Aero - Modeller January.2015

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b l i sh
ed
ta
FREE PLAN BE2C WWI BIPLANE
P01 AM14.indd 1
www.aeromodeller.com
January 2015
No. 932. 5.00
AEROMOD
N
O
W!
MONTHLY
ELLER
BE2c
WWI Remembered
SPEED CL
MODEL ROCKETS
FLYING SCALE
BUILD
SPORT JET
BOOST GLIDERS
BE2C BUILD
770001 923004
FREE PLAN
01
FREE FLIGHT CONTROL LINE RADIO-ASSISTED
1935
28/11/2014 09:10
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CONTENTS
AEROMODELLER 932 January 2015 Next issue published on 15th January 2015
04 Heard at the Hangar Doors

Editorial and News from across the Globe
06 Topical Twists
A wry look at the world of aeromodelling,
by Jeremy Paxolin
07 Up and Coming
Calendar of Events for the next months
08 Off the Shelf
A look at new and innovative products.
10 Aeromodeller and Aviation Artist
Profile of the painter of our BE2c cover
artwork, Cedric de la Nougerede.
12 South Bristol Vintage CL Event
Mick Lewis looks back at this popular event
for vintage Team Race, Speed and Combat.
16 F1A Gliders, the Quiet Revolution
The use of Flappers and other technology
in the FAI FF Glider Class, by Mike Evatt.
20 McGillicuddy
Myth or Legend? Has the Maestro finally
met his match?
22 Openscale 2014
The welcome return of Lubomir Koutn
who reports on Scale and Old Timer in the
Czech Republic.
24 Booster Roosters!
Stuart Lodge explains Rocket Boosted
Gliders where rocketry and traditional
aeromodelling overlap.
28 FREE PLAN BE2c
Andy Sephton has designed an electric
powered scale model of this WWI British
Reconnaissance aircraft for AeroModeller.
38 Power Trip
What will Maris Dislers make of an electric
ARTF Cessna..?
42 Building a CL Sport Jet
Having shown you how to get your Pulse
Jet running, Dick Hart concludes with
building a suitable model.
46 Scale Rubber
New columnist Andy Hewitt on why and
how to get in to outdoor rubber powered
scale.
Doolittle Mill, Doolittle Lane, Totternhoe,

Bedfordshire LU6 1QX, England
50 Gildings Engine Auction

This popular auction of model engines
always provides plenty of temptations!
How to contact us:
53 U-Build Models
A kit manufacturer still producing new
designs for traditional balsa kits.
54 Free Flight Suppliers
Where can you buy specialist FF
components through to RTF duration
models?
58 Gadget Review
Hints, Tips and Devices.
60 In Scale Circles
Bernard Seale on Control Line scale
models.
Issue 932. January 2015

(ADH 014)
Tel:
Fax:
Email:
01525 222573
01525 222574
enquiries@adhpublishing.com
Editorial:
Editor: Andrew Boddington

Email: editor@aeromodeller.com
Publisher: Alan Harman
Group Editor: Ken Sheppard
Administration Manager: Hannah McLaurie
Office Manager: Paula Gray
Advertisement Manager: Gareth Liddiatt
Advertisement Assistant: Joe Brown
Editorial Design: Peter Hutchinson,
Alex Hall & Colin Trundle
Advertisement and circulation:
ADH Publishing, Doolittle Mill, Doolittle Lane,

Totternhoe, Bedfordshire LU6 1QX, England
Tel: 01525 222573 Fax: 01525 222574
E-mail: enquiries@adhpublishing.com
62 Festival of Flight
Andrew Boddington reports from this
glorious late September event at Old
Warden.
Distribution:
66 Tail End Charlie

The thoughts of Chris Ottewell.
Select Publisher Services, 3 East Avenue,

Bournemouth, BH3 7BW
Tel: 01202 586848 E-mail: tim@selectps.com
Seymour Distribution, 2 East Poultry Avenue,

London, EC1A 9PT
Tel: 020 7429 4000
Newstrade:
Subscriptions:
ADH Publishing, Doolittle Mill, Doolittle Lane,

Totternhoe, Bedfordshire, LU6 1QX. Tel: 01525
222573 Fax: 01525 222574.
Subscribe from 55 for 12 issues.
Website: www.aeromodeller.com
AeroModeller is published
monthly by ADH Publishing
Ltd, Doolittle Mill, Doolittle
Lane, Totternhoe, Bedfordshire, LU6 1QX.
Entire Contents 2015 ADH Publishing
Ltd. 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 ADH
Publishings standard terms of acceptance of
advertising, copies of which are available from the
advertising sales department of AeroModeller.
Cedric de la Nougeredes imagined
view of a BE2c over no-mans land
on Christmas Day 1914.
p03 TOC 14.indd 1
28/11/2014 09:11
News, Views and Editorial
THE
T
A
D
R
HEA
R
A
G
AN
S
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CHRISTMAS SPECIAL
know the cover month may be January, but many of you will be
reading this issue of AeroModeller over the Christmas period,
so the Seasons greeting to you all. Ive channelled the spirit
of Christmass past to bring you modern day takes on some
AeroModeller institutions from the last 70 or so years. I hope
you enjoy them; if you do let me know and we may repeat them.
The most immediately noticeable nod to the past is our painted
cover by Cedric de la Nougerede of a BE2c over no-mans land on
Christmas day 1914. Anyone who has seen an AeroModeller from the
1940s will be aware of every cover being painted, often by C Rupert
Moore. Even as late as the 1960s the festive and other special issues
would be a painting. You can find out about our cover artist in the
profile on page 10, and Im pleased to say that Cedric is also a keen
The Most Expensive

AeroModeller?
he recent model engines auction at

Gildings (see pages 50 onwards)
saw the selling of an original
AeroModeller Volume 1 Number 1 donated
by Chris Escritt. This venerable magazine was
the subject of fierce bidding and it eventually
raised over 200 for a services charity as all
proceeds and premiums went to charity.
aeromodeller. Thanks go to Mike Parker for initially showing me one

of Cedrics aviation paintings, and then making the introduction.
Much has been lately written and broadcast about WWI, the Great
War to end all wars, in more detail than we can cover. However, I
felt I wanted to acknowledge this centenary in an appropriate way;
hence the cover and Free Plan subject. There is barely a family in this
country and many abroad who did not suffer a loss in the conflict, but
I asked Cedric to imagine one of those moments that transcended the
barbarity of the conflict the Christmas day truce that spontaneously
appeared on some parts of the front line. I wish you and your family a
peaceful New Year in 2015.
Regards, Andrew Boddington
editor@aeromodeller.com
The End to Home

Mixed performance
Glow Fuels?
n the 2nd September 2014 the UK

Government introduced legislation
called Licensing for home users
of explosive precursors. Unfortunately for
modellers with high performance Glow
Engines, nitromethane can be used in the
illicit manufacture of explosives. Thus if
you want to acquire nitromethane at greater
than 30% w/w concentration, you must have
a valid EPP licence issued by the Home

Office. Also it will be illegal to hold such
stocks without an EPP licence after 2nd
March 2016.
In the future it will not be impossible
to mix your own glow fuel containing
nitromethane, but it will mean obtaining
an EPP licence which is likely to be too
onerous and expensive for many. It will also
effectively cap the maximum nitromethane
percentage available in pre-mixed glow fuel.
You can find out more by searching www.
gov.uk for keywords Licensing explosive
precursors.
The Most Expensive AeroModeller?
4 AeroModeller - January 2015
HANGAR DOORS 014.indd 2
This Imperial War Museum original BE2c was photographed in

London, but has now transferred to Duxford. (Photo Rob Leigh)
Matthew Boddington in the cockpit

of the Biggles Biplane.
28/11/2014 09:12
BE2c Backgrounder
hy choose the BE2c as the free plan? There are

many reasons both objective and personal. The
BE2c was test flown on 30th May 1914, and was in
service until the Armistice in November 1918 so if
any plane could represent WWI, it is the BE2c. As
a model the BE2c has a lot going for it. Unlike later radial engine WWI
aircraft it has a reasonable length nose, thus reducing the weight likely to
be needed up front to get things to balance.
The BE2c owes its development to the work of Edward T. Busk at the
Royal Aircraft Factory to design an aircraft that was inherently stable. For
a Free Flight scale model the word stability is music to our ears, and prior
to the realities of WWI this was also seen as a major requirement for
aircraft. At this time the main role for aircraft was to be reconnaissance
and spotting for artillery where the pilot and observer would have to take
photographs or write reports while flying. Busk was a brilliant designer, a
contemporary and friend of Geoffrey de Havilland who was at that time
a test pilot at the Royal Aircraft Factory. If it wasnt for the tragic death
of Busk in a test BE2c which caught fire and crashed on 5th November
1914, his name might be as well known as De Havillands.
To find out more about Edward T. Busk (and other classic aviators and
aeroplanes) I thoroughly recommend The Aviation Historian, a relatively
new quarterly publication (www.theaviationhistorian.com) The latest
issue, number 9, has a long article on Busk and the BE2c with original
photographs, plus articles on Henry Follands monoplanes, the Spitfire
Mk III and much more to interest scale modellers.
The Reality of War
As the war progressed, the inherent stability of the BE2c which was
originally seen as such a blessing, quickly turned to a curse. With the
introduction in 1915 of the German Eindecker monoplane fighter with
forward firing machine gun, the BE2c became Fokker Fodder. In the
BE2c the pilot sat at the back while the observer was stationed within
the cabane struts, and with attacks increasing the observers role changed
from looking at ground installations to spotting enemy fighters while
armed with a rifle or light machine gun you can imagine the restricted
field of fire he would have with all the struts and wires.
My thanks go to Philip Jarrett for details of an absorbing book Nine
Lives, the Autobiography of an Old Soldier, by Richard Hilton (Hollis
& Carter, London, 1955). During WWI Hilton served first as an
observer on BE2cs and later as a pilot in R.E.8s. To quote from his book;
In the BE2c the observer sat in front of the pilot, or rather he knelt,
facing backwards, looking over the pilots head to guard the most
dangerous line of approach, the tail. If attacked he had to perform

gymnastic feats, lifting the Lewis gun from one socket to another
according to whether the enemy was attacking from port or starboard,
above or below. In a slipstream of about a hundred miles an hour, it was
no easy job
Not only did the crew have to cope with the enemy, but the vagaries of
the weather could also take their toll;
A heavy snowstorm came up suddenly and we flew straight in to it.
The next few moments were absolute hell. I was kneeling, as usual, on
my seat looking backwards, and not secured by any safety belt. The BE
seemed to behave like a bucking bronco Suddenly I was hurled clear
of my seat altogether. I just had time to grab wildly at the sides of my
cockpit and hold on grimly My arms took the full weight of my body
and were nearly pulled from their sockets. Something whizzed past my
head. It was one of the ammunition drums. Then a much larger object
left its place and crashed through the centre section of our top plane,
narrowly missing my head. It was the Lewis gun!
BE2 Connections
The BE2c was part of an alphabetical series by the Royal Aircraft

Factory (the BE stands for Bleriot Experimental which was to highlight
the organisations development and test work). It is relatively easy to alter
the Free Plan to represent later d, e, f and g variants which had a shorter
span lower wing. Even within the mark, aircraft varied depending on
the engine that was installed, who the manufacturer was, and what
modifications were made in service. Information and 3 views on the
BE2e which was featured in February 1959 AeroModeller will be made
available on www.aeromodeller.com.
Finally the BE2 has always attracted me, because it is part of my
family DNA! As a child in 1969 I watched as my father David, and
uncle Charles designed, built and flew a replica BE2 for a Biggles film
that was never made. Fittingly this replica was based around a DH 82a
Tiger Moth, the product of Geoffrey de Havillands company, Edward T.
Busks old friend. The history of this replica will have to wait for another
time, but suffice to say that my cousin Matthew has restored and flown
it at many displays in 2014 as a fitting memorial to those who fought in
WWI, and to our fathers. www.biggles-biplane.com
As well as The Aviation Historian magazine, other useful references
on the BE series are the Putnam book The Royal Aircraft Factory by
Paul R Hare, and BE2 in action by Peter Cooksley, a Squadron/Signal
publication #123 available from www.adhpublishing.com
By Andrew Boddington
Family Connections! The replica BE2 was originally designed

by my father David Boddington and test flown by his brother
Charles in 1969. In 2005 Matthew Boddington my cousin
returned the broken BE2 remains from the USA and with Steve
Slater has rebuilt it to flying condition.
HANGAR DOORS 014.indd 3
02/12/2014 12:45
Then and Now
TOPICAL
TWISTS
By Jeremy Paxolin. Illustrated by Sherry

'He's the only contestant fit enough to fly in the fourteenth round.'
LIE OF THE LAND
Not only are flying sites disappearing like chuckies in a hurricane, but
Ive noticed something disturbing is happening to the handful we have
left. Sprinting after my free flight job recently, it became apparent that
the old club patch has picked up quite a daunting gradient, no doubt
due to subsidence, global warming, fracking, or most likely all three. By
an odd quirk of geology, the slope seems to be uphill in all directions.
My better half, however, had the audacity to suggest that the problem
may be less to do with physical geography than physical fitness, which
is outrageous; why, Im barely out of my early thirties, and whats more
I bet I could still get into the purple velvet flares I got married in. Just
as well, I intoned darkly, as I might be needing them again at this rate.
Luckily she didnt hear; she was already jogging to yoga class.
GAME OF DRONES
Nowadays, when you can get a sports council grant for watching the
telly sitting up, hobbies seem a bit too much like hard work. Of course,
RTF models have been saving us from the drudgery of aeromodelling
for years, but now it seems that the wearisome business of flying
them ourselves could also be a thing of the past. The latest craze, the
multicopter, is a fully autonomous aerial vehicle capable of flying and
landing itself - and needless to say, comes ready built. Unfortunately
the purchaser still has to face the exhausting ordeal of taking the thing
out of the packaging and carting it to the flying field. No doubt pretty
soon youll be able to shell out your cash, then sit back content in the
knowledge that your model is out there somewhere, buzzing about its
business, without ever having to set eyes on it at all.
Wheres your Johnny?
Oh, hes following his model aircraft.
On his mountain bike, I suppose
No, on Twitter.
PURSUIT OF EXCELLENCE
Fifty years ago, the great Pylonius remarked scathingly that while a bit
of wire poked through a brass tube was good enough for a sturdy British
Wake flyer, his foreign opponent was sneakily machining parts that
actually worked; the rotter. Now, of course, a top FF model contains
more servos than the average model shop did back then, but at least the
attitude of us Brits remains reassuringly unchanged as our latest attempt
to rein in runaway technology wings its way to the ivory tower of the
FAI. But will it work? Thanks to my friend Doctor Whom (hes less
famous than his brother but better spoken), Ive got hold of a copy of
AeroModeller from the year 2055. Ill quote, if I may;
This years Championships took place among the vineyards and
orange groves of Vladivostok from August 10-17th. Entries were up on
previous years with a total of eleven taking part, including flyers from
both Great Britain and Scotland for the first time since the Durham
missile crisis. The weather started fine and calm, but a light breeze and
patchy cloud were switched on for the later rounds. F1A glider was
once again dominated by purchased models featuring mono-crystalline
spars grown in zero-G in outer space. A new innovation this year was
the indestructible metal prosthetic body used by Arnie Schiesskopf of
Austria, which enabled him to achieve launch altitudes of 300 metres.
Unfortunately, he was disqualified after a random screening tested
positive for WD- 40. Arnie tells us hell be back. In F1B Rubber,
it is clearly still standard to fly a model equipped with the integrated
circuit nuclear reactors (fission chips) which convert the permitted 3
grammes of rubber into pure energy, giving a still air performance of
around 45 years. Zing-Lo Gates once again lifted the coveted Wakefield
trophy, since he is the only person on the planet rich enough to afford
this technology, and consequently nobody else turned up. The FAI
considered this situation at the last CIAM bureau meeting, and voted
unanimously against restricting technology for fear of damaging
the sport.
Incidentally, I dont know when AeroModeller intends to go over to
the new holographic format, but can I be the first to say that I dont like it.
AND FINALLY
All too soon its time to hand back this precious institution to the
irreplaceable Pylonius, bearing in mind the advice of that other great
satirist, Tom Lehrer; You can always rely on Gilbert & Sullivan for a
rousing finale, full of words and music, and signifying nothing! Music,
Maestro, please
I am the very model of a modern competition flyer,
My solitary purpose is to get my launches ever higher.
Im in the gym all evening working on my strength & stamina,
My marriage may be turbulent but all my wings are laminar.
I wear designer training shoes for optimal agility.
And turbulated underpants for boundary layer stability,
I took another mortgage out for necessary field attire,
I look the very model of a modern competition flyer.
There is no foreign field or fjord that I havent been to yet,
My altimeter readings are the envy of the internet,
My models are the best Ukrainian kit that money can acquire,
Yes, I am the very model of a modern competition flyer.
In fact if I had one of those old models that we used to fly,
That thermalled pretty nicely and that didnt cost three grand to buy,
I might not have the shiny things that all my Facebook friends admire,
But I might try entering contests against other competition flyers.
TOPICAL TWISTS.indd 2
28/11/2014 09:13
Events
UP & COMING
AeroModeller Calendar of Events
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
DECEMBER
13 December
Tonbridge Gassers & Rubber
Fanciers Indoor Meeting, Kings
Rochester Sports Centre, 601
Maidstone Rd, Rochester, ME1
3QJ. Indoor & Scale.
Stuart 07956 066463
swt@talktalk.net
www.afterworkstuff.co.uk/
little_flyers/
14 December
Medway Model Flying Club
Indoor Flying, Fort Pitt Grammar
School, Chatham. FF, RC & Heli
in slots. 6 entry flying.
Colin Benham
ah006b3152@blueyonder.co.uk
www.medwaymfc.org.uk
14 December
OFMAC Indoor Funfly, Abbey
Sports centre, Berinsfield OX10
7NR. FF Rubber, CO2 , electric.
Dave Dobson 01491 837789
mac1@talktalk.net
14 December
Rochdale Indoor Fly-in, Springhill
Sports Center, Turf Hill Road,
Rochdale, OL16 4XQ. 4 per flyer,
BMFA card. FF & Electric RC
fixed wing only, slots.

