membership

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There has been a Model Flying Club at Bretons for the last 23 Years.
We are a very user friendly club which welcome all comer's with open arms.
We teach members to fly from beginners to advanced.
We share our site with other sports so safety is very important.
An "A" certificate is required before members are allowed to fly without instruction but with 8 "B" rated instructors among the membership learning can be quite fast.
We hold 2 meetings per month in the farmhouse (see club page)
Flying is weekdays and weekends (see flying times)

BELOW ARE CLUB RULES & BASIC FLYING INFORMATION

BASIC RADIO GEAR

MODE

To learn to fly at Bretons you need a MODE 1 transmitter (Tx.) layout, i.e. Ailerons/Motor on the right control stick and Elevator/Rudder on the left.

CHANNELS

Radio gear with four channels (functions) is the minimum you should consider.

You may foresee your interest in model flying developing to include say, scale models, retracting undercarriage, flaps, aerial photography etc., etc., in which case six or channels may be considered.

However, many modellers fly for years without needing more than four channels. (But see “RATES”)

FREQUENCY/CRYSTALS

For all practical purposes use only the 35 Mhz. Band (usually referred to as “35 Megs”). (Don’t be tempted by cheap 27 Mhz. (or other) gear without speaking to an instructor first.

The 35 Mhz. Band (35,000 – 35,250) is split into 10 Mhz. Spacing to each of which is allocated a crystal number (from 60 – 85). If buying new you can usually specify the crystal number you require. Avoid number 80 this is currently used by the club trainer only.

Some No’s are more heavily used. Speak to your instructor who may have a list of No’s currently in use to help you choose a less popular number (more flying time!!!).

Additional pairs of crystals (Tx. & Rx.) can be bought (£10 – £15 or so a pair) but must be the same make and “mark” (also single or dual conversion etc.) as your gear.

NICADS/DRY

Some basic sets are offered with “DRY BATTERY” option to save a few pounds initially. However, rechargeable “NICADS” are much SAFER and CHEAPER in the long run. Please speak to your instructor before considering “DRY”.

SERVO REVERSE

The “Rates” facility on the Tx. allows you to “step-up” or “tone-down” the rate of control surface movement on the model (before or during flight). This facility is usually restricted to elevator and aileron controls.

This can be used to tone-down the controls for the pupil or increase the movements for the instructor. Alternatively, they can convert a lively aerobatic model to more relaxed, docile, sport flying, mid-flight.

On some basic 4 channel equipment this facility may not be available but may be included as standard on the same manufacturers 6 channel equipment. (This may make the additional cost for 2 extra channels PLUS rates well worth considering).

MIXING

This facility is used for combining, say, Rudder/Aileron, Elevator/Flaps, or Elevator/Rudder (V-tail), etc., but is not usually available on basic gear.

MANUFACTURERS

Makes available include (in no particular order), Hi-Tec, Sanwa, J.R., Futaba, Fleet, Simprop, Multiplex, Micron and many others.

Speak to your instructors and other club members for their opinions on the gear they use.

COST

Scanning the model magazines will show sets advertised from £125 upwards from mail order shops, but remember that if any problems occur, extra postage could mount up and you won’t get the over-the-counter service or advice and ‘feel’ of the product as you may get from you local model shop. (Whose price – with club discount – may come close anyway!). Try them, they’re a friendly lot.

Second-hand gear is sometimes available and may be safe to buy from known members of the club. This can be a worthwhile saving on initial expenditure.

You may also buy second-hand from an unknown source (i.e. mag. adverts. etc.) BUT, remember, not all the faults may become apparent by a simple ‘waggle-the-sticks’ test. They may only show up as nasty ‘glitches’ in the air, or under power/vibration, or as batteries that seem O.K., but don’t hold their charge.

Having such faults sorted out could cost you more than you saved by not buying new (not to mention the cost of one smashed model). You pays your money etc.!

If you do have radio gear with a problems, “we know a man who can……” (speak to your instructor etc.)

Finally, if finances permit and you see your interest in R/C flying developing, you may be well advised to consider the merits of the latest ‘computer’ based Tx’s whose capabilities may go far beyond the term BASIC radio gear.

CONSTITUTIONAL RULES

1. That the Club be called the Bretons Model Flying Club.

2. That the aims of the Club be to promote Radio and Control Line Flying.

3. That two members be Auditors, to be elected by the members at the Annual General meeting.

4. That the Annual General Meeting of the Members be held during the month of November when the accounts shall be held at any time on the requisition of TEN members. The secretary to give one week’s notice of the Meeting.

5. That there shall be a minimum of TEN members present at any General Meeting to form a quorum.

6. That membership will be open to both seniors and juniors. (Juniors must be under the age of 18 years and in full time education). Juniors not to exceed 25% of total membership and shall not be eligible to vote on policy matters. That any persons wishing to be elected to membership must be proposed by one Senior Member of the Club other that a Committee Member. The prospective member and his proposer will then be interviewed at a Committee meeting and a decision made by Committee vote.

