Flying Scale Models Issue 206 (2017-01)

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‘CHARACTER SCALE” PART 2 ONE-OFF FROM THE MISTS OF PRE-WW1 AVIATION

NIEUPORT

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DEPRON INDOOR PROFILE SCALE FUN FLIER

HOW-TO TECHNIQUES ● DUMMY RADIAL ENGINES ● PANEL-LINES IN PAPER

SOPWITH SNIPE

GREAT SUBJECT FOR SCALE!

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NEW ¼ SCALE ‘BUILDERS KIT’ COMING SOON FSM JAN 17 COVER.indd 1

January 2017 No. 206 £4.99

TYPE HISTORY ● IN DETAIL ● SCALE THREE-VIEWS & COLOUR SCHEMES

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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 Sopwith Snipe has drawn much less interest as a subject for scale modelling than other earlier Sopwith WW1 era fighting scouts. But there have been a few outstanding models, perhaps the best being Peter McDermott's quarter-scale Laser 360V powered masterpiece that won the BMFA Nationals back in 2002.

JANUARY 2017 NO.206 4 CONTACT

6

Just for starters

6 LMA AUTUMN SYMPOSIUM

Ken Sheppard reviews the LMA 'show and tell' meeting at the National Heritage Museumwhich, once again, hits the right note...

14 SUBJECTS FOR SCALE: SOPWITH SNIPE

First conceived as a 'smaller camel', the Snipe entered service with the R.A.F. as very much an enlarged variant of its forebear

18 SNIPE SCALE DRAWINGS 1:40 scale three-views

20 SOPWITH SNIPE FLYING COLOURS Squadron colours, both during WW1 and after.

22 SNIPE IN DETAIL

Close-up detail study of the example currently on display at the Royal Air Force Museum, Hendon

28 GARY SUNDERLAND 1934-2016

Australia's foremost scale modeller remembered

30 MESSERSCHMITT Bf 108 TAIFUN

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Ken Sheppard previews SLEC's 1:4 scale kit designed by Robin Woodhead for 26-40cc petrol engines

34 MESSERSCHMITT TAIFUN SCALE DRAWING

Super fine-line scale three view in 1:50 scale by Arthur L. Bentley

36 TYPE HISTORY: MESSERSCHMITT Bf 108

From its shape, the Taifun is identifiably a Messerschmitt, but less aggressive and employed for somewhat less aggressive purposes

40 DUMMY RADIAL ENGINES

Bernard Seale's step-by-step approach to construction of his 1/6th scale Bristol Jupiter VI. Follow his technique, which is generally applicable

46 NORTH BERKSHIRE SCALE DAY Club scale action

50 GOUPY BIPLANE PART 2

Concluding the construction of Peter Rake's electric powered model of an unusual pre-WW1 aircraft

54 PANELLING IN PAPER

30

Ian Bailey reveals his method of achieving realistic airframe surface panelling, plus rivet lining and weathering

58 TECHNOSCALE

Cyberspace review by Mike Evatt

60 THE QUIET ZONE www.flyingscalemodels.com

Peter Rake offers a Depron foam profile scale Nieuport 11 for indoor wintertime flying fun.

JANUARY 2017 FLYING SCALE MODELS 3

CONTACT Tony OK Revised.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 JANUARY 2017

CONTACT

he editorial production of FSM is mostly a constant run of fun, punctuated, very occasionally, by something that brings us up sharp. November 3rd was such a day, when news came through from John Lamont, editor of Australian Model News, that longtime FSM contributor and supporter Gary Sunderland, had died at his local flying field. Gary was indeed a great asset to FSM over the years. His personal aviation interest, both in aeromodelling and full size was mostly of the early era, a preference overwhelmingly expressed in his choices of scale modelling subject and his first contribution to FSM was the construction article for his 1/5th scale SE 5a, that appeared in our 5th ever issue, of May/June 1998. A further eighteen of Gary’s scale model designs subsequently appeared in FSM over the years, the last being his Fokker E.V/D.VIII only recently in our November issue this year. I personally met Gary face-to-face only once, at the 1996 World Scale Championships at Bassilac in France where, at the flight line on practice day, I approached Gary and others of the Australian contingent for caption details for pictures I had taken of their models. “.... Huh, a Pom..!” was the immediate, but jocular response from Mr.S., but they were all the epitome of assistance. That memory ran alongside another of that event. The Aussie Team had received free air transport for their models to the event, but when they called to make arrangement for the return, they were told the transport concession was only one way. So they had to sell their models on the spot. Gary’s long running regular monthly ‘Scale Down Under’ feature was always a pleasure to receive, for the technique and news information it regularly provided; the fact that it, and everything else he ever wrote for us, all had to be typed out from his (always) hand written original script actually helped those pearls of aeromodelling wisdom to sink in! Gary was a stickler for accuracy in aeronautical terminology. One of his pet hates was the term ‘Cabane’, commonly applied to biplane centre section upper wing supports. I’ve always tried to avoid that expression, ever since Gary made his point. He also challenged the expression ‘Airco’ wrongly applied as name of the manufacturer for Geoffrey de Havilland’s designs, before ‘D.H’ formed his own Company. I’ve tried to edit out that one too wherever I can! This man had influence - at least on me! No scale aeromodelling challenge seemed too daunting for Gary, two of the best examples of which were perhaps his Bristol Boxkite and 1/6th scale 1909 Voisin Biplane, both of which required true determination, to make them fly. Not even these two do not compare with the scale of ambition of his final, unfinished project, news of which was contained in his letter to me, received only two weeks before his passing; a 1/5th scale Caproni Ca3 bomber with a wingspan of over 12 ft. As Gary himself put it; “....three engines, ten wheels, two wings, three fuselages and three rudders ....” Gary Sunderland is an aeromdeller to be remembered. John Lamont’s more extensive appreciation of Gary’s achievements appears elsewhere in this issue.

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EVENT REPORT

LMA@ GAYDON 2016

KEN SHEPPARD REVIEWS THE LMA 'SHOW AND TELL' MEETING AT THE NATIONAL HERITAGE MUSEUM, ONCE AGAIN, HITS THE RIGHT NOTE...

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here are a number of shows that I always mark in my diary early in the year and the LMA Symposium at the National Heritage Museum, Gaydon, is one of them. I usually have one model that I can exhibit - but

this year, being in the middle of a house move, this was not a viable option. However, whilst not everyone wants to show off their latest project, there is still a desire to see what's new and what is going to hit the show circuit in the coming

The Dawn Patrol numbers were down this year, but still provided some stunning examples of WW1 types.

6 FLYING SCALE MODELS JANUARY 2017

year, discover new build techniques and processes, as well as taking the opportunity to stock up on bits and pieces usually only available via mail order - i.e. there usually is a large trade presence, too. And did I mention the cars in the

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FMA IA 58 Pucara, Argentine counter insurgency ground attack aircraft. No firm details of owner/builder, but it must be to half full size scale. Still some way to go, but it's going to be impressive!

John Greenfield likes his scale sailplanes big! His latest beautiful creation is this 1/2 scale German Wien (also called Vienna). Spanning 9.6 metres and weighing 38kg built from a Rolf Fritschi plan.

Andrew Taylor's semi-scale Westland Whirlwind is a bit smaller than the usual Ghost Squadron aircraft, but as they say, size isn't important! With a span of 125" and a projected all up weight of 40lb, the power will be from two 40cc 2-strokes.

Dave Horton's DFS 230 A-1 German troop carrying glider is 1/4 scale at 5.24m span. The full-size were towed by Me 110, He 111 and Ju52 aircraft during WW2.

It's a Fokker 70! 1/6 scale, 15'4" span, weight is 118lb. dry. Powered by 2 x PST 1300R turbines (29lb. thrust each). Built by Paul Belinger over the last five years.

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Mike Eccles' Handley Page HP 0/100 has a span of 150" which makes it 1/8th scale. Powered by 2 x Zenoah 38 engines.

A stunning all-composite sports jet on the Scale Jet Composite stand finished in Ferrari scheme!

Midlands Large Model Flying Group put on a good showing of models in build. As well as a very nice P-38 Lightning that looked ready for the paint shop, alongside were the fuselage skeletons of two more warbirds, a P-40 Warhawk and an unusual Hispano HA1112 Buchon, both to be powered by Zenoah 124cc twins.

Mike Booth's Yak 3, available as a kit from his 'Flying Legends' company is stunning. Having seen it several times this year on the show season, it flies every bit as good as it looks! For details, go to Supermarineworks.com

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TRADERS... 1: Leon Cole of Belair Kits answers another query from a potential client! Leon can supply a laser cut kit of parts from any suitable plan. Give him a ring! 2: Kingfisher Aviation was a strong presence making a reputation for quality retract systems tailored to individual needs, and more besides. 3: Nexus Modelling Supplies were in attendance - in a tent! As usual, all the things you need! 4: Ali Machincy was kept busy pretty well all day in the Trade Hall. 5: No reason at all for not having a scale pilot in your scale model! Real Model Pilots have a great range of all types of pilot figures in different scales - contact Bob Naismith or Sean Barrett and they'll be able to help you fill 'the office'.

museum? A very good day out indeed! Like-minded souls made sure that this year's Gaydon extravaganza was every bit as interesting and model-packed as in previous years, although my impression was that attendance was a little thinner this year! The layout of the various display areas is well established

and so navigating around the facility is made easier if you have been before! It was pretty busy and the refreshment facilities were kept well busy all day! The overall impression that I had was that the number of REALLY BIG models was down on previous years, but the number of MEDIUM sized 'large' models was increased - I have no

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Graham and Alex. Kennedy assembles Alex's 1/3 scale Sopwith Pup. Will this replace his well-known competition Tiger Moth?

Ron? and Pete Iliffe, purveyors of exquisite scale models of the smaller kind! Free Flight and micro radio - but each one a work of art - the planes, not....

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5 A Vultee BT-13 Valiant ready for final detailing and painting. 1/4 scale, 120" span, powered by a DLE 111 engine. The plan was enlarged from the Brian Taylor design. Built by Graeme and Simon Illsley. Robin Woodhead's Me108 Taifun, the prototype of a SLEC kit. A kit preview features elsewhere in this issue.

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That is a very large Focke Wulf Fw190D! No details available at the time, but it really deserves the label of 'awesome'. Look at the detail on those machine guns!

figures to support this, it was just an impression. In fact, the number of models on the 'Over 20Kg' register has increased perhaps the fuel costs and cost of provisioning a day out, or even an overnight stay, is just too much for some in these 'austerity' labelled days. Although Gaydon is pretty central and easy to reach, it may be just too far for some. However, the models - well, I'll let the photos do the talking. Apologies for those not included, I've tried to keep the content as representative as I can! If you have never been to Gaydon, I can thoroughly recommend it - on LMA day, you get the best of both worlds impressive model aircraft and one of the best collections of historic collections (in best Jeremy Clarkson voice) - in the World! I This one is designed (modified from a Ziroli plan) and built, yet again, by Spartacus. The Beech C.45 Expeditor is 1/5 scale, span 118", final weight target 40lb and is powered by 2 OS GT33 engines. Steve Woodhead will be finishing and flying it.

