FREE FLIGHT ● CONTROL LINE ● RADIO-ASSISTED FREE PLAN: ERIC CLUTTON SHARKFACE

www.aeromodeller.com
November 2016.
No. 954. £5.00

BUILDING
THE SPITFIRE
IVAN TAYLOR’S 80TH ANNIVERSARY TRIBUTE
FUN-FLY ORIGINAL INTERNATIONAL FF SPORT GLOW
REVIEW
11

9 770001 923004

FREE PLAN
RC SHARKFACE EURO CHAMPS AP 15

● CL NATS SPEED ● CL NATS COMBAT ● FF CLASSES ● VERON CL KITS…

AERO 036.indd 1 05/10/2016 15:19

AM036 IFC.indd 1 29/09/2016 13:47
 CONTENTS
AEROMODELLER 954 November 2016 – Next issue published on 17th November 2016

04 Heard at the Hangar Doors

Editorial, News and Views. 38 Spitfire MkXXII
Part 2. Ivan Taylor on building the
fuselage and under-carriage of his Spitfire.

07 Up and Coming
Calendar of events for the
42 Power Trip – AP Yellow Jacket 15
next months. The AP 2.5cc sports glow engine is
reviewed by Maris Dislers.

08 Off the Shelf

A look at new and innovative
46 Free Flight Classes
Doolittle Mill, Doolittle Lane, Totternhoe,
Bedfordshire LU6 1QX, England
products. Part 1. Mike Evatt contrasts the
different FF glider classes. Issue 954. November 2016
(Issue 036 since relaunch)
10 FF Euro Champs
Team manager Mike Woodhouse on
50 Multi-Engine CL How to contact us:
Tel: 01525 222573
the UK’s performance in Serbia. Ronnie Tribe on his latest multi- Fax: 01525 222574
engined scale CL – the Boeing B-17G Email: enquiries@adhpublishing.com

14 From the Armchair

‘Supercool’ Stuart Sherlock continues
56 Better… Habits!
Editorial:
Editor: Andrew Boddington
Email: editor@aeromodeller.com
his hunt for FF stability. John O’Donnell on better fuselage
Publisher: Alan Harman
construction. Administration Manager: Hannah McLaurie
Power Nationals Office Manager: Paula Gray

18 CL Combat Nats
1/2A, F2E and Vintage Combat at 60 Famous CL Kits – Veron
Don Howie and Ian Smith on the
Advertisement Manager: Sean Leslie
Editorial Design: Peter Hutchinson &
Alex Hall
Darley Moor is reported by Richard Evans. designs of Veron’s Phil Smith.

22 CL Speed Nats
The speed fraternity decamp to
63 ‘Have-a-Go’ CL
Advertisement and circulation:
Aeromodeller, Doolittle Mill, Doolittle Lane,
Totternhoe, Bedfordshire LU6 1QX, England
Barton for modern and nostalgic classes. The South Bristol club let the public
experience the thrills of CL flying. Tel: 01525 222573 Fax: 01525 222574

26 RAFMAA Champs E-mail: enquiries@adhpublishing.com

Paul Blakeborough covers the model

fly-in for Forces members and affiliates.
64 SAM1066 at Salisbury Plain
The move from Middle Wallop
Newstrade:
Select Publisher Services, 3 East Avenue,
Bournemouth, BH3 7BW
heralds a new era for SAM 1066 events.

28
Tel: 01202 586848 E-mail: tim@selectps.com
FREE PLAN – Sharkface and
Clutton Autobiography
Sharkface designer Eric Clutton looks back
at a flying life and designing this fun-fly
66 Tail End Charlie
The thoughts of Chris Ottewell.
Subscriptions:
Aeromodeller, Doolittle Mill, Doolittle Lane,
Totternhoe, Bedfordshire, LU6 1QX.
Tel: 01525 222573 Fax: 01525 222574
classic. Subscribe: 12 issues - UK £55, Europe £73, Worldwide £82

Website: www.aeromodeller.com

AeroModeller is published monthly by Doolittle

Media, Doolittle Mill, Doolittle Lane, Totternhoe,
Bedfordshire, LU6 1QX. Entire Contents © 2016
Doolittle Media Reproduction in part or whole of
any text, photograph or illustration without written
permission from the publisher is strictly prohibited.
While due care is taken to ensure the content of
AeroModeller is accurate, the publishers and printers
cannot accept liability for errors and omissions.
Advertisements are accepted for publication in
AeroModeller only upon Doolittle Media’s standard
terms of acceptance of advertising, copies of which
are available from the advertising sales department of
AeroModeller.

Ivan Taylor’s rubber

powered Spitfire Mk22.

CONTENTS 036.indd 1 03/10/2016 13:25

 News, Views and Editorial

H
HEA
AN
R
G
D
A
A
R
T THE
D O O RS

T
Eight Decades of Spitfires and AeroModeller
his year is the 80th anniversary of the Spitfire
as 1936 saw the first flight of prototype Spitfire
K5054 from Eastleigh Airport. For R. J. Mitchell the
Spitfire designer this was to be the culmination of
a glittering career which included the Schneider
Trophy winning Supermarine S series of aircraft – sadly Mitchell
died of cancer on June 11th 1937 aged 42 years and never saw
the impact that the Spitfire had on the survival of Great Britain
in the Second World War.
To my eyes the Spitfire has not particularly aged in 80 years,
but one only has to go back a further 20 years in time to aircraft
in 1916 to see how rapidly aerodynamics and engineering
progressed in that period; one would struggle to call a WWI
fighter’s shape ‘contemporary’. It is fitting we should be
featuring the series of articles on Ivan Taylor’s Spitfire Mk22
on its 80th birthday, and as we approach Remembrance
Sunday. It is time to think about the sacrifice of many men and
women together with their machinery that ensured we live in a
democracy.
AeroModeller is one year older than the Spitfire and
through those 81 years there have been several publishers.
Unfortunately there is another change as ADH Publishing no
longer exists but a new company is publishing AeroModeller,
Flying Scale Models and other magazines, as well as
fulfilling subscriptions and selling plans etc. For readers of
AeroModeller you should see no change to your favourite
magazine, and I will be continuing as editor.
Regards, Andrew Boddington
editor@aeromodeller.com

GILDINGS ANNUAL AERO

T
ENGINES AUCTION
here will be ‘fireworks’ in the auction room at Gildings for the
main aero engines sale of the year on the 5th November 2016.
With over 500 lots expected there will be plenty of model engines
for both keen collectors and those looking for a usable sports
engines. In addition there are other aeromodelling accessories,
books and kits to attract the traditional modeller.
There has been a noticeable upturn of interest in kits at the auctions over Nice crisp moulding of the crankcases bodes well for
the last few years, and those looking for a classic balsa flying model will the quality of the Redfin twin.
not be disappointed as the sale will see sixty Guillow’s kits, many of them
some years old, coming under the hammer. Other
lots include kits by Frog, Keil Kraft, Mercury and REDFIN TWIN

Skyleada, all dating back to the 50s and 60s era; a
chance for some of us to re-live our youth!
Viewing is available before the sale on the
Saturday, and on Friday 4th November between
9:00 and 16:00. Online live bidding is also available
if you can’t be present on the day (additional
charges will apply).
Gildings Model and Aero Engine Sale, start 11:00
Saturday 5th November 2016
The Mill, Great Bowden Road, Market
Harborough. LE16 7DE
www.gildings.co.uk 01858 410414
A
CYLINDER ENGINE
lex Phin kindly sent AeroModeller
this photo to show that work is
progressing on his next small
diesel project. These are the cast
crankcases for the first batch of
2 x 0.5cc twin opposed cylinder diesels to be
known as the ‘Twin Fin 060’. Alex informs me
that manufacturing in the Ukraine is currently
on track to deliver the first engines before the
end of 2016.

4 AeroModeller - November 2016

HANGAR DOORS 036.indd 2 03/10/2016 13:29

 T
EUROSAM 2016
hanks to Stef De Wit for
this report on the 14th
EuroSAM which took
place mid-summer at
Cerfontaines Airfield
‘Gravity Parc’, Belgium.
The Belgian Old Pals (SAM chapter
2010) organized this year’s meeting
on a 5 star location when they hired
a complete airfield for 5 days. There
were over 500 competition flights in
several disciplines, flown by pilots from
12 different countries. The weather
was a little windy (Barkston Heath
style!) but dry. Camping was possible
on the airfield and there was a new
bistro–restaurant to socialise and
lunch in.
Meeting with international
‘soulmates’ is always inspiring
and despite speaking different
languages we all have the same aero-
chromosomes. Many flew converted
free flight duration models with 3
channel RC; their short noses, often
small (or only half) elevators and high
dihedral can make steering a real
challenge! Look out on www.sam-
belgium.net website for news of the
next event.

A wide selection of
original FF models
had been converted to
RC for competitions
at EuroSAM 2016 in
Belgium.

S
LA GRANDE COUPE DE BIRMINGHAM (PART TROIS)
tuart Darmon and Gavin
Manion have organised
another of the pleasant
pre-Christmas
competitions at MOD
North Luffenham, on December
4th 2016 starting at 10:00.
There are two FF rubber
powered duration competitions.
• F1G for the AeroModeller
Trophy - Two rounds between
10:00 & 12:00 then 3 rounds to
timetable, finish at 14:45.
• Pre ’58 Vintage Coupe for the
Bernard Boutillier Trophy - 3 flights
(no rounds) start 10:00, finish at
14:45.
Special prizes include a bottle of
fizz for the best aggregate score
in both events. Entry Fee £10
covers both events. Fly-offs (Not
DT!) and maxes as determined
by conditions on the day. Prize
giving and hot drinks/nibbles in
the Golf Club on the flying site
(hot food available for purchase at
the club bar). It is hoped that this
will be a qualifying event for the
‘Euro Challenge F1G’ 2016/2017
competition.
For further information
contact Gavin Manion at gavin.
manion84@gmail.com tel 01543
422509 or Stuart Darmon at
stuartdarmonf1a@yahoo.com tel
01858 882057

HANGAR DOORS 036.indd 3 03/10/2016 13:29

 News, Views and Editorial The CL Beebug makes up in to a
versatile little performer.

W
Veron Beebug Bash for 2017
hen you’ve
read Don
Howie’s
overview of
Veron control
line kits later in this magazine,
you may be stirred to build
one yourself. You could do
worse than choose the quirky
Beebug which has been
selected by Brian Lever of the
SAM 35 sports CL fraternity.
This simple, cute little
control line model forms the
basis for a fun competition
to be held at next year’s Old
Warden Mayfly and Festival
of Flight meetings, and also
other events as flying is
approved. The Beebug will
suit beginners, returnees, and
current flyers and competitors
may select as many or few of
the following sections as they
wish to enter. Proxy pilots are
allowed.
RULES
Build a Veron Beebug from kit
or plan.
Fit any 1cc steel liner/piston
engine.
40’ .012 lines from centre of
handle to centre line of model.
THE COMPETITIONS
All models hand launched.
Concours - For the best
looking three models that are
flown. Certificates awarded to
top three.
Precision Laps - Select the
number of laps to be flown
(between 10 and 25) No cut-
outs!
Speed - 10 Laps from hand
launch. Handle on chest from
end of lap one. Whipping will
result in disqualification.
Racing - Two up races of 40
laps. No mandatory pit stops.
Final for two fastest teams.
Stunt - To Taster Stunt
Rules. The more of the
schedule that can be flown,
the more points awarded.
Overall Beebug Bash
Champion - Awarded to the
modeller achieving the most
total points will receive the
prestigious Beebug Cup.
As an added incentive,
members of SAM35 can get
a discount when purchasing
their Beebug kit from the
Vintage Model Company.
www.sam35.org

T
Timperley Gala 14 August 2016 at MOD North Luffenham THE 2016 FREE

T
hanks to Gerry Ferer of Timperley rubber fly-off times.
FLIGHT FORUM
MF for this report with photos by Attendance was high. 65 cars were
he thirty-second
Bill Dennis. counted, and 39 competitors made 48
Free-Flight Forum
Held on the same August contest entries. Also present were 16
will start at 10 a.m.
weekend as in 2015, weather- sport flyers, from as far away as Essex
on Nov. 20th, the day
wise this was almost a repeat of last year and Burnley. Several said that they came
after the BMFA AGM
and the event was just as successful. But because our publicity ‘welcomed sports
at the Hinckley Island Hotel,
new to us aeromodellers was the presence flyers’. This should be noted for future
A5 Watling Street, Hinckley,
of an Army parascending group now based meetings at Luffenham and elsewhere.
LE10 3JA. There will be some
on the airfield. We As we had an adequate surplus last year,
interesting FF topics discussed,
had no advance the gala was run at a loss, setting the airfield
so come along and enjoy a day
notice of them charge at £2, and £3 for a multiple contest
with these speakers:
being there. entry. Wine, goods, and cash prizes were
Stuart Darmon - An
To be out of awarded along with the club trophies.
Altogether Different Man’s
their way we
Approach to F1A Glider, Mick
settled along the Combined Glider, 8 flew
Lester - Carbon Wing Skins,
long runway just 1 C Foster 7.30 14.07
Roy Vaughn - How I Made
past the short 2 J Carter 7.30 13.12
an LDA Wing for an F1J
runway that 3 W Colledge 7.30 8.44
without Maxwell Boards, Mike
they were using.
Ivan Taylor with his 50 gm model With the wind Woodhouse - Buying Parts
Mini Vintage, 15 flew
that placed first in Combined and Subcontracting Work Out,
Rubber. direction taking 1 C Foster 6.00 4.14 Le Timide
Gavin Manion - Cheapo Carbon
models away 2 F Rushby 6.00 2.32 Top Banana
Tubes in Lightweight Flying
from them, there was no interference. 3 M Macconnell 6.00 1.30 Gollywock
Surfaces, and others including
The day was dry and warm, with just a
your AM editor…
light wind from the west, and falling to 3mph Combined Power, 4 flew
Lunch will be available and
at the fly-off time. In the conditions most 1 F Rushby 7.30 7.49
the cost for the session will be
rounds flights landed within the airfield. Of 2 S Barnes 7.30 6.42
just £9, with proceeds going
note was the glider
towards the expenses of the
fly-off with Foster’s Combined Rubber, 9 flew
teams that represent the UK.
and Carter’s models 1 I Taylor 7.30 20.02
Pre-booking will ensure that
circling and climbing 2 A Moorhouse 7.30 17.07
you get a seat, so send your
overhead for 10mins 3 I Davitt 7.30 3.55
cheque, payable to ‘BMFA F/F
before drifting away,
Team Support’, to the BMFA
and the winning HLG/CLG, 7 flew
office at 31, St. Andrews Road,
1 M Benns 6.38
Mike Macconnell flew his Leicester LE2 8RE.
Gollywock to third place in 2 I Clark 6.27
Mini-Vintage.

6 AeroModeller - November 2016

HANGAR DOORS 036.indd 4 03/10/2016 13:29

 Events
UP & COMING
OCTOBER
16 October
VTR Vintage Team Race Day
(VTRSIG), Barton, Manchester.
John Mealing 0117 9478758
www.controlline.org.uk
16 October
Vintage Combat, Darley Moor.
Mick Lewis
mick@combatflyers.co.uk
01453 542367
19 October
2nd F1D Team trial, Brabazon
Hangar, Bristol. Tony Hebb
tony_hebb@hotmail.com
www.indoorduration-gbr.co.uk
23 October
Barton Racing Day, Barton,
Manchester. Barton B & Classic
15 CL TR. John Broadhead
01524 251592
www.controlline.org.uk
23 October
BMFA SW Area Indoor Flying,
Saints Centre, St Austell PL26
7AG. 12:00 to 16:00. FF & micro
RC. David Powis 01579 362951
dave_powis@hotmail.com,
Roger Bellamy 01752 257826
23 October
Peterborough MFC Indoor,
Bushfield Leisure Centre, PE2
5RQ. 10:00 to 13:00. FF & micro
RC (no rotors/shockie). Informal
contests Gyminie/Hangar Rat/
Bostonian.
www.peterboroughmfc.org
23 October
OFMAC Indoor Flying,
Abbey Centre, Furlong Green
Berinsfield OX10 7NR. FF, RC
Fixed Wing, Scale.
Dave Dobson 01491 837789
ofmac1@talktalk.net
29 October
Tonbridge Gassers & Rubber
Fanciers Indoor, Sports Centre,
601 Maidstone Road, Rochester
ME1 3QJ. 18:30 to 22:00. FF &
LW RC. Eric 01622 737814
eric.przyjemski@btinternet.com
or Steve 0208 942 5000
Full details of BMFA events can be found at:
CALENDAR 036.indd 1
Please note that the events listed are compiled weeks in advance of publication,
and you should check before travelling in case of change. For future inclusion of
your events, please send an email with date and details of the event in a format
similar to those shown below to editor@aeromodeller.com
30 October
Impington VCMAC Indoor
Meeting, near Cambridge.
09:00 to 17:00. £6.00 fly
indoors all day. RTP and small
RC in separate hall. Comps
for the late Clive Kingís Indigo
(see AeroModeller Nov15),
Bostonians and rubber powered
cars. Seminar on FF Scale.
Chris Strachan 01223 860498
chris.strachan@btinternet.com
www.impmac.co.uk
NOVEMBER
1 November
Waltham Chase Indoor FF,
Community Centre, Mill Lane,
Wickham, PO17 5AL. 19:00 to
22:00. FF only of all sorts.
www.wcaero.co.uk Alan
Wallington 01489 895157
alan@wcaero.co.uk
5 November
Gildings Model Aero-Engines,
Kits and Engineering Equipment
Auction, Great Bowden Road,
Market Harborough LE16 7DE.
www.glidings.co.uk
6 November
Goodyear Day, Barton,
Manchester. British, Open &
Mini Gyr CL TR.
Ed Needham 01614 855193
www.controlline.org.uk
6 November
Flitehook Indoor FF Meeting,
West Totton Centre, Hazel Farm
Rd, Totton SO40 8WU. 10:00 to
16:00. Flyers £6,
Spectators £2.
flitehook@talktalk.net
02380 861541
12 November
North London MFC Indoor
RC, Furzefield Sports Centre,
Potters Bar, EN6 3BW. 18:00 to
22:00. Fixed Wing to 225g, Heli
to 400g RC.
Peter Elliott 01707 336982
12-13 November
6th International Indoor Fly-In,
Nijmegen, Netherlands. FF
scale (Open, CO2/Elec, Peanut,
Pistachio, Profile), duration (F1D,
M Pennyplane, L EZB, N Glider.)
www.iifi.nl
19 November
BMFA AGM, Jury’s Inn, A5
Watling Street, Hinckley,
LE10 3JA. www.bmfa.org
20 November
FF Forum (day after BMFA
AGM), Jury’s Inn, LE10 3JA.
10:00 to 17:00 various FF and
related sessions. £9 towards
team expenses for FF Champs.
Send cheque to ‘BMFA F/F
Team Supportí, to BMFA office
at 31, St. Andrews Road,
Leicester LE2 8RE
20 November
BMFA SW Area Indoor Flying,
Saints Centre, St Austell PL26
7AG. 12:00 to 16:00. FF & micro
RC. David Powis 01579 362951
dave_powis@hotmail.com,
Roger Bellamy 01752 257826
26 November
Peterborough MFC Indoor,
Bushfield Leisure Centre, PE2
5RQ. 10:00 to 13:00. FF & micro
RC (no rotors/shockie). Informal
contests Gyminie/Hangar Rat/
Bostonian.
www.peterboroughmfc.org
DECEMBER
4 December
FF Coupe de Brum (Part Trois),
MOD North Luffenham. From
10:00. F1G for the AeroModeller
Trophy, Pre í58 Vintage Coupe
for the Bernard Boutillier Trophy.
Gavin Manion at
gavin.manion84@gmail.com
01543 422509 or Stuart Darmon
stuartdarmonf1a@yahoo.com
01858 882057
www.bmfa.org
4 December
Flitehook Indoor FF Meeting,
West Totton Centre, Hazel Farm
Rd, Totton SO40 8WU. 10:00 to
16:00. Flyers £6,
Spectators £2.
flitehook@talktalk.net
02380 861541
6 December
Waltham Chase Indoor FF,
Community Centre, Mill Lane,
Wickham, PO17 5AL. 19:00 to
22:00. FF only of all sorts.
www.wcaero.co.uk
Alan Wallington 01489 895157
alan@wcaero.co.uk
10 December
North London MFC Indoor
RC, Furzefield Sports Centre,
Potters Bar, EN6 3BW. 18:00 to
22:00. Fixed Wing to 225g, Heli
to 400g RC. Peter Elliott
01707 336982
11 December
BMFA SW Area Indoor Flying,
Saints Centre, St Austell PL26
7AG. 12:00 to 16:00. FF & micro
RC. David Powis 01579 362951
dave_powis@hotmail.com,
Roger Bellamy 01752 257826
27 December
Flitehook Indoor FF Meeting,
West Totton Centre, Hazel Farm
Rd, Totton SO40 8WU. 10:00 to
15:00. Flyers £6,
Spectators £2.
flitehook@talktalk.net
02380 861541
28 December
‘Cold Turkey!’, Barton,
Manchester. Post-Christmas
CL Flying.
Malcolm Ross 01925 766610
www.controlline.org.uk
31 December
End of INDIGO indoor flying
postal competition.
www.impmac.co.uk
7
29/09/2016 14:11
 Off The Shelf A round up of new and innovative products for the discerning ae

Vintage Model Company, Sopwith Camel

The Sopwith Camel looks another winner from the Vintage Model
Company with its interlocking laser cut pieces.

