2 f6 7. O. CAIUIKK

N ULTRA light air­ A craft appears for the first time on our cover, and again as frontis­ piece. featuring the amazing little Turbulent which Harold Best· Devereux flew at so MODELLER many aerodromes this summer. H. B.-D. has provided an encourag­ ing article on the construction of ultra­ lights so that soon the first “ aeromodeller's special” can be expected. Younger enthusiasts may not realise that the power model is a com­ paratively modern de­ velopment until they read this year's article on the Evolution of the Power Model. Ron Moulton has provided invaluable data on under I c.c. engines, then we have Jim Waldron on Improving the Contest Glider, Dick Hirdes on Longi­ tudinal Stability, K irt Nickel from Germany on Negative Wing Forms or “ Buzzard Wings". Control Line enthusiasts have some welcome new sugges­ tions from Harry Hundleby to brighten up their aerobatics. Articles on Motor Servos. Relays, Plastics and Adhesives, and Hydraulics add to the modeller's fund of useful knowledge. Then we have a practical Slide Rule for aeromodellers. Our usual wealth of model plans from all over the world are included as usual and embrace the best of what is amusing, inter­ esting. fantastic, or down - to - earth prac­ tical from France. Germany. U.S.A., Jugo­ slavia, Czechoslovakia, Russia. Poland, Japan. Canada. Italy. Finland. Sweden. IWAL Price 10/- Or direct from the Publish­ ers at 10 9 including postage MODEL AERONAUTICAL PRESS LTD. 38 Clarendon Road. Watford. Herts. On Sale at your Local Model Shop

Trade Press. 42-44, Hopton Street, London, S.E.I. m u ch ? Λρρ/1-nmli f'n Λρρ/1-nmli a s W.C.2.

a Chief Technician, earning ? k I Prom otion regular and assured : Ihc opportunity fora career to 55,

you g et ------do Dueof Birth SECURITY: PROSPECTS 4. 4. 5. with pension and generous terminal grant. service, he should (ifmarried) £17.8.10 a week. for the efHcient man. In ten years, if he stays in the □ □ 617 Score 10 for each ‘yes' answer, 0 for ‘no’ full del ails oails full f del increased pay, promotion, leave, pensions, etc. TO: ROYAL AIR FORCE (AM 229a). VICTORY HOUSE. LONDON. HOUSE. (AM VICTORY 229a). FORCE AIR ROYAL TO: ADDRESS NAME Please send Please particulars on training fur skilled trade* in the R.A.F.— including --- POST THIS TODAY! Food, accommodation,

TOTAL MARKS 30 days each year on full pay. :

you haven't got! — — £ 9 .9 .0 a week.

How does your doing job this test-yourself compare with quiz. ? his Check up by This Corporal Technician,on a age 24, 12-yearis a Radio Engineer engagement with the Royal Air Force. PAY: What's he got that HOLIDAYS ALL THESE FREE: H.A.F Hegt H.A.F 1. 3. 3. 2. clothing allowance,general education, 3 sports,rail travel vouchers a higheryear. technical and aircraft, radio, aircraft,

— — A Skilled Career at new Higher Pay Rates in the R.A.F.

medical—den tal— sec­ tal— medical—den He scores 50 in this test. If your score is less, you I (from the start, ifnecessary) for a skilled career in HERE’S WHAT HE GETS: □ □ □ should do somethingbetween about 174 it— and today ! 40, If the you're R .A.F. will train a choice you o f | paid over jo b 70 trades. with Here's sure prom a secure, otion well- for the able man. operation photography operation instrument engineering instrument retarial-catering -jmliee — retarial-catering —general engineering —general air traffic control—radar traffic air Include: Include: —music armament. elect healund elect armament. The The 22 trade groups December, 1956 618 December. 1956 Christmas shoppinq for qualitq Ϋ t/ie te a /iA th e d iop o fOR SERVICE AFTERSALES

AIRCRAFT KITS and ACCESSORIES. Solid Plastic Kits by "FROG". "LIND- BERG” and the American "REVELL" Hawk. Aurora. Comet and Monogram.

43 Temple Row, Birmingham I

The "GOLDEN H IN D ". One of the famous range of "MARINECRAFT" Galleons.

* w u ehodih

"IO N A " Model Rac­ \A\ Stratford ing Yacht. A most Birminghom Attractive Model. Length ^ 24 in.

Railways and Accessories. Wrenn, Trix, Peco, Nucro.

' For those unable to coll we offer o prompt 24 hour I Postol Service. I send for illustrated Lists stotmg brooch of modelling ki,h vnn are interested: Golleons. Boot Kits, Model Aerodrome Ltd. l Tirrm ft Roilwoys. and all Accessories. Postage 2Jd. 141 STRATFORD RD., BIR M IN G H A M II

Kindly mention AERO MODELLER when replying to advertisers December. 1956 619 ill)

FROG A ER O B A T 689KP Extremely manoeuvrable, fully aerobatic stunt model, and fitted with the Frog "249” will prove formidable in any contest. Weight 16-18 oz. Span 38 in. Price 25/-

FROG 249 DIESEL One of the new range of Frog Motors. Fitted with twin ball-races and angled

iwer This is a series of flying models of well-known aircraft, incorporating the 79/3 exclusive features of Frog kits, including plastic moulded airscrews and wheels, and having all wood parts ready cut and numbered. You are certain of building a good model that really flies, with any of these excellent kits.

SENIOR SCALE MODELS

D.H. MOTH MINOR S H O R T SEAM EW 732FK 730FK BIRD D O G 731FK A model of the latest A popular pre-war light An attractive model of this Service aircraft; kit includes aircraft. 22in. span. Rubber famous Army Spotter plane. moulded cockpit canopy. driven.j Price 5/- 22 in. span. Price 5/- 22-in. span. Price 5/·

SAILPLANE KIT

A new model of a delta-wing design, 16-in. J U N IO R S A ILP LA N E 720GK span. Rubber driven, with moulded air-screw, A new simple-to-build model, and a fine wheels and canopy. Price 5/6 flyer. 20-in. span. Price 3/·

PRODUCTS OF THE LINES BROS. GROUP OF COMPANIES INTERNATIONAL MODEL AIRCRAFT LTD.. MERTON. LONDON. S.W.I9 JJil 620 December. 1956

Calling all NEW ZEALANDERS! T II I > i : «

1. Fully pre-fibricaicd! 194 ready-shaped part*, all Authentic 2 in. Scale accurately cut and numbered for you. ready to 72 in. Wingspan cement together. 2. Shaped Leading and Trailing Edges, all plywood pre­ Where can you get better cut. shaped dural undercarriage ready to bolt on. value? See what you get! 3. IMPORTED FULL SIZE DECALS (transfers) from Berkley Models, Inc.. U.S.A. 4. Very detailed, Full Size Plan, with perspective AH for £8 10 0 drawings, making assembly very easy. Imported from Berkley Models. Inc. from the 5. Hardware: Nuts and Bolts. Screws. Bushes, etc., ■BETTA” Model to complete the model. 6. 8 oz. Aero Cement and 8 oz. Silver Gas Model Dope. Aeronautical Supply Co. 7. Specially selected "BETTAIR-BALSA” throughout! P.O. Box 260. NEW PLYMOUTH. N.Z. The ‘ BETTAIR” BERKELEY

Sole New Zealand agents SEA CAT for In similar design to the Cessna FOX MOTORS (U.S.A.) is also available at £5/19/6 D Y N A JE T £12/10/0 VENNER M.E.W. JETS £6/10/0 Frank Zaic’s Year Book P.A.W. * ACCUMULATORS! IS - TRUCUT AIRSCREWS * ★ for LI and L2 All sizes available from the ••BETTA" MODEL AEROPLANE SUPPLY CO. * ★ The sole N.Z. distributors are: Sole New Zealand Distributors "BETTA” MODEL AEROPLANE SUPPLY CO ★ ★ New Zealand Price £2 each

CELSPRAY! ★ ★ These spray guns are obtainable in New Zealand from the “ BETTA” MODEL AEROPLANE SUPPLY CO. ★ The complete J.B. range of ★ Sole New Zealand Distributors ★ motors and accessories are ★ obtainable from their SOLE ★ ★ New Zealand Distributors There’s nnnt· BETTEIt the ★ “ BETTA” MODEL ★ ★ than B E TT A AEROPLANE bvvuusv thvtf'rv ★ ★ ★ B E T T A !n : ★

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Kindly mention A E R O M O D E I.L E R when replying to advertisers December, 1956 621

W U t t * Aii Q R SIR i t j w ^ S e r v i c e V l H for Modellers of every age ? -I S p ecia l X m a s McHftai/v KITS and every degree of experience Once again ire send seasonal good wishes to all. In remember· H E R C n tl’ M Ing the sad loss o f oar Founder, Arthur Mullen, earlier in the W year, tee would like /tarlicularly to thank friends, customers, Gliders Gliders rj and suppliers for their overwhelming comlolences ami, of Magpie 24 in...... 4f- iod. Verosonic 10/6 4-2/1 Martin 7(94 1/7 Vortex 18 6 · 3/8 y course, their loyal support. We look forward in 19S7 to main· Marauder A 2 14/6 * 2/11 C i" >sonic ... 8 '- | 1,7 Rubber M iaining ami extending the Arthur Mulletl traditions upon Rubber Rascal . 5/6+ l/l which Modellers throughout the world have Icnrnnl to rely. Mentor Fledgeling »/- + I/O it Once again, a Merry Christmas to yon all, and the best o Starflites, each Sentinel 10/6+2/1 F/F Ϊ / everything f o r 1957. F/F Power W RAY SPEiVCE Lavochkin ''Imp'' 25/-+ S /- M Agressor Delta 24 '- · 4/6 Sabre "Imp” 25/-+ S /- Junior Mallard IS 9 3/2 Sky Skooter ... 25/- 4-5/- Magna I I - -2 /3 Cardinal 14 6 f 2/10 21/6 ‘ 4,4 C/L ΙΙΛΙΙΙΟ (ΌΜ ΊΙΙΙΙ, Teal ... IS/- ■ 3/- Spitfire 27/6 + 5/6 Control Line Minibuster 15/—4-3/— Panther 25/- 4-5/- : THE SENSATIONAL A.M.IO * Complete Outfits Monarch 30 - (, - Focke Wulf 21/- +4/2 i The me•st powerful Boomerang Mustang 27/3 f- 5 3 Philibuster 23/6+4/8 £9 16 0 42/6 Mac ...... I I 8ec-Bug ... I2/- + 2/5 1 the world! j Mk. II Miniature £14 8 0 62 4 Wasp i/A 10/6 >2/1 Wyvern 23/6 +4/8 ^ rotation · Mk. IV Miniature £16 16 8 72/11 Scale F/F Midget Mustang 22/6+4/6 49/1^9/9 ; Mk. IV Senior ... £19 16 0 85/9 Everest...... £24. 0/0 I 103/11 D H Tiger Moth 28/6 + 5/8 SOLIDS—Complete Range as adver­ Skyjeep 28/6 *-5/8 tised Truflite Scale at 3/7 each P. Τα* Radio Control Component! Monocoupe 40 28 6 - 5/8 TITAN TUG BOAT 36/-+7/2 ETA 29 Mk. IV £6'2 >0-74/4 Aeronca Sedan 57/» + I l/S POLICE LAUNCH 36 - r 7/2 Frog 2.49 B.B. 66 3 -1 3 /- Mk. Ill Standard Esc. I 9 /-+ 4/1 Frog 1.49 Vibramatic Mk. II Compact Esc. I 9 /-+ 4/1 t'o .v r u s T K.K. Reed Valve...... 45 9 9 Mk. I Clockwork Esc. £2 /8 /-+ 10/8 Slicker Mico Allbon Sabre ... . 55-'- - 10/4 Mk II Rec. (Hd. Vaive)£9 - / - +39/- 917 4-1/7 Allbon Super Merlii Calypso ... 16 - -3/6 Junior 60 45/- -91- . 47/-· 8/- Mk. II Trans. & Aer,»l £5,8,- i 23/5 AllbonDartMk.il Cresta...... 13/2 4-3/3 Bandit 44 18/4 3/8 54 -12/2 Boomerang Rec. & Esc. Mills 0.75 c.c. with c/t - 55i- - II/- ready for use £5/6/- + 22/11 nchworm ... 16/- 4-3/3 Stunt Que n C/L 21/3 4-4/3 Cranwell 6/4 4-1/2 Joker J/A 9 6 l/l I E.D. Bee I c.c. 46'6+ 10/1 Boomerang less Esc. £4/5/6+18/3 Dab ...... 8/3 f-1/8 Star Soamew Allbon Spitfire I c.c. 54 /- +12/2 Mk. Ill & Boomerang 7/6+1/6 Mills 1.3 c . c ...... Ladybird 18/4+3/8 7S/-+I4/S Trans. & Aerial £4/11/6+19/10 Phantom C/L .. 18 4 3/8 E.D. Hornet 1.46 c.c. 48 +10/4 Mk. IV Miniature Rec. .VASCO Chief 64 in. .. 18 4 +3/8 Elfin 1.49 c.c. B.8. .. 63 4 14/3 (3-velve, tuned Elfin 1.49 P.B. Triumph Rubber 6/5 1/4 Contestor 1 7 - + 3/6 . 45/4 +10/2 reed) ... £9/12/- +41/6 Trojan C/L 8/10 1/9 Gypsy 10.6 2/1 Frog ISO 1.5 c.c. 40 9 + 8 /I Mk. IV Senior Rec. Tiger F/F Power Outlaw 22 6 + 4/6 ΕΙΓιη 1.8 c.c. B.B. 63/4 14/3 (3-valve tuned reed & Tracer C/L Stunt 17 / Pipor Cruiser. Cessna \ each E.D. Comp. 2 c.c. 52 6 11/5 polarised relays) £11/—/—+5 2/— Spotter 5/— lid 170, Luscombo 40 / 18/4 3/8 Elfin 2.49 c.c. B.B. .. 78 4 17/8 Everest 6 channel Elfin 2.49 P.B. 53 10 17/1 Rec. £14/12/-+63/3 E.D. 2.46 c.c. Racer 66,6 14/5 Mk. IV Control Box £2'4/- r 9/6 ALSO BY SKYLEADA, JETEX, FROG, ETC. Z Z .^ Allen Mercury 2.S c.c. 56 ■ 11/2 Everest Control Box £3/16/-+ 16/5 E.D. Mk. IV 3.46 c.c. 66 6 +14/5 Mk. IV Trans., Con. Box. B.B. Amco 3.5 c.c. . 78 6 I7'BJ AVIAN SOLIDS TRIANG RAILWAYS and Aerial £7/16/-+ 33/9 PLASTICS Allbon Manxman 66 2+13/6 Everest Trans., Con. Box REVELL —New kits Allen Mercury 35 58/6 —13/2 and Aerial £9 ,8 /-+ 40/9 FROG Oliver Tiger Mk. Ill < (Subject to availability) Hawker Hunter is available Self-Centering Rudder J.B. 1.5 A tom to clear SO/- P. Tar Sabre F86E .. 4/6 Mech. ... £ 3 /-/-+ 1 3 /- 1904 Curved Dash Oldsmobilo 4/11 Westland S.55 Hell ..1 4,9 1911 Maxwell ...... 4/ II Canberra P.R.7 ■ ■V7'2 + 1912 Packard "18” Landaulet 6/ II Javelin • ‘ 6/3 + ACCESSORIES 1913 Mercer Raceabout ... 6/11 Meteor 8 1 5'- l 1914 Regal Colonial Coupe 6 11 Venom F.B.4 ... X-ACTO TOOLS MS. AIRWHEELS H.2I2 Roman Chariot 7/6 No. 51 Knife Set . . 2- Inch, 10,6pair 12/1...... HIGHWAY PIONEERS • 5/6 H SOI Wells Fargo Stage Coach 7/6 No. 62 Knife Set ...... 12/3 2f-inch, p a i r ...... • 15/1 + 3 /- 1953 J a g u a r ...... H.5I5 London-Birmingham No. S3 Razor Saw 10,6 3- inch, pair 19/3 +3/10 Tally-Ho Coach 7 6 1903 Ford "A " Assorted Blades ... 3/- & SI­ +inch, pair . 23Ί0 + 4/9 H.308 Submarine ...... 7/6 1900 Packard W ood Carving Set No. 77 .. 1953 M.G...... Finest Quality Export Solarbo i f Frog Fuel i f Tissue i f Dope* lindberg Spitfire 7/11 1911 Rolls Royce 1907 Renault i f Props i f H ardwood i f Britfix Lindbcrg Mig.19 7/11 Burlington Tool Chest i f Am-pull C/L Handles i f D. Type Jaguar 7/11 1929 Bentley ...... 7/3 Routers, per packet .. Gouges, per packet ... i t SPECIAL ATTENTION ΡΑΙΟ TO All Blades in Stack H.M. SERVICES. WRITE FOR DETAILS. i f Local currency accepted: full Official rates of exchange given, ★ Orders despatched within 24 hrs. i f Air Parcels to all parts at cost, ARIHUR MUIIIII •if Goods properly packed and Insured, if Personal Service on all orders i f C.0.0. to countries where Postal however large or small from 16 MEETING HOUSE LANE Regulations permit. house or oversea*. BRIG HTO N- SUSSEX-ENG.

Kindly mention AEROMODELLER when replying to advertisers 622 December, 1956

/OMimfjjoi t/ie jfufim - Mercury

MERCURY FUELS Still the best at any y * 7 A.M.IO price No.8 WASP \ This sturdy I c.c. engine competi· fully aerobatic 1A with the sensational per­ tion diesel. Stunt model which formance is equally suit· > c 'eally "goes able for beginners / 3/3 X through the book. \ 58 6 \ I2'7

For the beginner and MERCURY GLIDERS Th· SO-inch span Martin at 9 /4 . is typical of th* value of Me*cury / expert alike, there are presents gliders. With a Mercury glider / you can really learn to fly / MUSTANG galore in the Mercury Scale control line model (or 2.5 . diesels. All wooden parts range. Finest quality kits, prefabricated. 32 6 the wonderful range of Allen Mercury engines including the AM. 10—the world’s finest. Accessories and materials of every description. SIRIUS Give him a real modeller’s present now that will provide hours of enjoyment MARS "STARFLITE" in the months SERIES ■> The new Mercury rubber \ v duration Jobs for beginners. to come. Prefabricated undercarr.age and prop assembly pv*rv mode· flight tested

308 HOLLOWAY ROAD, LONDON, N.7 Phone: NORth 4272

EXPORT ENQUIRIES: COURTNEY REED (EXPORT )LTD.. 4. BRABANT COURT. PHILPOT LANE. E.CJ “ Covers the world of Aeromodelling ”

VOLUME XXI NUMBER 251 J?oel— aub all tljat D E C E M B E R 1956

Ju s t a s a m a t t e r o f interest, we took up the very first volume Managing Editor C. S. RUSHBROOKB o f AEROMODELLER the other day, and, before we knew where we Editor · - H. G . H U N D L EB Y were had become so absorbed in its contents that dictation and Aaeiatant Editor R. G. M O U LT O N all the other vital aspects of business went for a burton. Do you know' that this is the 22nd Christmas Editorial that has been written since your/our favourite magazine made its debut? And what a growth there has been in the hobby. Model manu­ Special features facturers were very few and far between in those days, though we find Harry York advertising from his famous 171 New Kent Road I FOUGHT VON RICHTHOFEN 626 address (12 inch flying scale kits at Is. 6d. each “ ideal for indoor 'CONTRA GYRO’' ...... 632 flying"); Joe Kcnworthy’s Manchester shop, advertising the same GEORGE ...... 636 type o f kit; Bournemouth showing the 18 c.c. "Comet’* engine— remember what an earsplitting crackle that motor produced? KINETIC ENERGY CONTROL 640 Frog were selling a highly detailed Miles Hawk kit for 10s. 6d., SEEN AT THE WORLD CHAMPIONSHIPS 648 using— yes, even that long ago— fully dic-cut components. Premier “ AIGLET" ...... 655 of Hornsey Rise advertised the 1935 Wakefield Winner for 16s., A N -T IC K S ...... 656 and no fewer than two firms encouraged modellers to "Increase SANTOS DUMONT ...... 659 your height" . . . no doubt as an aid in recovering those models FEATHER F L Y ...... from trees. TEAM RACING—U.S.A. STYLE j The S.M.A.E. in that year was in the process o f re-organisation, • TIME TRAVELLER" (since when has it not been!) and a pica was made for the better FLAP TRIMMING ...... control of indoor flying. Would that more attention was given to that class of modelling nowadays, for there is a great deal o f fun in the building and flying of ultra-lightweight models. The re­ birth of microfilmies, once the uso of the Cardington balloon sheds had been obtained, created much interest, and performance Regular features increased by leaps and bounds. The unfortunate withdrawal H AN G AR DO O RS ...... 624 o f permission to continue the use o f these vast covered spaces meant a further setback to this fascinating sport, hut we learn STEP BY STEP ...... 631 o f many enthuisasfs who continue to wcild their craft, albeit ,in GADGET REVIEW ...... 634 much confined spaces, W O R L D N E W S ...... 638 British model records o f those days make interesting comparison ARMCHAIR AERONAUTICS ...... 644 with current achievement. Gordon Merrifield held the rubber- FAMOUS BIPLANES—D ill and DV ... 650 driven R.O.G. record with 9 min. 50 sec. (today 3 5 :0 0 ); the MODEL NEWS 666 glider figure was held by the late W. E. Evans at 3 : 10 H.L. ENGINE ANALYSIS—ETA 29 Μκ. IV ... 668 (now over 1J hours); and F. B. Baggs had the tailless record with Q U IZPAG E ...... 671 1 : 30—now hold by Woolls with 4 : 56. O f interest is the power R.A.F. GEN ...... 671 model record held by C. E. Bowden with the somewhat remarkable AIRCRAFT DESCRIBED—FE2B ...... 672 time of 12 : 48. Best power figure today is Springham’s 25 : 01 T R A D E N O T ES ...... 675 in Class A, but it should be remembered that in those early days we did not have the limited engine run in operation, READERS L E T T E R S ...... 676 CLU B NEWS ...... 677 Three club reports graced the pages o f that first Christmas issue, Bradford (with George Adcock as secretary), Bristol and West with C. W. Needham filling the "m ugs" chair, and the Lancashire M.A.S. Comes as a bit of a shock to note that our Man. Ed. had the other title o f Hon. See. at that timel A E RO M O D EL LER Incorporate* the M O D EL Well, we trust that the greatly enlarged edition, free plans, AEROPLANE C O N S TR U C TO R and is publinhed monthly on the 15th of the previous mor itti by the designs, and numerous articles o f this issue bears comparison with Proprietors; the early days. Price is different we know, but then the £ was worth MODEL AERONAUTICAL PRESS LIMITED a good 20s. . . . and in our humble opinion the fare we offer SU BSCRIPTIO N R A TE : (Inland) 22/-,(Oversea*) 21/. today is the best available anywhere in tho field of modelling :r annum prepaid (including the special Christmas Rumber). literature. Editorial and Advertisement Offices: 38 CLARENDON ROAD. WATFORD. HERTS T elhthonk: G ADEBROOK 2351 (Monday-Friday) 'mmimwMmm'mm'm'mmwmwmmmmwmvmwm JpJJ 624 December, 1956

Hot—no report ? A tragic series o f misfortunes and delays having prevented our on-the-spot reporter rc- tumingfrom Italy in time for the inclusion of his comments in this issue, we ask the indul­ gence o f our readers for a further month, in the sincere hope that we shall be able to grace the pages of our January issue with story and pictures of his Italian Siesta. If not, try to picture the A eromodeller Staff scouring the Alps complete with St. Bernard dogs in the interests of “ yet another A ero- modbllkk Service". Excelsior and all that!

