I RECEIVED A note from Dave Villwock, who is the racing-boat driver of Miss Budweiser. I had never thought about Precision Aerobatics-competition flying as relaxing before! Please read on. "I enjoy competition and I also enjoy the social environment of Aerobatics flying. The people I meet at contests around the country are both helpful and friendly. A sharp contrast to the stereotype placed on most Pattern fliers of being ultra-competitive egomaniacs. Most of my best friends are involved in aerobatic flying and I very much value those relationships. "Flying helps take my mind off of the pressures and demands of my racing profession. A necessity if one wishes to keep sane in that business. "I have been modeling since I was eight years old. I started in Control Line then onto reed Controlaire setups before going to my first Pattern contest with a Kwik-Fly/K&B .60/Controlaire proportional radio. I have been in and out of competitive flying for many years but have always maintained a Pattern-type aerobatic model to practice with. "I have been asked many times why I fly Pattern sequences even at times when I was not competing at Pattern contests. I've always had one standard answer, which is another question: ask yourself this, how long would you play golf if there was no pin or hole to hit the ball at? Flying for fun is great but for some people it is much like hitting a golf ball around in a cow pasture. It's a lot of fun for a while but will become boring unless there is some goal to be attained. "Again, much like golf we all know that we will never achieve perfection in every maneuver we fly but it is a heck of a lot of fun to try. Pattern and IMAC [International Miniature Aerobatic Club] aerobatic flying gives us all a list of goals to try to attain. This has always piqued my interest and helped me become a better pilot. "Another often asked question is why I don't seem to get nervous while at contests. My answer is easy: when I race boats they strap me into a part airplane, part boat jet-powered vehicle that rides over two-foot waves at 200 mph with six of my best friends. That's a pretty stressful and violent environment. When I fly model airplanes I don't have lo get in it and the worst it can do is crash, so it doesn 't bother me much. "I always look forward to the time I spend at the flying field with friends. There is no better place to find great people to relax with and to take our minds off the pressures of the rest of the world. Best wishes." Dave Villwock finds Pattern flying less stressful than driving. Villwock photo. Thank you for the letter and the picture. This Radio Control hobby sure brings us together with some very interesting people. Next time you are feeling that trickle down the middle of your back, just remember that you are not doing 200 mph inches above the waves! This month's airplane-performance review is of the World Models Freestyle. I originally bought this model to horse around with during the winter and found out that it had very good Pattern capabilities. The picture shows the name, which was chosen just after the 9/11 terrorist attacks. The word "Freedom" just felt better at the time, but it turns out that the airplane has a high degree of freedom from the effects of gravity. With extreme throws, the airplane is capable of full 3-D flying. With more conservative settings, it becomes Pattern-capable. A YS 63 on the front provides excellent vertical performance. (Fellow club members used a strong .45-.50 two-stroke and had similar results.) An APC 12x8 propeller gave the best results. The airplane has a large side area and rolls on a wire. The rudder is very strong. It will do true knife-edge loops on full throws. On Pattern settings, only approximately one-quarter inch The Freedom's large side area greatly assists in axial roll. Will this YS 140 DZ engine be the winner in the battle between the two-strokes and the four-strokes? See text. A YS 63 engine turns this World Models Freestyle fun-fly machine into a respectable Pattern-capable airplane. of deflection was needed to keep the nose up in a slow roll. The Freedom will fly all the 2002 schedules, and it handles the wind quite well. It is not a Two-Meter airplane, so it has to be flown closer in. You will find it hard to run out of box space. It takes off with ease and lands very slowly. At a street price of roughly $ 180, this Almost Ready to Fly will allow you to perform artistic aerobatics and Precision Aerobatics with the same airplane. It can be kept fully assembled in the back of a Ford Explorer with room to spare. Frequently-Asked Question 2: Which is better in a Pattern airplane: a two- or four-stroke engine? Along with my stable of YS 140s, I have been running the O.S. 1.40 RX for more than five years and have been using it for that last two years in a Hydeout. It is easy to notice the recent arrival of several viable two-strokes, which include the SuperTigre 2300, the MVVS 1.50, the Webra 1.45, and the O.S. 1.40 and 1.60. (Please pardon me if I left out anyone's personal favorite.) I have made