IN THE TWO previous columns I wrote
about working with foam on my models. I
described the lost-foam process using blue
foam to make components off of
fiberglass parts. I used this method to
make a tail cone, spinner, and cowl for my
latest project.
I also described how to make wing
skins from balsa sheets and how to
strengthen foam wing cores by installing
full-height plywood spars.
In the course of my ramblings, I briefly
mentioned that the subject I was working
on is a 1/4-scale Polikarpov I-16. When
these issues hit the local newsstands, there were no questions or
commentaries offered on the work I described; however, I did
receive a number of inquiries about the Polikarpov I-16. There
are readers who are quite interested in this rarely modeled
subject.
In this month’s column, I’ll delve a little deeper into the
progress of the Russian “Rat” and provide interesting information
on this historic aircraft. I am using plans that I purchased from
Scale Model Research Spain. See the source listing for contact
information.
I have included a number of photos of my project as it looked
in early April when I wrote this column. The foam-core wing has
been sheeted, the LE has been installed, wingtips have been
added, and the ailerons have been completed.
I glued on the wing skins using West System epoxy. I applied
the glue directly to the balsa skins, because if applied directly to
the foam, it would absorb most of the epoxy. I placed the wing
skins and foam cores back into their foam cradles and weighted
them down evenly with heavy books and magazines. I repeated
the process the following day to attach the lower set of wing
skins.
My next step was to add the LE. This time I used 12-minute
The Polikarpov I-16 wing-construction project
[[email protected]]
Radio Control Giants Sal Calvagna
Also included in this column:
• I-16 history
• Warbirds Over Delaware
reminder
This 90-inch-span 1930 Davis D-1K, built by Larry Goldstein of the Long Island Cobras,
features a Saito R-325 five-cylinder radial engine.
The I-16’s wing shows the aileron removed. TE stock will be added
to the wing, and LE stock will be added to the aileron.
A profile drawing of the aileron details the use of hinge-point
hinges in this method of construction.
The wingtip shows the balsa layers sandwiching aircraft-grade
plywood to make it resistant to dings.
July 2008 111
epoxy. The LE was followed by the wingtips. Since the tip rib
was roughly 1 inch thick, I used four pieces of 1/4 balsa. In the
photo you will see a thin layer in the center. This is 1/32 aircraftgrade
plywood sandwiched between the balsa. This helps make
the wingtip ding-proof because it protects the soft balsa around its
circumference.
When everything was sanded to shape, I cut out the ailerons. It
is important to remember that TE and LE stock must be added, so
make your measurements carefully. Since I used a 1/4-inch TE on
the wing and a 1/2-inch LE on the aileron, 3/4 inch needed to be
removed between the aileron and wing. One of the photos shows
the separate piece that I removed and discarded.
I provided a drawing to show how I intend to hinge the aileron.The hinge pivot point is recessed into the
LE of the aileron, allowing the aileron to
rotate like a ball in a socket. This method
of hinging allows for a more scalelike
appearance, hides the hinges from view,
and seals the gap between the wing and
aileron, making the aileron more effective.
I want to explain the cowl’s strange
appearance. As noted, I used the lost-foam
method of construction. I glued rings of
blue foam together, attached a threaded
rod through the whole assembly, and used
the “poor man’s lathe”—a cordless drill—
to turn the whole assembly while sanding
the foam to shape.
When I finished sanding, I wrapped the
foam with two layers of heavy fiberglass
cloth. Since this model has a short nose
moment and I anticipate adding weight to
the large cowl, carbon fiber was stranded
for strength in the pattern shown, followed
by one more layer of fiberglass.
This brings you up to date (as of April)
on the I-16.
The Soviet Union’s Polikarpov I-16
was the world’s first monoplane fighter
with retractable landing gear and variablepitch
propeller. It was the most advanced
fighter aircraft of its time.
To give you an idea of how far behind
the US was in fighter development, our
frontline fighter during the same period
was the Boeing P-26 Peashooter. It sported
large wheel spats, landing and flying
wires, and was more than 50 mph slower
than the I-16.
