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Reparty

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  1. Indeed it is, which is one of the reasons I'd bought a laser printer. Getting matched, consistent colours - especially blues - isn't quite as easy.
  2. I've been pressing Jennings over at Fundekal to print some additional 'A's and 'H's with the rest of the regular light blue serials for years. (The B1 & B1A are mostly done and based on the original kit). His last cryptic message was 'watch this space', so I'm hoping they'll be on one of their new Vulcan sheets.
  3. That's great, thanks Rich. It's unlikely I'll make one in that scheme, a silver B1, a white B1A, and possibly a Blue Steel carrier of some description with the more common MSG/DG scheme being quite enough, thank you. But it's nice to know these things. Thanks again.
  4. A good looking build. I'd prefer it if Airfix hadn't broken down the nose profile the way they have as it could introduce unnecessary outline problems, but oh well. Btw, can anyone with the right book tell me when the DSG/DG/white scheme was applied to XM597 and XM600? I thought it unlikely Adam Tooby's boxart was in error, but I hadn't seen mention of it before. However, it seems misguided, as I saw a video of a Vulcan in standard MSG/DG flying over Canadian forest tundra at lo-level and it was damn near invisible. I think any MiG-21 pilot with that restricted vision canopy over Siberian tundra would have had a very hard time visually tracking it.
  5. As I understand it, the two underslung AIM-9Bs were rarely-to-never actually flown, being mostly an airshow display fit. You can see why, with the mission-ready seeker heads being right in the wake of the nose wheel throwing up rain and dust. Which makes me wonder why a simple mudguard wasn't fitted.
  6. While not common, one of my favourite photos by Patrick is this one showing a 111 Sqn Phantom in its early FGR2 air defence days carrying the pod and the SF photo flash tank. Rear views are rare and it's interesting to see how tightly it tucks up between the jet pipes. I'd guess it was 1974-5-ish judging by the 'last three' on the DSG panel on the fin, and the three colour underwing roundel, a fashion that didn't last very long. I'm not sure if it's in the AirDoc book (I still haven't fully unpacked after a move) but I saved it from one of Patrick's superlative threads on the Fighter Control website.
  7. The problem with any of the early versions comes back to reducing the diameter of the air intakes. Revell have given us the full width Harrier GR1 intakes, whereas the previous types had the forward nozzle fairings protruding out beyond the line of the smaller diameter intake lip. But then again a lot depends on what you're prepared to live with.
  8. I started doing this when I realised I was getting so many photos I needed to organise. Courtesy of the Victor Association Prototype first flew 24th December 1952. First production flew 1st February 1956. First Mk.2 version flew 20th February 1959. Retired from service October 1993. (*denotes build batches) Prototypes Total: 2 WB771, WB775 (WB771 crashed 17.7.53) B.1 Total: 50 *XA917-XA941, *XH587 -XH594, *XH613 -XH621 *XH645-XH651, XH667 (XA921-1st anti-flash white) B.1A 24 *XH587 -XH594, *XH613 -XH616, *XH618 -XH621, (CONV) *XH645 -XH651, XH667 (1st Conversion -XH613) B.(K)1A* (CONV) 6 *XH615, XH620 (1st Conversion) *XH646 -XH648, XH667 *Later re-designated B.1A (K.2P). See Notes below K.1 Total: 11 *XA918, *XA926 -XA928, XA930, XA932, (CONV) *XA936 -XA939, (1st Conversion -XA939), XA941 K.1A Total: 14 *XH587-XH591, XH614, XH616, XH618, XH619, (CONV) *XH621, XH645, *XH649 -XH651 B.2 Total: 34 *XH668 -XH675, *XL158 -XL165, *XL188 -XL193, *XL230 -XH233, *XL551 -XL513, *XM714 -XM718, (28 on order but cancelled later : *XL250 -XL255, *XM745 -XM756, *XM2785 -XM794) B.2R Total: 21 XH669, XH671, XH673, XL158, XL160, (CONV) *XL162 -XL164, *XL188 -XL231, XL233, *XL511 -XL513, *XM717 SR.2 Total: 9 *XH672, XH674, XL161, XL165 (prototype conversion) (CONV) *XL193, XL230, *XM715 -XM716, XM718 (incomplete conversion) K.2 Total: 24 *XH669, *XH671 -XH673, XH675, XL158, (CONV) *XL160 -XL164, *XL188 -XL192, 24 *XL231-XL233, (1st Conversion -XL231), *XL511-XL513, XM715, XM717 (Original K.2 production of 28 aircraft was reduced to 24) TOTAL PRODUCTION EXCLUDING CONVERSIONS: Prototypes: 2 Mk 1: 50 Mk 2: 34 *Later re-designated B.1A (K.2P). 86 TOTAL TANKER CONVERSIONS: Total of all Victor bomber & SR.2 airframes converted into in-flight refuelling tankers: 55 VARIANT NOTES HP.80 Prototypes x 2 off. Victor B.1 1st bomber variant with longer nose and reduced fin with nuclear delivery capability. Victor B.1A Upgraded B.1 including tail warning radar, ECM suite & refuel probe. Victor B.(K)1A / B.1A (K.2P) Interim 2-point in-flight refuelling tanker converted from B1A but retaining bomber capability. Six replaced the fatigued Valiants. Victor K.1 Dedicated 3-point tanker with bomber capability removed and 2 fuel tanks added to bomb bay. Converted from B.1. Victor K.1A 2nd 3-point tanker. Converted from B.1A. Victor B.2 Improved strategic bomber aircraft including bigger wing and air intakes, more powerful 17,250 lb Conway RCo.11 engines, improved systems, Red Steer tail radar. Victor B.2R (retrofit) A basic B.2 retrofitted to carry Blue Steel missile including 20,600 lb RCo.17 Conway engines, revised electrical suite and extra defensive measures for low-level. Victor SR.2 or B(SR) Strategic photographic and maritime radar reconnaissance including air sampling capability. Converted from B.2. Victor K.2 Longer-range 3-point tanker. Relifing included strengthened wing, reduced span, RCo.17 Conway 201 engines (for higher uplift at hot overseas bases), new avionics. Converted mainly from B.2R. TANKER ‘THIRSTS’ XH620 : 1st of 6 interim B(K)1A 2-point tankers, flying 28.4.65. XA918 : 2nd production B.1 that became 1st of 11 K.1 3-point tanker conversion. XH650 : Converted from B.1A to become 1st of 14 K1A 3-point tanker aircraft. XL231 : Prototype K.2 tanker. XL233 : First K.2 to RAF 5.74, 232 OCU. SR.2 NOTES Some listings give only 8 true SR.2 marks instead of 9, by isolating or omitting the final aircraft XM718 due to its slightly reduced fit despite its service with 543 Sqn. The cheaper operating costs of the Canberra PR9 saw the SR.2 change its role from photographic reconnaissance to that of maritime radar reconnaissance, until final replacement by the Vulcan. SR.2’s were to revert to valuable photo-recce work during the Falklands War. SR.2 retirement after 9 years service in 1974 saw XH672/ XL161/ XM715 converted to K.2 fit, though 4 other aircraft remained at Wyton on the Victor flight for monitoring the French Pacific nuclear tests until 1976.
  9. Reparty

