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Sticks and Tissue No 97 – December 2014 If you can contribute any articles, wish to make your point of view known etc please send to or phone 01202 625825 JamesIParry@talktalk.net The content does not follow any logical order or set out, it’s “as I put it in and receive”. Thanks to Mark Venter back issues are available for download from http://www.cmac.net.nz Writings and opinions expressed are the opinion of the writer but not necessarily the compiler/publisher of Sticks and Tissue.

The Raynes Park Christmas card painted by Mike Cummings

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Merry Christmas and a Happy New Year for 2015 -- see if you (or S&T readers if it's not too late....) can identify the "flying things in the pear tree". Best wishes, Peter Scott

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From Peter Scott In response to your request: I can't recall if I sent you the pic before, but this is my brother Richard and his F/F 'Scorpion' at M-W in June. Feel free to crop it (the photo, not the model.....)

It never ceases to amaze me how many people build their F/F models and install a valuable engine, then test-glide it risking a stall into the ground and at worst a bent crankshaft. So I have taken to creating a "mass equivalent" -- not just a lump of lead weighing about the same as the engine, but a simple replica of the general form, ballasted to precisely the equivalent weight, and which can be bolted in situ using the model's bearers/bulkhead. Case in point is my Elf Twin.

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From Den regarding his electric control line model now as a kit I have a limited number of ACE trainer packages for sale….. Price £80.00 + P & P Here is link to blurb:- http://www.densmodelsupplies.co.uk/index.php?b=&t=&c=electric_control_line&s=&p=the_ace_electric_trainer_package&pid=392 Responses to Flamingo plan featured last month Just been going through your latest offering. Nice to see Roy Collins and his Flamingo. Roy is now getting on in years but still active as is his help mate in that picture Geoff Lefever. Michael Woodhouse mike@freeflightsupplies.co.uk http://www.freeflightsupplies.co.uk Flamingo from Brian Austin The piece in the latest S&T 96, on the Flamingo by Roy Collins was interesting in as much as when I was 9 years old, the son of the people living next door gave me a load of Aeromodellers, and in one was the Flamingo, which I remember distinctly and these mags were to get my interest in model aircraft going. It was 20 years later on joining the Anglia MFC, that I was to meet Roy Collins in the flesh and have remained friends and in touch. Sadly his health is not good now as he is in his early 90's now, but used to turn up regularly in our little group of veterans called the E Q F A in Essex. Have attached a photo of him in 2012 before his decline in health at our field. The original Flamingo is still extant in Roy's loft including the original Yulon 30 power unit.

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Model Identification

From Derick Page 4 the plane looking for a name is the Tlush Mite.

Hello from Alaska Van Wilson

I think that mystery plan posted by Graham Crawshaw is a TLUSH MITE.

See: http://www.bing.com/images/search?q=tlush+mite&view=detailv2&&&id=166C7F1D6649DFCB867BD7C4B532385045FB8D0D&selectedIndex=1&ccid=xrMwxOOw&simid=608014872393024516&thid=HN.608014872393024516

Van Wilson SAM 65

Balsa dust is absorbing, It absorbs the troubles of the day.

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Model Identification

From Derick Page 4 the plane looking for a name is the Tlush Mite.

Hello from Alaska Van Wilson

I think that mystery plan posted by Graham Crawshaw is a TLUSH MITE.

See: http://www.bing.com/images/search?q=tlush+mite&view=detailv2&&&id=166C7F1D6649DFCB867BD7C4B532385045FB8D0D&selectedIndex=1&ccid=xrMwxOOw&simid=608014872393024516&thid=HN.608014872393024516

Van Wilson SAM 65

Balsa dust is absorbing, It absorbs the troubles of the day.

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James, This engine is pre-war design by Edgar Westbury. It runs very well on spark ignition of course, but there is a common misconception that such engines won’t run on glow ignition. The small photo shows the same engine, running as a glow, and flying my Workmate very well on a Keil Kraft 12x6 propeller and 80/20 « straight » glow fuel. The photogenic fingers are Australian. They belong to David Owen, who had noticed that the engine mount was gradually slipping out of its clamp... In the U.K, the late John Maddaford was very well known as a maker of superb Atom Minors. Unfortunately, this engine isn’t one of John’s, I think his were much better, but it’s still a great runner.

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From Boycott Beale Good evening sir, have just received no 96 b/8 , thank you kindly, and I find a request for a name to put to a model plan and as the meercats say "simples", it is the Tlush Mite by the American Tlush family more known for there engines, apparently it was designed to test a new engine they had made called a Mite, I found the plan on the superb Outerzone web site and fell for it for its quirky difference, they have now added a picture of my model to the site, I enlarged it to 115% and built it and have been flying it since early last year , I enclose some pics of it if you are interested, and if the gentleman that made the request needs more info I would be happy to oblige,

From Karl Gies I would like to know and maybe one of the chaps from the UK can tell us. I stole this from an archive. Father and son competing in a Midland Rally for model plane enthusiasts at Sywell Aerodome in 1935. On Dec 16, 2014, at 1:08 PM, Keith Sterner wrote Hi Karl…Do you recall what the model is in the older man’s hands? Regards,Keith W. SterneProduct Development Engineer I am the flyer on the right in my shorts. cheers, karl (I should have saved this for April 1) (If you have any info on this photo please let me know and I’ll pass on to Karl thanks JP)

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I was living in Missoula, Montana during WWII as my dad was in the Philippines w/McArthur. Wheaties cereal had a cardstock model every cereal box, The Jack Armstrong card model. You cut it out and pasted it together. It was not a flying model but they were nice looking and it was an attempt to educate kids about aircraft identification, so as a lad you could tell the difference between Allies fighters and Japanese & German fighters. I went to Central Grade school (looks just like the one in the move A christmas Story) and they would pull down silhouettes of aircraft and we were called on to identify the airplane. This was great fun for boys. I never much liked Wheaties but dutifully ate them so we could get another box with the card model. This is picture of the Jack Armstrong card model replica below. You can buy replicas of them today and they are high quality and fun to assemble. They have tabs but be advised to use a glue stick copiously. GOTO: http://www.wheatieswings.com/historicalnote.html CHEERS & MERRY CHRISTMAS, Captain Cornell Crawford, Neighborhood Hero Performing random acts of heroism and minor miracles on an almost daily basis. 131 13th Avenue South Lewistown MT 59457-2808 skyland@midriverscom Photos from Peter Renggli and Urs Brandt will appear randomly throughout this addition I’m sure you’ll recognise them

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Serene Anxiety! From Ross King Confession, they say is good for the soul,so hear me out fellow S and T readers . I confess that my vain inner child has always wanted to see me on the cover of the dear old Aeromodeller. I was a regular reader from my teenage years and my daydreams sadly consisted of inclusion in that well thumbed monthly. Oh yes there I would be, in full colour on the front page proudly holding my latest C/L Gold Trophy winner or scale Sopwith Camel! Unfortunately in real life with my ham-fisted building/flying skills this was never going to happen! That's what I had come to accept over the years, until a very special indoor flying session roused those long forgotten dreams of youth. It was a half term Tuesday night last October in old Wimborne town Dorset,and along with the regulars the brightly lit hall rejoiced in the unaccustomed presence of a number of youngsters, amongst them, my 11 year old daughter Ruby and her South African friend Mariné who had come along to fly the little Serene rubber duration models I had made them last winter.The girls took their wound planes to launch in the centre of the floor. I stood and watched next to a new arrival who looked strangely familiar,we both enjoyed the sight of the mini pylon models circling just under the roof in neat formation. As we chatted about the imminent one model competition for the Serene he mentioned the word Editor, aha!, that's when the penny dropped,I was in the presence of the one and only Mr Andrew Boddington! editor of the Aeromodeller magazine, and as it turned out a very nice guy.It transpired he he'd come to return a borrowed engine to John Hook, and not one to miss an opportunity was taking a few photos and making careful notes on an audio recorder. Wow at last ,here was my chance to get my ugly mug in the hallowed pages! To my delight Andrew was already snapping away as everybody test flew their tiny balsa and insulation foam creations ,determined to get the minute and a half duration needed to have a winning chance in the looming mass launch,mélé we call 'The Serene!' But what was I thinking! I needed to get my Serene trimmed and in the photo action.Up she went sailing slowly round the Allendale hall ,wings flexing upward reminding me I had not repaired the broken balsa main spar,no problem added dihedral stability ! No time to mess about now as Roy Tiller called the five minute warning for the Serene Mass launch.Help! Andrew was checking his camera angles as I franticly wound the turns on Ruby's Model then her friend Mariné's then with seconds to go mine! I crouched down on the wooden floor, keen to start low and keep out of the dog fight under the ceiling tiles till the last minute.I could feel the finger of history ready to write my name,perhaps if I could muster the right pose the front cover could be mine! I'm ready for my close-up Mr Boddington! 3,2,1 launch! Twelve little foam and balsa craft leap into the air heroically dualing for airspace,but as the editorial shutter was clicking away where was my Serene,?.......... there it was climbing away to the left but what's this?! the wings had bent up to a v shape! the spar was snapping under the mighty torque of the fully wound Flitehook rubber! In slow motion I saw my dreams of aeromodelling fame fold up and fall to the ground like a wounded bird.Serves me right I suppose, what a wally! but one day..........,one day! After all that ,Ruby's friend Mariné who had only come along to see what all the fuss was about, well she only went and won it didn't she? photos and everything! Doh! Wonder if Andrews coming next year?

