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About rickshaw

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  1. The C-123 Provider in RAAF Service The Fairchild C-123 Provider is an American military transport aircraft designed by Chase Aircraft and then built by Fairchild Aircraft for the U.S. Air Force. In addition to its USAF service, which included later service with the Air Force Reserve and the Air National Guard, it also went on to serve most notably with the U.S. Coast Guard and various foreign air forces. During the War in Vietnam, the C-123 was used to deliver supplies, to evacuate the wounded, and also used to spray Agent Orange. The C-123 Provider entered Royal Australian Air Force service in 1958. Until then, the RAAF’s tactical airlift was provided by C-47 Skytrain aircraft. By that stage, the writing was on the wall, the C-47 was no longer able to provide the service sought by the RAAF although, it simply would not lie down and die. It’s utility however was such that the C-47 still kept on flying. The RAAF had examined other aircraft, such as the Bristol 170 and the Fairchild C-119 but none had measured up. Then along came the C-123. It featured a rear ramp and an uninterrupted floor space throughout the length of the aircraft. The RAAF ordered a half a dozen initially. That was quickly followed up by two dozen. The aircraft arrived in 1964, just in time to be deployed to Vietnam. Replacing the C-47s of initially 35 Squadron, the aircraft deployed to South Vietnam. Forming what became known unofficially as “Wallaby Airlines”, the C-123s became an essential part of the RAAFs effort in Vietnam. Powered by 2 × Pratt & Whitney R-2800-99W Double Wasp with 2,500 hp (1,900 kW) each the aircraft had a top speed of 173 mph (278 km/h, 150 kn) maximum at 10,000 ft (3,048 m). Wallaby Airlines suffered two losses to enemy action in Vietnam. In 1970 with the announcement of the end of the commitment to Vietnam, the C-123s returned to Australia. Once home they formed an essential part of the RAAF’s transport capability in and around the continent of Australia. In 1973, the Oil Shock occured and the experience of operating piston powered aircraft started to become prohibitive. The RAAF began seeking alternatives. The Royal Thai Air Force was doing the same at the same time. In 1976, the Royal Thai government, seeking to extend the life of their C-123 fleet, placed a contract with the Mancro Aircraft Company, supported by the USAF, to convert a single C-123B to turboprop powerplants. Allison T56-A-7 turboprops were used and by the time the aircraft, dubbed C-123T, was complete it had new "wet" wings, an auxiliary power unit (APU) to assist with power movement of the control surfaces, and a heating system for the cargo compartments that also fed a new de-icing system. The RAAF bought similar kits, which were in turn fitted to their own C-123s by the Government Aircraft Factory. The Allison T56 turboprops had the advantage that they were already in inventory, powering the C-130 Hercules transport, so ground crews were familiar with the engine and conversation of pilots was easy. The turboprops were downgraded to only 3,000 hp because of airframe limitations but even that offered 500 more horsepower than the previous piston engines. This increased the top speed to 250 mph. The aircraft depicted is one from 35 Squadron, the original Wallaby Airlines, which is commemorated in the Fin Flash. The Kit The kit is the Roden 1/72 scale C-123. It was a choice between that or the much older Mach2 one. I decided after too many experiences with Mach2 kits to try Roden. In the end, it was nearly as horrid as the Mach2 one would have been I think. It is not a kit I can recommend. The engines were from Flighpath Resins. Painted with a hairy stick with Vallejo and Tamiya acrylics. Decals from the spares box.
  2. Interesting. I wasn't aware of that conversion being available. The difference between it and what I did was there was no turbosupercharger...
