Jump to content


  • Content Count

  • Joined

  • Last visited

  • Days Won


sandbagger last won the day on May 24

sandbagger had the most liked content!

About sandbagger

  • Rank
    Hooked For Life
  • Birthday 12/12/1949

Contact Methods

  • Website URL

Profile Information

  • Gender
  • Location
    Lincolnshire, UK
  • Interests
    WW1 aircraft modeling.

Recent Profile Visitors

419 profile views
  1. Thanks - yes I think a lot of filling, sanding, scratch building struts etc is coming my way. As for the warping - either hot water or a hair dryer are in order I think. Mike
  2. Hi all, I thought this time around I'd have a crack at building a 1:32 scale model of the Sopwith 'Swallow' monoplane prototype of 1918. In June 1918, the Sopwith Aviation Company designed an unarmed parasol monoplane, based on the Sopwith ‘Camel’. The aircraft was known the Sopwith Monoplane No.1, but was also known as the Sopwith ‘Scooter’ (to scoot was to move around fast). The aircraft was built for the personal use of the ‘Sopwith’ test pilot Harry Hawker and was based on the their current Sopwith ‘Camel’, but with a single wing mounted just above the fuselage, but with limited space between the fuselage and the underside of the wing. The wing was not supported by the then conventional struts and instead was braced by RAF streamlined bracing wires, all of which were attached to the lower fuselage and a pyramid shaped strut assembly above the wing. The ‘Scooter’ was powered by a single 130 hp (97 kW) ‘Clerget’ 9B rotary engine. The ‘Scooter’ was used as a runabout and aerobatic aircraft by Harry Hawker and was able to demonstrate excellent maneuverability. Eventually it was used as the basis for a fighter design, originally known as the Monoplane No.2, and later named the Sopwith ‘Swallow’. Like the ‘Scooter’, the ‘Swallow’ used the fuselage of a ‘Camel’, but it had a larger, slightly swept wing of greater wingspan and area. Like the ‘Scooter’ the wing was mounted above the fuselage, but higher, to allow the pilot to access the two synchronized Vickers machine guns, which were fitted further apart than normal, again to give the pilot better forward visibility. For the same reason the ‘hump’ in the forward cockpit decking (hence the name ‘Camel’) was not used. The engine was also changed to that of a 110 hp (82 kW) ‘Le Rhône’ engine. Also the traditional oval shaped access panels on each side of the forward fuselage were omitted. Twelve strengthening ribs were fitted across the centre section on the upper surface of the wing. The ‘Swallow’ made its maiden flight in October 1918, and was delivered to RAF Martlesham Heath on 28 October 1918 for official testing. One considered role for the ‘Swallow’ was as a shipboard fighter. Engine problems delayed testing of the ‘Swallow’, but even when the engine problems were resolved, the ‘Swallow’ proved to have a lower overall performance than the then ‘Le Rhône’ engine powered ‘Sopwith’ ‘Camel’. Testing of the ‘Swallow’ continued after the cessation of hostilities but by May 1919 all interest in the ‘Swallow’ was dropped. The fate of the ‘Swallow’ is not known, but presumably it was scrapped. However the original ‘Scooter’ remained in use, and was given the civil registration K-135 and later to G-EACZ. In 1921, Harry Hawker purchased and flew the ‘Scooter’. Harry Hawker died on the 12th July 1921 in a flying accident at Hendon, after which the ‘Scooter’ was put into storage. It was refurbished in 1925 and was used for aerobatic displays and for racing until 1927 when it was scrapped. Some time back I purchased the only 1:32 scale conversion set available, which is a resin set intended for the Hobby Craft/Academy Sopwith Camel F.1 kit. However, that model kit left a lot to be desired, as does the resin set. Therefore I'm going to try converting the 'Wingnut Wings' 'Clerget' Camel kit. I know it's an expensive kit to convert but as I'd already had to rob the kit for another project, I thought I might as well use it. It may be just the resin conversion set I received, but it has many problems. The wing halves are warped, the front cockpit decking (according to the instructions) is 7 mm too short in length, the upper support wing struts are not tb used, only as guides for making your own, and there's more flash and surface 'blow holes' the I care to mention. Anyway it'll be another challenge I guess. Here's a few shots to start off with, Mike
  3. Hi all, Not a great shot but here's the two models on their bases, Mike
  4. Thanks everyone - museum quality or not it'll be on display in my man cave, although I may take it to a show or two - we'll see, Mike
  5. Hi Robert, This and the associated 'full' Fokker D.VII with figures took around 18 weeks, Mike
  6. Hi all, The model is now complete and posted up in the 'Ready for Inspection'. Very many thanks for your generous comments and support during this build, Mike
