Sabrejet

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:

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- all wearing the Splitter Rudder but not the elevator (Photos via Gradidge, Tailhook Assoc and NMNA): And here three withdrawn from service/preserved tails, with the VMF-333 a/c BuNo 135883 struck off Navy charge pre-1960 (Splitter Rudder/smooth elevator) and the two preserved examples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.

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.

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.

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.

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:

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!

(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.

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):

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):

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.

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.

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:

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.

A bit late to the game, but yes: perfect and the best 104 model I've seen!

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.

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.

Well please please PLEASE!!! do VF-121 markings for it... (here's hoping). 136142/111: 141401/101: 141401/101: 136142/111: 136144/00: 141401/101: 136144/00: 141402/106: 141414/109: 141410/108:

Been going great guns with this and managed to get a basic engine bay structure completed, which will allow the cowlings to be firmly attached, and give a good attachment point for other bits such as the reduction gear case/propeller, engine bits etc. I'm not aiming to construct the full engine, but there are enough holes in the cowlings for me to know that I'll have to give the impression of a full engine once everything's in place. Thus I have added a brass gun tube so that this part has depth; and also made a box for the engine gear case to sit in - hopefully that item will fill the 'box' enough to make it look the real deal. All those engine bits will need to be made of course. I have also inserted some brass pegs in the aft end of the whole assembly, to make it easier to locate on the kit firewall, and also to add strength. The cut-out in the bottom of the main fore-aft part is to just show where the engine's sump plug will go: since there is an access hole in the lower cowling at that point, it's important to know where to put the corresponding opening etc.: I placed the new engine bay assembly on the kit firewall (the brass pegs have enough of a friction fit for it to stay in place without any adhesive - I'll glue it in place once I'm sure it all looks OK and once I think I haven't forgotten anything!). As a quick check, I put the top cowling on too. I think it's looking reasonably OK so far...

Oddball: If you're going to Hangar 45 then you are on the site of the first hangars constructed there (45 was WW2-era but next door is the old collapsed ARS hangar from 1916). The hangars further west are from 1917-era. It's a very interesting place!

Quick update: managed to get some time off today and did a bit of trimming the top cowling, using the above heat-moulded example (I gather this type of moulding is nowadays called 'crash moulding'). The bottom part of the 'hole' will be removed and the bottom edge trimmed to match the joint line of the bottom cowling, so I'm just going to use this 'to be trimmed' part as a guide to where the engine's cylinder block will sit. Another comparison between the Roden (1/48) cowlings, just to show how much shorter the Arab engine installation (lower) is compared to the Falcon III (upper). The red outline shows where the radiator goes, so the difference in length is even greater (the Arab rad is enclosed fully by the cowlings).

Sign-written yes, but each manufacturer tended to have a house style. I think I've aced it anyway - Ventura do a sheet with loads of styles, so even if I have to modify a font a bit, it gives me a starting point. Thanks all for your suggestions.

Well progress (so far) seems OK. I've built the F.2b fuselage as per WNW with no real deviations, except for leaving out the ammunition drums in the observer's cockpit: I haven't seen any photos of Yatesbury BF's with the MG fitted. I have also sanded off all the raised detail on the firewall, ready for attaching some bulkheads/formers there. Observer's cockpit surround will be taped in place until later (I have a loose wire in the cockpit which I need to re-attach) I also have made up a simple mould for the engine cowlings, which on the real aircraft just consisted of upper and lower halves. Since there are no compound curves on the Arab cowlings, it was simple to make fwd and aft bulkheads, fill the gap with milliput and then sand a straight line between the two. It's still quite a complex shape underneath though. Having done that, I've shaped a couple of test mouldings (just heated over the gas ring and draped over the mould I made), with top cowling at left and bottom at right. I'm happy with the results, so with a few tweaks, endless resources of plastic card and burnt fingers I think I'm good to go!

First off I should explain that my model-making pace is (at best) pretty slug-like and so please don't imagine I will be declaring success on this one anytime soon. I also can't guarantee that it will get finished, but here goes. Having looked at WNW kits for some time I thought I would give one a go, but wanting to do a training machine from my local airfield (Yatesbury) I had two choices: a fairly drab colour scheme for a Falcon-engined F.2b; or a more interesting one but with the added issue that it would have to be a Sunbeam Arab-engined version. Having done a great deal of research into this one airfield's use in WW1, I should point out that the only Falcon-engined F.2b unit to operate from Yatesbury was 59 Training Sqn, late in 1917 (59 TS departed for Beaulieu in October of that year); the station didn't get any other F.2b's until resident units converted to the unloved Arab Fighter in late 1918. And since WNW only does the Falcon version I am left with one alternative: to scratch-build the engine/fwd fuselage, plus a few other training-only tweaks. So as a starter (using the Roden box art as the clearest graphic), here's the visual difference between the two versions: The Arab, being a V8 engine configuration (versus the Falcon's V12) is a great deal shorter, and I was fortunate to photograph the relevant drawings at The National Archive a while back, giving me some good measurements, which I converted to 1/32. The lengths below are for full-size: Another view, which gives me a nice idea of component placement, v-angle etc (I also used the Roden 1/48 engine as a 3D guide). And finally I am going to do a Yatesbury-based Arab F.2b from 37 Training Depot Station, circa December 1918, which looked like this: I've done a colour rendition to show how it should look (it's not the machine shown above): So don't hold your collective breaths, but more soon I hope!

Beardie: many thanks. I'll look at the graphics route (tried a while ago with varying success) and see how it goes. I understand the issues with font types too, but sort of assumed that Pegasus might do a 1/32 version of their 1/72 and 1/48 sheets. Ah well - back to the drawing board - literally!