is kindly sponsored by Hyperion Australian.

VARMS organizes regular competitions in both Slope and Thermal Soaring, for many kinds of radio controlled gliders, ranging from fun-fly models to competition models and scale replicas.

General Meetings are held on the SECOND FRIDAY of each month (except January) – at the Glen Waverley Primary School Hall, in High Street Road, Glen Waverley (next to McDonalds on the corner of High Street Road and Springvale Road) Meetings start at 8:00 pm and visitors are welcome. Formalities are usually followed by lively discussions on matters of interest to all modelers and a light supper, suppliers by Bakers Delight, The Glen Shopping Centre.

Victorian Association of Radio Model Soaring Inc. Organisation No. A0001504U

Affiliated with the Federation Aeronautique Internationale (FAI)

The World Air Sports Federation

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