sbep8aklet magzus.org

FREE PLAN – VESPA

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ELFIN ENGINES

Andrew

Alan

EZE TISSUE

SCALE MATTERS

CL NATS: OLIVER COMBAT

CL WORLD CHAMPS

LINE?

CL NATS: AEROBATICS

FLYING ACES

CL NATS: SPEED

END CHARLIE

Gordon

Design: Peter

and

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AeroModeller is published monthly by Doolittle Media, The Granary, Doolittle Lane, Totternhoe, Bedfordshire, LU6 1QX. Entire Contents © 2022 Doolittle Media Reproduction in part or whole of any text, photograph or illustration without written permission from the publisher is strictly prohibited. While due care is taken to ensure the content of AeroModeller is accurate, the publishers and printers cannot accept liability for errors and omissions. Advertisements are accepted for publication in AeroModeller only upon Doolittle Media’s standard terms of acceptance of advertising, copies of which are available from the advertising sales department of AeroModeller.

Mark Deans has finished his espa in original eron it box label colours.

HANGAR DOORS HEARD AT THE

THE QUEEN IS DEAD. LONG LIVE THE KING…

Amonth between issues of AeroModeller can seem like a long time; as soon as one announces a dry weather restriction on DT fuses and rocket power the rain pours! Also, since the last AM you will all be aware Queen Elizabeth II died on the 8th eptember and after several days lying in state was finally laid to rest in the George VI memorial chapel at Windsor on 19th September 2022. As a mark of respect, I thought this would be an opportunity to look back through my collection of magazines to see links between what we do and the Royal Family.

Queen Elizabeth’s late husband the Duke of Edinburgh had close ties with our hobby/sport as a patron of the BMFA/SMAE, and her mother Queen Elizabeth the Queen Mother presented the Queen’s Cup for FF duration in 1948 which was won by Phil mith can thus find photos of both of them in old issues immersing themselves in aspects of aviation. What I have not managed to find is any similar photo of Queen Eli abeth II. Perhaps a diligent reader of old AeroModellers or Model Aircraft magazine can point me to something?

What I have found is this photo of the Prince of Wales from March 1978 AM presenting Paul MacReady the Kremer Prize trophy for the first man powered flight figure of eight by the Gossamer Condor – many of the design and construction

techniques employed were influenced by aeromodelling.

We wish King Charles III a happy and glorious reign, with the hope that the Royal Family will continue their support of aeromodelling and aviation.

Regards, Andrew Boddington editor@aeromodeller.com

BMFA ENGINE AND AIRCRAFT AUCTION

Thanks to Manny Williamson for information on the BMFA National Centre Model Engine and Aircraft Auction on 29th October 2022.

The first BMFA Model Engine and Aircraft Auction is almost upon us, and we have some interesting lots already booked in.

Live advance viewing is available on Friday the 28th (11.00am – 4.00pm) and also on the day of the auction (9.00am –10.00am). At the time of writing we have around 250 lots with more coming in every day, the aim is around 300 lots in total.

Lots are predominantly engines with some very collectible vintage items as well as some stand out one-offs such as a 5-cylinder radial from the collection of John

Benson.

We are also offering a range of complete airframes with engines both radio control and free flight as well as a significant number of unbuilt kits.

The full catalogue will be available as a downloadable PDF on the BMFA National Centre website as well as details on how to register for on-line bidding. Website nationalcentre.bmfa.org

The auction starts at 10.30am under the auspices of professional auctioneer Bruce Collinson in the Goldsmith Hangar. Hard copy catalogues will be available to purchase on the day and catering will be available on site.

Paul MacReady receiving a bronze sculpture from HRH The Prince of Wales (now King Charles III) after the Gossamer Condor won the Kremer prize. (March 1978 AeroModeller)

IIFI NIJMEGEN 11-13 NOVEMBER 2022

Thanks to Bernard Bruins and Roel ucassen for confirming that the 10th International Indoor Fly In for scale and duration models will be held this year on 11-1 November at the an Massinkhal, located in the outskirts of Nijmegen,

Netherlands.

We will be flying contests in several classes. The classes are F1D, F1M, F1M small ( uniors), F1 , F1N ( ndoor

Glider), ainte, F4D ( pen scale rubber), F4E ( pen scale electric C 2), F4F (Peanut), Pistachio, Kit scale, Glider scale and Profile scale.

Electric and C 2 will be split into 2 different classes but flown under the name F4E.

The judging rules used for the scale classes will be those written in the F rulebook version 2022. These are based on older BMFA rules and those used in the past at nterscale. The duration rules will follow the standard FA rules. Please check our website (www.iifi.nl)

The F1M small class is used in the Netherlands for juniors. ules are similar to the standard F1M rules, with the only deviation being a limit of the wing chord to 160 mm.

Please note that all duration classes will be flown on normal weight, full motors. This is the same as previous years. The minimum weight for ainte in the Netherlands is grams.

Tonda Alfery’s Chance Vought V-173 ‘Flying Pancake’ at the 2019 IIFI.

LA EIGHTHEME GRANDE COUPE DE BIRMINGHAM

With the approval of the FFTC this Coupe event along with FF cale flying will take place at its traditional home M D North uffenham, Welland d, akham E15 E on unday December 4th 2022 starting at 10 00.

F1G for the AeroModeller Trophy Two flights between 10 00 12 00 then three rounds to published timetable.

Pre 19 0 Coupe Three flights (no rounds) start 10 00. Within this event models which meet our pre 195 cut-off date will fly as intage Coupe. Pre 19 0 Coupe may double up with F1G as at last years event. Contacts below for details if unsure.

Both events finish at 14.45 followed by fly-offs as required (Not DT!) Maxes will be determined by conditions on the day.

Pri es for 1,2 in F1G, Pre 19 0 Coupe and intage Coupe. The winner of F1G will be awarded the AeroModeller Trophy and in intage Coupe the intage Plate. Entry Fee 10 covers both events (includes 5 field fee for A competitors.) For further information contact Gavin Manion at gavin. manion 4 gmail.com Tel 0154 422509 or tuart Darmon at stuartdarmonf1a

yahoo.com Tel 01 5 205

And last but not least for the hard men of scale (late Alex Whittaker quote) there will also be a cale Free Flight flying only contest for Certificates and maybe a bottle of something intoxicating,

Last year Colin Foster took top places in both F1G and pre-1970 at the Birmingham Coupe Competition.

plus an award for top scoring manufactured or reproduction cale kit model in the competition. Contact Mike mith michaeldocsmith gmail.com 0 516410905

After

completed, all three

over the following mornings.

had a couple of

which

UP & COMING

Please note that the events listed are compiled weeks in advance of publication, so please check in case of change - specifically M D venues such as Barkston Heath can be cancelled at short notice. For inclusion of your event, please send an email with date and details in a format similar to those shown below to editor@aeromodeller.com

OCTOBER

15-16 October

SAM 35 Octoberfest, Buckminster, Sewstern, NG33 5RW. CL, FF & RC incl: Voetsak Tribute, VPD. Sun: FF Rubber Ratio, P20, E20, Open Rocket. Also FF6 Rubber Recision Kit Scale. ian.lever@ntlworld.com www.sam35.org

15-16 October

Tether Car, Buckminster, Sewstern, NG33 5 W. AM 5 TC G, final nd edfin Trophy. teve Betney stevebetney aol.com

16 October

BMFA Autumn Swapmeet, Buckminster as part of SAM 35 Octoberfest. nationalcentre.bmfa.org

16 October

th Area FF - Glider Day, Area enues. CG(Mod Eng, Plugge, Team), CP, F1B(Duce, Plugge), SLOP(Frog Snr, Plugge), Mini Vint, H/ CLG, E30, P30, F1J. BMFA Area Comp Secs, freeflight.bmfa.org

16 October

Handicap Speed, Buckminster. Open Speed and F2A team selection. Paul Eisner 0208 3942271 theeyesnose gmail.com

16 October

Nostalgic Speed, Buckminster. Tony Goodger 0 02 24402 tgoodger@hotmail.co.uk

19 October

Flitehook ndoor FF, West Totton Community Centre, Southampton SO40 8WU. 12:00 to 16 00. Flyers . pectators uniors Free. Cafe, Parking. rogerknewman yahoo.com

23 October

Impington VCMAC FF Indoor, Impington Village College CB24 9LX near Cambridge. 9.00 to 1 .00. elaxed FF flying low key comps (Peanut Scale, Bostonian, No-Cal), plus rubber powered car race. adly no TP. Michael Marshall 01223 246142 mandrshall@gmail.com ivcmac.bmfa.uk

23 October

BMFA W Area ndoor Flying, Birds f Prey Centre, Winnard’s Perch, St Columb TR9 6DH. 1200 to 1600, FF, micro RC & electric CL. Ron Marking ron.marking@btinternet.com

29 October

BMFA Model Engine & Aircraft Auction, Buckminster National Centre, Sewstern NG33 5RW. Auction starts 10:00. Commission rates 10 buyers 5 sellers. iewing on 2 th. To book in lots for auction lisa@bmfa.org. nationalcentre.bmfa.org

29 October

Midland Gala FF (Team Selection fall back), venue TBC. F1H, F1G, 1/2A, E36, SLOP, Mini Vintage, P30, H/CLG, CO2. Contact Phil Ball 07470177947 Phil.ball ntlworld.com freeflight.bmfa.org

30 October

Peterborough MFC ndoor, eracity, Bushfield Leisure Centre, Orton PE2 5RQ. 10:00 to 13:00. FF (rubber, electric, CO2), no RC. Brian Waterland 07717 461000 Martin Skinner 07774 863008 www.peterboroughmfc.org

NOVEMBER

1 November

Gildings - Toys, cale Model ailways

Aeroengines Auction, The Mill, Great Bowden Rd, Market Harborough LE16 7DE. Model engines as part of a larger sale. 01858 410414 www.gildings.co.uk

5 November

Vintage Combat, Buckminster. Sat: Practise and fun fly. un intage ound 11. Tony Cookson 0 01 94 5 1 streamerchaser@gmail.com

6 November

FMAC ndoor Flying, Abbey Centre, Furlong Green, Berinsfield 10 N . 09 00 to 15 00. ndoor FF, FunFly cale. Ian Melville OFMAC@redkite.aero

6 November

‘Scale Uncovered’ Documentation Workshop, BMFA Buckminster, Sewstern NG33 5 W. From 10 00, 5. Producing scale documentation for all classes and tips to maximise static scores. Graham Kennedy 0 96 494 grhmkennedy gmail.com

6 or 13 November

Buckminster Gala FF. Events TBC. freeflight.bmfa.org

8-10 November

IIFI Scale & Duration Indoor FF, Nijmegen, Netherlands. TBC 10th International Indoor Fly- n. Classes - cale F4D pen ubber, F4E Open CO2, F4E Open electric, F4F Peanut, Pistachio, Kitscale, Glider Scale. Duration: F1D, F1M, F1L, F1N, Sainte Formula, Profile cale. internationalindoorflyin gmail.com www.iifi.nl

12 November

Tonbridge Gassers & Rubber Fanciers Indoor, Kings Sport Hall, 601 Maidstone Rd, Rochester ME1 3QJ. 18.30 to 22.00. FF, LW RC, & 3D RC timed sessions. Steve 0208 942 5000 or Eric 07763 398416

Full details of

12 November

Peterborough MFC ndoor, eracity, Bushfield Leisure Centre, Orton PE2 5RQ. 10:00 to 13:00. FF (rubber, electric, CO2), no RC. Brian Waterland 07717 461000 Martin Skinner 07774 863008 www.peterboroughmfc.org

16 November

Flitehook ndoor FF, West Totton Community Centre, Southampton SO40 8WU. 12:00 to 16 00. Flyers . pectators uniors Free. Cafe, Parking. rogerknewman yahoo.com

20 November

BMFA W Area ndoor Flying, Birds f Prey Centre, Winnard’s Perch, St Columb TR9 6DH. 1200 to 1600, FF, micro RC & electric CL. Ron Marking ron.marking@btinternet.com

26 November

Peterborough MFC ndoor, eracity, Bushfield Leisure Centre, Orton PE2 5RQ. 10:00 to 13:00. FF (rubber, electric, CO2), no RC. Brian Waterland 07717 461000 Martin Skinner 07774 863008 www.peterboroughmfc.org

DECEMBER

4 December

FMAC ndoor Flying, Abbey Centre, Furlong Green, Berinsfield 10 N . 09 00 to 15 00. ndoor FF, FunFly cale. Ian Melville OFMAC@redkite.aero

4 December

8th Grande Coupe de Birmingham, MOD N uffenham. 10 00 onwards. F1G for AeroModeller Trophy. Pre 19 0 Coupe and intage Coupe events. Fly-offs as required (Not DT!)

