Flyingscalemodelsissue 268 March 2022

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FOCKE-WULF Fw183
● ELECTRIC DUCTED FAN POWER TECHNIQUE
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BASKET CASE! WW1 WICKER COCKPIT
SEAT. STEP-BY STEP
CENTRE SPREAD
INDOOR NIEUPORT 11
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ALBATROS
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March 2022
No. 268 £5.99
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● SUBJECT FOR SCALE ● TYPE HISTORY ● SCALE THREE-VIEWS

SEVERSKY-P-35 ● COLOUR SCHEMES... PLUS PLANS TO BUILD ONE 9 771368 900066
THE
TYPEISSUE
HISTORY
AHEAD...
Formation...
FLYING SCALE MODELS - THE FIRST AND FOREMOST MAGAZINE FOR SCALE MODEL FLYERS
MARCH 2022 NO.268
6 6 FULL SIZE FREE PLAN FEATURE 40 SURVIVING FREE

FOCKE-WULF FW183 HUCKEBEIN FLIGHT SCALE
An all-foam, 34.1/2” (875mm) span sport Part 6: Andrew Hewitt looks at other sources of
scale WW2-era German jet fighter project, powerf or scale free flight
that finally got off the ground in the form
of John Rutter’s for electric ducted-fan, 44 SUBJECTS FOR SCALE
design SEVERSKY P-35
A mid-1930s era fighter aircraft introduced
14 BASKET CASE during the transitional period from biplane
Jonathan Rider reveals his technique to to monoplane. It lacked much of what
make a WW1-era wicker cockpit seat, was really required, but pointed the way to
step-by-step better things to come
18 18 ALBATROS D.VA 52 SEVERSKY P-35

1/6th scale for electric power, designed by SCALE DRAWING
Peter Rake,with the prototype model built and 1:50 fine line three-views
described by Darrin Covington.
Part 1 of a two-part construction feature with 54 MODELLING THE P-35
plans supported by a cut parts set An accurate 1/5th scale replica of Seversky’s
fighteraircraft,designedbackin1990byCol.Art
24 TYPE HISTORY Johnson, for which full size plans and building
ALBATROS D.V & D.VA instuctionsarestillavailable,downloadablefrom
Who can argue that this aircraft was not the Internet
the most elegant shape among fighters of
the WW1 era? 58 SEVERSKY P-35
32 FLYING COLOURS
30 ALBATROS D.V & D.VA Colour schemes for the P-35
FLYING COLOURS
Flamboyant colour schemes applied to 62 SCALE FROM SCRATCH
individual aircraft of the front line squadrons Ken Sheppard takes us beyond kits andARTFs in
thefirstofaSeriestoencourageown-designscale
32 NIEUPORT 11 models
FULL SIZE PULL-OUT PLANS
21.5” (526mm) wingspan indoor free flight
scale replica created for CO2 power
but electric power could equally well be
applied for free flight, or micro R/C. Want it
larger? Just go to the photocopier!
ON THE SWINGINGLOW!DarrinCovington’ssuperblyconstructedprototypeAlbatrosD.Vaisloadedwithscaledetail.
Fullyskinnedovalfuselageshapeandcurvy‘whale-tail’rearendmaketheD.Vaanoutstandinglyelegant
shaope among WW1 fighter aircraft type
COVER
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MARCH2021
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IntheperiodbetweenthetwoWorldWars,colour certainly in USA,with retracting undercarriage Select Publisher Services, 3 East Avenue,
schemesonmilitaryaircraftcameoutofhiding, (wing and tail), plus wing flaps. Bournemouth. BH3 7BW. 01202 586848
replacing camouflage with flamboyant,often In the end, the P-35 did not satisfy Email: [email protected]
highly colourful surface finishes that very often expectations, partly due to a shortfall on
arewhatdrawswescalemodellerstoaparticular engine performance and to protracted SUBSCRIPTIONS:
scale subject. production deliveries, letting in the rival The Granary, Doolittle Lane, Totternhoe,
In the mid-1930s, when biplanes were Curtiss P-36 to steal the market. Beds, LU6 1QX. Tel. 01525 222573.
beginning to be tentatively replaced by We found only a single source of the means
monoplanes among major Air Arms, the bare with which to build a flying scale model of the (c) Copyright Flying Scale Models 2022
metalsurfaceskinsofthenewmonoplanesand Seversky P-35.Back in the June 1992 issue of the Doolittle Media.
thesilver/aluminiumfabricofbiplanesbecame long-sincedeceasedU.S.magazineRCModeler, The paper used on this title is from
the ‘canvas’ for statements of military unit Col. Art Johnson published a full construction sustainable forestry
individuality.Inaway,itwasamoreordered(and feature for his 1/5th scale model of the aircraft.
officiallysanctioned)expressionthatparallelsthat Our feature on the P-35 in this issue includes a away too!
“couldn’t-care-less-about-anyone-else”plagueof reviewofArtJohnson’smodel,togetherdetailsof Bob Root is a Ventura, California resident
wall graphiti of the present day. the Internet download source for the plans and and it seems that elevator-left/aileron-right
Couple all that with the greater the full construction feature. fliers as rare over there as in U.K. those days.
individuality of aircraft shapes back then, Bob’s the only one in his Club – as I am in
which made the aircraft so immediately WITHER MODE ONE mine.
identifiable - and the World’s you scale My search, noted in January issue Bobbuildssomeverynicescalemodels–here
modelling oyster! ‘Contact’, for a Mode One pilot to fly my ¼ are two of them,a Schoenfeld Firecraker (1930s
OurSubjectforScalefeaturethismonthcovers scale Albatros D.II, (while I applied my own ThompsonTrophyracer)andanAeroncaC-3Nice
such an aircraft type – the Seversky P-35,which Mode One skills to my camera), drew just ones, Bob.
canbefairlydescribedasthefirstofanewbreed a single response – and from a long way Are we both in that much of a minority?
MARCH 2022 - FLYING SCALE MODELS 5

FULL-SIZE FREE PLAN
Jet Fighter
that never was!
FOCKE
WULF
An all-foam, 34.1/2” (875mm) span sport scale
WW2-era German jet fighter project, that finally got 183
off the ground in the form of John Rutter’s for electric
ducted-fan, design
J
et aircraft have a fascination
for me, but modelling them is
always something of a challenge
in the sort of size that I like to
play with. For me, early jets
seem more appealing than some of
the modern ones in that, when jets
were =in their infancy, designs were
often very ‘different’ because designers
were grapelling with aerodynamic
considerations that were entirely new
territory.
As early jet engines were often quite
bulky for the power they produced, such
aircraft were often quite tubby. What
fired my interest was the book ‘Secret
Projects of the Luftwaffe’ which included
descriptions of several advanced (for
the late WW2 period) jet aircraft, one of
which was the FW183 ‘Huckebein’ and
I subsequently bought a plastic kit (PM
Models PM-213) from the local model
shop.
Whilst Britain’s Sir Frank Whittle was
the first to produce a working prototype
jet engine, it was in Germany that a jet
engine first powered an aircraft, the
▼
6 FLYING SCALE MODELS - MARCH 2022

FULL-SIZE FREE PLAN
1 2
3 4
1: Nose section halves; left-hand has cutting templates attached; right-hand has been hollowed. 2: Main fuselage section with formers and one half already cut
inside and out. 3: Fuselage nose section glued together and held with masking tape. 4: All the cut sections glued together ready for final shaping.
Heinkel He 178, followed by the first that had already caught my interest. The the root and tip chords.
t
operational jet fighter, the Messerschmitt shape lends itself to foam modelling, Be sure to build in at least 6mm
Me262. Those advances came thanks, which solved the question of how to washout. Cover the wing panels in
in Germany, to a more determined construct the wing and fuselage. obechi veneer before joining at the
support for the advancement of the But how do you get controls to the centre section with plenty of five-minute
technology, at time when Whittle spent tiny tail surfaces? Answer, you DON’T! epoxy - no dihedral - eventually you are
much time and effort countering official I used elevons for primary lateral and going to sacrifice the centre bit so weight
prevarication. longitudinal controls and found some of epoxy doesn’t matter. I used parallel-
The Focke Wulf 183 was a project distinct advantages in the arrangement. sided scrap pinned to the tip centre-lines
intended as a ‘next generation’ jet fighter It needed only two servos, no complex to ensure the tips are parallel to each
to supersede the Me 262. In effect it was mechanism to the tail and use of ‘up’ other; the centre join doesn’t matter.
a ‘desperation fighter’ to counter the late elevator automatically washes out the When set, the tip blocks can be added
WW2 Allied ‘round-the-clock’ strategic airflow over the tips, thus preventing and trimmed to roughly shape before
bombing campaign against Germany. tip stalling. What’s even better is that it cutting the ailerons free, allowing for
But it never reach further that the project works too! facings on the front of the ailerons and
stage before British forces overran the the rear of the wing. Add and roughly
Focke-Wulf factory in April 1945. The GET BUILDING shape the facings; I used top hinging for
project did however become the basis I started construction with the wings, the elevons, so the leading edge needs
for a jet fighter, post WW2, in Argentina, which I made slightly wider in chord than to be chamfered to allow for this but
but that is a separate story. true scale to give a little more wing area. I won’t be upset if you decide to use
Start by cutting two sets of templates for centre hinging.
THE MODEL the wing section (MH 60; a pitch-neutral I used micro servos (ballraced
At the time when my model was section designed for flying wings) for versions) that are permanently fixed
designed, electric ducted fan (EDF) scale wing root and wing tip positions and hot into the wings (cover them in masking
models were becoming increasingly wire cut the cores. I found it easier to cut tape and glue them in place with PVA
popular (a typical example of the period the sections as if the wing was straight after fitting the horns and checking that
was Kyosho’s all-foam injection moulded (unswept), cutting the sweep angle at they’re set up in neutral and working
Lockheed T-33), so I thought I’d give the root later so that’s why the templates okay), whilst extension leads are fitted
this type of model a go with the FW 183 shown seem a little short compared to into a slot that’s later covered in a balsa

5 6
7 8
5: These card templates were used to increase accuracy during shaping. 6: Close-up of the nose after final shaping; note the smooth intake.
7: Final fuselage shape. 8: Battery section cut away from main fuselage - it still has its foam middle section at this stage.
strip. The original plan was to have a Theory has it that the area of the intake to shape using card templates to aid
solid wing but this was just a bit too should be the swept area of the fan accuracy and try to make the intake as
difficult to fit neatly to the fuselage so excluding the fan centre body, so the smooth as possible, leaving the exhaust
plan ‘B’ is as follows. hole tapers from the front (intake) to the square. Use the off-cut pieces of the
Obtain some carbon fibre tubing (I back. Ideally, I suppose, the smaller area main fuselage section to hold the battery
used 5.5 mm arrow shafts) and some should go right back to almost the fan hatch templates and cut with hot wire.
aluminium tubing that will be a slide-fit face but this is more awkward to cut than The photos show the canopy section
over it. Cut slots in the wing just large just doing the nose section. cut away. This was done to allow for
enough to fit the tubing, then glue the Cut the nose section to shape using cockpit detail, but I thereafter glued
tubing in place and glue a balsa strip the nose template and a main template this section back on again when I
over it. When set, the strip is planed and with the additional ring taped in place realised that dressing up the cockpit
sanded flush with the wing. so that the internal diameter matches would prevent installation of the battery
That’s it for the wing at the moment. the internal diameter of the fan unit. sufficiently far forward.
Further progress will have to wait until The main section uses the same main Slots are then cut ac ross the fuselage
we’ve dealt with the fuselage. template set-up, but with one at each to allow the fitting of the wing joiner
end and also the battery cut out. tubing, (the bits you cut out of the centre
FUSELAGE Next, cut the tail cone to shape using section). The carbon fibre rods can be
Make up the fuselage templates as a main former and the tail former before fitted to keep everything straight but be
shown on the plan to the outside shape you remove the additional ring formers careful not to get glue onto them, cover
of the fuselage, in two halves before in order to cut the motor section, so over with either balsa or scrap foam. The
chopping it into sections for the front air that the external diameter of the fan fin is glued in place before covering the
intake, centre portion, motor and tail. shroud fits it - no battery cutout. Cut whole fuselage in lightweight GRP/epoxy.
I cut short lengths individually on the away enough of the tail section to allow
original but this way should be easier to the fin to be fitted and slice off where BACK TO THE WING
match up. Cut a length of styrene (the shown to allow access to the motor and Mark out the width of the fuselage and
original used pink foam because it’s fan. Carefully line up the bits and glue cut through the entire centre section with
strong than the white stuff. (A second together with minimal amounts of epoxy, a razor saw. If you can manage to cut at
fuselage and tail unit I made weighed all all held in place with tape until set. about 20 degrees you will have a pretty
of four ounces ready to cover!) Now, carve and sand the fuselage good fit on the fuselage sides, but do
▼

