PicDAK EBST1996cr
Summary
One of my first scale models had been the Dynam Skybus, a 147cm span foamy that I modified with flaps and a sound-system and painted to portray the C53 that I piloted for real halfway the 90’s. After 8 years I got tired of seeing it flying around with the gear in the fixed down position and attempted to modify it with retracts. I was unable to construct one that was sufficiently light and sufficiently stiff to support the landing loads of that model that had to be flown with a relatively high airspeed. During years I had been searching for a larger Dakota (with retracts) but most looked awful in shape with cockpit area and engine cowlings/nacelles far away from the charismatic DC3 curves. The wooden VQ model of 180cm and foam Hobby King with 160mm definitely were not worth the switch, but at the end of the 2020 summer I saw one ZD FLY brand advertised second-hand in good condition in Belgium for a reasonable price. The guy sold it for a deceased person so I got no manual nor decorations for that dull silver “rosinenbomber”. As the model with the retracts seemed to be in excellent original condition, I purchased it because it is a rare find in Belgium and a reputably excellent model flying at a realistic speed. When pictured along my smaller Dynam the difference in size and shapes were really apparent.
Pic 062crr
Back home I checked the servo’s and motors, weighed the model (without battery 2221gr) and inspected it thoroughly. Visual...Continue Reading
Summary
One of my first scale models had been the Dynam Skybus, a 147cm span foamy that I modified with flaps and a sound-system and painted to portray the C53 that I piloted for real halfway the 90’s. After 8 years I got tired of seeing it flying around with the gear in the fixed down position and attempted to modify it with retracts. I was unable to construct one that was sufficiently light and sufficiently stiff to support the landing loads of that model that had to be flown with a relatively high airspeed. During years I had been searching for a larger Dakota (with retracts) but most looked awful in shape with cockpit area and engine cowlings/nacelles far away from the charismatic DC3 curves. The wooden VQ model of 180cm and foam Hobby King with 160mm definitely were not worth the switch, but at the end of the 2020 summer I saw one ZD FLY brand advertised second-hand in good condition in Belgium for a reasonable price. The guy sold it for a deceased person so I got no manual nor decorations for that dull silver “rosinenbomber”. As the model with the retracts seemed to be in excellent original condition, I purchased it because it is a rare find in Belgium and a reputably excellent model flying at a realistic speed. When pictured along my smaller Dynam the difference in size and shapes were really apparent.
Pic 062crr
Back home I checked the servo’s and motors, weighed the model (without battery 2221gr) and inspected it thoroughly. Visual...Continue Reading
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The real C53 N49AG I had the honor to pilot during its brief 1996 airshow season for the commemorations of 50 years Belgian Air Force. This picture was taken at the commemorative airshow at St Truiden (EBST) -
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To the left my old Dynam Skybus, to the right the ZD DC3 "rosinenbomber" as acquired second hand september 2020. Size difference was much more obvious than anticipated by reading just the numbers of the wingspans. -
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Old and new next to eachother, together with a choice of props and the custom artwork produced by Caliegraphics -
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Attrociously inaccurate aft fuselage of the ZD model compared to the Dynam model in the background -
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I never modified the blunt nose nor the inaccurate engine cowlings of the Dynam model, but on the ZD model things were even worse with highly inaccurate cockpit windows and monsterous fuselage-wing fairings.
Comments (3)
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Views: 59
contents of ASS bags with difference between ASS70 and ASS100 control cards, copper assembly was custom produced by a friend for my Gö4-3 -
Views: 61
Period copper pitot/static sensors mounted on the nosedeck of a restored antique airworthy glider. That is what I used as the basis for custom produced functional total and static pressure sensors for my 50+year-old gliders -
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Early test installation of a stock FrSky pitot tube along the towhook opening. That was dictated by the impenetrable lead-filled nosecone was was delicate for landing and transport. -
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The minimal bent tube just in front of the windscreen of the full-size Blanik I reproduced in quarter-scale. Not the best picture but the only one that illustrates how the tube angle was chosen according to the airflow around the blunt nose -
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My reproduction installed slightly higher (initially?) to sense some more "cleaner" air instead of boundery-layer airstream -
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After the rubber tube for the total pressure was glued in a hole in the nose, I used a sharp knife to cut it flat with the rest of the nose and it works like a charm, proving the diameter of the hole is not critcal to sensor total air pressure. -
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A surviving Dutch Gö4-3 being prepared for launch, the slightly offset pitot-static system in the nose has been painted black (to reduce visual disturbance for the crew?) and points down into the normal glide slope angle airstream -
Views: 63
This is my scale reproduction and installation on my quarter-scale Goevier but I kept it in natural copper to be better visible during handling and transport.
Pic 17oct20-3
Rationale
In 2014 I stumbled upon an advertisement of a second-hand Fly-Fly F100 in flying condition for what seemed a reasonable price. Some time before that I already had purchased one of the last original kits of that brand because I ever wanted to make a nice model of the French Air Force two-seater I had the chance to fly just weeks before it was phased out. Even as the second-hand one was in a sorry state, I bought it to use as a trainer and eventual source for spares if the need aroused. All of that laid dormant together with other kits and aircraft on my attic for years. End of summer 2020 I had a two week lul in my program and thought that getting the second-hand one ready for some test-flying with various EDF’s I had collected would be a useful way of filling that time. Once in my workroom I was very disappointed about the way that model had been very grossly assembled and decorated. The guy I bought it from had been a firefighter at the airbase of Beauvechin and should at least have been familiar with the fact that the USAF star stood on two legs instead of on its head!
Pic 0017c
Speaking of legs, when you see how the nose-gear had been fastened to the fuselage you get an idea about the craftsmanship? of that modeller. I think he used a complete jar of Gorilla type glue on that model. Furthermore duct tape had been used to cover other atrocities before being painted, and during sticker application he had not followed the deep crease...Continue Reading
Rationale
In 2014 I stumbled upon an advertisement of a second-hand Fly-Fly F100 in flying condition for what seemed a reasonable price. Some time before that I already had purchased one of the last original kits of that brand because I ever wanted to make a nice model of the French Air Force two-seater I had the chance to fly just weeks before it was phased out. Even as the second-hand one was in a sorry state, I bought it to use as a trainer and eventual source for spares if the need aroused. All of that laid dormant together with other kits and aircraft on my attic for years. End of summer 2020 I had a two week lul in my program and thought that getting the second-hand one ready for some test-flying with various EDF’s I had collected would be a useful way of filling that time. Once in my workroom I was very disappointed about the way that model had been very grossly assembled and decorated. The guy I bought it from had been a firefighter at the airbase of Beauvechin and should at least have been familiar with the fact that the USAF star stood on two legs instead of on its head!
Pic 0017c
Speaking of legs, when you see how the nose-gear had been fastened to the fuselage you get an idea about the craftsmanship? of that modeller. I think he used a complete jar of Gorilla type glue on that model. Furthermore duct tape had been used to cover other atrocities before being painted, and during sticker application he had not followed the deep crease...Continue Reading
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My QF100F model coming in for landing after its second trial flight mid October 2020 at TMV Tongeren -
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As bought second-hand half a decade before, an impressive model that at first (and with my knowledge at that time) looked good enough for a rebuild, but later proved a major undertaking with mediocre results -
Views: 61
Just looking at how the nosewheel had been attached to the fuselage tells a lot. After removing the wing I discovered many more horrors such as bulbous glue, loose wires and rough-removed foam that destroyed smooth airflow in the intake. -
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The condition of the EDF was terrible, the rotor had more damage than I ever could imagine and the walls of the shroud were plastered with a clay-like substance. Luckily the later could get cleaned and the motor itself still ran perfectly -
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An ESC with only 2% overhead capability, mounted in front of the EDF, and an exhaust cluttered with wxired and connectors are not the combination I was looking for. -
Views: 66
The new 130Amp ESC was mounted backwards just aft of the EDF and stripped of most of its sleeves to ensure good cooling in the exhaust. All wiring running further aft was plastered into a top gutter and sanded to obtain a smooth obstacle-free exhaust -
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all the wiring running to both elevator servo's also was plastered level within the exhaust wall, the only remaining obstacle being the guide tube for the individually activated full flying stabilizers -
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wires for ailerons, main retracts and motor were rerouted into the factory provided cavities above and below the EDF shroud. Intake completely smoothened out and covered with a coat of strong Z-poxy to avoid filler ingestion.
