At this point in time it appears as though several STORCHS have been either scratch-built in the 1/6th scale configuration or built from the 1/6th scale Svenson Kit. It is also generally agreed that the subject makes an impressive model and that the kit is a very accurate reproduction. However, little detailed information as to the STORCH'S performance and flight characteristics as a model of this size has been published. It is for this reason and in the interest of furthering progress that I have gathered notes demonstrating, among other things, that the installation of an OS 90 engine in this unusual model certainly appears to be a simple and worthwhile alteration.

Framing up of fuselage, Storch's Stabilizer Assembly and Wing Assembly.

My modifications vary only slightly from the SID MORGAN PLANS and the SVENSON KIT PLANS. The most significant change lies in the choice of power plants, I had originally installed a new OS 80 which Lou Haynie tested on the model's first flight. Lou used at least 100 feet worth of asphalt before fearlessly deciding to pull up elevator. The then 15 1/2 pound STORCH strenuously climbed to trimming altitude, at which point Lou adjusted his hat and shook his head. It was quite evident that safe take-off power was just not there. Trimming was no problem. The landing approach of this first flight appeared acceptable, as did the actual touch down; but the taxiing immediately after touch down was not. The hollow tailwheel was not tracking properly and threatened to come off its hub. The model weaved back and forth as it decreased its rolling speed and almost scraped a wing. Lou's verdict: some of that weight has to go! So, the STORCH and I found ourselves back at the shop.

Within a few weeks a whole pound was removed and fate placed the STORCH in the hands of David Steinel whose pattern flying skills need no introduction. David flew the plane, made impressive maneuvers and fly-bys for the cameras, and landed. Verdict: marginal take-off power, no reserve rpm available if needed, the plane "looks" great! Once more back to the shop.

After pondering over the painful but obvious, I decided to install an OS 90 which of course meant moving the firewall, arranging tandem tanks, reinstalling rudder, elevator and throttle servos, and re-balancing the aircraft.

It wasn't too long before David Steinel was back on the sticks, full power at 10,300 rpm, 12 1/2 pounds of thrust on a 14/6 propeller. At last the expected power was there. David, as usual, made a very impressive demonstration flight for the cameras, then landed gently with flaps one-third down. His comment: the aircraft now had the power, the maneuverability, and the appearance to compete. Success.

MODIFICATIONS:

For those of you who might be contemplating building a STORCH, or perhaps considering modifying the one you already have, I would like to describe my alterations. As I mentioned above, the OS 80 proved marginal in power. Therefore, after much reflection, a little planning, and council from Jim Kiger, a new OS 90 was installed. The firewall was moved aft and its thickness doubled to 1/2 aircraft ply. A 6 oz. tank behind the firewall for ballast and a 14 oz. tank behind it was also installed. The electronic ignition was removed, including a whole pound of miscellaneous non-critical weight.

A custom exhaust was designed so as to not alter the diameter of the OS 90 cylinder port through the exhaust system. (Any reduction in diameter under these particular circumstances will produce significant power lost ). I duplicated the OS 90 header manifold (part 429026119) World Engines part #16441 and silver soldered my exhaust system to it. The reason for the duplication was that I did not have the means to readily work with the aluminum.

The purpose of going to the trouble to retain this specific diameter is that it appears to allow this new engine to run at 10,300 rpm) Royal ProTach) with a 14/6 propeller with a measured 12'/~ pound of thrust on the ground. Asbestos was secured to the frame and wrapped around the exhaust behind the expansion chamber... (see photo) wherever contact might occur with the 6 oz. ballast tank. An 8-32 pressure fitting was silver soldered to the expansion chamber. The hose from the pressure fitting pressurized the 14 oz. tank thereby forcing and maintaining a constant full fuel level in the 6 oz. tank until the 14 oz. tank is empty. At this point, the engine begins to draw from the 6 oz. tank, 4 oz. of which are needed for proper CG balance. Flying time is a comfortable 17 to l8 minutes with sufficient fuel for two or three go arounds in case of improper landing approaches.

The hollow 1 3/8" tailwheel was replaced by a hard rubber Perfect 1 1/2 " tailwheel shaved down against a sanding disc to 1 3/8 " so as to provide a flat 3/8" base (see photo). The wing strut 6-32 screws were replaced with socket head screws so as to prevent the accidental slipping of the screwdriver from damaging the undersurfaces. The jury struts received the same treatment in order (theoretically) to allow the model to perform rolls or fly inverted; maneuvers which I believe the full size aircraft seldom performed, if ever. All windows, front and sides are individually replaceable and are bolted from the inside to the frames with Walthers, 80 mini-bolts.