One would think that such an advanced
aircraft must have been produced by the
best and brightest aeronautical minds, with
the support and infrastructure of a major
114 MODEL AVIATION
aeronautical design bureau. Some of this
is correct. Actually, the prototype for the
I-16 was built by convict labor in a Soviet
penitentiary.
The brilliant aeronautical designer,
Nikolai Nikolaevich Polikarpov, was a
prisoner of Stalin’s brutal purge.
Polikarpov was well known for his earlier
work, especially the Po-2 biplane. In 1927
Stalin had ordered him to come up with a
new design for a fighter aircraft.
After two years without success, Stalin
had him arrested and sent to prison under
the watchful eye of the state to produce a
viable fighter. Late in 1933, Polikarpov’s
TsKB-12, later known as the I-16, was
accepted into production a month before
the prototype flew.
During the Spanish Civil War, Stalin
sold 500 of these nimble fighters to the
Republicans. For the first time, the I-16
was bloodied in combat and reigned
supreme over the German Heinkel He 51
and Arado Ar.68 biplanes. It was certainly
equal to or better than the Italian Fiat
C.R.32 and C.R.42 biplanes it
encountered; however, it was outclassed
by the new Bf 109s that first saw combat
in Spain.
The I-16 also fought in China against
the Japanese forces. There the little fighter
was no match for the more maneuverable
Mitsubishi A5M “Claude” and Nakajima
Ki-27 “Nate.” New tactics were employed
to help even the odds. However, equipped
with the Soviet 20mm cannon, the I-16
was the most powerful aircraft weapon in
frontline service with any nation on the
eve of World War II.
The I-16 is recognized by many names.
The Spanish Republicans for whom it
fought affectionately referred to it as the
“Mosca,” or fly. The Nationalists called it
the “Rata,” or Rat. The Germans referred
to it as the “Dientsjager” (duty fighter),
and in Russia it was known as
“Yastrebok” (hawk) and “Ishak” (little
donkey). However, the “Rat” moniker
stuck and is widely accepted today.
The I-16’s design was clearly showing
its age at the outset of World War II;
however, it remained the most numerous
fighter with the Soviet Air Forces at the
outset of the war and fought on into 1943.
More than 8,500 variants were built,
including two-seat trainers.
Today the resurgence of interest in this
diminutive fighter would not be possible
without the assistance of New Zealand’s
Sir Tim Wallis. A warbird enthusiast, he
had six of these aircraft restored from
wrecks found in different locations in the
former Soviet Union. He took these
magnificent airplanes to New Zealand,
where they first debuted in the Warbirds
over Wanaka show in 1998. Thank you,
Sir Tim!
Larry Goldstein of the Long Island
Cobras Model Airplane Club built a
stunning 1/4-scale 1930 Davis D-1K
Monoplane. It features a Saito R-325 five-cylinder radial engine and spans 90
inches. Built from plans, the model weighs
25 pounds. The photograph was taken at
the Cradle of Aviation Museum in Garden
City, New York.
The full-scale aircraft was designed by
Walter C. Davis and built in Richmond,
Indiana. The Davis parasol-type
monoplanes were built strictly for fun and
were based on the Vulcan American Moth.
Davis had purchased the Vulcan
Aircraft and Doyle Aircraft companies in
the late 1920s and built seven different
models of the parasol-wing airplane from 1929 to 1930. Only 60 aircraft were built
and 11 had the designation of D-1K. The
K stands for the Kinner five-cylinder
radial that powered the aircraft. Beautiful
work, Larry!
That’s all for this month. Stay tuned for
more about the Russian Rat build. Come
visit with me at the annual Warbirds
Over Delaware event. It is held at Lums
Pond State Park in Kirkwood, Delaware.
The dates are July 10-13, 2008.
Warbirds Over Delaware is an AMA
and International Miniature Aircraft
Association Scale event hosted by the
Delaware R/C Club. These people do a
wonderful job of welcoming all the
participants and guests. Barring any
unforeseen problems, I intend to have the
Rata at this gathering.
For more information about this
event, please visit the Delaware R/C
Club’s Web site. (See source listing.) MA
Sources:
Scale Model Research Spain
www.smr-spain.com
Delaware R/C Club
www.delawarerc.org/warbirds.htm
Edition: Model Aviation - 2008/07
Page Numbers: 111,112,114,116
Edition: Model Aviation - 2008/07
Page Numbers: 111,112,114,116
IN THE TWO previous columns I wrote
about working with foam on my models. I
described the lost-foam process using blue
foam to make components off of
fiberglass parts. I used this method to
make a tail cone, spinner, and cowl for my
latest project.
