8bzmt.F.S.M.M.2015

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9 771368 900042

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No. 1

86

4.20

DAKOTA DELIGHT!

INDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! SOPWITH TRIPLANEINDOORS OR OUT! 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HOBBYKINGS 63 WING ALL-FOAM ARTF FOR ELECTRIC; WITH RETRACTING U/C, NAV.LIGHTS AND FLAPS

FOR ELECTRIC POWER PULL OUT FULL SIZE PLANS

1:5TH SCALE CONSTRUCTION FEATURE

CONSTRUCTION FEATURE PART 2

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XXXNDAKOTA REVIEW

FSM MAY 15 COVER.indd 1 20/03/2015 09:21

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FLYING SCALE MODELS - THE WORLDS ONLY MAGAZINE FOR SCALE MODEL FLYERS

MAY 2015 FLYING SCALE MODELS 3

Formation...ON THE COVER

Phil Clark of Fighter Aces built this 1/5thscale 83 span Focke Wulk Fw 190D fromthe German SisT Modellbau kit.All composite, moulded airframe model is Zenoah 62 powered and weighs in at 33 lbs.Alex Whitakker reviews it in this months issue.

PHOTO: ALEX WHITAKKER

www.flyingscalemodels.com

THE ISSUE AHEAD...

8

26

38

MAY 2015 No.1864 CONTACTJust for starters

8 BE2 & 2a part 2Gary Sunderland concludes the construction of his 1/5th scale84.1 (2136mm) wingspan model of the Royal Flying Corps firsttrue warplane - taken to France in August 1914

14 BE2 TYPE HISTORYThe Royal Flying Corps first true military aircraft seems incredibly crude, but it was in fact well advanced for its time

20 Dakota delightHobbykings 63 wingspan all-foam ARTF features retractingundercarriage, nav. lights, wing flaps, servo installation andelectric power

FULL SIZE FREE PLAN FEATURE

26 sopwith SWALLOW1/6 scale 57.5 (1461mm) wingspan electric powered model ofthe late WW1 British fighter, designed by Peter Rake

30 QUIET ZONEPull-out plans for electric powered Sopwith Triplane for electricpower and mini RTF installation brick R/C systems

38 FOCKE WULF Fw 190DGerman all-composite kit, super scale master model reviewed

44 FOCKE WULF 190D type HISTORYFrom neatly proportioned A-Series to stretched and skinny D,the Doras shape demonstrated the free thinking approach ofdesigner Kurt Tank

48 FOCKE WULF FLYING COLOURSWarpaint for the Fw 190D & TA 152

50 DORA ANATOMYNew scale drawings prepared by Arthur L.Bentley

54 scale from scratchPART 3: Ken Sheppard continues his series to encourage own-design scale modelling

60 BARDNEY WARBIRDERSClub Scale flying De-Luxe. Alex Whittaker enjoys a taste of trueclub level scale with the Bardney Club.

FORMATIONTony OK 24/3/15 10:15 Page 3

Editor: Tony Dowdeswell Publisher: Alan Harman Design: Peter HutchinsonWebsite: ADH WebteamAdvertising Manager: Gareth LiddiattAdmin Manager: Hannah McLaurieOffice Manager: Paula Gray

FLYING SCALE MODELS is publishedmonthly by ADH Publishing, DoolittleMill, Doolittle Lane, Totternhoe, Beds,LU6 1QX. Reproduction in part orwhole of any text, photograph or illustration without written permissionfrom the publisher is strictly prohibited.While due care is taken to ensure thecontents of Flying Scale Models isaccurate, the publishers and printerscannot accept liability for errors andomissions. Advertisements are accepted for publication in FLYINGSCALE MODELS only upon ADHPublishings standard terms of acceptance of advertising, copies ofwhich are available from the advertising sales department of FLYING SCALE MODELS.

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The paper used on this title is from sustainable forestry

4 FLYING SCALE MODELS MAY 2015

Here at FSM, as each successive issue is prepared, one thingjust leads to another. In this issue, Alex Whittaker revuesthe Focke Wulf Fw 190 D-9, built from the German SisTModellbau kit by leading Warbird flier Phil Clark (Mr.Fighter Aces). Whenever we feature a model of a

particularly significant aircraft, especially a Warbird, we like to back itup with a feature on the full size machine, recording its significanceand further backing this with maybe colour schemes and scale drawings plus, when we get access - a close-up photographic detail study.

The later, long-nose versions of the Fw 190 have been less universally documented than the original neatly proportioned A-version that caught the RAF completely by surprise in the Spring of1941. Scale drawings seemed to be difficult to find.

The A-version by comparison has been widely address as far asscale three-views are concerned - and none better, by a country mile -than those by Arthur L. Bentley, whose work on such drawings arehead and shoulders above others, as expressed in his Fw 190A drawings that we have previously featured in FSM.

Ive known Arthur and admired his work for very long time and canremember when, back in the mid 1980s I accompanied him to the FleetAir Arm Museum, Yeovilton to measure-up their Grumman F6F-5Hellcat for scale three-view preparation. Ray Rimmell, then editor ofScale Models International - and now Mr. Albatros Productions Ltd alsocame along.

Having been out of contact with Arthur for quite a while, but remembering his 190A drawings, I called to ask if he had ever alsodrawn the 190D. Yes he had, although the multiple drawing sheetswere incomplete for presentation as a conventional set of scale threeviews - but he sent across copies of what he had for examination.

Arthur then agreed to quickly undertake further work on the drawings, which now allows FSM to present an anatomy of the FockeWulf Fw 190 D-9. Theres more sheets than we can get into one issue,so there will be more next month in June issue.

Hope you Warbirders like it - and thanks Arthur.

CONTACT

CONTACT Tony OK 19/3/15 13:39 Page 2

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MASTER MODELS TYPE HISTORY IN DETAIL SCALE DRAWINGS FREE PLANS

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PLAN FEATURE

WING CONSTRUCTIONLaminate up four wing tips from soft balsastrip. Being a flap inside section makes thisnice and easy as shown in Photo 14. Theport lower wing is shown under construction in Photo 15. Servo lead cut-outs on the inboard ribs and the aileronspar are not required on the top wing.

Compression (strut) ribs are from 3 or 4mmply. All the ribs are of constant shape andI trim the tip ribs to profile afterwards.

All the wing panels are completed inone step (Photo 16) with the spars reinforced at the compression ribs withwood scrap. The original (full size) wingsfeatured riblets which are actually just

thin laths of timber between ribs. Theseare seldom visible in photographs and Idecided to leave them off my model.

Photo 17 shows covering underway,with the strip ailerons being top hinged.The DuBro pinned hinges slide under thecovering into recesses and attach withfive brass screws for each hinge. The


BE 2 PART 2 TONY OK 19/3/15 13:40 Page 2


tailplane, elevators and rudder are also shown.

Details of the wire wing attach pins areshown in Photo 18. The root ribs andattach pins are canted at 1.0 to 1.5degrees dihedral angle, with the wireepoxy glued to the inboard face of thespars. After painting, the aileron gap, of

1-3 millimetres is sealed with a strip ofSolartex, ironed over. Do not use Koverallfor this seal - the Solartex will not subsequently tighten and cause problems.

