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stever219

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Everything posted by stever219

  1. Thank you; my kit's hiding deep in the Loft of Doom and I can't remember my Scalenates password!
  2. The real aeroplanes were originally designed to the same specification for a day/night/all weather fighter for the RAF; they went for the Glister GA. 5 which became the Javelin whilst the Navy opted for the dH 110 which became the Sea Vixen so parking one (or more) of each together makes quite a lot of sense.
  3. The Heller Javelin T. 3 is a good basic kit with generally accurate shapes and sections. Surface detail is in the form of fine raised lines and the wings have vortex generators,but these are a bit chunky, and inset control surface hinge lines. Undercarriage bays are boxed in and the intakes and exhausts have short lengths of ducting. The cockpits feature side consoles, control columns and rather rudimentary seats. Decals wee provided for 60 and 72 Squadrons. The kit builds up well and needs a little filler; the joint between outer wing panels and centre section is a bit of a nuisance but careful assembly pays dividends Airfix reissued this kit as a T. 3 and as an F(AW)9, however they didn't widen the rear fuselage to accommodate the larger diameter jet pipes of the Mk. 9's reheated Sapphires and the result looks a little under-nourished. Firestreak AAMs, their pylons, and drop tanks are provided, as are markings for 64 Squadron and one other whose identity escapes me just now.
  4. The Lancaster on display at Duxford is a Canadian-built B. Mk. X and served only with 428 Squadron RCAF during World War II. Post war she returned to Canadia and in June 1946 where she was converted to Mk. 10MP. R5868 at Hendon, however, was flown by an Australian unit, 467 Squadron, and was overhauled extensively between service with 83 Squadron and 467. It was not unknown for Lancasters (and other types) passing through overhaul to emerge with more new parts than original and “retaining” the identity of the forward fuselage only, especially if it bore artwork or inscriptions of some description, e.g. R5868’s “No enemy plane....” legend. During her overhaul R5868 received a new or extensively reworked rear fuselage which “deleted” the original windows. There is an image of her at Barkston Heath with not much more of her mainplanes remaining than the centre section “box” so it’s entirely possible that much of her wing structure now is not that with which she left Avro’s in the summer of 1942.
  5. Only the box is old; this is the 2019 Airfix 1/4th kit, not the 1974 Matchbox 1/72nd kit. There’s been much discussion about the colours of the nose stripes since that box art first saw the light of day and present thinking is that Airfix have got it right with yellow.
  6. I found a poor quality (it is on my damn' phone anyway) image of R5868 where the light catches the starboard elevator in such a way as to highlight the locations of the ribs near the leading edge and it very strongly suggests that she has the interim extra ribs as referred to in my earliest post in this thread.
  7. KB889 and NX611 both have metal-skinned elevators; as the latter saw service post-war with L’Aeronavale she probably received them as part of the refurbishment programme. Now looking for close ups of R5868 and PA474. Edit: PA474 has metal-skinned elevators. ’nuvver edit: R5868 has fabric covered elevators but they have the additional ribs as referred to in my earlier post.
  8. Lancaster at War 2 details the loss of PB579 (I think) on test whenthe fuel jettison home doors detached during a planned high speed dive. They struck the tailpanes and elevators, tearing the fabric of the latter. The high speed airflow caused the fabric to unrave, fatally reducing the elevatrs' effectiveness and preventing recovery from the dive. The crew of four did not manage to abandon the aeroplane and all died in the crash. As an interim measure additional wooden ribs were added to the elevator structures to which the fabric skin was laced in order to limit the propogation of tears until the metal-skinned elevators could become available..
  9. The American paints wouldn't just have been lighter or darker, the tones would also have been different. Sovereign Hobbies' Colourcoats range contains all three colours and they are renowned for their accuracy and quality. Buy and use with confidence.
  10. Interior parts should be aluminium, not gunmetal. It’s an easy mistake to make if you’re using Humbrol paints; gunmetal is 53 and aluminium is 56. I find that 27001 is a far better match for aluminium than the rather dark and dull 56 and use it as High Speed Silver. As for the colourful fin this was probably the CO’s jet. My 245 and 257 Squadron Meteors (both with yellow fins) had a couple of thin coats of matt white followed by further thin coats of Humbrol 169 (now made in Unobtania) followed by the final coat of Humbrol 69. In lieu of H169 any deep, rich yellow will do.