('liriNtma* once more contests arranged in their districts. Many matters of So t . W o o d r o w ’s model of the Druinc Turbulent, vital import to the future of organised acro- cleverly posed in front of one of the R.A.F. m odclling in Great Britain are tabled for discussion, Northolt hangars, reminds us that yet another year and it is up to all enthusiasts to ensure that they are has passed, for it was made from last D ecem ber’s either present or represented at this very important free plan insert. If the “ Aiglet” , presented with this function. Date is D ecem ber 16th, 1956, ami again, issue, achieves anywhere near the same degree of the place is L E E D S . (T hat’s oop in Yorkshire if popularity with our readers as that attained by the tha doesn’t know !) Turbulent, then wc shall be seeing a flush of A /l’s ΙΜοιμτγν passing in the com ing season. With the death of Sir Richard Fairey, M.B.E., Aside from this feature in our pages this month, Hon.F.R.Ae.S., Hon.F.I.Ae.S., founder of the we should draw your attention to the tremendous aviation company that bears his name, aero­ amount of research and cross-checking (involving modelling loses a link with the early days of the some hundreds of hours) which has gone into the hobby in this country. B om in 1887, he was production of the most authentic Albatros and educated at the Merchant Taylor's School, and at F.E.2B. drawings ever reproduced. In our endeavour the Finsbury Technical College, where he qunlifled to sec that A eromodeller readers have nothing as an electrical engineer. Right from the start he but the best, we left no stone unturned in our search took a keen interest in aviation, devoting all his for information, and in our humble opinion George spare time and energy to inode s with which he had Cox has set a standard in his treatment of the achieved by 1910 a number of height, distance and “ Famous Biplane” 1 /48th scale solid model that speed records. will establish a new “ high" in such drawings. At the age of 28 he founded his own aircraft Aviation fans of pre-war years will rejoice in company with a factory at 1 Iayes, and the Faircv Arch Whitehouse’s story of his encounter with the Aerodrome became the inecca of aeromodelling famous “Red Baron”, for Arch was the great activities before the last war. Practically every attraction in that much-sought-for publication meeting o f consequence took place at "Faireys” , and “ Flying Accs” , now alas, no longer published as Sir Richard was invariably a kcehly interested such in the U.S.A. Comments on this introduction spectator (We understand that the original wooden of true aviation stories to our columns will be shed, gathering place of so many pioneer acro- welcom ed. modellers, is still standing, though somewhat Two important tmietioiiH swamped by the grandeur of London Airport that The Annual Dinner and Prizegiving of the now covers the site of the old aerodrome.) S.M.A.E. takes place on December 8th, 1956, and Pre-war aeromodellers will also recall the name will again be held at that venue almost synonymous of W. E. Evans with something of nostalgia, for with aeromodelling social activities, the Horseshoe “ W .E.” was synonymous with the early days of the Hotel, Tottenham Court Road, London. Wc hobby, and provided many enthusiasts with their presume you have your tickets ordered! m odelling timber before balsa made its debut in this A week later secs the Annual General Meeting country. Mr. Evans, who was a Fellow of the held once again outside the London area. Venue is S.M .A .E ., passed away on September 14th at the the Great Northern Hotel in Leeds, and it is to be ripe age of 81, leaving his business (now entirely hoped that Northern modellers take better advan­ devoted to furniture making) to be carried on by tage of this facility than they have so far accorded his sons. December, 1956 625

Terrific new record grass, and one boy looked up from his assembling During the course of the World Speed Champion­ and exclaimed with more vigour than elegance ships at Florence, Kav G ibbs, apart from his (light “ Blimey! l,ook at that!” “That” w'as a large bull, of 211 k./hr. which won the Individual honours for surveying them from the distance of a few feet. The him and Great Britain, decided that his model was Springpark Model Aeroplane Club retired over the motoring well enough to warrant having a go at the fence U'ith varying degrees o f grace but uniform current International Record, already in his speed. The bull proceeded to investigate their possession with a speed of 20S k./hr., made at possessions. At first he just blew and snuffed, but Heston last Decem ber. when he went on to turn out the contents of the In failing light, the attempt was made with boxes this proved too much for one member. He timekeepers and other officials keyed up. and Gibbs went back over the fence and advanced on the bull returned the fantastic speed o f 225 k./hr. W e say “ fantastic” , for in our opinion when speeds get up with peremptory gestures and authoritative tone. into the higher brackets of international competition “ Gerron, Get out!” The bull retreated a step and it is hard enough to reach the 5 k./hr. increase the amateur matador said to himself "Bulls! required under the regulations for the recognition nothing to it! Chase one a day before breakfast! of a new record. T o better the previous best by no G e r r o n , G et O u t ! ” The bull retreated two more less than 17 k./hr. is an achievement o f great credit steps before his slow brain took in the real situation ; to Gibbs, and perhaps even more so to Fred Carter then he turned and began to paw the ground and who had put the fluence on the motor to such good blow steam through his nostrils. The aerobod effect. abruptly reconsidered his programme. “ All right,” W e understand that the S .M .A .E . has requested he said placatinglv, “ Good bull, I didn’t mean it." details from the Italian authorities in order to He glanced behind him, hastily assessing the enable a claim to be submitted through the proper distance to the fence and hoping the bull would be channels. as deliberate in his preparations for action as he had been in his original meditations. From the H um ’ round the boxes, where the S.P.A.C. was frantically Hinging its combined possessions over the fence, came a precise voice, “ Don’t run! Remember he is more afraid o f you than you arc o f him !” “ D on ’t be silly, he’d be fiat on his face,” came the reply as the aerobod, abandoning both dignity and advice, Spain in Kent bolted incontinently for the fence and (lung himself over to safety. T h e rest o f the club and its possessions A shadow fell across the litter of model boxes, had already landed on the right side, leaving packing and aeroplane parts which decked the Ferdinand master of his domain.

t HWUDOO XJJ SVI h oW i'od“ hS u tM***in ep e^ y lalmingy naujyjy mety SAVAD-D! P I- M A I To all ~4vS C°OT . - C i . *'·■ 0 * % Aeromodellers *0*. MEtl KAUKAMS ** Λ GoIt M yU A r P °h 0i ^ A wherever you are V, Λ' The Editor and staff W M l n send Christmas greetings v Λ WuiU..$r» !?«»». and best wishes for a rtH n la l r happy and prosperous New rO *0 tp rto f ono fitn o . Year. May all your f>/ vviri' landings be three-

V5* pointers, your detherm- aliser fuses burn 6t’“" r4"' " brightly, your lines n s , 0 n jiiV Γ0'*ΟΜ never snag, and your »cu “tC*° M’,° «ον! “Ο* lost models always λ·14 w aeMfHiz Kuttu otoum return safely home. καλόν vcόν it o c T h e l a t e 1920s were aviation’s wackiest period of development. America, in particular, was flying crazy. .Anyone— male or female—-who could get any bundle of slats and window shades off the ground—did so; and zoomed after some sort of a screwball record. The morticians and tombstone makers never had it so good. The daily papers were cluttered with the antics of goofball pilots who were turning a glorious science into the laughing stock of the news-gathering world. Aviation writers ignored the technical features and were most successful when they reported the weird pro­ ceedings with knavish humour. In most cases these irresponsible fly boys were pitiful actors in a grim Roman Holiday. At the same time it was that heady period of pioneer­ ing, translantic hops, refuelling contests and practical parachute performances. No day passed without extravagant headlines concerning Slim Lindbergh, Ruth Elder, Dicky Byrd, Bert Acosta, Tony Fokker, Amelia Earhart, Clarence Chamberlain and the Three Musketeers of the Air. But there was another character holding the public’s imagination and homage in a manner that left us ex-war pilots outraged and shocked. This reverence and esteem might l>c compared to engraving the names o f all Japanese Kamikaze pilots on a tablet and erecting it with due ceremony aboard Nelson’s flagship Victory. This character was not a Briton or an American. He was a German named Baron von Richthofen. Less than a decade before he had been lauded in the Fatherland as the world’s leading air ace. For some unaccountable reason, von Richthofen overnight bocaine tho most talked of hero of all times. With one sweep of international hysteria Billy Bishop, Jimmy McCuddcn, Roy Collishaw, Eddie Rickcnbacker, Albert Ball, Frank Luke and Mickey Mannock were tA flushed into the discard. Von Richthofen’s legendary deeds were items of everyday conversation. Toy models of his scarlet biplane outsold others (particularly in America) ten to one. Not only in the United States was he revered, but LAURIE BAGLEY, W ELL KNOWN FOR HIS for a time he was a national hero in Britain where W .W .I. SCALE MODELS DID THIS CHARCOAL penniless R.A.F. heroes were twirling street organs and begging a few coppers in tho gutters. ORIGINAL AND THE THUMBNAIL EMBELLISHMENTS This unseetning reverence was created by a serial titled: "The Red Knight of Germany” written by later that I learned who my opponent had been. Until Floyd Gibbons, one of the more flamboyant American late in 1918 I had never heard of von Richthofen, publicists of the day. although I had been flipping around the Western Front According to Gibbons, von Richthofen destroyed 80 since the spring of 1916. Allied planes between September 17, 1916, and April 21, I was personally acquainted with Captain Ball, 1918, when he was shot down and killed. His finish is Georges Guyncmer, Billy Bishop, Jimmy McCuddcn, as legendary as his flghting history and may be worth Rene Fonck, Charles Nungesser and Raoul Lufbcry. an additional article one of these days. I was to learn of Eddie Rickenbacker, Werner Voss, Strangely enough, the Baron's list of “ victories” is Oswald Buelke and Major Baracca. 1 was to meet Ray made up only o f British flyers; no American, French Collishaw, Clarence Hartncy and Bill Barker, but or Belgians are included—in spite of the fact that I never heard of Baron von Richthofen until a few days von Richthofen’s career ranged over fronts where he after he had been killed. could have encountered airmen of these services. The legend of von Richthofen still lives, but how- So great was the scarlet aura built around this great lie was will never be know'n because at best Prussian that any World War I uirman who admits von Richthofen was a manufactured hero. When he having tangled with von Richthofen is looked upon with emerged from a flying school the great Max Immclmnnn suspicion. It is generally conceded that most Allied was gone; the mighty Boclke, hero of 40 confirmed airmen who engaged him never lived to tell the tale. victories had plunged to his end in a mid-air crash with one of his own men. Dozens of other Iron Cross ★ ★ ★ performers had gone down under the relentless attacks of Allied airmen. On April 13, 1917, I met and fought Baron von The British had overcome the initial advantage of Richthofen. Fokker’s front-firing gun and the new Sopwith Camel, In the lato Baron's records I am listed as his 42nd the SE-5 and tho incredible Bristol Fighter were taking victim. Paradoxically enough, it wasn’t until ten years the play from the Kaiser’s war birds. After Captain Albert Ball, the famed schoolboy ace of No. 60 Squadron, R.F.C., was reported mission, Lothar immediately claimed to have been the pilot who had shot him down. Unfortunately, his report was incorrectly dated and in it he declared he had shot Ball down in a Sopwith triplane, whereas the young British ace was Hying an SE-5 scout. Furthermore, the British have produced unquestioned evidence that Ball was Germany needed a new air hero to holster the shot down by a machine gunner hidden in a church dwindling niorale of the front line Stafftis and von tower at Annouaullin. Actually, this younger von Richthofen got the nod. Richthofen was on leave in Berlin when Bail went west. They might better have selected Werner Voss, the renowned Checkerboard Ace; but they wanted a more ★ ★ ★ regal representative and von Richthofen was of the I was one of that happy band of adventurers who nobility while Voss was merely the son of a Krcfcld dyer. volunteered from America and crossed the Atlantic in Voss is credited with 48 victories, scoring 22 in 1914; not to fight for democracy. I am not certain I had 20 «lays; and they are all confirmed. Von Richthofen ever heard the word until President Wilson was to make took credit for 80, but o f this braggart total 21 are in no it a household word some two years later. I was young way recorded or accounted for in the official archives in and idealistic enough to believe that a gross military' Berlin. How many of those listed beneath his name were power was acting with oppression. I felt that something actually downed by his guns, is anyone’s guess. ought to be done about it. Nationality, flags or govern­ Actually, von Richthofen was a phony. He began his ment had nothing to do with my decision. flying career as an observer in a two-seater squadron; 1 claim no personal achievement of great patriotism, but proved to be a bush-leaguer in that role. Nor was he for I was one of about 250 other volunteers who went considered first-class fighter material while taking his when the war drums first rolled. 1 simply wangled my pilot’s ticket; but he gradually developed a methodical way to Halifax, Nova Scotia, and from there worked my dash and an ability to organise and plan his operations. passage to Liverpool on a cattle boat feeding 800 horses In that manner—according to the Gibbons’ legend— destined for the British army. the most feared man on the front. Once in England I joined a Territorial Yeomanry But apparently this delusion of war-time glory was regiment that went over to France on November 5, 1914. a family phobia. Lothar von Richthofen, the Baron’s The outfit was soon dismounted, of course, and it saw younger brother, was moulded in the same cracked the beginning of trench warfare and the last cavalry pattern. charge of that war at High Wood on July 14, 1916. 628 December, 1956

What I had experienced in Engaged ...... 12-35 this decimated organisation Shooting at us ...... 4 E.A. over Routers had disillusioned me about Shot doten near Monchy Red Plane the glories of battle and the The interpretation of these cryptic notes is as follows. hope I might one day canter We took off at 10:30 a.m. in a Fee No. A-7244. My pilot across the Fields o f Flanders was a Captain Hush with whom I had been flying for with six Uhlans spitted on several weeks. Our six-ship flight was led by Captain my lance. Just prior to the Carleton Clement o f Vancouver, B.C. Hattie o f the Somtne I had We were slated for a camera-protection show for we seen an old pusher biplane were considered hot as fighters and practically every man do battle with a Jerry fighter in our flight had a good score. The camera planes as and from that minute on I I remember were RE-8s (affectionately known as Harry relinquished all desire to Tates) and we rendezvoused with them over Arras. emulate uny «if Mr. Kipling's foot-slogging ’eroes. Those clouds encountered at 4,θ0ϋ feet were no help for good reconnaissance work and I have another note Reasoning that there would in my book which reads: “ There arc the camera planes— be no horses to groom in the Royal Flying Corps and over Arras. I see eight E.A. (enemy aircraft) coming up that not so many people shot at you at the same time, from behind Douai. Better keep our eyes open.” This I applied for a transfer and within a few days wound information I showed to my pilot to make certain he was up as an aerial gunner aboard the Fee Biplane-fighters aware of the whole situation. Why 1 was so precise will be of No. 22 Squadron. understood later. The Fee, actually an F.E. 2b (Fannan Experimental) was an ungainly pusher. The tail assembly was carried Von Richthofen's Circus, I have since learned, was on four flimsy bamboo booms and the engine set in operating from the village of Marck, a few' miles north a nacelle built up on the main spars of the lower wing. o f Courtrai. The pilot sat just in front of the engine and the gunner There’s always something hackle-raising about a or observer had a blustery post out in front. Armament photography show. You seem to lie continually held up was composed o f two riHe-calibrc Lewis guns. One was for some situation that is never quite clear or justified. mounted on a telescopic-pipe arrangement and could be But here we were with half-a-dozen Fees and three pushed up and fired over the top plane. It could, if the sluggish old camera busses. The Roche were stalking gunner stood with his feet on the upper edges o f the back and forth only a few miles away and watching us nacelle. This acrobatic contrivance was provided to offer like vultures. some defence against enemy aircraft attacking from the I sensed they were climbing for height, but figured rear. since we had nine aircraft against their eight and had flexible guns to compete with their fixed weapons we The second gun was mounted on a piece o f gaspipe stood a reasonable chance of holding them off. Below', swivelled in the centre o f the gunner’s cockpit and could I could plainly sec the camera crew's hunched over their be fired a» t* rgets ahead and below. equipment. It was aboard this Goldbergian monster I put in most When at last the camera ships signalled that they had o f my 740 hours over the enemy lines—as a gunner. their pictures, we turned back toward Arras and escorted In due course, I graduated from two-seaters and our photo aircraft back toward the line. A few Jerry became a single-seater (Camel) fighter pilot. However, anti-aircraft guns belched at us but we ignored them. during all this aerial gunner time I was conscious only Up to that point it looked like we had picked a cushy of an impersonal enemy. I knew the Fokker and Albatross show and I devoted a few minutes to routine observing planes flown by the enemy and I knew how to fight them. and taking notes for the report 1 was expected to turn in The personal factor never entered my head. for Wing H.Q. This is a point 1 have tried to explain for years. We on Suddenly, out of nowhere came a cavalcade of the front did not know the names or faces o f stars like Albatross I)-3s that did not waste a slug until their props Wolff, Schaeffer, Lowenhardt or von Schleich. We just were almost chewing up our rudders. Fortunately most called them all Jerries. We could not recognise individual of the other gunners were more alert than I and they characters in the air since, like us, they were always opened fire smart enough to at least make the attackers bundled up in some shapeless equipment, goggles and break off. fur-lined chin-pieces. Oh, a few star performers went in I managed to get up on my locker and fire a few frantic for brightly decorated machines but the fortunes o f war bursts over our top plane and thanked my lucky stars made it highly improbable that they would be flying the some of the other boys had been less interested in routine same aircraft day after day. matters. When I lowered my gun and set out my office On one occasion during the Hattie of Cambrai I did again the camera planes were beating it across the line three patrols in one day and used a different battleplane with their priceless plates. each time. During this short action a green-and-white Albatros On April 13, 1917, von Richthofen returned from went down carrying a blue-black smoke streamer. 1 have a patrol and wrote in his log: “ Victory No. 42— between no idea who got him. I didn’t. Monchy and Feuchy: Vickers-2; two occupants, their They came in on us again. I was fascinated by their fate unknown, downed behind the British lines.” blue noses, red wheels, green prop-bosses and yellow- The details (my version) o f this incident are still clear striped wings. Two came at us from a stiff angle that had and distinct in a little black notebook I carried on all my gun blocked off by my own wing-tip. I tried shooting patrols in those days. The page is dirty, wind-torn and through the struts until Bush yelled at me, so I climbed oilstained. My notation read as follows: up on the edges of the nacelle uguin and used the 10:30 ...... A -7244 rear-action gun. 4-13-17 ...... Captain Hush Another Jerry' went down in flames, throwing his tail Clouds at 4,000 away as he twirled to his finish. Captain Bush doll- 6 E.A...... II :30 over Lille danced our Fee all over the sky and we finally managed 10 E.A...... 12:10 over Haulers to drive off the Germans. Nevertheless, Bush continued December, I9S6 629

to stunt with wild evasive tactics—until he stunted us flurry. He was a persistent swine and I wasted u lot of clean out of the formation! valuable ammo on him from my breezy position astride “ You all right?” he bellowed. the nacelle. I nodded and wondered where the rest of our forma­ It was then wc got ours! tion had gone. There didn't seem to be an aircraft of any From somewhere below echoed a terrific burst that nationality anywhere in Europe. It was that lonely. crashed through everything we had. It was a distinct Next, instead of beating it for our side of the line, metallic bang followed by a terrifying rattle. I stayed up Hush turned north. 1 gave him a questioning stare, but there wondering what had happened and the first thing he just sat there wearing what we now call a dead pan. 1 noticed were several gaping holes in the upper wing. ‘‘You’re heading for Roulcrs, you know,” I explained Bang! Clank! Bang! and showed him our position on my map. It was one of those situations where your first impres- He squinted, nodded and seemed perfectly contented. sion'offers the possibility of someone throw ing flat irons. I pointed ahead where 1 had spotted an enemy formation The holes in the top wing were bigger than my gloved of about ten machines only about two miles away. fists. Our machine jerked and dipped and I pondered on "Their's or ours?” he inquired. the comforts and conveniences o f a German prison I glared, crossed my two index fingers to indicate camp. enemy insignia. “ Their's—and there’s too many of 1 was positive we had no hope o f making our lines the them!” I yelled. way this Bush bloke had been courting Roulcrs. 1 just .Still he flew on studying them with his calm grey eyes hoped wc landed right side up. and finally to my consternation turned east, heading The Fee leaped again and I tried to catch Captain deeper into enemy territory. Bush's eye but he was twisting back and forth in his seat, I should explain that while Captain Bush was a most obviously looking for the lout wielding the sledge skilful pilot and had already won the Military Cross one hammer. I saw him paw at the ignition switch and then of his cosier qualities was that he was never quite sure I peered about to see where the enemy aircraft w'crc. where he was, so again I explained our position to him. It was then I noticed that our propeller had stopped, He peered at my map for but instead of being in the usual position, the four blades several seconds and gradually were facing up toward the sky. the truth began to sift through. For an instant I couldn’t figure what had happened. A clatter of Ack-Ack fire At first 1 presumed wc were in some sort o f a nose-dive, made us dance with con­ but when I glanced down at Bush he was sitting in cussion and four “ black a normal position. I looked back at the propeller again. carnations” blossomed dead It was still *'lowing the flat sides of its blades to the sky! ahead. I took a second or two This w**i i very strange situation to me. to write: “ 10E.A...... 2:10 Another chunk of old iron went through the top plane over Roulcrs.” and that red devil screeched over our heads. I tried to Then out of the sun-gilded spray a burst at him but another Hun in a giddy get-up blue they came. Four gaudy incorporating a white nose and a green tail swished past Albatri! I glanced about and our rudder, so I gave him a dose. discovered that in spite of By now Bush was shouting at me and his words were a vague intent to turn back to clear and distinct since the acoustics had been somewhat our line, Bush had somehow improved with the failure of our engine. I le was saying managed to stay over Roulcrs. nothing of importance and 1 was still trying to figure out I gave him as dirty look as what had actually happened to us. I could contrive and whirled It turned out he wanted to use one of the guns— on the Jerries. having little else to do; but I stayed up on the edge of the Bush gave me a splendid opening and I was able to nacelle still wondering about that crazy propeller. snap home a telling burst. They were coming on in a While taking pot shots at the Albatri I finally realised tight Vee-formation and I knew it was impossible for that the rear portion of our engine had somehow been more than one to get a real bead on us since they were cut away anil the crankshaft had buckled in such a armed only with fixed guns. As long as I could make them manner that the four-bladcd prop w as left in a horizontal point their gaudy noses elsewhere, wc were in clover. position. Later, it was disclosed that a chunk o f Ack-Ack The oncoming leader took my first packet smack in shell had slammed through the crankcase and severed the nose. 1 le zoomed up so stiff the others had to swerve a connecting rod. The lower half of the con-rod had sharply to clear him. As they split up I swung my front continued its merry whirl and had completely severed gun in a hosing motion and lashed them from all the last two cylinders away and then split the crankshaft, directions. leaving the propeller resting on the lower tail booms at They moved off and reformed behind us. I had to this fantastic angle. scramble up on the nacelle again to man the one gun But there was no time for mechanical theorizing. That that provided an arc of fire over the top plane. Only red Hun was still acting nasty. I tried to hold him off, three came back this time when 1 blazed away and for but w henever I got a bead on him that green-tailed swine a few seconds I was panic-striken for Bush was throwing would smash in from the other side and between them our Fee all over the sky and there 1 was holding on with they had me leaping up and down like a leather-padded one hand and hosing the sky with the other. shuttle. When Bush stopped his wild antics only one o f the Finding himself with very little to do but hold our Albatri seemed to be left in action. This one was a hulk in a reasonable glide, Captain Bush had odd scarlet baby and again 1 was fascinated by his gaudy moments to sit and laugh at me which he actually did! get-up. Nevertheless, I yelled to my pilot: “ Beat it! I suppose I did look ridiculous and 1 know' I was acting There’ll be more of them if you stick around Roulcrs. wilder and more scared by the minute. I knew we were I know these Albatros devilsJ” not winning this time and I had reasons to believe I was Believing he would finally take my advice I concen­ probably experiencing my last few minutes on this trated on that very red Hun who came out of the second earthly vale. 630 December, 1956

