Modeller

INCORPORATING

MODEL AIRCRAFT
EXHIBITION 19631

AN | map> HOBBY MAGAZINE

IANIMRY 1969 T W O S H IL L IN G S & S IX P E N C E
U S A & C A N A D A 60 C E N T S

Glider designs m m m

Scale feature
# Fw.44 drawing
Control-line plans
# Top power design
Quality The incomparable
DART diesel
.5 C.C.
84/5
inc. Tax

Reliability
means a lot to the
sports flier
The light,
easy to
who uses *5 to *8 cc.
operate
BANTAM engines
.75 c.c.
50/7
inc. Tax

MERLIN
.75 c.c.
67/-
inc. Tax and youll get it with
f ENGINES and
QUIGKSTART ACCESSORIES
Highest quality engineering using the latest precision techniques
brings you the greatest range of model diesel engines for sports
Hying. Renowned for ease of starting, long life and consistent
operation the Q uickstart series are also among the quietest of
engines when fitted with the inexpensive special silencer exhaust
SUPER manifold. Marine versions too! These engines can be supplied
with water cooled head, and special flywheel for model boat
MERLIN
operation. Other specialities in our range include the famous
.75 c.c.
D-C Control-line handle. Test Stand, Nylon Propellers, Quicklip
73/4
inc. Tax Connector, Quickstart Glowplugs and a full range of spares so
that no Quickstart engine owner need ever be concerned about
being grounded.
Overseas customers are advised to write for our Export Price List.

IES-CHARLTON LTD
H ILLS M E A D O W , D O U G L A S , ISLE O F M A N
 'f c I -
- 2 ^ 9 0 5
E d ito ria l D irecto r D . J . L A ID L A W - D IC K S O N

e d it o r R. G. MOULTOIM
A d vertisem ent M anager RO LA N D S U T T N

Modeller INCORPORATING

MODEL AIRCRAFT
CO M M EN T
January 1969 VOLUME XXXIV No. 396 The month of November 1968 will not be
easily forgotten by many aeromodellers,
especially those with a sensitive attach
CONTENTS ment to tradition. Changes in the
S.M .A .E., indicate an unhealthy tail-
H EARD A T TH E HAN G AR DO O RS 13
A TR A IN - 14 wagging-the-dog situation of member
S C A L E W O R LD 16 ship reversing management decision.
E D D IE K E IL 17
18
Introduction of the Import Deposit
F U L L S U P P O R T FO R S O L ID S
F .A .I. G L ID E R D E V E L O P M E N T 19 scheme imposes a heavy burden on the
E N G IN E T E S T Enya 19 -IV TV 22 small trader. Increase of Purchase Tax,
BURP 24 and changes of model rules in the F.A.I.
S T R IC T L Y S IM P L E 28
A IR C R A F T D E S C R IB E D FockeW ulf Fw 4 4 30 will all have their effect. Discarding
T O P IC A L T W IS T S 33 monoline may yet throw open control-
G O LD EN W IN G S C L U B 34 line speed to a wider following, and
W O R LD IN D O O R C H A M P S 35
36
adoption of the old S.M .A.E. system of
L A T E S T EN G IN E N EW S
IN T E R N A T IO N A L C A L E N D A R 37 semi-finals in F.A.I. team racing will give
F R E E F L IG H T C O M M E N T 38 an encouraging 'second chance' for the
1969 S .M .A .E . C O N T E S T P R O G R A M M E 39 not-quite-so-fast. We hope that the
C L U B N EW S 40
retardants established by the Government
will be compensated by influx of new
names in the competition classes through
H O B B Y M A G A Z IN E lABCl these moves to make waning events more
popular. But nothing can compensate for
loss of life. We mourn two stalwarts who
left us in November. Tommy Newell first
A LSO M ODEL BO A TS . M ODEL C A R S . RADIO won the Wakefield Trophy forty years
CON TRO L M ODELS & ELEC TR O N IC S . MODEL ago in 1928, and Eddie Keil introduced
EN G IN EER, M ODEL R A ILW A Y N EW S and model flying into more British homes
M ECCANO M AGAZIN E than any other person. Their memory
will live forever.
T h is p e rio d ic a l is s o ld su b je c t to th e fo llo w in g c o n d itio n s: th a t it s h a ll n o t, w ith o u t the
w ritte n co n se nt o f the p u b lish e rs, be le n t, re -so ld , hire d -o u t o r o th e rw ise disposed o f by
w a y o f th e T ra d e excep t a t th e fu ll re ta il p rice o f 2 /6 d . o r 60 cen ts and th a t it s h a ll not
be le n t, re-so ld , h ire d -o u t o r o th e rw ise disposed o f in a m u tila te d co n d itio n o r in a n y
u n au th o rise d c o v e r by w a y o f T r a d e ; o r affixed to o r as p a rt o f a n y p u b lic a tio n o f
a d v e rtis in g , lit e r a r y o r p ic to ria l m a tte r w h a tso e ve r.
Se co nd -class p ostage rate s paid a t N e w Y o r k , N . Y . R eg istered at the G . P . O . fo r tran s-
an d a d ve rtisin g sh o u ld be s e n t to A E R O M O D E L L E R , E a ste rn New s D is trib u to rs In c .,
m issio n b y C a n a d ia n P o s t. A m e ric a n e n q u irie s re g a rd in g s u b sc rip tio n s, new s stan d sales
155 W e st 15th S tre e t. N e w Y o r k N . Y . 10011 U .S . A . . U . S . A . a n d C a n a d a d ire c t su b scrip tio n
ra te $5 In clu d in g In d e x .
A d ve rtise m e n t and S u b sc rip tio n O ffices : M odel & A llie d P u b lic a tio n s L t d ., 13 /3 5 B rid g e on the cover
S tre e t, H e m e l H e m p ste ad , H e rtfo rd s h ire . T e l . H e m e l H em pstead 2501-2-3.
C live H a ll of Cam bridge w ith h is 1/6 th scale control-
D ire c t su b sc rip tio n ra te 3 5 /- p er a n n u m in clu d in g D ecem ber e d itio n and in d e x .
C O R R E S P O N D E N C E a n tic ip a tin g a re p ly to ad d resses w ith in th e U n ite d K in g d o m m ust
lin e Great La kes S p e c ia l as reb u ilt b y the U .S .
be acco m p an ied by a stam ped and s e lf ad dressed e nve lo p e. N e w s re p o rts shou ld be A ero b a tic p ilo t H arold Krier. P o w e re d b y M e rco 4 9 .
subm itted to a r r iv e n o t la te r th a n th e 15th each m onth f o r p u b lic a tio n in th e n e xt C live's m od el p la c e d third at the c lo se ly fo ug ht
im m e d iate Issue. P h o to g rap h s sho u ld be acco m p a n ie d by ne g ative s w h ere p ossible and
can o n ly be accepted fo r use o n an e xc lu siv e basis f o r B ritis h C o p y rig h t. B ritish N ationals, R .N .A .S . Yeovi/ton 1968.
AERO M O D ELLER in co rp o ra te s the M O D E L A E R O P L A N E C O N S T R U C T O R and
M O D E L A I R C R A F T an d Is pub lished o n the th ird F r id a y o f each m onth p r io r to date
o f p u b lic a tio n b y :
next month
M O D E L & A L L I E D P U B L I C A T I O N S LTD. Part tw o of Elton D rew 's account of F .A .I. G lid e r
d e ve lo p m en t super scale d raw ings o f the C u r t is s
P-40 K it ty h a w k , Engine Test of the S u p e r T ig re
13-35 B rid g e S tre e t, H em el H em p ste ad , H e rts G .2 3 , First part o f a m ake-it-yourself .375 c c .
T e l.: Hemel Hem pstead 5201 (M on.-Fri.) en g in e as a w orkshop exercise plus plans and all
regular features, on sale Ja n u a ry 17th.

M ade and prin ted in G re a t B ritain by G ra p h ic A rt S e rv ic e s (B rig h to n ) L td ., B u rg e ss H ill, S u s s e x , for the P ro p rie to rs. M odel end
A llie d P u b lic a tio n s L td ., 13/35 B rid ge S tre e t, Hem el H em p stead , H e rts. P u b lish ed by A rg u s P re s s L td .. 23/27 T u d o r S tre e t, Londo n.
E .C .4 , to w hom a ll trade e n q u irie s should be ad d re sse d . Registered a t the G .P .O . fo r tra n sm issio n by C anad ian M ag azine P o st.
Ask for
CERTIFIED KILNDRIED
BELCOBALSA
and get the benefit of over twenty-five years' experience in the production and
application of BALSA WOOD to modern techniques from the Mosquito Bomber to
Spacecraft and Liquid Gas Tankers.
Certified Kilndried BELCOBALSA for the model aircraft trade is manufactured exclu
sively by E. Keil & Co. Ltd. from the top model grade of the Balsa Ecuador Lumber
Corporation, the largest producers of Balsa Wood.

Look for this registered trade mark

and test the difference.
KBIKBSn

BALSA ECUADOR LUMBER CORPORATION, Guayaquil, New York, Paris. London.

E. KEIL & CO. LTD., W1CKFORD, ESSEX.

 5 1 years of-famous warplanes
A IR F IX B R IN G S T H E M TO L IF E ! With scores of great
fighting planes from World War I right up to today's super-
sonic jetsall constant scale (1/72nd) and all from A irfixl
*
The vast range of Airfic construction kits covers 19 different
series, including planes, ships, cars, historical figures and
trackside serieseach model just like the real thing!
P ric e s fro m o nly 2/7d to 20/6d.

ARADO

M IT C H E L L
L IG H T N IN G

TH U N D ERBO LT

S W O R D F IS H

M IR A G E
LYSA N D ER

S P IT F IR E F IE S L E R
CA M EL STO RCH

A IR L IN E R S , C A R S, STOP
S H IP S , TA N KS TO O ! PRESS
Start your collection NOW!

i >AIRFIX-32$CALEf
F E R R A R I 250 L M

OVER 250 K ITS TO CHOOSE FROM !

JU ST LIKE THE REAL THING
From toy sh o p s , m odel and hobby
s h o p s and F. W . W o o lw o rth
CU TTY SA RK
A b rillian t m odel of B rita in 's m ost
fam o u s w in d jam m er, co m p lete in
every d etail in clu d in g rigg ing,
s a ils , s p a rs and d eck eq uipm en t.
O ver 220 p a rts for 20/6d.
AIRFIX MAGAZINE 2/6 MONTHLY
A s k f o r the A lr f lx k it ca ta lo g ue
f r o m y o u r lo co ! s to c k !t

KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS

 Humbrols
super new
aids to better

A ^ T h is is what the
At lastall your modelling ~ complete Tinlet
Palette looks like. ^
enamels in one neat and handy
container, with a brush in each tray.
The Tinlet Palette comprises three trays which
fit one on top of the otherbuy them separately i f ^ ^ \ ^
you wish.
This treasure chest of colours is now available at your model shop.
Go and treat yourself.
Use direct
Tray No. 1 complete with 18 gloss colours, brush and matching lid 2 8 /- from the tray A
and never ^
Tray No. 2 complete with additional 18 gloss colours and brush 2 6 /- knock a tin over again ! 4 ^ 4

Tray No. 3 with 12 matt colours and brush. Space for 6 additional tinlets 20/ -

A /V C > 7 7 V S A [ /Z > c ? j^ c y / /
A A / W , \Z ^ A T -/L E :

C rAFt k n if e
Complete with two No. 1 blades2/6d.
additional blades, Nos. 1 ,2 or 35d. each.

PRICES SH O W N A R E THOSE RECOMMENDED IN U.K.

H U LL - Y O R K S H IR E

KINDLY MENTION AEROMODELLER W H EN REPLYING TO A DVERTISEM EN TS

 BEHIND THE SCENES W ITH THE R.A.F.-1
The VC10 that never was
This is the cabin of a VCio
that will never leave the
ground. But it will fly any
where. It will land at any
airport. It can crash into
the sea at 200 mphand
then take off again!
It is the R.A.F.s new
VCio flight simulatorthe
most advanced in Britain.
Packed with intricate hy
draulic, electrical and elec
tronic engineering. Outside,
it is simply the first 15 feet
of the nose of a VCio. In
side, you cant tell it from
the real thing. It is used to
train air-crew to flv the
VCios of Air Support
Command.
It will reproduce every
manoeuvre and every haz
ard a VCio is likely to
encounter. Turbulence,
pitching, rolling, fogal
most anything can be
arranged! It answers every
KINDLY MENTION
movement of the control
columnor you can sivitch
to automatic pilot. As you
throttle back to land, you
lowera non-existent under
carriage with a soft thud,
and then you hear the
sound of the wind rushing
through it. As you touch
down, you get the authentic
jolt of a real plane, and the
rumble of the wheels on the
tarmac. And it gives aircrew
experience in emergencies
that would he impossible
any other way. After all,
whod bring a real VCio
down into the sea just for
experience ?
The small picture shows
an essential part of the
simulator. A relief model of
the Brize Norton area,
where the simulator is,
with the airfield complete
with landing lights in the
centre. A colour TV camera
'AEROMODELLER'
1. A irsp e ed Indicator
2. Horizon director indicator
3. A ltim eter Even at 13. you could make a start in
4. Machmeter the A ir Train in g Co rps. Y o u d get lots
5. C o urse deviation indicator o f fun and thrills, and it would be a
6. V e rtica l speed indicator great help in joining the R .A .F . later.
7. T u rn and slip indicator
8. A D F indicator
9. RPM indicators
10. S la t p ositio n indicators
11. Flap position indicators
12. Undercarriage selecto r lever
13. A ile ro n trim indicator
14. T acan indicator
15. W heel-brake p ressure gauges
16. A uto -p ilot trim ind icato rs
17. T a il trim levers
18. Speed-brake lever
19. Thro ttles
20. F la p 's la t levers
21. P ilo t's intercom , control panels From 15 to 171, you could join as an
22. Auto-throtties control panel apprentice. These boys arc on a 2-ycar
23. A uto-pilot control panel electronics course. A nd they get plenty
o f sport and adventure to o !
From 17J onwards, you could come in
as a trade trainee, or w ith 5 acceptable
-Levels, you could start training as
an officer.
moves and tilts on a travel
ling rig which follows the I ------------------ mz r i
controls in the simulator
cabin. The crew can take I Royal A ir F o r c e f ! I
off from Brize Norton, fly Send this coupon for your free copy o f the |
to any part of the world and colour leaflet The R .A .F . its Supersonic . _
land there without even It tells you more about the R .A .F . and it I
leaving the ground; all opens up into a super wall chart for your bed- B
room too!
made possible by newr
simulator techniques.
The R.A.F. has all kinds
of revolutionary new equip A dd ress.................................................. .................I
ment. And more is con
stantly coming.. . new air
craft, computers, radar sys
tems, electronic test gear,
fire fighting equipment,
Age
even new filing systems. To
Send coupon now to
operate it and service it all
needs dozens of different I
R .A .F . Careers Information Service
skills. And in them, the I (954 YA1) Victory House.
Kingsway, London, W .C .2 .
R.A.F. provides a first-
class, full-time training. If
youre interested in aircraft
and technology, the R.A.F.
might be the life for you
one day. Think about it.
WHEN REPLYING TO ADVERTISEMENTS
Whod ever want to use anything but Balsu ?
Just think of even trying to make a high-performance rubber model out
of anything but Balsa. It would be far more difficult to construct . . .
less accurate and rigid . . . and the resulting airframe weight would rule
out anything approaching contest performance. Before aeromodellers
had Balsa, 45-60 seconds was a really good time for a rubber model . . .
and building was a chore. W ith Balsa, performance jumped so much
that artificial limits had to be introduced for contest work some twenty
years ago !
Nowadays we know a lot more about designing for performance . . .
and about Balsa. Our experience in selecting, grading and cutting Balsa
specially for aeromodelling goes back to 'pre-limit' days so with
Solarbo Balsa you always get that something extra in quality . . . and
that means extra performance from your finished model. There's a
simple answer to getting the world's best aeromodelling material just
ask for Solarbo Balsa by name. W ho'd ever want to use anything else ?

THE BEST YOU CAN BUY

SO LARBO LTD., ALW AYS ASK FOR IT BY NAME

COMMERCE WAY, LANCING, SUSSEX

KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS

 LA R G EST S TO C K IST S IN TH E CO UN TRY

ISLE WORTH LEICESTER - WIMBLEDON - WESTON TH E M OST POPULAR

O N LY
13.0.0
M ORE SO LD T H A N
A N Y O TH ER TYPE

Merco 61 Series III 16.19.11 Super Tigre G20/I5 R/C 17.17.0

Merco 35 Glow R/C 8.I3.S Super Tigre G20/23 R/C |7 .1 7.0
Merco 49R/C Mk.ll 12.19.8 Super Tigre G2I/40 RV R/C
Merco 61 lOcc.R/C Mk.ll 14.1.8 15.17.6 W ebra 61 21.18.0
K . & B. 19 R/C 10.14.3 O.S. 40 R/C Glow 11.13.2
K. & B. 35 R/C 12.6.0 O.S. 60 R/C Glow Latest 22.13.0
___ H.P. 61 R/C 29.7.3 E .D . Racer 2.5 cc R/C 8.5.3
R .C .S . G U I D A N C E S Y S T E M M k III Merco 61 R/C W /C 17 E.D . Sea O tter 3.49 R/C 10.12.11
The best S/ch. outfit you can buy. Merco 49 R/C W /C 16 E .D . Viking See. R/C 14.8.9
I oz. R x. Airborne wt 4 ozs Excel W ebra Glow Star R/C 10 1.0 Super Tigre G51 R/C 14.6.6
lent value 13.0.0 Webra Glow R/C W /C I0 .I9 .0 Super Tigre 60 R/C 14.7.4
Compact Acc outfit 4.5.0 K&B 40RV/R/C 15.18.10 Super Tigre 71 R/C 24.3.0 R .C .S . I N T E R 6 O U T F I T
Engine Control outfit 3.0.0 O .S. 80 R/C 38.3.3 Super Tigre 60 latest 23.17.3 A complete prewired outfit ready to fly with
Rx only 6 .10.0 T x only 7.10.0 Merco 49 R/C III 15.15.2 D .C . Bantam 2.9.8 servo pack. Suits Robot type plane upwards.
Mk II only 12. V e c o G T 19 R/C 13.8.0 D .C . SpitfireMarine 4.18.10 Radio Super Rcgcn 35.10.0; Superhet 4Bj
Veco G T 35 R/C 11.16.11 D .C . Spitfire 3.18.0 W ired Mk. II Tripack 26.10.0 extra . Deac 4.
Cox Babe Bee .8 cc. 3.6.6 D .C .S a b re . 4.2.8
R/C KITS Cox Medallion .049
C o x Medallion .09
4.5.0
5.6.0
D .C . Sabre Marine
Ohlsson-Rice 22 cc.
5.5.6
18.0.0
M U L T IM E T E R
C o x Medallion .15 6.7.0 A.M. 15 R/C A Must for R/C New Excel
Stirling Fokker D7 67' 24.19.6 4.18.1 lent Multim eter, complete
Delta Hustler 11.0.0 Astro Cat 13.16.9 K a va n R / C T h r o t t le s M erco or S u p e r T ig r e 96/- A l l P r o p s , W o o d . N ylo n with Leads, C ircu it Diagram
Airalma Tipsy Junior 54' 16.10.0 S IL E N C E R S
Merco, 29/35 27/- 2.14.3 and instructions.
Airalma Jodel ABEIIIE 68' 28.0.0 Super Tigre 60 Ranges: D .C . 15. 150, I.OOOv.
Goldberg Skylane 62' 19.19.6 Merco 49/61 27/- Super Tigre 71 3.0.0
ME Snipe 28/- A .C . 15, ISO, I.OOOv.
Shoestring Pylon 269/6 O .S. 15/19 29/2 D .C , current 150 mA.
Taurus 430/- K K Mini Super 125/4 ME Heron 26/3 O.S. 29/49 1.15.4
Paw 1.49 Resistance 00 . 3.5.0
Tauri 299/6 14/- D .C . Merlin 9/- Ripmax M ultimeter 5.5.0
Schoolmaster 99/6 Paw 2.49 14/- D .C .Sab re 91-
Gyron 87/9 Super Tigre 40 2.14.3 A L L TYPES IN S T O C K
Schoolboy
56/- A c c u m u la to rs 28/- A irw h e e ls K /K R/C ACCESSORIES
Piper Cub Eng in e M ounts 2 ' 17/8, 22' 26/10 W e sto ck a ll
162/6 19 engines 12/6 29 en 3 ' 32/6, 3 * ' 30/6, 4 ' 37/- a v a ila b le ite m s
Sterling gines 18/6 61 engines 20/- D u -B ro MG if n o t liste d
Mustang Scale 399/6, Spitfire 399/6, Cobra 399/6 with nose wheel bush. 2 *' ... 32/- 18/6 w r ite
A ll types in stock, com o r phone
Skylane 42' scale 95/-, Junior Falcon 36' 79/6, 2 ... 34/- 22/6
Falcon 56' Intermediate 162/6, P.T. 19 149/6, plete with nose wheel 3' ... 39/6 27/6 Large scocks of Balsa. Spruce and
Senior Falcon Multi 399/6, Super 60 152/8, and tank. 3 - 44/6 Marine Ply Elmic Sidewinder 5/
Dazzler 30' 2.9.6, Dazzler 36' 3.19.6, W I L L I A M S V IN T A G E Scale W illiam s Pilots I '9/-, 2 ' 12/6,
Dazzler 48' 4.19.6, Scafford Commanche 32, 3 J ' 35/-, 3 J ' 45/-, 4 | ' 57/ 2 jT 15/6, Standard Rating and Military K w ik Clips
Aeromaster Bipe 23, V .K . Cherokee 18.10.0 5 ' 70/- 3/9 K w ik Clip and Battery Plug and Lead 5/6 Kavan
Piper Super 72" 337/6 New Vertigo Williams Scale 24' 30/-, plug-on type 13/6 Ripmax type 17/6 2V . A C C S 2/-
Zephyr 73" G lid er 179/- Pre fab. 13.4.7 3 i ' 40/-, 5 J" 70/- Tw in double pole slide Switch and Co ver (Illus
Graupner Taxi 59' 192/- Float K it 82/- Large selection of wheels R o ck e t C it y brakes24/- trated) 8/- Bonner Stick Units 6.18.0 10 Pin A .E .I.
Min Robot 62/8 A viette Ambassador 495/- standard or low bounce. D u b ro E le c tr ic b rakes Plug & Socket 8/6 Deans 8-way 8/9
Stearman Bipe 24.19.6 C lu n k T a n k s 9/- 3.10.0 Kaco Relay 35/- R .C .S . heavy
Foka G lid er 232/6 16 oz. 15/-; 12 oz. 12/6 M ic ro A r c . B ra k e s 11/6 duty 50/- PTFE 36' inner and
Frog Mustfire 259/6 I oz. 12/6; 6 oz. 9/6 outer 11/3 Kraft Control low fric
Veron Mini Concord 5.2.0 8 o z .1 1/6;4 oz. 9/6 tion snakes with adj. Swing Keepers
Veron Concord, 66' 14.15.0 I oz. 5/6; F ilte r2/- 10/- Swing Keepers 4/6 K w ik Links
H.S. Clou, 75' 13.5.0 M O TO RS to Bowden Cable 3/6 pr Saddle Clips
Graupner Consul 7.12.6 Micro Max 60-1 99/6 packet 2/6 Elevator Horn Assy 6/6
Veron Skylane 54' 7.2.11 Micro M axTO S 69/6 Single Horns 5/6 pkt. 6 6 ' Aerial 27/6
Aviette Senator 8 .17.0 Gear Box 40-1 22/6 New mini metered variable
Piper Tri-Pacer R/C 9.7.6 Gear Box 140-1 21/6 Authentic Scale Instru current Charger for most types
Veron Robot 5.19 .10 Miliperm28/6 ment Panel cards Size of D EA C 240 volt A .C . (illust.).
K 10 G lid er 8.12.6 4 x 2" or 3 x IV z "
Microperm 22/6 Light or Commercial Size 4 ' x 2 ' x I * ' Price 3.5.0
Royal Coach Man 149/6 Hectoperm 65/- Aircraft Types 5/ each. 6 way Mini Connector 6/-
Graupner K w ik Fly TaycolStandard 101/7 N o se Legs 8 way Mini Connector 8/-
Mk 3 15.10.0 Tycol Double Spec 128/11 Fixed, Single leg 3/3 Kinematic Servo 4.19.6 .Q .
W h iz Kid 5.2.3 Taybol Super 101/- Steerable Nylon bearings Ripmax Steering Unit 2.17.6 B estseller
Myndair 303 18.19.3 Fin g e r S ta lls 3/ Soraco 19/6, Ripmax 22/6
Big Eagle * . Solar Film all colours 9/6 K w ik L in k s
Soraco, Nylon 4/9 pr. C & L 8 c h l. pack
P ilo t' 58' Jungmtlster 3 4 SE5a 55 1 8 1 0 0 Monokote25/- C & L 10 chi. pack
MT Mustang 30 Curtiss Goshawk 51 1 3 7 0 A ll colours N e w Gold, Micro Acc. Nylon 3/9pr.
*2" Cessna 182 3 0 Sopwlth Camel 55 E 1 8 1 0 0 Blue and Green. Du-Bro, Metal 4/9 Rand Actuator
M .F.A., Metal 4/- W orld Ghost Act
A ll types o f s ty ro v e n e e r w ing s in sto c k S p e c ial Ir o n 49/6 Ailer-Rand
Nylon 7/3 yd.. Silk 9/3 yd. B e llc ra n k s
S E C O N D H A N D E Q U IP M E N T Du Bro 120 6/6 Medco 10 chi. Bank
Fibre Glass Pack, and D E A C R echargeab le
Mk. II Guidance System T x . & R x. 10. materials 12/6 Micro acc. 120 3/9
FutabaTx. & R x., 10.S/chl. MacGregor 90 Micro, acc. 4/11 D K Z 225
Xacto No. I Knife 4/6 6v. 46/-
T x . & R * Tw o Escapements and K .O . Xacto No. 5 Knife 8/10 N y lo n S p in n e rs
Control Box 25. MacGregor Superhet Xacto Knife Set 16/3 2 $ ' 7/9, 2 4 ' 6/9, 2 ' 4/9 72 54/-
T x . & R x. 19. MacGregor Superregen, K e il S p in n e rs I J ' 3/1, R .C .S . tt I I I2v. --
27 m.c. Crystals 20/-
R x. T x . w ith Built on G .G . Pulscr 12. Matched prs. 40/- 3 / i, 13' 3/5, 2 ' 3/10 4 W ay Nylon and Silver
Aerial 6 T x . onlyl2.Teleco nt R x. & T x . W o rld E n g in e Cast26/. Miniature plugs and sockets.
Radio Manual 16/- Polorizcd 4 100% reliable 8/6
15. R .C .S . 10 T x . & R x. 48. Fleet G .G . Multi Manual 12/6 C h ro m e d N y lo n
Superhet Single Stick with Servos 60 C h a rg e rs R .C .S . Metered with
Plans Book, 1 ,2 ,3 2/6 S p in n e rs 2v. Acc Output for Simul charge
(new). R .C .S . Digi Five 4 Bonners 110. R/C Modeller ... 7/6 I * ' 8 / 6 ,2 ' 9/6, 2 10/6 Variable output
Remcon Superhet T x . & R x. 8 pack Ser- 6.10.0
Model Airplane News 5/6 Mitsumi Field Charger I2v. Car
vomites D .E .A .C . 55. F.M. Macador Radio Modeller 3/6 Servo
48 with Five Servo pack 22. Fleet G .G . Battery to variable output
R .C .M .& E . ... 2/6 Motor 4.10.0 Battery box 3 or 4 cell
Tw o Stick 38. O .S. Digital Prop. 140. Model Boats ... 2/6 3,000rpm
Skyleader 4 125. Sprengbrook 6 165. 7/6. Ripmax Multi Tester 5.5.0
Aero Modeller . . 2/6 i.5 v . 30/

560 0473 R A D IO CONTROL S U P P L IE S LEIC. z i s

581 LO N D O N R O A D , IS L E W O R T H , M ID D X 52a LO N D O N R O A D , L E IC E S T E R
154 M ER T O N R O A D , W IM B L E D O N 540 4887 1 T H E C E N T R E , W E S T O N - S U P E R - M A R E W E S T O N 6600

KINDLY MENTION ' A E R O M OD E L L E R ' WHEN REPLYING TO ADVERTISEMENTS

 CATALOGUE
w ith the yea rs big
m odellin g SURPRISES!
a s

W ith the three FREE

entry forms you receive,
when you buy your RiKo catalogue from
your hobby shop.
R ic h a rd K o h n sta m L t d ., 13-15a H ig h S t .. H e m e l H e m p ste ad . H e rts .

