136 MODEL AVIATION
DURING HIS 31-year career with the US
Air Force, Colonel Bob Thacker, who is
now retired, flew in three wars,
participated in the service test program for
the Lockheed P-80, and later graduated
from the Test Pilots’ Academy at Edwards
Air Force Base in California. He is perhaps
best known for his 1947 record-setting
flight from Honolulu, Hawaii, to New
York in the P-82 Twin Mustang “Betty
Jo,” named for his wife.
Today Bob is a well-known modeler,
especially in RC Scale, and he recently recreated
a favorite from his past: Paul
Plecan’s Tornado. Bob wrote:
“I built the first one in 1946 when I was
stationed at Wright Field and it just flew
beautifully with a Bantam .19. I figured
with that beautiful double-ellipse wing and
stabilizer I would build another; however,
this time Radio Control.”
The current version weighs 20 ounces—
“ ... about one-third more than the Free
Flight was,” according to Bob. The
wingspan is 30 inches with an area of 209
square inches, and the stabilizer is 20%.
Covered with Coverite’s microfilm and
one coat of clear polyurethane, the
Tornado is powered with a Norvel .061
engine swinging a 6 x 3 propeller. As Bob
tells it:
“I soon found out that I should have put
in about 5 degrees of right thrust, but to
take care of that I combined the throttle
and rudder. Coming up on the throttle I
give myself progressively more right
rudder until I get a nice straight takeoff
and flight. As I come back on the thrust
the rudder returns to neutral ...
“Recently I added about 3 or 4 degrees
downthrust because it seems to climb
excessively under power. It has just been a
delight for an old guy to build an Old-
Timer like this and have it fly so well.”
In the May 2004 column I featured a
unique Orwick .73 engine that Jim Bassett
(Toledo WA) owns. Shortly thereafter, I
received a letter from Bob Angel (Santa
Maria CA), who offered a possible
explanation of its origin.
Bob is well qualified on the subject; he
is the Society of Antique Modelers (SAM)
officer for RC matters and a leading
member of MECA (the Model Engine
Collectors Association).
He wrote:
“Engines, more than airplanes,
probably attracted me to this fascinating
hobby, so the Orwick with the doubleended
intake naturally caught my attention.
It’s pure guesswork, but see if this theory
makes sense.
“In the early days many of us cut our
teeth on rear intake or sideport engines
such as the Ohlssons. When front intakes
began to appear, anyone with an urge to
‘hop up’ engines probably thought about
getting more power by taking in a charge
from both ends.
“In fact there was even an aftermarket
accessory called the ‘Hopkit’ that added
front intake to the sideports. And when
Ohlssons modernized to FRV (front rotary
valve), they put out a conversion package to
change a sideport to FRV. It consisted of a
new front plate/crank assembly and a simple
cork to close the original intake tube. But
with this kit available, many tried to run the
Ohlssons through both intakes.
Mike Keville, 31 Franklin Pkwy., Brunswick ME 04011; E-mail: [email protected]
OLD-TIMERS
Kevin Sherman readies McCoy .60-powered
Super Zomby at 2003 SAM Champs in
Claremore OK. Photo by Larry Davidson.
Larry Davidson launches his FF Alert at
the 2003 SAM Champs. It’s silked—yellow
with black trim. Davidson photo.
Bob Thacker holds his Norvel .061-powered RC version of Paul Plecan’s Tornado. Bob’s
first one was FF, circa 1946, with Bantam .19. Thacker photo.
09sig5.QXD 6/23/04 12:40 pm Page 136
“These [modifications] weren’t an
instant success, as attested to by the fact
that they never caught on, set records, or
went mainstream. First, they were very
hard to start and adjust (starters were
uncommon). And without tank pressure
(also uncommon) they had poor fuel draw
because the venturi effect was reduced at
both ends.
“Atwood .60 engines did successfully
use a modified version of the dual intake,
but they inducted their charge through just
a single downdraft rear intake tube which
then fed both front and rear intakes
through a passage cast along the crankcase
bottom.
“Obviously if Henry Orwick just
wanted to compare front vs. rear induction
he wouldn’t need the elaborate front
cutoff, but could have simply ‘corked up’
either end alternately. I would suspect he
was looking toward a production model,
which would solve the hard starting/
adjustment problem. He would have
planned to start the engine on the rear
intake, then gradually open the front intake
and get an adjustment with the engine
running. Sound plausible?”
