General Information Client Listing InterNic Who Is? IPSTAT II LINKS2U Registration Press Releases Products Design Services Employment Contact Us! References Windows98 F.A.Q. About E-Mail HTML Color Codes Aircraft Coffee Cam Intel Boycott Lottery Numbers Site Navigator Doom Domain Quake Domain Yahoo AltaVista Excite

INTERNET CONNECTIVITY INTERNET WEB SITE DESIGN INTERNET CONSULTING TELECOMMUNICATIONS PLAIN LANGUAGE PC CONSULTING FTP UPLOAD SERVICES DOOM LEVEL DESIGN DOWNLOADS

PIR Aircraft Home
MODEL AIRPLANE PLANS PAGE 3

MODEL AIRPLANE PLANS: PAGE 2

The Messerschmitt Bf 109

The story of Willy Messerschmitt's Bf 109 fighter surely needs no introduction. As the best known of the German fighters during World War Two, it has probably taken more space in print than any other machine which took part in that great struggle.

As the standard equipment of the German 'Luftwaffe' during the epic "Battle of Britain", the exploits of this aggressive little aircraft made its designer's name a household word throughout the civilized world; and it is a well known fact that more Bf 109's were built than any other combat aircraft of the war.

The Bf 109 did not have an easy birth. Due to the long-standing fued between Secretary of State for Air General Erhard Milch and Willy Messerschmitt, the Bayerische Flugzeugwerke was in a precarious business position when in 1933 Messerschmitt and his joint manager Herr Kikothaki obtained a contract from a Romanian cartel to develop a new transport aircraft, a contract which saved B.F.W. from liquidation. Protests from officials of the Reichsluftfahrtministerium against Messerschmitt's acceptance of a foreign contract drew the retort that this step had been forced on B.F.W. by a total lack of home support for the company. Consequently, a fighterdevelopment contract was awarded to B.F.W. almost at once; cimilar contracts were awarded to the Heinkel, Arado and Focke-Wulf concerns and in view of Messerschmitt's lack of experience in high-speed combat design, B.F.W.'s chances in the scheduled competitive trials at Travemunde were extremely dubious.

Design work occupied Messerschmitt's team throughout the summer of 1934. The maximum use was made of features which had proved successful in the Bf.108 Taifun touring four-seater, such as leading edge slats, slotted flaps, and a completely enclosed cockpit. Despite the resultant poor vision during taxiing, a high ground angle was chosen in order to achieve the highest possible lift coefficient when landing. Messerschmitt was unable to obtain one of the new Junkers Jumo 210A engines of 610 h.p. for his prototype, so when the Bf 109V1 was rolled out in September 1935 it was powered by a Rolls-Royce Kestrel V of 695 h.p. After a series of hurried flight tests by test pilot Knoetsch, the Bf 109VI (registration D-IABI, W.Nr. 758) was flown to the Rechlin Experimental Establishment, and suffered a collapsed undercarriage on arrival. Hasty repairs were effected, and the VI flew to Travemunde for the trials in late October. The other competitors were the Heinkel He.112VI, the Arado Ar 80VI and the Focke-Wulf Fw.159VI; and it was with considerable surprise that the German aviation world heard that Messerschmitt, although not the outright winner, had been awarded a contract for ten Bf 109's.

Take a look at a LOW RESOLUTION picture of this plan HERE.
DOWNLOAD THIS PLAN

The Curtiss BF2C Goshawk

The Curtiss-Wright Corporation was ­ along with Boeing ­ the most prolific designer and manufacturer of single-seat fighter aircraft for both the US Army Air Corps (USAAC) and US Navy between 1925 and 1935. It was an era in which the same basic design could fulfill the very-different requirements of both services, something only possible due to the relatively unsophisticated state of aircraft technology of the time. After 1935, while the US Navy remained unable to decide if it would join the monoplane revolution, Curtiss went on to create its most successful fighter series, the P-36/P-40, for the US Army.

The Hawk first appeared in 1925 as the P-1 for the USAAC and shortly thereafter as the F6C-1 for the Navy. While the Army continued to accept the in-line liquid-cooled engine, the Navy opted for the radial air-cooled engine, which was both lighter and more reliable than the current liquid-cooled power plants. This was an important consideration for an aircraft with wheels flying over large bodies of water. Interestingly, Curtiss was able to turn the radial-engined naval fighters which came after this decision into a successful line of export fighters under the 'Hawk' designation, selling the aircraft in South America and China.

By 1935, Grumman had replaced Boeing as Curtiss' chief competitor for Navy contracts, with its FF-1, F2F-1, and the upcoming F3F-1 ­ all of which were biplanes with retractable landing gear. In an attempt to compete with these more modern designs, Curtiss modified its F11C-2 to the XF11C-3.

