Vol 39 Issue 02 Sсаle Aircraft Modelling

Bucker’s Bu 181 Special Hobby in 1/48 Blackbird Models Conversion RAAF Mk 31 in 1/72 Kawasaki Ki-61 Hien New Tool Reviewed Test the Bestmann Long Nose...

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First and Best for Reference and Scale Saab J29 Tunnan

April 2017 • £4.50 Volume 39 • Issue 02

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Aircraft in Profile

Scale Plans and Profiles Airfix’s P-40 in 1/48

Test the Bestmann

Bucker’s Bu 181

Special Hobby in 1/48

Long Nose Lincoln

Blackbird Models Conversion RAAF Mk 31 in 1/72

Talk about Tony

Kawasaki Ki-61 Hien New Tool Reviewed

Military & Civil Aviation – Military Weapons & Equipment – Naval Vessels

Flying the Icon Spitfire J Cotter For many generations it was said to be ‘every schoolboy’s The USAAF in dream’ to fly a Spitfire Suffolk R Brazier and this book gives This book examines the reader an insight the meeting of two cultures when Suffolk into what is required. became a new home With the use of original wartime Pilot’s Notes, for thousands of historic flight test American airmen documents and more. during WWII. HB 176pp £29.95 HB 224pp £20.00

Tupolev Tu-160 Soviet Strike Force Spearhead Y Gordon Developed as the answer to the American B-1, the Tupolev Tu-160 was the Soviet Union’s most potent strategic bomber. HB 288pp £57.50

Haynes Owners Workshop Manual McDonnell Douglas F/A-18 Hornet and Super Hornet 1978 onwards (all marks) S Davies The design, construction and operation of the F-18. HB 172pp £22.99

Campaign 304 Darwin 1942 The Japanese attack on Australia B Alford This fully illustrated study details what happened on the 19th February 1942. B&W photos and maps. SB 96pp £14.99

From the Flightdeck J McBride The author recounts with honesty and passion his experiences ‘from the flightdeck’ and conveys the reality of flying aeroplanes for a living. B&W illustrations. SB 306pp £13.99

The Western Kennet Valley in the Great War R Day Study of the military’s use of the Western Kennet Valley in the Great War. It includes the stories of nine local men who went to fight. HB 160pp £24.99

Steampunk in Miniature J Cabos Lavishly illustrated modeller’s guide. Content includes Steampunk History, Trends and relationships with miniatures; Figure preparation and more. SB 168pp £29.95

Magyar Warriors The History of the Royal Hungarian Armed Forces, 19191945 Volume II D Bernad Details fully the activity of the Royal Hungarian Air Force, the Royal Hungarian flotilla, seagoing ships and the operation history of the Royal Hungarian Army 1938-45. HB 430pp £50.00

UK and US Tanks in CIABG and Czechoslovak Army 1940-1950 P Brojo Contains an overview of identification numbers for all tanks, which CIABG received in England, with some of them returned to Czechoslovakia. 180 Black and white photos, colour profiles. SB 124pp £23.99

Schlachtschiff Tirpitz Volume III – First actions in Norway A Bonomi This third volume illustrates the deployment of the Tirpitz to Norway and the stationing in the Trondheim area. 400 black and white photos, maps, camouflage schemes. HB 175pp £65.00

Battle of Britain Combat Archvie 4: 14th August -15th August 1940 S Parry This volume covers just two days, 14th and 15th August 1940 when the Luftwaffe started to hit airfields and radar stations before launching an all-out assault on the United Kingdom. SB 126pp £25.00

Airframe Album 11 The Fieseler Fi 156 A Detailed Guide to the Luftwaffe’s Versatile Storch Including Post-War Production R Franks Detailed guide which includes a wealth of historical and modern photos and a detailed study of the structure and armament used. SB 130pp £17.95

Luftwaffe Eagles Over Ireland The Story of German Air Crashes over Neutral Ireland 1940-1945 J Horgan During WWII, Ireland remained neutral although this did not prevent the regular flights into Irish airspace by Luftwaffe and Allied aircraft. HB 384pp £37.99

Air War Archive. Heinkel He 111: The Early Years - Fall of France, Battle of Britain and the Blitz C Goss Considered to be the best known German bomber of the Second Wold War, the Heinkel He 111 served in every military front in the European theatre. 200 photos. SB 128pp £14.99

Axis Suicide Squads German and Japanese Secret Projects of the Second World War J Miranda Contains unpublished scale drawings of Axis piloted bombs with historical framework and performance for each model/variant. 125 B&W drawings. HB 288pp £20.00

Northrop N-63 Convoy Fighter The Naval Vtol Turbop J Zichek A detailed overview of the N-63, an unconventional VTOL turboprop tailsitter aircraft proposal submitted to the US Navy’s convoy fighter competition of 1950. SB 48pp £14.99

A Ruddy Awful Waste Eric Lock, DSO, DFC & Bar. The Brief Life of a Battle of Britain Ace S Brew The definitive account of the short life of Salopian Eric Lock who joined the RAF Volunteer Reserve to fulfil his dream of flying. HB 296pp £25.00

Avro.The History of an Aircraft Company in Photographs A complete history in photos of this much loved manufacturer A F Roe, whose life began in the very earliest years of aviation, only a few years after man’s first powered flight. Covers the earliest years through to the revival of Avro as BAe. SB 96pp £19.99

First Out in Earnest The Remarkable Life of Jo Lancaster DFC from Bomber Command Pilot to Test Pilot and the Martin Baker Ejection Seat D Gunby Details John Oliver (Jo) Lancaster’s remarkable career. HB 320pp £25.00

ACES 132 Jagdgeschwader 53 Pik-AS Bf 109 Aces of 1940 C Goss Follows men such as Werner Molders, Hans-Karl Mayer and Rolf Pingel into battle, telling the stories of their victories, losses, and ultimate fate. SB 96pp £13.99

M113 Zelda in IDF Service Part 2 Command & Medevac M Mass Colour photo album containing an extensive collection of previously unpublished photos and charts the M113 in Israeli Defence Force service. SB 84pp £26.99

Vakhmistrov’s Circus Zveno Combined Aircraft - The Projects, Developments, Testing and Combat M Maslov Covers the history of combined aircraft designs created by Vladimir Vakhmistrov. B&W photos, drawings and colour profiles. SB 150pp £21.95

MDF Scaled Down 5 The Northrop Grumman F-5 Tiger A Evans History of the F-5 Tiger covering its backgrounds, operators, colour schemes and roles. Includes colour profiles, modelling the F-5 plus walkarounds photos. SB 96pp £14.99

Duel Series 67 Spitfire II/V vs Bf 109F T Holmes Provides a pilot’s view of the dramatic clashes between these two legendary fighters. SB 80pp £12.99

Avions 215 Janvier/Fevrier 2017 FRENCH TEXT. 1st Air Commando Group La Terreur des Japonais; Grumman F6F Hellcat; plus much more SB 96pp £12.00

Batailles Aeriennes 79 Les Oublies de la Bataille D’Angleterre La RAF Attaque les Ports de la Manche FRENCH TEXT. Covers the BoB forgotten ones. SB 98pp £12.50

The Aviation Historian Issue 18 The Real Catch 22 Joseph Heller’s WW2 Combat Career; BOAC & THE VC10 plus much more. SB 130pp £13.50

Militaria Guide 11 Women in Uniform 1939-45 More than 50 women’s uniforms are depicted in this full colour book. SB 84pp £14.50

Aero Journal 57 Heinkel He 177 Greif FRENCH TEXT. He 177 Greif Un bombardier dans la tourmente; Une journée en enfer (2ème partie) plus more. SB 82pp £6.90

Aces High Magazine 9 Modern War Horses Helicopters Modelling military helicopters: OH-58D; AH-1Z Viper; AH-64A Apache plus more. SB 82pp £8.99

Aces High Hind Special This issue is dedicated exclusively to the Mil Mi-24 Hind with a walkaround, step by step guide and more. SB 140pp £14.99

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BESTMANN

A Brand New Bücker

By Jean-Luc Formery

The contents are a simple but effective set of parts to build this charismatic little trainer

The main parts were removed from the sprues and cleaned up before the build commenced

Bucker Bü 181 Bestmann Kit No: 48120 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Special Hobby Hannants/Squadron The various interior components finished and ready for assembly

The panel is finished with a decal, which looks most effective once in place

T

he Bücker Bü 181 was named Bestmann after a German maritime term designating a member of the deck crew on coastal or fishing vessels, possibly First Mate. The prototype made its maiden flight in February 1939 with Chief Pilot Arthur Benitz at the controls. After thorough works and official flight testing by the RLM the Bü 181 was nominated to be the standard primary trainer for the Luftwaffe. Series production commenced in 1940. The production types were designated B to C with only slight variations between each, and could be powered by the Hirth HM 500 A or B. The Special Hobby Bü 181 Bestmann kit comes in a typical top

The wings were thinned down and added carefully, upper parts first for best alignment

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opening cardboard box. Inside there are three sprues of grey injected plastic, one separate sprue for the clear parts, a photo etched metal fret, a small resin moulding, a large decal sheet and an instruction booklet. The main parts of the aircraft, fuselage, wings, cockpit parts, propeller, etc., seem to have been based on hand made masters while the undercarriage parts have obviously been designed with computer CAD programs. Special Hobby is clearly moving away from the short run technology, as other recent releases show. Before starting any assembly I always carefully read the instruction manual to find any unneeded elements. Then I snap them off the sprues and put them in a small plastic bag in the event they could still be useful in the end. Once done I focus on the remaining parts. The bigger ones are cleared of their runners while I let the smaller ones remain on theirs for better handling. Once the sorting is done, one realizes that the kit is composed of a very small number of parts. The cockpit interior is the most complex assembly of Special Hobby’s Bestmann. It comprises thirty pieces, including the photo etched parts. I followed the instructions to paint this area of the model RLM 66 dark grey. Some dry brushing and the application of a dark wash made the inner surfaces look more realistic. A decal is provided for the instruments and if applied properly the control panel looks very convincing. I didn’t glue parts A9 and A10 (inner sidewalls) to part A16 (floor) as indicated but chose to fit them directly on the fuselage halves after some test fitting, to make the painting

BESTMANN

Some care also needs to be taken aligning the tail planes correctly

easier. It is not necessary to trim the cockpit parts to get them inside the fuselage, as they fit correctly as they are. One of the major problems of short run mouldings is the thickness of the wings. The Bü 181 is no exception in this regard. One has to sand both the upper halves and the bottoms, especially the trailing edges, to achieve a more consistent appearance for scale. This is not difficult but a little time consuming. I decided to glue both upper wing halves (parts B1 and B3) to the fuselage to achieve the best wing root joint as possible. Once the glue had dried, I fitted the under wing halves (B2 and B4). No filler was needed there in the end. Watch out when you position the horizontal tail planes. I glued mine in place to find out that they were misaligned. I don’t know if I was the culprit or if it was the design of the kit’s parts. Either way, I had to start over to achieve a better result. I also glued the landing gear legs at this stage but omitted the wheels because it is more convenient to fix them at the very end of the build. Now the time had come to look after the clear parts. Special Hobby provides two, the front section and the rear section. The former doesn’t allow the windows to be left in the open position while the latter includes a part of the fuselage, which makes it easier to blend the rear windows to the airframes. Unfortunately there were some visible imperfections on the upper windows that needed some careful polishing to get rid of. For this I used very fine sanding paper and Tamiya polishing compound. Eventually I managed to achieve a

satisfying result but I was still a little disappointed. However to be fair, I must say this is probably an exception and not the rule with Special Hobby. It’s the first time I experienced something like this with a kit from this Czech manufacturer. Some filler was needed to blend the clear parts to the fuselage but this was no big deal. To protect the clear parts during this adjustment phase, I cut my own masks out of Tamiya tape. A coat of RLM66 was then sprayed over the frames to ensure that there were no unsightly joints. Once everything was in order the moment had finally come to do the painting.

My kit canopy had some blemishes that needed attention

First I applied the RLM 65 Lichtblau to the underside. I always use my own mixes of Tamiya paints for Luftwaffe colours. In Ken A. Merrick’s Luftwaffe Colors Volume 1 and 2 books there are colour charts that I try to match as closely as I can. Nobody has ever complained about my German World War II camouflage shades so far, so I guess they are close enough. Once the light blue had dried, the whole bottom of the model was protected with Tamiya tape as the demarcation line between upper camouflage and underside was a straight line on the real aircraft. Before applying the well know RLM70/71 pattern, I did a preshading to break the uniformity of the plane’s surfaces. The Bücker was a rather smooth aircraft with few panel lines being mainly of fabric covered tubular steel frames and wooden shell construction. Therefore adding extra shadings during the painting process seemed mandatory. Of course the two tone splinter pattern was made by using masks as well. Since

My preferred method for polishing transparent plastic parts...

Here the model has been primed and a seamless fit of the canopy parts achieved

Masking up the undersides. A simple task given the hard demarcation and the diminutive size of the aircraft

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BESTMANN

A bit of preshading will add character to the model. This I deemed essential as the airframe does not feature so many panel lines and the like

No matter what size or scale the splinter camo is always a chore, but it’s worth taking some pains over

I opted for camouflage scheme B, I had to apply a yellow fuselage band as well as yellow wing tips on the underside. This I had already done at the very beginning of the painting phase so all I had to do was to remove all the masking tape and apply a coat of clear varnish (Klir, the French equivalent to Future) to get the model ready for the decals. These are printed by Cartograf which is usually a guarantee of quality but this time I had trouble with them. I don’t know if it was the very low temperatures in my workshop at this time of the year, but I had some difficulties getting the fuselage markings to conform to what appears to be the fuselage side’s strengthening rib. Judging from period photos, the latter is a little over pronounced on the model. I guess one can’t ask the impossible, even of Cartograf decals softened with Mr Mark softer. However I also experienced some bad silvering with the wing crosses, which required some touch ups. Again this may have been caused by the low temperatures. Having overcome the worst difficulties I was able to airbrush my usual matt varnish over the model. Once the painting was done it was time to remove the masks from the canopy. I breathed deeply and took them off one by one with the tip of a scalpel and tweezers. Now it’s not that I feared to scratch the clear parts, I was more worried that there could be dust and debris under the transparent parts which could have ruined the appearance of the model. Fortunately this was not the case. I always hate to glue the clear parts of a model permanently before painting but sometimes it is simply impossible to do otherwise. But now I was relieved and it was as if an enormous weight was taken off my shoulders. I was also happy that the fragile photo etched net (PP10) remained in place since it is a very visible

Painting finished and glosed for decalling

Getting the decals to sit along the fuselage sides needed some care

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feature of the Bestmann’s cockpit interior. The rest of the build was straightforward and mainly consisted of gluing the remaining small pieces, wheels, propeller, photo etch rudder and elevator trim tabs, photo etch access hatches and exhausts. The latter are tiny resin parts and to be able to fit them properly, one has to drill small holes under the engine cowling. Don’t use the kit’s instructions as a guide but rather walk around pictures of the real aircraft, since the instructions invite you to place them on the wrong side. In fact the small tubes protrude slightly offset on the port of the planes centreline when viewed from the front, not the contrary. At this juncture I can add that the front of the engine is provided as a small resin insert, which nicely fills the front air inlet of the plane. When I was about ready to consider the model done, I realized I had forgotten to do the wing walkways. I don’t know how I missed them since they are shown in relief on the plastic parts, but I did. In my defence, I must specify that they are not present on the decal sheet. Anyway, some more masking and airbrushing and this omission was successfully dealt with. Final touches consisted of applying a little dirt on the wing roots and exhaust stains. Not too much since the Bestmann wasn’t a combat plane. For those who want a change from the usual fighter and bomber kits, Special Hobby’s Bücker Bü 181 is a nice alternative. It makes into a good representation of this iconic two seater Luftwaffe trainer, although in my personal opinion the surfaces of the model, especially the underside, could have been a little more detailed. I built my Bestmann out of the box except for the following additions; starter crank hole on the left engine cowl, two access hatches on the rear of the fuselage and handling holes at the wing tips.

E D I TO R I A L

THIS MONTH’S FEATURES: 4.

Best Man for the Job

S

o the dust has settled on our recent expansion and we are moving forward with our new subscribers. Thanks for the great response and welcome aboard. Back in editorial reality there are continuing challenges to be met and further steps to be taken to improve our coverage of the hobby and our partnership with manufacturers. So many positive meetings at the Nuremburg Toyfair have borne fruit and I am looking ahead eagerly to a lot of excellent new releases in the next twelve months. The industry seems to be in robust health and we seem to be thriving too...

A Brand New Bücker By Jean-Luc Formery

4 16.

An Introduction to Navy Wings 2017 By Colin ‘Flying’ Pickett

16 22.

Wheeler’s Warhawk New P-40 from Airfix By Rick Greenwood

22

28.

4302 The Rocket Plane Produced by Scientific Research Institute No. 1 By Nikolay Yakubovich

And

Modelling the 4302

28

The Aircraft Designed by Ilya Florov By Aleksandr Grishin

31.

Walkaround MiG-17 Fresco A By Steve Muth

31 37.

Aircraft in Profile Sab J 29 Tunnan By Richard Mason With Scale Plans and Colour Profiles Mark Rolfe

37 55.

Colour Conundrum RAF Brewster Buffalos in the Far East 1941 By Paul Lucas With Artwork by Mark Rolfe

55 58.

The review team is going great guns at the moment with some forty active builders turning kits around for us. Nothing beats a hands on review in my personal opinion, and while one man’s dream can often be another man’s nightmare our team is becoming adept at presenting impartial considered appraisals from which the reader can make an informed decision. This is one of the differences between the print media and some sections of the Internet. We are accountable and have to measure our words. So I would like to invite more readers to join the review team. I will be expanding the database to include reviewers for other titles, and we will be sourcing kits accordingly to ensure good coverage for all sections of the industry, from mainstream manufacturers to home produced limited runs. It’s all of interest, all of relevance, and all goes to make modelling the diverse and fascinating hobby that it is.

By Gary Hatcher

Stretched Lincoln RAAF Avro/GAF Lincoln Mk 31 MR Conversion

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As we grow I want the contents to grow and improve at the same pace. Looking ahead there is a possibility of a further page increase all across the board and I’d like to take this opportunity to invite further contributors to join the ranks. Scale Aircraft Modelling is always looking for good material, and because we don’t spread it thin we get through it at quite a rate. Potential contributors are invited to contact me at the editorial email address [email protected]

By John Booth

Editor Distributed to the UK and International news trade by

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via MarketForce (UK) Limited Subs-Section: TU-110 by Dmitriy Kolesnik, Sub-Cutaneous by Paul Lucas and Caudron C-445M Goeland by the late Wojciech Butrycz Cover Illustration appears by kind permission of Airfix. See review on Page 22 of their 1/48 Curtiss P-40B Warhawk.

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APRIL 2017 • VOLUME 39 • ISSUE 02

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NEWS BY SORGE and as 43-18 of the Spanish Air Force between 1939-45. The single decal sheet is secure in its own self sealing plastic bag but without a protective sheet. Both the register and colours look good and includes some stencilling, which will surely add interest. This is all accompanied by a glossy eight page stapled A5 booklet, which has sprue layouts, an eleven stage construction sequence and four views of all the colour options. The colour call outs are for Gunze acrylics or enamels. In total there are almost a hundred parts, with most used, and there is a good interior with seats, instrument panel and side consoles plus two types of propeller and four types of wheel fairing included. Each window is individually moulded and has no locating lugs so successfully fitting all fourteen of these into the fuselage without disaster will be one of the first tasks. Although there are no locating pins for the fuselage and wings and little stubs for the location of the tail planes it all looks very nicely moulded in good quality plastic and should present a treat when it’s completed. Geoff cooper-Smith

AzuR FRRoM delta 1c over Spain Scale: 1/72 kit no: 0033 type: Injection Moulded Plastic Manufacturer: Azur Frrom www.frrom.com The box contains no less than five sprues all in a self sealing single plastic bag: wings and wheel spats; fuselage, tail planes and engine cowling; interior; detail parts; and transparencies separately sealed in their own plastic bag. As each successive airframe of the Delta was slightly different the use of separate sprues means it looks like we may be able eventually model a number of versions, which is something to look forward to. This version includes markings for the same machine, EC-AGC, in three different Spanish guises, all essentially in a natural metal finish, namely Lineas Aereas Postales Espanolas in 1937-38 as used to convey the Republican Prime Minister to and from Zurich in (failed) negotiations to end the civil war, in LAPE service in 1938/1939,

HobbyboSS Romanian Fighter IAR-80 Scale: 1/48 kit no: 81757 type: Injection Moulded Plastic Manufacturer: HobbyBoss Creative Models/Squadron Tn the mid 1920s, conscious of its vulnerability to aggressive acts by neighbouring countries, the Romanian government subsidised the establishment of an indigenous aircraft industry, based around three main manufacturers. One on these was Industria Aeronautică Română (IAR) which was established at Brasov in 1925. Initially working to build licensed versions of PZL aircraft, the company quietly developed its own design and development capability and when in 1930 the Romanian Government issued a specification for a new fighter, IAR was

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unexpectedly in a position to respond. The IAR design was for a sleek, low wing monoplane based heavily on the PZL P.24 and using the IAR K14-III C32, a licence built version of the Gnome-Rhone 14 cylinder radial.

well, and given the dearth of alternatives on the market will undoubtedly prove popular. I suspect HobbyBoss may be set to release further versions with cannon armament (80-B and 80-C) and the dive bomber version.

What became known as the IAR 80 (its predecessor in the factory was a licensed version of the SavoiaMarchetti SM79) was developed into a highly effective fighter and dive bomber, the only indigenous Romanian design to see significant combat. The turbulent politics of the Balkan region resulted in the squadrons operating the IAR 80 being variously neutral, aligned with the Axis, then Allied forces, and postwar absorbed into the Soviet Bloc.

Huw Morgan

That HobbyBoss chose to model the non mainstream IAR 80 is perhaps a little surprising. That said they may well have stolen a march on the competition in what could be a niche market. The kit comes in HobbyBoss's typical sturdy box and is presented on three main sprues of grey plastic, a small clear frame with the canopy, and a tiny etched fret of seatbelts and a map case for the seat. Tiny it may be, but the etched fret is very welcome. How many times in builds do we read ‘I only had to source seatbelts from my spares box...’? Parts count at sixty four is perhaps rather low for a 1/48 scale single seater, but the plastic is cleanly moulded with no flash, and although the panel lines look neat there's no rivet detail. The low parts count means that there will be some simplification along the way. HobbyBoss provide decals for two airframes only, 42 and 137, and it's here that there may be an issue as the decals themselves have a very blotchy surface to the carrier film, which might lead to marking when applied. More significant is the potential inconsistency between airframe and markings. The IAR 80 was built in a number of different sub series or blocks, although a consistent sequential numbering system was maintained throughout. The plastic in this kit unequivocally represents an early four gun short wingspan model relevant only to serials 1 to 50. The series to which 137 belongs, 106 to 150, were in fact IAR 80-A models with the later six gun wing having distinctly different upper and lower surface panel lines. There are other differences too, notably the height of the undercarriage and the under cowling air scoop, but it boils down to the fact that the plastic only really represents one of the two decal options offered. In reality it doesn't make much difference since the camouflage schemes are identical, only the serial being changed. Apart from these moans, the plastic actually looks like it will build very

Pocketbond P-51d Mustang UK importer Pocketbond has notified us of a number of new arrivals from their various lines. Of note is the smaller scale Haunebu II, a contraption that seems to be exciting considerable interest of late. Academy 12311 1/48 MiG-21 MF Soviet Air Forces & Export 12546 1/48 F-86F War 12547 1/72 F/A-18E USN VFA-143 Pukin' Dogs Pegasus 9119 Haunebu II Saucer trumpeter 01652 Su-34 Fullback Fighter Bomber www.pocketbond.co.uk

Revell Airbus A350-900 lufthansa Scale: 1/144 kit no: 03938 type: Injection Moulded Plastic Manufacturer: Revell GmbH ww.revell.de/en The Airbus A350-900 is the latest wide bodied airliner to take to the skies, taking off from Toulouse in

Václav Lomitzki – VALOM

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NEWS FOR APRIL

72058 Handley Page Sparrow Mk.II 1/72 scale

72120 N.A. B-45A Tornado 1/72 scale

72121 N.A. B-45C Tornado 1/72 scale

14420 Nieuport 11 vs Fokker E.III 1/144 scale (Duels in the sky)

Other new kits. Heinkel He 119V3 floats, F-101A/RF-101C Voodoo (European mission)

APRIL 2017 • VOLUME 39 • ISSUE 02

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NEWS BY SORGE France for its maiden flight on 14th June 2013 powered by two RollsRoyce Trent XWB engines delivering 75,000 to 95,000lb of thrust. The -900 variant is the middle one of three intended variants, the -800 will seat 270 passengers in a nine abreast layout and the -1000 variant will seat 350 passengers in a three class cabin layout and will also have a slightly larger wing than the two other variants. 473 orders have so far been received for the -900 and a total of 725 to date for all three variants. The Revell kit of the Airbus A350900 has 120 parts on six sprues of white and one sprue of clear injection moulded plastic. The parts are superbly moulded with finely engraved panel lines and very fine trailing edges to the wing, fin and tail planes. The attention to detail is amazing especially on the Rolls-Royce Trent XWB engines where Revell have followed the production process used in the Zvezda/Revell Boeing 747-800. They each feature two separate sets of fan blades that are not solid and can be seen through. The moulding is very intricate and delicate as are the other parts to the engines and they are quite simply extraordinary. The same has to be said for the undercarriage parts which have the same amount of exquisite detailing. One decal option is supplied for a Lufthansa operated aircraft.

parts provide the bulk of the kit and whilst all of the parts will require a little bit of a clean-up it is nothing worse than has been seen on some recent releases by much larger manufacturers, though the critical auxiliary intake doors could bear some additional work to make them more defined. The clear parts such as the canopy come as two options, the first being an injection moulded series of parts to allow it to be posed open, whilst the second is a vacuum formed item to allow the canopy to be closed. The decal sheet includes the canopy detonation cords, whilst internally a very nicely cast pair of resin seats grace the cockpit. This boxing covers the long retired aircraft used by the RAF and Fleet Air Arm (72099) with a parallel release (72100) covering the continued use by Italy, Spain and the US Marine Corps. Printed by Techmod, as you would expect the decals look to be typically thin and the printing is crisp. The instructions come as an A5 sized booklet, printed in colour with full stencil and painting diagrams to help make the build much simpler. This kit certainly looks to be a superb product from this limited run Czech manufacturer. From first impressions it looks like we can finally retire the ageing Airfix kit that is languishing in the stash. Colin ‘Flying’ Pickett

Andy McCabe

EduArd

instruction sheet shows around 125 parts in total on the three sprues and identifies those parts which are not used, and there are a lot at almost fifty. Having already received and reviewed the A-8 version it is possible to confirm that the clear sprue and the small parts sprue are common to all the Eduard Fw 190 kits, while it is the main sprue holding the fuselage and wings that varies between kits. Both the instruction sheet and the side of the box have colour call outs for both the GSI aqueous and enamel ranges only. Seven pages of the booklet cover the construction sequence, which isn't numbered, and three pages the marking options, with a page each for each scheme, replete with four colour views, shown in a weathered and worn state, and a page for the very comprehensive stencilling. It all looks to be exquisitely tooled and moulded if a tad over engineered with, for example, four parts to make up the engine cowling. There are the usual separately moulded ailerons and tail rudder but no separate flaps and the tail planes are one piece. The kit evidently has all the detail where it’s needed, such as the undercarriage bay. Weekend editions evidently carry far more than they once did as this provides a choice of options, full airframe stencilling and internal decals, including seat belts, to give more detail. But even as a basic kit it looks more than enough to produce a very fine model and it will be good, having recently finished the heavy fighter, or bomber destroyer, version, to have a companion from the other end of the scale. Geoff Cooper-Smith

Fw 190A-5 light Fighter Weekend Edition Scale: 1/72 Kit No: 7439 Type: Injection Moulded Plastic Manufacturer: Eduard www.eduard.com

SWord Mcdonald douglas/BAe Harrier T10/12 Scale: 1/72 Kit No: 72099 Type: Injection Moulded Plastic Manufacturer: Sword The modelling gods shine down upon modellers of the Harrier family with the arrival of Swords new 1/72 two seat trainer version of the later Plastic McDonnell Douglas/BAe Harrier. Two sprues of one hundred and nine lightly engraved grey plastic

The solid top opening box shows both versions available against a solid two tone background. These are Oblt Rolf Strohal, Stab1./JG 1, Deelan, The Netherlands, April 1943 and Stab JG 54, Pskov, Soviet Union, spring 1943. There are two mid grey sprues sealed in a plastic bag, which barely fit into the box, along with the now usual circular clear sprue, featuring no less than four canopy types, in its own plastic bag. There is also a glossy, twelve page stapled A5 booklet and two small decal sheets, one for the colour scheme options and one of airframe stencilling and cockpit detail, also sealed together in their own plastic bag. The

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rEvEll FW 190d-9 Scale: 1/48 Kit No: 03930 Type: Injection Moulded Plastic Manufacturer: Revell GmbH www.revell.de/en I have to admit it’s been a very long time since I tackled a Revell kit, and in fact I’d go as far as to say I haven’t built one since I got back into the hobby. So it was a very pleasant surprise when this box arrived. Four sprues of light grey make up the bulk of the kit with very fine but detailed panel lines/rivets. The usual clear sprue comes in a neat

ziploc bag and looks very crisp and clean. It was with a gasp of surprise that I spotted the name Eduard on all the sprues. Yes, this is a rebox of the old D9 from the Czech Republic’s finest. There are two decal options, one from January 1945 with red/yellow Reich Defence bands and the second from the dying days of the war with yellow/white bands. As well as a nice representation of the basic aircraft, there is the option to display the upper cowl open with guns and the rear of the engine in full view, and also the option to have the wing guns also open to the elements. This looks like a smashing little build and the new CAD style instructions look a world away from what I recall from old Revell kits. Further inspection of the decal sheets reveals a half decent representation of the instrument panel and some seatbelts decals. The latter are a matter of taste really and I can see a few delving into the aftermarket to add some extra realism to the cockpit. Greatly looking forward to getting this on the bench very soon. Ade Bailey

EduArd Bell X-1 Mach Buster Scale: 1/48 Kit No: 8079 Type: Injection Moulded Plastic Manufacturer: Eduard www.eduard.com This kit hails back to the earlier years of Eduard’s model making and is like the return of an old friend. However don’t mistake that as an excuse for a lack of finesse as the plastic is sharp and flash free whilst the parts themselves display Eduard’s legendary finely engraved surface detail. The Bell X-1 was the first aircraft to exceed Mach 1 officially and break the sound barrier with a sonic boom, and this kit (8079) celebrates that achievement by allowing you to build one of four aircraft, the first being Chuck Yeager’s mount on 14th October 1947 S/N 46-062 in which the sound barrier was broken, in all over orange. The second option is 46-062 again, this time with a white tail and port wing in 1950, whilst 46-063 is depicted in all over orange in the third option. Finally 46-063 is the subject again, this time in all over white. So plenty of choice to get the modelling juices flowing. The kit includes the

customary ProfiPACK coloured etch parts and canopy masks as well as a set of beautifully detailed resin wheels with diamond tread pattern. It is also worth noting that Eduard produce an additional set of etch parts (48908) should you wish to add a further level of detail to your model. 2017 marks the seventieth year since the sound barrier was broken and this makes for a suitable memorial to this aviation achievement. Colin ‘Flying’ Pickett

VALOM Valom’s plans for 2017 make interesting reading: 1/72 72058 Handley Page Sparrow Mk. II (February) 72111 Heinkel He 119 V5 floats (June) 72112 Grumman J2F-5 Duck (November) 72113 Grumman J2F-6 Duck (November) 72117 Handley Page Harrow/Sparrow 271 Squadron Normandy (September) 72118 Handley Page Harrow Mk II No.24 Maintenance Unit (March/April) 72119 McDonnell F-101A/RF-101C European mission (June) 72120 N.A. B-45A Tornado (March/April) 72121 N.A. B-45C Tornado (March/April) 72122 N.A. RB-45C Tornado (September) 72123 N.A. RB-45C Tornado RAF (September) 72124 McDonnell F-101A Voodoo Nuclear bomber (October) 1/144 14410 N.A. T- 6 Texan camouflage (October) 14419 Fokker D.VII vs Spad XIII Duels in the Sky four kits (November) 14420 Nieuport 11 vs Fokker E.III Duels in the Sky four kits (February) www.valom.net

NORTH CORNWALL MODELLERS We have been notified of a new model club setting up in north Cornwall by Mr David Eccles, based in Launceston. Modellers are invited to get in touch via a new club email address [email protected] The aim is to meet up at a venue to be confirmed once a month but to display at shows, so any modellers living in the area with an interest in plastic modelling in any scale do please drop a line.

PROP & JET If you enjoyed last month’s look at the Florov 4302, Prop & Jet have recently issued two more kits in 1/72: Borovkov and Florov 7211 fighter prototype Gribovsky G-28 fighter prototype www.propjet.ucoz.ru

   Detailed Photo Essay on CD By Steve Muth Peregrine Publishing

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ublishing, this CD on the MiG17 Fresco features sixty four detailed colour photographs aimed at the scale modeller and aero enthusiast. Published in word and JPEG format for near universal access and simplicity, the author presents clear detail photographs of the cockpit, landing gear, wheel wells, exhaust pipes and other details of interest to the scale modeller. The photographs were taken of the MiG-17 at the now defunct Champlin Fighter Museum (CFM) at Falcon Field in Mesa, Arizona. This CD will make an excellent reference for the new Trumpeter 1/32 MiG-17, the 1/48 kits by Hobby Boss and the 1/72 kit by AZ. It is just the thing for all those details modellers like to add. The Champlin Fighter Museum photographs were taken with the cooperation of the museum where the MiG was displayed shortly after its arrival and before any restoration was undertaken. It was

donated by the Moroccan Air Force and was in flyable condition. It was photographed with the cooperation of the museum and its staff thus assuring adequate access to the cockpit and other details. Priced at an affordable $12.00 each including postage. For overseas orders add $8.00 for postage. These CDs may be ordered from Steve Muth at Peregrine Publishing, 70 The Promenade, Glen Head, NY 11545, USA, by telephone on

(516)7591089, by FAX on (516)759-1034 or email at [email protected] Payment by check on a US bank in dollars or by credit card, Visa or Master Card only. $20.00 minimum

order for credit card payment. Email us for a complete list of our walk around CDs.

