Photo Album
Different types of aircraft from around the world-
S.E.5A Replica N125QB c/n D2340 built and flown by Jack Kearsbey in the U.S.A.
Fokker D.7 Replica N1918P c/n 6880 built & flown by Byron Peterson in the U.S.A,is fitted with a Fairchild 6-440 engine.
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The following photographs were taken at Phoenix Deer Valley Airport (DVT) Phoenix,Arizona on 04-01-2001 and show a Canadair CL.215 water bomber,registered with Canadian marks C-GHVX on 19-01-2001 to Bombadier Inc,North Bay,Ontario,the serial is Greek Air Force 2055 which is also its manufacturing serial number,this aircraft was originally built as series 215-811 but has now been modified to turboprop configuration,the plate near the tail states a model CL.415,at the time that the photograph was taken she was on her way back to Greece.
The CL.415 Water bomber is powered with two Pratt & Whitney Canada PW123AF Turboprops which give a cruise speed of 240 mph,this magnificent machine is in service throughout the world with fire fighting organisations,a world beater the aircraft originally appeared with Pratt & Whitney R-2800-C-A3 radial piston engines,the design can be retrofitted with the newer turboprops.
The type made its first flight back on 23rd October 1967 and made its first water take offs in 1968 with full certification being obtained for Canada & the U.S.A during 1969.
A total of 112 aircraft had been delivered up until March 1989 going to the governments of France,Italy,Spain,Thailand,Venezuala,Yugoslavia,a nd 8 Canadian provinces,the aircraft can scoop up salt or fresh water via scoops positioned underneath the machine,or ground loading at airports where retardents such as borate is added with a capacity of 1,412 U.S Gallons,the aircraft have also been used to drop foam onto oil fires using a foam injection device fitted on board.
Patrol and rescue are also ideal roles for this type of aircraft and she can be configured for flight engineer,navigator and two observers in this role.
The Turboprop version was announced in August 1986 and became available as a retrofit for the many delighted operators during 1990,44 per cent of sales revolve around firefighting and aerial spraying,the other sector being maritime,military or surveillance tasks.
Ferry range with a 1,950 lb payload is 1,295 miles,a true workhorse serving the nations of the world.
Note the enormous endplate fins on the winglets,a feature of the CL.215T these direct eddy currents upwards and away from the airframe.
Just visible are the huge and effective fowler flaps which give a stall speed of 88 mph at a 15 degree setting.
The well sealed undercarriage units which fold neatly into the fuselage sides.
The huge water tanks can be filled in ten minutes whilst skimming the water at 81 mph.
Mooring connector and the specially strengthened hull sections are evident in this view.
Superb engineering is the keynote of of the CL.215 a machine built to withstand harsh operating conditions,the high standards of sealed rivetting are evident here..
The new winglets on the CL.215T also produce additional lift as well as serving airflow deflection,this one is a tough bird to withstand low level buffeting and speedy retardent delivery.
And a view of the starboard side showing the angled assymetric tail fins
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The Bob Hoover story
After his Spitfire was shot down by a Focke-Wulf 190 over the Mediterranean in 1944, Hoover was captured and spent 16 months in the Stalag Luft 1 prison in Barth, Germany. He eventually escaped, managed to steal a Fw 190 (which, of course, he had never piloted) and flew to safety in Holland. After the war Hoover signed up to serve as an Army Air Forces test pilot, flying captured German and Japanese aircraft. He became buddies with Chuck Yeager; Hoover was Yeager's backup pilot in the Bell X-1 program, and he flew chase in a Lockheed P-80 when Yeager first exceeded Mach 1.
Hoover moved on to North American Aviation, where he test-flew the T-28 Trojan, FJ-2 Fury, AJ-1 Savage, F-86 Sabre, and F-100 Super Sabre, and in the mid-1950's he began flying North American aircraft, both civil and military, at airshows. Jimmy Doolittle called Hoover "the greatest stick-and-rudder man who ever lived."
Hoover is best known for the "energy management" routine he flew in a Shrike Commander, a twin-engine business aircraft. This fluid demonstration ends with Hoover shutting down both engines and executing a loop and an eight-point hesitation slow roll as he heads back to the runway. He touches down on one tyre, then the other, and coasts precisely to the runway center.
