The biggest, most exacting and undoubtedly most successful International contest ever held in Britain is now but a memory. Over ten months of careful planning and closest co-operation between the Officers of the S.M.A.E., the Royal Air Force and the R.A.F.M.A.A. culminated in a show that will live long among the reminiscences of those fortunate enough to have attended as spectators or taken part. Twenty-one Nations sent teams, two more dispatched official observers and another half dozen countries were to be found represented among the visitors. Facilities, ranging from the large hangar used a 'pits', to adjacent accommodation and restaurant, a trade and vast scale model show by Peter Farrar and a free fuel bank, were ideal. Many were the kind compliments passed by our guests, but few realised just what had been involved in preparation for this World Championships which was generously sponsored by Castrol Ltd.
Take, for example the business of finding two tons of wire mesh, then having to evolve a means of supporting it. Or the design of a lap recorder working directly from the lap scorer's counter over a distance of 200 ft. The task of attending to the needs, physical and social of 8000 spectators. The preparation of printed matter, provision of souvenirs (each contestant had a briefcase from Hawker Siddley, containing up to 13 items from other sources) and the marshalling of accommodation.
Field organisation, thanks to prior planning and the volunteered services of control-line enthusiasts went without fault. The innovation of continuous practice areas, time-spaced and programmed team race heats and judge-breaks in stunt were universally praised.
Highlights of the meeting were of course the performance of the United States team with their individual and team successes, prevented only by the Czechs from making it a complete walk-over. Josef Gabris's return to Champion status after 8 years in aerobatics is no less an achievement than Bill Wisniewski's incredible 160 m.p.h. in speed and the challenge of the Austrians with their fantastic pit stops in team racing which had both an Air Marshal and an Air Vice-Marshal lending encouragement is something we shall always cherish. Scale too, has now achieved successful baptism under fire, and we fancy could well become a rival to any other class for popularity.
F2C - TEAM RACING
Heat 1 on Saturday saw Shneiorson/Provisor (Israel) with an all silver, Eta .15 model having Top Flite Speed cuffed root 7 x 8 prop and full pan, matched against Gombocz/Toth (Hungary) with Moki 2.5 T/R and Sulisz/Rosinski (Poland) who used a Super Tigre powered model similar to Boris Chkourski's Snipe, but with a cockpit atop the alloy engine pan that is integral and tissue covered. Whilst the Israeli's retired (they were competing largely to gain experience) the experienced Hungarians made 4:51 and the Poles 4:56 in the Championships first race. Heat 2, was a disappointment as Bador/Magne (France) with their very streamlined, Perspex forward fuselaged topped Micron 2.5 powered model were obliged to retire, leaving Mohai/Markotai (Hungary) to make 5:02 at 82 m.p.h. with their Moki 2.5 T/R powered model, against the Geschwendtner brothers (Denmark) who flew on for 5:28. The first retractable U/C was used in heat 3 by the Sundell brothers (Finland) in a light blue Oliver Tiger powered Miss F.A.I. style model averaging 86 m.p.h., but troubles struck and 6:12 resulted. Wamper/Gorziza's (W. Germany) low aspect ratio clear finished, Webra Mach II racer was flying at 86 mp.h. and recorded 5:02, the Irish lads Hand/Carrol were slower at 5 m.p.h. but returned 5:24.
Hungarians Purgai/Katona in neat 4 has a fighter like high mounted tailplane, faired in cockpit, silver finished, mock rivet panelled and pitot tube bedecked model, with very poor acceleration from the Moki 2.5 T/R doing 92 m.p.h., at 94m.p.h., faster than Valls/Montoy (Spain) and Turlizzi/Signorini (Italy). Rough tactics and whipping caused all three teams to be disqualified!