Keith Barker
keithatrochdale@aol.com
01706 659396 or
David Lloyd-Jones
dlj@dlj702.co.uk 01565 734 040
14 December
BMFA South West Area Indoor
Flying. Saints Fitness Centre,
Tregorrick Park, St Austell, PL26
7AG. 12:00 to 16:00 FF and
Micro RC.
David Powis, 01579 362951,
dave_powis@hotmail.com or
Roger Bellamy, 01752 257826,
randmbellamy@gmail.com
28 December
The Cold Turkey Barton
CL event. Banish those postChristmas Blues!
Malcolm Ross, 0192 5766610
www.controlline.org.uk
29 December
Wickham Indoor Free Flight,
Wickham Community
Association, Mill Lane Wickham
PO17 5AL, No RC. Adult
fliers 4, Spectators/juniors 1.
Flitehook normally in attendance.
Free parking.
Ken Brown 02380578866
info@wcaff.info
2015
JANUARY
3 January
Indoor Fun Flying at Furzefield,
Furzefield Sports Centre, Potters
Bar, EN6 3BW. FF & RC, small
planes and helis. Flyers 8.00
Spectators 2.00.
Mike Quille, 020 8500 3549
mp.quille@live.co.uk
dave_powis@hotmail.com or
Roger Bellamy, 01752 257826,
randmbellamy@gmail.com
4 January
Peterborough MFC Indoor Flying,
Bushfield Sports Centre, PE2
5RQ. 10:00 to 13:00
www.peterboroughmfc.org
27 January
Bournemouth MAS Indoor Flying
at the Allendale Centre, Hanham
Rd, Wimborne, BH21 1AS, 19.00
to 22.00. FF only. Gyminnie
Cricket League. Flitehook
normally in attendance. Free
parking Allendale Rd. Contacts
John Taylor 01202 232206 &
Roy Tiller roy.tiller@ntlworld.com
10 January
North London MFC Indoor RC,
Bar, EN6 3BW. Fixed Wing to
225g, Heli to 400g RC.
Peter Elliott 01707 336982
11 January
Flitehook Indoor FF Meeting,
Totton Community Centre,
Hazelfarm Rd, Southampton,
SO40 8WU. 10.00 to 16.00
Contact Flitehook 02380 861541
11 January
Rochdale Indoor Fly-in, Springhill
Sports Center, Turf Hill Road,
Rochdale, OL16 4XQ. Fixed wing
only, 20 min slots for Fast RC,
Slow RC, FF. Flyer 4, BMFA
members only.
Keith Barker
keithatrochdale@aol.com
01706 659396 or
David Lloyd-Jones
dlj@dlj702.co.uk 01565 734 040.
18 January
BMFA South West Area Indoor
Flying. Saints Fitness Centre,
Tregorrick Park, St Austell, PL26
7AG. 12:00 to 16:00 FF and
Micro RC.
David Powis, 01579 362951,
Full details of BMFA events can be found at:
31 January
Peterborough MFC Indoor Flying,
Bushfield Sports Centre, PE2
5RQ. 10:00 to 13:00
www.peterboroughmfc.org
FEBRUARY
7 February
Indoor Fun Flying at Furzefield,
Bar, EN6 3BW. FF & RC, small
planes and helis. Flyers 8.00
Spectators 2.00.
Mike Quille, 020 8500 3549
mp.quille@live.co.uk
8 February
Flitehook Indoor Free Flight
Meeting, Totton Community
Centre, Hazelfarm Rd,
Southampton, SO40 8WU. FF
only. 10.00 to 16.00
Contact Flitehook 02380 861541
www.bmfa.org
40th Crawley Indoor Meeting, Sunday 8th March 2015
ongratulations
for the Ruby
anniversary of the
Crawley Indoor
Meeting which will
be held a month later than usual
on Sunday 8th March 2015.
This is a Free Flight only event,
with plenty of fun flying and
competitions: HLG & Catapult
Glider, Peanut & Open Scale,
EZB & Living Room Stick,

Gyminie Cricket, Hangar Rat
& Butter Fly Mass Launch and
Legal Eagle Class.
40th Crawley Indoor meeting,
BMFA South Eastern Area, K2
Leisure Centre, Pease Pottage,
Crawley, RH11 9BQ, from 11:00
to 18:00. Contact John Dart 01293
420830, johndart17@aol.com or
www.cadmac.org.uk
p07 calander 014.indd 1
28/11/2014 09:13
Off The Shelf

A round up of new and innovative products for the discerning aeromodeller. Send your product information along with high-resolution images to: editor@aeromodeller.com
Electric CL Timer by Dens Model Supplies

Electric Control Line (ECL) has been widely adopted by top aerobatic pilots where a consistent motor
run is essential for world class performance, probably not the highest priority for the average
sports flyer. But other ECL features such as clean quiet operation, the ability to fly solo and accurate
control of flight time are very attractive. The DMS E Zee Timer has been designed to offer all these
functions, and for novices or those returning, flight times can be set as short as 10 seconds..very
desirable for those first few flights! The E-Zee timer works by connecting to a standard ESC (Electronic
Speed Controller). Length 28mm, width 20mm, height 11mm and weight 5gm.
Features include:
Simple duration setting by push button/LED interface
Motor power adjustable from zero to full throttle (by potentiometer)
The motor soft starts at the beginning of a flight and gradually slows down at the end.
Programmable start delay (for solo operation) 0 to 90 seconds
The timer can also be used with a remote pushbutton for applications where the timer is not accessible
and is supplied with a comprehensive instruction manual and users guide
Price 11.50 + P & P from Dens Model Supplies (DMS) www.densmodelsupplies.co.uk
(see Electric Control Line section) or phone 01983 294182. DMS can also supply the
laser cut Stevens Aero ECL kits and will soon have their own ACE ECL Trainer.
Microaces Cessna 195 Trainer for Micro RC

Microaces has introduced the Cessna 195 trainer to
join their range of innovative Depron and Graphic
finish small flying eRC models, such as the Battle of
Britain Dogfighter Twin Pack of Bf109-4 and Spitfire
MkIa.
Over the summer months many hours were spent
designing and testing to create this 18 wingspan,
easy build, four channel trainer with a gentle flying
nature. During this process a new aerofoil was
developed. A simple fold towards the leading edge of
the wing created an under-camber that improves slow
flight performance significantly.

Three Cessna 195 versions are available: a classic
1950s Businessliner, a modern day Estelle in bright
colours, and a military LC-126 Arctic Rescue with
floats. They are all designed to use the Spektrum
AR6400 range of receivers and a specially designed
receiver clip is included with each kit.
As with all Microaces kits, theres a comprehensive,
step by step illustrated assembly guide included in the
box, and the Cessna 195 trainer also benefits from
an on-line video manual.
The Cessna 195 Businessliner & Estelle

Deluxe Kits which include brushless motor
and speed controller are priced at 59.99 and
the LC-126 with motor, speed controller and
additional floats is 74.95.
Microaces is a British company based
in Dorset. For further information email
support@microaces.com or go to
www.microaces.com
OF THE SHELF 14.indd 8
28/11/2014 09:14
remaining sodium bicarbonate. Dry and oil

the cleaned parts.
Stuck contra pistons must be removed and
cleaned to restore proper function. Remove
can also be used. Use the same thickness as

the original. For back plates, this is not very
critical providing the gasket is thick enough
to ensure the crankshaft (when pushed all the
thin layer of RTV silicone when assembling,

to ensure a good seal.
17
Join the Electronic

Revolution
POWER TRIP 010.indd 53
30/05/2014 11:11
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31/01/2014 12:17
27/11/2014 09:45
Members of 2FSA
the Free Flight Scale
Association
Cover Artist
AEROMODELLING
AND AVIATION ART
edric de la Nougerede is a consummate

scale modeller and in his paintings
of aircraft he captures some of their
indefinable essence. Here he gives an
insight in to his life as an artist
and aeromodeller.
I was born in Assam, India at the time of the
Raj, and started to draw and take an interest in
model planes at about the same time (around the
age of 5 or 6 years.) My Father used to bring us
kids Dinky Toy planes like the Empire Flying
Boat, and I remember a Bristol Blenheim with
half black and half white underside. He also
brought us three boys Frog Interceptors, each
with different national markings. Around about
the same time I caught German measles and had
to be isolated in a back bedroom. All I found to
do was copy pictures from the numerous animal
and bird books. If you do enough copying,
anyone will train their hand and eye sufficiently
to be able to draw.
When we came to England at the time of
Partition in 1947, we boys were already into
building the solid model kits but had to leave
them behind in Shillong. I started again when
we lived in Hove and had a regular order for
Aeroplane Spotter. I also bought another Frog
Interceptor which had a canopy instead of an
open cockpit, and the undercarriage fitted into
the wings.
I had two terms at the Brighton Art College,
where we just drew and drew, no painting. I then,
like most of my generation, entered National
Service. After NS, I got a job as an Engineering
draughtsman with Airwork General Trading
Company, mostly installing ancillary equipment
in a range of aircraft. The office was in the
centre of Brighton, and during lunchtimes a few
of us would go into Woolworths for the latest
two-bob Airfix kit. While at Airwork, I built
my first Jetex kits; the English Electric
Lightning P1 and a Folland Gnat. These
had moulded balsa fuselages with sheet
wings and tails. I couldnt resist making
an aerofoil section wing with stiff paper
and a fully detailed cockpit and ejector
seat. Both the Lightning and the
Gnat proved too heavy to fly. (One
of Derek Knights tiny ducted fans
may have worked a treat.)
Airwork moved from
Brighton to Hern Airport
near Bournemouth but I
didnt go. I applied for and
odel
n scale m
own desig published in
t
rs
fi
s
c
Cedri
stang
-51-B Mu
was the P r June 1979.
le
el
d
o
M
Aero
n designs, the 1/10th
Another of Cedrics ow
scale SE5a.
Flying indoor scale at Crawley is a

great social and flying occasion.
CDN PROFILE.indd 2
28/11/2014 09:15
Cedric with
FW190
unexpectedly got a job as a Technician

Draughtsman in the Space Research Group
of the Department of Physics at University
College London, specifically to work on
the first US/UK satellite - Ariel 1, launched
in 1962. I was into archaeology as well at
this time, doing reconstruction drawings of
Roman Villas and mosaics. After 6 years
of working on various rocket and satellite
experiments in London, the group moved
to a country house near Dorking, Surrey,
which took the name of the Mullard Space
Science Laboratory, of University College
London. Soon the Design Office had
two Engineers and a design staff of four,
including myself as Chief Draughtsman.
One of the new boys was John Coker
and one day he brought along a free flight
Mercury Tiger Moth. That did it.
We decided to both build Doug
McHards SE5A which John had as a
free plan in the AeroModeller. We built
these models on our drawing boards in our
lunch hours. Then we started taking them
home at night and a real race was on. This
led us to attend flying meetings and once
at Odiham we met three scale modellers
from Epsom; Derry Eggs, Dave Kew and
George Worley. Together we decided to
CDN PROFILE.indd 3
form an Association of free flight scale

flyers, and Dave coined the name 2FSA.
We had flying gatherings and meetings
in peoples homes. It was at the home of
one of them that we met Aviation Artist
and aeromodeller, Ken McDonough.
Ken introduced us to another artist Brian
Withams who had brought along a
beautiful painting of a Fokker Dr1, and that
got me wanting to paint aircraft. Brian told
me that you couldnt do both modelling and
painting - one or the other but Ken was
special. I think he meant for a living.
I applied and was accepted as an
Associate Member of the Guild of Aviation
Artists in October 1975 and have been
exhibiting fairly regularly since 1976. I
continued to build models, mostly at work
on my drawing board. Im glad to say that
the paintings did improve despite the
building program. Many models failed and
just as many paintings failed. It is how one
learns.
I really enjoy indoor flying and was
overjoyed when the blue foam came along
and we met people like Richard Crossley
and Peter Smart - wonderful people and
beautiful models. David Deadman (was a
2FSA member) started me off and Im still
at it, although the appeal of indoor flying is

fading with the advent of more and more
indoor RC.
When I joined the Crawley club, model
flying came to life for me, as I had to
participate in all the Free Flight Comps
that are run monthly. This was a great deal
of fun building and flying non scale models.
We still had a scale comp, and one magic
moment was on a calm evening when I had
my peanut foam Mustang circling about 20
feet above as in the background Concorde
rose out of Gatwick. One lives for these
magic moments.
All in all, it is really about having fun and
not taking things too seriously. It is also
about people and the pleasurable company
when we are all doing what we love.
You have to grow old but you dont have
to grow up.
I shall never be a Great aeromodeller/
model flyer or a Great aviation artist, but it
has been a fun journey. My aeromodelling
is truly down to John Coker and though
we dont see too much of each other since
retirement, we do get together now and
again, usually at Cloud Tramp day at
Epsom and at the Crawley Indoor meeting
early in the year.
28/11/2014 09:16
CL Event Report
Dave Finch releasing his 10cc Weatherman for its
winning and record breaking flight.
SOUTH BRISTOL
CONTROL LINE GALA 2014

Mick Lewis and friends look back at this summer feast of Vintage Control Line
outh Bristol clubs annual control

line gala was held at Hamfields
Leisure Centre, Berkeley in
Gloucestershire on 22nd of June.
The plan was for Vintage Combat,
Vintage Speed and Vintage team racing
events to be run by contest directors
Mick Lewis, Peter Fox and John Mealing

respectively. SB club members had worked
hard over the preceding three days to
prepare the grass circles and were rewarded
with a perfect day of sunshine and very
light winds.
The growth of Vintage Combat was
clear to see with Mick having such a large

entry that he and Richard Evans withdrew
their own entries to run the event. Team
Racing had the expected travelling teams
from Nottinghamshire, Shropshire and
Suffolk, with competitors and organisers of
the Vintage and Weatherman Speed events
SB VINTAGE CL.indd 2
28/11/2014 09:23
Dave Finch pitting his Dimpled Dumpling

in Class A
Dave Lewis waiting for his Class B model

to land, with battery man Terry Taylor
ready to burst into action.
Peter Rabjohn releases Phil Darkes Chowhound in

Class B under the watchful eye of timekeeper Peter
Jephcott
Terry Taylor and Marion Mealing about to start the

teams Dalesman in Barton B round 1
covering similar distances. Keep an eye open

for the 2015 date of this popular event at
www.southbristolmac.co.uk
Team Racing, by John Mealing
Team Race action started with what is the

main class these days, Class A. Class A is for
models designed before Dec 1959, powered
by 2.5cc engines, usually some version of the
Oliver Tiger, old, modern or foreign. Seven
teams contested class A, four visitors and
three SBMAC teams. The SBMAC teams
were Nick and Steve Blades, Digby Perriam
and Peter Rabjohn and finally John Mealing
and Terry Taylor.
The first heat of round one saw a close
finish between Toogood/Lewis and Catlow/
Finch, with both pilots using their arms, the
win by 3.8seconds going to the latter. Sadly
Digby Perriam and Peter Robjohn failed to
get away with a split tank in their Voodoo.
The less said about the second heat the better,
both teams retired, Green/Long at 19laps
and Blades/Blades after 41laps. The final heat
of the third round saw a win for father and
son team Martyn and Mark Haywood, who
soundly beat the third South Bristol team of
John Mealing and Terry Taylor.
Things settled down in round two with
only Catlow/Finch failing to complete
the distance. Surprise of the second round
was Mealing/Taylor, flying Phil Darkes
Olympian. They posted Johns first ever sub
four minutes time, the third fastest heat time.
This also meant that the final would also be a
first for John.
The Class A final was a bit of an anti-
Ken Newbold releases the Green/Long Class B
Mark Haywood
overtaking John
Mealing in Barton B
climax. All three teams got away quickly

but John Mealing's nerves got the better of
him and he decked the model twice, luckily
without damage. Things eventually settled
down until at 77laps Catlow/Finch were
forced to retire when Dave Finch badly cut
his fingers during a pitstop. Tony Toogood
flew out the winner (8 min 45.0sec) with John
Mealing someway behind in second place
(12min 29.0sec).
After Class A it was time for the bigger
bangers - Class B. Same age limit for the
models but with 5cc engines, mostly plain
bearing Enya 29s. Five teams came to the
start line of the seven entered.
Heat one saw Toogood/Lewis show a
clean pair of heels to Digby Perriam and
Peter Rabjohn who were flying Phil Darkes
beloved Chowhound. Phil was there to keep
an eye on them in the role of battery man.
Heat two saw Green/Long show an
equally clean pair of heels to Mealing/Taylor
who were flying Terry Taylor's pink Double
Dice, internationally known as Sheila, whilst
Blades/Blades failed to start their engine.
The third heat was a flyoff for the third place
in the final between Perriam/Rabjohn and
Mealing/Taylor. To Phil Darkes delight the
victory went to Perriam/Rabjohn, when John
speared Sheila into the deck on approach for
his pitstop.
The final went off without incidents
with Toogood/Lewis running out winners
from the Johns Green and Long. SBMACs
team trailed in third, reflecting the need
for more horsepower from the motor in the
Chowhound.
John Catlow, Tony

Toogood and Mark
Haywood contesting the
Barton B final
Class 1/2A was the next on the racing

agenda. For models designed before
December 1960, powered by 1.5cc engines,
this class is beginning to become the
cinderella of Vintage Team Racing. Only
four teams assembled in the line check. In
the first heat Toogood/Lewis had a leg of
their undercarriage break off when Dave
Lewis tried to straighten it after a bouncy
landing, leaving the remaining teams to
progress straight to the final. The final was
not the best example of 1/2A finals. Mark
and Martyn Haywood were the easy winners
(8min 31.1sec) after the other teams failed to
finish, both with broken models.
The final racing class of the day was Barton
B. This is a class introduced by the Barton
Club to encourage aerobatics pilots into team
racing. It aimed at producing an even playing
field with a fixed engine, fuel and propeller.
Sad to say a lot of teams are still trying to
find that even field. Six teams contested this
class at Berkeley. The heats went off without
incident. Green/Long decided to sit on their
first round time, which was second fastest of
the round. Unfortunately improvements by
Catlow/Jephcott and Haywood/Haywood
saw them demoted to fourth place overall.
A shortage of battery personnel saw Marion
Mealing make her battery girl debut, joining
husband John and Terry Taylor pitting Johns
Dalesman. This model lacks the speed and
range of the other competitors but after a year
of refusing to hot restart now restarts first
flick following a minor tank modification.
The Barton B final was the last of the day and
was a cracker with Toogood/Lewis beating
13
28/11/2014 09:23
CL Event Report
A Supermonger squares up to an
aptly named banana Anduril.
A Squig (considered by many to be

ugly) comes up against the only
Chaos seen at the meet flown by
Chris Fisher.
Catlow/Jephcott by 0.25sec!! The Haywood

duo retired at 135laps when Mark lost control
and hit the ground.
Vintage Speed and Weatherman

Speed, by John Mealing
Peter Fox and Tony Goodger ran Vintage

and Weatherman Speed, combining
Classic and Phantom. The events attracted
13 competitors, mostly in Weatherman.
Weatherman is a healthy event, but with the
engines being used now has certainly gone
beyond the original intentions when the event
was created. Its sad to see the decline of
Vintage speed for whatever reason, could it be
that the experts only appear at the Nationals?
On the day of the gala there were only two
Martin Kiszels Supermonger takes

a bite out of the opposing Squig.
entries in Vintage. Both events were run on a

handicap basis.
In Weatherman Dave Finch was the
winner with his 10cc Weatherman (Class
7, 100.5%), ably anchored to the ground
by John Catlow - they created a new class
record of 115.24mph from a standing start.
The motor is a West 55, standard out of the
box. The engine is designed to run on a pipe
but Dave is running it on open exhaust, as
required by the Weatherman rules. Well done
Team Large. Runner-up in Weatherman
was Peter Fox, who placed second (Class 2,
99.9%, 91.37mph) and third (Class 3, 99.1%,
105.2mph) with his Parra 09 and Fora15
respectively powered models. Pete was also
the top Phantom entry, his model being
Martin Kiszels half Supermonger

still managed to win against Mike
Wallers Piranha XL.
powered by a Rothwell R250.

Vintage speed, as noted above, attracted
two entries. Both flew McCoy 49 powered
models in Class 6. Digby Perriam was the
winner, flying one of Gordon Mays Golden
Rods, recording a speed of 100.56mph. The
runner-up was Ian Russell, flying a Speed
King. His speed was 94.74mph. Both speeds
were considerably below the class record of
121mph.
Vintage Combat, by Richard Evans

To the host clubs great pleasure the
anticipated large entry actually materialised.
Twenty four fliers braved the travel from
as far away as Wales, Norfolk, Surrey and
Lincolnshire, some making a weekend of it
Chris Fisher and

Martin Kiszel fight
out the vintage
combat final.
Combat fina
lists. From th
e left:
Mike Waller
(Liq
third, Chris Fi uidator XL) placed
sher (Chaos)
runner
up, Martin Ki
szel (Superm
onger)
winner, Karl
Severne
(Supermonge
r) placed four
th.
28/11/2014 09:23
TEAM RACE RESULTS

Class B Results
Pilot
Toogood
Green
Perriam
Pitman
Lewis
Long
Rabjohn
Battery Person
Taylor
Newbold
Darke
Round 1
3min 33.5sec
3min 35.2sec
5min 0.02sec
Round 2
DNF
DNF
4min 12.7sec
Final
7min 41.2sec
7min 52.5sec
10min 02.4sec
Barton B Results
Pilot
Toogood
Catlow
Haywood
Pitman
Lewis
Jephcott
Haywood
Battery Person
Taylor
Finch
Darke
Round 1
3min 23.8sec
3min 36.3sec
3min 34.1sec
Round 2
3min 17.6sec
3min 16.9sec
3min 22.9sec
Final
6min 57.81sec
6min 58.06sec
135laps
staying in B&B or camping.

