12jaguar

Not strictly true, whilst the flaps and undercarriage were electrically actuated, the flying controls (Rudder, Ailerons and Elevators) were conventional cable operated. Early Stirling engine controls were hydraulically actuated through Exactor units but these were replaced on later aircraft reverting to conventional cables and pulleys John

Welcome Serge

Nice progress Neil Thought something looked off the astrodome hatch should be on the stbd side Will you be going to the MK modelshow? John

Ahem, I know what you can do Neil, so I'm expecting a bit more on the cockpit LOL John

Hi Cees As you say the perspex is very different, but a Wellington FN5 structure is taller. On a stirling and lancaster, the ammo boxes are mounted under the turret ring with the boxes lids level with the base of the cupola. On a Wellington the ammo boxes are mounted above the level of the cupola lower surface, see https://www.google.co.uk/search?q=wellington+fn5&rlz=1C1SQJL_enGB785GB785&source=lnms&tbm=isch&sa=X&ved=0ahUKEwjwzM2hzcTZAhWJyKQKHUnSBtsQ_AUICigB&biw=1024&bih=472#imgrc=A5ebmaypfyVKgM: unfortunately I haven't got any photos to hand showing the Lanc/Stirling installation, but it is definitely different John ps Cees, apologies, the radiator gauge didn't come as part of the package we received

Hi Neal I'm sure you know already but a Wellington turret is significantly different from a Stirling one. The cupola is totally different as is the mounting of the twin brownings (about a true 4" higher than the Stirling FN5) John

hi Neil You certainly don't waste any time I heartily suggest that you take a trip down to our workshop to see how we're progressing. It will also give us an opportunity to chat over some of the pitfalls with doing her in a larger scale. I've literally just sent some photos to another modeller who is doing an Italeri one so have a lot f info to hand John

Awesome as ever Neil Good luck with the Stirling and considering it's size you should be able to go to town on it LOL. But at least you know where to come to for advice John

Some interesting new schemes but a bit surprised at 2 x 4FTS ones albeit they are a bit different to each other John

If you need any help when comes the big day, please feel free to ask for any assistance cheers John

Nice work Tom. I take it the Stirling is very much on the back burner? John

Welcome from a fellow Cambridgeshire modeller

Didn't get to Cyprus until Spring 93 and even then only to install a mod on 84 Sqns Wessex John

When were you on 51? I was on EWAU/EWAD from 1989

Welcome Laurent from a fellow modeller and aircraft restorer (Short Stirling) John

Partly due to David Collins who haunts these here parts :). He also runs the Hornet Project here in the UK John

Not sure if you'd noticed Ant, but Italeri have left a huge void under each nacelle where the Oil Coolers would have been fitted on the Mk III/IV, there's nothing on the instructions to tell you to fill this void. The oil cooers were mounted in the wing leading edge on a Mk I John

Aircraft is presumed to have contained 6 crew all missing and has been provisionally identified as PK225.. A Stirling is getting built albeit slowly see link in my signature John

the hoop is the scraper ring on the tail wheel. Some of the images appear o show the glider towing yoke and a part that I recognise from the cockpit floor. I'm in touch with the chap from the National Grid and hope to get a few more higher res pics in time John

welcome Kev, form another ex-Jag mate (also in Cambs)

C'mon you know you want to John

Hi Massimo Nothing wrong with having the landing gear doors open, they were opened on the ground by flicking an external switch before the engines were shut down. This allowed access to the bays for maintenance John

The wings on the Cosford aircraft were the one area under policy that the trainees were not allowed to do much to in case they were damaged in any way and theye were always kept wet to prevent the tank sealant from drying out. A number were removed from the GIA and brought up to the latest mod standard to eke out the fatigue life but the cost of modifying them proved not much less than getting brand new wings from the Indians (HAL). And cost was the issue as Jags were always the poor relation to the Tornado and Harrier fleets at the time and the money simply wasn't there . There was always 'talk' of recovering some low life airframes but the will was never there to see it through Either way it was a criminal waste of the low life GR1s

I worked in the Jag Engineering Authority and we looked at using the very low life Nigerian wings on the RAF Jags back in the late 90s and they were too far gone even then to recover! RAF Jags needed new wings by the time of retirement and the fuselages were also nearing the end of their fatigue life, so not much use to the IAF I'm afraid John

Worth registering on the Flypast Forum, there's an expert on pretty much everything aviation related on there John