I also described how to make wing
skins from balsa sheets and how to
strengthen foam wing cores by installing
full-height plywood spars.
In the course of my ramblings, I briefly
mentioned that the subject I was working
on is a 1/4-scale Polikarpov I-16. When
these issues hit the local newsstands, there were no questions or
commentaries offered on the work I described; however, I did
receive a number of inquiries about the Polikarpov I-16. There
are readers who are quite interested in this rarely modeled
subject.
In this month’s column, I’ll delve a little deeper into the
progress of the Russian “Rat” and provide interesting information
on this historic aircraft. I am using plans that I purchased from
Scale Model Research Spain. See the source listing for contact
information.
I have included a number of photos of my project as it looked
in early April when I wrote this column. The foam-core wing has
been sheeted, the LE has been installed, wingtips have been
added, and the ailerons have been completed.
I glued on the wing skins using West System epoxy. I applied
the glue directly to the balsa skins, because if applied directly to
the foam, it would absorb most of the epoxy. I placed the wing
skins and foam cores back into their foam cradles and weighted
them down evenly with heavy books and magazines. I repeated
the process the following day to attach the lower set of wing
skins.
My next step was to add the LE. This time I used 12-minute
The Polikarpov I-16 wing-construction project
[[email protected]]
Radio Control Giants Sal Calvagna
Also included in this column:
• I-16 history
• Warbirds Over Delaware
reminder
This 90-inch-span 1930 Davis D-1K, built by Larry Goldstein of the Long Island Cobras,
features a Saito R-325 five-cylinder radial engine.
The I-16’s wing shows the aileron removed. TE stock will be added
to the wing, and LE stock will be added to the aileron.
A profile drawing of the aileron details the use of hinge-point
hinges in this method of construction.
The wingtip shows the balsa layers sandwiching aircraft-grade
plywood to make it resistant to dings.
July 2008 111
epoxy. The LE was followed by the wingtips. Since the tip rib
was roughly 1 inch thick, I used four pieces of 1/4 balsa. In the
photo you will see a thin layer in the center. This is 1/32 aircraftgrade
plywood sandwiched between the balsa. This helps make
the wingtip ding-proof because it protects the soft balsa around its
circumference.
When everything was sanded to shape, I cut out the ailerons. It
is important to remember that TE and LE stock must be added, so
make your measurements carefully. Since I used a 1/4-inch TE on
the wing and a 1/2-inch LE on the aileron, 3/4 inch needed to be
removed between the aileron and wing. One of the photos shows
the separate piece that I removed and discarded.
I provided a drawing to show how I intend to hinge the aileron.The hinge pivot point is recessed into the
LE of the aileron, allowing the aileron to
rotate like a ball in a socket. This method
of hinging allows for a more scalelike
appearance, hides the hinges from view,
and seals the gap between the wing and
aileron, making the aileron more effective.
I want to explain the cowl’s strange
appearance. As noted, I used the lost-foam
method of construction. I glued rings of
blue foam together, attached a threaded
rod through the whole assembly, and used
the “poor man’s lathe”—a cordless drill—
to turn the whole assembly while sanding
the foam to shape.
When I finished sanding, I wrapped the
foam with two layers of heavy fiberglass
cloth. Since this model has a short nose
moment and I anticipate adding weight to
the large cowl, carbon fiber was stranded
for strength in the pattern shown, followed
by one more layer of fiberglass.
This brings you up to date (as of April)
on the I-16.
The Soviet Union’s Polikarpov I-16
was the world’s first monoplane fighter
with retractable landing gear and variablepitch
propeller. It was the most advanced
fighter aircraft of its time.
To give you an idea of how far behind
the US was in fighter development, our
frontline fighter during the same period
was the Boeing P-26 Peashooter. It sported
large wheel spats, landing and flying
wires, and was more than 50 mph slower
than the I-16.