FULL-SIZE FREE PLAN
9 10
9: Detail of the tail end. 10: The top deck of the battery section, now with foam middle section removed.
Cut out and fit the wing fences. THESE

t
be careful not to cut through the servo for the top veneer. The result was much
extension leads. Apply a small block of ARE ESSENTIAL, DO NOT OMIT THEM. neater. I also finished it differently and
ply into the ailerons for the control horn, Hinge the surfaces with Mylar, bent in used a vacuum bagging process. The
then fit the horn and push rods. I used the middle to keep things near neutral Vacuum bags, the primary use of which
a ‘Z’ bend on the servo end and a metal without straining the servos; glue with is for clothing storage were obtained
clevis on the threaded aileron horn end. thin cyano which will ‘wick’ into the quite cheaply from Argos.
Use a bit of tape as substitute for hinges balsa. The basic principle is that you cover a
to check that everything works in the To reduce weight on a second surface with glass and epoxy as normal,
right direction and that the controls move prototype I made the wings in more or then cover it with a shaped sheet of
without binding. Then finish shaping and less the same way, but put the spars, heavy-duty polythene (to even out
smoothing the wings. servo, leads, etc., into the wing after ripples) and put it in the bag. You then
At this point I covered the wings in veneering the bottom surface, filling the hook it all up a domestic vacuum cleaner
lightweight GRP and epoxy to give a subsequent slots with foam off-cuts and until maximum vacuum is obtained, close
very smooth and strong, but light finish. sanding the lot flush when dry and ready the valve (switch off the machine) and
Fuselage with tail and fin in place. The cut-away motor access section can be seen and the battery hatch has the canopy removed - this was later glued back on
and doesn’t need to be cut away. Holes for the wing joiners and servo leads can also be seen.

The second prototype from white foam is some
five ounces lighter in ‘dry’ configuration than
earlier model. Flies fast and smoothly.
leave until set. Result - beautiful shiny 1/8” sheet, but the plan indicates 1/4” FINISHING OFF
wings requiring almost no rubbing down light balsa for the fin because that on The rear section of the fuselage, under
(only the edges will need looking at) the prototype model proved to be a the fin and behind the fan, is made
and the bonus of very little weight gain bit flimsy. The surfaces are shaped, removable so that easy access to the fan
because it’s only one application of resin. smoothed, joined with dihedral and is assured. It’s held in place by a couple
You will probably recover the cost of the covered in GRP as with the wing. Notice of bits of cocktail stick and some ‘magic
bag in the saving of resin costs over a the complete lack of control surfaces - tape’ when ready for flight. An alternative
few wings. Dead easy to do, too. the model uses elevons only and, in fact, would be hatch magnets.
flew quite nicely at one point without the I can’t think of any alternative finish
TAIL UNIT tail on it at all! that would do the job here but I found
The tail is very simple. Mine was all that the epoxy sticks better if the foam
11: Wing underside showing the grooves for the aluminium tubing (on top of the wing here) that will later house the carbon fibre spars. Also visible are the elevon t
servo leads and balsa capping. Note, too, how the wing is joined together at this stage; the centre is later cut away and discarded (though the tubing goes into the
fuselage) as in the next photo. 12: Wings with centre cut away and carbon fibre spars in place in the tubing.
11 12

13
FULL-SIZE FREE PLAN
14
15
The second prototype undergoing a top-up charge prior to flight. That colour scheme makes the model
difficult to see in the air!
16
Ready to go on the bungee launcher.

16
FLYING
t
is given a coat of thinned white emulsion

and rubbed down prior to covering. Nope, I didn’t miss something. Do your
Extra layers of glass around the nose testing before wasting lots of time on
and forward underside won’t hurt unless finishing. As the model is electric you
taken to extremes. For the first few won’t get anything covered in gunge
flights I had removable wings, but since and if it all goes home in a bin bag you’ll
the model is quite small, I later fixed the have saved a bit of effort at least. Check
wing in place permanently with more that the balance point is right and that
glass cloth and epoxy. everything moves the way it should. I
The battery is retained by a Velcro broke the model about four times before
type strap, on a ply plate, glued to the fitting the wing fences, so don’t try to fly 13: I had an interference problem with brushed
top of the fuselage as shown. This without them. What seems to happen motors so made a combined fairing and
combination of Velcro and strap works is that the model flies okay until the Faraday cage. Here the vac-formed halves are
very well at retaining the battery, but airspeed drops a little during a climb. lined with aluminium foil using spray adhesive.
allows it to release in a crash - tested Then, when you apply touch of ‘down’ in 14: Insulate the brushes with tape and then
and proven, I’m sorry to say! Pegs are to level off, the tips stall (washed IN) and hold the fairing in position with a cable tie.
fitted to hatches to allow access. I simply the model tumbles. The cure, if you’ve 15 & 16: Mouldings cut out and holes cut with
use magic tape to retain the motor got the height, is to maintain full power a rotary tool.
hatch. Fit a hook of some sort under the with the nose down to build up the speed 17: Finished product.
nose area as shown. I always use a very and then apply up elevator to wash out
simple catapult to launch so I’ve no idea the tips again.
whether or not it will hand launch. If you fitted the fences and this

Finished study of the first prototype; note the wing fences of the early, all-round type.
happens, you Airborne! The 183 is reasonably manoeuvrable with a fast roll rate, but looks
should be able to and sounds best doing typical jet-type zooms and fly-pasts. Landings are
regain controlled long and fast.
flight unless you are
unlucky enough to get
it into a flat spin (seems behaviour. It will loop fan system, so be careful.
to happen if the c.g. is from fast level flight and it My finished first model weighed
too far aft. If you dont’t fit the will also turn quite tightly, but it between 41 and 46 oz. While this
fences, you’ll crash. Now I know why the looks and sounds best doing the typical seemed to be lighter than some
MiG 15 had lots of wing fences! (Some zoom and fast fly pasts that are typical equivalent commercial products I thought
aviation sources imply the MiG was of a jet. that I should be able to better this, hence
based, to an extent, on the FW183). When the battery starts to sag, then the second prototype mentioned. White
So it flies like a real dog, eh? Well, immediately plan your landing approach. foam reduced the weight of the fuselage,
no. The model is a very steady and Again, typical of a jet, this is after a long, with tail and fin, to four ounces ready to
convincing replica of the ‘projected’ low and quite fast approach, gradually cover and the weight of the complete
original once it is set up correctly and feeding in up elevator to keep the nose and covered wings to six ounces for the
it won’t stall nastily if this is done by high as it slows down. After a fair bit of pair - including the servos! Somehow
holding in up elevator (giving lots of flying I’ve discovered that it can help or other, despite seeming to use less
washout). So landings are fine, it just has to use a little throttle (even a ‘dead’ finishing materials, the weight of the
this funny stall at the top of a climb if the pack should have enough ‘juice’ left to lighter machine crept up, so that it ended
airspeed bleeds off too low. keep the nose high before letting the up only five ounces lighter ‘dry’ (no
Flight is fast and smooth, roll is pretty model settle down smoothly. A very battery but everything else in place) at 24
quick, if a little ‘barrelly’ with the c.g. hard landing can rip the hook out of the ounces as opposed to the original that
as shown, which is a bit forward of the bottom and the intake is easily damaged, was 29 ounces in similar condition. n
optimum in order to reduce that odd stall which then spoils the efficiency of the

SCALE TECHNIQUE
BASKET CASE
JONATHAN RIDER PRESENTS HIS TECHNIQUE TO MAKE A WW1-ERA WICKER COCKPIT SEAT, STEP-BY STEP
well be that dressing up the cockpit which we are concerned here. I found
S
o we now have our we now
have our WW1-era scale needs to be undertaken either partially, a company that made replica seats for
model built to a stage that or maybe even completely, before the some museum projects and restorations,
requires some attention to model is finished. and they had full sized measurements
the level of detail with which Those aircraft of the WW1 period that and drawings to go by.
we might want to fit out the cockpit. accommodated the pilot (and observer So, armed with that information, I had
Depending on the aircraft you have if it was a two seater) often sat the what I needed to start making the seat.
chosen to model, this may require a operator(s) in wicker seats and it is this
degree of pre-planning because it may particular piece of cockpit furniture with

SITTING COMFORMATABLY?
THEN I’LL BEGIN
The following is a step-by-step of how I
achieved a wicker chair for my Sopwith
Camel.
1: I purchased a bag full of straw (cane,

grass mix) and a bag of paper-coated
wire from the local craft store.
2: I mocked up a seat based on,
in this particular case, 1/9th scale
measurements from the original drawings
- and fitted it in the fuselage to ensure I
was on the right track. Sometimes, ‘real’
measurements do not fit a smaller model
- like rivets and panel lines, sometimes
you have to make them bigger or smaller
to ensure the ‘look’ is more accurate
than the exact measurements.
3: I pulled the paper off the wire and
wrapped a 2ft length tightly with the One of the drawings of WW1-era wicker seats the author source.
‘straw’ - which I will refer to as ‘wicker’
from here on.
4: Once wrapped, I bent it to shape to
the same measurements as my test
subject, and glued together with CA.
5: For the next step, I wrapped the lower
back and the upper back with the vertical
supports, using the count, and angles
on the plans and reference photos I
had. Take your time on this, and use thin
strings to ensure they don’t bunch up.
6: I began the weave on the lower back
first. Inside two, outside two, inside two,
outside two - across the back, then
REVERSE the weave going back - so you
get a tight two strand weave.
7: Don’t worry if it looks loose, after three
or four rows, you can use a needle to
pull it together. Like a weaving loom, you With the first row of basketwork in place, the modelling knife reveals how small this seat really is.
tighten in and pull tight the strands.
8: I did about 20 rows back and forth,
and tightened it together so it was
parallel to the bottom of the seat, and
tacked it in place with CA.
9: The same pattern on the top back
with one MAJOR difference. You use the
opposite threads to pull together so you
get a nice ‘V’-shape in the weave. See
the images. Take your time on this - don’t
miss a stitch, or you will see the gap in
the work - it took me a full afternoon just
to weave the back of the chair.
Note: Perfectionists will say it should
have a double cross back, some will say
a triple cross back and others a single
cross back - I made a single cross back
based on multiple reasons, and I had
reference images with a single cross
back to go by.
10: When you are done weaving the
back, tack all sides with CA so the
wicker threads do not slip.
11: The base was done on a separate
jig that I made (4” X 4” balsa) and I just
▼
did a standard weave pattern - spread All the weaving now done, and the mat that forms the base is trimmed and fitted.

SCALE TECHNIQUE
the threads across one way, and used a

needle to “weave” the opposite direction.
12: When you have a woven patch larger
than your seat bottom, then place your
chair on top of your weave patch, and
draw the exact measurements of the
inside on the chair right on the weave
you just made. Now you have the exact
size of your seat bottom.
13: Use some CA on the back of your full
seat bottom, drawing a bead along the
line you just drew so the wicker is tightly
glued together.
14: Cut out the seat bottom, along the
glued line you made, and glue in place
on the chair.
15: Trim up all the little pieces of wicker
that are sticking out, and top off with a
small piece of leather for the padding.
16: One thinned coat of Shellac and four
little metal holding straps finish the basic
seat. n
The finish seat, with strap cliops in place and

now ready to install in the cockpit. Note how
the wash of colour and leather trim enhance the
right appearance.
The author’s Sopwith Camel featured complete cockpit detail, made and trial installed prior to covering and finishing. The cockpit components were removable for
the covering and finishing stage and then re-installed. The cockpit seat now included the pilot’s seat thrap.

CONSTRUCTION FEATURE
ALBATROS
PART 1:
A 1/6th scale for electric powered, designed by Peter Rake, with the
prototype model built and described by Darrin Covington
B
efore handing you over to D.III. All three used the same basic
Darrin who will lead you fuselage shape, with curved plywood
through the construction upper and lower decking, but with flat
of the model, there’s an sides.
important point to clarify. The slip with initial drawings
In an effort to save a little time while from which Darren worked to
drawing up the plans for this model, produce the prototype D.Va model
Peter Rake succumbed to the incorporated the flat-sided type rear
temptation to use the fuselage of his fuselage, rather than the true ellipse
earlier Albatros D.III, simply enlarging section that gave the D.Va such an
the fuselage to suit. In the process, outstandingly attractive appearance.
he rather forgot his aviation history Ever the master modeller that he
insomuch as he omitted to take into is, Darrin nevertheless managed to
account that the D.V and DVa were revise the rear end of the prototype
a straight-iine development that model during the construction stages,
commenced with the true biplane although what you may detect in the
Albatros D.I and D.II, followed by the photos here does differ slightly from

the plan, which has been corrected to
S D.VA
show the correct D.5/D.5a shape. These
changes have also been carried over
to the cutting files, for the Cut Parts set
available to accompany the plan, so you
will have a much easier time of it than
Darrin did.
Now, with that all explained, let’s hand
over to the man himself, for the start of
this two-part feature.