some notes and observations about running the two- and four-strokes in the same airplane and how it affected the execution of the routines, such as Federation Aeronautique Internationale (FAI) and Masters. Consider cost. Two-strokes have fewer parts and do cost less. The price gets closer when you add the headers and pipes. So why is there not an immediate leap over to the two-strokes for cost savings alone? I believe that many people have already put a considerable investment into four-stroke parts and paraphernalia. I have backup four-stroke engines and a range of "four-stroke" propellers. If O.S. sold its engine for $250 or did some kind of two-for-one deal, many more of us might be running it today. The O.S. 1.60 is attractive because of its power and price. The biggest challenge in using two-strokes is the size of the pipes and mufflers required to give adequate noise suppression. Effective two-stroke pipes tend to be long and are large. More significantly, they have tended not to fit into many of the existing designs. There was not a plethora of airplanes waiting for one of these power plants. This has changed in recent years. The YS 140, on the other hand, just drops in where the YS 120s used to live. Consider starting and cold/hot handling. There is no doubt in my mind that the four-stroke wins here. The two-stroke has been hard to turn over when cold. Mine were poor at drawing fuel on the first run of the day and difficult to warm up on a cold day. They are also fussy about the pipe being kept warm prior to a flight attempt. When it comes to raw and available power, however, I have become addicted to the two-stroke. You can run 17 x 12 propellers and rocket vertically. Of course what goes up must come down, and energy management is different when the stroke overruns its throttle opening on the down-line. The old, cleaner airplane designs limited the use of the big propellers, and you may experience less down-line braking than you would get from a four-stroke if both engines were running, for example, a 15 x 13N. The newer models with better ground clearance and more drag are happy to use the bigger propellers. Maintenance is much simpler with the two-strokes. The cost of spare parts has proven to be approximately the same. There are fewer parts with a two-stroke, and they seem to wear better. The overall weight of both engine systems tends to be close. The two- stroke is the lighter of the two. The distribution of the weight is different. The weight ends up being much more rearward on a two-stroke, especially when a tuned pipe is employed. Swapping a YS 140 into the Hydeout moved the Ni-Cd from its position next to the firewall to behind the tank. An additional 1.5 ounces of lead was put on the tail to get the elevator to trim at neutral again. Fuel consumption has turned out to be roughly the same. The same tank sizes can be used with either engine. The YS won on plug longevity. The two-stroke power is undeniable and enjoyable. The four-strokes are not very far behind the two-strokes (or even beyond with the most recent YS DZ). This leads to overall handling. I have to get off the dime here and say that I prefer the friendlier handling of the four-strokes. They start easily at low throttle and deliver power in a smoother, less peaky manner. They run and idle better in all weather conditions, and they give better speed control in spin entries and down-lines. They can be a bear to maintain, but I can live with that challenge. Once a motorhead, always a motorhead, I guess. Opposing views, findings, and your letters on this topic or any Pattern-related subjects are always more than welcome. I'm going to end this month's column by saluting the supporters of the 2001 USA world F3A FAI team. Interestingly enough, not all supporters wanted to be listed, and I can respect that, so I thank them even if only they know who they are. Corporate contributors were Airtronics, Loctite, the National Society of Radio Controlled Aerobatics, Piedmont Models, Lakin Enterprises (Gator R/C). Romeo Manufacturing Inc., Triton Boat Company, R/C Modeler Corporation, Buyrc.com, Frank Tiano Enterprises, Boca Bearing Company, and Futaba Corporation, which donated a top-of-the-line radio for a lucrative raffle at the 2001 Nationals. Club contributors were BARKS R/C Inc., Weak Signals R/C Inc.. Sun Valley Flyers, Arizona Model Pilots Society, and Alaska Radio Control Society. Individual contributors were Dave Villwock, Jeffrey Carrish, me. Gary Garabian. Chris Dansereau. Joseph Lachowski. Reeves Lippincott. R. Dunn Sides. Don Peck. Lt. Scan Merch, Skip Board, Frank Collinson, J. Gerber, James Fox. Tim Taylor, Charles Hartman. David Root, Frank Granelli, Wade Akle. William Lairsed. Herb Duff, and Mike Baiano. I hope that all of the above, and some more of you out there, will feel like doing it again for the 2003 team. Even if you consider your donation to be too small, : please don't hold back because the sum always counts for more than the parts. KM
Edition: Model Aviation - 2002/09
Page Numbers: 100, 102, 109
