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Small Scale Squadron Down Under - Flying Aces Squadron 65
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Volume 6, Number 3, September 2002
(Note this web page only contains partial contents of
the paper newsletter... for the full contents, click
here to get subscription details)
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Stephen's Editorial Bit
What another newsletter already? I only did one last
week, didn't I? It feels like it. Well, this issue spans the age of flight
with the Sopwith Pup - one of the first effective fighters, or should I
say scouts of WWI... through to the Piper Comanche, a classic example of
fast, comfortable modern flying.
As always the cover is courtesy of Lloyd's artistic
talents. The excellent Piper Comanche plan and article is due to John
Poletti's efforts, with reference information from Lloyd's resources. The
Sopwith Pup plan is from the US Flying Aces Newsletter. We also have in
this issue another "Model Aircrafts" plan - this time its the
Piper Cub Coupe. It really is great being able to get these long forgotten
(by most of us) plans back out in circulation. First impressions seem to
indicate that the Cub Coupe would be a good flyer, with its light
construction and is has better than good scale outlines.
I can only say that without the efforts and
contributions of the very few, this newsletter would not exist. So what's
new on your building bench? Let me know. Drop me a line, a photo perhaps
and a couple of notes on your latest project, it all helps to fill the
pages with information for our other members.
What have I been up to? Well, I've built another
bench for the model room, using up whatever timber scraps I had around the
place and in the corner of the room knocked up a spray booth out of
left-over Gyprock (plaster board). The compressor sits nicely under the
bench, within easy reach of the spray booth. I hope to test it all out
soon on the DH-2 that I am building for indoor flying. Its a Peanut
plan, (designed by Ulisee Alvarez) enlarged to 17 inches, and
powered by a Telco C02. I've had the plan and the motor for many years,
with the original intention of building it for the Campus A-23 C02 motor
(made by Brown Junior in the USA, I don't know if they're available any
longer but they are an excellent motor). At Peanut size, the DH-2 was just
too small, enlarged slightly everything becomes so much easier (not!).
Congratulations must go to Dave Putterill for once again winning the
"Fly In Scale Masters", with another magnificent rubber powered
model. The model was a P-51B, with a "Malcom" hood. Suffice to
say that the model was a work of art with a very detailed and realistic
appearance. The number of entries was lower than previous years, due no
doubt to the weather forecast for the weekend. However those who arrived
early enjoyed calm conditions to about 9:00am. Sunday was the better of
the days, being flyable all day for those with trimmed out models. The
standard of entries was as high as ever, with new models from a number of
flyers being present. I must mention Ray Melton's new "Judy",
which featured a working bomb-bay that opened and shut and boasted a well
done weathered finish. Perhaps we can twist Ray's arm for a diagram of the
bomb bay mechanism...
No Free Flight Scale at the Australian Nationals! Bloody hell, are we
all that apathetic? Maybe we will all stand up when they replace all scale
events with ARFs. Scale aeromodeller of all flavours, Gary Sunderland
offers his thoughts on this topic, along with part two of his article on
Elliptical Wings.
Till next time, soft Landings,
Stephen Portelli
I built the first of these Comanches around 1970,
and it has always flown well. Outdoors on a loop of 1/8 rubber I seem to
remember flights of about 45 seconds. Recently I took it to our indoor
hall, and managed to persuade it to do about 30 seconds, on a loop of 3/32
rubber. Since the original plan had long since gone, I redrew it and built
another model to prove the first was not a fluke. This flew just as well
indoors, so I built versions for electric and power, this time for outdoor
use. The CO2 version has a tired and ancient Telco, while the electric
model has a modified Air Ripper unit similar to the KP00, on three 50 mAh
cells.
Each model was based on a different full-sized
Comanche. The first was originally built as ZK-DAA in white with red and
blue trim. At some stage it was re-covered and decorated as ZK-DSP, a
later model with sleeker nose contours. The second model is in the colours
of ZK-CYT, in white with dark blue and black trim, the electric version is
ZK-DAA, as above, while the CO2 version is in white with vermillion trim
as the American registered machine N7622P.
Construction is straightforward. Use fairly light wood throughout,
especially if you are building an indoor version. For the 1.5mm x 1.5mm,
choose a straight grained sheet. Cut a test strip and then break it. If
the break is clean, don't use the wood. Try to find balsa that is stringy
enough to keep the two broken parts connected, otherwise the structure
will be too brittle.
Two fuselage side frames are built in the usual way. The sides are then
joined with cross-pieces. Note that the cabin roof is narrower than at the
dash panel, and the sides have to be pulled in at the top. The formers are
then glued to the cross pieces, including F4B, glued to the front of the
uprights. The wings glue to this. For the electric version, do not
cut out the lightening hole in F4B; also fit an extra 1.5mm x 1.5mm
upright inside at this position. Fit the stringers, noting that the lower
outer ones stop at F5B and the lower centre one stops at F6B. Bend the
curves before fitting, using a hot-air gun. Carve the windshield fairing
to shape, hollow it out underneath and glue to F4A.
