Flying Scale Models Issue 205 (2016-12)

THE WORLD’S ONLY RC SCALE MODEL MAGAZINEFL INDOO YIN R SC G F ALE

UN

FREE FULL SIZE PLANS

GOUPY BIPLANE

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‘CHARACTER SCALE” ONE-OFF FROM THE MISTS OF PRE-WW1 AVIATION

FORGOTTEN FIGHTERS!

BELL P-39 AIRACOBRA

65” WINGSPAN TRIKE-UNDERCARRIAGE WARBIRD FOR ELECTRIC POWER FULL PLAN CONSTRUCTION FEATURE

PLUS: TYPE HISTORY ● SCALE THREE VIEWS ● COLOUR SCHEMES FSM DEC 16 COVER.indd 1

December 2016 No. 205 £4.99

PLUS - TYPE HISTORY ● IN DETAIL ● FLYING COLOURS & SCALE DRAWING 12

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FORMATION Tony OK

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THE ISSUE AHEAD...

Formation...

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

ON THE COVER

The Bell P-39 Airacobra is an undeniably sleek and shapely WW2 warbird. Dick Edmonds’ 65” span electric powered model is our major construction feature this month, seen here on landing approach at Dick’s personal flying field, smack bang next door to his home!

DECEMBER 2016 NO.205 4 CONTACT

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Just for starters

6 master models: FOKKER D.XXI

A rare radial engine early WW2 fighter from the Jerry Bates Plans stable

10 FOKKER D.XXI TYPE HISTORY

Simple, rugged and practical, this neat little fighter found its greatest success with the air arm of Finland, against the might of Soviet Russia.

14 D.XXI FLYING COLOURS The Fokker D.XXI in warpaint

16 D.XXI SCALE DRAWING 1: 50 scale three view

18 Bell P-39 AirCOBRA

The Airacobra is a WW2 fighter largely ignoed by Warbirders, so why no change all that with Dick Edmonds; 65” wingspan sport-scale design for electric power

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28 P-39 IN DETAIL

Close-up detail photo study

34 P-39 SCALE DRAWING 1:50 fine-line three-view drawings

36 P-39 FLYING COLOURS

Warpaint in the air arms that flew the Airacobra

40 P-39 TYPE HISTORY

One of only two viable and available US Army Air Corps fighters when USA entered WW2, the P-39 did sterling work at a time when needed

48 GOUPY BiplanE

An electric powered model of an unusual pre-WW1 aircraft for three-function control. Designed by Peter Rake, with the prototype model built and test flown by Phil Burress

54 the LOZENGE pattern conundrum The late Ron Moulton extensively researched these unusual German WW1 camouflage schemes

48 www.flyingscalemodels.com

58 SCALE SOARING

Enjoy the last of the 2016 summer wine, scale sailplane style, with Chris Williams

62 QUIET ZONE

Peter Rake offers full size plans for a Deprom sheet profile scale indoor Grumman F4F Wildcat.

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CONTACT.QXT Tony OK.QXT

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Editor: Tony Dowdeswell Publisher: Alan Harman Design: Peter Hutchinson Website: Webteam Advertising Manager: Sean Leslie Admin Manager: Hannah McLaurie Office Manager: Paula Gray FLYING SCALE MODELS is published monthly by Doolittle Media, 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 Doolittle Media’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: Henry Stone Ltd., Oxfordshire (c) Copyright Flying Scale Models 2016 Doolittle Media. The paper used on this title is from sustainable forestry

4 FLYING SCALE MODELS DECEMBER 2016

CONTACT T IN PRAISE OF LESSER WARBIRDS

he more adventurous among Scale Warbird enthusiasts seek to take their ‘must build’ list beyond the usual perennial favourites of Spitfires, Mustangs and Messerschmitts, not forgetting the WW1 era, where the Dawn Patrol group have moved spectacularly beyond the S.E.5a, Sopwith Camels and Fokker D.VIIs. One wonders therefore why the WW2 era has no parallel organisation. Beyond the WW2 era, into the jet age of aviation, scale modelling becomes exponentially more expensive, with gas turbines This month’s issue deals with two of the less prominent aircraft from the WW2 era. Firstly, the Bell P-39 Airacobra, not necessarily all that obscure, but rarely modelled - perhaps due to an unflattering reputation as a fighter aircraft of which, repetitious uncomplimentary anecdotal stories have become part of aviation history myth. Some of the more studious aviation historians have tended to counter this. The P-39 was the first fighter aircraft to enter service with a tricycle undercarriage. It was hobbled at birth by the customer’s decision to dispense with the engine supercharger originally specified and applied to the prototype. It was a pre-WW2 design from an isolationist nation unfamiliar with, and disinterested in developments elsewhere. The Airacobra was a timeline contemporary of the Curtiss P-40, which has received far more complimentary appreciation. One of the more thoughtful analyses of the Airacobra can be found in Dr. Rene Francillon’s book ‘American Fighters of WW2 Vol.1’. It carries a comparative table of performance between P-39 and P-40, which shows the P-39 with noticeable performance advantage in speed and climb rate at all altitudes right up to service ceiling, where the Airacobra climbed higher. Robert F.Dorr and Jerry Scutts provide a far more detailed picture in their book Bell P-39 Airacobra which provides an interesting clue concerning the ’Cobra’s reputational tendency to snap into a spin at low speed, particularly during landing approach. In this book a reminiscence by a flight instructor at one the US fighter training establishments comments that by 1944, with P-38 Lightnings, P-47s and P-51 Mustangs well into front line service, P-39s were being fed to the training establishments. The combination of the Airacobra’s questionably rearward fore/aft balance point (C.G.) and straight-out-of-flight-school rookie pilots led to a string of fatalities, mostly occurring during the landing approach. In comparison, the Russians who received thousands of P-39s, admired the Airacobra greatly in a land war where lower level ground support was an important part of their ever westward drive against the German Wehrmacht. Many Russian fighter units transferred to the P-39 in preference to Spitfires and Hurricanes.

onsiderably less well known are the Fokker fighters of the WW2 era, not least of course because the Netherlands was overrun by German Forces in May 1940. Prior to that, Fokker had developed the G.1 (Reaper) twin boom, twin radial engine ‘heavy fighter’ and D.23, also twin boom, but smaller and with twin engines located front and rear of the fuselage ‘pod’. There was also the Fokker D.XXI single engine fighter, production of which never achieved great numbers due to the 1940 German occupation, by which time only about 36 of these aircraft had been delivered to the Netherlands Air Arm. Far greater success with this aircraft was achieved by the Air Arm of Finland, where at least twice as many D.XXIs were manufactured under licence and flown with distinction against Russian forces. Our Master Models feature this month spotlights a first class example built from the Jerry Bates plan, backed up by the service history of this neat little fighter. Thus, those lesser known types can be just as intriguing and rewarding as scale modelling types. so why not start trolling the archives?

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TND AD.indd 1

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MASTER MODELS FOKKER DXXI Tony OK

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MASTER MODELS

Fokker Finland Alex Whittaker looks at a rare Fokker with a radial

S

cale Warbird enthusiasts are deviating ever further from the beaten track of Spitfires, Mustangs and Me 109s in the quest for something ‘different’. In that respect, the Fokker D.XXI designed, pre1939, served with the air arms of its Netherlands home-country as well as with those of Denmark and Finland, in the latter case with distinction against overwhelming Soviet Russian odds in the 1940-41 ‘Winter War’.

6 FLYING SCALE MODELS DECEMBER 2016

This outstanding model is owned by Mark Roberts, who commissioned its creation by the shadowy ‘Spartacus’, who prefers to avoid the limelight. Spartacus lives in the Midlands and has superior craft skills. He is equally happy working in wood, metal, and composites and his scale models are always built to an exquisite standard. Many fly on the UK warbird, scale, and show circuits, and this one looks good from every

MASTER MODELS FOKKER DXXI Tony OK

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dia!

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MASTER MODELS FOKKER DXXI Tony OK

1: That long gunsight, with amazingly long eyerelief, must have been fun to use in combat.

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2: The glazed cockpit, viewed from the rear.

3: Mark has added instruments and controls. 4: A touch of really imaginative realism! The dummy pilot’s left hand grips the cockpit windscreen from in a manner so reminiscent of what a pilot might do, having settled down in the cockpit seat after buckling up, as he awaiting the instruction for take-off!

angle. This one is built to 1: 4.5 scale and has a wingspan of 98”. It weighs in at 31 lbs, ready to fly and is powered by a DLE 55cc rear-induction petrol engine.

Plan The model was built to the large scale plan by famed US modeller, Jerry Bates.

Documentation Mark based the scheme of his model on a Finnish example

as featured in the Osprey paperback: ‘Aircraft Of The Aces Of World War 2’ by Karl Stenman and Peter de Jong. (ISBN-139781780960623). This is a monograph, in the Osprey series, deals exclusively with the D.XXI, so it packed full of relevant facts, drawings, and images. We should note here that the use of the Swastika insignia, as applied to aircraft in the Finish Air Force had a different meaning from that adopted by Nazi Germany.

Construction Spartacus specialises in large, traditionallybuilt scale aircraft and we have covered many of his models in these pages before. These always have a balsa and plywood structure. The forward part of the D.XXI’s fuselage has balsa and plywood formers, sheeted in balsa back to the trailing edge of the wing. The rear of the fuselage is stringered, with areas lightly sheeted for strength, and also to replicate the scale tubular structure. The wing is utterly conventional, except You can see the razorback to the fuselage from this angle.

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MASTER MODELS FOKKER DXXI Tony OK

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that it is built in one piece. It features balsa ribs, with spruce spars, and then covered in balsa sheeting ,with some high-stress areas finished in light-ply. All very conventional stuff. The tailplane and fin are all built-up structure, but then, since the elevator and rudder were fabric covered on the full size, one could hardly do otherwise.

Engine Mark chose a DLE RE 55cc rear exhaust petrol engine. This version has electronic ignition.

Propeller Mark flies the D.XXI with either a 23”x8” twoblader, or 22”x10” three blade propeller, the latter for enhanced scale fidelity. She does look very fine with a three blader ahead of her radial cowl.

Exhaust The D.XXI easily swallows the standard DLE exhaust.

Dummy radial

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piano hinge, is a minor work of art.

Wheels These are 6” DuBro items from the USA, suitably modified to suit.

Pilot The fine pilot, with the oddly familiar-looking face - was sourced by Mark from FighterAces.

Covering This fuselage is covered in two parts. The upper fuselage was finished in traditional doped tissue. For strength, practicality and scale appearance, the bottom of the fuselage was finished in Solartex.

Painting Mark painted the model with enamel paints, sourced via a well-known fellow warbirder Richard Scarborough, while a professional vehicle painter, Lee Smith of Clements Plant Sales spray-painted the entire model. The model was sealed with Ronseal Satin Varnish.

This fine moulding was supplied by Vacforms.

Legending / Decals / Paint Masks

Undercarriage

Close associate of Spartacus, Chris Peers, cut all the paint masks.

