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Found 11 results

  1. Hello, I recently acquired an Italeri ATR-42 and I already an F-RSIN kit under construction. I know of all the criticism on the Italeri kit but I wanted to give it a try.. On comparing the parts though I found out a huge difference in the cabin section (not mentioning the wonky nose shape). I'm now just curious to know who is right: unfortunately all I could find searching around are INTERNAL cabin dimensions, which are very useful to sell the product but not so interesting for us modellers. Anyone would happen to know the fuselage external height and width of the ATR series?
  2. I see that F-RSIN Plastic are releasing 1/144th scale kits of the Fokker F.28 at the forthcoming Telford show. Both the shorter fuselage 1000 and the longer 4000 in are shown in various schemes. I've always liked those little Fokkers, so I'm quite pleased. Question is, does the F.28 belong in the Classic or Modern section? Being as there are hardly any left in service, I chose classic even though it still seems fairly new to me. Dave
  3. I bought this kit last year intending to build it in the De Havilland GB but.............. Not too many parts, though a couple of the smaller ones have disappeared from the sprue before it got into the box The above pictures were taken about a week ago and I now have the fuselage together There's quite a bit of flash to remove (not really an issue) and as others have noted, the plastic is quite rough and prone to odd "lumps" here and there. Apart from the fact that two of the 3 castellated engine exhausts are missing, the main problem looks like the wings. These will need some careful sanding on the insides to get them to fit together.
  4. My contribution to this group build will be the F-RSIN 1/144 Trident 3B, in British Airways colours. By the time these were built it was known as the Hawker Siddeley Trident, but it's a DH design and I'm told it qualifies, so here goes. Box and sprue photo to start with: There aren't a lot of parts so it ought to be a quick build - however I think a lot of the effort in this build is going to be in cleaning up the parts. There's a lot of flash, the plastic all has a very rough surface, and there are some pretty big moulding flaws such as these strange craters on the surface of one wing: So I think I'll be getting through some filler on this build! Apparently the kit's shape is pretty good, and I've seen some good builds online (including on Britmodeller), the one thing that people seem to consistently want to deal with is the shape of the centre engine inlet - it's a bit pinched and looks a bit triangular. So this is where I've started - I've built up the shape of the inlet with plasticard, and filed out the inside (which you can't see here) to get a better shape. It'll need some blending in with filler, which I'll do when the fuselage is together.
  5. Evening all, I have too many projects on the go filling my workbench. They get finished in between the 'big' projects so here is the latest. The recent F-Rsin injection moulded ATR-72 in Aurigny markings (pronounced Aw-reeny when they call the flight at the airport!). This very aircraft G-BXTN took the Viking family from Manchester to Guernsey for a holiday back in 2006, so when I saw the model I had to have one. Nice little kit goes together very well for a limited run model, a bit of flash, heavy sprue gates, you know the sort of thing. Nothing very difficult though. The decals sre superb but are very thin and will fold over if you are not careful. I managed ok though. My biggest worry was doing that sprayed yellow 'fade' into the white, but it was a doddle with the airbrush, no trouble at all and yet it had scared me right up until the moment I had to start spraying. The puffin on the tail is a separate laser printed decal, and has a white underlay for it. I think it could have done with a little more white though, because it still looks a touch too dark to me. Never mind, I'm pleased with this one. With my other ATR-72 'Caribbean' I built for a friend; Cheers John
  6. French kit of the French subject. What can be more French? This is short-run. Undoubtedly
  7. This kit was a bit of an uphill struggle to be honest, largely due to the rough surface texture and some alignment issues. It's by F-RSIN and is injection-moulded rather than resin. It was worth the battle though, just because it's such a cool subject.
