May 2006 45
Peter Brooks launches his F1E entry into a
group of models that are climbing away in
a standing wave. Croghan photo.
The Class: For more than 50 years
modelers in the mountainous regions of
Central Europe have been flying FAI
class F1E for FF Slope Soaring Gliders.
The models are flown from a hill or
slope and glide in a relatively straight
line into the wind.
An automatic steering device keeps
the aircraft directed into the wind. It
consists of a forward fin with a rudder
that is attached with an adjustable
coupling to a magnet that steers the
model in the desired direction.
If the glider veers to the left, the
magnet moves the rudder to the left,
which forces its nose to the right. If the
glider turns right, the rudder will turn
right and the model will turn to the left
until it is again heading in the desired
direction.
The rules for class F1E allow for a
wide range of model sizes and design
ingenuity. The maximum surface area is
150 dm2 and the maximum wing
loading is 100 grams per dm2. The
maximum flying weight is 5 kilograms.
A contestant may use as many as five
models in any contest.
A contest normally consists of five
one-hour rounds. The rounds usually
start at 10 a.m. or later to have a breeze
present. The maximum flight of three to
five minutes is determined by the wind
velocity or flying-site conditions.
Flight scoring differs from the total
accumulated flight times used for
duration-type FF competitions. Each
flight is scored by dividing the flight
time by the max time and then
multiplying by 100.
If the max is 300 seconds and a flight
is 150 seconds, the score is 150/300 = .5
x 100 = a score of 50. This method of
scoring allows changing max flight
times without affecting the final scores,
which occurs in other FF events when
max times are changed.
A flyoff is held if two or more
competitors have scored 500 points or
have identical scores at the end of five
rounds. The flightline is usually moved
down the slope to make the max more
difficult to achieve. The first flyoff is
normally seven minutes. For successive
flyoff flights, the flightline is moved
farther down the slope and two minutes
is added to the previous max time.
The Models: F1E Gliders usually have
medium-aspect-ratio wings and a
generous stabilizer area. The wings and
stabilizers are made with the state-ofthe-
art carbon D-box with carbon/balsa
spars, carbon-fiber TEs, and rib caps.
Four-piece wings are almost universally
used, to allow the models to be
transported easily and, more important,
to make the wings less susceptible to
damage from hard landings.
The wingtips are held on by a smalldiameter
wire that fits into tubing in the
spars. This wire is bent to provide tip
dihedral. A small piece of tape is put
around the TE to hold the tip in
F1E Introduction to
THE IDEAL FLYING sites for FF modelers
are large, flat fields of grass that are
unobstructed so that long flights can be made
without going behind or into obstructions.
Motorbikes are a necessity for FFers; they are
used to retrieve the aircraft.
What type of FF models can be flown in
mountainous regions where the terrain limits
normal FF activity? An event has evolved in
Europe that makes use of hilly terrain for
competition. Imagine launching a model off of a
hill, over a sloping alpine meadow into lift that
pushes the aircraft higher and higher as it glides
into the wind and down a slope for a five-minute
maximum flight.
by Bob Sifleet
Imagine launching a model off of a hill,
over a sloping alpine meadow into lift
that pushes the aircraft higher and higher ...
alignment. The main wing panels are held
together by a large carbon or wire joiner.
Kevlar/carbon-fiber composite tubes are
normally used for the entire fuselage. The long
tailboom and front end are detachable behind
the wing. This also makes it easier to transport
the models in compact model boxes.
Clockwork and occasionally electronic timers
are used for dethermalization and for various
stabilizer functions including bunt.
The nose pod is usually a teardrop-shaped
unit that contains the steering mechanism,
commonly called the “pilot.” A jewel bearing
is located in the bottom center of the nose pod.
The forward fin is attached to a keyed flat
plate that is affixed to the top of the nose pod
with rubber bands. This allows the forward fin,
steering fin, and magnet to be detached during
a hard landing to avoid damage.
The hinged rudder is attached to the
forward fin, and the magnet housing is attached
to the lower part of the rudder. A ball bearing
or pointed shaft is located on the lower end of
the magnet housing and rests on the bearing.
The rudder can be adjusted to be straight
with the forward fin, with the model oriented
in any direction. When the glider changes
flight direction left or right, the steering rudder
being turned by the magnet will move in the
opposite direction. This allows the steering to
move the model back to the intended
orientation.