The latest kit from The Vintage Model Company in
their Magnificent Flying Machines range is another
Andrew Darby designed, bi-plane. This time, a 1918
Sopwith F1 Camel of No.13 Squadron RNAS. The
No. 13 Squadron RNAS (latterly 213 Squadron RAF)
provided cover for naval sea planes and shipping,
before supporting the Belgian army towards the end
of the war.
The Camel kit is purpose designed using CAD to make
the most of modern laser cutting. If built to plan it
will make in to a free-flight, rubber-powered model,
but past experience suggests that as a Magnificent
Flying Machine kit it will also convert to a successful
electric powered FF and even to micro-RC. The kit
includes precision laser cut parts, instructions,
printed plans, coloured domestic tissue, prop, flight
rubber and PVA glue and has an SRP of £29.99
Available from the Vintage Model
Co. website, and good model and
craft shops.
www.vintagemodelcompany.com

DB Sport and Scale, New Tinker

As editor I should admit to more than a passing interest in this updated version of a classic RC bipe from the
1970s, as it was originally designed by my late father David ʻBoddoʼ Boddington. Richard Bristow the current
owner of DB Sport and Scale has taken the 45” span Tinker design and converted it to a modern CAD plan and
laser cutting. At the same time he has also updated the design to 4 channels by adding ailerons, although the
option still remains to build the Tinker in its original rudder/elevator/engine configuration.
The New Tinker kit is offered in three options depending what level of accessories you require. Airframe +
Hardware 1 (Airframe is all the Lasercut and Strip wood, all of the Balsa sheet and Ply wood, Spruce and Poly
Carb parts plus the preformed UC Legs with other wire for pushrods, and strut fixing. Hardware 1 includes
Pushrod Connectors, UC Clamps, Wing Bolts, wing seat tape, control horns, CA type hinges, and clevises) is
£99.00
An ideal training/sport bi-plane the kit includes one sheet plan and detailed instructions which include many
photos from the prototype build.

www.dbsportandscale.com
email sales@dbsportandscale.com or telephone 01792 897501

8 AeroModeller - November 2016

OFF THE SHELF 34 copy.indd 8 03/10/2016 11:15

r the discerning aeromodeller. Send your product information along with high-resolution images to: editor@aeromodeller.com

Sparmax ARISM Viz Compressor

The Airbrush Company has just launched the new Sparmax
ARISM Viz Compressor, along with rechargeable battery and
charger as an optional accessory. The ARISM Viz has a DC
motor for universal usage (100-240V power supply included),
coupled with its small size it is portable and wonʼt take up
excessive space in your workshop. Additionally, it is designed
to draw less power than comparable AC compressors and is
also quieter. The ARISM Viz incorporates two new innovative
designs from Sparmax, the Smart-Stop which pauses the
compressor when the airbrush is placed into its holder, and the
Silver Bullet Plus moisture trap. When used in conjunction with
each other the result is a compact, ergonomic, and intuitive
compressor for airbrushing.
• Low maintenance, oil-less single piston air compressor
• Working pressure from 0 psi to 50 psi (3.4 bar)
• Silver Bullet Plus moisture trap
• 2M Braided hose, Airbrush holder
• Pressure gauge
• Air flow: 16 - 18 lpm (0.57 - 0.64 cfm) at open flow
• 1/8 BSP outlet on compressor
• Size: L20 x W12 x H18 cm (7.9” x 4.7” x 7.1”)
The Sparmax Silver Bullet Plus moisture trap is available
to buy separately. This new version combines the moisture
filtering effect with a built in bleed valve, creating an add-on
offering greater control at your fingertips to remove moisture
before it reaches the airbrush.

Sparmax ARISM Viz Compressor, part number

C-AR-VIZ £180
Sparmax ARISM Viz with Battery & Charger,
part number Z-AR-VIZ+BATT+CHARGE £240
Sparmax Silver Bullet Plus with adjustable
Valve, part number E-MT-SB-PLUS £15
Available from the Airbrush Company Ltd,
Tel: +44 (0)1903 767800 www.airbrushes.com

SAMS Models, Rigging Eyes

Now that keen scale modeller Kevin Wallace is running SAMS Models
you can expect to see plenty of interesting items available for your
next flying miniature build. New are these small rigging eyes which
have a twisted shank to ensure good grip when glued in place.
They are available in packs of 10 rigging eyes for £4.05. Over the
next months you will see the new SAMS Models web site appearing
online. You can purchase online, by phone or save the postage and
see SAMS Models at the Impington Village College indoor FF event on
30th October (www.impmac.co.uk)

SAMS Models can be reached on 01480 394474

(please leave a message if no one answers),
These rigging eyes are ideal for email aeroplanes@samsmodels.com or website
small rubber-powered pre-WWII
scale models. www.samsmodels.com

OFF THE SHELF 34 copy.indd 9 03/10/2016 11:16

 International Free Flight
European Free Flight Championships
AUGUST 12TH – 20TH 2016, ZRENJANIN, SERBIA
T
UK TEAM MANAGER MIKE WOODHOUSE DISSECTS THE PERFORMANCE OF THE BRITISH TEAM.
he objective for the Euro
Champs is easy to set –
come back with the best
result possible. Achieving
this involves the flyers and
their equipment: preparation prior to the
event, as well as activity at the event. A
simple idea but it requires a great deal of
work to achieve that ultimate result. And
it is both an individual and a team effort.
Despite the team’s efforts, 2016 was not
a vintage year for the UK.
The team selection process ran
The Opening Ceremony in the square at Zrenjanin.
10 AeroModeller - November 2016
p 10-13 FF EuroChamps Nov16.indd 10
smoothly and we were able to nominate
a full team for all three classes. I was
there as the Team Manager with Simon
Dixon as the ATM. Basically I ran and
managed the overall scheme whilst
Simon looked after the actual flying and
all the attendant activity.
Throughout the pre-event process
the communication with Serbia was
excellent. The accommodation was
provided as part of the entry package.
The hotel was recently modernized and
of a very satisfactory standard.
The British team congregate for the ceremony.
Pre-Championships competitions -
the Open Internationals
A question. Should we have all these extra
events or should the organisers devote all
their efforts to the Championships? There
is a feeling that the provision of the extra
events dilutes and skews the focus away
from the main event. The UK team saw
these events as pre-Champs practice.
This year there were bugs for the
organisers to sort. The field had a
surface covering of grass, thistles and
scrub – it had been mown, but the debris
05/10/2016 15:02
 was not removed. The debris caused line
tangles and numerous tow-ins in F1A -
after protest, the debris was eventually
cleared. Phil Ball was forced to change
his towing method to avoid tangling with
the debris. Overall, although large, the
field has numerous issues. There were
crops, power lines, a bog, plus areas
that presented difficulty whilst walking or
running. During the Championships an
F1C was incinerated on the power lines.
Test flying had given problems to the
UK team in that Ken Faux had crashed
two of his F1Cs due to conflicts between
the timer electronics and the GPS
system. Peter Martin also crashed his
number 4 F1B model when the timer
failed to start.
Championships Away
The opening ceremony was in the main
square in Zrenjanin. It was notably
understated and brief.
During our stay the weather was
variable, the Championship days had the
benefit of the best conditions. The only
issue was a very heavy rainstorm that
stopped flying in F1B after round 4. After
the storm the weather settled back to the
previous conditions. The conditions were
the expected central European summer
heat with a light breeze. The only real
issue being the prevalence of mosquitos
in the early morning and the evening.
F1A
First off was F1A. The day started
calm and relatively quiet, with a little
Peter Brown launched
for John Williams and
acted as ‘minder’.
p 10-13 FF EuroChamps Nov16.indd 11
lift already being present and as the
day wore on there was steady lift to
be found. There were quiet and dead
periods but these would conclude with
a mega-thermal. At times prolonged
tows were required. It was evident from
the off that apart from John Williams the
UK team was not equipped with models
that are able to bunt off the line to a
considerable height. This shortcoming
had already been evident in the Open
International. However the team was
doing AOK until the last round. We had
some luck in round 3 when the air and
the excellent trim of the model salvaged
a bad launch from John Williams. In the
final round John Williams produced an
excellent launch but the air was simply
not there and the model was quickly
down. A similar fate befell Phil Ball when
Richard Jack with his F1A glider.
the model was launched into negative air.
This left the UK with Richard Jack as our
only participant in the fly off.
The fly offs took place later in
the evening and one needed a high
launching model to get a result. In the
fly off period Richard launched well
but not high enough to make the max.
Thus ended our interest in the event.
The fly off was on a group basis and the
protests and questions arose.
For us in the UK there is the problem
that the launch heights we achieve are
down on the best in Europe. Powerful
young legs are required. John Williams is
good and has the models but he is still
short of launch altitude of the World’s
Roland Koglot of Slovenia took 1st place in F1A,
best flyers. with Mati Moskovich 2nd and Ittai Shichman 3rd.
11
05/10/2016 15:03
 International Free Flight

F1B
As in F1A we started in calm conditions Russell Peers
and the maxes rolled in, but there were ready with his F1B.

plenty of broken motors for us as well as

the rest of those participating. Produce
a good climb and a steady glide and the
time was there for the taking. Russell
Peers was first away and the model
climbed as high as any of the initial
batch. However the prop folded on the
wing. Although the model did not spin
in the angle of the prop deflected the
glide and the model was down short of
the required 4-minute max. The rest of
the team maxed steadily as did Russell
in the subsequent rounds. However Phil Ball(left) discusses tactics with Peter Martin prior to his launch.
Peter Martin’s run came to an end with
an early DT. Peter is the only flyer in all
three classes flown who is still using a employed. Peter had dropped only five himself admirably but was off the pace.
mechanical timer, all the rest are now seconds and was in the second batch Can the UK do it in F1B? Yes, as the
using various brands of electronic timers. that had less numbers of flyers with a best of our models are close to the pack.
After the hold for the rainstorm all three max, so he was allowed through to the I observed others and we compared well.
of our flyers maxed and Peter Brown had next round. Considerable numbers of However, although he only finished in 4th
made the fly off. flyers maxed in group one and were place one has to watch in awe the rate of
For the fly off, because of the numbers through to the second round. In the climb achieved by Oleg Kulakovsky. He
involved, the group system was again second fly off Peter Brown acquitted is in a league of his own.

Peter Brown made the fly-off

in F1B.

Oleg Kulakovsky achieved

a tremendous rate of climb
using his new prop unit.
12 AeroModeller - November 2016

p 10-13 FF EuroChamps Nov16.indd 12 05/10/2016 15:03

 Mick Lester had his F1C models well Alan Jack, Ken Faux and Mick Lester know
packed for transport. things aren’t going their way.

F1C
A weather change for the morning of
the F1C day when the start was delayed
due to visibility issues. There was a thick
mist over the field, no doubt occasioned
by the previous days heavy rainfall, but
despite the previous heavy rainfall the
field was all but dry. The mist cleared
and we had a fine clear morning that was
pleasantly cooler than the previous days.
Over the past few years we have
become used to the F1C team doing
well. This year it was far from the case.
During testing we had a few problems
but these appeared to have been laid to
rest. The first round saw all flyers record
sub maxes. The models climbed well but
appeared to wander out of the lift or were
not centred correctly at launch. The team
had hoped and expected that we could
recover from the disappointments of the Artur Kaitschuk was the eventual winner in F1C. Ken Faux prepares his F1C model.
previous days, but it was not to be. With
this drop went any hope of places in the 2016 FAI European Championships F1ABC
individual, team or overall results.
F1A, 82 Competitors Rounds Total Fly Off 1 Fly Off 2
This event shocked the team back into
reality and we completed the rest of the 1 Roland KOGLOT SLOVENIA 1020 360 472
2 Mati MOSKOVICH ISRAEL 1020 360 391
day in reasonable style to win back some
3 Ittai SHICHMAN ISRAEL 1020 319 388
degree of pride. 36 Richard JACK U.K. 1020 237
Overall the reduction in the motor run
to 4 seconds appears to have trimmed F1B, 80 Competitors Rounds Total Fly Off 1 Fly Off 2 Fly Off 3
the numbers in the fly off back. Any error 1 Aleksey BURDOV RUSSIA 1020 360 480 386
in the power pattern is now severely 2 Stanisław SKIBICKI POLAND 1020 360 480 372
punished. Despite this poor result the 3 Gilad MARK ISRAEL 1020 360 480 348
UK is still in the big league in F1C. It can 29 Peter BROWN U.K. 1020 353 328
happen to the best. However to win it
F1C, 54 Competitors Rounds Total Fly Off 1 Fly Off 2
would appear that one needs a folder -
although they get no higher, they do glide 1 Artur KAITSCHUK RUSSIA 1020 360 378
2 Roman EVSTIGNEEV RUSSIA 1020 360 363
better.
3 Vasily ZOSIMENKO UKRAINE 1020 360 357
Next year it’s the World Championships 32 Ken FAUX U.K. 970
in Hungary. Let’s hope for and expect
better things. ● Full Results at www.euchf1abc2016.vss.rs

13

p 10-13 FF EuroChamps Nov16.indd 13 05/10/2016 15:03

 Aerodynamics, Books & More!
From the Armchair…
PART 16: Stuart ‘Supercool’ Sherlock attacks FF stability from a different direction.
F
rom the Armchair this month takes
another look at FF stability. Thanks to
Maris Dislers, I am able to review W.F.
McCombs comprehensive text ‘Making
Scale Models Fly’. There is no ISBN
number (I guess this is a private publication); I
ordered my copy from dogstarbooks.com. This
is a crudely published soft-cover document of
some 98 pages, held together with staples. There
are no colour photos, the few photos in black
and white being poorly presented. There are well-
conceived diagrams, with some unbelievable
data tables: would you believe there are stability
Making Scale Model parameters for 124 full-size planes? One does
Airplanes Fly by Bill
McCombs is not a ‘coffee-
not buy this text for the quality of presentation,
table’ book but has but for the content; first meet Bill McCombs.
excellent content.
Bill was born in 1923, eventually succumbing
to the passing of time in 2006 after a long career
The exception that proves the rule! Garry Flack had a fine
flying Westland Wyvern in Peanut Scale at the 2015 Indoor
Nats. The lack of wind turbulence may help?
14 AeroModeller - November 2016
ARMCHAIR PART 16.indd 14
in aviation. He began studies for an aeronautical
engineering degree at Princeton University in
1941. He served in the US Navy until 1946, then
worked for McDonnell Aircraft Corp; then at
Chance Vought (later becoming LTV, Ling-Temco-
Vought) where he remained for 36 years until
retirement. During this time, one may speculate
that he saw work on the F4 Corsair, F8 Crusader
and F7 Cutlass. Evidently he was also an active
aeromodeller, judging by the content of this
present work.
With this CV, one can expect a Masterwork,
that being the right classification. There are 12
chapters. To my mind most interesting being
Chapters 2 to 4, titled Flight Adjustment and
Trim (7 pages), Trim and Stability (4 pages) and
Adjusting for Flight (7 pages). Maris assures me
he has had great success following Bill's rules for
29/09/2016 13:58
 1 2 3

4 5

1: The red shaft going through the model’s CG is the roll inertia axis. 2: Weights mounted on the wing, diagonally disposed across the CG. These angle the
roll inertia axis to one side, in conflict with the aerodynamic body-centred flight axis. 3: Model flying in trim, with wings level, flying straight into the wind
(toward the reader). Roll inertia axis off to port, doing nothing as the aircraft is trimmed to fly straight. 4: Atmospheric disturbance drops the port wing, the
airplane rolls around the roll inertia axis. This increases the angle of attack of the whole wing, thereby overcoming the reduced lift due to side-slip. Spiral
dive does not occur. In full size aviation, elevator does the same thing: pulling more Gs keeps the airplane from losing height. The effect of the misalignment
of the body aerodynamic roll axis and the inertial roll axis is ‘roll coupling’. 5: Unfortunate disturbance to the right drops the starboard wing, reducing angle
of attack and initiating terminal spiral dive.

making a FF scale model fly well.
From the deep and secure position
of my observation post in the Armchair,
there were some points to comment on.
I could not find a reference to gyroscopic
precession. With respect to propeller
fin-effect, Bill pointed out that the large
props on rubber powered models have a
large fin-effect, which was destabilising,
the cure being to enlarge the rear fin.
In discussing spiral stability, Bill
brought up the notion of ‘effective
dihedral’. It appears that some models fly
well with no dihedral at all: in particular,
low aspect ratio wings. In table 3-3, Bill
lists the effective dihedral angles for
a range of wings with differing aspect
ratios, a very useful guide indeed.
Finally, he briefly mentions ‘pendulum’
stability, an effect he attributes to the
modified flow over a bulky cowling: my
own reading would suggest that this
flow continuing to the wing/fuselage
intersection may be the full reason. But
then my own CV shows that I am better
trained for vacuuming up the wreckage
of crashed match-stick planes which
surround my armchair, rather than writing
as erudite a text as this. Bill rests in the
Roselawn Memorial Park in Little Rock,
Ar., USA.
Flight Axes
The following text may be a bit academic
and boring. You can jump to the next
section, you won't miss anything. I
have been muddling my way through
Robert C. Nelson's ‘Flight Stability and
Automatic Control’, ISBN 0-07-066110-
3, thanks to Ryan Leknys. This is a full-
on engineering text, you need calculus
and a very prepared mind for this read,
so I am not reviewing it for AeroModeller.
I don't understand it myself, just gaining
impressions. It appears that yonks
ago a chap named Bryan worked out
the equations of motion for an aircraft,
which he found contained things called
‘stability derivatives’: these latter items
included ‘moments of momentum’, which
appear to be the same as moments of
inertia. Now here is where I get really
confusing, because I am confused.
Aeroplanes consist of two quite distinct
items. They have an impermeable
surface, or skin, over which the air flows
at some speed, thereby creating forces
such as lift and drag. They also have
an internal structure mainly to keep the
outside skin out, plus bits and pieces for
power, fuel, habitation etc. Now there
is no reason why the skin should have
any mass at all, so modellers and others
go to great efforts to make the skin thin
and light. Also it is nice if the internal
structure is light as well, but this is more
difficult as the forces acting on the skin
can be considerable.
Now aeroplanes rock about a bit, like
they roll, pitch and yaw. They also move
along, which is a translation. If all the
aeroplane is doing is translating, then
all the mass can be considered to be
located at the centre of gravity. Then the
force acting can produce acceleration,
that force being necessary to overcome
the inertia of all that mass at the centre
of gravity.
However, roll, pitch and yaw are quite
different motions, being rotations of
the machine. These motions also are
referenced to the centre of gravity, but
they have axes as well. In roll, the axis
lies through the centre of gravity and
along through the fuselage, coming out
somewhere near the nose. In pitch, the
axis also goes through the centre of