  8. The generous response to my Lao Central SSJ-100 has encouraged me to post another RFI, this time the F-RSIN Trident 3B. I usually have five or six builds at different stages but for some reason I tend to finish them in pairs. The Trident was the other half of the pair with the SSJ. I used the plastic version of the kit which went together well. F-RSIN have really caught the character of the aircraft, particularly the kink in the wing and the various lumps and bumps underneath. The only accuracy point I picked up was the shape of the centre intake which was too sharply triangular compared to photographs. Plastic strip, superglue and Milliput plus a few minutes of carving and filing took care of that. To my eyes the cabin window decals look slightly too big but unless you take the expensive option of sacrificing a TwoSix sheet there really isn’t a suitable replacement. I sourced alternative “British” titles to align better with the windows but I'm still not 100% happy. They came from an old Flightpath sheet intended (I think) for a Tristar. The registration had to be G-AWZJ on which I had my one and only Trident flight (GLA-LHR) shortly before she retired in 1985. It’s also the only time I’ve flown in a rear-facing seat, a strange experience rather like being on an airborne train. Since I’d never previously been on a Trident I was unfamiliar with the aircraft’s idiosyncrasies and I still remember getting slightly concerned by the length of the take-off run at Glasgow and the looming possibility of a very large splash in the Black Cart Water. Needless to say Zulu Juliet unstuck in her own good time and the rest of the short flight was great. Happy memories! Thanks for looking and as always constructive criticism is welcome. http://SAM_0127 by David Griffiths, on Flickr http://SAM_0130 by David Griffiths, on Flickr http://SAM_0122 by David Griffiths, on Flickr http://SAM_0124 by David Griffiths, on Flickr
  9. Trident 3B - CAAC 1:144 F-RSIN British European Airways, in the latter part of the 1960s saw the need for an aircraft capable of greater capacity and range than its existing fleet for the European and domestic routes. The Hawker Siddeley Trident 1 and 2 currently in operation were proving to be too small which ironically was the result of the same airlines insistence that the original design be reduced in size to meet their requirements only a few years earlier. Regarded as a stop-gap until the arrival of the wide body airbus expected in the early 70s, Boeings B727 and the Douglas DC-9 were carefully considered however the possibility that non-British built aircraft were to be used resulted in Hawker Siddeley putting forward designs to meet the new requirement. Initially twin engine designs were submitted which would be powered by the then new high-bypass engines currently under development. Eventually however, following assurances that the design and development costs would be met by the government, a stretched Trident was selected. The Trident 2E formed the basis of the new Trident 3B. With a total fuselage stretch of 165 split ahead of and behind the wing being the most obvious difference when compared to the earlier versions. The wingspan remained unchanged however, the outer wing panels were increased in chord to give a 32sq. ft. increase to the wing area. Larger span outboard flaps and the installation of the RB162-86 booster engine in the base of the fin ensured that the thrust and lift were sufficient to overcome the weight of the new design. The wing was further modified by a 2.5 degree sweep increase to allow the same rotation angle on tale-off as previous models even with the rear fuselage extension. The first Trident 3B was rolled out at Hatfield in November 1969 painted in what was the then new BEA Speedjack colour scheme and was test flown on December of that year by John Cunningham. A total of 26 Trident 3B-101s were built and all delivered to BEA/BA, although by 1986, with the introduction of new noise regulations, all were withdrawn from service. Two additional airframes were built as the Trident 3B-104. Dubbed Super Tridents, the two examples featured additional fuel tanks for long range operations by the Civil Aviation Administration of China (CAAC) and were registered as B-268 and B-270, and these provide the modeller with one of the more obscure options to the Trident range currently available from F-RSIN The Kit The kit arrives in a large flat box of the end-opening variety, with a profile of the aircraft on the front. As is fairly standard for most of the F-RSIN range of kits, the parts are all contained within a single sprue that is moulded in pale grey plastic. A large decal sheet and a single page instruction sheet are also included, the latter providing an exploded diagram of the kit to guide the builder. The parts are attached by fairly large sprue gates and will be better separated by razor saw, to prevent damage to some of the smaller items during removal and the slightly textured finish to the larger components will require some light sanding prior to assembly. Both are common features of short-run kits and require little work to remedy, as are the ejector pin marks on the mating surfaces, although a few have pushed through onto the wing outer surface. Very little work will be required to eradicate these and a little sanding will render them flush with the surrounding plastic. There is a little flash around the majority of the smaller parts, which is again a feature of short-run moulding, and easily removed. The panel lines are provided for the main control surfaces and door outlines which provides adequate detail on a model of this type and scale. If however, you feel the need to add some more you will need to study your references, but in 1:144 they would be very fine indeed and hardly visible from scale distance. Breakdown of parts is straight forward as you would expect, with a vertically split fuselage, into which you are advised to place 20g