The first round did not bring any great
surprises and most fliers with form got
through unscathed. However, Tony Frost
from the host club was dismayed to lose 3-2
to Tony Cookson in only his first year of
combat. Stu Vickers added insult to injury by
taking three cuts from Eamon Forsdikes fast
Banana Anduril before removing the whole
of his tail and elevator. Richard Wright and
Martin Kiszel had a great ding-dong but at
the end Richards model was reduced to the
proverbial nylon bag of bits. Richard managed
to get back into the main event through the
losers refly as did Bruce Dobson. Bruce is
another very keen convert to our sport who
certainly has an animated flying style. Watch
this space!
During the Frost and Heaseman bout
we were treated to a fly past by two WW2
fighters who had been performing nearby
at Weston Super Mare. We did miss the
Lancaster though.
The first 'star' head to roll came in the
Eliminator round when Roger Fisher lost
2-1 to Martin Kiszel. Roger committed the
cardinal sin of taking the whole streamer
at one go, which as we all know is the
combat flyers kiss of death. Martin replied
Richard Wright and CD Mick Lewis inspect

the remains of Richards Supermonger
after his bout with Martin Kiszel.
with two good cuts. It was a very clean and

fast bout between Rogers Assagai XL and
Martins Shogun. Roger is still using PAW
19PB motors which in his hands are very
competitive against the usual Rothwell/JO19
competition.
Into the last sixteen and exits here from
Tim Hobbins at the hands of another new
flyer, Darryl Hinton from the host club.
Darryl is producing some very attractive tie
and dye models in true Vintage style. We also
now lost one of combats great characters,
Moggs Morris. Now a septuagenarian
Moggss flying is sheer entertainment and
your writer had him down for at least the
semi finals. That beginner Tony Cookson
took him out. Wed better all watch out for
that Tony..
In the quarter final, Darryls run of success
came to an end when an on form Mike
Waller beat him with a very manoeuvrable
Piranha XL. A word of advice Darryl - peg
your bellcranks, they stay in place longer!
Mike Waller's club mate Mark Legg retired
with a broken model and there was exit also
for top flyer Stuart Vickers. In a super bout,
Chris Fisher flying a good old Chaos took
two cuts after Stu had, guess what, taken the
whole streamer at one go.
Newcomer Bruce Dobson takes on old

hand Roger Fisher.
So, were nearly there folks. The semi finals

drew together, first Mike Waller and Martin
Kiszel. This was certainly not the best bout
of the day! One cut all and lots of ground
time accompanied by Martins achievement of
flying a very badly damaged model gave him
the victory. Enough said. In the other easier
on the eye bout Chris Fisher took two nice
cuts from Karl Severne to win. Karl has not
been mentioned so far but his flying has been
getting steadier and his models definitely
much more competitive.
The fly off for third place lasted little time.
Against Mike Waller, Karl dragged a brand
new unflown Barbarian XL out and on the
first crash broke the booms and removed
the engine. Did I say his planes were more
competitive? This one isnt anymore!
At about 5.30pm a crowd gathered for
the final which was excellent. Martin flew
a Rothwell powered Supermonger against
Chris Fisher with (the same) PAW 19 Chaos
that hed been flying all day. Martin just
had the edge and followed Chris closely for
much of the bout but only managed one cut.
That was all he needed to win. Four minutes
of airtime and little time on the ground for
either pilot. A great end to a perfect day of
Vintage Combat.
Team Rainbow as they became known. Left to right: Roger

Fisher, son Chris and Moggs Morris.
15
28/11/2014 09:23
Model Technology
FAI GLIDER DURATION

THE QUIET REVOLUTION
Mike Evatt describes the development of
flappers and other technology in the
glider class.
n previous articles I discussed the

use of flapping airfoil sections for
the F1B/F1C classes together with
the development of variable area
and variable geometry models for
F1C models where the allowable projected
surface area is not tightly defined. This review
traces the history of parallel developments
in the F1A glider class. Like F1B rubber it
has tightly prescribed projected surface area
and therefore the quest for performance has
been concentrated on reducing drag for the
launch phase by using variable camber airfoils,
flapping sections or Low Drag Airfoils
(LDAs) without detriment to the glide.
Background
Over the years the F1A glider class has not
benefited from the increases in performance
due to more powerful rubber motors or more
powerful/geared IC motors like the other two
classes. The majority of the improvements in
performance have been realised by refining the
launch phase of the flight to increase the overall
launch altitude. It is this increase in altitude that
is responsible for greater durations rather than
decreases in sinking speed due to aerodynamic
improvements. I am not saying that models now
are not somewhat cleaner and more efficient
but that the gains have been minimal compared
with launch height gain.
The F1A glider class was formulated in 1951

and was predominantly the same as today in
specification, but with a minimum fuselage
cross-section area and the use of a 100 metre
tow-line. Good durations were possible if you
could get the model to the top of the line not
easy in calm conditions.
By 1954 the fuselage cross-section area rule
was dropped and the tow-line halved to 50
metres. This put pressure on development not
only in terms of models with lower sinking
speed but of towing techniques to place the
model in a thermal.
The Holy Grail was to achieve three minutes
duration when floating the model off that 50
Roland K
o
performa glot and the late
Victor Sta
nce enve
lope
mov push
e
d the
p16-19 Flapper F1A.indd 16
Gerhard Aringer with his successful flapper
26/11/2014 15:46
Sergey Makarov with a conventionally

sectioned bunter
Allard van Wallene with a Carbon covered flapper
metre line. This equates to a sinking speed of

about 0.29 m/s whereas the modern high aspect
ratio model is probably closer to 0.25m/s.
By the end of the 1950s the commonplace
use of clockwork timers for dethermalising
the model rather than a fuse, meant that flyers
could now tow for extended periods. This also
meant that tow stability and controllability
was essential.
By the early 1960s zoom launches were
becoming common. The addition of a zoom
rudder (which was activated when the model
were introduced along with some flyers

using VIT (Variable Incidence Tail - tail set
more negative) on the tow to make it easier
to fly in calm conditions. Electronic timers
together with servo driven adjustments allowed
unprecedented control over function timing.
Robert Leskos Raketa Nera
Mikhail Kochkarov prepares his flapper for a fly-off
was accelerated to the top of the line) caused

a high speed banked launch with a smooth
transition and obvious height gain. By the end
of the decade, thanks to the efforts of flyers like
Andreas Lepp and Victor Isaenko in perfecting
the circle-tow hook, we had fully functioning
models that could be zoom launched but with
the added facility of being able to straight tow
or circle tow at will with the timer start initiated
by towline release.
During the next decade electronic timers
The composite wings were the key to achieving

high launch velocities without destroying the
model. By the end of the decade Victor Tchop
had developed his bunt launch system which
was further developed by Sergey Makarov &
Mikhail Kochkarev.
A Step Change
The next real changes happened in the 1980s.
Sergey Makarov introduced the two position
wing-wiggler to allow tighter circles on tow and
Carbon structures were becoming widespread.
Bunt Launch
The whole philosophy of achieving extended
launch height over and above merely floating
the glider off at the top of the line is to
force the aeroplane to enter a ballistic

phase prior to transition to the glide. The
model is also equipped with a hook latch
and wing-wiggler to facilitate tactical circle
towing. When the launch is initiated the
model is circled quite low (or indeed can
be launched straight from the helpers hand
when lift is spotted) and rapidly towed to
generate high line tension, hook unlatch
and a vertical ballistic climb. At this point
the model is neutrally trimmed so as not
to deviate from the vertical. The on-board
timer then enables the bunt function, i.e.
applying a little more positive incidence
to the tail, to position the model into its
glide attitude at which point the rudder and
tailplane assume their glide settings.
By the end of the 1990s improved Carbon
structures together with refined electronic
timers and smaller servos meant that
consistent higher launch altitudes could be
achieved with the consequent increase in
duration. At this time Ken Bauer introduced
the servo-driven hook latch.
There was still a problem! It was still
advisable to launch preferably in rising air,
at least neutral air but never in turbulent
or sinking air. The downside with a bunt
launch was that the model might end up
some distance from the rising patch of
air that triggered the launch; the edges of
thermals are tricky things!
However, by now the best exponents of
the genre were probably able to gain an
altitude advantage of 20 -25 metres.
17
26/11/2014 15:46
Model Technology
Enter the Flapper

By the middle of the 2000s flapper/
variable incidence wing sections were being
developed. Allard van Wallene was credited
with flying the first successful flapper
F1A in 2004, closely followed by Gerhard
Aringers design in 2005. These approaches
differ in respect of the aerodynamics.
Allards approach was to flap the rear
portion of the wing altering the wing
incidence whereas Gerhard changed the
wing camber leaving the wing incidence
unchanged.
This latter approach was similar to that
seen on Thomas Kosters F1Cs of 1998
but the connection goes back further to
the authors flapped F1B of 1969 (see
AeroModeller May/June 2014 for details.)
As with the F1C power models variants
were noted using either full span flaps or

flapping centre panels only.
Of course things are never simple and
it was also necessary to optimise the circle
tow by only deploying little or no flap until
committed to the launch.
By the mid 2000s the combination of
a zoom launch and a bunt transition had
meant that overall launch altitudes of about
75 80 metres were possible and it was
estimated that initial launch velocities of
circa 200km/h were being achieved.
Allard van Wallene reckoned that his
flapper (2004) gave an advantage of three
metres over a fixed camber wing adding
around 12 seconds to the overall duration.
This was not much but it is by such fine
margins that contests are won or lost.
Obviously with a flapper the flap position
must also be altered to optimise the ballistic

climb pattern. It is not surprising that
multi-servo electronic timers are now de
rigueur for the top flyers.
Then Along Came LDA

In 2008 Brian Egglestone and Peter
Alnutt published a paper proposing
a different approach! Thicker, lower
cambered airfoils that could exhibit low
drag characteristics in the ballistic phase
and match the glide characteristics of the
best gliders flying. A big ask perhaps, but
with Brian designing the airfoils and Peter
building and flying test models it became
clear that this approach was viable. These
sections are substantially thicker than the
conventional sections but exhibit good
gliding characteristics with low drag at
Schematic of Per Findahls 2008 flapper nose pod
26/11/2014 15:46
high speed. The attraction of this approach

is that the wing is thicker which enables
stiffer or higher Aspect Ratio models to be
constructed. A higher AR potentially could
reduce sinking speed. It also does away with
complicated flap mechanisms.
Two of those flyers who also did much
to push the performance envelope of the
modern F1A are Roland Koglot and the
late Victor Stamov and no discussion would
be complete without acknowledging them.
So Where Next?
Half a decade later and models and launch
techniques have been further refined. At
major contests these days you will find a
mixture of conventional, flappers, variable
camber and LDAs all using a bunt launch.
It is true that skill levels appear to have
increased, with those eager to do well

putting in many hours of trimming and
towing practice as well as many hours at the
gym. To the casual observer when welltrimmed and well flown, all the approaches
look good but the final arbitrator is the
stopwatch or the altimeter. The best
examples achieving altitudes of 100 metres
and durations of about six minutes.
The models themselves are being
continually improved with quite a number
now featuring wings covered with thin
Carbon sheet to produce a more faithful
and consistent airfoil. It is claimed that this
approach benefits all variants but whether
the Carbon is moulded or applied as a thin
flexible veneer it is likely to be outside the
skill set or pockets of many.
Having said that, the current World and
European F1A Champion, Croatian Robert

Lesko designed and made everything for his
Raketa Nera model, including the moulds
and jigs to form the composite parts.
References
For those who wish to delve a little deeper some
key references are listed below:
Van Wallene A, Experiments in Flapped
Wing F1A NFFS Symposium Report 2005
Egglestone B, Alnutt PJ, F1A Airfoil Design
and Wing Optimization NFFS Symposium
Report 2008
Findahl P, The Question remains, three
years later: to flap or not to flap? NFFS
Symposium Report 2008
Schlosberg A, Variable Camber F1As
NFFS Symposium Report 2008
Roland Koglot and a pair of LDAs
A typical crowded electronic F1A nose pod
Lord Flash 4 a flapper by Per Findahl
19
26/11/2014 15:47
Fact or Fiction?
MCGILLICUDDY.indd 2
28/11/2014 09:24
The Maestros loyal

supporter Drambuie
the Seagull.
MYTH OR LEGEND?
THERES NO ANSWER!
The name of McGillicuddy will be familiar to long-time readers of AeroYodeller. Over the
years the adventures, or more usually the misdemeanours, of the Maestro were recounted
by Robert Jamieson. But his chronicles were far from complete. Whether this was due to
censorship, or merely self-preservation, is open to speculation.
What follows may be regarded as history, as fiction, or even as a parable. Be assured
however that it is firmly based on truth. There are still other stories that could be told. Of
course names have been changed, if only to protect those who were involved. I have no
wish to write anything resembling an auto-biography - but the incident described really did
happen. How can I be so certain? Simply because I was there. JOD
Once upon a time is a traditional way to

start a story, but it is also in keeping with
this one. It was at a time so long ago that
aeromodelling competitors actually knew
the rules for the events that they entered.
It was at a place so far away that contest
organisers also knew the rules - and ran
meetings in accordance with them.
At this particular time and place there was
a large and prestigious contest. Not only was
it well attended, but it brought the Maestro
and his arch-rival , Owinnall, into faceto-face competition. As this was unusual
it naturally lead to much interest in their
comparative performances throughout
the day.
It should be explained that this meeting
was being run to a domestic version of the
current FAI procedures. This involved flying
in rounds but with the important distinction
of having the three classes (A, B and C) all
flying together in each of the rounds. This
was a common arrangement in this country at
that time - before the implications of tactical
flying were fully appreciated. Nevertheless
launches still had to be made from a markedout line.
Competitors could, and did, start by flying
more than one class. Then if one did not go
well it was dropped in favour of concentrating
on another.
On the day in question, scores were high.
By the final round McG had flown his wellknown Cutty Sark into a leading position
- much to the delight of his supporters and
clubmates. His main opponent had been
expected to be Owinnall, who was having a
difficult day. A poor glider flight had soon
led to his concentration on rubber - which
went well until he had trouble finding his
model after the penultimate round. As his
reserve was admittedly old and lacking in
performance he did not want to have to use it.
A little arithmetic soon revealed that he
could still edge McG out of winning - but
also that it needed a near- max to do so. The
lengthy search meant that there was little
time to waste. By now, of course, everyone
else had finished their flights and there was

no-one left to mark the necessary lift.
McG and his supporters gathered to watch
this final and decisive flight - only to see
Owinnall approach the line with not only his
wound-up Wakefield (held by a clubmate)
but also carrying his glider. They immediately
realised that he intended to fly pilot for
himself. Being able to circle on tow meant
that the glider could easily detect lift for the
benefit of the all-important rubber flight. A
simple and effective technique.
The Scots were not slow to react - and
clever enough to object effectively. There
was an immediate cry of You cant do that.
The rules say there is to be NO test-flying
up-wind of the line. (This was a common
measure to prevent the flying of pilot models)
There was an audible follow-up of Got
him! It was realised that after his wellknown insistence on everyone keeping to the
rules, he MUST comply himself. It certainly
looked like becoming a classic case of being
hoist with his own petard.
There was then a sudden silence - as

everyone wondered how Owinnall would
react. The pause lengthened until he slowly
started to smile. Someone, quick-off-themark, was heard to say Oh no. The old
buzzard has thought of something .
Indeed he had. He put his hand in his
back pocket took out his GLIDER flight
card, presented it to the person who had
complained the loudest, and said Its not
a problem. Not if I make it make it an
OFFICIAL contest flight. Perhaps you might
like to time it.
Even McG was speechless. Until he was
heard to say Theres no answer! Is there?
Indeed there wasnt.
The rest, as they say, is history. In case
anyone asks - the glider marked some weak
lift, just sufficient for the rubber model
to make the crucial max. McG retired
muttering Theres always next year.
But remember: History is always written
by the winners.
By Jenny.
21
MCGILLICUDDY.indd 3
28/11/2014 09:24
International Event Report
OPENSCALE 2014
@ BRNO MEDLNKY
After a gap of too many years, it is great to have a report from Lubomir Koutn on
this FF Scale and Old-Timer competition on 24-25th May in the Czech Republic.
O
O
PENSCALE is the biggest

Czech competition for rubber,
CO2 and electric powered scale
models, and it is also host to
flyers of old timer models. This
year the venue was the airfield at
Brno Medlnky.
We had many people pre-entered for the
contest despite the crazy weather we were
having and the poor forecast; it was thought
that the competition managers job would be

very complicated to deal with the expected
conditions. But on the weekend of May 2425th there was fantastic weather at Medlnky.
About 40 scale and 15 old-timers entered
the competitions, while others turned up to
fly for fun. The undoubted high point of the
weekend was the fly-off for scale float-planes
from The Schneider Trophy races. The
winner was the Curtiss of Antonin Alfery
which after a climb to a height of 40m flew

for about one minute, second was Lubos
Koutn with his Bernard H.V. 220 and a
flight of 55s, and third the peanut scale REP
1913 flown by his son Petr for a time of
around 50s.
The CO2 and electric scale class won
by Antonin Alfery with his superb electric
powered triplane WKF 80, ahead of Pavel
Strnk who flew his nice CO2 powered
Lubomir Koutn and his 3rd place Disperato in

the BV-1 old-timer class.
Tom Heinl and his interesting Moynet 360 Jupiter

push-pull model.
Jiri Doleel was third in the rubber powered class

with his Nanzan.
Ant
t
su
mon
and a
OPENSCALE.indd 2
28/11/2014 09:25
Old-timer Defiant flown by Jiri Doleel.
He-112. Lubomir Koutn won the main

rubber powered scale class and also a special
Brno W.W.I class too, with his new Bristol
M1; it flies very well and made consistent
maximum times.
Old- timer scale required a fly-off because
Vlastimil Simek and Jan Vodicka had both

flown three flights over 60s. In the end
Vlastimil won with his D.H Moth, when
it flew for over 100s. Vlastimil was also the
winner of the BV-1 old-timer duration class;
his MLL 301 had all 90s maxs. Adam Jake
and Lubomir Koutn were runners up, each

with only 1s less.
The event ended with the Town Hall
Mayor handing out prizes and trophies to the
winners.
Adam Jake took second place with his Senator.
Jiri Doleel brought along this new BV-155 made

of polystyrene; it flew very well.
Young Jiri Dolee (son of the father) flew this

ITOH.
This new Mr Smoothie racer by Lubomir Koutny

is an excellent flyer.
Vlastimil Simek and his Old-timer D.H. Puss Moth.
Fantastic Savoia SM-65 by Jiri Doleel was one of

the Schneider Trophy entrants.
Antonin Alfery flew

the competition
with both his
superb Morane AI
monoplane (shown)
and an Albatros D-V.
The old-timer Mig-3 of Koutn was third in the competition.
23
OPENSCALE.indd 3
28/11/2014 09:25
Model Rockets
G
G
LIDERS AND ROCKETS

an oxymoron surely? Actually,
1912 saw one Carl Neubronner
equip a basic model aeroplane
with a fireworks-type rocket.
This performed satisfactorily and Herr
Neubronner is remembered to this day; a
Bavarian World Cup Space Models event
carries his name. In recent decades, full-size
aerospace saw the need to evolve something
similar and NASAs Space Shuttle and CCCP/
Russias equivalent Energia-Buran, represent
real world, 21st Century Rocket Boosted
Gliders.
We need to define the terminology and
sort some contradictionsModel Rockets
boost upwards at hundreds of kilometres per
hour, Gliders soar horizontally at ~30kph.
Some circles to square then! The term,
rocket boosted glider, covers a multitude of
sins...whats it all about?
Boost Gliders - Simple free flight gliders,
small and normally resembling hand
launched glidera chuckie. These are
boosted skywards using standard model
rocket motors. Key definition - the motor is
normally ejected, before the glide segment
of the flight starts. Modern FAI rules have
greyed this key point, making motor ejection
optional.
Rocket Gliders - Resemble Boost Gliders,
but normally much bigger and carry radio
control equipment. The Umphmotor Specific
Impulses vary and bigger RC gliders need
20-40Newton seconds (Ns)...D to E size
power. Key definition spent motor retained for
the duration of the flight.
Rogallo Gliders The already described
Boost & Rocket gliders are made from rigid
materials, such as balsa, polyurethane foam, and
contemporary composites. Rogallos are flexible
called flexwings - normally like a hang glider.
Naturally, they need to be rolled up to fit in a
body tube for launch, shedding this for the glide
segment of the flight. These are rare and wont
be featuring much more in this piece.
Stability - Rockets are stable because the
Centre of Gravity (CG) is 1+ body diameter
ahead of the aerodynamic static Centre of
Pressure (CP). Needless to say, gliders are
different, with CG and CP loci normally
residing at the ~50% wing chord location. The
glide velocity is slowmuch, much slower
than any rocket boost speed. Simply fixing a
pod to hold the rocket motor will not deliver;
a ground-seeking trajectory will most likely
follow! So what do we need?
A glider wings lift potential must be
neutralised whilst the model is boosting at high
speed, such that the glider will boost vertically
upwards. At this stage, the model rocket motor,
a dense and fairly heavy piece of kit when full,
plays a key role. Nose mounted motor pod...
plug the motor into this and the CG migrates
forwards to the wings leading edge, sometimes
even in front. Now the wing becomes ineffective
BOOSTER
ROOSTERS...
Rocket Boosted Gliders - time to
float some stuff? by Stuart Lodge
Image o
fC
glider on arl Neubronne
rs
your scri
bes mo rocket boosted
del box.
Chuckie with a rocket boost! Bedrich Pavka (CZE) launches his rigid balsa boostieand when these
work well, you wonder why we try anything different.
p26-28 BOOST-ROCKET GLIDERS 014.indd 24
26/11/2014 14:52
as a lifting surface and many enthusiasts even

add trim tabs, resembling an aileron or takeoff
flap, to one of the wings, promoting a slow roll
during the boost segment of the flight. This is
basic model aircraft trimming and any doubts
will soon be sorted by spending an hour or two
with a traditional aeromodeller; for sure, much
better than any of my words here! Boost Gliders
have the motor at the front to make life easier,
and when the motors ejection charge fires and
ejects the spent case, the CG relocates to the
glide segment locus.
Boost Gliders Construction

