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Found 3 results

  1. I don't mind confessing this step nearly bounced me off the project, and even now I am still considering improvements that might make the contriving of spoke wheels a more regular process with a smaller ratio of failures to acceptable outcomes. But I have got enough of the bugs out to present a method which can produce acceptable results. The method is derived from routines presented by the late Harry Woodman, master scratch-builder, whose book is available on-line, and highly recommended.... I don't mind confessing this step nearly bounced me off the project, and even now I am still considering improvements that might make the contriving of spoke wheels a more regular process with a smaller ratio of failures to acceptable outcomes. But I have got enough of the bugs out to present a method which can produce acceptable results. The method is derived from routines presented by the late Harry Woodman, master scratch-builder, whose book is available on-line, and highly recommended.... http://rclibrary.co.uk/files_titles/1216/ScaleModelAircraft_Woodman.pdf But his method was meant for 1/48 scale work, and probably (though this is not clearly stated) employed waxed sewing thread for spokes. Adjustments have to be made for work at a smaller scale, and employing monofilament ('invisible thread') for the spokes. The basics remain the same: two circles pressed together to make a wheel, sandwiching between them a spacer representing the axle, and a pattern of spokes attached separately to each circle and, in their centers, to each end of the spacer/axle. This crowns the spokes out as the unit is assembled. Alignments of various sorts are essential, and have to be got at least more or less right. Alignment of the spokes with one another I refer to as internal alignment: Half the spokes are attached to one end of the spacer/axle, and to the mating surface of one of the wheel halves, and the other half of the spokes to the other end of the spacer/axle and other wheel half's mating surface. When the mating surfaces of the wheel halves are brought together, the spoke patterns must be offset from one another, as this provides an optical illusion of more spokes than there actually are which is essential. Alignment of the wheel halve's mating surfaces with one another I refer to as external alignment. Ideally the things should go together precisely --- a small off-set can be made good, but too great a mis-alignment here will show, particularly at the inside where the spokes sprout, a place where the eye will be drawn. Alignment of the spacer/axle also has to be right, or at least to look right. If it is very crooked, and this can happen even if the external alignment is acceptable, the wheel will not look right. Three factors complicate the matter further. First, there is not a lot of 'give' in the monofilament. It must be very strongly attached, both at the rims and the center, and will only stretch a little. Second, the wheel halves are pretty insubstantial. In 1/72 scale they ought not be more than a half millimeter thick, and there should not be more than two millimeters difference between outer and inner diameters, in fact it really ought to be a bit less. This makes bringing them together against the strain of the monofilament crowning out at the ends of the spacer/axle difficult. Third, when cleaning up, after the wheel halves have been attached, care must be taken to keep sanding sticks and knife edges away from the spokes, and the assembly should be held only by the rims, never by the center. Nothing really can be done on the inside seam at all. It is made no easier by the fact that the wheels for 'El Sonora' are much smaller than standard. Wheels of Great War types generally run about 10mm outside diameter in 1/72 scale (or 15mm in 1/48), but the wheels on 'El Sonora' were only 20" in diameter, scaling out to an outside diameter of 7mm. After a good deal of trial and error, which exposed various problems in succession, I finally reached a point where I have been able to produce this weekend a five reasonably usable wheels for 'El Sonora' (which needs three). Here is what is needed for a wheel: The two wheel halves are obvious, the bits beside them are two thin discs made of small slices of 1mm rod flattened down hard in a smooth-jaw pliers, two thin slices of 1mm rod left as is, and a half millimeter disc of of 1.3mm rod ---these make up the spacer/axle and anchors for the centers of the spokes. The octagonal piece is the weaving jig for the spokes, it is 1mm thick. The square pieces, one of white and one of clear plastic, also 1mm thick, with holes in the center, are assembly tools. The tape is used to tack down the ends of the monofilament line at start and finish. The larger sheet of plastic is one means of providing a background against which the spokes can be seen clearly during several steps (they don't call this stuff 'invisible thread' for nothing...)