Edition: Model Aviation - 2002/09
Page Numbers: 100, 102, 109
I RECEIVED A note from Dave Villwock, who is the racing-boat driver of Miss Budweiser. I had never thought about Precision Aerobatics-competition flying as relaxing before! Please read on. "I enjoy competition and I also enjoy the social environment of Aerobatics flying. The people I meet at contests around the country are both helpful and friendly. A sharp contrast to the stereotype placed on most Pattern fliers of being ultra-competitive egomaniacs. Most of my best friends are involved in aerobatic flying and I very much value those relationships. "Flying helps take my mind off of the pressures and demands of my racing profession. A necessity if one wishes to keep sane in that business. "I have been modeling since I was eight years old. I started in Control Line then onto reed Controlaire setups before going to my first Pattern contest with a Kwik-Fly/K&B .60/Controlaire proportional radio. I have been in and out of competitive flying for many years but have always maintained a Pattern-type aerobatic model to practice with. "I have been asked many times why I fly Pattern sequences even at times when I was not competing at Pattern contests. I've always had one standard answer, which is another question: ask yourself this, how long would you play golf if there was no pin or hole to hit the ball at? Flying for fun is great but for some people it is much like hitting a golf ball around in a cow pasture. It's a lot of fun for a while but will become boring unless there is some goal to be attained. "Again, much like golf we all know that we will never achieve perfection in every maneuver we fly but it is a heck of a lot of fun to try. Pattern and IMAC [International Miniature Aerobatic Club] aerobatic flying gives us all a list of goals to try to attain. This has always piqued my interest and helped me become a better pilot. "Another often asked question is why I don't seem to get nervous while at contests. My answer is easy: when I race boats they strap me into a part airplane, part boat jet-powered vehicle that rides over two-foot waves at 200 mph with six of my best friends. That's a pretty stressful and violent environment. When I fly model airplanes I don't have lo get in it and the worst it can do is crash, so it doesn 't bother me much. "I always look forward to the time I spend at the flying field with friends. There is no better place to find great people to relax with and to take our minds off the pressures of the rest of the world. Best wishes." Dave Villwock finds Pattern flying less stressful than driving. Villwock photo. Thank you for the letter and the picture. This Radio Control hobby sure brings us together with some very interesting people. Next time you are feeling that trickle down the middle of your back, just remember that you are not doing 200 mph inches above the waves! This month's airplane-performance review is of the World Models Freestyle. I originally bought this model to horse around with during the winter and found out that it had very good Pattern capabilities. The picture shows the name, which was chosen just after the 9/11 terrorist attacks. The word "Freedom" just felt better at the time, but it turns out that the airplane has a high degree of freedom from the effects of gravity. With extreme throws, the airplane is capable of full 3-D flying. With more conservative settings, it becomes Pattern-capable. A YS 63 on the front provides excellent vertical performance. (Fellow club members used a strong .45-.50 two-stroke and had similar results.) An APC 12x8 propeller gave the best results. The airplane has a large side area and rolls on a wire. The rudder is very strong. It will do true knife-edge loops on full throws. On Pattern settings, only approximately one-quarter inch The Freedom's large side area greatly assists in axial roll. Will this YS 140 DZ engine be the winner in the battle between the two-strokes and the four-strokes? See text. A YS 63 engine turns this World Models Freestyle fun-fly machine into a respectable Pattern-capable airplane. of deflection was needed to keep the nose up in a slow roll. The Freedom will fly all the 2002 schedules, and it handles the wind quite well. It is not a Two-Meter airplane, so it has to be flown closer in. You will find it hard to run out of box space. It takes off with ease and lands very slowly. At a street price of roughly $ 180, this Almost Ready to Fly will allow you to perform artistic aerobatics and Precision Aerobatics with the same airplane. It can be kept fully assembled in the back of a Ford Explorer with room to spare. Frequently-Asked Question 2: Which is better in a Pattern airplane: a two- or four-stroke engine? Along with my stable of YS 140s, I have been running the O.S. 1.40 RX for more than five years and have been using it for that last two years in a Hydeout. It is easy to notice the recent arrival of several viable two-strokes, which include the SuperTigre 2300, the MVVS 1.50, the Webra 1.45, and the O.S. 1.40 and 1.60. (Please