  3. Australian Coastguard Turbo-Privateer The Australian Coast Guard was established in 2003. As part of that establishment surplus aircraft were passed from the RAAF and the RAN to the newly formed post guard. The RAAF donated F-28 Friendship transport aircraft. The RAN Curtiss Privateers. The Privateers had come into the hands of the RAN in 1945 as part of a hand over from the USAF. Australia had, at the end of WWII ended up with a huge Lend-Lease credit. It had fed most of the Occupied populations of the Japanese with grain and other agricultural goods. These aircraft had soldiered on for 30 years until retired at the end of the 1980s. The Coast Guard took the Privateers on and had decided to re-engine them with Rolls Royce Darts so as to be common with the their dominant fleet of Friendship transports. In doing so, they created the Turbo Privateer. With the twice the installed power of their original radial engines they were able to fly higher and faster. Considerably faster. They were reconfigured as well as primarily transports to support the far flung bases of the Australian Coast Guard. The Kit. The kit is a Revell Curtis Privateer model, kindly supplied by Kit. The four engines came from kitnut617. This model was then painted with a hairy stick and decals came from the spares box and of course from Kit Speckman.
  4. F4U7 Inline Corsair RNZAF service 1945 The Corsair was in 1942 proving itself in US Navy service. It was powerful, it was fast and it was troublesome. It was subject to “bounce” on landing during sea trials. The US Navy was disappointed in it’s deck landing trials onboard it’s carriers. It was assigned to the Royal Navy and the US Marines or it operated ashore in US Navy units. In 1942, Chance Vought proposed an inline powered version to the USAAF. The USAAF wasn’t interested in what it saw as a discarded US Navy design. However, the US Marine Corps was intrigued at the possibilities. The Allison engine, equipped with a turbo charger was substantially faster that the standard radial engined version. So they ordered 100 of the aircraft. However, it’s development was troubled. The aircraft was found to be a handful. The US Marine Corps refused delivery of the aircraft in 1944 when they were deemed sufficiently well developed for deployment. The Royal New Zealand Air Force was seeking a new fighter at that point. Having been using P-40 Kittyhawks, they had fallen somewhat behind the rest of the world. They wanted to carry the war forward against the Japanese. The F4U7 Corsair repesented a intriguing leap forward and it was cheap as well. Offered the aircraft at little more than a P-40 in price, they took it with alacrity. The F4U7 was ideal. It used a similar engine to what the RNZAF was used to and with a turbosupercharger as well, with which was deemed to offer superior performance. With a top speed of over 450mph at altitude it made it the fastest aircraft in the Pacific region. The Kit Based on a drawing by ysi_maniac: The model consists of a Revel F4U1 kit, coupled with a resin P-38 nose. The decals came from Knightflyer. Painted in Tamiya Acylics with a hairy stick.
  5. Real Life Build - The De Havilland Venom FB.1, 45 Squadron, Butterworth, 1956. In 1948, de Havilland proposed a development of the Vampire, furnished with a thinner wing and a more powerful engine, to serve as a high altitude fighter, designated as the Vampire FB 8. The design gradually shifted, becoming the DH 112 Venom, in order to fill an Air Ministry requirement, Specification F.15/49, which sought a fast, manoeuvrable and capable fighter-bomber to replace the Royal Air Force's (RAF) existing Vampires in that capacity. From the onset, the envisioned role had been intended as an interim fighter-bomber, while the development of aircraft capable of even greater performance had already been anticipated by the service. Although generally similar in appearance to the preceding Vampire, sharing the distinctive twin-boom tail and composite wood/metal structure, the Venom was a completely new design. As originally designed, it was powered by the de Havilland Ghost 103 turbojet engine, which was capable of generating 4,850lb of thrust, considerably more powerful than the earlier de Havilland Goblin that had been used on the Vampire. The Venom adopted a wing designed with a leading edge sweepback of 17.6 degrees, a minimised thickness/chord ratio reduced from 14 per cent to 10 per cent, while the trailing edge was straight; a pair of optionally-fitted wing tip tanks were also designed to be fitted without any negative impact on the aircraft's overall combat maneuvering capability. The Venom FB 1 was powered by a single 4,850 lbf (21.6 kN) thrust Ghost 48 Mk.1 turbojet engine; later marks were equipped with increasingly powerful models. The engine was ignited using explosive cartridges, known as Coffman engine starters; at the time, many operators were not previously familiar with such means of start up. Early production models lacked ejection seats, which was subject to official criticism; in response, later production models were furnished with them. The airframe itself had a relatively short life due to having been designed for its role as a short term interim aircraft pending development of what would become the Hawker Hunter; in Swiss service, where the type was subject to a lengthy service life, several strengthening modifications were performed to more than double its viable lifespan. It was known for its simplicity in construction and relative cost-effectiveness, which contributed to its popularity to export customers. The Kit Yes, this is a 1/72 scale kit. It is an ancient Aeroclub kit which I picked up from Evilbay a few years ago. It was small, simple and quite easily put together in a single evening. What was missing was room for adequate noseweights to stop it being a tail sitter. Thankfully, Aeroclub provided a metal ejection seat and I was able to put some lead foil and a largish metal nut far enough forward in the fuselage to make it sit on it’s nose. It failed to arrive with a canopy so I purchase a Pavla Vampire one which looked the part. Painted in Vallejo Acrylic paints with a hairy stick.
