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Posted by BAF23 | Aug 14, 2019 @ 10:23 AM | 1,409 Views
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
Posted by BAF23 | Jan 11, 2019 @ 05:22 PM | 3,808 Views
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) 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
Posted by BAF23 | Sep 23, 2018 @ 08:03 AM | 4,950 Views
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
Posted by BAF23 | Apr 02, 2018 @ 03:48 PM | 6,983 Views
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
Posted by BAF23 | Jan 08, 2018 @ 04:04 AM | 6,508 Views
This is the second thread about my Ka2b saga, if interested in the earlier restoration, use following link:

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
Posted by BAF23 | Sep 29, 2017 @ 05:52 AM | 8,467 Views

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.
Since the early sixties I had fallen in love with models of the very elegant...Continue Reading
Posted by BAF23 | Aug 24, 2016 @ 02:01 PM | 13,056 Views
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
Posted by BAF23 | Jun 15, 2016 @ 05:46 PM | 13,401 Views
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
Posted by BAF23 | Feb 04, 2016 @ 04:58 PM | 18,173 Views
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 . 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

a) A bit of history

When I...Continue Reading
Posted by BAF23 | Dec 21, 2015 @ 05:08 PM | 15,486 Views

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
Posted by BAF23 | Sep 09, 2015 @ 05:38 PM | 14,615 Views
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
Posted by BAF23 | Jul 27, 2015 @ 05:48 PM | 15,360 Views
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
Posted by BAF23 | Dec 07, 2014 @ 04:18 PM | 16,719 Views
When I started flying indoor during the winter of 2013 I had no envy to buy the traditional aerobatic generic Depron models that are so popular. My penchant for scale led me to buy a micro Spitfire from Parkzone. Changing the delivered UK colored model into the Belgian markings MH434 like it flew during summer 1991, added much more weight and caused the minimum airspeed to increase so much that it became difficult to fly in our limited dimension sports hall, its small size also made it difficult for me to estimate its real distance from the walls. An internet search for a more suitable model made me search for a larger biplane. It thus became the E-flite Nieuport 17 which I ever dreamed of building as a full-size replica and for which I ordered the Redfern plans in 1983. I never realized that dream (due to the lack of suitable engine at a reasonable price) but decided to at least fly a model of it in my chosen finish of a Nieuport 23 flown by the famous pilot Edmond Thieffry during the first world war. Removal of the colors and decorations on the original model caused so much damage that I had to use too much filler on the tail, necessitating additional weight in the nose, and the additional paint coats and decorations didn’t help keep the weight down.
Nieuport 23-2
Being a rudder-only model, it didn’t turn well despite the much increased dihedral. Rolling out of even moderate turns required much anticipation, and I also experimented with different incident...Continue Reading
Posted by BAF23 | Nov 07, 2014 @ 07:06 AM | 22,475 Views
When a wing of my ¼ scale Multiplex Ka6e structurally failed just after releasing from too fast a tow during an event in Wey (Germany) during spring 2014, my scale marvel came down vertically from 400meter and was only good for the scrapheap. Either I had to build another model, but that would leave me without large-glider scale-weekends during summer, or I had to buy a ready-to-fly secondhand scale model. I opted for the latter, and after missing a 5m Lunak by a matter of hours (sold by a German to another Belgian), I choose for a rarely used ¼ scale Heiko Baumgärtner Blanik that had been for sale for a while in Switzerland, but not advertised much on popular web places. After a few mails with the seller, I borrowed my dad’s new station wagon, and left early for a 1400km non-stop up and down trip (in one day) to pick it up. I found his house just after noon of the third of July, and after a coffee and chat whilst I ate my sandwiches, we went to the garage where he assembled the Blanik for me. Although similar in wingspan to my Ka6e, it looked twice as big, and was highly detailed and in superb condition.

