by Dave Mark
F2A: Thirty-Three Speed fliers from
around the world competed in this CLWC,
and 15 North American Speed Society
(NASS) members volunteered their time
to perform the jobs required for
competition at this level.
Sunday, July 4, NASS members
prepared the site for the Speed event. The
Nats Racing circle, located to the west of
the Speed circle, was used for line layout,
fuel dispensing, tank flushing, pull-testing
safety straps and wires, and staging fliers
before their turn to enter the circle.
Height markers were installed at four
points around the circle. AMA supplied a
stand for the height judge—Al Kelly—and
it was adjusted so that his eyes were at the
exact level required by FAI rules. Four
people timed flights with stopwatches
along with the Trans Trace electronic
timing system that Goran Olsson designed.
Model processing was Monday, July 5,
at Cardinal Hills Country Club. The
aircraft were weighed, and then the
engines were marked to identify which
ones would be used in competition.
Control handles and safety straps were
checked to verify compliance with the
rules, and the models’ wings and stabilizer
areas were measured.
All of this data was entered into a
computer program that Bill Lee designed
and wrote. The software used the
measurements to compute areas and
indicate whether or not the models
conformed to the rules. All airplanes
processed that day were in compliance.
After the models were processed, the
software randomly mixed the contestant
list and created the flight order for the first
day of competition. Then it shuffled the
list by thirds to create the contestant orders
for the second and third days. It ensured
that no one flew at the same time each day.
A printout showed the order and flying
time for each pilot for each round of
competition. In F2A, fliers are assigned a
time to fly and are allowed six minutes to
complete the task.
F2A
The event was scheduled to start at 9
a.m. Tuesday. On the first day of flying,
equipment was checked to ensure that each
worker had the tools required for the job.
It was learned that there were no
instruments to measure line diameter.
AMA was to provide measuring devices,
and they were located at the tech impound
area.
The site technical inspector, Carl
Dodge, was contacted, and he said that the
equipment supplied was inadequate. US
team member Will Naemura saved the
day; he loaned a set of digital micrometers
that measured to 50 millionths.
The first modeler to fly was Peter
Halman of Great Britain. As we began
measuring his lines, Jo Halman—Great
Britain’s team manager—pointed out that
the line-length and pull-test method did
not conform to FAI standards. The linelength
measuring system was modified,
measured with a steel tape, and marked to
everyone’s satisfaction.
The pull test was to use a load cell that
NASS supplied. The problem with the
load cell was the method of anchoring it to
supply a strong point to pull against. This
Two-time World Champion Luis Parramon’s winning model. He represented Spain.
Speed champions past and present (L-R): Arnold Nelson, Carl Dodge, Bill Wisniewski
(all of the US), Peter Halman, Luis Parramon, and Jean Magne.
New Zealand’s Bill Bell puts up a flight.
Yes, he flies in his bare feet!
20 MODEL AVIATION
Photos by the author
11sig1.QXD 8/23/04 2:57 pm Page 20
November 2004 21
was changed by adding a two-line flying
handle to the cell and using that to pull the
model, which was also accepted. Each
model was pulled three times, and the
safety strap was also pulled three times.
Peter Halman was ready to draw from
the 5-gallon container of PowerMaster fuel
for his first flight, when another difference
between US and European modelers
became apparent; many of the Europeans
use small 2- to 3-ounce bottles to fuel their
models.
The 5-gallon tank had a large spigot, so
a funnel was needed, but none could be
found. To correct this, the outside of a fuel
syringe was used as a makeshift funnel. At
this point we were 25 minutes behind
schedule and ready to fly.
Peter Halman set the pace with a good,
clean 292.3 kph run. World Champion
Luis Parramon of Spain was next, and his
flight raised the mark to 295.6 kph. No
other fliers came close to those speeds the
first day. Ten competitors took reflights
after they could not get their equipment to
run in the Muncie air on their first
Luis Parramon is caught at speed during
his event-winning flight. The air density
Dave Mark (L) pull-tests Jean Magne’s (R) model. Tom Brown steadies load cell. made tuning difficult.
