Flying Scale Models Issue 181 (2014-12)

FULL SIZE

FREE

PLAN

WORTH £24.95

POLIKARPOV

Po-2

www.flyingscalemodels.com

PART 2: 1:10 scale 45” (1140mm) wingspan, electric powered model by Peter Rake

PLUS: SCALE DRAWINGS ● IN DETAIL

TEMPEST

ARISEN! A STORMING 1:5TH PLAN-BUILT TEMPEST V

GRUMMAN WILDCAT

A DELIGHTFUL ARF/RTF SPORT-SCALE WARBIRD AT 1:10TH SCALE FOR ELECTRIC POWER

December 2014 No. 181 £4.20

PLUS: SCALE DRAWINGS ● TYPE HISTORY ● IN DETAIL & FLYING COLOURS

FSM DEC 14 COVER.indd 1

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IT’S OKAY TO STARE

NEW DX9 BLACK EDITION

horizonhobby.co.uk

Find Your Local Store Online at horizonhobby.co.uk/shopfinder

Stunning, isn’t it? It’s even more so when you consider it comes with the same power ful features as the original DX9, a Black Edition aluminium carrying case and an AR9020 receiver.

SERIOUS FUN™.

Spektrum products are available from all good model shops. For details of your nearest dealer look on our website horizonhobby.co.uk, contact us by telephone: 44(0)1279 641097, or by email: [email protected]. ©2014 Horizon Hobby, LLC. The Horizon Hobby logo is a registered trademark of Horizon Hobby, LLC. The Spektrum trademark is used with permission of Bachmann Industries, Inc. 46383

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THE ISSUE AHEAD...

Formation...

FLYING SCALE MODELS - THE WORLD’S ONLY MAGAZINE FOR SCALE MODEL FLYERS

ON THE COVER Andy Wynn chose Hawker’s best WW2 fighter and modelled it in 1/5th scale to produce this outstanding 98” wingspan. Power is a DA 85cc petrol engine, driving a Menz 26” x 10” prop. from the Vailly Aviation plans. Andy produced his own retract.

PHOTO : ALEX WHITTAKER

DECEMBER 2014 No.181

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4 CONTACT

News and new products

8 BMFA SCALE NATS

Alex Whittaker brings you his annual photo report from Scale Corner at the BMFA Scale Nationals, Barkston Heath

16 MASTER MODELS HAWKER TEMPEST Mk.V

Scratch-built 1/5th scale for 85cc power

22 TECHNO SCALE Scale info on the web

FULL-SIZE FREE PLAN FEATURE 24 POLIKARPOV Po-2

PART 2: Concluding the 1/10th scale, electric powered model designed by Peter Rake, with the prototype model built and described by Pat Lynch

30 POLIKARPOV Po-2 IN DETAIL

24

Close-up study of the example at the Shuttleworth Collection

34 POLIKARPOV Po-2 SCALE DRAWING

Air ambulance and casualty evacuation versions in 1:40 scale

36 GRUMMAN WILDCAT

A detightful ARF/RTF sport-scale of a rarely modelled WW2 Warbird at 1/10th scale for electric power. The wings fold and the undercarriage retracts

42 WILDCAT TYPE HISTORY

Designws pre-WW2, the Wildcat was one of the few fighter types to remain a front line type until the end

46 WILDCAT SCALE DRAWING 1:40 fine line three-views

48 WILDCAT IN DETAIL

Close-up detail for scale modellers

52 HEATH SUPER PARASOL

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Dr. Mike Hawkins presents a 75” (1905mm) wingspan sport-scale replica of an Amercian homebuild for land or waterplane operation. Suits .60 four-stroke engines and four function radio.

60 HEATH SUPER PARASOL TYPE HISTORY

One of the earliest home-build aircraft designed back in the 1920s

www.flyingscalemodels.com

62 QUIET ZONE

Strictly for R/C electric fans

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Editor: Tony Dowdeswell Publisher: Alan Harman Design: Peter Hutchinson Website: ADH Webteam Advertising Manager: Gareth Liddiatt Advertisement Assistant: Joe Brown Admin Manager: Hannah McLaurie Office Manager: Paula Gray FLYING SCALE MODELS is published monthly by ADH Publishing, Doolittle Mill, Doolittle Lane, Totternhoe, Beds, LU6 1QX. Reproduction in part or whole of any text, photograph or illustration without written permission from the publisher is strictly prohibited. While due care is taken to ensure the contents of Flying Scale Models is accurate, the publishers and printers cannot accept liability for errors and omissions. Advertisements are accepted for publication in FLYING SCALE MODELS only upon ADH Publishing’s standard terms of acceptance of advertising, copies of which are available from the advertising sales department of FLYING SCALE MODELS. EDITORIAL ADVERTISEMENT & CIRCULATION: Doolittle Mill, Doolittle Lane, Totternhoe, Beds, LU6 1QX. Tel. 01525 222573 Fax. 01525 222574. Email: [email protected] CIRCULATION TRADE ENQUIRIES: Seymour Distribution, 2 East Poultry Avenue, London, EC1A 9PT 020 7429 4000. NEWSTRADE: Select Publisher Services, 3 East Avenue, Bournemouth. BH3 7BW. 01202 586848 Email: [email protected] SUBSCRIPTIONS: Doolittle Mill, Doolittle Lane, Totternhoe, Beds, LU6 1QX. Tel. 01525 222573. Fax. 01525 222574. PRINTING: Symbian Print Intelligence, Calverley House, 45 Dane Street, Bishop’s Stortford, Herts, CM23 3BT. Tel: 0870 870 1670; Fax: 0870 870 1675 (c) Copyright Flying Scale Models 2014 ADH Publishing. The paper used on this title is from sustainable forestry

4 FLYING SCALE MODELS DECEMBER 2014

CONTACT BLACKBURN 1912 MONOPLANE

ne of the most prized exhibits at the Shuttleworth Collection at Old Warden, Bedfordshire is their entirely original Blackburn 1912 Monoplane - and so it jolly well should be, because it is the oldest airworthy, British designed, British manufactured aircraft still in existence. On those rare occasions during one of the Shuttleworth weekend air shows, when the flying conditions are just right, this precious aeronautical treasure is still flown. The ‘Blackburn’ has long been a scale modellers’ favourite and now DB Sport & Scale has a full kit available in 1/4 scale with a wingspan of 96” (2438mm). Intended for .61-.90 power, the model can also be set up for electric power. The new kit features all laser cut parts, even the strip wood comes ready scarf-cut for jointing, it has a spun aluminium cowl, pre-shaped wire work, all fittings for wing warping (should the builder wish to employ it) and other controls. All rigging wire and main essentials are also supplied including the turnbuckles for the wing wires. The airframe has been designed so that the wings are very quickly fitted and removed, enabling the rigging and de-rigging to be done in a five minute job achieved by the introduction of a retractable king post allowing the rigging to be slackened during the process of clipping on or unclipping the rigging wires.

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Kit price is £360.00 More details at www.dbsportandscale.com

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CORSAIR ARF WITH WING FOLD AND MORE lsewhere in this issue, we’ve reviewed in detail, the LX Models Grumman Wildcat, that features manually folding wings, just like the full size. Now, the LX people have gone one further with their 63” (1600mm) wingspan

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all-foam airframe Vought F4U-1 Corsair to a scale of 1:7.8 and electric powered. There are two options, one with fully installed 2.4 GHz R/C system, including receiver, transmitter, and servos fully installed, plus dedicated power pack charger - or, just with the servos in place ready to hook up to your own receiver and transmitter. The model features operating two-stage

wing flaps, servoless metal screw-jack 90-deg. twist-and-rearward-fold retracts, retracting tailwheel unit, working navigation lights and servo driven scale wing fold. Price of the RTF version, with full 2.4 GHz radio installation is £545 and without the transmitter and receiver £468 from UK distributor Surrey Models (www.surreymodels.com/tel: 01276 857107)

HELP STINSON RELIANT SCALE DRAWINGS REQUIRED en Sheppard, editor of our sister magazine R/C Model Flyer is in the process of refurbishing his Top Flite Stinson Reliant and wants to change it from being a civilian SR10 to a military AT-19. Ken has misplaced the plan sheets he used during the original build and would like, if anyone has them, the set of the William Wylam plan sheets (no.WWP2088). He has sheet no.7 which shows the AT-19 side and front view and sheet no.9 which gives details of all the interiors, but a plan view of the AT-19 wing and tailplane is needed urgently - can anyone out there help please? Any of the drawing sheets received will be copied and returned safely. Please send to the editor via the RC Model Flyer office, Doolittle Mill, Doolittle Lane, Totternhoe, Beds, LU6 1QX (tel: 01525 222573)

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A SMALLER ‘SPARKIE’ park ignition, petrol fuelled engines tend to be the ‘big bruisers’ at the top end of the scale model size range, where these are very much the preferred motive power. Time was, when spark ignition systems could be a reliability problem, but modern examples with their solid-state dedicated ignition circuitry have eliminated such worries, making the ‘sparkies’ as reliable as glow-plug ignition engines - but with the added advantage of low-cost petrol for fuel. So it’s nice to welcome the Evolution 20GX petrol engine of just 20cc, featuring a new pumped carburetor for uniform and consistent fuel flow regardless of fuel tank location that makes needle valve adjustment easier. The 20GX has been designed for standard beam mount and features dimensions that allow it to conform to the bearer spacing of a typical .91- 1.20 glow engine. Matched to a 15” x 6” - 17” x 8” propeller, the 20GX can thus be easily substituted in models designed for glow power. It’s also remarkably lightweight, totaling 33.6 ozs (958g.) inclusive of wrap-around in-cowl, muffler, ignition system and battery. Size-for-size, the 20GX burns only 30% of the fuel volume of a comparable size glow engine and since petrol is so much less expensive than glow fuel, results in a 90% fuel cost saving. Cost of the Evolution 20GX, complete with muffler, ignition system and battery is £239.95 from Horizon Hobby UK stockists.

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SCALE IN ACTION

D N I W S CROS

S R E CASP 4 1 0 2 S T A CALE N BMFA

report from Scale to o h p l a u n n a rings you his th Alex Whittaker b ls, Barkston Hea a n o ti a N le a c S the BMFA

8 FLYING SCALE MODELS DECEMBER 2014

Corner at

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e or two right periods, on da an s er ow sh y heav set the ind sw os cr s boisterou ash of Cl ’s ar scene for this ye the of ct fe ef e Th Titans. s to f/landing path wa eskewed take of e outfield for th in er ep de n push the actio of a close with the bonus most of a flight, to land. up ed lin aft as it look at the aircr ve some ga es ski n de True, some lea k, and monochrome loo flights almost a out the th wi ne have do most pilots could ry satisfying ve a s wa it t harrying wind, bu were far note that there Nats. I have to in an e models th fewer Class On ale are d the Lords Of Sc an s, ar ye nt ce e sort re m so As er. ey ming gr ing definitely beco fly on s nce, the stres of counterbala

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rent. ing is more appa rather than build ly Classes On ing Fly d an Stand Off Scale . looked healthy

ation Field re-organisthe layout of The 2014

to The adjustments on the little direct effect BMFA Nats had Scale on d site ed ain Scale Line. It rem r local were a few mino Corner, but there rethink. ts Na l the genera consequences of ht up to rig e m co to ed e us The Trade Villag ndy, but ich was very ha Scale Corner, wh e of the sid r sited on the fa now this was renext be to ed us e Lin airfield. The Show ther fur h uc m s moved door, but this ha een the tw be ng uti m m away, making co ither nvenient, but ne d two lines less co oblem if you ha pr a s wa t en rearrangem

one or trip. There were a car to make the els od m ale sc ere two occasions wh o Pylon Racing air strayed too far int but need watching, ll wi space, which usual at as s es sin bu s wa it overall this year, Scale Corner.

asses Competition Cl Scale emory, the BMFA m To refresh your parate mprise three se Nats actually co s: se as Cl e and distinct thre Flying Only e Stand-Off Scal ass F4C. International Cl -therts Class’, Top-of F4C is the ‘Expe of ion iss s the subm Tree, and require

Steve Jackson’s lovely Avro 504K. Powered by a Laser 360 V twin turning a 24X8 prop. Balsa/ply construction, 1/4 scale, scratch-built.

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Andy Bowman’s Stampe SV4B: 1/4 scale, weighs 18lbs, powered by an SC180. 2.1m span, built in 1994, covered with Sig Koverall plus dope.

Richard Scarborough’s Mustang about to touch down after her final flight of the comp in frankly dreadful conditions.

supporting Documentation involving the history, design, and construction of the prototype. This Class upholds the BOM, The Builder-of-(the)Model rule. In F4C, the model is judged statically and then has an average score taken over two flights to make the final score. Stand Off Scale has much less stringent Judging Criteria than F4C. Flying-Only has no judging of the model, and is open to ARTFs, as well as builder’s models.

Some models I saw I can’t feature all the models that flew, but here are a few observations:

10 FLYING SCALE MODELS DECEMBER 2014

Peter Fullard’s Westland Wyvern. Re-worked ex-Black Horse ARTF. Laser 300 power, 82 inch span, 1/6th scale.

Short Scylla Martin Fardell’s very interesting new Short Scylla, 1930s era airliner immediately caught my eye. She is scratch-built to 1/12th scale, weighs 10 kgs, and - to my surprise - electric powered. Martin asserted that for multi-engined model such as this, electric propulsion makes great sense. Martin’s Scylla is undoubtedly heavy on character, but according to him, lighter on building hours. We all loved it, and I thought she flew very well. I was blissfully unaware of her true (dodgy) flying characteristics, described drily by Martin as ‘debatable’.

However, she battled the wind, looked amazing in the air and went home one piece. What more could one ask? I managed to get a few more detailed shots so watch this space.

Mosquito B.Mk IV Tim Ruck flew a new DH Mosquito, scratch-built to 1/8th scale. She is powered two Laser 70s, driving two 13”x8” props, so the sound is wonderful. It also has working drop tanks and looked very agile in the air with a very convincing finish.

Pitts Special Alan Glover’s quarter-scale

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Jim McCall’s Spacewalker, built from the Sig kit, powered by MVVS 40cc petrol. 1/3rd scale, balsa ply construction, covered with Sig Koverall.

Pitts S.2a Special was built from the well-respected old Pilot kit. It was powered by an exquisite Saito 300 Twin, and weighed in at 19 lbs. Alan has installed a McDaniel Twin On-Board Glow System. The Pilot Pitts is 70” in span, and is finished in the Marion Cole livery. I have built a number of Pilot scale kits. These had an excellent reputation for quality, went together very well, but the smaller sized versions did tend to be a bit heavy. However, this is one flew exceptionally well.