Spartacus designed and fabricated the whole fixed underarriage, including spats.

Rivets and Panel Lines

Cowl, Spats, Cockpit Canopy

These tapes were sourced from Mick Reeves Models.

Spartacus is the comsummate traditional builder. He hand-crafts each part of the model. For GRP moulded items such as the radial cowl, the undercarriage spats, and the canopy, he makes all his own plugs, masters, moulds, and tooling. From these he produces his own scale cowls, canopies and scale details.

Cockpit door Besides moulding the cockpit canopy from his own plug, Spartacus set about modelling the D.XXI’s distinctive cockpit door arrangement which is a significant part of the aiecraft’s character. The opening cockpit door, complete with

‘Spartacus’ moulded the basic radial cowling from scratch.

Landing Lights The high visibility landing lights were sourced from BRC Hobbies.

Specifications:

Wing tip Lights

Fokker D.XXI built by Spartacus to the Jerry Bates plan.

These came from Maplins.

Centre of Gravity The C of G was fixed at 26% chord for the first flight. This entailed adding 2kgs of noseweight to the cowl.

Flying Notes Chris Peers undertook all the test flights at Winteron MFC, before handing the model

Air intake, yet another ‘Spartacus’ moulding.

Spartacus made his own moulds for the grp undercarriage spats.

over to Mark. Mark reports that the model lifts off beautifully, but requires quite a long take-off run. Directional stability is good on the ground, but needs a timely application of rudder, once there is daylight under her wheels. Test flights indicated that she can drop a wing on half flaps if care is not taken to watch the airspeed. Faster and smoother is better. Mark remarks that “You have to fly the model at all times otherwise she could bite you.”... Overall, she is very responsive to flaps. However, unless you pay simultaneous attention to the throttle, it is very easy to provoke an excessive climb. Mark told me that she is quite a tricky model to fly unless, you are a very experienced warbird pilot. He then said, with a wry smile “ ...better than me!”. Mark also told me that he did not relish a deadstick landing with this particular Fokker. Following initial testing, airborne system the battery has been moved forward into the engine cowling to the cowling, allowing to preserve the correct fore/aft balance whilst reducing lead ballast Finally, Mark says she looks superb in the air (he is right) and she is extremely scale-like (right again). Looking at the photos, it is hard not to be impressed by such a well conceived aircraft. A rare and beautiful scale model, immaculately constructed and finished, you will not see her like for many a flying season. I

Scale: Wingspan: Weight: Engine: Silencer: Prop:

The dumm radial engine, with just the lower cylinder of the DLE engine visible.

1:4.5 scale 98” 31 lbs DLE 55c Rear exhaust DLE Standard 23”x8” two-blader 22”x10” three-blader

Scale tailpane undersdie braces.

Two views of the steerable tailwheel unit that replicates the full size as any good scale model should so. No springy piano wire here!

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FOKKER DXXI TYPE HISTORY Tony OK

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TYPE HISTORY

Four early production examples lined up outside the Fokker factory in South Amsterdam.

FOKKER D.XXI

SIMPLE, RUGGED AND PRACTICAL, THIS NEAT LITTLE FIGHTER FOUND ITS GREATEST SUCCESS WITH THE AIR ARM OF FINLAND, AGAINST THE MIGHT OF SOVIET RUSSIA.

A

fter the Armistice that ended WW1 and the subsequent Treaty of Versailles in 1919, the insatiable demand for combat aircraft by all combatants that had, for four years fanned the development of aviation, was

turned off like a water tap! For most of the following two decades, aircraft manufacturers everywhere survived as best they could on a demand for new types so low that it stultified aeronautical development to snail’s pace. Anton ‘Anthony’ Fokker, Dutch by birth

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was, like so many early aviation pioneers, fired by things mechanical, which led him in turn to higher education in the auto mechanical field in Germany prior to WW1, where he developed his first aircraft and soon founded his own aircraft manufacturing organisation, the Fokker

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In tight formation over Amsterdam, the first second and fourth production D.XXIs.

Flugzeugwerke GmbH and progressively became a major supplier of combat types to the Imperial German Air Service. In 1919 Fokker returned to the Netherlands and started a new aircraft company, the Nederlandse Vliegtuigenfabriek (Dutch Aircraft Factory), predecessor to the Fokker Aircraft Company. Despite the strict disarmament conditions in the Treaty, Fokker did not return home empty-handed: he managed to smuggle six goods train’s worth of Fokker D.VII and C.I military aircraft and spare parts out of Germany across the GermanDutch border. In his definitive book ‘Fokker, the Creative Years’ author A.R. Weyl states that in order to achieve this, Fokker used 350 railway wagons and made sure that each train was too long to fit into the railway sidings where trains were normally checked for contraband. Weyl quotes Fokker himself as saying that he paid 20,000 Dutch guilders in bribes to circumvent border controls. The contents of these trains included 220 aeroplanes, more than 400 aero engines and much other material, an initial stock which enabled Fokker to quickly set up shop, selling these warplanes wherever demand occurred. Fokker’s admitted bribery and the fact that many of the aircraft had actually been already bought and paid-for by the Germans have contributed to his reputation for sharp business practices. Weyl also points out that - in addition to possible criminal charges for the Fokker E.V/D.VIII fatal crashes - Fokker also failed to pay taxes to German authorities and actually owed more than 14 million Marks. However, given the minimal demand for new military aircraft types in the immediate post WW1period, the Fokker Company’s focus shifted from military to civil aircraft such as the very successful Fokker F.VII trimotor. But even in such a case of slow progress in aviation development, the kind of development approach originally pursued in its formative years, by the Company’s founder; that of intuitive experience combined with a willingness to quickly experiment with a wide variety of prototypical experimental machines for the purpose of finding a performance advantage, was no longer the way forward. So, by 1927 Anthony Fokker had relocated to U.S.A. leaving the original Fokker aircraft company behind, to establish the Atlantic Aircraft Corporation, to manufacture Fokker F.VII trimotor aircraft. He died in New York during December 1939, age 49.

THE FOKKER D.XXI By the end of the 1920s, although the basic biplane fighter aircraft concept still had some mileage left in it, the one-off racing monoplanes, particularly in U.S.A., were demonstrating that subject to metallurgical and airframe design advances, the future lay with the monoplane, heralded by the Boeing P-26 fighter that first flew in 1932. Toward the end of 1934, the Fokker Company presented their proposal for an all-new monoplane fighter aircraft to the Netherlands Army Air Division. It featured a low wing configuration with fully enclosed cockpit, fixed undercarriage with spatted wheels and envisaged the Rolls Royce Kestrel IV for power. Armament options were either rifle-calibre machine guns, or 20mm cannon in wings and fuselage - the latter armament being an advance feature for the period. Anticipated performance included a maximum speed of 256 mph (410 kph), a range of 550miles (890km) and a service ceiling of just over 39,000ft (10,000m). The Army initially contracted for a single prototype that flew for the first time in March 1936, but with a 645 h.p. Bristol Mercury radial engine and armed with two machine guns in both wings and fuselage. However, further immediate progress was quickly frustrated by conflicting hierarchical opinion that saw a more urgent need for bombers and by the Army Air Division’s need for new trainers and their fixated attachment to the value of heavily-armed ‘cruisers’ capable of performing a variety of combat tasks - a proposition not unlike that which produced the Messerschmitt Bf 110 ‘Zestorer’ (destroyer). With a restrictive ‘cake’ of equipment procurement funds available, the D.XXI project was thus put on hold

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FOKKER DXXI TYPE HISTORY Tony OK

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The prototype Fokker D.XXI in the pre-October 1939 three-segment cockade insignia and tricolour rudder.

Another airborne view of the prototype D.XXI, showing the long legged main undercarriage.

until the Dutch Government voted funds for expansion of the Arm Air Division (LVA) in 1937, resulting in an order for 36 examples, now to be powered by the more powerful Bristol Mercury VII or VIII that delivered 830 hp. The first of these production aircraft flew in September 1938.

FACING THE LUFTWAFFE

SPECIFICATION Length: 26 ft 11 in. (8.2m) Wingspan: 36 ft 1 in. (11 m) Height: 9 ft 7 in. (2.92 m) Powerplant: 1 x Bristol Mercury VIII nine-cyl. air-cooled radial

One of just a few Finnish examples of the D.XXI to which were applied the rear fuselage upper glazing, back almost as far as the tailplane.

Performance Maximum speed: 286 mph (460 km/h) Cruising speed: 267 mph (429 km/h) Never exceed speed: 435 mph (700 km/h) Range: 578 miles (930 km) Armament 4 x 7.7 mm (0.303 in) Vickers machine guns

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When German forces invaded the Netherlands on May 10th, 1940, the LVA had a total of just 28 D.XXIs on charge, with which to face the hundreds of aircraft available to the Luftwaffe. The D.XXIs were spread between three bases at Amsterdam Schipol, Den Helder and The Hague. Although hopelessly outnumbered, in the five days of combat before capitulation, the Dutch pilots in their D.XXIs achieved a string of ‘kills’ against the much superior Messerschmitt Bf 109, Bf 110 and German bombers. The sturdy D.XXI had proved it’s worth - as others would soon find out.

THE D.XXI GOES NORTH Earlier, during the period when the D.XXI’s development had been put on hold, the aircraft drew interest from foreign governments including that of Finland which initially decided to purchase seven Bristol Mercury VIII machines and also negotiated licenced production in

FOKKER DXXI TYPE HISTORY Tony OK

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Finland by the State Aircraft Factory at Tampere. An initial batch of seven aircraft was bought from the Fokker, while a further batch of licence-built examples had been delivered to the Finish Air force when Russian forces invaded Finland in November 1939 in what became known at the Russo-Finland ‘Winter War’. This action lasted less than four months, before the Finns had to concede to Soviet territorial demands that had triggered the Russian invasion, but the D.XXI nonetheless performed well in the hands of Finish Air Force pilots, only six of the 28 on charge being lost to enemy action, while accounting for far more Russian aircraft destroyed. Following the hiatus period after the Winter War hostilities, a further 50 D.XXIs were built in Finland, but this time redesigned to use the more powerful Pratt & Whitney R-1535 Twin Wasp engine capable of delivering 1,050 h.p., acquired via Sweden, the change dictated by the unavailability of the Bristol Mercury, stocks of which were all required to power licence built Bristol Blenheims. Other revisions included enlarged fin/rudder (to cope with the more powerful engine), repositioning of the two fuselage guns to the wings and in a few examples the extension of the clear-vision cockpit canopy panelling rearward nearly to the tailplane location. A further change involved the development of a snow-shoe option in place of the spatted, wheeled main undercarriage that would suit the country’s winter environment. The last five D.XXIs build in Finland were all Bristol Pegasus powered and went on charge in 1944, the type soldiering on in service until 1952.

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One of the two D.XXIs bought from Fokker by the Danish Government. One of the minor differences was the faired landing light in the starboard wing leading edge.

One of the initial batch of Bristol Mercury powered Fokker D.XXIs supplied to Finland.