PLANS FOR THE

ALBATROS
D.VAFull size copies of this three sheet
plan are available from Flying
Scale Models Plans Service.
Doolittle Media, The Granery,
Doolittle Lane, Totternhoe,
Bedfordshire, LU6 1QX
Tel 01525 222573

Order Plan: 335

Price: £19.50
plus p&p
(UK £2.50, Europe £4.00,
Rest of World £6.00

1 2
3 4
1: The top and bottom fuselage frames drying. The horizontal split means strut and undercarriage mounts can be fitted before the frames are joined. 2: The laminated
area above the lower wing is shaped before the sheeting process begins. 3: With each frame securely attached to MDF there is no risk of distortion as the sheet panels
are fitted. 4: Another advantage of the horizontal split; control linkage items can be installed while everything is easily accessed. Here you see the internal rudder
horn, elevator cable exits and the tailplane joiner tubes. 5: The two fully sheeted fuselage shells await any remaining internal work prior to joining. 6: Nose section,
showing the dummy Mercedes engine mounted above the electric motor. Darren vac-formed the cylinders.ylinders
I
▼
’ve now built several of Peter Rake myself with some curved shapes. I was fabric in unavailable, or just too heavy
designs with the typical ‘stick frame’ also interested in trying my hand at and I wanted to be able to print it on
fuselage used on most WWI aircraft, printing lozenge camouflage covering. my home printer, which would give me
but I was ready for something a little I didn’t want to paint the pattern as is maximum flexibility to adjust colours
different and wanted to challenge often done when the appropriate scale precisely and include stitched seams and ▼
5 6

BE A LITTLE
DIFFERENT!
Sweeping in for the kill, Darrin’s Albatros D.Va

has proved a steady performer.
WHY NOT DROP THE ‘A’ AND MODEL IT AS A D.V?

The differences are quite minor but the slightly earlier D.V included the attractive upper fuselage fairing just the cockpit as shown on the 1:40 scale three
views of the type that appear on pages ??-?? of this issue. It also expands the choice of colour schemes.
fabric weave right in the printing process. fabric. It also gave me the chance to me a 1/6th scale Albatros D.Va, and in
▼
I’ve watched several Albatros builds apply faux wood graining to the fuselage. return I would document the build and
on the Internet message boards and I just don’t like the way balsa stains, and provide this article. It seemed like a more
thought the later D.Va would fit the I’ve used faux wood-graining techniques than fair trade, I soon had
criteria perfectly as it incorporated a in my work as a cabinetmaker, so didn’t plans in hand, and a
curvaceous, fully sheeted fuselage and see why it wouldn’t work here. With this short kit of laser cut
many schemes incorporating the lozenge in mind, I asked Peter if he would design parts on its way.
Looking absolutely stunning, the DVa is all set for FUSELAGE

another faultless flight. This is
constructed in
two halves, top
and bottom,
using keels that
run full fuselage
length, to which,
half formers are
added. Each half
is built directly
over the plans, side
by side.
The forward section
incorporates a box structure
that provides a solid mount for the
motor, landing gear and wings, and also

CUT PARTS
provides a home for the radio and power the rudder, connected to a control horn
SET FOR THE
system components. made from piano wire and a ball link,
Wire for the undercarriage and centre soldered together to rotating in a brass
section struts is bent to shape and tube. The split elevators are controlled
soldered together to fit into tubing lashed
to the box structure. Similarly, tubing
via pull/pull cables routed through nylon
tube exits. Construction of the fuselage
ALBATROS
and cyano glue is also used to locate the
lower wings and horizontal stabiliser.
Once the basic fuselage half structures
were built, I carefully removed these from
the building board and attached them
to boards with double sided tape. The
in two half shells made installation of all
these components a breeze.
Once the internal layout is worked
out, the fuselage halves can be joined.
The sheeting was trimmed flush to the
keels and these were glued together with
D.Va
Get straight down to
boards were fabricated from scrap MDF, yellow glue, held together with masking
following the fuselage outline, but about tape until dry. construction without delay!
a 1/4” narrower. This allowed me to apply Next, the cowling pieces were built. This model’s plan is supported
the balsa sheeting that covers the entire These are fabricated from thick balsa
fuselage more easily. sheet and carved to shape, then by a laser-cut set of ready-
The sheeting was fitted for tight fitting hollowed and attached in any way to-use balsa and plywood
vertical seams and allowed to hang you please. I went one step further components. This provides all
over the edge of these boards, then and used the shaped pieces as plugs
trimmed flush later. It also allowed me for vacuum forming plastic skins that the parts that, otherwise, you
to wrap masking tape around the edge were glued over them. Plugs were also would need to trace out onto
to hold the sheeting in place while the made to vacuum form all of the ‘sheet the wood before cutting out.
yellow glue dried. It’s important that metal’ panels found on the full size
each fuselage half remains flat during the Albatros. The forward, upper pieces are
sheeting, otherwise a twist or bend could removable, for access to the battery IT DOES NOT INCLUDE
be built into it. The boards allow full and motor, and held in place with tiny STRIP AND SHEET
access to all sides while the remainder of magnets. This was also a good time
the work is done on the fuselage. to build and fit the dummy engine and MATERIAL OR SHAPED
Space is allocated in the centre machine guns. After checking the fit of WIRE PARTS
fuselage for the servos and linkage the tail plane components, the fuselage
to the elevators and rudder. A flexible can be sanded and finished how ever
cable, inside a nylon tube was used for you choose. ■ Order set:
THAT’S IT FOR NOW. WE’LL FINISH OFF NEXT MONTH

CUT335
Price: £120.00
plus carriage: £11.50 (UK),
Europe £26.00
Shipping Note: For shipping to

destinations outside the UK and
Europe, you will be charged our
standard flat-rate price of £49. This
covers most destinations and secures
your order with us. However, we
will contact you accordingly with an
accurate total shipping charge prior to
dispatch and either issue a refund or a
PayPal money request for the balance.
Order online at:

Doolittle Media, Doolittle

Granery, Doolittle Lane,
Totternhoe,
Basking in the sun and revealing just how
Bedfordshire. LU6 1QX •
realistic that printed covering looks once Tel 01525 222573
applied to the model. Easier and much better
than a painted on finish.

TYPE HISTORY
ALBATROS
Who can argue that this it was originally designed. The crowning
O
ccasionally, very
occasionally, a Warbird example of such longevity must surely be
aircraft was not the most appears that has the the Supermarine Spitfire that first entered
elegant shape among fighters development potential to military service in 1938 in its Mk.1
extend its service life for format. The development potential of the
of the WW1 era? either all, or most of the conflict for which type led to its final Mk.24 version, which

The Smithsonian Institution’s Albatros D.5a, immediately
after completion of the marathon restoration of the aircraft,
brought back to USA after WW1. It is here seen immediately
after roll-out at the Smithsonian’s restoration facility at
Silver Hill, Maryland.
S D.VA
served with the Royal Air Force until well
after the end of WW2 in 1945.
Similarly, the Albatros D.V/D.Va had
defining shape which ran right through to
the final D.Va with a distinctive fuselage
construction that employed plywood skin
(deliveries of which began at the end
of 1916) these mouldings were applied
only to the rounded fuselage top and
its roots in the Albatros D.I that first panels pre-formed to shape in heavy bottoms, but on the following one-off
appeared in mid-1916. Both the D.I and male/female moulds after pre-steaming. D.IV and then the D.5/5a, this innovation
was extended to the fuselage side
▼
the D.II which quickly followed, had a On the D.I, D.II and subsequent D.III,

TYPE HISTORY
Without the benefit of radio communication while on patrol, distinctive individual fuselage colour schemes were a way of identifying individual pilots while airborne.
This is Lt. Ditlthey of Jasta 40 with is green/white Albatros D.Va during June 1918. Note simplified late WW1 national marking.
1
More AlbAtros D.V & D.VA Colour
sCheMes:
1: Albatros D.V of Jasta 4. Bare metal front fuselage
panels and spinner with natural wood fuselage and
white tail. Black thinly outlined in ochre ribbon wound
around fuselage, typical of this unit. Black/white tail unit,
including above and below horizontal surfaces. Five-
colour lozenge pattern on wing top surfaces, light blue
undersides.
2: Albatros D.V, Jasta 12. Natural wood fuselage with bare
metal nose panels; wings are mauve and green wavy
bands on top and light blue below. All rear fuselage and
tail in black. White spinner; black/white ‘star’ marking on
fuselage sides.
3: Albatros D.V, flown by Lt Dingel, Jasta 15. Red and blue
2
fuselage, with white band; red wheel centres. Green and
mauve wavy camouflage upper wings and horizontal tail
surfaces; light blue undersides to wings and tail.
4: Albatros D.V, D.4594/17, flown by Lt Paul Strahle, Jasta
18, early 1918. Fuselage in blue and red with undersides
in light blue; wings and tailplane covered in five-colour
lozenge fabric on top and painted light blue undersides.
White ‘axe’ marking on fuselage sides.
5: Albatros D.Va, D.2299 flown by Oblt. Bruno Loerzer,
Jasta 26. Black/white fuselage stripes, with all-black tail.
Horizontal tail surfaces are also black and white stripes.
Five-colour lozenge fabric above and below both wings
with white-outlined crosses in six positions.
6: Albatros D.Va D.5390/17, which is now in the Australian
3
War Memorial, as it appeared when it was shot down by
Lt Sandy and Sgt Hughes flying an R.E.8 of No 3 Squadron.
Large parts of the wooden fuselage, together with struts
and undercarriage legs, have been painted Green while
the metal areas of the nose are Brown. Mauve and Green
upper wing surfaces. All crosses with white border. Light
blue undersides; also Light Blue is the entire horizontal
tail, which has the outer tips in red.
7: Albatross Diva, believed to be from Justas 1, Italian
Front, 1918. Natural wood fuselage, red front metal panels
and spinner. Personal marking is red and white. Wings,
horizontal tail and rudder are in four-colour lozenge fabric.
-8: Albatros D.V, flown by Lt Fritz Rumey, Jasta 5, an
ace which claimed 45 victories before he died in action.
Neutral grey front metal panelling, red nose section, white
fuselage with black stripes. All tail is green with red
border, identification marking of Jasta 5. Wings are mauve
and green wavy pattern.
4
▼
panels, to produce a fully rounded

fuselage shape that commenced exactly
circular an the front spinner, through
elegant oval, to horizontal flat knife
edge at the rudder post. The result,
when matched to the gracefully outlined
upper and lower wings, fully rounded fin/
rudder and ‘whaletail’ shaped horizontal
tail surfaces produced, in the D.V/D.Va,
what must be hailed as the most elegant
fighter aircraft shape of the WW1 period
and one that has huge attraction for
scale modellers.
Immediately pre-dating the D.V series, 5
the D.IV was a late 1916 development
which was the first of the line to adopt
the fully rounded fuselage profile, but
also reverted to the wing planform of the
D.II with broad chord on both upper and
lower panels, and was used as a test bed
for an experimental geared version of the
Mercedes D.III engine, an arrangement
that permitted the engine to be fully
cowled. However, this layout incurred
cooling problems and the type did not
progress beyond the prototype stage.
Meanwhile its immediate predecessor, 6
the flat-sided D.III had adopted the
sesquiplane wing planform copied from
the French Nieuport fighters, a style that
provided improved downward view of the
pilot.
It is an indicator of the pace of fighter
aircraft development during the WW1
▼
In clearly a present-day setting, it is not known

if this Albatros D.Va is an original example or a
modern replica, but it carries the ‘Lightning Strike’
motif of Lt. von Hippel’s aircraft.

TYPE HISTORY
The dorsal headrest fairing at the rear of the cockpit rim identifies this as an Albatros D.V. Note the unusual lozenge patern fabric finish on the fuselage, which
indcates that the linen fabric has been applied over the bare plywood skin.
t
period, that when series production of April that year. With follow-on orders, the the Albatros D.V would provide a
the D.III type commenced, the Albatros total amounted to 900 examples. performance improvement sufficient to
Werke design team already had the Among the front-line pilots of the effectively combat the Sopwith Camel,
design for its successor underway, so Imperial German Air Service Jagdstaffeln, SE5a and SPADs of the Allied forces.
that the prototype D.V flew in early 1917, the expectation had been that when it But in fact, the D.V, using the same
with the first production order issued in entered service in the summer 1917, 160 hp Mercedes D.III engine as the
Lt. von Hippel with his Albatros D.Va, which sports a distinctive ‘lightning strike’ motif which would have immediately identified him to his Jasta 5 comrades.

