AUGUST 1975 - RC Bookcase

AUGUST 1975

... when you purchase a KRAFT radio control system. Not only are they technically the most advanced and the standard of comparison in quality, but also they are backed by the industry's most complete worldwide network of competent service facilities.

W R ITE FOR F R E E CATALOG

K r a f tSYSTEM S, INC.

W orlds Largest Manufacturer of Proportional R/C Equipment

450 WIST CALIFORNIA AVENUE, P.O. BOX 1268, VISTA, CALIFORNIA 92083

RC MODEL SAILBOAT RACING...A Popula Sport

When you get involved, involve yourself with the largest class. The Dumas 4 5 ” Star

This inexpensive model is easy to I a delight to sai l . . . and there are more of them around the country than any other class.

The Dumas 45" Star is a recognized racing class of the American Model Yachting Association (AMYA) which sanctions regional and national championship races for the class.

See the complete line of Dumas sailboat, powerboat, and scale model kits at your dealer’s or send 50Φ for our complete catalog.

for fun sailing

3 0" STAR (KIT RS-30) ►A smaller version of the

popular 45” model. Has mahogany plywood frames, planking and

deck of 1/12" mahogany. Built-up spruce mast 44" high, ready made

sails. (Ballast and radio not included.) Can be sailed with 2

channel radio to control rudder and trim sails (jib and main

together) using sail trimming mechanism (Kit RS-30-2)

▲ ACE RACING SLOOP (KIT RS-17)

An all-time favorite for free sailing. 17" model - mahogany hull with die-cut parts, streamlined keel 21" birch mast. Includes sails, all necessary rigging and fittings.

▲ ALCORTSUNFISH (KIT RS-20)

A scale model of one of the most popular small sailboats. Just 20" long with 6" beam, she has an all-mahogany hull, ready made sails with authentic red and white stripes and weighted daggerboard for sailing.

4 5 " STAR (KIT RS-45)A 45" long, 12" beam beauty with birch plywood hull and mahogany deck. Includes built-up 66” spruce mast, brass turnbuckles, chain plates and ready-made sails. (Ballast and radio not included)Sail trimming mechanism (Kit RS-45-1)For controlling sails independently. Lead screws with two Dumas/Pittman motors. Single motor sail trimming of main and jib together. Kit RS-45-2

a 19" LIGHTNING (KIT RS-219)

A 1" — Γ scale model of the long-popular Lightning class sailboat. Plywood frames and mahog any planking. This kit is easy to build and makes an excellent model for display or free sailing.

dumasooals

Dumas Products, Inc. 790 South Park Avenue Tucson, Arizona 85719

BA B Y TWIN SHOWN

pulse commanderA QUALITY PULSE PROPORTIONAL RUDDER-ONLY

SYSTEM FOR THE NOVICE AND SPORT FLIER.

for 75!atedNew LED charge indicator lamp!Improved circuitry for even greater dependability!New transmitter antenna mount system for a more attractive package!

Due to its small size, lightweight, simplicity, and low cost t Pulse Commander offers an ideal system for someone on a •budget wanting to get into R/C flying or needing a second system for fun flying. Flight pack weights start at 2.5 oz. for the Baby System which is small enough to go into .010 powered planes.Units are completely wired and tested ______with airborne nicads and charger. . \ ^ Β § ο | Μ · |

' i 'r l

10G15—Baby System, $69.95 10G15T—Baby Twin System, $72.95 10G 16-Standard System. $71.95 10G17-Stomper System, $74.95

13L100 D ICK'S DREAM K IT $11.95

diclä dreamAN A IR PLA N E FOR THE BEG IN N ER AND SPORT F L IE R . DESIGNED FOR THE BABY OR BA BY TWIN SYSTEM .

SPAN: 32 in. A REA : 175 sq. in. LENGTH: 25 in.

W EIGHT: 12-14oz. POW ER: Pee Wee or

Tee Dee .020

BOX 511, 116 W. 19th ST., H IG G IN SV ILLE , MO.. 64037NAM E__________________________________________________________A D D R ESS_________________________ _________________C IT Y ______________________ STATEB a n k A m e ric a rd /M a s te rc h a rg e N u m b e r _

ZIP_

USE THE COUPON TO GET OUR COMPLETE CATALOG. $1.00ADD $ .50 FOR 1ST CLASS M AIL RETURN.

Q U A N C A T . N O . P R IC E

A D O $1.00 for h an d lin g on all orders excep t cata log . A C E R / C

MAY 1975 WHEN CONTACTING ADVERTISERS, TELL ’EM MODEL BU ILD ER SENT YOU!

I I I I ι ι ι ι ι ■Pearls Take U.S.F.F.Team Championship!Pearl Team #2 won the prestigious team honors at the U.S.Freeflight Championships at Taft, California, over the Memorial Day Weekend. In addition, Guy Kirkwood set a new Class A record of 43:31, using his FAI Midi-Pearl to make four flyoff flights after he damaged his own “A” ship.

Pearl team members were Gene Simpson, Ed Cad- well, and Bill Moore. Flying Pearls in V2 A, A, B, C, and D, they outscored the toughest competition in the country.

Want to win? Fly a Pearl—in any size—and be setfor top performance.

VAmerican Balsa Corporation5250 Gulfton, Bldg. 3-D, Houston, Texas 77036

BATTERY PACK

• Th OZ„ 1a x Va x I /2

• 15 MINUTE FAST CHARGE YIELDS 40 MINUTES FLYING TIME

• OPERATES UP TO 7 SERVOS• IDEAL COMPANION FOR

BRIDI QUICK CHARGER

, BRIDI HOBBY ENTERPRISES1611 E. Sandison St., Wilmington, Calif. 90744 / Overseas Reps.: Logictrol-Canada, 200 Bannerman Ave.,

Winnipeg Man. / Kraft Australia

AUGUST 1975 WHEN CONTACTING ADVERTISERS, TELL ’EM MODEL BUILDER SENT YOU! 1

MODEL#BUILDER presents the

MASTER MODEL BUILDERof the monthCONTEST

COLBERT INDUSTRIES, manufacturers of PANA-VISE, the unique hobby vise which turns and tilts to any position, in conjunction with MODEL BUILDER magazine, is sponsoring a design competition for MODEL BUILDER readers.

This monthly contest will be judged for originality and/or craftsmanship for all types of models (excluding plastic static scale). Entries will be judged purely on the basis of photographs and drawings supplied by the builder of the model. Emphasis in judging will be on originality, technical achievement, and craftsmanship, as found in the submitted material.

A MODEL 301 PANA-VISE WILL BE AWARDED EACH MONTH TO THE W INNING ENTRY

Requirements fo r entries:1. A n y type model may be entered <aircraft, cars,

boats, etc.). K its may be entered i f s ignificant m odifications have been made to the stock k it.

2. Do no t send the actual model. Send on ly black and white photos, showing a t least three views o f the model. Include some fam iliar ob ject in a t least one photo to indicate the size o f the model. Try to include photos o f any significant details.

3. I f photos cannot o ffe r su ffic ien t in form ation about the model, the construction drawings may also be submitted. Drawings should be dean, pencil drawings w ith a ll pe rtinen t dimensions indicated. A p r in t o f the drawing is acceptable.

4. A w ritten description should be included w ith photos and drawings, explaining in fa ir detail any unusual features o f the design, and explaining any unique technical d ifficu lties that the m odel may have achieved.

5. Please do n o t subm it any designs that have been accepted fo r use in another publication. MODEL BUILDER requests firs t option on publishing any subm itted design. Payment fo r published designs w ill be a t ou r regular rates. A n y prizes awarded do n o t represent an agreement to publish any design.

6. Entries w ill be judged by the modelers on MODEL BUILDER'S ed itoria l and a rt staff, and a ll decisions o f the judges w ill be final.

7. Postage must be furnished i f re tu rn o f subm itted entries is desired.

8. Deadline fo r entries in the firs t contest o f the series is Ju ly 1, 1975, and winners w ill be announced in the September 1975 issue. Subsequent entries w ill be due the firs t o f each month and winners w ill be announced the second m onth fo llow ing each dosing.

Send all entries to:

MODEL BUILDER/PANA-VISE CONTEST

1105 Spurgeon St., Box 4336,

Santa Ana, California 92702

MODEL BUILDER

AUGUST

M O D E L SB U I L D E R

1975

volume 5, number 44

1105 SPURGEON, BOX 4336, SANTA ANA, CALIFORNIA 92702 (714) 547-3963

STAFF CONTENTS

EDITORWm. C. Northrop, Jr. G EN ER A L M ANAGER

Anita Northrop ED IT O R IA L ASSISTANT

Le GrayASST. GEN. M ANAGER

Dawn Garrott A RT D IRECTO R

Paul Plecan SEC R ET A R YL. Gordon

SUBSCR IPT IO N M ANAGERA. Valcarsel

CONTRIBUTORSRod Carr

Chuck Hallum Bill Hannan Jed Kusik

Walt Mooney John Pond

Fernando Ramos Bob Stalick

John Tucker

A D V ERT IS IN G R EPR ESEN T A T IV ESW EST: Bob Upton, 20626 Clarendon Ave.

Woodland Hills, California 91364 (213) 884-2294

EAST: Walt Moucha, 38 Coppersmith Rd., Levittown, New York 11756 (516) 796-4898

Subscriptions $12.50 per year, $23.00 for two years. Single copies $1.25. Add $2.00 for postage per year outside of U.S. (Except APO). Add 75 cents for Canada and Mexico.Copyright 1975 The M ODEL B U ILD ER . All rights reserved. Reproduction without permission prohibited.Published monthly by M ODEL BU ILD ER Magazine, 1105 Spurgeon, Box 4336, Santa Ana, Calif. 92702. Phone (714) 547-3963.Change of address notices must be received one month before date of issue that new address takes effect. Send old address with new; old label preferred. Post Office will not forward copies unless you pay extra postage. Duplicate issues cannot be sent.Second Class postage paid at Santa Ana, Ca.

CONSTRUCTION

WORKBENCH, Bill Northrop . .................................................................4

OVER THE COUNTER, Bill Northrop.....................................................5

REMOTELY SPEAKING, Bill Northrop................................................. 12

1975 R/C MASTER’S TOURNAMENT, Bill Northrop............................. 14

CHOPPER CHATTER, John Tucker.........................................................16

R/C SOARING, Taylor Collins.............................................................. 24

FOR MS. ONLY, Char Rohring...............................................................26

PLUG SPARKS, John Pond................................................................... 32

CONTROL LINE, Jed Kusik................................................................... 36

F/F SCALE, Fernando Ramos............................................................... 38

HANNAN’S HANGAR, Bill Hannan......................................................... 42

FREE FLIGHT, Bob Stalick................................................................... 46

NATIONAL FREE FLIGHT CHAMPIONSHIPS, Mike Keville................ 49

STRICTLY SAIL, Rod Carr................................................................... 54

R/C AUTO NEWS, Chuck Hallum........................................................... 56

SCALE VIEWS

WACO ‘ATO’ TAPERWING, Peter Westburg............................................. 21

ZLÍN XII, Modelar Magazine.................................................................... 37

FEATURESR/C SPORT SCALE SOPWITH TABLOID, Chris Moes............................. 8

VOLKSPLANE, PROFILE RUBBER, John Oldenkamp............................27

1938 MOFFETT TROPHY WINNER, Phil Bernhardt............................. 34

PEANUT CASTAIBERT IV, Walt Mooney............................................. 43

FRITZ, HAND LAUNCH GLIDER, Jim Parker....................................... 52

Cover: We think this photo by Chris Moes, Peterborough, Canada, of his sport scale Sopwith Tabloid (see page 8), has a hauntingly realistic quality. The background could certainly pass for a France-based aerodrome of early 1914, and the misty atmosphere makes you feel that the ship has been silently waiting through the night for its pilot to take it up on a dawn patrol. Hmm . . . bet all of the upper surfaces are wet with dew . ..

AUGUST 1975 3

Winners of the 1975 R/C Masters Tournament, and therefore the U.S. team for the 1975 World Championships this September in Berne, Switzerland (I to r): Dave Brown (age 29) 1st, Cincinnati, Ohio; Rhett Miller III (age 17) 2nd, Tallahassee, Florida; and Mark Radcliff (age 20) 3rd, Cincinnati, Ohio. Team manager will be Don Lowe, Centerville, O.

from Bill Northrop'* workbench . · .OPEN LETTER AND O FFIC IAL PROPOSAL TO THE EXECUTIVE COUNCIL OF THE ACADEMY OF MODEL AERONAUTICS• For several years now, there has been a steadily increasing clamor among AMA members for better representation and recognition from those who, by election, appointment,or employment, make all of the major decisions for the organization.

Because, in the minds of an increasing number of members, there has been little evidence in recent months that AMA executives are listening to and acting on the desires of the people they represent, a segment of those who are dissatisfied has determined that the best action to take is a drastic one: to leave AMA and start up a new organization, tentatively the U.S. Aeromodelers.

Through mutual agreement, all cur

rently popular model magazines have published a “ survey” for the USA. Unfortunately, the “ silent majority” continues to screw up postal surveys. . . Only a scattering of responses have been received, and these have been almost 100% in favor of the new organization. However, our personal, face-to-face survey of serious modelers, and of long standing AMA members who know a lot about the taken-for-granted inner workings of this organization, indicates something else . . . that we cannot throw out what has taken years to build, but that important changes must be made to pull it back together and reestablish communication and responsiveness between the membership and those who guide it.

In spite of the more direct effect on the personal livelihood of this editor and AMA member as a result of the ill-

advised Executive Council decision to publish a commercial magazine, we still feel that the solution to the current AMA Executive/membership split has to come from within the organization. This is easy to say but not easy to accomplish, and we have spent many sleepless nights in recent months, trying to come up with a solution.

The following proposal comes as the result of much thought on the matter. To carry out the proposal will require a change in AMA By-Laws, and in a way, this too is drastic. However, in the life of every individual and organization there comes a time when evaluation and change must take place, or else all accumulated effort falls by the wayside and becomes wasted. Implementation of this proposal will take some bending from both sides. . . it is the only way they will get together.

It is proposed that the Executive Council membership be expanded to include one elected or appointed official from each of the recognized national special interest organizations which may exist within the AM A.These officials shall be full fledged members of the Council, having all rights and voting privileges afforded the present vice-presidential council members.

Exact definition of a “ recognized national special interest organization” will need more clarification, but for a suggestion, shall include any organization within AMA that represents one or more official event categories, which has a president or chairman, district representatives or vice-presidents, and a national membership exceeding 300. The organization’s AMA Executive Council member may be the president or chairman, or anyone so appointed or elected by its membership. Contjnued on page 82

4 MODEL BUILDER

OVER THE COUNTER

The "Kougar" by Sig Mfg. Co., a Claude McCullough design.

• Sig Manufacturing Co., Montezuma, Iowa, is almost ready to release a new R/C kit aimed at the modeler who has some solo time under his (or her) belt. Named the “ Kougar,” and designed by Claude McCullough, the new ship is a low wing, trike geared, “ full house” model which is capable of performing all rule book maneuvers. It is recommended as an introduction to low wing flying and AMA pattern competition.

The design features a fully symmetrical foam cored wing which has built-in wash-out for easy control during slow, nose-high landing attitudes.

Kit includes the foam wing cores,

printed fuselage sides, formed plastic fuselage top, jet style canopy with molded framing, molded plastic cowling, sheet balsa wing covering, sheet balsa tail surfaces, shaped landing gear legs, die-cut plywood parts, step-by-step instructions, isometric assembly drawings, and U.S.A.F. Thunderbird Aerobatic Team decals. Hardware package includes molded plastic control hinges, nylon control horns, nylon nose gear bearing, and steering arm, Tuf-Steel R/C links, aluminum motor mounts, wire aileron horns, nylon wing attachment screws.

Price of the Kougar kit will be $38.95. * * *

Ace Radio Control, Higginsville, Missouri, is announcing the August or September release of two rather monumental R/C items. One is the Digital Commander 1-8 Transmitter kit and the other is a Three Servo Block kit.

The new transmitter will be available in five versions, all measuring 6-3/4 by 6-1/2 by 1-3/4 inches, and weighing about 30ounces.Three units will feature closed-gimbal Rand sticks (3, 5, and 7 channels), and two (5 and 7 channel) will feature open-gimbal sticks designed and built by Bob Dunham. Electronically, the new transmitters feature one timingcircuit instead of one per channel,

f e »

Three Servo Block kit by Ace R/C. Two new transmitter kits by Ace R/C. Now available on 72 mHz.

AUGUST 1975 5

Challenger II 5-channel system by Pro Line. Grand Banks Dory by Grycel Paper Boats.

thus cutting down on parts, wiring, and possibility of goofing during construction. A light emitting diode monitors safe battery voltage by glowing continuously when OK, and flashing on and off when battery voltage drops below minimum. It is accurate within a tenth of a volt.

Any of the transmitters can be upgraded (well not the seven channel units, dummy!) with minor modifications. Only stick and lever mods, with appropriate case, are needed, as all the electronics are there. Prices range from $79.95 to $109.95 for transmitters alone, and complete kits with servos max out at $239.95, starting at $164.95.

The Digital Commander Three Servo

Block kit features Kraft mechanics and Digital Commander Servo Amplifiers. A throttle reversing link is also furnished. The unit takes about two evenings, and some soldering experience is advised. The completed 3-servo block weighs 4.7 ounces and measures 1.71 by 1.87 by 2.42 inches. Price of the kit is $75, or $95 assembled.

* * *

Introduced at the MAC Show in Anaheim, California, Pro Line’s new Challenger II 5-channel system is compatible with and manufactured to Competition Series standards, featuring smooth response and reliability.

A re-design of the original 5-channel Challenger system, the new unit features semi-open gimbal control sticks, CMOS circuitry in transmitter and receiver,*an operating time of up to three hours on 5 channels (using 750 ma battery pack), integral connector plugs on receiver, trainer system, new servos with mechanics designed by Roy Klett, new standard charger with L E D ’s to indicate which battery is charging, and completely redesigned receiver with lower power drain of 7 ma.

* * *The latest Satellite kit from Bill and

Bob “ Hot Stuff” Hunter should appeal to a broad base of free flight modelers.

DEAC 225 mah power pack from Dynamic Model Products, Inc.

New "Vette" 1/12 scale racer by Jerobee/JoMac.

6 MODEL BUILDER

It is the 320 GLH. The 320, as with all Satellite models, indicates the wing area in square inches (As for the “ G LH ,” you’re on your own!), and it marks a substantial increase of 94 sq. in. over the 226 Satellite, which is the 1 /2A Model of the Year for 1975.

The new 320 will appeal to inexperienced free flighters because, with the added area, it will be much easier to trim than the 226, and yet, will actually outfly it in all aspects but climb velocity. Basic changes from the 226 include; 94 more sq. inches, 31% stab instead of 44%, 9% wing airfoil instead of 10%, 6% stab foil instead of 8%, simplified fuselage construction, and stronger construction, throughout. As for performance, the 320 has a 30 to 40% better "dead air” glide due to the lighter loading, a consistent power pattern, and best of all, it’s almost twice as visible as the 226!

Price of the 320 GLH is $11.95 plus $1.00 postage and handling. California residents add the 6% tax rip-off. Incidentally, like all machine-cut Satellite kits, you simply add “ Hot Stuff,” shake the box, and apply covering.

* * *Something unique and different is

being offered by Grycel Paper Boats, P.O. Box 8277, Van Nuys, California 91409 .... Y e s . . . paper boats.

The first offering is a scale model of the Grand Banks Dory, with an LOA of 10-5/8 inches and a 3-1/16 inch beam. The boat is constructed entirely of preprinted, coated heavy paper. All parts are die-cut for fast assembly, which, by the way, is carried out in true boat building fashion . . . upside down over a form that is included in the kit. All wood tones and decorative coloring are pre-printed so that painting is unnecessary.

Price of the Dory kit is $2.49 at hobby dealers only.

* * *

Two-sided high density foam sanding blocks by Prather Products.

Dzus fastener packaged by Prather Products. Wheel brake kit by Prather Products.

Half-A Stick by GMC Models.

Half-A Kwik Stick by GMC Models. Both kits feature molded foam wings.

Dynamic Model Products, Inc., now located at Bldg. 126 Rust Ave., Suffolk County Airport, Westhampton Beach, N.Y. 11978, is planning a series of new and interesting R/C items.

First new product is the DEAC airborne 225 ma battery pack which is so popular in Europe. The DEAC button

cells are welded (a minumumof 8 spot welds per cell) into four cell packs, 12 inch leads attached (two wires standard, three wire center tapped on request), sealed in epoxy, and covered in rubberized heat shrink tubing. The packs, as sold, are vibration, fuel, and waterproof.

Continued on page 87

AUGUST 1975 7

PHOTOS BY AUTHOR

SOPWITH TABLOID By CHRIS MOES

The author/designer of our popular "Woody Pusher" (Aug. '74 MB) presents another interesting scale model, the plane on the cover. Three channel radio is perfect. . . there were no ailerons on early originals!

• The 1913 Sopwith Tabloid was an entirely new conception in aircraft design. When one considers its contemporaries, it is truly a classic example of compact simplicity. Designed and developed before the first great war, it proved to be “ the shape of things to come” during the war years.

The prototype flew in public for the first time at Hendon, England, in November 1913. With Harry Hawker as pilot, and one passenger, it achieved a level speed of 92 m.p.h. and climbed to 1200 ft. in one minute. On April 20th, 1914, Howard Pixton flew a float equipped version to victory in the Schneider Race for seaplanes at an average speed of 86.78 m.p.h. (nearly double the speed of the 1913 winner).

It was at about this time that Tabloids entered military production, retaining the wheel and skid landing gear of the prototype, but otherwise similar to the Schneider machine. Major ). T. McCud- den, V.C., recorded the arrival of the first pair of R.F.C. Tabloids at St. Quentin, France in August of 1914: “ They did not avail us much as fighting machines, in that they were not fitted in any way with firearms, but they could and did perform excellently from a scouting point of view.”

Military production of Tabloids stopped at around forty. Most of these were equipped with Le Rhone 80 hp. rotary engines, were covered in clear doped

fabric, lacked ailerons (wing warping), and had the skid-wheel landing gear.

And so goes a brief history of this interesting, elegant, but not so well known aircraft. Now, let’s look at the model.

So why did I choose to build a model of the Tabloid?

First of all, I love biplanes. For those ofyou who have flown biplanes . . . well, you know what I ’m talking about. For those who haven’t, you’re really missing something.

In my search for a suitable scale subject. I soon came across three-views of the Tabloid. It really has a great deal going for it; lots of area, simple yet attractive lines, and reasonable moments (which meant I shouldn’t have to add any lead).

It also had landing skids to be contended with. Well, they were beneficial on the real one, so no reason why they shouldn’t be on the model. In fact, because of the skids, the landing gear can be far enough back to eliminate ground looping without having to worry about nose overs.

But most important, my models (usually scale) have got to be a little different. The Tabloid fits this specification nicely.

Aside from its landing gear, the model has a few other unique but advantageous characteristics. The fact that the fabric need only be clear doped helps

keep the weight down, especially in the tail. Mine is under 3 lbs. wet.

The cable controlled surfaces are perhaps a bit more work to install, but are well worth the effort. They are surprisingly direct in their action and look great.

When I designed the model, I was equipped with only a three channel radio, so the prototype’s lack of ailerons looked very inviting. With the dihedral increased slightly (from scale), the model is a marvelous performer with only R.E.M. controls.

I can already imagine people thinking, “ I know, I ’ll beef it up, add ailerons (later Tabloids did have them), and use that new .35” . Well, please resist the temptation. Build light, use only enough power to safely fly it, and I can assure, you will be amply rewarded.

Many pilots feel they should have a “ reserve” of power in scale planes. An excellent idea, but all too often, these pilots are using their "reserve” all the time, and totally destroy realism by the excess speed. A habit develops, and they’ve lost the technique of flying slow. (Y o u ’re so r ig h t! wen)

To make my point clear, the actual Tabloids flew at about 80 m.p.h. Now, the scale of this model is 5/32 full size, therefore, the scale flying speed should be 5/32 X 80, or about 11.1 m.p.h. (actual). Let me see you do that with a .35 powered, 4 pound “ bomb” ! Mine

8 MODEL BUILDER

Whaddya know!? That pitot we talked about for the cover photo did show up! Too bad he didn't wake up the grease monkeys before he jumped in the cockpit. May end up sittin' there all day! Original ship had no ailerons (wing warp), so 3-channel is really all you need.

comes awfully close.The model is really quite standard in

construction, and many details are given on the plan. There is, however, a lot to be done; this is no “ weekender.”

I should, however, clarify some of the more difficult and/or unusual building procedures.FU SELA G E :

The fuselage sides are framed up using 3/16 sheet in the front, with 3/16 square longerons and uprights in the rear. Note that the diagonals are set below face. They should sit flat on the plan when building the left side, but will have to be raised 1/16 off the plan when building the right side.

Plywood and 1/4 inch balsa doublers

are added once the sides are removed from plan.

Aligning the fuselage sides is an easy task, since they are perfectly parallel from bulkheads F7 and F8 on forward. This is done with the sides upside down on a flat surface. A carpenter’s square is really all that is needed (which is why a top view does not appear on the plans). With the tail pulled together, cross braces are added, their lengths taken from the plan.

Cabane struts are added before completing the fuselage top. They consist of two inverted “ U ’s” , with dimensions taken from the side view. Coathanger wire is sufficient for the job, and simplifies making the “ Z ” bends at the fuse

lage exit points. Do not add cross braces and fairings until after covering is complete.

The landing gear is bent up from piano wire, bound and soldered. Note that the axle is held in place by rubber bands. The butt ends of the upright struts restrict fore and aft movement, while the rubber provides shock absorbtion. Wheels are best held in place by soldered washers (most realistic) though wheel collars could certainly be used.

Certain details will be added after

It took a long time to hand-carve a propeller back in the old days, so you can't blame 'em Unusual cowl shape originally housed a Lefor trying hard to save them. All wire struts have been faired with epoxy and balsa. Rhone 80 hp. rotary engine.

AUGUST 1975 9

10 F U L L S IZ E P L A N S A V A I L A B L E - S E E P A G E 8 8 MODEL BUILDER

Detail photo of the undercart (this is a British plane, don'tja know) The slant-front Sullivan tank is just right for this installation, whereNote axle bound to skids with rubber. Williams Bros, wheels. the short nose moment can cause problems. Mill is an OS 20 R/C.

covering and clear doping of the fuselage-tail assembly is complete. These will be discussed after the section on covering.T A IL SU RFA C ES:

Both horizontal and vertical stabilizers are virtually flat in section, with rounded edges. The elevators are sanded to triangular cross section after construction. The curved outlines are laminated from 6 strips of 1/32 x 3/16 balsa, soaked in warm water and using Wilhold as an adhesive. They are then curved around a waxed balsa form, or simply around regularly spaced straight pins. Experiment though, since most people have a method which works best for them. Some people may prefer using plywood or basswood strips. This is okay if you don’t mind a little extra work when sanding.

Control horns should be added after most of the sanding is complete, but before covering.

WINGS:The wings are really quite simple to

construct. Don’t be frightened by the vast number of ribs and riblets. When building wings, I like to build both outside panels completely, then prop up to correct dihedral around the center section plan, and “ fill in” the center section, This produces a very true wing (though only as true as the building board!). A little washout on the tips would do no harm.

Once the bottom wing is removed from the plan, it should be fixed to the fuselage with rubber bands, masking tape, etc., and the lower portion of its center section constructed. It is then ready for mounting, using the common pin/wing bolt method.

Don’t put the strut mounting pins in place until a fte r covering and don’t forget the 1/4 X 1/16 strips at the lower wing roots (these are necessary for covering).

CO VER ING:After final sanding, the plane should

be given 3 coats of clear dope, sanding between coats. The sheet areas must be filled with sanding sealer. A thorough job will really pay off, since the nose of the original was actually covered in aluminum. Thus, any wood grain showing would totally destroy the effect. Do not get any sealer on any of the open framework areas, since this is clearly visible beneath the covering.

Now, a suitable fabric must be prepared. I started with Silron, though any of the popular silk-synthetic, woven covering materials would do.

This must then be dyed to approximate the color of the unbleached materials used on aircraft of this period. The dye I used was a mixture of tea, onion skin and some commercial blue dye. The tea provides red, and the onion skins provide the yellow. Mixed in the correct proportions, these two (toned down by the blue) should produce the desired shade. Experiment first with small samples of the material to be used. Then, when it is right, dye at least 2 square yards of material. This is how much is actually required. But, making some extra is recommended for patching any damages later on.

Before covering the wings, brush melted parafin wax on the top surfaces (but not the edges) of the tips and trailing edges. This will eliminate the problem of unwanted “ stick-down” of the material in these areas.

When covering in general, try to do a neat job of any overlapping, eliminating it if possible, since this would be quite noticeable on the finished plane.

Give the whole model a thorough clear dope job; at least 7 thinned coats. Clear fills much slower than color, and any holes in the fabric soon will collect oil and moisture.

Continued on page 69The sum total of the decoration on the Tabloid is right in this shot. Controls actually are operated by stranded steel cable. Curved outlines are laminated 1/32 balsa strips.

AUGUST 1975 11

Dave Brown, age 29, flying a Phoenix V I with World Engines 'Expert' radio and OS Schnuerle 60 (with Perry pump), placed First.

Rhett Miller III, age 17, flying his own design Compensator with Pro Line radio and Webra Speed 60, placed Second.

Mark Radcliff, age 20, flying a Phoenix V I with World Engines 'Expert' radio and an OS Schnuerle 60, placed Third.

1975 MASTERS TOURNAMENTText and photos by BILL NORTHROP

• “ This is my heading for Takeoff. . . starting now” . . . and for the next two days, seven hours each day, almost without interruption. . . ten judges watched . . . and listened, as 37 Expert Pattern fliers performed approximately 1150 maneuvers.

The scene was the 1975 R/C Master’s Team Selection Tournament, June 28 and 29, at Rough River State Resort Park, Kentucky. For the judges, it was two days of grueling work by a very select group of highly trained and expe- ienced individuals whose job it was to carefully screen and select the Nation’s three best precision aerobatic R/C pattern fliers. This 3-man team will represent the United States in the Olympics of R/C Pattern, the FAI World Championships, in Berne, Switzerland, this coming September.

That this sorting out process can be tough is illustrated by the fact that after four rounds of competition had been flown, and the best 3 out of 4 scores for each pilot had been totalled, there was

Former World Champ, Dr. Ralph Brooke, with his caller, Paul Good, from Seattle, Wash.

only a 50 point spread between first and second place, where individual total points came to just over 15,000! The spread between third and fourth place . . . the spread that sends the higher one to Switzerland and leaves the lower one at home, was only 15 points! Remember, all zero-to-ten point scores are multiplied by K-factors (constants based on maneuver difficulty) of 10 and 15. This means that there was a spread of one point by one judge in one K-15 maneuver between being on or off the team.

You want some TV type dramatics? Try this . . .

The last flight of the tournament is coming up, and the man about to make that flight knows he can get into that third spot with a flight totalling 5050. He had scored his highest so far of 4935 in an earlier round, and only 3 flights (two of 5180 and one of 5080) in the whole tournament had been higher than 5050. He knew he had to have that score . . . the judges did not. They were

"What the hell, this is better than Switzerland." Resigned words from Mike Mueller, who came within a whisker of making the team. Arietta Davis (in white) and Mona Wortham consoling.

"Hey! No wipe a da dirty hands ona da white pants!" Tony Bonetti, Emerson, New Jersey.

Norm Page, 1972 Masters winner and '73 team member, now lives in Pasadena, California.

12 MODEL BUILDER

"Step, 2, 3 . . . slide, 2, 3 . . Don "Dr. Feather Fingers" Coleman avoids a stream of fuel as Lew Penrod takes a measurement. Really!

Well, somebody had to do it. John Worth checks the weight on Mark Radcliff's Phoenix V I in the processing tent.

more than 1000 feet away from the tabulating area. . . the flier had just come from there . . . where some spectators were already congratulating the man who was in third spot at the moment.

That last man started his engine, took his position in front of the judges, and announced his Takeoff, but unlike TV, there was no interruption for a commercial. The flight was an excellent one . . . there were even some 10’s awarded . . . deserved ones, too. As the pilot landed his ship, there was a round of applause

from a throng of spectators that had silently gathered together at the flying site . . . because they also knew what was happening (The judges applauded, too, not only because it was another good flight, but because it was the LAST one . . . they still weren’t aware of the full significance).

Everyone now adjourned to the tabulating area and stood around the score board, while the adding machines clicked away under the tent. Finally it came, and all eyes followed the grease pencil as it put down a five, a zero . . . a three,

and a zero.There was an audible groan from the

spectators, but not because they wanted that last man to bump the other from third spot. . . there would have been just about the same reaction had it gonethe other w a y ___everyone simply feltand shared the so-near-but-so-far agony of the situation . . .

Well . . . enough of the Howard Cosell type ravings. The Masters Tournament for selecting the 1975 US FA I R/C Pattern Team was finally over, and the


Sally Brown peeks over husband Dave's Phoenix as processor Lew Penrod takes metric measurements. Sounded tike a tailor taking sizes.

Med student, Steve Buck, with Tom Atkins designed T-2A, and Signature Series Kraft radio. Sorry, didn't catch helper's name.

It was a day for the Phoenix V I! Designer Don Lowe next to Mark, and kit manufacturer George Hill, pose with the winners.

This time we see the uncensored side of Mark's field box (other side in Nov. *74 issue). Alan Dupler lends a helping hand.

AUGUST 1975 13

Impressive line-up of scale ships at the First Annual West Coast World War II Scramble, at Hill Country Air Museum, Morgan Hill, California. Meet was co-sponsored by the Pioneer R/C Club of Sunnyvale and M ODEL B U ILD ER Magazine.

PHOTOS BY SUSAN D eFEVER E

R/C News, by BILL NORTHROP

WEST COAST WW II SC RA M BLE • The First Annual West Coast World War II Scramble, co-sponsored by the Pioneer R/C Club of Sunnyvale, California, and MODEL B U ILD E R Magazine took place on May 17 and 18, at the Hill Country Air Museum, Morgan Hill, California.

A total of 20 World War II R/C scale aircraft appeared for the Sport Scale and AMA Scale contest, though unfortunately, by Saturday morning, the ranks were reduced to 17. Three of the entries crashed during Friday evening practice.

A beautiful Platt Spitfire, flown by Ray Compton, from Marin County, crashed on takeoff. It was the old story

. . . After about 35 flights with an 11x7 prop, Ray switched to a 14x6 in an attempt to obtain scale flying speed. The result was a total loss.

Ron Grigsby pulled too hard on up elevator while doing a Split S with his FW 190 and the resulting high speed stall ended in a pile-up on the runway. A sagging ST Bluehead in Harold Dew’s P-51 B brought the same results.

On to better things. . . The 17 aircraft that competed put on fine demonstrations for the crowd of spectators, brought to the field by local advertising and a photo-story in the Thursday edition of the San jose Mercury newspaper.

John Lockwood, from Clovis, Califor

nia, put on spectacular high speed passes with his twin K& B 40 powered B-25, built from a Royal kit. Many passes so low that, had the gear been down, it would have hit the deck. He also proved that the B-25 will fly on one engine, as the cranky No. 2 power plant kept failing. A 10 year old spectator and Honorary Member of the Pioneers Club, who is confined to a wheel chair, selected John’s B-25 as Best of Show. It was a popular choice.

Col. Bob Thacker put on demonstration flights with his well-known P-82 “ Twin Mustang” after each official flight. The “ Betty Jo ," modeled after the full scale ship in which Bob established three

Ron Grigsby, of the Pioneers, placed 4th in Sport Scale with this Enya 60 powered FW-190A. Kraft radio.

Ray Compton, of the Marin R/C Group, with his Platt Spitfire Mk 5. Ship crashed when he switched to larger prop. Nice Super Poxy finish.

14 MODEL BUILDER

This Doolittle version of the Royal B-25 placed first in AMA scale for Morris Gerow, Fort Ord R/C Modelers. Wankels, Kraft, 13 lbs.

Mike Valko's Corsair F4U-4 was built from Chuck Fuller kit. Webra 61, Kraft radio. Pioneers member placed 2nd in Sport Scale.

The perennial overweight, underpowered Stearman PT-17, this one by John Sorenson. He was given 3rd in AMA scale, though no flight.

Another perennial, but this time, usually the winner! Col. Bob Thacker took first in Sport Scale with his P-82 "Betty Jo ."

world records (MB, Feb. 74), is a smooth flyer and a crowd pleaser.

First in AMA Scale went to Morris Gerow, of the Fort Ord R/C Modelers, with his twin Wankel powered Royal B-25. This ship has operating flaps, wheel doors and retracts, and landing lights. Modeled after the Doolittle Bomber, it weighs 13 pounds, has a SuperPoxy finish, and is radioed by Kraft.

Second in AMA Scale was taken by Ron Grigsby with a Japanese “ Oscar” from a Royal kit. Third place was given to John Sorenson, though his well de

tailed, but heavy, PT-17 could not get off the ground.

In Sport Scale, Col. Bob Thacker took still another First Place with the P-82 which is named after his wife, Betty Jo. That seems to be an unbeatable combination, Bob!

Second in Sport Scale went to Mike Val ko, a Pioneers member, whose F4U4, from a Chuck Fuller kit, put on excellent flights. The model has a fiberglass fuselage, operating flaps, Webra 61 power, and Kraft radio.

Third Place was John Lockwood’s

Royal B-25. Weighing a light (for this model) 8-1/2 pounds, it uses Goldberg retracts, is finished in super Monokote, and is controlled by R/C Manufacturing (Ed Thompson) radio.

Ron Grigsby’s FW-190 somehow took 4th place although it crashed Friday evening.

Another Royal B-25, by Pat Ray, of Pittsburg, California, and using EK Super Pro radio, placed fifth.

Eric Clapp, contest manager for the Pioneers’ World War II Scramble, was


Pat Ray was 5th in Sport Scale with B-25. EK radio, K& B 40's, acrylic lacquer finish.

Pioneer Dick Carman scratch-built this P-51D. Heathkit, Veco 61. Hobbypoxy finish.

John Lockwood won 3rd in Sport Scale and best of show . B-25, K&B, RC Mfg., Monokote.

AUGUST 1975 15

The Schluter "Heli-Baby" is not a scale model of anything in particular, but has the typical small helicopter appearance. Always wondered what happened to that hand that used to push a box of laundry soap out the top of a washing machine in TV commercials!

CHOPPED CHATTERBy JOHN TUCKER

• Dieter does it again! Dieter Schluter, of R/C model helicopter fame, has added another outstanding model to his stable of very successful radio controlled helicopters. This one is called ‘‘Heli-Baby,” and logically takes advantage of the techniques learned during the manufacture of his Bell Huey Cobra, Enstrom, and the Expert Gazelle helicopter kits.