One would think that such an advanced
aircraft must have been produced by the
best and brightest aeronautical minds, with
the support and infrastructure of a major
114 MODEL AVIATION
aeronautical design bureau. Some of this
is correct. Actually, the prototype for the
I-16 was built by convict labor in a Soviet
penitentiary.
The brilliant aeronautical designer,
Nikolai Nikolaevich Polikarpov, was a
prisoner of Stalin’s brutal purge.
Polikarpov was well known for his earlier
work, especially the Po-2 biplane. In 1927
Stalin had ordered him to come up with a
new design for a fighter aircraft.
After two years without success, Stalin
had him arrested and sent to prison under
the watchful eye of the state to produce a
viable fighter. Late in 1933, Polikarpov’s
TsKB-12, later known as the I-16, was
accepted into production a month before
the prototype flew.
During the Spanish Civil War, Stalin
sold 500 of these nimble fighters to the
Republicans. For the first time, the I-16
was bloodied in combat and reigned
supreme over the German Heinkel He 51
and Arado Ar.68 biplanes. It was certainly
equal to or better than the Italian Fiat
C.R.32 and C.R.42 biplanes it
encountered; however, it was outclassed
by the new Bf 109s that first saw combat
in Spain.
The I-16 also fought in China against
the Japanese forces. There the little fighter
was no match for the more maneuverable
Mitsubishi A5M “Claude” and Nakajima
Ki-27 “Nate.” New tactics were employed
to help even the odds. However, equipped
with the Soviet 20mm cannon, the I-16
was the most powerful aircraft weapon in
frontline service with any nation on the
eve of World War II.
The I-16 is recognized by many names.
The Spanish Republicans for whom it
fought affectionately referred to it as the
“Mosca,” or fly. The Nationalists called it
the “Rata,” or Rat. The Germans referred
to it as the “Dientsjager” (duty fighter),
and in Russia it was known as
“Yastrebok” (hawk) and “Ishak” (little
donkey). However, the “Rat” moniker
stuck and is widely accepted today.
The I-16’s design was clearly showing
its age at the outset of World War II;
however, it remained the most numerous
fighter with the Soviet Air Forces at the
outset of the war and fought on into 1943.
More than 8,500 variants were built,
including two-seat trainers.
Today the resurgence of interest in this
diminutive fighter would not be possible
without the assistance of New Zealand’s
Sir Tim Wallis. A warbird enthusiast, he
had six of these aircraft restored from
wrecks found in different locations in the
former Soviet Union. He took these
magnificent airplanes to New Zealand,
where they first debuted in the Warbirds
over Wanaka show in 1998. Thank you,
Sir Tim!
Larry Goldstein of the Long Island
Cobras Model Airplane Club built a
stunning 1/4-scale 1930 Davis D-1K
Monoplane. It features a Saito R-325 five-cylinder radial engine and spans 90
inches. Built from plans, the model weighs
25 pounds. The photograph was taken at
the Cradle of Aviation Museum in Garden
City, New York.
The full-scale aircraft was designed by
Walter C. Davis and built in Richmond,
Indiana. The Davis parasol-type
monoplanes were built strictly for fun and
were based on the Vulcan American Moth.
Davis had purchased the Vulcan
Aircraft and Doyle Aircraft companies in
the late 1920s and built seven different
models of the parasol-wing airplane from 1929 to 1930. Only 60 aircraft were built
and 11 had the designation of D-1K. The
K stands for the Kinner five-cylinder
radial that powered the aircraft. Beautiful
work, Larry!
That’s all for this month. Stay tuned for
more about the Russian Rat build. Come
visit with me at the annual Warbirds
Over Delaware event. It is held at Lums
Pond State Park in Kirkwood, Delaware.
The dates are July 10-13, 2008.
Warbirds Over Delaware is an AMA
and International Miniature Aircraft
Association Scale event hosted by the
Delaware R/C Club. These people do a
wonderful job of welcoming all the
participants and guests. Barring any
unforeseen problems, I intend to have the
Rata at this gathering.