7. The club will maintain an Insurance Policy against Third Party Risks, this to include Individual Member cover.

8. That all propositions affecting the Constitutional Rules of the Club must have a two-third majority vote at the A.G.M. or at an E.G.M.

9. There shall be a minimum of five committee members present at any committee meeting to form a quorum.

10. Committee to consist of up to five general members to form a quorum.

11. Payment for instruction is prohibited.

FLYING SITE RULES

(a) That any member found guilty in a manner deemed to be dangerous or to the detriment of the club, that the said member be banned from flying for one month instantly by the safety officer, or a member of a committee with the right of appeal at the following Committee meeting and that any further violation, the said member be brought before a meeting of the Committee with the view to possible expulsion.

(b) That there shall be a maximum peg time of fifteen minutes.

(d) All members must have a coloured peg board and peg corresponding to their transmitter frequency and with their names thereon. The board to be placed in the ground, grouped in their respective colours, the peg of the first member to arrive on any colour to be used when flying. No transmitter to be switched on unless in possession of this peg.

(e) The flight line to be a straight line parallel to the runway direction in use and this line may be a double line at the discretion of the safety officer. Model aircraft landing to have precedence over those waiting to take off and the controller of the landing model to call out his intention to land on his down wind leg.

(f) No encroachment onto the runway while flying except when taking off or landing.

(g) No “running in” engines near the flight line during flying periods. Only normal pre-flight adjustments to be made. All models must (i) conform to D.O.E. code of practice limit of 80 decibels and have the required test certificates signed by an officer of the club, (ii) be flown in a manner which does not constitute an annoyance to residents or other club members.

(h) The club may require a model to be re-checked at any time.

(i) Any member learning to fly must be assisted by an instructor and must conform instantly to his instruction and directions. When he has passed the B.M.F.A. certificate of competence to fly he will be allowed to go solo.

(j) R/C flyers will fly with due care and attention of Control line flyers.

(k) That any member flying will fly within the notified airspace for the flying field in use and will not fly over the club house.

(l) That the flying site be left free of litter at the end of any flying session.

(m) That any member approached with a complaint shall respond with courtesy and respect and refer them to a committee member.

(n) Field boxes, batteries, etc., are to remain in the starting area.

(o) Models are to be launched into the wind from the downside side of the take off/landing area.

(p) After launching the pilots should stand alongside the take off/landing area which is parallel to the wind.

(q) At displays:

(i) Any models flown to have made at least three recent, recognised, satisfactory flights
without modification prior to the event.

(ii) Control lines to be a pull test.

(a) All members will be expected to contribute to the upkeep of the field.
(b) Pits to be sited 40 meters from the centre line of the bridle path to the east of the flying area.

(d) No flying to take place when pitches 10-11-12-15-16-17-18-21 are in use.

(e) Helicopters may only be flown on the site by members holding a B.M.F.A. ‘A’ or ‘B’ licence.

(f) The term “model aircraft” shall include flying machines up to but not exceeding 7kgs in weight exclusive of liquid fuel either unpowered or powered by rubber electric motors or internal combustion engines. All model aircraft shall be fitted with a ground based method of control whilst in operation.

(g) The term “gliders” shall include electric powered gliders.

Safety

1. To use best endeavours to ensure all members are adequately supervised or qualified during all periods of use and that the Club is registered under any relevant legislation.

2. Whenever flying takes place the Club shall take all reasonable steps to ensure the safety of Club members and or any other persons within the vicinity.

3. The actual launching and landing of model aircraft to be restricted as far as is possible to the area outlined in red for identification purposes only on Plan 1 with the pits area shown hatched red on Plan 2, both plans annexed hereto, or such other suitable area as the Council may temporarily designate from time to time.

4. The flying are to be restricted to that shown outlined in green on attached Plan 1. The Council reserves the right to amend the flying zone.

5. The club shall be responsible for ensuring that no objects are left by Club members and guests on the land after use and that it is left in a clean, undamaged and safe condition.

Flying Times Summer Winter

Sunday 9.00a.m. - 1.00p.m. 1.00p.m. - 5.00p.m. or dusk
(whichever is the earlier)

Monday - Silent Flights 9.00a.m. - Dusk 9.00a.m. - Dusk
(Gliders only)

Tuesday 2.00p.m. - 8.00p.m. 1.00p.m. - Dusk

Wednesday 1.00p.m. - 5.00p.m. 12 noon - Dusk

Thursday 1.00p.m. - 7.00p.m. 12 noon - Dusk

Friday - Silent Flights 9.00a.m. - Dusk 9.00 a.m. - Dusk
(Gliders only)

Saturday 12 noon - 5.00p.m. 12 noon - 5.00p.m. or dusk
(whichever is the earlier)

GENERAL RULES

1. A committee be elected at each A.G.M. The Committee to consist of Chairman, Secretary, Treasurer and other elected posts. All nominations for the above posts to be with the Secretary seven days prior to the A.G.M.