This is the dedicated and hardworking F2A event crew. Their names and the jobs they performed are in the text.
Continued on page 28
11sig1.QXD 8/23/04 2:58 pm Page 21
28 MODEL AVIATION
attempts. At the close of competition
Monday, 14 competitors had zeros for
their times.
The Russian team members—Sergey
Kostin, Dmitry Alyabev, and Konstantin
Fedotov—posted zeros, to many fliers’
surprise; it had been rumored that Dmitry
had turned 303.0 in Russia before the
meet.
The weather stations that modelers
used showed many shifts in altitude
density and humidity during the day,
making it difficult to tune the engine
setup.
The second day of flying, Wednesday,
started on time at 9 a.m., with all
equipment problems in the past. Jean
Magne of France posted a 291.0 kph using
a Halman Special engine. That speed held
as fastest of the day until Luis Parramon
flew at 11:28 with a 291.5 kph.
Many contestants were still having
setup problems, and 12 took reflights
when they could not get official flights on
their first attempts. US team member Will
Naemura turned a 288.4 kph on his
reflight, which put him in eighth place.
Nine fliers took zeros for the day, and five
still had not posted times for the meet.
Thursday was scheduled for practice,
and both circles were available. The
British team practiced for more than 10
hours, trying to figure out the correct
setup. They took readings from their
Oregon Scientific weather station all day
and made many equipment changes,
logging every move as the day progressed.
Continued from page 21
F2A Near the end of the practice session,
British team member Ken Morrissey said
that of all the world meets the British
team had attended, the Muncie site set the
record for unpredictable air. He said that
they would make an adjustment in their
models and then look at the weather
station to see that every reading had
changed.
The Russian team members were
having similar problems with their
equipment. They made many practice
flights and were still shaking their heads
at the end of the day. Sole Lithuanian
competitor Sigitas Snukiskis had posted
two zeros during the first two rounds. He
also spent many hours on the practice
circle and was not even able to get his
model to come on the pipe.
The final round of competition was
Friday, during which all three Junior
fliers posted their fastest times. British
team member Matthew Hart turned a
282.6 kph for second as a Junior and 15th
overall. Scott Matson of the US turned
269.0 kph for third as a Junior and 29th
overall. Luca Grossi of Italy was the 26th
contestant that day and had to refly, but
everything came together for him on his
second attempt; he turned a 285.9 kph,
for first as a Junior and 12th overall.
Sigitas Snukiskis took his flight, and
the model came on the pipe for a clean
but slow run at 223.1 kph. When his
model landed, everyone stood and
cheered for him.
Peter Halman’s final flight increased his
speed to 292.5 kph. Next, Luis Parramon
upped his time to the highest of the meet:
295.9 kph. The electronic timer that Bob
Fogg ran showed that Luis’s model gained
speed on each lap of the flight.
British team members Ken Morrissey
and Paul Eisner posted speeds of 289.0
kph. Those numbers put the British team
in first place, with the highest combined
total up to that point in the day.
The 27th person to fly that day was
French team member Jean Magne. His
flight tied with Luis Parramon’s, at 295.9
kph. Data for Jean’s flight showed that it
also built speed with each lap.
Luis Parramon’s faster flight in the
second round placed him in first and Jean
Magne in second; no others came close to
their speeds during the meet. At this
point, the British team sat in the third,
fourth, and fifth positions, with six fliers
to go and eight reflights waiting.
Jean Marc Aube of France took his
scheduled flight as 32nd contestant of the
day and turned a 290.2 kph, which put
him in fourth place.
The reflights started after a short
break. Jari Valo of Finland made it all
come together on his last chance for an
official attempt; he had taken two zeros in
previous rounds. His flight came in at
289.5 kph, for a jump into fifth place.
Todd Ryan of the US turned a 286.9
kph on his reflight, which moved him to
ninth place behind teammate Will
Naemura. Todd’s flight moved the
American team into third place.
Jean Marc Aube’s and Jari Valo’s
flights pushed British fliers Ken
Morrissey into sixth place and Paul Eisner
into seventh place.
