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This issue magazine after the initial original scanning, has been digitally processing for better results and lower capacity Pdf file from me.

The plans and the articles that exist within, you can find published at full dimensions to build a model at the following websites.

All Plans and Articles can be found here:

Hlsat Blog Free Plans and Articles. http://www.rcgroups.com/forums/member.php?u=107085

AeroFred Gallery Free Plans.

http://aerofred.com/index.php

Hip Pocket Aeronautics Gallery Free Plans.

http://www.hippocketaeronautics.com/hpa_plans/index.php

Diligence Work by Hlsat.

the *Εκυ-\ιυΐ)ΐ:ι,ι,Εΐ< ι,

IN SPITE OF THE

PURCHASE TAX REGD. STILL GIVES YOU UNBEATABLE VALUE IN KITS

15 W I N G S P A N l/72nd./ SC A L E S O L ID KITS FLYING SCALE © H u rric a n e Spitfire. MODELS Hawker Fury

C u m i m F igh te r L ysa n d c r. Morane Fighter Fairey Battle. Fairey Batik Morane Fighter Super Spitfire H e in kel. H u rric an e . Mcsserschmitt Kw Taylor Cub- Mcsserschniitt Rear win Speed··*·; Hornet Moth HEINKEL B A Eagle Milev Magisn-r. I hesc non-flying kits make up into super little models. Eveiy- A complete kit to build a snappy model of thing is included in the kit. and the detailed plans and direc­ any of these famous machines tions make construction very

STAR” SERIES MODEL* LYSANDER 20 in. wing span kits containing full-size plan, four printed balsa sheets strip, wire, wheels, tissue, cement, propellers, insignia, etc.

Hurricane. Fairey Battle. Spitfire. Heinkel. Messerschmut. Curtiss Ftghtei and a Cabin Duration model

24 in. wing span Skyleada " HAW K ' duration model. Designed for flying performance, easy to construct and attractive in appearance. Kit includes ample material, full-size drawing and instructions, as well as hand finished propeller and dope.

‘Skyleada" SW ALLOW , similar design to Hawk but 20 in. wing span Kit 4/3. Θ SKYLEADA GULL-WING SAILPLANE 3 ft. W ing span

A spk tideu model, with distinct soaring qualities. Wing· detachable: also tail-plane. Kit is fully complete with all materials, full-size drawings and instructions, and k it 6 / 8 inrhidejj dope

All prices include Purchase Tax, but packing and postage is extra. Add 4d. for Is. 3d. and Is. 6d. kits ; Id. for others SKYLEADA MODELS, 5 South End, Croydon *— ■·■...... M ...... ______Trade orders and enquiries to— SKYLEADA MODELS, MARKET PLACE, WATLINGTON, OXFORD

E ι mil \ minium I III·. [KHO-MOOEl.I.EH uhen replying t·· othrrliser* Jan nary. 1911 THE i ERO-MODEI.L Eli

USE THIS ORDER FORM NOW ★ ORDER YOUR COPY OF THE AERO-MODELLER IN ADVANCE

In future, newsagents and model shops will only have a few copies extra to definite orders— by using this order form, you can make certain that there is a copy ordered for you.

TO (NEWSAGENT OR MODEL SHOP) PLEASE RESERVE/DELIVER THE “AERO-MODELLER” EVERY MONTH UNTIL FURTHER NOTICE.

NAME...... ADDRESS

i r Although rallies and large meetings cannot now be organised, the hobby of aero-modelling will continue ■JL· THc. A hrO'Modsllur will be mailed io any address —in fact will expand—due to increased interest in aerial ^ in the world, far one year, for 10s. fed. post free. warfare. T he Aero-Modeu.er will keep you abreast of If you live abroad, or are likely to be moving about the the latest designs for solid and flying scale models of country, post this form, together with cheque/postal order for 10s. 6d.. io A ’len House. Newarke Street. the world’s fighter aircraft, and advised of the latest Leicester, and make sure of your copy direct from the war-time kits as they become available. printer each month. SIGN AND HAND TO YOUR NEWSAGENT TO-DAY

BUSINESS AND EDITORIAL ANNOUNCEMENTS

ADVERTISEMENTS.—T h e A e r o -M o d e u . e e is recog­ Ltd., and remittances from abroad should be nised as the official journal of the Model Aircraft made by international money order in sterling Trade Association, and reports are published from TERMS.— Monthly accounts strictly net. time to time for the benefit of the members. The E D IT O R IA L.— All communications should be ad policy of the journal is to support the Μ .Α.Τ.Λ dressed to the Editor, T h e A e r o -M o d e i.l e k , Allen in every possible way. House, Newarke Street, Leicester, and contribu All instructions, matter and blocks for all kinds lions must be accompanied by a stamped addressed of advertisements must reach Allen House, envelope for their return in the event of being Newarke Street, Leicester, not later than the 3rd unsuitable. Whilst every care will i.e taken ol of the month, otherwise we cannot guarantee to MSS. submitted for consideration, the Editor does MODEL AIRCRAFT provide proofs in time for checking Passed proofs not hold himself responsible for safe keeping or TRADE ASSOCIATION should be sent direct to our printers, The Sidney safe return of anything submitted for his con­ “ Press, Sidney Road, Redford, to arrive not later sideration. than the Gth of the month. We reserve the ARTICLES should (preferably) be typed or written on right to hold over until the following issue, if one side of the paper only, ami should normally necessary, advertisements or passed proofs ihereol not exceed 1,200-1,400 word>. received at our printers later than the Oth of DRAW INGS should be in Indian ink on white card the month. or linen tracing cloth. Actual size is not .itnpor Copy must be supplied without application from taut, but the length/width ratio should be 10:7 the publishers, and current copy and blocks will (for full-page reproduction) and 4J :7 (for half-page be repeated if new copy is not received at the reproduction). time of closing for Press. Advertisement copy is subject to the approval of the publishers. All PH O TO G RAPH S must have sender’s name and advertisements and contracts are accepted and address and full description written on the back. made upon the express condition that the publishers PAYM E N T will be made for all articles printed, with have the absolute right to refuse to insert copy an allowance for photographs and drawings (pro to which they may object for legal, public, or trade vided the latter are suitable (or direct reproduc­ reasons, which includes the right of rejection ol tion and do not require redrawing). All articles, advertisements, whole or part, containing cut drawings and other conttibutions paid for and prices of goods coming under any price main published in this journal are the copyright of the tenance scheme as approved bv the Model Aircraft publishers, from whom alone authority to re­ Trade Association, and sui h refusal shall not publish or reproduce can be obtained. be good ground for advertisers to stop a current CHEQUES are posted on on before 15th of the month contract or to refuse to pay for the same, or for following publication. taking action for breach of contract. SUBSCRIPTION RATES.—T hb Xkro-Modeli.ek will RE M ITTANC E S.— Postal orders, cheques, etc., should be mailed, post free, to any address in the world be made payable to Model Aeronautical Press for an annual subscription ol 9 6.

Made and printed in Great Britain by The Sidney Press Ltd., London and Bedford, for the Proprietors and Publishers. The Model Aeronautical Press Ltd.. Allen House. Newarke Street. Leicester. Trade Distributors: Horace Marshall and Son Ltd.. Temple House. Tallis Street. London. F..C.4- C160L Sole agents for Australia and New Zealand : Gordon and Gotch (Australasia) Ltd Registered at the G P O. for transmission by Canadian Magazine Post V THE AERO-MODELLER January, 1941 A

Honorary President : Honorary Chairman : Lt.-Col. C. E. BO W DEN D. A. RUSSELL

Honorary Secretary : DUDLEY SHIP

Every model aircraft enthusiast should, in his own interests, become a member of the National Guild of Aeromodellists. The Guild is sponsored by the “ AERO-MODELLER,” the monthly magazine devoted to the latest ideas and practices of this interesting hobby in which many thousands are concerned, is approved by the Society of Model Aeronautical Eng neers, and has for Honorary Chairman Lt.-Col. C. E. Bowden, one of the most well-known designers and builders of petrol ’planes in this country. The important feature of the Guild is the Third-Party Insurance Policy underwritten by Lloyd’s. All members of the Guild are automatically insured under a group policy— unlimited claims, any one claim up to £5,000— as soon as their subscriptions have been paid ; and there are no other premium charges. After all, no matter how careful you may be when flying a model ’plane, accidents may happen, and if a bystander is injured or property damaged, you may be called upon to pay a pretty penny to settle the matter. The Guild has settled claims as low as 3/6 for a broken window pane, and as high as £30 in respect of an eye injury caused by a rubber-driven ’plane. Membership of the Guild is open to all aero-modellers in Great Britain and Northern Ireland. Subscriptions are 6d. per annum for those who fly rubber-driven models, and 2/6 per annum for those who fly petrol ’planes. There is an attractive lapel badge available for I/-, and transfers in black and gold, for affixing to members’ ’planes, at two for a penny.

Send a postcard to the Hon. Secretary for full particulars.

THE NATIONAL GUILD OF AEROMODELLISTS AlU N HOUSE.NEWARKE ST. LEICESTER. ^ ' Λ

\ January, 1941 77//·; AERO-MODEU.ER 1

he Model of Cutstanding Performance

PRICE

PURCHASE TAX EXTRA MODEL AIRCRAFT 2 6 Wing span. Weight I* ounces. Average TRADE ASSCCIATION duration 90 seconds, best flight to date 2 k hours. SUPER ENDURANCE MODEL Wholesale KIT CONTAINS all ribs ready cut, finished Di$tributort of the following propeller, tissue, cement, dope, rubber, lubricant, best quality balsa, fully detailed blue print, etc., etc. BALSA WOOD, TISSUES, DOPES, INSIGNIA WATER SLIDE TRANSFERS OF BRITISH AND FOREIGN AIRCRAFT MARKINGS IN CEMENT, WIRE, W IDE RANGE OF SIZES______WHEELS, PRO­ ALL CORRECT COLOURS IN MATT FINISH FOR BRITISH PELLERS, BLUE CAMOUFLAGE DOPES AND FOREIGN 'PLANES PRINTS AND ALL MODELLERS' SUP­ THE MESSERSCHMITT M.E. NO The Solid Model of the month. PLIES. A C.M.A. Model Kit to build a super-deta led modei of th-> German aircraft that convoys the bom beu that raid cur coasts ard t.-wr.s. The M.E. I 10. has two Daim­ ler-Benz engines and a speed of well over .00 m.p.h., and a long range, and has Scalecraft Kits proved a very popular target for our Spitfires and A.A. guns. The model looks very Skyleada Kils smart in the colour scheme provided in the kit. which is black on top and light-blue underneath. The kit also contains all the parts ready cut to shape, and cement, Star Models seats, correct water-slide transfer insignia. n>att dopes, fully-detailed blue - print Megow Kits and complete instructions. Price 5/9. Purchaso Tax extra. Atlanta Kits SUPER MODEL KITS. SCALE Γ-Γ Aero Kits S . E J ...... 41- BRISTOL FIGHTER.. 4/3 P F A L Z D . I 2 ...... 41- FAIREY BATTLE 4/6 Leyden Ship Kits MESSERSCHMITT B.F. 109 4/- D.H. DRAGONFLY.. 4,6 M O R A N E S A U L N I E R 406 4/3 WESTLAND LYSANDER.. S I- S E N D FOR SUPERMARINE SPITFIRE 4/3 BRISTOL BLENHEIM 5 9 CATALOG JE AND H A W K E R H U R R I C A N E .. 4/3 MESSERSCHMITT Μ.Ε.ΙΙ0 5,9 TERM S N O W CHINGFORD MODEL AERODROME WHOLEBALI 155 STATION ROAD TELEPHONE : ONLY CHINGFORD. LONDON. E.4 SILVERTHORNE 1052 MESSERSCHMITT M.E. 110. 5 9

Made by constructors for constructors—Joy-Plane better products enable you to build better models!

J O Y B A L S A C E M E N T — makes the strongest joint of ail and is quick and hard drying 3 Id., 7d., 1/2 J O Y W A T E R P R O O F D O P E — gives an oilskin finish. 4*d., 8d. FIELD C E M E N T — for prompt field repairing. 7d. SILVER D O P E — silver, not leady. 4d., 7|d., 1/2 SILK W I N G D O P E — (approximately 4 pt.). 3/6 W I N G D O P E (c le a r)— finest shrinking quality possible. 3Jd.,7d.,1/-. COLOURED W ING DOPE (all colours) 4d., 7Jd., 1/2 B A N A N A O IL (1) Thick, waterproofs balsa wood. etc. 3>d„ 7d., 1/- (2) Thin, waterproofs tissue. 3 d., 7d., 1/- JOY MODEL DOPES (Opaque Colours) including camouflage. GLOSSY or MATT black, white, brown, green, grey, pale blue. 4d., 7id., 1/2. R U B B E R L U B R I C A N T — more " m ile s " per turn. 4d., 8d. T IS S U E P A S T E — the clean and easy adhesive. 4d., 8d. L U M I N O U S P A I N T — insist upon " N e w Discovery" Brand Outfits. Base coat and luminous coat 1/ 8, 2/10 SPECIAL BRUSH CLEANER 3|d.

Who/ctafe enquiries for Special Kit Packs o f above lintt to Dept. K.

it Ask for particulars of export terms, prices, etc.

TURNBRIDGE MANUFACTURING & SUPPLY Co. Ltd., 52a 62a Longley tRoad, London, S.W.17 & MOOtI l.HCRAH tRtut ASSOCIATION

Kindly mention Till·'. I EfU )■ MODKI J ER n iton replying to advertisers. THE AERO-MODELLER January, 1941

V / 7 2 , \SCALE PLANS

For aero-modellers the book is a source BOUND of constant inter­ IN C L O T H est, giving as it does the choice B O A R D S of building noless WITH than 87 of the

LOOSE w o rld ’s most famousaircraft. C O V ER IN Order your FULL copy N O W . and remem­ COLOU RS HE most up-to-date and com­ ber. it makes prehensive book on Aircraft A S T a wonderful ; used in the war yet published ILLUSTRATED C h r i s t mas Compiled by experts in close present Size 11 in. x 8.1, in touch with the latest types of machines, every detail of informa­ tion has been checked and double checked to ensure an absolute PHOTOGRAPH authentic and correct work of reference. 280 AND FULL DETAILS vPACES/ OF v EACH PLANE ' January, 1941 THE AERO-MODELLER 3

ORDER YOUR COPY NOW 45 # # # DOUBLE-PAGE P GET ONE FOR YOURSELF PLANS

GREAT BRITAIN. AND GREAT BRITAIN. Gloster Gladiator Fighter. Fair·/ Fulmar Fighter. Bristol Blonheim I Fighter and Blenheim IV Hawker Hurricane Fighter. B o m b e r. Supermarine Spitfire Fighter. ANOTHER TO GIVE AS A Bristol Beaufort General Purpose Monoplane. Boulton-Paul Defiant two-seater Fighter Handley-Page Hampden and Hereford Fairey Battle Bomber. B o m b e rs. Westland lysandcr Army Co-operation Vickers-Armstrongs Wellington Bomber. M ono p lane . SEASONABLE PRESENT Armstrong-Whltworth Whitley IV. Bomber Fairey Seafox Light Reconnaissance Seaplare. Avro Anson Reconnaissance Monoplane. Supermarinc Walrus Reconnaissance Am­ Vickers Wellesley Bomber. phibian. * * * D.H. Hertfordshire Troop Carrier. Fairey Swordfish Fleet Torpedo-Bomber. Bristol Bombay Troop Carrier. Fairey Albacore Torpedo-Bomber. Saro London Flying Boat. Blackburn Skua Dive-Bomber. This big book of 280 pages gives information Supermarine Stranraer Flying Boat Blackburn Roc two-seat Fleet Fighter. full Short Sunderland Flying Boat. D.H. Tiger Moth Trainer. of 87 aircraft of every type and nationality. Each Saro Lerwick Flying Boat. Hawker Hind Trainer. Airspeed Oxford Trainer. Miles Magister Trainer. 'plane is clearly pictured by a large photograph, Milos Master Advanced Trainer GERMANY. and particulars of development from prototype, Messerschmitt Me.110 two-seat Fighter and GERMANY. dimensions, power unit(s), performance figures, Jaguar Fighter-Bomber. Messerschmitt Me.l09E. Fighter. Dornier Do. 17 Bomber. Heinkel He. 113 Fighter. armament, colourings and markings are graphically Dornier Do.215 Bomber Junkers Ju.87B. Dive-Bomber Heinkel He.11 IK. Mk.Va Bomber Hcnschel Hs.126 Army Co-operation Mono­ given. In addition, an accurate plan (scale 1/72 Junkers Ju.8Bk Dive-Bomber. Blohm & Voss. Ha.139 Seaplane. plane. Bucker Jungmann Trainer. full size) of each ’plane is provided. This, together Heinkel He.llS Seaplane. Dornier Do. 18k Flying Boat. with the informatory details, simplifies the study Dornier Do.24 Flying Boa;. ITALY Junkers Ju.S2^3m Troop Carrier. Flat C.R.42 Fighter of aircraft identification, and makes the book Junkers Ju.86K. Troop Carrier Fiat G.50 Fighter. Junkers Ju.89K. Troop Carrier. Macchl C.200 Fighter. invaluable for observers, spotters, and all whose Focke-Wulf F.W.200 Condor Troop Carrier. Bredr 65 Bomber. job it is to know aircraft on sight. Fockc-Wulf F.W.58 Welne Trainer. FRANCE. ITALY. Morane-Saulnler Ms.406C. Fighter. Breda 88 Fighter-Bomber. Dewoitine D.520 Fighter. * * * Caproni 310 Libeccio Reconnaissance Bomber Savoia-Marchettl S.M.79 8omber. POLAND. Savoia-Marchettl S.M.79b Bomber P.Z.L. P.24 Fighter. Fiat B.R.20 Bomber. P.Z.L. Sum Bomber. C.A.N.T. Z50I Flying Boat. P.Z.L. Mewa Arm y Co-operation Monoplane C.A.N.T. Z.506 Torpedo-Bomber Seaplane.

HOLLAND 10/6 FRANCE. Koolhoven F.K.S2 two-seat Fighter Potei 63 Fighter-Bomber. Breguet 690 Fighter-Bomber Koolhoven F.K.58 fighter OR DIRECT FROM THE POLAND. BELGIUM. P.Z.L. Los Bomber Fairey Firefly Fighter. PUBLISHERS 11/6 POST FREE Fairey Fox VI. Bomber. HOLLAND. Fokker G.-l. Fighter-Bomber. U.S.A. Fokker T. -8-W. Seaplane. Curtiss Hawk 75a Fighter Curtiss P.40 Fighter. U.S.A. Brewster F.2A.-2 Buffalo Fighter- Douglas D.B.7 Boston Bonber. Bell Airacobra Fighter. Douglas B.I8a Digby Bomaer. Curtiss S.B.C.-4 Scout-Bomber. Martin 167-W. Bomber. North American Harvard Trainer. THE HARBQROUGH PUBUSHfHG Lockheed Hudson Reconnaissance Bomber Douglas (Northrop) 8a Attack Monoplane. COMPANY IIMtlfO. Consolidated 28-S Flying Boat. A U m HOUSE KEWAHKI ST. LEICESTER 4 THE AERO MODELLER January, 1941 TRUSCALE I 72 SCA LE

Spitfire Boultcn-Paul Defiant AND GERMAN SEN D FOR Hawker Hurricane [Handley-Page Hampden R.A.F. WARPLANES FREE LIST SPITFIRE Price 1 , 2 HURRICANE If 1/5 GERMAN LYSANDER 1/10 91 Price ANSON If 2,1 HAMPDEN I» 2 5 MESSERSCHMITT 110 .. 2/1 DEFIANT 99 1 7 MESSERSCHMITT 109 .. 1/2] BLENHEIM 2/1 I» HEINKEL He. 111k . . . . 2/5 Prices Include Purchase Tax

Add 3d. postage WELLINGTON. SUNDRIES : Each Each Hardwood cowls. 5/8 in., 11,16 m.. 3 4 in. Plated Metal Propellers, 3-bladc I Jin., d iam eter Id. d iam eter 2d. Plated metal propellers, 2-blade, 2 In. diam eter . . I Jd. Small tube of ccmenc 2d. Westland Lysander Plated m etal p rop elle rs. 3-b>'ade, 2 In. Targets and Swastikas (set of six) Id. Blenheim diam eter . .. , 2Jd. Wheels 1.2 In. and 7 16 in. diameter .. Ad. M O D EL ΛΙΙΜ ΙΙΛΕ Τ STORES (BOURXE.MOITTII) LTD 127b HANKINSON ROAD, BOURNEMOUTH Phone: WINTON 1922

WESTLAND LYSANDER Scale Flying Model

This 1 in. scale, 50 in. span flying model “ Lysander ” will satisfj the most exacting scale model builder. It is true to scale and type, anti cannot he excelled for exhibition purposes, while still giving a good flying performanee. Tin* wings and tail are detachable for packing and transport. All parts are clearly printed on best balsa sheet, and llie large full-sized plan makes assembly easy with it> clear instruction·, and details. Λ finished three-bladcd scale flying propeller, adjustable for pilch, is included in this fine kit. Designed by Mr. Howard Roys, an ingenious motor tube takes all torque strains from the fuselage and obviates damage from breaking motors. Ample supplies of materials ami Ibpiids are included in this quality production which, when completed, is a model to lie proud of.

Few 'planes have aroused more interest than the ** Lysander .Army Co-operation monoplane, due no douht to its unu-tial design and striking appearance. Among modellers it is a prime favourite, its high wing position giving it good stability and flying qualities, while the detail that can be added will satisfy the most exacting detail “ fan." Should you desire to build a model <:f this fine 'plane. m-iu I for one of our kits and build the finest flying scalu model on liu* market. COMPLETE KIT 35/-. Carriage Paid PLAN ONLY 5/-. Post Free

SUPER SCALE KITS, Uppingham, Rutland January\ 1941 Till·: AERO-MODELLER

A SURE WINNER ^ M I » ” 27* span. 23" “ W I i \ w. length. There will be another PREMIER O F T H E SKIES rush for this Wakefield Type—59 in. span. Complete kit, I C /y model so o^dcr Plan and printed Sheets, 3 6 post free. ' early. © FIN­ ISHED PRO- PE' LER and FREE-WHEEL­ ING SHAFT. WHEELS. ©PRINTED PALSA. RIBS, etc. Full in­ structions, r Π p o s t J / f F R E E . ELITE’S F i l l l H H I N ••NIPPY*’ Length 24' W in g span 30" Average duration 80- 120 seconds. Solid Scale Kits. ‘'Hurricane,” “ Sp'tfirc,” 44 Messerschmitt,” etc. 16 different models to choose from. Prices from 1 6. Flying Models Unbeatable from 4 6. 44 Spitfire,” 44 Hurricane,” etc., etc. Value. Wholesale Supplied ΛII price* subject to 2 5 % aJ.I tional parch»*.· tax. AW accessories «locked Send 3d. for C A T A L O G U E O nly FULLY ILLUSTRATED 6/7 I HTP MODEL a i r p l a n e s u p p l i e s post free IL Π II IE |4 b u r y n e w r d ., M a n c h e s t e r 8

You Really MUST Build This “45 MINUTE FLYER” !

Our Test Model of the N E W STUCI- ETTE “ MASTER” 30“ span Super Duration ’Plane was test-flown on Tuesday, August 6th, 1940. Launched at 11 a.m.. it was timed for 17 min­ utes until lost to sight, and was subsequently observed to make a perfect landing 45 minutes later at a point roughly 5 miles from the start. “THE MASTER” IS EASY T O B U IL D A N D FLY The design conforms to S.M.A.E. Fuselage Formula and weight of com­ pleted model (with Folding Propeller) is 2J oz. ASK Y r UR D EALER NOW FOR TH E M/>C- NIFICENT FULLY DETAILED II.LU8TRATEA PLAN Price 2/- only (Printed Wood Panels of Wing Ribs, etc., 16 per set extra.)

BE THE FIRST IN YOUR CLUB TO FLY THIS “ SURE­ FIRE” CONTEST WINNER f Model Dept. EXPORT TRADE. W e are specially equipped to 3TANLEY WORKS cater for this business and our comprehensive range of AIRCRAFT. SHIP AND GALLEON KITS are in great Kent Street demand abroad. BIRMINGHAM EXPORT HOUSES SHOULD GET OUR LISTS & SPECIAL TERMS

Kindly mention THE AERO-MODE!.1 .Eli niton replying io advertisers. 6 THE AERO MODELLER January, 1941 ATLANTA AUTHENTIC AIRCRAFT

„ A e r o M o d e l < s Famous “ ACE” Series of FLYING SCALE KITS Designed by HOW ARD BOYS and H. ./. TOWNER

Acknowledged to be undoubtedly The Finest Kits ever produced

Superb model of HAW KER, designed by H O W ARD BOYS Range : Phenomenal Value » HEINKEL He 112 I SUPERMARINE “SPITFIRE” ί Boulton Paul “ DEFIANT” I MESSERSCHMITT BOYSTEROUS. (Wonderful duration job) HAWKER HURRICANE Plu· Purchano lax AIRACOBRA (now in use by our Forces) In course of preparation VULTEE VANGUARD

Price still maintained itffanta fiat?o pfcaourc m SERIES SQUADRON A 106 Easily the most popular kits Qgfief of $

Managing Editor : D. A . Russell, A.M.I.Mcch.E. Editor : C. S. Rushbrookc Draughtsman : C. A. H. Pollitt CONTENTS VO L. VI. N O . 62 JANUARY, 1941

PAGK P \C.E Editorial ...... 9 Muild a Half-inch Scale fly in g Model·:!' the Mia· k- Langley’s Early Plane Models. My I.. U. Y.irham I I burn “ Roc. ’ My \V. R. Jones ...... 36 Gadget Review. My C. A. II. Pollitt ... 14 More Letters to the Editor on the " Jones Maxw< I Model Aviation in 1950. M\ W. A. Dean ... 16 Controversy ...... 38 The Mcclianirs ot Gas Engines II. Hv ( \ W illiams 17 A 3 ce. Petrol Engine. My Η . E. Guilin .. if· A Contra-Prop. (Jcartiox ...... 19 The I'scs of Chewing Gum in Solid Modelling, B;· A Retracting XTndercarr»agc ...... 20 N. H . Fenton ... . II Build the “ Courier,’’ a General Pur mse Low wine (’ailing All Air Cadets. My C. A. Kippon . . 45 Monoplane. My Archie Millar .. 23 The Act Modellers’ Crossword No 8 ...... 47 Mr. («. W. Jones Writes a Letter to the Editor ... 20 Asked and Answered. My “ Rushy ... 47 Designing for Duration. My G. \V. Jones . *26 Why Not .i Spot of Poh· l iving? My C. A. Rip;'·: 49 Aerodynamic Forfuhe A. By A. H. Smith ... 28 Letter to the Editor ... ··· · ·■· 50 Amos Breaks a Record. Mv Arthur Mountstephens... 51 A Crash-proof Wing Mixing. My T. W. I.vans ... 29 S.M.A.K. Report ... 54 Automatic Retractahle C in leiva triages. My R. M* - th 30 Designs for the Seale Model Builder X f l . My TheS.M.A.E. Fighter Fund ...... 55 Peter Garrod Chinn ...... 35 Club News. Mv “ Glubman ...... 57 f f MODEL AIRCRAFT PRODUCTS A FIRST-CLASS MATERIAL- FOR A FIRST-CLASS JOB SUCK Approved by all the Leading Model Constructors. NEW SELLING PRICES

Manufacturers to Liberal Discount the Trade only. to the Trade.