2. The annual subscriptions to be determined at each A.G.M. and will be payable within one month of the A.G.M. Any member failing to comply with this rule may be liable to exclusion from the club. All persons accepted for membership will pay the current joining fee. This is to be determined at each A.G.M.

3. That any member desirous of resigning from the club must send in a written notice to the Secretary. Should any member, having left without officially resigning, subsequently apply to rejoin, he would become liable for appropriate arrears.

4. That the Committee shall have the power to make decisions in the running of the club and shall hold Open Meeting with the members on the 2nd and 4th Tuesdays of the month.

5. Expenditure will at the discretion of the Committee.

6. That all propositions for the Annual General Meeting be forwarded to the General Secretary, seven days prior to the Meeting. Any proposals not received before this time will only be considered with the express permission of the Chairman.

7. That notice of the Annual General Meeting be forwarded by the Secretary to all members, 21 days prior to said meeting.

8. Any member not complying with the club rules and codes of practice will be liable to disciplinary action.

9. The Club shall be responsible for determining whether conditions are suitable for flying at any time.

10. The Council to have the right to suspend flying for any reason at any time upon such notice as is reasonable in all the circumstances.

11. All reasonable instructions from the Council regarding the use of the land shall be complied with.

12. The radio frequencies used for model aircraft shall be limited to those prescribed in currant legislation as issued by the responsible authorities.

13. The Club shall not permit any activity which results in nuisance, annoyance, inconvenience or damage to the Council or the site.

LEARNING TO FLY AT BRETONS M.F.C.

Bretons is an excellent site for flying and is the club’s only flying site.
It is, however, a particularly sensitive site with regard to:

A: NOISE – being close to houses (all models must comply with the club’s noise limits).
B: SAFETY – due to the fact that it is used by so many other people (footballers, walkers, horse-riders and the public in general).

Our licence to use the site demands safety and consideration towards such other users. Our aim must be to foster a competent and safe attitude towards flying by every member to ensure retention of the site.

TRAINING SYSTEM

We have a training system for new flyers with basically follows the B.M.F.A. “UP AND AWAY” scheme. This takes the trainee pilot up to the ‘A’ Certificate standard in stages, each of which will be signed-off by a club instructor when a safe standard has been achieved. At this point the trainee will be able to continue practising the manoeuvres he/she has learned within that stage under the guidance of a club member who holds an ‘A’ Certificate (minimum), who will carry out any landing/take-off (where appropriate) and be ‘at his shoulder’ to take over control, if necessary, and to ensure a continued standard of safety.

Until each stage has been signed-off the Trainee may fly only under the control of a club instructor.

Re-read your ‘UP AND AWAY’ manual as you approach each new stage.

We are keen for you to reach ‘A’ standard as soon as you can. The more frequently you fly, the quicker you will progress.

TWO, THREE OR FOUR CHANNELS.

A lot can be learned from a two-channel powered-glider type of model. However, small (often “.049”size) motors can be a little temperamental at times, wasting flying time, and this type of model is only really appropriate for calm days. You will need a three or four channel model as you approach your ‘A’ Test (needing an appropriately larger motor) to enable your training to include throttle control, take-offs and landings and taxying.

The choice between 3 and 4 channel is fairly small. Both will have a high-wing layout.

The ‘3’ (Rudder/Elevator/Motor) will have more dihedral, giving, perhaps, a shade more stability (but don’t count on it!) and, having the main ‘turning’ control (rudder) on the right stick, this control will also be used for steering during take-off.

The ‘4’ (Aileron/Elevator/Motor/Rudder) will have less need for dihedral, the main ‘turning’ control (Aileron) will be the right stick – in the air – but ground steering on take-off (or taxying) will be with the left stick (rudder). This will not be a problem for you at first as your instructor will do take-offs and landings until you have made good progress.

You will find little difference between the two in the air and, should you learn with 3 channels, moving on to 4 later is but a small step.

THE IDEAL TRAINER MODEL

Ideally, the model you choose as your first trainer, should be one which will enable you to achieve the basic flying skills (and ‘safe’ attitude) necessary to pass “A” test as soon as you can. You can then fly, practice and improve to your hearts content, without the need for anyone standing by your shoulder.

