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John Aero

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Everything posted by John Aero

  1. The ancient Frog Proctor Mk. IV/V, is as a stand alone Mk ,not a bad kit in terms of outline shape. However having a totally different fuselage and other parts it cannot easily be transformed in any way into any of the other Gull series as Moa has already mentioned. Somewhere in the archives I have put chapter and verse ( as I see it) on the Gulls, Vegas and early Proctors. I will sit back and enjoy, Moa's fiddling. John
  2. Of course there'll be no flies in the pantry.. They'll all be in the toilet!! John
  3. Superb job as usual Moa. It's actually a favourite of mine and I once did a three view drawing based solely on photos and known dimensions of, such as engine parts and wheels. Later I found a drawing in a 1929 copy of Flight and I was surprised how close I'd got to the shape. I never liked the look of the Pearson ailerons. John
  4. Re Izal, In many an RAF toilet could be found the legend "Airmen are reminded, that it is an offence to use the smooth side of the paper". It being for the exclusive use of Officers. John Modelling Par excellence, Moa
  5. This model was before we supplied some metal parts to Gordon. Now the two props and the Jupiter engine were in my range but they're not my castings as the metal has a dull, high lead content. The other parts we certainly didn't make, but I bet I know who did cast them... John
  6. The stable mate to the Gamecock was the 1:48th Avro Tutor which was a Vacform with metal parts and another speed build hence the overall brush painted Humbrol Yellow. Here it is some 34 years later, untouched but with the exception it's now temporarily on a base. I didn't make this base, as it and the figure were done by my friend Alan Simpson who sent it to me, to spur me into modelling for myself when I retired. The result was my Gipsy Moth diorama in the Classic forum. I now have a mammoth undertaking under way, The Stackton Tressell Aerodrome Project, of which more anon. John
  7. Glen, Yes it should have the undercarriage legs and tail skid. I'll see if there is a possibility of any parts lurking around.. John
  8. Like many others I had a paper delivery round. When I became an art student I had a Saturday bakers round, The baker could never work out why we were always down on French fancies, (that icing was delicious) I then cycled into Nottingham to spend my earnings in the model shops, then on to Tollerton aerodrome or RCAF Langar, plane spotting with my mate Derek Bailey. I then applied for the RAF and as I was only 17, I had to wait six months until I could join at 17 years and six months. in February 1960. However my man's service would only officially start six months later, when I became 18. So the extra six months was added onto the end of my service for my pension.. Talk about Catch 22. It was 22 years and six months! However, to fill in time after leaving Art School, a near neighbor, Johnnie Helgers, who was the stage carpenter at the Nottingham Playhouse took me on as his assistant. So every day we drove into Nottingham in Johnnies bright Red Heinkel Bubble car. It had no reverse gear so we parked in a tiny slot by lifting each end sideways in turn. I thought that 'John' had a strange accent and I then learned his name was Hans and he had been a Me 109.E pilot in Libya, until he was shot down by a Hurricane and captured. he finally came to a camp in England where in 1946 he met his English wife and settled here. Johnnie told me that their main opponents were Gladiators, but a Hurricane kill was the dream prize and the first Hurricane he saw was the one that shot him down, Another story from John was when they were on a POW ship in Alexandria harbor a lone Stuka appeared over the city and all the POW's started to cheer, until the Captain came on the Tannoy with, "Sorry chaps but we borrowed that one" The POW's were shipped via Suez to South Africa then to South America, America then Canada and finally to Wollaton Park in England. So I can truthfully say I have traveled in a Heinkel with a Messerschmitt pilot. John
  9. Assuming that the chassis is a straight 15 cwt van type then the wheels will be the 17" type so using this information, the Morris wheel base will be 7' 6". I printed out the photo to have 34 mm wheels and measuring from the photo the wheel base is near 160 mm. so dividing 160 by 34 gives us a ratio of close to 4.7. so 17" times 4,7 gives us 79.9" which allowing for small errors give us a close wheel base to the Morris chassis of 7' 6" so it's very likely the vehicle was a Morris. The wheel base of the Airflow would be much longer. Again by ratio the height of the bodywork is around 54" which is the standard Morris car height. The illusion of a much bigger vehicle is done by the quite narrower than standard windows. The position and angle of the steering wheel is very odd. John
  10. Dave, I too have seen the comment about the Morris. the vehicle is definitely a Chrysler Airflow. Imperial had a few of them with special body work. It's much higher and longer that a 15cwt Morris van which is a Morris 8 hp chassis. I think that someone got confused with a Morris Series E Van. which has got some flowing lines. I always though it a little odd to park a "modern" streamlined car together with a built in Headwind John