Thanks, Bob.
If other readers have information or
thoughts on the subject, feel free to share
them here or send them to Jim Bassett at
Box 298, Toledo WA 98591.
Several years ago I was privileged to
receive the publication American
Aeromodeling, The Earliest Years, 1907 to
1934 that Frank Anderson wrote. I don’t
know if it (and other volumes covering
later years) is still available, but I will
provide his address. Following are some
facts from that book that readers may find
fascinating.
Ray Arden is credited with inventing—
or at least refining for model-engine use—
the glow plug in 1947. He is known for his
Atom and Arden engines of the 1940s. He
also designed and built an aircraft engine
in 1907 and flew it in 1908. The fourstroke
power plant turned 2,000 rpm. The
bore and stroke were each 1.25 inches.
In 1907, Great Britain’s A.V. Roe
won the London Daily Mail’s modelaircraft
competition. That name might
look familiar; two years later he
produced the first of many full-scale
Avro aircraft.
According to John Carisi, the editor of
Model Aircraft Engineer in 1934, Frank
Shober “discovered” the use of the
substance we know as “dope” for coating
fabrics and tissues in 1912 . He found it in
a coffin factory and adapted it for use on
model airplanes.
In its 1914 catalog, Ideal described the
product as “Bamboo Varnish”—prepared
by Ambroid, which advertised in Ideal’s
early catalogs. Another early term for dope
was “bamboola.” Do any of you remember
that term?
The volume also gives detailed
accounts and entrant listings for national
competitions from 1928 to 1934.
There are two other volumes: Number
3, 1935-1941, and Number 3, 1941-1947. I
was remiss in researching to see if they are
still available (my apologies), but I highly
recommend that you write to Frank at
Anderson Productions, 753 Hunan St. NE,
Palm Bay FL 32907, for prices and
availability.
In the December 1990 Flying Models
(then edited by MA Aeromodeling Editor
Bob Hunt), I had a construction article
published for a 1947 CL Stunt design
called the Box Car Chief.
Originally kitted by Ricks
Manufacturing Co. in Los Angeles,
California, the design is somewhat unusual
for a CL Stunter because it has a high
wing. Notwithstanding that, it is an
excellent flier and is often seen today in
Old Time Stunt competition.
Al Brush cut the parts for the Box Car
Chief, and today he produces quality Old-
Timer Free Flight Rubber kits. Although I
haven’t seen Al or his wife Tina since
1989, I’ll give you an unsolicited (honest!)
testimonial regarding his work.
I recall that the contest-grade balsa was
cleanly and accurately cut to exact shape,
requiring little or no sanding for a perfect
fit. The model nearly fell together. I
assembled it with Duco cement (boy, them
was the days), covered it with Japanese
tissue, and finished it with clear Randolph
dope—umm, I mean “bamboola.”
Since I had seen several of Al’s own CL
models, it did not come as a surprise that his
woodcutting was crisp and precise. He was
(and apparently still is) a master craftsman
who didn’t settle for second best.
Al’s current offerings include Old Time
Stick and Cabin Rubber designs
containing all the needed accessories.
SAM members receive SAM Speaks, so
many of them have probably seen his
advertisements on the back cover.
You can contact Al for more
information at 25500 Aquila Ct., Sun City
CA 92586, or you can view his Web site at
www.inland.net/~abrush. (That’s a tilde
after the slash—not a dash.) You can also
call (909) 301-9975 or E-mail abrush
@inland.net.
Photos: First and foremost, I need some.
Second, 4 x 6-inch color glossies work
best—but only if there is no writing on the
back. Do try for uncluttered backgrounds,
and please use flash or other direct light
when showing faces. Few things are more
disappointing (and unusable) than a photo
of someone with a lovely model but no
facial features because of shadow.
Quoting fellow columnist Bob Kopski
in the May 2004 issue, “ ... be sure to turn
off the camera time/date stamp” and “MA
cannot work with printouts from digital
cameras—no matter how good they look.”