Gradually, my old dread of cowardice riffled through “ You chaps all roit?" a blustering Cockney bawled me and I resented playing this ill-omened role. I suddenly at us. switched to a mad display of recklessness that roiled up “ Yes thanks. Quite all right," Hush replied. into a scarlet fury. It was not because that Albatros was “ You ain’t ’arf lucky, you know,” Tottenham Court red. That point never entered my mind. 1 believe I was Road blarted back. “ Know who it was you was fightin’ ?" more afraid of that green-tailed merchant who continued “ Oh, a couple of giddy Albatros blokes," Captain to snipe with such devilish timing. The red Albatros Hush grinned. didn't bother me at all. “ Albatros blokes?" ihc Cockney gargled. “ I,ook ’ere, At the same time I worried about Captain Hush and mate. That was the Bloody Baron. Didn’t you sec ’is wondered what weird trick he’d get up to next. I knew red plane?" he might try to “ go around them’’, forgetting we were “ Oh stow it," Hush said pulling out his cigarette case. out o f power and no longer “ on strength". I had to make “ I knotv it was!" the Cockney insisted. “ We’ve seen sure he would continue to glide toward our lines. ’im dozens of times." 1 took a quick glance at the landscape below. “ Go that way!" I yelled, “ and dive like hell!" “ Who?” I broke in finally. We dove! “ The Bloody Baron!’’ he said in a husky tone. “ Gawd! On the way down the two Jerries banged at us with I thought all you Flying Corps chaps knew about 'im. everything in the boxes. Bullets smashed our struts and Mark my words mate, you ain’t ’arf lucky.” slashed long tears in the fabric. Hush huddled back as “ Well," I chipped in, “ perhaps we arc lucky, but wc close to the engine as he could and held the stick between knocked two of his mob down before that chunk of his knees. I hoped he'd stay there and get me down safe, ack-ack shell . . . or whatever it was, got us. That’s but in the meantime I had to remain m the open and what winged us, not your Bloody Baron bloke." keep my gun in action. The Cockney couldn’t make head or tail of what In the von Richthofen report the Red Knight states I was saying and when 1 slipped out of my heavy jacket he was flying with a Lieutenant Simon and that after he was further amazed to sec that I was just as common a long flight, "during which I so manoeuvred that my a private as he. His puzzlement was pitiful. adversary could not fire a single shot at me, the enemy “ So it’s the Bloody Baron, this week," muttered plane plunged to the ground between Money and Captain Hush who had spent many months in the 1’cuchy." trenches. “ Leave it to the gravel-crushers. They’ll find That statement was typical of the German braggart. someone to idolize. Tomorrow it will be a Mad Major Perhaps I did not fire a single shot at him, but I certainly and the next a Green Griffon. Up in our old slots they poured a lot of short bursts in his general direction. once swore they saw a girl flying a German plane. 11 is pal Simon went home somewhat the worse for wrcar. Let them enjoy themselves.” (I have since learned that he actually crashed.) The Cockney went around to take a squint at our At any rate they both broke off as we neared our own damage. “ Coo! Ain’t you lucky, though?" line and I might add that nothing they hud fired at us had done any serious damage. An anti-aircraft shell had We scrounged around, found an artillery outfit and downed us—not von Richthofen. But we had most invited ourselves in for lunch. There, too, we got a certainly crashed two of his mob. message through to the squadron. They sent a lorry up We managed to slip across our trenches through clots to collect what remained and we didn’t get back until of whiffy smoke and the crackle of machine gun fire. late that night— but in plenty of time to be available W c took it because wo had no choice and I was most for an early morning show the next day. relieved to see men in khaki waving up at us as we But something about that scrap got under my skin. slithered in to safety. Somehow I couldn’t forget that red plane. I never knew Rush sat grinning at me until time came for him to who the pilot was then, but ten years later I happened give attention to our forced landing. Monchy was only upon Floyd Gibbons’ book and immediately rememl>crcd a mile or so inside our lines at that time ami wc had the camera show. glided about twelve miles which would put the actual Outside of the mistaking point of attack near Arlcux. our Fee for a Vickers the The last I saw of the Red Knight that day was when details of von Richthofen’s he and his pal were beating it past some Jerry balloons report fitted perfectly. The with six Hritish Sopwith Camels in hot pursuit—and mistake was made time and 1 didn’t blame him for exhibiting haste. time again since both the Fee The Jerry long-range gunners continued to bang and the Vickers were pusher away at a low angle, but Hush made a very good landing, biplanes with the same seating thumping across a shell-pocked field and coming to and armament arrangements. a halt ubout ten yards from a low scraggy hedge. We sat The Vickers, however, was there for several minutes, Hush laughing contentedly powered with a rotary engine, while 1 tried to get my breath anil relieve the knots in a feature that might be missed my stomach muscles. during the heat o f an engage­ “ You all right?" he finally inquired. ment. 1 nodded but looked myself over to make sure. My Hut we were N O T shot leather jacket was in ribbons and splintered shrapnel down and we were not the crunched under rny feet like furnace clinkers. Bloody Baron's 42nd victim “ Are wc on the right side of the line?" he asked. This in the sense he hoped. We hail was the gentleman who persisted in floating about been disabled by anti-aircraft over Roulers. fire—the only such experience 1 hooked a thumb backward. Three Hritish Tommies I was to have in many months came charging through the hedge. of front line flying. "M y word! Wc are lucky.” Still, as our Cockney friend “ A very nice landing, sir," I said and prepared to· explained over and over again: crawl down. “ Coo! But weren’t we lucky?"

SEE PAGES 6 5 0 - 6 5 4 AND 6 7 2- 6 7 3 FOR ALBATROS & FE2B DATA December, 1956 631

_ mm·· Λ MAKING SYMMETRICAL Aeromodelling Step-by "Step SECTION WINGS

T h e straightforward method of building .1 P A C K IN G b l o c k s symmetrical wing is as in ( I ) . This entails packing up the mainspar and trailing edge the correct amount off the plan. Only the trailing edge is pinned down at first. Rib positions should he marked on the spar, and the ribs then slid in place, but not cemented. Cementing the ribs into the trailing edge then enables the assembly to be laid out directly over the plan. The leading edge is cemented on last. After checking the alignment, the ribs can be cemented to the spars. Notching the leading and trailing edges accurately provides an automatic alignment INTEGRAL for the ribs. RIBS Pudding a symmetrical wing flat over the plan entails splitting the ribs. The method shown in (!fi) is only applicable where the leading edge and trailing edge members are the same tle/ith, which is a little unusual (usually the leading edge is deeper than the trailing edge). The resulting spar position is not perfectly symmetrical with regard to the rib depth, but this is of little significance. This is a simple method o f building the wing very accurately and can be adapted to thinner trailing edge sections if the trailing edge is blocked up the appropriate amount to compensate. It is most important that where a shaped trailing edge has to 1κ· blocked up it is positioned correctly with regard to the ASSEM BLE ON SPAR centre line of the rib. Otherwise you will end up with a wing having either a refiexed or flapped trailing edge. Such differences are far more likely to affect the performance of the section than the actual shape or profile of the section. Λ generally satisfactory method o f building a symmetrical wing with integral ribs is to locate the leading and trailing edges accurately over the plan, blocking up the required amount. The ribs are then assembled on the spar and then cemented into the leading ami trailing edge slots (JI). Again alignment of the ribs will be automatic if the slots are cut accurately NOTCHLEADING (a small warding file is the best tool for cutting slots); & TRAILING EDGES and the ribs are cemented to the spar as the final operation. The ribs should always be cemented in place whilst the assembly is still pinned down over the plan. If done after removing from the building board, contraction of the cement on drawing may induce warps. Symmetrical wings can also be built split along the exact centre line of the ribs. In this case the leading edge must be added later and the trailing edge must be built up. Then the first half of the wing can be laid out as in ( I) and the under rihs, under trailing edge and leading edge added after the first assembly has set and removed from the building board. It is not an entirely satisfactory method since there is some possibility of distortion in completing the assembly. Also fitting on the leading edge is not too easy for a perfect joint line along the whole THIS RIB MAY length of the leading edge sheeting. This sheeting could DUPLICATE TOP RIB be added later (c.f,·., as the final stage), but this increases the possibility of distorting the structure. A very accurate method involving identical wing rib halves is shown in (5 ). Preferably the leading edge and mainspar should be the same depth, when these can be pinned down Hat on the plan. Only the trailing edge then PACKING BLOCKS needs to be blocked up before pinning down. Long packing strip» are then laid between the leading edge and spar and spar and trailing edge as ‘'bottom'’ supports for the ribs, when cemented in. When set, the assembly is then simply inverted over the same packing blocks, pinned down again as an extra precaution, if desired, and the set of bottom ribs cemented in. This method can also F IT B O T T O M be adapted to shallower leading edge sections if provision R IB S L A S T is made for blocking up the leading edge. CONTRA - GYRO

\ W/:r. Lcurie Ellis DEC ( ^ ^

THE AEROMODELLER PLANS SERVICE

0 December, 1956 633

No torque troubles with this^CanadianJ twin-rotor egg beater

LAURIE ELLIS’S

“C o n t r a - g y r o " is the result of curiosity rather than simple method of attachment allows the blades to be design research! Having built a couple of normal auto- simply dismantled for repair or transportation, the giros, Laurie Ellis was prompted to see what would rubber bands holding the blades firmly by passing from happen using contra-rotating blades, for it had been the hook under the arm and back to the hook. The rotor noticed that with the normal autogiro one could experi­ shaft should be rubbed with graphite to ensure smooth ence difficulties with certain trim conditions. It was operation, and the retention of hubs on the shaft can be thought that, with one rotor cancelling the torque o f the hv means of a soldered washer, or the shaft threaded to other, it should be possible to trim for left or right turn, take a small nut, thus making for case of transport. or to have straight ahead flight also the fuselage should The engine is mounted with 5 degrees downthrust not counter-rotate on descent. and 3 degrees right sidethrust. The model resulting has come well up to expectations, T rim m ing and Flying. -Test glide by holding the lor one can fly it in calm conditions from an area smaller model at arm’s length overhead, walk into the wind to than a football pitch, and it answers trim in a docile get the blades spinning, and then with the nose level manner with no apparent vices. release the model with no forward thrust. If the C /G is This model is not recommended for beginners. All where shown on plan, the model should slowly descend components employ ordinary construction, but accuracy in a slightly nose-down attitude. must be assured for the rotor shaft and hub. The whole Carry out initial power flights over long grass for secret of successful autogiro flying rests on the correct safety, with engine running at half speed for alniut angles of rotor shaft and blades. 15 seconds. Walk into wind until the blades are spinning Rotorhub Assem bly. -Hubs are shown full size, rapidly, holding the nose pointing upwards at about and the specified 14 s.w.g. wire should be adhered to. 30 degrees. When blades are spinning fast, stop forward Cut tinplate discs to size and drill to accommodate movement, lower nose to level attitude and release the copper or brass tube bearings. Tin the surface of tubes model. If model stalls, pack up leading edge of tail by where they will contact the discs; surfaces of the discs; A in., or if model dives place similar packing under and the root end of the rotor arms. Jig the hub assembly trailing edge. Compensate any tendency to slide to the by using a piece of board about S in. square, drilling side with rudder trim tabs. a i in. deep hole to accommodate the bearing. "Contra-gyro” is very robust and can take a lot of Mark out position of the rotor arms and insert hub in punishment, and will give hours o f fun. It is by no means jig, making sure it is vertical. Slide on one disc and locate a contest flyer, but is ideal for sport flying and w ill give rotor arms in their proper location, holding in place with hours of fun. Vertical rate o f descent is very slow, so pins. (Note. Dihedral angles, etc., are bent into the look out for thermals, for this model can take advantage arms AFTER the hub is assembled.) Firmly solder the of such lift as well as any winged machine. arms in position, using plenty of solder to ensure firm holding. Now slide other disc in position and sweat into place. The second hub is made in similar manner, with blade connectors pointing in the same direction, bearing in mind that, when mounted on the shaft it will be inverted to allow opposite rotation. Once the hubs are completed bend in 3 degrees dihedral in the lower hub arms, and 4 degrees in the upper. Bend the blade connectors to give minus 5 degrees angle of attack. Fuselage is a straightforward box construction, but it is important that Former 2, which has the rotor shaft sewn to it, is set so that the backward slope of 5 degrees is incorporated. Engine bearers must be positioned to accommodate motor employed. Tail and fins arc of normal construction, as are the Rotor Blades. Note that the blades arc completed before the hub attachments arc cemented in place. The 634 December, I9S6

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W i t h t h f . C h r i s t m a s festivities fast approach­ alongside the towhook us a temporary remedy and ing, it is only fitting that our opening item should it works well. Still on the glider track, gadget I1' he one not entirely disconnected from a little concerns the tail unit as used for dethermalising light-hearted banter. Gadget A concerns a water action of K. Brown's models from York. Make a pistol o f the variety that has been used by team cut-out about 1 in. deep in the tail leading edge race pit crews to wage battle with one another when which is the same width as the tuilplanc platform they should have been counting the laps—and it and a block stop. This serves the dual purpose of uses the liquid dispenser for priming an engine keying the tailplane in position, and, with the or filling a tank. Take one pum p mechanism, hooks for the rubber bands fixed as shown, ensures attach two lengths o f neoprene, fit brass tube in a positive “ pop-up” d/t action every time. Mr. the outlet for tank filling, or the water pistol Brown also sent in I I , which, although widely used nozzle for priming, anti adapt the other (feet!) by many glider enthusiasts, will probably be side to fit a work and enter a bottle. A few pumps appreciated by the thousands who seek an easy will fill the gadget ready for action, and presto! way to auto-rudder line adjustment. Simply set a each push on the plunger delivers a squirt of fuel length of 22 guage piano wire in the control run, wherever directed. Robert Lawther of Stockport and bend until the slack is taken up in the line.

IRevuevv «4 ^· sent this one in, and he tells us that a coat o f fuel T his may com e in handy for Aiglet builders too. proofer on the cork is to be advised. Hack in the alphabet to I* which is from an Keeping to the novelty side, idea li is a bombing aeromodelling glass salesman, who has a fine use device that might have other applications for any for oddments obtained from his trade. As seen in fertile mind to develop. It comes from W. G. the sketch, this is a model storage arrangement Carver at school in Cobvyn Hay, and is rather and one which will keep those Hying surfaces like an enlarged matchbox with a series o f baffles warp free when put aside to await the next outing. inside, set at alternating angles to one another. O dd ranges o f glass in narrow widths suitable for T his is set in a fuselage, and a suitable missile tailplanes and flat wing panels, can be obtained dropped in at the top. During the course o f a quite cheaply and trimmed with a Woolworth’s flight, the missile tumbles from shelf to shelf and glass cutter. G et blocks o f balsa equal in thickness finally drops out of the bottom . . . ker-r-r-rash! to the actual tail or wing to be stored, and sandwich T. M. Unsworth of Stockton-on-Tees, had histhe m odel part with glass as shown. T here’s fill o f diesel compression levers slackening off, and nothing so fiat as a sheet o f glass, and the slight apparently missed the dozens of gimmicks that pressure of each succeeding “layer” holds any have already appeared in this feature to cure the warpy surface true—or so A. A. Weston of New fault. So he thought up ( ' where an ordinary pencil Addington tells us. eraser is cut into a disc, drilled smaller than the It must be our twisted minds at work! Next diameter of the compression screw, and sandwiched item. *1 is yet another warpy one, using tongued between the cylinder head and tommy bar. As the and grooved timber suspended out from the table. com p : is tightened, so the rubber is compressed, T his is not so useful for keeping a wing fiat, but anti the tension is sufficient to hold the setting C. Hewitt of Gloucester suggests the method more indefinitely. Great benefit is that the engine is as a solution of the “ how to hold it while it dries” unmarked in the process. problem rather than for storage. Quite often a model Idea l> could well go in collaboration with A , surface has a projection built into it, which prohibits for it is an ideal way in which one can make fine pinning the wing or tail fiat on a board while being diameter priming nozzles for fuel cans. A. Teleki doped. Mr. Hewitt’s idea eliminates this, providing of Whitchurch suggests using an old bail-point the timber is perfectly fiat, and gives one a com ­ pen ink container, which is washed clean with pletely free hand in applying successive coats of glycerine or thinners, and then heated over a dope without altering the set-up. candle and drawn out when supple. It cools in a N o illustration is required for the suggestion hard state and is just the jo b for getting into sent by J. Bray of Bristol, who sent us a sample of baby engine exhaust ports. bright silvery sheet metal sold in packets o f five 1C is one o f those very useful quicky thoughts sheets measuring 3 in. x 12 in. for only lOd. T h ey that com e in so handy when out on the field trim­ arc intended for use as bird scarers: but as John ming a new model. Krequently it so happens that Bray has discovered, they make most realistic- the new glider won't behave on the tow line and the covering of cowls on scale models, team racers or hook position issupect. R. A. Shuterof Birmingham can be used to cover a 1 48th scale solid. We suggest has used a steel pin pushed into the fuselage bottom Evo-stick or Pliobond as a suitable adhesive. 636 6 George9 A character not unknown to most o f us —by "Archeopteryx”, illustrated by ••Russ"

I f y o u h a d c h a n c e d to come visiting our flying carrying voice just why this or that club model field last summer, you might have been aware of an wasn’t flying properly. 'The insinuations did not fail unusually tense and nervous atmosphere. We spend to strike the modeller involved to the heart, even the later sum m er months mainly in preparing for the when he pretended he couldn’t hear them. eliminators for next year, and there is usually a quiet, W e could have stood it at that level, though, if he purposeful air about such occasions; so it is obvious hadn’t moved in. He was there by himself one that some quite serious factor was at work on our evening when we arrived, coming up and greeting club. us like old friends. We tried to be polite without It might seem unlikely that one person should be geniality. It was the night Derek finished his A/2, able to create such havoc with the mental processes and he intended giving it a few tests on a short line. of a whole clubful of reasonable souls, as 1 think we There was a slight wind, which would not have can say in all modesty that we are, but that was just worried him except that it was com ing in gusts. what had happened. Derek hand-launched the model, and found it W e never learned his full name. His first name nose heavy at first heave. lie put some packing under was George. Think of somebody who is tall and the trailing edge o f the tailplane and launched again. thin, dark haired, with rimless glasses and a long, This time the model glided flatly along. pointed nose, and you have George. 'Think of some­ "I say,” said George, body, too, whose voice, when raised, has an unpleas­ "Y o u ’re inviting a stall, you ant nasal quality, and who raises it far too often. know', old boy, when you’ve 'Think of somebody in a duffle coat, with a soft got it on the line.” corduroy cap perched squarely on his head. The Derek pretended he total is George. hadn’t heard, and 1 W hen we first saw him it was as a harmless, held for him while though conspicuous, spectator watching us on the he spun out a short field. We thought he must be one of the lay public length o f line. of the same type as pick up your single blade folder He signalled he rubber model from their garden where it lands with was ready, and the the commiseration that, though the rest o f the model slipped m odel is all right, you have a broken propeller, and through m y hand they looked for, but couldn’t find, the other blade. and was off. An ordinary citizen in fact. "You could However, it soon became obvious that George have made a was not like that. George was, or appeared to be, better job of com pletely genned up, as we learned soon after his that," said first appearance. I le was often in the company of George. "You want to follow through more with... similarly oddly-dressed pals, or arty-looking girl ...... Run, man, run! Stop! That’s it; now run friends, and would explain to them in his loud, again—g o o d lord, man, to the right, the R I G H T !...” The cries utterly unnerved poor Derek who was always a nervous sort of chap, and though he tried to follow his experience, lie panicked completely and the model dived steeply into the deck, breaking off the fuselage just in front o f the tail. It wasn’t long before wc realised just what a nuisance George was. He wouldn’t take a hint, gentle or otherwise, and most evenings we went flying found him there, as likely as not. Funny, but he left us alone at the weekends. Derek wasn’t his only victim. I le moved with an easy grace through other people’s wrecked hopes and models, and was always ready to say just why they crashed. "Why don’t you come up to the clubroom and give us a lecture one club night?” Ginger asked him once, after being particularly nettled by remarks about his glider. "W hen is your club night?” asked George, a trifle quickly, we thought. December, 1956 637

“Oh, we meet on Wednesdays," said Ginger. announced calmly. “You “ You come and tell us a lot of things we don’t know know, I came away in such about trimming." a rush last night that it com ­ "Oh, I’d love to, but I can’t manage Wednesdays, pletely left my mind. I had as it happens. Wednesday’s the one day in the week a m odel all looked out. too, I can’t make it. Classes, old boy . . ready to pick up. Never mind. We smiled gently at him. But more was to come. I'll pick it up next week. One night, just as we were packing up flying, the I must be off now, though. Curse could be heard all over the field as he told us Busy swotting, you know." how to improve our power models. And he made off down the "O f course, you know, you shouldn’t be so keen field. W e looked at each other on those floating tabs. T hey're tricky, anti can so in amazement, and Ginger often lead to trouble, like that one did tonight. Y ou said knowingly “ And that’s the last w e’ll sec o f him, I bet. W e called his bluff. It’s a wonder we saw him tonight at all. Returning to the scene o f the crime, if you ask me.*’ On Friday the good spell of weather broke down, and we spent the weekend building at home. It was not till the following Thursday that things improved and the weather suddenly became decent once more. W ell, we all got out to the flying field early, by general agreement, so that we should get some flying done in peace if G eorge should turn up again. There were few other people about, somebody away down to our right was flying a rubber model, but we had the place almost to ourselves. W c soon sorted ourselves out and got the test glides over. Soon the air was full of the familiar blue and yellow must tackle the problem in another way, as I did colours of the club, anti I was timekeeping for Ken. on my model . . ," whose power model was flying very nice and stably. “So you had a model,’’ said Ginger. "It must Fairly far up, a rubber model climbed into my view' have been a real beauty. You lost it, maybe? ” in beautiful right hand circles, and enhanced the “ O f course not. I always believe in fitting a lovely evening. Ken had an overrun, and my reliable dethermali/er. As a matter of fact, I have attention wandered to the strange model. As there several models, o f all different kinds. I believe in was little wind, it floated overhead, its feathering covering a wide field.” prop, just flicking over in the indoor manner. It "You believe in shooting a big line, too," said swooped lower and I could see just how perfect it somebody very quietly, out of his hearing. was. By this time the whole club was watching. The "W e haven’t seen you flying any. Of course, wc geodetic surfaces were an elegant high aspect ratio, were probably too busy trimming to notice . . .’’ the semi-streamline fuselage a tribute to the "Perhaps you’re waiting for a really calm creative skill and ingenuity o f whoever built it. evening . . It landed softly near us, and we crowded round. "Oh, I don't have my models here,” explained "W hat a glorious m odel," said Bill. "Ix>ok at the George. "I fly them when I go home at the week­ construction o f that prop.!” ends. There’s no room for models in lodgings." "I wonder what our George could have to say W e openly scoffed at this. " G o o n ," we said, about this job if he showed up now? There’s not "You bring along a model next week and show us much here for him to complain about." how to fly." Just as I spoke there came a familiar figure “ All right," he said, “ I’ll bring something along cutting through between us. He had crept up on us to show you." while we were examining the model. • * · · “ Excuse me, old boy,” George pushed me aside, Next Monday evening came, and we were all bent down and picked up the model. “That wasn’t there on the field. However, there was no sign of a bad flight, was it? Just wait till you see it when George for once. I give it full turns.” "W hat did 1 tell you?" said Bill Davis, the secretary. "H e hasn’t come and he won’t be coming, either. He hasn’t got a model." "Here he comes now," shouted Derek, "and he hasn’t got a model with him .” W e all turned round to sec the familiar figure approaching. "What’s the matter?” asked Ginger when George came closer. "Have you forgotten it?” "Yes, as a matter of fact, I have," George- »M3|iJU3:l 638 December, 1956

