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Author Topic: Mike Stott / (Zlin) Akrobat  (Read 14303 times)

Offline TigreST

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Mike Stott / (Zlin) Akrobat
« on: December 11, 2016, 07:02:28 PM »
I picked up this kit (CL-16) some years ago as I've always like the lines on the full sized Zlin aerobatic machines.  I remember way back when that somebody won the c/l scale event with one of SIG's big r/c kits converted to c/l,..at least I think? Really like that model as a kid.   I've not seen any/many of them mentioned over the years. I have a vague memory that they share technology (parts) with either the Banshee or Chipmonk stunter (in the wing area I think), but other than that  I'm not sure.  51" span and about 550sq/in's  with a Fox .35 pictured for power.  At  a guess this kit which dates from 1971(?) would need to have heavy wood replaced for light, lose the plastic cowl in favor of a built up balsa unit, maybe push the wing span out a tad, increase tail volume?  Anybody built and flown one?  





« Last Edit: December 11, 2016, 09:31:20 PM by TigreST »
Tony Bagley
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Online Dan McEntee

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Re: Mike Stott / (Zlin) Arcobat
« Reply #1 on: December 11, 2016, 07:55:17 PM »
  I have one of those kits, have seen several of them finished and flown, and I don't think there is anything common between that model and any other SIG kit. It's not as big as the Chipmunk, and doesn't have the same leading edge sweep either, it looks to me. Everything else is entirely different. Todd Lee had one of those I remember seeing fly. Like any model, building it straight and reasonable in weight is important. The cowling isn't that heavy and eases construction, and you may just need the nose weight depending on engine used. The scale version you speak of was probably Mike Gretz. I think he did both a C/L and R/C scale version in his time, or it may have been Maxey Hester. I would have to consult the old SIG catalogs and magazines of the time to be real sure. Look up hi biography at the Hall of Fame site here on the list and at the AMA and that will help with the time line. It might notbe one of the most winning designs ever produced, but is one I always looked at when wishing for a kit, but the Chipmunk was there also and it won out!
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Offline TigreST

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Re: Mike Stott / (Zlin) Arcobat
« Reply #2 on: December 11, 2016, 09:28:39 PM »
Thanks Dan,
I think your very much correct on the Mike Gretz info..that name strikes a cord related to the scale version of the Zlin.  I think I confuse the Chip and its relation to the Banshee with the Akrobat,  re: Banshee mimic's the Chip in flight characteristics" or something like that maybe? 
Tony Bagley
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Offline Clint Ormosen

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Re: Mike Stott / (Zlin) Akrobat
« Reply #3 on: December 12, 2016, 08:12:39 AM »
I flew one for a couple years during my WAM days. I liked it and I'll build another one someday. I have two kits.

However, it's not classic legal.
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Offline Chris McMillin

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Re: Mike Stott / (Zlin) Akrobat
« Reply #4 on: December 14, 2016, 03:29:42 PM »
I remember in SoCal '80's period Dave Eyskens building a whole bunch of Chipmunks, Akrobats and Gieseke Noblers with Fox and OS 35's. They all flew as well as they were straight and the controls were good, but they didn't seem too heavy at the time though he may have replaced heavy wood. Should be a good little model.
What would really set it apart from all of the rest would be to duplicate the scale aerobatic Zlin paint scheme, it is a semi scale model of a real acro airplane.
Chris...

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Re: Mike Stott / (Zlin) Akrobat
« Reply #5 on: December 14, 2016, 09:57:11 PM »
    Hey Chris;
     There was some discussion about the SIG Chipmunk and it's history recently and I was able to come up with he web page that Mike Gretz put together to explain it's origins and variations. I think I remember a similar web page where he explained the history of all the classic SIG kits like the Zlin, Twister, Banshee, Akromaster, even the 1/2A kits, but since Mike's passing I haven't been able to find it. Do you remember a web page like that? I would like to see it again and some how save the information.
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Offline TigreST

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Re: Mike Stott / (Zlin) Akrobat
« Reply #6 on: December 15, 2016, 01:11:05 AM »
Dan the pictures above were lifted from the SIG wed site.  They do have some history info available on the linage of there kits but not much by way of words just box art pictures. This is not the info you mention I doubt?  Maxey Hester is shown with his r/c Zlins. I also agree with Chris . That a scale like color scheme would play very well on the Akrobat.