pardon me if I left out anyone's personal favorite.) I have made some notes and observations about running the two- and four-strokes in the same airplane and how it affected the execution of the routines, such as Federation Aeronautique Internationale (FAI) and Masters. Consider cost. Two-strokes have fewer parts and do cost less. The price gets closer when you add the headers and pipes. So why is there not an immediate leap over to the two-strokes for cost savings alone? I believe that many people have already put a considerable investment into four-stroke parts and paraphernalia. I have backup four-stroke engines and a range of "four-stroke" propellers. If O.S. sold its engine for $250 or did some kind of two-for-one deal, many more of us might be running it today. The O.S. 1.60 is attractive because of its power and price. The biggest challenge in using two-strokes is the size of the pipes and mufflers required to give adequate noise suppression. Effective two-stroke pipes tend to be long and are large. More significantly, they have tended not to fit into many of the existing designs. There was not a plethora of airplanes waiting for one of these power plants. This has changed in recent years. The YS 140, on the other hand, just drops in where the YS 120s used to live. Consider starting and cold/hot handling. There is no doubt in my mind that the four-stroke wins here. The two-stroke has been hard to turn over when cold. Mine were poor at drawing fuel on the first run of the day and difficult to warm up on a cold day. They are also fussy about the pipe being kept warm prior to a flight attempt. When it comes to raw and available power, however, I have become addicted to the two-stroke. You can run 17 x 12 propellers and rocket vertically. Of course what goes up must come down, and energy management is different when the stroke overruns its throttle opening on the down-line. The old, cleaner airplane designs limited the use of the big propellers, and you may experience less down-line braking than you would get from a four-stroke if both engines were running, for example, a 15 x 13N. The newer models with better ground clearance and more drag are happy to use the bigger propellers. Maintenance is much simpler with the two-strokes. The cost of spare parts has proven to be approximately the same. There are fewer parts with a two-stroke, and they seem to wear better. The overall weight of both engine systems tends to be close. The two- stroke is the lighter of the two. The distribution of the weight is different. The weight ends up being much more rearward on a two-stroke, especially when a tuned pipe is employed. Swapping a YS 140 into the Hydeout moved the Ni-Cd from its position next to the firewall to behind the tank. An additional 1.5 ounces of lead was put on the tail to get the elevator to trim at neutral again. Fuel consumption has turned out to be roughly the same. The same tank sizes can be used with either engine. The YS won on plug longevity. The two-stroke power is undeniable and enjoyable. The four-strokes are not very far behind the two-strokes (or even beyond with the most recent YS DZ). This leads to overall handling. I have to get off the dime here and say that I prefer the friendlier handling of the four-strokes. They start easily at low throttle and deliver power in a smoother, less peaky manner. They run and idle better in all weather conditions, and they give better speed control in spin entries and down-lines. They can be a bear to maintain, but I can live with that challenge. Once a motorhead, always a motorhead, I guess. Opposing views, findings, and your letters on this topic or any Pattern-related subjects are always more than welcome. I'm going to end this month's column by saluting the supporters of the 2001 USA world F3A FAI team. Interestingly enough, not all supporters wanted to be listed, and I can respect that, so I thank them even if only they know who they are. Corporate contributors were Airtronics, Loctite, the National Society of Radio Controlled Aerobatics, Piedmont Models, Lakin Enterprises (Gator R/C). Romeo Manufacturing Inc., Triton Boat Company, R/C Modeler Corporation, Buyrc.com, Frank Tiano Enterprises, Boca Bearing Company, and Futaba Corporation, which donated a top-of-the-line radio for a lucrative raffle at the 2001 Nationals. Club contributors were BARKS R/C Inc., Weak Signals R/C Inc.. Sun Valley Flyers, Arizona Model Pilots Society, and Alaska Radio Control Society. Individual contributors were Dave Villwock, Jeffrey Carrish, me. Gary Garabian. Chris Dansereau. Joseph Lachowski. Reeves Lippincott. R. Dunn Sides. Don Peck. Lt. Scan Merch, Skip Board, Frank Collinson, J. Gerber, James Fox. Tim Taylor, Charles Hartman. David Root, Frank Granelli, Wade Akle. William Lairsed. Herb Duff, and Mike Baiano. I hope that all of the above, and some more of you out there, will feel like doing it again for the 2003 team. Even if you consider your donation to be too small, : please don't hold back because the sum always counts for more than the parts. KM