Ron's latest is this free fight Ryan Fireball, powered by a micro EDF and rubber power!

Pete Iliffe's free flight Brandenburg flying boat. Immaculately built and finished.

10 FLYING SCALE MODELS JANUARY 2017

The rotary engine on the Brandenburg. It's removed for flying, though; too much drag!

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Chris Peers' new model is this Brewster Buffalo, a joint project by Chris and Spartacus. Scale 1:3.5, giving it a span of just over 3 metres. Engine is a ZDZ 160cc.

A nice-looking Percival Provost built by Dennis Colbeck, designed by Spartacus. Span 114", weight 23kg for a ZDZ 90cc engine.

Not sure who's this is, but the DH Venom is one of my favourite jets. Made from a Mick Reeves kit and converted from turbine to EDF power. Uses a 120mm 12-bladed fan powered by 12S lipos, drawing 130A and giving 4400W of power!

Coventry & District Model Aero Club have a large membership with eclectic taste for model types - virtually every discipline was represented on their stand!

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SUBJECTS FOR SCALE

SOPWITH

SNIPE

FIRST CONCEIVED AS A ‘SMALLER CAMEL’, THE SNIPE ENTERED SERVICE WITH THE R.A.F. AS VERY MUCH AN ENLARGED VARIANT OF ITS FOREBEARER AND BECAME THE SERVICE’S FIRST POST WW1 STANDARD FIGHTER TYPE

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n April 1917, Herbert Smith, the chief designer of the Sopwith Company, began the design of a new fighter intended to be the replacement for Sopwith’s most famous aeroplane, the

successful Sopwith Camel. The resultant aircraft, called Snipe by Sopwith was, in its initial form, a single-bay biplane, slightly smaller than the Camel and intended to be powered by similar engines. The pilot

sat higher than in the Camel while the centre-section of the upper wing was uncovered, giving a better view from the cockpit. Armament was to be two Vickers machine guns.

The last of the prototype batch, B9967 with 320 h.p. ABC Dragonfly engine in lengthened fuselage. The Installation did not get beyond the prototype stage.

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In its final, standard production form, the Snipe featured enlarged fin and rudder shape that eliminated the leading edge ‘ear lobe’ of the early version. It also had horn-balanced ailerons.

The large propeller spinner, in the style of the Bristol M.1c, as applied to prototype Snipe B9965. The cowling behind the spinner is also modified from standard.

In the absence of an official order, Sopwith began construction of two prototypes as a private venture in September 1917. This took advantage of a licence that had been granted to allow construction of four Sopwith Rhino bomber prototypes, only two of which were built. The first prototype Snipe, powered by a Bentley AR.1 rotary engine was completed in October 1917. The second prototype was completed in November 1917 with the new, more powerful Bentley BR.2, engine, which gave 230 horsepower. This promised better performance, and prompted an official contract for six prototypes to be placed, including the two aircraft built as private ventures. The third prototype to fly, serial number B9965, had modified wings, with a wider centre-section and a smaller cut-out for the pilot, while the fuselage had a fully circular section, rather than the slab-sided one of the first two aircraft, and the tail was smaller. It was officially tested in December 1917, reaching a speed of 119 mph (192 km/h), and was then rebuilt with longer-span (30 ft (9.14 m)) two-bay wings (compared with the 25 ft 9 in (7.85 m) single bay wings).

All that now remains of Major William Barker’s famous Sopwith Snipe flown during the Autumn 1918 air action that resulted in the award, to him, of the Victoria Cross.

This allowed the Snipe to compete for Air Board Specification A.1(a) for a highaltitude single-seat fighter. This specification required a speed of at least 135 mph (225 km/h) at 15,000 ft (4,573 m) and a ceiling of at least 25,000 ft (7,620 m) while carrying an armament of two fixed and one swivelling machine gun. An oxygen supply and heated clothing were to be provided for the pilot to aid operation at high altitude. The Snipe was evaluated against three other fighter prototypes, all powered by the Bentley BR.2 engine: the Austin Osprey triplane, the Boulton & Paul Bobolink and the Nieuport B.N.1. While there was little difference in performance between the aircraft, the Sopwith was selected for production, with orders for 1,700 Snipes placed in March 1918. The Snipe’s structure was heavier but much stronger than earlier Sopwith fighters. Although not a fast aircraft by the standards of 1918, it was very manoeuvrable, and much easier to handle than the Camel, with a superior view from the cockpit - especially forwards and upwards. The Snipe also had a superior rate of climb, and much better

high-altitude performance compared to its predecessor, allowing it to fight Germany’s newer fighters on more equal terms. Further modifications were made to the Snipe during the closing stages of WW1 and postwar. The Snipe was built around the Bentley BR2 engine - the last rotary to be used by the RAF. It had a maximum speed of 121 mph at 10,000 ft compared with the Camel’s 115 mph (185 km/h) at the same altitude and an endurance of three hours. Its fixed armament consisted of two 0.303 in (7.7 mm) Vickers machine guns on the cowling, and it was also able to carry up to four 25 lb (11 kg) bombs for ground attack work, identical to the Camel’s armament. The design allowed for a single Lewis gun to be mounted on the centre section in a similar manner to those carried by the Sopwith Dolphin - but in the event, this was not fitted to production aircraft. The Snipe began production in 1918, with more than 4,500 being ordered. Production ended early in 1919, with just under 500 being built, the rest being cancelled due to the end of the war. There was only one version, the Snipe I,

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E7989, the third production Snipe built by the Sopwith Company, with the early production shape of fin and rudder.

with production by several companies including Sopwith, Boulton & Paul Ltd, Coventry Ordnance Works, D. Napier & Son, Nieuport and Ruston, Proctor & Company. Two aircraft were re-engined with a 320 hp (239 kW) ABC Dragonfly radial engine and these entered production as the Sopwith Dragon. An armoured version entered production as the Sopwith Salamander.

Into action

In March 1918, an example was evaluated by No.1 Aeroplane Supply Depot (No.1 ASD) at St-

Omer in France. Lieutenant L. N. Hollinghurst (later an ace in Sopwith Dolphins, and an Air Chief Marshal) flew to 24,000 ft in 45 minutes. He stated that the aircraft was “...tail heavy and had a very poor rudder...”, but that otherwise manoeuvrability was good. The first squadron to equip with the new fighter was No. 43 Squadron, based at Fienvillers in France, which replaced its Camels with 15 Snipes on 30 August 1918. After spending much of September training, it flew its first operational patrols equipped with the Snipe on 24 September. The Snipe also saw service with No. 4

Sopwith Snipe of No.25 Squadron over Constantinople in 1923, during the ‘Chanak Crisis’ referred to in the text. It features the later fin and rudder shape.

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The late version Sopwith Snipe now exhibited at the Canadian National Aviation Museum, Rockliffe, Ottawa. It was imported by early film star Reginald Denny for use in the classic aviation movie ‘Hell’s Angels’. Decades later, aircraft restorer Jack Canary acquired it and made it airworthy in 1987.

Squadron Australian Flying Corps (AFC) from October 1918. While 43 Squadron’s Snipes saw relatively little combat, the Australians had more success, claiming five victories on 26 October and six on 28 October, while on 29 October, 4 Squadron claimed eight Fokker D.VIIs destroyed and two more driven down out of control for the loss of one of 15 Snipes. No. 208 Squadron RAF converted from Camels in November, too late for the Snipes to see combat action.

Snipe Victoria Cross

One of the most famous incidents in which the Snipe was involved, occurred on 27 October 1918 when Canadian Major William G. Barker, attached to No. 201 Squadron RAF, was flying over the Forêt de Mormal in France. Barker’s Snipe (No. E8102) had been brought with him for personal evaluation purposes in connection with his UK-based training duties and was therefore operationally a ‘one-off’. The engagement with enemy aircraft occurred at the end of a twoweek posting to renew his combat experience before returning to the UK. While on his last operation over the battlefields of France, Major Barker attacked a two-seater German aircraft and swiftly shot it down. However, Barker was soon attacked by a formation of at least 15 Fokker D.VIIs, an aircraft widely

considered to be one of the best German fighter designs of the First World War. The ensuing melee was observed by many Allied troops and in the engagement, Barker was wounded three times, twice losing consciousness momentarily, but managing to shoot down at least three D.VIIs before making a forced landing on the Allied front lines. Barker was awarded the Victoria Cross for this action and the fuselage of this Snipe is now preserved at the Canadian War Museum, Ottawa, Ontario.

Postwar operations

Following the November 11th, 1918 Armistice with Germany that ended the First World War, Sopwith Snipes formed part of the British Army of Occupation, returning to the United Kingdom in August/September 1919, while Snipes replaced Camels in four home defence squadrons based in the United Kingdom. This force was quickly run down, however, and by the end of 1919, only a single squadron, No 80 was equipped with the Snipe. In 1919, the Snipe took part in the Allied intervention on the side of the White Russians during the Russian Civil War against the Bolsheviks, twelve Snipes being used by the RAF mission in northern Russia. At least one of the RAF Snipes was captured by the Bolsheviks and pressed

into service. Sopwith Snipes were placed on an operational footing during the 1922 ‘Chanak Crisis’ in Turkey where a warscare erupted between Britain and the newly formed Republic of Turkey when Turkish troops attempted to drive out occupying Greek forces. Snipes also equipped British forces in action against rebel tribesmen in Iraq during 1925, while Snipes also served with British forces in Egypt. Although the performance demonstrated by the Snipe was unimpressive (tests at Martlesham Heath in October 1918 had shown that the Snipe was inferior to the Martinsyde F.3 and Fokker D.VII) it was selected as the first standard post-war single-seat fighter of the RAF almost by default, because the Martinsyde Buzzard development of the F.3 was 25 percent more expensive than the Snipe and relied on a French engine that was in short supply (the 300 hp HispanoSuiza 8), while the range of fighters powered by the ABC Dragonfly radial engine did not come to fruition owing to failure of that engine. The last Snipes were retired from RAF service in 1926. The Canadian Air Force (CAF) also operated the Snipe after the war, but it was phased out in 1923, a year before the Royal Canadian Air Force (RCAF) was formed. I

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SCALE 1:40 COCKP

SOPWITH SNIPE

FIN & RUDDER USED WITH UNBALANCED AILERONS

COWL VENTS STARBOARD SIDE ONLY

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KPIT DETAIL

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SNIPE FLYING COLOURS Tony OK

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SOPWITH SNIPE FLYING COLOURS

SNIPE FLYING COLOURS Tony OK

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SNIPE IN DETAIL TO TIDY UP

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IN DETAIL

SOPWITH

SNIPE

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CLOSE-UP DETAIL STUDY OF THE EXAMPLE CURRENTLY ON DISPLAY AT THE ROYAL AIR FORCE MUSEUM, HENDON 4 1

1: The foreward fuselage showing surface panelling. 2: The prominent surface strip that runs aft at the base of the wooden covered top deck. 3: Metal surface panels that run forward from the cockpit position. 4: Stitching lines to the fabric fuselage side covering.

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5: Engine cowl an forward fuselage, showing the sheet metal panels behind the cowl.