BANAN A O 'L No. I. thick. In CLEAR FABRIC DOPE for wing· 7}d. and Iα tlx· bottle* ( h a s e x t r a o r d in a r y t ig h t e n in g p r o ­ perties), In 7Jd and 1/2 aixa tin· BANANA OIL No. 2, thin. In 7 j d . a n d 1/2 t lx e b o t t le · COLOURED DOPE for wing· a n d fu se la g e in 7 Jd .a n d 1,2 s i x · t in · BALSA W OOD CEMENT (both nrdinery and field drying), In S I L V E R D O P E , in 7 $d. a n d 1/2 s iz e 4d. and 7id. fixe tube· t in · RUBBER LUBRICANT, in 4d. CAMOUFLAGE DOPE, brown and 7Jd. eixe tube· and graon, in 7fd. six· tin· SPECIAL ADHESIVE PASTE, in BALSA PLASTIC W O O D, in 7/d. large 4d. tube· and 1/2 *ίχ· tub·· HIGH-GLOSS WATERPROOF FINISHING DOPE In 7 id. and 1/2 size bottles. Thoroughly LU M IN O U S PAINT In 1/6, 2/9 and 5/- sizes. SPECIAL QUOTATIONS TO BULK BUYERS Tested also MANUFACTURERS OF SMALL SIZES FOR Highly USE IN KIT PACKS MOOEL AIRCRAFT Recommended Write and ask for full particulars and best Export terms TRADE ASSOCIATION

Manufactured by:— SLICK BRANDS LTD., Waddon, Croydon, SURREY

Kindly mention THE AERO-MODEF.EER ivhen replying to advertisers. Till·: AERO- MODELLER January, 1941

CANADIAN CAPERS

.Activity in Montreal. I contestant ad justing his "gas-buggy' prior to a flight at one of the large meetings held in this ventre of aero-modelling in the Dominions. [Mote the raised end of the take-off board, presumably to assist those models which fail to rise to tin » occasion. ) C) the considerable number o f readers who under our s' Plans Service ’ Scheme. Within a lew days of have congratulated us on our .Christmas publication of our Christmas issue we were inundated with Double Number, we extend our thanks and orders, and sometimes received as many as over two hundred modestly say, “ We told you so." The bv one post. We foresee a “ boom " in model building to price increase has been well received, and the designs which we are publishing, and trust that as the it is a pleasure for us to know that, having models are built we shall receive a numlxr o f photographs, made a frank statement on the position, it some of which we shall hope to publish in “ Clubman's has been so well understood, in all parts of report. the country. Th e Christmas issue was entirely sold out to a W e would remind readers that our offer to accept these record print o f twenty-seven thousand copies, and our dis­ coupons remains open until January 31st, after which date tributors could easily have sold another thousand copies if these coupons w ill not lx* acceptable. thev had been available. W e are sorry for those who were W e should here like to |M>int out that so far wc have re­ disappointed, but can only emphasise the point we have I k * ceived just over one hundred coupons with accompanying fore stressed, that it is essential under war-time conditions Postal Orders, but on each of which the name and address that orders for a regular delivery of this journal should be of the senders has been omitted ! Now it is no good folk placed with a local newsagent. writing in complaining that our Plans Service is nor a “ Ser­ vice " when they do this sort of tiling ! W c can do nothing Air Defence Cadet Corps. alrout this other than make this announcement, ami say that those aero-modellers who have not yet received their plans On pages 45-40 we publish the second of Mr. Rippon's but who have kept the counterfoils of their Postal Orders, monthly articles, written especially for A ir Cadets, and on should write in giving their numbers. Others who have not pages 49-50 we publish an article, also by Mr. Kippon, kept their counterfoils should also write in, and wc will which will Ικ·. of great interest to “ round-the-polc ” flyers. endeavour to pair up their coupons with their letters by com­ We regret that, owing to the Christmas issue so quickly paring the handwriting. W e hope by this means to identify selling out, it was not possible to send copies to squadron all the inrompleied coupons. Jf there are any that we cannot leaders, as had been promised, but copies of this issue are deal with, the Postal Orders will lx cashed, and the pro­ definitely b ‘ ing distributed. ceeds passed on to the S.M.A.K. Fighter Fund. As announced in our Christmas issue, we art* proposing t<> Wc would particularly ask readers to pay attention to this organise another competition for Air Cadets, and this time very elementary point when completing their coupons, as by popular request it will be for single cadets and not for a apart from the delay and disappointment caused in Ihi· non­ squadron team. delivery of the plans, we are involved in a considerable This contest will 1** for solid model aircraft, built to the amount o f office work in trying to sort things out. popular 1/72 scale. T h e first prize will l>e a handsome solid W e must also point out that this service, as is clearly silver trophy, plus jQS cash, and there will also lx* a niimlxr stated, is n Plans Service, and not a K its Service, as some of other cash prizes. An exactly similar contest will be run bright optimists seem to think ! Several readers have sent a for readers of T hf. A ero-M o d e lle r, other than those tvho sixpenny coupon, ninepencc in stamps, and expected to re- are members of the A ir Defence Cadet Corps, and again scive a Copland's Wakefield kit in return ! there will lx cash prizes in addition to a solid silver trophy for the first-prize winner. I·'nil particulars of both competi­ The “ Jones-Maxwell99 Controversy. tions and a list o f prizes will l>e published in our February On pages 38 and 39 we publish several very interesting issue, on sale January 20th. letters received in connection with this “ controversy.” From time to time we have published interesting and controversial “Aero-Modeller ’* Plans Service. letters from our readers, but not before have we had so much Certainly we ” struck the right note : ’ in offering coupons interest shown. This is gratifying, and we trust that after with a cash value to l>e traded-in when purchasing plans readers have studied these letters, and the further article by 10 THE AERO-MODELLER January, 1941

Mr. G. W. Jones himself, which is also published in this One correspondent has put forward the formula issue, we shall receive some more letters. ^ V sin β v (V Sin h)~ 2gh For the moment we refrain from expressing any opinion g on any · »i' the matters under discussion, but in a month or where V = muzzle velocity two we may 1 step in where the experts fear to tread " and 0 = angle o f elevation o f the gun • *|fer a few observations! Possibly we shall get an even and g = 32*2 ft./sec.2 larger inflow o f correspondence following this, hut we can Suggesting that the muzzle velocity of the gun is some take it ! 1,400 feet per second, our correspondent’s formula then The S.M.A.E. Fighter Fund. shows a “ time " o f 1*2*5 seconds to a height of 15,000 feet, assuming that the gun is firing vertically upwards. On page 55 we record the latest additions to this Fund, and are pleased to note a useful increase, although it cer We do not knou' at what average angle A .A . guns are fired tainly is nothing like big enough yet. at, but do suggest that it is nearer 00° to the horizontal W e have liefore us as we write a current copy o f the than 90°. I f the angle was 45°. then the “ time ” would Gazette published bv the Air League of the Hritish Empire, be 30 seconds, as we had suggested. Our correspondent sponsored by the Air Defence Cadet Corps, from which we bases his muzzle velocity o f 1,400 ft. per second on an note that already they have collected over ^£3.500 for their assumed maximum height o f 30,000 feet. As A .A . shells Spitfire Fund. are fused to hurst at a predetermined height {and for the Now there are about twenty thousand Air Cadets in the purposes of article ice a cre taking a height of 10.000 feet) country . . . how many more thousand aero-modellers are we feci that there would be little point in firing a shell fused there? to burst at 10,000 feet, with a charge capable of sending it up to 30,000 feet. Assuming, therefore, that for a bursting The Speed of A.A. Shells. height of 10,000 feet a correspondingly smaller charge would he used, we suggest that a correspondingly slower muzzle Our article. ‘' Where Did That One Go To? : published velocity would result, with a correspondingly longer time in the last issue, ami dealing with bombs and A .A . shell taken to reach the given height. So what? splinters, seems to have interested a considerable number of readers. W c have one correction to make, and that is in Realising that few o f our readers would wish to delve regard to the “ formula ’ ’ for calculating the time taken into trigonometry, or even simple ballistics (about which we by a shell in reaching a certain height. know nothing ’) we carefully omitted the formula submitted X u » this " time ” to reach any given height will vary by our correspondent and endeavoured to put forward a according to the muzzle velocity of the gun and its angle of simple one that would give a “ fair approximation.” inclination . . . obviously, if it is pointing vertically upwards Well, it doesn’t . . . neither does our correspondent’s . . . the shell will reach a given height sooner than if it has to although we do not think that our suggestion— that an A .A . travel through a curving arc, subtending at some 50 or f>() shell, if tired at an angle of about 50 00 degrees to the degrees to the horizontal. horizontal— will take about 25 seconds to reach 10,000 feet Plainly, no single calculation could give an accurate height about the ground, is far out.

★ ★ ★ p l a n s FOR * * * THE “SU N BU G ”— A 20 in. span Super Light Duration Model .. By J. S. Brooks A 50 sq. in. SPAR-TYPE INDOOR COMPETITION MODEL .. By J. H. Maxwell THE “CRIMSON STREAK”— A 15 in. Long Rubber-Driven “Cable Buggy” (See page 603 of the October, 1940 issue) January, 1911 THE A ERG MODELLER 11 LA N G LEY ’S EARLY ’PLANE MODELS

Described by E. R. Y A R H A M

I'fiotos intblishi'd by roitrlosy of th<· Smithsonian Insfitnlo. U . S . i .

OM!'. <>!' the most remarkable and S snecessh:! early models ol aero planes were those ol·' Samuel Piorpnnt Langley, the famous American inven­ tor. They are. now in the Smith soman Institution. Washington, the most celebrated foundation of learn ing on the American continent, anil ol which Langley was secretary for some years. Lor some reason or other his is a name unjustly neglected in the history of aeronautics. · 1 My life's work is a failure " such were the heart-broken words of I.anglcy when ewer 79 years of age. Vet he had made one o f the most epochal discoveries in the history of the world how to construct a power-driven heavier-than air machine that could tty and carry a man. He died without knowing of his sueeess. hut his pioneer work was by no means fruitless. For his writings greatly encouraged and influenced the Wright brothers. His It is an interesting historical fact that the official observer »τν of despair was uttered in 1003, when his efforts to correctly diagnosed the reason for Langley's failure to gel launeh into the air a man-carrying “ aerodrome (as he bis machine to fly Irving to launch the heavy machine from termed his machines), met with failure and were greeted a platform just as he had done his small-scale models. Be­ with a chorus of ridicule and attack from an unsympathetic fore a machine could fx; got into the air some other method Press. Later it was discovered that failure was merely due of launching was necessary. Vet in passing one remembers to wrong methods ol launching, for eight years after his that nowadays catapulting is practised both on liners and death in 19(>b this notable pioneer’s name was triumphantly battleships. vindicated. Here is an extract from the official report o f the repre In 1014 Glen Curtiss, the early American aeronaut, ob­ sentative of the American War Department, Ma or Μ. M. tained permission to take the machine from the Smithsonian Macomb: “ On the 17th October last everything was in Institution. Washington, and, using exactly the same engine readiness, and 1 witnessed the attempted trial on that day and propellers, the only radical difference being the fitting at Widewater. Va., on the Potomac. The engine worked of floats to enable it to take; oft' from the water, the pilot well and tin* machine was launched at about 12.15 p.m. tested it out on Lake Keuka, in New York State. At the The trial was unsuccessful because the front guy-post caught first attempt the machine rose and flew with perfect grace its support on the launchingcar, and was not released to and stability, and demonstrated its wonderful ease o f con­ give free flight, as was intended, but, on the contrary, caused trol. When it is remembered that tin W rights’ first flight the front of the machine to be dragged downwards, bending lasted only 12 seconds the significance o f the above achieve the guy-post and making the machine plunge into the water rnent can be appreciated. Later the machine was fitted about 50 yards in front of the house boat. The machine with an 80-horse-power engine and further flights were made. was subsequently recovered and brought back to the house- 12 Till·: AERO-MODELLER January. 1941

7 /»«' /mo photographs on tin* left are of the 13 /f. s/mi/i “ petrol 'plane ” frm//. fry l.angley, which, powered In a L h.p. motor, first flew on May Uth, 1J5%. The photo til the commencement of this article shows the designer launching the model, whilst our front cover design, fry Rupert Moore. i.R .C .I.. pictures the scene on that epoch-making day in 1896.

known as a ‘* bolometer," which is still one of the most remarkable in­ struments known to science. The most accurate types are capable of recording a change in temperature so inconceivably small as a one hundred millionth o f a degree. A ll his work was marked hv the greatest care and amiracy. and a determination to get to the root of a problem. Hence, when he decided to investi­ gate the problems of flight, he deter­ boat. The engine was uninjured, but the four wings and mined to begin with fundamentals. At the time many men rudder were practically destroyed by the first plunge, and were endeavouring to solve the same problem, and erroneous subsequent towing back to the boat-house. . . . ideas were numerous, while several fantastic theories held ** On the 8th December last, between 4 and 5 p.m.. the field. Lilisnthal, the famous pioneer, Mouillard, and another attempt at a trial was made, this time at the junc­ Chamite devote·! their efforts to soaring flight, and, strangely tion of the Anacosta with the I’otomac, just below the enough, the Wright brothers said their sympathies were with Washington Barracks. . . . them. “ partly from impatience at the wasteful extravagance The launching-car was released at 4.45 p.m., being of mounting delicate and costly machinery on wings which pointed up the Anacosta towards the Navy Yard. . . . The no one knew how to manage, and partly, no doubt, from car was set in motion and the propellers revolved rapidly, the extraordinary charm and enthusiasm with which the the engine working perfectly, but there was something wrong apostles of soaring flight set forth the beauties of sailing with the launching. The near guy-post seemed to drag, through the air on fixed wings, deriving the motive power bringing the rudder down on the launching ways, and a from the wind itself. ’ crashing, rending sound, followed by the collapse of the In the end, of course, the Wrights had to adopt motor near wings, showed that the machine had been wrecked in power. This was the phase of research to which Sir Hiram the launching, just how. it was impossible for me to see. Maxim and bangley gave their attention. The latter The fact remains that die near wings and the rudder were started from the statement of Sir George Cayley (1774-1857), wrecked before the machine was free o f the ways. Their known as the father of British aeronautics.” that in order collapse deprived the machine of its support in the rear, to fly one had only “ to make a surface support a given and it consequently reared up in front under the action of weight by the application of power to the resistance of air.” the motor, assumed a vertical position, and then toppled Langley determined to discover the principles upon which over to die rear, falling into the water a few feet in front birds fly, and to do this he constructed a huge whirling or of the boat.” revolving table, with a long projecting arm, and then he The pilot luckily escaped with his life, but the machine carried out many experiments with a stuffed frigate bird, a was so badly wrecked that it would have taken a long time Californian condor, and an albatross. to repair it. in consequence, the W ar Department withdrew H e propelled the table by mechanical means, and then its aid. Only a few days later than Langley's unsuccessful substituted brass plates for the birds. When the arm re­ experiment, on December 17th. W ilbur and O rville W right volved the plates swung through the air, and he was able made the first flight in the world, of 284 yards— an epochal to measure accurately the resistance offered to their progress event in human history. Langley was not jealous, f"r he and the amount of i: lift ” they obtained. Langley was was convinced that man would fly, and the principles he surprised, for lie found that the faster the arm revoked the discovered have gained steadily in importance. His re­ less weight the plates registered, ” until at a great speed searches, indeed, have proved of enduring value, and they they almost Hotted in the air.” H e tabulated much «lata, marked the beginning of exact aerodynamic science. and asserted that what before had seemed impossible now Samuel Pierpont Langley brought a brilliant mind to the began to look feasible : in his own words, “ it was possible study of aeronautics. H e was Ijorn in Massachusetts on t!> construct machines that would give such velocity to in August 22nd, 1834, and was a genius of many parts, for dined surfaces that bodies definitely heavier than air could during the early part of his life he was interested in archi­ Ik* sustained upon it an

Langley’s next step was to apply the knowledge he had gained in practical ways. C. L. Brown says, in “ Con­ quest o f the Air ' : “ H e had proved the efficiency o f the plane as a lifting instrument when impelled through the air at a certain velocity. He had prepared statistical tables recording the effects of ’ planes in motion through the air. He now set himself the definite task of proving that these properties of the * ’plane in motion ’ could l»e employed to make a power-driven heavicr-than-air flying-machine.” “ This brought him into contact with a new set of prob­ lems, this time o f a more practical kind. Firstly, there was the question of the * prime m over.’ the mechanical power which was essential to sustained flight ; secondly, there were structural problems, o f which the most vital was the need of stability. Obviously a machine must l>e properly balanced before it could make an effectual flight and hope to escape destruction. Langley considered he would have sufficiently succeeded in his object if he could build a model aeroplane of reasonably large dimensions which would fly safely under its own power.” This he was able to do. H e built, between 1892 and 1800, over 30 small models, and on M ay 0th of the latter year he successfully launched No. 5 o f his large models over the Potomac River (Washington, D.C.). It flew on two occasions for one and a half minutes. This was an epoch-making event in the history of flight : “ Never in the softly and gently that it touched the water without the history of the world, previous to these attempts, had any least slun k, and was. in fact, immediately ready for another mechanism, however actuated, sustained itself in the air trial.” for more than a few seconds. H e thus paved the way for Langley did not intend to proceed any further titan this, others who have achieved success with man-carrying for he was getting on in years, and had brought to a suc­ machines.” cessful conclusion that research into aeronautics which The machine, weighing about ‘20 lb.. 16 feet long, and seemed specially his. viz., the demonstration of the practica­ measuring between 12 and 13 feet from tip to tip, was bility <;f mechanical flight. He was willing to leave the launched from the top o f a house-boat by catapult. Tt flew rest to others, but the War Department and President gracefully until its fuel was exhausted, and covered al>out McKinley requested him to build, if possible, a machine two thirds of a mile each time. Langley was so excited by capable of carrying a man. He was assisted by Charles M. his achievement he had to withdraw into the neighl>ouring Manley, and the experiments stretched over five years to woods to hide his emotion. In November bis next model 1903. The American engineering firms would give no flew about three-({carters of a mile at a speed o f 30 m.p.h. assistance in the construction of a suitable engine, as they Or. Alexander Graham Bell, the inventor o f the tele all dui>l>ed flying a madman's idea. phone, was also interested in the problems o f mechanical flight, and he took some historic photographs on May 0th. The engine Manley and Langley devised was a remark and left an interesting account of what happened. He able one. light, but very strong. The machine was described recorded : ” The machine, at a given signal, started from a by the latter as ” built o f steel, weighing, completely, about platform about 20 feet alx>ve the water, and rose at first 730 lb., supported bv 1.010 feet, of sustaining surface, hav directly in face o f the wind, moving at all times with re ing two propellers driven by a gas engine developing con markable steadiness, and subsequently swinging round in tinuouslv over 50 horse power.” The unhappy results of large curves o f perhaps 100 yards in diameter, and con the attempts to launch the machine have been described, tinually ascending until its steam was exhausted, when, at a but that it was perfectly capable of flying, if it had been lapse of alxKit a minute and a half, and at a height which got into the air in a satisfactory way, was proved by the I judged to be between 80 and 100 feet in the air, the flights made by (lien Curtiss. wheels ceased turning, and the machine, deprived o f the aid Langley deserves honour as a brilliant pioneer who laid ■ >f its propellers, to my surprise did not fall, but settled so the foundations of modern flight.

CHINGFORD MODEL AERODROME STUDIETTE HANDCRAFTS

Messrs. Chingford Model Aerodrome wish to draw Messrs Studictte Handcrafts have unfortunately die attention of their many customers to a mistake in a suffered through recent enemy action, but hope to com­ recent Windsock ” article, when their “ solid " kit-, plete a 1: orders on their linoks in time h r the Christmas were descrilxtd as being to a scale o f in. to the foot, trade, livery effort is being made to get the factory whereas the correct scale is. o f course. .} in. to the foot. int" full production, uni they ask for the indulgence W c hasten to publish this necessary correction. of their clients in what is a very difficult situation. 14 Till·: AERO-MODELLER January. 1941 GADGET REVIEW — l-'ig. 1. this month, is a fair example o f what can be done, and is an almost untouched reproduction of a sketch by Mr. A. Argent, of Wanstcad, London. His idea is to use a damp not saturated- -scrubbing brush for spraying water on tissue ; the spray is created by simply drawing a knife sharply across the bristies of the brush. I don’ t necessarily say this is a better method titan the now celebrated scent- spray dodge, yet what could be more simple, particularly in an emergency, than this brush ” method? A split and hinged noseblock has distinctly interesting possibilities. Mr. Γ. Heath, of Huntingdon, writes to tell me that he has for some time past been using one to advan­ tage, both for bench tests, and also “ on the field.” The desirability of l>eing able to remove a bent motor hook by the simple expedient of " opening '* the nosebloock, is too obvious for comment. Fig. 2 explains how this type o f nose- block can be used in conjunction with a primary test rig. A very accurate method of ;ί building-in ” wing dihe­ drals is to use a small jig, similar to the one shown in UJTK recently 1 received a letter enclosing a gadget Fig. d. and suggested bv Mr. |. Harpin, of the Neweastlc- from a member o f a certain club in the Midlands ; his undcr-I.ync M .A.C . There is a detail which I think has been Q letter was brief to the point of being curt, and he not overlooked here, and that is the need t«> keep the rib at the only failed to say what the idea was, but ins sketch was so root of the wing perfectly vertical. This can he easily ill conceived as to be completely insignificant. Just what remedied by the introduction of a small stop in the form of it is intended to I** I have not even discovered. 1 never a wooden block, as shown in the top right hand corner of will. the sketch, d he greater the number o f holes in the uprights This sort o f thing is. fortunately, not too prevalent, though o f this jig the more useful it becomes. the general standard o f the sketches I receive does leave a Our undercarriage design is this month contributed by certain amount to be desired. I think the crux o f the Mi. Stuart F. Garratt, of Manchester, who says that he matter is that many chaps just don’t take the necessary time designed it primarily for a 12A oz. Wakefield job, with a and trouble in preparing their sketches, fur T am convinced spruce fuselage. Fig. I gives a clear idea of the fitting, there is no lack o f talent; on the contrary, some of my and shows how the brass tulie carrying the undercarriage is readers have sent me very attractive sketches, from time to notched into a piece of wood glued to one of the fuselage time, though I regret they are few and far In-tween. formers. The two springs, which- are in fact sections of an O f course, no matter how prmr a draughtsman a chap extending curtain rod. assist in taking the landing stresses, may be. his instructions usually explain the object of his though 1 consider there should lx.* some additional form of idea, which is quite in order. Hut when a fellow sends in a bracing t«> prevent the undercarriage pivoting forward. sketch which is nothing more than an undecipherable A> an alternative to the folding propeller which I dis­ scribble, with no instruct ions, or even a hint as to what it is cussed in last month’ s “ review ,” Mr. A. J. Simpson, of intended to be well, 1 ask von ! Hitehin. suggests a fully feathering propeller. This, he January, 1941 THE AERO-MODELLER 13

Conducted and Illustrated by C. A. H. PO LLITT

claims to he stronger than the folding type, and to offer little more resistance. Mention o f fu lly feathering propellers certainly brings us slip bang up-to-date. I recall seeing, about twelve months ago, a Fairey “ Battle ” that had been crash-landed as tlui result o f the hydraulic system having packed up. while the propeller was fully feathered ! This wasn't a production ” Battle/’ by the way. 'Pile device shown in rig . fi incorporates a piece o f music wire accom­ modated in a brass tube within the spinner, and alxmt which piece of wire the propeller blade is free to pivot. Λ small piece of aluminium is recessed into the spinner ami allowed to project, so as to form a stop for preventing too great a

O ------

RtADE FEATHERED 6CAD£ DRIVING

within six or seven inches, o f that end. Near this end a hole in. diameter is drilled, and the hook, marked A, titled. A four-ounce weight is tied by string to the beam at a point about four inches from the heavy end, and a slider is fitted near the opposite extreme end of the l>eam. Next, while holding the beam by hook A, the four-ounce weight is slid along the beam until it is slightly on the light side; at this point the hole for hook B is drilled. The weight is now fitted to this last hook, and the slider adjusted to give exact balance. Th e position of the'slider, when the beam

movement of the blades. When the propeller is revolving air pressure will force the feathering portion against the stop ; when the motor has expended its energy the blade will automatically swing head on into wind, so feathering. f rom Smethwick. Mr. S. C. Whitbread comments on the difficulty of obtaining small ball thrust races, and offers his suggestion for overcoming this difficulty. In Fig. β I have contrived to show how. bv using two small discs cut from sheet metal and drilling six countersunk holes in each disc, so as to accommodate the six halls between the plates, as it were, quite an effective thrust washer is obtained. The enlarged detail on the right shows one o f the countersunk holes and hall. A possibly uncommon, though nevertheless useful adjunct, to a model workshop, is a small balance o f the type shown in Fig. 7. sent in by Mr. Robert Burns, of Stewarton. The beam comprises a two-foot length o f dowel ling, or even a strong grade of strip wood, to one end of which a weight is rigidly fixed, so as to bring the new centre of gravity to 16 THE AERO-MODELLER January, 1941 is balanced, should now be marked “ 4 υ/..” and the procedure repeated, 9 this time with the 2 oz. weight. The H O O K W distance between these two marks is to he divided into twenty equal parts, the WEIOHT centre-most mark being the 3 oz. posi- tion. These marks may l>e contimu towards hook A, the zero mark being near it, and on the opposite side from the centre of gravity of the whole gadget, without slider. W ell, chaps, that's about as much as I am able to deal with this month, though I have plenty more stuff coining along for next time, so don’t forget to let me add your idea to the list o f “ coming attractions.” T o those o f you who have, perhaps, sent me gadgets some little time ago, please don’t think that I have disposed o f them via the waste paper basket!— we don't do that there ’ere ! The point each month's consignment instantly. Also don’t forget that is I receive upwards o f fifty or so gadgets each month, and I shall make payment of from 2s. Od. to 7s. 6d. for all while some of them are not worth publishing most of them gadgets published, which, incidentally, should be addressed are. So von w ill see that it is just impossible to publish to me, c/o T he A ero-M o d ei.t.er.

