THE TITLE OF this column, “Modeling
Spoken Here,” would seem to suggest that I
do a lot of actual building and finishing, in the
classic sense, and then write about it monthly.
Those of you who read my etchings know
that this just isn’t the case; I typically use this
forum to exercise my trusty and sturdy
soapbox with my thoughts on one thing or
another that I feel is—in my humble
opinion—endangering our hobby/sport,
interesting, and enlightening and/or
inspirational.
This month I’m going to tell you about my
new airplane, and the adventures and lessons
that it has provided.
In my usual fashion, I waited until the 11th
hour to make the decision to build a new
model with which to compete in the annual
Vintage Stunt Championships (VSC). This
gathering each year in mid-March in Tucson,
Arizona, has become a “must-attend” for
those who are longtime Control Line (CL)
Stunt modelers.
For those of us who live in the more
northern climes, it is a respite from winter and
a great excuse to visit with old friends (none
of whom are getting any younger). Since this
winter has been especially winterlike for us,
the prospect of spending a whole week in 80-
plus-degree temperatures has been extremely
enticing.
The events at VSC are for Old-Time and
Classic-design models. Old-Time is for
models up to and including 1952 vintage, and
Classic is for models that were designed
before December 31, 1969. Since I was
introduced to the joys of Stunt flying in the
early 1960s, Classic holds the most appeal for
me, and I’ve used the opportunity to build
models from that era that were designed by
my early modeling heroes.
This year, with the prodding of my good
friend Dennis Choate, I decided to build a
model of my own design that qualifies for the
Classic event. My Caprice was inspired by
the legendary Gene Schaffer, and much of its
design is actually a ripoff of what Gene was
doing in those days. I designed it in 1967 and
flew it in 1968 and 1969. I formally drew it
up from the patterns and notes I had saved,
then spent way too much time just admiring
the drawings!
Two weeks ago as I write this, the Caprice
was just a pile of separate components in
various stages of completion. Now it waits,
suspended by its nose on the painting fixture,
for the final clear coat to be applied (the most
nerve-wracking part!).
In that 14-day period I’ve experienced
many peaks and valleys, much apprehension
and delight, many long days, and two
virtually sleepless weekends. In short, the
very best of the modeling experience. I’d
almost forgotten just how alive building and
finishing a model airplane can make you feel.
During this odyssey I had a few surprises, at
least one epiphany, many scares, and lots of
satisfaction.
It’s been awhile since I’ve built and
finished a contest model, and in the interim
there has been a lot of new thinking by a
number of very clever people. The pleasant
surprises were generally in the arena of new
products and services that have become
available.
In particular I was most impressed with
new control-system hardware that is
available. Carbon-fiber pushrods are not new,
but the availability of custom-made titanium
ends that fit into the rods has made the
preparation of these components a snap.
This was also the first time that I tried ball
links for all of my control-system
connections. It used to be a sign of superior
model-making ability to be able achieve a
totally smooth-operating control system with
all of the bends and connections that were
required with hard wire and brass bushings.
Now, with these new products, almost
anyone can easily achieve expert results on
the first try. I’d say that’s significant
progress.
However, it’s a little annoying to realize
that something that took me many years to
perfect is now not much of a challenge
anymore! (Only kidding!)
I’d like to take a moment here to thank
Bob Hunt Aeromodeling Editor
… I had a few surprises,
at least one epiphany,
many scares, and lots
of satisfaction.
Photo by Paul Vliet
PostScript Picture
11TIGa.eps
Modeling Spoken Here
Continued on page 148
June 2003 7
148 MODEL AVIATION
New Life Member
The Academy of Model Aeronautics
recently welcomed new Life Member J.
Morgan Smith (L361).
For information about becoming a Life
Member, contact AMA Headquarters at (800)
435-9262. MA
—Membership Department
Tom Morris of Tom’s Building Service for
all of his assistance in this project, and
especially for all the great control-system
bits. Great stuff, Tom!