The Swiss owner demonstrated me that everything worked, and just a look at his garage convinced me that with such a meticulous workplace, the glider must have been assembled with the precision of a Swiss watch. We dismantled the model and stowed it in the back of my car, I paid him close to 1000 euro, and set course North...Continue Reading
Posted by BAF23 | Oct 06, 2014 @ 06:44 PM | 21,254 Views
For reasons I still am unable to pinpoint or identify, the B25 Mitchel bomber has always been an absolute favorite of mine. After becoming proficient in R/C flying in the mid-seventies, I ordered the then nec-plus-ultra Royal B25 kit and 2 K&B40 engines. Unfortunately a partner and building a house caused me to sell it before I even started assembling it. Just before the turn of the centuries I had the incredible luck of captaining the real B25 N320SQ during a display season. A decade after I quit real flying, I resumed R/C and it didn’t take long for me to acquire a couple of FMS foamie 1m40 B25 Mitchels, which I painted as Lotys II and Sarinah, the two schemes I flew in for real. After finding out the correct mix between throttle and elevator, I happily flew them for 3 years because they were practicable, stable and forgiving, even in moderate winds.

Here is an onboard video of the model flying the identical display as I flew it with the real B25 of the DBAF anno 2000.
B25 routine 010814 (6 min 37 sec)

All that time I was dreaming of a larger size B25 model, but it had to be electrically powered and affordable, and preferably second hand with electric retracts. New ones were unavailable because the Hangar 9 ceased production of it. During the summer of 2014 I saw a Hangar 9 model advertised in almost new condition for a more than reasonable price. After a few weeks of bidding, I got it and collected it at the second owner’s place. Seeing his other...Continue Reading
Posted by BAF23 | Apr 24, 2014 @ 08:03 AM | 25,957 Views

The result in July 2015, but it took a year of blood (yes, like everybody I sometimes cut myself during work) sweat and tears to get from the picture below to the one on top. I don't mind, like the result, and it keeps a retired aviator busy all year through.

Model as advertised and bought second-hand in April 2014

A week after getting a secondhand rare 30 year old WIK Twin Astir II glider, I stumbled on an advertisement for a quarter-scale Flair Ka8, fully assembled with servo’s and towhook, and advertised as “in good condition”. It was expensive, but a few hours after a half price bid I jokingly made, I got a mail that I could come and collect it. A few hours later, after having flown my Parkzone 2m25 Ka8b foamy to regain currency after the winter, I arrived at the seller’s home and spotted the assembled burgundy Ka8b in his open garage. It was love at first sight, the shape of that Ka8 nose was exactly scale, as was the front skid and the rear rubber skid. The wing had spoilers that extended on top and below the wing, as on the real glider. This model was still of traditional build, made of no less than 600 balsa parts (Flair manual predicts 400 assembly hours), and covered with fabric. Negative points were an atrocious outside towhook, a very roughly applied paintjob, and numerous “patchwork” repairs with inconsistent materials and colors all over the model.

I had been lounging for a nice Ka8b but was not happy with the looks of the 3m seagull nose, the lack...Continue Reading
Posted by BAF23 | Apr 06, 2014 @ 10:37 AM | 22,423 Views
A few weeks after the last post concerning my unrestored Multiplex Ka6e adjustment flights (with the pictures of the windhose mishap to the real glider), I got in touch with the photographer and the owner of the glider at the time of that mishap (2010). I got a good selection of more detailed pictures and was surprised about the extent of the damage. The detailed cockpit interior pictures proved an invaluable source of necessary data, and I also got the word the glider is lingering around “as is” in a hangar at St Hubert airfield, in the hands of a well-known Belgian restorer with no progress having been made at the end of 2013.

Mid October I decided to ground my secondhand model after a total of 10 adjustment flights so I could start the restoration. After elaborated searches I had obtained pieces of yellow vinyl, fire-orange and cub-yellow Oracover, which all seemed to match the original colors rather well. The owner of the real Ka6e running a van modification shop, just mixed colors till they looked good, but didn’t take notes so getting them off the shelf with RAL numbers was not an option. Oracover also exists in the so called “scale” variety, which is completely opaque, but the catalogue warns this was obtained by a thin layer of aluminum which incidentally also tends to block RF signals towards internally mounted antennas.