APRIL 2017 • VOLUME 39 • ISSUE 02

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CZECH OUT

C.30 Go! RS Models Avro Rota By Paul Bradley

Spitfire Mk IX Quattro Combo Kit No: 92189 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: RS Models Hannants/UMM-USA

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uring the twenties and thirties the autogyro was seen as a viable method of rotary wing flight as the development of helicopters was in its infancy and then seen as extremely challenging. A leading exponent of the autogyro was Spaniard Juan de la Cierva, whose first successful autogyro was the C.6 in 1925. By 1933 he had developed the concept into the C.30, which was built under license by Avro in England. This craft is the subject of this new kit by RS Models of the Czech Republic.

Packaged in a stout end opening box, the kit has a single sprue of dark tan plastic parts, sixty six in all though not all are used in this boxing. The sprue has some light flash with definite seam lines on the parts, which are especially noticeable and troublesome on the smaller detail parts. This took a lot of very careful clean up as it would be easy to break some of the more fragile parts. No photo etch or resin parts are included but there is a small clear acetate sheet with cut-out wind shields for both cockpits. A small decal sheet with options for four different airframes completes the package. These options are: • • • •

Avro Rota Mk 1, K4230, RAF circa 1934 Avro C.30A, SE-AEA, Sweden 1942 Avro C.30A, HB-MAB, Bern, Switzerland 1935 Avro C.30, EA-SCB, Spanish Republican Navy, Spain 1935

All except the Swiss aircraft are in overall aluminium, and I decided its dark blue scheme appealed most to me. The first step was to paint the interior parts. The instructions give colour call outs though for the interior RS would have you paint the majority of it grey without any clue as to what shade. Online research was no help, and on an educated guess I decided to use Medium Sea Grey as a likely candidate. The seats have moulded in seatbelts, which I painted brown, while the two small instrument panels were painted black with a dry brushing of Medium Sea Grey. Basic rib and stringer detail is present on each interior sidewall. I also painted this in grey. The seats were added to the floor and this was attached to the starboard side. There are no

location tabs for guidance, and a best guess attitude was taken to get the correct positioning, or close to it. Some light sanding was required in places to get a good fit. Control of the autogyro was by means of a bar hanging down from the rotor head housing, which tilted the plane of the rotor, and by rudder pedals attached to the tiny rudder at the tail end of the machine. The rudder pedals are represented by basic blocks on the floor, while the control bar is added later. All this adds up to a rather sparse interior, though I have to admit that I wasn’t too concerned about this lack of detail, as dry fitting the fuselage together proved that very little was going to be visible on the finished model. Once I was satisfied with the interior I glued the fuselage together. There are no locating pins, so care was needed to get a good step free fit so sanding the mating surfaces dead flat was key here. No filler was required. Once this had all been set up I removed the corrugations of the roller door on the port side of the passenger’s cabin. On the Avro this was a curved single panel. The next step was to add the rather complex set of undercarriage legs and struts, and I began this process by deepening all the various locating dimples for the struts. Each side has five parts, plus a wheel. As mentioned previously each part had a prominent seam line to clean up, a process fraught with danger with the thinner struts. The spidery web of legs and struts is pretty daunting at first, but once I had studied the arrangement and worked out a plan the process went pretty smoothly. There is one important detail to remember, and this is key to getting a good look. Parts 16/17 should be set at an angle slightly above the horizontal when viewed from the front, when the machine is on the ground. That being the case, I started assembly of this area by gluing parts 16 and 17 in place. Once set I added parts 44/45, sanding the ends as appropriate for the best fit, then allowed those to set. Next up were the main vertical legs, parts 48, then the forward diagonals, parts 49/50, then finally the aft diagonals, parts 46/47. Each strut required careful sanding of the ends to an angle to ensure the best fit. Once set up these assemblies are quite strong, especially after I added small dabs of superglue to each join, and the results were most satisfying. If you break the struts, or are unsatisfied with their appearance, you might consider replacing them with preformed strut material, such as Strutz, Contrail or my favourite Aeroclub. The wheels were added last and for this boxing use the ones with hub covers. With the undercarriage set I turned to the back end and added the tail feathers. There are two cranked tailplanes supported by v struts but those provided in the kit are way over scale so I replaced them with some ten thou plastic rod. The upper and lower vertical tail surfaces fit fairly well but I added some Perfect Plastic Putty to blend them in. This was the only filler I needed on the whole model. The second potentially troublesome area of construction for this model is the rotor head and its supporting strut assembly above the front fuselage. This has four struts, a rod of some description and the control bar that hangs down into the cockpits. As with the undercarriage,

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proper strut alignment is crucial here, and I started by removing all mould seam lines on the struts and then deepening the locating dimples on the upper fuselage. The rotor head/gearbox housing was completed first, as this has locating holes on its underside to aid alignment. Then all four struts were glued in place with regular tube glue. I used this to give me time to make the necessary adjustments. The struts need to be aligned to ensure that the head is properly level when viewed from the front, not skewed when viewed from above and tilted slightly forwards when viewed form the side, and the slow drying time of tube glue is ideal in allowing time to move all the struts into their proper alignment, using the rotor head assembly. When the struts were set in position this assembly was then permanently attached. At this point it seemed sensible to paint the model. RS recommends Dark Blue so I used Model Master Insignia Blue. This turned out a bit too dark, so I added a second coat with the blue lightened by about twenty five percent and this looked much more appropriate although I have no idea of the actual colour of this machine. RS are not helpful in their colour call outs and the Internet is hardly replete with colour photos of 1930s autogyros. I have no idea who prints the decals for RS, but I liked them. There aren’t many decals for each option, and for the Swiss just four, although I decided to cut the white fuselage strips into three segments to guard against potential issues. They were thin but strong, opaque enough, which is important for the white stripes, and settled down nicely with Future/Klear without the need of additional setting/softening solutions. I was in the home stretch now. The rotor assembly was next and do take care in that there are two sets of blades included, as there were, apparently, two types of blades fitted to these machines. The RAF, Swiss and Spanish machines all used a set with longer blade/hub connectors, while the Swedish machine has a set with covered cuffs. In either case, the blades are moulded quite thick and I spent some time sanding them down to something more appropriate. Hub detail is very simple, but looking at photos this is quite prototypical. The blades need to hang downwards when at rest, but the hub arms are very thin and great care was needed to ensure they didn’t snap. The final addition was the engine assembly which consists of three main parts, the Armstrong Siddeley Genet Major engine, which is moulded with some nice detail, the exhaust collector ring and the metal propeller. The last looks quite agricultural, but judging by internet photos is accurate in shape and lack of twist, although I did thin down the overly thick blades. The engine was painted black then dry brushed with aluminium, while the gearbox on the front was painted medium grey. The exhaust ring was painted dark iron, while the prop was aluminium. And with that the build was complete. I had been a little intimidated by the undercarriage and rotor head assembly, but after some study of photos and careful forethought, I obtained pretty satisfactory results from the box. A nice little package, this isn’t a difficult kit, though it does demand care nevertheless.

CZECH OUT

Right Said Friedrich BF109F-4 Profipack By Andy McCabe

Kit No: 82114 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Eduard Creative Models/Hannants/Sprue Brothers/Squadron Aftermarket: Eduard Brassin 648 279 Bf 109F cockpit set

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his kit is an impressive sight when the lid is removed from the box. There are five sprues of green and one clear sprue of injection moulded plastic, two photo etched sheets, one of which is prepainted, one canopy mask sheet, two decal sheets and one instruction booklet. The plastic parts have finely re-

cessed panel lines and surface detail and the photo etched parts are up to the usual Eduard high standard. The decal sheets, one large with the squadron markings and one small with stencils, are superbly produced with excellent colour density and registration. The instruction booklet contains clear step by step build stages with paint references given at each stage, the paint references are for the Gunze Aqueous or Mr Color ranges. Also received for this kit was the Eduard 648279 Bf 109F Brassin cockpit set, yet again another excellent add on resin and etched set from Eduard. The build begins by assembling the replacement resin and etched cockpit, and though the standard kit parts are well above average the etched/resin set is far more detailed. As it is made by Eduard for their own kit it drops into place perfectly after the moulded detail on the plastic parts has been removed. The two fuselage halves were then glued together and then when dry the cockpit assembly was slotted in from underneath. The tail planes were then assembled and fitted to the fuselage and the rudder fitted. Work now commenced on the lower wing surfaces by fitting the wheel wells. The upper wing halves were then glued to the one piece lower half and the assembly was glued to the fuselage. The fit is as good as perfect and no filler was needed. The nose oil cooler and intake were assembled and fitted along with the canon fairings. The slats and flaps were fitted to the wings together with the radiators. Next step was to mask the canopies with the masking set provided, and I love these as they save so much time, and then the windscreen was glued into position and the canopy was dry fitted with

Maskol. The model was now given a coat of primer ready for the camouflage scheme. The camouflage scheme was now applied using Lifecolor throughout, starting with RLM76/UA074. Then the wings were masked off and RLM 75/UA073 was sprayed on followed by RLM74/UA072 to the upper fuselage and tail planes as well as the mottled patches along the fuselage sides. The underside of the nose and rudder were masked and sprayed RLM 04/UA140 Yellow. All of the Lifecolor paints used can be found in their two sets German World War II Luftwaffe set LC-CS06 and LC-CS07 or are available singularly. The decals were now applied, which are as usual superbly printed and no problems were encountered during their application. Six options are supplied: • W.Nr.7183 flown by Hptm. Hans Assi Hahn, III./JG 2, St. Pol, France October 1941 • Flown by Uffz. Hans Bobrich, 6/JG 5, Petsamo, Finland, 2nd September 1942 • W.Nr. 7243 flown by Oblt. Otto Kath, Stab/JG 54, Staraya, Russia early December 1941 • W.Nr.6893 flown by Lt. Hans-Joachim Marseille, 3/JG 27, North Africa February 1942 • W. Nr. 7629 flown by Oblt. Frank Liesendahl, 10 (Jabo)/JG, France June 1942 • Wn.Nr. 13325 flown by Oblt. Viktor Bauer, 9/JG 3, Schigry, Soviet Union June 1942 A coat of protective varnish was applied followed by a dark wash and then a coat of matt varnish. Final assembly now continued with the undercarriage, the prop, the single bomb and then finally the various aerials were fitted and the job was done.

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CZECH OUT Conclusion This is another excellent Bf 109 kit from Eduard and the end result is eye catching to say the least. The level of detail is outstanding but the extra resin and etched cockpit parts really do transform an already excellent base kit into something special. I could have gone for a less challenging paint scheme but then it would not have looked so nice. The Lifecolor paints are spot on as far as I am concerned and spray really well. I have not used them in any great capacity before but I am impressed by them and will for sure be using them again.

Weekend Edition Grumman Hellcat Mk I By Bruce Leyland-Jones

Kit No: 7437 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Eduard Creative Models/Hannants/Sprue Brothers/Squadron Aftermarket: Eduard SS572 ZOOM set and CX465 canopy masks

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love Eduard kits. I’ve said it before and I’ll say it again. I love Eduard kits. They fit together as Eduard intended. The quality of the mouldings is always excellent and they never skimp on detail. In addition they offer a variety of purchasing options, from the high end of the ProfiPACK, with resin and photo etch extras, down to the basic overtrees, or sprues to you and me. Often they’ll go Dual Combo and offer us two kits in the one box, cheaper than buying two separate kits and if you’re feeling really indulgent they have the Royal Class, containing four kits and a plethora of extra goodies and more modelling joy than we probably deserve. I’ve built forty nine Eduard kits in total and each

and every one I’d happily build again. This review will be for my fiftieth and is the Weekend Edition of their Hellcat range, designed with the intent of being completed within a weekend. I know some of you out there are strapped for spare time, but such is the quality and ease of build, that even with the complexities of slow drying paints and airbrushing, forty eight hours is a more than reasonable window of opportunity to complete one of these marvellous kits. I use enamels and the hairy stick and had no problem... so there! Ordinarily photo etch might not be the first order of business having bought a Weekend Edition. However Eduard produce a photo etch set for the Weekend Edition and doing my sums, I can see that this is probably intended for those of us who do not want a Dual Combo package and in these cash strapped times, who am I to argue? It’s worth noting that, as for the kits, the Eduard photo etch sets also usually come in a variety of prices and the set I have for review is the precoloured Zoom set. Marvellous. Be aware that whilst this kit is for the Fleet Air Arm’s Mk I, all of the parts necessary for other Hellcat versions are included at no extra cost. I must admit to having to work hard to spot the subtle differences between some parts and I’m sure a lesser company than Eduard would have simply cobbled together a compromise, trusting to the ignorance of ourselves not to notice the difference and not giving a monkey’s eyeball to those who could. So the modelling begins with adding bits and pieces to my painted cockpit. I usually use two pairs of tweezers. One pair is chisel tipped and this is especially useful for bending pieces of etch. As it happens with this particular set, there is no need for the complex brass origami skills often associated with photo etch. My second pair of tweezers are fine pointed and these are used predominantly to handle the pieces. Their fine points allow me to manage even the smallest of bits. Both pairs have a layer of masking tape wrapped around their ends. This improves grip and helps avoid over feeding of the Carpet Monster with a Pingchitt! The cockpit sub assembly has a very positive fit to the fuselage sides and the fuselage itself joined up beautifully, with only the merest swipe of the P1000 required to hide the seam. This particular version of the Hellcat has rear quarter light windows and these were embellished with more etch. Having spent the time I’m always gratified to be able to see my work once the fuselage is closed up and so it was with this Hellcat. Flying surfaces were then added to the fuselage and the fit was truly perfect. The instructions even indicated exactly where to apply glue. Moving onto the cowling and engine, the standard of moulding was such that it would be a challenge for resin to better it. Adding the photo etch pieces to this only enhanced it further, with a simple application of dry brushed metallic shades to complete the picture.

I love Eduard kits and... what’s this? A niggle. A real, down to Earth problem! A choice of three different styles of tyre and no indication whatsoever as to which ones to use. Tut tut and the joyless rejoice. Basically I’ve discovered that it doesn’t matter which you use, provided you select a matching pair. Apparently the three tread types varied upon conditions, so go for whatever takes your fancy. Myself, I fancied the criss-cross pattern. Going back to the engine there were two really, really tiny pieces of etch that I added, but so small were they that they cannot be seen without a magnifying glass. Perhaps these pieces were unnecessary? Certainly the mesh behind the cowling intake and the straps wrapped around the underbelly fuel tank were welcome. For the final task of adding the canopy, not only do Eduard provide different centre pieces for the open and closed options, but the Eduard mask set takes this into account. For some, masks are simply another indulgence and I would not normally use a mask set, provided the glass panes all have nice pointed corners. However when those corners are rounded, as they are with the Hellcat, a mask set saves a lot of time and potential heartache, with no risk of scratching the pieces with a knife. It goes without saying but I’ll say in anyway, the fit of the transparencies was perfect. Painting call outs are for Mr Hobby and I speak Humbrol. As I already had FAA Hellcats from HMS Emperor, I chose to go for the aircraft of Sub Lieutenant McKenzie, intrigued by the exact nature of the date given, that being 17th October 1944. Further research told me that Sub Lieutenant Donald Munro Mackenzie was of the RNVR. In 1940 he matriculated at University to study medicine, but then volunteered for flying duties with the Fleet Air Arm in February 1942. He trained as a pilot in both Britain and in Canada and in February 1944 his squadron was posted to India. Later that year the squadron joined the aircraft carrier, HMS Indomitable, in the Bay of Bengal. On 17th October 1944, returning from a raid on the Nicobar Islands, he was killed when a wheel on his undercarriage broke on landing and his Hellcat fell into the sea. Paints used were Humbrol H125 and H155 for the upper camouflage, with Humbrol H90 for the Sky undersides. The decals were without fault and a coat of Humbrol Mattcote sealed everything in.

Conclusion This is a modern kit, clearly created by someone with a passion for modelling and should suit all modellers, assuming said modellers can safely wield a sharp blade, glue and a paintbrush. I am one of those modellers and was happy with my finished model, having taken a casual weekend’s modelling to complete. Many thanks to Eduard for their consistency and product.

A Cardinal Wolseley An Advance Look at the Eduard SE5a

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hilst at the Nuremberg Toy Fair the magazine managed to get lucky and pick up a set of test shots of the newly tooled SE-5a by Eduard. At first glance the three sprues look to be up to the usual very high standard of Eduard’s new releases. Two sprues are moulded in grey providing parts for the first release of a Wolseley Viper powered version, and also included are some

spare parts not to be used for the moment which are for a future release covering the Hispano Suiza variant. On the third sprue are the clear parts with three options of windscreen along with the inspection windows for the wing control linkages and tubular gun sight. Other optional parts include three types of propeller, two versions of the undercarriage and an optional hump for behind the cockpit, and

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By Jason Lake yes, aircraft were built without this distinctive feature. Also supplied are parts for early and late ailerons. One interesting departure from normal construction for an Eduard World War I model is that a cockpit tub has to be first built then inserted between the fuselage halves. This feature allows for a lot more detail than is usual in a World War I aircraft.

The canvas texture, wing tape/ribs for the wings and fuselage have been nicely replicated and should look great under a layer of paint. The fuselage side canvas is depicted as taut, which might not be to everyone’s taste but research shows this feature can vary from taut to rippled on different aircraft. I suggest that the modeller adds a finish to suit his or her taste. Another point to mention is the cockpit shape. The kit supplies a cockpit coaming with the squarer flatter side profile. Some pictures show a rounder profile and it is likely that one of

Bunny Fighter Club

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lenty of good news from Eduard in the pipeline so keep an eye on their website for more special editions. These are always worth getting your hands on, but some are available only to loyalty club members so if you want to be sure of getting these, and indeed all Eduard kits at a knock-down price, you simply need to join the BFC! This will get you a 15% permanent club discount at Eduard’s store, unique valuable club kits and accessories, even better prices at the Eduard event stand and a BFC t-shirt with a unique design and special barcode used for event discounts. This exclusive t-shirt will only be available to members of BFC. You’ll also get free entry at E-day next year so check out the website for full details. www.eduard.com/bfc

the aftermarket guys might produce something. With regards the colour schemes, Eduard are supplying five options in the first release, and as usual these are likely to be as colourful and interesting as they can find given that aircraft from 1916 onwards had an official colour of dark green topsides and Linen undersides. A full build will be following in due course and we wish to thank Eduard for allowing us to get hold of one of the first test shots. www.eduard.com

   

            

APRIL 2017 • VOLUME 39 • ISSUE 02

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N AV Y W I N G S

An Introduction to Navy Wings 2017

By Colin ‘Flying’ Pickett

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e at SAM have been fortunate enough to have been invited to work alongside Navy Wings to bring you the latest news from the world of historical naval aviation, as well as being allowed access to the aircraft they operate and the vast archives they have to bring you the very best in reference for the construction of Fleet Air Arm model aircraft.

Overview Navy Wings is an umbrella organisation bringing together the aviation expertise of the Royal Navy Historic Flight (RNHF) and the Fly Navy Heritage Trust (FNHT) coupled with that of the owners of the associate aircraft to encompass as much of the history of the Fleet Air Arm as possible within flying aircraft. Navy Wings aims to inspire future generations and to create a focus for remembrance by enabling the aircraft to be present and performing at numerous events around the United Kingdom. The main focus this year is to raise the profile of the Navy Wings organisation as well as raise funds for the ongoing operation of the de Havilland Sea Vixen G-CVIX/XP924, to allow it to take its rightful place at the head of the flypast over the new Royal Navy Carrier HMS Queen Elizabeth on her arrival at Portsmouth later this year.

Navy Wings People It’s hard to escape the energy and enthusiasm of the Navy Wings people. Jock Alexander, the CEO of the organisation, simply boils over with passion for his subject, while the all-important technical team in the hanger have a knowledge of the aircraft and an enthusiasm for working with them that is inescapably infectious. This is carried through to the office staff with their enviable window view of the operations over the south side of RNAS Yeovilton from their desks. In total nine staff, four full time and five part time, work hard to ensure the operation works like clockwork and is carried out to the highest level of professionalism and good humoured enthusiasm. This is carried on to the volunteers, without whom Nav Wings simply couldn’t function. It’s true that you can’t escape your history, and one of the technical team who started his career as an apprentice aircraft electrician aboard HMS Eagle is now reunited with one of the aircraft he tended at that time as a technician keeping the Sea Vixen in the air during his retirement.

Why Navy Wings is Important What relevance does all this have for

modellers? Whilst this is only one opinion, although there are many preserved airframes in museums around the world, these can be tainted with well meaning but misguided attempts to protect these aircraft. This means that every streak of leaking fluid is removed and every trace of activity is taken away, leaving some of them feeling soulless, whilst even worse are the sad almost derelict airframes left to corrode in the elements. In contrast flying aircraft can be seen from every angle, and provide a source of living inspiration and understanding for us modellers, with any oil or fuel leaks being clearly apparent, all mechanisms lubricated and offering near perfect renditions of how the aircraft were operated in service and as such an ideal reference for finishing our scale replicas. Navy Wings maintains the aircraft in their care in authentic markings rather than colours that just look good, though by happy coincidence this is the case anyway. Static aircraft are great, but aircraft should be in their element and flying.

Aircraft Whilst it is safe to say that the Sea Vixen is the jewel in the crown of the Navy Wings collection, it is impossible to tell the story of the Fleet Air Arm with one aircraft, and alongside the other aircraft in the collection, coupled with the associate aircraft, the line-up tells the story of naval aviation from its very beginning, and is a collection that is slowly expanding to encompass recently retired aircraft too. Charged with the care of the world’s only flying Sea Vixen and three of the five flying Fairey Swordfish, along with the Hawker Seahawk, as well as two of the stunning Hawker Sea Fury aircraft, the Navy Wings team have a fair responsibility to fulfil. Located in a hanger on the far side of Royal Naval Air Station Yeovilton, the aircraft are maintained in near perfect condition and repaired as required as soon as funds allow, with the aim being to have as many of the collections aircraft airworthy as possible.

Avro Water Bird The Avro Water bird was the first aircraft in the UK to make a successful flight from water when she took off and landed on Lake Windermere on 25th November 1911. One of Britain’s most important aviation pioneers, owner Captain Edward Wakefield, had bought the aircraft from A.V. Roe & Co. It was converted to a float plane at Wakefield’s base at Hill of Oaks and from there carried out numerous test flights including one of twenty miles duration with a height of 800 feet. The base at Hill of Oaks soon became a key

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Admiralty testing centre and by the beginning of World War I was a major training facility for naval pilots before their often short deployment to the Western and Mediterranean fronts. This led to the establishment of a Royal Naval Air Station at Windermere in 1916.

Avro 504K One of the earliest aircraft to be represented in the Navy Wings associate collection is a replica Avro 504K telling the story of the first strategic bombing raid in history made by the Royal Naval Air Service on the Zeppelin sheds at Friedrichshafen in 1914. The Avro 504K took to the skies in England for the first time in May 2016. This is the culmination of a project to build, transport and successfully register the aeroplane in England, which started in 2012. Built by Pur Sang, a company based in Parana, Argentina, the faithful replica of an Avro 504K was built as a tribute to the type that served as the first squadron of the Argentinian air force. Nearly 10,000 Avro 504s were built before production ceased and the aeroplane was exported to over twenty countries from Japan to Russia as well as Argentina. This aeroplane, which is based at Sywell Aerodrome in Northamptonshire, is owned by Eric VerdonRoe, grandson of A.V. Roe.

Bristol Scout Type C No. 1264 A beautifully restored early Bristol Scout Type C, the first type of British wheeled aircraft to fly from the deck of a Royal Navy carrier, HMS Vindex, at sea in 1915. She was built by David Bremner with Theo Willford and Rick Bremner, as a tribute to his grandfather, Flight Sub Lieutenant FDH Bremner who flew Bristol Scout No. 1264 with the Royal Naval Air Service 2 Wing in the Easter Mediterranean at the beginning of World War I.

Stinson Reliant 42-46703 Built by the Stinson Aircraft Company of Detroit in 1942, Stinson Reliant 1 N69745 (FX877) is one of over 500 transferred to the Royal Navy under the Lend-Lease arrangement. This American Civil Aircraft first appeared in 1933. Five hundred military Gull Wing versions were transferred to the Royal Navy under LendLease Arrangements during World War II. This aircraft type was employed extensively by the Fleet Air Arm between 194-46 for navigational training and as a communications aircraft for many second line units. Most of the aircraft were retired to the USA after the War and eventually became civil registered.

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The Stinson Reliant is a high winged monoplane with seating for up to four passengers. The aircraft was extremely versatile with good performance and had an unwavering solid feel that was ideally suited for the communication and training roles.

number of aircraft still fly, racing at Reno or displaying solo and with formation teams worldwide. Pop star Gary Numan and Lt Norman Lees RN operated successfully as the Radial Pair in the UK air show circuit in the late 1980s. It is recognised as the standard stepping stone trainer for all larger engine war birds.

Fairey Swordfish The Swordfish was one of the most successful aircraft in the history of naval air warfare. It sits at the heart of the nation’s naval aviation heritage and its importance to the Royal Navy and the nation is profound. Between 1939-45 Swordfish saw active service worldwide, pursuing the enemy afloat and ashore in every theatre of the war, between the Atlantic and Indian Ocean, the Equator and the Arctic Circle. The success of the Swordfish came from its versatility, though it is best known for the major role it played in defeating the U-boat threat in the Battle of the Atlantic. Swordfish aircraft operated from escort carriers, patrolling in the mid Atlantic gap, helping keep U-boats submerged and providing vital air cover for the convoys.

North American AT 6D Texan The North American AT 6 Texan is the USAAC version of the very successful Harvard family, dating back to the late 1930s. There were over 17,000 of the generic type built, either as Harvards (built for British and Commonwealth air forces), SNJ’s with a deck hook for the US Navy or T6 Texans for the US Army. It is a firm favourite with many pilots and a considerable

Supermarine Seafire F.17 A recent addition to the line-up of associate aircraft, the Seafire brings Supermarine’s classic Spitfire profile to the skies in its naval guise.

Hawker Sea Fury FB.11 and T.20 The Sea Fury is one of the fastest single piston engined production aircraft ever built. It was the last propeller driven fighter to serve in the Royal Navy, entering service two years after the end of World War II. In the early 1950s the Sea Furies were sent to the Far East to engage in the Korean War. In addition to a ground attack role the Sea Furies also carried out combat air patrols and on one occasion, when a formation of Sea Furies and Fireflies was engaged by eight MiG-15s, a Sea Fury was credited with shooting down one of the hostile aircraft.

Douglas AD4 Skyraider A highly impressive feature of the Navy Wings Associate Collection, Douglas Skyraider AD4-NA 126922/G-RADR represents one of the most significant Fleet Air Arm Aircraft of the 1950-60s. The Skyraider is an immensely versatile aircraft and was widely used by the United States Navy

in both the Korean and Vietnam wars. The Royal Navy acquired fifty Skyraider AD-4W early warning aircraft in 1951 and redesignated them as AEW.1 providing an important new capability for the Fleet. Douglas Skyraider AD4-NA 126922/G-RADR was built in 1948 and served with the USN until 1960 including ditching off the carrier USS Princeton CV-37 due to engine trouble on 25th July 1953. The aircraft carries the colour scheme of that time but it also saw service with the French and Gabonese Air Forces

De Havilland Chipmunk T.10 WK608 Chipmunk T.10 WK608 was built by the de Havilland Aircraft Company at Chester and, following early service with the Royal Air Force, entered service with the Royal Navy’s Britannia Flight at Roborough (now Plymouth City Airport) in June 1966. She served with the unit until retirement of the type from service in 1993, transferring to the RNHF at Yeovilton in July of that year, thus becoming the last flying example of the type in Royal Navy service. Unlike the remainder of the RNHF aircraft, WK608 is not displayed on the air show circuit and doesn’t get a winter break either, being used for continuation training throughout the year and providing the display pilots with much valued tail wheel experience.

Hawker Sea Hawk The Sea Hawk entered service with the Fleet Air Arm in 1953. It was the direct successor to the Sea Fury but represented a quantum leap forward in capability, taking naval aviation into

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the jet age and capably providing the offensive edge of carrier aviation during the Suez conflict of 1956. The transition from the piston engined tail dragging Sea Fury to the Sea Hawk, a fighter jet with tricycle undercarriage, was a brave and logical development for British Carrier Aviation. In many ways it could be likened to the dramatic changes from sail to steam, or from wood to steel. Like most early generation jets (and this was Hawker’s first example) the Sea Hawk had development challenges but these were overcome and it became a capable carrier based fighter ground attack aircraft, progressing from the original type F.1 to the final FGA.6 version. In comparison to the Sea Fury, the Sea Hawk was much faster, had a ceiling some 10,000ft higher and double the thrust to weight ratio so it could achieve combat altitude in half the time. The Sea Hawk was one of the forerunners of modern day carrier based jet aircraft and the technologies that catapult and arrest today’s latest generation aircraft share common ancestry from the period.

De Havilland Sea Vixen G-CVIX XP924 The Sea Vixen is an iconic all British twin boom, twin turbojet fighter that flew from Royal Navy aircraft carriers at the height of the Cold War in the 1960s-70s, helping to transform the nation’s carrier aviation capability. One of the UK’s most notable aircraft designs of the time, and equipped with cutting edge technology and the capability to go transonic, the brutal beauty of the Sea Vixen is apparent from every angle. The Vixen was the first British aircraft to be armed with guided missiles, rockets and bombs instead of guns and was formidably capable. With power folding swept wings and hinged nose cone, she epitomised the radical and innovative thinking of British engineers and designers of the time, whose designs overcame the challenges of operating the UK’s all weather interceptor at sea, day and night. Today Sea Vixen G-CVIX XP924 is the only flying Sea Vixen in the world. Based at RNAS Yeovilton and flying in 899 Naval Air Squadron colours from HMS Eagle, she plays a key role in the story of the evolution of the nation’s carrier aviation heritage.

Westland Wasp HAS Mk 1 Westland Wasp HAS Mk 1 XT787 (G-KAXT) represents the first generation of British helicopters purpose designed to operate from frigates at sea, a key milestone in the rotary wing element of our naval aviation heritage. The Wasp formed an integral part of the ship’s weapon system, armed with antisubmarine torpedoes and later air-to-surface missiles, allowing the ship to extend its range and influence beyond that of its own weapons. With its folding tail and rotor blades, quadricycle undercarriage and castoring wheels, the development of the Wasp made a vital contribution to understanding and solving the challenges of flying helicopters from small ships. The Wasp proved the Medium range Antisubmarine Torpedo Carrying Helicopter (MATCH) concept and was the forerunner of all small ship helicopters including the emerging unmanned versions of today. Westland Wasp XT787 entered service with the Royal Navy in 1967 and operated with 829 Naval Air Squadron from the frigates HMS Leander and HMS Rhyl, then later with 703 Naval Air Squadron at Portland. She also served with the Royal New Zealand Navy before passing into private ownership. She is painted in the historic camouflage scheme of the Falklands conflict, and keeps alive the memory of the first generation of the Royal Navy’s small ship’s naval helicopter and its thirty years of naval service.

Westland SA 341C Gazelle HT.2 (G-ZZLE) The original Gazelle was designed for the French Army as a lightweight observation helicopter, however early on in the aircraft’s development the decision was taken to enlarge the machine to enable greater versatility and make it more attractive for the export market. The first prototype SA 340 flew on 7th April 1967, initially with a conventional tail rotor taken from the Alouette II. This tail was replaced in early 1968 with the distinctive fenestron tail on the second prototype. Even in its development process the Gazelle had attracted British interest and this led to a deal between Aerospatiale and Westland, which allowed the production in Britain of 292 Gazelles SA 341s, of which 262 were for the British armed

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forces. The deal also included Aérospatiale Puma’s for the UK and allowed the French a work share in the manufacture of the forty Westland Lynx naval helicopters for the French Navy.

Coming Season It is Navy Wings’ intention that the line-up of aircraft will perform at as many of the numerous air shows across the UK this coming display season, with the Sea Vixens participation at Abingdon on Sunday 14th May and Duxford on the 27-28th May 2017, with more dates being added to the schedule as the season approaches, providing you with a chance to see one of the last British Cold War aircraft flying in operation as well as the other naval aircraft in their care.

How You Can Help Anyone who has ever been involved with aviation knows that, whilst physics plays a small part, it is actually money that keeps aircraft in the air, and nowhere is this more apparent than with an aeroplane like the Sea Vixen. It consumes avgas at a rate of £100 every minute when cruising at 250kts and £200 a minute whilst performing a display at 500kts. This is without the ongoing maintenance costs. During the course of an average year the Sea Vixen requires two engine inspections and services, at £100,000 per engine each time, and with two Rolls Royce Avon 208 engines that’s a staggering £400,000 per annum. The Sea Vixen is a privately owned aircraft, and as such is required to meet the stringent requirements of the Civil Aviation Authority in terms of maintenance, operation and audit. This is vital to ensure the safe operation and display of such a complex aircraft and has the side effect of consuming more money. There are several ways to help the Navy Wings, either by visiting their website shop or tent at air shows across the UK and parting with some of your hard acquired cash in return for quality merchandise, or simply making a donation. Another way is to join the Supporters Club for £30, which provides you with exclusive access opportunities and offers. Simply visit www.navywings.org.uk and help keep these inspiring aeroplanes preserved and flying.