FLIGHT:

STOL characteristics appear to be only as good as the pilot might be. The aircraft will hover if breezes allow it: Lou Haynie has demonstrated that it could so perform. It will also do a nice inside loop as skillfully demonstrated by David Steinel. (Maneuvers of this type are not recommended to the inexperienced flyer and the information is only intended for the records.) When getting acquainted with the STORCH's fully trimmable flaps, approach the subject as follows, until you get familiar with the system: "normal take-off" one and a half degrees down flaps; "normal landing" 4 or 5 degrees down flaps, no more (later you can experiment with more.) At first and when in doubt, reduce down flaps by a full degree during take-off as well as in landing. In either instance mentioned above, the effect will be quite easily controlled without over compensation at the control sticks.

This STORCH is now capable of very short field take-off (3 to 5 feet) depending on the wind and skill of the pilot. The OS 90 provides a very sure and positive lift-off with reserve power. "Normal' landings can be made characteristically slow. The runway approach at slow speed is true and stable. Use of flaps during landing increases lift yet does not impair use of the ailerons. (In relation to slow speed control and other general uses, I recommend that elevator control linkages be set up to enable use of maximum allowable up elevator throw.) Use caution after landing to taxiing with crosswind. Preferably, avoid flying the STORCH if winds are at all questionable. Hold elevators full up after tail settles while taxiing. Prop wash over up elevators to keep wings level in a crosswind. If for some reason you must go around after a landing approach, be very careful with the throttle when applying two-thirds or full power if flaps are partially down.

Carefully observe the aircraft's 'attitude'. Ideally, everything should be fine if upon applying power, the plane lifts parallel or almost parallel to the ground and keeps gaining altitude in this manner. In this go around situation try to avoid a steep, nose-high climb until you know your stall point. I f you think the plane is climbing too steeply (the instance will occur very noticeably and quickly because of the flaps) don't hesitate, immediately use just enough down elevator to level the plane's "attitude" but still keep it climbing. As you approach normal flying altitude decrease flaps very gradually and you should now be in normal flight.

A question occasionally raised in relation to flap use is: when should they be applied?, meaning "where" in the sky? I suggest that a safe time to do so is at the very beginning o1' the long stretch before the last two turns of a normal rectangular landing pattern. The reason is that the aircraft profile is in front of you going either left to right or right to left, and it is visually easier to determine flap effect on the angle of decent. The next question is: what about reduction of throttle setting at the very moment of lowering the flaps, even if only five degrees? One answer is that the power .should he slightly reduced so as to maintain an unchanged angle of decent once the flaps have been lowered. Failing to reduce the throttle setting is asking the flaps to lift, and that is exactly what the STORCH will do.

Now, as to the "For what it's worth" STORCH column, here is a short sampling of what to expect from the aircraft; This particular instance had to do with a strong headwind. The plane lifted off the runway totally unexpectedly after rolling less than two feet. I couldn't believe my eyes (weight 14 1/2 lbs.)

If it happens to you and the plane is level, don't worry about it, although the feeling is very strange. What to do: if you haven't already, gradually but hurry, increase to full power, watch the unbelievable, and do not let the nose rise near a stall situation.

If, upon adding a variety of gadgets, you discover to your horror that you are now tipping the scale at 18 lbs., don't worry, the aircraft should fly perfectly fine at this weight. However, I suggest you change your 14/6 propeller to a 15/6. Your rpm will drop from approximately 10,8(X) to 10,300 but thrust will be increased. You will need a lot of right rudder for take off due to added engine torque. Although by no means necessary, the additional thrust will be noticeably comforting. Don't forget to recheck the CG at any weight change. Remember, this aircraft must be positively nose heavy.

If your plane is over 13 pounds, I suggest changing the Svenson shock springs. In each shock, remove the single spring. Replace the single spring with two 7/16"x 2" springs end to end and reassemble the unit. You will now find the shocks to be a little hard. To remedy, clip off two coils at a time until the landing gear spreads satifactorily. Don't overdo or the wing tips will rock up and down and the STORCH will tend to zig zag on take-off; a typical characteristic of the STORCH if shocks are too soft.

If the engine quits on take-off around 18-20 feet, try not to panic; do what you always wish you would remember to do. Immediately apply down elevator to regain air speed, level the plane just in time for a quick touch down. It should work. There should be no damage thanks to the shocks, even at 18 lbs. If the flaps are down during this crisis, don't touch them, let them Jo v, hat they are supposed to do, which is to create additional left and they just might save your aircraft.

Taking off with a 14/6 prop will require application of right rudder. Expect a longer hold on right rudder with a 15/6 prop, particularly around the moment of takeoff. If things look desperate and the engine torque is getting away from you, but you have sufficient air speed, apply up elevator sharply and lift the plane a couple of feet, level it with the ailerons, then proceed with the take-off run.

Regarding flaps, normal take-off is around 10 or 15 degrees down. The figure may be a little high if a strong head-on breeze is present. This will depend on the weight of you model. You will probably encounter less takeoff drag problems around 13 lbs. then you would at 18 lbs. If you are in the 16 to 18 lbs. Range, plan on using a little more runway to compensate for the head-on breeze and f1ap drag factor. At 18 lbs., it will still lift comfortably in less than 12 feet.

