Sticks and Tissue No 105 – August 2015

If you can contribute any articles, wish to make your point of view known etc please send to or phone
01202 625825 JamesIParry@talktalk.net The content does not follow any logical order or set out,
it’s “as I put it in and receive”.

Thanks to Mark Venter back issues are available for download from http://www.cmac.net.nz

Writings and opinions expressed are the opinion of the writer but not necessarily the compiler/publisher of
Sticks and Tissue.

Clive Metcalfe’s BE2C at Midlle Wallop 30 August 2015, electric powered free flight

1
From Dave Gardner
The 'Twelve' on P10 was a design from Jack Ritner of San Francisco, California (that's USA!) from the
early 1950's. It was published in Model Airplane News in 1954, hence the date on the wing. The design,
however, predates that to the point that it has been documented to be eligible for PAMPA Old Time Stunt
(cutoff date 12/31/1952). I would think that it meets
your Vintage Stunt rules as well. Just remember to
use a vintage engine, fabric hinges and silkspan/dope
finish!
I first saw the '12' fly in Golden Gate Park Polo
Grounds in 1953 when I first moved to SF. It had a
Fox 29 (5cc), smaller version of the venerable Fox
35. Jack flew his on 60 ft of .010" lines. (the rules
were not as stringent then! It flew at about 4.5 sec
lap times, rather more like slow combat than F2B,
but that's how we flew then!
Note that the original flew clockwise, as did a lot of
planes of that era. My copy at the time used CCW,
as most of us do now.

The attached plan is a scanned copy from Full Size Plans, with copyright protection, but for information
only. The plan is available from Full Size Plans as an individual .pdf (full plan size) or a printed plan.
Contact information is on the plan.

I hope this is of some use and interest to you, James. Ian Russell had put me on to your site some time back.
I'm nominally a CL 'Stunt' pilot, but have diverse interests. At 78, I'm a retired mechanical engineer (and
nearly a retired CL pilot!), but I like the whole model aviation game/hobby/sport/activity, having started in
the late 1940's....

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From KarlGies

My Scientific "Major" from the 35 cent series hanging from a friend's ceiling - I gave it to him but
wished that I had it back. It is a pretty little flyer

A promotional still photo from the movie "THE LONG FLIGHT" by Herb Franck

3
The Lanzo 4 Ounce & its brother the Lanzo Stick are amazing flyers and have won many, many contests.
The late Joe Macay was at some contest in Europe with Chet Lanzo many years ago and told me this
story. Joe was out retrieving his model and picked up Chet’s 4 Ounce Cabin Wake and as he picked it up
the longhorns cracked from being held. Typical Macay he went back and chewed on Chet for making a
model out of punky wood. Chet told Joe that he built a model to last one contest and made them just as
light as he possibly could. Notice the bamboo landing gear as the plan calls for music wire. I checked
with the authorities and they said it was o.k. I like the old timey look of bamboo and suspect that it is
lighter than music wire. The bamboo is glued and threaded onto wire plug inserts to be removable. It was
really hot at this contest, over 100 every day I think.

This is my Midwest Jabberwock which I flew for a long time until under full winds it blew up in the 107
or so above heat at the Claremore SAM CHAMPS when I was just releasing it for an official flight. I still
have the wing and tail parts so need to build another fuselage and carve another prop.

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From Harry Witney

Hi James, just been looking at latest crop of photo's/. In pt.2 a model with No.12 on Port wing looks
remarkably like the plan view of My No. 20 which came third in the first C/L comp in the 1950's.Unable to
tell if motor is upright or inverted? Have you any more pics ?
The plans were never published ,but I did make No 21, but had a girlfriend by then so all the spare cash,
was divided between her and a new triumph Speed Twin. End of a short modelling career.
The St. Albans club had a good exchange of ideas, models, engines , through a number of Pen-Pals in the
Statesand I obtained A K&B Torpedo 29 through this . I decided to keep the motor upright as I had had
trouble with diesel motors running inverted, probably due to build up of excess fuel in the days of "mix your
own "and knowing very little about Glo motors at that time.. At the Brighton meet it was quite bit faster than
the other two but I lacked experience in team racing and got into trouble overtaking and crashed in the
heats.Pete and Ted rebuilt it in time for the final. We did not take a tin of fuelproofer in our spares to cover
the new bits, hence the comment in the notes. Again I got tangled during overtaking, hence the final result.
The contest results from Aeromodeller Annual 1950, the details and plan from St.Albans club history 1910 -
2000 Hope you can use some of this, use as you see fit

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Just spotted the item in my pics thought it would give you a bit if a laugh
The small item from local paper only tells part of it-I was checking Lines at the Rally when somebody
shouted "duck" I looked up and was hit in the middle of the forehead by a large power model , suffering a
broken nose , cracked synuses and black eye, and nearlya week in hospital. Details of the owners insurance,
placed in a trophy for safe keeping and later presented to a lucky winner by John Cunningham, chief guest
for the day. Never got the details back and still have occasional slight problems to this day.