I first experimented with the Oracover and vinyl to see how opaque these would be, and how much they stretched or could be shrunk to...Continue Reading
Posted by BAF23 | Aug 09, 2013 @ 05:59 PM | 31,709 Views
After reading and seeing some posts about finished Boeing 737 models from Windrider, I decided even if it didn’t fit exactly in my collection (I never was an airline buff), I had to have that model and finish it in some Belgian colors. I kind of liked the winglets and being a -700 I opted for a model of the well documented OO-JAR of the Belgian tour operator Jetair in its delivery configuration. Here you see a picture of the aircraft landing back at the Seattle Boeing factory after its maiden flight. Being christened with the Enjoy name on its nose seemed appropriate for an RC airliner.

I purchased the model “all in” during a sale of the Austrian dealer Lindinger, it was cheaper as the glider version! but from the start I discarded the engines, ECS’s, fans and retract system because I wanted more robust units. The RC group pages about that model contained valuable information which I thoroughly analyzed during months before deciding the configuration and modifications to my model. Getting all the necessary parts and trims also took months because most had to be imported from China, USA and various European suppliers. My choice felt on 5S fed HK2855-2100 engines powering CS10 fans with aluminum nosecone through 80A ESC’s. Gears had to be metal trunion 4mm hardened shaft with scale wheels on dampened springs, geardoors on all 3 legs and single slotted Fowler flaps. Realistic sequenced lightning set all around the vinyl covered airframe with Caligraphics detailing. Separate...Continue Reading
Posted by BAF23 | Jul 27, 2013 @ 01:51 PM | 22,710 Views
Not feeling much confident to maiden my heavy 3,7kg highly modified one, I bought a second hand stock 2,7kg V1 Trojan via internet. Although it had flown about 40 times from a grass field, that model was unscratched except for glued together broken main geardoor. The previous owner had kept it stock except for a reinforced nosegear and installation of a quality 60Amp ESC, and the addition of some weight in the tail. As we used the same batteries, and his Spectrum AR600 remained in the airframe, I couldn’t come any closer to a bind and fly model for a reasonable price, and according to his experiences, the CG was ok with the 4S4000 battery fully at the back of the tray. That Navy aircraft looked much more attractive as a stock one, due to detailed realistic weathering painstakingly applied by the previous owner.

Closer analysis back home revealed the flaps could be bent up slightly under high load factors, only being limited by the servo being stressed. I had encountered that phenomena in a previous FMS P51 and that had led to uncommanded roll inputs during loops or steep turns, and pullout of dives. On the mustang I corrected that with just two small almost invisible strips of carbon where the flaps met the fuselage, resulting in a kind of mechanical uplock point. On my training T28 I choose another solution, and just epoxied small scrap plates of hardwood resting against recesses cutout in the wing blend part of the fuselage. I later painted that white, together...Continue Reading
Posted by BAF23 | Jul 18, 2013 @ 01:53 PM | 26,348 Views
On the 13th of October 1969 when I got towed the by a Stampe SV4, for unknown reasons the cable snapped at the towship side about 100ft high. I released the remaining cable and landed with full spoilers after a sidestep onto the hard runway, just short of the field end. My logbook shows it was with PL54 and I flew the same airframe a month later during my precision landing tests to obtain my glider pilot license. PL54 also had extra orange colored ailerons so the choice as a model was a no brainer.

Picture of the real Ka8 around the turn of the century at Weelde airfield

The 3,5m span Phoenix model was tempting but maybe too big a step so when Parkzone announced the release of their 2m25 foamy I ordered one at my LHS. It is a very nice ARF kit that will satisfy most flyers as coming out of the box. After analyzing the contents I quickly made up my mind about some changes. Luckily only the nose and tail had been factory painted, the rest of the lines and wingtips were adhesives which could be carefully removed. The z-foam fuselage has been factory coated and care must be taken during the peel off of the adhesives because it is easy to tear complete little foam balls out of their pressings. The wing leading edges needed sanding to get rid of unaerodynamic mold lines, and I didn’t like the mold stars sticking out all over the wings, the many mold hole openings on the bottom where the spars and other reinforcements were, the tape over the too deeply pushed aileron...Continue Reading