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Sabrejet

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  1. This is the Barrier Guard, installed forward of the windshield on the RH/starboard side: it was only installed in BuNo 135774 thru 135812, and removed as part of Service Change No.77.
  2. Canopy: the area aft of the ejection seat is less busy than on most F-86s. At the aft end, the main part visible is the cylindrical Cabin Pressure Regulator (Item 8 below): Whilst at the forward end, the U-shaped aerial for the AN/ARN-14 radio is a prominent feature. It was mounted onto the seat armour plate and therefore did not move aft when the canopy was opened: Photos don't show it very well, but I've highlighted it as best I can in the following photos (USN Official):
  3. Some landing gear illustrations - Main Landing Gear: Nose Landing Gear: note that it's called "Auxiliary Alighting Gear" here. I'm OK with "Alighting Gear" but have never seen nose landing gear referred to as "Auxiliary".
  4. Interesting: the same usually applies in Air Force terminology, where for instance "replace" has a very different meaning to "refit". On a similar subject, is my use of the term "deckhand" above any where near correct? (I'm assuming not ).
  5. Very kind of you to say so Beardie: it's proving to be an enjoyable build so far - which for me is the main thing.
  6. Tailspin: many thanks. I'll go through the effectivity of the barrier guard in a later post. These FJ-3s are interesting from the point of view of configurations and new or deleted features. Not sure why the use of 'pendant' for the hold-back device but I suspect that they were running out of nomenclature! I have a schematic which I'll post some time, which maybe uses a different term.
  7. Moving along a bit, I've trimmed the panel a bit and done a few fit checks on the WNW fuselage. I've also decided to use the crankcase of the WNW Falcon engine, but only so that I can mount bits to it and also have a representation of the sump. The engine obviously needs to be shortened, and since I had made the initial fore-aft former part of the engine frame a solid piece, I have had to thin the halves of the engine commensurately to get the correct width when sandwiching the plasticard former between the two engine halves. Does that even make sense? Hopefully so. I have also reshaped the kit oil tank at placed it on the firewall (as per Arab), since it will be visible through the two aft/upper panel vents. Again, it sandwiches the fore-aft former. Nothing like making things difficult eh? So with that in place, I used the National Archive Arab drawings to correctly place the tops of the crankcase at the correct angle and location so that the 'vee' is right. To check that it will all look OK, I made up some oversize mockup cylinder blocks, which will also allow me to see how much I need to pare off etc. These mockup blocks are just tacked in place with a dab of liquid cement and will be discarded as soon as I can get my head round the key faces/locations etc. Looking OK so far with the top cowling in place: I still need to remove the bottom half of the top cowling, but for now it lets me see that the holes in it (those for the cylinder heads) are in the right place and the correct size.
  8. A few more bits from the aft fuselage, starting with the arrestor hook and associated doors: And the speed brakes: Also a few odds and ends of associated Ground Equipment. Photos are via Tailhook Assoc/NMNA. Firstly the wing stays: And a dedicated aft-towing arm: And finally an adaptor assembly for use with a standard engine change trolley:
  9. Turning to the underside, there were (aside from the arrestor hook, which I will cover later), four notable items: (1) - Barrier Pickup Tube, (2) - Catapult Hook, (3) - Catapult Holdback Pendant, and (4) - Tail Bumper (see below annotated USN Official photo): The Barrier Pickup Tube was designed to extend when required, to provide better barrier engagement in the event of a barrier-arrested landing. It was red/white striped in the same way as the arrestor hook (photos JMG Gradidge, USN Official and Tailhook Assoc): The Catapult Hook was a fixed item, attached to the Centre Wing Box and on early aircraft in a tapered fairing; but on most/later FJ-3s, housed in a parallel-sided fairing as per the annotated photo above. See following photos (courtesy Tailhook Assoc), with tapered version first and parallel-sided version following. The Catapult Holdback Pendant is rarely-seen, but when required, was used to hold back the aircraft against the catapult force until a pre-determined load, at which time a frangible portion of the Holdback Cable (attached to the aircraft carrier deck) would break, allowing the aircraft to surge forward with more impulse than if the catapult had just been fired alone. The Holdback Cable was attached to Item 17 in the second illustration below, and the Holdback Pendant, hinged at it forward end, was sprung-loaded towards the shut position. When the Holdback Cable broke, there would be a small part of the frangible portion retained in the Holdback Pendant, which had automatically sprung shut. Upon landing it would be opened by a deckhand, who would remove the frangible part and repeat the operation. The Holdback Pendant is never easy to see, but I have highlighted it (red dotted line) in the below photo (photo Mark Nankivil): And here an idea of how the Catapult Hook and Holdback Pendant worked in service: And finally, a quick illustration of the Tail Bumper:
  10. Here is what I have on the Splitter Elevator (I have looked at Steve Ginter's FJ-3 book also - and it seems to agree with the summation I made above regarding it being a late modification. I've known Steve for a long time and recommend his book by the way). Here are three in-service tails, including a very late model FJ-3M (BuNo 141395) - all wearing the Splitter Rudder but not the elevator (Photos via Gradidge, Tailhook Assoc and NMNA): And here three withdrawn from service/preserved tails, with the VMF-333 a/c BuNo 135883 struck off Navy charge pre-1960 (Splitter Rudder/smooth elevator) and the two preserved examples being (middle - Spiltter Rudder/smooth elevator) BuNo 141393 of Sabre Society of NC, which was struck off charge on 16th October 1963 and the above-mentioned Planes of Fame example, which is actually BuNo 135867 but painted as "141435" in spurious VF-73 colours. This machine was struck off charge on 12th February 1964. So in summary, I'd first suggest that you check photographic references if modelling a particular aircraft and secondly I would strongly suggest that unless you are doing a Reserve aircraft from post-circa 1960 it will not have the Splitter Elevator. Forgot to add that, as seen on BuNo 141393 of Sabre Society (struck off charge on 16th October 1963), not even all the aircraft in service at that late date had the Splitter Elevator.