Despite the numerous awards accorded him, Hoover remains humble enough to laugh at himself. He notes in his autobiography, Forever Flying , that in the 1950's, after showing off his Bugatti racer to the neighborhood kids, he asked, "Well, what do you think?" One youngster's reply: "I think you've got the biggest nose I've ever seen."
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Bell Airacobra
The XP-59A Airacobra was the first American turbojet-driven fighter which developed in the greatest secrecy during WWII,even to the extent of fixing a dummy airscrew on the nose whilst on the ground. In April of 1941, U.S. Army Major-General, Henry "Hap" Arnold had a trip as an emissary to Great Britain. He was shown the British top-secret first jet aircraft, the Gloster E-28/39 prototype. General Arnold was so impressed by this new technology and asked for the engine blueprints to start the American own design. After his return in United States, he selected General Electric to build the jet-engines; Bell Aircraft Corp was chosen for the airframe design because of its location which was near the General Electric plants. Only 13 months later, the first U.S. jet-powered prototype, XP-59A took its first flight into the air in October 1942. After a year of test and evaluation, the P-59 was ordered into production. However, it never got into combat during the war but provided valuable flight data for the process of the next American jet fighter, the Lockheed P-80 Shooting Star.
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Republic Sea Bee.
Plans were published by the Aeromodeller as a free flight design by Harold Towner,were available from Nexus,current status not known ?.
Republic Sea Bee of the Israeli Air Force.
Manufacturer
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Republic Aviation Corporation
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Address
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Farmingdale, Long Island, New York, USA
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Model
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RC-3 Seabee
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Seats
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4
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Approved Type Certificate No.
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A-769-1
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Issue Date
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July 1, 1946
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Tentative Issue Date
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September 16, 1946
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Fuel Capacity
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75 US gal
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DIMENSIONS
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Length (Max)
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27 ft 10.75 in
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Height (Max Land)
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10 ft 1 in
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Cabin Width (interior)
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5 ft 4 in
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Cabin Height (interior)
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3 ft 10 in
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Cabin Length (interior)
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8 ft 10 in
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Baggage Compartment (volume)
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20 cu ft
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Draft Loaded
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1 ft 6 in
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LANDING GEAR
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Main Gear
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Electrol Model 400-2
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Tread
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96 in
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Base
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12 ft 10 in
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Landing Gear Travel
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7.5 in
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Main Wheels
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7.00-8 (4 ply)
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Inflate to
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30 psi
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Brakes
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Goodrich Model 6056A
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Tail Wheel
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Goodyear Model PD-173 (6 ply)
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Inflate to
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45 psi
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WINGS
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Airfoil Section
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NACA Clark Y
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Span
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37 ft 8 in
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Chord
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63 in
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Aspect Ratio
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7.23
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Incidence
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3.5 deg
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Dehedral
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2 deg
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Total Area
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196 sq ft
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Aileron Total Area
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13.7 sq ft
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Flap Total Area
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25.3 sq ft
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EMPENNAGE
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Stabilizer Setting
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-4.5 deg
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Stabilizer Total Area
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21.4 sq ft
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Elevator Total Area
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17.9 sq ft
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Fin Area
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22.8 sq ft
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Rudder Area
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10.5 sq ft
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WEIGHTS
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Gross - Normal Class
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3150 lbs
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Gross - Utility Class
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2810 lbs
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Empty
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2190 lbs
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SURFACE MOVEMENTS
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Rudder
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± 30 °
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Ailerons
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± 20 °
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Elevators
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± 28 °
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Elevator Tabs
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± 25 °
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Water Rudder
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± 30 °
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Flaps
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Down 30 °
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ENGINE
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Manufacturer
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Aircooled Motors, Inc.
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Address
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Syracuse 8, New York, USA
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Models
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6A8-215-B8F and 6A8-215-B9F
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Approved Type Certificate No.