Screw on the rigging fittings and trial-fitthe strut pairs to both upper and lowerwings (Photo 19). The wire ends should bea tight fit in the spars. CHECK that the gap

is 14.4 inches (366mm) undersurface-to-undersurface.

Assemble the wing pairs and check forparallel, no stagger, and square at theroot ribs. Then apply a gentle force spanwise to slightly bend the wires, providing a dihedral angle at assembly ofabout one degree. Then, tape the wings

PART 2: Gary Sunderland concludes the construction of his 1/5thscale 84.1 (2136mm) wingspan model of the Royal Flying Corps

first true warplane - taken to France in August 1914

&BE 2 BE 2aBE 2 PART 2 TONY OK 19/3/15 13:41 Page 3


14 15

16 17

21


Get straight down to construction without delay!This months full size free plan feature is supportedby a laser-cut set of ready-to-use balsa and plywood components. This provides all the partsthat, otherwise, you would need to trace out ontothe wood before cutting out.

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

Price 85.00plus carriage: 11.50 (UK); Europe 26.00

Order set CUT/FSM503Shipping Note: For shipping to destinations outside UK andEurope, you will be charged our standard flat-rate

price of 49.00. This covers most destinations and secures your order with us.However, we will contact you accordingly with an accuratetotal shipping charge prior to dispatch and either issue arefund or a PayPal money request for the balance.

Visit our secure website:

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BE 2 &BE 2A

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

[email protected].

CUT PARTSSET FOR THE


together as shown in Photo 20.Pack up the fuselage, nose

down, to three degrees at theengine mounts or front cockpitrim. CHECK that the centre section is at zero incidence.Offer up the wings and pack upto one degree (Photo 21). Then,CHECK the centre section level.

With quick-link clevises in placeat the fuselage ends, wire up thefront truss, inner bay only. Theremainder of the rigging is completed with 40 lb. fishingtrace. I use brass tube on thehard piano wire and soft copperswages on the fishing trace(Photo 22).

DETAILS, DETAILS...I soldered up the dummy enginesump from tinplate. Thecrankcase front is from ply andtimber, while the crancase sidesare from folded aluminiumsheet. (Photo 23). Note the

holes in the crankcase frontwhich, on the original Renaultengine, is the camshaft-cum-propeller drive shaft. Thus, thereal propeller rotates at halfengine speed in the opposite-to-normal direction.

One mistake in my model wasto place the centre sectionbrace wire to the front fittinginside the fuselage line asshown. This made for muchunnecessary work, carving awaythe dummy parts to suit. This wireshould, like the full size aeroplane, be just outside theline of the fuselage and engine.The drawings have been alteredto indicate the correct position.

The dummy engine parts aredisplayed in Photo 24, withdowel lower cylinders screwedonto the crankcase sides. Theupper, finned cylinder heads areepoxy cast in a silicone mould.The method is described in FSM

18

19

20


BE 2 &BE 2A

(PLAN FSM503)

Full size copies of this two sheet plan are

available from Flying Scale Models Plans

Service, ADH Publishing, Doolittle Mill,

Doolittle Lane, Totternhoe, Bedfordshire,

LU6 1QX. Tel 01525 222573

[email protected]

Price 19.50 plus p&p

(U.K 2.50; Europe 4.00;

Rest or World 6.00.


November 2011 issue except that, for theBE 2, I used smaller Williams Bros cylinders.

Photo 25 shows the dummy enginepainted with pewter epoxy paint. Thealuminium tube serves to hold down thefront cylinders, while tank and vent linesconnect tube fittings at the front. The topcowl or air scoop is from soft aluminium.(Photo 26 & 26a). The airscoop nicelycovers the O.S.91 S-2 four stroke in side-view. An engine muffler is not fitted,nor is it necessary for this sedate flying model.

After the first test flight, 20 grams of leadwere added inside the dummy sump, theattachment bolt serving as a scale sumpplug! The dummy exhaust was fashionedfrom aircraft brake tubing and plywood,and the pitot-static tube from coppertube. This was the original Royal AircraftFactory design, unlike the familiar type fitted to British aircraft from BE 2c right theway through to the Tiger Moth.

The rear seat and pilot were installed.Unfortunately, the local shops no longerhave those cut bamboo baskets - justgreat for making basket-weave seat

backs! So my pilot had to make do withjust a plywood seat.

The BE 2 pilot of 1913-14 had just fourinstruments - tachometer, ASI, aneroid(altimeter) and watch. My pilot also has amap of the area north of Point Cook,Melbourne. Unfortunately, there was notfuel contents gauge, so there were manyforced landings when the pilot forgot tokeep the gravity tank full! There was also abrass household-type switch, which servedto earth the magneto.

The wing tip skids are made from steelwire inside copper tube. Carefully bend toshape together and trim to length. Solderon attachment clips from brass. The wiregoes into drilled holes in the spars, withscrews through the clips. Paint a lightbrown (cane).

FLYING THE BE 2What can I say? Stable, controllable anddependable. Of all the models I haveseen, the closest in handling would be theCirrus Moth - another, later, design byGeoffrey de Havilland. The rudder is a bitsmall, but you dont need it in the air,

certainly not for turns. After trying a fewpropellers, I have settled on the MENZ 16x6 wood. Just the job for put-putteringabout at half throttle on a nice calm day,but it can cope with nasty weather whenrequired - just like a Cirrus Moth.

As for aerobatics - the original BE2 wasstrictly NON, and the model should belikewise. However, when I was flying aloneat the local field, purely as an experimentyou understand, I tried a few stall turnsand loops. No problems - however, Iwould NEVER do that in public!

The only point to watch is the landing.The nose and tailskid angles mean thatthe correct attitude at touchdown ismandatory. The best method is to fly themodel on downwind at about half throt-tle, maintaining the level attitude on base,then approach with decreasing throttle toachieve the desired approach path,keeping the model level.

As it nears the ground, a little back stickis applied to achieve the three-point attitude and the throttle is then closed.The rudder is sufficiently effective to steerinto wind, but it will not taxi-in downwind.

THOUGHT FOR THE DAY...

T he BE 2 and the Bristol Boxkite are mainly of significance to Australians in celebrating March 1914 when the first military flightoccurred in the country, but it seems to me that August 1914 was a centenary of an event of much more significance - toFrance and Great Britian, then including the British Empire. Britains first warplanes were indeed the BE 2a and the Avro 504 - bothexcellent flying aeroplanes at a time when few instructors, let alone pupils know how to fly properly.

The old Profile No.133 has some excellent colour views of the BE 2a in action, while Windsock Datafile No.156 covering the early Avro504 is another worth collecting. Surely the time to change the emphasis from 1918 Scouts to the REAL aeroplanes of 1914, whichchanged warfare forever.

A few flights or Squadrons of BE 2a and the early Avro 504 would surely be the way for modelers to commemorate August 1914 as itwas, rather than the Hollywood version.