 

Link to the SIG c/l kit picto-graphic history info:

http://wanderings-ds.jimdo.com/sig-c-l-kits/
« Last Edit: December 15, 2016, 09:45:45 AM by TigreST »
Tony Bagley
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Re: Mike Stott / (Zlin) Akrobat
« Reply #7 on: December 15, 2016, 02:15:35 AM »
Some words on the Chipmunk are here:

http://members.zumatel.net/mdgretz/Chipmunk.htm
Tony Bagley
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Online Dan McEntee

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Re: Mike Stott / (Zlin) Akrobat
« Reply #8 on: December 15, 2016, 07:46:41 AM »
Some words on the Chipmunk are here:

http://members.zumatel.net/mdgretz/Chipmunk.htm


      Hi Tony;
        That is the web page that I was referring to. I believe there was also a similar page that explained the rest of the line of SIG C/L kits.  It was either a web page or maybe an article in an old Stunt News? Chris McMillin has a great memory for that kind of stuff and maybe he can remember. SIG has the 1/2A kit of a Beech Staggerwing, for example. It was published in their SIG Aeromodeler Magazine, of which there were seven issues. The color scheme of the model on the box art of the SIG kit was supposed to be of Chris' Dad's Stagggerwing that he had at that time. There was a special class for Staggerwings at Reno that year and whoever was photographing the airplanes, got ownership mixed up and thought the red one depicted belong to Chris' Dad. I think there is some back story on the Zlin development also. Nothing of any earth shattering importance, but interesting none the less. The more I think about it, the more I think it may have been in a Stunt News. Now just got to try and figure out what year!
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Re: Mike Stott / (Zlin) Akrobat
« Reply #9 on: December 16, 2016, 08:45:18 PM »
A bit of a TANGENT ( but its got a Nice Colour Scheme ) Metal Fatigue !





70's the local Library had his book .
Quote
Neil Williams is widely acknowledged to have been one of the world's most skilful aerobatic pilots. His aviation writings, including his books 'Airborne' and 'Aerobatics' have likewise earned universal acclaim.

Quote
The article appeared in 'Flight International' on 18th June 1970 - here's the English version :-

Zlin wing Structural Failure Report

By Neil Williams - British Aerobatic Team member
1970 World Aerobatic Championships, practising at Hullavington
The weather at Hullavington was good, with 2/8 of cumulus based above 3,500ft, 1,066m. The wind was south-easterly, 5kt to 10kt and there was no turbulence.

Because there were three static balloons flying in front of ATC it was decided that we would use runway O5/23 as datum and fly on sorties over the grass parallel to that runway. This would keep us well clear of the balloons and the wind was so light that it did not pose any problems.

Two Zlins were operational that day, with three pilots. I had flown one sortie and took off on the second with full fuel tanks at 11.35 a.m. The sequence was flown twice through satisfactorily, and the aircraft was climbed for the next and final run through. Everything progressed normally until the completion of the fifth figure. which was a vertical climbing half roll, half outside loop to a vertical dive and pull out to level flight at about 1,000ft, 300m. During this pullout, as the nose came up to the level attitude, with 5g indicating. There was a loud bang and a severe jolt was felt through the airframe.

I have heard eyewitness reports in which the aircraft is said to have "staggered". That is perhaps the best way to describe the immediate sensation following the failure. At the same instant there was a sudden and very peculiar increase in slipstream noise. and I found myself leaning against the straps to the left although, as I looked left, the aircraft appeared to be flying level. I had reduced power and centralised controls instinctively at the first signs of trouble.