Flight: F1E gliders are sent aloft by handlaunching
them from a hill; however, some
modelers have perfected a bunt-type launch.
The models are launched at a 30°-40° angle
with as hard a push as possible with the
stabilizer set at a ballistic cruise angle, and
bunt function occurs in 1.2-1.5 seconds. A
good bunt launch can result in 15 feet of
additional altitude that will start the flight high
enough to be out of ground turbulence and in a
stronger part of the standing wave.
The glide is adjusted to be somewhat faster
than other FF models’ slow maximum
performance glides. This trim will prevent
stalling and instability that can result in the
model’s turning rapidly in turbulence. The
aircraft must penetrate the wind slowly with
good stability.
Ballast can be attached to the model to
increase the glide speed, which helps the
aircraft penetrate stronger winds. This
precludes having the model drift downwind
into or over the hill. A log of wind speeds vs.
ballast required for each model is helpful to
determine how much ballast to use at a
particular wind velocity.
In addition to ballast, a fast-glide function
is used on models that are designed for strong
wind conditions. These aircraft are adjusted
for fast, penetrating flight to allow them to
glide away from the slope upwind from the
launch position to get away from wind
currents that would carry them backward
over the top of the hill.
When the model is far enough upwind and
down the slope, the stabilizer is activated by
the timer to a normal glide setting that allows
the model to climb high in the standing wave.
One might assume that each slope where
F1E is flown has unique lift conditions that
vary with wind direction and velocity. It is
necessary to make many practice flights to
learn a particular
flying site’s
characteristics.
F1E gliders are
not always flown
directly into the
wind. Occasionally it
is necessary to fly
crosswind to keep the
model in lift. Flying
parallel to a hill or
ridge at an angle to
the wind can be
achieved by adjusting
the pilot to steer at an
angle to the wind,
much like a tack
angle with a sailboat.
To avoid landing
in rough terrain such
as trees, buildings, etc. at the bottom of the
slope, a circling option can be incorporated
into the models. The steering rudder is furled
to one side by a timer-activated device to make
the aircraft circle and drift back toward the
launch location, thereby avoiding landing at
the bottom of the slope. Since both wings are
set with no angular difference between them, a
small amount of up-elevator must be put into
the stabilizer when the circling begins to avoid
spinning in.
The Competitors: F1E is extremely popular
in Europe. Romania, Hungary, Czech
Republic, Slovakia, Germany, Poland,
Switzerland, and Austria make up the hotbed
of F1E competition. Forty or more pilots often
participate in F1E competitions. This number
rivals or exceeds the number of pilots who
flies in any of the other F1 FF classes. There
are usually 17 World Cup contests and many
local competitions in the seven countries
where F1E is most popular.
46 MODEL AVIATION
Tom Ioerger checks in with the timers. Nosko photo.
2005 F1E World Championships contestants await a favorable breeze at the scenic
flying site at Liptovsky Mikulas, Slovakia. L-R: Bob Sifleet, Manfred Rennecke of
Germany, Vince Croghan. Croghan photo.
Sizes of F1E models. Bottom: midsize, for
average conditions. Top left: large, for
calm and light wind. Top right: Small, for
strong winds.
States until 2000, when John Davis
started working with the event. He placed
fourth at the 2001 World Championships
and started a program to encourage others
to fly F1E.
In 2003 I won the World
Championships, which was held in
Romania. At the 2005 World
Championships in Slovakia, Vince
Croghan placed third and the US team
finished in second place.
Resources: Anyone who enjoys flying
FF models would probably find flying
F1E Gliders challenging and enjoyable.
The aircraft are inexpensive in
comparison to F1A, B, or C models. The
only support equipment required is a good
pair of hiking boots to climb back up the
slope after a long flight.
The 2004 National Free Flight Society
Symposium contains an excellent
presentation on the construction of F1E
magnetic-steered gliders. Daniel Petcu of
Romania is the author. In the same issue
Marian Popescu, also of Romania, was
awarded the Model of the Year for his F1E
Marpo. Tom Ioerger, Vince Croghan, and I
used this design at the 2005 F1E World
Championships in Slovakia. MA
Bob Sifleet
15073 Bonnair Rd.
Glen Rock PA 17327
Edition: Model Aviation - 2006/05
Page Numbers: 45,46,47
Edition: Model Aviation - 2006/05
Page Numbers: 45,46,47
May 2006 45
Peter Brooks launches his F1E entry into a
group of models that are climbing away in
a standing wave. Croghan photo.
