Letters To The Editor
Duxford
Here I am again, taking you to task for deplorable identification of old aircraft. In your article about Duxford in the September issue, the caption for the top left of page 94 is mildly incorrect and misleading. The B.E.2c did not reach the front until January 25, 1915, not 1914 as stated. I believe that the stated range with a 200-lb. bomb load is more than a bit optimistic. The B.E.2c had an endurance of about 3-1/4 hours, so a one-way trip of 250 miles would require a speed of 77 mph. The top speed of the B.E.2c is usually quoted as 72 mph. It might also be noted that with this bomb load it had to be flown solo.
The aircraft in the middle of the picture below that of the B.E.2c is an Airspeed Oxford, not an Avro Anson. The Anson's vertical tail is much more rounded on top, and the fabric-covered fuselage has pronounced stringers as well as a large, continuous window running down the side, ending about even with the wing trailing edge. There is an Anson at Duxford, but it does not appear in any of the pictures.
The real clanger is at the top right of page 94: "single-seat F.E.8 reconnaissance bomber," forsooth! That's a two-seat R.E.8 observation plane—the "Harry Tate." They did take part in bombing raids, mainly at night, but their primary tasks were artillery spotting and aerial photography. The "one of only two to have survived the battles over the Western Front" is a ludicrous bit of purple prose. Whole squadrons of R.E.8s were in action right up to the Armistice; what did survive peace? After the war was over, they were scrapped. The F.E.8 was a single-seat fighter, a pusher on the D.H.2 pattern. They were not all lost over the front either; they were scrapped after service in the training squadrons to which they were assigned after withdrawal from the front in July 1916. There's an F.E.8 at Duxford, a reproduction rather than an original.
A few more small nits to pick: the Vulcan's designation is better rendered B.2. There is no F4U-8 at Duxford because the line ended at F4U-7. I have seen F4U Royal Navy markings; I have seen -7 in French Navy markings.
Now two small bits of information and a piece of advice, and I'll get off your back. The P-63 on page 96 crashed in France on a ferry flight, killing its pilot John Larcombe. The Hurricane on page 95 is flying. It was at the Fighter Classic air display on July 8, and I photographed it there.
Now the advice: If you are not a total Californian, I have an easier (and quicker with less expense) way to get to Duxford by public transport. By all means take the train from Liverpool St. station, but get off at Whittlesford. Walk straight up Station Rd. and keep going. In 25 minutes you will arrive at the airfield gate. I'm 58 years old (not a physical fitness nut) and I did it on a sunny July morning while lugging over 20 lb. of camera gear.
Sorry to keep picking at you the way I do, but old airplanes are my favorites, and I like to see them given their due.
Charles V. O'Donnell Bloomington, IL
Hey! Beginners need more help!
I have been a member of the AMA for about three years and read your magazine every month. It seems to me that it is written for the advanced flier.
I would like to see more articles for the beginner, such as building and balancing the plane. Also, there are many planes sold as trainers that do not qualify in that category at all. Buyer, beware!
I am unable to join a club, as I will be leaving this area to go where no clubs will be nearby.
I would like to see at least 12 articles a year for the inexperienced beginner. The problem that most beginners have is getting the incidence of the wing in proper relationship to the tail so the plane will fly properly. The experienced flier does this automatically, but the beginner has many problems and crashes not recognizing the problems he may have.
I think articles of this nature would not only benefit the beginner but would also help the AMA and your magazine.
From a flier who is fair on takeoff, poor at flying, and those landings are something else!
W. B. Hern Riverside, CA
Editor’s note: W. B. Hern will be pleased to know that the top levels of the AMA are becoming more sensitive to this problem—especially as we anticipate a great many newcomers on the scene as the rest of the 50 RC channels open up in 1991. The publisher and editorial staff of this magazine expect to begin making progressive changes in the direction of the magazine. Keep your eye on Model Aviation in the coming months!
Wanted: A full-size Curtiss Hawk P-6E
I am enclosing a couple of photos of my model Curtiss Hawk P-6E. It was built from a Royal kit and spans 63 in. Covering is Coverite. The engine is an Enya .80 four-stroke, but I have never tried to fly it. Barbie's friend (Barbie Doll—Ed.) Ken makes a perfect-size pilot but is not shown in the photo.
The main reason I'm writing is to ask if there are any full-size P-6Es still existing? And, if so, where? I have never seen an actual photo of a full-size P-6E. Can you, or another MA reader, provide some information? The P-6E has always been my favorite airplane. Thank you.
Frank Anglin 10270 W. Greenleaf Ter. Tigard, OR 97224
The 1/4 Stuka Stunt—and More!
I am writing to congratulate you (and Barry Baxter) on that fine, fine article on the Stuka Stunt (September 1990 issue). Barry is certainly right about many of the 1/4-scale plane kits—both plans and kits being worthless. As kids, many of us assumed that the kits being peddled by some big-name manufacturers and designed/endorsed by big-name modelers must be OK. By the time most of us had figured out that these kits were really lousy it was too late. They already had our money.
We also found that one of the very popular ready-to-fly plastic trainers was badly in need of some wing-to-fuselage weight or of the rudder to counteract the weight and drag of the control lines and the engine torque.
It's a real shame that a really good 1/4-scale stunt plane (control line) is not being produced in this country—I have seen more elaborate examples of this problem for 35 years.
To the real point of this letter: I am going to build one of the 1/4-scale planes that I need to do the 1/4 Stuka Stunt and also buy some plans. Barry's article was great, but I would like some more info, since I have been "stuck" in RC since 1976. The plane looks really good, especially the wing. On the other hand, I hate to hollow out those fuselage blocks! Here's what I need to know:
- The article mentions 35-ft. control lines. Can you tell me if these are stranded .008 in., or what? If they are special in some way, where can I get some?
