D.B. Mathews
F l y i n g f o r F u n
909 N. Maize Rd., Townhouse 734, Wichita KS 67212
IN THE JULY 2004 column I provided a quick look at Reginald
Denny’s theatrical career and tried to connect it to his involvement in
the early days of modeling. Performing in more than 200 movies and
stage plays between 1919 and 1966, he played comic and dramatic
roles alongside the greatest stars of the day.
78 MODEL AVIATION
Robert Montgomery with Dennyplane finished to resemble
Luscombe Phantom. Text explains difference between it and
Denny Jr.
A February 1937 Model Airplane News ad features a large
selection of rubber kits and an early ad for the Denny Jr.
This is the version of the Dennyplane Jr. that the author had
published in the January 1977 Model Aviation.
However, less well known were Reginald’s hobby shop, his kit
production, his mail-order business, and his involvement in developing
and distributing one of the first reliable ignition engines for modelairplane
use.
A Clever Promoter: As I mentioned last month, Reginald was
successful in placing his Dennyplanes in the hands of the prominent
child actors of that time. This was a clever marketing move because it
exposed young people to gas-powered models and subsequently
generated good publicity and a positive image of model airplanes. This
was in a time when many parents were concerned about the safety of
“gas” models for their children.
Additionally, the late 1930s was a time dominated by dreams for
most youngsters, since most families could not afford model airplanes,
gas engines, or many of the other nonessential things of the era. We
dreamed of someday owning an engine. There were even popular
rubber-powered kits available with dummy cylinders and devices to
make “engine” sounds as the propeller turned, thus creating the illusion
of a gas engine.
While dreaming of models with real engines, we put our maximum
08sig3.QXD 5/21/04 12:28 pm Page 78
August 2004 79
craftsmanship and efforts into rubber-powered models in preparation
for that “someday.” In some ways, the real gas model was the carrot
dangling in front of many young modelers of that era, and it motivated
them to keep building in spite of some poor-quality kits.
I’d be remiss if I didn’t mention one of the ironies of those dreams.
As I noted, very few young modelers could afford gas engines in the
1930s. However, as the nation recovered from the grips of a major
recession (depression, really), disposable income increased, allowing
families to splurge a bit in the 1940s. Unfortunately, when we finally
had the money, the wartime shortages made it impossible to buy that
dream engine, kits, or much of anything else.
Well, not quite impossible. Some engines and kits were available
during the World War II years, but they were mostly junk! I can recall
some of my contemporaries’ awful, crushing disappointment when
they scraped, saved, and sacrificed until they had enough money to
send off for a GHQ engine, only to quickly learn that their money had
been stolen from them.
These engines were available because of a bureaucratic mess-up.
The War Production Board was advised that the future US mechanics
and aircrews would need model airplanes on which to train.
The bureaucrats decided that a manufacturer should be selected and
provided with scarce and strategic materials to continue building
model engines, and the way to determine which unit was the most
“popular” was to check sales figures. Since the GHQ sold for less than
half of the other brands, it did indeed sell more.
However, they didn’t bother asking the opinion of anyone who
knew anything about model engines, nor did they set up performance
criteria. Had the government conducted even the most rudimentary
test, it would have quickly learned that the GHQ wouldn’t run.
Many young people of the 1940s were misled by those who sold
these engines. They were so poorly built that they seldom produced
more than an occasional “pop.” And if by some miracle they did run,
they wore out immediately. Consider how many potential modelers
were driven away from the hobby, never to return, as a result of
this grossly dishonest marketing.
Reginald Denny recognized this “build rubber power until you
can afford gas” phenomenon; his ads featured several attractive
rubber-powered models. I’ve reproduced a couple of the ads to
January 1938 MAN ad shows line of rubber-power kits that
Reginald Denny marketed. Notice the inflatable air wheels.
April 1938 MAN ad for Dennymite deluxe version including metal
engine mount with holes for coil and clip for condenser.
This flight shot of a Dennyplane landing at Mines Field in the Los
Angeles Basin was extraordinary for 1938.
08sig3.QXD 5/21/04 12:28 pm Page 79
give you a feel for them.
Notice that the Bullet was advertised as
“crack-proof.” This sort of falls into the same
category as other ads of the era that claimed a
model was “guaranteed to fly.” What was one
to do if a model cracked or didn’t fly?
The Dennymite: When Reginald introduced
the Dennyplane, it featured wing halves that
plugged into the fuselage top, a rather
complex undercarriage, a solid-sheet
empennage, and wire wingtips.