22 23 24

25 26a

26



TYPE HISTORY


B.E.2a fitted with an early form of oleo undercarriage. Notealso the exhaust collector pipe, connected to the exhansionbox just above the lower wing leading edge.

BE 2 TYPE HISTORY copy 2 19/3/15 13:44 Page 2


T he Royal Aircraft Factory had its beginningsin the Army Balloon Factory, established in1904, at a time when aerial battlefield observation was beginning to be consideredin military circles as being of some possiblevalue. One has to accept that, at the time, militaryattitudes tended to be centred around ...The WellBred Horse..., so taking a surreptitious aerial look-seeat what the enemy might be up to was something ofa racy idea that gentleman-soldiers did not do!

In 1911, the Balloon Factory was renamed Royal

Aircraft Factory under the management of itsSupervisor Mr. Mervyn OGorman. Officialdom canrarely establish a new government-ordained organisation without bequeathing to it some awkward counterproductive snag, which, in the caseof the His Majestys Aircraft Factory, was such that(notwithstanding its title) precluded actual aircraftmanufacture, in favour of being a research anddevelopment establishment.

However, the Organisation was additionally maderesponsible for the repair of damaged military

WHEN THE ROYAL FLYING CORP WENT TO WAR IN AUGUST 1914, ITSFIRST TRUE MILITARY AIRCRAFT MUST SEEM INCREDIBLY CRUDE,BUT IT WAS IN FACT WELL ADVANCED FOR ITS TIME

&ROYAL AIRCRAFT FACTORYBE 1, BE 2BE 2aBE 2 TYPE HISTORY copy 2 19/3/15 13:44 Page 3

aircraft, a task by which Supervisor OGormancircumvented the manufacturing restriction bydisguising new prototypes as repaired versions ofolder aircraft, starting with the S.E.1, which wasofficially a slightly modified version of a damaged Blriot.

In April 1911, F.M.Green, the Assistant Engineer(Design) at R.A.F tasked Geoffrey de Havilland,the test pilot and designer with the design of anew aeroplane to suit a 60 hp Wolseley enginethat had been donated to the Factory. The projected aeroplane was to be of the Bleriot layout, that is a tractor configuration with theengine and propeller in front, and consequentlywas designated Bleriot Experimental (B.E.) number one.

Co-incidentally, a month later that year, theDuke of Westminster donated his obsolete Voisinpusher to the War Office. This aircraft was soonbadly damaged in a crash, and by July hadbeen sent to the Royal Aircraft Factory for repair.OGorman reported that the wings needed tobe replaced and that the controls were unfamiliar, so he was given permission to modifythe aircraft so that it could be flown by anyonewho was familiar with a Farman aircraft (another pusher).

OGormans ruse cant have fooled many people, but when the B.E.1 emerged later in theyear, the only thing it had in common with theoriginal Voisin was its 60hp Wolseley engine. Theslightly modified B.E.1 was a two-bay tractorbiplane, with a fabric-covered fuselage, an ear-shaped rudder and a large tailplane. TheB.E.1 could carry a pilot and a passenger in itssingle two-seat cockpit, with the pilot at the rearand the passenger close to the centre of gravityand was test flown by Geoffrey de Havilland on 4 December.

At that period the Aircraft Factory gave a newindividual number to each individual aircraft itproduced, rather that a numeric progression indicating a form of design-type progression, sothe series of individual development aircraft thatfollowed the B.E.1 were designated as the B.E.2to B.E.7, despite being very similar to the original.This system changed when the aircraft wasordered into production, with each new modelbeing distinguished by a suffix, starting with the B.E.2a.

The B.E.1 was the first Factory aircraft to have


Not blessed with the best forward vision! An early B.E.1 with engine cooling radiator positioned smack in front of the pilots forward view.

THE B.E 2 IN AUSTRALIA. Two aircraft at Point Cook, near Melbourne, soon after arrival ofthe aircraft in early 1914. The aircraft in the background is warming up, prior to take-off.



silencers in the exhaust pipes, and it quickly became known as the Silent Army Aeroplane.

The Factory continued to work on it forthree months after its maiden flight, making a series of minor adjustmentsbefore, on 11 March 1912, it was handedover Captain Burke of the Armys AirBattalion. Three days later, on 14 March,the B.E.1 was given what is generallyacknowledged as the first Certificate of Airworthiness.

The B.E.1 was, by the standards of theday, a handsome two-bay biplane thatowed little to the Bleriot, apart from theengine position and the rounded wingtips. The upper wings extended wider thanthe lower and Wright-type wing warpingwas adopted for control in roll, with trussbracing for the front struts. The rear strutswere actuated by cables from the centresection and fuselage for roll control.Warping wing aeroplanes of the time,such as the Wrights and Bleriots, depended on the fabric covering of thewings, which was laid and stitched on atabout a 45-degree angle, to resist anyfore-and-aft loads on the wings. The new

B.E.1 wings included compression members at each strut location and atmidpoints, internally braced with pianowires, which provided a more rigid anddurable structure. The wing covering wasapplied chord-wise and was only requiredto transmit air loads to the ribs.

The fuselage was also unusual in that theside panels were wire braced in the normal fashion, but the top and bottomwere covered with plywood sheets to provide rigidity. The wheels were mountedonto a substantial skid undercarriage inthe fashion of the time, but the tailskidwas mounted on a pylon and made steerable to provide a means of directional control on the ground, anotheradvanced feature. The Wolseley water-cooled engine, along with the largeVoisin radiator and fuel tank were salvaged from a donor aeroplane.

Crystallising the designThe B.E.2 development was designed fromthe outset with a 60 hp air-cooled V8Renault engine, later 70 hp, and greatlyincreased fuel capacity for four and a halfhours duration. First flight was on 1

February 1912 and provided a significantimprovement in performance, climbing at240 feet per minute solo and 200 feet perminute with dual occupancy. This B.E.2also did much experimental work developing instruments for aeroplanes,shown externally by an upper deckbetween the seats to enclose the instrument panel and an early form ofpitot-static head on one outer strut.

In this configuration the prototype flewat the Military Aeroplane Trials in August1912. Organised by the British War Office,this event, at Larkhill in Wiltshire, is generally acknowledged as one of thegreat highlights of the early history ofBritish military aircraft history and wasorganised to select the best aircraft withwhich to equip the Royal Flying Corps,formed only months before on April 13th1912. Marked R.A.F. B.E.2. It provedequal, or superior to all the private industrycompetitor entries, but was not eligible tocompete for the prize due to the stricturesto which we have already alluded.Consistent with officialdoms perennialability to get it wrong, the Trial and its prizewere won by the obsolete Cody biplanepowered by an excellent 120 hp Austro-Daimler engine.

The clear superiority of the B.E.2 wasdemonstrated in part during the trialwhen, with a passenger, Geoffrey deHavilland climbed the B.E. 2 to over 10,000 feet.