The Class: For more than 50 years
modelers in the mountainous regions of
Central Europe have been flying FAI
class F1E for FF Slope Soaring Gliders.
The models are flown from a hill or
slope and glide in a relatively straight
line into the wind.
An automatic steering device keeps
the aircraft directed into the wind. It
consists of a forward fin with a rudder
that is attached with an adjustable
coupling to a magnet that steers the
model in the desired direction.
If the glider veers to the left, the
magnet moves the rudder to the left,
which forces its nose to the right. If the
glider turns right, the rudder will turn
right and the model will turn to the left
until it is again heading in the desired
direction.
The rules for class F1E allow for a
wide range of model sizes and design
ingenuity. The maximum surface area is
150 dm2 and the maximum wing
loading is 100 grams per dm2. The
maximum flying weight is 5 kilograms.
A contestant may use as many as five
models in any contest.
A contest normally consists of five
one-hour rounds. The rounds usually
start at 10 a.m. or later to have a breeze
present. The maximum flight of three to
five minutes is determined by the wind
velocity or flying-site conditions.
Flight scoring differs from the total
accumulated flight times used for
duration-type FF competitions. Each
flight is scored by dividing the flight
time by the max time and then
multiplying by 100.
If the max is 300 seconds and a flight
is 150 seconds, the score is 150/300 = .5
x 100 = a score of 50. This method of
scoring allows changing max flight
times without affecting the final scores,
which occurs in other FF events when
max times are changed.
A flyoff is held if two or more
competitors have scored 500 points or
have identical scores at the end of five
rounds. The flightline is usually moved
down the slope to make the max more
difficult to achieve. The first flyoff is
normally seven minutes. For successive
flyoff flights, the flightline is moved
farther down the slope and two minutes
is added to the previous max time.
The Models: F1E Gliders usually have
medium-aspect-ratio wings and a
generous stabilizer area. The wings and
stabilizers are made with the state-ofthe-
art carbon D-box with carbon/balsa
spars, carbon-fiber TEs, and rib caps.
Four-piece wings are almost universally
used, to allow the models to be
transported easily and, more important,
to make the wings less susceptible to
damage from hard landings.
The wingtips are held on by a smalldiameter
wire that fits into tubing in the
spars. This wire is bent to provide tip
dihedral. A small piece of tape is put
around the TE to hold the tip in
F1E Introduction to
THE IDEAL FLYING sites for FF modelers
are large, flat fields of grass that are
unobstructed so that long flights can be made
without going behind or into obstructions.
Motorbikes are a necessity for FFers; they are
used to retrieve the aircraft.
What type of FF models can be flown in
mountainous regions where the terrain limits
normal FF activity? An event has evolved in
Europe that makes use of hilly terrain for
competition. Imagine launching a model off of a
hill, over a sloping alpine meadow into lift that
pushes the aircraft higher and higher as it glides
into the wind and down a slope for a five-minute
maximum flight.
by Bob Sifleet
Imagine launching a model off of a hill,
over a sloping alpine meadow into lift
that pushes the aircraft higher and higher ...
alignment. The main wing panels are held
together by a large carbon or wire joiner.
Kevlar/carbon-fiber composite tubes are
normally used for the entire fuselage. The long
tailboom and front end are detachable behind
the wing. This also makes it easier to transport
the models in compact model boxes.
Clockwork and occasionally electronic timers
are used for dethermalization and for various
stabilizer functions including bunt.
The nose pod is usually a teardrop-shaped
unit that contains the steering mechanism,
commonly called the “pilot.” A jewel bearing
is located in the bottom center of the nose pod.
The forward fin is attached to a keyed flat
plate that is affixed to the top of the nose pod
with rubber bands. This allows the forward fin,
steering fin, and magnet to be detached during
a hard landing to avoid damage.
The hinged rudder is attached to the
forward fin, and the magnet housing is attached
to the lower part of the rudder. A ball bearing
or pointed shaft is located on the lower end of
the magnet housing and rests on the bearing.
The rudder can be adjusted to be straight
with the forward fin, with the model oriented
in any direction. When the glider changes
flight direction left or right, the steering rudder
being turned by the magnet will move in the
opposite direction. This allows the steering to
move the model back to the intended
orientation.