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6: Lower right fuselage side at the wing root. 7 & 8: Lower left side of nose section. Note the sheet metal halftunnel behind the engine that guides away the exhaust. 9: Nose-on view of the Bentley BR3 rotary engine.

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10: Detail of wing bracing wire that passes through lower wing root to anchor on the fuselage underside. The anchor point can be seen in picture 11.

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12: Outer wing strut anchor point on wing top surface, also showing fabric inspection panel. 13: The shape of the aileron at the wing tip. 14: Lower wing underside showing aileron control horn. 15: Top wing upper side showing aileron control horn. 16 & 17: Centre section wing struts and wire braces. 18: Propeller boss.

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19: Gunsight on its mounting rail. 20: View forward in the cockpit looking to the left, showing the padded machine gun butts. For the pilot, it must have been a tight fit in there! 21: Right hand side cockpit rim. 22: View forward and to the right in the cockpit. 23: Left hand side of the fuselage rim. 24: Tailplane underside. showing the bracing wires and closed loop control wire run to the elevator horn. 25: This view shows the upper side tailplane/fin bracing wires and elevator control horn.

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30

31

26: Pitot head. mounted on front forward outer interplane strut. 27: Rear upper wing strut anochor, showing metal collar to which bracing wire end is bolted. Collars to other wing struts similar. 28: Front upper wing strut anchor point. 29: Lower wing strut anochor point. 30: Wing outer bay wing struts and bracing wires. Inners are similar. 31: Left wing lower rear strut anchor, also showing wire line between lower and upper ailerons in closed loop control system.

32

33

34

32: The stearable tailskid. 33: Rear fuselage showing closed loop control wire runs to the elevator. 34: Detail of fabric covering panel stitching on rear fuselage.

26 FLYING SCALE MODELS JANUARY 2017

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35

36

35: Control wire runs to rudder and elevator showing the adjustable turnbuckle terminations and the control horns. 36: Fin mounting post and hinge post for the rudder. 37: The main undercarriage. Note curved wheel axle and bungee cord landing shock absorbers 38: Mainwheel, outer face. 39: Further detail of the undercarraige leg showing the curved shape of the black axle and bungee cord landing shock absorber.

37

40: Head-on view showing the main undercarriage leg shape.

38

40

39

JANUARY 2017 FLYING SCALE MODELS 27

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OBITUARY

GARY SUNDERL Gary enjoyed free flight as much as R/C. This is his Short Type 184.

G

ary and I were teenagers in the years immediately following WWII and like many others, we were influenced by the rapid development of aircraft in that period. We both became model aircraft enthusiasts but, while I remained a modeller, Gary carried his aviation interest into both his private and working life with a long involvement in full size gliding and powered aircraft. When I retired, I returned to modelling in the early 1990 s and joined the Victoria Flying Scale Aircraft Association. There I found Gary, also retired and deeply involved in building and flying radio controlled scale models of WWI aircraft. Over the following years we struck up a close friendship and spent many hours discussing aircraft and competing with our models. Gary was a prolific builder of models and, as well as his large scale radio models, he also built and

flew smaller free flight scale models and very small and delicate rubber powered indoor types. He travelled widely to compete with these models and was recognised as an expert in the field of scale modelling, winning many competitions at Club, State and National levels. In 1996 he was a member of the Australian team that competed at the World Scale Championships in France. Gary was a very knowledgeable aviation historian with a keen interest in the progress of Australian aviation and this led to the building of models commemorating milestones in Australian aviation history. He constructed large flying scale models of John Duigan’s homebuilt aircraft, the first powered aircraft to be built and flown in Australia, Harry Houdini’s Farman that made the first flight of a powered aircraft in Australia and a Bristol Boxkite, the first aircraft flown in Australia by pilots of the Point Cook

28 FLYING SCALE MODELS JANUARY 2017

Flying School. Now it’s well known that large scale models carry many of the traits of the full size aircraft and these models of early 20th century aircraft followed this trend. They were barely flyable and it was only Gary’s skill and perseverance in the face of many obstacles that saw them take to the air, fly, and land more or less in one piece. The many modellers who knew him will remember Gary as the fellow who always set himself up, usually on his own, at the end of the pits where he would spend an inordinate amount of time assembling a pair of large WWI biplanes with their delicate wing structures and spider’s web of bracing wires. After flying the competition, he would then spend a similar amount of time dismantling these models. Gary was usually the first to arrive and the last to leave the flying site! He had his own system for operating his models and those who were permitted to assist had to be very aware of what they could or could not touch while helping. We were often very apprehensive when Gary was starting his large engines as

Gary tackled several of the Albatros scouts in quarter scale; D.II. D.III and D.Va. This is his D.III

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RLAND 1934-2016 BY JOHN LAMONT, EDITOR, AUSTRALIAN MODEL NEWS

The Harry Houdini Farman was another challenge successfully achieved as was Gary’s equally difficult Bristol Boxkite both featured in FSM.

there were usually electrical cables hanging precariously close to the propeller and he did in fact lose a couple of finger ends due to contact with fibreglass propellers. Following a bit of surgery and a quick recuperation he was back as keen as ever. Gary was a world renowned designer of WWI model aircraft and for many years contributed working drawings and construction articles to Flying Scale Models which feature prominently in the FSM plans list. For my part, he was a constant contributor to newsletters that I produced, usually sending an envelope addressed to me but with the addition of a German Air Force rank; I can’t imagine what the postman thought as, over a short period of time, I achieved every rank in the Luftwaffe! Gary never embraced computer technology and I’m sure that he would still have used a slide rule in his work long after everyone else turned to calculators. His correspondence was always by post and hand written and his photographs were always taken using film, requiring much typing and scanning to make it usable in our

Awkward types like his 1/5th scale F.E.8 with pusher engine were no problem for Gary.

Indoor scale too; this is his Ertich Taube.

computer driven age. For most of his modeling life he used older style basic transmitters until lack of service and spare parts finally compelled him to step into the world of computerised sets. He never really came to grips with his new radio transmitter and I received many phone calls asking for an interpretation of the contents of the manual. He once asked what was meant by the instruction to re-boot the transmitter and when I explained that he was simply required to turn it off and then on again he indignantly asked “why didn’t the manual just say that”. Gary was a dedicated scratch builder, but as ARF scale models became available and competitions were modified to allow their entry, the opportunity for more flying influenced him to flirt with more modern aircraft. He acquired a couple of Spitfires and Me109s but these streamlined models, with their higher landing speeds and with delicate retracting undercarriages, finally got the better of him and he reverted back to his slow but tough WWI biplanes.

One of Gary’s Favourites, his quarter-scale Fokker D.VII.

In recent times he found some monoplanes that he felt would suit his flying style and after constructing a low wing Japanese Nakajima Ki.27 with a fixed undercarriage he went on to build a shoulder wing monoplane Fokker V.21. His last completed model was the Fokker E.V parasol monoplane recently featured in FSM and at the time of his passing he was back to biplanes working on a large Italian Caproni tri-motor bomber. As I said earlier, Gary was a prolific designer and builder and he once told me that he tried to produce at least two new large radio models each year. To most modellers this would be an enormous undertaking, but Gary had his design and building procedures honed to a fine art and was able to achieve this formidable task. He was the most enthusiastic modeller that I have known and will be sadly missed at by all who were privileged to have known him.

Gary was never much into monoplanes but he did produce this Nakajima Ki 27 ‘Nate’ for O.S. 200, but was reluctant to have it published.

John Lamont

The last-published Sunderland design his Fokker E.V, that appeared in FSM November 2016 issue.

JANUARY 2017 FLYING SCALE MODELS 29

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KIT PREVIEW

Messerschmitt

Me108 Taifun

Ken Sheppard previews SLEC's 1:4 scale kit designed by Robin Woodhead for 26-40cc petrol engines

T

he Me108 was originally developed as a civilian touring aircraft, and later used in large numbers by a number of military air-arms for a variety of noncombat second-line and support duties, such as liaison, light transport and target towing, and was the first of Willy Messerschmitt’s designs to enter mass production. Designed in the early ‘30s, it was well ahead of its time, being a monoplane and featured a steel tube framed fuselage and wooden wings, with

retracting tail-dragger undercarriage. The end of WW2 did not see the end of the Me108. However, as production lines in France continued building them as the Nord 100 series. As of 2013, 14 original Me108 had survived, together with over 40 Nords. The type has not really been modelled by R/C Scale flyers very much, so this kit from SLEC will make a welcome addition to the shrinking range ‘real aeromodelling’ kits i.e. you have to build it from scratch!

Although not technically a warbird by design, due to a shortage of flyable Me109 for the filming of such war films like ‘The Longest Day’ and ‘633 Squadron’, Me108s and the Nord variants were used as ‘generic Luftwaffe fighters’, so I reckon that that service gives it a genuine ‘warbird’ pedigree.

THE MODEL

The kit, as supplied by SLEC is supplied in two large boxes, one containing the laser cut wood parts, stripwood and sheet

Designer Robin Woodhead opted for a splinter camouflage scheme - there are a lot of different schemes to choose from!

30 FLYING SCALE MODELS JANUARY 2017

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1

2

3

4

1: Contents of the smaller box - comprehensive laser cut parts in ply and balsa, hardwood and balsa strip wood, tube wing joiners, control surface snakes and pack of fixing - hinges, screws, bolts, blind nuts, etc, epoxy board horns and hinge parts, instrument panel sheet and 4 instruction booklets. 2: Mouldings galore, plus loads more balsa, ply and stripwood. The 3-piece canopy mouldings are crystal clear. The clear ‘round’ mouldings are for the landing light - the ‘do-nuts’ are purely to assist the vac-forming process. 3: An example of the excellent colour photos that make up the instruction booklet part 2 - almost 200 of them! 4: The laser-cut instrument panel and instrument bezels.

(spruce, balsa and birch and lite ply as appropriate), a epoxy/fibre sheet of laser cut horns, hinge parts, etc, hardwood uc bearers, aluminium wing joiners tubes with phenolic tube outers, plastic snakes for elevator and rudder runs. Full size plans (five large sheets) are supplied, together with comprehensive airframe build instructions in the form of two A4-

sized booklets - Part 1 (20 pages) is a step-by-step list of written instructions, referring, where appropriate, to the full colour photos (a total of 200!) which comprise Part 2 booklet. Separate booklets cover the assembly and fit of the suggested cockpit seating and the large underwing landing light unit. There is also an optional cockpit dashboard kit

available from SLEC (can be bought separately) also with a fully detailed instruction booklet. The second large box is longer, but lighter, and contains all the moulded parts - white ABS seat squabs and seat backs for the cockpit, cockpit floor, underwing light parts and of course, the huge crystal clear canopy (in 3 parts)

The curved front windshield moulding.

Robin’s fuselage and wing centre section build at a very early stage - the two fuselage halves are joined along top and bottom longerons.

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Trial fitting the windshield on Robin’s prototype.