The sum of each team member’s
highest speed determines the team
standings. Great Britain finished first with
a 870.5, France was second with 868.4,
and the US was third with 858.0.
The following volunteers made the
event happen: Bill Lee (software and
general event management), Barry Tippett
(event director and timing), Bill Hughes
(circle marshal), Bob Fogg (Trans Trace
timing system), Al Kelly (height judge),
Al Stegens (timing), Chris Montagino
(timing), Larry Tennen (timing and model
impound driver), Tom Brown (line
diameter and length), me (pull test), Bob
Taipale (tabulation), Arnie Nelson (data
input to log flight), Joe Brownlee (data
input to log flight), Dick Yatson (time
posting), Al Jones (fuel dispensing), and
Joey Mathison (fuel flush and holdingarea
marshal).
This contest was completed with no
formal protests. Many commented that it
had been years since that had happened.
All contestants placed official flights,
which was another first in years. MA
$3300 FF
$3750 RC
+ $5 S/H
• 30" wingspan
• Free Flight or Park Flyer
• Vintage 1950's Sport Model
• Laser Cut Parts
Sniiffffer
BMJR Model Products
Box 1210
Sharpes, FL 32959-1210
321-537-1159
www.BMJRModels.com
11sig1.QXD 8/23/04 3:09 pm Page 28
Edition: Model Aviation - 2004/11
Page Numbers: 20,21,28
Edition: Model Aviation - 2004/11
Page Numbers: 20,21,28
by Dave Mark
F2A: Thirty-Three Speed fliers from
around the world competed in this CLWC,
and 15 North American Speed Society
(NASS) members volunteered their time
to perform the jobs required for
competition at this level.
Sunday, July 4, NASS members
prepared the site for the Speed event. The
Nats Racing circle, located to the west of
the Speed circle, was used for line layout,
fuel dispensing, tank flushing, pull-testing
safety straps and wires, and staging fliers
before their turn to enter the circle.
Height markers were installed at four
points around the circle. AMA supplied a
stand for the height judge—Al Kelly—and
it was adjusted so that his eyes were at the
exact level required by FAI rules. Four
people timed flights with stopwatches
along with the Trans Trace electronic
timing system that Goran Olsson designed.
Model processing was Monday, July 5,
at Cardinal Hills Country Club. The
aircraft were weighed, and then the
engines were marked to identify which
ones would be used in competition.
Control handles and safety straps were
checked to verify compliance with the
rules, and the models’ wings and stabilizer
areas were measured.
All of this data was entered into a
computer program that Bill Lee designed
and wrote. The software used the
measurements to compute areas and
indicate whether or not the models
conformed to the rules. All airplanes
processed that day were in compliance.
After the models were processed, the
software randomly mixed the contestant
list and created the flight order for the first
day of competition. Then it shuffled the
list by thirds to create the contestant orders
for the second and third days. It ensured
that no one flew at the same time each day.
A printout showed the order and flying
time for each pilot for each round of
competition. In F2A, fliers are assigned a
time to fly and are allowed six minutes to
complete the task.
F2A
The event was scheduled to start at 9
a.m. Tuesday. On the first day of flying,
equipment was checked to ensure that each
worker had the tools required for the job.
It was learned that there were no
instruments to measure line diameter.
AMA was to provide measuring devices,
and they were located at the tech impound
area.
The site technical inspector, Carl
Dodge, was contacted, and he said that the
equipment supplied was inadequate. US
team member Will Naemura saved the
day; he loaned a set of digital micrometers
that measured to 50 millionths.
The first modeler to fly was Peter
Halman of Great Britain. As we began
measuring his lines, Jo Halman—Great
Britain’s team manager—pointed out that
the line-length and pull-test method did
not conform to FAI standards. The linelength
measuring system was modified,
measured with a steel tape, and marked to
everyone’s satisfaction.
The pull test was to use a load cell that
NASS supplied. The problem with the
load cell was the method of anchoring it to
supply a strong point to pull against. This
Two-time World Champion Luis Parramon’s winning model. He represented Spain.