15

ARMCHAIR PART 16.indd 15 29/09/2016 13:58

 Aerodynamics, Books & More!
gravity, reaching out to the wing-tips.
The yaw axis also goes through the
centre of gravity, and is perpendicular
(we hope) to the roll and pitch axes.
Now these rotating motions are also
subject to inertia, but in a different way
to translation. The mass cannot be
considered to be concentrated at the
CG. The rotational inertia depends on the
distribution of the aeroplane mass along
the relevant axis of rotation. Things are
now a bit vague as to where lie the axes
for translation and rotation.
One can choose that the axes for both
types of motion are in the same location,
in quite an arbitrary way; just what looks
right. In fact, that is just what is done:
these are called ‘body fixed axes’. But
this overlooks the fact the rotations
have a natural inclination of their own.
Rotations take place about an axis that
has a minimum moment of inertia: i.e.,
it is then easy to rotate, roll or whatever.
Any other axis has a higher moment of
inertia, the machine needing to be driven
hard for rotation about that axis.
Roll Coupling
There is now an intriguing possibility.
Consider that all the mass really is
concentrated at the CG. Then the
moments of inertia which inhibit roll,
pitch and yaw are zero: we may then
conclude that the model is perfectly
stable in roll, pitch or yaw! This seems
to be the case in the ultra-lightweight
Jetfighter model I reviewed in the last
AeroModeller. Further, contest modellers,
especially in F1A, F1B and F1C go
to considerable lengths to make the
extremities of the models as light as
possible. One of the things that puts me
off F1C is the incredibly short noses on
those models. The tail-section is a metre
back from the CG, yet still they balance
around 60% of wing chord. ‘Chain-saw
Supercool’ has no hope of building that.
But there is more. We need a solution
to the spiral stability problem. Bill
McCombs suggestion is to put washin
on the inside wing ‘to hold the wing
up’. He is not alone in this, although
Supercool finds this abhorrent, for no
rational reason: it’s enough trouble
keeping the warps out, without
deliberately putting them back in. Let’s
face it, this Armchair really is very cosy.
There is another way of holding up the
inside wing, equally abhorrent, but much
more fun. The method is to angle the
inertial roll axis sideways away from the
nose. Just what I mean by this is clear
in the photos. With the axis of the lifting
forces misaligned with the inertial roll
axis, we get ‘roll coupling’. This is just
like adding extra incidence to the wing,
provided the model is rolling toward the
axis nose offset.
Auto-Pilot
Now FF scale has a big problem.
Electronic motion stabilising devices
or gyros are forbidden. There are many
full-size aircraft that really cannot be
modelled, due to their inherent spiral
instability. I have in mind the Mew Gull,
Rider R6, Martin-Baker MB5, Caudron
C-460, Westland Wyvern, and so on.
In other words, there is a class of
aircraft, quite beautiful machines, which
can never grace our FF flying fields.
Furthermore, who would build a really
large, detailed FF scale model knowing
that it can be flown only in zero wind on
a field with grass six feet high?
There are currently available electronic
gyros that can function autonomously:
that is, no radio receiver is required. The
systems consist of battery, servo tester,
gyro and servo. The photos show single
servo and triple servo autopilot systems,
bought off the shelf. A word of warning.
The documentation for certain gyros is
incredibly bad. The two I tested don't
even state what they do, let alone how
they function.
You need to know that there are two
types of gyro. These are rate gyros
and direction gyros. The rate gyros do
not control heading: they act rapidly
to correct for gusts, then return to the
current trim setting. The directional gyro
holds the control surface to recover the
trimmed trajectory. Thus for a spirally
unstable model, the gyro will pick up the
dropped wing, returning the wing to the
gyro reference angle.
Seems a shame that an electronic,
readily available stability system cannot
be used to enhance the FF scale event.
Possible solutions might be to have
a sub-class for gyro-equipped scale
models, or a penalty as for RC indoor
models. ●

Autonomous stability system comprises battery, servo tester, gyro and
servo. Lights indicate directional gyro function status. Ideal for stopping or
recovering spiral dive with opposite aileron. Model with no dihedral and low
wing should be able to perform as hoped for!
Ambitious configuration with 2 servo testers and 3 servos: servos move
in roll, pitch and yaw. Anybody’s guess what happens when the engine
cuts and the model enters glide. Lights on second servo tester different to
primary servo tester, needed to enter the ‘directional’ state for the extra two
servos. Keep watching this space…

16 AeroModeller - November 2016

ARMCHAIR PART 16.indd 16 29/09/2016 13:59

AM036 P17.indd 1 29/09/2016 14:19
 Power Nationals

COMBAT!
THE 2016 F2E, 1/2A, VINTAGE AND OLIVER COMBAT NATS
WITH RAF BARKSTON HEATH NOT BEING AVAILABLE AT THE BANK HOLIDAY, ALL THE USUAL CL AND RC POWER NATS CLASSES HAD
TO FIND NEW VENUES AND DATES. COMBAT REPORTS FROM DARLEY MOOR BY RICHARD EVANS WITH ADDITIONAL PHOTOS BY PETER
TRIBE, MARTIN KISZEL AND CAROLINE ROBERTS.

F2E Combat Nationals 2016
With several regular flyers away at a
World Cup event in France on the 17th
July, the number of F2E and 1/2A entries
were down on normal. However some
excellent combat was still in evidence
and a worthy National Champion
would emerge.
Most flyers appeared more at home
with the F2E class rather than the 1/2A
class which seemed rather problematic
for many. Quicker models used the
Fora motor from the Ukraine but several
people had chosen to use Alberto Parra
engines in either its AAC or ABC forms.
First real surprise came in round one
when Sam Severne got the better of
Stuart Vickers. Neither could manage
a cut, but by virtue of her ground time
being less than Stuart's she progressed
leaving Stuart to face the losers round.
Gordon Price suffered the only cut of the
bout against Darryl Hinton who sadly
could not capitalise on the situation and
went down on ground time. Next up was
Sam's dad Karl flying against Colin Miller.
Possibly as a reward for his long journey
from north of the border Colin went into
round two when Karl, already two cuts
up, was disqualified as his (nameless)

Stu Holland flying in a very gentlemanly

fashion against Leanne Severne. Pit man
dad Karl looks on.

18 AeroModeller - November 2016

NATS COMBAT.indd 18 03/10/2016 11:12

 Leanne, Karl and Sam Severne. Father and
daughters, a unique combat crew.
Tony Cookson’s Supermonger after catastrophic
mid-air with Simon Miller’s Piranha. Simon flew
on unmarked!
pitman ran across the circle rather than
around it!
Ground time was proving to be the
Nemesis of most of the flyers. This
proved true for Graham Ives against John
Leggott, and for Nick Stowe against
Tim Hobbins. Of the three bouts in the
losers round only two saw a cut (single at
that). Generally the flying proficiency was
indicative of a lack of practise with these
models, as nowadays just one event a
year takes place. The pilots who got the
cuts, Graham Ives and Stuart Vickers,
were the deserving winners.
A single bout eliminator was needed to
bring the number of flyers down to eight.
This turned out to be a much better affair
with Graham Ives beating Moggs Morris
by two cuts to one without either having
excessive ground time.
The standard was much improved as
we moved on to the quarter final stage.
Stuart Vickers and Tim Hobbins
both flew well in an entertaining joust.
Eventually Stuart got the upper hand
and recorded a two cuts to one victory.
Sam Severne, boosted by her victory
over Stuart Vickers, was soon on the
attack against Gordon Price. With the
cut count at two to one in her favour she
lost control and hit the ground with some
NATS COMBAT.indd 19
Visitors from Belgium, Nino Usala and Jo Michiels
with Vernon Hunts Warlord Xl models that they
flew in combat.
Steve Malone launches for John Hammersley in
his bout with Tony Frost.
force. Accumulated ground time sadly
wiped out the points she had scored in
the air allowing Gordon to progress to
the semi-finals.
Colin Miller finally ran out of luck
against Graham Ives who was now well
on song. Two nice cuts and no ground
time saw him safely through to the last
four stage. In a very close bout Simon
Cassidy just got the better of John
Leggott and thus added his name to the
other three semi-finalists.
The first semi-final brought together
experienced F2D flyers Stuart Vickers
and Gordon Price and a close encounter
was expected. Well combat is well
known for the unexpected and so it was
in this case as Gordon stormed to a three
cuts to nil victory.
How to lose from a winning position?
Well Simon Cassidy knows the answer as
in his bout with Graham Ives he thought
victory would be his if he landed and
sat out the remainder of the bout on the
ground. (I'm told this is how they do it
in F2D, that's why I fly Vintage!) Anyway
his miscalculation meant that the bout
had to be re-flown. Possibly incensed
Graham took a storming three cuts from
Simon in a very good decider. Simons
single reply just not good enough and
‘Combat Icon’ John Hammersley with the new
slim line Dave Wiseman plus Dave’s Finale.
Stu Vickers tries to congratulate Richard Evans
whilst Richard disagrees with the score. Centre
marshal John Alcock is not amused.
this time there was nowhere to hide!
Simon's woe continued as he lost out
on a third place certificate and trophy
to Stuart Vickers who is no stranger to
Nationals podiums.
So the two most consistent performers
of the day would contest the final but
would it be a classic or anti-climax? Sad
to say it was neither. In a very average
bout Graham became National F2E
Champion by two cuts to nil both flyers
having very similar ground times. Still as
they say “it’s the winning not the taking
part that matters” or is it..?
1/2A Combat Nationals 2016
There were only nine entries in 1/2A
this year and two of those withdrew just
before flying began. I don't recall Moggs
Morris flying this class before, but he had
purchased high quality gear from Mike
Loughlin whose other commitments now
preclude involvement. A combination of
well sorted equipment and steady flying
saw him victorious over Darryl Hinton of
the South Bristol club in round one.
Next up was Simon Cassidy, over on
an extended holiday from Italy, against
the experienced Graham Ives. A close
bout followed with several 'near misses'.
At one cut all, but with Graham down on
19
03/10/2016 11:12
 Power Nationals
ground time, Simon progressed to round
two. The fastest 1/2A I have ever seen
was the Cyclon JAK 09 powered model
belonging to Gordon Price. Turning a
much modified Taipan 7 by 4 prop the
power produced was phenomenal.
“Rotational speed is faster than most
F2D models” Gordon boasted. It was
therefore no surprise that he used this
'tool' very effectively against Stuart
Vickers taking no less than three cuts to
Stuart's 'token' single reply.
Nick Stowe who had a bye in round
one was then drawn to fly Stuart Vickers
still smarting from his defeat by Gordon
Price. A re-fly was needed to separate
these two flyers but eventually Stuart
was the winner by two cuts to one.
Because Nick had only flown once he
was then drawn to fly another first round
loser in Graham Ives. For Nick this
proved to be the end of his involvement
for another year - no return then to that
glory year in the mid-eighties when he
actually won the class.
So with six pilots still in the
competition two bouts were organised
to reduce the number to four for the
semi-final stage. Graham Ives had a
straightforward win over Darryl Hinton
taking a cut without reply before Stuart
Vickers defeated Moggs Morris on
ground time, cuts being one apiece.
Simon Cassidy did well to earn a re-fly
in the first semi-final against Gordon
Price although their second attempt
saw a coming together leaving Gordon
victorious by virtue of a lot less ground
time. The second semi-final had a similar
result when Graham Ives model was
rendered unflyable; he had no choice but
to concede to Stuart.
Third place was awarded to Graham
Mick Lewis and Bob Payne in the quarter final
before the line tangles.
20 AeroModeller - November 2016
NATS COMBAT.indd 20
Ives as Simon Cassidy had no flyable
models left and we looked forward to an
interesting final between Stuart Vickers
and Gordon Price with his 'super-fast'
model. Finals are often disappointing
and this one turned out to be just that.
Possibly because of the excessive
speed of his model Gordon lost control
overhead catching his lines on Stuart
which resulted in the model being
planted in the soft Darley ground. There
was no way the mud could safely be
removed from the Cyclon so Gordon's
only course of action was to concede the
title to Stuart.
Vintage and Oliver Tiger Combat
The second session of Nationals Combat
took place at Darley Moor on 20th and
21st August. Despite several weeks of
pleasant summer conditions, in typical
UK style the weather took a serious turn
for the worse the day before the event.
The forecasters had been predicting
rain and high winds and unfortunately
they were correct. There was a certain
amount of practice flying during the
Saturday morning but the increasingly
blustery conditions caused many to put
their models away.
CFA Secretary Mick Lewis convened
the AGM at 12.00 midday and after
voting on several proposals and rule
clarifications he then cancelled flying
for the day as any competition was now
impossible. He also postponed the Oliver
Tiger Combat event until the reserve date
of 24th August at Old Warden. Vintage
Combat would start at 10.30 sharp the
next day, no matter what. And so it did.
By Sunday the wind had dropped
somewhat and although there were
several showers the conditions were
A ‘concentration’ of scorers. L to R. Peter Tribe
of Razor Blade fame, Nick Stowe, Sion Burns and
Darryl Hinton.
quite acceptable. It was essential to
use two circles as flying had to stop
by 6.00pm and there were forty entries
including visitors Jo Michiels and Nino
Usala from Belgium. Not quite up to
Nats numbers from 40 years ago but still
plenty to get through.
In the first round Stu Vickers was
beaten by Jo Michiels, Bob Payne also
went out to Vernon Hunt and Stu Holland
lost to Graham Ives. All three re-entered
via the losers round.
In round two there were again several
surprises as Chris Fisher went out to Stu
Vickers , Chris’s dad Roger beat hard
practicing John Alcock and previous
four times winner Steve Malone was
disposed of by Bob Payne. In this round
there was also a stunning bout between
Vernon Hunt and Richard Berry. Richard
flew incredibly well but just could not do
enough to defeat ‘Combat Icon’ Vernon.
Tony Cookson later described the bout
on Facebook as the best he’d ever seen!
Into the last sixteen and another
‘Rave from the Grave’ returner, John
Hammersley, beat Eamon Forsdike in
a great show of evasive flying, taking
two cuts just as he shook Eamon off his
tail - Eamon’s models go very well these
days too. John had been persuaded to
fly again by Dave Wiseman and surprised
and pleased many old friends with his
presence. His wit has not changed!
Asked if the hard drinking culture of the
famous Outlaws Combat Team was a
thing of the past, he replied “I’m not
drinking anymore.” Two seconds after he
added “I’m not drinking any less either!”
John figured in another great bout later
when using one of Dave’s Finale’s he
beat Tony Frost who could just not catch
him, even with his best Supermonger.
Simon Miller, Richard Herbert and Tony Frost
attempt to untangle models and lines during the
semi between Bob Payne and Richard Evans.
03/10/2016 11:12
 Emotional moment between Roger Fisher and
Richard Evans in the final just before Richard was
DQ’d.
These flyers had two attempts to get
a result here. The first bout was a very
close one-all draw but John clinched the
second.
Moving on, CFA supremo Mick Lewis
removed Simon Cassidy who was over
from Italy on his annual visit and Richard
Evans beat Karl Severne by destroying
the inboard wing on his impressive
Liquidator XL(not intentionally). It
should be noted that BOTH Karl’s
daughters flew this year. Sam and
Leanne unfortunately lost in the early
stages. Surely a team of a father and
two daughters must be unique! We look
forward to seeing them all again.
Perhaps the most eagerly awaited bout
came when Stu Holland flew Richard
Herbert. Richard had already beaten
Vernon Hunt and Stu only flies once a
year at our Nationals. He lives in Dublin
where no one flies combat anymore.
From the outset it was apparent that
this was no holds barred bout and Stu
showed no sign of rust! Both pilots
pushed themselves and their planes
to the limit. With two Rothwell R320’s
screaming, Stu’s Supermonger was
equal to Richard’s Piranha XL. In the
end Stu won by two cuts to one and
they received a huge round of applause.
Unfortunately someone has to lose and
Stu progressed to the next round where
he got a walk over. Dave Wiseman had
engine trouble and threw in the towel.
At the quarter final stages what had
seemed like two competitions became
one and now all bouts took place in
one circle. John Hammersley was DQ’d
against Roger Fisher because he flew
without wearing his wrist strap. This was
NATS COMBAT.indd 21
From the left, Stu Holland 3rd place, Roger Fisher
1st place, Richard Evans 2nd place.
not the only time this happened as you’ll
hear later. Mick Lewis lost to Bob Payne
in a bout fraught with lots of line tangles.
Richard Evans beat Stu Vickers. Stu was
flying a fast PAW TBR powered Finale
and had the edge over Richard’s Piranha
but Richard managed to take cuts on the
few occasions that he shook Stu from his
tail and won.
The semi-finals had now been reached
and time was running out. Richard
Evans had to ‘run a mile’ to catch Bob
Payne who was going very fast but at
two cuts to one up there was a minor
mid-air which resulted in models being
tangled up with lines. Richard managed
to get back up but Bob didn’t. A win for
Richard.
Stu Holland was looking in control
against Roger Fisher (that’s unusual)
when there was a massive mid-air and
Stu’s Supermonger was no more. Stu
was more than dejected. However, it
was the only model he’d damaged and
the same one he’d flown all through the
competition.
Into the final and Richard changed to
his favourite Supermonger. Roger was
flying a Vendetta designed by Italian Jean
Claude Marconcini in 1974. It’s certainly
the first time that anyone has used this
model in Vintage Combat.
At the start both were quickly away
and jostling for position, Roger flying
high and Richard much nearer the
ground. Eventually Richard got into
his stride and took a first cut. Roger
is very difficult to follow but Richard
then somehow removed the rest of his
streamer. At this point it seemed as
though Roger flew between Richard’s
Roger evidently pleased to win!
lines cutting his up line and causing him
to crash. Tony Frost and Karl Severne did
a great job changing lines and getting
Richard back in the air. It cost him five
ground points. HOWEVER, just for a split
second Richard was airborne without
wearing his wrist strap. He rectified this
very quickly but it was too late. John
Alcock the centre marshal had seen his
mistake and DQ’d him. You’d think that
after flying combat for fifty years Richard
would have known better!
So, Roger Fisher won the Nationals
Vintage Combat for the fourth time.
Congratulations! Second was Richard
Evans and third Stu Holland – all used
Rothwell R320 engines.
It’s impossible to mention everyone
who flew but comment should also be
made of the high standard of flying of
John Spink, Tony Cookson, Simon Miller
and Tim Hobbins. Of course we all want
to see the Severne sisters back in action
again - flying against them makes us old
chaps behave better in the centre circle
too! Generally there were many great
combat bouts to watch. There were not
so many bad mid airs but in fact two
Parra T4’s and two Oliver JO 19’s were
wrecked or badly damaged in metal to
metal collisions. We’ve all repeated John
Alcocks’ saying “That’s Combat”, but of
course it is just that.
Thanks should be given to the flawless
organising of overall CD Mick Lewis,
circle two CD Richard Herbert, the full
time scoring of Caroline Roberts and
others who helped out. It all ran like
clockwork. ●
21
03/10/2016 11:12
 Power Nationals
2016 CL SPEED NATIONALS
WHAT WOULD THE SPEED FRATERNITY MAKE OF THE CHANGE FROM BARKSTON TO BARTON?
C
ontrol Line Speed (i.e. Open
‘Handicap’ Speed, plus
Nostalgic Speed comprising
Vintage and Weatherman
classes), was held at the
Barton MFC site near Manchester from
Friday 12th to Sunday 14th August. The
weather was remarkably good with sun on
all three days; a bit breezy on the Friday
and a bit cloudy until late afternoon on the
Sunday but no rain!
Given the change of date and venue,
the turnout for Open Speed was not
22 AeroModeller - November 2016
CL SPEED NATS.indd 22
bad but Nostalgic Speed was poorly
supported. Open Speed was located
in the usual tarmac circle and Nostalgic
Speed was held on the new tarmac circle
that had only just been finished. It is not
so sheltered at that circle and there was a
fair bit of wind on all three days.
OPEN SPEED
All the timing was carried out with two
TransiTrace systems (the secondary one
is a backup which is rarely needed but
was required this year with two failures
The exotically painted side-winder Tarfu belonging to Chris Martindale was flown in Sport Jet Speed.
of the primary system). Practise and
official flights were inter-mixed with each
flier choosing ‘practise’ or ‘official’ when
booking his flight slot.
There were 69 flights over the three
days with 21 Practise flights and 48
Official flights (including 2nd attempts).
Pulse jets dominated these ‘Nats’ with
nine competitors making 15 official over
the two jet classes: Sport Jet & Fast
Jet. Out of the other ten Open Speed
classes, there was only one entry in each
of eight classes plus one entry in the FAI
03/10/2016 11:02
 F2G Electric Speed class. In F2A the
only competitors were the British team
members, Paul Eisner, Peter Halman and
Ken Morrissey and even then there were
only four official flights with Paul and Peter
making one each, and Ken making two
flights.
Illness had forced Ken to withdraw
from the British Team for the World
Championships in Australia and it was
good to see him recovered enough to
fly in three classes at the ‘Speed Nats’.
Peter had been suffering from Achilles
tendon problems since getting back from
Perth and was lucky to be able to make a
practise flight on the Friday before pulling
up with tendon trouble in the second
practise flight. Rest for the remainder of
that day and all day Saturday meant that
he just managed to make a 2nd attempt
official flight on the Sunday to record
299.1 kph giving him second place in the
F2A class and third place in Handicap
Speed overall.
Paul Eisner flew in three classes: F2A,
Open 15 and F2G Electric Speed. For his
one flight in F2A, Paul used the motor and
model that brought him the gold medal
and World Championship crown in Perth
earlier this year. The model uses a Halman
Special 15 Mk 2, with a steel tuned pipe
and homemade carbon propeller moulded
and shaped by Paul. The ‘1st attempt’
official flight recorded 299.8 kph which
gave him 1st place in F2A Speed and 2nd
place in Open Speed.
Paul attempted to fly in the Open 15
class using his former World record holder
(201.86mph set at Esher in October 2001).
The aircraft was powered by the GBR
Open 15 record holding motor which is
an older Halman Special (the crankcase
is stamped ‘Irvine’). Paul had not flown
this aircraft since the 2014 Nationals and
he probably could have done with some
practise before this year’s! It has been
a bad year for Speed flying with awful
weather on scheduled competition days
causing cancellations - a lack of flying
sites and the gradual decline in Speed
fliers is really beginning to bite.
But Paul must have got the needle
setting spot on and the acceleration on
take-off caught him by surprise. He was
a little behind the model as he entered the
pylon and this got worse as he could not
run as fast as he needed to on the rough
centre circle at Barton - he then tripped,
CL SPEED NATS.indd 23
Paul Eisner used the model and engine that won
gold at the World Champs to take 1st in F2A and
2nd in Open Speed.
lost his balance and fell over. The aircraft
did not immediately crash but amazingly
flew 1.5 laps further before it made
glancing contact with ground and landed
in the grass in the middle part of the circle.
Thank goodness the model is repairable
as the engine had stopped immediately.
Had the motor shaft run with the propeller
counterweight attached, then the aircraft
would have been shaken to pieces.
Electric Speed
F2G is the FAI class for Electric speed and
proxy flying is not permitted; Paul made
the entry but the components and power
train belonged to Dick McGladdery who
is currently not able to fly at the speeds of
these models.
On the Saturday Paul flew a test flight,
but a faulty motor speed controller meant
that the flight terminated at lap three.
Nonetheless the aircraft had made three
very quick laps, the fastest of which was
260kph, up with those recorded in Europe
where more pilots are flying the F2G class.
Paul and Dick reasoned that the motor
was misbehaving because the ESC was
cutting out on overcurrent at 150 amps.
They tested it in the evening with a slightly
smaller propeller and everything appeared
to be fine. However, in the competition
flight the motor refused to run at full rpm
(46,000) and so that flight ended in a zero.
When Dick has some success in matching
motor controller and battery combinations,
his aircraft will be very competitive. The
Dave Smith with his winning F21 model powered
by a Novarossi 21.
power available with the latest batteries
is huge but the class weight limit of 600 g
with batteries is a real challenge.
Dick McGladdery has an innovative
design for his F2G model aircraft with a
GFRP (glass fibre reinforced plastic) wing
donated by fellow Speed flier, Pat Rose.
The motor is a High End Technology
Typhoon EDF 1W-35, 4000 KV, rated at a
maximum of 1600 Watts and weighs 155
g. He uses a 4.75" x 4.25" APC propeller
turning at around 48,000 rpm. The battery
is a Turnigy Nano-Tec, 1800mAh capacity,
4-cells (14.8 V), and 65 - 130C.
Other Classes
Dave Smith did not fly in F2A but
concentrated on his F21 model. His final
round flight on the last day gave him first
place in Handicap Speed with 177.2 mph
and 98.89% of the class record. Dave’s
F21 model aircraft was powered by a
modified Novarossi 21 running on 20%
Nitro. He designed and constructed the
single blade carbon/epoxy propeller.
In F2A Ken Morrissey managed to
record two official flights the fastest of
which, at 296.0 kph, placed him third
in F2A and fifth overall in the Handicap
Speed rankings. On the last day he then
attempted to fly his old record-breaking
.049 model aircraft but had a poor first
flight. He was lucky that there was a
timing error and he had a replacement
flight, but on the first attempt the engine
would not start and on the second the
23
03/10/2016 11:02
 Power Nationals
performance was so poor that he did not
go into the pylon. Investigation afterwards
proved that the tank was leaking.
Robin Kane has been back on the
scene as a Speed flier for four years.
He quietly improves year on year but
this year met with frustration as well as
success. He intended to fly in the F21
class with a development model powered
with a new 3-port Novarossi 21 but this
would not come onto the pipe despite
changing plugs, props and fuel. His post-
competition investigation found a split in
the tuned exhaust pipe.
Robin did manage one flight in the Open
.29 class but recorded a very slow speed
of 120.4 mph – only a little less frustrating
than his F21 experience. This was an
old-style symmetrical model with a K&B
.29 utilising a mini-pipe driving a wood
7 x 8 propeller and fed with 40% nitro.
A pits engine run didn’t get far with the
engine seizing on the first turnover (a large
piece of grit was later found in the transfer
passage). He then decided to change to
an old worn out reserve motor and, after
much cutting and filing, it at least gave an
official flight.
He was much more successful in the
Open .40 class with three good, solid
official flights with his best official flight of
153.4 mph.
Finally, Robin had a go with a pulse
jet in the Sport Jet class. He really has
a lovely action in the pylon and his first
pulse jet flight was very impressive. The
24 AeroModeller - November 2016
CL SPEED NATS.indd 24
recorded speed for his first official Sport
Jet flight was 129.7 mph and, in fact, it
was this flight that placed him highest
in the Handicap Speed rankings with
83.71% of the record - 4.24% more than
his Open .40 best flight
Newby Control Line flier Chris
Martindale used to fly RC Pylon and
then saw the excitement of physically
controlling the aircraft and so became a
control-line convert. On his second official
flight of the F40 class, the engine would
not start but he hit the mark on his 2nd
attempt with a recorded speed of
141.4 mph.
Very experienced in Nostalgic Speed
but a newcomer in all but name to Open
Speed flying, Tony Goodger entered the
.12 class and the 21N class. Over the
winter he had built simple profile models
to use for practise in Open Speed. He
told me that it must be almost 50 years
since he first flew in the pylon so recording
a successful flight at this competition
was more important than recording a
high speed. He attempted and made one
official flight in the .12 class with an SC
engine. However, he now has a Novarossi
.12 to try for next year. His one attempt
in the 21N (‘N’ for ‘Newcomers’) class
returned an official speed of 112.15 mph
to place him higher in the Handicap Speed
rankings than his .12 flight. Both models
were his own design and used a relatively
long tail moment for stability.
Jet Classes
The Pulse Jets had six entries in Sport
Jet and three entries in the Fast Jet
class. There were two ‘newby’ jet fliers:
Alex Phin and Chris Martindale. Alex
(of Redfin engines) is an old Speed flier
come back to the fold.
Dick McGladdery has developed this F2G electric speed model and it
has the potential to compete with the best in Europe when sorted.
Alex flew in Sport Jet with an upright
T34 pulse jet with a Hobby King Red Head
sport jet engine. The T34 is an almost-
ready-to-fly kit from Robert Bolton in New
Zealand. The engine was set up using all
the supplied Hobby King parts as per the
recommendations in the article by Dick
Hart in December 2014 AeroModeller.
Alex made two official flights but had to be
disqualified for high flying. High flying is,
of course, not unusual when learning – or
re-learning – to fly in the pylon.
Chris Martindale flew two models in
Sport Jet, both powered by Hobby King
Red Head engines. The first was an
‘upright’ built from a kit supplied by Dick
Hart which Chris then modified by fitting
a larger tank. The second model was a
Tarfu sidewinder with a very attractive
paint job. The engine was modified (within
the Sport Jet class rules) by fitting an Earl
Bailey flowjector and a Jet Bill retainer.
This certainly helped the engine to breathe
better and, because the metering jets
seal properly, made it easier to start. Of
his three official flights his best recorded
speed was 140.8 mph which put him into
the top 10% in class percentage terms
and placed him 7th in the overall Handicap
Speed rankings with 90.88% of the Sport
Jet record.
In the Fast Jet class, Chris flew an
aircraft built by Dick Hart which was fitted
with a different engine (Jet Bill then Earl
Bailey) for each of the two flights, but he
did not record an official flight time. Lap
times in the mid-180 mph were no mean
feat for a newcomer.
The first and only jet flight of Robin Kane
was with a Pod Racer, a kit produced in
the US by Jim Booker. This particular
example was built by Richard Shannon in
Phoenix, Arizona and fitted with a Jet Bill
03/10/2016 11:02
 sport jet engine. In the pylon, Robin found
the model to be slightly out of trim and he
had to make significant control corrections
in and out of the wind. Afterwards it was
found that the engine was not quite in fore
and aft alignment.
Richard Grindley made a welcome
return to Speed flying after a sabbatical of
exactly three years. Always a delight to
watch flying in the pylon, he had forgotten
nothing while he had been away.
Richard was flying a Sport Jet aircraft
built by Ray Cox and powered by a Jet
Bill sport jet engine. He put in three
practise flights and two official flight with
the fastest being 143.7 mph. His Fast
Jet was from a Dick Hart kit but he had
enlarged the tank to cope with the higher
fuel consumption of engines running
nitromethane. This aircraft is fitted with an
unmodified Jet Bill series 2 fast jet engine:
he put in two official flights of 204.5 and
then 205.2. This latter flight placed him
fifth in the Handicap Speed rankings with
96.66% of the Fast Jet record.
In the Sport Jet class, Ken Morrissey
flew a Tarfu model originally built by Dave
Mark in the US. It had been modified with
a larger tank by Jet Bill and was powered
by a Jet Bill sport jet engine, and his
second round flight of 148.5 mph was the
fastest Sport Jet flight of the competition.
Finally, we get to the man who has
revolutionised pulse jet flying in the UK:
Dick Hart. His long sojourn in the USA
has undoubtedly been instrumental
in bringing UK pulse jet flying to the
fore. He spent a lot of time at the ‘Nats’
supporting, working and pitting to get the
other pulse jet fliers into the air and so he
only managed six flights across the two
Jet classes.
Richard Grindley proxy flies Dick’s jet
model aircraft and the first flights of the
competition for Dick were in the Sport Jet
class. He went straight for an official flight
and recorded 145.6 mph with a Robert
Bolton ready built Sport Jet fitted with a
Jet Bill sport jet engine. An unfortunate
‘run in’ on its second round flight which
resulted in a broken off outboard wing.
Dick’s Fast Jet is modified from his own
kit which is derived from the original Blue
Thunder built by Jet Bill. The inboard
wing is in line with the centre line of the
engine, whilst the outboard wing is raked
and sits above the engine. The engine is
a modified Jet Bill series 2 fast jet. Dick
CL SPEED NATS.indd 25
Robin Kane with his pit crew and Open 40 model.
Dick Hart (front) and Chris Martindale pit Alex
Phin’s T34.
made an official flight with the 1st attempt
a ‘NIP’ (Not In Pylon), but his 2nd recorded
a speed of 201.4 mph. On his second
round flight the engine would not start - a
disappointing end to the ‘Nats’ for Dick
but he can take great consolation in the
fact that he helped the other jet fliers to
good results.
NOSTALGIC SPEED
It was a great pity that this Nationals
was so poorly supported by Nostalgic
Speed fliers. Four entries is a shockingly
low number, and most of those four only
attended for one day. Yes, the journey
from the south of England to Barton is
difficult but Open Speed fliers travelled
from Devon and from Surrey with all the
traffic problems that incurred in order to
compete and support this ‘Nats’.
So, what of the four who did compete?
Well, Tony Goodger, who was also the CD,
competed in Weatherman Speed along
with Ian Russell and Dave Finch. Tony
flew in Class IV and used his faithful MVVS
21 powered model to give him a timed
speed of 108.1 mph which placed him 1st
in the Nostalgic Handicap Speed rankings.
Ian Russell used a single large size
Weatherman aircraft in classes V and VI,
simply exchanging his K&B 6.5 for a K&B
4.9. Ian’s class VI flight of 96.27 mph
Alex Phin’s T34 Sport Jet uses a Hobby King
pulse jet with of course a Red Head.
From the left, the Fast Jets of Dick Hart and
Richard Grindley.
netted him 2nd place in the Nostalgic
Handicap Speed rankings
In class IV, Dave Finch was going very
well with a West 21 but the engine cut on
the penultimate lap and his proxy pilot
only managed to get an official timed
result of 66.53 mph, by gliding the last lap.
With three entrants in Vintage Speed
(Tony Goodger, John Mealing and Ian
Russell), it was simply going to be who
would get which podium place by flying
in which class. Tony Goodger flew in
classes 3 and 6 and was placed 1st with a
class 6 flight using an OS 35 stunt engine
modified for speed use and a Hungarian
TIS-05 FAI model aircraft design that had
been published in the December 1958
edition of Aeromodeller. His official speed
was 109.1 mph.
John Mealing flew in classes 6 and 8.
His class 6 flight of 107.6 mph placed
him 2nd in the Vintage Speed rankings.
He used a McCoy 49 in the same model
design as Tony Goodger had used.
Ian Russell flew only in class 6
and used a 1948 Speed King aircraft
designed by Walt Musciano. The aircraft
was fitted with a McCoy 49 and returned
an official time of 93.06 mph which was a
little off the pace of the other two class 6
entrants. ●
25
03/10/2016 11:02
 Event Report