SPECIFICATIONS

Name: Messerschmitt Bf108B Taifun Manufacturer: SLEC (www.slec.co.uk) Designer: Robin Woodhead Scale: 1:4 Wingspan: 2.64m (103”) Weight: 13.2kg (29.3lb.) Power: 33cc - 50cc petrol (OS GT33 recommended) Recommended retracts: Kingfisher Aviation

and rear cockpit windows - and underneath? Masses more balsa sheets, balsa and hardwood strip and more lasercut sheets! Immediately obvious was that throughout, the balsa sheet and strip was uniformly selected of light, but firm, stock, really excellent build material. Before starting the build, it is advised that you select and obtain your choice of retracts and main wheels - the instruction recommend the custom-designed pneumatic set from Kingfisher Aviation (which includes a scale steering tailwheel assembly). Other retract sets are available, of course, but for the purposes of the review, I decided to purchase the recommended set. One part that I haven’t mentioned is the large fibreglass cowl that completely engulfs the engine/muffler set-up. At the time of writing, a production fibreglass cowl (probably in three parts) was not yet available. However, I have included in this preview, a photograph of Robin Woodhead’s prototype moulding, made from his own plugs. As I understand it, SLEC have commissioned new plugs for the production cowl parts and the production cowl will be forthcoming very soon. I will feature the final cowl version in the follow-

32 FLYING SCALE MODELS JANUARY 2017

up review of the build (coming soon over the winter build period!).

FIRST IMPRESSIONS

This is a builder’s dream! Forget ARTFs, this is something really to get your teeth into! The kit looks to be great value for money and pretty comprehensive, allowing the structure to be built without too much extra spend - just glues and tools, really! The instructions state quite clearly that the kit is NOT for beginners, however. I have not seen the prototype fly yet, but reports are favourable. I have seen Robin’s completed Me108 in the flesh and it is one sweet-looking aeroplane. I can’t wait to get started on the review model unfortunately, a house move has delayed the start, but I hope to be back on track soon. Watch out for a two or three part review in FSM in the next couple of months! The optional retracts from Kingfisher are first class engineering and are certainly fit for purpose. I must admit I did baulk a bit at the price of the retracts (more than the cost of the kit), but you get what you pay for and, as I have had several cheaper sets fail me in use, the investment is probably well spent - and I certainly have no criticism of the quality of the Kingfisher units. I

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The prototype airframe virtually complete, ready for glasscloth covering.

Robin’s prototype big fibreglass cowl made was in two halves, joined top and bottom. The production version may be supplied in three pieces.

A front top view of the Me108 seen at the LMA Symposium, Gaydon, showing its streamlined shape.

The custom designed retract undercarriage set for the Me108 available from Kingfisher Aviation.

WANT MORE INFO AND DETAIL FOR THE MESSERSCHMITT BF 108 TAIFUN? Publications covering the Bf 108 Taifun are few indeed, but one, by MMP Books stands out. Published in Poland by Stratus s.c. if offers a wealth of facts, colour schemes, scale drawings and colour schemes, plus much close up detail. Titled Messerschmitt Bf 108 Taifun, (ISBN book no. 978-83-61421-67-2) by Jan Forgram, look it uo at www.mmpbooks.biz

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MESSERSCHMITT Bf 108 TAIFUN

SCALE 1:50 Angle of rake-back of main undercarriage leg in retracted position

Main views show early production standard and detail views show late production standard

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EARLY FIXED PITCH PROPELLER

LATERVARIABLE PITCH PROPELLER

LANDING LIGHT

PITOT HEAD

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TYPE HISTORY

MESSERSCHMITT

BF 108 TAIFUN FROM ITS SHAPE, THE TAIFUN IS IDENFIABLY A MESSERSCHMITT, BUT LESS AGRESSIVE THAN MOST FROM THAT STABLE AND EMPLOYED FOR SOMEWHAT LESS AGRESSIVE PURPOSES

T

hese days, the Bf 108 Taifun is most likely seen in low budget War Movies and ‘period’ TV series masquerading as its immediate successor the Messerschmitt Bf 109 which is much more expensive to hire for the job, due to the very high market values of the latter - even if practically all those are in fact examples of the licensebuilt Spanish Hispano HA1112 with Rolls Royce Merlin engines. A genuine Me109 of any variant with a genuine DaimlerBenz engine is a rare and ultra valuable animal indeed, to be flown sparingly of air time hours, only in the most carefully

controlled air-show circumstances. Interestingly though, whilst so few of the 33,000 Messerschmitt 109s now survive, there are far more of approximately 700 manufacurered Me 108 Taifuns still around and airworthy ... for which there is a reason, but more of that later.

SQUARE ONE

The Treaty of Versailles of 1919 that followed the end of WW1 in November 1918 sought to prevent the reestablishment of Germany as a military force, where restrictions included an army of just 100,000.

Consequently, and with manufacture of military aircraft specifically forbidden, the prospect of a resurrection of German air power hung on the strength of a ‘watching brief’ by technically qualified officers quietly secreted at Army Headquarters in Berlin. Whilst many of the German WW1 aircraft manufacturers such as Albatros, SiemensSchuckert, Pfalz. LVG etc. disappeared, others, like Prof. Hugo Junkers, found a way to continue. Similarly, Dr. Ernst Heinkel who, during the 1914-18 period, had been part of the design teams of LVG and Albatros, also found ways to continue

One of a total of eighteen Messerschmitt Bf 108s operated by the Royal Air Force during the 1939-45 period under the type name of ‘Aldon’. The total grew as Taifuns were captured in overseas combat theatres to a total of eighteen examples.The clean and attractive lines of the aircraft are well illustrated here.

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Bf 108B D-IMTT was Dipl. Ing. Willy Messerschmitt’s personal aircraft, although there is no knowing if the man himself can be seen at the controls!

forming his own Heinkel-Flugzeugwerk in 1922. Thus, through development of civilian ‘sporting’ aircraft types in small numbers and such other routes as a club-based Glider Movement, when Adolph Hitler and his National Socialist Party came to power in January 1933, there was a bedrock of technical qualification and nascent manufacturing base on which to re-build an aircraft industry. Willy Messerschmitt’s induction into aircraft manufacture was less warlike, beginning with pioneer gliders as early as 1917 and successfully followed through, with associate Friedrich Harth, into the post-WW1 era. More gliders and motor gliders followed. Then came more conventional designs, the M.17, M.18 and M.20 ten-seat light transpor/, These three were all under the auspices of the Bayerische Flugzeugwerke (BFW) which went bankrupt in 1931, to be reestablished just over a year later with Dipl. Ing. Willy Messerschmitt as Director.

WHERE THE WIND BLOWS

The Messerschmitt Bf 108 has its roots in post 1933 German state-sponsored participation in the Challenge Internationalle de Tourisme competition for light touring aircraft, initiated in 1929 and organised by the Polish Aero Club. For the 1934 event of the annual series, three German aircraft types were entered, Fieseler Fi.97, Klemm Kl 36 and the Messerschmitt Bf 108A, the latter being an aerodynamically very clean low wing, single engine, four seater design with retractable main undercarriage - all at a time when most sporting and private-use

personal aircraft were draggy biplanes. Whilst the Bf 108 did not win the 1934 competition, which involved long distance flying, it was clearly a first class design, offering a combination of speed and excellent short-field take-off/landing performance. A number of flights to countries as far away as South Africa in record-setting times prompted the naming of the type as the ‘Taifun’, the German word for Typhoon.

INTO SERIES PRODUCTION

Successes led to a production contract for 32 examples of the revised variant, the Bf 108B in 1935 and the newly revealed post-1933 German Air Arm, the Luftwaffe ordered the type as its standard liason aircraft and in the years that followed, the inventory of most Luftwaffe combat units included a Taifun as a hack and communications aircraft. Meanwhile, a steady trickle of sales for civilian purposes was being achieved in Europe and further afield, backed by air racing participation including entries at UK events, where a UK sales agency had been established by the Fraser Nash Company. Perhaps must spectacular in terms of sales promotional flights may however be regarded as the transport of a Bf 108B to Rio de Janiero, Brazil in 1937, hung underneath the airship LZ 129 Hindenburg, from where the Taifun was flown over 27,000 miles across the Southern and then North American continents, arriving in New York in July 1938.

INTERNATIONAL INCIDENT

In January 1940 there occurred what became known as the ‘Mechelen

Incident’ when two German officers, Majors Erich Hoenmanns and Helmut Reinberger took off from an airfield near Munster, bound for Cologne. Lost in pour weather, the pilot drifted well off track, into neutral Belgium and forced landed, wrecking the Bf 108 in which they were travelling - not a problem - EXCEPT that Reinberger was, against strict orders, carrying a copy of the plans for the German invasion of the Low Countries, planned to commence later that month. Result; Operation Fall Gelb (Case Yellow) as the plan was titled, was postponed (and revised) until May that year. German authorities sentenced both Reinberger and Hoenmanns to death in absentia, the two having been interned in Belgium and then taken first to Britain and then to Canada. Post WW2, both returned to their native Germany.

THE FRENCH CONNECTION

Production of the Bf 108 Taifun in Germany ended in 1942, with a total of 529 and transferred to German-occupied France at the SNCAN du Nord works at Les Mureaux from where, prior to the Liberation in August 1944, some 170 were delivered to the Luftwaffe. Production then continued in France as the Nord 1000 until supplies of the original German Argus engine dried up and were replaced with a Renault engine, the type then re-designation as the Nord 1001 and supplied to French armed forces. Another notable development of the type was the Messerschmitt Me 208, which was, basically a Bf 108 with a retractable nosewheel undercarriage. Although this type went no further than prototype stage

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The prototype Bf 108, as seen during the Challenge Internationalle de Tourisme for which it was originally designed. The fin carries the Black (top), white and red (bottom) national colours on both sides of the fin/rudder assembly, which continued, briefly, in civilian aircraft after the Nazis came to power in 1933, until the death of President Paul von Hindenburg in 1934.

in Germany, production of the Me 208 later was initiated alongside the Taifun in France as the Nord 1100. That there still remained potential in the basic design was demonstrated in the Nord 1011 with Turbomeca Astazou turboprop engine, a single example of which was produced in 1959.

FINAL FLOURISH

During the early 1970s, the Taifun was the subject of a further final study in the form of the Taifun Me 108F planned as a modernised version by the German Taifun Flugzeugbau GmbH., for which an original Bf 108B was acquired from Sweden as a pattern aircraft. One of the prime movers in this initiative was no less a personality than Kurt Tank, of wartime Focke Wulf

190 fame. Planned for 300 hp Lycoming engine power, the existing competition would have been the likes of Cessna 210, Beech Bonanza and Piper Cherokee, but the Taifun 108F never go beyond the proposal stage.

HERE THERE, AND EVERYWHERE...

During the WW2 period, aircraft production numbers in general reached volumes far in excess of the periods before and after, and in that context, production numbers for the Bf 108 Taifun were most certainly modest, just 700 while Bf 109s totalled over 33,000! The Taifun nonetheless spread its wings far and wide in small numbers. Pre-WW2,

examples were exported to Austria, Hungary, Japan, Munchukuo (Manchuria puppet state), Romania, Spain, and Switzerland, plus two to UK and single examples to Chile and Australia, the latter eventually sold to an operator in Netherlands East Indies. When WW2 ended in May 1945, exLuftwaffe Taifuns were taken over by a mix a military and civilian operators in Czechoslovakia, Norway and Poland, while the Air Force and Navy of France used examples off the Nord production line for over a decade. The two pre-WW2 UK registered examples and that previously operated from Croydon by the German Air Attaché, were the first to be impressed into RAF service, followed by a further eighteen,

The restored and cherished Bf 108 Taifun now owned and operated by the Deutsche Lufthansa Berlin Stiftung - a genuine WW2 veteran.