A MARATHON RESTORATION
By far and away the most detailed study of the Albatros D.Va is contained in the book ‘Albatros D.Va
- German Fighter of World War I’ in the series Famous aircraft of the National Air and Space Museum’
published by the Smithsonian Institution Press, Washington, D.C., USA. (ISBN 0-87474-633-7)
It recounts the hugely extensive restoration task of this, one of only two original examples of the type,
which was brought back from Germany to USA after WW1. Exactly what happened to the aircraft before
acquisition by Smithsonian in 1947 is not known, but the aircraft, in dilapidated condition was donated
to Smithsonian.
Smithsonian’s Albatros D.Va than spent many years in storage until a ‘total restoration’ project was
initiated in January 1977 at the Paul E.Garber Preservation & Restoration Facility at nearby Silver Hill,
Maryland.
In addition to many ‘period’ pictures of Albatros Werke workforce building airframes of the type, the
book describes and illustrates in close-up detail every aspect of the restoration work as it progressed
and is the finest source of detail information for anyone who wants to build a model of the D.5a can
possibly hope for - all 100-plus pages of it!
Problem is - it’s long out of print, but if you can find one, then grab it - It’s gold dust!
Albatros D.III, gave little in the way of led quickly to the D.Va variant with higher Armistice in 1918.
extra ‘edge’. Airframe integrity worries, compression ratio engine that delivered The Albatros D.5a was not the last of
after a number of early lower wing 170-185hp, entering front-line service the Albatros Werke’s fighter series, but
failures during prolonged dives added in the autumn of 1917. Production of was by far and away the most numerous,
to the disappointment and quickly led to both D.V and D.Va continued to run in with more that 2,500 examples of the D.V
airframe strengthening. parallel and the type continued in front- and D.Va produced. n
The attempt to stretch performance line service until the November 11th
Albatros D.Va of Jasta 5 was the personal aircraft of Lt.Schlomer The Swastika motif on Lt. Billick’s Albatros D.V has nothing to do with the later
Nazi era. This aircraft, of Jasta 12, had a black fuselage and green/mauve
camouflage wing upper surfaces.
This captured D.5a was stripped down to bare airframe and exhibited in London Only a single example of the Albatros D.IV is believed to have been built. It was
During 1918. used as a test-bed for a special geared version of the Mercedes D.III engine the
profile of which allowed the engine to be fully enclosed with the fuselage nose
section.

FLYING COLOURS ALBATROS D.V & D.VA
ALBATROS D.V FLOWN BY

HAUPTMAN (CAPTAIN) EDUARD
RITTER VON SCHLEICH, C.O.
JASTA 21; 1917

ALBATROS D.V FLOWN BY LT. HANS JOACHIM VON HIPPLE.
WINGS GREEN/MAUVE CAMOUFLAGE; TOP WING INVERTED
WHITE CHEVRON
HORIZONTAL TAILPLANE UPPER/LOWER

SURFACES, VON HIPPLE’S D.V.
ALBATROS D.V, JASTA 27,

FLOWN BY LT. HERMAN
GORING. WINGS GREEN/
MAUVE CAMOUFLAGE
ALBATROS D.VA, FLOWN BY LT. R. KARL DEGELOW,

C.O. JASTA 40. WINGS LOZENGE CAMOUFLAGED
HORIZONTAL TAILPLANE
HORIZONTAL TAILPLANE UPPER UPPER SURFACE, OF LT.
SURFACE ONLY, OF JASTA DEGELOW’S D.VA
BOELKE D,5 SHOWN BELOW.
ALBATROS D.V FLOWN BY RITTMEISTER MANFRED VON RICHTHOFEN. OVERALL

RED UPPER AND LOWER, EXCEPT AS SHOWN.
ALBATROS D.V, JASTA BOELKE.

WINGS GREEN/MAUVE HORIZONTAL
CAMOUFLAGE TAILPLANE OF
COBLENZ D.V.
AT LEFT
ALBATROS D.V , COBLENZ,

1918. WINGS FADED BROWN.
HORIZONTAL TAILPLANE UPPER

SURFACE OF JASTA 4 D.V. AT RIGHT
ANNOTATION BELOW COCKPIT OF

JASTA 4 D.V.
LEERGWICHT: 689 KG ALBATROS D.V, JASTA 4 WITH BLACK ‘WOUND

NUTZLAST: 235 “ RIBBON’ FUSELAGE DECOR. WINGS LOZENGE
GASEMMTGEW: 915 KG CAMOUFLAGE.

FULL-SIZE FREE PLAN
INDOOR
NIEUPORT
David Deadman’s 21.5” (526mm) wingspan indoor free flight scale replica was created for CO2
power but electric power could equally well be applied for free flight, or micro R/C. Want it larger?
Just go to the photocopier!
The biplane offered the advantage of
B
iplane or monoplane? Prior to to central kingposts and multiple bracing
WW1, most lightweight single wires. Such expedients largely cancelled superior strength because each wing
seaters were monoplanes out the advantages and as engine power ‘cellule’ could be ‘trussed’, so that every
following the success of the and airframe weight increased, so did the bracing wire is at an optimum angle. For
Bleriot. But because they did wing loading, causing many structural a given wing area, the biplane produced
not know, at that stage, how to make failures that gave the monoplane a simpler, stronger and lighter structure.
a strong cantilever wing, the pioneer configuration a poor reputation, But there were also disadvantages –
‘flying machine’ designers had to resort particularly in Britain. the drag of the extra wing, and poor

The rigging in this photo is incorrect. Both flying wires should pick up in the The disassembled component parts. Dowels in the wings locate in the centre
hook, just visible above the lower wing. In spite of several collisions with walls, section and fuselage. Rigging holds it all together when the model is assembled,
the ‘sprung’ rigging system has protected the structure work well. but ‘gives’ in a crash. Holes for locating dowels in root ribs and slots for rubber
bands throughout centre section and fuselage.
downward view from the cockpit. quickly, making it handy in combat. The lower wing had only one spar, attached
single Lewis Gun fired, uninterrupted at the lower end of the ‘V’ interplane
ENTER THE SESQUIPLANE over the propeller from its mounting struts. In a steep dive, the lower wing
The idea of the Sesquiplane (literally over the upper wing. In contrast to could twist and flutter, causing failure. It
one-and-a-half-plane) was a French the German Fokker fired through the was a problem only partially solved with
innovation either by Franz Schneider propeller arc using an interrupter gear a stronger lower wing spar applied to
who was designer at the Nieuport Works, that prevented propeller damage, but the later Nieuport 17. After the problem
or from Gustave Delage who replaced with inevitable reduced rate of fire – but persisted even with the Albatros D.V, the
Schneider at Nieuport in 1914. gave the advantage being able to point later D.Va had small auxiliary struts at the
By placing the upper wing level the whole aircraft at the intended target lower end of the ‘V’ struts.
with the pilot’s eyes, the view upward while firing.
was improved, while by substantially THE MODEL
reducing the chord of the lower wing and PLAGUERISM IS THE GREATEST The prototype model was built to
positioning it somewhat to the rear, the COMPLIMENT… represent an Italian Macchi constructed
view downward was also better; an all- Good ideas do not stay secret for long Nieuport 11. The scale of the model was
round distinct improvement. and in the case of aerial warfare, little not ‘chosen’, but simply dictated to suit
The first Nieuport to adopt the longer than the loss of aircraft, behind the power and size of a Telco CO2 unit; it
Sequiplane layout was the Nieuport Type enemy lines, that embody that idea. works out at 21.5mm: 1ft – or just under
10 two-seat reconnaissance aircraft. Those in German aviation circles were 1:14.2, resulting in a wingspan of 20.75”
The Type 11 single seater armed ‘scout’ much impressed by the new Nieuport (526mm). Unusual yes, but you’ll never
followed in 1915 and quickly became Scout, taking advantage of a ‘downed’ know the difference when you’re building
affectionately known as the ‘Bebe’ example to create a full set of plans. it!
(Baby). With 80 hp Le Rhone rotary These were circulated among German It features working rigging, with ‘crash-
engine, it weighed 1,058 lbs (481 kg) – aircraft manufacturers, one of which, ability’ and a sprung undercarriage.
342 lbs (155 kg) lighter than the main the Albatros Werk revised their true- The prototype, designed and built well
enemy at the time, the Fokker E.III; also biplane configuration D.II scout type, to before the current plethora of electric
faster by 10 mph – not much but an produce their Sequiplane D.III, thereafter power systems, had two tanks side by
advantage well worth having back then! subsequently applied to their D.V and side behind the firewall. The model is
With the engine, fuel, pilot and D.Va. eminently suitable for alternative electric
single forward-firing machine gun all But all, including the Nieuport 11 power, while some might also like to
concentrated close to the centre of suffered from the basic weakness of consider rubber motor power. Wings
gravity, the Nieuport 11 was able to turn the design layout, in which the narrow have scale rib spacing, using sliced
▼

FULL-SIZE FREE PLAN
Underside view shows the

Italian colour scheme well.
It must have helped friend-
or-foe identification during
combat. Note the tailskid
and its fairing; keep those
as light as possible.
up-and-over ribs as the plan shows, CHOOSE YOUR SCALE the 1/16” x 1/32” diagonals and sheet
t
the lightweight structure being such as When the prototype model was drawn back of the cockpit, noting the trapezoid
produce a 2.5 oz (70g) airframe. up and built, size was dictated by the shape in cross section. Pull the fuselage
power of the CO2 motors then available. sides at the rear, then add remaining
FLEXIBLE STRUCTURE CO2 power for indoor scale models has spacers.
One-piece scale biplanes tend to be largely now given way to electric power Make the front cabane, which extends
highly vulnerable to the effects of with lithium batteries, and also Micro at the top into a socket in the centre
‘encounters’ with walls and other indoor radio control systems. Consequently sections while the bottom goes to the
obstructions, so wings that ‘give’ on there is an opportunity to build bigger, floor. Make the inverted ‘V’ rear cabane,
impact without damage are preferable. simply using a photocopier to enlarge and fix it well, inside the fuselage with
The upper wing should properly be the drawings presented here as a basis. gussets. The pointed end will fit a
made in one piece, without dihedral, but Thus at 1:13 scale, with wingspan would socket in the centre section. (Check for
by making a fixed centre section with be 22.6” (574mm) or 24.5” (622mm) for 3 degrees incidence). Fit the front top
plug-in panels the required flexibility was 1:12 scale. decking over tight formers, the rear deck
achieved, with the bonus of being able to For indoor R/C, the Nieuport should be has five stringers, 1/32” x 1/16” Bass, on
alter the dihedral if necessary. a practical choice. The lack of dihedral edge.
Rubber bands across the centre on the upper wing is compensated by Undercarriage is Bass, joined at the
section and fuselage retain the wings on the sweepback on both wings and the 4 base by a 1/64” ply plate slotted for the
short dowels at the roots. The landing degrees of dihedral on the lower panels. axle. The tops of the front legs are joined
wires are of fixed length, but the wings Tail areas are adequate and the control by a wire yoke, which is glued to F1A
are tensioned by a band at the centre. surfaces could be operated via closed and sandwiched with a 1/16” balsa plate,
The interplane’V’ struts are held in place loop servo links as per the full size. while the rear legs are allowed to ‘work’
by the tension in the flying wires, while in slots under the floor.
dihedral of the lower wing is determined A BUILDING GUIDE A CO2 power installation is shown on
by the length of the landing wires. In a This is obviously a “builder’s” model the plan, but you may well have your
crash, the wings then swing back and and not for beginners, so this guide is own ideas and may prefer the alternative
up, while the ‘V’ struts pop out, thus limited to a few vital notes. Build two power sources previously mentioned.
avoiding severe damage. fuselage sides in 1/16” square Bass. Add Whatever, keep heavy components
the reinforcements for the lower wing, well forward as close as possible to the
t