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242
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Number of Cylinders
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6
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Rated Power
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215 hp
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Rated Speed
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2500 rpm
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Idle Speed
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500 - 600 rpm
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Reverse Propeller Speed
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(Max) 1750 rpm
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Crankshaft Rotation
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Clockwise
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Propeller Shaft Rotation
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Clockwise
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Propeller to Crankshaft Ratio
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1:1
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Propeller Shaft Spline Size
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SAE 20
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Cylinder Head Temperature
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Max. 525 ° F
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Fuel Grade
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80 Octane Nonleaded Aviation
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Fuel Consumption (Cruise)
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13.5 US gal/hr
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Fuel Pressure
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2 to 9 psi
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Compression Ratio
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7:1
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Piston Displacement
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500 cu in
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Bore
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5 cu in
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Stroke
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4.25 cu in
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Fuel Pump
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Dual AC Diaphragm Type
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Carburetor
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Marvel-Schebler MA4-5 # 10-3007
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Ignition (-B8F)
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Dual Eisemann Magneto Model LA-6
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Ignition (-B9F)
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1 Scintilla Magneto + 1 Auto-Lite Distr.
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Magneto Breaker Point Gap
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(Eisemann) .019" to .021"
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Distributor Point Gap
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(Auto-Lite) .020"
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Maximum Drop on Magneto or Distributor
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100 RPM
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Ignition Timing
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32 deg Adv. Left and Right
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Firing Order
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1-4-5-2-3-6
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Spark Plugs
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Auto Lite AH4
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Spark Plug Gap
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.014" to .018"
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Valve Clearance
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(lifter bled down, cold) .040"
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Starter
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12 Volt, Delco
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Generator (Max 35 Ampere)
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E.AL. GGS-4801A-EO-8686
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Oil Capacity
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13 qts
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Oil Temp (Max)
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260 ° F
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Oil Pressure (Max)
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50 psi
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Oil Pressure (Idle Min)
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20 psi
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Oil Capacity (thru s/n 24065)
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11 qts
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Oil Capacity (s/n 24066 and on)
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12 qts
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Oil Specifications (Above 40 F)
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SAE 40
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Oil Specifications (Below 20 F)
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SAE 20
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Max Time Between Oil Changes
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25 hrs
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PROPELLER
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Model (Standard)
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Aeromaster
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Blades
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2 x wooden
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Diameter
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84 in
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Model (Reversible Option)
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Hartzell HC12x20-2
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Blades
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2 x L8427 wooden
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Diameter
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84 in
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Pitch
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+18 deg to -12 deg (reverse)
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PERFORMANCE
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Max Structural Cruise Speed (Vno)
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117 mph TIAS
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Max Maneuvering Speed (Va)
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133 mph TIAS
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Never Exceed Speed (Vne)
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148 mph TIAS
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Max Flaps Extended Speed (Vfe)
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105 mph TIAS
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Cruise Speed (Vc) @ 75% pwr
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103 mph
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Approach Speed (Vref)
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80 mph IAS
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Stalling Speed (Vs0) - Gear/Flaps Down
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58 mph IAS
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Stalling Speed (Vs1) - Gear/Flaps Up
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66 mph IAS
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Best Rate of Climb Speed (Vy)
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75 mph IAS
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Rate of Climb (Sea Level)
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700 ft/min
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Service Ceiling
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12 000 ft
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Range at Cruising (71 US gal)
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520 miles
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Take-off Distance - Land
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800 ft
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Take-off Distance - Water
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1000 ft
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Take-off Time - Water
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25 secs
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Landing Run - Land
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400 ft
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Landing Run - Water
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700 ft
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AUSTER B.4 AMBULANCE FREIGHTER.
Auster B.4 Ambulance Freighter.
Plans were published by the Aeromodeller magazine as a free flight subject,status of availability not known ?.
The Auster B.4 Ambulance Freighter was a one off design manufactured as a contender for a rough field operational light aircraft, with the ability to carry small payloads,the entire rear portion of the pod portion of the fuselage could be removed to accomodate a field stretcher or even small motor cycles,this aircraft was shown in prototype form at the annual S.B.A.C show at Farnborough attracting a lot of interest but alas no orders.The aircraft was eventually withdrawn from use and stored at Bourton on the Wolds an Auster storage dept near Wymeswold.
It had long been thought that this aircraft had been scrapped with the demise of the Beagle aircraft company who had taken over the Auster company,however this is not so as the aircraft was saved and awaits rebuilding at Carr Farm,Newarke by Mr Cliff Baker.
