Letters to the Editor
All letters will be carefully considered; those of general interest will be used. Send to Model Aviation, 1810 Samuel Morse Dr., Reston, VA 22090.
Regent Information
I plan to build the Regent biplane from the May 1983 issue. However, having been in RC for only 18 months, I am not acquainted with the parts offered by the various manufacturers. I would like to know which Sig cowl to use as well as which Bridi landing gear. Please list part numbers if possible.
I would also like to know where to get 3/4 x 1-3/8 in. leading edge and 1/2 x 1-1/4 aileron stock. These sizes are not listed by Sig, Balsa U.S.A., Hobby Lobby, or Lone Star Models. Also, where can I get the neoprene tubing used for the interplane strut sockets?
Jim A. Deaton Lewisburg, OH
Ken Willard, author/designer of the Regent, responds:
First, let me say that some of us who are longtime enthusiasts tend to forget that what is routine for us is new ground for others. Thus, we tend to skip over some points rather lightly. Sorry about that.
The Sig cowl used on the Regent is the same one that goes on Sig's Kadet trainer: Part No. SH-515. The Bridi landing gear on the Regent is one that I happened to have on hand, so I don't have the part number. The sizes are as follows: base attachment to the fuselage, 3-1/2 in. across and 2-1/2 in. fore and aft; legs, 6 in. long; thickness, approx. 3/32 in. A similar-sized Hallco gear would also be acceptable.
The leading-edge size is similar to the Top Flite Headmaster wing's leading edge, as is the aileron stock. As noted in the article, a Headmaster Sport 40 wing can be used for the top wing and a Headmaster II wing for the lower. However, Top Flite doesn't sell wing kits, so you will need to cut the material from standard balsa stock and shape it yourself.
The neoprene tubing can be obtained from most hardware stores or auto-parts supply houses.
Ken Willard Los Altos, CA
Motori OSAM
Regarding the letter from Gerard E. McNamara in the June 1983 issue asking about the diesel engine he acquired, I have some information.
I have an almost identical engine (with the following differences—rear cover is threaded into the case; serial no. is 60516 and is marked on the front of the crankcase on the short cylindrical boss in front of the exhaust ports; a crankcase pressure release that acts as a fuel/flow shut-off device is fitted to the cylindrical boss behind the exhaust ports). My serial number might indicate that mine is an earlier version of the one Mr. McNamara has, as otherwise it is identical in shape and markings. I wrote to P. G. F. Chinn about my engine in October 1979. Here is his response:
"Yes, this is a Supertigre. OSAM was the name of the firm which produced Juarez Garofali's engines until 1950, when Garofali established Micromeccanica Saturno. The first OSAM Supertigre was the G.13 diesel, which actually appeared as early as 1943. Prior to that, Garofali's engines were only single prototypes, the first being a spark-ignition job that he made in 1938 at the age of 18.
"I had a G.13 and also a G.14, both of which were acquired when I was in Italy after the war. The G.14 was rather similar to your engine, but it had a front rotary valve. Frankly, I am not quite sure as to the G-number of your engine, but I have an idea that it is a G.16 and was probably produced around 1947–48. The displacement was about .35 cu. in."
Hope this helps. When we find engines that were not advertised in the magazines, it does get interesting to identify them.
A. A. Lidberg Tempe, AZ
Hank Clark's Chuck Wood
There is a real Chuck Wood! For the past few months my friends in the modeling business have been pulling my chain about appearances in Model Aviation. My only comment in defense has been that I am a Marine. In real life, I am a retired Air Force pilot with about 5,000 hours of flying time—mostly in fighters. I flew both the F-100 and the F-111 in combat over Southeast Asia. I retired as a major in 1975, as there was no more combat to fly, my wife was getting tense, and I wasn't about to make colonel.
I played the Southeast Asia games in 1962, '65, '69, '70, and '73, flying just under 300 missions. My modeling career began in the Forties in Massachusetts and followed me through the Air Force. Since my retirement, I have started Zia Models.
As newsletter editor for the MADS Bull Sheet, I get to hear from clubs all over the country, and they have tried to connect me with Hank Clark's creation.
Chuck Wood Clovis, NM
How about that!
Identity unknown
From time to time, Model Aviation goes in for nostalgia. Digging into my past, I found a copy of an old photo, had it enlarged, and decided to send it to the magazine for what it may or may not be worth.
The year was the early Fifties. The place was Shepherd Field, Martinsburg, WV (now Martinsburg Municipal Airport). The fellow shown on the left is Walt Good, I think. The event was an attempt for an RC altitude record; I don't know the result.
I doubt that the people in the picture knew I took the shot—or that they were even aware of my presence.
J. W. Sheeley Martinsburg, WV
We're pretty sure that Walt Good isn't shown in this picture, but darned if we can identify, now, the people who are shown—even though it's almost certain that your editor/publisher was present that day. Our recollection is that an FAI RC Duration World Record was the goal, but that no one was successful on that particular occasion.
Free at Last!
It arrived 10 days—or was it 10 years?—after it was ordered. It seemed rather plain for all the promised excitement within—just a box 3 x 6 x 40 in. long. The label revealed the contents: RC Sailplane, Two Meters. This was my choice, a decision made only after months of poring over catalogs, comparing weights, wing areas, overall appearance, and, of course, the price.
I eagerly opened the box to survey the wondrous contents. It still was rather plain: some sheets and sticks of wood, a plastic bag of hardware, and a rolled sheet of plans. Quickly, I unrolled the plans and spread them on the workbench that had also been waiting. Pinning and gluing frantically, I saw my bird begin to take shape. No need to read the instructions—I had memorized the construction article in the magazine.