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From Malcolm Campbell Editor, Free Flight Down Under GRAND OPENING - WEST WYALONG FREE FLIGHT FIELD 13 September 2014 report and photographs by Malcolm Campbell Australian free flighters from the three east coast States, plus a number of R/C and C/L flyers from various New South Wales clubs met at West Wyalong NSW to celebrate a momentous occasion for Australian free flight - the opening of Australia's first and only free flight field owned by the flyers. Thanks to the foresight of the NSWFFS and the extreme generosity of Jo and Adrian Bryant, free flight modelers no longer have to worry whether free flight will continue in Australia, as fields become unavailable or cut up for development. The West Wyalong field is located in central west NSW, 15 hours from Brisbane, 5 hours from Sydney and 6 hours from Melbourne. For those who have been to Narrandera, it's less than 2 hours north. It is a flat 700 acre field 1.9 km x 1.4 km, with short grass, is easy to walk or ride on and has minimal trees - in other words, an excellent free flight field. Situated in sheep country, it is not suited to cropping, and that made it affordable. Crops and free flight aren't a good mix. A large portion of the field is leased to a nearby farmer to keep some sheep on it – and that provides a reasonable income. It also it keeps the grass down! Insert 2848.jpg cropped top and bottom here A good role up of flyers and spectators arrived early on Saturday, including MAAA secretary Kevin Dodd. Once the flight line was established, it stayed that way for the day. Two quad bikes joined the few electric bikes of those who preferred not to walk. Saturday was a magnificent day with clear skies, good lift and minimal breeze from varying directions. Soon there were all sorts of models in the sky - vintage, scale, sporties, power and rubber and a few gliders. There were three competitions but the mix of models made it great for the spectators. A few limited function R/C models flew discretely among the F/F models including a magnificent 4 m R/C electric glider. Insert 2936.jpg and 2946.jpg here, then under them 2897.jpg and 2843.jpg Flying comps ended by 3.30 pm and we adjourned to the newly placed runway to watch some R/C and C/L flying. The runway is behind the house and, when we got there, it was just like discovering another flying field, in the "back paddock". This property is really big and most F/F flyers would be happy to fly 2 minute events from this part of the field. The R/C boys loved it and a small group flew there both days. And now the NSWFFS is getting requests from other clubs to run R/C events there in the future. This of course could happen in conjunction with a free flight competition; there is plenty of room. West Wyalong has REAL potential for developing into an aeromodelling centerpiece. Insert wide 2980-2981.jpg here Come 6 pm Saturday, NSWFFS president Terry Bond officiated at the Grand Opening and the speeches were well received. Understandably, the biggest cheer was for Adrian Bryant who will go down in Australian Free Flight history for his extreme generosity for backing the field financially. Adrian also responded to Terry's speech and later cut the cake with his and Jo's name on it. Jo passed away recently; she was very supportive of the field purchase. MAAA secretary Kevin Dodd also awarded Roy Summersby his Hall of Fame award for his first place in the F1C world champs in France last year. Insert cropped 3003.jpg here showing name of the field, and 3033.jpg Saturday was perfect and Sunday was "more perfect", as the flight line remained in the middle of the paddock all day and there was virtually no breeze all morning. The Open Rubber fly-off commenced at 7.30 am and the three contestants landed within 15 seconds of one another, and less than 300 m away. Insert 2953.jpg here and also 3054.jpg Mid-morning we were surprised to see a Jabiru light aircraft land on the new R/C runway, proving yet again the field is of adequate size. It later successfully took off. Turns out they were friends of an R/C flyer. By midday the contests were over and the awards were presented, so ending a superb weekend of flying and comradery. The West Wyalong field will evolve into a premier site for southern hemisphere free flight, radio control and control line. I’m sure of that.

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Before the evening BBQ and speeches. This was held behind the farmhouse/clubhouse.

Part of the flight line on the big West Wyalong field

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One of the unusual sports models flown on the weekend

Ray Malmstrom’s design Mimi Take a look at Colin Hutchinson’s website JP

http://homepage.ntlworld.com/colin.hutchinson/pages/malm.html

Col Collyer (Vic) launches large power model

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NSW flyer Roy Summersby launches Playboy

Victorian Vin Morgan launches Dixelander

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The banner naming the field

Adrian Bryant cutting the cake during the opening ceremony

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Adrian won the Vintage Rubber competition

We finally have a field where we can use one of these!

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This isn't referred to in my article but it records the occasion of the land purchase.

People in it are, from L to R as we look at the photo: Terry Bond, president NSWFFS

Roy Summersby, secretary NSWFFS (and current F1C World Champion) Adrian Bryant, benefactor and long time free flight modeller

Horace Knight, farmer who sold the land Tahn Stowe, Treasurer NSWFFS

From Greg Tutmark 'Tain't a free flight - at least now it isn't, but it was 70 some years ago. it's a Paul Plecan 'Simplex' and I chose it because it is the easiest to build Model this side of a stick. There is a new event here in the colonies called Electric Replica - almost no rules (good) except span (36"), designed before 1943 and electric power. It's an RC-assist event - that means I have control over selection of the crash site. I'll post a flight report when the weather moderates and the field dries out.

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Scimitar A stunt model for 2.5—3.5 c.c. engines designed by Bill Morley to “slice” its way through the new stunt schedule from Model Aircraft January 1958.

In the 1954 Gold Trophy I flew a large Fox 35 powered model, and in the same contest the following year I used a model powered by an A.M.25. While both of these machines were excellent in their own ways, they each had their disadvantages. The smaller model hadn’t the all-weather contest performance of the larger job, and the latter proved somewhat cumbersome to transport. For these reasons I decided

to design, for use in 1956, a medium- sized model around the Fox 19. Requirements for the design were good looks, coupled with the ability to perform such manoeuvres as square eights, hour glasses, triangles, etc. The result was the Scimitar. On its test ifight, it showed remarkable ability to “square off” and in fact its potential performance was limited only by the pilot’s prowess with the handle. In the Gold Trophy of 1956 the model gained the highest appearance points of the whole entry, but was unfortunately wrecked when the up line broke in a wingover. It has since been repaired and is now performing square loops, bunts and eights with great ease and regularity. Construction is very simple. The wing ribs are made by sandwiching blanks between root and tip rib templates, then carving and sanding to shape. Note that there is slight taper on the leading edge, and that the inboard wing panel has 1in. greater span than the outboard. Before you assemble the wing, all spars will have to be spliced, also make sure these splices are staggered when the wing is assembled. The fuselage is constructed by first cementing together the sides and doublers, and sliding these over the wing-tips to the correct position on the wing. Note the small cut-outs for the flap-horn. This component is placed in position as the sides are being slid into place. The rest of the fuselage is assembled once the sides are cemented in place, after which the small cut-outs are glued back into the sides, and the flaps are assembled on to the wing. Before finally cementing on the top fuselage decking, limit the control movement to that shown on the plan by firmly cementing in stops restricting the travel of the flap-horn. The original model was silk covered, and this is well worth doing on any model of 2.5 c.c. and over. The spats are made of fibreglass with small metal inserts soldered to the axles. These are, of course, optional and in no way affect the performance. All other pertinent building instruc tions are shown on the plan. The total weight should come out at about 32 oz. and if the model does not balance at the position shown, add lead to the appropriate end until it does. Fly on 57 ft. Light Laystrate or 6o ft. 30 S.W.G. piano wire lines and make sure the ends are securely formed and the lines free from rust spots and kinks, or you are likely to have a rebuilding job on hand! The Scimitar is the ideal model for the difficult manoeuvres in the 1958 S.M.A.E. Stunt Schedule, so build yours now and start practising. From Bob Pickernell Hello James. In answer to your call for more free flight models for the next edition I thought you might be interested in my Flamingo,the original of which featured in the previous stick and tissue. Mine has a modern engine, a PAW249 which gives more than adequate power. Apart from that it is pretty well straight off the drawings except that I have opted for a one piece wing.Whilst struggling with the initial trimming at Middle

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Wallop the model was recognised by a friend of the designer and I was given Roy's phone number. We had a very interesting chat about the model and found we both had the same initial trimming experiences.The original model still exists 60odd years later! On a slightly different subject I am continuing to work my way through the FROG power models of the late 40's and early 50's. My latest is the Janus,a photo of which I enclose.An original kit recently changed hands on Ebay for a considerable amount of money. I found the highish aspect ratio tapered wing made the model very prone to tip stalling and it has proved to be a bit of a handful to trim but I think I have got it worried now. Power was originally from one of Derek Colin's rebuilt frog 100s but I have since substituted an MP Jet 06. May I use your pages to wish a happy Christmas to all the Middle Wallop fliers. Lets hope for good weather next year.

