Letters to the Editor
Send your Letters to the Editor to: Model Aviation, 5151 East Memorial Drive, Muncie IN 47302
The Clippers
I call your attention to the July 1995 issue, wherein you give credit for building a Boeing 314 (electric) to Mr. Arthur J. Thoms.
I have been in contact with Boeing about this airplane since August 1964. My goal was to build (at a minimum) a quarter-scale flying model of the beautiful 314. Boeing was kind enough to send me a copy of the original building plans of the real thing. I believe that I have the only set of such plans left in existence—over one hundred pages showing every detail of the construction and fabrication.
Unfortunately the plans were reproduced on Thermo-Fax paper and need an interpreter to decipher them.
Seawings in Port Richmond, California, still has some plastic models of this airplane. Documentation can also be obtained from Volume 5 of Fighting Planes, where the Boeing was designated during World War II as the Boeing C‑98.
Mr. Robert Lanther, of the Eagle Squadron R/C, Burbank, California, built a 1/4-scale aircraft for Pan American (non-flying, but can be modified to fly) which I believe is still hanging in the main ticket counter display room at the Miami, Florida, airport (see Scale R/C Modeler, October 1988). At the time Pan American was first founded, Miami was the airline's home port because it serviced the South American trade. A picture of the aircraft appeared in the Burbank Leader, Saturday, July 2, 1988.
Some further documentation: only six planes were built (1937–1939), serial nos. NC18601 through NC18606. The contract for construction was let on July 21, 1936; the first flight was June 7, 1938; and the first plane was delivered on June 16, 1939. I can supply further specs as to weight, props, engines, payload, etc. The first plane was designated Yankee Clipper and was primarily used on the Atlantic route. The second delivered was the Dixie Clipper, followed by the American Clipper. These planes would fly to Europe nonstop with 40 passengers and 5,000 pounds of cargo.
By the end of 1939, the planes had logged over 100 crossings with a total of 393,214 route miles and 5,451,873 passenger miles in regular twice‑weekly service. The plane itself was an outgrowth of the original Pacific Clipper, which had one rudder, whereas these later aircraft had three. In 1942 the Yankee Clipper logged over 1,000,000 miles of flight over the Atlantic and completed 321 round trips since entering service.
Due to the success of these aircraft, Pan American purchased six more, designated Model 314‑A; the new models were modified to increase fuel capacity and power plants.
Years ago Martin E. Dickinson wrote an article about the Boeing Clipper for Air Trails (schematics, January 1938) in which the Clipper is depicted with one rudder—these were the original specifications. When I approached Pan American for additional documentation they were kind enough to send copies of flight manuals and mechanic's manuals for almost every part of the plane. They were very cooperative.
When Pan Am was a viable carrier, they offered $1 million to anyone who could find even a skeleton of a plane. Many of these Clippers were lend‑leased to Australia and were lost in the Pacific; their whereabouts remain clouded in mystery.
Need any more documentation, call me.
Zale Kessler 815 Gravesend Neck Rd. #1B Brooklyn, NY 11223-5552
What a magnificent airplane is Art Thoms' electric Boeing 314 Yankee Clipper featured in the July issue of Model Aviation. I have designed and flown twin electrics (de Havilland Hornet, Model Airplane News, December 1992), but the Boeing 314 is much more of a project. Congratulations to Art. What a shame he has no plans so others could build the Boeing 314. Perhaps MA could persuade him.
Roy Day Rockville, Maryland
Pilot Wanted
Hi! I have been an AMA member for almost three years, and I am fifteen years old. I am trying to fit my hobby in with my life of school, science fair, band, and sleep, and it has been difficult. On top of this, the closest club is 45 minutes away, and I do not appreciate their form of fun, which includes many practice jokes. I have only soloed once or twice, in the summer of 1993. I have, though, kept building models. My most recent model is a scaled-up version of Thing-3, powered by a .40 Royal two-stroke engine and a four-channel radio. I have two questions to ask: How can I fly more? And how can I get someone to fly the models I build?
J. Cris Wade 918 W. Rich St. Taylorville, IL 62568
Distaff View
I don't see much about us gals flying R/Cs so I thought I'd send you my story.
It all started one fine March day in 1989. A few guys were out looking for a field to fly their model planes off of. R/Cs, I soon learned they were called. They came in to see my Uncle Ernie about flying on his property. He has a big field in front of his house that had been a runway about 30 years ago.
One of the guys took a plane from his car to show him what they look like. He proceeded to put the plane's wing on, fueled the plane, and started it up. He taxied it out to the runway and took off. A great demonstration that caught my uncle's eye, being an old Piper Cub pilot. He gave them permission to use the field and they got him started in R/C flying.
I sat on the bench and watched the guys for about a year. They kept coaxing me to fly, but it wasn't until January 1990 that I had built up enough courage. Neil (the one who had instructed my uncle) and Uncle Ernie were the only ones on the field flying gliders. Neil had a Gentle Lady and called me out to fly. I had mittens on my hands but carefully took the transmitter. I followed Neil's instructions and was flying instead of watching.
