"Aeromodeller"....INSPIRATIE ALBUM.

DDP Thema, Sopwith Snipe


AeroModeller July 1957:

The world's first single seat multi-gun fighter the Dolphin represented a departure from traditional Sopwith fighter design. In place of the rotary engines so characteristic of the Triplane and Camel the Dolphin was equipped with a stationary 200hp geared Hispano-Suiza in-line engine.

The Dolphin's unusual wing layout with its 'backwards stagger' was designed to provide the pilot with excellent all round visibility. This was achieved by placing the upper wings low on top of the fuselage, the pilot being positioned with his head in the centre where he was afforded a clear and uninterrupted view. Dolphins flew their initial front-line patrols in February 1918 and eventually equipped five RAF squadrons. During the German offensive of 1918 Dolphins conducted ground attack operations, bombing as well as machine gunning enemy troop concentrations.

Popular with its pilots the Dolphin was a highly potent fighting machine but its success was limited due to problems afflicting the geared Hispano-Suiza engine. Dolphin production ceased in August 1919 and the type was declared obsolete in September 1921.

 

DDP Thema, Sopwith Camel


AeroModeller august 1951 + maart 1958+ december 1971 July 1993:
(Vector- en CAD tekeningen zijn beschikbaar)

 

DDP Thema, Airco DH-4


AeroModeller August 1960 (Special International Issue):



Airco DH-4, 1916; type DH.4A: 1919,
Na faillisement van Airco in 1920 werd De Havilland opgericht. Dit werd een succesvolle vliegtuigbouwer. De DH.4 was een Engelse tweezits bommenwerper maar werd ook voor verkenning gebruikt. Het had twee open cockpits, en een conventionele houten constructie. De romp had een triplex bekleding tot de achter cockpit maar de staart en rest had een linnen bekleding.

Het type zou in eerste instantie Beardmore motoren krijgen, maar deze waren niet leverbaar. De Rolls Royce Eagle motor werd daarom toegepast, alhoewel sommigen ook de RAF 3a, Siddeley Puma of Fiat motor kregen.

Een operationeel probleem was de grote afstand tussen de piloot en boordschutter, deze bemoeilijkte de onderlinge communicatie. Het toestel vloog nog wel eens in brand door slechte constructie van de tanks. Toch werd het type beschouwd als de beste Engelse dagbommenwerper want de kist was relatief snel. Veel toestellen werden ook in Amerika in licentie gebouwd en meer dan 3200 kisten met een Liberty V motor. Na de Eerste Wereldoorlog werd het type veelvuldig ingezet voor andere taken en zelfs als verkeersvliegtuig (o.a KLM).

Spanwijdte: 13 m
Lengte: 9,35 m
Rolls Royce 350 pk Eagle VIII motor
Leeggewicht circa 1050 kg
Startgewicht: 1575 kg
Vliegduur: 3 uur en 45 min
Plafond: 7000 m
Maximum snelheid: 195 km/u en, 230 km/u op lage hoogte
200 kg bommen en 1 of 2 machinegeweren (vaste Vickers gun voorin / Lewis gun achterin)

 

... vervolg Airco DH-4:

 

DDP Thema, Sopwith Dolphin


AeroModeller March 1962: Sopwith 5F.1 Dolphin:







Early in 1918, British squadrons at the front began to receive an entirely new type of fighter, the Sopwitb 5F.1 Dolphin. As a matter of fact, research discloses that Dolphins were first received by No.87 Squadron in December of 1917. With its inverted staggered wings and bulldog nose, span of about 32 feet 6 inches, and four machine guns, it was indeed something out of the ordinary.
The 200-hp Hispano-Suiza engine gave it a top speed of around 122 mph at 10,000 feet; this height was reached in 12 minutes. Maneuverability was excellent and the open space betwen the top planes gave the pilot a fine range of visibility. The two Vickers guns were mounted conventionally on the cowl; the Lewis guns were mounted on the forward spreader between the top planes. These two additional guns fired over the propeller and could be elevated at will by the pilot who had to be a dandy to fly and fire these guns at the same time. No.87 Squadron remounted the Lewis guns outside the propeller disk on the lower wings where they were fired by means of Bowden controls.
This seldom modelled First War fighter was actually built in fairly large numbers: over fifteen hundred Dolphins were completed of which about 400 were consigned to the Western Front. Nos. 19, 23, 79, and 87 Squadrons were entirely equipped with this ship. No.85 Squadron received Dblphins to augment their SE5As. Had the war continued longer, Dolphins and Sopwith's 7F-A Snipe would have eventually equipped most of the British fighter units.

 

Reserve post DDP thema

 

Reserve post DDP thema

 

Toebehoren voor DDP kisten ( verzamelde info door diverse personen ingebracht)..

