AirMail You can reach FMat 108 Phil Hardin Rd., Newton, NJ 07860, or via e-mail at
maureenf@flying-models.com A special plane
www.RetroRC.us.com FLYING MODELS BOOKS
Available On Our
Website At:
www.carstensbookstore.com
Thanks very much for the mention of my Temco TT-1 book in Fan Facts (January 2013). You are quite correct, the Pinto is a subject that begs to be modeled. I have loved that airplane ever since Berkley advertised their freeflight Jetex powered model in the late ’50s. I remember the ad appearing in ei- ther FLYING MODELS, Model Airplane News, or American Modeler around 1958 or 59, but I can’t find it among my magazine collection (some people collect comics from their youth; I collect aviation magazines). The Strom - becker and Aurora plastic treasures.
kits are also
The magazine devoted to all aspects of Control Line!
Each issue is packed with pho- tos, results, tips, stories, and features on building and flying.
❖ Carrier ❖ Combat ❖ Electric ❖ Racing ❖ Scale ❖ Speed ❖ Stunt
❖ Engines ❖ 1/2A designs ❖ ARFs ❖ Reviews ❖ Building Ideas ❖ Painting Tips ❖ CAD and more!
Subscription forms are avail- able at
www.brodak.com or by calling Brodak Manufacturing at 724-966-2726. Subscriptions are $30 for one year (four issues) ($40 for international subscriptions).
16
I was friendly with a Pinto owner, Steve Snyder, and flew in his TT-1 frequently (Steve was killed in an F-86 mishap in the late ’90s). Like you I have always wanted to design a serious scale model of the Pinto. About 10 years ago Dick Atkins, of the Vought Foundation, made the entire collec- tion of Temco model 51 (the TT-1) drawings available to me. I went to Texas to box them up and ship them to the hangar where I store my Piper Archer. I was planning to design a ¼ scale model (which is not that large –about 90-inch wingspan), but I have the affliction that Kerry Sterner calls “designer disease”— too many projects, nothing gets completed. I’ve been working on a Gulfstream G-IV for 15 years (it may fly this summer if I can get my butt in gear). I’m now thinking 1⁄3 scale, which is about a 120-inch span. Huge, but the full sized airframe breaks apart in just the right places to allow for a very man- ageable structure. The outer wing panels separate at a station just outboard of the main gear, and the tail boom separates from the pod portion of the fuselage just above the tailpipe. I think a 35–40 turbine would be perfect. Another advantage is that the Pinto is a very elegant aerobatic performer. I have lots of film of Steve flying beautiful airshow routines with his restored Pinto. Some day it will get done, thanks for reminding me of a long planned project.
MARK FRANKEL via e-mail
Memories recalled, and a question Eric Rule’s guest article on electric C/L (December 2012) peaked my interest and brought back memories of my Dad looking over my shoulder in the early 1950s while I pondered the mystery of my new Testor’s Freshman .099. He asked me two questions which I can’t answer to this day. May be worth some discussion. First: Why does the engine run counter-clockwise lifting the out- er tip up; and why does the plane fly in a counter-clockwise circle? It took him seconds to see that torque effects are counterproduc- tive. Then, lo and behold, the electric Stunt jobs on page 43 turn clockwise! I hope it’s not a printing error, because it makes sense, since the electric allows clockwise rotation. Does Eric sell this compatible power system? A subject for a future time: Why are some
rubber power twins flown with two counter- clockwise props, some with right-hand CCW and left-hand CW; and some flown with right-hand CW and left-hand CCW props? See the FAC pictures [in the same is- sue]. Even some full size get it wrong! In my shop, this discussion would take several rounds of (you choose) and likely end up in an argument!
I enjoy most of what you publish, and hope to for many more years.
JOHN DREWSKI via e-mail
Just like the Greek mythological charac- ter, Pandora, you’ve opened a jar of ques- tions that would provoke all kinds of lively conjecture and theory because I suppose they would involve engine torque, precession, line weight, all subjects that engender sometimes heated discussion. And in the case of the counterclockwise circle versus the clockwise circle in controline, there might be aspects of physiology also involved.
So, are some qualified readers out there brave enough to step up to the plate and offer reasoned explanations?
And yes, Eric Rule sells a wide range of
C/L kits and supplies. Download his catalog at
www.rsmdistribution.com. –Ed.
TIRED OF PAYING $1.29 FOR 6 SCREWS?
e-mail
info@microfasteners.com internet
http://www.microfasteners.com FEBRUARY 2013
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68