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Zebec. An easy to build A-2 class glider designed by E Helliwell 68” span. From Model Aircraft April 1958

This model is the 1958 version of a series which I have been flying for the past two seasons. In 1957 Zebec qualified for the team trials at Hemswell, where it returned a time of 11 : 31, a bad downdraught on the third flight spoiling what would otherwise have been a very good time. It has also shown itself to be a very good performer in club and other competitions. . Fuselage This is commenced by building one frame from 1/2x 1/8 in. balsa over the plan in the normal way, and then sheeting both sides with 1/16 in.

sheet. The only thing to watch here is that the frame does not twist while being sheeted. After this is completed, an access hole for the weight box is cut in the top, and the tow hook, wing and tail platforms, and dowels are added. Wing Commence by pinning down the trailing edge after slotting it to receive the ribs, remembering to pack up the front to allow for the rib undercamber. The lower spars are pinned down, packing up as required to conform to the wing section, then the ribs are cemented in position, and the leading edge is slotted in place, the top spar being added last. When dry remove from the plan and add the wing boxes, which must be well bound and cemented to prevent splitting under load. After the dihedral has been added the leading edge is sheeted back to the top spar with 1/16 in. sheet, care being taken to get a good joint with the leading edge. If any difficulty is experienced in winding the laminations for the tips, I have found the best way is to cut all the strips to length, smear them with cement, place together, and bend round a row of pins spaced at 1 in. intervals. Tailpiane This is built in the normal way, care being taken to get good joints where the geodetic ribs cross between the spars; 18 S.W.G. hooks are bound to the trailing edge and spar before covering. The fin outline is of medium 1/8 in. sheet with 1/16 x 1/8 in. crossbracing. Although this construction is light no trouble has been experienced with warping. The auto rudder is of 1/8 in. sheet, sewn to the fin with cross-stitching, this being superior to the silk method for hinging. Add the auto rudder horn after covering. The whole model is covered with light-weight Modeispan, and given three coats of 50/50 dope/thinners, except the fin which requires only one Coat. The original had the fin and wing tips in bright red Aerolac for visibility, tail and wing centre section were yellow and the fuselage black. After covering and doping, the fin can be cemented into the slots in the fuselage, and the autorudder is connected up with a length of C/L twine. A small ring is used as a slider over the tow hook and a piece of 18 S.W.G. wire is fitted in the line as an adjuster. It may be found necessary to add ballast under the c.g. to bring the model to A/2 weight, as the three models that I have built have all come out at around 12 1/2 oz. For open competitions, of course, it may be flown as a lightweight, but I have found that the bit of extra weight seems to help in rough weather. Flying The originals have all been trimmed to fly to the right, so start by having the rudder offset to the right between 1/16 in. and 1/8in., it having been found that only a small amount of movement is necessary. Hand glide over long grass, adding packing to the tail until a long flat glide is obtained. Nothing more can be found from hand gliding, so check that the auto rudder pulls straight, with the line in position, and tow tip on about 50 ft. of line. If the model pulls away, it can be cured by opening or closing the wire adjuster on the

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rudder line to vary the amount the rudder pulls over on tow; if a pull away cannot be cured in this manner check for warps, and remove any that you find. The glide circle is adjusted so that it is about 50 to 6o ft. diameter, and then a permanent stop is cemented to the platform under the rudder. To trim for optimum performance fly on a 50 ft. line, and time all flights, making small adjustments to the incidence of the wing and tail, until the best set-up is found. With the originals it was not necessary to alter the trim for rough weather. Finally, don’t forget the d/t if you want to keep this model. From Graham Crawshaw Was given this model and after some research found it was a Cambrian Pioneer. With a bit of work and electrification I have returned it to working condition. Hope to maiden this weekend .

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Request for information from Graham Crawshaw

Have had a request to try and find any information on the model in the attached pictures . Harrison has been trying to find any info on name or builder if you know any details please let me know by email Grahamcrawshaw52@gmail .com or mobile 07502373418

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From Karl Gies Thanks to Jim Moseley for this jewel.

I managed to lose a couple of plans for slope soaring models,an Aires and Soarcerer, they’ll turn up when I’ve built them from the plans I got from Derick Scott. His service is ecxcellent and the plans are not expensive so I guess I’m recommending JP http://www.model-plans.co.uk/

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Aeronca Grasshopper, Flying Radio Scale, by Eric Fearnley. From Model Aircraft May 1958

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This model is an expert’s job, if you are going to fly it by radio, and some previous experience is advisable, although as a normal F/F scale model with a 1.5 c.c.- 2.5 c.c. engine, it should prove very pleasant. As a radio job it is suitable only for lightweight gear, the Transitrol set being ideal. To get stability with this set, I would advise a slight change in the h,t. set-up. One 221/2 volt battery serves the transistor, out

of which is drawn the full 4 mA to operate the relay. This is too much for the small B 122, and its life is so short that retuning of the set is necessary after almost every flight. I find it an advantage to double up this battery in parallel (that is: pos. lead goes to both pos. connections, neg. also to both neg.). The second 22 1/2 volt battery is there to provide the 45 volts in series with the other one to feed the valve. As the current from this is only about 0.3 mA it will last almost for ever, so there is no need to double up this one. In effect, then, we have three B 122s, two of which are grouped together to supply one 22 1/2 volts and the other works on its own (detailed on plans). As far as the other batteries are concerned, the total weight with switches, wire, plugs, set and batteries is limited to 1 lb., so we must use pen cells for the actuator. I find it advisable to use 6 volts with the standard E.D. type to allow enough spring tension to Overcome chatter. So four cells are required. The actuator is modified to Bonner type by bending one arm out of line, and extending the top pawl. A delaying gear is added consisting of a “push and go” gear train taken from a toy. The flywheel is removed, and a solder weight added. The Lt. battery is a U2 cell which will last a good while, as the drain on the XFG valve is small. I do not advise overworking this on a soft valve set, however, so throw it away after a day’s flying-it is a poor economy to risk a crash for a few coppers. A really important point is to be sure to suppress the relay points. Last year I was using 6 volt ex-Government miniature accumulators, and after three months of fluttering rudder at range I found that owing to the terrific amps. these accs, can deliver, they were giving a spark enough to fire a piston in a gas job! The suppressors were fitted at the 7-way plug. They were moved to the actual set, and it cured the fault at once. In the meantime I had had the model lost in a cornfield for ten days. One more lesson. It will be noted that the batteries, furnished in a balsa box under the dashboard, are stored well away from the set. Avoid any set-up that calls for the batteries being near the set, or you may lose that valuable range. The Aeronca has a range to the limit of clear sight of it. The set is fitted on rubber bands across two dowels. So neat is the fitting that the model has a pilot’s seat, map table, aerial winding gear, headphones, throttle, trimmer, instruments, two-way radio set and maps. A pilot is now being made. The only visible sign of the R/C gear is the set in the place of the observer’s seat. This fulfils a long standing ambition as even the aerial is in the scale position. It makes some of the ugly ducklings of radio jobs look a little hammish, and gives one a real kick to operate! You will by now have noted an absence of the customary load of building instructions. Let’s make it clear here and now: if you cannot handle the plans as they are, then leave this model alone. If you are able to read the plans then go ahead. I am not going to invest valuable space explaining how to build a traditional box type fuselage, with side stringers added; but I might say that the wing spars are unusual in that they are hollow box type, full depth, and that the wing ribs are, in consequence, in three pieces. This makes a very strong wing without great weight. The ribs are made in the normal way, and cut up into three after sanding to shape. This is one of the keys to the warp-free structure, as notches, unless properly made, make most of the warps in warped wings at all costs, so don’t use the strongest dope you can get. Choose the one that spreads smoothly. If the nylon is damped, and stuck on with strong glue such as Croid, it should be quite tight enough without the overtightening and warps the full strength dope produces. Banana oil will fill in the texture without tightening if necessary. An R/C model requires care at every stage, but a scale radio job needs twice the care if you are to succeed. The reward, however. is that you are in a class of your own when you fly, and you will always be the centre

