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Rod Blievers

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About Rod Blievers

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  • Birthday 10/01/1946

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    SE Qld, Australia

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  1. If you're intending modelling a Chipmunk with the RAFC Cranwell from the first period (they replaced their Chipmunks with the Prentice in 1955) note that most, if not all, did not carry the yellow wing bands.
  2. I have little knowledge of AAC schemes, but I'd think they'd have more or less paralleled the RAF. Initially overall High Speed Silver with yellow bands, the bands were replaced in 1959, the process taking around 2 years. Initially painted DayGlo panels, fairly quickly replaced by the 3M DayGlo adhesive strips. In 1966 polyurethane Light Aircraft Grey replaced the cellulose Silver, but the first Chipmunks didn't appear in this scheme until 1969 (and in B&W photos it can be very hard to tell the difference - one clue is that a few Grey aircraft sported white canopy frames). The first permutation of the Red/LAG/White scheme (with red leading edges & wingroots, while the elevators remained in Grey) appeared in 1970, but this didn't appear on AAC Chipmunks. The second, more common permutation (with red elevators, outboard wing "blocks" and grey wingroots) was actually promulgated in 1971 but only appeared towards1974.
  3. Rod Blievers

    D H Chipmunk

    Tweeky - yep, and if you look at my photo there's one (WG478).
  4. Rod Blievers

    D H Chipmunk

    Technically they're spin recovery strakes - they improved recovery (marginally) but had nothing to do with spin entry, however DH themselves called them "anti-spin strakes"! These were retrofitted (rather quickly) to the RAF Chipmunk fleet in 1958 - the RAF's last non-straked Chipmunks were those that returned from 114 Squadron on Cyprus in very early 1959. They remained fitted from then on. So the only RAF Chipmunks without strakes were in the overall silver/yellow bands scheme.
  5. John Aero: Sincerely thank you for that succint and highly informative posting - you've certainly clarified the Gull/Proctor lineage for me.
  6. I stand ready to be corrected here, but I thought the Proctor also had a wider fuselage than the Gull series? The front seats were side-by-side in the Proctor, staggered in the Gull.
  7. Absolutely spot-on, Selwyn! I know a (now very elderly) gent who worked with Bader at Shell, and he's never had a nice word to say about him. But, in his day, he was a very effective leader.
  8. It's virtually identical to the front panel - message sent....
  9. Great model Alex, it brings back a lot of memories of the 1:1 scale "Tribarge". Just to clarify, the Union Jack started disappearing off the fins of Cathay aircraft several years BEFORE 1997 (much to the angst of the staff - the Hanover really was coming...), but since the L.1011 was scheduled to have been out of the fleet before 1997 possibly they retained theirs until their demise. The change from VR-H** to B-*** registrations occurred a few years after 1997. It's possibly a bit simplistic to state that the L.1011 was replaced by the A330 - many Tristar routes were then flown (initially at least) by the B747-200/300, as they in turn were being displaced by the B744 on the Long Haul routes.
  10. Paul - sorry if this is a bit late, but the DHC-1B had the more vertical/subtly thicker exhaust stack.
  11. Nigel - regarding the roundels, there's another (often overlooked issue). The fuselage roundel was originally 16" diameter, but was changed to 18" in the early 1970's (with the advent of the second R/W/LAG scheme?). It doesn't sound much but it's obvious when you compare photos...
  12. First off, but for the huge potential order from the UK, I strongly suspect the Canadian Chipmunk program would have finished with the 60th DHC-1A (it wasn't exactly a huge commercial success at that stage). Secondly, the UK (and Portuguese) built Chipmunks are VERY different airframes than the Canadian DHC-1B - they might look the same but they're not. Different sub-systems, different gauge metal panels etc etc. So yes, I think it's very fair to call it a "British Trainer".
  13. Radu - hello! I hadn't realized that this was your effort, but because of the superb quality of the CAD parts I should have recognized your handiwork! My apologies. I'm really looking forward to seeing these kits...
  14. Hi Kevin: But I think the Tiger's strakes were to prevent spin entry, making them true "anti-spinning strakes". My own Chipmunk has strakes and the broad-chord rudder (it's a 1994 RAF retiree), but I have in recent times spun a Chipmunk with no strakes/broad-chord rudder and one with no strakes/narrow-chord rudder. The lack of rudder authority in general was apparent with the latter aircraft, but they both seemed to enter and recover much the same. Your comment about the variables about each aircraft's handling reminds me that on some aircraft, once the correct inputs are applied, the spin rate will initially increase before recovery. Seeing this, I can well imagine an inexperienced pilot relaxing his inputs at that point, which won't help him at all! It's another Chipmunk "gotcha"! Despite my skepticism towards the effectiveness of the strakes, I confess that I would never entertain removing them! Cheers, Rod.
  15. Kevin K - not for one second is this intended to be an I'm right/you're wrong response, but isn't it fascinating how we've interpreted that sentence quite differently? Given that students are taught to positively apply and maintain anti-spin control inputs, I've always taken the "three-quarters of a turn in the worse case" as meaning that DCA weren't greatly impressed by the effectiveness of the strakes. In the UK now you can't fly ANY Chipmunk without strakes, yet here you it's never been a requirement. As an aside, I learned to fly in Chipmunks that had the narrow-chord rudder and no strakes - I don't think then (1961) I'd even heard of those strake thingies! Bill Fisher (he of encyclopedic Chipmunk knowledge) told me that, after a series of fatal RAF Chipmunk spinning accidents, questions were being asked in parliament and thus the MoD felt compelled to do something (anything) about this. The strakes were the simple/quick answer. Interestingly, the accidents all occurred at UAS's where the previous equipment had been the much more benign (specifically with spin recovery) Tiger Moth... Cheers, Rod.
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