Monday, December 11, 2006

Importance of F3J Towmen

Given the recent debate within SAMAA about the importance of recognising towmen as fully fledged team members. I thought I'd post these two photo's forwarded by Jojo Grini.

Here is the US junior team on the top step of the podium with their towmen sharing the moment. To their left is the Italian team with manager and two towmen!!!

Here is Lionel Brink towing for David Hobby in the infamous last flight of the senior fly offs in the 2006 world championships. I wonder what made the Australian team (who had two pilots in the fly offs) choose both South African towmen to tow for them. Could it possibly be that we had selected two excellent individuals to fulfill this vital role.

Sadly it is difficult to explain the importance of good towmen, as well as the direct effect that these towmen have on the pilots overall score, to a bunch of petty bureaucrats who couldn't find their butts in the dark using both hands and flash light, let alone even spell F3J.

Wednesday, December 06, 2006

Changing of the Guard

At the MGA meeting on the 28th of November 2006, Piet Rheeders tendered his resignation as the F3J representative. Mark Stockton as been accepted by the MGA as Piets successor.

Friday, December 01, 2006


As with most World Championship teams within the RC Model Aeroplane disciplines, three team members will qualify to represent each country at the sixth F3J Model Soaring World Championship event in 2008 to be held in Turkey.

The principal:
The principals of the team qualifying procedures have remained the same as for the previous F3J World Championship with two pre-qualifying contests of which one counts and one is a throw away. The scores from two qualifying contests count 50% to the final score, the remaining 50% comes from the final team trials contest where the top 10 pilots fly in a man-on-man format, to decide the top three and reserve pilots.

Pre-qualifying events:
A SAMAA registered SA citizen may be eligible to participate in the final team trials for the SA F3J team if they have achieved a top ten position in the pre-qualifying events. Two full F3J qualifying events will be held of which the highest score for each pilot count towards the final team trials qualification score. These events are to be held to the minimum F3J standard of 6 pre-fly off rounds with one throw away (maximum potential score of 5000 each). Only the pre-fly off scores will count towards the qualification procedure and the highest score will be used to obtain your pre-qualification score.

Senior F3J team:
The pilots with the top 10 scores from the pre-qualifying events are eligible to fly in the final team trials contest.

Junior F3J team:
The top 3 junior pilots from the pre-qualification contests will be qualify for the junior team provided they have achieved a score of at least 80% of the score of the top senior pilot in the pre-qualification events. There is no need for the three juniors to take part in a final team trials contest.

Event Venue Date
1st Qualifier Venue to be confirmed 14 April 2007
2nd Qualifier Nationals - DMAC 22 – 24 June 2007

Final F3J team trials event:
The top ten qualifying pilots will be eligible to participate in the one day team trial event to be held towards the end of the year (15 September 2007). In the event that certain of the top ten pilots choose not to participate then the MGA has the right, firstly, to draw in order from 11th, 12th and 13th pilots as per the pre-qualification scores.

The maximum of 10 pilots must pre-arrange frequencies to allow all pilots to compete on a man-on-man format in each round of the final six round event, where the lowest round score is thrown away resulting in a potential maximum score of 5000 for this event.

Event Venue Date
F3J Team Trials GGFC 15 September 2007

The pre-qualification score (maximum of 5000 points) is added to the score from the final team trial event (maximum of 5000 points) to obtain the final score to determine the top three pilots for the SA team with reserves drawn from 4th to 10th place in descending order.

The pilots will then select the team manager and tow men per team (senior and junior), according to an agreed process.

Further information and bulletins will be circulated via the MGASA mailing list as well as the F3J Blog (

Monday, November 27, 2006

Provisional 2007 F3J Calendar

14th April 2007 - F3J Qualifier 1 - Venue TBA
22nd, 23rd and 14th June 2007 - Soaring Nationals and F3J Qualifier 2 at Noordsberg (Natal)
18th August 2007 - F3J Event - Venue TBA
15th September 2007 - F3J Team Trials - Groengoud
21st October 2007 - F3J Event - Venue TBA
15th December 2007 - F3J Event - Venue TBA

Monday, November 06, 2006

Simon Tladi receives SA Eagle Trophy

At the National Aeroclub awards banquette, Simon Tladi was recognised and awarded the SA Eagle Trophy for the Most Meritorious Achievement at an International event. The details of the citation where are follows:

Simon was introduced to the Model Gliding Association and SAMAA at an Awareness programme run at AAD2004 at Waterkloof. During 2005, Craig Goodrum, a top radio controlled giding pilot, and a member of the F3J gliding team brought Simon into his club, and started Simon on a mentoring program.

Simon went solo, and flew in his first competition in October 2005. He flew again in a competition in November. Realising Simon's potential, he was given the opportunity to improve his skills and competed for a place on the F3J team. In February 2006, at a competition he achieved the requirement of obtaining a minimum of 80% of the top pilots score, Simon achieved 93%, and became the a member of the F3J Junior Team to represent South Africa at the World Championships to be held in Martin Slovakia.