N e w s l e t t e r f r o m the Montreal M.F.C. in Canada dated hack in July, gives one the impression that they were having a fine summer with plenty of modelling activity in the St. Lawrence Zone. Familiar British names like those of Dave Sugden, Mike Thomas and Barry Haisman, frequently occur in news from the Canucks and up-to-date info, tells of the 1956 Annual Wakefield Challenge betwixt Montreal and Boston, U.S.A. Having won last year’s contest, Montreal were hosts at Hawkesbury, Ontario. Only the Boston team, consisting of Ed. Dolby, Lee Rcnaud, Ed. Warnock and Stan Coulson, were able to make the long trip north. Event began before breakfast on Sunday, October 7th, and first round put Montreal ahead by 25 secs. Then torrential rain drove everybody into town for breakfast. From then on, Hawkesbury appeared to be the centre of a series of violent weather disturbances, wind gusting up to 35 m.p.h. (Naturally -the weather man heard there was a model contest on!) Take-offs were hazardous, fine displays of aerobatics being made by Dolby and Haisman. Boston seemed to thrive however, and drew ahead by I : 28. As retrieving took so long, rounds were clipped from five to three, and in spite of Don Mackenzie's prop being held together with pins and will-power he, Jerry McGlashan and Barry Haisman all turned in max's for Montreal m the third round. This left Lee Rcnaud in the position of having to make 2 : 39 to win: but he had trouble and was down in I : 29. Result was Montreal 23 : 08, Boston 21 : 58. based on the top three times of each four-man team. It was a tough, nerve wracking contest and the type we like to hear about at A e r o m ijd e i.i JtK, for they do a lot to stimulate the International spirit and foster improvement through competition. In Finland, the annual autumn competitions at Turku attracted two Swedish entries across the water via the overnight ferry, and they returned with top place in power and third in Wakefield. Conditions were fine, with cloud; but rio wind. A 2 was won by A. Kennonen with 830 secs. Power by S. Gustavson (Sweden) with 900 secs, followed by PimenofTs 861, and Wakefield hv K. Hyvarinen, also with full max’s atj900 sees. Sounds like a topline contest with those times. A second autumn meeting at Helsinki on October 14th had bad weather. Three rounds were flown anil once more, Wake went to Hyvarinen with 416 secs.. Power to B. Storgards with 384 secs., A/2 to S. Niemela with 462 secs, and Α.Ί with F.A.I. loading, calling for a minimum weight of 7-6 ounces, went to L. Englund

Top left: Snow scene earlier betw een an old school F.A.I. glider and an A/l. Young h. Ilrauner has mrapped ownership o f the bitter with F. Kratina, during .. Czechoslovakian winU-r contest. R ecovery ir»ia by ski's. I\ext Czech picture shows a control line scale Indonesian Siknmhane with the ii/ii ■'/ international markings of that Stale, by O. Mesiarlk fu r 2.5 t .c . Ileloic left, a happy grou p nl io de Janeiro in llraail. where feuidelling has just hern given a byost by Air the Ministry Santos· Dumont contest. See p. 659. December, 1956 639 riM m a a

with 223 secs. The Finns arc hardy modellers and we soon expect to he hearing o f their over-icc events, hrrrrh! In much wanner climes, down south in Australia, preparations for the December 28th to January 3rd. 10th Nationals at Traralgon proceed apace and if you are an unattached Aussie modeller wanting to compete, contact H. Munro at 28 Degraves Street, Melbourne. Jap OS-Max engines, though more expensive than the home product, are exceedingly popular and in a recent Melbourne contest, took all honours as they powered eight o f the nine entries. Jap silk has come back on their market after a lapse o f 15 years, and as radio control is booming with twelve Hills Rx’s built from A eko- modki.lfr data in the Melbourne area, the O.S. escape­ ments are also in demand. We noted that the OS-Max series is now included in one G erm an manufacturer wholesaler's catalogue, so it would scent that the salesmen from Tokyo are having no trouble breaking into foreign markets with what is obviously a good product. Adelaide airport is to be the site for preservation of Sir Ross and Keith Smith’s famous Vickers Vimy. which pioneered the Kngland-Australia air route 37 years ago. T o raise funds for a suitable memorial building, committee men o f the South Australian A.A. got their heads together and decided to make a model. Approaches to Vickers for drawings drew a blank. ITien they cabled A/M Plans Service and we obliged airmail, result being the model above. Story readied the headlines in Adelaide newspapers and right now the model is raising the cash. We are pleased to have been able to help such a noble cause. Chuck Glider —introducin A NOVEL DIVERSION FOR^BETTER CHUCK GLIDER PERFORMANCE PftOM George Woolls

different set up of w ing, tail, and C.G. as shown in Fig. 2. This trim will enable the aircraft to shoot upwards like an arrow, fast and smoothly to a great height, and also unless great care is taken, to descend just as O f a l l f o r m s of Model Aircraft, the chuck glider rapidly and spectacularly, to impale itself firmly and is the simplest and cheapest. However, for the aero- destructively in the ground. modellcr, novice or otherwise, o f an enquiring nature, In order to prevent this unfortunate occurrence, this elementary type of aeroplane can lx· most instructive, the glider is trimmed to circle on the climb and thus and at the same time provide a lot of fun. lose a little of the excess lift that was the start of all the Despite its simplicity such a glider is really a high trouble. This turn opens out at the zenith of the climb powered aeroplane. The human arm that can hurl and the little extra lift created enables a fast glide to be cricket balls at fantastic speeds, and throw weights and made. However, the C.G. is still in an unfavourable javelins tremendous distances, can also impart enough position for good stability. power to a chuck glider to make it comparable to a The problem therefore, is how to combine the set V.T.O . type of power model—with the attendant up in Fig. 1 (for best glide and stability) with Fig. 2 trimming difficulties. (for safe, fast, climb) and get the best of both worlds. 'I*his is not an article on advanced aerodynamics, This may be done, in the case of power models, by the author does not claim the qualifications to be able connecting a two-position elevator to the engine timer, to write one, but a risumd of the basic problems permitting a change in angular set up between wing involved in stabilising such high powered models will and tail, to occur when power ceases. be helpful at this point. The motive power o f our chuck glider is provided T w o main requirements are called for in a model by the kinetic energy imparted to its mass or weight aircraft; as much stability as possible and as long a while being thrown. A considerable portion of this glide as can be achieved. The latter is generally achieved by trimming the CP/P USPO TO HUNCH aeroplane to glide just below the stall, which means HP CON THOU/O GT/D/R slowly with the mainplane operating at a fairly large MIGHT - angle of attack. Stability is at its highest when the MUST 0 i centre of gravity approaches 25% of the chord from the leading Kdge of the wing. The C.G. Ixing in front of the Centre of Lift of the wing, a download is required on the tail to bring the aeroplane into balance. (Fin. 1)· As soon as the plane is launched undci power the speed is very high, and the wing develops excess lift, so that the aeroplane just loops. The more the power the better the loop, and the harder the contact with the ground. Development over the past 20 years or so to counter­ act this regrettable tendency has resulted in the very / / /7

weight lies in the weighted nose required to balance the aeroplane, and this can be easily imagined as flying forward and dragging the rest of the aeroplane behind N/fOSO it. I,oosely connect the two, and that is exactly what would happen. SM6/P //UMPJ/O/V //p t o p /op# m o p o 6 / / 0 / - /OOPS MW/// Here then is what we are looking for. Something S P / / 0 / S h / g h that moves in relation to the main body of the aeroplane - L · __ ^ and has enough energy to operate our elevators. AtMG/MAl IOA/G - 1 ^ All we have to do is to mount the weighted nose of //oom/ sr w in r / our glider in such a way that when it (the weight) is m m / x fiY to ' thrown it will move forward a little before towing the /OOP NN/H SP/fO /JH/GH * ?& rest of the plane behind it. December, 1956 641 j j j j

with a dHJerence Kinetic Energy Control Oft Sl/M

The nose is connected by thread to the elevator which is pulled down against the tension of a light rubber spring. When the energy in the nose weight subsides, this return band lifts the elevator to gliding trim, at the same time returning the nose to its rearward or static position. Fig. 3. With the aeroplane trimmed to glide with optimum set up, f’.f., 2 or 3 degrees angular difference between

Ct/MO.

For initial “ power" Mights at least, use an ovcrhuul throw, not side arm. 'Phis will cause a straight climb which, now no longer automatically associated with a loop, is safer than a bank and under-elevated turn, possibly straight into the ground. Refer to the trimming diagram for "power on" adjusting. Fig. 5. The chuck glider shown forms a practical demon­ stration o f the idea, and turns in Mights well in excess of thirty seconds in non-thermal conditions without particularly fine trimming. It has a very short nose so that a rather heavy weight is required. However, this provides lots of kinetic energy to work the elevators. Also the short nose-moment provides rapid recover)· from the possible stall at the top of the climb. Obviously this design can be cleaned up and developed. The weight slide could be built into the fuselage for a start. 'There is a practical limiting factor to be remem­ bered when designing a glider incorporating this kinetic-energy control. 'The distance between first finger and thumb and forefinger is about three inches. This positions the trigger in relation to the moving nose. Devotees o f a catapult as a means of propulson may have been wondering whether there is anything in this idea for them. O f course there is. Just loop the catapult over a hook fixed to the movable nose, and haul back on the tail end. On release, the weight will be thrown wing and stabiliser, (weight back), the “ Power on" forward thus operating the elevators. climb (weight forward and elevator down, giving the 'The principle underlying this idea may be applied to familiar 00 setting), is fast and arrowlike. all types of powered models. A Jctex unit could be At the top of its trajectory the kinetic energy in the mounted in such a way that it could slide forward nose weight dies off and it returns to its normal position slightly under the action of its thrust, and thus operate and the elevator goes up. The result may be a stall or the elevator. 'This may prove more effective than the snap loop, either o f which is easily controlled by the frequently used vane placed in the jet stream. Fig. 6a. very stable trim. Actually neither need occur, as the Power models could have their motors mounted on glider may be adjusted to go into a turn at the top of sliding bearers, thereby operating the elevator. Fig. 6h. the climb. Fig. 3. Rubber models present more difficulty, but it is On the practical side a few points should be borne in conceivable that the motor could be mounted on a mind. The weight and not the model as a whole, must separate stick in the fuselage and the whole slide forward be thrown. In order to achieve a similar grip to that a little under the action of the thrust. Careful adjustment used on orthodox chuck gliders, i.e., thumb and middle of the return band could balance the varying thrust linger holding the fuselage with forefinger behind the and so maintain a steady climb throughout the power wing, an extension to the weight terminating in a run. Tilts could also hold true in the case of Jctex trigger is used. The forefinger rests against this to add models. Fig. 6c. to the force of the throw. Fig. 4. Whether kinetic-energy controlled chuck gliders will The return band must be adjusted so that the nose eventually prove to be superior in performance to the is only just pulled back when the aeroplane is held present standard type with 0-0 setting, remains to be vertically. The bearings of the weight-slide should be seen, but experiments definitely indicate that they arc as friction-free as possible and oiled to maintain this. safer to My and less critical to adjust. Trim the glide by launching the entire model, not just the weight, and adjust it until a smooth slow Might results, it will be slower than that usually associated with chuck gliders, so launch fairly slowly. Full-size Plans Overleaf VZ’/tr tutets rat /a/cg/a k b ’ m rrniB m e t m f t ON SAX SMBMU O N tY ___ _ fu ll Ip/re P/onS (excefit λor v/hy sport) Most mvtMfur amhoa Vu, ‘. m//gm/ Ut(U DAM /6SKC- MS. aoo»to ***** D/H/OfiAl AODM 6 cm/mpro/m WN i/VM/MIOM c/Μ/Λί o/6amts

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//cur ttAsr/c s/aaho /m m /o/c/ moan m/og/d UMDIA PM. JDA/J/ //NS/OM JO /AW NOS/ /J St/S/ PVIUD PAC/r WM/M C//0/A / / M//D VMM A AM / ------A/OSe DOWN v PA/J4 /o Ktrp snot MA CtfAA 0/ fUSUAGf S/v rue/ m POS/rrON 4 CiM(/tr CONPU/f ASSY ro fOSUAGt J'/iM GAu/t- J uoi so/r GAtJA 3k r/UCAt , M/MG/S JO/r ΛΑΠΑ su m JANA ro s/crroN j w m

rS/Apg/UA Si/AT Λ/ΥΑ/ΟΑ /.VAN ΡΚΑ/ΑΟ/ΜΚ w*At/64/nf /MOOHCf ’MU/ M/UM//0 w/ru //AO f or a y /ο M/N6 C.6 (p POJ///OM MOW VM6 S //A J 0* MC/O/NCf. Z—Jraaar//A amo //ms mao/ /aom toe*Μ/ΰ/υΜ ftmr/A Cnajnpa/sa 644 December. 1956

admiration for the brilliant retentive memory and the talented pen that wrote it. If you have a bookshelf, and have had any connection with the R.A.F. or are at all interested in u truthful pilot’s view of the war, then Wing Leader is an absolute “ must” . Four fine relrm iee sourer* Aeroplanes and Aero-Fngincs (4th Ed.) (Temple Press Ltd.), 5s. (Illustrated above). 24 sheets, IllxBJ ins. Illustrated. This is an up-to-date edition o f a regular favourite. 24 cutaway drawings by five of the World’s leading aeronautical illustrators are reproduced on large sheets, some measuring 24 x 12 inches to provide the enthusiast with detail that only countless hours of research could Armchair Aeronaulics reveal. Indispensable for the scale modeller and an object lesson for all who think they can draw, this •lO yoni'N o f fly in;; lx>ok makes the perfect moderately priced Christmas gift. Great Moments in Flying by John’ W. K. T aylor (Phoenix House Ltd.), 7s. 6d. 126 pages. Illustrated. Britain’s Aircraft ( Temple Tress Ltd.), 2s. 32 pages, One of a series of “ Great Moments” publications 11| x 8i inches. Illustrated. being produced by Phoenix, this work embodies twelve An inexpensive summary o f the aircraft industries stories of Hying history, ranging from an account of the products during 1956, with three-view silhouettes and Wright Brothers’ epic feat back in 1903, to Chuck a good photograph to illustrate each. Sold for no more Yeager’s burst through the sound barrier. The 50-year- than the cost of a quality magazine, it is excellent for story of Hying is so full of great moments that it could the keen spotter who likes to be on top o f his subject. have been no easy task to select a dozen examples to include in this hook, and the author has been wise in The Triple Crown (Temple Tress Ltd.), 3s. 6d. going around the world for his heroes, for this could 38 pages, 7 | x 9 j inches. Illustrated. well have stayed as an acknowledgement of the feats of one nation. Intended primarily as a book o f interest Britain holds the international maximum speed to the younger element, facts arc presented in a pleasing records for land, water and air travel. This book relates manner that makes the assimilation o f detail easy on the story behind each record, and illustrates them with the mind. a fascinating series of photos and drawings. We learn of the problems associated with success, are given the background of the three fastest men, and full data on W licro there** a W ill* there** a Weilie their craft. On being a Bird by Ph il ip W ills (Sailflying Press Ltd.), 5s. 112 pages. 14 illustrations; 29 drawings. Military Aircraft o f the W orld (IlifTc and Sons Ltd.), 3s. 6d. (Illustrated above). 68 pages, 11) ■ 8J inches. When we reviewed the original (15s. 6d.) version of Illustrated. this entertaining book three years ago, Philip Wills was the acknowledged British expert in the high art A mass of information for the enthusiast. Thotographs of glider piloting. That hr still maintains his eminence and data on all the types that come within so embracing in spite of increasing competition says much for this a title. This is particularly useful to the solid model doyen o f motorless flying, for his “ slide-rule mind” maker wanting to obtain authentic markings for his and skilled hands have lost none of their co-ordination. subjects, and for the Hying scale man for the collection By the generosity o f the original publishers, it is now of closc-up views showing detail of sundry fittings, possible to produce a cheaper edition of these highly An inexpensive reference worthy o f all acromodcllers’ entertaining stories o f performance, thrills, comradeship, study. and anecdotes, both humorous and serious, that make this book of absorbing interest to those with any interest in the air. Acromodcllers will And much to interest them in this account of gliding flight and all that it entails, and at the new price o f 5s. is a darn good buy.

Figlifer slory Wing Leader by G roup C aptain J. K. Johnson, D .S.O . and two bars, D.F.C. and bar. (Chatto and Windus Ltd.), 15s. 320 pages. 20 art plates. The story o f the top-scoring allied fighter pilot in World War II is told with such compelling authenticity and puts the reader so close to the scene of action that it becomes the classic among a host of other titles of similar vein. Johnnie Johnson takes one through the Battle of Britain in the cockpit of his Spit I, transposes you through the progress of war, and Supennarine development of Marks II, V, VI and IX Spitfires to the final Battle for Europe. It is an absorbing tale, so true to type, and accurate in detail that it earns our Μ ι ® December, 1956 645 cuaaauM)

I |^i-in.span.) Control Example chosen from 1 , ® for motors a range of 40 solids! I 1 *0 3.5 c.c. Prices from: (37-in. span.) Free 3 3 fm TaX 2/6 «, 7/4 fij Flight Power kit (or Paid motors up to I c.c. 17/4 fSi

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Ask your dealer for the FREE VERON POCKET FOLDER and select a kit which will make this Christmas the sort we 20-in. Kit of a typical want you to have . . . Harbour Tug. For .5 to .9 c.c. motors. Price: A “ VERON” HAPPY 4 3 1 To* ^ * 1 * Paid CHRISTMAS !

Kindly mention AEROMODULLER when replying to advertisers 646 December, 1956

Gifts galore for enthusiastic modellers, suitable . for the beginner o r the expert. You can’t \ go wrong; E.D. Products have a world-wide reputation for quality and reliability and anything bearing the E.D. label w ill be more than appreciated. Every one of the seven E.D. Diesels is famous amongst the modelling fraternity and Radio Control Equipment produced by E.D., the pioneers of Radio Controls, w ill satisfy the most exacting radio control enthusiast.

at the nearest model shop and to see the full range of E.D. Products. Write for the New Illustrated List of all E.D. Engines. Radio Control Equipment, Spare Parts, Accessories, etc. It’s yours for the asking! Order from your model shop. ITT December, 1956 647 CDiBG

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t.O . Mk. IV Radio Receiver and Water cooled Mode! C ontrol U nit Escapement £4 5 7 Senior Junior (Hard or Soft 46 c.c. "R acer” Model Modt-i Valve») £4 0 11 Price complete, I·»* A* above lest Water cooled Model ©XCapement— escapement £S 7 I £24 I 9 £20 9 7 Transmitter Receiver. 3 Hard Valves, and Aerial 6 .0 . 3.46 c.c. "H u n ter” £14 12 0 £11 13 ' £4 0 11 Transmitter. Control Water cooled Model E D. .46 c.c. "B aby” £S 7 I Box and Aerial: £2 15 II E.D. Mk IV RADIO 6.D. 5 c.c. “Mile· E.D. I c.c. "B ee” Special” CONTROL UNIT £2 16 I E.D. Mk. II Miniature £8 10 0 Radio C ontrol Unit Water cooled Model £3 17 10 Water cooled Model Price complete £17 10 4 £10 4 4 Receiver (3 E.D. 1.46 c.c. "H o rn e t” Hard Valve») £10 19 0 £2 8 4 Transmitter Water cooled Model All prices include Purchase and Aerial £6115 £4 0 11 Tax. E.D. "B oom eran g" E.D. 2 c.c. "Competi­ Radio Control Unit tion Special” Price complete £11 18 6 £3 3 11

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Uakrtirlil in Kivnlcii

1956 is t o be taken as a criterion, Wakefield design has changed little in recent years if one discounts the disappearance o f some trends that had almost become accepted as synonymous with present day International rubber driven models. Most significant is the abrupt rid Championships

swing away from twin motors and return gears, which a few years ago became almost universal following the Swedish successes o f Blomgren and Stark, not forgetting o f course, the double-win of Anrne Ellila of Finland. Notable was the very high percentage of models employing folding props at this year’s event, and the general lengthening o f fuselages—not necessarily to contain a longer motor, but with a view to placing the empennage even further back from the nose. M ost discussed models tcere the Russian entries. Apart from the accepted Russian technique o f ultra-long fuselages, with the fin positioned titell forteard of the tnilnlmir eenernl ftlnnninv tint for “ tint” hiiio

and demonstrated a high degree of skill and ingenuity i materials foreign to most o f us. Whilst the use of reeds, etc., means prolonged building time, the resulting structure has a high ratio o f flexibility, amply called into s the gusty conditions reigning at lloganas. Majority o f model* were well constructed, with good finish pre­ dominating. ‘Fattiest looking were probably the O'Donnell entries, carrying the scars and weatlteririg o f much Hying, proving that a spectacular polish and aestlwtic appearance does not necessarily produce those extra seconds. Take-off aids (undercarriages to the liigrrant!) tcere varied in their shapes and action, though most favoured the single suing-back leg with a couple of rudimentary points at the rear to give the required three- point” stand. The fact that some really could statu! on these tripods seat purely coincidental! Rigid application o f this (and the no-push release) would have put many well-known names lower in the list. It is to be hoped that the F .A .I. tcill abolish the R.O.CJ rule after this year, thus removing one of the most controversial aspects from such contests. Biggest model boxes were definitely those belonging to the British party. It is hoped they learnt some “ quart-into-pint-pot” tips from their overseas contemporaries, for the manner in which quite lengthy models dismantled into short and compact components was an education. Most novel box belonged to a Finnish competitor, con­ sisting o f a tube o f thin plywood some 8 ins. in diameter, capped at both ends, and with a handle placed midships. The way two complete Wakefield models disappeared into this handy carrier was a revelation. Wing mountings and fixings were varied, ranging from firm to flimsy, the latter usually stiffened by the use o f taire struts. Twin runners mounted on top of flat nr diamond fuselages seemed most popular, with a marked tendencyt> towti ards * loti■ ’ pylon * * positioning * * o 'f the"1 mainplane. · -· INiwer at CranfiHd C o n s i s t e n c y a l w a y s wins contests, and the British team excelled at being able to repeat their flight pattern every time. Only Conover, Fresl, Bergamaschi and Thompson were serious rivals to our team, yet there were twenty more models on the field capable o f making 3 : 00 without thermal aid at some time or other. This trim-consistency is the result o f hard contest work in S.M.A.E. and Rally events. Wing warps for roll on the Matvejev climb or turn on the glide are carefully locked into Illustration· below are from a Hutnian modelling hook, construction. Motors are run to their maximum effi­ and »hote methods used when constructing from reed·. ciency. Timers checked and rc-chccked. Nothing is System entails great accuracy tehen slitting leading and trailing edges, etc., and takes much longer than our left to chance. Some hope for luck, but to win, one customary balsa construction. must be good enough not to need it. This is the require­ ment for a World Championship power modeller, and the top four at Crnnfield met the specification perfectly. Draper and Conover flew right-right, climbing “ on the wing” with large area models, while Posner and Fresl spiralled almost vertically, using wing warp. Ultimate height gain was in favour of the latter pair: but the larger wing Pm 16 bwflnw guaogpimsr» »«><*« ■ area o f former two showed advantage in the December, 1956 649 BJ cj

glide. It is the old story of balancing rate of climb against had unique application o f table tennis bat facing on the tcing platforms. Forms a perfect grip, can be bought easily, does not compress sufficiently rate of sink, anti we fancy that with the b.h.p. figure to affect trim. Her models tcere a source o f treat admiration for their of the modern 2·5 c.c. engine, Draper’s selection of a finish and the shallow dihedral. How they get away with a tight spiral 480 sq. in. wing strikes the happiest medium. climb is a mystery to some modellers. Frau Maria's model box was the finest we have ever seen. Clear varnished knot-free ply was elaborated With 57 power Internationalists on the field, it was by internal fittings to take each component, including a pair o f spare inevitable that wc should spot a number of gadgets and engines on mounts at each end. design features which would be of use to all contest George Zigic o f Yugoslavia told us that Perspex, dissolved in new construction · engine mounts · flying techniques Denzol, makes a perfect fuel proofer. Takes four days to dissolve power modellers. Firstly, concerning design:— the shavings. I fie models could lx* supported horizontally by one Besides being larger, most models also employed longer tail moment wing-tip and sbuken like that. Try it on yours ! I arm than before, and the system used by Mike (luster (after the original Emil FretI had a fine model that should have been in the fly-off; Goldberg /Upper and Sailplane designs) o f employing same or similar featured a tip-down tail that pivoted at 66% thord where the fuselage seetioru for tang and tail, has apparently recess ed the favour of a large terminated. Strong hinge point here enables whole weight of model to number o f modellers. Incidentally, tie were wrong ti hen tee stated that stand on tail for V.T.O. without risking damage or trim upset. Gaster used hit ED 246 model first and finished with the Tiger version; Japanese model had mixed balsa and cypress construction, with it teas the other way about. the hard wood for spars; had a two-whecled undercarriage as well as a V.T.O. stick so that the proxy could try either way. Engine mounts show a new trend to the oldest of all systems, the It teas almost an all-pylon entry, the Australian pair flying high three point screwed rod method, permitting infinite adjustment to thrust line designs, and Robert Hacchi o f Italy, his traditional shoulder angles o f offset. This calls for radial conversion of some beam wing, Tucano. Though llie pylon may have been common to most mounted engines, the Swedish Webra Mach I's lieing adapted by models, it could never be suul that design is stagnating, for variety was steel plate. there in profusion, and when all it said and done, appearance matters Wing shift is a dangerous fault, and Frau Maria Rudolph of Germany little—il'l the trim that eounts 1