This aircraft featured a deepened forward fuselage that allowed retractable landing gear of the kind used by Grumman. The XF11C-3's open cockpit was soon replaced by a heightened turtledeck on the rear fuselage and a half-canopy, which was almost always left back in the open position.

When the Navy ordered the aircraft into limited production, it was called the BF2C-1; a new designation which meant the aircraft was seen primarily as a dive bomber, with the role of fighter as a secondary requirement. The BF2C-1 served with VF-5B aboard the USS RANGER (CV-4) from October of 1936 to November of 1937, the shortest operational lifespan of any naval aircraft of the period. This was due to the fact ­ in its attempt to modernize a ten-year old design ­ Curtiss had changed from wooden wings to metal wings.

Unfortunately, the vibration frequency of this structure was an exact match for the engine at cruising speed. In flight, the aircraft seemed to be shaking itself to pieces, no matter the fixes tried by Curtiss and the Navy. Curtiss' final solution was an offer to re-equip the BF2C-1s with the wooden wing of the successful Hawk III export variant.

However, the Navy considered the aircraft passe in light of coming designs and the BF2C-1 unceremoniously left service, replaced by the earlier Boeing F4B-4 pending re-equipment with more modern monoplanes.

Consequently, the last Curtiss naval fighter was cast aside, the victim of a failure to keep up with contemporary developments in aircraft design and construction.

Take a look at a LOW RESOLUTION picture of this plan HERE.
DOWNLOAD THIS PLAN

The Bristol Blenheim Mk IV

Just one minute after Britain's formal declaration of war against Germany took effect on September 3, 1939, a Blenheim IV of 139 Squadron took off to fly the RAF's first sortie of the war, a photo-reconnaissance operation. The next day, Blenheims made the first Bomber Command attack by bombing enemy warships.

From these earliest operations until early 1942, the Blenheim IV served in a variety of roles. Squadrons were based in France in the early months of the war, other squadrons based in Britain were assigned to intercept enemy shipping, and Blenheim enabled Bomber Command to carry on offensive operations over Europe for almost two years before they were replaced by superior aircraft. Blenheim IV's also served in North Africa, the Middle East, and in the far Eat against the Japanese.

A fighter version of the Blenheim IV carried four machine guns in the bomb bay. These aircraft were involved in the defence of London and served with Coastal Command in anti-shipping, reconnaissance, and a variety of other roles.

A pilot, navigator/bomb-aimer, and wireless operator/gunner comprised the crew of the Blenheim IV. The navigator sat in the nose of the aircraft at a plotting table situated just below the distinctively scalloped port side of the canopy.

The Bolingbroke was the Canadian-built version of the Blenheim IV and the first of over 600 assembled at Longueuil, Quebec entered service with the Royal Canadian Air Force in November, 1939. Bolingbroke squadrons flow patrols off the Atlantic coast and the Pacific where one was involved in the first successful RCAF attack on Japanese submarine. Two squadrons were assigned to the combined American-Canadian campaign to protect the Aleutian Islands and the west coast of Alaska from Japanese attack.

However, the majority of Bolingbrokes never saw combat, instead they performed as crew and operational trainers under the British Commonwealth Air Training Plan at various stations across Canada. Others were converted to target tugs, training air gunners and army anti-aircraft gunners.

The Boly was the first modern, all aluminium aircraft built in Canada and appeared on both skis and floats for its various roles.

Take a look at a LOW RESOLUTION picture of this plan HERE.
DOWNLOAD THIS PLAN

The DORNIER Do-217

(translated From European Spanish)
History: First flight: (Do 217 V-1) August of 1938; (Do 217A-0 of preliminary series) October or November of 1939; beginning of the production of series E: end of 1940; terminal production: end of 1943.

Development: One of the puzzles in II the World war is because Do 217, an extremely effective bomber, without being known by the intelligence service Great Britain in spite of the fact that in August of 1938 was presented/displayed publicly.

Superficially a Do 215 on increased scale, driven in the beginning by such motor DB 601, Do 217 was in fact considerably more length and totally different as far as the design from the details. Many of the efforts of Dornier between 1938 and 1940 were dedicated to discover motor more powerful and to improve the flying qualitieses, and when radial motor BMW 801 was available, the 217 finally could progress and got to transport a shipment of pumps greater than any other bomber of the Luftwaffe for that time. Do 217 was potentially formidable, with its motors BMW 801MA or MILILITER of 1.580hp podia to transport a bomb load of 2.500kg. In June of 1940 Claudius Dornier I present/display its proposal for the night fighter based on Do 217.

