Patrick Martin

Seen these referred to a 'sugar scoops' PM

The lower color on TAC F-4 is 36622. It's an over exposed print. Pat Martin

Do you think he likes the Vulcan?

Try CanmilAir again - he is back. and lists clunk decals - lots of them Pat Martin

366th Tactical Fighter Wing The 366 Tactical Fighter Wing moved to Phan Rang AB, RSVN from Holloman AFB on 20/3/66, then on to Da Nang AB, RSVN on 10/10/66. The wing adopted a separate tail code system, than the later excepted PACAF system. The three F-4C squadrons 389, 390 and 480 TFS started applying tail codes to F-4C in January 1967. The first of two letters represented the squadron, the second the individual aircraft. Thus possible tail codes: AA to AZ 389 TFS F-4C BA to BZ 390 TFS F-4C CA to CZ 480 TFS F-4C This system continued throughout the F-4D conversion process. Late in 1969 the 390 TFS recoded LF, while 480 and 389 TFS transferring to Phu Cat AB, RSVN and adopted the 37 TFW tail codes HB and HK, thus ending this unique system. The 4 and 421 TFS arrived in April 1969 from CONUS with F-4E coded LA and LC. Both left in May 1972, joining the 432 TRW although based at Takhli RTAFB until moving to Udorn RTAFB on 31/10/72. The two squadrons had an unconventional tail code history as both maintained the LA and LC tail codes on subsequent transfers. The 35 TFS attached for the period between 3/4/72 and 12/6/72 flying UP tail coded F-4D, from the 3 TFW. The AN tail coded EC-47 of the 362 TEWS reassigned on 1/2/72 from the 483 TAW and inactivated on 12/6/72. The wing reassigned to Takhli RTAFB on 27/6/72, then reassigned to Mountain Home AFB, on 31/10/72. All from Tail Code United States Air Force Distinctive Unit Aircraft Identification Markings by your truly, Patrick Martin

A little known bit of writing from Mike McEvoy, he did for myself back in 2005, concerning his history half a century earlier, before he flew the Hunter ..... I and my fellow students of Course 5413 were formally introduced to the Canadair T-33AN at the end of August 1955, each of us with 180 hours or so in the Harvard behind us and all judged as potential jet jockeys, a term then much in use in the popular press. This was what we’d joined up for. The big board outside the D Flight room at 2 AFS Portage la Prairie had it exactly right, showing a grizzled old tiger in Wing Commander’s uniform gazing approvingly at his bunch of tiger cubs at play. I think that “tiger spirit” featured on a caption, but it was certainly implied, a legacy from 1945 (or perhaps even 1917). The shiny jets that we met - after a spell in ground school to familiarise us with the changes in speed and systems that we faced - were distinguished by the PP codes that showed that they were Portage la Prairie-based, and the 2 AFS badge on their noses. Their flight affiliation was shown by the colour of the nose of their tip tanks that were always worn, green in our case for D Flight. Our reaction to the first experience of the T-Bird - it was never called anything else - was always the same, the marked push in the back from the Rolls-Royce Nene that marked its Canadair source and the sensitivity and quick reactions of its ailerons with post-take-off wobble, a sure sign of a rookie student. The cliché description of the aircraft was “a gentleman’s aerial carriage,” and like all clichés was absolutely true. Even with the ejection seat there was a degree of comfort when strapped in, and my memories are of climbing out at the end of a flight, even if it had been under the hood, smiling. One indelible memory is of my only night sortie - shortage of course time - and thanks to the local radio station and the T-Bird’s invaluable radio compass hearing Harry Seagoon (Secombe) dismissing the Idleburgers, my Canadian instructor was totally baffled by this strange programme, but the aircraft’s aileron assistance ensured that it wobbled [through] the Saskatchewan night with a big grin on its pilot’s face. After sixty hours or so each, Course 5413 graduated, and we were awarded our (RCAF) wings, there were due celebrations. Our fellow Canadian students emerged well prepared for transition to the F-86E (Sabre), for which the T-33 was an excellent lead-in, perhaps its ultimate achievement was, as with the Harvard, the successful graduation of all those multi-national NATO student pilots. Mike McEvoy

If an object serves no function other than to be looked at - it must be art

There are reviews of the Astra kit in Scale Models in 1988 09, IPMS Cdn 30 04 and Plastic KC 07 02. Plans are in Aviation News 17 16 and Koku Fan 1964 10. Pat Martin

Hi there - they are the Phoenix Precision Paints - the train people who also use the word 'Precision' in their title. They have a few aircraft colour in their range. thanks Pat

Could anybody point me to a list of the colours made by Precision paints all those years ago? They did a flyer, but in the hundreds of tins I have - I see many not listed - for example M 253 Russian A/F Marker Red. Pat Martin

On the Nakajima B5N ... if the wings are folded for storage ... are all flaps and movable wing surfaces in a Neutral position? PM

Following wartime use, the RCAF Mitchell fleet survived the immediate post-war cuts. Seven early Mitchell Mk.I (B-25B) served briefly in 1942. Most of these were designated B-25D, or Mitchell II in RAF nomenclature. Deliveries had been diverted from stocks produced for the RAF. Twenty-nine ex-USAAF machines were also acquired, from the same production lots, resulting in deliveries of B-25D that had seen combat service with the USAAF in the Mediterranean. Most of these were withdrawn from RCAF service early in 1950. In 1951, the RCAF ordered 75 further B-25J, known as the Mitchell III. Thirty-seven were equipped with the APG-40 nose-mounted radar and were designated Mitchell III AI in the RCAF. The AI examples were purchased to assist the training of aircrews going on to the Canuck radar equipped interceptor. The USAF was also receiving re-worked aircraft from the Hughes Tool Company with at least three radar configurations with the designations TB-25L, TB-25M and TB-25N. Six further AI aircraft were borrowed from the USAF between August 1954 and June 1955, also for use at 3 (AW) OTU at North Bay. Several non-AI aircraft had the same nose profile, but without the APG-40 radar late in service. Two aircraft (5220 and 5248) were modified with VIP interiors (if any ride in a Mitchell could be considered luxurious) complete with fuselage flash and were sometimes noted in records as Mitchell IIIST. Three B-25 trimetrogon equipped aircraft were purchased to complete stereo photographic surveys, mainly in the North in April 1944. A fourth Mitchell, now designated F-10 by the USAAF, arrived in April 1945. Two of the four survived until the mid-fifties with improvised nose conversions. The Mitchell fleet served as a light bomber (LB), pilot trainers (PT), photographic platform (Mk.II), radar trainers (AI/AIA) and staff transport (ST). It has also been noted as a target tug, and general transport. The last flight of a RCAF Mitchell was on August 25, 1961. drawings and all colour details can be found in .... Royal Canadian Air Force Aircraft Finish and Markings 1947-1968 By Patrick Martin

so then you then you, like myself are a serial starter?

A total of 677 P-80A were constructed although some sources claim 676. The first 344 production P-80A were finished in a protective light pearl-grey paint finish. The paint was not a success due to peeling and wearing, as such subsequent production was left in natural metal finish.