ground effect to F1 in 1978. As a result, Tony Southgate designed a radical ground effect car, the A2. While striking to look at, it was not competitive and Arrows was forced to use an upgraded version of the A1. Moderate success in the 1980s With the A2 being too radical, Southgate penned the Arrows A3 for 1980. The car was competitive, and it was used during the following season as well. In , Patrese scored the team's only Formula One pole position in Long Beach, which he led until retiring with mechanical problems on lap 33 of 80. Arrows finished joint eighth in the Constructors' Championship that year. At the Long Beach Grand Prix in 1983, Alan Jones was tempted out of retirement on a one-off basis. He qualified 12th but dropped out in the closing stages. In with BMW M12 turbo engines and sponsorship from cigarette brand Barclay things got much better. That year they were ninth in the Constructors' Championship and eighth in . At the 1985 San Marino Grand Prix, Thierry Boutsen finished third behind Alain Prost and Elio de Angelis. However, after the race, Prost was disqualified because his car was 2 kg underweight, giving Boutsen the second place. Tony Southgate had fallen out with the other founder members and left to work for Tom Walkinshaw, who would have a major impact on the team in later years. The season was a disaster. The A9 car was delivered late after British Aerospace had problems building the team's first carbon composite chassis. The car proved uncompetitive and its designer Dave Wass left to join Benetton, leaving just Oliver and Alan Rees in charge. Oliver wasted no time in replacing the two and hired Ross Brawn to design the effective A10 for . BMW pulled out of Formula One and the engines were badged Megatron through a deal with Arrows major sponsor USF&G, but the British team had their best seasons yet, finishing seventh in 1987 and fifth in (the final year for turbocharged engines) thanks to frequent points finishes by drivers Eddie Cheever and Derek Warwick. While 1987 and 1988 were Arrows' best years in F1, they were also the cause of frustration for the team and its drivers Warwick and Cheever. At the start of 1987 the sports ruling body (FIA) mandated that all turbo powered cars were to use a pop-off valve in order