MODEL AVIATION IN 1950 ------By W. A. D E A N H K N one looks back over the past few years, the lesson in a grounded ’plane to explain the use of the con­ W rapid strides model aviation has taken make one trols. instead of being told that if he pulls the stick back- eager to see what new wonders our hobby will produce in lie will climb, lie performs the required movement, and the future. Perfection may have been reached with regard overhead the model obeys him. Every mistake he makes to the streamlined Wakefield model, but as most aero- is reflected in the model above, until after constant practice modellers will agree the possibilities of the radio controlled he can make it slide smoothly through each revolution. The gas job are unlimited. · experience thus gained should serve him in good stead when Ten years hence should see some really startling achieve­ he finally went aloft to go through the movements he prac­ ments in this now comparatively new field. T o mv mind tised on the ground. the i960 radio-controlled model will be a scale reproduction I agree with C. R. Jeffries (Oct., 1939. “ Petrol Topics” ), of a full-size machine complete with controls for retractable that every gas job will have some kind of radio control undercart, flaps, and any other gadgets its big brother may soon after model activities can again be started. The ever- have. May 1 even go further bv saying that when a satis increasing aerial fights over England arc making more and factory method o f control has been devised for the model more people ’ plane conscious, and those who, in pre war the “ pilot” w ill fly it by means of standard controls in a full- days, could not tell the difference between a Hurricane and size cockpit. In other words, he will “ pilot ” it from the a I lying Flea, now smile knowingly and stagger you with ground ! Kven as 1 write this 1 can almost hear you say details of performance, etcetera, of the ’plane in question. that there are dozens o f pitfalls to be overcome before we Many of these people quite naturally have started to take even dare think about this, such as weight o f receiving set an interest in our hobby, and so we find that instead of and innumerable other points. decreasing our numbers are ever growing, (banted many Put I must remind you this is ten years ahead, and not of them are, owing to the war, unable to devote much time intended to be a “ one man jo b .” In fact, such a project to modelling, but all the same it is gratifying to know that should have most o f the more experienced chaps in the club at last tiic public is sitting up and taking notice of the many at work on it. Nothing under fifteen foot would be suitable, interesting possibilities model aviation has in store. and therefore the cost would be very high for one person With the advent of almost universally radio-controlled anyhow. The cockpit and controls alone would be a costly jobs the Air Ministry will no doubt be an interested spec­ project. Also the whole will have to be on a pivot so as to tator. The first instance o f State interest was in America, allow the “ pilot ” to follow the model round. when the U.S. Army recently ordered nine such models from With something like twenty people working on all the Reginald Denny as anti-aircraft targets. components, and devoting the entire club workshop to one So much for the future of our hobby, and l am sure of these miniature ’planes and radio equipment, there is no those who share mv views will join with me in saying reason why such a venture should not prove successful, both “ R oll on 1950.” from the point of view of cost and construction. Just one last reflection. T.et us hope that the 1950 Octo­ Think o f the attraction of such a machine at the annual ber A ero-Modeller will read something like this. club competition day · Imagine the delight o f the local Imaginary extract from a club report :~ lads on seeing a model skim along the ground until it be­ “ The main attraction at. Club ‘ X gala day was comes air-borne, then retract its undercart and go into a the display o f formation flying by nine o f the club's radio- series o f complicated stunts l>efore dropping its flaps and controlled ; Spitfires.’ Also o f great interest was the coming down to a neat three pointer in front of them. arrival of a seven teen-foot Knsign from Croydon, control Am T wrong in assuming that a flying student could gain being transferred between the two towns. The Knsign, valuable instruction from such a device? I think not. N’o our readers will remember, made its appearance just longer would the instructor have to give his pupil his first before the upheaval of 1939 . . . ” January, 1941 Till·; AERO-MODEU.EH IT THE' MECHANICS OF GAS ENGINES II—THE ELEMENTS OF EFFICIENCY By C. WILLIAMS H E R E arc three things that to-day's gas engines are in need of. They a r e : Efficiency, efficiency, and more Tefficiency. The gas modellers, o f whom there arc thousands, demand more efficient motors, and what do they get? Sleep­ less nights (especially the one before the flying meet), grey- hair (it does get bald if we worry too much !), and a great deal o f anguish and gnashing o f teeth (and models, too !). Then comes the day. Th e living meet is on, and they’ re off ! (Yeah, and alter the contest some o f the fellows really do go off !). If they don’t get heart-failure Ixifore the contest is over they’ ll start making excuses, Localises ’ an stuff. O f course the trouble may not l>e due to the poor showing of the engine. Rather it may be due to the poor design or con­ struction o f the ’plane itself, but in the majority of cases it is because o f the inefficiency of the motor. It is really- surprising to see how a model which has had a tough time getting into the air can be made to say " uncle ’ ’ by Santa Claus and Allah, have we heard that word efficient merely increasing the power. before? Oh yes. that’s what started this blurb off. Rubber-powered enthusiasts can vouch for this, and even Please excuse the verbosity on the writer's part, as it is you have probably noted this seemingly impossible being not often that an author has the opportunity o f beating done. A model which just won’ t fly can he coaxed to around the bush, so if you’ ll lx: good enough and put those doomsday, and still she will not get up. But add another aspirins (or revolver) down and come out of your swoon, strand of rubber and presto! you have success. Y ’ know, we’ ll put our shoulder pads on and dive right into the more this living barn-door business. serious part o f this discussion on increasing the efficiency of This applies to gas-jobs as well, unless you can emulate our little “ percolators.” or even equal Vernon Boehle’s ability to make a fifteen-foot First off, we’ll start by making those three fellows, whom crate fly with a Baby Cyclone engine. ( I ’ ll bet that guy we hope are reading this article, real good and mad. was born with wings. 1 wouldn’t trust him around any of There has not been very much in the way o f improvement uiv furniture. H e might have a B.C. in his pocket, and in the miniature gas-engine field for many, many years. A well ....), fallacious statement ? Nope. That's the honest truth, Getting back to our vital problem : How can we get more brethren. The performance of our little heart throbs has power out of these little engines? The answer is fairly not been increasing at all. in this day o f miracles and simple. “ Build them bigger,” is what some of you may- scientific age (don’t look at me !) the model gas engines arc say. But the. answer is nay, nay and nix. T ry again. lwing sorely left in the rear. I can picture an avalanche of ‘ ‘ Build them bigger than that.” Th e answer is still ixnay. protests. “ tain’ t sos,” and time Ixmibs rain down upon this “ W ell how? ” you shout, trying very hard to control your humble scribe, but save your three cent stamps lx>ys ’cause temper. “ Bv the simple expedient o f building them more I ’m going to prove it to you. efficient. ’ ’ l et us first compare one o f the very early engines with Now where in the name o f the nine gods, the beard of the fairly latest models. A chap I happened to know, and who was. born in Germany, found some very rare photographs and let me have them. H e lived in Germany (when Germany wasn’t wandering all over the map), and was quite a model- builder in the «lays B.B. (I k*fore balsa). The pictures in­ terested me. and should interest those three readers whom we hope arc still bearing with us. Tn Figs. I and 2 we have a two-cylinder V-shaped engine of four-cycle design. Although it was virtually impossible to obtain more information on the little engine, tin* photo ought to make some o f you stand up and take notice, '['he details are : (a) Rocker arm and valve assembly ; (b ) spark­ ing plugs ; (c ) ignition wire ; (d ) lugs for attaching motor to mount : and (c ) valve. Figure 2 shows a very neat little two-cycle built in 1010. You can see for yourself what was living done 18 years ago, and wonder what the ·· is the matter with our engines. Let us look at this scandalous affair from another angle and lie purely mathematical, and figure the whole thing out cold-bloodedly, so to speak. 18 THE AERO MODELLER January, 1941 article o f a technical nature, determined to read and under­ stand it. only to find that bogie “ unit ” crop up. The dictionary gives the meaning for the word “ unit ’ ’ as a “ selected amount by which others are measured.1’ The dictionary may define words, but it also takes the oppor­ tunity of messing things up. That definition is about as «dear as a «lark, dark darkie, in a dark, dark night, with a can o f dark, dark shot* polish Vr something. Anyhow, you can sorta grasp what I mean. L e t’s see if we can make it a little mure explicit with the help o f a few examples. T his photo is interesting i n A unit is simply a name. T h a t’s all it is. Feet, tons, that it reveals inches, drams, metres and ounces. Th ey're all units. Ii a magneto ami would sound very foolish and rather silly to say that a not the more 'plane weighs six feet. I f we called 12 inches a pound it common coil a η (l hatters . would l>e correct to say that a wing has a span of eight The engine ap­ pounds. Hut we call 12 inches a foot, because, well, just pears to he a because. We could call it a whale or an elephant for that ‘ ‘ B r o it n matter (though it would sound kinda screwy, “ gimme three Ju n io r.'* strips of balsa, four elephants long ” ). If we classified people’s names with regard to their height, and a five-footer was called a “ twerp,” and you were five feet tall, you’d Iks called a “ twerp.” Get the idea? Hotter rememlier it. as it will be used very often from now on.

Force. It is usual to define the word force as something which tends to produce or alter the motion of a body. To the beginner this probably conveys very little notion o f the nature of force, but the idea of a push or pull will be a sufficient conception of force. Familiar examples of force What is the efficiency o f our two-cycle engines? Or what are to I k : found in tlie pull of a locomotive on a train, of a percentage uf fuel is being used as actual energy? That is horse on a cart, and of a weight on a rope which supports it. the problem in a nut-shell. (1 renter efficiency means that the Measurement of T one. A ll liodies can exert vertical In engine will be able to rim longer and give more power on downwards the force o f their own weight, and forces are the same amount o f fuel. Simple, isn't it, until we try. usually measured in pounds and ounces. 'The force you then exert on the earth is equal to the weight o f your body. The There is a formula with which we can calculate the effi­ weights of liodies result from the attraction of the earth ιΐ|κ>η ciency of a motor. Although the formula is the last word in them, and vary slightly in different parts o f the world and simplicity there are a number o f things we must know before at different altitudes. W e take the unit, a force o f one we can use and understand it. After all, any fool can buy pound, as equal to the weight of a standard pound mass in a gas engine ami operate it by following instructions, but London; bv standard pound mass we mean the quantity of what’s the use o f having a hobby if we can’ t learn something matter in a certain piece of platinum from it that we already don’t know. carefully preserved by the Hoard of Gas modelling is one of those hobbies from which you can Trade. really learn a lot more than the average person knows. The We can often arrange to measure a gas modeller can talk fluently about the operation and design force by balancing it against the weight of two-cycle engines, lie knows more than a thing or two of a body or by some effect which it about them. He can discuss various problems about fuels, produces. alloys, principles of internal combustion engines, not to Effects of a Force.— I f a force acts mention the hundreds of things he learns from tfie ’plane on a body which is at rest it may set itself. the body in motion ; but if the force is before we take oil into our little journey through formulas, balanced by another equal and oppo computations, and what have-you. we are < b!igcd t * inform site one. no motion results, but the the cash customers, who are not already in the know, about lxxlv may be strained, that is, altered certain definitions. So. let's try to be serious and throw in shape nr dimensions Tims a pull facetiousnes.s and Mr. Shaw (who really is funny) out o f the may stretch a helical spring, and the window. amount o f stretch may l>e used to The following are certain principles which bear a definite measure the force. It is upon this relationship to gas engines : principle that the spring balance shown in Fig. 1 operates. This balance is Unit. used for measuring forces. The spring There has always l>oen a great deal of misunderstanding, may be graduated by hanging different for beginners especially, trying to interpret the word “ unit.' known weights on it and registering the Some o f them have a vague idea somewhere in the back of amount " f stretch o f the spring; its their head, whilst in the majority o f cases they grope in the accuracy may also be tested by hang dark, fumbling, fretting and fuming. ing standard weights on it So much Some time or another you have probably picked tip an for what force is. January, 1941 THE AERO-MODELLER 19

W ork. lifted through a vertical height o f 6 feet, the work spent in When a force acts on a body and causes it to move lifting is— against a resistance, the force is said to do work. I f you G feet (distance) x 8 lb. (weight or force) = 48 ft.-lb. move a heavy piece of lead you are doing work. If the Other Units of Work.— Occasionally other units are used, force docs not vary in magnitude, is in the direction of the for instance, the product of a force in ounces and a distance motion, the amount of work done is equal to the product in inches gives inch-ounces o f w ork ; similarly, tons and feet o f the force and the distance moved, or : give foot-tons, pounds and inches give inch-pounds, and so on, but the main unit is foot-pounds. Force x distance = work. E x a m p le : H ow much work is done in raising 67 pounds Unit of Work.— If the force o f 1 pound acts through a through a distance of 75 feet? distance of 1 foot, the amount o f work done is A nsiver : 1 pound (force) x 1 foot (distance) = I foot-pound (work), H eight through which weight is raised ...... 75 ft. and one foot-pound is called the unit of work. Tf a weight W eight lifted ...... 67 pounds. of 1 pound is lifted through a vertical distance of 1 foot, 1 W ork done in foot-pounds = 75 ft. x 67 lb. = 5,025. foot-pound of work is done. If a weight of, say, 8 lb. is Answer : 5.025 foot-pounds.

A CONTRA-PROP. GEARBOX ----- Designed by L. D. BULL Described and Illustrated by C. A. H. PO LLITT

HK Koolhoven F.K..55 single-seat fighter is one of the T few military aircraft to be fitted with oppositely- rotating propellers, and significantly enough, has been described as being possessed o f unusual performance. In contrast, the advantages claimed for a full-size aircraft of this type, as compared with a model similarly equipped, that is. with oppositely rotating propellers, are quite distinct and fall into· two strangely differing categories. Whereas, with the lighter referred to above, the use of two propellers does not afford any power increase, such is not the case with the twin-propeller arrangement shown here; in fact, the reverse is the case, since the design pro­ vides for the use o f two motors. Similarly, in the case of the fighter, the use of two pro­ pellers driven by one engine means that the diameter of the propellers can be reduced to something less than would lx* the diameter of a single propeller, which in turn results in increased ground clearance. Advantage is taken o f this latter gain by maintaining the original nominal ground clearance with the introduction of a smaller, and conse­ quently lighter, undercarriage. Relatively speaking, ground clearance is not such an im portant factor from the modelling point o f view : Rather is it more desirable that the arrangement of gears should be as compact as possible, and from the accompanying sketch il will be observed that compactness o f design is one o f the reminded of a rather interesting episode that occurred about strong points o f this particular gearbox. The complete a couple of years ago at a certain experimental aircraft assembly is intended to be accommodated between the nose station, where 1 was working at the time. ICxperiments former and a second former closely spaced to it. This were being carried out with a special “ hush-hush ” engine, second former can be conveniently referred to as a fare installed in an aircraft which was never originally intended plate, and needs to be very firmly secured in position, since for the purpose, and the power of the engine was such as one o f its major functions is to take the thrust o f the to necessitate the use o f a propeller o f no less than 14 feet motors. For this purpose two thrust washers should be diameter ! When the machine was in the take-off attitude, fitted, one to each motor spindle, on the forward side o f the that is, with the tail up. this particular propeller fouled face plate : ordinary plain collars arc shown in the sketch. the ground by a matter o f inches, and the ground clearance It will be appreciated from the drawing that the centre was positively negative ! spindle of the gearbox is telescopic, and that the near W e explained the situation to the chief test pilot, who wheel on this spindle drives the front propeller, while the was to carry out tests with the aircraft, and reluctantly front wheel is attached to a length o f aluminium tube, which suggested that the test flights be postponed until such a drives the second propeller. time as the aircraft could l>e hurriedly fitted with a new The shaft which drives the front propeller may I** taken undercarriage specially designed to give the required ground right through the nose o f the spinner, and bent to form a clearance. T o this suggestion the pilot calmly replied that suitable winding hook. despite the propeller fouling the ground it would neverthe­ Reverting back to the question of ground clearance. 1 am less lx* practicable to make the initial, and most urgent, test 20 THU AERO-MODELLER January, 1941

(light to schedule, and without the new undercarriage ! Such solemnly assuring him that we would see to it that lie had an assertion seemed to he sheer foolhardiness, yet coming a respectable funeral ! as it tlid from one whom we all knew to he a particularly However, we were all very intrigued to see the machine highly skilled pilot, we could only conclude that he in­ make quite a conventional take-off and to alight half-an- tended to use one or other of the many dodges of a pilot’s liour later in an equally normal manner. I wonder if any stock-in-trade. On the appointed day that the first flight of our readers can explain how this was possible? Pro­ was to he made, a small party of us assembled on the tarmac viding no one sends in a correct explanation 1 will reveal and I remember one of the party joking with the pilot and the secret in some o f my future notes. A RETRACTING UNDERCARRIAGE Designed by F. R O B E R T S ------Described by C. A. H. P O L L IT T

/S SMALL HEXAGON NUT WITH BENT PIECE OF WIRE SOLDERED TO BA CK-SEE ENLARGED DETAIL BELOW. 6 C Λ D ARE SMALL CELLULOID PULLEYS FOR GUIDING THREADS. NOTE ELASTIC BANOS FOR PULLING DOWN UNDERCARRIAGE BEFORE LAND INC. ONE SIDE OF ENGINE COWL/NC COVERED WITH SHEET BALSA Λ HINGED

WITH SILK ALONG TOP EDGE s LENGTH OF BRASS TUBE SOLDERED UNDERCARRIAGE TO TO AIRSCREW SHAFT TUBE SCREWED VERY FINE THREAP ON OUTSIDE, "SUPPORT RQ&f$ PUSHEO R E T R A C T O U T W A R D S / r INTO NOSE BLOCK Λ BOUND WITH THREAD TO TOP IN T O W INGS M EMBER OF FUSELAGE. NOTE S/LK H/NGE AT TOPOF UNDERCARRIAGE LEG

ESIG NING a retractable undercarriage for a machine the operation of the mechanism, o f which the sequence of D with so thin a wing as the “ Spitfire ” is something movements is as follows : of an exacting business. The use of rods or levers is essen­ The required number o f turns are put on the motor, and tially restricted ; and in any case, if any degree o f realism the hexagon nut placed on the threaded tube, which thread, is to be attained, resort must be made to a comparatively incidentally, should lie as fine as possible. As the propeller large scale model, which fact is in itself a limitation. is released, the shaft revolves, and the nut runs along to­ I remember how one of my own early ideas for a retract­ wards the noseblock, while the control threads are in con­ ing undercarriage featured an involved arrangement of levers sequence pulled along, and the undercarriage folds up into and balance weights ; the underlying principle relied, on the wings. gravity operating a loaded ball crank as the model became When the motor is unwound the nut should be an inch air-lmrne, and an elastic* band subsequently swung the wheels or so from the noseblock, and as the propeller revolves in tip into the nacelle. As I eventually learned» the pendulum the wind the motor is wound in the reverse direction. When arrangement of the undercarriage legs had, of necessity, to tension is on the motor the airscrew rotates in a clockwise he so sensitive, that in the event of a premature take-off direction, and the nut runs back along the shaft and so the undercarriage instantly folded up, before the model was releases the control threads. T h e elastic bands under the really off the ground ! Since that time I have always taken fuselage assist in drawing the wheels down, and also ensure a keen interest in undercarriage, retracting mechanisms, and a smooth and steady motion during the retracting process. one of the most recent ideas to be brought to my notice is a Mr. Roberts makes one or two interesting observations in suggestion from Mr. Frank Roberts, of Southficids, who his letter, and draws particular attention to two important has just completed a 39 in. span “ Spitfire,” and fitted a features. Firstly, it is necessary that the motor, when un­ retractable undercarriage of his own design. wound. should he taut between the front and rear hooks. Th e accompanying drawing w ill give some idea o f the And secondly, assuming the screw thread on the shaft to be general arrangement, though it should be realised that it in. pitch, the shaft to be 10 in. long, and the fuselage is only practicable to lit this mechanism to a low-wing mono­ o f the length previously mentioned, it will l»e found that plane, with a fuselage length of no less than 31 in., of the motor will only take 300 turns. However, if plenty of which 1 in. is allowed for the rear motor peg. 20 in. for rubber is used say 15 strands o f ] in. flat and an air­ the motor itself, and Ί0 in. for the airscrew shaft. This screw o f large diameter, and coarse pitch is utilised, the 8;K) abnormal length o f shaft is one o f the more conspicuous turns will suffice for a spectacular take-off and a g jn l features of the design, and it plays an important part in flight. THIS YEAR-WE CLIMB TO VICTORY

YOU CAN HELP YOUR COUNTRY and TO ACHIEVE VICTORY we must be efficient to be efficient we must be trained. yourself at the same time if you do If it is your desire to make progress and y o u r best, but you are not doing your establish yourself in a good career, write to us best if you waste time. for free particulars on any subject which By becoming efficient in your vocation you interests you, or if your career is undecided, can give the best service to your country and write and tell us o f your likes and dislikes, and we will give you practical advice as to the to yourself. The more you increase your possibilities of a vocation and how to succeed earning power the better it is for the country in it. You will he under no obligation what­ and for yourself personally. ever. It is our pleasure to help. W e never War or no war, earning power always brings take students for courses unless we feel its possessor to the front. It is no use waiting satisfied they are suitable. D o not forget that success is not the prerogative of the for better times. The ideal opportunity never brilliant. Our experience of over thirty years arrives. W e have to make the best of existing proves that the w ill to suc­ conditions. Therefore, delay is useless; it is ceed achieves more than st _____ worse, it is harmful. outstanding brilliancy.

EARNING POWER IS A SOUND INVESTMENT DO ANY THESE SUBJECTS INTEREST YOU? Accountancy Examinations Draughtsmanship. All branches Pumps and Pumping Machinery Advertising and Sales Management Engineering. All branches, subjects Radio Communication Agriculture and Examinations Radio Service Engineering A. M.I. Fire E. Examinations General Education Road Making and Maintenance Applied Mechanics G.P.O. Engineering Dept. Salesmanship, I.S.M.A. Arm y Certificates Heating and Ventilating S a n it a t io n Auctioneers and Estate Agents Industrial Chem istry School Attendance Officer Aviation Engineering Institute of Housing Secretarial Exams. Aviation W ireless In s u r a n c e Sheet Metal W ork B a n k i n g J o u r n a lis m Shipbuilding Blue Prints Mathematics Shorthand (Pitm an's) B o i le r s Matriculation Short Story W riting Book-keeping, Accountancy and Modern M e t a ll u r g y Speaking in Public Business Methods Mining. All subjects Structural Engineering B. Sc. (Eng.) Mining. Electrical Engineering S u r v e y i n g Building, Architecture and Clerk of M otor Engineering Teachers of Handicrafts W o r k s Motor Trade Telephony and Telegraphy Builders’ Quantities Municipal and County Engineers T e le v is io n Cam bridge Senior School Certificate Naval Architecture Transport Inst. Exams. Civil Engineering Novel W riting Civil Service Pattern Making W eights and Measures Inspector JL \ All Com m ercial Subjects Play W riting W e l d i n g Α ί j 1 Commercial Art Police, Special Course W ireless Telegraphy and ΙΙΛ Com m on Prelim.. E.J.E.B Preceptor*, College of Telephony CLJ Concrete and Structural Engineering Press Tool W ork W orks Managers Production Engineering If you do not see your own requirements above, write to us on any subject. Full particulars free.

EVERY DEPARTMENT IS A COMPLETE COLLEGE STUDY AT HOME IN EVERY STUDENT IS A CLASS TO HIMSELF YOUR SPARE TIME

JOURNALISM Short Story, Novel and Play Writing CAN YOU CHANGE MY Γ EXPRESSION There is money and pleasure in Journalism and in Story W riting. N o F SO, YOU MAY BE THE apprenticeship no pupilage, no ex­ A R T I S T that C O M M E R C E aminations, no outfit necessary. W riting IS W AITING FOR for newspapers novels or pictures is not Just try it for yourself, trace or a gift; it is a science that can be ac­ draw the outline, then put in quired by diligent application and the features. proper guidance. It is the most There arc hundreds of openings in connec- fascinating way of making pastime Uon with Humorous Papers, Advertisement profitable. Trained ability only is Drawing Posters, Calendars, Catalogues, required, we do the training by post. Textile Design», Book Illustrations, etc., etc. Let us to!) you all about it of Commercial Art Work is done by Free Lance ” Artists who do their work at DEPARTMENT of LITERATURE 119 home and sell it to the highest bidders. Many Commercial Artists draw retaining fees from various sources; others prefer to work full-time IF YOU ATTEND TO THIS NOW, IT MAY MAKE employment or partnership arrangement. We A W ONDERFUL DIFFERENCE TO YOUR FUTURE teach you not only how to draw what is wanted, but how to make buyers want what you draw. COUPON ----- CUT THIS OUT Many of our students who originally took up Commercial A rt as a hobby have since turnrd it To Dept. 119. THE BENNETT COLLEGE LTD SHEFFIELD Ult'0 a full-time paying profession with studio Please send me (free of charge) Particulars of ...... and staff o f assistant artists— there is no limit to the possibilities- Your private advice about ...... m o i s t UB hill particulars for a FR EE (Cross out line which does not apply) 1 RIAL and details of our course for your inspection. You will be under no obligation whatever. PLEASE WRITE IN BLOCK LETTERS N a m e c l · ΪΟ μ ART DEPT. 119 A d d re ss 22 THE AERO-MODELLER January, 1941

From JOURNAL OF THE ROYAL AERONAUTICAL SOCIETY, SEPTEMBER, 1940. This is a second and vastly improved edition of a work which was originally published in 1937. Many of the line diagrams have been redrawn and enlarged, which adds to their clarity and usefulness, and there has been added a considerable number of photographs of successful models which will stimulate the keen model flyer and constructor. Certain chapters have been enlarged and constructional details added which will simplify the task of the model aircraft designer. In particular chapters dealing with engines and engine-driven models (new chapters) will be seized upon avidly by all those who have ambitions to translate their flying times from seconds into minutes. This is a book which should prove a gold mine of assistance to that great and growing band of air enthusiasts who start by building model gliders and end up, we hope, as pilots of ocean-going aircraft.