Heat 5 saw the first British team in action Nixon/Ellis, against non-starter Hertman/Ytreoy (Norway) and Buys/Goudsmitt (Holland), Mick Ellis set off their elliptical winged Eta 15 powered model rather lean and covered 50 laps, though slow at 75 m.p.h. giving 5:27, the same as Buys/Goudsmit who flew at 80 m.p.h. Heat 6 brought Hohenberg/Turk Austria), Ahlstrom/Axtilius, Sweden's only T/R entry and Matile/Meyer (Switzerland) together. The Austrians all flew low aspect ratio, vee tailed designs with plate mounted Bugl HP 15D engines. For pit stops, fuel is contained in a glass fibre moulded, pressurized arm tank connected via a plastic fuel line to a finger tip valve that mated onto the tank filling vent. With an upturned rear venturi the Bugl engine is primed by the tetank overflow pipe squirting some fuel into the exhaust stack, and down the fins. Flying at 89 m.p.h., their pit stops were literally fantastic only contacting the model for three seconds at the first, slightly longer at the next, little did they know that this 4:33 was to put them in the final. The Swedes and Swiss made 5:17 and 5:16 respectively. Heat 7 saw Plotsin/Timofeev (U.S.S.R.) with their covered, built in pan, modified Super Tigre, rivet line bedecked model, that was swopped for a Canadian stunter later on and Front/Goldberg (Israel) disqualified for high flying whilst Czechoslovakians Gurtler/Klemm steamed on for a very fast 4:36. Great Britain's Dick Place and Don Haworth were matched against Fontana/Amodio (Italy) and Tortilla/Raatikainen (Finland) in heat 8 the Italian U/C retracted just as they were off the ground, and they did most of the overtaking at 89 m.p.h. to make 5:00. Place/Haworth had their much modified Eta cut after 1/4 lap, so Don opened the needle, restarted, then had two more stops for 5:17 at 82 m.p.h. Sharovalov/Radchenko (U.S.S.R.) were making 86 m.p.h. but were not able to better 5:22 in heat 9. Kropf/Russ (Austria) were delayed in heat 10 after catching Kelly/Parents (Canada) lines at a stop but still returned a 5:04 with the Bugl sounding just right, after some fast stops. Favre/Fabre (France) another Eta modifying team in heat 11 had an unplanned stop at 98 laps, with their '64 W/Champs retracting U/C model and did not finish, Easton/Patton (Canada) had troubles with their Maple leaf decorated model for 6:54.
Heat 12 with Bedall/ Brennan (Ireland), Rivola/Olsen (Denmark), who did not start and Comas/Parramon (Spain) was uneventful, then Le Crone/Mobley (U.S.A.) crashed in heat 13 whilst Bartos/Neckar (Czechoslovakia) flew their home made engine powered, all white model for 5:32. Baudine/Hanton (Belgium) did not start. Heat 14 saw two good times a 4:50 from Tautz/Jones (U.S.A.) at 83 m.p.h. whose pit stop and landing methods have to be seen, to be believed. With the vertical detachable mono leg forward of the C.G., solid outer wing tip skid and nose cowl skid, the all white, transfer covered Eta 15 model is banged on the ground as soon as the engine cuts, running round to the pit man at high speed in a tail up attitude with the cowl almost touching the ground. Rather low on laps it made two stops. Toulouse/Coste (France) had a most interesting Radio Control operated compression adjustment and automatic pressurized filling system operating on their modified Micron 2.5 engine and made 4:54.
A fast line up promised action for heat 15 with Stockton/Jehlik (U.S.A.) second at last years European Criterium of Aces., Brendell/Glodeck (W. Germany) and Fischer/Meusburger (Austria). The Austrians were dogged with a badly missing engine and retired. The Germans used a Webra Mach II with electrical compression adjustment controlled by the pilot for a 5:04. Stockton/Jehlik, at 92 m.p.h. made a fast one stopper and recorded 4:28, the fastest time so far using a much modified Eta. The cylinder head has larger and more closely spaced fins, the front housing is home made and a new backplate is fitted. This is a Cox .049 plastic front housing complete with cut down venturi, fitted to an alloy backplate. Inside, a home made hollow shaft is linked to the Eta crankpin to give a rear drum induction as used on the 1.5 cc Super Tigres. With the venturi pointing downwards they were covering over 60 laps at 90 plus. The model has low aspect, ratio, through fuselage exhaust ducting and machined plate engine mount.
Heat 16 saw brothers Lutkat (W. Germany) doing 95 m.p.h. for 4:51 while brothers Patris (Belgium) were slow at 7:15 Jelman/Boulkin (U.S.S.R.) made a 4:39, fourth fastest at this stage flying at 98 m.p.h. for 34 laps, this was a rerun as their first model hit the ground earlier on and really splattered. Trnka/Drazek were again the fastest, in heat 17 and practice, doing 108 m.p.h. but in the race it dropped to 100 and two stops held this down to 4:45. Heat 18 the last of the first round had Britain's fastest team, Brian Turner and Mick Hughes in it, with Dutch brothers Bert and Rob Metkemeyer. Brian's propeller was slipping and came off during the warm up and the Eta shaftran then flooded the start signal went and Brian still had to fit a propeller, and start a cold and flooded engine. Doing a slow 72 m.p.h. he made 6:35 whilst the Dutch brothers steamed on at 82 m.p.h. for a 4:54 though they were overheating.