Another Finnish D.XXI, here displays the ‘snow-shoe’ type undercarriage developed by the Fins to suit their winter weather conditions.

IN OTHER SKIES In addition to the interest shown by Finland during the time before the D.XXI went into production, there was interest closer to home in neighbouring Denmark, from whence came an order for two examples and a manufacturing licence for construction at the Royal Army Aircraft Factory in Copenhagen, where ten examples were produced. These were all equipped with 20mm Madsen cannon and eight were in service when German forces overran Denmark in mid-April 1940. A further manufacturing licence was also acquired by the Spanish Republican Government, and a production line for about 50 examples was laid down, but General Franco’s Nationalist forces overran the assembly plant before the first production batch of Spanish D.XXIs was completed and it is thought that no Spanish-built examples ever flew.

The tenth D.XXI built in Finland reveals the multi-tonal camouflage scheme applied. Not also the ‘dappled’ effect on the main undercarriage spats.

SURVIVORS Two Fokker D.XXIs have survived; the Aviation Museum of Centre Finland has an original equipped with snow-shoe type main undercarriage, while at the Militarire Luchtvaart Museum there is a wheeled/spatted main undercarriage (reputed to be a replicate - but that seems unlikely) I This D.XXI is one of those which used the Pratt & Whitney Twin Wasp engine applied when Bristol Mercury engine were not available. The fin and rudder assembly had to be enlarged to cope with the additional power.

FOKKER DXXI FLYING COLOURS Tony OK

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FOKKER D.XXI FLYING COLOURS

Kicking Mule emblem of TLeLv. 12.

Fokker D.XXI of Fighter Squadron TLeLv.12 of the Finish Air Force, June 1941. (645 h.p. Bristol Mercury VI-S)

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Fokker D.XXI showing starboard side with postOctober 1939 National insignia Fokker D.XXI prototype

Fokker D.XXI of Ja V.A. 1 in markings pre-October 1939

‘Three Blind Mice’ insignia of J.A. 1 Fokker D.XXI of Ja V.A.1 in markings post-October 1939 Upper surface finish with pre-Oct.’39 insignia, left wing and post Oct.’39 on right.

Fokker-built D.XXI in Danish Army Air Service colours

‘Boot with Points’ insignia of J.A.1

Danish-built Fokker D.XXI in 2 Squadron, Danish Army Air Service. Upper surface camouflage scheme show at right.

D.XXI of Finish Air Force HLeLv 24 in winter scheme, with skis

Finish Air Force V.L. Fokker D.XXI in standard camouflage, with Twin Wasp Junior engine

Finish Air Force V.L. Fokker D.XXI in standard camouflage, with Twin Wasp Junior engine

Main undercarriage colouring variations

FOKKER DXXI SCALE DRAWING Tony OK

SCALE 1:50

FOKKER D.XXI

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VintageLimited Edition Prints

visit: www.aeromodeller.com for the full range

Vintage

FSM DEC 16 P17.indd 1

AeroModeller A3 Cover Artwork - Limited Edition Prints

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P 39 MODEL Tony OK

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CONSTRUCTION FEATURE

Bell P-39 T

AIRACO

THE AIRACOBRA IS A WW2 FIGHTER TYPE LARGELY IGNORED BY WARBIRDERS. SO WHY NO his is my third scale model for electric power; the others were a Ryan P-20 and a Miles Magister MK II. Both flew quite well - if anything the Magister a little

better than the P-20. I then looked round for my next project. I wanted something a little more lively in performance such as a WW2 fighter, but most of them had the same problem for

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electric power, that being a very short nose, which would require lots of nose weight for the correct fore/aft balance point (C of G). Then I spotted the Bell P-39 Airacobra in

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OBRA

Y NOT TRY DICK EDMONDS’ 65” SPAN SPORT-SCALE DESIGNED FOR ELECTRIC POWER Aircraft of the Fighting Powers Vol 5. This aircraft has its engine placed in the centre of the fuselage behind the pilot, with a long drive shaft to connect the engine to the propeller in the nose. It had a nice

long nose and tricycle undercarriage that I thought should help to achieve the desired fore-after balance point (allright then, C of G!) without recourse to excessive (or maybe any) nose weight.

There were several things I needed before getting down to detailed design, firstly, the undercarriage system and then the propeller, spinner and motor. The undercarriage unit I chose was Century

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P 39 MODEL Tony OK

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1 & 2: The basic wing frame. The mainspar webs between the wing ribs are in place, ready for capping with the 1/16” birch ply spar cap plates top & bottom.

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3: Aileron and flap servos mounted on the wing ribs ready for installation.

Jet Models’ compressed air system supplied by Fighter Aces. The scale size of the spinner is almost dead on 4in [102mm), which I obtained from my local model shop. The motor selected was a Kontronik Kora 25, which I had already used in the Magister. Fortunately, I tested this spinner on another model straight away, which revealed a problem of vibration, which was so severe I though the motor was about to come out of the model. If the moulded nose cone was removed, the vibration stopped. Further spinners test in the same manner all produced the same result. I asked an engineer friend to check

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4: One of the wing mounted servos attached to the rib. Note the spacer to get the required angle.

some spinners for true running. None were perfect, some better than others, but the best of the batch still vibrated severely. However, the same type of spinner did not have this problem on an I.C. engine. I then spoke to the supplier of the electric motor, to ask if he had come across this problem; yes, he had, but the motor I was using had a double ball race front bearing to overcome this. I concluded that the weight of this large spinner overhanging the front of the small motor shaft was the problem. Not wanting to fly the model without a spinner, I turned one out of a block of expanded polystyrene, and then glued it in place -

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which solved the problem. Initially, the information I had on the P-39 was just the Aircraft of the Fighting Powers volume which had one A4 three-view drawing and one photograph, not a lot to go on, but for the class of scale model I intended, it was just about adequate. However, after I had been drawing for a few weeks and cutting wood, it came to my attention that FSM had a CD in for the Airacobra in their AeroDetail range on this aircraft, with many pictures. It then became clear that the top of the fuselage near the cockpit canopy was not quite correct and there were also some large air exits on the bottom of the

7

5: The full-length tube-in-tube flap hinges applied to the split type flaps. These add a degree of rigidity to minimise distortion at the trailing edge. 6: The basic flap plate, hinged and mounted. 7: Flap servo and linkage to the flap control horn.

20 FLYING SCALE MODELS DECEMBER 2016

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CUT PARTS SET FOR THE

P-39 AIRACOBRA 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 the parts that, otherwise, you would need to trace out onto the wood before cutting out and includes wing ribs and tips, tail centre parts, fuselage doublers, top deck,formers etc.

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

Price £115.00 plus carriage: £11.50 (UK); Europe £26.00

Whenever I do this job, it always seems to “go wrong. Try to keep the weight down - it's very easy to say "... just one more coat of paint and extra filler..." Then, before you know it, the weight has increased by half a pound

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Order set CUT/FSM 318 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.

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fuselage that I had no evidence of from the A4 drawing. But being lazy, I decided to leave things as the original drawing.

Making a start I suggest the wings are made before the fuselage because, when the fuselage is planked with 1/8” balsa, the wings are needed to fit the planking around the wing seat. Weight saving on a scale model is always worth doing, so take extra time and choose balsa that is not too hard and heavy. With the amount of balsa in this model, there can be a large variation in the final weight.

Wing construction The wing is built around a type of I-beam main spar, consisting of 1/16” Finnish birch ply with soft, end-grain balsa webs. Do not use Liteply - it must be Finnish birch. For this type of mainspar to achieve its maximum strength, the end grain webs must contact the top and bottom 1/16” ply and be an accurate fit all round. Before assembling wing ribs, the aileron and flap servos should be fixed in position and holes made in ribs for wiring and air tubing on the appropriate ribs. I assembled my wing panels on the building board upside down and used packing jig strips as shown on the plan. This should give the wing one degree of washout. The 1/16” ply spars should have a small radius sanded at front and rear to blend in with the curve of the wing section. The small end-rib is not glued in at this stage, but fitted later with wing tip assembly. Flaps should be made up and attached to the 1/4” sq. spar, but before gluing the spar into the wing assembly. The flaps are each made from a single sheet of 1/8” balsa, but warping can be a problem when painting or doping so be careful. The piano hinges are made from KS Metals aluminium tubing. The Order direct from:- Doolittle Media, Doolittle Mill, Doolittle Lane, Totternhoe, Bedfordshire, LU6 1QX, UK. Tel: 01525 222573/ [email protected].

DECEMBER 2016 FLYING SCALE MODELS 21

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outer tube is 1/8” O/D, the inner 3/32”, for a nice slipping fit. Cut the 1/8” tubing into nine 1.5” lengths, and then glue every other one to the flap and 1/4” sq. spar. I used cyano to tack these in place, then finished with a thin strip of glass cloth. The aileron mounting spar should be sanded as shown. The five aileron riblets are cut off so yhat the aileron can be made separately and the spar is then glued in place. The wing and aileron are completely covered in 1/16” balsa sheet, which is attached with contact glue. Before doing this, the ailerons, flaps and undercarriage system should be in position and operating correctly. Also, cut the slots for the dihedral braces and do a dry run by fitting the wings together. The wing skin blanks should be glued together and trimmed to shape. I pinned the wing back onto the assembly jig and covered the underside first. Take care with the glued wing skin - I placed several l/4” dowels on the wing panel, then carefully laid on the skin in the exact position and withdrew the dowels one at a time, gently pressing down the skin as I went. Before gluing on the top surface skin, make the undercarriage doors and check that the operation is satisfactory. The same applies to ailerons and flaps.

Fuselage

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8: Designer Dick Edmonds followed the scale drawings he had on hand when making up the main undercarriage doors and wells. Shape is quite wrong and our plan will show the correct outline. 9: This view also reveals the main undercarriage installation and also the tapered, birch-ply capped mainspar. 10: This view, looking from top surface of wing showing the balsa cam that engages with the main undercarriage wheel during retraction, to close the inner auxiliary door. 11: Here the wheel is up in the well and has engaged with the balsa cam to close the inner door. 12: Complete Century Jet retract unit installed in the wing. 13 & 14: The deep wing-to-fuselage fairing requires careful building to get a perfect fit between fuselage and removable one-piece wing. The wing needs to be available for test fitting, so build it first!