Flight: F1E gliders are sent aloft by handlaunching
them from a hill; however, some
modelers have perfected a bunt-type launch.
The models are launched at a 30°-40° angle
with as hard a push as possible with the
stabilizer set at a ballistic cruise angle, and
bunt function occurs in 1.2-1.5 seconds. A
good bunt launch can result in 15 feet of
additional altitude that will start the flight high
enough to be out of ground turbulence and in a
stronger part of the standing wave.
The glide is adjusted to be somewhat faster
than other FF models’ slow maximum
performance glides. This trim will prevent
stalling and instability that can result in the
model’s turning rapidly in turbulence. The
aircraft must penetrate the wind slowly with
good stability.
Ballast can be attached to the model to
increase the glide speed, which helps the
aircraft penetrate stronger winds. This
precludes having the model drift downwind
into or over the hill. A log of wind speeds vs.
ballast required for each model is helpful to
determine how much ballast to use at a
particular wind velocity.
In addition to ballast, a fast-glide function
is used on models that are designed for strong
wind conditions. These aircraft are adjusted
for fast, penetrating flight to allow them to
glide away from the slope upwind from the
launch position to get away from wind
currents that would carry them backward
over the top of the hill.
When the model is far enough upwind and
down the slope, the stabilizer is activated by
the timer to a normal glide setting that allows
the model to climb high in the standing wave.
One might assume that each slope where
F1E is flown has unique lift conditions that
vary with wind direction and velocity. It is
necessary to make many practice flights to
learn a particular
flying site’s
characteristics.
F1E gliders are
not always flown
directly into the
wind. Occasionally it
is necessary to fly
crosswind to keep the
model in lift. Flying
parallel to a hill or
ridge at an angle to
the wind can be
achieved by adjusting
the pilot to steer at an
angle to the wind,
much like a tack
angle with a sailboat.
To avoid landing
in rough terrain such
as trees, buildings, etc. at the bottom of the
slope, a circling option can be incorporated
into the models. The steering rudder is furled
to one side by a timer-activated device to make
the aircraft circle and drift back toward the
launch location, thereby avoiding landing at
the bottom of the slope. Since both wings are
set with no angular difference between them, a
small amount of up-elevator must be put into
the stabilizer when the circling begins to avoid
spinning in.
The Competitors: F1E is extremely popular
in Europe. Romania, Hungary, Czech
Republic, Slovakia, Germany, Poland,
Switzerland, and Austria make up the hotbed
of F1E competition. Forty or more pilots often
participate in F1E competitions. This number
rivals or exceeds the number of pilots who
flies in any of the other F1 FF classes. There
are usually 17 World Cup contests and many
local competitions in the seven countries
where F1E is most popular.
46 MODEL AVIATION
Tom Ioerger checks in with the timers. Nosko photo.
2005 F1E World Championships contestants await a favorable breeze at the scenic
flying site at Liptovsky Mikulas, Slovakia. L-R: Bob Sifleet, Manfred Rennecke of
Germany, Vince Croghan. Croghan photo.
Sizes of F1E models. Bottom: midsize, for
average conditions. Top left: large, for
calm and light wind. Top right: Small, for
strong winds.
States until 2000, when John Davis
started working with the event. He placed
fourth at the 2001 World Championships
and started a program to encourage others
to fly F1E.
In 2003 I won the World
Championships, which was held in
Romania. At the 2005 World
Championships in Slovakia, Vince
Croghan placed third and the US team
finished in second place.
Resources: Anyone who enjoys flying
FF models would probably find flying
F1E Gliders challenging and enjoyable.
The aircraft are inexpensive in
comparison to F1A, B, or C models. The
only support equipment required is a good
pair of hiking boots to climb back up the
slope after a long flight.
The 2004 National Free Flight Society
Symposium contains an excellent
presentation on the construction of F1E
magnetic-steered gliders. Daniel Petcu of
Romania is the author. In the same issue
Marian Popescu, also of Romania, was
awarded the Model of the Year for his F1E
Marpo. Tom Ioerger, Vince Croghan, and I
used this design at the 2005 F1E World
Championships in Slovakia. MA
Bob Sifleet
15073 Bonnair Rd.
Glen Rock PA 17327
Edition: Model Aviation - 2006/05
Page Numbers: 45,46,47
May 2006 45
Peter Brooks launches his F1E entry into a
group of models that are climbing away in
a standing wave. Croghan photo.
