December 2011 83
(Editor’s Note: The article “75 Years of Model Engine History,”
featured in the 75th Anniversary Supplement, garnered much
attention from readers looking to get the facts straight, as well as
read a more-detailed history of engines. A full-length feature article
detailing the history of model airplane engines, written by Bill
Mohrbacher, Model Engine Collectors Association (MECA)
president, will be printed in the January 2012 issue of Model
Aviation.)
I ATTENDED a celebration of life for the late Maynard Hill, hosted
by his wife, Gay, and their children in the town of Silver Spring,
Maryland. The mood was upbeat and everyone was allowed/invited
to wander through his house and marvel at his achievements.
[Maynard died June 7, 2011, following a long illness.]
Maynard’s workshop was in his basement, just as he left it.
Hanging on the wall in an adjacent bedroom was a sketch of the
most famous ghosts of all: the Wright brothers. Without them we
may never have made models of the heavier-than-air craft that flew.
Next to the sketch was a list of all of the records that Maynard set
with his airplanes. I saw a lifetime of work and achievement in
every line. He spent his spare time toiling in his workshop, and
reached for the skies in so many ways.
As an engine man, I was drawn to a pile of O.S.
.61 FS boxes in Maynard’s basement workshop. They
Eric Henderson | ehengineman@The Engine Shop gmail.com
Also included in this column:
• Celebration of a legend’s life
• O.S. .61 miracle
• Model engine history
• Readers’ letters
Ghosts of engines past
Maynard’s workshop is as he left it. It
looks just like any other modeler’s
workshop.
Right: The heavily modified O.S. .61
engine ran on gasoline long enough to cross
the Atlantic Ocean to Ireland.
Above right: Many gathered at Maynard Hill’s home to
celebrate his life. In the middle is former AMA president, Dave
Brown, launching a balsa glider.
This Wright brothers sketch was hanging on the
wall of Maynard Hill’s workshop. The brothers
were inspirational “ghosts” of our hobby.
84 MODEL AVIATION
worked. A tiny dot became big enough for
Dave to see and he began to guide the
aircraft.
By this stage in his life, Maynard could
not even see Dave or his creation, but he
could probably hear the little O.S. “miracle”
running until it landed. Now that’s an
engine story worth telling the grandchildren.
My initial “Engine Shop” charter was to
offer engine guidance and cover current and
emerging engines. Specifically, I was asked
to expand more on the subject of single- and
multiple-cylinder gas engines, as well as the
current breed of two- and four-cycle glow
engines. I deviated this month because of
the historical significance of Maynard Hill
and the history of engines in our hobby.
Speaking of history, earlier this year I was
asked to write a short précis on “75 Years of
formerly contained the engines that
Maynard converted from glow- to sparkignition
to run nonstop, all the way across
the Atlantic Ocean.
A version of the Trans-Atlantic Model
(TAM) airplane and its engine were on
display in Maynard’s backyard. Everyone
took pictures of this “little aircraft that
could.” Dave Brown, former long-term
AMA president, also was there.
I was captivated by the thought of how
little fuel this engine consumed as it made
its way over the dark waters of the North
Atlantic. I thought of Dave Brown, who has
flown some of the most capable and
advanced aerobatic models in the world,
standing in Ireland and waiting for a simple,
high-winged aircraft to arrive from the wide
blue yonder—not knowing if the engine had
kept running or if the navigation system had
Model Engine History,” as part of a
supplement to MA magazine. I closed the
synopsis with this sentence: “Each time one
of these incredible engines is run, it could
be said that it represents the ghosts of all
who invented and made what we use
today.”
I make no claims to be an engine
historian; I would describe myself as more
of a model engine enthusiast and mechanic.
Although this piece was not in “The
Engine Shop” column, I received a different
kind of reader’s letter that mainly pointed
out errors in the article. I have no problem
with such letters because they increase my
knowledge and also let me explain the
situation. When I get a letter from a reader
about historical accuracy I pay attention,
especially when he is 77 years old and has
first-hand experience.
There was a problem with my opening
paragraph that said, “In the beginning, there
were working model engines such as the
Atom and Arden .049 gas-ignition engines.