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An early Bf 108B with fixed pitch wooden propeller, showing the tight cowling of the Hirth HM 8U inline engine. Narrow, outward retracting main undercarriage style was a feature carried over to the Messerschmitt Bf 109.

Practical accessibility! Head-on view of the nose section, showing the raised inspection hatches and the exhaust system.

A further view of the nose section, showing the Hirth HM 5U engine.

captured in overseas combat zones as the war progressed. In RAF service, the Bf 108 was given the name ‘Aldon’. It might just be that the number acquired by the RAF by various routes might just make it the third most numerous operator of the

type - after Germany and France! Finally notable is the single example assigned, in 1939, to the US Embassy in Berlin, taken on charge by the USAAC with the Air Corp. designation XC-44. I

Development of the Bf 108 Taifun led to the Bf 208 with retracting tricycle undercarriage, design of which commenced at the Messerschmitt Augsburg factory in 1941, but prototype construction and development was thereafter transferred to SNCAN du Nord in France, the first flown in 1943. Post WW2, it went into series production at the Nord 1100.

View showing the fold-forward cockpit access panels and the generous wing flaps which imparted excellent short field take off/landing performance.

This rear view shows the fixed tailwheel and the remarkably clean line of the Taifun. Note also the under-tailplane brace strut - another feature carried over to the Bf 109.

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SCALE TECHNIQUE

SCRATCH-BUILT

DUMMY RADI Bernade Seale relates the step-by-step approach to cons

S

ome years back, I decided that I ought to have a go at building a scale model of an aeroplane that had an exposed radial engine don’t ask me why - I am just prone to doing stupid things now and again! I decided on the Gloster Gamecock Mk 1 - mainly because I hadn’t seen it modelled before (I discovered Gordon Whitehead’s R/C plan when I was about halfway through the build), and I like biplanes. So I obtained some three-view drawings, drew them up to one-sixth scale, and away I went. After the model was completed it was used in competition at the British Nationals for three years. Now, I had better explain at this point that, although I fly R/C (pretty badly), I compete in Control-Line Scale competitions. If you feel that you can’t compete with the established R/C scale ‘names’, give it a try yourself. I am not an exceptional builder or flyer, but I’ve not done too badly over the last few years and the class needs some new faces. Anyway, back to the plot. At 1/6th scale, what follows here will be relevant to R/C scale models using the same engine. I managed to contact Gordon Whitehead part way through the build and he admitted that the accuracy

of his dummy radial Bristol Jupiter VI was probably not up to modern-day standards of static judging - at the Nationals, the C/L scale models are static judged to the same standard as the R/C and F/F models. So, how was I going to create an accurate nine-cylinder dummy radial engine? In my usual style, I had decided to cross that bridge when I came to it and now I had! By this time I had discovered some rather more detailed drawings of the Gamecock, drawn by Albert Granger, including four detailed views of one cylinder, complete with inlet and exhaust ducting. I had these views enlarged to match the scale of my drawings, and stuck the side elevation onto them (Photo 1). Checking out the various commercial dummy engine kits and cylinders led me to the Williams Bros 1:4 scale rotary cylinders, which were just about the perfect size for my 1:6 scale radial, although these were going to need some extensive re-working. The final result, though I say it myself, was not bad at all (Photo 2). I had known for some time that the fuselage outline was wrong in a few places, but I was already in the process of building a more accurate model with the

PHOTO.1.

Enlarged photo-copy stuck to plan.

40 FLYING SCALE MODELS JANUARY 2017

intent of using the dummy engine from the original model, but my search for greater accuracy resulted in a different bulkhead former size. Having thought that I had got the ‘exposed radial syndrome’ out of my system, it was back to the beginning again! This time I decided to keep a photographic record of the construction, so that I could share the experience with anyone else who might be interested. So, here we go!

Stage 1

The first stage is to make a cowl in GRP or as a vacuum-forming in a thermoplastic such as ABS. In my day-job (at that time) as a teacher of Design & Technology, I luckily had access to a vacuum-former and a wood-turning lathe, so I took the latter course, as I had on the first Gamecock, first turning a former in wood, and then vacuum-forming over it. The centre of the cylinder positions (nine, equi-spaced around the circumference) then have to be marked out, and are drilled out using a 37mm diameter hole saw, as used by plumbers, in a portable electric drill (Photo 3). The front opening of the cowl is also cut out and trimmed at this stage. I will add here that, on my second Gamecock, I omitted the

PHOTO.2.

Final dummy engine before weathering and dirtying.

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Part 1

DIAL ENGINES onstruction of his 1/6th scale Bristol Jupiter VI. Follow his technique which is generally applicable machine-gun troughs, building the version of J-8409 that was used by 23 Squadron for air racing. These troughs would need to be included in the vacuum-forming if building the military version of the Gamecock, as I did first time round. The areas for the induction pipes at the rear are also marked out, most of the waste material drilled out with a suitable sized twist drill and then finally shaped with a file or suitable section Permagrit tool (Fig. 1). On my cowl, a further cutout was made at the bottom for the cylinder and rocker cover of the Laser 90, which just protrudes, but not obtrusively (Photo 4). This may seem to be rather a large motor for this size of model (60 inch wingspan), but it is wise to use larger motors than for R/C models when flying C/L, in order to overcome the line drag which, with insulated lines (nylon covered fishing trace) can be quite considerable. These lines are used to pass signals to the model (like DSC) to operate throttle and other options. Spraying with Chrome Aluminium aerosol paint, found in most motor accessory shops, then finished the cowl. This gives a pretty convincing finish when fuel-proofed with a gloss proofer. I did attempt to apply panels of Aluclad,

FIG.1.

PHOTO.3.

The cowl drilled for the cylinder heads, using a hole saw.

CENTRE 1/3 SECTION REMOVED

DRILL 12BA CLEARANCE BEFORE REMOVING CENTRE SECTION FIG.2. PHOTO.4.

The inverted Laser 90 in the Gamecock.

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PHOTO.6.

PHOTO.5.

Joining the pairs of induction pipes.

The collector ring, turned in MDF.

but the front curvature of the cowl was too sharp to avoid getting wrinkles in the covering. So off it had to come to be replaced by the paint finish!

Stage 2

The next item to be made was the exhaust collector ring (Photo 5). On the first Gamecock, I had turned this in Jelutong, a soft hardwood(!) similar to obeche, but this time I used MDF to cut out the possibility of short grain. Although MDF is quite heavy, the Gamecock is short-nosed, so this does not matter too much. This has to have 20 holes drilled around its circumference for the exhaust pipe outlets from the nine cylinders, plus two for the pipes leading to the silencers.

Stage 3

Now to the cylinders. Many model shops

probably wouldn’t have nine in stock, but will be prepared to order them for you, Alternatively, try the mail order web sites. The front and rear half of each cylinder is cemented together in the usual way with polystyrene cement or Plastic Weld liquid. Before the head is fitted, it needs some modification. The rocker and valve stem need cutting away - I did this with a junior hacksaw, and then cleaned up the head with a fine file. The fairly thick arm that acts as a pivot for the rocker remains and the centre third of the width of this is removed, again with a junior hacksaw and thin (warding) file, to leave two arms between which the rockers would pivot (Fig 2). The heads can then be glued in place on the cylinders, with these arms pointing towards the front. Before proceeding any further, it is probably best to make up the exhaust

pipes that run from the front of the cylinder heads to the collector ring. I fabricated these from plastic tube, approximately 7mm in diameter, obtainable from model shops or B&Q stores. These pipes had to be bent through 90 degrees but with a reasonable radius. I made up a former from a length of brass rod, which would give the correct radius of bend and hopefully prevent the tube collapsing (Fig 3). I used brass for the former because it machines easily, but if you don’t have machining facilities, it could easily be fabricated from wooden dowel. The plastic tube was softened with a heat gun at the area of the bend, laid in the former, which is held in a vice, and pulled round the curve. The plastic cools very quickly, and, once removed from the former, the pipe section can be cut off. At

SCALE 1:20 jupiter VIIF installation in in Bristol Bulldog, showing downstream head fairings and Y-Pipes to front exhaust collector.

42 FLYING SCALE MODELS JANUARY 2017

jupiter VIa as used in Bristol Bulldog 2 with direct drive valve gear covered and with Y-Pipes to front exhaust collector.

RADIAL ENGINES Tony OK

21/11/16

16:08

Page 5

FIG.3.

PHOTO.7.

DIAMETER OF PLASTIC TUBING

Bottom left: induction pipe. Bottom right: exhaust pipe. Top right: prepared cylinder. Top left: cylinder complete with exhaust pipes.

INSIDE RADIUS OF BEND

FOR EXHAUST PIPE

PHOTO.8.

FOR INDUCTION TUBE FRONT

PLAN VIEW Cylinder location in jig.

this stage I left them a little over-length. Some collapsing did take place, but the circular cross-section of the tube was restored with car body-filler. If you need to do this, remember to roughen the plastic tube to give a key for the filler. The induction pipes that lead from inside the rear of the cowl to the rear of the cylinder heads, should next be formed in the same way - that is, bent through 90 degrees in a suitable former to give the correct radius. Each pair joins up before disappearing into the cowl, so they have

FIG.4. to be cut and joined (I used epoxy) as shown in Photo 6.

Stage 4

The cylinders now have to be prepared to accept these exhaust and induction pipes. Four notches have to be cut into the heads (Figs 4 and 5) - I used a burr in a mini-drill to do mine - and the pipes need to be offered up to check the fit, until their top edge is level with the top of the cylinder. Photo 7 shows one each of an induction pipe, exhaust pipe (each

complete with filler), prepared cylinder (not very clear) and cylinder with exhaust pipes fitted (still to be dealt with). The pairs of induction pipes are easily glued in place (epoxy again). The exhaust pipes at the front are a little more difficult to fix accurately. I must admit that, on my first Gamecock, they were fixed using the Mark 1 eyeball - not always 100% accurate! So I decided this time to make a jig so that I could make up nine identical sets. Photo 8 shows the basic jig, carved out of a piece of hard

FIG.5.

Bristol Jupiter Mk.XFBM with twin exhaust pipes and exhaust collector.

JANUARY 2017 FLYING SCALE MODELS 43

RADIAL ENGINES Tony OK

21/11/16

16:08

Page 6

PHOTO.10.

PHOTO.9.

Spacer added to hold exhaust pipes at correct distance from cylinder.