The Class: For more than 50 years
modelers in the mountainous regions of
Central Europe have been flying FAI
class F1E for FF Slope Soaring Gliders.
The models are flown from a hill or
slope and glide in a relatively straight
line into the wind.
An automatic steering device keeps
the aircraft directed into the wind. It
consists of a forward fin with a rudder
that is attached with an adjustable
coupling to a magnet that steers the
model in the desired direction.
If the glider veers to the left, the
magnet moves the rudder to the left,
which forces its nose to the right. If the
glider turns right, the rudder will turn
right and the model will turn to the left
until it is again heading in the desired
direction.
The rules for class F1E allow for a
wide range of model sizes and design
ingenuity. The maximum surface area is
150 dm2 and the maximum wing
loading is 100 grams per dm2. The
maximum flying weight is 5 kilograms.
A contestant may use as many as five
models in any contest.
A contest normally consists of five
one-hour rounds. The rounds usually
start at 10 a.m. or later to have a breeze
present. The maximum flight of three to
five minutes is determined by the wind
velocity or flying-site conditions.
Flight scoring differs from the total
accumulated flight times used for
duration-type FF competitions. Each
flight is scored by dividing the flight
time by the max time and then
multiplying by 100.
If the max is 300 seconds and a flight
is 150 seconds, the score is 150/300 = .5
x 100 = a score of 50. This method of
scoring allows changing max flight
times without affecting the final scores,
which occurs in other FF events when
max times are changed.
A flyoff is held if two or more
competitors have scored 500 points or
have identical scores at the end of five
rounds. The flightline is usually moved
down the slope to make the max more
difficult to achieve. The first flyoff is
normally seven minutes. For successive
flyoff flights, the flightline is moved
farther down the slope and two minutes
is added to the previous max time.
The Models: F1E Gliders usually have
medium-aspect-ratio wings and a
generous stabilizer area. The wings and
stabilizers are made with the state-ofthe-
art carbon D-box with carbon/balsa
spars, carbon-fiber TEs, and rib caps.
Four-piece wings are almost universally
used, to allow the models to be
transported easily and, more important,
to make the wings less susceptible to
damage from hard landings.
The wingtips are held on by a smalldiameter
wire that fits into tubing in the
spars. This wire is bent to provide tip
dihedral. A small piece of tape is put
around the TE to hold the tip in
F1E Introduction to
THE IDEAL FLYING sites for FF modelers
are large, flat fields of grass that are
unobstructed so that long flights can be made
without going behind or into obstructions.
Motorbikes are a necessity for FFers; they are
used to retrieve the aircraft.
What type of FF models can be flown in
mountainous regions where the terrain limits
normal FF activity? An event has evolved in
Europe that makes use of hilly terrain for
competition. Imagine launching a model off of a
hill, over a sloping alpine meadow into lift that
pushes the aircraft higher and higher as it glides
into the wind and down a slope for a five-minute
maximum flight.
by Bob Sifleet
Imagine launching a model off of a hill,
over a sloping alpine meadow into lift
that pushes the aircraft higher and higher ...
alignment. The main wing panels are held
together by a large carbon or wire joiner.
Kevlar/carbon-fiber composite tubes are
normally used for the entire fuselage. The long
tailboom and front end are detachable behind
the wing. This also makes it easier to transport
the models in compact model boxes.
Clockwork and occasionally electronic timers
are used for dethermalization and for various
stabilizer functions including bunt.
The nose pod is usually a teardrop-shaped
unit that contains the steering mechanism,
commonly called the “pilot.” A jewel bearing
is located in the bottom center of the nose pod.
The forward fin is attached to a keyed flat
plate that is affixed to the top of the nose pod
with rubber bands. This allows the forward fin,
steering fin, and magnet to be detached during
a hard landing to avoid damage.
The hinged rudder is attached to the
forward fin, and the magnet housing is attached
to the lower part of the rudder. A ball bearing
or pointed shaft is located on the lower end of
the magnet housing and rests on the bearing.
The rudder can be adjusted to be straight
with the forward fin, with the model oriented
in any direction. When the glider changes
flight direction left or right, the steering rudder
being turned by the magnet will move in the
opposite direction. This allows the steering to
move the model back to the intended
orientation.