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of attraction at a flying meeting. My parting shot-don’t build it to look at. It’s got its C. of A. with full honours, so build it carefuly, trim it properly, solder the radio carefully, and FLY it! From John Myers KK Chief The Kiel Kraft, ‘Chief’ to my mind was always the ultimate KK Glider Kit. Many moons ago as a young impressionable lad it didn’t seem to matter how hard I tried I could never rake up enough cash from combining my pocket money and paper round to purchase a Chief. However, that was until recently. Thanks to The Vintage Model Co and their Replikit Classics range and a little spare loot, I now have my Chief. Costing significantly more than it did all those years ago. Inflation? The intention was to convert it into a 2 Chn. R/C Bird without a dramatic increase in weight. I have installed a Fr Sky TFR 6 Receiver and two MG 90s Micro Servos. Although there are lighter units I happened to have them on the shelf so the decision was easy. The next task was to decide HOW to install them because due to the way the Chief is designed the easy way is to mount them with access from the side rather than through the top of the fuselage. The original idea was to mount them close to the C of G with a lightweight small battery placed forward on an adjustable mounting to balance the aircraft and hopefully remove the necessity for a nose weight. The size of the surface areas of the elevator and rudder were considered and a method of construction decided upon. The original Chief has a spring-loaded rudder operated from the launch hook and a D/T Tail complete with fuse! My aircraft has a single fin and tail plane unit which should present few construction problems and the whole thing is held in position by elastic bands. As the air loads on the control surfaces should be quite low I have used light nylon to achieve very light flexible hinges. However, after deciding to ‘beef-up’ the construction of the tail unit, I have overdone it and ended up with an increase in weight at the very rear of the aircraft. This has resulted in a re-think of the servo / Rx positions and the type of battery used. Originally the idea was to use a small lightweight battery in the nose but the increase in the weight of the tail is so great I have had to use a rather large battery pack and move the servo, RX mounting board forward to get the C of G anywhere near the right position. I am now in the process of covering the aircraft in tissue, a process not attempted in many a year!

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(Just received below from John JP) Attached is the latest photo. of my Chief, completing its C of G check and control throws check. I'm sorry to say my tissue covering skills have NOT improved since my 13th birthday so it has a slightly 'Rustic" appearance, especially after one or two repairs, ( Dog standing on wing! Don't ask.) and me poking my finger through the tailplane. I'm not sure about the aesthetics of the Servo / Receiver access panel so I might

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change that. Now I'm looking for a calm day and long soft grass for a few proving flights before chucking it off a hillside.

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Boeing F4B-4. A colourful replica of a famous U.S. Navy fighter designed for control-line flying by W. I. BARRETT From Model Aircraft September 1958

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TheE Boeing F4B-4 is one of America’s most famous biplanes, and is an ideal prototype for a small C/L model. For those who like decorating their models in various colours, this one needs some beating. The colourchemes used by the U.S. Navy and U.S. Marines on their Boeings give ample scope to the dope dauber! The general Navy scheme can be seen in the photographs of the model. The wings are generally silver, with the top surface of the upper wing chrome yellow. Fuselage, struts and undercarriage are light grey, and the tail surfaces white. The cowl, formation “V” and fuselage band are red. Lettering is in black. The construction of the model should present no difficulty to the average modeller, so if you are ready to go, make a start with the engine bearers and front formers. With the engine bolted in position, the formers can be cemented to the bearers, then when this unit has dried, bind the undercarriage in place, and add the bellcrank assembly. Next cut out the keels and add the remaining fuselage formers, positioning the fuel tank between formers “E” and “F.” This will form an ideal platform for the dummy pilot. The tailplane and elevator assembly must then be added and linked up to the bellcrank. With the fin and rudder cemented over the tailplane, the model is ready for planking. Do not forget to mark the wing strut positions when the planking reaches former ‘K.’ After sanding the fuselage, the dummy engine and cowling can be added. On the original model, the cylinders were produced by turning a piece of suitable dowel in a chuck and marking the fins with a 20 t.p.i. chaser. The grooves were later deepened with a fine razor saw. If this method is beyond the builder, an alternative method is to wrap cotton round the dowel to represent the fins. Push rods are made from pins. The wings are of simple construction. After cutting out the sheet base, the ribs are added, together with the leading and trailing edges. Cover with lightweight Modelspan and dope. The model should be painted before the assembly of the wings to the fuselage, as this simplifies matters considerably. With the model finally assembled, check the e.g. The model should balance on the front line. This is important, as the model is so short that much c.g. variation can be fatal. For flying, pick a good smooth surface. On release, hold on up elevator to prevent nosing over, but watch for the acceleration. The model fairly leaps off the ground, and the controls must be brought to neutral immediately.

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A superb 1/10th free-flight scale model for 1.5-2.5 engines of the famous . . . Westland Lysander Specially developed by Aercmodeller staff. Aero Modeller February 1958.

For twenty years the high cranked wings and stringered fuselage of the famous Westland Army Co-operation aircraft have made it a modeller’s favourite. This version represents a complete structural revision of the well-known A.P.S. design, eliminating all the earlier complication of spark ignition engines, yet still retaining the rib-for-rib, stringer-for-stringer detail that makes it so accurate in scale appearance Certainly it’s no beginner’s project, but the crutch built fuselage and flat-bottomed wings will present no difficulties to the modeller with a little experience. What a subject for colour schemes! We show seven variations on this page, including the “Cloak and Dagger” variant for partisan activity behind enemy lines. The “Lizzy” served well in Operational Training Units, as a Spy and Supply dropper, or Target Tug, so

providing an interesting diversity of markings. Last of the heavy Army Co-op. aeroplanes, it will always be remembered for its wide range of performance. The model duplicates the same flying characteristics, and we have retained the same unique tail trimming system as employed on the full-size, so eliminating unsightly external rubber bands and still permitting a wide range of trim angles. In anticipation of the inevitable question, “Will it be suitable for R/C conversion”, we are sorry to answer an emphatic NO. The small area of the high aspect ratio wings would not permit the payload of radio and batteries.

(The emphatic NO seems like a challenge to me, who is going to be the first? JP)

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The Frog 249BB-Modiflcd model, which we first described in the June, 1957, issue of MODEL AIRCRAFT, just before it became available on the home market, is the most powerful quantity-built 2.5 c.c. diesel made in Great Britain at the present time. It is, in fact, a most important addition to the home market, because it brings to the ordinary modeller, a standard of performance that is otherwise obtainable only in foreign or specialist-built engines, generally costing considerably more. The original model Frog 249BB was dealt with in the Engine test series upon its introduction in December, 1953. Some months later a few “ Modified” models were built especially for the American market and two of them were handed over to Model Aircraft for test and evaluation. It was immediately apparent that thisversion offered at least 10 per cent. more power than the already very useful performance of the

standard engine, but nearly a year passed before we were able to mention this engine as available on the home market. During the past two years, however, a few small additional improvements have been made to the 249BB and it is felt that a further full test report is now justified. Externally, there is little to identify the 249BB-Modified from the original model, other than the colour of the finned cylinder barrel which is colour-anodised red instead of natural aluminium. There are, however, one or two subtle changes which distinguish the new 249 from the earlier models. Crankshafts, for example, are now an easy sliding fit in the ball-races—a practice which is becoming increasingly widely used as a means of reducing the risk of damage to the bearings in a crash. To limit rearward movement of the shaft (which might cause damage to the crankcase backplate and a strained con-rod) the front bearing seal is now provided with a small brass bushing which acts as a distance piece between the drive hub and front bearing. The principal difference between the 249BB-Modified and the standard model is, as previously related in Model Aircraft, found in the cylinder porting. A new liner is used in which the inclined circular transfer ports, as originally designed, are replaced by circumferential slits of the same shape and area as the exhaust ports immediately above them. Unlike other standard production engines having this type of porting, however, the outside of the skirt portion of the liner is carefully contoured to smooth the gas flow towards the ports. The actual port timing is also altered appreciably. The exhaust ports are lowered, as a result of which the very long exhaust period of the original engine is reduced by about 15 degrees, thus lengthening the effective expansion stroke while also increasing the sub- piston air induction period. The transfer period is drastically reduced but since the transfer port shape has been entirely altered, this has less significance than the actual timing diagram suggests and it is necessary to plot transfer port area against crankshaft travel to obtain an accurate comparison. The rotary-valve timing remains substantially unchanged and the engine is note worthy for the quite modest size of tite crankshaft port and intake passage. Specification Type: Single-cylinder, air-cooled, reverse-flow scavenged two-stroke cycle, compression ignition. Rotary- valve induction via crankshaft journal, with sub-piston supplementary air induction. Swept Volume: 0.152 cu. in. (2.494 c.c.). Bore: 0.581 in. Stroke: 0.574 in. Stroke/Bore Ratio:0.988 : 1. Weight: 6.15 oz.