About the CG: Balance the plane, then when it looks right, add another 4 or 5 oz. as far forward as you can. This aircraft must turn out positively nose heavy or you are guaranteed to have serious problems at the end of the landing glide prior to touch down. If at all marginal, the STORCH will stall and drop in a level attitude. This STORCH shows no tendency to drop a wing in stall. The wings have been balanced.

On the matter of the STORCH's landing attitude, it should land on the main gear, tail high, as its full-scale counterpart. The tail will stay high, just about until it virtually stops rolling.. The roll with the tailwheel on the ground may only be a few feet, it takes getting used to, as you may find yourself keeping the rudder in motion to assure straight tracking of the main gear, particuarlly in a crosswind. This is not a problem, however, beware the landing is not over until the tail wheel is down and tracking, then remember to raise elevators full up.

In conclusion, I would like to add that having the ability to mentally pre-plan a flight pattern prior to execution as well as feeling confident about the outcome of one's control stick commands, is a definite asset to fully demonstrate the capability of the impressive model. Do give the BIG STORCH ample time to begin, execute and come out of a requested pattern and you will truly enjoy a realistic performance.

One last word about the STROCH kit by SVENSON MODELS. I do have one which I am currently assembling. Needless to say, the kit allows very fast building. The engine is a Rossi .90. My impression of the kit: A true engineering feat. The landing gear of this STORCH is a copy of the SVENSON landing gear kit. Simply great, functions beautifully, had never malfunctioned, is very rugged and is scale. Building a STROCH is a little involved and should probably be recommended for the experienced builder. If flown properly, it will do all that you would expect... and a little more.

TECHNICAL DATA: Fieseler 156-CL "STORCH"

Scratch-Build Model Sid Morgan Plans 

Radio Gear Futaba 6 Channel-all servos 41 oz.
        thrust...Heavy duty, Water tight type-one servo 
        per control surface in wing. George Steiner 2x5 
        back-up battery pack system...(two 500 maH 
        batteries) 

Engine OS .90...Prop 14/6; rpm 10,200 new engine, 
       10,800 rpm after break-in period...Sheldon Fuel 
       15%amp;. 15/6 prop 10,300 rpm...engine broken in. 

Wing Span .93 Yz Cord...12" Area...1320 square 
       inches. Total Stab area 240 sq. in.

Fuselage Length ....61% Stabilizer Span...30" 
Covering.... Super Coverite Permagloss (white) 
Paint ..................... K & B Poxy (flat) 
Weight.................... 14 1/2 1bs (Fueled) 

Accessories Working landing lights 
	Working Navigational lights (strobes) 
	MG-15 (Light automatic weapon in rear gun 
	bubble) 
	Three Bombs, One Mine, One drop tank, Skis 
	(used by full scale Fi 156-CL BW and CA) 

Rear Cockpit Armament: MG-15, 7.92 M/M Machine-Gun 

Weight: 15 lbs. 12 ozs., Length-42 1/2. Magazine: Not 
	shown - Saddle type 75 rounds, rate of fire: 1100 rounds per 
	minute. 

NOTE: I believe the correct 1/6th scale of the rear gun is about Seven (7) inches in overall length. The rear sight configuration for the Storch aircraft consisted of a single post. The front sight appeared to have usually been of the cross hair type, in a circular frame.

NOTE: Summer 1940, Rechlin, Germany: A Luftwaffe Fi 156-CL was fitted with three SC 50 Kg bombs for trial purposes. Aircraft modified for use in Anti-submarine role. It could also carry depth charges (Profil Publications). The German publication "FIESELER Fi 156 STORCH im Zweiten Weltkrieg" by Janusz Piekalkiewicz, Motorbuch Verlag, Stuttgart, Germany, shows a 1942 combat operational photograph of a winter camouflaged STORCH (painted with white upper surfaces) with bomb racks. To my knowledge, the full size Fi 156-CL "BW + CA" was at no time so equipped. This book is currently available from Motorbuch Verlag in Stuttgart, approx. $28.00, four week delivery, 190 pages of STROCH black and white pictures, worth every penny.

OTHER SOURCES OF MATERIAL:
Dave Platt's approx. 20 color photo Data Pack, cockpit included, 6940 N.W. 15th Street, Plantation, Fl 33313. Two- tone Green Storch.
Dale Willoughby SCALE MODEL RESEARCH 20 color Photo Paak, Cockpit included. Post Office Box 675, Orange, California. Send color Storch.
Correct Color Source: "The Official Monogram Painting Guide to German Aircarft 1935-1945". by Kenneth A. Merrick & Thomas W. Hitchcock. (Monogram Aviation Publications) Royston, Massachusetts.

The Author with his true-to-scale scratch-built Fieseler Fi-156 CL Storch BW-CA