For more information about this
event, please visit the Delaware R/C
Club’s Web site. (See source listing.) MA
Sources:
Scale Model Research Spain
www.smr-spain.com
Delaware R/C Club
www.delawarerc.org/warbirds.htm
Edition: Model Aviation - 2008/07
Page Numbers: 111,112,114,116
IN THE TWO previous columns I wrote
about working with foam on my models. I
described the lost-foam process using blue
foam to make components off of
fiberglass parts. I used this method to
make a tail cone, spinner, and cowl for my
latest project.
I also described how to make wing
skins from balsa sheets and how to
strengthen foam wing cores by installing
full-height plywood spars.
In the course of my ramblings, I briefly
mentioned that the subject I was working
on is a 1/4-scale Polikarpov I-16. When
these issues hit the local newsstands, there were no questions or
commentaries offered on the work I described; however, I did
receive a number of inquiries about the Polikarpov I-16. There
are readers who are quite interested in this rarely modeled
subject.
In this month’s column, I’ll delve a little deeper into the
progress of the Russian “Rat” and provide interesting information
on this historic aircraft. I am using plans that I purchased from
Scale Model Research Spain. See the source listing for contact
information.
I have included a number of photos of my project as it looked
in early April when I wrote this column. The foam-core wing has
been sheeted, the LE has been installed, wingtips have been
added, and the ailerons have been completed.
I glued on the wing skins using West System epoxy. I applied
the glue directly to the balsa skins, because if applied directly to
the foam, it would absorb most of the epoxy. I placed the wing
skins and foam cores back into their foam cradles and weighted
them down evenly with heavy books and magazines. I repeated
the process the following day to attach the lower set of wing
skins.
My next step was to add the LE. This time I used 12-minute
The Polikarpov I-16 wing-construction project
[[email protected]]
Radio Control Giants Sal Calvagna
Also included in this column:
• I-16 history
• Warbirds Over Delaware
reminder
This 90-inch-span 1930 Davis D-1K, built by Larry Goldstein of the Long Island Cobras,
features a Saito R-325 five-cylinder radial engine.
The I-16’s wing shows the aileron removed. TE stock will be added
to the wing, and LE stock will be added to the aileron.
A profile drawing of the aileron details the use of hinge-point
hinges in this method of construction.
The wingtip shows the balsa layers sandwiching aircraft-grade
plywood to make it resistant to dings.
July 2008 111
epoxy. The LE was followed by the wingtips. Since the tip rib
was roughly 1 inch thick, I used four pieces of 1/4 balsa. In the
photo you will see a thin layer in the center. This is 1/32 aircraftgrade
plywood sandwiched between the balsa. This helps make
the wingtip ding-proof because it protects the soft balsa around its
circumference.
When everything was sanded to shape, I cut out the ailerons. It
is important to remember that TE and LE stock must be added, so
make your measurements carefully. Since I used a 1/4-inch TE on
the wing and a 1/2-inch LE on the aileron, 3/4 inch needed to be
removed between the aileron and wing. One of the photos shows
the separate piece that I removed and discarded.
I provided a drawing to show how I intend to hinge the aileron.The hinge pivot point is recessed into the
LE of the aileron, allowing the aileron to
rotate like a ball in a socket. This method
of hinging allows for a more scalelike
appearance, hides the hinges from view,
and seals the gap between the wing and
aileron, making the aileron more effective.
I want to explain the cowl’s strange
appearance. As noted, I used the lost-foam
method of construction. I glued rings of
blue foam together, attached a threaded
rod through the whole assembly, and used
the “poor man’s lathe”—a cordless drill—
to turn the whole assembly while sanding
the foam to shape.
When I finished sanding, I wrapped the
foam with two layers of heavy fiberglass
cloth. Since this model has a short nose
moment and I anticipate adding weight to
the large cowl, carbon fiber was stranded
for strength in the pattern shown, followed
by one more layer of fiberglass.
This brings you up to date (as of April)
on the I-16.
The Soviet Union’s Polikarpov I-16
was the world’s first monoplane fighter
with retractable landing gear and variablepitch
propeller. It was the most advanced
fighter aircraft of its time.
To give you an idea of how far behind
the US was in fighter development, our
frontline fighter during the same period
was the Boeing P-26 Peashooter. It sported
large wheel spats, landing and flying
wires, and was more than 50 mph slower
than the I-16.