This book has been ex­ CONTENTS ceedingly well received by aero-modcllcrs. Over Airfoils. Airfoils and fuselages for Mono­ 2,000 copies of this Second planes and Biplanes. Edition have already been Drag. Control Sur­ sold. The technical chap­ faces. Aircraft Per­ ters have been re-edited formance. Airscrew and entirely reillustrated. Design. Airscrew Per­ T he chapters on con­ formance. Rubber struction have also been Motors. Testing re-edited so as to deal Power - driven Air­ with the latest practice in screws. Wind-tunnel model aircraft co-nst ruc­ Testing. Wing Con­ tion. The hook is printed struction. Fuselage on fine art paper, thread Construction. Landing sewn, and bound in full Chassis, Tyres and cloth with stiff covers. Wheels. The Mounting There are over 250 pages. o f Engines and Acces­ Size is 8 1 in. by 5$ in. sories. Engine Testing The dust cover is printed and Tuning. Flying in full colours. the M odel.

From the Royal Air Force Quarterly, June, 1940.

“ The author site out in this book * to provide a text book by the use of which an aero-modeller could work out the complete design and performance estimation of medium anti largo-sized model aircraft, both power and rubber-driven.’ This mark has certainly been reached, and in a most thorough and interesting manner. Models involve the problems of the designer of a full-size aircraft to a great extent, and provide knowledge and experience in a number of those problems. M r. Russell is very thorough and has obviously spared himself no pains to get to the bottom of things. He has built and flown a large number of models, mostly ‘ gas jobs,' and has gained tremendous experience of them . . . Here, then, is an enthusiast, with real ability and sound knowledge, passing on the fruits of his labours for the benefit of those who share his enthusiasm, but lack his experience and the means o f obtaining his knowledge. . . . Everything is here, notes on the shape anil disposition o f control surfaces, and a very interesting chapter on performance estimation . . . show's how, by means o f simple formuhe, a number of performance figures can be quite accurately arrived at . . . deals briefly with airscrew design, performance and testing, and subsequently with tests carried out in a wind tunnel built to determine the airflow over and around different components— accentuating his extreme thoroughness and enthusiasm . . . hits another high-spot of interest in the two chapters on petrol engines, installations, the positioning of ancillary equip­ ment, testing and tuning . . . is excellently produced, well written, very readable, and well illustrated with good photographs and drawings . . . amongst model aeroplane literature this book is outstanding.” PRICE THE HARBOROUGH PUBLISHING FROM THE PUBLISHERS COMPANY (IMIUO. Pottage and Packing 6d. ALLEN HOUSE.NEWARK! ST. LEICESTER. January, 1941 Till·: 4EHO -MODELLER 23 BUILD THE “ COURIER,” A GENERAL PURPOSE LOW- WING MONOPLANE ------By ARCHIE MILLAR

N K secs so many of the conventional high-wing mono it has been dispensed with, but the sides shouh lie 2.| in. O planes that the low wing, in spite of its slightly in apart at the. widest points, between the leading and trailing ferior performance, exercises considerable attraction. This edges of the wing. model, which was intended for general knock-about use, At the nose bring the two sides together, so that the nose was flown over a period of two years, during which time it is 1,| in. square, and the nose former, cut from '8 mm. proved to be more consistent than spectacular. T h e average plywood, may then be added. The platform for the wing of six flights made in succession was 92 seconds, no flight is completed by cementing a small sheet of ^ in. balsa to being shorter than 90 ami no flight longer than 94 seconds. the tops of the horizontal pieces of sheet balsa passing While not intended as a “ thermal catcher,” it neverthe­ through the fuselage from one side to the other. less turned in occasional flights rather above the average, Undercarriage. The legs are of in. by in. bamboo 2 minutes 18 seconds being the longest timed flight, although 7 in long. Short lengths of 18 s. gauge wire, suitably this was undoubtedly exceeded in many flights which were bent, must be bound to the top of the legs, so as to slide not timed. into an aluminium tube bound ill place at the junction of the lower longeron and the upright. Construction. The in. diameter celluloid wheels must be added at The plans must lirst he drawn out full size and pinned the bottom o f the leg. and a shock absorber, consisting of to the building hoard. another length o f 18 s. gauge wire can be made to run from Fuselage.- j in. sq. balsa is used for the longerons, which a point 3 in. from the top of the leg to another tube Ixumd must he held in place with pins while the i in. sq. uprights into the fuselage two bays to the rear. arc inserted. W ing. T h e rib section. Kiffel 400, is shown full size. Note the extra wide piece at the rear, with a hole for the The wing is made in two halves. After cutting a series of accommodation of the rubber anchorage pin. This is h in. ribs from in. sheet, they may he threaded on to the $ in. wide, and is cut from £ in. sheet A horizontal strip at the hv £ in. mainspar. Secondly, add the trailing edge, which rear serves as a base for the tail-plane, with a small vertical is 3 in. wide, and may l>e purchased ready made. Slots member inserted beneath. must be cut to a depth ->f Λ in. for the reception of the* 'The slot for the wing is made by using a piece of i in. ribs. sheet balsa lietween two spacers six inches apart. The Add the leading edge, which is of the commonly used U front end o f this piece should be raised slightly. Leaving section, and must also be slotted. As the pieces which a space o f $ in. to allow the wing to he adjusted, a hori­ form the wing tip “ jig-saw puzzle “ seem to l»e somewhat zontal memlxjr may be placed in position above, and finally troublesome to beginners, the tip has liecn drawn out full two shortened uprights. T w o fuselage sides must be made, size. T h e two end ribs, it will be noticed, are slotted into the second one immediately on top o f the lirst without one of the tip pieces instead of the trailing edge proper, and removing the latter from the hoard. so they must Ihj trimmed down slightly. The mainspar While the cement is drying, cut two tail triangles to the must also be tapered off to lit the tip. shape shown, also from £ in. sheet. Remove the two sides T w o opposite wing halves having been made, they must and cement one of these triangles to the top and one to the be joined together with each tip raised to a height of 4 in bottom longeron at the tail. Next cement the other fuselage Place them on a flat table and raise the tips by means of side to the triangles in such a manner that the two sides small stacks of magazines to the desired height, so that the branch outwards, holding them for a few minutes with a mainspar extensions can be brought to meet each other d i p peg. They should both be cut at an angle, so that the centre Working along from the tail, bring the sides together, section ribs are in. apart at the bottom. When this has adding the spacers. As a plan view is not really necessary been done add two sideplates of J* in. sheet, one l< each 24 THE AERO-UODEI.LEK January. 1941 side of the spars to reinforce the joint, and lastly cut short peller free-wheel and rubber tensioner. Any of the generally lengths of leading and trailing edge to lit in between these used types will be found suitable, and it is not necessary ribs, completing die centre section. to detail them here. fail Surfaces.- The tail-plane is very easily made. The A 14 in. diameter propeller, which may be purchased £ in. sq. leading and { in. wide ready-made trailing edges, ready made, and should be of the wide blade variety, is and the tip pieces, may all be pinned out on the plan, and used. Preferably it should he o f hardwood. the j1*» in. sheet ribs can then be added. The £ in. by ^ in. Covering. Superfine Japanese tissue is used for the wing mainspar may be inserted in the slots in the top o f the ribs, and tail surfaces, and medium grade for the fuselage. After being cracked and bent at the ends to meet the tips. Each being sprayed with water and allowed to dry, two coats of of the latter must also be reinforced bv additional strip in full strength dope may be applied to the wing and fuselage, the positions shown. Note also the extra pieces inserted but only one coat to the tail-plane and tin. at the centre o f the leading edge to act as a reinforcement Assembly and Flying. The wing slides through the slot when the tail-plane is held in position with rubtier bands. in the. bottom of the fuselage, and is held down by means The ,ν, m. sheet tin ribs arc o f the symmetrical type. of one or two large rubber bands, which may l>e conveniently 'The largest and .smallest ribs are shown, and after these made from discarded un lubricated l in. flat strip. have been cut it is a simple matter to place four blank Slide the tail-plane through the fuselage in the same pieces o f balsa between them and cut the remainder. manner and hold down with rubber bands. A rubber band Slide all the ribs on the i in. sq. mainspar. and then placed round the fuselage prior to the tail-plane being fitted add the £ in. sq. leading edge, for which slots arc provided into place serves to hold the fitting at the front o f the fi i at the front o f the ribs, and also the } in. wide trailing pressed firmly against the top o f the fuselage. The slots edge. When the framework has been thus completed, the at each side permit it to be moved for adjusting purposes. tip piece of ^ in. sheet can be placed in position. The rear of the tin is, o f course, kept in position by the peg A short peg o f in. diameter bamboo al*mt b in. long detailed previously. must be cemented to the fmttom o f the trailing edge o f the T w elve or 14 strands o f in. flat strip rubber made up fin, so that it fits fairly tightly into a hole made in the into a skein 30 in. long comprise the motive power, and top of the fuselage at the extreme tail. the rubber should be well lubricated l>efore use. T h e fin fitting, the shape o f which is shown, must be It will l>c found that, due to the low centre o f pressure, cut from *8 mm. plywood, and cemented to the bottom of little or no downthrust is required for normal living One the (in at the front, the Ixittom rib occupying the position advantage of this type of low-wing fitting is that it allows shown dotted. a certain amount of incidence adjustment, which may be Nosehloch. This consists o f three laminations of ^ in. made by sliding pieces of balsa under the leading edge. sheet balsa, and is made in the usual manner. The pro Time spent in experimenting with varying incidences will peller shaft is of 18 s. gauge wire, and incorporates a pro­ certainly be conducive to tlu: better results.

The “FLUXITE QUINS" at work “ Cheer ut> little O O ." ex­ M.S.S. PANDA claim t has entered. Then u hat h o ! for a grand •Note the original design which is not a r

The ” FLUXITE ” GUN is always read y STILL THE LEADER to pul ” FLUXITF " on the soldering job instantly. A little preaaure places The M.S.S. “ L y n x . ” Price o f kit with the righ t Quantity on the right spot and ready curved propeller, post free, only 16 -, one charging lasts for ages. '•‘ Ά : plans and printed balsa 3'6. " Lyn x Cub,” Price 1/6 or Gtled 2/6. FLUXITE LIMITED. Dept. II M. v. a smaller version of the “ Lynx.” Price, Bermondsey Street, S.E. ’ - ! complete kit. post free, only 10/6, plans 1 -· - ■>$ and printed balsa 2 6. ALL MECHANICS Please note— A ll prises sire subject to purchase tax * except tetter e orders can he served front existing stocks. MODEL SUPPLY STORES Write for 17 BRAZENNOSE STREET Catalogue FLUXITE MANCHESTER 2 4d.postfrec IT SIMPLIFIES ALL SOLDERING Also at 6 Kirkhams Bury Old Rd. Prestwick. Manchester * ‘ r A t A s

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W i n o - 'F in, T. E ARCHIgVI i LUIK f u l l size- r I 1 5 4 - S 6 UTS. Ta UL T r u m g L e 26 THE AERO-MODELLER January, 1941

MR. G. W. JONES WRITES A LETTER TO THE EDITOR·

Dear Sir, the angle of the wing of any streamlined model. A highly- I was much gratified to read Mr. I*. II. Warren’s article streamlined model is not flown at a lower angle of incidence in λ recent issue o f T he Aero-M o d e l l e r . than a medium-streamlined model, as Mr. W arren’s thesis Curiously enough I completed the first of a few articles would appear to suggest. Probably the opposite would lx* several days ago, and I enclose it herewith. It is upon the case. The velocity may l>c growing considerably, and the same new “ lines ” which Γ hope T have laid ; I have the DV factor may increase, if guided by Mr. Warren, it gone into the matter more fully, reinforcing the old founda­ is quite a complex business; DV must be as small as pos­ tions which were a little weak and present my findings in sible, but. by decreasing D, V increases considerably (1) the article xeferred to. varies as V 3), and may outweigh the new and supposedly- It is very pleasing to see that upon the small arguments lieneficial drag force. presented, that many— for very few readers take such pains I n my article I present formula; to find this optimum as Mr. Warren— have investigated what was behind them. angle. (Advertisement!) It proves that we are still virile, although 1 was beginning Another point is that in my article, “ Streamlining and to doubt i t ! Its Bearing on Duration Models,” / did not mention any Mr. Warren, however, although substantiating my plea specific aerofoil. The Glasgow chappie immediately assumed to abandon L / D max. for duration models, is not quite plain that l meant R.A.F.32. What I was really saying, in enough. effect, was that most models it seems would have a superior What he is really doing is finding a medium between the performance if they were flown at 6 deg. ; 1 merely quoted streamlined and the unstreamlined models, and comes to this as a guide— a pointer— for some sections it will be less, the conclusion that a streamlined model is flown— for mini­ for some, more. mum rate o f descent— at a lower angle than the unstream Yours faithfully, lined one. This fact does not help us, however, to decide G. W . Jones.

DESIGNING FOR DURATION ------By G. W. JONES

H IS duration-seeking business is one o f great intricacy, war w ere: A wing of 200 sq. in. with a plus or minus T or of great simplicity, according to the point from tolerance o f ten sq. in., fusclagc(s) conforming to the which one views i t ; there are, apparently, two lines of formula I.3/100, with a stabiliser area of 33 per cent of main thought: one, that duration depends almost entirely upon wing area. T h e weight was not to be less than eight ounces. the good fortune of “ catching ” a thermal; and two, that 1C very modeller, I should think, has an idea, a picture in no matter by what method duration is obtained, that the his mind, o f what his craft will lk lik e; he modifies this maximum o f designing ability of the person should be to suit his design. Proceeding as outlined above, he will brought to hear on the problem. It is obvious, by my determine all the areas and factors concerned. Now take description o f the two, which T myself p refer; perhaps one aspect-ratio, for instance. Opinions differ, but I think that o f thermalites would present the two cases in quite a d if­ theory, and wind-tunnel practice, support the view that a ferent manner! high A .R . is advantageous, and this is strongly advised to Most contests have some sort of limits imposed. Study be incorporated, the ratio not being less than, I sug­ these, and, if no definite things such as weight, etc., arc gest, twelve, although you should go as high as possible mentioned, then decide upon some. In other words, make without getting too small a chord (3J in.), and without out a necessarily-sketchy specification o f the ’plane you getting too cumbersome a span— structurally, that is. Let wish to design. us here construct general details of a model in order to give For instance, if no definite restrictions are imposed, then us some idea, as well as for clarity, as to procedure, and to determine, say, the span of the model perhaps you have a cause and effect. carrying-hox o f certain dimensions, and you also want to Suppose that we take a mean chord of 4 in., and a span build a wing without a break in it, then here is a restriction o f 54 in., which, minus tip losses, etc., will give something that you should take into consideration. This is not so approaching 200 sq. in. ; suppose that the tips are so made silly as, perhaps, it sounds " Designing your model to fit that the area is 200 sq. in. T h e A .R . will then be just the box ! ” — for there is nothing foolish in a full-size aircraft over thirteen— a fairly good figure. designer having to design a ’plane to certain “ space-restric­ It is not my purpose here to describe why-and-what affects tions n — hanger-space, perhaps, or possibly storage-space such-and-such an area I am merely concerned with per­ l>elow decks in an aircraft carrier. The reader will no doubt formance so I shall take as my overall length 37 in. This have his own ideas upon the subject o f aspect ratio, and w ill give us a cross-section area o f 14 sq. in. Again, 1 hence lie may construct his wing’s plan form. It is advis­ shall take my fuselage shape as a circle; you may prefer able. T think, owing to our climatic conditions of general another. This is approximately 2-20 in. radius— actually windiness, not to use a wing-loading of less than about four it is slightly less. ounces per square foot. A fin area o f 25 sq. in. will l>e assumed, together with From this point one can progress until the complete model a tail area of 00 sq. in. For the present we shall take M-0 is no longer embryonic, at least as far as design goes. as the stabiliser section. (M -0 was actually chosen because However, in the type o f contest with which I shall mainly we have figures of low-speeds from Powdrill and Mac Bean deal, there are some quite definite rules to obey; I am at our disposal). T shall, however, have some more observa­ referring, o f course, to the Wakefield. T h e rules before the tions to make about the use of the tail, its section, and how January, 1941 TIIE AERO MODELLER

AND AN ARTICLE i ‘DESIGNING FOR DURATION” it may considerably aid the ’ plane's efficiency. The under­ far as interference is concerned, nothing but “ guesstima- carriage will be retracted, and a single-bladed folded pro­ tion ” can be brought to bear ; it is usual to bring the total peller fitted. figures being dealt with to round figures, the increase being So much for general details. Individual points should be generally slight, but at least acknowledged. given attention, with the object of eliminating all superfluous N ow , the whole point of duration-designing is the ob- drag. The fuselage should be as close to the minimum taining o f the minimum sinking-speed. What factors deter­ area as allowed (but don’t go too close or you may find that mine the sinking speed of a model? Most modellers are, you have disqualified yourself, although, of course, this apparently, not aware of these. Th e L/D ratio is a very should not happen !) A high polish should be given to the simple thing to grasp, and was naturally seized upon as being whole ’ plane. Th e fuselage shape should be such that the of some consequence; it is— but not in relation to the nose is not too pointed and thin, and the tail as smoothly- sinking speed, as will. T hope, be shown. drawn to a point as you can get it, giving as little turbulence T h e reader’s attention is drawn to Fig. 1. V is the at the rejoining o f the airflows at the rear o f the fuselage. actual translational velocity, and V n, V e the speeds in the Remember that the entries and exits are the most horizontal and vertical planes. It is obvious from a know­ important points in streamline. ledge of geometry and trigonometry that : V2 = V2/sin30, F ig . 1. Sinking speed diagram. = V;* (Cr/Cd)2, and that: Γ velocity. Lift varies us Cl. V 2 Vn velocity in horizontal plane. Drag varies as Cd. v 2 = ...... ( i ) I s velocity in vertical plane. Resultant varies as Cr. (Crjc ay .... For a model in the glide, the lift equals the weight. Our 2> old friend, the formula giving the lift of a wing, gives us V2 = 2L/C,.p.S. and k - W, = 2W/C,.p.S. Inserting this value in (1), we obtain : 2VV (C d)2 v ·2 - C p.S. (Q* And so. / a w ./ C. p.S. V 2\V . Cd (2). V p.S. e expert in model aeronautics. He says: ” We must, there­ allowed to fool us; it does a lot of us, however. fore, fly at the angle corresponding to the smallest rate oi In explanation let us look at Fig. 2. W e can see that descent; and this angle is greater than the angle correspond­ angle — angle a2. The determinant angle is «· The ing to the. flattest g lid e ; that is, the angle o f l>est L / D ratio. smaller is this angle, then the smaller is the angle of glide, Now the latter (that is, the angle of L/D max.) may be or, in other words, the higher the angle o f L / D ratio, the lietweeii 0 degree and 8 degrees, while the former lies smaller the angle of glide, and the greater the horizontal higher, that is, nearer 6 degrees to 8 degrees. distance it will fly for any given drop in vertical plane. W ho was this written b y?— Mr. J. Van Hattum, The angle of incidence corresponding to the l)est rate of A. F. R.Ae.S. A E R O D Y N A M IC FORM UL/E ------3 By A. H. S M IT H

Parasite Drag. V last article described various formulas which could l>e Aspect Ratio. M applied to the forces acting on the wings or aerofoil This is the ratio of the dimension perpendicular to the of an aircraft, and it will be realised that the wings are the direction of motion to the dimension parallel to the latter, only part which generate the lift necessary to maintain flight, and can also l>e expressed as the ratio o f the square of the the thrust o f the motor having to overcome the drag created span to the wir.g area. If, for instance, a wing is 80 inches in attaining the lift. span by 6 inches wide, the aspect ratio is -*? or 5 to 1, or Now drag consists of two parts, wing drag and parasite G drag. The latter is caused by skin friction and form drag, we mav determine it from that is, fuselage shape, landing gear and control surfaces, Span2 80 x 80 900 — 5 to 1 and is the component o f total resistance due to parts which area 80 0 180 do not contribute lift. This can be calculated from the The following equation shows the relationship between any formula three of the four units which apply to the plan form of a D in lb. = K A V 2 (8) wing : S where K is the drag coefficient for a particular shape. W = L A or SA (0 ) A is the projected cross-sectional area in square feet, L ° r v W 2 and V the speed in miles per hour. _ W L or — or I.2A (10) Values of K for various fuselage forms are given by D. A. A Russell in his “ Design and Construction of Flying Model W W 2 S (11) Aircraft,” and an average value for a rectangular section is = L ° r S 0Γ I given as K. = ’0009, a square-sided form with semicircular s . w (12) top and lx)ttom is given a value of K. = ‘00045, while a - W A V a good elliptical cross-section has a K value of only 00025. ?. wing span, S - the wing area, = the A parasite drag coefficient K. can also be applied to obtain aspect ratio, and T. = the chord, \V and L being, of course, drag values for struts, wheels and other projections, the in the same units. actual values o f K depending on the degree o f streamlining It has l>cen shown in previous articles in T he Aero- or fairing applied to them. Modf.u ,f.r how corrections to lift and drag incidence values can be applied for variations of aspect ratio, and readers can W in g Drag. refer to the capable article, “ Wing Efficiency,” by T. A. The drag of an aerofoil as obtained from the formula Brown, in the September issue, or the graphical form given D = C d Jp SV 2 may be separated into two parts, ” Profile ” by the writer in the October issue. drag, consisting of skin friction, and form drag depending From these it will be appreciated that, provided the struc­ only on the shape o f the aerofoil and its attitude to the air­ tural arrangements do not add excessively to the drag or the flow ; and ” induced ” drag, which varies with the lift and overall weight, a high aspect ratio will I k ? beneficial, and the “ aspect ratio ” of the plan form of the aerofoil. for most models can be 8 to 1 or 9 to 1. January, 1941 THE AERO MODELLER 29

A CRASH-PROOF WING FIXING - By T. W. EVANS

a balsa blocks, b — brass tube. c sled wire which slides in tubes. d~ rubber band to hold the units together.

Tails and Fins. Various formula: have been given for approximating the area of tail and fin surfaces, but as they are empirical or based on experience or observation, no attempt will he made here to justify them.

IV rfom iane V elocity. Let us now revert to our formuhe (4) and (5) for lift and drag, and see how changes in the arrangements o f units or factors w ill affect our results. W e know that, to a certain extent, the lift and drag of an aerofoil depend on— (J) T h e shape o f the aerofoil. 88 Again, I mile per hour ft./sec. = 1*4667 ft./sec., so (2) The area in plan form. 60 (3) Th e square of the speed. that formula (15) can be expressed- (4) T h e density of the air. 29 W /S V in miles per hour As the majority o f my readers will he concerned with model 1*4077 * C l max. design the last factor, density, will he considered constant, that is, at the standard value at sea level ( ‘002378 slug or 10-77 \ / , . VV'S (16) v Cl max. per cubic feet). After all, if our models did reach a height If, for simplicity in working, it is desired to express the of 1,000 feet the small difference in density would not upset wing loading in terms o f ounces per square foot, as there are our calculations. 16 ounces in one pound, wing loading will be Rewriting our lift formula (4) in terms of the square of W (lb)/S the velocity, we have then 16

V in ft. / 1 ' 1 . / W / S x , / 1 v ’ = c a Ps \/ V 1 V 10 and it will be seen that, for a given lift which will be equal /sec. = V 001189 C l max. to the weight o f the aircraft, a constant density factor, and / W/S J W/S or V = J x 29 7*25 V a fixed plan form area, the velocity value will decrease at V Cl max. C l max. increasing values of the lift coefficient C l until the critical I f our model comes out heavier than its designed weight, or ' ‘ stalling ” angle of the aerofoil is reached. the plan form being constant, it w ill be seen that, if the This then will be the minimum speed at which the aero­ aerofoil is set at the same incidence as originally designed, foil will support the aircraft, and is also the speed at which and consequently is using die same C l value, the wing the lift/drag ratio is at its lowest value, then loading has increased and the velocity will be greater. F \y S Again, if we wish our model, of a given weight, to fly at V minimum = \ f - , (14) ' C L max. Jp a definite velocity, our formula must he rewritten to express Where W/S represents the wing loading or the weight in the area required, to create the necessary lift at a fixed pounds divided by the area in square feet, and is expressed incidence, then in lb. per square foot. V min. may also he written s = w * <17) . λ- / 1 4 / w7s / Γ Γ W/S For the benefit of my microfilm fans whose calculations will v = V Up x V - C l. 111;lx.or V 00118-1 * V V c T m a x be in smaller units, the lift and drag formula: (4) and (5) = 20 V ( W /S (15) can be written v Cl max. In the. above the value o f V is given in feet per second. (»!■> - C l 1 p * V - <-r I. - C l (·002;)78) SV* US C * 1 14-1 Now 1 mile per minute is equal to 60 miles per hour, or Then L in ounces = *000132 C l S V 2 (18) 60 x 5,280 feet per 3,000 seconds. and D in ounces — *000132 C d S V2 (19) 60 x 5.280 where S is the area in square inches Then 60 miles per hour = or 88 ft./see. 3600 and V the velocity in feet per second. 30 Till·; AERO-MODELLEH January. 1941

AUTOMATIC RETRACTABLE UNDERCARRIAGES By R. B O O T H

HK type of undercarriage, illustrated in l*'igs. 1 and 2. balsa, with a hole in it just large enough to take the needle T is designed to follow the practice of full sized aircraft freely. of types like the Miles “ Master/’ ('uriis X P *10. X.P.37. A “ stop block can lx* fitted in the wing so that when and X.P. 42. etc., where, as the “ undercart legs ” move the “ leg ” swings hack, it will not travel too far. and backwards, the wheels turn through 45 deg.. and enter the smash into the upper surface o f the mainplane. underside of the wings flat (F ig. 6). Fig. 5 shows the various pieces, comprising the undercart The method o f operation is based on the fact that the - - not to scale ! “ light ” spring (1 is compressed by the weight o f the ’ plane Fig. 6 is the method o f attachment in the wings. until the machine is “ air-borne.’ ’ Fig. 1 explains how this undercart, with slight modifica­ In the particular undercart shown here, the aluminium tions (namely, vertical slots in tulie A , and the pivoting holes tube A is 1 inch long, with an outside diameter of ] inch, 1, fore and aft. instead o f each side) can 1h* made to swing into which slides another tube, 13, 1 § inches long. inches inwards or outwards. diameter. As the “ walls ” of aluminium tul>e are generally Actually, the two 1 ‘ carrier ” spars X and V need only

3 * 2 inch thick, a perfectly telescoping leg can Ik* obtained be about 1 inch apart, but have tieen shown farther apart if necessary by light “ sanding ” of the tube B. in the drawing, in order to make the method of installation Tube A has two slots, J, cut at an angle of at rout 45 deg., clear. one on each side of the tul>e. Care must be taken to cut the By placing the 1-64 sq. inch rubber ( ’ . Fig. 4, either slots opposite. and not both sloping to the back. As seen in between the undercart and the fuselage, or the undercart the accompanying drawing, the outside slot starts below die and the wing tip, it can lx made to swing inwards or out pivoting holes I, and slopes downwards and round to the wards. Thus a duplication of the “ Spitfire ” or 4i Hurri­ back of the upper tube ; while the inside slot starts below cane ” type landing gear can be reproduced. the holes 1, and slopes downwards and round to the front of the upper tube. (Th is is, of course, considering the. port side underran the starboard one must be made opposite). For cutting the slots, the point of a single edged razor blade will do the job quite easily. Immediately the ’plane rises from the ground, the spring G (wound from 26 s.w.g. steel wire), expands, pushing the lower tul>e B downwards. As the pin \. goes right through both tubes, D and J, it is forced to follow the course of the slot, cause the parts B and R and the wheel to turn through 45 deg. It will be noted that the undercarriage, prior to the ’ plane leaving the ground, is held in position by the needle F (fixed in the balsa block K ). The needle passes through the tube A . through the “ guide disc ” O, and into the aluminium tulie H . As the tube B moves down the needle F slides out of the “ retaining tube ” H . and the undercart is free to lie pulled hack hv the 1-64 inch rubber C. The circular “ guide disc can lie cut from inch sheet .human, !