I had caught the R/C bug. When spring came I wasn't just watching, but was also out on the field flying. I flew an Eagle, a Big Stick, Gentle Lady, and an Electra glider. I was able to keep them level in the turns and not lose altitude. A flier, I thought! But not yet—I still had to learn to take off and land. I was given an Electra glider for my birthday and can glide that up and down for a landing by myself. I once had it up for 20 minutes. My next step is to learn to taxi, take off, and land a gas-powered plane.
I'm now the only female flier in our club, "The Fun Flyers," and the club secretary. I enjoy the hobby of R/C flying and I'm glad I tried the sport that January day.
Gloria Schaffer Duanesburg, New York
Difficult Re‑entry
Two-and-one-half years ago I joined the ranks of a special-interest group within our hobby. I enjoyed being acquainted with a body of modelers who could provide me with advice and guidance as I became involved with an old passion.
As time went by I began acquiring items that I would need to reenter the hobby. This involved mail-ordering a few items that were not available locally.
In one of the issues of a special-interest publication (which I have intentionally refrained from naming) I placed an order for two items from a vendor who had placed an advertisement there. One item was promptly shipped; the other remains undelivered to this day. All phone calls have remained unanswered and all certified mail has been ignored. I can honestly say that I am truly disappointed that I have been treated in this manner by such a reputable individual.
At this point I am at a loss as to which direction to turn. I feel like I have been taken for a ride for $45. It is apparent that even people we hold in highest regard can be unscrupulous.
Douglas H. Leamon Anchorage, Alaska
Cover Photo
From a technical aspect the photograph on the cover of the August issue was beyond terrible. It was absolutely the worst image I have ever seen on the cover of any magazine with a subscription base Model Aviation's size. Get out of the office once in a while and walk to a news rack on a street corner or bookstore and look at all the sharp, crisp, focused images on the covers of these magazines. They look attractive, don't they? I have noticed that the covers for MA have been subpar for many years, and now realize that the reason for this is that the editorial staff must have an internal mandate to use a 1964 Kodak Brownie camera, specially adapted to use those modern plastic 110 film cartridges.
Glen Merritt San Diego, California
Catapult Rules
I enjoyed very much your August 1995 issue, especially Joe Mekina's Straight Up catapult glider construction article.
Just one little eensy-weensy tiny problem in the article... in the catapult section the author suggests that the full nine-inch loop of one-quarter-inch rubber is too long for most fliers to use to full capacity, and suggests instead that the rubber length be shortened to accommodate the individual flier.
While this may be a good idea, it is not allowed by the present rules, which mandate the full nine-inch loop with no allowances for shorter-armed modelers. Therefore the eight-inch loop of rubber which the author uses could be successfully protested by a competitor in sanctioned contests.
Maybe we can change this rule in the next rules cycle?
Jean Andrews Tucson, Arizona
Editor: Rule 4.1 (page 17, Competition Regulations) states that the rubber is to be "made from a piece that is 18 inches long to form a loop that is about nine (9) inches long." Thus the exact length is not mandated—as was the intent of the original rules. I cannot imagine anyone protesting this, nor can I envision such a protest being upheld.
HLG DTs
This is to inform Mr. T. Ballard of Boise, Idaho, that what I and many other fliers consider the best HLG DT system exists: Martyn Cowley designed the pop-up wing system (as featured for his Gold Rush design in MA). The Buddenbloom brothers are using that setup for their Silly Putty DT Timer which they sell. Simple, quickest to set up and launch, and no fuss or fire. Talk about ecological—sound and safe! Call their number (714) 893-6126 to learn how to purchase their Silly Putty DTs and excellent HLG kits (also was an MA featured plan, I recall).
Lee Hines Cerritos, California
From Chicago
I have been an AMA member since 1988! I live on the far northwest side of Chicago, not too far from O'Hare Airport. My first real fascination with airliners started in 1984 when I worked as a programmer at the Tootsie Roll factory on South Cicero Avenue near Midway Airport. Standing under those 727s, 737s, and DC‑9s as they landed got me wondering how they worked.
I joined Miniature Aircraft Competitors (MAC) in 1988. Scott Justice founded the NW-side club and takes flying models as seriously as the full-size airplanes he pilots. He taught me how to fly R/C at Schiller Woods Flying Field on Irving Park Road at Cumberland. "Safety First" must have sunk in, 'cause I received the MAC Safe Pilot Award for 1994.
I prefer a scale-like takeoff, then climb to cruising altitude for my 10-minute flights; then down to traffic pattern and landing approach. I started with high-wing trainers, then low-wing Cherokee types with lights.
The Schierhorn‑Air (SA) plane was completed in January 1995. I simplified construction as much as I could. The three-piece wing, for example, has all of the ribs the same size. This way I can cut them all out with one pass. The aluminum cowling was from the Royal C‑47 kit. It is all wood everywhere else.
The hard parts to shape are the nose section, the nacelles, and the four bottom pieces that blend the fuselage to the wing. Plastic models helped the design phase.
This flying model does not look exactly like any airliner built. It has some features of different planes. I built it to fly!