I
RAFMAA
’ve been going to the ‘Champs’ as it is
affectionately called, for around 30 years. It’s
the time where we catch up with ‘buddies’
old and new, get down to some competition
flying or for those who wish, some pleasure/
sports flying ‘off the peg’ as they say! Personally,
I’m not sure how my modelling year would ever
be complete without it! RAFMAA members are
largely either serving or retired members of
the Forces, and the age swing is vast. So, with
weather gods suitably revered and car packed to
the gunnels it’s off to RAF Honington, for me a 3

Main Championships and

hour drive to deepest Suffolk.
The RAFMAA holds a unique Area status
within the BMFA and the membership travel from
far and wide to attend, with the first evening
being a ‘Meet and Greet’ BBQ. The committee

Annual Fly in.

provide all with a suitable menagerie of charcoal
cooked delicacies, washed down with a few
beers and accompanied by a good catch
up chinwag!

PAUL BLAKEBOROUGH REPORTS FROM THE ANNUAL EVENT AT THE END Maximum Flying
The first competition day sees a ‘Multi-task’ RC
OF JULY FOR RAF, FORCES AND AFFILIATE MEMBERS. Fun Fly as the main event. The emphasis on all
the days is to maximise flying, so competitions
are running concurrently. Pilots may be changing
The flags models to fly in Electroslot or other Thermal
are raised hunting comp’s in-between rounds elsewhere.
on another
RAFMAA The Multi-task has 5 sections: Touch’n’go, Loop-
Championships. Roll-Touch’n’go, Climb and Glide, Pit stop and
lastly Limbo. A pilot must use the same model
for all rounds and due to the nature of the comp,
entertainment is guaranteed but can result in
BDR (Battle Damage Repair) required to one’s
model! The comp itself serves to wipe away the
cobwebs and is thoroughly enjoyable for pilots
and spectators all.
Befitting RAFMAA origins and being at the
cutting edge of the sport, at another location of
the airfield the new ‘Wing’ of RAFMAA, Drone
Racing, is taking place. A course has been set
and avid speed machines are ‘wizzing’ their way
around the course. Nearby Electroslot is flown
with powered gliders. The criteria being 3 flights
only, 40 second motor run each, and stay up as
long as possible. Longest flight wins! And pilots
will fit this in around the few days available.
The day concludes with a group of traditional
aeromodellers having a Free Flight session as
the wind eases, and after the sun sets LED lit
models find their way into the darkened sky an
entertaining end to a thoroughly absorbing
first day.
Day two and F3 Aerobatics are on the Menu.
Two competitions are flown, Pattern and
Freestyle. Based on the BMFA rules, pilots
endeavour to prove their abilities using aerobatic
patternships. Again, in the background a model

26 AeroModeller - November 2016

RAFMAA MAIN CHAMPS.indd 26 03/10/2016 11:31

 Helicopter comp, Drone Racing and
Electroslot are all taking place whilst
pilots can ’off the peg’ fly on another line
for relaxation, fun or practice.
In the evening the clubhouse serves as
a base for Bring and Buy items and later
the annual AGM with a very informative
talk by X Blades, concludes the
second day.

Mix of Events RC, CL and FF

Article author Paul Blakeborough flew his KK Slicker Mite in the Scramble.
Day three is the final day of competition
and calm winds straight down the
runway welcome Scale flyers to the
competition line. A multitude of scale
aircraft take to the skies over 2 rounds of
flying only competition. The middle of the
afternoon sees Scale complete and the
pylons in place for a Pylon Race, whilst
an RAFMAA style control line speed
comp takes place in the background. In
the Pylon race any fixed wing aircraft can
enter, but a handicap grading allows a
better chance for slower aircraft. Pylon Bringing the young ones through: Joshua Pearce Mike Mathias starts his diesel powered Mini
retrieving his FF model. Goodyear ready for the informal speed competition.
racing is another great entertainment
spectacle for all involved whether at the same time. and especially to the Station Commander
flagman, timer or pilot and concludes the A Fork Supper, prize giving and a at RAF Honington for allowing us to use
radio competition flying. few beers concludes the evening and his station. RAF Honington has been
Over at the Control Line speed, we use Championships/Annual Fly In. The fourth exceptionally helpful over a number of
Mini Goodyear racers. I’m sure we’re all day is for ‘off the peg’ flying and we years with unparalleled hospitality and
there just to get a good ‘whiff’ of diesel use this to say our farewells for another facilities. Looking forward to next year!
and this serves to ‘fuel’ our desire to year and to carry out any achievement You can find out more about the RAF
‘whip’ the racers into as fast a speed scheme tests; ‘Good Times’ were had Model Aircraft association including
as possible! CL pilots old and new can by all. how to become an affiliate member even
also ‘have-a-go’ and try their hand going A huge thanks as always goes out to if you have not been part of the Forces,
around in circles a few times. the RAFMAA Committee, Judges and at www.raf.mod.uk/rafmaa ●
Interesting to note that in 2016, anyone involved in organising the event
RAFMAA members have been
competitors at Control Line, Helicopter
and Quad Racing events and
championships in the UK and elsewhere
in the World. These skills no doubt
nurtured at our own events.
Luckily a calming wind allowed us
to conclude all competitions this year
with a Free Flight Scramble. We tend
to hold this as the last comp because
everyone who takes part is ‘too tired’
(the polite expression!) to do anything
else afterwards. From a specified point
all modellers with their chosen model
compete to fly and accumulate as much
flying time as possible within a 30 minute
window. Flights only count between a
minimum of 20 seconds and a maximum
of 2 minutes, and sees pilots running
great distances to retrieve and then
return as they must restart back where Matt Holmes had an ever reliable Tomboy powered by Paul Blakeborough tries his hand at Mini
they launched. Great fun and exhausting an MP Jet Classic for the Scramble. Goodyear speed.

27

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 Free Plan

ERIC, FRED AND SHARKFACE -

A FLYING FAMILIES AUTOBIOGRAPHY
I’ve always liked Eric Clutton’s designs and in particular his willingness to experiment. Recently I contacted Eric and asked him to
do an ‘e-mail interview’ for AeroModeller. However, he decided simply to write the whole thing himself and save me some work –

M
I hope you enjoy reading it as much as I did. Chris Ottewell
y interest in aeroplanes Southport Sands in 1935. That aircraft rose from the ashes! All the books I
and flying began at a is still flying, several wings, engines and could find at that time were full of ancient
very early age and my fuselages later. It was actually destroyed looking biplanes, many of them the then
father treated me to a by fire at Old Warden but steel fittings current equipment in RAF service. With
flight in a DH Fox Moth off and name plates survived and it literally my models I started off with fairly simple

Eric Clutton with his latest rudder only

Sharkface powered by a PAW 060.