Subsequently, the winner of the Trialsgot no further, but production of the B.E.2went ahead, built by private contractorsretaining the original open top fuselage ofthe prototype which, in the interim, wasinvolved in the development of instruments and equipment during 1912.Top decking was developed to house theinstrument panel and shelter the occupants and by 1913 these changeswere being incorporated into productionaeroplanes. Most early aeroplanes weresubsequently modified in the field toinclude these improvements.

With all the extra load of fuel, instrumentsand equipment the gross take-off weightof the B.E.2 had increased to 1650pounds, so the earlier structural test carried out on the B. E.1 prototype was no

B.E.2a No.347of No.2 Squadron, Royal Flying Corp was thefirst British military aircraft to land in Europe after the

outbreak of WW1. Flown by Lt. H.D.Harvey-Kelly, it landed near Amiens at 8.20 am. on August 13th, 1914.



longer relevant At some stage a furtherstructural test on the B.E.2 prototype wascarried out, presumably at a gross weightof 1650 pounds multiplied by a load factor of three, during which the upperwing rear spar failed in combined bending and compression.

Following this test failure the Factorybegan a major program to investigateaerodynamic loads generated in flight,methods of load estimation and stressanalysis of aeroplane structures andimproved methods of structural testing.This work culminated in the Factory B.E.2aaeroplane, which featured the fuselageof the B.E.2, combined with new strengthened wings and this new B.E.2amodel superseded the B.E.2 in production.For some reason the B.E.2 aeroplanesthen flying were not grounded and B.E.2production was not halted.

This is understandable given the state ofignorance, which existed at the timerelating to aeroplane design. Most if notall aeroplanes flying then were no betterthan the B.E.2 and many were a lot worse.A number of B.E.2 aeroplanes were flyingat the Factory and with RFC squadronsand were considered reliable. Then again

the test method, using loose sand to loadthe wings was not at all accurate asregards placement and weight of sand inthe first place. Even worse, when the wingstructure began to deflect, the sand wasliable to move outboard and increase itseffect. Little wonder then that the Factoryadministration were reluctant to considerany action on the B.E.2 until they hadestablished the facts.

B.E. 2aThe research and development programthat culminated in the model B.E.2a tooksome time and it was not until August1913 that the Factory managementannounced that methods of stressing andtesting had been developed for themodel B.E.2a.

The B.E.2a was put into relatively large-scale production for the time andmost surviving B.E.2s were modified withthe new strengthened wings. Scientists atthe Factory had calculated that recoveryfrom a dive at 91 mph would subject thestructure to a load factor of six times normal and this factor was used in thedesign of the B.E.2a and all future Factoryaeroplanes. The R.F.C. accepted this as a

NOT MUCH OF A VOISIN IN IT! The firstB.E. biplane, recreated from the bones ofthe Voisin pusher gifted by the Duke ofWestminster in 1911 and used as thecover for the construction of Geoffreyde Havillands new design.

At the Point Cook Central Flying School near Melborne, a mechanic of the Australian ArmyFlying Corps prepares to swing the four blade propeller to start up this B.E.2.



requirement and it became the standardfor future aeroplane designs from the private industry.

Nos. 2 and 4 Squadrons of the RoyalFlying Corps were very active during 1913,achieving many flying hours, that includedsome impressive long distance flights,notably from Farnborough, Hampshire, toMontrose in Scotland, the 550 mile flightbeing achieved in May that year in justunder eleven hours, with two intermediatestops - improved later in the year with a650 miles non-stop flight from Montrose toPortsmouth run and back to Farnborough.

To war on a wing and a prayerWhilst the B.E.2a was not the only Britishaircraft type taken to France in August1914 by the Royal Flying Corps (R.F.C.)and the Royal Naval Air Service (R.N.A.S.)in support of the British ExpeditionaryForce (B.E.F), an example was certainlythe first to land in France, when Lt. H.D.Harvey-Kelly of No.2 Squadron R.F.C.)touched down in No.347 near Amiens at08.20 hours on August 13th.

No.2 Squadron was equipped solelywith the B.E.2a type, although the R.N.A.S.Eastchurch Squadron was more variedlyequipped, but did have B.E. 2 types onstrength including the personal aircraft of

the Squadron commander C.R.Samson.which he later used for a bombing raid onthe Zeppelin sheds at Dusseldorf andCologne, while RNAS B.E.s were also usedin raids on enemy installations at Ostend,Zeebrugge and Middelkerke, in Flanders.

Whilst much of the B.E.2as military workwas in aerial reconnaissance and artilleryspotting, the aircrafts ability of carry anddeliver a 100 lbs (45kg) bomb led to thefirst award of the Victoria Cross to a mem-ber of the British Flying Services after Lt.W.B.Rohodes-Moorhouse of No.2Squadron RFC bombed the railway junc-tion at Courtrai on April 26th 1915 duringthe Battle of Neuve Chapelle. To accu-rately deliver his 100 pounder, Rhodes-Moorhouse made his bomb run at only400 ft, taking intense ground fire in conse-quence. Seriously wounded, he man-aged his return flight, but died of hiswounds the following day.

Practically all B.E.2a action during WW1took place on the Western Front in France,but R.N.A.S. used examples during theDardanelles Campaign (April 1915-January 1916). Australia received twoB.E.2s ordered in July 1912, eventuallyarriving there in February 1914, going onto the Australian Army Flying CorpsCentral Flying School at Point Cook, south

west of Melbourne, Victoria.A few further examples were supplied to

the Indian Flying School at Sitapur, UtterPradesh province and one went to Egyptin December 1914 to reinforce the R.F.CsIsmailia Flight.

Throughout its front-line military service,the B.E.2 had operated without formalcombat firepower. During the first yearover the Western Front, reconnaissanceand aerial observation aircraft on bothsides went about their business unarmedexcept for the odd handgun, rifle, or eventhe occasional grappling hook (!).

As more formally armed types, like theFokker monoplanes (E.1-E.III) appeared,the B.E. 2 type became increasingly vul-nerable, not least due to its inherently sta-ble flying characteristics that precludedeffective evasion tactics when attacked.Much B.E.2 Fokker Fodder fell to the gunsof the Fokker Scourge including the fol-low-on derivative B.E. types C to E, whichfall outside the scope of this history.

By 1916, most B.E.2 and BE 2a typesremaining were relegation to lessdemanding duties, including ab initiotraining, where its inherent stability was ofreal value.

By the time the B.E.2b followed on from the B.E.2a, there were a few, if minimal concessions tocreature comfort for the two-man crew of pilot and observer including faired-over cockpits,

each with a small windscreen. By then, British militarty aircraft had standardised onred/white/blue identification roundels


REVIEW FEATURE


DC3 C47 Tony OK 19/3/15 13:46 Page 2


Among the ten-to-twenty mostsignification aircraft of all time,one of them must certainly bethe Douglas Commercial 3 ie.the Douglas DC-3. Not surprisingly, this series started with the DC-1,which was prompted, one might argue withthe crash, in 1931 of a TWA Fokker F.10Trimotor on a commercial flight with a fullload of passengers. The wooden wing broke up in flight due, it was judged, to waterseepage affecting the wood glue.This prompted the U.S.As Department ofTransport to place stringent restrictions onwooden wings for passenger airliners.