As I wrote last month, early on Reginald
sold an engine made for him by the same
factory that was producing the Baby Cyclone.
For whatever reason(s), only a few were
produced and sold.
In 1937, Reginald conducted a bidding
contest seeking an engine that was suitable for
the Dennyplane. Several backyard shop
machinists/entrepreneurs (who were likely
unemployed at the time) entered engines for
testing.
An engine of .573 cu. in. displacement that
Walter H. Righter designed and built was
selected as the most reliable and easiest to
start. Walter built the prototypes in his back
yard and then in a small shop at 4695 San
Fernando Road in Glendale, California, but
soon moved to larger facilities at 800 South
Flower Street in Burbank.
Marketed through Reginald’s shop and
mail-order business, and at least postwar
through jobbers, the Dennymite proved to be
a fairly successful seller and went through
several modifications to its outside appearance
and shape. It all led up to a teardrop-shaped
cylinder head and exhaust stack called the
“Airstream,” which was the final version and
sold postwar for a while. A total of slightly
more than 10,000 of the engines were sold.
This and many other engines of that era
utilized a cam on the crankshaft to open and
close the ignition points as the cylinder
traveled up and down. This sent an impulse
through a coil, which magnified the amperage
from the dry-cell battery to produce a spark in
a miniature spark plug.
These engines ran on two parts white
(unleaded) gasoline and one part SAE 70-
weight oil. Heavy oil was needed for
lubrication and to fill in the loose fit of the
parts.
Once the engine was started, one advanced
the ignition timing by raising the lever on the
points while leaning the air/fuel mixture with
the needle valve. I described that much faster
than the starting process usually was. One
could identify gas-engine fliers by their
enlarged deltoid muscle from flipping
propellers. We had no electric starters until
much later.
I’ve included photos of the Dennyplane and
the Denny Jr. this month to clarify the
differences. The model presented to Robert
Montgomery is a Dennyplane, as is the flight
shot. It featured a two-piece wing, functional
wing struts, and (not visible in the photo) an
undercarriage which was internally sprung.
Some variation of the vertical fin’s outline is
also apparent.
This design was available in a standard
and a deluxe kit. Both were well equipped
with hardware such as a prebent aluminum
tail-wheel bracket, but the deluxe kit also
included air wheels, silk for covering, and
dope.
Roughly a year after the Dennyplane’s
introduction, a simplified version called the
“Denny Jr.” was introduced. Fred Hardy
designed it. As can be seen in the picture, it
used a one-piece wing with balsa tips and a
plain bent-wire undercarriage.
However, this model was not cheaply
done; it included a spun-aluminum cowl and
metal aft of the firewall. I may have added to
the confusion on this matter by publishing a
Denny Jr. but identifying it as a
“Dennyplane.” The extra-wide fuselage,
round cowl, etc. are reminiscent of one of the
Howard DGA series or perhaps a Fairchild
24W.
The Dennyplanes are undeniably far more
attractive than most other gas-powered kits of
the era. If you want to construct one, my
drawings and construction article from the
January 1977 MA are still available. A short
kit (cut parts only) is available from Klarich
Custom Kits, 2301 Sonata Dr., Rancho
Cordova CA 95670.
Next month I’ll take a look at the virtually
unknown major contributions to full-scale
aviation that Reginald Denny and Walter
Righter made. MA
80 MODEL AVIATION
FLIGHT GLOW
■ Fully Automatic
■ No set-up, no servo reversal
■ Progressive heating
■ Full off at 1/4 throttle
■ Turn off with engine kill
■ Red LED when driver on
$39.95 s/h included
C-TRONICS,Inc. P.O. Box 192, Ramsey, NJ 07446 201 818-4289 www.c-tronicsinc.com
C-TRONICS ON BOARD GLOW DRIVERS
FLIGHT GLOW II
All of the features of
FLIGHT GLOW PLUS:
Tri-Color LED
Green–good driver battery
Orange–low driver battery
Red–driver on
Flashing Red–very low battery or
disconnected plug wire
Specify connector (Futaba, JR-Hitec-Airtronics) $49.95 s/h included
All units complete with plug connector and 1900 MA/HR battery
Work with single or twin engines* and twin cylinder*
(*requires additional battery and plug connector)
Dealer inquiries invited. Simple,Safe,Secure.
Visit our website
for full details
and to see our
other RC products!