In August 2006, Simon was part of the first full junior team to represent South Africa at an Aeromodelling World Championship, Simon is also the first black pilot to represent South Africa at an Aeromodelling World Championship, achieving 85% of the Junior World Champ. These are all incredible feats, for both Simon and South Africa.

Monday, October 09, 2006

F3J @ BERG Photos

Jessie took the following photos between capturing the scores. Look out for the pic of Craig being ably assisted by Mathew.

Group photo of all contestants

The flight line with Evan in the distance

Conrad Klintworth (sitting) calling for his Dad, Volney

Trinity and Suprinity (Supra wing on Trinity Fuse) as flown by Craig

Gert calling for Stephane

Mathew Goodrum helping his Dad, Craig fly

Stephane launching Marks Supra

Team BERG, Piet about to launch his Totsi 100 with Evan calling

Gert working on his Supra while his Son watches. Craig launching for Dad, Rodney in background

Volney launching his Eish!

Kurt Stockton calling for Dad, Mark during one of the more stressfull flights

F3J @ BERG 2006 - Complete Results

Preliminary Rounds

Fly Off's

Saturday, October 07, 2006

F3J @ BERG Results

Preliminary Rounds

Best 8 rounds, 1 throw-away.

1. Stockton, Mark 6,955.75
2. Goodrum, Craig 6,880.95
3. Klintworth, Conrad 6,832.47
4. Klintworth, Volney 6,619.17
5. du Ponsel, Stephane 6,476.58
6. Joffe, Tim 6,252.83
7. Goodrum, Rodney 6,170.73
8. Rheeders, Piet 6,165.29
9. Joffe, Peter 4,736.63
10. Shaw, Evan 4,428.67
11. Nieuwoudt, Gert 3,595.10


Volney withdrew in order to help Conrad, this allowed Piet into the fly-off, as
both Tim and Rodney where not able to fly,

Flyoffs where two rounds, no throw away.

1. Goodrum, Craig 1,996.45
2. Klintworth, Conrad 1,993.17
3. Stockton, Mark 1,887.46
4. Rheeders, Piet 1,715.83
5. du Ponsel, Stephane 1,700.66

Detailed scores will be sent out on the MGA and Soar RSA mailing lists on Monday. Photos and report also available next week.

Many thanks to Ilma and Jessie for running the competition and scoring as well as the BERG team for hosting the event.

Thursday, October 05, 2006

F3J @ BERG Flight List

Flight Matrix
BERG 2006

Round: 1

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 13 Goodrum; Rodney 64 (35.040) 6
2 14 McNeil; Chris 95 (35.350) 7
3 8 Stockton; Mark 92 (35.250) 1
4 3 Klintworth; Conrad 68 (35.080) 4
5 2 Joffe; Peter 90 (35.300) 5
6 10 du Ponsel; Stephane 74 (35.140) 2
7 6 Rheeders; Piet 79 (35.190) 3

Slot: 2
1 12 Goodrum; Craig 77 (35.170) 6
2 - -
3 9 Stockton; Kurt 60 (35.000) 1
4 4 Klintworth; Volney 82 (35.220) 4
5 11 Joffe; Tim 73 (35.130) 5
6 5 Nieuwoudt; Gert 81 (35.210) 2
7 7 Shaw; Evan 86 (35.260) 3

Round: 2

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 5 Nieuwoudt; Gert 81 (35.210) 2
2 12 Goodrum; Craig 77 (35.170) 6
3 3 Klintworth; Conrad 68 (35.080) 4
4 11 Joffe; Tim 73 (35.130) 5
5 6 Rheeders; Piet 79 (35.190) 3
6 8 Stockton; Mark 92 (35.250) 1
7 - -

Slot: 2
1 10 du Ponsel; Stephane 74 (35.140) 2
2 13 Goodrum; Rodney 64 (35.040) 6
3 4 Klintworth; Volney 82 (35.220) 4
4 2 Joffe; Peter 90 (35.300) 5
5 7 Shaw; Evan 86 (35.260) 3
6 9 Stockton; Kurt 60 (35.000) 1
7 14 McNeil; Chris 95 (35.350) 7

Round: 3

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 5 Nieuwoudt; Gert 81 (35.210) 2
2 9 Stockton; Kurt 60 (35.000) 1
3 7 Shaw; Evan 86 (35.260) 3
4 4 Klintworth; Volney 82 (35.220) 4
5 11 Joffe; Tim 73 (35.130) 5
6 13 Goodrum; Rodney 64 (35.040) 6
7 - -

Slot: 2
1 10 du Ponsel; Stephane 74 (35.140) 2
2 8 Stockton; Mark 92 (35.250) 1
3 6 Rheeders; Piet 79 (35.190) 3
4 3 Klintworth; Conrad 68 (35.080) 4
5 2 Joffe; Peter 90 (35.300) 5
6 12 Goodrum; Craig 77 (35.170) 6
7 14 McNeil; Chris 95 (35.350) 7

Round: 4

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 7 Shaw; Evan 86 (35.260) 3
2 8 Stockton; Mark 92 (35.250) 1
3 12 Goodrum; Craig 77 (35.170) 6
4 3 Klintworth; Conrad 68 (35.080) 4
5 11 Joffe; Tim 73 (35.130) 5
6 5 Nieuwoudt; Gert 81 (35.210) 2
7 - -