Pic 18jul -18
Motivation
End 1972 after coming back from the USA with my silver wings military pilot qualification on T41/T37/T38, I flew five rides with the already at that time venerable (since 1953 in Belgian Air Force) Lockheed T33 for familiarization with the Belgian environment and procedures before I started my conversion on the Lockheed F104G Starfighter. Although its official name was Shooting Star, most pilots always refer to it as a T-bird. Years later I also had an aerobatic ride in its Canadian counterpart, the Rolls Royce Nene powered CT133 named Silver Star.
Pic FT14 filtered
Soon after starting EDF model flying I was looking out for a T33 R/C model but either they were large and intended for real jet engines, or didn’t look the par. When Freewing marketed one with an 80mm fan in 2019, it immediately got my attention. That model is a bit small but makes it be easily transportable even fully assembled, and the relatively large diameter wheels allow it to also operate from well-cut grass. Straight-wing airplanes are more forgiving and can be flown slower in tighter airspace. Mid 2020 I ordered one from Motion RC Europe and within days I had it home, together with one of their admiral 6S4000 batteries that claims 60c output! (I need that to get airborne from grass without rolling too long and stressing the retracts).
Analysis
The model was nicely packed and could have been assembled in a matter of hours, just a straightforward affair. The...Continue Reading
Motivation
End 1972 after coming back from the USA with my silver wings military pilot qualification on T41/T37/T38, I flew five rides with the already at that time venerable (since 1953 in Belgian Air Force) Lockheed T33 for familiarization with the Belgian environment and procedures before I started my conversion on the Lockheed F104G Starfighter. Although its official name was Shooting Star, most pilots always refer to it as a T-bird. Years later I also had an aerobatic ride in its Canadian counterpart, the Rolls Royce Nene powered CT133 named Silver Star.
Pic FT14 filtered
Soon after starting EDF model flying I was looking out for a T33 R/C model but either they were large and intended for real jet engines, or didn’t look the par. When Freewing marketed one with an 80mm fan in 2019, it immediately got my attention. That model is a bit small but makes it be easily transportable even fully assembled, and the relatively large diameter wheels allow it to also operate from well-cut grass. Straight-wing airplanes are more forgiving and can be flown slower in tighter airspace. Mid 2020 I ordered one from Motion RC Europe and within days I had it home, together with one of their admiral 6S4000 batteries that claims 60c output! (I need that to get airborne from grass without rolling too long and stressing the retracts).
Analysis
The model was nicely packed and could have been assembled in a matter of hours, just a straightforward affair. The...Continue Reading
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If not told this is an actual picture of the MODEL in flight, you would think it is a real one. This very affordable Freewing foam model is worth every penny and turns heads on the airfield. -
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That is the real one as they were used for training in 1972 at Brustem, note the travel pod under the fuselage and stowed instrument-hood curtain behind the back-seater. Black nomenclature and white nose in that year -
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factory decals wiped away with acetone, crevasses on underside of horizontal stab filled out, Humbrol sand color (tan) painted over factory paint and blank foam areas to check covering capability and reactivity -
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removed the factory blue connection box an replaced by FrSky receiver and Amp sensor, power cables substantially shortened and holdback plates made for two different battery types that are held in place by additional under-canopy foam block. -
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FOD screen glued inside the cheater hole to keep out grass and stones, 2mm balsa strip glued under the flap area to prevent the split flaps from raising too high in the airstream and to alleviate the aerodynamic forces on the servos. -
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See how the tan lines vary on the fuselages of 3 different aircraft during student formation practice flights, and how some noses were black and nomenclature white later70's. 11 squadron bat was sometimes applied on various locations on some aircraft -
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Underside of wings got the filler treatment as well as around the plastic intakes. A 4-strand wiring connects the tail to the fuselage. the various green shades were first tested on the tail section -
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The finished model on the table, a very handy format for transport and stocking home. To me the VietNam scheme is much more attractive and visible than the factory NATO camouflage
My original orange two-seat version V41 OO-LUK overturned at the end of the landing during a demo for kids at Tongeren in 2018. The only apparent damage seemed to be a broken rudder top and its hinges. Being the end of the season I put the model aside but had other priorities for (re)building. I always hated the shiny flimsy Monocote that had been patched up many times during its previous lives, sometimes even with transparent Scotch tape. Instead of only repairing the rudder, I decided to completely restore the model with Oratex/Solartex and give it another livery for which I already ordered the artwork through Calie. Instead of the standard Belgian Air Force trainer livery I opted for the black/white/red livery that was used by the period famous aerobatic team “Les Manchots” who pioneered close mirror flying acts with Stampes (V28 and V18) that had the front cockpit covered and a single pilot canopy installed.
Pic Stampe V28-18
When the Belgian Air Force sold their Stampes in 1971, V18 first was sold to a Canadian (based at Sollingen in Germany) and in 1978 to the UK, where it flew as G-BRMC. In 1993 the Antwerp Stampe en Vertongen museum at Deurne Antwerp acquired this historic valuable aircraft and registered it OO-GWC. They restored it to the exact configuration in which it flew during the 1960’s. It was rarely flown and in 1996 I had the honor and privilege to ferry V18 from Brustem airshow (for the 50th anniversary of the Belgian Air Force) to a commemoration...Continue Reading
Pic Stampe V28-18
When the Belgian Air Force sold their Stampes in 1971, V18 first was sold to a Canadian (based at Sollingen in Germany) and in 1978 to the UK, where it flew as G-BRMC. In 1993 the Antwerp Stampe en Vertongen museum at Deurne Antwerp acquired this historic valuable aircraft and registered it OO-GWC. They restored it to the exact configuration in which it flew during the 1960’s. It was rarely flown and in 1996 I had the honor and privilege to ferry V18 from Brustem airshow (for the 50th anniversary of the Belgian Air Force) to a commemoration...Continue Reading
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My single-cockpit Stampe taxiing out during development flights is hard to distinguish from its full-size counterpart. From the side it is only black and white, from the bottom only black, from the top only red and white, making it easy for orientatation -
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Dramatic top-view low-pass against cumulus clouds -
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Head-on view clearly showing the port lower inner broken flying wire missing, glad my wings didn't collapse during the aerobatics because those wires are not only for the eyes, they are structural necessities also on the model -
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I transport my Stampe fully assembled in my camper, in a foam craddle that I modified from a balancer for glider, holding the biplane in a space efficient nose-down attitude supported by both lower leading edges and the lower fuselage nose
First steps in 2014
Pic 5660cr
After flying indoor toy helicopters for a while I desired to purchase a serious secondhand helo to fly outdoors. Jan 2014 my eyes fell on an electro scale Hugues 500E in unattractive Danish Army colors, completely ready to fly and equipped with a Helicommand Rigid ground and air stabilizer, plus five 6S3300 batteries. I trusted that my skills with the Blade 120 and like, augmented by the quality stability system, would be sufficient to get it in the air to teach myself. The deal was concluded and after coming home I knew the first thing I wanted to do was to transvestite it into the colors of the famous Hugues 500D that was used in every episode op the worldwide popular eighties television series: Magnum. As painting gloss yellow over matte dark green would be very difficult, I opted to cover it in vinyl and purchased lengths of yellow, orange and brown. I couldn’t refrain from first making a picture of my acquisition next to a Blade 130X helicopter that I hand-painted as a German police BO105 instead of the omnipresent Red-bull dress-up.