DC3 C47 Tony OK 19/3/15 13:46 Page 3

1One of the U.S. aviation industrys responses to thiswas the all-metal DC-1 only one of which was built,flying first in July 1933, but which was quickly followed,just less that a year later by the DC-2. This receivedready acceptance by both U.S. and European commercial operators and of which just under 200were built before it gave way to the DC-3 in 1936 oneof most successful commercial airliners ever.

From then the basic design was put to a vast variation of purposes. During WW2 in its C-47 militaryvariant the aircraft performed a vital part of the Alliedwar effort for cargo transport, paratroop dropping andtroop glider towing into battle zones in many war theatres.

Post 1945, the DC-3/C-47 remained one of the backbones of both military and commercial transportaround the world. It was a prime mover during theBerlin Airlift in 1949 and a steady workhorse for all sortsof small and medium-size commercial carriers worldwide, which snapped up war-surplus examples,doing at knock-down prices.

One of the Holy Grails of the post-WW2 aircraftindustry was the viable development of a DC-3replacement. No manufacturer ever came close there were too many perfectly reliable, fully serviceableDC-3s available to buy on the used aircraft market,capable of doing what was required, at a fraction ofthe cost of the new-design aircraft. It took a furthercouple of decades for commercial aviation to moveon to a point where commercial growth and aircraftperformance could eclipse Donald Douglass creation.

Even the mighty US Military found very specialist andpreviously uncontemplated uses for the type in theguerilla dominated confrontations in south east Asiaduring the 1960s and 70s, using specially adapted C-47 derivatives for electronic intelligence gatheringand a spectacularly armed ground-attach gunshipwith a powerful multi-barrel Gatling Gun fired throughthe opened cargo hatch position in the rear fuselagethat would be blasted away at ground targets as thepilot flew the aircraft in a circle.

Even today, there are a few still earning their keepcommercially, together with a decent number doingthe rounds of the summer air shows and any aviationenthusiast worthy of the name and of a certain agewill still recognize the benign, low key and distinctiverumble of the twin Wright R-1820 Cyclone or Pratt &Whiney R-1830 Twin Wasp radials on a DC-3/C-47 scudding, quite low, across our skies.

THE MODELThis Hobbyking offering, despite its relatively small size, isa practical scale model and flies well. The airframe is allEPO foam, and comes fitted with electric retracts andfeatures split-type wing flaps. The wing comes in twopanels, to be assembled into a full wing unit with centre-spar joiner, which makes transport really easy.However it may be that, due to the amount of wiring inthe fuselage/wing joint, you might prefer to keep it inone piece in the car in which case, the overallwingspan of 1600mm (63) poses no great problem.

Two bell-type brushless motors and brushless ESCs


1: The C-47 access door in the fuselage side actually opens! 2: The substantial ply wing joiner in place. Note the channel-labeled servo leads.

2

Nice, leisurely,unhurried wideturns are what

HobbykingsDouglas DC-3 does

best!

DC3 C47 Tony OK 19/3/15 13:46 Page 4


3 4

3: Lower swing surface showing aileron and flap servos. Note the undercarriage is down. 4: The various decal sheets supplied four differentvariants available. 5: The tail units the lugs on the bottom of the fin needed a bit of thinning down to fit the tailplane apertures. 6: Detail ofone of the cowl, air cooler scoop and scale props. Note balloon ribbed tyres on mainwheel.

provide plenty of power from a 4S x 3000 -4000mAh lipo pack (not supplied) and servos are ready installed complete withconnector leads. Not supplied, is a receiver,which needs to be capable of operating sixcontrol functions.

Further authentic scale touches are flashing wingtip and landing lights, plus scalelooking three-blade props and spinner caps.

Colour scheme optionsHobbyKing have devised a very good rangeof colour scheme options for their C-47 usinga choice of two basic schemes all overolive drab, with grey undersides and an all-silver (unpainted natural metal) version.Decal sheets supplied with each versionthen allow for several different schemes. Thereview model has the former olive drab/greyfinish and came with decal sheets that provided for four different livery options twoUSAF, one RAF and one Australian Air Force. Iopted to use the UK roundels and fin flashes.Check out all the options on the Hobbykingwebsite www.hobbyking.co.uk

How it goes togetherTaking the carefully wrapped parts out ofthe box and the plastic sheets, I could nothelp but be impressed with the size anddetailing on the model. I could wax lyrical,but looking at the photos will give you amuch better idea of the finish, etc. Asalready stated, the basic rather than matt,but it still looked pretty darn good. The levelof pre-fabrication was outstanding and I figured that if all went well, having received

the kit on Tuesday, I should have it ready fortest flying by the weekend, weather permitting!

All the servos are fitted, as are the fuselagepushrods you just need to fit the control surface horns (two screws each), the aileronand flap pushrods (after centring the servos,of course). The main tasks are the joining ofthe two wing halves (glue and a ply joiner),setting the tailplane onto its seat, and the fitting of the fin/rudder into thetailplane/fuselage slots. Two long boltsthrough the fuselage bottom hold it alltogether actually the fit was very foolproof (I usually hesitate to say this asthere is always someone to prove mewrong!). The only additional effort requiredwas the removal of some excess foam fromthe fin lugs to let the fin seat properly onthe tailplane, but once a snug fit wasobtained, it all lined up spot on.

The wing was then offered up to the fuselage and the wiring harnesses connected to the receiver poistioned in thefuselage behind the removable top hatch,with the extension leads poking down intothe wing seat area. One excellent pointabout the spaghetti junction harness is thateach lead has a label with channel numberadjacent to the connector this makes connecting it all up a walk in the park and a nice thoughtful touch by the manufacturer.

Do not fit the props until last - and mostdefinitely AFTER firing up the radio to centreall the servos! Adjust the pushrod clevises asnecessary to that the control surfaces are

centred. Normallyat this point, I wouldadvise setting up thecontrol throws to thosegiven in the manual, butguess what, no throws aregiven at all, only the positionof the CG 65mm back fromthe wing leading edge at thewing root. I set what I thought wouldbe sufficient throws in the second position of each three-position switch on thetrannie, with a bit more in the top switchposition and a bit less in the lower switchposition that should cover all bases for theinitial flight with fine-tuning to follow after.

With the model now pretty much assembled, the next task was to achieve thecorrect fore/aft balance with the undercarriage retracted. A 4S x 3300mAhpack (as recommended in the instructions)even placed as far forward as possible,needed additional noseweight for correctbalance. At that point, I decided that anyadditional noseweight should at least earnits keep and so a 4S x 5000mAh pack wassubstituted. The larger lump brought theCG to the required position and I now hadmore potential flight duration.

So, with everything in its place and working, step back and admire the model,its certainly very pretty and very definitely scale!

Air testI would have preferred waiting until the badweather had abated long enough for our

5 6

DC3 C47 Tony OK 19/3/15 13:46 Page 5

strip to dry out a bit to allow a New Yearcut, but kit reviews have to continue rightthrough winter, so the best I could do waswait for a bright, dry day, preferable withminimal wind. Finally that day dawned andafter a short phone call to my photographerchum, it was off to the patch to give it a go.