Photos will be returned to you if you
request it, but it takes a few months. MA
September 2004 137
09sig5.QXD 6/23/04 12:41 pm Page 137
Edition: Model Aviation - 2004/09
Page Numbers: 136,137
Edition: Model Aviation - 2004/09
Page Numbers: 136,137
136 MODEL AVIATION
DURING HIS 31-year career with the US
Air Force, Colonel Bob Thacker, who is
now retired, flew in three wars,
participated in the service test program for
the Lockheed P-80, and later graduated
from the Test Pilots’ Academy at Edwards
Air Force Base in California. He is perhaps
best known for his 1947 record-setting
flight from Honolulu, Hawaii, to New
York in the P-82 Twin Mustang “Betty
Jo,” named for his wife.
Today Bob is a well-known modeler,
especially in RC Scale, and he recently recreated
a favorite from his past: Paul
Plecan’s Tornado. Bob wrote:
“I built the first one in 1946 when I was
stationed at Wright Field and it just flew
beautifully with a Bantam .19. I figured
with that beautiful double-ellipse wing and
stabilizer I would build another; however,
this time Radio Control.”
The current version weighs 20 ounces—
“ ... about one-third more than the Free
Flight was,” according to Bob. The
wingspan is 30 inches with an area of 209
square inches, and the stabilizer is 20%.
Covered with Coverite’s microfilm and
one coat of clear polyurethane, the
Tornado is powered with a Norvel .061
engine swinging a 6 x 3 propeller. As Bob
tells it:
“I soon found out that I should have put
in about 5 degrees of right thrust, but to
take care of that I combined the throttle
and rudder. Coming up on the throttle I
give myself progressively more right
rudder until I get a nice straight takeoff
and flight. As I come back on the thrust
the rudder returns to neutral ...
“Recently I added about 3 or 4 degrees
downthrust because it seems to climb
excessively under power. It has just been a
delight for an old guy to build an Old-
Timer like this and have it fly so well.”
In the May 2004 column I featured a
unique Orwick .73 engine that Jim Bassett
(Toledo WA) owns. Shortly thereafter, I
received a letter from Bob Angel (Santa
Maria CA), who offered a possible
explanation of its origin.
Bob is well qualified on the subject; he
is the Society of Antique Modelers (SAM)
officer for RC matters and a leading
member of MECA (the Model Engine
Collectors Association).
He wrote:
“Engines, more than airplanes,
probably attracted me to this fascinating
hobby, so the Orwick with the doubleended
intake naturally caught my attention.
It’s pure guesswork, but see if this theory
makes sense.
“In the early days many of us cut our
teeth on rear intake or sideport engines
such as the Ohlssons. When front intakes
began to appear, anyone with an urge to
‘hop up’ engines probably thought about
getting more power by taking in a charge
from both ends.
“In fact there was even an aftermarket
accessory called the ‘Hopkit’ that added
front intake to the sideports. And when
Ohlssons modernized to FRV (front rotary
valve), they put out a conversion package to
change a sideport to FRV. It consisted of a
new front plate/crank assembly and a simple
cork to close the original intake tube. But
with this kit available, many tried to run the
Ohlssons through both intakes.
Mike Keville, 31 Franklin Pkwy., Brunswick ME 04011; E-mail: [email protected]
OLD-TIMERS
Kevin Sherman readies McCoy .60-powered
Super Zomby at 2003 SAM Champs in
Claremore OK. Photo by Larry Davidson.
Larry Davidson launches his FF Alert at
the 2003 SAM Champs. It’s silked—yellow
with black trim. Davidson photo.
Bob Thacker holds his Norvel .061-powered RC version of Paul Plecan’s Tornado. Bob’s
first one was FF, circa 1946, with Bantam .19. Thacker photo.
09sig5.QXD 6/23/04 12:40 pm Page 136
“These [modifications] weren’t an
instant success, as attested to by the fact
that they never caught on, set records, or
went mainstream. First, they were very
hard to start and adjust (starters were
uncommon). And without tank pressure
(also uncommon) they had poor fuel draw
because the venturi effect was reduced at
both ends.
“Atwood .60 engines did successfully
use a modified version of the dual intake,
but they inducted their charge through just
a single downdraft rear intake tube which
then fed both front and rear intakes
through a passage cast along the crankcase
bottom.
“Obviously if Henry Orwick just
wanted to compare front vs. rear induction
he wouldn’t need the elaborate front
cutoff, but could have simply ‘corked up’
either end alternately. I would suspect he
was looking toward a production model,
which would solve the hard starting/
adjustment problem. He would have
planned to start the engine on the rear
intake, then gradually open the front intake
and get an adjustment with the engine
running. Sound plausible?”