Pic 2014-5
I quickly regretted my decision to work with vinyl, applying parallel angled stripes shoulder to shoulder over angled and double-curved surfaces proved very challenging but I never gave up. In the end I started by first using see-through paper that I pushed in place hugging the surfaces, then marked where the previous strip ended, put the paper flat on the table and drew a new...Continue Reading
Pic 5660cr
After flying indoor toy helicopters for a while I desired to purchase a serious secondhand helo to fly outdoors. Jan 2014 my eyes fell on an electro scale Hugues 500E in unattractive Danish Army colors, completely ready to fly and equipped with a Helicommand Rigid ground and air stabilizer, plus five 6S3300 batteries. I trusted that my skills with the Blade 120 and like, augmented by the quality stability system, would be sufficient to get it in the air to teach myself. The deal was concluded and after coming home I knew the first thing I wanted to do was to transvestite it into the colors of the famous Hugues 500D that was used in every episode op the worldwide popular eighties television series: Magnum. As painting gloss yellow over matte dark green would be very difficult, I opted to cover it in vinyl and purchased lengths of yellow, orange and brown. I couldn’t refrain from first making a picture of my acquisition next to a Blade 130X helicopter that I hand-painted as a German police BO105 instead of the omnipresent Red-bull dress-up.
Pic 2014-5
I quickly regretted my decision to work with vinyl, applying parallel angled stripes shoulder to shoulder over angled and double-curved surfaces proved very challenging but I never gave up. In the end I started by first using see-through paper that I pushed in place hugging the surfaces, then marked where the previous strip ended, put the paper flat on the table and drew a new...Continue Reading
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Happily hovering in front of a real helicopter maintenance facility at Zwartberg airport. This is a nice realistic and practical sport-scale trainer heli -
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My 500 shell in original Danish Army colors for size comparaison behind my paint-modified Blade 130. To be used vinyl rolls are visible in the back. -
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Freshly and painstakingly covered in vinyl to portray Magnum PI series popular TV series helicopter -
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Original battery setup and Helicommand Rigid stabilizer looking down through a small window under the fuselage -
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Old original FMS T28 pilot bustes used as a base for foam augmented pilot full pilot figures. Nex exteded forward floor with foam instrumeny console and Velcro for new forward battery position visible -
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Painted pilot TJ with his feet resting on top of the transverse positioned battery, ready to take the air. (temporary sensor converter near his head for battery consuption telemetry. -
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Flying up and down the runway to get acquainted with the delicate art of model helicopter scale flying.
Pic 11jul20-22crc
Part 1: General info and tail assembly
The choices
After building the Ka2b OO-SZD, Gö4-3 OO-SZC and Foka4 OO-ZEU in their historical Sabena livery, only one glider was missing to have them all, the 1958 Bocian 1c OO-SZE serial P311.
Pic Bocian HFI 2018(19)
For years I compared the available quarter-scale (short)kits, one from the UK, one from Germany and the one from the well-known Polish OldGliders. End 2019 I choose the latter and ordered all their available options (except the oleo gear) including a scale pilot. The reply I got asked me to transfer 805 euro, also covering the shipping to Belgium. Three weeks later DPD delivered a 8,8kg package. It had been extremely well packed with liberal use of triplex-wood around both cartons, then many layers of black plastic to protect all sides during handling. Don’t panic after opening the box, just as with any 1000-piece jigsaw puzzle, it only takes patience to assemble the awesome mess of single loose pieces. After unpacking I roughly amassed similar looking parts in heaps and took following picture of the complete delivery.
Pic 5039c
...Continue Reading
Part 1: General info and tail assembly
The choices
After building the Ka2b OO-SZD, Gö4-3 OO-SZC and Foka4 OO-ZEU in their historical Sabena livery, only one glider was missing to have them all, the 1958 Bocian 1c OO-SZE serial P311.
Pic Bocian HFI 2018(19)
For years I compared the available quarter-scale (short)kits, one from the UK, one from Germany and the one from the well-known Polish OldGliders. End 2019 I choose the latter and ordered all their available options (except the oleo gear) including a scale pilot. The reply I got asked me to transfer 805 euro, also covering the shipping to Belgium. Three weeks later DPD delivered a 8,8kg package. It had been extremely well packed with liberal use of triplex-wood around both cartons, then many layers of black plastic to protect all sides during handling. Don’t panic after opening the box, just as with any 1000-piece jigsaw puzzle, it only takes patience to assemble the awesome mess of single loose pieces. After unpacking I roughly amassed similar looking parts in heaps and took following picture of the complete delivery.
Pic 5039c
...Continue Reading
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My quarter-scale model with the four spoilers fully extended during finals allows steep approaches to be made over obstacles, with the same pronounced nose-low attitude as his full-size example. Looks pretty real doesn't it? -
Views: 113
One of the rare pictures of the SZD9b Bocian 1c in the attractive Sabena livery it first wore in 1958. I only found color pictures of OO-SZE in various later less attractive paint schemes, I thus had to do it with this black/white for my model -
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The contents of the basic kit together with the extra order of wood, spoilers, wheel, wing key with furrows, canopy, pilot, seat belts and instrument panel, all nicely packed in two large boxes for transport -
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making heaps of pre-cut parts for left and right wing plus ailerons, and dry positioning of the parts required for stab, elevator, fin and rudder -
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Using the table edges and judicious positioning of the parts when drying ensures straight sub-assemblies according to the plans. -
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To build the fin I decided to immediately incorporate it to the aft part of the fuselage for correct alignment, but the odd shapes make it difficult to assemble directly on the plan. -
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Positioning the Robart large pin hinges for the flight controls to find out the optimum positions before any drilling is done. Easy for the horizontal stab but more thinking required for the rudder because the ribs don't match the ones on the fin -
Views: 105
The situation after capping the ribs and lots of sanding on the leading edges and tips, dual elevator servo's installed and wiring connector to fuselage prefabricated. One elevator already covered with Oracover and balsa blocks for hinges glued to ribs
End 2017 I acquired a brand new (never flown) secondhand relatively cheap Taft Viperjet for its electronic components. With still to be assembled FlyFly kits of a Hawker Hunter and an F100D Super Sabre in the attic, I was in need of quality high-blade good 90mm EDF assemblies and that Viper happened to have been upgraded with a E-Jet EJ90-9 nine-blade 90mm fan on a HET700/60/1865 motor with a Phoenix edge HV120 12S EDF and Savox SH0255MG servo’s. That factory-balanced EDF set is advertised as producing 2030W with 91Amps at 22,3V: 3,1kg thrust! With the withdrawal of my FlyFly MB339 EDF trainer I decided to fly the Viper for a season before cannibalizing it.
Although the seller told me I just had to install a receiver to get it flyable, I spent more than a week getting it ready during fall 2019. The ESC had been screwed to a plywood plaque that had been glued within the fuselage, no way to unscrew it anymore in those confines. Since that ESC had no battery connectors I had to solder my EC5 plug within the fuselage, not an easy task considering the very thick wires and required heat within that foam environment. The wires also still had to be connected to the motor, necessitating the opening of the taped-over access hatch. That revealed that the fan-housing had been mounted with only two small screws, I upgraded that to six.
After mounting the receiver I discovered that none of the flight controls deflected properly. The previous builder/owner did cut the standard...Continue Reading
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The Viperjet during it's maiden flight 21May2020 from the grassfield of Tongres -
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Here you can see that the aftermarket white plastic flight control hinges are completely engulfed by yellowish gorill-type glue, completely blocking any hinge-movements -
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Serious damage to the foam and decoration around the hinges after removing the excess glue. Carbon strip glued within the top of the rudder to prevent it from bending too much (in flight and during ground handling) -
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Geardoors cut out and fixed to the airframe, allowing for retracts to operate without the nuisance and delicacy of door actuators and servos. -
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motor and receiver batteries along eachother rather far back in the fuselage to attain the 100mm recommended CG position. FrSky receiver and its extensive wiring barely visible along the port side, telemetry sensors and regulators along starboard side -
Views: 135
New rack in the bedroom to stock the Stampe SV4b and Viper without detaching the wings. Electric or steel flying wires are a real p.i.a. to assemble on the field.