The wing landing lights and red top and bottom lights actually work! Two ringed .40 engines provide more than enough power. A 5–6 ft. high "test hop" proved successful. The fuselage is 71 inches long. The wingspan is 81 inches. The model took about 90 full working days to complete from drawing to MonoKote.
Good luck to all you designers and artists!
Jim Schierhorn Chicago, Illinois
Screwball Award
The Modelers of Binghamton would like to congratulate Myron Cary for his record-setting year. In 1994 Mr. Cary established a club record by receiving his 30th Screwball Award. The Screwball is an annual award presented by our club. In order to receive this award the recipient must fly at least once a month for each month of the year.
Mr. Cary's accomplishment is even more remarkable when you consider the models and the radio equipment in use in the early 1960s. When Mr. Cary began flying R/C planes back in January of 1964, radio-control systems were still in their infancy. His early gear included a tube receiver utilizing carbon AA cells. The transmitter was a Kraft‑Tone unit which used two 6.75V batteries and one 1.5V battery. The pulse unit was a plug-in unit powered by a Mighty Midget motor. Mr. Cary says, "In the 1960s it was a challenge to fly every month, to say the least."
Not only is Mr. Cary a fine pilot, but he is also a great ambassador for our hobby as well. During the past 31 years, he has devoted countless hours to the AMA's Delta Dart program in our area schools.
Once again the Modelers of Binghamton would like to offer their heartfelt congratulations to Myron Cary for his record-setting accomplishment in 1994.
Glenn Tyler Kirkwood, New York
August Cover
The cover photo in the August issue of Model Aviation stirred a lot of memories.
The simple aeroplanes of Tony Fokker went a long way in establishing aircraft principles still in use today—namely the combination of dihedral, sweepback, and center of gravity. I have often wondered if Don Lowe's Phoenix was a student of that theory, as it contained all three elements. The museum-quality Spin (Dutch for Spider) is a thing of beauty. Mine is a Spin III as I needed room for radio, etc., hence the two pilots stuffed full. Powered with a Merco .40, the Spin III was constructed at scale from drawings by Eldon Quick (we share the same first name). Drawings appeared in Spring 1977 Air Trails.
As a now 76-year-old modeler, AMA mostly since 1939, my fun is in scaling and building replicas of real airplanes (some aeroplanes, too). Perhaps you wonder how the Spin flew; really quite well. So well, in fact, it was lost free flying due to radio failure—out of sight!
To comment as a modeler, the newer format of Model Aviation is better. Being a full-function publication covering modeling from rubber power up, this is the only magazine that covers it all.
Eldon C. Wilson San Angelo, Texas
Sad Situation
I have been a member of the AMA since January 1991. I also belonged to the local club for about three years. Now the problem:
I received an Aero-Sport .40 kit as a 1990 Christmas present. I had never constructed or assembled a remote-control model before. It sure was fun.
After the assembly was done I joined the local club, hoping they could help a poor novice learn to fly. What a false hope! The closest I came to any help was a member who offered to help on the initial flight. He took it up about three feet and then it nosedived into the ground. He said, "Something is wrong!" and walked away. That was it!
So, I quit the club and have not touched the plane since. I sure hope other clubs pay more attention to their members who are not "old hands" at flying. Gripes complete. I want to stay anonymous, so as not to embarrass anyone at the club.
Name not submitted Las Vegas, Nevada
Help Wanted
I've been looking for plans of a Stinson Voyager 108 for some time now and so far have found none! Please help me locate a plan set for this plane. It should be for radio control and hopefully include flaps as well as the normal four channels.
This is/was such a good-looking cabin monoplane that I'm sure someone has modeled it and perhaps made the plans available. Any information you can supply will be appreciated!
Beal Marks 129 Hawthorne Dr. Pine Knoll Shores, NC 28512
Museum of Flight
Before someone jumps in his car and races up to Seattle because of your article in the August issue on Boeing's Museum of Flight, I think it should be pointed out that, contrary to the paragraph on page 19, the museum does not have a Handley Page H.P.42, nor a Vickers F.B.5, nor a Boeing 40A. I suspect that a spot of ham-handed editing has left out a vital word since I hardly think Mr. Weinreich thought he saw a 130-foot, four-engined biplane airliner where there was none.
The museum does have models of those three aircraft. They also have the welded-tube fuselage frame of a 40A. The reference in the following paragraph to "a (sic) MD-21 Blackbird complete with its parasite drone" also seems to have been garbled. The guide given out by the museum lists the drone itself as a D-21 and the airplane carrying it as an M-12. When I was up there ten days ago I did not see a placard close enough to read, but the plane appeared to be a Lockheed A-11, the early model of what was developed into the better-known SR-71. Perhaps M-12 is the proper designation for the version that carried the drone.
Mr. Robin in the picture on page 16 was, by the way, built a good ten years before the 1939 date given in the caption.
The last of the eight H.P.42s built was scrapped during the war and there are no Boeing 40s left, but there is a once-airworthy full-size reproduction of a Vickers F.B.5 in the RAF Museum and Ford's museum in Dearborn has a Boeing 40B-4, the more-powerful successor to the 40A.
Says, Charles O'Donnell Eugene, Oregon
Transcribed from original scans by AI. Minor OCR errors may remain.