Slot: 2
1 6 Rheeders; Piet 79 (35.190) 3
2 9 Stockton; Kurt 60 (35.000) 1
3 13 Goodrum; Rodney 64 (35.040) 6
4 4 Klintworth; Volney 82 (35.220) 4
5 2 Joffe; Peter 90 (35.300) 5
6 10 du Ponsel; Stephane 74 (35.140) 2
7 14 McNeil; Chris 95 (35.350) 7

Round: 5

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 6 Rheeders; Piet 79 (35.190) 3
2 13 Goodrum; Rodney 64 (35.040) 6
3 5 Nieuwoudt; Gert 81 (35.210) 2
4 2 Joffe; Peter 90 (35.300) 5
5 3 Klintworth; Conrad 68 (35.080) 4
6 14 McNeil; Chris 95 (35.350) 7
7 9 Stockton; Kurt 60 (35.000) 1

Slot: 2
1 7 Shaw; Evan 86 (35.260) 3
2 12 Goodrum; Craig 77 (35.170) 6
3 10 du Ponsel; Stephane 74 (35.140) 2
4 11 Joffe; Tim 73 (35.130) 5
5 4 Klintworth; Volney 82 (35.220) 4
6 - -
7 8 Stockton; Mark 92 (35.250) 1

Round: 6

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 7 Shaw; Evan 86 (35.260) 3
2 2 Joffe; Peter 90 (35.300) 5
3 14 McNeil; Chris 95 (35.350) 7
4 13 Goodrum; Rodney 64 (35.040) 6
5 3 Klintworth; Conrad 68 (35.080) 4
6 5 Nieuwoudt; Gert 81 (35.210) 2
7 9 Stockton; Kurt 60 (35.000) 1

Slot: 2
1 6 Rheeders; Piet 79 (35.190) 3
2 11 Joffe; Tim 73 (35.130) 5
3 - -
4 12 Goodrum; Craig 77 (35.170) 6
5 4 Klintworth; Volney 82 (35.220) 4
6 10 du Ponsel; Stephane 74 (35.140) 2
7 8 Stockton; Mark 92 (35.250) 1

Round: 7

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 10 du Ponsel; Stephane 74 (35.140) 2
2 14 McNeil; Chris 95 (35.350) 7
3 11 Joffe; Tim 73 (35.130) 5
4 3 Klintworth; Conrad 68 (35.080) 4
5 6 Rheeders; Piet 79 (35.190) 3
6 12 Goodrum; Craig 77 (35.170) 6
7 9 Stockton; Kurt 60 (35.000) 1

Slot: 2
1 5 Nieuwoudt; Gert 81 (35.210) 2
2 - -
3 2 Joffe; Peter 90 (35.300) 5
4 4 Klintworth; Volney 82 (35.220) 4
5 7 Shaw; Evan 86 (35.260) 3
6 13 Goodrum; Rodney 64 (35.040) 6
7 8 Stockton; Mark 92 (35.250) 1

Round: 8

pos Nr Pilot Name Chan/Freq Hlpr Cntry

Slot: 1
1 4 Klintworth; Volney 82 (35.220) 4
2 10 du Ponsel; Stephane 74 (35.140) 2
3 11 Joffe; Tim 73 (35.130) 5
4 9 Stockton; Kurt 60 (35.000) 1
5 7 Shaw; Evan 86 (35.260) 3
6 12 Goodrum; Craig 77 (35.170) 6
7 - -

Slot: 2
1 3 Klintworth; Conrad 68 (35.080) 4
2 5 Nieuwoudt; Gert 81 (35.210) 2
3 2 Joffe; Peter 90 (35.300) 5
4 8 Stockton; Mark 92 (35.250) 1
5 6 Rheeders; Piet 79 (35.190) 3
6 13 Goodrum; Rodney 64 (35.040) 6
7 14 McNeil; Chris 95 (35.350) 7

Wednesday, October 04, 2006


The contest format for this event will be as follow's:

  • This is an F3J off 150 meter winch (300m line) event.

  • The maximum number of team members has been reduce to two (2).

  • Due to the reduced number of helpers, we increase the prep time per round
    From 5 to 7 minutes. This allow's the recovery of winch lines, posting of scores etc.

  • 8 rounds with 2 slots each are scheduled to be flown. Provided we fly 6 or more rounds there will be a single throw away.

  • 2 X 15 minute fly-off with the top 5 competitors going head to head. There is no throw away in the fly-off rounds

  • If one of the top 5 competitors drops out to help another, number 6 gets a
    shot etc.

Pilots briefing at: 7.45 am.

Competition Start: 8:00 am.

Entry fee:

Senior’s: R20.00

Junior’s: R10 00

Tuesday, October 03, 2006

New F3J Model

A new F3J model was announced recently. The model is designed by the team responsible for the Escape, ie Stephan Eder and Max Steidle. The manufacturer is the maker of the 2X F3B World Championship winning Crossbow, Aer-O-Tec. An interesting feature is the interchangable tip panels that allow the model to be streched from 3.4m to 3.6m. Be sure this will join the likes of the Pike Perfect, Supra and Xperience Pro in the winning circle.