Round 2 flown Sunday started fast in heat 1 with Sharovalov/Radchenko, Tautz/Jones and Deane/Dickson (Ireland), Tautz/Jones were disqualified for pulling and having the handle off the ground, while the Irish lads improved to 4:50 meanwhile Sharovalov/Radchenko were piling on the steam and two stopped for 4:25 taking them to top spot, a really stunning start to the second day of exciting racing. Lutkat brothers (Germany) in heat 2 made 4:46 but this was now too slow. Trnka/Drazek (Czechoslovakia) slowed by two seconds to 4:47 in heat 4. Place/Haworth had everthing go wrong in heat 6 Having crashed a model in practice they were lucky to have a slightly better performance on hand than in Round 1, flying against Wamper/ Gorziza (W. Germany) and Fischer/Meusburger (Austria). Their start was good but the lean engine cooked up and would not restart, after many primes it ran again, but rich this time and with low range. Heat 8 was eventful by any standards, after a long "international" discussion itwas pointed outthat according to the Sporting Code only the pilot was allowed to control the model in flight, so Toulouse/Coste could not use their Grundig Variophon transmitter to actuate inflight compression adjustment from the mechanic's signals, but they were allowed to use automatic filling with an elastic tensioned syringe strapped to the mechanics left arm for their orange Micron 2.5 powered model. Flying with Heitmann/Ytreoy (Norway) and Sulisz/Rosinski (Poland) things were uneventful till the Polish "upside down Snipe" type model came off the lines and smashed itself to pieces on the safety fence, their lines became wrapped around the French and Norwegian pilots, wire cutters failed and Antoni Sulisz ended up flying the Norwegian model! Jelman/Boulkin (U.S.S.R.) were going well in heat 10 but they were disqualified after a spot check revealed an 11.5 cc fuel tank, hence their tail end position.
Canadians Kelly/Parent were doing quite well in heat 11 but the engine went off tune so Ken Parent adjusted at stops, taking time off to top the tank up before releasel This and an unscheduled stop at 98 laps gave 5:26. Favre/Fabre also returned 5:26 but their retractable under. carriage failed to come down at the end of the race, so it was more of a skid landing. Things were quiet until heat 13 when Sundell brothers made 4:43 with a little elbow work, in spite of missing the second catch. British hopes for Nixon/Ellis against Bador/Magne and Stockton/Jehlik were slim. Don Jehlik again demonstrated his catch off the bounce system at knee height: accepting the inertia by swinging backwards and up,then refuelling fast for 4:25 equal to Sharovalov/Radchenko. The British lads made 54 laps but were too slow to challenge and were further delayed by hitting the French lines for a 5:36. Italians Fontana/Amodio used a Super Tigre G.20 engine with latest "Super Record 7 x 8" cuffed root propellers for two good stops to record 4:49 with their rather strange looking retractable U/C model. In the very last heat Brian Turner and Mick Hughes made a faultless one stop race but had too low an airspeed to beat 4:42 whilst flying against Gombocz/Toth (Hungary) whose time was 4:48. Thus the finalists were to be U.S.A., U.S.S.R. and Austria.
Pre-race practice time was liberal and served to build up an intense atmosphere with crowded spectator interest. Stockton/Jehlik (U.S.A.) were practising hard and their Mad Magazine mascot Alfred E. Newman holding a placard with the words (What me Worry?) summed up their hopes.
With excellent range (they have made up to 70 laps at 90 m.p.h. +) and good stops they were rated as equal contenders. Hohenberg/Turk (Austria) were as fast as the U.S.A. team but had only half laps, however their pit stops were almost twice as fast and the had also practised hard. The U.S.S.R. team of Sharovalov/Radchenko seemed rather overconfident possibly due to too much practice in their own country before the meeting. They only a few half full tank flights then wrapped the motor in rag waited for the start. This was to be their big mistake! Watching through the protective fencing were the three engine design who all have a commercial interest in this race, Paul Bugl Fritz Mandl the Bugl H.P. 15D manufacturer, Jaures Garofoli Super Tigre G20D designer and Ken Bedford of Eta.