From Jörgen Daun

Hi James Another fine day at the field this time I brought my We Sniffter and the LOLA both had MP Jett
0,6 Classic and are kits from Old School and last is my Mercury Magna with anRed Fin 0,5 tbr Millich
single channel and short kit from Belair. The Magna needs more trimming and I had forgot to bring packing
material flying single channel isint so easy to fly as you might expekt .
all for now .

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Some Pic,s of my latest the Mercury Wizard short kit from Belair plan from Colin Smith tissue over mylar
and glue till aerocote from DeLuxe materials and up front aTom Ridley 0,5 Oliver Tiger and single channel
rc gear not flown yet. Jörgen

8
D H Chipmunk by Frank Buckland, control line for 2.5 cc – 5 cc engines, Model Aircraft September
1956

9
 A common sight these
days is the pert little
Chipmunk as it
cavorts about the
skies in its role of
R.A.F. basic trainer or
light club aircraft. It’s
well balanced lines
delight the eye, and a
more attractive post-
war aircraft would be
hard to find. Its model
counterpart is strong
and is a pleasure to build and fly. Engines of 2.5-5 c.c. are suitable, with performance to match power.
Fuselage
The construction of this model follows usual practice, but to save wasting time the following sequence
should be adhered to. Make all formers, mount bearers, add tank, bellcrank support and bellcrank.
Cement longerons to C and D, allow to set and add remaining formers; tail wheel gear should be fixed to I
before mounting on longerons. Make tail plane and fin and rudder, sand to shape and cement accurately in
position after connecting up controls. Check for free movement. Sheet-in air outlet in firewall and add small
hardwood pieces to bearers to take rear cowling screws.
Commence sheeting fuselage by cutting two full length side pieces, 1in. deep and tapered at rear; when these
are glued in position over the 1/4in. square longerons, the body will be quite firm and accurate. Complete
planking of rear fuselage using strips of 1/4 in. width as long as possible to reach along below cabin to
firewall. Plank bottom of fuselage before fitting wings and also area in front of cabin. When cement is dry,
cut slot in fuselage bottom to take rear dihedral brace. Wings can be faired neatly into fuselage with small
pieces of soft balsa or plastic wood, and don’t forget the fin fairing piece. Make nose block from a hardish
piece of balsa. Cockpit floors can be cemented to tops of longerons.
Wings
Build on plan in the usual way. One wing half should be built with the dihedral keeper integral. When dry,
this component should be offered up to the fuselage after first cutting a slot immediately in front of former D
to take the dihedral keeper. Cement securely at all appropriate places. Next add opposite wing to the
dihedral and under carriage braces and allow to dry thoroughly after checking for accuracy of alignment.
Bend the undercarriage to shape and bolt to the braces as shown with tin straps, then add leg fairings. Do not
omit the small wire supports for the fairings, as these prevent twisting and provide a firm fixing. Cover top
of wing leading edge with balsa back to the first spar and add soft block tips. Navigation lights can be made
from old toothbrush handles. Make wing fairings and add line guide to port wing and 1 oz. lead weight to
starboard tip. Cover wing and fuselage with tissue. Mount engine, and add nose-block, then make the thin
aluminium cowling. Note that the top cowling overlaps the bottom half at bearer line, and that only two
screws are used each side. Fix rear cabin former and wire front supports as described. Paint cabin floors
black and inside cockpit green. Make cabin from celluloid.
A pilot enhances tite appearance of the model.
Finished model is silver doped all over for R.A.F. types
except for roundels, identification numbers (black) and
training stripes (yellow). Also there is a matt black anti-
dazzle panel on the cowling. Reference to photographs will
help here.
Most civil types have polished metal surfaces, and here
metallised paper comes into its own. (See August and September, 1954, issues of MODEL AIRCRAFT.)
This paper should only be applied to wood surfaces. Wings must be silver doped to simulate fabric covering
of original. Rudder should also be silver doped.

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From Nelson Carpenter, Omaha, Nebraska USA
I live (and fly) in the middle of the US, a state called Nebraska.
Recently I completed the building of an up-scaled Coquette from plans I received from Paul Howkins. The
plans that Paul drew-up based on the original Coquette.
This British design has become a real hit over here. Turns a lot of heads. Would you be interested in
receiving a few more photos and a short write-up for your publication?
In the photo you will note the aircraft registration. Also the two pilots, one of whom is Mr. Bean - both
bobble heads I amputated just above the belly button.
Although I currently only have a few flights on Mr. Bean's airplane, it is fast becoming a favorite.
I have an old O.S. FS .61 four-cycle motor and it weighs in at 9.5 lbs. Used transparent red Monokote.