Chapter 1: Introduction to the Schemp-Hirth Gouvier gliders
Black and white picture of the real 1953 Sabena gouvier in flight
During the thirties, soaring became popular but the basic period single-seaters only allowed slow student progress by short hops along slopes. Some two-seaters were developed but in 1937 the first flight of a side-by-side two-seater (developed from the Gö3 Minimoa) opened up a new way of introducing more people to soaring, and offering a better way of teaching. The Göppingen 4 (abbreviated by many to Govier/Goevier/Gouvier but with different pronunciation in German, Dutch and French) had flight characteristics similar to the popular Grunau Baby but at 92cm width, the seating felt rather cramped. Space had been maximized by the wing to fuselage blending root-shape to accommodate shoulder and elbows. That part could be ordered in resin impregnated jute (sackcloth), the very first use of ‘plastic’ parts in gliders. The Gö4 was very successful and used by the Germans to train candidates before they joined the Luftwaffe. After the war the factory developed and built the shorter aft-fuselage version Gö4-3 that didn’t need as much balance weights when flown solo. Of the more than hundred Gö4’s built, as of 2015, only 3 remained airworthy in Germany and 2 in the Netherlands.
In 1952 Belgium’s national soaring centre acquired Werk-nr 415, one of the 21 factory produced Gö4-3 and flew it unregistered till 1954. It then was registered OO-SZC by Sabena...Continue Reading
Black and white picture of the real 1953 Sabena gouvier in flight
During the thirties, soaring became popular but the basic period single-seaters only allowed slow student progress by short hops along slopes. Some two-seaters were developed but in 1937 the first flight of a side-by-side two-seater (developed from the Gö3 Minimoa) opened up a new way of introducing more people to soaring, and offering a better way of teaching. The Göppingen 4 (abbreviated by many to Govier/Goevier/Gouvier but with different pronunciation in German, Dutch and French) had flight characteristics similar to the popular Grunau Baby but at 92cm width, the seating felt rather cramped. Space had been maximized by the wing to fuselage blending root-shape to accommodate shoulder and elbows. That part could be ordered in resin impregnated jute (sackcloth), the very first use of ‘plastic’ parts in gliders. The Gö4 was very successful and used by the Germans to train candidates before they joined the Luftwaffe. After the war the factory developed and built the shorter aft-fuselage version Gö4-3 that didn’t need as much balance weights when flown solo. Of the more than hundred Gö4’s built, as of 2015, only 3 remained airworthy in Germany and 2 in the Netherlands.
In 1952 Belgium’s national soaring centre acquired Werk-nr 415, one of the 21 factory produced Gö4-3 and flew it unregistered till 1954. It then was registered OO-SZC by Sabena...Continue Reading
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Views: 123
So far, the only picture available of the real Gö4-3 as flown during the 50's in Sabena sponsoring over the Belgian Ardennes. As no color pictures exist, I could only rely on the testimony of 80+ year-old that flew or saw the glider fly at that time -
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The CNC wood as provided in the short-kit, loose wood at the bottom was purchased separately -
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The plans as reproduced from the builder's pdf files, also mirror printed for left and right model halves. -
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Production of both rudder halves with their middle flat on the plans -
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Both half-rudders joined and held together, straight bottom block still to be replaced by a curved one (red line) -
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basic construction of horizontal stabilizer, still all with same thickness as per plan -
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Lots of sawdust after sanding rudder and stab to more tapered and rounded shapes. Lowest part of rudder is hardwood glued to the foam block (for strength during ground-handling and transport) -
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The (too) many parts needed for assembly of the elevators, not the most efficient design
Pic of the real Belgian Foka4 anno 1963 somewhere in Belgium, still wearing its world championship race number
Part 1: Prefabrication by French hobby builder Jean-Pierre Voisin
After a stupid priority choice following an unfortunate combination of events, my 4m span Fliegerland Foka 4 plummeted vertically in the ground minus its port wing during the September 2018 BiGGS meet at St-Truiden (illustrated story here) https://www.rcgroups.com/forums/show...02&postcount=3. As Fliegerland was out of Foka kits for a minimum of 6 months I shopped around and had to go for a 5 meter span version which I ordered from JPV, a Normandy retired builder (he has no website). A few months before that, I saw a fellow BiGGS pilot maiden one at Pottes and the quality of flight and the model seemed very good. The weekend after the crash I got in touch with the builder and within days I order a pretty much prefabricated kit consisting of a molded fuselage, styro wings with Samba (Abachi type) sheeting over 100gr glass-fibre ready for finish, ailerons and 400mm spoilers installed. Wings and tail rigging made, wheel installed, clear canopy without frame included. Removable rudder with built-in servo installed. That is a lot of work this amateur but very capable builder delivers (halfway via a trucker) for about €1500, after 10 weeks of intense labor. Basic fuselage and foam wing cores can be ordered for less than 500 euro if desired (or for repairs).
Regarding the choices I made: I...Continue Reading
Part 1: Prefabrication by French hobby builder Jean-Pierre Voisin
After a stupid priority choice following an unfortunate combination of events, my 4m span Fliegerland Foka 4 plummeted vertically in the ground minus its port wing during the September 2018 BiGGS meet at St-Truiden (illustrated story here) https://www.rcgroups.com/forums/show...02&postcount=3. As Fliegerland was out of Foka kits for a minimum of 6 months I shopped around and had to go for a 5 meter span version which I ordered from JPV, a Normandy retired builder (he has no website). A few months before that, I saw a fellow BiGGS pilot maiden one at Pottes and the quality of flight and the model seemed very good. The weekend after the crash I got in touch with the builder and within days I order a pretty much prefabricated kit consisting of a molded fuselage, styro wings with Samba (Abachi type) sheeting over 100gr glass-fibre ready for finish, ailerons and 400mm spoilers installed. Wings and tail rigging made, wheel installed, clear canopy without frame included. Removable rudder with built-in servo installed. That is a lot of work this amateur but very capable builder delivers (halfway via a trucker) for about €1500, after 10 weeks of intense labor. Basic fuselage and foam wing cores can be ordered for less than 500 euro if desired (or for repairs).
Regarding the choices I made: I...Continue Reading
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This Belgian Foka flew for the first time during the 1963 world championship at Buonos-Aires, pilot Marcel Cartingy discovering the handling of this factory fresh glider on the spot. It wore race nr16 and finished 16th overall before returning to Belgium -
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Fuselage and wing furrows were made around the actual aluminum wing key for exact size -
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Due to the extreme aft rake of the rudder hinge, smooth operating pushrods or cables proved near impossible and the rudder servo is actually built in the moving rudder itself, its arm being rigid to the vertical stabilizer -
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Fuselage halves still in their moulds being permanently joined -
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With my fuselage held in the rig in the background wing shapes were cut from Styrofoam not only for my Foka, but also for another model -
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Rigging the tail for perfect squareness being performed in an adjustable rig -
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Same procedure for rigging the wings to the fuselage -
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Basic wing assembly with the foam parts around the wooden ribs tnat support the wing key, and the 440mm airbrakes being positioned before cutting
Chapter 1: Introduction to the Tipsy Nipper
Pic at cox
How can you squeeze a person of normal height and shoulders into that tiny cockpit?
Aircraft history
In 1952 designer Ernest Oscar Tips started designing his diminutive T66 in the Fairey aircraft factory in Gosselies Belgium. As the Hawker Hunter license production ran down he started building prototype OO-NIP that was testflown with open cockpit on 2 december 1957 by Belgium’s famous test pilot Bernard Neefs. In 1959 production started on the closed canopy Mk2 that were powered by a 45hp Volkswagen, Stamo or Hepu engines with exposed cylinder heads, 64 were built till 1962 (+78 kits delivered). Because Fairey started producing the F104 Starfighter, the Nipper production was then taken over by Cobelavia that produced 18 Rollason cowled-engine Mk3 Nippers in a hangar in Kortessem (just a few km from my town and model airfield) till 1966. From then on production of complete aircraft (and kits) was transferred to the U.K. Slingsby built them till in 1971 the Donington based firm went bankrupt (after producing 32 complete aircraft). Later kit produced variants even boosted a 85hp Jabiru engine. Nowadays many still are airworthy in the UK, Belgium and the Netherlands.
The design philosophy had been to produce a lightweight single seat aircraft that was cheap to produce and operate, and easy to fly. Although not the smallest nor prettiest, it was the smallest practical aircraft and even had aerobatic...Continue Reading
Pic at cox
How can you squeeze a person of normal height and shoulders into that tiny cockpit?
