Well spring looks like it has sprung !!! well in metrology terms it has.
Last couple of weeks we have had some nice flying conditions even if the breeze did have an edge to it. It was nice to get out to the field and see people out flying who have been in hibernation since last year.
The field is in pretty good condition and has been mowed a couple of times to take the winter thatch of it.
The track down to the field has dried out apart from the stretch just before the entrance to the car park. I have heard that the contractors are spreading whatever is in the big pile around the fields and there has been some leakage on the track, annoying but we are on a farmers field at the end of the day.
Check Your Models
Now is the time to check over your models you have not flown since last year. Give the hinges, clevises, bolts, screws, fuel tank, fuel tubing a good check over.
Doing this at home saves you time, nothing worse than arriving at the field and find there is an issue with a model which was an issue at the end of last summer, lets face it we have all done it including me !!
One think I always check are the wheels on the undercarriage, its surprising how many times a wheel welds its self to the axle during the winter due to autumn debris not been cleaned off.
Last Indoor Meeting 12th March
Our last indoor meeting was held on 12th March at Marton institute.
The main topic of the evening was for the safety officer to go over a few points with regard to the flying field rules and some BMFA associated flying field items. There were a few models as well and Jake had brought along some ‘sale of the century’ items for us to purchase.
Anthony went through a couple of incidents that occurred last year at the field and if the individuals/club had followed the correct procedure, generally the procedure had been followed but there were a few points that needed clarifying.
When you renew your subscriptions you agree to abide by the club rules which of course include the flying field rules.
I would recommend that everybody reads the rules to jog your memory of what the rules are. The flying field rules are in place for our safety and the public to ensure we all fly and behave in a safe manor. It s a hobby and all want to enjoy our hobby.
I would draw your attention to the section regarding take off/landing and the hand launching of models. Remind yourself of how far out from the pilots area takes offs and landings need to be, you will be surprised. The same with hand launches, just because its a small model makes no difference. I have been unfortunate to witness a now deceased member being hit by a small trainer model, it knocked him to the ground and broke a couple of his ribs.
Operator ID and Flyer ID
What a very emotive subject this is at present, if you follow BMFA on Facebook you will have seen so much traffic most of it negative with regard to the situation.
So you need both an Operator ID and a Flyer ID in order to fly, this is not a requirement that our club has decided to apply its the law.
The Operator ID requirement is not new it has been in place for a few years now. You have to display your Operator ID on all your aircraft, its the law. There are certain requirements for this ID, minium type size is 2.5mm, if you want to put it inside the aircraft no tools are allowed to access the Operator ID so if you have a hatch/canopy that requires any tools to remove it you cannot put the ID inside the plane. This is so if a member of the public or the police etc; find a model you have to assume they have no screwdriver/spanner/pliers to remove parts of the plane to fine an Operator ID. If your canopy is transparent and the Operator ID can been seen the canopy thats OK. If the hatch/canopy is held on by magnets that is deemed acceptable.
The Operator ID can be put on by pen, printed label, etc; and can be on the tail, on the nose on the fuselage as long as you have on.
Now the Flyer ID has proven to be a proper can of worms. Some people have been issued with Flyer ID’s via certain previous criteria being met. I wont go into these on here because I am not sure myself on a few things and the situation is a bit fluid still.
You do have to have a Flyer ID but it does not have to be displayed on your models, I have managed to download mine to my Apple wallet on my phone, other people have taken screen shots of the ID.
The committee is working through a database of members checking to see who and who has not got a Flyer ID.
In order to get a Flyer ID there is online exam/quiz you have to do called RCC. This is the simplest route to getting your Flyer ID.
RCC stands for Registration Competency Certificate, you can get to it via the BMFA website, its multiple choice questions. Upon successful completion of the RCC you with receive a Flyer ID via email, keep it safe, you can upload your Flyer ID to your BMFA membership portal if you wish
The committee are actively reminding all our members to get it done as quickly as possible so again don’t be offended if you are approached and asked if you have done it.
If you feel not competent to logon and do online questions then contact any of the committee members they can arrange some help for you, they cannot give you the answers though !!!.
Now the data that the committee are using to check if people have a Flyer ID is being refreshed all the time by the BMFA so please be patient with them.
So to recap, get your Operator ID on your planes, complete the RCC if you have not already done it. Again these are not rules that our club decided to deploy this is law.
Fail Safe On Transmitters
If your radio transmitter is capable of activating fail safe settings then these have to be set for your models, another BMFA rule.
I imagine all current radio transmitters have a fail safe function on them, read your manual and it will explain how to set it.
Trainees take note of page two of the current A certificate achievement scheme booklet, it clearly states you have to demonstrate the fail safe is working, it is classed as an immediate fail if you have not set it and your transmitter is capable of setting a failsafe.
If any body needs help with regard to setting it up ask the trainers/comittee.
To recap a fail safe is activation of some pre-set conditions if there is a problem regarding signal to your plane. These conditions can vary from moving all the control surfaces to a pre programmed position to shutting the throttle/ECS
There are lots of discussions on what is the best way to set the fail safe conditions, RC glider pilots tend to certain things, I guess helicopter pilots will do another thing, I have mine set to shut the throttle/ECS but hold all the remaining control surfaces in current position. I am sure there will be a forum somewhere that tell you the pros and cons on which set up is best !!!
There was a guy on Facebook who crashed his model and did not know why. It turns out that he had set his failsafe to full elevator and throttle shut !!! During the flight he had an issue with his transmitter it sounds like the battery might have got flat, guess what full elevator and throttle shut is another name for a stall and he wonders why it crashed.
Newsletter Content
A club newsletter is only as good as it content. If anybody wants an article including in the newsletter please let me know, it could be an article about a model you have bought/built, a refurb of model, refurb of your building room or a new model related tool you have purchased.
If anybody has any old club photographs that can be scanned I can add them with some commentary.
I have been asked in the past about having a for sale section in the newsletter, I don’t think the newsletter is the platform for this, it would be to hard to manage and the club has other media (messenger chat line) which is more suited to selling articles.
Trainers/Trainees
The list of club trainers has been refreshed and their names are below.
If you are a trainee please bear in mind the vast majority of these people work during the day so if you turn up at the field on a Thursday morning for example please don’t get annoyed that there are no trainers there.
A couple of the trainers are of an age where work does not get in the way and if contacted may be able to accommodate mid week sessions.
As a trainee get to know these trainers if needed ask for their phone numbers or use the Clubs messenger group to make contact with them.
Don’t rely on the same trainer all the time, all the trainers will offer the same amount of training and to the same standard/goal.
Trainers :
Chris Vernon, Jason Reid, Jake Reid, Mark Conlin, Andy Harrison, Anthony Ollerton, Dave Hindley, Kev Watson
Upcoming events:
The committee are busy working the events for the forthcoming season and as soon as they are available I will add them to a newsletter
Regards Chris V