Edition: Model Aviation - 2002/09
Page Numbers: 100, 102, 109
I RECEIVED A note from Dave Villwock, who is the racing-boat driver of Miss Budweiser. I had never thought about Precision Aerobatics-competition flying as relaxing before! Please read on. "I enjoy competition and I also enjoy the social environment of Aerobatics flying. The people I meet at contests around the country are both helpful and friendly. A sharp contrast to the stereotype placed on most Pattern fliers of being ultra-competitive egomaniacs. Most of my best friends are involved in aerobatic flying and I very much value those relationships. "Flying helps take my mind off of the pressures and demands of my racing profession. A necessity if one wishes to keep sane in that business. "I have been modeling since I was eight years old. I started in Control Line then onto reed Controlaire setups before going to my first Pattern contest with a Kwik-Fly/K&B .60/Controlaire proportional radio. I have been in and out of competitive flying for many years but have always maintained a Pattern-type aerobatic model to practice with. "I have been asked many times why I fly Pattern sequences even at times when I was not competing at Pattern contests. I've always had one standard answer, which is another question: ask yourself this, how long would you play golf if there was no pin or hole to hit the ball at? Flying for fun is great but for some people it is much like hitting a golf ball around in a cow pasture. It's a lot of fun for a while but will become boring unless there is some goal to be attained. "Again, much like golf we all know that we will never achieve perfection in every maneuver we fly but it is a heck of a lot of fun to try. Pattern and IMAC [International Miniature Aerobatic Club] aerobatic flying gives us all a list of goals to try to attain. This has always piqued my interest and helped me become a better pilot. "Another often asked question is why I don't seem to get nervous while at contests. My answer is easy: when I race boats they strap me into a part airplane, part boat jet-powered vehicle that rides over two-foot waves at 200 mph with six of my best friends. That's a pretty stressful and violent environment. When I fly model airplanes I don't have lo get in it and the worst it can do is crash, so it doesn 't bother me much. "I always look forward to the time I spend at the flying field with friends. There is no better place to find great people to relax with and to take our minds off the pressures of the rest of the world. Best wishes." Dave Villwock finds Pattern flying less stressful than driving. Villwock photo. Thank you for the letter and the picture. This Radio Control hobby sure brings us together with some very interesting people. Next time you are feeling that trickle down the middle of your back, just remember that you are not doing 200 mph inches above the waves! This month's airplane-performance review is of the World Models Freestyle. I originally bought this model to horse around with during the winter and found out that it had very good Pattern capabilities. The picture shows the name, which was chosen just after the 9/11 terrorist attacks. The word "Freedom" just felt better at the time, but it turns out that the airplane has a high degree of freedom from the effects of gravity. With extreme throws, the airplane is capable of full 3-D flying. With more conservative settings, it becomes Pattern-capable. A YS 63 on the front provides excellent vertical performance. (Fellow club members used a strong .45-.50 two-stroke and had similar results.) An APC 12x8 propeller gave the best results. The airplane has a large side area and rolls on a wire. The rudder is very strong. It will do true knife-edge loops on full throws. On Pattern settings, only approximately one-quarter inch The Freedom's large side area greatly assists in axial roll. Will this YS 140 DZ engine be the winner in the battle between the two-strokes and the four-strokes? See text. A YS 63 engine turns this World Models Freestyle fun-fly machine into a respectable Pattern-capable airplane. of deflection was needed to keep the nose up in a slow roll. The Freedom will fly all the 2002 schedules, and it handles the wind quite well. It is not a Two-Meter airplane, so it has to be flown closer in. You will find it hard to run out of box space. It takes off with ease and lands very slowly. At a street price of roughly $ 180, this Almost Ready to Fly will allow you to perform artistic aerobatics and Precision Aerobatics with the same airplane. It can be kept fully assembled in the back of a Ford Explorer with room to spare. Frequently-Asked Question 2: Which is better in a Pattern airplane: a two- or four-stroke engine? Along with my stable of YS 140s, I have been running the O.S. 1.40 RX for more than five years and have been using it for that last two years in a Hydeout. It is easy to notice the recent arrival of several viable two-strokes, which include the SuperTigre 2300, the MVVS 1.50, the Webra 1.45, and the O.S. 1.40 and 1.60. (Please