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By Dave Hooper

AVIATTIC

Aviattic 1/32 RAF/RFC Towing Trailer

Aviattic 1/32 German Late War Seated Pilot

Aviattic continue to provide the modelling world with some unusual and interesting products with this 1/32 RAF/RFC towing trailer, as often depicted in photographs with a payload of a German or British aircraft fuselage. This beautifully detailed resin casting includes twenty two cast resin pieces and a large sheet of photo etch. The resin parts are, as you would expect from Aviattic, exquisitely cast in a light grey resin, the detail and level of finesse on each piece absolutely stunning. Axles have been reinforced with steel rod so there is no risk of warping issues later down the line. The photo etch fret is surprisingly large for such a kit. I counted forty eight parts in total making the whole item more than a weekend’s project. The kit was initially intended for use in conjunction with the Tommy’s War British Lorries, which are now of course out of production, but does contain stands allowing it to be displayed as a model in its own right. Of course the best way to display this model is with an aircraft fuselage strapped to it and you have plenty of options available, as some

Most modern kits assume that your contemporary modeller likes to show his model off with a vacant cockpit. In reality there is still a proportion of us who grew up on Airfix kits with little lumps of plastic crafted to depict the pilot and so often the only option is to turn to aftermarket items of which there are very few sources for the World War I modeller. This latest product from Aviattic is extremely useful for anybody wishing to add a pilot to their late war Roden or WNW kit including the Fokker D.VII, Fokker Dr.1 and Pfalz D.XII. The kit provides a body in six parts and the option of five heads including two depicting pilots with high altitude head masks, which I don’t think anybody has tried to do before. This set is a great idea and the option of so many heads provides the modeller with a degree of versatility. As such I can see many will want to invest in more than one set. LUFTKRIEG Luftkrieg 1919 1/32 Figure Range Luftkrieg 1919 is a range of World War I figures with a What If fantasy twist and as such are designed to appeal to a cross section of historical and fantasy modellers. The first releases, as reviewed previously, were large 1/16 figures and now Luftkrieg 1919 has begun releasing a range of smaller 1/32 miniatures of which I have been provided with seven examples. All these figures are stunning examples of casting which are easy to put together and paint. Some would fit well into a standard World War I scenario and appeal more to

historical modellers while others have a definite dose of the surreal. Each character has a detailed background that is available to read on the Luftkrieg 1919 website. First up we have a pair of Zeppelin figures in the form of Zeppelin fleet commander Peter Strasser and Zeppelin flight deck refueller Otto Mars. Peter Strasser is based on the real life Zeppelin commander who died in the Channel with his men leading the last Zeppelin attack on England. In the 1919 alternative reality Strasser survived to command a fleet of huge Zeppelin refuelling stations with flight decks for long range aircraft. Otto Mars works as refueller

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kits include alternative fuselages, which could be employed, such as the WNW RNAS Pup, or there are plenty cheap Hobbycraft Camels and Nieuports around. However you decide to display it, this is another stunning addition to the rapidly growing Aviattic range. Aviattic 1/32 World War I Era Movie Camera and Tripod This is another neat little piece from Aviattic. Cast in five pieces of resin, this would make an unusual addition to any World War I, pre World War I or postwar diorama. The set represents a box style movie camera of the era complete with a tripod, which I’m guessing would be relevant through to the mid to late twenties so could be used for anything from movie tone style reporting to a Dawn Patrol movie set. Top marks to Aviattic for innovative thinking and recommended for anybody who likes to provide some surroundings to their models. www.aviattic.co.uk on a giant platform in the sky and is kitted up to work in extreme conditions. These are perhaps my favourite two figures from the Luftkrieg range. Both are incredibly detailed and scream out to be part of a Zeppelin diorama. Strasser is old school dramatic turning on a crutch made from part of the Zeppelin that almost claimed his life. His face shows scarring, a reminder of that horrific event. Otto is a salt of the earth kind of character and here the focus is on the suit design, which is a mixture of the type of thing that was around at the close of World War I with an added dose of fantasy.

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Next up we have Walter Karjus, pilot and Jasta commander who lost his right hand to flak burst, having it eventually replaced with a mechanical hand. This is another stunning sculpt, which like all Luftkrieg figures is full of expression with more than a touch of the theatrics. Luftkrieg 1919 has included some wellknown names within the range, none more so than Hermann Goring who refuses to hand over his Flying Circus of Fokker D.VIIs to the allies at the end of the war instead returning with colleagues and aircraft to the homeland to face the Bolshevik threat. And then we have a pair of swashbucklers in the form of First Lieutenant George Buck Crawford and Amelia Earhart. These figures are sold separately but work well as a pair,

each in a full on dramatic pose with pistols raised to protect each other. Both figures have a touch of Captain Flashheart or Ace Rimmer about them and as such it’s difficult to look at them without coming up with a few pithy quotes. Finally I have just received the latest addition to the 1/32 range. This is Natalia Gagarina, the night witch, one of the Czar’s orphans, locked away in windowless cells before the revolution and now a member of a crack night fighting squadron. This is another beautiful casting depicting Natalia displaying one of her trophies, a rudder from a Pfalz. The kit is supplied in five pieces which should be fairly simple to assemble. As with the previous figures the sculpting is very impressive, which should

allow even mediocre figure painters like me to make a good job of it. As I think I have said in previous reviews, what I like about these figures is that as a World War I modeller they allow me to be able to exercise my imagination a little without being pushed too far out of my comfort zone. These seven figures are stunning additions to the Luftkrieg 1919 range, which you are either going to love or hate depending your point of view. However none can deny that the quality of design, sculpt and casting is second to none and what I particularly like is that all these figures have the ability to stand freely and unaided without any kind of base or attachment. www.luftkrieg1919.com

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New P-40 from Airfix By Rick Greenwood

The change of plastic was noticed immediately compared to the recent Jet Provost (Below)

Kit No: 05130 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Airfix www.airfix.com

H The single part lower wing section, wing fillets, rudder and elevators

aving already provided the modeller with a new tooled kit of an early P-40 in 1/72 a few years back, Airfix have put their research data to good use and released the same version but in the larger 1/48 format. The kit is not simply a scaled up rendering of the smaller sibling however, as we will see in this out of the box build.

Before any construction commenced the drop in panels that are required for this kit were added to each nose section and the fuselage hatch was added in the closed position. Tamiya extra thin was used, applied from behind to secure each part in place with no remedial work needed.

The first task was to attach the separate drop in panels on the nose and fuselage hatch

Tamiya extra thin cement was allowed to flow into the rear of the joint resulting in a perfect fit

Any cockpit is usually the focal point of a scale model and invites the viewer to peer into the orifice to inspect the internals should the canopy be posed open. In this scale lack of detail would be much more evident and modellers often have to resort to the use of aftermarket accessories for their quest for extra detail. The first stages of the instruction booklet deal with the cockpit and a number of separate parts are required to complete this stage. After studying the diagrams the cockpit parts were all removed from the sprues and had their mould lines removed, as well as a small amount of flash. The parts seemed a little clumsy in their design and production with a little more work needed to bring them up to par, especially the cockpit sidewall framework. The parts were then prepared for painting and had a light coat of Alclad grey primer sprayed over them before their respective top coats. The cockpit floor was first sprayed silver and the areas indicated by Airfix were

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masked to remain metallic. The rest of the interior green parts were then painted using Mr Hobby H58. The internal fuel tank was painted Tamiya XF-64 red brown, when dry the retaining straps were picked out in aluminium before a dark wash was added to add depth. The control stick was then glued in place on the painted cockpit floor and the rear bulkhead attached using Tamiya extra thin cement. The kit offers two types of seats depending on the build option, with the round backed seat required for this build. The separate bracket was added to the rear of the seat frame before attaching the parts to the rear bulkhead. The seat was given a coat of Alclad aluminium and allowed to dry before Ammo of Mig (Amig2010) light scratch effect fluid was applied by airbrush. Once dry a light coat of the interior green was airbrushed over the seat before commencing the weathering process. Using an old cut down 0 size paint brush the area to be chipped was moistened with a little water before the green was removed in random patterns utilising a scrubbing action with the paint brush. A restrained approach here is better and a good replication of the worn paint on the seat was achieved quickly without going overboard. A dark enamel wash was then applied to add another dimension of weathering to the seat and floor along with the front fire wall. Small details were then painted in black such as the handles of the control levers. The side wall parts were treated to the same process after the gun breaches had been added. Small decals are provided in the kit to represent the details found on the side walls. A few ill placed ejector pin marks ruin the surface of some of the control boxes on each part but in fairness these won't be seen on the finished model as they are buried deep inside the cockpit.

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The cockpit features a wealth of detail with options for the type of seat fitted

Once all the parts had been painted, weathered and detailed they were glued in place taking careful note of the alignment of each part as the glue set.

tracing the missing engraved detail with a knife blade. Once the outline was marked it was a simple procedure to engrave the lines fully using a scribing tool.

The instrument panel was prepared next and painted black, while the lower portions were painted interior green as per the kit instructions. Again a decal is provided for the dials but this was substituted by careful detail painting. Finding the exact fit of the panel was a bit difficult within the completed cage of the now assembled cockpit.

The parts were added to their locations and secured in place using liquid cement.

The prominent chin mounted intake and radiators were made up and painted next before being cemented in their locations in the nose of the aircraft. Matrix detail is provided on the face of the radiator parts and careful painting brought out the detail. With all the internal parts securely added to the port fuselage section the fit of the parts could be checked before a final application of glue to the seams. A small amount of sanding of the cockpit sidewalls was all that was needed, but once installed they needed to be clamped in place with the cockpit sills for a smooth join as they appeared to bow in a little in the centre. Overall a pleasing rendition of the cockpit and all that was added to enhance the look a little further was the Eduard steel seat belt set (49787). With the fuselage together the joint lines were eradicated using a fine grit sanding sponge and a small amount of Mr Surfacer 500 to help smooth them out. The rudder and elevators are provided as separate parts and can be deflected by thirty degrees port or starboard, up or down, as indicated by the diagram annotated in the instructions. A strange omission from Airfix is that the trim tab on the rudder is only moulded on one side. Easy to replace though, and the task was made easier by holding the part in front of the desk lamp allowing the silhouette of the lines to show through and carefully

The cockpit floor and seat looked good with careful painting and weathering

The wing is offered as single span lower part to which the one piece landing gear bay insert is added. This features nice detail to replicate the canvas bags used to stop the ingress of debris into the wheel bays, but the detail is over shadowed somewhat by the inclusion of a great big ejector pin mark in the centre of each bay. Each was filled with a generous amount of Mr Surfacer 500 and left to dry, using a cotton bud/Q tip soaked in Tamiya X20A thinners. The residue was removed to render the offending blemishes all but invisible.

The internal parts were secured in place and dry fitting the fuselage followed

Before the wings were attached the separate wing fillets needed to be attached to the fuselage. No problems were encountered with their fit and the lower wing section was then added and the seams made good with a little more Mr Surfacer. The separate upper wing portions were then attached and secured along the leading edge with an application of Tamiya extra thin cement. There was a very slight gap noticeable at each wing root and this was exaggerated a little by the raised walkway section on each wing making it appear that there was a difference in the height as well. Using the tried and tested method of attaching a long length of masking tape wing tip to wing tip, equal upwards pressure was exerted on each wing and the gap was closed before a bead of Tamiya extra thin was applied along the wing root allowing capillary action to draw the liquid into the joint. The characteristic knuckles for the landing gear were glued in place next and needed just a touch of Mr Surfacer 500 to

Construction was fast and the slight gap at the wing root was closed by tape exerting upwards pressure while the glue dried

Xtracolor neutral grey gave a nice smooth glossy surface as a base

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WA R H AW K blend them into the wing. The cowl flaps on the underside of the chin are provided as open and closed sections and the open version was secured in place to finalise major construction of the model.

Two differing shades of neutral grey and Tamiya smoke used for weathering underneath

With everything now in place the cockpit opening was masked off and a quick thinned coat of Alclad grey primer was applied to check for build flaws, glue smudges etc. Once happy with the result the whole model was washed in warm soapy water to remove any traces of dust or grease and to remove any debris from the panel lines. Neutral Grey(X133) from the Xtracolor range was thinned with cellulose thinners and a drop or two of Rustins Gloss Paint Driers was also added to speed up the process as this range of paints are notorious for their lengthy drying times. The thinned paint was then applied by airbrush in multiple coats building up the colour with each pass. The Driers did its job and in under twenty four hours the paint was cured enough to continue with the weathering process.

Detail painting of the undercarriage bays completed

Olive Drab upper surface glossed and ready for decals

A quick gloss coat was applied to protect the fresh paint work underneath and make it easier for any errors to be simply wiped off during the weathering process. Using two different examples of Neutral Grey patches and swirls were airbrushed onto the base coat to achieve a random faded paint job. Panel detail was then enhanced by the inclusion of Tamiya Smoke to the paint mix and sprayed along any structures and panel lines to aid their definition. Another coat of clear varnish with a few drops of the original top colour was then mist coated over the whole under surface to blend the effects together. Once dry the main gear bays were masked and painted Interior Green and a tan colour to replicate the canvas in the

Painting and weathering the black walkways was favoured over the decals supplied

The decals for the two options in the kit

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main wells. A brown wash was then used to bring out the detail of the folds of fabric, while dry brushing with a lighter colour added the highlights to the raised areas. A little dab of brown wash replicated the fasteners found in this area. The upper surface was treated in the same way as described above using differing shades of Olive Drab to create depth and interest in the paintwork on top of the Humbrol 155 called out in the kits painting guide. A darker shade was used again to define panel edges and structural detail without the need for a dark wash to be added to the panel lines. The black wing walk area decals were not used. Instead I favoured the painted option after which the areas were masked and chipping fluid was airbrushed over the olive paint work. Once dry Mr Hobby Tire black H77 was applied and then removed in the same way as for the cockpit to reveal a chipped and worn appearance. Once all the paint work was dry a coat or two of Klear prepared the surface for decal application. The decals are printed by Cartograf so quality can be assured and two schemes are offered in the kit: • Curtiss P-40B Warhawk as per the box art in Olive Drab or Neutral Grey from15 Pursuit Group, Wheeler Field, Oahu, Hawaii, 7th December 1941 • Curtiss Hawk 81-A-2 from 3 Squadron, Kunming, China, June 1942 This latter aircraft is in a two tone upper surface of Light Earth and Dark Green over Camouflage Grey undersides. Paint names are in text and an approximate reference to DuPont colours for the aircraft is supplied in the marking guide.

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My choice for the kit was of Lieutenant Welch's aircraft at Pearl Harbour, 7th December 1941

Daco strong setting solution was used with no adverse reaction observed in assisting the decals to settle down into the engraved details on the model. The white numerals cracked and broke slightly when applied over the raised detail on each wing fillet and needed a quick touch up with Tamiya gloss white to hide the rivet heads. Once dry the model was wiped over with a cotton bud moistened with a little water to remove any residue from the decal adhesive or setting solutions. As the airframe and markings were now completed it was time to attend to the smaller tasks such as the canopy, wheels, propeller and exhaust stacks. The exhaust pipes were the first item to be addressed. Airfix moulded the end of the pipes solid so these needed to be drilled out for maximum effect. A small pilot hole was made in the centre of each opening using a sewing needle held in a pin vice. A small drill bit was then used to make the initial hole. Once this was accomplished the hole was then enlarged carefully with two larger sized drill bits in turn to create an opening in the pipe without damaging the outer surface of the plastic. A coating of Tamiya extra thin removed any rough edges and the parts were then painted using Alclad shades to replicate the hot burnt metal exhaust. A dark grey pigment was applied in and around the port, before being sealed with a matt varnish. The exhaust was then simply pushed into place with a small amount of plastic cement for security. The propeller was probably the weakest part in this kit, with the blades looking malnourished and thin when compared to reference, and this seems to be supported by aftermarket replacements being available already. The fit of the parts was also poor with large gaps around the blade openings when the back plate was offered up to the spinner. A tricky one to deal with as the parts

needed to be assembled to carry out the remedial work but this meant adding the propeller that then gets in the way. One solution would be to cut the blades off at the base and add these later, but there would be little to attach them to inside the spinner. The prop blades were painted as directed by Airfix using Alclad aluminium for the front of the blade and matt black for the rear. The tips were then masked and insignia yellow applied over a white Alclad primer base. Each blade was then carefully masked off and a little ear left proud to help remove the tape later. The whole assembly was then constructed and the poor fit dealt with by means of a careful application of Mr Surfacer 500. This was repeated until the gaps reassembled panel lines before the spinner was painted in Mr Hobby Olive Drab to contrast with the main paintwork. The masking tape was then carefully removed before the decals on the front of each blade were added.

The kit’s exhaust stacks had the ends drilled out to be more realistic

Removing the masks I revelled in an almost perfect set of clear parts

The fit to the nose was not too brilliant either and slight modification of the attachment pin was required. The front of the nose needed to be sanded flush as did the rear of the spinner, then using Mr Cement to allow for alignment time, the part was attached to the waiting model. World War II fighters often have large greenhouse style canopies that can take time to mask by hand. Eduard has released a canopy masking set (EX530) and this was taken full advantage of, saving precious build time. They were first carefully peeled from the backing paper to avoid stretching them with a pair of needle point tweezers. Following the Eduard instructions each pane was located and the requisite mask applied, with all the glass parts masked in under half an hour. The interior green colour used for the cockpit was then applied first as it can be seen from the inside of the clear parts, this was allowed to dry before the Olive Drab top coat was added and matted down. With everything dry the masks were carefully removed again with tweezers

The undercarriage parts painted and ready to be added to the model

The completed undercarriage, with exhaust stacks and propeller in place

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leaving behind an almost perfect result. Using acrylic paint here helped as any slight over spray was simply scratched off the clear plastic using a cocktail stick. With the risk of breaking the undercarriage ever present while still conducting the previous stages, it was left to the end of the build. Airfix provide the tyres moulded as single parts with flat spots included. The tyres were first sanded smooth as the surface of the plastic had a slight pebbly finish to it on the side walls. The part of the tyre that contacts the ground was then sprayed dark grey while the sidewalls were painted in Gunze Tire Black, which gave enough contrast to add interest to the wheel. The hub is a single item that is then pushed through the tyre to complete the wheel, and these were painted in neutral grey as per the under surface colour, with a little weathering added followed by a light grey wash to make the rims and bolt heads stand out. The undercarriage legs were painted aluminium and a black wash was employed in this area to bring out the details before cementing them in place in the gear bays. A good positive fit was obtained and the parts easily located in the holes with just a touch of Tamiya extra thin to hold them there. The prepainted gear doors were then added before the wheels were attached to

the axle with a slow setting super glue to aid the alignment of the flat spots. Humbrol 27004 Buffable Gunmetal was used to the 30cal wing mounted machine gun barrels. This was applied in thin coats by airbrush and allowed to dry. Using a cotton bud the barrels were then polished to impart a metallic sheen on the parts while the recessed ventilation holes remained dull. Under a coat of matt varnish the effect is quire convincing, and these were then effortlessly added to the leading edges of each wing. With the model now complete except for the canopy, glazed holes in the fuselage sides and some aerial rigging, it was time to apply the final matt coat, in this case Xtracrylix. The windscreen was then attached along with the glazed side panels with Gator Grip model glue and the canopy centre section posed in the open position and held in place by two tiny spots of superglue. The apertures in the fuselage sides that needed glazing were then filled with a little watered down Gator Grip and allowed to dry. They dried crystal clear and easily replaced the clear plastic parts, with a little blob of gloss varnish adding a little reflection which made then more convincing. The P-40 has two noticeable aerial wires running from the vertical tail to each wing tip. EZ Line fine elastic thread was used to portray these by attaching one end with a little

superglue to a small hole drilled in each wing tip location and stretched to the mounting point on the tail and again attached with the aid of superglue. The navigation lamps were painted red and green, and a little exhaust and gun staining added with pastels to conclude a very enjoyable build. The little Union Flag on the front of the box lid proclaims this kit to be designed and made in the UK and a welcome change in the type and colour of plastic being used was noticeable. There are a few head scratching moments and the question why? with this kit, such as the missing trim tab on one side of the rudder when it’s there on the opposite side, and those dreadful ejector pin marks bang in the middle of a nicely detailed wheel bay. The narrow propeller blades are a shame too, and there are some crudely/soft moulded parts such as the frames for the cockpit side walls. On a more positive note the fit of the parts was as near perfect as can be expected and the only real area that needed anything more than a quick fix was the propeller spinner. There are some nice options in the kit such as the different types of seat, the positional rudder and elevators and two sliding sections of canopy for open and closed. Bring on the Stuka! Until next time...

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F LO R O V

The Rocket Plane Produced by Scientific Research Institute No. 1 By Nikolay Yakubovich All photos from archive of Gennady Petrov

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n the spring of 1944 at Scientific Research Institute No. 1 where the aircraft designer Ilya Florov was sent alongside the designer of the first Soviet rocket powered interceptor fighter, Vikor Bolkhovitinov, work began on the experimental 43 aircraft, fitted with a liquid fuelled rocket engine.

This aircraft was designed for research into the aerodynamics of high speed flight and liquid fuelled rocket engines. Calculations showed that with a flight weight of 2,350kg the aircraft could accelerate up to 1,010km/h (0.82mph) at low level, and 1,090km/h (1.03mph) at an altitude of 15,000m. The time taken to climb to an altitude of 15,000m would be 1min 42.4s, the practical ceiling would be 19,750m and the endurance in flight would be forty six minutes. It was envisaged that six of these aircraft would be manufactured, two for crew training and the rest for experimental flights. Since the institute did not have the necessary manufacturing base, the airframes for the aircraft were manufactured at Aircraft Factory No. 21 in Gorky. By 1st January 1946 the working drawings were ready and the aircraft had entered production. The first two aircraft were to have left the assembly workshop in the March of that year. By that time there were three design collectives specialising in the development of liquid fuelled rocket engines, led by Leonid Dushkin, Aleksey Isayev and Valentin Glushko. Under the leadership of Leonid Dushkin the D-1-A-1100 producing 100kgf (kilogram force) was developed for the BI aircraft in 1942, and the

design of the 43 aircraft was based on this engine. Since the RD-1 engine was labour intensive to manufacture, expensive and heavy, weighing almost 100kg, at almost the same time as the 43 aircraft was being manufactured work began on its modernisation under the leadership of Aleksey Isayev. Moreover the engine was designed to enable multiple ignition as well as smooth control of the thrust from 400 up to 1,100 kgf. In the autumn of 1945 a fuel was chosen with which it was possible to achieve hypergolic ignition. This engine, which had been modernised, and was noticeably lighter and had an enhanced endurance of up to one hour, was given the designation RD-1M and successfully completed testing. For a weight of 59kg it developed a thrust of 1,300kgf. Valentin Glushko created the RD-1 rocket engine with a thrust of 300kgf, which was designed as a booster rocket for Yak-3s, La-5s and La-7s fitted with piston engines. He also developed three and four chamber liquid fuelled rocket engines that developed a thrust of 900 and 1,200kgf. All these liquid fuelled rocket engines used a fuel made up of two components, kerosene and nitric acid. Since the thrust from these liquid fuelled rocket engines was clearly insufficient to create an advanced aircraft, Leonid Dushkin, who had worked at Scientific-Research Institute No. 1, proposed the development of the new RD-2M3V liquid filled rocket engine, developing a thrust of 1,400kgf. Its main feature was the two

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combustion chambers, one designed for 1,100kgf and the other designed for 300kgf. This allowed the large combustion chamber to be switched off following take-off and a climb to a given altitude, which enabled an enhancement of the duration in level flight. Another feature of this liquid fuelled rocket engine was the pump feed of the fuel components, kerosene and nitric acid, which enabled the thrust to be throttled back with the large combustion chamber operating at up to 500kgf, and the smaller combustion chamber operating at up to 100kgf. It was envisaged that the RD-2M3V liquid fuelled rocket engine would be fitted to the second example of the 4202 aircraft. The first airworthy example of the 4301 aircraft was designed for glide testing and a non retractable undercarriage was used on this aircraft with wheels that had been taken from an La-5 aircraft. The advent of captured examples of the Me 163 in the Soviet Union in 1945 had a direct influence on the development of a rocket aircraft. It was from this aircraft that the idea of a jettisonable launching trolley and landing skis were borrowed. The second example of the aircraft, 4302, was manufactured around a similar launch trolley but was fitted with an RD1M liquid fuelled rocket engine. This aircraft was an all metal monoplane. The wing was straight and composed of laminar TsAGI 13145 profiles, with a relative thickness of thirteen percent, without the use of a dihedral. In order to eradicate excessive transverse stability there

F LO R O V

pilot Major A.K. Pakhomov were named to head up the project by way of decree No. 670 issued by the Peoples Commissariat for the Aviation Industry and dated 18th October 1946. were fins on the ends of the wings, angled downwards at an angle of forty five degrees.

There was a fitting inside the ski to enable a launch trolley to be installed.

The fuselage had a round crosssection with a maximum diameter of 1,150mm. A towing lock was fitted in the underside of the nose to enable the aircraft to be towed into the sky on take-off with the engine switched off.

The tricycle launch trolley was welded from two steel tubes. The main wheels were 650x200 mm in size and were fitted with dual chamber disc brakes. The forward pair of wheels, that were 400x150 mm in size, was fitted with a Shimmi hydraulic damper. It was envisaged that the trolley would be fitted with braking equipment to shorten its roll on take-off after it had been jettisoned.

The horizontal stabiliser was cantilevered and consisted of a fixed stabiliser with circular plates on the ends, and ailerons. The vertical stabiliser was composed of a fin that was made to blend in with the fuselage and a rudder. The landing skis were all metal, and were manufactured from an aluminium alloy with a runner made from stainless steel and fitted with a hydraulic shock absorber.

In order to define the flight characteristics of the 4302 aircraft in the gliding variant, including the take-off from the launch trolley and landing back on the skis which comprised first two stages, engineer A.I. Khokhlachev and test

Subsequently test pilot Major I.F. Yakubov and chief engineer for this aircraft T.V. Zabrodskiy were drafted in. A B-25 Mitchell bomber was used to tow the aircraft, with a crew led by pilot V.A. Gintse. In July 1946 the RD-1M engine had passed bench tests and in the December of that year the aircraft began to perform hops using this liquid fuelled rocket engine. This engine differed from its predecessor not only in terms of the simplicity of its construction. Flights by the 4302 in which the engine was not used continued for some time, and only on 25th June 1947 did A.K. Pakhomov and T.V. Zabroskiy sign an agreement on the possibility of continuing further flight tests using the liquid fuelled rocket engine. Specifically it stated:

On the basis of the report presented (by the commission - Authors note) on flight testing in a gliding configuration, as well as ground tests with the engine operational (by Isayev using the RD-1M) the 4302 can progress onto the first flight with the liquid fuelled rocket engine operational. The take-off weight for the first take-off is to be 2,000kg, and the speed is to be 600km/h. Flights using the liquid fuelled rocket engine commenced at the beginning of 1947 and a speed of 825km/h at an altitude of 5,000m was reached. In total twenty flights were undertaken. The third example of this aircraft, the 4303, was developed taking into account the installation of a dual chamber RD-2M3 liquid fuelled rocket engine, though it was never produced. One of the reasons for this was the development of the more progressive I-270 aircraft at the A.I. Mikoyan Experimental Design Bureau.

TECHNICAL DATA: Engine: PD-1M Length: 16.2m (53ft 2in) Thrust on take-off: 1,300kgf Wingspan: 6.932m Length: 7.127m Wing area: 8.25m Maximum take-off weight: 2,398kg Speed: 825km/h Crew: One APRIL 2017 • VOLUME 39 • ISSUE 02

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The Aircraft Designed by Ilya Florov By Aleksandr Grishin

Kit No: 72219 Scale: 1/72 Type: Resin Manufacturer: Prop & Jet

his model is cast in polyurethane resin and the kit contains a vacformed canopy, as well as decals depicting red stars. The quality of the casting as ever with Prop & Jet is high, there are almost no incomplete mouldings or air bubbles in the surface level of the resin and the external surfaces require almost no additional work. The interior cockpit components are minimal, but they are produced to a sufficiently high quality, especially the pilot’s seat.

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There is a choice to be made in the course of the subsequent assembly in terms of the configuration for the undercarriage for which there are there are three choices; a tricycle wheeled undercarriage, ski undercarriage in the retracted position or with skis and a launch trolley. I chose this latter variant. Apart from that there are other variants in terms of small detailing on the model. The radio mast can be set at different heights and a cover can be used instead of the engine nozzle.

After painting the interior in what was the standard A-14 metallic grey colour for Soviet aviation of that time period, the two halves of the fuselage are joined and the wings and tail fin are fitted in their respective locations.

The model was primed with an Alclad grey primer before it was painted in a blue-grey colour using water soluble Akan paint. After a layer of Future gloss varnish the decals were applied and the model cleaned using AMMO MiG fluids. The topcoat is a semi matt lacquer based on Future.

Before fitting the cockpit the vertical strips for the frames need to be placed onto the windscreen from the inside, for which I used off cuts from old decals in the correct colour from my stores.

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After final assembly and installation of the antenna wire the model can be put on the shelf.

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MiG-17 Fresco A of the Moroccan Air Force By Steve Muth Peregrine Publishing

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he MiG-17 was a successful development of the MiG-15 designed to improve some of its negative flying characteristics. It went on to equip many air forces and caused many problems for the USAF in Vietnam in the 1960-70s. Being extremely manoeuvrable it was used clandestinely by the USAF

in classified programs to expose US pilots to Russian aircraft flying Soviet tactics in dissimilar air combat training. The programs were called Have Donut, Have Drill, Have Ferry and later Constant Peg. Have Donut, Have Drill and Have Ferry were primarily evaluation programs while Constant Peg’s

focus was routine (if it can be called that) dissimilar air combat training operations on a squadron level utilizing MiG-17s, MiG-23s and MiG21s. They flew Soviet tactics in one on one, two on two and other combinations against Air Force and Navy instructor pilots who then took the experience back to their

units to train line personnel. The aircraft flew out of Groom Lake whose airspace was known as Area 51. It was not until 1989 that the Air Force acknowledged that these programs even existed. It revolutionized air combat training in the USAF and Navy. The pilots involved in Constant Peg were

MiG-17 Fresco A CFM cockpit looking down from the top illustrating the various colours throughout. Note that the seat cushions are a very dark brown

MiG-17 Fresco A CFM cockpit looking forward and down. The MiG-17 cockpit is virtually the same as the MiG-15 both in colours, layout and sheet metal. This is understandable as it was a direct descendant of the MiG-15. This duplication of the MiG-15’s cockpit made transitioning from one to the other much simpler for the pilot

MiG-17 Fresco A CFM Cockpit looking forward. Note that the gunsight and face cushion are a dark gray not black like the instrument panel and equipment boxes. This slide captures the greenish blue of the sheet metal very well

The seat and aft cockpit details show up well in this photograph

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Cockpit looking forward and to starboard. Note the control column is dull black

Cockpit starboard, aft with head rest

MiG-17 Fresco A CFM, port view of cockpit

MiG-17 Fresco A CFM cockpit, port view looking aft

Cockpit port, forward with gunsight

An F5, the Chinese version of the MiG-17 Fresco, at Kucove (Rob Schleiffert)

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known as Red Eagles. An excellent book on the subject is Red Eagles – America’s Secret MiGs by Steve Davies, published by Osprey Publishing.

This Aircraft The MiG-17 shown here, a Fresco A, was photographed at the now defunct Champlin Fighter Museum at Falcon Field in Mesa, Arizona. It is

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MiG 17A at the Mighty Eighth Air Force Museum near Savannah, Georgia

Mikoyan Mig-17PF Fresco C, Democratic Republic of Vietnam Air Force, at Pima Aerospace Museum

Ex Egyptian MiG-17F seen at the then Air Force Museum at Dayton, Ohio in October 1987

an early production version, S/N 1406016, used by the Moroccan Air Force. It is marked IFJ-10 and is said to have a People’s Republic of China S/N 7469. It was acquired in flyable condition in 1983 from Morocco with instructions from King Hassan II and flown in a C-130 to the United States to become part of the now defunct Champlin Fighter Museum collection. It was the personal aircraft of Col-Major Kabbaj. At the time of the photo session, 1986, it was in original, flyable, unrestored condition. It is now at the Museum of Flight, Seattle, Washington. The cockpit is very similar to the MiG-15, from which it is derived. All

sheet metal including the floor, seat, canopy interior and consoles is a pale blue gray while the cushions and head rest are dark brown leather. The seat belts and harness are khaki. Various equipment boxes and such are black while the ejection seat handles are on each side of the seat and are red as are the pull rings coming out of the instrument panel sides. The throttle handle on the left is yellow and the wires are black. The seat seems to be slightly darker than the rest of the sheet metal but this could be just due to paint lot differences. The control stick, grip, instrument panel and instrument faces are black while the gunsight is dark grey.

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R I AT 201 6

RIAT 2016 - Still the Best Twins I Part Three

Oldest aircraft in this category was BAE Systems’ delightful Avro Anson C-19. It’s hard to believe the RAF once thought it had potential as a bomber!

By Mike Verier

t is remarkable just how many variations can be achieved with just two engines. RIAT was able to demonstrate a span of aviation history within this category, the

development of more powerful and reliable engines more than amply demonstrated by the increasing size and range of the twin.

The 2017 show will be held on July 14-16th and includes the USAF Thunderbird team. We strongly advise you to book early. As ever our thanks to Richard Arquatti and the media team at RIAT for access and support.

The Beech 18 is of the same era and designed to do much the same job. Being American there are more airworthy examples about and Carlo Ferraris’ gleaming 18S example has starred in several movies

Born as the Piaggio P166 in 1957 this delightful one-off design is now a rarity in the skies. This restored P166C is still very active however. Note the RIAT markings

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The light twin concept had an update with the Dornier Do 228, which featured a very advanced wing design and modern engines. It is much favoured for surveillance work as this example shows The Islander continues to impress. Here in its more aggressive BN-2T Defender form it actually looks pretty mean

The Polish Navy’s delightful Bryza (An28B1R) wearing its commemorative Coastal Command scheme is an example of how far twin-engined light transports have developed

Moving up in size the C295 family is in widespread use, with Czech, Morrocan and Polish examples also on view this year. Amongst the most attractive variants is the Irish Air Corps’ CN-235 with its immaculate blue scheme

A closer look at the artwork on the Poish Navy’s Bryza

The Transall is now in the twilight of its career but the old workhorse still soldiers on pending replacement by the A-400

After a somewhat troubled development the V-22 has finally come of age. The Mildenhall based CV-22Bs of the 352 SOW were demonstrated with notably more confidence and flair this year, fully showing their manoeuvrability and versatility

The flying display was lacking the Italian’s customary aerobatic display with the C-27J this year but the nimble half Hercules still managed an appearance

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R I AT 201 6 It’s not just fixed wing that can do incredible manoeuvres as the RAF never fail to demonstrate with the mighty Chinook, which can leave attack helicopters standing. It was however the sporty departure of the Dutch example that proved the most photogenic as it transitioned into bright sunshine

Moving to jets the RNoAF contributed this fascinating example of the Falcon, the DA20 ECM variant

The Honda jet is a remarkable design with some unique features, the engine mounting in particular

If ever an aircraft demonstrates the growth of available power for twin jets it’s Boeing’s 737 family. The P-8 Poseidon, due at last to enter RAF service soon, is based on the 737-800 series

Compare the new Poseidon with the first generation T-43 seen here at RIAT 2010 immediately prior to retirement

The RAF is currently receiving (more accurately leasing) the Airbus based Voyager for its tanker needs. It is worth bearing in mind that the original airframe was designed for four engines.

Longest distance visitor was the RNZAF who brought this immaculate 757-22QC from 40 Squadron

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K AT E

Nakajima B5N1 Kate By Bob Foster

sprues is a simple enough task with a good set of cutters, however the sprue gates on the wing tips are a little large and so care should be taken when trimming these parts.

Kit No: 04060 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Airfix www.airfix.com

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akajima’s B5N Type 97 Carrier Attack Bomber, known by the Allies as the Kate, entered service with the Imperial Japanese Navy in 1937. The original B5N1 version with its Nakajima Hikari engine was soon replaced by the improved B5N2 variant that shared the same Sakae 11 engine with Mitsubishi’s A6M2 Zero. The B5N2 became a workhouse of the Japanese Navy throughout World War II, even after it was replaced in frontline service by the B6N Jill, performing training, target tug and kamikaze missions in the latter stages of the war. The announcement by Airfix of a brand new 1/72 B5N2 Kate in 2015 was a welcome surprise to modellers of World War II Japanese aircraft, and was swiftly followed by the release of the earlier B5N1 a year later. With the exception of the engine and cowling parts both kits are identical, and they both build into excellent representations of this famous type, complete with a selection of different weapons, optional wing folds and separate control surfaces.