Blackburn Sprat Lord of Scale, Terry Manley used to work for Blackburn Aircraft Co., and therefore was able to gain access to the full size plans. This year he wheeled out an old favourite that we have not seen for a

while, his lovely Blackburn Sprat. This one is built to quarter scale, is of traditional construction and is powered by a Laser 300V twin. She has silk-over-tissue covering, as preferred by many top Scale men. This provides an ideal light, tough, substrate for the top-finish. She dealt with the lumpy wind with poise. Deliciously off-beat in the air, her Laser sounded just about right too. The crowd loved her.

Hawker Typhoon 1B Past Nats Champion Steve Fish flew his neat and well-finished Hawker Typhoon 1B, built to 1/6th scale from the 1980s Svenson kit of blessed memory. It is powered by a Laser 180 and Steve flew with his normal precision, battling the rather variable conditions, and looked set to win again. However, despite all

predictions, this year he was pipped into Second place in Stand-Off Scale.

AVRO 504K Steve Jackson’s Avro 504K is a beautifully handcrafted classic aircraft. She was fitted with a Laser 360V Twin, driving a 24”x8” propeller and this model is based on the full-size example held at the RAF Hendon. She took two and half years to complete - a really impressive model on the ground and in the air.

Bristol M1C Jim Reeves has re-schemed his wellknown 1/3rd scale Bristol M1c (MRM kit) in new colours, based on the Shuttleworth example. The fresh new scheme works very well, and was worth the considerable effort. This is a large trad. Brit. scale model

Willie Young’s Auster Mk. I on short finals.

Jeff Hartnoll’s Chipmunk. 1/4 scale built from an Apache kit. Powered by a Laser 150, weighs 14lbs, Irish Air Corps scheme.

Dave Charles’ Spitfire Mk IX. Scratch built, almost one-fifth scale. First in Flying Only.

John Elkington has a wind indicator on his 2/4 Gig transmitter, just like 27 meg mast!

Mick Reeves’s Strutter unravelled some of her covering. No harm done.

The crowd pleased that Mick Reeves got his ‘Strutter’ down in one piece.

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Dave Fisher’s Stinson Reliant SR 9C about to touch down.

Alan Glover’s Pitts Special from the Pilot kit. 1/4 scale, weighs 19lbs, 70inch span. Powered by Saito 300 Flat Twin.

Dave Knott’s Hawker Hurricane Mk. I. 1/6th scale, Laser 120 powered. Best static score. Flown very well and placed First in F4C.

John Elkington’ Cessna 182, Hangar 9 ARTF built in 2003.

and despite the fashionable electric powerplant. I thought that she had amazing presence in the air.

Nats. First, when Mick took off without throttle control, and so had to fly the tank out. Second, when it became obvious on a low pass that the Solartex was stripping off the Strutter’s fuselage. He got down safe enough in the end, but hairy stuff!

2010. It is glass skinned, and powered by a Laser 150. She is built to 5.2:1 scale in the well-known Johnny Johnson ‘JE-J’ scheme. Dave recorded the best flight of the Flying-Only Competition in the Second Round and finished 1st.

P-51 D Mustang

Stinson Reliant

Brian Wood’s 1/5th scale Mustang was another electric powered entry and built from a scaled-up version of the famous Brian Taylor plan. She is glass-covered and now features working drop tanks. Brian finished First in Stand-Off Scale.

Dave Fisher flew his colourful Stinson SR 9c Reliant in Flying-Only. She is powered by a Moki petrol engine driving a 16”x6” prop.

Comper Swift John Carpenter again flew his very smart Comper Swift, which he completed over the 2012/13 winter. She weighs 20 lbs and is built to 1/3rd scale, spanning 8 feet, and is Laser 180m powered. She is covered in Solartex and looks just right in the air.

Sopwith Strutter Mick Reeves’ Sopwith 1.1/2 Strutter is built to 3.6:1 scale and is powered by a Laser 360 V Twin. She is based on the 1916 example at RAF Museum Henson. There were two moments of note during Mick’s

Spitfire Dave Charles’ Spitfire Mk IX is of traditional balsa/ply construction, scratch built in

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Chipmunk Jeff Hartnol’s 1/4 scale Chippie is built from an Apache kit, powered by a Laser 150, and weighs 14lbs. She is covered in Sig Koverall, in the little known Irish Air

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Terry Manley’s Blackburn Sprat. Quarter scale, balsa and ply trad. Brit. construction.

Terry Manley’s Blackburn Sprat on a low pass. Silk on tissue covering. Laser 300 V twin powered.

Corps scheme. She handled the bad air well.

props for static judging. The overall effect is very impressive.

Westland Wyvern

Miles Magister

As we discovered last year, Peter Fullard’s Westland Wyvern started out as a Black Horse ARTF, into which Peter fitted her a Laser 300. She is 88 inches in span, and is built to 1/6th scale. Peter stripped off the supplied kit covering and started again. He also fabricated new contra rotating

John Thomas’s well-known Miles Magister is scratch built and flies on a Laser 180 driving an 18”x8” prop. She has good cockpit detail. The safety straps are formed from two layers of Solartex ironed together, She is built to 1/4 scale, weighs 22.5 lbs, and is now 11 years old. She

received the best static score in her class, dealt with the truculent breeze well and finished 3rd in Stand Off Scale.

Another Mustang Richard Scarborough came back to the scene of previous triumph with his North American P-51D Mustang. This was built form a Ziroli plan, to 1/5 scale, and weighs 27 lbs. She is powered by a 3W 60, driving a 22”x10” prop. This year Richard had to fly

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in pretty poor conditions - rain, wind and poor visibility but still managed to finish 2nd

Hurricane Dave Knott’s Hawker Hurricane Mk.I, competition levels is scratch built from his own plan to 1/6th scale and has been an entrant in F4C scale at the Nats and International scale events for several years now - yet survives in pristine condition. It features traditional balsa ply construction, and is covered in Solartex. The Hurricane is Laser 120 powered, and finished in the scheme of Battle of Britain Ace Sdn. Ldr. Robert Stamford Tuck. Once again, Dave finished 1st and was awarded the best static score.

The Verdict A great way to spend a Bank Holiday weekend, even though the wind and

weather were a bit variable. Fewer new models, but one or two gems. The awkward weather forced the competitors to grit their teeth and fly in the sort of conditions most Club flyers like me might stay at home. Overall, a rewarding experience, but not a Bumper Nats.

Judges and Results Geoff Brown and Dave Causer Flying Only. Graham Kennedy and Ian Pallister -

BMFA Official Results F4C International Class 1. D. Knott Hawker Hurricane Mk.1 2. M. Henderson Airco DH9A 3. D. Womersley DHC Chipmunk Stand Off Scale 1. P. Wood N.A. P-51D Mustang 2. S. Fish Hawker Typhoon Mk.1B 3. J. Thomas Miles Magister

ac. Jim Reeves’ Bristol on the tarm

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Flying Only 1. D. Charles Supermarine Spitfire IX 2. R. Scarbrough N.A P-51DMustang 3. T. Cossins N.A. T.28 Trojan

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Jim Reeves Bristol M1C. Solartex covered, 1/3rd scale,Turnigy powered. Balsa and ply construction from a Mick Reeves Models kit. Based on the example in the Shuttleworth collection. Stand Off Scale and F4C. Thanks also to Chris Allen, Trish Dennis, and Gordon Warburton for their usual hard work behind the scenes. Things do not just happen by themselves!

Commentators The commentators kept up a very informative and engaging delivery all weekend: Jim Currie, Alan Glover, and John Carpenter. I

Martin Fardell’s Short Scylla. Built to 1/12th scale. Emac electric motor power.

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MASTER MODELS

TEMPEST

ARISEN! The Hawker Tempest was the highly capable replacement for the disappointing Typhoon

he Hawker Tempest was developed from the earlier Hawker Typhoon. The Tempest prototype first flew in September 1942. The Typhoon had been a disappointment to Hawker, since its performance was unexpectedly mediocre. After much deliberation, the Hawker Design Team, led by the illustrious Sydney Camm reached the conclusion that the Typhoon wing had been too thick in cross-section. This reduced speed, especially at the higher altitudes crucial to WWII fighters and interceptors. They decided to develop a new laminar flow wing that they applied first to the Hawker P.1020 Typhoon II. Then, after development, they applied the same thinking to the new Tempest. The aerofoil chosen was a NACA 4 series outline, closely related to that used in the P-51 D Mustang. They began with a larger elliptical wing, which was then clipped to 41 feet. The wing was kept very clean with flush rivets, a necessity with such a high-peformance laminar flow aerofoil. The changes in the wing layout meant that the fuel storage present in the leading edge in the Typhoon was no longer available, so the tankage was rearranged. Also, the Tempest had provision for drop tanks which, against expectation, only had a modest effect on performance. The new wing, also allowed a wider undercarriage track. Furthermore, the adoption of a four bladed prop had an unforeseen

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positive consequence. The bad vibration that had plagued the Typhoon now disappeared. Due to procurement issues, the first five Tempest sported five different types of engine. Production Tempests initially retained the Typhoon’s tail-strengthening fishplates at the rear fuselage. However, with adjustments to the Tempest’s design and construction, these were no longer needed. Although generally used for armed reconnaissance and ground attack, the Tempest V variant became well-known for its success in “tipping” Doodle Bugs (Flying Bomb) in the later stages of WWII. Remarkably, Tempest Vs also downed a number of Me 262 jets. This was due to their heavy armament, and their higher speed and greater manoeuvrability at low altitudes.

The Model Andy Wynn and his father Colin are both avid warbirders, though Andy does most of the flying, and occasionally, the crashing. Their plan-built and modified Tempest V is built to 1/5th scale and spans 98”. She weighs 43lbs. The Tempest V is powered by a DA 85cc petrol engine, driving a Menz 26”x10”. Once built she flew well, but suffered a radio failure in 2013, requiring a complete re-build. At that point, Colin decided to make a few practical internal structural modifications, whilst retaining exterior scale fidelity. He also finished the model in epoxy, as

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THE TEMPEST V HAD A SHALLOW-SECTION, NACA-DERIVED, CLIPPED, HIGH-PERFORMANCE, LAMINAR FLOW WING. a basis for the new colour scheme. As serious scale men, Andy and Colin have an enviable variety of craft skills available to them. They are fully conversant with welding gear, lathes, milling machines, and paint spraying equipment.

between 32-45 lbs. Four to six channel radio is required. Vailly supply a number of after-market scale parts to complete the model, some of which Andy and Colin used on their version. www.vaillyaviation.com

Plan

Documentation

Model was built from the threesheet Vailly Aviation Giant Scale Warbirds Plan. This delivers a 1/5th scale model (2.35 inches to the foot) with a wing area of 1650 sq inches, and a target weight

Andy and Colin based their scheme on Tempest V JN 765 JF-K of Flying Officer G.E. Kosh of 80 Squadron.

Construction A traditional all built-up construction

is used, employing balsa, plywood and spruce. The model is then sheeted locally with 1/32” or 1/16”, or 1/8” balsa.

Fuselage Built up from ply, Lite-ply, and balsa formers, then balsa covered, and epoxy coated

Wings Balsa and Ply covered in 1/8” balsa and epoxy covered. Wing has been modified by Colin so that it now splits into

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1: By the time of the Tempest V the fishplates on the rear fuselage were rendered unnecessary. 2: Aluminium spinner sourced from Vailly looks exactly right. Nicely painted too. 3: Trademark chin scoop really makes the Tempest nose. 4: Natty pilot in the office. 5: Very convincing exhaust stubs sourced from Phil Clark at www.fighteraces.co.uk 6: Rivet detail showing just about the right amount under the paint.

3 (centre section and 2 outer panels).

Prop

Tail

Exhaust

All balsa construction with rudder covered in Solartex.

Homemade.

Engine DA 85cc petrol engine, with home made custom silencer.

Menz 26”x10”.

Undercarriage / Retract Home made retracts, oleos, and valves. The tail wheel is also homemade, and is retractable

The Tempest V looks at home parked on the grass at RAF Cosford.

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and steerable. Slipper doors on the wheel wells are controlled by a SM Services Sequencer and a Futaba mini retract servo.

Covering Epoxy covered and sprayed in primer to add panel lines and rivets, then sprayed in cellulose colours.

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A WHEELS STILL DO N CLIMB-OUT OFF THE TEMW SHOWS PEST TO GOOD EF FECT. 4

ANDY WYNN’S WORKSHOP photos: These are build shots taken by Andy and Colin 1: Andy and Colin Wynn bought a number of scale items from Vailly, including the epoxy cowl. 2: Colin Wynn cleverly modded the Vailly Tempest V to incorporate a three-piece wing. 3: The top of the wing on the bench, not long after starting. 4: The Tempest’s clipped elliptical wing is becoming mode apparent in this “underneath” shot.

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7: Tempest undercarriages had much wider tracks than the earlier Typhoon. Note homebrew retracts.

Painting All premixed satin effect cellulose.

Legending / Decals Roundels and fin flash are hand painted using Humbrol enamels.

undercarriage inner doors staying open. These needed a retract servo to effect positive open-and-close as the standard servo innitialley applied was not powerful enough to close them in flight. I

Scale Details Rivets were applied using the hot soldering iron method. Panel lines were simulated using thin Chart tape to demarcate the panel lines, but the fibreglass cowl, aluminium spinner, and clear moulded cockpit canopy were from sourced from Vailly Aviation. Scale exhaust stacks were obtained from helpful Phil Clark at Fighter Aces.

Flying Notes Andy reports that the Tempest V flew straight off the board with only a little down trim needed. The only issue that needed to be resolved was the

THE TEMPEST HAS A DISTINCTIVE UPRIGHT STANCE.

20 FLYING SCALE MODELS DECEMBER 2014

down and full flap se Bags of character with wheels

TEMPEST V Tony OK

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A steep, whee ls down descen t with full flap.. . Corr!!! lap selected!