The reason for the sensation of being pulled to the left was very soon apparent. Although the left wing was flying more or less level, the rest of the aeroplane was rolling left around the failure point. At this stage there was some degree of control over the aircraft, which was by this time beginning to lose height. I throttled fully back to reduce speed and thereby reduce the flight loads, but this caused the nose to drop further. Dihedral was increasing steadily and the roll and yaw to the left were becoming progressively more determined. Full power was then applied in an attempt to get the nose up, but this had no effect at all on the situation. By this time the aircraft was outside the airfield and losing height fast. It was my intention to try to keep the wings as level as possible and to try to achieve a shallow flight path with the intention of arriving, if possible, right way up in the most convenient field available. It was, however, apparent that if control was being lost at that rate, it would have gone completely before reaching the ground. In fact all control was finally lost at about 300ft, 91m.

At this stage the aircraft had turned left nearly 90° from its original heading, and was banked 90° to the left (at least the fuselage was). I thought the wing had folded to about 45° but it was probably less than that, if one takes into account the fright factor. Full right aileron and rudder were being held on and the throttle was wide open as the bank reached 90° left and the nose finally dropped. The sideslip was very high, and the instinctive reaction to pull the stick back only worsened the situation. I had heard a report from Bulgaria some years ago where a top wing bolt had failed on an early mark of Zlin whilst under negative g and that the aircraft had involuntarily flick rolled right way up, whereupon the wing came back into position, and the aircraft was landed by a very frightened, but alive, pilot. I had guessed by this time that a lower wing bolt had failed and that I was faced with a similar situation, albeit inverted.

It seemed that if positive G had saved the Bulgarian, negative G might work for me. In any event, there was nothing else left to try. I centralised the rudder, rolled left and pushed, still with full throttle. The wing snapped back into position with a loud bang. which made me even more concerned for the structure. Immediately the negative G started to rise and the nose started coming up. Altitude was very low by this time and I had no instrument readings at all. For just a moment I thought I was going into the trees, but then the nose was up and the machine was climbing fast, inverted. I was just beginning to think that I might make it after all when the engine died. I checked the fuel pressure - zero. A check around the cockpit revealed the fact that the main fuel **** had been knocked off. This could possibly have been the result of the jolt which accompanied the initial failure. I think I was probably thrown around in the cockpit and may well have accidentally knocked the **** then. I selected reserve fuel and almost immediately realised that this position would take fuel from the bottom of the gravity tank, which was of course now upside down. I therefore re-selected main tank and after a few coughs the engine started and ran at full power.

Inverted circuit
I was quite low again by this time and initially started to climb straight ahead. I then turned back towards the airfield and continued the inverted climb to 1OOOft, 305m. By this time, the remainder of the team had been very quick off the mark and had alerted crash facilities. I throttled back to conserve fuel as I knew the gravity tank was only good for about 8 minutes safe inverted flight. I then turned the aircraft in steady flight and held the stick between my knees (no aileron trimmer) whilst I used both hands to tighten my shoulder harness even more. Had a parachute been carried I would have climbed as high as possible and used it.

I then considered using undercarriage and/or flaps, but rejected both. Flaps were no use to me whilst inverted, and I could not fly right way up anyway. Also if only one flap extended it would cause an immediate loss of control. The undercarriage required more thought. If I could make an inverted approach with a last minute rollout and if the aircraft arrived on its wheels damage might be minimised. However, if the gear fully or partially collapsed the aircraft might turn over. Also, and this was the biggest argument against, the Zlin undercarriage usually extends with a fairly solid thump.

I did not know exactly what damage had occurred and I was concerned in case the strain of lowering the wheels might remove the wing altogether. It was just as well that I left thewheels up, because the failure was not the wing bolt after all, but in the centre section inboard of the undercarriage leg.

I also considered four possibilities for landing, namely, inverted ditching, deliberately crashing inverted into trees to take the impact, inverted crash-landing on the airfield, or an inverted approach with a last minute rollout and hope for the best.

