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rickshaw

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About rickshaw

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  1. rickshaw

    Navy A-7 Corsair with unusual load !

    I first heard about this in connection with the tragedy of Air India Flight 182, which disintegrated on it's Montreal-London-Delhi flight, believed due to a Terrorist bomb in 1985. She was carrying a spare engine being returned to New Delhi after it had been serviced in the US.
  2. There is currently an A-4F kit by Esci for sale on EvilBay if you're interested - https://www.ebay.com.au/itm/Douglas-A4f-Aggressor-scala-1-72-aerei-kit-montaggio/264095264633?hash=item3d7d4def79:g:Sm8AAOSw-uhaUpzE:rk:17:pf:0 The Esci A-4F has a removable hump.
  3. Not difficult. The major difference between the 4G and the 4E was that the G was wired to carry Sidewinders on all four underwing pylons, unlike the E and F before it. The E has the longer nose compared to the earlier versions. The F had an overfuselage "hump", which the G was missing.
  4. rickshaw

    MAN KAT-1 / M1001 Tractor Unit Help please

    You do realise there is a diminishing return for accuracy? I'd settle for an approximate pattern, myself.
  5. rickshaw

    MAN KAT-1 / M1001 Tractor Unit Help please

    Appears to be plenty to me: - https://www.google.com/search?q=M1001+Tractor+Unit&source=lnms&tbm=isch&sa=X&ved=0ahUKEwji09ey7_PdAhUUAogKHZmNCdEQ_AUIDigB&biw=981&bih=651
  6. rickshaw

    MAN KAT-1 / M1001 Tractor Unit Help please

    Go with what seems the most natural - Olive Green, for the USAF vehicles. For US Army ones, I'd do European camouflage. Look at pictures and decide what you want to model.
  7. rickshaw

    MAN KAT-1 / M1001 Tractor Unit Help please

    Going by the few pictures of the cab on the web, I'd suggest it is painted usually the same as the external colour, like most military vehicles are.
  8. rickshaw

    Shorts Tucano TR.3, RAF service, Afghanistan, 2005

    Airfix one would be IMHO streets ahead of the Premier model one.
  9. Per ardua ad astra - Through adversity to the stars – the next 100 years Formed in March 1921, the Royal Australian Air Force is the aerial warfare branch of the Australian Defence Force (ADF). It operates the majority of the ADF's fixed wing aircraft, although both the Australian Army and Royal Australian Navy also operate aircraft in various roles. It directly continues the traditions of the Australian Flying Corps (AFC), formed on 22 October 1912. The RAAF provides support across a spectrum of operations such as air superiority, precision strikes, intelligence, surveillance and reconnaissance, air mobility, and humanitarian support. The RAAF took part in many of the 20th century's major conflicts. During the early years of the Second World War a number of RAAF bomber, fighter, reconnaissance and other squadrons served in Britain, and with the Desert Air Force located in North Africa and the Mediterranean. From 1942, a large number of RAAF units were formed in Australia, and fought in the South West Pacific Area. Thousands of Australians also served with other Commonwealth air forces in Europe, including during the bomber offensive against Germany. By the time the war ended, a total of 216,900 men and women served in the RAAF, of whom 10,562 were killed in action. Later the RAAF served in the Berlin Airlift, Korean War, Malayan Emergency, Indonesia–Malaysia Confrontation and Vietnam War. More recently, the RAAF has participated in operations in East Timor, the Iraq War, the War in Afghanistan, and the military intervention against the Islamic State of Iraq and the Levant (ISIL). It has been equipped with canvas and wire rigged aircraft, World War Two fighters and bombers, post WWII jet aircraft, supersonic fighters and today is poised to take on the F-35 Joint Strike Fighter. However, what of the future after that? I foresee the RAAF becoming equipped with advanced stealth aircraft, invisible to radar and other detection systems, equipped with advanced beyond-visual-range missiles. This model represents one such vision. The Model The model is a modified 1/72 Testors F-19 Stealth Fighter. It has had wings and enlarged canards attached and a new nose, allowing an advanced AESA radar to be fitted. This has improve it’s manoeuvrability and it’s ability to detect it’s targets without being detected. It carries it’s armaments internally, minimising any possibility of them being detected by radar. It is brushpainted and carries “low-viz” roundels printed by Mossie.
  10. rickshaw

