Jump to content
This site uses cookies! Learn More

This site uses cookies!

You can find a list of those cookies here: mysite.com/cookies

By continuing to use this site, you agree to allow us to store cookies on your computer. :)

Dazza

Members
  • Content count

    97
  • Joined

  • Last visited

Community Reputation

26 Good

About Dazza

  • Rank
    New Member

Contact Methods

  • ICQ
    0

Profile Information

  • Gender
    Male
  • Location
    Earth

Recent Profile Visitors

629 profile views
  1. RAF Typhoon display aircraft Qu.

    It was mentioned (by someone who is on 29(R) sqn) that it has nothing to do with fuel needed to transit intergalactic mileage to faraway locations on our massive island, rather it was just easier not to have to drop (see what I did there?) the tank for every display and then add it again when the display jet was flown on normal sorties, that and the fact that given the Typhoon's SEP and agility, leaving the tank on would make practically no difference to the display routine anyway... -Dazza
  2. RAF Blue Phantoms

    I see your point re: establishment of 74 sqn using F-4Js but, that requirement only arose directly because of the need to deploy aircraft to the FI and it's associated impact on our NATO commitments, without that need the available FGR.2/FG.1 airframes was adequate (to what degree is open to debate of course) to maintain current squadron levels. Another point worth considering is that, as usual, government stupidity resulted in the FG.1/FGR.2 instead of an 'of the shelf' buy of an existing J79 powered model of the F-4. As far as the argument at the time for the RN/FAA's need for more power from the engines to operate from their smaller carrier/s, which the government decided could be solved by stuffing an afterburner on the civilian Spey engine (which was strewn with reliability problems before and after entry into service for many years!), GE had already said that the J79 could be made to deliver more power but, the UK gov had spoken! The resultant cost of the highly modified FG.1/FGR.2 (the most expensive new build version of the F-4) no doubt had an impact on the numbers bought, when quite a few more airframes could've been purchased of already existing models for the same or even less cost, thus enabling the spread of airframe hours/FI across a larger, easier to support fleet, hindsight though is a wonderful thing... -Dazza
  3. RAF Blue Phantoms

    No, I haven't read any of the Air Staff or MoD files which you refer to because I don't have access to them, so I'm happy to concede that maybe there was a plan to reform 74 Sqn with 892's FG.1s, although I still find it odd that there is no mention of that in the wider published material available on the F-4s service with the RAF/RN, unless I've missed it... I also agree that the FGR.2s FBSA role did inflict more fatigue than was expected, but, by and large I stand by my points made previously. Yes the INAS could and did break and required repair, but it was an avionics item and not something which should've required significant engineering resources to the point that it was a burden, if anything the AWG-11/12 were the bigger problem as regards MTBF and a concerted effort was undertaken to improve reliability with reasonable success. The outer wings on the FG.1 and FGR.2 were identical and were interchangeable, the only difference was that all FG.1s had hydraulic wing fold, were as only a small number of FGR.2s had hydraulic wing fold (before it was deleted on the production line), the FGR.2s without the hydraulic wing fold differed only in the removal of the hydraulic jack, locking mechanism and associated hydraulic lines. Further to the fatigue issues on the FGR.2, whilst waiting for BAe to complete the new outer wing panels, the MoD acquired a number of low hour/low mod state outer wing sets for use until a new build outer wing sets were available, the belly strap was also something which was added to all F-4s except for F-4E/F/EJ and RF-4Es after 71-0237, so it wasn't a unique fitment to the FG.1/FGR.2... -Dazza
  4. RAF Blue Phantoms

    Well known facts that have been published many times over the years, there are several books that detail F-4 service with the RAF/RN, I also have several FG.1/FGR.2 AP101s detailing operating data, general differences, weapons systems, safety & servicing, ground crew handbook etc... -Dazza
  5. RAF Blue Phantoms

    The difference between the FG.1 and FGR.2 amounted to the nose gear, cat hooks (faired over), fast re-heat light up on the Speys, 7th stage bleed air for the BLC and a lack of INAS on the FG.1, the nose gear extension and fast re-heat light up were both inhibited on entry to RAF service and the INAS was never retrofitted to FG.1 (which seems ridiculous given it's role of heading far north over the sea on QRA intercepts!), none of these differences would have made one bit of difference to the engineering effort needed to support them however... The need for the F-4J(UK) was nothing to do with fatigue on the FG.1/FGR.2 either, the need for the additional 15 aircraft was as a direct result of having a squadron of FGR.2s/crews/ground support etc deployed to the Falklands after the war ended in 1982, the deployment reduced our NATO commitment and the purchase of the F-4J(UK) restored that commitment. I've also never read or heard any mention whatsoever of an initial intention to reform 74 Sqn on the ex-892 NAS FG.1s! -Dazza
  6. RAF Blue Phantoms

    43 Sqn did have several FGR.2s on strength for the last couple of years before swapping to the Tornado F.3, basically the FG.1s were all but knackered and suffering major fatigue issues so a number of FGR.2s were 'borrowed' to make up the numbers of the dwindling FG.1 fleet, XV406, XV470 and XV489 were the FGR.2s in question, they were coded AV, AW and AU respectively... -Dazza
  7. QF-4E

    The badly faded paintwork on 68-0464 is what's left of the 'Euro 1' camo it was delivered in to AMARG from the NJANG in Nov 1990... -Dazza
  8. Yes, GAF F-4Fs seem to be the exception in having the L/E slats extended when parked and shut down, other than that it's rare to see them fully extended on a shut down jet. I actually like that Z-M have provided them extended but, they should also have provided the option of fully retracted too, imho, like you say, guess I'll have to wait for Academy's offerings of the S and the gun nosed F-4s for the retracted option! -Dazza
  9. Hopefully on the E/F/G they will provide the option to have the L/E slats retracted, unlike on their recent F-4S kit which only has the option to have them in the extended position, which is totally unrealistic for an 'S' being modelled on the ground, unless you plan to model it pre-take off or undergoing maintenance... -Dazza
  10. F-4N's in overall Light Gull Grey

    Some did, some didn't, both USN and USMC, you'll need to check your references for the particular BuNo you intend to build to be certain as to whether red door edge/aileron/flap edges were evident... -Dazza
  11. Tornado GR4 - Tail Codes

    I suspect the 13 Sqn markings were added after it was scrapped, for what reason I don't know... -Dazza
  12. Tornado GR4 - Tail Codes

    Jet Art Aviation had the tailfin for sale at one time... -Dazza
  13. Tornado GR4 - Tail Codes

    ZA595 -Dazza
  14. F-4J (UK) Phantom

    The F-4J(UK) was in service until January 1991, from then on, 74 Sqn flew the FGR.2 until RAF Phantom service was brought to a premature end in October 1992... -Dazza
  15. RSAF Tornado fiest pic ever ?

    Not even close to the 'finest' ever pic of a RSAF Tornado, loads of far better images out there on the WWW, some of those of the BAES TSP jobbies going through the Mach Loop for instance... -Dazza
×