Time he tried his

hand at the real thing
H es x5f to 1 7 good w ith those h ands and,
S. H. GRAINGER & GO.
The Midlands' leading model shop
108 CALDMORE ROAD - WALSALL - STAFFS
although he may not have G CE, h e s bright and Tel: 23382
in terested in technical work.
As an A rtificer A pprentice, he can learn one of 7 NO DEPOSIT TERMS
trad es th a t lead to ONC, union sta tu s, an d a career as Available on all goods up to 250
one of th e top technicians in the Navy. 25 at 9 m onthly p aym en ts of 2. 18 9d
If m arried, he could be earn in g i ,550 by the time 50 at 18 m onthly p aym en ts of 3. 2 . 2d.
h e s 24. He may well become a com m issioned officer. 100 a t 24 m onthly p aym en ts o f 4. 17. 11d.
D oes th is in te re st you? Com plete R /C o u tfits at d isc o u n t p rice s
Send th e coupon for d etails of an A rtificer A ppren 25 AERO O U T F IT 25 B O A T O U T F IT
40 S U P E R H E T A ER O O U T F IT w ith rudd er and engine control
ticeship.
O v er 17! ? A nd n o t y et 23 ? Still send th e coupon PROPO. OUTFITS SINGLE CHANNEL
for d etails of the Royal Navy GEM w ith 4 se rv o s 165 GEM re la y le ss 14 9 0
A pprenticeship for M echanicians. Jwlifl DwK GEM w ith 3 se rv o s 148 GEM relay 15 14 11
S P R EN G B R O O K 205 GEM su perh et re la y le ss
S K Y L E A D E R 4 se rv o s 163 22 18 3
SKYLEA D ER " S L " 183 GEM su p erh et relay 24 3 0
Royal Naval C areers Service (A pprenticeships) V E R S A P L E X K IT 70 A .B .C . re la y le ss 13 8 3
Old A dm iralty Building, London, S .W .i.
( 521 B 0 1 ) , A .B .C . relay 14 9 0
P lease send me full d etails w ithout obligation. O .S . P IX IE 16 3 9
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14 9 6
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REED OUTFITS M a cG R E G O R s/h e t relay le ss
REM CO N k it 38. 19 0 21 19 6
A ddress R A V E N , O .S . and other m akes M a cG R E G O R s/h e t relay
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ENGINES
______________ D ate of Birth M o st a v a ila b le B ritis h and Im ported E n g in es in sto c k .
K IT S , E N G IN E S , SPARES, R E P A IR S ,
(E n q u ir ie s f r o m U K re sid e n ts only) R A D IO C O N TR O L EQ U IP M EN T
M A IL O R D E R S PART EXCHAN GE
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A COMPLETE SERVICE FOR THE MODELLER

KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS

 for the WORLDS BEST KITS
Super prefabricated
. . . Kits
" N EW ! ^____
H EA D M A ST ER '-----
THE KIT 4 8 " sp a n f o r s in g le , m u lt i o r
p r o p o r t io n a l, s t e e r a b le n o se
OF THE w h e e l, a l l p a r t s F U L L * P R E
F A B R IC A T E D in c lu d in g p la s
YEA R! ! M A R K III t ic w in g t ip s , n y lo n h o r n s , a l l
h a r w a r e - p lu s TRU E A L IG N -
A c c la im e d as Th e B e s t . . . the
m o st fu lly pre fab ricate d . . . and
m o st com p lete R / C k it ever ! C O N T R O L LIN E
2 8 " P -4 0 W a r h a w k 5 .1 2 .6
2 7 " P -4 7 T h u n d e r b o lt
5 .1 2 .6 V
3 7 " P-51 D M u s t a n g 9 .7 .6 .
DE 4 2 " P -4 0 T ig e r S h a rk 8 7 /6 v B jS J r ;
4 2 " H a w k e r H u r r ic a n e 8 7 / 6 *
LUXE KIT 5 0 " N o b le r
4 0 " J n r . N o b le r
1 8 7 /6
9 9 /6
I/ I2 scale for
.29-.35 engines
15. 10. 0 4 2 " F lit e S tre a k C o m bat
7 5 /- '
M
V 28" span
P H IL K R A F T 'S top R /C , 3 1 " F lit e s t r e a k J n r . 4 9 /6
4 6 " sp a n P e a ce m a k e r s tu n t 1 1 2 /6
d esig n kitted in su p e rb Ik 1 8 " Z e r o , H e l lc a t , T h u n d e r b o lt 3 1 / 6
p refab ricated form by T tab le for .60 cu in.
GRAU PN ER. K it co n ta in s M ig in e s M U LTI or
glued and precurved fu se lag e R O P O R TIO N A L R /C
s id e s , fu lly shaped w ood p arts Fly in g w e ig h t: 61b up RADIO " . . . S E L E C T FROM TH E W O R LD 'S B E S T !
d ie-cu t balsa and ply sh eet. W in g area 657 sq. CONTROL
w h e e ls, form ed u n d ercarriag e , , in . Length 505'' by T h is b o o k le t is y o u r c o m p le t e r e fe r e n c e t o th e w o r ld 's best
fr e e flig h t , c o n t r o l lin e a n d R / C k it s , p lu s t h e C O M P L E T E
can o p y, cem en t and h ard w are . > S p e c ia lly designed
P o sitiv e ly the fin e st R /C k it of *- for ' Q u ick ie ' lWfiMax RAN
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y o u r lo c a l m o d e l s h o p .
P r ic e 6 d . p e r c o p y
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S T E R L IN G S F A B U L O U S
T r u e to s c a le , e v e n to r ib s p a c

FOKKER D-7 in g a n d c o n t r o l s u r f a c e s , s t r i n
g e r s p a c in g a n d fu s e la g e c o n
s t r u c t io n ! H ig h ly d e ta ile d s c a le
p la s t ic M e rce d e s e n g in e a n d
Spandau m a c h in e g u n s , s te e l
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C o m p le t e h a r d w a r e p a c k , s p e c
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a t e ly d ie c u t p a r t s in se le c te d
b a ls a a n d p ly . N y lo n s c re w -
w o o d n u t fa s t e n in g s ( n o r u b b e r S T E A R M A N P T-1 7
b a n d s ). S a m e s c a le . . . s a m e m a g n ific e n t d e t a il ( k i t
in c lu d e s d e t a ile d p la s t ic e n g in e , e t c . ) . 2 4 19 6

W iz a r d B ip e 5 4 " s p a n . . . C o s m ic W in d 3 4 " s p a n .. . 6 5 0
M a m b o S p e c ia l 5 2 " sp a n K in g C o b r a 7 0 " sp a n . .. 19 19 6
L * il R o u g h n e c k 2 2 % " sp a n S p it f ir e 6 4 " s p a n ................... 1 9 19 6
P o sitiv e ly the fin e st R /C R o yal Coachm an D e n ig h t S p e c ia l 5 0 " s p a n 1 4 7 6
sc a le k it e ve r produced and Span 58" 4 1 V i" sp a n C O N T R O L L IN E S C A L E
ab so lu te ly au th e n tic in every C e s s n a 1 8 0 4 5 " s p a n ............ S E 5 B ip la n e 3 2 " sp a n . . . 6 5 0
re sp e ct. For .45-65 en g ines. ONE-SIXTH F a ir c h i ld P T 1 9 4 3 " S p a n
P ip e r C u b J - 3 5 4 " sp a n
F o k k e r D -7 3 2 % * sp a n
C o r s a ir F 4 U - 1 3 5 " s p a n . . . 6
6 5
17
0
6
P ip e r C u b S u p e r 7 2 " s p a n N ic u p o r t 2 8 3 3 " s p a n . . . 6 5 0
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Rubber Powered Scale

M a r v e llo u s ly in g e n io u s R U B B E R P O W E R
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D e s ig n e d f o r p e a k fly in g p e r fo r m a n c e th e
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P ip e r S u p e r C u b 1 8 " sp a n 1 8 /1 1
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P -5 1 D M u sta n g 2 4 " sp a n 4 9 /1 1
S p it f ir e M k . I 2 4 " s p a n . . . 4 9 /1 1
S p a d 1 3 C 2 4 " s p a n .................. 4 9 /1 1
E in d c c k e r E - 3 2 5 " s p a n . . . 3 7 /6
F o c k c - W u lf 1 9 0 2 4 " sp a n 4 9 /1 1
P ip e r C u b J - 3 3 0 " sp a n . . . 4 9 /1 1
G t . L a k e s S p e c ia l 2 4 " sp a n 4 9 /1 1 22" P-47 TH U N D E R B O LT 31/6 18" A T-6 TE X A N S T E A R M A N PT-17

21" FO K K E R D-8 24/11 17" B IR D D O G

SEE THEM ALL AT YOUR LOCAL MODEL SHOP!

in case of difficulty w rite : R IP M A X M O D E L S & A C C E S S O R IE S , 80 H IG H G A T E R O A D , L O N D O N , N .W .S

KINDLY MENTION ER O D ELL ER' WHEN REPLYING TO ADVERTISEMENTS

 38th MODEL
ENGINEER
EXHIBITION
Seymour Hall, London, W .l.
31st DECEMBER 11 JANUARY 1969
(Excluding Sunday) 31st December open to the Public
2.30 p.m. to 9 p.m. Thereafter daily 10 a m. to 9 p.m. until
Saturday, 11th Janu ary, closes 7.30 p.m.
SEE AND ENJOY
T h ere w ill be a m ag nificent co lle c tio n o f m odels o f a ll so rts sh apes
and siz e s co verin g lo co m o tive s, tractio n e n g in e s, steam ro lle rs ,
s h ip s , y a c h ts , c a r s , a irc ra ft, in fa c t anything w h ic h can be
m od elled. T h e se e n trie s w ill be com peting for a w id e selectio n of
tro p h ie s, c u p s and other a w a rd s a s in d ivid u a l e n trie s, in addition
th is y e a r the e m p h a sis w ill be v e ry m uch on the c lu b a sp e ct and
not o n ly the governing bo dies but som e o f the larger in d ivid u al
c lu b s have co m e together to g ive a co m p o site e x h ib it o f th eir
effo rts.
M eccan o w ill be d isp la y e d , both w o rk in g m od els sp onso red by
som e o f the s p e c ia lis t M eccan o S o c ie tie s and an actu al co n test
fo r M eccan o m odel e n trie s.
MODEL BOATS
In the January 1969 issue is a simple-built tw o cylinder
steam e n g in e -th e original w as made entirely without
a lathe, except for the flywheel - and associated boiler,
e tc., a requested article on Yorkshire cobles, one of the
most fascinating of small boats, and an American Civil
W ar blockade-runner, the Alabama.
A lso requested has been a boat design for the Fiji
2.5 c.c. outboard engine, and w e have one for inboard
installation as well. Plus the normal warship and mer
chantmen drawings, boating for beginners, radio in a
plastic destroyer, readers' models, tested items, etc.
4th] FRIDAY MONTHLY 2/6
KINDLY MENTION 'AEROMODELLER'
SOUVENIR GUIDE
A v e ry sp e c ia l C h ristm a s E xtra is su e o f M odel E ng in eer w ill be
com ing o u t on 10th D ecem b er. T h is w ill be the Exh ib itio n S o u ve n ir
Handbook and G u id e. It w ill co n tain E xh ib itio n E n trie s, d e ta ils of
S ta n d s , p lu s a rtic le s by e xp e rts on a ll a s p e c ts of m od ellin g. Som e
sp e c ia l a rtic le s in clu d e . C lo ck m ak in g by C laude R eeve, Sm all
G auge R a ilw a y , S ix ty Y e a rs of M odel F ly in g , Radio Control A ir
c ra ft in F ilm s , A pp roach to M odel C a r C o lle c tin g , P a irs R acing
M odel B o a ts. H o vercraft in M odel Fo rm , M eccan o a s Eng in eering .
The G u id e w ill be 72 p a g es, o u r u su a l m ag azine size
2/6
On safe everyw h ere and a t the S h o w .
RADIO
CONTROL
MODELS
February R .C:M . & E. features this fine scale Fokker
DVIII. Spanning 46{* inches, it has been designed
specifically for single channel R /C equipment, but it is
also capable of carrying the latest lightweight multi
equipment. A lso featured w ill be Part 3 of the R.C.M .
& E. Digital series, dealing with 6 channel transmitter
conversion and receiver. Other special interest
features include the full F.A .I. Judges Guide, plus
"W ave Lengths" for R /C boat enthusiasts.
nd FRIDAY MONTHLY 2/6
WHEN REPLYING TO ADVERTISEMENTS

Heard at the
HANGAR DOORS
MODEL AVIA, one of the most
highly respected modelling journals
in the world, ceases publication with
its December issue, For eleven years
this high quality production has been
the non-professional, spare time
effort of Pierre Delfeld whose keen
eye and skilful pen have established
the magazine as a leader in the
French language. All is not com
pletely lost, Pierre is now elected
Chairman of the F.A.I. control-line
sub-committee so that his long ex
perience will be well employed.
MODELLING HOLIDAYS are
offered by our old pal Harry Stillings
at a beautifully situated airfield in
N. Devon. Accommodation is luxury
caravans. Full facilities including a
workshop, and location within easy
reach of the sea or Dartmoor
National Park make it sound like
that haven many modellers dream
about. Well forward enquiries.
CHUCK GLIDER INTERNATS by
post! The Thermikschnuffier Club,
e.V., D-6901 Altenbach near Heidel
berg, Abtsweg 26, W. Germany in
vites entries from anyone flying best
six of ten chucks with one min. max.
on any day in February. Entries,
photos, field and weather data to the
organisers by March 15th please.
Flyers making 6 maxs continue with
maxs increasing in 15 sec. incre
ments.
SCOTTISH R /C SYMPOSIUM
takes place at Castle Hotel, Green
law, Berwicks March 29/30th and is
already almost fully booked for ac
commodation! It promises to be
quite a trade show, enquiries to Jim
Scott, West High Street, Earlston,
Berwicks.
RADIO SCALE International with
huge cash prizes is planned at Metz,
France for June 14/16th and due to
its position, will attract a large
European entry. Details from Les
Ailes Mosellanes B.P. 701 (57) Metz
France.
SCALE INFLUENCE? at Shuttle-
worth, namely the success of the
meetings we have organised there
(next on June 22nd) has led to
formation of a Model Aircraft sec
tion of the Shuttleworth Trust. Open
only to full members of the Trust,
the few section will have the enviable
advantage of being able to use the
airfield for model flying subject to
full size movements. Applicants
queue by post to Shuttleworth Col
lection, The Aerodrome, Old War
den, Biggleswade, Beds.
13
R ad io and T .V .
p e rso n a lity D avid
N ix o n gave th e
new E . L a w & Son
m odel shop a t S u t
ton a fine send-off
on opening day,
seen h e re en jo ying
th e occasion be
tw e e n d ire c to rs
B a r r y Cu ssen s and
Ian D a v ie s.
WINNERS of the generous cash
prizes offered by the R.A.F. Central
Flying School at Little Rissington for
its Museum model competition were
Mr. Vandersteen with his superb
1/24th scale Shorthorn and in the
junior class, Master Brett with the
acrobatic Tutor, to l/72nd scale.
More details next month, also of the
I.P.M.S. finals on the same day,
November 30th where Harry Wood
mans Voisin took the honours (see
page 18).
S.M.A.E. Elections, and Annual
General Meeting drew greater re
sponse than for many years. New
Chairman is Laurie Barr, free flight
exponent, leader of the 1969 Wake
field team, and a very successful
professional model maker. Vice-
Chairman is Norman Couling, known
for his organisation in the S. East
and at the Nats. Stan Wade is once
more Records Officer, Syd Lawton
the Secretary / Treasurer, George
Lynn the Comp. Secretary while lan
Peacock becomes co-opted P.R.O.
and Ron Moulton is F.A.I. Dele
gate. Henry J. Nicholls was presented
with a pair of engraved gold cuff
links as a mark of appreciation for
his 21 years of service on the S. . A.E.
Council in many capacities, not the
least of which has been his in
valuable work as F.A.I. Delegate.
MEMBERSHIP fees for the
S.M.A.E. soared and fell like a yo-yo
at the A.G.M. and after almost even
division of opinion, a small majority
discarded the long and most carefully
considered advice of the Council to
load the members who get the ad
vantage, and passed an amendment
that fees be increased all round by
25 per cent. Thus Associates are now
15s. 6d., Juniors up to 16, and Ladies
15s. 6d., Intermediates up to 21 are
25s. and Seniors 50s.
PRIZEGIVING, where hundreds of
plaques were prepared for award to
less than a quarter of the winners
who attended, was by vote of the
membership, conducted in a buffet
January, 1969
bar at minimal expense. We hope
that the experiment will not be
repeated by the S.M.A.E.
F.A.I. CHANGES require T/R mech
anics to wear a safety helmet, and to
refuel at 19.6m. radius, and the three
semi-final system will be used. Mono
line is out, and two 0.30 mm. lines
are to be used in speed. Three models
can be used in F/F, where seven
rounds are ratified. Radio multi will
be over best 3 of 4 flights at 69 World
Champs and scale is likely to go to
World status in 70. Austria will run
69 F /F on condition that she runs
R/C in 71, previously earmarked for
Britain. Support for charter to a
U.S.A. based World Champs was
lukewarm, in fact disheartening. A
full report of the C.I.A.M. and F.A.I.
General Conference is available to
S.M.A.E. members.
* THOMAS HENRY NEWELL, a
Fellow of the S.M.A.E. died on
Friday, November 15th 1968. He
joined the Society in 1924, serving as
a Council Member from 1926 to
1932, and in 1929 was a Founder
Member of The Model Aircraft
Club. Tommy was a fine sportsman
and competitor who won many of
the major trophies and held the
endurance records for fuselage mod
els, hand-launch and R.O.G., in
1927,1928 and 1929. His outstanding
success was as the first winner of the
Wakefield International Cup in 1928,
an achievement resulting from dili
gent experiment, and development
of the geared fuselage model. To his
widow, Mrs. Gladys Newell, the
Society and his many aeromodelling
friends extend their deepest sym
pathy and condolence.
P ric e Changes. Recent increase in pur
chase tax means that many model goods
w ill be subject to an immediate increase in
price. This w ill amount to approximately
5d. in the pound e xtra. Advertised prices
in this issue may not necessarily have been
adjusted to include this increase. There
w ill be further effect from the Import
Deposit regulation, mainly in connection
w ith kits.
Aero M odeller
A n c e s try is ob vio us, it s a m in ia tu re o f the fam o u s N ig h t-T ra in .
THE ORIGINAL ^A-Train was designed and built
early in 1962 as a simplified, scaled down derivative
of my Night-Train F.A.I. power models, hence the odd
name.
After having spent several years on unsuccessful F.A.I.
power models I struck lucky in 1960-61 with the Night-
Train design, so a similar layout for my first own design
A model was an automatic choice.
However, unlike the F.A.I. model concept, simplicity
of construction, lightness and ease of handling were
primary considerations, hence no gadgets, not even an
auto-rudder. Neither was an under-cambered wing-sec
tion considered necessary, since with a wing area of
250 sq. in. and an anticipated total weight of 6 oz. or less
the wing loading should be quite low enough to enable
an 8-9 per cent fiat-bottomed wing airfoil to produce a
slow floating glide, apart from the low' climb-drag advan
tage and ease of construction of the fiat bottomed wing.
The original model, ready to fly, weighed under 6 oz.
with a Cox Tee Dee .049 and K.K. 3-bladed nylon prop.
After an increase in fin area suggested by F.A.I. expert Dr.
Michael Caster to cure a flattening tendency in the early
stages of the climb pattern, it proved to be quite docile, a
real fun* model.
Most gratifying w'as the discovery that it behaved so
much like its big brother in flight pattern, and being a
lightweight, out-performed them.
Several other ^A -Trains have been built by friends,
including two built by juniors. These have performed on
a par with my original model which I suppose suggests
that the model is not too difficult to build or handle.
I cannot remember ever having pranged my model,
despite trimming mistakes causing wayward flight
patterns.
An auto-rudder instead of tailplane-tilt for glide circle
would probably improve power-to-glide transition which
has been inconsistent with this model, but I have never
considered the occasional height-loss caused serious
enough to justify the complication of such an addition.
14
T a ke a tip fro m an e xp e rt
and build th is o utstan d in g
.049 (0 .8 c c .) c o n te s t p o w e r design
v2A TR A IN
BY G E O R G E FRENCH
I have kept no record of this model's competition
career, but a Southern Area Gala' cup stands on my
desk, inscribed Tsr,\A Power' and alongside is a 3rd place
Quickstart Trophy plaque (1965). I will admit to remem
bering that it has placed first or second on a few occasions
during its seven-year active life, including a win in a
Chobham A fly-ofT; memorable because this flight was
followed, after a hectic high speed recovery, by the same
model placing second to John Wests Dixielander in the
Open Power fly-ofT!
The original model, now' almost seven years old and
much battle-scarred, is still in flying condition having
outlasted two Tee Dee .049*s.
If you decide to go ahead and build, please give your
self the advantage of the very best quality wood available,
aiming at lightness combined with strength. The tailplanc
should weigh less than \ oz; with careful wood selection
and accurate construction it will be quite rigid and strong
enough at this weight. The wing sheeting must be very
light.
If you are a newcomer to F/F competition modelling,
then go ahead, bearing in mind what veteran F/F
aeromodellers have learned through experience; namely
that building a lightweight competition model starts with
careful wood selection, and this, combined with diligent,
accurate building, will produce a lightweight structure of
greater strength than a hastily-built, heavier model.
Needless to say, such a model will certainly out
perform, and probably outlast, the carelessly-built heavy
weight.
Construction should present no problems if you have
built a power model before. What follows is not intended
to be step instruction, rather, advice on method and
sequence.
Wing
Build flat on plan in four sections, leaving out the
centre and dihedral ribs, and top sheeting. Spars in main
panels should be hard, medium in tips taper tip spars
to i x 1/16 at extreme tip. Note that centre and dihedral
ribs are 3-32 in. sheet medium balsa.
Pre-cement all dihedral joints. Join tip panels to main
panels at correct dihedral angles still without dihedral
ribs, placing a piece of i in. scrap beneath T.E. at centre
of starboard main panel to give wash-in.
Join halves at centre with port wing flat on plan and
starboard main panel raised 2i in. at T.E. and 2 \ in.
at L.E. to give wash-in. Add ply braces, pre-cementing.
Thread dihedral ribs through spars to rotate and fit.
Pre-shape slightly oversize very light 1/16 balsa top
sheeting by fitting dry. Remove and dope underside of
this sheeting. When dope is dry, shrinkage will have
caused sheet to take up approximate curve of airfoil.
Pin dowm each panel separately while adding top sheet
ing, not forgetting pushing under T.E. at centre for wash-
in on starboard wing. Add w'ebs and gussets and sand
paper tips to a fine edge.
Build Tailplane flat on Plan. Do not cut spar slots in
ribs initially. Slot chordwise ribs into T.E. and add tip
before pre-formed laminated L.E.
 15 January, 1969

" - . ;
(Z ..-n - L.\.-

Jt , \_
F u ll size copies o f th is I/8th re p ro d u ctio n a re a v a ila b le through A .P .S . as P lan P ET994, p rice 8s. in c. post.