pardon me if I left out anyone's personal favorite.) I have made some notes and observations about running the two- and four-strokes in the same airplane and how it affected the execution of the routines, such as Federation Aeronautique Internationale (FAI) and Masters. Consider cost. Two-strokes have fewer parts and do cost less. The price gets closer when you add the headers and pipes. So why is there not an immediate leap over to the two-strokes for cost savings alone? I believe that many people have already put a considerable investment into four-stroke parts and paraphernalia. I have backup four-stroke engines and a range of "four-stroke" propellers. If O.S. sold its engine for $250 or did some kind of two-for-one deal, many more of us might be running it today. The O.S. 1.60 is attractive because of its power and price. The biggest challenge in using two-strokes is the size of the pipes and mufflers required to give adequate noise suppression. Effective two-stroke pipes tend to be long and are large. More significantly, they have tended not to fit into many of the existing designs. There was not a plethora of airplanes waiting for one of these power plants. This has changed in recent years. The YS 140, on the other hand, just drops in where the YS 120s used to live. Consider starting and cold/hot handling. There is no doubt in my mind that the four-stroke wins here. The two-stroke has been hard to turn over when cold. Mine were poor at drawing fuel on the first run of the day and difficult to warm up on a cold day. They are also fussy about the pipe being kept warm prior to a flight attempt. When it comes to raw and available power, however, I have become addicted to the two-stroke. You can run 17 x 12 propellers and rocket vertically. Of course what goes up must come down, and energy management is different when the stroke overruns its throttle opening on the down-line. The old, cleaner airplane designs limited the use of the big propellers, and you may experience less down-line braking than you would get from a four-stroke if both engines were running, for example, a 15 x 13N. The newer models with better ground clearance and more drag are happy to use the bigger propellers. Maintenance is much simpler with the two-strokes. The cost of spare parts has proven to be approximately the same. There are fewer parts with a two-stroke, and they seem to wear better. The overall weight of both engine systems tends to be close. The two- stroke is the lighter of the two. The distribution of the weight is different. The weight ends up being much more rearward on a two-stroke, especially when a tuned pipe is employed. Swapping a YS 140 into the Hydeout moved the Ni-Cd from its position next to the firewall to behind the tank. An additional 1.5 ounces of lead was put on the tail to get the elevator to trim at neutral again. Fuel consumption has turned out to be roughly the same. The same tank sizes can be used with either engine. The YS won on plug longevity. The two-stroke power is undeniable and enjoyable. The four-strokes are not very far behind the two-strokes (or even beyond with the most recent YS DZ). This leads to overall handling. I have to get off the dime here and say that I prefer the friendlier handling of the four-strokes. They start easily at low throttle and deliver power in a smoother, less peaky manner. They run and idle better in all weather conditions, and they give better speed control in spin entries and down-lines. They can be a bear to maintain, but I can live with that challenge. Once a motorhead, always a motorhead, I guess. Opposing views, findings, and your letters on this topic or any Pattern-related subjects are always more than welcome. I'm going to end this month's column by saluting the supporters of the 2001 USA world F3A FAI team. Interestingly enough, not all supporters wanted to be listed, and I can respect that, so I thank them even if only they know who they are. Corporate contributors were Airtronics, Loctite, the National Society of Radio Controlled Aerobatics, Piedmont Models, Lakin Enterprises (Gator R/C). Romeo Manufacturing Inc., Triton Boat Company, R/C Modeler Corporation, Buyrc.com, Frank Tiano Enterprises, Boca Bearing Company, and Futaba Corporation, which donated a top-of-the-line radio for a lucrative raffle at the 2001 Nationals. Club contributors were BARKS R/C Inc., Weak Signals R/C Inc.. Sun Valley Flyers, Arizona Model Pilots Society, and Alaska Radio Control Society. Individual contributors were Dave Villwock, Jeffrey Carrish, me. Gary Garabian. Chris Dansereau. Joseph Lachowski. Reeves Lippincott. R. Dunn Sides. Don Peck. Lt. Scan Merch, Skip Board, Frank Collinson, J. Gerber, James Fox. Tim Taylor, Charles Hartman. David Root, Frank Granelli, Wade Akle. William Lairsed. Herb Duff, and Mike Baiano. I hope that all of the above, and some more of you out there, will feel like doing it again for the 2003 team. Even if you consider your donation to be too small, : please don't hold back because the sum always counts for more than the parts. KM