Methodology
Model Rockets look different from any normal

glider. Gliders have wings and so design and
construction involves a completely new suite of
skills from a rocket only flyer, beyond sticking
cardboard tubes together! We need tooling
and the ability to carve out and section wings
from balsawood and other materials; fuselages
frequently from spruce, or composite tubes;
tailplanes differ from rocket fins too. Finishing
techniques are traditionaldope, sanding
sealer and tissue, most of the time. Colours
bright colours help in any subsequent
downwind searches...fluorescent panels are
definitely to be recommended!
More jargonDecalage these are the
incidence angles of the wing and tailplane. A
subject of debate too - some experts line up
wings and tails in the Zero-Zero state, leading
to very straight, high boosts, but more critical
in the transition phasethe coast segment
into the glide; get it wrong and a crash is likely!
Many employ a couple of degrees positive
incidence for the wing leading edge higher
than trailing edge. Inducing a roll in the boost
phase makes life easier still.
Aeromodelling basics; wings are typically
made from 5mm soft-medium density,
quarter grain cut balsa, with a wing area of
typically 300 sq cm, wingspans of 30-45cm.
Fuselages are spruce strips, or composite
fishing rod tubes, the latter virtually
Macedonian junior, Lazar Malinov wires up his

rigid balsa S4A-Boost Glider, at the Stip Cup,
in 2008. Note how the motor pod is canted to
produce downthrust, to prevent the glider looping
during the boost phase.
indestructible. Tailplanes from 1mm soft

quarter grain balsa. Too few Boost Gliders
are seen as fly-for-fun sports models; the
great majority are used in the FAIs S4-Boost
Glider events. So lets have a look in detail at
the FAI contest S4-Boost Gliders:
Rigid Gliders
S4A-Boost Gliders boost upwards using

2.5Ns A type impulse rocket motors (thats
the A in S4A). Weight is 25-35g, including
motor and ready to go on the launcher. A
smooth impulse delivery is vital, contrasting
with the hard whoosh normally delivered by
hobby shop motors. Most of the best boost
glider propellants are made in Eastern Europe,
where this event is an art form and taken
very seriously. Not getting too technical, but a
soft-blowing A2-2 motor is pretty typical, with
nothing in Estes otherwise comprehensive
motor array remotely similar. Estes mini-motor
A3-4 and A10-3 are about the best that can
be found. Coast times must be kept short, as
gliders slow down rapidly as the thrust decays.
As stated above, wing flaps are used by some
designers; held in the up position for boosting
and released as the motor ejects for the glide.
Yet more employ differential flaps for the boost
segment, one fully up, the other half down to
induce a gentle, slow roll. A couple of degrees
of wing incidence make a boostie a little easier
to live with and differential flaps make life
easier still.
Folders
Balkan Cup, Dupnica in Bulgaria 2012. Two S4ABoost Glider folders on the launchers ready to
go, Macedonians Zoran Atanososki & Stanisa
Petrovic get ready.
Nige Bathe (GBR) sets up his Toblerone

Specialthis S4A-Boost Gliders wing swivels
90 degrees and is then rolled up around the
fuselage and becomes a rocket. At the top of the
boost, it all unrolls and becomes a glider again.
In 1980, Cold War developments led to

Russian Sergei Illins novel take on S4-Boost
Glider, evolving a structure that tucked in its
Slinky, thats what a modern S8E/P-RC Rocket

Glider is. This one on its landing approach at the
10th Belgrade Cup, in 2011.
wingtips and pivoted the wing through 90

degrees on the fuselage mount. The wing was
folded and parallel with the fuselage, during
the boost segment of the flight. So the Glider
became a true Rocket when boosting, the
motors ejection charge normally burning
through a thread to release the spring-loaded
wingwhen lots of wing area appeared as
the wing rotated and flipped out its tips for
the glide. These designs are super, but at a
price of being harder to design and build.
Ironically these folders were ousted from
international contests by the ultra-efficient
Rogallo glider, which the Bulgarians
brought to 1980s World Space Modelling
Championships, in the USA. Flexwings
were novel and had not previously been
seen, and consequently were permissible in
competitions. Rogallos were subsequently
reclassified as FAI category S10 and havent
seen the light of day since! Folders have
nudged traditional rigid gliders off the
podium steps in succeeding years.
Modern Russian developments include
the stowing of a folded glider in a normal
rocket tube, boosting to silly altitudes
25
26/11/2014 14:52
Model Rockets
Nuria Crusellas (ESP) prepares her folding wing

S4A-Boost Glider on a high efficiency piston
launcher at the Catalunya Cup, Spain, during 2009.
before spitting it out! These models

resemble commercial Zing Wings,
polystyrene wings that are designed to
fold in half, before being fired upwards by
catapult, springing out their wings as the
velocity decays. Some balsa gliders can be
made to do the same and contemporary
composites too, rolled up and slid inside a
lightweight body tube. The performance is
stellar just a bit too good pretty much
fire and forget because of the questionable
visibility of small, low profile gliders.
Hard to find on the ground too!
Dethermaliser
A big clumsy word, but its in the vocabulary

of all free flight model aircraft enthusiasts.
Gliders get into thermals & up-draughts
and soar away...using a dethermaliser (DT)
is the means to fouling up a gliders trim,
prompting a more rapid return to terra firma.
There are plentiful methods...burning fuses,
tiny clockwork/electronic timers may be
used to tip the tailplane on its mount, drop
a trim-weight from the nose area, or release
a fuselage-mounted, trim-destroying flap.
DTs are sound and should be employed in
every boost. Youll get less building time as
a result!
Rocket Gliders
Rocket gliders are much bigger than Boost

Gliders and are Radio Controlled the
RC nicely controls the CG-CP migration
relationship. RC Rocket Gliders are a
fantastic diversion, exciting and spectacular
too, flying on 40Ns impulse (thats the E
in S8E/P) to a height of 300m (~1000) in
S8E/P-RC Rocket Glider features bigger, more sophisticated designs. Mitja Zgajner (SLO) boosts away at
the 2011 32nd Ljubljana Cup, Slovenia. Check out the snow on those mountains!
10 seconds. Lots more expertise is needed

at every stage; many rocket gliders possess
complex built-up wings, some sheeted over
in balsa, and others are layered up from
contemporary composites. Given the skills
and investment required, Rocket Glider is an
experts only class.
What of the Radio Control needs? Two
or three channel radio is the norm; at the
basic level, rudder (Yaw axis) and elevator
(Pitch axis) control only. Ailerons (Roll axis)
may be controlled by a third channel. RC
gear gets better each year; ultra-lightweight
receivers, servos and power packs available in
the hobby shops. Vee-tails, combining rudder
and elevator functions on the same surfaces,
are often employed and work by electronic

mixing of the servos functions. Some
Rocket Gliders have a spoiler to flop the
glider onto the turf for precision landings.
Decalage re-read the Boost Glider basics,
but RC rocket gliders normally feature a
few degrees of wing incidence. The glider is
able to be trimmed nose-heavy in the boost
segment, with readjustments dialed into the
RC gear for the glide segment. Normally, a
whisker of down-elevator is also programmed
in for the boost segment, keeping the
glider boost very straight. Research with
FAI S8E/P-RC Rocket Glider models has
shown that having the motor tube positioned
between the wing mount and the fuselage
26/11/2014 14:52
flapping in the breeze and the ignition

wires dangling and in danger of fouling the
tailplane as the motor ignites! Small Boost
Gliders need wing support - usually rods set
up parallel with the launch rodalso most
small Boost Gliders usually need launch
lugs too, normally lining up with the motors
thrust line. Big radio controlled Rocket
Gliders have special needs, like a heavy duty
launcher, usually angled upwind, facilitating
better guidance of the glider during the
boost segment. Reliable GSE is vital to the
successful flying of rocket boosted gliders.
Flare out
Nige Bathe and Mike Francies (GBR) at the 34th Ljubjana Cup, in 2012. These S8E/P-RC Rocket Gliders
are at the Formula 1 end of life with extensive use of contemporary composites throughout. Sensational
performance.
Booster roosters are complex. All rocket

boosted gliders need more knowledge in
terms of design, building and flying than
virtually every other kind of model rocket.
Vitally, they form an interface between Space
Modelling and Aeromodelling. As a rocket
flyer the trick is to know someone whos keen
on the latter and lots more expertise will
materialise in a very short time. And youll
avoid coming home with the gliders in kit
form after every flying session!
Weve not covered rear-motored boosties.
They exist, but are more commonly found
in the Americas, than in Europe. The USA
is also keen on canard gliders... that is to
say, models with the tail at the front and
the wings at the back of the fuselage. Over
many decades now, most everything has been
BANG!! ..this is what happens when a model

rocket motor catastrophically fails a Cato to
use the jargon. Pretty rare and the grass was
quickly put out.
boom, with ~3 degrees of thrust inclination

focused through the gliders CG position,
really improves the boost segment.
Traditionally, motors were always mounted
in a nose pod, atop the fuselage, just like a
big boostieeffective, but crude and ugly!
The 1990s saw underslung motor mounts
coming into play and these days the motor
is normally to be found under the wing.
Contemporary composites, like Aramid Kevlar, carbon and glass fibres are common
selections in construction. FAIs contest class
is a duration-based, precision landing event,
the objective being to land on a spot, with a
flight duration of exactly 6 minutes; points
lost for being early or late and for being more
than 1 metre from the landing spot.
Mike Francies, John Jacomb & Nige Bathe (all GBR) put their fleeces to the test at the 2012 34th
Ljubljana Cup, in Slovenia! Note the composite construction S4A-Boost Gliders, the wingtips fold
under and the whole wing slews 90 degrees parallel with the fuselage, becoming rockets for the
boost phase. The wing flips out at apogee and the rockets become gliders.
Ground Support Equipment (GSE)

- The Launchers!
Gliders dont resemble cylindrical rockets

and with the motor placement normally
towards the glider nose, ignition is harder
to arrange, often needing an umbilical
connection. Consequently, simple pad and
rod combinations are not the perfect solution
for launch as they leave the gliders wings
checked out by an enthusiast somewhere, but

the elite gear is always to be found in FAI
competitions around the World.
However, to summarise...Boost Gliders
are where Space Modellers and traditional
free flight Aeromodellers could find common
ground. Rockets and gliders form the perfect
synergy, so give them a go...
27
26/11/2014 14:53
Build Time
BE2C
Andy Sephton has come up with this charming

1/20th scale 22/56cm span electric Free Flight
model, which would easily convert to rubber,
micro RC or small diesel.
THE WORKHORSE OF BRITISH AERIAL RECONNAISSANCE IN WWI
m a sucker for a challenge and this one

came right out of the blue. Would you
like to do a BE2c for AeroModeller?
said our friendly editor during the
July Old Warden meeting. Why
not I replied. I then asked the most stupid
question of the century....why the BE2c?
Andrew responded: Its a 100 years since
the start of WW1 and my cousin, Matthew
Boddington, flys a replica! Youll understand
my embarrassment when you learn that Ive
known Matthew for a number of years and
have even spent time with him looking over
his aircraft.
The first thing I needed was a three-view
drawing of the full-size. A look through my
library solved that with a 1/72 drawing in the

1946 Harleyford publication: Aircraft of the
1914-1918 War. The next was a prototype to
model. It needed to be accessible and easily
researched; the Imperial War Museums
example was chosen which is currently at
Duxford. If you cant get to see the real thing,
there are lots of pictures of it available on the
net, so authentication of your model should
not be an issue.
Andrew requested an easily built model
that would be simple to trim and fly.
Liberties had to be taken to achieve this,
so a flat bottom section was chosen, the
structure was simplified and wing spars were
moved to the surface. To aid trimming, the
elevators have been made as separate units

as has a trim tab on the rudder. The latter
coincides with the colour demarkation on the
original, so it should be unobtrusive in flight.
Notwithstanding, the outline is just about
scale and with the incidences and balance
point shown on the plan, the model looks
right in the air.
Fuselage
I build the two basic sides on top of each

other. Choose hard 1.6mm square balsa
for the longerons and medium balsa for
the rest. Starting with the first side, jig the
construction by using scrap 3mm balsa
pinned along the edge of the drawing and
BE2C BUILD.indd 2
28/11/2014 09:32
Printwood generated with a photocopy and

cellulose thinners.
Construction commenced with the fin and rudder.
The fuselage takes shape. Note the jigging blocks

either side of the longerons.
Tailplane construction. Note the overlong strips

of wood. They were cut to size after the tailplane
had been lifted from the plan.
Wing construction commenced. Note overlong

spars that will be cut to length after lifting from
the plan.
The wing tips can be built up on the wing, or as

separate units; I chose the latter route.
then fix the longeron in place by using more

scrap 3mm. Avoid putting pins through the
fuselage wood. As each piece is cut to length,
cut a similar piece for the second fuselage
side. When the first side is dry, the second is
built immediately on top. The sides will stick
together, but they will be exactly the same.
When the second side is dry, remove both
from the plan and sand the edges to conform
and the outer sides to make them flat.
Carefully split the sides with a razor blade
and you should now have two exactly similar
fuselage sides. Using the jigging blocks, and
making sure the smooth sides are outermost,
fix the two sides in their respective positions
on the plan view. Crosspieces can now be
cut to size and the centre part of the fuselage

constructed.
When dry, remove the basic fuselage from
the plan, crack the longerons just behind the
rear cockpit and join the fuselage at the rear
end. Add the remaining crosspieces. Add the
wing and undercarriage tubes, making them
slightly oversize.
Take a sanding block to the fuselage at this
stage to face off the tubes and ensure all the
sides are flat before adding the upper formers.
When the formers are dry, take a copy of the
paper pattern for the coaming and size it to
your model by selective fitting and trimming.
When satisfied, transfer the result to 0.8mm
balsa and fix it to the model.
When the coaming is dry, fix the motor

plate (B0) to the front end, the block balsa
underneath the nose and sand both to shape.
When shaped, cut the block away forward
of the C2 position, cement parts C2 to both
faces and hollow the removable block to suit
the power source used. Locate with balsa
dowels at the back end and magnets at
the front.
The dummy engine is made with scrap
balsa onto a 0.8mm plywood base. Use 6mm
for the engine blocks, 6mm rounded and
wrapped with cotton for the cylinders, 2mm
rounded for the exhaust collectors and 2.5mm
plastic tube for the exhaust pipe.
Laminate the cover from two pieces of soft
Making a paper pattern for the forward fuselage

sheeting. Note strut positions and cockpit
openings.
Paper pattern on model with struts jury rigged

using hairclips.
View of the basic model without U/C to check

general fit of the parts.
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Build Time
Sheathed wing tubes for lower wing. The wing

root sits proud of the fuselage on the prototype
machine.
Centre section showing sheeting
The flying surfaces have been covered and sprayed with water. They are
seen here jigged to a flat board while they dry off. Similarly do this after
doping when they are touch dry, and leave over night.
0.8mm balsa wrapped around a suitable bottle

(foam-safe accelerator in my case), cut it to
shape (with the aid of a paper template), then
fix in place. The cowl is fixed by the 3 mm
dowels at the rear and magnets at the front.
Fabricate blanks for the centre-section
struts by laminating 0.8mm ply between
strips of 0.8mm balsa. When dry, carve and
sand to section, then cut to length using the
plan as a guide. Cement in place through
the coaming, ensuring that they adhere well
inside the fuselage - hairclips were used as
clamps on the prototype.
For the rear fuselage stringers, cut some
very light 0.8mm balsa into 1.6mm wide
strips. Lay the first down the middle of
the rear fuselage. When dry cement two
more half way between the first and the top
fuselage longeron. Finally, when those are dry
cement four more strips in the gaps between
the other three.
Youll need a built wing centre section for
the next phase. Copy or trace the fuselage side
elevation onto two sheets of card to include
the lower and upper wing dowels. Make holes
at the wing dowel points with a suitable piece
Block balsa cut to shape with a Gentlemans saw
of wire. Then using the card templates as a

jig over the wing dowels on either side of the
fuselage, the centre section can be cemented
into place on the centre section struts.
Bend the rigging Hooks A from .5mm
wire and fix to the centre section struts and
fuselage side (8 hooks in total) using cyano
or epoxy.
Cover the fuselage using your favourite
method - mine is to use light-weight tissue,
dope to stick, water to shrink, then nonshrinking dope to seal.
Finally, I made the cockpit coamings by
sanding a radius onto the end of a sheet of
0.8mm balsa and then cutting a 1.6mm strip
off the end grain. This was then cemented
around the cockpit opening with the radius
outwards. The soft end-grain balsa easily
takes up the shape of the cockpit opening.
When dry, the inner edge can be sanded to a
radius to complete the job
Fin and Tailplane
After covering the top surface of the wing, the

strut tubes are cyanod in place. Then they are
secured by sewing.
Avoid the use of heavy balsa as the structure

will eventually have to be balanced with
weight at the front of the model and the
lighter the tail feathers, the lighter the

required balance weight. After covering, hinge
with diamond shaped tin plate cut (with an
old pair of scissors) from the lid off a baked
bean tin.
Wings and Centre Section
Use med hard balsa for the spars, leading and

trailing edge. Shape the latter before building
and itll make the finishing easier. Use the
lightest wood you can find for the wing tips
and medium balsa for the ribs. Take care
when cutting out the ribs as the thickness at
the rear spars is thin making the ribs weak
at this point - I broke several during the
construction of the model so cutting a few
spares would be a good idea. Take special care
over cutting the holes for the wing tubes as
they set the dihedral - it may make it easier
to cut the holes before cutting out the rib.
The tips can be constructed on the wing, or
separately and added later - your choice.
Note that the root rib on the upper wing
should be set to an angle to match the
dihedral, but this is not necessary on the
lower wing.
BE2C BUILD.indd 8
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Only the Top Right Wing and Low Left

Wing are shown in full. Use overlays of the
short wing root drawings to make the other
panels.
Fit the gussets after removing the wing
from the plan, then sand the wing to shape.
To fit the strut mounting tubes and rigging
Hooks C, cover the top surface only of the
bottom wing and the lower surface only
of the top wing. Cyano the tubes in place
to locate them, then sew them to fix their
position - the sewing thread is hidden in the
wing structure by leaving one wing surface
uncovered. Drill the wing to suit, then cyano
or epoxy the rigging Hooks C in place. Cover
the other wing surfaces, water shrink
and dope.
Undercarriage
Bend the undercarriage wires to the shape

shown on the plan making sure that both
sides are the same. Cut strips of 0.8mm balsa
to suit, then laminate them either side of the

wire. When dry, cut the fairing to length,
then carve and sand to the required section.
The spreader bar is made in a similar way.
The wheels are circles of 3.5mm balsa
sandwiched between discs of 0.8mm ply. The
hub is a short length of 1.6mm tube cyanoed
in place. The covers are card discs, scored
on the inside to represent spoked with holes
punched with a sharpened tubes to represent
the valve opening and the centre of the disc.
The wheels are fixed to the spreader bar with
washers and either a drop of epoxy or solder.
Fix the spreader bar to the U/C by binding
with shearing elastic.
Make up the tail skid by laminating three
strips of 0.8mm balsa over a suitable form.
When dry, carve and sand to section. Build
up a cruciform structure of 1.6mm round
balsa around an upright of 2.4mm round
balsa. A small piece of 0.8mm ply either side
of the upright acts as a mount for the skid,
which can be fixed or hinged on a wire dowel.