Model Specification Scale: 1/5 Wingspan: 98” Wt: 43lbs Engine: DA 85cc Prop: Menz 26”x10”

DECEMBER 2014 FLYING SCALE MODELS 21

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Techno Modelling by Mike Evatt

Techno Scale C ontrol Line is alive and well in Colorado!! The ‘Rocky Mountain Aeromodelers’ with a web presence at www.eicnetwork.com is a Denver based Control Line Club that is celebrating their 40th anniversary as a club chartered by the Academy of Model Aeronautics USA. The RMA is a club of modellers primarily interested in Control Line Model Aircraft. Some members are also active in Free Flight and Radio Control modelling. Here you will find some excellent control-line scale images in their galleries. StarCad Plans began back in 1995 as a way of sharing model airplane plans on the internet with people from around the World. Their website at http://starcadplans.net was launched in November 1995. StarCad Plans offers a place where modellers can download model airplane plans free from their listing. There are two categories of download - ‘PDF’ and ‘CAD’. There is no need to register or log in to access and download any of the designs presented. There are quite a number of scale offerings including many control-line

examples like the Boeing P-26A shown in the screen-shot. The purpose of Mike’s Flying Scale Model Pages at www.ffscale.co.uk is to show examples of free-flight flying scale models mainly from the UK, together with useful information, hints and tips for fellow builders. If newcomers to this fine hobby find encouragement here, then so much the better! Mike’s main interest is in traditionally constructed scale models, built using a balsa framework covered in tissue. There is much to see here with the odd guest contributor appearing such as Chris Starleaf of Illinois, USA. The rubber-powered D.H.C.Dash 8 shown in the screen shot is Chris’s own design and spans 31 inches. He describes it as ‘stand-off’ scale, and it is a very reliable and stable performer, doing 90 second flights easily. If you are into Peanut Scale then the Sussex Model Centre stocks quite a range of Aerographic Classic Peanut Scale Kits. A Peanut size model is defined as having either a maximum wingspan of 13” inches, or a maximum fuselage length of 9” inches. The Aerographic models are traditional balsa and tissue rubber

Mike Evatt en

powered models. This interesting range of mainly WW1 period models are all to scale apart from necessary dihedral to aid flying. Aircraft include the Sopwith Triplane as well as the more unusual Siemens-Schuckert D-111 and the Hanza Brandenberg D-1. Check them out at www.sussex-model-centre.co.uk The Vintage Model Company was born out of Replikit, a company which is over 10 years old but was acquired by the current owners in March 2012. Their website at www.vintagemodelcompany.com reveals not only a change of address but also another beautiful kit from the pen/computer mouse of Peter Rake. The Eastbourne Monoplane. It has an 18” wingspan with a very conventional balsa (and a little ply) construction, with tissue covering. The finished weight should ideally be below 40 grams and Peter’s own model was built with control provided by a Vapor brick operating rudder, elevator and throttle and power provided by a AEO 7 mm geared motor and 160 mAh Nano Tech battery. BrainCube Aeromodels already famous for lighting for models, now offer a

Control Line is alive and well in Colorado!

StarCad Plans is a place where modellers can download model airplane plans free.

Chris Starleaf’s rubber-powered D.H.C.Dash 8.

A range of Aerographic Classic Peanut Scale Kits.

Another beautiful kit from the pen/computer mouse of Peter Rake.

BrainCube Aeromodels now offer a custom laser cutting service.

22 FLYING SCALE MODELS DECEMBER 2014

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enters cyberspace for more TechnoScale Topics... custom laser cutting service. All you need to do is select the wingspan of your model from the drop down box on their webpage, pay via their checkout procedure then post them your plan. Once received, they digitise it and then configure their large industrial laser cutter to cut all the parts from high-grade modelling balsa and plywood. Within two weeks you’ll receive back your plan, together with a pile of parts ready to be assembled into your next airborne masterpiece! Simples! Check www.braincube-aero.com for full details. DragonRC at www.dragonrc.com.au is an Australian owned company based in Melbourne. They retail and wholesale to customers in Australia, New Zealand, Asia and the U.A.E. They have the capacity to dispatch goods directly from their warehouse in Melbourne or from partner factories in China. They work very closely with their partner factories in the design and manufacturing of their model aircrafts, especially in the area of large Scale Civilian and Warbirds aircrafts and Gilders. The screen-shot shows a fine Reiher III 1:3 scale, high performance

scale vintage glider. Motion RC is a veteran owned business and proud supporter of the US Armed Forces. The company is owned and operated by people who are passionate about RC and understand the importance of providing excellent customer service. Worthy of comment on their website at www.motionrc.com is the Dynam 1470mm span PBY Catalina Flying Boat. This version is constructed from high strength EPO-foam for added durability and powered by twin 1100KV electric brushless motors. All you need is a 4 channel radio, 4 channel receiver and 3S 11.1V 2200 mAh Li-Po battery and you’re ready for water-based sorties and patrols! Founded in 2005, Park Scale Models’ mission has been to provide high quality, easy to build laser cut model kits at an affordable price. On their website at www.parkscalemodels.com you will find kits ranging from ultra-micro indoor flyers to giant scale flying boats! All Park Scale Models designs are developed using state of the art 3D CAD modelling software and feature interlocking parts to ensure precise fit and alignment with no need to build over plans. The 1/12 scale Grumman HU-16

Albatross shown in the screen-shot is a sport flyer designed to be as much fun to build as it is to fly. Zedjet is a web based business at www.zedjet.com primarily concerned with the supply of model jet related products with a ground base in Kingston upon Hull UK. They always endeavour to discount the products and give honest, unbiased information. Their website reveals a good selection of scale jets including the 1/10th scale JetLegend F15 ARF. This is reckoned to be an easy to fly and very forgiving jet. Rock solid in flight and easy slow landing ability make the F15 the most popular JetLegend jet. Cambrian Model Company is a small family run business owned by Steve and Janice. Steve works full time on the kits and Janice works part time on the admin side of the business. I confess that I am rather taken by their 1/6th scale ME109. This features veneered foam wing panels routed to receive the aileron servos. Pre-cut ply and balsa wood parts. Tough, durable two-piece moulded cowling and moulded detail parts. This gem is designed for .61-.80 cu.in 2-stroke or equivalent 4-stroke IC engines and a five function radio or more. I

DragonRC is an Australian owned company based in Melbourne.

The Dynam 1470mm span PBY Catalina Flying Boat from Motion RC.

Park Scale Models’ mission is to provide high quality, easy to build laser cut model kits.

That’s all there is time for from me this month so flick that switch and if you find something out there of interest that might be good to share, email me at:

Zedjet is primarily concerned with the supply of model jet related products.

The Cambrian Model Company produce a fine 1/6th scale ME109bf.

[email protected]

DECEMBER 2014 FLYING SCALE MODELS 23

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FULL SIZE FREE PLAN FEATURE

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Polikarpov

PO-2

PART 2: Concluding the 1/10th scale, electric powered model designed by Peter Rake, with the prototype model built and described by Pat Lynch.

24 FLYING SCALE MODELS DECEMBER 2014

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COVERING & DETAILING This stage was fairly straightforward - initially anyway! Being a small model, Litespan or similar polyester tissue is ideal. A light colour underneath and dark green above made the painting easier. The covering was fixed using Balsaloc with a water-soluble glue stick helping to hold the tissue in place while ironing it on. After covering, the previously formed plastic panels were cut to size and fixed around the cowl area with medium CA. The panels and battery hatch follow the real aircraft’s panels and the distinct joints were left - many service aircraft looked rather battered! Now the real benefit of the plastic (for me) can be realised. Access panels from .005 or .01 styrene sheet, dummy hinges from 1mm half-round strip, dummy panel catches from round, flat and strip plastic stock - all glued together with plastic solvent (MEK) and CA. Almost all this styrene is from the familiar stands at the local model shop. I keep a fairly large stock on hand as I love the stuff! The dummy hinge strip is notched along the top edge with a fine file to simulate the hinge sections while rivets and screws were added with tiny spots of canopy glue or PVA using a sharpened toothpick. I didn’t make any scale drawings of all this detail just copious reference photos and heaps of TLAR - “that looks about right”.

The two side front panels on the Po-2 have some stiffening recessed corrugations. A narrow slot was cut in the panel before fixing it to the model and the slot backed with a strip of thin plastic sheet. A little CA was run into the resulting channel round the inside corners, giving it a pressed look. Any un-needed spots of excess glue were carefully scraped off and then everything brushed carefully with a fine wire brush before painting. This level of detail is what I think of as surface stuff - it can be painted at the same time as the rest of the model. Other ‘surface’ stuff includes various maintenance patches on the fabric areas and reinforcing patches around control surface horns, strut sockets, etc. These patches and other small, flat items were from Solartex - adding a subtle texture change from the smooth tissue. Rib tapes were cut from Litespan that had been given a good coat of Balsaloc on the back. After ironing into place over each rib position, small dots of watered-down PVA glue were added to look like rib-stitching. Again, the effect is subtle but adds to overall look of the finished model. At 1/10th scale, almost everything should be subtle! The wheels are simple ply/balsa disc assemblies with a brass tube bearing epoxied in the centre. Since the real wheels were of pressed steel and not spoked, I

made some vac-formed discs adorned with screws and rivets from PVA glue spots. The tyres are of 16mm rubber foam cord joined with CA.

PAINTING This was done with Tamiya flat acrylics, applied well-thinned using an airbrush. The undersides were Light Blue while the upper surfaces were sprayed NATO Dark Green. The Red-Brown ‘splodges’ were applied using the Eduard 1/48 model instruction book as a reference. A wavy edge was cut in a piece of thin card and stuck to the various surfaces with tiny dobs of ‘Blue-Tack’ to position it slightly above the surface. By holding the airbrush perpendicular to the mask, a soft edge to the paint is achieved. Next came the fun bits! The ‘Night Witch’ scheme chosen had the fuselage sides adorned with messages in Cyrillic hand-painted lettering. Most of this, and the various Red stars, were on white backgrounds. I felt making a proper airbrushing mask would have been a bit too much trouble and a smooth airbrushed finish might look out of place on this aircraft. So, a card template was cut, again using the Eduard kit drawings for reference, and used to guide a fine water-based Aquarelle white pencil to form some outlines on the fuselage. Flat white Tamiya paint was laboriously

Still minus the aileron linkages but what the heck, any excuse for photo will do. A slightly ungainly creature but with a charm all her own.

DECEMBER 2014 FLYING SCALE MODELS 25

# PO 2 PART 2 Tony OK

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A good shot showing how the rudder servos are fitted and the internal workings of the elevator linkages.

More plastic panel detail, some thin leather cockpit coamings and some instrumentation all add to the realism of the finished model.

applied within the pencil lines and allowed to dry. Then, with a red Aquarelle pencil, the red part of the lettering was outlined freehand and as before, filled in with flat red Tamiya acrylic. Both white and red areas got a second coat to cover any thin or ragged bits and to correct any results of

From humble beginnings the finished dummy engine looks most convincing.

shaky hands. When all the lettering, stars and serials were done and dry, a light mist coat of clear, satin polyurethane was applied from a spray can. At this stage, many smaller details can be added before the wings make it difficult. Cockpit coamings from thin leather were

fitted after gluing a ring of small diameter electrical wire insulation around the opening. Contact adhesive was used after masking off the fuselage to prevent glue marks. A small flat perimeter of the leather was left and tiny holes drilled allowing some fine thread stitches to be made - although

Much of what makes the Night Witches colour scheme interesting. All best added before you get wings and control cables in the way.

26 FLYING SCALE MODELS DECEMBER 2014

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CUT PARTS SET FOR THE POLIKARPOV

PO-2 Some of the mouldings made over the basic fuselage. Plastic is a lightweight alternative when trying to simulate metal panels.

hardly noticeable, they add to the overall realism - my aiming point with a scale model. Instrument panels are very simple being made from two layers of thin plastic - one with holes cut in it for the dials mounted behind. The instrument faces were found in a magazine and scaled to suit. Sundry knobs and switches were made from scrap plastic and wire with PVA glue spots as screw heads. Windscreens from curved plastic and painted frames were glued to the fuselage with canopy cement after cutting away a thin arc of covering.

ASSEMBLY I started by fitting the fin to the tailplane and checking for square. This assembly was then glued to the rear fuselage checking for alignment. Struts under the tail are from slightly flattened aluminium tube with wire spigots in each end epoxied into the lower longeron and mounting point in the tailplane. It is easier to add the tail control surface rigging at this point - all

from beading wire with al tube crimps. For a more scale effect, the rudder cables were doubled as on the original Po-2. The top wing was attached to the centre section (CS) struts and aligned with the fuselage and tail and the lower wings slid onto their carbon fibre location dowels and glued with a small amount of CA. The outer struts were epoxied into their slots with the top ends left loose at this stage. A couple of rudimentary foam jigs were made using the plan side view, and used to keep the outer wing panels at the correct dihedral and alignment. The model was turned upside down and the upper ends of the outer struts secured with epoxy. With everything now stuck together, a further check on alignment was made - wings and tailplane square to fuselage centre-line, incidence correct, wings parallel with each other etc. And no warps! The lower wing aileron servos can be fitted and connected to the ply horns in the bottom ailerons with pushrod wire. I

This simple vac moulding covered the motor and provides the basis for a really detailed dummy engine.

Get straight down to construction without delay! This month’s full size free plan feature is supported by a laser-cut set of ready-to-use balsa and plywood components. This provides all the parts that, otherwise, you would need to trace out onto the wood before cutting out.

IT DOES NOT INCLUDE STRIP AND SHEET MATERIAL OR SHAPED WIRE PARTS

Price £65.00 plus carriage: £11.50 (UK); Europe £26.00

Order set CUT/FSM496 Shipping Note: For shipping to destinations outside the UK and Europe, you will be charged our standard flat-rate price of £49. This covers most destinations and secures your order with us. However, we will contact you accordingly with an accurate total shipping charge prior to dispatch and either issue a refund or a PayPal money request for the balance.

Visit our secure website:

www.flyingscalemodels.com to order yours

Order direct from:- ADH Publishing, Doolittle Mill, Doolittle Lane, Totternhoe, Bedfordshire, LU6 1QX, UK. Tel: 01525 222573/ [email protected].

DECEMBER 2014 FLYING SCALE MODELS 27

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Making a low pass for the camera. Polly required very few trim changes to fly hands-off right from the outset. centred the servos, locked the ailerons at neutral and made fixed links to suit with Z-bends at both ends. The servo is wrapped in masking tape and CAed to the inside of the hatch, the pushrod being fitted to the aileron and the servo horn before being fitted to the servo. As I use separate channels for each aileron, any fine adjustment can be done at the transmitter. The upper and lower ailerons have tiny ply horns for the dual wire links between ailerons. A spot of thin CA around the holes will prevent any damage. The wire links were cut and bent to exact size with ailerons centred and secured with tiny tube keepers soldered to the wire ends. Rigging on the Po-2 is minimal and pictures from the internet were used as references. Small brass wire eyes were epoxied into the fuselage sides as terminations and a small brass bracket with two holes drilled in it secured the doubled

flying wires at the outer struts. Plastic coated beading wire with 1.5mm aluminium tube crimps were used for the actual rigging. Where turnbuckles were fitted to the real aircraft, the tube crimp was made about 10mm long and the wire crimped in the middle 6mm leaving small round section at each end. This looks (at a fair distance) a bit like a turnbuckle.