  11. Jonners, No I hadn't - but beware of preserved aircraft in terms of configuration and colours: The PoF Fury wears a spurious identity and a colour scheme never worn by that specific airframe.
  12. Typically, I have found a couple of photos showing the Splitter Elevator, but only on very late-service Navy Reserve a/c. I can't find it on any frontline Navy FJ-3 or 3M and suspect it was a late (circa 1960 or later?) modification. I'll do a bit more digging and get back on that one. For now I'd say that for the vast majority of FJ-3 models, the correct combination is either smooth rudder/smooth elevator or Splitter Rudder/smooth elevator. Unless you are doing a Navy Reserve FJ-3/F-1C then you won't have the Splitter Elevator. It also was not installed in production, so even the final production FJ-3M had the smooth elevator.
  13. Might do an F-86H detail rundown when I get a chance. The 'H' (Last of the Sport Models) is one of my favourite versions.
  14. Fuselage, starting from the back: Early FJ-3s had a plain, smooth-skinned rudder up to BuNo 139229: (photo Howard Levy) A Splitter Rudder (this is the official Navy/NAA term) with visible ribbed skin was introduced from BuNo 139230 onwards. The Splitter Rudder was retrofitted onto earlier aircraft. NOTE: I have read that the elevator was similarly modified but can find no documentary or photographic evidence of this. (photo JMG Gradidge) All FJ-3s had facility to tow aerial targets and a single pickup/hook/release was located on the aft fuselage, aft of the tail bumper, and on the RH/starboard side. Highlighted in the following photo (US Navy official), which also nicely demonstrates the wing leading edge camber of 6-3-winged FJ-3s. A close-up of the tow target hook (photo courtesy Mark Nankivil), and also good detail of the tail bumper:
  15. To finish off the wing bits. Again any photos are US Navy Official or NMNA. All FJ-3s were able to be fitted with an in-flight refuelling probe, installed on the LH/port wing, just inboard of the wing tank pylon. The probe was not always fitted. All FJ-3s had pylons for carriage of 200-gallon drop tanks. Pylons were just inboard of the wing fold at BL 78.25. Note the rarely visible sway brace inboard (Items 34 thru 40 on Figure 43 and highlighted in photo) FJ-3 BuNo 136118 and subsequent had a second wing pylon, inboard of the drop tank pylon at BL 40.24 and these aircraft could carry Sidewinder AAM’s (Sidewinder-equipped aircraft were later designated FJ-3M from NAA model NA-215). The Sidewinder pylon fit comprised a MOD-D2 Missile Launcher (Item 1 in Figure 303 below), a MOD-3 Pylon(Item 2), and a Beam Assembly, 500-lb (Item 9). Finally a couple of configurations which were available, but I'm not sure were ever used: 1. Outboard pylons could be configured for “External Stores Package” (BuNo 136118 onwards): 2. All four pylons (applicable aircraft) could be configured to carry 500-lb bombs, with each station (inbd/outbd) having slightly different fwd & aft pylon fairings. (BuNo 136118 onwards) - outboard at top, inboard pylon at bottom: More in a bit, but that covers the wing - apart from the wing fold that is!