Component assembly is where a model
can be easily ruined. If the wing and
stabilizer are not installed accurately
into/onto the fuselage, the model will
never fly as well as it might have. A large,
flat work surface on which to assemble
components, and to make accurate
measurements from, is one of modeling’s
most challenging quests. My main
workbench is pretty good in this respect,
but not perfect.
I work a lot in foam, and the thought
struck me that a large piece of accurately
cut foam would make a stable, flat, and
pinnable bench. I cut a 6-inch-thick piece
of 2-pound-per-cubic-foot-density foam to
a finished dimension of 30 x 48 inches,
and I had my flat work surface on which
to assemble my model.
The wing and tail components were
attached to the fuselage accurately. The
next step was to glue on all of the fuselage
blocks and blend everything nicely for
finishing.
Lately I have been using .02 carbonfiber
mat, or “veil,” to cover all of the
wood components. Not only is this stuff
extremely light (it feels like black
Japanese tissue!), but it is also
unbelievably strong when attached to the
airframe with common model-airplane
dope (there was a time when we could just
say “dope” and not raise eyebrows … ).
The carbon is also very easy to sand and
blend, and it doubles as a grain
filler/blocker. Hey, the Caprice is starting
to look like something.
I used a filler coat mixed from zinc
stearate and clear Brodak dope. The zinc
stearate is the same substance that
gymnasts use on their hands when
working on an apparatus, but when mixed
into dope it swells significantly. Only two
tablespoons per quart of unthinned dope
are required, so this is also a light fillercoat
material. One coat sprayed on and
block-sanded yielded a model ready for
color.
My good friend Bill Werwage
accurately hit a target at any significant
distance, and you can’t fly the model
farther than you can see. Draw attention to
the positive rather than the sensational.
Do our sport/hobby a favor, and keep the
discussion and distribution of damaging
reports to a minimum, lest we take careful
aim and shoot ourselves in the foot. At the
same time, be watchful for any activity
that is suspicious, and be ready to report it
to the authorities. I hate the thought that
we have degenerated into a society in
which we need to be ready to report such
activity to the authorities, but ... MA
Continued from page 6
On the Fly
Continued from page 7
Aeromodeling Editor
Continued from page 5
President
convinced me years ago to switch from a
silver base coat for the color to a blocking
coat made from white and polar-gray dope.
This mixture covers the black carbon in
one light coat and makes a great base for
the final color coat, which in this case was
white.
The next step was color trimming, and
it was here that the first disappointment
occurred. I usually use acrylic lacquer for
trim. It is compatible with the dope base
coats and is available in literally thousands
of different colors. At least that was the
case the last time I put a contest finish on a
model.
This time when I went to the auto-paint
store I was told that acrylic lacquer is a
thing of the past for auto finishing, and
they don’t even carry the ingredients
anymore! Thankfully I found enough of
my signature colors (white base with
bronze, red, and black trim) hidden in my
shop to do the job.
As soon as I finish this column, I’m
going to shoot the catalyzed urethane clear
coat that Bob Brookins provided. Bob is a
top-notch auto-body man, and his paint
jobs are exquisite. When he suggests a
product for finishing, I listen! Yes, this
catalyzed stuff is toxic and you must have
the proper safety gear to use it. I have a
new spray booth, complete with explosionproof
exhaust fan and a charcoal respirator
to protect the lungs.
I’ll let you know how the whole thing
turned out and how the Caprice and I
faired at VSC next month.
Putting this much effort into a model
may seem pointless to some, but those who
have done this in the past know just how
euphoric I am right now. I’m back to
serious model building, and I’m a happy
man!
I’d like to take this opportunity to thank
Phil Granderson for keeping the pressure
on me to finish the model. Without his
constant prodding, it would never have
been done in time.
I’ll get the paint overspray cleaned off
of the soapbox and be back to normal
subjects next month! Thanks for letting me
brag a bit.