More detail With an E-flite Park 450 motor, 30 amp ESC and a suitable receiver all fitted, the little Po-2 is almost ready to fly! But like any scale model, she is not finished. A few more details such as dummy top aileron control horns, wing joining plates, under wing bomb racks, navigation lights and a search light (and much more) were all added to increase the obvious clutter around the aircraft. However the elephant in the room here, and indeed, the reason I wanted to

One of the temporary wheels next to a completed homemade wheel and the parts used to make them.

28 FLYING SCALE MODELS DECEMBER 2014

build the model, was the exposed radial up front. From the outset I figured I’d make a simple dummy engine first, and after a successful test flight or two (I’m always optimistic) a considerable amount of effort could go into a more accurate representation of the Shvetsov M11 engine. Meanwhile a 7 cylinder vac-form kit of the right size was to hand and was brutally modified to give a stand-off representation of the Po-2 power plant. Now we could have a test flight!

FLYING Actually, test flying the Po-2 could not have been less stressful. A calm, cool morning at the local soccer field, a charged 1500mA three-cell LIPO fitted and all pre-flight checks done left no option but to go flying! The little biplane was taxied out into the sun so Liz could get some photos and the throttle gently opened. After a few metres,

Once installed on the model the wheels look very convincing.

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‘Polly’ lifted herself off the damp grass and flew - and flew beautifully. Hardly any trim changes were needed to get her circling hands off. She was stable, responsive and a complete joy to be in control of. After the usual stall and balance checks, the Po-2 was throttled back and guided in to a perfect landing in the dewy grass. I was ecstatic and not a shaky pair of knees in sight. ‘Polly’ had performed flawlessly on her first flights and we could go home relieved and ponder that dummy radial engine!

SHVESTOV M11 The dummy radial engine was a challenge to produce, but a lot of fun! The dummy engine had been lurking in the back of my mind since this project started and several imaginary iterations of it had been considered long before pen was applied to the whiteboard. In fact, that is the only drawing I did - whiteboard drawings to establish how to go about building the sub-assemblies and some rather TLAR (that looks about right) dimensions. Armed with basic three-view drawings and many photos, the basic sizes were established and from the outset, a vac-formed crankcase seemed appropriate. Plenty of clearance around the Park 450 motor for cooling would be beneficial and I could make several copies in case of accidents! The vac-formed part had the basic shapes incorporated but many additional bits were added from scrap plastic and tiny slivers of hex styrene rod. As with most of my plastic assemblies, the structure was given a good clean-up with a sharp blade to remove glue smears, small imperfections filled with plastic putty or med CA and then given a light coat of flat grey paint to show major flaws. When all was well, a final coat of Tamiya flat aluminium acrylic gave a cast alloy look.

The cylinders, with their many fins were originally to be cut from plastic sheet but I finally went back to the old fashioned method of stacked ply discs. Many squares of .4 and .6mm birch ply were cut and drilled in the centre with a sharpened brass tube. The squares had their corners cut off with scissors and after mounting on a threaded rod, were spun up in the lathe and turned/sanded to the desired sizes. Some of the upper discs had notches cut in them to form the recesses for spark plugs. After gluing the large fin and smaller cylinder discs together, they were again spun up and sanded to a reasonable finish. Several thin coats of dope with a little talcum powder in it were applied and re-sanded - especially in the grooves. Now for those awkward cylinder heads. Like any three-dimensioned object, the head was resolved (and simplified) as a block with the valves and exhausts connected to it, plus a bunch of small fins at the sides and over the top. These fins were made from the same stuff as the cylinders and doped/sanded the same way. When everything was to satisfaction, a final coat of flat black was applied and a light dusting with soft brush loaded with graphite powder gave a soft metallic sheen. The valve mechanism is mostly from scraps of plastic sheet and rod plus small sections of metal spring cut from old cigarette lighters. The whole lot was stuck together using MEK-based glue plus a bit of CA where fillets were needed. The inlet pipes are plastic tube, slit several times, bent at right angles and glued. A bit of Squadron putty and some filing got them looking OK. When fitted they were painted aluminium. Polly’s exhausts are a bit of a feature. The lower two cylinders have a long pipe running down each side of the lower fuselage with carburettor air heaters and piping all made from different sizes of plastic tube. The right upper cylinder has a short

stub of tube while the two remaining exhaust are combined in a large curved pipe with a flared exit. The pipes were from oval aluminium tube and plastic all bent, filled and painted flat black before weathering to look heat-affected. Under the engine is a large boxy carburettor and oil pump, which, together with the exhaust pipes, conspire on several fronts! Firstly, they all seem to encroach on the removable lower battery hatch making changing batteries a hazardous undertaking. But with care, I’ve not broken anything yet. More challenging is the threat of damage after a nose-over! I’d made many flights before a soft nose-over into rough grass caused a little damage. Although this was easily fixed in minutes, a simple removable skid is being considered for the future. To accompany the dummy engine, a scale-looking prop was built from laminated basswood, painted green and given suitable Russian manufacturers labels. To date, this has only been used for static display. All-in-all, I’m really chuffed at how well this little model came out. Good enough to win a scale comp against much larger models and the rather different paint scheme gets a lot of comment and questions - especially in relation to the ‘Night-Witches’ history. Polly was a fairly easy build and with a simpler colour scheme and leaving the detail stuff off, could be made and flown in a few weeks I would think. But I’ll leave that to someone else! I

Span: 45” All up weight: 32 oz Motor: E-flite Park 450 ESC: Turnigy Plush 30Amp Battery: Turnigy 1500 3S LIPO Flying prop: APC slow-fly 10” X 6”

Climbing away from a low pass the little Polikarpov shows off her interesting and quite colourful colour scheme for a WW2 warplane.

DECEMBER 2014 FLYING SCALE MODELS 29

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IN DETAIL 1

Polikarpov

PO-2

Close-up study of the example held at the Shuttleworth Collection, Old Warden 2

3

4

1: This general view of the forward fuselage shows the lower wing root tread plate and the external control wire runs to the rudder and elevators. Note the duplicated control wires. 2: Close-up of the rudder bar linkage to the rudder control wires on the lower front fuselage, keft side. 3: Lower right side anchor point for the front cabane strut also showing filler cap. 4: View ahead of the front fuselage showing domed, hinged access hatch and wire cabane cross braces.

30 FLYING SCALE MODELS DECEMBER 2014

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5

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5: General arrangement of Cabane struts. 6: Close-up of front upper anchor point for cabane struts. 7: Lower front cabane strut anchor point, left side. 8: Rear lower cabane anchor point, left side. 9: Rear lower anchor point right side. Strut end different to left side. 10: Aileron, showing the hinge positions. 11: Aileron hinge viewed from below. 12: Aileron hinge viewed from above. 13: Close-up of turnbuckle ends to the wire links between lower and upper ailerons. 14: Aileron control horn detail, upper wing. 15: Rudder control wire link to the rudder horn. 16: View of control horns and linkages for rudder and elevator. 17: Further view of the wing root cockpit access tread plate. 18: Close-up of one of the steps on the tread plate.

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19: View into the two cockpits. Control column in front has spade grip, while rear cockpit stick is straight pole. 20 & 21: Instruments, front cockpit. 22: Instruments, rear cockpit, right side. 23: Rear cockpit seat. 24: Wood surround, rear cockpit. Front style similar. 25: Trimmers and throttle controls, front left cockpit. 26: Control column, rear cockpit. 27-31: Views of the radial engine. 32: Propeller boss. 33: Elevator control wire guide, top surface of tailplane. 34: Adjustable control wire linkage to the elevator horn. 35: Tailplane-to-fuselage mounting yoke. 36: View showing the space between the base of the rudder and the tailplane.

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32 FLYING SCALE MODELS DECEMBER 2014

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PO 2 IN DETAIL Tony OK

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37: General arrangement of the interplane struts. 38: Lower wing strut front anchor point. 39: Front strut upper anchor point. 40: Rear upper strut anchor point. 41: Pitot head, front right wing strut. 42: Front lower strut and bracing wire anchor points. 43: Same for upper anchor points. 44: General arranement of the main undercarriage. 45: Main undercarriage wire cross braces. 46: Main Undercarriage axle. 47: U/C leg-to-fuselage anchor point. 48: Main U/C leg. 49: Removable upper fuselage hatch. 50: One of the latches that secure the hatch. 51: Elevator control crank on the fuselage side.

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LOOKING FOR EVEN MORE DETAIL? ... then you need an AERODETAIL CD with over 170 images of the Polikarpov Po-2 that you can view at full computer screen size. It reveals all the close-up detail you’ll ever need. 50

51

Price £12.99 Order direct from: www.adhpublishing.com/shop ADH PUBLISHING LTD Doolittle Mill, Doolittle lane, Totterhoe, Bedfordshire, LU6 1QX, UK Tel: 01525 222573

DECEMBER 2014 FLYING SCALE MODELS 33

PO 2 SCALE DRAWING Tony OK

SCALE 1:50

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POLIKARPOV Po-2 AIR AMBULANCE VARIANTS

PO 2 SCALE DRAWING Tony OK

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KEY TO INSTRUMENT PANEL 1: Throttle 2: Electrical controls 3: Ignition switch 4: Pneumatic fuel gauge 5: Fuel gauge 6: Airspeed indicator 7: Altimeter 8: Compass 9: Bank & Turn indicator 10: Tachometer 11: Engine primer

12: Carburetter air temp. gauge 13: Engine gauge 14: Fuel Tank gauge (33.5 gal. capacity 15: Control column 16: Rudder bar 17: Rate of climb indicator 18:Artificial Horizon

VIEW OF REAR STRETCHER CARRIER ON S-13 VARIANT

MANUFACTURER’S LOGO TOP REAR OF FIN

WILCAT KIT Tony OK

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KIT REVIEW

LX MODELS

GRUMMAN F4F

WILDCAT

A detightful ARF/RTF sport-scale of a rarely modelled WW2 Warbird at 1/10th scale for electric power. The wings fold and the undercarriage retracts. he Grumman Wildcat has never been one of those WW2 fighter types to which kit manufacturers have paid much attention - in fact we cannot recall it ever previously receiving any attention at all! True, it was never one of the ‘glamour’ fighters, but it was a significant type in its own right and deserves attention. Perhaps one of the reasons for that lack of attention is its very ‘individualistic’ form of retracting undercarriage, which had its origins in previous Grumman types F1F, F2F and F3F, all of which were biplanes with fabric covered wings in a layout that precluded an arrangement that retracted the main undercarriage legs into the wings as per low wing monoplane types. The Grumman J2F ‘Duck’ biplane amphibian also had an adaption of the same arrangement that ‘sucked’ the main undercarriage inwards

T

so that in the retracted position, the wheels were flush with the fuselage. Thus, any modeller wishing to model the Wildcat would certainly not be ‘spoiled for choice’ of retract mechanisms as would be the case when modelling an aircraft type with ‘conventional’ fold-inwards/ outwards, or even rearwards-twist-and-fold

36 FLYING SCALE MODELS DECEMBER 2014

undercarriage arrangement. Basically, you’re on your own, except in the case of the Jerry Bates (plan) 1/5th scale that suits a specially tooled Robart mechanism. Given the above, we think it’s fair therefore to say ‘hats-off’ to LX Models for the creation of their Grumman F4F-3/F4F-4 Wildcat. This features an all-foam moulded airframe and is supplied in choice of options, first the ARF with just the servos installed, or RTF with fully installed 2.4 GHz R/C system including transmitter.

WILCAT KIT Tony OK

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#

The 700KV electric motor supplied with the kit comes mounted in place.

It seems best to mate the centre section and outer wing panels halves together before joining the two resultant left and right wing assembles at the centreline. This underside view reveals the deep narrow slot into which the servo extension leads are fed, the wing-lock latch behind the air scoop and the folding flap that snaps into place to cover the wing-fold hinge when the wing is extended.

In the latter case N(nearly) RTF would be a more accurate description because there is a minor amount of assembly work required which is common to both ARTF and RTF versions. And if that’s not enough, the model features its specially tooled fully retracting main undercarriage mechanism, plus folding wings as per the full size aircraft and all in a 47”(1200mm) wingspan (1/10th scale). Finally, there’s also a choice of colour schemes; one for an F4F-3 in one of the flamboyant decors that were a feature of US Navy/US Marines squadrons pre-December 7th 1941 and another in mid-blue/grey, as carried by Wildcats in the mid-WW2 years aboard the escort carriers.

The Kit Surrey R/C Models is the British distributor for this Chinese-made offering, which is excellently presented. The basic moulded

When Fully retracted, the main undercarrige is a nice flush fit with the fuselage sides.

Fuselage nose, showing the dummy engine and three blade propeller. A little brush work in semi-matt black and silver, applied to the dummy engine will enhance the scale effect.

foam airframe features much panel-line detail that is more prominent than on the full size aircraft, which was also liberally festooned with quite large lines of dome-head rivets that were a feature of all Grumman combat types during that period. Never mind though, you can’t count rivets or panel lines when the model (or even the fully size) is airborne! Wings come in four panels, two of which form the centre section that, on the outer edges, carry the wing-fold hinges. This is a simplified replication of the full size, in which an appropriately dual-angled hinge unlatches to allow the outer wing panels to fold rearward to sit alongside the fuselage. The folding is manual, as it was on the full size and in the model the outer panels in the extended position are latched with a locking pin actuated on the inner panel underside. With wings extended, the wing-fold hinge is covered by a spring-loaded underside flap - again

replicating the full size - very neat! On either version of the kit, servos for rudder, elevator and ailerons (one in each wing) are factory fitted, as is the retracting main undercarriage with its integral worm-drive actuator and electric motor, with ESC. That’s where it ends with the ARF version, but the RTF option also provides a six-function 2.4 GHz transmitter and receiver combo, plus 4S 2200 mAh Lipo battery, and charger. The transmitter supplied does not have all the ‘bells and whistles’ common to present high-end ‘brand’ units, but is a product dedicated

Note surprisingly, at ..... scale, the retracting main undercarriage is slightly simplified from true scale, but it is nonetheless a convincing replication - and it works well.

A further view of the main undercarriage in the extended position - very neat!

