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    • Mike

      Switched Identities   18/06/17

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About stever219

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  1. Bedford's branch had some Revell, Tamiya and Italeri when I last went in a month ago, but Airfix/Humbrol was very thin on the ground. All of the kits on the shelves have been there for some time and I can't remember the last time I saw any new Airfix at all: only the Revell seems to be restocked, but only n small quantities.
  2. That's looking rather good. I'm glad I'm not the only one who' s had a problem with Humbrol 165 lately, but the problem seems to have affected my pre-Hornby stock too. I hope you don't mind me pinching some of your ideas for the pair of T. Mk. III conversions that are looming in my pipeline.
  3. .....which you'll have long before the red line brigade on Sniperscale have eviscerated this kit. Vulcanicity's got a good point though: Coastal Command Mk. XIII on the cards and probably a Transport Command version sans turrets but a Warwick is probably too much to hope for; extended inner wings and centre fuselage might be a cut n shut too far for the tooling designers. We can but hope though.
  4. That cheesy-grinning, bottle-blonde, post-millennial-generation (WTH is "post-millennial" anyway) blogger (see previous question) podcaster (ditto) advertising some form of gadget. Appears to do nothing productive, and is amazed that she can draw on a computer screen, and probably has a well-paid accountant who advises her how to avoid paying tax but still enjoy the benefits of, for example, the NHS (amongst others). Also that wretched Antipodean female from Trivago (wherever that is, near Barbados?) who tells us that we can pay less for the exact same room instead of paying less for exactly the same room. Grammer? Wossat, innit? rant off.
  5. Brilliant:: I'm glad you've got some rails. They're weapon-specific rather than airframe specific so it probably is different kit designers' interpretation of the rails that has resulted in the differences. I'm working on a 1/48th Javelin at present, but it's getting the 2 tanks, 2 Firestreaks and probe fit. One day I'll learn how to post images (I know there is on-screen guidance, but I can't make any sense of it). I've another in the stash that may well get the four tanks and probe fit: it even looks aggressive without missiles.
  6. You could try robbing a 1/72nd Lightning (if you have access to one) of a missile rail: the new Airfix F. 2A has rails for both Firestreak and Red Top so you could finish that either as a four-gun F. 2A or an F. 6. Just an idea.....
  7. Ouch! I think I have 2 Airfix Vulcan sheets that I won't be using, so if I can find them please pm me an address that I can get them to you at and they are yours. They're a bit old (original boxing) but should still be serviceable. Some of the stencils have been used but the national markings are, so far, intact.
  8. I'm sure there's another thread on the site covering this crash but, to expand a little on Jure's post, the accident investigators were never able to establish who had selected droops "UP". Normal practice on the BEA Trident fleet appears to have been to get the flaps up as soon as possible after take off, an action which was taken on the accident flight. This left the droops lever unguarded (with flaps selected down the droops lever could not be moved to the "UP" position. Jeremy Keighley in the co-pilot's seat could have selected droops "UP", but he was busy setting engine power to noise abatement levels, a fact recorded in his log, which apparently wasn't an easy task in the turbulent weather that day: he also tended to be slower than some other trainee pilots in performing certain tasks on the flight deck. With the droops retracting well below target speed of 225 knots the stall warning and stall prevention systems both functioned correctly, despite a critical valve in the stick push system being out of position. Key, probably in considerable pain, may have associated the low speed with flap drag and, thinking that the flaps were still lowered, moved the only lever apparent to him, the droops lever, to "UP". The stall warning (stick shaker) and stall prevention (stick pusher) both produced a number of audible and visual warnings on the flight deck, including red and amber "Alert" lights in front of both pilots, "Droops out of position", "Controls", "Autopilot disconnect", "Stick push operate" and, possibly "Stick push fail". The autopilot disconnect also produc d a loud "clang, clang, clang" in the crew's earphones which continued until impact (this alarm could be cancelled by pressing a button on either control column, the fact that neither pilot did so suggests an inability to do so through collapse (Key) or dramatically increased workload and rapidly changing priorities (Keighley). Simon Ticehurst (P3) was far from ideally placed to do anything about if and, along with a BEA Vanguard captain (Captain Collins) who was riding in the jump seat, could