With the warm up signal from Dennis Nixon a screech of engines broke the silence to stir excitement to near boils point, Radchenko did not use all of the one minute warm period. Then came the 30 second cooling off countd period all teams pulled the rags off their engines and at drop of the start flag the Austrians were first away then USA and U.S.S.R. The Austrians' Bugl was slightly cold, U.S.A. fastest at 90 m.p.h. then the Austrians came-in at 89 m.p.h. while the U.S.S.R. modified Super Tigre was misfiring, cold and under compressed. Hohenburg and Turk of Austria were fastest and first down at 33 laps for an amazing 3.2. sec. stop, pushing the model hard on takeoff. On th err 56th Herb Stockton swung the natural finished U.S.A. model t bounceinfront of the waiting Don Jehlik, Stockton's handle not on the ground and simultaneously the Soviet team Ian on their lap 47 as U.S.A. got away with quick flicking. Radchenko it was a long stop with a cold engine, need retuning. The Austrians came down at lap 69 this time 5.4 seconds their automatic filling system working well. U.S.A. was still missing and the Austrian, were flying high as Americans slowed down through the tank run. By now, Austrians were clearly fastest and as they came down for third stop at lap 103 for 6 secs a popping U.S.S.R. engine c their lap 89. Running neck and neck against the Austrians, U.S.A. were down at 110, caught in-air, filled, whacked on prop and away, a truly great stop by Jehlik and the crowd cheered. The U.S.S.R. were still on the ground after run back one segment and U.S.A. became fastest and leadin maybe three laps at this stage. U.S.S.R. was virtually out o running. Then the Austrians landed for another fast 5.2 sec lap 144 the U.S.A. slowed slightly and U.S.S.R. lost laps,a 135 Radchenko missed a catch and had to wait for a round again. Well in the lead the U.S.A. motor cut for alanding on lap 166. Both U.S.A. and U.S.S.R. took off tog still in nose up take off attitudes, and as they did so Hohen and Turk ran in for a fast landing over the U.S.S.R. model under U.S.A. for a 6.2 sec stop at lap 179. This was a truly fantastic tic job of piloting by Gunther Hohenberg who brought his model nearer and nearer to the U.S.A. team.
The U.S.A. lead diminishing and the Austrian model faster. All eyes turn the multiple bulbs on the electric scoreboard-as the c ran on to 18.3, 190, 191, 192 the white light of U.S.A. was only bulb ahead of yellow for Austria. Timekeeper's flags we within the space of 1/3rd of a tap and the U.S.A. was ho 9:22, Austria so closely second at 9:23. As the crowds cheerd U.S.S.R, still flew on for a last stop at 188 laps and were la land. American team members dashed across the circle a chair Herb Stockton then Hungarian Sandor Katona chaired Don Jehlik. Immediately the models were taken away for processing and the most exciting of team race finals was over.
At the check-over the U.S.S.R. tank was well under at 9.75 cc and also the Austrians at 9.8 cc but the U.S.A. tank was dead on 10 cc right to the limit which seems rather close for an event of this importance. Their range had served to compensate for slower stops (by comparison of course to the AustriansJehlik must otherwise be rated as fast) and slightly fading air speed: but my-what a close result!
Extremely close standards of the leading dozen or so stunt aces resulted in constant position changes throughout progress of the three long rounds of aerobatics. The Swinderby "Zephyr" played its part with occasional 20 m.p.h. gusts to disturb the confidence of those used to calmer air, and it is not coincidence that the larger models tended to score high marks. Truly it was an endurance test for competitors, judges and hundreds of fascinated spectators alike. Not a crash nor even a single sour note jarred opinion on what was one of the best stunt events ever seen anywhere. Though the judging was (as usual) criticised for variation of standards,few would dispute the eventual results.