Gavin Manion gavin.manion84@gmail.com 01543 422509 or Stuart Darmon stuartdarmonf1a yahoo.com 01858 882057

4 December

cale FF Flying nly Contest, M D N uffenham.

Mike Smith michaeldocsmith@gmail.com 07516410905 scale.bmfa.org

18 December

BMFA W Area ndoor Flying, Birds f Prey Centre, Winnard’s Perch, St Columb TR9 6DH. 1200 to 1600, FF, micro RC & electric CL. Ron Marking ron.marking@btinternet.com

events can

found at:

TISSUE TRIMMING

DESIGN

FINISHING WITH EZE TISSUE DESIGNER

Andy

After

The Keil Kraft Ace is a sleek, cabin style model designed by Albert Hatfull. It became a firm favourite in the Keil Kraft range thanks to the racy swept back wings and long thin fuselage.

Thanks to Ripmax the Keil Kraft Ace kit is again available construction is traditional and simple, with a basic stick build fuselage and accurate laser cut parts no more cutting out fiddly ribs and formers. Thanks to Andy Sephton for building and finishing the models shown.

After construction the tapered wing model is first covered all over with tissue, in this case Natural Eze Tissue, as a blank canvas. n the past tissue trim would have been laboriously cut by hand using many fresh scalpel blades to achieve even a simple monotone scalloping the multi-coloured decoration shown here has been made easy by using the Designer Eze Tissue on top of the natural white finish.

Photo 1: The Designer Eze Tissue BD79 is a lightweight tissue paper sheet for enhancing the appearance of tissue covered and other lightweight models. t is printed with over 0 patterns

graphics including scallops, stars, stripes and small chequers, all of which are easily cut and applied with Eze Dope or Tissue Paste. In this article we show you how.

Photo 2: Here you see the Keil Kraft Ace kit complete with all its components, adhesives and finishing products from Deluxe Materials including Eze Dope and the Designer Eze Tissue.

Photo 3: Super ‘Phatic! Glue was used in the construction of the wing. It is a non-brittle and non-fuming alternative to cyano which is thin enough to wick into the joint. If you prefer to use cyano, oket Hot, a highly penetrating adhesive with 1-2 second bond is an excellent choice.

Photo 4: Aliphatic Resin was used to bond the two sides of the fuselage and the strip cross members.

Photo 5: R/C Modellers Glue was used to bond the window glazing – despite its name it is great for F/F and C/L models! This glue gap fills, dries clear, is flexible and bonds plastic to wood.

Photo 6: The main components of the Ace were covered with Natural E e Tissue using Tissue Paste followed by

TISSUE

one coat of 30% solution Eze Dope (30% Eze Dope/ 70% distilled water). The airframe is then ready for decoration.

Photo 7: Our chosen trim design for the Ace is easy to make using elements from the Eze Tissue Designer sheet.

Photo 8: The Designer Eze Tissue has many graphic elements that would normally be di cult to replicate but here they are ready printed and are easily cut out with scissors or a sharp bladed knife.

Photo 9. Eze Tissue has good wet strength, so the clever idea is to position

For more detail on covering with Deluxe Materials Eze Tissue see the December 2021 AeroModeller.

Also available in ed ou get a ‘variety pac ’ of coloured graphics, shapes and logos with Designer E e Tissue, two sheets in each pac et.

the design elements with water; simply brush water on the area where the trim will go and then position the Designer trim and lightly brush water through/with the tissue to make small adjustments to final alignment.

Photo 10 Once aligned in the right place, the 30% solution of Eze Dope is then brushed over while the tissue is still wet. This way the Eze Dope migrates through the tissue to bond it in place when dry. A further coat or two of the 30% solution of Eze Dope over the whole airframe is usually required to create a durable finished surface that will not sag in damp weather.

Photo 11: With Deluxe Materials finishing products and the extensive range of Eze Tissue (natural, antique, solid colours, chequer pattern and Designer graphics), anyone can produce a professional and smart looking finish to their model.

Thank you Ripmax for making the kit build so easy and Andy for making a lovely job of this unique model. Why not buy some Deluxe Materials Designer Tissue and create your own unique Keil Kraft Ace? ■

INFORMATION:

The30”spanKeilKraftAceismanufacturedand distributedbyRipmax,websitewww.ripmax.com

The graphics on the Designer Eze Tissue sheet give plenty of options to trim your next model with an exciting finish no more excuses for dull models

COMPETITION

The Designer Eze Tissue from Deluxe Materials has made it easy to give a professional and vibrantly colourful finish to tissue covered models. Designer Eze Tissue is available from good model shops and online retailers; there is now no excuse for a dull looking model whatever your aptitude!

Each Designer Eze Tissue sheet has exceptional lightness (13.5gsm), wet strength and contains around 70 coloured graphics including scallops, stars, stripes and small chequers which are easily cut and applied with Eze Dope or Tissue Paste.

With so many graphic elements available on the Designer sheet there are plenty of opportunities to get creative and finish your model in a unique and appealing way. We want to see what you have achieved. Send us two clear photos of your Designer Tissue finished model together with up to a 100 word description of what you’ve done including which is your favourite element on the sheet.

fin l ll n

■ Prize of £100 worth of Deluxe Materials aeromodelling products

■ An additional prize of a 12 issue subscription to AeroModeller will be for the best finished AeroModeller Model Aircraft published design

John Bristow of Deluxe Materials and Andrew Boddington editor of AeroModeller will be the judges of the photos.

1. Photos should be clear, in focus and file si e at least 1 MB (1000KB)

2. n clean single colour plain background (e.g. short grass or Tarmac)

Deluxe Materials and AeroModeller will require the rights to use the winners’ photos and descriptions in our marketing and publications where it will acknowledge the author.

Eze Tissue Designer (BD79) is available to finish your model in a pack containing 2 sheets 75cm (30ins) x 50cm (20ins) and is distributed to all good model shops through an international distributor network including Ripmax in the UK, Horizon Hobby in North America and Hobbies Australia. Deluxe Materials website deluxematerials.co.uk

Your submission must be via email by 8th January 2023 to be considered for winning a prize. Please also include your name and a postal address in case you are lucky enough to win a prize. Multiple entries are allowed if you have more than one model finished in Designer Tissue but they must be in separate emails.

email: editor@aeromodeller.com Subject: Designer Tissue

The editor’s decision on the competition is final and no correspondence will be entered in to about the entries. Good Luck!

This classic Keil Kraft Invader glider ( ipmax www.ripmax.com) has been converted to electric powered C and has a smart a customised finish than s to Designer

Tissue.

2022 COMBAT WORLD CUP AND WORLD CHAMPIONSHIPS

Well nearly a month has passed since the 2022 World Championships and World Cup in Poland so I have now had time to reflect on what was a very eventful trip, a trip that very nearly did not go ahead.

Due to the conflict in the kraine it was touch and go if the Championships would even happen this year and even if it did how many countries would be entering. There were lengthy discussions within the K as to whether we should send a team and in the event it was only the Combat F2D team that decided to go with the full support of the BMFA.

The team which was made up from myself Dave Wiseman, as both Pilot and Team manager, Gordon Price and Andrew Shields as the other Pilots and Alan Bunker the Team Mechanic all decided to travel via different routes. Gordon, Alan and myself decided to drive the 1200 miles ( also took ernon Hunt with me who was an organiser) and Andrew flew because he had the job of hiring a car and driving our two supporters, immy Pinkerton and Bill Swinburn, around.

I have to say that although the drive was long once over the water, driving on the continent is an absolute pleasure with relatively clear roads, very little if any road works and sensible speed limits (if you can call 120mph in an Audi A6 Allroad with a roof box sensible!). Following an overnight stop in Germany

ernon and arrived later that afternoon at the flying site to be met by the organisers. We immediately saw what a huge amount of effort had been put into organising these Champs and we were thanked for making the effort to enter, which was very gratifying. I have to say that the facilities were excellent and nothing seemed to have been left to chance. The F2A and F2C circles were perfection and whilst there was an early concern over the F2B practice circle this was later resolved after further cutting and rolling; this was soon as good as the competition circle. F2D was located on the far side of the airfield, quite some way from the other classes B T this was not a problem as it allowed plenty of unrestricted practice flying area at the side of two contest circles. In addition to the contest facilities there was good camping facilities on site, two restaurant areas (one tented and other within the airfields control building) both serving excellent food choices and most important a BAR (well it was very hot on the airfield).

After ernon and reviewed all the facilities it was off to the hotel where I later met up with Gordon and Alan and we prepared for the World Cup which was the forerunner to the World Championships.

World Cup

The World Cup is a very good opportunity to see what the competition is like and set up your equipment

Article author Dave Wiseman was GBR F2D Combat Team Manager as well as being a pilot taking 3rd place in the opening World Cup competition.

The British team unpack their F2D models after the long journey to Warsaw in Poland.

and it also allowed Alan and Jimmy the opportunity to fly. The first round draw was not kind to any of us with Andrew drawing gor Tukubaey from the Ukraine, Jimmy drawing Dmitri Varfolomejev from Estonia, Alan drawing Audrius Rastenis (current World Champion), me drawing Radek Spatenka from Czechoslovakia and Gordon drawing Illia Rediuk a previous World Champion. However after some very good close bouts Andrew and came out victorious but unfortunately the rest lost their first life.

The econd round unfortunately was a similar result with immy flying against llia ediuk, Andrew flying against Dmitri arfolomejev, me against obertas Platkauskas from Lithuania, Alan against Vladimir Buyanov of Germany and finally Gordon against adiek patenka. nfortunately for Gordon a shut-off

failure led to him losing on ground time as the shut-off cut the motor during the launch. o at the end of ound two Andrew and still had two lives but the rest of the team were now out.

Despite this Gordon and Alan then continued as mechanics and continued to do a sterling job and considering this was Alans first Champs he didn t put a foot wrong throughout the whole tournament.

Round 3 saw me picked against Toman Dalibor of C echoslovakia, which I won after a very hard contest and a refly, and Andrew against adek Spatenka which this time he lost leaving Andrew with only one life.

Round 4 at the start of the second day saw me picked to fly against gor Dementiev who whilst a friend is also a very hard competitor who knows all the tricks in the book. This bout turned out

After the final of the orld Cup. In the white shirt is Audrius astenis from Lithuania nd place, in the ellow and Blue from the U raine is Illia ediu 1st and Dave iseman rd in the red shirt.

to be some ery ld chool Combat both hard in the centre circle as well as competitive. B T on this occasion came out the victor, but both of us came out with big smiles after some of the antics in the circle. Andrew was not as lucky against Toman Dalibor and lost, meaning that he was now also out of the World Cup.

Round 5 saw the event down to 6 competitors llia against adek, Dalibor against obertas, and Audrius against me. With llia, obertas and Audrius winning it meant that had lost a life but was still in with obertas, llia and on one life each and Audrius with two lives remaining.

ound 6. To stay in the competition I had to beat obertas which I did after a

Alan Bunker far left, Gordon Price in the red shirt and Andrew Shields in the blue shirt getting ready to y in the orld Cup.

The British Team at the orld Cup. Left to right is Alan Bun er, ordon Price, Dave iseman and Andrew Shields.

The orld Cup D Combat podium of winning pilots and the U rainian and Lithuanian team mechanics.

Dave iseman celebrated his rd place by ta ing out all the team to than them for their support in the orld Cup. Left to right is Jimmy Pin erton, Andrew Shields, ordon Price, Bill Swinburn, Alan Bun er and Dave iseman.

hard close bout and Illia beat Audrius. Which now left us all on one life.

ound . now had to fly llia which turned into quite a messy bout where we both unfortunately ended up in a very big line tangle after we each took all the steamer. We each knew that whoever hit the ground first was going to lose on ground time so we both fought hard to keep the models in the air but unfortunately lost out and llia won. llia then had to fly Audrius for the title which he did after a very good bout and then flew Audrius for 2nd and rd place which was my final loss on ground time after taking 6 seconds longer to get my spare model in the air (my fault as crashed too far away from my pit crew.)

o the final result was llia 1st, Audrius 2nd and Me rd.

Now we get onto the main event - the 2022 World Championships.