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De Havilland DH.82A Tiger Moth.
Plenty of plans available,some sources were-
Aeromodeller,free flight rubber design by C.Rupert Moore.
CAP-Complete-A-Pack,no longer in production.
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M-28 Bryza-1R at the Royal International Air Tattoo,Fairford 18-07-2003,the paint scheme is to represent a Wellington of 304 squadron 'QD-H' and '304 1940-1946 on the outer fins,304 squadron was a Polish unit formed at Bramcote on 22-08-40 first aircraft were Fairey Battle 1's later converted to Wellingtons and moved to Syerston,later 304 squadron was transferred to Coastal Command and by mid-June 1943 were operating from Davidstowe Moor in Cornwall with Wellington XIII's coded 'QD' operating over the Bay of Biscay.
( Picture credit-Dave Peace,info credit J.J.Halley The squadrons of the R.A.F/Air Britain.)
Note that this aircraft is fitted with three bladed propellers as the original AN-28 version.
Another view of the same aircraft at Fairford,interesting feature of this design is the slats on the leading edge of the tailplane.
M-28 Bryza-1 at Fairford 19-07-2004 this is the transport version which lacks the nose radome,two versions are in service one with clamshell doors the other with sliding rear ramp instead.
Picture thanks to-Dave Peace.
M-28 Bryza-1R 1115 at Fairford 18-07-2003,clamshell rear doors closed in this view.
Rear view of 1118 M-28 Bryza-1 at Fairford on 19-07-2004.
Dave Peace photograph.
M-28 Bryza-1R 1115 at Waddington on 01-07-2001 inscribed Polish Navy on starboard side and Marynarka Wojenna RP on the port side,note under fuselage radome,rear clamshell doors open,engines are PZL-105,5-Bladed propellers on the turboprop engines.
M-28 Bryza-1R 1115 at Fairford on 18-07-2003.
Picture credit-Dave Peace.
Details of the PZL-Mielec M-28 Bryza 1
The PZL-Mielec M-28 Bryza 1 is a Polish built licence version of the Antonov AN-28 twin tureboprop transport.
Looking back to its origins,do you recall the Russian Antonov AN-14 twin finned high wing transport aircraft ( Nato code name 'Clod') which first flew in 1958,as a replacement for the Antonov An-2 Colt ?
The piston engined AN-14 was later developed into a more powerful and larger design,the AN-28 ( Nato code name 'Cash' ) which had twin turboprops and first flew in 1969.
In due course the production of the AN-28 was transferred to Poland at the PZL factory,and re-desgnated as the PZL-Mielec M-28,Both civil and military variants were built by PZL-Mielec.
The Polish Navy ordered a small number of the M-28 Bryza in two versions-M-28TD Bryza-1 which is the transport version,and M-28RM Bryza-1R a Maritime patrol and rescue cp-ordination machine.
Engines are two 945 SHP PZL-TWD-108 Turboprops.
Wingspan 72 feet.
Length 43 feet.
Height 16 feet 1 inch.
The M-28RM Bryza-1R ( Maritime /rescue version ) has an under fuselage radome and two clamshell cargo doors.
The M-28TD Bryza-1 has a sliding rear ramp instead of clamshell doors and lacks the radome.
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Lovely colourscheme for a Tiger Moth,this one is fitted with a non standard Lycoming engine.
Canadian Tiger Moth with heated enclosed cabin.
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Early air race meeting with a Bleriot overhead.
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Howard Hughes 'Spruce Goose' flying boat.
1942, the United States announced the construction of `the boat which it flies' and with the approach of Henry. J . Kayzer who was called the shipbuilding king a magnificent chance for Howard Hughes to show the world how his empire reigned and to beat the competition.
Receiving this message Hughes was not to be outbid instead he conceived the Hughes HK-1, the fuselage was to be larger than some aircraft which existed at that time (6 times in fact than the largest ones) the HK-1 which is the largest seaplane in mankinds history built from the conception of an eccentric genius .
This flying boat was made with the lumber which is spruce,now a rare commodity in the Western world hence she was called the " Spruce Goose ".