Aircraft history
In 1952 designer Ernest Oscar Tips started designing his diminutive T66 in the Fairey aircraft factory in Gosselies Belgium. As the Hawker Hunter license production ran down he started building prototype OO-NIP that was testflown with open cockpit on 2 december 1957 by Belgium’s famous test pilot Bernard Neefs. In 1959 production started on the closed canopy Mk2 that were powered by a 45hp Volkswagen, Stamo or Hepu engines with exposed cylinder heads, 64 were built till 1962 (+78 kits delivered). Because Fairey started producing the F104 Starfighter, the Nipper production was then taken over by Cobelavia that produced 18 Rollason cowled-engine Mk3 Nippers in a hangar in Kortessem (just a few km from my town and model airfield) till 1966. From then on production of complete aircraft (and kits) was transferred to the U.K. Slingsby built them till in 1971 the Donington based firm went bankrupt (after producing 32 complete aircraft). Later kit produced variants even boosted a 85hp Jabiru engine. Nowadays many still are airworthy in the UK, Belgium and the Netherlands.
The design philosophy had been to produce a lightweight single seat aircraft that was cheap to produce and operate, and easy to fly. Although not the smallest nor prettiest, it was the smallest practical aircraft and even had aerobatic...Continue Reading
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Views: 186
The subject of my model, as it was at the time I flew it to Coxyde airshow in the nineties. This diminutive aerobatic aircraft can carry a person and is a joy to fly despite its anemic 38hp Volkswagen engine. It won't win beauty prices but is rather cute -
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With a pilot on board, the main gear spreads. Pictured with its new owner but still old livery at the annual antique aircraft gathering at Schaffen Diest -
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That is what comes out of the large box, very complete and quality well cut wood -
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After removing all parts from their carriers you end up with a huge pile of scrap wood. Parts were sorted out, grouped and marked. The plans are very basic indeed, with no true assembly notice -
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rudder hinge assembly and dry positioning of all rudder parts. Lots of cutting and sanding before all angles fit well for the glue having something to grab on -
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After more sanding, the rudder is ready for covering. The wood piles around are the parts for the wings and horizontal tail -
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when these preassemblies are mated you get a slid fuselage skeleton -
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A spine and frames complete the basis, all of this is plywood
pic pc7 real
Part 1: Introduction and choices
Purchased unfinished on a second-hand website in 2015, that 1988 Rödel kit had been lying dormant in its box and only assembled after 2010 by a new owner who didn’t complete it. That very rare standoff scale 1:5 model was larger than I had in mind (2m11 wingspan) and was too heavy for the AXI 4163/20 that I had purchased for a conversion of a 1:6 PC9 into a PC7. I sold the PC9 but this PC7 model still had no engine mount nor flaps, aileron servos were missing, and too long legged brand-less electrical retracts with dubious electro brakes installed. Upon inspection I saw that the assembly quality was ok, the model being of period traditional build with balsa or Abachi planking over a foam core for most surfaces. Although it weighed only 5,5kg as acquired, everything was made of strong quality wood with the fuselage painted and wings in Solarcover. White being a good base color for the yellow I was going to apply over it, we quickly agreed on an acceptable price before I loaded the model in my camper. Back home I had to rearrange the hobby room to stock that relatively large model, in the meantime I kept it in the living room in its partially finished Martini display team scheme. This was Jaques Bothelin's lead airplane HB-HMA in which I sat but never flew.
Pic rod pc7 21 jun-2
In 1986 I performed an evaluation flight in the front seat of the yellow/red company demonstrator HB-HMP but as in 2012 I got a back seat...Continue Reading
Part 1: Introduction and choices
Purchased unfinished on a second-hand website in 2015, that 1988 Rödel kit had been lying dormant in its box and only assembled after 2010 by a new owner who didn’t complete it. That very rare standoff scale 1:5 model was larger than I had in mind (2m11 wingspan) and was too heavy for the AXI 4163/20 that I had purchased for a conversion of a 1:6 PC9 into a PC7. I sold the PC9 but this PC7 model still had no engine mount nor flaps, aileron servos were missing, and too long legged brand-less electrical retracts with dubious electro brakes installed. Upon inspection I saw that the assembly quality was ok, the model being of period traditional build with balsa or Abachi planking over a foam core for most surfaces. Although it weighed only 5,5kg as acquired, everything was made of strong quality wood with the fuselage painted and wings in Solarcover. White being a good base color for the yellow I was going to apply over it, we quickly agreed on an acceptable price before I loaded the model in my camper. Back home I had to rearrange the hobby room to stock that relatively large model, in the meantime I kept it in the living room in its partially finished Martini display team scheme. This was Jaques Bothelin's lead airplane HB-HMA in which I sat but never flew.
Pic rod pc7 21 jun-2
In 1986 I performed an evaluation flight in the front seat of the yellow/red company demonstrator HB-HMP but as in 2012 I got a back seat...Continue Reading
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The full size Pilatus PC7 peeling off after a pass at a Belgian open house in 2014. As I had the opportunity to fly aerobatics in this very aircraft I choose this very attractive scheme for my model. -
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The model as acquired. Although it apears almost finished, many things are attached only by pieces of tape and lots of spaces are still devoid of their essential equipment, or were furnished with sub-standard stuff. -
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Lots of carving and sanding before the square tips were turned into flowing angled warping on the intrados. -
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Inboard facing cheap landing gear and 3-piece split aluminum flaps visible in various angles during dry positioning on the wing -
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Carving out a space in the foam under the Abachi planking to slide in and glue small plywooden reinforcements to screw the flap hinges in place. Recess makes space for other hinge part with screwhead so the flap can be flush with the surface -
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Minimum space available for the flap center servo between hardwooden wing reinforcement and attach plate with holes for the screws that keep the wing tight to the fuselage for flight. Outer servo plates have more royal space. -
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Old gear still in place, new gear at place it should have been on the model. Leg length and motor placement requires completely new attach points, also because wheel well position cannot be changed without massive weakening the wing structure. -
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Tire had to be recentered on the rim by filling the excentric voids with pieces of plastic in order to have it turn round again. Wheel axle had to be grinded so brake could be attached closer to leg for bolt to grab the tread on the axle completely
This is the second thread about my Ka2b saga, if interested in the earlier restoration, use following link: https://www.rcgroups.com/forums/show...albe-scale-1-3
This thread contains 4 consecutive parts:
part 1 covers the crash, the assessment and the fuselage repair
Part 2 covers the port wing repair
Part 3 covers the starboard wing repair
Part 4 covers the final assembly and the horizontal stabilizer change
Disaster in Pottes
Last week of July 2017 BiGGS held its week-long gathering near the French border in Pottes/Celles. As I was the event coordinator I was kept busy all week and flew little. The almost constant force 3 to 4 crosswind also made things tricky and restricted the type of gliders that could be flown. Saturday had to be the highlight with the celebration of 40 years of the Waloon model association AAM with official speeches by representatives. Although I was reluctant I got a bit pushed to fly my historic Ka2b for the public event and assembled it for its 5th flight. This would be a short one because at only about 50 meters during the climb, the nylon snapped in the hook and I declared an emergency, joined a low downwind and settled down in a smooth landing.
I immediately joined the cue and rapidly found myself behind a new German tow-pilot who had lots of challenging practice that week. At around 200 meters he messed up a turn by turning too sharp but I was able to follow. At that time he spoke something to me in German but as I...Continue Reading
This thread contains 4 consecutive parts:
part 1 covers the crash, the assessment and the fuselage repair
Part 2 covers the port wing repair
Part 3 covers the starboard wing repair
Part 4 covers the final assembly and the horizontal stabilizer change
Disaster in Pottes
Last week of July 2017 BiGGS held its week-long gathering near the French border in Pottes/Celles. As I was the event coordinator I was kept busy all week and flew little. The almost constant force 3 to 4 crosswind also made things tricky and restricted the type of gliders that could be flown. Saturday had to be the highlight with the celebration of 40 years of the Waloon model association AAM with official speeches by representatives. Although I was reluctant I got a bit pushed to fly my historic Ka2b for the public event and assembled it for its 5th flight. This would be a short one because at only about 50 meters during the climb, the nylon snapped in the hook and I declared an emergency, joined a low downwind and settled down in a smooth landing.