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12
Mudhopper Try this tough 48-inch low-wing design for 75-lc.c. and enjoy hours of trouble - free
flyingBy John G Trinder From Aero Modelelr September 1968

For some years it has been apparent at various rallies that

the majority of aeromodellers fight shy of low wing
models. It is said that they are unstable and difficult to
trim. The original Mudhopper, a somewhat
functional design with constant chord wings and tailplane
was built to prove that this need not necessarily be so.
Moderate dihedral, coupled with a low C.G. and not too
much power was sufficient to ensure
stability and with these points in mind, the design was
tidied up to produce the latest version presented here.
Since the local flying field is rough moorland dotted with
bushes and ringed with trees, a canal and factory
areas, the construction of the model is somewhat robust and this has paid off on two occasions, when flights
have ended in spiral dives following displacement of the tailplane from its keying. No damage resulted at
all. The design incorporates torsion sprung undercarriage legs, and plug-in wings. The entire fuselage is
covered with 1/32 in. sheet which enables a good finish to be obtained as well as making it fairly
fingerproof. The total weight of the original is 21 1/2 ozs. and it has an ancient E.D. Bee up front. This
provides ample power to take the model up in wide gently climbing circles.
Assemble the basic fuselage sides over the plane, one on top of the other and allow to set. Before separating
with razor blade, cut hole for wing tongue box. Place sides upside down over the plan and join together with
3/32in. square spacers and F.9. Glue bearers to ply formers F.3 and F.4, bolting the engine into place before
the assembly has set to ensure a good fit when the model is completed. Make tongue box, periodically
checking that the tongues are a tight push fit. Reverse the basic fuselage box and add formers F.7, F.8 and
the bearer assembly. Bind tongue box with thread and insert in slots. Add 1/4in. fillets around box. Insert
3/32 in. sheet from F.4 and F.9 on underside of fuselage.
Bind tailwheel wire to F.13 and install. Shape lower cowling block, hollowing for cylinder head and making
hole for compression screw and exhaust duct and fit in place. Add sides and top of exhaust duet. Shape side
cowling blocks remembering to shape these to fit around the cylinder and bearers. Attach F.1 to front of
cowl. Cement remaining upper formers into position and add stringers cut from 1/16 in. sheet. Cover upper
decking from F.3 to F.5 with 1/16 in. sheet. The remainder of the top decking, the whole of both sides and
the underneath of the fuselage from F.3 rearwards is covered with 1/32 in. sheet. Note that where sheet
needs to be rounded, wet the outside of the curve with damp cloth.
Carve upper cowling from block. Fit canopy support F.6 and add windscreen. Mould and fit remaining
portion of canopy. If this moulding is not attempted, fit headrest as shown on plan. On the original, neoprene
tubing is led from the air intake of the engine out through the bottom cowling to enable the engine to be
choked without removing upper cowling. Insert paper tube at rear of fuselage retaining bands.
Shape main inner and outer wing spars from ½ in to 1/8in. balsa. Cement ply wing brace to inner portion
and pin in place over plan. Add ribs W.1 to W.3, packing scrap 1/16 in. sheet under these. Fit leading and
trailing edge and top spar. Insert ply tongue and cement securely. Allow these panels to Set securely before
removing from plan. Fix outboard main spar and notched trailing edge over plan and add ribs W.4 to W.I3,
the leading edge and top spar. When set, join panels with dihedral brace raising W.14 3 1/2 in. Cut leading
edge sheeting slightly oversize and cement in place. Meanwhile bend u/c legs to shape and bind to front of
ply spar. Cement this to balsa spar and insert the whole into position under inboard panel. Secure end of u/c
leg to underside of wing tongue with thread. Apply coat of cement over all thread binding. Sheet top and
bottom of inboard panel. Add ply end rib and hollowed wing tip. Sand L.E. to correct section. Solder piece
of thin wire to u/c leg to prevent movement of fairing. Cement both halves of fairing into place. Cover
remainder of leg with neoprene tubing. Secure wheel.