Speed champions past and present (L-R): Arnold Nelson, Carl Dodge, Bill Wisniewski
(all of the US), Peter Halman, Luis Parramon, and Jean Magne.
New Zealand’s Bill Bell puts up a flight.
Yes, he flies in his bare feet!
20 MODEL AVIATION
Photos by the author
11sig1.QXD 8/23/04 2:57 pm Page 20
November 2004 21
was changed by adding a two-line flying
handle to the cell and using that to pull the
model, which was also accepted. Each
model was pulled three times, and the
safety strap was also pulled three times.
Peter Halman was ready to draw from
the 5-gallon container of PowerMaster fuel
for his first flight, when another difference
between US and European modelers
became apparent; many of the Europeans
use small 2- to 3-ounce bottles to fuel their
models.
The 5-gallon tank had a large spigot, so
a funnel was needed, but none could be
found. To correct this, the outside of a fuel
syringe was used as a makeshift funnel. At
this point we were 25 minutes behind
schedule and ready to fly.
Peter Halman set the pace with a good,
clean 292.3 kph run. World Champion
Luis Parramon of Spain was next, and his
flight raised the mark to 295.6 kph. No
other fliers came close to those speeds the
first day. Ten competitors took reflights
after they could not get their equipment to
run in the Muncie air on their first
Luis Parramon is caught at speed during
his event-winning flight. The air density
Dave Mark (L) pull-tests Jean Magne’s (R) model. Tom Brown steadies load cell. made tuning difficult.
This is the dedicated and hardworking F2A event crew. Their names and the jobs they performed are in the text.
Continued on page 28
11sig1.QXD 8/23/04 2:58 pm Page 21
28 MODEL AVIATION
attempts. At the close of competition
Monday, 14 competitors had zeros for
their times.
The Russian team members—Sergey
Kostin, Dmitry Alyabev, and Konstantin
Fedotov—posted zeros, to many fliers’
surprise; it had been rumored that Dmitry
had turned 303.0 in Russia before the
meet.
The weather stations that modelers
used showed many shifts in altitude
density and humidity during the day,
making it difficult to tune the engine
setup.
The second day of flying, Wednesday,
started on time at 9 a.m., with all
equipment problems in the past. Jean
Magne of France posted a 291.0 kph using
a Halman Special engine. That speed held
as fastest of the day until Luis Parramon
flew at 11:28 with a 291.5 kph.
Many contestants were still having
setup problems, and 12 took reflights
when they could not get official flights on
their first attempts. US team member Will
Naemura turned a 288.4 kph on his
reflight, which put him in eighth place.
Nine fliers took zeros for the day, and five
still had not posted times for the meet.
Thursday was scheduled for practice,
and both circles were available. The
British team practiced for more than 10
hours, trying to figure out the correct
setup. They took readings from their
Oregon Scientific weather station all day
and made many equipment changes,
logging every move as the day progressed.
Continued from page 21
F2A Near the end of the practice session,
British team member Ken Morrissey said
that of all the world meets the British
team had attended, the Muncie site set the
record for unpredictable air. He said that
they would make an adjustment in their
models and then look at the weather
station to see that every reading had
changed.
The Russian team members were
having similar problems with their
equipment. They made many practice
flights and were still shaking their heads
at the end of the day. Sole Lithuanian
competitor Sigitas Snukiskis had posted
two zeros during the first two rounds. He
also spent many hours on the practice
circle and was not even able to get his
model to come on the pipe.
The final round of competition was
Friday, during which all three Junior
fliers posted their fastest times. British
team member Matthew Hart turned a
282.6 kph for second as a Junior and 15th
overall. Scott Matson of the US turned
269.0 kph for third as a Junior and 29th
overall. Luca Grossi of Italy was the 26th
contestant that day and had to refly, but
everything came together for him on his
second attempt; he turned a 285.9 kph,
for first as a Junior and 12th overall.
Sigitas Snukiskis took his flight, and
the model came on the pipe for a clean
but slow run at 223.1 kph. When his
model landed, everyone stood and
cheered for him.