“More powerful gas/ignition engines,
such as the Foster Brothers .99 with dualignition
speeds, soon came along.”
All of us who use auto-correcting text on
our iPhones or word processors are familiar
with what gets sent, as opposed to what we
actually typed. In one case, Arden became
Anderson. In another, Forster became
Foster, and I murdered .099 into .049.
This leads me to mention MECA
president Bill Mohrbacher (AMA member
since 1957). He sent me a letter expressing
his and his society’s concern over my lack
of accuracy and how much they would have
helped in getting it right. Well, you don’t
have to ask me or the AMA twice on that
one.
For all of you who want to know more
about MECA, see the website listing under
“Sources.” Bill and his group know more
than anyone about the early engines. It is a
great place to find out about early engines
and how they have evolved.
Pictured is a version of the Trans-Atlantic Model (TAM) that made the
historic crossing and landing. Everyone at the celebration of life had his or
her picture taken beside this airplane.
Just for fun, see if you can identify all four of
these vintage engines. Email the author your
answers.
My next reader’s letter came from a
distinguished engine man, C. David
Gierke. David is a writer for a number of
magazines and you will see his name in
engine books such as Two-Stroke Glow
Engines for RC Aircraft (1994), RC Pilot’s
Handbook, Chapter 11 on “Maximizing
Engine Performance” (1994), and Ultimate
RC Flight Guide, Chapter 6 on “Getting
the Most from Your Engine” (2002). All
of these books are available online from
Amazon.
When I worked as MA’s “Precision
Aerobatics” columnist, I had the
opportunity to read and review David’s
work. I recommend reading what he has
written about engines. It’s helpful
information based on many years of
experience.
I am pushing you to do some research
because I have seen—in my store and at
the fields—that expertise is disappearing
from the flightline. We need all of you to
step up and become the next generation of
engine experts.
I received a letter from 88-year-old David
Shoup of Riverton, Wyoming. He had read
my piece on the resurgence of ignition
engines and wanted me to know about Bill
Carpenter, who owned C&H Electronics
and developed ignitions for small engines.
When Bill first created the unit, it
could be used with any size model engine.
David even put one on a .20-size engine
and got it to work with a 12 x 6 propeller.
He wrote that the gasoline ignition units
were popular in the Muslim countries
because using alcohol in engines is
forbidden.
David pointed out that when Maynard
Hill flew his model across the Atlantic, he
used Bill Carpenter’s ignition unit. He also
said that Bill may not have been the first
with in-flight model gas engine ignition
systems, but as far as he knew, Bill’s were
the first that could be set up to run on any
two- or four-stroke engine. The units have
been sold throughout the world.
Sadly, Bill had to close his business
because of health issues.
I enjoy all of the readers’ letters. My
favorites are the requests for information
and advice on engines. Sometimes, the
running issue (aka “operating problem”) is
difficult to diagnose, but a few emails go
back and forth and the problem is
identified. Sometimes it is clear that the
modeler has no local support, because of
electrics taking over at his or her field.
There are still plenty of us who like
glow/gas-powered engines, and will for a
long time. For those of you who want to
contact me, I can be reached via email at
[email protected].
I hope what I have written gives you a
sense of the history to which many, many
individuals contributed. I am always aware
of their contributions, and although I will
never be an oracle on engine history, I will
continue to fly the flag in their memory.
I will, however, continue to focus on
what is available and what is coming.
There will be plenty of emphasis on how to
use what we have and get the most out of
it!
Please keep those letters coming. I
answer every letter. If you do not get a
reply, then assume that I did not get it and
email me again.
Mathematically speaking, I will not be
around in 75 years, (62 plus 75—you do
the math), but I believe that our hobby will.
I cannot help but wonder what we will all
be flying and what the power source will
be. Will it be fuel cells or some new, clean
energy? Will we all have wind generators
and solar panels, or hydrogen fuel to power
our newly named “gas” engines?