Construction begins with the modeller having to make two decisions, namely whether to fold the wings and what weapons (if any) to fit to the aircraft, in order that the right holes can be drilled into the bottom of the fuselage. I chose to keep the wings of my model extended, although folding the wings should not be too challenging. It requires both the upper and lower wings on each side to be cut, and Airfix have provided clearly scribed lines on the inner surfaces to show where the cuts should be made. Once this is done, the next stage is to attach the upper and lower wing sections together, not forgetting the small piece of glazing that makes up the bomb aimer’s window in the floor of the aircraft. One of the more ingenious pieces of engineering in this kit is the way that both the upper and lower wings are moulded in a single piece, the lower wings with the bottom of the fuselage and the upper wings with the cockpit floor. This ensures that the correct dihedral angle is kept on both sides and eliminates any unsightly seams from the underside of the wing. Once the wings are assembled, attention can turn to the cockpit. Airfix have included an exceptional level of detail into the cockpit in this relatively small scale, starting

with the cockpit floor mounted between the upper wings. I began by spraying the floor, sidewalls and the various cockpit components with Alclad black primer, followed by Mr Color 127 Cockpit Color (Nakajima), which was built up in thin coats to provide some basic shading. Seatbelts could be added to the three seats at this stage, though given there would be limited visibility in this small space I chose not to do so on this build. I added the rudder pedals, control column and other cockpit components, taking care to follow the sequence in the instructions to ensure that all the parts fit correctly, and picking out controls and details with black and red paint. Finally the oxygen cylinders were sprayed with Alclad Aluminium and installed onto the cockpit floor and the two small windows added to the cockpit sidewalls before the two fuselage halves were glued together and lowered onto the wing. The fit was almost perfect, with

The kit itself consists of 105 parts on five grey and one clear sprue, all of which are well moulded with little trace of flash and with crisp clear panel lines. Removing the parts from the

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K AT E very little filler required at all along the wing roots. In fact the only issue I had with the fit of this kit was on the underside, where the rear of the lower wing fillet met the lower fuselage, however this was nothing that could not be fixed with some careful sanding, dry fitting and a touch of filler. With the fuselage complete, I added the separate rudder, horizontal tail, elevators, ailerons and flaps, all of which fit perfectly in their respective locations. I chose to deflect the rudder slightly and lower the flaps for a bit of interest. Finally the arrestor hook was fitted and the airframe was largely complete. The kit offers a choice of two schemes. One is a bare metal scheme for an aircraft operating off of the carrier Zuiho in 1941, the other a camouflage over bare metal scheme for an aircraft operating in China around 1938-39. I chose this latter scheme as the camouflage looked like an interesting painting challenge, and all the builds I’ve seen of this model so far have all been bare metal. I began by masking off the cockpit using Tamiya tape and the small windows and canopy using a masking set from Pmask, before giving the airframe a coat of Alclad grey primer. This was polished smooth using 12,000 grade Micro Mesh before the entire airframe was preshaded with Tamiya black paint. Next, the underside of the fuselage and wings were sprayed with Alclad aluminium, which was left to dry before turning to the camouflage on top. The Airfix instructions recommended Humbol 186 for this brown, but I found that Tamiya XF-64 was a good match so I sprayed this onto the model and the canopy in thin coats to ensure good coverage while not eliminating the preshaded detail. Once the brown had dried, I moved onto the dark green using Mr Hobby H59 IJN Green, which was a close match to the kit’s recommendation of Humbrol 195. The green was sprayed freehand onto the model to create the camouflage pattern, again building up the colour in thin coats in order to ensure good coverage. Any overspray was then tidied up by reverting back to the brown and going over the demarcations between the two colours. Finally, the black antiglare panel was masked using 2mm Tamiya Masking Tape for Curves and sprayed with Tamiya X-1. The entire airframe was then set aside to dry while I turned my attention to the engine. Airfix have done an excellent job of tooling the Nakajima Hikari engine that powered the B5N1 Kate, and there is an impressive amount of detail moulded into this small item. The engine parts were assembled and the exhausts are attached to the rear of the engine without any difficulty, and the whole assembly was given a coat of Alclad black primer followed by Alclad steel. The cowling itself is moulded in two parts, however because of its shape the completed engine has to be sandwiched between the two halves before it is painted. This is a relatively simple task, although care must be taken to align the engine exhausts with the holes in the bottom of the lower cowling. This took a little bit of effort, but once they were aligned the

fit was excellent. The upper half of the cowling was then added and the two parts glued using Tamiya Extra Thin cement. With a bit of care this join can be made without needing any filler, and then the cowl flaps can be added to the rear. Again Airfix have provided options to have these open or closed, and I chose the open option for interest. Once these are in place the entire assembly can be carefully masked ready for painting. Airfix’s instructions call for Humbrol 85 coal black to be used here, although Japanese Naval aircraft cowlings tended to have a slight blue hue to them that, to my eyes, Humbrol 85 did not quite match. In its place I used Tamiya XF-85 rubber black, before touching up the protruding exhaust sections with Tamiya X-10 Gunmetal. The completed engine assembly was then glued to the front of the airframe, and once again the fit was perfect. The entire airframe was then given an overall coat of Tamiya Clear varnish ready for decaling. The kit’s decals are printed by Cartograf and are both thin and in excellent register. There are relatively few stencils required for the airframe compared to a modern jet, and most of the decals settled down onto the model with the help of a little Micro Set and Micro

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Sol. The white band around the rear fuselage was a bit more problematic and took some work to locate properly onto the model. It would probably be an easier task in future to mask and spray this band instead. Similarly, the small decals on the propeller were a challenge but eventually settled down with the help of some Micro Sol. Finally the undercarriage and propeller were added and the whole model given a coat of Tamiya Flat Clear before the canopy was glued to the fuselage. The last finishing touch was to add the radio aerial wire from some nylon thread, and the model was complete. Airfix have come a long way in the last few years with both the quality and detail in their kits, and the Kate is no exception. Despite including numerous options for weapons, control surfaces and wing folds, the kit goes together easily and can be completed in a couple of weekends. I’d have no hesitation in recommending this kit to anyone, whether they are simply looking for a quick build or have a specific interest in Japanese aviation. Now, Airfix, how about a retool of your Aichi Val?

AIRCRAFT iN ProfilE

ISSUE 14

Sweden’s Swept Wing Tunnan

By Richard Mason

Ease of maintenance was one of the Tunnan’s many virtues, with nearly 150 removal access panels scattered about the airframe

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erhaps one of the most instantly recognisable of all postwar jets, with its stubby fuselage and barrel like proportions, the Saab 29 is aptly nicknamed Flygande Tunnan, the flying Barrel. Designed and manufactured by Saab in Sweden in the 1940s the aircraft is typical of an age in which the sublime and the ridiculous sat side by side on a single airframe. But in spite of its ungainly appearance the Saab 29 was no joke, and was in fact the first swept wing fighter plane to be produced among the Western European powers after World War ii, during on the lessons learned from the Messerschmitt Me 262, something that its immediate predecessor the Saab 21r failed to do.

Thus in spite of its unprepossessing appearance the aircraft proved to be both fast and agile, and was by no means outmatched by its contemporaries, serving effectively in both fighter and fighter bomber roles into the 1970s. Having passed close to the flame while maintaining neutrality during World War ii, Sweden looked at the growing threat of the impending Cold War and came to the realisation that it would be prudent to acquire a strong air defence based on the newly developed jet propulsion technology. it was widely perceived that thanks to their non-combatant status Sweden had not kept up with wartime innovations and technical progress, and their

S 29C Tunnan 29944 demonstrates the UN camouflage and markings worn in the Congo 1961-64

leading aero manufacturer Saab was consequently eager to make aeronautic advances, particularly in terms of developing jet propulsion. Accordingly, Project Jxr was initiated in the final months of 1945, leading to a set of requirements being drawn up in october 1945. This led to a pair of proposals being issued by the Saab design team, led by lars Brising. The first of these, codenamed r 101, was a cigar shaped aircraft that bore a resemblance to the American lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was the barrel shaped design, codenamed r 1001, which proved to be both faster and more agile upon closer study.

AIRCRAFT IN PROFILE

A J 29F seen here in service as a target tug in the early 1970s

The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept wing designs, the prototype was altered to incorporate a twenty five degree sweep. A member of the Saab engineering team had been allowed to review German aeronautical documents, which had been stored in Switzerland following their capture by the Americans in 1945. These files had clearly indicated delta and swept wing designs to have the effect of reducing drag dramatically as the aircraft approached the sound barrier. In order to make the wing as thin as possible, Saab furthermore elected to locate the retractable undercarriage in the aircraft's fuselage rather than upon the wings. Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. These tests had determined the required slenderness of the fuselage in order to ensure compatibility with the targeted critical Mach number, as well as supporting the use of a straight through airflow system to ensure the maximum attainable thrust, in addition to the advantages of its ease of development. To improve lateral stability during take-off and landing, automatically locking leading edge slots, which were interconnected with the flaps, were also deemed necessary. In order to further test the design of the swept wing it was decided to modify a single Saab Safir, which received the designation Saab 201, with a full-scale wing for a series of flight tests. The initial finished sketches of the aircraft, incorporating the new information, were drawn up in January 1946.

Now surviving as a warbird, Saab J29F Tunnan, civ reg SE-DXB, former Swedish Air Force s/n and SAAB c/n 29670, is seen here at Örebro Airshow in 2015

The originally envisioned power plant for the type was the de Havilland Goblin turbojet engine. However in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. This was deemed to be ideal for Saab's in development aircraft as not only did the Ghost engine have provisions for the use of a central circular air intake, the overall diameter of the engine was favourable for the planned fuselage dimensions. Following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead. Despite early doubts over the availability of a suitable aluminium alloy, similar to the American 75S alloy, Svenska Metallverken was able to manufacture the sufficient grade of sheet metal, equivalent in strength to its US based counterpart, albeit requiring the use of significantly larger sections than had typically been employed in aircraft construction. The structure employed a complicated mixture of stressed skin and heavy frames in order to meet conflicting requirements on space, strength, rigidity and accessibility. By February 1946 the main outline of the proposed aircraft had been clearly defined, and the Swedish Air Force requested that work commence to verify the performance particulars and provide solutions for essential production queries on the project. In autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and three prototype aircraft, giving the proposed type the designation J 29. Some problems were encountered during the static testing of a full-scale experimental mock-

up of the front portion of the aircraft, including leaks within the experimental pressure cabin and concerns regarding the behaviour of the ailerons, leading to a hydraulic system being installed to solve the latter issue. However faults were encountered with the aileron servomotors, which delayed the first flight of the first prototype, which had been originally intended to take place prior to 1st August 1948. On 1st September 1948 the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. The test pilot for this first flight of the type was an Englishman, S/L Robert A. Moore, DFC and bar, who subsequently went on to become the first managing director of Saab GB Ltd UK, set up in 1960. Following the flight, Moore described the aircraft as being on the ground an ugly duckling, in the air, a swift. Because of the shape of its fuselage, the Saab J 29 quickly received its nickname. Flygande Tunnan was shortened to Tunnan, and while this nickname was not necessarily appreciated by SAAB, it was officially adopted. A total of four prototypes were built for the aircraft's test program. The first two lacked armaments, carrying heavy test equipment in their place instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements. The flight test program revealed that the prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed and the flight performance figures gathered were found to be

AIRCRAFT IN PROFILE

The sole airworthy J 29, 29670, shows off its plan form during a solo display at Waddington in 2013. The patchwork nature of its bare metal finish is well presented here (Alan Wilson)

29970 on display in the Cold War Hall at the Flyvapenmuseum, Malmen, Sweden. This interesting angle shows off some detail of the wheel well and the general under wing area (Alan Wilson) typically in excess of the predicted values. In 1948 production of the type commenced and in May 1951 initial operational deliveries of production aircraft were received by F 13 Norrköping. The Tunnan was produced in five principal variants, these being the J 29A (the first model to enter service), J 29B and J 29E for the fighter mission, the S 29C for the reconnaissance mission, and the afterburner equipped J 29F fighter, which was the final variant. From 1950 to 1956, at which point manufacturing was terminated, a total of 661 Tunnans were completed, making it the largest production run for any Saab aircraft. The production machines were equipped with a single de Havilland Ghost turbojet engine, capable of generating up to 5,000lb of thrust and of powering the aircraft to speeds in excess of 650mph, and reportedly provided performance in excess of Sweden's existing de Havilland Vampire fleet. The engine was attached to the fuselage at three key points, while the engine cowling could be removed as a single piece, a special trolley being used to remove the engine for maintenance. To improve pilot survivability in light of the aircraft's high speeds, the Tunnan took advantage of the availability of a Saab developed ejection seat perfected in 1943, which was combined with an explosive jettison system for the rapid removal of the canopy.

Later versions of the Tunnan received various refinements, including the addition of an afterburner, which was the first successful use of such a device in combination with a British jet engine. Improvements were made to the wing shape, incorporating a dogtooth leading edge, for the effect of raising the critical Mach number of the aircraft. From 1963 onwards all frontline J 29Fs were equipped with AIM-9 Sidewinder infrared seeking air-to-air missiles.

approval for the sale of a further fifteen J 29F aircraft to Austria was granted and this second batch received modifications in order that a specialized camera pod could be installed in the port side of the nose of each aircraft, requiring the removal of the two nose mounted cannons to accommodate it. This interchangeable camera pod, the cameras of which could be moved inflight via controls installed in the cockpit, took roughly thirty minutes to exchange.

The crash record in early service was poor, mainly due to the inexperience with swept winged aircraft and the lack of a two seat dual control Tunnan trainer variant, which meant that Swedish fighter pilots could only be trained using two seat variants of the de Havilland Vampire before going solo in a Tunnan. Ninety nine pilots were killed during training flights in Sweden.

Due to limitations imposed by the Austrian State Treaty of 1955, these aircraft were never armed with air-to-air missiles, but the Tunnan remained in service with the Austrian Air Force until 1972.

In May 1967 the fighter versions of the Tunnan was retired from combat service, although a number of aircraft were retained and reconfigured for use as countermeasures trainers and for target towing duties into the 1970s. In August 1976 the last official military flight was performed at the Swedish Air Force's fiftieth anniversary air show. Overseas sales were limited to Austria. On 27th January 1961 the Swedish Government granted the Air Board permission to sell fifteen J 29F Tunnans to Saab for restoration and resale to the Austrian Air Force. In 1962 government

The Tunnan was the first Swedish jet aircraft to perform combat operations. In September 1961, in response to an appeal by the United Nations for military support, an initial force of five J 29Bs were stationed in the Republic of Congo as a contribution to a UN peacekeeping mission (ONUC) in the region, organized as the F 22 Wing of the Swedish Air Force. It was subsequently reinforced by four more J 29Bs and two S 29C photo reconnaissance Tunnans in 1962. The Tunnans were the only combat aircraft placed at the disposal of the UN, with the J 29Bs dispatched receiving the UN identifying legend upon their fuselages. Most of the missions involved attacking ground targets with internal cannons as well as unguided rockets. No aircraft were lost in action

In order to allow a thinner wing Saab located the main gear in the fuselage, adding to the ungainly look of the machine on the ground

AIRCRAFT IN PROFILE

AIRCRAFT IN PROFILE

AIRCRAFT IN PROFILE

AIRCRAFT IN PROFILE

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AIRCRAFT IN PROFILE

AIRCRAFT IN PROFILE

Another view of 29670 in flight, offering further insight into the weathering of the surface detail and panel lines

despite large amounts of ground fire. Consensus of the crews and foreign observers was that the Tunnan's capabilities were exceptional. The only aircraft lost was by a high ranking officer who made a trial run and crashed during an aborted take-off. When ONUC was terminated in 1964 some of the Swedish aircraft were destroyed at their base, since they were no longer needed at home and the cost of retrieving them was deemed excessive.

Variants J 29 Four prototypes built 1949-50 J 29A Fighter, 224 built 1951-54. The later series had wing mounted dive brakes moved to the fuselage, ahead of the main landing gear doors J 29B Fighter, 332 built 1953-55. Featured fifty percent greater fuel capacity and under wing hardpoints to carry bombs, rockets and drop tanks: • Up to twelve 75mm unguided air-to-air rockets, with three mounted in a stack on each pylon • Up to fourteen 145mm unguided anti armour

rockets or 150mm high explosive rockets, with eight rockets connected directly to pylons and six more mounted beneath them • Up to four 125kg 180mm HE anti-ship rockets • Two 400 or 500 litre drop tanks that could also be kitted up as napalm bombs A 29B Same aircraft as the J 29B, when serving with attack units S 29C Reconnaissance version, S deriving from Spaning, meaning scouting or reconnaissance in Swedish. Seventy six built 1954-56 with five cameras mounted in a modified nose in which no armament was carried. Later modified with the improved wing design introduced on the J 29E. While most Tunnans flew in natural metal finish, the S 29Cs generally operated at low level and received a disruptive camouflage pattern of dark brown and dark green on the top surfaces. Two S 29Cs set an international speed record of 900.6kph (559.4mph) over a 1,000km closedcircuit course in 1955 J 29D Single prototype to test Ghost RM 2A turbojet with 27.5kN (2,800kgp, 6,175lbf ) afterburning thrust. Ultimately converted to J 29 F standard

J 29E Fighter, twenty nine built in 1955. Introduced an improved wing design with a leading edge dogtooth to increase the critical Mach number J 29F Fighter, 308 aircraft converted from available stocks of B and E model airframes 1954-56. Featured the afterburning Ghost and dogtooth wing. All remaining aircraft were further modified in 1963 to carry a pair of US designed AIM-9B Sidewinder heat seeking air-to-air missiles built by SAAB under license as the Rb 24

GENERAL CHARACTERISTICS Crew: One Length: 10.23m (33ft 7in) Wingspan: 11.0m (36ft 1in) Height: 3.75m (12ft 4in) Empty weight: 4,845kg (10,680lb) Maximum take-off weight: 8,375kg (18,465lb) Powerplant: Svenska Flygmotor RM2B turbojet, 6,070lbf (27kN)h Maximum speed: 1,060km/h (660mph) Range: 1,100km (685mi) Service ceiling: 15,500m (50,850ft) Rate of climb: 32.1m/s (6,320ft/min) Armament: Four 20mm Hispano Mark V auto cannon 75mm (3in) air-to-air rockets Rb 24 air-to-air missiles 145mm (5.8in) anti armour rockets, 150mm (6in) HE rockets, 180mm (7.2in) HE anti ship rockets

Former Austrian J 29F standing in front of the Heeresgeschichtlichen Museum in Vienna

Building the J-29

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tarting smallest in 1/144 Miniwing is the logical choice with their resin kit. This is typical of the former FE Resin releases with a vacform canopy, fourteen resin parts and markings for Swedish and Austrian aircraft. Surface detail is a little heavy, but most is in 1/144 so you can always fill it and be none the worse if it is not to your taste.

In 1/72 there are a couple of vintage kits around, notably the Heller/Airfix tooling from 1978 and the Matchbox from 1979, which was also released by Revell. Latterly Tarangus released a new tooling, which one might regard as authoritative, while IPMS Austria made a limited edition resin kit in 2003, which may or may not be easy to track down. Those fans of the genre may be interested in a 1970s vacform from M.A.S., although again you may not find it readily available. Tarangus it is then... In 1/48 there have been releases from AZ Models, Pilot Replicas and most recently from HobbyBoss. Pilot’s kits look very creditable, while the Hobby Boss toolings of the J29F and B also cover both Swedish and Austrian operated machines. Neomega also released a resin kit. Moving up to 1/32 ID Models issued a vacform, which was subsequently released by Tigger Models around 2010. This covers the straight winged variants, albeit in a format typical of the genre. No doubt

By Darrell Rivers an injection moulded kit will appear from somewhere before too long... Accessories are fairly straightforward. Pavla released resin updates and vacform canopies for the Heller/Airfix kit in 1/72, while Maestro Models have released pretty much everything the Tunnan builder could desire in the smaller scale, including a set of resin early wings without dogtooth to convert the Heller kit. Pilot likewise have covered every angle in 1/48 for their own kits, while Maestro and Eduard have both addressed the type as well. Eduard have masks and etch for the Hobby Boss release while Maestro produced parts for the AZ. Scale Aircraft Conversions meanwhile have metal gear legs for both Hobby Boss and Pilot kits in this scale. Decal sheets are not abundant, although Print Scale has released sheets for the Tunnan in both 1/72 and 1/48. Moose Republic has also released a couple of sheets in both 1/48 and 1/72. Both Pilot and Maestro provide enough options to keep most modellers happy however, and it is assumed their attention to detail and expertise will offset the otherwise scant provision from the aftermarket. So really, between Pilot, Maestro, Hobby Boss, Print Scale and Eduard there is more than enough to keep the modeller busy, in 1/72 and 1/48 at least.

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A I R B U S A 400 M

A400m Model in Flight

By Malcolm Childs where I could put my new 64.4cm wingspan, 59cm nose to tail aircraft onto show tables sparked the idea of an in-flight presentation. With the right design, maybe I could put it anywhere. In-flight displays commonly make use of either a stand with clear rod inserted up the aircraft exhaust or a brass rod piercing the underside of the fuselage. My inspiration was to use the wing as the stand and have the A400 balancing on its wingtip thus recreating the very wingover spectacle that motivated this build.

Kit No: 04800 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Revell GmbH

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ttending the Royal International Air Tattoo in 2015, I was excited to see my favourites The Red Arrows and to enjoy the many raw displays of speed noise and power. While there I saw something I never thought a large prop driven aircraft was capable of. A 76,500kg Airbus performing an incredible 120 degree wingover. It was like watching an Elephant do a back flip, and the Airbus A400m was instantly my new favourite aircraft. With the capacity to carry two Lynx or Apache helicopters or over 100 troops, and to land and take-off with less than a kilometre of runway, this is truly an agile elephant. As a modeller on a budget it was 2016 before I purchased the second hand kit I used for this build, Revell's 1/72 A400m Grizzly. I bought this kit at the IPMS Abingdon model show where my local IPMS Club, Newbury Scale Model Club, had a table. My club mates were showing their beautiful but huge 1/32 and 1/48 bomber offerings that occupied valuable table cloth square footage. Pondering

Upon inspecting the kit it was clear that the kit plastic alone would not support the weight of the completed model and it would need some significant structural support. The wingtip is 3mm thick, and I was able to identify an eBay seller providing 3x400mm steel rods for a minimal expense. These rods are remarkably strong. Drilling a 3mm hole through the wingtip and then again inside the wing root let me thread the steel rod into the centre of the fuselage. Pro tip: Don’t make the same mistake I did and drill the wrong wing. I had already completed the cockpit section at this stage, and had my pilots looking to port for a left bank wingover. After careful measurements I made the mistake of drilling the starboard wing. Always check and recheck before drilling. Once the rod was in the correct place, the fuselage was supported and very little tension was put onto the weak plastic wing root. To protect the wing I had deliberately made the model as light as possible, leaving out the cockpit interior and cargo bay detail. For the base I used a small breadboard from IKEA, drilled a 3mm hole drilled in at 120 degrees allowing the plane and rod to be mounted for the desired display angle. An additional consideration in this build was my desire to be able to transport this model to future shows. Mobilising fragile models can

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be a challenge, but with this build the rod can be removed easily for show day transport. In addition the tail section is not permanently fixed to the fuselage, instead being held on with strong magnets allowing me to remove it for transport. As a result everything can be safely packed into a modest under bed plastic storage box. The A400m I saw in flight at RIAT 2015 was going through its testing phase before being handed over to 70 Squadron at Brize Norton, where it would be redesignated from EC-406 to ZM-401. I had considered using the aftermarket decals that are available for the ZM-401, but decided in the end to use the markings included in the kit for the Airbus Military version as this was closer to the markings it had on that inspirational day. However for a finishing touch I added the 70 Squadron crest (a coaster, also from EBay). I’ve been very happy with the positive response this model has attracted from my modelling peers and have even been called a considerate modeller for the small table footprint. I was delighted when an employee of Airbus Military emailed me to say he was impressed with the model. If I were to do it again I would make sure I drilled the correct wing first! But filling and sanding a hole because you didn’t prepare properly is a slow and fitting punishment. Revell's model does of course give you the option of a classic wheels down, on the ground, doors and cargo bay open display. However none of this would accurately reflect the power of those four engines and that memorable wingover I saw. And of course, where would I put it? You can follow my projects on Majic Models www.facebook.com/ majicmodels

By Gary Hatcher

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his month I have mainly been marking time as far as modelling is concerned, as I have been waiting for an AMG Bf 109 to turn up. At the time of writing I am not sure which boxing is on its way, but I am assured one is coming. This has me immensely excited, as having seen preview material of all four kits there is little to choose between them, the only downside being that none of the boxings seem to offer the Bernburger Jaeger as an option on the decal sheet. Personally I am holding out for the B, but we’ll see what happens, as indeed will you if it turns up in time for me to bang it together, as I have a page saved for just such an eventuality... Optimism indeed! Meanwhile I have been looking at other bits and pieces and trying to come up with a definite plan but as early deadlines – not to mention the extra pages and associated labour – have put a cap on my modelling time in any case, I have been looking and rummaging far more than I have been building

fitted in the Fw 189. That’s all well and good, but on the kit there is simply no room for it, nor any indication as to where it is meant to go. Using the book I located the panel on the underside of the nacelle that is the camera port, but directly above this is nothing but a blank floor, partially occupied by the empty cartridge bin from the dorsal MG. The space between this and the rear crewman’s mattress looks to be too small to allow the camera to fit in any case, as having fitted one into a Great Wall Fw 189 I have an approximate idea of its size and shape. Now one solution that occurred to me was to scribe out the hatch on the floor where it should be fitted, and to add elements of the framework and mounting that might conceivably be in evidence when the camera is removed. I likewise plan to mount the Eduard etch ammo racks empty, as it seems

One kit that made it onto the bench and saw construction started was the 1/48 HobbyBoss Bv 141, a kit I have been hankering to build for a while and one that on inspection in the box looked like a fairly easy build, just so long as you have the Eduard masking set for all those windows of course. The thing is it’s all cockpit, and this has proved both the upside of the project and the downside. The upside being that cockpit aside assembly is almost negligible and the main airframe can be largely put together without actually starting the interior. The downside is that I can’t quite bring myself to believe that the manufacturers haven’t fudged just a little bit on the interior layout. I set out with high resolve cementing the wing halves and the fuselage together, the plan being to assemble the main airframe and get all the muck and dust out of the way before even looking at the transparencies. This was going well enough until I delved into Richard Franks’ fine book on the type and started making plans for the interior. I followed my usual method of comparing the instructions from the kit with those of the Eduard etched set and working out what etch could be added to the bare plastic prior to painting, and which would be added afterwards. It was at this point that things began not to add up. There was no camera, and the only thing that could be a radio was a thing resembling a car battery that HobbyBoss invite you to paint black and stick a decal on. Eduard’s set offers no solution either to radio or camera, so I pored over the Valiant Wings book trying to find an answer. The book admits to its limitations where the camera is concerned. Owning that no images exist of this installation in the BV 141 it includes good drawings of the identical equipment as

plausible that a testbed aircraft might not fly with a full war load. The trouble is I really need to get my hands on a Great Wall Fw 189 kit to see what they have made of the whole installation, and either steal or replicate it, but that was not on the agenda when I opted for this ‘easy’ build. The book also made no mention of the radio. Now, I am a bodger in many ways, but the Bv 141 is a reconnaissance machine, and while I admit they were all prototypes and might arguably not have carried a full equipment fit, the two things I would want to get right on a recce machine, especially one with an enormous expanse of glazing through which everything can be clearly seen, are the cameras and the radios. There is also the matter of flares, message tubes and all the other bits and pieces that the Special Hobby Hi-Tech boxing of the Fw 189 included and the Great Wall kit did not. Deciding that the nacelle interior was far too visible to leave quite so bare I stuck it all back into the box pending further research and some hard

decisions. If anyone has any insights into any of this, or indeed any resin interior parts for sale to rectify the omissions, I would be very happy to hear from them. The next kit that nearly made it onto the bench was Eduard’s Bf 109G-2, which has an option for Hahn’s striking white machine from JG 53, with all the trimmings. This I know I could shuffle across the workbench in next to no time, and it doesn’t even have a mottle to slow me down. However with the AMG kit by now imminent I decided starting anything else new was irresponsible. Lord knows there is enough on my shelf of shame at present, but this Luftwaffe 1/48 thing has just kicked off again, largely inspired by the Gaspatch Hs 123s and Special Hobby’s boxing of the Ju 88 as a C-4, which I brought home in triumph from Nuremburg but passed on to Mr. Bob Foster at Huddersfield, as there was not a chance it would get finished on my workbench in under three months, no matter how good the transparencies. One project long overdue is the repainting of one of my Bf 110Ds, which I finished in a Mediterranean scheme of 74 and 75 over 76. I now believe this to have been totally incorrect and I am planning on pulling off all the breakable bits and repainting it as a Dackelbauch equipped I/ZG 76 machine from the ill-fated raid across the North Sea that seems to have played a significant part in redefining the aircraft’s role from escort to escorted. This will involve a bit of masking and some heartache, as I did a lovely job on the mottle, but my chief concern is the interior colour. It’s RLM 66, which I seem to recall agonising over at the time. To be honest it’s probably going to have to stay that way, unless I strip all the paint off the canopy, but again any insight into the interior colour of Bf 110Ds would be warmly received. And yes it does matter, to me at least. There is a world of difference between RLM 02 and RLM 66 as one is essentially dark grey and the other is light green so that’s another project back on the shelf until I can make a decision. In the meantime I managed to attend the Huddersfield show and actually not spend any money. I did try, but the kit I was looking for was nowhere to be found. Actually I was after a Lion Roar 1/35 Zundapp KS750 with sidecar, which isn’t an aeroplane at all, but have subsequently managed to get my hands on a Vulcan Zundapp 800, which is pretty much identical in terms of contents, and happily includes the SwashDesign metal spokes without which any scale model motorcycle looks bereft. I may indulge myself with a session or two with this little beauty while I await the Bf 109. I have less knowledge, and consequently fewer opinions, about armour so I may actually get something done.

APRIL 2017 • VOLUME 39 • ISSUE 02

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RAF Brewster Buffalos in the Far East 1941 CO LO U R C O N U N D R U M

By Paul Lucas

Brewster Buffalo I, W8131, shown in its delivery scheme of Green No. 2 (Vallejo 71.019 Camouflage Dark Green*) and Brown No 3 (Vallejo 71.038 Camouflage Medium Brown*) to the upper surfaces with Night Black (Vallejo 71.057 Black) to the port undersides and Blue No 4 (Vallejo 71.008 Blue RLM 65*) to the starboard. The spinner and 18” fuselage band are in Sky Blue (Vallejo 71.306 Sky Blue). Roundels are 35” with 27 x 24” fin flashes, with the 8” serials in Night

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he main reason that Britain ordered the Brewster Buffalo is said to have been the need to provide more modern equipment for the RAF in those parts of the British Empire that were not directly affected by the European war without placing a drain on the supply of the most modern aircraft available to the RAF in the active war theatres. The idea was to buy 120 single seat fighters 'off the shelf' and as the Brewster design was already in production for the US Navy as the F2A and had already been purchased by the Netherlands, a decision was made to procure the type for the RAF. An order for 120 was placed in December 1939 followed by an order for a further fifty in July 1940. The first batch received the RAF serials W8131W8250 and the second batch of fifty received the serial numbers AN168 to AN217. Most of the Buffalos manufactured to the RAF order were shipped direct from the United States to Singapore where they began to arrive on 19 February 1941 when the Operations Record Book (ORB) of the Far East Aircraft Depot at Seletar records receiving the first ten. Following their arrival, they were removed from their packing crates and assembled, with the first Buffalo being air tested on 26 February 1941. The Buffalos were used to equip Nos. 67 and 263 Squadrons RAF, 21 and 453 Squadron RAAF, and 488 Squadron RNZAF. The camouflage scheme applied to these aircraft has always been somewhat controversial as though there has always been general agreement that the upper surfaces were a shade of green and brown, photographs appear to show two

relatively dark colours of comparatively low tonal contrast, which do not look like the usual Temperate Land Scheme colours of Dark Green and Dark Earth. The real controversy however has surrounded the under surface colour. This was long thought to have been Sky as per Air Ministry orders for the 1940-41 period. However, eyewitness accounts by both British and Japanese pilots have described the colour as being a light blue. The problem with attempting to research the camouflage and markings policy of the RAF in the Far East during the late 1930s and early 1940s is that so little documentation appears to have survived the loss of Singapore and Malaya in the early months of 1942. What remains is fragmentary, widely scattered and difficult to locate. Over the last few years however, some new information has come to light that throws more light on the subject such as the colour photographs taken by Carl Mydans for 'Life' Magazine of 62 Squadron's Blenheims, and documents that have been found in the Australian and British National Archives. This information forms the core of the interpretation offered here.

Pre-war Camouflage Trials The first proposed aircraft camouflage schemes for the RAF in the Far East currently known of by the author can be found in an RAE note that was prepared on 12 February 1936 prior to a conference that was to be held at the Air Ministry to determine aircraft camouflage policy the following day. Scheme 9, Singapore, listed Dark Green and Dark Sea Green as suitable upper surface colours with

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Light Green and Light Sea Green as the shadow shades for biplanes. Alternatively, Scheme 5, Sea (Malta), which at that time consisted of Dark Sea Green and Dark Mediterranean Blue with Light Sea Green and Light Mediterranean Blue as the shadow shades, was also considered to possibly be suitable. Following the conference, it was decided that both of these schemes would be trialled at Singapore. Ultimately, following a service trial carried out by 100 (TB) Squadron during July and August 1937, a darkened version of Scheme 5, designated S2T, which now consisted of Extra Dark Sea Green, Dark Mediterranean Blue with Dark Sea Green and Light Mediterranean Blue as the shadow shades was recommended for use at Singapore. On 16 May 1938 the Air Ministry wrote to the RAE stating that it had now been decided that Scheme S2T would be standardised for Singapore. The matter does not appear to have rested there however as on 16 August 1938, the Air Ministry wrote to the RAE stating that a trial of Tropical Land Schemes LT2 and LT3 was to be made in India, the Far East and Iraq, and that the RAE was to prepare and dispatch the necessary dopes for biplanes, excluding those that were already available from stores. LT2 consisted of three colours, Dark Earth, Light Earth and Light Sand whilst LT3 consisted of Dark Earth and Dark Red Sand with shadow shades of Dark Sand and Red Sand. The RAE replied to the Air Ministry on 19 October 1939 stating that five gallons of Light Green, ten gallons of Light Earth, five gallons of Light Sand, ten gallons Dark Sand, five gallons of

Dark Red Sand and five gallons of Red Sand had been sent to 3 Maintenance Unit Milton for onward dispatch to the Far East. The results of these trials are not known. What is known is that by the outbreak of war in September 1939, despite the Air Ministry letter of 16 May 1938 referred to previously, no firm policy decision seems to have been made with regard to aircraft camouflage policy in Far East Command.

