construction started Monday, October 6, 2002
Follow the design and Construction of the Scale 2610 RC combat
Fighter
being Grushin GR-1, Polykarpov TIS and Tairov Ta-3. The MIG DIS-200 was designed initially for Charomskii M-30 or
M-40 engines, but the non-availability of these led to the installation of two 1,400 hp Mikulin AM-37, 12 cylinder Vee-type
engines in the first prototype, which had armament of two 12.7mm BS and four 7.62mm ShKAS machine guns plus one
23mm VYa cannon in a detachable ventral pod which could be replaced by a single 2,205 lbs bomb or torpedo.
Ground tests began on 15 May 1941, and the first flight took place before the end of the month. Series production of the
DIS (as the MIG-5) was ordered, but cancelled shortly afterwards owing to lack of manufacturing capacity. Nevertheless,
a second prototype was ordered and built.
The following data relate to the first prototype:
Maximum Speed: 379 mph, at 22,310 feet.
Wingspan; 49 feet 6-1/2 inches
Fuselage: 35 feet 8 inches
1. Build as light as possible (max permissible weight by rules is 4 lbs)
2. Use inexpensive OS LA .15 C/L engines
3. Use single bladder tank to fuel both engines, use single servo for fuel cutoff
4. Make fuse from 3" wide foam blank
5. Install receiver, battery, elevator servo in fuselage
6. Install aileron serovs (2), and fuel shutoff servo in wing
7. Remove and install a new bladder without taking plane apart
airplane the three view published in "The Complete Book of Fighters", by Green and Swanborough was used. The small
three view in the book was copied and then the copy enlarged in two steps to get it to accurate 1/12th size. In the case of
the MIG5 the three view enlargement had a 49.65" wingspan which is exactly one twelth.
The rules of the RCCA for Scale 2610 combat allow deviation from scale of up to (or down to) 10%. The drawing was
then enlarged for a third time to get the span up to 54-1/2". At this scale the fuselage and the engine nacelles were too
wide. Therefore they were scaled down in the "plan" (top vie) perspective to 90% so they would be 3 inches wide at the
widest point.
The next step was to transfer the three views onto carboard to make templates which could be used for making parts (and
to be able to later repeat the airframe). Two templates were made for the fuselage, one side view and one top view.
Templates were also made for the wing, engine nacelles, and the tail. Once this was done parts cutting began.
one half of the fuse. This template is then flipped over and the opposite drawn onto the
plywood, ensuring a fuse that is consistent on both sides.
The fuselage "crutch" technique is used to give the fuse structural integrity. The crutch is
3/16" aircraft grade plywood. As shown with the lightening holes and forward battery cavity
cutout the weight is 3-1/2 oz which is much more than glass rods. But it eases the effort to
shape the fuselage.
battery sitting into the crutch and pockets cut into the foam. The battery is mounted as far forward as possible both to balance
the plane and to leave an area between the battery and wing for the wing hold down dowel which will be added later. The lead
for the battery goes on the bottom of the crutch and is protected from glue when the two halves are joined with Elmer
Pro-bond polyurethane glue by taping it in place.
The second photo shows the cutting outline for the fuselage. A template was created to make this outline. The fuse is then
placed on the bandsaw and the foam cut away from the outline as shown in the third photo. Note that the wing saddle is also
cut out at this time. The templates have the wing saddle cut out of them. The final photo on the right shows the rough sanded
fuselage. The decision was made to make the canopy as part of the foam fuselage. In past plane the canopy was clear plastic.
Both the cost and fragility of clear plastic canopies were the reasons for making the canopy from foam. The finished fuse as
shown weights 10 ounces including the battery. It will be covered with half ounce glass cloth applied with water based
polyurethane paint .