Either way, the future historians will
look back at our efforts, and hopefully they
will report them in a favorable light. All of
our “ghosts” will surely be watching. MA
Sources:
Model Engine Collectors Association
(MECA)
[email protected]
www.modelenginecollectors.org
Amazon
www.amazon.com
Edition: Model Aviation - 2011/12
Page Numbers: 83,84,85
Edition: Model Aviation - 2011/12
Page Numbers: 83,84,85
December 2011 83
(Editor’s Note: The article “75 Years of Model Engine History,”
featured in the 75th Anniversary Supplement, garnered much
attention from readers looking to get the facts straight, as well as
read a more-detailed history of engines. A full-length feature article
detailing the history of model airplane engines, written by Bill
Mohrbacher, Model Engine Collectors Association (MECA)
president, will be printed in the January 2012 issue of Model
Aviation.)
I ATTENDED a celebration of life for the late Maynard Hill, hosted
by his wife, Gay, and their children in the town of Silver Spring,
Maryland. The mood was upbeat and everyone was allowed/invited
to wander through his house and marvel at his achievements.
[Maynard died June 7, 2011, following a long illness.]
Maynard’s workshop was in his basement, just as he left it.
Hanging on the wall in an adjacent bedroom was a sketch of the
most famous ghosts of all: the Wright brothers. Without them we
may never have made models of the heavier-than-air craft that flew.
Next to the sketch was a list of all of the records that Maynard set
with his airplanes. I saw a lifetime of work and achievement in
every line. He spent his spare time toiling in his workshop, and
reached for the skies in so many ways.
As an engine man, I was drawn to a pile of O.S.
.61 FS boxes in Maynard’s basement workshop. They
Eric Henderson | ehengineman@The Engine Shop gmail.com
Also included in this column:
• Celebration of a legend’s life
• O.S. .61 miracle
• Model engine history
• Readers’ letters
Ghosts of engines past
Maynard’s workshop is as he left it. It
looks just like any other modeler’s
workshop.
Right: The heavily modified O.S. .61
engine ran on gasoline long enough to cross
the Atlantic Ocean to Ireland.
Above right: Many gathered at Maynard Hill’s home to
celebrate his life. In the middle is former AMA president, Dave
Brown, launching a balsa glider.
This Wright brothers sketch was hanging on the
wall of Maynard Hill’s workshop. The brothers
were inspirational “ghosts” of our hobby.
84 MODEL AVIATION
worked. A tiny dot became big enough for
Dave to see and he began to guide the
aircraft.
By this stage in his life, Maynard could
not even see Dave or his creation, but he
could probably hear the little O.S. “miracle”
running until it landed. Now that’s an
engine story worth telling the grandchildren.
My initial “Engine Shop” charter was to
offer engine guidance and cover current and
emerging engines. Specifically, I was asked
to expand more on the subject of single- and
multiple-cylinder gas engines, as well as the
current breed of two- and four-cycle glow
engines. I deviated this month because of
the historical significance of Maynard Hill
and the history of engines in our hobby.
Speaking of history, earlier this year I was
asked to write a short précis on “75 Years of
formerly contained the engines that
Maynard converted from glow- to sparkignition
to run nonstop, all the way across
the Atlantic Ocean.
A version of the Trans-Atlantic Model
(TAM) airplane and its engine were on
display in Maynard’s backyard. Everyone
took pictures of this “little aircraft that
could.” Dave Brown, former long-term
AMA president, also was there.
I was captivated by the thought of how
little fuel this engine consumed as it made
its way over the dark waters of the North
Atlantic. I thought of Dave Brown, who has
flown some of the most capable and
advanced aerobatic models in the world,
standing in Ireland and waiting for a simple,
high-winged aircraft to arrive from the wide
blue yonder—not knowing if the engine had
kept running or if the navigation system had
Model Engine History,” as part of a
supplement to MA magazine. I closed the
synopsis with this sentence: “Each time one
of these incredible engines is run, it could
be said that it represents the ghosts of all
who invented and made what we use
today.”
I make no claims to be an engine
historian; I would describe myself as more
of a model engine enthusiast and mechanic.
Although this piece was not in “The
Engine Shop” column, I received a different
kind of reader’s letter that mainly pointed
out errors in the article. I have no problem
with such letters because they increase my
knowledge and also let me explain the
situation. When I get a letter from a reader
about historical accuracy I pay attention,
especially when he is 77 years old and has
first-hand experience.
There was a problem with my opening
paragraph that said, “In the beginning, there
were working model engines such as the
Atom and Arden .049 gas-ignition engines.