The great day arrived at last. Covered, radio installed and range checked, and hi-start in place, I was ready. Letting my bird fly for the first time, I carefully guided it up the line and gently released it to try its wings. A little trim here and there, and it was gliding straight and true. A little left rudder, a little up elevator, and it obediently turned and came downwind, retracing the line it had taken on launch. A reasonably successful landing followed, and my fledgling was home.
We spent many happy days together—one of us earthbound, the other free to wheel and soar in the clear air and sunshine. Once, a thermal beckoned, and my bird was off circling higher and higher. I was thrilled watching my little bird dare the clouds. Soon it became a speck, silhouetted against the clouds. "Come back now," I said, letting the radio relay my command. Higher it circled, then higher still, overcome by the power of the thermal.
It was gone! Friends say I had radio problems or perhaps a shorted battery. I prefer to think that, like a real falcon set free, it just wanted to try its wings without the interference of that speck back on the ground—who will never know the real joy of flying.
Allan Belt Lexington, KY
The picture shows Al and his Two-Meter Sailplane (dubbed "Green Side Up") before that fateful day. We think that all those who enjoy soaring (whether by RC or pure free flight) will see a little of themselves in this story.
Safety/Preston (continued from page 16)
This reminds me of a water-skiing expedition many years ago in a friend's boat. During refueling, some drops of gasoline were spilled on a foam chest in which we had packed our lunch. Goodbye chest—it just vanished before our very eyes. So, if you have a "foanie" with a gas-fueled motor up front, take the time to do a thorough inspection on a regular basis, lest it, too, do a disappearing act because of a fuel spill.
Seldom does a month pass without my reading about an injury caused by contact with a model aircraft propeller. Most often, the result is a minor laceration—usually to the hand—but sometimes such incidents necessitate a trip to the doctor. Such was the case in an account of a prop accident that appeared in The Transmitter, newsletter of the Jersey Coast Sport Flyers (Ed Runkel, editor). As they used to say in a well-known TV show, "The names have been changed to protect the innocent."
"A disaster of a different nature recently befell Larry Modeler, and we might call this one 'lightning does strike in the same place twice.' Two weeks ago, Larry was warming up the engine of his prized new Aeromaster when he accidentally hit the throttle or something. The plane jumped at him, and the wooden prop stabbed deep into his leg a few inches above the knee. Dick Samaritan took Larry to his house to dress the wound; Bud Builder fixed the wing damaged by Larry's flailing arms; and Larry had learned a painful lesson. End of story? Not quite.
"Last Sunday, as I was turning my car into Thompson Park off Newman Springs Road, I noticed Dick Samaritan's Volvo stopping on the way out. Right behind was Larry Modeler's station wagon. I beeped the horn to say hello. Larry, distracted, bumped into the rear of Dick's car. Dick jumped out. Instead of checking for damage he ran straight back to Larry, shouting, 'Are you all right?' A couple of seconds later, Bud Builder pulled up, getting out and asking the same question. Out comes Larry, grimacing in pain and holding his knee. Auto accident injury? Nope. Bud explained that Larry had gotten another prop in the leg, only this time worse. They were taking him to Dick's—and maybe then to a doctor.
"Larry suffered considerably that night and the next day went to a doctor who took seven stitches to sew back the large flap of meat nearly chopped from his leg, only an inch or so below the earlier injury. Larry also got a tetanus shot and was told to stay off the leg for two weeks. Painfully reflecting on the occurrence, Larry remembers revving up the Webra Speed .61 engine on his Curare in the pit area. The engine let out a shrill whine, and the next thing he knew the muffler and spinner blew off and he was down with a sharp pain in his leg. His conclusion was that a blade flew off its (brand name) prop (Larry Mechanic calls these fiberglass things steak knives). He will not use one of these things on his planes again.
"The (brand name) and (other brand name) fiberglass props are very popular items these days. They are cheaper than wooden props, perform about as well in the air, and withstand ground impact better. The club does not ban their use, but issues a warning to sand off the sharp edges and to paint the tips in a light color to make them visible. To this, I would add a warning to carefully balance them before use and an admonition not to use them on any high-performance engine. If you are flying with Schnuerle-ported or PDP engines, you are good enough not to break many props. The few pennies you save on these glass-filled props are not worth it, in my opinion."
This column has mentioned problems with fiberglass-filled plastic props before and would go further than the author of the preceding article and caution modelers not to use them on any engine larger than a .35. Balancing, sanding off sharp edges, and painting the tips in a light color is good advice—but may not reduce the chance of blade separation. Why take the chance?
To wrap up this month's column, we have some tips on how you might minimize the risk of injury to yourself by contact with a propeller. The tips come from the newsletter of the Thunderbolts RC Club of Schenectady, NY (editors Rod Priddle and Stan Dove). Club President John Saville authored the following tips:
- Always move your hands slowly and deliberately near the prop when your engine is running.
- Always wear a leather glove if you're going to prop by hand. An electric starter is better.
- Black props are extremely difficult to see when running. Also, the glass-filled ones are sharp and very unforgiving (I try not to use them if possible).
- MOST IMPORTANT—Set up a standard island or arrangement for your equipment in front of your plane and use a standard procedure to start your engine. Work this out so you avoid awkward moves and situations.
Transcribed from original scans by AI. Minor OCR errors may remain.