Centre rib (with ply hooks) should be hard balsa. Fit Launch at about 45 deg. to vertical with right bank. If
geodetic ribs and riblets slightly oversize, approximate model leans right and climbs, increase motor runs
shapes. Mark top spar position on all ribs with straight gradually. Use rudder tab to correct turns. If rudder is
edge and cut slots to suit top main spar. A smooth curving ineffective in correcting excessive right, or any left turn,
taper down towards tips will determine depth of geodetic use tailplane incidence in addition to rudder-tab as
ribs and riblets. When dry remove from plan, mark lower follows: pack under L.E. of tailplane to give left-hand
spar slots, add spar dry, and replace flat on plan to tendency and pack under T.E. of tailplane to give right-
cement in position. Remove and sand geodetic ribs to hand tendency. Make small adjustments where necessary
shape by eye. Sand tips fine. until a steep R.H. climb is achieved, with about 14 turns
in 94 secs. When climb is trimmed in this way, any glide
Fuselage adjustments required will have to be effected by altering
Make up nose unit of pylon, engine bearers, tank C.G. and/or tailplane tilt.
(soldered Cocoa-tin) and formers. Cut fuselage sides I hope your HA-train* gives you as much pleasure as
from a single piece of 1/16 sheet medium balsa. Try mine has during the last seven years.
cutting these, and bottom, oversize and leaving overnight.
Re-cut to size next day, after curvature has set in. G e o rg e d e m o n stra te s his launch tech niq u e
Glue bottom 1/16 sq. in. longerons and formers to
fuselage bottom. Glue top longerons to sides.
Build fuselage dry to check fits of formers, etc. Glue
pylon unit to bottom. When set, add sides with bottom
located flat and straight on building board. Add top
sheet.
Build symetrical section fin from soft 1/16 sheet and
glue to fuselage, adding forward section of underfin
afterwards.
Cover entire model with lightweight coloured Model-
span, or Jap tissue.
Fuel-proof dope is strongly recommended to avoid
the use of fuel proofer in flying surfaces.
Beware of overtightening wing, and especially tail-
plane, with shrinking dope or warps will result. Water
shrinking with Modelspan should be unnecessary unless
it is very slack after covering.
Flying
Check for warps after wings and tailplane have mat
ured. Do not worry if wing wash-in (starboard) is slightly
more than in. Tips will probably have washed out
about 1/16. This is right. Fin tab should be slightly right,
especially if wash-in is over in.
Tailplane should tilt with Starboard tip about \ in.
above centre line to give open R.H. glide circle.
Recommended prop with Tee Dee .049 is Cox nylon
2-blade 5 in. x 3 in.
Check C.G. position. Tolerance is from \ in. forward,
to $ in. rearward of point shown on plan.
Test glide to get approx, glide trim, packing L.E. or
T.E. of Tailplane and altering tilt for R.H. turn.
Try first power flights w'ith prop on right way round,
with engine run 3-4 secs, maximum, running slightly rich.
 SCALE WORLD
P IC T O R IA L R O U N D - U P IL L U S T R A T E S A F E W F I N E E X A M P L E S O F T H E
W O R L D - W ID E B O O M IN F L Y I N G S C A L E M O D E L L IN G

ALMOST 90 ardent scale entrants produced the finest ever turnout of

flying scale models at the Flightmasters Annual, in faraway California.
Seven classes covering Junior, Peanut (max span 13 in.) to full multi R/C
produced subjects ranging from the Barrel shaped Caproni-Stipa to an
eight foot monster Pfalz D ill. On the opposite coast, at Cole Palens
famous reproduction of a World War One airfield at Rhinebcck N.Y. forty
three entries were made in an event restricted to subjects prior to 1919
Vintage! Such enthusiasm typifies the rapid expansion of the Scale move
ment. Events at Rhinebeck included straight scale, a manoeuvre contest,
a mission (balloon bursting, bomb drop etc.) and staged combat. Bill
Wischer and his Sopwith 1^ Strutter had the crowd spellbound as he
fought with Dick Allens Camel. After this exciting meeting, Dick King
and Cole Palen flew their 12 in. equals 1 ft. scale Pup and Spad. What a
finale! Across the Pacific in Japan, scale has the same degree of interest.
Twins are popular. A Domicr 28 for single channel(!) and a P-38 Lightning
in multi were outstanding at the 7th All-Japan Contest, Narashino. These
photographs convey just a little of the skills involved, and the satisfaction
to be derived from scale modelling.
T o p : Dan L u t z s P ip e r C u b fo r R /C and V in c e C o n sta n to s c o n tra stin g F o lk e rts
R a c e r a t F lig h tm a s te rs m e e tin g . F o lk e rts w eighs o n e-third ou nce, ru b b e r m o to r
is w ound in tube outsido fuselag e. L o w e r le ft is G . G a lla g h e r w ith F o x 59 8 lb . A v ro
504 w ith C o le Palen a t R h in e b e ck. T o rig h t is B ill W isch e rs* S o p w ith l i S t r u t t e r ,
S u p e r T ig re 56, C o n tro la ire R/C w eig h s 6 i lb.
L e f t : Ja p aces, Fu k a d a s tw in E n y a O U C H ! Leo n S ch u lm a n s b rig h t
45, S an kyo R /C , Lo ckh e e d P-38 ly p a in ted S o p w ith Pup tu m b les
C h a m p s w in n e r and T su k a d a s o v e r, a p ro ce d u re n o t unknow n
Z e ro w ith E n y a 60, M ic ro a v io n ics fo r re a l m ach in es a t R h in eb eck!
R /C a t N a ra sh in o . H a s M erco 61 and C itiz e n s h ip R /C
B E L O W : M o re R h in e b e ck b e a u ties, a t le ft, a Ju n k e rs D .I., odd in sh ape and sud-
d e n ly p o p u lar w as d escrib ed in Ju n e 68 A /M . R ig h t is V e rn K r e h b ie ls N ie u p o rt
 17 January, 1969

f Eddie Keil
THE AEROMODELLING trade lost its founder on
November 13th. So much has been built up, around and
upon the stout shoulders of Eddie Keil in the last thirty
years that he became their well-loved doyen.
Eddie was 68. The son of a furniture maker, it was
natural that he should be interested in model making as a
youth, and his additional flair for machinery attracted
him to the petrol driven models of the 30s. He had
already made his own motorcycle so a power driven model
aircraft was a simple affair to him. Skilled in operation of
woodworking machines, it was not long before he was
cutting balsa for the model shops. He participated in
contests and became a keen Internationalist, regularly-
attending the famous meetings at Flers and hosting
visitors. Alvie Dague of Tulsa left a lasting impression
upon him. This dynamic young American, over for the
Wakefield in Paris was always in his reminiscences and
must surely, along with Frank Zaic, have influenced his
consideration to produce kits.
A local specialist in small models, Albert Hatfull
created his first designs in the flying scale range, and for the
now immortal Ajax and Achilles. It is to their everlasting
credit that all of these kits, albeit updated and re-boxed
arc still in the Keil-Kraft range today. The story of how
Eddie managed to produce balsa kits throughout all of
the War period will never be told now; it belongs to this
born fighter of many parts who maintained supplies of
balsa throughout the most difficult period in all our became the Gipsy as Eddies own way of pulling Bill Deans
history, both for the industry and his hobby-business. leg for his long hair and sandals. The Falcon was ever his
After the war Eddie expanded his range of kits rapidly. favourite and hed never admit, that like the Junior 60 it
He had to have the first of everything. How well we recall had American parentage; but one must allow Eddie that,
the arrival of the first .Arden .09. It had to be mounted for he was the most gracious, the kindest and the fairest
and run immediately and that meant in dear Roses front man of all. He was intently pro-British and would justly
room {'under thepiano where the spots wont show). Tests claim to be able to stock any shop from floor to ceiling
of the Phantom were made in Eddies old school playground, with his own produce. After making his bold move from
the short frame in shirt and braces so excited over this Hackney Road to Wickford, his business expanded
new approach to modelling on ones doorstep that impressively to the stage where it became undisputably
Sunday lunch was nearly always at 4 p.m. This was also the biggest in the land. Generous with his support for the
the great era of Fairlop. The Slickers were born. First for smaller man, and always ready to lend a sympathetic ear
the Mills 1.3, then a whole family including Eddies own for any cause, Eddie had the gift of being both at the peak
special, the X with Arden .19. A kit for a Wakefield of his trade and yet still a modeller with an eye to values
A s so m an y Lo n d o n e rs w ill re m e m b e r h im . . . in th e heyday of
and standards. He could thus understand the most minor
F a irlo p , any S u n d ay, w ith th e huge Fa lco n on his sh o u ld er, an of complaints or enquiries. He must have been counsellor
a d m irin g cro w d p a rtin g t h e ir ra n k s to le t E rn ie th ro u g h to the to thousands, and they will all miss his guiding hand. His
ru n w a y . name remains, a monument to his cockney frame which
stood no nonsense and became the hallmark of honesty
and quality.
The world of modelling will be with us in offering our
deepest sympathy to his widow Rose, his brother and his
sisters in their great loss.

The Editor has received the following letter from Mr.

Ronnie Keil:
Dear Sir,
I would like to express the sincere thanks of the family
of the late Mr. E ..H . Keil, and those of the Staff of E.
Keil & Co. Ltd., to our many friends in the Trade who
have sent us letters of condolence and floral tributes.
The numbers involved are extremely large and it
would be greatly appreciated if, in the circumstances,
those concerned would kindly excuse us from replying
to each one individually.
Yours sincerely,
R. KEIL
f

Aero M odeller 18

Full Support fo r So lid s

N ot fo r m any years h a s one sin g le letter p ro vid ed so m uch
corresp on d en ce in su pp ort as that b y H . J . B o y d in appeal fo r the
n eg le cte d so lid scale m odellers. We have se le cte d ju st one o f
the m any replies as typ ica l and con stru ctive . . . over to Mr.
Woodman.
M ade to I/48th scale, and a lm o st e n tire ly
in p o ly card , H a r r y W o o d m a n s m odels
Dear S ir, the modellers, but the effort, compared w ith of J . T . C . M oore B ra b a z o n s V o isin T h e
In his letter published in the November the old wooden models, is less and the result B ird o f Passage and th e D e H 88 C o m e t
Aerom ode/ler, M r. H. J . Boyd more or less far superior. To anyone w ho has had e x G ro sv e n o r H o u se illu s tr a te the po
asks readers to admire his model Pfalz. It perience in the old style, the techniques are te n tia l of p o ly sty re n e card m o d e llin g .
certainly appears to be good but as the even sim pler for rough wooden moulds must T h e engine in th e V o isin has s p a rk plugs,
leads and v a lv e gear.
photograph is reproduced so sm all, and the be carved for double curvature parts a l
scale of the model is not given it is not though many models can be made w ithout seen he might change his mind. There is
really possible to judge. moulding at all. sometimes as much w ork and modelling
Mr. Boyd w onders how many people still I have been experimenting w ith polycard know how required to correct and refine
make models in the old w a y , by w h ich he for several years and have learnt so much a plastic kit model as there is to make an
probably m eans making the models from about it that I am currently writing a book. old fashioned 'solid'. The plastic kit has
solid wood block and sheet. I w ould guess The words 'break through' have become given the modelling world an enormous
that there are many more than most people som ew hat hackneyed in recent years but it boost, and has given pleasure to many
imagine but M r. Boyd seems to be a little out w ould be quite true to describe polycard thousands of people w ho never even thought
of touch w ith modern trends. modelling as su ch. I enclose some photo of modelling before.
It is obvious that he missed reading the graphs of models w h ich I have made w hich I w ould wholeheartedly concur w ith Mr.
Ju n e '68 feature by my friend B ill Hearne on are all 1 /48th scale. Th e photography is. I Boyd w hen he rem arks that the static
building models from plastic sheet and other regret to say, som ewhat makeshift but they modeller only gets a small percentage of
materials. Writing as an aeromodeller of do sh ow w hat can be done. If you w ill e x space in your m agazine. I have been buying
som e 35 years' standing, during w h ich time cuse the tongue in the cheek, I have posed Aerom odeller since about 1938 and I
I have been through the paper, cardboard, these so that they can be seen to be models remember when w e w ere treated better than
hardwood and balsa w ood stages, I would and not the real thing. w e are now. However, the plastic, solid and
advise M r. Boyd that the method now is the I thought that the time had long passed polycard men are just as much 'Aero-
polycard technique. Polystyrene sheet is w hen the old timers dismissed plastic kits as m odellers' as the flying fraternity. Indeed,
w ithout doubt the most useful material ever childsplay. True, a child of ten w ith average having seen some of the motorized planks
to have been made available to the aero intelligence could put together som e of the whizzing around on w ires, bearing little
modeller. In the space allow ed. B ill Hearne plastic kits on the market and they eventually resemblance to aircraft past, present or
could only touch upon the subject for the look like the things one sees hanging up in future, I feel that w e are in some cases, more
possibilities are endless. Models are built up W oolw orths. How ever, if M r. Boyd had seen entitled to use the appellation.
from "raw material' all parts being made by som e of the finished kit models that I have London W .2 . H . W oodm an

B ill H e a rn e s superb m odel o f th e S alm so n 2A 2 has fu lly eq uip

ped c o ck p it, co m p lete w ith fig u res, sh u tte rs on th e engine
co w l, e ve ry th in g in fact to m ak e c le a r th a t p o lycard tech n iq u e is
ad vancing th e a r t o f scale m o d ellin g a t a fa st pace.
 19 January, 1969

F.A.I.
Glider
development;
by Elton Drew
M e m b e r, B r it is h te a m f o r
196 9 F r e e F lig h t W o rld C h a m p s

L e ft, N u m b e r 3 in th e se rie s , c re a te d in
I964 and photographed here a t C h o b h am
in I965 w as used by E lto n to w in th e
P ilc h e r C u p a t th e S .M .A .E . S o u th e rn
G a la , R .A .F . O d ih a m in I968. T o p su rface
is . 6 in . sh eet.

THE DRAWINGS presented here represent a loosely

connected series of models I have used since 1964 in the
elusive search for a really potent contest machine. Whilst
superficially the range illustrated is rather varied in
shape, layout, structures, etc., there has been some
attempt at continuity throughout. Each design has been
an attempted improvement on its predecessors but various
features have been maintained to achieve interchange-
ability of components to a degree and the designs shown,
whilst representative of the most widely used models, do
not show all the combinations and variations employed.
The forerunner of this series, published in May 1963
Northern Area News was largely based on a Ray Monks
design. This and a follow-up model of similar layout,
but different structurally, achieved limited contest suc
cess during 1961 to 1963.
Two features that have been retained throughout the
series are the wing section (basically) and the tai(plane
dimensions. The wing section was originally scaled from
the Frank Zoic Year Book draw ing of Monks model and
has been thickened and thinned etc., all, one must con
fess, by eye. Whilst this may horrify some, it is the basic
form of the section which is felt important and this sec
tion, whose parentage might be described as loosely
Benedek has certainly proved reliable, whether fat or
thin, with various aspect ratios and with and without
turbulators. It will probably be used for some time.
A third feature used throughout has been the wing
joining and attachments method - namely 10 s.w.g. piano
w'ire dowels bearing in 1/16 ply ribs without tubes and
with 1/8 in. sheet (or block) let in between the ply ribs,
the wing being held on with bands. Whilst this is not as
clean or neat as some methods one can have a basic
distrust of the tongue and box type and braced systems
and this method is entirely reliable. It has a built-in
Aero M odeller
flexibility and shock-absorbing capacity, the latter
feature being particularly useful when D /Ting, whilst
the flexibility is probably an asset when towing. There
has been a temptation to do away with rubber bands,
passing the dowels straight through the fuselage, but
20
N u m b e r 4 a t le ft, w ith pylon w in g m o u n t and lig h tw e ig h t w in g
s tru c tu re used in fly-offs b u t y e llo w w in g co ve rin g proved
d isad van tag eous.
thoughts of such a model flying into a post etc. have so
far dissuaded the designer.
The first model drawn, No. 3, was to some extent
influenced by Wishbone. Its fuselage nose portion was of
somewhat novel apperance and though later models were
changed to a low pylon format, has set a trend used on
most of the designs.
This model has proved immensely rugged and has
survived two long spells in the open following D/T
failures. The wing, in fact, probably has an over-strong
structure and its flight pattern sometimes indicates that
its inertia is high but it is nevertheless quite happy in
turbulent conditions and is now mainly used as a rough
weather model. It is not entirely suitable for such con
ditions, but its good towing qualities are an asset. The
model started its contest career very promisingly, doing
six maxs to reach two fly-offs in the 1964 South Coast
G eod etic rib
 1/8" Ply jpine
with bolja cheeks, l"!
1/2 iiincidence ,3?", . _ 1/8" sheet fin

1 /1 W
1 .3 / * " ot L .E .
Gala in perfect weather and going on to win the
All-in F.A.l. flv-off beating several Power jobs. It
has subsequently done a few treble maxs and
achieved some minor successes over the years, and
was, in fact, used to win this year's Pilcher Cup at
the Southern Gala in far from calm conditions. Its
still air' time is lower than we would like and its
rather high inertias detract from its potential as a
contest machine.
The next model, No. 4, was built basically to the
same layout as No. 3 but an effort was made to
reduce inertias and increase the still air time. To
these ends a much lighter wing structure was
adopted and a real effort made to reduce tip
weight. Aspect ratio was increased and the section
slimmed. The result was a much better contest
machine all round, it was one of my most used
models for contest flying. It seemed particularly
good in thermals and only on one occasion did it
obviously come out of lift. Needless to say, on a
vital third flight! A variety of fuselages were used
throughout its life and undoubtedly the best com
bination was a fibre-glass rod job which unfor
tunately was soon lost on a pre-contest test at
Beaulieu with D /T failure. The model was origin
ally flown without turbulator but a series of tests
indicated a marginally better stall recovery with a
thread turbulator 3/8 in. aft of the L.E. and, since
the performance appeared unaltered otherwise,
this was adopted.
This model did suffer from visibility problems, -
the yellow flying surfaces being particularly
difficult to see at a distance and a rather flat turn
did not help. It was used on the celebrated 1966
Nats giant-sized fly-off and recorded 5:27 whilst
D/Ting at about 9 minutes. A fortnight later it
was used to win the fly-off at the Croydon Gala in
somewhat windier conditions to score 2:47 down.
In fact, on several occasions it went O.O.S. in
conditions when 3:00 maxs should have been just about factorily it should prove a useful machine.
visible with an A/2. So, no more all yellow wings! No. 6 was built by Brian Bow and incorporates his
Incidentally, it was once lost for several hours in a huge preference for a different layout to the fuselage nose
field of buttercups! profile. This model was intended for general use but
Number 5 is perhaps the black sheep of the family. in particular to be suitable for rough conditions. To this
Intended to have a better still air time than previous end the aspect ratio was lowered and the section thick
models, it didnt! The Aspect Ratio was the highest used ened. The still air time did not suffer unduly and it
to date and Hoerner tips were employed on the wings. certainly went well in rough weather, winning the 1967
These were suspected of interfering with the tow on K. & M.A.A. Cup in very strong winds with a total of
occasions and were removed (rather reluctantly as they 9:25. It is a straightforward job with few frills, the struc
had taken a lot of carving!) No noticeable difference ture was kept simple as an aid to quick production and
in tow or performance was evident. this model, in a rather short life before being lost, indi
The wings employed Union Jack structure to prevent cated that it was a very practical competition machine.
warps and thus maintain trim consistency. However, trim Brian has a very similar replacement under way at
warps built in could not be readily changed and the model present. This will revert to the pylon format. To be com.
needs excessive amounts of offset on the auto rudder for L in e up o f N u m b e rs 5, 6 and 7 (w ith r e a r fin s ), th e la s t to be
tow, gliding with the rudder virtually straight. Whilst this d etailed in n e x t m o n th s in s ta lm e n t o f th is fe a tu re .
set-up appears reasonably satisfactory on the glide, I am
never very happy with the towing characteristics at the
top of the line, the model veering rapidly with changes in
wind speed. Towhook position is also rather critical. I
also suspect that the model has a tendecy to work its
way out of thermals. Several flights in obvious lift have
terminated earlier than expected, and a couple of timer
failures, when in thermals, have not resulted in fly aways.
A version built by Brian Bow exhibited very similar
characteristics but it did show' promise as a slope soarer,
in which role it was soon lost. Since then, the author has
been to work on his own model with steam to try some
more resonable warps, in particular equalising the wash
out on each tip. This transformed the model. It now tows
very well and the glide is definitely much more lively, In
fact, providing the new warps can be maintained satis
Aero M odeller
THE ENYA Metal Products Company Ltd of Tokyo now
have a bigger model engine range than any other manu
facturer. Including marine and R/C variations, plus
several small glow and diesel units sold mainly on the
Japanese home market, Enya list nearly fifty models. That
we have dealt with only two of these in the .. Engine
Test series in the past three years, is mainly due to the fact
that the U.K. importers, Keilkraft, have been unable to
obtain adequate deliveries. At the present time, almost
the entire production of Enya motors is being absorbed by
the American and Japanese markets but it is hoped that,
in the not too distant future, Enyas steadily expanding
production will meet the considerable demand that
exists for these engines and enable regular deliveries to
be resumed to the U.K. and Europe.
The 19-IV TV (.19 cu. in., fourth series, throttle-valve
equipped) model, which is the subject of our report this
month, actually went into production sometime before
the present shortage and a fair number of these, plus the
similar, earlier series models, are in use in the U.K. Our
test unit came direct from the Enya factory, by courtesy of
Saburo Enya, one of the four model-enthusiast brothers
who, this year, will complete 20 years in the model
engine manufacturing business.
It was with a .19 engine, in fact, that the Enya factory
began quantity production of model engines and, as a
result of Enyas policy of steadily developing a successful
design, the basic layout of the original 19 is still evident
MEAN PISTON VELOCITY F.P.M.X IOO
22
ENGINE
TEST
by Peter Chinn
ENYA 19-IV t v
in the present model. None of the parts of the early
models are to be found in the current engine but it
remains a shaft induction motor of 16 x 16 mm. bore and
stroke, with one-piece crankcase/cylindcr casting and
detachable front end carrying a plain bronze-bushed main
bearing.
The throttle type carburettor used by the current
19-IV TV is an improvement on the simpler type used on
the 19-111 TV model. It is of an orthodox barrel throttle
pattern with adjustable airbleed and idling stop screws.
The throttle arm position on the barrel can also be
altered, which can be helpful when making adjustments to
the servo linkage. No coupled exhaust restrictor is fitted -
but this is no disadvantage to the average U.K. user since
it would normally be discarded in favour of a silencer,
anyway.
The standard Enya small (15/19 size) silencer fits this
engine. It can be attached either by clamping it to the
cylinder with the steel strap and two screws provided or,
for a neater installation (see heading photo), the ends of
the engine exhaust duct (which arc centre-popped for the
purpose) can be drilled and tapped for two internal
attachment screws. Screwdriver access for fitting these
screws is via a swivelling plate on the side of the silencer
which uncovers two holes opposite the internal attach
ment screw heads.
Perform ance
Most, if not all, of the numerous Enya engines (in
cluding an earlier type 19) that we have handled during
the past few' years have been very good starters. It was,
therefore, surprising to find that, in this respect, the 19-IV
was not quite up to usual Enya standards. When new, the
piston of our test model was rather tight at the top of the
stroke, which did not help matters. As the engine freed off,
cold starting became much easier but hot restarting was a
trifle indefinite, particularly when using the silencer. In
general, we found it best to close the throttle and/or open
up the needle-valve and not to suck-in to obtain a warm
restart. When quite cold, however, the 19 responded best
to the usual preliminary of an exhaust prime. This is
greatly aided, when the engine is fitted with the silencer,
by thelattersn iv ellin g side plate.
Typical prop r.p.m. obtained, with the silencer in
stalled, after an accumulated running time of approxi
mately 1 hour, included the following: 7,200 r.p.m. on
11x5 Top-Flite wood, 7,800 r.p.m. on 11 x 4 Power-Prop
wood, 8,000 on 10 x 6 ITornado nylon, 8,100 on 10 x 5
Top-Elite wood, 9,400 on 10 x 3 Top-Flite nylon,
8,550 on 9 x 6 Top-Flite wood, 10,100 on 9 x 5 Top-Flite
wood, 10,600 on 9 x 6 Top-Flite nylon and 11,00 r.p.m. on
8 x 6 Top-Flite nylon.
 23 January, 1969

S P E C IF IC A T IO N
T y p e : Single cylinder, aircooled glowplug ignition two-stroke
w ith crankshaft type rotary-valve and bushed main
bearing.
B o r e : 16.0 mm. (0 .6 2 9 9 in .). S t r o k e : 16 mm. (0 .6 2 9 9 in ).
S w e p t V o lu m e : 3.216 cc. (0 .1 9 6 2 cu . in .).
S t r o k e / B o r e R a t io : 1.00 : 1.
W e ig h t : 167.6 grammes = 5.91 oz. (less silen cer).
21 0 .7 gram m es=7.43 oz. (w ith silencer and external
fitting ).

