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Navy Bird

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Navy Bird last won the day on April 5

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About Navy Bird

  • Rank
    Completely Obsessed Member
  • Birthday 03/29/1955

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  • Gender
    Male
  • Location
    Rochester, NY USA
  • Interests
    Beat Lymphoma - Twice!

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  1. Thanks, mate! My favourite scale too...in fact, I think it's the most sacred scale too. After all, Achilles and Patroclus were building 1:72 scale Myrmidon chariots whilst they were pouting in their tents. Thanks, David! I can confirm it's 1:72 scale - I have the strained eyesight and deep gashes from #11 blades on my fingers to prove it. Cheers, Bill
  2. Thanks guys. A grey panel line wash is working out OK. The Tamiya kit is covered with rivets, but they are tiny, and some of them fill in and others don't. I actually like the effect, as it's quite random, and I think it looks more natural. In any event, the overall effect is very subtle, which is what I want. None of that black tar in the panel lines as hyped in the Modelling Fad of the Month Club back a few years ago. Cheers, Bill
  3. Yes, sir. The RFI for those two are here: The Scale Resin Buccaneer S.1 is related to the CMR kit, but completely new tooling: Cheers, Bill
  4. You be reading my mind, mate. Don't look too deep in there, though, it might be scary. Cheers, Bill
  5. Thanks @Troy Smith. I actually have that post from Gary C. bookmarked, and it's the process I usually use with Tamiya and Hasegawa decals. In this particular case, the problem wasn't adhering or conforming, it was silvering. I have a pretty good gloss Future coat, but for some reason I got quite a lot of silvering with the stencils (which were the only Tamiya transfers I used - the roundels and codes are from an EagleCals sheet, and I didn't get any silvering with those). I chose to use the Tamiya stencils because I thought they looked better, font-wise, and the small characters were more legible. In any event, I managed to poke enough tiny holes in the carrier film to allow Mr. & Mrs. Mark Softer to get underneath and soak up the trapped air. So I think we'll be OK at the end of the day. Now I'm debating whether to do a panel line wash. I've recently developed an opinion that in my normal scale of 1:72, I prefer not to do a panel line wash, or if I do, to make it very subtle. But this lady is a big puppy, and a panel line wash might be more applicable. I'll try a few spots in an inconspicuous spot and see how it goes. Cheers, Bill
  6. What's not to like about a Phantom? And a great scheme too, one I've not seen before. Sweet! Cheers, Bill
  7. Great job! I like the effect you've made with the aluminum - to me, it looks very realistic. Add your subtle weathering, and this is just superb. Cheers, Bill
  8. Beautiful Jug. Really nice work on the subtle paint modulation. Cheers, Bill
  9. Did I ever mention that I hate Tamiya decals? Cheers, Bill
  10. Hi mates, The invalid is back at the bench, albeit with a lingering chest cough. Nevertheless, I have boldly commenced more stickering! Of course, the printed Sky colour of the codes on the decal sheet is not a perfect match for my painted-on fuselage band, but I think they're close enough that after some light weathering it will be OK. If not, I can probably make up some good excuse why it was that way in real life (based on interpretations of the dominant wavelength of the reflected colour, taking into account the 15th generation black and white photos, and a stoic argument about the film used and how overcast it was that day). The aircraft I'm depicting, AE-W BS152 of Lorne Cameron 402 Squadron, has a maple leaf badge under the windscreen. I only have a photo of the port side of this aeroplane, and I'm not sure that the badge is also on the starboard side. Anyone know? The decal sheet includes two badges. And, of course, the colour of the maple leaf has always been contentious when discussing JE-J, the more famous Kenley Wing stablemate. Certainly, the current Canadian flag features a red maple leaf. But that wasn't the flag during WWII - the Canadian ensign used between 1921 and 1957 actually features three green maple leaves. In 1957, they were changed to red. All of this may or may not have any bearing on the badge used by 402 Squadron on BS152. I would think that the leaf is red, but then JEJ himself said his was green. Anyone like to offer an opinion? Cheers, Bill
  11. Hey, I survived! Well, other than a bit of pneumonia that somehow came back with me. I blame that on the airplane ride, not the bad camel breath. I'll get back to work on the big Spit once I feel a bit better. Here is a couple of pix from my trip - first is my daughter and I with one of our tour hosts (yup - it's that guy). But he was able to get us access to a lot of places that were either closed or off-limits to the commoners. Like in-between the paws of the Sphinx: And a fascinating afternoon tea with Mrs. Jehan Sadat at her home. What a charming lady. Not sure my daughter's "Nightmare Before Christmas" handbag matched the occasion, but whatever. We had a great time, it was probably the most amazing trip I've had (until Telford 2019, of course). I took over 1,000 photos, and I'm really glad that I no longer use film. That would have cost more than the trip! Good to be home, though. Cheers, Bill