As it happens, the strip HAD been cut androlled just a few days before, so the strip wasperfect. Lined up into wind, gradual application of throttle soon had the Dak inaccelerating mode, getting up to speedafter just about 10 metres or so, havingreduced the up elevator to allow the tail torise and she was off!

Climbing to height, power was reduced toabout 60% to slow her down (much toomuch power on full stick) and the Dak wastrimmed out for straight and level. I immediately found the ailerons very sensitive,as was the rudder, so I switched both thesecontrols to low rates. She was now handlingquite nicely, flying big broad turns (needingjust a tad of rudder initially at the start of theturn) for a few circuits to get used to the feeland look of her in the air. She certainlylooked the part and in the perfect blue sky,the nav lights were clearly visible.

Time next, for a stall test, so I initiated aone-circuit to a decent height into wind,closed the throttle and eased back the elevator to full up on high rates (top position) the nose came up briefly as the speedbled off and gently dropped the rightwing. She came out of it easily enough andquickly not benign, but almost!

The rest of the flight was spent doing circuits and eights at about 50% throttle,which gave her a scale-like speed into wind,you dont want to fly her any faster, after all.

Flaps were next tested, at height, with thethrottle set just a tad faster. At max deflection (30 deg.), the 5% down elevatorthat I had mixed in resulted in just a littlepitch-up change of trim. As there was abreeze, I felt I didnt need flaps for landingand so pulled them back up. Landing was amatter of lining up, easing off the throttleand letting the model settle onto theground. Ground handling needs very littlerudder and consequently, the throw wasimmediately reduced by 50%. The aileronthrow was also reduced.

It was almost two weeks before anotheropportunity arose for further flight-testing. Theaileron response felt better (reduced throw),

more like what I prefer not perfect, butdecidedly better. This time the turns could bemade tighter, figure eights felt a lot moresolid altogether a different animal. A verysmooth flier and didnt it look great!

I have flown the Dak six times now, overfour sessions, and I can say that with thereduced throws listed below, the C-47 is avery nice flying model and looks great in theair. The flight duration on the 4 x 5000mAhpacks is, as you might expect - more thatsufficient, especially if you fly at reducedthrottle (who wants a supersonic WW2 transport?) and the model is thoroughly well behaved.

Yes, she will loop and roll (after a bit of adive), but come on, they werent designedto do that, were they! Low level passes withnice, big radius turns and 40 deg. bankangles are the order of the day. She presentswell if flown with a bit of thought and smoothchange-over manoeuvres. I always judge amodel on the response of my clubmates ifthey approve, then its a good one - this onegets full, all round approval, which meanshighly recommended!


SpecificationsManufacturer: HobbykingUK Distrubutor: Hobbyking UKWingspan: 1600mmLength: 1103mmWeight: 1700gServos: 6 x 9g, 2 x 25gSpeed Control: 2 x 20AMotor: 2 x 2215 960kv OutrunnerFunctions: 6CH transmitter and

receiver 4S requiredBattery: 14.8V 3300~4000mAh

LiPo recommended, 5000mAh used

Kit Part No.: 9306000073-0Price: 206.65 (price varies

according to $ exchange rate)

7 8

7: The Douglas DC-3 had a fixed tailwheel.8: Split flaps on one of the wing panels are in twosections - each driven by a separate servo thatcomes ready installed.

DC3 C47 Tony OK 19/3/15 13:47 Page 6

ADS P25.indd 1 16/03/2015 16:36

Sopwith Swallow

FULL SIZE FREE PLAN FEATURE

PART 1: A 1/6 scale 57.5 (1461mm) wingspan electric powered model of the lateWW1 British fighter, designed by Peter Rake with the prototype built and described

by Charles Sherman.


W hen your hear the nameSopwith, probably the firstthing anyone whos everheard the name thinks of isCamel. Swallow most likelyisnt on most peoples list. The SopwithSwallow was built in late 1918 as an attemptto create a monoplane fighter that could

outperform current biplane fighters.The Sopwith Aviation Company produced

two monoplanes based on the Camel F1fuselage. The first prototype, known as theScooter, showed promise and led to thedevelopment of a second prototype, laterknown as the Swallow. Information on theseplanes is scarce. Research on the internet

brings up a few sites recycling the sameinformation and sometimes confusing theScooter for Swallow and vice versa.

Aside from the monoplane configuration,there are some other differences betweenthe Swallow and the Camel F1. The cockpitis located further back in the fuselage, thehump is gone, the machine guns are

Having promised myself to draw up this model, things kept getting in the way of actually getting the plans drawn - usu-ally in the form of other plans in need of drawing. Id drawn up plans, in various scales, for the Sopwith Monoplane num-

ber 1 (Scooter), but never for the Military Monoplane number 2. A little urging from others, Charles included, prompted themodel you see here. Thats it from me, Ill simply hand you over to Charles for all the details. PETER RAKE

Cruising by in a low pass. Be careful not to force things if you areoperating at the bottom end of the power range.

SOPWITH SWALLOW TONY OK 19/3/15 13:54 Page 2


The tailplane and elevators are simple enough to build, with a minimum of laminated parts.

For better results if your wood is on the hard side use agreater number of thinner strips for the laminatedfin/ruder outline.

The basic wing panel awaiting tip, servo rib and dihedral braces. See text fordetails of these.

Here you see the curved tip in place, and the issue Charlesraised about tip length.

mounted on top of the fuselage and are further back and the exit holes for the elevator and rudder cables have been relocated.

Peters 1/6th scale plans come out at awingspan of 58 and length of 36. The firsttest flight weight came in at 59oz. The powerset-up up for the prototype was a 480 outrunner, 60 amp ESC (40 amp would workjust fine), a 13x6.5 prop and a pair of two-cell2200mah batteries wired in parallel. A test onthe watt meter gave me 29 amps and 217watts, or around 43 w/lbs. More about this abit later.

THE BUILD BEGINSI started off with the horizontal and verticalstabilisers . Theres nothing tricky here, justbuild the sections over the plans. Four piecesof 1/16 x 3/16 are laminated together forthe curved edges of the vertical stabiliser,but I ran out of 1/16 x 3/16 so I used threepieces of 3/32 x 3/16 for the tips of the horizontal stabiliser. I couldnt get the tightbend done on the vertical stabiliser withoutcracking the wood but that wont be anissue when it is covered. (If in any doubtabout being able to bend your 1/16 stripsufficiently Id suggest using twice the number of 1/32 balsa strips. Laminating out-lines results in structures much stronger thanwould be the same assembly using cut sheetoutlines, so your strip doesnt really need tobe that hard.

Soak it well, apply glue to the individualstrips as you join them and then PULL thepieces around the former. I stress the bitabout pulling them around because

keeping them under tension reduces the riskof cracking. Just recently I received a suggestion about using cheap car de-icer tosoak the strips. Its supposed to make themeasier to bend, but I hasten to add that Ihavent had a chance to try it yet. PR)

WINGSConstruction of the wings is pretty straightforward. The wing is built in two sections then joined together at the centreusing some balsa and ply parts.