The tailplane and fin are very simple, built directly on the plan. The
wings are also simple. Note that the LE is continuous to R1, with an extra
piece spliced in front for the root extensions. To support the tissue here
a piece of 1.5mm x 1.5mm runs from in front of R2 to the top of R1. For
the electric version, web between the spars with soft 1.5mm. For the
indoor model, no wing warps were used, but both the outdoor models have
some washout, about 1.5mm at the tips.
The noseblock is laminated and carved to shape with a Peck 1/32"
bearing fitted. I used a Modelair 5½" (Sleek-Streak style) prop,
bushed with Al tube, thinned and balanced. A plastic spinner may be molded
over a pattern which is turned up on an electric drill.
If you are building an electric or CO2 version fill the side frames in
the nose bay with sheet, so that you can mount the motor radial fashion on
a bulkhead. For the electric version, the three-cell pack is glued to a
floor of 1.5mm sheet in the cabin, behind the main spar. For the CO2
version the CO2 vessel needs to be secured in the bay behind the wing for
the correct balance.
Cover the components before assembly, pinning down to prevent warps.
For the rubber and CO2 versions I used Modelspan tissue, applied dry, and
lightly water-shrunk. I used two coats of dope, well thinned and with some
healthy drops of castor oil added. The trim colour, and registration
letters were cut from Jap tissue. The tiny lettering such as "first
aid kit inside" was printed onto airmail paper with an inkjet
printer, doped to make it waterproof, cut out and stuck on. Control
outlines are drawn with matt black enamel in a spring-bow pen. The
electric version was also covered in Modelspan tissue, but with its ample
reserve of power, was sprayed with automotive lacquer. The trim colours
were done by masking, while the pinstripes were cut from Jap tissue that
had been sprayed the correct colour beforehand. These were applied with
water-thinned RC-56.
Final assembly involves gluing the wings each side of the fuselage,
ensuring equal incidence and dihedral. The tailplane is glued on top of
the fuselage, followed by the fin and dorsal fin. Add weight if necessary
to get the CG correct.
All the models were trimmed to fly in right hand circuits. The CO2 and
electric versions needed more right thrust to achieve this than the rubber
version. If required, thin acetate trim tabs can be fitted to rudder and
elevator to adjust the flight pattern. The rubber and CO2 models were easy
to trim and a dream to fly. The electric version, though, has a much
higher wing loading, and flies much faster. Small warps have a much
greater effect, as do trim tab adjustments. I have had some fine flights
with it, but also a few prangs, with subsequent repairs. Be warned!
Another Goodyear/F1 racer for Peanut or indoor racing, or both. If
built to a common scale of 1"=1' the models would span from 13"
to 20" with the same wing area; good for Indoor Scale or Racing, and
scaled up for outdoor flying would be lots of fun. Let us know if you like
them; I've got details of most of the racers that were built.
| The Dixon Special was built in 1948 and
raced at Cleveland that year recording a top speed of 121 mph.
It was sold in 1952 and in 1963 was written off in a non-fatal
crash in Maryland. Ideal for a model with good proportions and
plenty of tail area... and no spats to worry about. It should be a
good flier with plenty of prop clearance. |
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Here's a sample of the plan included with the newsletter:
Another in the Model Aircrafts Kits series, this attractive
model is slightly reduced to Peanut scale size (13" wingspan). The
original plan was around 16". The Cub Coupe was the forerunner to the
Super Cruiser and seated 3, with the pilot sitting in front of 2
passengers on a bench seat behind.
Some good colour schemes are available on the internet; search on
Vintage Aircraft Photos.
Lloyd.
 
| In Part 1 I described the introduction
of the revolutionary HE-70 "Blitz" and its link to the
Supermarine Spitfire.
Back in Germany a certain Adolf Hitler had come to power, and
this presented Ernst Heinkel with a number of opportunities, in the
shape of military orders for the new Luftwaffe - and also problems,
with the anti-Semitic politics of the Nazi party. The HE-118 was a
dive bomber development of the "Blitz" which lost out to
the JU-87. Likewise the HE-112 fighter was inferior to the Bf-109,
but the HE-111 bomber went into large-scale production. All these
designs retained the distinctive elliptical wing planform, although
the HE-111 was later redesigned with straight tapered wings.
Fred David was then a young engineer working for Heinkel. Because
of Fred's Jewish background, Ernst Heinkel arranged for him to
become Heinkel's engineering representative in Japan, where Heinkel
had long been providing aeroplanes for the Japanese Navy, which were
manufactured under license by local Japanese companies.
Fred's first project was a hurried redesign of the HE-112 to suit
the Japanese, including a radial engine and a fixed undercarriage.
This went into service as the Mitsubishi A5M, later code-named
"Claude". With its open cockpit and fixed undercarriage it
was very much a stop-gap design, as the Mitsubishi concern soon
afterwards brought out the radical Type O "Zero" fighter
to replace it.