Peter Halman’s final flight increased his
speed to 292.5 kph. Next, Luis Parramon
upped his time to the highest of the meet:
295.9 kph. The electronic timer that Bob
Fogg ran showed that Luis’s model gained
speed on each lap of the flight.
British team members Ken Morrissey
and Paul Eisner posted speeds of 289.0
kph. Those numbers put the British team
in first place, with the highest combined
total up to that point in the day.
The 27th person to fly that day was
French team member Jean Magne. His
flight tied with Luis Parramon’s, at 295.9
kph. Data for Jean’s flight showed that it
also built speed with each lap.
Luis Parramon’s faster flight in the
second round placed him in first and Jean
Magne in second; no others came close to
their speeds during the meet. At this
point, the British team sat in the third,
fourth, and fifth positions, with six fliers
to go and eight reflights waiting.
Jean Marc Aube of France took his
scheduled flight as 32nd contestant of the
day and turned a 290.2 kph, which put
him in fourth place.
The reflights started after a short
break. Jari Valo of Finland made it all
come together on his last chance for an
official attempt; he had taken two zeros in
previous rounds. His flight came in at
289.5 kph, for a jump into fifth place.
Todd Ryan of the US turned a 286.9
kph on his reflight, which moved him to
ninth place behind teammate Will
Naemura. Todd’s flight moved the
American team into third place.
Jean Marc Aube’s and Jari Valo’s
flights pushed British fliers Ken
Morrissey into sixth place and Paul Eisner
into seventh place.
The sum of each team member’s
highest speed determines the team
standings. Great Britain finished first with
a 870.5, France was second with 868.4,
and the US was third with 858.0.
The following volunteers made the
event happen: Bill Lee (software and
general event management), Barry Tippett
(event director and timing), Bill Hughes
(circle marshal), Bob Fogg (Trans Trace
timing system), Al Kelly (height judge),
Al Stegens (timing), Chris Montagino
(timing), Larry Tennen (timing and model
impound driver), Tom Brown (line
diameter and length), me (pull test), Bob
Taipale (tabulation), Arnie Nelson (data
input to log flight), Joe Brownlee (data
input to log flight), Dick Yatson (time
posting), Al Jones (fuel dispensing), and
Joey Mathison (fuel flush and holdingarea
marshal).
This contest was completed with no
formal protests. Many commented that it
had been years since that had happened.
All contestants placed official flights,
which was another first in years. MA
$3300 FF
$3750 RC
+ $5 S/H
• 30" wingspan
• Free Flight or Park Flyer
• Vintage 1950's Sport Model
• Laser Cut Parts
Sniiffffer
BMJR Model Products
Box 1210
Sharpes, FL 32959-1210
321-537-1159
www.BMJRModels.com
11sig1.QXD 8/23/04 3:09 pm Page 28
Edition: Model Aviation - 2004/11
Page Numbers: 20,21,28
by Dave Mark
F2A: Thirty-Three Speed fliers from
around the world competed in this CLWC,
and 15 North American Speed Society
(NASS) members volunteered their time
to perform the jobs required for
competition at this level.
Sunday, July 4, NASS members
prepared the site for the Speed event. The
Nats Racing circle, located to the west of
the Speed circle, was used for line layout,
fuel dispensing, tank flushing, pull-testing
safety straps and wires, and staging fliers
before their turn to enter the circle.
Height markers were installed at four
points around the circle. AMA supplied a
stand for the height judge—Al Kelly—and
it was adjusted so that his eyes were at the
exact level required by FAI rules. Four
people timed flights with stopwatches
along with the Trans Trace electronic
timing system that Goran Olsson designed.
Model processing was Monday, July 5,
at Cardinal Hills Country Club. The
aircraft were weighed, and then the
engines were marked to identify which
ones would be used in competition.
Control handles and safety straps were
checked to verify compliance with the
rules, and the models’ wings and stabilizer
areas were measured.
All of this data was entered into a
computer program that Bill Lee designed
and wrote. The software used the
measurements to compute areas and
indicate whether or not the models
conformed to the rules. All airplanes
processed that day were in compliance.