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22 FLYING SCALE MODELS DECEMBER 2016

This is of traditional balsa construction. The top and bottom both have a 1/4” sq. crutch and half-round 1/8” formers that are planked with narrow 1/8” balsa strips. The planking strips should not be wider than 1/2” and less on small radius formers. I used Super Phatic glue for the planking, as it sands better than cyano or PVA. As mentioned already, you should have both motor and spinner available before you start making the fuselage. Some electric motors have the propeller fixed to the revolving shaft that protrudes from it, while on others; the propeller is fitted direct to the motor’s revolving body (both types can be brushless outrunners). I prefer the former method, as there will be less revolving mass hanging in front of the mounting former. Outrunners have the ability to swing a large diameter propeller without the need of a reduction gearbox. The motor mounting former M1 as shown on the plan will allow the motor to be quickly removed from the front. If your motor, spinner and nose leg are not the same as shown on plan, then the front former size and layout may have to be altered. As the fuselage length is longer than normal-length balsa sheet and strip, the 1/4” sq. and 1/8” sheet must be joined. Do this by a long tapered joint, which should be staggered when in position. The top and bottom fuselage halves are made up each on their own crutch. If these do not turn out exactly the same, it will cause a problem when the fuselage halves are joined. The front 1/4” balsa former F1 is made in two parts - a top and a bottom, which must line up one with the other. If out of true, the 1/8” ply former F1 that is in one piece will not fit, which may, in turn, affect the motor thrust line. The correct thrust line set-up is zero/zero - no side, or up and down thrust. I made the bottom half of the fuselage first. The wings will be required here so

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P -39 AI RACO

(PLAN

BRA

FSM 3

18) Full size copies of this p lan are availab Flying S Plans Se le from cale M odels rvice, D oolittle Media, Doolittle Doolittle Lane, To Mill, tternho Bedford e, shire, LU 6 1QX. Tel enquirie 01525 222573 s@doo li Price £ 19.50 p ttlemedia.co m lus p&p (U.K £2 Europe .50; £ 4 .0 0; Rest or World £ 6.00.

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that the fuselage planking can be tailored to the wing seat. Do not forget to set the wing at +1.75 degrees, measured from the building board. The nose leg doors on the prototype model were made from a carbon cloth/epoxy lay-up applied straight over the fuselage to achieve the correct curvature, then separated from the fuselage later. ‘Clingfilm’ is a handy and effective separator here. Please note instructions for nose leg door operation. The top half-shell of the fuselage is made as per the bottom, but before completing the planking, install servos, control surface cables and the bellcrank to the elevator drive. Also, prepare the tailplane and fin/rudder position. Do not forget to set the tailplane at -1 degree. You will note the two 1/8” balsa tongs that help hold the tail in place. The cockpit position is now cut out. As mentioned, this area is not quite to scale so now would be the time to alter it. (See the three-view drawings elsewhere in this issue of FSM). If you intend to have a detailed cockpit, this should be done before joining fuselage halves. I carved a cockpit canopy plug from balsa and sent it to Vortex Plastics (tel: 0116 2207080) who vacuum formed it. They can supply as required. I used Pacer Formula 560 canopy glue, which holds well and sets clear. Before gluing the fuselage halves together, do a dry run of the fuselage assembly. Tape the fuselage half-shells together and check out the alignment of wings, tail, and fin and also the operation of the undercarriage nose leg unit and the doors. The final operation before joining is to epoxy some carbon cloth strips over some of the internal fuselage high stressed joints such as wing fixing, undercarriage and motor formers.

Tail, fin and rudder Due to the tailplane’s symmetrical section and tapered plan view, some jigs are required for assembly. Note the dimensions on plan. Please note the centre rib is offset as the two tail retaining tongs are glued to it. The tailplane and fin are covered in 1/32” balsa sheet. The rudder is covered with lightweight nylon cloth and doped. The fuselage planking cannot be finished at the fin position until the fin is in place. Wing fairings are made up out of 1/64” (0.4mm) ply, balsa riblets, 1/16” balsa sheet and some filler (rather time consuming). These of course are attached to the fuselage and must be a good fit to the wing upper surface. No additional weight was required on the prototype model to achieve the correct C/G - the airborne system battery is well forward, up near the nose leg, while the 3700mAh 4s LiPo, receiver, air tank and undercarriage control valve are installed at the wing position so are easy to get to.

Finishing 15: Wing panel surface skin prepared, ready for gluing in place in one piece. 16: Elevator and rudder servos installed in the fuselage. 17: The elevator servo drives a closed-loop linkage to a bell crank positioned just ahead of the tailplane. This is connects to a push-pull link to the elevator horn. 18: The long nose undercarriage doors are stiffened with carbon fibre sheet. 19 & 20: Test installation for the retracting nosewheel unit, prior to building it into the lower fuselage half-shell. Best to get it right at this stage! 21: Electric motor installation, here still with plastic spinner, eventually replaced by white foam unit.

24 FLYING SCALE MODELS DECEMBER 2016

Whenever I do this job, it always seems to go wrong. Try to keep the weight down it’s very easy to say “... just one more coat of paint and extra filler...” Then, before you know it, the weight has increased by half a pound. I used dope

P 39 MODEL Tony OK

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and tissue to start with, which caused a problem with the wing fairings, as the tissue pulled away from the curved surface. Also, the wing section became slightly distorted at the trailing edge, at the flap location. The final colour was obtained from Fighteraces (0191 3883815). They do a large range of authentic warbird colours. The decals for ‘Brooklyn Bum’ came from Decal Designs (01752 298632). They are excellent and easy to apply.

22

Motor I used a Kontronik Kora 25 powered by a 3,700 mAh 4s 14.8 V LiPo, a Kontronik Jazz 55-6-18 speed controller and a 14 x 6 folding propeller. I had used this same combination on the Magister and it performed very well. However the Airacobra is 3/4 lb. heavier, so some extra power would be welcome. The power output from this combination is 540 Watts, giving 60W per lb. I suggest you obtain a Wattmeter, which is essential when trying propellers and batteries. The prototype model climbs out nicely from my grass strip on takeoff, but 75W per lb would be better. (See Andrew Gibbs’ accompanying comments on the nest page). You will note I use folding propellers. Of course, they will not fold with this model, but they are resistant to breaking and give as good a performance as a fixed one. 22: Plywood hinges, cut and ready for the nose wheel undercarriage doors. 23 & 24: The small auxiliary door in front of the noseleg unit retracts with the noseleg via rubber strap. 25: The oval cross-section of the Airacobra dictates, the fuselage skin must be planked in balsa strips, no more than 1/2” wide.

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29 26: The fin outline frame with sheet balsa skins ready to be glued in place. 27: Twin rudder horns for closed loop control linkage. 28: Rear fuselage, showing tailplane seat and locators. 29: Basic tailplane structure, ready for balsa sheet surface skinning. 30: Fully skinned tailplane unit - undersurface with locator tags in place.

POWERING THE BELL P-39Q AIRACOBRA? R/C electrics expert ANDREW GIBBS offers the following suggestions: To suit a 65 inch warbird, a system drawing about 100W/lb will give this kind of model a good performance. For a model weighing about 9lbs, this means 900W or so. For me, the best compromise between efficiency and cost would be a six-cell LiPo power system. Five cells could be used, but this would mean a higher current to achieve the required power, leading to reduced efficiency. One such system, would be: Motor: PPO-5065-380. This will turn a prop at about 6,000rpm on six cells. Prop: 16 x 10 or 15 x 12 Battery: 6S LiPo, 5,000mAh LiPo.

26 FLYING SCALE MODELS DECEMBER 2016

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24/10/2016 09:54

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IN DETAIL

Bell P-39Q AIRACOBRA A CLOSE-UP STUDY OF THE FIGHTER COLLECTION’S IWM,FULLY FLYABLE RESTORED EXAMPLE, SADDLY, NOW SOLD BACK TO USA. 2

3

4

1: Nose section, showing the extensive access panelling. 2: Further nose section detail, showing nose mounted machine gun port and blast trough. 3: Barrel of the 37mm cannon that fires through the prop spinner. 4 & 5: Centre fuselage, showing the jetisonable ‘car-type’ cockpit door. 6 & 7: Two views of the cockpit framing. Note the hinged panel on the left forward-side glazed panel. 8: Rear cockpit glazing and exhaust stack.

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9 & 10: Overlaying panelling around the tailplane/fin is very prominent. 11: Rudder hinge line and trim tab. 12: Another view of the rudder hinge line. Note the bulge in the lower rudder where it fairs into the fuselage curvature. 13: Trim tab close-up. It hinges on the right rudder surface.

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14: Front three-quarter view of the main undercarriage leg and door fairing. 15: The main undercarriage wheel well, showing the inner door fairing. 16: Another view of the main undercarriage door showing the outer surface of the main door. 17: Close-up detail of the main undercarriage leg. 18: Face-on view of the inner face of the undercarriage main wheel. 19: Close-up of the exhaust stack, right hand side. Left similar. 20: Extended cooling ducts in the fuselage underside at the wing training edge. 21: The deep wing-to-fuselage fairing.

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22: Air intake, just behind the cockpit is a distinctive Airacobra feature. Note prominent fuselage skin panelling. 23: Fuselage underside view, looking rearward from the wing leading edge. Note the noseleg door hinges and the air intakes. 24: Cockpit from the rear, showing the prominent air scoop.

30 FLYING SCALE MODELS DECEMBER 2016

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25: The complete Noseleg unit, long and stalky to produce a positive ground angle. 26: Close-up of the lower noseleg, showing the oleo and drag-link. 27 & 28: Two views showing the lifting arm of the undercarriage retracting mechanism. 29: Detail of the noseleg front auxiliary fairing. 30: Rear fuselage view reveals more prominent surface panelling. 31: Radio mast, positioned just behind the big upper fuselage air intake. 32: Panelling detail under the tailplane. 33: Further rear fuselage panelling detail. 34: The prominent dorsal fairing ahead of the fin.

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35: The complete tailcone. There seems to be quite a gap between the tailplane and the elevator. 36: Detail of the air intake in the wing leading edge. Left side similar. 37: Pitot head, left wing. 38: Left aileron panel, showing trim tab. 39: View over the right wing leading edge, showing the fuselage/wing fairing. 40: Navigation lights under the right wing tip. 41: Light bubble, right wing tip upper surface.

35

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SCALE 1:50 WING SECTIONS

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BELL P-39Q AIRACOBRA

FUSELAGE SECTIONS

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P-39 AIRACOBRA FLYING COLOURS

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P-39 AIRACOBRA FLYING COLOURS

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P 39 TYPE HISTORY REVISED

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TYPE HISTORY

The Fighter Collection’s Bell P-39Q Airacibra was superbly restored to full flying condition by Fighter Rebuilders, based at Chino, California, USA. Housed in TFC’s hangar at Duxford, it can be viewed any time during IWM Duxford Museum’s openning hours.