Although it closely resembles the Hughes 300 series aircraft, the deliberate copying of any certain type was avoided in the "Heli-Baby,” and the finished product was achieved strictly in accordance with the technical necessities of the new design concept. The overall result is a typical looking helicopter, very

quick and easy to assemble, and one which has excellent flying characteristics. Repair and maintenance should also be quite simple due to the exposed mechanics. A fourteen page instruction manual, which incidentally is comprised mostly of flying techniques, will lead you through a sensible building sequence and assure a high degree of safety during flight. All components are exactly matched and operate in harmony with each other. Several notes of caution tell you of the high stresses involved and the necessity to use only recommended parts.

The Schluter kit for the "Heli-Baby” is imported from Germany by MRC,

2500 Woodbridge Ave., Edison, N.J. 08817. “ Heli-Baby” comes packaged in a very colorful box with great pictures showing helpful details for building. One of the first things I noticed upon opening the box was the way the parts were arranged. All the nuts, bolts, etc., were neatly packaged in plastic bags, and numbered in sequence from one through nine. After building the “ Baby" I realized that the bags contained the exact parts for that particular stage of assembly, (and no missing parts) and they were arranged in the box in logical order! Along with the instruction booklet is a simple plan sheet showing the side view of the completed chopper, and a sep-

Plans, plioto-sEieet, and parts arrangement inside kit box. Note numbered bags corresponding to construction steps. This was a Monday.

Saturday of the same week as photo at left. So anxious to fly, John didn't even get out of his pajamas! Well, it's H IS back yard!

16 MODEL BUILDER

Assembly of basic frame . . . two sides, rail, and spacers.

Completed frame standing on skids, ready for the mechanics. Wotta neat workbench!

Webra 40 engine, blower, and clutch, mounted on frame.

Completed frame, gear train, shaft, and swashplate. Hint to photographers . . note backdrop.

arate sheet containing thirty-one detailed step-by-step photos. The old saying "A single picture is worth a thousand words,” is really true in this kit! Dieter did not waste any time in printing detailed building instructions, however, he relied upon the photographs for the greater part of building, and the technique really works!

The instructions indicate that any .40 engine with a 1/4 inch crankshaft will suffice for power. Careful examination of the photos revealed a Webra .40 installation in the factory version. Armed with this information, I was able to purchase a new Webra .40 from a local hobby shop, and am very pleased I did so, for many reasons.

First, the Webra fits perfectly__ themounting holes are pre-drilled for this engine and any other might call for a littlemachine work or adapting. Secondly, all controls, linkages, blower shrouds, etc. are also likely to cause minor difficulty in assembly if a different engine is used. However, if you’re not pressed for time in assembly, then by all means, adapt your favorite engine and I ’m sure it will work fine.

Let’s take a few minutes and go quickly through the building process, step by step. This is a fast assembly kit . . . the factory claims something under 3 or 4 hours (by experts), however, yours truly took four evenings at four hours each for a total of sixteen hours. And that included setting up for dozens of photographs to be used in this column! (John p icked up the k i t a t MODEL B U IL D E R ’S o ffice on Monday, June 9 th and flew the completed model on Saturday, June 14th! wen)

Step 1 — Frame: The two side plates are screwed together with the brackets and machine screws supplied in bag No. 1, and the motor mounts are loosely attached. A suggestion: I would leave this entire assembly “ loose” until completion of step 2 (skids), so that any possible misalignment of the landing gear skids can be corrected by reaming out the holes slightly. And, by all means, get yourself down to the local motorcycle shop and buy a tube of “ Lock- tite” to be used on a ll nuts and screws. Neither lock-washers nor Locktite are contained in the kit, but they are absolutely essential to prevent the nuts from working loose in flight.

Step 2 — Skids: The struts are screwed onto the main frame and the skids are clamped to the struts using parts from bag No. 2. As mentioned above, it might be necessary to slightly ream out the holes in the frame or the spacer rails in order to make the skids align perfectly. When the frame and gear look O.K. to you, tighten up all the screws . . . and don’t forget the Locktite!

Step 3 — Motor Unit: The cooling fan from bag No. 3 is next mounted onto your engine, the clutch assembly is fitted in place, and the engine is loose-

Pulling drive-belt around pulley with wire hook. Belt tail rotor drive is a cost saver.

Attachment of tail skid to rear drive box. Bent to shape according to plans.

Tail rotor assembly, showing pulley and belt drive.

ly attached (for future alignment) to the main frame. Oh yes, I almost forgot to tell you that the last bag contains an assortment of tools which are used to assemble the kit, including a special wrench to tighten the cooling fan on the crankshaft. (The tools should have been placed in bag No. 1, Ha!)

The washer, clutch bell housing, gear shaft and bearing assembly is next installed into the frame. When all parts are in alignment, tighten the machine screws and check again for free movement of

AUGUST 1975 17

Basic frame completed, ready for cabin detailing and radio installation. Truly a kitchen table type assembly job.

Plywood floor and bulkhead mounted on frame. Cut-out is for fuel bottle tank.

Fuel tank installation in bulkhead.

the clutch assembly. Realign if necessary to achieve this condition. The pulley belt is installed so that the set screw may be tightened through the hole in the side plate.

Step 4 - Mainshaft/Swashplate: The main shaft with the large gear is fitted into the frame by sliding it into place from underneath (follow the instructions). The bearing blocks are slid into place and screws are fitted into the slots in the frame for alignment purposes. The main shaft should be perfectly vertical and the gears properly meshed (with a cigarette paper between the gear teeth for proper clearance) then all screws are tightened. The swashplate and cone spring are next installed and held in place with the collector clamp. (This will be adjusted later in the proper position to depress the spring 5 mm.) The ball screws are next installed in the swashplate per drawing and photos.

Step 5 — Tail Pipe: The tail pipe in bag No. 5 is clamped between the frame sides with 4 machine screws, being sure to check position fore and aft, and tail shaft parallel to the ground. No . . . the tail pipe does not have locating pins or holes for clamping . . . they are not necessary because of the tight fit of the pipe between the machine screws. The belt is next installed by using a bent-up hook from 1/16 music wire and pulling

Plastic seat trimmed to fit bulkhead and floor. Seat covers radio installation. Screws hold it.

Completed radio installation.

it over the front pulley, before removing the retaining wood dowel. Follow the instructions carefully here to make sure the belt is installed in the right direction . . . if you remember the following, you won’t make a mistake: “ Looking down from on top, the main shaft rotates clockwise and the pulley shaft rotates counterclockwise. The tail rotor rotates clockwise when looking at it from the left side of the helicopter.”

Side view of floor, bulkhead, and tank mounted on frame. Webra 40 used in original, but others will fit with slight mods.

Plastic canopy halves cemented and trimmed to fit. Hmm . . wonder if a football helmet was used for the mold.

18 MODEL BUILDER

Underside of seat, showing rubber band "seatbelt" retainers. Cut-out to clear servos at top.

Step 6 — Rear Rotor: The tail rotor assembly is strictly conventional, and explained adequately in the plans. Be sure to bend the tail rotor “ protector skid” according to the plans, and install beneath the slotted pushrod guide. The slot should be carefully chamfered with a jewelers flat file to provide a smooth movement of the 90 degree push-rod without binding. Remember, this slot

Top view shows drive belt looped around pulley, reduction gear for main rotor.should be chamfered in a “ twisting" fashion since the arm is not always 90 degrees to the plate. Work carefully and avoid slop here.

Step 7 — Canopy and Stabilizer: The cabin floor and rear bulkhead are cut out with a jig-saw and mounted on the frame with machine screws. I preferred to epoxy the two panels together as one unit for final assembly. The plastic pi

Control linkages and engine installation. Everything is out where you can get at it.lot’s seat is carefully cut out, leaving about a 3/16 lip around the edges for attachment to the bulkhead. More cutting later will be required during radio installation and cockpit detail work.

Study the canopy halves carefully and you will see faint cutting lines to guide you in trimming off the excess plastic. Be careful to leave at least a


G. I. Joe held in place with rubber band "seatbelt." Also has footstraps. Instrument console has been cemented in place.

Right side of helicopter reveals fuel line installation. Tank and needle valve are in proper horizontal relationship.

Main rotor head, stabilizer paddles, and blades.

Pilot checks instruments and prepares for first test hop. Completion took approximately 16 hours of evening work.

AUGUST 1975 19

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One of the best, and most often seen pictures of a Waco CTO, with a 7 cylinder, 225 hp. Wright J-6. Top speed was 137 mph. It cruised at 115. No. 515M was the third CTO manufactured.

WACO ÁTO’ TAPERWING S o• WACO . . . the very name is magic. It means good looking cabin biplanes and open cockpit biplanes of the wonderful days of flying before World War II. The flyboys of those days thought the Waco Taperwing was just about the hottest thing in the skies, and they were right. Any pilot who got his hands on the controls of a Taperwing realized he had an airplane that was an absolute pleasure to fly. It was one of those "Naturals" that comes along, once in a great while. It was meant for the three dimensional, unlimited freedom of thePrototype of the Taperwing was this standard OX-5 engined Waco 10, fitted with a new set of tapered wings. Super performance. This is a somewhat rare photo.

A flying physician. Dr. Brock, posed with his new ATO. Anyone care to hazard a guess on the name and vintage of the doctor's wire spokewheeled sedan? Sometimes it's a shock to see an ageless beauty of an aircraft, sitting next to an automobile from the same era.

AUGUST 1975 21

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Ν719Ε, a restored CTO. Taperwings had extra heavy flying and landing wires, and were stressed for engines up to 450 horsepower. Note peculiar protrusion at top of fin. A white navigation light was standard here.

air; the Waco Taperwing could do anything in the air. The first outside loop by a commercial airplane was made by it, and it won dozens of honors in the National Air Races of the late ’20’s and early ’30's.

Charlie Meyers, Waco test pilot, conceived the idea of putting taper wings on a standard OX-5 powered, straight winged Waco 10, and the combination was nothing short of miraculous. Though it was a good combination, Waco management went one step farther and put a 220 hp Wright Whirlwind on the production version and the result was one of the best performing, well loved, and remembered airplanes of all time.

There were several versions of the Taperwing, but the ATO with the 220 Whirlwind is the best known. The CTO with the seven cylinder Wright J-6 Whirlwind, minus the spinner, and with a front exhaust collector ring, was the next most popular. A few JT O ’s, with 300 hp Whirlwinds, and one with a Packard Diesel were produced, but it was the ATO that started the great love affair with the pilots of the day.

Top speed for the ATO was 135, and it cruised at 110. The color schemes were as varied as the customer; the ATO shown in the plans had a medium blue fuselage and yellow wingsand was owned by the Shell Oil Co. at one time. ·

Stunt pilot Joe Mackey owned this CTO with an all-metal fuselage skin by Hill Aircraft Streamliners. Photo taken when Mackey was member of Lineo Flying Aces Aerobatic Team. NR-13918.

An early ATO, or 10-T. It has Waco 10 landing gear, large wing fillets, front cockpit covered and windshield removed for racing. Letters NC follow number. Definitely not standard!

AUGUST 1975 23

Robert Anderson launching his Astro Flight Malibu at Kawainui model airport, Hawaii. Howard Hole, Tim Johnson and wife look on. Ship is well trimmed, so that Bob launches by high-start, and then calmly picks up his transmitter and takes over as the model climbs to the top.

SOARINGBy TAYLOR COLLINS . . . Filling in for Le Gray this month is our Assistant Editor and resident R/C glider nut. His subject is a much-ignored facet of the R/C soaring scene, the F.A.I. Soaring Rules.

• Contrary to popular belief, R/C Soaring is not the exclusive domain of the Americans. (While we’re dispelling rumors, Rod Smith does not manufacture fishing poles, and Otto Heithecker is not a Bavarian gourmet dish.) In fact, the Europeans, notably the Germans, were flying magnet and pendulum controlled gliders before the Gypsy Gull was a twinkle in Le Gray’s eye. And they were flying radio controlled gliders about the first time that the radio gear weighed less than the airplane. In short, there is a whole world of glider fliers across various oceans who are as hooked on R/C Soaring as we Americans. (You’ll note that there are many L.S.F. members whose addresses are not followed by a U.S. Zip Code.)

In addition to the large contingent of European glider guiders, there is tremendous activity in soaring in South Africa. The South African Soaring Association

has its own equivalent of the L.S.F. Accomplishments program. (One interesting requirement for upper levels requires a dissertation to be written for publication in the ‘Flying Soarsa' quarterly newsletter. This serves two purposes. One, it provides the poor newsletter editor with good, interesting material, and two, it makes the 'hotshots’ share their expertise with the hackers.) Not only are the South Africans active in soaring. . . they are also good! They pretty well cleaned up at the Lakehurst Aerolympics in 1974.

All of this windiness brings us to one point. . . F.A.I. Soaring. What’san F.A.I. you ask? No, it’s not the Fraternal Aggregation of Incompetents! The Federation Aeronautique International is the world governing body for aviation . . . not just model aviation, but aviation period. If it flies, and you want to compete or set a record with i t . . . F.A.I.

sets the rules. That includes powered aircraft, gliders, helicopters, balloons, and even parachutes.

In the case of modelers in the U.S., we are represented to the F.A.I. (whose headquarters are in Paris, hence the French name) through the A.M.A., and in turn through the National Aeronautics Association (the American equivalent of most other countries' ‘National Aero Club’). What? You say you have no interest in competing for the World Championship of R/C Soaring? Well, before you turn the page in complete boredom, stick with me a minute. The F.A.I. rules make a pretty good basis for just a weekend fun-fly type contest. Read on . . . you might get interested.

What’s so different about the F.A.I. rules? Well, primarily the difference is in the task structure of the contest. For purposes of this article, we’ll stick with thermal soaring rules. Unlike A.M.A.

24 MODEL BUILDER

Mirror sighting gauge used for calling pylon turns on speed and distance runs. Developed by Paul Parszik and refined by Rick Pearson. Line up glider, tubing, and image in mirror, and call'Turn.’

FLASH ! As of this date (July 8, 1975), two LSF members have mailed their documentation forms for the coveted Level V. John Baxter, LSF 024, of Santa Clara, California, completed his Level V requirements on Thursday, July 3. Nineteen year old Steve Work, LSF 571, of Albuquerque, New Mexico, completed his Level V tasks on Saturday, J uly 5.

Ironically, Steve was leaving Albuquerque for a contest in Springerville, Arizona, while John was flying into Albuquerque to attempt the 6.2 mile goal-and-return flight. John spent most of the day on Wednesday, July 3, attempting the goal-and-return, and though he was unsuccessful, he was able to do the required two hour thermal flight. After five false starts on Thursday, he covered the nearly 13 mile distance in less than 32 minutes flying time! John was flying a Soar- craft Magnum 12during his successful attempts to conclude his Level V requirements.

Work (who really has!) won at the invitational flyoff between the Albuquerque Radio Soaring Enthusiasts and the Arizona Soaring club. This is the third year for the meet, held half way between Phoenix and Albuquerque, at the ranching town airport of Springerville, Arizona.

rules, where the tasks are up to the discretion of the Contest Director, the F.A. I. tasks are clearly spelled out. Each contestant flies two rounds of each of three tasks. . . Duration (which is actually a precision/duration/spot landing event. . . Distance (on a closed course) . . . and Speed. From this it is obvious that it takes a pretty versatile plane to be competitive. It also takes a good bit of piloting skill.

Launch method is considerably different than most Americans are accustomed to. You are allowed to launch with a winch, a high start, or with a hand tow. There is also provision for flying a powered glider. Towline length is limited to 150 meters. That’s 492 feet for you non-metric types. That 492 feet can be a length of line for a hand tow, or can be the unstretched length of a high start (in which case, the unstretched length of the rubber cannot exceed 50 meters (164 feet). In the case of an electric winch, the line coming back to the pilot from the turn-around pulley can’t be greater than 492 feet. From the start, it becomes obvious that you are allowed about one-half the launch that most of us are presently using.

In the case of powered gliders, you are allowed a maximum engine displacement of 2 cubic centimeters. This translates out to .12 cubic inches. How clever! The largest readily available engine is an OS .10. In addition, there is a minimum aircraft weight per unit engine displacement requirement. For an .09 engine,

this translates out to a minimum of 52 ounces. And just to keep things sticky, you are allowed a maximum of 45 seconds engine run. Other than these nifty handicaps, you fly your motorglider to the same rules as those guys on the other side of the field with their winches, tow- lines, and high starts.

For tow launches, most any of the available designs can fly legally. The only other restriction is that thermal sensors are verbotten. No telemetry equipment allowed (Drat!). Bear in mind, when selecting your world beater, that it has to thermal from short launches, have a good L/D to cover ground on the distance course, and go like a bat in the speed run. Ballast is legal, but it has to ride inside the airplane. No fair sticking on lead bricks with chewing gum and

baling wire.The “ duration” task is really precision

duration with spot landing. The contestant is cheerfully awarded one point for each second of flight time up to six minutes (360 seconds equals 360 points). He (or she?) is then equally cheerfully penalized one point per second for all flight time over six minutes. Moral . . . get it down as close to six minutes as you can! While you’re at it, land in the center of a 30 meter circle. Miss the center and land fifteen meters from it and collect 0 points for landing (But you can still get a consolation hug from your wife.). Land within one meter of the center of the circle and receive 100 points (and get a cold glare from your wife if she is one of the other contestants!). Point


Above mirror device replaces this less accurate sighting system, as photographed during a pylon race in Japan. Photo by Yoshiro Sato.

AUGUST 1975 25

I just want to see if she's on my frequency.'

MsOnce again, CHAR ROHRING comes forward to "say it for the girls." Drop us a note, femmes, and tell us what items you'd like Char to cover. After all, it's your department!

• I knew I was going to have fun at the Whirlwinds’ Annual Awards Banquet the minute the manager and waitresses started to show interest in the box of trophies being unpacked before dinner. Although I ’m not sure those asking questions understood all the answers, a feeling of real pride swept over me. I couldn’t help but believe I was tied up with a pretty sophisticated bunch of people. I was swept up in the glamour of the evening. A former high school classmate of mine was one of the girls serving, and I tried to impress her by dropping a little radio control talk when she served my salad. She smiled but didn’t laugh.

Toward the end of the evening the subject of trophies came up again, this time among the wives. We non-fliers had drifted into a corner and asked each other these questions. Where do we put them? How do we keep them clean? When do we retire them? Everyone was vocal and we exchanged some good ideas.

We outdid each other with clever display places but we had the most fun talking about where no t to put trophies. Someone commented that the bathroom was damp, and under the stove was too greasy. Another wife ruled out the bedroom because the back of the closet is too dark and remote, and there’s never room under the bed anyway. The garage came up as a possibility but we held all kinds of dim views about the rafters being too overloaded with broken air

plane wings, and the shelves near the trash too risky. One of the neat housekeepers said the trophies were too lumpy for the linen drawer. We snickered over the suggestion of giving them away as wedding gifts. We even went a little gothic and wondered if anybody had a secret panel in the bookshelf anymore. The workbench was referred to as “ the scene of the crime” and we agreed -the trophy should never show up there. The whole conversation was ridiculous, but

"We can't go on meeting like this. Dirty Dan."

we loved it.Considering all possibilities, and, jok

ing aside, the best spot for the trophy is the mantle. If you don’t have a mantle, and you do have trophies, you’ll almost have to call in an architect.

We agreed that a trophy is a really prized possession, and in the mind of the winner, must be treated on a par with a Duncan Phyfe table or a Ming vase. In order to relate to this, think


26 MODEL BUILDER

Profile Scale VOLKSPLANEBy JOHN OLDENKAMP . . . If John hadn't written a word, his excellent photos could tell you the whole story. Appealing to beginners and experts, profile models are an interesting approach to flying scale.

• I ’ve never really built a scale airplane that didn’t fly. Way back in the Forties, we had a barn, and anything pitched out the hay door did at least five seconds; my Zeroes zeroed, my P4 7 ’s peed, or whatever, and my lightweights, the Cubs and Taylorcrafts, disintegrated in a marvelous display for all the flyers-to-be!

Then, like a lot of people, I took a long break from modeling, to become an “ adult,” and, upon returning, was astonished at the levels of flying, materials, workmanship, and intense competition. If you can’t do sixty seconds

these days in a meet, better try flower arranging. I still most like the fun aspects of modeling and contest flying, however, so was quite happy when my club, the San Diego Orbiteers, decided to run an event for profile scale, adapted from the Cleveland Free Flight Society (a Flying Aces Escadrille) event.

Rules are simple: Airplane must be all-sheet, of recognizable scale, scored three-best of unlimited flights attempted, and submit to informal Mooney-style judging afterwards. Rubber is the motive power. Five seconds added to any ROG

efforts.The Volksplane shown here is one of

about eight I built last Thanksgiving time in an unparalleled frenzy . . . a couple of Porters, a big Volks, a P-63, racing variant, and some others. This one is my favorite. It is fine looking in the air, quite stable, thermals on occasion, and is capable of consistent (honest) sixty second flights. It averaged eighty seconds in a recent Orbiteers scale Annual, only to be beaten by Hal Cover’s immaculate Feiseler Storch, which clearly had better scale values. Fun it was, though!

AUGUST 1975 27

Semi-finished stage. Motor tube and noseblock have been trial-fitted.

Here’s how to get this little semi- Coupe in the air: Cut out all the hunks, just like the picture. The nose block should be roughed-out, a hole hogged out of the center, sanded on a stick to the motor tube diameter, then split in half with a Zona saw or similar. Check fit. Butt glue the spruce leading-edge reinforcement to the wing blank. Bend a landing gear. Block-sand everything you see with No. 150 paper. Give the underside of the wing blank one coat of 50-50 Nitrate dope (Lucky Moody’s CPM Products Flo-Cote is the best of its kind . . .

shopping list will be at the end of this piece).

Assemble with Wilhold white glue. Your most important tool for this operation, to insure a neat, strong job, is a good pointed brush, about a No. 2 or 3. Mark everything where it should fit, then run a very fine bead of thinned glue over each line. Let dry. Add another fine bead, join parts “ in the air,” hold a few seconds, and the job is done.

Wing: Glue the ribs to the front approximate fourth of the chord. When dry, paint a little glue on the remainder

Landing gear set in notch and epoxied to fuselage.

of the rib sticking up, then pull each rib down and towards you, pinning through the rib at about 3/4’s chord. Do this smoothly, and it will work every time. Afterwards, cut at center, butt-sand like a hand-launched glider, test fit, block up each tip about an inch and a half, and glue center. My model had a trifle more dihedral than the plan shows, so use whatever seems right. But don’t use less!

Fuselage: Double-glue top profile parts to spruce backbone. Note grain of piece at tail. Glue it to backbone. Add bottom piece to this, etc. Add roughed-

Close-up of nose is worth a thousand words of instruction. Note dummy engine. Top of nose plug is notched so that thrust adjustments will not vary from flight to flight.

28 MODEL BUILDER

out nose block hunks. Cut motor tube to length, and test fit it. Epoxy the landing gear in place. Easy does it. Now fix the motor tube in place, eyeballing proper placement. (Hot Stuff or Zap works great here, if you have a good fit.) Referring to the photographs, contour the noseblock. Recognizable scale, remem

ber?Other bits: Make a noseplug. Epoxy

or Hot Stuff the two parts together, then drill for the aluminum thrust bearing tube . . . you might want to add about two degrees right and down thrust right now. Leave the bearing tube about an eighth of an inch long to the rear, then

put a drop of Hot Stuff along side it, and all will be well. Add the stiffener to the fin. Cut and install the doubler on the lower fuselage profile . . . not really necessary, but will improve looks considerably. Drill or hog out a hole on the back face of the noseblock for a ballast compartment. . . it should be 3/16ths

Author releases the Volksplane for its first, R.O.G. flight. Action photo like this really makes you grab for materials. Taken by Diane Rocha.

AUGUST 1975 29

FULL

SIZ

E P

LAN

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88

Maiden flight, continued from the previous page. Ship is an excellent performer, always turning in flights of a minute or more. Photo by Diane Rocha.or so.

Give the pieces a coat of 50/50 dope. Sand out with No. 400 paper, rounding edges of the tailplane parts, fuselage top, etc. Don’t overdo it. And, do NOT dope the wing bottom. You were already to have done that earlier. Put a nice hole in the rocket tube for the rubber peg. Pre-glue all the joining areas, except the wing, which will be epoxied.

Hook it all together. First the tail. Eyeball into place. Add a small triangular scrap of balsa under the stabilizer to brace. Five-minute epoxy sets the wing. Pin in place while drying, but be careful not to split the profile. Sparing use of any adhesive is always best, in any event. Your efforts by now should have yielded somewhere around a nine-tenths facsimile airplane.

Don’t forget the pilot. Use your own picture, or my layout: This is one low- winger that needs the additional side- area. Ditto, tail skid. It may also be fixed in place with a drop of Hot Stuff or Zap. (No commercial intended, but it works!) Bend a simple prop shaft. Note the front end is a plain 90-degree turn. Wheels, your choice. (The MB book, Flying Scale Models of WW II, has several excellent illustrations for making simple and functional sandwich-type wheels. I used this method on the prototype.) The windscreen can be a simple folded piece of acetate, or can be built over a frame. I frosted mine to call attention to the very great inherent stability of this model.

There are many excellent three-views and photographs of the Volksplane extant (including the December 1971 Mod-

Good old epoxy! What an innovation after years of wrapping with thread and gluing, or in this case, soldering a washer to the axle. Now, a blob of epoxy and wait a few minutes.

30 MODEL BUILDER

//

Up, up, and awaaay! The Volksplane grabs for altitude while on another stable flight. Great project for the kids, too. Get together and cut out a bunch of kits at one sitting. Goes fast.

el Builder), so decorate your masterpiece to whatever level you dare. An earlier version of this one was modeled after John Roth’s world-winner R/C scale plane, but was destroyed by a crosswind. Castell Pens and Pelikan T ink work very well for outlining control surfaces, panel separations, etc. Color your pilot with Magic-Marker. Dope the tires black, the struts silver. (You will need the struts. . . epoxy them in place.)

Will it fly? You bet. Power is four strands of Sig 3/16 rubber. Should be about 19 to 20 inches long, made-up. Hand-wind a little bit, let buzz, then check center of gravity. I had to put five grams on the nose . . . Use whatever amount you need, but duit! If you attempt to fly this turkey in a tail-heavy state, things won’t go so pretty swell.

Pre-flight: DO NOT HAND G L ID E !!!I have wrecked far too many scale models by trying to make Nordics out of them. If you are satisfied that the CG is in the correct place, do the following: wash-in the le ft wing panel about halfspan distance. Wash-oui both tips. All bends about 1/16th. Carefully. Push the surfaces towards center of bend, whilst bending down or up, depending. That way, the wood won’t crack. Put about 3/32 le ft warp in the fin. For safety, and temporarily, add a small tab, cut from an aluminum beer can . . . approximately 1/2 by 2 inches. . . to the right wing, curve up, to follow the natural shape of the material. Lay on about two hundred turns with a winder.

ROG, repeat, ROG model for first flight, directly into wind, if any. If your wash-outs and ins are adequate, the

flight should be shallow left, a bit up, followed by a sort of non-committal glide, i.e., the model goes neither right nor left. Second flight, same, but go to 500 turns, ROG. If the pattern looks safe, bend the right wing tab down a little for the fourth, etc. If all looks well, remove the tab, thus establishing a definite left glide. If you installed a bit of down and right in making up the nose plug, no thrust adjustments should be required.

TA K IN G THE FIFTH :This airplane should have required no

more than about ten hours to construct, so time to let her rip! Crank in maximum turns . . . the motor will take anywhere from a thousand to twelve hundred, and go ROG again. Eventually, you might want to blow in a little "up” stabilizer on the right rear side, for a spectacular climbout under power. The prototype has over a hundred flights on


Close-up of tail area shows rear rubber dowel through rocket tube, and grain direction of various pieces . . . another thousand words!

AUGUST 1975 31

Jerry Persh, Annandale, Virginia, built this Tee Dee .049 powered Rocketeer A. Designed by Maurice Schoenbrun, the A version was kitted by H & F.

p m fp /tP M By JOHN POND

• The U.S. Free Flight Champs! Wotta great contest!! Of course, when you read all the reports on this great affair, the emphasis will be on the news of the modern events. Although not much attention is paid to the old timers, these events have grown tremendously in stature, attracting many out-of-state entrants who come just for the old timer events. For that reason, this column will try to publicize these events at Taft as the lead article in this column.

Before getting into the description of the fun, acknowledgments are in order for those who sacrificed their own time at the officials desk so that others could fly. Joe Messing put in a hard day’s work on Saturday, using the “ time one-fly one” method of running a meet. For Sunday, Gene "old iron corset” Wal- lock was C.D. Although Gene gave up his chances to win, he said he derived a lot of satisfaction out of seeing many models built from his P&W Partial kits place in the winner’s circle.

Talking about winning, Bruce Norman came all the way from Ft. Worth, Texas, and proceeded to show the boys how. Does first in Class A, first in Class B and Third in Class C strike you as just plain luck? That ought to convince the most critical doubter.

As usual, there were the wild antics of untested models punctuated with appropriate crunches, however, by and large, most models were well tested and times reflected the good flying. Some guys have it tough, like Bob Longstreet, as the author viewed his Sailplane come

in for a nice landing only to hit the six inch pipe line a resounding thud. Unfortunately, it reduced his good Orwick to scrap metal. Rough!

One thing noted at the Championships was the pre-contest work accomplished by Gene Spence, the man responsible for the Taft field. He was successful in promoting used (or reclaimed) oil for a very nominal price and then getting it spread all over the traffic areas. Was this ever the greatest for keeping the dust down! A couple of more applications prior to each US F/F meet will make this field a pleasure to camp on.

In that same line, with the ground oiled and compacted, it was possible to put down chalk lines that stayed for the duration of the three day meet. Excellent way of controlling traffic and parking!

To show the interest that has generated in the .020 Replica event, there were 32 entries alone! Imagine how many actual .020 models there were on the field, as a great number failed to enter for various reasons. Incidentally, rubber O/T has really caught on, as 20 entries were also noted in this event. As “ Brick” Brickner, Editor of the SC IF

Daddy Warbucks does have a pleasant side . . . not Orphan Annie . . . it's Maryann Warb . . er Pond, shown with two of "Daddy's" models that were not designed for Cadillac hauling!

32 MODEL BUILDER

test was great from a weather standpoint. As the old saying goes, “ If you don’t like the weather, wait ten minutes.’’ This was never truer, as the contestants were treated to sunshine, clouds, no wind, warm, windy, cold, clear, and rain. No snow! Regardless, everyone had a great time.

Ditto also was amazed (along with the large crowd) at the huge 12 ft. Taibi Powerhouse produced by Tom Schoneau. Estimates on the amount of Monokote ranged from 60 to 80 dollars. The model was said to cost $250.00. No wonder he had it on R/C!

Our May '75 cover boy. Cliff Silva, who has built just about any Old Timer to come along, big or small. This one is the 13 foot span Michael Roll Berryloid winner. Baby Cyclone. Fantastic.

Flight Plug noted, the only way those good flying models wouldn’t “ max,” was to hit a landing gear bender down- draft. Now that’s a real downer!

Conspicuous by his absence was Larry Boyer, who kept the boys waiting all day for him to show up and make one of his late come-from-behind wins at the last minute. However, when it became apparent Larry was not going to show, one wag stated he had a relative living in San Diego who was setting fires to keep Fireman Larry busy. That’s a fact, men, he had to work!

A new event, .020 Replica Antique, was introduced at this meet but unfortunately drew only flies, with three entries noted. The writer queries the purpose of the event, as all old model designs when scaled to proper size for an .020 motor, perform excellently. It is a cinch bet that several good designs will emerge and the event will look like the regular .020 Replica event. One solution to the Replica .020 event might be to reduce the number of flights to three, with reduced motor runs for subsequent “ max” flights as in the modern counterparts.

The trophy awarding was styled after Olympic methods, i.e., winners were mounted on a tiered platform. Great to see some class put into the awarding of trophies. Everyone enjoyed the method of presenting trophies, even the spectators who had a field day with guys at the expense of the winners. There was even applause, something the writer hasn’t seen since he attended a Willamette contest in Portland, Oregon. There should be more of this!

and Dave Knight, contests are coming fast and furious. The last few contests have been held at Waegell Field, the site regularly used by the NCFFC. This location, south of Mather Field, is a dandy despite the troubles that have been encountered with grass fires; the real rea- on for development of the Tatone De- thermalizer timer.

The latest meet shows Earl Thompson copping two firsts and a fourth in the gas events. Jim Persson ran a close second for sweepstakes by winning Replica .020 with a second and third in other events. Unfortunately for the boys, Barnet Kernoff has discovered an excellent successor to his Lanzo stick that won all the time. He now has the Smith Mulvihill winner that practically climbs out of sight on power. Great flyer!BONG B R E E Z E R

Claude Ditto reports the June4con-

■ \ !

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M O TO RO F THE MONTHThis month’s subject is Henry (affec

tionately known as Hank) Orwick’s engine that appeared directly after the close of WW II, in 1946. It is to be noted that radial type mounting dimensions are shown although special aluminum lugs were provided for mounting the Orwick on standard beams.

Hank (now deceased) was no Johnny- come-lately in the modeling game, as he was extremely active in Southern California modeling circles. His “ Speedcraft” was one of the first successful low wing models. At that time, he was using Ohlsson engines exclusively. Being a machinist of excellent repute, and having a curious nature, Hank decided he could design a better motor than any that were on the market.

His first, called the "Miracle 60,” was actually of .73 cu. in. displacement. This engine was so superior to any .60 being produced that it was one of the major reasons for a rule change in restricting free flight engine sizes to .65 cu. in. In the meantime, Hank produced a .64 engine that really was a powerhouse. Just the thing for a Comet Sailplane! Even today, the only thing that

ORWICK .64Drawn by C. POND

AMPS ANTICSReceived the latest "AM PS M ET ER ,”

official newsletter of the Antique Model Plane Society of Northern California. Noted is the tremendous activity this year, with a schedule of at least six major contests. Between Dick Douglas

AUGUST 1975 33

34 F U L L S I Z E P L A N S A V A I L A B L E - S E E P A G E 8 8 MODEL BUILDER

Can anyone tell us about this model? Photos were taken by Al Heilman, in Florida, December 1940. Radio controlled plane

was on rudder only, about a 12 foot span, and was powered by a Forster 99. Ship was hand launched and flew slow but well.

Tom Alden stuffs wound motor in his 1937 Alvie Dague Mulvihill winner. Photo taken in Northwest, summer of 1974, by Bob Stalick.

Dick Stark, with his version of Tom Engleman's famous "California Champ" design, from Sept. 1940 Air Trails. Wheel strut retracted.

beats an Orwick powered Sailplane is another Orwick Sailplane!

Orwick engines start quite readily, but are unforgiving to an unwary modeler who has left the spark lever advanced. The Orwick will let you know the hard way! Being one of the first high compression engines, care must be exercised in starting.

Orwick produced other engine sizes,

32, 29 and 23, the latter sizes being aimed at the glow plug market. For those curious about the similarity of the Cunningham engine, it must be remembered that Cunningham was associated with Hank. Finally, losing patience with Henry, who was a perfectionist, Cunningham produced a .64 engine based on the Orwick. In later years, engine collectors Art Swift and Bruce

Chandler gained control of the old Cunningham parts and produced quite a few for ignition enthusiasts. Cunningham engines are quite easy to identify, with their purple color, and compared to the green crackle finish that featured the Orwick.

After Henry retired from the engine business, “ H i” Johnson acquired the dies


1938 Moffett WinnerOLD TIMER Model of the MonthDesigned by: Roy Nelder Redrawn by: Phil Bernhardt Text by: Bill Northrop• Ever since it was published in the December 1938 issue of Air Trails (cover price 15 cents!), Roy Nelder’s 1938 Moffett Trophy Winner has been one of our favorite rubber designs.

We remember this ship mostly because of its simple and functional, yet beautiful lines, accented by the elliptical wing tip, stab, and rudder outlines. The fuselage, though rectangular in cross-section, and built entirely of 1/8 square, has

an extremely pleasing profile. The big, one-piece free-wheeling prop looks just right, and in fact, anything else, such as a folder, would seem out of place.

Only one modification has been made on our plans. The wire at the top of the main landing gear strut has been shown in two pieces instead of one. In this way, the gear may be added after covering, with a rubber band stretched across the bottom of the fuselage, to hold it in place.

Roy was (is?) a Canadian modeler, who won a free trip to the U.S. Nationals by taking first in the Canadian Moffett Team eliminations with a flight of 10 minutes and 37 seconds. He went on to

win the International Moffett Trophy at the Nationals, in Detroit, with a flight of 5 minutes and 17 seconds.

The original model featured a long, slow, steady climb, using a 26 strand motor of 1/8 inch rubber, 40 inches long. Only the rudder was offset, an 1/8 inch, for a right turn. Both power and glide paths were in 70 foot diameter circles to the right. Down and right thrust were the only adjustments made after a proper glide was obtained. In windy weather, slightly more right thrust and a tighter power and glide pattern were used to prevent the model from mushing and losing its hold on downwind turns. ·

AUGUST 1975 35

Mike 'Pup" Parenteau, Minneapolis, Minn., designed this G35 ST poweced profile stunter, which will be presented as a construction article in a near-future issue of MB. Wing span of the "Super Pup" is 40 inches.

^ ^ ontro l lineThis month. Bill Pardue fills in by giving us a rundown on the big, Third Annual Southeastern Championships, at Winston-Salem, North Carolina. Next month, "Dirty Dan" Rutherford picks up the lines dropped by Jed Kusik.

• If you weren’t in Winston-Salem June 14-15, you missed the best C/L contest of the year. A total of 109 contestants from 19 different states made over 200 separate entries, and the competition was top notch as usual. Don’t just sit there and say, “ Aw, I could have topped those times.” . . . If you really could have in the 90 ° weather, you would have been here.

Speed saw flights exceeding National Records in 6 different classes. The top time in Goodyear was much faster than 1st at the 74 Nats. The winning time in Rat was faster than at the Nats. And

when Les McDonald and Gene Schaffer lead a total of 29 entries in Aerobatics, you know you have had a contest. Goodyear had 30 entries, Slow and Fast Combat had a total of 34, Sport Race was the largest single event with 33 entries. Rat had.18 entries, which is pretty good for a “ dying” event, and 26 people flew speed.

Our regular “ all you can eat” barbeque caterer flaked out on us at the last minute, but we were able to come through with a last minute meal of fried chicken and barbeque served on the field, that everyone thought was deli

cious. Over 130 people ended up eating what we had ordered to cover 150, so a few late comers had to be refunded. Those “ 12 and unders” ate more than the adults and threw us off on our calculations.

The 67 trophies were pretty . . . they cost over $1,200! And thanks to the Dallas crowd and Al Stegens from Cleveland, all of the speed cash went to out of town contestants. Nearly $500 in cash left here. The top money winner was 13 year old Brent Bussell, from Dallas, who walked away with $150 in cold, hard cash! Al Stegens was next with $75.