Dummy motoren


















Voor meer info zie:

http://atwoodaviation.net/dags-impossibly-free-3d-engine-designs-stls/

 

Vervolg
Rode Draad Thema

 

November 1941, Macclesfield Marvel:

 

Juli 1942, de RAF aan de modelbouw:

 

September 1953, Roll-Out Bruno van Hoek




Op pagina 524 staat de Bluebottle, een Team race LB model van Cyril West, "Winner of the Nationals class B team races."
Bluebottle werd Bluegrass, maar ik denk dat het lot van Dr. Hook hiermee voorbestemd was!

https://outerzone.co.uk/plan_details.asp?ID=5533

Verder in het blad de Hot Canary, een VV model voor een ,87 CC Diesel
https://outerzone.co.uk/plan_details.asp?ID=1674

Ook staat er een de Dougnut in, een vrij creatief vliegende schotel model, zie PDF.

Tot slot is plan of the Month de MIMI. ook weer een heel apart model, een dubbeldekker met bovenliggende diesel. Zie PDF 2

 

Juni 1950, Roll-out HBZweef

 

May 1960, Roll-Out TC-01


Kittywake van Ray Parker

 

May 1962: Poppet van Vic Smeed, Roll-Out Ton v Munsteren.

 

AeroModeller May 1962 Cover: Curtiss Navy Racers CR 1, 2 & 3

 

Mei 1941, The Firebrand


[

 

Mei 1957, zelfbouw diesel

 

April 1954, een leuk jet voor de Jetex motor: le Mystère





Deze Jetex 50 motor heb ik nog liggen:

 

December 1949: Vliegende vleugel, De Strijkplank

Ik gooi nog een strijkplank in de ronde... omdat het een Nederlands ontwerp is en ik een zwak voor vliegende vleugels heb:
AeroModeller December 1949 met de strijkplank van T. van Teunenbroek:







To the wide range of different types of model aeroplanes, a new addition has been made, namely the flying plank tailless glider. This is interesting for its extreme simplicity and for the fact that it does net look like an orthodox tailless.
In order to compensate for the wing having neither wash-out at the tips nor sweepback, it is necessary to use an airfoil section with reflex trailing edge to obtain stability. The Stamm section used is Swiss and has proved its efficiency.
To obtain maximum efficiency with this section, an aspect ratio of between 5 and 8 must be used, although good resufts are obtained by the Swiss, using 9:1. The CG position is well forward, at 15% to 17% chord from the leading edge, this being necessary to obtain a long enough recovery moment to prevent stalling.
Very little dihedral is necessary in a plank design, 1:8 giving good results. Generally, the fins should be not too tali, but long and low, the greater vertical area being behind the CG. By making the fuselage of a rather high narrow section, it can serve the double purpose of ballast carrier and extra fin area.
The successful tow launching of a plank tailless depends mainly on the correct fin area having been found. However, once this is discovered, it will be as steady on the line as any well trimmed orthodox design. It is very important to allow the plank to fly itself off the line, as a jerk will cause it to stall and a lot of height will be lost in recovery.
To date, Swiss modellers have been almost alone in the building ai d flying of this type of glider, which, considering its simplicity and efficiency, is quite surprising. There would seem to be many possibilities for both rubber and power enthusiasts to experiment with the tailless plank. Who will be the first to have a diesel-powered Strijkplank airborne?
Building Instructions. Before commencing construction, study the wing section, from which it will be seen that both the under-surface spars are above the level of the building board. It will be necessary, therefore, to pack up the front spar 1/8 and the rear spar 1/32 in. Cover the plan with greaseproof paper, then pin down the front spar, with an extra piece of 1/8 sq balsa under it. The 1/8 by 1/4 in rear spar is similarly fixed in position, on top of a strip of 1/32 sheet.
The ribs can now he notched onto these spars, checking each one carefully with regard to its fore and aft and upright positions. When the cement has set, add the 1/8 sq top spar, followed by the leading edge. The angle at which the trailing edge sits makes it necessary to pin it to each rib as it is attached. Note that it tapers on the lower surface only, and should be sanded to this shape first.
The tip; cut to rough outline, can now be cemented to the tip rib. After addition of the 1/8 balsa fillets, the panel can be removed from the board. Now add 1/16 sheet covering and finish wingtip.
Repeat with other outer panel; the centre section is built in the same way, the front under-surface spar of 1/8 by 1/4 also being packed up 1/32 in. With the centre section flat on the board, the outer wing-panels are cemented strongly in position, the tips being raised 2-3/4 in. The 1 mm ply dihedral keepers complete the joint and should be pre-cemented for extra strength.
Before the 1/16 sheet is added, the fuselage pod is built into the centre section, commencing by cementing F.5 and F.6 to the centre-section spars (see side elevation). Next, notch the four side stringers into F.1, 2, 3, and 4, and when these have set, slide them into place in F.5 and 6. The two upper side stringers make a butt joint with the top 1/8 sq spar. Add the bottom stringer, attaching it to the trailing edge at the rear, after which the top stringer and the lower side stringers can be joined to it. The addition of the hollow, lead-filled noseblock, the sheet ballast box (leaving off one top panel of this for insertion of additional weight) and the tow hook, completes the construction. "