If the latter, tension it with a small spring or
rubber band.
Struts and Assembly
Bend the wing struts from 0.5mm wire to the

shape shown on the plan. The lengths will
work out just fine if the centre section was
fixed in the right place on the centre section
struts. If not, youll have to jig the wing and
bend the struts by eye.
Assuming the strut wires are now the
correct length, cover them with laminations
of 0.8mm balsa in a similar way to the
undercarriage. When dry, cut the fairing to
length, then carve and sand to shape.
The wing dowels and tubes should set the
correct dihedral, so it should only be a case
of tying shearing elastic across the strut ends
to hold them in position and using shearing
elastic to add false rigging to the wings. Refer
to pictures of the prototype to work out how
31
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Build Time
This sequence shows the wing centre section jigged into place using card templates and the wing dowels through the wing tubes.
this should be done. Finish the rigging with

Hook B at the fuselage end to allow the
wings to be removed for transit.
Cement the tailplane in place then do the
same with the fin/rudder.
Detail
Adding further detail is optional, but it does

add to the ambiance of the model. Provision
has been made in the structure for control
horns which are also shown on the plan.

However, do keep detail to a minimum as
added weight reduces performance and too
many bits make for a vulnerable model.
Colour
The original model was given a light spray of

light yellow (about 10 parts white to 1 part
yellow), then the roundels and fin flashed
sprayed in red, white and blue and the letters
in black over the top. The front end was

painted dark sea grey.
If you dont have access to a spray system,
consider using car aerosols, or coloured tissue.
Avoid hand painting as its too heavy.
Power Plant
The prototype model was powered by a

brushed motor from a ParkZone Mustang,
a 350MAh LiPo and a KP Electric Flight
The model assembled and ready for test.
The coaming is made by

sanding a curve on the
end of a strip of 100mm
wide 0.8mm balsa. A 1.6mm
strip is then cut from the
end grain and stuck to the
cockpit. When dry, the inner
radius can be sanded in as
shown.
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BE2C BUILD.indd 7
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FREE PLAN No. 500 Free with

AeroModeller 932 January 2015
BE2C BUILD.indd 5
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36 AeroModeller - July/August 2014
BE2C BUILD.indd 6
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The rudder and elevator hinges are snipped

from a ring pull off a baked bean can.
The wheels and their paper covers. Spokes were

made by scoring the inside of the cover, the holes
were cut using a sharpened tube as a punch.
Profiler. There are numerous adequate power

plants on the market, so the final choice has
been left to the individual builder. As luck
would have it, the choice of powerplant fitted
nicely within the cowls and balanced the
model perfectly on the leading edge of the
lower wing, the design C of G position.
had crept into the left wing, so I left it there

to prevent spiraling. In the end, about 80%
power on the motor, slight left rudder and
slight up elevator gave a gentle climbing turn
to the left and a left turning glide.
Initial test flights were carried out on a
blustery day in Lincolnshire at a Model Chat
Fly-In. Several successful flights were carried
out in the lee of some trees.......until the
inevitable happened, the BE ended up in a
tree. The tailplane was damaged on retrieval,
but she will live to fight another day.....
Happy Landings!
Flying
Ready to fly, the prototype weighed in at 75

gm. With the incidences, thrustline and C of
G shown on the plan, the model was not far
of trim. During assembly, a hint of washin
With the motor in place, construction of the

dummy engine commences. The cylinders are
rounded 6mm balsa with thread wound round
and glued in position
Info
ADH Publishing plan to have a Laser Cut

set of parts available for the BE2c it
will certainly make rib production easier!
Watch the AeroModeller online content
www.aeromodeller.com or the next issue
for details.
37
BE2C BUILD.indd 11
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Power Trip
Vmars
Cessna
L-19
goes single channel RC
T
T
he idea was simple. Buy a cheap

ARTF RC model aircraft and
tweak it for rudder-only RC
assist mode and with a trusty
diesel engine in the nose. With
rudder control alone, the model would need
to do a lot more of the flying by itself than
regular multi-RC types with their neutral
stability and good response to control inputs.
And it would need to take a knock or two,
given my very limited RC skills. Its not as
simple as leaving out a few servos, but not all
that difficult either. Our experiment had a
successful outcome, taking a lot less time than
building a model from scratch. You might not
want to go exactly down our path, but some
of the following could be applied to similar
conversions.
The real ARTF bargains (around our neck
of the woods) come from mail order places

with website catalogues. All that falderal
about taking you to the next level and fancy
names for high-tech electronic gadgetry aside,
there were a few likely candidates for our
purpose on various online sites. I went for a
Cessna L-19 Bird Dog (US $53 from www.
hobbyking.com or can be found elsewhere as
the Vmar brand) because;
Traditional balsa/ply construction no
foam for ease of repair/modification
1.25m (49) wingspan is a good size
High wing, cabin layout should be good for
stability
Its not a yellow Piper Cub (theyre too
common)
It was cheaper than the cost of materials
would be if scratch-built
Vmar has been in the game for years and

their models are well engineered, unlike
some ARTFs that seem to be made by toy
companies more focused on churning out
cheap product than something that works well
and lasts in normal use.
Whats in the box?
All of the major components (fuselage,

wings, tails) are neatly packed in the box,
each in its plastic bag, along with more bags
of hardware and small bits. It comes precovered with Vmars polyester film. Colour
and markings are printed on the inner side
of the film, so theyre fuel proof and there
are no decals to apply. Its vivid white/red
colour scheme suggesting dont shoot me
Im one of you guys probably represents
an actual full size Bird Dog that had served
A very complete and highly prefabricated package with nicely done traditional balsa/plywood construction. How can they do it for the price? Colour and markings are on the inside of polyester film
covering, so they wont come off. Sheeted areas needed a going over with iron to properly attach
the film reduces its tendency to pucker up in warm sunlight.
28/11/2014 09:34
-19 Bird Dog

The replacement tailplane frame uses traditional FF
techniques. When finished, it weighed less than half the
original.
Extra wing dihedral enhances spiral stability. Replacement plywood stub-spar/joiner (top)
has greater angle, giving four degrees dihedral per wing panel. Care is needed to ensure
correct thickness and height, so that it is a snug slip fit into the wings. I did not glue it in
place, preferring to be able to store the wing as two halves.
Original pushrods and guide tubes had to go as part of the weight saving
program, and anyway, the rudder pushrod was incorrectly positioned at the
back. Detach clevises & withdraw pushrods. Saw cut through the tubes at the
forward end and slide them out forwards. Job is easier while the rear cabin
glazing is removed.
with the United States Army doing artillery

observation, medivac and other liaison duties.
Scale details include instrument panel and
externally, printed panel lines, door openings
and authentic instructions on what to do if
the right grade of avgas is not available in an
emergency.
Construction is traditional balsa/plywood,
neatly done from laser cut parts and with
just about all of the detail tasks done, aside
from basic assembly and installation of
radio equipment and motor. Theres a
comprehensive assembly manual with lots of
colour photos to guide the owner. Some of it
doesnt match the model, as a few details on
the actual model have been improved since
the manual was printed. One obvious fault is
Has AeroModeller lost its senses

with an electric ARTF? Not
when Maris Dislers alters it for
diesel power and radio assist.
Wire hooks for the swing-wing mounting method. All hooks are bent
from 0.8mm dia. (21 SWG) piano wire. Lower hooks pass through drilled
holes either side of the fuselage former in centre of cabin, then secured
with epoxy. Upper hook slides into aluminium tubes glued into wing
trailing edges. Rubber bands will form a triangle between all three,
holding the back of the wing down and pulling it forwards, so that the
front dowel pins stay engaged in flight. Wing is free to swing backwards
from a hard landing or hitting an obstruction.
the rudder pushrod exiting

below the tailplane instead of on top. The
rudder stops at the elevator hinge line, so the
builder is left to sort that - more on that later.
The Bird Dog is intended for four function
RC with electric motor system, although
Vmar suggest that an IC engine can be used.
The instructions do not cover IC engine
installation.
Sizing it up
I first checked component weights, wing area

etc. Weights were as follows;
Fuselage
Tail surfaces
Wings/struts
171g
57g
178g
Undercarriage/wheels
Hardware/pilot
SUB TOTAL
32g
30g
468g
PAW 80 diesel/prop
Receiver/servo/battery
83g
50g
TOTAL: 601g (21.2 oz)

Wing area is two square feet, giving
approximate wing loading of 10.6 oz/sq ft or
33g/sq dm. Thats a reasonable loading for a
sport model, but the next light thermal would
not whisk away this Bird Dog, especially given
its rather thin semi-symmetrical wing section.
I figured my PAW 80 Classic would have
enough power for the job, could be set to just
39
28/11/2014 09:35
Power Trip
Rudder servo is in place, with closed-loop hook-up to the rudder. Long

aluminium crimp tubes can be given an S-bend to tighten the loop or adjust
rudder position. Wing retaining band hooks installed through former sides.
Also note the rear cabin glazing now follows the increased V-angle of the
wing saddle accommodates extra dihedral and allows wing to swing back.
the right amount of thrust and fitted quite well

within the vac-formed cowl.
It was then a simple matter of temporarily
piecing things together to assess how it would
balance. Not good. The PAW is a good deal
lighter than the specified electric motor and
forward located LiPO battery. The Bird Dog
would end up quite tail heavy and the prospect
of 80g or more nose weight was not appealing.
Id need to add lightness to the tail end as
part of the conversion.
The incidence meter showed the front
fuselage former to be at 4 degrees downthrust
relative to the wing and tailplane, both at
zero degrees.
Fibreglass reinforced Sellotape across the underside of wing prevents

trailing centre from opening up. Note the installed wing retaining hook.
Also hooks for attaching lower ends of wing lift struts. Make them an easy
sliding fit into the 5/16 aluminium tubing glued across fuselage at the strut
mounting locations. Rubber bands stretched inside the tube between the
two hooks hold struts in place while flying.
Re-engineering for its new role
Conversion involved these key changes;

Improve longitudinal stability by changing
wing/tail incidence, more engine down thrust
Improve spiral stability by increasing
wing dihedral
Revise wing mounting method to reduce
likelihood of damage from a rough landing
There was also deciding on how to mount
the diesel engine and tackling the heavy
tail end.
The tail surfaces are simple balsa sheet
affairs with lightening holes and inset
chordwise plywood stiffeners -standard RC
stuff. The tailplane alone weighed 40g about
the same as needed to be removed to achieve

balance. I made a balsa replacement using
laminated outlines for the curved parts, 4.5mm
square LE and spars, and 1.5mm sheet riblets.
Id hoped to retrieve the covering film for reuse,
but part of the colour stayed on the wood as
it was removed. So I used polyester tissue on
the new tailplane. Two coats of thinned dope
and red spray enamel from a hardware shop
rattle-can. The new tailplane with elevators
attached by strips of aluminium sheet weighed
19g. I didnt want to lose the artwork on the
fin/rudder, so needed to reduce weight at the
tail elsewhere. A simple wire skid replaced the
steerable tail wheel assembly and out came the
With a bit of translucency and the diesels head just poking through the cowling, one can see
this isnt yet another ready to fly electric foamie. Undercarriage fairings enhance the models
good looks. I cut them from 0.4mm styrene sheet, then folded around the wire undercarriage
leg and glued at the back with plastic model cement.
28/11/2014 09:35
rudder and elevator pushrods and guide tubes,

to be replaced by a closed-loop system to the
rudder servo. Total weight reduction was 46g,
right on target.
Increasing wing dihedral was simply a
matter of making a new plywood stub-spar
joiner with four degrees angle on each side.
This fits snugly into the two wing halves. Lift
strut attachment points are a little inboard
from standard, but no change is needed at the
wing end. A pin through each wing tip locked
the ailerons in place, leaving the option of
resetting their position for trimming. It was
not needed.
Standard wing attachment is via two
forward-facing dowels at the leading edge
engaging holes in the plywood fuselage former,
and two retaining screws through the trailing
edge. Lift struts are screwed to wing and
fuselage. Thats fine for nice landings under
full control, but I went for a swing-wing
setup with rubber bands that allowed the
wings to be knocked back without damage.
Rubber bands between the centre cabin
fuselage former and a wire hook near the wing
trailing edge replace the rear screws. Rubber
bands through a 7/16 aluminium tube glued
across the lower fuselage engage hooks at the
lower lift-strut ends, allowing them to pop out
in a hard landing. The accompanying photos
show more detail.
I also needed to modify the fuselages wing
mounting saddle for the extra dihedral and to
allow the wing to swing freely backwards. The
rear cabin glazing came off without damage,
allowing me to increase the saddles V angle
fore and aft. Glazing was re-attached with
Formula 560 canopy glue.
It is not practical to build in wing incidence
on this model, so I achieved a measure of
decalage by putting around 5mm up elevator
trim into the tailplane.
Engine mounting began by gluing a 2.5mm
plywood firewall to the front former. The best
engine orientation was side-winder, which
allows easy access to compression screw and
needle valve, with less risk of flooding than an
inverted setup. I could afford a bit of weight up
front, so opted for a commercial radial engine
mount and a basswood block to put the
crankshaft/propeller in the correct
position. The block is angled
slightly increasing down
thrust to a total of six
degrees and one degree
of right thrust. These
angles worked well, with
minimal trim change
between powered flight
and glide. I added a
stout basswood keel piece
to support the cowl in a
nose-over and to provide a
forward mounting point for
ballast (if needed). Despite this,
the cowl was damaged on its first test
glide. I repaired and reinforced it inside with a
layer of medium weight glass cloth and epoxy.
No damage since I should have done that
from the beginning.
PAW Classic
80 has exhaust
manifold and
rubber extension
tube fitted. So
unlike the rain in
Spain, exhaust
oil is mainly NOT
on this plane.
Extra keel piece
supports vacformed cowl in a
nose-over. Cowl
needed glass
cloth and epoxy
reinforcement to
prevent splitting.
Final drilling of
cowl mounting
screw holes is
done once the
engine is in place
ensures neat
alignment.
Two #32 rubber bands are attached between the

fuselage hooks. Then the front wing retaining
pins are engaged and the bands attached to the
hook on wing. Use a fairly sturdy wire hook with
handle for that operation.
With the model upside down, attach the two #10

bands to one wing lift strut hook. Using a long
wire hook, draw the rubber bands through the
fuselage tube and capture with a toothpick or
similar device. Then slip them onto the hook of
the other lift strut & make sure that both hooks
are in the tube. Model is small enough to be
assembled at home and transported in a mid-size
car to the flying field.
Into the air
Subsequent flights confirmed the Bird Dog

is a stable, easy to fly model, quite capable
of looking after itself if set into a gentle
left-hand circling pattern. I like the balance
between pilot input and allowing the model
to respond to the surrounding air. Not as pure
as free flight, but without the constant pilot
domination so typical of full function RC
flying. Response to rudder control is fine
under power, but quite slow when gliding.
Ill experiment with more throw (currently
8mm at full deflection) once Ive become more
familiar with it. Anyway, airspeed is nice and
slow, so theres no real hurry. As expected,
the Bird Dog is no soarer, but glide is more
than adequate for safe landings. There seems
nothing else to change other than perhaps
replacing the existing 2.3mm diameter wire
undercarriage with thicker 3mm wire, to avoid
constant rebending after landings. That can
easily be done, by removing the two retaining
screws and withdrawing the undercarriage
from its mounting box. The Vmar Cessna Bird
Dog is not the perfect RC assist sport scale
model, but considering the price and effort
needed, it will do a fine job.
Hand glides were good with the estimated

elevator pre-set angle, but the model was prone
to stalling under power without the damaged
9g cowling. Don had a job feeding in turn to
reduce lift/stalling and get the model
down in the blustery conditions,
but it was a promising start.
The PAW was tuned to
turn the Master Airscrew
8x4 propeller at a bit less
than 8,000 RPM. Any
engine capable of that or
10,000 RPM with a 7x4
propeller would work
just as well.
With the repaired
cowl in place (now
weighing 11g) and the
30g battery pack mounted
behind the firewall, the CG was
at 30% wing chord right where the
instructions indicated. So the homework and
modifications succeeded -no ballast needed
and final weight at an acceptable 590g
(20.8 oz).
41
28/11/2014 09:35
Speed CL Model Build
BUILDING A
SPORT JET MODEL

If you have been following Dick Harts previous articles on fettling the HobbyKing
pulse jet youll be itching to build something for it!
his plane is the ideal model for

your first venture into Sport Jet.
It may not be quite as fast as the
sidewinder layout but you will
find it easy to fly and the model
can be flown without a dolly. In addition
your jet engine is better protected from
bumpy landings being mounted on top of the
fuselage. The design goes way back, many
variations having been flown over the years.
Mike Coutts had the first two line Sport Jet
version I saw at Dayton in about 2003 but I
measured up Bill Capinjolas 2004 example
for this kit. I have built four of these models
since then and although the dimensions
remain the same, the design has evolved to
make the model simpler to fly. Details for
obtaining the kit from me are at the end of
the article.
Necessary Control Line

Experience
I always thought that the heritage of pulse

jets had been built around simple models,
inexpensive engines and readily available fuel

(petrol). Now the HobbyKing Red Head is
available at an amazingly low price it seems
that building a straightforward model that
will fly at 125mph plus without the need for
exotic materials or fuel is once again within
the grasp of the regular modeller. That said
it is probably best undertaken by those who
have recent control line experience. I am 65
years old and whilst my 28 year old son is a
better and much fitter pilot than me, I can
easily manage a Sport Jet. However I do
practice with a Brodak Electric Super Clown
on 48 ft. lines pretty much every week I am
in California. Not as fast and doesnt pull
anywhere near as hard but I make 16 flights
on a weekend just to keep in the swing
of things.
The pull of a Sport Jet is firm but not
overpowering and although it takes a good
bit of arm to get the model airborne, once
flying it will groove pretty well. Because there
is no prop wash over the elevator the response
is sluggish so it can take a bit of control
anticipation to keep the model from climbing

upwind and diving downwind. When the
engine cuts, probably after 10 laps or so, the
model will again need some arm to get it to
land rather than arrive.
I will also say that most of my flying
experience with pulse jets has been with
methanol based fuels, as mandated by US
flying rules using 80% methanol and 20%
nitromethane.
Building
So lets build the model. The kit contents are

shown in Photo 1 and it contains all of the
essentials. You will also need some 1/8 (3mm)
ply and some balsa scrap to make the tank
fairing. This version will have a removable
tank and a monowheel undercarriage. Being
able to remove the tank will allow you to
shim it or change the pick-up tube location
to reduce the amount of fuel left in the tank
when the engine quits. The monowheel will
allow you to launch the plane without a dolly.
Mark the wing as shown in Photo 2 and
SPORT JET.indd 2
28/11/2014 09:36
10
sand it to shape. Do not sand the centre

section of the underside because thats where
it will be glued to the top of the fuselage.
The hole for the bellcrank is in the inboard
wing panel. You are not building a supersonic
fighter so when you sand the symmetrical
section, have a nice rounded leading edge and
dont make the trailing edge too thin, it just
weakens it.
Mark the tailplane (stabilizer) as shown
in Photo 2 and cut out the elevator (inboard
only). Score the centre with a v notch and
crack it to form the dihedral Photo 3 (25mm
under one tip). Just push the tailplane half
way into the notch in the fuselage and
carefully superglue the protruding part of
the joint Photo 4. Remove the tailplane
from the fuselage and complete gluing the
joint. Use 50mm wing joining glass tape or
similar to reinforce the centre of the tailplane,
covering a little more of the inboard panel
than the outboard to add reinforcement to
the area where the elevator has been cut out.
Use polyester or epoxy resin, just enough to
wet out the glass Photo 5. Once set sand the
tailplane and round off all edges. Ease the slot
11
12
for the tailplane to take the extra thickness

of the glass reinforcement by paring back the
upper slot for the forward two thirds only. It
is important to glass the centre of the tail as
otherwise the landing shock can break the
tailplane off right at the fuselage join.
There are several ways of making the
elevator, you can use the piece of ply you cut
out, sand it and sew it to the tailplane. For
this model I have used a piece of 0.036 (20
SWG, 0.9mm) Aluminium alloy sheet for
the elevator and joined it using a method that
has been around pulse jet circles for ages. I
straightened a giant paper clip and used it as
the material to make the staples to hinge the
elevator having marked and drilled as shown.
Make the joints on the underside, solder
and cover with a blob of five minute epoxy;
Photos 6 & 7.
Check the tank for leaks and trim the
tank recess in the fuselage until the tank is
snug but removable. Using a piece of 1/8inch
(3mm) birch ply or lite ply (not supplied),
mark out and cut the lower and upper tank
fairing pieces Photo 8. The rear spacer is 24
by 19. With the tank in situ tack the lower
13
fairing in place with superglue, remove the

tank and complete the gluing of the joint.
Add the rear spacer and the upper fairing
triangle. Make sure you leave a generous gap
to allow the tank to be removed easily. Fill
in the rear with 3/16 in (5mm) balsa. Glue
a fairing block (not supplied) to the front of
the tank with 30 minute epoxy. I used a piece
of thin polythene sheet to protect the lower
fairing and the fuselage whilst the epoxy set
to make sure the block only stuck to the front
of the tank. Sand the front block to shape;
Photo 9. Solder a couple of angle brackets to
the tank so it can be screwed in place, make
sure the rear bracket is not too far back or it
may be covered by the wing; Photo 10.
The monowheel attaches just ahead of the
front engine mount; Photo 11. I used 1/8
inch piano wire (10SWG). The peg is 10mm,
the leg is 35mm long and the axle is 15mm.
I made the retaining strap from 1/2 inch
(12mm) stainless banding strip, you could
also use a piece of jubilee clip (hose clip) or a
proprietary plastic clip; Photo 12. The 2 inch
(50mm) wheel is from Glenn Lee in the US,
you can also get a black rubber wheel from
43
SPORT JET.indd 3
28/11/2014 09:36
Speed CL Model Build
14
17
15
18
Marc Warwashana. Failing that use a regular