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to the needs of the model to which it is matched and provides servo reversing, dual rates and retract switch. Tx power is drawn from AA ‘dry’ batteries (not supplied) and thus there is no recharging facility - so it is important to monitor battery state and replace regularly. The extent of ‘assembly’ entails tagging together the four wing panels, gluing in place the two tailplane panels and installing the control horns. Beyond that, the battery needs to be installed and the three-blade propeller added.

control surface movements - which are not actually quoted in the instructions. That leaves those who opt to use their own transmitter/receive combos a bit of a guessing game, so try this :-

Wing fold

Air test

Pairs of wing panels (inner and outer) are first joined by inserting the wing-fold hinge pin which is a good stiff fit and retained in place by tiny circlips that are, to say the least, a trial to get in place! Aileron servos need extension leads that are simply forced into deep grooves in the wing undersurface and it’s important here to allow a sufficient loop at the wing-fold line so that there is enough ‘play’ to allow the outer wing panel to fold all the way. Left and right combined wing panels are then ready to be glued together at the centre line and mated to the fuselage, avoiding the risk of trapping the radio leads between the two halves, or fouling the retract unit drive circuitry.

Any air test begins with a take-off and it’s worth noting that even with the narrow track of the undercarriage, ground handling was good, even from reasonably short grass. Once in the air, the performance was rapid and stable, although in stall tests, there was a clear tendency to drop a wing, dropping into half a turn of a spin before recovery - so that it would be best to allow a moment of gravity induced acceleration prior to recovery action. Perhaps it might be best to initially set the fore/aft balance at the forward end of the recommended range. The mid-wing layout and reasonable (and scale) wing dihedral make it possible to fly the model around using only the rudder (very effective) and elevator

Gear up!

Rudder:15mm (low)/20mm (high Aileron: 5mm (low)/7mm(high) Elevator: 10mm (low)/15mm(high) Fore/aft balance point should be 60-70mm back from the wing leading edge - but the instructions do quote that.

Even at 1/10th scale, the delightful little retract mechanism deviates very little physically from the full size and is a remarkable achievement. The actuator is a worm-drive that extends and retracts at a very fast rate - so watch your fingers! In the retracted position the main wheels sit nicely flush with the fuselage lower sides without any sign of ‘play’.

Ready for action In the case of the full RTF version, with transmitter and receive supplied, the system is set up to provide the necessary

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controls and the Wildcat has a general airborne pace that handles wind and turbulence quite well. In view of the low speed wing-drop tendency which the stall tests revealed, it is best the keep the speed up during landing approach, resisting any temptation ‘drag it in’. If the Wildcat looks like settling short of the touchdown aiming point, just keep the speed up and let it settle short. The plastic moulded main undercarriage stood up well to landing touchdown loads, which dispelled any worries about strength.

In summary If you are looking for a scale model with a real dose of individuality well removed from the zillions of Spitfires and Mustangs, to fly at the club field, then this one will give you the sense of flying something quite a bit different - with retracts to play with - and there’s always a great kick to be had, watch those rollers fold away. If you have a transmitter multi-model selection program (they all do these days), plus spare receiver and you prefer it’s familiar feel, and then the ARF option is a good one. A full range of replacement airframe components is available from the UK distributor so there are no worries about ‘one crunch - game over’. I There’s a choice of colour schemes. In addition to the Mid-WW2 blue/grey Pacific combat theatre finish, there is an example of the flambouant pre-1941 US Marines scheme as carried by obe of the early F4F-3 Wildcats.

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Fuselage rear end showing the rudder and elevator control horns and the steerable tailwheel. The elevator servo comes installed under the tailplane leading edge, inside the fuselage with output crank protruding, to link to the rudder horn.

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Access hatch in the upper front fuselage, ahead of the cockpit windscreen.

Cockpit detail - it comes with fully pained pilot installed.

SPECIFICATIONS: Manufacturer: LX Models (Shenshen Lanxiang Model Aircraft Co.Ltd.) UK Distributor: Surrey Models Scale: 1:10 Wingspan: 47.2” (1200mm) Weight: 3 lb. 12oz (1700g) Motor: 700KV outrunner brushless ESC: 50A brushless

Servos: Digital, metal geared 17g Battery: 4S 2200mAh 25C lipo Prop: 12” x 6”, three blade Retracts: Scale - electric driven Control system: six function (RTF version)

#

Prices: RTF (incl. 2.4GHz Tx & Rx: £315.00 ARF (excl. TX & Rx; lipo battery; charger) £255.00

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GRUMMAN WILDCAT FLYING COLOURS

General Motors FM-1 Wildcat in low visibilty finish adopted in 1944 for anti-submainine operations in the Atlantic abord the Escart Carrier USS Block Island.

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TYPE HISTORY

GRUMMAN

WILDCAT

Although superceded by Grumman’s F6F Hellcat and Vought F4U Corsair, this portly little naval fighter found a niche on the flight decks of the escort carriers that saw it through operationally right to the end of WW2 MAIN IMAGE: A tightly bunched group of US Navy Wildcats, among those that formed the mainstay of the Navy’s carrier bourn fighter strength prior to arrival of the F6F Hellcat and F4U-1 Corsair. LEFT INSET: Immediate predecessor to the Wildcat was Grumman’s F3F biplane. The initial XF4F proposal aslo had this configuration, but was supersceded by the monoplane prototype XF4F-3 seen RIGHT INSET.

uring the 20th century, war, either ‘hot’ or ‘cold,’ has been an enormous spur to aviation development, lurching in fits and spurts. During 1914-18, aircraft moved from being flimsy contraptions of as much danger to the crews that flew them as to the intended targets - to sturdy, effective weaponry. From then, until the mid 1930s, the basic criteria that ruled at the end of that conflic endured almost unchanged. From then, until the end of WW2 in 1945, military aviation development increased exponentially and sowed the

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seeds of the dominant position that aviation has in our world today. Few military combat aircraft in service at the commencement of WW2 survived in front line service until the end - just those with exceptional potential for development, such as the Supermarine Spitfire Messerschmitt Me109 and Boeing B-17. However there were anomalies, where aircraft types which, on paper, were quite quickly eclipsed in performance, but proved highly useful for specific tasks and thus survived as front-line combat equipment right up to

the end of hostilities in August 1945. One such was Grumman’s F4F Wildcat/Martlet series, which had its genesis in a US Navy requirement raised in 1935 for a new carrier-bourn fighter to replace its Grumman F3F biplane fighters that were then current front-line equipment. Not entirely surprisingly at a time when ‘biplane thinking’ was still pervasive, Grumman’s initial response was their XF4F-1 follow-on revision of the F3F, which did not progress beyond the drawing board when it became clear that with the engine proposed for it, the existing F3F would deliver the

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Actions during WW2 involving Grumman Wildcat/Martlets, were wide-ranging. After the defeat of France in 1940, the Vichy French government continued to administer French overseas colonial teritories, including Madagascar, of the coast of East Africa. In the Spring of 1942, Brirtish forces landed there to oust the Vichy administration, supported by naval forces including these Grumman Martlets, seen here ranged, ready for take-off on the flight deck of HMS Formidible as the carrier turns into wind ready to launch the aircraft. Note the flight deck crew members steadying the wing tips.

same level of performance. The Navy’s performance requirement included a maximum speed of 300 mph and Grumman quickly changed their proposal to monoplane configuration, using the new Pratt & Whitney SC-G Twin Wasp two-row radial with single speed, single-stage supercharger, to produce the XF4F-2. It first flew in September 1937 and went for service evaluation against contract contenders Brewster’s XF2A-1 (Buffalo) and a navalised version of Seversky’s current US Army fighter, the P-35.

Here, despite proving to be the fastest of the three, the Grumman aircraft lost out to Brewster, due to practical considerations that included a considerable amount of unreliability during the trials. Fortunately, the Navy ‘brass’ were far sighted enough to look beyond the immediate, to the potential of the basic design, leading to a development contract for what became the XF4F-3, with increased wing span and wing area, squared-off wing tips, revised fin/rudder shape, and a more powerful version of the Pratt & Whitney engine. The new prototype, the airframe of

Even with wings extended, the compact dimensions of the Wilcat made well suited to hangar deck service and mantainence. Note the stack of propellers in the background - modellers’ workshop style!

which included some components salvaged from the XF4F-2, first flew in February 1939 - and the Wildcat was on its way, receiving an initial production contract in the following August for 54 examples. During Carrier trials, the aircraft demonstrated a take-off distance into a 25-knot wind of only 194 ft, a feature that was later to ensure the type’s longevity as a front-line fighter. With Europe embroiled in war, demand for the F4F-3 Wildcat rapidly increased, with 578 on order by June 1940 and by December that year, all the US aircraft

Flight deck space on WW2 aircraft carriers was always tight, one answere to which was to park combat-ready aircraft tail end outwards on ourrigger rails. These are Fleet Air Arm FM-2s - as the tailler fin and rudders confirm.

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WILCAT TYPE HISTORY copy 1

From late 1941 and during 1942, US Navy Wildcats addopted this three-tone blue/grey finish, with a yellow outline to the star insignia and white, blue outline bar either side of the star.

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carriers, Enterprise, Yorktown, Ranger, Wasp and Saratoga included Wildcats in their aircraft complement. The -3 did not have folding wings, and early examples lacked self-sealing fuel tanks or adequate armour plating protection for the pilot, but did pack a powerful armament of six wing-mounted 0.5” cal. machine guns.

Into Combat When war in the Pacific erupted

on December 7th 1941, the F4F-3 Wildcat was the US Navy’s most important carrier-bourn fighter aircraft and took part in all the early Pacific combat theatre naval air/sea engagements as the Navy took part in operations to stem Japanese expansion in the south Pacific, including the important Battle of the Coral Sea in May 1942 and the crucial Battle of Midway a month later, where the Japanese navy suffered a devastating defeat, delivered by

Douglas SBD Dauntless dive bombers. By then, the later F4F-4, with manually folding wings was beginning to reach the squadrons. By Mid-1943, Grumman’s new F6F Hellcat began entry into service on US Navy Carriers, while the Marine Corps which also operated the Wildcat, began to receive Chance Vought F4U Corsairs. Both these new types offered substantial improvements in performance, but these heav-

Whilst ‘air umbrella’ cover for the D-Day invasion of Europe in June 1944 is generally regarded as UK land-based, these Wildcats and Grumman Avengers are ranged on the flight deck of HMS Tracker in the English Channel during the critical invasion period - presumably far enough west to allow the carrier enough space to manoeuvre.

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ier, faster types needed the wide-open flight deck space of the, larger ‘fast’ CV class aircraft carriers . However, the Wildcat’s short take-off/landing performance ensured a continuation of front-line combat service aboard the smaller Escort (CVE) and Light (CVL) Carriers introduced to provide air cover for surface vessels during invasion operations and Convoy protection. This continued demand could not be satisfied by Grumman, by then fully involved in F6F Hellcat production, leading to transfer of Wildcat construction to the Eastern Aircraft Division of car manufacturing giant General Motors. Here the type was re-designated, the FM-1 being identical to the F4F-4 except for a reduction of armament to four 0.5” guns, but with additional ammunition. Further development produced the FM-2, with taller fin/rudder and revised engine cowl for a different engine, the ninecylinder Wright R1820-56 Wildcat production at General Motors hugely outnumbered Grumman’s.

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HEADING FOR THE DEAP SIX!

This F4F-3 has done its last as the helmeted crew member bottom left contemplates his lucky escape!

F4F in the Royal Navy At the outset of WW2 in 1939, Britain’s Fleet Air Arm fighter squadrons were all biplane equipped and without any prospect of a carrier-dedicated monoplane fighter type in sight. Only the biplane Gloster Sea Gladiator, plus vaguely ‘navalised’ versions of the Spitfire and Hurricane, were anywhere near the pipeline. The only dedicated type on the horizon was the two-seat Fairey Fulmar. Not surprising therefor that the Wildcat should quickly find its way into the Fleet Air Arm, the first of which were from contracts taken over from the French, which became void when France capitulated in June 1940. Initially named ‘Martlet’ by the Royal Navy, the first examples were basically to F4F-3 standard, without folding wings. Martlets, including FM-2s (reverting to the US name Wildcat), continued in service among Royal Navy carriers, throughout the remainder of WW2, seeing action on Atlantic escort duty, in European waters, in the Mediterranean and North African campaigns and in the Far East.

In it to the end Circumstances and combat requirements served the Grumman Wildcat, in all its forms well during WW2. In it at the start, when the US Navy fought successfully at odds during the early, dark days of 1942 at Corral Sea and Midway, the last recorded combat kill, by an FM-2 occurred on August 5th 1945 when an FM-2 downed a Japanese reconnaissance aircraft - just days before the Japanese surrender.

An early Martlet (Grumman F4F-3) in Fleet Air Arm markings.

WHERE TO SEE ONE NOW t the Royal Navel Air Station, Yeovilleton, Sommerset, the Fleet Air Arm Museum holds one of the very early examples - a Grumman Martlet Mk.1 that was one of the batch originally ordered for the French Arme de L’Aire in 1939 under the designation G.36 or G.39, the order subsequently being taken over by the British. It has recently been the subject of an extensive restoration program including stripping of the surface finish, during which the original twotone green colour scheme was discovered - and in which the aircraft has been re-finished. The Shuttleworth Collection at Old Warden, Bedfordshire has a General Motors FM-2 on display. It has an unauthentic early US Navy colour scheme which, presumably, is a hangover from its acquisition by the Collection some years back. The propeller is missing, but there is particular interest to be satisfied for information about the wing-fold, because the aircraft is displayed in that state. Finally, at the Imperial Air Museum, Duxford, The Fighter Collection’s airworthy and very active General Motors FM-2 in Fleet Air Arm markings, including D-Day Invasion Stripes, is on permanently on view in TFC’s hangar when it is not performing at one of the summer air shows. I

A

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SCALE 1:50

GRUMMAN F4F-4 &

WILDCA

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& FM-2

CAT

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WILDCAT IN DETAIL Tony OK copy

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IN DETAIL

GRUMMAN FM-2

WILDCAT Cose-up study based on FM-2 at The Fighter Collection and Shuttleworth Cpllection 1

2

3

4

1 & 2: Cooling vent in the upper rear engine cowl. 3: Front cowl, propeller hub and radial engine. 4: Close-up of the propeller spinner. 5: Rear view of the engine cowl, showing exhaust stack and cooling vent.

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6

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6: Cockpit canopy front windscreen. 7: Sliding canopy frame. 8: Guide channel for the sliding canopy frame, right side. 9 & 10: Further views of the sliding canopy frame. Note gun sight, top of instrument panel. 11: Left side canopy guide chanel is covered over, unlike right hand side. 12: Arrestor hook housing below the rudder. Note also the navigation light. 13: Radio aerial mast. 14: Tailplane/ elevator hinge line.15: Elevator trim tab push rod and horn. 16 & 17: Two views of the elevator aerodynamic balance and elevator hinge. 18: Elevator joiner bar that passes through the rudder tailpost, showing the cut-back on the rudder.