... The wheel halves are cut off the end of a length of tube with a 7mm outer diameter. The suggestion of 'roundness' can be given to the end of the tube before cutting off the ring, and once cut off, the excess can be sanded down to a proper thinness. The ring on the left is finished, the one on the right is straight off the tube. Here a wheel half is on the weaving jig, with the spokes in place. The pencil marks are measured to provide a placement guide for centering, double-face tape sticks the piece in place, the projecting piece of 1mm rod at the center spreads the spokes out. Both ends of th length of monofilament are taped down on the back of the jig. A dab of CA gel is placed between the paired spokes on the rim, and spread to cover them. Care must be taken to keep glue off the inside rim, and it s best to do this twice. Let the glue set ('liquid patience' can be used to ave time, but doing so will make it necessary to replace the double-face tape for each use of the jig). Test by a little nudge with a toothpick to see each spoke is firmly attached. Then clip the lines outside the rim, and lift the half-wheel with spokes off the jig.... Trim the excess monofilament off at the rim, closely (the stuff is very resistant to sanding, so get it right at the edge with the scissors or knife). Place it mating surface up on the opaque assembly tool, prepared with double-face tape, and glue one of the thin flattened discs in the center. Hold over a white surface while you do this, so you can see the center.... Place the wheel half mating surface down on a flat white surface, and glue one of the un-flattened discs of 1mm rod in the center.... Return one of the two wheel halves to the assembly tool, mating surface up, and fasten the half millimeter length of 1.3mm rod to the center disc... Leaving that piece in place, attach the other wheel half to the bit of 1.3mm rod, taking care to off-set its spokes from those of the other wheel half. This is where the magic begins to happen.... The wheel halves are still separated by a bit under a millimeter's distance, however.... Apply glue all around the mating surface of the bottom wheel half, taking care to keep it off the inside rim. Place the clear assembly tool over the upper wheel half.... Squeeze the assembly tool together, doing your best to see the wheel halves come together with their otter diameters closely aligned. You won't always succeed, but about two out of three times the result will be acceptable. Holding the sandwich firmly together for a minute of so will be enough for the CA gel to set. If it looks useable, douse wit accelerator and tend to the seam, thinning down the outsides of the 'tire' a bit as well. I am still mulling over ways to improve the final external alignment. I am thinking that a 'collar' of the tubing, with several lengths of stout rod, perhaps 1.5mm thickness, affixed to the outside of the 'collar', would provide a good resting point for the bottom wheel half, and a good guide for fastening the upper wheel half to the spacer/axle piece, and for pressing it down to mate with the bottom wheel half. Another length of the tubing could be used as a tool to press down the upper wheel half in this step. I expect I will give that a try before I actually put wheels on 'El Sonora', but as I have usable wheels in hand, and know I can do this at the rate of about forty minuted a wheel complete, I consider the problem solved, and now, with wheels and motor in order, I can move to making the airframe.... The aeroplane is 'El Sonora', a Glenn Martin 'Flyer' operated in Mexico starting in 1913. Work on its engine may be found here:
  2. I am working on three scratch-builds, all of which have un-cowled motors. Since a bare motor is a natural focus, and making motors in 1/72 is a project in itself, I am treating the motors as a stand-alone project, getting the trickiest bits out of the way of the builds at the start. One of these projects is a pioneer era pusher machine, which was powered by an early Curtiss V-8 engine. After a couple of false starts, I have finally got the basic item in hand. I had to do something resembling precision work on the cylinders, which I don't like and try to avoid. My instinct is to employ the old sculptor's maxim, suitably altered for plastic modeling --- take up a piece of plastic and remove everything which is not the part you want. But with the varying rings and steps, this was not going to be a good method for the cylinders of this motor. I used 'flying jigs' to get the pieces uniform. The pieces were measured against, and in some instances attached to, stock strip pieces of known thickness, and sanded down to match these standard pieces. This shows the principle, though it is from an earlier run. From left to right: finished cylinder, dressed cylinder piece on the 'flying jig', raw cylinder piece on the 'flying jig', and raw cylinder assemblies. On this run, the upper step was 2.5 mm, and the lower 0.75 mm. This did not allow for the irreducible thickness of the base ring, and so on the finished item I reduced the lower step to 0.5 mm. This necessitated boring all the way