Combat World Champs

Before any Championships there is the processing of all your models and motors and usually this is a bit of a non-event because who would turn up with models and motors which wouldn’t qualify Well in this case Andrew hields. nfortunately for Andrew all his new models were purchase Pre-Covid for the Championships in 2019 and since then the rules had changed with regards to engine safety straps none of his models complied with the new regulations. This meant that with one day before the Champs we had to beg, borrow and

steal models for him to fly, but because the Combat fraternity is so close we were able to acquire models from within our own team as well as models from different competitors. o Andrew was still able to go to the ball .

The first round saw easy wins for both Andrew and myself, and Bert Gijsbertsen and Kimmo alkonen, but Gordon suffered his first loss against Dalibor Toman of CZE. ne of the more interesting bouts of the day was William (Bill) Maywald from the tates flying his Boom Model which has a carbon composite leading edge and carbon boom. A nice model but the boom was a little exposed for the European flying style of F2D flying resulting in a loss for Bill. did however try his model later in the day and it was a pleasure to fly.

t was also very clear to see that llia, Audrius, ussi Forss and van Chornyy were really on top of their game when watching them fly (as they say cream rises to the top.

Day two started off with ound 2 and a win for Andrew against aul Mateo of pain after a very enthralling bout with Andrew performing lots of his low flying tactics making it hard for aul to get on top. Following this later that morning we had a hard fought bout between Gordon and gor Dementiev resulting unfortunately in a final loss for Gordon putting him out of the Championships.

Then despite the good weather we had been having from nowhere we suffered a torrential rainstorm which resulted in

Scrutineering of the models before the start of the World Champs held a nasty surprise for Andrew Shields.

A parade of the teams and entertainment marked the opening of the CL World Championships.

This is Andrew Shields holding one of his much repaired models in the World Champs as all his new models failed scrutineering.

Bill Maywald’s carbon boom models from the States. He says there is about $200 of carbon in each model because of the moulded carbon leading edges. Lovely to y but the boom is very vulnerable.

Stanislav Chornyy preparing his model.

The British Team at the World Champs banquet left to right Gordon Price, Andrew Shields, Alan Bunker (Mechanic) and Dave Wiseman.

us all running for shelter. I then realised that the car boot had been left open as well as the tent which we had to store all our equipment in at the flying site, so decided to run to close everything up. This was NOT a good idea because whilst running fell and injured my shoulder meaning that I could not lift my right arm any higher than shoulder height. nitially we thought that the collar bone was broken but despite it clicking we eventually decided it was probably only torn muscle so the guys strapped and taped it up so could carry on flying but it did restrict movement which showed up in later bouts.

then flew Andre Horst from Germany in the afternoon and lost, Not because of my should but because he was the better pilot on the day. ( did however take off the strapping later). This then took us to ound where both Andrew and won. Andrew against adik Ma gianey from the A and me once more against Dalibor Toman. When watching the other pilots fly it was clear to see that ussi Forss from Finland, Audrius astenis from Lithuania and Igor Dementiev of Moldova were starting to progress in to a different league.

Round 4 was the end of the Championship for me with a loss against Igor after beating him in the World Cup and also saw Andrew lose his first life. So now we reach Round 5 and Andrew is back on fire with a win against tanislav Chornyy putting Chornyy out of the Champs.

ound 6 saw Andrew up against Dalibor Tornan, who by now must have been fed up coming up against the GB team and this again was a win for Andrew putting him into the top 6 pilots in the World Championships.

ound saw Andrew against gor Dementiev which after another hard fought bout this time saw Igor come out on top. ussi Forss then went on to beat aul Mateo and Audrius beat Manuel Mateo which left ussi, Audrius and gor to fight out the final places. With both ussi and Audrius having two lives each who ever won had to beat the other pilot twice. ussi seems to be able to go up another gear when needed, which he did in the final beating Audrius twice to take the title in fine style as the first Finnish pilot to win the World Championships. So the final result was 1st ussi Forss, 2nd

Audrius astenis and rd gor Dementiev with Andrew hields a very creditable joint 4th, all with borrowed models. Other things which made the Championship so memorable were events involving immy Pinkerton. immy has been a long time aeromodeller who has involved himself with not just Combat but other forms of CL such as racing as well. immy is also well into his 0s and still an active competitor. At this World Championships some teams

had issues with being able to make up a complete team of pilots and mechanics.

o it was agreed by the FA that FA licence holders who were not part of another team could volunteer to be a mechanic for other countries. To immys credit he volunteered with just one other person (who was seconded rather than volunteered) to pit for the Italian and the Belgium teams and he did a really good job. Not just for someone of 0 years but as a genuinely good mechanic, so a

The F2D Combat World Champs podium: 1st Jussi Forss, 2nd Audrius Rastenis and 3rd Igor Dementiev.

Celebration! After the closing banquet it’s Illia Rediuk, Jussi Forss from Finland the New F2D World Champion and Vernon Hunt.

big thank you to Jimmy. On top of this I think he was the only person I know to get arrested for jay walking in Poland but managed to talk the police around to giving him a lift to the garage and then back to his hotel!! But that’s a story for another day…

o in finishing think that the GB members performed well as a team getting an individual 3rd in the World Cup and 4th in the Championships, with Alan Bunker performing faultlessly in the roll of mechanic at his first Championships. Not only did I pilot in the team but also acted

COMPREHENSIVE WEBSITE

Further information on the 2022 CL Warsaw World Cup and World Championships across all F2 classes can be found on the website cl-f2abcd-wchs2020.pl (Note the address includes 2020 not 2022 as this event was postponed due to the Pandemic.)

as Team Manager and if I am to believe a comment made by a GB team member “If Heineken made Team Managers they would call him Dave Wiseman,” which probably means I did OK… or I bought most of the beers! So roll on the 2023 European Championships. ■

Fabulous photos by Bogdan Wierzba taken at the Opening Ceremony and across the F2 classes, together with full results for Combat F2D and other classes, can also be found on the website cl-f2abcd-wchs2020.pl

AUTOGIRO WASHING LINE THEORY!

STEVE MIDSON SHARES HIS THOUGHTS ON DEVELOPING A SMALL FF AUTOGIRO

The Covid 19 shut down was supposed to give us modellers a fantastic opportunity to make the models we have been meaning to for years! Along with others have spoken to, with no flying to work towards I had lost a lot of enthusiasm and done nothing, until the May 2020 issue of AeroModeller arrived with a feature on a control line autogiro and I started experiments with a FF electric version.

I have always been intrigued by autogiros but apart from a very heavy autogiro kite that quickly shook itself into parts, I had not done anything serious. I have seen powered C autogiros at flying displays, also a successful FF model of a Pitcairn at the Crawley meetings. A 'Google' study of autogiros was fascinating (including a hang glider version), all of which showed the rotor blades up at an angle – the so-called coning angle.

We are used to having propellers that are rigid and strong enough to transmit their thrust to the hub without bending forward, but we all know that swinging a weight in a circle produces a pull at the centre –centripetal force (you can call it centrifugal if you like but that is not strictly correct!) It appears to me that the coned angle autogiro utilises this pull to lift the autogiro, like a model hanging from a washing line! Hence the article title! Indeed, it is this pull which lifts the autogiro, the aerofoil blades only lift themselves and e ciently create a windmill!

How does the rotor turn? The rotor disk is set back about 10 degrees so the airflows upwards through it, and the blades are set at a negative angle of attack causing them to pull forward. The advancing blade at o clock position has an airflow at right angles to the blade, and sees the addition of rotating speed plus air speed, similarly at 9 o’clock it sees the subtraction but rotation speed is faster than airspeed so the blade is still pulling. At both the 12 and 6 o’clock the airflow across the blade is at an angle which effectively thins the aerofoil section, but it is still pulling forward.

This variation in airspeed across the blade causes the advancing blade to lift more and

for lift to reduce at other positions, hence to stop the model rolling over the blades must be free to move up and down – be hinged. Any hub design must support the blades from drooping and hitting the tailfins!

Many years ago I had a toy with 4 blades that was catapulted up with the blades folded then as air speed dropped they sprung open and it autorotated down. I clearly remember that the hinges were at an angle which meant the blades laid flat at launch then took on a negative angle of attack when opened. The same principle can be used here. By hinging the blades at an angle the negative angle of attack will increase as the blades move up. Similarly if the rotor slows up, as when the pulling power runs out, the increasing negative angle of attack will speed it back up again. Indeed, the amount of angle will have an effect on the normal running speed of the rotor.

How much total lift will each rotating blade produce? I now have to apologise to those (like me) who were brought up with feet, inches, and pounds. Modern mechanics calculations produce an answer for force in 'Newton'. The centripetal pull at the hub can be calculated with the formula: pull (N) = mass (kg) x velocity of the centre of gravity (m/sec) squared, divided by the radius of centre of gravity (m)

And the velocity is 2 x the radius of the centre of gravity, times rotations per second

You do not have to do the calculation but it can be seen that the weight of the blade is best at the tip. The 'Lift' produced by this

pull is of course reduced by the 'sine' of the blade coning angle.

I discovered long ago that a simple rubber powered helicopter was unstable until tip weights were added at the blade ends, which produce a gyroscopic/stabilising effect and moved the centre of gravity outwards.

2, 3 or 4 blades? 3 blades are obviously going to be di cult to balance. The majority of full-si ed autogiros have just 2, but 4 means more pull/lift!

So to the model design. Early full-sized designs had small wings with excessive dihedral tips – not seen on modern designs. What is common to all is an effective tail fin often in the propwash of the pusher propeller, but if our model is to be front propeller, big tail fins will be needed for directional stability.

P.S. Later trials were with the hinges of the rotor blades set at an angle, so called Delta Hinge.

This gives the effect that the blade angle reduces as it lifts up, and hence accelerate the blade thus improving starting run up. Unfortunately, the blades also move back unbalancing the disc which vibrates horribly anyway! More model details will follow when experiments, have been completed, and success or failure discovered!

(Editors Note: My experience is with the much easier twin rotor autogiros which have no coning angle. Can anyone share their road to success with single spindle FF ‘giros?) ■

Steve Midson likens the lift of an autogiro to suspending the fuselage by its rotor spindle from a washing line!

Steve’s latest is a contra-rotating autogiro where the tor ue e ects cancel out promising but more development required as the lower blades hit the upper!

THE FERRY MEADOWS FIESTA:

PETERBOROUGH FLYING ACES 2022

If you’re planning a weather dependent event in this country, you need either the luck of the devil or a hotline to God. Fortunately, on the 3rd of September this year, CD for the legendary Peterborough MFC Flying Aces meeting was the flying priest

himself: the indomitable Father Luke Goymour. And consequently, whilst much of England was watching the rain bounce off its parched brown lawns, arrived at Ferry Meadows to find a heavenly dry pasture of warm sunshine and light winds with a multitude of fellow

free-flighters parked up and raring to go. In fact, although it was only half past ten, many models were already in the air because the wonderful, eclectic array of competition classes that make up the Peterborough Flying Aces Nationals start at 10am and run all day. This means if

PETE FARDELL REPORTS ON THIS POPULAR SILENT FF EXTRAVAGANZA

Article author Pete ardell’s rog Petrel on a test ight before committing to Hi Start bungee.

you turn up with almost any FF glider, rubber, electric or firework powered model you simply can t fail to have lots of fun.

Word on the meadow was that the wind might pick up later, so we scale fanatics mostly got our flights in early. Sadly, Peterborough stalwart Russ Lister was unavoidably absent this year, so Gareth Tilston was flight-judging the non-jet scale stuff and was kept pretty busy. Bryan ea eventually prevailed with his fine flying Monocoupe pipping Mike tuarts very reliable little eamew. There was also the Masefield scale contest, where a long flying model with a short wingspan will triumph. Gordon Hannahs Mr moothie racer won this, much to his delight at beating Mr Winalot , aka Mike tuart and his Peanut Blackburn ipon.

Meanwhile, over in Pyromaniacs Corner, the jet boys had their own competitions and heads were kept turning all day as each smoking fi bomb streaked into life. t seemed to me that far more than usual were actually streaking skywards too, rather than kamika eing into the grass. Father uke himself had his little BAE Hawk profile model going very well indeed. ts powered by a T P- 1 rocket motor and he tells me he designed and built it in about hours and flew it straight off the board so if the Goymour Hour Hawk

isn t soon a free plan in AeroModeller shall want to know why! oger immonds and Daniel ackstraw also put in some great flights with their super little jet models. Daniel told me he now has several of ichard Crossleys surplus jets too, which ichard was selling for reasons of space (see AM eptember 22). This is great news as if anyone can keep these gems flying, Daniel can! cale is of course only one part of the Flying Aces, which is a jamboree for free flight subjects of all kinds except C power, and so this time d brought my reduced si e rubber ic meed Popsie along. This kind of model is perfect for Peterborough as the day includes several categories for which any rubber sport model is eligible. When things shook down, was very chuffed to win Table Top Precision with Popsie , especially as she hadn t even risen off ground before, let alone off a table!