Thanks Peter Eagle for sending this information on.

Monday, October 02, 2006

F3J @ BERG Entries.

Brain & Son
Mark Stockton - 35,250; 35,100; 35,170
Kurt Stockton - 35,000; 35,170; 35,100

P & T
Stephane du Ponsel - 35,140; 35,200
Lionel Brink - 35,300; 35,030

Piet Rheeders - 35.190; 35,040; 53.400
Evan Shaw - 35,210; 35,260

Peter Joffe - 35,060, 35,300 (Frequency Change!)
Tim Joffe - 35,130; 35,210

Team SGC Hornbill
Conrad Klintworth - 35,080; 35.240
VolneyKlintworth - 35.220; 35.170

Gert Nieuwoudt - 35,210; 35,040

Thursday, September 28, 2006

F3J @ BERG on 7th October 2006

It would seem that the next F3J event is to be hosted at BERG on the 7th October 2006. I guess this would mean getting my Supra out of it's hiding place.

Wednesday, September 27, 2006

Team Jersey Raffle Draw Results

The draw for the team jersey took place today and was won by Ingrid Purdan.

Monday, September 04, 2006

August Postals Results

South African F3J team members continue to cement their places at the top the postals ladder:

1. Craig Goodrum - 4,561
2. A. Sneedon - 4,549
3. Mark Stockton - 4,520
4. Conrad Klintworth - 4,458 (Junior)

5. T. Potter - 4,442
6. Michelle Goodrum - 4,404 (Manager)
7. Piet Rheeders - 4,285
8. J. Coulson - 4,279
9. Kurt Stockton - 4,274 (Junior)
10. Volney Klintworth - 4,255

Club Scores's are as follow's:

1. Midrand Model Soarers - 13,440
2. Durban Model Aircraft Club - 13,231
3. Southern Soaring Club - 12,207

Tuesday, August 22, 2006


John Godwin created the following summary of questions posed by Brian Mulder and answered by Mark Stockton and Craig Goodrum.

Brian Mulder raised questions about the latest F3J World Champs. Both
Mark and Craig replied. Here's an edited version of the conversation.

Mark's reply.

Q.. All scores that I have seen are normalized. This is of little
interest to me. What I want to know is does somebody or number of
people always max out every round irrespective of conditions? If not,
what is the norm per round time wise?

Generally all flights where maxed, in those that weren't, the winner
of the slot got very, very close with a 9:30 or so. This was quite an
achievement as we had overcast drizzly / rainy conditions for most of
the event. I can only think of two of my flights that where easy
maxes. After maxing out and on final approach, what error is there
for time? Are you always doing it within 1 second all the
time? Looking at it from another angle, if you are unable to land
within 1 second of max time when everybody maxes out, do you stand a chance?

Most rounds where won by pilots recording a 9:54 flight time and 1m
landing, once you include that the competitor spent 4 to 5 seconds on
tow, you realise that they are mostly landing very accurately at 9:59
(working time) within 1 meter of the spot. In a couple of rounds our
pilots recorded the same flight time as the slot winner, but landed
at 2m, this cost them on average 30 places in that round.

Q.. In unfavorable conditions, launch height counts. Do the guys
that launch high always come out on top in these conditions? In other
word, if you were not capable of launching as high, would you ever be
in contention for a podium position.

Even in unfavorable conditions, launch speed combined with height is
vital. I remember Arend Borst repeatedly achieving excellent heights
from 2 to 3 seconds. He wasn't the highest but always maximised the
flight time advantage every time. I don't believe we where ever out
launched by the others. Credit needs to go to Lionel and Paul here,
it was not by mistake they where chosen to tow for Aussie's in the fly-offs.

Q.. How much does unfavorable conditions impact overall on a
competition and who is going to win. If every round had zero lift
to be found, would certain individuals find it easier to win?

There is a definite technique to flying in these low lift conditions
that is vastly different to the techniques we use in the high lift,
high sink environment.

Q.. What planes were being flown? Other than the Supras and Pikes,
what else was being flown? I found it strange that this sort of
information was not listed anywhere on sites covering the WC. Was
anybody trying to compete with vac-bagged models and such like planes?

The top three planes flown where, 1) Pike Perfect - David Hobby, 2)
Xperience Pro - Sebastien Fleigel, 3) Supra - the Ralf Oetters. There
is very little to choose from between the top models. My intention is
to stick with the Supra's as they are as good as the other planes,
and they are being very actively developed by Vladimir with lots of
input from Arend Borst, Barry Kennedy, Joe Wurtz etc.

Q.. How much does LUCK contribute in a WC percentage wise?

You do not so much need good luck, but you certainly need to avoid
the bad luck. Having experienced team helps a lot here.

Q..Lastly, well done to our team for what they achieved. When, Joe
Wurts asks Graig to call for him ... hell that is something to be
proud off for sure. However, what would be the reason for not
possibly doing better. Where can the SA team improve or where are we

In short, we need to raise the level of competition here. The scores
Craig, Chris and myself recorded in nearly all slots would have
fairly easily won the slot here.