    ARBA TSR 2

    The Contrail kit is an awful travesty of not even approximate shapes, fit only for when no other options were available and even then chunky and awful. ISTR the ARBA kit if it's resin resurfaced as Resitech sometime or other in the '90s, it wasn't a bad basis and I built a few at the time for collectors. Having said that the Airfix kit (especially with the CMK enhancements) blows them all away and is worth persisting with an eBay hunt if you want a decent looking TSR2.
  10. It's lovely isn't it? Photo credit to Fred Martin.
  11. The Revell Phantom canopy has horrible squashed profile and it's surprising nobody does a better replacement for it. A few years ago I was able to order other Tamiya Phantom replacement parts from an eBay seller in the US. If you try that route, don't forget you'll also need the canopy frame sprue as well as the clear parts.
  12. The F2A could only be armed with Firestreak missiles and 2 x ADEN cannon. The second lower set of cannon would by necessity have displaced the missile package. Red Tops may have been fitted for static display though even that's unlikely as there wouldn't be any on an F2A base. They were certainly never fitted operationally. Red Top capable Lightnings were distinguishable by the extended cable duct impinging on the nose roundel, so only the F3, T5 and F6 carried it.
  13. There were only 12 aircraft wired to carry the EMI pod. XV406 was used by the A&AEE for pod trials at Holme on Spalding Moor, then later served with 111 Sqn when it was an FGR2 air defence unit. Unusually in the photo below, it is seen carrying the EMI pod and also sporting the night recce Sargent-Fletcher photo flash wing tank conversion. At least two of the 12 recce wired airframes included XV432 which was on 54 Sqn's books with another example whose serial is too unclear to read in a photo in the book: Phantom in the Cold War: RAF Wildenrath, 1977–1992 by David Gledhill Some other marking option choices besides the more usually seen examples with the dedicated recce squadrons 2 Sqn and 41 Sqn.
  14. It would be better to fold some plastic card (say 30 thou) depending on the scale you're working in - I assume 48th) over the outer leading edge to impart a lateral curve then thin the rear edge to give an aerodynamic shape. The existing outer LE flap then needs to be filed back about 2 mm, then the result filed to make a slope meeting the underside. Your manufactured slats should be about 2 mm longer than where the hard flap edge was. Note too that each outer panel slat is actually split into two surfaces and rest on top of it with two outer hinges and central actuators. Note also the outer slats only tipped up and down, they didn't move forward and back as you might expect. Photos will show you what to aim for.
  15. Similar to Mike's tip, I cut the shape into masking tape, then lay in a strand of cotton thread about 1 mm back from the edge. Pressing the tape down behind the thread lifts the edge slightly, then spraying from the tape side results in a scale soft edge. Freehand with most airbrushes gives a way too large area of overspray even in 1/32 scale. Take a look on Flickr and you'll find many hi-res aircraft photos including close ups showing what to aim for.
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