The incorrigible ohn Ashmole scorned his ongoing health issues and ran a couple of the events including the popular Rubber Scramble contest with his usual enthusiasm and aplomb. t was great to see young Kalin Hall competing in this twenty minutes of fren ied madness, clocking up some good airtime. n fact he was out on the field flying all day, as was his cousin, Braydon Mileson, who claimed an impressive

ordon Hannah winds his Mr Smoothie racer on his way to Masefield victory.

Mi e Stuart gets his Blac burn ipon away for another Masefield ight.

CD Lu e oymour prepares to launch his little BAE Haw ‘ ed Arrow’.

Daniel ac straw with roc et powered Mig.

silver in the E20 comp; both lads happily proving that, contrary to popular opinion, Free Flight is not yet just an old man’s game! I’m sure both boys will keep coming back.

Phil Worth ruled the ‘Unorthodox’ category. His utterly mad Focke-Wulf Triebfl gel is a whirling dervish in the air; once seen never forgotten, and his EDF powered Horten 229 flying wing profile model was also entertaining us throughout the day.

Longtime famous friends of PMFC, Julio and Sandra Isidro were back

at Ferry Meadows too, flying several fine models, including their Cloud Tramps. The Cloud Tramp contest is of course one of the flagship events at Peterborough. This time Bert Whitehead took gold ahead of Julio, with Chris Sanders coming in third.

Thanks to the sterling efforts of the chaps in the control tent the scoresheets filled up methodically as the lovely day wore on. The air stayed warm and although the wind picked up a little it mostly kept blowing things safely down the field, with excursions into model-

gobbling trees being the exception rather than the rule. The ever-encouraging Dave Rumble manned the Hi-Start Glider bungee line all day; this was also won by Bert Whitehead who was having a very good day indeed. I’d again entered my Frog Petrel and after completely botching my first two rounds was nonetheless very pleased to break a minute with its last flight. Thats the thing about the Flying Aces; it’s very nice to win or place in the comps but even if you don’t, with such a breadth of eligible models to fly and with six hours of glorious flying time and

FREE

Pete Fardell’s mini-Popsie being wound.

John Ashmole briefs the contestants for the Rubber Scramble.

The irrepressible John Ashmole found time to y his Monocoupe.

space to fill you are almost bound to have a few magic moments!

can t possibly mention all the great models that were in action, or even all the classes they flew in, as there were just too many and m sure missed some pearls due to being too busy flying myself. However, the results can be found on the club website (peterboroughmfc.org) and m sure some of club member Mick Pages excellent photos will appear there too.

Before the pri e giving, the flying concluded with the traditional Flying warm mass launch. All the rubber models from the day are potentially

eligible for this finale, but Mike tuart s tiny KK obin seems to me to be the epitome of the Flying Aces ethos anyone can build one of these simple little aeroplanes, but at 4 15pm on Ferry Meadows his rose to the heavens like a joyful angel, soared about merrily in its element until absolutely everything else had landed, and duly took the last honours of the day!

Huge thanks to CD uke and all the judges, organisers and helpers at PMFC. As always, you gave us a fantastic festival of flying fun and competition. ong live the Peterborough Flying Aces! ■

Good to see youngsters actively involved. Braydon Mileson with a KK Eaglet, and his cousin Kalin Hall put in lots of great ying.

Braydon Mileson on his way to E20 silver, assisted by dad Shaun.

Phil Worth launches his Horten 229.

Edward Gautrey launches in Hi-Start Glider. Dave Rumble ready with the stopwatch.

ordon Hannah ta es a brea from contest ying to trim his Scottish Aviation Bulldog (from an Albert Hatfull plan which will be in a future AM.)

BMFA OPEN SPEED NATIONALS 2022

As part of the BMFA Centenary year celebrations an F2 World Cup event had originally been planned at Buckminster during the week preceding the planned Nationals at Barkston Heath. When it became apparent that Barkston was not going to be available and the Nationals would not be running, then the viability of the World Cup event which would depend on the pull of the Barkston Nationals for entries looked very uncertain and

it was also cancelled. The BMFA then asked its specialist groups to organize their own Nationals events at suitable venues which is how the control line

Open Speed and F2A Nationals ended up at Barton this year. The event was run over the weekend of the 20th and 21st of August and thankfully the weather cooperated being warm and dry if a tad breezy.

The Barton Club in Manchester is a superb venue dedicated to control line flying and the club members

had prepared the site to an excellent standard making the running of the event an absolute joy. This year the club has also replaced their club house mobile home on the site, the old one having served well for many years but had become beyond further repair.

There was not a huge turnout, we had ten entries all told but we did make plenty of flights including 45 in port et, 9 in 12 Class and 7 in F2A. The Saturday was taken up with practice flights, 12 Class and port et. unday was a

The Barton Club hosted the BMFA Speed Nationals including the newly revised 12 Class to encourage more yers to try competitive speed. Peter Halman fuelling Matthew Hart’s 12 model with Irvine .12 ci power.

DICK HART REPORTS ON THE RESCHEDULED SPEED NATS HELD ON 20-21 AUGUST. PHOTOS BY BARRIE LEVER

little less breezy but cooler and so F2A was prominent along with a lot of Sport et flights, a couple of 12 flights and several unsuccessful Fast Jet attempts. Also on the Saturday a separate Club Speed competition was held over on an adjacent grass circle.

Saturday

In the main circle on the Saturday things got off to a brisk start with a number of port et practice flights. David Brewin agreed to run the Transitrace Timing gear and Joe Gough opened up proceedings mid-morning with a good run of 1 .6mph. oe is a relative newcomer to speed having previously mostly flown

stunt at the Club. Next up was Matthew Hart who has not flown for a couple of years or more, but he showed that he had not forgotten how its done with a couple of good port et runs. Barrie ever also took the opportunity to make a couple of practice runs with his Sport Jet.

With the pilots all fired up the first round of Sport Jet ensued with half a do en flights being made.

12 Class Revisions

There was a short break for lunch and then the focus turned to .12 ci class. Although this is not a new class, the rules were revised this year to try and revitalize

it as it is seen as a good entry class and a lead in to F2A. The line length has been increased to the old F2A length of 15.92 m, the weight limit has been increased to 500g, the super silencer dimensions have been rationalized and the fuel has been limited to a maximum of 25 nitromethane. As a result of these changes a notional record speed of 142 mph was set.

There are a number of .12 si e engines available (mostly car engines), but their dimensions mean that pans are not readily available. However, there are plenty of rvine 15 engines out there, again quite often used in C cars, and there is a very reasonably priced 12

David Brewin on Transitrace timing duty.

Joe ough ma es a Sport Jet practice ight.

Matthew Hart in the pylon ying Sport Jet.

Peter Halman and Paul Eisner deep in discussion over the revised 12 Class.

Paul Eisner’s .12 Class model with Irvine 12 power. Note the short wing compared with other models.

Paul Eisner in the pylon ying his ‘1 ’.

conversion kit still available from Ripmax. As might be expected Peter Halman and Paul Eisner have chosen this route to prove the principle that the class can be flown with an adapted F2A model. Dick Hart has also adapted an F2A model, in fact one that Gordon Isles built years ago and gave to Matthew Hart when he was the junior member of the GB peed Team.

Peter and Paul had previously successfully flown their .12 models so knew what to expect, however previous attempts with the Hart model showed up a very sensitive shut-off which was firing as it left the dolly. The shut-off was replaced for the Nationals and although this now worked fine, initial attempts on aturday still gave engine problems. Paul flew first and immediately upped the record to 145.9mph. Peter then made a couple of flights at 142. and 145. mph. Matthew Hart then had a couple of practice attempts with his model, but the engine was having fuel problems and he could not complete a run.

Following another port et first round run by Andrew Watson, Peter Halman came back out with his .12 having made a couple of adjustments and set a record of 14 .9mph. Matthew Hart had one more attempt at a run with his .12 model but it became apparent that there was

a fairly significant fuel leak somewhere which obviously needed attention.

Barrie ever then made a couple more practice runs with his port et to conclude the flying for the day.

Club Speed

Meanwhile on the aturday Barton Club peed was run in a secondary circle. As its name suggests, this is a Club specific event for plain bearing 1.5 cc engines, run over grass on 1 .5 m lines. Although, as you would imagine, PAW 1.5 cc diesels predominate, there has been a sprinkling of other diesel and glow motors over the years. The flight is timed over 10 laps and the competition is against the entrant’s Personal Best (PB) time. The idea is to encourage competition, innovation and improvement across a reasonably level playing field. This seems to work well, and the personal best list has grown to 42 flyers over the years. There were 6 entries and the event was run by en Morrall and Derek Heaton who also compiled and reported the results.

First up was newcomer Bill Bannister who put his engine into one of the spare Mini Goodyear models as he had not quite finished his own Club peed build. Welcome Bill! ou now have a very respectful first time PB of 2.9 mph as a target to beat next time.

Smart looking Mini Pink Lady belonging to Malcolm Ross. Sadly the conrod let go at the start of the ight.

Len Morrall preparing to time the entries in Club Speed.

Gordon Isles with his Barton Club Speed model.

Peter Halman’s winning .12 model, Irvine 12 power.

Peter Halman ma es his record .1 ight.

Malcolm Ross was unlucky to break the conrod after ½ a lap shedding the prop and spinner instantly and ending his day. The winner on the day was Derek who improved his PB by 102.73% to 99.65mph moving him up to 2nd place in the historic results just behind Malcolm (but making it harder next time out!).

2nd place went to Gordon Isles who was sporting a new design half cowling on his model that definitely improved the consistency of each timed run. A bit more work on the prop may well see him vying for top spot next time. Andrew Watson was consistent but strangely down on his PB this time, whilst Ken Morrissey was struggling with a foot injury so wisely stopped after a single flight.

Sunday

Although there was rain through the night, the Sunday morning turned out to be bright and dry with less wind. The Hart camp, prodded on by Peter Halman, decided to investigate what was amiss with their .12 model. It turned out that

not only was the fuel line holed, but the tank had a split solder joint. These were quickly repaired and with help from Peter the model was soon airborne, this time running strongly through the whole flight for a speed of 134.1mph. After some adjustment and allowing the engine to cool another faultless flight was made, this time slightly faster at 135.9mph.

For the 12 Class Peter and Paul were using refinished single blade F2A propellers and 25% nitro fuel. Matthew was using 25% nitro fuel, but a commercial two bladed APC 6.5 x 5 propeller initially cut down to 5.8 then 5.6 inches diameter. All the models ran strongly on the ground making the takeoff uneventful, a bit of judicious whipping then brought the engine onto the super silencer prior to going into the pylon. As a straightforward class that gets you into speed flying without huge expenditure and a lot of specialized equipment the .12 class is certainly showing promise.

The rest of the day involved flying all three rounds of F2A interspersed with

the remaining rounds of Sport Jet. Peter Halman was flying a new and untested F2A model which completely absorbed him for the bulk of the day as he tuned the model and engine to go from 257 to 290km h. Paul made consistent flights right around the 300km/h mark and David Brewin was at 280km/h.

Dick and Matthew Hart also flew their F29 model, but the attempt was short lived as the dolly hung up in the model which brought the model down damaging the wing and propeller resulting in a shaft run; the model is now in need of major surgery and a new wing.

By midafternoon the weather had changed su ciently to affect starting of the Fast Jets which made them almost impossible to fire . The Harts had a new Fast et model with su cient wing area to meet the requirements for a World

Derek Heaton and his PAW 1.49 powered Club model; best result against PB and fastest model on the day.

Relaxed Club Speed podium! 1st Derek Heaton, 2nd Gordon Isles, 3rd Andrew Watson.

Peter Halman starting Paul Eisner’s 12 Class model, an adapted F2A airframe…

… and Paul releasing Peter’s ‘12’.

ecord attempt but when Dick finally did manage to start it the model was very unstable out of the dolly and the engine mercifully quit on the first lap as a result. The model was landed safely by Matthew who said that the control gearing for the elevator is too extreme and the centre of gravity may also be too far rearward. Back to the drawing board!

