June/July 25

The second of the six week editions that will run to the beginning of August. Unlike Christmas, Whitsun is a moveable feast so the associated race meetings coincided with the start of the month.

Many will have spent the winter months in the workshop building, renovating, restoring, preparing and developing models in whatever sphere of interest applies. For many years building from scratch was the order of the day and as mentioned earlier this year, the arrival of commercially built models and engines was a total anathema to many existing competitors. The builder of the model rule for aeroplanes continued for much longer, but there are still those that mourn the passing of this. It is inevitable that the availability of commercial equipment has changed the face of many of our disciplines and not always for the better. It is remarkable to see an entire box full of disposable combat models arriving from foreign parts, or the most exquisite FF model in exchange for a very large wodge of euros. Regular readers will know the high regard we hold for those who are successful with their own models and engines and admiration for those who never quite achieve that level of success, but continue to design and build these. There is of course an expectation that a commercial design or model should actually work, but that is not always the case as we have found to our cost. It is with the home built or designed models and engines where things can get more interesting though. We have often reported on the mathematical and engineering cock ups that have brought projects to an abrupt halt, but what is even more fascinating is discovering those projects where an elementary design flaw renders many hours of work little more than scrap.

These always make us wonder at which stage realisation hits or why it was not spotted earlier at the design or drawing stage. This is often where it goes wrong as many builders never resort to drawing anything out. Indeed Bert Stalham never did any drawings for his supercharged vee twin until they were needed for the ME article. A beautifully made four cylinder motor was passed around at Old Warden with the simple statement, 'can you see what is wrong with it'? In the end, it was so obvious that most missed it, there was absolutely no induction system or method of getting fuel into the engine. How, after all the hours spent building it could this have been missed? That is not the only case though as recently we came across a more complex engine where the cylinders had to be attached to the separate crankcase halves, which were then bolted together, except er, the holes for the bolts were now under the cylinders and if the crankcases were bolted together first then the cylinders could not be attached. Drawings are noted for dimensions being wrong that can catch out the unwary if not actually measuring from the job. How though does a tethered car proceed from having made a pattern, casting and then completely machining the pan, installing the motor, crankshaft support, tuned pipe and front suspension without realising that the pinion gear on the motor could never ever touch the crown wheel, let alone mesh properly. Perhaps that is why it appeared on the market?

The Pitbox this month is one of the very rarest of the British 10cc racing motors the Nordec Special series II. Yes, we have previously featured the only two of these known to exist, but the latest, just the third to appear, is unique so far. This is the only one that has not done service in a speed plane, so is unmolested still having its exhaust stack intact and the Nordec logo in place. We can also now lay to rest the origins of what was claimed to be the first Series II discovered, and its downdraft backplate.

The Photo is from a glass plate taken in the very early days of tethered car racing in the UK at the Surrey Club, the outdoor track used by the Pioneers.

No wonder the British are constantly moaning about the weather as Buckminster went from a swelteringly hot 27C on Thursday and Friday through to a miserable 10 on Sunday and with a biting, north easterly wind. Use of the hangar was a godsend for keeping out of the sun for two days and staying warm for the others. The wind played havoc with the fun fly out on the field, but for the tethered car enthusiasts it was a case of putting more coats on. For a variety of reasons it was a memorable weekend for all attending the first BTCG meeting of the year, all of which are related in the report of the four day's activities.

Several comments have been made concerning the auction that featured the tethered cars last month, and in particular the speed the auctioneer was moving on, not allowing for the time delay that bidders around the world needed to get their bids on. Nearly 100 tethered cars have appeared for auction in the UK in the last two months along with the thick end of 1,000 engines, leading to the suspicion that the market might now becoming saturated with an ever declining cohort of buyers? All this is not helped by the ever upward rise of commissions. Gildings are now charging an eye watering 32.4% for buyers and 18% + £8 lotting fee for sellers. This might help explain why there are now so many multiples appearing in one lot. Just look at the sums. Four NIB engines as one lot, hammer price £80. Sold individually, four £8 lotting fees, £32, 18% sellers commission £14, buyer gets just £34 in total instead of £58. Not the worst though as a visit from the seller of a large collection to an auction house found the buyers commission to be a massive 45%, which must reduce the hammer prices even more significantly if buyers take this in to account?

A regular trip for John Goodall used to be Orebro for the 'Old Timer' meeting, the only event in Europe where diesels are still encouraged. Covid brought an end to these trips until 2023. This year, along with Ian Harper, John travelled out again to reacquaint himself with his Swedish compatriots and run his Slabang cars. John has kindly sent a very detailed article describing the trip and how some iffy fuel nearly scuppered their weekend.

Having never seen an example of the Swiss AMRO or FRIRO in the flesh until two years ago, we have been delighted that our ever helpful readers have alerted us to and even shown us numerous examples. Some of these have real provenance and history, others less so, but for such a rare engine, a pleasure to be able to add yet another update with a FRIRO that was seen lurking in a showcase.

Meetings coming thick and fast over four successive weekends and whilst the new edition of OTW will not be published until August we should be able to add a couple of event reports toward the end of June including the SAM Retrofest and associated swapmeet.
 

Updates: On 26th July, Paul Harris is hosting an open day at his track near Bristol. In addition the carrier deck group will be there to try your hand at this branch of CL flying, and Paul has a field also available for flying. further details and location, contact Paul on 01761 453512

We have just learned of a service that is vital to the model engine enthusiast, a company that makes piston rings, diesel conversions, reboring and restoration work on engines. Check out Gavin Carter's website gcpistionrings for the work he undertakes, including having completed a batch of very rare 1.5cc ETA diesel engines.