well have been fully occupied with attempting to minister to the ailing Key, or at least extract him from his seat in order to assist Keighley in flying the aeroplane. (Captain Collins was an experienced Trident pilot who had transferred to the Vanguard fleet on promotion and was flying to Brussels to collect a Vanguard to fly back to Heathrow.) Those who flew this flight afterwards in the simulator have described it as a very stressful experience, even for someone not suffering from a chronic and very painful heart condition (Key) or a lack of experience (Kieghley and Ticehurst). Key was PF and held the nose up against the stick pusher, aware that the aeroplane was still close to the ground which he couldn't see due to being in cloud ('PI's highest recorded altitude on the accident flight was 1,774 feet) and that there had been some spurious "stick push" incidents. At some point the stick push was selected to "Override" dumping the air for the ram overboard: did Key instruct one of his crew to do this? Again there's no clear evidence to suggest who did so or a definitive reason for so doing. Because of this accident flying became safer, it is a crying shame that 119 people had to die that day to bring all of us other air travellers that benefit. I'll try to fill in some more later but, for now, my boss is expecting me at work.
  9. Having seen D8096 not long ago I'd suggest that the cowling are somewhere near Humbrol 27 or 164 with a small quantity of 164 (Dark Sea Grey lightened slightly with Medium Sea Grey). It's always difficult to assess colours from photographs, even colour ones, because film types, filters, lighting and God-alone-knows-what-else will affect the finished image. My perception of colour will differ from yours, even if we stand alongside each other in the hangar with tongues hanging out admiring this flying work of art, so what's spot on for me will be a gnat's gnadger out for you. Even the colour of the background will affect the perceived colour of the subject, as will reflection from other objects nearby and the ground. Your mages all look to have been taken in bright sunlight with you between the Sun and the aeroplane so you might want to pick one and work from that or try sampling further images to see if you can pick an "average" to work towards. I have the Eduard boxing of this kit and an example of the Roden offering (different tooling) in the same scale: I like the look of what you've achieved so far but the thought of all that rigging is putting me off at present. At least I already have a 0.1mm drill bit, I just have to remember not to lose or break it.
  10. On the only patch of open ground for hundreds of yards, near the Crooked Billet roundabout and the reservoirs. I was looking at a set of P3's instrument panels at Cockpitfest yesterday which brought the accident back to me. RIP 'PI's 119 souls.
  11. There was an article in Aeroplane Monthly many moons ago written by a Royal Air Force or Institute of Aviation Medicine doctor who did fly the jet from the front. Apparently the controls "creaked with static friction" and were not particularly easy to operate. However the difference in g-tolerance between the prone pilot and the safety pilot in the normal cockpit was very noticeable, with the latter getting very uncomfortable compared to the former. The aeroplane was never flown solo from the front as several of the vital controls couldn't be installed there (including, IIRC, the engine relight switches).
  12. If you don't want it you could always donate it to my collection of unloved plastic.
  13. I wouldn't choose Tamiya over another manufacturer's rendition of the same subject unless it was demonstrably more accurate or the only game in town: given the choice I'd rather build Airfix's now-aged 1/48th scale Mosquito FB. Mk. VI than its Japanese competitor. I know the Airfix kit lacks bomb bay and undercarriage bay detail and doesn't have engraved panel lines but it has a better outline and it is more fun to build (and do the research to add the missing detail). I've noticed that, in certain quarters, Revell get pilloried for their bizarre paint mixing propensities but, in the same quarters, Tamiya are not similarly ill-treated for theirs. I've spent more than enough time already trying to work out the colours for the insides of a 1/48th P-47D which Airfix would probably have told me should be Humbrol 81, 150, 158, 195, 224 or whatever (if anyone has reasonably accurate colour details for P-47 innards I'd be very pleased to hear from you).
  14. IIRC the doors could be opened on the ground for maintenance, but would normally be seen closed: good excuse for you to find some 1/144th BEA "Erks".
  15. Gahhhhh! Modern tech: so unreliable. You can't beat proper measuring stuff and sharp-bladed implements. If you want ruts in the grass you could try using a thin skim of filler on your base, drag some suitably-sized wheels through it before it sets (you might need to make some sort of rig rather than drag your model around) and then apply PVA adhesive and model railway scatter grass.