Craig's comments

To answer some of Brian's questions from a completely subjective view.

Yes, normally at least one pilot maxes. An excellent max is 9:57 and
1 m an OK max is 9:52 and 1m

Yes 1 second tolerance would normally enable a position in the
fly-offs. Most guys land 1 second early or at least at the beginning
of second 9:59. However time lost on launch may cost you as much as 3
seconds normally and even 5 seconds against a guy that pops off by
accident and manages to scrouge a thermal (just bad luck).

Yes the guys with the cleanest, lightest wing loading model that is
capable of a high launch would have an advantage in still air. When
there are lots of thermals the scores bunch up and when the
conditions are tough they scatter more. This worlds started with easy
conditions that had a tightly packed top 20 but there were some tough
rounds that led to top pilots having throw aways and when a bad patch
of weather came at the end the placings changed wildly. To get into
the fly off or top 12 you really need 11 rounds with a 9:54 and 1m
(even that does not guarantee a position so many guys push for 9:56
and 1m. I struggled with the continuous change in conditions, there
were always fronts and you could not settle on a particular cycle of
thermals. The biggest mistake was to do what the round before did
without having good reason. On the whole thermals there were as usual
more like those at Noodsburg than on the Reef, more soft and soggy.
Most of these guys fly in that all the time. Mark came second in his
group twice I think and still lost 2 or more minutes (or pushed for
extra time on the flight and lost landing, like me). To answer the
last part of the question I think the better guys find it easier to
win when conditions are difficult, when things are easy more people
get into the running.


There were a number of bagged Supras. I didn't see any other bagged
models. The main contenders for models, in no real order, were Supra,
Pike Superior,Pike Perfect, Vision, Experience Pro (like Paul flies),
Shadow, Espada, Stork II I think, Icons and a coupe of Tsunami's,
Escapes, some Ava's (in juniors only) and other built up stuff and
other from old and lastly my personal favourite - a single Crossfire
(not my advise for F3J though).

The ones that stand out for me are Pike Perfect, Supra, Icon (80 SQdm
at 1.8 kg). The home-made Supras were very competitive (Tom Kesling
flew these amoung others).

Luck helps some stay in the running and pushes some out. Most top 12
finishers are unaffected by luck but Jo was unlucky (almost costing
him a spot in the 12) and in my opinion Arend was lucky to get his
position in the fly-off.

To win you need some luck but in the fly-offs luck was not a factor.

To answer the question maybe 5%.

Reasons for poor performance.

Lack of model preparation in advance. I was preparing two models the
week before leaving and lost out on sleep.

Not enough landing timing practice - the extra load of juniors and
getting the future pilots up to a competitive level meant that a lot
of practice time both long before and the few days before the comp
was divided. We need people who can take the load of juniors off the
senior pilots. Given a choice I would still give up as much time to
juniors but it costs the seniors in preparation. I didn't have a
problem with workload on the field only before leaving. Chris missed
one landing coming in late and after that he flew safe - safe gets a
good team score but does nt get a top 12 placing.

Focus - not enough - pilots and team managers need to figure out
their roles and understand the mental game - try to involve only who
is needed indecisions and leave the others if possible.

Bad luck - Mark had pop offs in the first round that should not have
happened. This cost him an easy flight and one in the bag. The
problem was not poor prep as he was well prepared but during practice
both of his own models had tow hooks open up they reached the wrong
angle at exactly the wrong time (first round). This could have
happened the day before and it would have been fixed. Bad luck dude!

Launch height - never good enough, although we were pretty close this
time - the juniors were well below the average.

Heavy models - the juniors had models that were not right for light conditions.

Lines too thin in my opinion - there are many factors here.


The cookie - sometimes it crumbles that way.


I look forward to seeing who tries out for the next team.


Thursday, August 17, 2006

Wednesday, August 16, 2006

The Day Roo Visited

Roo popped in, collected her passport, congratulated David Hobby and was last seen in the company of Mustafa heading to Turkey.

Proudly South African

Some photos from the opening ceremony.

Ines with our flag and make shift roof rack / flag pole.

Tuesday, August 15, 2006


African Pilot Supra

Kurt with the African Pilot Supra shortly before it's maiden flight in Martin Slovakia.

Showing off it's distinctive underside color scheme.

Friday, August 11, 2006

Photo Gallery

Ilma has posted her photographs of the event at

Thursday, August 10, 2006

Cape Sailplanes and Vladimir save the day.

This is story detailing service excellence well above and beyond the norm.

Shortly after arriving in Slovakia, I experienced a strange radio failure with my number one Supra. This resulted in a heavy crash into a hops field next to the site. Most of the Supra survived, except the center section that was almost completely destroyed.

Frantic SMS's where sent to Craig and Michelle who where still in South Africa. Craig in turn contacted Mark Williams at Cape Sailplanes who in turn contacted Vladimir in the Ukraine. Vladimir almost immediately started laying up a new stiffer carbon center panel which was delivered to me personally three days later.

The plane was test flown the evening after the opening ceremony and performed perfectly for the entire event.

Many thanks for the excellent support and service.