With this in mind, in choosing your model, you should consider the following desirable characteristics:

SLOW-FLYING/BIG/STABLE/EASY-TO-FLY & LAND

A slow-flying model gives you more time to think enables you to fly more compact circuits and thus stay within visual range more easily. Slow-flying speed is directly related to WING LOADING. (14 ounces per square foot is the one to aim for. 15 to 16 – Fine! 20+ = getting heavy!). The lower the wing loading, the lower the landing speed, giving more time for corrections and more accurate positioning of the touch down point. However, a slow flying speed is not the only requirement. A floaty thermal soarer may have a very slow flying speed but it may also float on and on when landing making it more difficult to predict the touch down point. This is because it is designed to be aerodynamically efficient. Thus we want a model which is both slow flying AND inefficient, i.e. plenty of built-in ‘drag’ to enable speed to be bled-off quickly, when required, for landing. This can primarily be achieved by a “THICK” wing section with a blunt, rounded leading edge, which, when flying very slowly, will encourage a ‘mushy’ loss of height rather than a sharp stall.

A big model makes it easier to see small changes in attitude, it is easier to see at a distance and will handle minor turbulence better. It is also easier to build a big model to a low wing loading (= slower flying etc.).

A high wing layout is necessary as this will aid stability.

Some designs of model have a reputation for being easy to fly, others not so and it would seem sensible to choose accordingly. However, it must be borne in mind that even an excellent design, it inaccurately built, with twists or warps in the wings/tail/fuselage or sloppy/stiff/sticking control linkages, badly balanced, built heavily (high wing loading), or simply poorly trimmed out, may end up with the flying qualities of a pig.

The undercarriage may be of the tail-wheel type (tail-dragger) which may need perhaps more attention during take-off than a well set-up tricycle undercarriage (nose-wheel). The choice is marginal. It is perhaps better to avoid a ‘steerable’ nose wheel at this stage as they are prone to damage in heaving landings.

There are arguments for using ‘big’ wheels (if soft and light) :
1. A very convenient and variable way of increasing drag.
2. Better bump absorption in heavy landings.
3. Better able to cope with uneven take-off surface.

The limiting factor is, as always, the weight penalty, but worth considering if your model is at the lighter end of the scale.

Other considerations are:

FUEL SUPPLY

An easily accessible fuel tank will make it easier to sort out any fuel supply problems. It makes sense to use a fuel filter between tank and carburettor.

Size-wise, the tank should be no larger than is necessary to give a 15 minute flight time at ‘cruising speed’ throttle setting. An average ‘25’ size motor runs for 3+ minutes per ounce of fuel. A ‘40’ size around 2+ mins. Per oz. (throttle at ‘cruise’). It seems pointless to save the odd ounce when building the model to a low wing loading, then loading it with several ounces of excess fuel in the nose. (note: centre of gravity check should always be made with the model empty of fuel).

MOTOR

Most designs specify a suitable motor range e.g. 19 – 35 cu. in. or perhaps 25 – 45. Do you go for the lower end and perhaps struggle to take off, or go for horse-power and suffer the weight penalty which usually goes with more power? Sufficient power for a comfortable take off should be your guide. More power (and weight) is unnecessary – most of your training will probably be at around half throttle. Equally, going for the lower power end may mean running the motor at high revs. To achieve sufficient power for take off. By choosing a motor with ’little’ power in hand it can always be used, with a larger, slower-revving propeller, to tone the noise down on our noise-sensitive site.

KIT/PLAN/READY BUILT/OR SECOND HAND MODEL

Building a model from a kit has certain advantages, especially if you have not previously built a flying model. It will have step-by-step instructions and all parts (or most) will be provided and often pre-cut.

Plans designed for trainers usually contain most of the information needed. Any problems or doubts can soon be resolved by bringing the plan along to a club meeting for advice.

New ready built models (also known a Almost Ready To Fly or A.R.T.F.) are available. They are, of course, comparatively expensive, but usually built and finished to a good standard. You miss out on the satisfaction and knowledge you would otherwise have gained by building your own model, but they are one of the quickest ways of getting your own model airborne.

The other ‘quick fly’ method is to by a second hand trainer from someone who has passed their ‘A’ Test and is progressing to their next model. This may be O.K. if you get an instructor to test fly it and check it over to give his opinion as to suitability. Don’t be rushed into buying a ‘dog’ just to get into the air quickly. You may find it takes you twice as long to get your ‘A’ Certificate.

Finally, each instructor will have his own variations on the above matters. Ask them for their views.

Then, build or buy ‘your’ ideal trainer, fly frequently, pass the ‘A’ Test, train for and pass the ‘B’ Test, become and instructor and pass your hard won knowledge on to others.

ENJOY YOUR FLYING! FLY SAFELY! WELCOME TO THE CLUB!

AIR NAVIGATION ORDER

ARTICLE 56.
“ A PERSON SHALL NOT RECKLESSLY OR NEGLIGENTLY
CAUSE OR PERMIT AN AIRCRAFT TO ENDANGER ANY
PERSON OR PROPERTY”.

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