08sig3.QXD 5/21/04 12:28 pm Page 80
Edition: Model Aviation - 2004/08
Page Numbers: 78,79,80
Edition: Model Aviation - 2004/08
Page Numbers: 78,79,80
D.B. Mathews
F l y i n g f o r F u n
909 N. Maize Rd., Townhouse 734, Wichita KS 67212
IN THE JULY 2004 column I provided a quick look at Reginald
Denny’s theatrical career and tried to connect it to his involvement in
the early days of modeling. Performing in more than 200 movies and
stage plays between 1919 and 1966, he played comic and dramatic
roles alongside the greatest stars of the day.
78 MODEL AVIATION
Robert Montgomery with Dennyplane finished to resemble
Luscombe Phantom. Text explains difference between it and
Denny Jr.
A February 1937 Model Airplane News ad features a large
selection of rubber kits and an early ad for the Denny Jr.
This is the version of the Dennyplane Jr. that the author had
published in the January 1977 Model Aviation.
However, less well known were Reginald’s hobby shop, his kit
production, his mail-order business, and his involvement in developing
and distributing one of the first reliable ignition engines for modelairplane
use.
A Clever Promoter: As I mentioned last month, Reginald was
successful in placing his Dennyplanes in the hands of the prominent
child actors of that time. This was a clever marketing move because it
exposed young people to gas-powered models and subsequently
generated good publicity and a positive image of model airplanes. This
was in a time when many parents were concerned about the safety of
“gas” models for their children.
Additionally, the late 1930s was a time dominated by dreams for
most youngsters, since most families could not afford model airplanes,
gas engines, or many of the other nonessential things of the era. We
dreamed of someday owning an engine. There were even popular
rubber-powered kits available with dummy cylinders and devices to
make “engine” sounds as the propeller turned, thus creating the illusion
of a gas engine.
While dreaming of models with real engines, we put our maximum
08sig3.QXD 5/21/04 12:28 pm Page 78
August 2004 79
craftsmanship and efforts into rubber-powered models in preparation
for that “someday.” In some ways, the real gas model was the carrot
dangling in front of many young modelers of that era, and it motivated
them to keep building in spite of some poor-quality kits.
I’d be remiss if I didn’t mention one of the ironies of those dreams.
As I noted, very few young modelers could afford gas engines in the
1930s. However, as the nation recovered from the grips of a major
recession (depression, really), disposable income increased, allowing
families to splurge a bit in the 1940s. Unfortunately, when we finally
had the money, the wartime shortages made it impossible to buy that
dream engine, kits, or much of anything else.
Well, not quite impossible. Some engines and kits were available
during the World War II years, but they were mostly junk! I can recall
some of my contemporaries’ awful, crushing disappointment when
they scraped, saved, and sacrificed until they had enough money to
send off for a GHQ engine, only to quickly learn that their money had
been stolen from them.
These engines were available because of a bureaucratic mess-up.
The War Production Board was advised that the future US mechanics
and aircrews would need model airplanes on which to train.
The bureaucrats decided that a manufacturer should be selected and
provided with scarce and strategic materials to continue building
model engines, and the way to determine which unit was the most
“popular” was to check sales figures. Since the GHQ sold for less than
half of the other brands, it did indeed sell more.
However, they didn’t bother asking the opinion of anyone who
knew anything about model engines, nor did they set up performance
criteria. Had the government conducted even the most rudimentary
test, it would have quickly learned that the GHQ wouldn’t run.
Many young people of the 1940s were misled by those who sold
these engines. They were so poorly built that they seldom produced
more than an occasional “pop.” And if by some miracle they did run,
they wore out immediately. Consider how many potential modelers
were driven away from the hobby, never to return, as a result of
this grossly dishonest marketing.
Reginald Denny recognized this “build rubber power until you
can afford gas” phenomenon; his ads featured several attractive
rubber-powered models. I’ve reproduced a couple of the ads to
January 1938 MAN ad shows line of rubber-power kits that
Reginald Denny marketed. Notice the inflatable air wheels.
April 1938 MAN ad for Dennymite deluxe version including metal
engine mount with holes for coil and clip for condenser.
This flight shot of a Dennyplane landing at Mines Field in the Los
Angeles Basin was extraordinary for 1938.
08sig3.QXD 5/21/04 12:28 pm Page 79
give you a feel for them.
Notice that the Bullet was advertised as
“crack-proof.” This sort of falls into the same
category as other ads of the era that claimed a
model was “guaranteed to fly.” What was one
to do if a model cracked or didn’t fly?
The Dennymite: When Reginald introduced
the Dennyplane, it featured wing halves that
plugged into the fuselage top, a rather
complex undercarriage, a solid-sheet
empennage, and wire wingtips.