The eight engines were R-4360 a product of Pratt's & Whitney,Hughes waited patiently for these pristine special builds to appear at the enormous factory that had been set aside, War dominated the development of the HK.-1 and Hughes always knew that if she flew well that they would be interested, the HK-1 would have gone to war had its future had not been terminated by Hughes,a contract from the American government would have made good sense had it not been for the aircrafts marginal and somewhat ungainly performance, but the development was undertaken at great personal expense to Mr Hughes and his enormous empire.
On November 2nd of 1947 after numerous delays and setbacks the Spruce Goose taxied in Long Beach, but as for the enormous boat seaplane flight was officially prohibited by the authorities already as if saying that it did not have strategic value.
But as we all know Hughes fooled the authorities and after a very long take off run she slowly lifted from the water and flew for 1.6 km,it is said that Hughes had made his mind up then that she was not the machine that he had wanted in terms of performance,he cut his losses in so much as further development was not necessary.
It was last flight the giant of vision first, but he had became the United States hero with an air of mystery and enigma.
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Burnelli OA.1 Lifting body concept.
Burnelli OA.1 was sold as FC-A.. in July 1941.
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ML Flying Jeep.
ML Flying Jeep under tow.
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Brunswick University Zaukonig.
G-ALUA Zaukonig built by Brunswick University.She was sold in Ireland as EI-AYU eventually finishing up in her land of birth.
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Stitts Fly Baby
Stitts Fly Baby.
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North American T-6 Texan
Red Bull T-6
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Ward Elf.
Currently at Breighton airfield are two unusual homebuilts which were oth built by one aeromodeller as full sized aeroplane projects,the one shown here is the Ward Elf a lovely little biplane,whilst in the same hangar is the Ward Gnome.
The Gnome was built in a tiny shed from ordinary commercial materials with lots of balsa wood blocks to get the shape right,she was flown for a brief period by the designer without registration from private property during 1966 in the Lincolnshire/Wigsley area,the problem was that no inspection was made during the construction of the machine and Mr Ward had a problem getting his aeroplane certified,however the aircraft was then sold to gain funds to build the Elf, and the CAA gave way after an extensive inspection of the airframe and registered her as G-AXEI.
The Elf was a follow on using similar techniques to the Gnome except this time it was certified as a ULA type of aircraft and given a microlight registration.
Both machines represent the imagination and expertise of the amateur builder,in this case with a unique minima approach,inspection reveals a very high standard of build.
If these had been made in France or America then they would have been allowed to fly.
Specs of the Ward Gnome were-
Span 15 feet. ( smaller than some current quarter scale flying models )
Length 11 feet 6 inches.
Tare Weight 210 lbs.
All up weight:380 lbs.
Cruise 50 m.p.h.
Range 50 miles.
The original power was a two cylinder Douglas motor cycle engine which gave 14 h.p.
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HAWKER TYPHOON
Whilst the Spitfire had all of the glory attached to it there was another equally good aircraft designed and built alongside it for the war effort,the machine was the Hawker Hurricane,designed by Sir Sidney Camm.
Camm was born in 1893 in Windsor. He developed an early interest in aviation and, when old enough, joined the Windsor Model Aeroplane Club where he excelled in building large A-frame pushers covered in oiled silk and powered with rubber motors. In 1912, he and others in the club, made a glider that could carry a man. Just a few years later, aircraft were used in world war one still crude machines but ones that were improving all the time.
In 1925, Camm joined the Hawker Company as a designer. Based at Kingston-on-Thames in Surrey during this time he designed a tiny biplane called the Cygnet that was entered in the Lypme aeroplane trials for low powered lightweight aircraft,this machine is now on display in the museum at R.A.F Hendon, the firm was to produce some of the most famous aircraft in world war two the Hurricane, Typhoon and Tempest being the most celebrated. In the early 1930’s, many still put their faith in biplanes but Camm became convinced that monoplanes were the future and he worked on this idea regardless of what others thought,he was well known for not suffering fools lightly and was a very hard worker.