The last seemed to hold the best chances for survival, but I then decided to experiment to see which way was the best to rollout; if the rate of fold of the wing was sufficiently slow it might have been possible to exercise some control over what was obviously going to be a belly landing (I hoped). A rollout to the left was attempted, and the wing immediately started to fold, with the result that the inverted flight was quickly re-established. The rollout to the right was not investigated, as the left wing was obviously being weakened by these manoeuvres. Also the supply of adrenalin was getting rather low by this time.

A wide inverted circuit was made for the grass strip parallel to runway 23. As the crosswind was insignificant this afforded the best approach, clear of buildings and balloons. The threshold was crossed at 112 m.p.h., 180 k.p.h. at about 200ft, 60m with the throttle closed. Petrol and switches were left on in case it was necessary to overshoot; also the canopy was retained, since I did not want my height judgement affected by slipstream. The possibility of a jammed canopy was considered, but the hood is very light, and I felt that I could break my way out if necessary. A slow inverted flare was made and the aircraft was levelled as near to the ground as possible.

Low, low rollout
As the speed fell to 87 m.p.h., 140 k.p.h. a full aileron rollout was made to the right, and just a trace of negative G was maintained in order to hold the left wing in place. The aircraft responded well to the controls at this stage, but as it approached level flight the left wing started to fold up again. The nose was already down as a result of the slight negative G, and subsequent examination of the impact marks showed that the left wing tip touched the ground during the roll, although this could not be felt inside the aircraft. As the wing folded the aircraft hit the ground hard in a slight nose down, left bank attitude. I released the controls and concentrated on trying to roll into a ball, knees and feet pulled up and in, and head down protected by arms. I had a blurred impression of the world going past the windscreen sideways and then with a final jolt, everything stopped. I released the harness, which had done a very good job, and then found that the canopy had sprung 6in, 15cm open and jammed. I didn't bother to investigate this, as the petrol tanks had split! I gave the canopy a resounding blow and it flew open first time. I felt mildly surprised that everything was still working as I evacuated the area, and having decided that the aircraft was not going to burn, and having also collected some semblance of breath and composure, I returned to the aircraft and made all switches safe. The crash services were on the scene very quickly, which was most encouraging. Fortunately they were not required.

The aircraft was a complete write-off, but on reaching into the cockpit and checking the, seat, it was as solid as a rock, all the straps were intact, and on moving the control column, both ailerons worked in the correct sense. True, there was a failure, but it is a tribute to the Czech designers and engineers that the aircraft could be flown at all.

It was a nasty experience, but a lot can be learned from it, notably that the aileron was acting as a geared tab, as the wing folded. This resulted in the left aileron being pulled down, since the aileron rods were intact, and as the wing moved, the aileron was applied without any movement of the stick. Any attempt to apply right aileron merely worsened this situation. I could have saved myself a lot of problems by rolling left immediately the failure occurred. It seems also that the damaged wing must be towards the ground during any rolls, either in or out. The ability to fly over an airfield with crash facilities is absolutely essential. This time assistance was not required, but lives have already been saved by this.

This situation may never be repeated but if such an accident does occur again the information in this account may be useful.

I hope it will never be needed.

From Flight International - 18 June 1970

think This mayve been in it too .



Apparently a Tractor Driver had a Camera handy . AND it Flew Again ! . its a few nanoseconds before impact , here . about 4 ft. up . :o





« Last Edit: December 17, 2016, 02:02:06 PM by Matt Spencer »

Offline john e. holliday

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Re: Mike Stott / (Zlin) Akrobat
« Reply #10 on: December 17, 2016, 11:13:44 AM »
Boy, that had to be one exciting flight.  Glad he made it out ok.  Now the plane on its nose looks like a biplane.
John E. "DOC" Holliday
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Offline TigreST

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Re: Mike Stott / (Zlin) Akrobat
« Reply #11 on: December 17, 2016, 12:36:03 PM »
That quite a story of the wing failure.  I read somewhere that the main spar, or a section of it, on the Zlin is nitrogen filled and has a pressure gauge attached.  Part of the pre-flight engine start checks is to check the pressure on the gauge. If it is down below spec then one might suspect that the spar has been compromised or cracked.  I think it's only the center section of the spar across the fuselage that is under N2 pressure though, so failures outboard would not be indicated by the gauge. 