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 “If necessary - kick the
model in the desired
This month’s Free Plan is the classic Sharkface originally published in July
1965 AeroModeller. This electric 2 channel version is by Alan Calderhurst. direction”.
built up small gliders, sort of copying the there appeared polyhedral, twin tail, could even ride a motorbike! Toward the
construction of the full size biplanes. All trike undercarriage versions of the Ajax end of WWII I acquired an Ohlsson 60
no bigger than two foot span and my and Achilles. They all flew well by my spark engine, and as some supplies were
own design. Many of them had their one standards at the time and I experienced getting easier I built a cabin fuselage for
and only flight from the upstairs bedroom a lot of modelling that way. it. I only got as far as the fuselage before
window, often on fire! In 1938 I started When I left school the war was still on, supplies ran out again, but I couldn’t
attending Hanley High School on a full so I went to work at the Flight Test Sheds wait and had to run that Ohlsson with
scholarship. This was the same school on Meir Aerodrome. I was sometimes the fuselage in the uncovered state. I’m
that Reginald Mitchell, the Spitfire and able to fly models at lunch time, watched afraid the vibration reduced it to a pile of
Schneider Racer designer attended; I intently by our Chief Test Pilot - maybe sticks so that model was never finished.
was proud to be in Mitchell House! because of this I got to start and taxi I joined the RAF at the end of 1945.
P.51 Mustangs at age 16, years before I I had endured the Liverpool Blitz and
War fancied getting my own back, so went
Eric continues to experiment
The beginning of WWII gave with a series of RC-assist to London for the aircrew interview
a boost to interest in electric multi-engine and came out as the usual PNB (Pilot/
scale models of
aeroplanes and modelling subjects he has Navigator/ Bomb Aimer). We had all
and I made a few kits by worked on plus been led to believe that if you failed as a
a revisit to the
Keil-Kraft and FROG; Short Stirling of pilot you got a shot at being a navigator
the Keil-Kraft designs his youth. and if you failed that, you became a
flying better than the bomb aimer, but this was not so. It all
scale models favoured depended on combat losses, and fewer
by FROG. I also made pilots and navigators were being lost at
a Short Stirling rubber
powered kit by Skyleada
but it looked so good I
delayed covering it and the
cat found it was a great toy,
so that was the end of that. It was
however great for learning about the
construction required with scale models.
In 1942 supplies in general were getting
slim thanks to the U-Boats, and this also
applied to balsawood etc., so shops
locally would only supply stuff to anyone
in uniform. That was my clue to join the
School ATC Squadron; I only seemed to
be able to get Keil-Kraft kits so I would
buy the kit and draw my own design
or version of it on the back of the plan,
based on the wood supplied in the kit.
In this way over the next year or two

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 Free Plan
Eric still has a love of control line - his KK Chief vintage stunter is powered
by a PAW .35 diesel.
that time, but the main losses were tail
gunners so that is what I became for a
short time.
The whole Service was in a state of
post war chaos and jets were still on
the secret list, so after a long period of
nothing to do I volunteered for something
called Equipment X because it sounded a
cushy number, but then found it entailed
going on a course to learn how to deal
with all kinds of bombs. It was eventually
interesting work, especially with captured
V.2 rockets and the super bombs by
Barnes Wallis. On one occasion I found
the one and only Martin Baker MB 5
sitting in a hangar in perfect condition
after its display at Farnborough, so I had
it to myself all weekend.
In spite of all this I still managed to
build models, both control line and free
flight. Control line was new then and I
had a Phantom to start with. A bit of a
brick on a string but it created quite a
bit of interest, even by the station C.O.
Free flight was given a big boost by
the new small diesels at that time and I
built a Skyleada BANTAM powered by
a Mills 1.3. I finished it while on leave
and took it for its first flight with a few
local friends to the now deserted Meir
Airfield and started the engine. It was a
foggy day but with the engine running
well, off it went on take-off, disappearing
into the fog almost immediately. We
could hear the engine for a while in the
gloom and then it went quiet. No name
and address on it either, but on my next
leave a friend presented me with the
undamaged model. Someone had found
it and they knew my friend had a friend
that made models - so they handed it to
him. Imagine that happening now! Today
30 AeroModeller - November 2016
SHARKFACE FREE PLAN.indd 30
Chris Ottewell’s Tee Dee 010 Powered Mini Sharkface (about 70% of
original).
I have another Bantam, still with a Mills
1.3 but this time with RC and one servo
operating a stirrup on the rudder like an
escapement.
Peace
Back at the RAF station I made a tailless
free flight powered by a little Ace diesel
and lost it for a week or two in a field.
When I found it the Ace crankcase
seemed to be converted to cheese, so
I converted the model to a glider. I was
flying it in this way when it flew over the
hedge, so I went to find it. As I walked
along I could hear a faint “CRUNCH
CRUNCH” sound and when I parted
the bushes I was faced with a hungry
looking horse devouring my model. One
wing was sticking out of its mouth so
I snatched it back but realized there
was not much left, so gave it back
to the horse to enjoy. I was also into
canard gliders and found that a properly
designed canard needed no nose ballast,
so was very light, and this meant it could
handle an enormous length of towline
and become really easy to loose. It took
me two models to figure that one out.
After leaving the RAF, control line was
king for some time and I developed
a series of very low aspect ratio Elfin
powered stunters I called STUBBY, and
a much enlarged one for the Ohlsson
60 I called BIG STUBBY. The Ohlsson
was of course run on spark and one
day at the top of a wingover the engine
faltered, then as the model fell towards
me it picked up again so now it wrapped
the stranded steel lines around the
prop shaft and swiftly winched itself
downwards. I dropped the handle and
exited the area just in time! I also built
a stunter for a Yulon .49 and on its last
flight the Yulon threw its prop but instead
of stopping it howled loudly and emitted
a cloud of smoke on the way down. It lay
on the ground still howling or screaming
away but on reflection the screaming
may have been me. I stopped it by
ramming it into the dirt but later found
the conrod was half melted and was
shaped like a dollar sign! The Ohlsson
had another chance when I built a Dennis
Allen Boxcar but it somehow didn’t feel
too safe if I got it above shoulder height,
so the engine was replaced with an OK
Super 60. What a difference; I could now
write my name in the sky with
that model.
I was always willing, even anxious,
to try new things, so I tried monoline
control. The trainer unit with an Elfin
flew quite well although it was different
and with quite a lag in the control action,
but I was sufficiently encouraged to
try the more advanced unit and built a
McCoy powered stunter for it. After a
few test flights I took it to Cranfield and
proceeded to fly it there. The theory of
monoline is that you have control even
when the lines are not tight and this
thought crossed my mind as the model,
caught in the wind, flew past my head
about twenty feet away. Control is by
running a bobbin device up and down
a spiral arm to rotate the single cable;
a little thought would suggest that this
device should be pointed at the model
at all times - this escaped my mind
and when the model reached the limit
of the line it stopped with a jerk hard
enough to bend the operating thing at
right angles, so no more control! On
the subject of control line you have not
03/10/2016 11:43
 lived until you have flown a .60 powered
stunter on 100 foot lines! At that distance
it is just a speck in the distance and 80
feet is about the safe maximum for a
semi-wingover. The adrenaline rush is
something else and knees do not behave
themselves for some time after
each flight!
Around this time there was interest
in different wing sections and I
developed my own ideas about how
lift was produced. Some wing sections
appeared with maximum thickness at
about 50% chord so I built a free flight
cabin job with one like that. It not only
flew but it seemed to fly just as well
with the wing on backwards! After
some thought I produced a control line
wing with a diamond style section. I
called it SENNAPOD and Model Aircraft
introduced it after some argument about
the name! Following on from that I built
a similar wing but left off the rear part
so the extended front bit ended with a
one inch deep trailing edge to which I
“Keep the model close to you - or it will soon disappear
from view - control response is very rapid indeed”.
SHARKFACE FREE PLAN.indd 31
attached an elevator. Control was odd
until I substituted the single elevator for
two elevators, biplane fashion and linked
together. The model then flew normally.
I then got into radio control early when
everything had to be built by oneself and
escapements on more than one control
surface made life for the models
fairly short.
Sharkface is Born
I solved this by sticking to rudder only
and Sharkface was born. Lots of power
and being slightly over elevated resulted
in a very aerobatic model which if left
to its own devices would loop, but this
was denied with a dab of rudder. More
rudder would kick it into a turn and if
held on it also controlled height, the extra
speed being gained could then be used
for barrel rolls. With practice Sharkface
could be rolled off the top of a loop or
even held inverted. I use the ‘bang bang’
escapements which gave alternate left
and right rudder so you had to remember
that, but it was not a total disaster if you
forgot! I later used the escapements that
gave say left rudder with one click, and
for right rudder you had to give TWO
quick clicks. All very well at a reasonable
height but not so easy near the ground!
Because of this I trimmed the models
to turn quite sharply one way on their
own and straight flight was obtained by
‘pulsing’ the single click, and holding
that on for a turn the other way. This
worked very well for my Tadpole tailless
but that was only semi-aerobatic, as was
the follow on Delta I never got around to
naming! I once made a Sharkface with no
dihedral and it flew fine but when rudder
was applied you could see it slide across
the sky before the control couple took
effect - the timing of that was variable.
I also experimented, like many others,
with Galloping Ghost control with a
rotating drum in the control box. I even
built a McCoy powered model for it and
had a successful flight with it on one
occasion. My transmitter was built into
31
03/10/2016 11:43
 a large wooden ammunition box with a tank aerial
and if the ground was damp there would be a
dry patch about six feet diameter around where it
stood on the concrete. Sharkface and his cousins
had transistor receivers but previously all models
had ‘glass bottle’ valve receivers. These valves
32 AeroModeller - November 2016
SHARKFACE FREE PLAN.indd 34
were invariably found rolling around the bottom
of the fuselage after each landing in spite of the
whole contraption being suspended by a cat’s
cradle of rubber bands.
One day I challenged another club member
who was flying control line to combat with my
03/10/2016 11:43
 FRED made it on to the cover of May 1976
AeroModeller.
Eric has also produced a scale model of the FRED which should be a ‘shoo in’ for
maximum static points!
Sharkface. During the bout I flew
Sharkface right through the middle of
his control liner, totally destroying it. I
then picked up Sharkface, flipped the
prop and flew him again. It was a tough
model. Sorry Brian! While all this was
going on I was having great fun with Cox
powered free flight models of all kinds.
I made a KK Sopwith Camel from their
rubber powered kit and powered it with a
Cox TD .010. I also fitted a bellcrank unit
because I intended it as a little CL model.
I took it to our field and found there was
nobody there to help, so I pinned the
bellcrank to fix it, test glided the model,
started the engine and launched it. It
flew quite slowly and was really stable;
so much so that I flew it again and again.
It would not only fly well but it would
take off and land well too. I lost quite a
few little Cox engines in small free flight
models, I even lost one in my CHIP-
CHOPPER single blade helicopter that
was in a thermal as it was auto-rotating
down.
Sparkies
I like spark ignition and developed
a conversion method where I could
SHARKFACE FREE PLAN.indd 37
The full-size FRED design has proved popular as a home build. www.cluttonfred.info
John Spink, Ron Buckwell and Alex Calderhurst with
original sized Sharkfaces at the PANDAs event in 2016.
convert most glows to this type. My
first conversion was a McCoy .35 and
I still have it. I converted many engines
but the advent of the possibly more
convenient ‘Hall effect’ made my contact
breaker conversions seem less desirable
although they were completely reliable.
I still have a Merco .61 and a few others
I converted. I even converted a PAW .35
diesel to spark ignition! Gig was not too
pleased but it runs fine.
Another project was when I made
several models that were converted from
FF rubber power: I made them for simple
RC and powered by a PAW 100 diesel.
First one was a Korda Wakefield and this
flew so well it only needed full throttle
for takeoff. I was so encouraged that I
made a six foot version with a PAW.19
and eventually took it to the AMA Nats
at Muncie where I showed it to Dick
Korda himself. He said I should be shot
and I think he meant it! During all this
time I had done a lot of full size gliding
at several well-known sites but mostly
at the Midland Gliding Club situated on
the Long Mynd near Church Stretton. It
was there that I became a legal glider
inspector/repairer and also met Ernie
Sherry who became my original partner
in the homebuilt FRED.
FRED Flies
FRED (Flying Runabout Experimental
Design) was designed and built in
the late 1950s and flown for the first
time in November 1963 while I was
still attending college, training to be
a teacher. Neither of us had a pilot’s
licence although we were both glider
pilots, so we taught ourselves to fly
FRED. The Wright Brothers did it so why
not us? Ernie was married so had to drop
out in the early stages and I modified
FRED to have one man folding wings
instead of the original wing removal,
glider style. We originally used a Triumph
Twin engine (got through two of them!)
but progressed through a Scott Flying
Flea engine and a five cylinder American
Lawrance radial until I became a pioneer
at converting the VW engine for flight.
The biggest capacity at that time was
1500cc and the current 1834cc makes
quite a difference. After some years
using various VW conversions I obtained
a four cylinder Franklin aircraft engine
of 50hp and FRED really liked this, but
33
03/10/2016 11:44
 Free Plan PLAN 625 re-issued in AeroModeller 954 November 2016

one day the crankshaft broke, so a
Continental 65hp engine stored under
the bench in three boxes was rebuilt and
this proved to be the ultimate engine in
FRED. I did one quick test flight in the
UK with this engine before I left to live
in Florida. FRED was also shipped over,
reassembled in Punta Gorda and flown
there until I then moved to Oklahoma
where he did a lot of flying before moving
once again to Tennessee where I still
live. While in Florida I also acquired a
1946 Luscombe 8A so now I had two
aeroplanes to play with! In Tennessee
many model meets were held on airfields
so I would load the Luscombe up with
models in the back on a sort of shelf to
fly over there and then fly my models.

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Now that I can see 90 on the horizon I have
given up the full size stuff after well over fifty
years, largely because climbing aboard them
was getting to be difficult. Dear old FRED
is now in the care of another displaced Brit
and once again in Florida.
SHARKFACE FREE PLAN.indd 33
FREE PLAN 623 AEROMODELLER OCTOBER 2016
Back to School
During my teaching career I introduced
model aircraft as much as possible and
ran clubs after school hours. This attracted
the attention of an educational group
who invited me to join and I found myself
35
03/10/2016 11:43

Free Plan
Alan Calderhurst’s Sharkface has 3 function control and electric power.
Whale-Shark and Minnowface? A twice size Sharkface powered by an OS 4 stroke and a half-size
electric powered Micro RC version have both graced the skies of PANDAS Pontefract Retro RC event.
www.singlechannel.co.uk
as guest lecturer at the College of
Aeronautics at Cranfield with full access
to their wonderful collection of aircraft -
sadly no more. Cranfield is not far from
Old Warden so I sometimes flew over
there. I even flew FRED into a model
event at Cranfield, parking him up a
corner out of the way. Later in the day I
was told I could not take off again until
the model activities had finished, and
when I eventually took off, the Cranfield
fire engine drove alongside me down the
runway! Ron Moulton was there and I
think he put a good word in for me but I
36 AeroModeller - November 2016
SHARKFACE FREE PLAN.indd 38
still got a nasty letter from the CAA about
my ALLEGED forced landing!
Across the Pond
When I became domiciled in the USA
I became main distributor for PAW
diesels. I knew Gig Eifflaender well as
we used to fly control line together.
Gig flew clockwise and I flew the more
normal anti-clock, so one of us was
always inverted when we flew together!
Because of the diesels I began exhibiting
at the big Toledo Show and with a bunch
of ex Brits, Canadians, Aussies etc. we
Info
Eric continues to sell PAW engines
in the USA. Visit www.cafes.net/
doctordiesel
There is a website dedicated to
all things connected with Eric
Clutton’s FRED run by Matthew
Long www.cluttonfred.info A book
AN AEROPLANE CALLED FRED is
available from Eric Clutton for $10
+P&P. Email Eric on doctordiesel@
cafes.net
would all invade the town at night - on
one memorable occasion Ron Moulton
and David Boddington were with us.
They were great times. Advancing age
and the encroaching electric stuff caused
me to cease attending Toledo about
three years ago and now I only attend
one big show at Perry in Georgia.
You may wonder how I fitted it all
into one lifetime and I sometimes
wonder myself. The female sex were not
neglected either, although I managed to
stay single. When I left my hometown of
Stoke for the States, the local newspaper
sent a reporter to interview me and when
she asked “Have you lived here all your
life?” I replied “Not yet!” That answer
still applies.
Sharkface Free Plan
As you will have read, Eric designed
the Sharkface to be strong and very
manoeuvrable, although only single
channel. It remains a popular design in
many different versions: Retro RCers
still fly it single channel, but modern
miniaturised electronics allows 2 or 3
John Spink has an electric powered single
channel Sharkface.
03/10/2016 11:44
 Free Plan PLAN 625 re-issued in AeroModeller 954 November 2016

channels proportional RC. It is one of the most frequently flown
designs at the annual PANDAs Retro event, where I’ve seen
all sorts of variations including larger and smaller sizes – the
common thread is that people have fun flying Sharkfaces.
There are no detailed build instructions this month (most
of Eric’s original article was on how to choose and install the
single channel radio). The guidance I would give is yes, build it
strong but don’t build it heavy (careful with the glue). If building
a single channel version, do consider the knock off engine
mount as this could save your engine in a ‘heavy’ arrival. Finally
do send AeroModeller a photo of your finished model. Andrew
Boddington editor@aeromodeller.com ●

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 Developing a Classic

H
aving described development of the
wings and tailplane last issue, on to
the shark-like fuselage of the Mark 22.

Modelling the
This is going to be fully sheeted and I
am not sure if I have made the correct

Spitfi re
decision to achieve this, but here goes. The basic
construction is the well-known central crutch and
half formers technique shown in the photos. After
only minimal work the first half is lifted from the
plan and the other half added with great care to
keep everything square – lots of eyeballing. Root

Mark 22
ribs are added, as are the alloy wing tubes.
The other stringers are added: these are 1/16
by 1/8” and are preformed for curves to assure no
distortion. PVA is used with cyano for tacking in
place where necessary.

- Prototype PK312 We can now start the laborious job of sheeting.

Ivan Taylor takes us through the development of his latest
masterpiece, a 1/10 scale 43” span rubber powered
Spitfire. Part 2: the fuselage and undercarriage.
I decided to use thin straight grain balsa with
minimal sanding. To digress, if you wish to make
light models I don’t think you give up worrying
about weight as you approach the front end. Sure,
it needs to be strong, but if weight is added, better
at the very front - prop assembly or spinner. Given
the rear end is as light as practical, this should give
lowest all up weight.
When the sheeting is complete and the retracting
tail wheel assembly installed, engine covers and

The Spitfire sits ready for covering in front of its full-size and model predecessor, the Supermarine S5B Schneider Trophy racer.

Ivan Taylor has made an impression

on FF rubber scale with a succession
of low wing WWII fighters such as the
Mustang and this FW190.

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 The half formers are built on to the crutch profile over the plan and a couple of preformed stringers attached to stabilise the structure.

The remaining half formers are attached on the other side (great care being taken to keep everything square) followed by the mirror stringers. Then other
stringers and the wing root ribs are added while avoiding introducing any ‘twists’.

Ivan uses a fine tip pen to mark out the sheet

infill pieces. A metal ruler is a useful tool to adjust
how the piece sits between the stringers.

Obviously keep the rear-end as light

as possible, and don’t give up as soon
as you are in front of the CG. Keeping
your all-up weight low is vital for the
success of a model like this. Try to
minimise the need for gap filler and
use the lightest possible filler to finish
the surface.

39

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 Developing a Classic

Ivan has made the retractable tail wheel deploy

via a line to the timer.

The Tomy timer for the

undercarriage deployment is
situated in the wing centre
section under a hatch.

cockpit front frame added, the wings

can be plugged in and the magic of
The Tomy timer is shown connected to the port undercarriage leg by the rubber band. The timer shaft
the Spitfire shape is starting to show. is running anti clockwise and the leg is about to be lowered in half a turn. To the front left of the timer
is the start mechanism via a line.

Retractable Undercarriage
Not so much a retractable
undercarriage as one which will
descend during flight, and will
be down for static judging. The
installation of the Tomy timer is
shown in the photographs. The
revolving shaft of the timer has a
lower catch for the lines to the main
undercarriage legs, and a higher
one to deploy the tailwheel – all
attachments are by rubber bands
because of the ‘knock-off-able
wings’. When setting the timer, 3
turns gives about 35 seconds. The
timer start line reappears under the
rear of the port wing as a timer start
point.
The undercarriage lowering
system works fine in static tests – it
will be the last thing to fine tune
when the aeroplane is fully trimmed.

Nose and Propeller

The nose block is of simple
construction. Circular discs of balsa
are cross grain laminated using PVA
with ply facing at the rear. Instead of

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 brass tube I am using the steel washers
from thrust races to support the shaft
– these give a wobble free bearing. The
shaft shown has a claw for the bobbin.
This is a type used in duration, which
is very positive and nice to use, but
not essential. At the other end of the
shaft we have a flat filed to take the
screw for the torque arm. This is most
reliable/effective and it becomes easy to
dismantle the assembly.
The hub is again laminated and ply
faced. This takes the brass tubes to hold
the strimmer material which gives the
flex for blade protection. It also supports
the clutch and outer free wheel tube.
The spinner is detachable and is
used for the scale prop as well. It is not
necessary to detach to set for flying –
just shake until the clutch locates. The
spinner is hollowed to give clearance and
to add lead!
The blades (five on the Mark 22) are
carved from hard balsa. A diagonal
line on each edge of the blank gives a
datum for carving the underside – a little
undercamber is best. The blade shape
can then be marked and cut. This just
leaves the top profile to be carved and
sanded. The blades will then have tubes
to take the strimmer glued into the roots.
Next issue we’ll progress to the
canopy, covering and finishing. ●

The port undercarriage leg in retracted and deployed positions. All works well on the bench, but Ivan With the hatch in place, everything is neatly
expects to fine tune when flying. hidden away but still accessible.