Speculation It is apparent that all the pre-war camouflage colours were trialled at some time by Far East Command. Was it the case that during these trials, somebody noticed that Extra Dark Sea Green from S2T worked well as a camouflage colour against the local vegetation whilst Dark Red Sand from LT3 worked well as a camouflage colour against the local soil and therefore devised a trial that employed both of these two colours in combination and in so doing, perhaps with a little 'tweaking' to darken each of these colours to some extent devised a successful Far East Command land camouflage scheme, which consisted of a dark bluish green and a dark reddish brown? To what extent the Royal Australian Air Force (RAAF) were aware of the camouflage scheme trials carried out in Far East Command between 1937 and 1939 is not known, but what is known is that in September 1939, the RAAF adopted a camouflage scheme that consisted of a very dark bluish green and a dark reddish brown. As far as the author is aware, the origins of the RAAF scheme remain obscure. Is this because the RAAF Foliage Green, Earth Brown and Sky Blue scheme originated with RAF

CO LO U R C O N U N D R U M Far East Command in Malaya during 1939-40 and that the relevant documents were lost in 1941-2 along with Singapore and the rest of Malaya? RAAF AGI C.11 dated 22 September 1939 introduced camouflage: Foliage Green K3/ 177 'RAF Dark Earth' Night K3/179 It is generally thought that 'RAF Dark Earth' was much darker than the actual RAF colour of that name. In 1942, AGI C11 Issue 4 lists K3/178 as 'Earth Brown' which has led to the idea that Earth Brown was introduced in 1942. Its K3 number, falling between Foliage Green and Night, which were introduced in September 1939, would however suggest otherwise. Was Earth Brown actually introduced at the same time as Foliage Green and Night as its K3 number suggests?

‘Tests have been carried out with dopes supplied by the Hardie Trading Co Ltd of Australia, and have proved very satisfactory.’ This raises the possibility that by the end of 1940, Far East

If this was the case, then the Foliage Green and Earth Brown scheme must have originated some time earlier in 1939. Was this scheme the ultimate result of the RAF Far East Command camouflage trials of 1939 where a 'tweaked' version of Extra

Dark Sea Green was given the more appropriate name 'Foliage Green' and a 'tweaked' version of Dark Red Sand was given the more appropriate name 'Earth Brown'? In the latter case, is it possible that there might have been some initial confusion in the RAAF between 'Earth Brown' and 'Dark Earth' which led them to think that Earth Brown was actually Dark Earth and therefore initially label K3/178 as 'RAF Dark Earth'? At the time of writing, there is little evidence available to back the idea of a link between RAF camouflage trials in Far East Command and the adoption of the RAAF Foliage Green and Earth Brown combination. That said, there are a couple of tantalising hints in the Seletar Depot Equipment Section's ORB. The first such entry in May 1940 stated that suggestions had been put forward that would tend to render Far East Command independent of supplies from the UK in respect of what are described as ‘wooden articles, dopes, varnishes etc.’ No further details of what these suggestions might have entailed are given until an entry during September 1940 which stated that

alongside each other in Malaya under the overall control of RAF Far East Command had a common scheme applied with common materials, which were obtained from Australia, and that these included Foliage Green and Earth Brown for use on the upper surfaces of their aircraft as introduced from September 1939? That this might have been the case is suggested by the colour photographs taken by Carl Mydans for 'Life' magazine in April 1941. Bearing in mind all the usual provisos in interpreting colour photographs, 62 Squadrons Blenheims do appear to show a relatively dark bluish green and reddish brown colour on their upper surfaces. Some of the photographs also appear to show a definite difference in colour between what appears to be the original Dark Earth colour, which is visible on the rudders of some of the aircraft and the darker, more red shade of brown on the rest of the airframe, which might be suggestive of a repaint. What is certain is that the under surfaces have been repainted as all Blenheim Mk Is left the production lines with Night under surfaces, but

W8131 upper surface showing disruptive camouflage pattern. Note the 9” square gas detection patch on the port wing and 40” roundels these Blenheims are quite clearly a shade of light blue on their under surfaces and not Sky as has been widely thought in the past.

Sky Blue Under Surfaces Exactly why Far East Command appear to have adopted Sky Blue on the under surfaces of their aircraft is not known for certain, but it most likely had its origins in the decision to adopt Sky as the standard day flying colour in the UK. This process had begun with Air Ministry Signal X.915 to all Home and Overseas Commands, dated 6 June 1940, which stated:

Command might have been procuring supplies of aircraft finishing materials from Australia. If this was the case, is it possible that the RAF and RAAF who were operating common aircraft types

‘All under surfaces of fighter aircraft that is mainplanes, fuselage and tail planes are to be doped to Sky Type S. All roundels on undersides of planes to be removed. All previous instructions regarding painting and marking on under surfaces of fighter aircraft are to be cancelled’. This was followed on 17 June 1940 by Signal X.555 from the Air

Ministry to Overseas Commands which stated that: ‘Decision as to whether existing markings on undersides of Fighter aircraft should be retained or new colour scheme (Sky Type ‘S’) adopted is to be made by Commands. Decision to be signalled by Commands to Air Ministry. Reasons for change of policy in U.K. and France (1) Enemy have copied black and white colour scheme. (2) Aircraft painted with Sky Type ‘S’ less vulnerable to enemy Anti Aircraft Fire.’ On 26 June the Air Ministry sent Signal X.814 to all Overseas Commands. The relevant parts of this stated: ‘Reference my X.555 17/6 following information may effect decision by Overseas Commands to retain black and white colour scheme. Production requirements necessitate all Fighter aircraft being sent out with undersurfaces painted with Sky Type ‘S’. Overseas

Commands to take local action to repaint aircraft as necessary.’ There then follow a number of technical instructions regarding repainting involving attention needing to be paid to the mass balance of ailerons and elevators etc. before concluding: ‘Should Sky-Type ‘S’ colour scheme be adopted Units should be warned not to apply a D.T.T. (sic) 308 dope on top of D.T.D.314 dope, or in an attempt to make own pale blue dope should they mix D.T.D.308 with D.T.D.314.’ This document is significant in that it again states that Overseas Commands were free to set their own policy with regard to the under surfaces of Fighters, it suggested the possibility of mixing extant colours to produce a new colour for use on the under surfaces and it implied that Sky Type S was a pale blue colour. In Middle East Command the decision was made to dispense

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CO LO U R C O N U N D R U M with the Night and White under surfaces on Fighters and Night under surfaces on Day Bombers in favour of a new blue colour, which they manufactured themselves called Middle East Blue, which was introduced from the end of August 1940. This was covered in some detail in Scale Aircraft Modelling Volume 38 Issue No.3 May 2016.

had to do with the camouflage scheme applied to the Buffalos is unclear. As stated above, it would seem that it was always intended that the Buffalo would be used in the Far East and it might therefore be the case that the Air Ministry would have asked that Brewster finish the aircraft in an appropriate colour scheme. The first production Buffalo for the RAF was completed in December 1940, which on paper at least should have allowed time for Far East Command to decide to adopt Sky Blue sometime around the end of August or beginning of September, to notify the Air Ministry that it required its new Fighters to be finished in Foliage Green and Earth Brown on the

Whilst Far East Command were not on the distribution list of the correspondence that referred to Middle East Blue, AHQ India was, and it is therefore possible that Far East Command might have been aware of the introduction of blue under surfaces in Middle East Command from this source. For whatever reason, it would appear that at some time subsequent to the Air Ministry signals referred to above, Far East Command elected to use a shade of blue on the under surfaces of their Fighters as well, as by the time that Carl Mydans took his colour photos in April

W8131 underside view showing half-and-half finish. The 1-3-5 starboard underwing roundel came into effect by W8192. Note the 1-2-3 underwing roundel on the port wing underside

1941, a blue colour was in use on the Blenheim Fighters of 62 Squadron who also used the same colour to apply the tail band marking that was introduced to home based Fighters in the UK during December 1940. At the time of writing, the exact shade of blue used on the under surfaces of the Blenheims in Far East Command is not known for certain, but is thought likely to have been Sky Blue, which was the only available production light blue colour at that time. This is backed up by the minutes of a meeting held at Fishermen's Bend in Melbourne, Australia between 31 July and 1 August 1941 to discuss the supply of Australian built Wasp powered Beauforts to the RAF, which was attended by two Officers from RAF Far East Command. Item 16 in the minutes was headed 'Camouflage' and stated that the Acting Production Manager asked what colour was to be used to camouflage the under surfaces of the aircraft, ‘whether aluminium, sky blue or light green.’ The references to 'aluminium' and 'sky blue' are self-explanatory whilst it seems probable that the reference to 'light green' was a reference to Sky. The decision by the senior RAF Far East Command representative was ‘Sky Blue to be used.’ The exact date at which Far

upper surfaces with Sky Blue under surfaces and for this information to be transmitted to the British Purchasing Commission in the United States and thence to Brewster, who then applied the closest available colours to the RAF Buffalos. Whilst a Brewster works drawing that shows the camouflage scheme applied to the RAF's Buffalos on the production line has not been found, study of photographs shows that the disruptive scheme applied to the upper surfaces was essentially that of Air Diagram1160, 'Camouflage Scheme for Single Engine Monoplanes...' with some adjustments made so as to cater for the comparatively short and rotund shape of the Buffalo's fuselage. Both 'A' and 'B' Schemes were applied.

East Command decided to adopt Sky Blue under surfaces is not known, but may have been sometime around August or September 1940, about the same time that Sky was coming into use in the UK and Middle East Blue came into use in the Middle East.

Buffalo Colours To what extent, if any, all of this

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Colour photographs of Bufflaos manufactured for Belgium at about the same time that Buffalos were being manufactured for the RAF show that the upper surface colours appear to have been dark colours very similar to Foliage Green and Earth Brown whilst the under surfaces were silver. Did Brewster use the same paints on the upper surfaces of the Belgian aircraft that they used on the RAF aircraft that they were manufacturing at the same time? Of course it might be the case that the shades of green and brown applied to the upper surfaces,

which were apparently darker than the standard RAF colours, and the presence of a light blue on the under surfaces of the Buffalos, which came close to matching RAF Far East Commands apparent camouflage requirements, were nothing more than a coincidence. It is thought that at the time that the Buffalos were being manufactured, there were a number of 'near equivalent' colours available to the American aircraft industry that could have been used to mimic the required colours of the Temperate Land Scheme such as either Bronze Green No.9 or Dark Green 30 for the dark green colour and a very dark brown possibly taken from US Army Specification 3-1, which was also named 'Earth Brown' for the brown colour.

That these colours would also more accurately mimic the Foliage Green and Earth Brown scheme might suggest the possibility that the upper surface colours applied to the Buffalo might have met Far East Command’s camouflage requirements by accident rather than by design. With regard to the under surface colour of the RAF Buffalos, that they were finished on the under surfaces in a light blue colour by Brewster before dispatch to Far East Command is suggested by F/O Bingham-Wallis, quoted in 'Eyes for the Pheonix' by Geoff Thomas p.218, ‘Our aircraft in Rangoon were painted pale blue under-colour. Of the original 30 aircraft there, approximately 20 were painted half black and half blue beneath, ie on the mainplane. Shortly after they were assembled and painted (we painted the black) the Air Ministry orders were changed and the remaining aircraft were left as delivered from the manufacturers, pale blue underneath. The band of blue forward of the tailplane would be a shade lighter than the sky blue.’ This account suggests two things. Firstly, that the under surfaces of the Buffalos arrived from Brewster painted a definite

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Brewster Buffalo I, W8138/NF•O, flown by P/O Noel Sharp,No. 488 Squadron, RNZAF, based at Kallang, Singapore, December 1941. The colours are as for W8131. The 24” codes are in Sky Blue, with the fuselage band and spinner tip supposedly the same colour. The forward part of the cowl may be a replacement part. The code letters were in separate sizes for different units, as follows: 488 Sqdn (NF)- 24”; 21 Sqdn (GA)- 27”; 243 Sqdn (WP)- 27”; 67 Sqdn (RD)- 30” and 453 Sqdn (TD)- 27” light blue colour and secondly, the tail band was also a definite but different lighter shade of blue.

Green No 2 (Vallejo 71.019 Camouflage Dark Green*)

Brown No 3 (Vallejo 71.038 Camouflage Medium Brown*)

Blue No 4 (Vallejo 71.008 Blue RLM 65*)

Night Black (Vallejo 71.057 Black)

Sky Blue (Vallejo 71.306 Sky Blue)

Sky Type S (Vallejo 71.302 Sky Type S)

Whilst the exact shade of light blue that was applied to the under surfaces of the Buffalos by Brewster is not known for certain, it is known that Grumman applied something very like Light Blue 27 on the under surface of Martlets, which were being built at approximately the same time. It is therefore possible that this colour, or something very much like it was also used by Brewster. Once again, it is not known if this was done deliberately to meet the camouflage requirements of Far East Command or was simply the result of Brewster trying to meet a more general Air Ministry requirement that all Fighter aircraft were to be produced with 'duck egg blue' under surfaces. A letter from the Air Ministry to the Fairey Aviation Company dated 15 April 1940 stated that in connection with the Bermuda DiveBomber, Brewster were to use what appear to have been the A-N colours for the national markings, and it is therefore likely that these same colours would have been used on the Buffalo, unless by the time that the Buffalos were being completed, Brewster had managed to source accurately matched British colours from one of the US paint suppliers. Unfortunately, it is not known from where Brewster obtained their finishing materials. It has been suggested on account of contemporary adverts in the US Aviation press that Brewster might have been obtaining their paints from WB Fuller as Fullers used Brewster aircraft in their advertising. That said however, there is no direct evidence that Fuller finishes were used by

Brewster on the Buffalo.

Service Additions Following their arrival in the Far East, the Buffalos had a number of other markings applied such as the tail band, coloured spinner and code letters once they had been assigned to squadrons. Given that Sky Blue was apparently being used on the under surfaces and for the application of the tail bands on the fighter Blenheims of 62 Squadron, possibly being applied with paint supplied by the Hardie Trading Co of Australia, it is likely that this colour would also have been used to apply the tail band marking and spinner colour on the Buffalos. Sky Blue is noticeably more pale in hue than Light Blue 27, which would tie in with F/O Bingham-Wallis' account. The Night port wing was reintroduced in the UK in December 1940 at the same time as the spinner and tail band marking. It was removed from UK based Fighters from 22 April 1941. The roundel on the under surface of the Night port wing does not appear to have featured a Yellow outer ring as was the practice on such markings in the UK and Middle East Command. Most of the squadrons applied their two letter codes and individual aircraft letters to the fuselage in Medium Sea Grey, but 488 Squadron, which equipped in October 1941, appear to have applied their codes in either Sky or Sky Blue, the latter colour being perhaps the most likely. Whether this was in any way related to the change in the colour of such markings from Medium Sea Grey to Sky in the UK is not known. Some aircraft carried the individual

aircraft letter on the front of the engine cowling, usually in Night on the Sky Blue starboard side. In addition to these markings, a small 9 inch square of Gas Detector Paint No.1, Vocabulary of Stores Reference 23A/44, surrounded by a thin border of Red paint was applied to the upper surface of the port wing near the trailing edge where it was easily visible to both the pilot in the cockpit and maintenance personnel on the ground when approaching the aircraft in order to enter it. The Gas Detector Paint was intended to turn either red, a dark blue/purple or brown when exposed to various chemical agents and it is thought that the red border was applied so as to provide an instant visual reference for the change in colour. There is one final question as to the colour scheme applied to the RAF's Buffalos in the Far East. Some photographs appear to show what might be the application of the upper surface camouflage colours to the inside face of the undercarriage doors, which were visible from above whilst the aircraft were on the ground of some, but not all Buffalos. Why this might have been done is not known but might have been the result of the light colour of the doors compromising the otherwise dark camouflage finish of the aircraft when seen from above at some angles. If this was indeed the case, then the dark camouflage finish on the inside of the undercarriage doors is perhaps most likely to have been locally applied following delivery of the Buffalos to Malaya rather than having been applied by Brewster during production. This might therefore explain why not every Buffalo had the finish.

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RAAF Avro/GAF Lincoln Mk 31 MR Conversion By John Booth Completed model photos by Frank Morgan, Model Art Australia magazine

intakes, exhausts, rudders, flaps and air intake all cast in resin and the front and lower radar glazing. The Red Roo enhancement set adds twenty one pieces in resin including correct turrets and mounts, bigger side windows and deflectors, corrected tail wheel, cast brass guns and antennas. The Hawkeye decal sheet includes decals for any of the Mk 30 or long nose Mk 31 aircraft of the RAAF. I had decided to model the unique long nose Mk 31 operated only by the RAAF. The aircraft I chose was A73-68, which started life as a Lincoln Mk 30 in May 1953, was modified to a MR Mk 31 in November 1955 and served with RAAF 10 Squadron in a maritime reconnaissance role until June 1962. After much instruction sheet reading, reference checking and forum searching time had come to commence the biggest conversion project I have attempted. Aftermarket: 7Blackbird Models: BMA 72007 GAF/Avro Lincoln Conversion www.blackbirdmodels.co.uk Red Roo Models: RRR72159 Lincoln Enhancement Set www.redroomodels.com

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fter completing the new Lancaster BIII Dambuster, I thought it would be a good to have the Lancaster BII in the display cabinet as well. I pulled it from the stash and started some research. As I have a penchant for RAAF subjects and saw the Blackbird and Red Roo conversion sets and the Hawkeye decal sheet for the Lincoln, which uses the Airfix BII Lancaster as the donor kit, I was sold. The Blackbird set consists of wing extensions, fuselage extensions, propellers, nacelles, engine

Fuselage First job was the adding of the fuselage windows and filling and sanding to get a nice smooth finish. The large window on each side below the astro dome should not be filled. Eventually I had to take the plunge and commit razor saw to plastic. After measuring multiple times and checking the excellent instructions from the Red Roo kit I sawed the front and rear sections from the fuselage halves with no real issues. The Red Roo instructions are very easy to interpret and precise in dimension as to where the cuts must be made. Care must be taken in ensuring the cuts are square to enable a good mate with the resin plugs. I made fine scribe lines to allow the razor

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saw to be guided. After the cuts are done, there is a 1mm curved strip remaining at the forward and aft end of the bomb bay. Don’t worry if this breaks off, it can be replaced later in the build with the originals or Evergreen plastic strip after the fuselage halves are joined. This left the fuselage considerably shortened, the first big step in the conversion process. I completed the internal floor section and the wing mounts to ensure I got a true fit of the components. Care is needed in the handling of the fuselage halves as there is not much plastic at the cockpit front and the halves were handled many times for dry fitting of the resin plugs. The next step was to add the opening for the top turret. Once again using the Red Roo dimensions and checking against scale plans the hole was opened to suit the new turret base from the Red Roo set. The turret mountings from the discarded fuselage halves were easily removed using the razor saw. These turret mountings have the same curvature as the forward fuselage section and mount nicely to support the new turret forward of the original location. This results in a mount that supports the turret very well. I had to add some small styrene strips later in the build to get the turret height correct. The next part of the build was to ensure the aft fuselage section and the Blackbird resin fuselage plug mated properly. This involves cutting the rear fuselage section accurately to ensure that the correct angle of incidence of the horizontal tailplane occurs. The Blackbird instructions fall short in this area, but the Red Roo instructions

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The kit transparencies were glued in place and filler added to blank out those windows not appropriate to the Lincoln

The turret mountings have the same curvature as the forward fuselage section and mount nicely to support the new turret forward of the original location Here is the fuselage considerably shortened, the first big step in the conversion process. The internal floor section and the wing spars were included to ensure a true fit of the components The next part of the build was to ensure the aft fuselage section and the Blackbird resin fuselage plug mated properly. This involved cutting the rear fuselage section at the correct angle to ensure that the correct angle of incidence of the horizontal tailplane occurred

The turret mountings from the discarded fuselage halves were easily removed using a razor saw

Evergreen strip has been attached to the plugs to assist in their attachment to what remains of the fuselage

The end result is a mount that supports the turret very well. Some small styrene strips were added later in the build to get the turret height correct The completed join, before any final filler has been used. Many reference photos were checked to confirm that there is no vertical panel line present at the join line

There is a new nose in the Blackbird set. Plastic strips were added to the inside of both parts to reinforce the bond as a butt join here would not be very strong. These strips were sized to fit inside the stringer detail inside the resin

The wing sections were joined using Evergreen plastic square sections glued into the inboard section then these were attached to the resin with five minute epoxy

The kit parts look neat in the centre of the assembly and with everything looking square the outer wings could be attached

Assembling the fuselage halves styrene cement was used to glue the plastic strips to each fuselage half and superglue on the resin/plastic interface

Strips were added to the forward fuselage extension plug where it mates with the fuselage just forward of the cockpit. The plastic strips here were sized to fit inside the cockpit

The model with all major assemblies in place, ready for masking and undercoat. There is not much left of the original light grey plastic Airfix BII kit! Also visible are the plastic strips covering the wing section joint line

The two new resin pieces were joined initially with super glue then five minute epoxy applied with a tooth pick through the front and rear openings to the inside of the join

The resin wing extension chord length is about 1.5mm shorter than the inboard section chord at the leading edge but this was easily fixed when the wing and engine was assembled by using some filler and careful blending of the joins

With the aircraft sitting on its undercarriage legs the dihedral could be checked by measuring at the wingtips

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are very clear. I traced the outline of the original kit fuselage halves onto paper, added the length of the rear plug halves, and adjusted the angle on the drawing then made the cut on each fuselage half. The end result worked out with the correct angle achieved. After much dry fitting to ensure the plug and fuselage sections would be aligned, I glued lengths of Evergreen strip using five minute epoxy to the resin fuselage extension halves. The resin plug does have a lip at each end that mates with the inside of the fuselage, but I still needed to reduce the fuselage thickness a little to ensure a good fit. It was now time to add the plug to the forward and aft fuselage sections. Here I used styrene cement to glue the plastic strips to each fuselage half and superglue on the resin/plastic interface. Laying the fuselage halves on the flat workbench ensured everything remained aligned. When it was suitably dry, five minute epoxy was used again on the inside to ensure a good bond. Many reference photos were checked to confirm that there is no vertical panel line present at the join line so care is needed to get a good fit, especially where the raised reinforcing sections join. The fuselage interior was completed and the fuselage halves joined before the next step of the forward fuselage section of the conversion. I had elected to model the RAAF 10 Squadron Mk 31 MR Lincoln, so the six foot nose extension would be required. It is important to resize the window in this section. The Red Roo

conversion set has the new glazing and exacting dimensions for the new window cut out. There is also a new nose in the Blackbird set. I added plastic strips to the inside of both parts to reinforce the bond as a butt join here would not be very strong. These strips were sized to fit inside the stringer detail inside the resin. Next step was to apply the same treatment to the forward fuselage extension plug where it mates with the fuselage just forward of the cockpit. The plastic strips here were sized to fit inside the cockpit, but space is limited so not as many strips were used. A lot of dry fitting was needed here to ensure a good fit to the fuselage. The two new resin pieces were initially attached with super glue then five minute epoxy applied with a tooth pick through the front and rear openings to the inside of the join. The inside is painted black so any glue will not be seen. When the new nose section is joined to the fuselage you start to get an appreciation of how big this model is going to turn out at 360mm long, and it is now getting difficult to manoeuvre on the modelling desk. When joining the front section to the main fuselage, the preliminary work done on the mating faces and the alignment strips ensures that the result will be nice and straight. Eye balling along the length and the use of a straight edge will ensure you don’t get a banana! I had to remove the front section once and add some packing to one side of the extension to ensure no bends.

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Wings With the fuselage all but complete I turned to the wings. The instructions are very straightforward here and the old adage comes into play, measure twice, cut once. There is quite a lot of wing cut off in between engines 1 and 2 and 3 and 4, but accurate marking will ensure a square cut for the best join of these parts. The outboard wing sections are one piece resin parts and benefit from additional panel scribing before assembly. Here the difference can easily be seen. At this point it is a good idea to complete all the rescribing for the ailerons, trim and balance tabs and drill pilot holes for the aileron and tab actuating rods, the rocket rails and landing light. The Red Roo instructions are very good in this area with templates to ensure accuracy and symmetry. The resin wing extension chord length is about 1.5mm shorter than the inboard section chord at the leading edge. I was worried about this during construction but it was easily fixed when the wing and engine was assembled by using some filler and careful blending of the joins. The wing sections were joined using Evergreen plastic square sections glued into the inboard section then these were attached to the resin with five minute epoxy. This was only completed once the outboard engines and nacelles had been fitted to the resin wing section. This allowed for much easier handling of the wing for fitment and clean up. It is important here to ensure the dihedral of the outer wing section is correct, so I assembled the inner wing sections, engine,

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nacelle and landing gear before attaching the outer wing section. When attaching the spars to the inner wing, clearance must be allowed for the mounting of the landing gear. With the model sitting on the landing gear, it was relatively easy to get even dihedral by measuring at each wing tip. When the wing sections were joined, cleaning up of the join section proved problematic and did not look good no matter what I did. When viewing some reference material, I noticed a strip running chord wise along the wing. Further investigation showed this as a flexible cover strip. To replicate this, I used 0.2x4.0mm Evergreen plastic strip glued to the upper and lower surface of the wing join. Problem solved!

Final Assembly By the time the main construction was completed there was not much left of the original light grey plastic Airfix kit. If I were to build this again I would leave the trailing edge flaps off, paint them separately and attach them later as this avoids masking the flaps in place for painting of the inside faces. Similarly I would do the same with the bomb bay doors. The attachment of these is very flimsy. I lost count of the number of times I had to reattach these during the masking, painting and decalling phases. Painting was done using Tamiya fine grey undercoat from a spray can and then

Tamiya AS12, again from a spray can. Many photos showed the fuselage extensions as a different shade of aluminium so I used Tamiya XF-16 aluminium here. The inside faces of the flaps were done with Gunze 312 pale green The Hawkeye decal set is very comprehensive with all the markings needed to do any Mk 30 or Mk 31 aircraft. The decals are very thin with a continuous decal film covering them so trimming as closely as possible is a must. The decals go on very nicely over a gloss coat of Future and responded very well to Microset and Microsol, settling nicely into the panel lines. A final coat of Microscale satin was used. After the attachment of rocket rails, various antennas, guns and turrets and wire antennas using EZ Line, and some exhaust staining, a very pleasing outcome is the result. This was by far the biggest modification to a kit that I have done, but the result is a unique aircraft operated only by the RAAF and a great companion to my other RAAF 10 Squadron sub hunters, the Neptune and Orion. The model was completed over a six month period. Special thanks to Richard Hourigan (Red Roo Models) and Peter Mahoney (Hawkeye Decals) for their invaluable expertise.

References Lincoln, Canberra & F-111 in Australian Service by Stewart Wilson Warpaint Series No 34 Avro Lincoln by Tony Butler

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AV R O L I N C O L N

A single RAAF Avro Lincoln was based in Darwin for coastal surveillance and rescue work, seen here in 1961. Before the Lincoln was developed, the Australian government intended its Department of Aircraft Production (DAP), later known as the Government Aircraft Factory (GAF), to build the Lancaster Mk III. In its place a variant of the Lincoln I, redesignated as Mk 30, was manufactured between 1946 and 1949. It has the distinction of being the largest aircraft ever built in Australia. Orders for a total of eighty five Mk 30 Lincolns were placed by the RAAF, which designated the type A-73, although only seventy three were ever produced (Ken Hodge)

In August 1950, Lincolns of 1 Squadron RAAF set off from Tengah on a bombing operation to inaugurate the Squadron's anti bandit activities in Malaya. The first five Australian examples, A73–1 to A73–5, were assembled using British made components. On 17th March 1946, A73-1 conducted its début flight. The first entirely Australian built Lincoln, A736, was formally delivered in November 1946. The Mk 30 initially featured four Merlin 85 engines, but this arrangement was later changed to a combination of two outboard Merlin 66s and two inboard Merlin 85s. A further improved later version, designated as Lincoln Mk 30A, featured four Merlin 102s

Avro Lincoln Mk.31 A73-61 of 10 Squadron at RAAF Townsville in 1954. During the 1950s the RAAF heavily modified some of their Mk 30 aircraft to perform antisubmarine warfare missions, redesignating them GR.Mk 31. These examples received a 6ft 6in (1.98m) longer nose to house acoustic submarine detection gear and its operators, larger fuel tanks to provide the aircraft with a thirteen hour flight endurance, and a modified bomb bay to accommodate torpedoes

RAAF Avro Lincoln bombers at Tengah Air Base in 1950. RAAF Lincolns took part in operations in Malaya, alongside RAF examples. The RAAF based the B.Mk 30s of No.1 Squadron at Tengah, for the duration of the deployment

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This image taken of the Bombardier’s position inside a RAAF Lincoln at Tengah gives some idea as to the excellent field of vision the somewhat ungainly glazing afforded

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REVIEWS

Talk about Tony Tamiya’s Kawasaki Ki-61 Hien By Bob Foster

Kit No: 61115 Scale: 1/48 Type: Injection Moulded Plastic Manufacturer: Tamiya The Hobby Company/Tamiya USA

K

awasaki’s Ki-61 Hien entered service as the Army Type 3 Fighter in 1942 and first saw action in defence of Yokohama during the Doolittle Raid. Nicknamed Tony by the Allies due to its resemblance to the Italian Macchi C.202, the Ki-61 was powered by a licence built version of the Daimler-Benz DB 601 engine called the Ha-40 and was one of the few Japanese aircraft of World War II to be powered by an inline rather than a radial engine. More than 3,000 were built and the aircraft saw service throughout the war, including in special attack units tasked with ramming attacking American B-29 bombers. Tamiya took the modelling world by surprise in late 2016 when they announced a brand new tool Ki-61 in 1/48, which includes a full Ha-40 engine, a fully detailed cockpit and a choice of two eye catching schemes as well as an optional

transparent fuselage to show off all of the internal detail. The kit itself consists of four grey and one clear sprue. As one has come to expect from Tamiya the moulding is perfect, with no flash and clear fine panel lines throughout. Construction begins with the cockpit, which is extremely well detailed and includes several separately fitted controls and panels, all of which fit together perfectly. Tamiya’s instructions call for the cockpit to be painted XF-59 Desert Yellow, which was sprayed thinly over a base of black Alclad primer to create some shading. This approach also had the effect of toning down the paint somewhat, which looked a touch too yellow to my eye. The instrument panel was sprayed black and the decals for the instrument dials themselves were added. The panel was then added to the cockpit, along with the two nose mounted machine guns, before my attention turned to the seat. Once again this was straightforward to assemble, with seat belts added from an Eduard cockpit set for the Hasegawa Ki-61. The completed cockpit was then set aside while my attention turned to the engine. Tamiya have provided a representation of the complete Kawasaki Ha-40 engine, which was assembled and then sprayed with Alclad aluminium followed by Alclad steel. The engine was installed and the fuselage was then joined together. Again, the fit was perfect and no filler was required. Tamiya have come up with an ingenious method of avoiding an unsightly seam along the rear fuselage, by having the whole panel as a separate piece that is added once the fuselage is together. This dropped into place and was glued without any issues, followed by the decking behind the cockpit and then the cockpit itself. The engine was covered temporarily with its cowling cover, which is designed to be removable for display, and the fuselage was put to one side in order to focus on the wings.

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The wings were glued together and added to the fuselage. I always dry fit assemblies like this several times to try and avoid seams along the wing roots that are hard to fill, however I found that once again the fit was perfect and the seam formed a panel line, so the wings could be installed without the need for any filler. I then added the rudder and horizontal tails before assembling the air intake under the fuselage. These parts were sprayed XF-63 German Grey and added to the airframe, which was now ready for paint. The kit offers two different schemes from 244 Air Group in 1945. Both feature a natural metal airframe, which was common for the Ki-61, with one also incorporating a mottled green pattern over the top. I didn’t have the confidence to spray the mottled green pattern so I decided instead to opt for the plain natural metal scheme, but before that I first had to paint the aircraft’s red tail. A coat of Alclad white primer followed by Tamiya X-7 Red was sprayed onto the tail, and once this was dry it was masked off ready to paint the metalwork. Having not attempted a natural metal paint job before, I decided to do some research online in order to see how a realistic metal finish would look. Armed with that information, I primed the model with Alclad grey primer and then set to work with various shades of Alclad in order to create the right effect. Starting with a base of Aluminium, I then masked off several panels and sprayed them in a variety of shades, including White Aluminium, Duralumin and Dull Aluminium. This created a somewhat patchwork effect that I found to be more interesting than a simple all over silver finish. After the metalwork was painted, the black antiglare panel over the front fuselage was masked and sprayed, followed by the yellow recognition panels along the leading edges of the wings. These yellow panels are provided as decals, though my preference has always been to paint them. The

REVIEWS wheel wells were masked off and sprayed with Tamiya XF-59, as per the instructions, and the whole assembly was set aside while I turned my attention to the undercarriage. The various undercarriage components were painted according to the instructions, with masks for the wheel hubs being cut from Tamiya tape using a compass cutter. The yellow recognition panels on the leading edges of the wings extended onto the undercarriage doors, so once these had been fully painted they were carefully masked in order to add the yellow. Again decals are provided, but my personal preference was to spray them. Next I assembled the propeller and sprayed it with Tamiya XF-64 Red-Brown before masking and spraying the yellow tips. Finally the canopy was masked using

the masking sheet provided in the kit and sprayed with Alclad black primer and Alclad Aluminium. The various subassemblies and the airframe were then coated with Tamiya Gloss Clear ready to add the decals. Tamiya’s decals are commendably thin and settle onto the model with the help of a little Micro Set and Micro Sol. The red stripes along the sides of the fuselage are provided as multipart decals and most of these fit without any problems. There is however a small intake on the side of the fuselage and the decal that is supposed to go over that doesn’t fit very well at all and broke up as I tried to get it to settle over the complex shape. I touched up the broken decal with some Tamiya X-7 paint, though if I were to build another of these I would avoid that

decal entirely and paint the intake instead. Once the decals were completed, the undercarriage and propeller were added and the completed airframe was given a coat of Tamiya Semi-Gloss Clear varnish. The canopy was installed and a radio aerial added from clear nylon thread, and the model was complete. Tamiya have a reputation for producing well detailed, perfectly fitting kits and the Ki-61 is no exception. The fit is perfect and the detail is exceptional, and with an RRP of £33 it is quite keenly priced compared to some other 1/48 scale kits from the Far East. It is an unusual subject but nonetheless a welcome addition to Tamiya’s catalogue and is straightforward enough that it can be built by modellers of all skill levels. Highly recommended.