I immediately joined the cue and rapidly found myself behind a new German tow-pilot who had lots of challenging practice that week. At around 200 meters he messed up a turn by turning too sharp but I was able to follow. At that time he spoke something to me in German but as I...Continue Reading
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The crack in the port plywood planking under the horizontal stab was serious but did not continue further under the bottom of the fuselage. You can also see how the incidence angle of the stab was much too positive. -
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The crack on the starboard side was less but it can be seen that it runs all around the top of the fuselage and joins the crack on the starboard side -
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With a clamp through a hole I cut in the stab bed area and the use of foam customized blocks inside and out, I was able to glue additional plywood inside whilst keeping the fuselage shape intact. -
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An additional hole was cut under the wing bedto access the bolts of the the aft port wing support. Those were used as a pattern to make new longer metal plates where the top 5mm hole was 6mm higher in order to eliminate the 2° incidence difference -
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The clear canopy part over the leading edge had serious multiple cracks and had to be replaced in toto, Behind it you see where the vital structural strong laminated wooden wing key had cracked at the fuselage -
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After carefully extracting and flattening the cracked canopy acetate, it was used to make a cardboard pattern from which new clear acetate (shown with its blue protective paper) was cut as a replacement.
History
In 1960 the Polish factory SZD made another throw at high performance gliding in an attempt to break the German hegemony in this domain. Although still of wooden monocoque construction, their radical Foka (seal) design was extremely pure and streamlined (laminar flow over wings and fuselage), still looking futuristic more than 50 years later. It not only looked good, but after a couple of months gained 3rd place in the 1960 standard class world championship. It later astonished the glider community when the 24 year old Jan Wroblewski entered such 15m Foka4 in the open class and became world champion during the 1965 UK held championship, the one and only time a standard class glider won the open class title, and this in an aerobatic capable (+6 -3G) production glider. Production of the SZD 24 Foka4 ended in 1968 after 204 gliders, of which only 137 found an export customer. It acquired 7 world records with a 1:34 glide ratio, a maximum takeoff weight of 322kg and an initial speed range between 62 and 250km/h. Some are still flying nowadays but are limited in speed to 160km/h and G’s after some disastrous in-flight structural wing breakups.
My Foka shortly after getting airborne on its 3rd flight
Acquisition day 1
At the end of the 2017 flying season I stumbled upon following advertisement on the popular German RC website.
http://www.rc-network.de/forum/showt...and-H%C3%A4nel
Since the early sixties I had fallen in love with models of the very elegant...Continue Reading
In 1960 the Polish factory SZD made another throw at high performance gliding in an attempt to break the German hegemony in this domain. Although still of wooden monocoque construction, their radical Foka (seal) design was extremely pure and streamlined (laminar flow over wings and fuselage), still looking futuristic more than 50 years later. It not only looked good, but after a couple of months gained 3rd place in the 1960 standard class world championship. It later astonished the glider community when the 24 year old Jan Wroblewski entered such 15m Foka4 in the open class and became world champion during the 1965 UK held championship, the one and only time a standard class glider won the open class title, and this in an aerobatic capable (+6 -3G) production glider. Production of the SZD 24 Foka4 ended in 1968 after 204 gliders, of which only 137 found an export customer. It acquired 7 world records with a 1:34 glide ratio, a maximum takeoff weight of 322kg and an initial speed range between 62 and 250km/h. Some are still flying nowadays but are limited in speed to 160km/h and G’s after some disastrous in-flight structural wing breakups.
My Foka shortly after getting airborne on its 3rd flight
Acquisition day 1
At the end of the 2017 flying season I stumbled upon following advertisement on the popular German RC website.
http://www.rc-network.de/forum/showt...and-H%C3%A4nel
Since the early sixties I had fallen in love with models of the very elegant...Continue Reading
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Under tow for the third flight -
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Still flying and after 50 years, looks as futuristic and modern as when it came out during the sixties -
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The real Foka during restoration, look how thick the wing section is compared to the one on the Fliegerland model in next picture -
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Thin airfoil on the model, instrument panel too deep and too much aft, more voluminous pilot head grafted on the original Graupner 1:4 scale pilot -
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The white paint had been applied after the German registration marks had been applied over the bare fuselage with 2K orange paint, this was the result after removal of the lettering ! -
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Removing the thick white paint with a knife in-between the former letters was difficult and left some indentation marks -
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The new batteries and plugs in position, but sticking out further back necessitating scraping off material from the front of the canopy frame. Receiver and vario from FrSky attached on Velcro. Old lead held bu foam visible on both sides of the batteries -
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Classic method of figuring out the MAC of a tapering wing, by joining (yellow line) the extending chord each side out of the existing one and noting the intersection with the half chord (white one).
History and acquisition
In 1968 shortly after becoming solo on a towed Ka4 Rhönlerche, I took place in the frontseat of a Belgian Air Cadets Schleicher Ka2 Rhönschwalbe glider for my first winch launch. By that time their surviving 1955 acquired Ka2's weren't used much anymore and I was glad to have had that ride in one of the 75 Ka2b airframes that were produced between 1955 and 1957. This also explains why the Ka2b figured on my dreamlist of model gliders since years, especially when I found out that a traditional wooden kit was available from Schneider Models in scale 1:3. The size of that model, 5m33 span and a 2m75 fuselage length was as attractive as scary to me. The kit consists of only the plans and some precut wood and canopy mold, building it would require the living room table to be neutralized during about two winters because the wings and fuselage are too long for my hobby room. The existence of Ka2b OO-SZD on the Belgian register, after half a century still wearing extremely attractive SABENA (former Belgian World Airlines) colors, was also a strong incentive to “ever” possess and fly a Ka2b model in this scheme.
A fellow member of the BIGGS (large-glider association) built one in 3 years time and it flies like a charm, I was hooked but that model is rarely found secondhand and often the painting prevents an easy switch to the Belgian desired scheme. Early summer 2016 one was advertised on a popular German model forum but the price was too steep and...Continue Reading
In 1968 shortly after becoming solo on a towed Ka4 Rhönlerche, I took place in the frontseat of a Belgian Air Cadets Schleicher Ka2 Rhönschwalbe glider for my first winch launch. By that time their surviving 1955 acquired Ka2's weren't used much anymore and I was glad to have had that ride in one of the 75 Ka2b airframes that were produced between 1955 and 1957. This also explains why the Ka2b figured on my dreamlist of model gliders since years, especially when I found out that a traditional wooden kit was available from Schneider Models in scale 1:3. The size of that model, 5m33 span and a 2m75 fuselage length was as attractive as scary to me. The kit consists of only the plans and some precut wood and canopy mold, building it would require the living room table to be neutralized during about two winters because the wings and fuselage are too long for my hobby room. The existence of Ka2b OO-SZD on the Belgian register, after half a century still wearing extremely attractive SABENA (former Belgian World Airlines) colors, was also a strong incentive to “ever” possess and fly a Ka2b model in this scheme.
A fellow member of the BIGGS (large-glider association) built one in 3 years time and it flies like a charm, I was hooked but that model is rarely found secondhand and often the painting prevents an easy switch to the Belgian desired scheme. Early summer 2016 one was advertised on a popular German model forum but the price was too steep and...Continue Reading
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Very attractive 1953 Ka2b glider pictured in airworthy condition in 2008 somewhere in Belgium. It spent most of its life in the Sabena aeroclub, created early sixties by Sabena airline pilots who enjoyed stick time during their free weekends. -
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The model as advertized during summer 2016 on the German RC Network for sale site. Note the tiny electro motor shaft sticking out of the nose (without prop hub) and the owner's puppet that was not part of the deal. -
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The long wings and fuselage rested on the dashboard, right forward and rear seats plus lugage cover for the travel. Even with the wings in sandwich and the fuselage next to it the taper was such that it almost needed the full width at the back. -
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Using the only available straight length blocked any view through the inside rearview and outside right mirror. The model survived this 650km trip back without a scratch. -
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The only (accessible) barely long enough wall along which I can work on the model and permanently stock it in my dining room. The Blanik to the left is only 2m18 long. No way to hide my hobby to the visitors anymore. -
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Trailing edges developped big waves between the still straight ribs along the inner third of both wings, the result of using excessive heat on the Oratex? -
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Looking in the nose you the mechanism for locking the canopy, both batteries inside their suspended holders. The frames were modified to bolt a large Hacker motor to it and the shaft went straight into the former hook tube at the end. Seat and stick right -
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Electronics and antennas were convenently attached between the wing attachments for easy access. A scale cover plate over the wing makes them invisible when assembled. Instructor's instrument panel looks very scale with correct period instruments.