through the lower piece, and fixing the wire pin in the upper piece. On my first run at this, I made the block too thin. On my second I spaced the cylinders too wide. Further, in both of these, the block was patterned on the OX-5 motor's block. The commercial success of the Curtiss OX-5 motor drowns the earlier V-8 models Curtiss produced, and while the various permutations from the model O on are basically similar, there are a lot of detail differences. OX-5 material can be used as a guide, but by the end-stage, period photographs have to be employed, and given the vagaries of such things, I have had to employ a certain amount of creative gizmology in here. When I began the final run, I started by making the cylinder mount. It is hollow, with a base piece of 15 thou card, 11mm long and 5mm wide, a spine piece 2.5mm high down the center, and side pieces tented in. Shaved discs of 2 mm rod are attached. Here are the new cylinders with the some of the receiving holes bored in the cylinder base. Here are the cylinders attached. Here is the cylinder assembly mounted to the second OX-5 pattern block. The block is 3 mm wide, made of three pieces of 1 mm sheet laminated together. Here is the start of detailing. A further disc of shaved 2 mm rod tops each cylinder, with a head piece of slightly thinned 2 mm rod atop this. Curtiss cylinders were held down by four long bolts and an 'X' fitting over the cap. The block has been re-shaped to the earlier pattern. Here are the fuel feeds and rocker arms in. Here is the current state, with water lines and exhaust ports in, as well as sundry other 'works' shown in photographs.... Further work on this motor must await mounting on its trestle above the lower wing, so it can tie in with the radiator and fuel tanks and wing assembly. Putting together two Armstrong-Siddeley Jaguar motors for a brace of Fairey Flycatchers has proved quite a project. There have been several false starts, some of which can be seen here in this earlier thread: Going back to those in that thread after some work on the Curtiss V-8, I was not satisfied with them. The cylinders were too fat, and shaping the heads of the cylinders was not going well; the rear row interfered with getting tools onto the front cylinders. I checked available materials against the Grainger drawings, and found that while the Evergreen 2.4mm rod I usually use was indeed too thin, some Plastruct 2.5mm matched perfectly the widest part of the cylinders in the drawing --- the difference of 7 thousandths of an inch mattered. It was also clear that here, too, I was going to have to be precise in making the cylinders (all twenty-eight), because the heads were going to have to be shaped before the cylinders were attached. I made new crankcases, again of two circles of 2mm sheet. I discarded the idea of indicating the base rings. They are not prominent in photographs of Jaguars, and would make it harder to calculate cylinder length. I marked them for cylinder locatuons from one of the earlier motors, and drove large locating holes, to allow for a bit of wiggle and adjustment of spacing and alignment as things progressed. The cylinders I made as before, putting a taper in the end of the rod, scoring 'fins' in with the blade of a razor knife, and then cutting at, or close to, anyway, the proper length (in this case, 4mm). Cooling fins are one place where I take refuge in scale fidelity --- these are always grossly over-stated in motors on models, especially in 1/72 (if properly scaled, the fins would have a thickness of three thousandths of an inch or less, well under a tenth of millimeter). To get the cylinders to the same length, I employed an improvised jig, made of two pieces of 2mm sheet laminated together, with a shelf on which the tapered end of the cylinder piece could rest, while the cylinder piece is tacked into place against the 'height' guide with a dab of CA gel. Once in place, they are trimmed down, with knife and sanding sticks, to match the height guide. Since the item accommodates seven cylinder pieces, each row of cylinders is done at one go. To prepare the tops of the cylinders, half of which must be cut down, a groove is sawn into the cylinders with a razor saw, once height is uniform. It is no trouble to crack the pieces off the jig by working a knife-point into the seam. Here is one rune with two remaining cylinder pieces on the jig.... The rear half of each cylinder top is removed once the piece is off the jig. A pin of 20 guage steel beading wire is put in the open end of the cylinders. Here is the front and rear of one of the assembled motors.... Next step is shaping and attaching the crankcase fronts. Circles were made of 3mm sheet, and their centers marked and pierced, with the rear face being attached to a toothpick for working.... They are then popped off the toothpicks and attached to the front of the motors. Next steps here will be adding a 'collar' at the rear, and putting in the fuel feed lines at the rear, followed by valves and associated 'works' in front, and finally the exhaust stubs.