One would think that such an advanced
aircraft must have been produced by the
best and brightest aeronautical minds, with
the support and infrastructure of a major
114 MODEL AVIATION
aeronautical design bureau. Some of this
is correct. Actually, the prototype for the
I-16 was built by convict labor in a Soviet
penitentiary.
The brilliant aeronautical designer,
Nikolai Nikolaevich Polikarpov, was a
prisoner of Stalin’s brutal purge.
Polikarpov was well known for his earlier
work, especially the Po-2 biplane. In 1927
Stalin had ordered him to come up with a
new design for a fighter aircraft.
After two years without success, Stalin
had him arrested and sent to prison under
the watchful eye of the state to produce a
viable fighter. Late in 1933, Polikarpov’s
TsKB-12, later known as the I-16, was
accepted into production a month before
the prototype flew.
During the Spanish Civil War, Stalin
sold 500 of these nimble fighters to the
Republicans. For the first time, the I-16
was bloodied in combat and reigned
supreme over the German Heinkel He 51
and Arado Ar.68 biplanes. It was certainly
equal to or better than the Italian Fiat
C.R.32 and C.R.42 biplanes it
encountered; however, it was outclassed
by the new Bf 109s that first saw combat
in Spain.
The I-16 also fought in China against
the Japanese forces. There the little fighter
was no match for the more maneuverable
Mitsubishi A5M “Claude” and Nakajima
Ki-27 “Nate.” New tactics were employed
to help even the odds. However, equipped
with the Soviet 20mm cannon, the I-16
was the most powerful aircraft weapon in
frontline service with any nation on the
eve of World War II.
The I-16 is recognized by many names.
The Spanish Republicans for whom it
fought affectionately referred to it as the
“Mosca,” or fly. The Nationalists called it
the “Rata,” or Rat. The Germans referred
to it as the “Dientsjager” (duty fighter),
and in Russia it was known as
“Yastrebok” (hawk) and “Ishak” (little
donkey). However, the “Rat” moniker
stuck and is widely accepted today.
The I-16’s design was clearly showing
its age at the outset of World War II;
however, it remained the most numerous
fighter with the Soviet Air Forces at the
outset of the war and fought on into 1943.
More than 8,500 variants were built,
including two-seat trainers.
Today the resurgence of interest in this
diminutive fighter would not be possible
without the assistance of New Zealand’s
Sir Tim Wallis. A warbird enthusiast, he
had six of these aircraft restored from
wrecks found in different locations in the
former Soviet Union. He took these
magnificent airplanes to New Zealand,
where they first debuted in the Warbirds
over Wanaka show in 1998. Thank you,
Sir Tim!
Larry Goldstein of the Long Island
Cobras Model Airplane Club built a
stunning 1/4-scale 1930 Davis D-1K
Monoplane. It features a Saito R-325 five-cylinder radial engine and spans 90
inches. Built from plans, the model weighs
25 pounds. The photograph was taken at
the Cradle of Aviation Museum in Garden
City, New York.
The full-scale aircraft was designed by
Walter C. Davis and built in Richmond,
Indiana. The Davis parasol-type
monoplanes were built strictly for fun and
were based on the Vulcan American Moth.
Davis had purchased the Vulcan
Aircraft and Doyle Aircraft companies in
the late 1920s and built seven different
models of the parasol-wing airplane from 1929 to 1930. Only 60 aircraft were built
and 11 had the designation of D-1K. The
K stands for the Kinner five-cylinder
radial that powered the aircraft. Beautiful
work, Larry!
That’s all for this month. Stay tuned for
more about the Russian Rat build. Come
visit with me at the annual Warbirds
Over Delaware event. It is held at Lums
Pond State Park in Kirkwood, Delaware.
The dates are July 10-13, 2008.
Warbirds Over Delaware is an AMA
and International Miniature Aircraft
Association Scale event hosted by the
Delaware R/C Club. These people do a
wonderful job of welcoming all the
participants and guests. Barring any
unforeseen problems, I intend to have the
Rata at this gathering.