1) the search for a Twin II and a first analysis.
After having neglected the Belgian Air Cadets for decades, a friend of mine suggested I came along with my models for a courtesy visit. Instructors and cadets were very interested and they offered me some time and space to perform demonstrations on the vast Nato reserve airfield of Weelde. An even better deal was that they offered me a couple of winch launches in a Twin Astir, their standard trainer. I try to renew that visit every summer and got the envy to make a model of a Twin I flew in. Because theirs were purchased secondhand on the German market, not 2 of them are painted the same. For ease of seeing it in the air, I opted for the PL91 which in 2013 still sported all-orange flight controls and wingtips.
All BAC Grob 103's are of the Twin AstirII type. A search for a glider model in the 4meter class only came up with Twin Astir III types which have a much different wing shape. Early 2014 I saw an old second hand Twin II for sale by a Dutch modeler and purchased it. Luckily I did because I have encountered none since. That was the good news, the bad news was that the old yellowish model sported rough repairs on the tail and a canopy that held together with Scotch tape over numerous long cracks. The wings were in a nice custom linen bag that also contained wingtip extensions. The 350 euro I had to pay for it was steep considering the overall condition of the 3m55 span model and the very old servo's that were...Continue Reading
After having neglected the Belgian Air Cadets for decades, a friend of mine suggested I came along with my models for a courtesy visit. Instructors and cadets were very interested and they offered me some time and space to perform demonstrations on the vast Nato reserve airfield of Weelde. An even better deal was that they offered me a couple of winch launches in a Twin Astir, their standard trainer. I try to renew that visit every summer and got the envy to make a model of a Twin I flew in. Because theirs were purchased secondhand on the German market, not 2 of them are painted the same. For ease of seeing it in the air, I opted for the PL91 which in 2013 still sported all-orange flight controls and wingtips.
All BAC Grob 103's are of the Twin AstirII type. A search for a glider model in the 4meter class only came up with Twin Astir III types which have a much different wing shape. Early 2014 I saw an old second hand Twin II for sale by a Dutch modeler and purchased it. Luckily I did because I have encountered none since. That was the good news, the bad news was that the old yellowish model sported rough repairs on the tail and a canopy that held together with Scotch tape over numerous long cracks. The wings were in a nice custom linen bag that also contained wingtip extensions. The 350 euro I had to pay for it was steep considering the overall condition of the 3m55 span model and the very old servo's that were...Continue Reading
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The full size Twin Astir II in which I had a winch launch a couple of summers ago at Weelde airfield. Simple but colorful large orange panels are very visible for orientation even for an airborne model as seen from the ground. -
Views: 272
The evening it was delivered I noted many more shortcomings than expected, both structurally and cosmetically. Obtaining a new canopy for this 1980 model was impossible. I put the model aside for 2 years before I had the courage to start the restoration. -
Views: 276
All the cracks on the yellowish canopy had been taped up but looked awful. This was glued and taped on a tub that fitted in the fuselage. The secondhand clear canopy was of a Twin Astir of slightly larger dimension and had to be adapted to fit on the tub -
Views: 262
The underside of the vertical stab was a mess of unfinished polyester repair and remains of white cover material. -
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The top part didn't look much better and I was puzzled by the 3 former perforations of which only the middle one is still functional, but happy that the balsa didn't seem to have been replaced, so what hapened before is still a guess and cause for fear -
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Tailplane and rudder after preparation for covering, fuselage ready for primer, clear canopy adapted to old tub, instrument pedestals cut from large tub and stock pilot buste selected for installation -
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Former nose weights were removed and lay on top. Red tape loosely over former sidemounted towcable orifice to allow PU glue to fill. Reverse mounted nosehook solidly PU'ed all around the nose orifice, control rod to the left towards existing servo. -
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Interior view showing changed elevator servo on old bracket, reinforced nosewheel bracket, tub with front pilot buste that had to be modified, as well as the instrument pedestals.
Part 1: The assessment
The Cub was never on my list of favorites to buy, but after a PC9 got ruined during delivery due to exposure to a storm on the Tarmac of Vienna, the E-flite Super Cub 25e was close to the reimbursed value and I took it as a compensation. Somewhere it fitted my desire to learn aerotow and fly the Super Cub as still used nowadays by the Belgian Air Cadets as towships . Pilot in picture below is Polle, former F104/F16 colleague who amassed 3000hrs of towing in these Super Cubs and presently flies a civilian one restored by his father in law in the yellow early colors of the Belgian Army AOP's. Although I performed some towing (gliders and banners) in a 135hp Super Cub (OO-VZL), most of my 200 hours Cub flying was done as an instructor (from the back seat).
Being scale 1:6,2 it will be a good match to tow my 1:6,6 scale Parkzone Ka8b that I also vinyled in period Air Cadets colors https://www.rcgroups.com/forums/show....php?t=1959173 . Although a quarter scale Super Cub must be better suited for towing, I really didn't feel like assembling and disassembling a strut equipped airplane on the field each time I'd go fly. This 187mm span model can be stocked home and transported fully assembled in my camper, a major advantage. It also is a nice field companion for my recently restored 1:6 scale Fournier RF5b Sperber motorglider in period Air Cadet color scheme https://www.rcgroups.com/forums/show....php?t=2565923
a) A bit of history
When I...Continue Reading
The Cub was never on my list of favorites to buy, but after a PC9 got ruined during delivery due to exposure to a storm on the Tarmac of Vienna, the E-flite Super Cub 25e was close to the reimbursed value and I took it as a compensation. Somewhere it fitted my desire to learn aerotow and fly the Super Cub as still used nowadays by the Belgian Air Cadets as towships . Pilot in picture below is Polle, former F104/F16 colleague who amassed 3000hrs of towing in these Super Cubs and presently flies a civilian one restored by his father in law in the yellow early colors of the Belgian Army AOP's. Although I performed some towing (gliders and banners) in a 135hp Super Cub (OO-VZL), most of my 200 hours Cub flying was done as an instructor (from the back seat).
Being scale 1:6,2 it will be a good match to tow my 1:6,6 scale Parkzone Ka8b that I also vinyled in period Air Cadets colors https://www.rcgroups.com/forums/show....php?t=1959173 . Although a quarter scale Super Cub must be better suited for towing, I really didn't feel like assembling and disassembling a strut equipped airplane on the field each time I'd go fly. This 187mm span model can be stocked home and transported fully assembled in my camper, a major advantage. It also is a nice field companion for my recently restored 1:6 scale Fournier RF5b Sperber motorglider in period Air Cadet color scheme https://www.rcgroups.com/forums/show....php?t=2565923
a) A bit of history
When I...Continue Reading
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Belgian Air Cadets L21 towship during a low pass. -
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Platinum series model after unboxing, note excellent individual packing of items for transportation. -
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Differential Frise aileron positions during full right aiileron deflection while refueling in progress on airbase Goetsenhoven. -
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All movable surfaces stripped of their respective covers, rudder shape of kit is inaccurate being too large at the top and not cintinuing fuselage bottom line before bending up. -
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Kit provided thick elevator on top, sanded slender elevator trailing edges on bottom of picture -
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Fuselage and cowling stripped of all kit decorations. -
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removed fake metal aileron covering, cowling intakes that are not conform to the present air cadets Piper were cut away. Top and bottom shape of rudder after modification. -
Views: 333
Incorrect E-flite rudder on the left, real aircraft's rudder on the right.