BELL P-39 AIRACOBR BELL'S AIRACOBRA WAS AN AIRCRAFT BASICALLY 'NOBLED' BY THOSE WHO ORDERED ITS EXISTANCE. ALTHO HAVE BEEN ONE OF THE GREAT FIGHTER AIRCRAFT OF WW2, THE TURBO-SUPERCHARGER ORIGINALLY SPEC ALLOWED THE TYPE TO MAKE A GREATER CONTRIBUTION TO THE ALLIED WAR EFFORT AT A TIME WHEN IT

40 FLYING SCALE MODELS DECEMBER 2016

P 39 TYPE HISTORY REVISED

BRA

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LTHOUGH IT WOULD PROBABLY NEVER PECIFIED WOULD CERTAINLY HAVE N IT WAS MUCH NEEDED

Page 3

hroughout aviation history, there has been a regularly recurring thread; that those responsible, in peacetime, for writing combat aircraft specifications and subsequent aircraft procurement, get it wrong - sometimes very wrong - at severe cost to those who, eventually, have to take such aircraft into combat. Part of the science of projecting future

T

combat aircraft requirements, is the need to keep as close an eye as possible on what potential enemies are up to (and even your friends for that matter), and in that regard, the isolationist attitude of US politico/military thinking during the years between WW1 and WW2 was no help. After all, the vast land mass of the continental United States, protected both east and west by thousands of miles of

DECEMBER 2016 FLYING SCALE MODELS 41

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ABOVE LEFT: ‘TARAWA BOOM DE-AY’, a P-39Q of the 318th Fighter Group based in Hawaii. ABOVE RIGHT: Undeniably the most ugly variant of the Airacobra was the TP-39 two seat trainer in which the additional cockpit position was located ahead of the normal pilot position where the nose mounted Madsen cannon was normally placed. The cockpit canonpy was extended forward. Note also the extended fin fillet. Few were built.

A splendid view of a P-39Q carrying the famous ‘Cavallino Rampante’ of the 4º Stormo on its tail. This Airacobra was handed over to the Italian Co-Belligerent Air Force from the 32nd Fighter Group, USAAF.

open ocean, seemed to make invasion a most unlikely prospect. In addition, USA had no independent air arm - the Army, Navy and Marines all had a piece of the action, each tailored to their own vision of what was required. Larry Bell had been a senior figure in the Consolidated Aircraft Corporation, until that company pulled up its New York State sticks and migrated to sunny California. Unwilling to make the move, Bell stayed put, forming his own aircraft manufacturing company at Buffalo, N.Y. The parting was amicable and Bell’s independent start was oiled by a sub-contract to make wing-tip floats for Consolidated’s PBY Catalina. The Bell Aircraft Corp. got into its stride very quickly. In 1935 Bell’s chief designer Robert Woods, with others, saw a demonstration of an Oldsmobile 37mm cannon, and was impressed by the destructive power of this huge aircraftdedicated weapon. This he designed into the Bell XFM-1 Airacuda, a big, twin pusher fighter in which a cannon (and gunner) were housed in each of the twin glass-house canopies ahead of the engine nacelles on each wing.

42 FLYING SCALE MODELS DECEMBER 2016

The Army ordered two prototypes, but although the original design spec. had included superchargers for the two Alison in-line engines, the Army dropped the supercharger requirement, killing the aircraft’s high altitude performance potential - an ominous lack of forethought - which would recur, as we shall see. The firepower of the 37mm cannon was foremost in the mind of Robert Woods as he set out to design his next fighter aircraft, the singleengined Bell Model 3 and the new project was effectively designed around this gun, which was arranged in the forward fuselage to fire through the propeller spinner. To achieve this installation in the sleek streamlined nose, the engine was to be centrally mounted in mid-fuselage, driving the propeller through a long drive shaft, connected to the propeller via a gearbox and in the Model 3, the cockpit was placed way back, closer to the fin/tailplane than the nose a hopelessly impractical arrangement that got no further than the static mock-up stage.

Enter the ‘Cobra The Bell Model 4 however revised the basic

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The Bell Aircraft Corporation, was never a publicity-shy organisation! Indeed some of the claims they made for the P-39 in many of their advertisements for the type were nothing short of outrageous. Here, Bell factory technitians crowd an early P-39D.

layout, with a cockpit position further forward ahead of the centrally mounded Alison engine. With a tricycle type retracting undercarriage, what then became the XP-39 Airacobra was basically crystallised and received an order for one prototype in the autumn of 1937.

The XP-39, equipped with supercharger for its Alison 1,150 h.p. V-1710-17 (E2) engine first flew in April 1939 and delivered a good performance for the period, attaining 390 mph at 20,000 ft. - an altitude it could reach in five minutes. Ceiling was 32,000 ft.

Revisions to the positioning of various intake ducts and other refinements followed after wind tunnel tests at the National Advisory Committee for Aeronautics (NACA) facility, but the most fundamental change came when the USAAC deleted the supercharger from

COBRA RACERS. For the 1946 Thompson Trophy closed circuit race at Cleveland, Ohio, Bell factory pilots Alvin ‘Tex’ Johnson and Jack Woolams formed Skylanes Unlimited to race these stipped-down P-39Q Aircbras ‘Cobra 1 (red) and ‘Cobra II’ (yellow). With uprated Allison engines driving four blade props, a significant performance enhancement was achieved. Woolams was killed in Cobra 1 the day before the race, but Cabra II, flown by Johnson showed a clear pair of heals to other war-surplus racers that formed the field of contestants includings and Mustang and other high performance WW2 era fighters, Cabra II has raced again in ‘47 and ‘48, in the latter case reaching a speed of 470 mph. In was destroyed in 1969 attempting a new wold speed racord for prop-drive aircraft, killing the pilot.

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their requirement, and with a less powerful version of the engine, rated for maximum performance at 13,000 ft. High altitude performance, which quickly became key to air combat right from the outset of WW2, was thus totally compromised.

Into service Static wooden mock-up of the Bell Model 3 as originally envisaged by designer Robert Woods. The cockpit position would have been a nightmare for the pilot.

The Bell Model 4 was the XP-39 prototype. Better heads had obviously prevailed, in respect of the cockpit positioning but the the engine was no placed just behind the cockpit with the propeller drive shaft running between the pilot’s feet. lts!

One of the few Airacobra Mk Is to be seen in the original Dark Earth/Dark Green/Sky finish was AH651, which was retained for trials at A&AEE Boscombe Down (R.J. Caruana Archives)

The first production version was the P-39C, which entered service in the spring of 1941. Only 20 were delivered before the first of nearly 800 ‘D’ models began to trickle through to front line squadrons a month or two later. Squadrons that received the type began working up for close ground support work - a indication of how the US Army tended to view air power at the time. Clearly, the Airacobra was not the kind of fighter aircraft to successfully mix it with the type of fighter then being produced in Europe - a fact that was largely a product of Army top brass really paying little attention to the developments across the water to the east, or even to the west, from where reports of the performance of the Mitsubishi A6M ‘Zero’ were available to anyone who cared to pay attention. Thus, when USA was drawn into WW2 on Dec 7th 1941, the USAAC’s only fighters available with anything like a contemporary performance were the Curtiss P-40B and the P-39, and despite having a clear performance advantage over the former, the Airacobra quickly gained an ill-repute of the kind that tends to be amplified with repetition, until it becomes part of unofficial military lore. Certainly there were those who flew the type, who liked and enjoyed its flying characteristics, among them the later USAF Briagier General Chuck Yeager, (the man credited with being the first to exceed Mach 1 speed in level flight in hne Bell X-1) who, in his autobiography is very complimentary about the P-39 as a ‘pilots’ aeroplane. While P-39 development continued through several more versions, the ‘E’, ‘K’, ‘L’, ‘M’ and ‘N’, then finally the P-39Q, the USAAC took the Airacobra to war in the

Italian roundels hurredly applied over USAAF markings while retaining previous identity of (P-39N) S/No.42-9377. The machine belonged to 97a Squadriglia and is seen here during their training period at Campo Vessuvio (R.J. Caruana Archives)

44 FLYING SCALE MODELS DECEMBER 2016

P 39 TYPE HISTORY REVISED

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The Airacobra was preceded by Bell’s first aircraft design, the XFM-1 Airacuda. In it’s time it was a very radical approach the the idea of a heavily armed bomber destroyer. It carried a crew of five, with a gunner in each of the wing mounted engine/gun position nacelles, with Allision in-line engines driving pusher propellers. Each nacelle was armed with a forward firing 37mm Madsen cannon, a very heavy weapon for its time, operated by a gunner in the forward, glazed section. Lack of manoeurability was one of the drawbacks of the type that went no further than the prorotype stage.

Pacific combat theatre from the beginning of 1942, staging aircraft via Australia to stem Japanese advances in New Guinea, based at the Port Moresby enclave, and later in the year on Guadalcanal at the beginning of the long fight-back through the islands of the South and Central Pacific. Gradually, pilots who survived first encounters with the ultra manoeuvrable Mitsubishi A6M ‘Zero’ and Kawasaki Ki-43 ‘Oscar’ learned to use their P-39s in a manner that would circumvent the manoeuvrability advantages held by the Japanese types. A dive-shoot-and-zoom pass negated the Japanese fighters’ advantage. Airacobras were used effectively in low

altitude combat and in ground attack roles as the American advance took in central Pacific island targets during late 1942 and the whole of 1943 and remained an important part of USAAC Pacific combat strength until well into mid-1944. By that time, those examples still in the combat areas were well and truly in need of replacement with something more modern, like the P-38 Lightning, P-47 Thunderbolt and then, finally, by P-51 Mustangs. Only in the Panama, where USAAC units languished in a state of protective inactivity was the Airacobra retained, as part of the defence of the Panama Canal.

The Airacobra in other places, other air arms While the Pacific was very much ‘the’ combat theatre for USAAC P-39s, the type was used, in some cases quite widely, in other combat theatres and by other air arms. First to get the type was the Royal Air Force, after the British Purchasing Committee in USA ordered 675 P-39Cs (renamed Caribou Mk.1s) entirely sight unseen, based on performance figures pertaining to the turbo-supercharged XP39 prototype rather than the definitive production aircraft. When deliveries began in July 1941, the poor high-altitude performance of the

The Fighter Collection’s P-39Q had been a regular performer at Duxford air shows, particularly the annual ‘Flying Legends’ event.

DECEMBER 2016 FLYING SCALE MODELS 45

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Pilots intially faced with the Airacobra tended to be worried by the engine at the rear and the long drive shaft spinning at crankshaft speed between their legs. In fact, the installation was secure and reliable, without danger to manhood!

type was clear. Only No. 601 Squadron ever took the type into combat - a strafing mission into France, after which the type was withdrawn and ‘601 gratefully took back their Hawker Hurricanes. For the dangerous Me109 and Fw190 ridden skies of northern Europe, the P-39 was of no use. The RAF received about 200 P-39s before the order was cancelled and these were among the early Lend Lease supplies to Soviet Russia, where the aircraft was put to extensive and effective use as a low altitude ground attack weapon, well suited to the long land battle that drove back the German Wermacht. Many more Airacobras were supplied to USSR direct from USA, including some flown across the Bering Straits from yhe Aleutian Islands off the Alaskan west coast, where fighter units of USAAC also operated the P-39. Airacobras were flown by Free French squadrons in support of the final drive to oust Germany’s Africa Corps from North Africa and thereafter during the invasion of Southern France. The ‘Cobra was also operated by USAAC units in the Allies’ Italian campaign, including the famed allblack ‘Tuskegee Airmen’ of the 332nd Fighter Group and after Italy capitulated and joined the Allied side as a ‘CoBelligerent’, the Italian Air Force also operated the type. Indeed, both French and Italian air arms continued to operate the type well into 1947.