For more information about this
event, please visit the Delaware R/C
Club’s Web site. (See source listing.) MA
Sources:
Scale Model Research Spain
www.smr-spain.com
Delaware R/C Club
www.delawarerc.org/warbirds.htm
Edition: Model Aviation - 2008/07
Page Numbers: 111,112,114,116
IN THE TWO previous columns I wrote
about working with foam on my models. I
described the lost-foam process using blue
foam to make components off of
fiberglass parts. I used this method to
make a tail cone, spinner, and cowl for my
latest project.
I also described how to make wing
skins from balsa sheets and how to
strengthen foam wing cores by installing
full-height plywood spars.
In the course of my ramblings, I briefly
mentioned that the subject I was working
on is a 1/4-scale Polikarpov I-16. When
these issues hit the local newsstands, there were no questions or
commentaries offered on the work I described; however, I did
receive a number of inquiries about the Polikarpov I-16. There
are readers who are quite interested in this rarely modeled
subject.
In this month’s column, I’ll delve a little deeper into the
progress of the Russian “Rat” and provide interesting information
on this historic aircraft. I am using plans that I purchased from
Scale Model Research Spain. See the source listing for contact
information.
I have included a number of photos of my project as it looked
in early April when I wrote this column. The foam-core wing has
been sheeted, the LE has been installed, wingtips have been
added, and the ailerons have been completed.
I glued on the wing skins using West System epoxy. I applied
the glue directly to the balsa skins, because if applied directly to
the foam, it would absorb most of the epoxy. I placed the wing
skins and foam cores back into their foam cradles and weighted
them down evenly with heavy books and magazines. I repeated
the process the following day to attach the lower set of wing
skins.
My next step was to add the LE. This time I used 12-minute
The Polikarpov I-16 wing-construction project
[[email protected]]
Radio Control Giants Sal Calvagna
Also included in this column:
• I-16 history
• Warbirds Over Delaware
reminder
This 90-inch-span 1930 Davis D-1K, built by Larry Goldstein of the Long Island Cobras,
features a Saito R-325 five-cylinder radial engine.
The I-16’s wing shows the aileron removed. TE stock will be added
to the wing, and LE stock will be added to the aileron.
A profile drawing of the aileron details the use of hinge-point
hinges in this method of construction.
The wingtip shows the balsa layers sandwiching aircraft-grade
plywood to make it resistant to dings.
July 2008 111
epoxy. The LE was followed by the wingtips. Since the tip rib
was roughly 1 inch thick, I used four pieces of 1/4 balsa. In the
photo you will see a thin layer in the center. This is 1/32 aircraftgrade
plywood sandwiched between the balsa. This helps make
the wingtip ding-proof because it protects the soft balsa around its
circumference.
When everything was sanded to shape, I cut out the ailerons. It
is important to remember that TE and LE stock must be added, so
make your measurements carefully. Since I used a 1/4-inch TE on
the wing and a 1/2-inch LE on the aileron, 3/4 inch needed to be
removed between the aileron and wing. One of the photos shows
the separate piece that I removed and discarded.
I provided a drawing to show how I intend to hinge the aileron.The hinge pivot point is recessed into the
LE of the aileron, allowing the aileron to
rotate like a ball in a socket. This method
of hinging allows for a more scalelike
appearance, hides the hinges from view,
and seals the gap between the wing and
aileron, making the aileron more effective.
I want to explain the cowl’s strange
appearance. As noted, I used the lost-foam
method of construction. I glued rings of
blue foam together, attached a threaded
rod through the whole assembly, and used
the “poor man’s lathe”—a cordless drill—
to turn the whole assembly while sanding
the foam to shape.
When I finished sanding, I wrapped the
foam with two layers of heavy fiberglass
cloth. Since this model has a short nose
moment and I anticipate adding weight to
the large cowl, carbon fiber was stranded
for strength in the pattern shown, followed
by one more layer of fiberglass.
This brings you up to date (as of April)
on the I-16.
The Soviet Union’s Polikarpov I-16
was the world’s first monoplane fighter
with retractable landing gear and variablepitch
propeller. It was the most advanced
fighter aircraft of its time.
To give you an idea of how far behind
the US was in fighter development, our
frontline fighter during the same period
was the Boeing P-26 Peashooter. It sported
large wheel spats, landing and flying
wires, and was more than 50 mph slower
than the I-16.