FULL-SIZE FREE PLAN
firewall to achieve the required fore/aft fit the camber of the ribs. dihedral, and could certainly be set that
▼
balance point. Glue top ribs in place; add solid ribs way for micro R/C.
The cockpit can be fitted out with to the roots; fit laminated tips, which are
floorboards, control column, instrument also curved to follow the top curve of COVERING
panel and a seat. The dummy Le Rhone the wing. Add the sheet reinforcements Old-fashioned Jap Esaki tissue was used
can be made using Williams Bros for strut sockets and make/fit small wire for the prototype model. Lightweight
cylinders and moulded plastic tube for rigging hooks. The lower wing panels are heatshrink material could be used, but
the inlet pipes. similarly constructed. such would require careful attention to
Sheet fill under the tailplane and make Note here about the rib spacing: some avoid warps and in that case, pinning the
the hollow block skid fairing, as light photos of the full size aircraft appear to parts down, just as would be the case
as possible, bearing in mind that it is show riblets on the Type 11 wings (as with tissue and shrinking dope.
positioned at the extreme rear. The leaf used on the Type 17) but others do not. The finish of the prototype model was
spring is let into the front. thinly sprayed matt Humbrol white, to
TAILPLANE which was added a spot of Tan and a
WINGS This is a simple 1/16” square structure little black, all thinned with cellulose
Use solid ribs for the centre section with laminated corners. The rudder is thinners. The red and green panels of the
where the cabanes will be slotted in. laminated outline with 1/16” square Italian colour scheme were also sprayed,
Also provide hard points for the front spars. Rounded the edges to represent while roundels were applied using a
mountings. Study the aileron bellcrank metal tubing. spring bar ink compass loaded with
systems of the full size and replicate slightly thinned enamel, then brush-filled.
these to work in slots through the centre RIGGING ANGLES The black outline on all components
section. The pushrods are made from Be sure to get 3 degrees incidence on is a bit of a chore to do, and was done
plastic dowel, while the bellcranks were both wings. The original model ended with an ink spray bar pen, with dark grey
fretted from 1/32” ply. up with about 1 degree downthrust and enamel, worked against a bevelled ruler
Wings should be built in the following 1.5 degrees of right thrust plus a little to establish a line and then filled in with
sequence:- right rudder. Upper wing dihedral on a brush.
Slice up wing rib tops as shown on the the free flight prototype was resolved at The red and green Italian scheme makes
plan and cut the bottoms out of 1/16” approximately 1.5 degrees; non-scale a nice alternative to all the silver Nieuports
square; lay down the leading edge; lay yes, but very helpful for stability. With applied to the French and RFC machines
down the trailing edge; lay down the more skilful trimming and more wing and is well worth the extra work. ■
trailing edge; glue in the rib bottoms; washout, it would probably be possible
glue down spars chamfered at the tip to to set the upper wing to a true scale zero
AeroDetail series ONL
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Monocoupe CD108 Luton Minor CD68 Hawker Hart & Hind CD60 Gloster Gladiator CD53
The Monocoupes were side-by-side two-seat Just one example of this light aircraft, to A combo collection featuring the RAF The Royal Air Force’s last biplane fighter, star
lightplanes of mixed wood and steel-tube which the owner has added many mods and Museam’s Hart bomber and Hart Trainer, plus of late 1930s air shows and flown in combat
basic construction with fabric covering. A variations. (32 images) Shuttleworth’s Hind . (115 images) during early WW2, including Battle of France,
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tailskid landing gear, and the reverse curve Luscombe Silvaire CD67 Hawker Fury CD59 and North Africa. (50 images)
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Monocoupes. 55 photos up detail for modellers. (74 images) detail in this collection is as good a guide The Fantasy of Flight Museum’s example of
as can be found of this elegant 1930s RAF the late WW1 Imperial German Air Service
Miles Magister CD73 Kawasaki Ki100 CD66 fighter. Includes some general arrangement monoplane fighter, in full detail. (69 images)
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examples in different Royal Air Force training 61 Hien (Tony) that provided an unexpectedly Grumman FM-2 Wildcat CD58 The most famous of all the German fighter
colour schemes. (100 images) superior performance for the squadrons of the First of Grumman’s highly successful line of aircraft of WW1. The collection depicts the
Imperial Japanese Air Force during the closing prop-driven ‘Cats’, the Wildcat, in guises from RAF Museum, Hendon’s authentic, restored
Messerschmitt ME109G CD72 stages of the Pacific war. (60 images) F4F-3 to FM-2 held the line after the Pearl example. (44 images)
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Messerschmitt Bf109E CD71 Hawker Typhoon CD109 Grumman F8F Bearcat CD57 onwards.
The ‘Emil’ was the version of this WW2 fighter The Hawker Typhoon was a British single-seat Hottest of Grumman’s prop-drive fighters – it
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Luftwaffe’s final ‘destroyer’ heavy fighter that polished metal. (140 images) US Marines. (60 Images)
packed a powerful punch 79 photos Fairey Gannet ASW1 & T.2 CD48
Hawker Tempest Mk 2 CD63 Grumman F6F Hellcat CD55 The Royal Navy’s post-WW2 anti-submarine
Martin B-26 Marauder CD70 The final development of Hawker The US Navy’s most important, and most workhorse, that also served with a number
The Fantasy of Flight Museum’s example, successful fighter of WW2, photographed, of other air-arms. Most images are of Mk.T.2,
photographed pre-restoration, soon after Hawker Sea Fury FB XI CD62 close-up, from nose to tail and wing tip to that was more-or-less the same as the ASW.1.
it was flown into the Museum site, thus in Hottest of all the piston-engine fighter aircraft, wing tip. Example shown is part of The Fighter (110 images)
original, unrestores condition. (100 images) the carrier-bourne Sea Fury is also admired Collection, based at Duxford. (90 images)
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LVG C.VI CD69 Grumman F3F CD54 Elegant U.S. high wing light aircraft in full
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is the machine house at and flown from the Two versions of the famous ‘Hurri’ – one a true 2001 Flying Legends Show. (34 images) Erco Ercoupe 415 & Avalon
Shuttleworth Collection airfield, Old Warden Battle of Britain survivor painstakingly restored Ercoupe CD46
and now in storage, awaiting display at the to perfect authenticity, plus the cannon-armed, The elegant twin finned light/sport aircraft.
RAF Museum. (110 images) Mk.IV ‘tank buster’. (170 images) Both original Type 415 and later Alon
resurection examples. (115 images)
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TECHNIQUE
SURVIVING FREE
FLIGHT SCALE
PART 6: ANDREW HEWITT LOOKS AT OTHER POWER SOURCES FOR SCALE...
evening with a light scale model flittering 24” wingspan or less, often structurally
R
ubber powered scale free
flight models for the great around your local park is quite hard to complex - and therefore heavy. For
outdoors require a very beat for simple enjoyment. Free flight example, the typical World War II fighters,
different approach to design rubber and glider models are the only which entice the young beginner into
than the IC-powered scale ones allowed in most parks today - often total failure - dozens of tiny fiddly bits
free flight models on which I have attracting a group of interested admirers, need to be cut out of (usually) rock hard
previously concentrated. Success can be rather than complaints about noise. balsa suitable only for packing cases.
far more elusive, unless basic principles Although there are kits available, these By far the best kit there has been for
are adhered to. are nearly all of the terminal variety, near guaranteed success, is the West
The attraction of using rubber power designed with flying as the last priority. Wings Piper Cub. At 36” span, with
is hard to describe, but a calm summer They are generally much too small, at machine cut parts, it made an excellent
Barry Hetherington at the helm!

A super launch of a super rubber
model! High, large area wing, large
prop, nice size - all the ingredients
of a fine flier. The masochistic
streak, common to all free fight scale
modellers, remains however - look
at that spindly, wing strut-braced
undercarriage!

value kit at a reasonable price. This FIG. 1
design also had removable wings and GENERAL PROP BLANK DIMENSIONS FOR RUBBER POWER
therefore some built-in flexibility which
most other kits lack. The Cub was
a good scale model and with a little
research and paint, it could be built
into an accurate competitive model.
Unfortunatly, it’s no longer prodced, 1 1/2” SIDE
but I’ve mentioned it here simply as a 1/2” 1/4”
perfect example of what a FIRST rubber
powered scale model should be. 3/4”
The alternative, these days, is to build
from a published plan. There is quite a
choice of free dowload offerings on the
Internet; try the web sites of Outerzone
and Aerofred. By choosing that route 3/8”
you have maximum control over the final
weight of you model because, when you 1 1/4”
PLAN 1 3/4”
buy your construction materials you can
carefully select the grades of balsa wood
to suit your purpose.
PICKING YOUR SUBJECT 1/4”

4”
If you have ever built a Keil Kraft Ajax, 1”
Senator or Gypsy, then you should know 6 1/2”
how well they perform, so common
sense says that subjects of similar
planform, should also fly well. Hence the
recommendation for the Piper Cub type
of aircraft. decent-sized props, so perhaps choose vintage Wakefield’s - and they cope with
General considerations are: good something that hasa reasonable fuselage general outdoor flying conditions well.
tail areas, long noses (for plenty of length to allow a good length of rubber
rubber, rather than church roof ballast), motor. CONSTRUCTION
preferably long undercarriage (allowing a The most important part of your model is
large propeller) and a simple structure (to SIZE IS IMPORANT the propeller; there are no suitable plastic
keep the airframe weight to a minimum). The size of your model is important - commercial items available big enough,
This all points to subjects like the below 24” span you will be struggling so you will have to carve your own. The
Westland Widgeon, Pilatus PC-6 Porter, with mother nature’s little breezes, and length of the undercarriage fixes the
DH Beaver, Austers - and any of the DH unscale-like flying characteristics will diameter (for rise-off-ground take-offs),
Moths. In fact, you are limited only by result. Larger models fly better and this is but you can play tunes on the pitch of
your own imagination and ability to trim especially true for rubber models. Aim for the blades. Do not be put off by a little
models to fly - but some are bound to between 30” and 50” wingspan and an carving, since propeller production is
incur penalties on duration, because all-up weight not to exceed 12 ounces quick and very therapeutic.
of a lack of room for any rubber, or - these sizes compare favourably with Fig.1 shows a typical 13” diameter
propeller blank, suitable for models
up to 40 inch wingspan, which can be
scaled up or down for larger or smaller
designs. For extra durability, the blades
can be double covered in tissue, or
even glass clothed (but be sparing with
the resin). The noseblock sketch (Fig.2)
gives details of a very simple freewheel
mechanism, which will help improve the
glide of your model considerably. The
washers can be steel, PTFE - or better
- a thrust race (these items are available
from, Mike Woodhouse at Free Flight
Supplies and KP Aero Models).
The airframe construction should be as
light as practically possible; we should
also incorporate some flexibility in the
form of removable wings and sprung
undercarts, as detailed in previous
‘survival’ articles.
Derek Knight takes time off from electrics to fly this rubber-powered Fairchild Ranger. Just to prove how It is also important to incorporate
moving scale tail surfaces for flight
▼
well they can fly, from this launch it promptly went OOS!

FIG. 2
SIMPLE RUBBER POWER NOSE BLOCK

TECHNIQUE
CLUTCH
t
trimming and not to rely on warping

surfaces, which do not remain as set. WASHERS
Stiff hinges cut from, with time soft DRIVER & WINDER
drinks cans, having first drunk the BUSH
contents, make excellent hinges.
FINISHES
The model needs to be covered in
something very light and strong to
give the required airframe rigidity. For
this we use ‘Jap’ tissue, or lightweight
‘Modelspan’ tissue. Very sparing use BRASS TUBES
of dope, thinned 80% with thinners
- and only two coats - will prevent
warps. For colouring, we use coloured
tissue, or a very light sprayed finish of
dope, enamels or acrylics. You must
focus on minimising weight, so apply
finishing materials sparingly. The same
is is especially true of the scale details, the moveable tail surfaces for a smooth Hurricane can easily be converted to CO2
wheels, dummy engines etc; glide, all powered trimming should be power and successfully flown. Hence,
done on thrust line adjustments, and many unsuitable subjects become
RUBBER: HOW MUCH TO USE? by tiny movements of the tail surfaces. possible, especially the short nose length
Many rubber scale models appear to A right-handed flight pattern should be subjects such as WW1-era Sopwith
fail because of a lack of motive power, the aim, usually achieved by slight right Camels or Pups, Fokker fighters and any
resulting in low-powered, stall-prone thrust and right rudder. For a scale flight of the structurally more complex - and
flights at low level, with consequent pattern, then plenty of down thrust will hence heavy - World War II subjects. All
risk of damage. Generally, the amount be required. Alternatively, by using less the difficult subjects are now much more
of rubber to be used has to be at least down thrust and more power, a high feasible.
25% of the model’s total all-up flying climbing flight pattern will result. The For both CO2 and Electric power, the
weight and, for maximum performance, motor should be well lubricated with conversion is simply the addition of a
50% of the all-up weight. Thus, if your Castor oil or Glycerine, which helps the ply-faced former with the appropriate
completed airframe weighs 8oz, then knots to evenly distribute themselves and fixtures to accept the power unit, tank
2 to 4oz. of rubber are required. This hence prevent bunching or batteries. Do not forget to incorporate
mass of rubber needs to be made into a some down and right thrust, with
multi-strand motor about 1.5 times the HISSES AND SPARKS provision for more alterations later, in
length between the noseblock and rear At the start of this article, I may have line with my recommendations on flight
peg. This can then be pre-tensioned been a little critical of the majority of trimming in my first two ‘survival’ articles.
to fit the fuselage. I prefer to use multi- small scale kits available. To make If you prefer the sparks to the fizzes,
stranded motors of 1/8” x 1/20” section, amends, it is fair to say that these kits then the scope for converting the larger
rather than the usual 1/4” x 1/20” do make good CO2 or Electric model rubber scale kits into electric subjects
section rubber, as the thinner variety conversions. Such power sources are is completely feasible. The best unit
tends to knot smoother during winding, compact and light and can often reduce on the market for these is the KP Aero
while breaking a few strands is not so the all-up weight of one of these Keil Models KP O2 motor, which is suitable
catastrophic. Kraft-sized models, since the mass of for models up to 40”, span if built lightly.
the unit can be concentrated where you The beauty of this product is that you can
FLYING require it. For example, the perennial buy a complete flight system - charger,
After initial glide trimming, adjusting favourite of an early mark Spitfire or batteries and motor - and easily operate
Author Andrew Hewitt holds

the West Wings (Pro-Scale) 36”
wingspan Piper J-3 Cub kit as
the example of an ideal starting
point for those taking up rubber
powered free flight scale.
Although no longer available,
it sets the standard of what is
required.