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General Structural Data - Pressure diecast LAC. 112A aluminium alloy crankcase with integral main bearing housing, mounting lugs and carburettor intake. Semi-counterbalanced crankshaft of 3 per cent. nickel-steel, hardened and ground, with 13/64 in. dia. Crankpin and running in two 3/8 in. ball journal bearings. Front bearing protected by synthetic rubber cap acting as dust cover and oil seal. Cylinder of close grained mild steel, hardened, ground and bored. Piston of Brico cast iron with 5/32 in. dia. full- floating silver steel gudgeon pin. Drop-forged RR.56 aluminium alloy connecting rod. Contra-piston of mild steel. Diecast aluminium-alloy cylinder-head and machined aluminimn alloy cylinder barrel, sliding fit over liner, clamping entire cylinder assembly to crankcase at liner flange by four long screws. Alloy prop driver pressed on to splined section of crankshaft. Beans mounting lugs. Spraybar type assembly. Test Engine Data Running time prior to test: 2 hours. Fuel used: 40 per cent. Technical ether BSS.579, 30 per cent. ‘pink” paraffin, 30 per cent. Castrol “R,” plus 5 per cent. amyl-nitrate. Performance Writing of the original Frog 249BB in the January, 1956, issue of Mdel Aircraft, we said: “The Frog is quite

the most well-mannered diesel that we have encountered for a long time. Starting is exceptional. Without actually making a time check, we had the engine started within a matter of seconds. This required no priming we merely choked the intake for three or four flicks and, after two or three more flicks to get the feel of the required compression setting, we had the engine running steadily.” These comments just as accurately describe our findings on the 249BB-Modified model, which is all the more remarkable having regard to the increased performance of the newer model. The 249BB has

shown a liking for a heavily nitrated fiel when running at anywhere near its peaking speed. Such a fuel is not obtainable in any currently available commercial blend (these latter being intended for general use and in other engines that would overheat with too much nitrate) and, after running-in, our test engine was fuelled with a mixture containing 5 per cent. amyl-nitrate. Compared with the test of the earlier model, the torque curve obtained with the 249BB-Modiflcd was of a slightly different pattern. At around 8,ooo r.p.m., for example, torque was up about 6 per cent., but at 13,000 r.p.m. it had risen by 11 per cent. Thereafter the curve began to drop off more rapidly so that the b.h.p. peaking speed remained substantially unaltered at around the 14,500 mark. This, of course, is exactly what is wanted and means that the biggest incrcnses in propeller speeds over the standard model will be realised on the size props popularly used for the F/F competition work. The actual maximum output achieved in test was some 0.285 b.h.p. We find it very difficult to fault the Modified 249BB. Some people may criticise its slightly above-average weight or its mounting lugs, which do not provide centre-line mounting. If such objections should be voiced, however, they are surely of little account when placed against the exceptionally good performance, easy starting and modest price of this welcome addition to the 2.5 C.C. class. Power/Weight Ratio (as tested): 0.74 b.h.p./lb. Specific Output (as tested) : 114 B.H P. / litre.

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James, It’s true that many old engines are not reliable enough for reasonable present-day operation, and many are too fragile to risk anyway... However, there are still fortunately quite a few super old engines that are robust and dead easy to operate, while also being perfectly practical and powerful runners, particularly for old timer flying. Among the best of these must be the Super Cyclone, which has always been a great favourite among those, like myself, who are addicted to playing with old engines... While I don’t like repeating the adjectives already used above, the Super Cyke really is reliable, robust and dead easy to operate. Running these old spark ignition engines became distinctly more delicate when Nicads were phased out in favour of the « weaker » NiMH alternatives. However, Thanks to electric flight (whassat !), the current generation of LiPo batteries has restored ignition system reliability to a level that I was never able to achieve with the NiMH... Anyway, the bottom line is « no more excuses », and it’s such good fun ! BC.

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A scale control-line replica of a snappy American Midget Racer by PETER LEWIS from Model Aircraft December 1958

Here’s an eye-catching model of one of the neatest little racers ever to take to the air. Encouraged by the American Goodyear Trophy contest rules, home-builders produced an exciting crop of original racing designs, with Mercury Air’s Shoestring possessing the most elegant and refined lines of ail, adequately matched by the tiny machine’s contest successes. These included the winning of the Continental Motors’ Trophy at Detroit in 1951, when John Paul Jones flew the midget around the course at 197.2 mph. The design was by Rodney Kreimendahl and the brothers Carl and Vincent Ast. The wings spanned 19 ft, and the nose of the 17 ft. 5in. fuselage mounted a ContinentalC-85. The model uses a 1.5 c.c. motor, and features simple. strong construction so that you can have Shoestring in the air

in a very short while indeed. The fuselage is the first item for attention, built up on the 1/8 in. sheet crutch which is shaped to the outline shown on the plan. Hardwood engine bearers of 3/8 x 1/4 in. section are cut to length, tapered at the front and cemented firmly into the crutch slots. The hardwood control-plate bearer is made from similar section wood and slotted inso place. The engine bearers are flush with the lower surface of the sheeting. The crutch is marked with the positions of the formers F2 to F10 and these are now cut from 1/8 in. sheet and mounted in place, excepting the upper half of F7, which is added after the wings are fixed. Former F5 carries the 14 gauge wire undercarriage, sewn and glued to it. Installation of the tank between F3 and F4 is the next step, followed by the 18 gauge wire tailskid and the 3/32 in. sheet tailplane mounts. Single pieces of 3/32 in. sheet form the sides and underneath of the fuselage. Six B.A. bolts, soldered to strips of drilled brass or tinplate, are fastened in place on the engine bearers, together with the front ring F1 of 1/16 in. plywood. And the whole upper nose cowling is finished by filling in with soft block carved to shape. A 6 B.A. bolt fastens the control-plate to its bearer, accompanied by tise fittings of the 16 gauge wire pusbrod and 22 gauge leadout wires; 1/8in. sheet is used for the tailplane and the fin, both cemented in place at this stage. The fuselage unit must now be put on one side, as work cannot proceed on it until the wings are mounted on the crutch. . . To start the wings, pin down the 1/8 x 3/16 in. leading edge and the 1/16 x 1/2in. trailing edge. Trace ribs R1 to R5 on to 3/32 in. sheet and cut them out, noting that leadout-wire slots are necessary only in the port set. Cement the ribs in their respective positions and add the 1/8 in. sheet wing tips. The undersurfaces of both wings are next covered with 1/16 in. sheet, leaving the centre-section open. The leading and trailing edges are now steamed at the four centre-section points so that the upper surface of the wing lies in a straight line, in effect giving a small amount of dihedral on the lower surface. Guide the leadout wires through their slots and tubes and slide the wings into a snug fit in the front cowling block cut-out, finally gluing them firmly to the crutch. The upper surface of the wings can now be sheeted over, including the centre-section. The upper half of F7 is added, together with the rear fuselage decking and the head-rest block. Soft block is also used for the engine cowliogs on the sides of the nose, and another piece is hollowed out to cover the engine to be fitted to the model.