    Shorts Tucano TR.3, RAF service, Afghanistan, 2005

    You mean like these?
  11. rickshaw

    Shorts Tucano TR.3, RAF service, Afghanistan, 2005

    Not sure what happened there. Now fixed. My apologies.
  12. Shorts Tucano TR.3, RAF service, Afghanistan, 2005 The Short Tucano is a two-seat turboprop basic trainer built by Short Brothers in Belfast, Northern Ireland. It is a licence-built version of the Brazilian Embraer EMB-312 Tucano. Development of the Tucano started in May 1984 after an agreement between Embraer and Short Brothers to meet a requirement to replace the BAC Jet Provost as a basic trainer with the Royal Air Force. The Royal Air Force issued Air Staff Target 412 to define the requirement for a high-performance turboprop trainer. A shortlist of designs competed for the contract; the other types considered were the Pilatus PC-9, the NDN-1T Turbo-Firecracker and the Australian Aircraft Consortium (AAC) A.20 Wamira II. The first standard production model T.Mk 1 was flown on 30 December 1986 and the official rollout took place on 20 January 1987. A second prototype flew on 10 March 1987, and, by April a third had joined the test fleet for clearance and final testing at Boscombe Down. The fourth build aircraft was the first delivered to the RAF on 16 June 1988 at the Central Flying School,[5] while the last delivery to RAF occurred 25 January 1993. In addition to the revised engine, the major differences of the Shorts Tucano are a strengthened airframe for an improved fatigue life, a cockpit layout similar to the Hawk advanced trainer, a revised oxygen system, a flight data recorder, a four-bladed propeller, ventral airbrake and restyled wingtips. Two Martin-Baker MB 8LC ejection seats are used and the canopy was modified to meet the RAF's bird strike requirements. During its production run, Shorts commonly promoted the airframe as being "100% British-built". In order to meet RAF requirements, the EMB-312 has some 900 modifications reducing commonality with the original aircraft to only 50% In 2001, the RAE (Royal Aircraft Establishment) decided to use the basic Tucano airframe for a trials tactical reconnaissance aircraft. One aircraft was selected and modified. It’s wing tips were extended by six feet on each side and a specialised tactical reconnaissance pod was attached under the fuselage centreline. The rear cockpit was used to house electronics gear. Cruising at 50,000 feet, high over the battlefield the aircraft had an IIR (Imaging Infra-red) system and a Laser Designator housed in a turret at the front of the pod and a small warning radar housed in it’s rear, for defensive purposes. Equipped with a direct datalink to a ground station via satellite, the aircraft was able to perform direct reconnaissance missions under command of the ground commander conducting operations, as well as being able to direct airstrikes using it’s laser designator to guide bombs onto the target. With the commitment of British forces to the war in Afghanistan, the RAF decided to undertake combat trials with the aircraft. These were most successful and within a year, a squadron had been formed to undertake operations with the now designated Tucano TR.3 aircraft. 12 airframes were selected for conversion. The only noticeable differences were the extended wingtips and the metal cover over the rear cockpit. The Model The model is a 1/72 scale Premier Models Shorts Tucano. It has been brushpainted and the decals came from the spare box. It’s wingtips have been extended with plasticard and the rear cockpit painted over. The decals came from the sparesbox, as did the pod on the centreline. The observation turret at the front is a fishing weight.
  13. Westland Wirly-Wirly TF.III, Fleet Air Arm, Indian Ocean, 1943 The Westland Whirlwind was a British twin-engined heavy fighter developed by Westland Aircraft. A contemporary of the Supermarine Spitfire and Hawker Hurricane, it was the first single-seat, twin-engined, cannon-armed fighter of the Royal Air Force. When it first flew in 1938, the Whirlwind was one of the fastest combat aircraft in the world, and with four Hispano-Suiza HS.404 20mm autocannon in its nose, the most heavily armed. Protracted development problems with its Rolls-Royce Peregrine engines delayed the project and few Whirlwinds were built. During the Second World War, only three RAF squadrons were equipped with the Whirlwind but despite its success as a fighter and ground attack aircraft, it was withdrawn from service in 1943. Westland's design team, under the new leadership of W. E. W. "Teddy" Petter (who later designed the English Electric Canberra, Lightning and Folland Gnat) designed an aircraft that employed state-of-the-art technology. The monocoque fuselage was tubular, with a T-tail at the end, although as originally conceived, the design featured a twin tail, which was discarded when