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Offline Chris McMillin

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Re: Mike Stott / (Zlin) Akrobat
« Reply #12 on: December 19, 2016, 02:32:44 PM »
Hi Dan, Merry Christmas to you too.
I only knew of the Chipmunk site linked above. I wrote an inaccurate piece from memory about some of the Sig semi-scalers and their connection to real acro designs in a Stunt News way back .
I recall Mike finding a picture of Bryant Morris's G-17S and being confused with our airplane because Dad flew N80317 in the Saturday heat race at Reno, Bryant kindly allowing him so because of ours being unable to compete.
Neil Williams' experience was described to my Dad by Bob Herendeen (they were friends and both TWA Captains) whom witnessed it while I stood at Dad's side at that same Reno race just weeks after, very exciting stuff for an 11 yo!
Chris...

Offline TigreST

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Re: Mike Stott / (Zlin) Akrobat
« Reply #13 on: December 19, 2016, 03:22:03 PM »
 I like the look of this one:





Tony Bagley
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Offline Chuck_Smith

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Re: Mike Stott / (Zlin) Akrobat
« Reply #14 on: December 24, 2016, 02:53:41 PM »
Here's a Sig Akromaster I have in the boneyard. I stripped it of Solarfilm to recover a bit back and was making some mods. Now I'm thinking I'll redo the nose section for electric. 

As I remember, it was a competent flyer. Nothing spectacular, but capable. It was typical of the thick wing ships and needs a motor with some shoulders.

Guys, please excuse the shop. I've got one of those every-tool-I-own sessions to get the jet final rigged, and final sanding going on for another project. It's a mess.

Chuck
 
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Offline john e. holliday

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Re: Mike Stott / (Zlin) Akrobat
« Reply #15 on: December 25, 2016, 05:58:07 PM »
Your shop looks neat to me.  Ask anybody who's been in my shop.   I need a place twice the area or maybe three times the area. H^^
John E. "DOC" Holliday
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Offline Skip Chernoff

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Re: Mike Stott / (Zlin) Akrobat
« Reply #16 on: January 06, 2017, 08:14:45 AM »
Here's my Sig Akrobat built from kit. The canopy was missing in the kit and was difficult for me to replace so I substituted a Sig WWII canopy cut down. I used belly mounted gear instead of the wing mounted gear.Also I made the canopy removable and cockpit detail so I could get to the flap horn and elevator pushrod for trim changes.I also installed Brodak adjustable lead out guides.
Here are the specifics of my Akrobat:
46 oz weight
LA46 with tongue muffler,ST NVA,6.5 Venturi,6oz clunk tank ,muffler pressure,APC 12.25X 3.25
65' lines C/L to C/L .015 ,4.25 handle spacing very little overhang
Monokote Finish

First flights were disappointing as the plane was nose heavy and sluggish on controls,but I slowly added tail weight until the plane turned nice sharp corners. She required 3/4oz tip weight.I adjusted the line rake to give just enough line tension.  After a year of flying this plane it flies beautifully,grooves well,and locks in on really round loops. Upright and inverted flight are dead level with no hunting.I can highly recommend this model,but for serious stunting be ready to trim her out to your liking.Attached are some pics of my plane:

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Re: Mike Stott / (Zlin) Akrobat
« Reply #17 on: January 06, 2017, 10:39:00 AM »
Skip,

Thanks for posting your fine Zlin. You did a great job with it.  H^^

I had Dick Hanson's 64" R/C Zlin kit back in the day, well, sheeted foam wings, built fuselage and cut tail feathers, a prefab offering but you still had to do assembly and finishing, Dick just eliminated the hard part.

I had an Enya 120 4s in my Zlin and I really miss that model.