David Causer’s CO2 powered Avro 504K (the Aerographics kit prototype) cruises Large rubber scale gives unusual prototypes a good chance of success - this
by at Old Warden - how more realistic can you get? Junkers Ju52 early WW2 German transport is a good example.
Derek Knight’s dream combination! A Tiger Moth, powered by one of his KP Lindsey Smith enjoys the challenge of difficult-to-trim prototypes. His Hawker
electric units - and doesn’t it fly well! Tempest is seen here during a trimming session at Old Warden.
it with very limited prior knowledge; two tanks with a balance pipe. It is easy O1 motors powered this, and after much
simply follow the instructions - an to balance the engine revolutions by badgering and coaxing, Brian entered
excellent British modelling product. simply listening to their ‘beat’. It is not several competitions and won nearly
Otherwise, you could cobble together necessary to have opposite propeller them all! This model could claim a 25%
your own system, if you have the rotation - it is far easier to introduce scale flight bonus for competitions
knowledge and soldering experise. down and right thrust, as you would any and with its superbly realistic flight
If you would like to design your own single engine subject. performance, it was very difficult to beat
scale models, the basic principles for the Electric power gives the better scope with a conventional single engine model.
smaller (under 24” span models) follow for multi-subjects. In recent times, there The plan for this model still available
very closely that of scale rubber models, have been few built and flown, despite from Sarik Hobbies (plan no. 1742)
as already described, i.e. keep it light an attractive flight bonus. One brave and is well worth examining if you are
and true, but don’t put the rubber motor contender was Mike Smith who built and contemplating building a ‘multi’. Brian’s
peg in! For electric-powered models, flew an Airspeed Ferry trimotor, which model was 44” span, weighed 12oz.
you can afford to beef-up the structure won the CO2/ Electric cup at the British ready to bomb and required 3 x 270 mAh
at key areas since you have more power Nationals several years ago. This was a cells for power. All the engines rotate in
available. This is especially true for large 1/12th scale airliner of about 60” the same direction, no problems were
the larger models where construction span, built along diesel-powered lines, encountered provided each engine had
techniques can be similar to those used from spruce and balsa. some down and right thrust to counter
for diesel-powered models, as already The flying weight was a mammoth the torque.
described in earlier parts of this ‘survival’ three pounds. The motors were two In more recent times, Steven Glass
series. standard geared 360s with a hot 360 came to the forefront in free flight
direct-drive in the top central nacelle, the multi-engine scale, with his superb EDF
TO BOLDLY GO… battery load being eight pencells. Despite models (electric ducted fan), notably the
CO2 and Electric power sources are sounding like a flying hair salon, this Vickers VC10 and Gloster Javelin. Mr KP
ideal for multi-engined subjects. CO2 model was an awesome sight to behold Aero himself, Derek Knight had success
is a little trickier, since the power in the air, and was very competitive. also with a Boeing B-17 powered a la
sources available are short on power Another pioneer in the scale electric Waterland, powered by of his KP01s.
and hence, smaller models have to be multi scene was Brian Waterland and his The power sources are becoming
built. However, success can be achieved memorable Avro Lancaster, built long more diverse, but the building and flying
without the worry of one engine stopping ago in the mid 1990s and published as techniques remain the same, however,
before the other, by running the two a construction feature in AeroModeller build light, build true - and trim carefully!
motors from one tank, or by linking the magazine March 1944 issue. Four KP ■

MODELLING
THE P-35?
Typical of an era when Air Forces and aircraft manufacturers were striving for performance targets that
were difficult ot achieve, the Serversky P-35 exuded much shapely as a subject for scale modelling.
Col. Art Jognson’s 1/5th model captered the ‘character’ of the type
T
he Seversky P-35 seems never rendition, the full construction details Built to a scale of 1:5, Art Johnson’s
to have been mainstream and a four-sheet plan set for which P-35 model had a wingspan of 86.4”
scale modelling fare. In fact, a appeared in the June 1992 issue of the (2195mm). The prototype model weighed
sweep of the Internet revealed American magazine RC Modeler, the in at 22 lbs (10 kg) and was designed for
only one of any substance. publication of which has long since an engine range of 1.5 – 2.5 cu.in.
This is Col. Art Johnson’s really excellent ceased. Col. Johnson was in the happy

★
position to use the P-35 under that replicated the rearward fold of thick aluminium sheet applied over
restoration at Kermit Weeks’ Fantasy of the original. The model also featured the balsa skin, to achieve an authentic
Flight museum at Polk City, Florida, as retracting tail wheel (quite an innovation bare metal finish that was the hallmark
a reference source and consequently in itself for a mid-1930s fighter aircraft of late 1930s US Army Air Corps
was able to produce a finely detailed type), plus working wing flaps. The ‘Pursuit’ aircraft finish (what a quaint
model with retracting main undercarriage model sas surface finished in 0.005” categorisation for a fighter!).


★
SO YOU
FANCY
BUILDING
ONE?
Our object here is not to re-present the
RC Modeler original feature, just to show
enough to help you on your way. The full
size plans, together with the complete
RC Modeler magazine editorial feature
with building instructions, is available
to download free, from the OUTERZONE
web site.

SUBJECTS FOR SCALE
SEVERSKY P-35
A mid-1930s era fighter aircraft introduced during the transitional period from biplane to monoplane.
It lacked much of what was really required, but pointed the way to better things to come

pioneers achieved what they did, makes
O
ne of the features of the the Imperial Russian Naval Academy, his
earliest aviation pioneers fascinating reading. Here is one of them. father had already taught him how to fly.
is surely what a diverse Born in Russia in1874, Alexander de Graduating in 1914 with an engineering
collection of individuals they Seversky was of of noble parentage. His degree, when World War I commenced
were, coming from wildly father was one of the the first Russian the young Lieutenant Seversky then
different backgrounds and with very aviators to own an aircraft, a modified served at sea with a destroyer flotilla.
different tenacities that enabled them to Bleriot XI. As with many of Imperial Given his pre-WW1 pilot training, it is
forge the basics of aeronautical success Russia’s minor nobility, the young no surprise that Seversky was quickly
that have brought aviation to where it is Alexander received his education at selected for duty as a naval aviator,
today. a military school from age 10 and by and after completing a postgraduate
The stories of the steps by which these the age of 14, when he moved on to program on aeronautics in 1914–15, he
Typical of pre-WW2 unit bravado, is this line-

up of 1st Pursuit Group aircraft, at Selfridge
Field in 1938. By then, the group had received
the entire production run of the P-35 type,
excluding a few test examples. The P-35 was
the first USAAC aircraft to be supplied natural
metal finish.

SUBJECTS FOR SCALE
missions, shooting down six German

aircraft.
At the time of the 1917 Revolution in
Russia, Seversky was stationed in St.
Petersburg. The end of the Imperial
Russian State was by no means
an instantaneous event; Alexander
remained in uniform at the request of
the commander-in-chief of the Baltic
Fleet and in March 1918, he was
selected as an assistant naval attaché
in the Russian Naval Aviation Mission
to the United States, a move which
became the pivotal point of his life, so
that and while in the U.S., he decided
to remain there rather than return to a
Russia torn apart by revolution.
The SEV-1XP, prototype for the P-35 in its original shape with Wright Cyclone engine and two-blade
propeller, large engine cowl and rounded fin/rudder shape. The main undercarriage retracted rearward, with ONWARD AND UPWARD
wheels only partially into the wing, but in this picture, the aircraft is devoid of the fairings that fully enclosed Ensconced in his new homeland, after
the wheels when retracted. a brief career as a restauranteur, in
1918 Seversky managed to obtain
authorities deemed him unfit to employment as a consulting engineer
▼
was reassigned as a pilot to an aviation

unit in the Russian Baltic Fleet. On his return to combat, so to prove to his with the U.S. War Department. After
first mission, he attempted to bomb a superiors that he could still fly, Seversky the 1919 Armistice, Seversky became
German destroyer but was shot down by appeared, unannounced, at an air show. an assistant to air power advocate
enemy anti-aircraft fire before he could Following his impromptu spirited aerial General Billy Mitchell, aiding him in his
drop his bombs, which exploded in the performance, authorities arrested him – push to prove air power's ability to sink
crash, killing his observer and badly and there it might all have ended, had battleships – something of which, as
wounding Seversky. it not been for an intervention by none we’ve already recalled, Seversky had
Doctors amputated one of his legs other than Tsar Nicholas II himself. tentative personal experience!
below the knee and he was fitted with So de Seversky returned to combat This involvement led Seversky to
an artificial leg. Despite his protests, duty, going on to fly 57 combat develop the first gyroscopically stabilised
The only USAAC unit to receive the Seversky P-35 was the 1st Pursuit Group, based at Selfridge Field, Michigan. This is one of the aircraft used by the 27 th Pursuit
Squadron, part of the 1st P.G. The Group received the full production run, save for a few retained by Seversky.

bombsight, in co-operation with Sperry
Gyroscope Company.
SEVERSKY AIRCRAFT
CORPORATION
Using the $50,000 fee he received from
the sale of the rights to his bombsight to
the U. S. Government, in 1923 Seversky
founded the Seversky Aero Corporation.
Concentrating on making aircraft parts
and instruments, the small company was
unable to survive the stock market crash
of 1929, but less that two years later,
in 1931, Alexander’s persuasive nature
gained the financial backing for the
reincarnation of his organisation in Long
Island, New York, the primary assets
of which were more that 360 Seversky The prototype P-35, carrying full military insignia, airborne after revision of outline to the engine cowl and
patents accumulated over previous vertical tail surfaces, also revealing the wing underside fairings that fully enclosed the main undercarriage.
years, including the first patent for air-to-
air refuelling, back in 1921.
Resolved to invest in research and
design rather than relying on licence-
manufacturing, Seversky engaged
Russian aircraft engineer Alexander
Kartveli, also a Russian émigré, as his
chief designer and embarked on the
creation of an advanced all-metal, multi-
place monoplane amphibian, the SEV-3.
This ground-breaking design would, in
various stages of development, go on
to set numerous speed records at the
U.S. National Air Races over the period
1933–1939, often piloted by Seversky
himself, who was the company's greatest The first production P-35, seen with front and rear main undercarriage fairings that only partially enclosed
"pitchman". the wheels in the retracted state. The rear fairing attached to the wing underside skin, while the front
On September 15, 1935, flying at a fairings lifted rearward with the undercarriage legs.
speed just over 230 mph, Seversky set
a world speed record for piston-engine
amphibious aircraft and later, in 1938, set
a transcontinental speed record.
ENTER THE SEVERSKY P-35