Camm had a simple philosophy with regards to aircraft design. His first belief was to actually know what was required – to have an obvious target to aim for. He also believed that a design company had to work closely with its engine company so that the airframe and engine married together perfectly and there were no further problems. Camm also believed in keeping things simple in design and also not to stray outside of the knowledge or expertise that he and his team had. He believed that the best designs would always come from using the quality of his design team, and primarily himself, and that untried theories etc would take him away from this belief.
Those who worked with Camm remembered him as a driven man. He became Hawker's chief designer and gained a reputation for detail.The success of some of his aircraft is legendary, primarily the Hurricane that shot down more aircraft than any other in World War Two. The Typhoon had a devastating impact as a low-level attack aircraft flying at zero feet straffing German railway installations during daylight.
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FOKKER D.7
Span, upper
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8,93 m
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Span, lower
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7,00 m
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Weight of aircraft
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757 kg
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Take of weight
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959 kg
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Time of 2000 m altitude reaching
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4,0 min
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Service ceiling
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6000 m
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Engine
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Mercedes D.III (160 h.p.)
or Mercedes D.IIIau (180 h.p.)
or BMW IIIa (185 h.p.)
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Armament
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two fixed LMG 08/15 Spandau
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January 1918 a competition open to single-seater fighters powered by the 160 hp Mercedes engine was held at Johannisthal, near Berlin. It was won outright by an angular little biplane with thick cantilever wings, the Fokker D.VII, designed by Reinhold Platz. Unquestionably the best all-round German fighter of the First World War, it was a development of Platz's experimental V.II, built late in 1917.
Its engine was either the 160/180 hp Mercedes or the 185 hp BMW, neatly cowled and fitted with a frontal radiator. BMW D.VIIs had the better performance and were much sought after. The 200 hp Benz was experimentally fitted without great success. The exhaust system was either the usual external horizontal pipe on the starboard side, or separate internal pipes connected to a large main pipe which protruded through the starboard cowling.
D.VII wings had two spars with plywood ribs; the leading-edges were of ply, the rest of the structure fabric covered. Unequal chord ailerons framed in steel tubing, were fitted to the upper wing only, which had a slight curved cutout in its trailing-edge. The lower wing was housed in a recess in the fuselage bottom; both planes had wire trailing-edges, giving *em a 'scalloped' appearance. Interplane and center section struts were of streamlined steel tubing.
The fuselage was constructed of wire-braced welded steel tubing with a three-ply top decking behind the cockpit; the whole being fabric-covered, except for the engine cowlings. Fin, balanced rudder, tailplane and balanced elevators were also of fabric-covered steel tube. Two struts braced the tailplane from below. The undercarriage was of streamlined steel tube and its axle was enclosed in a large fairing which gave some extra lift.
Following its success at Johannisthal, the type was ordered in large quantities; not only was it built by the Fokker concern (Fok. D.VII F), but also by its rivals, the Albatros Werke (Fok. D.VII (Alb.)) and the Ostdeutsche Albatros Werke (Fok. D.VII (OAW)). Mercedes and BMW engines appear to have been distributed impartially to all three companies.
While not especially fast, the D.VII's strong point was its great maneuverability at high altitudes. It was extremely easy to fly and had no terrors for the beginner. Jagdgeschwader Nr. 1, the Richthofen 'Circus', received the first D.VIIs in time for the Second Battle of the Aisne in May 1918, and soon found that the new type gave them a good margin of advantage over their opponents. By the autumn the majority of the Jastas had been reequipped with D.VIIs. So highly did the Allies esteem the machine that their Armistice terms specifically ordered the surrender of all Fokker D.VIIs.
As a safeguard against a possible shortage of steel tubing and competent welders, the Albatros company built a D.VII with a plywood fuselage, but it was not found necessary to produce this variant. When the war ended, production of the type for Austro-Hungary had begun at the Hungarian Engineering Factory, Budapest (MAG).
Paul Mantz rebuilt this Fokker D.7 part of his large collection of flyable WW.2 replicas.
The colourscheme is red and black.
Delightful little rubber driven flying model of the Fokker D.7.
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SOPWITH PUP.