13
Construct tail in a similar manner to outboard wing panels. Add fairing block after tissuing. Shape tips from
scrap block. Make two fins from 3/32 in. sheet, letting in inserts as shown to prevent warping. Cut rudder in
one fin only and hinge with metal strips cut from cocoa tin.
Sand entire model with fine sandpaper and when satisfied, cover wings with heavyweight tissue and the
remainder of the model with lightweight. Cement fins and tail tip -blocks to tailplane before tissue is water-
shrunk or doped. Apply two coats of thinned dope over all followed by two thinned coats of whatever colour
you decide upon. The original is black with white registration letters, 41/2 in. high on top and bottom of
wings and 1 ½ in, on fuselage sides. To obtain these, first draw them on ordinary paper. Slip two layers of
lightweight tissue underneath this and cut around letters outlines. Resulting tissue letters are doped in place
and give an easy line to follow. Finally, give entire model a coat of good fuelproofer, paying special
attention to inside of cowl and exhaust duct and the area where the exhaust duct comes out on underside of
fuselage. Key the tailplane. This is most important as its position must not be allowed to alter. It is advisable
to pin down the outboard wing panels and tailplane and allow them to set for a day or two.
Ensure all flying surfaces are unwarped and that the C.G. is in the position indicated. Launch into wind and
using 1/32 in. scrap, pack up T.E. of tailplane if the model tends to dive and the L.E. of the tailplane if it
stalls, until the glide is shallow and straight. Next with engine at half revs., observe the pattern of the
powered glide, correcting any tendency to turn right or to turn too sharply to the left with small amounts of
opposite rudder. The prototype flew in wide left-hand circles under power and on the glide, without need of
adjustment. The glide is sufficiently good that with slight life around, long flights are possible as was proved
at the last “All Britain” Rally when on a 40-seconds engine run, the model covered the length of Radlett
aerodlrome.
It is advisable to print your name and address on the wing tongues, just in case. One final plea. Please fit a
pilot (the touched up head and body of a cheap celluloid doll will do) as scale and semi-scale models flying
around with empty cockpits do look distinctly unscalish.

From Geoff Knight

Just a few pictures of an engine which was made for me by the late John Maddaford a few years ago. John
made 14 in total being some diesel but just three spark ignition versions of which he kept one for himself,
one given to the late Charlie Yost and this one which I was proud to own. The papers and letter also attached
were sent with the engine to me here in Kentucky soon after we emigrated in 2009. The performance sheet
needs to be connected to enable it to be read properly.
Also attached a photo of a Rodgers and Geary sparky also made by John Maddaford......not sure of its side
but another of his masterpieces. Ken Croft may tell you some more about these engines.

Me and Playboy Snr at Winwick Field

14
JM Movo 10

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Twice size Madcap

19
Brown by Larry Jenno

20
Tomboy x 2

21
Alert with ED Comp Special

Sunspot

22
 Barbini B40 TN unusual glowplug engine design from Italy,
using roller bearing shaft & con-rod. From Aero Modeller
August 1957.
In most respects the larger B.40 is similar to the 1 c.c. Barbini
diesel (May issue) scaled up. Main point of difference is the use
of roller bearings for the crankshaft and the big end.
The power curve peaks appreciably earlier than one would
expect for an engine of this class, the effect of piston friction
being to flatten the curve out as speed increases. The B.40 has
all the attributes of a high speed engine with, like its smaller
brother, the highest possible attention paid to interior
workmanship and again a rough exterior. The only possible
criticism of it as a design is that it is a modified diesel layout
(using the same crankcase as the 2.5 c.c. Barbini diesel) with
diesel porting not often the best possible arrangement for glow
plug running.
Main interest in the B.40 centres around the main bearing and
the big end bearing. The front bearing of the crankshaft is a conventional ball bearing, located by a circlip.
The rear main bearing is a caged roller assembly, consisting of twenty diminutive needle rollers mounted in
a properly fabricated brass cage. These needle rollers rub on the hardened shaft and a hardened outer ring
pressed into the crankcase casting.
The reason for choosing a roller race here is a little obscure as the radial load is within the rating of standard
ball bearings and the best of roller races normally have many times the friction of a good ball race.
Certainly, also, it offers no benefits as regards oil sealing. The plain length of the bearing is generously
oversize with regard to the shaft diameter (it appears to be a standard bronze inserted bearing as used on the
plain bearing crankcase unit, drilled out) and there is appreciable oil leakage from the front end when the
engine is running.
Similar size needle rollers are used for the big end bearing, this assembly being cageless and retained on the
crankpin by a thin steel washer and a circlip. As in the 1 c.c. diesel, the connecting rod is machined from
steel, hardened and tempered, with a hollow gudgeon pin retained in the piston by spring wire circlips; the
piston is again of cast iron, but the top is castellated to give four angled deflector faces corresponding to the
port positions cut in the cylinder. This is a convenient means of altering porting in individual engines.
The cylinder is similar in construction and port arrangement to the 1 c.c. diesel, but with a somewhat greater
overlap on the transfer. The transfer ports appear to have been formed in two operations -first a slot cut and
then re-worked upwards at an angle by an end cutter with the cylinder rotated. Taper relief at the bottom of
the bore is less than normal (the liner had not been honed after grinding), leading to the stiffness previously
mentioned, but piston-cylinder fit was otherwise exceptionally good, with a higher compression than is
usually found on a glow motor.
The cylinder seats on to a flange on the crankcase casting, that on this particular example having a moderate
finish. The cylinder jacket is of dural, sliding over the top of the cylinder and sealing by a copper and brass
gasket in the head. Four hold-down screws passing through the cylinder jacket into the crankcase casting
then hold the cylinder unit in place. In this instance, the holes are asymmetrical and excessive tightening of
these screws was found to cause some distortion of the cylinder. However, no trouble was found with the
liner rotating. So it was not necessary to assemble very tight.
The crankshaft is a heavy unit (1 ounce), stepping down from 8.5 mm. (.334 in.) diameter to 5 mm.
(.1964 in.). The crank web is a full 1/4in. thick, relieved at the crank pin side by two cut-outs drilled through
for lubrication passage. The crank pin (4mm. (.1575 in.) dia.) is unusual in that it is pressed into the crank
web after hardening, which operation appeared to have generated a couple of cracks in the top of the web in
our first (oversize) test engine.
The B.40 is easy enough to start, after generous priming with the needle valve open a turn or two past the
running position. The needle can then be closed down for best running, there being ample time to recover
without the engine stopping if the needle is inadvertently closed too much. At the lower speeds, power
markedly drops off as the engine warms up and 6,500 r.p.m. is about the lower limit of speed at which