large Fowler flaps were added that caused large areas of turbulence over the tail unit. By the employment of the T-tail, the elevator was moved up out of the way of the disturbed airflow caused when the flaps were down. Handley Page slats were fitted to the outer wings and to the leading edge of the radiator openings; these were interconnected by duraluminium torque tubes. In June 1941, the slats were wired shut on the recommendation of the Chief Investigator of the Accident Investigation Branch, after two Whirlwinds crashed when the outer slats failed during hard manœuvering; tests by the A&AEE confirmed that the Whirlwind's take-off and landing was largely unaffected with the slats locked shut, while the flight characteristics improved under the conditions in which the slats normally deployed. Despite the Whirlwind's promise, production ended in January 1942, after the completion of just two prototypes and 112 production aircraft. Rolls-Royce needed to concentrate on the development and production of the Merlin, and the troubled Vulture, rather than the Peregrine. Westland was aware that its design – which had been built around the Peregrine – was incapable of using anything larger without an extensive redesign. After the cancellation of the Whirlwind, Petter campaigned for the development of a Whirlwind Mk II, which was to have been powered by an improved 1,010 hp Peregrine, with a better, higher-altitude supercharger, also using 100 octane fuel, with an increased boost rating. This proposal was aborted when Rolls-Royce cancelled work on the Peregrine. Building a Whirlwind consumed three times as much alloy as a Spitfire. In 1940, the Royal Navy Fleet Air Arm took an interest in the Whirlwind. However, they needed a more reliable and more easily available engined version than the one powered by the Peregrine. They needed a new, fast torpedo strike aircraft for operations from their carriers. The Whirlwind seemed ideal for that, being small and while twin engined, they felt it could be operated from carriers without too much trouble. Westlands were happy to entertain their desires and created the Whirlwind Mk.III, powered by the most powerful engines used on the type, the Bristol Hercules radial, rated at 1,356 hp (1,012 kW) at 2,750 rpm at 4,000 ft (1,220 m). Initially armed with the same nose mounted four 20mm cannon, these were soon moved to the outboard wing leading edge to make room for radar equipment and to help balance the aircraft. Equipped with a second crewman to act as a navigator and later radar operator, the aircraft was extended some 8 feet in length for the second crewman, situated in a tandem cockpit behind the pilot. Equipped with folding wings, to reduce it’s stowage width, the Whirlwind could carry an 18 inch airborne torpedo under it’s wing centre section. Renamed the “Wirly-Wirly” by Westlands in the hope that they would be able to sell them to the Australians (“Wirly-Wirly” is an Aboriginal word meaning, “Whirlwind”), the aircraft sailed through it’s acceptance trials with ease, outperforming all the Fleet Air Arm’s single-engined aircraft. However, the RAAF had decided to adopt the Bristol Beaufighter instead as they could then utilise the tooling they had created to build the British Beaufort. Coming aboard the Fleet’s carriers in numbers in mid-1941 it saw limited service in the North Atlantic before sailing for the Indian Ocean in light of the rapidly increasing Japanese threat. In 1942, when the Imperial Japanese Navy made it’s foray into the Indian Ocean after it’s attack at Pearl Harbor against the US Navy, they were met by two squadrons of Wirly-Wirlies, operating from land bases in Ceylon. Attacking the IJN Carrier force in conjunction with Vickers Wellington torpedo bombers, redeployed from Malta for the emergency, they sank one carrier and damaged two others. Able to defend themselves against the agile Mitsubishi Zero fighters with their four 20mm cannon they lost only five aircraft from their numbers during the brief campaign against the Japanese Navy. The Model I have spoken on several forums about the possibility of adding Hercules engines to the Whirlwind airframe instead of the existing Peregrine engines. I purchase both an 1/72 Airfix Whirlwind kit from Evilbay and a set of replacement Hercules engines from High Planes Models. I assembled and then removed the Peregrine engines from the Whirlwind and affixed the Hercules engines. The Hercules was aboue four millimetres greater in diameter so I built up the rear part of the engine nacelles to match using putty. I then sawed the outer wing panels off and created some “hinges” using a paperclip. I then cut the existing fuselage just at the level of the instrument panel, inserted a piece of brass tube and glued the nose cone back on. I filled the holes for the cannon and drilled new ones in the wing leading edge on the outer wing section. From the spares box I used some brass 20mm cannon intended for a spitfire. The cockpits were scratchbuilt and I used from EvilBay a set of Tempest Mk.I cockpits. The 18in Torpedo came from an Airfix Beaufighter courtesy of Chris. Hey presto! A Westland Wirly-Wirly was created!