Each section was built over the plan. Thephoto shows the right wing built up to thepoint where all of the straight pieces havebeen connected. R8, a 1/8 ply rib used tohold the servo, is NOT glued in at this point - leave that out so you have room toplace the servos. (And until you have madesure that your particular servos will actually fitthe opening. PR). Ive also left out the servoarm exit plate, which goes in the bottom ofthe wing. This will be positioned after R8 hasbeen glued in. (This is another part that mayneed adapting to suit the servos you areusing on your particular model - not all servosare the same height from mounting lugs tooutput arm. PR)

Plywood plates (SP1 and SP2), for attaching the centre section struts, are gluedin between R3 and R4 flush with the lowersurface of the wing. Make sure they areglued firmly in place or you may find its onlythe rigging holding your wings on.

The wing tips are 1/8 bass parts thatneed to be shaped to form an arc that follows the curve of the ribs. To get the arc, Itraced out the WT1 (long front section) onto

cardboard and used that to get an arc thatlooked right. I used a marker to draw a lineon the rib, then traced that onto paper tomake a template I could use to create aform. I cut up some scrap wood on theband-saw, soaked the bass for a few minutes, then clamped it down on the form.I let that dry overnight and then used thesame form to shape the other wing tip piece.

WT1 was longer than the distancebetween the leading edge and rear spar iflaid flat but after it is curved, it wasnt longenough, depending on how much curveyou use. I had to add a 1/8 piece of balsato fill the gap. (This has been remedied onthe plan and parts file but I left in the pointraised so you know what is going on in thephotos. During the prototyping stage, assoon as the builder hits a snag I always askthem to let me know so it can be fixed. If Idont fix it straight away, and especially ifthere are other problems, theres always therisk it will get overlooked. Sometimes buildscan take many months and my memoryisnt that good. So, although I cant guarantee everything is perfect, I havedone my best to make it so. PR)

What hasnt been added yet, is a balsagusset underneath WT1 for a little more support. If I was going to do this again, Iwould have extended the front bass sparout about 1.5 cm (0.6) and used that forthe gusset because where I placed WT1would have only required me to shave a little off of the top of the spar to allow WT1 tosite where I finally placed it.

WT2 (small section in the aileron) didnt


Get straight down to construction without delay!This months full size free plan feature is supportedby a laser-cut set of ready-to-use balsa and plywood components. This provides all the partsthat, otherwise, you would need to trace out ontothe wood before cutting out.

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

Price 95.00plus carriage: 11.50 (UK); Europe 26.00

Order set CUT/FSM505Shipping Note: For shipping to destinations outside the UK andEurope, you will be charged our standard flat-rate price of 49. This covers most destinations and secures your order with us.However, we will contact you accordingly with an accuratetotal shipping charge prior to dispatch and either issue arefund or a PayPal money request for the balance.

Visit our secure website:

www.flyingscalemodels.com to order yours

SOPWITHSWALLOW

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

[email protected].

CUT PARTSSET FOR THE


The laminated triangular wedges that take up the sweep in the wing, andthe ply dihedral braces that double as pylon mounts.

need to be curved. You will needto bevel the edges resting againstthe trailing edge and the mainaileron spar to get that piece to sitcorrectly. A little sanding willsmooth out the curve of thewingtip.

The next step is to join thewings. There are pre-cut (If youreusing the laser cut parts set. PR) triangular pieces of balsa that arelaminated together to form thefront section of the joiner pieces.Behind the triangular pieces, shortply spars are inserted. These plyspars (DB1 and DB2) have holes

along what should be the topedge. Make sure the holes are onthe top side as you will need themlater when joining the legs of thetop pylon to the wings.

Test fit everything before gluing.The ply spars and wing ribs were atight fit so I needed ease thoseparts together. (Unfortunately ply isa somewhat variable quantity andvaries in thickness from what it issupposed to be. All we can do isdraw it as its supposed to be andhope for the best. Having to easeslots slightly is preferable to sloppyjoints. PR)

A clear view of how the wedgesand braces work once the wingpanels are joined.

With the pylon wires in position.Notice how the rear c/s laminationsarent completed until AFTER thepylon is bound and glued in place.

All set for anotherflight the Swallow putsa less than usualshape into the air.


Untitled-1 1 23/01/2014 14:33

Well, here we are again,more electric flight nonsense for you delectation. So, I promised you that there

wouldnt be any foam featuring prominently this time, didnt I? Just for achange, what I promised you is whatyoure actually going to get. You see, miracles do happen occasionally.

What do I have lined up for you? Well,although it still involves small models, thisone is large enough to take full advantage of those calm Spring days orSummer evenings - depending on howlong it takes you to build it.

THE MODEL IN QUESTIONThis idea started out when I almost treated myself to a reproduction of theVeron Tru-Flite kit of the Sopwith Triplane.My idea was to build the model, but convert iit to electric power and radiocontrol. I remember building this kit manyyears ago and failing miserably to get it toactually fly. It did, however leave a lastingdesire to build another one some day.

Being the mean beggar that I am, therewas quite a bit of debate about whetheror not I should actually stump up the cashfor the kit. This involved finding things I didnt like about the way things weredone. How accurate a representation itreally was and much complaining (to mylong suffering wife) about how I hated thevery non-scale plastic wheels Id be

R/C SCALE ELECTRICS withPeter Rake


STILL IN WINTER INDOOR-FLYER MODE? WANT MORE THAT A PROFILE SCALEFOAMIE? THEN TRY PETER RAKES ALL BUILT-UP-BALSA SOPWITH TRIPLANE.

A very poor photo of an even worse model that inspired all this.At least my version doesnt have anhedral on the wings.

QUIET ZONE Tony OK 19/3/15 13:50 Page 2

paying for, but which would have to bereplaced if the model was to look right.

Not too surprisingly, meanness won outover the desire to spend money. After all,why pay good money for a model Id bechanging most of when I could design abetter one (in my opinion) myself?Anyway, one thing led to another and Iended up with the design you see here. A little sturdier than a rubber power stylemodel where it needs to be, anddesigned for lightweight radio control andelectric power right from the outset.

I openly admit that I havent actuallybuilt this model yet, but since its basedon my already successful 45 span model,and I know what the chosen equipment iscapable of, theres no real need to fretover that minor point. Build it light, equip it as shown, balance it right and itwill fly just fine.

EQUIPPING THE BEASTEquipping, in this case, isnt too painful anaffair. By now, Im fairly sure that many ofyou will have severely wounded the RTFmodel you received at Christmas andabout all thats left is a receiver brick,motor unit and battery. Well, as luckwould have it, that is precisely what youllbe needing to fit into the little Sopwith.There are alternatives of course, but aParkzone 3 or 4 channel receiver brickand one of the same manufacturers 8.5mm geared motor units are perfectlyadequate for the model.