You can E-mail me at bobhunt@
mapisp.com, call me at (610) 614-1747, or
send mail to me at Box 68, Stockertown
PA 18083. MA
Edition: Model Aviation - 2003/06
Page Numbers: 7,148
Edition: Model Aviation - 2003/06
Page Numbers: 7,148
THE TITLE OF this column, “Modeling
Spoken Here,” would seem to suggest that I
do a lot of actual building and finishing, in the
classic sense, and then write about it monthly.
Those of you who read my etchings know
that this just isn’t the case; I typically use this
forum to exercise my trusty and sturdy
soapbox with my thoughts on one thing or
another that I feel is—in my humble
opinion—endangering our hobby/sport,
interesting, and enlightening and/or
inspirational.
This month I’m going to tell you about my
new airplane, and the adventures and lessons
that it has provided.
In my usual fashion, I waited until the 11th
hour to make the decision to build a new
model with which to compete in the annual
Vintage Stunt Championships (VSC). This
gathering each year in mid-March in Tucson,
Arizona, has become a “must-attend” for
those who are longtime Control Line (CL)
Stunt modelers.
For those of us who live in the more
northern climes, it is a respite from winter and
a great excuse to visit with old friends (none
of whom are getting any younger). Since this
winter has been especially winterlike for us,
the prospect of spending a whole week in 80-
plus-degree temperatures has been extremely
enticing.
The events at VSC are for Old-Time and
Classic-design models. Old-Time is for
models up to and including 1952 vintage, and
Classic is for models that were designed
before December 31, 1969. Since I was
introduced to the joys of Stunt flying in the
early 1960s, Classic holds the most appeal for
me, and I’ve used the opportunity to build
models from that era that were designed by
my early modeling heroes.
This year, with the prodding of my good
friend Dennis Choate, I decided to build a
model of my own design that qualifies for the
Classic event. My Caprice was inspired by
the legendary Gene Schaffer, and much of its
design is actually a ripoff of what Gene was
doing in those days. I designed it in 1967 and
flew it in 1968 and 1969. I formally drew it
up from the patterns and notes I had saved,
then spent way too much time just admiring
the drawings!
Two weeks ago as I write this, the Caprice
was just a pile of separate components in
various stages of completion. Now it waits,
suspended by its nose on the painting fixture,
for the final clear coat to be applied (the most
nerve-wracking part!).
In that 14-day period I’ve experienced
many peaks and valleys, much apprehension
and delight, many long days, and two
virtually sleepless weekends. In short, the
very best of the modeling experience. I’d
almost forgotten just how alive building and
finishing a model airplane can make you feel.
During this odyssey I had a few surprises, at
least one epiphany, many scares, and lots of
satisfaction.
It’s been awhile since I’ve built and
finished a contest model, and in the interim
there has been a lot of new thinking by a
number of very clever people. The pleasant
surprises were generally in the arena of new
products and services that have become
available.
In particular I was most impressed with
new control-system hardware that is
available. Carbon-fiber pushrods are not new,
but the availability of custom-made titanium
ends that fit into the rods has made the
preparation of these components a snap.
This was also the first time that I tried ball
links for all of my control-system
connections. It used to be a sign of superior
model-making ability to be able achieve a
totally smooth-operating control system with
all of the bends and connections that were
required with hard wire and brass bushings.
Now, with these new products, almost
anyone can easily achieve expert results on
the first try. I’d say that’s significant
progress.
However, it’s a little annoying to realize
that something that took me many years to
perfect is now not much of a challenge
anymore! (Only kidding!)
I’d like to take a moment here to thank
Bob Hunt Aeromodeling Editor
… I had a few surprises,
at least one epiphany,
many scares, and lots
of satisfaction.
Photo by Paul Vliet
PostScript Picture
11TIGa.eps
Modeling Spoken Here
Continued on page 148
June 2003 7
148 MODEL AVIATION
New Life Member
The Academy of Model Aeronautics
recently welcomed new Life Member J.
Morgan Smith (L361).
For information about becoming a Life
Member, contact AMA Headquarters at (800)
435-9262. MA
—Membership Department
Tom Morris of Tom’s Building Service for
all of his assistance in this project, and
especially for all the great control-system
bits. Great stuff, Tom!