Saturday, July 15, 2006

Wednesday, July 12, 2006

Highveld Thermal League 3

Three events flown so far this year and three different winners. First it was Conrad Klintworth winning HTL2 (MMS), then Mark Stockton HTL1 (ETB) and now Craig has stepped up and won HTL3 at Whitehills. So far a clean sweep in the league for South African F3J team pilots.

Well done Craig.

Tuesday, June 27, 2006

Noodies 2006, full results.

Overall Natal Champion

1 Craig Goodrum 4978.2
2 Chris Adrian 4964.4
3 Dave Greer 4537.0

RES100 Fred Wittstock

Best Junior Kurt Stockton

2 Metre

1 Warren Butler 4674.5
2 Allan Sneedon 4558.2
3 Dennis Bird 4516.1

F5J Extreme

1 Warren Butler 4976.6
2 Mark Stockton 4946.5
3 Brad Conlon 4768.1

F3J Hand Tow

1 Chris Adrian 5000.0
2 Craig Goodrum 4994.1
3 Izak Theron 4547.0

Electric Winch Thermal

1 Dave Greer 4957.5
2 Brad Conlon 4748.5
3 Allan Sneedon 4501.2

1 Craig Goodrum 4978.2
2 Chris Adrian 4964.4
3 Dave Greer 4537.0
4 Izak Theron 4518.0
5 Allan Sneedon 4451.4
6 Michelle Goodrum 4348.0
7 Fred Wittstock RES100 4248.2
8 Brad Conlon 4169.7
9 Dion Liebenberg 4167.4
10 John Monk 4085.4
11 Mark Stockton 4000.0
12 Paul Boswarva 3931.5
13 Paul Carnall 3862.8
14 Wolfie Stefney 3745.4
15 Kurt Stockton Junior 3731.6
16 Warren Butler 3691.0
17 Russell Conradt 3654.8
18 Simon Nelson 3621.6
19 Paul Munn 3528.0
20 Rodney Goodrum 3488.0
21 John Coulson 3436.7
22 Ross Henderson 3232.1
23 Conrad Klintworth 2887.0
24 Herman Webber 2715.4
25 Dennis Bird 2494.0
26 Craig Baker 2408.5
27 Les Ward 2317.9
28 Simon Tladi 2282.8
29 Brian Fanning 1610.4
30 Tim Potter 1566.8
31 Don Slatter 1494.4
32 Sheldon McGlone 419.6

1 Warren Butler 4674.5
2 Allan Sneedon 4558.2
3 Dennis Bird 4516.1
4 Izak Theron 4433.5
5 John Monk 4344.4
6 Volney Klintworth 4180.6
7 Russell Conradt 3954.0
8 John Coulson 3666.4
9 Simon Nelson 3207.3
10 Paul Boswarva 3055.2
11 Fred Wittstock 2840.3
12 Don Slatter 2266.9
13 Brian Fanning 2030.0
14 Paul Munn 1669.8
15 Sheldon McGlone 281.0


1 Warren Butler 4976.6
2 Mark Stockton 4946.5
3 Brad Conlon 4768.1
4 Paul Carnall 3987.7
5 Sean Oellermann 3964.1
6 Craig Goodrum 3720.0
7 Les Ward 3708.2
8 Dion Liebenberg 3190.8
9 Simon Nelson 3105.4
10 Herman Webber 2625.7
11 Sheldon McGlone

1 Chris Adrian 5000.0
2 Craig Goodrum 4994.1
3 Izak Theron 4547.0
4 Michelle Goodrum 4372.8
5 Dion Liebenberg 4191.9
6 Mark Stockton 4000.0
7 Paul Carnall 3862.8
8 Kurt Stockton 3734.5
9 Warren Butler 3691.0
10 Simon Nelson 3631.7
11 Conrad Klintworth 2902.4
12 Herman Webber 2737.4
13 Dennis Bird 2505.0
14 Simon Tladi 2309.9

1 Dave Greer 4957.5
2 Brad Conlon 4748.5
3 Allan Sneedon 4501.2
4 Fred Wittstock 4364.8
5 John Monk 4197.5
6 John Coulson 4113.8
7 Wolfie Stefney 4107.5
8 Paul Boswarva 3992.7
9 Russell Conradt 3943.5
10 Paul Munn 3930.7
11 Rodney Goodrum 3919.8
12 Ross Henderson 3737.7
13 Les Ward 2811.3
14 Craig Baker 2670.6
15 Don Slatter 2064.9
16 Brian Fanning 1972.7
17 Tim Potter 1572.7
18 Sheldon McGlone 427.7

Noodies 2006

Craig Goodrum win's the Natal Championship while Chris Adrian and Kurt Stockton take the honors as F3J champion and top junior respectively. Mark Stockton takes second place in F5J eXtreme.

Monday, June 19, 2006

Cape Sailplanes Family

A family photo of the excellent planes sourced by Mark Williams of Cape Sailplanes for the team. From left to right; Craig Goodrum (Supra), Simon Tladi (Ava) and Mark Stockton (Supra).