Dick Hart then tried to start Matthews record holding Fast et without success, just a series of big bangs, the same with Barrie evers Fast et too. Either Dick has lost his touch or the weather had changed or a combination of the two Whilst Dick Hart collated the results Barrie ever and Ken Morrissey test flew a new asymmetric port et that Ken

had just finished.

o at the end of the competition everyone said they had a jolly good time, the weather was great and a lot of flying was done. Everyone contributed to the smooth running of the event and again, a great big shout out for the Barton Club members who had got the site into such good shape and made us all welcome. ■

Third place in F2A was Dave Brewin with this Irvine 15 powered model. Sport Jets in the pits.

Dick Hart and Joe Gough prepare Dick’s Sport Jet. It placed 3rd in Open Speed and was the fastest Sports Jet.

Dick Hart about to release Joe Gough’s Sport Jet.

Andrew Watson releases his Sport Jet for pilot Matthew Hart.

Matthew Hart fuels his Fast Jet with 60%nitromethane and 40% propylene oxide fuel.

BMFA OPEN SPEED & F2A RESULTS 2022

The Open Speed Nationals is a handicap event which ranks by comparing the % speed obtained in competition when compared to the record for the class, and thus different classes can be combined. The scores highlighted are personal best at the competition and are not lifetime personal bests. The discarded scores are only discarded in relation to the calculation for the handicap ranking, it means they have already done better in a different class.

Joe ough with Dic Hart’s Big Bird ying wing AI orld ecord specification pulse et model.

Ken Morrissey and Barrie Lever with Ken’s Atlantis, an experimental asymmetric Sport Jet.

A Podium 1st Paul Eisner, nd Peter Halman, rd David Brewin receive their medals and a bottle from Andrew atson.

pen speed Podium 1st Peter Halman, nd Paul Eisner, rd Dic Hart.

Contestants and Barton Club member helpers at the 0 Speed ats.

VESPA VERON

MINIBIPE

MARK DEANS TAKES ANOTHER CLASSIC PHIL SMITH DESIGN,THE 23” WINGSPAN FF VESPA, CONVERTS IT TO RC WITH THE OPTION OF IC OR ELECTRIC POWER. WITH THANKS TO COLIN SMITH FOR SUPPLYING THE PLAN AND GIVING PERMISSION TO PUBLISH IT

Simple in design and with minimal parts count the Vespa minibipe was introduced into the Veron kit range around 1963/64 as far as I can tell. The Cox Pee Wee .020 was becoming widely available in the U.K. around this time; the two products are a perfect complement. The original kit box artwork was genuinely

inspirational, depicting, as it did, a smiling young lad releasing his Vespa for an . .G. take off - thrilling stuff! Providing the model is assembled accurately it's almost a guaranteed flyer, which is both good and bad. The good bit is the thrill of the peaked-out Pee Wee pulling this stylish “space age biplane” in tight high speed upward spirals, the bad bit is the uncertainty of gauging the

amount of fuel in the Pee Wee's tank. Let's just say it's quite easy to lose this little plane.

RC Conversion

I've been mulling over an RC version of the Vespa for years; it could be a great fun model for small space flying. When considering the equipment installation it was important aesthetically for me

After nearly 60 years Mark Deans gives this Ebenezer style biplane by Phil Smith a make-over – build as RC with electric power or as originally intended FF and IC engine.

Mar has made an excellent ob hiding the C e uipment within the profile fuselage and has successfully own the conversion with both electric and Cox Pee ee 0 0. See September’s issue for suggestions on limiting the Cox’ run (glass beads) for use.

to keep the model as original looking as possible; this meant the RC should be discrete and unobtrusive. Also, to maximise flying opportunities wanted the model to be easily converted from glow to electric power.

ver the years 've grown rather peeved with tiny incompatible white C plugs attached to expensive, shortrange, unreliable micro- C gear with brittle wires and connectors, so these days m prepared to pay the weight penalty for a full range receiver with proper RC plugs, the 4g Hitec Minima lite with end plugs fits the bill here. ervos (New Power D-2, 2g digital servo with torque of 0.2 kg cm) are small, light, accurate, well made. This x setup is powered by a single 2 0mAh iPo. After much shu ing of components, along with structural considerations resulting from removing large chunks of the 16 balsa profile fuselage between the 1 2 ply doublers, the basic layout was established.

Construction was basically made up as went along, though considerable thought was given to the assembly sequence. ervos are located in the right side of the hollowed-out motor pod and are not accessible, it was particularly galling to discover one servo had developed a slipping pinion gear after the model was finished and painted necessitating surgery to replace the

servo. The left pod side is removable for access and battery connection. As can be seen in the photo the receiver slots into the fuselage top, the terminal block and x. plugs had to be filed down about 1mm and even then, it's a very tight squeeze.

Control runs are 0.5mm wire in tube in routed channels which were then covered over with balsa strips and sanded back. The undercarriage wire was epoxied into a slot between the

The graphics on the box for the Vespa entranced a young Mark Deans.

ply doublers and pinned with a 1.5mm carbon rod, this replaces the external plastic clamps nuts bolts of the kit model, saving weight and freeing up internal space. arious carbon rods were also used to restore structural integrity and secure a solid motor mounting. The pictures show how things worked out.

Finishing

No tissue covering on this one, so a quick once over with lightweight filler,

Use of micro-RC gear with normal connecters and careful removal and reinforcement of the 3/16” fuselage core was the ey to eeping the original lines of the espa. Servos mounted on the far side with the arms driving 0.5mm wire pushrods running in plastic tube.

An early advert for the Veron Vespa in December 1963 Model Aircraft.

FREE PLAN

sanded back and then build up the finish with Deluxe Materials Sand and Seal; 150 grade paper seemed to work well here when sanding back. Cheap acrylic lacquer spray paint from a supermarket and a matt clearcoat spray finished things off nicely, my scheme emulates the original kit model. Incidentally the finished weight for the Cox version is 158g. The electric is 162g. By comparison my 020 FF version weighs 145g.

Power Choice

The electric version uses a 2s 280mAh

iPo, the battery is held in place with a piece of red 'gaffer' tape replacing the left motor pod side cheek. A 6amp E C fits into the recess beneath it and feeds a 9g outrunner motor running a 5x3 prop. First flights showed a need for further downthrust and noseweight. This was achieved by making a motor stand off incorporating the extra downthrust. This has made some improvement but the model still flies with a strong nose up tendency. The free flight version is usually full power climb and 'glide' mode, trimmed left, which means it's

always turning off the stall. Gratifyingly the electric RC Vespa is certainly a fun model to fly and with direct control responses and a throttle to play with, it can be flown really close in, tight figure 8's look especially good. There is one rather alarming trait however, too much down elevator and the model will 'tuck under' suddenly and quite violently, the first time this happened caught me by surprise, disaster was narrowly avoided and the high-speed touch and go that resulted was completely unintentional; hilarious though!

Changing over to Cox power takes 10 minutes or so, easily accomplished at the field, just don't drop those mounting screws in the grass. Under Pee Wee power the Vespa can be kept low by maintaining tight banking turns, it will also perform loops, mmelmanns and barrelly rolls great fun! Alternatively, the

Mark regretted building the servos in to the structure when the pinion gear slipped on one. You may want to make both balsa cheeks removable for servicing.

A S 0mAh LiPo provides power for the x and Servos and is enough for up to 15 mins of ying.

The wire pushrods for elevator and rudder are hidden in tubes within the fuselage core exiting near to the control horns.

FREE PLAN

model can be held in the classic free flight spiral-climb pattern, after which the model can be flown back, RC Assist style. The motor can be set slightly rich and the model flown more 'sedately' with the Pee Wee slipping between two and four stroke, a wonderful sound that just makes me feel happy to be alive, although cleaning off the gunge after flights doesn't make me so happy! find can safely get 15 minutes C run time out of the 0 mAh x battery that works K for me. f course, the Cox exhaust note can be a cause for complaint when used in public places, since fly at a 'beauty spot' frequented by dog walkers and general public, electric power is way more appropriate with longer flight times a bonus (10 mins). recently spent a glorious sunny evening flying the E- espa and came away feeling totally rejuvenated by the experience. I came home with that sense of wellbeing that a great flying session leaves you with it seems like it's been a long time since felt that way, a poor performing model just doesn't do that.

f the many models 've built and

The undercarriage wires are hidden under the fuselage doublers to give a cleaner finish.

Mar recreated the original espa it box colour scheme on his latest build.

When the Vespa is electric powered Mark uses a 2s 280mAh LiPo hidden under some red tape on the ‘chee ’.

The April 19 4 AeroModeller review of the eron espa it was positive and showed their model with all silver finish and A roundels. The CofG is shown at about 2 /1 (5.5cm) bac on the top wing but this is too far bac for the C version. They sensibly suggested that the design could be adapted for cc beam mount engines such as the Dart by shortening the nose by ½” and cutting a ‘U’ out of the nose profile with the addition of bearers.

There is a lot of fun to be found in these classic designs as anyone attending the Pontefract etro event will testify.

Phil Smith’s son Colin indly made available photos of his father and eron models. I couldn’t find a photo of a espa but this is of Phil with his iconic early power model, the Stentorian.

flown over the years there are a few that stand the test of time and reckon this is one of them. Talking to other modellers it's clear that many others have had huge fun with the little espa over the years. n fact, it seems many people have had more than one example and that says something about its timeless appeal. Even now nearly 60 years on it still has a look that interests. This is my 4th espa minibipe and may not be the last.

This model was built in conjunction with another classic eron model from the pen of Phil mith, the C Bomb Bat

(see May 2022 AeroModeller), two very different designs never intended for C that have proved highly successful when converted. pdating classic designs is nothing new of course, but find them to be really satisfying projects. enjoy the challenge of making them work and seeing those wonderful pieces of aeromodelling history in the air provides a lot of satisfaction. hope this article provides a little inspiration to anyone predisposed to consider a similar project. Happy Flying. ■

This month’s plan was drawn by original Veron designer Phil Smith in 2000 as there was no full-size plan required in the kit. May 2022 AeroModeller had the Free Plan of the Phil Smith designed CL Bomb Bat ying wing which was also a successful C conversion.

Built to last Seen at ld arden, this is Lance Pedwell’s 50 year old espa powered by a Cox Pee Wee 020. The only recent addition by Lance was some 1/1 square straightening strips on the wing underside to remove some warps.

Frank Ellis

Elfin Designer & Manufacturer

Frank Ellis clarified a few production-related matters in his conversations with im Woodside. ne such issue was the often-repeated story that the somewhat odd 1. cc displacement of the Elfin arose simply because Frank found some steel tubing that was easily machined into cylinders

for an engine of that displacement. When asked about this, Frank confirmed that the 1. cylinders were indeed made from tubular steel, although that was the sole model built in this way - all others were machined from solid bar stock. However, Frank stated that the 1. cc displacement came about simply because an engine of that displacement

made to Frank's design struck the perfect balance between high power, compact si e and light weight. The tubular steel was used simply because it was suitable for making these cylindersit didn't dictate the bore.

n order to maximi e cleanliness, the engines were assembled and tested in a room which was quite separate from

Part2:ElfinEngines:AdrianDuncanwiththe helpof Jim Woodside completes the Aerolstory withthe later Elfin beam mount and ball race diesels

The later bean mount Elfin engines produced by ran Ellis of Aerol Engineering never uite captured the performance or success of the early radial mounted predecessors.

In Model Engine World August 1996 John Goodall featured this rare glow version of the Elfin .49 purchased from oland Scott in the mid 50’s. It was one of six experimental glow engines made by Aerol but on testing they found that the performance was no better than the diesel, so development was not continued.

The beam mounted Elfin plain bearing 1.49cc diesel was one of the first IC engines with radial ports and layout which has endured until today.

the actual manufacturing. After testing, they were cleaned in trichlorethylene (Frank shuddered in retrospect at the thought of the health implications!) and then packed. The week's production was delivered every Friday to primary distributor Davies-Benachi's nearby xford treet o ce, and a cheque would come straight back to cover the agreed wholesale value of the engines received. Davies-Benachi then distributed them to the various suppliers both at home and abroad.

The cases for the original radialmounted engines (2 cc, 1.8 cc and 2.49 cc) were gravity die-cast. Frank made these dies himself, but the actual castings were produced by a local engineering firm in iverpool from piston alloy obtained from the scrapyard. Frank was very pleased with those cases because they were both strong and extremely resistant to distortion. He had far more trouble with distortion when they switched to the far less substantial pressure die-cast cases used on the later beam-mount engines.