  14. P-51H Mustang, RAAF, Operation Coronet, 1946 The P-51H (NA-126) was the final production Mustang, embodying the experience gained in the development of the XP-51F and XP-51G aircraft. This aircraft, with minor differences as the NA-129, came too late to participate in World War II, but it brought the development of the Mustang to a peak as one of the fastest production piston-engine fighters to see service. The P-51H used the new V-1650-9 engine, a version of the Merlin that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW). Differences between the P-51D included lengthening the fuselage and increasing the height of the tailfin, which reduced the tendency to yaw. The canopy resembled the P-51D style, over a raised pilot's position. Service access to the guns and ammunition was also improved. With a new airframe several hundred pounds lighter, extra power, and a more streamlined radiator, the P-51H was faster than the P-51D, able to reach 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m). The P-51H was designed to complement the P-47N as the primary aircraft for the invasion of Japan, with 2,000 ordered to be manufactured at Inglewood. Production was just ramping up with 555 delivered when the war ended. Additional orders, already on the books, were cancelled. With the cutback in production, the variants of the P-51H with different versions of the Merlin engine were produced in either limited numbers or terminated. These included the P-51L, similar to the P-51H but utilising the 2,270 hp (1,690 kW) V-1650-11 engine, which was never built; and its Dallas-built version, the P-51M, or NA-124, which utilised the V-1650-9A engine lacking water injection and therefore rated for lower maximum power, of which one was built out of the original 1629 ordered, serial number 45-11743. Although some P-51Hs were issued to operational units, none saw combat in World War II, and in postwar service, most were issued to reserve units. One aircraft was provided to the RAF for testing and evaluation. Serial number 44-64192 was designated BuNo 09064 and used by the U.S. Navy to test transonic aerofoil designs and then returned to the Air National Guard in 1952. The P-51H was not used for combat in the Korean War despite its improved handling characteristics, since the P-51D was available in much larger numbers and was a proven commodity. Many of the aerodynamic advances of the P-51 (including the laminar flow wing) were carried over to North American's next generation of jet-powered fighters, the Navy FJ-1 Fury and Air Force F-86 Sabre. The wings, empennage and canopy of the first straight-winged variant of the Fury (the FJ-1) and the unbuilt preliminary prototypes of the P-86/F-86 strongly resembled those of the Mustang before the aircraft were modified with swept-wing designs. Australian Production of the P-51 In November 1944 the Australian government decided to order Australian-built Mustangs, to replace its Curtiss Kittyhawks and CAC Boomerangs in the South West Pacific theatre. The Commonwealth Aircraft Corporation (CAC) factory at Fishermans Bend, Melbourne was the only non-U.S. production line for the P-51. In 1944, 100 P-51Ds were shipped from the U.S. in kit form to inaugurate production. From February 1945, CAC assembled 80 of these under the designation CA-17 Mustang Mark 20, with the first Australian-built aircraft flying on the 29 April 1945 and the first aircraft was handed over to the RAAF on 31 May 1945. The remaining 20 were kept unassembled as spare parts. In addition, 84 P-51Ks were also shipped directly to the RAAF from the USA. In late 1946, CAC was given another contract to build 170 (reduced to 120) more P-51Ds on its own; these, designated CA-18 Mustang Mark 21, Mark 22 or Mark 23, were manufactured entirely in-house, with only a few components being sourced from overseas. The 21 and 22 used the American-built Packard V-1650-3 or V-1650-7. The Mark 23s, which followed the 21s, were powered by Rolls-Royce Merlin 66 or Merlin 70 engines. The first 26 were built as Mark 21s, followed by 66 Mark 23s; the first 14 Mark 21s were converted to fighter-reconnaissance aircraft, with two F24 cameras in both vertical and oblique positions in the rear fuselage, above and behind the radiator fairing; the designation of these modified Mustangs was changed from Mark 21 to Mark 22. An additional 14 purpose-built Mark 22s, built after the Mark 23s, and powered by either Packard V-1650-7s or Merlin 68s, completed the production run of P-51D/Ks. All of the CA-17s and CA-18s, plus the 84 P-51Ks, used Australian