(not lightweight) RC 2 inch wheel.(Glen
Lees wheel will only fit 1/8 inch wire and
cannot be drilled out). The completed wheel
is shown in photo 13.
Make a 3/32 inch (12SWG, 2.6mm) piano
wire skid 50 mm long with 10mm pegs and
drill the rear locating hole close to the rear of
the fuselage flat. Glue in place with slow set
epoxy; Photo 14.
Form the two engine mounts from the
stainless banding material. The hole markings
are for guidance only, the HobbyKing pipes
vary a bit. Measure carefully before bending
the second lug, the front mount must be tight
but the rear pipe mount needs to be loose
(1/16 in, 1.5mm gap) to allow for expansion
when the pipe heats up. Drill the mounting
holes and do a trial assembly. Whilst the
front strap attaches one lug either side of
the mounting block; Photo 15, the tailpipe
mount is supposed to have both lugs on the
inboard side with the mount outboard. Use
washers front and back. I recommend that
you orient the engine with the plug straight
up; it is easier to get the leads on and off. It
is also possible to file a round recess into the
20
16
19
front of the front strap maybe one third of the

strap width so that the engine can be moved
forward slightly if necessary when adjusting
flying characteristics.
Push the tailplane into its slot, fit the tank
and wheel, and loosely assemble the bellcrank
to the inboard wing panel. With the engine
in position such that the front strap is lined
up with the front edge of the combustion
chamber use a 3/4 inch (20mm) piece of
foam pushed between the tailpipe and the
wing to hold the wing in place. Start with
the leading edge about 250mm behind the
fuel feed and move the wing until the model
balances half way between the bellcrank pivot
bolt and the leading edge. If you are going to
finish the model heavy then move the wing
so it balances nearer the leading edge. Mark
the wing location and disassemble the wing,
elevator, bellcrank, engine and mounts, tank
and wheel assembly. My example balanced
at 245mm from the rear of the fuel feed pipe
or 105mm from the back edge of the front
engine mount; Photos 16 & 17.
Round off all of the fuselage corners with
the exception of the area where the wing is
to be glued. Using 30 minute epoxy, glue the
tailplane and wing in position. Once dry,

dowel the wing to the fuselage using 1/4 inch
(6mm) wooden dowels; Photo 18. I use the
regular dowels from a DIY store. Glue the
dowels in place with 30 minute epoxy and
trim flush when set.
Finish the model your favourite way. It
doesnt really need it but if you want to use
glass and finishing epoxy try to add as little
weight as possible. I have previously finished
models with spray cans from the DIY store
and also brushed on and rubbed down
finishing epoxy. Whatever you fancy really.
Just make sure that the tank will still fit easily.
Photos 19 & 20 show the model ready
for finishing.
The line guide is designed so it will fit on
the wing tip either way around. Enlarge the
guide holes to 3mm or so. Both lines will go
through the same hole and thus depending
upon which way round the guide is fitted
there are four possible line rake positions.
This is important for trimming the model for
best speed and also to empty the tank. File a
flat on the wing tip to take the guide and drill
the first hole 12 mm from the leading edge.
Attach the guide with the bolts and captive
nuts supplied; epoxy the captive nut in place.
Make a couple of small wing tip skids from
3/32 piano wire and use 30 minute epoxy to
glue them in place. These will stop the wing
tips from being worn away on landing.
A word about bellcranks and lines. The
bellcrank supplied has rotating buttons, it is
essential that these rotate freely and that the
through bolt is properly supported top and
bottom. I glue oversize washers in place. This
is not because the flying pull is immense but
because the pull test is significant and you
dont want to have the bellcrank mount pulled
out by repeated hefty pull tests. The model
should be flown on 0.022 inch (9 Music Wire
Gauge, 0.56mm) ASTMS 322 piano wire,
(not stainless and not stranded wires). Bind
SPORT JET.indd 4
28/11/2014 09:36
the loops with copper wire and soft solder

but leave about 1/4inch (6mm) unsoldered
at each end of the wrap which should be
epoxied. This will help to dissipate stress and
reduce the chance of a failure at the end of
the solder. Use a single loop at the model end
but use a double loop with a ferrule at the
handle end. Line length is 17.69M for UK
competition and 60 ft. for US competition.
Flying the Sport Jet
My son Matthew and I test flew this example

at the October speed meeting at Whittier
Narrows in Los Angeles. The HobbyKing
Red Head was set up as per my recent
articles in AeroModeller (issues 930 and
931). We used the US standard jet fuel of
20% Nitromethane and 80% Methanol on
a 66 thou metering jet. The engine started
first puff and flew as if on rails. As we were
test flying between rounds we did not get
a properly timed speed but it was in the
130mph range which is respectable for this
type of model and the prevailing weather.
As for fuel quantity, always take off with
a full tank to prevent flame out through fuel
surge. The tank on this model is not that big

and on methanol/nitro is good for 8-10 laps.
On petrol it is good for 12-14laps. Always
release the model as soon as it starts once the
leads have been disconnected. Be ready to
step back to keep the lines tight if necessary.
Plan ahead for safe operation of your model
and follow the instructions from the engine
manufacturer. Have a bucket of water or a fire
extinguisher on hand. Make sure the starting
crew have practiced. During practice starts
the engine can be stopped by pinching the
fuel line connection - best to do that within 5
to 10 seconds to prevent over-heating.
Make no mistake, Pulse Jets are very
noisy! You need to make sure that wherever
you choose to fly there are no restrictions or
prohibitions, that it is safe and you will not
create a nuisance. The best place to fly the
model in the UK has to be at Barton (near
Manchester), as a member of the Barton
club. The circle there has a cage and there
are control line enthusiasts on hand to help
and advise. Otherwise, there are several
speed competitions each year including the
Nationals where jets can be flown. In the US
Info
The kit is available from me at US$100 or

60 pounds sterling plus shipping. Contact;
Dick Hart, Upper Stepford House,
Stepford Road, Dumfries, DG2 0JP, UK.
britintexas@netscape.com
Wheels are available from Marc
Warwashana, 11577 North Shore Drive,
Whitmore Lake, MI 48189-9124, USA.
whellieman@gmail.com
there are a number of locations where pulse

jets can be flown; these days I fly with a group
of speed enthusiasts at Whittier Narrows,
close to LA in California. There are also clubs
in New Zealand and Australia where pulse
jets are flown.
Wherever you are, the key is to prepare
well, fly safely and not to create a nuisance.
Sport Jets are a whole lot of fun, flying them
is just a huge adrenalin rush which I hope I
have inspired you to share.
Original Cartoon in August 1950 AeroModeller!
45
SPORT JET.indd 5
28/11/2014 09:36
FF Scale
The Morane N uncovered. The tailplane

outline is 1/16 aluminium Andy will give
construction details in future articles.
DO GET YOUR
KNICKERS IN A TWIST!
Andy Hewitt asks Why on earth bother with rubber power when we have all this
technology at our fingertips? Photos by Ellie Hewitt and Bob Fletcher.
SCALE RUBBER.indd 2
28/11/2014 09:37
My crude winder and

stooge, no frills here. The
stooge is fantastic at finding
stones when you try to push
it into an airfield.
Andy prepares to wind the
Morane at this years Nats tube already in place in the
fuselage. (Photo Andrew
Boddington)
Fokker EV big and little

- what you can do on an
enlarging photocopier!
I
I
have always had a soft spot for rubber

powered aircraft. There is something
very pure and simple about twisting
some rubber in order to propel a scale
model across the sky that appeals to
me above all other forms of propulsion. I do
enjoy diesel powered models, but not cleaning
them. As for electric and all its paraphernalia
and language barriers associated with
translating word-smithery into something
useful life is too short. Wind it and bung it
(there is more to trimming than that, which
will be looked at later) is much better; for me
simplicity is beauty.
I started successful modelling with the
charming Andrew Moorhouse series of P-nut
kits in the late seventies, which I consider
still today amongst the best laid out plans
and completeness of instructions ever put
into a small kit. Each kit detailed building,
covering, carving the propeller and applying
the markings. All I had to do was follow the
instructions and they flew enough to hook
me for life, just a hand full of seconds was
enough. I still have some kits hidden away
for inspiration. The only down side is that
my eye sight struggles with the tiny writing
now! Through lots of flying of these designs
I developed just about all of my present
trimming skills, which have served me
well. In recent years I have been developing
larger scale rubber models for the BMFA
scale competitions and had considerable
success and lots of enjoyment flying this
type of model. I would now like to pass on
my experiences to others, with the current
growing surge of interest in this class. It is a
simple class and the rewards for a good flying

model are most satisfyingwhen it all works.
We are at present bereft of flying sites,
so this often makes flying engine powered
models out of reach except for official
competitions, but a large rubber model can
be flown anywhere with the space of a cricket
pitch or park, no noise, no danger, no fuss.
You can just use hand cranked turns for
a couple of circuits in your park on a fine
evening and all the problems of the world are
lost, just for a little while.
A well-trimmed rubber model can fly
very nearly as well as an electric or diesel
powered model and can be just as detailed;
they do not need to be gossamer renditions
or particularly light weight. Another reason
that I like a good rubber scale model is that it
is all totally your own work. The only bit that
I cannot make is the thrust bearing. In the

instant gratification world of aeromodelling
that we now inhabit, I like to take part in a
sport where you are rewarded for your own
endeavours; there are not many of those left
in modelling!
Size matters
It is my experience that larger models fly

far better than smaller ones. A larger model
will be smoother, look for all the world more
impressive and scale like. Small models can be
built to a very high standard and score higher
on static scale marks (if your fingers and eye
sight permit), but your total competition score
is 50 % flying and smaller models are blown
about and upset by the slightest discharge.
The greater vulnerability to the conditions
makes them less consistent for scale flight
Gee Bee R1, any model can be made to fly! This

did fly very fast and was great fun to sort out;
this was a free plan in the old AeroModeller.
47
SCALE RUBBER.indd 3
28/11/2014 09:37
FF Scale
1/8th Scale Fokker EIII 48inch span, a great flyer although very touchy on tail setting. 4 times Nationals Champion.
I wish I had set the elevators! 2012 Nationals with the 1/8th Scale Morane Type N; 4 times
Nationals Champion.
scores. Smaller models when flown outdoors

are also usually flying too fast and flitting
around like a house fly; the judges eyes are
looking for faults, so why give them the
opportunity? I also find it easier to trim larger
models, with separate scale elevators and
rudder on stiff hinges; settings are straight
forward and easy to check prior to flying.
On a more practical point they are easier to
mend when things go wrong, not requiring
key-hole surgery to mend, especially during a
competition.
I suspect that most modellers build the

smaller models because they are either indoor
modellers (sticking with what they know),
using a hopefully dual purpose model, or
are limited by the availability of commercial
plastic propellers - which are completely
inadequate for our requirements. Large
propellers are critical to success, enabling
the power of the motor to be transmitted
to moving a large volume of slow moving
air; rather than spinning a small propeller
at high revolutions which gives large losses
of efficiency. As an analogy, it would be like

trying to pull some train carriages out of a
station with a moped, rather than a steam
engine. There is no need to worry about
making propellers; there have been many
excellent articles recently by John ODonnell
in AeroModeller on design and manufacture
and I will detail my simple methods in a
later article.
As a general guide for size, I would not
build a model smaller than 30 inches span,
including bi-planes. For a suitable wing
loading guide you go easily up to 6 ounces per
square foot and still have a good performing
model, remembering that for British
competition rules we only need to achieve
20 seconds, but aim more for a minute to get
an unhurried scale flight. Achieving a good
height is desirable to gain the transition to
glide and landing approach marks.
One warning to budding builders is that
the larger models are vulnerable to clumsy
handling and trimming. If you are not very
methodical in your approach, you could wreck
your model; there is a lot of energy in these
models (and weight), so they can easily be
damaged in a crash.
Basic flying equipment
To operate and fly the larger models you will

need a winding stooge to hammer into the
ground, or a helper with some nerve to hold
the model. You will also need a meaty winder;
I use an old hand powered drill, with a bent
hook in the end. You could spend lots of
money on a posh winder, which counts and
measures torque and if someone would like to
donate one I would be very grateful, but this
level of equipment is not required for scale
SCALE RUBBER.indd 4
28/11/2014 09:37
modelling. For winding a big rubber motor

you must always use a winding tube to protect
your model. A broken wound motor (or more
likely the motor slipping off the winding
hook) would destroy your fuselage. The only
real down side to winding larger rubber
motors (12 to 16 strands of flat or similar
cross section), are the beads of sweat that
form on your brow as you finish winding and
have to handle the angry twisted Anaconda
as you put your propeller assembly on. If you
get it wrong it can make a lot of noise or
potentially throw you over a nearby hedge.
For a 14 ounce model I use a 14 strand motor
about 22 inches long and normally put on
650 turns, which will give about 40 seconds of
power on a large 16inch propeller.
Choosing a subject
I think that nearly any subject can be made to

fly well, but some survive the trimming stages
better than others! I am guilty of building
difficult (daft) subjects. I build them because
I like them, which is important, keeping
the enthusiasm during the several weeks of
construction, but I would not recommend
that you follow my designs unless you are
confident in your trimming abilities - you
have been warned!
I like early or quirky aircraft, ones with
character. I do not look for good traditional
subjects with long noses and big tails. For me
the challenge is to build and fly something
difficult, to push the boundaries. It makes
winning much more satisfying. All my larger
models to date have been bereft of dihedral
and had tiny tail feathers (under 10% of
the wing area). My first was an 1/8 scale
Fokker EIII monoplane which flew very
well provided the all moving tail surfaces

were precisely set each flight (which I always
forgot to do). Not learning from the tricky
all moving tail scenario I then built a 1/8
scale Morane type N, which also flys very
convincingly and has won many competitions
to date. All moving small tails are sensitive;
I use a card jig to check & set the surfaces
before (nearly!) every flight. The wings are
on wire dowels which flex a little giving a
tiny amount of dihedral. The only good thing
going for these two subjects is a short nose,
which gives very good stall recovery
when properly trimmed (a
forward C of G, 20-25% helps
also). The down side is that to
achieve this, they both have
nearly 4 ounces of church
roof in the nose and spinner!
Their flying weight is 12
14 ounces, by no means
light. Being early aircraft
they have simple structures
which are easily reproduced and
so can be built very accurately and
efficiently (minimum amount of wood).
The static scores are thus very good; it is
easy to put all the scale detail on a large scale
simple subject thus getting good scores. They
also have bags of character. (My building
techniques will be detailed in other articles.)
What I hope I have demonstrated with
these two successful designs, is that you can
build just about any aircraft you like, but
you must have the will and be prepared to
break them in competition if you want to
win a place. There are many better subjects,
that would fly better, hold their trim better
and be simpler to build to a higher standard,
but nobody has built suitably big models to

challenge my subjects vulnerabilities. For
example a big Piper Cub would stuff them
on the flying and static, especially the flying
in British summer conditions (normally
dreadful).
This year I built a twice size Veron Fokker
D8 to enter into the BMFA kit scale event
at the Free Flight Nationals. The only
modification made to the basic design was
correcting the outline, putting scale size
wheels on and taking the dihedral off and
giving it the correct wing section. The
end result is a very practical model,
no effort was made to build a
light model, the wood is hard
timber and even the fuselage
is silk on tissue covered (like
a diesel model) to prevent
damage to the hand painted
lozenges (I was bored so
painted them all). It turned out
at 37 inches span and 12 ounces
weight, so goes like a rocket with
a good rate of climb; it has proved
itself nearly bomb proof so far and is good
fun to fly.
So a good start, if you fancy a big scale
rubber model, would be to enlarge one of
the Veron or Keil Kraft designs, correct the
outline shapes, beef up the structure and
have some fun. I will detail the Fokker D8
in another article to help you on your way. I
have already doubled the Veron Camel plan
and intend to build that also.
I hope I may have got you interested in
larger outdoor rubber scale models, since
they are very good fun to fly and look very
impressive in the air.
Morane and Fokker nose to nose, both have the same power and weight, the Fokker has greater duration, but does not win on looks.
49
SCALE RUBBER.indd 5
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Engine Sales
Gildings Model Aero

Engines Auction
8th November 2014
T
T
he annual Gildings engine

auction in Market Harborough
is a magnet for aeromodellers
who like the smell of diesel,
the crackle of a sparkie or the
purr of a glow engine you will rarely find
an electric motor here! At this the 16th year
of the Aero Engine sale, we were treated to
over 600 auction lots, and this attracted 170
registered bidders. Each years sale has its
own character depending on the engines put
Will Gilding is the latest member of the Gilding family to take the stand at the Aero Engines Auction.
Andrew Boddington visits the annual auction

and fails to keep his wallet in his pocket!
Four Aces radial engine from 1966. A

rare unit built around four Cox Medallion
engines geared together. 170
forward, and this is often the reflection of a

lifetimes passion for collecting and using by
individual enthusiasts.
can fetch over 200, while poor tired engines

with broken lugs will only fetch 10s. Good
condition volume Sparkies, such as those
Something for Everybody

This year I would characterise the selection of
engines as a good, diverse mix. In comparison
with the last sale there were fewer largecapacity multi-cylinder handmade engines,
but many more small engines, including
a good selection of diesels of under 0.5cc.
Whatever your particular engine interest
I think you would probably have found at
least a handful of lots to attract your bidding.
As we have yet to see an Aeromodelling
Museum in the UK (we await the BMFAs
deliberations with interest), coming to
Gildings is one of the best ways of seeing the
history of the model IC aero engine brought
together in one place for a short time.
My general observations of the day were
that quality and scarcity will still attract the
best price. This is most easily seen in the
spark ignition petrol engines, where rare
vintage British engines in good condition
Original Stentor 6, series 2 Spark ignition engine

nicely (but not overly) refurbished in a reproduction
box. 130
produced by O&R (Ohlsson & Rice) of the

USA, can be had for 40 or 50, which to
my mind represents excellent value. I hope
we will see more people flying these lovely
characterful petrol engines in 2015.
All prices quoted in this article are the
p50-52 Engine sales.indd 50
26/11/2014 15:21
Plenty of interesting engines available, even at the end of the sale.
hammer price observed by me at the sale.