Interest in the SOUTH EASTERN S brought in some well known guests. Charlie Vassallo flew in from Kansas for the weekend to talk about what is new in FA I speed, and everyone wanted to find out about the new “ Glo Bee” glo plugs. Glenn Dye flew in from Minnesota and Don Jehlik wants to get “ back in,” so came down to see what was happening, as well as Doc Jackson, down from “ Philly” just to see what all the “ Bally Hoo” was about.

The Cox kid’s “ Learn-to-Fly” was a big success, with an excellent display of typical C/L models adding to the color. If you watched the 11 p.m. news Saturday night, instead of seeing a 200 mph flight like you did last year, you saw one of the T.V. camera men trying his hand at learning to fly. This feature also

Continued on page 7 7

36 MODEL BUILDER

AUGUST 1975ZL ÍN X II. Scale views courtesy of the Czechoslovakian model magazine, Modelar, March 1974 issue. 37

Peanuts everywhere, and not a nut to eat! Some 107 Peanut Scale models from all over the world to be proxy flown at the M ODEL BU ILD ER sponsored Premier Parcel Post Proxy Peanut . . . party. Eight countries were represented. It will happen again next year!

FREE FLIGHT SCALE By FERNANDO RAMOS

Report on the First (Premier) Parcel Post Proxy Peanut Contest. . . Complete list of winners next month.

• Model Builder’s International Peanut Contest was a huge success! After losing the Santa Ana Blimp Hangar as the result of incongruous publicity, the peanut contest was delayed considerably. The problem lay in the fact that there were no sites available to do the job adequately. With the help of peanutter Chuck Conover of Busch Gardens, the Cal State Long Beach College gym was secured. The dimensions of this facility were large enough to permit testing at either end with official flights taking place in the middle.

Judging took place in a large room adjacent to the gym, where the models were kept under lock and key during the weekend. Judging took place most of the day on Saturday. The models were placed on nine large tables, along with their proof of scale data. Russ Barrera, the chief judge, assigned the judging staff different portions of the model to judge. Granger Williams had wings, Bill Hannan

the empennage, Jack McCracken engine and cowl, Bill Stroman the landing gear, Warren Shipp had color and markings, and I had the fuselage and workmanship.

At first glance the task looks overwhelming, and even though there is a tremendous amount of work involved, the education one receives and the techniques learned, far outweigh the work. It is interesting to note how modelers throughout the U.S. and different parts of the world tackle a similar problem. How a single kit can come out looking so different, though starting out with the same basic parts is amazing. The workmanship varied a great deal, with excellent to super being very common.

The variety of models was gratifying, with many designs being represented in each of the five categories: Pioneer, WW I, Golden Era, WW II, and Modern. There were numerous Peck-Polymer kits, with the Cougar being the most popular, as to be expected, since it is an excellent

Models arrived at the flying site in their shipping boxes, using MB's traveling office. They didn't overload the axles!

Sharing the Best Shipping Container award with Jim Hyka's Snoopy Doghouse, was this beautiful box by Roald Tweet, Rock Island, III.

Not exactly commonplace was this container for Dr. John Martin's Lacey M-10, which placed 4th in the Modern class. It came by plane.

38 MODEL BUILDER

The 1975 Grand Peanut award went to Clarence Mather's Morane Sautnier. He won the Kraft radio for this distinction.

Bill Hiscock's F11C-2. Not only scale rib spacing, they're also the strip type, going over and under the spars. Dyed condenser paper.

Static judges (from top) Jack McCracken, Fernando Ramos, and Bill Hannan. Each judged the same portion of every entry.

flyer. Some of the most unusual subjects were as follows: Heinkel 112-B, Zlin A- krobat, Lobet Ganogobie, Polish Fighter, Farman 404, Handley Page Bomber (!), BD-5, Eiffel Breguet, Castaibert IV, Shin- den Canard, Granger Archaeopteryx, Ellehammer, and probably the most unusual subject in so many respects, the Vought Sikorsky V-173, better known as the Flying Pancake!

Bill Stroman launches a Lockspeiser LDA-1 canard by Australian A. Pedashenko.

Each model was assigned a number so that it could be properly identified, along with its presentation, and the shipping box containing whatever extras and flight instructions the modeler chose to send. Once several models were completely judged, their numbers were placed in a box and drawn by the proxy flyers. This way, no one knew ahead of time what particular models they would be flying, giving each an equal chance of getting some of the more outstanding aircraft. The flyers included Bill Warner, Walt Mooney, Clarence Mather, Fudo

Best Junior entry, Hawker Fury by Lake Wilson, age 13, being repaired by Fred Reese.

Takagi, Hal Cover, Kingsley Kau, Fred Reese, Bob Peck, Don Eble, and Don Baxter. After drawing a number, and determining which model they were to fly, would then find the box with the corresponding number and dig out whatever the contestant had sent along. The instructions often were very vague, leaving the whole operation for the flyer to sort out. Several models had not been previously flown, or had only one test flight, and this usually must have been done out-of-doors! On the other hand, some directions were very complete, giving the proxy flier all the necessary data required to fly that model.

First prize in the Golden Era class went to this Waterman "Gosling" by Phil Cox, Pennsylvania. Immaculate construction, FH wheels.

Jacques Pouliquen, of France, sent over this fine looking Farman 404. Its best flight was 23 seconds.

AUGUST 1975 39

Best overseas entry was this Luton Minor by Andrew Moorehouse of Cambridge. England. It is now in the MB Peanut Museum.

Farman Mono, by Benno Sabel, of Germany, on its 26 second flight.

Chuck Conover holds for Kingsley Kau. Chuck was responsible for obtaining use of large Cal State Long Beach gymnasium.

Bill Warner holds damaged parts together while MB's editor applies overworked Hot Stuff.

Each model was thoroughly tested before going for an official flight. However, with those that had not been previously tested, some of the flyers spent over an hour trying to get them to fly. Some problem peanuts were set aside to be flown after the better behaved ones had been given a chance. So believe me, the flying was as fair as it could possibly have been. On many occasions, when one flyer couldn’t seem to have any luck with a reluctant peanut, another modeler would take a crack at it.

Bill Hannan admires the Zlín X II sent over by Milan Kacha of Czechoslovakia.

Judging of all the models took approximately five hours, and after a well deserved lunch break, Jack McCracken, Bill Hannan, Bill Stroman, and I were now able to fly some of these great models we had just judged. The flying on Saturday lasted until about 6:30 pm, with the completion taking place on Sunday around 2 pm.

For those modelers who plan to participate in this super event next year, either again or for the first time, I would like to point out several pitfalls you

Curtiss Mooney works on Jim Hyka's Texan. Ship put in a 30 second flight.

should try to avoid. The main one is choice of subject. In spite of the fact that there was a variety of models and many were built very light, by the time the CG was properly established, there was so much weight on the nose that the model’s performance was cut considerably. For this reason, a design with a generous nose moment should be a major consideration. The use of laminated surfaces also helps to keep the tail light. Surprisingly, there were too few which had laminated surfaces. Many of

Walt Mooney reads instructions by Jim Gerz for flying his Fike Έ '. Best flight was 51 secs.

40 MODEL BUILDER

Dan Defier's Sperry Messenger banks into a There are 6 Peanuts in this box sent by C.E.smooth turn. Note uncovered undersides. Roth. The Macchi is hard to find.

Jim Gerz' Fike Έ ' on one of its stable flights by Walt Mooney. First place in Modern class.

Hard working CD, Carl Hatrak records flight scores while Chief Static judges Granger Williams (by light stand) an (I to r) Jackstatic scale judge Russ Barrera tabulates scale points. McCracken, Bill Hannan, Bill Stroman, and Fernando Ramos.

Scott Cover rescues an Andreason from atop the folded bleachers , , , 10 feet up.

of the short-nosed models came without any ballast, or with directions to add it to the nose. Fortunately, they were in the minority, but proper design is so important.

The most grievous complaint that I have is that on at least 80% of the models I personally flew, the removable nose blocks (for winding) were so loose that they would not stay in place. Added to this, if a shim was required for trimming pruposes, the nose block wouldn’t remain secure. As you can imagine, this doesn’t do much for the flying of the

Sandy and Bob Peck stop their proxy flying duties long enough to take some photos.

model. If the nose block loosens after repeated flying, take some narrow strips of Japanese tissue and either dope or glue them onto the portion of the nose block that goes into the fuselage. This will keep the front end nice and snug.

There really should be provisions for thrust adjustment, such as the one designed by Jim Dean (see March 1975 Model Builder). Shims are OK in a pinch, but are not disireable. Some models didn’t have a removable nose block for winding, only the thrust button was removable. Well, this is not the way to go. It is virtually impossible to wind a motor and stuff it into such a small opening. I had three of this type to

Everyone cheered when Dick Baxter finally qualified this stubborn Shinden, 11 seconds)

contend with. The flight times were very low due to the fact that the motor could not be given any winds to speak of, and yet, these models flew beautifully.

While talking about front ends, surprisingly, the majority of the models used plastic propellers. I suppose I could get into an argument about his, but I personally feel that a carved prop, or one made by the laminated method designed for a specific model, is much superior to the plastic variety. Granted, there are many good plastic propellers available, but I prefer wood. Some modelers use plastic for the additional ballast they need up front. Too often, prop diameter was small, thus the motor would unwind


AUGUST 1975 41

. where we're finally running low on sub-titles!PLASTIC PROPS• Quite a few letters have been received relating to plastic propellers. Somehow, many regard them as suspect, or not quite in keeping with the true “ traditional" form of model flying. We refer here to rubber-powered types, rather than gas jobs, which are a whole different subject deserving a separate article.

Actually, many of the most skillful and talented builders employ plastic props, and it doesn’t seem to disturb their consciences one whit.When people the caliber of Walt Mooney and Clarence Mather use 'em, you can bet it isn’t because they don’t know how to carve wooden ones. Rather, some other factors need to be considered: First, even with inflation, plastic props are a great bargain, usually ranging from 15 to 50 cents each. Then too, they are quitecrash resistant,especially the nylon variety. Also, for short-nosed scale models, their additional weight, as compared to a balsa prop, helps to concentrate the required ballast at the front, lessening the need for “ idle" (non-functional) nose weight. Plus, it is a cinch to switch

plastic props, in order to experiment with different types.

Problem is though, that many of them have a toy-like look, largely as the

result of their color (Manufacturers please note!). Williams Brothers make life a bit easier since their rubber-power and CO2 engine props are white nylon. Thus they may be dyed to virtually any desired color. Regular clothing dye in hot (need not be boiling) water should do the trick. For deeper shades, simply leave in the solution longer.

Or, you could order one of the new Peck-Polymer props (4-3/4” diameter), which are molded in brown, the color of many real airscrews.

The more one thinks about it, the more one questions the judgement of any manufacturer deliberately producing props in red, black or blue, since virtually no full-size examples are these colors! But, one could grow barnacles waiting for factory reaction to such logic. Meanwhile, what does one do about those gaudy red fans? Well, if the material is styrene, which is quite common, simply paint it. The item should first be scrubbed with detergent water to re-

Co/? tin ued on page 85

Do you know what classic aircraft this instrument panel is in. We're just mean enough to make you read the article to find out (Actually, you should be happy to read it, right. Bill?).

Half-dressed Stinson Reliant by Mike Fuller, built to order this way for a customer. It is a pity, sometimes to cover up a beautiful construction job. Of course, there's always transparent film.

Save those old toys! This Dinky Toy autogyro is worth a cool $60 at this time!

42 MODEL BUILDER

The Blériot influence is very obvious in this photo of Walt's Castaibert IV.

The author's hand provides an interesting size comparison in this photo. Hungerford wheels add the final touch.

Castaibert IV, the Uruguayan PeanutBy WALT MOONEY . . . No aircraft, no matter how remote and/or little-known, seems to be able to escape being "PEANUTTED" by the King of the international 12 plus 1 set. Did you ever hear of this one?

• In this little model can be seen the influence of Louis Blériot on the creations of one of the pioneer aircraft designers in the new world.

The three-view that inspired this model was found in an Argentine aircraft magazine. The basic shape looked suitable for a lightweight peanut scale model. Unfortunately, the skid-type landing gear does limit the size of the propeller . . . unless you are willing to lose some scale points by shortening the skids in favor of getting more flight points with a larger diameter prop.

The original model flew, right off the board, as we like to say. And this was true, as long as we kept the power down to where the model would just barely climb. But when attempting flights with maximum winds, the model was found to have inadequate vertical tail area, which would result in a tail wagging

maneuver that would tend to end up in a spin. This obviously is due to the fact that the body is uncovered behind the wing. I filled the aft bay of the fuselage with a thin sheet of clear plastic, relieved to give clearance for the bacíc end of the motor, and this cut down the problem. But the model still has a tendency to Dutch-roll. Probably the surest cure would be to cover the aft fuselage with thin celluloid, but don’t do it until you find you have the problem; not all models built from the same plans fly exactly alike.

The construction of the Castaibert IV is in the good old traditional style. It has a box structure fuselage, tail surfaces built directly over the plan, and a two-spar wing. Since the basic structure is so standard, we’ll try to cover its few points that are unusual.

All of the flying surface outlines are

made of laminations of model railroad basswood. The basic basswood size is .020 by 1/16 inch. Three laminations are used for the wing outline and two for outlines of the horizontal tail and rudder.

The wing spars are 1/32 by 1/16 basswood. Because the wing ribs are sliced. I decided not to notch them for the spars, but to simply cement the spars onto the top of the ribs. The result looks good and gives some turbulation to the upper surface wing airflow.

The front “ bay” of the fuselage is filled in with 1/16 sheet; both sides, top, and bottom are filled. Note the grain direction.

The nose block is built up to simulate the structure on the front of the original airplane. Use a 3/16 thick balsa back block just sized to fit snuggly in the nose of the fuselage. Cement to this a 1/32 plywood face exactly matching the outside dimensions of the fuselage. In the center of this is cemented a 1/8 inch length of hardwood which has been shaped into a 5/16 diameter bead with a hole in it sized to fit the Peck-Polymer thrust button. Small diagonals of scrap balsa run from near each corner of the frontof the plywood to the center bead. The front face of the plywood is painted flat black and the diagonals, bead, and outline of the plywood are painted silver.

The landing gear wire is installed by cementing it in the proper place in the fuselage.

Before covering the fuselage, the diagonal bracing should be installed. Using two-pound test monofilament line, start at any corner and wrap the fuselage,

Continued on page 68Decisions, decisions. Do you shorten the landing gear skids or the prop. One of 'em has to go! Shorter prop and wider blades helps the situation somewhat.

AUGUST 1975 43

WING RIBS ARE SLICED FROM SHEET BALSA

r lJΛ

CASTAIBERT IV URUGUAYAN PEANUT

BY

ALL STRUTS ARE 1/32ND BY 1/16TH BASSWOOD. ROUND EDGES, AND TAPER AS REQUIRED.ALL BRACING IS 2# TEST MONO- FILIMENT FISHING LEADER.1 "D IA . BY 1/8TH HUNGERFORD WHEELS ARE USED.USE A PECK - POLYMER THRUST BUTTON.FUSELAGE STRUCTURE IS 1/16TH SQUARE BALSA FOR LONGERONS, UPRIGHTS, AND CROSSBRACES.USE 1/32ND OR THINNER, PIANO WIRE FOR THE LANDING GEAR AND PROPELLER SHAFT. USE A CUT-DOWN PLASTIC PROP. DIAMETER IS LIM ITED BY THE FRONT OF THE SK ID S.

THE ORIGINAL AIRPLANE IS IN THE AERONAUTICAL MUSEUM IN MONTEVIDEO,

44 MODEL BUILDER AUGUST 1975 45

Dick Miller, Hobby Fair model shop in L.A., photographed MB's editor photographing Scotty Harte, who was not photographing anyone. He was launching his Class 'D ' H A W K EY E , which placed second in the event to the perennial Satellite a la Hunter. NFF Champs at Taft. See page 49.

By BOB STALICK

• It’s that time of the year when writing becomes a bit more difficult. It ’s been enjoyable tossing up the winter’s creation and watching it climb, transition and glide. Sitting in the house on a summer’s day, windfree and warm, typing on the Smith-Corona, is my second favorite activity. But there’s quite a bit going on. The Nats are just around the corner. . . unless you live on the West Coast, then the corner is 2500 miles long. The FA I Semis are upcoming in another month or so, and I ’m contemplating building the most successful design yet.

My last pen pal just sent me a Dear John letter with postage d u e . . . 13 .̂ He had to send it airmail, at that.

Stephanie Perryman and grandpa George with his Big Daddy model of the year for 1975.

One good thing has happened recently. I received a phone call from the wilds of Washington state, where someone on a horse had found my lost FA I Power model. Granted it spent the winter (since August 25, 1974) in the rain forest, but the Rossi is in perfect shape . . . thanks to 75/25 alky-castor fuel, and flood off systems. The Seelig is a total waste and the fuserage feels like it’s made out of discarded sponge rubber. Nice to have that Rossi back, and to hear it run. In fact, it runs better than I remembered i t . . . maybe aging has something to do with it. I know it works with wines.AUGUST M YSTERY MODEL

Here’s an easy one. I thought that since most of you would be too busy flying and rebuilding to look carefully at the Mystery Model, I might sneak one

Don Chancey's Canned Heat, winner of Jetex Model of the Year award.

past. This one had considerable success in its day, winning regularly in the hands of many. Powered by anything from a .19 to a .32 (and probably larger), it held numerous records. I know that whenever the conversation in this area turns to nostalgia, someone usually mentions this ship and there is a reverent sigh and a pause.

Uncle Bill Northrop (sigh and pause, reverently) probably remembers this ship, and if you pressed him, he might even admit having built one or two in his free flight days. Anyhow, he’ll send you a super nice MB gift if you are the first one in line with the name of the ship.

The Mystery Model contest fina lly came up w ith a real sticker in A pril. We had a wide variety o f guesses, b u t no one sent in the correct identification. Would yo u believe that the "K ing o f C ontro l Line Scale Designers, “ Wait

Jim Crocket credits MB decal with adding what was needed to win Rocket at N FF Champs!

46 MODEL BUILDER

In le s s th a n te n y e a r s F o x G lo w P lu g s h a v e b e

c o m e th e W o r ld ’ s la r g e s t s e l l in g g lo w p lu g s : p r im a r

i ly . w e l ik e t o th in k , b e c a u s e w c o f f e r a d v a n c e d

d e s ig n a n d q u a l i t y p r o d u c ts at m o d e r a t e p r ic e s .

S o m e o f th e fe a tu r e s th a t h a v e m a d e F o x G lo w P lu g s

m o r e s u c c e s s fu l th a n o th e rs a r e as fo l lo w s :

1. G o ld p la t e d c o r e p ie c e s : T h is h as a d o u b le a d v a n

ta g e o f p r o v id in g a s u p e r io r w e ld b e tw e e n th e

e le c t r o d e a n d th e c o r e p ie c e a n d in a d d it io n ,

m a k e s th e b e s t p o s s ib le c o n ta c t w ith th e g lo w p lu g

le a d . Y o u w i l l h a v e v ir tu a l ly n o c o n ta c t p r o b le m s

w ith F o x G lo w P lu g s .

2 . T h e s e c o n d fe a tu r e , d is c o v e r e d a n d o r ig in a t e d b y

F o x . a lth o u g h n o w u s e d b y s o m e o f o u r c o m

p e t i t o r s . is th e u s e o f a R h o d iu m -p la t in u m c l e

m e n t m a te r ia l , r a th e r th a n th e i r id iu m -p la t in u m

g e n e r a l ly u s e d in y e s t e r y e a r s . T h e R h o d iu m -

p la t in u m c o m b in a t io n h a s th e a d v a n ta g e o f ig n i t

in g th e fu e l at a s u b s ta n t ia lly lo w e r e le m e n t t e m p

e r a ! u re th a n th e ir id iu m - p la t in u m a l lo y . T h is

m e a n s th a t w h e n y o u d o a to u c h -a n d -g o o r a s im i

la r m a n e u v e r y o u r e n g in e is le s s l ik e ly to q u it

w h e n y o u h it th e th r o t t le .

3 . T h e th ird f e a tu r e o r ig in a t e d b y F o x . a n d a s f a r as

w c k n o w s t il l e x c lu s iv e w ith F o x . is th e u s e o f a

p a te n te d s p a c e - a g e in s u la t in g m a te r ia l . T h is m a t

e r ia l w i l l w ith s ta n d a h ig h e r t e m p e r a tu r e th a n

g la s s but is n o t b r i t t le a n d w il l n o t c r a c k u n d e r

s t r e s s e s in t r o d u c e d b y t ig h te n in g th e p lu g .

4 . Λ fo u r th f e a tu r e th a t h a s m a d e F o x P lu g s p o p u la r

is o u r m e th o d o f m a n u fa c tu r in g th e id le b a r h o u s

in g w h e r e th e id le b a r is a n in t e g r a l ly m a c h in e d

p o r t io n o f th e h o u s in g . T h i s v ir tu a l ly e l im in a te s

th e r is k o f a w e ld fa i lu r e a n d h a v in g a p ie c e o f th e

p lu g d r o p in to a n d d e s t r o y th e e n g in e .

5 . A F ifth r e a s o n w h y F o x G lo w P lu g s h a v e b e e n

s u c c e s s fu l is th a t m o s t e n g in e s s e e m to ru n b e l t e r

w ith th e m . 'Π ι γ w a y th e y g o t th a t w a y is th a t w e

h a v e m a d e th o u s a n d s o f p lu g s w ith v a r y in g d i

m e n s io n s a n d s e le c t e d th e o n e s th a t s e e m e d to

w o rk b e s t o n a w id e v a r ie t y o f e n g in e s .

T h e s ta n d a rd s e r ie s o f p lu g s a r e o u r b e s t s e l le r s .

T h e s e a r e u s u a lly u s e d w ith a h o b b y b a tte ry ’ o r in

s o m e c a s e s a N l - C a d . T h e s h o r t s ta n d a rd a n d lo n g

s ta n d u rd a r e g e n e r a l ly u s e d in c o n t r o l l in e m o to rs

w h e r e id l in g is u n im p o r ta n t a n d th e s h o r t a n d lo n g

id le b a r p lu g s a r e u s e d in th r o t t le m o to r s , a s th e s e

h a v e a b e t t e r c a p a b i l i t y o f k e e p in g th e e le m e n t

w a rm d u r in g p r o lo n g e d id le p e r io d s . T h e 2 -v o lt

s e r ie s a r e s im ila r to th e 1 .2-v o l t s e r ie s e x c e p t th a t

th e e le m e n t is e l i g h l l y s m a l le r in d ia m e t e r a n d

lu n g e r in le n g th a n d p r o v id e s th e r e s is ta n c e n e c e s

s a r y f o r u s e in le a d a c id b a t t e r ie s . Λ lo t o f p e o p le u s e

u m o t o r c y c le - t y p e b a t t e r y a n d ta p o f f o n e c e l l to

p r o v id e c u r re n t f o r th e g lo w p lu g . T h e r a c in g s e r ie s

p lu g s a r e n o t f o r g e n e r a l u s e a n d a r e in t e n d e d o n ly

fo r u s e in e n g in e s w h ic h h a v e v e r y c lo s e s q u is h

h a n d s a n d s e e m to h e u n a b le to h o ld a n e le m e n t in a

s ta n d a rd p lu g . O u r r a c in g s e r ie s p lu g s h a v e e le

m e n ts m a d e o f a d i f f e r e n t m a te r ia l w h ic h is m u c h

s t r o n g e r a t o p e r a t in g t e m p e r a tu r e s a n d ca n r e s is t

th e s h o c k w a v e s w h ic h a c lo s e s q u is h h a n d w i l l se t

o f f . T h is , u n fo r tu n a te ly , m a k e s it u n s u ite d f o r u s e

w ith a s ta n d a rd h o b b y b a t t e r y o r N l - C a d . S o m e so rt

o f a rh e o s ta t c o n t r o l le d p o w e r s o u r c e m u st h e p r o

v id e d th a t w il l l im it th e in p u t a m p e r a g e b e t w e e n 5

a n d 6 a m p s . T h e b e n e f i t , h o w e v e r , is a v ir tu a l e n d to

e le m e n t fa i lu r e .

FOX FOUR WAY WRENCHT h e F o x F o u r W a y W r e n c h is a p r o fe s s io n a l g r a d e t o o l

s p e c i f i c a l ly d e s ig n e d f o r th o s e w h o l ik e th e fo u r w a y d e s ig n

hut a rc n o t s a t is f ie d w ith th e lo w g r a d e d ie c a s t to o ls n o w on

th e m a rk e t . T h e F o x F o u r W a y W 'r c n c h is th e f in e s t y o u c a n

b u y . Th e b e a u t i fu l c h r o m e f in is h o f th e F o x F o u r W a y

W r e n c h d o e s n 't w o r k o n e b it b e t t e r th a n i f it w e r e a d u ll,

b a t t le - s h ip g r a y , hut it d o e s a w o r ld o f g o o d f o r y o u r m o ra le

a n d p r id e a n d is n 't ‘ 'p l e a s u r e " w h a t m o d e l in g is a ll a b o u t?

F o x 4 W a y W r e n c h . .7 0 1 0 4

FOX TWO WAY WRENCHT h e F o x T w o W a y W r e n c h w a s o r ig in a l ly d e v e lo p e d in o u r

o w n s h o p s fo r th e c o n v e n ie n c e o f o u r o w n e m p lo y e e s in

w o r k in g w ith F o x E n g in e s . T h e s m a ll e n d o f e a c h o f th e s e

w r e n c h e s a r e a l l b r o a c h e d to fit th e F o x G lo w P lu g a n d art-

n e c k e d d o w n s o th a t th e y w il l r e a c h in s id e o f th e f in s . T h e

le n g th o f th e T - b a r is e n o u g h g r e a t e r th a n c e r t a in d ie c a s t

w r e n c h e s th a t it o f t e n m a k e s th e d i f f e r e n c e b e t w e e n th e

p r o p e l le r s ta y in g o n o r b e in g th ro w n o f f in f l ig h t . U s e a F o x

W r e n c h an d y o u w il l n o t b e th r o w in g p r o p e l le r s .

F o x 2 W a y W r e n c h - F i t e 3 / 1 6 s h a f t m o t o r s 7 0 1 0 1

F i t e Ví s h a f t m o t o r s . .7 0 1 0 2

F i t s 5? 16 s h a f t m o t o r s 7 0 1 0 3

!

FOX 15BB

B ore ..................... 590Stroke..........550Disp . .15 (.25 cc)W t ............. 6 oz.R P M ........ 26000With big-throat carburetion and racing prop

T h e n ew F o x 15B B is a n a l l n e w m o t o r u n lik e a n y th a t y o u h a v e s e e n

b e fo r e . I t u s e * th e b a s i c S c h n u e iB p o r t in g c o n c e p t . H o w e v e r , t h e m o to r has

b e e n put t o g e th e r in an a l t o g e t h e r n e w fa s h io n , w h ic h m a k e s it p o s s ib le to

sh a p e a n d c o n to u r th e b y p a s s e s t h e w a y th e m o to r w a n ts th e m . A ls o , th e

s t ru c tu re is m o re r ig id a n d w a r p f r e e th a n m o s t c o n v e n t io n a l d e s ig n 15

e n g in e s . T h e f la n g e d t y p e c a r b u r e t o r m o u n t m a k e s p o s s ib le a w id e c h o ic e o f

c a rb u r e t io n . T h e F o x 1 5 B B h a s p r o b a b ly th e la r g e s t m a in b e a r in g a n d

c r a n k s h a ft p o r t o f a n y 15 s iz e e n g in e a v a i la b le in th e w o r ld . T h e m a in

d ia m e t e r is .4 5 0 a n d o n th e O D a n d r a c in g e n th u s ia s ts c a n s a fe ly g r in d th e ID

o u t to 3 / 8 th f d ia m e te r . I 'n l ik e c o n v e n t io n a l b a l l b e a r in g m o to r s , th e n e w F o x

15 ru n s lo o s e b a ils d i r e c t ly on th e c r a n k s h a ft in th e h ig h ly lo a d e d r e a r

p o s it io n a n d ru n s an S A £ 6 6 0 c a s t b r o n z e b u s h in g in th e fr o n t p o s it io n . T h is

lo o s e b a l l a r r a n g e m e n t t o rn p le te ly b y p a s s e s th e r e t a in e r fa i lu r e p r o b le m .

A n o th e r u n iq u e f e a tu r e o f th e F o x 1S B B is th e u n u s u a l c u r v a tu r e in th e tw o

p r im a r y b y -p a s e e s . T h is c u r v a tu r e d i r e c t s th e b y -p a s s g a s o v e r th e t o p o f th e

p is to n a n d a g a in s t th e h a c k w a ll d ir e c t ly a n d th en a s th e p is to n lo w e r s ,

s w e e p s u p w a rd , r e s u lt in g in b e t t e r p is to n c o o l in g a n d a m o r e c o m p le t e

c y l in d e r f i l l th a n c o n v e n t io n a l s t r a ig h t b y p a s s a r r a n g e m e n ts . It is r a r e th a t a

m o to r w il l p e r fo r m o u ts ta n d in g ly in a m e d iu m R P M ra n g e ; a n d w ith n o

c h a n g e in p o r t l im in g c a n b e f i t t e d w ith a s m a ll p r o p e l l e r a n d a b ig c a r b u r e t o r

a n d w ill p e r fo r m e q u a l ly w e l l in th e r a c in g r a n g e . T h e F o x 1 5 B B is t r u ly an

e x c e p t io n a l m o to r

FOX 15BB «with Suction N. V. A aecm .............................. 11600with Needle Valve for P re s s u re ..................11700with Throttle for Sport F ly in g ..................... 21600with Throttle for Racing .............. ...............21700

FOX COMBAT SPECIAL

Bore..........................800Stroke ............. 715Disp ................ 359Wt .............. 7% oz.R P M ............19,000with an 8-7 combat type prop

T h e F o x C o m b a t S p e c ia l is a s p e c ia l i z e d t y p e o f m o to r d e s ig n e d e s p e c ia l ly

f o r C o m b a t f ly in g . I ts n e e d le v a lv e a s s e m b ly is d e s ig n e d t o h o ld th e p r e s s u r e

o f b la d d e r s an d to g iv e r e a s o n a b le a d ju s tm e n t w ith a p a c i f i e r o r b la d d e r

ta n k . C o n s t ru c t io n o f th e e n g in e i t s e l f f o l lo w s n o rm a l d o u b le b e a r in g p r a c

t i c e e x c e p t th a t th e n o s e is v e r y e b o n t o m in im iz e tu rn in g ra d iu s in e r t ia . T h e

p is to n is la p p e t ! m n e h a n it r a n d th e p is to n a n d c y l in d e r th ic k n e s s h a v e b e e n

s o m a tc h e d th a t th e c o o l in g r a t e o n b o th a r e n e a r ly id e n t ic a l , w h ic h is w h a t

y o u n e e d fo r s u p e r io r h o t r e s ta r ts . In k e e p in g w ith b e s t c o n s t r u c t io n p r a c

t i c e . th e i ran k sh a ft m a in is a fu l l h a l f in c h d ia m e t e r a n d m a d e o f a l lo y s t e e l

T h e c o n n e c t in g r o d h a s b e e n m a c h in e d f r o m b a r a n d is b u s h e d o n th e lo w e r

e n d . T h e c y l in d e r a r r a n g e m e n t f o l lo w s a p r o v e n S c h n u e r le p o r t in g a r r a n g e

m e n t . C o n s id e r a b le e x p e r im e n t in g h as b e e n d o n e w ith th e p o r t in g to a c h ie v e

a s e tu p th a t w i l l g iv e an a lm o s t f la t p o w e r c u r v e o v e r a fa i r ly w id e r a n g e o f

m ix tu r e . W h a t th is m e a n - o f c o u r s e , is th a t i f y o u r b la d d e r fa i ls to m a in ta in

c o n s ta n t p r e s s u r e y o u r * n g in e s t i l l d o e s n ’ t s a g on y o u in a m a tc h . T h e

C o m b a t S p e c ia l is a ls o s u ite d f o r f r e r - f l i g h t m o d e l* a n d ra t r a c e t y p e m o d e ls .

I t s h o u ld b e c le a r ly u n d e r s to o d th a i th e C o m b a t S p e c ia l is n o t a m o to r f o r

b e g in n e r s a n d it w a s n o t in te n d e d to fu n c t io n o n a c o n v e n t io n a l s u c t io n t y p e

fu r l s y s te m .

FOX 36BB Combat Specia l............................................ 13700

FOX 40 BB

B ore ................... 800Stroke........ 790Disp............399W t ..........11 oz.R P M ........withracing carburetor and prop with 60% nitro fuel 28,000 RPM withcarb and 10-6 prop - 13,500

T i l e F o x 4 0 B B o f f e r s m a n y in t e r e s t in g p o s s ib i l i t ie s . W ith a c o n v e n t io n a l

s m a ll th ro a t c a r b u r e to r it m a k e s a n e x c e l l e n t p a t t e r n e n g in e f o r th e m e d iu m

s iz e ra d io c o n tr o l p a t te rn t y p e a ir p la n e s . F o r h ig h s p e e d w o rk th e s a m e

c a r b u r e t o r u s e d o n o u r F o x 7 8 w i l l b o lt r ig h t o n a n d w il l p r o v id e e n o u g h flo w

f o r th e e n g in e to ru n q u it e m o n th ly in th e 2 0 .0 0 0 p lu s R P M ra n g e . T h e b ig

.5 9 0 d ia m e t e r c r a n k s h a ft c a n b e g r o u n d o u t o n th e in s id e t o o v e r 7/16th

d ia m e t e r , w h ic h is a b ig g e r h o le th a n y o u r a n g e l o n a n y 4 0 s iz e r e a r in ta k e .

T h e c y l in d e r p o r t in g f o l lo w s th e m o s t m o d e m S c h n u e r le t y p e th in k in g and

th e ro u n d e x h a u s t s ta c k p r o v id e s e x c e l l e n t a t ta c h m e n t p o s s ib i l i t ie s fo r a

c a r r y a w a y tu b e , s ta n d a rd c o n c e p t m u f f l e r , o r a tu n e d p ip e . A v a r ie t y o f

c y l in d e r o p t io n s an? a v a i la b le . I t Is n o r m a lly s u p p lie d w ith a s in g le r in g

a lu m in u m p is to n a n d a n i t n d e d c y l in d e r . H o w e v e r , s o ft s t e e l o r b r a s s c y l in

d e r s l in e r s c a n b e o r d e r e d . A l s o A B C t y p e a lu m p is to n s c a n b e o r d e r e d . W ith

a ll o f th e s e o p t io n s a t y o u r d is p o s a l y o u h a v e a w id e r c h o ic e th a n is a v a i la b le

f r o m a n y o t h e r m a n u fa c tu r e r . T h e F o x 4 0 B B w a s in te n d e d to b e a c o m p e t i

t io n e n g in e b u t it h as n o n e o f t h e c r a n k in e s s o f t e n a s s o c ia t e d w ith c o m p e t i

t io n e n g in e s . F o r a v e r a g e s p o r t f l y in g y o u w i l l b e a m a z e d h o w it w i l l ru n a n d

ru n an d ru n a n d g iv e y o u n o p r o b le m * a t a ll .

Fox 40 BB with suction type needle valve assem ......... 14100with pressure type needle valve assem .........14200with pattern type carburetor ....................... 24100with racing type carburetor .........................24200

pattern

FOX EAGLE 61

Bore................. 907Stroke ... .937D isp ........ 604W t........ 14 oz.RPM ...12,000

11-8 prop

T h e F o x E a g le 6 0 , f i r s t in t r o d u c e d in 1972, h a s n o w u n d e r g o n e s e v e r a l

m in o r r e d e s ig n s a n il h a s e v o lv e d in to o n e o f th e W o r ld ’ s m o s t p r a c t ic a l sp o r t

g r a d e 6 0 ’ * . W h i le it la c k s a f e w h u n d r e d R P M o f b e in g th e e q u a l o f o u r n e w

S c h n u e r le p o r te d F o x H a w k , it is u n d o u b te d ly o n e o f th e e a s ie s t s ta r t in g

m o to rs on th e m a rk e t . I t a lw a y s s ta r ts , h o t o r c o ld , a n d n o s ta r t e r is n e c e s

s a ry e v e n f o r b e g in n e r s . A s im p le s t r a ig h t - fo r w a r d c o n s t r u c t io n m a k e s

r e p a ir s e a s y to m a k e i f y o u s h o u ld b e s o u n fo r tu n a te a s to h a v e a v e r t ic a l

la n d in g . T h e F o x E a g le h as th e r e m a r k a b le c a p a b i l i t y o f r u n n in g a s fa s t an d

r e l ia b ly a f t e r 100 o r 150 h o u r u s e a s it d o e s w h e n it is b ra n d n e w . B a s ic a l ly th e

lo o p s c a v e n g e a r r a n g e m e n t on o u r E a g le is a m o r e e c o n o m ic a l d e s ig n to

p r o d u c e th a n th e S c h n u e r le p o r t a r r a n g e m e n t o f o u r n e w H a w k a n d w e th in k

th a t f o r a g r e a t p e r c e n t a g e o f « p o r t f l y e r s a f e w r .p .m . is o f le s s s ig n i f ic a n c e

th a n th e d o l la r s in v o lv e d . C o n s t r u c t io n -w is e th e la t e s t E a g le fe a tu r e s a

m u f f le r m o u n t th a t c a n b e r e m o v e d b y m e a n s o f t w o s c r e w s f r o m th e b y p a s s

s id e w ith o u t r e m o v in g th e e n g in e f r o m th e a ir p la n e . L ik e a l l la r g e r F o x

T h r o t t l e M o to r s , th e th r o t t le c a n b e o p e r a t e d f r o m e i t h e r s id e a n d a b o v e o r

b e lo w th e b a r r e l . T h e c o v e r o v e r th e f r o n t b e a r in g p r o t e c t s h f r o m d ir t an d

g r im e . T h e c o n ro d is n o w b u s h e d o n th e lo w e r e n d . T h e F o x E A g le h as tw o

c o n v e n t io n a l t y p e r in g s w ith th e r e s u lt th a t c r a n k in g c o m p r e s s io n is p r o b a

b ly b e t t e r th a n a n y o th e r 6 0 o n th e m a r k e t . T h e F o x E a g le 6 0 is a ls o l ig h t e r

w e ig h t th a n m o s t 6 0 s a n d c a n o f t e n b e u sed in a ir p la n e s p la n n e d fo r 45e

w ith o u t a n y b a la n c e p r o b le m s . F u r th e r m o r e , r e m e m b e r th a t w h e n y o u f ly

w ith a n A m e r ic a n m a d e F o x E a g le y o u h a v e p a r te a n d s e r v ic e a s n e a r a s y o u r

t e le p h o n e .