  11. Dave, I too have read the comment about the Morris. I've always understood the vehicle to have been a special bodied Chrysler Imperial Airflow. It's much higher than a 15cwt Morris van which is a Morris 8 hp chassis. I was thinking that someone got confused with a Morris Series E Van. which has got some flowing lines but it didn't come in until around 1936 The Morris chassis used 17" wheels so I'll see if I can do a ratio check on the cars wheelbase.. I always though it a little odd to park a "modern" streamlined car together with a built in Headwind John
  12. The servo tabs on the Overstrand and Scylla are of the normally acting type in that they act in opposition to the rudder, so that it assists in pushing over the rudder and so reduces the load. Most later ones would be built into the rudder trailing edge. The HP 42 type are unusual in that they are acting to assist the rudder over from the front. As I see the action, the Tab/airfoil is hinged on it's trailing edge by the upper strut/rod and the lower edge bearing on the tail plane. The middle strut/rod, of which one end is connected to a bellcrank on the rudder, which projects forward of both the rudder and Tab/airfoil pivot points. The other end connects to the tab/airfoil near to it's leading edge, so that as the rudder moves over it deflects the Tab/airfoil in the same plane, thus relieving some of the rudder load. I agree with Aeronaut in that the top tail plane appears to have variable incidence whilst the lower one is fixed. John
  13. https://www.google.com/search?rlz=1C1CHBF_en-GBGB776GB777&q=Chrysler+Airflow+with+Imperial+Airways&tbm=isch&source=univ&safe=active&sa=X&ved=2ahUKEwjKo9y9rbfhAhWSQxUIHcORC7cQsAR6BAgIEAE&biw=1920&bih=969#imgdii=Wi2DeeosvnKMCM:&imgrc=EPiv1XFmzcICiM: John
  14. The Post vehicle is actually a Chrysler Airflow. The outer"rudders" are acting as aerodynamic counterbalances as they are acting forwards of the Rudder hinge line. So as the rudder turns they ad add pressure forwards of the hinge line and therefore reduce pressure on the rudder bar, ala a servo tab. John
  15. Although there has been a lot questions and answers on these Percival subjects of the Dora Wings Vega and Proctor thread on Rumormonger I've recently been asked privately by friends to clarify a few build points for these kits. The wing landing lights on Vega's: Many of the earlier Vega's did not have these fitted as they were probably extras and so not specified. Beryl Markham's Vega did not have them fitted, but both the Green and White and the Red and White Henshaw Vega's did have them fitted, As did the 1936 Kings cup winner. The Vega Gull III's with the rounded screens did have the landing lights. Vega's did not have the external under wing oil cooler as on the Proctors and there is a fairing piece on the sprues. I believe that some Proctor 1's did not initially have the oil cooler either. John
  16. Yes, simply that, Radios were primitive if fitted. The key would be part of the cockpit equipment and as you flew over your base whilst night flying, it could be used to flash your ident code in Morse, or a request to land. The ground could reply using an Aldis Light.
  17. Perhaps we should put nostalgic modelling versus the modern clamor for detail into perspective. I called the early days "the age of innocence" which indeed they were, Fokker Triplanes were all Red, Spitfires were Green and Brown and Duck Egg Blue. A fact that now, due to various researchers, we know they were anything but. Aurora, Airfix Frog, Revell, Merit, Lindberg Monogram, Busch, et al. " All the right names but not necessarily in the right order", came to the party. Photos in books and magazines were Black and White (Oops Grayscale). As was television. So unless you were a modeller it never occurred to worry. Then came better printing techniques and our world suddenly became technicolour. The colour three views started to appear in the RAF Flying Review. Now you knew Mustangs had Red fuselages and it was confirmed on the Revell box art. Aviation had very little historical photographic colour reference to draw on. More questions = more answers. It has also been the same for the technical bits. I loved getting my monthly RAF Flying Review with it's Any Questions pages. Questions such as "My dad took this in Italy what plane is it?). Air Pictorial was bliss for the growing spotter (Nerd). Flight and Aeroplane just wanted to go to Space, Just too grown up. Aeromodeller thought Plastic kits "a little demeaning to the name modeller", but they did have detailed plans. Then came Airfix magazine, with modelling authors and others who saw the exciting link between Plastic and Balsa. Profile publications arrived in the 60's and more erudite magazines elbowed in, the search for knowledge was going exponential along with the hobby. Others such as Gordon Stevens (Rareplanes) Gordon Sutcliffe (Contrail) and the likes of Joe Chubbock, who taught vacform pattern making, started the Cottage Industries. Dickie Decal (Richard L Ward), gave us options. I revived white metal. Harry Woodman and Tim Perry brought us Etch brass. The famous Czech Glass industry also used etch brass inlay techniques so along came Eduard. . Again in the old Communist states some modellers saw the interesting side of the emerging Resin technologies. The Web has changed everything. You can plagiarist anything if you are so inclined. Learn something today and bingo, tomorrow it's you're the new authority on a different website. You can ask a question, in the hope that someone will take the trouble to answer you. Yes we have moved on. But only in so much that the innovators and originators still make b...... all and the entrepreneurs make Billions. John