  16. (All images are US Navy Official, NAA Official or NMNA below) I'll start with the FJ-3 wing. There were 3 basic variants: 1. Early FJ-3: narrow-chord wing with slats (BuNo 135774 thru 136117) 2. "version 1.5" wing - as above but with x5 barrier engagement devices on wing leading edge (BuNo 135774 thru 136028 or later). 3. Later FJ-3: 6-3 unslatted leading edge with fence and camber; retaining engagement devices (BuNo 136118 and on) The 6-3 wing leading edge was later installed as a modification on many earlier FJ-3s. Incidentally, the overall dark blue factory finish gave way to gull gray over white in production some time after 136028. So in photos: Wing 1: Wing 2 ("version 1.5") with barrier engagement devices on leading edges (small fence-like pieces) - 4 on slats and 1 on inboard leading edge: Wing 3 (image mirrored to better demonstrate differences): Two Parts Catalog views to show the outer wing differences. Note particularly the camber on Item 8 in the second (Wing 3) drawing: At the inboard end, the Wing 1 and Wing 3 (slatted and '6-3') meant that the ammunition door/step was changed (very much like on the slat/6-3 F-86s), with the wing fillet part of the door on slatted wings and a separate piece on 6-3: Another lesser item: on the RH/stbd wing, inboard there was a gun camera, which was deleted on 6-3-wing FJ-3s. The window for the camera is Item 9 below: And a photo of the camera window: Finally a Parts Catalog image showing the F-86A-type wingtip light fitted to FJ-3/3M: I'll get on to drop tanks, IFR etc next.
  17. I promised to post some FJ-3 data, so here goes. I'll use a similar format to the recent F-86A and XP-86 posts (qv). First off, some explanation of FJ-3 production: The prototype FJ-3 was BuNo 131931 (NAA model NA-196), a converted FJ-2. The production aircraft were: BuNo 135774 thru 136162 (NAA model NA-194) – 389 FJ-3 BuNo 139210 thru 139278 (NAA model NA-215) – 69 FJ-3M BuNo 141364 thru 141443 (NAA model NA-215) – 80 FJ-3M In 1962 the US Defense Dept adopted a uniform system for designating military aircraft, and the FJ-3s were re-designated as follows: FJ-3 became F-1C FJ-3D became DF-1C FJ-3M became MF-1C FJ-3D2 became DF-1D (FJ-4/4B at the same time were re-designated F-1E/AF-1E). Here are a few schematics to start the ball rolling (all from NAA Aircraft Characteristics):
  18. OK here goes. Dark Blue VF-33 FJ-3s: 202/135831 (Tailhook Association): 202/135831 (National Naval Aviation Museum): 203/135826 (Howard Levy): 203/135826 (Tailhook Association): 204/135843 (Levy via Dave Menard) 205/135xxx (Tailhook Association):
  19. Bit more done. The top cowling isn't too 'busy', and varies from aircraft to aircraft in terms of the size of the aperture for the cylinder heads (and ditto for the bottom cowl). But common to all are two prominent holes in the top of the cowling, roughly in the area of the carburettor flanges/inlet manifold joint (placed there to assist in carb adjustment?), and also the prominent oval hole for the MG blast tube gas exhaust (WNW part A41). I have marked and drilled the former (1), then drilled and filed the latter (2). Also, the Arab F.2b cowlings totally encase the radiator, in contrast to the Falcon installation which has the radiator in front of the cowlings. Therefore hole (3) will be for the radiator filler neck, and I'll get on to holes (4) next. OK to those holes numbered (4) above. On the real aircraft they are covered on the port/LH side by an exhaust duct, which is placed parallel to the panel edge aft of it. On the Starboard/RH side, it's an inlet duct, and placed at an angle to the panel edge aft of it. I assume these paired ducts function as a means of getting airflow through the aft cowling area to vent gases etc. Strangely, Roden's 1/48 cowling (left below) has these rendered incorrectly as vents, running parallel to the panel edge, but the box art (see above) is correct. Anyway, I made a simple resin male mould and heat-formed a couple of ducts, which were dressed with plastic card to represent attachment flanges. This assembly will need a few swipes of a sanding stick to tidy it all up, but I'm happy with the result.
  20. Gray or blue? Incidentally, I should point out that the above photos are a mix of credits: the late Bruce Robertson, Mike Fox, Tailhook Association and NAA Official. I will attempt to place credits with all future posts.
  21. Not the best coverage for FJ-2s of VMF-235 and pretty much zero for FJ-3, but here goes: And the only FJ-3 shots I have of VMF-235:
  22. I have a few (maybe) useful FJ-3 images from Illustrated Parts Catalog[ue] etc which I will post over the next few days. Might be of use if someone is about to do the KH kit.
  23. A bit late to the game, but yes: perfect and the best 104 model I've seen!
  24. I managed to get a couple of days off (off work + off shopping duties etc); plus the weather here has been changeable, so not feeling so guilty about not being out and about so much. I've surprised myself a bit. I also have to be in the mood for model making, so I am making hay while I can... And I should mention that I had already put together a lot of the cockpit bits, waiting to decide if I was going to do the Arab conversion or just build it out of the box.
  25. Here's one I've had for a while - I assume a 'rework' aircraft, and apparently marked Tokyo Express, but other than that I have no idea. I did wonder if it was one of those 'milestone' aircraft that were marked by employees during construction.
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