I miss the Zlin so much and this Thread has brought the itch back, so I'm designing a CL Zlin fuselage and other parts except for the wing. I'm thinking Nobler wing.

See how that goes?

So, thank you to yourself and others that have made this a great Thread. Really nice photos also.

Charles




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Re: Mike Stott / (Zlin) Akrobat
« Reply #18 on: January 06, 2017, 10:45:41 AM »
Guys, please excuse the shop.

Please.  When my shop looks like that I call it "really clean".

IIRC, the Sig scale model that placed at the nats was their clipped-wing cub, in Junior or Senior, in 1976 or something.  Theoretically there's no reason it couldn't be done today, although there's not a lot of gew-gaws you can shove onto a Cub.
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The problem with electric is that once you get the smoke generator and sound system installed, the plane is too heavy.

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Re: Mike Stott / (Zlin) Akrobat
« Reply #19 on: January 06, 2017, 02:10:35 PM »
Here's a Sig Akromaster I have in the boneyard. I stripped it of Solarfilm to recover a bit back and was making some mods. Now I'm thinking I'll redo the nose section for electric. 

As I remember, it was a competent flyer. Nothing spectacular, but capable. It was typical of the thick wing ships and needs a motor with some shoulders.

Guys, please excuse the shop. I've got one of those every-tool-I-own sessions to get the jet final rigged, and final sanding going on for another project. It's a mess.






When MY shop looks like that....Oh wait a minute, that was 40 years ago. I won't show it to you now.............to embarrassing!  %^@

One of these days, I'll get'er done.........maybe! LL~

Jerry































Chuck
 


Offline Skip Chernoff

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Re: Mike Stott / (Zlin) Akrobat
« Reply #20 on: January 06, 2017, 04:20:22 PM »
 Charles,My pleasure to respond to this thread. As you can see I used a non authentic color scheme. I just wanted something different.  I could be wrong,but I'm pretty sure that the Sig Akrobat wing is the same as their Super Chipmunk however the flaps and tips are different. The plastic cowling was a problem to get right as the left and right side didn't mate when put together. Some creative sanding,filling and fiberglassing fixed that. I like the way it flies now,but it wasn't plug n play. BTW you build some great looking stuff....PhillySkip

Offline Tim Wescott

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Re: Mike Stott / (Zlin) Akrobat
« Reply #21 on: January 06, 2017, 04:34:36 PM »
IMHO, by the time you replace all the substandard wood and make the changes you're contemplating, you may as well just build from scratch, possibly starting with a rib kit from one of our CNC kit vendors.

But then, I'm picky enough to get grumpy whenever I build a kit...
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The problem with electric is that once you get the smoke generator and sound system installed, the plane is too heavy.

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Re: Mike Stott / (Zlin) Akrobat
« Reply #22 on: January 06, 2017, 06:11:41 PM »
I built one in 1988. Bought the kit in St. Thomas VI.
I had no Idea what I was doing.
OS 40 in it.



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Re: Mike Stott / (Zlin) Akrobat
« Reply #23 on: January 06, 2017, 06:59:51 PM »
See Shug.....great minds think alike!.....hehe

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Re: Mike Stott / (Zlin) Akrobat
« Reply #24 on: January 07, 2017, 11:41:57 AM »
ASF version  8)

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Re: Mike Stott / (Zlin) Akrobat
« Reply #25 on: January 07, 2017, 11:45:22 AM »
few more

Offline Avaiojet

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Re: Mike Stott / (Zlin) Akrobat
« Reply #26 on: January 07, 2017, 11:57:13 AM »
ASF version  8)

Great!!

Send me a plan set with your 3-view, save me some time.  ;D

Send the file to my e-mail, that will be fine.