The actual price paid by the buyer needs an
additional 18% adding for buyers premium
(including VAT). The full list of prices
obtained is available from the Results page of
the Gildings website at www.gildings.co.uk
The accompanying photos pick-out some of
the most interesting lots.
Not just Aero Model Engines

There were a higher proportion of marine/
water-cooled engines this year. Typically
they fetch slightly less than their air-cooled
relations (where they exist), but bidding was
still good. There were various ED marine
engines (Hunter, Comp Special, Otter and
Viking) that went for under 100. I wonder
how many of these will stay as they are, or
will be stripped down to provide spares for
the aero version? An Oliver Tiger Major
3.5cc marine diesel went for 260. Of the
seven Taplin Twin diesels in the auction (both
8cc and 15cc variants), five were marine, one
The engine specialists enjoy what they do! Left

Toby Collis, and right Dick Roberts work with the
Gildings sta to make sure the engines are correctly described and displayed.
was an air-cooled original at 310, and one was

a near new 15cc Arne Hende air-cooled replica
which reached the highest price of the Taplin
Twins at 350. There was also a new in box
Taplin Baker Hydro-Jet which achieved well
A good selection of diesels illustrates the mix to be seen on the day.
over its estimate at 150. Other marine twins

included the small production run Westbury
Seagull 10cc in-line twin - displayed on a
wooden base it made 440.
Selling by Auction
There are various reasons for preferring
buying and selling engines at a real
auction compared with the online
alternative. For families wanting to sell
the engines of a deceased aeromodeller,
it is an easier option to let Gildings do
all the hard work of cataloguing, marketing
and selling the engines. Yes, there is a price
to pay (sellers premium) for this service, but
anyone who has managed multiple listings
on eBay will know how time consuming this
can be particularly the final packing and
posting. As a buyer it is definitely preferable
to see the engine close up before deciding to
buy, and this you can only do at an auction
house. There are also plenty of knowledgeable
people around on both the viewing and
sales day if you are unsure about a particular
engines pedigree or provenance. Chief
among those people are Dick Roberts and
Toby Collis who spend many hours before
hand cataloguing items, and then are active
on the day preparing and displaying the lots
being bid on. I know many people would like
their hard work acknowledged, and one day
Toby may even win an engine he bids on!
More than all this, an auction such as
Gildings is a great day out! Certainly this
sale is a fitting end to the year when most of
the outdoor flying season has finished; the
chance to catch up with many old friends. Im
pleased to say that Gildings had increased
the number of seats this year, so more of us
could sit down during what is around a 7
hour day.
And as for me? I was both a seller and
buyer! I could not resist buying a few diesels
The JPS Airstar

2.15cc. This very rare
diesel has the compression altered via an
eccentric crankshaft
housing. Keen bidding
saw this make 290.
in various sizes up to 3.2cc. My smallest was

a Schlosser 0.25cc which had been used and
was seized solid. Ive been following Maris
Dislers article in AeroModeller 928 for
freeing up old engines, but have yet to get to
the point of running it. Fingers crossed it will
be OK, but I knew what I was bidding on!
Soon afterwards, Nigel Monk contacted me
about the Gildings Auction. I thank him for
letting me publish some of his thoughts here.
This was my first Gildings engine auction. I
counted around 100 seats and there were ten or
This Frog 100 Mk1 Stovepipe diesel was complete

with original Frog prop (aerodynamically little better
than a stick of rock!) and box. It made 160.
51
26/11/2014 15:21
Engine Sales
The Schlosser 0.5cc was
new in box and went for
200. It is ballraced and
has an exhaust collector
so would probably make
very little noise if it is
ever run.
The Aerol Gremlin

2cc diesel was the
forerunner to the
Eln series of engines. Made 120.
MEC 1.2cc diesel a short production

run diesel which is rarely seen. 150
One of the many replicas of the

Dyno. This one by Pfeer and at a
reduced capacity of 0.6cc. 80
A collection of small diesels at the

beginning of the auction were a
temptation to your editor!
twenty standing behind the filled rows. One chap I

sat next to was telling me which of the well known
collectors were in the room, and those who were
absent. I didnt get his name but I hope I persuaded
him to try a copy of the new AeroModeller and he is
reading this - I enjoyed our chat thanks.
I believe each year has had its own flavour and
perhaps it has evolved away from the rarer items
towards featuring more workaday engines. Andrew
stated last year
that the 2013
sale featured
just two Mills
this year there
were at least
64, including
all versions,
variants,
conditions,
replicas and sizes.
A good number
of Banks and
BMP 3.5cc was in very good
other miniatures
condition. The mounting lugs/
fetched excellent
strengthening web are instantly
recognisable with the tradevalues from the
mark lightening holes. 180
Plenty of Spark Ignition Petrol engines. The more common engines such as O&R
can be found at a reasonable price why not give a Sparkies a go in 2015?
collectors. Genuine and copies - working engines fetched similar prices to other sources, when you add
in buyers premium and VAT.
We should be most grateful to Dick Roberts and
Toby Collis who organised the whole thing. I know
Dick won a nice Wankel for himself and I feel slightly
ashamed to have bid against him and won a Holland
Hornet; I promise I will let him have first refusal if I
ever need to sell.
Personally, I won 35 small diesel engines in 16
lots for just under 800 including buyers premium
and VAT. (Im fairly certain Mrs M. will never read
this, dear.) Some are for spares only, others were in
lots with engines I wanted; the unwanted will go on
eBay to defray costs.
You can judge for yourselves whether the prices
realised represent bargains or madness from the
Gildings website. One or two lots fell into either
camp but most were fairly predictable. Highlights
of the day undoubtedly included the Siedel 14
cylinder two row radial at 4700 inclusive, sold to a
telephone bidder.
I made time to visit on the preview day specifically
to check big end wear on engines of interest, to avoid
those lots because replacing them is such a pain and
Toby Collis holds up the immaculate Bugle Mk1

2.5cc diesel complete with multi-function valve and
wooden box. This went for 650. I wonder whether
it will ever thrill again to the smell of diesel fuel?
would wipe out any chance of coming out ahead. To

me at least, other bidders hadnt checked as closely as I
had since values were no lower that I could tell.
So how does it compare to buying from eBay? ...
Would it be easier and less risky to pay the higher
prices on eBay for good examples of the engines
you want, from the comfort of your den, with the
protection of online buying, and save the time and
effort visiting the auction (twice)? Probably - you
can buy my spares if you like. Would it be as much
fun? No chance!! See you next year? Ill be there.
26/11/2014 15:21
Traditional Kit Manufacturer
U-Build Models are GO!!

New rubber and glider designs are still kitted by this UK manufacturer.
P
P
ossibly the best-kept secret of

the free-flight world is U-build
Models with its golden age range
of traditional balsa print-wood
kit favourites like the Beech
Musketeer, Cessna, Beagle Pup and other
character-worthy light aircraft. Technically
unique is the rubber-powered twin-rotor
Belvedere and single-rotor Robinson R22
helicopters, not to mention the genuine skirtinflating rubber-powered Skimaire hovercraft.
Two nice gliders are also available, the Czech
Blanik and the American gull-winged RS1
Zanonia. All are available by mail order. The
real big kit is the Lockheed Super-Electra,
which comes as a double-box kit, including
three A1 sized build-plan sheets to really
focus ones mind. This twin-engine beauty is
provided as rubber-powered, but cries-out for
mini-electric conversion; either FF or RC.
Alan Kirtley is the kit designer and
proprietor of U-Build Models, but before it
came into existence he was a flying instructor
for the Faulkes Flying Foundation, a youth
flying charity. This charity would train
youngsters from the age of eleven to fly in
full-size gliders as a flight experience for
school and scout groups, but also provided
residential courses leading to a solo if
training continued with an established
Gliding Club. A requirement for students
to develop a wider understanding of aircraft
structures, stresses, and forces, the obvious
learning medium was to build a balsa-wood
model. Alan tried to purchase balsa kits from
various sources, but even when available, kits
were not meeting his educational and flying
requirements. Then the penny dropped!
Im a designer, a pilot, an engineer; why
not produce my own? A balsa kit called
the Kestrel was put into production by
Alan, consisting of only eight ribs and with
a sheeted fuselage. It was simple to build,
strong, light, and flew well. The flying
charity no longer exists but the Kestrel model
was the spark which gave rise to the later
sophisticated kits of U-Build Models.
When Alan designs for U-Build Models,
he is mindful of an article many years ago
in AeroModeller magazine. The write-up
covered a fun-flying day where a rubberpowered Messerschmitt 109 with scale
proportions required so much nose weight
slapped on to balance it, that it was then
too heavy to fly well. Alan adopts a standard
design policy for successful flight geometry
of his rubber-powered free-flight kit models.
Firstly a no fuss monoplane aircraft type
is selected for its character interest, and its
outline profile is digitally drawn out using
Alan Kirtley of U-Build

Mo
Seen here with the unc dels regularly has a stand at Old Warden
model events.
overed Rescue 2.
Computer Aided Design (CAD). In plan

view (as seen from above), the line of the
wing main-spar is a convenient boundary
where the aircraft is literally shortened by a
fifth behind the wing main-spar using the
CAD scaling command, and conversely,
the remaining craft ahead of the mainspar is lengthened by a fifth. This radically
re-proportions the craft but still maintains
its fairline characteristics, and with very
little additional weight the craft may be
balanced for flight. Other tricks also come
into play such as increasing the wing-chord
while reducing its span. Alan refers to this
re-proportioning as impressionist scale.
This then gives the outline profile of the
model; the structural development and
component layout of the silk-screen for
printing the sheet balsa follows using CAD.
Each kit employs the same well-considered
construction technique, where the fuselage is
laid to plan as two separate half structures
for accuracy, and then brought together
as one.
Technical readers will no-doubt have a few
questions about how the rubber-powered
helicopters work. The twin-rotor Belvedere
arose from a challenge to produce a rubberpowered Chinook type helicopter. The
rotors of the real Chinook rotate in opposite
directions so that the torque-reaction
generated by the spinning rotors is cancelledout. Well, the models rotors are driven by
flexible piano-wire through curved-upward
nylon tubes from a central multi-strand

rubber motor, but both rotate in the same
direction. So the problem still remains
- how to eliminate the torque reaction
from the rotors? After testing it was found
that with eleven degrees included-angle
between the rotational axis of the rotors,
the partial sideways thrust from the rotors
then eliminated their own torque reaction.
Alan says of his Belvedere design, that this is
THE most complex of the rubber-powered
free-flight kits and should be considered as a
constructional indulgence.
The single-rotor Robinson R22 helicopter,
unlike the Belvedere, is probably the simplest
of all the rubber-powered kits in the range. It
has no tail-rotor to eliminate that evil torque
reaction, but a transparent acetate disc which
looks like a rotating tail-rotor is actually a
rudder and compensates for the torque. But,
what prevents the helicopter from being
rolled over by the off-centre lift generated on
the advancing side of the rotor? Answer; a
balance wand projecting diagonally forward
and to one side from the helicopter nose.
This year has seen the aerodynamic
development and release of the lifting body
model Rescue 2, loosely based on the
Thunderbirds 2 aircraft, and testing continues
on a new kit for 2015, the NASA Space
Shuttle. For more information take a look at
the website www.u-buildmodels.com or write
for a free brochure to U-Build Models, 4 Vale
Cottages. HP4 1RG.
53
U BUILD.indd 3
28/11/2014 09:37
Free Flight Suppliers
Where can I buy
Mike Evatt turns the spotlight on shopping for FF competiti
hese days it is not just a case

of going into your local model
shop and expecting to buy free
flight models over the counter.
Although a number of free flight
sport, scale and vintage model kits may be
found there it is difficult to find state of the
art competition models whether they are RTF,
kits or plans.
The abandonment of the builder of
the model rule both domestically and
internationally, together with the internet, have
changed the way we can obtain our models and
components and indeed what we can obtain.
Life also has become busier and if one wants to
keep flying then buy and fly can be the only
viable option.
It should be remembered that, generally
speaking, the suppliers will be keen
aeromodellers as well as excellent flyers.
For this article well focus on suppliers who
maintain websites, but remember many smaller
niche suppliers do not, and only operate by
email and perhaps telephone.
UK Based Supplier
One of the most comprehensive suppliers in

the UK for the construction basics of free flight
model aircraft is Free Flight Supplies at
www.freeflightsupplies.co.uk . This enterprise

is run by Mike Woodhouse and is usually
my first port of call when needing those hard
to find bits and pieces. As Mike says on his
web pages, you will find a wealth of materials,
equipment, tools, plans and ideas that will help
you in your journey through the world of free
flight. There are a couple of dozen categories
and it would take far too long to even scratch
the surface of his stock. I leave it to you to
delve deeper and so I will just concentrate on
Lightweight Covering and High
Tech Materials.
Lightweight Covering encompasses: Esaki
tissue and silk, Modelspan tissue, condenser
tissue, polyester tissue (Polyspan in the
USA), Mylar covering material/foil in clear
and aluminised from 1 micron to 15 micron
thickness, Solarfilm Products (Airspan and
Lightspan), as well as OS Film just 0.5
microns thick for covering indoor models.
The list of High Tech Material is even
more impressive. Not only does he stock basic
materials such as Carbon, Glass and Kevlar
cloth in various weights but also unidirectional
carbon sheet in various thickness for cap strips
and trailing edges. There is also ready cut
trailing edge stock and various motor tubes and
rear booms for most models you could imagine.
International RTF Winners
In terms of buying a finished RTF model, the

pre-eminent supplier website has to be that of
the Andriukov/Kulakovsky F1B Rubber fame.
Between them they have probably won more
international competitions than anyone else.
Whether it be RTF F1B models in various
spans and with Electronic/Mechanical Timers,
propeller assemblies or a kit of parts this is
the shop for it! www.andriukov.com is the
URL. Not only do they sell their products but
they fly them and win! Their latest Simplicity
3 electronic timer is very special. They also
have some excellent graphics on their website
covering the basic adjustments of their aircraft.
This is of course the safe starting point but
much has to be done on top to achieve seven
minutes in a flyoff! Their products are not
cheap but they are top class. Many of us have
found these models beautifully built and
exciting to fly.
If you are even vaguely interested in
F1C I/C Power, then you must visit Artem
Babenkos website at artembabenko.com . This
site typifies the top end of F1C equipment.
Not only are folders shown but also the Fora
range of geared and non-geared engines
together with electronic timer options. These
models and engines are not for the faint-
FF SUPPLIER.indd 2
28/11/2014 09:38
uy one of those?
mpetition models and components.

hearted. Talk to current F1C flyers and watch
them in action before jumping in!
Electric Duration
If Electric Power is your bag then you may

be interested in E-36 offerings. E-36 is an
exciting class to fly even if you dont fly serious
competitions. The model that is making the
headlines is Super Pearl by Don DeLoach.
If you visit the Pearlwebsite at www.
pearlfreeflight.com you will quickly realise
that the Super Pearl E-36 is just the latest
design of a classic series. The brainchild of free
flight designer/competitor Bill J. Chenault of
Dallas, Texas, the Pearl series began in 1971
with the famous Mini Pearl 1/2A for Cox Tee
Dee .049/.051. The design requirements were
simple: Chenault wanted a model that was as
easy to build as it was to trim and fly, with a
minimum of complications. The rest is history!
The one thing that is needed when flying
free flight duration is a reliable timer whether
it is for determining the motor run or the
length of the dethermaliser actuation. There
are many different types for different classes
but it is well worth looking at Texas Timers
at www.texastimers.com The Texas Timers
eMAX is a game-changing timer for Electric
FF. It is ultra-light and slim, run and DT times
are easily adjusted in the field, and it accepts

the popular Ken Bauer radio DT as an option.
eMAX is certainly the best, most feature-laden
timer currently on the market for E-36. Most
of their range are mechanical devices and are
ultra-reliable and robust.
Glider Supplies
W-Hobby at w-hobby.com has quite a range

of F1A gliders on offer from the standard
classic version through LDA equipped models
to state of the art flappers.
It is fair to say that LDA (Low Drag
Airfoil) models are pretty much mainstream
today. What used to be just a fly-off glider
is now becoming a regular rounds model
and so has to be able to fly in any conditions
including low/high wind and high turbulence.
The traditional long LDA variant is extremely
difficult to control in mid-day turbulent air
and many flyers still prefer to use conventional
models without being able to take advantage of
extra launch height that LDA would offer. The
new trend however is to build and fly shorter
LDA models with hybrid airfoil and now
W-Hobby has one in their range.
The F1A Superba Electronic Flapper has
Makarov-type wings and airfoil and is built
using the latest technology. All carbon parts
are manufactured using the highest quality

heat-curing epoxy resin for extraordinary
strength and dimensional stability. Plastic
hinges are used to attach the wing flaps to the
main panel and remain operational even under
high load during acceleration. The Flapper
fuselage is based on standard W-Hobby
electronic fuselage with specially designed
advanced wing control device.
Not forgetting Tan Super Sport

rubber
It would be remiss of me if in this initial

trawl of major suppliers I missed out FAI
Supplies. This company has done more than
most to keep rubber powered models flying.
The ownership of the company has changed
over the years from Ed Dolby to John Clapp
and now Charlie Jones. This is the home of
Tan Super Sport contest grade rubber! These
days there is no other manufacturer, and year
on year their product appears to get more
consistent in its performance, at least according
to my test results. www.faimodelsupply.com is
the URL of their operation where you will find
many other delights including some interesting
vintage kits.
55
FF SUPPLIER.indd 3
28/11/2014 09:38
www.aeromo
Es
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&
HINTS
TIPS
GADGET REVIEW
Many of you have asked about reintroducing the reader generated pages
of Gadget Review in AeroModeller so
well give it a go on an occasional basis.
If youve have a technique or device that
you have tried (no theoreticals please!),
send it in to editor@aeromodeller.com for
consideration and the glory of seeing
your name in AeroModeller. Please
include high quality digital photos and/or
a very clear drawing to illustrate.
Battery powered IC Engine?! A
small fuel tank for RC or CL, by
Allan Voyce
Shown is the fuel tank I made for a Sharkface.

As you can see, the tank started life as a 9V
battery case, and is quick & easy to make for .5
to .75cc engines. The fuel pipe is on the side, as
there wasn't enough room to have the pipe at
the front without kinking the fuel line. I made
my first tank like this in 1969 for a free-flight
Frog 45, and have made variations for control
line too.
Any 9V battery with a steel metal case can
be used. Some of the more expensive batteries
GADGET REVIEW.indd 2
use a stainless steel case, which

can't be soldered. Make sure
the battery hasn't leaked, if
it has, it should be discarded.
Two reasons for this, one the
chemicals can burn skin, and
the tin coating inside the case
will be damaged. Use only
batteries that are completely
discharged.
I remove the base first using
a small screwdriver & moving
it along while twisting it
between the folded over case
& the base, which opens out
the case end & releases the
base cover. This is best done
working downwards with the
screwdriver, on the workbench
top to prevent a screwdriver
wound in your hand. The
batteries and terminal cover can
then be removed from the case
& discarded in the correct way
for the relative country. Using
the base plate as a template,
make 2 metal plates from a
tin can (not the painted type)
slightly oversize so they can be
lodged in the casing. Decide
where the pipes are to go, and
drill the holes. I use a 3mm
drill for 1/8 pipe, so they will
stay in position when soldering

(or use one of those extra hand
stands with the crocodile clips).
Using sandpaper, remove
the paint from all areas that are
to be soldered, including the
folded seam that runs down
one side of the case, as this will
be soldered as well to make sure
it won't leak.
Solder the plate in the end
of the case that is still folded
over first, then the fill and vent
pipes. This sequence is in case
a small pipe is dropped inside
the tank. The other end is then
fitted & soldered, using a thin
screwdriver or piece of spring
wire through the feed pipe
hole (whether it's in an end,
or on the side) to position it.
The feed pipe is then fitted &
the tank tested for leaks (the
usual way under water). I use
a 75W soldering iron & acid
core solder. Resin core solder
is fine, except sometimes the
resin sticks before the solder,
and has to be cleaned off & the
area re-soldered. Flush the tank
with a little fuel before using to
remove any debris.
02/12/2014 12:47
A couple of useful techniques from Martin Dilly

1) SPRING WINDERS
Theres often a need for a tension or compression spring, for example to move an auto-rudder; making them is a lot easier than trying to
find the right sort and then paying for it.
A square Z-shaped piece of piano wire or knitting needle of the right diameter is bent as shown in the photo to form the core mandrel.
Use a thin cut-off wheel or a silicon carbide separating disk to produce a notch in one end of this, wide enough to take the diameter of the
spring wire and 2-4mm deep. Usual advice regarding safety specs applies, as a bit of flying disc in the eye is not really what you need. Fold
a piece of alloy or steel sheet round the Z piece and squeeze it closed in a vice so as to form a partial tube for the Z piece to rotate in.
In use clamp this in a vice so it can be turned. Bend a small angled hook in one end of the spring wire and locate this in the notch. Adjust
so the wire is against the partial tube. Holding the wire tight, maybe with a pair of gloves, start to turn the handle and the spring will
form. Holding the wire so the turns are touching will produce a tension spring, and feeding it to leave a gap will give you a compression
spring. The finished item will spring to a slightly larger diameter than the mandrel.
Its worth producing this gadget in several different diameters. I have them from 2mm to 3.5mm.
2) GUSSET
CUTTING JIG
This consists of a piece of