23
consistent running can be maintained. The ability to run consistently and smoothly increases with increasing
r.p.m. Propeller tests were continued up to 18,000 r.p.m. (6 x 4 Frog nylon propeller) with hand starting
readily achieved in all cases.
Prop dia x pitch

8x6 Stant 9,600

8x4 Stant 12,100
8x5 Stant 11,200
9x4 Stant 9,400
7x6 Stant 12,400
7x4 Stant 13,900
6x4 Stant 16,400
6x4 Frog nylon 18,000
8x5 Frog nylon 10,500
6x9 Tiger 12,900
8x3 ½ Tiger 14,000
8x4 Tiger 13,000
9x3 Tiger 11,100

ENGINE ANALYSIS. Vibration caused by an unbalanced propeller can become a problem above 15,000
r.p.m., requiring trial-and-error positioning of the prop. to achieve satisfactory results. The cylinder gets
extremely hot after a short running time and the engine normally runs quite “dirty”.
Various fuels are recommended by the manufacturer: a 2 : 1 methanol/castor mixture for running in,
increasing to a 3 : 1 proportion for normal running. For “performance” work a 2 : 2 : 1 mixture of methanol,
nitromethane and castor is specified.
The makers reconmmend 40 per cent. Nitromethane and the 12.5 per cent. nitrobenzene for a competition
fuel. No trouble was experienced with the original glow plug (a pleasant change, this, with foreign plugs),
although it did have a tendency to leak unless tightened up really hard against its copper sealing washer.
Summarising, a most interesting design, beautifully engineered internally. The 2.5 c.c. Barbini is, of course,
the engine which surprised nearly everyone by placing third in the 1956 World Speed Championships; and
speed control line is, of course, the real test to sort out the best from the “indifferent”. The engine used by
Cellini had been subjected to some revision of the intake and transfer port areas and a lightening of the
reciprocating parts, but otherwise was a standard model.
When originally tested, the B.40 was found to be over capacity. The manufacturers have since modified our
test example and the capacity now stands at a marginal 2.5 c.c. with no change in performance. Those who
own earlier Barbini B.40 engines can have capacity certified by returning their engine to the manufacturers.

SPECIFICATION:
Displacement: 2.5 c.c. (.152 co. in.) Bore:
.574in. Stroke: .590 in.
Bore: Stroke ratio: 0.95 Bare Weight: 4 3/4
ounces Max. B.H.P.: .189 at 14,000 r.p.m.
Max. torque: 16 inch-ounces at 9,500 r.p.m.
Power output: .0725 B.H.P. per c.c.
Power / Weight ratio: .04 B.H.P. per ounce
Material specification:
Crankcase: Gravity die casting in light alloy
Cylinder: Hardened steel
Piston: Cast iron
Connecting rod: Hardened and tempered steel
Big end bearing: Cageless needle rollers
Main bearings: Ball race (front) and roller race (rear)
Crankshaft: Hardened steel Propeller drive washer: Aluminium, mounted on split collet
24
Middle Wallop 30 August 2015

Well a reasonable turn out, overcast and by pm breezy. Bla bla bla here are the photos

Geoff Goldsmith or Roy Woolston’s spot landing entry. They missed the elastic band, the stick was to
thrash the model John Cleese fashion.