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Manufactured by: E. KEIL & CO. LTD., L O N D O N , E.2 Also distributors for : Skylcada. Cloudcraft. Drome. Studiette. Truscale. Vcron. etc. Jan nary, 1941 ΤΗ K A EKO-MODEL I,ΕΚ 35 DESIGNS FOR THE SCALE MODEL BUILDER-XII By PETER GARROD CHINN

ITH this article, u Designs for the Seale Mode! with, the United States Navy, by the Gnmunan Aircraft W Builder ” comes to a temporary close, so to bring the Engineering Corporation, the firm who are supplying G.36 series as up-to-date as possible 1 am including the latest fleet-lighters to our Fleet Air Arm. military aircraft, with which we have not so far dealt— at Few details have Ijeen released, hut the “ Skyrocket ” least, the latest types o f which it is permitted to give a is described as being a heavily-armed fighter capable of an description. There are several new types of British aircraft extremely quick climb and high maximum speed (hence its now being built for the R .A .F ., but which, unfortunately, name !). The machine is somewhat unorthodox in appear­ I shall not be able to describe owing to the fact that (at the ance, duly mainly to the shape of the fuselage, which is cut time of writing) the Air Ministry have not permitted details short before reaching the leading-edge of the wing. This of these aircraft to be released for publication. arrangement, which must also result in an appreciable sav­ However, the German Luftwaffe have recently acquired a ing in weight, allows the motors to he placed closer together, new tyj>e, o f which some details are available. This is the thus assisting manoeuvrability, although in the case o f the Focke-Wulf Fw. 1ST ‘' Zerstorcr ” (“ destroyer ” ) twin- Grumman, the engines do not seem to be placed as closely engine two-scat tighter. together as would be possible. The Locke W u lf 187 is a cantilever monoplane in the T h e power units are W right ” Cyclones ” (probably of same class as the Messerschmitt Me. 110. The inner sections the G.200 type, since they are quoted as having an output of the wing appear to be swept downward in a slight of 1,200 h.p. each) and, from photographs, appear to drive anhedral which, with the uuderslung motors, should give a Curtiss electric controllable-pitch airscrews. good view for the pilot. The motors, which are stated to T h e “ Skyrocket ” is said to lie faster than the U.S. l>c Daimler-Ben/ DB.G01 of 1,150 h.p., project a con­ Army’s Lockheed P.38 twin-engine fighter (which has an siderable distance from the leading-edge, the front of the official top speed of 404 m.p.h.), and considering that the spinners, in fact, appear to be on a level with the nose of Grumman is smaller, yet slightly more powerful than the the fuselage. T h e usual ejector-type exhaust manifolds, as P.38, this is quite likely, although reports that it reaches fitted to the Me. 100 and He. 112 and 113 are used, as 450 m.p.h. are probably rather exaggerated. The take-off opposed to the stub-pipes employed on the Me. 110. time is said to he only seven seconds, and the rate o f climb The undercarriage retracts backward into the engine is undoubtedly very high. It is further stated that fuel nacelles, hydraulically, and is covered by hinged doors in capacity may be increased to permit the machine to operate two sections. A transparent panel appears to be fitted as a “ convoy ” fighter to long range bombers. under the nose, probably for the purpose o f bomb-aiming N o official details o f armament have been revealed at the should the machine be employed as a light bomber. time of writing, although many quarters quote shell-guns as The Fw . 187 is built entirely o f metal, and is reasonably l>eing included, and one report states that eight shell-guns “ clean.” except for the engine-nacelles, which, like so many are installed. All the armament is believed to be centred other German types, have a number o f excrescences and are in the nose-section between the two motors. somewhat bulky. Details of weights, dimensions and load­ T h e new Grumman has a span of 42 feet, as compared ings are not available, but in view of its high maximum with the 52 feet of the Lockheed P.38, and is 28·5 feet in speed (approximately 560 m .p.h.), it would appear that the length. Tt is therefore about the same size as the larger German practice of high wing-loadings for lighters has been types of single-engine fighter. adhered to. Manoeuvrability must therefore suffer. A low Another new American Navy lighter is the Vought- power-loading would seem to be indicated bv the very fast Sikorsky XF4U-1. This is a very powerful single-motor rate of climb and high ceiling, and this might possibly be single-seat low-wing monoplane, designed for operation from helped by the use of two-stage superchargers. aircraft-carriers. It is of metal monocoque construction, in The ceiling is quoted as being 59,000 feet which, taking which an exceptionally fine finish lias been obtained by spot- into consideration the fact that German aircraft are known welding the covering plates, instead of the usual rivet to have been operating at altitudes above 57.000 feet re­ construction. cently, seems to l»e quite creditable. The fuselage is of nicely balanced lines without unneces­ The Focke W u lf “ Zerstorcr ” attains its maximum sary excrescences, and mounts a twin-row Pratt and Whitney speed at 19.685 feet, an altitude which, it is claimed, can R.2800 eighteen-cylinder radial in the nose. This motor l>e reached ii> less than seven minutes. N o indication as to drives a threc-hladcd constant-speed Hamilton airscrew, range is given. Armament is uncertain, but is said to be apparently of the hvdromatic type. The tail-unit is of either six rifle-calibre machine-guns, four largc-borc machine- cantilever construction, and utilises trim-tab equipped eleva­ guns, or two shell-guns fixed to fire forward, with a rifle- tors and a balanced rudder. bore machine gun swivel-mounted in the rear cockpit. T h e cantilever wing structure is o f single-spar design and Up to the time o f writing, the Fw . 187 lias not been is o f an “ inverted gull ” shape. This tl inverted gull ” reported in action. In consideration of its high maximum arrangement should decrease drag due to interference be­ speed and fast rate o f climb, the new Focke-W ulf should tween the wing-root and fuselage, but has probably been he useful for bomber interception duties, but in combat with adopted to provide low points o f attachment for the under - our own fighters it is unlikely to prove any more successful cart, which must raise the nose to a considerable height in than previous German aircraft. order to give the necessary clearance for the large diameter Another recent twin-engined fighter, but this time a single propeller. sealer, is the American Grumman u Skyrocket.” This Deck-landings should be facilitated by the efficient design machine was designed and built for. and in conjunction of the undercarriage. This is of the individual leg type. 36 THE AERO-MODELLER January, 1941

mounted well forward and with a wide track. Each unit hub is enclosed in a large spinner, which enhances the retracts backward into the wing, where the wells are com­ appearance of the machine. The wide-track undercart re­ pletely closed by the leg-fairing and by flush-fitting hinged tracts inward, and traiiing-edge flaps, which can apparently panels after retraction. The struts apparently swivel to be used as dive-brakes, are fitted. permit the wheels to lie flush in the wing-panels. Developed by the Curtiss Aeroplane Division, Curtiss- The Vouglit-Sikorsky X F4U -1 is about the size o f the W right Corporation, in co-operation with the U.S. Navy, the “ Hurricane/' having a span o f about 40 feet, and a length manufacturers state that the XSB2C-1 offers performance of approximately 30 feet. Wing-area may be larger, how­ and versatility never before achieved in aircraft of its type. ever, since the machine is said to have a gross weight of Tt is further stated to have a heavy armament, and to be nearly 9,000 lb. No performance figures have been released, capable of carrying a large bomb-load at a high speed over but it is undoubtedly very fast, and probably does well a long distance. above the 400 m.p.h. mark. The maximum speed is pro­ For this month’s model drawing, the Henschcl Hs. 120 bably attained at a high altitude, since the R.2800 motor Observation Monoplane has been chosen. This machine is develops 1,600 h.p. at above *20,000 feet. Take-off rating in the same class as our Westland “ Lysander,” and was is 1,850 h.p., so it may be assumed that the X F4U -1 has a described in the June, 1940, article. The full-size aircraft rapid climb and a' short take-off. has a span of 47 ft. 7 in., so a λ in. to the foot scale will It has not been stated whether orders for either of these give us a conveniently sized model of roughly 2 ft. span. two aircraft the Grumman “ Skyrocket,” or the Vought- Since fixed strut-braced parasol-wings are never very Sikorsky XF4U-1 have been placed, hut both are obviously durable, a suggested method of making a flexible mounting first class lighters, and would be useful in this country. is shown in the sketch. T h e cabane struts are rigidly fixed Latest American Navy aircraft is the Curtiss XSB2C-1 to the fuselage, and a balsa platform mounted on top. The dive-l>oniber. Very little information is available about the wing is then attached with rubber to this platform. machine at the moment, but it is powered with a W right W ing struts and bracing wires always cause a lot of double-row tc Cyclone ” 11 cylinder radial developing a trouble, so these are also made to snap off in emergency. maximum output o f 1.700 h.p., and thus should be much Sim ple plug fastenings are used to attach the spars to the faster than any other dive-bomber. undersurface o f the wing. A rubber-band passing through In general, the aircraft is a cantilever low-wing mono­ the fuselage connects hooks on the bottom ends o f the struts. plane (apparently a two-seater), and of all-metal construc­ T h e usual “ extras ” for ultra-detailed models are noted tion. 'Flic “ Cyclone ** is neatly cowled, and the propeller with an asterisk in the drawing key.

COMMENCING NEXT MONTH : A new series of articles, by H. J. Cooper, entitled :— “FIGHTING AIRCRAFT OF THE PRESENT W AR” BUILD A x2 Scale FLYING MODEL OF THE BLACKBURN‘ROC’ from the full size plans printed on pages 806, 807, 816, 817 Designed by W. R. Jones

H IS model is true to scale, except for a slight increase Undercarriage. T o f the tail and rudder area. It was designed over twelve Build up as shown on the drawings and plug into £ in. months ago and can be relied upon to turn in very good sheet inserts in the centre section. flights around the 35 sec. mark. Engine Cowl. Fuselage Construction. Build this as shown and cover with card or in. balsa. 'i’he bottom keel member is pinned down on to the plan Card is preferable owing to the fact that it adds weight to and the bulkheads (that is, one half of each) are glued on the nose. to this and the ^ in. by ,ΑΛ *η· toP keels. When dry, re move from plan and glue the remaining half of each bulk­ Assembly and Covering. head on to keels. Add the stringers, keeping an equal When each component has been completed* assemble as number on either side. T h e ^ in. sheet tail and rudder shown on the drawings, taking care to get everything true. •-support is fitted when keel members are being pinned down. Cover with tissue, and after shrinking with water add one The rubber anchorage pieces are glued inside stringers when coat o f dope and one o f banana oil. It is not advisable to fuselage is completed. Refer to detail drawings for assembly use coloured dope if good flying is required. of centre section and wing fillets. Wing Construction. Flying. These are built on the plan, using the wood stated. Note : Use three-blade Paulowina 7 in. dia. propeller and three Top ami bottom spars. Leading edge may be covered with loops o f $( in. rubber, well lubricated. Put on 500 turns 3 5 in. wood if desired. for maximum flight after the usual test glides, etc., have Rudder and Tail-plane Construction. l>een made. Note: If obtainable, use ^ in. plywood for 'These are built on plan when outlines, etc., have been front and rear cowling rings and the model will balance cut out. perfectly. Go to it! 25 24 23 22 21 20 19 18 17 B e rm a n Observation Monoplane. rtf/κ’η it* ,'://? t. Movable aileron.* 7. Recess for machine-gun barrel. 12. Dummy machine-gun.* 18. Balsa covered nose section. 21. Hollow balsa spat. 2. Movable elevator.· 8. Dummy machine-cun in " action ” position.* 13. Dummy carburetter air-intake. 19. Dummy air-outlet from oil-cooler. 22. Dummy radio generator.· 3. Kudder trim-tab.· 9. Transparent cockpit cover. 14. Balsa cowl. 20. Fuselage construction: backbone 23. Duminv trniling-aerial post.· 4. Movable rudder.* 10. Wing strut 15. Scale propeller. strips, formers and stringers. 24. Movable flap.* 5 Radio aerial. 11. Wing construction: monospar with 16. Dummy cooling-gills Tissue covering. 25. Dummy navigation light.* 6. Strut-braced lailplano. light ribs and tissue covering. 17. Dummy exhausts. 38 THE AERO-MODELLER January, 1941

MORE “LETTERS TO THE EDITOR” ON

D ea r S ir , condition for the wing only, whereas we have to fly a box­ It 1 might be permitted to intrude in the Jones Maxwell like model at a higher incidence, with the wing at a less controversy, I have a quarrel with Mr. Jones’s article in the eflicient angle, because the reduced drag o f the box will August issue. H e states that the more you streamline a make up for the increased wing diag. So that to lake model the faster it flies. This is wrong, as so long as the advantage of streamlining we should slightly reduce the wings and incidence, and the weight, remain unchanged the wing incidence. speed o f Hying in the glide is unaltered, since the lift is I don’t expect Mr. Jones will believe me without figures, . L = G PAY-, so I have prepared a table showing the wing incidence by given by ------and this is true for all models. one degree steps from 0 ° to 9 ° for R .A .F . 82 (from Messrs. What actually happens is that the letter model will have a Powdrill and MacBean’s figures, which are about the most better L / D ratio, and so a better gliding ratio and a slower useful contribution to the amateur designer you have ever sinking speed. printed). 1 also show the flying speed and drag of wing Another of Mr. Jones’s fallacies is the curious statement for each setting, and, finally, for each of three models, a that we should add the saving in drag due to streamlining whole series of calculations leading to the sinking speeds to the wing drag, and so by Hying slower get a slower at each setting. Model A is Mr. Maxwell’s example, Model sinking speed. Ti we investigate closely we will find that B a 4< box ” having 50 per cent more drag, and Model C the nearer we come to the “ flying wing ” condition the a “ super ” job with 50 per cent less. Finally, a graph of nearer the ideal wing incidence comes to the best L/D sinking speeds. You will see the l>est setting for both A and B is 5*4°, which knocks Mr. Jones’ s “ add-the-drag- to-the-wing ” theory on the head. Finally, the best setting for C is 4 }° , and its sinking speed is T875 ft. per second with a forward speed of 18*4 ft./sec., which is very slightly faster than the 18-1 ft./sec. at which the l>ox-bodied machine glides best. What does all this mean in practice? Surely that the more we streamline our machines the less incidence they need, although the decrease will be small, since a “ flying wing ” would need about 4°. Actually, since we can't be expected to notice a machine having its tail up or down 1°, wc would probably not find the rigging angle any different. I know many people will stick to 3£° rigging angle, with the thrust line a hit below the drag centre, and the upsetting force o f the thrust will mean that the machine climbs at 5° incidence and glides at 8J°, the small dif­ ference in sinking speed at the 8J° setting being more, than compensated by the extra margin between that figure and die stall, in particular in had weather. That has been my own practice, and 1 will certainly need a lot o f convincing before I change it, since it has proved itself in actual flying, which is a lot more to the point than Mr. Jones’s theory. I wouldn’t he surprised if Mr. Jones’s 6° machine (I presume he practises what he preaches) is really gliding with its nose down 1 ° or so 1 And mine 1° up ! Yours faithfully, R o b k r t B u r n s .

Angle of incidence in ° 0° 4-1' 2 3 4 5° 6 ' 7 86 9' Flying speed, ft. per sec. 21*9 21*2 20-2 19-6 18-6 184 17-8 17-65 27-55 17-5 Drag of wing, in ounces •715 •69 •665 •65 •665 -683 •72 -76 •825 •89 Model A. Drag of fuselage •425 •395 •36 ■34 •305 -29 •28 -275 Γ -272 •27 Fuselage 1* wing drag 114 1 085 1025 0-99 0-97 0-973 1 0 l 035 1097 146 L Id of model 7 7-36 7-8 80S 8-25 8-22 8 7-72 7-3 6-9 Sinking speed 3*025 2-875 2*59 2 42 2-25 2-20 2-22 2-28 2-40 2· 54 Model B. Fuselage drag •637 •587 •54 •51 •457 -435 •42 -412 ■410 •405 Fuselage 4- wing drag . . 1-35 1-277 1-205 116 1422 1418 144 1472 1-23 1-294 L/u of model 5-9 6-25 6-65 6-9 742 7-2 7 02 6-84 6-5 617 Sinking speed 3-72 3 385 345 2-835 2*61 2-51 2-537 2-575 2-7 2-835 Model C. Fuselage drag •21 •20 48 47 4 5 445 14 437 •136 435 Fuselage 4- wing drag •92 •89 •85 •82 •815 -828 •86 -897 •96 102 L/d of model 8-7 9 9-4 9-75 9-82 9-65 9-3 8-92 8-33 7-85 Sinking speed 2-58 2-355 2-135 201 1-89 1 -875 1-915 1-975 2105 2-23 January, 1941 THE AERO MODELLER 39

THE “JONES-MAXWELL” CONTROVERSY

D f.ar S ir , A discussion such as that now going on over %· G o t t 4 5 6 the least sinking speed of a model always to interests me. and 1 felt I would like to add something to it. The l»est angle of incidence depends on the drag of the whole model, and will therefore differ from one model to another. I have drawn a graph to help illustrate what happens. The least sinking speed for a given machine , C t> . e> occurs wnen-^v r5 is a minimum. This ex pression must include the drag o f the body, tail. etc. ; in fact, it is for the machine as a whole, and not just the wing. For all the W I N G O N L Y drag of the machine extra to the wing, I have taken a coefficient o f Ό06. This is about 1-10 of the wing drag, and is alxmt the same in proportion to a modern full-size machine. With a really well streamlined model this 2* 4* io- 12* coefficient would l>e smaller, and therefore the incidence of least sinking speed would be nearer that of the wing only. Unfortunately. I have no performance figures to hand for R.A. F.82 section, so have used my old favourite Gott.436, which I am certain is not very different. In any case we cannot plot the correct curves without the true value for the drag coefficient, which can only be found by measurement o f the model concerned. The main point is that the curve illustrates how the sinking speed is increased with extra drag from the body, etc., and with this extra drag a greater angle of incidence is required. There is one more point 1 might mention, and that is an increase in aspect ratio would make the curve for the whole machine a little nearer that for the wing only Yours faithfully. Howard Boys. Dear Sir, We must apologise it» Mr. G. W. Jones. It was very careless of us to lit overlook the fact that the drag varies as velocity2. After correcting our calculations wo find that actually the model in our example would have its lowest sinking speed if the wing were at δ deg. Iv. Round one to Mr. Jones. However, in his original article. Mr. Jones slated that streamlined models I 3 ought to have their drag increased to that of “ unstreamlined ” models by Q increasing the angle of the wing. By this means various advantages, which UJ need not be repeated, would accrue. ui a O Suppose, therefore, we have a model which is even more streamlined than <0 our lirst example, in fact its l /d ratio when its wing is at G deg. is 11/1. Now we found that for our lirst model the lwst angle was 5 deg., so that, according to Mr. Jones, the angle for this new one ought to be greater than δ deg. But our calculations show us that the lowest sinking speed for this super streamliner occurs at 3f (leg. Similarly a model less streamlined than our lirst ( l /d — 4 /I at 6 deg.) would have its lowest sinking speed at G£ deg. The conclusion is that while, as Mr. Jones says, it would !>e advantageous to fly the average streamlined model with its wing at a higher angle than is generally used, we contend that (contrary to M r. Jones’s statement) the more streamlined a model is the smaller need be the angle o f attack to produce the lowest sinking speed. The accompanying graph and figures on the next page show our working. Are we wrong again. Mr. Jones? W e are. Yours faithfully. O 2 Λ G> 3 10 G.M.A.C. Research Section. ANGLE or ATTACK or WING - ° 1. H. M a x w e l l . 10 ΤΗ H AERO-MODELLER January. 1911

A 3 cc. PETROL ENGINE DESIGNED AND BUILT

This engine tens en tirely designed ami constructed by a boy i»f 15 years of age. II e print his description of how he went about this job exactly as sent in to us.

H A V E heard so many people say that they would like a petrol engine, hut have not Igot mu: because they are too expensive, that 1 thought I would make one myself. T have not bought any blue prints or eastings, how ever. I happen to live in a large garage which l>clongs to my father, so 1 have a few more advantages than an ordinary aero-modeller, especially as the garage is exceedingly well equipped. After collecting all my acro-modcller papers together, l and then fared up the top side until it was a plate n!x.>ut a found that nearly every one advertised had spats,” or sixteenth thick. Next l turned away the flats until 1 had flanges on the base, presumably to strengthen it. Hut I saw no a face diameter of $ in. need for it . T o make the base T got a piece of piping th ' On making the connecting rod I had three shots: the size o f the base. Then 1 found another piece the size of the first T tried carving from steel bv hand, but this did not cylinder. Next I welded the cylinder on the base. I hack look very good, so I turned one from a l>olt and filed two sawed the base pipe right down the centre so that 1 could flats on it. take the mould out easily. I cast the first base of aluminium I cast an aluminium cylinder in another piece of pipe, and she came out perfect, with no air bubbles or flaws. Hy drilled out the centre, and put in a mild steel sleeve. Then the way, I got tin* aluminium from old gearboxes and crank­ T made a mandrel, put the cylinder on it. and did the cases o f cars. I faced the back practically to the cylinder necessary turning o f fins; the thick piece just under the fins l/ase and turned a spigot on the other side of the cylinder is for bolting the different parts into, otherwise if one just on the end of the base for lightness. Hy chance that day a bolts them on without it there is n< t much for the bolts to friend came along and gave me some self-aligning ball races screw into. For the transfer port I drilled u p the side of alx)ut o f an inch in diameter, so, o f course, 1 shrunk two the cylinder, then straight into the cylinder, and bolted a o f these in the base with a distance piece to hold the crank­ plate on the outside. I cut a slot in the base so that the shaft. vapour could go up the side, leaving it absolutely airtight. Next job was the crankshaft. For this I got a bolt about I drilled the ports, screwed in the exhaust pipe, and made 4 inches long and ^ of an inch across the flats. T turned screw holes for the inlet. it to lit the races, faced hack the screw side of the head, Next I reamcred out the cylinder. but this was n o t a

T iik ’· J u n k s M a x w h .i " C o n t r o v e r s y . C o n t i n u e d . SV M liOl.S.