  6. CA-15 “Kangaroo” 76 Squadron, 1950 After successfully transforming the Wirraway into an emergency fighter in 1942 known as the Boomerang, Commonwealth Aircraft Corporation under designer Fred David (an Austrian Jew who had also designed aircraft in Japan before the war) began work on what was to be the CAC 15, a purposed designed interceptor. The Boomerang had suffered because of the choice of engine, which lacking a turbocharger did not supply sufficient power at altitude. The CAC 15 was to fix that. David, impressed by reports of the Fw190 from overseas had originally planned to use a radial engine. However, a shortage of such powerful engines because of the war situation had forced CAC to turn to the inline Griffon engine instead. The Griffon powered prototype however did not fly until 1945, just before the end of the war. It was a successful design and capable of over 448 mph. The RAAF by this time was looking more seriously at alternative designs and decided against the CAC 15, in favour of the P-51 Mustang produced under license in Australia. Jet engined aircraft were also in the offing and possessed superior climb and speed characteristics. However in 1946 100 CAC 15s were ordered as they were superior to the P-51 in climb and speed at extreme altitude. The CA15 as it became officially known equipped three RAAF squadrons in the years 1948 until 1953. Two of those squadrons served as part of BCOFJ (British Commonwealth Occupation Forces Japan) in Japan. They also served briefly in the Korean War as part of the UN forces employed there. They were replaced by Meteor Jet Fighters in 1951. The CA15 was christened with the nickname “Kangaroo” by some wag in the press. This was never it’s official RAAF nomenclature. The Kit The Kit The kit is a CMK resin one. It depicts an aircraft from 76 Squadron RAAF. It has taken over two years to build. It was not a happy experience with two propeller blades breaking and needing replacement. It was brush painted using Vallejo acrylics.
  7. Ah, now I understand what the "notches" are...
  8. I think you are basing that view on a poor description in Wikipedia. I've looked at numerous photos of the R.550 Magic II missile and none of them have what I can discern as "notches" in the aft wings. I think they (and by extension yourself) are referring to are what I would call the middle set of fins, which do have "notches" in them.
  9. All my information says Magic II. All the pictures show Magic II. I therefore am forced to conclude it was the Magic II.
  10. So was I. The RAAF used Magic II R550 missiles on their Mirage IIIOs later in their lives. It was usually just called the "Magic".
  11. MMM, the Mirage IIIO in the RAAF was equipped with the Magic towards the end of it's career with the RAAF. My understanding was that the Magic was a drop in replacement for Sidewinder and required no rewiring as such. If your aircraft was adapted to the Sidewinder, it could carry the Magic.
  12. I'd recommend a saw and a sharp knife. I'd also recommend using dymo tape to keep your cuts straight. I'd then recommend gluing some plasticard to bridge the joints before covering with putty (which ever you prefer) and sanding the whole lot smooth.
  13. I'd recommend cutting the undercarriage bulges off of the fuselage. Then cut the fuselage and after attaching the remaining two fuselage parts, reattach the undercarriage bulges. Then apply plenty of your preferred putty and sand the lot to a smooth finish.