Round one started at 5.45 a.m. when U.S.S.R. contestant Kari Plotsin became the first competitor to fly in serious action. Ironically, the U.S.S.R. team had only arrived eight hours earlier, so Kari was at an extreme disadvantage. His jetfighter-like model with swept back tailplane, fin and wingtips was similar to Sirotkin's with a monowheel undercarriage that marred the take-off, this being a stretched jump into the air with the M.V.V.S. 5.6 revving fast. On the wing root was a neat "World Cup Willie" emblem, hands held up in horror as a U.S.S.R. stunt model came in to the attack. Plotsin's flight total of 2407 was only good enough for 15th position by the end of the round. Walter Bagalini (Italy) had a strangely impressive model that must break all the accepted design rules for modern Aerobatics. Its large cabin, low wing and extreme offset of a Super Tigre35 added to the unusual impression of it stopping "to change gear" as it negotiated each of the square corners. Slow but steady, its 2539 pts were good for 10th. Lew McFarland was blown about a littleand his Veco.45 powered 10% enlarged "Shark45" weighing 63 ozs with detailed cockpit did not perform as well as expected though every judge must have had him in their top eight. Rivalling Lew, Josef Gabris (Czechoslovakia) was also bugged by the wind and his M.V.V.S. 5.6 powered model was badly upset, at times. Few realised that after an 11th place in Rd. 1 he would climb to the top. Jim Silhavey (U.S.A.) must have the ultimate in paint work for a stunt model, his all red Fox .35 "Nobler" style model has a glass like, mark free finish all over. No wonder hews called "Mr. Finish". A consistent flier, Jim did not warm up on his first flight so taking 9th place though to many Britishers he was the most impressive. Steve Wooley (U.S.A.) flew his Fox.35 powcred "Argus" from the 1960 Budapest World Championships, and though very sleek it too did not like the wind being bumpy on square pull outs and generally a little too light, however this was good enough for second place as his style obviously met with the approval of most of the Judges. Juhani Karl of Finland seemed not yet really "into the groove" but impressed the judges sufficiently to top Rd. 1 with a score of 2753. Reigning Champ Youry Sirotkin (U.S.S.R.) had a rivet line and fancy paintwork model of similar design to Plotsin's utilising the monowheel U/C built into fuselage. The U/C doors stated (in Russian) "Moscow-Hands Off". Though impressive when static it was not so stunning in the air, the short rearward monowheel gave it almost vertical take-off. It would not fly in the wind happily despite the variable lead-out positions and earned him 2654 pts sufficient only for3rd place. Jan Bartos (Czechoslovakia) made a good first flight but again, had a rapid into the wind take-off making 2613 for 5th place. Ova Andersson (Sweden) did not do too well in Rd. 1 but he was to improve later on flying a silver, red and black, trike U/C, model powered by a Fox .35 with an O.S. silencer. Luciano Compostella (Italy) had plenty of sharp action in his flight, and on several occasions nearly put his squares in the ground due to wind gusts, a great pity this, for Luciano is always a strong challenger. Dr. Gaza Egervary (Hungary) had, for him, a very poor flight with his Veco .45 powered "Alice" model floating off in overhead manoeuvres, Dave Kelly (Canada) had two nice "Hustlers" powered by Fox .35's, with a perfect Aeroglass dope finish and Y & O 10 x 6 propellers, but he lacked practice as his interests are spread into all control line classes. The British lads did not fare too well, Jim Mannal made 17th place with 2365 pts. flying his usual Merco.35 "Crusader" a little too slow. With very small loops and also multi sided eights, the wind blew him off course. Tom Jolley with 2356 was in 18th position, contest nerves seemed to upset his squares. Flying fast, his silenced light blue model was "obvious" for its quietness. Harold Dowbekin was in his first international contest and muffed all his square manoeuvres with his O.S. Max S.35 powered black and yellow model due to nerves and each mistake upset him still more, though he made some of the best take-offs and landing:, of the meeting. To sum up, the wind was the biggest handicap of this first days flying and the general standard was not as expected. Judge Bob Gialdini appeared to be very discouraged with it all, perhaps the early start had something to do with it, butthis certainly eased the burden later on.