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19& 20: Mid-wing configuration allows the wing to meet the fuselage at approx. right angle - thus aerodynamically efficient, minimising size of wing-to-fuselage fairing. 21: Pitot head, left wing. 22: This wing underside view shows the spring-loaded fairing that covers the wing hinge when the wing is extended. 23 & 24: The fuselage underside centre-line fairing just behind the undercarriage position. 25: Fixed castoring tailwheel unit. 26: Fin/rudder hinge line. 27: Rudder hinge detail. 28: Rudder trim tab. 29: Detail of the top of the rudder.

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30: The wing-fold mechanism, showing the angled hinge line that achieves the fold configuration that sets the outer wing panels alonside the fuselage. Wings fold manually, after unlatching. 31: View from the rear showing the line of the wing-fold break. Horizontal centre section portion on the left. 32 & 33: Two views of the folded wing, showing the spring loaded cover that snaps into place to cover the wing hinge position, when the wings are extended.

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34: Direct front view reveals the narrow track of the main undercarriage. 35 & 36: Two views that reveal the multiplicity of struts and braces that form the main undercarriage. 37 & 38: Two further views showing the long strut that lifts and extends the main undercarraige into the fuselage. 39: Close-up of the lifting/extending strut and its hydraulic jack. Early Wildcats had manually would undercarriage. 40, 41 & 42: Views of the two fairings (L & R) that cover the mechanism (but not the wheel) when retracted. 43: Main undercarriage wheel - inside view.

LOOKING FOR EVEN MORE DETAIL? ... then you need an AERODETAIL CD with over 90 images of the Grumman FM-2 that you can view at full computer screen size. It reveals all the close-up detail you’ll ever need.

Price £12.99 Order direct from: www.adhpublishing.com/shop ADH PUBLISHING LTD Doolittle Mill, Doolittle lane, Totterhoe, Bedfordshire, LU6 1QX, UK Tel: 01525 222573

The unique retracting main undercarriage mechanism that retracted into the lower fuselage was based on similar types applied to Wildcat forerunners, Grumman F2F and F3F biplanes.

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PLAN FEATURE

HEATH SUPER PARASOL

Author Dr. Mike Ha wkins sets up the O.S . four stroke motor on the prototype model, rea dy for a test flight.

Dr. Mike Hawkins presents a 75” (1905mm) wingspan sport-scale replica of an Amercian homebuild for land or waterplane operation. Suits .60 four-stroke engines and four function radio.

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f you want to build a model that is full quarter scale and 75 ins. span, easily and quickly disassembles to fit into a small car; is powered by an approximately .60 size four stroke; has no complicated or expensive mouldings or parts; would be ideal for someone building their first scale project; flies slowly and is as easy to fly as a trainer; converts from land plane on wheels to a seaplane on floats in five to ten minutes and is NOT a Piper Cub ... ...then look no further THIS IS IT !

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THE AIRCRAFT After the end of the Great War in 1918, private aviation was slow to get started and there were many used, war surplus engines or airframes that were cheap and plentiful. In England, the Lympne Light Aircraft competitions in 1923 showed that the interest was there, but that the use of small engines of less than 30 h.p. was really impracticable for regular aviation. In the United States, the start of air racing stimulated interest. Mr Ed Heath of Chicago built a number of racers and in 1925 he built his first ‘Parasol’, utilising the lower wings from a Thomas-Morse Army Scout. The motor was a 23 h.p, four cylinder, air cooled Henderson motor cycle engine converted by Mr Heath himself. In 1927, a version of the Parasol, powered by an imported 32 h.p. Bristol Cherub won $1,000 at the National Air Races at Spokane, Washington. In 1929, a Super Parasol bearing the racing number ‘46’ won the light plane class in the National Air Races at Cleveland, while another example came in second, both using the Henderson motor. In that year, ‘Popular Mechanix and Inventions’ magazine published construction plans for a number of light aircraft for the home constructor who did not want to pay $2,000 for a factory-built plane. The Heath Super Parasol was one of them and this was

reprinted in ‘1929 Flying Manual’, published by the Experimental Aircraft Association in 1989. The description of how to build your own plane took about as many pages as this article on how to build the model. “Do not change a single thing !” said the description, but Ed Heath continued to develop the design and fitted plywood floats to the two Cleveland race machines. He simplified the struts, omitted the bracing wires and changed to metal floats to produce the version modelled here. The final version was the LNB-4, which was much more streamlined. At least six were built by the Chicago factory in 1931, but in the depths of the Great Depression, there could not have been much of a market for light aircraft. With its racing pedigree, one could expect the Heath to avoid some of the quirks exhibited by other contemporary designs. A few years ago, I visited a friend in the United States and in his garage was a half constructed fuselage. I asked what it was and he told me “Heath Parasol”. Well, a production run of nearly seventy years suggests that they should have the bugs ironed out of it by now!

THE MODEL The experts can skip most of this, but since the model may well be chosen by someone who is just getting into scale models, I have

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Airframe is pure balsa/ply conventional construction and makes an idea introduction to scale radio control.

been fairly comprehensive in the instructions. The construction has been kept simple, using spruce stringers, 1/8” (3mm) Lite-ply and balsa. There are no plastic mouldings or glassfibre parts and the intention is to produce a model that can be easily built by someone with little experience. A detailed cockpit mock-up is not needed as the cockpit is hidden under the wing and cannot be clearly seen. The degree of detail is up to the builder and this is not a model that will take a great deal of time to make. Get out and fly - and have some fun!

WINGS I usually like to include some washout in the wing design, but in this case it was not needed and the wing can be built flat on

the plan. Apart from the two tip ribs, the ribs can be made by the ‘block method’, all being to the same outline. The two wing halves join together by sliding onto wing rods that pass through short bearing tubes in the two wing pylons. The use of 5/32”(4mm) wire is not critical. I just happened to have some 1/8” (3mm) which would do. Peen over the ends of the tubes so that the rods cannot slide too far into the wing. Two short joining straps are screwed to one wing and bolted to the other wher assembling the model. Note that the ailerons are cut away after the wing is built and have a sloping leading edge that gives a larger gap at the bottom. Lite-ply plates are added for strut attachment and servo mounting. Only the

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inner bay of the wing is sheeted with 1/I6” (1.5mm) sheet and the 1/4” (6mm) balsa inner ribs are added and trimmed to size after this. Ribs are capped, but not the false ribs on the leading edge that are made oversize, from scrap 3/32’ (2mm) balsa sheet and then trimmed down to level with the rest of the wing using a straightedge and a mini-plane.

FUSELAGE T-nuts, captive nuts or spike nuts (call them what you will), are of American 4-40 size, equivalent to 6 BA or 2.5 mm and 6-32. equivalent to 4 BA or 3 mm. Wherever T-nuts are specified, use a piece of scrap Liteply so that they are inserted into a double

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thickness of ply. The fuselage is a simple box with 1/8” (3mm) Lite-ply in front and 1/4in. sq. spruce behind. The doubler along the bottom edge of the front fuselage takes the 6-32 T-nuts for the front and rear undercarriage struts and the rear one takes the wing V-strut and the rear float struts when fitted. The 5/8” (16mm) hardwood blocks, to which the cabane struts will be screwed are glued strongly to the fuselage sides and F3 or F5. The 1/8” balsa top sheeting goes over them and is cut away so that the struts can lie flush with the surface. Add the engine bearers and the tank bay/cockpit floor before sheeting the top and fuel proof it all inside, as well as possible before closing it in. Note that the top 1/4” sq. spruce stringer between F2 and F3 has extra pieces on each side at the front, to take the screws from the front leg of the cabane tripod. Since I needed to fit the model into a 43” (1090mm) long box that I had, to take it to U.S.A. I added a joint in the rear fuselage so that the last 3” (76mm) under the tail, was held on by four 4-40 bolts. This is not shown on the plan, but may be discernable in the photos. Add the battery box to F2, threading a battery cable with connectors at each end through F2 and F3 and then build the cowl. For this, bolt the engine in place and tack glue a 1/8” (3mm) spacer behind the spinner, then tack glue Fl to it. This will hold Fl in the right place while the 1/4” (6mm) sheet balsa is added. The cutaway round the engine is large enough to allow access

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to the engine bolts, throttle cable and plumbing. 1/8” (3mm) Lite-ply hatches are screwed in place with small wood screws and allow access to the battery and the radio compartment. The original fuselage was made of welded steel tube with rectangular reinforcement plates at the joints. These have been cut from 1/64” (O.4mm) ply and should be visible through the covering of the model.

TAIL This is constructed from 1/4” (6mm) balsa The base of the fin is two pieces of 1/8” x 1/4” liteply to take the 4-40 T-nut which clamps the fin to the stabiliser and the fuselage. Two dowels from 1/8” (3mm) bamboo (kebab sticks) locate the fin and stab. and run into 1/8” (3mm) i.d. aluminium tube glued with CA. into the rear fuselage. The extended bolt is made by cutting a 1.1/2” x 4-40 bolt and soldering it into each end of a brass tube. l/16” ply rectangles are let into the surface of the tail so that the elevator horns and bracing struts may be screwed in place with small wood screws. Where this is to be done repeatedly as when the tail is disassembled from the fuselage, it is a good idea to run some cyano glue into the screw holes and leave for 24 hours before re-inserting the screws, They will not then, tear out of the wood.

UNDERCARRIAGE Bend the side legs and cross wires and tin all the metal surfaces to be joined. I like to use silver bearing solder for this with an acid flux

(Baker’s Soldering Fluid for example) which makes soldering easy, even for me. Solder the mounting plates to the front and rear legs and bolt into place on the inverted fuselage. Protect the wood from solder droppings with newspaper and then bind the cross wires and spacers in place with tinned copper wire. Using at least a 60 Watt iron, solder the wires together and then remove from the fuselage to add the balsa fairings. Spiral bind with 3/4in. wide nylon and dope before painting. Tip: when you have finished, clean up the joints and rub with Sodium Bicarbonate (baking powder) to neutralise any remaining acid, otherwise the wire will rapidly go rusty. With collets removed from one end, the axle can be threaded through the axle retainers and then held in place by rubber bands or bungees wound round the hooks. I like to drill out the hub of the wheels and epoxy a brass tube inside to fit over the axle.

STRUTS The cabane struts are made from .064” (1/16”) aluminium. The front tripod is clamped together with a nut and bolt and has a spacer to fill the gap at the top. between the side pieces. Cut this oversize and file down after assembly with epoxysteel. You can then drill for the brass tube to take the wing joining strut. The V-cabane strut at the rear is similar, but has only two pieces. When setting up, install the front strut and then the rear strut with its lower screw. Adjust the angle of the rear strut to take the wing rods and then insert its

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Two views of the nose section showing the installation of the O.S.60 motor and the arrangement of cabane struts and the anchor points for the wing struts where these attach to the fuselage.

Two views showing the main undercarriage which is made up from piano wire. The wire components are silver soldered together.

upper screw to fix its position correctly. The outer surfaces of the cabane struts are covered with 1/6” balsa stuck on with contact cement. This is then trimmed down to streamline section and the struts spiral wound with nylon ribbon. The V-struts for the wing are made from 1/4” x 3/4” spruce, stuck together at the root and reinforced by aluminium clamping plates one each side, held with 4-40 bolts and nuts. Join at the root, then clear the dining room table and assemble the wings to the fuselage, checking the exact length of each strut at the outer end. before drilling the holes for the fitting and clamping plates. The tail bracing struts of 1/16” aluminium are not shown on the plan views of the tail

drawing, but can be cut to length from the 1/16” ply inserts to take their fixing screws.

RADIO INSTALLATION AND CONTROL WIRES Four channel gear is needed. A 1000 mAh NiCad battery was soldered up using AA cells and standard connectors. The aerial goes down a plastic tube down the rear fuselage. This mounted with Velcro onto a block of plastic foam stuck to F3. Five standard servos are used. A Y-lead is necessary, up through the tank bay and cockpit coaming, for the aileron connection to the plugs emerging from each wing. Each wing servo is buried inside the wing, retained with an aluminium strap to the ply mounting plate. It is most unlikely that you will

The tail cone, showing the bracing struts and the scale cable links to the control surfaces.

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have to get at these servos but the covering can be cut away if you need to and replaced to the line of the rib tapes which will not show. Standard wire push rod links are used for the ailerons and the aileron servo leads will need extending. Closed loop linkage is used for elevator and rudder using 60 lb.-test nylon covered fishing trace. I use Dubro EZ connectors on the servo arm with a short piece of soft iron 1/16” leader wire held by the screw in the connector. If you are a belt-and-braces man, you can put a 1/16 in. collett on the wire next to the connector to lock it. The control wires are looped round the leaders and two aluminium tube crimps are applied with round nosed pliers to hold them. For the elevator, use two wires on

Upper wing surface, showing the aileron and the ribs positions, with simulated rib stitching.

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each lead-out, one to exit each side of the fuselage. Make the wires about 6 inches overlong. The fairIeads are short aluminium tubes stuck to scrap balsa and end just below the covering. The wires are installed before covering the bottom of the fuselage and a tiny slit is made in the side covering for the wire to pass through. After painting, a 1/4” disc of chamois leather with a pin-hole in the centre, is slid down the wire and stuck to the covering with contact cement. After final assembly, the rigging connectors and Kwik-Links are added to the wires. A short piece of narrow fuel tube, slipped over the connector is the best way to lock the link and stop it unscrewing.

MOTOR If somebody would make a four cylinder in-line .61 four stroke at an economical price, I would be delighted to use it to represent the Henderson motor in this model. For the time being, however, I used an 0.S.61FS. Even if it is not quite the right shape. it is an ideal motor for this model, running at about 9,000 rpm with a Graupner 12.5” x 6” propeller, on straight fuel. A small bent wire hook was made up to connect the throttle cable, while the tank can be inserted through the cockpit and is held in place by the dashboard, Tip: To persuade the tank tubes to go through the hole in F2, thread three 1/8” bamboo kebab sticks through the hole and slide the tubes onto them. They will then guide the tubes through the hole as you slide the tank forward.