SEE HOW THEY MOUPIT· Six International model noser display a variety in techniques. From Sweden, Rolf llagel adapts the St rhrn Mach. 1 trilh steel radial plate and mounts with three screwed rods. Internal tank is shut off by Camera timer in pylon. Conover's model in capable Lanfranchi hands, had Torp IS on alloy radial plate. Internal tank shut-off by Tatone “ lick-off" clockwork timer. Sole low pylon. Draper’s winning OS Max-IS was on a fibre radial mnunt hiding 2-os. lead weight. Elmir diesel timer trips auto rudder and fuel line kink. From Yugoslavia. Emil Fresl’s own motor in streamlined nose, wish his folding prop. German model is Hugo Leppert's, showing Mach. I , Autoknips timer anil lank in close order, while E.D. plastic prop is swept forward deliberately. Lastly, the Cscch AM A 2.S had a most sensible tank mounting over the needle valve, with camera tinier operating the shul-off. Mole three-point fixing. T he A l b a t r o s 1)111 and DV series are generally the axle was fitted a narrow auxiliary wing which, it considered to be the most beautiful aircraft produced was claimed, gave enough lift to support the weight of by Germany, if not by both sides, during the first World the landing gear when in flight. The DVa was the first War. aeroplane to have an electric starter fitted as standard The series started with the 1)1, produced by the equipment. Albatros Werkc in 1916, under the factory designation All Albatros fuselages were unbraced wooden struc­ LI 5, which has the same fuselage and tail as the 1)111, tures with plywood covering; the fin and stabiliser too, but with square-tipped wings and parallel interplane were all-wood. Control surfaces were o f welded steel struts. The cabane struts were steel pressings meeting tube with fabric covering, and the wings were of wood at the wing centre-line. The I)II followed (L16 and with the traditional wire trailing edge, giving a scalloped L I7) and was substantially the same except that the outline when the fabric was shrunk. cabane struts were now o f the D ill pattern, giving Armament of all Albatros types from D I to DVa much better visibility. was two fixed Spandau machine guns, although some In the autumn of the same year came the D ill, or sources mention special DVu’s with three guns. L20. This machine had completely redesigned wings and vee interplane struts which helped to offset the Approximate speeds were as follows:— ungainly appearance of unstaggered wings. The D ill, DI, DII (160 h.p. Mercedes) 110 m.p.h. most famous o f the Albatros series, was produced in D ill ( „ „ )125 m.p.h. large numbers and was at least a match for the con­ D V (170 h.p. „ ) 130 m.p.h. temporary Allied scouts. Raron von Richthofen scored DVa (180 h.p. „ ) 160 m.p.h. many of his victories in a 1) 11 1 , and had also fought in the 1)1 and 1)11, but never in any succeeding Albatros This month we take a step forward from the usual types, preferring his Fokker Triplane to any other all-balsa construction using hardwood and fibre— machine. a method strongly recommended to modellers who have Early in 1917 there appeared a much-improved yet to try it. Abura was used for the model illustrated, version, the D V or L30. This time the wing and tail but closer-grained timbers such as English Lime, structures were unchanged, but the fuselage, although Bass, or Rauli and more pleasant to work with and even plywood covered like its predecessors, now became an easier to finish. When buying timber, do insist on wcll- oval-sectioned streamlined shape unequalled in its day seasoned stock—shrinkage and warping would be for aerodynamic efficiency. The gap was reduced to disastrous. improve the pilot’s vision and this, with a different Fibre was used for the wings, since it combines great gunsighting arrangement, necessitated the raising of strength and excellent workability with stability. It the seat and controls. A headrest became a standard may be shaped with saw, chisel, knife or file. This feature on this model. material is available in a wide variety of thicknesses from The DVa, also bearing the maker’s serial L30, in. to 1 in. and is sold by weight. An indication of the differed only in minor respects. The gap was further cost is that J in. fibre costs 3s. 0d. per square foot. reduced, and the headrest, now taller than on the DV’, Where to get it? Ixmdon modellers should call at became optional. The rudder was redesigned, and round Messrs. Fanner Bros., 164 Fulham Road, S.W.10. Continued on page 654 1 trailing thou·* Ceorge Co*'· fine 1148th seal·· II.Ill iiutdel which emplitys hardseood and fihre construction, . it right is the Alltalros cm hit· in. «pen on rudder·. Ilam ing ret I and gold sun surmount» the hlaclt trademark. Ilrlotr. captured U. I a and II.Ill com pared, note different fuselage» and t rench insignia on the D.lll. (Imperial Iter Museum photographs) December, 1956 651 Π Μ ϋ Μ 3

654 December, 1956

ALBATROS (continued from page 650) glasspaper. Holding the L.E. press the T.E. onto the Tools. Although a normal woodworking kit is an bench to give "washout". Mend at the root rib line to advantage, only the plane is essential for the initial give dihedral. The wing will hold this shape perman­ reduction to size. A good modelling knife is indispensable. ently. Drill 3;64 in. holes for the intcrplane struts. Illustrated stages are marked with an asterisk (·). 1().(#) Repeat the process with the upper wing. 1. (·) Plane a piece of hardwood accurately to 1 Sin.Make vce-cuts at the aileron hinge line, in case the * τΐτίι* · 1 Λ in. and saw in two. Gauge the centre aileron snaps off it is better to carve the washout in this line all round each piece. Locating the line ‘‘A ” and case, .Score the radiator lines on both surfaces o f the centre line of drawing and wood, carbon the fuselage wing, and carve a small recess for the expansion reser­ outlines onto the wood. Also mark the cabane and front voir "D " . Drill holes for struts and radiator pipes and u/c struts and the front and rear engine cylinder centre pierce holes for the aileron wires. lines. Square these lines across the edges of the fuselage 11. Make the tailplanc, fin and rudder from £ in. blocks. fibre and the underfill from ^ in. fibre. Include the 2. (#) Matching all lines, screw the blocks together,tailskid, carving the outline with a knife. Saw slots in then drill | in. and in. holes for cockpit and cylinders, the elvators for control horns. using a depth gauge on the drill. (Sticking plaster will 12. Trim the fuselage so that it is a perfect fit with do). Square the strut hole lines onto the outside faces lower wing and tailplanc and glue these in place. of the fuselage, step-off the distances from struts to “ Cnscawitf" glue gives a strong bond. Replace the C.L. with dividers and drill 3/64 in. holes. block “ C ” . Fill any crcviccs with glue. 3. (#) Mount the fuselage on a lathe, and turn part 13. Turn a 5/32 in. dowel from a hard, close grained o f the front waste wood down to the nose diameter wood such as box. It is safer to remove the last tV in. if no lathe is available— carve as best you can. With a with glasspaper in case the dowel snaps under the razor saw, cut down lines "B ". pressure of the chisel. Mark-off seven (one spare) 4. (·) Unscrew the fuselage halves and shape tolengths with a score line. Sand flat surfaces on opposite profile with a chisel or saw, leaving the waste blocks side of the dowel, then hold in a vice while drilling the intact. Check the edges for “ squareness” . Cut out exhaust holes. Drill an extra hole in one cylinder for the engine cavity. radiator pipe. Sand a radius at the top edge of a cylinder, 5. (#) Screw together again, and shape to plan outline. then saw it off with a razor saw*. Repeat this process ό .(·) Holding the waste block in a vice, shape the until all the cylinders are parted off. fuselage to the correct cross-section. Modify the 14. (*) Make sure that the overall length of the engine cockpit outline, then separate the halves and hollow is correct, then glue together as shown. the cockpit. Remove rear waste block and with a fret­ 15. (·) Mend brass wire to form inlet pipes, locate saw make the tailplanc slot in each piece and remove the the engine in the nose and mark the cut-outs “ E” . blocks “ C ". Glue the fuselage halves using the front Fit the carburettor pipes " F ” into holes in the engine screw and gentle cramp pressure at the rear to hold the cavity. halves together. When the glue is dry, remove the 16. (·) Mount the engine in a soldering jig. Fit the front waste block and finish shaping the rear end. individual exhaust pipes. (Note that two of them go 7. (·) (Jut the lower wing from 1 in. fibre ignoringright through the cylinder to form inlet pipes as well.) the T.E. scallops. Following the instructions in the File a taper on a / in. diameter rod, bend, then cut olf October issue, shape the underside and then the top to make the exhaust manifold. Solder the exhaust and surface. Use a rasp, coarse file or chisel to remove most inlet pipe joints. Cut rectangles of fibre to represent the o f the waste before resorting to glasspapcr. cam housings on top of the cylinders. Fit dowel 8. (*) With a sharp modelling knife and try-square,“ camshafts” . score the rib lines on both sides, then gouge narrow 17. (·) Cane grooves for the two rear exhausts and pilot grooves between the rib stations as shown. These the machine guns. are to prevent 18. Fill the grain of the fuselage, if necessary, then the glasspapcr apply the finish. (See separate notes on page 670.) skidding in the 19. (·) File brass wire to an oval section, then bend next stage. to form the cabane struts. It is easier to make these 9.(#) Wrap from a single length of wire, so that no soldering jig is glasspaper necessary, but this raises the complication of making round a 1 } in. pegs to fit in the wingholes. This snag may be overcome d o w e l and by leaving a blob of solder at the top corners which work the fabric may be filed to shape as shown. s a g between 20. (*) Turn a dowel to spinner diameter and drill the ribs, tap­ holes for the propeller blades and mounting pin before ering the hol- shaping and parting ofT. Fit blades made from fibre. I o w s t o 21.(·) Make the undercarriage legs from 16 s.w.g. nothing a t piano wire, then file to oval section. Make the angle about | chord. 2 or 3 degrees too big so that when the rear holes are Trim the T.E. drilled the legs snri'vr into nluco. Check the u'c angles. outline with

I'ctr Huliil modulo the ncrtfrliiiyj rye o f the camera, imperially when licucil actual door-up at lift of Crorge Cox'λ fine moil cl December, 1956 655

Introduction to your Free Plan with this issue

W h e n A bromodbller i n t r o d u c e d the Nordic It is a clcaned-up version of the square-tipped A /l glider formula to British readers in our June, 1955 model featured in April Model Netcs this year, and with issue, we made no claim for originality: but emphasised attractive lines, no matter what the viewing angle, we that here was a size of model that would meet the feel it is destined to lx* a favourite for beginner or pressing need for shorter duration, club events. The expert. As a subject for the novice under instruction subsequent interest shown in the A /l, mainly through from senior clubsters, the Aiglet provides a simple the very popular “ Golden Wings” design, has indicated exercise in model construction with a guarantee for that the clubs were quick to seize upon the smaller satisfactory flying performance in the final product— model specification and there is every indication of the so why not tackle it as a one-model competition with “ half-size” A/2 becoming a very popular feature of beginner/expert classes in your own club? inter-club contests. Technically, the refinements of A /l design boil down As we said at the time, our local Watford and District to provision for stable towlinc performance, plus the M.A.C. had been flying the class for some six months ability to circle fairly tightly and give a low rate o f sink. prior to May, 1955 and had built up a useful backlog Aiglet has all these assets, with a 23 per cent, tailplane of experience with the type. The club still holds regular and modified M.V.A. 301 airfoil section on the 10 : 1 events for the class, and over the past two seasons, aspect ratio wing to bring it up to date with latest high design detail has progressed so that we arc able to performance fashion—a well trimmed version could well present full-size plans with this issue of the appropriately be capable of a 1 : 45 average in calm air from a 164 ft. named Aiglet—the latest in the line from Martin towline . . . Get building! ! Bridge's series of five A /l models.

Build an A/l for fun and contests!

On the f ir hi, or before covering. Aiglet ha» attractive tine· anti ix a handy m odel »i*e fo r IranM/mrlalion to and from the local flying »ite Early Morning An’Ticks ----- by Brian Fry

“ I w o k e E A R L Y a few mornings ago to the ticking o f a clock— nothing strange about that except that there isn’t a clock in my room. 1 immediately thought of time bombs and sabotage, but who’d want to do a thing like that? Alright, I know you w ould! Hurriedly I stuck my head out of the window lest it should he a clock sounding from the house next door; but no— it definitely came from my room. 1 made a thorough search of my room. I dis­ missed the idea that it was m y clockwork timer see the “ ticker”— no! I tore the tissue farther, but because it doesn’t tick, anyway at the time it was on still no sign o f the evasive creature. loan to my pal Bill for his “ T ototl” . But then I realised that no-one had actually seen Finally, I came to my a "ticker” , one aeromodeller reported having ducted fan “ Sabre” carved a model up and found a small grey insect hanging nose down from ^2 ins. long, but the tappings in my “Sabre” the picture rail. It was could be heard at 20 feet, and even allowing for ticking, but jets don’t magnification of the sound by the wing, I feel that tick—wait a bit—my m y “ ticker” was not that small. mind was cast back to the mid-1940's. when an article was printed in A kromodellbr about ’planes that ticked; I Success ! believe it was put down One tic k e r to a “ Balsa Bug” or & ins. long something o f that nature; it had never been actually see although it was often heard— and now I actually had one in my toom ! I went about discovering it slowly and scienti­ fically, it seemed quite intelligent, for if 1 put my hand on or near the ’plane it went dead quiet, I waited several days, but not once did I hear my but resumed its ticking quite happily at a rate ’plane tick again, so I still don’t know what the o f 180 taps per minute as soon as I took m y hand "ticker” looks like. Although this occurrence is factual, yet another T hen again it could thought came to m y m ind— perhaps it wasn’t an have been quite dumb, insect—our model ’planes still crash or fly o.o.s. ' f ’lC.K ·■·' being overcome by the just as often.— Yes, I think I’ll put it down to permanent odour of Gremlins . . . diesel fuel on m y fingers, and quickly coming round when my hand was removed. M y Sabre’s wings are attached by the tongue and box method, but every time I tried to remove the wings, the ticking would stop. Eventually I isolated the port wing as that holding the creature, and razor-blade poised, I waited for the ticking to begin that I might carve up the wing in the interests of science and find the “ ticker” . Then the ticking started somewhere between ribs R3 and R4 and, as quickly as 1 could, I slashed ! CONTEST Λ7

Completing the finest range of sailplanes available anywhere comes the graceful Empress. Within the A.2 specifications it is ideal for contest work, while being attractive enough for highly enjoyable sport flying. The prototype won the Hlackheath Winter Gala with a two- flight total o f 5 mins. 49 secs, in the

Till·: K IT CO N T AIN S: Ready-cut balsa and ply wing ribs, fuselage side runners; strip balsa and spruce; shaped trailing edges’, printed balsa sheet; dowel; wire; celluloid; four sheets of coloured Model span; top quality plan; separate building and flying instructions.

IN CH WORM

CALYPSO

50 in. power duration for C R A N W E LL » / 1-5 to 1*8 engines or the i q // 26 in. scmi-cale rubber A new-style kit includes A M .10. All parts ready-cut ■ * / ® model—propeller parts 7 / * all ribs ready-cut and a 1 q s / I shaped and drilled · / 0 revised plan 1 7 / O |

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CRESTA A top performance Jetex Attractive, easy to build 38 in. span rugged, easy- 35 or 50 powered model 3 / 1 I and fly, the 24 in. span Cygnet is the most popular λ / ■ ■ I to-fly sport model for ■ r / λ o f 13 in. span. · •5 to *8 diesels 1 5 / 7 small glider available v * * 1

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This delta catapult model really goes—speeds over With all parts ready-cut DAB *** 100 m.p.h. have been* / ■ ■ the 24 in. span Captain·* /■ 1 T op performance 34 in O / l 1 ■ recorded! Ο/ ! 1 is an ideal “ first model” ·* / ■ 1 span A .l glider. ' / ' ■ 1

CONTEST KITS LEIGH-ON-SEA ESSEX Representatives: Britain: Messrs.Ripmax Ltd. (NorthernEngland, Scotland and Wales); L . S. Mayers (London and Home Counties); N .K . Cast (West). Cyprus: Messrs. Vahan Avedissian, P.O. Box 301, Nicosia. India: Messrs. Trader· & Distributors Corporation, 1Λ, Russell St., Calcutta. M alta: Messrs. Lewis J. Vincenti, 67 South Street, Valletta S w ed en : Messrs. Modcll-Sport. Box 98, Falkenberg- U ganda: Messrs. Modeluxe. P.O. Box 3194, Kampala. N ew Zealan d: Meter. K. J. Rcw & Co., 59, Melbourne Rd., Wellington.

Kindly mention AEROM ODELLER when replying to advertisers 658 December, 1956 659

lii honour of a great pioneer & 7 « $ & Cv· ·& . ν<*1 » *' < ^ ' ν ΐ Santos-Dumont > ν *

14-bis took off under the power of its own 8-cylindcr BRAZILIAN MODELLERS motor and was indeed a most adventurous canard CELEBRATE A 50th ANNIVERSARY aeroplane. We wonder how it would make into a flying scale project, using the same aerofoil section and pusher Λ CONTROVERSIAL PIONEER, Alberto Santos- prop arrangement. The Brazilian Air Ministry has Dumont of Brazil is acclaimed by many as having made opened a contest this year for modellers to build replicas the first flight in Europe on October 23rd, 1906. By doing of the famous machine, and prizes arc to be awarded to so he won a 3,000 tranc prize offered to the first to fly regional winners as well as those who reach the finals in 25 metres, and later that year he flew his Ilargreave Rio de Janeiro. Absolute top prize is a round trip to the box-kite “ aeromobile” known as 14-bis for a distance U.S.A. by air with a 10-day stay including attendance o f 685 feet in 21 seconds at a height o f 10 feet. at the “ King Orange” Internationals in Miami during Slight of build, courageous, wealthy, and an experi­ the last week of December. Kits for the model have been enced baloonist, Santos-Dumont established himself in made up by Acrobras, whose plan we reproduce below, a leading place in aeronautical history and throughout and we were most agreeably surprised to sec that tho Latin America, his popularity surpasses that of the well-finished l/32nd sheet balsa bore the stamp of Wright Brothers, who needed catapult assistance to S olarbo—each sheet o f which had crossed the become airborne. Atlantic twice!

AHt*?.SS) V

AEROBRAS

moier Antoincile’· VS de 24-SOi

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iSAby o r S antos-D omonts first 660 December, 1956

F it a T R U F LE X and save money !

The tough flexible plastic prop that will outlast a dozen wood props. Also prevents damage to motor crankshaft. In sizes to fit all motors. 6 in. dia. x 4 in. pitch 9J in. dia. x 4} in. pitch 7 in. dia. x 8 in. pitch 9 in. dia. x 8 in. pitch ... 8 in. dia. x 4 in. pitch 10 in. dia. x 8 in. pitch ... 8 in. dia. x 6 in. pitch 11 in. dia. x 5 J in. pitch ... 8 in. dia. x 8 in. pitch 14 in. dia. x 6 in. pitch ... F it and Forget T R U F L E X ! K.K. MOTOR BOAT ACCESSORIES KEILKRAFT “ SCREW-ON' PLASTIC SPINNERS KEILKRAFT The perfect finishing FUEL CUT-OUT touch for your power RUDDER model. I i in. dia m eter...... 2/8 j ASSEMBLIES Ii in. dia. 3/-; I Jin. dia. 3/- With ratchet tiller adjustment. 2 in. dia. 3/7 Large or Small ...... each 6/9

ELMIC KEILKRAFT •LIMITANK RUBBER WHEELS J BRASS PROPELLERS It in. ... 3/5 i I jin. ... 3/5 j Strongly moulded in best quality rubber. A “ must” for all power Can be adjusted to give any model fans. ) desired length of engine run I Sponge rubber streamlined type. BOAT With a Limitank you need no timer or I » in. dia. 3/— 2 in. dia. ... 4 2; FU E L T A N K cut-ouc I Sponge rubber balloon type. IJ im dia. 3 /- 2 in. dia. ... Hard rubber streamlined type. I) in. dia. 1/6 2 in. dia. 2/5 2| in. dia.