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The undercarriage strut fairings consist of two layers of 3/32 in. sheet, glued one on each side of the wire legs, with the gaps filled in with similar pieces. The whole leg is then sanded to streamline section. Wheel spats are laminated from 1/4in, and 1/8in, sheet and cemented in place on to the legs, after she wheels have been fitted and retained with washers soldered to the axles. The outer 1/8 in. sheet laminations-which have been split away to ease assembly-are then cemented on again to complete the spats, which finally receive 1/8 in. sheet inner facings to bond them firmly to the leg fairings. Ensure that the wheels revolve freely within the covers. To complete the tail unit, the 3/32 in. sheet rudder joins the fin through a thin aluminium strip pressed and cemented into each surface. The pair of elevators are glued to their 20 gauge wire axle and subsequently hinged to the tailplane. The four stub exhausts consist of neoprene tubing cemented into holes on the undersides of the side cowling blocks. The cockpit is completed with a piece of leather glued to the wire headrest, followed by the celluloid canopy which may be a trimmed commercial one, or pressed specially for the model. The final work of finishing the model is started by sand tapering the surfaces until they are smooth, followed by successive applications of sanding sealer, comprising clear dope mixed with french chalk, accompanied by further sanding. The entire model is then covered with tissue doped on and given severol coats of chartreuse green. Trimming is in red, with registration N26C on the rudder and above starboard and below port wings. Green Shoestring is in script on each side of the cowling bulges, with racing number 16 in the same colour on red discs on the fuselage sides and above and below the opposite wingtips to the registration.

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WEEPY A semi-scale design 30” span FF especially for the Cox Pee Wee-by DAVE PLATT from Model Aircraft January 1959

When the Cox Pee Wee engine became available from model shops recently, many modellers took the opportunity to obtain one of these amazing little American 0.020 powerpots. The power obtainable from this motor nearly equals that of the average 0.5 diesel-for most applications-and its tiny size and weight immediately conjure up thoughts of sub-miniature FF power ratio and scale models. Unfortunately, however, the power is a little too much for truly diminutive models. To date the usual application for a Pee Wee seems to be a converted rubber-model or glider, but I

thought that a design especially to suit the potentialities of the motor would be much more satisfactory - hence Weepy. This model has 1 sq. ft. of wing area which gives it a “ high-performance sport” type of flight, with ratios of around 10. I can recommend this model for owners of 0.5 motors, but if you install a good “Dart” or a 0.8 c.c. motor, go easy on the power at first. Construction is true beginner’s stuff. The original was completed in about seven hours building time and for a cost of less than 5s., less

dope-hardly expensive! The appearance of the model rather inspires thoughts of PAA load. I haven’t tried adding any weight to my Weepy yet, but no doubt I shall before the model is much older. The all-up weight of the original is 4.3 oz., but no effort was made to achieve light weight, 3.75-4 oz. should be easily possible if load-carrying is required. The model should be trimmed to fly left-left, the port wing panel being washed-in and left rudder used to get the glide circle. The motor thrustline is entirely straight. Finally, just one word of warning—glo fuel will attack many plastics that are immune to diesel fuel, so if you are using a gb niotor for the first

time be careful what type of filler, etc., you use or you may find that it has melted away!

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From Karl Gies http://palmodelproducts.com This will be a terrific engine and since it is radial mount make conversions much easier. cheers, cccnh (operators are standing by - not really, it is not out yet)

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Tlush Mite from Bernard Scott (New Zealand) I’ve just received this copy articlefrom Model Builder and plan from Bernard, it was too late in the day to include ein part 1 but here it is now. JP) The mystery eBay plan in the November issue of Sticks and Tissue rang a bell, if somewhat weakly. The style of the plan pointed to Model Builder, and it was located it in the April 1979 issue - the Tlush Mite. MB has it as 50” wingspan, not 60”. Attached are the relevant pages from MB for verification.

Another last minute inclusion from Allan Laycock in Oz Attached is a picture of my 1936 old timer Oriole - all 120" span of it. Now the mystery picture in S & T on page 27 may be an Oriole. Note the rather strange shape of the front windscreen as well as the general shape of the wing and tail. I think the picture has my Edco Sky Devil .65 dwarfed in the engine bay. Regards from Australia and keep up the excellent work,

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Three photos I took a the flying site a coule of days ago showing Brian Beacham with a secondhand power model he is restoring, holes in tissue and slight bend in rolled balsa fuselage and John Bainbridge with his three foot ruler 36” glider ready for the monthly comp we will be running as from April.

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David Kinsella’s column Nelsonian Observers on the White Cliffs that day in February 1942 could hardly believe it! There in broad daylight, steaming east at full speed with tight air cover and flags flying were twenty-one ships of the German navy! This. Amazing sight soon known as the Channel Dash - Operation Cerberus to the Kriegsmarine delivered the force front the French port of Brest to the home ports of Keil and Wilhelmshaven. The first big show for the Focke—Wulf I9OA in all some 280 machines under the control of Oberst (Colonel) Adolf Galland flew close to the fleet and all Swordfish sent with torpedos were shot dawn. To gain time minefields were risked, Scharnharst damaged but carrying on. There were red faces in high places....Note Dolfo’s cigar even carried in his 109! Control Line Fighter Tank’s masterpiece (a camp bed in the drawing office helped, our Phil Smith draw up a fine Focke-Wulf 190A for Veron. Kits long gone I’m sure, the highly detailed plan is available for 3 to 5cc power. Flaps are a feature. S&T 86 carried the full listing of Phil Smith’s many plans. (New oneafter this column JP) A while back we saw a very fine 190A from Scalemeister Alan Walker, exhausts coming out where they should, loads of fine detail everywhere. BMW powered the I90A many radials on show at their excellent museum in Munich (Munchen). Das Boot was shot in Munich (a sub built for it) and local delights include a boat trip along the Isar, the Beer Festival and the huge Deutsches Museum with full-size boats and much more, even an Auto Union from the Silver Arrows era. Why not see it all in 2015? Truly Vintage From distant days when flying in parks and playgrounds was what you did, a fine Lil Lulu drawn by Norman Butcher in 1951 and built by Sam Alexander (a Tom Miller tuned ED 346 is well hidden). With input from Terry McDanald (one of the many stars at VTR 2000) the model won at Old Warden in. 2012. Fond of the Fokker DVII like many more Norman went on to build the Great War fighter for R/C in blue and white with much detail and a slanted motor to keep a large silencer within the cowling. I did likewise. Some Non-Stopper! Stations in the UK and elsewhere are often well above street level to meet local needs. Giving rise to a famous picture, an express failed to halt at a terminus, shot across the concourse and fell into the street far below! In the steam age regulators were known to lock open due to steam or water in the wrong place (at least one LMS engine experienced this). I first saw the pic at an advertising agency in London but failed to take a note of where or when this loco misbehaved itself. Assistance, gentlemen? The Nelson Touch For sure a crank-turner at fifty paces the 5cc Nelson racing engine is quite magnificent and mighty rare too, Held in my steaming palm was No 22 on the opposite lug B de C inscribed. As if hewn by a superior being from the best stock on Earth, the gleaming result with its vast air intake (one quarter of backplate area) and domed heady extra forward lugs and rear exhausts fine cylinder finning and long crankcase mark this Yank as uber special. Almost a pound in weight and effective like its 2.5cc brother,. the big Nelson is hard to come by and therefore expensive. Never run and owned by a fellow in the City it could be for sale - just. My previous sighting of another was years ago on a Clanford stand at Old Warden. Guessing possibly less than fifty were made. The Kohinor in any cabinet and one in the eye for your mates. Such perfection is rare indeed...