The SEV-3 was eventually the progenitor
of a family of advanced aircraft including
the SEV-3XLR and 2-XP (two-place,
experimental) fighter, the BT-8 trainer
and SEV-1P (single-seat) fighter. A more
radical extension occurred when the
fixed-gear SEV-1P was fitted with a
rearward retracting main undercarriage
to produce the prototype of the
successful P-35A fighter series.
The second prototype SEV-3 was
completed as a two-seat fighter Another standard production P-35, again revealing the main undercarriage configuration. Notable also is the
derivative, the SEV-2XP. It was tailwheel, that also retractable, quite an innovation for a mid-1930s fighter type.
powered by a 735 hp (548 kW) Wright
R-1820 radial engine, had fixed landing confident it would win despite being a aircraft with retractable undercarriage,
gear in aerodynamic spats and was two-seater. However, the aircraft was where the mainwheels retracted rearward
armed with one .50 in (12.7 mm) and one damaged during its transit to the fly-offs into the wing and with upgraded 850
.30 in (7.62 mm) forward-firing machine at Wright Field, Ohio. The competition hp. Wright Cyclone engine. The ‘new’
guns plus an additional .30 in (7.62 mm) at the time was the Curtiss Model 75, aircraft, re-designated SEV-1XP, was
gun for rear defence. destined to become the P-36 fighter. delivered to Wright Field on 15 August
When the USAAC announced a To make his offer more competitive, for evaluation, and was generally well
competition for a new single-seat fighter Seversky quickly repaired and revised received, although the Cyclone engine
in 1935, Seversky offered the SEV-2XP,
▼
the damaged entry into a single-seat failed to deliver its rated power and the

SUBJECTS FOR SCALE
A pair of EP-106s of the Royal Swedish Air Force, that gave their own J9 designation to the type. Among the WW2-period duties of the type, for the country that
maintained strict neutrality throughout the 1939-45 war years, was the escorting of battle damaged Allied bombers forced to divert to Sweden on their return
journeys from raids into Germany.
t
SEV-1XP only reached 289 mph rather being completed in August 1938. To an performance proved poor even by
than the 300 mph (483 km/h) predicted, extent, the size of the order reflected contemporary standards and, although
so the Wright engine was discarded in the isolationist sentiment of U.S. politics USAAC aviators appreciated the aircraft's
favour of the Pratt & Whitney two-row of the time, but in a concurrent drive ruggedness, it was already obsolete by
R-1830-9 Twin Wasp powerplant to extend the Company’s fortune that the time deliveries of the P-35 ended in
The P&W also failed to deliver its perhaps alludes the his personality, 1938, the entire production run going to
rated power and top speed was again Alexander Seversky secretly and without the 1st Pursuit Group.
somewhat below 300 mph. While more reference to fellow Directors, contracted
expensive than the Curtiss design, the the sale of 20 2PA two-seat aircraft to the FURTHER DEVELOPMENT
Seversky was a clear winner of the Japanese Navy, a move that went down Meanwhile, Seversky continued to
Air Corps' competition, with an order badly in official U.S. Government circles, develop the design in the hope of selling
for 77 P-35 fighters plus spare parts so that when the USAAC wanted further more aircraft both to the Air Corps and
equivalent to eight complete aircraft fighters in 1937, the US Army Air Corps, to civillian and export customers. The
being placed in mid-1936 at a cost of unhappy with both the slow delivery of prototype SEV-1XP was modified into
$1,636,250. Modifications from SEV-1XP the P-35, and the Japanese Navy sale, a single seat racer, the Seversky S-1
to production P-35 standard included ordered 210 Curtiss P-36s. and entered in the 1937 Bendix Trophy
partial instead of complete mainwheel The first unit to receive P-35s race, where it finished in fourth place.
fairings and seven degrees of dihedral to was the 1st Pursuit Group stationed The competition was won by a sister
the outer wing panels. at Selfridge Field in Michigan. To save example, the S-2, a similar aircraft
Deliveries of P-35s to the US weight, the aircraft, in its production purpose built for Frank Fuller of the Fuller
Army Air Corps began in May 1937, form, used a ‘wet’ wing in which sealed Paint Company. The S-2 then went on
preceded by a company owned pre- sections formed the fuel tanks and to further successes, placing 2nd in the
production aircraft and demonstrator, the ground personnel quickly learned about 1938 Bendix and winning in 1939.
AP-1. Only 76 P-35s were built, delivery the persistent fuel leaks. The P-35's Both of these one-off racers, though

FROM RUSSIA WITH AMBITION! Alexander Seversky poses with the SEV-3 During the 1930s, in USA, success in air racing generated publicity that could
floatplane that was the proginator of a design line that extended all the way “rub off” as qudos to be translated into commercial advantage. In 1937,
to the P-47 Thunderbolt. First flown in 1933, it was had a remarkably clean Seversky built two racing variants of the P-35, designated SEV S-1 and SEV S-2.
aerodynamic shape. The huge floats tend to imply a size larger than was really The latter was commissioned by paint manufacturer Frank Fuller for the Bendix
the case. Trophy Race, which he won, also placing 2nd the following year.
based on the P-35, featured lengthen GOING WEST Such was the haste for expansion,
fuselages and more powerful engines, Meanwhile, the war in Europe that that flight instruments of production
and became the basis for a development commenced in September 1939, P-35A aircraft were metric, and both their
of a higher performance fighter aircraft, prompted hasty reappraisal of American labeling and flight manuals came written
designated EP-106 (Export Pursuit) as an military capability leading to hurried in Swedish! Of these, three aircraft were
export type for overseas sales, powered expansion of its military aviation. To help kept in United States as instructional
by Pratt & Whitney R-1830-45 Twin Wasp hasten this expansion, United States airframes for mechanics, while six
radial engine. declared an embargo against exporting were supplied to Ecuador to form that
In early 1939, Seversky secured a weapons to any nation other than the country’s first combat unit.
production order for this from Sweden, United Kingdom. Thus a third order from The remainder were sent to
for an initial supply of 15 aircraft to a Sweden for 60 EP-106 fighters, was the American Far East Air Force in
specification that included an armament taken over by the USAAC as the P-35A. the Philippines, beginning in February
of 7.9 mm (.311 in) machine guns in These aircraft were re-armed to 1941. Eventually, all pilots of the three
the cowl and two 13.2 mm (.52 in) American standards with a pair of pursuit squadrons on Luzon, the main
machine guns in the wings - double that 0.30 in machine guns that fired through island of the Philippine chain, transitioned
of the original P-35. Sweden’s second the propeller, but retained the Swedish to the P-35A from the decidedly vintage
order for 45 EP-106s was placed later specification of a 0.50 in machine gun Boeing P-26. The P-35As were used
that year. mounted in each wing. primarily as gunnery trainers by all three
▼
For the 1939 ‘Bendix’, Frank Fuller returned
with his SEV S-2 in metallic green finish, with
yellow trim. With 1,200 hp Pratt & Whitney
engine installed, Fuller won again at an
average speed of 282 mph.

SUBJECTS FOR SCALE
September 1938, the company had
t
squadrons and earmarked for transfer

to the Philippine Army Air Corps after required a second bailout by its principal Specifications
sufficient Curtiss P-40 Warhawks were financier which came subject to the Length: 26 ft 10 in (8.17 m)
received by the FEAF. proviso that Seversky, as President, Wingspan: 36 ft 0 in (10.97 m)
Following the Japanese strike on would have his personal budget cut, Height: 9 ft 9 in (2.97 m)
Pearl Harbour in December 1941 and while more control was transferred to Powerplant: 1 × Pratt & Whitney R-1830-45
concurrent Japanese moves southward, other board of directors. Twin Wasp radial engine, 1,050 hp
the P-35As thereafter fought in the futile When Seversky left for Europe on a Maximum speed: 290 mph (467 km/h, at
defence of the Philippine Islands chain, sales tour in the winter of 1938–39, the 12,000 ft (3,660 m)
where they were hopelessly outclassed Seversky Board reorganized the whole Cruise speed: 260 mph (418 km/h)
by Japanese fighters. Lack of armour operation, renamed as the Republic Range: 950 mi (1,530 km)
and self-sealing fuel tanks made the Aviation Corporation. Seversky sued for Service ceiling: 31,400 ft (9,570 m)
aircraft extremely vulnerable but a few redress but while legal actions dragged
survivors remained, in progressive on, the board of directors voted him out Armament
depletion, until the sole surviving P-35A of the company he had created. Guns: 2x 0.30” M1919 Browning machine guns;
flew its last sortie accompanying a P-40 Republic Aviation then went on 2x 0.50” Browning M2/AN machine guns
on a strafing attack of Japanese landings become an industrial behemoth Bombs: up to 350 lb (160 kg)
at Macajalar Bay, Northern Mindanao on during World War II. Progressive
3 May 1942. ‘stepping stone’ extensions of the
basic P-35 were of the XP-41, and
PALACE REVOLUTION: FROM P-43 Lancer which then produced to
SEVERSKY TO REPUBLIC the hugely successful Republic P-47
Despite landing several government Thunderbolt.
contracts, Seversky Aircraft was never In post WW2 years, a continuing line of
able to turn a profit under Alexander successful fighter aircraft began with the
Seversky's management and by Republic F-84 in its straight-wing A-to-E
P-35 UNDER THE SKIN

Excellent cuttaway study reveals the anatomy
of a mid-1930s ‘pursuit’ aircraft
54 FLYING SCALE MODELS

variants and F-84F swept wingers, all retired in 1948, when it was earmarked aircraft was converted in Sweden for
of which became widely used by the for preservation. photo reconnaissance work at the end
USAF and NATO Air Forces. The last of The other two are in the USA. P-35 of World War Two and retired from
the Republic fighter line was the F-105 Serial Number 36-404 is on display at reconnaissance flying Circa 1948/49. It
Thunderchief, which, as an aside, gained the National Museum of the US Air Force was then used as a liaison aircraft and
the distinction of being the biggest, in Dayton, Ohio. It is the only original squadron hack before a forced landing
heaviest aircraft operated with the USAF P-35 left. It served with the 94th Pursuit put it out of service in 1950. The aircraft
Thunderbirds Aerobatic Team! Squadron from the 1st Pursuit Group then spent the next two decades in and
based at Selfridge Field in Michigan out of storage, superficially done up and
SURVIVORS but is now painted in the markings of a rolled out for air shows here and there,
Despite the low production numbers, P-35A flown by 1st Lt. Buzz Wagner, the until it was donated and transported from
three fully restored survivors exist. One, commander of the 17th Pursuit Squadron Sweden to the USAF Museum in 1971,
an EP-106 (P-35A) can be found in the in the Philippines in the Spring of 1941 and eventually into the possession of
Swedish Air Force Museum in Malmen Kermit Weeks is restoring a Swedish Kermit.
near Linköping. This entered service P-35A (J 9) for his Fantasy of Flight As of 2018, the restoration of this one
in July 1940 and was in operation until Museum in Polk City, Florida. This was advanced, but incomplete. n

SCALE DRAWING SEVERSKY P.35
SCALE 1:50
FLYING COLOURS SEVERSKY P.35
P-35 OF 27TH PURSUIT

SQUADRON, 1ST PURSUIT
GROUP,1937.
PORT WING UNDERSIDE

SQUADRON, 1937.

SQUADRON, 1937
P-35A OF 27TH PURSUIT SQUADRON, NICHOLLS

FIELD, LUZON, PHILIPPINES, 1941.
STARBOARD WING UNDERSIDE

SQUADRON
BOOKS
AIRCRAFT IN ACTION - SOFT COVER
1200 Fairey Firefly in action
1204 Early MiG Fighters in action
1224 F-84 Thunderjet In Action
10211 P-51 Mustang in Action
10216 F6F Hellcat in Action
10219 B-17 Flying Fortress in Action
10220 F4U Corsair in Action
10221 B-25 Mitchell in Action
10222 P-38 Lightning in Action
10225 TBF/TBM Avenger in Action
10227 B-29 Superfortress in Action
10228 B-24 Liberator in Action
10235 SB2C Helldriver in Action
10236 SBD Dauntless in Action
10238 A-20 Havoc in Action
10241 F-105 Thunderchief in Action
10242 A-26/B-26 Invader in Action
10243 Messerschmitt BF 109 in Action
10246 A-1 Skyraider in Action
10248 CH-47 Chinook in Action
10249 UH-1 Huey in Action
10263 UH-60 Blackhawk in Action
WALK AROUND SERIES - SOFT COVER

5549 OV-1 Mowhawk Walk Around
25043 Messerschmitt Bf 109G Walk Around
25056 Spitfire (Merlin) Walk Around
WALK AROUND SERIES - HARD COVER

65043 Messerschmitt Bf 109G Walk Around
65056 Spitfire (Merlin) Walk Around
65070 Heinkel HE 111 Walk Around
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TECHNIQUE
SCALE FROM
SCRATCH
PART 1: SELECTING SIZE AND ACHIEVING ACCURATE PLAN OUTLINES
WANT TO TAKE A STEP BEYOND KITS AND
ARTFS? KEN SHEPPARD COMMENCES
A SERIES TO ENCOURAGE OWN-DESIGN SCALE
MODELS
I
’m pretty sure it is a fact that any where and how to start. The aim of this really aiming at the popular .60 to 1.20
aeromodeller who has progressed series feature is to give you some idea size of model that should be within the
from learning to fly R/C from a trainer about how it is possible, practical and reach of most modellers who have built
through to a low wing aerobatic ultimately satisfying to get the ultimate one or two models from scratch, either
machine - will have, at some point, ‘buzz’ of seeing your own design take to from plans or kits. Most of my model
wished that they could design, build and the sky - and fly well. scale aircraft designs have been based
fly a scale model of their own favourite First of all, I’m not talking about on the “…it works, so why change
aircraft type. This is often as far as they large models that cost the earth, need it…?” theory and follows some really
go, because they are discouraged by the Planning Permission to assemble and sound aeronautical design principles.
apparently unassailable problems like special transport to move around, I’m Nor am I talking about a super-scale,
The author’s own design

Lockheed Sirius. 50” span
for .25 power, four channel
radio. Plans were drawn
back in 1995.

