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LanceB

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  1. Hardly practical. Raised panel lines on a kit (made by recessed panel lines in the mold can't just be replaced by recessed panel lines on the same model. Recessed panel lines on a model require raised panel lines on the inside of the mold. If the mold has already been cut with recesses for molding raised panel lines, the options for "replacement" are: weld a new layer of metal over the inner surface of the mold and make a new master die for the spark erosion process to resurface the mold, leaving raised lines. The metal that forms those lines would be the remnants of the welded-on metal and would certainly not last through the resurfacing process let alone a production run of any quantity. Or, Make a new master die with recessed panel lines that is slightly overscale, and use that to spark erode the mold surface down past the bottoms of the recessed panel lines in that mold, and then keep going past that depth all around those panel lines in order to leave raised panel lines in the mold. Monogram did the latter with their 1/48 P-51B kit back in the day, for the Promodeller release. The resulting kit was widely derided for being a "fat" Mustang, although with recessed panel lines. You can "fairly easily" convert a mold for a kit with recessed panel lines (on the kit) to one with raised panel lines (on the kit). You cannot easily do the reverse without serious sacrifices to the quality of the final kit.
  2. Howard Hughes re-engined his copy with R-2600s, and decals for his aircraft are in the S-307/SB-307B boxing, so I would guess those are supposed to be R-2600s and not R-1830s?
  3. Silly question, but what exactly could Her Majesty's Revenue and Customs do to an overseas company that shipped to private individuals and refused to collect British VAT? I would think they would have zero ability to penalize the makers, about all they could do is seize packages at the border, but how would they know if taxes had been collected if said monies are not due then and there, but "next quarter"?
  4. Sorry 'bout that, I was in the process of responding to Edge when you did.... Well, to be fair to the Czechs, the Matchbox kit is quite a bit older than their country, they may not have noticed the cave paintings depicting it being thrown at whooly rhinocerii
  5. Hi Dennis, thanks for that, now that I know where to look I can see it in some pics of operational GR.1s. Although, I seem to see more pics of early GR.1s with the NLG doors open and that t-handle access panel closed than I do with the doors open AND the t-handle access also open. Perhaps the procedure changed over time? Hopefully not as the result of someone getting sandwiched in there. That's also quite different from the later arrangement, you can see the t-handle just in front of the intake in this pic: http://data3.primeportal.net/hangar/bill_spidle2/av-8b_164566/images/av-8b_164566_39_of_40.jpg It was flush with the cockpit skin when retracted, there was no panel over it, and it was not necessary to open the doors to install the NLG downlock pin. When I worked on Harriers, the doors were normally left shut unless we needed to get in there no check something, like the nose puffer duct or NLG hydraulics. Other than that, we left them alone as there was nothing in there we needed to see routinely, unlike the MLG bay that we had to inspect daily before flight. And of course, opening and closing the MLG doors was a manual operation best given to the new guy in the shop as one of his first tasks on the line.
  6. I am in the process of building the new Kinetic Harrier GR.1, and have a silly question: the NLG doors were normally open on the ground, but I also know they operated the same as the AV-8Bs I used to help maintain. Which is to say, when the gear is extended the doors close automatically by hydraulics. On the Bs if you wanted to get into the nose gear bay for maintenance, you had to operate the "T Handle" (as we called it) on the port side of the nose: push the button in the middle of it, the handle would pop out, then you gave it a twist to release hyd pressure and let the doors open. You also had to push that back in before flight or the doors would not close even with pressure on the system. Normally, if we opened the doors, we left that handle out and the plane captain would close it as part of the preflight check. If you were doing maintenance you didn't want to be in the bay with that handle closed "just in case" - if there was pressure in the system it would close the doors on you! However, when I started looking at pics of GR.1/3 aircraft, I couldn't see that "T Handle" anywhere. Was there one, or was it inside the cockpit? And, if it was external like on the Bs/GR.5/7/9 etc., where was it and was it left out as was our SOP?
  7. Thanks Bob, so I shall get the Reskit ones with 117 tails and... you will become a close relative? And thanks, @Selwyn, for your advice as well, I was hoping when I posted this that you'd chip in.
  8. Thanks for all the responses. So if I have this right: 114 tail / 947 tail fuse - for bombs dropped from altitude, more likely to be seen on large bombers 117 tail / 951 tail fuse - developed in late-60s for tactical, low-level use , so more likely to be seen on tactical aircraft like Harriers and Jags? Although they could also carry bombs with the 114 tail and 947 tail fuse. So, given that I normally build tactical aircraft and not V bombers, if I was looking at aftermarket bombs (Res/kit) I guess I should stick with the 117 tail. Thanks!
  9. 114 tail / 947 tail fuse and 117 tail / 951 tail fuse: which is applicable for what period, please? I have searched around, and learned that the 951 tail fuse is a later model that supposedly fixed some issues with the 947 (at least in low level usage), however in RAF usage was there some point in time one could use to say "a plane before this date probably carried bombs with 114 tails and 947 tail fuses, after this date most likely used 117 tail / 951 tail fuses"?
  10. I wonder if for those with AMS and the Frog kit in their loft the best option might not be to fit the Frog engine nacelles and spinners to the AZ kit...
  11. H.S./BAe Harriers had 8 doors (as in the kit), MacAir Harriers had 7. So GR.1/3/AV-8A/AV-8C/SHAR and all related family models = 8 doors. AV-8B/GR.5/7/9 and allrelated family models = 7 doors. MacAir Harrier inlets are also larger, combined with the lower number of doors means larger doors than on the earlier models. HTH
  12. Tamiya does not produce a 1/72 Phantom, of any variant. These are original FineMolds toolings.
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