Frank put some of this down to the fact that they never quite settled upon

the right casting alloy for the pressure die-cast components. Contrary to popular belief, the fins on the later 249 PB cases were not put there to provide extra cooling but to increase the distortion resistance of the castings.

The Move to Beam Mount

Why did Frank switch in 1950 from the powerful and highly regarded gravity die-cast radial-mount 249 PB to the somewhat less powerful pressure diecast beam mount version? Basically, because demand was rising and they could make them faster! Frank wanted to take his time and get things right, but production and financial pressures didn't allow him that luxury.

The company contracted out the pressure die-castings, including the making of the dies, to a firm in Blackpool - Frank couldn't recall the name. Each new set of outsourced dies cost them around £500 before they ever saw a single casting. In retrospect, Frank reckoned that he should have stuck with the earlier designs and developments thereof, accepting lower production rates as a trade-off for higher quality.

Thanks to a series of notable

competition successes, the Elfin engines became quite popular during the first half of the 1950's, taxing the company's production capacity. Frank recalled production during their hey-day reaching 200 engines per week at times! During this period they had a workforce of as many as seven employees, who were on straight wages as opposed to piece-work rates. The 149 PB was their biggest seller. Rather than being on a fixed schedule, their production program fluctuated according to the state of the order book. They made the engines in batches of a given type, stopping only to change tooling when switching to a different model for the next batch.

Frank stated that he was very much in the model engine business because he enjoyed it, not because he had any delusions that it would make him rich! This enthusiasm led him to make a fair number of experimental prototypes along the way, including a 5 cc in-line twin which was unfortunately stolen from the factory. Frank had his own ideas about who was responsible but named no names! Where is it now..? He kept his eye on the quality issue, thus

remaining well aware of the effects of the company's equipment limitations. He would have liked to slow down, take more time over each engine and make them better, but the economics and practical considerations said otherwise. What they really needed was new

equipment to replace their well-worn WW2 surplus machine tooling. Frank reckoned with some justification, that if they'd got it the Elfin range would have survived far longer. At one point, Frank actually had a serious offer from New Zealand to move his entire operation

to that country - the Kiwis were even prepared to build him a new factory there! This move might have solved the equipment problem as well as providing Pepperell and Gordon Burford with some local competition, but it never came about because Frank's wife Queenie flatly refused to relocate!

Elfin 50

Nowhere was the aging equipment issue brought more starkly into relief than with the Elfin 50, Frank's smallest commercial design. This model was developed during 1951 at the suggestion of Colonel Davies of Davies-Benachi, who perhaps recalled Frank's earlier effort with his original 0.5 cc promotional model of 1946.

Frank recalled being extremely happy with the Elfin 50 (his most Arden-like effort) on performance test in prototype form. My own testing confirms that it was indeed a very lively performer. The engine was introduced in early 1952, but they quickly found that they couldn't make them in quantity to the required quality

The Elfin 1.49 was reviewed by L H Sparey in June 1950 AM with the plaudit, ‘This, I believe is the highest maximum speed/ power figure yet recorded for miniature diesel engines.’ August 1950 Model Aircraft also enthusiastically reviewed it (possibly Peter Chinn) and included this lovely cutaway drawing, together with the statement ‘once above 10,000 rpm the 1.49 was delivering well in excess of the power obtained with other Class 1 engines.’

Interesting advert placed by Davies, Benachi and Co in December 1950 AM for the two beam mount PB engines naming both Keil and Mercury as UK trade distributors.

standards - smaller engines require more exact tolerances, which their tired equipment simply couldn't maintain. An unacceptably high proportion of the engines that were produced were found to have flaws which made them un-

saleable.

It was clear that if the 50 was to be saved, new production equipment would have to be procured. Aerol Engineering was still in debt for their earlier factory expansion and the additional equipment which they had bought at the same time, so they were in no position themselves to finance the acquisition of new equipment. They therefore approached Davies-Benachi once more. Since the Elfin 50 had been developed at Colonel Davies' suggestion, he was naturally keen for its production to continue. He consequently agreed to back the financing of new equipment, which was duly ordered.

However, in one of those cruel twists of fate by which people's futures can be so greatly influenced, Colonel Davies unexpectedly died on May 5th, 1952the very day on which the new machinery arrived at Henry treet! Colonel Davies'

Perhaps the first public indication that the new .49 PB engine was not an improvement over the old (1949) radial mounted engine came in the Model Aircraft September 1951 review which directly compared the performance curves of the two engines.

partner in Davies-Benachi had no interest whatsoever in providing further backing to the Elfin venture, so Aerol Engineering found themselves at one fell swoop without a financial guarantor, leaving them with no recourse other than to send the new equipment straight back on the same truck. Frank's quote 40 years later: f Colonel Davies hadn't died when he did, that business (Aerol Engineering) would still be going today!"

The impact of Colonel Davies' death went even further than the loss of Aerol's financial backing - with Colonel Davies no longer in control, DaviesBenachi had no interest in continuing as Elfin distributors either. n fact, according to the records held today by the nternational Cotton Association in iverpool, the firm was quickly wound up after Colonel Davies' death.

Fortunately, Frank was able to make alternative arrangements. The overseas

The .49 cc PB (Plain Bearing) Elfin had fins on the bottom of the cran case to help prevent distortion, not for extra cooling.

HISTORY

distribution of the Elfin engines was taken up by ang verseas td. of George treet, iverpool, while E. Keil Co. became the Elfin distributors to the home market.

After this set-back, Frank saw no alternative other than to suspend production of the Elfin 50. He made it extremely clear in the interviews that this action was taken very reluctantly for no other reason than the fact that their equipment was too knackered to make it - an unacceptable proportion of the engines turned out to be too deeply flawed to sell! They only sold a few hundred of them in total, which explains the extreme rarity of original examples today. Frank would have liked to have made more - he reckoned that the engine would have sold really well if they could have kept making it. As it was, they never came close to recovering their investment in this engine.

Further Development

Colonel Davies' death left them still in debt for the factory and for their existing equipment, which they had no alternative other than to keep using. Frank carried on for a while, developing the highly original Elfin B series of reed-valve

engines in 1.49 cc, 1. cc and 2.49 cc displacements. However, for a number of reasons sales of these models fell below expectations. Frank recalled that with the exception of the original 149 B , the B models failed to achieve the anticipated levels of performance - he was expecting more, especially from the 249's. They were also unavoidably heavy and expensive by the standards of their day due to the twin ball races.

However, the real sticking point was the quality issue. Despite their best efforts, Frank and his colleagues found that they were unable to maintain production at an acceptable level of quality with their worn-out equipment. This had already led to the abandonment of the Elfin 50 as noted above, and as time went on it resulted in an increasing level of customer dissatisfaction in relation to the companys other products as well as an increasingly unmanageable accumulation of repair claims under warranty.

The End of Aerol n the end, they found themselves with no option other than to wind up the business, which they did in 195 , placing their final AeroModeller advertisement

The Elfin 50 was a return to radial mounting and showed its Arden in uence with underbelly tan .

The introductory advert for the Elfin 50 (priced at / ) was in January 195 AM but it was competing against the existing Allbon Dart priced at 5/ and ED Baby at 55/ . o maga ine reviews were published for the original Elfin 50.

The first of the solid loo ing ball raced Elfins were the 1.49 and 1. cc diesels advertised in ctober 1954 AeroModeller. They are idiosyncratic designs with the beam mounting lugs being further forward and exactly on the centre of the cran case (not the lower at on the centre line as with most beam engines).

Early version of Elfin 1. B .

In an early view Model Aircraft’s Peter Chinn commented on the possible US in uence on the clac /reed valve Elfin 1.49 B from the Cox 049 Thermal Hopper. By the time of the ebruary 1955 review the report is mostly good but some concern over engine weight and the variability of di erent engines’ performance.

in January of that year. They managed to liquidate the company without going into receivership, but had to sell everything to get clear. Frank made no mention of any residual involvement with AutoVaporizers of Lymm, Cheshire, who took over the Elfin range for a relatively short time before themselves disappearing from the model engine manufacturing scene in mid 1958.

Sadly, Frank dropped out of aeromodelling entirely for a while after the wind-up of Aerol Engineering - that event really gutted him, and he felt that a big part of his life had ended on a very sour note. He went to work for tis Elevator in a totally unrelated field and stayed there for 13 years, 6 months of which were spent in America. He had relocated to that country with the intention of remaining there, but his wife Queenie was unable to adjust to life in America and he soon ended up back in England, returning to the Liverpool area.

In later years, Frank did return to active aeromodelling, focusing on radio control models. He was still living in the Liverpool area in 2002 and still involved with modelling in his 94th year despite failing health and eyesight!

At the time of his conversations with Jim Woodside, Frank was disarmingly unaware of the renewed interest in the Aerol and Elfin engines being shown in the early 1990's - he had assumed that

AEROMODELLING HISTORY

they would have been long forgotten! He was particularly amazed at being shown one of the Chinese-made CS replicas of the original Elfin 249 radial model. He reckoned that they owed him royalties! Reportedly, he later became quite scathing regarding what he saw as the opportunism of those making

capital out of his designs. In my personal view, it would have been far better to simply view this situation as the high compliment which it undoubtedly was!

Viewed in hindsight, Frank Ellis emerges as one of the most innovative and influential British model engine designers of the late 1940s and early

1950s. His elegant and then-futuristic Aerol designs bore no resemblance whatever to anything that had ever appeared previously from any British manufacturer, pointing the way ahead instead of looking back over the shoulder. His various Elfin designs also showed an unusual ability to think “outside the box”, particularly the reed valve B models.

Frank Ellis died on February 18th, 200 , a month after his 94th birthday. We may all be grateful for the legacy that he left us in the form of the fine Elfin engines. Long may the famous "crackle" continue to be heard! ■

The Elfin 49 B had an introductory advert in April 1955 Model Aircraft.

Later M II versions of the ball raced Elfins. At top, the 149 can be recognised by reduced cylinder top fin height, while the 49 has slimmed cran case.

hhenJimoodsidevisitedranElliscirca1990 resurprisedhimwithinformationabouttheCS ieplicaoftheElfin49andthecontinuedinterest nhisengines

Sincerest Flattery

FREE FLIGHT SCALE

SCALE MATTERS

BILL DENNIS REPORTS ON THE RESCHEDULED BMFA NATIONALS FF SCALE CLASSES

NATIONALS

For decades we ran our FF scale Nationals at Barkston Heath and in retrospect I think some of us may not have appreciated how lucky we were. Yes, there were occasional frustrations

because realistically, we were somewhat out of place in what was an increasingly tents-and-ropes event. Some did not like the fact that we were limited to flying in the evening, but that was when the wind dropped and we had some fantastic

sessions.

Now that Barkston is (temporarily?) unavailable to us, an alternative is needed. Buckminster is totally unsuitable, no matter how small your model is, so the organisers wisely

Judges Gareth Tilston and Chris Allen confer over something on Chris Brainwood’s Hawker Tomtit.

arranged for us to use uffenham. t is not perfect there is no tarmac for G and it is a bit rough and ready but the grass is often long sometimes too long and the air reasonably smooth. And it is big and flat.

The competitions went well from the competitors point of view, although we soon realised we should have brought a few chuckabout models to fly in the morning while static judging was taking place. Certainly at this point the small group of sport flyers were having more fun than we were! The reduction in qualifying time made no difference to the results but it does mean that most people went home having succeeded, and hopefully were encouraged to come back. flew in all three main classes so it was a rather hectic.

CO2/ELECTRIC nly three entries, and one of those (mine) was only thrown back together to make up the numbers. t is a pity this class is struggling (as it is indoors too) because it has so much to offer. Compared with C and rubber, an electric model performs the most realistically with its facility to control power throughout the flight. The drawback is that if you know nothing about electrics, there is a lot to learn and stuff to acquire in the way of chargers, batteries, testers etc the list can seem endless. My electric Caproni has been very successful but would have had no chance without the advice of Gareth Tilston on putting my system together. The alternative of C 2 similarly has no real future outdoors we fondly remember the Telcos we used years ago but the reality kicks in when you are contending with hisses and bangs and clouds of ice particles. t is a niche activity for enthusiasts as far as competition outdoors goes.

The entries could not have been more varied, showing that anything can work with electric. t is easy to hide the motor in a rotary or radial engine and a wayward CG is easily remedied by moving the battery around. Twins are no problem to fly once the systems are sorted out, and electric EDF is the only way to fly a jet. The jet in question here was van Taylors F16, built to replace the one stolen bi arrely from the hedge at ld Warden. t still needs some thrustline

our columnist entered all three classes. This approach can wor successfully as long as no significant running repairs are needed, and retrievals are local!