Block to hold pipes at the correct angle.

balsa, into which the steps in the cylinder will locate. Then a spacer was glued to the front of the jig to hold the exhaust pipes the correct distance away from the cylinder (Photo 9). Finally, a block was made to hold the pipes at the correct angle (Photo 10). However, this could not be glued in place otherwise it would be impossible to remove the cylinder and pipes after they were glued together. So this block was pinned in place, pulled off for the removal of cylinder and pipes once the epoxy had cured and then replaced ready for the next cylinder/pipe combination to be glued. Elastic bands hold everything in place while the epoxy cures. Lastly, everything is blended together with car body filler. The induction pipes at the rear are much easier to hold in place, already being paired up and much shorter than the exhaust pipes. I

Concludes next issue

SCALE 1:20 Detail of the Y-style exhaust pipes and collector

Detail with the exhaust system deleted and showing the crankcase

Bristol Jupiter VIII (Geared) showing exhaust piping .

44 FLYING SCALE MODELS JANUARY 2017

FSM JAN 17 P45.indd 1

22/11/2016 11:13

NORTH BERKS SCALE DAY Tony OK

21/11/16

16:10

Page 2

PHOTO REPORT

NORTH BERKS SCALE DAY 2016 The North Berkshire Club's annual Scale Day is one of those regional events popular for its lowkey fly-show-and-tell approach that draws a spread of models ranging from simple (and also not quite so simple) all-foam airframe models to very large and impressive types.

FLYING SCALE MODELS TROPHY WINNER Cyril Warmington was this year's Flying Scale Models Trophy with is entirely scratch-built Blackburn 1912 monoplane. 52" span model replicates the Old Warden based Shuttleworth Collection's original full size example (still airworthy, but flown only very sparingly when the summer evening weather is just right!) Cyril's electric powered model uses a 750 Kv motor running from a 2200 mAh Lipo power pack and driving a Graupner 12" x 5" prop. The metalwork and the spoked wheels are all the builder's own work.

46 FLYING SCALE MODELS JANUARY 2017

NORTH BERKS SCALE DAY Tony OK

21/11/16

16:11

Page 3

Peter Anderson brought along this Bristol Blenheim Mk.4, based on the original Balsacraft kit but largely scratch-built. 60” wingspan model uses Hobbyking Bell motors running off a single 500mAh three-cell power pack, driving Hobbyking Skymyte props. Complete with Hobbyking retracts, it weights in at about 3.5 lbs and preformed reliably throughout the day.

Long-time helicopter man Martin Briggs flew this big 1:7.5 scale Bell 212 built from the Roban Quick UK Kit. Electric powered, running an Align 800 motor fed from a 12S 5 Amp power pack that provides six mins. of flight tme with 60% juice left. Flybarless rotor system; 18 lbs all-up.

Mike Burke’s Aermacchi MB-339 has an all-foam basic airframe and is finished in Italian Frecce Tricolore aerobatic team colours. It features fixed undercarriage partially buried into the wing and fuselage undersides. Hobbyking Turnigy motor drives a 90mm dia. Turbines RC fan unit. Weighs 6.5 lbs. Semi-burried undercarriage works well from short mowed grass.

JANUARY 2017 FLYING SCALE MODELS 47

NORTH BERKS SCALE DAY Tony OK

21/11/16

16:11

Page 4

Martin Briggs’ Robinson R22 from the Vario kit is to 35% scale. Uses the same power system as his Bell 212 and weights a lumpy 28 lbs.

Ray Stuart flew his Freewing F-86 Sabre throughout the day. Basic foam airframe has a wingspan of 80mm (30.4”) is EDF powered with a Turnigy 4000 motor few from a 6S power pack. Features flaps and Hobbyking retracts.

Foam airframe jets were in abundance. This Hawker Hunter was finished in 1956 ‘Suez Action’ black/yellow invasion stripes.

This small foam airframe Aero L-39 Albatros in Breitling Jet aerobatic team colours was another that performed regularly through the day.

Ken Sheppard’s Messerschmitt Me 163 Komet is super fast and best photographed on the glide-in landing to avoid camera blur! Lands like a sack of spuds!

Neville Mattingley’s North American P-51D built from the YT International ARTF kit range. 71” span model is ASP 120 (petro;) powered and is an eight-flying-season survivor! Spring Air retracts.

NORTH BERKS SCALE DAY Tony OK

21/11/16

16:12

Page 5

Colin Gardner’s spectacular Messerschmitt Me 109G from the YT International ARTF kit is to 1/5th scale, spanning 88” and is powered by a DLE55 motor driving a 20 x 10 three-blade prop. Uses YT pneumatic retracts.

Neville Cole’s Hangar 9 1/5th scale Supermarine Spitfire Mk.IX is Evolution 38cc powered and features E-flite electric retracts. Weights in at approx 29 lbs.

Ken Sheppard’s big impressive Stinson Reliant built from the Great Planes kit needs rudder co-ordinated with ailerons for a tidy turn.

If it’s an Ultimate 10-300, it’s best photographed inverted. Paul Miles demonstrated his Great Planes is Moki 180 powered and spans 66”. The full size Ultimate 10-300 was a Canadian homebuilt supplied in kit form by a Company rejoicing in the title Streamline Welding, of Hamilton, Ontario ... thought you’d all like to know that little gem of info!!!

JANUARY 2017 FLYING SCALE MODELS 49

GROUPY PART 2 REVISED TONY OK

21/11/16

16:27

Page 2

FULL SIZE FREE PLAN FEATURE

GOUPY BIPLANE

PART 2: Concluding the construction of an electric powered model of an unusual pre WW1 aircraft for three-function control. Designed by Peter Rake with the prototype model being built and test flown by Phil Burress.

I

n order to make it easier to obtain a straight, square structure, the fuselage is built as two separate box structures, which are then joined over the plan. The rear, built-up section forms one box, while the front, sheet sided part is the other. If you are building in a hurry, start with the rear structure, and work on the front while glue dries on the rear framework. Make two identical side frames from 1/8” square balsa, building in the 1/16” sheet at the tail and the 1/8”x1/4” strips for the eyes that alter the direction of the elevator cables. Once the glue is completely dry, remove from the board and plane or sand the taper for the tailplane seat. Working over the plan, join the two side frame with the cross braces and fit the 1/16” balsa and 1/8” liteply pieces. Ensure that the structure is perfectly straight and square before allowing to dry thoroughly. Mark the former and motor plate positions onto the inside of the two front sheet sides and drill them for the elevator horn bearing tubes. Working over the plan, glue in place the spruce (bass if using the laser cut parts the publisher is almost certain to offer) centre section (c/s) struts

and allow to dry. Join the sides using F1T, F1B, F2, F3 and the motor plate. Once again, check that all is perfectly straight AND square and allow to dry. If this stage isn’t square, the likelihood of your c/s struts actually lining up correctly is reduced to virtually nil. Once dry, join the front and rear structures taking care to achieve a straight, square fuselage. Fit the 1/16” balsa fill areas, followed by formers F1A and F1S. Glue in place the 1/16” balsa top and side sheeting. Carve and hollow the coaming block, notch it to fit around the c/s struts and glue it in place. Since there is ample access via the radio hatch, it will result in a neater finish if the undercariage (u/c) wires and elevator horn parts are fitted after the fuselage is covered. Likewise, fit the tailskid after the bottom of the fuselage has been covered, but before the top and side covering is in place. Phil B. comments: “This came together nicely and I liked building it as two pieces. One modification I’d suggest is to use wider liteply pieces for the landing gear mounting for a little more strength.” (Although the size shown has been proven on other models, the choice is yours. PR)

Although I believe Phil has used foam for the cockpit fairing, block balsa would prove more durable.

Here you can see how the control cables attach at the rudder and elevators.

Phil used aluminium tubes through which the rudder cables exit the top of the fuselage. Nylon tubes might prove more gentle on the cables.

Only a printed engine, but it adds interest and hides the motor. The wheel covers didn't survive.

Spec OF PROTOTYPE

A real action shot as the model comes in for another smooth landing.

50 FLYING SCALE MODELS JANUARY 2017

AUW: 20.5 oz. with 3- cell 1500mah lithium polymer battery Motor: GWS EPS-400C (3.4:1 ratio), GWS 1060 propeller (pulls 10-11 amps WOT on the bench with the 3-cell battery) ESC: GWS 15amp Servos: 2x 9g

GROUPY PART 2 REVISED TONY OK

23/11/16

COWL

Wrap the 1/32” ply strip around former C3, gluing it a bit at a time, as you proceed, then glue C2 in place ensuring correct alignment. Fit C1 and then trim and sand to shape. Now for the messy bit; the cowl should be thoroughly sanded, sealed and primed ready for painting. Although the cowl doesn’t need to be removable on this model, it may be made so. Either small screws, or locating pegs and small rare earth magnets may be used to retain the cowl. PHil B. comments: “Easy!”

COVERING AND FINISHING

Although we all have our own favourite covering methods, I would strongly recommend Litespan for models of this type. Not only does it come in the right sort of colour, but it’s semi transparent nature (with the light behind the model) seems to look so right on these early types. The fact that it takes paint so well is just an added bonus. Most of the detail on this model comes from rigging and the external elevator links, but Phil found a neat way of hiding the motor/gearbox by including a printed dummy engine. Now, if he just fits a pilot figure, the illusion will be complete. Phil also chickened out on using spoked wheels on his model. Okay, so that’s fine, she still looks really nice. However, they would add greatly to the scale impression of the finished model - even if they can be a bit fragile and take a long while to make. Phil comments: “I did use Litespan, actually Coverlite by Coverite as it’s sold here.”

ASSEMBLY

Start by fitting the top wing accurately to the c/s struts and then use that to align the bottom wing. Allow this to dry and then fit the interplane struts. Check that no warps have been induced before the glue dries. This assembly is now used as a guide for aligning the ready hinged tail surfaces. Arrange the elevator cables to run through the eye shown as a split pin on the drawings, but do not position the eye until you are sure the cables are clear of the tailplane. Then drill for, and glue in place the wire eye. The eye is cut from a medium sized fishing hook is a neat, simple, way of producing the cable eyelet. If going this route, make sure the wood into which they are glued is hard enough to withstand the stresses caused by the tension on the cables. Split pins, bent over and glued on the inside, help spread the load more. Eyes cut from smaller hooks, and epoxied into the structure, also make good rigging attachment points. Complete the installation, make up the access hatch and balance the model. Add as much or as little scale detail as you desire, keeping a

12:35

Page 3

check on weight at all times, and then admire your model Goupy Biplane. Yes, that’s it, you’re finished already.