Tuesday, June 13, 2006

First Team Supra Flies

The first of the Supra's to be flown by Mark and Craig has been flown. It has shown huge potential in it's first contest at the ETB leg of the Highveld Thermal League, winning in a dominant maner.

Special thanks needs to go to Mark Williams of Cape Sailplanes for securing these excellent planes for the team as well as the excellent sponsorship package he put together.

We also need to thank Graupner as well as the South African agent Dion Liebenberg for their sponsorship of the equipment that both Senior and Junior teams will be using.

Wednesday, May 17, 2006

Monday, March 27, 2006

Conrad Wins HTL 2

With a perfect score of 5,000, junior team member Conrad Klintworth won the incident packed Highveld Thermal League event at MMS. He was closely followed by senior team mates Craig Goodrum and Chris Adrian.

Thanks BERG

On behalf of the F3J team, I would like to thank BERG for their generous
donation towards the team.


Thursday, March 09, 2006

Wednesday, February 15, 2006

Practice Time Again

Time flies when you are having fun, and it is practice time again. This time it is at ETB, Saturday the 18th February. Flying starts at 07h00! Oh my word that is early.

Thursday, February 09, 2006

The Question (Part II)

Disney & Tarrintino themselves, could not have provided for a more tense story; in a scene reminiscent of the brave Scots facing the might of the English armies (or so the experienced team claimed from first-hand knowledge?), the youthful challengers squared up against the mass of experience. As each team took its turn, fair banter (in cricket it is properly termed 'sledging' the opponents) was exchanged. During one of these encounters, Prepatation's statements caused Tantor to completely crack-up & he fell rather solidly half way through their launch. But just to show the 'lighties' their dedication, they hobbled back for the next launch ' only to trip again soon thereafter.

Scientific investigation revealed that this continuous falling was nothing to do with a disregard for physical fitness, or the less than smooth terrain being traversed, but rather had to do with the unique notion of straight line momentum, inertia & the curvature of the earth. As any physicst would explain, any body in motion will resist a change to this state unless acted upon by an external force (inertia). In this case the mass differences between the moving bodies & that of gravity were so close, that straight line acceleration (well, measured in geographic terms anyway) effectively occurred. A momentary loss of traction due to the increasing distant to the earth (straight line vs. curved surface) & resulted in the body experiencing an uneven distribution of mass (which is already rather perilously frontally balanced), finally resulting in the less than graceful, but ultimately thunderous arrival, more akin with rudder-elevator pilots attempting the FAI circle landing.

To be fair, each team was matched in a variety of conditions, ranging from windless sink, moderate wind & sink, and a rather fresh breeze & sink (the less than upward air movement description added by the pilots). To ensure proper scientific discipline being observed, certain 'performance enhancing' stimulants were administered in highly observed & measured dosages to both teams, and other than the additional BS resulting from the sugar high, no material improvements were observed between the teams.

Much to everyone's surprise, the average launch height is higher for the light-weight team. The best launch of the day was provided by The Brain who won the bragging rights until the next practice, when Dorey will surely attack this accomplishment with a more suitable weapon. And so, the day concluded, as each side withdrew to treat their wounded (well the heavies did suffer some friction attrition & apparently exceptionally high doses of lactic acid build-up). More importantly to those waiting with baited breath was the outcome of this most 'scientifical of experiments' (ref: Tigger. 2006); irrefutable proof that age does appear before beauty, but the latter is the most powerful when harnessed with youthful speed, whereas the former statistically tends towards the attraction of mass, particularly in the Kimberly region according to some knowledgeable observers.

Monday, February 06, 2006

Practice - 4 Feb 2006

The team had an interesting, informative and incident filled practice session at MMS on Saturday the 4th of February.

Sadly Conrad and Paul couldn't attend the practice. However the team was joined by Evan and Charl who where present to analyse the effects mass have on the tow team. It was also excellent having Piet Rheeders and Stephane Duponsel drop in and provide moral support.

The flying started just after 07h00 with each pilot doing a full dead air duration flight. Craig certainly showed everyone that the Ava is well suited to this task. Thereafter some fairly serious launch analysis drills where flown.

Some incidents that punctuated the day, where Mark having a elevator linkage failure on one flight, but managing (more through luck) to land the plane fairly gently. Chris also had some interesting elevator / fin / fuselage interface issues.

After official practice ended, poor Simon lost his Eish! in a high speed anaerobic ground interface. This incident was later attributed to a flat RX battery.

In the afternoon Kurt set about posting a postals score of 1,324 over 3 flights in really lousy conditions. Had lightning and rain not have intervened, he would probably got over 2,200!!! Excellent flying Kurt.

Many thanks to Michelle for organising the event, Lionel for putting in 300%, as well as Evan and Charl for helping and Piet and Stephane for supporting.

Friday, February 03, 2006

The Question (or Tiggers Challenge) Chapter 1

A cold mist blows across the ancient African plains. Out of the early morning gloom strides the warriors, their faces painted in battle colours, their armour prepared for battle. But this is no ordinary morning, for on this morning not only are these warriors going into battle, but far more importantly is that this morning the eyes of the world rests on the shoulders of these few. For this morning represents the deep societal question; age before beauty? Will youth, exuberance, and speed be able to beat the mighty weight of experience? The battle lines are drawn one side representing the hopes of rising stars (& ADD survivors) the world over, the other side representing years of good eating &drinking (strangely devoid of Ritalin).