Ivan Taylor’s 1 was a little o trim. The involved shapes presumably got a high complexity score compared to the two biplanes it was up against.

Mi e Smith won C /electric with his Handley Page /400. Mi e had a very busy day, entering three classes while udging and organising the event. (Photo by Chris Brainwood)

FREE FLIGHT SCALE

adjustment to the vanes and flights were terminated when it speared into the ground from some height, thankfully with little damage. The Caproni, being a converted indoor rubber model, is very light and pottered around at a realistic

speed but the winner was Mike miths HP 400 which was on form here.

RUBBER Again we had a wide variety of subjects, the oldest being Pete Fardells Bleriot

Pete ardell’s Bleriot coped well in the bree e and an excellent final ight gave it a well deserved third place in ubber. The finish in tracolour enamel linen is very realistic.

Ivan Taylor’s Spitfire has an undercarriage for static udging. The rules preclude bits being removed for ying so the wheels can be retracted.

which impressed on its last flight. Pete had stopped flying but on a whim made one last flight , which paid off for third place. At the other end of the scale was van Taylors pitfire 22. vans big models always draw attention with their purposeful flight patterns at realistic speed. The Model Flyer trophy was won by my now-aged ungmann which has the perfect proportions for rubber. t is no lightweight and so does not react to every slight movement of the air in flight.

POWER

The K and the Antipodes are the only places where diesel-powered scale models retain a following and again, this class had the highest entry. The models here were mostly the traditional biplane types because such models are favoured, not by the rules, but by the laws of physics. However, now that gyros are allowed we see the appearance of low-wingers like the Mitsubishi Claude flying with perfect stability despite the conditions. The winner was Mike miths DH4 which had survived an earlier lowlevel trip through a plantation of bushes. The most memorable flight was the Claude which rode a strong thermal to di ying height before landing safely in the field. Andrew Hewitts big Fokker E has ero dihedral and tiny tail surfaces and while flights looked good initially, things eventually deteriorated. The weight of my E has got to the point where the power of the Mills 1. always marginal is no longer adequate and will be replaced by a PAW 149.

INTERMEDIATE

The ntermediate class attracted four entries. t did not take people away from the pen classes so why not it gave people the chance to do more flying.

nly one flyer took part specifically in just this class and that was Martin Pike with his ABC obin from the Eddie iding design.

t was a successful and enjoyable meeting and the turnout was good under the circumstances. omething Andrew Hewitt said reminded me of my first sighting of a FF scale competition in 196 , with Terry Manleys Bristol Fighter performing a touch and go on a hangar roof before landing back at his feet did not think to myself t looks fun but can never do that. just wanted to join

Mike Stuart’s unusual rubber Fleetster. This is probably the ideal size for an outdoor rubber competition model.

Ivan Taylor runs up the Mills 1.3 in his Mitsubishi Claude. The use of a gyro on one aileron gave the model perfect stability and a steady ight pattern. A monster thermal too it way up but luc ily it did not travel far and was easily retrieved.

FREE FLIGHT SCALE

in, so I did. I was met with nothing but encouragement and have been doing it now for nearly 60 years. Over that time, the numbers taking part has fluctuated but generally stayed remarkably constant. Nevertheless, we always need,

and welcome, more. There is a full range of events available to suit all tastes so have a go.

Thanks go to all the people who worked very hard to make it a success.

Mike Smith of the BMFA Scale Tech

Committee has an email newsletter for all who are interested in FF Scale. Contact him on michaeldocsmith@gmail.com to be added to the distribution. ■

Very neat detail on Mike Smith’s winning DH4. (Photo by Chris Brainwood)Another view of the Superscale-winning DH4. (Photo by Chris Brainwood)

Andrew Hewitt launches his Fokker EIV. The tiny tail surfaces and lack of dihedral were problematic in the breeze.

BRITISH NATIONALS OLIVER COMBAT COMPETITION

As yet another year goes by without the traditional Nationals where all disciplines, RC, CL and Free Flight, take place at its normal location at RAF Barkston Heath, CL Combat classes were rescheduled at Buckminster over three days: Tuesday to Thursday, 23rd to 25th August.

liver Combat was the first event to be held on the Tuesday. Weather conditions were pretty much perfect, warm conditions with minimal wind. The Combat circles were moved from their

normal position adjacent to the campsite as the CL Stunt was being held there, and placed instead on the main grass runway.

There was a healthy entry of 18 competitors. This enabled just a single circle to be used for Oliver with F2D running in a second circle at the same time. (Coverage of Nationals F2D next month along with Vintage Combat.)

First Round First bout up was Lionel Smith v Richard Herbert. ionel is always tough to fly

against, but Richard came through unscathed to go into the second round. eteran Dave Wood then flew against Chris Fisher. Chris being a bit younger than Dave, was able to move around the circle a bit quicker, the end result being a win for Chris. Willie Wallace, entering a comp for the first time this year went down to the wily Frank Marshall. Another veteran, Moggs Morris (Kit Kats always appreciated Moggs!) flew against Roger Fisher. Roger gaining the win this time. ECA flyer imon The Whippet Miller then flew against Denis (Nosher)

The CL Nationals were held mid-week during August at the BMFA National Centre. A concentrating Lionel Smith launches an Oliver Combat model.

DENIS MURPHY REPORTS FROM BMFA BUCKMINSTER

Murphy, winning by a cut and ground time. Next bout saw Peter Harvey up against combat legend Richard Evans. Peter made a good showing, but Richard was able to progress to the next round quite comfortably. Not the draw you want first round! ichards outh Bristol teammate an Perkins then flew and won against ichard Berry. n the next bout, ohn Basher eggott proved too strong against another outh Bristol flyer Nick towe. To complete the first round, ion Burns, over from pain and also competing in the Team ace competition, flew against ichard The hoe titson. ichard coming out on top.

Losers’ Round

The osers round enables those that lost their first round bouts to have a second bite of the Cherry, the opportunity to progress to round two and also ensure they have at least two flights is the competition. ionel mith v Dave Wood saw ionels control of the circle too much for Dave and so he progressed to round two. think we will see Dave go further in competitions, the more events that he enters. Willie Wallace flew well against a Kit Kat fuelled Moggs Morris, but Moggs experience paid off to see him in the next round. Peter Harvey v

Denis Nosher Murphy was a nip and tuck affair going right to the wire, Nosher just edging the win. As ion Burns had taken the decision to concentrate on his Team ace flying, his bout against Nick towe was a walkover. Nick going forward to round two.

Second Round

First bout was an Perkins ( outh Bristol) v imon Whippet' Miller ( ECA). A fairly even bout, Ian hitting the ground hard destroying his outboard wing resulted in a win for imon, racing ahead to the quarter Finals. ionel mith v Nick towe again saw ionel commanding the circle over an ever-improving Nick to win the bout. Possibly the most eagerly awaited bout of the second round was that of Chris Fisher v ichard The egend Evans. Two contrasting styles and a big age gap! Chris moving around the circle like a ga elle, flying low inverted with a bit of F2D influence, against the more traditional handle-to-handle style of Richard. At one cut each, there was a minor mid air collision and Chris managed to get his model in the air before Richard resulting in a win for the young pretender. ohn Basher eggott v ichard The hoe titson saw a win for ichard. The other ichard H H Herbert completed the round with a

Lionel Smith (left) was beaten by Richard Herbert during the first round of liver Combat.

Roger Fisher launches for son Chris Fisher who was ying against Dave ood in the first round.

ne for Page A sartorially challenged ichard Berry (right) prepares the streamer on the model held by John Leggott.

Tony rost (left) and Mic Lewis prepare ichard Evans’ model for his bout with Peter Harvey (blac shirt).

fairly routine win over Frank Marshall. For reasons of the draw, Moggs Morris, Roger Fisher and Denis ‘Nosher’ Murphy were all given a Bye to the Quarter Final.

Quarter Final

Getting near the business end of the competition, the last eight flyers battle it out for a place in the last four. Lionel mith v imon Miller was first up imon had been flying very e ciently in the early rounds, as had Lionel. On this occasion Lionel just had that little bit extra and was the first flyer through to the Semi Finals. Chris Fisher v Richard ‘The Shoe’ Stitson saw damage to Richard’s elevator, resulting in a win for Fisher ‘The Younger’. Richard Herbert, a multi winner of this event, saw off the challenge of Moggs Morris who probably ate one Kit Kat too many! Final bout was that of Roger Fisher v Denis ‘Nosher’

Murphy. After a couple of minutes of chasing, Nosher had a fairly light hitting the ground moment but resulted in a breaking K12/15 crankshaft! Bout over, a win for Roger.

Semi Finals

Two emi Finals ionel mith v Chris Fisher, and Richard Herbert v Roger Fisher. Could it be an all Fisher family Final? Lionel v Chris served up a fairly feisty bout with no quarter given, Lionel standing his ground as Chris danced around the circle. As time was called to end the bout, Chris was declared the winner and first into the Final.

ichard Herbert, flying in yet another Semi Final, was up against seasoned campaigner Roger Fisher. All was even until a line tangle ensued, Richard taking all of Roger’s streamer by accident. The speed difference of an liver model with

Sion Burns (left) over from Spain and competing in Team Race as well as Combat against Richard Stitson.

Get Away! Lionel Smith, Richard Herbert and Simon Miller do the honours…

Tony Frost launches the model for Nick Stowe as Ian Perkins releases the streamer for the bout against Lionel Smith of ‘Feltham Up’ team.

Roger Fisher launches as Simon Miller releases the streamer for son Chris Fisher’s eagerly awaited bout with Richard Evans seen sporting an Oliver T-shirt.

The Concentration shows on Richard Stitson’s face (right) in his bout against Chris Fisher.

The elevator on Richard Stitson’s model fractured near the control horn resulting in a win for Chris Fisher.

Richard Herbert (left) won against Moggs Morris in the Quarter Final.

A broken crankshaft on Denis Murphy K12/15 put an end to his Quarter Final.

and without a streamer is significant. Roger made most of the advantage and took his time to take two cuts to win resulting in a Father- on final for the Fisher family.

n l l

Fly off for third and Fourth place saw ichard Herbert fly against ionel mith. ichard won for third place, but not the top spot he was hoping for.

The Final o to the business end of the day. Father Roger ‘The Saint’ Fisher against son Chris. As often happens in finals, after

some great flying during the competition, the Final turns out to be something of an anti-climax. adly this was the case. After about a minute or so of the bout there was a big mid-air collision with both models damaged. Chris managed to launch and fly some laps, hence winning on ground time. A Win is a Win as they say. Well done to both competitors.

And Finally

Firstly thanks to the CFA Committee (Combat Flyers Association www. combatflyers.co.uk) for their hard work in setting up the circles and administration

of the event, to the Centre Marshalls and corers who worked tirelessly throughout the day. Thanks also to all competitors for taking part and showing great skills and sportsmanship.

utside of a full-blown Nationals where all disciplines take part, this was a great competition. The venue at Buckminster was excellent with great facilities, the weather was good and it was nice to see all of the other C disciplines in action. f the Power Nationals are not held at a central location like AF Barkston Heath in the future, this is definitely the right venue to hold a C only National Championships. ■

Both models were damaged in the Final bout but Chris Fisher (with red model) and pitman Simon Miller managed to get ying again. Dad oger (yellow model), with pitmen Moggs Morris and ichard Herbert, had to settle for second place.

Who would be the Fisher King? Son Chris (left) and father oger early in the inal.

oger isher congratulates son Chris.

South Bristol MAC Combat Team from left, Tony rost, ichard Evans, ic Stowe, Mic Lewis, Ian Per ins, Eli Per ins, Denis ‘ osher’ Murphy and Stewey Spar es.

BMFA CL AEROBATICS

You could argue (not again?!) that the unpredictable weather we endure here in Dear Ol' Blighty is absolutely linked to our character - we talk about it, ruminate on it - we obsess over it, we even amuse ourselves with pastimes that rely on the weather being 'just so' and complain about it, when the conditions are untenable!

This year’s Control Line Nationals

held at the National Flying Centre Buckminster sported all seasons within the space of 3 days; I was applying sunscreen, numerous changes of attire, outerwear and underwear, hats and coats, covering and uncovering parts that other beers just can't reach!