As I wrote last month, early on Reginald
sold an engine made for him by the same
factory that was producing the Baby Cyclone.
For whatever reason(s), only a few were
produced and sold.
In 1937, Reginald conducted a bidding
contest seeking an engine that was suitable for
the Dennyplane. Several backyard shop
machinists/entrepreneurs (who were likely
unemployed at the time) entered engines for
testing.
An engine of .573 cu. in. displacement that
Walter H. Righter designed and built was
selected as the most reliable and easiest to
start. Walter built the prototypes in his back
yard and then in a small shop at 4695 San
Fernando Road in Glendale, California, but
soon moved to larger facilities at 800 South
Flower Street in Burbank.
Marketed through Reginald’s shop and
mail-order business, and at least postwar
through jobbers, the Dennymite proved to be
a fairly successful seller and went through
several modifications to its outside appearance
and shape. It all led up to a teardrop-shaped
cylinder head and exhaust stack called the
“Airstream,” which was the final version and
sold postwar for a while. A total of slightly
more than 10,000 of the engines were sold.
This and many other engines of that era
utilized a cam on the crankshaft to open and
close the ignition points as the cylinder
traveled up and down. This sent an impulse
through a coil, which magnified the amperage
from the dry-cell battery to produce a spark in
a miniature spark plug.
These engines ran on two parts white
(unleaded) gasoline and one part SAE 70-
weight oil. Heavy oil was needed for
lubrication and to fill in the loose fit of the
parts.
Once the engine was started, one advanced
the ignition timing by raising the lever on the
points while leaning the air/fuel mixture with
the needle valve. I described that much faster
than the starting process usually was. One
could identify gas-engine fliers by their
enlarged deltoid muscle from flipping
propellers. We had no electric starters until
much later.
I’ve included photos of the Dennyplane and
the Denny Jr. this month to clarify the
differences. The model presented to Robert
Montgomery is a Dennyplane, as is the flight
shot. It featured a two-piece wing, functional
wing struts, and (not visible in the photo) an
undercarriage which was internally sprung.
Some variation of the vertical fin’s outline is
also apparent.
This design was available in a standard
and a deluxe kit. Both were well equipped
with hardware such as a prebent aluminum
tail-wheel bracket, but the deluxe kit also
included air wheels, silk for covering, and
dope.
Roughly a year after the Dennyplane’s
introduction, a simplified version called the
“Denny Jr.” was introduced. Fred Hardy
designed it. As can be seen in the picture, it
used a one-piece wing with balsa tips and a
plain bent-wire undercarriage.
However, this model was not cheaply
done; it included a spun-aluminum cowl and
metal aft of the firewall. I may have added to
the confusion on this matter by publishing a
Denny Jr. but identifying it as a
“Dennyplane.” The extra-wide fuselage,
round cowl, etc. are reminiscent of one of the
Howard DGA series or perhaps a Fairchild
24W.
The Dennyplanes are undeniably far more
attractive than most other gas-powered kits of
the era. If you want to construct one, my
drawings and construction article from the
January 1977 MA are still available. A short
kit (cut parts only) is available from Klarich
Custom Kits, 2301 Sonata Dr., Rancho
Cordova CA 95670.
Next month I’ll take a look at the virtually
unknown major contributions to full-scale
aviation that Reginald Denny and Walter
Righter made. MA
80 MODEL AVIATION
FLIGHT GLOW
■ Fully Automatic
■ No set-up, no servo reversal
■ Progressive heating
■ Full off at 1/4 throttle
■ Turn off with engine kill
■ Red LED when driver on
$39.95 s/h included
C-TRONICS,Inc. P.O. Box 192, Ramsey, NJ 07446 201 818-4289 www.c-tronicsinc.com
C-TRONICS ON BOARD GLOW DRIVERS
FLIGHT GLOW II
All of the features of
FLIGHT GLOW PLUS:
Tri-Color LED
Green–good driver battery
Orange–low driver battery
Red–driver on
Flashing Red–very low battery or
disconnected plug wire
Specify connector (Futaba, JR-Hitec-Airtronics) $49.95 s/h included
All units complete with plug connector and 1900 MA/HR battery
Work with single or twin engines* and twin cylinder*
(*requires additional battery and plug connector)
Dealer inquiries invited. Simple,Safe,Secure.
Visit our website
for full details
and to see our
other RC products!