The cross grained laminated nose block The core of the propeller hub has brass
has a ply facing and steel washers from tubes to take the plastic strimmer
thrust races to support the shaft. Claw material which attaches the blades. An
end is for a duration style bobbin which ingenious system which gives a degree The nose
will hold the rubber motor. of ‘crash-proof’ to the front end. assembly is
completed
by a hollow
spinner cone,
all exquisitely
finished.

The other end of the nose block (right) with the flat on the shaft for the torque arm The prop blade blanks are Once the underside is finished the
engager clearly visible. On the left is the prop hub. Ivan brings years of FF rubber ready to carve with the blade outline is marked and then cut
duration experience to his scale modelling. diagonal datum line marked to shape. This is followed by convex
on the edge. shaping the front surface.

41

RUBBER SPITFIRE PART 2.indd 41 03/10/2016 11:48

 Power Trip

AP Yellow Jacket 15
A likeable engine of moderate power and easy handling, at a budget price.

I
Maris Dislers takes a look inside the Jacket.

f you’re not after a honking, paint
blistering 15 (2.5cc) engine, but only
need the sort of power that came
from 2.5cc general purpose engines
made before the ‘Schnuerle port era’,
the AP Yellow Jacket is in the running.
And a couple of its more unusual
features set it apart from the regular
sport engine paradigm.
Let’s suppose some fellow flew
control line models in his youth, before
discovering girls, cars etc. his son now
shows some interest in model aircraft
and dad reckons it’s worth a punt on a
decent birthday or Christmas present.
He’ll stick to what he knows, rather than
going with a modern out of the box
drone, because he wants to pass on
his experience. The AP Yellow Jacket
15’s specification looks OK and it’s not
expensive – important if junior doesn’t

Black cylinder fins distinguish the AP 15

Yellow Jacket from the smaller Hornet 09.
Both engines share many parts.

42 AeroModeller - November 2016

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 Out of the rut rear exhaust arrangement
might make for neater than usual cowling
in a scale model. Right-angle ‘safety’
needle valve is easy to reach and less
damage prone.
take to the hobby.
The thinking might have gone
something like this. An engine of this
size will fly a decent model that won’t be
too upset by a bit of wind. The muffler
is a must owing to noise concerns at
the nearest likely flying site. Glow fuel is
easier to get than diesel fuel. Engines
with plain venturis are becoming scarce,
but there’s no reason why an RC throttle
cannot be locked open and used in a
control line or free flight model. And it
can be reinstated if Junior wants to try
a radio control model. The AP’s needle
valve design ought to avoid damage
in a prang better than those on similar
engines, which poke out at right angles
to the crankshaft axis. The muffler is
tucked away safely behind the cylinder.
So far so good.
Jumping Right In
The Yellow Jacket comes with a
comprehensive four-page instruction
sheet and parts diagram. The text suits
the novice user, with good explanations
of the various engine parts and operating
procedures. They emphasise avoiding an
over lean setting and warn against using
fuel that does not contain at least some
castor oil. The engine comes without
glow plug, so after a few experiments,
we found it liked the popular OS No. 8.
Our test fuel had 10% nitro methane,
20% castor oil and 70% methanol.
POWER TRIP 036.indd 43
The carburettor barrel was easily
locked in the fully open position by
running the nut all the way up the idle
adjusting screw and then winding the
screw completely down. Recommended
8x4 propeller went up front. As the
muffler prevents direct cylinder priming,
cold starts were not easy. After one
choked turn to prime the crankcase,
it needed quite some flicking before
enough combustible mixture reached the
cylinder. More choking only made things
worse by flooding the engine – a trap for
young players. This trait is not so unusual
these days, as the very handy exhaust
priming features of some older style
mufflers are considered passé, because
the maker’s assume an electric starter
would normally be used. If so, there’s no
problem, but that extra kit is a lot more
outlay for a beginner! We resorted to the
old trick of metering a few drops of fuel
down the plug hole before replacing the
glow plug. It would then start instantly.
Often works for chain saws and other
recalcitrant small engines also.
Our Yellow Jacket showed no signs
of stress or overheating during the half
hour’s accumulated running in, so we
spent a minimum of time at very rich
settings. Warmer running closer to the
peak mixture setting is actually kinder
to this sort of engine. Fits between
individual examples seem to vary a bit
and some internet forum posters have
found their Yellow Jackets needed over
one hour’s running in to fully free up.
Needle adjustment is quite fine, so you
really have to screw it in plenty after
reaching a clean two-cycle run, to get an
over lean setting.
The ‘squeaky nip’ over top dead centre
when cold didn’t hinder hand cranking.
The upside of this is an excellent fit
when hot, making warm or hot restarting
particularly easy. We’d carefully bring
fuel up the line to the carburettor. Turn
propeller until it begins to increase
compression in the cylinder. Finger over
intake again and another quarter turn
only, to draw in a small amount of fuel.
A couple of flicks would have it running.
The trick was to avoid getting too much
fuel in the engine. There’s one proviso.
The needle should be opened a little
from peak setting, to avoid false starts.
Construction
The AP engine trio has been on the
market for around 15 years and their
designs are geared towards simpler
production methods. The .061 closely
follows the AME/Norvell style, but the 09
and 15 appear to be of original concept.
Designed as a pair, they share many
components. The 15 is essentially an
‘overbore’ engine, retaining the 09’s
12mm stroke, but upping bore size
from 12.5mm to 15.5mm. That gives a
swept volume around 10% short of the
.15 cubic inches (2.5cc) implied by its
name. No big deal, but worth keeping in
mind when judging performance. More
importantly, build quality throughout is
43
03/10/2016 11:28
 Power Trip

Propeller RPM
RAM 8x6 10,700
APC 9x4 11,000
APC 8x6 11,600
APC 8x5 11,700
Master S-2 8x6 11,800
Graupner 8x5 11,900
Graupner 8x4 12,500
Master S-2 8x5 13,200
JXF 7x6 13,400
APC 8x4 13,700
APC 7x6 14,100
Zinger 7x4 14,700
APC 7x5 15,000
Master G/F 3 8x3 15,200
APC 7x4 16,200
APC 7x3 18,500

very good.
A neat monobloc pressure die cast
aluminium crankcase, with screw-in back
plate (has O-ring seal) and a black-
anodized cylinder head of somewhat
larger diameter than the main cylinder
barrel. Squish-and-dome combustion
chamber shape giving a compression
ratio around 8:1. The two aluminium
shims could be removed to raise this
to 9:1.
Brass drop-in cylinder liner, hard
chrome plated bore and milled slots in
generous 2mm wall thickness, doubling
as transfer passages and Schnuerle-
plus-boost ports. Rear facing exhaust.
Cast aluminium alloy piston with 3.5mm
solid wrist pin in semi-blind hole, retained
by one wire circlip. Machined aluminium
conrod with bronze big end bearing.
Hardened one-piece steel crankshaft
rides in 10x18mm (rear) and 5x13mm
(front) bearings. Generous rectangular
intake port and gas passage. 4mm
crankpin and counterbalanced crankweb.
M5 propeller retaining thread.
Variable speed throttle of rotating
barrel type, with single mixture needle
and stop-screw adjustment for idle
speed. Single chamber muffler of modest
volume with 4.2mm I.D. outlet tube. One
or both shims on threaded spigot can be
removed to alter outlet tube position from
the original 6 o’clock (viewed from rear)
to 8 o’clock, 11 o’clock or 1:30 o’clock.
Has muffler pressure takeoff nipple.
Performance Appraisal
The Yellow Jacket ran with little vibration

Design has a minimum of screws,

relying mainly on threaded assembly.
Keeps weight down. Note the two
muffler shims, which make it possible
to alter exhaust tube position.

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 and was quite docile over the entire range of test RPM. With
our test fuel and plug choices, it delivered a bit over a quarter
horsepower between 13,000 and 18,000 RPM and a fairly
broad peak of 0.28 BHP closer to 16,500 RPM. Thanks to the
ballrace mounted crankshaft, torque is sustained quite well
up the scale from a maximum 22 oz-in around 11,000 RPM.
Measured noise intensity at 3 metres was 77 dBA with 8x4
prop, and 84 dBA with 7x4 prop. There’s adequate suction
without using muffler pressure, but that might be handy
for improving consistency in flight if the fuel tank is placed Milled slots in cylinder wall double as transfer passages and ports. Makes
crankcase interior simpler. Head appears to be sized for long reach glow
somewhat rearward in the model. plug (shown), but instructions warn against its use. We had good results
Propeller choice might start at a stately 9x4 or light 8x6 and with shorter OS No. 8 plug.
progress to a revvy 7x4. It’s not fussy. Our RPM table shows
some choices, but the recessed backs of APC’s 8 and 9 inch
propeller hubs almost cup over the Yellow Jacket’s small prop
driver mounting face, leaving minimal contact area. Not a
good match, so it might be better to choose a different brand
this time.
Throttling gives acceptable transition up and down the
scale and reliable idling at 4,500 RPM, or a little less. You
can’t safely go much lower, but setting up is dead easy.
There’s a perceptible change in the exhaust tone, signalling
when the revs are dipping below the lower threshold. Set
the needle a little rich of peak and sneak the stop screw out
as far as needed to set idle speed safely above that lower Simple throttle design is nicely made and quite works well. We couldn’t find
point. Also, one could be really clever and spring load the anyone selling the CL or FF version with plain venturi. One can easily lock
throttle in the open position for one-speed flying.
throttle arm open in a control line trainer, adjusting the setting
to tone down speed during those early flights. That ought to
overcome the unwelcome alternative, where a slower rich
setting suddenly goes full pelt at the end of the tank. Then
reset later to full power position for aerobatics.
It’s better to think of this engine as an ‘oversize 10’ rather
than an ‘undersize 15’, but some people always want a bit
more power. Clearly, the compact, but restrictive muffler limits
power at the higher running speeds implied by the rest of the
engine’s design. The simplest change would be unscrewing
the exhaust outlet tube, giving a larger outlet hole from the
muffler body. You can get up to 1,000 extra RPM with the
smallest propellers (15% more power), but less gain with
Possible arrangement for a profile control line model, such as the Midget
larger sizes. Of course the noise level goes up noticeably Mustang (PLAN 449 from us), further reduces the risk of needle valve
too, but should still be acceptable in many situations. Or go damage. Muffler is safely at the back.
open exhaust, if noise isn’t of concern. You gain only around
500 RPM by upping nitro methane content from 10% to Technical Details
30%, or lose that much by dropping to 5%. You’ll probably Bore 15.52mm (.611 in.)
get that back by taking out one of the two aluminium heads Stroke 11.9mm (.469 in.)

shims, leaving the other to give a gas-tight seal and stick with Swept Volume 2.25cc (.136 cu. in.)
Bore to Stroke Ratio 1.3:1
cheaper, low-nitro fuel.
Weight (with 13.8g muffler) 153g (5.4 oz)
Height (mounting face tot top of cylinder) 47mm (1.85 in.)
All Rounder
Length (back of muffler to prop driver face) 73mm (2.87 in.)
The Yellow Jacket is overall, an easy going and plucky toiler
Exhaust duration 158 deg.
for general sport flying, rather than a potentially tweakable, Transfer duration 128 deg.
cheap competition engine prospect. It’s well made and with Boost duration 108 deg.
sensible use won’t devour plugs and could probably get to the Intake opens 45 deg. ABDC
moon and back. Even with its hesitation in cold starting and Intake closes 50 deg. ATDC
modest power output, most owners should be quite gruntled. Intake duration 185 deg.
AP Yellow Jacket 15’s are available from various retail and Effective choke area 9.5 sq. mm
on-line sources in the UK and USA including Weston UK Maximum Torque 22 oz-in. at 11,000 RPM
(www.westonuk.co.uk) and Hobby King. ● Peak Power 0.28 BHP at 16,500 RPM

45

POWER TRIP 036.indd 45 03/10/2016 11:29

 FF Competition
A Guide
to the
Free
Flight
Duration
Classes
Part One -
If you are returning to free flight duration competition, thinking of
changing classes or simply curious about what the discipline is all about
T
these days, then read on as Mike Evatt guides you through the maze.
his is not intended to give
chapter and verse on how the
classes were founded and
developed, nor will it give a
complete description of all
the rules governing the pursuit of free
flight in the UK and abroad. However,
it will give an introduction to what the
various sub-disciplines are all about.
To set the scene, it is appropriate
to point out that in Britain the Kite
and Model Aeroplane Association
merged with the London Aero Models
Association in 1921 and in the following
year the name was changed to the
Society of Model Aeronautical Engineers.
The SMAE, today known as the BMFA
(British Model Flying Association), is the
world’s oldest model flying organization.
The world air sports organisation, the
Fédération Aéronautique Internationale
(FAI), introduced contest rules for
model flying in 1936, and several
annual international contests were held.
In 1947, the FAI decided that model
flying was now so large a sport that
46 AeroModeller - November 2016
p 46-49 FF ClassesPt1 Nov16.indd 46
it needed its own commission, and
the CIAM (Commission Internationale
d’Aeromodellisme) was formed.
Rules, rules, rules…
This article is based on the 2016 contest
rules generated by these two bodies.
It should be remembered that both
organisations review the rules each year
and amendments inevitably appear from
time to time.
Full descriptions governing the
specifications and flying of free flight
competition models can be found from
the websites appended at the end of this
piece.
In general terms the majority of the
rules are taken up with the operation
of the competitions whereas the actual
model specification is quite brief. If you
are intending to fly in competition it
will be of paramount importance to be
familiar with the competition and ancillary
equipment rules.
The FAI (CIAM) manage sixteen
different free flight classes including five
An F1A on circle tow.
indoor classes. In addition to these the
BMFA manages a further sixteen outdoor
categories and six more for indoor. Some
might say that there is too much choice,
however it is possible to fly some models
in more than one category although there
is nearly always a preferred type/design
of model that will fare better.
The FAI categories are further divided
into ‘Official Classes’ i.e. those that
are World Championship events and
‘Provisional Classes’.
The class of model that doesn’t need
very much by way of equipment other
than the model and a line is for Towline
Gliders, so that is where I will begin.
Towline Gliders
This type of model has no propulsion
system and is launched by the flyer
towing the model using a line specific
to the particular class in terms of length
under load. However, towline glider flying
can be as dramatic or sedate as you like.
The choice is yours.
03/10/2016 11:26
 The FAI (CIAM) Classes
■ F1A Glider
A model aircraft which is not provided with a propulsion device
and in which lift is generated by aerodynamic forces acting on
surfaces remaining fixed in flight except for changes of camber
or incidence. Model aircraft with variable geometry or area
must comply with the specifications when the surfaces are in
minimum and maximum extended mode.
Characteristics of Gliders F1A
Surface area ..........................................................32 - 34 dm2
Minimum weight ...................................................... 410 grams
Maximum length of launching cable loaded by 5 kg is 50 m
F1A models may use radio control only for irreversible actions
to control dethermalisation of the model.
The F1A class was developed from the A2 (Nordic glider) and
is the ‘Blue Riband’ event and is flown in World/European
Championships and World Cup events. It is also eligible to be
flown in BMFA Glider contests. In fact, the basic specification
has not changed for decades. However, the use of hi-tech
materials together with the advent of circle-towing, zoom/bunt
launches, LDA airfoils, flapped sections and electronic timers
has transformed the discipline. Launch heights in excess of
100 metres are commonplace by the top practitioners allowing
still air durations of more than 5-7 minutes. A good bunt launch
is sensational to watch. The earlier versions of the aircraft are
allowable in both BMFA Glider and BMFA Classic Glider. A
number of outlets are available if you want to ‘buy and fly’, but
there are still many fliers who build their own.
Kris Best’s F1A gets a good launch. Roland Koglot is currently the man to beat in F1A.
p 46-49 FF ClassesPt1 Nov16.indd 47
■ F1H Glider
Definition
A model aircraft which is not provided with a propulsion device
and in which lift is generated by aerodynamic forces acting
on surfaces remaining fixed in flight, except for changes of
incidence. Variable geometry or area is not allowed.
Characteristics of Gliders F1H
Maximum Surface area .…….......................................... 18 dm2
Minimum weight ........................................................... 220 g
Maximum length of launch cable when loaded by 2 kg is 50 m
F1H models may use radio control only for irreversible actions
to control dethermalisation of the model.
F1H is F1A’s little brother but don’t think that it is a class
for junior competitors. Juniors compete with F1As against
Seniors in World Cup events and in their own World/European
Championships.
Formally known as A1, it is a provisional class as designated
by FAI (CIAM). It is perhaps a little trickier to fly than F1A but its
earlier versions are easy to build and great fun to fly on a balmy
evening. Like F1A, top fliers use hi-tech equipment and can
easily exceed the usual two minute round maximum time.
■ BMFA Glider
BMFA Glider has no restrictions as to weight, size or area, save
those that are imposed on all model aircraft by the CAA and
the FAI.
Andy Crisp and Roger Heap with quite potent F1Hs.
47
03/10/2016 11:26
 FF Competition
However, two types of model are permitted:
(i) Models fitted with bunt launching and/or circle tow devices.
(ii) Models not fitted with devices to allow bunt launching or
circle towing; auto-rudder is permitted.
Models fitted with bunt mechanisms or circle tow hook facility
of any type (including swinging or offset variants) will only be
allowed a 50 metre towline. To qualify for the 75 metre length
towline, the model must have a permanently fixed hook that
does not permit any movement of the model's surfaces either
while connected to the towline or after launch. A once-off rudder
movement (auto rudder) is permitted, as is any form of DT.
Many models are eligible to fly in this class but it has to be said
that the winners are usually flying F1As.
■ BMFA Tailless Glider
Tailless gliders will be considered as models having no
horizontal or oblique stabilising surface separated from the
main plane.
The towline length is specified as 100m (328ft) maximum.
This is a class where there are only a limited number of existing
designs available and a limited numbers of contests in which to
fly them. These gliders tend to be flown as a combined event
with the Tailless Rubber/Power models although they would
also be eligible to fly in BMFA glider. This class also tends to be
built in the traditional way with stick and tissue construction.
■ Mini Vintage Glider
A mini vintage model must be built in accordance with a design
that was published prior to 1st January, 1951, or was kitted
by that date. (January 1951 issues of magazines are accepted
Alan and Richard Jack discuss the minutiae of Noel Parry uses an oversize ‘Caprice’ in BMFA
F1H adjustment. Glider.
48 AeroModeller - November 2016
p 46-49 FF ClassesPt1 Nov16.indd 48
as published in 1950). It must be built to the original size
published, and not be a photo reduction to fit the class rules.
The flat (i.e. not projected) span must not exceed 60 inches.
The towline length for this class is specified as 100m (328ft)
maximum.
Many models will be eligible for this class which is usually flown
as a combined event with Mini Vintage Rubber and Power. If
you like to build in the traditional way with balsa wood and
tissue, then this or its sister classes may suit you.
■ BMFA Vintage Glider
A vintage glider must be built in accordance with a design
that was published prior to 1st January, 1951, or was kitted by
that date. (January 1951 issues of magazines are accepted as
published in 1950).
The towline length for this class is specified as 100m (328ft)
maximum.
As above many models will be eligible to be flown in this
class which is usually flown as a combined event with Vintage
Rubber and Power.
■ BMFA Classic Glider
A classic glider must be built in accordance with a design that
was first published or kitted after 30th December 1950 and
before 1st January 1961 (January 1961 issues of magazines are
accepted as published in 1960). Designs published in the Frank
Zaic 59 and 61 Year Book will also be admissible.
The towline length for this class is specified as 75m (246ft)
maximum.
Flying wing/tailless gliders can be tricky to tow.
03/10/2016 11:26
 Combined Class Contests combination of both. However, it has to it has answered some of your queries
For instance, a Combined Glider event be said that a BMFA Glider event is likely about outdoor towline gliders. ●
could be held for a combination of to be won by an F1A of similar and a
individual classes as defined by the Combined Tailless event to be won by a
relevant class rules encompassing the rubber powered model. Next time I shall be looking at the
four classes: F1A, BMFA Glider, Classic The Mini Vintage, Vintage and Classic Rubber Powered Classes.
Glider and Vintage Glider. classes offer the builder/flyer the
opportunity to recreate model designs of
References
A Young Persons Guide… the past using traditional materials. There
As you may see from the above Towline is a vast choice of published designs FAI International Regulations
Class descriptors, there are many and available as scouring old magazines www.fai.org
various opportunities to find a sub- and the internet will reveal, as well as an BMFA UK Domestic Regulations
discipline to suit your competition increasing number of laser cut kits. www.bmfa.org
requirements. This article has really only managed
Belair Traditional Kits, Laser Cut
If you aspire to International to cover the basic specifications of the www.belairkits.com
competition, enjoy hi-tech machinery Towline Glider discipline but I hope that
and are fit enough to tow a model
for long periods of time, then the FAI
(CIAM) classes F1A and F1H may be
the niche for you. These are really the
only sub-disciplines where ‘buy and fly’
is possible. The F1H discipline has a
growing following in Europe with many
contests and leagues being organised
by enthusiasts not only for modern
machines but also earlier low-tech
designs. You can of course also fly them
in BMFA Glider events.
The BMFA Glider and Tailless Glider
categories offer the possibility of
designing and building models using
high or low tech approaches or a
Some vintage gliders have an unmatched elegance.