G e n e ra l S t r u c t u r a l D a ta
Pressure diecast aluminium alloy cran kcase!cylin d er casing
w ith drop-in steel cylinder-liner. Pressure diecast aluminium
alloy detachable front h o u sing w ith cast-in phosphor-bronze
main bearing and secured to crankcase w ith four screw s.
Hardened, counterbalanced crankshaft w ith 11 mm. dia. journal,
8 mm. bore gas passage and 6 mm. dia. crankpin. Lapped cast-
iron pisto n w ith fence type baffle and fully floating 4 mm. dia.
hardened tubular gudgeon-pin w ith brass pads. Pressure diecast
aluminium alloy con n ectin g -rod w ith cast-in bronze big-end
bush. Pressure diecast alum inium -alloy cylinder-head w ith
m achined joint face and cast-in brass thread insert for glowplug
and secured to cylinder casing w ith four screw s. No cylinder
head gasket. M achined alum inium alloy prop d river fitted to
P a rts o f th e E n y a .19 d isp lay th e h a llm a rk o f q u a lity fo r w h ich matching taper on crankshaft. M achined alum inium alloy ca rb u
th is co m p any is re n o w n e d . N o te th e la rg e sh aft b o re . Photo rettor b o d y . Ground steel throttle barret. Separate idling and air-
o p p o site sh ow s th e E n y a s ile n c e r fitte d . bleed adjustm ent screw s. Plated brass jet assem bly. Flexible
needle-valve extension. Beam mounting lugs.
The throttle worked well, especially after the engine
had become adequately run in. Safe idling speeds of T E S T C O N D IT IO N S
between 2,500 and 3,000 r.p.m., according to prop size, R u n n in g tim e p r io r to t e s t : 2 hours.
were then obtained. On the prop sizes best suited to the F u e l u s e d : 5 per cent pure nitromethane. 25 per cent Duck-
engine for R/C use (e.g. 1 0 x 5 , 10 x 4, 9 x 6, 9 x 5, 9 x 4) ham's racing castor-oil, 70 per cent IC I methanol.
G lo w p lu g u s e d : Enya No. 3, medium reach, platinum-
idling speeds were in the 2,700-2,800 r.p.m. bracket. rhodium filam ent.
A ir t e m p e r a t u r e : 44 deg.F.
A maximum power output of just over 0.24 b.h.p. at B a r o m e t e r : 29 .4 5 in.H g.
between 11,500 and 12,000 r.p.m. was recorded on test, S i le n c e r : Enya 15/19 size, expansion cham ber type.
using our standard 5 per cent nitromethane test fuel and
with the silencer in place. Removal of the silencer resulted
in the peak b.h.p. being raised by approximately 12 per
cent at about 700 more revolutions per minute, but Power/ Weight Ratio (with silencer): 0.52 b.h.p./lb.
maximum torque (reached at approximately 8,000 r.p.m.)
was not measurably increased. The power loss due to the Specific Output (with silencer as tested): 76 b.h.p./litre.
silencer, in fact, only began to show when the engine was
propped for speeds over 10,000
and was only really significant
wh n load speeds exceeded 11,000 -
r.p.m. -I-
Apart from the slightly slow
warm restarting already men
tioned, the general handling and
running qualities of the Enya
19-IV TV were good. The engine
showed no tendency towards
viciousness when started on small
props and running was free from
excessive vibration.
To sum up, the Enya is not the
most powerful nor the smallest,
lightest or easiest starting 19 R/C
engine on the market but, having
been in production in this and
earlier versions since 1953, it is a
thoroughly proven product. It is
well made, is known to have better
than average resistance to wear,
has good throttle performance
and a power output well up to
expected levels for engines of this
size and type.
Aero M odeller
Tom Jolleys
CONSTRUCTION, in the main, has been kept simple.
The only dodgy step is the drilling of the fuselage for the
undercarriage leg. Unfortunately, despite much dandruff
disturbance, its the best idea we can come up with.
Balsa cement was not used on the originals at any point
because of the ply parts. Araldite, now available in small
quantities, is recommended for the joints that you can
leave for a number of hours. Those requiring speedier
treatment were fixed with Holts Cataloy paste - useable
time about four minutes, and workable after 20-30
minutes.
Now, to the bench, kitchen table, grand piano lid or
what-have-you. We always suggest, but never do it - chop
out all the parts after you have decided what engine to
use. Ensure that the tail slot in the ply fuselage is parallel
to the top edge. Cut out the spar slot in the wing and
glue the spar in place. Carefully round off all the edges
of the tail plane and elevator with very fine glass paper,
which should be wrapped around a 6 in. length of planed
2 in. x 1 in. hardwood to give much better control. Finish
all edges and surfaces (except wing at this stage) with
grade 400 wet or dry paper, used dry.
Hack the wing to the closest approximation that you
can manage to the shape shown on the plan. Again finish
with glass paper and 400 Wet or Dry paper.
Drill the ply section of the fuselage and having bent the
upper part of the leg, push it down through the fuselage.
Trim underneath of the wing to seat correctly on the ply.
Sticking time - Attach wing and tailplane to plywood
half of fuselage. Check that they align perfectly to each
other both in plan, side, and end view's. Attach engine
former if using radial mounted motor (no offsets neces
sary). Glue balsa top to fuselage.
Two choices now remain: start a second model or go
to bed.
If using beam mounting, shape bearers and attach to
fuselage. If using radial mounting, groove mount for tank
feed pipe and add top and bottom fillet pieces. Drill rear
of fuselage and glue tailskid in place. Attach outboard
wing tip skid and inboard wing line guide. Attach horn
to elevator - securely. Add adhesive fillets anywhere that
P a ire d v ie w s o f th e tw in B u rp s, C la s s I f o r T e e Dee 049 and C la ss
II w ith C o x B abe B ee r a d ia lly m ou nted a re sixe d fo r co m p ariso n
w ith m a tc h b o x . C o u ld an y th in g be sim p le r? L a s t y e a rs N a ts
show ed how these tid d le rs can ro ta te lik e th e b est and y e t can
be m ade o v e rn ig h t. B u ild to d ay , ra c e to m o rro w should be the
m o tto .
24
FULL SIZE
PLANS ON *
CENTRE
PAGES FOR
THIS ULTRA
SIMPLE C/L
DESIGN
Mouse Racer for .049s (.8 c.c.)
you fancy - wing/fuselage, tailplane/fuselage, engine
mountings etc., and thats it.
Continue with second model, watch T.V., or go to bed
again.
A great many w'ords have been published on the sub
ject of finishing, but most can be ignored for this brain
storm. After a most careful finishing sanding with 600
W/D paper, used dry (well-used 400 or two pieces of new
400 scrubbed face to face will suffice) apply one coat of
clear dope, straight from the bottle. You can, to ad
vantage, add half a dozen drops of castor oil to each ounce
of shrinking dope - stir extremely w'ell before use. This
will reduce the tendency to curl the wing trailing edge and
tail parts. Lightly dry sand all over with the 600 again,
paying particular attention to corners and end grain. Add
any trim that your psychedelic fantasies dictate. Apply
one or two coats of clear polyurethane to the whole
thing. As you will be using nitromethane fuels in glow
motors, it is recommended that you use a two pack poly
urethane - the only type that has a true chemical harden
ing process.
Using either a fine twist drill (No. 50) or a pin, carefully
make the holes for the carpet thread stitched hinging,
which connects the elevator to the tailplane.
The prowess of the girl friend or wife - but not both
together - could now be tested. Ensure that ultimately
the horn is on the to p - th is will mean that for up
elevator the pushrod is pulled giving a positive reaction
at the elevator, instead of a bending pushrod when over
taking. You will be overtaking, wont you? Drill the wing
and bolt the bellcrank in place complete with paper clips
(for tiny models ONLY) and over-length pushrod.
 25 January, 1969

R ig h t, T o p to base. N o se d e ta il o f C la ss I w ith C o x T e e Dee on

beam m o u n ts. D e ta il o f b e llc ra n k w ith p a p e rc lip co n n ecto rs,
and pushrod trap p ed by w in g as does th e e le v a to r h o rn and
fuselag e. D rille d B ab e B c c ta n k also has n eedle va lve upside
dow n fo r cra sh p ro te c tio n , h ard to se e ; b u t i t p o in ts u p w ard s.
B ase v ie w show s th e b a re fa c ts, m in u s flip p e rs, re a d y fo r fin ish
and proofing, one fo r each class.

Temporarily lock the bellcrank at the almost full DOWN

position and, holding the elevator at neutral bend the
pushrod to fit the elevator horn. Remove the bellcrank/
pushrod assembly, feed the pushrod through the elevator
horn and gently fiddle the rod and the bellcrank back
to their correct location. Drill the motor mounting for the
8 bolts (No. 44) and bolt motor in place. On radial
mounting version screw lower outboard bolt FOR
WARDS to ensure clearance for tank.
Now glue tank in place, making sure that tank and
local area are grease-free. Install 5 in. diameter prop, on
motor and bend undercarriage leg so as to give in. to
i n. prop tip clearance when flying from hard surfaces or
in to in. for very short grass. For long grass just dont
bother with an undercarriage at all. Bend for wheel must
turn inwards, not outwards, so that wheel is inboard of
the C.G.
Flying presents no p ro b lem s-it can be used as a
train er-ev en in strong winds, believe it or not. After
connecting the lines, double check that a comfortable
handle neutral gives neutral elevator. Be critical. Rectify
any errors by adding/subtracting/bending supplementary
paper clips at the handle. Use a handle with a small line
gap (about 2 in.) to reduce sensitivity. At the moment of
release the pilot should step back and to the left to ensure
line tension as the model lifts off.
Original equipment used has been: K.K. red card
33 s.w.g. steel lines; K.K. plastic handle; K.K. 15 c.c.
rectangular team race tank; Tornado or Cox 5x4 nylon
props; and Super Nitrex fuel (15 per cent nitro).
The use of a two-volt wet accumulator should seriously
be considered, using a long thin lead to end up with
about 1.7 volts at the plug. This voltage is high enough to
bum off any excess fuel during a flooded start, but not
high enough to burn the element or cause excessive back
firing. A small polythene bottle should be used as a filler/
primer, because a normal sized one will waste as much
fuel as is used, being almost uncontrollable during pit
stops.
Lines should be carefully stored on a reel around
2-3 in. diameter - a suitable one can be made from \ in.
Balsa core and 1/16 ply flanges of f in. bigger diameter
than the core.
See you at the next event?

R ules
Class I Motors costing more than 4.
Class II Motors costing less than 4.
Modifications and interchange of parts is allowed in
each class as long as the original style of induction is
utilised.
General
Handle to model line length 35ft.
Minimum line diameter 0.010 in.
Maximum number of team members Three
Maximum number of teams per race Three
Minimum number of teams per race Two
Heats: 72 laps with minimum of one stop
Final: 144 laps with minimum of two stops
Flight circle markings: 10 ft. diameter
20 ft. diameter
90 ft. diameter
Maximum heat time allowable 7 mins. 0 sec.
General S.M.A.E. R at Race rules shall apply.

W
 D r ill l / l 6 " hles at
__ _ 1^ 4 " p itch for Iin e s ._

' - t
____11___ . \ -IT -_____ ____ / I
\ Bolt b e llc ra n k through spar.
j , Start w ith t ese o es, Use small paper clip s on 1 I
adjust for best pei orm ance. _ b e llc ra n k fo r lin e s . Use K . K . ,
alum inium b e llc ra n k .
n

1 /1 6 " Ply lin e -g u id e . ] / ] & " p|y Paint U A -

049 (.8 c c . ) MOUSE RACER K e ilk r a ft 15 c c . ta n k , epoxy

in place a fte r a p p lyin g finish
notch ra d ia l mount for feed p ip e .
Cox Tee Dee
r
f
r
tank W ing

O O

r
l / 4 " sq. hardwood bearers Pos
jf .
:a te pushrod p a ra lle l to fuselage
i about 1 /8 " away from i t . Washers
t needed for re ta in in g . This w i l l locate
Scrank p iv o t hole and horn. Radial mount shown for Babe Bee o r ^ t = =
Q Z .0 4 9 . A d ju st position for G olden Bee
B.B. or Q . Z . side mounted w ith needle ^ se su ita b le horn
v a lv e on to p . D r ill tank w a ll for fuel to ach ie ve approx,
ine i f using exte rn al tank as shown. ^ UP anc^ down
Cox Babe Bee

F M - I, 1
1 il ! W in g ------ m
^B ottom J
1 "

osition o f engine
mourn*
Aero M odeller
Strictly
Simple
T im e ly a d v ice
fo r th e n o vice
radio fly e r fro m
D A V ID
BO D D IIM G TO N
ONE OF THE MANY frustrations of our hobby is the
lack of flying fields of any description. Most of us are
only too thankful to be able to fly from any rough patch
on which the local council or a friendly farmer have been
good enough to give their blessing. Admittedly our hobby
must seem a rather odd pursuit, to say the least, to the
average layman; but surely we deserve as much consider
ation for our flying facilities as other minority sports and
hobbies. However, the fact remains that few R/C
modellers are lucky enough to fly from a field with short
grass, not to mention an area of hardstanding. This
being the case, it makes the possibility of carrying out
successful take-offs virtually impossible and practically
all landings finish with the model doing a somersault or
28
A u th o rs b ro th e r C h a rle s , one o f B r it a in s lead ing a e ro b a tic
p ilo ts, show s how to launch th e M ig hty S u p e r a ca p a cio u s
d evelo p m en t fro m th e w e ll estab lish ed S u p e r 60 la y o u t, in tu rn
d e rive d fro m th e J u n io r 60.
cartwheel after touch-down. I find it particularly galling
after doing a reasonable circuit and approach to see the
model touch down in the correct altitude, and at the
correct speed, only to see the model tripped over by a
long tuft of grass. In view of the lack of success in
achieving satisfactory take-offs and landings - and these
can be one of the most rewarding parts of the flight, is
there really any point in having an undercarriage at all?
The conclusion that l have reached is that, providing
you are bound to fly from a normal grass field, one
might as well dispense with a conventional undercarriage
on all but the larger models. On a plane of the size and
type of a Super Sixty* with large balloon wheels fitted,
it is at least possible to carry out a reasonable landing on
pasture land. One modification worth considering in this
respect is to move the undercarriage (on other than
tricycle u/c arrangements) further forward than normal,
nearer to the position used on the original Junior 60. For
small models without undercarriages, it is advisable to
strengthen the underside of the front half of the fuselage
to take the additional knocks. This can be done by sheet
ing the underside with sheet obechi or spruce instead of
balsa or to cover the balsa with 1 mm. plywood. An
added advantage of dispensing with the undercarriage
is an overall reduction in weight and of drag when the
model is flying.
My latest galloping ghost model is without wheels -
and flies very well - but what happens, within a couple
of weeks of completing the model our flying group
managed to obtain the use of an airfield! Such is
Murphys law; why not try it yourself?
Britain appears to be about the only country to
continue to produce a large number of diesel engines for
model aircraft. Indeed, few of the other nations ever
seemed to take to the diesel engine as we have. The
reasons for this are many and varied but the important
consideration remains as to whether the glo engine or
diesel is most suitable for R/C models. Having used both
types, and having a strong nostalgia for the diesel
resulting from early acquaintances with the Frog 100
and Mills 1.3 engines, I feel that both types have their
uses.
D . N o rth en joys lunch h o u r flying a t E n field w ith an O b o g o
fro m d a ta in J u ly 1968 A e ro m o d e lle r. P o w ered by O .S . 10 R /C
w ith R .C .S . G u id an ce S y ste m it is v e ry liv e ly and resp on ds w e ll.
M r. N o r th has m ou nted th e t a il su rface s to th e b o tto m o f the
fuselag e to m ak e e le v a to r c o n tro ls e a sie r to f it , o th e rw is e i t s a
sta n d a rd O bo go.
 29
For a small model with rudder only control a diesel
engine will do the job well enough, it does not, of course
require a booster battery and is therefore more simple
to operate. Diesels up to 1.5 cc. capacity are generally
easy to operate and, and this is most important, do not
cause too much vibration. Larger diesels can sometimes
suffer from excessive vibration, this is not common to all
engines but is a characteristic that is more noticeable
with diesels than glos. Quite frequently, too, larger
engines and models are associated with engine control in
addition to rudder control. Diesels fitted with throttle
control often suffer from a limited range of r.p.m.
control, a figure of 50% of the maximum r.p.m. for low
speed position being a normal figure. In addition to this
there is sometimes an occurrence of under-compressing
which, in practical terms, results in the engine failing to
pick up to full revs, after a prolonged period at low speed.
Needlessto say this can prove embarrassing at times when
one is relying on immediate response of the throttle.
Modern examples of Glow engines have excellent
throttling characteristics, many rivalling the high speed/
low speed ratios of the larger engines.
Before irate owners of diesel or glow engines start
putting pen to paper to explain that their particular
engine is the best (or, for that matter, the worst) engine
available, let me reassure them that the foregoing re
marks are only generalisations and there are bound to be
exceptions. For more detailed reports of specific engines
you will have to refer to the engine test reports. One
point here, as far as these tests are concerned, there is
rarely sufficient information in them regarding levels of
vibration. I do not know whether there is any method
of measuring levels of vibration but it would be most
useful if some form of indication of the expected vibration
could be included in the reports. Without doubt excessive
vibration can cause more radio troubles than pretty well
any other cause.
Having decided upon, built and, we hope, successfully
flown your first R/C model the choice of the second and
subsequent models can be equally as difficult as the first.
Too many modellers seem to make an arbitrary selection
of models after their initiation into R/C flying only to
regret it later. There arc a number of factors that should
reflect on the eventual choice of design whether it be a kit
or a model built from a plan. Providing you weigh up
the following factors /><?/br<?deciding which model to^build
you are more likely to be satisfied with the final result.
If you are the owner of some of the older type of radio
equipment, both bulky and heavy, there is no point in
considering a model of small dimensions. Even if you
manage to cram all of the airborne equipment into the
fuselage the model will probably finish up overweight
and, as a result, have poorer flying characteristics.
Multi channel equipment will obviously allow a wider
choice of model design and the latest miniature propor
tional systems cover the greatest possible range of models.
These systems, because of their light weight and compact
dimensions can be installed in designs varying from
.10 cu. in. engine powered pylon racers with wing spans
of less than 36 in. to the high-powered stunt models used
in competition events. Unfortunately the cost of this type
of equipment is prohibitive to most modellers and,
therefore, model dimensions and types are dictated by
the equipment available. Allowing for this limitation it
O f co u rse if you w a n t s im p lic ity h o w ab o u t T o m L a m p it t s
w h eel-less 41 in ch 'R o y a l C o a c h m a n ', c o m p le te , no less, w ith
S u p e r T ig re G.23 and S p re n g b ro o k p ro p o rtio n a l c o n tro l!
W e ig h s 3 lb s. re a d y to fly. land s on a ply skid and can ta k e a lo t
o f k n o c k s. A p a r t fro m th e exp e n se o f the e q u ip m e n t i t ap p ears
to be th e q u ic k e st ap p ro ach to m u lti c o n tro l in m o re senses
th a n one!
January, 1969
is then up to the modeller to decide how much he is
prepared to experiment with the equipment and model
design to obtain the utmost from them.
Assuming that your proposed model is to be powered
by an existing engine this will also limit your selection of
aircraft designs. Remember though, that it is always
possible to reduce the efficiency of an engine that is
theoretically too powerful for the design. It is more
difficult to get that extra bit of urge from a motor that is
under capacity, using high performance fuel and careful
propeller selection may help but, an under powered
model can be a problem to fly and even dangerous.
Reducing power on an oversize engine can be accom
plished by throttling down (if it is an R/C type motor)
or by fitting the propeller on to the engine backwards.
Diesel engines can be undercompressed to reduce the
r.p.m. but there is always a danger that, as the engine
warms up, the engine will increase in power. Similarly a
Glow-engined model sent off running rich may peak out
for the last few seconds of its fuel run with, possibly,
dire results.
Restricted flying sites pose a problem as to the most
suitable model to fly in these areas. Lightly loaded stable
models tend to be floaty on the glide and, with high
obstructions around the site, difficult to land within a
restricted boundary. A heavier wing loaded model will
fly faster but may also have a more rapid rate of descent
allowing it to clear an obstacle and still land within the
perimeter of flying area. Engine control is obviously an
advantage in flying from small sites, full power can be
used initially until a safe height is reached and the
engine then throttled down for normal flying followed by
further throttling down or cut off the approach and
landing. In such circumstances it is essential that the
motor control should function with complete reliability
indeed, it is essential when flying in the confined areas to
have foolproof operation of all radio equipment with
a reasonable degree of model manoeuvrability. There is a
special method of flying from cabbage patch fields and
I will try to deal with this in a future article.
Most modellers have a preference for certain types of
models, e.g. fast flying stunt models, sports easy to fly
designs or scale, and this will be their chief guide. We
sometimes tend to get into a rut and fail to try out
different types that can offer just as much challenge and
enjoyment as our first loves. Have you got any large
hills near you? Then why not a try at slope soaring. Or
what about that large lake just a mile or two from your
home! Flying boats and seaplanes are a fascinating, and
relatively untried, branch of our hobby. If you will
excuse the cliche, the sky is the limit as far as suitable
designs - provided you keep within the practical limita
tions. When you hear anyone state that he has done it all
as far as R/C flying is concerned and there is no future
challenge, you can be sure that he must have lost interest
in life!
Aero M odeller 30

A IR C R A F T D E S C R IB E D NO. 178

Another ideal flying sca le sub ject,

G erm any's aerobatic trainer

Focke-Wulf F w l t
"S d e g U tz
draw n by Bjorn Karlstrom
described by Bo W idfeldt
W id e gap betw een high asp ect ra tio w in g s, la rg e a ile ro n s w ith
co arse m o ve m e n t, big ru d d e r and generou s e le v a to rs m a k e th e
S tie g litz * a p e rfe ct scale su b je ct fo r R /C a e ro b a tics - if you lik e
a b ip lan e !
S e ria l 1305 on th e fin and nose co w l o f N M -A M in s e rv ic e throu gh
THE STIEGLITZ was created by Kurt Tank at Focke- to 1945 as a tr a in e r , w ith s im ila r ly uncam ouflaged g lid e rs seen
Wulf Flugzcugbau GmbH in 1932. It was originally con in re a r.
structed as a successor to the S.24 Kiebitz at the request
of the famous German aviators Gerd Achgelis, Emil
Kropf and Ernst Udet. They needed a new aircraft suit
able for advanced flying and D-2409 was extensively
demonstrated. The Fvv 44 proved to be an excellent
aircraft and Achgelis promptly ordered another for his
personal use. Production versions were to have a revised
fin and rudder.
Achgelis flcwr the Fw 44 on many occasions, among
them the 1934 National Air Races at Cleveland and the
1934 World Aerobatic Championships at Vincennes in
France. In the ensuing years the Stieglitz was a frequent
visitor to England, Herr Gerbrecht came 2nd in 1938 in
the Manx Air Derby.
The first prototype flown in 1932 was equipped with a
150 h.p. Siemens Sh 14a radial engine. The Fw 44C had
a 135 h.p. Argus As 8 in-line engine and fewr were built.
The B and C versions were slightly modified and built
in larger numbers designated Fw 44 D (with Sh 14a) and
Fw 44E (w ith As 8). 100 of these D and C versions were
ordered for DLH in 1938. The Fw 44J was designed for
export. This aircraft was the same as Fw 44D with some
minor changes. A large number of Stieglitz were sold
to Bolivia, Bulgaria, Chile, China, Finland, Hungary,
Sweden, Rumania, Turkey and Slovakia. The type was
also built under licence in Sweden, Argentina, Turkey in 1936. These were delivered to the F5 Flightschool from
and Brazil. It was to become a standard basic trainer for January to July 1937 with the designation Sk 12(Sk=skoI,
the Luftwaffe and in 1944, over 700 were in use though traininu). The designation of the two P2 was also changed
only a couple remain in Germany today. to Sk 12.
In the beginning of 1936 the Swedish Air Force con On September 29th, 1936, a contract for licence pro
sisted of about 80 weakly-armed and old aircraft. Sweden duction was signed by the Swedish Air Force and Focke-
also lacked a powerful aircraft industry with enough
capacity to support an Air Force. The basic flight training 1935 reg u latio n Sw ed ish A F m a rk in g s on an S K 12 w ith F5 w ing
centre w'as Flightschool F5 at Ljungbyhed and the ex a t Lju n g b yh ed . R u d d e r strip e s w e re y e llo w and b lu e.
panding Swedish Air Force looked in 1936 for a replace
ment of the antiquated basic trainers type Sk 9 (DH 60T
Moth Trainer) and Sk 10 (Swedish built RK 26 Tiger-
Schw'albe).
In 1935 a Fw 44 demonstrator registered D-EKRO
was shown at Ljungbyhed and on February 7th 1936,
two Fw 44J were ordered in Germany. The two aircraft
were ready for delivery from Focke-Wulf Flugzcugbau
GmbH in Bremen in the beginning of March and they
were accepted by the Swedish Air Force on April 17th,
1936. The two aircraft were designated P 2 which indi
cated that they were intended for evaluation (P prov,
testing). The P 2s were flown at the Swedish Air Force
test centre at Malmen (FC) and of course with the F5 at
Ljungbyhed. The type proved to be extremely manoeuv-
erable and a series of 14 aircraft were ordered in Germany
 31
Wulf GmbH. This contract was followed by an order
to the ASJA factory in Linkoping (later SAAB AB) for
20 Fw 44J. The conditions for ASJA were very lough.
The aircraft had to be delivered as quickly as if the order
had been placed in Germany. However, the first ten
Swedish-built Sk 12 were delivered during the autumn of
1937 and the last ten were actually delivered by SAAB
from April to August 1938.
A final order for 12 Focke-Wulf Fw 44J was placed in
Germany in 1940. These aircraft were built by Flugzeug-
werke CKD in Prague and delivered to Sweden in
March 1940.
FOCKE-WULF Fw 44J STIEGLITZ~|
________ ~ s r _____________
FEET
R e p rin ts o f th is l/72nd scale d ra w in g , w ith d ye-lin e p rin ts o f th e I/34th scale o rig in a l a re a v a ila b le as plan p ack J F 2883 p ric e 3s.
in c l. post fro m A e ro m o d e lle r Plans S e rv ic e .
Production continued in Sweden at the Central Work
shop of the Air Force in Vasteras (CVV). The first order
for 12 Skl2 was put in 1939 and the aircraft were delivered
to Ljungbyhed from May to October 1939. The second
order called for another 12 Sk 12 and these were delivered
from November 1940 to May 1941. The last order for 13
aircraft was delivered from February to June 1943.
A total of 85 Fw 44J were delivered to the Swedish
Air Force 1936-43 and out of these, 57 were built in
Sweden by ASJA and CVV. The S k i2 served as basic
trainer together with the S k ll (DH 82A Tiger Moth) at
January, 1969
Ljungbyhed. The S ki2 were later successively replaced
by the Sk25 Bucker Bu 181, but the last example was *
not retired until 1967 when it was flown to the Military-
Air Historic Collection at Linkoping. When most of the
S k i2 were written off around 1950 they were civil
registered in Sweden serving with the different flying
clubs as trainers and glider tugs. Due to lack of spares
many civil Fw 44s have to be scrapped and by 1967/68
only three were still civil registered. SE-BWO, SE-BWZ
and SE-EGT of which the last still has a valid C of A.
Upper and lower wings were of wooden construction,
identical size and shape, inter-connected by N-struts
| 03AWN By:
and braced by dual wires. The fuselage of polygonal
cross-section, with pronounced tumble-home in the top
section for improved vision, was constructed of welded
steel tube without wire bracing, fabric covered with the
exception of the electron fairing and the fuselage front
section.
Control surfaces were designed for effectiveness in all
flight manoeuvres and were of metal construction. The
divided landing gear was nicely faired and carried two
2 ft. x 4% Elektron wheels equipped with brakes.
Aero M odeller 32