  7. Hi all, I thought you might like to see my 18th 1:32 scale build - the German Fokker D.VII fighter. The major airframe components are 3D printed from the ‘Shapeways’ web site. The airframe structural components were designed by ‘Aviattic’ and engine parts by ‘Bob Monroe’. Other components for the model were ‘donated’ from the ‘Wingnut Wing’ kit of the Fokker D.VII (OAW built) (Kit No: 32030). This model, with associated figures, will eventually be part of a dual Fokker D.VII display. I know I don't often reply to your generous comments, but rest assured they are very much appreciated, Mike The basic list of modifications and additions to the model are as follows: ‘Taurus Models’ engine intake manifold lock rings (3211), ‘Taurus Models’ engine fuel priming cups (3219), ‘Taurus Models’ engine complete timing gear - conical valve springs (3209), ‘Eduard’ Swordfish hinge and panel set (32204), ‘RB Productions’ British wire terminals (RB-P32013). Spark plugs. Cylinder fuel primers. Valve springs. Ignition lead support tubes. Gun synchronization mechanism. Ignition leads. Oil reservoir sight glass. Hydraulic pipes. Intake manifold lock rings. Sump oil tube. ‘Flugzeugwerke’ (Bob Monroe) (printed by ‘Shapeways’) Mercedes D.III Oil Pump, Mercedes D.IIIa Cylinders (hollow), Mercedes D.IIIa Crankcase and engine block, German Aircraft Magnetos, Mercedes Cylinder clamps, ‘Aviattic’ (printed by ‘Shapeways’) Rear fuselage frame. Tail plane. Rudder. Elevator. Ailerons. Fin. Upper wing (3 sections) (scratch bracing tapes, leading edge ‘saw tooth’ fairings). Lower wing (two sections) (scratch bracing tapes, leading edge ‘saw tooth’ fairings). Tail skid (with scratch made suspension cables and springs). Wings leading edge ‘stacking pads’. Rear fuselage decking panel. Cockpit padded surround. ‘Aviattic’ Fokker seat. Undercarriage assembly – scratch built including brass struts. Fuel, oil and coolant pipes, Engine controls – throttle, magneto, alternator, spark advance, hand throttle. ‘REXx exhaust. ‘Proper Plane’ Heine propeller (wood). ‘GasPatch’ Spandau machine guns. Gun installations. Cockpit control cables – rudder, ailerons and elevator. Cockpit cross bracing lines. Gun firing cables. Gun synchronization mechanism. Engine controls. Instrument leads/cables. Fuel pressure pump pipe. Seat harness. Rigging points. External flight control lines. ‘Steve Robson’ handmade wheels and tyres. Photo-etch radiator. Radiator shutter and control cable/pulley. All internal cross bracing cables. Aileron control cables with associated pulleys. As usual I've created a downloadable build log in Adobe PDF format, for those who might want to refer to it for reference or build details. It contains full step by step descriptions of the model build, its modifications/changes and is also supported with illustrations and photographs. If viewed in Adobe Reader, each build log has book marked chapters/headings for easier navigation through the log. My model website has the gallery page, so to view any model, go to the gallery and select it. If it has a PDF build log, it will be available to download using the 'PDF' icon on that models photo's page. For any photograph, just click the photo to enlarge or reduce the viewing size. http://igavh2.xara.hosting
  8. Hi all, Last bits fitted. Propeller, exhaust, pilot's foot step and the two rear fuselage rear lift handles. Just the display case and base to complete this build, but that shouldn't take long to sort out, Mike
  9. Hi all, Nearly there!! Upper wing and wing support struts fitted. Wheels fitted. Twin aileron control cables (upper wing to cockpit) connected with turnbuckles. Propeller finished. I just need to fit the exhaust and propeller and that's it. Mike
  10. Hi all, The aileron control cable exterior turnbuckles now fitted. Next step - fit the upper wing, Mike
  11. Hi all, The inner aileron pulleys and the inner wing control lines are done as well as the trailing edge support wire. Once I've added the control cable turnbuckles it'll be time to tackle fitting of the upper wing, Mike
  12. Hi all, The aileron outer control cable pulleys are fitted. Made from photo-etch set intended for the Sopwith Triplane and modified to suit the Fokker D.VII pulleys. The control lines are loosely routed for now. Next are the inboard pulleys, Mike
  13. Hi all, The upper wing is nearly there. I just have the ailerons and their control cables and associated pulleys to add, plus the trailing edge wire. After that it'll be fitting the wing and struts, engine exhaust and propeller, wheels and aileron control cables connected - then that'll be it, Mike
  14. Hi all, I was shown a diagram of the Fokker DR.1, which had similar controls. The only photos I had were of the left wing pulleys so I assumed the right side pulleys were the same - wrong. The control cables for the aileron top control horns cross in the wing centre section - I assumed they didn't which is why I couldn't figure out their interaction. It all makes sense now. I can move on to finish the build now, Mike
  15. Ok - I need help if there is anyone out there who can explain how the interaction of the aileron control cables works, as I can't find any details of this. This I know: 1. At the forward end of the control column torque tube is a staggered double bell-crank. Twin aileron control cables are attached to each end of the bell-crank and are routed diagonally across each other to exit through the top of the opposite fuselage side. 2. The twin cables enter the underside of the upper wing, close to the inboard wing strut mounting. 3. The cables are routed around twin pulleys fitted to the rear face of the wing front spar. 4. The cables are the routed outboard to another pair of pulleys, fitted on the spar opposite the aileron control horns. My problem is that photographs show what I assume are the left inboard pulleys with the two fuselage cables routed around them. One cable is routed outboard I assume to the aileron pulleys. The other is routed in the opposite direction across the wing centre section to presumably the opposite aileron. However there appears to be a third cable routed horizontally across the top of the twin pulleys and running through a tubular cable housing. This would seem to suggest that the third cable is interconnected between the two ailerons in some way? So basically, how were the aileron cables routed across the upper wing and to and from the cockpit bell-crank??? I'm close to completing the skeletal Fokker D.VII and would want to fudge these cables using guesswork, Mike
  • Create New...