The Flying Plank has reasonable performance in Colin Foster finds that an ‘Inchworm’ is ideal for Classic Glider.
calm conditions.

49

p 46-49 FF ClassesPt1 Nov16.indd 49 03/10/2016 11:26

 Model Described

MULTI-ENGINE
I
have been producing
multi-engine scale control
line models for about eight

CONTROL LINE years now. I started with a

BOEING
P38 Lighting and a Me110,
both twin engine electric
models. This was followed by
a number of years working
on the development of single
then twin EDF fan models. At
the ModelAir Scale meeting at

B-17G
Old Warden in summer 2014
I saw a B29 Superfortress
made by Martin Stonelake;
I was really taken by this
multi-engine model and fell in
love with the idea of stepping
up from 2 to 4 motors and
making my own large multi-
Ronnie Tribe describes his scale model Flying Fortress to encourage others to design their own. engine model. After some
research I decided to build a
Ronnie Tribe flew his Flying Fortress at this year’s Old Warden Scale Weekend.
B17G Flying Fortress. Scale

50 AeroModeller - November 2016

CL TWINS.indd 50 03/10/2016 11:05

 drawings were obtained from
the USA and enlarged to 55
inch wing span - for ease of
operation it was decided to
fit electric motors.
Scale Competitions
If you are intending to enter
competitions you have to
be aware of the following
points. There are two
classes flown, one is where
models are marked on their
flying ability only and the
other which includes static
judging as well - the static
judging class is normally
first followed by the flying,
rules for each class are laid
down in the BMFA and FAI
rule books. I will only give
a general outline of what is
CL TWINS.indd 51
required.
First static. Does the
model outline look like
the original aircraft? Are
the colours and decals
correct? How much detail
have you added to improve
the models appearance:
ailerons, rudder, flaps, Having tried a couple of single fan CL models, Ronnie produced this twin
EDF Me 262.
windows, the list is endless.
You should also provide
scale drawings and colours
of the model you fly. My
B17G is the Texas Raiders
which still flies at airshows
in the USA today. The
original colour scheme for
this aircraft was supplied by
Kits-World.
The next section is flying.
The model must fly like the
original with realistic take-off
Martin Stonelake’s Superfortress was the inspiration for Ronnie to move
from twin to four engined scale models.
Ronnie’s B17G is modelled on the ‘Texas Raiders’ which is still
flying in the USA.
Light but strong is the order of the day for a CL scale model. Lightweight
glass cloth is applied to the wing with the minimum of epoxy resin.
03/10/2016 11:06
 Model Described

Use photos of the full-size aircraft to guide you
as to which details are needed to give an
authentic look.
and landing, the flying speed should also
be appropriate. Level and high flying
are also marked, extra points can be
awarded for touch and go, and abort
landings. Flaps and dropping bombs also
attract extra points, anything the original
aircraft could do. So to summarise does
the model look and perform like the full
size aircraft.
Practicalities
Now we have laid down the ground work
we will discuss my approach with the
B17G. Once you have chosen your full-
size subject and obtained an accurate
scale three view, enlarge the drawings at
a copy shop to your intended model size
and spend some time looking at what
you are going to fit and where; is there
enough room to fit all of it in with some
spare space left? I still ran out of room
in my model, therefore you may have to
enlarge your model’s wing span further
than originally planned.
My B17G is 55 inch wing span and
flies on 55 feet, 18 thou insulated lines
supplied by Brodak. The model is of
normal construction using balsa sheet,
block and lite ply. Once completed the
model is covered in a layer of thin fibre-
glass cloth using resin by ZAP Z-POXY.
The outboard wing has 1.5 oz of tip
weight added. Motor cowls are heat
formed from thin plastic sheet. The motor
bulkheads are made from lite ply with
hardwood glued on the rear mounting
screw locations.
The wing on the B17G has 4 degrees
of positive incidence added for stability.
Alignment of the motors is zero degrees
to the centre line of the fuselage - no
side thrust is required. All motors run
in a normal counter clockwise direction
and this has caused no problems with
the model running/turning in. The model
is finished in Tamiya acrylic matt paint,
olive drab for upper surfaces and grey
for lower, wing tips tail and fin are Matt
red, rudder and ailerons are light green
- some weathering has been added. All

The speakers for the engine and machine gun sounds are built in to the wing undersurface. Unfortunately one of
the original speakers failed and had to be ‘dug out’ and replaced.

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 The B17G looks an impressive model on the
ground and in the air.
decals are made from matt black and
white sticky-back plastic which can be
sprayed a different colour if required.
Electronic Control
The electronics are at the heart of the
system. I use a basic set-up where the
speed of the motors is controlled by
a variable resistor on the control line
handle, this signal is feed down the
two insulated lines to a nylon bellcrank
and then into the servo tester module
supplied by Micron Radio Control (www.
micronradiocontrol.co.uk). The servo
tester output is then fed into each speed
controller and this varies the motor
speeds. The 14.8V LiPo battery cells
powering the motors are within the plane.
The servo tester must be supplied with
6 volts for it to function, this is taken
from one of the BEC outputs (Battery
Eliminator Circuit – designed to allow the
higher voltage motor battery to also be
used to drive the RC gear at the correct
voltage) from a speed controller. Note you
must disconnect the other three power
feeds from these BECs, just cut the red
wire on each will be OK. I use a servo
splitter lead for the speed controllers to
plug into, this gives you one female to
five male outputs. I also use this splitter
to control the engine sound module
which recreates the sound of four Wright
radials. This is achieved by using a small
servo with a round control arm fitted -
this has part of the arm cutaway to form
a cam shape, when the servo moves this
in turn makes contact with a micro switch
which connects power to the sound
module and amplifier. These units require
voltage regulators to reduce the voltage
to 9 and 12 volts. I use a regulator LM
2596 available from eBay.
All other functions such as retracts,
flaps and bombs for example, are
operated by using a standard RC 2.4
GHz transmitter and receiver. I use FLY
SKY six channel which can be purchased
from eBay for about 23 pounds. The only
modification I make are to replace the
joysticks with normal on/off switches
which are mounted on the flying handle.
The receiver must be powered by 6
volts only. You can fit separate batteries
or supply this from the motor power
LiPo, if so you must again fit a voltage
regulator to drop the voltage by using
CL TWINS.indd 53
a LM 2596. These regulators are very
simple to use with only two wires for
each of the input and output. You adjust
the output voltage by turning a small
brass screw, using a digital multimeter
across the output to set the required
voltage level.
Four TURNIGY out-runners (model
SK3-35 36 1400Kv) with 40 amp speed
controllers are fitted, two controllers in
the outer nacelles and the other two
in the fuselage. Propellers are Master
Airscrew 7x4 cut down, trimmed and
balanced to 6x4. New prop nuts were
also manufactured to give a scale look.
Main retracts are also TURNIGY with
a small plastic type at the rear. Low
bounce 2.5 inch main wheels by Dubro
are also fitted.
The model is also fitted with upper and
lower revolving gun turrets with machine
gun sound effects. The motors are small
6 volt geared types again purchased
from eBay. The bomb doors also open
and drop four bombs - this is controlled
by three RC servos, two for the doors
and one to release the bombs. Finally,
the four main motors are also connected
to a radial engine sound module, this
signal and the machine guns are feed
into two separate sound amplifiers with
speakers fitted in the wings, I use 2.5
to 3 inch speakers. Power to run all the
electronics is supplied by a TURNIIGY
A-SPEC LiPo 4 cell 2200ma 65C.
Flying First
Before painting and finishing I would
suggest you test fly the model first to
establish the flying qualities of the model.
Does it need trimming, is it nose or tail
heavy, does the outboard wing hang low
or high in level flight? What is the high
level flight like?
What is the main wheel position like in
regard to the centre of gravity? You may
have to change this when flying over
grass as opposed to metal surfaces.
Once you are happy with all of these
now paint and finish the model. Being
able to easily paint after flying is another
advantage of electric power compared
with oily motors!
Competing in CL Scale
I have only been flying in scale
competitions for a short time and I am
constantly learning from the experts
in this field. The main criteria is, does
the model look and fly like the original,
this includes flying speed and any
other characteristics of the aircraft. Any
functions such as flaps dropping bombs
and others must be performed so the
judges have full view. Before you fly
you must hand over a list of your flying
schedule for the judges to follow, you
must also signal at the start of each item
on the schedule.
Practice makes perfect, this is the only
answer to obtain good results. You must
practice as often as you can to ensure
all the systems are reliable and work
consistently. I also carry a dedicated tool
kit for my B17G, this includes a small
amount of spares ready to go: lines,
handle, wheels, props, motors and even
bombs - try finding black bombs on
black tarmac!
Scale models are very rewarding for
the spectators and the maker. Have a go;
it's a lot of work but good fun. Why not
try the flying class only first? Have a look
at my web site for further information at
www.control-line-flying.com or email me
on robertwilliam1@hotmail.co.uk ●
53
03/10/2016 11:06
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 Model Science

Part 28
Better… Habits!

M
John O’Donnell continues his look at practices continued without thought. This month, fuselage construction.

ost of last month’s article Virtually all such ‘slabside’ models are More modern rubber designs often
was devoted to covering built by assembling two sides over a feature a long parallel section in the
and its application to full-size plan. The process involves first fuselage. Indeed some are like this from
model flying surfaces pinning down the longerons and then nose to motor peg – or even beyond.
particularly wings. cross pieces (spacers) individually cut to Although this may be considered
It is now time to look at built-up fit. Reasonably accurate workmanship is unattractive in appearance it has the
fuselages, particularly those for rubber demanded for a satisfactory result. This virtue of being easy to build.
powered models where the motor is may be considered a chore particularly
enclosed. Inevitably these are more when constructing the second side on Card Guides
complicated than those with exposed top of the first. Recommended practice Instead of building over a plan the basic
motors on simple stick or profile is to cut a duplicate spacer once its parallel sides can be assembled
fuselages. Stick models intended for predecessor fits correctly. Wastage can between two guides of stiff
outdoor use are usually of rudimentary be reduced by starting with the longest cardboard thick enough
design whilst those specifically spacers and using those discarded as to restrain the
designed for flying indoors can be quite undersize to make shorter ones needed wooden
sophisticated. elsewhere. All of this should be standard
For ‘full’ fuselages the lightest practical practice to experienced aeromodellers.
structure is ‘stick-and-tissue’
rather than sheet-covered
boxes or tubes. Comparisons
are straightforward enough
via a calculation of the wood,
adhesive and finish involved.
This is especially true of Vintage
era models designed to meet the then
cross-section rule of ‘length squared over
100’. This produced short fat fuselages
with appreciable surface area. Many
‘sports’ models follow the same pattern
making them unsuitable for balsa sheet
construction.

Chris Strachan holding Tailless

rubber model. Fuselage has
straight and diagonal spacers.
Lots of wood involved.

56 AeroModeller - November 2016

BETTER PART 28.indd 56 29/09/2016 14:05

 Card guides with longerons positioned by rectangular gauge. Then shown with spacers added.

pieces. I use offcuts of the material used good condition. Stretchy plastic should of this refer to the 3-view here or the
for photographic mounts. It is around not be chosen as the covering for such October 1950 cover of this magazine
1/16 inch thick. Obviously the two fuselages as it needs too much extension for a depiction of Arne Ellila’s Wakefield
guides need to match. The easiest and to become load-bearing. The same winner. Despite his success this
best way to accomplish this is to draw a applies to slack covering in arrangement cannot be recommended as
reference line on the card and the mark damp weather. it is ineffective.
the spacer positions across it. Then cut Those who favour an engineering The problem with Warren Girder is
the card along the reference line. solution may automatically opt for Warren weight. Done properly there are about
The two portions now need to be Girder construction – but I think there is a twice as many diagonals as there are
pinned down on the building board so better way. spacers in a simple box. Moreover they
the fuselage sides can be assembled are longer. It is however very rigid and
between them. Use a gauge to get them Warren Girder torque resistant. Once this is realised it is
the right distance apart and parallel. Use But first the term ‘Warren Girder’ should tempting to spread out the diagonals and
a set-square to get the spacer marks be clarified as it is sometimes used use less. Unfortunately this increases the
lined up opposite each other. If the gauge in error. It is more than just a zig-zag unsupported length of the longerons and
is a balsa rectangle cut to spacer size it arrangement of the crosspieces. To be hence weakens the fuselage as regards
can subsequently be sliced up to provide accurate the crosspieces on adjacent compression and general handling.
ready-to-use spacers of correct length. sides should meet at the same position. Actual construction is relatively
Assembly is now merely a matter of I have seen a drawing with the top and straightforward and can use the
positioning the longerons and gluing in bottom out of line with the sides by cardboard guides already described for
the spacers. A second side can be built half a bay! Surely a mistake. Relatively simple box fuselages. The gauge used
either separately or on top of the first. common, however, is the combination to position the guides should be cut as
The sides can be joined to form a box in of matching ‘warren sides’ joined by a parallelogram with its sloping ends
the usual way. Most modellers have their normal crosspieces. To see an example matching the angle of the diagonals.
favourite method.
(As an aside and to give credit where
due, I would add that I first encountered
this method when involved in the local
Indoor Flying scene. I found it an ideal
way to produce the flying surfaces for
Easy B, Living Room stick and the like
Extending the idea to box fuselages
was logical).
Whether old or new virtually all rubber
models have one consideration in
common – weight is important. The single
and glaring exception is the International
F1B class where an area limitation is
combined with a high required weight.
Structural design is important since
the fuselage has to withstand the
compression and torque of the motor.
Within limits simple box construction will
serve since any tendency to twist will be
resisted by the covering wrinkling so as
to carry load in tension. The implications Ellila’s Wakefield winner could have had more L’Altus low wing Cd’H from MRd’A. It has far more
should be obvious – good materials in effective crosspieces. wood than seems necessary but shows how the
diagonals meet in the same place on the longeron.