mm? ____
L V - Y Z M v isite d G re a t B r it a in in 1955 and w as used in th e L o c k
heed In te rn a tio n a l A e ro b a tic T ro p h y co n te st a t B aginton .
C o lo u r is pale y e llo w o v e r a ll w ith A rg e n tin ia n lig h t blue and
w h ite ru d d e r m a rk in g s. C o c k p it v ie w a t rig h t d isp lay s th e a n
g u la r cro ss se ctio n fuselag e. P h o to s by G . A . C u ll.
T e c h n ic a l D im e n sio n s a n d P e rfo rm a n c e :
(En glish figures from F w Brochure)
V ersion: F w 44 E F w 4 4 J (S k 12)
En gin e type: A rgus A s-8 Bram o (Siem ens)
Sh 14a
P o w er: 135 h.p. 150 h.p.
Span: 9.01 m. (2 9 .6 ') 9.01 m.
Len g th : 7 .7 0 m. (2 4 .3 ') 7 .2 9 m.
H eight {ta il u p ): 2 .7 0 m. 2.83 m.
Track: 1.82 m. 1.82 m.
W ing area: 19.8 m.2 (2 1 6 sq. ft.) 19.8m 2.
N o te s on m a rk in g s o f S w e d is h M ilita ry A ir c r a f t
A irsc re w : Wood 1.72 m. Wood 1.95 m.
1935 R eg u la tion : The national insignia consisted of three black
F u e l: 135 1 135 1 (internal
elektron tanks) crow n s on w hite circle on top of the upper outer w in g , under the
outer lo w er w ing and on the fuselage sides. T w o areas in yellow
W eight em pty: 560 kg. (1 1 0 5 lb s.) 565 kg. (W heel)
and blue (approxim ately same size) w ere painted on the rudder
585 kg. (skis)
w ith the yellow area in front on both sides. A code number w a s
N orm al fligh t 900 kg. (1 7 6 5 lbs.) 875 kg.
painted in figures to the right of the national insignia on both
w eig h t:
185km /h r. (1 1 8 .5 m .p .h . 1 6 8 k m /h r. sides of the fuselage. A figure indicating the W ing to w h ich the
M axim um sp eed :
aircraft belonged w a s placed to the left of the insignia. A small
Clim bing: 1000 m /5, 2 min. 1000 m /6.5 min.
C eilin g : serial number w a s painted on both sides of the rear fuselage.
390 0 m. (1 4 ,4 5 0 ft. 440 0 m.
R a n g e: 600 km . (3 3 6 m iles) 540 km. 1937 R egu lation : The national insignia w a s changed to three
yellow cro w n s outlined in black placed on blue circle and
S w e d ish A ir Fo rce S k 12 situated according to the 1935 regulation. The blue/yellow
Type B u ild by D eliv ered SAF- No. N otes areas on the tail fin disappeared. The individual code of the
se ria l aircraft w a s placed on the fuselage in front of the w in g s and as
P2 Focke W ulf GmbH 1936 801, 802 2 later before, to the right of the national insignia on both sides of the
Sk12 fuselage. The W ing-num ber w a s placed to the left of the
S k 12 9 99 1936 6 11, 612 2 former national insignia. The serial number w a s positioned as before.
P2 1940 R egu lation : The national insignia w a s changed to three
Sk 12 99 99 99 1937 613-626 14 yello w cro w n s outlined in black and placed on a blue circle
Sk 12 A S J A , Linkoping 1937-38 627-646 20 surface outlined w ith a yellow circle. The national insignia w as
Sk 12 CV V , Vasteras 1939 647-658 20 placed on both fuselage sides and under the lo w er w ing.
Sk 12 1940-41 659-670 12 The individual code number w a s placed in large figures on both
Sk 12 Flugzeugwerke sides of the fuselage in front of the w ing s and on the tailfin.
C K D , Prague 1940 5771-5782 12 The w ing number w a s placed to the left of the national insignia
S k 12 C W , Vasteras 1943 5783-579 5 13 on the fuselage. Serial number as before. (See photo b e lo w ).
1944 R eg u la tio n : The national insignia as for the 1940 reg ula
C o ve re d co ck p its on O H - V IJ a t K a u h a va , F in la n d , pale cre a m
o v e ra ll w ith w h ite n am e on co w lin g . T h e canopy slid es in one tion; but now also placed on top of the upper w in g (except for
piece along sp e cial sp in e fo rm in g a d o rsa l fin . R ig h t, is Sw ed ish during w a r). The w in g num ber w as painted in yellow behind
S K I2 s e ria l 6 I5 in 1940 re g u latio n m a rk in g s. the national insignia on both fuselage sides.
 TOPICAL
T HfVsTS
by "P y lo n iu s", illustrated by " S h e rry "
They A lso Serve . . .
It is a well-known but little publicised fact, that 90 per
cent of the modelling fraternity does not build and fly
model planes as you might reasonably expect them to do.
They are content to merely watch the activated 10 per
cent of the fraternity undertake this arduous and exacting
business. Though not all. Some are too tired to do even
this after laying down the democratic law at the club
meeting.
I mention the club meeting because there is a strong
movement afoot, the stirrings of which comes from the
grass root club members, which aims at the dcmocratis-
ation of the hobby. Why should the model flyers, that
insignificant 10 per cent minority, run the show? Decide
when and where they should carry out their purely
representational flying activities, and enjoy the dubious
freedom of building the type of anti-social model they
seem to favour? The non-flyers are demanding action.
This hobby of ours is now a full participating one.
Whereas, at one time, only the more zealous club
member turned out to watch the model flying, the public
at large now demand to share the spectacle, as they have
every right to do. After all, telly and bingo are not the
only things in life.
Already several purely spectating events have been
held with great success. At the Nationals, for instance,
there were ten spectators and five cars to one square inch
of Modelspan, and at Woodford equally gratifying ratios
were recorded. Again, at Little Old Warden the spectator
came into his own, and if he couldnt see the Scale models
fly it wasnt for the want of trying; treading on the odd
wing or two in the process only demonstrated the extent
of his enthusiasm.
But instead of being pleased at this belated recognition
of our once toys for boys hobby as something almost
on a par with professional wrestling, the meagre 10 per
cent model flyers are making undemocratic noises of
dissent. Worse than that, they are even revolting against
the giving of these most worthy public demonstrations.
Yes, we know the beer tent was sited just where the Free
Flight should have been held, but as bar takings greatly
exceeded those of the comp, entry fees, this policy was
completely vindicated. And, as for the scale modellers
who complained that their take-off area was nothing
but tall grass and bumps, what sort of Hells Angels but I for one am sorry to see the poor old model plane
attitude is that?
Sad to state, though, that John Citizen has taken the
despised toy aeroplane to his heart, there are so few of
them for him to go into raptures over. If the telly is
becoming a bore to the man in the street it still seems to
exercise sufficient compulsion over the average club
member to keep him glued in front of it for the whole
week, excepting, of course, on club night when he sallies
forth to give his democratic views on whats w'rong with
the model movement.
A .R .P .
It was a bit like war-time over the common. There we
were warily flying our purely peaceful rubber and glider
models during a lull in the Radio attacks, when suddenly
our lookout sighted a fully operational bazz-bomb.
Before anyone had time to take cover the pilotless missile
did three scarifying circuits and then plummeted into a
dense centre of population. By this time everyone had
taken cover, ready to emerge if the missile had been
rendered non-operational. But no, it had turned out to
be a dud crash, and within minutes the bazz-bomb was
ready for another low-level sortie. A quick evacuation
was decided upon, although one or two courageously
stayed to await the All Clear.
1984
Tactical flyers must be turning envious eyes towards the
R/C arena, where soarers are now being fitted with built-
in lift indicators. These electronic devices should prove
more reliable than the lift indicators in use at present -
the other blokes models.
With these advances in the take-over of the human
function by machine, it will not be long before our lives
become controlled by computers. This means that the
armchair critic would become an electronic component.
Instead of writing nasty letters to the S.M.A.E., as he
does now, he would send equally nasty programmes
of a binary digital nature to the central computor.
Blurb
Usually the function of the club P.R.O. is limited to
sending an occasional tentative letter to the local press,
which, given luck, is squeezed between the Chrysan
themum Show and Tiny Tots Corner. One club, however,
seems to have more high-powered ideas on the subject.
In order to advertise a forthcoming rally, model aircraft
were posed with girls in high altitude minis and frame
work revealing bikinis. Only thing lacking was Playmate
of the month displaying proportional equipment.
Now we all know that high speed cars are sex symbols,
as was so revealingly demonstrated at the Motor Show,
suffering the same mumbo jumbo fate. I have always re
garded the model flying hobby as the last of the old-
fashioned monastic pursuits. With Johnny either sticking
his bits of balsa together in the attic or innocently chasing
his model across the park. Mum felt him to be safe from
the seamier things of life, like girls.
But can she any longer feel reassured? Who has Johnny
got up in the attic besides his model? And is he not
lingering rather too long in the long grass just to find
his model plane?
Aero M odeller
Why not join this grand
junior Aeromodelling Club?
Dear Jo h n ,
I have been making model aeroplanes ten
months. I have made about nine 'planes most
of w h ich are control-liners- M y first control-
liner w a s W ee-W an by . B. Ashby
powered by a Co x 'Pee-W ee' 0 .0 2 0 cu . in.
engine. It has been flow n over a hundred
times and I have successfully wing-covered
it. Although it has gone through m any bad
crashes, it has only needed a few patches on
the w ing.
I have ju st finished making S w e eth e a p
by R ay M almstrom. A ll I have to do now , is
to apply tw o Golden W ings and it is co m
plete. In most books it says that transfers
should be protected by fuel proofer, but I
find that this sh rivels them up. Is there a
remedy for this ?
Castleford, Yorks. Terry In sto n e
True ! S om e transfers are a ffected b y fu e l
p ro o fers. There is a sp e c ia l transfer varnish
on the m arket bu t bew a re, it can take a lon g
tim e to dry as it is o il based. Personally, w e've
a lw ays fo u n d transfers fu e l p ro o f them selves.
P u rp o se o f the varnish is to p ro tect them
from scra tch in g o r even w ashing aw ay in
the rain /
Dear Jo h n ,
I have built two control line models and
have decided to attempt a free flight model, I
have chosen the Keil-Kraft Snipe. Do I need
insurance for these types of models or is it
advisable to have it. I am going to fly it at
Chobham Com m on, and w hat does this
insurance cover?
Sheerw ater, Woking J . Je n n in g s
Insurance is rarely com pu lsory: bu t alw ays
esse n tia l! I f you jo in the S o c ie ty o f M o d e l
A eron a utical Engineers, 10A , E lectric
A v en u e B rixton , S .W .9 , you w ill, as an
A sso cia te at 15s. 6d. per year, have 3 rd
party cover w hile flyin g your m odels. The
alternate sch e m e s are Person a/ A c c id e n t
P o licies w hich can som etim es be p ro vid ed
by Traiff Com panies fo r approx 70s., or the
M .A .P . schem e as at the rear o f th is an d every
issu e . The M .A .P . schem e is fo r regular
Dear John Bridge.
1 am between 10 A. 16 years oi age and would like to become a
member of the Golden Wings C lub'. With this application I enclose
postal order (International Money Order) for 2/(id. to cover cost of
the enamel club badge, two coloured transfers and membership card
NAME IN FULL .................................................. .*.............. ...................
ADDRESS ..............................................................................................
YEAR OF BIRTH SCHOOL
NAME OF ANY OTHER CLUB OR CLUBS TO WHICH I
BELONG (if any) ........................................................................................
SEND TO:- GOLDEN WLNGS CLUB, AEROMODELLER, 13-35,
BRIDGE STREET, HEM EL HEMPSTEAD, HERTS
34
readers o f M .A .P . m agazines You have to
pla ce a firm order and receive the magazine
each m onth to validate your M .A .P . Sch em e
m em bership. 3 rd party co v er m eans, in
b rie f that you w o u ld be p ro tected from
claim s at L a w for any damage ca u sed by
your m ode! exclu d in g the first 5 o f any
claim .
Dear Jo h n ,
I have now been a member of the Golden
W ings Club for a few w eeks (N o. 13610)
and I would like som e advice on aircraft w ith
'pusher'engines.
I recently bought the A .P .S . R /C P .1174
for .049 pusher m otors - I plan to use the
Cox QZ .049 w h ich has a spring starter. On
the plan, it illustrates a Cox Babe Bee .049
and says it w ill run in reverse. Does this
mean that one merely flicks it clo ckw ise in
stead of an ti-clockw ise in order to start it?
I would have thought it would have been
better to have a special pusher airscrew .
A lso could you tell me if there are any
R /C clubs in the W oking area I might jo in or
do I have to have a Superhet Receiver before
I am eligible (I have R C S Guidance
System ) ? Hoping you can oblige.
Ealing, London, W .13 N e il W ilson
E n gines w ith re e d valves are om ni
direction al and have the advantage that they
do not n e e d sp ecia l propellers w hen u sed on
pu sh ers. The C o x T.D. engine, fo r exam ple,
w o u ld only run in one direction (a n ti c lo c k
w ise) and m ust therefore be fitte d w ith
p u sh er propeller to obtain thrust w hen
m ou n ted at the rear o f a m od el. There are
only a lim ited num ber o f p u sh er p ro p s
available e.g. P .A .W . 7 x 4 so that the ree d
valve becom es advisable. You w ill fin d that
the QZ 049 is a reed valve a n d able to run in
either direction.
The Woking Club Secreta ry is A . J . Starkey,
P in e Trees, The R id g e w a y , Ligh t water,
Surrey.
This is a prog ressive d u b an d w o u ld not
therefore have the otherw ise se lfish require
m ent fo r you to use a S u p erh e t R eceiver.
T IP S O F T H E M O N TH
To fill up sm allish cracks or gaps in
sheet surfaces (at the jo in ts) smear
cem ent into the crack, and then sand
around it before the cement dries. This
w ill neatly till the crack with dust and
cement. Saves a lot of tm e lost when
mixing up grain filler (I use French
chalk, or blackboard ch alk, plus dope).
Word of w arn in g : this (the cement and
dust technique) w ill clog up the san d
paper slightly, so it is advisable to
keep an oldish piece som ewhere
(under all the junk on the bench if
yours is anything like m ine).
R . G. Palmer.
A piece of tissue paper (I usually use
toilet tissu e !) should be placed over the
part on the plan to be copied and then
the outline is d raw n on the tissue using
a fairly free-flow ing ball point pen.
W hen the outline has been d raw n,
the tissue is placed reverse side down
(i.e. the inked sid e) on the balsa and
then a finger is gently, but firm ly rubbed
on the outline on the tissue. W hen the
paper is removed, an accurate print of
the part on the plan w ill be seen on the
wood. There is no lim it to the shapes
w h ich can be copied, although w ith
the larger shapes the ink may dry
before the tissue is applied to the balsa,
so that the outline m ay have to be
draw n over a second time in order to
keep the ink 'w et'.
Th is method does not spoil the plan
as does the older type of 'pin pricking'
the shapes onto the balsa. In addition
the balsa sheet c a n 'b e utilised to the
maximum as the wood can be seen
under the tissue. S . F . N ew m an.
Dear Jo h n ,
Please send me some moro transfers. I am
making a M in i R o b o t. I used my transfers on
the Veron Tipsy N ip per and one on my
S m o ke Trail. The S m o ke Trail used to
'balloon' in the lightest of w in d s. Could you
give me some idea how I can stop it from
doing this ?
Jersey C .l. R ich a rd Frances
M any m od els have the characteristic o f
'ballooning' w hen they turn into w in d
particularly tho se w ith fairly th ick w ing
sectio n s. The only sure w a y is to re-trim the
m ode! with le ss difference betw een the w ing
and tail angles, w hich in turn m eans that the
centre o f gravity m ust bo m oved aft sligh tly.
A no ther cure is to em ploy dow nthru st on
the engine.
Dear Jo h n ,
I am too old to be a member of your club,
but I feel that I may have a useful hint for any
of your members w ho may be building
Pusher, the plan of w hich w a s given in
November A e ro m o d e lle r.
When they are shaping the propeller
blades, they may find it sim pler to use large
headed pins to hold the blades on to the
blank. Sufficient pressure being used to hold
the blades on to the blank w ithout crushing
the w ood. It is easier and quicker than using
tape and w hen I built the blades (at the time
of writing the plane is completed bar for the
motor assem bly) I found it easier and very
successful.
Rotherham, Y o rks. E . N ew ton
 35 January, 1969

4th WORLD
INDOOR MODEL
CHAMPIONSHIPS
N IN E nations participated in the best yet
Indoor Cham pionships, held in the Sports
Palace built for the 1960 O lym pics at Rom e.
The building is circular, w ith a main floor
diam eter of 164 ft. and a peak of 115 ft
Rounds w ere arranged to avoid disturbance
during the heat of the day and started at
6 p.m. through till m idnight on the first
day, one hour earlier on the 2nd day and
w ith a 7 a.m . start for the fifth round, and
5 -8 p.m. concluding round on the third day.
Hard w ork m ainly by Tosaroni, Kannenwoff
and Bovo ensured excellent organisation
and in all respects the event w as to be J im R ic h m o n d r e c e iv e s T r o p h y f r o m D r. R. T e ti, P r e s id e n t o f R o m e A e ro
recognised as a Cham pionships of m em C lu b , fa m o u s S.M '.A .E. D ra g o n fly T r o p h y n o t h a v in g b e e n r e t u r n e d by
orable standards. Suspense kept all partici c o v e to u s p re v io u s w in n e r!
pants .in tension through to the end. Kalina P la c e N am e N a tio n 1 2 3 4 5 6 2 B est
w a s leading, having suffered the w orry of F lig h ts
seeing his model hit the roof, tail slide, have 1 J. Richmond U.S.A. 32:11 28:37 26:30 33:40 36:18 69:58
2 ) Kalina C z e c h o s lo v a k ia 28:09 34:44 33:22 34:46 33:28 04:20 69:30
its tail boom buckle and pop out again on 3 E. C hlubny C z e c h o s lo v a k ia 09:38 31 :46 33:51 30:32 22:10 33:28 67:19
his personal best effort of 3 4 :4 6 . Richmond 4 K. Beck W. G e r m a n y 03:21 32:42 29:58 28:32 33:32 66:14
pulled out a bigger rubber motor for his 5 M. K oller A u s t ria 30:06 3 0 1 3 23:54 33:06 12:10 13:19 63:19
fifth flight, and ruined the model w ith a 6 C. M ather U.S.A. 32:38 27:30 29:04 29:14 00:1 1 00:11 61:52
collapsed fuselage. So he assem bled an 7 E. Corazza Ita ly 32:01 26:30 29:02 26:38 23:33 24:39 61:03
older, stronger model and made 3 3 :4 0 . his 8 V. Kmoch Y u g o s la v ia 06:16 30:00 23:10 30:01 28:58 07:13 60:01
best so far. In the final round, w ith the same
9 J. Sitar C z e c h o s lo v a k ia 26:21 1 1 :39 ___ 00:10 25:04 32:43 59:04
10 W . Hach A u s tria 27:58 28:59 26:42 25:17 29:43 58:42
older model and more powerful motor, II Varszegi (p ro x y Ree) H u n g a r y 27:35 25:38 28:17 29:11 09:49 23:42 57:28
Richm ond needed a best yet 3 5 :5 0 to tie 12 A. Egri H u n g a ry 1 1 :43 26:40 28:18 28:47 28:34 27:20 57:21
w ith the Czech and the special effort 13 K. Vogler W. G e r m a n y 26:41 28:37 09:14 22:43 28:40 57:17
produced this w ith a 28 secs, marg-.n for top 14 A. R ohrbaugh U.S.A. 08:54 27:19 21:45 29:53 24:02 24:52 57:12
time of the meeting. Outstanding w ere the 15 K. Erofejeff F in la n d 21:29 25:24 17:59 26:32 26:42 28:18 55:00
16 C. C otugno Ita ly 14:11 08:13 00:04 26:38 15:35 27:54 54:32
efforts of Team Prize w inning Czechs, and 26:36 21:37 22:42 26:05 25:10 26:53 53:29
17 T. Scrasbergcr Y u g o s la v ia
the new com petitors (old stagers by name 18 W . W etzel W . G erm o n y 26:15 09:08 19:35 27:12 24:33 16:07 53:27
though I) from Yugoslavia and Italy. Next 19 E. T irronen F in la n d 26:48 00:52 04:54 21:50 26:36 53:24
event w ill be in Poland. 20 L. G abriel Y u g o s la v ia 17:59 00:12 20:36 24:46 22:49 24:31 49:17
21 O . N ordlund F in la n d 00:12 00:28 18:46 23:31 22:43 10:39 46:14
A c tio n b e lo w sh o w s , L. to R. C o r a z z a 22 G. Buzady H u n g a ry 20:01 01-36 19:23 17:16 17:25 15:50 39:24
( I ta ly ) , K a lin a (C z e c h ) a n d a t rig h t, 23 G Masciullo Ita ly 12:53 06:11 17:49 18:14 12:20 17:32 36:03
M a ib a u m a n d B eck (W . G e r m a n y ) . 24 G. C ognet F ro n cc 07:10 08:58 12:44 12:18 12:48 1 1 :07 25:32
Aero M odeller
LATEST
ENGINE
NEW S
By Peter Chinn
S u p e r - T ig r e G .6 0 R
A T T H E P R E S E N T M O M EN T, the Super-
Tigre G .6 0 R is. perhaps, the most powerful
model aircraft engine ever put into quantity
production. In its original version, as an
nounced nearly three years ago, it w as
claim ed to develop (fuel unspecified) 2.15
brake horsepower a t 2 0 ,500 r.p.m . Since
that tim e, a number of im provements have
been made to the engine and World Engines
Ltd. of W atford, the U .K . distributors, have
been kind enough to loan to us one of the
very latest models for examination and
comment in these colum ns.
Before w e describe the engine, w e should
explain that the motor w e are talking about
is the current 10 c .c . control-line speed
engine that has also been designated in
various advertisem ents as 'S .T .6 0 Racing',
'G .6 0 Racing RV ' and 'S .T .6 0 Speed'. The
legend that appears on the crankcase casting
is 'Super-Tigre G .6 0 ' and on the m aker's box
'G .6 0 R ' and w e shall, therefore, henceforth
regard th is latter as its official title . Tw o
other 10 c .c . engines share the sam e 'G .6 0 '
T w o v ie w s o f th e l a t e s t S u p e r- T ig re G.60R
T h is I0 c.c. C /L s p e e d e n g in e , c a p a b le o f
d e liv e r in g w e ll o v e r 2 h o r s e p o w e r a t
a r o u n d 20,000 r .p .m . w a s u sed by K aese-
b e r g f o r h is r e c o r d R /C flig h t a t o v e r
I98 m .p .h .
R a d io M o to r C o m
*
m e n t a r y in J a n u
a ry R .C .M .& E.
g iv e s d a t a o n th e
e x c itin g O .S . tw in -
r o t o r W a n k e l ty p e
e n g in e o f I0 c.c.
displacement,
s h o w n o n s ta n d . It
is p ro b a b ly
ro to r m odel ro
th e
w o r ld s f ir s t tw in -
ta r y - p is to n e n g in e .
O n le f t is w h a t
m a y b e fin al p r o t o
ty p e o f p ro d u c tio n
5 c.c. u n it.
casting, but these are easily distinguished by frictional loss through the entire range of
the fact th at they are throttle-equipped operating temperatures. The w hole thing
radio-control engines. They are the disc- gives one food for considerable thought.
valve G .60 R /C (som etim es referred to as Heat dissipation via the cylinder casing and
the 'G .6 0 RV R /C ') and the shaft-valve cooling fins should be better since a greater
'G .6 0 F R /C ' (som etim es referred to as the area of the piston skirt is in intim ate contact
'G .6 0 FV R /C ' or 'G .6 0 FI R /C ') . . . (A ll of w ith the liner w all and, since the liner w ill
w h ich is iust about as confusing as govern expand more than a ferrous one, there
ment departmental nomenclature, so w e should be, in turn, bettertransference to the
hope that som e effort w ill be made to stick surrounding casting. One im portant a d
to one sim ple designation for each engine vantage is th at an extrem ely light piston is
in future). possible. In fact, the G .6 0 R piston, flat
It w as w ith one of the latest G .6 0 R Super- crowned w ith ou t baffle like all racing Super
Tigres that W erner Kaeseberg set his world Tigres, w eighs only 3/1 0 th s of an ounce.
record R /C flight of over 198 m .p.h. at the Th is means less vibration and more power
Harsew inkel R /C speed tria ls in Germ any at the shaft.
earlier this year. Moreover, of the three A nother change that has been made in
Super-Tigre G .6 0 R and five Rossi 60 th e G .6 0 R has been the adoption of a new
powered models thar recorded official backplate and rotary-valve assem bly. A fter
flights at this meeting, the Super-Tigres a good deal of experim ent (and some
finished 1st, 2nd and 3rd. In vie w of the fact trouble) w ith nylon, reinforced nylon and
that Rossi 6 0 's have, over the past few years, various com posite valve rotors, Garofali has
been the most successful com m ercially p ro now changed to a thin hardened steel d isc.
duced 10 c .c . speed engine obtainable, th is He has thereby reverted, more or less, to the
performance obviously speaks volum es for type o f valve used in some of the earliest
the n ew Super-Tigres.
Essentially, the G .6 0 R is a d isc-valve, M assiv e i n ta k e o f t h e G .60R h a s I2 m m .
tw in ball-bearing engine w ith the now w ell- t h r o a t d i a m e t e r , a lm o s t c o m p le te ly u n
known Super-Tigre racing type porting r e s t r i c t e d ( ta n g e n t m o u n te d s p r a y b a r
system . Where the latest model really differs p r o t r u d e s o n ly v e r y s lig h tly ). P r e s s u r e
is in the piston and cylinder setup used. o u t l e t in b a c k p la te , d ia m e tr ic a lly o p p o
A s marketed during 1966 and 1967, the s ite in ta k e , is ro ta r y - v a lv e ti m e d f o r
h ig h - p r e s s u r e d e liv e ry o n ly .
G .6 0 R w a s quite unorthodox in this respect.
Instead of th e usual arrangem ent of an
aluminium piston w ith rings or (adm ittedly
uncommon on a large engine) a lapped
cast-iron piston, th is engine had an a lu
minium piston w ithout rings and fitted in
stead w ith a fixed hardened and lapped
M eehanite band above the gudgeon-pin.
For the latest model, however, Super-Tigre
manufacturer Garofali has adopted an even
more unconventional system . Code-named
A B C (as described in last Septem ber's
L E .N .) , th is, as used in the production
engine, com prises an alum inium piston
w ith ou t rings, running in a brass cylinder
sleeve having a chromium plated bore.
The piston is quite tigh tly fitted to" the
bore, especially at the top of the stroke, but
w e are assured by those w h o have used
these engines that they sh o w little sign of
seizure during the running-in period.
Apparently, despite the fact that the c o
efficient of expansion of brass is still low er
than that of alum inium , a happy situation is
achieved whereby a remarkably consistent
piston/cylinder clearance balances adequate
piston seal against freedom from excessive