COVERING AND COLOUR SCHEME The Heath factory colours were pale cream with black trim for struts etc. I therefore covered the model with ‘Linen’ Solartex and painted the struts black. The decoration on the fuselage is a dark colour, probably maroon, so that is what I used. After masking up carefully, I found that my water based polyurethane paint ran under the tape producing disaster. I washed it off and started again using a bowed ruling pen to

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draw the straight edges. It took time and care, but gave the satisfactory result seen in the pictures. My photograph shows Ed Heath standing in front of the tail and obscuring the serial number. In 1931 the FAA had just moved from a four to a five figure registration number sequence and 10158 is a guess, but in the right region. Since the wing serial number crosses the rib stitching, you cannot use vinyl stick -ons. The numbers need to be hand painted but an easy way to do this is to uses a fine fibre-tipped marking pen and ruler to outline the numbers and then block in with paint. A tip: When covering a wing with selfadhesive covering, there is a tendency for the covering to sag between capping strips and stick to the underlying spar, causing unsightly dimples. This can be avoided by rubbing the spars with a piece of soap dipped in water before covering. Although it does not show on photographs taken in direct light, the appearance of the model is much improved by the addition of rib stitching and tapes on the covering. On the upper wing and tail surface, this is simulated by a length of cotton with a knot in it every 1/4 in. Hold the cotton with a spring clip held by a nail into the bench and put a line with a cross line on it, every 3/4”on a piece of paper and use this as a guide. Tie a knot in the cotton and then, while holding it with the left hand, use a cross head screwdriver in the right hand, to slide the knot up to the mark on the paper. Pull out the screwdriver and tighten the knot, then slide up the next knot and so on. Attach these knotted strands over the ribs with a dab of cyano, glue at each end and cover with a torn, 1/8” rib tape of Solartex, ironed on. Under the wing, 1/4” lengths of bristle every 3/4” will represent the stitch going under the rib. Use tweezers and stick in place with PVA. Using this method, both wing and tail can be completed in one afternoon and the scale appearance is well worth the work involved. The model is finished with a coat of

(sprayed) polyurethane satin enamel to fuel proof it and protect the light coloured Solarex from being easily marked. The cockpit cannot be seen under the wing, but I added a 1/4 scale bust of Mick Reeves with a baseball cap on back to front, to finish off the appearance. As soon as I had completed this model, my friend Ray Smith, in the States came up with some photos of the Cleveland race winning No.46 in a really snazzy paint job. There were no colour details, of course and the aircraft had some significant differences in shape from the later one that I had built, so I could not convert it. Oh well ... next time! Whatever anyone says, you are very unlikely to get cast iron information about colour schemes for aircraft of this period and a certain amount of ‘creative deduction’ is required. Anyway, it looks nice enough!

CENTRE OF GRAVITY The C of G came out at about 26% of chord as shown, without any added ballast, With the floats, it is slightly further forward but this is all to the good.

FLOATS The optional floats, to Ed Heath’s design are made from polystyrene white foam. With their square section. you do not need an electric wire to cut the blancs, a hacksaw and a sharp kitchen knife will do the job. The bottom surface is 1/32” ply, overlapping a bit on each side, while the top and sides are covered with 1/8” soft balsa sheet. Use waterproof PYA for the wood joints and spray-can contact adhesive (lightly sprayed) for wood to foam joints. Hardwood runners, underneath, help to protect the planing surface when on the beach. 1/8” Lite-ply inserts are used to take the 4-40 T-nuts for fixing to the struts. The floats are covered with brown paper, put on wet with PVA exterior glue (Elmer’s Waterproof). PVA rivets can be added for detail, together with Lite-ply inspection covers. Front and rear struts bolt onto the front undercarriage fitting and the wing strut fitting. In fact, getting the 6-32 screw into the

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HEATH SUPER

O6)L S P(PALARNA FSM/8

three sheet plan Full size copies of this ing Scale Models are available from Fly blishing, Doolittle Plans Service, ADH Pu ternhoe, Mill, Doolittle Lane, Tot , hire rds Bedfo 573 LU6 1QX. Tel 01525 222 .com ing lish ub hp ad s@ irie enqu p p& s Price £17.50 plu .00; (U.K £2.50; Europe £4 . .00 £6 rld Wo or Rest

float and the wing strut is a bit of a fiddle and is made easier by using a cross-head screw with its tip tapered down with a file. Cross rigging is from 100 lb. (Shark standard!) fishing trace. Bolt the struts and floats to the fuselage and tension the wires as the double crimps are squeezed to lock each one in turn.

WATERPROOFING If it is intended to fly off water, it is well worthwhile paying attention to water proofing during construction. Any part of the structure likely to get wet should have at least one coat of clear dope. The inside of

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the cowl, tank area and cockpit should be protected by polyurethane varnish. The chamois leather discs on the control cables are effective, and under the wing, a larger chamois patch with a slit in it for the aileron push rods will minimise water ingress into the wing, besides being ‘scale’ for this aircraft. Engines do not seem to mind getting wet so long as you give them a good run after dunking, but do not fly off salt water if you love your engine, your radio or your model (or your wife, for that matter).

FLYING At last! This was a real anti-climax. The model, on its wheels, looks right and is right. Take off is about 20 yards in calm conditions and the model climbed away needing only two clicks of down trim. The model is stable and easy to fly. Landing approach is straightforward and touchdown easy to anticipate. After touchdown, as the tail goes down there is a tendency to swing to the left from gyroscopic forces - which is common to most tail draggers I have built. Although Ed Heath said “...she will perform any stunt in the book...”, I have yet to try aerobatics other than the odd loop. Somehow I feel that this model looks fine without that sort of thing.

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Anyone who has flown a four-channel model will be happy flying the Parasol.

FLYING ON FLOATS Most full size aircraft converted to floats have additional vertical tail area added. Examples are the Zero and the float Spitfire. The Heath has considerable extra side and planform area from its floats but no added tail surfaces. Consequently, I was not too surprised to find a considerable difference in handling with the floatplane. The optional water rudder was not used by Ed Heath but is strongly recommended for low speed taxiing around the lake. If he was still around I would send him one. My first worry was that the O.S.61 might provide insufficient power for the floarplane, so I lifted off very gently to avoid a stall after take off. As a result it got up to speed and dug a float in a couple of times. This produced a rapid stop, but did not stall the engine so I was able to taxi round and try again. On the third attempt, concentrating on keeping the wings level, she lifted off and climbed gently away. There was plenty of power. The photos taken by Malcolm Logan, showed that I had almost no ‘up’ elevator applied and a cleaner take off should result with a little more back stick.

Once up, it was clear that stability in yaw and pitch were less than the land plane version. She was a little twitchy on elevator and needed some rudder with aileron in the turns, The model was perfectly controllable, but required rather more care however and we were able to take some flying photos, but I felt it wise to avoid low level turns. On landing I came in, a little tail down and after touch down she dug a float in briefly, but was able to taxi back in with the motor running. I have made an additional, bolt-on, clear plastic under fin for future water flying, which is shown on the plan. Just to check, after the water flight, I put the wheels back on and once again, the Parasol became the perfect gentleman. In summary, on wheels, I could recommend this model to anyone who has flown a four-channel model. On floats, she flies well, but some prior experience of water flying would be a definite advantage. I would be willing to bet that Ed Heath found similar differences in the handling of the full size aircraft, but in 1930 they were not quite so critical about aircraft stability. Anyone building a Super Parasol who has any queries. is welcome to e-mail me at [email protected] Mike Hawkins (Dr.) Bangkok. Thailand.

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SPECIFICATION Scale: 1/4 Span: 75 ins. (1,905 mm.) Length: 52 ins. (1,320 m.) Wing area: 975 sq. ins. (0.629 sq.m.) Wing loading: 19 ozs/sq.ft Weight (on wheels): 81bs (3.6 kgs.) Undercarriage with wheels: 14zs. (400 gms.) Floats and struts: 1 lb. 5ozs. (600 gms.) Radio: 4 channel. 5 standard servos. Engine: .52 to .80 Four Stroke 8 ozs (250 ml.) Tank: 8 ozs (250 ml.) Control movements: Aileron: + or - 3/4 in. (19 cms.) Elevator: + or - 1.1/4 in. (3.2 cms) Rudder: Each way. 2 ins. (5 cm.)

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TYPE HISTORY

On its first of several home bases, Elstree, G-AFZE in the display park at an airshow in 1949 shows the tail shape of original plans.

HEATH PARASOL hile interest in private flying centred on biplanes in Britain as life returned to normality after the turmoil of the 1914-18 World War, several enterprising individuals in the USA chose the monoplane formula, among them the very active Ed. B. Heath. Only six years after the European conflict, Ed.Heath designed the midwing ‘Tomboy’ around an imported Bristol Cherub two-cylinder 32hp engine. At that time, the Cherub was the first post-war engine to pass the Civil Type test, and was put into production in 1924 with a selling price of £75. It had an unusual and complicated valve operating system which distinguished its cylinder heads and as it was developed into the Mk.lIl with dual ignition and power improved to 36hp in 1925, it was clearly the best engine for ultra-light designs although for 1,228cc it was heavy at 110 lbs. Ed.Heath’s 26ft wingspan ‘Tomboy’ was

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built with the help of Clare Lindstedt and flew at the 1925 Long Island Air Races as the ‘Hummingbird’, then at the Philadelphia Races in ‘26 with a top speed of 109 mph. It weighed only 275 lbs. A successor using the Bristol Cherub, the Heath Baby Bullet with the wing lowered to a mid position, reached 112 mph at the 1928 Los Angeles Air Races. It could well be credited as the first of the miniature pylon racers. The span was reduced to 18ft and with its tapered wings, it became a symbol of what was to follow in later years with the arrival of more powerful Continental A40 and similar engines. Heath himself went on to build the ‘Cannonball’ for his own four-cylinder engine in 1930. While much of his success hinged on the major Air Races, Ed.Heath was well aware of the potential demand for more docile aeroplanes to suit home-builders. He marketed plans and accessories for the midwing and what was to become the most popular of his creations, the Heath

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Parasol. His reputation for producing lightweights that had humbled the big Travelaires at the races, had established his credibility and by 1929 when the Flying Manual publication ran a do-it-yourself article, the format of the parasol wing position became nationally adopted in the USA, especially since the Henderson four-cylinder motorcycle engine was used in a prototype and shown in the plans. As a sideline of interest, the Heath Parasol was also raced using the 40hp Continental engine with placings at the 1931 and ‘32 Cleveland Air Races but for the great majority, it was the favourite mount for local sport flying, prompting many other parasols from the Pietenpol through to the Corben Baby Aces, and of course the Luton Minor in the UK. For many years, the Heath LN was listed among the Experimental Aircraft Association Builders Manuals as a D.I.Y. project, with a full set of plans for only $10! The Manuals were invaluable for members of the U.L.A.A. and later, The Popular

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Flying Association in the early post-war years as they contained a wealth of reprinted know-how on airframe construction in wood and metal. The Heath Parasol was a mixture of both, with a steel tube fuselage and wooden main structure of wings and tail surfaces, all within home workshop capability, especially as bolted and wire braced assembly rather than welding was used at least that was the case for the first example made in Britain by J.A.Palmer and sold to Bob Parker. He had registered his Heath Parasol as G-AFZE in 1939, but for obvious reasons it was not until the formation of the Ultra Light Aircraft Association with its HQ at Elstree, that it was made ready for tests in 1948. Parker had acquired an inverted Vee 24hp Blackburne Tomtit engine for it and after towing the aeroplane behind his car all the way across London from his home in Esher to Elstree Aerodrome, it was soon found to be grossly underpowered by the test pilot, Colin Debenham. Though Parker had no flying licence, he was at least ingenious in carving his propellers in trials to achieve more revs and thrust. For a full account of hairy take-offs and circuits (two only!) below the Elstree horizon we thoroughly recommend Arthur Orde-Hume’s autobiography, Part I, ‘On Home Made wings” with its fact packed and at times hilarious accounts of those exciting days. Eventually, Bob Parker read of an Orde-Hume mishap in his famous Luton Minor G-AFIR (related in full detail within said book) and offered his Heath in consolation for a mere £60, which Arthur said he had no difficulty in turning down! With many another aeronautical diversions to occupy him, the ownership was brief and David Armstrong took over, replacing the Tomtit with a Bristol Cherub for many flights until a mishap at Luton. It languished in the airport car park for some time, then was taken over by K.C.D. St.Cyrien after storage in Old Warden’s blister hangar. Little more is known following the demise of its last owner, except that it is recorded as being stored at Horley Despite its strong following in the USA, only one other Heath Parasol has been completed and flown in Britain. Powered at first by a 30hp ABC Scorpion. G-AJCK was built by the South Hampshire Ultra Light Aircraft Club at Christchurch and made a few ‘hops’ with de Havilland test pile George Errington aboard, before sale to the Airways Aero Association at Hurn in1950. They changed the engine to a JAP J-99 with 40hp. It then passed to R.A.Mann at Redhill, where it was flown until 1954 but no more is known. Arthur Orde-Hume’s opinion of poor elevator authority, especially given the low power of the engines used, must confirm the reasons why there are many variables to be discovered among tail shapes and areas among the American examples. This will be especially obvious in comparison of the drawings by Rob Lambert of the Heath LNB-4 Parasol in Paul Matt Airplane Drawings Volume 2, (with the full span ailerons and tapered tail), and the photographs of American and the two British examples. I

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Close view gives size comparison of the pilot in a Heath Parasol with a near to minimum fuselage depth between floor based seat and the underside of the wing.

Long mounts for the 696cc Blackburne Tomtit Vee twin engine in ‘FZE.

Cowled nose of ‘FZE,with exposed inverted cylinders colours red & silver, later black and silver.

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kay then, you lucky lot, here I am back with more electric model meanderings. So, let me think where we are in the year before going any further. Oh yes, this should, all things being equal, be the December issue of your favourite modelling magazine. I know it will be available well before then, but that happens to work in our favour for what I have in mind this time around. As you may be only too well aware, I’m on something of a helicopter ‘kick’ at the moment. Real modelling and designing is still going on, but I’m having a lot of fun just buying and flying RTF helicopters. In the past I’ve made mention of how rapidly modelling technology is advancing and these advances mean that helicopters are no longer the province of the technically proficient, well-heeled flyer. Let’s face it, if a tight fisted old duffer like me can manage them, so can just about anyone. You just have to decide what level of competence you feel comfortable with before shelling out your hard-earned cash. Regulars here will know just how reluctant I am to do that, so don’t expect to see anything huge and horrendously expensive here.

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R/C SCALE ELECTRICS with Peter Rake

WHAT DOES HE HAVE IN MIND? Well, as I said, this should be the December issue and that means it isn’t long before the fellow in red pays a visit

JUST COMPARING THE TWO HELICOPTERS FOR SIZE THE F150 LOOKS TINY.

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Despite being brightly coloured the Dolphin style heli isn’t overdone and is undeniably attractive.

down a chimney near you. Very near if you play your cards right and drop enough heavy hints. I keep dropping the hints, but still end up having to buy the helicopters myself. Sometimes life can be just so unfair. So, I’ve already said that I’m into helicopters at the moment, and that Christmas is only just around the corner. With both those points in mind I thought it might be a good time to look at some of the ‘scale’ helicopters available. Relatively cheap scale helicopters that is, because I don’t do expensive. Any fool can throw money at a hobby; the real skill comes with getting maximum enjoyment from minimum expenditure. Something, I might add, at which I’m becoming quite good.