Fox Eagle 60BB with Suction type needle valve a seem. 16099 with standard pattern type c a r b ...........26099

13700

FOX MOTORSwithBALL

BEARING

FOX 45BB

Bore ................ 850Stroke ... .790D isp ..........45W t........12 oz.RPM ...14,000 with 10-6 prop

MAINBEARINGS

FOX HAWK 60

Bore .......................907S troke ............937Disp ...............604W t...............15 oz.R P M ..........13,500with pattern carburetor and narrow blade 11-7 prop

R P M ..........23,000with large throat carburetor and 9-7 racing type prop

T h e n e w F o x H a w k 6 0 is u n d o u b te d ly A m e r ic a ’ s f in e s t p a t te rn 6 0 . In

m a t te r s o f p o w e r , fu e l d r a w , s m o o th n e s s a n d l i f e , th e n e w F o x H a w k 6 0 is

e q u a l o r s u p e r io r to th e g la m o ro u s im p o r ts s e l l in g f o r 1 1 5 0 .00 o r m o r e . E v e r y

p a r t h a s b e e n m a d e c a r e fu l ly a n d a t te n t io n h a s b e e n g iv e n to m a k e it lo o k

a t t r a c t iv e a s w e l l a s fu n c t io n w e l l . F o r in s ta n c e , th e c y l in d e r h e a d is m a d e

f r o m b a r s t o c k a n d a n o d iz e d an a t t r a c t iv e r e d . T h e c y l in d e r s e c t io n is m a d e

w ith in te g r a l s t e e l f in s , w h ic h m a k e th e c y l in d e r l in e r s o s t i f f th a t th e r e is

v e r y l i t t le l ik e l ih o o d th e c y l in d e r l in e r c a n w a rp o u t o f r o u n d in c o m p r e s s io n

a r e a s . T h e c y l in d e r l in e r i t s e l f h as b e e n n it r it e d a n d is f i l e h a rd . T h e p is to n is

m a d e f r o m a v e r y s p e c ia l u ltra -h a rd lo w e x p a n s io n a lu m in u m w h ic h is

m a n u fa c tu r e d u n d e r p a te n t p r o t e c t io n . E a c h p is to n h as m o r e th a n tw ic e th e

s t r e n g th o f o rd in a r y a lu m in u m p is to n s a n d h a s an e x p a n s io n r a te c o m p a r a

b le to th a t o f ir o n , w h ic h m a k e s it p o s s ib le to f i t th e p is to n i t s e l f m u c h c lo s e r

w ith n o s e iz in g p r o b le m s h o u ld th e m o to r g o o v e r le a n . I f th e m o to r d o e s g o

o v e r le a n a b o u t a ll th a t h a p p e n s is th a t y o u lo s e p o w e r a n d p e rh a p s b u rn o u t a

g lo w p lu g . T h e c o n n e c t in g r o d is m a c h in e d f r o m b a r a n d is b u s h e d o n b o th

e n d s w ith b e a r in g b r o n z e m a te r ia l . T h e w r is t p in is r e ta in e d w ith la r g e

a ir c r a f t s t y le s n a p p lu g s . A n o th e r im p o r ta n t f e a tu r e o f th e F o x H a w k 6 0 is its

r e m a r k a b le c a p a b i l i t y to p u t o u t a s m u c h p o w e r o n a lc o h o l fu e l a s m o s t

o r d in a r y e n g in e s d o o n n itro m ix e s . Y o u w il l f in d th a t th e F o x H a w k 6 0 w ill

p u t o u t a g o o d s o lid Wa h o r s e p o w e r o n a F A I t y p e fu e l . I f y o u d o a lo t o f f ly in g ,

th e e x t r a f e w d o l la r s o f a F o x H a w k 6 0 c o s ts c a n q u ic k ly b e r e p a id b y th e fu e l

c o s t s a v in g s in b u rn in g a lo w e r p r ic e d fu e l . O f c o u r s e , i f y o u d o w a n t to b u m

m o r e e x p e n s iv e fu e ls s u c h a s M is s i le M is t , th e n y o u r e a l ly d o h a v e a w o r ld

b e a te r .

F o x H a w k 6 0 B B w i t h n e e d l e v a l v e a e e e m f o r s u c t i o n .1 6 1 0 0

w i t h c a r b u r e t o r f o r p a t t e r n f l y i n g . . 2 6 1 9 9

w i t h o v e r e i z e c a r b u r e t o r f o r r a c i n g . 2 6 1 9 8

T h e F o x 4 5 B B is b ra n d n e w f o r 1975 a n d in t r o d u c e s a w h o le n e w b a g o f

t r ic k s f o r th e e n th u s ia s t to e x p lo r e . T h e e x h a u s t s ta c k is r o u n d a n d w il l

a c c e p t a 5/8 d ia m e t e r s o ft a lu m tu b in g e x te n s io n s o th e e x h a u s t c a n b e

r o u te d a t y o u r c o n v e n ie n c e . T h e c r a n k c a s e r e a r c o v e r is e x t e n d e d u p w a rd to

fo rm a g e n e r o u s s iz e r e a r b y -p a s s a n d m a k e p o s s ib le a m a tc h in g fr o n t

b y -p a s s . N o t e th e s e a r c s u b s ta n t ia l ly w id e r th a n o n m o s t S c h n u e r le m o to rs .

A l l w a l ls o n th e c r a n k c a s e c a s t in g a r e 3 /32 th ic k . T h e c r a n k s h a ft is m o u n te d

o n th e s a m e tw o b a ll b e a r in g s o u r E a g le a n d H a w k a r e a n d h a s a m o r e

g e n e r o u s g a s p a s s a g e th a n a n y s h a ft r o t o r 60 w e h a v e s e e n . T h e f la n g e d

c a r b u r e t o r m o u n t, b e s id e s p r o v id in g a m o re w a r p f r e e th a n u su a l w a y o f

m o u n t in g th e c a r b . a ls o m a k e s p o s s ib le a b e t t e r in ta k e in t e r s e c t io n d e s ig n

th a n p o s s ib le w ith a d r i l le d h o le . T h e c o n r o d is m a c h in e d f r o m a lu m b a r an d

is b u s h e d o n th e lo w e r e n d . T h e c y l in d e r h a s b e e n c a r b o n it r id e d a n d is

v ir tu a l ly w e a r p r o o f . T h e p is to n is c a s t a lu m in u m a n d is f i t t e d w ith a s in g le

H i- te n s io n r in g th a t h a s b e e n s p e c ia l ly p r o c e s s e d f o r a p e r fe c t c y l in d e r f i t .

T h e F o x 4 5 B B w i l l f ly a p la n e a b o u t a s fa s t a s m o s t lo o p s c a v e n g e d 6 0 's . It

w e ig h s le s s , is s m o o th e r ru n n in g , b u m s le s s fu e l , a n d c o s ts l e s s . T h e u s e o f a

1 0 " p r o p h e lp s g r o u n d c le a r a n c e p r o b le m s . T h e F o x 4 5 B B ru n s v e r y n ic e ly

o n F A I F u e l , y e t w i l l u t i l iz e n it r o fu e ls to fu l l a d v a n ta g e . W e th in k o u r F o x 45

is th e h ig h e s t s ta te o f th e a rt o f f e r e d t o d a y .

F O X 4 5 B B · S u c t i o n N e e d l e v a l v e a e e e m ............................... 1 4 6 0 0

N e e d l e v a l v e a e e e m . f o r p r e s s u r e ................... 1 4 7 0 0

T h r o t t l e f o r p a t t e r n f l y i n g .................................... 2 4 6 0 0

T h r o t t l e f o r r a c i n g ......................................................... 2 4 7 0 0

FOX 78

B ore...............1.00Stroke ..1.00D isp ........ 78Wt....... 19 oz.RPM . .13,500 with an 11-8 prop10,000 with a 15-4 prop

T h e F o x 78 s ta r t e d ou t a s a 74, te n y e a r s a g o . O v e r a p e r io d o f y e a r s th e

s t r o k e w a s in c r e a s e d t o m a k e it a 78. T h e b y -p a s s w a s d e e p e n e d . T h e 3

b y -p a s s p o r ts b e c a m e 4. T h e p is to n w a s r e - d e s ig n e d s e v e r a l t im e s a s w a s th e

c r a n k s h a ft . T h e o ld 2 p lu g h e a d w a s a b a n d o n e d in v ie w o f t o d a y 's r e l ia b le

g lo w p lu g s . A g r e a t d e a l w a s le a rn e d a b o u t f its .

T o d a y ’ s F o x 78 h a s m o re to r q u e an d p o w e r o v e r a w id e r R P M ra n g e th a n

a n y c o m p a r a b le m o to r . I t is l ig h t e n o u g h to f i t in m o s t a ir p la n e s c a l l in g fo r

60*s - y e t h a s th e e x t r a s t e a m to f l y h i- d r a g , p o w e r c o n s u m in g s c a le m o d e ls .

In d e p e n d e n t t e s t e r P e t e r C h in n r a te d th e F o x 7 8 a s t o p c h o ic e in its f ie ld .

F o x 7 8 w i t h e u c t i o n t y p e n e e d l e v a l v e a e e e m .......................1 7 8 0 0

w i t h R C t y p e c a r b u r e t o r ................................................... 2 7 8 0 0

FOX MOTORS with CASTFOX 15

590S trok e ........... 540Disp ....15 (2.5 cc)W t..................4 ozR P M ..........12,000with an 8-4 Prop

T h is o u ts ta n d in g l i t t le m o to r h a s b e e n m a n u fa c tu r e d n o w o v e r t e n y e a r s

w ith o n ly m in o r m o d if ic a t io n s . I t s s u c c e s s h a s b e e n s o g r e a t th a t a w h o le

fa m i ly o f 15 s iz e d p r o f i le m o d e l k its h a v e b e e n p r o d u c e d a ro u n d it . T h e m a in

b e a r in g is a fu l l % th s in c h in d ia m e t e r a n d th e e n g in e is p o r t e d g e n e r o u s ly

th ro u g h o u t. T h e p is to n is m a c h in e d fr o m m e c h a n it e b a r a n d th e c y l in d e r is

f r o m le a d e d s te e l . T h e n e w e s t s e r ie s fe a tu r e s an im p r o v e d n e e d le v a lv e

a s s e m b ly w h ic h c a n b e r e a d i ly r e p la c e d in th e e v e n t o n e o f y o u r la n d in g s is

le s s g e n t le th an y o u had p la n n e d . T h e m a in b e a r in g is c a s t S A E 6 6 0 b r o n z e

w h ic h w e a r s lo n g e r a n d h a s le s s f r ic t io n th a n p o w d e r e d m e ta l b e a r in g s .

F o x 1 5 w i t h S u c t i o n T y p e N e e d l e V a l v e A e s e m ............... 1 1 5 0 0

................ 800Stroke ... .700D isp ........ 352W t........ 6% ozRPM ....9500 with 10-6 prop

FOX 35 STUNT

FOX 19

..................... 650Stroke..........600D isp ...............19W t ............5V4 ozRPM ....... 15,000with an 8-4 prop

T h is is th e th ird y e a r o f p r o d u c t io n f o r th is n e w s e r ie s F o x 19. D u r in g th e s e

th r e e y e a r s o f p r o d u c t io n it h as b e e n r a te d b y in d e p e n d e n t t e s t e r s a s th e

m o s t p o w e r fu l o f a ll b u s h in g 19’ s a n d e q u a l le d o n ly b y a c o u p le o f d o u b le b a ll

b e a r in g 19’ s w h o s e p r ic e is m o r e th a n t w ic e th a t o f th e F o x . H o w e v e r ,

r e m a r k a b le p o w e r o u tp u t is o n ly o n e o f th e th in g s th a t m a k e it s u c h a

d e s ir a b le m o to r . A l l th e fu n c t io n in g p a r ts a r e g e n e r o u s ly p r o p o r t io n e d a n d

w ith n o rm a l u s e y o u c a n e x p e c t w e l l o v e r 100 h o u rs l i f e . U n d e r c ra s h

c o n d it io n s it s u r v iv e s r e m a r k a b ly w e l l . In th e e v e n t y o u r e a l ly g i v e it a ro u g h

la n d in g y o u w i l l f in d it th e e a s ie s t m o to r t o d is a s s e m b le a n d r e p a ir y o u h a v e

e v e r w o r k e d o n . T h e c a r b u r e t o r f la n g e m o u n t is d is to r t io n f r e e . T h e c y l in d e r

l in e r is th ic k a n d s tu rd y . T h e c r a n k s h a ft m a in is a fu l l 7/16 th in c h in

d ia m e t e r . T h e m o to r s ta r ts v e r y e a s i ly . T h e w e ig h t is l ig h t e n o u g h s o th a t it

w i l l f i t r e a d i ly in m o s t a ir p la n e s d e s ig n e d f o r 15’ s a n d g i v e y o u th e e x tr a

p o w e r n e c e s s a r y to g e t it o f f g r a s s o r d r a g an o v e r w e ig h t a ir p la n e a ro u n d .

F o x 1 9 w i t h S u c t i o n T y p e N e e d l e V a l v e A s e e m .................1 1 9 0 0

S t a n d a r d t y p e R . C . T h r o t t l e ................................. 2 1 9 0 0

Bore.............800Stroke .715 Disp .. .359 W t.. SIVi oz. RPM 11.000 with a 10-6

prop

FOX 36

T h e F o x 35 S tu n t is p r o b a b ly th e m o s t s u c c e s s fu l m o d e l a ir p la n e m o to r o f

a l l t im e s . F ir s t in t r o d u c e d in th e w in t e r o f 1948, it w a s s k y r o c k e t e d in to th e

l im e l ig h t b y w in n in g f i r s t in th e 1949 S tu n t N a t io n a ls . In v ir tu a l ly u n c h a n g e d

fo rm it has c o n t in u e d to w in m o r e c o n t r o l l in e s tu n t c o n te s ts th a n a ll o th e r

m a k e s c o m b in e d . In th e y e a r 1974 th e F o x 3 5 S tu n t p o w e r e d th e W o r ld ’ s

C h a m p io n s h ip w in n in g c o n t r o l l in e s tu n t m o d e l a n d p o w e r e d th e f i r s t p la c e

O p e n a n d J u n io r w in n e r s a t th e N a t io n a ls a n d a ls o p o w e r e d th e W a lk e r

F ly o fT t r o p h y w in n e r . T h e s e fa n ta s t ic s u c c e s s e s a r e n o t th e r e s u lt o f a n y

s u p e r p r o m o t io n a l s c h e m e s o r lu c k . T h is p a r t ic u la r m o to r h a s ru n n in g

c h a r a c t e r is t ic s th a t m a k e it u n iq u e ly a d a p te d to c o n t r o l l in e s tu n t. T h e R P M

c h a n g e w ith a ir p la n e a t t i tu d e in s u c h a w a y as to a n t ic ip a t e w h a t th e m o d e l

n e e d s . T h e F o x 35 S tu n t a ls o m a k e s a v e r y e x c e l l e n t b e g in n e r s e n g in e

b e c a u s e its lo w c o m p r e s s io n r a t io m a k e s f o r e a s y c r a n k in g . F o r 1975 th e

c r a n k c a s e d ie h a s b e e n c o m p le t e ly r e b u ilt s o th a t th e c a s t in g s a r e c le a n and

a c c u r a t e ly m a d e an d in a d d it io n tw o s m a ll lu g s h a v e b e e n p r o v id e d f o r an

im p r o v e d t y p e m u f f le r a t t a c h m e n t . T h is m u f f l e r a t ta c h m e n t is s o a r r a n g e d

th a t th e m u f f le r c a n b e in s ta l le d o r r e m o v e d w ith in a m in u te ’ s t im e . T h e F o x

3 5 S tu n t is o f f e r e d in o n ly o n e c o n f ig u r a t io n a n d o n e c a r b u r e l io n a r r a n g e

m e n t. T h a t is th e s a m e o n e th a t h as w o n o v e r 16 ,0 0 0 c o n te s ts .

F o x 3 5 S t u n t M o t o r w i t h s t a n d a r d n e e d l e v a l v e a e s e m 1 3 5 0 0

T h e F o x 3 6 p o w e r h e a d is a d ir e c t d e s c e n d e n t o f th e F o x B la c k h e a d

C o m b a t S p e c ia l in t r o d u c e d in 1957. T h r o u g h th e y e a r s m in o r m o d i f ic a t io n s

h a v e b e e n m a d e to e a c h p a rt a s e x p e r ie n c e d ic t a t e d . T o d a y ’ s 3 6 fe a tu r e s a

fu l l h a l f in c h d ia m e t e r m a in b e a r in g , m e c h a n it e p is to n , l e a d e d s t e e l c y l in d e r

a n d o f c o u r s e a F o x o n e p ie c e c r a n k c a s e d e s ig n . T h e n o r m a l c a rb u r e t io n

m o d e l is id e a l ly s u it e d f o r s p o r t f ly in g in b e g in n e r t y p e a ir p la n e s o f th e

R in g m a s t e r , F l ig h t S t r e a k . M a g ic ia n c a t e g o r y , a s w e l l a s th e b u ilt u p ty p e s .

F o r h ig h p e r fo r m a n c e a p p lic a t io n s , s u c h as c o m b a t o r f r e e f l ig h t w h e r e a

b la d d e r o r p r e s s u r iz e d ta n k is p la n n e d , th e o p e n th ro a t m o d e l i s in d ic a te d .

T h is is th e s a m e m o to r e x c e p t th e in ta k e h a s b e e n c h o p p e d a n d b o r e d an d

th e n e e d le a s s e m b ly h as b e e n r e p la c e d w ith o u r c o m b a t t y p e n e e d le a s s e m b

l ie s . W i t h th e R C v e r s io n y o u h a v e a c h o ic e o f tw o c a r b u r e t o r s — a s m a lle r

c a r b u r e t o r is th e o n e th a t s h o u ld b e u sed f o r n o rm a l s p o r t t y p e a n d p a t te rn

t y p e f ly in g . T h e la r g e r t y p e c a r b u r e t o r is u s e fu l o n ly w h e r e th e ta n k p la c e

m e n t is v e r y c a r e fu l ly c o n t r o l le d a n d th e e n g in e is in t e n d e d to b e u s e d in

r a c in g t y p e e v e n t s . W ith th e s e a p p l ic a t io n s th e p r o p e l l e r s h o u ld b e s e le c t e d

s o th a t th e e n g in e w il l tu rn r ig h t at 1 5 .0 0 0 R P M o n th e g r o u n d . W i t h A la r g e r

p r o p e l l e r th e c a r b u r e t o r d o e s n o t fu n c t io n p r o p e r ly .

F o x 3 6 W i t h S u c t i o n T y p e N e e d l e V a l v e A e s e m ............. 1 3 6 0 0

F o x 3 6 L a r g e I n t a k e w i t h C o m b a t t y p e n e e d l e f o r

p r e s s u r e t a n k o r b l a d d e r t a n k ......................................... 1 3 8 0 0

F o x 3 6 W i t h p a t t e r n T y p e T h r o t t l e .............................................. 2 3 6 0 0

F o x 3 6 W i t h o p t i o n a l o v e r s i z e t h r o t t l e .......................................2 3 8 0 0

FOX 25 FOX 29

Bore ................ 680Stroke ... .680D isp ..........25W t ..........6 ozRPM ...12,000 with 9-4 Prop

T h e F o x 2 5 ’ s p o w e r o u tp u t is fa r g r e a t e r th a n yo u w o u ld e x p e c t f r o m an

e n g in e o f its s iz e . 11 w ill e a s i ly f ly m o s t a ir p la n e s d e s ig n e d f o r 3 5 s i z e e n g in e s

a n d y e t g i v e y o u th e l ig h t e r w e ig h t a n d fu e l e c o n o m y o f th e s m a l le r d is p la c e

m e n t . O n th e o th e r h a n d i f y o u a r e v is u a l iz in g a 15 s i z e a ir p la n e g o in g

l ik e a b o m b , th e F o x 25 f i t s r ig h t in to th is th in k in g , a s its w e ig h t is id e n t ic a l

w ith a v e r a g e 15’ s . T h e d i f f e r e n c e in p o w e r is r e m a r k a b le T h e F o x 2 5 ’ s

c o n s t ru c t io n is c o n v e n t io n a l b u t q u it e h ig h ly r e f in e d . T h e m a in b e a r in g is a

fu ll 7/16 th s o f a n in c h in d ia m e t e r a n d is g e n e r o u s ly p o r te d . T h e p is to n is

m a c h in e d f r o m c a s t m e e h a n it e b a r a n d th e c y l in d e r is f r o m le a d e d s t e e l . T h e

c o n n e c t in g ro d s a r e m a c h in e d fr o m b a r . U n d e r n o rm a l u s e y o u c a n r e a s o n a

b ly e x p e c t th e F o x 25 to g i v e y o u o v e r 100 h o u rs ru n n in g t im e . T h e f la n g e

t y p e c a r b u r e t o r m o u n t h a s p r o v e n to h a v e le s s d is to r t io n th a n th e ty p e s h e ld

in w ith s e t s c r e w s o r c la m p s , a n d it m a k e s it a n e a s y s w it c h f r o m o n e ty p e

th r o t t le t o a n o th e r .

F o x 2 5 w i t h s u c t i o n t y p e n e e d l e v a l v e a s s e m b l y ...........J 2 5 0 0

w i t h p a t t e r n t y p e R C c a r b u r e t o r ............................... 2 2 5 0 0

B o re .............. 738Stroke .. .700D isp ........ 29Wt ... .7% oz. R P M .. 12000

with a 9-6 prop

T h e F o x 2 9 h a s b e e n in p r o d u c t io n s in c e 1956, w h e n it w a s f ir s t in tr o d u c e d

a s a r a c in g e n g in e . I t w a s q u it e s u c c e s s fu l in d o m in a t in g B s p e e d a n d B p ro to

fo r s e v e r a l y e a r s . A s y e a r s h a v e g o n e o n w e h a v e s h a p e d th e F o x 2 9 in to a

s p o r t t y p e p r o d u c t w h ic h is m o r e d o c i l e to h a n d le a n d w e h a v e w o r k e d s o m e

o f th e t e m p e r a m e n t o u t th a t is c h a r a c t e r is t ic o f r a c in g m o to r s . In th e F o x 29

th e th r o t t le v e r s io n h a s a lo n g e r c r a n k s h a ft th a n th e c o n t r o l l in e v e r s io n to

p r o v id e th e c le a r a n c e th e th r o t t le n e e d s . T h e r e f o r e , o n th e F o x 29 t h e r e is

m o r e in v o lv e d th a n ju s t c h a n g in g th e th r o t t le to g e t a th r o t t le o r n o n - th r o t t le

m o to r . T h e m e c h a n ic s in th e m o to rs , h o w e v e r , a r e id e n t ic a l — th e c y l in d e r ,

th e p is to n , th e r o d , w r is t p in , h e a d , c r a n k th r o w , m o u n t in g lu g s a n d p o w e r

h e a d d im e n s io n s .

F o x 2 9 w i t h s u c t i o n t y p e n e e d l e v a l v e a s e e m . ...................1 2 9 0 0

w i t h l a r g e i n t a k e a n d c o m b a t t y p e

n e e d l e v a l v e a s e e m ..........................................................1 3 0 0 0

w i t h p a t t e r n t y p e R C t h r o t t l e ...........................................2 2 9 0 0

FOX 40

Bore ................ 800Stroke ... .790D isp ........399W t ........ 11 ozRPM ...13,000 with 10-6 prop

Bore ................ 850Stroke___790D is p ..........45W t........ 11 oz.RPM ...14,000 with 10-6 Prop

FOX 45

T h e F o x 4 0 B u s h in g M o to r is b ra n d n e w fo r 1975 a n d is c h o c k fu ll o f

in te r e s t in g in n o v a t io n s . T h e c y l in d e r p o r t in g fo l lo w s th e n e w S c h n u e r le

la y o u t . T l i e c r a n k s h a ft is a v e r y g e n e r o u s 9 /16 th s d ia m e t e r . T h e c ra n k c a s e

is a v e r y r ig id o n e p ie c e c a s t in g c o n ta in in g th e c a s t b r o n z e m a in b e a r in g . T h e

r e a r c o v e r h a s b e e n e n la r g e d in a m a n n e r th a t m a k e s it p o s s ib le t o m a k e th e

t h r e e b y p a s s c o r e s to th e d im e n s io n s d ic t a t e d b y b e s t e n g in e d e s ig n , n o t b y

th e m a n u fa c tu r in g l im ita t io n s . T h is a r r a n g e m e n t h a s b e e n p a te n te d a n d is

n o t fo u n d o n a n y o th e r b ra n d m o to rs . T h e c a s t in g s th e m s e lv e s a r e v e r y th ic k

an d s tu rd y an d w il l w ith s ta n d a s u r p r is in g a m o u n t o f a b u s e . P e r fo r m a n c e -

w is e yo u c a n c o n f id e n t ly s a y th a t y o u r F o x 4 0 w i l l e a s i ly o u tru n a n y o th e r

b u s h in g s 4 0 ’ s on th e m a rk e t to d a y an d m o s t o f th e b a ll b e a r in g 4 0 ’ s — a ll o f

th is w ith n o s a c r i f i c e o f e a s y s ta r l in g o r d o c i le p e r fo r m a n c e . T h e p is to n is

m a d e f r o m m e e h a n it e m e ta l an d h as b e e n g r o u n d , h o n e d a n d la p p e d to th e

le a d e d s t e e l c y l in d e r . T h e f la n g e c a r b u r e t o r m o u n t p r o v id e s a q u ic k an d

e a s y m e th o d o f v a r y in g th e c a rb u r e t io n fo r a v a r ie t y o f s p e c i f i c a p p lic a t io n s .

W h e n f i t t e d w ith a n o rm a l R C t y p e c a r b u r e t o r th is e n g in e is id e a l f o r th e

m e d iu m s iz e p a t te rn t y p e R C a ir p la n e s . F o r c o n t r o l l in e u se in ta k e s ta c k s a re

a v a i la b le in s ta n d a rd d ia m e t e r , w h ic h w o u ld o r d in a r i ly b e u s e d on a c o n tr o l

l in e s p o r t m o d e l o r a w id e o p e n th ro a t m o d e l w h ic h c o u ld b e f i t t e d w ith a p en

b la d d e r t y p e ta n k fo r th e h ig h e s t p o s s ib le R P M .

F o x 4 0 w i t h s u c t i o n t y p e n e e d l e v a l v e a s e e m .....................1 4 0 0 0

p r e s s u r e t y p e n e e d l e v a l v e a s e e m ................. 1 3 9 0 0

p a t t e r n t y p e c a r b u r e t o r .......................................... 2 4 0 0 0

r a c i n g t y p e c a r b u r e t o r .............................................2 3 9 0 0

T h e F o x 45 is a b ra n d n ew e n g in e fo r 1975. It is b u ilt in th e s a m e o n e p ie c e

t r ip le b y p a s s t y p e c a s t in g as o u r n e w F o x 40 a n d it u t i l i z e s th e s a m e l o w e r e n d

p a r ts . T h e a d d it io n a l d is p la c e m e n t is g a in e d b y a la r g e r b o r e . I t s p o w e r

o u tp u t is a b o u t e q u a l to th e o ld lo o p s c a v e n g e d 6 0 ’ s o f t h r e e o r fo u r y e a r s a g o .

T h e a d v a n ta g e s , o f c o u r s e , a r e th a t th e 4 5 s iz e e n g in e w e ig h s l e s s , b u m s le s s

fu e l , h a s le s s v ib r a t io n , is le s s s e n s i t iv e t o w e a th e r v a r ia t io n s o r fu e l m ix e s .

O n e ra th e r u n iq u e fe a tu r e o f th e F o x 4 5 R C is its r o u n d e x h a u s t s ta c k . T h is

w a s d e s ig n e d w ith th e th o u g h t in m in d th a t a s o f t a lu m in u m e x h a u s t e x te n -

t io n c o u ld b e r e a d i ly f i t t e d in to it a n d c o u ld b e b e n t a ro u n d in a m a n n e r m o s t

c o n v e n ie n t f o r th e a ir p la n e b u ild e r . T h e s im p le , s tu r d y , p a t e n t e d c o n s t r u c

t io n m a k e s r e p a ir a s im p le m a t te r i f y o u h a p p e n to h a v e a m is fo r tu n e . A g r e a t

d e a l o f th o u g h t h a s b e e n g iv e n to th e d e s ig n o f th e F o x 4 5 f r o m a m a in te n a n c e

p o in t o f v ie w . F o r in s ta n c e , a m o d e r a t e ly r o u g h la n d in g th a t m ig h t b e n d th e

c r a n k s h a ft o f s o m e e n g in e s w o u ld o n ly b e n d th e p r o p s tu d on th e F o x 45 a n d

th is c o u ld b e u n s c r e w e d an d r e p la c e d at a n o m in a l c h a r g e . T h e p a t e n t e d F o x

C r a n k c a s e is q u it e h e a v y w a l le d a n d is h ig h ly r e s is ta n t to c r a s h e s . T h e

c y l in d e r l in e r a n d p is to n b o th a re o f s u b s ta n t ia l p r o p o r t io n s a n d m o d e r a t e

c o s t a n d c a n b e r e p la c e d s h o u ld th e n e e d a r is e . T h e F o x 4 5 C r a n k s h a ft h a s a

v e r y g e n e r o u s 9/ 1 6 th s d ia m e t e r m a in b e a r in g w h ic h v ir tu a l ly e l im in a t e s th e

p r o b a b il i t y o f a c r a n k s h a ft fa i lu r e o r a b e a r in g w e a r in g o u t.

F o x 4 5 w i t h s u c t i o n t y p e n e e d l e v a l v e a s e e m .....................1 4 5 0 0

w i t h p a t t e r n t y p e c a r b u r e t o r ....................................... .2 4 5 0 0

_____ _ m * * ι . . ■•ømemøé

= ' IFOXTAPS

M o d e l a ir p la n e m o to r s a r e a s s e m b le d b y m e a n s o f s c r e w s in th r e a d e d

h o le s a n d th e n a tu re o f o u r h o b b y is s u c h th a t f r o m t im e to t im e th e th r e a d e d

h o le g e ts b u r re d o v e r , ja m m e d , c r o s s th r e a d e d o r o th e r w is e d a m a g e d . A ta p

is th e to o l u s e d t o th re a d o r r e - th r e a d a h o le . T a p s f a l l in tw o g e n e r a l

c a t e g o r i e s — h a r d w a r e g r a d e , w h e r e th e th r e a d s a r e c u t ; a n d p r e c is io n ,

w h e r e th e th r e a d s a r e g r o u n d . H a r d w a r e g r a d e s a r e u n a c c e p ta b le f o r m o d e l

a ir p la n e u s e . A p r e c is io n g ro u n d ta p u s u a lly w il l c o s t s e v e r a l t im e s a s m u c h

as a h a rd w a r e g r a d e b u t y o u g e t a g o o d th r e a d f r o m it . T h r o u g h a s p e c ia l

a r r a n g e m e n t w ith G r e e n f ie ld , o n e o f th e w o r ld ’ s la r g e s t p r o d u c e r s o f p r e c i

s io n g ro u n d ta p s , w e a r e o f r e r in g a s e le c t io n o f s iz e s a n d t y p e s u s e d in m o d e l

a ir p la n e m o to rs . A lu b r ic a n t s h o u ld b e u s e d w h e n t a p p in g a h o le — a n d it

ju s t h a p p e n s th a t m o d e l a ir p la n e fu e l is a s g o o d a ta p lu b r ic a n t a s y o u c a n g e t .

Tap Slza Where Used Order No.

#2-64 Fox 15-19-25 needle 71264#2-56 Fox 40-45-60-78 Low speed needle

Carb Plug Screws Idle Stud Screws

71256

#3-48 Stunt 35 needleHead and rear cover screws tor 15-19-25

71348

#4-48 Old 36X Needle valveHigh Speed NeedleFox 29-36 RC CarbFox 15-19-25 RC low speed needle

71448

#4-40 Fox 29-35-36-40-45 head and rear cover screws Muffler Core Screws

71440

#6-40 H. S. Needles for all RC motors 29 and larger L. S. needle 29 and 36 RC

71640

#6-32 Fox Eagle 60. Hawk 6078 RC Head and rear cover screws

71632

#8-32 Needle Body Nut For all suction N. V. bodies 71832#10-32 Fox 15-19 Prop Shaft 71332# V«-32 Glow Plug THDS. carb barrel nuts 71432#Vi-28 Prop Shaft Fox 25-29 35-36-40-45 71428

#5/16-24 Eagle-Hawk and 78 prop shaft 71524

Tap Holder Use Order No.

Starrett #162 C

Starrett #162 D Greenfield #333

#2-64 #2-56 #3-48 #4-48 #4-40 #6-40 #6-32#8-32 #10-32 #V<-32 #V«-28 #5/16-24

72101

7210372105

FOX PROP REAMERS

Q u it e o f t e n th e p r o p e l le r th a t y o u w a n t t o u s e w i l l h a v e a h o le s m a l le r th an

th e s h a ft s iz e o n th e m o to r y o u w a n t to u s e it w ith . T h e F o x R e a m e r s a re

d e s ig n e d to p r o v id e a n e a s y , a n d a c c u r a t e m e th o d o f e n la r g in g th e h o le to th e

n ex t s ta n d a rd s iz e s h a ft s iz e w ith o u t d a n g e r o f s p l i t t in g th e p r o p e l l e r o r

g e t t in g th e h o le o u t o f c e n t e r . W e o f f e r tw o r e a m e r s - a s ta n d a rd r e a m e r

w h ic h w o u ld b e u s e d fo r 9 5 % o f a p p lic a t io n s a n d a K B S p e c ia l , w h ic h m a k e s

a s t e p f r o m Va in c h to % in th e p e c u l ia r m a n n e r th a t th a t p a r t ic u la r e n g in e

r e q u ir e s . A l l F o x R e a m e r s a re o f s ta n d a rd fo u r - f lu t e d e s ig n an d a r e f i t t e d

w ith a T - b a r . T h e y c a n b e c a r r ie d r ig h t in y o u r t o o l b o x a n d u sed on th e f ie ld .

T h e s e a r e a m u s t f o r th e to o l b o x o f e v e r y s e r io u s m o d e le r . T h e s ta n d a rd

m o d e l h a s p r o g r e s s iv e s t e p s o f f r o m 3/16 to V i to 5/16 a n d f in a l ly % . T h e K R

m o d e l h a s a q u a r te r in c h p ilo t a n d c u ts to % .

Fox 4 Step R eam er............................................................70201Fox KB R eam er................................................................. 70202

FOXPRESSURE

REGULATORT h e g e n e r a l a d v a n ta g e o f a fu e l p r e s s u r e r e g u la t o r is th a t y o u c a n a d ju s t

y o u r h ig h -s p e e d j e t f o r m a x im u m p o w e r f o r t a k e o f f w ith o u t th e p r o b le m o f

th e e n g in e g o in g o v e r le a n la t e r in th e f l ig h t o r in a p r o lo n g e d c l im b in g - t y p e

m a n e u v e r . T h i s r e s u lt s in m o r e a v a i la b le p o w e r a n d b e t t e r fu e l m i le a g e .

D ia p h ra g m p r e s s u r e r e g u la to r s h a v e b e e n a ro u n d m a n y y e a r s a n d h a v e

b e e n u s e d f o r a v a r ie t y o f p u r p o s e s . T h e F o x F u e l P r e s s u r e R e g u la t o r is an

a d a p ta t io n o f t h e s e w e l l k n o w n p r in c ip le s to m o d e l s iz e .

T h e p r e s s u r e r e g u la t o r s h o u ld b e m o u n te d a s c lo s e to th e c a r b u r e t o r a s

p o s s ib le . A r e c o m m e n d e d in s ta l la t io n o n a s ta n d a rd R C S h ip w o u ld b e a lo n g

th e s id e o f th e e n g in e a n d n o fu r th e r b a c k th a n o n e in c h f r o m th e c a r b u r e to r

c e n t e r . F o r th e p r e s s u r e r e g u la t o r to w o r k , a s p e c ia l ta n k p r o d u c in g f r o m V i

P S I to 2 P S I is r e q u ir e d . C r a n k c a s e p r e s s u r e w il l n o t d o th is r e l ia b ly and

n e i th e r w il l m u f f le r p r e s s u r e . W e r e c o m m e n d s o m e s o r t o f a b a l lo o n o r

b la d d e r - t y p e ta n k w h ic h h a s r u b b e r b a n d s o r s p r in g s a ro u n d it . L a t e r w e

p la n to o f f e r s p e c ia l ta n k s f o r th is p u r p o s e . T h e F o x R e g u la t o r is a s s e m b le d

w ith s c r e w s a n d c a n b e d is a s s e m b le d f o r c le a n in g o r in s p e c t io n o r r e p la c in g

th e d ia p h r a g m . A l s o it h a s a n e x t e r n a l p r e s s u r e t i c k le s o th a t y o u c a n p u sh a

b u tto n f o r a s e c o n d o r t w o a n d p r im e y o u r m o to r . W e p r e d ic t th a t o n c e yo u

d is c o v e r h ow c o m p le t e ly r e l ia b le y o u r e n g in e p e r fo r m s on r e g u la te d p r e s

s u re y o u w i l l n e v e r g o b a c k t o th e o ld w a y .

F o x F u e l P r e s s u r e R e g u l a t o r ...........................................................9 0 5 0 5

FOX PRESSURE FITTING

T h e F o x P r e s s u r e f i t t in g is m a c h in e d f r o m 3/ 1 6 th s in c h h e x b r a s s b a r . I t is

p r o b a b ly th e s m a lle s t a n d m o s t c o m p a c t p r e s s u r e f i t t in g o n th e m a r k e t . W e

o f f e r it w ith e i t h e r 4 -4 0 t h r e a d « o r 6 -3 2 th r e a d s . P r e s s u r e f i t t in g s a r e n o r

m a lly u s e d to p r e s s u r iz e th e fu e l ta n k . F o r p a t t e rn t y p e R C m o d e ls p r e s s u r e

is u s u a lly ta k e n f r o m th e m u f f l e r h o u s in g . F o r R a t R a c e t y p e m o d e ls p r e s

s u re is u su a lly ta k e n f r o m th e c r a n k c a s e .