Racing ‘Cobras The last hurrah for the P-39 came with the revival of the pre-WW2 National Air Races at Cleveland, Ohio in USA, where the unlimited closed-circuit Thomson Trophy race entry list was made up of ‘civilianised’ surplus WW2 fighter aircraft of which military material depots were overflowing. Bell test pilots Jack Woolhams and Alvin ‘Tex’ Johnson acquired two P-39Qs, dubbed ‘Cobra 1’ and ‘Cobra 2’.

ABOVE: Head-on view of ‘Brooklyn Bum’ emphasises the long stalky noseleg that produuces a positive angle ground sit. BELOW: Rear view emphasise the basic oval fuselage section.

46 FLYING SCALE MODELS DECEMBER 2016

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Early marque P-39s undergoing maintenance during Army war games, prior to U.S.A.’s entry in WW2. Surcae finish is the standard olive drab upper surfaces and neutral gray underside. Three-colour national insignia with the red circle centre is applied in four positions, on fuselage sides, top left and lower right wing panels.

Although stripped of all military and nonessential internal equipment, both were, externally, more or less unchanged from standard. Cobra 1 crashed into Lake Ontario during a test flight on the day before the race just, killing Woolhams. Collapse of the front windscreen was suspected and reinforcement was hastily applied to Cobra 2 with which Johnson went on to a convincing win, showing a clean pair of heals to all other entrants including P-51

Mustangs, Vought Corsairs etc. Flown by Jay Demming, Cobra 2 raced again in 1947, to place 3rd. For the 1948 race Cobra 2 took on an oversize supercharger, four-barrel carburettor and special fuel that yielded 2,850 hp from the Alison V-1710-G6 engine (two-and-a-half times the ‘stock’ rating for the engine). Pilot Chuck Brown lapped the entire field until Lap 19, when the overtaxed engine went sick. Thereafter, Cobra 2 languished until 1968

when air racer Mike Carroll acquired it for the annual National Air Races, which, by that time, had moved to Reno, Nevada. Carroll modified Cobra 2, hacking 4 ft off each wing tip. In this configuration, with wingspan of only 26 ft (!) the aircraft was expected to produce a top speed of over 500 mph. However, when the aircraft was taken for its first and only test flight it proved uncontrollably erratic. Carroll was killed bailing out and Cobra 2 was destroyed. I

Excellent engine bay accessibility is well revealed in this view of a U.S.A.A.F. P-39N undergoing an in-the-field engine changenat an airstrip somewhere in North Africa during 1943.

DECEMBER 2016 FLYING SCALE MODELS 47

GROUPY PART 1 Tony OK

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FULL SIZE FREE PLAN FEATURE

GOUPY BIPLANE

PART 1: An electric powered model of an unusual pre-WW1 aircraft for three-function control. Designed by Peter Rake, with the prototype model built and test flown by Phil Burress Although quite angular, this unusual, early biplane is a scale modeller’s dream come true.

A

s per usual, I’ve chosen yet another virtually unheard-of type, about which I know almost nothing, as the basis for a model. ‘Unusual and obscure’ is a combined attribute that’s enough to tempt me. Pre-WW1 era makes her even more tempting and being quite an attractive looking aircraft for its time sealed the deal! The Goupy was another of those designs that I’d been promising myself for ages, without actually getting round to doing it - Phil’s kind offer to prototype the design means you won’t have to wait any longer for it to finally appear in print. With that said, a quick glance at

the plan will reveal that there has, after all, been quite a lengthy wait for this model to appear in print. This is largely my own fault because I forgot to rearrange the drawings onto sheet size that correspond to free plan format. So, apologies for making you all wait so long and sincere apologies to Phil for his work taking so long to see the light of day.

THE MODEL Like most of my models, this one isn’t intended as a competition class model, just a reasonably accurate representation of the prototype, designed to be both easy to build and enjoyable to fly. ‘CharacterScale’ is the term I like to use for my

The simple, but attractive lines of the Goupy are well shown off in this shot.

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The basic assemblies demonstrate that this isn’t a difficult model to build.

models, meaning that all the things that convey the essential character of the full size are there, but simplified. That way, whilst looking every inch the Goupy Biplane, it doesn’t take forever to build, doesn’t get bogged down in intricate structure and flies at least as well as the original. To that end, I have incorporated a small amount of non-scale dihedral to enable three-function operation. Other than that one deviation and some minor interpretational licence, she is accurate in outline, based on the three-view scale drawing I used. Since the model has taken so long to finally be published, you’ll note that the motor unit shown is somewhat dated by modern standards. However, if you still have one of those geared units, please don’t feel that just because it isn’t the latest technology, that it won’t suit the model nicely. Even with modern batteries, these units are admirably suited to just this style of model. For those more recent converts to electric power, who only have access to brushless motors, a 400 size outrunner and 2S LiPo pack will haul the model aloft in a very similar fashion to the geared, brushed motors. Retain the same thrust lines as on the original set-up and the model will fly very well indeed. The brushless conversion is quite simple really and basically consists of omitting the motor plate altogether and replacing the two-part component F1 with a single, solid rectangle of ply. You’ll need to have an opening for the wiring to pass through, but that’s it. Space your motor from the former by whatever amount your particular choice requires and that’s it really. Personally, I’d use balsa discs as spacers, stacked to the required thickness, and with the final one tapered to provide side and down thrust. Then, just glue an 1/8” ply disc to the front for motor mounting. It may sound a little crude but is simple to adapt to a large range of motors and has proven highly effective in use.

Here you see the arrangement that Phil used for mounting his motor and the fact that he used a screw on cowl.

One caution about this - and many more of my designs, is not to use too much power. They were designed with a power level of around 50 watts per pound of model weight and fly well at that. Going much more than that will tend to make them a lot less pleasant to fly. A little power in reserve is a good thing, but fitting a vastly too powerful motor will simply make the model climb like a lunatic.

EQUIPMENT AND INSTALLATION I’ve deliberately left this section as it was originally written so you can see what was state-of-the-art back in the dim and distant past. I’ve already explained a modern arrangement for powering the model, but felt that maybe some of you might find this ‘history’ interesting. Actually, this isn’t as silly a place to start a construction article, as it may at first seem. By dealing with it now, you at least know if you have all the items required, or if some cash will be required to obtain them. Even if you don’t already have any of them, thanks to the huge reductions in the cost of mini and micro R/C systems in recent years, there’s still no reason why this model should break the bank. Starting with the power train, the model is designed for a Graupner 2.33:1 geared, 6 volt motor/gearbox unit which simply screws to the ply motor plate from below. So, you don’t even need a removable cowl on this model. The battery pack should be a seven-cell pack of either 500AR or 600AE Ni-Cads, or an eight cell pack of 800 mAh NiMHs. LiPos could be used, but are at a disadvantage in short nosed types, where ballast is likely to be required to obtain the correct balance. How you fit the battery pack is very much a case of personal taste. I like to use the weight to help balance the model and then secure it with silicone sealer to prevent a wrongly placed battery pack. However, I know that doesn’t suit everyone, so a liteply plate with Velcro stratps is another option. To ease the

potential balancing problem, the pack is able to pass through former F1B so that it can be partially within the cowl. Phil opted to use a different motor in his model, and the lighter unit he used was a GWS 400, matched to LiPos, which just goes to show that, obviously, this model isn’t as short nosed as I at first thought it to be. Here’s what he has to say about it. PB: “The GWS gearbox requires a mounting stick, so I first installed a motor plate similar to the plans. This is where the down-thrust is set. Then I glued a motor stick onto the motor plate, setting the appropriate right-thrust. The model proved to have no issues with tail-heaviness: I fitted a three-cell Kokam 1500mAh lithium polymer battery pack in the cockpit area for proper balance. The battery is attached with Velcro to a liteply plate and is further secured by a Velcro strap.” Moving on to the control functions, although a full size receiver could be used if you have nothing smaller, there are many small, light and inexpensive alternatives available that would be much better. A 15-20 Amp rated speed controller and two mini or micro servos complete the radio complement. The receiver and ESC should be fitted to the fuselage sides using servo tape, while the best way to fit the servos is the traditional hardwood-rails-and-screws route. Because of the closed loop controls, it is essential that the servos cannot move; even the small amount of movement that servo tape allows is too much. For linkages, most of the elevator linkage is outside the fuselage and should be made with 20 lb strain fishing line. The internal pushrod between servo and internal horn should be 18 swg wire with Zbends at each end. For the rudder linkage you have a choice; the cables, which exit through the top of the fuselage may either run direct from the servo output arm to the control horn, or run to a fixed internal crank similar to that on the elevator, but without the external horns.

DECEMBER 2016 FLYING SCALE MODELS 49

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here is cutting the ribs. A master rib template is given and this is “ The only tricky thing used to make ribs of different (shorter) lengths ” PB: “I first tried a carbon fibre rod for the external elevator horn axle rod (forgot what this is called!) but that didn’t work well due to too much flex in the CF rod. I replaced it with piano wire and it’s much better, with less play. I used Spiderwire (a thin, braided line - PR) fishing line for the control wires.”

WINGS Since this will get the tiresome task of rib cutting done early on, it seems an ideal place to begin construction. Both pairs of wings follow the same basic assembly method, so I won’t detail them separately here. The only point worth noting is that the strut notches are in different positions for the top and bottom wings. You have an advantage over Phil when it comes to building this model. His model was built using hand-drawn plans and some items (like a full rib count) were shown. Consequently he had to produce the top wing and strut position ribs himself, whereas you have them all shown on the newer, CAD drawn version of the model. Once again, I’ve decided to leave the instructions as they were originally written simply because you might find it interesting to see how the original model was produced and what Phil had to do.

Pin down the leading edge, trailing edge, wing tip and spar, gluing as required. Now glue the wing ribs in place with the root ribs leaning in slightly to allow for dihedral, but all other ribs upright. Allow to dry thoroughly before removing from the building board, trimming and sanding overall. Repeat for the other pair of wings. Moving on to the centre sections, the only points worth noting are that the top centre section uses shortened ribs, a 1/8” balsa trailing edge and 1/8”x1/4” strip on the lower surface to form the strut boxes, while the bottom c/s is the full width of the wings and has doubler ribs to form the strut boxes. Both have the ply dihedral brace built into them during construction, but at this stage it is a simple rectangle. Trim and sand the centre sections, and then join the wing panels to them. PLEASE, make sure you join the right panels to the right c/s; only the top wing has a c/s cut out. Slot the root bay ribs to take the dihedral brace, pin the c/s down and glue the panels in place. Butt them snugly against the c/s, pinned down to the board, with the tips packed up as indicated. The indicated position on the plan is the same for both wings - under the tip rib of the top

wings, but under the actual tip of the bottom wings. That’s it, wings ready to cover. PB: “The only tricky thing here is cutting the ribs. A master rib template is given and this is used to make ribs of different (shorter) lengths. The trailing half of the rib is shortened to make the new rib which makes the task fairly simple. First, I measured the rib lengths off the plans, then I made copies of the rib template on paper and marked the new rib lengths. These were then pasted on to balsa for cutting. Since the ribs butt against the leading edge and trailing edge, it is important to get the rib lengths correct, using a sanding block during fitting as necessary.”