  18. The downwards belly white light is a switch flash able (Morse) ID light. John
  19. The problem with many pre-war types is that unless there was a military manual then very few cockpits were photographed as not only were the cockpits apertures quite narrow to to keep out as much draft as possible so taking a photograph wasn't easy. The panel sometimes appeared in adverts by instrument makers and that's the way the camera was pointed. Many pre-war light types only possessed a lap strap and later a three/four point harness if it was a deemed aerobatic. Parachutes weren't commonplace and so leather cushions were fitted into the seat pan with sometimes a leather back cushion if the seat back wasn't upholstered. Many survivors have had modernized comfort and safety features, which can confuse. I'm still looking for something definitive. John
  20. Chris, I'll have a look through my stuff later but I'm sure that the seats will be the Grey and the seat Cushion brown leather. John
  21. The age of innocence. We have lost a lot of the fun. I remember one Saturday morning having cycled over to Arnold (Nottinghamshire) Woolworth's and buying the Blue plastic Gladiator so it had to be 1956. My brother bought the Spitfire and we thought them fantastic compared to the wooden models I'd carved out of Balsa. Can you imagine one of our modern "it's fatally flawed,, it's got the wrong tyre tread" modellers if faced with one of these early kits. I can remember a visit to London with an early girlfriend and all I can really remember is finding the HE 111 in the local 'Woolies' . such were priorities of youth. I first met the late Joe Chubbock in the 1980's and he did the pattern for the very same kit. The origin of the species.. John Joe was also the driving force behind the patterns for Formaplane and a dozen other small vac companies.
  22. Yes they were part of the Volunteer Reserve, Most of the pilots and ground crew were "weekend warriors" but there were a cadre of professional Regulars to keep the Squadron up to a standard of readiness. The Sqn Numbers IIRC were in the 500-600 bracket. They were all disbanded in the early 50's but much later some Non flying support units were re-instituted. John
  23. Thank you all for the many kind comments, I was certainly a prolific producer when I was in my early forties. For a long time I made everything from Masters to moulds and then built the prototypes to put on the trade stand at shows. I developed all my own techniques but often derived or modified from common practice.. My late wife Angela, once said that I should have one word on my gravestone.. 'Modified' It wasn't long before I needed help with kit pattern making so I could concentrate on developing the new short run injection moulded enterprise and the ever growing white metal"bits" range. The talented Brian Fawcett took on many of the Masters and once I'd assembled a first"hot shot" this was soon given to a young Air Cadet who was a talented modeller and who had become an Aeroclub 'groupie'. This was Paul Molloy who then went on to be a regular part of our trade stand at shows. It made a change from his day job with it's blue flashing lights and sirens I ought to write this down for posterity, or would it be posterior John.
  24. Now here's a philosophical conundrum. Is it a model completed from a set of production kit parts? Yes it certainly is. But also is it a scratch built model? Yes it certainly is. Because I made or shaped or moulded every stage, starting with either a piece of wood, plastic or metal. So to which category does it belong? John
  25. Ahh this is the 1:48th Vac not the later 1:72 injected one, which sadly I broke yesterday trying to adjust a slightly out of alignment wing. Oops. The vac Gamecock has literally traveled hundreds of miles, being taken to around six shows a year for about 30 years and so far has never been repaired. The only one of my kits to have actually flown was my prototype all Yellow civil 1:48 Chipmunk G-JAKE which was spotted by the owner at a Tollerton Airshow and in exchange for which I claimed a ride in the real one. It flew out of Tollerton just resting on the back seat. I forgot about the promised ride until a few years later when in company with the aviation author W.A. (Bill) Harrison we flew the Rolls Royce club Cessna 150 into Netherthorpe one evening. There sitting on the club veranda like a Tombstone Cowboy was the Chipmunk owner who after a brief intro, dragged out the Chippie and I got the promised flight, with the bonus that so did Bill. John
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