7 = Angle of attack of wing Dw = Dm g o f wing in oz. Dt = Total drag in ~)7.. V = Flying speed m ft. /'sec. Dr — Drag of remainder of model in oz. Vs = Sinking speed in ft. sec W ing. (These values apply to all three models). M o d e l w i t h 1 i>= 111 at 6 deg. u 2 2 4 6 8 D r •0161 *0141 •013 Ci. •78 *89 •96 •99 D t •6511 •6691 •728 Cn •062 Ό73 •086 Ί 0 2 T. D . 1 2 ‘29 11 95 IE V ... 10-7 1844 1775 17*49 Vs ... Γ 6 1 *54 1-61 D\v *635 *655 •715 *824 M o d e l w i t h E/l>= 8/1 at 6 deg. a (As in previous letter). M o d e l w i t h 1 /r> = 4 / l at 6 deg. a I) k •351 •308 •285 •277 D r ... T58 1387 1 *285 1 25 D t •986 •963 F r ιο ί D r ... 2*215 2 0 4 2 2* 2*074 L/ d ... 8*12 831 8· 7*27 L/D ... 8*61 8*91 4* 3 "86 Vs 2 4 3 2 22 2*22 2 4 Vs ... 5 ] 46 4-72 4-44 4*53 January, 1941 THE A ERO-M ODE LL E I< 41

AT THE AGE OF FIFTEEN YEARS ------By Η. E. GRIFFIN good bore, so I kept on lapping the cylinder with a piece tapped. Next 1 got a bolt and put a gramophone needle in of turned wood and fine carborundum grind on a high speed the thread end. so that when it was screwed in it regulated drill. After a lot o f work this eventually gave a very good the flow of j>etrol accurately. bore. 'The tank is an old car carburetter floor, into which two Then I ground a piston o f mild steel to fit the bore and pipes were soldered. The flywheel is a turned piece of put a mild steel ring on it, which gives excellent compres­ steel with a grub screw through it to hold it. Th e contact- sion. The cylinder head is bolted down separately. I put breaker was not so easy. First of all 1 turned a piece of four studs in the base to bolt the cylinder on to. I made steel, with a hole in the middle, for the crankshaft, to fit the sleeve about J o f an inch longer at the bottom, so as to on the spigot of the base, and I»· held in position by a bolt. guide the cylinder into the base. Then I brazed a handle on it. On the face o f it there is a The gudgeon pin was made o f mild steel. piece of steel holding a threaded fibre bush at one end into The exhaust pipe is just annealed copper tubing. which a sixteenth l>olt goes, which has a brazed platinum The big end was turned from mild steel in the shape o f a point as a head. In the middle, another piece of steel screw, and screwed into the crankshaft plate. T o fill up is pivoted, which has the other point at one end and a * the base and make it as small as possible 1 made an alu­ bump at the other, which is hit by a cam on the crank­ minium plate which goes right up to the big-end, leaving a shaft. gap o f about $ o f an inch. I bored out the centre on the I have also made a plug which happens to work, after outside for lightness, and tapered it to the edge. having made 12 electrodes, because 1 kept on breaking them ! The carburetter was quite easy. I bored a piece o f steel Th e outer casing was made from hexagon brass and tapered for the inlet pipe, and brazed a smaller tube into it alxwt inside; the electron was also tapered and covered by mica three-quarters o f the way along. 1 then brazed a plate on so that when a nut is tightened outside it pulls up the the same end, which is bolted into the cylinder. After put­ electron and so fixes it. In between the nut and the brass ting the smaller tul>e in Ϊ redrilled the large one to clear it. are two fibre washers. When it was finished I turned the Now I was left with about an eighth on top and a longer nut and washers so as to make it look I Hitter. The weight piece on the bottom of the small tube. This was then of the complete engine is 8 oz. THE USES OF CHEWING GUM IN SOLID MODELLING By N. H. FENTON

T is probably widely kno-wn that satisfactory fillets can l>e For old-typo wheels, such as were used on the Fairey I made from chewing-gum, though personally I prefer “ F o x ,” Hawker biplanes, and almost all Great War plastic wood ; but realistic wheels for small models may also machines, there is a method of slitting a linen button and he made from it. Th e resulting wheel has a “ rubber ” filling with plastic wood, but a far simpler method is to finish. press a ball o f gum into the cavity, and cover the two Some practice will be needed to determine what quantity holes on the other side with a smaller piece of gum. Mark to use, but always begin by making two small balls of gum the hub and valvediole while still soft, and coat several the same size. This is to ensure that one wheel won’ t be times with clear liquid before giving the final coat o f mat! larger than the other, a truly horrible sight ! Cut two black. discs for each wheel, and after carefully flattening the balls Now, many builders of Avro ” Ansons ” will probably of gum. cement them on. Slight pressure will give the hubs have been disheartened l>v unsuccessful attempts to reproduce that recessed effec t, and a correct tyre shape will l>c formed. the valve-cover bumps on the cowlings, but these can also be The whole should l>e coated several times to preserve the made from chewing-gum. A long thin length should l>e shape; clear dope or thin cement will do. and if you like you rolled, about the thickness o f the “ bumps,” and small pieces can flatten the portion which rests on the ground to imitate cut off with a razor blade. With a little practice, correctly low pressure tyres. streamlined “ bumps ” can be pressed on to the cowlings, a slight drop of cement being needed for each one. Be sure that the cowling is well sandpapered Ireforc any bumps are put on, as this cannot be done afterwards. It is quite possible that modellers may find other parts to make from chewing-gum, but the chief points to remember are : (1) Always keep fingers wet while handling gum. (2) Coat all parts with clear liquid, so that this will harden and prevent the gum from sticking to any surface on which the model is placed, as well as preserve the shape. And never, never l>e tempted to use wax or modelling-day for fillets, as wax will not take paint, and both are affected by heat. A friend of mine once made two engine-cowlings from Always buy a sealed box from a recognized model wax, and left his model near a window on a sunny day. dealer—CATON’S well lubricated gives maximum You can imagine his surprise when ho returned and surveyed turni and pow er. two shapeless globules of wax on the l>ench beneath the C A T O N Ltd., 1 Mermaid Court, Boro’, London, S.E.1 engine nacelles ! n m 5 : S ^

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1/} ι® q ? 2 MeOflteS 44 THE ΙΕΗΟ- MODEL!,EH January. \<) 11

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K in d ly mention THE lERO-MOHEI.I.EK when replyin g to advertisers. January, 1911 Till·: ΛΙΜΟ- MODELLER

C 2 i\ p a c k e r.

Conducted by C. A. RIPPON Hon. Inst , No 85 (Southgate) Squadron

O U B T L E S S since last month many of yon have been models. The Mayor was impressed hy the work displayed, D thinking over my appeal to you, and are considering and which was much admired hy visitors, who helped swell organising >r reorganising your aero-modelling section. I the ’ Spitfire ’ fund. W c gained two new members. ” That's shall lie glad to hear from squadrons who have already an news, and shows that \ o . (XX) squadron is active in the organised section, and also from those who have a manlier aero-modelling field, and that’s what we want to sec. Let’> of aero modellers whom they would like to organise. Ke- have your news, brief but complete. No. 85 (Southgate) nemher. these are your own special pages, and I am to Squadron, which is sponsoring the borough Spitfire Eund. hand to help you along. Send along chatty news of your has had a Messer.schmitt 109 on show ; the cadets in at ten activities, or details of any interesting model, gadget, dance have spent a busy time explaining the machine to sketches and snaps, too. will all help you to get together visitors· and it has been noted that many local aero- and learn what each squadron is doing. Amongst you modellers who specialise in scale models have Urn along to there must inevitably lie some lone hands, perhaps only one study the machine at first hand ; doubtless their models will or two in a squadron ; don’t be dismayed on that account. he extra detailed on this account ! We want your news, and I am sure that as soon as your With the New Year upon us. we ought to consider what officers see you and your models mentioned their interest models we should build lor the spring. I lying in the will he aroused, and that is the first step towards forming spring calls for a fairly robust job, and the super duration a live aero modelling section. Don’t trouble to write your type of model doesn’t really come into its own until May reports or descriptions into an article. Send along concise and onwards. It is wise to get in some practice with a hack notes. I'll knock them into presentable shape. 1 want or general purpose model before risking the newest “ crea­ your news, and T don’t want you to delay sending in lie- tion.” with which you hope to win squadron honours. cause you cannot find time to “ write it up.” Even a Doubtless in the pages of ' 1 ' h e A k k o -M o d e l l e r you will postcard will do —if one turns up with something like this : find that tough, sturdy job, suitable for breezy weather. “ \o. 000 squadron of so-and-so held an exhibition of solid Talking of the spring, this is the finest and most convenient time to hold an exhibition of models. Throughout the winter you have all been as busy as bees, building in­ triguing little snlid models, and they are all aglow with freshness; or scale fiving models, or duration models, so what better time to whip up a really representative collection of ’planes to drawr attention to your squadron’s activities, and perhaps pull in the shekels to augment the funds? Your local model supply stores, or a local shop o f some standing, will doubtless co-operate, bv lending you window space, to your mutual advantage. Dealers ! here’s a chance to link up with your local Air Cadet squadron. And 1 say. clubs, “ What about it? Have yon made contact with your local squadron yet? At the risk of

A 7 ft. 1 in. span double-size “ cruiser built by Mr. A. Adkins. W'eight of 'plane is t j lb. k) THE AERO MODELLER January, 1941

being hackneyed 1 must urge you to “ go to it. II you are holding a local exhibition, invite the Air Cadets to show their models, and some o f the very excellent pictures and other gear they have by them. Remembei this is the air age, and anything and everything to do with air matters is studied with great interest. I know myself that more people have been attracted to aero-modelling during the first year o f war than in .my yeai before. So youi co-op era lion means new mem­ bers for both organisations, and new strength, too. I wonder if the cadet squadron local to Mr. Peekes (who won the first prize for the best G .W .7 Wakefield model) will be enterprising enough to contact him and make him a member. Congratulations, Mr. Peekes. You are an in­ spiration to those in their teens; you did it. so others can do it. By the way, T am going to tell you o f ** Good Air Cadets,” so with your pictures, if they feature personali­ This good-looking 'plane was designed ami built by Cadet ties. will you include some interesting facts to enable me to Ihndesteix, of the King's Lynn Squadron of the A C . “ write them up.” Host time is 19 min. ().().S. Age of builder, 15 years.

“SPILLING THE BEANS ” I·.R E ’ S a “ stunt ” we work on an occasion when we pens, one doesn't know enough about the subject, you are H are stumped for a lecturer, or we have time on our allowed to question any person present who you consider hands at a meeting. The secretary has ready to hand a knows the subject sufficiently well. This scheme is very number of slips o f paper, on which are written a number of informative and pools knowledge, and it has Ικ·αι noticed subjects. Wings, undercarriages, line up, covering, doping, that on occasions, when the interest is keen and the speaker etc., etc. The slips are scrambled in a hat (or beret), and good, the chairman forgets to clock off at two minutes. each member present draws one. After two or three minutes We have found that quite a number of our members do to consider their subjects, they each talk on their selected know their subject, and can speak once you can get them suh'ert for a maximum of two minutes. If. as often hap­ started, and this is one very good way of doing it.

“A POEM LOVELY AS A TREE” N K of my many correspondents, Mr. I). Martin, of Singa- branches. The poor climber necessarily had to get into and O pore, points out to me that even in Singapore aero- among the branches to get at the one on which the machine modellers have tree troubles. He writes: “ Palm trees are was, and in doing so he climbed into a nest o f large ants much harder to climb than any other frees with branches and bats which happened to be hanging in the branches. lower down. Quite recently l had occasion to have a T o my consternation 1 heard a yell, and saw the branches machine retrieved from one of the coconut palm trees which shake violently. The machine eventually dropped from Tinge one side of my flying ground. I usually have to its perch, however, none the worse for its shaking. The enlist the aid of a Tam il coolie who can climb a coconut Tam il also arrived on terra iirma in due course, look ;rei\ for it is not every Tam il who can climb. On this par- ing very miserable after his encounter with the ants in :icuiar occasion it was my Sparrowhawk which had to be the tree top, but he was rewarded handsomely for his fetched, and as it was rapidly becoming dark, 1 was trouble.” naturally very anxious about it. T eventually got a tree- 1 have long made up my mind to write of “ Adventures climber and brought him to the scene. H e got to the top with Trees,” but I ’m quite sure that none of my adventures vary quickly, but as it happened the machine elected to could equal ants and bats in the same tree. W e ’ve a lot to asten itself to the outer end o f one o f the spreading be thankful for.

Just a Few Simple Rules for My Correspondents 1. Don’t delay, write t day. 5. Whenever possible, write on one side of the paper m il). 2. Always enclose an addressed envelope, together with 6. Good clear amateur snaps are welcomed, but profes a 2.\d. stamp for a reply. sional pictures only accepted by arrangement. The 'Λ. Keep your letters and enquiries concise and to the return o f photos cannot be guaranteed, unless accom point. panied by stamped and addressed cover. 4. Limit your questions to three. R i p .

IMPORTANT NOTICE TO ALL CADETS- NEXT MONTH’S “AERO-MODELLER” WILL CONTAIN FULL PARTICULARS OF ANOTHER COM­ PETITION— FOR A SOLID SILVER TROPHY— OPEN TO ALL CADETS... SO ORDER YOUR COPY NOW January. 1941 TI1E AERO MODELLER 47 THE AERO-MODELLERS' X-WORD No. 3

ACROSS. DOWN. 1. Power converter i9). 1. Projects arrangements of model (5). <». Thus the cap is not empty 2. Work or ape (5). (δ). 3. Time march out (4). 9. Very mud) self (3). 4. Technical staff of TlIK A eko- 10. Dick is one of these who Modei.lkr discourse thus seem to finish up success­ (9). fully in tins (9). 5. Do it with rubber bands 11 Part of rudder is the begin­ after trial flight (5). ning of the end (5). (>. Ideal landing (4). 12. Upset their teas (4). 7. Main frames sound larger than they are (9). 13. (Jet together lads (6). 8. Quality of man required 14. A deer at one time (4). when perusing 1 down 17. Enforced correctly? (7). (9). 19. It’s lovely for favourite 15. Definitely a spot (5). grass (7). 10. Hang on (5). 20. L in d en ----- (3). 17. Rear end containing writer 21. Treachery it is (7). («). 22. Mischievous fool starts dead­ 18. Everybody is these days {3 lock (7). hyphen f>). 23. It is ill at the end of a spike 19. Delightful spot when a “ Mattie ” comes down , (4)‘ 24. The old god seated further (9)· up? (δ). 25. Always this balsa in a kit 2(>. Is being .a deity (4). (5): 31. It is a muddle when a 27. A noble son (5). clergyman is in drink (5). 28. Sounds seen in a play (5). 32. Wine o’ Pair (Anag.) (9). 29. Repeat for approval (4). 34. Not a cricketer’s duck (5). 30. It’s grand when a glider 35. Holding type of model. docs well |4). 10s. 6d. will be paid to the sender of the first correct solution to this crossword puzzle received at our Leicester offices. Entries should be marked ‘‘ C rossw ord 0 on the top left-hand corner of the envelope. ------Closing date, January 4th, 1941. ? ? ? ASKED AND ANSWERED ? ? ? Conducted by ------“RUSHY” Q. Can you tell me the correct colourings for the Dewoiline height o f pole being 3-4 ft. and length of line qlxmt D.520 and the f/einkel He AVI? — (G. W. O., York). 5-6 ft. For these conditions a smallish model about Λ. Dewoitine 0.520 : Upper surfaces were painted with *20 in. span seems to meet the conditions, but as to large irregular patches of light green and buff, similar what shape this model should take is largely a matter to our own “ shadow-shading ” system. Underneath of individual design and tastes. Simplicity coupled light grey. Cockades should be painted on both with lightness is what to aim for, the main attribute of upper and lower surfaces o f wings, and on fuselage a “ pole ” model being long propeller run. 1 have yet sides, this being the first French machine to bear to see the pole-flying model that does not land without cockades on the fuselage. Rudder painted with ver­ a fair number o f turns still on the motor. “ R . T . P . ” tical red, white and blue stripes, the red l>eing at the is an abbreviation of round the pole, the name generally trailing edge. Heinkel Hc.112 : Little has been heard used to denote this type o f flying. 41 O .O .S .” is used of the production model o f this aeroplane, but presum to denote where a model has flown out of sight ably the colour scheme follows the usual German prac­ ro the timekeepers. tice o f black or bluish-grey upper surfaces, and light Q. Re the Westland Lysander. Where is the pitot tube blue-grey underneath. Black crosses outlined in whih- situated? Are the under surfaces of wings, fuselage, are carried on upper and lower wing surfaces, and on etc., entirely silver? What is the wheel track? And fuselage sides. Black swastika, also outlined in white, finally, what is “ B ristol B o a rd '·? — (F . W .. Berk is carried on the tail across the fin and rudder. (This hamstead). aeroplane lias since been superseded by the He.11ft A. All photographs of the l.ysander we have seen appear lighter, which first saw service in Norway. to indicate that no orthodox pitot tube is carried. Q. Wc are about to start indoor flying in my club, and Presumably a venturi tube is used. The under surfaces / should be obliged of your guidance as to the best type of the wings and tail are silver doped, but the fuselage of model to build. What does R .T .B . mean, and what is camouflaged all over, as are the top surfaces of the is O.O.S. t (K. G., Cambridge). wings, tail-plane, rudder and fin. Wheel track A. Type of model depends largely on the facilities avail (measured from the centre o f each wheel) is 9 ft. 9 in. able, and the types of event to lie staged by your club. Bristol Board is a special medium for pen drawing, and . Many clubs have to utilise quite small halls, the usual can lx- obtained through any stationer. 48 THE AERO-MODELLER January, 1941

YOU INTEND MAKING SOLID MODELS OF ’PLANES DESCRIBED IN “ Aircraft of the Fighting Powers” THEN YOU SHOULD GET A COPY OF ELWELL’S BOOK -WRITTEN ESPECIALLY FOR “SOLID” MODELLERS

By J. H. ELWELL (Aero-M odeller Staff)

CONTENTS Chapter I.— “ W hy we build Solids ” Chapter 2.— The Choice of Tools Chapter 3.— General Design Chapter 4.— Materials to Use Chapter 5.— Commencing the Building Chapter 6.— Methods of Finishing the Fuselage, Wings, and Tail Surfaces

Chapter 7.— Assembly, Fillets, Struts and Under­ carriages Chapter 8.— Details Chapter 9.— Finishing, Painting and Rigging Chapter 10.— Photography, Realistic Backgrounds and Settings Chapter II.— Building Instructions for the “Spit­ fire,M “ Hurricane ” and the “ De­ fiant/* complete with 1/72 three-view scale plans

Written by a member of the “Aero-Modeller “ staff, known aero-modeller. C. Rupert Moore. A.R.C.A. this book will be of great assistance to those thousands In addition there are I[72 scale plans, together with full of aero-modellers who this winter will be con­ building instructions, for the Supermarine " Spitfire,“ structing solid scale models of military aircraft now in the Hawker “ Hurricane,” and the Boulton-Paul use in the second great war of the twentieth century. “ Defiant.” There are close on 100 pages in this book, which is The book is printed on art paper, and is bound in a illustrated by a considerable number of photographs stiff card cover, size 11” x Sl·' printed in full colours, and over 50 sketches specially drawn by another well- of which a small reproduction Is shown above.

FROM ANY MODEL SHOP OR BOOKSTALL ______OR POST FREE FROM THE PUBLISHERS The Harborough Publishing Co. Ltd., Allen House,Newarke St., Leicester January, 1941 THE AERO-MODELLER 49

Ctess A 610“} To centre

voO % l% I V) to P o l e F l y i n g - υ ο S.M.A.E. R u l in g Cl a s s A . Models up to i o^. max.weight

Cl a s s B. M od els up to 2 oj. max. weight

Weight attached to Apex of Stand.

WHY NOT A SPOT OF POLE FLYING? By C. A. RIPPON

U R IN G the winter months much fun anti instruction weight directly under the apex of the tripod, to which a D can he obtained from pole flying, and interesting dura­ strong cord is attached, and which at the other end is tion. speed, and distance competitions can be run. fastened to the weight, will serve the purpose very well, 'The obvious advantages of this class of model flying art; : providing cords are also run from leg to leg to prevent the A : It can be done in anv reasonable large room or small tripod from col apsing. The above apparatus is very easy hall. to fix up, and you should have no excuse at all in making H : It is inexpensive, and the models are of an easy type an early start. Now, in order to get some comparative to construct. results it is essential that the models shall conform to a <*: It has definite entertainment value, which you can standard which, whilst compelling you to build to this turn to good account to augment your own or the local standard, gives you plenty of scope for your ingenuity and " Spitfire ” fund. enterprise, so I will suggest you build your models to the I) : Useful experiments with airscrews can be carried out. following simple formula in the absence of anything letter. and positive results obtained which will prove valuable in Total weight of model, between A oz. and 1 oz. Maxi­ designing your outdoor models. Some aero modellers have mum area of main ’plane. 7*2 sq. in. Maximum area of tail obtained most promising results with Wakefield type models. :j:j per cent erf main wing area. N o restrictions on size of The apparatus required for pole flying is simple, but there airscrew or amount o f rubber, or area o f vertical fin. are certain factors which need careful attention if flying A ll models to l>e fitted with an undercarriage, and rise is to be carried out without λ hitch. There is nothing more from the ground without a push. Length of line (which irritating than to have the fundamental apparatus failing can Ιχ· ordinary sewing thread) from swivel point on “ pole” you at a critical moment, say, when someone is in the to centre line of fuselage. (> ft., and the height o f the exciting process of putting up a new duration record ! So swivel il ft. 0 in. from floor level, but the longer the length it will be wise to see that the “ |w>le " is o f sound and o f line the higher the tripod may be set up. These figures sturdy construction, and not liable to be pulled over by the are suggested because I know they work well, and will centrifugal force developed by a model flying around it. allow cadets to get busy. Most of you can fix matters so Most models used for pole flying weigh between A oz. and that you can have a 1Ί ft. diameter flight path. The swivel \\ «»/., and the loading per sq. ft. is fairly low, so that at the top «.if the pole is of simple construction, and can be these models will only tend to pull the li |>ole ” over at seen indicated in the sketch. the commencement of each flight, but if speed models are used The other end of the line «'an be attached bv means of a the centrifugal force is pretty high, and I'v e seen some weird thin wire hook to either of one o f two points in the port or results occasioned by models sort o f “ flying off the handle." left hand wing (1) At the extreme wing tip; or (2) at and have on occasion narrowly missed a crack on the head. alxmt 1 in. or more along the leading edge. When you The safest form of “ pole " for all-round work should lie have found the correct place, it is a goo«! idea to fasten a built as a collapsible tripod, on the principle of the camera loop o f thread at that spot to hook the line into. It saves stand, with provision not only for lengthening or shortening fiddling about or tearing the tissue covering. The model the legs, but also for anchoring them down so that the. affair should preferably be trimmed to fly outwards, so that ten­ can not be pulled over. I f you can arrange some permanent sion is kept upon the line, and it is not necessary to use fixture jjoints in the floor, all well and good, but a heavy excessive dihedral on the wings, but what is very important, 50 THE AERO- MODEEI.ER January, 1941 the wings must he o f reasonably sturdy construction, and test flights cease, and the competition proper commences, fixed firmly in position . there must he no possibility of flyers making their attempts when called upon. As one centrifugal force upsetting the trim at all. man launches his model, the next man is already winding Now a word or two alxwt the types of models that lend lip. Λ word here for those who will be trying their hand themselves to pole flying. There are certain specialised at timing for the first time It is essential that a stop duration designs on the market, with which you can make a watch (or more correct!) termed, a “ time recorder ” ), start, hut an interesting field for experiment also is with lie used, and a flight commences from the moment the com the popular priced flying scale kits, of which there are petition releases the model, and ceases the very first time plenty of varieties. When you have found out the correct the model touches down. It is possible that a model mav airscrew for one of them (which will need to In* well over lx* slow taking off. the general rule is that if the model size for best results), von will find they are a fascinating makes more than one circle before becoming unstuck, that spectacle, and certainly allow you to keep the model under flight is forfeit, but there is no official ruling on this point observation, and the crash element is very low if the model vet. but the above is obviously fair. In speed contests the is flown with reasonable care. timekeepers have to be pretty slick on the button, because Speed models are more of a specialist's job, and special one-fifth second error makes a big difference, and it is pos­ times should be arranged for speed flying, otherwise some sible for a competitor t<> win bv the unwitting grace of the damage may l>e done to more delicate models which may timekeeper, so some practice is called for. be present, and which may get in the way if the line breaks Speed contests may be run over a number of laps giving and the speed model goes ‘‘ haywire which brings me the model a “ flying start of one or two aps, or from to an important feature about pole flying. take off to landing, or for fastest lap. T shall be pleased This pastime demands that those participating shall to hear from you a Unit your pole flying, and when enough develop unselfishness, for as there is usually only one pole squadrons are getting down to it, we can then see aUntt a it is not good sportsmanship to monopolise it to the exclu­ pole-living contest. In the meantime I wonder which sion of a fellow flyer, who is of a possibly retiring nature, squadron can semi in the best timed duration? so lie who is responsible for the organisation of the session Since writing these notes 1 have learned the rules which should keep his eyes open and see that all and everyone will givern pole flying during the winter season, and they get tlu-ir fair share of flights. When superintending a pole are explained on the enclosed sketch showing you the main flying competition. I usually arrange for all intending com­ details of the pole, and in the Christmas number my friend petitors to have a limited number of test flights, which the Warring described his “ crack ' pole flyer, so you are all timekeepers check as a guide lor the fivers, and then all set for a successful start.

LETTER TO THE EDITOR A m o s B r e a k s λ R e c o r d .— Continued from opposite pa ye. The last event. Job’s rocket-launched glider, was about D e ar S ir . to take place, and it was here that tilings began to happen. Referring to (Tubman's notes in the October Akko The glider had heen rigged up on beer lx>tties. The crowd Modeller anent flying on hpsom Downs during air-raids, were expectant, especially the kids. The rocket looked a may we. through the courtesy of your columns, draw atten­ good Tin. At Job’s request 1 was standing behind Amos, tion to the following points? just, to keep an eye on him. Amos was explaining to the T h e Downs are held under a form of tenure known as kids that that wras his dad's glider, and his dad lighting the ' Manorial Rights/' and only a sub tenancy such as that rocket, which Amos himself had fetched only that morning granted to Stanley Wnotton, Esq., president of the ( ‘beam all the way from Birmingham. M .A .C ., is competent to delegate permission to fly on this Job was about to apply the match, when suddenly Amos land. jumped up, and with a stampede he and his mates rushed T o our certain knowledge no other club has Mr. Wootton’s towards the scene <>f operations. permission to use bis ground for this purpose, and while we " Job ' ’’ I yelled. are ever ready to extern! a welcome to clubs whose own My warning was in time. Job blew out the match and grounds are no longer available, we feel the abuse to which led his offspring firmly by the scruff of the nerk and planted this privilege, has Ix-en subjected recently calls for strong him in his place of safety. protest. “ J list see as he don’ t m ove/’ said Job to me, a bit eross- The parking of cars on grass land is prohibited, but we looking. had considerable difficulty in enforcing the order when a T fancy Ϊ heard Amos saying something, bat it was lost well-known annual meeting was held on the Downs this in the general hubbub. The whole Huh was tense with summer. A large amount of avoidable litter served to mark excitement just after, as Job applied the match to the rocket. the event. There was some blue smoke. Then, zip ! The rocket soared Finally, the incident referred to by “ (Tubman.” perpe­ tip into the blue with Job's glider. trated by people whom one would expect to have the well­ Amos’s feet were beating a frantic tattoo on the boards being of the sport at heart, can only lie classified as about the table. The rocket was a good Tin. Up ! Up it exhibitionist hooliganism designed to salx>tage the effort so went ! We weren’t half in for a glide. carefully fostered since the last war. Then, with a suddenness that shocked us, there was a We regard these offenders as a danger to aero-modelling, terrific bang ! Bits o f Job’s glider spread across the skv and and demand a full investigation by the S.M.A.K. and began to descend about us. publication of their findings, in order to rid the sport of a A few of the ignorant laughed, but Job didn't. Neither pi-stilcntiaI menace. did his son for quite a time afterwards. H . R. CosTENBARDF.il, Competition Secretary. Boor old Amos had done it again. He’d bought his S. K elsey. lion. Secretary. father a maroon ! Jam ,ary, 1941 THE AERO-MODELLER 51 AMOS BREAKS A RECORD

By ARTHUR MOUNTSTEPHENS

The rocket soured up into the with Job's μΙί<1··Γ."