TAIL SURFACES The tail surfaces are simplicity personified, and are simply built over the plan from 1/8” balsa sheet and strip. Allow to dry, remove from the board, round off the edges and sand overall. Fit control horns after covering. I

NEXT MONTH: In January issue, we will move on to the fuselage construction and finishing.

,As close as we’re going to get to a naked model shot but revealing how the model goes together.

50 FLYING SCALE MODELS DECEMBER 2016

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SCALE TECHNIQUE

THE

LOZENGE PATTERN CONUNDRUM The late Ron Moulton extensively researched these unusual German WW1 camouflage schemes When dealing with the finishing and painting of his Fokker E.V in last month's issue, Gary Sunderland referred to Ron Moulton's explanation of the unique WW 1 German 'Lozenge' camouflage which was pre-printed onto the linen covering of German limitary aircraft. Since the September 2011 issue is no longer available we thought it worth repeating Ron's definitive piece on the subject, which had caused much controversy.

W

hen Friedrich Riemschneider of Dresden applied, in 1916, for Patent 308410, covering a concept of a multi polygon pattern of five colours, to be used for camouflage, he initiated a subject that has fascinated researchers wherever scale models, full size aircraft restorations or full-size replicas of WW1 are made. The Patent specified Blue, Red, Yellow Green and Lilac colours and proposed that a pattern that did not permit the same colours to become adjacent, would provide camouflage for aircraft, balloons and ground cover for earthbound war equipment. Though fabric was printed ready for application in April 1917, the Patent granted was not distributed until

August 1919, long after the armistice. Records of the adopted patterns disappeared in the months that followed and it was not until 40 years later that any serious interest was shown in the subject. The last stocks of what would now be precious printed fabrics had been absorbed by the impoverished clothing trade in post-WW1Germany and turned into underwear, trousers and shirts! The late Peter Gray had contributed features on German WW1 camouflage in AeroModeller through 1957 and made contact with H.D.Hastings of Mt.Vernon, N.Y., who had studied the Fokker D.VII in its preserved original state at Knowlton in Canada. He had also obtained information on the Albatros D.Va at the Australian War Memorial Museum, Canberra, and from this, made the first

1

study of the two quite different schemes. Peter compiled a feature on these findings which appeared in AeroModeller April 1959 issue as Pattern ‘A’ for four colours and Pattern ‘B’ for five colours this, over 40 years after the time when the so-called ‘Lozenge’ fabrics were introduced and long after generations of modellers and artists had been producing their own interpretations of the camouflage at random. Revelations of the Don Hastings’ patterns have stood the test of time, although often questioned. Independent studies have been made in USA, Canada, France and Germany, each by renowned researchers able to work from original fabrics published in Museum literature, books and authorative journals such as World War 1 Aero, Pegase and the

2

1: How stencils are used for each re-covering of the LVG C V1 in the Shuttleworth collection at Old Warden, as recorded here by Andy Preslent in this unique photo of fabric that has been pre-sewn from chordwise strips and is being stencilled as though it had been printed with unmatched joins. Dilligence indeed! 2: Upper wing panel underside of the French Fokker D.VII shows an excellent example of how chordwise application of the printed fabric is not matched, wallpaper style, at edge joints. This Fabric has become too strong in red, so colours should not be taken as true four colour underside tones.

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VIOLET

PURPLE

BLUE

BLUE

KHAKI

OCRE

GREEN

LILAC

BRACK-GREEN

GREEN

REPRODUCTION WW1 CAMOUFLAGE FABRIC SAMPLES BYMVT BERLIN.

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3

4

5

6

3: Four colour pattern on fuselage side of the Muse de lair Fokker D.VII at Le Bourget, applied lengthwise thus showing regular repeats of the four tones in lines. 4: Australian War Museum at Canberra has this Pfalz D.XII with original covering on wings, elevators and fin. The latter appear to have underside fabric colours, being light in tone while the wings are darkened with the effects of aged varnish. 5: RAF Museum Fokker D.VII fuselage side with five-colour fabric applied lengthwise showing regular repeated patterns in triple batches of the colours. 6: MVT Berlin reproduction fabric before any treatment, underside tones. 7: Most authentic example of five colour fabric from WWI is Alex Imrie’s Rampler C.IV tailplane, seen here with the maestro showing the undersides, still retaining true colours, and of course, the pattern.

BASIC FIVE-COLOUR PATTERN, COMPARE WITH MVT REPRO FABRIC PHOTOS.

A

B

7

D

C E B

A

D

C

E

A

E

D

B

A

E D

TOP SURFACE: A: Violet B: Blue C: Khaki D: Black/Green E: Green

B

C

A UNDERSIDE: A: Purple B: Blue C: Ocre D: Lilac E: Green

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excellent story of the rebuilding of the Halberstadt CL IVs for the Berlin Museum. All of these diagrams are very closely related, yet when tracings are superimposed, these reveal subtle differences. Having followed the same route in tracing original used fabric, either on the airframe or after it had been stripped for re-covering, I came to the conclusion that most of the variations that appeared were due to distortions during the covering and doping process. In other words they are all near enough to be considered perfect. But the Berlin pattern, as researched by Manfed Thiemeyer (who went to the extent of counting off individual thread runs to observe distortion), would be my choice. It is this fabric that was put into production in 1991 to cover the Halberstadts for the USAF Museum at Dayton, Ohio and MVT in Berlin, then purchase by the R.A.F. Museum for their Fokker D.VII at Hendon. Two other sources of five-colour pattern fabric are made in France and USA, the latter by Vintage Aero Fabrics at Mendon, Vermont, who offered it in ‘day-dark’, ‘daylight’ or ‘night’ grades on various materials, which conveniently brings us onto the vexed matter of colours and application.

GET IT RIGHT! If the actual pattern is defined and while most studies have been centred on the widely used five-colour scheme, (there are several others which were used on Bombers and Marine aircraft), then there are no excuses for not getting the colours right; apart that is, from falling foul of the hazards of colour reproduction in the many printed references. Snips of actual fabric have been scanned specially for this article in order to capture the true colour tones (but even then it can be a lottery of the whim of the printing press machine minder as to whether the tonal values are correct) to capture the true colour values. It’s an unfortunate fact that photographic processes, even in this digital era, are dependent on lighting conditions and even further hurdles, including the paper stock on which the printed image appears. Time and again, we’ve seen well-built scale models of WW1 aircraft that have been spoiled for the purist, by garish colours. Sometimes the blues are dominant, and for the upper surfaces, far too light. The coffin-shaped lozenge which should be near to Khaki on the upper surfaces and Ochre on undersides often stands out like an anti-camouflage traffic light and it spells out caution in any new application. Overall, the upper surfaces on all the surviving WW1 aircraft are dull, dark and dirty through long storage and inevitable breakdown of the copal varnish. The new repro fabrics possess the best possible adherance to the originals, these are likely to represent a factory fresh aircraft, unless some of the brillance in the dye is shaded down by dope and any other treatment used during covering.

APPLICATION Even when there has been an obvious diligence on the part of the modeller to

BASIC 4-COLOURS PATTERN AND COLOURS.

THIS DIAGRAM SHOWS VARIATIONS OF MEASURED FABRICS AT AWM CANBERRA, NASM USA, MUSEE DE L’AIR PARIS AND MVT BERLIN.

achieve the true colours with scale effect (noting that the a full size sq.ft. of solid violet takes on a different hue when reduced to a fifth size or less for example something that might be termed ‘colour perspective’ - there is still a common misinterpretation of how the fabric was actually prepared for a wing. Remember that a wing chord of 4 ft 6 in. or less would be most unusual for any German WW1 era aircraft and that this is the average dimension for the useful width of printed fabric, less the sealed edges. Having established that simple fact permanently on the human screen, then consider how a wing of greater chord would be covered. It must be obvious that the fabric had to be cut into strips and then pre-sewn on adjacent edges to make the length of a wing panel. Okay, there are exceptions, even on the Australian Albatros D.Va at Canberra, where a strip of fabric was used to make up the chord width on the underside of the lower wing, but that WAS unusual!

The strips were not always directly at 90 degrees to the leading edges; many aircraft had 45-degree panels to control warps. Nor was it a practice to match the pattern edge-to-edge. On the contrary; fabric was too costly for it not to be wasted on pattern matches as though it was wallpaper, so at each junction, there ought to be a series of cut-off lozenges that tend to stand out as a firm line. Even then, if there was potential for a close pattern match, then the double seam used as the ‘bag’ or ‘envelope’ of material was ‘pre-sewn’ and it would use up an inch or two of each edge. All that considered, perhaps the reader will understand that a fully matched run of matched pattern from wing tip to wing tip, will probably not be credible ‘true-scale’. On the fuselage sides, such an uninterrupted run is a credible representation, because the fabric width would usually be sufficiently wide to span between upper and lower fuselage longerons. I

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On Silent Wings by Chris Williams

SCALE SOARING T his, the penultimate of the Ghost Squadron’s Middle Wallop events for the 2016 season, endured something of a Curate’s Egg when it came to the weather. The Saturday was a complete washout, but the forecast for Sunday was a good ‘un, and it came as no surprise that the turnout was a good ‘un too. There was an awful lot going on during the busy day,

but one or two things snagged my attention. It is a sad fact, but true, that like King Canute, you cannot stem the tide of Time. Long time aeromodeller and vintage glider enthusiast Len Larkin has reached that time of life when he can no longer drive, so I was asked to put up a list of his models on the SSUK website, the asking price for each being a mere £100! Frank Skillbeck and his band of brigands were quick off the

Tony Pearson, Roger Spragg, and Frank Skillbeck with their new acquisitions.

The Wien slowly ascends behind Ray Watt's sorely pressed Decathlon tug

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mark and bought four of the models between them. All radio-ed up, this was to be the day when they first flew under new ownership, and I and my camera waited with eager enthusiasm. First up was the Antonov PV Zupar, built to 1:3.5 scale and is a model of a fairly sophisticated for its time, Russian primary glider. Launched to an eye-watering height, there was an obvious problem with pitch, the model building up quite a speed at times. It was eventually brought under control and landed in a dip in the airfield without too much in the way of damage. A bit of fiddling with the CG and/or decalage should soon sort this one out. The 1:3.5 scale Schweizer SGU 1-7, to my eyes a very attractive machine, seemed disinclined to release the towline,

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preferring to bring it back itself in order to save the tug pilot the trouble. Other than that, it really looked a treat in the air. The 3rd scale Sproule-Ivanov Camel (we have previously been treated to Darren Maple’s half-scale version) seemed to fly without any obvious vices, as the did the 1:3.5 scale Sidla Mini B3. As a nice tribute to Len, Frank later put together a video of all the models in action and sent him a copy. It was not such a happy occasion for Simon Warren-Smith and his large, scratch built ASG 29. We had watched the painstaking progress of this leviathan on the SSUK forum over the period of a winter or two and we celebrated with him when it was successfully maidened. Its demise was for the most prosaic of reasons: the pilot lost sight of it. When this happens to a

modern glass machine, it’s slipperiness often becomes its undoing, as the speed can rapidly build up to and then pass the V.N.E. The reason may have been prosaic, but the model’s airborne deconstruction sounded like the clap of doom as it deposited its component parts over the vast area of the airfield. As Middle Wallop is an active military airfield, there is a rigid protocol for such occasions: all the debris must be picked up and removed lest they get caught up in the moving parts of a helicopter come the following Monday. Thus it was that all the day’s participants fanned out in a long line looking for any parts of the corpse. All seemed well until it was found that a servo was missing, and so the search party fanned out once more.