Instruction booklet and the attractive decal sheet supplied in the kit

New Tool Typhoon Revell’s Latest Eurofighter By Rick Greenwood

Kit No: 03952 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Revell GmbH www.revell.de/en

T

his is Revell’s second attempt at this aircraft in 1/72, the first kit being offered in twin seat guise in 2004. This was followed a few years later by the single seater (04317) in 2007 and both kits were notorious for their challenging fit, partially in the intake and speed brake areas. The announcement of the new tool version of the single seater perhaps promised an easier build route and a state of the art kit in the level of detail on offer.

In terms of this offering the box top quotes a total parts count of eighty five. These are moulded in a light grey/off white plastic and inspection of the larger parts showed some nicely restrained engraved surface detail. Some was found to be inconsistently moulded around the curve of the rear airframe in this sample and the smaller parts seemed to feature a fair share of flash and mould parting lines making the details seem soft in some areas - strange for a new tool. The clear parts are moulded without any obvious flaws but feature the dreaded mould line down the centre, necessary to capture the blown shape of the canopy. The clear sections are offered in two separate parts meaning the canopy can be posed open. The instrument panel is a clear part too and features some nice raised detail for the multifunction displays. Decals are provided for a single German special scheme presenting some attractive art work that adorns the rear fuselage and tail sections. The instructions see assembly completed in thirty five stages and the painting and decal placement guides are provided in colour at the rear of the instruction booklet. Comparison with the older kit shows a whole new sprue and parts breakdown as seen in the parts map. Construction commenced with the four part replica of the Martin Baker Mk 16 ejector seat. Nice raised detail features on the side panels while the seat cushion has the straps moulded in place. The parts were glued together before a coat of satin black was sprayed over the frame while the cushions were painted dark green. Once dry the black areas were dry brushed with a lighter grey colour to make the detail stand out. The seat belts were carefully

Parts map for the new kit

One part lower wing featured some nicely rendered engraved detail

Fuselage sections

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hand painted with a fine detail brush and the finished seat was set aside for inclusion later in the build. The cockpit tub was then painted Humbrol 140 and allowed to dry before the side consoles were painted black. The rear of the instrument panel was painted clear green while the areas that remain clear on the forward side were carefully masked before the panel was painted black as well. Once the black had dried detail painting was conducted and switches etc. painted yellow as required. The previously completed cockpit was secured in place and the fuselage sections joined together. Fit was found to be average with some filler required on the undersides. At this point the assembly sequence was ignored as the spine including the airbrake bay and rear cockpit decking was fitted. The fit was a little surprising as it was quite poor and required quite a bit of reworking. The best fit was obtained by slightly sanding the parts in the areas where it stood proud until a flush fit was obtained, with the speed brake then added in the closed position. Copious amounts of Mr Dissolved Putty were then applied with a cocktail stick along the offending seams to form a bead of filler. This was then left for over a week to harden fully before sanding and blending into the surrounding area took place using various grades of sanding sponges. Once corrected the panel lines around the airbrake were reinstated using a scribing tool. Quite a bit of unexpected work for a new kit but the poor fit can even be seen on the model adorning the front cover of the instruction sheet! With the corrective work now done the rest of the model built up without major issue with just some tweaking of the joints required around the intake and wing root. The model was given a thin coat of Alclad grey filler primer before the overall Camouflage Grey (BS626) was applied by airbrush using paint from the Xtracrylix range (XA1017). A weathered look was obtained by spraying lighter (white added) and darker (dark grey added) shades of the original colour in random cloud like patterns on the entire airframe. Some panels were then highlighted with an even lighter mix while structural details were made to stand out a little with Tamiya

smoke applied along the edges of panels and area such as the flaps. Once the desired result had been obtained the jet exhausts were painted using differing shades of Alclad, before a gloss coat was airbrushed on in preparation for the decals. The choice of markings was an easy decision, as having already built the Hasegawa kit featuring the black anniversary tail and spine found on the 11 Squadron RAF centenary jet, the 29 Squadron machine with a red tail and canards would be its stable mate. Digging out the remnants of Xtradecal sheet (72230) the markings were quickly applied after painting the tail Xtracylix Ruby Red (XA1050). As RAF stencil data differs from the kit included items these were sourced from the spares box, originating from the older tooled kit that never made it. After a pause to admire the result of the work carried out so far the agenda saw a shift in focus to the landing gear and other smaller parts. The Passive Infra-Red Airborne Tracking Equipment (PIRATE) sensor on the port side nose is provided in the kit but marked as not for use for the German option included, but required for this build. The noticeable vane arrangement under the nose of the Typhoon is not catered for in the kit and needs to be built from scratch using small triangular sections of thin plastic card. The kit allows for the in-flight refuelling probe to be posed open. The parts had the prominent mould lines cleared up using a sharp blade in a scraping action before the probe was painted silver and the internal parts white, followed by the outer door in the camouflage colour. The undercarriage parts have to be the weak area of this kit as all the smaller parts featured the same prominent mould parting lines as the refuelling probe. To make matters worse a fair amount of flash on the smaller detail parts such the retraction jacks and springs also had to be removed. The main wheels were in two separate parts and filler was required to make for a satisfactory joint around their circumference. Once the parts were added to the model the undercarriage doors were cemented in place. While a number of under wing stores are provided a simple fit of two under wing tanks

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was decided upon and these were built up as per the kit instructions. More mould problems were found with the tanks having what appeared to be a raised ridge moulded in the side of all four parts that reassembles a poorly fitting joint. A quick fix after a coat of primer and a sanding sponge were put to good use, but more time spent nonetheless cleaning parts up in a new tooled kit. Once on its wheels little could be seen behind the drop tanks of the main gear but the nose gear captures the raked appearance of the real machine. The canopy had the seam removed from the centre line with the aid of a finger nail polishing block, working through the grades until a final polish restored most of the clarity to the parts. A final dip in Klear added the finishing touches before the parts were added to the model. The attachment point for the open canopy was vague and an actuator arm was fabricated from a small length of brass tube to help add a little rigidity to the assembly. The fit of the windscreen was acceptable, but it looks quite thick when viewed on the completed model. The canards were added before a final coat of satin varnish finished the build. The end result speaks for itself and it makes a nice attractive addition to the display of Typhoons in my collection. Looking at the date and time on the photos I first cut plastic on the 22nd December 2016 so it has taken a little longer than I would normally like to spend on a kit of this nature. Most of the time was spent on areas such a decal application and painting but one can't ignore the time perfecting the fit of the parts. The model is a little easier to build than its predecessor in real terms so an improvement of sorts but some of the missing/softly moulded finer details are frustrating but not insurmountable. It's a cheaper alternative for the more expensive Hasegawa kit that has its own share of issues too. I will be adding another to the collection in due course as there are still unused options on the decal sheet and the Dark Earth and green camouflaged machine is a must. Until next time...

The Condor Legion’s Messerschmitt 109s CO N D O R L E G I O N

A schwarm of four gun Bf 109Ds from 3.J/88 over the River Ebro. Identifiable aircraft are 6•82, 6•83, 6•84 and possibly 6•74, all in the RLM 63 Hellgrau upper surface and RLM 65 Hellblau under surface scheme

Using extracts from his latest AIRfile book, Neil Robinson looks at the colour schemes and markings applied to Messerschmitt Bf 109s used by the Condor Legion in the Spanish Civil War

F

ormed on 7th November 1936, the Condor Legion’s involvement in the Spanish Civil War gave the still fledgling Luftwaffe experience of real combat conditions. The initial force consisted of a Bomber Wing of Junkers Ju 52s, a Fighter Wing of Heinkel He 51Bs, a Reconnaissance Wing of Heinkel He 45s and He 70s and a Seaplane unit of Heinkel He 59B and He 60E floatplanes, plus a General Staff transport and liaison unit equipped with Junkers W 34s and Fieseler Fi 156s. Additional units were also formed to test new aircraft types, giving Germany the opportunity to test some of its new aircraft designs, many of which were later developed and used in World War II. The Condor Legion’s main fighter was initially the Heinkel He 51, which was soon found to be outclassed by Republican I-15s and I-16s, but when they were replaced by the Bf 109 the situation was soon remedied. New tactics for operating fighters were also developed during this time, and it was found that by flying in loose pairs, pilots maintained greater flexibility and situational awareness, which evolved into the classic finger four formation still used by air forces today. The first Messerschmitt 109s to appear in Spanish skies were three prototypes, thought to have been V-3, V-4 and V-6, sent for operational testing in late 1936, although no record of any

kills by these three aircraft, if indeed any were made, appears to have survived. Black and white photographs are notoriously difficult to interpret colour wise, but it is thought that these three Versuchs machines were painted in a thin coat of preservative over the natural metal, giving an overall silvery grey finish. Various panels seem to be in slightly different shades, especially on or around the engine cowling, which could indicate darker metal panels showing through the thin coat of the preservative. Of these three prototypes, V-4 was the first to be delivered and was coded 6•1, but was badly damaged in December 1936. Following this, V-3, which had originally been coded 6•2, was renumbered 6•1, and V-6, which was originally coded 6•3, was renumbered 6•2! It appears that the initial production batch of Messerschmitt’s new fighter was officially designated Bf 109A, and that the very first Antons sent to Spain, and allocated to 2 Staffel of Jagdgruppe 88 (2.J/88), may also have initially been delivered in natural metal over which a thin coat of metal preservative was applied giving an overall silvery grey finish. Powered by a Jumo 210Da engine, giving 680hp and driving a Schwarz fixed pitch wooden propeller, the Bf 109A’s wings were fitted with long leading edge slats. Its armament remained Two pilots and a ground crew pose in front of one of the early delivery Bf 109Bs, which although fitted with a VDM variable pitch metal propeller unit, were still armed with just two engine top mounted 7.92mm MG 17s. Note the darker panels around the exhaust manifolds

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at just two 7.9mm MG 17 machine guns mounted above the engine and synchronised to fire through the propeller arc. Sighting was through a Zeiss C/12C reflector gun sight and although there was space for a FuG 7 radio, none were fitted to the Bf 109s sent to Spain prior to the arrival of the Bf 109E. The majority of Bf 109As were delivered in overall RLM 63 Hellgrau, a greenish grey shade similar to RLM 02 Grau, causing some confusion over whether it was RLM 02 Grau or not. The confusion possibly stems from paint batch variation in that some batches of RLM 02 were paler than others, just as some batches of RLM 63 were darker than others. On all these early machines, the panel surrounding the exhaust manifolds, the panel above the exhaust manifolds and the central panel running around the radiator fairing appear variously in darker shades ranging from medium grey to almost black. All of the first batch of Bf 109s, including the three Versuchs prototypes 6•1 to 6•3 and the Bf 109As coded 6•4 to 6•18, appear to have had the type designator (i.e. 6) and the individual aircraft number applied to the rear fuselage, behind the black disc, separated by a hyphen. Many also seem to carry the 2 Staffel (2.J/88) Zylinder Hut (Top Hat) emblem on the port side mid fuselage just behind the cockpit canopy. During the summer of 1937

Bf 109B, 6-38 of 1.J/88 based at Larraja, Spain, summer 1937, flown by Unteroffizier Ernst Terry. It is thought that this airframe had its upper surfaces over painted at some stage, possibly with RLM 62 Grün on the fuselage, and had darker segmented bands on the wings and tail planes (possibly also in RLM 62) over the original RLM 63 Hellgrau

CO N D O R L E G I O N

Bf 109A, 6•10, of 2.J/88, circa spring 1937, finished in the overall greenish grey RLM 63 Hellgrau scheme, with black discs above and below the wings and on the fuselage sides, those above and below the wings having white saltire crosses. The type designator and individual aircraft number is still in the initial position applied to the rear fuselage separated by a hyphen after the Versuchs prototype V-6 had been recoded 6•2 it was repainted in Hellgrau 63. The individual aircraft numbers appear to have been allocated in the sequence in which the airframes were delivered and assembled and not with any particular reference to the Werknummer. In the case of the later delivery Bf 109Es for example, 6•111 was a Bf 109E-3 but 6•115 was an E-1. The pilots of 2.J/88 were first committed to battle in July, and almost at once the Bf 109s came up against Republican I-16s and although the German fighter was faster and possessed a superior ceiling and diving speed, the ‘Mosca’ climbed better and was more manoeuvrable. The latter was also superior up to about 9,500ft, but the Bf 109 could not be caught in a dive, and rapidly began to exert an influence out of all proportion to the numbers involved, 2.J/88 not losing its first Messerschmitt, until 20th July. With the Condor Legion enjoying complete air superiority during the summer of 1937, by which point the numbers of I-15s and I-16s remaining to the Republicans had been seriously depleted, additional Bf 109s arrived enabling 2.J/88 to be reinforced and for 1.J/88 to exchange its He 51s for the Messerschmitt during September. This batch of twenty seven aircraft were designated as Bf 109Bs, coded 6•19 to 6•45, and were fitted with VDM-Hamilton variable pitch, metal, two blade propellers. Still armed with the same meagre armament as the earlier model, an option for a third engine mounted MG 17, firing through the propeller spinner was offered. However jamming problems created by vibration resulted in the additional gun either being removed or not fitted in the first place. The Bf 109Bs seem to have been delivered in a mix of schemes. Several were delivered in the then newly introduced Luftwaffe fighter scheme of RLM 70 Schwarzgrün and RLM 71 Dunkelgrün upper surfaces with RLM 65 Hellblau undersides, whilst others were finished in RLM 63 Hellgrau (or RLM 62 Grün) upper surfaces with RLM 65 Hellblau undersides. This batch was also the first to display the type designator and individual aircraft number positioned on either side of the fuselage black disc, in a larger more stylised form. Following servicing and/or repainting, the surviving Versuchs and Bf 109A airframes also had their type designator/individual aircraft number positioned on either side of the fuselage black disc too. Additionally several of the surviving Bf 109As were retrofitted with VDM-Hamilton metal

6•125 was amongst the last of the forty five Bf 109Es delivered to Spain before the end of the conflict. Allocated to 1.J/88 it was finished in the standard RLM 63 upper surfaces and RLM 65 under surfaces, but the most significant feature was the large stylised black painted area surrounding the exhaust manifolds, extending back along the fuselage wing root fairing and over the top surface of the wing root itself propellers, making them almost indistinguishable from the Bf 109Bs, which has given rise to some confusion, with the Schwarz wooden propeller variants being referred to as Bf 109B-1s and the VDM metal propeller variants often referred to as Bf 109B-2s, although these appear to be retrospective designations introduced in later reference books to differentiate between the early and later batches. Although not totally superior to the Soviet I16s opposing them, the Bf 109As and Bs were used in such a way that their strengths were accentuated by the tactics developed by the Condor Legion whereby Messerschmitt’s fighter certainly contributed significantly to the Nationalist victory in the fighting in northern Spain. A small batch of five 700hp Jumo 210Gpowered Bf 109Cs, coded 6•46 to 6•50, was delivered during the early autumn of 1937. Fitted with metal, variable pitch two bladed propellers, this was the first of the 109 family to feature a four gun armament, with an MG 17 machine gun in each wing in addition to the pair over the engine. This small batch of five Bf 109Cs were reportedly all finished in RLM 63 Hellgrau upper surfaces and RLM 65 Hellblau undersides. The Bf 109C delivery was followed by a batch of thirty six 680hp Jumo 210D-powered Bf 109Ds, also armed with four MG 17 machine guns, coded 6•51 to 6•86, with their superchargers rated at an optimum altitude of 3,300 metres, ideal for the combat conditions in the skies over Spain. Again these aircraft all appear to have been finished in RLM 63 Hellgrau upper surfaces and RLM 65 Hellblau undersides like the Bf 109Cs. In late October 1937 both 1 and 2.J/88 deployed to the Madrid area where the vegetation was much sparser and many of the aircraft, especially those in the dark two-tone green RLM 70/71 scheme, were repainted. It is difficult to accurately determine what colours they and some of the RLM 63/65 finished machines were actually repainted in, but it would seem that several experimental schemes were tried during this period, including over painting the aircrafts’ upper surfaces in RLM 62 Grün and RLM 63 Hellgrau, and possibly even RLM 61 Dunkelbraun, in various combinations and patterns. With the delivery of the Bf 109D, the surviving Bf 109As and Bs in Condor Legion service were gradually handed over to Nationalist Air Force

An unidentified Bf 109 undergoing repairs at the Condor Legion’s depot in Léon. Of note is the dark (replacement?) rudder, possibly in red primer, and the seven kill markings on the fin, indicating that it could be the mount of an ace? units, as the Legion was re-equipped with the more advanced Bf 109C, D and E models. Of these latter models, during the last few weeks of the Civil War, a mix of some forty five Daimler-Benz engined Bf 109E-1s and E-3s were delivered, coded 6•87 to 6•131. In terms of armament, that of the E-1 remained the same as the C and D variants, however the E-3 differed in that each wing mounted machine gun was replaced by a 20mm cannon. By the time the Emil arrived in Spain, the Republican Air Force was essentially a spent force with only the I-16 being capable of offering much resistance, but the Bf 109E was more than capable of taking the ‘Mosca’ in its stride. By the time the first Bf 109Es appeared in Spain, it is possible that the standard RLM 63 Hellgrau upper surfaces had been replaced by the slightly darker RLM 02 Grau, although this might have been simply a shade variation of RLM 63, or even RLM 62 Grün. Under surfaces remained in Hellblau 65. The most significant feature of the Bf 109E’s colour scheme was the large stylised black painted area surrounding the exhaust manifolds, which extended back along the fuselage wing root fairing and over the top surface of the wing root itself. The later RLM 63 Hellgrau/RLM 65 Hellblau scheme was retained by the new Ejercito del Aire when it received all remaining Condor Legion Bf 109s, irrespective of subtype, at the end of the war. While the fronts of the Bf 109As’ Schwarz wooden propeller blades were painted a pale grey and their backs were painted matt black, the front of the propeller blades on the Bf 109B, C and D were invariably left in natural metal with matt black painted backs. The propeller spinners were usually in the upper surface base colour, either RLM 63, RLM 62, or RLM 70 Schwarzgrün, often partially, or occasionally totally, painted in the Staffel colours of white, red or yellow. The propeller blades of the Legion’s Bf 109E-1s and E3s were normally painted RLM 70 Schwarzgrün, with the spinners again either in the upper surface base colour or white. Many future Luftwaffe aces acquired their combat skills flying the Bf 109 in Spain, the Condor Legion claiming some 250 enemy aircraft shot down. However, and perhaps more importantly, future Luftwaffe leaders learned not only their trade but also the value of a loose, cohesive, combat formation which was to cost the Allies dear in World War II before they too absorbed the same lessons!

APRIL 2017 • VOLUME 39 • ISSUE 02

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5 80 M O D E L L E R S

Huddersfield, Sunday 12th February 2017 By Geoff Cooper-Smith

S

o this is the second year of ‘the North’s Premier Model Show’ in its new venue, the recently constructed Huddersfield Leisure Centre, but the first time for your correspondent as he was unable to attend last year, being high over the Atlantic. The rest of the 580 crew did attend last year however, and were eager to come back for more, resulting in eight exhibitors and a ‘hanger on’, who we hadn’t seen for a while so it was good to be able to catch up.

Despite a last minute hiccup for the organisers, the new venue seems admirably suited to a model show with good lighting, good back doo’ access and modern ventilation i.e. the temperature was pleasant and stable throughout the day. The floor was well laid out and although, as always, the show gets very busy there was very little congestion, allowing people to flow freely amongst the many exhibits and traders. There was the usual competition once

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again with its extensive number of classes (a grand total of 27, including seven for aircraft). A diminutive 1/72 Polikarpov I-16 Type 18 won both Class 3 and Best in Show, becoming somewhat dwarfed by the size of the rather attractive ‘gongs’ placed around it as a result! It just went to show that size doesn’t matter. So well done again to IPMS Wakefield & District for a great show and in particular the two organisers, Geoff Milnes and Alan Paul, aka the dynamic duo.

580 M O D E L L E R S

By Show Dragon

T

accompanied by a polite request to move the vehicle further up into the car park once it is unloaded, so others can enjoy the same. Further still, some clubs will offer help with the unloading of a vehicle and conveyance of its contents to the tables. When the show is over then there is a (often less organised) reversal of this process, with everyone trying to manoeuvre their vehicle as close to the doors as possible to ensure a speedy loading up and departure. For others the extent of their remit may also include the provision of suitable catering, even suitable toilet facilities. Catering can be a very mixed bag as most show goers will be only too aware. This can range from the ‘house’ cafe within the venue, which can often become overwhelmed at a larger show, to a burger van parked up outside, which makes for very pleasant al fresco dining if the weather is amenable, through to in-house catering providing a tailored menu with good food. Show Dragon knows that this has been harped on about before but whatever the catering it needs to be available during set-up as most traders will have arrived first thing in the morning and their only chance to get a drink and perhaps something to eat for the next six, or so, hours will be that short lull between them completing set up and the doors opening to the public. Now Show Dragon is not going to denigrate those organisers who believe their extent is the exhibition hall door, for they may well have assessed the situation beyond these boundaries before the show and decided no management is required. They may also decide that the extent of the club resources, i.e. the number of volunteers, do not allow such even it were required. Further, they may be better deployed on other duties and anyway it introduces a level of complexity

his is a subject that hadn’t even been considered until Show Dragon attended the magnificent Huddersfield show and realised, through a string of unconnected conversations, that this was an area some had understood and indeed engaged in (and for quite a while), others were coming to recognise and the remainder simply don’t bother with. That subject is the area to which the show organiser’s extent of control reaches; does it (and indeed should it) end (or even begin?) at the door of the exhibition hall? Having thought about it since in terms of the shows attended over the past few years, there are actually several levels to this. These range from total management of the whole event to just controlling exhibition hall access. At its most enlightened and proactive the organisers will manage the car parking in a fair and just manner. Ideally, they will have at least outlined the arrangements in their pre-show despatch. The need for this is actually becoming greater at certain venues, particularly the newer Leisure Centres, which no longer seem blessed with the vast expanse of parking experienced by their predecessors, the Sports Centres. And although traders, clubs and SIGs do tend to appreciate each other and their needs, meaning conflict is rare, any extra pressure on parking space may require management. At least one upcoming show is considering the need to introduce this due to a move of venue. This could even include giving the traders preferential treatment, including sole initial access to the hall for setting up and hence by association the pick of the car parking. Some already provide this management, greeting you at the gate and being in possession of a floor plan and able to direct you to the best location for unloading. This is usually

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they don’t need. Finally, Show Dragon is pleased to announce that over the next few months it will be introducing a personal insight from a trader, an organiser and club point of view. This will be through statistics and prose. Peter Bowyer of M*A*N models will be keeping us entertained with his exploits as a trader and Show Dragon will be keeping a tally on his vital statistics to illustrate the extent of his commitment to purveying the stuff we really, really want. The organiser of a major show has approached Show Dragon and is keen to share his experience and wisdom ensuring Show Dragon gives you an ever deeper view into all that goes on. And to kick all this off, the renowned 580 Modellers have agreed that they too will keep a tally of their key statistics for 2017: • Shows: 2 • Stand Mileage: 86 • Stand Hours: 20 • Stand Exhibitors: 17 • Models displayed: 62 To keep it simple – Stand Mileage and Stand Hours relate to the distance the table coverings, staging and bases travel and the length of time they are aware from their storage location. Stand Exhibitors is the cumulative of how many people put models on the table at a show and Models Displayed is the cumulative of how many models are put on the table at a show. I am sure this will give you all a most interesting insight into the commitment of those participating in the model show scene and hopefully (if you do not already) encourage you to provide support to all those individuals by visiting at least one show during the course of the year.

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WARP A PAIN A T SERIES No.109

Douglas By Charles Stafra ce

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VC-54P BuNo.90391 of the US Navy 20-DO 44-9005, a . Ex-C-54BR5D-2, upgradedit was transferred f to US Navy as to R5D-2Z, D Z i n 1962. Ph oto taken w and became VC-54P hile the air landing at c raft was RAF F Luq a on Godfrey Mangion 6 Nov e m be r 1967.

. . Orders from the world’s book and hobby trade are e invited

Warpaint on o the web

For more informatio on on previous issues and secure orde ering please visit:

www.guidelinepublications.co.uk

All ma ajor credit cards accepted. Orders s can be placed by mail, te elephone, fax or throug gh the website. (www..guid delinepublications.co.uk) Plus postage p and packing on alll orders. Overseas readerrs pay postage at air mail printed p paper rate.

Unit 3, En nigma Building, Bilton n Road, Denbigh East, Bletchley Bucks MK1 1 1HW Te elephone: +44 + (0)1908 270400, Fax: +44 (0)1908 270614, Email: [email protected] tho.co.uk APRIL 2017 • VOLUME 39 • ISSUE 02

71

M A R K E T P L AC E K I T S

NEW KITS ROUND UP

ICM 48184 1/48 Beechcraft JRB-4 Naval Passenger Aircraft Hannants/Squadron

Kora 72232 1/72 Post and Neudorf PN-3 Kora 72232 1/72 Post and Neudorf PN-3 Hannants

Admiral 7210 11/72 Douglas TBD-1 Devastator Hannants/UMM-USA

RS Models 92199 1/72 MarcelBloch MB.155 Hannants/UMM-USA

Miniwings 083 1/144 Saab J-29F TUNNAN (Swedish/Austrian) Miniwing-Plastic 303 1/144 Cessna O-1 Bird Dog/USAF Korea Miniwing-Plastic 306 1/144 Cessna O-1 Bird Dog/Royal Thai AF Miniwing-Plastic 307 1/144 Cessna O-1 Bird Dog/USAF Vietnam War Hannants/Rareplane-Detective

Brengun 144004 1/144 Messerschmitt Me-163B Komet Brengun 72023 1/72 Yakovlev Yak1 winter version Hannants/UMM-USA

Italeri 1018 1/72 Junkers Ju-88 A-4 Italeri 1290 1/72 Savoia-Marchetti SM.79 Sparviero Italeri 1375 1/72 Douglas RB-66B Destroyer Italeri 2766 11/48 Panavia Tornado IDS 60 ANN 311 GV RSV The Hobby Company/MRC

Revell 03930 1/48 Focke Wulf Fw-190D-9 Revell 03936 1/72 Mikoyan MiG29S Fulcrum www.revell.de/en

Kinetic Model Kits 48020 1/48 Northrop F-5A/Canadair CF5A/Northrop NF-5A www.luckymodel.com Eduard 2119 1/72 Aussie Eight DUAL COMBO. Spitfire Mk VIII Eduard 82116 1/48 Messerschmitt Bf-109G-2 Eduard 8489 1/48 Bristol F.2B Fighter Weekend Edition Creative Models/Hannants/ Squadron/Sprue Brothers

Anigrand Craftswork 2132 1/72

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RVHP Models 72095 1/72 Beech King Air C-90A (French Civil Defence) Mirage 480002 1/48 PZL P.23B Karas 64 Eskadra Mirage 481001 1/48 PZL P.11C Polish Air Force Mirage 481301 1/48 PZL P.37A Los Hannants/Sprue Brothers Micro-Mir 144-015 1/144 McDonnell-Douglas MD-11 Hannants/Sprue Brothers

RVHP Models 72097 1/72 Beech King Air C-90Gti (Federal Aviation Administration) Hannants

M A R K E T P L AC E K I T S

Special Hobby 32003 1/32 Curtiss P-36A Hawk Special Hobby 48052 1/48 Supermarine Seafire Mk III Special Hobby 48054 1/48 CAC CA-9 Wirraway Special Hobby 48136 1/48 Fairey Firefly Mk 4 / Mk 5 Korean War Special Hobby 48177 1/48 Junkers Ju-88 C-4 Night Intruder Special Hobby 48184 1/48 Nieuport X Two Seater Special Hobby 72127 1/72 Supermarine Spitfire Mk 22 Special Hobby 72198 1/72 Nakajima Ki-115 Tsurgi Special Hobby 72199 1/72 Nakajima Ki-115 Battle of Tokyo Special Hobby 72284 1/72 Fouga Magister Exotic Air Forces Special Hobby 72323 1/72 Fouga CM-175 Zephyr Hannants/Squadron S & M Models 7236 1/72 Bristol Sycamore type 171 Royal Navy and RAF Rescue S & M Models 7237 1/72 Bristol Sycamore type 171 Belgium and Germany S & M Models 7238 1/72 Bristol Sycamore type 171 British European Airways and HB-RXA Hannants Sword 72101 1/72 Grumman TF-9J Twogar Vietnam/Blue Angels Hannants/Squadron

Welsh Models PJW86R 1/144 Avro Tudor C Mk 11 Welsh Models SL365R 1/144 Avro Tudor C Mk 11 Welsh Models SL366R 1/144 Avro Tudor C Mk 11 Welsh Models SL368R 1/144 Shorts Skyvan BAS Interstol. British Air Services livery Welsh Models YO7R 1/144 ArmstrongWhitworth AW.15 Atalanta Imperial Airways Hannants

UK IMPORTeRS Pocketbond: www.pocketbond.co.uk 01707 391509 The Hobby Company: www.hobbyco.net 01908 605686 Hannants: 01502 517444 Creative Models: www.creativemodels.co.uk 01354 760022 Amerang: www.amerang.co.uk 01482 887917 Ultimate Modelling Products: Wingnut Wings: www.wingnutwings.com

US IMPORTeRS Tamiya 61115 1/48 Kawasaki Ki-61-Id Hien Tony The Hobby Company/Tamiya USA

Dragon USA: www.dragonmodelsusa.com 626-968-0322 Linden Hill Imports: www.lindenhillimports.com 914-734-9616 MRC: www.modelrectifier.com 732-225-2100 Rare-Plane Detective: www.rareplanedetective.com 702-564-2851 Sprue Brothers: www.spruebrothers.com 816-759-8484 Squadron: www.squadron.com 877-414-0434 Stevens International: www.stevenshobby.com 856-435-7645 UMM-USA: www.umm-usa.com 847-537-0867

APRIL 2017 • VOLUME 39 • ISSUE 02

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M A R K E T P L AC E XTRADECAL Once again Xtradecal have provided an interesting selection of new sheets in their latest releases. Yet more Luftwaffe options are covered with the second part of Messerschmitt Bf 109s with Stab markings presented in all three major scales, along with a 1/72 sheet covering the history of JG 5 including Bf 109s, Fw 190s, Me 110s and even the much lesser seen Focke Wulf Fw 58. Also in 1/72 is a good collection of Fw 200 Condor colour schemes. With the new Airfix 1/48 Supermarine Walrus on the horizon it is nice to see additional decal options available before the kit arrives, giving extra choices to those wanting to get straight into building the kit upon its release, and you can always rely on Xtradecal for being some of the highest quality, sharply printed decals on the market. 1/72 X72262 Focke Wulf Fw 200 Condor • Fw-200C-3 F8+CL 3./KG40 Bordeaux France 1941 • Fw-200C-3 Ex KG40 14./TG 4 G6+FY Rhodes 1945 • Fw-200C-3 Stab.I /KG40 F8-BB BordeauuxMerignac • Fw-200C-4 8./KG40 F8+CS • Fw-200C-8 9./KG40 +HT Finland 1944 • Fw-200C-2 12./KG40 Bordeaux F8+BW Ship Kills on Rudder • Fw-200C-4/U1 CG+AE VIP Transport Helsinki 1944 • Fw-200C-4/U1 CE+IB VIP Transport Eastern Front 1942/43 • Fw-200C-3 F8+BW 4./KG40 Russia 1942 X72264 Messerschmitt Bf 109s with Stab markings Part Two • Bf-109E-4 Oblt Walter Horten JG 26 Adjutant 1940 • Bf-109E-4 Oblt Adolph Summer JG 26

CMK Not all the editor’s time at Nuremburg was wasted in idle chitchat with the great and the good. He also managed to pick up some interesting samples from various manufacturers, including CMK, who have passed on an interesting selection of resin updates and details. Foremost among these is a comprehensive treatment of the Airfix Tucano, which gets cockpit, engine (exhausts and prop included), control surfaces and even the baggage compartment. This will ensure a very special result from what was always a good kit and we look forward to giving one the treatment. CMK’s famous yellow blisterpacks offer exceptional value for money and are always worth checking out at shows. Casting quality is superb and someone is going to have fun with that Tucano! 1/32 32319 1/32 Universal Pilot Heads with no head gear (12 pieces) 32320 1/32 Universal Military Pilot Heads w/helmets (8 pieces)

Adjutant June 1940 • Bf-109E-4 III/JG77 Greece 1941 • Bf-109E-4 I/JG3 CO Hptm Hans Von Hahn Late 1940, St Omer France • Bf-109F-2 I/JG3 Tech Offizer Hptm Detlev Rohwer Ukraine 1941 • Bf-109F-2 II/JG53 Gruppenkommandeur Hptm Heinz Bretnutz, St Omer 1941 • Bf-109F-4 JG54 Adjutant Russia 1941/42 • Bf-109F-4 I/JG54 Hptm Hans Philipp Oct 1942 • Bf-109G-2 Stab JG77 Maj Joachim Muncheberg Egypt 1943 • Bf-109G-2 I/JG77 Libya 1943 • Bf-109G-2 Kommodore JG54 Maj Trautloft Eastern Front 1941 • Bf-109G-6/R6 1/JG27 CO Maj Franzisketthe Austria 1944 • Bf-109G-6/U3 NAG4 CO Hptm FriedrichWilhelm Kahler Russia 1944 • Bf-109K-4 Adjutant III/JG53 Germany 1945 X72266 Luftwaffe JG 5 Squadron History • Bf-109E-7 Blue 3 8/JG5 Staffelkapitan Hptm Herman Segatz Finland 1942 • Bf-109F-4 Black 13 8/JG5 Fw Heinrich Bartels Finland 1942 • Bf-109F-4 II//JG5 Gruppenkommandeur Hptm Horst Carcanico Finland 1942 • Bf-109F-4 II//JG5 Gruppenkommandeur Hptm Horst Carcanico Finland 1942 • Bf-109G-2 10/JG5 Blue 10 Norway 1945 • Bf-109G-14 16/JG5 Blue 17 Lt Heinz Schuler Norway 1945 • Fw-190A-3 Yellow 3 3/JG5 Lt Max Endriss Norway 1942 • Fw-190A-4 White 10 1/JG5 Oblt Wolfgang Kosse Norway 1942 • Fw-190A-8 Blue 9 Lt Karl Heinz Koch 12/JG5 • Fw-190A-8 White 10 9/JG5 Fw Rudolf Artner Norway 1945 • Fw-190A-3 Black 2 II/JG5 Stavanger 1943 • Bf-110E-2 LN+LR 10(Z)/JG5 Lt Felix Brandis Finland 1942

• Bf-110G-2 +EU Stab/JG5 Norway 1945 • Fw 58 KB+HP 1/JG5 Ogfn Muhlberser Norway 1/48 X48173 Messerschmitt Bf 109s with Stab markings Part Two Includes the same options as on X72264 above X48174 Vickers Supermarine Walrus Mk 1 Collection • L2177/071 711 Flight HMS Sussex, Mediterranean Fleet 1938 • L2253 / J9G 714 Flight HMS Manchester, China Station • L2236 G9U 712 NAS FAA HMS Cumberland, Home Fleet 1939 • L2271 / 34 712 NAS FAA HMS Southampton, Home Fleet 1938-9 • W3040/ AA5R 751 Squadron RAF Dundee, Scotland 1944 • W3065/P HMS Victorious British Pacific Flight, Japan 1945 • W2771 / 9F 710 NAS FAA, HMS Albatross 1940 • HD908/BA D 227 Squadron RAF 1944-45 1/32 X32067 Messerschmitt Bf 109s with Stab markings Part Two • Bf-109E-4 III/JG77 Greece 1941 Yellow nose/rudder • Bf-109E-4 I/JG3 CO Hptm Hans Von Hahn Late 1940, St Omer France • Bf-109F-2 I/JG3 Tech Offizer Hptm Detlev Rohwer Ukraine 1941 • Bf-109F-2 II/JG53 Gruppenkommandeur Hptm Heinz Bretnutz, St Omer 1941 • Bf-109F-4 JG54 Adjutant Russia 1941/42 • Bf-109G-2 Stab JG77 Maj Joachim Muncheberg Egypt 1943 • Bf-109G-2 Kommodore JG54 Maj Trautloft Eastern Front 1941 • Bf-109K-4 Adjutant III/JG53 Germany 1945 www.hannants.co.uk

1/48 4358 Antisubmarine Bomb 250lb Mk VIII (British World War II 2 pieces) 4359 Antisubmarine Bomb 500lb Mk IV (British World War II 2 pieces) 4360 Antisubmarine Bomb 600lb Mk I (British World War II 2 pieces) 4357 Hurricane Mk I Starboard Wing Armament Set for Airfix kit 1/72 7355 Mirage F.1 - RPL-201 Irakien Centreline tank for Special Hobby kit 7356 Short Tucano T.1 Control Surfaces for Airfix kit 7357 Short Tucano T.1 Engine set for Airfix kit 7358 Short Tucano T.1 Cockpit set for Airfix kit 7359 Short Tucano T.1 Exterior set for Airfix kit 7350 Messerschmitt Me-163A Interior set for Special Hobby/Condor kits 7351 Messerschmitt Me-163A Control Surfaces Set for Special Hobby/Condor kits 7360 AS 12 Missile (2 pieces) 7361 Matra F2 Rocket Pod (4 pieces)

Latest release from Milspec in all three major scales is a sheet covering F-4E Phantoms of 4 TFW, Seymour Johnson AFB, 1984. Printed by Microscale the sheets will be on sale by the time you read this. Next up will be a new sheet for the F-14A, offering BuNo 160665 of VF-52 Screaming Eagles, USS Kittyhawk, 1979. Expected delivery is late March/early April.

www.cmkkits.com

www.camdecals.com

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CAM DECALS

M A R K E T P L AC E

EDUARD Eduard’s big issue at the moment is the continuing release of the STEEL seatbelts range. The extra detail and utility of these items can be highly commended and if you use nothing else from the aftermarket then a set of good belts in your cockpit will make a world of difference. Give them a try and you’ll never look back! Eduard have of late been offering seatbelts for specific kits separate from the main sets, presumably in recognition of the fact that many modellers use the belts and little else, and these have included STEEL items, notable this month being those for Bronco’s P-40 and the Kittyhawk F2H-2. New releases this month include a mass of sets for the HK Models B-17E/F in 1/32, a subject also catered for in previous months. Brassin this month focuses on Eduard’s own Bf 109s in 1/48.