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At Raynes Park MAC Mills-powered cardinals and big Yanks of the 1930s were seen in the clubhouse in September, strong evidence of Mike’s energy and skill. Impressive were the others with electric motors, clean-running and these days really powerful, In support of anchorman Mike, to whom we give thanks for our magnificent HQ, Geoff with swordstick, Barry Tony Keith, Gerry, Adrian and a dozen more filled the space with the joy that is aeromodelling. Rare motors appear now and then, a 5cc Nelson - very rare - promised soon. Part built, a 24in police launch also appeared. A Bitsa I had my fun with. bikes before lids came in (a bobble hat for me). Anyway, a few of us enjoyed lightweights, some building them as Bitsas. Chum John from Coventry did just that a while back, a BSA Bantam frame sporting a 197cc Villiers engine., Suzuki forks, Honda hubs, Royal Enfield exhaust and a seat from an Italian unknown. Perfect for the woods of Wales and no worries if you drop it. John living there these days. Secret Stuff A terrible fellow encountered by 007 built and tested rockets in the UK. Not as crazy as it seems, those who signed the Official Secrets Act did just that on the Isle of Wight and nearby. Programme completed, this hardware was sent off to the rocket site in Australia. Rigs embedded in concrete remain as evidence - if you know where to find them Fleming was very switched on his book collection (now in the USA) carefully assembled by experts. Close Hauled Richard Firth gives us Britannia, Cambria and others racing off the Clyde. Campaigned by King Emperor George V and carefully uprated to tackle more modern yachts, her abandoned tiller resides in Greenwich her hull in deep water off the south coast. Thanks to modern materials big yachts setting jackyards are regularly seen on the racing circuits, Classic Yacht and others finding them difficult to resist. Modellers may agree here. Totty Spotter If you thought train spotting was of the 1950s think again. An age before that young Fanny Johnson was listing GWR engines in 1861, the age of the Broad Gauge (7 ft) when locos dripping in copper and brass left Paddington for the West. Brunel’s idea for high speed an a broad base, German engineers thought likewise and plans were drawn up for a huge East/West line of some 15ft gauge, even freight trains on a 20ft gauge. Our GWR 7ft track bowed out in 1892. Brisfit Wawing them at a Guild show a while back, this Middlebrook masterpiece sold quickly and these days is availale as a quality print from Hansen Fine Art 0844 554 4671. A stunner for den or dugout Long ago Milani’s Bristol Fighter (Anderson Spitfire) appeared on the cover of Model Aircraft its beauty regularly seen in action in Kensington Gardens, Ron Moulton and chums there to assist. The Italian enthusiast told me that big models were the way to go, more detail and more impressive in flight, and for his white DVII help and plans were given by the Smithsonian in Washington. Ron’s little gem Flying Scale Models (1956) features Milani’s Brisfit, Heyford, Warhawk, Horsley and Damier bomber. The Jaguar and Porsche driver built big and fast in his hotel suite, nearby shops checked for pots and pans for cowling material. In a grey silk suit he judged Scale at Old Wardens those super Profiles to hand. Cesare knew his onions (or cipolli to him).

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Big Cigar Once a cabin boy aboard airship Hindenburg, the last survivor of the fire in New Jersey died in. August. Of great interest today with replica sections built in Germany and the USA - cabins, control room) saloon in great detail - movies then and now take us into the fascinating world of the mighty globe circling giants of 800ft and more: manned power cars reached by ladders rain gutters to collect water ballast in-flight fabric repairs vast sheds to hold them and 200ft mooring masts complete with lifts, lots of books, of course, and now and then plans to build them again...Four 747’s end to end indicate the size of Hindenburg, in place above Berlin during the 1936 Olympics. Luckily our cabin boy with clothes on fire fell from a great height into wet sand and lived. Amy Famous flyer from the great days of open cockpit aviation, Amy Johnson flew in the essential ATA service and finally lost, her life in the Thames. With help from Charles Cheers Wakefield (Cup and Castrol) Amy did office work as she learned to fly, her flat-mate writing to me of those fun days of long ago. Amy’s DH Jason is in the Science Museum. Various movies exist, Robert Newton as her husband in one. Much Missed The credit-fuelled 1980s saw the rise of black and gold Beatties, a shop most certainly near you. Later came red and black Modelzone. Now both are history and bad news for model manufacturers here and abroad. On line is ok but Beatties in holborn with a dozen serving away was an experience!

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What a great photo from Urs full size and model

SAM 1066 Events 2015 I have been advised by the Authorities at Middle Wallop that our license for events to be held in 2015 has been suspended, due to security reasons as given below: "As a result of the increased security that has been ordered on all MOD establishments within the UK , all non-resident applications for licences to use the Middle Wallop airfield are being held in suspension until further notice. Therefore we are unable to issue any licences for airfield use for the foreseeable future, as the situation unfolds this decision will be reviewed. I much regret any inconvenience caused by this decision." It is possible that the status will be reviewed around March 2015. Please check with our SAM 1066 website for the latest information. Roger Newman SAM 1066 Secretary From Colin Smith Here is an up to date plas list , not all of the plans are listed as I now have nearly all the Veron plans including all the solids ,so if any one requires an old Veron plan I might have it ,including information about the fibreglass boat hulls ,which are still being made by Robin Whitmarsh .

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And at the moment Leon Cole (Bellair ) is in the process of making a short kit of the Huntsman boat from an original kit that I obtained and lent him . All so in the offing some time next year will be the parts and fuzzie for a Cobra Glider ,as one friend of Dads built a model from parts I donated to him .He flew this model at Ringstead ,and a lot of interest was shown about the model and was it available . VINTAGE PLANS Stentorian 72" £12.00 Stentorian (reduced for electric) 48" £10.00 Comet II 72" £9.00 Streaker 37" £6.00 Queens Cup Winer 52" £6.00 Condor Clipper 28" £3.50 DUCTED FAN SERIES Deltaceptor 40" £5.00 Fairy-Delta FD2 39" £5.00 Lavochkin LA17 39" £5.00 Sabre F86 34" £5.00 Hawker Hunter 36" £5.00 VERON JETEX SERIES Attacker £4.00 Fouga Cyclone £4.00 Sabre F.86 £4.00 Sea-Hawk £4.00 Thunderjet £4.00 MORE VINTAGE PLANS Air-0-jet 30" £4.00 Cirro-jet 35" £4.00 Dragonfly £3.50 Goshawk 45" £5.50 Kiwi 42" £5.00 Martinet 36" £5.50 Minibuster 19" £5.00 Min-o-jet 18" £3.50 Panther 41" £5.00 Philibuster 28 1/2" £5.00 Skyrod 35" £5.00 Spitfire 22 27 1/2" £5.00 Tipsy Nipper 34" £6.50 Velox 44" £6.50 Veron Viscount 54" £7.50 Wyvern C/L 25 3/4" £5.00 Nipper C/L 17" £5.00 Colt C/L 19" £5.00 Pinto C/L 1/2 A Team racer 20" £5.00 Wagtail £4.00 YET MORE VINTAGE PLANS 1939 Veronite No.1 28" £3.00 1939 Veronite No.2 31" £3.00 1939 Veronite No.5 20" £3.00 Bunch Cadet 30" and 20" £3.00 Condor Curlew 20" £3.50 Goblin 20" £3.50 M.S.S.Lynx 42" £3.50 Rascal 24" £3.50 Veron Baby Comet 25" £3.50 Veron Eagle 46" £3.50 Veron Fantail 22" £3.50 Veron Sea-Fury 25 1/2" £5.00 Veron Speedee 24" £5.00 Veron Stunter Biplane 24" £5.50 Veron Vortex A2 66" £6.50 Veron Domino 46 3/4" £5.50 Veron Dominette 28" £5.00 Veron Cirro-sonic 34" £5.00 DESIGNED BY COL. C.E. BOWDEN Bowden Baby Duration 30" £4.00 Bowden Balsa Baby 26 1/2" £4.00 Bowden Bee 84" £10.00 Bowden Kanga Kite 81" £9.00 Bowden Kanga Kub 60" £9.00 Bowden Satellite 48" £8.50 Bowden Wee Sea Bee 36" £8.00 Bowden White Wings 76" £8.50 Bowden Big Stuff! £9.00 Caroll Krupp Bowden Trophy Winner 1937 96" £10.00 VERON DESIGNS Veron Focke-Wulf 190 33 1/2" £5.00 Veron Merlin 42" £4.00