Thanks, Bob.
If other readers have information or
thoughts on the subject, feel free to share
them here or send them to Jim Bassett at
Box 298, Toledo WA 98591.
Several years ago I was privileged to
receive the publication American
Aeromodeling, The Earliest Years, 1907 to
1934 that Frank Anderson wrote. I don’t
know if it (and other volumes covering
later years) is still available, but I will
provide his address. Following are some
facts from that book that readers may find
fascinating.
Ray Arden is credited with inventing—
or at least refining for model-engine use—
the glow plug in 1947. He is known for his
Atom and Arden engines of the 1940s. He
also designed and built an aircraft engine
in 1907 and flew it in 1908. The fourstroke
power plant turned 2,000 rpm. The
bore and stroke were each 1.25 inches.
In 1907, Great Britain’s A.V. Roe
won the London Daily Mail’s modelaircraft
competition. That name might
look familiar; two years later he
produced the first of many full-scale
Avro aircraft.
According to John Carisi, the editor of
Model Aircraft Engineer in 1934, Frank
Shober “discovered” the use of the
substance we know as “dope” for coating
fabrics and tissues in 1912 . He found it in
a coffin factory and adapted it for use on
model airplanes.
In its 1914 catalog, Ideal described the
product as “Bamboo Varnish”—prepared
by Ambroid, which advertised in Ideal’s
early catalogs. Another early term for dope
was “bamboola.” Do any of you remember
that term?
The volume also gives detailed
accounts and entrant listings for national
competitions from 1928 to 1934.
There are two other volumes: Number
3, 1935-1941, and Number 3, 1941-1947. I
was remiss in researching to see if they are
still available (my apologies), but I highly
recommend that you write to Frank at
Anderson Productions, 753 Hunan St. NE,
Palm Bay FL 32907, for prices and
availability.
In the December 1990 Flying Models
(then edited by MA Aeromodeling Editor
Bob Hunt), I had a construction article
published for a 1947 CL Stunt design
called the Box Car Chief.
Originally kitted by Ricks
Manufacturing Co. in Los Angeles,
California, the design is somewhat unusual
for a CL Stunter because it has a high
wing. Notwithstanding that, it is an
excellent flier and is often seen today in
Old Time Stunt competition.
Al Brush cut the parts for the Box Car
Chief, and today he produces quality Old-
Timer Free Flight Rubber kits. Although I
haven’t seen Al or his wife Tina since
1989, I’ll give you an unsolicited (honest!)
testimonial regarding his work.
I recall that the contest-grade balsa was
cleanly and accurately cut to exact shape,
requiring little or no sanding for a perfect
fit. The model nearly fell together. I
assembled it with Duco cement (boy, them
was the days), covered it with Japanese
tissue, and finished it with clear Randolph
dope—umm, I mean “bamboola.”
Since I had seen several of Al’s own CL
models, it did not come as a surprise that his
woodcutting was crisp and precise. He was
(and apparently still is) a master craftsman
who didn’t settle for second best.
Al’s current offerings include Old Time
Stick and Cabin Rubber designs
containing all the needed accessories.
SAM members receive SAM Speaks, so
many of them have probably seen his
advertisements on the back cover.
You can contact Al for more
information at 25500 Aquila Ct., Sun City
CA 92586, or you can view his Web site at
www.inland.net/~abrush. (That’s a tilde
after the slash—not a dash.) You can also
call (909) 301-9975 or E-mail abrush
@inland.net.
Photos: First and foremost, I need some.
Second, 4 x 6-inch color glossies work
best—but only if there is no writing on the
back. Do try for uncluttered backgrounds,
and please use flash or other direct light
when showing faces. Few things are more
disappointing (and unusable) than a photo
of someone with a lovely model but no
facial features because of shadow.
Quoting fellow columnist Bob Kopski
in the May 2004 issue, “ ... be sure to turn
off the camera time/date stamp” and “MA
cannot work with printouts from digital
cameras—no matter how good they look.”
Photos will be returned to you if you
request it, but it takes a few months. MA
September 2004 137
09sig5.QXD 6/23/04 12:41 pm Page 137