serial numbers prefixed by A68. In October 1945, CAC began to also produce a limited run of P-51Hs, which it also held the license for. Intended primarily as Reconnaissance machines, they were equipped with two cameras in the rear fuselage – a vertical and an oblique one, which could be fixed to point out either the port or starboard side of the rear fuselage behind and below the cockpit. When Operation Coronet the invasion of the Japanese island of Honshu, the RAAF was requested to contribute aircraft to the invading force. The RAAF responded by allocating three squadrons – two fighters (77 and 76 Squadrons) equipped with P-51D/Ks and one reconnaissance (87 Squadron) equipped with P-51Hs. The USAAF was delighted to have them come onboard, operating from initially Okinawa and later Kyushu, they ranged far and wide over the Japanese home islands. In October 1953, six Mustangs, including A68-1, the first Australian built CA-17 Mk 20, were allotted to the Long Range Weapons Development Establishment at Maralinga, South Australia, for use in experiments to gauge the effects of low-yield nuclear atomic bombs. The Mustangs were placed on a dummy airfield about 0.62 mi (1 km) from the blast tower on which two low-yield bombs were detonated. The Mustangs survived intact. In 1967, A68-1 was bought by a U.S. syndicate, for restoration to flight status and is currently owned by Troy Sanders. The Model The model is a High Planes kit, with markings from EvilBay. It has been brushpainted with the invasion stripes intended to be used during Operation Coronet for recognition purposes. You will note the way the stripes have been painted, representing the hand painted stripes which would have been used in real life.
  15. OV-10 Bronco, Sultanate of Oman Air Force, 1975, Oman Oman (/oʊˈmɑːn/ ( listen) oh-MAHN; Arabic: عمان‎ ʻumān [ʕʊˈmaːn]), officially the Sultanate of Oman (Arabic: سلطنة عُمان‎ Salṭanat ʻUmān), is an Arab country on the southeastern coast of the Arabian Peninsula in Western Asia. Its official religion is Islam. Holding a strategically important position at the mouth of the Persian Gulf, the country shares land borders with the United Arab Emirates to the northwest, Saudi Arabia to the west, and Yemen to the southwest, and shares marine borders with Iran and Pakistan. The coast is formed by the Arabian Sea on the southeast and the Gulf of Oman on the northeast. The Madha and Musandam exclaves are surrounded by the UAE on their land borders, with the Strait of Hormuz (which it shares with Iran) and Gulf of Oman forming Musandam's coastal boundaries. From the late 17th century, the Omani Sultanate was a powerful empire, vying with Portugal and Britain for influence in the Persian Gulf and Indian Ocean. At its peak in the 19th century, Omani influence or control extended across the Strait of Hormuz to modern-day Iran and Pakistan, and as far south as Zanzibar. As its power declined in the 20th century, the sultanate came under the influence of the United Kingdom. Historically, Muscat was the principal trading port of the Persian Gulf region. Muscat was also among the most important trading ports of the Indian Ocean. The Sultan Qaboos bin Said al Said, has been the hereditary leader of the country, an absolute monarchy, since 1970.[8] Sultan Qaboos is the longest-serving current ruler in the Middle East, and third-longest current reigning monarch in the world. Jebel Akhdar War Jebel Akhdar War (Arabic: حرب الجبل الأخضر Ḥarb al-Jebel el-ʾAkhḍar) or Jebel Akhdar rebellion broke out in 1954 and again in 1957 in Oman, as an effort by Imam Ghalib Bin Ali to protect the Imamate of Oman lands from the Sultan Said bin Taimur; the rebellion was supported by the Kingdom of Saudi Arabia and Egypt. The war continued until 1959, when the British armed forces intervened on the Sultan's side, helping him win the war. Since 1959, Oman’s defence forces have been heavily influenced by British interests in the region, with many ex-members of the British Armed Forces serving under contract to the Omani government. In 1971, Sultan Qaboos bin Said al Said, decided because of the lack of availability of aircraft suitable for use in the sorts of operations that his forces were engaged in, in Omani territory, they would purchase aircraft from the United States of America. The OV-10 Bronco, designed as a light strike aircraft and having seen service in South Vietnam against Communist forces there, appeared ideal. Twelve aircraft were initially purchased, followed by another twelve two years later. Equipped with four L7 GPMGs, bombs or rockets and ECM pods, the aircraft were suitable for use by the Omani Defence Forces to quell any resurrection of the Jebel Akdar War. The Model The model is a standard 1/72 Academy OV-10A Bronco aircraft, brushed painted with decals from the spares box.
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