“More powerful gas/ignition engines,
such as the Foster Brothers .99 with dualignition
speeds, soon came along.”
All of us who use auto-correcting text on
our iPhones or word processors are familiar
with what gets sent, as opposed to what we
actually typed. In one case, Arden became
Anderson. In another, Forster became
Foster, and I murdered .099 into .049.
This leads me to mention MECA
president Bill Mohrbacher (AMA member
since 1957). He sent me a letter expressing
his and his society’s concern over my lack
of accuracy and how much they would have
helped in getting it right. Well, you don’t
have to ask me or the AMA twice on that
one.
For all of you who want to know more
about MECA, see the website listing under
“Sources.” Bill and his group know more
than anyone about the early engines. It is a
great place to find out about early engines
and how they have evolved.
Pictured is a version of the Trans-Atlantic Model (TAM) that made the
historic crossing and landing. Everyone at the celebration of life had his or
her picture taken beside this airplane.
Just for fun, see if you can identify all four of
these vintage engines. Email the author your
answers.
My next reader’s letter came from a
distinguished engine man, C. David
Gierke. David is a writer for a number of
magazines and you will see his name in
engine books such as Two-Stroke Glow
Engines for RC Aircraft (1994), RC Pilot’s
Handbook, Chapter 11 on “Maximizing
Engine Performance” (1994), and Ultimate
RC Flight Guide, Chapter 6 on “Getting
the Most from Your Engine” (2002). All
of these books are available online from
Amazon.
When I worked as MA’s “Precision
Aerobatics” columnist, I had the
opportunity to read and review David’s
work. I recommend reading what he has
written about engines. It’s helpful
information based on many years of
experience.
I am pushing you to do some research
because I have seen—in my store and at
the fields—that expertise is disappearing
from the flightline. We need all of you to
step up and become the next generation of
engine experts.
I received a letter from 88-year-old David
Shoup of Riverton, Wyoming. He had read
my piece on the resurgence of ignition
engines and wanted me to know about Bill
Carpenter, who owned C&H Electronics
and developed ignitions for small engines.
When Bill first created the unit, it
could be used with any size model engine.
David even put one on a .20-size engine
and got it to work with a 12 x 6 propeller.
He wrote that the gasoline ignition units
were popular in the Muslim countries
because using alcohol in engines is
forbidden.
David pointed out that when Maynard
Hill flew his model across the Atlantic, he
used Bill Carpenter’s ignition unit. He also
said that Bill may not have been the first
with in-flight model gas engine ignition
systems, but as far as he knew, Bill’s were
the first that could be set up to run on any
two- or four-stroke engine. The units have
been sold throughout the world.
Sadly, Bill had to close his business
because of health issues.
I enjoy all of the readers’ letters. My
favorites are the requests for information
and advice on engines. Sometimes, the
running issue (aka “operating problem”) is
difficult to diagnose, but a few emails go
back and forth and the problem is
identified. Sometimes it is clear that the
modeler has no local support, because of
electrics taking over at his or her field.
There are still plenty of us who like
glow/gas-powered engines, and will for a
long time. For those of you who want to
contact me, I can be reached via email at
[email protected].
I hope what I have written gives you a
sense of the history to which many, many
individuals contributed. I am always aware
of their contributions, and although I will
never be an oracle on engine history, I will
continue to fly the flag in their memory.
I will, however, continue to focus on
what is available and what is coming.
There will be plenty of emphasis on how to
use what we have and get the most out of
it!
Please keep those letters coming. I
answer every letter. If you do not get a
reply, then assume that I did not get it and
email me again.
Mathematically speaking, I will not be
around in 75 years, (62 plus 75—you do
the math), but I believe that our hobby will.
I cannot help but wonder what we will all
be flying and what the power source will
be. Will it be fuel cells or some new, clean
energy? Will we all have wind generators
and solar panels, or hydrogen fuel to power
our newly named “gas” engines?
