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Ologist

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About Ologist

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  • Birthday 11/11/1960

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    Yorkshire W.R.

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  1. As has been well documented, the fuselage is too wide to fit between the lower wings. Narrowing the fuselage might just be possible, but would create fit issues everywhere else, so the only viable option, as others have done, is to cut the lower wing unit in half and fill the resultant gap on the centreline. The problem with this is that the two spars linking the wings give structural rigidity, and it will be very difficult to get both wings properly aligned with each other if treating these as separate units - there's not a lot in the way of contact points with the fuselage anyway.
  2. And so to business Straightforward assembly of the cockpit and the gorgeously detailed engine, and painting of both. So far so good, the first problems occur when trying to fit both assemblies to the fuselage. I think the engine might well be the root of most of the D.VII's problems. The multipart Mercedes is almost certainly a scale replica. As such, its not going to fit within the excessive thickness of an injection moulded cowling. I can envisage a situation where Roden's design people realised this, and compensated by making each of fuselage halves (moulded on their own sp
  3. So what is the collective opinion of Roden's DV.II? Reviews and other builders experiences have suggested the following The lower wing doesn't fit the fuselage The fuselage is too long The fuselage is too wide The engine doesn't fit The radiator doesn't fit The axle wing is not wide enough There are some consistent moulding flaws and a rather sweeping 'nothing fits' It's almost an offputting list, and the question arises again - why not build Eduard's version(s) instead? Eduard go down the alternative route of including t
  4. Its taken me a long time to commit to my first work in progress, and have have to state now that my usual rate of progress is at best stately, at worst 'still life' So it would be sensible to start with something relatively straightforward. At lest that's what I told myself. But I didn't listen, and instead decided to take the challenging path, namely: There have been several excellent built examples of Roden's small scale D.VII shown in the ready for inspection section here, from the the descriptions no one was in too much of a hurry to repea
  5. Sometimes we need to take the easy route - another lockdown wasn't going to give me any more time for challenging' projects, so why not start the year with something foolproof in its simplicity. Things don't come much more reliably straightforward than the Airfix Mk.I Spitfire, A relaxing build, everything fits as it should, with only a tiny amount of filler used for the lower cowling and fuselage/rear wing joint. Decals are from Xtradecals X72117 Battle of Britain 70th Anniversary sheet, representing K9899 LO-H of 602 Squadron, based at Drem, East Lothian in early June 1940. Apparen
  6. It might be a tad heavier than before with the new resin extremities, but it does go to show that the 'one before last' Airfix Spitfire was basically very good in outline, if a bit unsophisticated in details. The quality of rescribing from the original refurbishment is rather impressive. Jonathan
  7. That's absolutely sublime. And to keep everything so straight during the rigging is an incredible feat. Jonathan
  8. Most of us are familiar with the term 'limited run' and its connotations for more challenging builds. So presumably the opposite would be 'unlimited' run, and Revell's venerable Sopwith Triplane as been in and out of production for more than 55 years. For most of that time is was the only option for 1/72, until the advent of 21st Century versions from Kora. If its age should command some respect, this is tempered by the mould being absolutely shot, sharpness must have gone long ago, and oddly most parts seem shrunken. The kit must have repaid its investment many times over my now, so ought to
  9. Thanks everyone for their kind comments I would reiterate the S&M Viscount has an unjustified reputation as being difficult or inaccurate. The engineering is sound, and everything fits together pretty well. As regards accuracy, the one tweak that makes all the difference to the overall appearance is to flatten and the angle of the top top front of the cockpit. Two minutes with a sanding stick to introduce a bit more curvaceousness is time very well spent. Reshaping the nose and adding an extra 1mm to the nosewheel leg are secondary. Of course, a desirable extra woul
  10. That's very nice indeed - and perfectly straight and aligned rigging. Looks lovely. Jonathan
  11. Commercial aircraft are not my usual fayre, but a change is as good as a rest (and the horrors of Eastern Express's original Boing 737 have faded from memory). There must be literally thousands of S and M's Viscount 800 in circulation, and whilst crude in places, they are easily improved and offer a nice canvas for the multitude of aftermarket decals available. This one is adorned with Classic-Airlines offering, a personal nice reminder of 1970s departures from East Midlands Airport for holidays in the Channel Islands and slightly more exotic locations. Nose reshaped with Milliput, o
  12. A model that is started and finished in the same calendar year is a notable event for me, the fact I've only taken three months over this must define it as a quickbuild. Mac Distributions Fokker D.VII (OAW). Purchased in Prague for 245Kc according to the sticker on the box, the equivalent of £7.80 at present exchange rates, Hannants has this in stock for exactly twice this price. It must have lived in the stash for 14 years, as I've only ever been to Prague once, an unforgettable trip, luggage didn't arrive until 24 hours after us, broke a toe on the first evening......
  13. I can't take too much credit for the canopy painting. After about three days of trying to cut Tamiya tape masks (the canopy still bears a couple of scars) I discovered Pmask do a set specifically designed for this model. My relief cost a mere £2.40 from Hannants.
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