Sticky:
Fournier RF5b Sperber scale1:6
Although I had made up my mind not to buy any other model before I finished all the ones awaiting in the attic, my eyes popped when I saw the picture of an ultra-rare 2m80 span Fournier RF5b Sperber advertised for a reasonable price on a well-known German RC forum.
Besides having met an old friend who bought a full size RF5 and promised me a ride in 2016, I also remembered how often there had been suitable soaring weather but nobody to tow during the summer months. I had hoped to fill that void with the foam Hype DG1001M with retractable engine, but it proved too much of a toy and after selling it I was on the lookout for a a suitable traditional material powered glider with a motor in the nose, preferably in the 3meter class that I also could use it on the slopes, and representative of a real motorglider. I immediately wrote a mail to the seller and he rapidly agreed to sell it to me although he had two more offers. Two days later I drove to Germany to pick it up amidst a cellar full of other models young and old.
The seller had bought the model years ago from a German living in the alps, but had no idea if it was a kit or homebuilt because you never saw another one although the fuselage was in strong polyester/fiber. The model was more than complete and ready to fly except for a battery. It had an expensive engine in the nose, an ESC, Graupner servos, yellow, blue and clear canopies, two horizontal tailplanes and two different wingspar joiners. The gear was...Continue Reading
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The result of the 3 weeks of restoration on this 40year old rare model -
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As advertised on the internet, wearing the colors of the prototype period real Sperber -
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That is all the stuff I got for my money, a model with many alternative options to assemble, but really not that attractive. Luckily I saw the potential for a real beauty in it. -
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Covering of unknown substance looking sad, discolored, delaminated and crumpled on all tail surfaces -
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Airframe sn009 as pictured at the Coxyde airshow sometime during the seventies when it wore its simple but very elegant delivery color scheme -
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Second less elegant scheme pictured by gliding Bob in Temploux in 1988. This is the only picture I could find to see how close the pilots' heads were under the clear canopy. It also shows the compressed position of the single retractable central wheel -
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black rubber instrument panel protection glued under the canopy, shaved pilots in raised positions with the front one representing a young cadet and the instructor in the back a reserve retired air force pilot wearing period haircut over his ears. -
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foam glued to the underside of the pilot busts and arms but awaiting final shaping and filling. Beards lightly sanded and filled to eliminate any traces of them. Clear cleaned and reshaped canopy ready, tailplanes being prepared for Oracover application.
Sticky:
FMS Spitfire TR9 two-seater mod
June 2011 I purchased a secondhand 1400mm FMS Spitfire from a club member who had only flown it once and found it much too challenging for him. I wasn’t a hero either at that time, but I definitely didn’t want to miss this opportunity because on the scrapheap of the clubhouse I had seen an almost complete but total loss identical model for takes. Having performed aerobatics in the back seat of the real PV202 (G-TRIX) Spitfire two-seater during the Oostmalle warbird meet of 1993, I wanted to fly that as a model as well.
A flight by an RC shop owner confirmed it was very unstable in pitch and dropped a wing during the flare. Inspecting the model I noted the elevator to be anything but rigid. The foam couldn’t handle the torsion caused by the control horn only on the starboard side, and the aerodynamically correct outboard balance sections twisted much too easily, thus exaggerating any elevator input and making the model very twitchy in pitch. I resolved the problem by cutting off those outboard sections from the elevator and gluing them with some carbon rods to the fixed horizontal stabilizer surfaces. It thus didn’t alter the overall shape, but drastically reduced the torsional forces on and between both elevator halves.
Because the model continuously ended up on its nose, I also increased the forward rake of the retractable landing gear. I unscrewed the gear from its mount and added triplex plates under the aft attachment screws. By doing that...Continue Reading
A flight by an RC shop owner confirmed it was very unstable in pitch and dropped a wing during the flare. Inspecting the model I noted the elevator to be anything but rigid. The foam couldn’t handle the torsion caused by the control horn only on the starboard side, and the aerodynamically correct outboard balance sections twisted much too easily, thus exaggerating any elevator input and making the model very twitchy in pitch. I resolved the problem by cutting off those outboard sections from the elevator and gluing them with some carbon rods to the fixed horizontal stabilizer surfaces. It thus didn’t alter the overall shape, but drastically reduced the torsional forces on and between both elevator halves.
Because the model continuously ended up on its nose, I also increased the forward rake of the retractable landing gear. I unscrewed the gear from its mount and added triplex plates under the aft attachment screws. By doing that...Continue Reading
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My model depicted next to the period PV202 (pics courtesy, of Zazen) -
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outboard portion of the elevators cut off and glued to the horizontal stabilizer to eliminate foam torsional problems -
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The front removable canopy and half of the middle part rests on top of the reversed former aft part of the fixed back canopy. -
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Troublesome foam hinges replaced by proper articulated nylon hinges, but gaps necessary to maintain the elliptical flow lines of the various surfaces -
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EC5 plugs for FAS100 power sensor to telemetry of FrSky X6R receiver coupled to Orange Mk2 flight stabilizer. Clear plastic between servos and wires to eliminate possible interference -
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new CG mark forward of the factory suggested position, tilted retract mechanism causes geardoors not to lay down completely flat against the wings -
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Old and new balanced props ready for installation on the lead ballasted nose, plastic assemblies fit tight and well. -
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This charismatic model looks very scale and the twin cockpit version sets it apart from the hundreds of other out of the box Spitfire models from various brands that can be seen on the fields nowadays.
Having had a ride in the back seat of the leader of the Frecce Tricolori during the 1984 Sanicole airshow, the FlyFly/TopGun 90mm EDF Aeromacchi 339 model had been on my wish list for some time. I saw somebody else in the club fly this relatively large but seemingly docile model , and when I decided to get rid of my smaller EDF’s and standardize on 90mm fan models, I immediately thought of this as a proficiency trainer. End of June 2015 I saw a completed yet unflown one for sale on the secondhand market and purchased it for 200 euro.
The assembly and finish quality was atrocious, but the value was the Typhoon HET EDF 650-58-1760 Motor with an 11 blade TAFT fan, the rest was for the model with servos and replacement electric retracts and battery. I figured all those items later could be used on my still dormant FlyFly F100 Super Sabre as well.
The first detailed inspection at home did not make me happy. Servos seemed to be the cheapest HK variety, summarily glued into the recesses and covered by painted-over sticky tape. The reliability didn’t bother me too much because there were separate servos for each elevator and aileron, thereby allowing for half the control in pitch or roll even after a servo failure. The drag produced by the thick Christmas decoration letters with rough sparkles would have been enormous, and these were quickly peeled off.
...Continue Reading
The assembly and finish quality was atrocious, but the value was the Typhoon HET EDF 650-58-1760 Motor with an 11 blade TAFT fan, the rest was for the model with servos and replacement electric retracts and battery. I figured all those items later could be used on my still dormant FlyFly F100 Super Sabre as well.
The first detailed inspection at home did not make me happy. Servos seemed to be the cheapest HK variety, summarily glued into the recesses and covered by painted-over sticky tape. The reliability didn’t bother me too much because there were separate servos for each elevator and aileron, thereby allowing for half the control in pitch or roll even after a servo failure. The drag produced by the thick Christmas decoration letters with rough sparkles would have been enormous, and these were quickly peeled off.
...Continue Reading
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Views: 246
From a distance this model didn't look too bad when purchased -
Views: 261
Up close the way the fins were glued in the fuselage gave an idea of the poor workmanship -
Views: 249
Why did he use such very thick and draggy letters? What kind of hinge tape is that? Clearly handpainted everywhere. -
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ESC was only held in place by a single piece of twisted wire binder, much damaged fanblades and no nosecone installed on the 11-blade taft 90mm fan -
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The 100Amps between the 6S battery and ESC were supposed to pass through 40Amp rated green Multiplex plugs ! -
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Nosewheel room cutout was very rough. I added a wooden plate to keep the fuselage from sagging under load at the wing junction. Pylon tanks were removed for drag reduction. -
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Newly installed electrics clockwise: FrSky X8R receiver, additional receiver battery for backup through diode, variometer as telemetry signal converter for a FAS100 power sensor, battery immobilized and connected via EC5 plugs. -
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Airworthy and awaiting suitable winds for the maiden