Round two also started on the Saturday, and ran on into Sunday, saw more keenlyfought competition with experienced pilots coming through, also the judging seemed to settle down. Lewis McFarland (U.S.A.) improved slightly and took the lead with 2917 pts. his "Shark .45", so big and noisy, gives the impression that its about to over-run one standing by the circle, but then, impression is an important phase of Aerobatic contests Juhani Kari (Finland) did not do so well this time flying his Veco .35 ageing "Woodpecker" model of Kiev 1962 vintage. Everyone was watching him for something extra but it did not materialise. Jim Silhavey (U.S.A.) was consistent, improved to 5th position and many spectators thought this his best flight (with 2870 pts.) but not the judges. Juhani Kari went to 2nd place, then Josef Gabris put in a great flight really getting to grips with the business of bringing himself up to 3rd position with 2917pts. Louis van der Hout (Netherlands) changed from his fast flying Merco .49 "Millie Mustang", used in Rd. 1, to a Veco.45 powered "Olympus" and improved by 245 pts. Very large, his Olympus handles well in the wind, really pulling on the handle. Youry Sirotkin was again leaping all over the place, flying jerkily and overdoing his squares in a flight that did not flow at all, every correction being most noticeable. Jan Bartos (Czechoslovakia) scoring 10 pts. was plain unlucky. In an effort to stop V.T.O. hefed in some down-elevator and promptly sawed the propeller down to the spinner. Judge Geoff Higgs ran out but could not stop the engine as vibration made the needle valve impossible to grip, then Gabris came to the rescue and threw a rag into the spinner. Tom Jolley (G.B.) changed to his dark blue reserve model that had not been flown for sometime hoping for an improvement, but in fact his score was lower than Rd. 1. Harold Dowbekin (G.B.) was much the same again and also, scored less as did Jim Mannal. With McFarland, Kari and Gabris as 1, 2 and 3 atthis stage, the third round was to become the vital decider for what appeared to be a chance for at least five potential winners.
Round three started on the Sunday, and Monday mornings downpour of rain interrupted it, but despite this it set a cracking pace with nearly all contestants improving. Josef Gabris (Czech. oslovakia) made a very good but fast flight that well earned the meetings highest flight score of 3096 pts. This gave him a strong lead over McFarland who really "had to go". During his flight Lew shouted to Steve Wooley after his horizontal eights, didn't get a reply then shouted again and almost seemed to scream! Steve thought he had forgotten his sequence and motioned to do square eights. It transpired later he was wanting to know what had happened to the wind direction! Although a very crisp flight it earned 2992 pts. That clearly made him 2nd to Gabris at least. Real surprise came later with Jim Silhavey (U.S.A.) who improved to 3012 pts, though some of his pull outs from squares were shaky. This put him in 2nd position between Gabris and McFarland. Ove Andersson (Sweden) had the luck of the game with dead calm to fly in. Nothing special In the wind, he still gave a good show this time as leading "unknown" with 2745. Dr. Gaza Egervary (Hungary) touched the ground in his triangles, however he scored 2401. His countryman Gabor Masznyik (Hungary) had a radio control servo linked to the needle on his Fox .35 with a potentiometer in the handle. Power to operate the servo was passed down the lines to vary the fuel mixture strength. Tom Jolley searching for an improvement went back to his Rd.1 model to score2361 so making him the best British flier with 21st position.
As the "names" concluded their flights it became obvious that Josef Gabris was to be a popular winner. He has become well known and liked since his debut in international modelling over ten years ago, and many of us remember his win of theCham. pionships at that memorable 1958 meeting in Brussels.
By far the toughest manoeuvre this time was the triangle with nearly all but the top four doing one right angle corner, horizontal eights became double D's with the vertical intersection length overdone almost to the point of starting a square eight, also
F2A - SPEED
Three days of speed flying with practice sessions interspersed with the three official rounds should have amply satisfied the 37 contenders. Out of 111 possible official flights no less than 44 proved to be total failures. The outstanding performance of the U.S. Team and the fact that the three British team members all broke their National speed record made up for any disappointment. So too did the skilled flying by the Czechs and Hungarians, an object lesson in preparedness which we trust was taken to heart by the others.