AIR TEST

Since Phil has done such a nice job of writing up this section, I’ll leave it exactly as he’s written it. It says it all and needs no comment (interference) from me :-

W

e had a break in our cold and windy Kansas weather, so the wife and I took the Goupy out for its flight test session. The first flight did not go as smoothly as I’d hoped because the model wanted to climb and pulled to the left quite a bit. I was able to make a circuit and landed well enough to get the nice landing picture. I quickly determined that I didn’t build in enough down and right thrust in the motor installation; also, the vertical stabilizer was slightly misaligned and contributing to the problem. That’s what I get for using the that-looks-about-right method of alignment! I set it straight using a length of sewing thread attached to the centre of the nose as a guide. Subsequent flights have been much better. I’m happy to report that the Goupy is docile and enjoyable to fly and has no bad tendencies. Ground handing is very good even with just a tailskid and I was able to taxi figure eights on asphalt as well as in grass. Full throttle take-offs occur in about 15-20 feet. It has plenty of power to climb and can cruise at about 65% throttle. Stalls are very gentle and for the most part straight ahead. Turning is nice and smooth both ways and you can really turn on a dime if necessary. It’s not an aerobatic plane, but nice loops are not a problem and I’m sure other basic three channel manoeuvres are within easy reach. Landing is a non-event as they say. It slows way down and floats right in. I found out the hard way that it’s better to keep some speed up with the throttle to avoid slowing down too much. On an early landing I let it get a little slow, stalled a few feet above the asphalt, and it came down kind of hard on the landing gear. No damage to speak of, and a lesson learned! I can’t wait for better weather to get some more flying time in on the Goupy. Summary: This model was a very quick build and I had little or no problems in its construction. It says a lot that I didn’t have to e-mail Peter with any questions during the build! The airplane flies extremely well and has lots of scale character as well. I would highly recommend this or any other Peter Rake design for a first time scratch builder or anyone who wants a nice very quickbuilding scale model. Phil Burress Wichita, KS, USA

CUT PARTS SET FOR THE

GOUPY

BIPLANE 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

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JANUARY 2017 FLYING SCALE MODELS 51

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16/11/2016 12:08

AeroDetail series £

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22/11/2016 11:28

PANELLING IN PAPER Tony OK

21/11/16

16:41

Page 2

SCALE TECHNIQUE

PANELLING WITH PAPER.... .... AND OTHER SURFACE DETAILS Ian Bailey reveals his method of achieving realistic airframe surface panelling, rivet lining and weathering

H

ere are the methods I have use to simulate the metal panels on my scale models. I have used this method ever since I saw the late John Palmer’s models way

back now. I copied the method from him using the type of paper he recommended and the method by which he applied the paper to such good effect. The bad news, when I went to buy the paper, was that

FIG.1.

54 FLYING SCALE MODELS JANUARY 2017

the minimum order from the paper suppliers was 1,000 sheets at A2 size. Well, several models later, I haven’t made a dent in this pile of paper shoved under the bed in the spare bedroom, but I’m

PANELLING IN PAPER Tony OK

21/11/16

16:42

Page 3

FIG.2.

FIG.3.

FIG.4.

FIG.5.

“ There's a certain amount of effort I must admit, but the pain and exercise is worth it with the end results ” trying! The ‘test vehicle’ on which the technique is here described is a De Havilland Venom, which proved to be an subject excellent for the task. This method of finishing provides smooth surfaces to which can be added flush and domed rivets without the weight penalty of finishing in glass fibre and epoxy and using built-up layers of primer to simulate panel lines. It’s worth mentioning here that in the case of the ‘glass method’, there is no evaporation of the epoxy when it cures and primer is heavy. When dope and sanding sealer are used, the amount of evaporation can be up to 60% of the weight applied. There’s a certain amount of effort I must admit, but the pain and exercise is worth it with the end results.

Surface preparation

To start with, the surfaces to be covered need to be smooth and free from dents etc. and are then covered in lightweight tissue. I apply the tissue with slightly thinned PVA glue around the edges of the area to be covered. When dry, I watershrink the tissue, then apply two coats of thinned non-shrink dope, rubbing down

between coats and followed by a final coat of thinned sanding sealer. The surface is then given a final rubdown with very fine wet and dry or flower paper and the dust taken off with a Tacky-Wipe. Panel lines are now marked on with a 2B pencil. Fig. 1 shows the tissue covered underside of the Venom wing with faint pencil lines already applied.

Panelling

Here it starts to get interesting and it’s worth practising on an old model first if you are not sure. Working from the wing root outwards or the front of the fuselage, cut the first panel to size. Here you will need a good straight edge and a new blade in the modelling knife, not to mention a smooth cutting surface. Once cut, immerse the paper panel in a bowl of water, as the paper has to be applied wet. I use “Miss Management’s” finest washing up bowl for this and drape the panel over the edge to drain off the excess water. Whilst the paper is shedding itself of excess water, apply well thinned PVA with a brush to the area to be covered by the panel and then carefully lay the panel in place, sliding it about to

accurately position it. Then, with a piece of kitchen roll robbed from ‘her’ domain, pat down and smooth out the paper. Here I must say that the type of paper I use stretches in one direction when wet, so it’s important to find out which way it’s going to stretch and mark the panels beforehand in the direction the paper is going to lengthen. I always ensure that it is outwards, so if I’m doing a wing panel for example, I cut the panel to the normal size, wet and apply it. The amount by which it has stretched is revealed immediately because it will overlap the pencil line. I now mark the overlap with a sharp pencil, remove the paper panel and carefully lay it down onto a clean smooth surface. (Melamine board is fine for this). Then, using a very sharp blade, I cut the excess off. re-apply the paper panel to the model’s surface and hey, it fits perfectly. Fig 2 shows the first panel applied; I always cover the underside of a wing first.

More of the same

Having laid the first panel down, I move on to the next. Fig 3 shows the second panel applied. It so happens that the

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FIG.7. paper here was shorter than required because of the stretch direction, so, to give the panel a one-piece look, I overlaped the next piece applied by 2mm and when dry, the ‘step’ of the overlap was sanded off, leaving a seamless joint, but more of this later. When applying the second panel, a gap, which equates to the width of the full size aircraft’s gap between panels is left between panels. It is this gap that gives a truly authentic effect. Figs 4 & 5 show the wing panel finished ready to move onto the next stage of finishing. The panel gaps can seen, and

Fig 4 demonstrates the state after the sanding sealer has been applied, more of this later.

Curvy stuff

Wings and tailplanes often have a compound curve at the wing tips. Here the paper is applied as normal and sharp scissors are used to cut darts in the paper, after which the paper is smoothed around the compound curve. There is a limit to which the paper can be stretched around the curve as can be seen in Figs 6 & 7, where I worked the paper around the tailplane of the Venom. Leave a decent

FIG.6.

56 FLYING SCALE MODELS JANUARY 2017

FIG.8.

overlap over trailing edges, this can be sanded off later. On some aircraft, the metal panels are attached clinker-style, overlapping as in boat building (the Spitfire’s rear fuselage is an example). This can be simulated by applying the first panel and, when dry, carefully sand the edge off, then apply the next panel, creating the overlapped effect. ( It’s important here to know which panel edges are on top in any overlap). Drying can be accelerated with careful use of a heat gun, which works extremely well and I used this effect on my Hawker Tempest fuselage.

PANELLING IN PAPER Tony OK

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FIG.11.

FIG.9.

When the paper has been applied top and bottom, a coat of thinned sanding sealer is brushed on and, when dry, sanded with fine wet and dry. Where the top surface at the leading edge of the wing overlaps the bottom covering, the step is sanded off. The paper I use sands like light filler when sanding sealer is applied and doesn’t ‘bobble’. The excess comes off in a fine dust. A second coat of sanding sealer is applied and a final rub-down is made, taking care not to sand down the panel gaps. Figs 8 and 9 show the wing ready for rivet detail to be added, while Fig 10 shows the model finished and waiting for the detail. The interesting bit starts here.

sharpened brass tube of the appropriate diameter is gently pressed onto the paper surface and rotated 90 degrees and back to pierce the paper surface, but not the tissue underneath. Patience is a virtue, or so they tell me and it’s here I have to switch off, as this task can be a little monotonous. I’m told I am an expert in stating the patently obvious, but believe me, having the radio on or playing a CD relieves this task somewhat. It’s only when the paint is applied and the detail becomes obvious that this task feels worthwhile. Domed rivets are applied using a hypo with an oiling needle fitted. Fig 11 shows the flush and domed rivets on my Hawker Hurricane.

Riveting stuff

Dirty-up

Mark out with a soft pencil where all the rivets are and mark out the rivet spacing. Where the rivets are the flush type, a

After all the rivets, hatches and catches have been applied, the paint can be applied and the weathering can be

done. Here I use oil-based pastels to dirty down the surfaces. I rub a little black pastel onto a tissue and work this into the panel gaps, then wipe across (not down) the panel line with tissue moistened with white spirit. Give this a try, the effect is impressive and make sure it’s done in the direction of the airflow over the surface ie. front to back. A quick blow over with thinned fuel proofer prevents the weathering from being wiped off when cleaning the model after use. I hope this article proves useful to those keen types, like me, who want to achieve a scale finish on these toys we play with. Now the bad news, I can’t remember the type of paper I use but, having experimented with different sorts, the closest I’ve found is the type fish and chips are wrapped up in, lightweight printer or photocopy paper is excellent and can be obtained in A3 and A2 sizes from print shops. I

FIG.10.

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Techno Modelling by Mike Evatt

Techno Scale F

Mike Evatt skims

rank Tiano Enterprises based in Florida USA with a web presence at www.franktiano.com market a wide range of scale accessories amongst other things. Their range of dummy engines spans from 1/8 to 1/3 scale and are supplied as grey resin mouldings Their newest dummy engine, 1/3 Scale weighs 4 lbs, with a diameter 15.25 inches. The height at the centre is 3.625 inches and the cylinder height is 1.75 inches. Full instructions are included to enable you to easily produce a gorgeous scale l engine. Century Jet design and manufacture more than 500 unique scale radio controlled landing gear in their data base, and they can also assist you in making a customized set of landing gear for your scale radio controlled project. Their new website at http://centuryjet.com also features other products including scale RC aircraft kits, scale RC pilots, scale cockpits, radio accessories, and much more. The screenshot shows one of their highly detailed manikins: a 1/6 scale WWII Japanese pilot. The Fierce Tiger RC Company at

www.fiercetigerrc.com was founded for one purpose in mind, to bring high-end RC engines to model flyers at a reasonable price. They are a small online business located in the Foothills of the Blue Ridge Mountains in the Elkin Valley North Carolina, USA. They are very excited to distribute Eagle Masters Engines! These engines are state of the art and are built for precision. The EME line includes 100% reliable parts, RCEXL ignition, Walbro carb, and bearings which are made in Japan. The screen-shot shows a their 120cc V2 Twin. This can swing a 29x10 propeller. Back in May 2004, Kendall and Kelly Bennett embarked on a mission to build the greatest RC hobby store on the planet, pairing the widest selection of RC Planes, RC Helicopters and RC Cars, and in the world, with industry leading service and support. The mission of AMain Performance Hobbies is to continue to be the destination for all your RC hobby needs. Check out this on-line mega-store at www.amainhobbies.com Here you will find the Ares RC Sopwith Pup Ultra-Micro Airplane RTF. This Sopwith Pup is perfect for aspiring R/C pilots. This is an airplane

that checks off a number of crucial boxes. You need it to be easy to fly and forgiving of basic errors. You’ll want it to be tough, able to withstand some punishment, and you’ll demand solid everyday reliability. All First Place Engines are in the USA. Their engine line consists of six of the most beautiful, light weight and powerful gasoline power plants that the industry has ever seen. These engines are designed specifically for large R/C aircraft and offer huge power to weight ratios. Each First Place Engine comes with its own ultra light weight TIG welded custom aluminum muffler, which is smoke system capable out of the box. All First Place Engines come with high quality electronic ignitions, complete instructions and a full one year warranty. Check them out at www.fpengines.com National Association of Scale Aeromodelers is the official Scale Aeromodelling Special Interest Group (SIG) of the Academy of Model Aeronautics USA. This may be found at www.nasascale.org and is an excellent starting point for those interested in

Frank Tiano Enterprises’ range of dummy engines spans from 1/8 to 1/3 scale.