1/48 48911 P-40C landing flaps for Bronco kit 48912 F2H-2 landing flaps for Kittyhawk kit 48913 Bf 109G-2 upgrade set for Eduard kit 48914 F-14A grilles STEEL for Tamiya kit 49807 P-40C for Bronco kit 49808 P-40C seatbelts STEEL for Bronco kit 49809 F2H-2 for Kittyhawk kit 49810 F2H-2 seatbelts STEEL for Kittyhawk kit FE807 P-40C ZOOM for Bronco kit FE809 F2H-2 ZOOM for Kittyhawk kit FE811 Seatbelts RAF early STEEL FE812 Seatbelts Luftwaffe World War II fighters STEEL EX542 P-40C masks for Bronco kit EX543 F2H-2 masks for Kittyhawk kit EX544 Bf 109G-2 masks for Eduard kit

1/32 32399 B-17E/F undercarriage for HK Models kit 32400 B-17E/F bomb bay for HK Models kit 32899 B-17E/F bomb rack for HK Models kit JX197 B-17E masks for HK Models kit

1/72 72645 Spitfire Mk VIII for Eduard kit 72646 Spitfire Mk VIII landing flaps for Eduard kit SS581 Seatbelts RAF early STEEL SS582 Seatbelts Luftwaffe World War II fighters STEEL

JX198 B-17F masks for HK Models kit

CX478 Spitfire Mk VIII masks for Eduard kit

HATAKA New paint sets in Hataka Hobby’s Red Line provide some unique and interesting options for modellers: HTK-AS75 Modern Hellenic AF Paint Set Volume Two The first aircraft in the Hellenic AF to wear the grey-blue colour was the Mirage F1CG in 1975, in its original French scheme. Shortly afterwards HAF pilots requested that the remaining interceptors be painted into the Aegean Blue scheme. In the early 1980s F-5As and F-4Es were repainted, at first using a mix of blue and grey, later standardized as FS35164. The first Greek Ghost Scheme painted aircraft was an F-16C Block 30 in 1988. The HAF opted for the new colours as the majority of its missions are conducted over the sea and the scheme was the same as the US Navy F16N pattern. The first F-5A was repainted to Ghost in 1992, while the first F-4E was in 1997. This set includes standard colours for Greek aircraft since the 1980s. HTK-AS76 Air Ambulance (HEMS) Paint Set Volume One Helicopter Emergency Medical Service (HEMS) or Air Ambulance Services secure transportation of patients to hospitals by air, at the same time providing emergency care. The service is usually operated in a state run model like the Polish LPR service, fee-for-service model such as the Swiss Rega for example, or even on a public or privately donated basis as in the case of operations supported by the German ADAC or Dutch ANWB. Most of the European HEMS operators use one of the following helicopter types: Agusta A109K2 or A109S Grand Da-Vinci for high mountain operations, Airbus Helicopters EC135, EC145 originally referred to as BK 117 C2 or less

EDUARD BRASSIN 1/32 632097 Mk 82 w/air brake early 1/48 648257 Bf 109G-2/4 radio compartment for Eduard kit 648295 Bf 109G-2 wheels for Eduard kit 648300 Bf 109F engine & fuselage guns for Eduard kit 648304 F-14A wheels early Tamiya 648308 Bf 109F undercarriage legs BRONZE for Eduard kit 648309 Bf 109G undercarriage legs BRONZE for Eduard kit 648310 Bf 109G control surfaces for Eduard kit 1/72 672146 Spitfire Mk VIII wheels 4 spoke w/smooth tire for Eduard kit 672147 Spitfire Mk VIII wheels 4 spoke w/pattern for Eduard kit Creative Models/Hannants/Sprue Brothers/Squadron

popularly the AS365 Dauphin, eventually the Bell 429. All operate in high visibility paint schemes. HTK-AS76 includes standard colours for modern European air ambulance helicopters. HTK-AS78 Modern Brazilian AF Paint Set Volume Two For over forty years, from 1972 until 2003, the French Mirage III and then Mirage 2000 were the most powerful fighter interceptors of the Brazilian Air Force. During that period all aircraft were stationed in Anápolis Air Base. Mirage IIIs were painted overall aluminium until 1979, when they were repainted into a locally developed two-tone grey camouflage. Mirage 2000s throughout their service in the Brazilian AF, from 2006 until 2013, featured a standard French camouflage scheme. HTK-AS78 includes standard colours for the Brazilian Mirage fleet from 1972 till 2013. HTK-AS79 Air Ambulance (HEMS) Paint Set Volume Two The Modern Polish Helicopter Emergency Medical Service (HEMS) was established in 2000 under the name of Lotnicze Pogotowie Ratunkowe or LPR. Currently LPR operates from twenty one permanent bases plus one seasonal base. Until 2011 LPR's operations had been executed with obsolete Mi-2+ helicopters. Since 2009 LPR operates twenty three Eurocopter EC135 P2+ and 4 EC135 P3 helicopters. The whole fleet wears a unified high visibility yellow-red painting scheme. HTK-AS79 includes standard colours for Polish LPR air ambulance helicopters. www.hataka-hobby.com

MARCH 2017 • VOLUME 39 • ISSUE 01

75

M A R K E T P L AC E TWO BOBS 48-254 F-16C WA WA WA Vipers

RESKIT A new name to these pages is Reskit, a manufacturer of aircraft and other detail sets in high quality resin that offer a very high level of detail. Two sets received for preview look excellent. The Su25 wheel set includes separate two part hubs and a very finely cast nose wheel guard. The full range

includes a number of equally well turned out wheel sets, with over sixty items in fact, and we recommend a visit to the website to see what is available. No UK distributor is currently listed but no doubt it will not be long before the items become more widely available. www.reskit.com.ua

57 Wing at Nellis AFB continues to generate new adversary paint schemes that mimic the newest schemes from potential adversaries of the US with the splinter scheme being the latest. Two Bobs worked with the actual crew chief of this particular jet to get all the little details right and they have included a couple of other topical schemes on this sheet. The Arctic scheme comes with both a white and black set of stencils so the modeller can trim his walkway decals to match up with any variations in the camo scheme and they have also included an old school Flanker scheme from the mid 1990s to round things out. Sized for the Tamiya F-16C kit www.twobobs.net

NOY’S MINIATURES PRINT SCALE New Luftwaffe sheets in 1/72 and 1/48 from Print Scale Include: 1/48 48100 Messerschmitt Me 262 Schwalbe • Me 262A-1a/U-4 captured USAF markings • Me 262A-1a NAS Patuxent • Me 262A-1a B3+EK, 2./KG(J)54, Gielstadt, May 1945 • Me 262A-1a, W.Nr. 111451, White 4, JV44 • Me 262A-2a, 9K+BN, 5./KG(J) 51, Swabisch Hall, December 1944

• Me 262A-1a, W.Nr. 110956, III/FJG2, 1945 • Me 262A-1a Green 3, Stab./JG 7, Branderburg Briest, early 1945 1/72 72-174 Focke-Wulf Fw 190 A-7 & A-8 Aces This sheet includes individual markings for no less than thirteen aircraft, including Rammjaegers, in a variety of schemes. The sheet also includes two sets of national markings and one complete set of stencilling. UK importer is Hannants. www.printscale.org

144029 Civil Airport Print in 1/144 scale Probably the largest print of its kind in the market, this unique and innovative item is aimed at 1/144 civil airliner modellers and collectors. It accurately captures the complex yet very attractive surface of a contemporary European airport. Due to its very large size the item is plotter printed on heavy paper and will be shipped in a sturdy carton tube, just like a poster. Length: 59.3cm (23.35”) Width: 43.5cm (17.13”) Products can be ordered by email from [email protected] The UK importer is Hannants.

LIFELIKE DECALS METALLIC DETAILS Another new company from Ukraine that we are pleased to receive items from is Metallic Details. Samples received include a set of F-15E jet nozzles for the Revell kit in 1/48, and a LAU128/ADU552 launcher set, also for the F-15. Details are sharp and nicely executed and the nozzles include a nicely produced etched fret. A look at the website reveals a wide range of items in a variety of

scales including 1/144 and 1/35. The range covers both resin and etch and there is even a rather tempting looking range of 1/35 Opel Blitz variants, which look good enough to tempt any aircraft modeller over to the dark side. No UK or US distributors are listed at present and we understand the company is interested in contacting partners to this end. www.metdetails.com

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New sheets received from Lifelike include a mass of options for the new Tamiya Ki-61 Hien. Three of these sheets are revised versions of older sheets with alterations and improvements. All are exquisitely printed and offer this handsome inline engined fighter in pretty much all of its guises. Each 244 Sentai sheet includes eight aircraft, all Ki-61s, except for sheet 48004R, which offers six Tonys and two Type 97 Otsus.

These sheets cover 244 Sentai comprehensively with plenty of notes and full colour decal placement diagrams. Sheet 48050 offers four more Ki61s from assorted units in a variety of bare metal and camouflaged schemes. UK importer is Hannants. 48003R 244 Sentai Part One 48004R 244 Sentai Part Two 48005R 244 Sentai Part Three 48050 Kawasaki Ki-61 Part One www.lifelikedecals.sakura.ne.jp

Henschel 123 “Angelito”

h c t a els P d s o Ga m

Separated control surfaces - Highly Detailed Engine - Separated Dive Flaps Highly Detailed Cockpit - Full spatted, semi spatted and unspatted wheels Different wings for each type (A1-B1)

Upcoming NEW Molds Henschel 123

www.gaspatchmodels.com

Scale 1/48 188 pieces + 35 PE www.facebook.com/GasPatchModels

Copyright © 2017 GasPatchModels All rights reserved

S TA S H I N T H E AT T I C

By Trevor Pask

Contents of the box safely packed in HobbyBoss’ usual style

Being an Easy Kit the build is fast and relatively trouble free

Kit No: 80229 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: Special Hobby Creative Models/Squadron Aftermarket: Kora Decals 7246 www.lfmodels.cz

T

he German Luftwaffe was disconcerted when in 1941 they encountered a previously unknown Russian fighter with a long slender nose, which was powered by an inline engine. All previous Soviet fighters had been radial engined and the new type initially worried the Germans because it was faster than their main fighter of the period, the Bf 109F. The attitude of the Germans was that the Soviets were technologically inferior, and the sleek monoplane was completely atypical to the chunky rugged aircraft they expected to encounter. The unknown Soviet aircraft was the MiG-3, a development of the earlier MiG-1. In its prototype stage the MiG-1 had been the world’s fastest fighter and had been

Kora’s decal sheet adds an interesting touch ordered into production in 1940 on that basis. This proved to have been a hasty decision as the type’s stability, control responses and handling characteristics were all unsuitable for a widely used service type, and the immediate redesign led to the MiG-3. The MiG-3 was similar to the MiG-1. The engine was mounted even further forward, the wing platform modified, the airframe strengthened, cockpit visibility was improved, armour protection added and fuel capacity increased. Completely contrary to the Germans' prejudice, the fuel tanks were even surrounded by compressed inert gas to reduce the chance of fire, a very advanced feature in 1940. The MiG-3 went into production in late 1940 and was a standard service type from early 1941. It only remained in production for a year, The Romanian markings make for an interesting option

MiG-3s in winter camouflage, one of the options in the kit

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S TA S H I N T H E AT T I C with 312 aircraft being built by the end of 1941, although a further 500 aircraft were built up on an ad hoc basis from spare parts during 1942. One reason for the termination of production was the engine, which was similar to that used in the IL-2 ground attack aircraft, the production of which became a priority after the German invasion. Another factor was the difficult handling characteristics of the MiG3, especially in the hands of inexperienced pilots and the aircraft's lack of firepower. Despite its speedy appearance the MiG-3 was not competitive with the German types it faced, and with a number of superior Soviet designs such as the Yak series, the aircraft did not go back into production, although it remained in service for the entire war in front and second line roles. Even relatively minor World War II types attract the attention of mainstream kit manufacturers, but until the appearance of a HobbyBoss kit in 2012 the best kit available of the MiG-3 was an Italeri kit from the 1990s. This kit was also marketed by Revell and Zvezda and builds up into a good model. The Emhar kit is actually a Frog tooling from the 1970s, which was never released by that company. Like most Frog kits it is dimensionally accurate but rather basic and solid to modern eyes. The HobbyBoss kit provides another option for modelling the aircraft, but has some of the limitations of being one of that company’s Easy Kits. These kits tend to be moulded with very few parts, usually a solid fuselage and a one piece wing. In theory this makes construction very simple, but in practice some of the kits suffer from a poor parts fit and the solid fuselage means that the cockpit interior can be too shallow. Fortunately the MiG-3 is one of the

better kits in this series and both characteristics are not so much of an issue. The fit of the main airframe parts is good and some impressive moulding technology has created a cockpit that is deep enough and with a respectable scale sized seat. A representation of the aircraft’s radio behind the seat is also provided as is a separate head rest for the seat. This in contrast to some other kits in this series such as the Buffalo, which are very sparsely detailed or very under scale. With very little filler, the model was ready for painting. As usual in this range HobbyBoss provide two options: • An aircraft in standard Soviet green upper and blue under surfaces • An aircraft is winter white upper surfaces with a go faster lighting stripe on the side Decals and painting guidance are not the strongest features in HobbyBoss kits. At first glance the ones provided with the MiG do not look too bad, although the red stripe for the white aircraft looks too small to be able to wrap around the engine exhaust. The standard aircraft was tempting, but the thought of adding a little extra to the model was more attractive and an Internet search revealed the availability of several aftermarket sets for quite esoteric aircraft. One of the more interesting was a captured aircraft operated by the Romanian Air Force. Finland apart, smaller air forces tend to get neglected by World War II modellers, and the markings worn by White 2 as it appeared in Romanian service were visually interesting, the standard Soviet green and light blue camouflage being amended by patches of a darker green painting out the

previous owner's insignia. Large yellow warning panels on the wings were also striking. Halfords white plastic primer prepared the model for painting. Kora’s instruction sheet is tiny, but full colour referencing is provided. FS numbers are quoted, but these were matched to Humbrol and Revell paints. A mixture of Humbrol and Revell paints were used with the model being partly airbrushed and partly painted by hand. The yellow bands were added first, then masked out for the application of the light blue under and green upper surfaces. Detailed painting was also relatively straightforward. The propeller is interesting in being silver with just a single blade having a black rear. The cockpit interior and under carriage bays are a yellow blue, which was then washed with a brown Humbrol wash to bring out the detail. Some chipping was applied to the wing root with a silver gel pen and exhaust streaks with some dust from a charcoal pencil carefully rubbed in with a cotton bud. Two layers of Klear sealed all of this in and created a suitably glossy finish for the decals. The Kora decals are well printed but have a continuous carrier film. This requires careful trimming, especially as the small sheet has a number of black borders which run very near to some of the images. This is careful work, but the images themselves adhered reasonably well and responded to some old Humbrol decal softening fluid, which was used in preference to the more aggressive Micro Sol in deference to the home made nature of the decals. No decal is provided for the tail insignia. This was replicated by painting the tail yellow and adding the blue and red stripes from some scrap decals left

over in the spares box. As an object lesson in never throwing anything away, the blue came from a spare decal from a 1/24 Airfix Hurricane, which has been unused since the late 1970s. That, along with the box art which was retrieved from my mother’s loft. The box art is now framed in my office. With the mixture of new and old decals, the model received a misted coat of Humbrol matt varnish and when that was thoroughly dry the smaller elements of the model such as the pitot tube and the aerial were added. The kit also comes with a pair of very finely moulded underwing racks for the rockets that some operational MiG-3s used for ground attack missions. These are a good feature, but were not universally fitted and so a decision was made to leave them off this model. Another good feature of the kit is the inclusion of alternative transparent parts, a one piece transparency for an aircraft with a closed canopy and a three piece option for an aircraft with an open canopy. The cockpit detail is often not sufficient in HobbyBoss kits in order for an open cockpit to be a consideration, but with some seatbelts added and a little careful painting it was worth considering for this project. Unfortunately, one of the elements of the open canopy was damaged in my kit and so the closed option was used. In summary, a pleasing and uncomplicated modelling experience and the perfect antidote to anyone struggling with a longer more complex kit. The MiG-3 is a relatively neglected type, both in terms of World War II history and modelling circles, but the HobbyBoss kit goes a long way to addressing the balance. Highly recommended for all but those wanting a more detailed cockpit.

The aircraft looks surprisingly advanced compared to the I-15s and I-16s it fought alongside

APRIL 2017 • VOLUME 39 • ISSUE 02

79

BOOKREVIEWS

A look at some of the latest publications received for review Edited by Ernie Lee Vickers/BAC VC10 1962-2013 Owners Workshop Manual Author: Keith Wilson Publisher: Haynes ISBN: 978 83652 812 41 Format: Hardback, 196 pages Using the now tried and tested format this book covers every conceivable area of the VC10 in some detail. If you are looking for some background reading it also contains enough information to provide a good understanding of the history of the type, starting with the political situation and requirements leading up to the design and development of the aircraft, civilian operation, the adoption of the aircraft by the Royal Air Force and finally its retirement in 2013. Day to day use of the VC10 is also covered including the operating procedures along with the various onboard systems and their use. A fascination section is that of the proposed developments of the VC10 including that of a bomber version. The back of the book covers the remaining VC10s and where to find them as well as the various preserved cockpit sections. A full production list is included, detailing the fate of each airframe, whilst a separate list details the difference between each type. From a modelling perspective the book contains a large number of period colour photographs of the VC10 in both civil and military operation, and usefully undergoing maintenance, so the aircraft is pretty much covered from every angle, and makes this an invaluable reference if you have the old Airfix or the new Roden kit in your modelling plans. www.haynes.com

Colin ‘Flying’ Pickett Russia's Warplanes Two Russian Made Military Aircraft and Helicopters Today Author: Piotr Butowski Publisher: Harpia Publishing ISBN: 978 09973 092 01 Format: Paperback, 256pages Following on from the first volume in the series, this covers various types in use in the Russian armed forces such as long-range bombers, maritime patrol and antisubmarine warfare aircraft, strategic transport and tanker aircraft, theatre transports and training aircraft. This is covered by two hundred and fifty six gloss pages that feature a good number of never seen before photographs. Needless to say it would be hard to provide in depth descriptions and details of each aircraft

in a book even this size as the author includes forty one different types over five chapters, and settles for a more bullet pointed style to describe the aircraft use, capabilities and history of the type and the various subtypes, making the book ideal for identification and reference use. Particularly useful is the glossary of abbreviations on pages ten to eleven, whilst an addenda to the first volume provides an update covering the changes in the political and military climate and subsequent use of the aircraft in volume one in this constantly changing landscape. One area of interest is the inclusion of future types and proposed developments of existing aircraft in the relevant sections, whilst an appendix provides details of the numerous military aircraft designs and manufacturers within Russia along with a map of their location within this vast country. Whilst this book is never going to be, and indeed isn’t intended to be, a complete modeller's reference to the aircraft of the Russian Armed Services, it provides an excellent starting point and perhaps a bit of inspiration for a collection of models. This book, and its companion volume, are certainly a good addition to the collection of anyone with an interest in modern military aviation. www.casematepublishing.co.uk

Colin ‘Flying’ Pickett Flying the Icon: Spitfire Author: Jarrod Cotter Publisher: Fighting High ISBN: 978 09932 129 87 Format: Hardback, 160 pages To mark the eightieth anniversary of the first flight of Prototype K5054 on 5th March 1936, author Jarrod Cotter presents something entirely different from the previously published histories of the Spitfire. Having spent a great deal of time talking to Spitfire pilots past and present, attending flight operations briefings and Spitfire pilot training courses, he has used his insider’s perspective to produce a book solely on flying this most iconic of all fighters. With the use of original wartime Air Ministry Pilot’s Notes, historic flight test documents, modern flight reference cards and pilot’s reports, this book details how the Spitfire was and is flown, and what the pilots thought and think of it nowadays. www.casematepublishing.co.uk

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The Continuation War Author: Richard A. Franks Publisher: Valiant Wings ISBN: 978 09935 345 46 Format: Paperback, 144 pages For modellers who like to build collections based on a specific theatre or campaign the Airframe Extra series now offers this title covering aerial operations by both Finnish and Russian Forces during the Continuation War between 25th June 1941 and 10th September 1944. The book includes a historical section with period images and artwork by Caruana, but the meat of the work is the specially commissioned kit builds, which include the 1/32 Special Hobby Brewster Model B239, 1/48 Eduard/Gavia Westland Lysander, 1/72 Zvezda Ilyushin Il-4, 1/72 Hasegawa Brewster Model 239 and the 1/72 ICM Polikarpov I-153. Another cracking book for modellers, by modellers. www.valiant-wings.co.uk

Hawker Hunter at War Iraq and Jordan, 1958-1967 Author: Tom Cooper and Patricia Salti Publisher: Helion ISBN: 978 19110 962 52 Format: Paperback, 104 pages This book covers every aspect of the Hunter’s service in the two countries, from in-depth coverage of negotiations related to their export to Iraq and Jordan, to all important details of their operational service during 1958-67. It culminates in detailed examination of their role in the June 1967 Arab-Israeli War, also known as the Six Days War, with extensive tables listing all aircraft delivered and their fates. Almost entirely based on interviews with retired commanding officers and pilots of the former Royal Iraqi Air Force, Iraqi Air Force and Royal Jordanian Air Force, as well as plenty of unpublished official documents from British, Iraqi and Jordanian archives, the narrative provides an unprecedented insight into a number of contemporary affairs. Profusely illustrated with well over a hundred photographs and fifteen colour profiles this is the ultimate profile of the type’s service in Iraq and Jordan during a period when this legendary type formed the backbone of local air forces. www.casematepublishing.co.uk

Great news for subscribers to Scale Aircraft Modelling from the start of our 39th volume, with the March 2017 issue. We have added EIGHT ADDITIONAL PAGES of editorial material to the subscribers mailed copies at no additional cost, so there has never been a better time to take out, or renew a subscription to the most essential scale model aircraft title around.

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SCALE COMMUNIT Y

IPMS (UK) Column Presented By Chris Ayre

I

thought I’d devote a bit of space this month to a major feature of IPMS (UK) that I mention from time to time, namely the network of Branches and Special Interest Groups (SIGs). Those of you not currently Members of the Society may well have wondered exactly what they are, what they have to offer modellers and maybe even what the point of these groups is… There are a range of benefits attached to Membership of IPMS (UK) but, for many, simply belonging to a group of likeminded modellers is a particular attraction and in the UK alone there are currently just over 100 IPMS Branches.

ModelWorld, of course) and priority entry to the Kit Swap at the same event. The SMW savings alone amply justify the cost of annual subscription but Members also receive the IPMS (UK) Magazine six times a year. This is a professionally produced, high quality, full colour journal - put together by IPMS Members and (in my humble opinion) is arguably a more useful publication than some of the commercial mags found on the newsagent’s shelves. The content is a mixture of straightforward modelling articles from modellers of all abilities, hints and tips, show coverage, reviews and allimportant Society news.

An IPMS Branch is basically a local model club (although there are a small number of exceptions such as when the Branch is internet-based) where modellers can get together to chat about the hobby, share tips and techniques, do a spot of ‘communal’ modelling or simply show off their latest creations. Often these clubs will also put on displays at various model shows and organise trips to places of interest to Members, for example. Modellers of all ages, abilities and interests are always most welcome.

Other advantages provided by IPMS (UK) Membership include an instruction sheet library, decal bank and a couple of Technical Advisory Services - all free to Members. For a list of all Member benefits, take a look at www.ipmsuk.org/membership/ but I’ll just mention here that many model traders/retailers offer special discounts to Members and being in possession of a valid Membership card brings you even more opportunities to save!

Fairly obviously, there are model clubs around the country that are not IPMS Branches and are quite happy to remain so. The Society has no wish to ‘twist any arms’ but does offer some real benefits to those clubs that choose to join the fold, such as support and assistance in setting up and running model shows and providing insurance cover for Society meetings and events. For individual Members there are many more benefits, including free priority entry to ‘The World’s Greatest Model Show’ at Telford each November (Scale

Back to Branches… the basic requirement for a new Branch to be formed is that there are a minimum of five current IPMS Members wishing to participate. They must also be willing to abide by the rules of the Society of course, but these are not particularly onerous. So, if you feel that you live too far from any of the existing Branches, as a Member you can contact the IPMS UK Liaison Officer, via the website, by email or at the address printed in every issue of the IPMS (UK) Magazine and ask if there are other Members in your area that may be interested in getting involved. You will need a venue for meetings at

The Tornado SIG marked the 25th anniversary of the Gulf War at SMW 2016 (Andrew Prentis)

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some point but, as existing venues are many and varied, ranging from schools to social clubs, church halls to pubs, this isn’t usually a difficult prospect - and there is always the Branch Secretary’s dining room…! The UKLO will be happy to offer support and advice and, once you have your core group, away you go! It is not a requirement that all club members need to also be IPMS Members as long as the minimum criteria are met. It follows that application of the above criteria also means that existing (non-IPMS) model clubs can also apply to become IPMS Branches, without particularly changing their status. There are a number of clubs that retain their historical name and identity whilst also gaining the advantages of falling under the IPMS umbrella. Naturally, personal benefits only apply to those club members who themselves join IPMS. What’s a SIG then…? A Special Interest Group has similar requirements to a Branch in terms of formation - the main criterion being the minimum of 5 current IPMS Members. These groups however are not constrained by geography as their primary purpose is to bring together modellers with a shared interest in a particular subject or period. The various SIGs often produce their own newsletters and organise displays at certain model shows - in fact, these displays are often the only times when Members do actually get together. There are, at the time of writing, almost a hundred such groups, covering a huge range of interests. For some of these, the name of the group is self-explanatory and the focus pretty obvious. For example the Battle of Britain SIG, Airliner SIG and Tornado SIG all give you a very good idea of what to expect. There

are quite a few more groups that have a wider remit, encompassing a broader range of subjects/genres the South Atlantic, Revell Modelling and Great War SIGs all spring to mind. Then there are the more esoteric titles, such as ‘Beyond The Box’ and ‘Stealing From The Reaper’, all adding to the diversity. If you’re intrigued by the latter two or would like to know more about any of these (and the many more SIGs and Branches ‘on offer’) your best starting point is the IPMS (UK) website, specifically www.ipmsuk.org/ipms-network/

Showtime April already… how did that happen? Shropshire Scale Modellers/IPMS Telford kick things off this month with the Shropshire Model Show on Sunday 2nd. This is one of those shows that I particularly enjoy partly because it takes place in a museum, something I alluded to last month, and partly because it’s not too far from where I live. So, it takes place at the RAF Museum Cosford, doors open to the public at 10.00am and although admission is free, museum car parking charges do apply (it is possible to travel to Cosford by train and there is a free courtesy bus from the station to the Museum). I’ve been asked to mention that, due to unforeseen circumstances, there will be no competition in 2017 but, fear not, as there will definitely be plenty to see and do. See www.shropmodels.org.uk for more information. The weekend of 8th-9th is a busy one and, if you’re prepared to travel to shows, the Swedish Nationals Modellexpo 08-Open 2017 - might be the direction in which to head. IPMS Stockholm organises this one

The Cheshire Modellers Branch display - small but perfectly formed (Andrew Prentis)

SCALE COMMUNIT Y and it is open to the public on both days. Entry is 80 SEK for adults, IPMS Members (with proof of Membership) and children up to 15 years enter for free. More details are available (in English) from www.ipmsstockholm.se/home/08-openen/. Also taking place over both days of the weekend is Northants Model-Ex (see www.northantsmodelmakers.org.uk). This show features a wide range of modelling-related genres including plastic scale models and the venue is Windmill Primary School in Raunds (NN9 6EZ). Doors open at 10.00am and admission id £3.00 for adults and £1.50 for children. On Saturday 8th only, one of the South’s largest model events takes place at Parkstone Grammar School in Poole (BH17 7EP). The IPMS Dorset Model Show, organised by Poole Vikings Model Club (www.poolevikingsblog.wordpress.com) opens its doors at 10.00am and admission charges are £3.50 for adults and £1.00 for children. Another major UK event is ModelKraft, the annual show of Milton Keynes Scale Model Club

Siegen Show

and this year it takes place on Sunday 23rd of April at the usual venue of Stantonbury Leisure Centre (MK14 6BN) from 10.00am to 4.00pm. There will be almost 100 club and trade exhibitors and a well-respected competition. Visit the club’s website (www.mksmc.co.uk) for more details. The final weekend of April has another important UK show and, in the United States, the Northern Virginia Modelers Classic 2017… this takes place on Saturday 29th at Fairfax High School (3501 Rebel Run, VA 22030) and walk-in admission is $8.00 per adult. Celebrating the 70th Anniversary of the USAF, this looks like a worthwhile show to get along to if you’re in the region. More details from North Virginia IPMS at www.novaipms.org. Meanwhile, the Scottish National Scale Model Show occupies the whole of the weekend (29th-30th) at The Dewars Centre in Perth (PH2 0TH). This is Scotland’s biggest show and you can get more details from www.scotsnats.org. The event is open from 10.00am to 5.00pm on Saturday and 10.00am to 4.00pm Sunday.

It’s not all about aeroplanes… the Truck SIG is quite an active group on the show circuit (Andrew Prentis)

April 23th sees the 14th Modellbaufreund e Siegen Model Show at the Festhalle Wilnsdorf, Rathausstrasse 9, D-57234 Wilnsdorf, Germany. Parking is free but we are advised there will be no competition. For more information email [email protected] eunde-siegen.de or visit www.modellbaufr eunde-siegen.de

Before I go, I just want to provide a heads up for the IPMS (UK) Annual General Meeting, which is being held in May. In 2017 there is a larger than usual number of Executive Committee posts up for election, as well as a several Resolutions to be debated and voted upon. I’d like to encourage as many Members as possible to attend the AGM, at the South Yorkshire Aircraft Museum, Dakota Way, Airbourne Road, Doncaster DN4 7FB on Saturday 13th of May. Further details will be provided in the AGM Booklet, along with a postal Voting Form, to be distributed to all Members in advance of the Meeting. It’s your Society so please have your say. Until next time, enjoy your modelling.