of nose weight to ensure all the wheels remain on the ground. The wings are moulded to achieve seams which coincide with prominent panel lines on the wing underside thereby avoiding joint lines on the extreme trailing edges which are commendably sharp. Separate wing fences are included, which fit into well-defined recesses in the upper wing surfaces. On the sprues, the wings appear to have the correct change in dihedral from the inner to the outer sections, but a proper conclusion can only be drawn once the parts are removed from the sprues and fitted to the fuselage. It is possible that the trailing edges of the lower wing parts will need thinning to ensure a flush joint with the underside leading edge of the ailerons and flaps. The T-tail has been moulded in similar fashion with the lower surface stopping at the hinge-line and which will result in minimal surface clean up, but you will need to thin the trailing edge of the lower part to get a good flush joint before applying glue, in much the same way as the wings. A nose gear bay is provided to fit behind the opening in the fuselage, but detail is limited, which is the norm for airliner models. The main bays in the wing are similarly blank, but are small due to the main doors being closed when the landing gear is deployed. The unusual landing gear arrangement of the Trident featuring four wheels mounted transversely on a single axle with two wheels either side of the main gear strut, and the offset twin wheel nose gear are well moulded, with separate retraction struts on the main legs. The open bay doors are all provided as separate parts, but youll need to check your references for the correct angles. The engines on either side of the rear fuselage are made up of horizontally split nacelles with fan detail to the front, separate exhaust nozzle and thrust reverser detail on the top and bottom just forward of the exhausts. The central Number 2 engine embedded in the tail has a separate intake lip, incorporating a short duct that extends within the fuselage. Slight adjustment will be required to reduce the triangular shape of the intake lip, which appears to be too narrow at the top as depicted. The booster engine is moulded into the base of the fin, just above the exhaust of the Number 2 engine, which has a separate nozzle part. There are no clear parts provided as both the flight deck and cabin windows are provided as decals. Markings The decals are provided on a single sheet with markings included for both of the Trident 3Bs that were supplied to the Chinese carrier. A continuous carrier film will require that each item is carefully cut from the sheet and trimmed closely to the individual designs in order to avoid excess carrier film. Registration, colour density and sharpness appear to be up to the usual standard we have come to expect from this manufacturer. Commendably, the decal sheet provides both styles of door outline and window arrangement within the full-length cheat line, with two different anti-glare panels to cover the differences between the two airframes. Both British delivery registration marks and Chinese wing and fuselage serial numbers are provided and additional detail such as thrust reverser grille and cockpit window decals are included to add a little realism. A pair of bright red Communist Chinese flags for either side of the fin help to brighten up an otherwise muted scheme. Conclusion For decades now, the only kit of the Trident in this scale has been the 1C by Airfix. Thankfully, F-RSIN have come to the rescue of airliner modellers wanting to build the later 3B variant of the Trident and are to be commended on the release of very good kit. Lets hope that they continue adding to their growing range of airliners which will fill the gaps in many of our collections and, regardless of the minor issues mentioned above, I would recommend this kit to anyone wanting a Trident 3 in their fleet of classic airliners. Review sample courtesy of Laurent at F-RSIN Text courtesy of Stringbag
  10. 1/144 Bristol Britannia, F-RSIN British Eagle This is another 'nostalgia build' of my memories of Heathrow in the 1960's. I remember seeing these as a kid, looking lovely on the ramp. British Eagle used them on a trooping flight contract to Germany, so anf ex Army guys might well remember them. They were also used on regular passenger flights and ranged far and wide. It was agreat shame when Eagle went out of business. This is the F-RSIN kit, a short run plastic injection moulding and one of the many great subjects they do. It is not a 'shake and bake' kit but builds up very nicely and without any real problems. I messed up one of the tail decals and emailed Laurent at F-RSIN who helped me out very quickly with superb customer service. His advice was to coat the decals with Microscale decal film, which i did and had no further problems. Hers she is a lovely kit, aircraft and colour scheme. I hope you like, Thanks for looking John
  11. I do like the flying boats. For my second entry into the group build, I will do the Latécoère 631 in 1/144, using a resin kit from F-RSIN. The Latécoère 631 first flew prior to the Second World War, with at least one example hidden in the French countryside to avoid German capture. The type remained in service until 1955. I think it's one of the most beautiful aircraft ever, right up there with the Constellation. You'll see it call the Late 631 as well, though calling your airliner a Late seems unwise, sort of like calling your car a Dodge. Latécoère is still in business, making door assemblies for Airbuses. The F-RSIN kit comes with markings for F-BDRC, lost in the South Atlantic in 1948, not far from where Air France 447 crashed 61 years later. Here's the box: Here are the few parts, including the massive solid-cast fuselage and the cast metal props: Here she is after very little effort in sticking the main parts together: Thanks for watching.
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