Perspex, thickness immaterial,
cut and sanded smooth and
square to give a right angle
at one end. Glue a strip of
1/16 square spruce at an
angle to give the right shaped
gusset; not all may need to
be 45 ones, so make several
jigs, say 45 and 60/30. In
use, first cut a length of
balsa the right width for the
gusset; remember the grain
will need to be parallel to
the hypotenuse. Lay the jig
on the wood, make the first
cut and then slide the jig so
the second cut gives a gusset
of the right size. Repeat this
cutting on alternate edges of
the jig till you have enough
gussets.
A takeaway FF fuel tank to prevent flyaways,

by Maris Dislers
A cheap FF fuel tank can made from a mini soy sauce bottle, as supplied
with Asian takeaway meals (at least they are in Australia). It is a
straightforward job to insert a piece of metal tubing at the head end, make
a small fill hole at the tail, and to retain the tank with a thick rubber band
around the models nose. See the photo for the DC Dart & tank which were
cobbled onto my REP monoplane. (Always store the tank emptied of fuel
and do not leave the converted soy bottle where it might be confused with
food items Editor).
59
GADGET REVIEW.indd 3
28/11/2014 09:41
Control Line Scale
IN SCALE CIRCLES
Bernard Seale looks at aspects of CL scale building and ying.
Crank that Bell
My last article in AeroModeller 929 covered

choosing which plan or kit to build your
scale masterpiece from. What other decisions
are there before you make a start? If you are
building from a dedicated CL kit or plan, the
bellcrank mounting method and position are
already worked out for you, as is the centre
of gravity (CG) position. If however you are
converting an RC kit, building from an RC
plan or even drawing up your own plans, then
these items will need to be worked out.
Firstly you need to know where the CG
is going to be. RC kits/plans will usually
have this marked. If not marked or when
building from my own plans I usually try to
make it about 25% of the average wing chord.
The bellcrank pivot point should be slightly
behind the CG, say half an inch (12mm).
This will partly ensure that the model will try
to slightly pull out of the circle, thus keeping
the lines tight, assuming of course that there
is no engine thrust line or rudder offset into
the circle. If it is in front of the CG there is
the chance that the lines will slacken. A useful
site for further CG information is www.
f4bscale.co.uk set up by Mike Chapman,
several times winner of CL Scale at the
British National Championships.
There has long been debate about where
the position of the bellcrank should be in a
CL model. It has been suggested that it can
be anywhere and that it is the position of
the lead-out guide that is important. Mike
Chapman has suggested that the bellcrank
pivot should be as noted above and that the
lead-out guide should be on a line at right
angles to the centre-line of the fuselage

in plan view, taken from the rear lead-out
position. This seems to work well enough for
him, so who am I to argue. Some CL fliers
use a guide for each line, and I would suggest
having a little rake back on the front line.
Bellcrank Mounting
Once again, if building from a dedicated

CL plan or kit, this is already sorted for you.
However, if converting from an RC plan or
kit, or building from your own drawings,
some thought has to be given as to how the
bellcrank is to be mounted. The plate on
which the bellcrank is mounted should be
good quality plywood, 3mm (1/8) thick
at least, and epoxied to strong fuselage
longerons. Because of the forces pulling on
the port side of the fuselage I usually add a
1.5mm (1/16) reinforcing plywood plate
doubler, or in the case of a curved fuselage
I use two layers of 0.8mm (1/32) plywood
which can be curved to the shape of the
fuselage side.
What Sort of Bellcrank?
Most of the commercial available bellcranks,

whether 3-line balanced systems or
standard 2-line are of at least1.5mm (1/16)
aluminium. I have used up to 3mm (1/8)
thick on some of my larger models. My
preferred choice these days is to use 3mm
paxolin bellcranks with a ball race pressed
into the pivot point to give smooth rotation,
with 100mm between the lead-out positions.
Because I use nylon-covered wire fishing trace
for lines, insulated for passing electric power/
The Paxolin bellcrank that I

use, with pressed in ball bearing for
smooth operation.
signals down the lines, any wear or break

down of the insulation will not be affected by
the non-conductive paxolin. I must add that
I no longer use 3-line systems for throttle
control, now relying on converted servo
testers or multi-channel systems for extra
functions. There is at present discussion with
the BMFA Scale Technical Committee about
whether 2.4 GHz radio equipment can be
used to operate functions other than elevator
control in CL models.
Improving Scale Participation My Own Opinion
Certain classes of aeromodelling competition

have seen a reduction in the number of
entries over the years and some have closed
down completely. Now, I do not believe the
philosophy that we cannot have competition
in schools because we would have losers
holds water. Life is a competition! You
only have to look at the GB successes in
various sports over the last few years to see
how the dedication of competitors and the
organisations behind them with suitable
funding can bring results and this includes
some classes in aeromodelling.
Aeromodelling was for me, and probably
for most of us, a hobby to enjoy without
the pressures of competition but then
again, where competition exists there are
Ronnie Tribes Lockheed S3 Viking on its maiden flight at Damyns Hall Airfield. Andy Housden photo.
IN SCALE CIRCLES.indd 2
28/11/2014 09:43
Alan Denhams pulse jet powered Junkers Ju EF 126 Jabo. Alan Denham photos.
some of us that have to push that little bit

harder and get involved; so it happened
to me. The trouble is, competition breeds
developments and complications designed to
improve performance, and some of us find
that we cannot keep up with these advances
and therefore fall by the wayside as far as
competition entries are concerned. This
certainly happened with the original Carrier
Deck class. It was not until Andy Housden
introduced a much more basic class in the
1990s, allowing profile fuselages and banning
tuned pipes and flaps, that there was a real
resurgence in interest which has continued
over the years.
So as far as I am concerned, anything that
makes CL Scale easier to get involved with
for everyone is worth considering. What do
you think?
Over to You the Readers
Over the years this column has generated

letters, photographs and news of models
from some of you, for which I have been very
grateful; only writing about my own models
would bore you to tears. After the May/
June issue of AeroModeller was published I
received a letter, drawings and photographs
from Alan Denham of Romford, Essex. Alan,
now 82 years old, recounts his early modelling
career, including some of the failures. Then
he says,
In the following years I progressed through
all the aspects of aeromodelling but always

gravitated back to control-line, in fact my first
CL model was a Phantom Mite powered by my
first engine, a Mills.75, back in 1947.
The model in the photos is my 32 span Junkers
Ju EF 126 Jabo, scratch built from a 3-view
I found in a library book, which I laboriously
traced (I wasnt into mutilating library books to
retain information). The scale of the model was
dictated by the size of the BMS pulse jet (which I
got from the USA) which turned out to be 1/8th
the size of the Argus pulse jet (V1flying bomb
motor, which was to power the Jabo) so that set
the scale of the model.
It was completed about 17 years ago but never
flown to be perfectly honest I chickened out after
remembering (and still shuddering at) a white
knuckle experience I had with a second-hand
Red-head Dynajet in a Joe Fallow design back
in1952 when I was stationed at RAF Tangmere.
It will probably seem perverse to build a model
that you will be nervous about flying, but you
know how it is; you get a fixation on a particular
aircraft and just have to build a model of it! It
now resides as an interesting ornament.
For various health reasons Alan is now an
armchair modeller, but also occupies himself
with refurbishment of his models and keeping
his engines in good order, and of course still
reads AeroModeller magazine. Alan sent
me some small drawings and copies of his
research, and I would be happy to copy and
supply them upon receipt of an A4 SAE.
Ronnie Tribes EDF powered Lockheed S3 Viking, still to be finished after its
maiden flight at Damyns Hall Airfield. Andy Housden photo.
CL Scale Events
There have been several CL Scale meetings

over 2014, usually combined with CL Carrier
Deck competitions. For now Ill look back to
the start of the season; on April 13th an early
meeting took place at Damyns Hall Airfield,
near Upminster in Essex, courtesy of the
COSMO aeromodelling club.
With the relatively small number of scale
models present the event was more of a fly-in
rather than an out and out competition. As
ever, brothers Peter and Ronnie Tribe had
brought along several interesting models.
Ronnie had a Messerschmitt Me 262, EDF
powered, which always flies well. Ronnie also
had a new model, not yet painted and with
the large cockpit area covered for protection,
which he wanted to test fly before applying
the final finish. This is a Lockheed S3 Viking,
another twin EDF powered model. The test
flight did indeed prove that this is a viable
model. Peter flew his clipped-wing Piper
Cub to good effect in the scale circle, before
moving over to the Carrier circle.
Finally
If you have any questions or you wish to

make a contribution to the topic of CL Scale,
you can get in touch with me at 42, Tower
Street, Heathfield, East Sussex, TN21 8PB,
telephone 01435-863856 or 07749-044508
(mobile), email bernseale@btinternet.com
Peter Tribes Piper Cub in flight at Damyns Hall Airfield.

Andy Housden photo.
61
IN SCALE CIRCLES.indd 3
02/12/2014 12:48
Event report
OLD WARDEN HAT

TRICK FOR 2014!
Another of the marvellous
small scale models by Peter
Iliffe. This is his OD electric
Fokker D7.
Could the Festival of Flight on 2728th September match the earlier

2014 Shuttleworth Collection
events? Report by Andrew
Boddington with help from Andy
Brough and Wes Denton.
Previously Ivan Taylor

had always flown his
FW190 model without
landing gear, but this
was losing him marks
during static judging.
He decided to try
with UC, but trim and
aerodynamic changes
meant that it was
not turning, and the
magnetic Old Warden
trees did their usual job!
he Old Warden Aerodrome is not the

largest of sites for Free Flight flying, so
the weather has an undue effect on the
success of events there. This was the
final ModelAir event of 2014 and the
weather gods smiled again making it three in a row for
great weekends of model flying.
As the name suggests the Festival of Flight covers
a diversity of FF, CL and RC flying activities, and is
well supported by the model retail trade; you would
have to visit both the FF and Power British Nationals
to see a range of flying that included Combat, CL
Speed, CL Aerobatics, Vintage Rubber and Scale.
Low key competitive events took place all weekend,
with the life and designs of Vic Smeed being
celebrated on the Sunday. More intense rivalry
p62-64 OLD WARDEN.indd 2
28/11/2014 09:52
Belair Kits had their wide range of laser cut kits on

show. Leon Cole is shown with the enlarged to 60
span Vic Smeed Popsie.
Andrew Bird with father Peter were having

loads of fun with a 5.99 RTF foam F18 from
Tooleys, with a Rapier motor on top this quick
conversion flew very well, with metallised stickytape to protect the foam. It may not be a scale
engine position but helps to give a better thrust
line and prevents hand burning.
Bruce Dobson with his Vintage Combat models. This is

Bruces first season back in Combat after 37 years away.
He was thoroughly enjoying the nostalgia and the return to
competition flying.
Left: Brian
Jenkins (right),
winner of the SC
Spot Landing
Competition, is
presented with
the Vic Smeed
Memorial Trophy
by Doug Wass.
(Photo Jane
Denton)
Above and below: Electric Control Line

Tempest of John Philips has 2.4Ghz radio
for engine control and variable rudder
offset depending on speed. This was
originally an RC design that John has
converted to CL.
Steve Wackett was the winner of the

Keil Trophy, seen here with his son also
called Steve and their Madcap.
Above: Andrew Housden kindly donated

the Mills Trophy for models powered
by original Mills engines. From the
Left: David Finch with Veron Stunter,
Andrew Housden, Roger Dexter with MA
Austerity, and Jack Law with his Ion.
Above: This Piaggio C.7 Italian Schneider

Trophy design was being flown by Malcolm
Allen. The original had hydroplanes instead of
floats, a waterscrew provide initial propulsion
and the airscrew was only engaged once the
racer was planing on the water. The model
looks delightful, but the hydroplanes have a
tendency to break off.
Far left: Ron Johnson was back again with his
SAAB EDF. Having successfully flown it at the
previous Old Warden he is now completing
the markings.
63
28/11/2014 09:52
Event report
Ivan Taylors FW190.
The display area with Vic

Smeed designs in the
foreground, with Mills
Trophy entrants behind.
Ali Machinchy was selling some of the excess

vintage kits from his huge collection, but still found
time to fly his FF Carina (biplane Cardinal).
could be found on the Sunday in the corner

of the field, with a good turnout for the
Vintage Combat.
A single-channel spot-landing competition
was organised by SAM 35 for Vic Smeeds
models. Interest is increasing for this event;
there were 15 entries this time and an
audience. The winner was Brian Jenkins
flying a Mills 0.75 powered Tomboy, landing
5.4 metres from the spot and winning an
AeroModeller subscription donated by ADH
Publishing. Second was Kenny Hurst flying
an MP Jet powered Tomboy, 6.4 metres from
the spot.
In the spirit of the old AeroModeller
days at Old Warden, SAM 35 presented a
trophy for the model that best exemplifies
the character of the meetings held there. Of
course the chosen model is only what takes
the judges fancy, and this year it fell to Andy
Brough to select the winner of the Eddie
Keil Trophy. This went to a FF Vic Smeed
Madcap being flown endlessly through the
afternoon in lazy circles. Steve Wackett had
built the model some time ago and fitted
Winners and Judges of the Phantom Mite

Authenticity competition. From the left, Tony
Johnson, Brian Lever, David Kinsella and Colin
Shepherd.
his old ED Bee Mk1, and the Madcap was

launched by his son also called Steve.
There was also the competition for the Mills
Trophy presented and judged by Andrew
Housden. This was a concours event for
models powered by original UK Mills. Roger
Dextor was the winner with his Model
Aircraft published Austerity FF duration
model (MA50), designed by John Chinn.
The engine was an original Mills 1.3 Mk1
that Roger received as a birthday present
when he was 14 in 1946. His father ordered
it from the Model Shop in Southampton
Row, Holborn in London for 5 5s 6d.
He also has the original Mills propeller
which has probably survived because it is
so inefficient! Second place went to David
Finch with his Veron Stunter, an all sheet
biplane (a bit of a misnomer as it doesnt
really stunt!) with Mills 1.3 Mk1. Third was
Jack Law and his Performance Kits Ion with
a Mills 75. Next year Andrew Housden is
considering running a similar event for Frog
powered models.
An authenticity concours competition
Matt Cordwell had a different approach to

Electric Motor control - digital signals from a
servo controller in the handle are sent down the
insulated lines. Currently just throttle control but
Matt is planning to have other scale functions
such as bomb drop and flaps. His current model is
a semiscale F18 constructed from Correx.
was an interesting innovation for models

of the Keil Kraft Phantom Mite. Static
marks were given for accuracy against the
late 1940s kit plan, marks being given for
original style of spinner, wooden wheels etc.
and this was followed by further marks for
flying. The judges were a very dapper Brian
Lever and David Kinsella, with a new in
box Rivers Silver Arrow with Sir Stirling
Moss autograph, and a Trafalgar book as the
prizes. Tony Johnson and Colin Shepherd
tied for first place.
I thoroughly enjoyed my time at Old
Warden, meeting friends old and new, and
even finding time to fly a couple of Vics
designs. Make sure you put 2015s Old
Warden dates in your diary and get building
your Ebenezer www.modelair.info:
16-17 May
25-26 July
26-27 September
Mayfly, including Ron

Moulton and Ebenezer
Fun-Fly
Scale Weekend
Festival of Flight
28/11/2014 09:52
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30/05/2013 10:04
30/05/2013 15:23
10:04
26/11/2014
Tail End Charlie

An Exceptional 2014 -Can 2015 possibly be any better?
es, The Festival of Flight at Old

Warden was once again wonderful.
Ive no idea who has influence and
with which god, but once again the
weather was absolutely outstanding as
was
was the flying, the company and everything else.
It was great to see the legendary camaraderie of
the Control Liners and Free Flighters mirrored
on the RC flight line as well; an example being
Ali Machinchy junior spending a considerable
time helping another modeller who was having
difficulties with his vintage job.
The Machinchy family were out in force with
Dad selling off loads of his personal collection of
vintage kits in the trade area (duplicates Im sure)
and Ali juniors son Zavier showing his skills on
the RC flight line. Not to be outdone, 10 year
old Rory Tooley was out demonstrating his skills
on an almost identical Hangar 9 Extra and a
multicopter. Great to see these youngsters getting
into model flying now how do we coax them
into the building side as well?
Control Line Sans Frontiers
I wasnt going to mention SBMAC in this edition

as you might get fed up with hearing about them
(if you are, please send me tales of your club in the
good old days). But when a club mate is on the
podium at the Wings of Portugal International
you cant ignore it. So, congratulations to John
Mealing on third place in Vintage Speed at the
recent event in Santarm.
Elsewhere in Europe, Paul in France is
building traditional models down in the sunny
south. I was particularly taken with his Apache
combat model which is a refreshing change from
the Supermongers, Squigs and the like seen
on our flying fields being roughly traditional
aeroplane shaped! I see that it is also a multinational project built by a Brit in France to an
Italian plan and powered by a good old PAW.
When I saw the photographs of the finished
model and asked why he had the engine the
wrong way round he pointed out that placing it
in the normal position with the cylinder head to
the outside of the circle would need a longer nose
to allow for the fuel pipe to exit the tank. The
model already carried a substantial tail weight. As
it flies very well who am I to argue with that?
Still, my question stirred Pauls grey cells and
he tells me he has fitted a shorter tank and the

motor is now in the normal orientation.
Tail End Charlie Double Trouble!
Many of you will know that there are just two

Lancasters flying in the world today and that
the Canadian Warplane Heritage Museum
(CWHM) flew their prized Avro Lancaster
across the Atlantic to the UK for a month long
visit last summer; a brave and generous gesture.
The Canadian aircraft is called The Mynarski
Memorial Lancaster in memory of Andrew
Mynarski VC but was generally referred to as
VERA whilst in the UK because of her VRA
squadron letters. Andrew Mynarski was awarded
the Victoria Cross for a valiant attempt to save
his tail end Charlies life when their Lancaster
was shot down in flames by a Junkers 88. Here is
a brief account As Mynarski approached the rear escape door, he
saw through the inferno in the rear, that tail gunner
Pilot Officer Pat Brophy was trapped in his turret.
The tail turret had been jammed part way through
its rotation to the escape position.
Without hesitation, Mynarski made his way
through the flames to Brophys assistance. All his
efforts were in vain, initially using a fire axe to
try to pry open the doors before finally resorting to
beating at the turret with his hands. With Mynarskis
flight suit and parachute on fire, Brophy eventually
waved him away. Mynarski crawled back through
the hydraulic fire, returned to the rear door where he
paused and saluted. He then reputedly said Good
night, sir, his familiar nightly sign-off to his friend,
and jumped.
He later died of his burns. Miraculously Brophy,
the rear gunner survived the fire and subsequent crash
so was able to report his colleagues heroic and tragic
deed.
Thanks to Lisa Harding who became
something of a Lancaster Groupie spending her
summer stalking the Lancaster pair across the UK
we have both aircraft in formation showing off
their tail turrets as our footer this month! Lisa
produces some pretty good aviation pictures for
sale as well See http://www.printsforartssake.
com/lisa-harding-t287
Thats it for this month; please send your
observations, anecdotes, stories, questions and
complaints to chrisottewell@anworld.com or by
snail mail via the Editor.
Rory Tooley Prepares for Action
Vintage Speed Podium in Portugal: Ist Salvi

Angelloni (Italy), 2nd Paul Gibeault (Canada) 3rd
John Mealing ( UK).
Apache Parts and Plan.
Apache Ready to Go
Once in a Lifetime 2014 Two Lancasters

fly over England. (Photo Lisa Harding)
By Chris Ottewell
p66 TEC 014.indd 2
28/11/2014 09:43
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04 Heard at the Hangar Doors

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How to contact us:

Issue 932. January 2015

Editor: Andrew Boddington

Advertisement and circulation:

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66 Tail End Charlie

Select Publisher Services, 3 East Avenue,

Seymour Distribution, 2 East Poultry Avenue,

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News, Views and Editorial

The Most Expensive

he recent model engines auction at

aeromodeller. Thanks go to Mike Parker for initially showing me one

The End to Home

n the 2nd September 2014 the UK

a valid EPP licence issued by the Home

The Most Expensive AeroModeller?

4 AeroModeller - January 2015

HANGAR DOORS 014.indd 2

This Imperial War Museum original BE2c was photographed in

Matthew Boddington in the cockpit

hy choose the BE2c as the free plan? There are

The Reality of War

dangerous line of approach, the tail. If attacked he had to perform

The BE2c was part of an alphabetical series by the Royal Aircraft

Family Connections! The replica BE2 was originally designed

HANGAR DOORS 014.indd 3

Then and Now

By Jeremy Paxolin. Illustrated by Sherry

LIE OF THE LAND

6 AeroModeller - January 2015

fixed wing only, slots.

Full details of BMFA events can be found at:

40th Crawley Indoor Meeting, Sunday 8th March 2015

EZB & Living Room Stick,

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Off The Shelf

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8 AeroModeller - January 2015

OF THE SHELF 14.indd 8

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