4-40 Thread Pressure F ittin g ...........................................905016-32 Thread Pressure F ittin g ...........................................90502

FOX CARBURETOR ADAPTERS

W e b e l i e v e th a t F o x C a r b u r e t o r s a r e a s g o o d as yo u c a n b u y . T h e y a r e

m o r e l in e a r , s im p le r a n d m o r e t r o u b le - f r e e th a n m o s t . N e v e r t h e le s s t h e r e

a r e a h o s t o f o th e r g o o d c a r b u r e to r s o n th e m a rk e t w h ic h yo u m a y p r e f e r

b e c a u s e o f th e ir c o lo r , s h a p e . th r o t t le r e s p o n s e o r b e c a u s e y o u ju s t h a p p e n to

h a v e - o n e . T h e F o x C a r b u r e t o r a d a p t e r s i s a s im p le c a s t in g m a d e w ith a

f la n g e th a t w il l m o u n t o n a F o x M o t o r a n d h a s a v e r t i c a l h o le a n d t w o s e t

s c r e w s to ta k e th e r o u n d - ty p e c a r b u r e t o r . D u e t o th e w id e v a r ie t y o f c a r

b u r e to r s a v a i la b le a n d th e v a r y in g n u m b e r o f s iz e s o f s t e m s , w e h a v e e le c t e d

to o f f e r an a d a p t e r w h ic h c a n b e d r i l le d o r r e a m e d o u t t o w h a t e v e r s i z e yo u

d e s ir e . O u r A - b a s e p a t t e rn f i t s o u r F o x 15. O u r B -b a s c p a t t e rn f i t s th e F o x 19

a n d 25 . T h e D -b a s e p a t te rn f i t s o u r F o x 4 0 ,4 5 . E a g le a n d H a w k 6 0 ’ s a n d 78 ’ s.

E a c h a d a p t e r is s u p p lie d w ith t w o s e t s c r e w s th r e a d e d 6 -40 .

F o x F l a n g e d C a r b u r e t o r A d a p t e r A s i z e ...............................9 0 6 0 1

B s i z e ................................... 9 0 6 0 2

D e i z e ................................... 9 0 6 0 4

FOX FUEL FILTERS

W e b e l i e v e th e F o x F u e l F i l t e r is th e f in e s t th a t y o u c a n b u y fo r s e v e r a l

r e a s o n s :

1. O u r f i l t e r e le m e n t is a n u l t r a f in e s ta in le s s s t e e l s c r e e n . T h e fa c t th a t th e

e le m e n t is s ta in le s s s t e e l m a k e s it im m u n e to th e c o r r o s iv e a t ta c k s o f fu e l

i t s e l f . M a n y fu e l f i l t e r s u s e a b ra s s s c r e e n o r b r o n z e p o w d e r e d m e ta l f i l t e r

e le m e n t th a t s o o n c o r r o d e s a n d r e s t r a in s th e f lo w o f th e fu e l.

2 . O u r h o u s in g is a th r e a d e d t w o - p ie c e a s s e m b ly w ith a n y lo n g a s k e t th a t

c a n b e t a k e n a p a r t f o r c le a n in g r e p e a t e d ly . M a n y fu e l f i l t e r s c a n n o t b e

d is a s s e m b le d at a l l a n d s o m e f i l t e r s th a t a r e a s s e m b le d b y p r e s s in g tw o

h a lv e s t o g e t h e r w i l l b e c o m e lo o s e a n d le a k a f t e r a w h ile .

3 . F o x F u e l F i l t e r s h a v e la r g e d ia m e t e r n ip p le f i t t in g s th a t a r e d e s ig n e d to

h o ld t ig h t ly o n to th e r e la t i v e ly la r g e d ia m e t e r s u r g ic a l tu b in g o r s i l ic o n e

tu b in g th a t is p o p u la r ly u s e d t o d a y . S in c e n o c a r b u r e t o r w i l l fu n c t io n s a t is

fa c t o r i l y w ith fu e l d u s t , d ir t , o r g r a s s p a r t ic le s o r s o l id i f ie d o i l . w e r e c o m

m e n d u s in g a f i l t e r o n th e l in e f r o m y o u r ta n k to y o u r c a r b u r e to r , a n d a n o th e r

f i l t e r in y o u r f i l l e r l in e . T h e p r ic e is s o m o d e s t e v e r y o n e c a n r e a d i ly a f fo r d th e

b e s t .

Fox Fuel Filter · em ail....................................................... 90701Fox Fuel Filter - la r g e ....................................................... 90702

FOX MOTOR MOUNTS MACHINED FROM BAR

o 9 • ao

L · -

9

B__ ■—

(Λ o • • « •

T h e F o x M o to r M o u n t » a r e l ig h te r , s t r o n g e r , a n d m o r e r ig id th a n c a s t m o u n ts o r o n e s m a d e

f r o m f ib e r g la s s f i l le d p la s t ic . S in c e v ib r a t io n is d i r e c t ly r e la t e d to th e r ig id i t y o f th e m o to r

m o u n t, a F o x M o u n t is m o r e d e s ir a b le .

In th e e v e n t th a t y o u m a k e a c r a s h la n d in g , i f a m o to r is s u p p o r te d b y a g o o d s tu rd y F o x

M o u n t th e c r a n k c a s e is o f t e n s a v e d ; w h e r e a s a w e a k e r m o u n t th a t w il l g iv e a w a y fir s t o n o n e

m o u n t a n d th en th e o th e r , tw is ts th e c r a n k c a s e . A n a d v a n ta g e o f th e F o x M o u n t o v e r w o o d

m o u n ts is th e c a s e in w h ic h th ru s t c h a n g e s c a n b e m a d e . I f th e m o u n t is a t t a c h e d t o a f i r e w a ll

w ith b l in d n u ts in b a c k a l l yo u h a v e t o d o is t o lo o s e n th e fo u r s c r e w s f r o m t h e fr o n t a n d in s e r t

a s h im u n d e r th e to p o r s id e s . In th is w a y v e r y p r e c is e th ru s t a d ju s tm e n ts c a n b e m a d e .

M EDIUM S E R IE S LA R G E S E R IE SWidth Fits Part No Width Fits Part No.1.217 Fox .29 new 50401 1.475 Fox 50601

Fox .36 new Eagle 60Fox .35 all OS 60OS .30 St 51

1.281 Fox .36X all 50402 St 56Fox.36BBal St 60St .35 stunt Enya 60

1.320 K&B 35 50403 Merco 60K&B 40 1.525 Fox 50602OS 35 Hawk 60OS 40 Veco 60McCoy 40 Webra 61

1.385 Fox 40 50404 Η. P. 61S T 35 rc 1.640 Fox 74 50603S T 40 rc Fox 78Webra 40 ST G-60

SM A LL S E R IE SWidth Fits Part No.1.000 Fox .15

O S.1550201

1.135 Fox .25 ST .19 ST .23 OS .19

50203

1.217 Special for Fox 35 Stunt

50204

M o s t m o d e le r s a g r e e F o x S p in n e r s a r e th e w o r ld 's f in e s t . T h e y a re m a c h in e d fr o m

s o lid a lu m in u m b a r w ith th e w a l l th ic k n e s s v a r y in g fr o m th e b a c k p la te to th e n o s e

p ie c e a c c o r d in g to th e s t r e n g th r e q u ir e m e n ts . S in c e th e y a r c m a c h in e d f r o m b a r th e y

ru n t ru e a n d h a v e n o b a la n c e p r o b le m s . T h e y w e r e d e s ig n e d p r im a r i ly w ith th e

th o u g h t in m in d th a t m o re a n d m o r e p e o p le a r e u s in g e le c t r ic s ta r te r s , a n d m o s t lo w

c o a t s p in n e r s w il l n o t s ta n d up to th e b e a t in g th e y g e t f r o m a s ta r te r .

F o r 1975 w e h a v e a d d e d a n e w c o n to u r w h ic h is s im i la r t o o u r c o n v e n t io n a l c o n to u r

e x c e p t th a t it is m o r e c o n ic a l s h a p e d a n d it fa i r s in to w id e r fu s e la g e s b e t t e r . A l l F o x

S p in n e r s , a f t e r th e y h a v e b e e n m a c h in e d , a r e s a n d e d a n d b u f fe d to a h ig h lu s tr e . T h e

c o n v e n t io n a l c o n to u r a n d s lim - j im c o n to u r w i l l b o th a c c e p t th e s a m e b a c k p la te b u t th e

c o n ic a l c o n to u r r e q u ir e s its o w n b a c k p la te . T h e F o x m e th o d o f r e ta in in g th e s p in n e r

c o m p le t e ly e l im in a te s th e p o s s ib i l i t y o f s p in n in g th e a s s e m b ly o f f w ith a » t a r ie r , a s th e

s p in n e r is h e ld o n b y a s m a ll d ia m e t e r n o s e s c r e w w h ic h t ie s in to th e s p e c ia l p r o p n u t

s u p p lie d .

W e r e g u la r ly s t o c k a f e w s p in n e r s w ith o u t cu to u ts s o th a t i f y o u h a v e s o m e s p e c ia l

t h r e e o r fo u r b la d e p r o p e l le r a p p lic a t io n o r u n u su a l a p p lic a t io n y o u c o u ld g e t a s p in n e r

w ith o u t s lo ts a n d p u t in y o u r o w n .

0ΙΑ CONVENTIONAL CONTOUR NO.

SUM JIM CONTOUR

CONICALCONTOUR

STAN0AR0 SHAFT SIZE

1Vi 60106 60206 60306 10-321% 60107 60207 60307 10-322 60108 60208 60308 74-28

2 V a 60109 60209 60309 74-282 V z 60110 60210 60310 74-28

ADAPTER NUTS AND MATING WASHERS

10-32 Short.............. 6040110-32 Medium ......... 6040274-28 Short.............. 6040374-28 Medium........... 60404

74-28 Long .............604055/16-24 Medium ...... 604065/16-24 Long........... 60407

PROP SHAFT EXTENSIONS

F o x h a s m a d e a s p e c ia l t y o f p r o p s h a ft e x te n s io n s . W e h a v e e v o lv e d a l ig h t w e ig h t ,

c o m p a c t s p o o l d e s ig n a n d a s p e c ia l nut a n d w a s h e r d e s ig n th a t w i l l f i t r ig h t on y o u r

p r o p s h a ft a n d m o v e th e p r o p e l le r e i t h e r o n e h a l f in c h o r t h r e e q u a r te r in c h fo r w a r d .

A l s o w ith F o x E x te n s io n s y o u c a n f i t a F o x S p in n e r o n y o u r m o to r . In e f f e c t , th is g iv e s

y o u t h r e e d i f f e r e n t p o s s ib le fr o n t e n d le n g th s — s t o c k . in c h o v e r s t o c k an d \\ in c h

o v e r s t o c k . T h in k h o w m a n y t im e s y o u h a v e ju g g le d a m o to r b lo c k cu to u t o r h a d b a d ly

f i t t in g fr o n t e n d s w h e n a l i t t le e x t r a le n g th o n a p r o p e l le r s h a ft w o u ld h a v e m a d e th in g s

c o m e o u t s m o o th .

Prop Shaft Extension·

V z Long 10-32THD No. 9041074 Long 10-32THD No. 90411V4 Long 74-28THD No. 9041274 Long 74-28THD No. 90413V z Long 5/16-24THD No. 90414V » Long 5/16-24THD No. 90415

F O X 4 0 -4 0 F O X M I S S I L E M I S T D U K E ’ S F U E L

T - .

OukESFuel·

F O X S U P E R F U E L

A s its n a m e in d ic a t e s . F o x 4 0 -4 0 is 4 0 %

n it r o m e th a n e a n d 4 0 % a lc o h o l. T h e r e

m a in in g 2 0 % is a m ix tu r e o f n a tu ra l c a s to r

o i l w ith a sm aD p e r c e n t a g e o f U c o n t y p e

s y n th e t ic to k e e p th e c a r b o n d e p o s i t s

d o w n t o m o d e r a te le v e l . M o s t p e o p le u se

4 0 -40 as a n a d d it iv e to a m ild , lo w c o s t fu e l

m ix w h e n th e y n e e d a l i t t le e x t r a g lo w p lu g

h ea t o r a l i t t le e x t r a o o m p h . H o w e v e r ,

s t ra ig h t 40 -40 is a n e x c e l l e n t c o m p e t it io n

fu e l in i t s e l f w h e r e p e r fo r m a n c e is th e

p r im a ry c o n s id e r a t io n a n d p r ic e is o n ly

s e c o n d a r y . W e r e c o m m e n d th a t a ll s e r i

o u s m o d e le r s c a r r y a c a n o f 4 0 -40 w ith

th e m s o th e y c a n g iv e t h e ir r e g u la r fu e l

m ix a l i t t le e x t r a h e lp on th o s e o f f d a y s . O f

c o u r s e i f y o u a r e f ly in g s e r io u s c o m b a t ,

i f s w o n d e r fu l t o p u ll 4 0 -4 0 o u t o f th e b a g

w h e n y o u f in d y o u r s e l f m a tc h e d w ith a

re d -h o t o p p o n e n t .

Q U A R T S ..................No. 30403D R U M S ....... On special order

F o x M is s i le M is t is o u r f in e s t g e n e r a l

p u rp o s e fu e l . I t c o n ta in s 2 5 % n it r o a n d

2 2 % o il. H o w e v e r , it fa r o u t -p e r fo r m s th e

n o rm a l 2 5 % h o m e b r e w . O n e r e a s o n is

th a t th e n it r o is a m ix tu r e o f n it r o e th a n e

a n d n it r o -m e th a n e . in a p r o p o r t io n th a t

ru n s a s w e l l o n a h o t d a y a s o n a c o o l d a y .

F u r th e r m o r e , n it r o e th a n e is o n e o f th e

m o s t p o w e r fu l s o lv e n t s k n o w n a n d a

m o to r run o n M is s i le M is t w i l l h a v e v e r y

l i t t le c a r b o n in g o r g u m m in g p r o b le m s ,

e v e n w i t h a n a v e r a g e t y p e m u f f l e r .

A n o t h e r r e m a r k a b le f e a tu r e o f M is s i le

M is t is th a t y o u r e n g in e c a n b e s e t q u it e

r ic h a n d th e r .p .m . w i l l d r o p o f f a s m a lle r

a m o u n t th a n o th e r fu e ls o f c o m p a r a b le

n it r o c o n te n t . A s im p le s w it c h fr o m a le s s

e r fu e l to M is s i le M is t h a s s o lv e d m o r e

e n g in e ru n n in g p r o b le m s th a n y o u w o u ld

e v e r im a g in e .

P I N T S .............................. 30302Q U A R T S ......................... 30303G A L L O N S ....................... 30305D RU M S . . . .On Special Order

10% · N i t r o 2 2 % O i l D u k e 's F u e l is a

p o p u la r m id d le o f th e ro a d fo rm u la p r e

f e r r e d b y m a n y f o r u s e f o r r a d io c o n tr o l

f ly in g a s w e l l a s c o n t r o l l in e f ly in g . T h e

e x c e l l e n c e o f D u k e ’ s F u e l is n o t d u e t o a n y

s e c r e t fo rm u la b u t ra th e r is d u e to th e

q u a lit y o f th e o i ls u s e d a n d th e fa c t th a t

F o x fu e ls a r e c o n s is t e n t ly t ru e to th e ir

fo rm u la . T h e o i l u s e d in D u k e ’ s F u e l is a

b le n d o f c h o ic e n a tu ra l c a s t o r o il an d w h a t

is p r o b a b ly th e m o s t e x p e n s iv e s y n th e t ic

o i l u s e d in m o d e l fu e l t o d a y . D u k e ’ s F u e l

is b a c k e d w ith 3 6 y e a r s o f f ly in g a n d e x

p e r im e n t in g w ith m o d e l a ir p la n e fu e ls .

P IN T ................................ 30202Q U A R T .............................30203G A L L O N ......................... 30205D R U M .............. Special O rder

F o x S u p e r fu e l fo rm u la is b a s ic a l ly 5 %

n it r o a n d 2 8 % o i l , w h ic h m a k e s it th e m o s t

o i ly fu e l o n th e m a rk e t t o d a y . T h is f o r

m u la w a s f i r s t in t r o d u c e d in 1952 a n d h as

r e m a in e d u n c h a n g e d o v e r th e y e a r s . F o x

S u p e r fu e l is u n e x c e l le d in its a p p l ic a

t io n s .

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th e F o x W h e e l C o l la r s is th a t th e o u te r c o l la r is c lo s e d a n d r o u n d e d o f f in a n a c o r n n u t t y p e m a n n e r . T h is

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that th e m u f f le r c a n n o w l ie m o u n te d f r o m th e b y -p a s s s id e o f th r

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f o r h a n d la p p in g m e e -

h a n íte p is to n s to s t e e l

c y l in d e r s . I t s h o u ld b e

m ix e d w ith o i l in to a p a s te fo r m a n d

ru b b e d o v e r th e p is to n an d th e n th e

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W A R N I N G : It sh o u ld n o t b e p u t in to

th e in ta k e o f a ru n n in g m o to r o r e ls e in

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Fox Lustrox .90811

Simple balsa, brass, and aluminum style of folder mechanism for rubber models.

Typical prop folder using a wire hub assembly. Much stronger than the above unit.

Musciano, came up w ith that "Wakefield Defender"? Plans were published in the November 1946 issue o f “ The Model Craftsman.”

Jim Patten, Springfield, Ohio, whose k in d comments about MODEL B U ILD ER could have won h im a subscription even i f he missed, was the firs t to correc tly iden tify May's M ystery Model, Henry Cole's "Asym m etrical Pusher," as published in the January 1947 issue o f " Air Trails."

Everyone who tried, correctly identi

Brass tube hub assembly on a Wakefield model by Jean Andrews.

are really a fte r that free subscription, here's a h in t: The Post O ffice always prefers to move its larger bundles o f m ail ou t o f the build ing first, in order to avoid pile-ups. This means that, although a ll copies o f MODEL B U ILD E R reach the P.O. on the same day, the bu lk ie r dealer bundles usually get mailed before the single subscription copies. So, even though y o u may already have a subscription tha t y o u ’d like to have extended by winning the M M contest, y o u r best bet is to keep tabs on y o u r hobby dealer and rush down to his store when his MODEL BUILDER s come in. You d o n ’t have to buy an additiona l copy,

(COUPE D'HIVER DIMENSIONS)

fied June s M M as the "L il l ip u t Gassie," by Bernard Schoenteld, from June 1974 "Flying Models,” but the L o rd . . . and the Post Office, rushed a copy o f MODEL BU ILD ER to Rev. Franklin C. Plessier, Sr., Rochester, N. Y. so fast that he was able to postmark his answer 3 days ahead o f the nearest competitor.

Incidentally, fo r those o f yo u who

ju s t look up the MM, however, while you 're there, y o u m ight as w ell buy something to save making an extra tr ip ! AUGUST THREE-VIEW : W OODPECKER Mk. 5

Russell Peers, of England, designed this ship to be competitive in the 3 minute max contests held in G.B. Al-


AUGUST 1975 47

48 MODEL BUILDER

Lucky Lindy's never die, not as long as Dick Meyers is around to perpetuate Conover design.

Well, they couldn't oil the whole damn field! A famous Taft Trash Mover makes another clean sweep-down , fore and aft! When you see 'em coming, grab everything that's loose!

BIG ONE at TAFT THE 1975 NATIONAL FREE FLIGHT CHAMPIONSHIPS . . By MIKE KEVILLE

• The broiling sun beats down on the desert floor, baking the valley into a parched moonscape. As far as the eye can see, the only movement is an occasional dust devil rising several hundred feet into the air. But wait! Over there . . . near that road. Hundreds of tents, cars, campers, and . . . yes . . . people! Suddenly, the silence is shattered by the howl of a .40, then the stutter of an Ohlsson, and the 1975 US Free Flight Champs is underway.

It is Saturday morning, and out on the crest of a rise, several people are holding long lines attached to skinny airplanes, which in turn are held by bored looking other people. One of the line holders yells "L e t’s go,” and they a ll tow their models to the top of the line and cast them loose. Some continue rising; others return to earth rapidly. One, belonging to John Lorbiecki, of Wisconsin, is up nearly two minutes when it suddenly DT’s. “ Seelig-itis,” it’s called, and of course his next four flights

are easy maxes.Class A Gas, surely one of the most

popular events, is a contest with the hot winds, and model-eating thermals. The only thing we’re sure of is that Guy Kirkwood won it, and we lost i t . . . busy day! Russ Backer and Tom Arriola, with their “ Simplex" design, post easy maxes, then fail on their third flights. Many lost models, including this writer’s. Late in the day the lost ones begin arriving back at the Registration Tent, thanks to a local resident who’s been shagging “ out in the hills.” He wouldn’t accept any form of a reward other than a swig of cold lemonade, and we’re deeply indebted to him for his efforts.

We notice R/C Pylon’s Glen Spickler spectating, and observing the hotter engines. We also notice young Jim Haught chasing all his flights on foot, and figure the poor guy hasn’t a chance!

By now, we’re so busy, we don’t really have time to visit, or find out who’s doing what to whom. When WCN

asked us the following day to write this article, we accepted with some hesitation, as it’s like trying to cover the Nats without leaving the work hangar! If we get another shot at reporting for y ’all, we’ll know in advance, and really try to cover all the action. But I digress:

Over in the Coupe area, the return to 80 grams proved to be a wise decision,

Marylin Cover launches her Huntington H-12 in the super-boiling Taft school gym.

Prop on Clarence Mather's model makes a touch-and-go as he starts as low as possible in the limited ceiling gym.

Fudo Takagi launches his second place Peanut Scale Volksplane. We believe the flights were over 40 seconds.

AUGUST 1975 49

Approximately 120° of the Taft field panorama, facing north. The town of Taft is about 5 miles to the left, and Los Angeles is about 125 miles to the right. Drift is usually to southwest.

Pearl's designer. Bill Chenault, launches "Mama Pearl." FM ’s Don McGovern hides behind fuse'.

«

Hal Cover's Nesmith Cougar performs like a Wakefield, won rubber scale.

Al Hotard, from Covina, California, backhands his "Scrambler" into the air. Third in B gas.

Yes, they do run . . . that is if you replace most everything but the case and head. Jim Medsker reversed rotation, relieved ports, put in new piston and crank, and stuffing block! Whew!

In the Hand Launch Glider "Playpen", Lee Hines heaves his model into dead air . . . again. Spot was bad because most thermals had risen above reach by the time they got here.

Hal Cover converted a Coupe to electric, using planetary geared VL-101 system. Hot climb!

Aldrich ST .29 powered Starduster by Nick Jones, Dallas, DT'd just as we clicked shutter!

as there were lots of entries. Irv Aker maxed out, and so did the eventual winner. Irv, however, admitted to shortfusing, and settled for 2nd spot. Jim Scarborough put up an OOS flight in thundering lift, and went into town unaware that his Coupe was also returned by our unknown friend. Jim ’s bride, Judy, provided some ice-cold “ Lite” for us to sip, and things started looking better already!

Tom and Rosemary Hutchinson were there; their usual warm, friendly selves. Following the recent personal sadness of the loss of their son, it was heartwarming to see that their love for each other and personal strength allowed them to come out and enjoy this hobby. Tom maxed- out in Nordic, dropped out in the fly-off, and was heard to say, “ Wait ’till next year!”

Saturday night we moved indoors for HLG, 1^-Plane, Peanut, and EZ “ B ” . As we only stayed for HLG, wemustapol-

50 MODEL BUILDER

Walt Ghio winds his winning Wakefield as Dick Meyers provides the anchor. Note prop shield.

Bill Hunter's D Satellite prematurely DT'ed and broke fuse ahead of stab. It was wild!

Bill and Bob Hunter Hot Stuffed the Satellite back together and went on to win Class D.

ogize once again for the lack of reports on the other events. The only thing I can say about HL, is when you think you’ve got a really great Cat. One IHLG (as we did), you ain’t seen nutting’ until you fly it against Hines, DeShields, and Wittman! Unbelievable! Usually a madhouse event at best, IHLG was superbly administered by Steve and Gerry Geragh- ty. Hey Lee Hines. . . N EXT year, buddy!

Back to the field about 9:30, and we run into R.B. Stelle, from Indiana, waiting at our camp. R.B. is the character who, in 1965, converted this writer from U/C to F/F. (You can blame this

Continued on page 75Jim Dean launching his beautiful SOC-1 rubber scale. A little underpowered, but stable.

Ed Carroll launches his FA I Moonracker for another perfect flight. He won and set record.

Second in FA I flyoff, Reid Simpson prepares his ship with the help of Ken Oliver.

Roy Turner launches his beautiful Albatross O.T. (MB Plan No. 673- O.T.). A George Reich design.

AUGUST 1975 51

Pylon wing configuration presented a unique problem . . . where to put your finger! Jim added the launching "sponson." DT line appears under fuselage.

From this angle, Fritz appears to be a perfectly "normal" HLG, with nice proportions.

A DIFFERENT KIND OF HAND LAUNCH GLIDER By JIM PARKER

the Zipper. He said Carl Goldberg used a pylon to control the power of the newer, hotter engines of the time. Why not use a pylon to control the high speed launches of a Hand Launch Glider?I mentioned the pylon idea and |im laughed a bit, but after further, discussion we decided it might be worth a try.

After making up our minds to build a model to evaluate the pylon idea, we selected a name. This bull session lasted longer than the design conference. The “ Brooklyn Frog” did not seem appropriate; we were looking for something different. . . to set it apart from the crowd. The “ Maverick” was suggested, but how would a brandless cow fly? Through pure, divine inspiration, the name “ Fritz” was heard. Having a certain ring to it, the name caught on. Anyone familiar with the infamous cartoon cat (Hmmm, thought tha t was "F e lix ." , wen) knows the similarities between “ Fritz” and Free Flighters. Besides, a cat has nine lives. . . a little luck is always welcomed.

I set about to build the prototype and elected to use an eighteen inch wing span, four inch cord, and long rounded tips with ample polyhedral. A standard tail moment arm with large tail surfaces was also chosen. With a pylon, the finger rest position is not limited to the trailing edge of the wing. I moved mine forward ___after all it was an experimentalaircraft. Being optimistic, I put on a good finish and went so far as to add a swing weight dethermalizer.

and trim tab adjustments, Fritz was trimmed in one flying session. The next weekend, this optimist did not light the dethermalizer fuse and “ Fritz the First” was lost. New Fritz’s were built, lowering the dihedral and changing the tail surface outline for easier trim tab adjustment. They all perform equally well.

It is believed the excellent launch consistency is due mainly to the pylon; also the forward finger rest position may contribute to this, but more experimentation needs to be done in this area. If this has interested you at all, start building a Fritz.CONSTRUCTION

Select wood so the finished model will weigh according to your athletic abilities. A finished weight of one and a quarter ounces seems to be a good average. This requires a medium light


• The pylon is the most outstanding feature on Fritz. It is not a gadget to attract attention from other standard outdoor hand launch gliders, but rather, a functional new idea. The pylon idea came about after I destroyed a standard glider by throwing it into the ground.

A flying buddy (Jim Farmer) and I later kicked around several ideas for consistent launching. They ranged from giving up the event to pendulum operated auto surfaces. For some reason during this talk, I thought about what my dad had told me about his favorite old ship,

Author holding Fritz against a background of the Franklin Mts. at El Paso flying site.

The first hand throw showed the launch stability of the Fritz. It was a super-lousy launch, but instead of biting the dust, Fritz rolled out and recovered at a decent altitude. With some stab tilt

Close-up of DT system. Weight on cable epox ied to tail. Note ply pylon liner.

52 MODEL BUILDER

coinFULL SIZE PLANS AVAILABLE - SEE PAGE 88

STRICTLY SAIL Interview: Bob HarrisA candid conversation w ith the President o f the American ModeI Yachting Association.

A fte r a tw o year lu ll, A M Y A was suddenly faced w ith coping w ith a new dynamism at its head. Fresh from assignments as East Coast 12-meter class Secretary and A M Y A D irector, Bob Harris took o ffice in August o f 1974, and the ball has been ro lling faster w ith each passing month.

Bob's association w ith model yachting commenced in 1969, when he traded in a healthy interest in electric scale fo r a try at EC/12 com petition. He jo ined the Capita! R /C Model Boat Club, o f

Washington, D.C., and took part in the firs t A M Y A sanctioned regatta series, the C.H. Black Trophy sailed during the 1970 season, and finished a creditable second. His interest prom pted h im to journey to Memphis, Tennessee fo r the f irs t A M Y A sanctioned Annua l Class Championship fo r the East Coast 12- m eter . . . to place in the top five o f that event. Since then, he has spread his compe tition interests in to the 50/800 and S/B classes, w inning D ivisional Championships in both as w ell as a number o f

inv ita tiona l contests. Those o f us who have to sail against h im applauded his election to the A M Y A presidency, th ink ing that this w ould distract h im from the realities o f the race course. Nothing could have been farther from the tru th . He remains as form idable on the course as he is affable away from it.

Having assisted a t an operation on the keel o f his new 36/600 Equation, we paused fo r a cup o f coffee and engaged him in the fo llow ing uncensored discussion:

STR ICTLY SA IL : What are the most pressing problems which the American Model Yachting Association faces today? H A RR IS : The most pressing right now is simply growth. Growth brings with it complexities, which we are only now beginning to face up to. The physical growth of the newsletter, the increase in the activity of each class and its demands for space in the newsletter, all are causing a serious problem, as is the question of funds required to handle the rise in membership. The number of volunteer officers now required to meet the demand placed on the organization by the members is under serious discussion. We still have a long way to go to properly define the roles of the Directors and Class Secretaries. I have always felt that class business should be left largely in the hands of each class secretary, but there is an obvious limit to what one man can do alone as the size of the individual class enlarges.STR ICTLY SA IL : Will an increase in dues be required in the forseeable future? H A RR IS : I don’t think so. Our dues at present are probably the lowest of any national hobby organization and they

have not changed in two or three years. The officers have spent a lot of time looking for means to keep the dues where they are. We are quite aware of the fact that anyone who gets into this hobby, who can afford the costs of the vehicle and control system, could well afford the cost of an increase in dues. We have chosen instead to accept paid advertising in the newsletter, and I would hope that a dues increase would not be required until we have exhausted our ability to utilize the advertising program. Also, any dues increase should be directly related to increased services to the members, such as the services of experienced regatta directors for new clubs, counsel for the organization of new clubs, and other things of this nature.STR IC T LY SA IL : What provisions can be madé to meet the continued increase in size and cost of the Quarterly Newsletter?H ARR IS : Clearly, there has to be some limit to the size of the Quarterly Newsletter, based on the capability of Rich Matt, our editor, to meet the logistics involved in publishing a Newsletter, which now goes to about twice as many

people as it did last year. I think that we’re coming close to the limit. The kinds of questions that I ’m asking myself have to do with the need of reporting on such things as club-only regatta results, and perhaps whether class business in the next two or three years will have to be reported in separate publications. There is a real possibility that Rich Matt will wish to retire from his position having produced 19 issues over the last 5 years completely singlehanded- ly. I ’ve never thought that he got the appreciation he deserved for the work that he has put into this, for the work is largely invisible. But at the present time, I know of no individual capable of handling the job as Rich has, though I ’d like to take this opportunity to ask the AM YA general membership; if anyone has suggestions or would like to help, please contact me. Here is an area where an increased cost in the form of a salaried editor for the Newsletter would have an effect on the dues.STR IC T LY SA IL : What qualifications will the next generation of AM YA leadership need? I ’m specifically referring to the President and Directors to be elected

"The founding fathers and present officers would like for it (AM YA) to remain an organization of people . . . "

" I have always felt that class business should be left largely in the hands of the class secretary . . . "

" I would like to say that . . . vane sailors . . . represent an untapped source of technical expertise . .

54 MODEL BUILDER

" IV Y " , a radical new 50/800 built by Dave Foreman, of Maryland. " IV Y " certainly wins the all-time Big Jib Award for an Μ-Class yacht!

in 1976.H A RR IS : It has been a tradition within AM YA that each Director had a specific job to do assigned by the President. In the past we have looked at the directors who were elected, taken stock of their interests and abilities, and assigned duties accordingly. Luckily, the newsletter has been handled extremely competently by Rich Matt; the job of treasurer has been steadied by the able hand of Dick Hein. Other jobs which are presently assigned are the Director for Manufacturer Relations and Advertising . . . Ron Schoder, Director for Technical Research and Information . . . Tom Protheroe, Director for Club Activities and Regatta Schedule Coordinator. . . Buddy Black, Director Dennis Eason has been handling the required communication with the international sailing community, and so on. The talents needed are essentially administrative and technical. It doesn't follow at all that because a fellow is a championship skipper, he is going to make a good Director. People who have such skills as are required for a Director, and who enjoy the hobby, have something of a moral obligation to pay their dues in a manner more than just money . . . by giving of themselves. Such gifts are invaluable, and summed to the present day, are represented by the full regatta schedule, over 45 sanctioned clubs, and sailing activity from one end of the country to the other.

The President needs to know a little bit about everything that is going on, and to have the responsible nature that will require him to expend his time at the typewriter and mailbox, straightening out the kinds of misunderstandings which inevitably arise in any collection

of individuals. He needs a willingness to act as a central point of reference from which a basic foundation of policy can be built, always with the good of the individuals who make up the hobby, uppermost in his mind.STR IC TLY SA IL : Some rumors have circulated that AM YA might go the route of U SYRU (a big boat organization) and become merely a capstone organi-

Central Park's Larry Goodrich sailed last year's 2nd place Boomer into 10th in this year's Colonial 50/800 Regatta. Number system, as well as the sails are surely food for thought.

zation which would sanction classes and clubs, handle a small bulletin for them, but leave the bulk of the work in the hands of class associations. What substance can be found in these reports? H A RR IS : Yes, there has been such talk, and there has been such talk with some reason. AM YA, as you know, has always been an organization of people. The founding fathers and the present officers would like for it to remain an organization of people rather than an organization of clubs. After all, that is what the hobby is about, people to people. It will remain that way because so many of our members are not club members, since there are no clubs in the areas where they live. Nonetheless it is a fact, that the sheer growth of AM YA is forcing serious rethinking of means of handling the paper work which seems to accompany any group. Our AM YA Secretary disappears under a pile of membership renewals each winter and is often not seen or heard from for months. We must find means of cutting such jobs down to a reasonable size or else foot the bill for having them professionally handled. We have a problem in that many of A M Y A ’s classes do not show a strong Class Secretary who would be able to provide the kinds of communication and leadership that members have become used to from the parent organization. This is as much the responsibility of the Class Secretary as it is of the class members who elected him. The diversity of the problems within AM YA do require a decentralization of the administrative functions. A strong class secretary, backed up with a Technical Committee and a class membership


AUGUST 1975 55

A line up of the Road Race Concourse entries at the 1/12 scale races held in Oakland, California, May 10 and 11, this year.

R/C AUTO NEWS Guest Editor DON McKAY

Popularity of 1/12 scale R/C car racing is on the upswing. One reason is the willingness of manufacturers and dealers to get into the swing and go out to the public, instead of waiting for them . . .

• May 10 and 11 is early in the season, yet the largest R/C car race ever (prize wise) was held in Oakland, California. The Oakland Spinouts, the main race sponsors, amassed over 50 trophies and prizes worth over $2,000.00. Three racers came from as far as Washington state to compete in what was the biggest, best attended 1/12 scale race ever held. There were a total of 42 persons entered in six racing events, plus three Concourse (best appearing car) classes.

One-twelfth scale racing is the newer, smaller, and more inexperienced class of R/C cars. These cars are powered by .049 engines that are capable of propelling the cars, which weigh two pounds, at over 35 actual mph. One-twelfth cars were first introduced about four years ago and presently there are clubs all over the United States and Canada, including four in the San Francisco Bay Area; Oakland Spinouts sponsored by Car Parts Center, San Leandro Spoilers sponsored by Don’s Hobbies, San Francisco R/C Car Club sponsored by Pat’s Hobbies, and the Santa Clara R/C Car Club sponsored by Hobbies Galore. All these clubs assisted and participated in this race. Rick Perry, the race director, was able to receive $200.00 towards the race cost from money donated by the Southland Shopping Center in Hayward, where the race took place. Many manufacturers, distributors, and shops who deal in R/C car products donated merchandise and trophies to help make this

race such a success.The race was run using modified

ROAR Rules. (RO AR is the national governing body for R/C car races.) The classes were divided into:

1. CLASS A ROAD — Production cars with only stock wheels and cycolac bodies, reed valve engines and under 100mw radios.

2. CLASS B ROAD - Modified cars with Tee Dee engines, any body, and under 100mw radios ()erobee type).

3. CLASS B EX P E R T ROAD - Same as B Road except that any radio could be used.

All road class racing was run clockwise on a course with a 100 ft. straight, two wide right hand turns, two tight right hand turns, and two tight left hand turns. The oval class was like wise divided into:

4. CLASS A O V A L5. CLASS B O V A L6. CLASS B EX PER T O V A L

Third lap of the Class B Expert Oval Main race, with 1st, 2nd, 3rd, and 4th place cars all in a pack. The whole race was this close. Note lap counters, one per car, seated on bench.

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All Oval races had the same car requirements as the Road events, except Formula and Indy type open-wheel bodies were required. The Oval race was run counterclockwise on a course with two 100 ft. straights and two wide left hand corners.

Concourse was judged before qualifying in three classes: 1) road race cycolac bodies, 2) road race Lexan bodies, and 3) oval formula bodies. The winner was the best looking race car as judged by three persons from a distance of 15 feet away from the cars.

Qualification, in all classes, was determined by the person with the most laps in the best of two 5 minute heats with six cars in each. The top six qualifiers ran in a four lap “ Trophy Dash.” These were very exciting, with some of the dashes ending up with all cars in the same lap and only 5 feet separating 1st through 4th place. In one such dash, I was leading by 4 feet going into the first corner when I spun out, which cost me about three seconds and put me in last place. By the end of the four laps I had managed to pass only two cars, and ended up in 4th. This whole race took only about 40 seconds.

From qualification results, the top three cars and drivers were automatically in the 50 lap “ Main Event.” The next three qualifiers in the 25 lap “ Semi Main" ran against the three winners out of the six next qualifiers in the “ Consolation Race" to determine which three moved up to the "Main Event.” In this way, a person had to be one of the top 12 qualifiers to have a chance to get into the “ Main Event.” If you were one of the three top qualifiers, you were “ in,” but if you were the 12th man, you had to race and place in the top three in the “ Consolation Race” and “ Semi Main”

Trophy girls also counted laps and marshalled turns, but no names! Sorry. Gary Kyes, left, was overall winner and B and B Expert. Author Don McKay, JoMac Pres., won Class A and 2nd OA.

Start of Class B Road heat. Feet in picture belong to drivers, who stand on a platform about 20 inches above track, for better depth perception.

Rick Perry, manager of Car Parts Center, was Race Director (Who Gary Kyes spent all his extra time working on his cars. Work paid offwould argue with him!). Did great job of organizing, running race. as he won the Overall Championship!

AUGUST 1975 57

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before going on. This system of qualifying was well liked by all the racers.