After the models were processed, the
software randomly mixed the contestant
list and created the flight order for the first
day of competition. Then it shuffled the
list by thirds to create the contestant orders
for the second and third days. It ensured
that no one flew at the same time each day.
A printout showed the order and flying
time for each pilot for each round of
competition. In F2A, fliers are assigned a
time to fly and are allowed six minutes to
complete the task.
F2A
The event was scheduled to start at 9
a.m. Tuesday. On the first day of flying,
equipment was checked to ensure that each
worker had the tools required for the job.
It was learned that there were no
instruments to measure line diameter.
AMA was to provide measuring devices,
and they were located at the tech impound
area.
The site technical inspector, Carl
Dodge, was contacted, and he said that the
equipment supplied was inadequate. US
team member Will Naemura saved the
day; he loaned a set of digital micrometers
that measured to 50 millionths.
The first modeler to fly was Peter
Halman of Great Britain. As we began
measuring his lines, Jo Halman—Great
Britain’s team manager—pointed out that
the line-length and pull-test method did
not conform to FAI standards. The linelength
measuring system was modified,
measured with a steel tape, and marked to
everyone’s satisfaction.
The pull test was to use a load cell that
NASS supplied. The problem with the
load cell was the method of anchoring it to
supply a strong point to pull against. This
Two-time World Champion Luis Parramon’s winning model. He represented Spain.
Speed champions past and present (L-R): Arnold Nelson, Carl Dodge, Bill Wisniewski
(all of the US), Peter Halman, Luis Parramon, and Jean Magne.
New Zealand’s Bill Bell puts up a flight.
Yes, he flies in his bare feet!
20 MODEL AVIATION
Photos by the author
11sig1.QXD 8/23/04 2:57 pm Page 20
November 2004 21
was changed by adding a two-line flying
handle to the cell and using that to pull the
model, which was also accepted. Each
model was pulled three times, and the
safety strap was also pulled three times.
Peter Halman was ready to draw from
the 5-gallon container of PowerMaster fuel
for his first flight, when another difference
between US and European modelers
became apparent; many of the Europeans
use small 2- to 3-ounce bottles to fuel their
models.
The 5-gallon tank had a large spigot, so
a funnel was needed, but none could be
found. To correct this, the outside of a fuel
syringe was used as a makeshift funnel. At
this point we were 25 minutes behind
schedule and ready to fly.
Peter Halman set the pace with a good,
clean 292.3 kph run. World Champion
Luis Parramon of Spain was next, and his
flight raised the mark to 295.6 kph. No
other fliers came close to those speeds the
first day. Ten competitors took reflights
after they could not get their equipment to
run in the Muncie air on their first
Luis Parramon is caught at speed during
his event-winning flight. The air density
Dave Mark (L) pull-tests Jean Magne’s (R) model. Tom Brown steadies load cell. made tuning difficult.
This is the dedicated and hardworking F2A event crew. Their names and the jobs they performed are in the text.
Continued on page 28
11sig1.QXD 8/23/04 2:58 pm Page 21
28 MODEL AVIATION
attempts. At the close of competition
Monday, 14 competitors had zeros for
their times.
The Russian team members—Sergey
Kostin, Dmitry Alyabev, and Konstantin
Fedotov—posted zeros, to many fliers’
surprise; it had been rumored that Dmitry
had turned 303.0 in Russia before the
meet.
The weather stations that modelers
used showed many shifts in altitude
density and humidity during the day,
making it difficult to tune the engine
setup.
The second day of flying, Wednesday,
started on time at 9 a.m., with all
equipment problems in the past. Jean
Magne of France posted a 291.0 kph using
a Halman Special engine. That speed held
as fastest of the day until Luis Parramon
flew at 11:28 with a 291.5 kph.
Many contestants were still having
setup problems, and 12 took reflights
when they could not get official flights on
their first attempts. US team member Will
Naemura turned a 288.4 kph on his
reflight, which put him in eighth place.