Bill Wisniewski (U.S.A.) established a first round record speed for the class at 160.95 m.p.h. with the official 80/20 fuel mix of Methyl Alcohol and Castrol M. As most speed devotees will know, Bill can always be expected to arrive with a new development. In '60 it was hot fuel, '64 the boost ported "wart" engine and this year the boost ported engine used in conjunction with a tuned length exhaust pipe. His Pink Lady model now has a higher aspect ratio, .010 Duralumin wing skin and cut down fin to clear the exhaust pipe, top fuselage and cowling in glass fibre, and a thinned down U.S. Harter speed pan is used. The engine is a T.W.A. .15 (Roger Theobald-Bill Wisniewski, Association) with construction as follows: K & B front housing and shaft with smaller crankpin (reduced area, reduced friction), K & B backplate with longer venturi, K & B piston with baffle removed and skirt cut away on one side to half depth leaded steel cylinder liner with boost port and Schnurle transfer method, single exhaust port pointing towards cylinder head so that the pipe extracts exhaust gases direct from the combustion area. The solid cylinder head has a wide squish band covering almost 1/3rd of its area with a deep parabolic combustion contour. The bar stock machined crankcase is in two sections. The lower half with the lugs, being Loctite sealed to the upper cylinder jacket. The resonant length pipe machined from magnesium bar stock, screws together sections and the v.h.t. black enamel coating plays an important part with its heat retaining properties. A stock of pipes carried to suit climatic changes during the day. In the air 6.4 x 7 in. pitch glass resin filled (Hobby Poxy) wooden propeller is turned at 29,000 r.p.m. using all of .9 b.h.p. of which the exhaust pipe must be responsible for at least 44 per cent.
The glass fibre resin is vacuum impregnated into the grain of the propeller, which is then cleaned up and thinned to .045 in. at the tips. Static r.p.m. is approx. 13,000. On Bill's fast flight Pink Lady circulated for three slow, rich, laps in the dolly, took off and another 5 slow laps at 80 m.p.h. much to the U.S.S.R, and Czechoslovakians short lived, amusement. As it became hot, the pipe started working and Pink Lady accelerated from 80 m.p.h. to 160 m.p.h. in one lap! The process is one of perfect anticipation. Immediately on acceleration Bill places his handle in the pylon as the line tension and rapid change of speed; demands prompt action. He was lucky to get this flight in as Dave Balch watching the pylon fork with powerful binoculars saw the handle try to lift itself out, no wonder-he rotated 11 laps in 13.9 seconds. The sideways 70 mm. spacing on that handle cross bar stops seemed to give several competitors trouble, including Bill.
Engine designer Paul Bugl (Austria) was making his first mono line flight and had a style similar to John Steed of the."Avengers" but bounced it. Team mate Heinz Freundt who holds their National record at 140 m.p.h. also used the H.P. 15 glow and crashed, not surprising as the elevator went up when down was applied on the handle. Shlomo Barak (Israel) was the only two line flier and very unstable at a still creditable 120.92 m.p.h. Both Holle and Heinsius (Holland) lacked practice in the pylon, and could not keep the model in for ten laps. U.S.S.R. team member Eugene Moisiakov used a most peculiar control line set up. A .0154 in. (.4 mm.-about 27 swg) wire extended 18in. from the wing tip and was then wrapped once around a Stanzel type connector button and back on itself (not even soldered) to the other side of the button. Copper plated line is hooked on, (Discovered undersize in one instance by Gordon Farnsworth the line checker).
Eugene whipped so hard to get up to speed he broke the plated line and made a deep dent near to top of the safety fence, at approx. 140 m.p.h. Only then were the official timekeepers given some protection as they were inside the safety fence.
Kevin Lindsey using the rear exhaust M.V.V.S. 2.5 R.L. in a Stuppi with a tuned length pipe recorded 130.58 m.p.h. starting rich but coming right onto tune.
Bill Firbank crashed one lap after his timed run but made 132 36 m.p.h. with his Super Tigre G. 15 Stuppi, Brian Jackson also flew a Stuppi with G.15 and recorded 130.81 m.p.h.
Italian Giancarlo Ricci with a works G.15 rear rotary induction used a fine pitch propeller and fairly jumped off the ground, but it over revved in the air without getting anywhere.
Rolf Miebach (W. Germany) recorded his slowest ever flight with the original Stuppi (later swapped with Chuck Schuette's assymetric Duralumin winged, opposite one sided tailplane model, Super Tigre G.15 powered). Chuck tried a T.W.A. engine in practice but elected to stick to the model and motor he knew best; very consistent, both first and second round speeds were 140.69 m.p.h.
The Italians could not understand these high speeds and he must have gone home light as one model went to the Italians with engine and the T.W.A. .15 one to an English official without the engine. The engine was unmodified except for induction passage polishing, and a home made cylinder head with a wide squish band and 3.4 mm. deep combustion chamber. Roger Theobald (U.S.A.) also flying a Pink Lady with a TWA and tuned length pipe did not come right into full resonance but still made 150 m.p.h. his weird dancing gait round the pylon suggested he could not have gone faster even if the model had!