Most all the racers used cars built around a Jerobee Lexan chassis. The popular engine in Class B and B Expert was a Jerobee modified Tee Dee .049 with left hand crank. Missile Mist fuel was used by most of the top contenders. Bodies varied considerably. The Alfa body was used the most in Road Class B and B Expert. Dodge Challenger was seen on most cars in Class A and the Shadow Body was used on a majority of the Oval car events.CLASS A ROAD (31 entries)

1. Don McKay2. Ron Poggi

3. Gil Granucci4. Harv Huot5. Tom Rieker

TRO PH Y DASH - Gary Kyes

CLASS B ROAD (24 entries)1. Gary Kyes2. Jon Quaid3. Al Taylor4. Don Amedo5. Gil Granucci6. Harv Huot

TRO PHY DASH - Gary KyesCLASS B ROAD EX PER T (10 entries)

1. Gary Kyes2. Bob Fredriks3. Tom Rieker

4. Bob Welch5. Gil Granucci6. Don Amedo

TRO PHY DASH - Bill BryanCLASS A O V A L (31 entries)

1. Don McKay2. Tom Rieker3. Gary Kyes4. Harv Huot5. Bill Bryan

TRO PH Y DASH - Don MckayCLASS B O V A L (26 entries)

1. Harv Huot2. Don McKay3. Doug Nakayo4. Gary Kyes5. Tom Rieker6. Don Amedo

TRO PHY DASH - Bob FredriksCLASS B EX PER T O V A L (8 entries)

1. Don Amedo2. Gary Kyes3. Bill Bryan4. Don McKay5. Bob Fredriks6. Jerry Imboden

TRO PH Y DASH — Don AmedoOPEN LET T ER TO R.O.A.R.(from Chuck Hallum)

The cost of 1/8 scale racing, in time as well as money, is limiting the success of car racing. A lot of people would like to race occasionally, but are unable to spend the required time and money that it now requires to remain competitive.I can personally attest to this, because I am just modifying and preparing my three engines at an expense of over $200 and many hours. I ’m sure my cars will have to be modified and re-set-up, costing a bunch of hours.

Numerous people consider R/C cars a hobby . . . to have fun. They’re not about to spend the time and money that I do, as do the other top racers in the country. There are also a lot of competitive racers who don’t have the time, money, or desire for continuous car modification and developement and consequently, don’t stay in the hobby.HOW CAN WE R EM ED Y TH IS S ITU A TION?

Simple. Limit the carburetor bore.Horsepower is practically the only

reason that chassis changes or developments for better traction (tires, suspensions, differentials, etc.) are required. Engine modification would not be that beneficial. Currently, changes that d id n ’t work on the original 19 carbs do work with the huge 60 size bores.

So let’s start a “ Standard” car class with the restricted carburetor bore. A driver could remain in the top driver category (Master?) of the Standard class as long as desired. The cars would remain competitive for years, as-is. People with less time and dollars available would stay in the hobby, and some of the ‘drop outs’ may even come back.

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If this class catches on the way I think it will, we can add it to the nationwide agenda at a later date. I would also think it would be appropriate to outlaw anything that is considered to give a car an “ unfair advantage” based on experience. Rules may change from year to year, but a basic car would always remain competitive.

My first guess on an appropriate carburetor bore is .156 in. diameter (an original 19 carb bore). A slotted or forked (preferable to check out-ofround bores) no-go gage is all that is required.

If you believe we should start a “ Standard ” car class as described above, please send a postcard to: Chuck Hallum, P.O. Box 4658, Irvine, CA. 92664 or: R.O.A.R., 755 Ash St., Flossmoor, IN. 60422.

Give us your name, ROAR number (if any), and indicate that you are in favor of starting a "Standard ” car class.

Sailing...........Continued from page 55which is serious about its own well being, may well be the surviving format that model yachting evolves to in the future. It is not going to happen this year, nor next, but in the forseeable future, most probably.STR IC TLY SA IL : There is R/C yachting activity in Australia, Argentina, England, Canada, Japan and South Africa as well as on the Continent. Considering the problems special to R/C yachting, has there been any discussion of the possibility of an all R/C international sailing organization which would be parallel to IM YRU (International Model Yacht Racing Union)?H ARR IS : Yes, there has been discussion and most of it has ended up with the feeling on the part of the AM YA officers that the last thing in the world that we need is more administrative problems, or more, if you'll pardon the expression, politics. We have quite enough to do to develop AM YA, keep the members happy and make our competitions meaningful, and keep the hobby fun, which is after all what the whole thing is supposed to be.

I personally have had some contact with people in other countries, who are exclusively R/C sailors. I understand that there are two organizations in Australia, a vane and an R/C group, which diverged much in the same way that the American vane group (M YRAA ) and AM YA. I suspect that there will be more of this in other countries. Frankly, I ’m not for forming associations. If we have the opportunity to sail with skippers from other countries, we’ll find a way together to meet the requirements of the body holding the event, as opposed to going through the agony of building yet another layer of paperwork to oversee what is basically a very simplistic situation, i.e., more than two boats and one lake!!!!

I'd like to point out that we have been sailing with the Canadians for years. We share a rule structure, and having given priority to sailing instead of sitting, have developed a very healthy set of large trans-border regattas that draw people from all over both countries. I would suppose that the success of the hobby will one day dictate the formation of a Canadian Model Yachting Association, but doubt highly that it will in any way influence the scores of skippers who travel to regattas on either side of the border during each season. The only difference between this situation and that with any other country would seem to be the large question of travel funds. As

long as this is handled by the individual skipper himself, I see nothing but successful ambassadorship from our lakes to theirs for the benefit of all included. STR IC TLY SA IL : There is a report that you are considering a temporary program that would provide a place in AM YA for vane sailors who still wish to sail, as well as an AM YA director charged with responsibility for their well being. Would you care to comment?H ARRIS : As far as I know, the number of active vane sailors in the US must be on the order of 100 or less. A number of these who are M YRA A members also hold memberships in AM YA, indicating their interest in R/C sailing. I can also

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point with pride to the Central Park MYC and the Marblehead MYC, which are not only M YRA A Clubs, but also AM YA sanctioned clubs at the present time.

As far as providing a place for vane sailors within AM YA, the President and the Directors are somewhat limited by the language in the AM YA Constitution, which clearly says that we are in business to foster radio controlled sailing. Nonetheless, I see nothing wrong with the idea that radio controlled sailing would be fostered by providing, at least temporarily, a way for vane sailors to operate a com'' or ucture if they cared to, under ti.„ aegis of AM YA. This is a very different thing I ought to point out, before anyone starts ir. owing rocks at me, than setting up a permanent vane sailing class or classes within AMYA. The idea, as far as the AM YA President is concerned, is to provide a bridge for vane sailors who want to find out more about R/C yachting before they decide whether or not to get into it, and to help them into it if they should so decide. I would like to say that my recent contacts w. :i vane sailors, most notably when I OD ’d the 59th Annual Central Park MYC, how that they represent an untapped source of technical expertise, which for the lack of a decent communication system with their parent organization, has not reached the wide audience they deserve.

STR IC TLY SA IL : Some of the larger AM YA classes are beginning to experience traffic jams as people attempt to compete in Divisional and Annual Class Championship Regattas. What steps are being taken to insure that the winner of an ACCR is in fact the National Champion?H ARR IS : We don’t know now what the right way is to eliminate these traffic jams. I have encouraged the clubs holding major events this year to cooperate with the class secretaries involved and to innovate methods of prequalifying contestants for the larger events. I think that we will eventually need an AMYA- wide code for this kind of thing, that can be invoked by a class secretary when he sees the jam developing in his class. I think it only fair to the members that the code be the same for all classes. My own personal view is quality rather than quantity. The ACCR’s should be fought out between the best skippers that we

can get. The prime requisite should probably be a good previous competition record. As you step down toward the Divisional level, I ’m willing to ameliorate that a bit, since there must be the opportunity for new skippers to gain experience in larger regattas. I have designated Director Cas Woodbridge to collect the techniques experimented with during this season, and to report this winter on a suggested prequalification code for the approval of the Directors and membership.

* * *ST R IC T LY SA IL : Bob was quite strong in his desire for feedback from our readers. He is interested in your ideas and suggestions, and will field them at 7628 Dunston Street, Springfield, Va. 22151. HANDY H INT

Every now and then we hear from a skipper with an idea to share. It always brightens a day. Latest in this fairly short list of benefactors is Rolf McPherson, of Los Angeles, who sent us a sample of his favorite kind of sheet guide for use in boat decks. Simply, it consists of the nylon nut and bolt arrangements used to mount auto license plates. He bores out the middle of the bolt, countersinks and dresses the hole at either end, and winds up with a friction free, non- rustable guide of light weight, and without the ability to fray our sheets as we are so used to. Rolf’s were manufactured by Hollywood Accessories and came 4 sets to a card for 49 cents. . . enough to do two boats. We intend to put them in our new STA R 45 and look forward to watching them and their effect on the sheets.REG ATTA NEWS

The Colonial 50/800 Regatta was held at Pitman, New Jersey on April 27th. This event opens the M-class season for the Mid-Atlantic skippers and is usually the first opportunity to see what has been abuilding all winter. Twenty- three boats entered what was to be a heavy air contest that was run under the able hand of Doug Barry and the Tri- State MYC. Having shared with you all our secrets as we assembled the YA N K EE , I ’m happy to say that we managed a consistent set of finishes in the heats I sailed with the boat: 2-2-2-1-1 -2-1-1, to win the event and the Hiner Memorial Trophy. This trophy was first given at the Mid-Atlantic Regatta during 1971, and has been reborn as an annual award

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WHEN CONTACTING A D V ER T ISER S , T E L L ’EM M ODEL B U ILD ER SENT YOU!62 M ODEL BU ILD ER

for this M-class event. I am also pleased to note the flair which a number of Y A N K EES had for the top finishing places, including the original wooden prototype sailed by the designer. An abbreviated listing of the top 10 boats is provided.

All heats were worked out using the Mark 30 system, and consisted of 7 and 8-boat heats through the day, each boat sailing 8 heats.W RAP UP

Our new “ formula class” project will be put off one more month, but should be upcoming next time. Remember to send your $5.00 AM YA dues to the Secretary, Bud Salika, 3917 Sunnyside, Brookfield, III. 60513. T is the best money you’ll ever spend.

Send your suggestions and questions to Rod Carr, 7608 Gresham St., Spring- field, Va. 22151, or in care of MODEL BU ILD ER . ·

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ENGINE

AUTHENTIC POWER FOR YOUR O LD

TIME MODELS

AUTHORIZED BY BILL BROWN

CREATED BY HERB WAHL

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FEATURES LUBRI-LAPPED PISTON COLUMN STRENGTH CONNECTING ROD ULTRA-BALANCED CRANKSHAFT PRECISION HAND FITTED EACH ENGINE TEST RUN ENGRAVED COMPONENTS COMMEMORATIVE SPARK PLUG BEAUTIFULLY FINISHED IN SATIN ALUMINUM. CHROME AND CADMIUM

BORE · 1 ” STROKE · .60 DISPLACEMENTand parts, which became the basis for his series of successful Johnson 29, 32, and 35 series of engines. Try converting one to ignition and note the similarity of handling and starting to an Orwick. No question about the ancestry!NEW COM PRESSED A IR EN G IN E

For a change of pace, try one of Fred Collin’s new compressed air engines that features a novel “ advance” of the throttle. Really works! For those desiring one of these engines, they go for $65.00 ea. As Fred sez, these are a real love of labor, hence the price. No discounts. (I know!) If interested, write Fred Collins at 29 Stewart St., Pittsburgh, Pa. 15227.OLD T IM ER F/F SOLID SCALES

Didya ever try to tell a newcomer to the old timer game, or for that matter, your non-modeling friend, what your old timer model looks like? Real frustrating!

Well, relax men. John Smith, 960 Brenner Ave. N.W., Massillon, Ohio 44646, is putting out 12” wingspan solid scale kits of those wonderful old birds. What a great idea for your mantelpiece.

John goes on further to state the kits will look very much like the old Strombecker kits, which featured hard wood fuselages with profile and top views cut out of the block. The wings will be cut to shape, but you gotta put the airfoil in.

Some of the real interesting details to be featured in the kits will include instructions on how to simulate the fabric covering, and best of all, brass cast engines patterned after Brown Jr or Ohlsson 60 motors. To top off the finished solid scale of your favorite O/T, scale sized NAA and/or AMA decals will be provided. Now how about that?

Smith states that samples of the kits will be available at the Lake Charles

CLASSIC ENGINE: Forty years ago, Bill Brown revolutionized powered model aviation with his Brown Jr . engine. To commemorate this event, a limited edition 40TH A N N IV E R S A R Y BROWN JR. ENGINE has been authorized by Bill Brown, and is being built by Ignition Engine Specialist, Herb Wahl. Bill and Herb have agreed on every feature of this engine. Faithful in every detail to the old long-stroke Brown Jr ., each engine is precision hand-fitted and test-run to authentically power your old- time models, or be a proud addition to your collector’s shelf.

Featuring both old and new improvements, each engine is extensively engraved, serial numbered, and registered in the owner’s name, with an authentication certificate signed by Bill Brown.

i - .

r ^ LIMITED EDITION: Orders for the 40TH ANNIVERSARY BROWN JR. EN G IN E will close October 31, 1975, at which time the production limit will be set. Your order date will determine serial number and delivery (production will not be hurried). Herb’s Model Motors reserves the right to limit the

roduction run prior to October1’ 1975' PRICE DEPOSIT 1st Engine $150.00 $70.00 2nd Engine 140.00 60.003rd Engine 130.00 50.00HERB’S MODEL MOTORSP.O. BOX 31 CRUM LYNNE. PA. 19022Place my order for ___________(limit 3).40th Anniversary Brown Jr. Engine(s)at a total cost of $ _______________ _Deposit of S ____________ is enclosed.NAME ________________________________SIGNATURE __________________________ADD RESS ____________________________ORDER DATE (void after

Oct. 31, 1975)_____________

HERB’S MODEL MOTORSP.O. BOX 31 CRUM LYNNE, PA. 19022 P


NEW!PLASTIC SCALE GOLDEN AGE ENGINEPRATT & WHITNEY" W A S P ”Molded in two colors of plastic, this model consists of more than 200 parts. Included are: nine cylinders, crankcase, carburetor, carburetor stack, two magnetos, fuel pump, oil pump, starter, propeller hub, vinyl ignition harness, and display mount. Suitable for exhibit by itself, or installation in a scale model aircraft. 1 % * — Γ SCALE Price: $T1.95A LSO A V A ILA B LE : W R IG H T J-5 “ W H IRLW IND·· H / j " SC A LE K IT A N D LE R H O N E RO TARY 1 an d 2 " SCALE KITS

MARTIN B-10B i/7 2 s c a l e p l a s t ic s c a le m o d e l k itThe M A R T IN B-10B w as a forerunner of advanced W W I I bombers, and spanned Ihe 1934-1942 e ra . B- lO s w ere used by the U. S., H o lland , Russia, C h ina , S iam , Turkey, and A rgen tin a . This a ircra ft fe a tured such refinem ents as fu lly enclosed crew , retractab le land ing gear, con tro llab le pitch propellers, and revo lving gun turret. K it features: Land ing g ea r m ay be insta lled in your choice o f positions. · Choice of hard or flex ib le tires * External bom b rack an d bomb · M icro Scale decals w ith choice of m arkings · P lastic d isp la y stand Price: $4.95

BOEING 2 4 7 1/72 sc a le p l a s t ic s c a l e m o d e l k itForerunner of to d a y ’s transports, the B O E IN G 247 incorporated such advanced features as all-m etal construction, re trac tab le land ing gea r, d e icers, and contro llab le pitch propellers. M od e l m ay be fin ished as Roscoe Turner's racer or a United a irline r. K it featu res: Two types of w in d shields * Landing g ea r m ay be insta lled in your choise of positions * Choice of hard or flex ib le tires · Decals b y M icro Sca le (racer and transport m ark ings) · Passenger seats · Turner’s long- range fuel tanks · Plastic d isp la y stand Price: $4.95

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LOOKING FOR SOMETHING? Use the H76 radio control

The 1975 Radio Control Buyers Guide contains over 1300 listings. It has pictures, specs, descriptions, and prices for radio control boats, cars, airplanes, helicopters, sailplanes, radios & accessories. It is edited by Eric Meyers, former editor of the RC Products Directory. Contains extensive indexes for easy reference. A must for every radio control modeler.


Nationals. Believe you - me, the writer will be among the hrst in line for one of these beauties!MORE IGNITION STUFF

Seems as though the more this columnist writes on ignition troubles, the more volunteer information comes in. This month, Bob Schafer, of Spokane, Wash., writes to say that those old condensers are the bad guys to suspect in any poor ignition system.

Most of the old waxed paper and metal covered condensers dry out in time. Some of the condensers the fellows are trying to use are over 30 years old! Bob recommends the modern mylar paper capacitor made by Calectro (0.1 mfd, 600V rating) which are about a 1 /2 inch square by 3/16 inch thick. They cost about 59*, and can be epoxied on the firewall. Incidentally, epoxy the wires coming out of the condenser too!

On oil, the biggest reason, according to Schafer, for the lack of SAE 70 wt. oil, is that specifications for SAE 70 and 60 wt. oils have been cancelled. Actually what is required to meet the SA E 70 oil viscosity is a Saybolt Seconds Universal (SSU) rating of 125 SSU at 210 degrees Fahrenheit. Chevron Aviation oil (uncompounded paraffin oil), Grade 120, is an excellent choice being a SA E 60 oil by specification but actually closer to SA E 70. (Also see ad in this m onth's classified section, wen)

For gasoline, Bob uses Chevron unleaded gas (from stations) which has less than .05 grams of lead per gallon. One thing that is overlooked when using plastic containers, is that some plastics are microscopically porous, thus allowing the "light ends” of the gasoline to escape. In short, your stale gas makes for hard starting and poor performance. Keep it in a can!TRA N SISTO R IZED IGNITION

Although transistorized ignition setups for model engines have been designed and operated, no one has come forth with a schematic that any modeler can build. Right now, Tom Bristol, SAM 21 member, is bending his electronic talents towards the creation of a good transistor type ignition system that will

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be compatible with radio installations.For starters, Tom is installing his

package in the writer’s Dennymite powered Long Cabin. This will be the acid test as, the open points on the Dennymite engine are real electronic noise makers. Previously tested with a standard Aero spark coil and condenser setup, the Kraft radio was badly bothered. It is well known that Kraft sets, because of their high sensitivity, are generally bothered by electrical spark motors.

If as predicted, with the lower voltage across the points, this should be the answer for those fellows who want to

run their ignition motors with any brand radio. Tests will commence in the middle of June and if everything works out we’ll have another article (probably for September or October) for those interested in flying real cheap, with gas and oil fuel.

Incidentally, the writer is still being queried about shielded setups for ignition and R/C flying. We did run an article back in the March 1974 issue of MODEL BU ILD ER . Write, enclosing a buck, and ask for a copy of this article. It ’ll bring you up to date on the state of the art.

SOCIETY OF ANTIQUE MODELERSM E M B E R S H IP A PPL IC A T IO N

I hereby make application for individual membership in the Society of Antique Modelers.

NAME _______________________________________________________ B IRTH DATE ___________

DATE REC 'D .

NO.DO NOT W R IT E IN TH IS SPACE

Y EA R S M ODELING

A DDRESS C ITY STATE ZIP

Please check if you belong to any of the following:

A. M. A. ______________________ NO___________

M. E .C . A ________________________ NO___________

S. A. M. CHAPTER _________________ NO___________

Note: Membership includes 15% discount on one year M ODEL B U ILD ER Magazine subscription. Give S. A. M. No. when subscribing.

Enclose Membership Dues of $3.00 and send to:Society of Antique Modelers 1947 Superior Avenue Whiting, Indiana 46394

In making this application for membership to the Society of Antique Modelers, I agree to abide by the rules set by the Society and realize that the goals of S. A. M. and the Old Timers movement are to encourage participation above competition and is dedicated to the preservation and reproduction of vintage model aircraft.

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CONTESTSGeorge Parker is at it again! This

seemingly indefatigable contest director is running the Massachussetts Old Timer R/C Championships on August 10 at the Pittfield Model Airport, Pittfield, Mass. Sponsored by the Berkshire R/C Flying Club, all R/C events, with exception of O/T .020, will be held.

Interestingly enough, even for the Class A, B, and C events, muffler will be required. Of course, for the Antique and and Texaco events, one can understand the need inside the town. For more dope, George Parker can be reached at 7 Paul

Dr., Lee, Mass. 01238. Don’t miss this goodie!

* * *Carmen Botticello writes to say that

the SAM-7 East O/T Championships will be held on Sept. 21, with Jack Whittles doing the honors as C.D. Trophies to third plus plenty of merchandise for the following events: O/T Pylon, O/T Cabin, SC IF Cabin, SC IF Pylon, 30 sec. Antique, O/T rubber endurance, O/T rubber scale, O/T hand launched glider and O/T Radio. Whew! That should be enough for everyone. Biggest F/F and R/C O/T meet back east. Don’t miss it! Write Botticello at 30 Bluefield Drive, East Hartford, Conn. 06118 for the dope.

* * *SPOTS Contest date has been changed

to 28 September in order to avoid conflict with other contests according to Candy Carman (not Carmen!). This is a simply wonderful Club that deserves all the support it can get. Let’s all turn out for this one! It’s at the 4H Field, Milltown Road, Bridgewater, N.J. Tie a ribbon on your finger!

According to ‘‘Spot Shots,” the newsletter put out by that everloving doll, Randy Carman, the Society for the Preservation of Old Timers (SPOT) Club put on a Ladies meet for Stringless Wonders. (Bill Hannan should have been there!)

Unfortunately the gals were greeted by 25 mph winds and even the hubbies who had helped in the handicrafting of the models were no help in the wind. Probably the most determined hubby was Jim Clark, who finally had to give up after a bout with the local trees and then too many turns for the motor stick. Only a few Wonders remained unscathed. One of the lucky, Bobbie Haley, had hers in good condition until the President (inadvertently?) christened it with scotch water. The writer regards this as a waste of good scotch. Stick to champagne for christening ceremonies, men!

Anyway, there’s one thing the SPOT Club has not overlooked, and that is having FUN! A lot of other clubs could take a few pointers from this most relaxed group. How about letting the ladies fly your R/C model next time? Oh groan! No, we mean at 400 feet, of course!PARTING SHOT

To some, their idol of beer drinking etc., the writer, has finally been unfrocked and discovered to have feet of clay. The opening party on Friday night at the U.S. Free Flight Championships, without dinner, was a little too much for the “ old pro,” and he was rendered “ hors de combat” for the better part of the Saturday session of flying. When asked how anyone can get sick on good liquor, the writer could only reply, “ The necessities of life cost too much and a lot of it ain't fit to drink.” That’ll fix yousa wisa guys! (T h e re a l s to ry is th a t "D a d d y W a rb u c k s "g o t a ‘b a d ’ ice c u b e ! w e n ) ·

Girls Only . . . C o n tin u e d f ro m page 2 6

how you might feel if you should win the Pillsbury Bake-Off and get a trophy with your German Chocolate Cake on top. In silver! It really has to feel good.

The trophy should go in an obvious place of honor. Look at it with the eyes of a decorator. It should be seen by lots of people. It ’s no fun unless other people look and comment. It’s fun if people look and don’t comment, too. Just so it’s seen and envied a little.

A big part of going to any contest is winning a trophy. One has to be very tactful when the flier returns. Don’t yell out, “ Did you win anything?” Wait until you see the face. The face tells all. Even if the face looks happy don’t shout out, “ You won a First, didn’t you?” He might be happy about winning Third. The best way to meet the returning contestant is to expect anything. Surprises make life fun.

Some women at the banquet lamented that a trophy is often too big to be attractive. Later I mentioned this to my husband Bill, and he looked at me as if I spoke in a strange tongue. Trophies, it seems, are never too big and never unattractive. Some are even useful. One of my friends uses an upright propeller tip

WHEN CONTACTING A D V ER T ISER S , T E L L ’EM M ODEL B U ILD ER SEN T YOU!66 M O D EL B U IL D E R

as a ring holder. If you have a big trophy at your house, you might think of ways to decorate it. Little ornamental lights are nice at the holiday time. Anything is acceptable as long as “ it” is treated as a member of the family.

A year or two ago when the trophies started to roll in at our house, Bill and I had a lot of problems about where to put one of them. We thought about hanging it from the rear view mirror in our ca r . . . like baby shoes. That didn’t make it because of the safety hazard. It was really too big for my keepsake necklace, and too small for a decent door stop. He even tried it on my charm bracelet, but I couldn’t get my hand off the floor when I wore it!

I suppose the real problem starts when your flier wins so many awards that you are almost forced to give them a room of their own. Although you might not like the prospect of an addition, the flier in your family will see nothing but a happy challenge. A shelf here. A glass cabinet there. A little love of the trophy makes the work go faster. It’s really not the same as putting up screens, and you know it!

By the end of the evening we had discussed many phases of the modeling adventure and then worked our way back to trophies again. Where do we put them? How do we keep them clean? When do we retire them? We were in agreement. They could be a bit of a pain. So what I can’t understand is this. How come when it was time to go home, the wife of each trophy winner grabbed up “ her” trophy, and clutching it to her breast, walked proudly o u t. . . trophy and flier in tow? ·

F R IT Z ......... Continued from page 52piece of wing wood. All glue is an aliphatic type, unless otherwise specified. Left handers should reverse finger rest, stab tilt, and flying instruction.

Cut out the wing, stab and rudder. Pin the wing and stab, with wax paper or plastic wrap underneath, to the building table. Soak the hardwood leading edge reinforcements in hot water. Bend to shape and with plenty of pins, glue in place. When dry, remove and sand to shape. Note the sharp leading edges and the unsanded area on the stab.

Cut the wing apart and sand in proper angles for the dihedral joint. This is easily done by laying the dihedral edge along a square table edge. Block the other end up one-half the shown dihedral measurement. Note: for the tip joint on the center panels, the block-up point is the same distance from the table edge as used for the tip panels. Then simply sand with a sanding block, keeping it flat against the table edge. After pregluing the joints, glue the tips to the center panels. When dry, glue the center panels together.

The grain on the spruce fuselage should be closely spaced and run straight

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for the full length. Cut the fuselage out and sand to shape. Laminate and glue the pylon pieces and fuselage pieces in one step. When dry, slot the pylon side and epoxy the finger rest pieces in position. Jig the fuselage so the pylon makes a ninety degree angle to the table. Epoxy the wing in place. . . the wing tips should be equal distances from the table, and the center leading edge should be square to the fuselage.

No trouble has been encountered throwing the wings off. For those who throw like Joe Namath, a small piece of fiberglass cloth from the front wing top to the pylon would be advisable. At this time glue the rudder on. When dry, glue the stab on, tilting the wing so the left center panel is parallel to the table. This provides the proper amount of stab tilt.

Apply a coat of thinned sanding sealer to the model and sand smooth when dry. Follow with a coat of thinned dope. Sand smooth and add tissue trim. Give the wing five additional coats and the stab three, sand to smooth finish with 400 grit sand-paper, followed with Ό0’ steel wool. Wait one week after the last coat before applying polishing compounds and paste wax.

If the dethermalizer is used (highly recommended), epoxy the plywood nose piece and snuffer tube in place. The lead used is obtainable from most printing shops. It is harder than common lead,

but can be cut with a Zona saw and filed easily. Cut the lead swing weight to shape and slot the bottom rear corner with a saw. Insert a piece of .008 braided U- control cable and crimp the sides together. Form a loop in the opposite end and secure by crimping a 1 /16 aluminum tube sleeve over it. Epoxy a length of thin elastic to the tail. Stretching the elastic just enough to keep the swing weight from hanging up on the wing, tie the elastic to the cable.

Use a small doubled rubber band to hold the swing weight in the plywood nose piece. Lift one rubber band strand and slip a piece of fuse under and into the snuffer tube. The fuse can be easily


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inserted if first, scotch tape is tightly wrapped around the middle of a fuse twice as long as needed. Cutting through the tape and fuse will yield two fuses with fray-proof ends. When the fuse is lit, it will burn through the rubber band, releasing the swing weight, causing the model to flutter back to earth. Be sure the swing weight falls out freely, and also keep the burnt fuse residue wiped off the weight, it could cause the weight to hang up.

At this point, the model will be tail heavy. Cut a piece of lead to the profile shape of the nose; temporarily attach the piece to the nose . . . which will make it nose heavy. Cut the back of the weight off until the model balances just slightly nose heavy. Inlay and epoxy the weight in place to the nose. Then file the weight to a streamline shape and until the proper C.G. is obtained. Use contact cement to attach the sandpaper grips on both sides of the fuselage.FLY IN G

Test glide, adjusting the stab T.E. so a nice flat glide is obtained. It should turn slightly to the left. Fritz uses a little different launch than most other gliders, as it does not like to be thrown straight up. Rather, release at about 45 ° to the horizon with right bank. Fritz should climb to the right, making a 180° turn, slowing on top and smoothly going into the left glide. Use small rudder tab

adjustments to obtain this.If Fritz stalls between launch and glide,

add a hair of right rudder, or throw with more right bank. If it goes up sharply into a wing over, either release lower or bend in a small amount of down elevator. A small amount of left down elevator tab improves the transitions between the climb and glide.

Fritz does not get as high as a standard glider, but makes up for it in launching consistency; also it has a better than usual glide and thermaling characteristics. Little or no wash-in is needed on the in-board tip for thermaling. Light the fuse, throw hard and GOOD LUCK.

Peanut...........Continued from page 43

going diagonally around it with a continuous strand. When you get to the other end, tape the strand in place and cement the brace at the corner of each bay. Proceed this way until all the brace wires are in place. Be careful while wrapping the braces on the fuselage not to pull the fuselage structure out of alignment.

Install the tail skid as indicated in the sketch. The skid can be plywood or hard balsa. The side braces are thin music wire.

Cover the proper panels of the fuselage with tissue paper, then add the king posts top and bottom for the wing brace wires.

The landing gear struts and skids can be added at this point. Again, model railroad basswood was used. When the strut installation is dry, add the brace wires.

Cover the wing and tail surfaces on both sides with tissue. It will have to be glued to the bottom of all the ribs.

Wings and tail pieces can be cemented in place on the fuselage and then the brace wires added.

The propeller installation is standard except that its diameter is limited by the nose of the skids. If you make the diameter of the propeller as large as possible . . . that is with minimum skid clearance . . . it will be important to balance the propeller to keep it from vibrating so much that it hits the skids and damages the model.

A really lightweight version of this model could be built by replacing all the basswood with firm balsa of the same dimensions. If you only fly indoors, this is to be recommended. A stronger model, as designed, is recommended for outdoor flying.

Flight trimming has been discussed in many articles and there is not much to add here. One thing is worth suggesting, however. Use a winding tube when flying this model so as to protect the fuselage from breaking motors. With the fuselage structure open and full of diagonal braces, a blown motor can be disas-

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trous, as it wraps up in the brace wires and pulls the model apart.

With that caution in mind, go have fun flying your Castaibert IV. ·

Tabloid........ Continued from page 11

However, don’t completely fill the grain of the silk, since this is one case where silk grain looks much better than high gloss. The nose of course, can be filled with sanding sealer to achieve the smooth, no-grain finish necessary in this area.CONTROL SYSTEM :

Rudder and elevator horns should be painted medium brown. Now, cut the fuselage exit guides from thin cardboard, and, using cellulose type cement, glue in the appropriate locations. Once dry, the exit holes can be cut through the silk, and the cardboard painted silver. (Cyanoacrylates w ould be great here, wen)

Bellcranks are cut from 1/16 plywood and mounted on 3/16 dowels.

All control wires are .012-.015 multi strand steel cable. These are attached at the ends by forming loops and fixing with crimped 1/16 O.D. aluminum tube (about 1/4 inch long).

For the rudder, attach one 20 inch length of wire to each end of the bellcrank. For the elevators, attach one 40 inch length, by the middle, to each end of the crank (this will have the net effect of two 20 inch lengths at each end).

These wires are threaded through the appropriate exits, and the bellcrank dowel assemblies are held in place by 1/8 inch plywood bearing “ blocks.” Once the glue has dried, the wires can be attached to the control surface horns.

By using this system, the servos can be connected to the bellcrank with adjustable links, thereby allowing trim adjustments to be made in the usual manner. With the control wires snug (but not too tight) an absolute minimum of play can be achieved.OTHER DETA ILS:

Ordinary straight pins were used as rivets on the fuselage. Holes must first be drilled in the appropriate locations, then 1 /4 inch cut-off pins can be glued in place. Location of rivets can be had from

the photographs. However, the exact rivet spacing seems to vary from plane to plane. This job takes a bit of time, but is well worth the effort.

Seam lines were simulated using 1/16 inch Letraset tape. The dummy access hatch (right side only) was made from cardboard. Once these details are complete, the front fuselage can be sprayed silver.

Once the inside of the cockpit has been painted black, the cockpit combing should be added. After thorough soaking in water, a 3/4 inch strip of soft leather can literally be “ moulded” in place. Use masking tape for this job, and allow about an inch overall for shrinkage. After the leather is dry, it can be removed, cut to exact length with the seam at the rear of the cockpit, and cemented in place.

Rigging the model is an absolute must, since it not only looks good, but holds the interplane struts in place. These are fabricated from multi-strand wire. Loops are formed at the fuselage ends, using

crimped aluminum tubing, and are attached to small hooks on fuselage and upper cabane with small rubber bands. They are attached at the interplane struts by threading through predrilled holes and knotting.

The motor is mounted using 4-40 bolts and blind nuts. Use the side and down thrust as indicated; though it may seem excessive, it is necessary. The tank is mounted sideways directly behind the engine. I used epoxy to hold a 4 oz. slant style tank in place. A sheet metal heat shield is definitely required behind the exhaust outlet. . . I still have the grisly remains of the tank I used on my first flight, “ sans shield” !

You may want to add a scale cowling around the engine. However, I ran into some cooling problems with mine, so I don’t really recommend this. I now fly without it.

Once the strut fairings have been added, a ll struts can be painted medium brown. Don’t omit the stab struts, since they add considerable strength in this

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area.With the radio mounted as far forward

as possible, the plane should balance at about a third chord back from the upper wing leading edge. I didn’t have to add any nose weight, but this will be necessary if the C.G. is any further back.

Markings consist only of a registration number and the company name on the rudder. Later Tabloids did have the full R.F.C. decor, with rudder stripes, roundels, etc..

Now, the big choice: "to weather or not to weather.” I did, and I think it looks good. I used clear dope, “ dirtied up” with some brown and black, sprayed on in the appropriate areas. If you are inexperienced in this area, practice on a

“ scrap” model first, since there is a tendency to overdo it, and any mistakes are virtually irreversible at this stage. FLY IN G :

With a warp-free structure, the Tabloid is a very docile flyer. It is not exactly aerobatic, though it will do inside loops, stall turns (as only a biplane can), chandelles, etc..

Takeoffs are very much like a tricycle geared plane, with absolutely no ground looping tendency. Landings should be made well above stalling speed. Put the tail down immediately after making ground contact, or the skids may catch in the grass. If this problem persists, don’t overlook the simplest solution; curve the skid tips up a bit more (or cut the grass!). Flying over pavement is okay, but because of the narrow landing gear, wingtip skids might be a wise investment.

Well, good luck with your Tabloid. If any questions should arise with respect to the model, information sources, etc., don't hesitate to drop me a line. If you are really stuck for small rubber bands to hold the rigging in place, send me a dime, and I ’ll mail you a set.

Write to M.C. Moes, R.R. #2, Peterborough, Ont., Canada, or in care of the Model Builder. ·

Choppers--- C o n tin u e d f ro m page 19quarter of an inch on all sides for attachment purposes. The two halves should then be Scotch-taped together for cementing. A tube of PVC is in the kit for such purpose, however, I think a neater joint is secured with “ Hot-Stuff” or “ Zap,” since they are more fluid and will creep into the tightest joint.

Installation of stabilizer and rudder fin is self-explanatory by looking at the photos.

Step 8 — Radio Installation: The “ Heli-Baby,” like most R/C choppers, will require 4 servos and 4 channels. The instruction sheets provide only general information, and the builder should follow the radio manufacturer’s instructions. This column provides several photos of a typical Orbit installation and may be used as a guide line, in addition to the kit photos.

Step 9 — Cooling Duct and Fuel Tank: This is another area where photos are necessary! Better study the plans, photos, and drawings before attempting to cut out the plastic cooling ducts. After cutting, the two shells are clamped against the right side frame, totally enclosing the cooling fan. Installation of fuel tank is conventional and it can be held in place with rubber bands or straps.I used a hot-glue gun, and tacked the tank to the bulkhead in 4 or 5 places.

Step 10 — Main Rotor Assembly: The main rotor hub is already assembled and all that needs to be done is to sand the blades, cover them, and install onto the hub assembly. The stabilizer bar should be fitted first and slid back and forth for perfect balance before fitting the blades. The unit is again balanced after blade installation for a perfectly smooth running rotor system.

A long white plastic wedge is included in the kit for setting the blades at a recommended two degree pitch angle. Yes, I said two degrees! It must be realized that this rotor is geared to the engine at a 6 to 1 ratio and will rotate close to 2000 rpm (almost double the speed of other choppers) and the tail rotor is essentially a direct drive with no reduction. Extreme lift capability is therefore possible by increasing blade pitch, should it be necessary. However, even at idle speeds, the rotor develops “ swimming” lift at anything above two degrees, and it would be impossible to lose enough lift to permit a descent unless the weight of the chopper offsets a higher blade setting.

Detailing: Cockpit details can be added at your discretion. I found that the instrument panel and a “ G.l. Joe” make the center of gravity fall exactly where it’s supposed to be. “ Joe” can be held in place with a rubber-band seat-belt which is inserted in two holes drilled in the seat, and secured with two small toothpick dowels (see photos). His legs are about a 1 /4 inch too long, so I pulled off the feet (tight-fit plastic dowel) and cut off his shins about a 1/4 inch and reinserted the feet without further modification. It might be necessary to trim his hip joints slightly to permit

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a “ knees together” attitude (This guy's a regular Dr. Frankenstein! wen) The feet are also held in place with rubber bands which go around the shoes and into small holes drilled in the console. The trousers will cover the bands.

“ Heli-Baby” starts up exactly as outlined in the instructions. The pull-cord start system is pretty good if you give it a chance. And don’t be afraid of the plastic tail drive be lt. . . it really works smoothly and I ’m convinced it will repair easily, should it stretch or break. Yes, it does absorb a lot of power, but that’s one thing you have plenty of with this little bird. Lift-off required less than 1/3 throttle and only minor tail rotor pitch adjustment to track perfectly. The amazing thing about this chopper is its fantastic rotor stability! The short blades rotating at high speed make it “ whirrr” in flight, and produce an enormous amount of gyro stability! Dozens of flights have made me infatuated with this chopper, except that it is short coupled and tends to be a little quick on the tail rotor. By cutting down on the servo arm throw and getting a little more practice, it has already started to smooth out.