  11. I think it’s time to rejuvenate the “alternative dictionary definitions” thread. “ jour-na-list, a being incapable of joined up thought or reporting no accurately on an event or incident, prone to gross exaggeration” Had whoever wrote that/those piece(s) though about it for a second or two they should have been able to work out that had G-AIYR hit the ground at speed at that angle there could well have been small pieces of broken aeroplane and dead and injured people spread over a significant acreage of Duxford’s airfield. This sort of sensationalist reporting of aircraft accidents, coming as it does only a day after the 50th anniversary of the Papa India accident, does nobody any favours and shows that the press/media have learned little or nothing useful in the intervening years. I still can’t forget how the two junior pilots, Jeremy Keghley and Simon Ticehurst, were vilified by the press. Their “crime”? Youth and inexperience.
  12. Viscount 700 (fiirst flight), Cesena spam-can, Chipmunk (first I've flown), B737-200 (grim), B737-800, B767, B757, A320, A330, Piper Tonahawk (yawn), Tiger Moth, Dragon Rapide, Super VC-10 (Goddess of the skies, full stop!) SRN4, A W Argosy, H P Hastings, Kirby Cadet TX. 3.
  13. Today marks the 50th anniversary of the crash of Trident 1C G-ARPI shortly after take off from London Heathrow with the loss of all 119 souls on board. For some this remains a controversial accident; who did what and why on that ill-fated flight? Why was the crew formed with two very inexperienced pilot's? What is certain is that the captain, PF, was becoming increasingly incapacitated by an undetected heart condition, the aeroplane never achieved its lowest target speed, that the leading edge droops were retracted well below minimum retraction speed, that the stick push system was deliberately selected OFF and that whoever selected the drops UP did not appreciate the consequences of his actions. The flight lasted less than three minutes from brakes off to impact; there were initially two survivors but both succumbed to their injuries shortly after, despite the best efforts of the emergency services to save them. There wre a number of repercussions from this accident: the Trident was fitted with a baulk on the droops which would prevent their retraction with flaps up and below minimum droop retraction speed, crew rostering practices were amended, exercising ECGs were introduced to pilot medicals and, perhaps most importantly, Cockpit Vouce Recorders were introduced. Initially seen as a "spy in the cockpit" the CVR became one of the accident investigators' most useful resources. RIP those aboard Bealine 548 this day in 1972.
  14. Thanks for the images @Adam Poultney, but you appear to have been a victim of $^$*£¥^&^●□☆ auto-incorrect. Image 15, "Dappled radar panel". You and I know you mean "Doppler" but I can just imagine a weathering fiend applying all sorts of dots, dashes, squiggles and splodges of paint to it to get a "just right, never seen in service" dappled effect. I think the Sun's got to me already.....
  15. “Jack up windscreen, insert new aeroplane, lower windscreen.” It’s not quite that extensive but there’s a lot of work. In no particular order: shorten nose ahead of windscreen, deleting camera provision and reshaping nose profile in the process, replace cockpit canopy with more heavily-framed type with “solid” rear section, remove more sharply-swept inboard section of wing leading edge and outboard “dog-tooth” producing a straight leading edge from root to tip, delete upper fuselage auxiliary intakes, reduce height of fin by deleting section below bottom line of rudder, modify tailplanes back from all-moving to fixed forward section with conventional elevators, delete variable-area reheat nozzle and shorten rear fuselage by approx. 1 scale foot. Both the Swift F. Mk. 1 and FR. Mk. 5 were fitted with two ADEN 30mm cannon but I can’t remember if the weapons in the F. Mk. 1 were in the inboard or outboard positions and my copy of Nigel Walpole’s Swift Justice is presently inaccessible in the Loft of Doom.