disc valve model engines and pioneered by
Edgar T . W estbury, th e noted B ritish model
engine designer and technical consultant to
The M o d e l Engineer etc. (currently running
a fine series of rem iniscence articles in
M .E .' - E d .) .
W ith most of the early steel and cast-iron
valve d iscs, little or no attem pt w a s made to
balance them and this w a s one of the
reasons for the subsequent adoption, in
most production engines, of thicker but
lighter valve d iscs of alum inium or non-
m etallic m aterials. These w ere, in most cases,
partially counterbalanced by hollowing the
rear face of the disc. The n ew hardened
steel G .60 disc (it is fitted to the latest G .60
R /C as w ell as the G .6 0 R ) is. how ever, both
light and almost perfectly balanced. It is
machined and ground to a th ickness of
.0 7 7 in . and, opposite the intake port it has a
recessed sector .062 in. deep (i.e . leaving
the disc only 15 thou, thick at this point) and
large enough to balance the intake sector.
Th e drive pick-up slot is balanced by
another slot diam etrically opposite w h ich
also serves to m aintain the correct induction
tim ing if it is desired to alter the carburettor
location. The disc incorporates a boss to
provide adequate bearing area and prevent
w obble. It runs on a hardened steel 4 mm.
dia. pitvinserted through the backplate and
locked by a set scre w . The pin is internally
drilled at the forw ard end in order to allow
lubricant to reach the disc bearing.
The original G .6 0 had a 'W isn iew ski' type
internally counterbalanced crankshaft but
the latest version reverts to an orthodox
pattern w ith w eb flanks cut aw ay each side
of the crankpin. The shaft runs in a 1 2x28
mm. ball-bearing at the rear end and an
8 x 2 2 mm. bearing at the front. The alloy
prop driver, of w h ich the backplate of the
excellent machined spinner unit is an in
tegral part, is keyed to the sh aft w ith a
W oodruff key.
F .A .I. e v e n ts in Europe 1 9 6 9
WORLD CHAMPIONSHIPS
R A D IO CO N TR O L J u ly 23-27 1969 - Le m w e rd e r. B rem en.
W e s t G erm an y.
P lu s In te rn atio n a l R / C S c a le .
FR E E F L IG H T A u g u st 12-17 19 6 9 - W ie n e r N e u stad t,
A u s tria .
INTERNATIONAL EVENTS
Feb ru ary 16th F .A .I. Free Flig h t, H e ls in k i, Fin lan d .
A p ril 6/7th C / L Speed T / R C o m b at. H radec K ralo ve.
C z e c h o slo va k ia .
M ay 10/11th A m ste rd am Cup F .A .I.
Free F lig h t, R o se n d aalse H eide, N ether
la n d s.
M ay 25/26th C riterium du Nord
F .A .I. Free Flig ht
R /C M u lti, M aub erg e. Fran ce .
Ju n e 14/15th R /C S c a le . M etz. Fra n c e .
37 January, 1969
L e ft: T h e s h a f t a s s e m b ly o f th e G.60R.
R ig h t: L a te s t S u p e r- T ig re r o ta r y - v a lv e , as
s e e n o n th e G.60R, f e a tu r e s th in , h a r d e n e d
s te e l v a lv e d isc, a l m o s t p e r f e c tly b a l
a n c e d a n d r u n n in g o n h a r d e n e d s te e l pin .
B e lo w : U n iq u e p is to n a n d c y lin d e r
a s s e m b ly o f G .60R in c lu d e s a lu m in iu m
p is to n w ith o u t rin g s a n d a b ra s s c y lin d e r-
lin e r w ith c h r o m e d b o re . N o te w id e
s q u is h -b a n d o n h e a d , u s e d in c o n ju n c tio n
w ith fla t c ro w n p is to n . B o tto m : M ain
c a s tin g u s e d by G.60R, a ls o e m p lo y e d by
s e v e ra l o t h e r la r g e S u p e r- T ig re e n g in e s,
f e a tu r e s v e ry b ig tr a n s f e r p a s s a g e a n d is
r o b u s tly p r o p o r tio n e d .
the crankcase. How ever, the ringless piston
of the G .6 0 R has enabled the gudgeon-pin
holes to be placed higher so that the piston
is lowered and (w ith the piston skirt slightly
cut aw ay fore and aft to clear the crankshaft
counterbalance and backplate at B .D .C .)
effective crankcase volum e is slightly re
duced and prim ary com pression increased.
T h is has, of course, required the lowering of
th e cylinder ports to restore correct tim ing.
A new cylinder head, projecting farther into
the bore, is also used in order to m aintain
the required compression ratio. The internal
head contour is parfectly sym m etrical and
might best be described as being of a
'bow ler hat' section, a w ide (4 .7 m m.)
squish-band w ith a deep small diameter
com bustion cham ber. An 0 .2 mm. copper
head gasket is used.
The porting fo llo w s the basic Super-Tigre
racing pattern first seen in the 'Jubilee'
model G .20 in 1 9 6 0 - i . e . large parallelo
gram shaped transfer ports, a fairly moderate
exhaust port area (5 .5 mm. deep by 115 deg.
of the cylinder circum ference on the G .6 0 R )
and approxim ately equal exhaust and
transfer periods. Checked tim ing of the
G .6 0 R exam ined w a s : exhaust period 135
degrees, transfer period 134 degrees. The
rotary valve opened at 34 deg. A .B .D .C . and
closed at 59 deg. A .T .D .C . Incidentally, the
carburettor choke is some 12 mm. bore and,
of course, requires a pressurised fuel supply.
If desired, th e crankcase pressure can be
tapped for th is purpose: the backplate is
drilled for a rotary-valve timed high-pressure
outlet and a screw -in nipple is supplied.
The connecting-rod is of machined Modern racing .60's tend to be fairly
alum inium alloy w ith a bronze bush and heavy and the G .6 0 R w eighs 17.7 oz. -
lubrication slit at the big end but plain eye at about 3 oz. more, for exam ple, than the
the small end. On all the G .6 0 series engines, Series 2 0 M cC oy 60. The engine is 6-|\- in.
the conrod is longer than usual for a motor long, including spinner, and ju st under 4 in.
of 22 mm. stroke. Th is reduces conrod high. It fits a bearer spacing of 1 2 1 /3 2 in.
angularity, and thus piston side-thrust, but and has an overall w idth of 2$ in. C onstruc
atth e expense of greater dead volumo within tion throughout is to high standards.
Ju n e 21/22nd
J u ly 5/6th
R /C Slo p e S o a rin g . R ana, C z e ch o slo va k ia .
F .A .I . Free F lig h t, M u n ich , W est
G erm an y.
J u ly 5/6th European C h am p s. Ind oor, B rn o , C ze ch o
slo v a k ia .
J u ly 12/13th P ierre Treb od F .A .I.
Free Flig h t, M arig n y-C h atel, Fra n ce .
J u ly 12/13th M e cse k Cup C / L S p e e d , T / R . P e c s.
J u ly 25/27th
H ungary.
G a rcia M orato Cup F .A .I . Free Flig h t,
S p a in .
A u g u st 2/3rd Hajdu C u p . Ind oor, O ebrecen. H ungary.
A u g u st 23/24th M agnet and F / F G lid e r. K o b lin g , A u s tria .
A u g u st 21/25th C riteriu m of A c e s , B elg iu m .
Septem b er 14th A lis c a Cup F .A .I . P o w er, D eb recen,
H ung ary.
Septem b er 2 0 /21st C / L Speed S tu n t T / R . B o ch u m , W e s t
G erm an y.
Septem b er 25/28th R /C M u lti, Lie n z . A u s tria .
Septem b er 18th Raba Cup W a k e fie ld , G y o r. H ungary.
Aero M odeller
C O M P A R IS O N S are said to be odious - but are sometimes in
evitable. A case in point is the N o rth ern A rea F .A .I . M e etin g , held
at Topcliffe on 20th O ctober 1968, just a fortnight after the second
F / F Trials - and certainly affected by such close proximity.
Even attendance suffered as most of the regular Southern con tin
gent failed to appear this year. But even allow ing for this, the meeting
w a s not as w ell supported as in 1967. On the other hand the contest
w a s blessed once again by good flying w eather. Despite an un-
encouraging Saturday and an adverse forecast, the actual co n d i
tions w ere very acceptable - mostly overcast and generally with
insufficient w ind to take m axs. off the airfield. There w a s plenty of
lift but it w a s w eak, localised, and short-lived.
Despite, or because of, the exam ple of the Trials tactical flying
w a s far from universal. M any entrants, especially in W akefield,
elected to rely on their ow n judgm ent. Inevitably this produced
more mistakes, and hence low er scores, than might otherwise have
been 'achieved'. Even so, the general standard of flying w as lower
than I expected. Th is w as most obvious in Pow er, but also showed
in W akefield.
The contest w a s flow n in five rounds, the first of two hours
duration, and the others of one hour. The only power entrant to
record an all-m ax. score w as Brian M artin. He had little difficulty
w ith the sheet-surfaced, Miebach-tuned G 15 powered model
w ith w h ich he just missed a Team place. Th is could hardly be said
for the runners-up.
Dave Wiseman surprised him self w ith trim trouble, inconsistent
flight patterns and tw o over-runs from the model with w hich he
had ju st topped the Trials, and w h ich had flow n 'on rails' all season.
H e a d in g p h o t o ,
fifte e n y e a r s old
D a v id P Ic w s .J u n io r
C h a m p io n o f 1968
w ith o n e o f his
g la ss fib r e fu s e la g e
A /2 G lid e rs . D ave
h a s g iv e n th e S e n
io r s a r u n in th e
g lid e r c la sse s a n d
w e ll d e s e r v e d his
h o n o u r.
G e rry T id e s w e ll
r.o .g s h is v in ta g e
' G u t t e r i d g e
T ro p h y W in n e r '
w h ic h h a d a few
b o th e r s at th e
N .A , e v e n t.
38
F r e e F lig h t *
C om m ent O D o n n e ll
Nevertheless he totalled 14 :1 6 . Even R ay M onks' model lacked its
usual clim b, and certainly hit poor air on one flight.
It w a s hardly my day. I dropped three seconds on my second
power flight, then lost my H P 15D model in the next (and only
w in d y) round. 'W hat! - with that motor' said the T / R exponents
from whom I had obtained amyl nitrate to smooth out the rough
running experienced the previous w eek at the South Coast Gala.
The loss w a s only temporary how ever, and it appears that the
model w a s picked up by a 'local inhabitant' as it landed.
Glider w a s rather tricky as thermals w ere usually only sufficient
to enable models to hold height. The lift w a s also liable to 'die out'
suddenly as I demonstrated on the final round w ith a 1 :53 flight in
w hat looked and felt like sufficient lift. Th is enabled M ike Reeves
to w in w ith four flights from his normal model and one from his new
'still-air' development. Both have short noses, balsa fuselages and
under-fins. Runners-up were Henry Tubbs and Dave W hite, both
w ith n ew , if conventional, models.
Dave ended a rather quiet (for him ) season very w ell by also
w inning the Wakefield event. He picked poor air for the first flight,
but must have dropped very little time thereafter. Wakefield e x
ponents Ray Pavely and Bob W ells came second and third to bring
N orw ich's name into the results - although I find it difficult to think
of them as other than Hornchurch.
The follow ing Sunday saw my making another trip over the Pen-
nines, for the P an n ett/V in tag e/etc.. events held at Elvington.
Having been to Topcliffe en route (to collect the F .A .I. m odel) I
arrived rather late, but still in time to w itn ess the first official flight.
Typically, this w a s made by Russell Peers flying his usual ETA 29
light-weight design, the surviving exam ples of w h ich have V .l.T .
A s visib ility w a s marginal due to a com bination of mist and 10 m.p.h
drift, the flight w a s eagerly watched by all those still wondering
w hether to start. 'Rather difficult to see' w a s the general verdict
on the m ax, and this set the scene for the rest of the day.
Contrary to expectations the mist did not clear, and this spoilt
w h at w a s otherwise quite a nice day for flying (a s distinct from
com peting). The power event for the T o n y Pannett Memorial
Trophy' w a s most troubled by the visib ility, w ith several good flights
timed o.o .s. to the chagrin of M essrs. M onks, Baggott, W isem an and
maybe others. I had to struggle w ith an over-heating engine (not
run enough yet) and a most erratic Seelig timer. After tw o over-runs
in the Pannett and one at the Northern G ala. I may be unlucky in
having a bad exam ple. From w hat I have heard elsewhere these
tim ers are not the autom atic 'an sw er to the m odeller's prayer" that
they are often considered Practical snags w ith the w ire arm s either
jum ping out or sticking down can be overcome once it is appreciated
that they can occu r The susceptibility to water and/or rust is not so
easily countered.
The Vintage event w a s reasonably well supported w ith a variety of
models that aroused considerable 'spectator' interest. W ith 250 ft.
tow lines allowed for glider, the three basic categories w ould seem
fairly evenly matched - but the top two places w ent to the only
gliders participating. Jim M oseley w on w ith a good score of 8 :2 8
from his 'Lu lu ', w h ilst Henry Tubbs w a s second w ith a minute less
flying a 'M ick Farthing Glider'.
Gerry Tidesw ell showed remarkable perseverance w hen a ta k e
off crash, attempting his third flight, sm ashed the w hole fuselage
nose of his 'Gutteridge Trophy W inner'. He rebuilt it - but with
F .A .I. M e etin g , T o p c liffe , O cto b e r 20th
F .A .I . P o w e r. 1. B . Martin (Tynem outh) 1 5 :0 0 . 2. D. Wisem an
(Y o rk ) 1 4 :1 5 . 3. R. M onks (Birm ingham ) 1 3 :3 7 . 4. R. Baggott.
(Birm ingham ) 1 3 :1 1 . A /2. 1. M . Reeves (W hitefield) 1 4 :5 8 . 2. H.
Tubbs (B aild o n ) 14 :2 3 . 3. D. W hite (Y o rk ) 1 4 :2 2 . 4. J . O'Donnel.
(W hitefield) 13 :5 3 . W a k e fie ld . 1. D. W hite (Y o rk ) 13 :4 1 . 2. R
Pavely (N o rw ich ) 1 3 :3 1 .3 . A. W ells (N o rw ich ) 12 :5 2 . 4. D. Hipper-
son (C ro yd o n) 1 2 :4 2 .
E lv in g to n , O cto b e r 27th
P a n n e tt M e m o rial T ro p h y (O p e n P o w e r). 1. R Peers (Congle-
ton) 8 :4 3 . 2. J . O 'Donnell (W hitefield) 8 :3 7 . 3. R . M onks (B irm in g
ham ) 8 :3 6 . 3. R. Howarth (W hitefield) 8 :1 4 . V in ta g e Pro 1951.
1. J . M oseley (B aild o n ) 8 :2 8 . 2. H. Tubbs (B aild o n ) 7 :2 4 . 3. G.
Tidesw ell (B aild o n ) 6 :5 7 . 4. J . Turner (Teessid e) 5 :4 4 . Co up e
d 'H iv er. 1. T. Medley (U .S .A .) proxy H. Tubbs 5 :50. 2. J . O 'Donnell
(W hitefield) 4 :5 2 . 3. H. Tubbs (B aild o n ) 4 :2 7 . 4. R . Hoff (Sh effield ).
3 :3 6 . A/1 G lid e r. 1. J . Pool (Y o rk ) 6 :0 3 . 2. R. Firth (Sh effield ) 5:54
3 , M . Reeves (W hitefield) 5 :0 6 . 4. P. O liver (W hitefield ) 5 :0 2 .
 39 January, 1969

little time to spare. The next r.o.g. w a s follow ed by a pow er stall, a

momentary touch dow n, and a short flight thereafter. Th is w a s
speedily retrieved, and immediately follow ed by a reasonable flight.
A s three attempts were involved, perhaps 1940 rules w ere invoked
so as to aw ard him third place. Nevertheless it w as a fine dem onstra
tion of w hat can be field-repaired.
Jim M oseley proxy-flew Jo h n M ayes' 'Intercepter' to record
the only pow er score in Vintage. Several other power models met
their demise after a variety of unwanted manoeuvres.
Coupe d'H iver certainly gave Tubbs a busy day due to use of
Chavenay rules (one entry per m o d e l). He flew three times, in clu d
ing Tom M edley's 'Garter Knight' by proxy. His early flights w ith
Tom 's model w ere best w ith a very good score of only 10 seconds
short of a 3 x 2 :0 0 treble. The better of his o w n models w a s nearly
H minutes behind. I flew late, after finishing pow er, for second
place w ith the same old model that I've flow n for some years.
In A/1 glider, Jo h n Pool's 'Strolling Bone' just edged out Ron
Firth's 'Syncopator'. Mike Reeves might have been much closer
to them had he not inadvertently bent an auto rudder stop, and then
unsuccessfully tried to tow the model dow n.
Prizes at both the Northern Area M eetings w ere plaques to third
in all events, plus trophies for certain events and a certain amount
of m erchandise from some sections of the 'Trade'.
W arps by intent
W A R P S are often considered to be one of the major headaches
of modelling, and of w h ich many enthusiasts have an almost
illo gical fear.
Generally, free-flight modellers of any experience seem to
realise that w arp s are a factor to be considered (w h ilst C / L and R /C
follow ers have been know n to be all but unaw are of the pheno
m enon). But appreciation, although necessary, is only a beginning.
W arps have their uses, even if to most people this extends no
further than the ability of w ashin (m ore incidence) to hold up the
inside w ing on a circling model. Nevertheless w arp s are now
occasionally quoted on plans, and even on three-view s, although
there have been w hisperings about som e designers suggesting
standardised w arp s rather than those they use.
I get the impression that most 'plan-builders' merely incorporate
such w arps at the building or doping stages, and trim the model
as best they can. If the w arps change then they attempt
to retrim to suit. A s I personally regard w arp s as quite a critical
trimming device, I prefer to ensure that the in ten d ed w arp s are what
I obtain and retain.
W arp prevention starts w ith good basic structural design. This
includes 'balancing' the structure so that it is not immediately and
*
P ro x y flow n by
H e n r y T u b b s , th is
A PS G a r t e r
K n ig h t m a d e by
U .S Rod & C u s to m
m a g a z in e p u b lis h e r
T o m M e d le y w o n
its c la ss a t E lving-
to n .
inevitably distorted by the covering, correctly .itting joints that
avoid built-in stresses, and the use of geodetic ribs and other a n ti
w arp devices.
The act of applying the covering can cause com ponents to w arp
through uneven tension, and attempts to pull out w rinkles part w ay
through covering. Despite often-published advice to the contrary,
I iron any time that has been creased o r folded. A heat setting as lo w
as w ill smooth the tissue is used - and the tissue kept ro lle d there
after.
I also water shrink a ll tissue before doping. W hilst not absolutely
essential w ith M odelspan' it does mean that the covering need
only be applied sm oothly and not tightly. The water can be applied
quite adequately by brush, and need no t be sprayed as invariably
recommended in all the textbooks.
Pinning down surfaces after doping is often advised, but is
rather im practical w ith polyhedral w in g s. Personally I do not pin
dow n com ponents, but I do endeavour to dope both sid e s of a
w ing panel (b stw aan dihedral breaks) one after the other w ith as
little time between as possible. W ings are stood on their L .E .'s
as soon as the dope is dry enough not to flo w . Incidentally my
w ing s are sto red in this fashion as it reduces the tendency to tw ist
through their ow n weight.
W arps, of course, still appear but can be removed. Th is is a
topic that w ill be discussed at some length next month.

*9969 S M A E C o n test Programme N A TS (cont.)

M arch 23 (P L ) ( S ) F .A .I . G lid e r (K .M .A .A . C u p ) A rea ( J ) Open R ub ber (M .A . C u p )
Open P ow er (Frog S e n io r) Cent: ( J ) Open G lid e r (T h u rsto n C u p)
(C ) Open Rubber ( J ) Open Pow er ( S ir Jo h n S h e lle y )
A p ril 6 Ki R /C and C / L M eeting (T r ia ls for
C rite riu m ) C en t:
,A Pow er
F .A .I. Team R ace (D a v ie s T ro p h y)
A p ril 20 (P L ) ( S ) F A I P ow er (H a lifa x T ro p h y ) A rea W o m e n 's Cup
Open R ub ber (G am ag e C u p ) C en t: Ju n e 8 (X ) R /C and C / L M eeting C en t:
(C ) ( J ) Open G lid e r Ju n e 15 vPL) ( S ) FA I Rubber (W esto n C u p ) A rea
M ay 4 Open Rubber (F lig h t C u p ) ( C ) ( J ) Open P ow er (W h ite C u p ) Cen t:
SO U TH ERN G A L A Open G lid e r (P ilc h e r) Open G lid e r.
J u ly 6 (P L ) Team G lid er (M E. C u p ) A rea
Open Pow er (S h o rt Cup)
4A Pow er (Q u ic k s ta rt T ro p h y) (C ) ( S ) FA I P o w er (A s tra l Tro p h y ) Cen t:
C h u c k G lider ( J ) Coupe d 'H iv er
A u g u st 10 (P L ) Team P o w er (K e il T ro p h y ) A rea
( X ) R / C M ulti A e ro b a tic s
(A e ro m o d e lle r Tro p h y ) (C ) ( S ) F A I Rubber (G u tte rid g c Tro p h y )
| A Team R ace Cen t:
R at R ace (P ro v isio n a l) ( J ) A/1 G lid er
Com bat A u g u st 31/ FA I R ubber Cen t:
C / L A e ro b a tic s Septem ber 1 F A I G lid er (7 flig h ts in | hour
A lso R /C S c a le T ria ls ro u n d s)
F A I Power (P ro v isio n a lly C / L and
M ay 25/26 S ) FA I R ubber (5 flig h ts) C / L & R /C R /C at sam e ven u e)
B R IT IS H ( S ) FA I G lid e r (5 flig h ts) Septem b er 7 Open R ubber (C aton Tro p h y )
N A T IO N A LS ( S ) F A I Pow er (5 flig h ts) NORTHERN Open G lid e r (C M .A . C u p )
R .N .A .S . G A LA Open P o w er (H am ley T ro p h y )
T a ille s s (L a d y S h e lle y )
Y EO V ILTO N Frog Ju n io r R /C M ulti A e ro b a tics
R /C S c a le (R a d io M odeller Tro p h y ) F A I Team R ace (W h a rfe d a le Tro p h y )
( X ) M u lti R /C ( S .M .A .E . T ro p h y) 4A Team R ace (B u d a p e st T ro p h y)
C / L A e ro b a tic s (G o ld Tro p h y ) C / L A e ro b a tics
C / L S c a e (K n o k k e No. 2 Tro p h y ) R at Race
Rat Race Com bat
H an d icap Speed Septem b er 14 C / L Team T ria ls for 1970 W orld
Com bat C h am p io n sh ip s Cen t:
R / C Pylon Team Race Septem b er 14 (P L ) Team R ubber (F a rro w S h ie ld ) A rea
^A Team Race (C ) ( S ) FA I G lid e r ( S .M .A .E . C u p ) Cent:
( R .A .F .M .A .A . Tro p h y ) ( J ) | A Pow er
M ouse R ace (U n d e r 0 .9 c c .) ( S I , ( J ) S e n io r and Ju n io r C h am p , o ven ts; ( P L ) Plugg c;
N ovelty Event ( X ) R /C In d ivid u al C h am p . A rea C e n t: Held at S .M .A .E .
C / L C a rrier A rea V e n u e s. C e n t. Held at one site o n ly.
Aero M odeller
A T a recent meeting I w a s intrigued by the quite diverse design
approaches of tw o leading model flyers, each of whom had that
golden touch. Model one w a s streamlined and eleg an t w ith all
modern refinements. The other, in contrast, w a s square built and
unadorned, as sim ple and basic as any sports model. But varied
as they may have been in looks they each had that special something
w h ich made them outstanding. W hat they did have in common,
though, w a s that they w ere both faultlessly constructed and per
fectly finished, w ith scrupulous attention to the fine detail.
A report, or rather letter, w h ich spells trouble for me com es from
the H e sw a ll M .A .C . They are incensed by our seeming inability
to spell their seven-letter name w ith the rite Severn leters. Spel us
rite !' they demand from Deer S u r. Th us cow ed w e take the point.
H e sw a ll it w ill be in future, cum w ot mai.
From the three-legged race in the land of the unfinished pussy cat
com es notice of the formation of a n ew club, know n as the M an x
M .A .C . In order to get started on a regular footing they are asking
for com p details, club registration ( ? ) and insurances. We are
hoping that the S .M .A .E ., to whom w e are passing on the request,
w ill find the Isle of Man w ithin its geographical scope. A n yw ay,
the new club intends to hold summer contests as an attraction to
tourists and as a lure to potential members. Possibly the sort of
model that might w ell intrigue the tourists is the Graupner Caravelle
w hich the report describes. It is fitted w ith a Merco 61 and m ulti-
control .H o w ever, the finished product turned out to be so beautiful,
and so expensive, that the ow ner/builder ju st hasn't the nerve to
fly it.
It doesn't matter how countrified you are these days you just
can't escape the encroachm ent of housing development. Th us the
m id-Essex situated group, the W ith a m M .A .C ., finds its flying
field threateningly nudged by the creeping concrete spread. Already
the houses are too close for com fort, and free flight members
particularly are on the look-out for a less encumbered site. N otw ith
standing the urbanisation, 1968 w a s a quite successful year,
featuring a number of club demos and tw o static displays. Members
also enjoyed them selves at som e of the big events such as the
Nationals and Old Warden. No contest participation, but points
have been watched and there are high hopes for the coming
season. New members w elcom e to the club. Contact P. J . Sim m ons,
S e c .: 19 Chelmers Road, W itham , Essex. Telephone Witham 2660.
Dreadful confession of the publisher of the W h ite fie ld M .A .C .
newsletter. He admits to his publishing duties having suffered as a
result of a curious addiction to the building and flying of toy aero
planes. 'Wherefore art thou, Roneo ?' ask the members, but a new
duplicator is now at hand and the mighty presses are rolling again.
Problem for the club pundits is the utilisation of a number of club
plaques left over from the ill-fated club rally, a notable casualty
of that unlamented sum m er of '68. B ut if Spain isn't the only
place to have rain on its plains at least the W hitefield planes in the
Madrid, Spain Postal A /2 Comp did w ell enough to take second
place. J . O 'D onnell, P. Oliver and M . Reeves placing 1st, 5th and
20th in the individual lists. Maestro J . O' also featured in the top
placings in the Gutteridge Trophy, the Woodford R ally, Cranfield etc.
W hat a Rat Race the lads had at sober sounding Drinkw ater (laps
galore I) . O nly three entries but plenty of action. W inner: Len
Morrell.
40
CLUB NEWS
R e c e n tly e le c te d C h a ir m a n o f th e S .M .A .E . L a u r ie B a r r ( le ft)
c o n g r a tu la te s n e w ly a p p o in te d 1969 F re e F lig h t t e a m m a n a g e r
S te v e B o w les a t th e S .M .A .E . P r iz e g iv in g in L e ic e s te r . S te v e w a s
c o lle c tin g h is 1968 c o n t e s t a w a r d s . S t a l w a r t S .M .A .E . O ffic e rs
S ta n W a d e , N o r m a n C o u lin g a n d G e o r g e L y n n s o r t o u t th e
h u n d r e d s o f P la q u e s in th e b a c k g r o u n d .
T o ll for the Brave'. Or rather not so much toll for the brave, as w e
hear from the B u c k a n e e rs Model Club newsletter that quite a
number of doughty types got through the rain-swam ped Cranfield
gate in the guise of B uckaneer helpers. T h is is probably unfair to
the gate minders as they w ere hardly likely to know w hether the
visitors w ere entering or w ere being blown in . Weather at Cranfield
got the Navy Carrier off to a good waterborne launching. Seriously
though, the fact that this event, like so m any on that tempestuous
day, w a s a near w ash out, brought much heartache to all w h o were
involved in the nurturing of the C arrier com ponents: the collection,
repairing, storing and delivering of sam e, not to mention the expense.
Credit to the Buckaneers, though, for all the good w ork they put
into the Cranfield meeting. In the newsletter the Club Sec. has a
few pungent comments to make on Radio Control judging. A s
m aneouvres get more slick and com plcated, so m ust the standard
of judging be up to the quality of the flying. It requires then that the
judges should be highly experienced men, w ith the sort of practised
eye that is only acquired through much view ing of com petition
radio flying at club and area level. Trouble is th a t as the standard of
flying gets higher, there w ill be few er and few er judges capable of
adjudicating at the required level of com petence. Certainly w hat
must be avoided is any thought of handing the chore to 'prestige'
visito rs of dubious ability.
Ups and d ow ns in contest life ; so , too, in the fate of clubs.
D u n fe rm lin e M .A .C . w a s a sw inging group a couple of years ago
but came a slump in interest and the club dwindled to nothing. N ow ,
lo and behold, a great revival is u n d erw ay. M oving spirits are getting
things going once again. A major effort has been put into the finding
of a new clubroom , and the lads have turned up trum ps w ith a whole
four-room flat. No mention, though, of how long they had the clu b s
name down on the housing list. Furnishing the flat presented quite
a problem as the old clubroom gear w a s on its last shabby legs.
Nothing daunted, the lads toured the local furniture shops equipped
w ith nothing but a good, hard lu ck story. R esult: a load of solid
serviceable furniture, all for the price of a few brass nocks. A ll that
is needed now is the old time m embership strength to fill the
spacious accom . and its mod. cons, w ith the cheerful ch a t o f mod.
bods. If you are looking for a home from home, please contact the
Secretary, M. C . Rouse, 41 Mid Beveridgewell. Dunferm line, Fife.
Like Rubber Pow er, C / L flying is a long time dying, although
given a dism al prognosis. Report from the F e lth a m D .M .A .C .,
cites 1968 as the best season ever. Perhaps a slig ht bias here, as
Feltham has won most of the C / L events it has entered, particularly
Rat R acing , w here the club has appeared in the fin als of every comp
south of the Scottish border. Th e Pied Piper is ju st not in it. Fastest
tim es recorded have been by Fred Lambert. He did five m iles in
2 m ins. 47 secs., w h ilst Dave Rudd did 10 m iles in 5 m ins. 46 secs.
A proud club achievem ent is that of being the only club to have
beaten the 3-m inute barrier for five m iles - and several tim es at that.
In the sphere of controlled flight m inus lines, M ike B irch , the Tough
at the Top' boy. w on both Nationals and Trials in A erobatics. W e all
w ish him the best of luck as a B ritish team member next year. N ow ,
I'm not sure w h at a baby pacifier tank is, but it is, no d o u b t som e
nursery adaptation. A n y w ay , it has been doing sterling w ork on
Jo h n Dixon's K o o p er's Kanib/e Kom bat job. C lub claim is that
Feltham is the London club, as it reaches out to such w idely-spacod
suburbs as Chingford, Croydon and W oking. S o , as long as you
have a toehold on the sm oky metropolis you are w elcom e to
w eave your w a y to the Fairholme Prim ary Sch o o l, Peacock A venue,
Bedfort, Feltham , on a Tuesday evening. M eetings start at 8 .1 5 p.m.
Ju n io rs especially w elcom e. No truth in the rum our that the mem ber
ship fee is 15, or that it includes a free Rat R acer.
'Turbu/ator'. the newsletter of the C ra w le y Club w arn s members
that the school hall w h ich they have recently acquired as a clu b
room is for aeromodelling use only, and not to be used for staging
m ini-O lym pics. It is therefore suggested that the exuberant members
confine their athletic prowess to the 'C h u ck the Glider' event. To
give the right sort of encouragem ent the plan of an indoor chuck
glider is featured in the newsletter. The model, a M ini-S/arm i. by
chuck fam ily member. Tony Slater, is about 12 inches in span, w ith
a short, six inch fuselage. W ing and tail 1/32nd sheet. W e referred
earlier to the su rvival qualities of 'radio-doom ed' Control Line. This
dead-but-w on't-lie-down point is underlined by the high club