One would think that such an advanced
aircraft must have been produced by the
best and brightest aeronautical minds, with
the support and infrastructure of a major
114 MODEL AVIATION
aeronautical design bureau. Some of this
is correct. Actually, the prototype for the
I-16 was built by convict labor in a Soviet
penitentiary.
The brilliant aeronautical designer,
Nikolai Nikolaevich Polikarpov, was a
prisoner of Stalin’s brutal purge.
Polikarpov was well known for his earlier
work, especially the Po-2 biplane. In 1927
Stalin had ordered him to come up with a
new design for a fighter aircraft.
After two years without success, Stalin
had him arrested and sent to prison under
the watchful eye of the state to produce a
viable fighter. Late in 1933, Polikarpov’s
TsKB-12, later known as the I-16, was
accepted into production a month before
the prototype flew.
During the Spanish Civil War, Stalin
sold 500 of these nimble fighters to the
Republicans. For the first time, the I-16
was bloodied in combat and reigned
supreme over the German Heinkel He 51
and Arado Ar.68 biplanes. It was certainly
equal to or better than the Italian Fiat
C.R.32 and C.R.42 biplanes it
encountered; however, it was outclassed
by the new Bf 109s that first saw combat
in Spain.
The I-16 also fought in China against
the Japanese forces. There the little fighter
was no match for the more maneuverable
Mitsubishi A5M “Claude” and Nakajima
Ki-27 “Nate.” New tactics were employed
to help even the odds. However, equipped
with the Soviet 20mm cannon, the I-16
was the most powerful aircraft weapon in
frontline service with any nation on the
eve of World War II.
The I-16 is recognized by many names.
The Spanish Republicans for whom it
fought affectionately referred to it as the
“Mosca,” or fly. The Nationalists called it
the “Rata,” or Rat. The Germans referred
to it as the “Dientsjager” (duty fighter),
and in Russia it was known as
“Yastrebok” (hawk) and “Ishak” (little
donkey). However, the “Rat” moniker
stuck and is widely accepted today.
The I-16’s design was clearly showing
its age at the outset of World War II;
however, it remained the most numerous
fighter with the Soviet Air Forces at the
outset of the war and fought on into 1943.
More than 8,500 variants were built,
including two-seat trainers.
Today the resurgence of interest in this
diminutive fighter would not be possible
without the assistance of New Zealand’s
Sir Tim Wallis. A warbird enthusiast, he
had six of these aircraft restored from
wrecks found in different locations in the
former Soviet Union. He took these
magnificent airplanes to New Zealand,
where they first debuted in the Warbirds
over Wanaka show in 1998. Thank you,
Sir Tim!
Larry Goldstein of the Long Island
Cobras Model Airplane Club built a
stunning 1/4-scale 1930 Davis D-1K
Monoplane. It features a Saito R-325 five-cylinder radial engine and spans 90
inches. Built from plans, the model weighs
25 pounds. The photograph was taken at
the Cradle of Aviation Museum in Garden
City, New York.
The full-scale aircraft was designed by
Walter C. Davis and built in Richmond,
Indiana. The Davis parasol-type
monoplanes were built strictly for fun and
were based on the Vulcan American Moth.
Davis had purchased the Vulcan
Aircraft and Doyle Aircraft companies in
the late 1920s and built seven different
models of the parasol-wing airplane from 1929 to 1930. Only 60 aircraft were built
and 11 had the designation of D-1K. The
K stands for the Kinner five-cylinder
radial that powered the aircraft. Beautiful
work, Larry!
That’s all for this month. Stay tuned for
more about the Russian Rat build. Come
visit with me at the annual Warbirds
Over Delaware event. It is held at Lums
Pond State Park in Kirkwood, Delaware.
The dates are July 10-13, 2008.
Warbirds Over Delaware is an AMA
and International Miniature Aircraft
Association Scale event hosted by the
Delaware R/C Club. These people do a
wonderful job of welcoming all the
participants and guests. Barring any
unforeseen problems, I intend to have the
Rata at this gathering.
For more information about this
event, please visit the Delaware R/C
Club’s Web site. (See source listing.) MA
Sources:
Scale Model Research Spain
www.smr-spain.com
Delaware R/C Club
www.delawarerc.org/warbirds.htm