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Smithy last won the day on November 20 2012

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  1. I agree with the others, almost certainly the Mixed Grey which was probably more common during the first several months of the change over than has possibly been thought.
  2. Might be a bit late here but if that's the 1/48 kit don't use part K15, it's the bomb fusing switches which wouldn't be carried on a BoB Mk.I. Probably not a biggie if the canopy is going to be buttoned up but thought I'd mention it just in case. One thing to watch the underside fuselage to wing join. Someone at Hasegawa must have had a brain fart moment because low and behold the join is right in the middle on the fabric. It's not difficult to tidy up with filler but is a bit of a faff because of the "corrugations". Tim
  3. Great work Troy! I think it's not silly to interpret the spinner as a dull red. A friend of mine Søren wrote a self published book on Zulu Lewis and he managed to obtain high quality copies of the photos of R when Lewis was tasked to use the aircraft for the benefit of the press visit. I'll check with Søren and if he doesn't mind I'll scan the photos from his book and send them to you. I think it's almost certainly a section leader thing. 85 had started playing around flight designation colours and whatnot on spinners towards the end of the Sitzkrieg and this carried ov
  4. I think one could even get away with applying the normal late German cross decals, the Croatian wing insignia and some light pastel weathering. They don't appear to be significantly overpainted as just weathered. Not saying your method isn't good but just pointing out for those who perhaps don't feel or want to try overspraying or even those who are brush painters , the pastels method is another option. It's a very attractive scheme and I'd be tempted to do it for a Gustav project.
  5. Troy, one of the things I love about visiting BM is your exhaustive knowledge and passion for the Hurricane, one of my favourite aircraft, so I love your highly detailed explanatory posts and photos exploring the minutiae about all things Hurricane. Such knowledge and information is invaluable to modellers and especially those really skilled modellers who can utilise this information and translate it to their builds. For that reason your information and continued pursuit of all the little bits and pieces about Hurricanes is priceless. As I mentioned above, for a less sk
  6. Hi Troy, My comment above wasn't meant to mean that the old mould is better than the new, rather that the old mould is quite lovely in shape and its rendering of the fabric effect, at least to my eyes. I have the new mould planned for down the line as a 32 Sqn one and the kit looks beautiful, but in the meantime I've been enjoying the old mould. Part of that is probably nostalgia but also, I'm no longer obsessed with 110% accuracy anymore. I'm hardly a master modeller at the best of times so my foibles and lack of ability will always be more noticeable than slight inaccuracies of t
  7. I made the 1/48 Hasegawa Hurricane back in 2006ish ( https://www.arcair.com/Gal7/6801-6900/gal6812-Hurricane-Smith/00.shtm ) and although it builds nicely and in typical "good" Hasegawa kit fashion the fuselage effect is grossly overdone. They also for some utterly ridiculous reason decided to make the lower wing to fuselage join right smack bang in the middle of the fabric effect! I've currently got the old mould Airfix 1/48 Hurri on the go at the moment and even though it's a 40+ year old kit it's blatantly obvious how much better the fabric effect is on this older kit. I've g
  8. The Spitfire and Hurricane ones are brilliant. WingLeader are doing a fantastic job with what they've been releasing. The Battle of Britain Combat Archive is thoroughly worth it if you have more than a passing interest in the subject. I say more than a passing interest as it's already cost me £200 and it's roughly only half way through or a little over that, so it's a fairly serious investment for the series. Saying that, I love it and think it's more than worth the investment.
  9. I have the Mk.II notes (July 1940) if that's any help. I imagine it's the same or similar: DE-ICING EQUIPMENT 42. Windscreen de-icing a) A tank containing the de-icing solution is mounted on the left-hand side of the cockpit directly above the bottom longeron. A cock is mounted above the tank, and a pump and needle valve to control the flow of the liquid are mounted below the undercarriage emergency lowering control. Liquid is pumped from the tank to a spray at the base of the windscreen , from which it is sprayed upwards over the front panel of the screen.
  10. Hi Brian, As Bob mentioned codes were reused as aircraft were lost, transferred or struck off service. Both L6977 and L7013 were coded U. As well as the photo of L6977 crashed in the meadow beside the Rijsdijk dyke, there is also a photo taken later that summer of German engineers clearing away the debris of the crash, and the aircraft is suspended from a crane and the U code is very clear. L6960 was definitely M. Although it exploded in mid-air, the rear fuselage landed in a creek west of Mordplaat. A photo exists of three local village officials (one, the the local po
  11. Hi Stew, It's Tuck's logbook itself! But I posted that early yesterday when I was in a rush and straight up forgot that Tuck had written the code letter first and then the numerical part of the code. So Z3040 should be N3040 (coded QJ-Z). And it's the same with Y3268. This should be N3268 (coded QJ-Y). Sorry for the confusion. Tim
  12. Hi Dennis, A ) Tuck was with 92 until ordered away to command 257 by signal on Wednesday 28th August. Tuck was actually in hospital on this day after getting into trouble with Dornier on the 25th. That day he was in QJ-Y (Y3268). Before this he had flown Z3040 (QJ-Z) a lot although not entirely exclusively. B ) No N3249 was destroyed when it failed to return from an ops with 602 Sqn in 1941 C ) If you want one from the official BoB period then Z3040 as I mention above would suit the bill. If you want a GR coded machine then as I mentioned earlier in this thr
  13. A quick search on Google will bring them up. Colloquially called "desert wellies" they were initially private purchase as the ammo boot was standard issue at the start of the campaign. At some point it appears that a run of them was procured by the British military as broad arrow marked boots exist. Locally procured kit in Egypt for British forces during the war is tricky as records seem to have been either lost or never properly recorded in many cases - it's the reason why the supplier of the initial pattern white SAS beret is to this day sadly unknown.
  14. Like most photos of this nature it's a press or publicity shot. He's wearing what he was wearing around the airfield when the press showed up to take a snap. He's plonked a helmet on so they can take their snap. These sorts of photos are a dime a dozen and whilst looking the heroic part don't actually demonstrate what he would actually fly in. But they look great in the papers back home which is the point!
  15. My point is really that in North Africa what RAF fighter pilots actually flew in had very little range, quite unlike over Europe where there was a greater variety. This was due to conditions in the air, cockpit temperatures quickly built up and as a result the usual clobber was KD tunic, shorts or trousers, flying boots or desert boots, Type B or C helmet, Type D or E oxygen mask, goggles (anything from Mk.IIIs up depending on when the pilot in question had begun operational flying) A silk scarf was usual (most common were Tootal, Duggie, Dunhill, etc). Gloves were often not worn despite the
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