Component assembly is where a model
can be easily ruined. If the wing and
stabilizer are not installed accurately
into/onto the fuselage, the model will
never fly as well as it might have. A large,
flat work surface on which to assemble
components, and to make accurate
measurements from, is one of modeling’s
most challenging quests. My main
workbench is pretty good in this respect,
but not perfect.
I work a lot in foam, and the thought
struck me that a large piece of accurately
cut foam would make a stable, flat, and
pinnable bench. I cut a 6-inch-thick piece
of 2-pound-per-cubic-foot-density foam to
a finished dimension of 30 x 48 inches,
and I had my flat work surface on which
to assemble my model.
The wing and tail components were
attached to the fuselage accurately. The
next step was to glue on all of the fuselage
blocks and blend everything nicely for
finishing.
Lately I have been using .02 carbonfiber
mat, or “veil,” to cover all of the
wood components. Not only is this stuff
extremely light (it feels like black
Japanese tissue!), but it is also
unbelievably strong when attached to the
airframe with common model-airplane
dope (there was a time when we could just
say “dope” and not raise eyebrows … ).
The carbon is also very easy to sand and
blend, and it doubles as a grain
filler/blocker. Hey, the Caprice is starting
to look like something.
I used a filler coat mixed from zinc
stearate and clear Brodak dope. The zinc
stearate is the same substance that
gymnasts use on their hands when
working on an apparatus, but when mixed
into dope it swells significantly. Only two
tablespoons per quart of unthinned dope
are required, so this is also a light fillercoat
material. One coat sprayed on and
block-sanded yielded a model ready for
color.
My good friend Bill Werwage
accurately hit a target at any significant
distance, and you can’t fly the model
farther than you can see. Draw attention to
the positive rather than the sensational.
Do our sport/hobby a favor, and keep the
discussion and distribution of damaging
reports to a minimum, lest we take careful
aim and shoot ourselves in the foot. At the
same time, be watchful for any activity
that is suspicious, and be ready to report it
to the authorities. I hate the thought that
we have degenerated into a society in
which we need to be ready to report such
activity to the authorities, but ... MA
Continued from page 6
On the Fly
Continued from page 7
Aeromodeling Editor
Continued from page 5
President
convinced me years ago to switch from a
silver base coat for the color to a blocking
coat made from white and polar-gray dope.
This mixture covers the black carbon in
one light coat and makes a great base for
the final color coat, which in this case was
white.
The next step was color trimming, and
it was here that the first disappointment
occurred. I usually use acrylic lacquer for
trim. It is compatible with the dope base
coats and is available in literally thousands
of different colors. At least that was the
case the last time I put a contest finish on a
model.
This time when I went to the auto-paint
store I was told that acrylic lacquer is a
thing of the past for auto finishing, and
they don’t even carry the ingredients
anymore! Thankfully I found enough of
my signature colors (white base with
bronze, red, and black trim) hidden in my
shop to do the job.
As soon as I finish this column, I’m
going to shoot the catalyzed urethane clear
coat that Bob Brookins provided. Bob is a
top-notch auto-body man, and his paint
jobs are exquisite. When he suggests a
product for finishing, I listen! Yes, this
catalyzed stuff is toxic and you must have
the proper safety gear to use it. I have a
new spray booth, complete with explosionproof
exhaust fan and a charcoal respirator
to protect the lungs.
I’ll let you know how the whole thing
turned out and how the Caprice and I
faired at VSC next month.
Putting this much effort into a model
may seem pointless to some, but those who
have done this in the past know just how
euphoric I am right now. I’m back to
serious model building, and I’m a happy
man!
I’d like to take this opportunity to thank
Phil Granderson for keeping the pressure
on me to finish the model. Without his
constant prodding, it would never have
been done in time.
I’ll get the paint overspray cleaned off
of the soapbox and be back to normal
subjects next month! Thanks for letting me
brag a bit.
You can E-mail me at bobhunt@
mapisp.com, call me at (610) 614-1747, or
send mail to me at Box 68, Stockertown
PA 18083. MA