  14. An Alternative History of the Royal Australian Regiment The Australian Infantry Australia was proud of it's military record. World War I and World War II had stood it's infantry forces as it's prime military arm. Korea was a repeat of both those previous conflicts. Korea had been fought on the Korean Peninsular, criss-crossed by narrow steep ridges. The use of anti-tank guns was limited as a consequence. 17 Pdr guns hauled initially by Universal Carriers and then later by large American trucks, the ridges basically defeated the use of the guns. The infantry began to seek alternatives. The self-propelled gun was one obvious one. However, Australia didn't posses any. They tried recoilless rifles as another. Mounted on initially M3 Scout Cars and then later Landrovers, they seem to be a potential answer. However, they still lacked armour protection, particularly against artillery fire. Missiles were still in their infancy and expensive (and unreliable in the eyes of the Infantry) When the RAAC abandoned the use of the M47, the infantry started to think about using them as a sort of self-propelled gun. The RAAC kyboshed the idea. They weren't going to allow a bunch of footsloggers to have tanks! So the infantry went looking for alternatives. In West Germany, they found one. The Jagdpanzerkanone was just appearing. Created using old M47 guns, placed on a new, smaller, lighter chassis it seemed to answer the needs of the Infantry. They took a proposal to Canberra. They intended to purchase Jagdpanzerkanone chassis and take the guns from the scrapped M47s and put them on them. After some humming and harrahing, the RAAC agreed, as long as they were used as SPGs and not tanks. The Infantry finally had mobile anti-tank guns! Equipping the AT Platoon of each Infantry Battalion, the Jagdpanzerkanones went into action. Nicknamed “Jagd's” they proved popular and lasted in service from 1967 until 1989. In 1989, the opportunity became available to replace the Jagd's with something new the Strv 103 or “S” Tank from Sweden. While originally conceived as an MBT it was in the form of an SPG with a gun fixed into the hull. Modern and well equipped, it was at least two generations ahead of the Jagd's. They were also cheap with the end of the Cold War in Europe. After a few years of humming and harring from the RAAC the OK was received. The Infantry ordered 50 vehicles, which because of the time spent debating the acquisition had become even cheaper. The Swedes were happy, Treasury was happy, the Infantry was happy and the RAAC was happy. The Indonesians weren't. The “S” Tank served for over 25 years. The RAAC found it a difficult vehicle to combat. It was equipped with sand shields in Australian service and it's extremely low silhouette made it a hard vehicle to detect or destroy on exercises. They served from approximately 1993 until today. The Kits Revell and Trumpeter. Painted with the a hairy stick using Vallejo acylics, Mouse House enamels. Decal by Kit Speckman.
  15. An Alternative History of the Royal Australian Armoured Corps Part 3 In the meantime relations with Indonesia were restive. A Communist coup occurred in 1965 and Try Sutrismo was it's new leader. The Indonesians immediately received military aid from the USSR and the PRC, including T55 MBTs. Australia became more alarmed at this. They ordered a squadron of M103 heavy tanks from the US, armed with 120mm guns. Finding that the M103 was a “maintenance hog” and not terribly reliable, they sought alternatives. The M60a2 was just becoming available in 1974. They ordered a replacement squadron. It seemed to be the perfect answer with a long range missile/gun. It wasn't. If the tank fired it's conventional gun, the missile guidance system was knocked out of alignment. This problem was never fixed with the consequence that the vehicles were forbidden to fire conventional ammunition. As the Shillelagh missile was comparatively expensive little time was spent on the range and the vehicles quickly became known as “hangar queens”. The M48s were starting to wear out from their harsh service in South Vietnam. The Australian Army looked to replace them in the mid-1970s. Again, they looked to the USA. The M60 standard MBT was by then available. However, the standard M60 was not as good as the promised M60a1. The Army opted to wait until the M60a1 became available. They waited an extra five years until 1980. They then ordered a regiment worth of vehicles, plus spares and specialist vehicles. This came to a total of 150. They began to arrive in 1982. Once more, 1 Armoured Regiment was brought up to strength. M103 M60a2 M60a1 The Kit The kits are Tamiya M60a2 and the M60a1 and a Dragon M103. They are painted with a hairy stick and Vallejo acrylics. The decals are via Kit Spackmen.
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