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Veron Midget Mustang 24" £5.00 Veron Fledgeling 24" £4.50 Verosonic 46" £4.50 Comet III (A E Brooks 1937) 58" £10.00 M.S.S. Lynyx Cub 30" £4.00 Veron Sentinel 34" £4.00 VERON TRU-FLITES Aeronc Champion £3.50 Auster A O.P. £3.50 Bebe Jodel £3.50 Buster £3.50 Chilton £3.50 Comper Swift £3.50 Cosmic Wind £3.50 D.H. Chipmunk £3.50 F.W. 190 £3.50 Fokker £3.50 Harvard £3.50 Hawker Fury £3.50 Hurricane £3.50 Luscombe Sedan £3.50 M.E. 109 £3.50 Nieuport £3.50 Prefect Sailplane £3.50 S E.5A £3.50 Seamew £3.50 Skyhawk £3.50 Sopwith Camel £3.50 Sopwith Triplane £3.50 Spitfire £3.50 Swordfish £3.50 Tiger Moth £3.50 Wild cat (all 18" to 22") £3.50 Veron Impala 54" £5.50 Veron Mini-Concord 40" £7.50 Veron Min-Robot 36" £7.50 Veron Robot Radio Trainer 45" £6.50 Veron Sky-Skooter 48" £5.50 Mercury Aeronca Sedan 65" £10.00 Mercury Monocoupe 64" £9.50 Mercury Monocoupe 40" £7.50 Veron Bee-Bug 22" £5.00 Veron Bom-Bat 25 1/2" £5.00 Veron Combateer 38" £5.00 Bob Gosling`s R.F.L.G 53 46" £6.00 Jack Leadbetter`s Seafly 36" £4.00 Veron Hawk Mk.I 39" £4.00 Veron Hawk Mk.11 £4.00 Bowden Kanga (1932) 1/4 scale £4.50 ADDENDUMS & ADDITIONS Carl Goldberg Valkyre 24" £4.00 Comet II 24" £4.00 D.D.I. NORMAC . £3.00 Forster Spitfire £7.50 K.K. Cessna 170 36" £5.50 K.K. Luscombe Silvaire 40" £6.00 K.K. Super Cruiser 40" £6.00 K.K. Flying Wing 73" £8.50 M.A.S. Falcon 28" £3.50 M.A.S Peregrine 53 1/2" £3.50 M.A.S.Swallow 46" £3.50 Mercury Chrislea Skyjeep £8.50 Mercury Stinson 105 Voyager £5.50 Ole Reliable 84" £10.00 H.M. 290 £4.00 Veron Buzzard 60" £4.00 Veron Coronette 26" £4.00 Veron Deacon 52" £7.00 Veron Cessna Skylane 54" £10.00 Veron Skylark 21" £3.50 Veron Snipe 20" £3.50 Veron Spearfish 22" £3.50 Veronite No.3 20" £3.50 Veronite No. 4 21 3/4" £3.50 VERON KITS Veron Avro 504N 56" £11.00 Veron Cessna Skylane 54" £10.00 Veron Cherokee C 56" £9.00 Veron Fokker D VIII 46" £10.00 Veron Sopwith 48" £10.50 Veron Tiger Moth 50" £9.50 Veron Tomtit 52" £12.00 Veron Big Impala 74" £8.50 Veron Concord 66" £11.50 Veron Impala 52" £5.50 Veron Mini-Concord 40" £7.50 Veron Mini-Robot 36" £7.50 Veron Robot Radio Trainer 45" £6.50 Veron Springbok Soarer 72" £8.50 Veron Super Robot 60" £8.50 Veron Cardinal 35" £5.00

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Veron Deacon 52" £7.00 Veron Fournier R.F.5. 72" £7.00 Veron Stunter Mk II 30" £5.00 Veron Vespa Minibipe 23" £3.50 OTHER DESIGNS Black Magic 60" £7.00 Bowden Contest 45 1/2" £7.00 Bowden Meteorite 45 1/2" £5.00 Frog 45" £7.00 K.K. Falcon 96" £10.00 Vagabond 36" £5.00 Flair Junior 60 Long Nose £8.00 LATEST ADDITIONS Mercury Galahad 54" £9.00 Mercury Mallard 48" £6.00 Mercury Tiger Moth 33" £8.50 Air Cadet 36" £3.50 Dixeylander 50" £5.50 Ivory Gull 50" £5.00 K.K. Pirate 34" £5.00 Kestrel Twin Finned 36" £3.50 Lulu Mk II 50" £5.50 Mamselle 39" £7.00 Mermaid Flying Boat 71" £11.50 Navigator Flying Boat 52" £9.00 President 34" £6.50 K.K. Fleetwing 54" £8.00 K.K. Fleetwing 72" £11.50 K.K. Ladybird 42" £7.50 K.K. Phantom Mk II 21" £5.00 K.K. Phantom Mite 16" £5.00 K.K. Super 60 (actualy 63 1/2") £8.50 Simplex 42" £6.50 Simplex 60" £8.50 Sporty 30" £5.50 Sporty 36" £7.00 Mercury Gnome Glider 32" £4.50 Mercury Grebe Glider 49 1/2" £4.50 Mercury Magna 38" £5.00 Mercury Magpie Glider 24" £5.00 Mercury Marauder 65" £5.00 Mercury Martin Sailplane 39 1/2" £4.50 Mecury Mentor 36" £4.50 Miss Arpiem 64" £8.50 Veron Clasic Glider 36" £4.00 Eazy Trainer 60" (3-4 channel trainer by Phil Smith as featured in Sam Speaks ) £9.50 Mercury Matador 47" £6.00 Mercury Wizard 32" £4.50 Streamline Cyclone 82" £12.00 The last plan drawn by Phil, from the Frank Zack year book 1936 for R/C Alton Spechial Tethered Car 21 1/2" £7.00 BOATS - NEW TO THE COLLECTION! Veron Boats Veronica 27" £7.00 Police Launch 26" £7.00 Marlin 36" £7.00 Vosper R.T.T.L 28" £7.00 Vosper F.P.B. 52" £10.00 Titan Tug 20" £7.00 Huntsman 42" £11.00 Viceroy 20" £7.00 Skeeter 12" £5.00 Catakit Catarmaran 18" £7.00 Round Britian Racer 28" £8.50 Skid Boat 14 3/4" £4.00 Trident Deep Sea Trawler 30" £12.50 Pilot Launch 28" F/G Hull ref only 7.00 Dutch Tug F/G Hull ( Hull available ) £7.00 Tarpon 29" F/G Hull (Hull available ) £8.00 Please include Postage and Packing £2.00 single plan Europe Include an additional 30p for each extra plan Airmail single plan £4.00 Please ask for mutiple plan postage Please send your cheques or postal orders (payable to Colin Smith) to: Paypal now to csmithbmth@gmail.com C Smith. 12 RedhillPark Homes. Wimbourne Road.

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BMTH. Dorset. BH10 7BW Contact Email: csmithbmth@gmail.com Please remember to include your name and return address in the box below & return this original completed order form back to me. You may need prefer to retain details of your order separately.

FLYING NORTH

A goldmine for vintage and nostalgia model flyers –

FLYING NORTH traces the model flying career of Jack North, one of only two people to represent the UK in on all three outdoor free flight teams, - Wakefield, Power and Glider. It covers his flying and models from 1938 onwards and includes no less than 24 of his previously-unpublished designs. FLYING NORTH was compiled and edited by two of Jack’s Croydon clubmates, David Beales and Martin Dilly, who had access to Jack’s extensive notebooks, photographs, drawings and his original models. FLYING NORTH is a fascinating 163 page book and includes 130 photographs, reminiscences by colleagues, re-prints of all Jack’s published plans and articles, including his later extensive work on thermal detection, and an outline of the professional career that also made him such a re spected name ¡n high-speed aerodynamics. FLYING NORTH proceeds go towards the costs of the national teams representing the UK at World and

European Free-Flight Championships.

Price £18 in the UK, £20 airmail to Europe and £22 elsewhere. Contact Martin Dilly on +44 (0)208-7775533 or email martindilly20@gmail.com

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INDOOR MODEL FLYING

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COMPETITIONS incl GYMINNIE CRICKET LEAGUE ALL FLYERS MUST HAVE BMFA INSURANCE

FLITEHOOK NORMALLY IN ATTENDANCE Adult Flyers £5 Spectators £1.50

CONTACTS:JOHN TAYLOR

Flitehook Indoor meetings at Totton - Southampton Sunday 11th January 2015 Flitehook Indoor Free Flight Meeting, Totton Community Centre, Hazelfarm Road, Totton, Southampton, SO40 8WU. 10.00a.m. to 4.00p.m. Contact Flitehook Tel. No. 02380 861541 Sunday 8th February 2015 Flitehook Indoor Free Flight Meeting, Totton Community Centre, Hazelfarm Road, Totton, Southampton, SO40 8WU. 10.00a.m. to 4.00p.m. Contact Flitehook Tel. No. 02380 861541 Sunday 8th March 2015 Flitehook Indoor Free Flight Meeting, Totton Community Centre, Hazelfarm Road, Totton, Southampton, SO40 8WU. 10.00a.m. to 4.00p.m. Contact Flitehook Tel. No. 02380 861541

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Kits and Cox 049 Engines from under £20…CL Cox 049 Starter Package £60….Great value, high quality Glow Plugs from Merlin….hard to find CL accessories at sensible prices…..E – Zee Mk3

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On Line shop at www.densmodelsupplies.co.uk Or phone Den on 01983 294182 for traditional service