Century Jet’s 1/6 scale WWII Japanese pilot.

The Fierce Tiger RC Company distribute Eagle Masters Engines.

The Ares RC Sopwith Pup Ultra-Micro Airplane RTF.

All First Place Engines are proudly made in the USA.

Scale Aeromodelling Special Interest Group’s website is good for the novice.

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Page 3

ims the cybersurf for more TechnoScale Topics exploring the infinite variety of scale model aircraft. This site contains excellent information and photo galleries of the three scale disciplines of Radio Control, Control-line and Free flight plus extensive images of 2016 USA Scale competitions. Jet Hangar Hobbies, Inc. is a leading manufacturer of radio controlled ducted fan and turbine powered jet kits and accessories. Their aircraft products take you from the basics of ducted fan technology to the most advanced computer controlled turbine powered aircraft. Each kit that they manufacture is straight-forward to build with no special tools or materials required for construction of ducted fan or turbine powered aircraft. They have recently re-stocked their full selection of 1/10 scale ordnance kits. So if dummy bombs are your thing then check them out at www.jethangar.com www.freeflightscale.co.uk is the web address of unsurprisingly Free Flight Scale. Mike Smith’s aim at site is to promote the building and flying of Free Flight Scale models for sport and competition. There are some excellent photo galleries, some showing build sequences such as that of

the Twinspin. As Mike remarks this is very different from his usual canvas and wire creations. It has a wing span of 38” and is powered by two small brushless motors, two 6amp ESC, 300 mah 2 cell Lipo and controlled by a flight profiler that works in a similar manner to a receiver but the settings are pre-programmed before flight. The goal of Soaring USA at www.soaringusa.com is to offer you the largest collection of top quality models from around the world. Their Duo Discus 5.33m SLS Elicker 18 is another high performance two seater. The full-scale version has won many competitions and leads the way in safety innovations. The sleek fuse and high aspect wing gives the model a wide speed envelope. The Duo Discus is a perfect fit for almost any intermediate pilot. Aero towing is a dream, it flies itself on tow, and once off the line has the wings to stay up all day long. Rosenthal Planes at www.rosenthal-flugmodelle.com stood for decades for quality GRP hulls in model aircraft. The company’s founder - Harry Rosenthal - began in the late 60s with

mould design and manufacture of individual models that quickly found attention and lively interest among aeromodelling comrades. Due to the ever-increasing demand Harry Rosenthal founded a company and continually developed new models. The company has moved on since then and one of its latest models is the RF-5 Sperber motor glider kit - scale 1: 3 with 5.66 m span. The RF-5 was designed by the Frenchman René Fournier. Century Helicopter Products was established in 1987 to provide the radio control market with high quality R/C helicopters, high quality accessories, and performance upgrades. They are an all American company based in San Jose, California who design, develop, and manufacture R/C helicopter products in the USA and overseas. They have grown to become a world class manufacturer, leading the market in R/C helicopters. Their web pages at www.centuryheli.com show their ARF Kit ‘Airwolf’ 620 size Electric Scale RC Helicopter. I

Jet Hangar Hobbies have recently re-stocked their full selection of 1/10 scale ordnance kits.

Mike Smith’s aim is to promote Free Flight Scale models.

Soaring USA stock a very nice Duo Discus 5.33m SLS Elicker 18.

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

Rosenthal Planes RF 5 Sperber motor glider kit - scale 1: 3 with 5.66 m span.

[email protected] ARF Kit ‘Airwolf’ 620 size Electric Scale RC Helicopter from Century.

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The interplane struts get similar reinforcing. The ends will glue into the positions marked on the wings and then be trimmed.

R/C SCALE ELECTRICS with Peter Rake ince it’s definitely still indoor season here in the UK we’ll be taking a look at yet another profile scale foamie. This time, however, one with a difference. Yes, I know that at first glance it appears to be the same model that has appeared

S

here before, but trust me, it isn’t. You may recall that I mentioned these models were evolving as I built more of them; well this one is the next step in that process. It’s bigger than previous models, uses a 7 mm geared motor and now features three-function control. By virtue of

being a bit bigger (15” wingspan), a little heavier (roughly 17.5 grams minus battery) and having the addition of elevator control, these models are now better suited to both indoor and outdoor use. True, it’s going to have to be very calm for outdoor flying, but at least this model should handle somewhat more breeze than the 10”, sub 8 grams model from which it is derived. Yes, very typical of me - never build just one model from a design when you can build a whole series of them at different sizes and in varying liveries. To that end I’m featuring two variants here, the one in the photos being a French Nieuport 11 while the other is, I believe, a Nieuport 16 in Belgian colours. Since, to all intents and purposes, the N 16 was just a Nieuport 11 fitted with a bigger engine, I think that’s fair enough.

BUILDING THE MODEL

Although I’m not 100% sure that ‘building’ for something so simple is quite the right term, that’s the term you’re getting. Once

OKAY THEN, HERE WE GO AGAIN WITH MORE ELECTRIC FLIGHT STUFF. ONCE AGAIN SPACE FOR WAFFLE WILL BE LIMITED, BUT I PROMISE I’LL MAKE UP FOR THAT IN FUTURE ISSUES. The ply and carbon reinforcing glued to one fuselage side, rudder hinged and second half glued in place.

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IMAGE @ 60%

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you have the parts printed and cut out, it’s really only a case of assembling them and installing the gear. As regards said printing of parts, like all this series, they are printed onto roughly (very roughly when I do the slicing) 1 mm thick Depron sliced from 3 mm Depron sheet so that one A4 piece of 3 mm Depron generates two A4 size sheets of model building foam. By happy coincidence, two sheets is precisely what one of these models requires, so they’re pretty cheap to build - I do like cheap models. In addition to the Depron you’ll need some 0.7 mm carbon rod for stiffening the airframe and making pushrods. Add in a little 1/64” ply and some very fine wire and you’re just about there. For gluing everything together, ideally you’ll require four different types of glue. RC Modeller’s Glue for the bulk of the assembly, Uhu Por for joining the wings and attaching them and the tail surfaces to the fuselage, CA for assembling the landing gear and pushrods, plus a tiny amount of epoxy (5 minute) for attaching the landing gear. If you’re very careful, and only use VERY small amounts, epoxy could also be used for the tasks that would otherwise require Uhu Por. Remember, by volume, glue is almost certainly the heaviest part of the model, so use it sparingly especially epoxy.

GETTING STARTED

As you’ll see from the photos, the first step is to glue (RC Modeller’s Glue) the ply motor reinforcement and carbon stiffeners to the inside of one fuselage side and

WOOD PARTS SHOWN FULL SIZE

ALL THESE PARTS FROM 1/64” PLY

ASSEMBLE U/C OVER DRAWING EPOXY TO FUSELAGE

allow the glue to dry. While that’s going on, you might as well glue similar carbon reinforcements onto the inside of one set of interplane strut parts. Now, while the fuselage is still in two halves, is the time to hinge one half of the rudder. I use Blenderm tape, but any sticky tape will do the job. Apply a couple of 3 mm wide strips to the inside of the fixed fin section (yes, I know it should really be part of the rudder) and carefully align one half of the rudder as you attach it to the protruding strips of tape - allowing enough gap for free movement. Now the second fuselage side, rudder half and interplane parts can be glued in place.

You’ll need to keep applying pressure as the glue dries to prevent gaps caused by the parts trapped between the components. Allow to dry thoroughly.

MOVING ALONG

With the bulk of the fuselage assembled it’s time to look at joining the wings. The first task here if to induce a curve to the top wing panels to approximate an under cambered wing section. Yes, a very thin wing section but a section nonetheless. Simply drawing the panels over the edge of a table will do the job and the precise curve isn’t that important. The chances are that it will reduce slightly over time

How the motor and receiver brick are installed. Note how little glue is used to retain the motor.

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anyway, so it’s pointless trying to be too exacting. As long as it looks like a wing it will be fine. Because the top wing is curved, we need to lightly sand the roots so that they mate neatly once the wing is rigged with dihedral. Again, how much dihedral is a matter of what looks right to you, rather than giving a measurement to work to. I like at least 1/2 inch under each tip, but you may prefer less. The lower panels, being flat, simply butt together. Once both wings are completely dry they can be glued to the fuselage. Fit the interplane struts at the same time, block the fuselage square to the work surface and pack up the wings evenly on both sides while the glue dries. Then fit the carbon braces that hold it all rigid. Without them you may well find the dihedral increasing during flight. Join the elevators using a piece of carbon rod. I actually had some carbon strip, so used that, but rod will work just as well. Align them with the tailplane and use further strips of tape to hinge them. Now the tail surfaces and assembled landing gear can be glued in place, set up for alignment and allowed to dry. Just remember to trim clearance for the elevator joiner and not to get any glue on it.

INSTALLATION

The ply insert will set the down thrust on the motor, so when you lightly glue it into the nose set it up with a small amount (a couple of degrees) of right side thrust.

Small spots of epoxy are ample for retaining the motor, but RC Modeller’s Glue works just as well and makes the motor easier to remove for maintenance. Position the receiver brick well forward on the fuselage side and secure it with a spot of Uhu Por. Make very sure you don’t get glue anywhere near the servo gears. Make up and fit the carbon rod linkages. Before deciding where the battery needs to go it’s as well to try a couple of gentle test glides (I do it onto the bed) to see where you need the weight. Ending up a little nose heavy is fine because that will only require a tiny amount of weight at the tail to correct. A tail-heavy situation will require considerably more nose weight to correct. When it comes to attaching the battery, don’t make its attachment too secure. Afterall, it’s going to have to be removed every flight and the structure is easily damaged by heavy handling. I like to fit a small magnet into one side and a small strip of metal to the batteries so that minimal force is required to change batteries. Snap it in place and slide it off the magnet to change batteries. So, there you have it, an indoor/outdoor profile scale Nieuport. I’m currently working on some opposition, so expect to see a similar size Albatros very soon. In the meantime, you’ll find me at the usual place - [email protected] If you’d like the pdf files for this model a simple e-mail usually does the trick. I

Here you see how the landing gear is assembled and epoxied to the fuselage.

The parts for that Albatros I warned you about. They’re all cut out now and assembly is well under way.

Although it looks tight, there is ample clearance between the pushrods at the tail end. Clearly visible is the elevator joiner.

64 FLYING SCALE MODELS JANUARY 2017

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SCALE MODELLING: A LOVE STORY READY TO ASSEMBLE TOOLS AND MATERIALS TECHNIQUES BUILDING THE AIRCRAFT ■ SPITFIRE MK. IXC ■ P-47D THUNDERBOLT ■ JU-87D ‘STUKA’ MAKING A DIORAMA

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