JUST A FEW OF THE MANY “UNDER 5'-” KITS IN THE K.K. RANGE

16' Elf .3/9

30*Cadet .4/9 20* Nomad ...4/2 I2j * Spook 1/9* 12* Vega 1/6 2 0 ' Polaris 3/- 24*Com et4/2

Kits feature—Ready shaped Hulls, Plastic Anchors and Crows’ Nests, Hull Sides, Sails, Flags, Decks printed in full colour on suitable material. Rigging, e tc.4 / 9 each Santa Maria Golden Hind Mayflower Revenge Ark Royal Bounty Buy KEILKRAFT at your nearest model shop If no model shop convenient order direct from KEILKRAFT. Please add 6d. for packing and postage. E. KEIL & CO. LTD., WICKFORD. ESSEX

Kindly mention AhROMODELLF.R when replying to advertisers December, 1956 661 ^ f a a a Q M ii

E v e n i f y o u a r e n o t going to have duck and green peas for your Christmas dinner you can still have fun building and flying this little indoor frcc- flighter, as the heart of the model— the propeller— can be made from any type of small well-formed feathers that may happen to be handy. Λ spot of sabotage on my younger daughter’s shuttlecock provided the excellent little pusher-prop shown in the photo ! ( And if you just cannot lay your hands on a couple of feathers, then a 1 /32 balsa sheet- bladed prop will undoubtedly get this little lot airborne. Any bod, moreover, who describes this little bit of aeronautical fun as being fitted with r ) 1 A FEATHER PROPELLED h p i i t h p r t I v ,ND00R FLYER l i l l l l v l II t by Ray M alm strom a fully-feathering prop will he given his cards! board and remember— make it a pusher ! ! T o keep T h e plan below gives all the parts full size. Build the weight down, lightly sand down all the strips of left and right wing panels, and then cement together 1/32 sheet, before assembly. at the correct angle. The lightweight tissue covering Adjust the wing to obtain a slow Hat glide, after must not be water shrunk or doped. The wing having warped the leading edge of the righthand mounting which is cemented to the wing incidence wing Ui\ and the leading edge of the lefthand block and trailing edge, is a strip o f -jV in. x & in. x wing D o w n . 'This is most important. Cut a 15-in. 2| in. T ic thin pieces o f rubber around the motor length o f J-in. strip in halves and make up into stick. Slip these over the wing mounting to hold a 7£ in. loop o f V* in. Lubricate well. M aximum the wing in position. When cementing the fin, offset turns are about 300. Handle this wee job with care it to give a right turn. Set the feather blades into the and you are all set to dislodge the dust from the hub at approximately 45 degrees to the building rafters in your clubroom ! 662

Team Itaeing. U.S.A. style by Bob Lutker

T hf o r i g i n o f T eam Racing dates hack prior to 1950 when some of the top California speed flyers of the famed F.A.S.T. Club began racing semi-scale models in team competition over a ten mile course. The event was patterned after the famous Good- vear Trop hy Races that were so popular in American aviation in past years. Rules were established to govern Team Racing, and as interest in the event grew, races were being run regularly. Basically those same rules still exist today, with a few modifications throughout the years. T h e following is an excerpt from the Academy of Model Aeronautics model aircraft regulations setting forth the objective of this Hob l.alker and thr "MIGHATOH'·. Hr hot named thin tertian u f the drtign “ Little 11 illir", after hit irifr event. “ It is the purpose o f Team Racing to flv semi­ scale, realistic airplanes in direct competition This year’s 1956 Nationals, held at Dallas, Texas, through a series o f beat races leading to a feature on July 23rd-29th showed a strong interest in race for the most consistent racers of the day.” T eam Racing with a total o f 56 entrants. However, Here we have the makings of an exciting and only 30 planes made qualifying flights. The job of fascinating model competition. T h e event was first directing this year’s event was given to me. W e had introduced in U.S. National competition at our a very close race throughout, with some of the top 1950 National Championships at Dallas, Texas. Team Racing flyers entered. First place was won by That first year there were few entries, but the Kenneth Moras of Galesburg, Illinois, flying apparent interest in Team Racing was high. The a Torpedo “ 29“ with a finishing time of 10 minutes, following year, at the 1951 Nationals, again at 29 seconds. The finish was close, with Richard Dallas, it was m y good fortune to win first place, Heist, Jnr., of Fort Worth, Texas, coming in next finishing the ten-mile final race with a time o f just two seconds behind Moras. The times weren’t 10 minutes, 34 seconds. My model was designed especially fast, but the competition was very close to the minimum dimension requirements of the with evenly matched airplanes, which always makes rules, constructed very light, and powered by a for a good race. Torpedo “29” . Its light weight of just 17 ounces T eam Racing is ever growing in popularity gave it terrific acceleration, with a top speed of throughout the world. While in Europe I witnessed about 85 m.p.h. That year there were only 18 some of the finest Team Racing I’ve ever seen. The entrants, but each year since has seen increased competition at the 1954 World Speed Champion­ entries. The best time I’ve seen here in the U.S.A. ships at The Hague, I lolland, was unsurpassed in a ten mile race was at the 1954 Nationals in anywhere, as was flying at the V lth Criterium o f Chicago. George Moir, using a specially hopped Europe in Brussels in 1955. M uch to m y disappoint­ Fox “ 29” , took first place that year with the very ment, there was no T eam Racing event at the 1955 good time of just under 8 minutes, which is fast in World Speed Championships at Paris. A regrettable competition flying. Better times have been flown, and most unfortunate oversight for so important although I’ve never seen them, and I have heard of a competition. ten mile races being covered in slightly over 7 F.A .I. rules requiring 2-5 c.c. engines were pre­ minutes. dominantly used in Europe. I personally like this class very much and would like to see it becom e more popular here in the U.S.A. Judging by the perform­ ance o f T eam Racers in the F.A .I. 2-5 c.c. class, I am inclined to believe that we here in the U .S.A. would have a hard race on our hands in competition with Europe’s best, and in fact w ould likely have difficulty in even keeping up. I have yet to see finer flying than seen in Europe. An event such as Team Racing requires some­ thing more than the average m odel airplane event. It takes a high degree of team work and perfection to consistently turn in winning performance. The pilot must be highly skilled in control-line flying to henneth Mur»», left, u f Galetburg. lUinol·, trinner o f thi· year t f 954 l'..S'. Motional» Tram Haring Event bring /.retrain! uith the fam ed F.A.S.T. Clul. Perpetual Train Raring Trophy. P ret rntaliun it mail·· by an Adm iral o f thr I'.S. Very. The \avy i· hntl to I hr Sallonalt December. 1956 663

avoid the many dangers that arise when flying four Models here are generally flown with engines of or five planes in the same circle. T h e airplane itself ‘ 190 to *300 cubic inches (3-25 to 5 c.c.) displace­ must be rugged, dependable and a stable flyer. But ment, as outlined in A .M .A . regulations. A one- even more important is the job of the ground crew ounce fuel system is allowed. As an added safety man. Here is where the race is cither won or lost. factor, and to save valuable time at large contests, The entire outcome of the race depends upon his a fuel shut-off is required. Fuel shut-offs can be ability to re-start the engine as quickly its possible. m ost difficult to install in a m odel, and could Primarily T eam Racing is the same in Europe as possibly be a limiting factor in the growth of Team in the U .S.A ., in that the final race is either a 10-milc Racing. Many modellers here feel that elimination or 10-kilometrc course. The requirements of the of the shut-off from the rules might further the aircraft are about the same, necessitating similar popularity of this event. Our models are flown on dimensions and fuel limitations. There does, the standard 60-foot, -0 12 -inch diameter control however, seem to be a vast difference in the lines, making it possible for a model to handle very elimination races prior to the finals. In Europe it is nicely at our average speed range o f 70 to 100 m .p.h. common to have 5-mile or 5-kilometre elimination If Team Racing continues to grow in interest as races to determine who is to fly in the final race. it has in the past, it is destined to becom e one o f I Ierc in the U .S .A . things are a bit more com ­ model aviation’s most popular control-line events. plicated. W e run a series o f much shorter sprints, known as heat races, " MIGRATOR leading up to the 10-mile final race. Present rules call for even further eliminations. Every airplane makes TEAM RACER a qualifying flight and is timed from B y BOB LUTKER the instant o f release on take-off for a course o f seven laps. T h e 20 fastest qualifying airplanes are then selected to enter the race, thus eliminating all slower aircraft from the start. Flying four planes per race, each of the 20 qualifying m odels is allowed to fly once in each o f a 21-lap, 35-lap, and 70-lap heat race. Each plane is given points on a graduated point system for the place it finishes in each heat race. T h e four high point airplanes go into the final race. In addition, a 100-lap Consolation Race is run between the 5th through 9th place models, and the winner o f this race also enters the final race. These five planes fly in the 10-mile, 140-lap final race, and the winners are determined by their position at the finish. The basic reason for the short sprint races is to save time, for here in the U.S.A. there are normally such large numbers of entries at contests that time is at a premium. A further intent o f the short races is to require that Team Racing models be capable of winning speed dashes as well as the long races. T his is a much more complicated procedure than the simplified elimination system used in Europe.

I'he "MU'.K ( TOR", a Traiii Harrr ile»ign by Rob Luther, pow ered by a Torpedo "29'''. Ron lint place in Team Racing at the V.S. 1051 National· with the original prototype o f I hit model. ThU ie hie thiril vereion o f the "MIGRATOR". U right U 17 ounce·. Propeller ie 8 inrhe» by 9 inrhr· Tornado "Plaaticoat". Terrific acceleration with a lop aperil o f TIME TRAVELLER νν» '/·*«

THE AEROMODEILER PLANS SERVICE

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■ ULKMCAOS. TAIL iUAFACtS COWL. TIT PILOT & CAMOPT IL»A. * COATS COLOU*

CLCVATOR HOAN

FULL-SIZE COPIES OF THIS 1,3rd SCALE REPRODUCTION CAN BE OBTAINED PRICE 3,·- POST FREE FROM A K B A U A n C I I CD Dl A AJC CCBUICC PI C A C C Λ Ι ΙΛ ΤΕ PI A ΚΙ ΜI I MRS R Γ I A4-) WHPM PI ΑΠΝΓ. YOUR rtROFR Iticli Kilm om ls

lets you into the design secrets of his very successful F.A.I. racer TIME TUA V ELLEIi

towards the outside o f the circuit. By balancing with the centre o f gravity close to the pivot point (hut just far enough forward to retain excellent control) Dick Edmonds has a model that sets its flight path firmly on the radius of the circle and minimises speed wasting R f.M EMBER the furore created when the F.A.I. Team drag. Note too, how the fuel pick-up point on Dick’s Racing specifications were first announced? With loud tank—either the 10 or 15 c.c. size— is arranged close cries of “ T oo big" — "Tank too small" and "Lines to the C.G. and in line with the centrifugal pull on too long” , the British fraternity were considerably upset the lines. This accounts for the absolute consumption by the metric requirements for the International class: of all the fuel on every flight, and an average of 54 laps hut they could hardly have foreseen that the most at 85-90 m.p.h. on S.M.A.K. line length of 46 ft. 8 in., important of the 1956 races were all to be won by these or 40 laps at the same speed with the smaller tank on "oversize” F.A.I. designs. We refer to Pete Smith's F.A.I. 52 ft. 31 in lines. Footprint (A.P.S. drawing CL 589), J. Howard's Those who have long admired the pit stop technique Finger Print and Dick Edmond’s Time Traveller. All of Dick Kdmonds (he always pits his own model) will three have flown for Great Britain at Continental know he can send a model οίϊ single handed (as required meetings and all have done well, with perhaps the by the F.A.I.) in the time it takes to squeeze a bottle highest honours, home and abroad currently due to and flick a prop just once. Ilis pressure valve is indis- the latter. pensible for such fast refuelling, and wo should warn Why should a model, first considered to be too large, intending builders that it is not possible to unseat the be developed into a winner against all-comers? One ball non-return valve by squeeze bottle pressure alone. cannot deny that the team racing skill of big Dick Make a nozzle for the bottle so that when forced over Edmonds counts tor a lot, whether he is using a standard the filler, a wire or tube projects to push the valve 70 sq. in. wing or the 104 sq. in. in Time Traveller; but down. Such valves can be unscrewed for changing there are hard facts that Dick can give in favour of the from tank to tank. bigger model which add together to spell a better chance Performance? Built for the Criterium d'Europe this of success. year, where it was only 5 seconds behind the winner First, the size of the wing itself has no measurable in spite of a prop change. Time Traveller has won the affect on airspeed. It's the motor prop combination that Dartford anil Enfield races (Ν'. Heights Cup), was provides the performance in the air, assuming, of course, 2nd at the ΛΙΙ-Britain and 2nd in the Ix>ndon Area that the demon drag is kept to a minimum with clean rally at Heston. lines. Checks with both High Wycombe and the Fuel used: 45 per cent. Aladdin Pink Paraffin, 35 Forester's models have shown the F.A.I. racers to be per cent. Ether, 20 per cent. Castor oil, to which just as fast as the S.M.A.K. variety. Where they actually 3 per cent. Amyl Nitrite is added. gain advantage is in the take-off and landing character­ istics. But it is not wing area alone that gives the advantage if we study Dick Edmonds’ design features as embodied in 'Time Traveller. One must have a high ground angle tor that snappy, almost VTO take-off, and to get this, the fuselage should be a short as the appearance re­ quirements in the rules will permit. This gives a further advantage in drag reduction, for the rear fuselage can be tapered off with smallest possible “ wetted area", and in turn, the reduction in tail weight structure calls tor a shorter nose length, meaning less nose area and even more important still, a better balanced flying position. Control-line flyers will know that a long nose very often means a hard pull on the lines when at full speed, and the model flies in a constant state of yaw

tu n ft Oliver Tiger, fu el filler anil nngleil prentttre Jillril lank form Ike pritr-irinning poicer unit for Time Traveller M HO Si] 666 December, 1956

Model News L e t ' s SEE w h a t our roving eve has spotted in recent weeks at the model rallies- starting with a cracking scale biplane in bright scarlet and white trim whichwclocated in the Watford encampment at Radlett. Do you recognise the subject? It is a famous racing aircraft that mr.de its name at the 1921 Aerial Derby where it greatly attracted builder llerby Jackson- who got around to making this fine flying replica some 35 years later! Marl inside Semiquaver is the proper title, and llerby has piled on all the detail that his fine recollection o f these vintage types provides— including the prominent proboscis of the full-size pilot! My, what a big pair of tip tins you've grown Mr. P Dingle of Oxford Meteors, in I , who we caught at the S Midland “ do” at Crnnficld. All that dihedral too, we bet it goes up like a charm on the line: but will it circle? The next item certainly orbits when it wants to, as its appearance might indicate in ί£. Λ Apprentice Creeggan of lialton won the S. Midland Area picnic "White Elephant" event with a pair of Slicker 50 wings, Lulu tail, *5 c.c. pylon model fuselage sans pylon, a pair of pliers, a cork incidence block and a pin for the towhook. He was given this selection from a pile of “ junk" brought by the picnickers and made a two- minute flight off the first launch! Ah well, this is not the year for the purists, as they found out at Florence. Two quickies now, both at Kadlett and with A.P.S. designs o f particular merit. Each is vety well made, ai d a credit to the builder .‘I is J. H. Field of I^ondon. V I . with an Allbon Merlin powered II.A. Swallow, and I, 1*. Brown ot' Sidcup with his 3-rocd equipped Waveguide (do Long 3J engine). John West of Southern Cross is looking pleased with life in and no wonder, for his Swiss Miss (Webrn Mach I) has just collected the South Coast Power Trophy at the Gala held at Ashdown on September 23rd. It almost seems as though Mr. Welham of Luton is aghast at the thought o f free-flight in 4» for he obviously favours control-line, and had a nice twin-Mustang type with Alien-Mercury 25 and 35 diesels at RacUett. New kit in number “7 ? ? We would not be surprised, for Colin Sinclair o f Southport has a few designs on the market and this one takes the Allbon Sabre nicely. Won the Southport exhibition Championship Trophy. Very nice scale twin is the l)c llavilland Dragonfly D.H.90 in picture ?■», for two Allbon Darts and weighing 19 ounces. Built bv Carl Roedling of Northwick Park and the D.H. Engine Co. Model Club, it is at the moment suffering teething troubles, hut should soon he living well. Klegant span is 43 inches. Closing our Christmas round-up, we have a sketch to prove to the doubtfuls that the Coleoptcr introduced last month really does exist as a project in France. Drawing shows the V T O attitude for take-off and the pivoted seats in action for level cruising anyone care to try it? And so we say farewell to yet another year of acromuddling with three o f our less attractive shots to cheer you on your way. They are a chopped combat model believed to be of Derby origin, the demise of Pat Wheeler’s R:C Monocoupe 64 after the wings parted company (Pat hates two-piece wings now!)—even the 31-inch airwheels hurst, and the poor 2-46 was smacked in half—and, finally, Ian Gcddes’ Coleoptcr in a state of misfire . . . water was not called for, it was a case o f all smoke and no fire.

finis! 668 December, 1956

Engine Analysis No. 28 Latest Mark IV version o f the

a g ® »

The first Eta ‘'29” was very much a copy of the Actual i u f photo McCoy “ 29" not that Eta’s were the only manufac­ xhoirs magnifier nt turers to copy leading American designs at that time! external /ininh o f ETA canting», pro- Although still retaining the same general layout, the ilueeil 6v thenmelvc* “ innards" have been subject to detail modifications and in their It at for, I improvements over the years so that the performance is factory now hotter than anything originally visualised for a 5 c.c. engine. Although a production job, in fact, the reviewed by R. H. Warring Eta Mark IV would appear to develop power as high as that of the individually hotted-up engines of known or freelance origin. Essentially, though, the Eta “ 29” is an engine for the W i t h o u t a n y d o u b t the latest Eta “ 29“ is a specialist, mainly in the field of control line speed and beautifully made piece of machinery. Perhaps that is Class U team racing. It is easy enough to start and being a little unfair to Eta's. They have always been handle, but can be a little “ touchy” about how it runs noted for first class workmanship and the Mark IV “ 29” and is quite different in characteristics to, say, the high­ is only carrying on that tradition. It does, however, offer speed diesels. For one thing it has an indifferent— something extra in the way of performance. almost non-existent—performance below about 12,000

PaorauTK— R P.M . F igures /‘ropeller t.p.m.

Π Piston Rings: Hcpworth and Grandage. Crankshaft: 5 per cent. Nickel Chrome, hardened and ground. Retail Prjce: £ 7 6*. 4d. (in. P.T.) December, 1956 669 wimw

r.p.m. At 13,(K)U r.p.m. it is still blowing as much fuel The Eta “ 29" gets extremely hot when running fast, out through the intake tube as gets sucked into the hut this does not appear to worry it at all. Even the engine, but above that speed it soon gets much happier anodised head stands up very well to this sort o f treat­ and very sweet running. It can lw taken up to 20,000 ment despite the fact that the glow plug may become r.p.m. and beyond on propeller loads and still be easy discoloured because o f the high temperature of the head. to start with a Hick of the finger, but the test engine The cylinder liner appears to remain free from distortion did show one or two speed levels at which running and the head seal is maintained without the use o f tended to become a little erratic and could not be a gasket. smoothed out by needle valve adjustment. The head is a detachable unit, held down by six Stripped down later a possible mechanical cause was Phillip's head screws. The plug is mounted in the centre discovered. T o put it crudely, the back rotor disc had of the head, hut angled to the right 10 degrees. The head "had it” . O f light alloy construction, the disc by this cannot be assembled “ opposite hand” because o f the time was a “ wobble” fit on its hearing pin and had internal shape matching the piston top contours. probably reached that stage of wear to influence the The liner is press fitted or shrunk into the light alloy induction. This was at the end of some two hours total jacket integral with the crankcase casting. Liner walls running time and although the engine was run at very are approximately iV in. thick and are broken by high speeds for some considerable proportion of this a series o f six holes spanning ISO degrees circum­ time, it received no harsher treatment than it would ferentially for the exhausts and with the transfer ports have been subjected to in a model. opposite. There is a small amount of sub-piston induc­ tion at the top of the stroke, i.e., the bottom of the piston This early failure of the back rotor is a common fault with all production engines of this type—not just the just uncovers the bottom o f the exhaust ports, hut this Eta. It seems almost certain, in fact, that light alloy may be incidental rather than designed for. The exhaust just is not good enough for the job. A Tufnol disc, on opens fairly early and is quickly followed by the the other hand, will usually outlast the engine. We are transfer opening. surprised, in view of the engineering excellence o f the The gudgeon pin traverses a “ plain" section of the rest of the engine, that this was not done as standard cylinder walls. The gudgeon pin itself is $ in. in dia­ on the new “ 29” . meter and l in. long, press fitted into the piston. It »s fitted with brass end caps. The connecting rod is bronze \ew piston <·> limit*!* fit bushed at both big and little ends and both these An unusual feature of the construction is the very bearing surfaces arc slotted for oil pick up. The fits are light fit of the alloy piston in the cylinder for a ringed extremely good and alignment excellent. glow motor. The piston itself is a very nice light casting, The cylinder jacket-crankcase unit is a fairly intricate fitted with two rings and a characteristic deflector top. light alloy pressure die-casting to which the backplate The gudgeon pin is carried in plain bosses and two large assembly and front bearing assembly arc plugged in and transfer ports are cut in the wall. The piston fit in the held by four Phillip’s head screws (each cover). Gaskets cylinder without the rings is almost good enough for are used on both these joints to seal. The crankshaft is running. carried on two ball races housed in the front casting, the This is apparently deliberate for the makers take pains to point out that the Eta ” 29" needs a con­ siderable amount of running-in time and performance docs definitely increase over this period until the engine has worked up to its peak. The engine received for test had already had a considerable amount of running, judging from the appearance o f the top o f the piston, but continued to "wear free" and run faster with the same propeller loads for roughly the next hour’s running time. After that further running had no measurable effect, except for the previous-mentioned rotor trouble towards the end o f the second hour. 670 December, 1956 supported bearing length being one inch. The crank 45 degrees after B.D.C. and closing around 45 degrees web is machined away into a crescent-shaped balance after T .D .C . This late closing would undoubtedly weight, the bottom o f this having a small slot, pre­ account for its readiness to spray fuel out of the intake sumably to act as an oil flinger. The crank pin is at low speeds and also explain why the engine docs not machined and ground to Jj in. diameter. like running slowly. As a very minor point, the intake The backplare casting incorporates an integral intake opens cleanly but the cut-off when closing is not so tube of quite formidable dimensions. The venturi entry perfect. diameter is -&in. tapering down to ft in. at the throat. The performance curves speak for themselves. The spray jet js located slightly “ downstream” from the Essentially the Eta “ 29” is a high speed engine, but throat on the inner wall. The needle valve is ft in. with the horse power curve nicely flattened around the diameter wire ground to a fine taper. It has no thimble, peak region. Peak power, on the engine tested, occurs but is threaded and screws into the wall bush. The at around 17,000 r.p.m., or very slightly above, and is as threaded length of this bush is split and compressed good as any engine we have tested. Below about 13,000 (thus providing locking action) by a special nut. This is r.p.m. it is not particularly consistent in running, quite positive in effect and can be adjusted to give any although possibly this could be improved upon by degree of tightness required on the needle valve. experimenting with fuel mixtures. The fuel used for The front crankshaft assembly is typical “ racing test was a heavily nitrated "racing" mixture cohtaining engine" style with the propeller holder screwing on to between 25 and 30 per cent, nitromcthanc. the shaft. This section is ft in. diameter and 1 in. long. An 8, 9 or 10 in. pitch propeller would appear a When screwed right home, with the front washer, it will logical choice for control line work, with diameter and not accommodate anything less than a 9 in. pitch pro­ blade thickness trimmed to give around 16,000 r.p.m. peller without further packing. Where a smaller pitch static. This can In· achieved on a standard 8 x 8 team propeller was to be used consistently the prop holder racer propeller by slightly reworking the blades, but length could, of course, be reduced. a slightly higher pitch would seem advisable (with Timing as given by the rotor disc appears to be reduced diameter). For free flight, we would plump for slightly more than 180 degrees opening, starting around something like a 9 x 3 propeller.