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It is a testament to the cooperative spirit of the scale soaring community, that there was no grumbling, after all, it could have happened to any one of us. A great deal of sympathy was felt for Simon, though, who had taken it all rather personally, but I think he eventually became philosophical about the whole thing. Once again we were treated the sight of John Greenfield’s super-impressive halfscale Wien in action. Ray Watts, currently flying his lesser-powered Decathlon tug in lieu of his more powerful Wilga, was challenged by JG to tow up the Leviathan, and, unable to resist a challenge, Ray duly complied, the climb to altitude looking remarkably scale-like compared to the usual brisk launch enjoyed by the smaller gliders. On a personal note I was once again able to enjoy flying my recently built Slingsby Kite 2a, a model that excels at The Antonov PV Zupar on it’s 1st aerotow.

aerotow for two good reasons: it thermal turns very nicely and is well able to make the most of any available thermal activity; and with its translucent flying surfaces it’s easy to see for eyes that aren’t as acute as they used to be! The E-Flight Blanik ARTF has been around for a while now, but this was the first time I had come across one in the flesh, as it were. Belonging to Dave Gladwin, it has to be admitted, it’s a very attractive sight with its red Bull livery, and appears to fly very well, too. Three events down and still one to go,

The Schweizer SGU 1-7 was reluctant to let go of the towline!

the guys and gals of the Ghost Squadron are to be congratulated on their efforts to make the event a success, and as ever, heartfelt good wishes to the hard-working and mostly polite tug pilots for their patience and forbearance when tow releases failed to hook up, came off early, or wouldn’t release at altitude! (I would never do that) Here’s to the next one...

I must admit as time goes by, it’s getting harder to find a subject that I haven’t

done before or have previously rejected. The Scheibe Zugvogel has now wormed its way to the top of the Bucket List, and once the decision was made, work started in earnest. (Earnest doesn’t mind, he’s used to it) The Zugvogel IIIa was a 1950’s glider from the German concern, and was the precursor to the more common SF27/Scheibe-Loravia Topaze, of which I have so far built five! Of steel tube fuselage and wooden wing and empennage construction, the Zug had a 17 meter span, and of the limited

The Sproule-Ivanov Camel proved an excellent performer.

The Sidla Mini B3 takes a tow at Middle Wallop.

ON THE BUILDING BOARD

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Simon Warren-Smith’s labour of love, the ASG 29, came to a sticky end.

Dave Gladwin’s E-Flight Blanik ARTF on tow.

Line-up of scale and non-scale tugs at the Middle Wallop event.

Author’s Slingsby Kite 2a takes a well earned rest!

Once of the oldest models around, the RFD2, also built by Len Larkin.

John Greenfield in the queue with his mighty half-scale Wien.

production run, only a few are still flying today. From the beginning, the design process was dogged by small flaws and mistakes, all of which were easily overcome on the bench, but the drawing became so complicated, that this time around I abandoned the idea of a formal plan, and stuck to just cutting out the parts and glueing them together. The steel tube fuselage of the full size can only really be replicated in wood by constructing it on a jig, and my purpose made version is ideal for the process. This consists of two L- shaped pieces of aluminium, bolted together to leave a gap running up through the middle. Brackets, mounted on bolts, are able to slide up and down the gap, and can be tightened up at the appropriate stations. To help in this progress, a steel tape measure is permanently fixed to the jig, and it’s no coincidence that the set up

resembles quite closely the measuring equipment used to straighten car bodies from a time that seems quite far away now! Now the fuselage former supports can be screwed the brackets and construction can commence. The full-size sports a GRP monocoque front end, and this is replicated by the use of 1.5mm ply planking. Planking in ply is a bit of a tedious job, but once the temporary internal formers have been removed, and the interior glassed, the result is something akin in strength to the Warthog’s famed titanium bathtub. From the outset it was decided that the E-assist would be fitted, but I wanted to make it possible to fly in decent conditions without a propeller and with no sign that motor had been fitted. This process was helped by the full size conveniently having a small round panel right in the nose. The housing for the prop shaft bearing was set back in the solid

nose and a plug made up to cover the hole when the prop was not fitted. The only problem so far is that once inserted, I can’t get the darn thing out again! At this stage of the proceedings, that is to say, at the time of writing, the Zugvogel airframe is ready for covering, although given the time lag of a bi-monthly column, next time around something else will be under construction, and the Bucket List looking just that bit slimmer...

ADDENDUM Last time around I described my new version of the Bergfalke IV with the electric assist. Since then I have posted a video on YouTube in which the model’s operation is amply displayed. It’s worth a look, just for the beautiful scenery: simply Google: EBERGIFICATION! I [email protected]

The Zugvogel IIIa on the purpose-built fuselage jig.

The Zugvogel, ready for covering.

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ere we go again, more electric flight doings. I’ll keep to the subject in hand this month (now there’s a surprise) because I don’t have that much space. What is the subject in hand? Well, since we’re well into indoor season now, it’s another of those pesky profile scale models. A few months ago I talked at length about how these had developed as I found better ways of doing things, so this seemed a good opportunity to put those ideas into practice. Because it fits in nicely with the space available the subject I’ve chosen for your delectation is the Grumman F4F Wildcat. For those thinking this has appeared before, you’d be right. However, this model is larger by around 30%, making it suitable for use with three channels and a Mini Vapor brick as well as the two channel, actuator controlled version I built. Larger, tougher and improved (in my opinion), but still a dead simple model to build. A model that flies pretty well too. So what’s changed? Well, the aim here has been to arrive at the largest model capable of flying in our somewhat restricted indoor venue. A model, I might add that would use more readily available motor units than the 10” versions were capable of carrying. More readily available and less finicky to use. Therefore my goal was to keep the

H

R/C SCALE ELECTRICS with Peter Rake

The author’s little Wildcat model spans almost 13” and is adequately powered.

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64 FLYING SCALE MODELS OCTOBER 2016

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The hinged actuator hides neatly within the fin. Don’t let the rudder gap fool you, response is good.

Just visible through the foam is the ply insert that reinforces the area around the motor.

The bent carbon wing brace is clearly visible here - but not in flight. That Vapor prop is now only 3.75” diameter.

models as light as possible, stronger than the originals but retaining the easy-tobuild aspect of the smaller models. Oh yes, they also had to be cheap to build and (in my case) use equipment that was already to hand - hence the two channel, rudder and throttle controls. As far as I’m concerned the Wildcat did all those things and proved to be an excellent flyer too.

need pushrod material depending on what equipment you fit. A small piece of 1/64” (0.4mm) plywood is used between the sides to reinforce the motor area. This works to spread the loads when landing or flying into the nearest wall and extends back slightly to help prevent the nose getting bent. A piece of thin carbon rod between the sides will stiffen the rear fuselage (optional) and a bent piece of 1 mm carbon rod braces the wings to prevent the dihedral increasing during flight.

the rudder halves. Curve the wing panels and sand their roots for dihedral and glue them to the marked positions on the fuselage. Check for equal dihedral, allow to dry and fit the bent carbon brace. Mine is just slotted through the fuselage and taped to each wing, but could just as well be glued in place. Now you only have to fit the motor unit with slight down and right thrust, make any linkages required, connect up the gear and carry out test glides until the model has a nice flat glide. I did this over the bed, so that less than perfect glides had a nice soft landing place. For battery connection I installed a small magnet to which to attach it so that installation and removal were easy and exerted virtually no stress on the model. Velcro, when it works properly, can be extremely stressful when it comes time to remove the battery for charging. Fine in larger models, not so good on these lightweights. That’s about it, one indoor Wildcat ready top go into service. I know the colour scheme on the full-size images doesn’t match that on the model, but a simple email will get you the alternative scheme (or this one) as a pdf file all ready to print onto your foam. An e-mail and financial inducement might even persuade me to print the foam for you. I do draw the line at cutting out the parts though. If you’d like to contact me, you’ll find me at [email protected] I

WHAT’S REQUIRED First and foremost, of course, some thin (roughly 1 mm) Depron that has been coated on one side with InkAid (an artist’s product that allows us to inkjet print onto the foam). Two A4 size sheets are enough for this model. Needless to say, but if we’re going to inkjet print onto the foam, I suppose a printer would be a good next ‘must have’. You don’t need one with a straight feed. Mine, an Epson WF-2510, has a 90 degree feed and that works just fine. The fact that it can also be used with waterproof ink is just an added bonus. Next up is the motor unit. My model is fitted with a Vapor motor and cut down Vapor prop. Hardly the most powerful setup imaginable but it works well for me. If using a brick receiver you might want to consider a slightly more powerful 6 mm motor unit, or even one that uses a 7 mm motor. The 8.5 mm motors would be way overkill on this model since even using a Vapor (not Mini Vapor) brick you’re still contemplating a model weighing less than 15 grams ready to fly. As regards control functions, my model is fitted with a Plantraco hinged actuator for rudder control, so no pushrod was required. However, I used that simply because it sat there doing nothing, a remote actuator(s) and lightweight carbon pushrod(s) would work just as well, and keep the weight further forward. I used a DT 3 channel receiver for my model, but any similar style receiver would work fine. I suppose you could even use one of the 3 gram receivers and servos, but I make no guarantees of the wings staying on in flight. Remember, lightness is the key to success with these models. Lightness, slow flight and minimal flying stresses. By way of extras you either will, or won’t

THE BUILD Maybe ‘assembly’ would be a better term because there really isn’t that much real building involved. Start with the fuselage and glue anything that needs gluing (ply reinforcing, carbon stiffener (?) and actuator if using a hinged actuator to the inside of one fuselage side using RC Modeller’s Glue. Tape the actuator leads lightly in place with small pieces of sticky tape. Then, only gluing around the edges (so the leads can be removed easily at a later date) join the two sides. Once again, RC Modeller’s Glue is the adhesive of choice - thinned and applied sparingly to save weight. Cut the sides to match the motor cut-out in the ply part and your fuselage is just about done. If you aren’t using a hinged actuator, also trap small strips of Blenderm tape between the fin halves so that your rudder hinges are already installed and glue the tailplane in place (Uhu Por) before adding

The Vapor motor unit modified and lightly glued in place. You can also see the magnet to which the battery attaches.

DECEMBER 2016 FLYING SCALE MODELS 65

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