25
26
Geoff Goldsmith’s Mercury

Angelo’s electric Tomboy 48

27
Rob Blair’s Scorpion
28
 John Laird’s Cumulus

David Lovegrove’s Aeronca

29
Colin Hutchinson’s OS25 pusher Discoverer Canard

Peter Rose’s

30
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32
33
 Derek Collin’s

Simon Roger’s models with

Hummingbird in foreground

Simon’s for disposal collection

34
Spar Tractor/A-Frame Mass Launch

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Howard Metcalfe’s upside down jets

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39
Another snap of Clive Metcalfe’s BE2C

40
Howard Metcalfe’s Swift

41
Ted Horne and Tom Thompson

42
Cherub, Vic Smeed design
43
Veron Snipe

44
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Simon Roger’s Hummingbird

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48
49
If only it was in focus! Squint and stare and it becomes clearer!

50
Rob Smith’s Canard number 9

Tomboy 48 fly off well

6 of the 7

51
James, Many old spark ignition engines, generally considered to be « collectors’ stuff », are still very
practical and good to use, even today (the Super Cyclone comes to mind).
One of the best is this Delong .30, made in Cleveland, Ohio, from 1945. This is the 1946 model, and it has
just about every quality you could wish for: dead easy to operate, robust and generally trouble-free...
It’s also the engine that was used by dear Ron Moulton in his original Man O’War Class B team racer. We
had great fun running Ron’s engine at Old Warden, in the mid-eighties.
« Happy Days », as Ron would have said...
BC

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53
Mini Comet by Yuri Machida. A simple single channel R/C design for .8cc upwards. By courtesy of
the Japanese magazine Radio Control Technique. From Aero Modeller January 1966

Typical of the Japanese designs for rudder-only

control is the very- popular Mini-Comet produced as a
kit by Schmitt-Hobby and published as a plan in the
specialist radio control magazine “Radio Control
Technique”. A specially attractive feature of the
model is that it can be made with either of two wings.
One has a standard flat base airfoil for the lower
powered engines and general sport flying, whilst the
other is a much thicker wing of semi-symmetrical
section for full aerobatics. This enables the Mini-
Comet to accept engines of up to 2.5 cc. Both wings
are tapered and have a liberal area of sheet covering
plus cap strip strengthening over each rib, making a
most robust 37 1/2 in. span which matches the strong yet very simple fuselage. This has 3/16 in. thickness
sides and cross-grained 3/32 in. sheet top and bottom.
The ease of assembly with the thick sides and rectangular
formers brings this model within the capability of the near-
novice, and as the plan shows, the design accommodates
various alternative installations such as the push-pull, or
standard torque rod types of escapement.
The tricycle undercarriage makes is ideal for taking off from
airfield runways and the sprung nose leg is also an asset for
accepting the shock of landing in rough ground.
Disposition of the equipment in the fuselage depends entirely
upon the weight of the engine used and if a heavier (diesel)
type, it will be an advantage to shorten the nose and utilise a
motorised rudder servo, which will help with its slight extra
weight.
Silk or nylon covering is advised over all the model, including
the sheet areas, and some modellers may prefer to apply a skin
of s1r in. sheet balsa on each side of the tailplane.
Mini-Comet is a very practical design which in our view is
ideal for the local field flyer and lends itself to a wide variety
of control equipment. If a two wheel undercarriage is to be
used, it can be mounted on Former F-3 and a long tail skid
fitted just forward of the tail position. Whether built as a
trainer or a aerobatic type, we are sure that it will give hours of
flying fun at comparatively little expense.

54
From Peter Scott
I'm hoping to get my latest project airborne. It's a "Skygipsy", a Ray Malmstrom design from the Eagle
Book of Model Aircraft. I borrowed that book from my local library shortly after my 9th birthday in 1959,
and have been planning to build it ever since. I made a start a week ago [see pic] and it's now 95%
completed, I'll send you a finished picture. (Is that a record build time -- fifty-six and a half years and a week
of evenings ?)

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Sticks & Tissue for September - 2015. Dave Bishop

Show Scene. Many years ago David Boddington, the well known aeroplane journalist and designer, "Cab"
Richardson of the Paper Aviation kit manufacturers and I, Dave Bishop of DB Sound - show presenter,
shook hands, raised a glass and said that we "would all retire from the aeroplane show scene by the new
Millennium". Towards the end of 1999, "Boddo" rang me and said that he would have to renege on our
collective decision because he had been made an offer that he just couldn't refuse. The news was received
from "Cab" that he too was making a new life in Spain complete with most of his family. I too, received
requests from many show organisers to continue into the year 2,000. Scan forward to the present year of
2015 and I have once again announced the attendees at the many shows that I have presented this year, that
I would be retiring and hanging up my microphone, after some 60 plus years of presentations worldwide.
But (surprisingly) it seems that some of you have kindly asked me to "come again" to their shows in 2016
and I have said that I would. So then, this season of aeroplane shows has been an extremely busy one for us
and that doesn't include the many "other" presentations that we have attended that have nothing to do with
aeroplanes. The list started with appearances and presentations at Long Marston, and was followed by shows
at Weston Park, Biggin Hill, Old Warden, Kenley, North Weald, Old Hay, Woodchurch and that's not all of
them. As usual, I always take many pictures with both of my cameras and the beauty is that with these
digital cards and "sticks," storage is not a problem. The snag is that sometimes, when writing the heading of
pictures, one can get a bit of a memory brainstorm with some details. I can assure you that I do my very best
in my every (minimum) 16 hour working day, and unfortunately the occasional slip of a wrong name or
whatever, is inevitable. Pictures attached as follows;