Either way, the future historians will
look back at our efforts, and hopefully they
will report them in a favorable light. All of
our “ghosts” will surely be watching. MA
Sources:
Model Engine Collectors Association
(MECA)
[email protected]
www.modelenginecollectors.org
Amazon
www.amazon.com
Edition: Model Aviation - 2011/12
Page Numbers: 83,84,85
December 2011 83
(Editor’s Note: The article “75 Years of Model Engine History,”
featured in the 75th Anniversary Supplement, garnered much
attention from readers looking to get the facts straight, as well as
read a more-detailed history of engines. A full-length feature article
detailing the history of model airplane engines, written by Bill
Mohrbacher, Model Engine Collectors Association (MECA)
president, will be printed in the January 2012 issue of Model
Aviation.)
I ATTENDED a celebration of life for the late Maynard Hill, hosted
by his wife, Gay, and their children in the town of Silver Spring,
Maryland. The mood was upbeat and everyone was allowed/invited
to wander through his house and marvel at his achievements.
[Maynard died June 7, 2011, following a long illness.]
Maynard’s workshop was in his basement, just as he left it.
Hanging on the wall in an adjacent bedroom was a sketch of the
most famous ghosts of all: the Wright brothers. Without them we
may never have made models of the heavier-than-air craft that flew.
Next to the sketch was a list of all of the records that Maynard set
with his airplanes. I saw a lifetime of work and achievement in
every line. He spent his spare time toiling in his workshop, and
reached for the skies in so many ways.
As an engine man, I was drawn to a pile of O.S.
.61 FS boxes in Maynard’s basement workshop. They
Eric Henderson | ehengineman@The Engine Shop gmail.com
Also included in this column:
• Celebration of a legend’s life
• O.S. .61 miracle
• Model engine history
• Readers’ letters
Ghosts of engines past
Maynard’s workshop is as he left it. It
looks just like any other modeler’s
workshop.
Right: The heavily modified O.S. .61
engine ran on gasoline long enough to cross
the Atlantic Ocean to Ireland.
Above right: Many gathered at Maynard Hill’s home to
celebrate his life. In the middle is former AMA president, Dave
Brown, launching a balsa glider.
This Wright brothers sketch was hanging on the
wall of Maynard Hill’s workshop. The brothers
were inspirational “ghosts” of our hobby.
84 MODEL AVIATION
worked. A tiny dot became big enough for
Dave to see and he began to guide the
aircraft.
By this stage in his life, Maynard could
not even see Dave or his creation, but he
could probably hear the little O.S. “miracle”
running until it landed. Now that’s an
engine story worth telling the grandchildren.
My initial “Engine Shop” charter was to
offer engine guidance and cover current and
emerging engines. Specifically, I was asked
to expand more on the subject of single- and
multiple-cylinder gas engines, as well as the
current breed of two- and four-cycle glow
engines. I deviated this month because of
the historical significance of Maynard Hill
and the history of engines in our hobby.
Speaking of history, earlier this year I was
asked to write a short précis on “75 Years of
formerly contained the engines that
Maynard converted from glow- to sparkignition
to run nonstop, all the way across
the Atlantic Ocean.
A version of the Trans-Atlantic Model
(TAM) airplane and its engine were on
display in Maynard’s backyard. Everyone
took pictures of this “little aircraft that
could.” Dave Brown, former long-term
AMA president, also was there.
I was captivated by the thought of how
little fuel this engine consumed as it made
its way over the dark waters of the North
Atlantic. I thought of Dave Brown, who has
flown some of the most capable and
advanced aerobatic models in the world,
standing in Ireland and waiting for a simple,
high-winged aircraft to arrive from the wide
blue yonder—not knowing if the engine had
kept running or if the navigation system had
Model Engine History,” as part of a
supplement to MA magazine. I closed the
synopsis with this sentence: “Each time one
of these incredible engines is run, it could
be said that it represents the ghosts of all
who invented and made what we use
today.”
I make no claims to be an engine
historian; I would describe myself as more
of a model engine enthusiast and mechanic.
Although this piece was not in “The
Engine Shop” column, I received a different
kind of reader’s letter that mainly pointed
out errors in the article. I have no problem
with such letters because they increase my
knowledge and also let me explain the
situation. When I get a letter from a reader
about historical accuracy I pay attention,
especially when he is 77 years old and has
first-hand experience.
There was a problem with my opening
paragraph that said, “In the beginning, there
were working model engines such as the
Atom and Arden .049 gas-ignition engines.