08sig3.QXD 5/21/04 12:28 pm Page 80
Edition: Model Aviation - 2004/08
Page Numbers: 78,79,80
D.B. Mathews
F l y i n g f o r F u n
909 N. Maize Rd., Townhouse 734, Wichita KS 67212
IN THE JULY 2004 column I provided a quick look at Reginald
Denny’s theatrical career and tried to connect it to his involvement in
the early days of modeling. Performing in more than 200 movies and
stage plays between 1919 and 1966, he played comic and dramatic
roles alongside the greatest stars of the day.
78 MODEL AVIATION
Robert Montgomery with Dennyplane finished to resemble
Luscombe Phantom. Text explains difference between it and
Denny Jr.
A February 1937 Model Airplane News ad features a large
selection of rubber kits and an early ad for the Denny Jr.
This is the version of the Dennyplane Jr. that the author had
published in the January 1977 Model Aviation.
However, less well known were Reginald’s hobby shop, his kit
production, his mail-order business, and his involvement in developing
and distributing one of the first reliable ignition engines for modelairplane
use.
A Clever Promoter: As I mentioned last month, Reginald was
successful in placing his Dennyplanes in the hands of the prominent
child actors of that time. This was a clever marketing move because it
exposed young people to gas-powered models and subsequently
generated good publicity and a positive image of model airplanes. This
was in a time when many parents were concerned about the safety of
“gas” models for their children.
Additionally, the late 1930s was a time dominated by dreams for
most youngsters, since most families could not afford model airplanes,
gas engines, or many of the other nonessential things of the era. We
dreamed of someday owning an engine. There were even popular
rubber-powered kits available with dummy cylinders and devices to
make “engine” sounds as the propeller turned, thus creating the illusion
of a gas engine.
While dreaming of models with real engines, we put our maximum
08sig3.QXD 5/21/04 12:28 pm Page 78
August 2004 79
craftsmanship and efforts into rubber-powered models in preparation
for that “someday.” In some ways, the real gas model was the carrot
dangling in front of many young modelers of that era, and it motivated
them to keep building in spite of some poor-quality kits.
I’d be remiss if I didn’t mention one of the ironies of those dreams.
As I noted, very few young modelers could afford gas engines in the
1930s. However, as the nation recovered from the grips of a major
recession (depression, really), disposable income increased, allowing
families to splurge a bit in the 1940s. Unfortunately, when we finally
had the money, the wartime shortages made it impossible to buy that
dream engine, kits, or much of anything else.
Well, not quite impossible. Some engines and kits were available
during the World War II years, but they were mostly junk! I can recall
some of my contemporaries’ awful, crushing disappointment when
they scraped, saved, and sacrificed until they had enough money to
send off for a GHQ engine, only to quickly learn that their money had
been stolen from them.
These engines were available because of a bureaucratic mess-up.
The War Production Board was advised that the future US mechanics
and aircrews would need model airplanes on which to train.
The bureaucrats decided that a manufacturer should be selected and
provided with scarce and strategic materials to continue building
model engines, and the way to determine which unit was the most
“popular” was to check sales figures. Since the GHQ sold for less than
half of the other brands, it did indeed sell more.
However, they didn’t bother asking the opinion of anyone who
knew anything about model engines, nor did they set up performance
criteria. Had the government conducted even the most rudimentary
test, it would have quickly learned that the GHQ wouldn’t run.
Many young people of the 1940s were misled by those who sold
these engines. They were so poorly built that they seldom produced
more than an occasional “pop.” And if by some miracle they did run,
they wore out immediately. Consider how many potential modelers
were driven away from the hobby, never to return, as a result of
this grossly dishonest marketing.
Reginald Denny recognized this “build rubber power until you
can afford gas” phenomenon; his ads featured several attractive
rubber-powered models. I’ve reproduced a couple of the ads to
January 1938 MAN ad shows line of rubber-power kits that
Reginald Denny marketed. Notice the inflatable air wheels.
April 1938 MAN ad for Dennymite deluxe version including metal
engine mount with holes for coil and clip for condenser.
This flight shot of a Dennyplane landing at Mines Field in the Los
Angeles Basin was extraordinary for 1938.
08sig3.QXD 5/21/04 12:28 pm Page 79
give you a feel for them.
Notice that the Bullet was advertised as
“crack-proof.” This sort of falls into the same
category as other ads of the era that claimed a
model was “guaranteed to fly.” What was one
to do if a model cracked or didn’t fly?
The Dennymite: When Reginald introduced
the Dennyplane, it featured wing halves that
plugged into the fuselage top, a rather
complex undercarriage, a solid-sheet
empennage, and wire wingtips.