- I would like to know what kind of fuel is used. It is probably critical, and the exact nitro content (and maybe a suggested manufacturer) needs to be known.
- Do you recommend engine offset?
- Do you use a certain 1/2A handle—do you know where to buy one?
- If no special handle is needed, what is the approximate line spacing at the handle?
- Do you recommend a good hinging system? Is it OK to use 1/2-in. rayon bias tape and Ambroid glue? That would seem to be kind of heavy.
- Do you know who is the manufacturer (and perhaps his part number) of that bell-crank?
- What cleaning (solvent) material is used on the engine? You are absolutely right! After that castor-oil "gum" sets up, it may be several flights before the fresh fuel dissolves the gunk and allows the engine to run OK again. Thanks for all this info. I knew that the engine was gumming up—but not that the needle valve spray bar was the main problem area.
- It would have been most helpful to know the part number on that Paul K. Guillow Stuka canopy (and the company's address, as well).
- Does anyone advise on a good way to gouge out the interior of balsa blocks? I always mess it up.
I really appreciate reading a great article like the one by Mr. Baxter. It is a pleasure to also hear from another modeler who is perhaps tired of some of the trash ... from certain manufacturers.
I realize that this long "windy" letter is, perhaps, asking for too many facts. Any help here that you can offer will be appreciated.
I think Model Aviation is the best magazine around, by far!
Sincere thanks, Bob Cory 814 Pleasant Ln. New Martinsville, WV 26155
P.S. It seems that the printing of MA has recently become prone to smear, smudge, and become unreadable after a little handling. Do you know if a new type of ink is being used? (Ans.: I don't know, but will look into it—RMcM.)
By the way, it appears on the Stuka plans that a split-type elevator will be needed on this plane, since the cutout hole shown (that allows the elevator coupler shaft to pass under the fin) is too small for the entire elevator to fit through. Right? —RMcM.
Editor (R. McMullen): That's too much for me to try to answer here, although I'm a veteran CL flier (going back to about 1946). I'd like to put in a good word for one of the really great ready-to-fly—or maybe you'd have to call it an ARF—1/2A CL planes of the late Forties: Jim Walker's Firebaby. It was the first 1/2A CL kit plane that I know of that really flew. I even tried Jim Walker's great fly-two-at-once trick with a pair of OK Cub .049-powered Firebabies and lasted several laps before the inevitable happened! That plane, even with the relatively low power of the OK Cub, needed only about a 10-in. long piece of bare earth in our grass flying field to ROG. I could even get it to fly inverted—although it was a good trick, since the all-balsa wing had built-in undercamber just like the 10-inch gliders did. You had to recover to upright by climbing high and doing a split-S. I never owned or flew one of the later plastic-bodied ones, but I suspect it did not fly as well as the earlier balsa-bodied version; it was considerably heavier.
Also, for a lot of really advanced 1/2A stunt technology, you ought to read Rich Porter's two-part construction article on the Ridiculous 1/2A Stunter in our July and August 1985 issues.
Model Aeronautics in the Schools
I am very happy to see that you have found it suitable to write a feature article in Model Aviation (July 1990) regarding summer school model aeronautics.
I have been teaching a program with the help of manufacturers' donations. Each of my students builds his own plane and furnishes the materials necessary to complete the project. I have had as many as 16 in one class, and as few as eight. The program has been taught for the past six summers. The class is three weeks long, four and a half hours in length. The students learn building techniques, principles of aeronautics, radio, engine theory and maintenance, as well as flying skills.
The flying area is provided by the Glenview Naval Air Station, which is near the high school. The Navy also gives my students a tour of the air traffic control facility at the base. They have been very cooperative with the operation of this program.
The Skylarks RC Club (AMA Club #272) members have helped me teach these students the skills of flying, which is necessary to succeed in this hobby. I believe it very important to give young people an alternative to TV, video games, hanging around, and other less valuable things that young people use to occupy their time.
We need the help of the AMA and manufacturers to help people get started. The AMA membership should encourage new programs throughout the country and continue the programs that have already been started.
I am sure that I am not the only person who feels this way, and by having articles like yours, you give encouragement to the people who are involved or wish to be involved.
Clement Grenier, Instructor Cleveland, Vt.
Wanted: A Club for a Newly Returned Modeler
This year I returned to model building and flying after being out of it for 10 years. As a teenager it wasn't necessary to join a club, because there was plenty of space and very few fliers. Now that I have started flying again, I joined AMA and began looking for a club to join.
The impression I received from magazine articles was that clubs were looking for members. I recently went to two flying fields and approached members of the respective clubs, the LIFTS and the Whitman Flyers, about membership.
In both cases I was politely told that the clubs had all the members they wanted, and in both cases membership had been closed at the last meeting.
I think if a member would have inquired for me there would have been an opening. It is my opinion that I was treated poorly, because after 20 years I don't have any friends in any club who can sponsor me.
I live on the south shore of Long Island. Could you send me a list of clubs who are accepting new members? If not, information on starting my own club would be greatly appreciated. Several people with whom I work have just started modeling and feel that if we can't join a club, we'll form our own. I think an editorial about accepting newcomers as friends—not as the plague—is in order.
Michael C. Patterson Lindenhurst, NY
Editor’s note: A copy of this letter has been passed on to Contributing Editor George M. Myers, who lives in Hicksville, NY (which is also on Long Island). I expect him to address problems like this in his "Radio Technique" column (especially after it begins to appear under its new name and with new direction beginning with the March 1991 issue).
Transcribed from original scans by AI. Minor OCR errors may remain.