Old Hay airshow and Steve Carr's show stopping huge "180" wingspan Yak 54 with its home built 500cc
flat 4 engine rated at 50 horse power.

Old Hay airshow and the team of WW2 fighters made by the visiting team from Belgium, ready for the
Sunday afternoon airfield attack.
56
 Old Hay visitors from Belgium outside their full size Shorts Skyvan.

Old Hay two day airshow and this is part of the super 50 years old Turbulent (Turbs) display team
"doing" the Limbo.

57
Old Hay airshow and one of the most beautiful aeroplanes that its design was reputed to have been
influenced by the late Howard Hughes.

Croydon and Caterham clubs display at RAF Kenly's 75th Battle of Britain celebrations included this
superb R/C Royal Navy Sea Vixen.

RAF Kenley celebrates 75 years with this Caterham R/C Spitfire.

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 RAF Kenley show and a very nice R/C ME109.

Another excellent kit manufacturer (as well as the famous Belair) is this 84" wingspan Junior 60 by
Gavin Barden.

59
 Biggin Hill airshow and this is the only "proper" ME109 in the world.

A superb slot of radio controlled model flying at Biggin Hill was done by (amongst others) Mike Donnelly
and this Canadian jet fighter.

Old Warden and a very nice Pulse Racer.

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 Old Warden and an "experimental" Ex X 2. Different!

The compass swing pit at Old Warden is now the home of tethered car racing on the Modelair days. Sadly
I shall miss the next event in September 26 - 27 as we are having our first holiday in 8 years, in Cornwall.

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 MODEL DEISEL AND GLO-IGNITION ENGINES - LIST FOR SALE

These engines have been the property of the present owner for a considerable time and although used moderately
they remain in good order (exceptions noted). Recently cleaned and lightly oiled all engines turn over freely. A good
home is sought for this group of engines offered as three lots at the best offer price. A further group contains three
models with engines installed, individual offers invited. Please email me with postal address for photographs or to
arrange inspection. martyn.pressnell@btinternet.com

Engines for sale (Deisel engine lot)

Allbon Dart 0.5 cc

Mills 0.75 (Derek Giles)

Oliver Tiger Mk II No T3215 MOD (not with R/C carb)

Engines for sale (Glo-ignition engine lot)

Cox TD 049 with radial mount and spanner

Cox TD 049 with spanner

Cox TD 09 with radial mounts, spanner, heads

Cox TD 15 (with ball joint in piston), carb. body cracked

Cox Special 15 (with gudgeon pin), carb. body cracked

R/C engine lot

OS Max 20 FS (boxed with radial mount)

Cox OS FS 26 Surpass four-stroke

Other engines and models

(Offers invited for individual items)

Cox TD 051 mounted in ½ A pylon power model, timer and cut-out

Mills 0.75 cc Mk II mounted in KK Snipe cabin model for R/C, with three servos, battery etc.

PAW 1.49 cc tuned, mounted in aerobatic CL model

62
 INDOOR MODEL FLYING 7pm to 10pm

FREE FLIGHT ONLY

ALLENDALE CENTRE
HANHAM RD. WIMBORNE BH21 1AS
FREE CAR PARKING IN PUBLIC CAR PARK
IN ALLENDALE RD

COMPETITIONS incl GYMINNIE CRICKET & SERENE LEAGUES

ALL FLYERS MUST HAVE BMFA INSURANCE FLITEHOOK NORMALLY IN ATTENDANCE
Adult Flyers £5 Spectators £1.50

CONTACTS: JOHN TAYLOR 01202 232206

22 September 2015 All dates are Tuesdays

27 October 2015
24 November 2015
26 January 2016
23 February 2016
22 March 2016
26 April 2016

63
From Martyn Pressnell
I have recently received this
discounted offer from Robert
Hale Ltd. that your members
may like to use to purchase my
new book ‘Model Planes:
Aerofoils and Wings’. This
offers 25% off (normally
£20.00) the price of the book.
There is no additional postage
cost except for overseas
orders. It becomes generally
available on 30 June. I also
attach a colour copy of the
cover.