Josef Sladky (Czechoslovakia) was so relaxed at 140 m.p.h. he took his hands off the controls to scratch his nose!
Round two on Sunday saw Heinz Freundt a non starter as his crankpin was not engaged on the rear disc hole after replacing the crankshaft in round 1 and Paul Bugl only just managed to fly at 119.62 m.p.h. Rolf Ekholm (Finland) had his G.15 cut on the tenth lap and as usual he was well up in the results with 135.57 m.p.h. Roger Theobald had two 80 m.p.h. runs with the pipe not working, possibly due to a weather change and a wrong pipe.
Team-mate Bill Wisniewski had his model go ahead of him on the second lap, and the resulting shaft-run must have been at fantastic revs, but the resonant pipe automatically cuts itself out as the pipe goes off resonance and enriches the engine. Kevin Lindsey made 135.57 m.p.h., well over the British record and then a 138 in practice, so he then plied some mods for the next round. Most of the other contents recorded times only a few m.p.h. different from their t round times. Carl Enquist (Sweden) took to monolineing after his engine and pan left the model and sailed over safety fence.
Round three started in pouring rain on Monday and an interesting system was used by several teams;. This was to Use one attempt by not going into the pylon in the hope of better weather later on for a second attempt. The weather did improve. Barak with his two liner was set for a faster flight but went off tune after 5 laps and Piero Muzio (Italy) with a works Super Tigre was off form with the engine flat out at 57 m.p.h. again revving high. Finnish competitor Kari Jaaskelainen flew eight laps with one cross bar in front one behind the pylon fork, then he put it right but after three more, he thought he had completed his run and me out of the pylon. No flight was allowed. The Finns made their protest but this was not allowed after an inquest.
Miklos Sebastyen (Hungary) flew the standard team design used for the last two seasons with a Moki S.3 and hit ground while whipping up to speed. Ricci was again over wing, then bounced whilst being timed and had a three lap shaft-run-the longest of the meeting if that's any distinction. Zbynek Pech (Czechoslovakia) used his first attempt as a test flight, then made 138.94 m.p.h.
Adolf Malik (W. Germany) came of the dolly too early, hit the ground and did not fly again. Roger Theobald (U.S.A.) had a lean run then could not get off be dolly at his second attempt. Bill Wisniewski was very fast, but lifted his handle for an instant, then put it back-unfortunately no flight. Kevin Lindsey's engine mods did not work out and slowed him down to 110.9 m.p.h. ! Brian Jackson made a repeat of his round one time and Bill Firbank was told his flight had finished by another team member, so he lifted out after only 7 timed laps.
So ended the flying with the U.S.A. in positions 1, 2, and 3, quite something! Bill Wisniewski called an impromptu meeting open to anyone to explain the working principles of his exhaust pipe, giving all the measurements and engine details as so %any people had requested on the field. This was giving away one night, all he had achieved in four years of research and development so on behalf of the international audience, we say thanks Bill.
Glass fibre is becoming popular, all the Austrians and Americans used it for fuselages and Rolf Miebach covered his wing with it. Sladky's model looked as though sandpaper was unheard of, very rough for a Czech model, and Renzo Grandesso of Italy had a model with a clear finish built from Cirmola wood. The American models were extremely stable and had a good glide, which can't be said for the Stuppi designs. Pressure fuel tanks dominated, but the U.S.A. and Hungarians used chicken hopper tanks, few pen bladders were seen. Control handle design has more or less standardised ranging from the large handle used by Holle to the very small and neat U.S.A. types. Both the Dutch and Austrians lacked vertical stabilising bars and Freundt borrowed Gordon Farnsworth's. The backwards pump action was used by the Finns and Soviet Union, but the U.S.S.R. team arrived with handles not to the 70 mm. stop spacing requirement as did Rolf Miebach, some Swedes and Dutch. When this was pointed out they commented they were O.K. in Hungary but the rule book said no, so they made impromptu mods. with rubber tubing and washers.
The T.W.A. was the engine of the meeting, but with lots of sorting out, the H.P. 15G could be a strong challenger soon, the Moki S-3s were flat out so were the Starts and M.V.V.S. and Super Tigres, but some new look engines can be expected in '68. It will be very interesting to learn international reaction to the U.S.S.R. proposal that "Resonant exhaust pipes be prohibited" which is tabled for discussions at the November F.A.I. meeting.