Whenever we do a product review, one of the major considerations is to alert the potential customer to doubtful areas in construction safety or service

ability of the product. In all honesty, the writer was hard pressed to find fault with the kit, and recommends it highly to the beginner and expert alike. I can’t tell you how enthusiastic I am about the Heli-Baby! It is small enough to carry in the trunk of your car, looks like it is maintenance free, fast building, flies great, easy to adjust with engine running (short span blades), fantastic fuel economy compared to the .60’s I ’ve been flying, and all that for a price of $249.95. You won’t find a better bargain for a long time! Gotta go now, I’ve got a date with a "Baby” for an evening of pleasure... and I do mean “ Heli-Baby”. ·

Remotely . . . . Continued from page 15 highly pleased with the excellent contestant and spectator turn-out for this first annual affair. Plans are already in process to schedule Number Two, and announcements will appear in MB around the first of the year. So, get busy on that World War II bird, and be prepared to . . .S C R A M B L E ! ·

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Motor Tube: Estes Models Rocket Tube No. BG-30. Strong, accepts dope finish, does not require any reinforcement. About 354 at hobby stores. ·

C / L ............... Continued from page 36caught the eye of our sponsors, who are already talking about next year.

Some highlights were Howard Rush at his usual best in Combat. Jr. John Wolfe gave Warren Sanders a real fight in a Fast Combat match, and two'of the top 4 were (Jr-Sr) in fast combat! John went on to do well in other events and took the Outstanding Junior award.

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Scale Racing was impressed by John Ballard’s 6:17 followed by Kilsdonk at 6:44.6. The “ Johns” had turned at 6:09 the previous week at a Chicago contest. Watch out for the “ Glo Bee” plugs! Rat ended up with a head to head flight for 1st and 2nd, with Chambers flying for Schmieder and Ballard flying for Kilsdonk. If you haven’t seen this pair “ go at it” you haven’t seen Rat at its best! It was finally taken by Schmieder at 4:43.3 with Kilsdonk 2nd at 4:49.0. The rain had dropped the temperature some, but sent the humidity out the top. Harold Lambert was just off the pace with 4:59.2. Maybe in 1976, the Texas “ racers” will come to keep the Easterners honest like the Texas speed flyers did this year.

In Aerobatics, all of the contestants said, " I t was the greatest!” Les McDonald’s 2nd and winning flight of 584 was best described as “ breath taking," and one who was watching said that he felt a lump in his throat about 3/4 of the way through this near perfect performance. Then came the winds and rain as if to say, “ This day, the sun only shines on the man from Miami.” Gene and Les donated their $40 cash winnings to the F.A.I. Team Fund.

The following speed record flights were backed up. Brent Bussell, with 91.94 in Jr. 1/2A profile proto, and 1/2A speed with 109.45. Dub Jett set a

new B proto record of 168.47, and Al Stegens turned an amazing 104.37 in 1/2A proto with an off-the-shelf, 2-port Cox TD and grey Cox 54 prop. Yes, he reworked all of them, but it sure does give one hope when he also turned 114.90 with his non-piped engine in 1/2A speed. Phill Bussell had a strong 190 mph in B speed and Bartley-Huff and Langlois turned the only 200 plus flight with a 202 in Jet.

All 2nd place finishers in “ cash events” got a bonus, with $15 instead of the advertised $10. Some others were pleasantly surprised to find the trophies going through 4th or 5th in nearly all events, rather than 1-3, which our early “ flyers” listed.

RAT RACE (18)1. Mike Schmieder 4:43.32. John Kilsdonk 4:59.03. Harold Lambert 4:59.2

OPEN SCA LE RACE (22)1. John Ballard 6:17.02. John Kilsdonk 6:44.63. Warren Sanders 7:08.0

(JR-SR) SCALE RACE (8)1. Joey Mathison 8:30.02. Mike Duffer 10:29.03. John Wolfe 12:58.7

SPORT RACING (SLOW RAT) (33)1. Larry Hill 7:36.42. John Wolfe 8:20.03. Howard Shenton 9:00.0

A.M.A. FAST COMBAT (14)1. Howard Rush2. Glenn Gardner3. Warren Sanders

SLOW COMBAT (20)1. Eugene Daniels2. Rudolph King3. Howard Shenton

JR . 1/2A P R O F IL E PROTO SPEED (9)1. Brent Bussell 91.94 mph2. Eric Stegins 84.31 "3. Dennis Ytuarte 79.05 "

FO RM U LA "4 0 " SPEED (6)1. Bob Ytuarte 148.33 mph2. Frank Garzon 144.40 "3. Al Stegens 131.13 "

A.M.A. PREC IS IO N A ER O BA T IC S (9)1. Les McDonald 584 points2. Gene Schaeffer 548 "3. Tom Dixon 520 "

PREC IS IO N A ER O BA T IC S (12)1. Price Reese 495 points2. Dominick Dirienzo 486 "3. Bob Harpe 480 "

PREC IS IO N A ER O BA T IC S (JR-SR)1. Mike Neff 455 points2. Steve Tapp 372 "3. Ricky Daniel 274 "Pass the word to your local clubs and

contest directors to steer clear of June 12-13, 1976 because that is the date of the 4th annual SO UTHEASTERN CHAMPIONSHIPS . . . even bigger andbetter!! ·

Masters........... Continued from page 13winners . . . and team members are; Dave Brown with 15,180 points, Rhett Miller III with 15,130 points, and Mark Radcliff with 14,560. The first alternate, the fourth place man who came so close in that dramatic finish, is Mike Mueller with 14,545. It is a young team, with “ old man” Dave Brown at 29, Rhett Miller a mere 17, and Mark Radcliff in


between at 20.Following just as close on the heels

of Mike Mueller as Mike was on Mark, was Phil Kraft (14,530), who claims to be "38 and holding.” . . . And again, the dramatics. . .

Phil was flying better than he has in several years, and took lots of kidding at the Masters because he was flying a "Dirty Birdy,” Joe Bridi’s latest design. His second flight was his best at the contest, though it was his third lowest score! As he came in on final from the traffic pattern, the ship was lined up beautifully, wings level, and nose high. Suddenly, about 18 inches from the ground, the bottom dropped out and the landing gear hit the ground with a thump .. . outside of the 30 meter circle.

No one was more surprised than Phil. It. was simply unbelievable. The only explanation anyone could come up with was that the light crosswind might have been momentarily disturbed as it passed over the transmitter impound tent, just about in line with that part of the landing approach. Most everyone was coming in too h o t. . . which might have been best under the circumstances. . . whether they intended to or not, and though quite a few ships hobbled as they approached, none took the sudden drop.

If you assume about a 6 point landing with a 5K factor, that’s 30 points, times three scores (high and low scores were dropped) or 90 points total. Had the landing continued as it appeared, it would be safe to assume an 8 point score, times 15K, which is 120, times 3 equals 360. If you add 250 points to Phil’s total, he would have had a solid third spot. . . I f . . .

We mentioned that first and second places were separated by only 50 points. It should also be noted that Dave and Rhett were unquestionable owners of those positions, as they were in front of the closely bunched third, fourth and fifth spots by almost 600 points.

It is now interesting to look back at the Las Vegas International Invitational, where Dave first tangled with two of Europe’s best: Hanno Prettner and Wolfgang Matt. If you recall, Dave finished third, only 40 points out of 20,000 behind Matt. Prettner cleared first by 545 points.

Perhaps psychologically reinforced by the outcome of that meeting, Dave has come on even stronger in subsequent contests, cleaning up at several major events. At the Masters, he tied Rhett Miller for the highest single score (5180) and also put up the second highest (5080). Incidentally, out of the limelight, but very much in the action at Las Vegas, Mark Radcliff showed his potential by placing 6th.

Rhett Miller didn’t compete at Las Vegas. . . it was school time for this teenager, so his initial face-off with European fliers is still to come.

It is interesting to compare styles,

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and we believe this is only possible when you have carefully judged the fliers in several competitions. Dave Brown boldly charges into the maneuvers. His Figure M is characterized by extremely high stall turns, with no indication until the last fraction of a second as to which way the ship will turn. It continues straight up until it has lost all speed, the engine is at full idle, and the wings are in perfect alignment. With many fliers, the next movement of the model would be a snap loop, resulting in a zero. It ’s the risky way to go, but it’ll get you high points if you can pull it off.

In rolling maneuvers, such as the Four Point, Dave’s roll rate is rapid . . . again risky, because it’s more difficult to pick the exact 90, 180, and 270 stopping points . . . but the resulting maneuver gives you the impression that the ship “ clicks” into each position. It ’s bold and beautiful.

Rhett Miller’s flying is more conservative, a bit smoother, and perhaps exudes more of an impression of exact precision, though it lacks a little of the daredevil edge shown by Dave. Of course, Dave is over 21 and likes a different kind of soda pop.

When performing the Figure M, Rhett doesn’t go as high, and in a manner similar to many of the fliers with whom he competes in the South, he kicks rudder and applies throttle to assure a stall turn without flip-over. And in the Four

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Point Roll, his rate is slow and precise, with the stopping points easily distinguishable . . . Less difficult to judge, but more difficult to cover up in case of miscalculation.

We haven’t judged Mark Radcliff enough times to establish characteristics, but so far, he seems to be going in the same direction as Dave. This is somewhat logical since they fly together a lot. Again, the stall turns in Mark’s Figure M give us this impression, accented even moreso by the extremely low idle of his O.S. Max. Each time he chopped the throttle, we thought his engine had quit.

Speaking of engines and the like, both Dave and Mark were using the new O.S. Max Schnuerle 60, which has an


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excellent muffler. Dave was also running a Perry fuel pump on his. Both pilots were flying Don Lowe’s Phoenix V I design, built practically unmodified from Airborne Associates kits. Rhett Miller flew his own design Compensator, with Webra Speed 60 power. His two models were both built from Southern R/C Products kits.

As for radio equipment, it was John Maloney’s turn to howl. Both Dave Brown and Mark Radcliff are using World Engines’ Expert radios. It ’s only fair to say that both men probably would have won with any of the top competition brands . . . they are that good. But the fact remains that they were using the

Expert, and it was especially sweet for John, as the Kraft and ProLine radios have dominated the Nationals and Masters for quite a few years. Mark uses the single-stick version, while Dave flies two- stick with throttle on the left. Rhett Miller continues to use single-stick Pro Line . . . and continues to win.

Next month’s column will contain more detailed information on the equipment used by most of the Masters fliers. We also intend to go over each FAI maneuver and point out the most common errors committed by these top competitors. Aspiring pattern competition fliers should find this handy for improving their scores.

It takes people to put on a major competition such as the Masters Tournament, and Rough River State Resort Park was loaded with them for this competition. The National Society of Radio Control -Aerobatics, with the help of industry support, organized the affair. Doug and Frankie Early (the operator asked for "Frankly” when we placed a person-to-person call) whose names are synonymous with R/C and Rough River, were the spark plugs of the whole affair. The Academy of Model Aeronautics sanctioned the meet, and was represented by John Clemens and John Worth. The NSRCA was represented by many of its contestant members, including president Joe Bridi. The Competition Jury consisted of Contest Manager Jerry Nelson, Lew Penrod, and |im Fosgate.

The judges, including this editor, who was working Chief, came from all parts of the country: Dick Austin (Alabama), Larry Sartor (Okla.), Jim Edwards (Miss.) Bob Upton (Cal.), Dave Lane (Cal.), Bill Johnson (III.), Travis McGinnis (Colo.), Bob Reuther (Tenn.), and Gary Martin (Fla.). Alternates were Sam Crawford (Cal.) and Julie Woods (Miss.). All judges are top level members of the new United States Pattern Judges Association.

We must editorialize for a moment. Through an unfortunate and ill-advised decision, the high and low scores were dropped from each flight, and the three remaining scores were tabulated. This procedure may be necessary for small

local contests where less experienced judges are often used, but not for a contest where the best and most experienced judges are doing the job.

These people were brought to Rough River at considerable expense to industry, through the NSRCA, to say nothing of their own expenses and donation of time. They parked their butts on hard folding chairs, out in the hot, humid sunlight, for seven hours each day, with very few breaks, and had to do it knowing that if they judged too high or too low, their score might be thrown out! There is nothing wrong with being too high or too low, as long as a judge remains consistent.

The reason given for throwing out the highest and lowest scores is that judges may be prejudiced when scoring the flight of a contestant who is a friend, or an enemy, or a relative (or both). Such a thought is an insult to the intelligence, integrity, and impartiality of a skilled and experienced judge. If a judge were swayed by such outside influences, then the score dropping system defeats itself, because now the judge will refrain from giving extremely high or extremely low points when deserved, concerned that his score will not count.

This action suddenly made us realize that the U SP JA will not only promote better judging throughout the USA for the benefit of fliers. It will also protect these hard working officials from the unfair treatment they do not deserve.

Getting back to the people responsible for conducting the Masters Tournament, no contest can be run without many workers who seldom get recognition. Doug Early did an excellent job of recruiting runners, tabulators, processers, line directors, score card holder uppers and the like. The printed program included the following names, many of whom we didn’t meet from our limited access position: Ed Tasman, Dr. Barry Grove, Mrs. Jerry Rippy, Bill Suvanto, Bill Holsclaw, Wayne Geer, Tom Wade, Gary Funk, Tom Cox, Dick Gault, Bob Maynard, Russ Breitenstein, Gordon Tra- bue, Tom Frank, Jack Hayden, Jim Rippy, Shirley Suvanto, Pam Hutchinson, Jay Becht, Ron Allen, Ray Smith, John Frank, Frank Layman, Ray Brock, John Sanders, and Charles Thomas. Not on the list, but very much in evidence to the judges at Site A, were the Jim Caswells, who picked up and delivered a seemingly unending supply of score sheets mounted on clip boards. Jim ’s wife was nicer to look at, but we enjoyed both of them.

As we go into the Traffic Pattern of this story, we present one more name. Following the awards ceremony, and as pictures were being taken and equipment was being packed, the 1975 FAI R/C Aerobatic team selected its manager for the World Championships in September. Don Lowe, R/C Contest Board Member, NSRCA Vice-President, and a


competitor at the team trials, who was in 8th place at the end of Round Two, was unanimously agreed upon by the 3-man team. We heartily endorse the choice.

“ Traffic Pattern . . .complete. Landing Perfection and Spo t. . . ” ·

F/F Champs . . Continued from page 51 crummy article on him, as otherwise we’d have been practicing the Stunt pattern that weekend, and would never have heard of Taft!) R.B. and I sat around with the Lorbiecki brothers, Bob Johnson, two 6-packs, and a spider, and swapped lies until midnight or so. By the way, many thanks to Sal Taibi, who transported all of our Indoor gliders to Taft. Sal had a gliding Gas ship go through the rear window of his spotless ’56 Chevy, and repaired same with a gigantic "Pearl” label, undoubtedly donated by the Texans. Must’ve put the hex on him by allowing him to transport the 46th-place indoor gliders!

Sunday: Man, here we go! Been waiting all year for this day! Outdoor Hand- Launch! We’re really ready; built three new 24-gram gliders, been doing pushups, practice flights maxing every time. How can we lose? Easy! Fly the event from the famous “ Isaacson Sink Hole” on the side of the field! It went sort of like this; wait per usual for signs of obvious lift, and throw into it. For about the first 30 seconds or so, the thing would rock around and go up, looking good. At about 50 seconds it’s coming down. Really weird air. Even had Bill Blanchard’s wife, Joliene, upwind, throwing a “ Polly” for us, but to no avail (and she throws pretty good, too). So much for Hand-Launch. Wait 'till next year; Act II.

Saw some hot activity over at the FA I Power area, so went to spectate, and wound-up being a timer for fly-offs between Reid Simpson and Ed Carroll. They both made 7 x Three, and their Four. I believe they both made the Five, but about then Reid dropped one. Ed then decided to go for the record, which was over 32 minutes, and beat it easily on his 6-min. flight. Ed ’s “ Moonraker” was getting a little difficult to see beyond that, but John Lorbiecki had the binoculars on him, and assisted us through all flights. Ed made the seven-min. flight, and 7:31 on the 8-min. shot, giving him the new record of 50:31 in FAI Power. In talking with his wife, we learned that this was his last California contest, having accepted a teaching position at the University of Maryland. Quite a fitting finale, we would say!

It was during this flyoff that WCN suggested we do this article, which we eagerly accepted, even tho’ knowing full well that we didn’t have the faintest idea of what was going on!

Near the end of the above Flyoff, Walt Ghio circulated through the crowd with a warning that person or persons

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unknown had been causing trouble (i.e.: stealing and/or mouthing-off) at the Kitty Litter Factory on the field’s border. We thought this was just hearsay until that evening, during Night Flying, C.D. Sandy Norton called a general meeting of contestants to announce that it was fact. It appears that there had been several recent incidences of theft at the plant, and that the employees were quite naturally suspicious of everyone on or near the property. The “ normal” drift from the field is in this direction, and until now the plant personnel had always been more than cooperative in returning models that landed inside their property. It was brought to light that someone, and unfortunately a modeler, had given a ration of you-know-what to a plant employee upon retrieving his model, which led to Police being called, and again unfortunately, much antagonism toward the Free Flighters. Sandy announced, rightly so, that if there was one more incident of this nature, that he would not hesitate to close-down the contest. This was fair warning, and we have to agree 100% with his decision. Evidently, the offenders ceased, as Night Flying continued with no other incidents. None other, that is, except the spectacular crash of Randy Secor, the flat tire on the Honda of Russ Backer (past the aqueduct!), or the loss of Red Johnson’s " A ” and “ C ” ships.

Monday finds us out in the middle of the field, trying to assist Harvey Parker and Carolyn Backer run A/1 Nordic. Lots of entries; lots of Juniors; lots of thermals. And Haught is s til l chasing on foot! About Noon, we retired to the canopy tent, as the heat was taking its toll. Several people got overheated and had to have medical help. We didn't need this, so got under some shade and stayed there.

Most memorable sights at the 1975 USFFC: Joe Norcross, recently graduated from Law School, announcing that it is now D octor Norcross, (or Dr. “ Crash” Thunderbug, as the case may be).

WCN flying his strobe-light-equipped R/C glider at night.

Bob Johnson’s “ Starduster600” shed-

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Mike Taibi’s (Superior Balsawood) magnificent display of choice wood for sale. If he ain’t got it, you don’t need it!

Jim Dean’s beautiful Curtiss SOC biplane scale ship. And, the Scale modelers flying when nobody else would, because of the wind!

Jim (chasing-on-foot) Haught winning the Sweepstakes award! Well, that’s a brief look at USFFC '75. Start building now for ’76, as we’re sure it'll be bigger V better than ever! ·R/C Soaring . . Continued from page 25 distribution for landings between these two extremes is linear. . . the closer you


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land the more points you get.If you should fly for over six and one-

half minutes (390 seconds) you lose whatever landing points you may have gotten. Sandbagging is very cleverly eliminated with a rule called "working time.” Whatever flight time you have at the end of the eight minute working time allowed . . . is what you get. In other words, if you don’t complete your flight within the working tim e. . . Tough! There is a two minute time margin to get your gear working, get your plane hooked up to the winch, and get into the air.

Kamikaze type “ dive at the ground” landings are leg a l...yo u can shed as many parts as you like and still get landing points. Just make sure that all the parts land within 100 meters of the landing circle. If you should lose a part in the air, that part had better land within 100 meters of the landing circle. If it doesn’t, you simply lose all points for that flight. Now isn’t this great fun?

The distance task is somewhat simpler. Take off and land within an 8 minute time period. Cover as many laps

around a 150 meter course as you can during four of those eight minutes. Land anywhere you like. If you land during the four minute period, you are given credit for fractional fifteenths (10 meter increments) of laps. If you land after the four minute period, you are given credit only for full laps completed. A contest official calls the turns at the far end of the course (which is parallel to the wind direction) and the timer calls the turns at the pilot’s (near) end of the course. Score is based on the actual distance or number of meters flown.

The speed task is flown on the same course ns the distance run. The contest- and is given a five minute working time. The model is timed on the course for one lap. The contestant launches and can thermal for as long as he desires. When the plane enters the course headed toward the upwind pylon the time is started. At the pylon, the turn is called, the plane is turned and it’s zoom back to the downwind pylon. That’s all there is to it. The object of the task is to cover one lap around the 300 meter course as fast as possible. Anyone who thermals too

long, or doesn’t finish the course for any other reason gets a big goose-egg score. Now aren’t these friendly folk?

All three task scores are normalized to 1000 points. That is to say, the winner of each round gets 1000 points, and everyone else gets a percentage of 1000 in relation to the winners score. It ’s that same old business about one student in theclass lousing up the grading curve for everybody else. If more than two rounds are flown in a contest, the lowest round score for each contestant is dropped, and the other rounds are added for the total score. And, in the F .A .i.’s continuing efforts to be nice . . . if there is a tie, they make you fly the speed round again to break the tie.

So how does all of this relate to the average glider guider? For one thing, the idea of an assigned working time could be used to speed up the local club contest. How many contests have you attended where the sandbaggers and procrastinators have turned a twenty-pilot contest into an all-day-and-then-some affair? There is no reason that a small contest has to drag on all day. You might even be able to get done in time to take the wife to a matinee . . .

Hand towing is something else that is grossly overlooked. On a day with a moderate breeze, you don’t have to be Jim Ryun to haul up a sailplane. . . in fact, you need only run about fifteen steps. Any more than that and you’ll tear the wings off the plane. This writer had never experienced hand-towing until about a month ago. My eyes got bigger than my sun-glasses when I saw how ridiculously simple the process is. Reel the line o u t . . . attach it to the plane. The runner holds the reel with line attached over his head to signal that he is ready. When the flier, who is holding the plane, is ready to go, he pumps the plane up and down . . . the runner turns

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and takes off running into the wind . . . and in any kind of breeze at all, the plane takes off like a rocket. After a dozen or so steps running hard, the tower can slow to a walk, and then usually stop. In some cases it is necessary to back up to keep excess pressure off the wings of the model. Just don’t try it in calm conditions . . . then it takes a track star to get it in the air!

The F.A.I. rules also dictate a much more versatile design than most of us are now flying. The lower launches requires a plane that will truly thermal, not just stooge around at a low sink rate. The distance event requires a plane that will soar . . . covering a lot of ground without losing altitude. Lift over drag . . . L/D . . . that’s what full size soaring is all about. We could go a long way toward emulating big brother. The speed task adds a third element to aircraft design. Not only must it go fast, but it must be controllable at that speed. Adding lead increases speed . . . that much is obvious. But what isn’t obvious is the difficulty of controlling those lead sleds. At forty miles an hour plus, funny things start happening, like control surface flutter, wing flutter, etc. Gremlins like warps in wings start rearing their ugly heads. Handling becomes much more important. A lot of planes that go like a streak in a straight line seem to do a stunt pattern while trying to get turned around. And all of those unintended aerobatics cost time, time, time.

For the sport flier, the F.A.I. rules present a challenge to design and fly to. They are something out of the ordinary, to stimulate new ideas and new interest. In short, they are something to break up the monotony of “ Gee whiz . . . another sailplane contest. . . two minute bash and burn . . . ten minute duration . . . and let’s go home.”

For the serious competition flier, the F.A.I. rules are much more. There is a great big world of glider fliers out there just waiting to clean some American plows. Sooner or later (hopefully sooner . . . we’ve procrastinated long enough) the U.S. is going to get organized. We are going to come up with a meaningful team selection process to compete internationally. With proper prior planning we will be able to compete and win in international competition. (While I ’m on the subject of team selection . . . let me get up on a soapbox for a moment.I see no sense in sending a team composed of winners in American contests flown to A.M.A. rules. We’re going to have to compete internationally using F.A.I. rules. Let’s establish a team selection method where competition for a place on the team is based on performance in F.A.I. contests [O u r Pattern team is selected this way. w en ] And also, let’s make a place on the team the result of success in several contests, not just being lucky in one or two. I believe that we want to send the best team possible

. . . one that is experienced in flying to the rules that the championships will be using. End of sermon! I ’d be glad to hear anyone’s comments on this.)

International competition does not have to be a rich man’s game. F.A.I. free flight activity in the U.S. is far, far smaller in the U.S. than R/C soaring. Yet, from within their own ranks, the F.A.I. teams manage to generate the money and support to send their best teams to wherever the competition is. This August, the U.S. team will be going to Bulgaria to compete for the World Championship. There is no reason that R/C soaring cannot have the same quality of representation at the first World R/C Soaring Championships in South Africa in 1977. Get behind your N.S.S. representative, your A.M.A. R/C contest board member, and let’s get going!

Recently this writer participated in an F.A.I. contest sponsored by the San Fernando Valley Silent Flyers Club, in Van Nuys, California. This contest was unusual in the respect that it was truly international, and at the end of the days flying no one knew who had won (Even the officia ls? wen). On the same date, the Aiglons of Brussels, Belgium were also flying an F.A.I. contest. Since the tasks flown were identical, the scores will be compared by mail, and the winning contestants will be determined. This unique contest was arranged by Dick Shilling, who also served as contest director. Due to the weather conditions at the Pierce College flying site (Dead calm with a gray overcast that broke up in the middle of the contest) there was very little difference in the launch height achieved from the three different launch methods provided. If there had been a steady breeze, I suspect that the hand- tow would have given a significantly

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higher launch than either the hi-start or winch. One difficulty in having optional launch methods is that you need several sets of each type of equipment to keep the contest moving. Due to the small field facility at Pierce, there was only one hi-start and one winch. This contributed to slowing the pace of the contest to the point that only one round was flown.

One innovative piece of hardware was developed for the F.A.I. contest by Paul Parszik of J.P. Models, and refined by Rick Pearson. This is a mirror sighting gauge used to call the pylon turns on the speed and distance runs. Basically, the gauge is a flat plate mirror 18 inches wide and three or four feet long. The original version used two aluminum plates mounted vertically and a half inch apart to provide a window to sight down on the mirror to see the image of the plane passing overhead. Any deviation of eye position over the mirror moved you out of the vertical plane marking the end of the course. Rick Pearson modified


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the sighting gauge to use a length of rubber tubing (old high start tubing works fine) suspended between two supports over the mirror. By sighting down over the rubber tubing and adjusting your position until the mirror image of the tubing is hidden, you are able to see the exact point and time that the glider crosses the vertical plane. Communication to the pilot is done either with a footswitch-operated intercom or with colored flags. ·

F / F ...............Continued from page 47though originally powered by an ETA .29, this 580 or so square incher was gradually developed to the point that it was flying with a K& B RR. 40. This

ship is, however, larger than the average of typical English designs. Russell uses it particularly when the wind conditions are such that keeping a smaller model in sight would prove a problem to the time keepers. A quick scan of recent issues of Aeromodeller magazine will give you some clues as to how well it has done in competition, as it and its designer are perennial background objects in pictures displaying fancy and large trophies. A lthough a K&B 40 on a ship this size would tend to scare off most of us, this one has proven its ability to handle it. Might try building one up for the local flying field. If nothing else, you’ll impress your buddies . . . or scare the hell out of them.DARN ED GOOD A IR FO ILS - Benedek B-6356b

Another calm air Nordic glider foil, this one was, and still is, considered probably the most “ pure" glide airfoil in the Benedek series designed for A/2 gliders. Until the GF-6 came along, this section had no peers. There is still significant reason to believe that it is the best one around. One of the major problems with the section is the extremely thin trailing edge, which might be overcome by using a Ritz-type wing, with ultrawide trailing edge stock, or by using a sheet type construction. Balance point for models using this section should be close to50%, with a smallish stabilizer of 60 sq. inches or so.R U BBER MODEL PR O PELLER S

Received the following letter recently:"Dear Bob,

Being an avid reader of your column in MODEL BU ILD ER , I feel you may not mind too much if I ask your advice. After a 25 year absence from miniature airplanes, I was bitten by the bug about a year ago. In spite of lack of time, I managed to build rough representations of the standard pylon Half-A: Dixie- lander, Witch Doctor, Dee Whiz and Satellite . . . all 30 to 36 inches in span and powered by Cox .049. I managed to lose 3 of these and wore out the Witch Doctor to the point of too many repairs on top of repairs.

“ Having run this gamut, I am now turning to an old desire . . . a really good Coupe d’H iver. . . tentative decision is Lenderman’s design (unless you can suggest a better). I have built the fuselage and a very light empennage, so I think the addition of a 6409 wing should make a flyable gadget.

“ However! I do not have any reliable drawings or information on folding propellers. I realize the prop is all important so I am requesting your assistance. Do you have a drawing or info you could spare me, or else steer me into the right direction?

Yours truly,Granville Miller."

To which M ODEL B U ILD ER Free Flight, ready to provide assistance when a need is expressed, takes up the cudgel and provides the following information about propellers and the like.

First, the propeller blank itself. I personally like to use balsa wood in the 8 to 10 pound stock category . . . So- called light to medium. For a Coupe prop, you’ll need a piece at least 16 inches long by 1.80 or so wide and .75 thick. I like to get one oversize, so I can experiment a bit. For sake of information, refer back to last month’s issue of M ODEL B U ILD ER Free Flight, as there is a mathematical formula included which will allow you to determine the pitch of the propeller from the blank you are carving. However, for sake of efficiency, let’s start with a 16 inch long block, 1.80 wide and .75 thick. This will give you a pitch of 21 inches (which is just a bit high for Coupe . . . a 2 inch wide block will give you a pitch of about 18, which is better).

Since there are several hub styles, it is a good time now to sit back and take a look at the pictures.

Picture No. 1 shows the simplest type of hub, which is balsa with a brass sheet bottom, and 1/16 I.D. brass tubing soldered to the ends to form a hinge. The hinges are made from 1/16 brass rod or can be made from music wire. The top of the hub is a piece of 1/16 aluminum sheet. The whole shebang is epoxied


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together and wrapped with thread, then epoxied again. It ’s simple and painless, but not all that pretty, it does, however, work.

Picture No. 2 shows a wire hub. In this instance, the wire is 2mm Swedish music wire. A wire in the shape of a Z is used to connect the two prop blades. The hub wire is bent at a 90 degree angle in front of the tension spring, and silver soldered to the ‘Z ’ wire . . . joining right at the center of the Z. The prop blades are held in place by 1 /2A wheel retainers . . . sold by Goldberg and Perfect as control line accessories. To keep the blades from swinging all the way forward when the rubber is unwinding, a small wire is epoxied to the blade at the root and contacts the Z wire in such a way as to limit travel. The hole in each blade that receives the ends of the Z wire has a brass tube epoxied in place to reduce wear.

Picture No. 3 shows a homemade tube-type hub. It is a piece of brass tubing and the prop blades are equipped with a wire (1/16 M.W.) that is adhered solidly to the blade itself. This wire is ‘L ’ shaped, and the leg of the ‘L ’ is slipped through a matching hole in the brass tube hub. The blades are held in place by a screw-type retainer.

Other hub types are common, and variations are many.

For a good source of supplies, all under one roof, write to FA I Model Supply, P.O. Box 9778, Phoenix, Arizona 85068. Send 254 for the catalog. It has everything you will need for prop hardware.

Once you’ve settled on the hub design, the next thing is to lay out the prop. I have included a sample sketch for your consideration. This is the so- called helical pitch type prop blank. Measurements are consistent with the 16 diameter x 21 pitch prop indicated earlier. Alterations can be made.

Carving the prop is really enjoyable. In fact, after I got up enough courage to carve my first one, I went on a prop carving rampage. I now have more props around than I do models.

When carving, use a sharp blade . . . I use X-Acto number 26, which is about

2 inches long. Carve in the undercamber first and then the top camber. Although many modelers use things like micrometers to measure the blade thickness, I use my fingers and find that this is quite accurate. Try to make the blades as thin as structurally possible. The blade section should be similar to a thin, slightly undercambered airfoil. For Coupe, I try for a maximum thickness beyond the hub of 1/8 inch, or slightly less. Try to leave some thickness at the trailing edge . . . not less than 1/64.

After the blades are all finished being carved and sanded, it’s time to cover them. There are two schools of thought on this aspect. One says to only dope and finish to a high gloss and the other says to cover with tissue or silk and dope and finish to a high gloss. The tissue does add strength, but can warp a thin blade. I do the following:

Mix up a thinned mixture of Hobby- poxy Epoxy glue (the stuff in the big bottles that takes 12 hours to cure) and paint the entire blade with one coat. Allow to cure, sand carefully with wet- or-dry paper, and paint on another coat of Hobbypoxy. Sand lightly and wax. The result is a tough blade that is light and glossy. Besides that, it’s waterproof.

Regarding the model itself, Lender- man’s Coupe is excellent. Full sized plans are available from N FFS Plans and Publications, 5641 Diamond Hts. Blvd., San Francisco, CA 94131. The cost is around $2.00. Another good one is the Garricoupe, which has been selected as N FFS Coupe Design of the Year. It ’s also available from N FFS for around the same price.

Hope that answers the question, Granville, and any others who were wondering the same thing.HINTS AND TIPS AND THINGS

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the last arm through the flood-off switch and then to the flood-off fitting. Neat. Now, where to get them. Try a medical supply house, or place a special order through your druggist.CONCLUSION

Re-read the introduction to this column. You will note that there is reference made to the finding of a lost model. Since the ship was equipped with an Aldrich modified Rossi and a Seelig timer, besides the pan and other equipment which goes into making a competitive FA I Power model, its loss last August was met with some gnashing of teeth. An easy (actually very hard) $100 in equipment was lost. How come? Seelig


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timers have a long spool-type DT mechanism. If you get the timer arm in the wrong groove, the DT time extends significantly. This model, had it DT’ed in the usual 3:10, would have been well out of the forest, but I hit the wrong groove. The result was a 5 minute and 40 second DT from several thousand feet (or so it seemed). If anyone out there has a foolproof way of eliminating the possibility of hitting the wrong groove, I ’d like to hear about it. Next time, I may not get one back . . . and it can happen to you, in fact, maybe it has.

In closing, I ’d like to remind you that in order to get the ship back, it’s imperative to have your name literally

plastered all over the ship. Don’t forget the address and phone number. I also write “ Reward for Return” on them. It pays to plan ahead.

With that, plan ahead to read all about i t . . . free flight, that is . . . right here in this column next month. ·

F/F Scale . . . . Continued from page 41

tpo quickly, hurting the endurance. Since all the models are hand-launched, larger diameter props can be used. Incidentally, several of the models were equipped with scale rotary motors which actually turned with the propeller in true-life fashion.

Another area for concern is the motor peg. Frequently, there were models which had very loose-fitting motor pegs. If the peg is permitted to rotate during the winding process, it can slip from its anchor point and gut the inside of the fuselage: I know, because I have had it happen to me, but I hope that this is one lesson I have learned. So, keep that peg tightly fitted! Many models had one bay uncovered just underneath the motor peg so that installing the motor was an easy task, but there were too many that had small openings in the cowl and no uncovered bay under the peg. This truly

makes it difficult to see for proper motorinstallation. Few models came equipped with a stuffer stick. It would be a good idea to include this accessory along with the other paraphernalia that has to be sent. Some designs require a very small unit, and what we had on hand didn’t always work.

Multi-wing airplanes have a unique problem, that is, keeping all of the wing panels aligned properly. This isn’t necessarily an easy task to accomplish, but it is a must if you expect to be able to trim out the model for any kind of reliable flight. There were several bipes that had misaligned wings, and trimming became an impossibility. Unless you have pretty good eyeballs, some kind of holding fixture for fuselage, wing, tail alignment should be incorporated. Granted, this may seem to be more additional work than one may want to expend on a peanut, but this is a contest, and if you want to win, you have to be more careful in all respects.

There were very few condenser covered models, maybe about four or five, and that is all. One was a Fokker E-Ill which I drew for proxy flying, built by Robert Stewart, of Canada, which had the best time of all with a single flight


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of 75 seconds. There were only a couple models that could be considered “ ghost" ships, and we were pleased with this situation.

I would like to comment on some of the more outstanding models entered. From overseas there were several excellently constructed and unusual subjects. The choice of designs were well thought out, since no additional ballast was required on either end of the models, and most of them flew extremely well. An- otherpoint of interest is that all of these models were fully test flown prior to their arrival in this country. A particular favorite of mine was a Zlin Akrobat entered by Milan Kacha, from Czech- oslavakia. This two cylinder, long, taper winded beauty had an exceptional, cleanly installed canopy. This canopy was not vacuumed formed, but instead, was made of two pieces of acetate with no evidence of glue anywhere. There were many such models with very top-rate canopy installations. I plan to find how they do this since, I know that this is a tough job on any model, and one that sticks out like asore thumb if not done properly.

I had the privilege of flying English modeler Andrew Moorhouse’s beautiful Luton Minor. This was one of the very best models entered. The detail throughout was of very high caliber, as well as the workmanship. The dummy two cylinder J.A.P. engine was also extremely well done. Mr. Moorhouse uses small diameter propellers with lot of area. In this case, the prop could have used a little more diameter in order to slow down the rpm’s. It flew very well but a little too fast, and all I was able to get out of the Luton was about a 26 second average.

From France, Jacques Pouliquen had a couple of entries. One was a Saulnier 660 and the other a Farman 404. The Farman was a real sleeper. With the exception of the outstanding workmanship, the model itself was rather nondescript. It did have good moments both at the nose and tail, but when Jack McCracken first wound the Farman up and let it go, it really surprised a lot of

us. It took off for the rafters without a hitch. This model would have been hard to beat if the flying had taken place in the blimp hangar. Also from France was a Morane Saulnier built by Aime Roger. This was a neat parasol design with swept back wingsand no dihedral, and this also flew very well.

From the U.S. we had several outstanding models. One that caught my eye immediately was Ted Dock’s Elle- hammer. It is rather hard to describe. At first glance it looks as though it has a rogallo wing on top of another wing . . . and sure enough it does! Therefore, it is a biplane. It had a well detailed motor and full-size pilot dangling in the breeze, and after some careful trimming, it flew pretty well. Ted also had an Eiffel Bre- guet. but it was a reluctant flyer.

Top scale points went to Roald Tweet and his Sopwith Triplane. This was a very detailed model, with scale rib spacing, includingbeaucoup false ribs, sprung gear ala Sopwith, a true rotary Gnome, etc. The tripe flew very well, although duration was only around 15 seconds.

Without equivocation, the most unbelievable model there was the Flying Pancake by R.M. Johnson. An entire article could be written about the con- truction of this most unusual model. It was truly a work of art. However, Hal Cover spent over an hour trying to get the Vought to fly. It was really something to see him hand launch this twin propped, saucer-like model. The best time was around 5 or 6 seconds and this was done virtually in a straight line from one end of the gym to the other.

R.M. Johnson also had one of the most interesting presentations, a portion of which I thought you would enjoy reading. (Every capital P was typed in red.):

I am PPPPPP roud to have the PP PP rivilege

of PP PP articipating in the PP PP remier

PPPPPPP arcel PP ost PP roxy PP eanut

contest.

“ I take Particular Pleasure in Presenting a Peanut Pancake. This Plane is a Pint sized Portrayal of the Vought Sikorsky V-173, a Prototype which Proceeded the XF5U-1. It first flew in November of 1942, making it a Product of WW II. Today, the Prototype Pancake is Poised, awaiting a Place of Prominence at the Smithsonian. Pitifully, the XF5U-1 was Produced, then Pounded to Pulp and Pulverized before being able to Prove its Point.