A FEW BASICS Although, to the uninitiated, a helicopter is a helicopter, is a helicopter that isn’t actually the case. There are three basic

helicopter types that are likely to appeal to modellers - discounting those that are obviously just toys. At the bottom of the required skill level we have the dear old co-axial heli. These have been around for ages and have more than proved their worth to novice heli flyers. Available in both three and four channel types they get their built in stability and directional steering from the contra-rotating main blades. They don’t need tail motors to counter torque and usually it’s only the three channel variety that have a tail motor. In this instance, it provides forward and backward flight, whereas the four channel models use main rotor tilt (via a servo) to do the same job. Next up the scale, in terms of skill and complexity, comes the fixed pitch helicopter. These, to be honest, are my personal favourite. They fly pretty much like a fixed wing model, use very similar controls and are easy to understand and repair. The big difference between flying

The battery hatch hinges open, the battery just pushes in and is fully hidden once the hatch has been closed.

one of these and a fixed wing model is that you use throttle to control height and ‘elevator’ control determines whether you fly backwards or forwards, and how fast. They’re faster and more agile that co-axial types and are much better in any sort of breeze. Top of the bill in terms of both skill level required and complexity are the collective pitch types. Much more complicated to fly, more expensive and way over my head so won’t get much of a look in here - if at all. Collective pitch helicopters are difficult to begin with and starting out with a scale collective pitch helicopter is a sure route to frustration and a greatly reduced bank balance. Both of which are all the reasons I need to avoid them like the plague.

A FURTHER COMPLICATION These days there are an increasing number of flybarless helicopters available. In general terms being without a flybar

The rearmost black item on the hatch is a simple but effective catch to ensure you don’t end up with dangling battery syndrome mid flight.

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A nice LCD display and a ‘chunky’ feel to the transmitter all add to the impression of quality with the Xieda 9977.

makes for a faster, more agile helicopter. For RTF heli’s it sounds to me like a retrograde step for a relative novice (why make life more complicated than it has to be), but they are very popular with experienced flyers. I do own one, and we’ll look at it shortly, but found it a whole new experience in terms of simply keeping it in the air. If you’re already proficient with your fixed pitch heli you may enjoy the challenge, but I’m more interested in flying helicopters than learning to fly them all over again. Okay the, with the basics out of the way let’s take a look at some examples starting simple and getting more complicated as we progress.

OOPS Now the helicopter we start with was something of a mistake, and a very pleasant surprise. You know me well enough by now to know that I have great trouble resisting a bargain. So, when I saw

By comparison the Esky transmitter has a distinctly toy-like look about it. It’s also the only way to charge the flight batteries using the supplied lead.

a nice looking co-axial Dolphin style heli being sold as non working I simply had to make an offer on it thinking that I could possibly use the body to install fixed pitch innards into. When it arrived it was obvious that none of the gear I had in mind was going to fit. So, time to find out exactly what was wrong with the model and see if I could fix it for use in its’ original form. Having charged the battery, using the supplied USB charger, plugged in the battery and checked that the model actually bound to the transmitter (2.4 GHz) it was time to see what worked and what didn’t. Well, long story short, it flew beautifully. In fact, it’s one of the nicest flying co-axial heli’s I’ve tried. The take-off was straight and true, any slight rotation was easily trimmed out and the model proceeded to fly fully controlled circuits around my lounge. Several coffee table take-off and landings later I did discover one flaw with the model. Nothing at all to do with loss of

With the nose removed you see how cramped it is inside. I’ve indicated the switch and you can clearly see how awkward it is to get to the battery socket.

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control or problems flying, simply a weak point that reared its’ head when I misjudged one of the landings and the heli dropped onto the floor. The ball-links that connect the flybar to the upper blades are very flimsy indeed. Even this relatively minor mishap was enough to snap one off the blade. The one thing about my particular heli, and possibly why it was being sold as non-working, was that the spare blades were damaged when it arrived. Fortunately for me, they are exactly the same style of blades as used on the Mini Twister and I had plenty of those going spare. Not quite the same colour perhaps but definitely the same to all intents and purposes in terms of how they function. I’ve since seen both a similar heli and spare blades listed on the Hobby King site and buying a few sets ‘ just in case’ is a relatively painless affair. You’re going to be paying postal charges anyway, so another fiver for a couple of sets of blades makes good sense. Okay, so what do you actually get for

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your money? The helicopter itself is palm-size, weighs in at a mere 29 grams and has a main rotor diameter of 190 mm. The perfect size for buzzing around the Christmas trimmings, generally making a nuisance of yourself on Christmas Day. It’s colourful enough to be clearly visible, but still retains a nicely scale-like appearance. Surface detail is good, without being overdone and there’s a neat little battery holder/hatch below the nose, which preserves the outward appearance. There’s nothing worse than having a nice little scale model, with a battery clearly visible each time you fly overhead. Extra batteries are also available (Hobby King or Mini Twister), so there’s no reason to have to wait too long between flights. The transmitter is equally nice. It is of the ‘game console’ variety, but somewhat more solid feeling than many that I’ve seen. It feels just about right in the hands and the sticks have a nice, positive feel to them. Although the Hobby King version doesn’t, my version (the Xieda 9977) does have an LCD display which makes keeping track of your trims and battery level a whole lot easier. All in all, a rather nice package and an extremely nice flying little helicopter. The Hobby King version is around £20, but I’ve seen the Xieda one costing as much as £50 depending on where you get it. Mine, just to make you jealous, being ‘non working’ cost me about £12. I told you I like cheap.

SIMILAR SIZE WHOLE DIFFERENT GAME Now we come to that flybarless type I mentioned. While the Xieda 9977 is practically effortless to fly well the Esky F150 is another matter entirely. Esky, who were once known for their co-axial helicopters reliability, seem to have been rather out of the loop lately. Nothing new from them for ages, and then this little heli pops up - and its’ bigger sister the F300. Both look the same and both are flybarless. They also both seem to share a common transmitter, a singularly unimpressive looking thing devoid of LCD display and any form of dual rates. Yes, the F150 is very reasonably priced at around £27 shipped from China, but if

ever there was a need for dual rates I’d say it was for someone moving up the skill level from a flybar equipped helicopter. All control input needs to be in the form of delicate nudges on the sticks if you aren’t to over-control the model and having low rates would be a definite advantage until you start to get the hang of it. This is something of a model of two sides. It looks very nice with its’ understated Airwolf look and it’s proving tough as old boots but there are things about it I don’t like. Whilst the pushrods are very neatly hidden against the shaft (eliminating the need for large areas cut from the fuselage) personally I feel a single screw retaining the mainframe is less than a good idea. The nose removes for battery access, but the tiny plug is rather hard to get to and you really need a screwdriver (a small screwdriver) to get to the switch after the nose is replaced. Both the nose and the mainframe rely on the same mounting lugs to secure them and this can prove a problem. They aren’t very long mounting lugs, and they are all that prevent the mainframe wobbling about in use. On my particular example the main fuselage section wants to keep popping off one or both of those lugs. In the process, it also pushes off the nose, which promptly drops off. It’s a relatively easy thing to fix; simply spot glue (a tiny spot of CA) the main fuselage all the way onto the lugs. Then, the nose fits in a much more secure fashion AND the mainframe can’t wobble about. No small matter since the tail motor is fixed to the main fuselage, not to the mainframe. The two remaining in alignment does wonders for improving consistency of the trim. Believe me, if you’re relatively new to helicopters you’ll need all the help you can get. Okay, so the transmitter is a little toy-like and you really do need to ensure the fuselage and nose stay properly attached, but how does the model fly? Let me just say you need more indoor space than I have in my lounge and you HAVE to keep concentrating on what you’re doing. Using the aforementioned tiny stick nudges and trim buttons to get a reasonable hover, don’t expect to be able to relax. You constantly have to work

at maintaining that hover. This model has given me a whole new respect for those who fly CP heli’s, and those who fly flybarless CP heli’s now have my undying admiration. That said, I am rather enjoying the trials and tribulations of taming this little beast (beast - Airwolf? Oh please yourself). It’s a pretty steep learning curve but I’m sure it will be worth it in the end. Mind you, tough as this little model has proved to be, it’s almost a dead certainty that I’ll need a new, pristine one by then. So far I’ve managed about three minutes of flight before the beggar got away from me again. I’ve had around ten to fifteen seconds of really stable hover and the rest of the time has been spent preventing it attempting to destroy itself against the nearest wall. Having bounced it off just about everything in sight it says a lot for the model that the only damage is a small crack in the lower fuselage, near an u/c leg, and the tip broken off one of the stabiliser fins. I haven’t had to replace a blade or tail rotor and the whole thing seems to be enduring its’ hard life very well indeed. As an aside, both heli’s have gyros fitted. The F150 uses a three axis gyro, but many flybarless types use a six axis gyro which, I’m lead to believe, does improve stability. It doesn’t alter the way in which they need to be flown, just takes some of the edge off it and smoothes them out a bit. I haven’t tried one yet, so can’t speak with any great authority on the matter. Maybe when I’m feeling rich enough not to need to save my pennies towards another scale model? As usual I’ve run out of space again before finishing what I was supposed to be talking about. So, you know what to expect next time; yet more helicopter tales. Then, however, we’ll be taking a look at a couple of much bigger, flybar equipped, fixed pitch heli’s. Just which ones remains to be seen, depending on whether or not the slow boat from China has arrived in time. Damnably addictive these things. In the meantime, you’ll find me at the usual place - [email protected] I

Pretty as it looks it’s hard to believe that what you see here is my much abused F150 - AFTER the abuse. It’s certainly a tough model.

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AeroDetail series shown in

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Finding the detail needed to finish a scale mode can be difficult and getting full size images is not always practical. Our range of detail photo collections provides extensive close ups of a wide range of popular aircraft all on CD in J-peg format Junkers Ju87G-2 Stuka CD65 The aircraft that defined the term

Hawker Typhoon CD109

The Hawker Typhoon was a British single-seat fighter bomber, produced by Hawker Aircraft. While the Typhoon was designed to be a medium-high altitude interceptor. 117 images

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Mid 1930s RAF biplane trainer aircraft, from the era open cockpits of silver dope and polished metal. (140 images)

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Hottest of all the piston-engine fighter aircraft, the carrier-bourne Sea Fury is also admired for its elegant profile. (140 images)

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A study of the faithfully replicated example of the 1930s U.S. Navy biplane as seen at the 2001 Flying Legends Show. (34 images)

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The Royal Air Force’s last biplane fighter, star of late 1930s air shows and flown in combat during early WW2, including Battle of France, Battle of Britain, Mediterranean operations and North Africa. (50 images)

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The Fantasy of Flight Museum’s example of the late WW1 Imperial German Air Service monoplane fighter, in full detail. (69 images)

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The most famous of all the German fighter aircraft of WW1. The collection depicts the RAF Museum, Hendon’s authentic, restored example. (44 images)

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Germany’s ‘butcher bird’ fighter of WW2, active on all combat fronts from 1941 onwards.

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Bucker Bestmann CD28

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Forerunner of the more famous DH 89 Dragon Rapide, this collection depicts a superbly restored example. (40 images) The aircraft that set the British ‘club’ flying movement on the road to success during the 1930s. (140 images)

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1920s lightweight low wing sports aircraft designed to a low-power specification. Machine illustrated is the sole remaining example. (60 images)

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One of the later versions of the famous Curtiss Warhawk, the WW2 fighter aircraft that saw service in just about every combat theatre of operations. (100 images)

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Rare, full restored example of the early version of the Curtiss fighter aircrfaft that was at Pearl Harbour on Dec. 7th 1941 – and survived the attack! (130 images)

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No authentic example now exists, but the accurate replica photographed in extensive detail in this collection is as good a guide as can be found of this elegant 1930s RAF fighter. Includes some general arrangement pictures authentic to the period. (55 Images)

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A combo collection featuring the RAF Museam’s Hart bomber and Hart Trainer, plus Shuttleworth’s Hind. (115 images)

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The Royal Navy’s post-WW2 anti-submarine workhorse, that also served with a number of other air-arms. Most images are of Mk.T.2, that was more-or-less the same as the ASW.1. (110 images) Elegant U.S. high wing light aircraft in full detail. Two examples shown. (60 images)

Erco Ercoupe 415 & Avalon Ercoupe CD46

The elegant twin finned light/sport aircraft. Both original Type 415 and later Alon resurection examples. (115 images)

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A bumper bundle of images that provides a vast array of detail pictures, plus photos of examples in both RAF trainer and civil colours. (70 images)

DH Tiger Moth CD44

The ‘export’ version of the Curtiss P-36 that saw service in durng WW2 with Finland and during the ‘Battle of France’ in May/June 1940. Example shown is a combat veteran. (130 images) 1930s racing aircraft. Example depicted is the radial engined example at Shuttleworth Mussel (91 images)

Cierva C.30 Autogiro CD34

A study of the example hung in the Fantasy of Flight Museum, finished in RAF WW2 colours. (35 images)

Christen Eagle CD33

The spectacular, stylish aerobatic biplane revealed in closeup. Example shown is the two-seat version. (90 images)

Chrislea Super Ace CD32

Late 1940s civil light aircraft with distinctive twin fins and nosewheel type undercarriage. A fully restored example. (123 images)

Chilton DW1 CD31

Original upright engined version of this diminutive British low wing sports/racer. (90 images)

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Radial engine version. Example from Fantasy of Flight Museum. (79 images)

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Authentic example as exhibited at the Fantasy of Flight Museum, in WW2 Luftwaffe colour scheme. (43 images) Early WW1 fighter monoplane. Example depicted is the faithfully authentic replica built by the Northern Aero Works and operated by the Shuttleworth Trust museum. (100 images)

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Subject aircraft is a current British civil register example used for air-show displays. (54 images)

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Superbly restored example of this much-maligned WW2 fighter aircraft that was used with great success by Russian forces in the ground attack role and with saw much action in the south Pacific, from where this restored example was recovered. (130 images)

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The distinctive back-staggered 1930s biplane with retracting undercarriage. (45 images)

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The Shuttleworth Museum’s superbly maintained machine, in full detail. (140 images)

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Sole remaining example of this 1930s racing and aerobatic biplane restored to pristine condition. (50 images)

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Hangar 9 products are available from all good model shops. For details of your nearest dealer look on our website horizonhobby.co.uk, contact us by telephone: 44(0)1279 641097, or by email: [email protected]. ©2014 Horizon Hobby, LLC. Hangar 9, Valiant, Evolution, Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. All other trademarks, service marks and logos are property of their respective owners. Actual product may vary slightly from photos. 46592