  12. With regard to the tragic Ethiopian Airlines crash, there appears to be more it than what I'm reading in the papers. Here is the latest from Aviation Week: https://aviationweek.com/commercial-aviation/ethiopian-crash-data-analysis-points-vane-detachment?NL=AW-05&Issue=AW-05_20190411_AW-05_553&sfvc4enews=42&cl=article_1&utm_rid=CPEN1000000985591&utm_campaign=19193&utm_medium=email&elq2=62aae782c6e845adbb1e9b2d483cbe76 "As the investigation continues into the causes of the Mar. 10 Ethiopian Airlines Boeing 737 MAX accident, sources close to the probe say flight data recorder (FDR) data firmly supports the supposition that the aircraft’s left angle-of-attack (AOA) sensor vane detached seconds after take-off and that, contrary to statements from the airline, suggests the crew did not follow all the steps for the correct procedure for a runaway stabilizer. "Detailed analysis of the FDR trace data shows that approximately six seconds after liftoff was signaled by the weight-on-wheels switch data, the data indicate the divergence in angle-of-attack (AOA) and the onset of the captain’s stick-shaker, or stall warning. Almost simultaneously, data shows the AOA sensor vane pivoted to an extreme nose-high position. "This, says one source, is a clear indication that the AOA’s external vane was sheared off—most likely by a bird impact. The vane is counter-balanced by a weight located inside the AOA sensor mounting unit, and without aerodynamic forces acting on the vane, the counterweight drops down. The AOA sensor, however, interpreted the position of the alpha vane balance as being at an extreme nose-high angle-of-attack. "With the stick shaker active, the trace indicates the crew pushed forward on the column to counteract what they believed were indications of potential approach to stall. The aircraft, now in level flight, also accelerated rapidly as its power setting remained at 94% N1 thrust used for take-off. This was followed by some manual trim inputs using the thumb switches on the control column. "Seconds after speed advisories were heard, the crew raised the flaps. With the autopilot turned off, flaps up and erroneous AOA data being fed to the flight control computer (FCC), the stage was set for the MAX’s maneuvering characteristics augmentation system (MCAS) to activate. This is indicated by approximately 8-sec of nose-down stabilizer movement, which was followed by the use of manual trim on the control column. However, with the MCAS having moved the stabilizer trim by 2.5 units, the amount of manual nose-up trim applied to counteract the movement was around 0.5 units, or roughly only 20% of the amount required to correctly re-trim the aircraft. "Because of the way the aircraft’s flight control computer P11.1 software worked, the use of manual trim also reset the MCAS timer, and 5 sec. later, its logic having not sensed any correction to an appropriate AOA, the MCAS activated again. The second input was enough to put in the full nose-down trim amount. The crew again manually counteracted with nose-up trim, this time offsetting the full amount of mis-trim applied by the latest MCAS activation. "By then, some 80% of the initial MCAS-applied nose down trim was still in place, leaving the aircraft incorrectly trimmed. The crew then activated the stabilizer trim cutoff switches, a fact the flight data recorder indicates by showing that, despite the MCAS issuing a further command, there was no corresponding stabilizer motion. The aircraft was flying at about 2,000 ft. above ground level, and climbing. "The crew apparently attempted to manually trim the aircraft, using the center-console mounted control trim wheels, but could not. The cut-out switches were then turned back on, and manual trim briefly applied twice in quick succession. This reset the MCAS and resulted in the triggering of a third nose-down trim activation lasting around 6 sec. "The source says the residual forces from the mis-trim would be locked into the control system when the stabilizer cut-off switches were thrown. This would have resulted in column forces of up to around 50 lb. when the system was switched back on. "Although this could have been reduced by manually trimming the aircraft, this did not occur, and the third MCAS activation placed the aircraft in a steep nose-down attitude. This occurred with the aircraft near its peak altitude on the flight—about 6,000 ft. The engines remained at full take-off power throughout the flight, imposing high aerodynamic loads on the elevators as the crew attempted to pull back on the columns. "Vertical acceleration data also indicates momentary negative g during which the AOA sensor on the left side unwinds. This is seen as further validation of the theory that the external part of the alpha vane was detached as the apparent change in angle indication could only be explained by the effect of negative g on the counterbalance weight, forcing it to float up inside the sensor housing. In addition, the captain’s stick shaker also comes off twice in this final phase, further reinforcing the severed vane notion. "The source indicates the crew appeared to be overwhelmed and, in a high workload environment, may not have followed the recommended procedures for re-trimming. Boeing’s stabilizer runaway checklist’s second step directs pilots to “control aircraft pitch attitude manually with control column and main electric trim as needed,” according to one U.S. airline’s manual reviewed by Aviation Week. If the runaway condition persists, the cut-out switches should be toggled, the checklist says." Cheers, Bill
  13. Aha! A real Lightning this time. I knew you'd see the light. Just make sure you don't build that other Lightning... I remember buying this kit and expecting it would be a similar quality to the Revell Eurofighter that I had just built. When I opened the box, I was shocked to find the old Hasegawa kit. I think this experience was what led me to join Scalemates so I could get idea of the provenance of a kit before I bought it. So, you seem to be redefining the term "weekend kit." Sand off all those raised panel lines, they weren't on the real thing. And don't worry about scribing panel lines, they may have been on the real thing, but you can't see them in 1:72 scale. Especially when it's on your ceiling. Cheers, Bill
  14. Perfect? Let's see, the red is the wrong colour, but it was the closest I had. I suspect it should not be RLM23 (Gunze H414). And the blue is FS15044 (Gunze H326), and I'm pretty sure the RAF didn't use US Insignia Blue in 1942. But nobody ever looks on the bottom, right? Except me, of course, I look at a lot of bottoms. Oh gawd, The Bangles. Isn't it wonderful that "big hair" is over? I wonder what the Egyptians think about such silliness? IIRC, the song was one of many considered "culturally insensitive" after 9-11. I don't think I'll bring it up while I'm there in case it touches a nerve. Cheers, Bill
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