“More powerful gas/ignition engines,
such as the Foster Brothers .99 with dualignition
speeds, soon came along.”
All of us who use auto-correcting text on
our iPhones or word processors are familiar
with what gets sent, as opposed to what we
actually typed. In one case, Arden became
Anderson. In another, Forster became
Foster, and I murdered .099 into .049.
This leads me to mention MECA
president Bill Mohrbacher (AMA member
since 1957). He sent me a letter expressing
his and his society’s concern over my lack
of accuracy and how much they would have
helped in getting it right. Well, you don’t
have to ask me or the AMA twice on that
one.
For all of you who want to know more
about MECA, see the website listing under
“Sources.” Bill and his group know more
than anyone about the early engines. It is a
great place to find out about early engines
and how they have evolved.
Pictured is a version of the Trans-Atlantic Model (TAM) that made the
historic crossing and landing. Everyone at the celebration of life had his or
her picture taken beside this airplane.
Just for fun, see if you can identify all four of
these vintage engines. Email the author your
answers.
My next reader’s letter came from a
distinguished engine man, C. David
Gierke. David is a writer for a number of
magazines and you will see his name in
engine books such as Two-Stroke Glow
Engines for RC Aircraft (1994), RC Pilot’s
Handbook, Chapter 11 on “Maximizing
Engine Performance” (1994), and Ultimate
RC Flight Guide, Chapter 6 on “Getting
the Most from Your Engine” (2002). All
of these books are available online from
Amazon.
When I worked as MA’s “Precision
Aerobatics” columnist, I had the
opportunity to read and review David’s
work. I recommend reading what he has
written about engines. It’s helpful
information based on many years of
experience.
I am pushing you to do some research
because I have seen—in my store and at
the fields—that expertise is disappearing
from the flightline. We need all of you to
step up and become the next generation of
engine experts.
I received a letter from 88-year-old David
Shoup of Riverton, Wyoming. He had read
my piece on the resurgence of ignition
engines and wanted me to know about Bill
Carpenter, who owned C&H Electronics
and developed ignitions for small engines.
When Bill first created the unit, it
could be used with any size model engine.
David even put one on a .20-size engine
and got it to work with a 12 x 6 propeller.
He wrote that the gasoline ignition units
were popular in the Muslim countries
because using alcohol in engines is
forbidden.
David pointed out that when Maynard
Hill flew his model across the Atlantic, he
used Bill Carpenter’s ignition unit. He also
said that Bill may not have been the first
with in-flight model gas engine ignition
systems, but as far as he knew, Bill’s were
the first that could be set up to run on any
two- or four-stroke engine. The units have
been sold throughout the world.
Sadly, Bill had to close his business
because of health issues.
I enjoy all of the readers’ letters. My
favorites are the requests for information
and advice on engines. Sometimes, the
running issue (aka “operating problem”) is
difficult to diagnose, but a few emails go
back and forth and the problem is
identified. Sometimes it is clear that the
modeler has no local support, because of
electrics taking over at his or her field.
There are still plenty of us who like
glow/gas-powered engines, and will for a
long time. For those of you who want to
contact me, I can be reached via email at
[email protected].
I hope what I have written gives you a
sense of the history to which many, many
individuals contributed. I am always aware
of their contributions, and although I will
never be an oracle on engine history, I will
continue to fly the flag in their memory.
I will, however, continue to focus on
what is available and what is coming.
There will be plenty of emphasis on how to
use what we have and get the most out of
it!
Please keep those letters coming. I
answer every letter. If you do not get a
reply, then assume that I did not get it and
email me again.
Mathematically speaking, I will not be
around in 75 years, (62 plus 75—you do
the math), but I believe that our hobby will.
I cannot help but wonder what we will all
be flying and what the power source will
be. Will it be fuel cells or some new, clean
energy? Will we all have wind generators
and solar panels, or hydrogen fuel to power
our newly named “gas” engines?
Either way, the future historians will
look back at our efforts, and hopefully they
will report them in a favorable light. All of
our “ghosts” will surely be watching. MA
Sources:
Model Engine Collectors Association
(MECA)
[email protected]
www.modelenginecollectors.org
Amazon
www.amazon.com