  3. I thought I would take the opportunity of our Great War Centennial GB downstairs to post up my collection (to date) of models from this period. It has grown somewhat over the last nine years or so. All are in 1/72 scale. Some you may have seen, others probably not. First, the scratch-builds: This is the prototype Morane-Saulnier Type N (militaire), flown by Sgt. Gilbert in the summer of 1915. It is my first finished scratch-build, though the second I started. This an F.E. 8 of No. 40 Squadron, in late August, 1916. It was the first scratch-build I started, and was built in tandem with the Morane 'Le Vengeur'. This a Caudron G.3 of Esc. C11, at the Marne in September, 1914. This is the Morane Parasol Guynemer piloted in his first successful air combat, when his gunner downed an Aviatik in the French lines in July, 1915. This is a Breguet U.1 'affine' of Esc. BR17, on the Alsace front in September, 1914, flown by Sgt. France Vaurin. This one took quite a while, and is the one which left me convinced I could build anything.... This is a Maurice Farman MF 11, of Esc. MF62 at the Battle of Artois, September, 1915. It carries the unit's 120cm focal length camera, used for detail pictures of points already identified as worth especial interest. This is a Martinsyde G.100 Elephant, seconded after long service from 72 Squadron to 'Dunsterforce', flown by Lt. MacKay at Baku in September, 1918 (an especially odd little passage in the chaos of the east at that period). The nose was particularly difficult, being open and pieced by many louvers; everything in front of the cockpit, basically, is egg-shell thickness. This is a Caudron G.VI of Esc. C575, at Port Said, Egypt, in autumn of 1918. Known as "l'Escadrille de Palestine", C575 retained the Caudrons after the war, based in Lebanon. The camouflage pattern is largely conjectural, but this machine was painted in the 5-colour scheme. Wife did the escadrille markings. This is the Breguet AG 4, flown from Paris by M. Breguet and Lt. Watteau, on the flight which discovered the first signs von Kluck meant to pass east of the city, early in September, 1914. Short of 'Enola Gay', this may have been the most significant single sortie by an aircraft in history. This is a Vickers 'Bullet' (FB.19 mkII) of 14 Squadron in Gaza, in the summer of 1917. This is a Short 827, with floats removed and wheels fitted, operated by the R.N.A.S. 'up the Tigris' in autumn of 1915, in support of Gen. Townsend's 'Force D' at Kut al' Amara. These next are either conversions, or extensively re-worked for accuracy.... This is a Nieuport N.27 of Esc. N87, flown by Lt. Descours, early in 1918, made from an Eduard N.17 kit, well before Roden came out with their 'ropund-body' Nieuport range. Unit marking is hand-done using reverse masking on white plastice (this is before home decal printing, too). M. Descours, I learned later, had quite a career as a pioneering flier in Indo-China after the war. This is a Fokker AII (military version of the M.5 with long-span wings), in summer of 1915 on the Russian front. It is a conversion employing two Eduard E.III kits. This is an R.E. 8 of No. 5 Fighting School at Abu Suier, in mid-1919, the result of major surgery on an Airfix R.E. 8 kit. Here are more or less straight kit builds: though all are Great War types, not all are Great War subjects, being in post-war liveries... This is an Albatros D.III flown by Lt. Strahle of Jasta 18 in March, 1917: Roden kit, which is little rough at the rear of the cockpit, prepared to a profile by the late Dan-San Abbot. Nieuport 17 of No. 60, December, 1916, flown by Lt. Meintjes: Eduard kit. Albatros D.V of Jasta 4, July, 1917, flown by Sgt. Clausnitzer: Eduard kit. Bristol Fighter of No. 2 Sqdn, Ireland, 1920 (this particular machine crashed onto rooftops in Barrack St., Waterford Town): Roden kit. Fokker D.VII, U.S.M.C., Brown Field, Quantico, 1922: Roden kit (with scratch-built struts). Nieuport Scout (built as N.23) of No. 60 Sqdn, April, 1917, flown by Lt. C. S. Hall (KIA April 7): Eduard kit. Meant as a Sopwith Camel in U.S.N. service at Guantanamo NAS, 1922, but botched the center-section cut-outs, leaving them standard, and they were not: Roden kit. Ko-3 trainer (N.24.E-1), IJAAF, 1920: Roden N.24 kit. Here a couple of 'near things': First, a scratch-build that met a dire fate: All that was left to do on this was add a pair of oddly mounted Lewis guns, plus a bit of touching up and I managed to drop a large squeeze-bottle of white glue on it, shortly after this picture was taken. It is a Morane-Saulnier Type BB of No. 3 Sqdn, which was downed by Immelmann in March of 1916: a dying pilot brought it down intact, his wounded observer later died in hospital. At least one Vickers Vimy reached France for operational trials before the Armistice, so by a real squeak of a stretch, you could call this a Great War type; it is a conversion to trainer configuration, in late service with Jaguar radials replacing the original RR Eagles, serving at 5 F.T.S., Abu Suier, in 1930. In the WWI GB, I am doing a scratch-build of a Martinsyde S.1, also from the Tigris campaign of 1915, one of the two poictured here: Here is a link... http://www.britmodeller.com/forums/index.php?/forum/478-world-war-one-100th-anniversary-group-build/