You could fit a tiny outrunner, but thatwould also mean youd need a brushlessESC and larger battery pack to allow forthe additional current that the brushlessmotor would draw. Just bear in mind thatif these little models are to fly in the manner intended, they need to be keptlight, have just enough power to do thejob and have as simple an installation aspossible. These arent the type of modelyoud want to fly on days that are sufficiently windy that you need lots of

extra power and they arent intended totake the landing stresses associated withheavier, faster flying models. Light andfloaty is the key to enjoying them.

Right then, because of the number ofpages taken up with plan I have to leavethings there. Next time there will be another similar plan and more informationabout building these models. As you cansee, they dont really require instructionsas such, theyre far too basic for that, but

it will be more in the form of hints and tipsabout this style of model in general. Its asize Im very fond of at the moment, soexpect to see more of them in the futureat some point. Hopefully, I might actuallyhave built some of them by then.

In the meantime, if you need to contact me I may be found at the usualplace, [email protected]


Although this brick is brand new, a previously owned one will work just as well.

Typical of the motor units so suited to this style of model. This one is sold as a spare for the Parkzone P-51 RTF.


MASTER MODELS


FW190 Tony OK 19/3/15 16:54 Page 2


The D-9 variant of the iconic FockeWulf Fw 190 still divides opinionamongst scale modellers. To some, it isthe Ultimate Nazi fighter type. To others its extended tail and lengthened

nose dilutes the purity (and well proportionedshape) of the original design. Indeed, the Fw190D-9 was nicknamed Long-Nosed Dora by herirreverent pilots as Langnasen-Dora.

The D-9 was part of the Fw 190 high altitude development

programme which beganwith the V-12. Conceived

in the later stages ofthe WW2, from 1944

onwards, the D-9was primarily

deployed as aninterceptor to

interdictAllied

fighters

engaged in combat and ground attack missions over Germany. Most German pilotswho flew both the Messerschmitt Me109 andthe D-9 preferred the Focke Wulf. Long-NosedDora was certainly the mount of choice for NaziAces such as Kittel, Nowotny, and Rudorffer.

The ModelPhil Clark is one the UKs foremost scale modellers, especially renowned for his immaculate renditions of military scale subjects.He owns www.fighteraces.co.uk which buildsbespoke scale models for clients. FighterAcesalso supplies a large range of specialist scaleitems sourced from around the world. His catalogue includes paints, engines, retracts,and scale accessories.

First and foremost, Phil is a keen scale modeller, so all his instincts revolve aroundachieving realism in flight. He is also an excellent show pilot, well able to display hismodels to full effect in a formal setting. PhilsFocke Wulf FW 190 D-9 is built to 1/5th scale, avery handy size, and it spans 83. His version

weighs 33lbs and is powered by a Zenoah62cc petrol engine, which fits very neatly

within the sleek radial cowl.

PlanPhil built the model from the well-respected German ScaleClassics SisT Modellbau kit.

DocumentationPhilip chose to finish his model as

Black 14 as flown by Pips Priller ofJG26 in early 1945

ConstructionThe kit airframe is fully composite,

using epoxy mouldings. This

CONVERTED TO BLACK AND WHITETHIS COULD BE A CONTEMPORARYSHOT OF THE D-9.

FW190 Tony OK 19/3/15 16:54 Page 3

1modern method of construction is increasingly popular with modellers of scale jets and fast WWIImonoplane subjects. This form of kit delivers fullymoulded surface detail of all panel lines, rivets,hatches, and screw fasteners. It also allows thescale builder to concentrate on the all-importantfinal finishing of the model, and the installation of all flying systems.

Such brave new scale-modelling often relies on arange of specialist suppliers from across the world,for highly specific, highly-crafted scale details. Thesedetails will include everything from paints and finishing materials to exhausts, retracts, and a myriad of scale accessories. Individual scale modellers will take their own views on these developments. What cannot be doubted is that, inthe right hands, the outcome is a very accuratelooking scale model. Phil reports that the kit goestogether very well indeed.

EngineZenoah ZG62 petrol engine.

PropEngel Super Silence 22 x 10 2-blade carbon

Exhaust The exhaust was custom made from parts sourcedfrom Toni Clark of Practical Scale, Germany.

Undercarriage / RetractThe D-9 demands a rugged undercarriage. Aftermuch research, and previous experience of thebrand, Phil chose to fit Sierra Giant Scale retracts.

PaintingPhil used Warbirdcolors who market a water-basedscale paint system. Naturally, being water-basedconfers great advantages when it comes to handling paint in the shed. He then finished theentire model with Klass Kote Matt Epoxy Clear coatsprayed on.

Legending/DecalsPhil used spray masks prepared for him byFlightline Graphics. All thestencils and legendingnomenclature camefrom water slide


1: The paint system chosen by Phil certainly works well, but of course, much is down to the skill of the modeller. 2: If we go in closer we canactually confirm that no two rivets or fasteners are the same (!), and all panels and hinges are accurately rendered.

2

The Fw design teamwanted to build a

rugged, highly practical aircraft,able to operate in

harsh conditions ofmodern war.

FW190 Tony OK 19/3/15 16:55 Page 4


3 4

6 75

3: Excellent fit-and-finish of shut-lines on the cockpit canopy, a weak spot of many scale kits. 4: There is no doubt that the particular all-moulded technique on this model really does portray the softness of full-size aluminium construction. 5: Surface detail on the wing makes youlook twice! 6: Concealed scale aileron controls are present and correct. 7: This part of the model really impresses! The wing root fairing / gusset is superbly modelled.

THE D-9S WIDE-TRACK UNDERCARRIAGEAIDS GROUND HANDLING.

FW190 Tony OK 19/3/15 16:56 Page 5

decals supplied by TailormadeDecals, Germany.

Scale DetailsThe D-9 has a full depth cockpitinterior, and a pilot figure.

Flying ImpressionsThe D-9 looks extremely aggressivein the air - just as she should. Themodel has a very broad speedrange, and her flight path is verysmooth indeed. The overall impression one gets from the flightline is of a well-sorted scale modelwith well-harmonised controls. Shereally does look like a thoroughbredin the air.

EpilogueModern, high-tech, all-mouldedmodels such as this are seen bysome scale modellers as large,expensive, glorified Airfix kits.However, that view misses the point.But truthfully, this is where somekeen scale modellers have takenthe available technology with ourhobby. These kits are not producedby nameless Corporations. Rather,they are labours of love, in limitedhand-laid production, from utterlycommitted scale modellers. True,they are not traditional, but theycertainly represent one possiblefuture for this high-tech strand ofscale R/C modelling.


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Model Specification

Focke Wulf FW 190 D9Scale: 1/5Wingspan: 83Weight: 33lbsEngine: Zenoah 62ccProp: Engel Super Silence

22 x 10 carbon

8: Trademark integral fixed doors attached directly to the undercarriage legs. 9: The correctly stalky legs even have the Manufacturers boilerplates. Note accurate wheel profile. 10: Even the scale wire dipole aerial is faithfully modelled. 11: Phil used Flightline Graphics products forthe stencils and legending.

ALL-WEATHER FIGHTER ON A SUITABLY GREY LATE WWII DAY!

FW190 Tony OK 19/3/15 16:56 Page 6


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