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  1. Does anyone know if the boundary layer bleed "vents" on the Supermarine Scimitar (if that is the correct term) could be opened and closed from the cockpit? I have these circled in red in the diagram below. And a slightly more complicated question... what benefit do these provide? And why were they positioned above the engine intakes in this manner?
  2. I don't see anything in these pilots notes suggesting the presence of elevators, trim tabs, flaps or any other movable control surface on the tailplane. As 71chally says, it sounds like trimming was done by moving the entire tailplane slab and holding it in position.
  3. Off topic, but the amount of knowledge on this forum never ceases to astound me.
  4. Thank you for the information. I assume that rules out the presence of flaps on the Scimitar's tailplane as well (similiar to the Blackburn Buccaneer's tailplane flaps)?
  5. To add to my original post, I found a cutaway for the Scimitar, and I don't really see anything on this diagram that suggests the presence of elevators or flaps on the tailplane.
  6. It appears that the Supermarine Scimitar F.1 had an all moving tailplane, but I can also see lines on the tailplane surface suggesting the presence of elevators (highlighted in red below). Did the Scimitar actually have movable elevators, or am I just looking at panel lines? There's also a little snippet on Wikipedia that suggests the aircraft had elevators that worked in tandem with the moving tail, but I don't see any sources or mentions of that anywhere else.
  7. Interesting. Would XS590 have been a late production FAW.2? And would it have rolled off the production line with the updated canopy, hatch and extended booms already included?
  8. Does anyone know what these openings are (circled in red)? Were they actuated/movable or were they fixed?
  9. So the "wing modification programme" was just to repair the wings? I'm assuming the wing shape and appearance would have remained mostly the same then, Was anything else done for "mod 9" besides the wing reinforcement plates?
  10. I'm looking at the history for F.6 XS925, and I noticed that in Nov '84 the aircraft was sent to a "wing modification programme". A few months later in Feb '85 it was upgraded by British Aerospace to extend airframe flying hours by 400 hours. Does anyone know the details behind the wing modifications of Nov '84 and upgrades of Feb '85? What did they do? And were there any externally visible differences? The museum accession containing more information on this aircraft is right here: https://www.rafmuseum.org.uk/documents/collections/1990-0690-A-LIGHTNING-F.6-XS925.pdf
  11. It is indeed really odd that the EE Lightning had a fixed/immovable cone. I would've thought that this was a necessity for any aircraft that exceeded mach 1. Was this the case for all variants?
  12. I've come to learn that the inlet cone was actually movable on many cold war aircraft, and that it'd move forward or backward depending on the airspeed. Did any of the Lighting variants have a movable cone? Or was it fixed/immovable?
  13. Quite educational indeed! Okay, so just to make sure I'm on the same page... do I have this right?
  14. Thank you all for the information. I also just realized that I've been using incorrect terminology all along. I see that the part I was referring to is called the horizontal stabilizer, not the elevator. I understand now that "elevator" only refers to the movable control surface attached to the horizontal stabilizer.
  15. Ok, so now I know what it's called. Anyone have closeup pictures of where the tailplane attaches to the fuselage?' I'm trying to figure out how to model this correctly in 3D. Should I attach the fins to the tailplane at an angle? Or the tailplane to the fuselage at an angle? Was this adjustable on the real aircraft?
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