Type fighter Engine 80 hp Le Rhone Wing Span 26 ft 6 in (8.08 m) Length 19 ft 3 in (5.89 m) Height 9 ft 5 in (2.87 m) Maximum Speed 111 mph (179 kph) Maximum Height 17,500 ft (5,334 m) Endurance 3 hours Armament 1 machine-guns
Type
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Sopwith Pup
|
Engine
|
80 Hp Le Rhone 9C Rotary
|
Upper Wing Span
|
26 ft 6 inches
|
Upper Wing Chord
|
|
Lower Wing Span
|
|
Lower Wing Chord
|
|
Length
|
19 ft 3 3/4 inches
|
Height
|
8 ft 10 1/2 inches
|
Weight
|
1225 lbs (operational load)
|
Max Speed
|
105 mph at 5,000 feet
102 mph at 10,000 feet
85 mph at 15,000 feet
|
Climb
|
16 min 25 seconds to 10,000 feet
32 min 40 seconds to 15,000 feet
|
Ceiling
|
|
Endurance
|
|
Operational Squadrons
|
46 Squadron Royal Flying Corps
54 Squadron Royal Flying Corps
66 Squadron Royal Flying Corps
1 Squadron Royal Naval Air Service
3 Squadron Royal Naval Air Service
4 Squadron Royal Naval Air Service
8 Squadron Royal Naval Air Service
9 Squadron Royal Naval Air Service
|
As a model subject the Sopwith Pup is ideal,with its generous wing area and tail surfaces there is very little to go wrong in the aerodynamics department,the large cowling will adequately hide even the most awkward of glo motors,but why not go for a nice lightweight electric model ? there is plenty of room to fit a decent battery box coupled with easy access,the short nose will require sensible ballast up front anyway so why not use the battery set well forward ? the undercambered wing section is not necessary,a flattened clark Y will suffice nicely,the centre section struts could carry a built in centre section to which the pre rigged wings could be located,or if you like a one piece wing arrangement then make it bolt onto the centre section itself.The dual ailerons are linked with simple pushrods,they are powerful and require only a smal amount of movement,the fuselage is a basic box with stringers on the top,the tailplane can be a flat plate built up lightweight structure,the aeroplane looks right and has a nice sit in the air,overall an ideal model subject that has lots of period character.
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ML UTILITY AIRCRAFT.
In 1955 ML Aviation at White Waltham designed and produced a portable flying machine called the ML Utility ML.1 given the serial number XK776,the aircraft featured an inflatable rubberised fabric wing and quick release fittings enabling the aircraft to be rigged and de-rigged fairly quickly.
Despite evaluation by the British Army Air Corps at Middle Wallop further production was not taken up,the flight characteristics were unusually slow and the machine was then stored until saved by the Army Air Corps museum.
With the advent of the lightweight helicopter perhaps the practability of the ML design were outweighed,however the company continues to produce many ancillary products for the aviation industry.
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HORNET MOTH
G-AMZO Hornet Moth,c/n 8040,ex SE-ALD,sold as OY-DEZ February 1974.
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TIPSY TRAINER.
Avions Tipsy in Belgium,and Tipsy company Ltd in the UK were companies that were established in the 1930's to build unique light aircraft which were designed by the brilliant designer E.O.Tips,these were formerly manufactured by Avions Fairey.
The aircraft were only built in very small numbers,designated the Tipsy S.2 single seater monoplane,the B & B2 monoplanes seating two in a side by side open cockpit,and the Tipsy M,a monoplane trainer with tandem cockpits beneath a continuous transparent canopy,this was powered by a Gipsy Major powerplant.
Tipsy Trainer 1 G-AFSC operated by the Armstrong Siddeley flying club at Baginton during the fifties and mid sixties.
After World War 2 Avions Fairey attempted to manufacture and re-establish themselves as aircraft constructors,the Tipsy Belfair was a cantiler low wing monoplane of wooden plywood and spruce construction,undercarriage was enclosed in a spatted pant called a speed fairing and the structure was covered in lightweight fabric.The enclosed cabin provided accomodation for two people with a central pass-over type of control column,duplicated rudder pedals made it possible to fly the aircraft from either seat.
Powerplant: one 62 hp Walter Mikron inverted inline piston engine.
Performance:Maximum level speed-110 mph.
Cruising speed-99 mph.
Service ceiling-19,685 feet.
Range-466 miles.