57

BETTER PART 28.indd 57 29/09/2016 14:05

 Model Science
Simple box with diagonals (shown in red).
Guides for Warren Girder sides with parallel gauge
Cutting slices off the gauge will then
provide diagonals of the correct length
complete with angled ends. If building
a second side over the first it must
be noted that their diagonals run in
opposite directions. This is shown in
my photographs. Joining the sides is
accomplished as usual, although some
temporary straight spacers may assist.
For symmetrical fuselages there is the
alternative of making two identical sides
and then turning one upside down prior
to joining them.
A compromise often seen is to add
diagonals between the normal uprights.
This however is overkill for its intended
purpose. The diagonals will carry
compression or tension so the fuselage
will withstand twisting in either direction –
whist a wound motor only tries to unwind
in one. The diagonals to leave out are
those in tension since wood is good in
compression. This also avoids stressing
the glued joints at their ends.
If you wonder which diagonals are
in compression then try to visualise
the prop turning as it unwinds whilst
the motor peg tries to rotate in the
58 AeroModeller - November 2016
BETTER PART 28.indd 58
Warren Girder sides built one over the other
Complete Warren Girder box. Note how 4 diagonals meet at a longeron.
Temporary straight spacer shown in red.
opposite direction. If still in doubt refer
to the accompanying illustration. You
will notice that the diagonals are only in
alternate bays. This is all that is normally
necessary. Moreover the diagonals are
not needed in front of the wing. The
torque of the rubber is resisted by the
prop at one end of the fuselage and by
the motor peg at the other. This in turn
tries to twist the fuselage until the torque
is opposed by the wing when in flight
(or the holder prior to launch). The front
part of the fuselage is not subject to
torque and can remain unbraced. This is
counter-intuitive as there is always the
urge to strengthen the front of any model.
Mylar, Tissue and Thread
This limited use of diagonals is what I did
for years – until Mylar appeared. More
specifically the idea of using tissue-over-
Mylar. This made it practical to replace
the balsa compression members by
thread in tension.
The procedure is straightforward. Build
the box fuselage with simple crosspieces
(spacers). Then cover with thin Mylar
and shrink tight. Give the Mylar a coat of
very thin dope and allow to dry. Now add
thread running corner to corner across
every-other bay from the motor-peg
anchorage forward. The thread must be
angled in the opposite direction to the
balsa diagonals that it replaces. Start
near the motor peg and spiral wrap the
length of thread round the fuselage. Keep
the thread tight as you do this. It only
needs a minute drop of ‘cyano’ wherever
the thread crosses a longeron. Two
spirals of thread are probably enough for
normal usage.
When all is done add the tissue
covering over the Mylar – so trapping
the thread in between. My technique
involves wetting the tissue when in place,
smoothing it out, then doping whilst still
damp before finally smoothing out any air
bubbles. This effectively sticks everything
together. If you have Kevlar thread use
it. Otherwise ordinary sewing cotton is
adequate.
A word of WARNING is necessary. Do
not be tempted to leave out the under
layer of Mylar and thread-brace the
uncovered structure. This would leave the
thread unattached to the covering and
29/09/2016 14:05
 hence liable to be caught by the rubber
motor as it unwinds. You might think
this is unlikely – but I saw it happen with
disastrous consequences to a clubmate
in an important contest. Simply using
thread on top of tissue might serve as
a ‘botch’ but could be snagged by your
fingers at inopportune moments.
I recommend you do what I have
just described since it makes for a light
airframe of adequate strength. I did not
say it was ‘bullet-proof’ but that was not
the intent.
Tubes
Nevertheless it has become common
to see tubular fuselages on a variety of
rubber models ranging from P30 size
upwards. The reasons for this must
include constructional, handling and
possible aerodynamic considerations.
If I do not sound enamoured by this
development it is because I consider the
drawbacks outweigh the benefits. Indeed
I speak from experience.
The first examples of tubular fuselage
came when the rubber allowance for
Wakefields was reduced in the 1950’s.
The motors were wound harder and
breakages more common. Winding (or
‘blast’ to Americans) tubes were not
yet standard so a fuselage capable of
withstanding rubber breaking was an
obvious attraction. A substantial balsa
tube seemed to meet the bill.
There was plenty of advice in print on
how to make such tubes; all involved
rolling balsa sheet round a suitable
former. Naturally uniform size tubes
were easier than tapered ones – if only
because of the required mandrel.
I tried to be clever at first with a
double-taper tube using not only balsa
Uncovered fuselage on JO’D Open Rubber model. Note alternate bay balsa
diagonals only fitted behind wing position. Tissue-over-Mylar and thread came
later.
BETTER PART 28.indd 59
but glass cloth and resin as well. Not
surprisingly this proved to be far too
heavy, and was abandoned unfinished.
The subsequent all-balsa version
taught me a lot prior to disappearing
from Barkston during the 1961 Trials.
Despite having a sophisticated ball-
race prop assembly it was somewhat
of a disappointment with no gain in
performance.
So I reverted to sheet balsa box
construction before again trying a
balsa tubular fuselage. This model was
featured on an old AeroModeller cover
but was otherwise undistinguished.
Ideas and answers change with time
so when I tried DPR (Delayed Prop
Release) on Wakefield I fitted it to a new
design using a ready-made fibre-glass
tube from Laurie Burrows. Not only was
the model over-weight (partly due to the
clockwork timer needed to release the
prop) but the motor tube was too narrow
for my taste. An alternative of thin-wall
aluminium alloy tubing of similar size
was available if you knew where
to get it. This proved difficult to
attach pylons and tail mounts
Simple box with straight spacers and thread tensioning over aluminium Mylar
visible on one side with tissue overlay shown on adjacent side. Black thread and
orange tissue used to suit photo.
with the then available adhesives. I knew
of a case of a complete wing and pylon
unit coming off at the end of the motor
run with the jolt of the prop stop.
I sidestepped this situation by
the retrograde move of using earlier
techniques. New fuselage of larger
diameter was rolled from a single layer
of 1/16 balsa and solved the weight
and rubber clearance difficulties – but
introduced a new one. The motor-tube
squashed with hand pressure when
held tightly for a DPR launch. This did
not inspire confidence in its longevity.
A partial solution was to wrap bands
of carbon fibre strands externally
round the fuselage just before and
behind the pylon. When I lost this
model its replacement reverted to
having a diamond fuselage albeit with
rather unusual construction. This was
successful enough to be
copied on further models of
various types.
At the risk of being accused
of writing a ‘cliff-hanger’ I will
spell out this feature in my next
article – and compare it with the
current F1B approach. My space
here is limited! ●
JO’D model with Laurie Burrows
fuselage tubes.
59
29/09/2016 14:05
 Vintage Perspective
Famous Control Line Kits
No 3 - Veron Trainers and Stunters
An occasional series by Don Howie with models by Ian Smith.
T
he history of Veron goes
back to 1930 when Model
Aircraft Stores, 133 Richmond
Park Rd., Bournemouth
was started. The company
promoted power flying, with the help of
A.E. Brooks from 1935, with the Comet
18cc petrol engine and the Skyrocket kit
for this engine.
In 1938, Guy Rickard who was a petrol
engine flyer in the area decided to buy
the company. His wife Veronica Rickard
60 AeroModeller - November 2016
FAMOUS CL KITS NO3.indd 60
was also involved, so it was decided to
market the kits under the ‘Veron’ name.
People like Ted Martin and Phil Smith
also flew model aircraft at this time, as
they lived in the Bournemouth area.
After the war, Ted Martin designed the
Stentor 6cc petrol engine and this was
fitted to a new model designed by Phil
Smith that was named the ‘Stentorian’.
The model was flown in the 1946
Bowden Trophy event. Guy Rickard
was impressed with the designs by Phil
Smith, so Phil joined the company in
1946 as chief designer for ‘Veron’.
I met Phil Smith many times at Middle
Wallop in this century and the above
information was told to me in 2002. Phil
was a close friend to the late Colonel
Claude Bowden, who was Britain’s first
petrol engine pioneer in model aircraft. It
is interesting that the Bowden ‘Meteorite’
model built by Phil had the original wing
used by C. E. Bowden in 1954. As Phil
designed all the different ‘Veron’ kits from
The Spitfire
Mk22
construction was
complex, fragile
and light weight.
03/10/2016 11:09
 Early Veron and Model Aircraft Stores catalogue.
1946, I thought it best that we start with
some history.
Veron Move to Control Liners
His first design for ‘Veron’ was the 42
inch span ‘Kiwi’ flying wing glider in
1946. By 1947 many British modellers
had the new diesels, such as the Mills
1.3 and the E.D. Mk 2 of 2cc capacity.
Phil had a Swiss Dyno diesel of 2cc
capacity and the 24 inch span control
line models being the ‘Speedee’ trainer
and biplane ‘Stunter’ used this engine.
Thus these two aircraft were able to use
a variety of early British diesels.
Ted Martin moved to Chester in 1947
to design model engines for the Anchor
Motor Company. Phil received the
r 1948, shows first
AeroModeller, Octobe
dels.
Veron control line mo
FAMOUS CL KITS NO3.indd 61
Phil Smith holds C.E. Bowden design from 1954, ‘Meteorite’, 50 years later in 2004 at Middle Wallop.
A-M 10 powered.
new AMCO .87cc, which was the first
U.K. quality engine under 1cc capacity.
The 17 inch span ‘Nipper’ trainer was
introduced in 1948, selling for less than
10 shillings (£18 current equivalent), a
price most young modellers could afford
(see advert). The 36 inch span ‘Martinet’
(named after his friend Ted Martin) could
be built as a free flight or control line
model and was also designed for the
AMCO .87cc diesel.
The ‘Nipper’ built by Ian Smith (no
relation) has a PAW 1.49cc diesel fitted,
unlike his original model built in 1949 that
used a FROG 100 Mk II radial mount,
this being his first engine. The ‘Nipper’
remained the popular low cost trainer.
In 1948, Phil became interested in
light weight scale stunt designs with
combined flap and elevator controls. The
E.D. 2cc Competition Special was the
main British engine used, but the Elfin
1.8 diesel released later in the year had a
better power to weight ratio. One model
‘Nipper’ model, popular Veron trainer built by Ian
Smith in Oz.
was released in 1948, this being the 25
½ inch span ‘Sea Fury 10’, followed by
the 27 ½ inch span ‘Spitfire Mk 22’ in
1949. I remember flying a Veron Sea
Fury 10 in the 1950’s, powered by a plain
bearing AMCO 3.5cc diesel, the model
built by a friend in the next street, and it
had excellent performance, due to the
light weight.
The Spitfire 22 is very fragile and very
difficult to construct, this is shown in
the photo by Ian Smith, who has used
an Elfin 2.49cc beam mount diesel from
1951. Phil Smith used the Elfin 1.8cc
diesel and Ian mentioned that Phil won
an aerobatic contest back in 1949 with
the original model.
The ‘Wyvern’ was next in 1950,
designed for the Elfin 2.49cc or AMCO
3.5cc plain bearing diesels. Next was
the larger 33 ¼ inch span ‘Focke-Wulf
190’ to fit the popular Frog 500 Red Glo.
It was interesting that this larger aircraft
was the cheapest to purchase in 1954,
Veron Spitfire Mk 22 is a great looking stunter;
drop-off UC
61
03/10/2016 11:09
 Vintage Perspective
del, advert from
‘BEE BUG’ stunt mo
odeller.
November 1949 AeroM
due to the simpler construction. The
most difficult model to build, the Spitfire
22, remained the most expensive kit. All
the models had a drop-off undercarriage
and were easy to fly, but I doubt would
survive a serious crash.
The introduction of the E.D. BEE
1cc diesel at £2/5/0 (£79.50 current
equivalent) in late 1948 would have given
a boost to sales of the 17 inch ‘Nipper’
trainer model. A second model for
stunting was released in late 1949, this
being the 22 inch span ‘Bee-Bug’, that
included metal tank parts, metal spinner,
cement and tissue paste, all for 11/6
(£20.30 current equivalent) - see advert.
I suspect it became a popular Christmas
present in 1949 for young owners of an
E.D. BEE diesel. The ‘Bee-Bug’ has been
chosen as the model for a UK SAM 35
set of fun CL competitions in 2017 – see
Hangar Doors.
Phil Smith had a liking for scale CL
Veron ‘Panther’ CL stunter with AMCO 3.5cc diesel,
possibly Veron’s best stunt model
62 AeroModeller - November 2016
FAMOUS CL KITS NO3.indd 62
AeroModeller, October 1954, show
s scale CL
stunters (bottom) and ducted fan
FF scale kits (Top).
aircraft and I was impressed with the 24
inch span ‘Midget Mustang’ kit that won
the first International Open Class Team
Race in 1950, flown by Phil. He followed
this with the 28 ½ inch span ‘Philibuster’
Class ‘B’ Team Racer, and in 1951, the
‘Minibuster’ at 19 inch span for Class ‘A’
Team Racing. Phil seemed to be able to
fly any type of model aircraft.
Perhaps the best stunter designed
by Phil was the 41 inch span ‘Panther’
developed in 1950/51. Designed for
diesels of 3.5cc or glo’s of 5cc to 6cc
capacity, Ian Smith thinks it is a fantastic
stunt model. The model built by Ian has
an AMCO 3.5cc ball bearing diesel fitted
and is a great looking model. Today,
the lack of undercarriage might make
judging takeoff and landing interesting in
some Vintage Stunt competitions.
Australian Market Requirements
Next model shown is the 38 inch span
Veron ‘Combateer’ from 1955, a good stunt trainer
and now available from Belair Kits.
‘Combateer’, reviewed in December
1955, Model Aircraft magazine. The first
paragraph is particularly interesting:
‘Primarily the Combateer was designed
for the Australian market and, in fact, the
first three months’ production of these
kits went overseas. It has quite recently
been released for home sales.’
In Australia, they required stunt models
for the Gordon Burford 2.5cc diesels
(Sabre and then Taipan models) or the
popular 5cc glo engines (Sabre 29 or
Frog 500). Thus the model was designed
for 2cc to 5cc motors and could be used
for a basic trainer, advanced stunt or
combat model. Only criticism was the
lightweight 1 ½ inch diameter wheels
supplied, far too small for most flying
fields. The model built by Ian Smith has a
1951 vintage D.C. 350 diesel fitted, with
6 bolt head. He mentions it is a gentle
flyer and would make a good aerobatic
trainer. This model was later followed
by the Veron ‘Stunter Mk II’ at 30 inch
span, a lightweight stunter for up to 2cc
engines.
Ducted Fan and RC
Phil liked scale aircraft and looking
at the AeroModeller October 1954
advert, the ducted fan kits were first
introduced by Veron. It is said by Phil
that the Lavochkin 17 dated back to
developments in 1948, along with
models flown by the late P.E. Norman.
In later years, the RC scale aircraft kits
were Phil’s best designs.
Belair Kits (www.belairkits.com) can
provide laser cut parts for many Veron
kits, and high quality Veron plans can be
bought from Colin Smith, Phil’s son, on
07747 722724, csmithbmth@gmail.com ●
03/10/2016 11:10
 Engaging New Flyers
“HAVE-A-GO” COMES AROUND AGAIN!
T
DAVE HANKS ON HIS CLUB’S INTRODUCTION TO CL INITIATIVE. PHOTOS BY JOHN MEALING.
he South Bristol club has been
running ‘Have-a-Go’ (H-a-G)
control-line sessions for the
last 4 years. We have run these
sessions at various shows to
encourage people to try control line flying,
and to remind people that CL flying still
exists (albeit in very few locations). We use
the Linesman, a simple and tough training
model on 44’ lines with a 1.5cc motor. An
experienced flyer helps with the initial part
of the flight and then monitors the rest of the
flight depending upon how well they seem
to be coping. The small fuel tanks used
limit their introduction to 7-10 laps. Those
showing real ‘promise’, or seeming to really
enjoy the experience, are sometimes given
the option for further flights.
Last year the club did 5 days of H-a-G,
and the decision had been made to limit it
to one event in 2016. Luckily we received
a repeat invite from the Woodspring Wings
club to participate at their annual show.
We had enjoyed our experience there in
2015 and looked forward to another good
weekend.
This venue is great as the Woodspring
club look after us well – they assign a
suitable area, put up metal mesh fencing on
the side facing the public, mow the grass
and even mark out our centre circle! We just
turn up, put up the gazebo, photo boards
(showing other CL disciplines) and signs,
and then we’re ready to roll. We’d ordered
fuel from Model Technics to be picked up
BRISTOL HAVE A GO.indd 63
from them at the show – the days of local
model shops stocking large cans of fuel are
long gone. On finding out that the fuel was
for the free H-a-G flying Model Technics
very kindly donated sufficient fuel for the
weekend.
The weather gods were on our side and
we also benefited from soft ground this
time around. Last year the ground had
been much drier and a few molehills had
actually come up over the weekend. These
were composed of very gritty soil which got
everywhere!
This year we trialled some demonstration
flying of other CL disciplines interspersed
with the H-a-G. We were limited to the
line length being used for the H-a-G and
hand launch only. Terry Taylor flew a nice
basic stunt schedule using a vintage Frog
Talisman model (28” span, 1.5cc). We also
tried a short session of mini-Goodyear
‘racing’. However, (we should have tested
this beforehand…) we found that the two
models used had identical air speed. This
made for a rather boring race and so a
little bit of judicious high flying had to take
place to enable overtaking! We also tried
was some 1.5 cc combat. This was O.K.
but maybe a little fast, so in future we may
use a couple of slower semi-scale models
specifically intended for combat demos. We
also had our ‘engine man’ Martin running up
various vintage engines (including ‘sparkies’)
over the weekend.
Totting up the flight sheets showed that
Geoff helping a lad on his first lap… now he’s on his own!
Dani
helping a
young girl
on her first
flight.
The local
ATC all had
a go and
enjoyed the
experience.
over the two days we had 30+ seniors and
60+ juniors (16 and under) take part with a
total of around 120 flights. We mostly used
one Linesman trainer powered by a CS
Tiger Cub which behaved faultlessly – even
after being dug out of soft soil several times!
There is no doubt that people enjoy trying
the CL flying. Usually the older or ‘returnees’
seem to have the greatest difficulty with
giddiness and the youngsters seem to be
mostly unaffected. Lots of visitors to the
show liked to watch and reminisce. As usual
there comments along the lines of “I didn’t
think anyone did this anymore”. I doubt that
these H-a-G sessions are going to increase
our club membership greatly but they give
an opportunity to put CL flying in front of
the public and I’m sure the experience for
the youngsters is one they will not forget
(especially as nearly every flight is captured
on a Smartphone).
All-in-all a nice weekend. Many thanks to
Woodspring Wings for hosting our H-a-G
session, Model Technics for the fuel, and the
public for being such willing victims! ●
63
29/09/2016 14:10
 Vintage Event

SAM1066 AT SALISBURY PLAIN

SAM 1066 WORKED WITH THE BMFA FFTC TO GAIN ACCESS TO SALISBURY PLAIN ON 7TH AUGUST. ANDREW BODDINGTON REPORTS

T
WITH ADDITIONAL INFORMATION FROM ROGER NEWMAN.
his was my first visit to
Salisbury Plain; it is regularly
used by FF duration flyers but
this was the first event run
there by SAM 1066, a change
of venue from the more normal Middle
Wallop which is not currently available for
these types of FF events.
The SAM1066 website’s (www.
sam1066.org) navigation instructions
were clear. Once off the public highway
the small direction pointers were easy
to follow as long as one kept ones
wits sharp. The plain is used for MOD
training with heavy vehicles, so the track
can be quite rutted (enough to put off
at least one driver), but as long as one
drives slowly and picks one’s positioning
sensibly there should not be a problem
at this time of year for an average car –
don’t expect to race up it in a low slung
sports car!
The flying sites gives marvellous views
across the plain, but being at the crest
of the hill the wind was relatively strong
(typically 11-15 mph, with higher gusts),
but at least not too turbulent. Some
were sitting back and waiting for better
conditions while others stepped forward
and flew – I was amazed at how well the
Cloud Tramps coped with the conditions,
better than some lighter loaded models.
I counted 25 vehicles present with both
competitor and sports flyers, which for a
first time event bodes well for the future.
John Hook of Flitehook was on hand
to provide all that was needed to keep
people flying on the day.
Max was set to 90 seconds with three
rounds for all competitions. This time
there were no entries in 36” bungee
glider or combined 4oz/8oz Wakefield,
but SAM 1066 hope to run two or three
events here in 2017 and build up the
competitor numbers. ●

Results:
Combined Over 50” Vintage/
Classic Glider: 1st Dave Etherton
(Nord) 4.30, 2nd Dave Cox (Inch
Worm) 4.18

Combined Vintage/Modern
Coupe: 1st Andy Crisp (OD) 3.42,
2nd John Andrews (OD) 2.33, 3rd
Jim Paton (Etienvre) 2.29

E36 Electric: 1st Chris Redrup
(Pearl) 3.54, 2nd Jim Paton
(Eureka) 3.35, 3rd Peter Hall (OD)
2.35
Under 25” Rubber: 1st Peter
Jackson (Fledgling) 3.53, 2nd Jim
Paton (Fledgling) 0.50
John Thompson (blue top) and
Roger Newman (orange) have
been instrumental in ensuring
SAM 1066 had access to Salisbury
Plain.
From left, David Cox, Bob
Pickernell and Dave Etherton wait
for a lull to fly their vintage gliders
- the red and yellow Hyperion and
bulbous nosed Nord.
Roy Levers with his nicely built Canadian
Wakefield from 1939. It has 45” span, twin
fins and was designed by Richard Morgan
of Windsor Ontaria Canada. Now available
as a kit from Easy Built Models.
www.easybuiltmodels.com/ff08.htm

Combined Vintage/Classic CLG/

HLG: 1st Nick Peppiatt 162 secs,
2nd Mo Peters 122 secs, 3rd Andy
Crisp 120 secs

Andy Crisp with his 20 year old OD (Own Design) rubber model won
combined coupe. Based on French designs and thus called ‘Le Rip-off’!

64 AeroModeller - November 2016

SAM1066.indd 64 03/10/2016 11:33

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AM036 p65 BUYERS GUIDE.indd 1 29/09/2016 14:25

 Tail End Charlie
New Light Through Old Airframes
Small Fry
Jim Lueken wrote from the USA about his friend
‘Sterling Mouse’ who has reluctantly hung up
his motor racing helmet after many years and
now taken up flying. He also sent a picture of
his aeroplane which is a superb traditional balsa
and tissue creation. Has a bit of the classic
Astro Hog about it I think. (Looks like a Lil’
Roughneck from the early 1960s – Ed) Super
quality, I love it.
If he does a capacitor powered electric free
flight version it could be just the thing. After our
recent article on this power source Dave Hanks
gave it a try. Sensibly he used Vic Smeed’s
Tomboy as the basis for his all sheet design.
“Inspired by the June article on capacitor
powered models I thought I would give it a
try with a quick and foolproof 1/3 scale profile
Tomboy. With 1/16th sheet fuselage , 1/32
sheet wings,1mm Depron tailplane and fin,
6 farad capacitor and a 7mm coreless motor
it was soon ready to go. At our next indoor
session it flew “straight off the drawing board”
- that doesn’t happen very often for me. At the
following meeting there were duration models
aloft and so, not wanting to upset the air, I
wandered outside as it was one of those balmy
days of which aeromodellers’ dream.
It flew very ‘Tomboy-ishly’ for a couple of
circuits and then, as the power ran down, I
waited for it to glide down. No such luck –
typically the Tomboy had caught a thermal! As
someone, with better eyesight than myself, said
“that’s over 400’ up and gone for good”.
At 12” span I guess it’s a bit small for radio
assist but the replacement will at least have my
‘phone number on it!”
An important lesson there for all of us, I
always try to include contact details on my RC
models as well as the free flight ones.
PS Aeroproducts - Not Gone
Some of you have bemoaned the loss of PS
Aeroproducts after Paul Winter decided his time
running this excellent Control Line resource was
up. However, there is no need for dedicated
control liners to worry as the company is now
part of Leon’s Belair ‘empire’! See www.
belairkits.com/content.asp?id=15 for details.
Much Marcle
Is one of those names like ‘Little Snoring’ which
could only exist in England! I went to the Large
66 AeroModeller - November 2016
p66 TEC 036.indd 1
The mighty Sterling Mouse in his latest plane
Model Aircraft show at Much Marcle where I
saw some lovely models and a very entertaining
display of model flying complete with
pyrotechnics. Looking at the models I was very
interested in the different approaches taken to Dave Hanks’ capacitor powered Mini-Tomboy
before its epic OOS flight.
producing a convincing large model. On the
one hand some builders had gone for building
all the detail putting in a fearsome amount of
work to produce a stunning recreation. Others
had relied on producing an airframe with an
accurate outline, then used their airbrushing
and painting skills to produce what from a
distance is an equally stunning result. I don’t
think my skills are up to either approach!
‘Morris’ of Morris Mini Motors www.
morrisminimotors.com was at the show,
showing off his wares. For those of you who
don’t know, he produces properly engineered
petrol (‘gas’) conversions for larger popular
glow motors. These are not just simple ‘bolt
on an ignition unit/timing magnet, fit a spark
The Pyrotechnics Guys enjoying themselves
plug, retune and hope for the best’ conversions at Much Marcle.
which I have seen elsewhere. They are properly
engineered with Walbro or similar carbs to
replace the glow ones, all the brackets, spacers
and other additional parts required and all made
and presented to the highest standards. He
had a number of samples on display from the
cheaper single cylinder ASP motors, through
flat twins and fours up to radial engines. I
persuaded him to pose with his converted OS
iL300. What a lovely engine. I hope Morris can
bring some on a test stand to Old Warden next
year to show us just how well they perform.
What Goes Around…
In the 1930s Captain Lessel Hutcheon AFC Fabulous large Bleriot potters by at Much
used to write a similar column to this for Marcle.
AeroModeller, I just have to use one of his tales
here – compare it with Dave Hanks anecdote
above. He writes:
“I had a model before the war (WW1) that
flew out of Wimbledon Common and was lost
to view. It was found afterwards in Yorkshire!
But that was because somebody had pinched
it from the garden of a house in Parkside where
it had landed and taken it to Yorkshire where a
friend of mine recognised it!”
You couldn’t make it up! Don’t forget,
comments, anecdotes, complaints etc. direct to
me using chrisottewell@anworld.com or via the
editorial postal address if you prefer. ●
By Chris Ottewell
Morris and one of his fabulous Mini Motors.
03/10/2016 11:49
 www.adhpublishing.com
www.modelflyermagazine.com www.flyingscalemodels.com www.aeromodeller.com

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A4 Plans Ad-v3.indd 1 06/05/2015 11:41

BELAIR 6 29/07/2016 12:09