  16. @Ray S there are several images of ZE360, the last (nearly) complete F-4J(UK) in RAF markings in the walkaroiund section on this site. Bear in mind that when these images were captured she had been with the fire school at RAF Manston for some time and had suffered accordingly, but had not been cut much or burned. She's now in the throes of what will be a lengthy restoration to static display condition. If you can get hold of, or access to, a copy of Linewrights' slim volume on the F-4J(UK) there are plenty of images of the jets in service, including some colour images illustrating the difference between the original American-applied camouflage and the standard RAF air defence greys (open can of worms here). Good luck with your model: I have a part-built ESCI F-4J(UK) lurking waiting for some fresh action that I really should be getting back to......
  17. Thanks @Dave Swindell I thought I’d seen that somewhere. I want to try replicating it on my 1/24th Mosquito. When it comes to entry and egresss I certainly wouldn’t want to try squeezing through those side panels; the normal hatches are snug enough, even without flying kit and a parachute!
  18. @Dave Swindell thought that the “quarter-lights” either side of the windscreen could be opened to provide some degree of forward view if the windscreen was badly damaged or obscured. As you say though the main side panels were fixed.
  19. @flibble as others have said painting yellow is a complete . I’ve found that using a flat or chisel-edged brush helps greatly in getting an even coat down, even when I’m being lazy and not using primer. A deep matt yellow can make a good primer for a lighter, more acid, yellow: I’ve been using an old tin of Humbrol 169 “yellow facings” as an undercoat for Humbrol 69 with a surprising degree of success.
  20. @Christopher L if you've got the old Airfix kits you really do need new exhausts; to describe the kit examples as shonky or scuzzy is to elevate them to a status of which they are entirely unworthy. In the past there have been aftermarket sets, certainly for Olympus 200s, but I haven't yet checked to see if they're currently available.
  21. Thanks @Adam Poultney, poor old '532 was a FatFingers Productions production in association with BlindPugh Proof-reading Services LLC and Byeckitsbinalongday Enterprises. I'll correct it shortly.
  22. Hi @Christopher Land welcome to the forum. I assume that, for now, you’re asking about Vulcan B. Mk. 2, B. Mk. 2 (MRR) and K. Mk. 2. Initial production Vulcan B. Mk. 2s were fitted with Bristol Siddeley Olympus 200-series engines. These were XH533 to ‘539, XH554 to ‘563, XJ780 to ‘784, XJ823 to ‘825, XL317 to ‘321, XL359 to ‘361, XL384 to ‘390, XL392, XL425 to ‘427, XL443 to ‘446, XM569 to ‘573. Of these XH557, XJ784, XL384 to ‘390 were retro-fitted with Olympus 301-series engines. Vulcans built or retro-fitted with Olympus 301s were XH557, XJ784, XL384 to ‘391 (first to be built from the outset with ‘301s), XM574 to ‘576, XM594, XM595, XM596 was not completed and was used as a fatigue test specimen, XM597 to ‘612, XM645 to ‘657. The first ten aircraft, XH532 to ‘556, had shallower air intakes as fitted to the lower-powered Vulcan B. Mk. 1 (Olympus 100-series engines). Nine Vulcans, all powered by Olympus 200-series engines (XH534, XH537, XH558, XH560, XH563, XJ780, XJ782, XJ823 and XJ825) were converted to B. Mk. 2 (MRR) standard and of these two (XH558, XH560) plus XH561, XJ825, XL445 and XM571) were further converted to K. Mk. 2 standard in the wake of the Falklands War. The obvious external difference between the tailpipes is that the 200-series are longer and more sharply tapered than the shorter and larger-diameter 300-series examples. Both types are catered for in the new Airfix Vulcan; the older kit only features the 300 series tailpipes but they’re rather basic and not very well defined. The 200 series tailpipes grew a number (five, I think) of squarish fairings at their forward ends after a short period in service, e.g. XL360, but I currently do not have a list of serial numbers for Vulcans fitted with them. You’ll find plenty of information in The Vulcan B. Mk. 2 from a different angle by Craig Bulman if you can get hold of a copy, including the various permutations of Skybolt fittings and ECM antenna fit.
  23. Another shout out for Veteranus in Ripon. Good, old-fashioned no-nonsense operation. They take around 30% of the proceeds of sale but they’ll collect, market, post and pick up PayPal charges: use with confidence.
  24. It’s the (getting quite) old Hasegawa kit so, yes.
  25. Looking at a build in the Buccaneer STGB it does.
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