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  1. Did you Google? There is an image of the badge on the Wikipaedia page. You may need to check with Air Historical Branch to get a more substantial copy...
  2. The fairing was there because of the design of the blast tube. In Freeman's book there is a photo on page 22 that shows the original design this was changed by from a square end to the to an oblique angle cut along the length of the tube (not sure of the proper engineering language). If you have a photo of the fuselage guns on a later Mustang without the fairing then the end of the blast tube loked like that aperture. The engineering order was issued on 6 May 1941 before AG346 had flown but manufactured parts for the first design already in hand were used up in production. Steve
  3. Hi Dave The fairing appeared only on NA73 AG345 to AG423.
  4. i think you will find that Coastal Command continued to use the full stripes for a lot longer than 2TAF etc... until October 1944 comes to mind but you should check. Steve
  5. Hi A history for 312 Sqn by Tomas Polak published by Phil Listemann gives AA970/J, AB939/I and BL512/N. Steve
  6. Hi all In the original IWM photo the last aircraft towards the top on the right is a RAF Mustang III with BAF identity bands that would suggest a date June 1944 or later. Steve
  7. Hi My knowledge of the variations in designation of the early Tomahawks is not impressive but, as far as I can see from the Air Britain lists, 26Sqn had just three IIAs AH887, AH893 and AH903. There is a bit of information around that indicates during 1941 and 1942 aircraft 'A' was usually flown by F/Lt E F P 'Sam' Wheller. In the 26 Sqn ORB there are no records of operations in 1942 so no records of serials but at the end of 1941 Wheller is recorded flying AH893. Steve
  8. Hi I would say that the instructions for the leading edge strip were issued for specific types...Spitfire "half way along from the wing tip"... Hurricane "to the landing light" as far as I know there are no specific instructions for the Mustang. As somebody frequently says on here "never trust a profile" and as far as I know there is no photo of AG470/RUM. There are a number of photos of Mustangs that show the strip carried through to the wing root however available photos of 414Sqn aircraft from summer 1942 seem to show the strip is applied from wing tip to gun ports. The instructions for the type identity bands required that they should be yellow. There are no records in squadron diaries etc that the aircraft involved in Jubilee carried cameras. Steve
  9. Sorry to be late. Like most of these things it is very hard to be certain about anything! The key modifications that are externally visible are: Change pilot harness to Sutton ‘Q’ type Tropicalise the air induction system - visible by the louvres on the carb air intake but this mod also included a great deal of internal work sealing trunking and joints etc. In the photos above KM219 is photo’d after re-assembly but before modification so no louvres; note the ferry pack installation behind the pilot armour. Introduce exhaust glare shield (usually removed as soon as the a/c reached the squadron). In the photos above the exhaust shield is visible on RFA and the paint on Y2H shows where it has been removed (to leave 2 rows of fixings). When the tail-warning radar AN/APS-13 (Monica VII in RAF) was introduced in production the RAF had a mod to remove it from aircraft but it is not unusual to find photos showing the small antenna/aerials on the tailfin. The RAF had a mod to introduce the Gyro Gunsight on Mk IVs but I have not yet found any photos showing a RAF Mk IV with the GGS. The key issue is that in the MTO there was a mixture of Mk IVs - some delivered direct from US and some delivered via Britain and (air) ferried to Italy… it is probably the case that none of these mods were made on the aircraft delivered direct to Italy.
  10. Thanks Bob I have been lurking for a few years.. just a bit shy I guess... I agree that the Lightweight programme ran in parallel with the P-51B/Merlin programme and did not intend to create that confusion. NAA Engineering Department Report (NA-5567) “Weight comparison between the Spitfire IX and the P-51B” was dated 23 November 1942. Thanks 303sqn for the link to the article on the XP-51F the grey hair saps my memory.
  11. Hi I have a friend in Canada who has spent many hours of his life trying to track down a photo of KN987. As far as I can tell the work on the lightweight Mustangs that lead to the P-51H began in 1942 around the same time as the work in America and Britain to put a Merlin engine in the P-51 airframe. Once that initiative began it was quickly apparent that the Merlin Mustang would weigh 1500lbs more than the equivalent Spitfire. NAA, apparently through Ed Schmued, embarked on a detailed comparative analysis of all the main components of both aircraft and in January 1943 NAA were awarded with a contract to develop and build the XP-51F and XP-51G etc. The IARC for P-51H-5NA 44-64181 records that it was delivered at the Inglewood plant on 13 June 1945 and assigned to Britain. The IARC shows that KN987 was ferried to Newark but there is no record that it was shipped to Britain and no record in the British system that it arrived. It seems that it remained at Newark for some months until it was “made available” again to the USAAF on 17 January 1946 and ferried to MacDill AB where it apparently served with the USAAF until 16 May 1949 when it crashed near Pampa, Texas. FR409 was delivered to Britain in August 1944, was evaluated at AAEE and reports written. FR410 was delivered to Britain in June 1945 and as far as I can find never officially evaluated. All the indications are that by that time Britain had no interest in these developments. FR410 was loaned out to a number of different British aircraft manufacturers for them to examine the engineering and test fly. I think Tony Buttler wrote a piece in Aeroplane Monthly on FR410 at Vickers (3 or 4 years ago?) … but I can’t find it at the moment. As has been said the XP-51F was delivered in a paint finish but the XP-51G was delivered to Britain in an unpainted finish. I have always assumed that KN987 would have appeared in a similar way to FR410. Steve
  12. As has been said the captions in the Ducimus C&M book are not exactly clear. MMP published a book on the TseTse Mosquito by AlexCrawford https://www.amazon.co.uk/Mosquito-TSE-Alex-Crawford/dp/8389450453 In his book Crawford lists all the Mosquito airframes that were equipped with the Molins gun. His list of TseTse Moisquitos does not include either HR138 or LR347. Steve
  13. Mark I've got the Air Britain book and as far as I can tell the entry for F37/34 is not a verbatim copy of the Air Ministry document it is more a description of how the spec came to be written/issued...it seems essentially it was written by Supermarine. There is a copy of the spec in "Spitfire the history" by Morgan and Shacklady if you pm me an email address I'll send you a photograph.
  14. I am not a modeller but I am interested The problem with the sit of the Eduard P-51 might be partly to do with the tailwheel but the main problem is to do with the length of the main undercarriage legs. The design of the main undercarriage leg is based on a lightly loaded aircraft. If measurements were taken from museum exhibits then the aircraft studied would not have had any fuel on board and most likely no guns or ammunition. If you look at photos of fully loaded war time P-51s then the bottom edge of the undercarriage cover is usually to be seen level with the centre of the wheel hub. On the Eduard model the large gap between the centre of the wheel hub and the bottom of the undercarriage cover would normally only be seen on a lightly loaded aircraft. In the “Info Eduard” for December 2019 there is a feature on a model of a Pacific VLR Mustang with the main undercarriage barely compressed. Fully loaded with full wing tanks, full overload tanks and a full fuselage tank that aircraft would be carrying almost 3000lbs of gas plus 6 x .50s plus ammunition… I don’t know how you would fix it!! Steve
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