As I wrote last month, early on Reginald
sold an engine made for him by the same
factory that was producing the Baby Cyclone.
For whatever reason(s), only a few were
produced and sold.
In 1937, Reginald conducted a bidding
contest seeking an engine that was suitable for
the Dennyplane. Several backyard shop
machinists/entrepreneurs (who were likely
unemployed at the time) entered engines for
testing.
An engine of .573 cu. in. displacement that
Walter H. Righter designed and built was
selected as the most reliable and easiest to
start. Walter built the prototypes in his back
yard and then in a small shop at 4695 San
Fernando Road in Glendale, California, but
soon moved to larger facilities at 800 South
Flower Street in Burbank.
Marketed through Reginald’s shop and
mail-order business, and at least postwar
through jobbers, the Dennymite proved to be
a fairly successful seller and went through
several modifications to its outside appearance
and shape. It all led up to a teardrop-shaped
cylinder head and exhaust stack called the
“Airstream,” which was the final version and
sold postwar for a while. A total of slightly
more than 10,000 of the engines were sold.
This and many other engines of that era
utilized a cam on the crankshaft to open and
close the ignition points as the cylinder
traveled up and down. This sent an impulse
through a coil, which magnified the amperage
from the dry-cell battery to produce a spark in
a miniature spark plug.
These engines ran on two parts white
(unleaded) gasoline and one part SAE 70-
weight oil. Heavy oil was needed for
lubrication and to fill in the loose fit of the
parts.
Once the engine was started, one advanced
the ignition timing by raising the lever on the
points while leaning the air/fuel mixture with
the needle valve. I described that much faster
than the starting process usually was. One
could identify gas-engine fliers by their
enlarged deltoid muscle from flipping
propellers. We had no electric starters until
much later.
I’ve included photos of the Dennyplane and
the Denny Jr. this month to clarify the
differences. The model presented to Robert
Montgomery is a Dennyplane, as is the flight
shot. It featured a two-piece wing, functional
wing struts, and (not visible in the photo) an
undercarriage which was internally sprung.
Some variation of the vertical fin’s outline is
also apparent.
This design was available in a standard
and a deluxe kit. Both were well equipped
with hardware such as a prebent aluminum
tail-wheel bracket, but the deluxe kit also
included air wheels, silk for covering, and
dope.
Roughly a year after the Dennyplane’s
introduction, a simplified version called the
“Denny Jr.” was introduced. Fred Hardy
designed it. As can be seen in the picture, it
used a one-piece wing with balsa tips and a
plain bent-wire undercarriage.
However, this model was not cheaply
done; it included a spun-aluminum cowl and
metal aft of the firewall. I may have added to
the confusion on this matter by publishing a
Denny Jr. but identifying it as a
“Dennyplane.” The extra-wide fuselage,
round cowl, etc. are reminiscent of one of the
Howard DGA series or perhaps a Fairchild
24W.
The Dennyplanes are undeniably far more
attractive than most other gas-powered kits of
the era. If you want to construct one, my
drawings and construction article from the
January 1977 MA are still available. A short
kit (cut parts only) is available from Klarich
Custom Kits, 2301 Sonata Dr., Rancho
Cordova CA 95670.
Next month I’ll take a look at the virtually
unknown major contributions to full-scale
aviation that Reginald Denny and Walter
Righter made. MA
80 MODEL AVIATION
FLIGHT GLOW
■ Fully Automatic
■ No set-up, no servo reversal
■ Progressive heating
■ Full off at 1/4 throttle
■ Turn off with engine kill
■ Red LED when driver on
$39.95 s/h included
C-TRONICS,Inc. P.O. Box 192, Ramsey, NJ 07446 201 818-4289 www.c-tronicsinc.com
C-TRONICS ON BOARD GLOW DRIVERS
FLIGHT GLOW II
All of the features of
FLIGHT GLOW PLUS:
Tri-Color LED
Green–good driver battery
Orange–low driver battery
Red–driver on
Flashing Red–very low battery or
disconnected plug wire
Specify connector (Futaba, JR-Hitec-Airtronics) $49.95 s/h included
All units complete with plug connector and 1900 MA/HR battery
Work with single or twin engines* and twin cylinder*
(*requires additional battery and plug connector)
Dealer inquiries invited. Simple,Safe,Secure.
Visit our website
for full details
and to see our
other RC products!
08sig3.QXD 5/21/04 12:28 pm Page 80