entry in the A ugust Stunt contest; six, no less. Good flying in spite
of the usual 1968 w eather in uncomfortable attendance. Ju n io r P.
D avis took first place, w ith veteran all-rounder, Pete Cameron,
second. T w o questions raised in a retrospective look at a som ewhat
depleted Area flying season: w as the lack of Craw ley participation
in F /F contests due to the 5s. entry fee ? Th is must obviously deter
those w ho enter for the hell of it anyw ay, and contesters w h o would
norm ally enter more than one event are likely to fight shy of a double
dip. Second question: has the seven flight rule had a putting off
effect on all but the athletically inclined ?
The revived Northern Area N e w s certainly contains a w h ack of
comment on the Free Flight scene, making com pulsive reading for
the aeronautically, as opposed to the mechanically-m inded modeller.
Included is an excellent article by Tom Cham bers on Wakefield
props - the sort of thing that separates the mag. flying men from
the dabbling boys, w h ich puts me, for one, right in the Ju n io r class.
Tactical flying com es in for some rather scathing comment, and
Jo h n Pool, the Editor, certainly has a telling point w hen he suggests
that those flyers equipped w ith pilot model launchers, pet time
keepers, and all the other appurtances of tactical flying, w ould not.
perhaps, be able to mount such a campaign on a foreign airfield.
Thus, to allow someone to get a team place on the strength of
tactics rather than flying ability would not be to the national
advantage. Another good editorial point from Jo h n Pool. He warns
that the N .A .N ., colum ns w ill not be a healthy place for arm chair
critics. Get up and go types w ill, of course, get the usual sym pathetic
treatment. Good for him. I, for one, have had enough of some of the
footling criticism w e have had of late.
N orth W e ste rn A re a 's M essa ge gives an insight into the
sort of high finance involved in today's top rallies. A t one time
the attainment of a 120 profit w ould have caused a m ass launching
of hats, but this return from the Woodford Rally w a s regarded by
Treasurer J . O'Donnell as a flop. In fact the rally w as considered a
su ccess as a public spectacle but a failure as a money spinner. A
bigger profit yield should have been realised in the indifferent, but
flyable w eather; thus to ensure against the sort of loss that could
result if real disaster w eather had struck. From the sublim ely
ridiculous to the mere preposterous. Derek Heaton w a s prevented
from flying on Burtonw ood Aerodrome by the duty Sergeant
because of a G o-Kart meeting. He should have known that model
aircraft don't fly that low. A run down on the Woodford Meeting
highlights the high incidence of model losses by F /F / modellers.
Seem s that much of this is due to pursuing flyers losing sight of their
models as they detour via the drome exit.
From the E a s t c o t e R a d io C o n tro l C lu b com es a short report
and a Country Member' newsletter. Country members, it seems
have a regular flying field at Duxford. The club still retains the use
of R .A .F . Bovingdon for w eekends. A short-lived privilege, alas,
as this drome is due to come under the axe w ithin the next tw elve
months. The club claim s to be very much S .M .A .E . minded, and is
concerned that its dem ocratic voice be heard in the councils thereof.
I trust, though, that when the w riter states that the S .M .A .E . must
be run as w e w ould like it to be run. he is speaking not parochially
but for the greater mass of members. An unusual Trophy 3ward
among the four now available, is one for the most original design.
There is also one for 'Lim bo'. I forget w hat that means offhand, but
sounds pretty purgatorial.
Most intriguing of the m any postal comp, events w h ich tho
N atio nal F re e F lig h t S o c ie t y (M assachusetts, U .S .A .) is running
something called P U F F N ow w h ile this term has certain unfortunate
connotations this side of the pond, it is all a question of w in d . In
fact the P U F F initials stand for Penetration U p-w ind Free Flight.
Virtually an im possibility in this country, w h ich is w h y the less
athletic go in for Radio. The idea is to get your rubber powered
model to do a tw o-m inute m ax upwind of the launching point.
Can't imagine how it could be done except in a back pedalling wind,
but gives food for thought design-w ise.
Further food for cerebral ingestion com es in the C h r is t c h u r c h
M .A .C .'s (N e w Zealand) very ample Torque magazine. A fte r much
highly-geared multi chatter w e are brought down to earth on page
umpteen w ith the fluttering touch of an indoor jo b. The 'clubroom
special' type members are asked to produce is a squared up 18 in.
span jo b , tissue covered for the initiate and microfilmed for the
expert. Flight tim es around 20 seconds. A tongue in cheek letter
to the editor purports to come from a perplexed spectator who
describes how a chap w ith a model plane tried to destroy it by
tw isting it inside-out w ith a large rubber band, failing, and in disgust,
setting light to the tail.
Som ething of the sting seem s to have gone out of the G la s g o w
H o rn e ts M .A .C ., if w e are to judge by the gloom y tone of the
latest new sheets. The editorial com plains of a marked drop off
in support, and the question is asked, 'Where do the Hornets go in
41 January, 1969
C o n test Calender
D ecem b er 26th B oxing D ay G a la . Open R / G / P . 2 /6d .
en try , 2 /6d . pre-en try. A t Chobham
Com m on. Note: T h is co n te st is not
organized by W o kin g as ad vertised la st
m onth.
Ja n u a ry 5th B ill W h ite D a y . Open R ubber ( B ill W hito
C u p ) Open G /P a ll in F .A .I. B lackheath
M .F .C . A t Chobham Com m on.
Feb ru ary 9th "C ro o k h a m W in te r G a la '' Open R ub b er/
G lid e r/P o w e r $A P o w er. V enu e Chobham
Com m on.
M ay 11th Eastb o urn e Slope Soaring R a lly , "Lo n g
M a n " , W ilm in g to n . S u s s e x .
Ju n e 22nd A E R O M O D E LLE R /R C M &E. A ll - sca le
m odel R a lly . Old W a rd e n . B e d s.
J u ly 27th South C o ast R /C R a lly . Golden C ro ss.
Septem b er 21st South M id lan d A rea R a lly . C ran field .
Septem b er 28th South C o ast G a I[a._______________________________
the summer ?' The situation is so bad that the future of the club may
w ell be in the balance. Clubs do, of course, go through these bad
periods. We come to accept the old. fam iliar faces around us in
the club room, then suddenly they are sw allow ed up by marital and
other indescribable distractions. W hat is needed at this juncture is
a vitalizing influx of keen, young prodigies, otherwise you can only
w ait in hope that the old ones may return to the fold, w iser.
More foreign new s. This time from the newsletter of the W e ste rn
P ro v in ce M .A .C ., of Capetown. Nice to record that old members
who like old soldiers, had ju st faded aw ay, have 'sloped' back, as it
w ere. For some reason, know n only to geriatric science, the old
ones are attracted to the idea of slope soaring. Odd, since there's
nothing more strenuous than clim bing.
I've alw ays had a little giggle to m yself whenever the name of
the fam ous Bong Airfield is mentioned, but it w a s more good flying
than bonging that w ent on at this W isconsin venue when the
U .S . F.A .I. Team selections were flow n . Opinion has it that the
U .S .A . team s w hich emerged are the best the country has ever had.
Th e vast distances that must be traversed to reach such events is a
tough test of enthusiasm . M any now do the trip by aircraft rather
than by covered wagon, but even that mode of transport has its
dangers. Imagine getting engine failure over the Grand Canyon!
And that actually happened to one com petitor. Did you know that,
in Am erica, model flying is making its contribution to marital b liss?
More and more tw in models are to be seen inscribed 'his' and 'hers'.
Finally, a couple of pen pals required, both for modellers in
Czechoslovakia. First request is from Vladim ir Peml, of Tylovo
n^brezi 367, Hradec 1, Czechoslovakia. He is 15 years of
age, builds F / F , C / L and Rocket models. Th e other request is from
J ir i Kukulj. Schvarzova, U I.40, P lzen -Bory, C .S .S .R . He is a F/F
Glider flyer, and is interested in swapping the Czech 'M odelar' for
the 'Aerom odeller' - a cracking magazine each, if I do say so myself I
Keep those flying fields flying.____________________ T H E C L U B M A N .
Recent Control-line Events
N o rth ern A re a S .M .A .E . F .A .I . M e e tin g , O cto b e r 20th
R iv e rs T ro p h y . (C / L R acing ) 1. Lau rie/Peart (N o vocastria) 9 :4 5 .
2. Turner/H ughes (W harfedale) 9 :5 1 . 3. Place/H aw orth (W harfe-
dale) 10 :5 9 .
9th R u ffo rth ', N ovem b er 3rd
Class B R ace run by W harfedale and D .A .C . At R .A .F . Rufforth,
Yorks. 1 . H a w o rth , p la c e (W harfedale) 1 0 :0 7 (2 0 0 L . heat) 49:41
(14 stops in 1000 laps).
1966 con verted F .A .I. M o d e l (a lso fast year s w inner) w ith Rego f/ow
tank. H aw orth Eta 15 + (b o re d out to 2 .8 c .c .J , chrom ed piston
m o d ified tim ing a n d 3 bearing shaft " R e v -u p " 7x7 1 " prop (1 0 0
m .p.h . m a x.).
2. H a m p so n /Y a te s (Leig h ) 109 laps (2 0 0 L. heat) 5 8 :1 7 (19
stops in 1000 laps).
1962 M o d e l w ith 2 c e ll tank (m inus vents, lo st in heat) Eta 19 (w ith
B ran d N e w p isto n an d Lin e r) C fassf/ugel 8 x 8 " P ro p (1 0 5 m .p.h.
m a x.).
2 other entries (Thurnscoe and W harfedale) did not fly.
H aw orth/Place were first aw ay at the start and Ham pson/Yates
had a slight lead, due to their extra speed, before their first stop.
But from here on the Wharfedale team took over and gradually
pulled aw ay for the rest of the race. Th e Leigh team w ere delayed
by having to tighten the prop at their second stop and changing a
plug at their fourth, bu tth eirm ain problem w a s re-fuelling a vent-less
tank. Added to this w ere 4 bad catches to W harfedale's one.
The extrem ely consistent run by H aw o rth/Place not only won
them the race but set up a new record for the event, easily beating
Horton/Hum phries' 1964 time of 5 4 :5 1 . Don Haworth said before
the start they anticipated going under 50 minutes w ith 13 stops if
all w ent w ell. But they had 14 stops I 49 minutes next year?
 " R t p M a x f c n i F i s i n

RADIO CONTROLS
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KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEM EN TS

 ATLANTIC
WINGS 591i
Kenneth McDonough
Man's greatest exploratory efforts have alw ays
centred upon the conquest of the Atlantic
ocean. Author Ken McDonough traces the
authentic history of North A tlantic aerial cro ss
ings. 1919-1939 with positively complete
factual data and vivid description of each
pioneer effort.
The tw enty full colour paintings have been
produced with closest possible adherence
to true colour tones of the real machines
and are in them selves a treasure for collec
tors of all things historical in aviation.
Appendices give tabular data on engines
employed in Atlantic bibliography and
a fascinating tabular summary of all
attempts and successful aerial crossings.
11a * in., 172 pages. Large format,
liberally illustrated with personality p h o
tographs and including 20 full colour art
plates detailing 12 o f the most famous
transatlantic pioneer aircraft, all to
common scale o f 1/72nd.

AEROMODELLER
ANNUAL 68-69
A truly vintage edition brings no less than 47 of the W orld's
most interesting model designs ranging from an actual size
Indoor flyer to W orld Champs winners. 'M ilestone' features
include George Aldrich on Secrets of Speed, engine tuning
and fuels; Theory of Model Flight; Aerom odellers who've
made their own full size aircraft; Noise explained; the
new Foam Plastic techniques by Erich Heimann; How to
use Epoxy; and how to keep control line tension.
Designs include Coupe d'Hiver, W akefield, A /2 , FAI
& -A Power, Open Rubber, Chuck Glider, Hydro, Team
Race, Stunt, R /C Multi, Sport, Scale, T a ille s s - y o u
name it and you'll find it here !
128 pages, size 8% x 5 in., hard cover depicting American
homebuilt 'BREEZY'. Includes comprehensive collection
o f plans and m odel drawings.

P le a se add 1/6 p a c k in g and po stag e for o rd e rs o f 12/6 and b e lo w . A bove th is o rd e rs are p o st free. Both b o o ks ob tain ab le from :
M O D EL & A L L IE D P U B L IC A T IO N S L T D ., 13-35 B R ID G E S T R E E T , H EM EL H E M P S T E A D . H E R T S .

KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS



* Send now for

13-17? You could be an Air Cadet

Jo in the A ir Train in g Co rps and youve
got a Hobby thats really worth having.
Here arc a icw o f the tilings you can do.
* * * - . , the R .A .l . abroad each year. Cadets
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Learn about flying. Y o u could even get
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KINDLY MENTION AEROMODELLER* WHEN REPLYING TO ADVERTISEMENTS

C LA SSIFIED T he A dvertisem ent M anager reserves th e right
to / 'u se or suspend advertisem ents without
glv.no any roason Every care Is taken ^o avoid

A D V E R T IS E M E N T S m U takes, but the publishers cannot be held

liable in any -vay lo clerical and printing errors
or om issions. Receipt of 'copy** lor publication
Implies acceutance ol Ihesr conditions b> the
P R E S S D A T E for Fe b ru ary is s u e . 1969, D ecem b er 20, 1968. advertiser. W hilst ever v cere is taken to e elude
P rivate M inim um 18 w o rd s 6/- and 4d . per extra w o rd . advertisem ents Irom doubtful sources no
Trad e M in im u m 18 w o rd s 12/- and 8d . per extra w o rd . D isp la y box rate 2.10.0 per responsibility can be a c c e d e d fy the publishers
sin g le colum n in ch . lor the bona tides ot advertisers.
B o x N u m b ers to co u nt as s ix w o rd s w hen c o stin g .
B o x re p lie s to be se n t care of A d v e rtisin g D ep artm ent, 13-35 B rid g e S tre e t, Hemel
H em p stead , H e rts, E ng land . C o p y re ce ive d after firs t p o st on Decem ber 20 w ill be held
over u n til the n e xt is s u e , u n le ss can ce lle d in w ritin g before 15th of the fo llo w in g m onth. A . P . S . C / L M esse rsc h m itt 109 w ith A . M . 15,
w e ll b u iit and fin ish e d . U n u sed . R e a d y to fly .
There are no re im b u rse m e n ts fo r c a n c e lla tio n s. 4 .1 0 .0 o .n .o . A ls o ne ar-n e w A . M . 15, p erfect
2 .1 0 .0 . S m ith , 141 C o v e n try R o a d , Bu rb ag e,
L e ic s . C.
C o n te st p o w er m odel 2 5 /-. D / T T im e r 20 /-.
S tu n te r p lu s L in e s 2 5 /-, both f o r 1 .5 c c ., O .S . 35
NITROM ETHAN OL
B.D. ENGINE MART
W ebuy good used Model Engines end urgently re
R ead y blended N itro m e th a n e /M e th a n o l 5 %
to 5 5 % in in crem e n ts o f 5 % fro m 13 /6
6 0 /*, con qu est E sca p em e n t 2 5 /-.
43744.
T e l : Slo ug h
C / L S c a le T w in s ! M e rcu ry P .3 8 L ig h tn in g 50$.
C.
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quire Vintage and Petrol e ng ines, etc. P o st your un p er g a llo n (a ls o in V 2 p in ts and p in ts ). A . P . S . S h a ck le to n w ith p la n 90 s. A ll need o n ly
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for lis t of secondhand b arg ain s, pan exchange on L B 6 2 5 , C a s tro ! R , e tc . sch e d u le (2 x 4d . F O K 2 5 45s , Fro g 249 4 5 s .. T w o A M 1 5 35 s.
any new engine with p le asu re. W rit* to stam p s, p le a se ) fro m : each . A ll in e x c e lle n t ru n n in g c o n d itio n . B o x N o .
837 ( B u c k s ) , A e ro m o d e lle r O ffices, H e m e l H em p
B.D. Engine Mart. 15a Long Drive. East Acton, J A C K EM M O TT L IM IT E D , ste a d , H e rts . C.
London, W.3. 5 D upree R o ad , C h a rlto n , London S .E .7
T e l: C l - 858 - 7906.
W A N T ED
FOR S A L E E .D . B e e o r M ills .75 o r s im ila r In good co n
d it io n . M a r t in , 7 W e stb u ry R o a d , L e ic e s te r.
S e llin g M a c G re g o r M in i-M a c R e la y le s s 9 . C o x M c rc o 35 S tu n t, ru n 10 m in u te s o n ly . Un
M e d a llio n .09 R / C 4. E .D . R a c e r 2 .5 e c . 1. m a rk e d . B o x , tr a n s fe rs , e tc . G e n u in e reason W anted in good c o n d itio n . D - C B a m b i, A - S 55,
T e l: 01-504-0496. 3 8 H ills R o a d . B u c k h u rst H i ll . f o r s a le 8 5 /-. 10 M a sw e ll P a rk R o a d , H o u n slo w , E .D . P e p . P e te r S c o tt, 112 P a rk L a n e , H aye s
Esse x. C. M id d le se x . C. E n d , M id d le se x . C.
P .A .W . 1.49 v .g .c . 5 0 /-; plus R u b b e r & C / L D -C B a m b i, p re fe ra b ly in good c o n d itio n . J .
C itiz e n s h ip P ro p o rtio n a l. 4 se rv o s, R x , T x , p la n s. S . A . E . 4 S t . J o h n s C o u rt, Penstone
re c h a rg e a b le b a tte rie s. N e v er flo w n , bench tested W o lfr a m , W h ite Lo d g e. V a le R o a d . M a y fie ld .
C lo s e . L a n c in g , S u ss e x . C. S u sse x. T e le p h o n e M a yfie ld 3 3 9 5 . C.
o n ly , re c e n t fa c to ry c h e c k , 4 m onths o ld , g u a ra n N ew P .A . W . 2 .5 9 0 /-. 6 m onth old P .A .W . 2 5
tee, 85. H c d le y . H e b u rn -o n -T y n o . P h o n e 833279 W a n te d . O liv e r and P .A .W . 2 .5 and 3 .5
7 0 /-. B o th 7. H u n te r, 7 F a n s h a w e C re s ce n t, engines and S tu n t, C o m b a t p la n e s. E v a n s , 228
a ft e r D ecem b er 15. C. H o rn c h u rc h , E s s e x . C. C o n w a y R o a d , N e w p o rt, M o n . C.
E x c e lle n t P A W 2 .4 9 / 4 , 40 m in s, ru n n in g , plus M ilit a r y and C iv il A ir c r a f t , P h o to g ra p h s, lists S e llin g U p? A e ro m o d e lle r re q u ire s R a d io
m uffler 70 /- P A W 1 .4 9 5 0 /-. W en m a c H o tsh o t 3d. S . A . E . . p lease. T . . B ro w n . 45 C lifto n equ ip m ent, e ng ines, a n y th in g useful fo r w o rk
3 0 /-. 185 B a rn e ttw o o d L a n e , A s h te a d , S u rre y . R o a d , S o u th a ll, M id d x . N o c a lle rs , p lease. b ench. 100 G r e n fe ll C lo s e . 8 ig g in g H i ll , W este r-
30 y e a rs o f ae ro m o d e llin g b ehind m e and O -Z ha m , K e n t. C.
se llin g up: K it A ir flo B a b y 1947: H e lls A ng el R e ce n tly un earthed v in ta g e k it s , m a in ly W a k e W a n te d cle a n p re -w a r cop ies o f " F ly in g A c e s
1946 b u ilt w ith p la n ; plus m a n y o th e rs. E n g in e s; fie ld . A n d p o s sib ility of a lim ited nu m b er o f and . . . C . B a ite s. 22 U p la n d R o a d . E a st
M c C o y 29 ig n ; B u n c h , etc. E n g in e p a rts : Frog ' F ly in g M in u te s , th e s tre a m lin e d W a ke fie ld D u lw ic h , L o n d o n , 5 .E .2 2 . C.
100, 1946; M e lo y ; E ta ; etc. A e ro m o d e lle r. m odel becom ing a v a ila b le . A n y o n e interested ? W anted som eone to c o n stru c t th e S te rlin g
m agazines co m p lete. N o . 1 vo lu m e up to aro und D ix o n , 39 G ra n g e fie ld s R o a d , Ja c o b s W e ll, M .E .- 1 0 9 k it , a lso v/anted A m e ric a n M o d e le r
1955. A ls o m any o th e r m o d ellin g b oo ks going G u ild fo rd , S u rre y . C. dated A u g u st 1961. T u r n e r , 84 R ep to n R o a d ,
back to b efo re 1939. T e le p h o n e A ld e rs h o t 25860 M erco 35 p lu s s ile n c e r 4. P .A .W . 1.49 plus B o rd e slc y G re e n E a s t , B irm in g h a m 9 . C.
fo r a p p o in tm en t to v ie w o r w r ite f o r lis t, s ta tin g s ile n c e r 3 . B o th eng ines n o t p ro p e rly ru n In .
w h at Is s p e c ific a lly w a n te d . Jo h n A . H o rn e . 12 A lso M ills .75 v .g .c . A n y o ffe rs? S . S h e lle y .
V a le R o a d , A sh V a le , A ld e rs h o t, H a m p s h ire . 98 P lu m b c ro n A v e n u e , H o c k le y . E s s e x . C.
C. TRAD E
K i t b a rg a in s. D e B o lt C usto m B ip e 1 0 . G r a u p E L L E S M E R E C A M E R A S in co -o p e ratio n w ith
n e r P fag g io R / C 3. V e ro n T ip s y N ip p e r 2. R O L A N D S C O T T L T D . w ill m ake a generous
H egi S t ry ro fix 1. S te rlin g Pete C / L 1. B e rk le y M O D EL & CO N TR O L S P E C IA L IS T S P a r t E xc h a n g e o ffe r f o r a n y P h o to g ra p h ic E q u ip
T .2 8 C / L 1. B o x N o . 836 ( N o t t s ) . A e ro O FFER m en t to w a rd s a n y M o d e llin g G o o d s o r to w a rd s
m o d e lle r O ffice s, H em el H em p stead , H e rts . o th e r P h o to g ra p h ic E q u ip m e n t. No D eposit
C. Sim p leto ne fin ish ed u n its T e rm s w ith up to 24 m onths to re p a y . L a te s t
T . X . and R . X . ...................... 9 19 6 lis ts sent on re q u est. E lle s m e re C a m e ra s, D e p t.
F o k 2 .5 A / C e ng ine w ith W / C a c c esso ries. R e la y ve rsio n . . . ... ... 10 19 0
In clu d in g s ile n c e r. R / C th ro ttle . O ffe rs to 76 ( A M ) , 15 B o lto n R o a d , W a lk d e n , M an c h e ste r.
W ric k le m a rs h R o a d . B la c k h e a th . L o n d o n , S.E.3^_ O r go S uperhet P hon e 061-790-5754. C .D .E .
T . X . a n a S u p e rto n e R . X . . . . 13 19 6 B e a u tifu lly b u ilt l^A S t ru tt e r , Vfe s c a le , M erco
(L e s s X T A L S and R e la y ) 29 R C and F lig h t L in k P ro p o . P e rfe c t c o n d itio n
F o r S a le . 1 K . K . Sp e ctre plus K . K . F ire b ird R e la y V e rs io n ...................... 14 19 0 re a d y to fly 6 0 . C an be seen W em b le y P a rk
w ith F ro g 349 6. 1 So uth D e an R o a d , K ilm a r j f L e ss X T A L S a n d R e la y ) M od els, 12 T h e B ro a d w a y , P re sto n R o a d . W em b
n o c k , A y r s h ir e . C. X T A L S ........................................................ 1 15 6 le y P a r k . 01-904-1054. C.
50 O H M S R E L A Y ...................... 18 6 R O L A N D S C O T T o ffe rs 1 0 % ye s, 2 / - In
Send S . A . E . fo r fu ll d e ta ils and lis t o f a ll the . d isc o u n t on a ll cash o rd e rs o v e r 25. NO
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F .W . 190-A 3 sheets 68" 5 0 /- + soon BOOKS m o tro rs .
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C u r tis s C .4 0 (lin e d ra w in g )
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M.A.N. 82B
C u r tis s Sea H av/k (B ip e ) F A 200 Se m i S c a le m u lti R / C fo r .60
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$4 fo r a y e a rs su b sc rip tio n to D e p t. A . B ritis h
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KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO A D V E R T IS E E NT S

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MODEL MART MODEL CENTRE D. BRYANT

24 N EW LAND
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R a ilw a y and R / C re q uirem ents. A c c e s s o r ie s . R / C G e a r. etc.
M A IL O RD ER S E R V IC E M A IL O RD ER
M O D EL S U P P L IE S
328 B R O C K L E Y R O A D , S .E .4
For Futaba R / C eq uipm en t and a ll
other leading m a k e s, K e il, V ero n ,
Frog, A irfix , e tc . E xp ert a d vice on
sc a le p ro b lem s, e a sy p a rkin g .