Chris www.ipmsuk.co.uk Membership enquiries: Abigail Brewin, 144 High Road, Weston, Spalding, Lincolnshire, PE12 6RA or email: [email protected]

Readers Letters

Some Branches theme their annual display at SMW, as with the Early Risers Branch (Radleigh Bushell)

Dear Sir

Imagine my surprise… OK it’s not a real letter but an announcement of intent. Recently I have had a number of interesting items of correspondence (usually in response to Mr Paul Lucas) as well as several requests for a readers’ letters page. I know from past experience that allocating regular space for letters in not always practical, but it is my intention to include a section as and when sufficient interesting topics arise. Please send all letters for publication clearly indicated as such to the Editor at [email protected]

Gary Hatcher APRIL 2017 • VOLUME 39 • ISSUE 02

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The next release in our highly acclaimed Combat Colours series by Nicholas Millman and Mark Rolfe

Mitsubishi Zero Combat Colours 9

Type 0 Carrier Fighter (A6M) ’Zeke’ in World War Two

Covering the development from the A6M1 to A6M7/8, including the floatplane A6M2-N ‘Rufe’ and the A6M2-K twoseat trainers, with colour profiles, four-views and illustrations. It includes in detail examples of all the main schemes worn by the Zero and their colours. Our established format includes detailed text accompanied by many black and white photographs, colour profiles and colour samples. Official IJN instructions, camouflage reports, national insignia, stenciling, presentation and unit markings are also included, with manufacturer differences and many hitherto unknown details of colouring explained. The following Combat Colour titles are still available: Please visit the Guidelines website or contact our offices for further details and prices. 1 2 3) 4) 5)

The Messerschmitt BF 109E The Hawker Hurricane1939-1945 Pearl Harbor and Beyond, Dec1041 - May 1042 The Curtis P-36 in USAAC/USAAF Service 1939 - 1945 The de Havilland Mosquito in RAF photogrpahic Reconnaissance and Bomber service 1941 - 1945 6) The de Havilland Mosquito Day 7 Night fighters in RAF service 1941 - 1945 7) No.7 Focke-Wulf Fw 190 8) No.8 Supermarine Spitfire

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Meng F-106 Delta Dart By Peter Doyle

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RNAS Yeovilton International Air Day 2016

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Aircraft in Profile 86th Fighter Interceptor Wing By Bob Owers With colour artwork and scale drawings by Mark Rolfe

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Roden’s C-141 in 1/144

Latest Airfix Ju 87 in 1/48 By Rick Greenwood All this and more plus the latest from the Newsdesk, the continuing efforts of the Harrogate Model Club, and the usual Marketplace round up and showcases. Please note we receive a constant stream of interesting and informative articles, and in the interest of balanced and up to the minute coverage content may change at short notice. The above listing is provisional and may be subject to change.

Model Show Listing Compiled by Geoff Cooper-Smith of 580 Modellers For shows this coming month see the IPMS(UK) column. If you would like your show promoted in this listing then please contact Geoff at [email protected] or on 07841 417680. Sunday 2nd April 2017 Shropshire Scale Modellers present their annual show at the RAF Museum Cosford, Shifnal, Shropshire, TF11 8UP. Saturday 8th April 2017 Darlington Military Modelling Society present Sword & Lance at Darlington College, Haughton Road, Darlington, DL1 1DR. Saturday 8th April 2017 IPMS Dorset and Poole Vikings present their scale model exhibition at Parkstone Grammar School, Sopers Lane, Poole, Dorset, BH17 7EP. Saturday 8th and Sunday 9th April 2017 Northants Model Makers present Model-Ex 2017 at Windmill Primary School, Raunds, Northamptonshire, NN9 6LA. Sunday 23rd April 2017 Milton Keynes Scale Model Club presents Model Kraft 2017 at Stantonbury Leisure Centre, Milton Keynes, MK14 6BN. Saturday 29th April 2017 Plymouth Scale Model Association, Odd Boyz Model Club and the Plymouth Model Soldier Society present the Plymouth Scale Model Show 2017 at the Plymouth Guildhall, Guildhall Square, Plymouth, PL1 3BJ. Saturday 29th April 2017 The British Model Soldier Society presents their annual show at the Church Hall, St Saviours, St Georges Square, Lupus Street, Pimlico, London, SW1V 3QW. Saturday 29th and Sunday 30th April 2017 Scottish Nationals at the Live Active Dewars Centre, Perth, Scotland, PH2 0TH. Saturday 13th May 2017 Lancing Model Show 2017 at the Parish Hall, South Street, Lancing, West Sussex, BN15 8AJ. Saturday 13th May 2017 Birchwood Model Show at Thomas Risley Church, Glover Road, Locking Stumps, Warrington, Birchwood, WA3 7PH. Sunday 14th May 2017 IPMS Gloucester presents their Model Show 2017 at Churchdown Community Centre, Parton Road, Churchdown, Gloucestershire, GL3 2JH. Saturday 27th May 2017 IPMS Torbay & South Devon present Model 2017 at Torquay Town Hall, Castle Circus, Torquay, Devon, TQ1 3DR. Saturday 3rd June 2017 IPMS Salisbury presents their Annual Scale Model Show at Wyvern College Sports Hall, Church Road, Laverstock, Salisbury, SP1 1RE. Sunday 4th June 2017 IPMS Tyneside present the Northern Model Show at the Parks Sports Centre, Howdon Road, North Shields, NE29 6TL. Sunday 10th June 2017 Shepway Military Modelling Society presents their Annual Show at Hawkinge Community Centre, Heron Forstal Avenue, Hawkinge, Folkestone, CT18 7FP. Saturday 17th June 2017 East Neuk Model Club presents their Annual Show at the Old Parish Centre, Short Lane, Cupar, Fife, KY15 5EQ. Sunday 18th June 2017 MAFVA Nationals at Burgess Hall, Westwood Road, St Ives, Cambridgeshire, PE27 6WU.

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Aircraft 1110

History

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he low power to weight ratio of the first Soviet passenger jet aircraft, the Tu-104, and the insufficient response time in the AM-3 engines made take-off, as well as a go around after loss of one of the engines, much more difficult. It was right after the beginning of operations with the Tu-104 in indigenous civil aviation that an understanding of decision speed, or V1 as it is known around the world, became one of the most important considerations. The decision speed is calculated before every flight taking into account the takeoff weight, air temperature, atmospheric pressure, friction coefficient and the length of the runway. It corresponds to the maximum speed on the take-off run, at which an aircraft can either abandon, or continue with the takeoff run in the event of the failure of one of the engines within the boundaries of the runway. The failure of one of the engines on a twinengine aircraft means the loss of half of the available thrust, and furthermore the take-off roll gets longer. If the captain actually decides to abandon the take-off he has to be sure that the remaining runway length is sufficient to stop.

Tupolev’s Experiment By Dmitriy Kolesnik Historical photos from archive of Gennady Petrov

Going around again is not easy either if an engine has a poor response time. In the space of time that the engines need to reach full power the aircraft may actually drop, so the decision to abandon the landing needs to be taken at a sufficiently high altitude, otherwise a crash is inevitable. Going round again on a Tu-104 on one engine was only possible in favourable circumstances. The possibility of an engine failure whilst flying over large tracts of water gave rise to considerable concerns. All this taken together meant that orders for this aircraft from overseas airlines could not be relied upon. Apart from Czechoslovakia, which ordered six thanks to their striving to be at the forefront of technology, customers were not found. Since no more powerful engines could be found in the Soviet Union at that time, a decision was taken to install four less powerful engines. Moreover the thrust to weight ratio, the ratio of the total thrust to the maximum take-off weight, would become redundant and the loss of one of the engines would lead to the loss of only a quarter of the available thrust. The development of the Aircraft 110, as the four-engine version of the Tu-

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104 was known by its internal designation, took in total one and a half years, and by 11th March 1957 a crew led by D.V. Zyuzin had completed the first flight on this new aircraft, which was manufactured at Moscow aircraft factory No. 156. The AL-7P engine rated at 6,700kgs on takeoff each, as opposed to the two AM-3s rated at 8,750 kg each enhanced the thrust to weight ratio considerably and the loss of one of the engines had almost no effect on the characteristics of a sustained take-off, or of a go around. Cross-country flying was also now safer as the loss of one of the engines did not prevent the aircraft from flying on to its destination airport. The engines that were smaller and lighter, and which were installed in pairs in the wing root, were attached not to the fuselage but to the load bearing structures of the wing, and the exhausts tapered away from the aircraft’s longitudinal axis, as in the English Comet 4. This reduced markedly the noise level in the cabin, and this same cabin was initially designed for 100 people, for which the fuselage had been lengthened. The take-off weight had increased by seven and a half tonnes but as far as any

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other parameters are concerned the Tu-110 did not undergo any changes. Testing was completed successfully and a decision was taken to manufacture two batches with five of these aircraft in each, which would be known under the designation Tu-110A at Kazan aircraft factory No. 22. Testing however had not brought to light any advantages over the Tu-104, and especially its new modification the Tu-104B with a fuselage analogous to that developed for the Tu-110. The export potential was not examined either and the reliability of the AM-3 engines had by that time reached what were fully acceptable figures.

The fuel efficiency of the four-engine Aircraft 110 remained significantly lower than that of its American contemporary the Boeing 707-120, which had twice the range with a commercial payload that was almost twice that of the Aircraft 110. Production was stopped after three of the production aircraft had been manufactured and all three examples were handed over to the State Committee for the Council of Ministers of the USSR for Aviation Technology (from 1965 onwards this became the Ministry for the Aviation Industry in the USSR). In 1959 the AL-7P engines on all four manufactured Tu-110 aircraft

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were replaced with the first indigenous bypass turbojet engine the D-20P but not as a prospective power plant for the resumption of production of the Tu-110B, as the modified machine was known, but to test the new engine for the Tu-124 programme. Subsequently all four ‘one hundreds’ were actively used for experimental purposes as flying laboratories, predominantly on the instructions of the Ministry for the Radio Communications Industry of the USSR, and for interdepartmental flights. The prototype L5600 was taken out of service in 1961, while L5511, L5512, and L5513 flew on until the 1980s.

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Modelling the Tu-110 Kit No: 14403 Scale: 1/144 Type: Resin Manufacturer: AWM www.pas-decals.com

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An impressive set of components is provided by AWM

The construction diagram is clear enough to need no translation

he emergence of a model of the Tu-110 produced by the Russian company AWM could be considered a momentous event. Back some ten to fifteen years ago the number of kits of civil aircraft in the 1/144 scale, especially Russian designs abounded in blanks, the choice of manufacturers was very meagre and there were no models of several of the most widely manufactured and popular aircraft, not to mention modifications. Now though, when purchasing models of practically any of the indigenous civil airliners is possible, and in the majority of cases with an option to choose, a series of rarities has appeared of aircraft that were only manufactured in small numbers, or in prototype form. AWM already have models of the Tu-104A and Tu-104B under their belt and moreover they are the best of those they have produced in my opinion. The company’s decision to complete the series with an aircraft that owing to circumstances was not produced widely, but which occupied a prominent place in the logical series of aircraft produced at the A.N. Tupolev Experimental Design Bureau, can only be praised. Just as was the case with the prototype the model of the Tu-110 has much in common with the Tu-104A and Tu-104B, with accurate bracing, accurate undercarriage, transparent glazing, and vertical and horizontal stabilisers. Aside from the masks for the glazing, which has become a trademark for AWM a very valuable addition has been added in the shape of sheets of photo etched components. The sheets are universal, and aside from the antennae, windscreen wipers and the pitot tubes for the Tu-110, there are elements for other AWM aircraft, even a transmission antenna for the Tu-16. Is this a sweeping gesture or an indication of future plans? We will see given time. In contrast to the models of the Tu-104 the centroplane and fuselage are made differently. This is understandable in that casting two air intakes next to one another as one cast along with one half of the fuselage as was done with the Tu-104B model is technically very difficult to do, and to a high quality is almost impossible. Therefore the centroplane consists of a single

The markings diagram. AWM provide decals for all airframes produced

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block of four engines, and the pair of air intakes and exhaust assemblies have been cast separately. The groove in the fuselage is done in an unusual way in that it is surrounded by an internal wall, which lends the fuselage strength at this point while the floor of the groove has not been made horizontal but is angled to the seam, thanks to which the strips of transparent resin for the windows that are placed above the groove are easier to glue on, and the strips themselves can be made wider. The short strips fit right into the apertures but the long ones had to be cut down to two or three windows each in length. Evidently owing to different contractions either in the resin or the silicon forms the apertures and the windows have run away from each other slightly. After having been glued on the windows were flush with the surface of the fuselage, but some of them did protrude outwards a little. Taking great care it is best to remove a little of the resin from the fuselage webs in those locations where the windows are practically aligned with the outer skin so that all the windows protruded slightly, and then finish it off with sandpaper, rubbing it down flush with the surface. As with all AWM models the mouldings for all the large components are joined on the inside, so any component that has been cut away, be it a wing, tail or one half of the fuselage can be used without any additional work. The glue I used, as always, was the liquid cyanoacrylate Done Deal DD6636, applying a small amount of glue using a steel craft knife to the seams between components that had preliminarily been married up. The edges of the fuselage mouldings are slightly rounded, which has its advantages, in that it makes applying the adhesive to the seam easier. A small groove remains after the components have been glued together, so a few drops of this same glue needs be applied to this groove and then rubbed down using water. I joined the centroplane to the wing separately. The seams between the engine gondolas and the air intakes were processed using the same method as described above, while the jet exhausts needed some fettling, as

Due to shrinkage some care was needed in fitting the window transparencies

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In order to adjust the exhaust manifolds a gasket made from a strip of polystyrene 0.4mm thick had to be fitted they were slightly too small for their intended housings. In order to correct these components I glued the side profiles of the exhaust blocks onto a sheet of polystyrene with a thickness of 0.4 mm, and then cut around the edge. The top and bottom edges of the step were corrected using a cyanoacrylate gel with an activator, and filler. As the walls of the exhaust manifolds are very thin it is very easy to grind away too much when applying the finishing touches after they have been glued to the engine gondolas. The wall between the outboard engine exhaust nozzle had to be replaced on the port side block. After gluing a piece of self-adhesive foil to the inside of the block, I applied a thin layer of cyanoacrylate gel to it and sprayed it with an activator. After carefully putting the finishing touches to the nozzle with a fine grain sandpaper the nozzle was fully restored. The assembly of the other components did not give rise to any problems. Only the join between the fuselage and the centroplane, the stabiliser and the glazing around the flight deck required any filler, but even this was in very small quantities. The flight deck is made almost entirely from a transparent resin with a very large reserve of space from the windows to the seam, so putting the finishing touches to the area that is to be glued is easy. The undercarriage, which is already familiar from the two Tu-104A and Tu-104B models, is well designed and the dimensions are correct. Only the rod which runs parallel to the undercarriage leg has been significantly outsized and required tweaking. The length of the brake drums is slightly too short, as a result of which the wheels try to press against the undercarriage leg at an angle. I corrected the latter by drilling the base of the housing in the wheels, and gluing intermediate circular gaskets in place, cut from a sheet of polystyrene with a thickness of 0.5 mm. The photo etching is of a very high quality, all the antennae have fixing pins, which means they can be fixed into the apertures on the fuselage (one small detail that many manufacturers of such small items often forget),

The length of the rods on the main undercarriage had to be adjusted, and they then needed to be shortened slightly

The stencil holes on the photo etched sheet makes it much easier to fit the antenna wire

but what is a most interesting novelty are the moulds that enable the antenna wire to be fitted. This antenna, which consists of ten short insulator towers joined together at the top by the thinnest of threads, requires very accurate drilling of the apertures under each of the fixing pins, otherwise this delicate component would collapse under its own weight. This task would be sufficiently complex, were it not for a simple solution: under each of these antennae there are eyelets in the free areas on the spacers with a diameter of 0.3mm, which correspond precisely to the pins for the antenna towers. All that needs to be done is to cut a piece of the sheet with the required row of eyelets and attach it to the required fuselage section using pieces of sticky tape, which provides a ready guide for drilling the apertures for housing the antennae. I did not use the windscreen wipers as strictly speaking they are oversized, and although I adjusted them, cutting away the excess, this task is not possible without a quality illustration of the actual aircraft in which the wipers would be clearly visible, and I did not find one, so I decided not to do an amateur job. The decals enable any of the four-engine aircraft that were manufactured and fitted with AL-7P engines to be chosen. The first prototype was all silver while the three production examples were painted in exactly the same scheme as the Aeroflot Tu-104s, silver with the top of the fuselage painted white. This aircraft, with the registration number USSR-L5512, was the one I chose for this model. The kit was primed using Tamiya Surface Premier straight from the tin and was painted using automobile paints, decanting them from the tins and pouring them into the airbrush. The decals went onto the model very accurately and easily. For perhaps the first time in my experience the decal for the black antiglare shield in front of the flight deck glazing was the correct shape and size. The Tu-104 and its modifications was one of those aircraft on which even the slightest distortion of its geometry really stood out, especially at a quarter view. This model from AWM in my opinion passes this test with flying colours. The aircraft is recognisable, and a comparison of the model with photographs of the real thing from the required angles does not give rise to dissonance. I have no hesitation in giving it a rating of excellent.

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Under the Skin On a Lost Luftwaffe Colour Scheme along the Channel Front 1941 – 1943? I With some of the money I received as a gift one childhood Christmas some time back in the mid 1970s, I purchased a paperback copy of The Big Show by Pierre Clostermann. Inspired by the story and the dramatic painting on the cover of the book, this was followed very shortly thereafter by a Matchbox Tempest VI. Enthralled by the vivid narrative, I re-read that book so many times over the following years that it fell to pieces, so when a hardback edition was published in 2005 I bought a copy and re-read it once again. This edition did not have a dramatic painting on the front cover but the narrative remained as vivid as I remembered it and by this time I was better informed on a number of topics mentioned in the book such as the colours of the German aircraft that Clostermann described meeting in combat. The first of these accounts is to be found on page 39 where Clostermann describes his first encounter with the enemy, a Fw 190, during what he describes as Circus No. 87, an attack by seventy two B-17s on Amiens Glissy airfield in the spring of 1943. After describing how he identified the FW 190 by virtue of having studied photographs and recognition charts, he then writes: ‘But what had been missing from the photos was the lively colouring – the pale yellow belly, the greyish green back, the big black crosses outlined with white’. Pale yellow belly? Really? The 'greyish green back' might conceivably be a colloquial description of a standard RLM 74 and 75 finish on the upper surfaces and the big black crosses need no further explanation, but why describe the under surface colour as pale yellow? Perhaps the most plausible explanation might be that it was the impression given by a fleeting glimpse of the yellow tactical marking on the under surface of the engine cowling. If this was indeed the case, then the idea that any Luftwaffe fighter on the Channel Front had a pale yellow under surface could be dismissed. The problem is that Clostermann was not the only Allied pilot to report such a thing. Quite by chance I found a similar reference whilst looking for something else in the files of the National Archives at Kew. 11 Group Tactical Memo No.11 dated 18 August 1941 included an Intelligence Report by 452 Squadron, which noted after an engagement that ‘Enemy aircraft had grey fuselages with brown/yellow under surfaces.’ This is not that different to

By Paul Lucas Clostermann's description of some eighteen months later. There must have been many other similar reports as on 26 August 1942, the Air Ministry in London sent a Postagram to all Home Commands and a host of other interested parties to try to counter the possible use of Luftwaffe aircraft over the UK bearing yellow under surfaces. Entitled 'Markings on Friendly Aircraft' the Postagram opened by stating: ‘It is considered possible that the enemy may make use of aircraft bearing yellow under-surfaces, similar to those borne by friendly training, communications and experimental aircraft, for the purpose of making low-level attacks on aerodromes in the United Kingdom’. The Postagram then went on to describe the application of black markings on the Yellow under surfaces of British aircraft upon receipt of the code word 'Pressure'. The measure was never implemented and instructions for the possible use of such markings were withdrawn by a Postagram dated 19 February 1944. That such measures were taken implies that the phenomenon was perceived as being real in Britain at that time. None of the 'recent' books on Luftwaffe camouflage by the likes of Ken Merrick and Michael Ullmann make any mention of Day Fighters on the Channel Front having yellow under surfaces, so exactly what hue might have been carried by such aircraft is open to question. RLM 04 was widely used as a tactical marking on the under surfaces of the cowls and was a strong chrome yellow hue almost identical to the RAF shade Yellow, which was used on the under surfaces of the aircraft used in the roles itemised in the Postagram. As a ruse-de-guerre, as suggested by the Postagram, the use of RLM 04 on the under surfaces of Luftwaffe Day Fighters might make some sort of sense, especially during the period during the late summer of 1942 when Fw 190s were engaged in carrying out hit and run raids in daylight along the south coast of England, but it does not accord with either the Clostermann or 452

Squadron description of the colour. Neither would the use of the alternative marking colour RLM 27, which was a more acidic lemon yellow hue. The colour swatches that are supplied by both Merrick and Ullmann do however suggest one possibility, which might be described colloquially as being a 'pale yellow' or alternatively 'brown/yellow'. This is RLM 05 Elfenbein, which was principally used on gliders but also apparently also found its way onto the experimental DFS 228 V1 rocket powered high altitude reconnaissance aircraft. Unfortunately, there is nothing really close to this in FS 595 terms, the closest colour possibly being FS 33798. In model paint terms, Humbrol 78 Matt Linen is a reasonable match. Whilst at first glance it might seem counter intuitive to use such a colour as a camouflage finish on the under surfaces of a Fighter aircraft, setting its pale brownish yellow hue aside, the tone of the colour appears to be not dissimilar to the RAF colour Sky, the pale grey-green that was used on under surfaces of all manner of British day flying aircraft. Thus the use of RLM 05 as an under surface camouflage colour on Luftwaffe Day Fighters would be no more counter intuitive than the use of Sky as a camouflage colour on British aircraft and possibly just as effective at medium altitudes. The extent to which the RLM 05 finish (or whatever it might have been) might have been applied on a unit basis along the Channel Front as a whole or to an individual aircraft on any specific unit is not known. Because both Clostermann's account and the 452 Squadron Intelligence Report describe the fuselage and under surfaces as being different colours, at the time of writing, it is assumed that the yellow under surfaces were applied to what in British terms would be described as Pattern No.1 with the sides of the fuselage, fin and rudder retaining the standard RLM 76 base colour under the usual Luftwaffe mottle finish. Given that sightings of German fighters with pale yellow under surfaces appear to have spanned the period August 1941 to at least April 1943, it is something of a mystery as to why this finish (whatever it might have been) does not seem to be known today. It may be worth further research however, as it was evidently considered to pose a real and present danger to British air defences at the time.

Are Clostermann’s recollections of a yellow under surface on a Fw 190 corroborated by an 11 Group tactical memo from August 1941?

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Caudron C-445M Goeland

By the late Wojciech Butrycz fatigued machine (note the French roundel on the port fuselage side) that I could find, but it was mainly possible thanks to the excellent French monograph published by Lela Presse in 2000. The content of the book is astonishing with plenty of photos, detail drawings, cut away, colour plates, tables etc. The model is to the high standard typical of this Czech kit producer and well detailed. My only complaint are the decals, which are missing the under wing radio code P-143. I had to complete this from spare decals, chiefly Techmod’s sheet for black USAAF digits.

Kit No: 92171 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: RS Models Hannants/UMM-USA

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ne of the recent RS Model toolings, released in three different boxes, gave me the opportunity to build an aircraft that while similar was not as popular as the Oxford or Anson during World War II. I was really happy to see it released though as it was an opportunity to build a model of a particular aircraft, no. 154 from Centrum Wyszkolenia Lotniczego (CWL) or Air Training Centre, in Lyon-Bron, in the spring of 1940. France was first country where after escape from occupied Poland Polish pilots were trained and fought alongside with their French companions against Luftwaffe. The model was built based on the only contemporary photograph of the heavily

From the very beginning I knew I would spend little time on the interior as once the fuselage sides are put together very little if anything will be visible through the small windows. I just added seat belts made from tape, painted the instrument panel black and filled the dials with white, not bothering with instrument faces, and even these white dials are barely visible and only with the use of a small torch. The colours used for the interior were guesswork, as I do not have any information on those used by Caudron. After the interior was ready (do not forget to glue side windows from inside), the fuselage halves were glued together, then the wings and tailplane were added. Some putty, both regular and diluted, was used wherever necessary and after drying was sanded smooth and the front cockpit glazing was added. Again putty was needed in some areas. All the windows were masked with tape and Maskol. After drying everything was checked for smoothness and the whole airframe minus

6 W W W. S C A L E A I R C R A F T M O D E L L I N G . CO. U K

engines was sprayed silver. The engines should be painted aluminium metalizer while the vertical stabilizer was painted blue as a base for the large white 1. I do have my doubts about this being blue but unfortunately I have no method for reading colours from black and white images made seventy five years ago! The antidazzle panel was cut from Microscale solid black decal sheet. Once the surface was dry I started to apply the decals. I swapped the fuselage numbers, Polish checkerboards and upper wing French roundels, which are too big on the model decal sheet. Next day I sprayed the whole airframe AK Interactive Ultra Matte varnish, giving the model a dead matt finish. I prepared the engine, propeller and undercarriage subassemblies with everything being painted appropriately - black prop blades, Lifecolor Tyre Black tyres and Model Master Aluminium for the remaining parts. Since the undercarriage is well detailed I added only copper wire details for the hydraulic lines. Also there was no need to add scratch built details to the wheel bays as nothing is visible once the gear is assembled in the narrow apertures. After assembly the remaining work focussed on weathering, which was done with the use of MIG Productions washes, silver paint applied with a soft brush and dry pastels. Also some rust effect was added to the exhaust stubs. This aircraft is unlikely to be released by mainstream manufacturers, so I was quite happy to see this kit, especially as the short run models by this manufacturer are to such a high standard. It was a pleasure to build this rara avis.

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The Goeland alongside a Caudron C635M Simoun (Heller model), also from the Air Training Centre (CWL) at Lyon-Bron, spring 1940

The excellent reference work on the subject that proved so useful during this build

One poor quality image exists of aircraft no. 154. I took issue with the tail colour though other modellers may make up their own minds

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APRIL 2017 • VOLUME 39 • ISSUE 02

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1/32 Ansaldo A-1 Balilla review update By Dave Hooper

Y

ou may remember that I published a preview of the much anticipated Aviattic Ansaldo Balilla in a recent issue of SAM, which at the time consisted mainly of resin parts. I am pleased to say that my copy of the kit is now almost complete. So what has been added since my original preview? Firstly there have been a few more small blocks of resin castings that complete the compliment of resin parts within the kit. These include the fuel tank, Magneto and various other small bits and pieces all cast to Aviattic’s usual high standard. The most obvious addition has been a pair of photo etch sheets, a small sheet containing spoked wheels and a huge sheet containing everything else. One word sums these sheets up. Stunning! The spoked wheels are of the same quality as we saw on Aviattic’s Motorcycle kit, which at the time I think I described as some of the best photo etch spoked wheels I had ever seen. The main photo etch sheet is immense. I haven’t counted the number of parts but the highest part number I could find was 120, with components ranging from bulkhead frames and radiator shutters to tiny spark plug fittings. I don’t think anybody has ever gone to this level of depth or detail in a kit before. Also new is the set of fabric, wood grain and instrument facing decal sheets. In the Italian version of the kit, which is the version I have, you get two A4 sheets of textile and wood grain cookies. The dark walnut effect of the wood grain is very realistic and I was also extremely impressed by the way that the designers have depicted the three colour sponged pattern on the upper sides of the wings.

The instrument facings are printed on white decal sheet and need careful cutting or punching. Aviattic has very responsibly provided three of each type to allow for experimentation however the addition of the photo etch bezels will help to hide any roughness around the edges. What is not yet included are the main marking decals although I have been supplied with rejected versions of both Italian and Polish boxings. Even though these particular sheets were rejected (one of the reasons for the kit’s delay) they look absolutely stunning on the sheet and the St George icon on the Italian sheet is particularly impressive. What I also do not have yet is the reference booklet. The kit will contain a lavish set of reference drawings and photographs printed in high quality. So what about the instructions? Actually the boxing will not come with paper instructions. Rather a build style of instructions will be available to view or download from the Aviattic website. This has been done because of the size and complexity of the kit as the producers felt it would be difficult to reproduce them in the box without adding a sixty or seventy page booklet, which from a cost point of view would be impractical. Without doubt this is the most detailed and complex kit that I have ever seen. The level of love and effort that has been put into every part is clear to see and having begun building mine I can testify that so far the parts have all fitted well and the kit has been well engineered. The kit is now due out in March, barring any technical hitches or delays. Visit www.aviattic.co.uk for the latest update on this release.

8 W W W. S C A L E A I R C R A F T M O D E L L I N G . CO. U K

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3902 New Subs Section 1-8_Scuttlebutt 07/03/2017 10:43 Page 6

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Caudron C-445M Goeland

By the late Wojciech Butrycz fatigued machine (note the French roundel on the port fuselage side) that I could find, but it was mainly possible thanks to the excellent French monograph published by Lela Presse in 2000. The content of the book is astonishing with plenty of photos, detail drawings, cut away, colour plates, tables etc. The model is to the high standard typical of this Czech kit producer and well detailed. My only complaint are the decals, which are missing the under wing radio code P-143. I had to complete this from spare decals, chiefly Techmod’s sheet for black USAAF digits.

Kit No: 92171 Scale: 1/72 Type: Injection Moulded Plastic Manufacturer: RS Models Hannants/UMM-USA

O

ne of the recent RS Model toolings, released in three different boxes, gave me the opportunity to build an aircraft that while similar was not as popular as the Oxford or Anson during World War II. I was really happy to see it released though as it was an opportunity to build a model of a particular aircraft, no. 154 from Centrum Wyszkolenia Lotniczego (CWL) or Air Training Centre, in Lyon-Bron, in the spring of 1940. France was first country where after escape from occupied Poland Polish pilots were trained and fought alongside with their French companions against Luftwaffe. The model was built based on the only contemporary photograph of the heavily

From the very beginning I knew I would spend little time on the interior as once the fuselage sides are put together very little if anything will be visible through the small windows. I just added seat belts made from tape, painted the instrument panel black and filled the dials with white, not bothering with instrument faces, and even these white dials are barely visible and only with the use of a small torch. The colours used for the interior were guesswork, as I do not have any information on those used by Caudron. After the interior was ready (do not forget to glue side windows from inside), the fuselage halves were glued together, then the wings and tailplane were added. Some putty, both regular and diluted, was used wherever necessary and after drying was sanded smooth and the front cockpit glazing was added. Again putty was needed in some areas. All the windows were masked with tape and Maskol. After drying everything was checked for smoothness and the whole airframe minus

6 W W W. S C A L E A I R C R A F T M O D E L L I N G . CO. U K

engines was sprayed silver. The engines should be painted aluminium metalizer while the vertical stabilizer was painted blue as a base for the large white 1. I do have my doubts about this being blue but unfortunately I have no method for reading colours from black and white images made seventy five years ago! The antidazzle panel was cut from Microscale solid black decal sheet. Once the surface was dry I started to apply the decals. I swapped the fuselage numbers, Polish checkerboards and upper wing French roundels, which are too big on the model decal sheet. Next day I sprayed the whole airframe AK Interactive Ultra Matte varnish, giving the model a dead matt finish. I prepared the engine, propeller and undercarriage subassemblies with everything being painted appropriately - black prop blades, Lifecolor Tyre Black tyres and Model Master Aluminium for the remaining parts. Since the undercarriage is well detailed I added only copper wire details for the hydraulic lines. Also there was no need to add scratch built details to the wheel bays as nothing is visible once the gear is assembled in the narrow apertures. After assembly the remaining work focussed on weathering, which was done with the use of MIG Productions washes, silver paint applied with a soft brush and dry pastels. Also some rust effect was added to the exhaust stubs. This aircraft is unlikely to be released by mainstream manufacturers, so I was quite happy to see this kit, especially as the short run models by this manufacturer are to such a high standard. It was a pleasure to build this rara avis.

SUBSCRIBE ONLY £49.50 FOR 15 ISSUES

3902 New Subs Section 1-8_Scuttlebutt 07/03/2017 10:43 Page 7

SAM SUBS SEC TION

The Goeland alongside a Caudron C635M Simoun (Heller model), also from the Air Training Centre (CWL) at Lyon-Bron, spring 1940

The excellent reference work on the subject that proved so useful during this build

One poor quality image exists of aircraft no. 154. I took issue with the tail colour though other modellers may make up their own minds

RECEIVE EXTRA EIGHT PAGES FREE

APRIL 2017 • VOLUME 39 • ISSUE 02

7

3902 New Subs Section 1-8_Scuttlebutt 07/03/2017 10:44 Page 8

SAM SUBS SEC TION

1/32 Ansaldo A-1 Balilla review update By Dave Hooper

Y

ou may remember that I published a preview of the much anticipated Aviattic Ansaldo Balilla in a recent issue of SAM, which at the time consisted mainly of resin parts. I am pleased to say that my copy of the kit is now almost complete. So what has been added since my original preview? Firstly there have been a few more small blocks of resin castings that complete the compliment of resin parts within the kit. These include the fuel tank, Magneto and various other small bits and pieces all cast to Aviattic’s usual high standard. The most obvious addition has been a pair of photo etch sheets, a small sheet containing spoked wheels and a huge sheet containing everything else. One word sums these sheets up. Stunning! The spoked wheels are of the same quality as we saw on Aviattic’s Motorcycle kit, which at the time I think I described as some of the best photo etch spoked wheels I had ever seen. The main photo etch sheet is immense. I haven’t counted the number of parts but the highest part number I could find was 120, with components ranging from bulkhead frames and radiator shutters to tiny spark plug fittings. I don’t think anybody has ever gone to this level of depth or detail in a kit before. Also new is the set of fabric, wood grain and instrument facing decal sheets. In the Italian version of the kit, which is the version I have, you get two A4 sheets of textile and wood grain cookies. The dark walnut effect of the wood grain is very realistic and I was also extremely impressed by the way that the designers have depicted the three colour sponged pattern on the upper sides of the wings.

The instrument facings are printed on white decal sheet and need careful cutting or punching. Aviattic has very responsibly provided three of each type to allow for experimentation however the addition of the photo etch bezels will help to hide any roughness around the edges. What is not yet included are the main marking decals although I have been supplied with rejected versions of both Italian and Polish boxings. Even though these particular sheets were rejected (one of the reasons for the kit’s delay) they look absolutely stunning on the sheet and the St George icon on the Italian sheet is particularly impressive. What I also do not have yet is the reference booklet. The kit will contain a lavish set of reference drawings and photographs printed in high quality. So what about the instructions? Actually the boxing will not come with paper instructions. Rather a build style of instructions will be available to view or download from the Aviattic website. This has been done because of the size and complexity of the kit as the producers felt it would be difficult to reproduce them in the box without adding a sixty or seventy page booklet, which from a cost point of view would be impractical. Without doubt this is the most detailed and complex kit that I have ever seen. The level of love and effort that has been put into every part is clear to see and having begun building mine I can testify that so far the parts have all fitted well and the kit has been well engineered. The kit is now due out in March, barring any technical hitches or delays. Visit www.aviattic.co.uk for the latest update on this release.

8 W W W. S C A L E A I R C R A F T M O D E L L I N G . CO. U K

SUBSCRIBE ONLY £49.50 FOR 15 ISSUES

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