The first models and, used from end of 1940, did not have dorsal turret and incorporated a big portion in the back part of the fuselage, to which common air brake was opened in a little. This soon it was left, but flourishing the 217 it gave rise to a prolífica family who soon included the night fighter Do 217 J, often produced of the conversion of the bombers of the series and, and the 217 Do N which was produced in the same way of the conversion of model M, cooled by liquid. Although registries in the Dornier of the first flight of 217J-2 do not exist, volo is thought that in the spring of 1942, equipped with radar Lichtenstein FuG 202, this era pure a night fighter and nontapeworm benefits of intruder airplanes.

In 1942 revivio the idea of the installation of a system of tubes or machine guns in the dorsal part of the fighters, aiming in angulo of 70° upwards in order to fight the incursions bombing. The expert in night fighter. Rudolf Schoenert, I consider it to use a Do 217, three Do 217J-1 were turned for tests in Wittmunhaven and Tarnewitz. Considering the results, the winter of 1942-43 217 became three but and I equip them with a six installation from four to MG151/20mm. At the beginning of 1943 these were proven with exito by Schoenert in 3/NJG 3 (3° Nocturnal Fighter group), as a result of this I standardize the manufacture of the R22 version, with four MG 151/20mm in Do 217J or Ju 88C. Meanwhile the Dornier habia continued with the development of versions of the 217, several did not happen of the drawing table, nevertheless two versions were finished to replace the series and and J, first of them was the Do 217K which volo for the first time in March 31 of 1942.

Its Do version 217K-1 was predicted pair to be used like nocturnal bomber, it counted on motors BMW 801D of 1700hp and a redesign of the front fuselage similar to There am 177 and Fw 191; in principle the K-1 counted on a double MG81z of 7.92mm in the nose, two simple MG81 advanced and atras, a MG131 in the dorsal turret and another one in the ventral part; but late two MG81 were added that shot towards the sides, were not constructed many K-1, having itself equipped to one with them with instalcion to transport four torpedoes LT F5b. One weeks but late I give the K-2 version that was but heavy of all with his 16.850kg and was designed especificamente to transport the radio-controlled pump Fx-1400, the great pump, well-known also like Fritz X, went placed in rails in the internal part of the wings, to be able to support this load, extended the wings of 19 to 24.8mts; ademas I equip with an installation of dual-gun mounts with MG81Z in the tail and some to them with same the simple one in the base with the motors. The other models of production of the 217 were their version M bombing and the N of night fighter; structurally similar to the first versions, in such a way that the M was a K-1 with motors DB60Á cooled by I eliminate, of 1850hp.

Take a look at a LOW RESOLUTION picture of this plan HERE.
DOWNLOAD THIS PLAN

The Grumman E-2C Hawkeye

First used operationally in the early 1960s by the US Navy, the E-2C Hawkeye was initially designed as a carrierborne Early Warning Aircraft(AEW) aircraft and a squadron of four is permanantly deployed aboard the US Navy's carriers at any one time to serve as the eyes and ears of the Carrier Battle Groups. Even though the basic design is over 30 years old, it is still regarded as a sensitive piece of equipment and is only exported to a handful of close allies like Israel, Japan and Taiwan.

In 1987 Singapore joined this exclusive club when it took delivery of 4 of this aircraft. Powered by 2 Allison T56-A-425 turboprops and equiped with an AN/APS-120/125 radar mounted on a rotating disc on the centre of the fuselage, the E-2C can maintain command and control of sealanes and airspace at distances up to 300 miles around Singapore, thus being an important contributor to Singapore's objective of keeping its lines of communication open.

Besides command and control, the Hawkeyes also provide early warning against aerial intruders approaching Singapore and vectoring interceptors against them, complementing a sophisticated network of ground based radars located throughout Singapore. In addition they also perform maritime patrol and over-the-horizon targeting for the Republic of Singapore Navy's(RSN) ship lauched RGM-84B Harpoon anti-ship missiles. This naval aspect of the Hawkeyes role is evidenced by the RSN badge appearing on both sides of the foward fuselage.

All 4 Hawkeyes serve with 111 Sqn based at Tengah and are serialled 011, 012, 014 and 015 and are believed modified to tailor it to the RSAF's unique requirements. RSAF Hawkeye crews frequently hone their skills in exercises with foreign airforces including Australia, the US and Thailand. Recently it has been variously reported that the RSAF is seeking 2 additional Hawkeyes to bolster the 4 already in service or looking at possible upgrades to the aircraft to latest Group 2 standards. One of the Hawkeyes (believed to be 014) was badly damaged in a landing accident at Tengah in 1996(?) although the aircraft has since been repaired.

Take a look at a LOW RESOLUTION picture of this plan HERE.
DOWNLOAD THIS PLAN

PIR Aircraft Home
MODEL AIRPLANE PLANS PAGE 3