II'PQUQ T e l: 01-554 9142

LONDON Tel GUL1818 LONDON Tel: Lee 2637
AVIACOLOUR AERO NAUTICAL LEWISHAM MODEL
M O D EL S U P P L Y S P E C IA L IS T S M O D ELS CENTRE
The o n ly Radio Co ntro l S p e c ia lis ts in 39 P A R K W A Y , CA M D EN T O W N , N .W .1
45 LE E H IG H R O A D . L E W IS H A M . S .E .1 3
Essex. A irc ra ft Engine Tu ning and S p e c ia lis t
E xh a u st S y ste m s made to req uirem ents. Everyth in g for the M odeller, A irc ra ft.
466 E A S T E R N A V E N U E . IL F O R D . E S S E X R /C eq uipm en t. S te rlin g . G oldb erg , B o a ts , Radio C o n tro l, R a ilw a y s , C a rs.
(1 m in . from G a n ts H ill C e n tral Line G ra u p n er, V e ro n . A e ro k its . e tc. S p a re s and R e p a irs o u r sp e c ia lity .
tube sta tio n ) LONDON S LEA D IN G B O A T C EN TR E M ail O rder a p leasu re.

T e l: R A V 0818
LONDON Te,: North4272 LONDON GRA2471
AVICRAFT LTD. HENRY J. NICHOLLS A. G. HERMITE
6 C H A TTE R TO N R O A D , B R O M LE Y (M O D E L S U P P L IE S )
& SON LTD .
I se ll a s m uch m odelling g ear as I can
afford to sto c k . Radio C o n tro l, B o a ts. 308 H O LL O W A Y R O A D . N.7 633 B A R K IN G R O A D , W E S T H A M , E.13
P la n e s. Good se le ctio n of w ood and W e sto c k o n ly the b est for A irc ra ft Boat Car P la s tic K its & R /C
a c c e s s o rie s . A E R O M O D E LLE R S S a tu rd a y s 9 a .m . to 6 p .m .
W h ate ve r you w a n t in the w a y of aear S p e c ia lis ts in Radio Control
for A v ic ra fts s a k e , send your o rd e rs here P o stal S e rv ice

KENT LONDON T e l : ,S L e w o rlh 0473 LONDON T e L : 1-529 1250

RADIO CONTROL 'LEISURE TIME'
MODERN MODELS LTD.
SUPPLIES LTD. 4 S T A T IO N R O A D
49/51 LO W F IE L D S T R E E T 581 LONDON R D .. IS L E W O R T H , M ID D X .
D A R T F O R D , K EN T M ail O rder S p e c ia lis ts C H IN G FO R D , LO N D O N , E .4
For a ll th a t's b est In M odel A irc ra ft and Open each w e e k d a y and u ntil A ir c ra ft. E le c tric C a rs , B o a ts, R a ilw a y s
B o a ts, in clu d in g Radio Co ntro l. 8.30 p .m . F rid a y s. and A c c e s s o r ie s . P la s tic K its .
A m e ric an K its and A c c e s s o r ie s a Larg est R / C s to c k is ts in the co u n try M odelling A c tiv itie s .
sp e c ia ltiy . Own R / C s e rv ic e centre

KIDDERMINSTER LONDON Tel 01 703 4562 LONDON Tel 578 2299

MODEL MART
2 CO M B ER TO N RO A D
(o p p . R a ilw a y S ta tio n )
W e are A erom od elling e n th u sia sts, and
w is h to help you w ith yo u r req uirem ents
M A IL O R D ER S E R V IC E
H e ad q u arte rs: K id d e rm in ste r D is tric t F .C .
MODEL AIRCRAFT BEN N ETTS SP O R T S & TO Y S
3 R U IS L IP R O A D , G R EEN FO R D
SUPPLIES LTD.
207 C A M B E R W E L L R O A D , S .E .5 Radio Co ntro l s t o c k is ts . K it s , B o ats,
B u s in e s s H ours : and A irc ra ft Popular range
Secon dh an d E n g in es and R ad io s bought
M onday to F rid a y . 10 a .m . to 7 p.m
S a tu rd a y , 9 a m . to 6 p.m . and s o ld . Tri-an g s to c k is ts .
Closed a ll d ay Th u rsd a y C lo sed W e d n e sd a y 1 p .m .
P o stal S e rv ic e Parking F a c ilitie s M ail O rder S p e c ia lis ts

LEEDS T e ,: 27891 LONDON Tel 019024823 LONDON To, : CHE 4887

THE MODEL SHOP WALLY KILMISTER LTD. RADIO CONTROL
38 M ER R IO N S T R E E T .6 / 7 N EELD P A R A D E SUPPLIES
(N r. T o w e r C in e m a ) W E N fe LE Y T R IA N G L E . M ID D X . 154 M ERTO N ROAD
Radio C o ntro l B o at S p e c ia lis ts . A irc ra ft, W IM B LE D O N . S .W .1 9
M odel a irc ra ft bo ats c a rs ra ilw a y s , E n g in e s. S e rv o s , e tc ., R ip m a x, K e ilK ra ft, C losed a ll d ay M onday
all m ak e s e n g in e s. E ve ry a c c e s s o ry , V e ro n , H ales R o vex, S c a le x tric s to c k is ts Open u ntil 8-30 p .m . Frid a y .
R /C e q uip m en t. S am e d ay p o stal se rv ic e W E M B L E Y B O A T C EN T R E Larg e st R / C s to c k is ts in the co u n try .

LEICESTER ,: Leicester 21935 LONDON T e L : W E L b e ck 8835 LUTON Tel 7858

RADIO CONTROL W. & H. (MODELS) LTD.
SUPPLIES LTD. AEROMODELS (LUTON)
14 N EW C A V E N D IS H S T R E E T , W .1 20 GO RD O N S T R E E T
52 LONDON RO AD (F iv e minute-s from O xford C irc u s )
M a il O rd er S p e c ia lis ts LU T O N , B E D S
C lo se d M onday LEA D IN G W E S T -E N D S T O C K IS T S OF
Open u n til 8.30 p m. Frid ay A L L Q U A L IT Y M O D EL A IR C R A F T K IT S M odel A irc ra ft, C a rs. R a ilw a y s and
The Show room o f the M id la n d s w ith full B O A T S . R A IL W A Y S , M A IL O RD ER B o ats for the beginner and exp ert.
R / C se rv ic e fa c ilitie s

LEYLAND LONDON Tel M ,L 2877 MAIDENHEAD Tel 21769

T E R R A , A Q U A & A IR M O D ELS
also everyth in g a sso c ia te d w ith them H. A. BLUNT E. WALTON
and you th in k o f & SONS LTD. 61 KIN G S T R E E T
"T E R R A Q U A IR " W id e range o f M odelling K its and
64 C A N B E R R A R O A D , LE Y LA N D M IL L H ILL C IR C U S . LO N D O N . N .W .7 A c c e s s o rie s
C o m in g b y M .6 7 fro m N o rth o r S o u th . 2
m in . to ru n O ff / O n . T u r n L e f t a t " D a m p s Com plete range of m odel a irc ra ft, Eng in es and R /C Equ ip m ent
C a n b e rra S e rv ic e S t a tio n " and y o u 're he re . en gines and a c c e s s o rie s , bo ats, R a ilw a y s , etc.
W ith " O f f th e R o a d " p a rk in g a re a s p ro c a rs and ra ilw a y s . E sta b lish e d 1932
vid ed.

KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS

MAIDSTONE Tel 51213 READING Readin9 51558 TUNBRIDGE W ELLS
T e l: 22078
MODEL CRAFT MODEL SUPPLIES
MAYKIT LTD.
40 UN IO N S T R E E T 1 H O S IE R S T R E E T , S T . M A R Y 'S B U T T S
R E A D IN G , B E R K S 56 G R O S V E N O R ROAD
M A ID S T O N E , K EN T
Everyth in g for the average m od eller. FO R C H E E R F U L S E R V IC E W IT H A IR C R A F T B O A T C A R R /C K IT S
A irc ra ft, B o a ts, C a rs , R a ilw a y s . M O D EL A IR C R A F T AN D B O A T S Radio C o ntro l and A c tu a to rs Eng ines
S P A R E S & R E P A IR S . M A IL O RD ER K IT S AN D A C C E S S O R IE S C A L L . PHONE O R M A IL O RD ER

MAIDSTONE rel 51719 READING Tel 50074 W A LSA LL Te,: 23382

J. F. CARTER & SONS LTD. S. H. GRAINGER & CO.
(T H E M O D EL SH O P ) G. SLEEP, LTD. C A LD M O R E M O D ELS
19-23 U P P ER S TO N E S T R E E T 22/24 K IN G S R O A D . R EA D IN G 108 C A LD M O R E RO A D
M A ID S T O N E , KEN T
Everyth in g for the M odeller
Com plete range of m odelling equipm ent For over 30 y e a rs w o have had one of A irc ra ft - R a ilw a y s - B o ats - E le c tric C a rs
and a c c e s s o rie s , in clu d in g R /C . the la rg e st M odel S to c k s in the R ep airs - Rebores - O verh au ls - S p a re s -
M A IL O RD ER South of England- Radio Control - Part E xch an g es

M ANCHESTER Te,:BLA 3972 ROMFORD TeL; R0M 44508 W ATPO RD Te,: Wat,ord 43026
HOME & HOBBY STORES MODEL EXCHANGE
THE MODEL SHOP 71 S A IN T A L B A N S RO AD
144 N O RTH S T ., R O M FO R D , E S S E X W A T F O R D , H E R T FO R D S H IR E
13 B O O T LE S T R E E T The shop w ith sto c k and exp ert ad vice .
M A N C H ES T ER 2
Goldberg - G ra u p n er - M ail O rder - Free radio and engine testing s e rv ic e .
TH E U P -TO -D A TE SH O P W IT H THE K e il - Voron - Frog - Top Flite - S /H en g in es and radio bought and sold
C O M P R E H E N S IV E S T O C K M acG reg o r - A .P .S . any tim e M odels b u ilt to cu sto m e rs'
M ail O rd e rs by return sp e c ific a tio n , sp eedy s e rv ic e , reaso nab le
Late C lo sin g F rid a y s 7 p .m . p ric e s.

NEWCASTLE Estab,ished 1924 SOLIHULL Tel SHI3374 WELWYN

THE MODEL SHOP H. A. BLUNT
(N E W C A S T L E UPON T Y N E ) LTD .
SHIRLEY MODEL SUPPLIES & SONS LTD.
18 B LEN H E IM S T R E E T T e l.: 22016 62 S T R A T F O R D ROAD 38 FR ETH ER N E RO AD
N E W C A S T L E UPO N T Y N E , EN G LA N D S H IR L E Y W E L W Y N G A R D EN C IT Y . H E R T S .
P io n e e rs of m odelling T ria n g , S c a le x tr ic , A ir fix , B a lsa K its , etc. Com plete range of m odel a irc ra ft,
w ith 34 y e a rs ' e xp e rie n ce . . . P erso n al attention and ad vice to young en gines end a c c e s s o rie s , b o ats, c a rs
O ur Exp ert Staff are at yo u r S e rv ic e m od ellers. and ra ilw a y s

NORTH CHEAM STAFFORD 3420 WESTON-SUPER-MARE

T e l.: D e rw e n t 6495 T e l: W esto n 6600
THE LITTLE ARTIST JOHN W. BAGNALL LTD. RADIO CONTROL
505 LONDON RO AD M .E .T .A .
N O RTH C H E A M , S U R R E Y 18 S A L T E R S T R E E T , S T A F FO R D
SUPPLIES LTD.
Com plete range of Leading K it s , Eng in es 1 T H E C E N T R E , W E S T O N -S U P E R -M A R E ,
and A c c e s s o rie s C o m preh ensive sto ck o f K its , Eng in es. SO M ERSET
Tho n e w Futab a rad io , and M acG re g o r, Radio Control Eq u ip m ent, S p a re s, etc. Open u ntil 8.30 p .m . Frid ay
of co u rse La rg e st R / C s to c k is ts in the co u n try
C o m p re h e n sive sto c k o f P la s tic s E sta b lish e d 1936 O w n R /C s e rv ic e cen tre

NOTTINGHAM ST ALBANS 59234 WOLVERHAMPTON

T e l: 26709
GEE DEE LIMITED BOLD & BURROWS LTD. MODELS & HOBBIES
40 G O O S E G A T E B ELL S T R EET , M AN D ERS CEN TRE
12-22 V E R U LA M ROAD
N O TTIN G H A M W O LV ER H A M P TO N
S T . A LB A N S . H ERTS. E X P E R T S CO M E TO U S
Everyth in g fo r the aerom o deller at V IS I T U S A S W E L L
N o ttin g h am 's leading shop. The M o d e lle rs' Den W E H A V E A L L T H E B E S T IN M O D ELLIN G

T e le p h o n e :
WOLVERHAMPTON
W L U n M IV I M A in (O ld h am ) 8812 STOCKPORT Tel ST0 5478
T e l: 27150
A.B.C. ELECTRONICS THE MODEL SHOP
(OLDHAM) LIMITED THE HANDICRAFT
280 W E LL IN G T O N R O A D SO U TH CENTRE
83 L E E S R O A D , O LD H A M , LA N C S . (B R A M H A L L LA N E C O R N ER )
491 D U D L E Y R O A D , W O LV ER H A M P TO N
* Radio C o n tro l M an u factu re r * A ir c ra ft, B o a ts, R / C E q u ip m en t, Eng in es. Everyth in g for the M odeller
R a ilw a y s , C a r/R a c in g , P la s tic K it s . K its , E n g in e s, Radio C o ntro l Equipm ent
A ll leading m akes o f R / C . e n g in e s, k its e tc.
and a c c e s s o rie s in sto c k . P o stal S e rv ic e M ail O rd er S e rv ic e

PAISLEY 8244 jy T T O N Tel: v,gi,ant 8292 W ORKSOP Tel 2855

THE HOBBY SHOP
43 B R O O M LA N D S S T R E E T , P A IS L E Y
B o o k s , A ir c ra ft, B o a ts, R a ilw a y s , C a rs ,
En g in e s g alore. R /C eq uipm ent.
A ll a c c e s s o rie s . T ra d e -in s acce p te d .
E n g in e s, e tc . rep aired .
P o stal s e rv ic e o u r s p e c ia lity .
E. L. S. MODEL SUPPLIES
MODEL CENTRE
272 H IG H S T R E E T . S U T T O N , S U R R E Y R Y TO N S T R E E T
S U R R E Y 'S H O B B Y CEN TR E M ain a g e n cie s fo r a ll K its , E n g in es and
B Y RETURN P O S T A L S E R V IC E Radio C o ntro l eq uipm ent
M ail O rd er S e rv ic e
Com plete sto c k o f a ll M .A . req uirem ents

KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS

 EVERYTHING FOR THE AEROMODELLER!
W ORLD'S LEADING HOBBY HOUSF N EW M O TO R S I L A T E S T M ERC O
61 R /C 16. 19. 11. o r 49 R /C 15. 15. 2 . S e rie s III
IM PO RT-EXPO RT N EW & E X C L U S IV E I 1/72 G erm an W .W .I . T ra n s fe rs 1/6
sh eet, p o stag e 4d.
EXPORT: Over 350 U.S. ranges from one source.
One Invoicel One Shipm ent Beet export discounts M O T O R S Send for o u r lis t o f 100 ty p e s S .A .E ., p lease.
lergeot stock of all hobby goods In our own warehouse. N EW I R IP M A X S /C h a n n e l R X -T X R e la y le ss 10. 19. 6.
IM PORT Into U .S .A .: Manufacturers please send N EW I K .K . Aero etc H A N D B O O K , 90 p a g e s, 3 /- p o st free
catalogues and samples with quotations for best U.S. A IR C R A F T K IT S by K e il, V e ro n , Frog, M e rc u ry , e tc. L is ts s .a .e .
representation In all 50 states. R / C eq uip m en t: Futab a and the n ew M O D U LA R sy ste m .
N EW R IP M A X R / C C atalog ue 1/- p o st free.
POLKS c r a ft " HOBBIES I N C . A c c e s s o r ie s , f u e ls , p a in ts, tra n s fe rs , b a lsa , o b e ch i, p lyw o o d .
A ll reg ular k its , m otors and a c c e s s o rie s in sto c k .
314 Fifth Avenue, New York N.Y. 1001
C a b les: P O LK SM O D T elex 1 22-4965 JONES BROS. OF CHISWICK
Send $25.00, U.S. Funds, for 850 page catalogue 56-62 TU R N H A M G R EEN T E R R A C E , C H IS W IC K , W .4
Hobby Buyers' Bible". Refundable from fire! order (Phone C H I 0858)
of $500.00 or more. (1 m in . from Tu rnh am G reen S ta tio n ) E sta b lish e d 1911
H ours: M o n ., T u e s ., W e d . and S a t ., 9 a m .-6 p .m .
F ri. 9 a .m .-7 p .m . C lo sed a ll day T h u rs d a y

POWER YOUR % W ITH A

S E R IE S 67'

Used by a ll th e leading flie r s in t h e ir c o n te s t w in n e rs .

K & B engines won 1st, 2nd and 3rd places in the 1968
I6 I2 in cl. P .T. Nationals Pylon Race.
Lig h t in w e ig h t. Im m e n se ly p o w e rfu l. E asy to h and le.
B acked by o ur fa s t sp a re s and re p a ir s e rv ic e .
distributed
by

31 T H E F A I R W A Y , N E W B A R N E T , H E R T S

Joy-Plane
BALSA CEMENT

JOY
New and improved
quality. Very quick and
hard setting. Penetrates
deeply, and is heat resisting
and fuel proof. In tubes A
9d.; l/4d.; 2/0d.
(R ecom m ended retail sellin g p ric e s)
Made by Modellers for Modellers
is the reg istered trade m ark of TU R N B R ID G E S LT D ., LONDON, S.W .17
m an u factu rers of q u a lity p ro d u ct for S T IC K IN G , S T A IN IN G , P O L IS H IN G , P A IN T IN G

P A R T 1 TO BE HANDED P A R T 2 TO BE S EN T TO M .A .P. LTD.

5 0 ,0 0 0 TO N EW SA G EN T Nam e (in fu ll) ........... ....................................................................................

IN SU R A N C E To ...............................................................................
P le ase ro se rve /d e live r one copy
A d d re ss ...............................................................................................................

For Regular Readers of A E R O M O D E LLE R com m encing Date

A ll th at is n e c e ssa ry for you to do
to obtain the ben efits of th is m ag
n ific e n t co ve r is to com p lete the
fo rm s at the righ t o f th is an
noun cem ent, sending P art II to us
together w ith yo u r re m ittan c e of
2 /6 d . w h ic h c o v e rs you for one
y e a r, and handing P art I to yo u r
u su al m ag azine su p p lie r.
I e n clo se h erew ith p o stal ord er va lu e 2 /6 d . for m em bership
of M .A .P . 50,000 in su ra n ce sch em e. T h is su m . I u n d erstan d ,
in c lu d e s two tra n sfe rs and a lapel badge, and is co n d itio n al
upon m y ordering A E R O M O D E LLE R .
Name
I have tod ay in stru cte d m y n e w sag e n t ...............................................
A d d re ss
to d e live r m e the m ag azine .................................... u ntil fu rth e r n otice

MODEL & ALLIED PUBLICATIONS LTD., 13/35 Bridge St., Hemel Hempstead
KINDLY MENTION 'AEROMODELLER' WHEN REPLYING TO ADVERTISEMENTS


NEWS-FLASH!
HERE S QUALITY ENGINEERING
in miniature ! TAIPAN engines have enjoyed world wide
acceptance. They are well built & nicely finished. Connoisseurs
will recognise that they look rig h t!
S TU N TE R NOW DISTRIBUTED BY VERON
High perform ance, lig htw eig h t S tu n te r cap able
of every stu n t in the book. For m otors 1 to 49 c c . P recisio n m ade-high p erform ance-m axim um life-
E xte n sive p re -fab ricatio n . Ideal backed by read ily a va ilab le sp ares & se rv ic e
for " T a ip a n " G lo w 1.5 c c . or
S p o rt-G lo " 1.7 c c . Span 3 2 "
P rice 41/3 in c . P .T . DIESEL &
GLOW -M OTORS

TAIPAN 1.5 GLOW-MOTOR

P LA IN B EA R IN G : S E R IE S 67
L JC D C ' C B re 511" S tro ke .453"
n c n c O C a p a city 1.5 c c . (.0 9 c u m ) .
\ f a e t c M ax Pow er 17 h .p . at 15,300.
W eig h t 3 oz.
P R IC E O N L Y - 78/6 inc. P.T.
RO BO T 45"
B rita in 's B est T ra in e r. For 1.49 to 3.5 c c . S in g le
P u lse or Light M ulti P ric e 114/9 m e. P .T

C la s s c Lin e s for S c a le 1.49 to 3 .5 c c . S in g le or TAIPAN 1.5 DIESEL

Lig h t-m ulti. P ric e 142/11 m e. P .T .
P LA IN B E A R IN G : S E R IE S 66.
Bore 511" Stro k e 453"
M INI-CONCORD 40" C a p a c ity 1.5 c c . (.0 9 c u . in .) .
M ax. Pow er 160 H.p. at 12.200 r p m
S ta b le , tough and an ideal G eneral Purpose M odel W eig h t 3 } oz
for S in g le and P u lse . For 1.49 c c .
I P ric e 102/- in c . P .T . Price. 92/6

TAIPAN .19 GLOW TW IN

B A LL RACE
Bore 634" Stroke .620' W eig h t 61 oz.
C a p a city 3 2 c c . (.1 9 c u . in .) M ax Pow er .37
h .p . at 15,500 r p .m .
Price. 182/10 inc. P.T.

TAIPAN .19 GLOW R/C

F a n ta stic M otor for Radio Control
Price. 229/11 inc. P.T.

TAIPAN 61 RC
One of the B e st of the B IG M O TO R S.
T e rrific a lly p o w e rfu l-b e a u tifu lly d esig ned .
Price. 345/6 inc. P.T.

;,T TAIPAN 2.5 DIESEL

T W IN -B A L L R A C E : S E R IE S 67.
Bore .558" Stro k e .620''
.15 c u . in . .33 h .p . at 15.700 r p m.
W eight 5 * oz.
Price. 138/6
TA IPA N A C C E S S O R IE S
& M A R IN E M O TO R S TO FO LLO W
P R IC E S ARE SU G G ESTED R E T A IL O N LY
AND DO NOT IN C L U D E N EW 1C % P .T .
SU RCH ARGE

M O D E L A IR C R A F T ( B ' M O U T H ) LTD., N O R W O O D PLACE, B O U R N E M O U T H

D IS T R IB U T O R S IN C A N A D A : ACA D EM Y PRO DUCTS L T D .. 108 T y c o s D riv e , Toronto 19
D IS T R IB U T O R S IN A U S T R A L IA : G E O R G E P IZ Z E Y & SON L T D ., 131-141 Jo h n sto n S tre e t, Fitzro y N .6 . M elbourne
 TYPE
^ or m o d e l s oT
MARQUIS T W -------
FIREFLY
S tu n t m odel w ith
type fu se lag e , s p e c ia lly
signed for e n g in e s u
1 c .c . K it co n ta in s ^
p a rts. W in g sp an 20". ^

"^7.17.11
FLEETWING
S u it a b le f o f 6 c h a n n e l o r 3
c h a n n e ( p r o p o r t io n a l. F o r 3 .5
c -c E n g in e s . T h i s s u p e rb k it
c n t a in s P r e - fo r m e d a n d d ie
Cut b a ls a p a r t s , R / C t a n k . 2' 2 "
sp o n g e r u b b e r w h e o ls . N y lo n
s o in n e r . fce M cra n k s. e t c . P re -
'Q rm e d w ir e p a rts , fu ll- s iz e
a n d in s t r u c t io n s . 5 4 " s p a n .
TALON 39/3
C o m b a t d e sig n o f c o n s id e r
a b le s t r e n g t h . E a s y a n d q u ic k
f c ^ j u i l d . A f u lly a e r o b a t ic
is g r e a t fu n to
fly . W in ^ (h n 3 2 ".

RADIAN
w ith coupled vying flap s and
e le v a to rs. For .049 m otors.
K it co n te n ts in clud e d ie-cu t
po rts, stu n t ta n k, performed
U /C , fo.m ed can o p y, all
h ardw are W in g sp an 22".

B eg in n ers' model w ith fuselag e

p a rts, tailp lan e and fin s in pre_i
cu t decorated sheet
span 20".

Easy-to-b uild beg in n ers' m odel

Sheet fu selag e sid e s and all
other p arts are d ie-cu t. Pre- A
form ed und ercarriag e.
W in g sp an 22".

KEILK RAFT HANDBOOK

F IR S T PRIN T
SO LD O U T!
SECO N D R E
SNIPE 31/1
T h is n ice looking m odel is e sp e c ia lly
PR IN T NOW
su itab le for b eg inners a s it is so stra ig h t
forw ard to build and e a sy to fly . K it co n ta in s A V A ILA B LE
d ie-cu t p arts and h as been s p e c ia lly d esigned for
.8 g low m otors. W in g sp a n 40". A T YO UR
M O D EL SH O P

90 Pages of aeromodelling
THE GREATEST NAME IN M O D v know how with details of kits and accessories