“ I would like to Point out one Particular Part of the Peanut, and that is its Pilot. I wanted to use a Paul Plecan Paper Profile Peanut Pilot, but the rules Provided, Precisely Prescribe: “ as much

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of him (or her) as would show from the cabin or cockpit." Since the Pancake Pilot could Peer through a lower Plexiglass Port, People could Peep at him. My Pigmy Person has to show from Pate to Posterior, Pedal Parts to Pelvis. I Pursued the Possibility of Procuring a Plastic Pilot, but this was Precarious because excess Pounds Present a Ponderous Problem in Peanuts. Though some said “ Pshaw,” I Proceeded to Plan and Produce a Pith Pilot, and his Presence only

adds a Part o f a Pennyweight.“ I hope the Person Picked to Proxy

fly my Personal Presentation Puts Pleasure in the Peripatetic Passtime of Playing Parent to my Peanut. I wouldn’t Pretend to Put a Price on my Petite Parcel, but I would like to have it returned. I must admit that I am Pretty Poor after Paying Postage.

“ The attached documentation should Provide the Pertinent Poop on the Plane.”

One last comment in closing. Presentation of documentation is still an important part of any scale event. There were far too many entries which had no 3-views, only the plans that the models were built from. This, of course, cannot take the place of a legitimate 3-view. Proof of color and markings is another important part of one’s presentation, and should also be included.

All in all this was definitely an outstanding event, and one that I am happy that I was part of. I will be looking forward to participating in the one next year, and the way time flies, it would be a pretty good idea to get started on your winning design. ·

Workbench . . . Continued from page 4Some of the more obvious reasons

for this proposal are as follows:1. Each of the active national special

interest organizations will have representation at all Executive Council meetingsand will be kept aware and be a part of all Council level decisions.

2. The Council will have “ built in” top level information on all areas of model activity, thus assisting it in making decisions that will be suitable to more of the membership (it is beyond human nature to be able to satisfy everyone, but there’s lots of room in AMA to improve the batting average!).

3. By having a member on the Executive Council, special interest organizations will have better first-hand knowledge of the operation of AMA, and through this knowledge, will have better understanding of its problems and will be able to assist in solving them.

4. Having a member in the Executive Council will also give special interest organizations better communication with AMA Headquarters and show them the best way to channel their efforts to the advantage of their special activity.

It is further proposed that the present Executive Council acton by-laws changes as soon as possible so that recognized organizations may have representatives on the Council by January 1, 1976. Until that time, it is proposed that a representative from each recognized organization be allowed to attend Executive Council meetings as observers, permitted only to speak through their District Vice-President. Tentatively, we suggest the previously mentioned definition of a "recognized organization” as being a suitable requirement.

By no means are we suggesting that the above proposals are ultimatums to the Executive Council. We do, however, feel that before the proponents of the U.S. Aeromodelers go too far forward with their intended action, that the Council give serious thought to acting positively on these proposals. They would surely be very instrumental in bringing back solidity among all factions of AMA membership, at a time when it is most needed.

NFFS MEMBERSHIP AND RENEWAL APPLICATION(Make checks payable to; National Free Flight Society)

Mail to;F E E S

W. Terre Haute, Ind., 47885 1 vr 2 yrsRES ID EN TS OF FO REIGN CO UNTRIES S6.00 S11.00

U.S.RESI-

DENTS

Age 19 and up

AMA Members 6.00 11.00Non-AMA Members 7.00 13.00

Age 15, 16, 17, and 18(Senior) 350 6.00Age 14 and underlJunidrl 150 250Family membership* 1.00 2.00

Family membership fee includes all additional family members, but no additional copies of the Digest. Ages are as of July 1 of current year. Please circle applicable fees.New Member □RenewalAddress Change OCurrent expiration date:Month Year

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City, State

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AMA No.


* * *The above letter and proposal has

been distributed to all members of the AMA Executive Council, the model press, and to known special interest organizations, whether they happen to tentatively qualify for recognition or not, according to the proposal.

This proposal does not represent a turnaround of intent or opinion by this editor. We have felt for a long time that some kind of action w ith in AMA must be taken to correct some obvious problems. Most of these problems have come about because of A M A ’s tremendous growth in recent years. Just as obvious as the problems is the simple fact that an organization of 10 to 15,000 members cannot properly operate with the same by-laws when its membership quadruples to around 60,000. By comparison, you can operate a little mom-n-pop knick- knack shop with one accounting notebook and a cigar box cash register, but when the little shop grows into a huge department store with 45 clerks, a shipping and receiving section, traveling buyers, advertising, and so on, it could only happen if the methods of operation changed continually with the growth.

AMA is long overdue to make changes in its operation because of growth, and, in our opinion, the first thing it must do is give solid recognition to the special interest organizations that have been formed within its structure. In talking with many people who are dissatisfied

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with AMA, it becomes obvious that the main reason for this dissatisfaction comes from lack of understanding of AMA's operation, and knowing what really are its strong and weak points.

The only way that the executive and membership factions of AMA can get together is through communication, so

that each will know what the other is doing. With a member of its organization on the Council, each of the represented special interest groups will not only have direct communication with the executive branch, but they will also become more aware of how the executive branch works and how its problems are

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solved. To put it simply, a published report of an Executive Council meeting is just so many printed words, but when a Council member goes back to his special interest group and tells them what’s happening, they are getting first-hand communication.

Please don’t consider this an ego kick, but we are so convinced that this proposal, if accepted, will cure many of the problems now being suffered by AMA, that we want your approval and comments. Won’t you please drop us a card or letter right now, while it’s on your mind, and let us know how you feel about this proposal. To save you the


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time and effort, a copy of your note will be forwarded to your District VP and AMA Headquarters immediately.

Actually, it’s more important that you contact your VP directly, but we’re anxious to see your comments, and promise to relay them right away.

Whatever your reactions are . . . PLEA SE RESPOND NOW!!!!

* * *

There is a situation that needs clarification concerning the U SPJA (United States Pattern judges Association) and the A M A ’s new Judge/Leader Member status. As a matter of fact, the situation probably serves to illustrate one of the advantages of the previously described

proposal to AMA.First, let’s attempt to clarify any pos

sible confusion. The "Judge’s License” issued to AMA members has absolutely no relationship to U SPJA membership. The Judge/Leader Member status is an idea, which we believe was originated by Jim McNeill, vice-president of AMA District V. The main purpose of this type of membership license is to establish recognition for members who have acted as judges in R/C, C/L, and Scale.

The U SPJA is a special interest organization-which was founded early this year under the guidance and persuasion of Joe Bridi, president of the NSRCA (National Society of Radio Control

Aerobatics). The purpose of the USPJA is to organize R/C judges throughout the country so that qualified, impartial, and well trained judges will be available for pattern contests. Judges in the association will be rated by a qualification board, according to their skill and experience. There are five classification levels, and to assist in advancement, there will be training programs, judges schools, a training film and a newsletter for dissemination of news and exchange of ideas.

Incidentally, membership in the rapidly growing U SPJA is $6.00 per year. Send your name, address, phone, AMA number, and check to W.E. Semler, Sec/ Treas, 2 1 103 S. New Hampshire Ave., Torrance, Ca. 90502. As soon as they’re prepared, all members will receive rating level specifications and applications for advancement. The Qualification Board will review all material relating to classification and assign level ratings to members as they progress. At the present time, there are 63 members, of these, 9 have been assigned to Level I (highest), and 8 to Level 2. All of these are judges with several years or more of experience in judging at one or more of the following: Nationals, Masters, International, and World Championships.

By comparison to the level requirements in the USPJA , the judges license issued by AM A requires only that a member qualifies for Leader status and that he (or she) has judged or helped jusde in at least 3 AMA contests. . . period.

We referred previously to the fact that our proposal at the beginning of this column, concerning the Executive Council, might have provided an advantage in this AM A Judge vs. U SPJA Judge matter. While it is fine that people who

NSS #______

N a tio n a l S oarin g S o c i e t y1975 Membe rsh ip A p p l i c a t i o n

N A M E:___________________________________________________________

A D D RESS:_______________________________________________________

------------------------------------- P H O N E :____________

AMA # ________________________ LSF # __________________________

TYPE OF M EM B ER SH IP________________________________________

Mail to: Mr. Larry Fogel, Treasurer 4508 Mission Bay Drive San Diego, CA 92109

Is this membership new ( ) or renewal! )?

DUES STR U C TU RE - 19751975Article V — Dues and FeesSection 1: "Membership dues and number of subscriptions to the Journal of this organization shall be in accordance with the following achedule:

Dues Subscriptiona) Individual $10.00 1b) Club 20.00 2c) Family 15.00 1(Any Senior or Open AMA member and any of his immediate family who are also AMA members.)d) Junior 5.00 1(Any Junior AMA member.)

L ch subscription to the society publication SA ILPLA N E starts with the first issue published after payment of dues and continues thereafter through the membership year.

Dues are payable prior to December 31 of each year for the ensuing year. Subscriptions commence with the first issue after payment of dues through the membership year.

In the event a member joins during the dues year, he shall submit dues as follows: between December 1 and June 30. full annual fee, between July 1 and November 31. one-half the annual fee. Members joining during December of a year shall also be members of the ensuing year.


work as judges get recognition, it is also important that anyone with this status be able to perform specific duties. Had there been members on the Council specifically representing R/C’s NSRCA and C/L’s PAMPA, we’re sure they would have taken the problem back to their respective organizations and returned with more specific and clearly defined requirements for the “ judge” rating on an AMA license. At the moment, there is no national scale organization. Wonder who’s gonna get one started?

* * *The first annual (Premier) Parcel Post

Proxy Peanut Contest, conducted and sponsored by MODEL BU ILD ER , was finally completed on June 7 and 8.

Thanks to the efforts of Chuck Conover, a member of the Public Relations Department at Busch Gardens, Los Angeles, California, permission was obtained to use the large gymnasium facilities at Cal State Long Beach. A special thanks to Bill Bovee of the gym management, who was very cooperative and helpful in meeting our requirements.

Fernando Ramos has a complete report of the contest itself in his “ F/F Scale” department of this issue, but we thought a few other statistics might be of interest.

Although we received entry forms from over 250 people, indicating that we could possibly have over five hundred airplanes, we actually received only 107 planes from 65 entrants. Those entries came from England, Canada, France, Australia, New Zealand, Germany, Austria, and Czechoslovakia, as well as the United States.

Occupations of the entrants included doctors (one G.P., one dentist), one truck driver, one dishwasher, and one boat rigger. Engineers outnumbered any other occupation represented with ten entrants. Students numbered five. There were one each aircraft mechanic, auto mechanic, and marine mechanic. One airline pilot from Texas, one Canadian Army pilot, one Australian test pilot,

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W IL H O L D G L U E S , IN C .8707 Mlllergrove Or., Santa Fe Springs, Cal. 90670 2943 W. Carroll flve., Chicago, Illinois 60612

and one boat captain from Florida each sent in Peanut entries. Bankers, carpenters, surveyors, and telephone repairmen were represented, as well as draftsmen, graphic artists, and photographers. Two school teachers and two college professors took time to build and enter the tiny planes. M ODEL BU ILD ER was also privileged with the highly inventive efforts of a professional inventor.

Average age of the entrants came out at an even forty. The ages extended from 11 to 63. Although we received entry applications from several women, none of tine ladies actually sent in a model. On the application blank, we left a space for “ Sex” and facetiously indicated that “ Yes” by itself was not an acceptable answer. Peanut Modelers met this challenge head-on with such replies as "Yes. . . with females” ; “ Yes . . . in my younger years” ; "Male Chauvinist Pig"; and "Hmmm.”

* * *

PEN PAL WANTEDStanislav Kobrna, Pod Hurkou

510/111, Klatovy 33901, Czechoslovakia, is a 21 year old computer operator, and an avid modeler. His favorite category is R/C, and he also flies A/2 Nordic and some C/L stunt. He’d like to correspond with some U.S. modelers. ·

(P E Λ PODDESIGNED BY

. Tom Protheroe

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D E A L E R S S D I S T R I B U T O R S S T D . T E R M

IR S L I M I T E DP .O .B O X 39T4B L .A . C A . 9 0 0 3 »

Hannan.........Continued from page 42move any lingering traces of mold- release (which resists paint adhesion). Next, remove any “ flash” or undesired casting lines. Incidentally, it is quite feasible to reshape plastic props to more nearly resemble some particular full- scale type, such as the French Chaviere. Testors props, reportedly designed by Vince Garafalo, of Tern Aero, are especially suited to this sort of reworking. Actually, the slight loss of area involved seems not to detract much from performance. In fact, by starting with a slightly larger-than-required diameter, a cut- down prop may represent quite a performance improvement over a similar diameter “ stock” prop.


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Take an additional few minutes to balance the thing. This is one characteristic that is d ifficu lt for manufacturers to control, since the nature o f the injection molding process is fraught with variables. Because plastic props are inexpensive, we suggest buying several, and selecting one that is reasonably balanced to begin with. Often, slight sanding o f the heavy blade w ill do the trick. Scientific-minded types may point out that the simple "balance it on a pin” approach does not assure dynamic perfection, but then, scientists should be carving their own in the first place! Suffice to say, any improvement w ill contribute to increased efficiency.

Enamel paints are safest for use on

most plastics, since dopes or lacquers may craze the surface, although extremely thin, "fogged o n " spray coats can sometimes circumvent the problem. Another answer, brought to our attention by Frank Scott, is the use o f permanent- type felt markers, which actually soak into the surface o f the plastic, and “ drown out” the corny red coloring.

Some builders play coy games, simulating laminated propellers by painting, but some we have seen have been overdone. As in most other phases o f scale modeling, subtlety is the key to realism. "THE HANGAR PILOT”

This is the name o f the Miami Indoor Aircraft Model Association’s newsletter, edited by Dr. john Martin, and it is a

a goodie! The club is fortunate in having the use o f the Goodyear blimp hangar as a flying site. Not only that, the company even contributes rides in its blimp by way o f prizes! Modelers should keep this in mind, the next time tires are needed for the family hack.

The Miami group is active in hand- launched glider, EZB, Penny Plane, Paper Stick, Scale, and o f course, Peanut Scale. Recently, they were honored by the presence o f “ Butch" Had land, one o f England’s foremost “ Peanut Pushers,” and last year’s captain o f the U.K. indoor team. Returning home after his visit to Miami, his Peanut Lacey M-10 bested 23 other entries, w ith flights averaging about a minute.

Credo o f the Miami group: “ I pledge never toget so hung up with documentation and details that I fail to have a lot of FUN flying my Peanut.”HALF AND HALF AIRCRAFT

One o f our photos this month shows a Stinson model, beautifully constructed by Mike Fulmer. Built to order for a customer, this aircraft was covered on only one side, allowing the structure to be appreciated.

The crew in the San Diego Aerospace Museum is currently working on a fu ll- size "Jenny," which will be finished in exactly the same manner. Another half’n half approach concerns paint jobs. A helicopter in the museum features Navy colors and markings on one side, with civilian livery on the opposite. In effect, it allows the equivalent o f two aircraft to be displayed in the space o f one. Also, some full-size machines have been painted in such dual-schemes just for novelty or advertising value, especially in airshow work.

Even the Smithsonian Institution accepts this as a good premise. The Boeing 247 presently being restored w ill feature airline markings on one side, and Ros- coe Turner’s famous race markings on the other. Don’t know how scale judges would react to this concept in model contests, but it might be interesting to try!SAVE YOUR TOYS!

The whole world seems to be hung up on “ collectables” these days. There was a time when only such artifacts as paintings, jewelry, books and furniture were considered genuine "antiques,” which were savored not only for their beauty and rareness, but for their investment value. A t this point in time, however, it seems that virtually EVERYTHING is being collected . . . and increasing in price. If you think this is an exaggeration, visit a few antique stores and check for yourself. Old bottles, tools, magazines (including comic books), and well . . . you name it; someone is saving it. Aeromodelers are not immune to this obsession either, as w itness the current prices of old ignition engines and early kits.

Considering how much bragging fi-

MOVING? SEND NOTIFICATION FIRST!OLDADDRESS (Please Print)

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The MODEL BUILDER, 1105 Spurgeon, Box 4336, Santa Ana, Ca. 92702


CLASSIFIED ADSNon-commercial: Rate is 25 cents per word with a minimum of $3.00 worth. Commercial: Rate is 40 cents per word with a minimum of $5.00 worth. No mail-order discount house ads knowingly accepted.All ads are payable in advance and may be for any consecutive insertion period specified. Name and address free. Send ad and payment to. The M O D E L B U ILD E R Classified Ads, 1105 Spurgeon, Box 4336, Santa Ana, California 92702

H I-F L Y EN TER P R ISES C O N D O R "800," B-C-D free flight, 3 Contest H/L gliders. NEW for "7 5 "; Sparrowhawk, for unlimited rubber, flown by Bob White. F R E E catalog. Hobby Fair, 7212 Vassar Ave., Canoga Park, California 91303.

C U S TO M FIB E R G LA S S K ITS : "Spirit of ‘76", w/Mach I foam cores, $64.95; Kuda or Californian w/wing cores, $59.95, Skymast- er, $124.95. Add $15 for contest balsa. Color picture and info, 75d. R B Products, 1874 N. Landen, Camarillo, Ca. 93010. Phone (805) 482-8130.

F IB E R G LA S S SPEED TOPS: A -F A I (U p right and Sidewinder), B. $8.00 each plus postage. More information. Charles Lieber, 725 Signal Light Rd., Moorestown, N .J. 08057.

C L O T H O F K IN G S : S ILK for model covering . . . 45" width. Finest import. A n y length. White only . . . $4.00 per yd. A .C .C ., 3229 Dianora D r., Palos Verdes Peninsula, Calif. 90274.

S A IL P LA N E D ESIG N ER 'S H A N D B O O K : Design instructions, 180 airfoils. 63 designs, 3rd printing, $4.96. Eric Lister, 953 Klock- ner Rd., T renton, N.J. 08619.

R/C R A C E C A R S A N D ACCESSO RIES C A T A L O G . 1/8 scale U.S. Nationals Champion. Delta Manufacturing, Box 27, Lorimor, Iowa 50149, (515) 763-2220.

Model Aero Engine O il.S .A .E . 7 0 .Tw o 8 oz. cans, $1.85 Ppd. T . Crouss, 100 Smyrna St., West Springfield, Mass. 01089.

O L D TIM E R PLA N ES: Sale/trade. Beautifully built. R/C version. Super Buc., Trenton Terror, New Ruler, Cleveland Stinson 84 ",' Buc C Special, Corbin Ace 74". Plus others.I need ign. engines for active old time flyers. Stop in or call (717) 235-2664. The Hobby Shop, Market Square S/C, Shrewsbury, PA. 17361.

P LA S TIC S Y R IN G E S , for fuel. glue, etc., several sizes. Send self-addressed stamped, envelope. O M N IC O , Box 3, Macomb, III., 61455.

Model airplane plans. Peanut, rubber, C O 2 . gas. Free list. Send self addressed, stamped envelope to: Modernistic Models, Box 6932 Burbank, California 91510.

Speed Equipment: Cars, R/C, planes, boats. Hop-up, chrome, ultrasonic cleaners. SASE plus 50</. Franny’s Chrome, 513 Vesta Place, Reading. Pennsylvania 19605.

nancial institutions do about their "generous” interest rates to investors, it is interesting to compare potential gains with those o f collectables. Our case in point is the tiny “ Dinky Toy” Autogiro shown in one o f our photos. This item originally sold in England for about the equivalent o f 6 cents, prior to World War Two. Its present day value to a collector? Are you ready for th is . . . $60.00! Howzat for interest?

When we had the good fortune to acquire one of these rare specimens, we pondered what to do with it. Keep it in a safe? Chain it to our desk? Somehow, it seemed too valuable to just leave laying around the hangar, yet too cute to hide from visitors. Thus, it is presently being displayed in a glass case at the San Diego Aerospace Museum, where it can at least be appreciated by a goodly number o f people.INSTRUMENT PANELS AND SUCH LIKE

We frequently receive letters from builders seeking information relating to aircraft interiors. Personally, we’ve always felt that instrument panels, in particular, are a very important feature of any scale model, but especially in the open cockpit machines, where the lack of same can be so obvious. In spite of the absurd efforts to prohibit interior details in certain “ stand-off scale” rules (one is inclined to suspect laziness or incompetence as the real motives), one must realise that the place where the humans ride is what really distinguishes scale models from non-scalers! Even a

casual spectator can identify with the “ office” in an aircraft, and thus, leaving this area blank, or worse yet, with servos showing, is really passing up the most logical chance to add realism. Even the pasted-on paper panel, as featured in most pre-war kits, down to the 10- cent level, is better than raw balsa wood.

We often hear the lame excuse “ I couldn’t find any information about the real one, so I just skipped that part.” Come on now, fellows, even the strictest rules make allowances for this problem, and a summary o f efforts tried while searching in vain for such reference material, w ill be accepted by the judges, with minimal downgrading, IF you will at least simulate the interior detail based upon a craft o f similar vintage and type. After all, some aircraft, such as the Bel- lanca Trimotor racer, seem never to have had such information recorded, which shouldn’t preclude it as a subject for modeling.

Just to start the trend along the proper path, we are offering this month a relatively rare instrument panel photo, that o f the rear p it in a Fairchild 22 parasol.SILLY SIGN-OFF DEPARTMENT:

Blame this one on Bob Whittier, publisher o f the Phineas Pinkham Scrapbook: “ Have you heard about the mathematician who took up aeromodeling? Seems all his wing designs featured square roots!” B oo . . . Hiss. . . ·

Counter.........Continued from page 7Tests have given up to 2 hours and 40

INDEX TO ADVERTISERSAce R/C, Inc..................................................4th CoverA irtr o n ic s ......................................................69American Balsa Corp................................... 1Astro Flight, Inc.............................................66Bridi Hobby Enterprises.......................... 1Cannon Electronics......................................72Carr Sails.........................................................74Century 2 1 ......................................................59Cloudbuster V e n tu re ...................................67Concept M odels............................................ 75C o v e r ite .........................................................80Jim Crocket Replicas.................................. 73Dumas Products, Inc....................................3rd CoverD .T .C . D e s ig n ............................................... 72Flyline M odels...............................................79Flying Scale M odels......................................67Fox Mfg. Co............................Center SpreadCarl Goldberg Models................................ 7th CoverGolden Age Reproductions ......................68Grycel Paper B o a ts ......................................59W .C. Hannan.................................................. 80Herb's Model M o to rs .................................. 63H R E , Inc.......................................................... 82Jef's F rie n d s.................................................. 81K&B Mfg.......................................................... 58Kelly Products ............................................ 68Kraft System s.............................................2nd CoverLeisure Products .........................................83Marine Specialties.........................................83Marlow Engineering......................................66Midwest Model S u p p ly .......................65, 66Model Builder B in d e rs ............................... 72Model Builder/Pana-Vise Contest . . . . 2Model Builder Products..............................5th CoverModel Racing Products............................... 84Model Rectifier Corp. (M RC) . . . 8th CoverWalt Mooney Peanuts.................................. 86Sid Morgan (Vintage Plans) ......................86M&S Ltd ...........................................................85Nelson Model Products............................... 81Bud Nosen Models.........................................62Pana-Vise.........................................................78Peck Polym ers............................................... 75John Pond O .T ................................................65Proctor Enterprises..................................... 71Raceplanes......................................................77R/C Buyer's G u id e ......................................64R E M C O .........................................................65RG's R /C .........................................................71Rocket City Specialties............................... 70Satellite City ............................................... 69Scott Research ............................................ 78Sig Mfg. C o.....................................................6th CoverJack Stafford M odels.................................. 76Sterling Models, Inc.............................. 60. 61Su-Pr-Line Products, Inc.............................. 70S.C. M odeler.................................................. 77Tyro Model 8< Supply ............................... 79V L Products.................................................. 68Victor Model P ro ducts............................... 74Vortex Model Engineering.........................73Peter Westburg ............................................ 83Wilhold Glues. Inc..........................................85Williams Bros...................................................64

minutes at 100 ma draw.Price per pack is $12.95. A com

panion charger costs $8.95. Introductory special w ill gel you a pack and charger for $19.95, postpaid.

* * * *


FULL-SIZE PLANS SERVICE

(with instructions)

No. 8751 SOPW ITH T A B L O ID $4.00Sport Scale WW I biplane for 3-channel radio. Span 42” , .19 eng. By Chris Moes.

No. 8752 V O L K S P L A N E $1.50Great performing rubber powered profile scale. Span 24". By John Oldenkamp.

NO. 8753 F R IT Z , H LG $1.00A pylon style, high performance H L G , with D T system. Different! Jim Parker.

No. 875-O .T. '38 M O F F E T T CHAM P $3.00 Canadian Roy Nelder's beautiful rubber ship. A real classic. By Phil Bernhardt.

No. 7751 L IT T L E BOMB $2.50Minimum area 1/2A pylon racer for two channel radio. By Wm. R. Nielsen, Jr.

No. 7752 T H E A L IE N $2.50Pendulum controlled flying wing pusher for Brown C O 2 power. Daniel Walton.

No. 7753 U L T R A D A R T $2.00Monster 39" span Delta Dart for sport and Unlimited Rubber. Dave Linstrum.

No. 775-O .T. B O M B S H ELL S4.00Famous winner of Class C gas at the '40 Nats, by Joe Konefes. Phil Bernhardt.

No. 6751 S Q U A R E H A R E R/C $3.00All sheet balsa trainer with long history. Span 52", .19 power. By Bill Northrop.

No. 6752 S K Y F A R E R $2.75Rubber powered 1" scale model of trike geared high wing cabin. By Earl Stahl.

No. 675-O .T. D IA M O N D D EM O N $2.50 Popular .020 Replica of Bay Ridge cabin Cl. B job. Span 34". By Phil Bernhardt.

No. 6753 S H R IK E $3.00Hot Half-A free flight, with good looks, and top performance. Bill Langenberg.

No. 5751 F L E E T B IP LA N E $4.00Fast-building 2 " Sport Scale R/C model of famous 1930 bipe. By Romey Bukolt.

No. 5752 SEA F U R Y S3.90Semi-scale model of WW II British fighter, for 1/2A R/C pylon. Jerry Holcomb.

No. 5753 G R E M L IN S2.75Sharp little Half-A C/L Stunt model. Will do complete schedule. By Tom Dixon.

No. 575-0.T . M E R C U R Y S4.00Designed by Ben Shereshaw, kitted by Scientific. 72" span. By Phil Bernhardt.

No. 4751 R/C A U T O G Y R O $3.50Semi-scale twin rotor R/C autogyro for .35 engines. Very stable. By Skip Ruff.

No. 4752 O K IE B IR D $3.50Red hot Class A/B free flight. Plans show sub fin and rear fin types. By Jim Clem.

No. 4 75-O .T. G .H .Q . S P O R TS TER S4.00 From July 1936 M .A .N ., also kitted by G .H .Q . By Louis Loutrel. Phil Bernhardt.

No. 3751 C U R TIS S F9C-2 $6.00Navy airship-based "Sparrow Hawk" biplane, 1-1/2" scale C/L. Charlie Smith.·

No. 3752 C A L L AIR SNOW CAR S2.50Radio controlled, semi-scale prop-driven snow car, .30-.40 engines. Fred Sanford.

No. 3753 G R O O V Y T U N A $2.50Top-notch Wakefield design from 1973- 1975 FA I U.S. team member. Jon Davis.

No. 375-O .T. 1936 W A K E W IN N ER S2.00 Englishman Albert A . Judge’s Wakefield Cup design. Redrawn by Phil Bernhardt.

No. 2751 TO P S LID E R $3.50R/C Slope Racing glider. Will sport fly in light winds without ballast. Ken Willard.

No. 2752 C U T -L E S S $2.50Half-A R/C Pylon Racer for 2 ch. radio. Elevator and aileron. By Dave Katagiri.

No. 2753 FO R D TR I-M O T O R S2.00Super-light rubber scale model of famous Tin Goose, 32'/?" span. By Tex Newman.

No. 275-O .T. M Y S TE R Y M AN $5.00Famous Elbert Weathers Class C gas job. Used takeoff dolly. By Phil Bernhardt.

No. 175Í R/C T Y R O TR A IN E R $3.00Powered glider with removable .049 power pod/hatch. Span 74". By Hank Cohan.

STICK 'EM PATTERNS"Stick 'em Pattern" numbers correspond to plan numbers. Order with plans and they'll be mailed together . . 3rd Class. Add 504 per set to mail patterns 1st Class.

C A L IF O R N IA R E S ID E N TS A D D 6% T A X . No. 775-O.T.SP BOM BSH E L L $3.25No. 575-O.T.SP M E R C U R Y $3.25No. 11743 SP " C -Q U E L L " S3.95No. 1174-0.T. SP L A N Z O S T IC K $1.95 No. 91074 O .T.SP B U H L PUP $4.95No. 8741SP W O O D Y PUSHER $1.95No. 874 O.T.SP PO W ER H O U SE $3.95 No. 7741SP C U R TIS S A/12 S H R IK E $3.95 No. 774-O.T.SP O U T Ό S IG H T $2.45 No. 6741SP T R IX T E R BEAM $2.95No. 6 7 4 -0 .T.SP RED ZEP H YR $3.95No. 12711SP C U R TIS S -W R IG H T Jr. $3.95 No. 5 74-0 .T.SP T D CO UPE $2.95No. 11731SP BIG JO H N the F IR S T $5.95 Watch this space for more patterns to come.

No. 1752 B E A C H 'S F L Y E R $2.50Stagger-wing-bipe.canard-tracter for .049 Super-simple, but wild! By Kloth/Beach.

No. 175-O.T. F L Y IN G Q U A K E R $5.00First gas model kit by Megow, 1937. Span 7 ft. Redrawn by Phil Bernhardt.

No. 12741 85' H A R B O R T U G $8.00Complete plasn (3 sheets) for R/C tug. All wood, 3 7 " LO A . By Francis Smith.

No. 12742 W A C O SRE S3.75Big (39" span) rubber powered scale cabin biplane. A classic! By George Clapp.

Price includes 3rd Class postage and reprint of building instructions (if any). Add 454 PER P LA N for 1st Class postage. Add 504 for overseas orders (except APO's).Send self-addressed, stamped business size envelope for free copy of complete plans list.C A L IF O R N IA R E S ID E N TS A D D 6% T A X .

SEN D TO :M O D EL B U IL D E R P LA N S S E R V IC E

1105 SP U R G EO N . BO X 4336, S A N T A A N A . C A L IF O R N IA 92702

JoMac Products, Inc., 12702 NE 124th St., Kirkland, Washington 98033, is now offering the Jerobee Comando, a high performance 1/12 scale, Class A race car with a Corvette styled body. For a list price o f $159.95, the car comes completely assembled, with engine and radio control system. It is advertised as “ not for beginners.”

The car features Cox .049 engine, sponge rear tires, molded pan and bumper, painted Lexan body, head heat sink, brake, recoil pull starter, 7-1/2 inch wheelbase, 4-3/4 inch track, 4 foot turning radius, scale speed o f 300 mph plus (!), and a weight o f 28 ounces less batteries.

* * *Prather Products, 1660 Ravenna Ave.,

Wilmington, Ca. 90744, has added some new products to its line o f accessories.

For years, the most effective wheel brake for models has been a drag device on one or more tires. Prather now offers the parts for a brake o f this type, packaged for $1.49.

Another Prather item is a single Dzus

fastener, w ith wire retaining loop, at $1.29 a set.

Sanding blocks, made up o f 3M open coated sandpaper bonded to 9 x 3-3/4 inch high density foam, are offered at 89 cents each. They are available in fine, medium, and coarse grits.

* * *Stock Drive Products, 55 South Den

ton Ave., New Flyde Park, N.Y. 11040, is offering a new 228 page catalog featuring over 2,200 inch size and metric gears, plus a variety o f bearings, shafts and fasteners o f all types. This has to be the catalog that started the saying “ If it ain’t in here, you don’t need i t ! ”

There is a 66 page technical section giving gear data and hints on design. Many general metric conversion tables are included. The catalog section lists 1,237 diametrical pitch type gears, as well as 463 module types which are available from stock in different materials, including brass, steel, stainless steel, bronze, and Delrin. There’s an additional group o f 545 “ Standardized” gears listed.

This catalog sells fo r $2.95 postpaid.a|c ^ ^

The 1/2A Stick, by GMC Models, 28062 Glasser St., Canyon Country, CA. 91351, is becoming a popular Half-A pylon racer, because o f its quick and easy construction. Based on molded foam wings, the 34 inch span Ugly Stik-ish model is $20.95, including motor mount.

GMC also markets the 1/2A Kwik- Stick, which is a box on two sticks, with wing, tail, engine, and landing gear attached. It uses the same molded foam wing, and also sells for $20.95, including a pair o f Banner wheels.

* * *Modernistic Models (see "Classifieds” )

is now offering a two-sheet plan set for a one inch scale rubber powered model o f the Grumman G-44 Widgeon twin engine flying boat. Plans are redrawn directly from the original model as designed, drawn and built by Paul Plecan for a 1942 edition o f A ir Trails. The plans sell for $3.00 plus 50 cents for postage. ·

88 MODEL BUILDER

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M O D EL B U ILD ER PRODUCTS1105 Spurgeon, Box 4336, Santa Ana, California 92702

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S IG 'S BIG NEW CATALO G!"The Modeler’s Wishbook”Every workshop needs our latest Catalog. Over 260 pages devoted to Sig kits and supplies, plus practically all other lines available. For sale at your local hobby shop or send $1.50 tor your postpaid copy.TO ORDER KITS AND SUPPLIES: See Your Dealer First! If he cannot supply you. order direct. Add $1.00 postage and handling in the U.S., $1.50 in Canada. Minimum order is S1.00. Send check or money order.No C.O.D. Prices subject to change without notice. Double check to be sure you have included your name, address and zip code.

sie AiAiYiii ACTiiitiN«; inn;401 S. FRONT STREET MONTEZUMA, IOWA 50171

Designed by CLAUDE McCULLOUGH

SKYBOLT FEATURES:* Die-Cut Plywood Parts* Handy Printed Fuselage Sides

Build Directly on the Wood* Sig Quality Balsa and Plywood

Colorful Decals Large Full-Size Plan Illustrated Step-by-Step

Booklet With Isometric Construction Views

Photos of Full-Size Skybolts Full-Length Formed Plastic

Fuselage TopMolded Plastic Cowling And

Wheel PantsMolded Cockpit Trim Parts Strong Pre-Bent Aluminum

Landing GearFormed Wire Cabane Struts Die-Cut Balsa Ribs With

Integral Jigs - Helps Assure True Alignment

HARDWARE PACKAGE:* Nylon Control Horns And

Bellcranks* Nylon Tail Wheel Bracket* Nylon Screws for Bolt-On

Wing Attachment* Molded Plastic Hinges* Tuf-Steel R-C Links* Aluminum Motor Mounts* Blind Nuts, Screws and Other

Small Hardware

■

CARL GOLDBERGrm η

in FLYING, QUALITY COUNTS........ ik y

Several years ago, when we brought out the pioneering all-foam |_Ranger 42, there were lots o f skeptics. Soon, however the doubts vanished - and various companies brought out simitar models.But in flying, quality tells - and the Ranger wing has never been equalled. When you want an easy-flying, almost ready-to-fly fun ship, ask your dealer for the best - Ranger 42.

• Γ ·

R A N G ER 42 $23.95The A lm o s t Ready to F ly Fun M odel For Single to 4 Channel Radio. Molded Fuselage. One Piece Molded Wing. Stabilizer and Vertical Fin. Span 42” . Weight 26 oz. For .049-10 Engines.

S K Y LA N E 62 $55.95Tough, Roomy Cabin and Front End. For 2 to 4 Channel Radio,Steerable Nose Gear Span 62” . Weight 4V»-5 Lbs. For .35 to .45 Engines.

1/2A SKYLANE $13.95For Single or 2 Channel. Pulse or Digital. Span 42” . Weight 22 oz. For .049 to .10 Engines.

SR. FALCON $55.95The Standard Big Trainer. For 4 Channel Proportional. Span 69". For .35 to .60 Engines.

FALCON 56 $29.95The Medium-Size Trainer. Takes Single to 4 Channel Proportional. Rudder-Only or Multi-Training. Span 56” . For .15 .19 .35 Engines.

JR. FALCON $11.95The Small Trainer. For Single or 2 Channel, Pulse or Digital. Span 37” . For .049 Engines.

SKYLARK 56 $34.95Now with 1-piece, tull-length sides. Takes 2 to 4 Channel Proportional. Span 56” . Weight 3%*4!6 lbs. For .15-.19-.35 Engines.

V

JR. SKYLARK $12.95For Single or 2 Channel, Pulse oi Digital. Span 37". Weight 18 oz. For .049 Engines.

SHOESTRING $45.95The Goodyear Racer with Enough Area and Stability so YOU Can Fly It! For 4 Channel Proportional. Span 54” ; Area 540 sq. in.; Weight 4VS-5 lbs. For .19 .40 Engines.

For best service, see your dealer for items you want. I f not available, write direct; add 50</per item ($1 outside U.S.J.

CARL GOLDBERG MOOELS INC.W. Chicago Ava., Chicago. III., 60651

I am sending 25c for 8 pg. illustrated Catalog w ith Basic Explanation o f R/C Equipm ent and Radio C ontro l De fin itions

Nam e___

Address .

Citv___State.Z ip

CARL GOLD B ER G MODELS INC4736 WEST CHICAGO AVENUE CHICAGO, ILLINOIS 60651

THERE WAS A TIME YOU NEEDED AN ENGINEERING DEGREE, A RICH AUNT AND A LIMOUSINE TO GET INTO HELICOPTER FLYINGThe MRC-Schliiter Heli-Baby has changed all that!

Designed for you, Priced for you, a Helicopter you can fly.

Specifications Rotor Span—401/4" Main drive Ball Bearings Bolt together construction >Radio—4 CH Flying wt.—6V2 lbs. Visible Fuel Tank Needle Bearings for tail rotorEngine Size—.40 Payload—1.5 1b. 7mm steel main rotor shaft

■ At last there’s a finely engineered helicopter on the market, that’s compact enough to fit into your car, yet big enough to let you take on Sunday flights or competition meets. In effect, we were able to reduce the size and lower the price for a full-feature copter, without lowering the standards of engineering.

The MRC-SCHLUTER HELI-BABY is the first of a new generation of compact, quick to assemble R/C Helicopters. Overall dimensions of 48" from tip of tail rotor to extended tip of main rotor allows ease of transportation and storage. Use of precisely formed

aluminum parts assure quick, accurate assembly. Only 2 wood parts are used plus rotor blades. Assembly from box to flying field should never exceed 3 evenings and the average is less than 2 including radio installation.

Although compact in size, performance is not reduced. The fixed pitch, rigid see-saw head has proven to be the most rugged and forgiving of all rotor designs. The HELI-BABY is the latest design of the father of R/C Helicopters, Dieter Schluter. His expertise in design and production of this kit assures success.-Less than $250.

MODEL RECTIFIER CORPORATION · 2500 WOODBRIDGE AVENUE · EDISON, NEW JERSEY'08817

AUGUST 1975 - RC Bookcase

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