T OH W O O D is the only exciting tiling in our club, almost. sure o f a record at last. H e was going to give us the first I T h e other is Job’s son, Amos. Amos ought to be kept demonstration o f a rocket-launcherl glider, and by the look on a chain. Job has l>een trying to get a club record for o f things he meant to create a record that would stand for years, and lit· hasn’t got one. But Amos has. It's the club all time. record for bust models. On gala day 1 called for Job. His glider was the biggest Amos is a dreamy-eyed youth of fourteen with long legs I had seen, and the rocket was a useful looking affair. and big feet, and he never looks where he's going. If a 44 Half-a-crown, cost price,” Job confided to me as 1 model makes a three-point landing anywhere near Amos’s watched Amos fixing it. YVe were in for a show. feet. Amos loses his head, his feet lose theirs, the model “ Hut why all the trouble? ’ I asked. W hy all this loses a wing, or maybe a tail, ami the owner his temper. expense to get a record there’s no competition for yet? ” Amos makes a good job o f it too. V oil’ ll see him do a kind Job winked solemnly. “ I 'm going to make a record that of sailor's hornpipe, and it’ s a bink in the wing or a honk won't be beaten in a hurry, just to show ’em .” in the fuselage for the unlucky model. O f course, it 's good And, as T discovered later, he certainly was. for Job in a way because he's the local balsa supplier. YY'c went off to the field then, which wasn’t far. Job Hut when it happened a fourth time we had to do some­ carried his glider and Amos and I lugged the table between thing ulxuit it. On this occasion it was the President’s us. It was heavy, but I felt that it was worth it. My kid latest model. Somebody noticed that Amos was streaking was bringing along a useful model o f mine, and 1 had no towards the model's intended landing place. W c shouted. desire to introduce it to Amos’s hornpipe. Job was still a As usual. Amos was looking skywards, and he was com­ bit tender about some of the things that had been said pletely oblivious of the model coining towards him. Just as regarding his son at the meeting. lie was about to connect. Amos turned, stopped, turned “ He’s a good kid really,” he confided. “ He cycled again and tried to run backwards, all in one movement. He all the way to Birmingham this morning to get that rocket.” gave that model a beautiful backheeler that would have “ Yes, he’s a good kid,” I agreed. I felt that 1 could shamed an international rugby hooker. afford to bo generous. The problem of Amos had l»een It was our gala day on the following Saturday, and we solved. appointed a sub-committee to deal with Amos. There were “ It’s a funny thing,” ruminated Job, 44 but he's never going to be some expensive models alxwt, and we felt that bust one o f my models. It's just hard luck that he can't something would have to be done. Y ou ’d lie surprised at seem to help walking into other people’s ’ planes.” the variety of suggestions we had. from giving him a free 1 ‘ Something had to be done,” I said, thinking o f the ticket for the pictures to allowing him to come with his feet table I was carrying. After taking this trouble. I meant to tied together. Then wc hit on a brilliant idea. You see. see that Amos was kept in a safe place this afternoon. we couldn't expel him from the dub, l>eing Job's son. Hut neither o f us knew what was in store for us. So we made Amos into an official. H e was to attend the As a matter o f fact, things went well right tip to the meetings as the clerical departm ent: sit at a table and moment o f the last event. Amos had kept to his post, with make records dictated to him bv the timekeepers. As an his feet tucked safely beneath the table. Sn impressed was additional precaution we decided to have Ixiards round the he with his own important*, sitting behind the table and table legs. This would render any descending model safe the papers, and half the juvenile population gaping at him, from his feet. that there was never the slightest chance o f his running Job agreed that it was a good scheme, especially as he l>erserk. however close a model came to him. had designs o f his own that day. Job was going to make {Continued on opposite page.) ·> Till·; AERO· MODELLER January, 1941

THE BLACKBURN " ROC ” (British). Manufacturers: Boulton I*;ιΐιI Aircraft Ltd., Wolverhamp­ partments and Zapp flaps. Folding type. Fuselage— ton . Metal monocoque structure in two sections, joined just Purpose: Two-seater Fleet fighter. A replacement type for forward of fin. Alclad frames and stringers carrying the llaw ker “ Osprey.” flush-riveted plating. Two water-tight compartments. Origin and Development: First appeared in 1939 as a Tail unit—Metal framework, metal covering but fabric- development of the Skua for fighter duties only. Most covered control surfaces. important modification was the power-driven turret for Dimensions: Span, 46 ft. Length, 35 ft. 7 in. Height, the rear gunner in place of manually operated installa­ 12 ft. 1 in. tion. Weights and performance: Not released. Power Plant: One Bristol Perseus X II motor. Maximum Armament: Four machine-guns concentrated in rear turret power, 905 h.p. at 2,750 r.p.m. at 6,500 ft. Cruising, Equipment: Deck landing arrester hook. Catapult launch­ 715-745 h.p. at 2,400 r.p.m. at 6,500 ft. Take-off, 815 ing gear attachment points. h.p. Remarks; May also be used as a floatplane for use with Construction: Wings— Tw o Alclad box-spars with Z section cruisers, etc. It will he noticed that the wing-tips of the stringers and stressed-skin covering. Water-tight com- Roc are not swept upwards like those of the Skua.

Photo by courtesy uf '* Flight.' First production Kocs were left the silver finish of the abandoned completely. Alclad covering, and red, white and blue cockades Recent production Kocs have only the decking of the were painted on fuselage sides and above and below wings. fuselage shadow shaded, the rest being ” duck-egg ” blue. Recently, however, these machines have been shadow- The light section meets the camouflage section near the shaded on the upper surfaces and painted ” duck-egg top of the cockade on the side of the fuselage. The yellow blue on the undersides. On the fuselage the camouflage ring is carried right round the cockade, even on the light extends nearly to the wing fillet, the rest being pale blue section. linish. Some machines have all the fuselage camouflaged. The vertical red, white and blue stripes aie painted on The red and blue cockades are carried above the wings, the tin of all machines. The rudder is sometimes camou­ some distance from the ti]>s, while red, white and blue- flaged, but on most recent machines it is light blue like rings are painted beneath each tip. As is the case with the undersides. the Skua, the system of cockades on the fuselage varied Certain unit markings were often painted on the tin be­ considerably on the early machines. Sometimes red and fore the stripes became standard. One machine had the blue cockades were outlined with a wide yellow ring, or markings ” L6K ” in black on the fin, with tin.· L red, white and blue rings were surrounded with a yellow above the number and the ” R ” at the bottom. ring. The latter system is now standard. The serial number, in black, is painted on the sides of Before the light blue undersides became standard for the fuselage only. It is generally very small. The spinner Fleet fighters, certain Kocs were painted light grey under and! airscrew are all-silver finish. When floats are fitted the startioard wing and black under the port. No cockades they are painted the same shade as the undersides of the appeared beneath tin wings. This system has now been machine.

54 THE AERO-MODELLER January, 1941

S.M.A.E. REPORT

Notes on a meeting of the Emergency Committee, held Hayes and District Model Aeroplane Club. , on Saturday and Sunday, N ovem b er 9th and LOth, Fife Model Aero Club. at “ Crossways,” Staunton Hoad, Oxford. Salisbury and District Model Fnginceiing Society. Northern Heights Model Flying Club. There were present : Mr. A. F. Houlbcrg, F./O . P. R . S'. 'The Committee then discussed the 1941 competition pro­ Gutteridge. Messrs. C. S. Rushbrooke, C. A. Rippon. A. CJ. gramme, and it was finally decided that the 1940 competi­ Hell, M. R. Knight. I.. J. Hawkins. tion programme should 1κ· retained for next year, with the The lion, secretary. Mr. K. F. H . Cosh, had been called exceptional o f the National Cup, which should he decen up lor duties in the A ir Force before he had prepared the tralised and held under the old rules, namely, four to a Minutes o f the last meeting. Mr. Cush's rough notes were amplified by the press secretary’s report. team, etc. 'The advisability of standardising the pole heights and It was decided that the complete Minutes should be prepared by the chairman from these notes, and duly signed line lengths used for round-the-polc indoor flying was dis­ cussed at length. In conclusion it was suggested that two as a true report of the business conducted at the Royal Aero classes should he instituted. (Mub on September 1st. Class “ A.” — Pole height, 6 ft. Maximum line length, Arising from the Minutes, Mr. C. S. Rushbrooke reported 12 ft. Maximum model weight, 2 oz. that the S .M .A .E . Fighter Fund on November 9th stood Class <( B.” Pole height, 3 ft. G in. Maximum line length, at 122 17s. lOd. A hearty vote of thanks was accorded t> ft. Maximum model weight, 1 oz. to the Woking Club for their sporting action in combining their Fighter Fund with that of the S .M .A .E . Suggested rules for a contest were also discussed. Th e meeting then adjourned at 10.30 p.m. until Sunday, Mr. Rippon explained the difficulty of raising money lor November 10th, 1910. the fund in the London district during the winter months At the resumed meeting, on the morning o f November owing to the restricted activities imposed by air raids. loth, the important question of the appointment of a secre­ It was proposed by Mr. Rippon and seconded by Mr. tary to replace Mr. Cosh was discussed in great detail. Knight that the Committee record their very keen apprecia­ Willingness to accept the office o f acting secretary had been tion o f the services rendered to the Society in the past by received from Mr. H. York, Mr. A. Bell and F./O. Mr. Cosh. They wished him every success in his Service Gutteridge. career, coupled with a safe and speedy return to the model After a careful consideration of the points involved, the movement, for which he has done so much. This proposal following resolution was put forward : That Mr. York lie was carried unanimously. * appointed as acting hon. secretary. This was carried A discussion on the important question o f the venue of unanimously. future meetings, and the advantages of meetings in London As a result o f a discussion on the overlapping of certain or the provinces were reviewed in detail. It was decided official duties in the past, it was promised by Mr. Knight that future meetings should he held in London on Sundays, and seconded by Mr. Hell that the question o f the duties at 10 a.m.. so long as circumstances permit and when the of the various officials of the Society be clearly defined at business of the Society demands. It was also agreed that the annual general meeting. ati alternative meeting place should he arranged, to guard The meeting then closed at twelve noon with expressions against failure of contact between members of the 1 emer­ of thanks to the chairman and Mrs. Houlbcrg for their gency Committee as the result of the inability to approach hospitality during the Committee's visit to Oxford. the meeting place due to enemy action. H . Y o r k . Mr. D. A . Russell has since offered his house at Highgatc . Hon. Tress Secretary. for the use of the Emergency Committee. H is offer was warmly appreciated and he was accorded a vote of thanks. Mr. Rippon raised a number of [joints concerning the Notes on a meeting of the Emergency Committee, held editorial and distribution o f the S.M.A.E, Journal. After at the Royal Aero Club on December 8th, 1940, at some discussion, it was proposed by Mr. Knight and 10 a.m. seconded by F./O. Gutteridge that Mr. Rippon he appointed There were present : Messrs. A . F. Houlbcrg. A. G. Hell. Editor of the Journal, with direct access to all sources of D. A. Gordon, M. R. Knight, C. A. Rippon, O. S. Rush- information concerning the Society’s business. The Editorial brooke, J. C. Smith. T. Wickens. H. York. Committee, now being redundant, was dissolved. As Mr. Hold berg was delayed on his journey from Oxford, Mr. L. J. Hawkins, the Treasurer, announced that lie the lion, vice-chairman, Mr. A. G. Hell, occupied the chair until Mr. Houlljerg's arrival. had transferred the Society's account from Tottenham Court Road branch to the 'Torquay branch. The 'Treasurer’s The Minutes of the previous meeting were read and con­ action in this matter was endorsed by the Committee. Mr. firmed. Arising from the Minutes, it was decided to leave the Hawkins pointed out that this would save him considerable amount o f work in correspondence, etc. preparation and distribution of the Journal in the hands of 'The Kendal Model Aero Club, with seventeen members, the Editor. Mr. Rippon. was affiliated. At this juncture, Mr. Hell vacated the chair in favour of Mr. Houlbcrg. 'The following clubs Mere reaffiliated : Alterations and additions, bringing the number to twelve, Torquay Model Aeroplane Club. was made in the timekeepers of the Northern Heights Hatley and District .Model Aeroplane C'luh. M.F.C. Fairey Aviation Co. (Heaton Chapel) Sports Club. The Mersey Model Flying Club, with ten members, and January, 1941 THE AERO-MODELLER 55

the Aldenham School Model Aircraft Ghih. with eleven without leaving the ground, this to l»e considered as one members, was affiliated. flight. There will lie two flights per competitor. Clubs Mr. York stated that he had received one or two letters can organise these competitions any time during the month, asking for S.M.A.E. transfers. These enquiries contained and as many times as they wish, the three best flights of the no information that they came from members of affiliated month counting as the club's score. The entrance fee per clubs. The Committee did not feel that it was advisable club per month will be 2s. Od. to distribute these transfers to anyone who liked to write in The results must 1 >e sent in to Mr. J. C. Smith by the 14th for them. It was therefore decided that in future these of the month following the competition. A stamped addressed transfers should only l>e obtainable through affiliated club envelope must be sent, to Mr. Smith for acknowledgment of secretaries. receipt. Prizes will be awarded. Mr. Rushbrooke announced that the S .M .A .E . Fighter The Committee then decided to draw up constitutional Fund on December (>th had readied a total of £\1A 17s. 4d. rules of the S.M.A.F. Mr. Hell kindly undertook to go The Committee suggested that a Christmas reminder should into details of these. They w ill then be considered at the be sent round to all clubs. next meeting o f the Emergency Committee, which will be It was decided to retain Mr. Cosh's telephone up to the held un January Pith, 1941. end o f the March quarter, as the Society sometimes had The Committee derided to hold the annual general meet­ reason to get in touch with Mrs. Cosh quickly. ing of the Society on February 9th, 1941. Mr. J. C. Smith, the competition secretary, explained The meeting then discussed the agenda for the A .G .M ., that the biplane and Plugge Cup results had been inad­ and it was decided that as the Society, at the moment, is vertently held up. as his house had been Ixmibed. H is new lacking of a President, Mr. Houlbcrg should be asked to address is 9 Westwood Gardens, S.W.13. He hoped to take the chair at this meeting. The Committee considered find the papers concerned in his damaged house, when he one or two gentlemen who should be asked to become Presi­ would pass them on to the press secretary as usual. dent. Mr. Rippon and Mr. York promised to g o into this The Committee then discussed the decentralised indoor matter before the A.G.M. round-thc-pole contests. It was finally decided to hold The meeting closed at 1.30 p m. with a vote o f thanks to competitions in February, March and April. 1941. The the chair, coupled with the thanks of the Committee to maximum height of pole and length of line to be as laid Commander Perrin and the Royal Aero Club for graining down at the previous Committee meeting. All models must the S.M .A.E. facilities to hold the meeting. be U.O.G. Where a model makes one circuit of the pole H . Y o r k , 1/on. Press Secretary.

THE S.M.A.E. FIGHTER FUND

IN C E the appearance o f the last list o f contributions to List of contributions up to December 0th, 1940 : S the fund a number of clubs have forwarded what I

Beginner or expert wi find enjoyment in duii "g tip top models from the‘‘list given below

The*e plans arc drawn full size of the models, and show all parts fully-detailed, All the Aircraft have been designed by well-known Aero-modellers, and if built in accordance with the drawings, will make satisfactory flights. NEW! NEW! The “SUNSTAR” **“ R.F.L.G.- 53” (B y R. F. L. G o s lin g ) I By A . H . Sm ith ) (Holder of British Tail-less Gliding Record.) Designed by a well-known aero-modeller, this Yet another design of interes: to tho beginner, model Is the result of intensive testing and this model is of high - wing cabin type, employing selection over a number of '/cars. Of unusual, simple, rugged construction. A steady average yet sound design, this machine recently raised flight is guaranteed, the original model having the British hand launch record to S2 seconds, been timed for many fl-ghts of over two minutes. and the tow-launch record to 85.S seconds This model should appeal to those looking for a m * * The “C O P L A N D ’S Simple yet sound construction ensarcs a model useful medium-sized machine, capable of good that wi'l give pleasure and satls'action. Full competition performance and easy to tramport. WAKEFIELD MODEL” working drawing size 30' · 21* (By R. Copland, world record holder) Span 28* Price 2;· post free. Span 48v Price 2/- post free. Bob Copland, long famed for his designs and flying of the h'gh-class contest type of model, has designed this machine on the latest aeronautical practice. Of super streamline, shoulder - wing category, this model embodies the best ideas yet The “A.P.6 ” produced. Span. 44" Price I'3 post free. **The ‘SPARROW HAW K’ (By Dr. Ing. F. Pittelli) (By J. Van Hatcum. A.F.R.Ac.S.) A super type Continental Glider, of a class A good design for the beginner, this model is becoming increasingly popular in England. Fully The “J E E P ” designed by a well-known Dutch icro-modeller, detailed drawing 40** 41* famed for his many successful designs and In­ Span, 6 ' P rice 5,'· p ost free. (by C. A. Shaw) structive writings on aero-modelling. An easy-to-build high-wing, cabin type Monoplane, Span. 30" Price I'3 post frcc embodying twin rudders and a single-bladed pro­ peller. Suitable for the beginner or expert. Span. 28" Price 2·· post free.

** “TOOTS II” (By R. A. Cherry) Cabin type, high-wing Monoplane of semi-scale appearance. Winner of many contests, and has made many flights of over two minutes. Span, 26* Price 2·'· post free.

The “KING FALCON” (By R E Bowyer) A fm«ly designed British Glider, following some of the best Continental practice, this model has a guar­ anteed performance. Winner of many contests, this model has high performance, and comes within the regulation sizo laid down by the Air Ministry. Span, 76* Price 5 6 post free. The “ 1940 GAMAGE CUP ** The “A ik C A D E T ” WINNER” (By C. A. Rippon) (By A F Hou'berg. A.M.I.Ae.E.) An advanced design, yet suitable for the beginner The “ MEW GULL” W inner of the first main competition ol the 1940 in aero-modelling, this model has proved excep­ (By C. 8. Chadwick) season, with a total time for three flights of tionally successful, and possessed of super per­ Build a replica of the popular low-wing machine. /J7.4 seconds. Consistency, coupled with sound formance abilities. Strong cnouch for all purposes, Design incorporates simple construction, and design by a weli-known aero-modeller, makes yet with^thc duration of a streamliner ensures good performance. this an asset to any collection of contest models. Span, 38" Price. 1/3 post frcc. Span, 16* P rice 1/3 p ost free. Drawing 30'v · 40* Span. 44" Price 3 6 post free.

Items starred ** are complete with fully detailed and explicit building instructions January, 1941 Till·: AERO-MODELLER

: l u b n e w s By “ C L U B M A N 99

M oih-.m .f.k . ami unfortunately the photos arrived just too late tor entry into the special competition. The photos shoic exceptional Worh'rnun· ship, ami our foreign frieml is to In- congratulated t>n a fine model well built.

RKKR get* parky, doesn't it ! We seem to be getting B it with a vengeance where I hang out, and that curse shall get the answer, *’ W ell, what are you doing about it 5 ” of all flyers foy is making its murky appearance. Still, I Hut there, how can I bring out a super-super streamliner, suppose we shall just have to grin and bear it. and get down and give myself away by putting mv name on it? He fair, to a spot of building again. thou good flyer, and let him hibernate wlu* would i Do you know , I have done less building this year than ever 1 don’t suppose many of you get the chance to study con before, and it's not because 1 haven’t wanted to. I seem to ditions and happenings overseas these days, but I can tell have been pushed about from pillar to jxist, and haven't you there is a very strong movement going on in the States had time to breathe. (W h o said, ;i Good " ?) However, i < bring the control of aero modelling much into line with with the advent of winter, and the cutting down of duties in our own activities. The A.M.A. (Academy of Model Aero the Home Guard. I feel I shall have a bit more time to nancies) is promoting the policy of l< I· ly-your-model safely." myself, and I am now planning many new and radical de­ and has for its motto, Hy the modellers, for the signs that will put the wind up all mv arm-modelling pals! mot lei It *rs. ” I rouble is, they never seem to perform as they should, and I his von will note lies in very much with our own system, by the time I've finished hacking bits off here, and sticking whereby the control of the hobby is given over to a bodv bits on there, they never seem to hear any resemblance to of aero modellers, as distinct from a Government depart the. beautiful design that appeared on the drawing board. tnent. usually managed by someone who doesn't know a Ah me. what it is to be l>orn handsome instead o f lucky ! tiling alwHit the hobby. (Hot 1 cop out for that!) Ob A point raised by an American contemporary the other viouslv. though, it is naturally far better for control t.. be day interested me and 1 thought it worth while enlarging handled by those to whom the game is their hobby rather on it for you wallahs, in a nutshell, he asks for more than their livelihood, and it is a fillip to us over here to originality in model design, and says: ‘' Too many folk are note the way our American friends have adopted verv thinking alike and acting alike in building and flying their largely our own wav of running things. Obviously, in many model aircraft. Why, its getting so, original design craft details, there is a fairly big difference between us. as the are almost as scarce as hen's teeth and we haven’t seen commercial tie lips over the Herring Pond are much stronger lien's teeth in a dog's a g e ." than here, hut it is good to see such determined efforts to W ell, you know, there’s a lot in what he says, and while i keep the control of the sport in the hands o f those who think we can claim to have more chaps producing original understand the modellers’ requirements, and can act designs here than in the States, there is still a large tendency acn irdinglv. to follow-my leader, and if John W illie \Yinterhottom builds I am not claiming any kudos for our own S .M .A .K .. but a successful model all bis little pals go and do likewise. 1 think it worth noting that their policy, formed some time These remarks, of course, do not apply to the newcomer ago, has been followed so closely by our friends. The to the game. W e realise that the beginner has to follow the request to follow a few simple rules when flying petrol- expert for a start : but I do think the more advanced fellows driven models to ensure the safety o f the general public could show a bit more initiative, and bring out a design and ourselves— has proved reasonable, and the main tiling that is not a combination of two or three well-known designs, is it was adopted by a very large majority of the aero- masquerading under a high fakitin name. Yes. I know I modellers over here, even though the committee had no :>8 THE Λ ERO-MODEL LE li January. 1941

' I oft to right) I tip-lop piece of " solid ” nor/»· by .1. Wigdnhl, of (inrston, //»#* nioilel living a 15 ΐ/ι. replirn of ihv “ Payne Knight TwisterThv " Ifunpden." built from I’m \ kko-Modkm.i » plans by H. lirinnlt. of Brighton. 1 bountifully oonstnulod petrol-pouerod S .E Si, built by II. /·.’. I nittolls. of thv Leeds M.T.C. method o f enforcing any rules they might adopt. Naturally, themselves! Unfortunately, there are too many of these as in everything else, we found the irresponsible few who blighters, and they sit up on their hind legs and bleat for saw no reason why they should not chuck their models about this and that, and run like rabbits when they arc offered an with no consideration to others, hut I feel that the official position. However. I hope that the annual general chap* with the hobby really at heart found no objection to meeting will see less talk and more action from some of the reasonable request to In- circumspect. After all. isn’t r these grousers. far better to he careful than sorry, and no one wants to sec By the way, didst hear tell of the aero modeller who the hobby brought under official supervision. offered to give a lecture on models to the Home Guard in Whilst on this subject, I think it is alxnit time that his area? And now lie is so full o f ‘ ‘ dates lie can t find certain persons were answered on a very pertinent question. time to build a blinking model ! And the chappie who 1 have had it >aid to me on a number o f occasions. “ Why studiously locks his balsa stock in the safe every night ? don’ t the S.M .A .l·.. do th is? " il Why don’ t they do that?” (And that's not so daft as you might think ! Methinks we " When arc they going to fix this up for us." etc., etc., etc. shall soon he back to the old days of Silkanspr.ice if we My main reply to these criticisms is that all the work can get any silk, and if we had any spruce. Woe is me). carried out by the S.M .A.l!. officials is in a purely honorary What do you think of our " heading ” piece this month ? capacity, and after ail (especially in these times) one has to I think most of us forget there are such places a> Portugal, look alter one's business affairs first, and I don’ t think am etc., when we think o f aero-modelling, hut the photos shown o f us have the right to complain if this is done. are a good indication o f the ability o f some o f these chaps. Mail) o f the committee are engager I on work of very dis­ Also, it is good to see intelligent photography combined tinct national imtiortaiice, and it is no easy matter n> arrange with a good model. How often i.s a tip-top model denied a meeting that is convenient to all the memlx-rs. This fact, its rightful representation in these columns owing to photo­ coupled with the obvious difficulty of meeting in London graphy that can only he classed as lousy. Hang it all. how under current conditions, has not made for the usual efficient long does it take to hang a sheet or similar article as a meeting of the committee, but I am given to understand background to the model and how often do we see a col­ that many o f the difficulties have been overcome now. and lection of tin cans, or the rockery-cum-garage door. Makes we can look forward to a hotter working in future. yer fair weep it do ! Don’ t think I am firing bullets provided by someone else Incidentally, if it takes an ounce of strip balsa to make these are purely my own personal observations. My a good duration model, how many light weights can you biggest grouse is against that cooky few who are always get out of a pre-war " gas job ” ? Again, how many hairs full of criticism of what others are doing, hut do nothing are there in a dope brush? What are the propeller sellers January. 1941 THE AEliO-MODELLER 59

saying now the chaps make two from one? Has the It is good to hear o f a new club, and counteracts the one originator of “ R .T .P ." flying got a cure for swivel neck? or two instances o f suspension of activities. A hand of If a club can appoint its own timekeepers, who tests their chaps have formed the S T . H E L E N ’S M .A .(\ , and in­ eyesight? If a sheet and a half o f tissue covers a model terested parties are asked to contact the secretary. Mr. E. and a half, how many wrinkle erasers are there in a pint of Hall, of 2 City Gardens. St. Helens. Lancs. Fortunately, water? With the average “ club-membership-duration a good flying field has been secured (struth, how did you sticking around the minute mark, how much better were the wangle it?)— and it is suggested that the ncighljourin Ί- old-stagers, who did that and more without balsa and Southport and Liverpool get in touch with a view to fixin 75 75 tissue? With razor blades being the best tool for cutting tip inter-club meetings.