Charles
Trump Derangement Syndrome. TDS. 
Avaiojet Derangement Syndrome. ADS.
Amazing how ignorance can get in the way of the learning process.
If you're Trolled, you know you're doing something right.  Alpha Mike Foxtrot. "No one has ever made a difference by being like everyone else."  Marcus Cordeiro, The "Mark of Excellence," you will not be forgotten. "No amount of evidence will ever persuade an idiot."- Mark Twain. I look at the Forum as a place to contribute and make friends, some view it as a Realm where they could be King.   Proverb 11.9  "With his mouth the Godless destroys his neighbor..."  "Perhaps the greatest challenge in modeling is to build a competitive control line stunter that looks like a real airplane." David McCellan, 1980.

Offline TigreST

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Re: Mike Stott / (Zlin) Akrobat
« Reply #27 on: January 07, 2017, 01:12:47 PM »
Tony Bagley
Ontario, Canada

Offline Igor Burger

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Re: Mike Stott / (Zlin) Akrobat
« Reply #28 on: January 08, 2017, 03:07:24 AM »
Great!!

Send me a plan set with your 3-view, save me some time.  ;D

Send the file to my e-mail, that will be fine.

Charles

Well it is not my plane, and as far as I know Alex did not make any plan for that C/L airplane, however he used available sources, som may be you can dig enough informations from following links:


http://www.jivaro-models.org/plans_3vues/zlin526asf_3vues.jpg


https://hao.cz/gletadla/kratas_planek.jpg

or you can purchase plan for R/C version:

http://eshop.rcrevue.cz/eu/index.php?page=shop.product_details&category_id=6&flypage=flypage.tpl&product_id=234&option=com_virtuemart&Itemid=1

Offline TigreST

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Re: Mike Stott / (Zlin) Akrobat
« Reply #29 on: January 08, 2017, 08:16:41 AM »
Charles,
  The are a selection of Zlin files (pdf) on HipPocket for free down load.  I've saved these for later use.

Tony Bagley
Ontario, Canada

Offline Avaiojet

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Re: Mike Stott / (Zlin) Akrobat
« Reply #30 on: January 08, 2017, 09:10:39 AM »
Igor,

What a guy!  H^^

Thank you for that. #^

Great drawings and cross sections.

I do have other stuff I have collected for a CL Zlin design.

I'm looking forward to this and you have made it a bit easier.

A good three view is all that is needed.

Thanks again.

Charles

Trump Derangement Syndrome. TDS. 
Avaiojet Derangement Syndrome. ADS.
Amazing how ignorance can get in the way of the learning process.
If you're Trolled, you know you're doing something right.  Alpha Mike Foxtrot. "No one has ever made a difference by being like everyone else."  Marcus Cordeiro, The "Mark of Excellence," you will not be forgotten. "No amount of evidence will ever persuade an idiot."- Mark Twain. I look at the Forum as a place to contribute and make friends, some view it as a Realm where they could be King.   Proverb 11.9  "With his mouth the Godless destroys his neighbor..."  "Perhaps the greatest challenge in modeling is to build a competitive control line stunter that looks like a real airplane." David McCellan, 1980.

Offline Avaiojet

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Re: Mike Stott / (Zlin) Akrobat
« Reply #31 on: January 08, 2017, 09:23:00 AM »
Charles,
  The are a selection of Zlin files (pdf) on HipPocket for free down load.  I've saved these for later use.


Tony,

Thanks for that information.

Are you interested in building a Zlin of my design or are you going to design one yourself?

I now have an airfoil in CAD which I will be using for the sheeted wing.

Small start but important.

Charles

Trump Derangement Syndrome. TDS. 
Avaiojet Derangement Syndrome. ADS.
Amazing how ignorance can get in the way of the learning process.
If you're Trolled, you know you're doing something right.  Alpha Mike Foxtrot. "No one has ever made a difference by being like everyone else."  Marcus Cordeiro, The "Mark of Excellence," you will not be forgotten. "No amount of evidence will ever persuade an idiot."- Mark Twain. I look at the Forum as a place to contribute and make friends, some view it as a Realm where they could be King.   Proverb 11.9  "With his mouth the Godless destroys his neighbor..."  "Perhaps the greatest challenge in modeling is to build a competitive control line stunter that looks like a real airplane." David McCellan, 1980.


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