Storch update

Hi all,

The precautionary engine tear-down is going well – we hope to have it back in the airframe by the middle of April.

Instruments – all have been overhauled/ calibrated. We did try to persuade the CAA to allow us to use a metric altimeter ( older shots of the cockpit show it) but they were quite emphatic so we changed it for an imperial item.

OK to use a metric ASI though. The static system gave us all sorts of trouble during the test flights so we are substituting the entire original vacuum system for a standard pressure ASI and pitot head – as fitted to later/ French machines.

The French improved the machine a lot even by….ahem… chucking the Argus way and putting a radial on the front. OK, the thing is even uglier but bomb-proof. The later door is more sensible as it clips up under the wing instead of the German car-type with the front hinge as we have now, etc. etc.

My machine is therefore a compromise using all the best bits, whilst using the fussy Argus. The result is a very authentic looking machine that hasnt cost the 3rd world debt in wooden wing etc. remanufacture and, Argus apart, as practical as possible from a maintenance and operation perspective.

Happy to answer all your questions as best I can, I’m as passionate about it as many of you appear to be.

The thing is a 2 seater so some of you will get to sample its delights.

I drink beer……………..

Herr E Pleine.

Storch

Hi 927,

Firstly, yes, my aircraft is a permanent exhibit at Old Warden and will be flown during our displays there. Check out http://www.Shuttleworth.org for the dates.

At this time we are only 40 minutes into a 5 hr test flight programme and, as I write, the engine will be arriving back at Motobendes workshops in Germany for a post flight strip-down inspection ( call me Mister Cautious!) so it will not fly again for a month or so.

I therefore guess that it will not be fully certificated for a couple of months.

The aircraft was part of the RLM Collection, Fairoaks until I aquired the whole lot, including Stieglitz, Klemm 35D and Bestmann, also now at Old Warden, in December 2006.

Whils the above were fliers ( ish!), the 156 was an advanced project.

If you check out the entry in the CAA Register, here –

http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=detailnosummary&fullregmark=STCH

you will find a photo that showed the thing pretty much as I got it.

Since then, my full-time engineer Alan Brett – with lots of support as described – has created a masterpiece.

As was the case with many post war machines, a lot of Luftwaffe parts were collected up by Morane Saulnier and reused. My fuselage frame carries the early tailskid bungee brackets, plus other clues, confirming that the frame is from an early Fi156.

The aircraft was an ideal glider tug, with a very steep climb and powerful engine. Morane Saulnier were commission to refurbish 50(?) ex French military machines as glider tugs and these are reputed to have been sold to the emerging gliding clubs with full tanks (378 litres!), a spare engine and tools, all for the princely sum of 1 Franc.

The Argus V8 could not have been less suited for glider towing – always running hot in WW2 service. Indeed it is normal to remove the side cowlings in warm weather.

A far better engine was the Salmson radial, quickly replaced by the 300hp Jacobs. There were thousands of these left over after the war and I understand that the Americans were quite happy to let the French have what they needed.

This aircraft became the MS505 Criquet. These served for twenty years or more but became worthless, troublesome hacks.

Several of these were scooped up by an American, in the 70’s I believe, together with lots of original 156 parts and some of the resulting aircraft survive there today.

RLM Aviation scoured France for surviving parts and pretty much hoovered up what was left.

The other surviving aircraft are almost exclusively post-war Morane Saulnier machines. Very few original unconverted machines survive in flying condition. Several do survive as static ‘war booty’ exhibits.

A realistic project these days? The short answer is ‘not really’, as borne out by the fact that most under rebuild now, and precious few at that, are in the hands of down and out enthusiasts for the marque.

Having said that, if you have the money and the skills, all things are possible.

You can find a Criquet ( hopefully with a wartime Fieseler frame) and convert it.

Argus engines are available.

Airframe parts are, in the main available if you know where to look. For example, I have probably a tonne or more of parts I dont need.

The conversion is not straightforward. Everything forward of and including the firewall needs to be changed. The instrument panel is completely different.

The fuel control system is mega rare. To give you some idea of this, check out the cockpits of museum aircraft. You will often find that the fuel ****/ filter assy- mounted on the rear of the firewall between the pedals-is missing. Without this, you are b@ggered. The fuel valve mounted on the front of the firewall is not so difficult.

There is a plethora of fuel control levers/ rods that need to be made. I have the drawings.

All this stuff was largely chucked out by MS when they did the radial conversion. It is now treasure.

The wings on the original machine were made of wood, simply because they could be made in low grade factories using forced labour, and avoid the use of precious aluminium.

What MS did for the better was reproduce the wings, tail and control surfaces in metal.

It is very rare indeed to find a flyer with original wooden wings. It makes no sense to build new in view of the enormous amount of work and costs involved v availability of MS items.

Whilst a little more heavy, they also accomodate additional fuel tanks. The original wooden wings contain only 2 x 74lit tanks whilst the MS wings have an additional 100 lit tank in each wing.

At around 70 lit per hour and only 75mph ( more fuel than a Spitfire per mile…!) the additional fuel capacity is far more sensible.

The resulting aircraft is pretty much an MS 500 – MS carried on using the Argus until supplies dried up – and this version has the best of everything as far as practical operation is concerned.

It is not a project for the faint hearted and also cannot be done on a shoestring budget. It is a big aircraft – the wings are 46ft and stand 10 feet off the ground.

If you are genuinely interested I can point you in the right direction.

As an indication I would guess that one highly skilled and multi-licenced person on contract would take six or seven years to produce a Storch like mine.

I would guess that it would cost all of the probable current value of £300k.

Whilst the CAA have been just great, it is a fact that the Approvals for the necessary modifications ( substitution of modern materials, bolts etc) cost a lot of money. On a CAA Permit to fly you cannot do the job here in the UK unless you have the licences, approved workshop etc. It would be much easier on the N Experimental.

The Storch is an evocative machine with a huge history.

It is just possible to create an aircraft like mine if you have the means.

PM me if you want to progress it. I hope you do! There are people out there, including myself, who will give you lots of support.

This will whet your appetite for sure –

http://www.youtube.com/watch?v=-DzdJg3iRT0

So will this –

http://www.airbum.com/pireps/PirepStorch.html

HP

Sorted

Now sorted thanks to Aero Vintage.

Thanks for scrabbling around in your sheds!

H