I believe the British are well versed in coping with such variables, just as we have had to cope with the change of venue and dates again this year for our National Competitions. It's not ideal, but

it's the best we could do; "Keep Calm and Carry On" a well-worn phrase but said with good reason and humour I feel - especially in light of recent events. Manny and his team provide a world class venue at the National Flying Centre from which think we all benefit from in our own way; casting an eye over the site, picking out a particular exhaust note, catching a familiar smell of burnt diesel and methanol, just being amongst the buzz of activity over the 4 days - I

STEVE WHITE COMPETED AT AND REPORTS ON THE NATS AEROBATICS RESCHEDULED TO BUCKMINSTER ON 23-25 AUGUST 2022.

felt lucky to have witnessed it. With the Speed contingent battling it out at Barton, we witnessed Control Line Team Race, Combat and Aerobatics, all at one venue - yes please!

For our part, the Control Line Stunt Nationals were well supported in spite of the mid-week dates a field of 16 entrants in F2B, 6 pilots in both Classic and intage and for the first time in a few years, we were able to hold a Clubman Class competition (previously named

Class 2). I dearly hope this is the sign of things to come with the encouragement of budding stunt pilots to try their hand at some more gentle manoeuvres in competition and get a taste for control line precision aerobatics. As with most disciplines in all aeromodelling, the search for more participants is never ending - control line stunt flying is no different. t all takes time and effort to support the initiatives; volunteers and infrastructure keep our pastime

alive - and bravo to those who make it all happen and continue to look for new ways to keep it all going, more information can be found at CLAPA www.clapa.org

Early Rounds

So, the week’s weather began well, I was lucky enough to bag some practice flights the day before competition started - beautiful conditions, light breezes and warm sunshine, perfect - however, a keen eye was kept on the weather via various apps on my phone - (Netweather Radar and XCWeather being my favourites), things were not looking ideal at all. I took the opportunity to prepare my windy weather settings and settle in for the night in my tent - it was great to be amongst the laughing and convivial sounds of the campsite at Buckminster, a real comfort to hear in these uncertain times.

Day one, and the show is under way - Alan Watson once again at the helm with his team, making sure that the competitions all ran seamlessly, the scores ably collected and collated by our judges and scorers; thank you to you all. The temperate, British summer climate was certainly providing a wide range of changeable conditions worthy of any reach into a lucky dip at the funfair, each flight for each pilot seemingly differing in some way - tan lines on your sandaled feet in the morning, reaching for your coat in the afternoon - the bonkers British barometer working overtime! ver the first two days the F2B qualifying was completed along with the Classic and the Vintage competitions, (told you he was good that Mr Watson!),

Alan Husband with his soon to be dis-assembled beautiful model (aeromodelling can be so cruel at times, can't it?), 'Tucker Special' from a Belair kit with Alan Watson CD of the Stunt NATS - I love capturing snippets like this - obvious enthusiasm, engagement and enjoyment, perfect!

Merv Jones, making like an Egyptian - ‘The Bangles’ would wholeheartedly approve Stunt ying can get pretty intense, it often shows in our faces and in our body language - at times just as much is going on in the centre as on the hemisphere.

Mark Williams imparting some advice to Peter Deane on handles, an often overlooked but essential component in precision control line aerobatics, the Leicestershire countryside providing a beautiful backdrop.

Roy Cherry in persuasive mode ‘coaxing’ his George Aldridge designed Nobler into life - long time ying partner Barry obinson providing support as always.

the F2B competition proving to be a closely fought affair again, the top 10 pilots securing their places in the fly off in ever worsening conditions, but with Barry Robinson leading the way into the fly off. The Classic competition was as entertaining as ever, some superbly built examples of designs not too long passed, still serving up a decent pattern when a skilled pilot is at the handle; taking top spot this year was Mervyn Jones - his Genesis leading the way at the top of the field, oy Cherry not far behind with his superb Nobler. n intage, it was just as tightly fought in the rounds - with its own challenges and unique pattern to follow, the intage class is a real treat to watch Mr Cherry

I told you it got hectic on the inside of the circle too Barry obinson in full ight, carving out another tight schedule.

this time usurping the competition to take the number one spot in a welldeserved victory.

Earlier in the day we had the pleasure of hosting the first Clubman Class competition for a few years, the original field of 4 entrants was curtailed to 2 by some bad luck on Alan Husband's part with his beautifully turned-out Tucker pecial and Dave obson with his Nobler suffering some tank issues. Those left standing - Con pinks and an Hewitt - battled it out in the everincreasing wind to see the competition revived once again, an taking victory with some consistently great flying over the rounds. t would be good to see the permanent return of this competition

The living leg end that is Dave Mar uis Seen here with his ‘I ea’ version of the KA10, complete with de mountable outer wing using you’ve got it, an I ea furniture fixing love it to our skies, it's all there for the taking the judges, expert advice from existing pilots, the facilities - even the loan of a number of C APA sponsored aircraft to encourage you to join in - what have you got to lose?

Weather Turned…

The weather by now had well and truly had enough of dithering about, deciding to settle on a strong warm, West- outh-

Malcolm Ross spreading his wings by competing in the F2B aerobatics class.

len Alison showing the engine in his Thunderbird who is the boss

A windswept Mervyn Jones loo ing happy with himself and his model (the Bob Hunt design enesis), and he has every right too as well, eventual Classic winner at this year’s Nats.

Stevie oster not on his way to loucester, and certainly more than a shower of rain Dave Mar uis about to release Stevie’s beautiful own built Shar model into the pouring rain in the last round.

Westerly wind, the windsock parallel to the ground, the leaves were on their backs - and if I hadn't had my big boots on I would have been too. It was "blowin' a hooley"! Most of us, it appeared, decided that it was probably best to sit out the last round of the F2B qualifying and rely on the first two rounds to qualify. This was further compounded by the sight of Mr Jones valiantly entering the fray with his Thundergazer to put a schedule in, testing the strength of his lines, his Brylcreem and his… anyway, it was really quite windy and that was enough of that! Tomorrow was another day - the fly off.

Now, I like to think of myself as a pretty upbeat kind of chap, with a positive outlook - but waking up to the sound of pelting rain on the tent at 06:20 accompanied by a brisk, cold wind from the North on a competition day? Dang it, the Nats were back! Nothing else for it; fire up the pans lads, plenty of tea and porridge, all the extra clothing I could find squirreled away in those crevices in the boot of the car for those "you never know" special occasions - all 3 pairs of shorts, 2 coats and a freebie set of gloves and hat from a petrol station when filled up 2 ambulances and my rapid response car on a night shift (don't tell them!), in 2008. I was good to go!

The rain, mercifully held off for one round and most of the next - however, the clouds were circling and rolling over the hills, building all the while - as the second round was under way - Stevie Foster, ohn Ash and tevie mith flew in what can only be described as, well - that setting they have in posh showers

in swanky hotels - the downpour setting from the really big shower head - yep, that one. I know, I was there - by the time Stevie had reached the handle I was drenched just holding his aeroplane, it was the rain that was now reaching those afore mentioned parts that other beers couldn't reach - even through 3 pairs of shorts! Enough was enough.

With only 4 pilots left to fly - we held out in the hope that somehow, by some meteorological miracle - we might be able to complete the competition. In the spirit of true Britisher's, we repaired to the tearoom, a much-needed

refreshment courtesy of the facilities at Buckminster gave succour to our sodden souls and it wasn't too long before it looked as if we might just be in luck. The rain gave way to a positively gentle dri le, the covers were off and we were back in business. Much like a scene from Benny Hill, we all hastily trouped back to the field, focused on the job in hand, got in the right brain space, walked the lines and, the round was completed - the 2022 NATS were done.

It was all down to the judges and the scorers.

lying and udging continued for the B y o except for the very worst of the weather.

Ian Hewitt piloting his lovely Jameson Special to eventual top spot in Clubman Class this year - well done Ian!

Angela Williams and Helen Jones grafting hard at the scores under the well-appointed shelter, Glen Alison and CD Alan Watson possibly pondering on why they aren't joining them under said shelter after the weather took a turn for the worst…

Prizegiving

The wonderful backdrop of the BMFA Centenary display at the Goldsmith Hangar was a fitting end to the competition, a heap of history of our dearly beloved hobby all under one roof - and on our part, a number of the people responsible for the exhibits and

achievements on display were there too; quite a thought. I felt particularly honoured to have won the Gold Medal this year, the sense of history and pride engendered by the surroundings and the people present; thank you all.

So next year then - who knows, where will we be dear reader - Barkston Heath?

Buckminster? As long as we're all still flying, still doing what we do and making history happen - that can't be too bad a thing can it?

More British Control Line Nationals coverage next month in AeroModeller. ■

Article author Steve White was winner of

Steve!

Tail End Charlie

Another pot pourri of aeromodelling miscellany…

At Last, The BMFA Rookie!

Regular readers will remember that I posted a very enthusiastic review of the Aviation Toys Rookie capacitor powered model. The brainchild of the excellent designer Vincent Merljin. Since then I have lobbied those few senior members of the BMFA I meet to adopt this as their introductory powered model. So you can imagine how delighted I was to see Keith Lomax selling them on the BMFA stand at Old Warden, resplendent in their new BMFA livery. He told me that they were selling really well. Buy some today for your kids AND a couple more for yourself. Website shop.bmfa.org

Smooth as Silk

Sometimes old techniques disappear as no one writes them down; luckily Al Robinson has shared the “secret” of silk covering -

“Lightweight Esaki silk is obscenely expensive now and, it’s rapidly becoming "unobtanium" so I need a technique that works every time.

…. here is simple process for silk covering to keep the

weave parallel and smooth so you don't drive yourself crazy. Predope and sand the structure as usual, cut the silk over size, tack one edge down at the start or for a wing, in the middle with 50/50 dope/ Ambroid (in this case, put silk spanwise with the tack glued centre section on centre line for the first part.)

Then I mix up either Ambroid (expensive) or thinned aircraft "Poly Tac" (great for an adhesive), but dope has to have something; straight dope doesn't grab hard enough for silk.

Install the silk "damp". First, tack the silk on just at the starting edge, in this case, a small glue line chord-wise on centre section centreline and when it tacks up, flip the silk towards the opposite side tip and place a small towel on the part.

Flip the silk back over the towel, dampen the silk well using a trigger sprayer and water. After it's wet enough to take the packaging fold creases out, slide the towel straight out towards the wing tip from under the silk and presto... It lies flat and the weave is perfectly straight. Screw it up? Redampen and

try again!

The friction of the towel pulling straight out against the damp silk is what makes it happen works perfect every time and it's simple.

Tack glue around the edges and smooth the silk out around the wing tips. Do not dope the entire centre-section yet, wait until it's all installed and the water has dried (note; no dope on the wing ribs.)

Damp silk does great on compound curves like the wingtips, way easier than tissue or plastic film and it brings a new meaning to the phrase "Idiot Proof" which works well for me! When dry do the opposite side.

Then, trim with a NEW knife blade. Use another new one on the other side after it's covered. The blades dull very quickly on silk and hitting a snag with a dull blade can screw up the job! (No scissors). Sand edges gently if they are rough, wet with cut dope and smooth down with a finger, then do the other side of the wing the same way.

Finishing and first coat use your favourite dope method; the (1) meniscus or (2) brushing upside down techniques work well. I use about 50/50 or

75/25 cut dope depending on the weather. The biggie is to fill the weave but if it does fall thru the silk just hold it upside down and brush it out with straight thinner on the brush, it's not the end of the world.

Get a couple of coats on that day to get the silk to flight tension and later on, it will take at least 4 coats or so to fill the weave, use fewer coats for rubber models, more for glow and more in the exhaust area for diesel. Adjust the dope mix for humidity and don't get carried away with the retarder. Isobutyl alcohol makes the dope brittle with age so get the humidity down so you don't need much to control blushing and then it will last.

Cool dry weather is best; not hot.

There is a Zen like appeal for sun shining thru clear doped silk it's something I find really attractive and special. I have several models over 25 years old and the silk is holding up fine. Store them in a cool place and out of the sun.”

So there it is! Write to me Chris Ottewell via the editorial o ce or chrisottewell@anworld.com

By Chris O ewell

1: A Rookie with the BMFA Centenary logo is now available in the UK for £17. 2: Keith Lomax can supply you with a Rookie from the BMFA stand at events or go to the

website

shop.

ood

sil for covering is getting harder to find. 4: John Ashby is now owner of David Boddington’s lightweight Tomboy Senior covered with slightly open weave silk over clear Mylar which helps to air-proof without overdoping.