The Λ I In tiro s (ccon.inued from page 654) pass round the pegs "11” and glue. While the glue is still tacky, Hpply a spot of glue to each wing cabane hole, fix the wing, and pull the threads tight. Glue the starboard strut holes, also the strut ends. Take strut ” JT pass both No. 1 threads under the lower end and one No. 2 thread over the top and fit in place. Takt the other No. 2 thread over the top of strut ” K” and fit, then pull all threads tight. One No. I thread is now glued into the hole " L ” . Trim off all ends, then Prototype D.V. * hairing irregular hexagonal camouflage repeat the process on the port side. prinleil on fabric, pulley actuated aileron* anil elegant 29. (*) Glue the centre of a 6 in. thread into the hole futrlage nhape. (Im/ierial War Mu*eum Photograph) ” .\I” and glue the two ends into the holes in the upper wing. 22. Glue the struts to the fuselage, solder a 16 s.w.g. 30. Fit celluloid control horns to the elevator, then axle to the legs, then paint these members red. add control cables as described in the Avro article. 23. Turn hardwood wheels, paint the discs red and 31. Bend the up water pipe from brass wire to fit the tyres matt black. (See editorial censure, October.) into the front cylinder and radiator holes. Add a landing- 24. (·) Paint the engine and its cavity black. Glue gear mounting strap out from thick paper. Use the the engine to the model and add guns made from brass sharpened end of a brass tube to mark the circular tubing, fibre and pins. Fit a windshield and a cartridge access doors. Pinprick ull cowling fasteners. Make a chute to the port side only. Cut louvres from paper ami radiator expansion reservoir ” 1) ” from balsa and a pin. add to the model, also a down water pipe, which should be bent to fit in the appropriate hole on the radiator. II on to o lita in si fine finish 25. Make patoc cross transfers as described in the Apply four or five progressively thinner coats of February, 1956 A.M., but since the black may be dope, rubbing down after each one with fine abrasive superimposed on the white, no preliminary coat of paper. When the dope is quite hard, dip a damp cloth clear dope is necessary. Print the fin serial with Indian in "A ja x" household cleanser and rub with moderate ink. pressure until n dead flat dull surface is obtained. 26. (·) With the upper wing belli in place by an Obviously there must be an adequate thickness of dope elastic band, cut bamboo mtcrplane struts to fit. Notch to survive this harsh treatment. Beware o f extra pressure the ends as shown. (Because the metal-to-fibre cabane at the edges which might expose bare wood. Rinse the joint is weak, bamboo intcrplanc struts arc advisable parts under the tap. cleaning out clogged score lines for strength.) with a soft brush. 27. (·) Pierce holes at * T " and in them glue lengths Dry thoroughly, then polish with “ Sitvo” as you of Coats' "Gossamer" thread, shade No. Y5I5. Cross would metal, rubbing for three or four minutes. Rinse the threads over, wind round the axles, and glue. in water to which a little detergent has been added, 28. (·) One each side of the fuselage, pierce a hole at then dry. Finally, polish with liquid wax. There is a "G". Knot together two 12 in. lengths of thread at proprietary smoothing compound called "Proxomin" their centres, and glue the knots into the hole on the which may be useJ instead of the cleansing powder. starboard side. There are now four 6 in. threads emerg­ It is made by the Berger paint company, and muv be ing from this hole. Take two of the threads (No 1), obtained from garages in 1 lb. tins. December, 1956 671

employees of the railway company. Group Captain Douglas Bader, the famous limbless Battle of Britain "A c e ” named one o f the engines. Last year, during Battle o f Britain Week, R.A.F. Station Biggin Hill, associated with the famous Battle, a Spitfire and a Hurricane were dedicated by a special Service conducted by the Bishop of Rochester (the Right Reverend Christopher M. Chavasse, O.B.K., M.C., M.A., D.D.). These "stand on guard” outside the Station Memorial Chapel in memory of all those who fell during the battle. Bruce Fergusson explains some odd associations A similar feature was adopted by R.A.F. Station with the Battle o f B ritain Waterbeach, whose two aircraft stand by the Tm ·: o l d s o u t h e r n Railway, now the Southern Guard-room as a reminder of the war days when Region o f Hritish Railways, brought out a Class of they were familiar sights on the airfield. Engine called “ Battle of Britain Engines” , which It has becom e a tradition now, since the end of were named after famous fighter pilots, airfields, the war, that on the Saturday afternoon o f Battle aircraft, squadrons and others associated with the of Britain Week, most R.A.F. Stations are "At Battle o f Britain. T h is was a tribute to the part H om e” to the public. played by the Royal Air Force in defeating the 'The programme includes drill displays, acro­ Luftwaffe. batics and static aircraft exhibitions, to say nothing At the christening cerem ony in October, 1947, of comic turns, and the "turn-out” of the Station the General Manager of the Southern Region said band. Proceeds from the sale of programmes, etc., that the engines bore the names of those personali­ all go to various Service Societies which arc ties, aircraft and stations associated with the Battle responsible for the rehabilitation of airmen, their which was fought, for the most part, over the dependants and families. tjou Xqjw |P.\\ 1*°° ln|y Pur territory served by the Southern Railway. The first ppotu M|) P|inq oj sjjpr.n pM upc Jonp;i aq.| »uo ou three engines were named, “ Lord Dowding”, mmiiauMM » « « jno uej jojoiu oqt umim pjuaddwj »*q,\\ ’€ •o*j· «M X JIM "Hurricane” and "Spitfire” . The Guard of Honour -jnod ui X|quia*sc joj iujoj iq tn portoddy * »>|il aui|Moi was formed by ex-R.A.F. men and women Xq siqStaq jcajS oj umou μ·« -jiun ja.wod ON οαΛΚοιηγ 'Z K>SI *»»T aq.1. tioijeiA\.· q*qo,j jo aqi *« umou>| *»μ "Μ " «*Ι*»*0 Xq pjuStvop | >|wnii jnjjapuoM pue pjp.W 9q.I, "I aovazmo ox sh h m s n v AIRCRAFT DESCRIBED N um ber 82

THE F.E.2B.

------by P. L. Gray

I'narinc·! F.E.2H uilh four-lilailetl />*<»/> ami niailijicd under ■ "A C O W , a u l u n o e k d i ' s s , a domestic pet, a kitchen carriage fur extra ·/»'<■pillar "gaspipe” mounting was installed between Cnord S ' 6’ Dihedral 4' Incidence 4” 10" the cockpits to enable the observer to fire rearwards and * Per formant e: Max speed 81 m.p.h. at 6,500' (.lim b f 6.500' in 18-9 min. upwards over the top wings with another Lewis, usually Service Ceiling 11,000* \ 10,000' in 30*7 min without water jacket. This was only possible had the •With 160 h.p. Beardmorc engine. Hndurancc 3J hours observer the necessary combination o f nerve and dexterity Sadns. Equipped: Western Front: 6. 11. 16. 18. 20. 22. 23. 25. 38. 58. 83. 100. to stand up on the front cockpit locker (with his knees 101. 102. 148. well above the nacelle edges) to fire the gun, and at the Hume Defence: 33, 36. SI, 58. same time somehow hang on to the mounting to prevent Night training: 191. 192. 199. 200. Serial S umbers: These were mainly four-digit number» without u himself l>eing thrown overboard (no parachutes then!) prefix, e.g.. 4962. 5343. 5610 o f 102 Sqdn. 6993. 6934 o f 25 by combat manoeuvres. More than one observer was Sqdn.. etc. saved by his pilot “ dropping” the controls to grab him. Colour Detail: All upper ami side surfaces were doped the regulation dark green, undersurfaces were left natural linen, which was It was on a Fee that Lieut. McCubbin and his only tinted (a creamy shade, darkening with age) by the clear observer Cpl. Waller managed to shoot down on dope and varnish. 'In c rudder was equally divided into red. white and blue divisions with the serial number painted across June 18th, 1916, the top scoring German pilot at that it in black. Struts were cither plain varnished spruce finish or time, Obit. Max Immclmann (after whom the Immcl- doped green. Night bombing types were later dark green all inann turn was named) who was flying a Fokker over with no roundel on the nacelle and sometimes rudder stripes were omitted, one such aircraft was A852 o f 100 Sqdn.. monoplane. As the 2B came to be outclassed later in the w Inch had the serial number thinly outlined in white. Sometimes year by the new Albatros Dl and Halberstadt D ll squadrons obliterated w hile in the roundels with lampblack. -» 71 -Β ~ f — — --= /fc -Jy. j |L A • 1 / . - V :

f t s i \ /X f f- i. • 4' ‘ \ jJ «I 674 December, 1956

correct for balance. The flap operation, by an untapered wedge or stop connected to the tow line, is quite positive and shouldn’t give any trouble providing no excess of thread can snag up during the launch. T h is is the simplest flap as it is easy to attach and adjust. Fig. 2 shows a fl.-.p tapering from 1 A in. wide at the root to 1 in. at the tip. In this case it is built from the root of one wing for 1 /3rd span and since the required angular movement is not so great as for Fig. I, it gives a more efficient wing section. One o f m y A /2s fitted with this flap was in two R.A.F. Champs, being 1st in 1952 A/2 Class and 2nd in the 1953 Open G lider Class. A NEW TRIMMING SYSTEM FOR GLIDERS, DEVISED BY Pete W yatt

Fig. 3 is still in the experimental stage. I am using this system on a shoulder wing A/2 on which I n o k d f . k t o pick up and stay in thermals, most the wings are "knock-ofTablc". In this case the contest gliders are trimmed to fly in tight circles and wings arc built with slightly different airfoils; the usually an auto-rudder is used to obtain this trim. flapped wing having a little more undercamber to If a gust of wind hits such a model in rough weather make its trailing edge about 4 in. lower than on the either the turn opens out and the model stalls or it other wing. T h e whole trailing edge is raised on the tightens up and down goes the nose, the bank tow to balance out the lift on the wings. T his flap causing the rudder to become an elevator. In either is operated as Fig. 4 and so far it seems to give case considerable height can be lost. a superior calm weather glide over types 1 and 2, I considered the alternatives to rudder control for though I have not luul it fully trimmed for rough providing a turn and decided that the answer might weather yet. lie in power and rubber m odels since most flyers leave the rudder severely alone except for very fine Τ ϊ ό 2 AUTO- f l a p b u il t in to w in g adjustments, to avoid making holes in the ground on full power. C ? (BOTH WINGS IDENTICAL ON TOW, T o control a pow er m odel at full throttle a small DROP ADJUSTED FOR REQUIRED TURN) amount of “wash in” is built into one wing, usually the starboard one for right turn under power and to maintain this right turn on the glide, the tailplane is tilted slightly with the port side low. Many power and rubber models have excellent glides even with their "bits and pieces” hanging on the front, so I thought it might be worth while trimming an A /2 glider in a similar manner, using WEDGE CONNECTED TO TOW-LINE an auto-flap on one wing to give the required "w ash-in” . Fig. 1 shows a ply flap. Jin. wide x 1/3 span, Here are a few points I have observed so far on added to an existing wing. When fixed in position, m y three flapped A /2s. weight should be added to the other wing to (1) Up to 5 degrees flap movement plus a tilted tailplane produce a steady turn and is the most LINEN HINGE efficient in good weather. (2) 5-20 degrees movement. This may need auto­ rudder as well as a tilted tail and there is a tendency to get into an opposite turn at a certain flap angle, depending on the model. This angle should be avoided or the nose will drop. (3) 20-30 degrees movement. The flap is now producing considerable drag as well as lift and only slight tail tilt should be necessary. N ot so efficient as position ( 1 ) but very effective in bad weather and the one I ’ve had best results with so far. Auto-flaps seem to be most effective when used on the whole m e th o d o f ad d in g a u to- f l a p to e x is t in g w in g length of an inner bay of a polyhedral wing. There should be a reasonable amount of dihedral angle at (FLAP ADJUSTED _ IQ _ g iy f STRAIGHT TOW LAUNCH) the w ing tips since if the turn is too flat skidding will TENSIONED LINE December, 1956 675 RUDDER IF SLID E BAR

take place due to too little side area at the tip to correct for centrifugal force from the turn. This skidding can destroy the lift on the wings if allowed to build up. I don't claim that an auto-flap control will provide any more than some of the answers as only an auto-pilot can do the whole job, but I hope some modellers find them useful in the future.

METHOD OF USING HIGHER LIFT PLACE SECTION ON PORT WING B Y TOW RING

FIXED SLIDE BAR POSITIONED FOR TOW STRAIGHT TOW GUIDE SLOT ur rust nun HOOK ADJUSTED FOR GLIDE TURN ADJUSTED FOR STRAIGHT TOW INTERNAL METHOD OF OPERATING FLAP C RUDDER

STARBOARD WING (CAN BE USED WITH ’KNOCK OFF* SHOULDER WING)

prop took it farther, higher and for longer duration than any other 20-incher we know. Price is higher than usual for the size of model: but represents real value at 7s. 6d. for a kit that takes us back to the "good old” pre-war days for its quality and completeness. A novelty line in the same size of model is the Frog Delta 16, which, as its name implies, is a delta of 17-inch span, and nicely produced in the new Frog style box colours of bright yellow background. Die- stamped parts, a plastic prop assembly and all accessories except Simplex, al··· in heading, is a perfect dope and cement make this a fine introduction to aernmrulelling selection for 5s. 6d. Also from the International Model Aircraft estab­ lishment is n new stunt model kit product in the 38-inch fully-flapped for the Frog 249 at the very reason­ Aerobat. able price of 25s. \Vc can visualise this becoming a most jwipular model Last month we reproduced u with the controliiurs. 'The design is picture of Contest Kits Director Λ FLUSH of new kits has hit the well “ in fashion” , the parts are Mike King testing the prototype A M test bench, and have not as yet neatly die-cut, the wood top grade, Calypso, and now we have had tin- had the time to air-test all of them. and the plan, for which most chance of examining this 19s. 6d. One was from an entirely new modellers look first, is explicit and kit, we arc sure that most A.M.25 quarter and because it lives up to its immediately indicative of a fine end and 1-5 c.c. owners will want to name of Sim plex,by Simplex Models Hunter in plastic Ity Randall» Ltd. make this up to date pylon model. o f High Road, Chigwdl, Essex, we ("Merit'') retails at 12 6.. m ake· up Kit is good quality, with ready cut into a fine model uilhout unnecessary wing ribs, printed tail ribs (rather tackled this one first. There is an prat alter a nr ex aim to this model, so the manufac­ thick lines, eh, Mike?) and a set of turer tells us, and having made the instructions. Wc presume that tin- job, we appreciate his points of view. missing line under "Fuselage” It is specifically directed at the should be—"each 1 inch longeron beginner. Prefabrication is intro­ to 1 inch at rear” duced in fine quality; but the lad Another new kit—the Kcilkraft still has something to do for himself Joker has now passed junior’s in making the fuselage and wings. flight tests and at 11s. 5d. is more The prop is a nicely carved Obechi than good value it is positively X-inch type, the noseblock is shaped cheap! Designed for the baby size and has a brass bush fitted. Yes— diesels, it loops with a Dart aboard, this sets the beginner on the right and is absolutely complete, with road, and as for flying, well it die-cut parts, only needing dope exceeded our expectations as the big to finish. wimm 678 December, 1956

X o r l l i ΊΙ«·ν <«*γ ι » and Anglia dubs. Meeting» arc held on the South I'lustoni second and fourth Thursdays o f each month ’Hse Area Gala was held in conjunction The BLACKBURN M.A.C. report* bad at the Congregational Church Hall in South support from the town, bo amalgamation with the M .E. and Guttcridge context*, Street, and anyone interested in aero- resulting in surprisingly good weather for with Accrington club is contemplated. New inodcHing is very welcome. member» should enquire nt Mercer's. Ashdown Forest. J. West (Southern Cross) New* of a new club is o f the W O OLTON won both glider and power events with WASPS M .A.C., operating in the *outhcm South MitllaiHl times o f 7 : 38 and 9 : 00. Reg Box a 11 taking suburbs of Liverpool. Owing to lack of The LUTON AND DISTRICT M.A.S. is rubber honours with 8 : 39. Rent junior was flying space, main concentration is on C /L . alowly hut steadily increasing membership I*. Rates, also o f .Southern Cross. WHITF.FIELD M.A.C. report .pute with a corresponding boost in activity. At T o celebrate the successes o f club a swing to C /L at the moment, though Radlett Duncan W ood placed second in members Delves, Gates and Donald, tlie success in the national field has so far eluded Jetex and fifth in rubber, whilst in the final SOUTHERN CROSS A.C. held a ‘ •binge- them. In the midst of bag» of items re comp, club contest o f the season "C lem " Clements on September 29th. This consisted of a activities we like the story of the bright won with a two-second margin in a three- dinner followed hy trip to the Hippodrome specimen who staved up all night to finish flight nomination event against tlie largest to see Cole Porter’s "Can Can", ami our u combat model for the morrow. He com ­ comp, entry in 1956. Sid Miller's new radio Man. Ed. "R ushy” and Mrs. R. were pleted the job about 9 a.m. and set off all (similar to Kohma. hut more streamlined) is guests of tlii* progressive club. This group bleary-eyed to find a 'phone booth to ring gradually taking shape. Club is showing its is, o f course, noted for its prowess in the a friend to make arrangement» for the day's own films at a show on December 13th, to tailless glider field, and their success in flying. Finding the booth occupied when he which all arc invited. Time ami place: Holland lost June means that the 1957 arrived titere he sat down on a nearby form 8 p.m., St. Matthew's Institute, Wcnlock contest will l>e held in this country during to wait, complete with new mixlcl and Street. Luton. the British Nationals. equipment. He awoke at 4 o ’clock in the During the South Midland Rally, afternoon ! I I members o f the OXFORD METEOR M.C. South UVwtpni The COLNE M .A.C. announce a Hally tlew their own contest for their J. Howe's The S.W. RADIO CONTROLLED to take place on December 16th. and 1 trust Cup, winner bring Λ. J. Crisp. Contrary to M.F'.C. is making steady nrogreM, and held that some of you will be able to take some, this club is experiencing a swing away its second rally at Salcombe. when a advantage o f this extremely short notice. from C /L . and several f/f jobs have been representative gathering o f the clams saw No details are given o f venue, but presume iroduccd with good results. With tlie use of tome excellent flying. Wind strength built it will be known to visitors to the Colne boys. {'ort Meadow, this club has good flying up to 15 knots, which suited H. Stillings' G ood support by the local model trade of facilities, and would welcome any otlver model expressly designed for penetration, their activities i* reported by the WIGAN dubs in the district to trimming sessions hi* winning score o f 174 point* being more M .A.C., a recent series o f contests going and impromptu contests in the coming than double that o f his nearest rtvul IT. down well. Winners were: 11. Talbot months. Contact 48 Hurst Street, Oxford. O'Heffernan. W e learn that one member. (power) with 3 x 3's plus; T. Khcad (rubber) Mr. Courtenav Gill, must be the luckiest of with 8 : 28; and J. Aspinall (glider) 7 : 13. Xortli ICuNtern modellers, for hi* wife nut only expertly Youngest memlier o f the club, I O-year-old After a year of steady progress in which unsists him when flying, hut also helps to F. Rowley, threw a scare into Aspinall when flying display* at various Shows proved very build the job*. Would there were more he scored 6 : 49, making him top junior. popular. TIIORNABY PATHFINDERS understanding wives like this one. Plans are M.F.C. closed their 1956 season when a well ahead for next season, so anyone ΙΊβ ν Ι A n g l i a n junior member. K. Walton, placed second interested is invited to write to the lion. October 1 Ith was a red letter day for the in the Darlington Club tally. Not to be Secretary at 6 Alpha Street, Hcavitree BRENTWOOD M .A.C., when N. C. Willis outdone, the t/r combine of Watson/Watters gave an interesting talk on his experiences rounded off a sequence o f trials and Sorry! Some reports have had to be as a member of the 1956 British A/2 Team. tribulations by winning the Class A event delayed 'till next month. Interested guest» came from the Dagenham at the same meeting.______T h k CLUBMVN.

* BxoUuu/e/ij uA&d /by the. World Power Championships

British champions in every field o f sport are timed by Smiths British Stop Watches. It’s their split-secowl accuracy anti extreme e dependability that imint. Remcmlie are made by the vvorld’s largest manufacturer. o f cllocks, Vvatchcs a n d p rcc i instruments They λ here.

C.20I 7 jewel 3 pressure. USth second stop watch. Ideal for use in sport. £6.10.0.

Stop W a t e k o A

SMITHS CLOCKS 3. WATCHES LTD.. SECTRIC HOUSE. LONDON. N.W 2 A Division of S. Smith & Sons (England) Ltd. Loaded with “ Gen”

A glance at these specimen pages will toll you that this is going to be the book of the age for all scale modellers. Packed with facts, useful data and invaluable sketch illustrations, it offers for the very first time a complete guide to the intricacies of Hying scale model design, right from the initial selection of the subject to successful Hight tests. Many photographs are collector’s items, used to show novel colour schemes, interior de­ tail and attractive subjects for your modelling. Check with the contents summary below, and you'll find RON MOULTON’S Flying Scale Models to be just the book you are seeking to complete your enjoyment of the hobby.

On Sale Dec. 1st J. D. Carrick'» fine dust jacket painting in vivid red and black illustrates a Fokker Ο VII to inspire the scale fans. Fifteen chapter*, 45.000 word* and 137 carefully selected illustration* in 128 pages explain every point in thi* comprehensive volume. Selection of the Stele Sub|«ct introduces new types, tells how to get plan*. Scaling up the Plan cover* ail form* of enlargement, draughtsmanthip, photostats, etc.—how to be accurate, too. Then the design for flight and structural detail is covered in special chapters, followed by specific sections on items that cause most furrows in the designer's brow—the Propeller. Pendulums, the Engine. Rubber and Jetcx power. Control-line requirements, Cockpit interiors and furnishings and Ducted Fans. Each is covered in such a comprehensive manner that every chapter is worth the cover price! Add to this the most informative Finith and Colouring charts, detail descriptions and pictures, and then the fine Appondix of Aircraft Manufacturers, and you find this book worthy of a place on your bookshelf. Fully bound in red linson with art gloss paper throughout for finest reproduction. Site 8J in. x 5$ in. PRICE

SIMPLE RADIO Get a good book CONTROL

lor Christmas The book that all actua or prospec­ tive R/C fans mutt have. All you need to know in words you can : CUT O U T THIS ORDER FORM understand. Get on the beam at once. Receivers and Trans­ mitters of proven merit de­ • FLYING SCALE MODELS 10/» □ scribed in full detail. How to home-build your own outfit— trouble shooting—applica­ • SIMPLE RADIO CONTROLS/· tion to models— suitable designs. • CONTEST MODEL Over 10.000 enthusiast* already : SAILPLANES 5/6 swear by it—a copy will help you! • NAME Price 5 “

j ADDRESS ...... CONTEST MODEL SAILPLANES

For the first time sailplane is • Prices Include postage and pocking. ; Mark X where required and send all the stages in j coupon and P.0, to cover amount to: theoretical bunkum is positively full of information keen ; MODEL AERONAUTICAL need to have and can really PRESS LTD., understand. Hosts of 38 Clarendon Road, Watford. sketches, model data and Herts drawings, photo pages r i on art paper. Price 680 December, 1956

Scale Kits with first

+ ALL BALSA class flying performance

CONSTRUCTION There are no complications with -Quick- builds". No cutting out. no doping and no i f ALL PARTS DIECUT covering. They just fall together from the AUSTSR AUTOCAR. accurate diccut parts which you merely push out from the specially selected medium/soft R.UBB£f> POtN£*€D - Tim.SPAN * COLOUR PRINTED balsa. Insignia, markings, etc., are all attractively printod, even the undercarriage is pre-shaped for quick assembly. Piccorial * PLASTIC PROPELLER stage-by-stage instructions ensure that you can't go wrong when building, and good design ensures that evory model in the range * PRE-SHAPED is a first rate flyer. Ask for them at your local model shop and look out for new UNDERCARRIAGE models in the very near future. ic ILLUSTRATED STEP-BY- STEP instructions Price inc. P. Tax 5/11 /9 in SPAN Manufactured and Distributed by A. A. HALES LTD. C E S S N A B IR D DOC 60, Station Road, New Southgate, N .ll. Tel: ENTerprise 838I

T ldiK IlS VISf OI M

Something now and outstanding in ornamental models. Prc-fabricated parts in silver plastic; ready for assembly; beautiful detail; choice of liveries o f world-famous airlines in authentic colours. Complete with streamlined supporting stand.

details o f all models to : SEBEL PRODUCTS LIMITED “ J" Division, West Street, Erith, Kent. Telephone: Erith 3020. Telegrams: Sebclco, Erith.