/i>/> I leftjo ΓΪμΙιΐ> I . /·,. Brooke, of the II itney and D .M . I with his " I irspeed Oxforddeveloped from (lie plans of (he “ Knroy " he obtained from T ill·: A e r o -M o u b l i .k i i Plans Sen ice. How's this for a sen on I effort? A fine " Closter Gladiator." constructed by H. (,. Dories, of Bnrbournc. J. Williams, of the Offer!on M. 1.C.. uith his “ Miss Philadelphia." I member of llr- II okinte and D .M .A .(.. tcilh a <► ft. ulider under construction. Bottom ileft to rifthn. The “ lla n k e r Furybuilt by /.. I. Swindale. of Hanwell. 1 ‘λ-xearadd G. Pike with his duration model, best time to date 119 sec. ielion shut of the “ \lr. M ulliuan" built b\ Mr. If'ilsoli, secretary of the Mersey M.F.C..

balsa, how many nicks does papa s face collect to one model? Another newly-formed <-lub, the WITNEN AND Daft ain’t ir but it makes ver link D.M.A.O., report steadv progress, and thank the memlxTs And so, down to brass tacks once again, and let s sec of the Oxford chib who visited them, and provided some what you have all l-ecn up to this past month. good competition. Ί lie club record is held by l· . Hum­ First report is from the HATLEY AND D.M.A.C.. who phries with a time of HO seconds. report that they have had to cancel indoor flying owing to The W 1RRA1. M .A.S has had its lield effectively lack <4 a suitable hall, but have substituted a series o f lec “ wired up,” but they still hojHj to continue flying. It is lures. These chaps staged an exhibition and a dance in aid hoped to fix up meetings at the !<>«·,d \ M ..C .A ., though of the *· Fighter Fund.’’ and have collected the sum of /,'lf) current ” excitement ” docs not contribute to attendances ! which I reckon is jolly good going. ( I note that more Seventy models were on show at the exhibition staged by clubs are showing a spot of activity in this direction this the S T . IVES M A C . in aid of the local ‘ Spitfire Fund." inonih, and look forward to even greater efforts in the and the sum o f over ^ 8 was collected. future. I should like to see the fund growing faster, but 'These chaps ask for particulars of affiliation to the suppose we shall see a boost once the better weather conies S .M .A .E .. and I would refer them i<> the Secretary. Mr. along). H. York. 23 Tyson Road. Forest Hill, London. The Hatley fellows ask il the authorities have been ap­ Will those interested in the Loughborough district please proached regarding the “ pole-flying ” of petrol models. I get in touch with the secretary o f the newly iormed club do not have any definite information, but don't hold out there. Mr. F. Brown. 38a Sparrow Hill, Loughborough. much hope. After all. the Air Ministry was definite enough I have a plea this month from D. P. Robinson, formerly about the total ban ol petrol flying and 1 can’t see any of Crewe, and now stationed at “ Hlennevillc, Little Wal­ way round it So just be good, and let things be. other­ tham. nr Chelmsford. He asks that someone in his new wise, as the Americans sav or else! location will get in touch with him. as he misses his model 60 TUI·: AERO-MODELLER January, 19-11

_M.A.R S pecialities and p r o p e l l e r s

_ ---^

TYPE '* K.” Scale type with Spinner. Just the thing for Flying Scale Models. D ia m . ... inrwkna c h e s > C Λ6 77 fi8 Ο9 110 11 U n v a r n i s h e d ... 1/4 1/7 1 1 0 2 2 2/5 2 ,9 3.3 V a r n is h e d 1/7 1/10 2/2 2/7 2 11 3 3 3 '9

HAMILTON METAL PROPELLERS For Scale Non-Flying Models Die-C*asl. Metal•Plated. Diam. 2•Blade. 3-Blade 2 in. ... fid. — 2* in. ··■ 7d. — 3 in...... 9d. — Wl« fn.*" PERFORMANCE COUNTS! L;," fth a in...... 1,- 1 4 o Two places in British team to visit America. — 4 in...... 1.3 • Championship Northern Rally with 17$ min. 5 in...... 1/6 2,2 • Highest flight ever in Great Britain— 31 min. 31 sec. 6 in...... 1/9 2,6 β Aggregate of 3 flights on same day— 55 min. 7 in...... 21- — • W inner of many other Open Contents and Championships. Postage : Up la 4 in., 2$d.; 5 in. • And now the 1940 W eston Cup winner— 783 sec. to 7 in.. 3 id . ; Pairs. Id. extra Send fo r the kit to-day— and build BRITAIN’S No. I SUPER-STREAMLINER Kit includes : Full scale plan, wlrh 1.000-word instruction sheet, liberal supply of cement, dope, tissue wire, balsa, etc., all ribs printed on balsa, ready-shaped prop, blank, finished wheels. Insignia, etc P r i c e 2 1 > , Carriage 9d. WITH FINISHED PROP AND SPINNFR 2/6 EXTRA. Ample stocks of BALSA. WIRE. ACCESSORIES. KITS. etc. Build the renvitional “ Haltax " L&NTER 37 «pan «.urntion Model TYPE "K .V.” (Ho-wood) Scale type. VARIABLE PITCH. Still available at the old price 12.6. Carriage 6d. Diain. ... inches 5 6 7 8 9 10 11 12 13 14 15 Price 1/7 1/10 2/3 2/7 3/- 3,5 3/10 4/4 4/10 5/3 5/8 MODEL AERO SUPPLIES Pontage 5 in. Co 9 in., 2$d., 10 in. lu 12 in., 3d.; 13 in. to 15 In., 3Jd. 146 Spring Hail Lane HALIFAX, Yorks. Tel. · - . Halifax 61201 ‘^HALFAX> "SSSlEr J. W. KENWORTHY Manager: LEN STOTT ft Trade enquiries invited = 2 9 5 Charminster Rd., BO URNEM O UTH (M e m b e r British "Wakefield " Cub Team to visit Paris In 1939 and U.S.A. 1939)

BALSA WOOD SUPPLIES

W. G. Evans & Sons regret inconveniences caused at times owing to irregular market supplies. HAWKER HURRICANE Every endeavour is being made to Length 13$ in Span 17 in. Fine flyer. Super detailed plan— joy to work from. Complete kit lias all baha, three colours tissue, wheels, partly f ■ ■ carved balsa prop., cements, etc. (Complete set of 4 camouflage j / | supply customers as far as material is d op e s If- extra). Including Purchase Tax available. HAWKER FURY Shortages are only temporary and all W ing span 19$ in. Length orders will be executed with the least 17 in. An old favourite which makes a most attractive and sturdy possible delay. model, exact scale $ in to Ift. of a Fighter Squad­ ron No. I ‘plane with correct insignia. Com­ plete kit has very clear plan, all balsa, finished hardwood prop., cements, dopes, etc. Including Purclase Tax EVERT0N BUILDINGS, STANHOPE STREET SUM ! YOIJIK P.O. NOW LONDON, N.W.I A. M. SWEETEN LTD EUSTON 3614 (2 lines) BANK HEY STREET, BLACKPOOL

Kindly mention THE AERO-MODEIJ.Ell when replying to advertisers. January. 1941 THE AERO-MOD ELLER 61 ling like h------. So what about it you Chelmsford fellows? when he stated the club had a balance of ;&10. This is very The nieml)crs of WOKIN’G AND D.M.A.C. arc nothing encouraging for the start of a new season. if not versatile. In addition to busily running around get­ T w o flying grounds have now been obtained at Mallusk ting subs, for the l ighter bund {see special list), they have and Malone. All competitions, of which there are many, I jeer, running a scale model competition for juniors, which are to he decentralised. The First meeting is to fake place has stimulated great local interest in a certain shop window, ar the end of March. New programmes it is hoped will be where the public are wont to gather to gain free information ready in time for the presentation o f cups and trophies, on the recognition o f aircraft. Some of the better exhibits which takes place at the end o f this month. were sold to swell the fund. (In this connection it is hoped W. A. Martin outlined the activities for the coming season to hold a flying scale competition after Christmas). In very fully. Much discussion took place over the awarding Class l a really line job, complete with split flaps and a of points for the Kfliciency Trophy. F.. Bingham gave the fully-feathering airscrew, of a Hurricane carried first award, details of a new method of awarding points, which was while in Class 2 for rough kit models a Do.2 15 and a adopted. Dividing the club into flights was proposed by Hampden could not be split by the judges, who incidentally E. Little. Flight leaders are to be appointed, and to have were members o f the R .A .F . Observer Corps. four members whom they will instruct and help in their model In far from ideal weather, the competition for the building. Further particulars of this will be known next MERSEY M.F.C. “ Pilot Cup was won by Ten May, month. flying an “ Ajax.” for a total time for three flights of 2118Ή A dub-room is being prepared in the centre of the city seconds. J. Wilson, the runner-up, totalled 207‘2 seconds. where members can meet and build to their heart’s content. Mr. Klw ell, of T he Aero-Modeller, was an interested It is regretted by all Ulster aero-modellers that their brother witness, and helped with the timing of flights. These chaps builders across the pond are not as fortunate as they, as have been entertaining a number o f R .A .F . fellows lately the “ Nawzeys ” had fortunately not caused any interrup­ a suggestion 1 pass on to other clubs. tion in their activities. At the annual general meeting o f U I.S T K R M .A .C . there The WOLVERHAMPTON GRAMMAR S C H O O L was a poor turnout o f members, 32 being present out of a M .A .C . is run by a committee o f six bovs. with two masters total of 70. Members please note 1 in charge. A very successful exhibition was staged in the The secretary and treasurer's rejx>rt was loudly applauded school workshop. This show was seen by the manager of a

“ONLY TWO MORE DAYS TO THE COMP. 62 THE AERO-MODELLER January, 1941

l.efti An exhibition of models sifted by the Hatley and D.M.A.C.. in aid of the “ Fighter Fund." i l(ig/jt> M e m be rs of the St. lees M.A.C. with a few of their models. large local store, the result being that the show was trans­ T h e last outdoor competitions of the season staged by the ferred to the store for two weeks, and over J j l 'l collected HUDDERSEl ELD M.A.S. resulted in wins for R. Calvert for the Red Cross in consequence. Good work ! The club (Duration) with a total time of .4*2.4 seconds, and K. Mate- duration record is held by K. S. P. Kvans with a time cf man (Gliders) total time o f 188 -1 seconds. Bateman was 117 seconds, while D . G. Parkes holds the R .T .P . record. runner-up in the duration event with 300*5 seconds, while (T h is chap has had excellent success with “ Disniptors D. Bower was placed second in the gliding with 150 on his Round the-Poler). seconds. Negotiations are going ahead for indoor flying, Indoor flying is going ahead with the L E IC E S T E R and it is hoped to keep the members interested for the M .A .C ., and a number o f successful meetings have been winter months. staged recently. K. Pow drill won the first competition with The LIVERPOOL M.A.C. wish to draw attention to a time o f *10 seconds, but durations arc expected to rise their new club-room, in a fine basement, where they carry when more experience lias been gained with this type of th ­ on in spite of raids, etc., and cry ** Phooey ” to Hitler and ing. John K lee won the following meeting. “ Rushy Co. 'I’lie address is 31 St. Domingo Grove, Liverpool 5, gave a demonstration of microfilm flying, but the small hail and all interested are asked to pay a call. and low ceiling «lid not allow o f a proper flight, and one of I he 7th annual general meeting o f the N O R T H E R N many obstructions put paid to the exhibition by puncturing H R IG H T S Μ. I .C. was held and, for the first meeting of the covering o f one wing. its kind held “ out of town,’’ was very well attended. The At an exhibition staged at a local store, some 8b models secretary’s report showed them to be in a stronger position were on show, the winners o f various classes being : than ever, in spite o f the war, 95 new members having Ix-cn Solid Scale : K. Plowman. enrolled in the past year a record. Many members have, Plying Scale : K. Powdrill. o f course, had to resign for many and varied reasons, but the Duration: I). J. Dawson. mcmlHiship now stands at 178, an extraordinary total com A committee meeting was brought to an abrupt close by a pared to some clubs. shower o f incendiaries on and near the premises, and tin* For services rendered. Mr. ( ’. A. Rippon was unanimously " chin w-aggers ” turned firemen for a hectic five minutes! elected a vice-president, and Mrs. “ Rip ’’ awarded an There are rumours that “ Rushy ” is to build a rocket ’plane honorarium. Very few changes were made in officers for with the fins he collected from various Ixnnbs. the coming year, and the new committee held its tir>t meet­ ing the following week, when it was decided to form a section o f the X .H . club at Welwyn Garden City, under the A Model with reollttic able guidance of Mr. C. R. Clarke, the originator of the a p p e a r a n c e The *· EUREKA ” idea. Semi-scale Shoulder W ing Cabin 'Plane Vet another new club has U-en form ed in I.oughlxtrough. Span 36}'. Weight 4J oz. under the title o f the L O l GH H O R O C G lI C O L L E G E Special features : W ing in twe halves, with new adjustable and SCHOOL M.A.C., the secretary being G. T Mayer, of 98 flexible wing fixing, cantilever undercarriage, positive rudder Beacon Road. I.oughlxnOUgh. (M ay I suggest that it would adjustment, excellent flyint I*· a good idea for these tw o new clubs to meet and co­ qualities. Kit includes finished balsa prop operate and possibly amalgamate. Ϊ think it tends to printed parts, finished balloon wheels.cement.robber andlubr I· strengthen both clubs in such circumstances). O t h e r Kits : The ’ VICTRACE" cant, strip wood accurately cut (Best timed flight 47 min.) The first annual general meeting o f the H U L L A N D tosizeandfullydetailed drawing. The 'R O C K E T ” (Best timed flight 32 min.) Packed in strong labelled box. D .M .A .C . was held with about forty memt>ers in ;iiten The "F IR E F L Y ” (Timed 14 min.) Post free 14 6 dance. The club-house, which I am told is a super affair, etc. List 2 ·.d . stam p. Drawing only 3'- post free. is open three nights a week and throughout the week end, SUPER MODEL AIRCRAFT SUPPLIES and beginners’ classes are lxdng held in an effort to start 220 Wellingborough Road. NORTHAMPTON. for Kits of Quality the newcomers on the right track. January. 1941 THE AERO-MODELLER 63

Most of the WHITSTABIJ.. TAX’K FRTON AND for members o f the Forces who might like to contact fellow D M .A .C . are busily engage· 1 on turning out models for the enthusiasts in their new locations, and I feel it high time Hub “ mass production for the Fighter Fund scheme. A we had a comprehensive list to refer to. So, will all clubs big exhibition is being held in a large shownxim. and the please forward without fail. pronto, and sooner than that. attendance lias run into the hundreds. The first of what is full particulars of their title, name and address of secretary promised to be a long line of contributions to the fund has or other person to whom correspondence should be been forwarded to the secretary. In spite o f all this “ scale addressed, etc·., etc., etc. activity. /King i.> still going on outdoors when conditions Now. I'm not just making this request for fun it’s a permit. serious request, and I hope it won’t he treated in the manner News from tile L F .K D S M .F .C . this month tells the some previous requests have been. (It is only a few weeks results o f the final competitions of the season, the lucky ago that the Fditor wrote to some hundreds of addresses winners being : asking for confirmation o f the continued e xistence of certain Anderton Cup : Η . K. Vauville. Hubs, and and this is no cod lie received replies from Senior Cup: Η. I·’. Vauville. less than 10 per cent. Now, this is no way to conduct Junior C lip : T ie between 1*. Alberieei and J. Miller. business, ami I feel that some officials are not doing the job Cup for the best Tim ed Flight : R. Heppensiall, 233 sec. they should. Therefore, will all Hub members whether of The club held its first exhibition in aid o f the Fighter an affiliated Hub or not please see to it that your Huh has Fund, and hopes to stage another soon. Many models were been registered for inclusion on the new Aero-Modeller on view, one of the most interesting being the “ petrol roster to be published shortly. I t ’s up to you and don't S.F.5. built by Mr. Vauville. a photo of which is repro start a moan when von find that you are a missing quantity. duced in this month’s columns. A press c utting referring That is what happened fast time the list was prepared to the show unfortunately gives the impression that all model hut hang it ail. you can:t blame the A kro-Modeller staff aircraft are now banned from flying. Hope you can do for your own shortcomings. something to rectify that misstatement. T.eeds ! So, will you please oblige me and yourselves by just I he K IN G S T O N U P O X - H U U . M .A .C . send in their sitting clown for two minutes, using one postcard, a tiny first rejxirt this month, and report steady growth. The club drop of ink. and one 2d. stamp, and the great effort of record is held by P. Fordham with the time of 126 seconds, dropping said epistle in the pillar-box. You don’t maind — and a busy winter programme is planned. The secretary. thanks! Mr. R. Barnes, would be pleased for interested parties t:> Bungho, and more power to your elbows, whether it he get in touch with him at 40 Hay burn Avenue. National inkslinging or mug-lifting. Avenue, Hull. T h e C l u b m a n . W ell, that's all the reports this month chaps, and it would seem that some Press secretaries’ pens have run dry ! Stili. 1 can do with a rest now and then (W ho said “ always ” !) so I ’m not grousing. Ouite a change from my usual struggle to cut down lengthy chatter without slaying the reports completely. One last item before packing up, and that is the suggestion we have received for a revised list of Hubs, names and addresses, etc*., of secretaries. This will l»c most handv

in ambitious effort by G. II. licnnctt. of Coventry. If in μ span is 56 in., and the four propellers are driven by pulleys from the central main motor. If'e are promised a photo of the finished article.

Nearly 1,000 aero-modellers could not get copies of the Christmas issue of I h e Aeko- Modft.t.f.r . . . because they had not ordered their copies. 7 here tv ill be a huge demand for our next issue, with full particulars of two competitions for valuable cash prizes, as well as several plans, and many interesting articles. So use the order-form on the bach inside cover nun ! 64 THE AERO MODELLER January, 1941

PSW IC H , Suffolk. J. Sneczum & Sons, 31-35 Norwich Small Traders’ Announcements Road. ’Phone 2779. Model aircraft supplies, Aeromodel, I Atlanta. Cloud. Elite, Frog. Skyleuda, Studiette, Tower, The charge for theso insertions is 5 - each prepaid for a minimun of 30 words, extra words charged at rato of 2d. per word. \ eronile. Penguin. Scaleeraft. Skybird. Truseale kits. Caton’s rubber. Joy-plane productions, etc. LD ER SH O T. Ml Λ ιμόmodol supplies. Cloud, KeilKraft. EICESTER. \cro-Modcllers! C. Farmer ran supply all your Skyleuda, Atlanta, etc. Post orders Oil. extra. Balsa, tissue, requirements. Kits, balsa, tissue, propellers, wheels, dope A races, wire. bobbins, dopes, rubber, propellers and all L in bottle or sold loo.»e. wire, cement. Caton's rubber, etc. accessories. K. Standing, 2 Short Street. Call and have a chat. The address is 183 Green Lane Road ERKHAMSTKI). J. W. Wood & Son, 20 Lower King's Hoad. ('phone 2722». Also T hk Akro-Modkllkh in stock. M .A .T .A . for Flying Seale. Duration and Solid kits by EICESTER. Harper's The Aero-Modellers’ Stores. Over B Cloud. Veron, Aeromodel. Keelhild. Penguin, Skybird. etc. 1.000 kits to choose from. 34 Relgrave Gale ami 67 Braun- Selected balsa and full range of accessories. L stone Gate. IRMINGHAM Model Supplies, % Dale End and (il High ONDON. SYDENHAM. Toy and Model Shop, 15 Sydenham Street, K ing’s Heath, have now stocks of ail leading makes B of flying, solid and duration aircraft. Also dope, cement, Road. S.E.26. Skvleada specialists. Ollier popular kits and L all accessories, including plans, balsa wood. etc. Warship balsa, etc. kil>. Aircraft and warship lead models. LACKPOOL. The Sports Shop. Palladium Buildings. Water­ loo Hoad. All model supplies. Joy, Studied·*, Cloud. OTTINGHAM’S Model Aero Shop. KeilKraft. Sky leada, B Drome, kits, balsa, cements, dopes; grand flying scale kits Cloudcraft, Airyda. Frog, Atlanta kits. Joy-plane products, at Is. Oil., including postage. Latest models, solids, duration. N balsa and Till·: A kho-M oiiki.i.kr in stock. Rudet Electric, Remember “ The Sports Shop.” 21 Arkwright Street, near Midland Station, ami 87 W ilford Road, ROMLEY. Η. E. Hills Λ Son, 4I>1 Bromley Road, Down- near Imperial Cinema. ham, 616 Downturn Way, Bromley (Phone HIT 4197». RESTON. BLACKBI RN AM) I) I ST R I CT AERO- B Model aeroplane supplies. Dozens of kits, plenty of spares, M O D ELLER S. W e have large stocks of balsa, sundries, miles of balsa. P first quality cement, solid, flying, scale, duration and galleon HISWICK, W.L A. A. Baker. 526 High Road. Splendid kits. Also T iie Ακκο-Μοιικι.ι.κκ publications. George Eastham. selection of Atlanta. Aeroinodols, Cloud. Club, Comet. Sky* 10 Stanley Street. Preston. C leada. Keelhild, Scaleeraft, Truseale, Veron. Megow, Citing- ford. etc. Large s l i n k s of balsa, blue prints, propeller» and TAFFORD. Aircraft Models. South W'alls, is just the place accessories. ’Phone Chiswick 3816. to call and see a good variety of models and obtain advice H ISW IC K . W .L G. W . Jones Bros. & Co., 56 Turnl.am S on the best way to buy from modellers like yourself. Green Terrace (Chiswick 0858·. Stock balsa wood and cut T O C K P O R T ’S Aeromodel Shop. Ml materials and acces­ Cspecial sizes as required. Agents for (Job. Cloud. Aero- sories in stock. Large range of kits Frog, (.loud, Studiette, models. Atlanta, Skyleuda, etc. Large selection of solid scale S KeilKraft. ’Drome. Tower. Chingford. etc. 54 WVlIingtoii kits and accessories. Penguin. Skybird, Scaleeraft, etc. Caton’s Road South. rubber. Joy-plane products. l MFR1ES. Campbell’s. 16 High Street. Penny stamp brings ILLKSDK V> leading aero-model suppliers. Woods Sports our price li»|. Balsa, stripwood. dopes, kits, all sundries. Ltd.. 98 Chamherlayne Road. Kensal Rise. N.W.ll). Com­ D Sky birds, Skyryda, Aeromodels. Stndiette. Tower. Comet: W prehensive stocks of all kits, materials, prints, etc. Write hand-painted tarmac paper, 9d. per sheet, post free. for free catalogue. ’Phone I. M)hroke 1414. Buses Nos. 6. 46, DINBURGH. Everything for the aero-modeller. All the 52, 70 stop at door. leading models stocked. Joy-plane cements, dopes, Japanese OLVERTO.NI. A good range of scale and duration kits. E tissue, hall races, etc. Wade & Co.. 40 Chambers Street. Cloud, Studiette. Atlanta. Aeromodels. KeilKraft. Frog. DINIil HCII. “ Calling all aero-modellers.” Whatexcr your W Penguin, etc. Joy-plane cement and dopes, high-grade requirements Frank Royle, 54 South Clerk Street, is at your balsa and all accessories at Lake Bros.. 28 Stratford Road. E service. Fullest range of kits, balsa wood, accessories. P P IN G . Chases of Epping for all flying and solid kits. Also O L V E R H A M P T O N . Regent Cycle Stores for latest dura- strip and sheet balsa, dopes and all accessories. Remember! lion, flying scale and solids by leading makers. All Frog E Let Chases of 190 High Street supply all your balsa require­ W spares in stock. Balsa, cements, tissue, rubber. Expert ment.-*. advice given. Cleveland Street. Wolverhampton. ARROW. \. IL Matthews. 15 Peterborough Road. For OLVERHAMPTON. — The aero-modeller’s rendezvous: model aircraft supplies, balsa wood, cements, dopes. Start & Sons. 61 Victoria Street. Kits by all popular H Japanese tissue, piano wire, celluloid wheels, plywoods and W makers. Selected balsa, spruce, cements, dopes, etc., and hardwoods of every description. o complete range of materials and accessories. E R N E H IL L . S.E.24. T. W . Standivan. I Milkwood Road. ’Phone BR1. 3741. For all model aeroplane supplies— ORCESTER. A. N. Cutler. Bridge Street. For balsa, Cloud. KeilKraft. Skvleada. Keelhild, Studiette, \ eronile. dopes, tissue», elastic, propellers, cements, etc. In fact, All accessories. Postage 6d. extra. Open Sunday morning. W all accessories for the aero-modeller. Stockist of Drome, Satisfaction guaranteed. Studiette. Skvleada. Scaleeraft, etc. ’Phone Worcester 1137.

BLUE P R IN T S s— The DEWFLY. 32" span."1 Cabin type monoplane. Winner of many contests. Price 2/-, post 3d. The F A LC O N. 48" span as above, has made many flights of over 3 min., best official flight to-date 9 min. 40 sec. Price 3 6, post 3d. DEWFLY HIGH GRADE AERO RUBBER. ' lOd. . * I -. Γ* 16. per do/en yzrdi, pos-.nge 3d. Manufactured by : DEWFLY (MODEL) AIRCRAFT (C. P. DYNE LTD.) 72 Falcon Road, 155 Falcon Road 14 The Triangle 213 London Road BATTERSEA, S.W .II Loxford Bridge, BARKING MITCHAM

! in:lly mention THK tERO-MODEI.I.ER ulien replying to advertisers.