Nine fliers took zeros for the day, and five
still had not posted times for the meet.
Thursday was scheduled for practice,
and both circles were available. The
British team practiced for more than 10
hours, trying to figure out the correct
setup. They took readings from their
Oregon Scientific weather station all day
and made many equipment changes,
logging every move as the day progressed.
Continued from page 21
F2A Near the end of the practice session,
British team member Ken Morrissey said
that of all the world meets the British
team had attended, the Muncie site set the
record for unpredictable air. He said that
they would make an adjustment in their
models and then look at the weather
station to see that every reading had
changed.
The Russian team members were
having similar problems with their
equipment. They made many practice
flights and were still shaking their heads
at the end of the day. Sole Lithuanian
competitor Sigitas Snukiskis had posted
two zeros during the first two rounds. He
also spent many hours on the practice
circle and was not even able to get his
model to come on the pipe.
The final round of competition was
Friday, during which all three Junior
fliers posted their fastest times. British
team member Matthew Hart turned a
282.6 kph for second as a Junior and 15th
overall. Scott Matson of the US turned
269.0 kph for third as a Junior and 29th
overall. Luca Grossi of Italy was the 26th
contestant that day and had to refly, but
everything came together for him on his
second attempt; he turned a 285.9 kph,
for first as a Junior and 12th overall.
Sigitas Snukiskis took his flight, and
the model came on the pipe for a clean
but slow run at 223.1 kph. When his
model landed, everyone stood and
cheered for him.
Peter Halman’s final flight increased his
speed to 292.5 kph. Next, Luis Parramon
upped his time to the highest of the meet:
295.9 kph. The electronic timer that Bob
Fogg ran showed that Luis’s model gained
speed on each lap of the flight.
British team members Ken Morrissey
and Paul Eisner posted speeds of 289.0
kph. Those numbers put the British team
in first place, with the highest combined
total up to that point in the day.
The 27th person to fly that day was
French team member Jean Magne. His
flight tied with Luis Parramon’s, at 295.9
kph. Data for Jean’s flight showed that it
also built speed with each lap.
Luis Parramon’s faster flight in the
second round placed him in first and Jean
Magne in second; no others came close to
their speeds during the meet. At this
point, the British team sat in the third,
fourth, and fifth positions, with six fliers
to go and eight reflights waiting.
Jean Marc Aube of France took his
scheduled flight as 32nd contestant of the
day and turned a 290.2 kph, which put
him in fourth place.
The reflights started after a short
break. Jari Valo of Finland made it all
come together on his last chance for an
official attempt; he had taken two zeros in
previous rounds. His flight came in at
289.5 kph, for a jump into fifth place.
Todd Ryan of the US turned a 286.9
kph on his reflight, which moved him to
ninth place behind teammate Will
Naemura. Todd’s flight moved the
American team into third place.
Jean Marc Aube’s and Jari Valo’s
flights pushed British fliers Ken
Morrissey into sixth place and Paul Eisner
into seventh place.
The sum of each team member’s
highest speed determines the team
standings. Great Britain finished first with
a 870.5, France was second with 868.4,
and the US was third with 858.0.
The following volunteers made the
event happen: Bill Lee (software and
general event management), Barry Tippett
(event director and timing), Bill Hughes
(circle marshal), Bob Fogg (Trans Trace
timing system), Al Kelly (height judge),
Al Stegens (timing), Chris Montagino
(timing), Larry Tennen (timing and model
impound driver), Tom Brown (line
diameter and length), me (pull test), Bob
Taipale (tabulation), Arnie Nelson (data
input to log flight), Joe Brownlee (data
input to log flight), Dick Yatson (time
posting), Al Jones (fuel dispensing), and
Joey Mathison (fuel flush and holdingarea
marshal).
This contest was completed with no
formal protests. Many commented that it
had been years since that had happened.
All contestants placed official flights,
which was another first in years. MA
$3300 FF
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• 30" wingspan
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Sniiffffer
BMJR Model Products
Box 1210
Sharpes, FL 32959-1210
321-537-1159
www.BMJRModels.com
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