V l I L f A N

- I a tv si llolloirs intuit·t Newest o f the fascinating models that can be made in minutes. True 1/144 scale; low cost. Kits comprise prefabricated plastic, fuselage shells, mainplane, tailplune, and fin, plus transfers and easy-to-follow instructions. Simply sand-paper edges, and finish. Others in this popular scries: Javelin, Canberra B-8, Valiant. December, 1956 681

/Make it or M end it — you can't go w rong!

Rawlplug Plastic Wood is of Durofix is a strong, colourless • You’ll drill brick, tile, cement. enormous help in modelling. I adhesive that sticks almost I etc., with astonishing ease and Intricate shapes and curves | anything to anything with a I speed by using a Rawiping practically invisible Join. Being become easy. You apply it like heat-proof and waterproof. Dunum-tipped Drill. Can be putty; when dry it’s w o o d —can Durofix is ideal for repairing I used in hand or suitable eloc- be sawn, planed, or polished. | crockery, china and glass. J trie drills.

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Kindly mention A EROMODELLER when replying to advertisers 682 December, 1956

THE MASTER TOUCH

. . . with Rritfix colour dopes. Clean and bright» smooth and easy to work with, they provide the perfect finish which^all good craftsmen expect 1 Available in a wide range o f colours. 4 oz. jar 8d., The 2 oz. jar 1/6, J pint tin 2/10d., BURLINGTON 4 pint tin 5/-. Also in a Hobby Chest new handy can 1/-. A superb moulded cabinet equipped with N os. I, 2 and S knives and all the X -acto blades e x cep t N os. 34 and 3S. O ther tool·» include gouges, routers, punches a balsa stripper, a plane, a sander and a spokeshave. The Burlington is the finest craftsman's out­ fit you can buy. Price 87 6.

Every X-acto blade and tool is designed to d o a specific job. Each one locks rigidly into its appropriate handle to give a perfectly balanced instrument. Blades from 2 6 for 5; Knives from 3 - each. Tool Kits24 6 to 87 6. Latest additions to the X -acto range in­ clude: ϋ - n'»ouu* nt.·. rw<, *l| C la m p s . Special aluminium alloy. Set of 4. 10 6 Razor Saws. Will cut wood, soft metal, bone, etc. Fit N o. 5 handle. N o. 34. 4 j ' long x i* deep. 2 -. No. 35. 4 j' long x Iv deep. 2/6. No. SJ Razor Saw Sat 10,6. General Purpose Knife N o. 1001. With spare blade in handle. 4 cutting edges. 1/6. ■ —i Aik your stockist for full detailt of the X-acto range or write to BRITFIX PRODUCTS f TRIX LTD.. FREE. FUI.I.Y INFORMATIVE AND FULL II Old Burlington St., .COLOURED PRICE LISTED CATALOGUES |3k. ARE AVAILABLE TO RETAILERS λ London, W .l W V . ON REQUEST

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The Model Aircraft Specialists |se n d s ?tllia s (S m tilig E i to all his many*] sifriends and customers all over the w orld? FROG’ PLASTIC SCALE KITS SUPER DETAIL l/72nd Scale* Plastic Kies. HUNTER 5 /3,1 SABRE 5/3. SEAHAWK 5/3, f D. H. 110 8/4, WHIRLWIND ί HELICOPTER 5/9. JAVELIN 7,4,# CANBERRA 8/4. These kits a r e / completo with cement and stand. / Special "O'M y" enamels for abovo / kits in all colours 8d. each. Postage * on all Plastic Kits 9d. extra. # ENGINES l NEW Allen Mercury I c.c. 58,4 ? NEW Frog 149 with Vibro- a matie Induction ... 54/9 ί NEW Frog 2.49 c.c. B.B. 79; 3 ? Frog50Mk.ll ... 48,6* Frog 150 Mk. II 49/- > „ PLASTIC VINTAGE CARS Allbon Dart .5 c.c. 64/2 ί 1911 Rolls Royce. Bentley; 1913 Allbon Spitfire I c.c. .. 66 .2 / Mercedes: 1907 Renault; 1915 Fiat; E. D. Baby .49 c.c. 55/11? ; . all at 7/3 each. 1903 Cadillac: E.D. Bee I c.c. Mk. Ill 54/7 \ Λ Model T Ford 1910: Oldsmobilo E.D. Hornet 1.5 c.c. 58/4? 1904; at S/- each. 1954 D Typo E.D. Racer 2.5 c.c. B.B. 80,ίI 5 2 Jaguar 7/11. 1903 Ford; 1900 Alien-Mercury 25 68/6 > j i Packard 6/3. 1905 Humber; 1905 Allen-Morcury 35 71/8 a 2 Vauxhall at 7/3 each. Enamels 8d. Mills .75 c.c...... 59,8 \ S w a t c h o u t f o r t h e Full range of water-cooled Engines ^ i f NEW and Jetex Motors and Spares g if REVELL PLASTIC KITS always in stock. it NAUTILUS Atomic Submar,no AIRFIX PLASTIC KITS i f 7/4. To follow shortly: Old-time Spitfire ...... 1 i ii * ύ Car kits at 4/11 and 4/11. Send for 1911 Rolls Royce * {' * & detail In my new Price list. Price 4d. Gloster Gladiator \ t? D.C. BIPE complete kit for only Darracq ... ‘ \ it 83/·, including the following: Galleon kits. Victory, Shannon, g it SUPER MERLIN ENGINE, Prop and Golden Hind and Santa Maria 2/- ea. g m Tank. Printed balsa parts, Pre- i f Fus., Dope, Cement, Wheels, Ferguson Farm Tractor 3/11 i Control line handle and lines. Black Pirate Galleon 13/11 g CAN BE ASSEMBLED IN ONE The only ready made CONTROL Q HOUR. LINE PLANE. THE C H A L ·, CO NTRO L LINE KITS LENGER, Price complete with > ( K.K. Ranger . NEW E.D. 1.46 engine £S Is. 6d. g ( K.K. Champ . or with second-hand E.D. BEE a 5 c.c. Racing Engine (K .K . Joker £3 17a. 6d. AEROMODELLER ANNUAL * Fast attaining new records in team price 10a., postage 6d. extra** Send for your copy today. * racing and speed events throughout g New Mercury Mustang Monarch Stunt X-ACTO BURLINGTON the world. Veron Combateer Stunt TOOL CHEST £4 7a. 6d. Send i » Frog Vandiver Mk. II for full range price list of X-ACTO i New tolerances in manufacture ensure i Frog Mirage for f c ______Cutting Tools.______| long life and superb performance. i N EW RANGE OF PLASTIC NEW AMERICAN LINDBERG f KITS I/48th SCALE PLASTIC KITS * Precision built by aircraft engineers. Ψ Call and see these beautiful In stock RUSSIAN MIG-19... 7/11 * ί models on display in my shop, SPITFIRE ...... 7/11 * Ballrace and Phosphor Bronze Bearings. f Kleeware GRAND BANKS FISH­ To follow soon CONVAIR and* I N G SCHOONER 2SI·; SEA- F-91 THUNDERCEPTOR. * Nickel chrome hardened and ground * GOING DIESEL TUG 25/-: TWO each II I I * 'f MINIATURE VINTAGE CARS 2/11; Watch for further planes in this * crankshaft. ( ANTIQUE PISTOLS — Buccaneer. range. # Privateer. York Town and Bunker- (SECOND-HAND ENGINES J, Backed by the E.T.A. Guarantee and 1 hill, all at 8/11 each. E.D. Baby .46 c.c., ED. Beo I c.c. # "A fter Sales Service” . 1 Lincoln STARFIRE...... 3/11 35/-; Merlin .78 c.c.. Mills .75 c.c. * t Lincoln VISCOUNT ... 3/11 35/-: E.D. Racer 2.46 c.c. 50/-: E.D. * ( CONSTELLATION...... 4/11 3.46 c.c., A.M. 24 42,4; Frog 2.49 * The Supreme Choice of the Connoisseur. ALLBON ENGINES B.B. 50/-: Frog 50 and 150 35/-* REDUCED each; Allbon Dart .5 c.c. 40/-; * ) MERLIN N ow 45/- Spitfire I c.c. 37,6: A.M. 3S 45/-: i PRICE INC. P. TAX £7-6-4 1 SUPER MERLIN N ow S4/- E.D. 1.46 c.c. 37/6. Send for jr i SUPER SABRE N ow 54/- S/H Engine List. « All In stock. Order yours N OW . your Local Model Shop I PAY CASH FOR G OOD » At All sent post free. SECON D-HAN D ENGINES ETA INSTRUMENTS LTD. m CASTLE ARCADE 289 HIGH STREET, WATFORD, HERTS. CARDIFF

Kindly mention AEROMODELLER when replying to advertisers ElfilflUlflEl 686 December. 1956

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AEROMODELLER INDEX, 1956 Once more we offer our free service to readers in pro­ 1'ondUiontt of Salt·.... viding a four-page complete index to Volume 21 of This Periodical is sold subject to the following conditions—That it "AEROMODELLER” for the past year. A ll we ask is for a lhall not. without the writton consent of the publishers, be lent, resold, hired-out or otherwise disposod of by way of Trade except stamped addressed envelope measuring 9£in. x 6^in. so at the full retail price of 1/6 and that it shall not be lent, resold, hired- that we can send it back to you with only a single fold. out, or otherwise disposed of in a mutilated condition or in any The Index w ill be available from December 15th. 1956. unauthorised cover by way of Trade; or affixod to or as part of any T H E "AEROMODELLER" publication of advertising, literary or pictorial matter whatsoever. T H E •AEROMODELLER" 38 CLARENDON ROAD. WATFORD, HERTS. 38 CLARENDON ROAD. WATFORD. HERTS. December, 1956 687

----- (LAMMII'IKI» AlIVKIlTIKKMKftTN ------PRESS DATE for Ι ··υ ·. January, 1957. N ovem ber 19. 1956. G l f i eifflaender reboring service ADVERTISEMENT RATES: FIELD BANK, CHESTER ROAD, MACCLESFIELD Private Minimum 18 word· 8»., end 4d. per word for REBORES: BEES Series I and PB ELFINS. 14/-. HALF each subsequent word. C.C.S, 20/·. OTHERS 18/-, except those under .46 c.c.s, which are 22/·. Prices cash with order. Return postage free. Trad* Minimum 18 word· 12a., and 8d. per word for C.O.D. service 2/- extra. SPARES stocked and fitted. each subsequent word. ENQUIRIES'. S.A.E. please for immediate attention. Box number* are perml««ible, to count aa 6 word* when coating PROMPT SERVICE with 30 days’ guarantee. WELDING the advertisement. carried out at owners' risk only. W e do not bore ringed motors COPY and Box No. replies should be sent to the Classified Advertisement Department. The "A •romodiller," 38 Clarendon Road. Watford. Herts. r-E. C. C.------FOR SALE Radio Repair Service AeROMODKLLEIH January. 1950, to August. 1955. excellent condition. £2 5s. 0d. including postage, or offers. Duce, 38 Queens Road, Bumham- Service and repairs promptly carried out on all on-Crouch, Essex. Thornton Rickard Lantern Projector in perfect order. 500 watt bulb E.C.C. radio equipment. All work Guaranteed. and infinite nd;uMinent. Suitable for thioroom lectures, etc. £12 or G. G. Davie. 7 Davidson Road, Thorpe, Norwich, Norfolk near offer. Apply Box 502. K.C.C. Hand T x and 951a Rx 1 E.D. Standard escapement. I Typhoon Norwich 33528. escapement, £ 6 10s. Od. Good condition. D . White, 11 St. James Crescent. Bexnill-on-Sea, Sussex. Amco BB £3 0». Od. Dynjyct, Starting Coil, 3 sets Valves, £7 0s. 0d. E.D. Mk. I ll Rcc. and Escapement, 50*. All good condition. 82 Putnoo MODKLLEII8 POSTAL SERVICE Lane, Bedford. (Run by modelling enthusiast) New Frog 500 Petrol complete with coil and glow plug, 70s, Will sell separately. Box No. 501. Aero, Ship and Car Kits K.C.C. Tele-Commander T x 95IA R X with spare valve. E.D. Mk. I ll Accessories, Radio Control, etc. Escapement, £8. G . Sun. 110 New Winchelsea Road, Rye, Sussex. Govt, surplus relays Siemens 3,400 ohm 12a. 6d. Sigma SCR 522 or 4F Send 3d. for lists. 30s. 1 luhne. "Gonteland*” , King Road, Wilmslow, Cheshire. SENIORS, 3 C O R O N A T IO N H O U S E , E.D. Mk. 3. T x 8 Boomerang, complete in Bowden white wings. 78 in. model 4 in. M.S. Airwhecls. Miles Special. All bench tested, lot £12 10s. HIGH STREET. NEWHAVEN, SUSSEX Steele, Tambrick Farm, Blackpool Road. Kirkham, Lancs. SITUATIONS VACANT BO O KSllllllllllllllllllimillimilllllllllliml- Opportunity exists for a young man of the right type to train as Sales Assistant with prospects ot’ a permanent ami progressive position with world-famous model shop. Applicants should be between school leaving ΞΞ The books you want on Aviation are here—we stock no Ξ and 20 years o f age ami should apply either in person or in writing to — others. We buy, sell, or exchange and invite letters or = Henry XicholU Ltd., 308 Holloway Road, London, N.7. = caller*. OPEN ALL DAY SATURDAY ONLY. Beaumont = π Aviation Literature. 2a Ridge Avenue, Winch mo re = WANTED = Hill. London, N.2I. (Trolleybus 629. 641 or Greenline = — Bus 715 pass the d oor). 7 to 10 c.c. Petrol Engine with Coil, etc. Particulars and price to: A. E. Newby, 5ft Lime Avenue, Leamington Spa, Warwickshire. Plan or Kit o f Kdlkraft Scorpion very badly. Write: J. Kimbcr, 80 Pauntlcy Road, Mudeford, Christchurch, Hants. illllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll BEAUMONT Wanted urgently, Dynajet or similar in good running condition. State price. Bundle, 61 Shcringham Avenue, London, N.14. TRADE Model Engines, sold or exchanged. We also buv secondhand Engines IT’S NOVEL ! if in good condition. "Engine Exchange", I Thorpe Road Avenue, Howden, Near Goole. BOOKS IT’S EXCITING ! ! American Magazines. Year’s subscription Model Airplane Newt 35a- Full ^catalogue free. Willen Ltd. (Dept. I), 9 Draper» Gardens, London, IT’S TRUE ! ! ! Antique Aircraft Fans. Subscribe to tlic Antique Airplane Newt. 12 ages of new* and photos o f old aircraft. Membership and sulweription 1:00 per year. Payable via International Money Order, Antique Airplane rAssociation, Box 52. Ottumwa, Iowa, U.S.A. IT’S BENDERS MASTER nnt AinotioiHiiin Keep your "AEROMODELLERS” neat and tidy and DETECTIVE handy for reference purposes in one of the well known EASIBIND binders. These patent binders arc quarter- bound in maroon and are supplied complete with wire retainers and locating rods, to enable any number of copies from one to a dozen to be held securely THE SIIIIIIM. MOMHI.Y in place, whilst firm ly fixed copies can be instantly M A G A Z IN E Γ Ό Μ Ά I M AG detached. The name AEROMODELLER is embossed in gilt on the spine. Price including postage ΙΟ ’HUE CRIME CASES (You do NOT have to send us your copies'.) 1016

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Kindly mention AEROMODELLER when replying to advertisers i Mil) 688 December, 1956

TIIK SIIOI* SSITII THE STOC K PLASTIC KITS CARS :: AIRCRAFT :: SHIPS Agents for: REVELL, FROG, RANDALL. GOWLAND, LINDBERG, LINCOLN, MERIT, MONOGRAM, AURORA, GUITERMAN, KLEEWARE, HAW K and AIRFIX Send S.A.E. fo r List PI·»»* add Pottage for Prompt Mail Order Service

Dunlop rubber, excess wood, ready-shaped ribs, tailplane fin, ready- JONES BROS of CHISWICK carved notcblock with brass bush incorporated, Britfix cement, 54 TURN HAM GREEN TERRACE. CHISWICK. W .4 Modclspan coloured tissue, bent propshaft. cup washers, superb plan with detailed instructions, bent undercarriage with fitted aluminium phone CHI 0858 (I min. from Turnham Green Station) Ett. If 11 wheels, clear celluloid— and a guarantee that it will fly like a charm. Span. 20‘ . Send direct, or buy through your model shop. 7/6 SIMPLEX MODELS. HIGH ROAD. CHIGWELL, ESSEX Trade enquiries invited. STICK TO ZZ TRUCUT Machine carved and hand sanded from the finest imported beech, New Look Trucut props, are available in the most comprehensive range to the discerning modeller, at competitive prices. REDUCED blade area and thickness make these props, the most efficient available for all of today's high performance -it sticks motors. DIAMETERS and PRICES: Sand 6 in. 1/91. 7 and 8 in. I/II. 9 and 10 in. 2 /lj. Mm.24. l2mJ8j. 13 in. 3/—. Min. 3/6. All prices inclusive of Purchase everything! Tax PITCHES from 3 in. to 12 in. Range includes 7 x 7 and 7 x 9 second to none, at l/l I for the T/R fans, and a PUSHER prop 7 χ 5 at 3/4. PER TUBE Obtain them through your Model Shop Trade enquiries invited to: PROGRESS AERO WORKS, CHESTER R0«0. MACCLESFIELD, ENGLAND

W e stock the full range of KEILKRAFT KITS “COMPASS” MODELS Also Javis and Compass Solids, plastic car and aircraft kits, boat kits, “ O O " Gauge Railway accessories, A unique range of Balsa Solids. 21 World W ar II X-Acto Tools, Marquetry and General Handicrafts, A irc ra ft all listed in our latest Illustrated Catalogue. Send 1/6 P.0. today for your copy by return. Also FAIREY F.D.2, FI04 ‘ STARFIGHTER’, AVRO f (LEATHERCRAFTS) LTD. ''VULCAN ’ Bl. All. 1/72 Scale P.0. BOX 53 BRADFORD When in LEEDS call and If your Dealer does not stock, write: ( H o M v a / see us at 52 The Headrow C. P. DIXO N . ADASTRA WORKS, KING STREET. alto at 53 CAVENDISH ST.. KEIGHLEY, A 68 WESTGATE, BRADFORD SOUTHPORT S.A.E. for Price List

Λ τι ι:ικ I V A Λ Λ Κ Η Ο KITS ! ! “ WORLD’S LEADING HOBBY HOUSE” Berkeley "Colonial Skimmer" Amphibious frec-flight scale for ,5-.8 c.c.. l/l2th full size with 33) in. span, has perfect hull design for water take-offs or R.O.G, Complete "polk^ IMPORT - EXPORT kit of parts and drawing £2 5s. Od. IMPORT: Manufacturers please send Berkeley "Mitchell B-25'' 42-in. scale twin controller for above 1.5 c.c.’ s. Retracting u/c, wing flaps, catalogues and samples for best U.S. formed metal cowls, canopies, transfers, carved fuselage and nacelles. representation. Absolutely complete kit of parts, with drawing £8 ISs. Od. EXPORT: Over 350 U.S. ranges from one source. One Invoice! One Berkeley " Navion super 260" Shipment! Available shortly, a terrific kit tor this 68 in. low wing scale for radio, free-flight or controline. Easy to build, big and roomy . 69 15·. Od. POLK’S c?aft HOBBIESi All prices, packing and carriage extra. Bond's General Model Catalogue 2s 314 Fifth Avenue. New York City I Ι Ι Ο Μ Γ . Η O' K t S T O \ I t » . L td . Est 1887 357 EUSTON ROAD LONDON N .W .I. phone: EUStan S44I-2

Kindly mention AEROMODELLER when replying to advertisers I h r is/mas Pro souls Worth Π a tin q!

SUPER MERLIN

.76 c.c. .046 cu. ins. Chipmunk

B allerin a Precision built by skilled engineers to last you a modelling lifetime, the Super Merlin is complete with integral plastic tank, propeller, tommy bar and anodised spinner. Easy to start, it delivers ample power for its capacity and is ideal for r A : any of the kits shown opposite. PRICE CHIPMUNK 30-inch span. This control line scale model is an accurate replica of the actual training aircraft used by H.R.H. The Duke of Edinburgh. Authentic registration letters, roundels, etc., are included in a sheet of quality transfers and the kit is absolutely complete with wheols, tank, and pre-shaped wing All parts are accurately printed on top grade balsa md construction is made child's play by the schematic stage- I r I by-stage instruction sheet. PRICE including tax " * BALLERINA 38-inch span. Fit this model with a Super Merlin and you have the perfect combination for a first power model. Construction is simplicity itself. The Kit includes accurate printed parts, shaped trailing edges, etc., all on satin smooth top grade balsa. Big feature of the design by Vic Smeed is its foolproof performance. Even the beginner will find it difficult to prang, yet snappy performance up to contest I ^ A standard can be achieved if required. PRICE including tax ■ “ / v

WIMPIE A beginner's I9j-mch span Control Line Trainer especially designed for simplicity of construction. Fuselage is ready profiled, ribs and tail surfaces diecut from selected balsa. Wheels, plywood, piano wire, and aluminium control plate, etc., are all Included together with an O i l accurate nlan and explicit building instructions. PRICE including tax . Bi

D.C. BIPE A complete 15-Inch span Control Line Biplane Kit which includes Super Merlin Engino with propeller, special sidewinder tank, etc. Printod balsa parts, precut fuselage and flying surfaces, cement, dope, control line handles and lines, in fact ail you have to do is assemble the parts, which can be done in one hour, and the model is ready to fly. It is the ideal model for your first attempt at control line flying and is virtually crashproof owing to the exceptionally sturdy construction. Full flying instructions are printed on the box label. A A PRICE including tax

From your Local Model Shop Manufactured by— DAVIES CHARLTON LIMITED HILL’S MEADOWS : DOUGLAS : ISLE OF MAN Build and Fly these authentic scale models of old-time fighter aircraft from the KK JUNIOR FLYING SCALE SERIES v\

O N L y M U EACH ^ SOPWITH CAMEL

In spite of the extremely low price of these kits, contents are very complete, as this illustration shows. You get ample supplies of materials including cement and even a rubber motor! Everything you need to build a firs t class m odel, ^ ^ NIEUPORT except dope.

Sole distributors in U.K.for BUY KEILKRAFT AT YOUR LOCAL MODEL SHOP ALLBON & D.C. Engines Ifno model shop convenient, order direct from KEILKRAFT. Please add 6d. extra packing and postage ELMIC Timers and D Ts. ELFIN Engines AEROKITS boat kits Also distributors for E.D., E.C.C.. BRITFIX, AMCO, and the famous L I N D B E R G Plastics Manufactured by E. K E IL& CO. LTD., W IC K F O R D , Essex Phone. W ickford2316

Mule and printed m Great ll'itain In the Cioydon I imw ltd.. 104 Hi eli S reel. Croydon, lor tin.- Proprietor·, the Model Acronauikal Press Lid. 38 Clarendon Road. Watford. Herts. Published bv the Aritus Pro» Ltd.. 42-44 llopton Street. I ■ ndon. S.F..I. to whom all trade enquiries should be addressed. Registered at the G-P.O. lor transmission by Canadian Magazine Post.