The offer is available by going

to www.halebooks.com and
using the discount code
‘wmodelplanes15’. Further
information can be found at
www.msp-plans.blogspot.com

Many thanks and kind

regards, Martyn

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 RC Vintage and CL events 2015

SHILTON
VINTAGE (FLY IN)
BLACKWELL FARM Saturday 12 and Sunday 13 September 2015
Details and directions for the Shilton Vintage meet

Flying all day Saturday and Sunday. Caravans and camping available, water on site and port-a-loo.
BMFA members only. Proof of Insurance required.

The Bar-be-cue will be running on Saturday evening from 7 p.m. Bring your sausages and burgers and
enjoy an evening with like-minded people.

ARRIVALS FOR CARAVAN AND CAMPING AFTER 2 P.M. FRIDAY.

You will need to pre-book your pitch as we are limited to 10 caravans only. The site will be well sign
posted with SAM35. Post code OX18 4AP

Caravans/Camping £10.00 for weekend

Flying £5 per pilot.

Local facilities are available in Carterton 3 miles away.

CONTACT: Nick Blackwell Tel: 01285 657610 (evening only)

Email: nick@nickblackwell.co.uk
OR Derek Foxwell Tel: 0208 647 1033
Email: derekfoxwell@btinterenet.com
OR Boycott Beale Tel 01993 846690
Email: squealers@btinternet.com
Directions:
By road from the north:- Follow the A40 to Burford, at roundabout take the A361 toward Swindon, at
junction for Cotswold Wildlife Park turn left onto Hen and Chick Lane. Follow lane until it bears left, here
turn hard right and take the track until it ends, this is the airfield.
By road from the south:- From Swindon take the A361 to Lechlade and Burford. 3 miles before reaching
Burford at junction for Cotswold Wildlife Park turn right onto Hen and Chick Lane, then as above.

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Event dates

CONTROL LINE not to be missed

11 October Wimborne MAC Control line day, grass circles, BBQ, portaloo, weather will be perfect
as in April

More info from christopher.hague@ntlworld.com http://wimbornemac.org/

66
Belair
Belair Vintage Kits have added quite a few Vintage Parts Set, including 4 popular Vic Smeed designs -
Ballerina, Madcap cabin, Majorette and Coquette. Also for the Veron
plans sold by Colin Smith, we
now offer the Super Robot and
Aeronca Sedan. Finally for the
Aeromodeller plan the Dizzy
Diesel. All designs are faithful
to the original plans.

We also publish a free catalogue

which is free to your readers,
please call 01362 668658 for your copy. www.belairkits.com

Clubman Class Profile Weatherman, available as a Parts Set from Belair Kits.
SAM35 authorised parts set from original designer’s CAD data. Plan available from SAM35 or use plan
included free in April issue of Aeromodeller.

Leon Cole
Belair Kits
Tel: +44 (0)1362 668658
www.belairkits.com

Follow us on Facebook
https://www.facebook.com/pages/Belair-
Kits/1448177428736984

67
68
From Roger Cooper

I guessed that must have been the case. Shame, but none of us can go on for ever. Only met him the once but
formed the strong impression Gig was a great guy. I see from their advert that Paul is the contact but sadly I
have no cause to get in touch at present.
You said some time ago you are always interested in things other than model aircraft so here are some recent
photos of my 1928 Scott 3 Speed Super Squirrel. I bought this from a contact in Plymouth as far back as
2008 and ran it for a bit until it needed some engine attention - a job best left to the experts as these Scott
engines are quite critical to re-build correctly. After re-build I have had trouble starting it though it runs
well enough once it IS started.
Much discussion has taken place between myself and some of the other Scott Club members and, although
the carburettor is the original (serial number agrees with the factory delivery note), it is unusual and slightly
oversize for this engine. There is an external mixture control on the side of the carb but this hardly
constitutes a cold starting device - more a mixture regulator when the engine is running. To start the engine
without the customary rich mixture slide I have to hand choke it just as you would with a model engine but
using the palm of my hand, not just a finger, whilst kicking it over, usually until it kicks me back. By the
way we are talking 600cc twin two stroke here so the kick back can be quite "firm".
I got to thinking a little further about this recently and it occurred to me that with ethanol now present in so
much of the petrol we buy there could be the possibility that the man jet is no longer quite large enough - we
have found that most bikes nowadays need a slightly larger main jet to cope with this new rubbish fuel we
have to put up with.
This presents a small problem again because the calibration number on the one main jet bears no
resemblance to anything in current use AND it has a different screw thread so exchanges are not possible
any way.
Much as it grieves me to have to break up the originality of the bike I am having to look around for a later
model AMAL 276 carb preferably of slightly smaller bore, for which all spares are still available.
Just an interesting aside on a simple two stroke engine not a million miles different from the smaller ones we
use on model aircraft!

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