Nevertheless the "Claude" played an important part in
the China war and saw some action in the early phase of the war in
the Pacific. On board the carrier Shoho in the Coral Sea
battle, they were unable to stop SBDs from the Yorktown
sinking their ship.
Fred David's next project was the conversion of the Heinkel dive
bomber into the Aichi Type 99. Once more the Japanese Navy specified
a radial engine and a fixed spatted undercarriage. Junkers-style
external "park bench" dive brakes were also adopted, the
Aichi concern holding licenses from Junkers as well as Heinkel. With
a 1,000hp radial engine the Type 99 "Val" had a better
performance than the original Heinkel design and proved to be a
deadly ship killer, responsible for most of the early Japanese
victories in the first phase of the Pacific war.
Meanwhile the feared "Kempi-tai" secret police began to
take rather a close interest in the young engineer from Germany.
Questions about his family background caused Fred to depart in
haste. Fred ended up in Australia just as war broke out, where he
found himself behind barbed wire in an internment camp. As a German
citizen, Fred was now an enemy alien in a country at war with
Germany.
Next came the Japanese attack in the Pacific, the loss of
Singapore and the bombing of Darwin. Desperate times breed desperate
measures. Somehow the Managing Director of the Commonwealth Aircraft
Corporation, Lawrence Wackett (later Sir Lawrence) became aware of
Fred's existence and qualifications. Within days Fred was installed
as chief engineer at CAC in charge of an urgent and top-secret
project, to design another stop-gap fighter, desperately needed to
defend Australia against the Japanese.
Utilising the engine from the Hudson and many parts from the
Wirraway the resulting CAC Boomerang outperformed the
"Claude" and the "Val" and could even compete
with the Zero at low altitudes. During 1943 comparative fighter
trials were carried out between various allied fighters and a
captured Zero in Australia. The pilot in a CAC Boomerang was Sqn.
Ldr. Roy Goon, who reported that at low altitudes the Boomerang
could out turn the Zero, as long as speed was maintained.
The Boomerang excelled at low altitude work and with a rugged
airframe and plenty of ammunition, became a useful ground attack
aircraft. Fred David continued as chief CAC designer throughout the
war, working on top secret projects, despite having to report to the
police each week as a registered "enemy alien"! After the
war he became an Australian citizen and chief of the Aerodynamics
Research Laboratories, and incidentally my boss, as I was then a
humble assistant in the wind tunnel.
Later still, I learned to fly and Roy Goon checked me out for
solo in a DHC-1 Chipmunk.
A local historian, and another noted RAAF pilot, Keith Meggs is
working on a biography of Fred David and his book should be
available soon. |
Heinkel HE-112 fighter prototype:
Mitsubishi A5M "Claude":
Heinkel HE-118 dive bomber prototype:
HE-118 side view:
Aichi Type 99 "Val" (from Walt Mooney's Peanut plan):
Aichi Type 99 "Val" (1/24 scale model by Nate Sturman):
The CAC Boomerang:
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You will be aware that the FF Scale events at the Nats is
usually badly supported, for a variety of reasons and the last 2001-2002
event we really had only three (3) competitors, one from Qld, NSW and Vic
(myself). The event only stayed on the program then because the two judges
entered their names as competitors, then gracefully withdrew at the
last moment to become judges again (5 competitor minimum required for an
event).
Whatever your angle this is bad news for FF Scale in the long term, as
it may be difficult to get back into the program in future years. I think
we should all care enough to support Nationals events if at all possible,
otherwise we condemn ourselves to extinction.
How to kill an event: The National Championships should not just
be about pot hunting, but should be an opportunity for the best fliers in
the country to demonstrate safe and efficient model flying to the highest
standards in each discipline. Like most areas of model sport FF Scale
models have improved significantly in the last 20 years, but few get to
see one fly.
In the U.K. Nationals they get good entries in I.C., electric/CO2 and
rubber scale, where the F/F event is held in the evening at the same
venue as the R/C and C/L scale, with lots of spectators. At the
Australian Nat's we're usually stuck with morning events, because we still
have wind and thermals to near dusk, BUT 6am starts are ridiculous. The
weather is usually fairly good until 10am, so a 9am start should be OK.
Then again, F/F fields are usually miles from anywhere and do not offer a
chance for R.O.G. As R.O.G. is a basic part of F/F Scale and offers
a 10% points bonus, we really need decent runways (or grass like Richmond
- lovely turf farm. Ed)
My suggestion is that F/F Scale on the morning of an R/C scale event
(possibly Stand-Off Scale, which is less well supported) and be flown
before that event. The would probably accept a 10am start time, which is
normal for S.O.S. Most of our R/C sites these days are fairly big, so
there should be plenty of room.
But we really need people to fly at the Nat's with good reliable models
of quality, trimmed and ready to put on a good show. Unless F/F Scalies
are prepared to make an effort, I doubt that anyone else is even likely to
notice our demise.
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Created 15/11/2002 |
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