First up are the youthful challengers – well they did get to the battlefield almost an hour earlier than the more sleep challenged individuals. With the lines set, they lean into their task & their glistening shoulder muscles take up the load. The signal is sent & with a massive display of explosive power they hurtle forward, launching into the abyss. At 6 foot, blue eyed & bloody handsome, the challengers turn & smile at their results. Hardly a sweat has broken & they eagerly take up the strain for the next skirmish.

Only after the last sparrow has fallen out of its nest & just before the local Wimpy begins offering its lunch specials, the heavy weights of experience thunder to the battle lines. Actually, stroll would be a better description as the affects of their first cup of coffee takes considerable time to reach their outer limbs. Their mighty ab’s expand (or should that have read as “expansive abdomens”?) as they take up the strain. On the signal, like a heard of stampeding elephants, they gather momentum & move forward launching into the African sky. They slow down & amble back to the next challenge.

The challengers glance nervously around – clearly it will be rather close as the notion of power being represented by mass and acceleration is represented rather differently on the two sides.

Fortunately technology is on hand & the first comparison reveals,…………

End of Part
One /… be continued

Eish! building progress

Kurt's first Eish! taking shape. Visible in the background is the molds with next set of wings in them.

Practice Time Again

It's that time again, when the F3J nuts gather at MMS at 06h30 (Saturday the 4th) in order to be in the air by 07h00. 30 flights scheduled (10 per pilot). It is bound to be a hectic day, with practice followed by F3K hour, followed by postals!!!

Just to make life interesting Craig and Mark have a "King of the Launch" challenge going that allows the winner to have undisputed bragging rights....... Chris will probably beat them both.

BTW - spectators, commentators and peanut gallery are welcome. Don't forget to bring an F3K plane with to fly chuckie hour afterwards. Then bring a big glider with to fly postals.

Thursday, January 26, 2006

Thanks to Cape Sailplanes

I would like to thank Cape Sailplanes for their support of the F3J team.

Mark Williams has supplied me with one of the AVAs at cost. His markup is very small on these products due to our small market and high original pricing, so it is not a huge saving but every bit helps and this is most appreciated.

We will be following a rigorous training schedule this year and we will compare the various models so this model was urgently required. The AVA has been a very successful light condition glider in Europe and USA.

Mark is also sending it to us free of charge and if I can find the finances will repeat the process of charging us only cost with the molded Supra.

If you are looking for their contact details go to

Or email
They carry a great range.

I will keep you all posted as to the performance of the models in practice.

Thanks very much for your support Mark.

On this note, if there is anyone out there who is able to assist us in going to the world championships, please contact us.

Craig Goodrum

Monday, January 23, 2006

Tiggers Early Morning Practice Report

The first formal practiced dawned early with a cool overcast Highveld morning. A breeze was blowing and this considerably assisted the launches in the low-lift conditions. Mark tested the conditions first with a winch launch or two, but afterwards we resorted to the standard tow lines for all practice flights.

We decided to use both the fixed “yolk” approach as well as straps – and the pilots will analyse the launch data to see which is most effective according to the conditions.

The first tow (Mark’s Eish!) went off relatively smoothly even though the ground was really rough to run across. Conditions were initially challenging for the pilots; low cloud & very little lift.

Kurt was the first junior up the line – the juniors provided the most challenging tows for most of the day.

Smooth-flying Paul showed everyone else how to do it – finding lift & finishing off with a good landing.

Craig returning from another successful flight (this was taken after his Eish! flat-spun in on launch #2).

The pilots also had a chance to tow: Mark & Craig square up for their start signal.

Run, Forrest, run! Apparently this is extremely rare footage of Craig towing :)

Saturday, January 21, 2006

Team practice

The team (with the exception of Conrad and Chris) met at MMS at 06h30 for the first early morning "dead air" practice. The conditions where better that expected with a mild northerly wind to help launches. Also even from 07h00, light yet consistent lift was available.

The practice went very well apart from an incident where Craig's Eish! (Eish!!!) stalled completely on launch, going into a flat spin.

Paul impressed everyone with his smooth flying. Kurt is also looking very polished. Simon is steadily improving, Mark was impressed with Simon's calling. (Ilma's comment)

Tigger towed tirelessly all morning giving 120% for every single launch (and some skin).

Tigger will post some photo's when he has access to some bandwidth.

Most flights were recorded using a Alti 2 data logger for analysis.

Friday, January 20, 2006

Mid Week Building Session

The tail feathers for Kurt's first Eish! being laid up. If you look carefully in the background you can see the new carbon tooling as well as the first set of 68grm carbon Eish! wing skins.

Wednesday, January 18, 2006

Quote from Norway

"And this is the team Norway will cheer for:

1. Conrad Klintworth
2. Kurt Stockton
3. Simon Tladi"

See you in Slovakia!

Keep Track of the Fund Raising Effort

Keep track of the teams fund raising efforts by visiting our sponsorship page on the F3X website.