Plastic kits are great sources of detail information - you get full surface detail This Dornier Do335 three-view was found in a reference book, enlarged to A4
and colour scheme info, too. size (left) and used to produce a projector transparency printed (right).
two or three year build type of model always a bonus! incidence datums and motor thrust lines
- I know my limitations and I have I started by saying that the object was as the basis for your model - but before
no real desire, or ability, to build F4C to show you how to design a practical we go too far down that path, let us first
competition standard models - I just scale model of your favourite type. It’s consider the optimum size of the model
want to make it look like the real thing, here where we meet our first set of that we are planning.
take just a few months to build - and fly criteria.
well. The choice of the prototype to be START WITH SIZE
Over the years, I have built to a modelled will dictate many things - the The ‘bible’ that I used when first
standard that I am very happy with speed of the aircraft, for example, will planning my designs, over 20 years ago,
and, at the same time, developed a bit define the range of airfoil sections that is Gordon Whitehead’s book ‘Radio
of a reputation for choosing the more can be used and the optimum wing Control Scale Aircraft - Models for
‘unusual’ subjects to model and of the loading that we want (lightly loaded Everyday Flying’. Unfortunately it has
dozen own-design projects or so to date, aircraft can fly slower - thicker airfoil long since gone out of print, but Gordon
all have been very successful, with the sections slow an aircraft down, too) subsequently expanded and updated
exception of two types that definitely and the power-to-weight ratio of a slow the original work as a 27-part series that
were, I admit, a ‘step too far’. But - flying, lightly loaded biplane will need ran more recently in this magazine from
nothing ventured nothing gained - and less power to fly it than a fast flying August 2019 to September 2021 issues.
although the results of those two projects monoplane of the same scale. Do your best to get hold of either a copy
weren’t 100% satisfying, I certainly A good starting or reference point is of the original book or those FSM issues,
learnted a lot along the way, which to let someone sort out the problems for because it covers all the aspects of
you! Get hold of a published and proven practical scale model design and in great
plan of a the same sort of prototype that depth.
you fancy - a WW1 biplane of similar In that book and in the magazine, it
format (single bay, parallel chord wing, gives a chart of optimum wing loadings
for example), or a WW2 fighter with a and power loadings for a given engine
similar speed range and wing planform range, based on different model aircraft
(double taper, for example) and use types – e.g. WW1 biplanes and WW2
the same wing section, wing and tail fighters (see Table 1), which gives a good ▼
The transferred image (done in marker pen for clarity). The two arrows indicate the half span of the
proposed model. The port wing was drawn by reversing the transparency (see text).
With the half-span marked on a sheet of lining

paper taped to a handy wall, the overhead
projector is adjusted so that the image lines
up exactly - then all lines are drawn on the MARCH 2022 - FLYING SCALE MODELS 63
paper!
TABLE 1.
TECHNIQUE
t
insight into what scale size your model

needs to be, for a given engine size and/
or power range. You can either start with
a size of engine that you want to build
the model around, or start with a size
of model that you prefer and specify an
adequate power source. Gordon’s book
was written some time ago and since
then, model engine design and power
output has improved dramatically, so
much so that using a modern engine
means that due to the increase in power,
you can generally increase the size of the
model to somewhat larger that the sizes
listed in his book.
I must add that Gordon did NOT
advocate using other people’s similar
designs as a starting point, as I have
here, as they might not have got it right
in the first place. But there is no better heavier, but the rule ‘light and strong’ is wingspan, a target all-up weight and
way of appreciating different build still the maxim for successful designs. have selected the engine we intend to fit.
techniques, than to study other people’s Again, why re-invent the wheel? The So how do we start to draw the plan?
solutions. market is flooded with .40 - .90 sized
Let us consider a WW2 fighter; a .40 semi-scale ARTF models that fly very DRAUGHTING SKILLS?
size Spitfire will have about 48” to 54” well, so do a bit of research at your local The method that I use is to draw the
wing span, a .60 size ‘Spit’ will work out club, at the Shows, even online and ask initial outline onto a strip of wall lining
at 60” - 72”. Now there is a proviso here questions - What span? What weight? paper taped to a convenient wall, and fill
- the all up weight (hence wing loading) What powerplant? If it works for them, it in the structural detail afterwards. I can’t
is very important. With that extra power should work for you! teach you to be an expert draughtsman,
available from modern motors, models So let’s consider that after a bit of but I can try to give you some tips and
can be a bit bigger and therefore a bit asking around, we do have an ideal tricks to get the bits drawn-up so that a

The author’s original own-design Blohm und Voss Bv141 for .40 power, built back in the 1990’s. A great flyer, despite the unusual planform! (the drawings were
enlarged for both the 9ft (45cc) and 12ft span (100cc) second and third models).
model can be built. weekend. With the advent of the laptop relation to the tip point on the horizontal
First of all, you need to find an computer and plasma screens, overhead drawn line - no, they won’t line up, I
accurate three-view line drawing of the projectors could well be virtually guarantee it! If the image is too short,
aircraft you wish to model. Now there redundant, so look for second hand move the projector further away from
are any number of publications available bargains! the wall until the image and the tip
where three-views can be obtained - a Project your three-view onto a wall point match exactly - you’ll have to
look at a good aviation bookshop, or using the printed transparency and re-focus the image, too. If the image is
even the local library could very well position a strip of wallpaper lining paper too large, move the projector closer to
provide you the goods. The ongoing horizontally, so that the half span of the the wall - again, refocusing the image
‘Subjects for Scale’ series that regularly wing planform lines up along the length as necessary. When the root and tip
appears in this magazine is another of the lining paper (use strips of masking of the image line up exactly with the
source which often covers aircraft that tape to hold the lining paper in place). datum lines and the half span points,
are not among the mainstream subjects Draw a horizontal line along the centre leave everything alone, as the set-up
regularly modelled and is thus an option of the paper and mark two points on it is complete and you’re ready to start
if you want a scale subject with a bit so that the distance between the two drawing.
of individuality. Buy a plastic kit of the points equals exactly half the span of Now, using a straight edge (the longer
aircraft, if you can - it’ll contain an the model size you have selected. Make the better) and a nicely sharpened pencil,
accurate outline, full panel and detailing one end the wing root and the other end draw along the image lines, transferring
information - and give you a colour the wing tip, and draw a second line at it to the paper. When finished, you can
scheme, too! 90° to the drawn line (vertical) at the root tape up another strip of paper, move the
Once you have a three-view, enlarge end. Now, adjust the overhead projector transparency around on the projector
it so that it fits on an A4 sized piece of so that the image is in focus on the wall/ plate so that another view fits the paper
paper, then get your local photocopy paper, making sure that the projector is and draw round that too.
shop to transfer the image onto an A4 exactly square with the wall (otherwise Repeat until you have pencil drawings
clear transparency sheet. Ask around the image will be distorted). Next, move of all the outlines and other details
your colleagues, mates, club members the transparency around on the projector (aileron/flaps, fairings, cockpit, canopy
and find out who has access to a plate so that the centreline of the wing windows, undercarriage position, etc).
portable overhead projector (it shouldn’t plan lines up with the vertical line drawn A good tip here - the original drawings,
be hard to source one) and ask to borrow on the paper. if small, may not be accurate, so if
t
it for a couple of evenings, or over the Check where the wingtip image is in you want both wing panels or tailplane

TECHNIQUE
Two views of the constructional techniques used on the author’s nine feet span Consolidated B-24 Liberator. Conventional balsa/ply frame, clad with blue foam sheets.
the wing section neutral points, i.e. the

t
halves, draw around one side only, move the projector back away from the
then turn the transparency over on the wall so that the motor fits within the cowl centre of the rounded leading edge and
projector and draw round the same wing line - then move the transparency to the centre of the trailing edge, and the
panel image or tail half (now reversed) - check the increase in wing span hasn’t tailplane section neutral points. These
then you are guaranteed that they are the grown more than the maximm 10%- two lines give the decalage of the wing
same size! 15%. and tail (the difference in incidences)
Another way to get the engine to - these lines should be reproduced in
CHECK THE ENGINE FIT fit is to cheat! There will be more on your model, so that the model has the
Something else to consider at this point ‘acceptable cheats’ later on, but we can same ‘sit’ in the air as the full-size did.
is the cowl/engine fit. Given that we can slightly increase cowl size to suit the As a rough guide, the difference should
increase the size of our model a little engine - and leave everything else the be between + 2° to +3° (wing relative to
without affecting the performance too same! Only a scale fanatic will be able to tailplane) for faster flying types and as
much (only a little, mind you - say, 10- tell the difference! much as +4° to +5° for the slower flying
15%), before drawing - but after having types.
positioned the projector to match up the WING –T0-TAILPLANE
wingspan points - move the transparency INCIDENCES FINAL CHECK
so that the fuselage side view shows Having finally made any size So now we have an outline of our
along the paper. You can now hold the adjustments, draw round the image planned model at the right size and also
engine over the image to see how it will as already stated. When drawing the accurate - or is it? What next? Well,
fit in the cowl - if the aircraft has a radial fuselage side view, draw a datum line we have to check that the three views
cowl, then a 10% increase in size could that passes through the engine spinner we have drawn match one another
well bring the engine completely inside centre and is at 90° to the rudder hinge exactly - e.g. is the root wing chord the
the cowl, for instance. If that is the case, line. If possible, draw a line through same in both the wing plan view and the
fuselage side view? (Two-dimensional
drawings are not guaranteed to be as
accurate as we need them to be to make
a three dimensional model). Also, we
have to make some decisions regarding
our model’s flying surface sizes. Some
full-size prototypes, for example, had
very small tail surfaces and to create a
model with such a ‘scale size’ taiplane
may make the aircraft very sensitive to
pitch, due to the effects of Reynolds
number (if you don’t know what that
means, look it up before next month’s
issue...). Similarly, the scale ailerons may
be a bit on the small size, which would
reduce the model’s roll response - so to
produce a practical flying model, we may
have to make some concessions to scale
accuracy... all of which we talk about in
Part 2 next month. n
Traditional build techniques were used on the author’s own-designß- Shavrov seaplane (for .25 power).

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● BLUE FOAM BUILD

● SUBJECT FOR SCALE ● TYPE HISTORY ● SCALE THREE-VIEWS

MARCH 2022 NO.268

6 6 FULL SIZE FREE PLAN FEATURE 40 SURVIVING FREE

18 18 ALBATROS D.VA 52 SEVERSKY P-35

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FLYING SCALE MODELS is published monthly by

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EDITORIAL ADVERTISEMENT & CIRCULATION:

CIRCULATION TRADE ENQUIRIES:

SHINY METAL STUFF of monoplane, metal skinned fighter types, NEWSTRADE:

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Cut out and fit the wing fences. THESE

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FULL-SIZE FREE PLAN

Ready to go on the bungee launcher.

is given a coat of thinned white emulsion

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1: I purchased a bag full of straw (cane,

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the threads across one way, and used a

The finish seat, with strap cliops in place and

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PLANS FOR THE

Tel 01525 222573

Order Plan: 335

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Sweeping in for the kill, Darrin’s Albatros D.Va

WHY NOT DROP THE ‘A’ AND MODEL IT AS A D.V?

Looking absolutely stunning, the DVa is all set for FUSELAGE

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THAT’S IT FOR NOW. WE’LL FINISH OFF NEXT MONTH

Shipping Note: For shipping to

Order online at:

Doolittle Media, Doolittle

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panels, to produce a fully rounded

In clearly a present-day setting, it is not known

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ALBATROS D.V FLOWN BY

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HORIZONTAL TAILPLANE UPPER/LOWER

ALBATROS D.V, JASTA 27,