Flight: F1E gliders are sent aloft by handlaunching
them from a hill; however, some
modelers have perfected a bunt-type launch.
The models are launched at a 30°-40° angle
with as hard a push as possible with the
stabilizer set at a ballistic cruise angle, and
bunt function occurs in 1.2-1.5 seconds. A
good bunt launch can result in 15 feet of
additional altitude that will start the flight high
enough to be out of ground turbulence and in a
stronger part of the standing wave.
The glide is adjusted to be somewhat faster
than other FF models’ slow maximum
performance glides. This trim will prevent
stalling and instability that can result in the
model’s turning rapidly in turbulence. The
aircraft must penetrate the wind slowly with
good stability.
Ballast can be attached to the model to
increase the glide speed, which helps the
aircraft penetrate stronger winds. This
precludes having the model drift downwind
into or over the hill. A log of wind speeds vs.
ballast required for each model is helpful to
determine how much ballast to use at a
particular wind velocity.
In addition to ballast, a fast-glide function
is used on models that are designed for strong
wind conditions. These aircraft are adjusted
for fast, penetrating flight to allow them to
glide away from the slope upwind from the
launch position to get away from wind
currents that would carry them backward
over the top of the hill.
When the model is far enough upwind and
down the slope, the stabilizer is activated by
the timer to a normal glide setting that allows
the model to climb high in the standing wave.
One might assume that each slope where
F1E is flown has unique lift conditions that
vary with wind direction and velocity. It is
necessary to make many practice flights to
learn a particular
flying site’s
characteristics.
F1E gliders are
not always flown
directly into the
wind. Occasionally it
is necessary to fly
crosswind to keep the
model in lift. Flying
parallel to a hill or
ridge at an angle to
the wind can be
achieved by adjusting
the pilot to steer at an
angle to the wind,
much like a tack
angle with a sailboat.
To avoid landing
in rough terrain such
as trees, buildings, etc. at the bottom of the
slope, a circling option can be incorporated
into the models. The steering rudder is furled
to one side by a timer-activated device to make
the aircraft circle and drift back toward the
launch location, thereby avoiding landing at
the bottom of the slope. Since both wings are
set with no angular difference between them, a
small amount of up-elevator must be put into
the stabilizer when the circling begins to avoid
spinning in.
The Competitors: F1E is extremely popular
in Europe. Romania, Hungary, Czech
Republic, Slovakia, Germany, Poland,
Switzerland, and Austria make up the hotbed
of F1E competition. Forty or more pilots often
participate in F1E competitions. This number
rivals or exceeds the number of pilots who
flies in any of the other F1 FF classes. There
are usually 17 World Cup contests and many
local competitions in the seven countries
where F1E is most popular.
46 MODEL AVIATION
Tom Ioerger checks in with the timers. Nosko photo.
2005 F1E World Championships contestants await a favorable breeze at the scenic
flying site at Liptovsky Mikulas, Slovakia. L-R: Bob Sifleet, Manfred Rennecke of
Germany, Vince Croghan. Croghan photo.
Sizes of F1E models. Bottom: midsize, for
average conditions. Top left: large, for
calm and light wind. Top right: Small, for
strong winds.
States until 2000, when John Davis
started working with the event. He placed
fourth at the 2001 World Championships
and started a program to encourage others
to fly F1E.
In 2003 I won the World
Championships, which was held in
Romania. At the 2005 World
Championships in Slovakia, Vince
Croghan placed third and the US team
finished in second place.
Resources: Anyone who enjoys flying
FF models would probably find flying
F1E Gliders challenging and enjoyable.
The aircraft are inexpensive in
comparison to F1A, B, or C models. The
only support equipment required is a good
pair of hiking boots to climb back up the
slope after a long flight.
The 2004 National Free Flight Society
Symposium contains an excellent
presentation on the construction of F1E
magnetic-steered gliders. Daniel Petcu of
Romania is the author. In the same issue
Marian Popescu, also of Romania, was
awarded the Model of the Year for his F1E
Marpo. Tom Ioerger, Vince Croghan, and I
used this design at the 2005 F1E World
Championships in Slovakia. MA
Bob Sifleet
15073 Bonnair Rd.
Glen Rock PA 17327
